2High2Fast

I’m there, as well. I’ve found a couple references and I’ll keep rounding up options, thanks.

On 2/10/2021 at 5:58 PM, Kent Ashton said:

Which canard do you have, GU or Roncz?   For a GU, I once suggested leather boots inside the fuselage over the torque tubes that were held tight to the fuselage inner wall with neodymium magnets.    Maybe flox a thin steel ring on the fuselage wall for the magnets.    
The Roncz canard with offset torque tubes is pretty easy to make a tight fit.   I understand offset torque tubes can be fitted on a GU canard but I think I’d try the boots first.   

it’s the Roncz. Any good pics of these boots?

Thanks for the boots idea- exactly what I had in mind.

Bruce, that’s exactly why it’s so hard for me to tear into it! I HATE the idea of it being down, but February in Western Oregon (snow and freezing rain at the moment) is as good a time as any could be. With a minor change like blocking some airflow, I might be able to fly more comfortably for long trips. It’s not terrible now, but when I flew down to Marc, my feet were frozen on arrival.

If you’re separated from your EZ and it’s in Olympia, I’d be happy to run it for you or check up on it or whatever else you need, anytime (that the weather will let me zip up there from Mulino).

Zach

I do have heated gloves and insoles, and they are a big help, but it’s the lower legs, and eventually toes, that freeze. Upper body is fine, with a leather coat and a couple layers underneath.

i was visualizing a small unit that could be quick-disconnect fitted and blow enough warm air to take the edge off at altitudes above 10,000’. 

I will try to seal up the elevator torque tube, and see how much that helps.

i also have a gap at the aft edge of the rear canopy (I have split canopies), and that undoubtedly isn’t helping.

Reading the old CP newsletters, I see occasional reference to electric heaters that worked well in Longs.

Is anyone still running one? I think a small unit, mounted to be removable per seasonal requirements, would be ideal versus the weight and complexity of an oil heater system.

Hello, all!

Possible long-shot, but I’m wondering if any of you fancy Dynon types have an old Jepp Skybound card dongle for my Garmin navdata card. My database ends in two zeros, so I’d like to update it. Hell, darn near everything has moved or been renamed, by now.

Anyone? I’d be happy to cover postage both ways for a loaner. 
 

Thanks!

Zach

Quickie in Oregon
 

https://corvallis.craigslist.org/avo/d/lebanon-q2-rutan-quickie-1988/7164505340.html

On 8/5/2020 at 6:51 PM, macleodm3 said:

Like Kent mentioned... if its a non-impulse magneto then don’t start it on that mag.  The plane should be wired so it can’t start with that mag operational.  

Understood.
 

Ah- just didn’t recognize the term trigger. I think this has the HEDs, but I’ll have to look again.

thanks

17 hours ago, Kent Ashton said:

More clues, Dr. Watson.   Impulse mag or non-?  Using a key switch or toggles? Tried leaning the mixture?  What sort of LSE triggers are you using?  How do you start up and how does it work after starting?    How's the engine run when switching ignitions in idle.  How about when going from idle to higher RPM on only one ignition?  I think you would hear a backfire.

Not sure if impulse or non (I’ll try starting with the LSE ignition off), key switch, leaning makes no difference, triggers?, start with key - starts easily, idles well, haven’t tried at idle

Hello, all.

When I run-up to 2000 rpm and check my ignitions for independent operation, I get about 150 rpm drop when operating the mag, and about 50 or so when running the electronic alone. But when I switch from the Lightspeed back to both, I get a pronounced stutter with accompanying airframe shudder (torque). It may be a backfire, but I can’t hear it. It’s very consistent, (every time, exactly the same), but this is my first operation with electronic ignition in a Lycoming engine, so I’m not sure what’s up.

Thoughts?

Officially joining the ranks with N90LT!

Hopefully the desert was kind to the engine as it sat and sat after rebuild, years ago.

Pretty happy to finally get my hands on one that has the bits I wanted. 
More newbie questions inbound!

😁

2 hours ago, Voidhawk9 said:

Between this and the PIA A320 crash recently, there have been some truly shocking pilot error accidents of late.

There are those that have been predicting this sort of thing for some time given the changes to training and hiring practices in the last decade or so. Maybe related, maybe not, but I cannot help but wonder...  Maybe these are isolated, freak accidents, or maybe we will be seeing more of these sorts of accidents in the years to come.

I can speak personally to the training at the US’s largest carriers, and it is excellent. I would argue that due to changes in training philosophy, it’s the best it’s ever been. Our safety record bears that out.
I’m VERY selective about foreign carriers for my own travel. Most are fine, some are horrific.

Thanks, Marc, that’s all very helpful. 
I worded “forward visibility” poorly. I know the back-seater still won’t see directly in front, but they won’t be staring at that bulkhead/headrest, and I think that’s an improvement. 
You’re confirming what I suspected regarding the engine. I do have a working knowledge of engines, in general, and on my less-run vehicles, I still run them every week or two, and all the way to fully warm. IF there was a case where the sit could be acceptable, this does seem like a likely candidate (which only means it’s probably worth the cost of checking).

it does come with another set of wheel pants. The ones installed looked sound, though. 
 

So the rub is, how do I get fresh eyes on it in situ? 

On 7/3/2020 at 9:11 AM, TOMN8R said:

Also, the engine was overhauled in June 2006, NOT April 2009 as stated in the ad. The spec sheet has the correct date. 150 hrs in 14 years? Assuming it can be proven sound without another overhaul, thoughts about likely TBO (assuming less than 2000 in these circumstances)? What would YOU want done to gain confidence in such an old overhaul, assuming it lived in Arizona the whole time? Thanks again!

Sorry for formatting- tough on mobile, at times

On 7/3/2020 at 9:11 AM, TOMN8R said:

(NOT MINE) 1987 Long Ez - $45.5K

Looks sharp, 2030 TTAF with 150 SMOH on O-320 A2B. Cato 3-blade, nose lift.

https://www.barnstormers.com/classified-1586235-Long-Ez.html?catid=18880

Went and looked at this one, today.

I’d love some opinions if anyone’s offering free advice!😁

the 2-part canopy: forward visibility is much improved, but the rollover protection from the triangle-shaped piece is lost. Any thoughts on what the structure remaining would provide (some, none, lots?) I’m not certain what it’s made of (just composite?)

Plexi condition: rear canopy has a little haziness and strake windows are quite scratched up. How hard is it to replace molded-in custom plexi pieces? Didn’t look simple to me, but I don’t know composite construction.

compressions: some in upper 60s. Broker says due to sitting and not flying much since overhaul (150 hrs in 9yrs, if memory serves). Says they should come up just fine after running an hour or two at high power, and agreed to retest after that’s done. Seem reasonable?

fuel drain vs  composite/paint:

one drain has bubbling paint around it to the diameter of a quarter, or so. The other has had the paint sanded off a similar footprint. Assuming there’s a slight weep at the drain, is that a big concern in terms of the composite material, over time?

I’m still a newb to these planes, so thanks for any perspectives.

Oh, the "Ferrari!" It was interesting that he originally posted a $25k price, then removed the price entirely. I'm guessing you got a good deal. Removing the Ferrari logos would have been near the top of my to-do list, too! Congrats!

On 12/10/2019 at 9:55 AM, A Bruce Hughes said:

To 2high2fast (whoever you are) (note that this is 6 years old but may be OK):
Eze Covers
Date:     Sun, 20 Jan 2013

https://sites.google.com/site/ezaircraftcovers/

Email to:
<canardcovers@yahoo.com>

 

Thanks, Bruce. The lack of hangars at my two local airports is, in fact, the main thing that’s kept me from pulling the trigger on a Long-EZ. I’m trying to determine how advisable outside storage, with a good cover and protection for the wood prop, would be through at least 1 Oregon winter.

Welp- never mind. That plane should be available if anyone else is interested.

Going down to Chino to spend 1/2 day opening up N79YT with Bill Oertel. He's agreed to open things up and give me a (no) crash course on the plane. 

I saw a reference to a Dorothy who makes covers for Long-EZ and some others, but didn't see any actual contact info. 

Does anyone have her details?

Thanks!

Why? Can you recommend someone?

Thanks, Barry.

I still don't know too much about them, but Bill Oertel took me for a flight and showed me around a bit. I like the fact that it's coming from a guru.

On 4/3/2019 at 5:53 AM, Kent Ashton said:

Two today: First a chap on the Cozybuilders list selling a project.  He says

Then this Long-ez, N79YT  https://registry.faa.gov/aircraftinquiry/NNum_Results.aspx?NNumbertxt=79YT        LONG EZ AIRCRAFT • $45,000 • AVAILABLE FOR SALE • Long EZ for sale. good plane. built 1984 650 hours. new engine 0320 160 hp. asking $45,000. Basic IFR panel, no GPS, no ADS B. Will install new upholstery to suit buyer. can provide photos. No one over 6 feet tall please. • Contact William R. Oertel, Owner - located Norco, CA USA • Telephone: 951 751-8627 . 951 738-8300 • Posted April 2, 2019

Couple more pics in the ad.  Oertel is a well-known canard mechanic in California.  

I'm buying this, pending the details. I'll do all the reading I can (have done quite a bit, already), and use the search function, but forgive the newbie questions I may inflict on the group!

excited to joint the canard community!

17 minutes ago, Marc Zeitlin said:

10 - 15 lb. max. If the empty weight of a Long-EZ is 1100 lb., it's a single seater, and replacing the panel isn't fixing that.

Damn, that’s disappointing. 

Rutan Defiant