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Messages - Bill James

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Hangar Flying / heavy feet
« on: May 15, 2008, 11:00:49 AM »
Congrats on your Long EZ.
I believe the rudders are intended to be installed vertical,
positioned for optimal operation during landing or maneuvering rather than comfort.  
During the restricted period i adjusted the rudder cables away from the initial position
some and arrived at a good comprimise for me.

While one would assume your rudder pedals are correct,
for a good starting point you might become more familiar with the intended design
versus your installation and consider an adjustment. Minimal labor and the price is right  :)

I believe you described the two position options we are all familiar with, either on or through the pedals.
For consideration by new builders, I have a third option of pulling my knees up aft of the instrument panel.
I built the leg openings two inches higher with the top of the instrument panel also built two inches higher.

As for seating in cruise, i have a lower two inch false bottom floor under my upholstery, and an upper wedge made of the
console foam and glass that makes the actual seat back angle 37 degrees rather than the plans' steeper angle.
It is about two inches thick at the top and goes to nothing about 4 inches above the fuselage floor,
above the protective tail bone hard point opposite the speed brake bulkhead.

My main offering here- at least one person reported getting his shoestring caught on the rudder,
 and only after significant effort getting the foot loose and back in position for landing.
I keep lightweight slip-on shoes in the plane and use them most flights.
Good flying-

Hangar Flying / Lowering Stall Speed
« on: March 06, 2008, 09:14:28 PM »
Another low pass over your lowering stall speeds question, thinking about slats and flaps...

Hangar Flying / Lowering Stall Speed
« on: February 27, 2008, 09:34:52 AM »
Interestingly, the answer to your initial question about lowering landing speed is yes. This has been done.

A main wing has been modified to provide slower landing speed, successfully, with no change to the canard.

So the answer to my question,
>>If the main wing is modified to provide improved
characteristics and would reduce landing speed significantly, say ten mph,
is a corresponding and equal modification required to the canard?<<
in at least one example,

-- is no.

Hangar Flying / Lowering Stall Speed
« on: February 22, 2008, 04:42:26 PM »
On 1 January you asked this question-
>>I'm looking for ways to reduce approach speed and runway requirements.
Has anybody had success with lowering the stall speed of a longez?

Since then, working through a response has resulted in my coming to
 several forks in this road. And one mental reversal.

The fork, or roadblock, that all of us recognize has to do with the critical relationship
between the wing and canard.  So for fun, I am now asking you Marc,
and anyone else, the simple, basic question on this landing speed issue.
The words are carefully chosen:

 - For acceptable landing characteristics, if the main wing is modified to provide improved
 characteristics and would reduce landing speed significantly, say ten mph,
is a corresponding and equal modification required to the canard?

Hangar Flying / Lowering Stall Speed
« on: January 22, 2008, 12:19:34 AM »
Howdy Marc-

A few more thoughts on your reduced approach speeds,

Hangar Flying / Merry Christmas from EZ Chronicles
« on: December 24, 2007, 07:51:18 PM »

Hangar Flying / Merry Christmas from EZ Chronicles
« on: December 24, 2007, 05:35:29 PM »

Hangar Flying / Need brake pads
« on: November 26, 2007, 05:28:56 PM »
It is easy to dig around with little result, especially with the brads or rivets.
It might be worth your effort to find Matco Manufacturing's site and order from them.
On my VariEze Matcos the pads are the same as for a Cessna 150 but the
 rivets/brads are different., longer i think. An initial phone call to Matco would help you determine
what model number you have and would be useful later if and when you rebuild the cylinders.  
The pad replacement is simple but if I didn't build the plane or if I was doing the brakes on it for the first time,
I would watch a seasoned A&P and give him the chance to look over the rest of the system and tell me why
he tightens the brads/rivets the way he does.
Good flying-

Hangar Flying / night vfr
« on: November 19, 2007, 03:38:56 PM »
Each year during the VariEze annual inspection process i figure out a way to have 2 or 3 A&Ps stop by
for 30 minutes or so each. At least.
In the course of something basic like adjusting the valves, I often learn something again,
or learn something different from whatever he is actually doing.
A little time and money well spent.

So i am intrigued as to indications, and what Snappy and his A&P would
do to check out this motor for damage from a high heat shutdown.
Good flying-

For Sale/Wanted / Rosenhan Brake Discs Wanted
« on: October 31, 2007, 09:29:02 PM »
Rosenhan Brake discs have about 1.25 inch circumference width and three outer mounting tabs.
Not talking about their newer Matco siblings with the uniform full diameter width disc.
Bill James,

For Sale/Wanted / EZ Tires
« on: October 27, 2007, 09:00:23 PM »
Tires sold
Thanks for the inquiry

Hangar Flying / VEZE wing fences
« on: October 27, 2007, 10:20:01 AM »
Hope the full fences work out to be beneficial.
I put the TE fences on the VariEze when they were recommended after flying without them
for about 5 years.
I would certainly agree with the repored benefit on liftoff and approach speed in the VariEze.
They are off being painted right now and there is a difference.

In practice i have noticed how often i am not interested in being in the minimal speed range where
 they have the most effect.

For example, in sporty landing conditions, i have learned to add about ten
 mph to the final approach speed. That learning experience included making a short field landing
just for fun, with a cross wind over trees and buildings. Burble. Should have learned from experience on
that one from someone else's experience  :)
And on a normal takeoff i put the elevator an inch low and let the
nose lift and the plane lift off when it is ready. The climbout speed is comfortable at about 150 mph.
I have noticed that if i pull the nose off 'early' and waddle through the acceleration,
that there is much less energy developed than i like.

I have also talked with folks that almost always do minimum speed takeoffs and landings
and 85 mph climbouts where the fences are of significant benefit.  
And I believe that they are a benefit on approach and climbout
even though i don't always operate the plane at the slow end as much.

After painting the bird i made one flight without the vortelons. That was enough.

Good flying.

Bruce, thanks for the suggestion on returns, was bugging me too but didn't know the
complex solution  :)

Hangar Flying / VEZE wing fences
« on: October 25, 2007, 05:14:57 PM »
Looking through your full wing fence notes some more brings several wonderings to mind.
The proven vortelons and trailing edge fences are certainly effective, each on their own end of the cord. For one thing, you wonder if the full fences as in your picture would be even more effective in taming spanwise flow. Second, you wonder about the net result of the added drag. So many things going on out there!

Three, it has occurred to me that if installed on the wing root or cowl the full fences might also help in directing the air into the prop better.

Forth, if some larger fatter TE fences work better, how about the full fences?

Maybe minus one, at the same time its interesting and prudent to notice that the Ezes have flown with these smooth wings for about thirty years. Success works.

Another wondering is triggered, related to the effects of the wing being in the canard's airflow. The full fences would certainly be somewhat influenced. Again, the net effect would be interesting. Hope you have a sharp eye and pencil.

I once heard that the Eze wings worked better because of the canard's special influence. The value of that comment was worth at least what i paid for it. I think there is a sliver of truth in that pie that would need to be picked out delicately.
Some have raised the canard tips. On the other hand, in the NASA VariEze wind tunnel testing seems i read that they remounted a canard on the lower side of the fuselage and it made little difference.
On my VariEze, visible with yarn, the curved canard tips produce a relatively small three inch vortex back to the wing. Surely that's good, and resulted in at least another 5 extra knots!
Of the various efforts to effect or minimize or recover from the canard flow, they all seem to have worked. Aren't we all smart  :)

Thanks for triggering our interest. Will look forward to hearing about what you learn.

Hangar Flying / VEZE wing fences
« on: October 20, 2007, 10:24:20 AM »
After perusing the link on your post, it looks like you may be talkng about something i have never seen on an EZ...yet. If so, 'never mind' on my response  :)
Good flying

Hangar Flying / VEZE wing fences
« on: October 20, 2007, 09:15:41 AM »
Howdy Barney
Used tow layers BID for the fences. The outside shape was trimmed using parallel straightedges laid on top of and under the wing alongside the fences. So the fences begin just aft of the thickest part of the wing cord. The aft edge of the fence is the depth of the cord. Heard they should extend aft of the wing trailing edge a couple of inches.

For a mounting flange, consider laying up one or two layers BID in place on the protected wing covered with a layer of Peel Ply. After cure, remove from wing. Remove the peel ply and install the flange base with corner tapes. Don't have to stand on your head to do lower flange this way. Replace on the protected wing for cure.

Far as i know there is no published location demension. Equa-distant seems to work fine. Instead of putting one right next to the winglet, I considered the winglet as a 4th fence. Great idea to get perpendicular installation using the string and newspaper technique.
Good flying

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