Show Posts

This section allows you to view all posts made by this member. Note that you can only see posts made in areas you currently have access to.

Messages - rglos

Pages: 1 2 [3] 4 5 6
Hangar Flying / Garmin Antenna
« on: October 25, 2006, 08:06:06 AM »
I have a 296 with the remote antenna mounted in the nose. It will lose the signal quite easily. So I put back on the unit antenna ( short one on the back of the unit) and bam the signal comes back.

I thought I had a vibration problem with the connectors but now I'm not so sure

It just didn't make sense to me that the stock antenna inside the cockpit has any less interference. I haven't tried moving the remote yet

Hangar Flying / Parting Out MyLong EZ
« on: September 12, 2006, 04:51:26 PM »
Fixing the skin is very do-able.
If I remember correctly you would cut out the areas or bubbles.
Fill the underlying area with micro and sand later to match the top area. Then two layers of glass ovelaping the delam areas by two inches. I would overlap the first layer by four and the second by two. Then micro the edges and blend in.  Total time about 15 to 30 minutes for each.

You will not even be able to see it

This is not a major job especially as it is essentially pre-paint and I take it pre-primer.

First things first. Get it out of the sun or cover it with some old bed sheets

I saw an early Vari EZ once at Oshkosh that looked like half the plane was a delamination. The owner flew it more than once to Oshkosh cause I saw it several times.

The sign on it aid "Judge not lest ye be judged" What does that tell you

Hangar Flying / 0-235 vs 0-360 for Long Eze.
« on: September 01, 2006, 09:01:07 AM »
I come from a time when everybody had O 235's. No one considered the bigger engines. I suppose it might be nice to have an O-320 but I just spent 12K to overhaul the O-235. I could have gone the bigger engine but decided not to.

I'm retired now so the expense of the O-320 both in cost and fluel expense is a little much. "You can throttle back" is BS. If you have it you will use it. Who in their right mind would put the bigger engine in and then throttle back. It's like sex where you only would use 2/3 rds of available resources. Not going to happen.

Waiter is well over 950 lbs of empty wieght. He has to use a O-320

Sure a Long EZ with an O-320 will do everything Waiter says but it is matter of perspective. A Long EZ  will fly faster, and further than a Cessna 152 with the same engine and load. You can easily fly two 200 pounders and 25 gallons of fuel.

On a 500 mile trip the O-320 would get there first, then the O-235 less than an hour later and the Cessna 150 by only a day or two.

It's all going to depend on your mission but to say don't do it is a litle bit aggressive. There are too may of us that are doing it.

Hangar Flying / Removing Mags
« on: August 15, 2006, 08:34:24 AM »

I have the same set up.
Once the wire harness and cap are removed (three Screws) The mags will come out.

Depending what else is in the way.

What I mean is is that the mags will clear the engine mount. I found this is easier to move things out of the way rather than renting a hoist and moving the engine back.

Your situation maybe different. The alignment pin will be the least of your worries. With the cap off there is plenty of room.


Hangar Flying / My Long-EZ nose gear won't stay up!
« on: July 19, 2006, 08:02:26 PM »
I just replaced mine for a Wilhelms nose lift. It was in for 20 years.

On removal, I noticed the spacer behind the worm gear was gone. This allowed the shaft and the worm gear to move forward and back. Too far back and the worm would come back far enough to disengage from the drive gear and the leg would fall. My solution was to push the shaft in while cranking. I let this go on for a month or so before replacing everything.
Letting the gear down was not a problem as the force was in opposite directions

Once it was out and I noticed it, it was a simple fix with spacer washers. It only takes about an hour to remove the complete assembly for inspection. It might be something easy to fix and that way you can relube the two gears.

Hangar Flying / Update on Long EZ speed with O-235 L2C
« on: June 14, 2006, 06:18:48 AM »

I guess they originally calle dit a cruise prop.

Check on the ignition etc. Thanks


Hangar Flying / Update on Long EZ speed with O-235 L2C
« on: June 11, 2006, 08:57:32 AM »

Dave and I were comparing data late last year on our two (very similar) Longs

For the basics, here is what I have

Empty Weight 860 lbs
Football style wheelpants.
The original P 51 style scoop
Prop is a Great American 62x62
I wasn't watching on this run but I was somewhere near 2750 to 2800 rpm


Hangar Flying / Update on Long EZ speed with O-235 L2C
« on: June 10, 2006, 05:36:18 PM »
I now have over 10 hours on the rebuilt engine. I didn't post this earlier but three weeks ago it was a calm overcast day, no wind, no turbulance.

I opened her up to WOT and after several retrims to keep the nose down
I was showing just over 151 Kts, indicated, 72 degree day at 2500 MSL.

It just keeps geting better. Maybe with a few things to clean up drag I can get another few Kts.

Hangar Flying / Exhaust pipe retention springs
« on: April 02, 2006, 04:56:03 PM »
Go to any Yamaha shop.
Ask for part number 90507-20002 Spring, Tension

They are exactly what was supplied when the exhaust pipes came new.

The exhause is the type where a flange is bolted to the cylinder and has about two inches of pipe welded to it. The main pipe slips over the flanged pipe and is held on by these springs.

Order about 2 to 3 sets. They begin to rust after about five years. I believe my pipes are from Hal Hunt. They are 2 into 1.

Go buy one to check it out. They are less than a buck each.

Hangar Flying / Breaking down and towing
« on: March 30, 2006, 08:56:04 AM »
This is not a single person operation.
Attach antena connections
Attach strobe and light connections
Bolt on the wings
Re-connect the rudder cables and the aileron linkages
Bolt on the Top and bottom cowls.

Each time you fly better do it alone first to check the trim

Attach Canard. You can't tow with this on. It exceeds the limits in most states.

15 Minutes ? It's possible but with at least three guys working

You can't even get one on a trailer alone unless it has a wench.

If hangers are too expensive, tie it down. I have since 1986.

Now you can fly in the morning, fly later in the day and fly the next three days running whenever you want.

Hangar Flying / 12Volt body heaters??
« on: March 19, 2006, 10:34:39 AM »
I have often thought about this as well.

Logic tells me that these guys in snowmobile suits stay pretty warm and they are riding around directly in the wind.

It might be something wirth checking into.

« on: March 11, 2006, 01:06:29 PM »
Check these guys out. I just had mine done there and was very impressed.

They will give you a no-nonsence price on the phone.

Hangar Flying / Need your opinion
« on: February 13, 2006, 03:12:25 PM »
I finished mine in 1986 and it has been outside in Chicago ever since.

I don't think you have anything to worry about.

Hangar Flying / Nose Lifts
« on: January 26, 2006, 10:26:24 AM »
For those of you with operating nose lifts what is your routine?

Do you get into the plane and let the lift do it's work or.....

Do you stand outside and and then let it lift up?

Comments appreciated


Hangar Flying / Cleveland Brakes
« on: January 08, 2006, 11:04:08 AM »
Is it possible to buy parts for the Clevland brake sets?

For example new "O"Rings or pistons. I have not seen a breakdown from AS or Wicks to this effect

Pages: 1 2 [3] 4 5 6