Bugstrider

6 minutes ago, Bryan Dover said:

Bryan,

Thank you!!! that is the first diagram I have seen.

Cheers

Yeah, that is where I found the picture, a classified add from 2017 I think.  It is the only picture I have run across so far the shows components an all the bits.  I was hoping to be able to find some details on the kit but have hit a wall everywhere I have searched so far.  Even the older posts I have read with links to suppliers have lead to a dead end with the infamous "404 Error".

I am glad someone was able to pick this one up rather than it getting tossed into a bin due to nobody wanting it.  I asked the seller if it was still available but knew that was a long shot due tot the age of the original post.

My search goes on, although I have looked at the external ones that Marc Z. recommended.  I just don't know what the extra drag would be on something like that or if it would even matter.

Cheers

Thank you Marc,

That was very helpful in understanding the differences of the VG's.  I have seen them on only a few Long-EZ's in photos and video but I am unsure which ones they are.  Without being able to talk to the owners of those planes, I will assume that the first set of VG's you mentioned since these planes are used for pleasure flying and not the second, but then again it is a S.W.A.G. on my part.

Here on field, I have two good friends with Long-EZ's who fly with two different canard designs.  Neither have VG's and both have totally different attitudes about flying into rain due to the reduction in lift or negligible reduction.  To be honest, it makes my head spin when their respective perspectives differ.  

Can't help with any useful data, but thanks for posting those.  Historical photos like that are cool to see.

hopefully closing a deal on one this week from an original family. I hope to get build photos and other info for my history files,

Found this landing light assembly for sale years back in a classified add.  I can't seem to find this being offered on any suppliers that I have checked so far.  Does anyone know was this a product a custom deal that a forum member was making and offering to the group?
 
Thanks

I also ran a cross this product, but it is listed for the LE and no mention of the VE platform.  I also wonder by installing the VG's, would or could it affect the stall characteristic of the main rear wing since you are changing the stall speeds of the canard.

Again, I am just passing on things I have seen and now have questions about. I am still learning and hope that someday I will have a large enough knowledge base to have an intelligent question with the canard experts.😉

Thanks guys for your reply's.  Thanks Marc on the heads up on the CP newsletters.  I found the one you mentioned after a bit of searching, now that I know where they are located, I look forward to educating myself.

Are rear trailing fences not recommended if the original leading edge cuffs are left in tact for now?  It is interesting how initially they did not recommend the vortilons for the LE but reversed that thought process as you mentioned Marc.  I honestly do not recall seeing a flying canard, other than some VEs that do not have them.

With the advent of 3D printing, I wonder what or if there is a possible market.  Although I do not have a printer or experience with creating a product.  Just thinking outloud.

cheers

I know this is few years old, but is this still available?

Good evening,

I am looking at a VariEze that has the original cuffs on the leading edges.  I am having a challenging time finding data on the reasons for the leading edge change and the implementation of the more traditional leading edge vortilons and trailing edge fences.  Any pointers on better search technics welcome.  Obviously I am doing something incorrectly in my search criteria.

How many Vari drivers out there still run with cuffs and what has  been  your experiences?

cheers

2 hours ago, slk23 said:

Wingtip protection is the purpose of the lower winglet on the VariEze.  It contributes little, if anything, to aerodynamics.  The larger lower winglet on the Long-EZ is a different story.

Thank you for your response.  I have flying experience in a friend's Long but not a Vari.  I was wondering about the purpose since I hadn't read about an aerodynamic design on the lower winglet, (yet) and have seen some even removed.  I know that they "do" have an impact on the LongEz wing, but then again I have seen some builders/owners remove those too.

I do wonder the difficulty to have the Vari in just the right pitch and bank angle to scrape one without having a prop strike.  Just thinking along the "perfect storm" scenario.

cheers

1 hour ago, macleodm3 said:

 It looks like you could sand off the paint/primer and add two plies of BID... then fill it, sand it, paint it.  I would not be concerned with just that, but you really need a pre purchase inspection by someone like Marc Z to see what other issues exist.

That is what I was thinking, I just have never seen that on the lower winglet before.  I also did not know how hard it would be to strike a lower winglet on a wing like that.  I would think it would require one heck of a bank angle on landing.  Here is another angle better showing what I’m referring to.

I have been in touch with Marc on a couple of other items as well.  A pre purchase would be a must

Thanks Guys!!!!

This gives me hope!!! Although I do not own a Vari, I did find one in my search for a Long.  Has me thinking it would be a good introduction to the Canard family but lights would need to be a must since I would commute in it and be in the dark on one end of the flight.

On a side note, the one I found had some runaway rash on the lower winglet.  How hard is it to do this type of scrape and what would I be concerned with.  

Cheers and please keep coming.

IMG_9340.HEIC IMG_9339.HEIC IMG_9338.HEIC

Good Morning,

I was just wondering for those out there that own a Vari, how difficult would it be to retro fit a flying Vari with navigation lights for night time ops, including a possible landing light modification?  I understand that if someone was in the "build" state, this was would be much easier, however for the planes that are already constructed, is this a realistic possibility or would yo be limited to day VFR flying only?

I have attempted to run several different searches in the forum but have been unsuccessful in finding an answer. There is a high probability that it is user error, but I will ask anyway.

Cheers

Howdy,

Was just curious, does your Vari have nav lights for night ops?  That is one mod I would be interested in doing if I end up with a Vari.

Enjoy seeing your progress and yes, it is giving me idea.  Keep up the awesome progress.

Cheers

On 12/24/2020 at 1:17 PM, Sean James said:

Absolutely, but let me expand the answer based on my situation.

1. I did not make a decision to go to the 320 just to convert to a 320. The O-290 provided very good performance and if there weren't other concerns I would have stayed with the O-290.

2, The O-290 was having oil leaks around the cylinders which turned out to be unrepairable

3. Based on the inspection I was concerned there might be other problems with the engine and the cost to tear down for a complete inspection  and replace the cylinders as an O-290 was more that 1/2 the cost of a complete overhaul.

4. At that point the cost difference between doing a complete overhaul as an O-290 or boring out the block and making the engine an O-320 wasn't much so I made the decision to convert it to the 320.

 

  

Thanks Sean,

That info helps if I move forward.

Cheers,

Trevor

That is awesome!

I am looking at a completed Long(several years ago) but has not flown off the 40 hours.  It too has many small extras that I do like but the engine is in question due to its sitting for so long, still doing some fact finding and soul searching.  

Enjoyed reading your Vari progress.

Cheers

Trevor

Placerville, CA

21 hours ago, Sean James said:

I am Marc's customer who had Lycon modify my Lycoming O-290-D2 to an O-320. When I purchased the plane (a very good plane from a construction standpoint - Per Marc) it hadn't been flown much and within about 100 hours had some engine issues. During the inspection of the cylinders it was determined they couldn't be repaired and must be replaced. 

In consultation with Lycon it was determined the cost to rebuild the O-290 or convert it to an O-320 was not much different. At that point I decided to convert it to an O-320. It wasn't cheep. The engine was put in service in June of 2016 and now has 550 hours on it. Since installation I have had one bent pushrod caused by a hung exhaust valve.  Lycon replaced the pushrod at no cost and it was done in one day. Other than that the engine has run very well and burns about 1 qt every 15 hours. Oil analysis has been very good.

The performance of the O-320 is significantly better that the O-290 but I did need to replace the prop (now a silver bullet).

If you need more information feel free to contact me.

I realized that I forgot to ask you a question regarding this option.  Hindsight being 20/20 and you knowing what you do now, would you have done this same modification today if faced with the same challenges?

Thanks and Merry Christmas

Trevor 

16 minutes ago, Sean James said:

I am Marc's customer who had Lycon modify my Lycoming O-290-D2 to an O-320. When I purchased the plane (a very good plane from a construction standpoint - Per Marc) it hadn't been flown much and within about 100 hours had some engine issues. During the inspection of the cylinders it was determined they couldn't be repaired and must be replaced. 

In consultation with Lycon it was determined the cost to rebuild the O-290 or convert it to an O-320 was not much different. At that point I decided to convert it to an O-320. It wasn't cheep. The engine was put in service in June of 2016 and now has 550 hours on it. Since installation I have had one bent pushrod caused by a hung exhaust valve.  Lycon replaced the pushrod at no cost and it was done in one day. Other than that the engine has run very well and burns about 1 qt every 15 hours. Oil analysis has been very good.

The performance of the O-320 is significantly better that the O-290 but I did need to replace the prop (now a silver bullet).

If you need more information feel free to contact me.

Thank you very much for the info. I called Lycon in Visalia today to ask about the cost of an overhaul of the O-290 and the rep talked in depth about its issues of availability.  We talked about the O-320 overhaul costs compared to the O-290. This is the info I need to make an informed decision since I so not have the bottomless resources to throw at this and have to make smart choices.

Thanks again,

Morning everyone,

Been looking at a Long that has a O-290-D2 that has been sitting for a long time.  Back in the day, it was dissembled, inspected and reassembled with updates and then parked.  I have called around to some well known overhaul shops and was lectured about the parts issues and that these shops do not even offer overhaul services. I understand that the O-320 is a main staple for the Long but I was wondering how many of you run the O-290 and what, if any issues you have experienced.

Would this deter you from this to another one, solely on the fact of an O-290?

Thanks in advance

Bugs

PS: Merry Christmas!!!

1 hour ago, Marc Zeitlin said:

No. It's not for sale yet - I'm just projecting that it may be sometime this year. Don't know for sure. Dave will have a more comprehensive list of LE's for sale, but you'd still need a good Pre-Buy examination.

I keep a list of all COZY's for sale (that I know or hear of). Which plane is this? It's doubtful that I'm not familiar with it... See:

https://www.burnsideaerospace.com/pre-buy-examination-information

and page 32 of:

http://cozybuilders.org/Oshkosh_Presentations/2015_Zeitlin-Soup_To_Nuts.pdf

for information on what to look for. But the most important thing is to have someone that knows their ass from a hot rock look at the plane, and just because someone has built and flown one or two of these planes doesn't necessarily mean that they are in that category. I've seen a lot of crap that supposedly knowledgable builders had let slide or just missed.

See:

http://cozybuilders.org/mail_list/

for COZY mailing list information.

OK, no worries on the Long-EZ.  I am waiting for David to get back to me after he reviews the information he requested.  Here is the link to the one I saw and spoke with the owner about.  I figured you would have knowledge of the plane.

https://www.aircraftdealer.com/dealers/d/donaldponciroli/69428/big_s.jpg

I appreciate the links to the examination and the PDF.  This information I will review and study to give me a better understanding of things. I understand that the sound pre-purchase inspection by someone who knows what they are doing and what to look for.

Thank you again for your time,

Trevor

On 1/12/2020 at 4:33 PM, Barry said:

Good luck with the search. If you haven't already, check out the "for sale or free" thread. Lots of posts with for sale planes there.

Thanks, will do!!!

On 1/12/2020 at 9:07 PM, Marc Zeitlin said:

Get in touch with Tim Sullivan, who bases his Long-EZ at Placerville. Great guy. I know of a very nice Long-EZ that might be for sale - the owner hasn't flown it in over a year. Get in touch with David Orr who maintains a list of all Long-EZ's (and other canards) for sale. I maintain a list of COZY's for sale. Join the canard-aviators mailing list, which has over 1500 members and is pretty active. If you're interested in COZY's, join the COZY mailing list, which has over 800 members, 100 flyers, and 300 builders.

Thanks Marc, I am sorry for getting back to you so late. I just saw the notification that you replied.  I have since turned on my notification settings in hopes to avoid this in the future.  I reached out to Tim and then David yesterday, I answered David's questionnaire early this morning from work and emailed it back.  I have know Tim for years as well as John Crocker, another Long-EZ guy at Placerville.  I would be very interested in getting information on a solid Long-EZ.  Will David have the information on the one you mentioned?

I do have a COZY question for you.  In my search for a good canard, I ran across a Cozy IV that has been for sale for about 5 years per the owner.  I know my wife would prefer the Cozy for the extra room.  What I am asking is, what are some key questions would someone need to ask to get an accurate idea on its condition.  Due to my work schedule, I will need to plan a trip to see it in person.  I honestly don't think I could have located one any further away in the US.  Its located on the east coast.  I am still very green regarding getting into the different groups and mailing lists.  Is the mailing lists you mentioned on this forum or located at a different site?  I will start looked for the ones you mentioned.

Thank you again for your help,

Trevor Anders

Long time lurker, first time post, just wanted to to say hello and introduce myself to the forum.  Don’t own a Longeze/Cozy......yet, but looking.  Currently own a C-150 I use to drive to work. It’s slow, cheap and does the job but enough is enough. Been helping a good friend do some work on his long, logged some good flight hours and received some exceptional Long instruction.

finally following my long dormant dream of owning a canard design.  19 years ago, was given a raw Dragonfly kit but the foam was is bad shape. I still have the plans and some other bits,  but that’s about it. Renewing my EAA Membership and affiliation with EAA Chapter 512.

Any pointers, ideas, suggestions would be appreciated. Also looking for a current master list of Canard Clubs or resources in the US so I can branch out my contacts and resources in my search and journey.

posted a pic to show what it would look like if KPVF was actually in Australia