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Messages - Joe Dubner

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Hangar Flying / Re: Canards de Mayo
« on: May 08, 2007, 08:07:28 AM »
Gotta agree with Dave: everything about Columbia (except for the rain Thursday night :-) was superb.  I very much enjoyed Ian Ayton's CAD presentation of his "dream EZ" and Dave Ronnenberg's video clips of the autonomous Berkut-like UAS.

I don't know who flew the 3-ship of EZs overhead but it was tres cool to see from below on the ramp.  And I don't know who did this to his prop on landing
but it pretty much grabbed everyone's attention.

If you want to see Klaus' VariEze do 250 MPH, come to Jackpot in July!


Hangar Flying / Re: Upcoming Canard Flying Events
« on: April 25, 2007, 08:00:26 AM »
Quote from: jdubner
T  Anyone want to get together then or know of any flying activities to occupy me during the week between them?

I'm departing Lewiston (ID) Friday and thought I'd ask one more time: anyone (flyer, builder, or wannabe) in the West want to get together for Jean and/or Columbia?  

cell: (208) 816-6359

For Sale/Wanted / Aircraft in the Picture
« on: April 13, 2007, 08:07:25 AM »
That's Tom Staggs' Long-EZ.  Even without its distinctive paint job I easily recognize it because we flew out together from Arlington for dinner last July.

Here's a picture my backseater took on that flight.  Tom's miniature backseater is his son, Sean, and I think he rides on a booster seat!


Hangar Flying / Re: Leaning
« on: February 26, 2007, 09:42:25 AM »
Quote from: Hmanvel
Not to raise an old standby issue, but I would like to hear from others what their S.O.P. is with engine leaning.  My airplane has 0-320's, carbureted.  I would love to run lean of peak, but can't seem to get there without significant engine roughness.  

Harvey, two thoughts: 1) Can we assume you're running wide open throttle?  The Lycoming 4-banger fuel-air mixture is at its most balanced distribution only at WOT (or very nearly so).

2)  Maybe you haven't _really_ experienced rough running :-)  In my O-235 Long-EZ I didn't "get it" until I finally flew with Gary Hertzler in the back seat telling me to keep leaning, keep leaning, keep leaning ... even after I swore the engine was going to quit if I leaned any further!  But he was right, and the RPMs dropped way down and the roughness subsided somewhat.  Bob Eckes also helped: he described it as leaning to a point where the engine felt "weak".  

Of course, this whole exercise must not be attempted above 75% power (and preferable even lower).  For WOT that means at a density altitude above about 8200'.  And smooth air helps; in any kind of turbulence or up/down drafts it's hard to maintain parameters of any sort.


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 / Brands
« on: February 23, 2007, 05:42:03 PM »
Quote from: Dave in Eugene
What brands of fuel have you found in the past that to use alcohol?  What brands have you found to be reliable in not using alcohol?

It's not a question of brands -- it's a matter of location.  Oxygenated gas is government-mandated in many localities especially in the winter.  Here in the Lewiston, ID/Clarkston, WA area it is not but it's a different story in Phoenix, for instance.

BTW, I never got around to mounting my oxygen cylinder; it rests in my right strake.  This is not a bad solution as I'm able to access the regulator and turn it on in flight if I so decide.


Hangar Flying / Alcohol Test and Oxygen
« on: February 22, 2007, 12:27:12 AM »
Quote from: Dave in Eugene
How do you test for Alchohol?

I use a small glass bottle about the size and shape of an AA battery.  I placed a mark at about 10% of its volume and fill to exactly that level with water (just a few drops).  Then I add fuel enough to almost fill the bottle.  Shake for a few seconds and the water is combined with the fuel.  Allow it to settle for a few minutes and look at the level of the water in the bottom of the bottle.  If it's right on the mark the fuel is pure petrol; if alcohol is present the water level is _above_ the original mark.

It's my understanding the EAA sells a test kit but I have no firsthand knowledge of it.

Quote from: Dave in Eugene
I need to set up for o2...any advice on this one?

I use a medical oxygen cylinder and individual flowmeters (p/n 13-00131) and cannulas (p/n 13-00140) from Aircraft Spruce for each cockpit.  The advantage of medical oxygen over aviation is in the cost of getting it refilled when XC.  (Keep a copy of your prescription in your aircraft).  Originally I used a D-size cylinder but have traded it for a "Super-D" since my girlfriend decided she wanted to breathe at altitude too :-)   E-size would be better (more O2) if you have room.

Makes all the difference in the world with respect to feeling good after a long day flying even when not required by FARs.  And having O2 gives options (like popping up to 15,500 MSL) to get above the clouds, rough air, not to mention the terrain.


Hangar Flying / Re: Fuel burn with 0-235
« on: February 21, 2007, 09:23:36 AM »
Quote from: Dave in Eugene
I'd like to hear what you guys use for rpm and expected fuel burn.. I have the 0-235 l2c and am especially interested to hear what similar set-ups expect.Dave


My Long-EZ has an O235-L2C turning a Hertlzer prop.  On any kind of XC (75 NM or more) I generally cruise above 10,000 MSL (higher when possible) and lean to LOP as best one can with a  carburetored engine (WOT).  RPM is generally above 2500 and TAS about 145K.  I flight plan at 5 GPH and always achieve that or slightly better.

BTW, this is on 91 octane mogas (always tested for absence of alcohol) except for TO, initial climbout, and landing.

For low altitude hair-on-fire flying such as a R.A.C.E., everything is different of course.  100 LL only, leaning for max power (or acceptable CHT/oil temperature), and fuel burn around 8 GPH.  Oh yeah, and better than 170 KTAS  :-)


Hangar Flying / Mesquite
« on: October 31, 2006, 11:45:30 AM »

Sorry you were fogged in; guess it can go either way this time of the year.  Yesterday as I flew over Hawthorne on my way home (CORRECTED: ) there wasn't a hint of a cloud within 500 NM.

Mesquite was good, perhaps even great, but could have benefitted from more participation.  I understand the 20-year reunion of the Voyager personnel may have diverted some.  This was my first time flying this particular course and the closely-spaced turnpoints with two laps made it fast, fun, and easy.  This year there were staggered starts to eliminate the sloppy (dangerous) formation joinup of the past.  FWIW I finished in the top three at 193 MPH (average ground speed over 120 SM).  (Don't ask me how many flew the course :-)  And I'm not kidding myself; when Bob Eckes returns to the circuit he'll clean my clock :-)

Afterward, some of us briefed and flew formation to KSGU (St. George, UT) for lunch.  The next day I flew to SoCal and later in the week to Arizona for Copperstate and visits to noted Canardians Shirl and Dorothy Dickey, Gary Hertzler, and Bob Eckes.  Dorothy did a "tune-up" on my aircraft cover -- works much better now.  Back to SoCal after Copperstate so the Blond Ballast (tm), Harriet, could drive my newly purchased pickup truck home for me.  Life is good!

The good life continued as I took on 40 gallons of $2.99/gallon 100 LL at KTSP.  Almost half of it was still in the tanks when I landed at Lewiston, ID later in the day.   I bucked a slight headwind most of the way and my feet got cold so I had to stop for lunch and a warmup in Nampa, ID.  I use heated socks in the winter but this early cold weather (14F at altitude) snuck up on me.

Yes, you definitely need to find a hangar -- staying outside sucks big-time.  I'm in a rented T-hangar and it's not much better than the ramp this time of year (cold!).  If I could find an affordable place at a residential airpark in the western US (except CA) I'd move there in a flash.


Hangar Flying / Dynon: The Company
« on: October 31, 2006, 07:33:17 AM »
Quote from: "youngmic"
Hi all,
... Wondering if any out there have had experience ... the Dynon people ...


My Dynon EFIS D10 had an "infant mortality" problem and needed to be shipped back to the factory a month or two after installation.  Bummer!  (In my Long-EZ, it's necessary to remove the canard to access anything on the panel and the whole operation requires a lot more cursing than usual :-)

When Dynon returned my EFIS (which has worked reliably ever since), the USD 130 Backup Battery was installed  to "compensate me for my troubles" according to Dynon's customer support.

Some time later I took advantage of Dynon's low-cost offer to upgrade my D10 to the D10A.  I was extremely pleased that my unit was not "orphaned" and the upgrade took care of a lot of my "dissatisfiers".  The unit was returned to me right on time as promised.

I've had nothing except exemplary service from Dynon and I haven't heard of anyone who has had not.  My next airplane will have the Dynon EFIS and engine monitor (large screen versions).

Just my USD .02 worth; YMMV; but Dynon is one of the "good guys".

(Back in cold, cold Idaho from Mesquite and other points south.)

Hangar Flying / Mesquite Bound
« on: October 21, 2006, 05:36:40 AM »
Took of yesterday (a day early) for Mesquite.  My plan was to spend a day at Sunrise Skypark in southern Idaho which would put me 1.3 hours flying time closer to Mesquite.

It was a good plan but the clouds from the previous day's rain hadn't cleared out and I had to climb to over 15m and deviate many miles in order to cross Hell's Canyon.  Fortunately the clouds cleared up south of McCall so I didn't have to spend much time in the 10-degree F air up there.  

The engine liked the cold air well enough.  Even with some luggage, 30 gallons of fuel, and my "blond ballast" in the back cockpit the O235 Long-EZ still wanted to climb.  And the 40K tailwind (at times) helped recover from the lost time in the weather deviation.

You can see a Google Map with the flight track and parameters (groundspeed, course, and altitude) from my GPS at this link:

Later this morning we're flying a 3.0 in good VFR to Mesquite.  If there's computer access at the hotel and I have a chance, I'll post that leg of the trip too.


Hangar Flying / Re: curious about weight reduction
« on: October 11, 2006, 06:21:54 AM »

The wheels are very close to the CG so replacing them comes under the category of diminishing returns.  The composite spinner sounds like a good idea but I don't know firsthand as my spinner is even lighter yet -- I have no spinner :-)

IMO the big payoff is the weight aft of the CG.  My O235 Long-EZ has a small automotive alternator and no vacuum pump (or even pad).  After changing from a Prestolite boat-anchor starter to a lightweight unit, I was able to remove some lead ballast from the nose -- that's my idea of cost effective.  (If I wasn't such a lightweight myself, the airplane wouldn't need any nose ballast now).  Lightening the cowls seems like the next logical step but I'd rather be flying.

Lighter weight is (almost) always a Good Thing(tm) but is most noticeable in the climb.  Cruise performance is hardly affected.

Hangar Flying / Re: Mesquite
« on: October 06, 2006, 04:53:11 PM »
On the topic of Mesquite, does anyone have the latitude/longitude of the "tour" turnpoints?  I'd like to do my "homework" before departing.


11 Oct update: I now have the course information and will share it (textual description and Google Earth .kmz file) with anyone who Emails me.  Use Email please -- not the PM function of this site.

Hangar Flying / Re: mesquite
« on: October 04, 2006, 06:29:58 AM »
Quote from: "Jeffco"
Does anyone know if the will be a event at Mesquite this year ?


Ya, ya, you betcha!

The flyer I received from Char Spencer earlier in the year states:

October 21 22 Mesquite, Nevada
Casa Blanca Hotel/Casino (phone number was unreadable; I believe it's (800) 459-7529

Saturday: Arrive
------------ Poolside Social (Casa Blanca)

Sunday: 9:00 AM (local) Airport Ramp Timed Events
----------- (afterward) Depart

Now you know as much as I do :-)

I believe Mesquite is in the Pacific time zone; that should ease the confusion for the occasional soul who gets out of sync at Jackpot and Wendover.

Char is the one to contact to find out if there are any last minute changes.  Rather than post her phone number (without permission), I'll give it to anyone who Emails and asks me (jdubner @

Since I have such a long flight (4.0 hrs) to Mesquite, I'm going to make it worth my while and stay in the southwest for Copperstate the following weekend.  That means I'll be looking for Canardian friends with hangar space for my Long-EZ (and maybe even a bunk for a day or two) in CA, AZ, and/or NM.  So be forewarned: if you see 208-305-2688 on your Caller-ID, don't answer unless you're prepared to have the bite put on you :-)


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 :-)   ...


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