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Topics - Dave in Eugene

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For Sale/Wanted / Wanted 1 & 1/4" fuel pressure guage
« on: April 15, 2014, 04:12:32 PM »


Hangar Flying / LONG EZ manual gear won't stay up
« on: April 12, 2014, 08:01:06 PM »
Greetings from Eugene Oregon...408 EZ has a new habit of the landing gear not staying up ...I have resorted to having it tied in position while in cruise...I remember someone converted a small socked wrench to help but it seems like there must be a better way...and I did not used to have this problem. I have searched the archives and not found this in the discussion and apologize if I have missed it.

Thanks for your thoughts.


Hangar Flying / Long EZ Crash
« on: September 07, 2011, 05:11:30 PM »
Found this on aopa...

Near Kanab, Utah, an amateur built Long-Ez went down fatally injuring the pilot, apparently on his way to a fly-in.

Anybody know more about this?



A good friend and all around great guy says:

I have a couple of buddies who I do an annual week long hiking trip with. There was an immense amount of snow in the Cascades this spring, and in some areas there is STILL an immense amount of snow, making overland treks difficult/dangerous. With budget cuts, the Forest Service and Parks folks do not have the person power to survey the backcountry as they used to, so getting up to date info is difficult.

Basically, I want to fly out over the North Cascades, two areas in particular, and look at them from the air to assess the situation before we head out. These weeks are precious, and I do not want to waste it in a slushy mess or drinking beer in a KOA out of fear.

Happy to pay for fuel.

Thanks Dave.

Phone-360-310-1860. Email We plan on hiking the first week of August.


Hangar Flying / aopa for Iphones
« on: May 22, 2009, 06:22:30 AM »
AOPA for i-phone.

free application for members...looks really good...haven't used it enough but it could spell the end of the "airport guide" for me...sad in a way.

has a button for a "google map" for each airport...

looks like the data base is native to the phone (which is good when you are out of service) but the google map needs a connection. There is an airport diagram on board.

You can "Add to Favorites" a series of airports before a flight so that they are easy to call up when you want to review.



Hangar Flying / Has anyone flown into West Yellow Stone?
« on: May 20, 2009, 10:09:38 AM »
I am planning to meet my family at the park next week. West Yellow Stone airport looks like the closest landing option.

Would love info if you have it.



Hangar Flying / What to use to fill a cut in my wood prop
« on: May 17, 2009, 07:22:30 PM »
It looks like I took another hose clamp throught the prop...I will pull the cowls and see if it was mine...this time I have a slice 1/4" in the leading edge. What product would you smart folks advise to fill it.



Hangar Flying / Light speed ignition installed
« on: April 22, 2009, 06:36:59 PM »
Flew light speed ignition last night for the first time..biggest noticeable change is really smooth starts and low speed idle.

You Boeing guys will like this link:


Hangar Flying / harmonic between 120 -135 knots
« on: March 19, 2009, 07:34:50 PM »
I have been trying to identify the cause of a harmonic that occurs between 120 & 135 knots in my Long EZ.... it is a "Waaaaaba  waaaaba waaaaaba" sound that comes and goes with change in airspeed.

I noticed it more when I went from a 3" extension to a 8" extension. Yesterday I flew it with the 3" extension and it was much less pronounced...went back to the 8" today and it is much louder and the audible range is greater..

It is not in the controls...nothing shaking on the stick..

I think that it is the sound of the prop as it goes through the disturbed airflow of the a/c.

My goal today was to fly to 5,000 to 7,000'  over the airport and stop the prop and see if I could recreate the sound...the deck was a 2,200 today so no luck on that.

Will report back...would appreciate your thoughts or similar experiences.



Hangar Flying / Fire. My plane is burning ~ Yesterday
« on: January 19, 2009, 07:33:15 PM »
My plane is burning..

When it is cold out I usually stand next to the Long Ez and warm it up with the nose in the down position. I do this out of habit because my old battery was pretty weak and after extended cranking I would have to prop it by hand.

So...there I was...cranking away, because there is no primer in my plane I pump the throttle to actuate the accelerator pump and squirt some fuel into the system...usually works like a charm...the sun was shining and I was anxious to hear it fire so I pumped a little more vigorously then usual....crank crank pump pump crank pump crank pump crank pump....boof....boof?

I looked back and saw fuel burning on the ground beneath the scoop....hmmm better move my plane forward...did...looked again and noticed there were flames inside the scoop...crap...what now?...hmmm. I remember in my flight the event of an induction fire CRANK THE ENGINE and it will suck the fire out....I did and it did...I have some black on my cowl and will pull my air cleaner the next time I am down to the hangar to see if anything got torched ...but it appears I got away clean on this one...

What did I learn?

1) Had I been in the a/c I might not have noticed quickly enough and it could have gotten really bad really quickly. For cold starts I will always warm it up with the nose down 1st standing outside so that I can see and react will re-start easily after having been run for a minute or so..

2) no pumping without cranking...NO PUMPING WITHOUT CRANKING...cause if you pump without the suction of the engine the fuel will follow gravity...make sense?

3) Would I have remembered to turn off the fuel shut off if it had gotten out of hand...hope so

I offer this to add to the collective,


Dave in Eugene

Hangar Flying / electric aircraft
« on: October 05, 2008, 08:57:02 AM »
this is going to be great!


Hangar Flying / How hard is it to install an auto-pilot?
« on: September 28, 2008, 08:24:44 PM »
I would like to make the improvement...I would love to hear thoughts about installations and which brand is the best....hard to beat Dynon?...don't know.



Hangar Flying / Solar Aircraft sets record
« on: August 24, 2008, 11:47:43 PM »
How to beat the high price of Avgas

    * On This Day
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Page last updated at 04:21 GMT, Sunday, 24 August 2008 05:21 UK
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Solar plane makes record flight
By Jonathan Amos
Science reporter, BBC News

Solar plane's 3 day flight

A UK-built solar-powered plane has set an unofficial world endurance record for a flight by an unmanned aircraft.

The Zephyr-6, as it is known, stayed aloft for more than three days, running through the night on batteries it had recharged in sunlight.

The flight was a demonstration for the US military, which is looking for new types of technology to support its troops on the ground.

Craft like Zephyr might make ideal platforms for reconnaissance.

They could also be used to relay battlefield communications.

Chris Kelleher, from UK defence and research firm QinetiQ, said Unmanned Aerial Vehicles (UAVs) offer advantages over traditional aircraft and even satellites.

"The principal advantage is persistence - that you would be there all the time," he told BBC News. "A satellite goes over the same part of the Earth twice a day - and one of those is at night - so it's only really getting a snapshot of activity. Zephyr would be watching all day."

Deployment close

The latest flight was conducted at the US Army's Yuma Proving Ground in Arizona.

The Zephyr flew non-stop for 82 hours, 37 minutes.
Altitude infographic NOT TO SCALE (BBC)

That time beats the current official world record for unmanned flight set by the US robot plane Global Hawk - of 30 hours, 24 minutes - and even Zephyr's own previous best of 54 hours achieved last year.

However, the Yuma mark remains "unofficial" because QinetiQ did not involve the FAI (Federation Aeronautique Internationale), the world air sports federation, which sanctions all record attempts.

The US Department of Defense funded the demonstration flight under its Joint Capability Technology Demonstration (JCTD) programme.

This programme is designed to advance the technologies American commanders would most like to see in the field.

"We think Zephyr is very close to an operational system - within the next two years is what we're aiming for," Mr Kelleher said. "We have one more step of improvements; we trying to design a robust and reliable system that will really sit up there for months; and we want to push the performance."

Energy density

The trial, which took place between 28 and 31 July, also included the participation of the UK Ministry of Defence.

The 30kg Zephyr was guided by remote control to an operating altitude in excess of 18km (60,000ft), and then flown on autopilot and via satellite communication.

It tested a communications payload weighing approximately 2kg.
Zephyr (QinetiQ)
Zephyr should be in commanders' hands within two years

At first sight, the propeller-driven Zephyr looks to be just another model aircraft, and it is even launched by hand. But this "pilotless" vehicle with its 18-metre wingspan incorporates world-leading technologies.

Its structure uses ultra-lightweight carbon-fibre material; and the plane flies on solar power generated by amorphous silicon solar arrays no thicker than sheets of paper. These are glued over the aircraft's wings.

To get through the night, the propellers are powered from lithium-sulphur batteries which are topped up during the day.

"A lot of effort has gone into power storage and light-weighting the systems," explained Mr Kelleher. "Lithium sulphur is more than double the energy density of the best alternative technology which is lithium polymer batteries.

"They are an exceptional performer. We've worked with the Sion Corporation. They've had them in development for years. We're actually the first application in the world for them."

Vulture venture

Zephyr has demonstrated that it can cope with extremes of temperature - from the blistering 45C heat found at ground level in Arizona's Sonoran Desert, to the minus 70C chill experienced at altitudes of more than 18km (60,000ft).

The engineers from the Farnborough-based company are now collaborating with the American aerospace giant Boeing on a defence project codenamed Vulture.

This would see the biggest plane in history take to the sky, powered by the sun and capable of carrying a 450-kilo (1,000lb) payload.

US commanders say the design must be able to maintain its position over a particular spot on the Earth's surface uninterrupted for five years.

QinetiQ is also developing UAV technology for civilian uses.

It has been working recently with Aberystwyth University on field monitoring trials, plotting areas of ground that may or may not need fertiliser applications.

Zephyr (QinetiQ)
Lightweight plane (30-34kg/70lb) is launched by hand
Coms or surveillance payload of about 2kg (4.5lb)
Flies autonomously and can climb to more than 18km (60,000ft)
By day, Zephyr flies on solar power and recharges its batteries
Advanced amorphous silicon solar arrays supplied by Unisolar
Rechargeable lithium-sulphur batteries supplied by Sion Corp

Hangar Flying / Link to Spaceship 2
« on: August 09, 2008, 12:25:38 PM »

So, there I was hanging like a Christmas tree ornament with my feet dangling 8 inches off the ground.  There was no way I was going to let go. Only seconds before I had noticed that the nose wheel was offset to one side not allowing clean entry into the gear recess.  So I had gently raise the nose kicked the tire into the correct position and in one unconscious moment taken a little peak underneath the fuselage to see if the angle was correct. I raised the fuselage just passed my normal lifting point. I heard the fuel sloshing to the back.  The nose started to rise to the heavens.  I grabbed the canard with both hands as a rose past my chin., Up, up it went.
My wife, only 15 feet away preparing our sleeping accommodations inside the tent, heard me calling her as my body swayed back and forth "Paam...Pam!  I could really use your help right now." From my tone of voice she knew something wasn't quite right and quickly assessed the circumstance, grabbed the nose of the aircraft and helped me ground it.
We were fortunate that we had the old football style wheel pants. Between my weight on the canard and the angle of the wheel pants in contact with the ground the full nose up experience was averted.
It's one thing to make a mistake like this in isolation. It's another to do it at the Arlington fly-In parked with no less than a dozen canard aircraft nearby. Joe Person, Tom Staggs, Dale Martin were quick to help me assess the damage to the wheel pant.  An aluminum mounting bracket had broken cleanly.  It was extracted, examined and then flown to an undisclosed location.  Joe Person fabricated and installed a new part before 10:30 AM the next day.  These guys are my heroes.  Not just because of their abilities but because of their generosity.
It was not long before I had heard several stories from other canard pilots of their experience watching their aircraft point skyward.  Most experiences and with broken propellers, bruised egos and fiberglass repair work to the back side of the aircraft.  One of the pilots consciously clocks his propeller such that it stops at the 3:00 and 9:00 position so that if this were to happen again at least he would not lose its propeller.
Unanimously everyone has had this experienced was taken aback about how quickly it occurred.
I wouldn't have guessed how quickly it went out of balance and that it could lift a 180 pound man off the ground and keep him hanging there indefinitely.

Thanks for the help boys (and girl).

Arlington was a blast.  Hundreds of aircraft, amazingly aerobatic demonstrations including aircraft doing aerobatic routines at night with fireworks attached to them.. .  Something Pam and I have never seen before.


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