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DeeCee 57

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DeeCee 57 last won the day on September 8 2016

DeeCee 57 had the most liked content!

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About DeeCee 57

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  • Birthday 09/06/1957

Personal Information

  • Real Name (Public)
  • Location (Public)
    Zurich, Switzerland, Europe, Earth, Milky Way...
  • Occupation
  • Interests
    Aviating, flying, gliding, levitation, sailing and RC...

Flying Information

  • Flying Status
    VEZE, D11, A320
  • Airport Base

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  • Plane
  • Plane (Other/Details)
    VariEze, long nose, RR C90 with MT prop

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  1. Ok, I will install this device: https://www.kemo-electronic.de/en/Transformer-Dimmer/Sensors/Modules/M169A-Temperature-switch-thermostat-12-V-DC.php Since the max T switching is 100°C I will see if that is not too low, if it is they have a 150°C model as well. I will most probably install the unit in the rear "luggage" compartment and the sensor in the fuel/oil area of the Continental. A loud bell and light will be activated when the set threshold is reached. Andrew, if the system activates in flight I would confirm the fire or smoke with my mirror (or try to twist my neck enough, but this exercise is not too Ez in one ). If a fire is confirmed, mountainous environment or not would see me pull the mixture to idle cut-off and switch the fuel to off, then head ASAP towards terra firma setting up for a most probable crash landing... certainly a better option than remaining in a soon to be burning torch, your choice. I think I need a fire alarm, the only best reason is that I don't see my engine. And yes it has happened a few times. We had a the tragic case of a Cosy here, here's the report: http://www.sust.admin.ch/pdfs/AV-berichte//1883_e.pdf FAR Excerpt: FAR 23.1203(a)(iii): There must be a means that ensure the prompt detection of a fire in airplanes with engine(s) located where they are not readily visible from the cockpit.
  2. At the risk of answering my own question (...) some net search found following solutions, looking quite attractive to me: http://www.circuitsgallery.com/2012/09/fire-alarm-circuit.html or a slightly more elaborate one: http://www.eeweb.com/blog/extreme_circuits/fire-alarm-using-thermistor Using thermistors in parallel one could use say 3 of them in different locations...
  3. Thank you guys. Andrew, whilst your idea has good points, I do not want to stare at yet another screen to alert me. I fly in a high traffic (and mountainous) environment and I usually pay attention to the outside world with occasional glimpses at the panel. What I need is an alarm that will alert me to an unseen fire as soon as possible in order to get down ASAP... Thomas, thanks, sounds more like what I'm looking for. Why would you use aluminum for the strips? Guess 2 copper strips separated by insulation would work as well. The problems remaining are twofold: being sure that when melted the insulation will not stay in between the plates to prevent closed contact. This could be solved by bending one end or the ends of the plates so they would contact when the Insulation melts. The other problem lies as to what kind of insulation to use. Styrofoam packing sheet maybe? Well, I guess testing such a device is pretty easy, holding some kinda fire below to test the working. Another problem is the location inside the cowling. Combustibles are primarily fuel, then oil... so I guess best location would be around the carb and fuel lines... Better/more ideas? Some of you guys done or seen that done before?
  4. not sure I'm posting in the right forum (could not find any history on the subject), but that is the best I found so here goes: Worried by an eventual in flight fire on my VariEze's C-90 and the urgency of such a situation, I'm thinking about installing some kindof fire warning system. This system would ideally be easy to manufacture and install, reliable, cheap and light (MI #xxx ). 2 simple ideas that popped to my mind, using my rear view mirror (the very one I used to check on the fuel quantity) to keep watching on the engine behind me, or using a kinda OAT gage with an over temp warning... The ideal warning system would be some big red light & bell system to wake me up, kinda what we find on our airliners Ideas, examples, pictures, suggestions? All are more than welcome, thanx!
  5. Hi Filipe You might try contacting this guy: http://www.experimental.ch/marketplace/show-ad/?id=125 The ad has been removed very recently, the owner rang me about 1 month ago to ask me if I was interested or not, so it might still be available... Project looks very advanced and of high quality (looking at the pictures only). Good hunt DC
  6. Marc, I maintain that there must be a better method, there is a whole bunch of NDT processes available. It just seems none has been successfully used (or published) in this case... As far as choosing the LE over the VE, assuming I had a choice, the LE has not only positive aspects to me. The biggie in my case being its size. Actually the size of the trailer. The one used for that VE is barely wider than a standard European car, which means nicely manoeuvrable on our winding roads, and fits nicely in my garage. A trailer for a LE is a different story, loading the aircraft canted to respect maximum width is not a practical solution to me. Also the VE I might consider hangs from the hangar's roof beams in a very cramped space, not sure a LE would even fit in. Then there are the looks (yep, in the eye of the beholder ). Anyway, thanks for sharing your knowledge and for your welcome!
  7. Hi Marc, and thanks for your expertise. That is true indeed. Again, I guess (hope) that all parties interested in a Varieze have seen the pictures of those highly corroded wing fittings. Maybe you would like to elaborate as to the reason(s) the corrosion starts and gets going? Could saline air environment be partly responsible? Bad building? The recommended scuffing of the fittings prior to glassing damaging the protective aluminum layer? And now, what if any methods of inspection do you recommend? Any result by people suggesting to x-ray the area of the fittings? These Varieze have been flying for dozens of years now, the eventual problem known for almost the same period of time, there must be a better method than butcher the wings or caveat said fittings? Any idea to HELP people having an interest in a Varieze?
  8. "Having not really flown an airplane before (with exception of very limited hands on controls in straight-n-level flight), is purchasing an existing LongEZ and obtaining lessons from an experienced Ez pilot a viable option?" Sure is a viable option! Of course rotary to fixed wing is a different game... on the same subject, any canard to conventional craft is a different game as well. With your experience and proper training, should not be a problem at all, enjoy!
  9. Hi Andrew The Eze I'm having the privilege to operate (that sounds ponderous, no?) ain't mine...Yet. Of course, you guys in the US have access to looooong runways. Here it is slightly different. Yes, the one I'm flying (lucky enough to have some aircraft to fly with, ranging from say the humble French manufactured Jodel D11 to the still much ahead of its time (witness that ugly manly indescent bullhorn on the 787) A320 range of aircraft, and yes, that Ez I'm flying is equipped with a MTV-1-F prop. This helps not only in getting airborne, but slows it down down somewhat during descent and approach. All with a rotary control knob, kinda neat German tech
  10. Thanks for the welcome guys! Kent thanx for your concern, having been in the experimental/custom built/amateur whatever you call them scene for about 35 years now, having read all CPs, I'm more than aware of the eventual corrosion problem. You probably know that only one VEZE was affected, and only whilst on the ground... I've already had the one I'm looking at dismantled for trailer transportation and had a good look. Re field length requirement, 690m is quite ok... Guess we are kindof used to these length. The 4 Ezes on the field are equipped with good brakes... and MT electric constant speed props. Just returned from a flight to LSZL Locarno on the South of the Alps (for that famous €300 pizza ), full fuel and my 130lbs (63kg) wife and myself (same weight), lifted off half runway length on departure, used 3/4 on landing with medium distance touchdown and medium braking. Was in Bad Ragaz 2 weeks ago, that is more of a challenge with <500m, narrow strip and a major hill with a hotel on top to avoid on finals .
  11. Hi gals (any out here?) and guys Living in the heart of Europe... Been flying a Varieze for 4 months now... Might eventually buy that very Eze since I kinda fell in love with that strange looking bird and she might be up for sale... This would make it the 4th aircraft I have owned, first one was a French designed S.I.P.A. callsign HB-SPT, the second an Aeromere Falco Series 3 callsign D-ENIB, the third one another Falco Laverda built series 4 callsign HB-UOD... Forgot to mention having spent many years and $$$$$ building an RV-4 previously... Always been fascinated by canards, quite a few still flying around here, 5 (4 Varis, one Speedcanard) based on my field at Birrfeld LSZF Thanks for reading me. A big thank you to Jon Matcho for this site, always good for birds of same feathers... to flock to the same forum

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