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Messages - Joe Dubner

Pages: 1 ... 5 6 [7]
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 12, 2005, 05:51:04 AM »
Responding to my own query here: I ordered and received a Van's Aircraft oil pressure sender and gauge.   In typical Van's fashion, I received a lot of value, good documentation, and speedy delivery.

Might do the same sometime with respect to my ailing Rochester fuel pressure gauge.


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 / Re: Varieze Clip Art
« on: June 25, 2005, 08:36:00 AM »
Quote from: "rothrock"
Has anyone got some clip art of Variezes?  Something suitable for occasional letterhead.  Line drawings or other.

John Anderson's web site has a machine-readable version of what appears to be VariEze drawings from the Rutan plans or Operating Manual.  A little editing to remove the dimension lines and Viola! -- your clip art.


Hangar Flying / Re: cowling screw attacment
« on: May 30, 2005, 04:32:29 PM »
Quote from: "Tomkat"
What is the general consensus on cowling screw backing? what I am asking is what type of screws ? and arethey backed with tinermans or nut plates?


Like Dan Patch, my aircraft uses riveted nutplates and Tinnerman washers.   But I've changed from countersunk Phillips head screws to Torx-type fasteners for ease of "hooking" with my cordless electric screwdriver.

Spend $16 for a bag of 100 10-32 x 3/4 T20 100-degree countersunk SS screws from ( and you'll have enough for two cowls.

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 ...  :-)


Hangar Flying / car stero
« on: April 03, 2005, 07:46:29 AM »

Your suspicion is correct -- the voltage at the 8-ohm output of the stereo is too low for the higher input impedance of the intercomm.  When I did my (mono) setup a couple of years ago I used a tiny 8-ohm to 1000-ohm matching transformer with good results.  With a stereo intercomm you would need two transformers: one on each side.

I dislike putting Radio Shack parts in my aircraft or recommending them to others but in this case I made an exception and bought their 273-1380 transformer for about three dollars.

BTW, it would probably be a good idea to put a dummy load (i.e. 10-ohm, 10W resistor) on the output of each channel of the stereo.


Hangar Flying / Re: Crankshaft Seal Retainer
« on: February 28, 2005, 09:46:49 AM »

> Does this crankshaft sensor plate double as a seal retainer with its position?

In a word: yes.

If one is not adverse to the extra effort required to install the sensor plate, it offers some advantages over the accessory case-mounted unit: lower cost, lower weight, less clutter near the firewall, and no wear.  Of course, one needs a flywheel to take advantage of this.

Long-EZ 821RP
Lewiston, ID

Hangar Flying / Re: Lycoming Crankshaft Seal Retainer
« on: February 27, 2005, 06:54:50 AM »
Quote from: "Randyg"
What is everyone doing or using for crankshaft prop seal retainers for mainly 0-320 lycomings?

Although you asked about the O-320, here's what I did for my similar (I assume) O-235 after I put in a new seal.  I bought a LSE Plasma II E.I. and used the sensor plate as a retainer.  Since my O-235 crankcase had no holes for mounting a retainer plate, I drilled and tapped the bosses for 1/4-20 bolts IAW the instructions that came with the E.I.  That turned out to be not as big a deal as I had anticipated even in a nasty T-hangar in the winter :-)

If I hadn't wanted the E.I. with its sensor plate, I would have used a piece of sheet metal instead.

Long-EZ 821RP
Lewiston, ID

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