Date   

Re: First Flights after Lycoming Install [1 Attachment]

David K
 

Forgot to ask about a time. I wouldn’t do super early (some members don’t get moving quickly). I was thinking 9:00AM since it seems to be a good breakfast place. 

David Kissick


On Jul 10, 2019, at 4:08 PM, aviatingfool@... [canard-aviators] <canard-aviators@...> wrote:

 

I called Vans to ask about buying one of their kits to modify.  Was late Friday and nobody was really interested in answering some questions so I let it go and got started myself.  By Monday morning I'd made everything I would have bought and was down to the rear that was unique.  Made cardboard templates until they fit and then in metal.  Pretty happy with results.

<5-2015 Engine.jpg>


Re: First Flights after Lycoming Install

Aviating Fool
 

I called Vans to ask about buying one of their kits to modify.  Was late Friday and nobody was really interested in answering some questions so I let it go and got started myself.  By Monday morning I'd made everything I would have bought and was down to the rear that was unique.  Made cardboard templates until they fit and then in metal.  Pretty happy with results.


Re: First Flights after Lycoming Install

Keith Spreuer
 

Yeah that aft baffle was funny. I was just ready to start on it and this guy dropped by to chat. He had done my friends so half kidding I asked what he would charge. He said hmmm $150. I said start tomorrow.  Well after it took 6 weeks I paid 500 and still consider it well worth it


On Wed, Jul 10, 2019, 6:23 AM skyeyecorp@... [canard-aviators] <canard-aviators@...> wrote:
 

Congrats on getting back in the air after such intense re-work. Sounds like you're getting great performance. Of all the work I've done on my LongEz, fabricating my aftmost engine baffle and "negotiating" a test area with my local FSDO have been the most challenging so far. Glad that's behind me now.
--Jose



On Tue, Jul 9, 2019, at 5:19 PM, Keith Spreuer kspreuer@... [canard-aviators] wrote:
  It was 5 months and 5 days from Subaru dead stick at Fullerton airport to first flight with my Lycoming O-360. WOW it was a pretty intensive project.
...
Made a second flight yesterday over the Phase I area that I negotiated with the FAA. I now have 1.5 of my 5 hrs done. No squawks at all on second flight. CHTs in cruise 2500, 7500', 70 oat (I figure that's comparable to 92 at sea level) topped at 409 with leaning to lean of peak. Rich of peak they dropped to the 380s. So I think the baffling still needs tightening up. 
I ought to have the phase I done next week end. I still have a lot of clean up and paint to do but extremely glad to have it flying again.
Keith
N91KS
Cozy IV SN 018




Re: First Flights after Lycoming Install

aviationeyes
 

Congrats on getting back in the air after such intense re-work. Sounds like you're getting great performance. Of all the work I've done on my LongEz, fabricating my aftmost engine baffle and "negotiating" a test area with my local FSDO have been the most challenging so far. Glad that's behind me now.
--Jose



On Tue, Jul 9, 2019, at 5:19 PM, Keith Spreuer kspreuer@... [canard-aviators] wrote:
  It was 5 months and 5 days from Subaru dead stick at Fullerton airport to first flight with my Lycoming O-360. WOW it was a pretty intensive project.
...
Made a second flight yesterday over the Phase I area that I negotiated with the FAA. I now have 1.5 of my 5 hrs done. No squawks at all on second flight. CHTs in cruise 2500, 7500', 70 oat (I figure that's comparable to 92 at sea level) topped at 409 with leaning to lean of peak. Rich of peak they dropped to the 380s. So I think the baffling still needs tightening up. 
I ought to have the phase I done next week end. I still have a lot of clean up and paint to do but extremely glad to have it flying again.
Keith
N91KS
Cozy IV SN 018




Re: COZY: First Flights after Lycoming Install

Keith Spreuer
 

No it has been flawless so far. All cylinders peak at the same time so no adjustment needed even though that is avail re programming. Mixture need a little adjustment. It starts like a car. Sds display has a good set of parameters to tell of ops. Realtime inj duty cycle, air fuel ratio, timing...


On Tue, Jul 9, 2019, 7:03 PM Robert Asis <lezdreamer@...> wrote:
Hi Keith,

Congratulations!!! Any surprises on the SDS ignition system?

Thanks,
Robert
Long EZ, KAWO

On Jul 9, 2019, at 2:19 PM, Keith Spreuer <kspreuer@...> wrote:

It was 5 months and 5 days from Subaru dead stick at Fullerton airport to first flight with my Lycoming O-360. WOW it was a pretty intensive project. My cowl had been oversized for the Subaru and the radiator had a huge exit in the lower cowl. SO it is large for a O-360 but was usable. I filled the lower hole and opened the rear for the upper air exit. And in the process cut off 6" for prop clearance. It entailed a new engine mount (thanks Cozy Girrls), new exhaust, starter, alternator, propeller (thanks Gary H Silver Bullet), SDS Ign/Inj system. I weighed everything I took off Subaru related at 540 lbs! And everything Lycoming related going on at 380 lbs. Then did a weight and balance that came out to 1327lb and 107". So in the end it was 174 lbs lighter and 2.5" forward shift in CG. My battery is still up front so that may be moved to give me more front seat capacity but solo now with no ballast is 101.6 so not bad. It turned out to be a very clean install and looks pretty. The baffling turned out to be the biggest part of it. And that was with a huge head start using the Vans O-360 kit. I highly recommend that for builders. hat did almost with out mod for the forward 3/4 of it. The rear piece is another story. I got a local sheet metal guy to do that and he is a bit OCD but it came out fabulous after 6 weeks and numerous remakes. It is not finalized yet as there are still holes.

This engine has 590 hr since OH but has been sitting like 20 yrs. But the prior owner started it prior to sale once a week for a month and it ran good. It was very dirty and weathered. So I sand blasted and painted it. Last week I started it in the Cozy and ran an hour on the ground adjusting and checking. I had an oil leak from the cover that replaced the Prop Gov but other wise no squawks. Last Sat I made my first flight with it, just in the pattern but up to 5000ft. Oil pressure is great. CHTs climbed to 434 on climb out (75 OAT). So I pulled power some and continued the climb. Eyes glued to the CHTs and forgetting to raise the gear for like 15 min. Despite that the CHTs steadily decreased to 380 and I added power back in. They stayed down. Then ready to head home I realized the gear was down. After retracting the speed build up and my first cut at WOT was 2700 and 172 ktas. Still below 400 on CHTs. BTW the static on the ground was 2450. So Gary nailed the prop pitch at 66x78. Good for a climb prop. After landing FIRST NO Radiator leak :). Actually the only squawk was that the tip forward baffling blew rearward letting a lot of air out. That was an easy fix. Otherwise a loose nut washer and Camlock snap ring in the lower cowl. The nut turned out to be an unused one left behind. Fortunately trapped in the lower cowl and the prop safe.

Made a second flight yesterday over the Phase I area that I negotiated with the FAA. I now have 1.5 of my 5 hrs done. No squawks at all on second flight. CHTs in cruise 2500, 7500', 70 oat (I figure that's comparable to 92 at sea level) topped at 409 with leaning to lean of peak. Rich of peak they dropped to the 380s. So I think the baffling still needs tightening up. 

I ought to have the phase I done next week end. I still have a lot of clean up and paint to do but extremely glad to have it flying again.
Keith
N91KS
Cozy IV SN 018

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Re: COZY: First Flights after Lycoming Install

Keith Spreuer
 

Yeah got a number during build up but will get current flt config Friday
Keith 

On Tue, Jul 9, 2019, 6:13 PM Hennie Engelbrecht <rhlmnnr@...> wrote:
Keith

Great feedback. Any photos of your install?


On 10 Jul 2019, at 5:19 AM, Keith Spreuer <kspreuer@...> wrote:

It was 5 months and 5 days from Subaru dead stick at Fullerton airport to first flight with my Lycoming O-360. WOW it was a pretty intensive project. My cowl had been oversized for the Subaru and the radiator had a huge exit in the lower cowl. SO it is large for a O-360 but was usable. I filled the lower hole and opened the rear for the upper air exit. And in the process cut off 6" for prop clearance. It entailed a new engine mount (thanks Cozy Girrls), new exhaust, starter, alternator, propeller (thanks Gary H Silver Bullet), SDS Ign/Inj system. I weighed everything I took off Subaru related at 540 lbs! And everything Lycoming related going on at 380 lbs. Then did a weight and balance that came out to 1327lb and 107". So in the end it was 174 lbs lighter and 2.5" forward shift in CG. My battery is still up front so that may be moved to give me more front seat capacity but solo now with no ballast is 101.6 so not bad. It turned out to be a very clean install and looks pretty. The baffling turned out to be the biggest part of it. And that was with a huge head start using the Vans O-360 kit. I highly recommend that for builders. hat did almost with out mod for the forward 3/4 of it. The rear piece is another story. I got a local sheet metal guy to do that and he is a bit OCD but it came out fabulous after 6 weeks and numerous remakes. It is not finalized yet as there are still holes.

This engine has 590 hr since OH but has been sitting like 20 yrs. But the prior owner started it prior to sale once a week for a month and it ran good. It was very dirty and weathered. So I sand blasted and painted it. Last week I started it in the Cozy and ran an hour on the ground adjusting and checking. I had an oil leak from the cover that replaced the Prop Gov but other wise no squawks. Last Sat I made my first flight with it, just in the pattern but up to 5000ft. Oil pressure is great. CHTs climbed to 434 on climb out (75 OAT). So I pulled power some and continued the climb. Eyes glued to the CHTs and forgetting to raise the gear for like 15 min. Despite that the CHTs steadily decreased to 380 and I added power back in. They stayed down. Then ready to head home I realized the gear was down. After retracting the speed build up and my first cut at WOT was 2700 and 172 ktas. Still below 400 on CHTs. BTW the static on the ground was 2450. So Gary nailed the prop pitch at 66x78. Good for a climb prop. After landing FIRST NO Radiator leak :). Actually the only squawk was that the tip forward baffling blew rearward letting a lot of air out. That was an easy fix. Otherwise a loose nut washer and Camlock snap ring in the lower cowl. The nut turned out to be an unused one left behind. Fortunately trapped in the lower cowl and the prop safe.

Made a second flight yesterday over the Phase I area that I negotiated with the FAA. I now have 1.5 of my 5 hrs done. No squawks at all on second flight. CHTs in cruise 2500, 7500', 70 oat (I figure that's comparable to 92 at sea level) topped at 409 with leaning to lean of peak. Rich of peak they dropped to the 380s. So I think the baffling still needs tightening up. 

I ought to have the phase I done next week end. I still have a lot of clean up and paint to do but extremely glad to have it flying again.
Keith
N91KS
Cozy IV SN 018

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Re: COZY: First Flights after Lycoming Install

lezdreamer
 

Hi Keith,

Congratulations!!! Any surprises on the SDS ignition system?

Thanks,
Robert
Long EZ, KAWO

On Jul 9, 2019, at 2:19 PM, Keith Spreuer <kspreuer@...> wrote:

It was 5 months and 5 days from Subaru dead stick at Fullerton airport to first flight with my Lycoming O-360. WOW it was a pretty intensive project. My cowl had been oversized for the Subaru and the radiator had a huge exit in the lower cowl. SO it is large for a O-360 but was usable. I filled the lower hole and opened the rear for the upper air exit. And in the process cut off 6" for prop clearance. It entailed a new engine mount (thanks Cozy Girrls), new exhaust, starter, alternator, propeller (thanks Gary H Silver Bullet), SDS Ign/Inj system. I weighed everything I took off Subaru related at 540 lbs! And everything Lycoming related going on at 380 lbs. Then did a weight and balance that came out to 1327lb and 107". So in the end it was 174 lbs lighter and 2.5" forward shift in CG. My battery is still up front so that may be moved to give me more front seat capacity but solo now with no ballast is 101.6 so not bad. It turned out to be a very clean install and looks pretty. The baffling turned out to be the biggest part of it. And that was with a huge head start using the Vans O-360 kit. I highly recommend that for builders. hat did almost with out mod for the forward 3/4 of it. The rear piece is another story. I got a local sheet metal guy to do that and he is a bit OCD but it came out fabulous after 6 weeks and numerous remakes. It is not finalized yet as there are still holes.

This engine has 590 hr since OH but has been sitting like 20 yrs. But the prior owner started it prior to sale once a week for a month and it ran good. It was very dirty and weathered. So I sand blasted and painted it. Last week I started it in the Cozy and ran an hour on the ground adjusting and checking. I had an oil leak from the cover that replaced the Prop Gov but other wise no squawks. Last Sat I made my first flight with it, just in the pattern but up to 5000ft. Oil pressure is great. CHTs climbed to 434 on climb out (75 OAT). So I pulled power some and continued the climb. Eyes glued to the CHTs and forgetting to raise the gear for like 15 min. Despite that the CHTs steadily decreased to 380 and I added power back in. They stayed down. Then ready to head home I realized the gear was down. After retracting the speed build up and my first cut at WOT was 2700 and 172 ktas. Still below 400 on CHTs. BTW the static on the ground was 2450. So Gary nailed the prop pitch at 66x78. Good for a climb prop. After landing FIRST NO Radiator leak :). Actually the only squawk was that the tip forward baffling blew rearward letting a lot of air out. That was an easy fix. Otherwise a loose nut washer and Camlock snap ring in the lower cowl. The nut turned out to be an unused one left behind. Fortunately trapped in the lower cowl and the prop safe.

Made a second flight yesterday over the Phase I area that I negotiated with the FAA. I now have 1.5 of my 5 hrs done. No squawks at all on second flight. CHTs in cruise 2500, 7500', 70 oat (I figure that's comparable to 92 at sea level) topped at 409 with leaning to lean of peak. Rich of peak they dropped to the 380s. So I think the baffling still needs tightening up. 

I ought to have the phase I done next week end. I still have a lot of clean up and paint to do but extremely glad to have it flying again.
Keith
N91KS
Cozy IV SN 018

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Re: COZY: First Flights after Lycoming Install

Hennie Engelbrecht
 

Keith

Great feedback. Any photos of your install?


On 10 Jul 2019, at 5:19 AM, Keith Spreuer <kspreuer@...> wrote:

It was 5 months and 5 days from Subaru dead stick at Fullerton airport to first flight with my Lycoming O-360. WOW it was a pretty intensive project. My cowl had been oversized for the Subaru and the radiator had a huge exit in the lower cowl. SO it is large for a O-360 but was usable. I filled the lower hole and opened the rear for the upper air exit. And in the process cut off 6" for prop clearance. It entailed a new engine mount (thanks Cozy Girrls), new exhaust, starter, alternator, propeller (thanks Gary H Silver Bullet), SDS Ign/Inj system. I weighed everything I took off Subaru related at 540 lbs! And everything Lycoming related going on at 380 lbs. Then did a weight and balance that came out to 1327lb and 107". So in the end it was 174 lbs lighter and 2.5" forward shift in CG. My battery is still up front so that may be moved to give me more front seat capacity but solo now with no ballast is 101.6 so not bad. It turned out to be a very clean install and looks pretty. The baffling turned out to be the biggest part of it. And that was with a huge head start using the Vans O-360 kit. I highly recommend that for builders. hat did almost with out mod for the forward 3/4 of it. The rear piece is another story. I got a local sheet metal guy to do that and he is a bit OCD but it came out fabulous after 6 weeks and numerous remakes. It is not finalized yet as there are still holes.

This engine has 590 hr since OH but has been sitting like 20 yrs. But the prior owner started it prior to sale once a week for a month and it ran good. It was very dirty and weathered. So I sand blasted and painted it. Last week I started it in the Cozy and ran an hour on the ground adjusting and checking. I had an oil leak from the cover that replaced the Prop Gov but other wise no squawks. Last Sat I made my first flight with it, just in the pattern but up to 5000ft. Oil pressure is great. CHTs climbed to 434 on climb out (75 OAT). So I pulled power some and continued the climb. Eyes glued to the CHTs and forgetting to raise the gear for like 15 min. Despite that the CHTs steadily decreased to 380 and I added power back in. They stayed down. Then ready to head home I realized the gear was down. After retracting the speed build up and my first cut at WOT was 2700 and 172 ktas. Still below 400 on CHTs. BTW the static on the ground was 2450. So Gary nailed the prop pitch at 66x78. Good for a climb prop. After landing FIRST NO Radiator leak :). Actually the only squawk was that the tip forward baffling blew rearward letting a lot of air out. That was an easy fix. Otherwise a loose nut washer and Camlock snap ring in the lower cowl. The nut turned out to be an unused one left behind. Fortunately trapped in the lower cowl and the prop safe.

Made a second flight yesterday over the Phase I area that I negotiated with the FAA. I now have 1.5 of my 5 hrs done. No squawks at all on second flight. CHTs in cruise 2500, 7500', 70 oat (I figure that's comparable to 92 at sea level) topped at 409 with leaning to lean of peak. Rich of peak they dropped to the 380s. So I think the baffling still needs tightening up. 

I ought to have the phase I done next week end. I still have a lot of clean up and paint to do but extremely glad to have it flying again.
Keith
N91KS
Cozy IV SN 018

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Re: Strobe Beacon - Veri Eze

calvin carey
 

thank you very much Gene for this!!


Re: Long EZ OSH 40th anniversary shirts

Greg Gullikson
 

I won’t be at Oshkosh this year but I would sure like to buy a couple of those shirts in XL or XXL!
Let me know if doable and will send you the funds. 

Greg 


On Jul 9, 2019, at 3:15 PM, Ryan Kyzar kyzarcozy@... [canard-aviators] <canard-aviators@...> wrote:

 

I ordered the shirts! I did a pretty limited run (36), but if I sell out and there is still demand I might make more. Sizes S-2XL The shirt is a Bella & Canvas brand cotton/poly blend in blue heather color. It’s the next step up from the Gildan shirts I used for the Cozy shirts I made. 

The shirts will be at Oshkosh, either look for me wearing one, or I’ll be at the canard jambalaya. Asking a $20 “suggested donation”, all proceeds go to building my kids a tree house. I’ll let you know after OSH if any are still available for order. 

See you there!

Ryan Kyzar




On Thu, Jul 4, 2019 at 19:33 Ryan Kyzar <kyzarcozy@...> wrote:
I'm considering printing these shirts to bring to OSH. Let me know what you think.

(I saw that a couple of other people are also making shirts, this is just a design idea I had and wanted to see if enough people would want to buy it.)

Thanks!
Ryan Kyzar 



Re: Long EZ OSH 40th anniversary shirts

Ryan Kyzar
 

I ordered the shirts! I did a pretty limited run (36), but if I sell out and there is still demand I might make more. Sizes S-2XL The shirt is a Bella & Canvas brand cotton/poly blend in blue heather color. It’s the next step up from the Gildan shirts I used for the Cozy shirts I made. 

The shirts will be at Oshkosh, either look for me wearing one, or I’ll be at the canard jambalaya. Asking a $20 “suggested donation”, all proceeds go to building my kids a tree house. I’ll let you know after OSH if any are still available for order. 

See you there!

Ryan Kyzar




On Thu, Jul 4, 2019 at 19:33 Ryan Kyzar <kyzarcozy@...> wrote:
I'm considering printing these shirts to bring to OSH. Let me know what you think.

(I saw that a couple of other people are also making shirts, this is just a design idea I had and wanted to see if enough people would want to buy it.)

Thanks!
Ryan Kyzar 



First Flights after Lycoming Install

Keith Spreuer
 

It was 5 months and 5 days from Subaru dead stick at Fullerton airport to first flight with my Lycoming O-360. WOW it was a pretty intensive project. My cowl had been oversized for the Subaru and the radiator had a huge exit in the lower cowl. SO it is large for a O-360 but was usable. I filled the lower hole and opened the rear for the upper air exit. And in the process cut off 6" for prop clearance. It entailed a new engine mount (thanks Cozy Girrls), new exhaust, starter, alternator, propeller (thanks Gary H Silver Bullet), SDS Ign/Inj system. I weighed everything I took off Subaru related at 540 lbs! And everything Lycoming related going on at 380 lbs. Then did a weight and balance that came out to 1327lb and 107". So in the end it was 174 lbs lighter and 2.5" forward shift in CG. My battery is still up front so that may be moved to give me more front seat capacity but solo now with no ballast is 101.6 so not bad. It turned out to be a very clean install and looks pretty. The baffling turned out to be the biggest part of it. And that was with a huge head start using the Vans O-360 kit. I highly recommend that for builders. hat did almost with out mod for the forward 3/4 of it. The rear piece is another story. I got a local sheet metal guy to do that and he is a bit OCD but it came out fabulous after 6 weeks and numerous remakes. It is not finalized yet as there are still holes.

This engine has 590 hr since OH but has been sitting like 20 yrs. But the prior owner started it prior to sale once a week for a month and it ran good. It was very dirty and weathered. So I sand blasted and painted it. Last week I started it in the Cozy and ran an hour on the ground adjusting and checking. I had an oil leak from the cover that replaced the Prop Gov but other wise no squawks. Last Sat I made my first flight with it, just in the pattern but up to 5000ft. Oil pressure is great. CHTs climbed to 434 on climb out (75 OAT). So I pulled power some and continued the climb. Eyes glued to the CHTs and forgetting to raise the gear for like 15 min. Despite that the CHTs steadily decreased to 380 and I added power back in. They stayed down. Then ready to head home I realized the gear was down. After retracting the speed build up and my first cut at WOT was 2700 and 172 ktas. Still below 400 on CHTs. BTW the static on the ground was 2450. So Gary nailed the prop pitch at 66x78. Good for a climb prop. After landing FIRST NO Radiator leak :). Actually the only squawk was that the tip forward baffling blew rearward letting a lot of air out. That was an easy fix. Otherwise a loose nut washer and Camlock snap ring in the lower cowl. The nut turned out to be an unused one left behind. Fortunately trapped in the lower cowl and the prop safe.

Made a second flight yesterday over the Phase I area that I negotiated with the FAA. I now have 1.5 of my 5 hrs done. No squawks at all on second flight. CHTs in cruise 2500, 7500', 70 oat (I figure that's comparable to 92 at sea level) topped at 409 with leaning to lean of peak. Rich of peak they dropped to the 380s. So I think the baffling still needs tightening up. 

I ought to have the phase I done next week end. I still have a lot of clean up and paint to do but extremely glad to have it flying again.
Keith
N91KS
Cozy IV SN 018


Re: Defiant leaky brakes

Vernon Asper
 

FWIW, I bought a set of Cleveland double puck brakes, wheels, and discs at Sun N Fun many years ago and flew them for almost 300 hours before I had problems with brake shimmy.  I found a set of not-new but never flown wheels and brakes on eBay so I bought the whole kit and haven’t had any problems yet.  With the old brakes and Buna-O O-rings, my calipers would leak if they got really hot, such as when I was giving rides and had multiple stops after short flights.  I switched to Viton O-rings from McMaster Carr and haven’t had any leaks since, either with the old calipers or the new ones.  And yes, I use DOT 5 fluid.  I carry a bottle of it with me when I travel so that I can service the brakes, should I need to, and I also carry O-rings, brake pads, rivets, etc.  Just in case. 

 

Also worth mentioning is that the original, used brakes had 0.5” thick rotors while the new ones have the normal, thinner ones.  The new ones fade when hot and do NOT provide the stopping power that the thick ones did.  Perhaps this excellent braking performance was somehow linked to the shimmy?  I will never know, because I traded them to a Velocity builder for an ADS-B out system that he wasn’t using.

 

Just my two cents; I sure don’t claim to be an expert and I do not want to argue about which brake fluid is best; just letting you know what I have been doing.

 

Vernon

Defiant N22VL

 

From: canard-aviators@... [mailto:canard-aviators@...]
Sent: Monday, July 08, 2019 7:51 PM
To: Bob Holliston bob.holliston@... [canard-aviators] Subject: Re: [c-a] Defiant leaky brakes

 

 

On Monday, July 8, 2019, 7:47:02 PM CDT, Bob Holliston bob.holliston@... [canard-aviators] <canard-aviators@...> wrote:

 

 

 

I've never put that flammable red crap in any of my planes and never will. Dot 5 is the only way to go. I have Cleveland's and use 50 cent NAPA O-rings so change them out every 500 hours or so (takes about 15 minutes when changing pads). After that I put a couple of reversible bar clamps between the thigh rest and brake pedal and pump them up to 100 pounds or so. Let sit overnight, next day check for leaks. no leaks ever. So far..... so good. 

 

On Mon, Jul 8, 2019 at 2:29 PM skyeyecorp@... [canard-aviators] <canard-aviators@...> wrote:

 

Hi John,

My experience is with single puck Clevelands on my LongEz. My brakes use the MS28775 O-rings in a slightly smaller size.. However, I replaced the originally spec'd Buna-N O-rings for Viton O-rings. Viton has superior high heat tolerance. When I did my research, others had reported contacting Parker-Hannifin and the tech there had no issues against using Viton.

 

Did you verify if the leak is from the O-ring, the bleeder, or the fittings? I suppose you use silicone based brake fluid because it is not hygroscopic and less flammable than the standard aviation 5606 fluid. Maybe that is why you have leaks since the system is designed for the standard fluid, not the DOT5. In my opinion, aircraft should not use DOT5 because it is not compatible (miscible) with the standard red fluid and, if getting help from an A&P away from home base, he may add standard fluid and cause a bad situation for you. I use a less common, but compatible aviation fluid, spec'd as #83282. Its also known as Aeroshell #31 or Rayco #782. It is red, 100% compatible with the standard 5606 aviation brake fluid, but has a much higher flash point.

--Jose

 

 

On Sun, Jul 7, 2019, at 2:39 PM, john toelaer johntoelaer@... [canard-aviators] wrote:

  ... but I made a logbook entry that the o-ring is MS28775-222

Now I am ready to fly but one piston is leaking.   I replaced the Ms28775-222 with a new one from aircraft spruce but no joy. ...when I get back to the hangar I had overheated the good brake and it was leaking also.

additional info:

I use dot 5 silicone brake fluid.  Aircraft Spruce sells a Ms28775=222 for 65 cents and also a Parker -Hannefin equivalet for about 20 bucks.  I ordered both because the cheap one has a speck thickness of 0.125 but the expensive one is 0.139 thick (may be within the + or minus tolerance, don't know)

Any help would be appreciated.

N138EZ

 

 

 

 

 

-- 

  

 

 



--


Re: Long EZ OSH 40th anniversary shirts

 

I'll buy one too right now (just in case I don't get to Kanab).

Jeff


Re: Defiant leaky brakes

aviationeyes
 

You didn't make clear which red crap you're dissing, but they're not all the same. The 83282 crap is superior in flammability to the standard 5606 and arguably might have not caught fire in Ryszard's case.
--Jose


On Mon, Jul 8, 2019, at 8:47 PM, Bob Holliston bob.holliston@... [canard-aviators] wrote:
  I've never put that flammable red crap in any of my planes and never will. Dot 5 is the only way to go.


On Mon, Jul 8, 2019 at 2:29 PM skyeyecorp@... [canard-aviators] <canard-aviators@...> wrote:

 


...I use a less common, but compatible aviation fluid, spec'd as #83282. Its also known as Aeroshell #31 or Rayco #782. It is red, 100% compatible with the standard 5606 aviation brake fluid, but has a much higher flash point.
--Jose


On Sun, Jul 7, 2019, at 2:39 PM, john toelaer johntoelaer@... [canard-aviators] wrote:
  ... but I made a logbook entry that the o-ring is MS28775-222
Now I am ready to fly but one piston is leaking.   I replaced the Ms28775-222 with a new one from aircraft spruce but no joy. ...when I get back to the hangar I had overheated the good brake and it was leaking also.
additional info:
I use dot 5 silicone brake fluid.  Aircraft Spruce sells a Ms28775=222 for 65 cents and also a Parker -Hannefin equivalet for about 20 bucks.  I ordered both because the cheap one has a speck thickness of 0.125 but the expensive one is 0.139 thick (may be within the + or minus tolerance, don't know)
Any help would be appreciated.
N138EZ





-- 
  






--




-- 
  
  skyeyecorp@...



Re: VariEze Crash In Illinois

Dave Adams
 

Yes, it was on Barnstormers.

 

Dave

 

From: canard-aviators@... [mailto:canard-aviators@...]
Sent: Monday, July 08, 2019 7:51 PM
To: canard-aviators@...
Subject: Re: [c-a] VariEze Crash In Illinois

 

 

Ken that looks like the one. Anyone know if this one was recently for sale? 

 

Nate 


On Jul 8, 2019, at 8:26 PM, Ken Swain ken4zz@... [canard-aviators] <canard-aviators@...> wrote:

 

News footage had a blurry shot of N number.?? Took a few tries (FAA database is down), this appears to be the airplane.?? Purple trim & wing cuffs, identical to news footage.

https://flightaware.com/resources/registration/N112EZ

https://aviation-safety.net/wikibase/226947

One of the local TV stations said non-life threatening injuries and that it happened about 7 to 8 miles from Aurora, IL airport / KARR.

Ken

 

On 7/8/2019 6:24 PM, Tim Andres tim2542@... [canard-aviators] wrote:

??

Looks like it was pushed sideways to clear the road, cant see any other way for the wing to get in the fence like that.??

TimAndres


On Jul 8, 2019, at 6:39 PM, dgalovich@... [canard-aviators] <canard-aviators@...> wrote:

??

VariEze went down on the median, pilot walked away. Video shows the propeller intact, landing gear and canard?? departed the aircraft.

 

 

Prayers for the pilot and his family....

 

Dave Galovich

 

 

Virus-free. www.avg.com

 


Re: Defiant leaky brakes

Ryszard Zadow
 

Ditto!

https://www.rutanaircraftflyingexperience.org/single-post/2017/02/10/EZ-3-The-story


On Monday, July 8, 2019, 7:47:02 PM CDT, Bob Holliston bob.holliston@... [canard-aviators] wrote:


 

I've never put that flammable red crap in any of my planes and never will. Dot 5 is the only way to go. I have Cleveland's and use 50 cent NAPA O-rings so change them out every 500 hours or so (takes about 15 minutes when changing pads). After that I put a couple of reversible bar clamps between the thigh rest and brake pedal and pump them up to 100 pounds or so. Let sit overnight, next day check for leaks. no leaks ever. So far..... so good. 

On Mon, Jul 8, 2019 at 2:29 PM skyeyecorp@... [canard-aviators] <canard-aviators@...> wrote:
 

Hi John,
My experience is with single puck Clevelands on my LongEz. My brakes use the MS28775 O-rings in a slightly smaller size.. However, I replaced the originally spec'd Buna-N O-rings for Viton O-rings. Viton has superior high heat tolerance. When I did my research, others had reported contacting Parker-Hannifin and the tech there had no issues against using Viton.

Did you verify if the leak is from the O-ring, the bleeder, or the fittings? I suppose you use silicone based brake fluid because it is not hygroscopic and less flammable than the standard aviation 5606 fluid. Maybe that is why you have leaks since the system is designed for the standard fluid, not the DOT5. In my opinion, aircraft should not use DOT5 because it is not compatible (miscible) with the standard red fluid and, if getting help from an A&P away from home base, he may add standard fluid and cause a bad situation for you. I use a less common, but compatible aviation fluid, spec'd as #83282. Its also known as Aeroshell #31 or Rayco #782. It is red, 100% compatible with the standard 5606 aviation brake fluid, but has a much higher flash point.
--Jose


On Sun, Jul 7, 2019, at 2:39 PM, john toelaer johntoelaer@... [canard-aviators] wrote:
  ... but I made a logbook entry that the o-ring is MS28775-222
Now I am ready to fly but one piston is leaking.   I replaced the Ms28775-222 with a new one from aircraft spruce but no joy. ...when I get back to the hangar I had overheated the good brake and it was leaking also.
additional info:
I use dot 5 silicone brake fluid.  Aircraft Spruce sells a Ms28775=222 for 65 cents and also a Parker -Hannefin equivalet for about 20 bucks.  I ordered both because the cheap one has a speck thickness of 0.125 but the expensive one is 0.139 thick (may be within the + or minus tolerance, don't know)
Any help would be appreciated.
N138EZ





-- 
  




--


Re: VariEze Crash In Illinois

Jenatepilot
 

Ken that looks like the one. Anyone know if this one was recently for sale? 

Nate 

On Jul 8, 2019, at 8:26 PM, Ken Swain ken4zz@... [canard-aviators] <canard-aviators@...> wrote:

 

News footage had a blurry shot of N number.?? Took a few tries (FAA database is down), this appears to be the airplane.?? Purple trim & wing cuffs, identical to news footage.

https://flightaware.com/resources/registration/N112EZ

https://aviation-safety.net/wikibase/226947

One of the local TV stations said non-life threatening injuries and that it happened about 7 to 8 miles from Aurora, IL airport / KARR.

Ken


On 7/8/2019 6:24 PM, Tim Andres tim2542@... [canard-aviators] wrote:
??
Looks like it was pushed sideways to clear the road, cant see any other way for the wing to get in the fence like that.??
TimAndres

On Jul 8, 2019, at 6:39 PM, dgalovich@... [canard-aviators] <canard-aviators@...> wrote:

??
VariEze went down on the median, pilot walked away. Video shows the propeller intact, landing gear and canard?? departed the aircraft.


Prayers for the pilot and his family....

Dave Galovich



Re: Defiant leaky brakes

Bob Holliston
 

I've never put that flammable red crap in any of my planes and never will. Dot 5 is the only way to go. I have Cleveland's and use 50 cent NAPA O-rings so change them out every 500 hours or so (takes about 15 minutes when changing pads). After that I put a couple of reversible bar clamps between the thigh rest and brake pedal and pump them up to 100 pounds or so. Let sit overnight, next day check for leaks. no leaks ever. So far..... so good. 


On Mon, Jul 8, 2019 at 2:29 PM skyeyecorp@... [canard-aviators] <canard-aviators@...> wrote:
 

Hi John,
My experience is with single puck Clevelands on my LongEz. My brakes use the MS28775 O-rings in a slightly smaller size. However, I replaced the originally spec'd Buna-N O-rings for Viton O-rings. Viton has superior high heat tolerance. When I did my research, others had reported contacting Parker-Hannifin and the tech there had no issues against using Viton.

Did you verify if the leak is from the O-ring, the bleeder, or the fittings? I suppose you use silicone based brake fluid because it is not hygroscopic and less flammable than the standard aviation 5606 fluid. Maybe that is why you have leaks since the system is designed for the standard fluid, not the DOT5. In my opinion, aircraft should not use DOT5 because it is not compatible (miscible) with the standard red fluid and, if getting help from an A&P away from home base, he may add standard fluid and cause a bad situation for you. I use a less common, but compatible aviation fluid, spec'd as #83282. Its also known as Aeroshell #31 or Rayco #782. It is red, 100% compatible with the standard 5606 aviation brake fluid, but has a much higher flash point.
--Jose


On Sun, Jul 7, 2019, at 2:39 PM, john toelaer johntoelaer@... [canard-aviators] wrote:
  ... but I made a logbook entry that the o-ring is MS28775-222
Now I am ready to fly but one piston is leaking.   I replaced the Ms28775-222 with a new one from aircraft spruce but no joy. ...when I get back to the hangar I had overheated the good brake and it was leaking also.
additional info:
I use dot 5 silicone brake fluid.  Aircraft Spruce sells a Ms28775=222 for 65 cents and also a Parker -Hannefin equivalet for about 20 bucks.  I ordered both because the cheap one has a speck thickness of 0.125 but the expensive one is 0.139 thick (may be within the + or minus tolerance, don't know)
Any help would be appreciated.
N138EZ





-- 
  




--


Re: VariEze Crash In Illinois

KEN4ZZ
 

News footage had a blurry shot of N number.?? Took a few tries (FAA database is down), this appears to be the airplane.?? Purple trim & wing cuffs, identical to news footage.

https://flightaware.com/resources/registration/N112EZ

https://aviation-safety.net/wikibase/226947

One of the local TV stations said non-life threatening injuries and that it happened about 7 to 8 miles from Aurora, IL airport / KARR.

Ken


On 7/8/2019 6:24 PM, Tim Andres tim2542@... [canard-aviators] wrote:
??
Looks like it was pushed sideways to clear the road, cant see any other way for the wing to get in the fence like that.??
TimAndres

On Jul 8, 2019, at 6:39 PM, dgalovich@... [canard-aviators] <canard-aviators@...> wrote:

??
VariEze went down on the median, pilot walked away. Video shows the propeller intact, landing gear and canard?? departed the aircraft.


Prayers for the pilot and his family....

Dave Galovich


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