On Aug 13, 2019, at 3:19 PM, Michael Scovel ezdriver@... [canard-aviators] <canard-aviators@...> wrote:

Ok, I have the original VariEze TEF patterns. Has anyone in the group come up with a better looking TEF? I will be looking in the archives tonight to find the locations. Thanks in advance. 

Mike Scovel
SE Michigan 

 

You can fly without one but don’t taxi without one. A canard has the front wheel throwing dirt back there.

 

My Cozy has a K&N filter that was installed with no gasket and not a good flat mating surface or even four bolts between the builder’s (not me) home brew glass filter adaptor and the throttle body.

 

My cylinders suffered an early demise with fairly serious scuffing of the walls.  I believe this because there was gritty dirt in the inside of the manifold pipes.

 

I think a well installed air cleaner is important! I might add that as part of the rework of the filter adaptor I reshaped the 180 deg bend and picked up 150 rpm static even though the new cylinders and pistons are 8.7:1 instead of the 10.5:1 that were on the plane. I expected less power from the new cylinders.

 

Del Schier

Cozy IV N197DL

Cannon Creek Airpark 15FL

 

 

 

From: canard-aviators@... <canard-aviators@...>
Sent: Monday, August 12, 2019 12:08 PM
To: yahoogroups <canard-aviators@...>
Subject: [c-a] Flying without air cleaner.

 

 

Not looking for a full blown discussion here. I know there is good and sometimes not so good reasons.

Interested how many fly with a screen. And, did it help or hurt performance, speed, cooling, etc.

Thanks

 

On 8/12/2019 6:36 PM, Lee Devlin lee810@... [canard-aviators] wrote:
>
>
> At Oshkosh this year I learned that only 40% of the GA fleet in the U.S.
> is equipped for the ADS-B out 2020 mandate that goes into effect in less
> than 5 months from now. I was in the 60% who haven't upgraded to ADS-B
> out, although I've been running a Stratux for ADS-B in since they were
> introduced. I was looking for a way to make my LongEZ ADS-B out 2020
> compliant and was leaning toward Uavionix products like the EchoUAT or
> SkyBeacon. Their booth was packed at Oshkosh and just getting a
> question answered was a challenge. However, if I went that route I'd
> still need to keep my 25 year old Terra mode C transponder in addition
> to adding a new 978 Mhz UAT transmitter to be officially 2020 ADS-B
> compliant.

Ok, I had the impression that 1090 was sufficient, and the 978 was a USA
only thing and not sure why it exists. So now my question, is 978 required?

Of course, ask here rather than the FAA web site. Wouldn't want any
official info, right?

--
David Froble Tel: 724-529-0450
Dave Froble Enterprises, Inc. E-Mail: davef@...
DFE Ultralights, Inc.
170 Grimplin Road
Vanderbilt, PA 15486

 

I use a K+N air filter - I don't recall the model. The ones that I tried prior to that reduced the top end by several hundred rpm. Just calculate the required airflow at max rpm for your engine. See the filter specs to determine what pressure drop a candidate filter will require for that flow. 

Steve

On Mon, Aug 12, 2019 at 11:08 AM David Fife aircrafttips@... [canard-aviators] <canard-aviators@...> wrote:

 

Not looking for a full blown discussion here. I know there is good and sometimes not so good reasons.

Interested how many fly with a screen. And, did it help or hurt performance, speed, cooling, etc.

Thanks

--

scampbell@... | (612) 625-6608 (P)  (612) 625-4583 (F)

 

If a delta of 28F is the only issue you have, it is time to hit the bar....

Cheers

Jay

On Aug 12, 2019, at 14:03, David Fife aircrafttips@... [canard-aviators] <canard-aviators@...> wrote:

 

We don’t feel we have a heating issue, a slight balance issue ( so far 28 degrees difference) when comparing all 4 cyl. Break in and injector balance should help here.

Climb out. One can make the climb as fast and steep as they like. Trading altitude for speed is the preferred way. We are not overheating anything on climb out.

On Aug 12, 2019, at 11:51 AM, David Fife aircrafttips@... [canard-aviators] <canard-aviators@yahoogroups..com> wrote:

 

THANKS TO ALL WHO RESPONDED.

Response;

Screen is alum 1/8 hardware screen. Nothing fancy. Form it around servo opening and secure with ss hose clamp.

First let me state we are not flying LOP as we don’t feel the engine is broke in and the oil consumption has not settled in..

We do not like flying ROP. We will fly LOP when engine is broken in. 

On the old engine with 1700 hrs we ran LOP above 5500 ft and fuel flow was 6.2 approximately, speed averaged 158 kts. Change anything and these numbers will change.

We fly with dual plasma III. Bendix servo and std injectors. 

20 degrees BTDC.  C/R is a secret.

We will go to Airflow when we have all the data for sure.

Hope I answered everything.

On Aug 12, 2019, at 9:12 AM, Tim Andres tim2542@... [canard-aviators] <canard-aviators@...> wrote:

 

What is your C/R and ignition timing? What type fuel system? You need to be at 20° BTDC  maybe less if you're running a higher C/R. If your have injection, do a GAMI spread test and see how well your cyl’s are balanced. 

And as Jay said try LOP,   20°-40° LOP will cool things off nicely if the system is balance well.

Tim Andres

On Aug 11, 2019, at 11:25 PM, David Fife aircrafttips@... [canard-aviators] <canard-aviators@...> wrote:

 

Hi all, let’s talk new engine and cooling.

This will have a lot of info. If you respond please keep your comments on subject.

Long EZ, 12LZ Curt Martin & Dave Fife

Facts: new engine IO320, NEW jugs, pistons, rings etc. There was other work on the engine to satisfy our wants, they were all done correctly per Lycoming but I will not give away our secrets.

12 hrs so far, running engine hard per lycoming to break it in.

It is still consuming oil but within normal limits.

Latest testing numbers:

Flying showed #2 was hot around 418, others in the 370’s. Oil 218.....

After 10 hrs We decided to close up some baffling around the in cowl exhaust pipes.

Test flight at 4500 ft, 2500 rpm, 7.8 gph.  

#1.    381

#2.    418

#3.    356

#4.    377..   This cyl was the leanest according to Dynon with bayonet probes, all were quantified for correct accuracy.

Oil temp 208.

11 hrs....

Better but not good enough.

Removed K & N, cone type air filter, installed 1/8 “ screen as Doug Kouri has done.

This really opened the NACA cooling updraft.

Altitude 3500 ft, 2500 ft, 

10 gph

#1.    345

#2.    349

#3.    348

#4.    380

Oil. 201

Big change,  hot cyl changed from #2 to #4.  We attribute this to more air flow.

Leaned to 9 gph,  3500 alt, 2500 rpm

#1.    356

#2.    357

#3.....    356

#4.    384.       A net difference of 28 degrees between hottest and coolest.

Oil 201.   Better again.

So my questions.  

Do we fly without air filter? 

Do we open the baffle around #4?

What else?

What we will be doing:

Put more hrs on the engine.

Fly a little higher and lean a little more?

How lean, per gph and temps?

Once we have more numbers we will be going Air Flow and discuss with them.

Thanks in advance for you knowledge and facts.

Dave Fife