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Topics - Joe Dubner

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Hangar Flying / Arlington Fly-in Fly-out Dinner
« on: July 16, 2007, 11:58:08 PM »
Here's what the parking ramp at Friday Harbor (in the San Juan islands) looked like when a dozen canards descended upon it for dinner last Thursday.

Hangar Flying / Jackpot Timed Event
« on: July 09, 2007, 10:19:27 AM »
Jackpot is over for another year but a good time was had by all.  Attendence was decent (most of the usual suspects and then some) as you can see by the image below.  If you're not attending and supporting these events, you're missing some great times and further, they may not exist in the future if and when you want them.

I have the Timed Event results from Char but don't have time to transcribe them right now.  Later if there's interest.  

For anyone who cares, this is the track of my Long-EZ from Lewiston, ID to Sunrise Skypark (ID40), to Jackpot, and return to Lewiston:

Some of us (Gary and Char in their V8-powered Long-EZ, Rob Martinson and his VariEze, Gary Hertzler in his VariEze, etc.) will be at Arlington in a couple of days.  Ah, summertime, when the flying is EZ!


Hangar Flying / Russian Long-EZ
« on: June 29, 2007, 07:32:17 PM »
Does anyone have any information about this good-looking Russian Long-EZ?


Hangar Flying / Upcoming Canard Flying Events
« on: February 24, 2007, 10:24:20 PM »
Those that did not receive a mailing from Char Spencer may be interested in this scan of my copy:

It's an announcement for the Columbia, CA (May 4-6); Jackpot, NV (July 6-8); and Kanab, UT (September 1-3) canard aircraft events.

I noticed that Contact Magazine is sponsoring a fly-in the weekend before Columbia (April 27 - 29) at Jean, NV:

With two events on back-to-back weekends and in view of the distance to travel, I think I'll fly down in time for the Jean fly-in and hang around the general area until after the Columbia, CA event.  Anyone want to get together then or know of any flying activities to occupy me during the week between them?


Hangar Flying / Kanab Fly-in Report
« on: September 06, 2006, 07:01:37 PM »
I think those that attended the recent fly-in/race/"tour" at Kanab will agree it was a great time and would do it again.  I've posted a couple of web pages with pictures and a few comments:

Sorry it took me so long -- I just got back yesterday and received the pix today.

Standing by for corrections (I'm so bad with names :-)   ...


Hangar Flying / Funny and Sad at the Same Time
« on: August 06, 2006, 12:20:12 PM »
I flew to Sandpoint, ID (SZT) the other day to visit a friend and to use the compass rose.  My home base of Lewiston (LWS) has a nice new one but it's off by exactly twice the magnetic declination (can you imagine how that happened? :-).

Before my return takeoff, I taxied onto the compass rose and sequentially lined up on the four cardinal headings.   Naturally I did this with the engine running and a "normal" electrical load (i.e. strobes).  The compass rose was within about 100 yards of a workman who was doing something with a transit.

My friend (who is also a pilot) stood by and watched the process and later Emailed me this:  "Here's something to sooth you with a laugh.  When you guys were taxiing around to the various points of the compass rose, the guy surveying on the grass near by, finished up, and as he walked by with his equipment he muttered to us, "seems like they're having trouble finding their way to the runway."

Sheesh!  It would be funny if the public's ignorance of aviation wasn't so pitiful.  OK, it's still funny!


Hangar Flying / Kanab R.A.C.E.
« on: August 03, 2006, 03:03:47 PM »
I hope everyone got the word on the correct dates for the Kanab R.A.C.E.   It's *NOT* Sep 1-3.   The correct dates are:
  Arrive Saturday, Sept 2nd
  Event Sunday, Sept 3rd
  Depart Monday, Sept 4th

Here are the full "Five-W's" of the event:
# who? contact me for more (and I'll give you Char Spencer's number)
# what? Canard aircraft fly-in, fly-out, and cruise (no longer a race).
# why?  Fun.  No fame, no fortune.
# where?  Kanab, UT
# when?  see above
# how?  motel reservations at Aiken's Lodge: (800) 790-0380

See for info on *last year's* event.

I fly an O-235 Long-EZ.  Last time (Jackpot) it got real lonely during the "cruise" with all the VariEzes and O-320 Longs out front.  Speaking only for myself here, I'd like to cordially invite all O-235 Long-EZs (so I have someone to play with :-) except the really fast ones (like Bob E. :-)


Hangar Flying / Engine-out Flight Testing
« on: October 07, 2005, 04:27:45 PM »
I did some engine-out flight testing the other day and thought I'd share my results FWIW.  My airplane is an O235-L2C Long-EZ with high-compression pistons, a Hertzler propeller, wheel pants, and gear leg fairings.  Gross weight was about 1200 pounds.  I climbed to 14,500 and stayed within about 10 miles of the airport (1424 MSL).

With the ignition and fuel off, I found that the prop would windmill down to 70KIAS.  As I lowered the nose, it would "tick over" occasionally at 85 - 90 KIAS but not enough to start the engine.  It was necessary to attain 110 KIAS before the engine started.  This surprised me as I had been led to believe by the pundits that it would take considerably more airspeed.

With a windmilling prop the rate of descent was 800 - 900 fpm at about 80 KIAS.  After I stopped the prop and set up a a 75 KIAS glide, the rate of descent was slightly less at 700 - 800 fpm.  The pitch attitude was a mild 3 - 5 degrees nose low.  With full aft stick the airplane indicated 51 KIAS and about 500 feet per minute rate of descent -- very similar to what I've seen at idle thrust.

Regrettably, I didn't take the time at altitude to lower the nosegear and landing brake to note the additional descent rate.  And when I lowered them for the landing, I was too busy to take notes  :-)  All in all, I spent about 15 minutes from engine shutdown to touchdown which equates to an 866 fpm average descent rate and agrees with what I saw on the VSI.  My groundtrack covered about 25 NM, although I could easily have stretched that if I had maintained the optimum airspeed and not turned so much.

Next time (although I'm not sure there will be a "next time") I would use a voice recorder to log airspeeds, rates of descent, etc.  Writing on my clipboard was a poor way to go.  Also, I'd probably restart the engine at low key and use idle power for the remainder; the performance difference isn't worth the additional risk IMO.

Hangar Flying / Source for B.F. Goodrich Senders?
« on: August 01, 2005, 08:41:04 PM »
Does anyone know of an inexpensive source of B.F. Goodrich senders (transducers) as used by the Rochester gauges?  For the cost of a new 3060-00018 sender from Aircraft Spruce I can buy a new oil pressure gauge and sender from Van's Aircraft and have change to spare.  But I'd rather just replace the sender and keep my Rochester gauge if possible.  Similarly, my fuel pressure gauge needs a sender too so I'm hoping to locate a dealer in B.F. Goodrich senders.  Anyone?


Hangar Flying / Oil Filter for Lycoming
« on: April 09, 2005, 05:55:51 AM »
I'd like to add an oil filter to my Long-EZ's Lycoming O-235-L2C but balk at the prices of most offerings.  Question, please: Does anyone have experience with an automotive remote oil filter mount such as Canton Racing Products' part number 22-620 (see <>?

Obviously, it would have to be plumbed into an oil cooler line but which one (inlet or outlet)?  And how does that compare to the normal method of mounting a filter in place of the oil screen housing?  Are there any other downsides to using a remote oil filter adapter?  What to do about a vernatherm valve?

So many questions ...  :-)


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