Date   

Re: Tire Leakage

curtis martin
 

Using the “kiss” thinking, verify your valve stem is tight and not leaking. Have found new ones that leak

Curt

 
Curtis Martin 
Retired Firefighter
Partner/builder of Long-ez N12LZ

On Aug 7, 2018, at 10:26 AM, Ron Springer ron228rj@... [canard-aviators] <canard-aviators@...> wrote:

I have new tubes and tires that I installed on my VariEze about four months ago. Both seemed to behave about the same with regard to air leakage vs time. But, recently, one started leaking down faster than the other. For example, I set both to 65 psi and three days later, one was at 63 and the other was at 53. There was a period where I didn't fly for a few weeks and the furthest that the leakiest one leaked to was 35 psi.

So ... do I have a problem here that should be addressed by replacing the tube? Or, should I ignore it and just keep adding air as required?

Ron


Re: Tire Leakage

Nick U
 

I would recommend replacing the tubes.  My Lamb tires only leak about 10 psi per month (using air).  When using nitrogen I only lose about 5 psi ever 2 months.  *I check them monthly for pressure.*


---------------------------------------------------------------------------------
Nick Ugolini

LongEZ N29TM
Charleston, SC www.nickugolini.com  
Selling:  Canard Fuel Probes









On Aug 7, 2018, at 10:26 AM, Ron Springer ron228rj@... [canard-aviators] <canard-aviators@...> wrote:


I have new tubes and tires that I installed on my VariEze about four months ago. Both seemed to behave about the same with regard to air leakage vs time. But, recently, one started leaking down faster than the other. For example, I set both to 65 psi and three days later, one was at 63 and the other was at 53. There was a period where I didn't fly for a few weeks and the furthest that the leakiest one leaked to was 35 psi.

So ... do I have a problem here that should be addressed by replacing the tube? Or, should I ignore it and just keep adding air as required?

Ron




Re: A-950 PUSH-PULL CONTROL

Dale Martin
 

>>>Anyone please correct me if I am wrong....<<<

If the cable housing is not secure at both ends the inner cable can "rock" inside the housing until the slack is removed.  IF THIS were to occur the lever/handle could be moved before the cable starts to move resulting in a "dead-zone" of movement.  This might be what is happening.
However, Bruce stated they are using an Ellison TBI and it can have its own issues if the plenum is not designed/installed correctly.


Dale
For Contact info - See Website
http://www.long-ez.com
=====================>

On Tue, Aug 7, 2018 at 5:29 AM, Andrew Anunson macleodm3@... [canard-aviators] <canard-aviators@yahoogroups.com> wrote:
 

Bruce Hughes wrote:
The test pilot commented that the throttle has a "dead spot".


Carburetors can have a dead spot.
Throttle cables do not have dead spots.

Is your pilot telling you that your carburetor has a dead spot?  (perhaps rough running, decrease in power.... some sort of undesirable symptom at a specific throttle setting)
Or is your pilot telling you that you have play in your throttle cable?
Or is your pilot telling you that you have a sticking throttle cable?

If he said "Dead Spot", then that usually refers to carburetor, not cable.  Anyone please correct me if I am wrong....

Thanks,
Andrew Anunson



Re: Tire Leakage

besmith51
 

"...and so you have to ask yourself, 'Do I feel lucky?'.  Well, do ya, punk?"

I recently found a pinhole in a new bicycle tube.  Materials aren't what they used to be.

Bruce


On Tue, Aug 7, 2018 at 9:53 AM Ron Springer ron228rj@... [canard-aviators] <canard-aviators@...> wrote:
 

I have new tubes and tires that I installed on my VariEze about four months ago. Both seemed to behave about the same with regard to air leakage vs time. But, recently, one started leaking down faster than the other. For example, I set both to 65 psi and three days later, one was at 63 and the other was at 53. There was a period where I didn't fly for a few weeks and the furthest that the leakiest one leaked to was 35 psi.

So ... do I have a problem here that should be addressed by replacing the tube? Or, should I ignore it and just keep adding air as required?

Ron


Tire Leakage

Ron Springer
 

I have new tubes and tires that I installed on my VariEze about four months ago. Both seemed to behave about the same with regard to air leakage vs time. But, recently, one started leaking down faster than the other. For example, I set both to 65 psi and three days later, one was at 63 and the other was at 53. There was a period where I didn't fly for a few weeks and the furthest that the leakiest one leaked to was 35 psi.

So ... do I have a problem here that should be addressed by replacing the tube? Or, should I ignore it and just keep adding air as required?

Ron


Re: A-950 PUSH-PULL CONTROL

Andrew Anunson
 

Bruce Hughes wrote:
The test pilot commented that the throttle has a "dead spot".


Carburetors can have a dead spot.
Throttle cables do not have dead spots.

Is your pilot telling you that your carburetor has a dead spot?  (perhaps rough running, decrease in power.... some sort of undesirable symptom at a specific throttle setting)
Or is your pilot telling you that you have play in your throttle cable?
Or is your pilot telling you that you have a sticking throttle cable?

If he said "Dead Spot", then that usually refers to carburetor, not cable.  Anyone please correct me if I am wrong....

Thanks,
Andrew Anunson


Re: A-950 PUSH-PULL CONTROL

Bruce Hughes
 

Hi Richard

I am just repeating the information
that one of my test pilots gave me;
I have not flown it, just my Ercoupe.

The inner core is solid wire, which can
be bent very slightly.   My mixture
control is bent through 90 degrees.
The carb heat is a full 180 degree bend.

I am pretty confident that the last work
that I did on it should have fixed the problem.

Those coiled steel "shells" are around a soft
plastic inner layer, them the steel rod is inside
the plastic.   There is a tiny space around the
rod and the plastic is soft so some play is in
that 3 layer construction.   But that is the way
they are made.   If the engine is in the front,
the play is small.   We have more of a problem
with the long distance from quadrant to Ellison
T.B.

No, there cannot be a break or it would not
work at all; we taxied it today.

Thanks for your help.   Maybe it is fixed.

Bruce




----- Original Message -----
From: ARGOLDMAN@... [canard-aviators]
To: canard-aviators@..., canard-aviators@...
Sent: Mon, 06 Aug 2018 11:44:44 -0400 (EDT)
Subject: Re: [c-a] A-950 PUSH-PULL CONTROL







Greetings again Bruce,

perhaps I am misunderstanding, is the flat spot what the pilot feels in the control itself or is a flat spot in the acceleration of the engine??

My understanding is that those push pull cables are robust and have a coiled steel outside in which a somewhat stiff inner cable is placed. It is possible that there is a single wire broken in the inner cable that is rubbing against the outer core-- Just a guess---- if it is the "feel" of the cable.

If it is the feel of the cable does it feel that way on the ground or just in the air??

Rich


In a message dated 8/6/2018 9:38:36 AM Central Standard Time, canard-aviators@... writes:

 

 

Thank you VERY much for your email.

We have flown it (not me, I have 2 test pilots)
20 hours but that was 3 years ago.   TODAY
we can taxi it if one of the guys shows up
(likely).

Feeling of it shows there is a flat spot.

Yesterday we ran the O320 E2A in front
of the hangar.   It ran from about 600 to 2000
RPM as I remember.   I got the oil pretty warm.
cylinder #4 is running pretty warm with no
effective air movement (cowling was off to
observe for leaks.   All looked good.

I have an Ellison T.B.   The control line goes
directly from the pilot's to the copilot's quadrant
through the "hell hole", firewall, and space
behind the engine.   There is not very much
curve to that path.

There is no play in the path at the throttle
body, as far as I can tell.   I will check that
today.

The aluminum U channel and cover are held
together with SS hose clamps.   They are tight.
I am thinking of putting liquid silicone rubber
in the air space.

Thanks again.

Bruce




----- Original Message -----
From: A R Goldman ARGOLDMAN@... [canard- aviators] aviators@...>
To: canard-aviators@...
Sent: Mon, 06 Aug 2018 01:32:44 -0400 (EDT)
Subject: Re: [c-a] A-950 PUSH-PULL CONTROL












Bruce, you are assuming that the flat spot is because of cable slop. Such may or may not be the case. One thing i would want to know is if the flat spot happens at the same rpm or mp or does it occur at random times. Look at the linkage at the carb or throttle body and with various throttle positions wiggle the cable and see what happens.   Hold the bell crank at the carb/throttle body and see if there is any slop

The more likely scenario is a problem in the carb or fuel injection system

Please send more info about this problem

Rich

Se nt from my iPhone

On Aug 5, 2018, at 12:57 PM, Bruce Hughes ezcopilot@... [canard-aviators] <canard-aviators@...> wrote:

 

 

Group:

I am using 3 of these controls for the
throttle, mixture, and carb heat.

The test pilot commented that the throttle
has a "dead spot".

Years ago I noticed a problem and thought
I had it fixed.     The control cable was tending
to wiggle around when the throttle was used. 
So I attached it in several places.   ; That was
not good enough.

So I put the cable inside an aluminum channel
with an aluminum cover.   This stops much of
the wiggling.  I have one channel from the pilot's
throttle quadrant to the center bulkhead, a 2nd
one from the copilot's quadrant tp the rear
bulkhead.   From there to the fi
rewall is very
difficult to fix.

Yesterday I put 8" of channel and cover from
the firewall to the Ellison throttle body.   As one
end will be moving at the RPM and the other end
will be stationary, I left about 1" of control not
covered with the channel material.

i am hoping that will fix the problem.   Have not
run the engine recently as I am fixing a gauge
problem (gauge is on order).
< /div>

I will appreciate any comments.

Bruce Hughes













Re: Jealous 737 wants to be canard

Andrew Anunson
 

Our nose gear struts don't break THAT easily...

Andrew Anunson

Sent from a generic flip phone

On Aug 6, 2018, at 8:06 PM, Christian von Delius alpineglobalprivate@... [canard-aviators] <canard-aviators@...> wrote:

https://youtu.be/r-5fniaOP4g?t=48s
or How to look for a job if you are a tug pilot.
-Christian


Onewheel

Bob Holliston
 

Jenny and Klaus, both graduates from Bob's Onewheel School. They both picked it up amazingly fast. These are the perfect 20 MPH commuter vehicles for around the airport. Don't fall off though. Man, does that hurt.  

--


Jealous 737 wants to be canard

 

https://youtu.be/r-5fniaOP4g?t=48s
or How to look for a job if you are a tug pilot.
-Christian


Re: A-950 PUSH-PULL CONTROL

ARGOLDMAN@...
 

Greetings again Bruce,

perhaps I am misunderstanding, is the flat spot what the pilot feels in the control itself or is a flat spot in the acceleration of the engine??

My understanding is that those push pull cables are robust and have a coiled steel outside in which a somewhat stiff inner cable is placed. It is possible that there is a single wire broken in the inner cable that is rubbing against the outer core-- Just a guess---- if it is the "feel" of the cable.

If it is the feel of the cable does it feel that way on the ground or just in the air??

Rich

In a message dated 8/6/2018 9:38:36 AM Central Standard Time, canard-aviators@... writes:

 

 

Thank you VERY much for your email.

We have flown it (not me, I have 2 test pilots)
20 hours but that was 3 years ago.   TODAY
we can taxi it if one of the guys shows up
(likely).

Feeling of it shows there is a flat spot.

Yesterday we ran the O320 E2A in front
of the hangar.   It ran from about 600 to 2000
RPM as I remember.   I got the oil pretty warm.
cylinder #4 is running pretty warm with no
effective air movement (cowling was off to
observe for leaks.   All looked good.

I have an Ellison T.B.   The control line goes
directly from the pilot's to the copilot's quadrant
through the "hell hole", firewall, and space
behind the engine.   There is not very much
curve to that path.

There is no play in the path at the throttle
body, as far as I can tell.   I will check that
today.

The aluminum U channel and cover are held
together with SS hose clamps.   They are tight.
I am thinking of putting liquid silicone rubber
in the air space.

Thanks again.

Bruce




----- Original Message -----
From: A R Goldman ARGOLDMAN@... [canard- aviators] aviators@...>
To: canard-aviators@...
Sent: Mon, 06 Aug 2018 01:32:44 -0400 (EDT)
Subject: Re: [c-a] A-950 PUSH-PULL CONTROL












Bruce, you are assuming that the flat spot is because of cable slop. Such may or may not be the case. One thing i would want to know is if the flat spot happens at the same rpm or mp or does it occur at random times. Look at the linkage at the carb or throttle body and with various throttle positions wiggle the cable and see what happens.   Hold the bell crank at the carb/throttle body and see if there is any slop

The more likely scenario is a problem in the carb or fuel injection system

Please send more info about this problem

Rich

Se nt from my iPhone

On Aug 5, 2018, at 12:57 PM, Bruce Hughes ezcopilot@... [canard-aviators] <canard-aviators@...> wrote:

 

 

Group:

I am using 3 of these controls for the
throttle, mixture, and carb heat.

The test pilot commented that the throttle
has a "dead spot".

Years ago I noticed a problem and thought
I had it fixed.     The control cable was tending
to wiggle around when the throttle was used. 
So I attached it in several places.   ; That was
not good enough.

So I put the cable inside an aluminum channel
with an aluminum cover.   This stops much of
the wiggling.  I have one channel from the pilot's
throttle quadrant to the center bulkhead, a 2nd
one from the copilot's quadrant tp the rear
bulkhead.   From there to the fi
rewall is very
difficult to fix.

Yesterday I put 8" of channel and cover from
the firewall to the Ellison throttle body.   As one
end will be moving at the RPM and the other end
will be stationary, I left about 1" of control not
covered with the channel material.

i am hoping that will fix the problem.   Have not
run the engine recently as I am fixing a gauge
problem (gauge is on order).
< /div>

I will appreciate any comments.

Bruce Hughes








Chapter 22 - Dynon EMS unused pins for data logging auxillary sensors

Mike Satchell
 

The Dynon Skyview EMS module has some unused pins and inputs available on D25 and D37.
There is an opportunity to use the unused inputs to be able to reduce pilot work load and do consistent data logging (such as delta pressures, temps, voltages) that correlate with other telemetry.

Here's a few links with more info:
http://wiki.dynonavionics.com/Making_your_own_sensor_definitions
http://dynonavionics.com/cgi-bin/yabb2/YaBB.pl?num=1291258674/1#1
http://dynonavionics.com/cgi-bin/yabb2/YaBB.pl?num=1268164287


Hope this helps,
Regards,
Mike Satchell  - Cozy #1537


Re: A-950 PUSH-PULL CONTROL

Bruce Hughes
 

Thank you VERY much for your email.

We have flown it (not me, I have 2 test pilots)
20 hours but that was 3 years ago.   TODAY
we can taxi it if one of the guys shows up
(likely).

Feeling of it shows there is a flat spot.

Yesterday we ran the O320 E2A in front
of the hangar.   It ran from about 600 to 2000
RPM as I remember.   I got the oil pretty warm.
cylinder #4 is running pretty warm with no
effective air movement (cowling was off to
observe for leaks.   All looked good.

I have an Ellison T.B.   The control line goes
directly from the pilot's to the copilot's quadrant
through the "hell hole", firewall, and space
behind the engine.   There is not very much
curve to that path.

There is no play in the path at the throttle
body, as far as I can tell.   I will check that
today.

The aluminum U channel and cover are held
together with SS hose clamps.   They are tight.
I am thinking of putting liquid silicone rubber
in the air space.

Thanks again.

Bruce




----- Original Message -----
From: A R Goldman ARGOLDMAN@... [canard-aviators]
To: canard-aviators@...
Sent: Mon, 06 Aug 2018 01:32:44 -0400 (EDT)
Subject: Re: [c-a] A-950 PUSH-PULL CONTROL












Bruce, you are assuming that the flat spot is because of cable slop. Such may or may not be the case. One thing i would want to know is if the flat spot happens at the same rpm or mp or does it occur at random times. Look at the linkage at the carb or throttle body and with various throttle positions wiggle the cable and see what happens.   Hold the bell crank at the carb/throttle body and see if there is any slop

The more likely scenario is a problem in the carb or fuel injection system

Please send more info about this problem

Rich


On Aug 5, 2018, at 12:57 PM, Bruce Hughes ezcopilot@... [canard-aviators] <canard-aviators@...> wrote:

 


Group:

I am using 3 of these controls for the
throttle, mixture, and carb heat.

The test pilot commented that the throttle
has a "dead spot".

Years ago I noticed a problem and thought
I had it fixed.     The control cable was tending
to wiggle around when the throttle was used.  
So I attached it in several places.   That was
not good enough.

So I put the cable inside an aluminum channel
with an aluminum cover.   This stops much of
the wiggling.  I have one channel from the pilot's
throttle quadrant to the center bulkhead, a 2nd
one from the copilot's quadrant tp the rear
bulkhead.   From there to the fi
rewall is very
difficult to fix.

Yesterday I put 8" of channel and cover from
the firewall to the Ellison throttle body.   As one
end will be moving at the RPM and the other end
will be stationary, I left about 1" of control not
covered with the channel material.

i am hoping that will fix the problem.   Have not
run the engine recently as I am fixing a gauge
problem (gauge is on order).

I will appreciate any comments.

Bruce Hughes






Re: A-950 PUSH-PULL CONTROL

A R Goldman <ARGOLDMAN@...>
 

Bruce, you are assuming that the flat spot is because of cable slop. Such may or may not be the case. One thing i would want to know is if the flat spot happens at the same rpm or mp or does it occur at random times. Look at the linkage at the carb or throttle body and with various throttle positions wiggle the cable and see what happens.   Hold the bell crank at the carb/throttle body and see if there is any slop

The more likely scenario is a problem in the carb or fuel injection system

Please send more info about this problem

Rich


On Aug 5, 2018, at 12:57 PM, Bruce Hughes ezcopilot@... [canard-aviators] <canard-aviators@...> wrote:

 

Group:

I am using 3 of these controls for the
throttle, mixture, and carb heat.

The test pilot commented that the throttle
has a "dead spot".

Years ago I noticed a problem and thought
I had it fixed.     The control cable was tending
to wiggle around when the throttle was used.  
So I attached it in several places.   That was
not good enough.

So I put the cable inside an aluminum channel
with an aluminum cover.   This stops much of
the wiggling.  I have one channel from the pilot's
throttle quadrant to the center bulkhead, a 2nd
one from the copilot's quadrant tp the rear
bulkhead.   From there to the fi rewall is very
difficult to fix.

Yesterday I put 8" of channel and cover from
the firewall to the Ellison throttle body.   As one
end will be moving at the RPM and the other end
will be stationary, I left about 1" of control not
covered with the channel material.

i am hoping that will fix the problem.   Have not
run the engine recently as I am fixing a gauge
problem (gauge is on order).

I will appreciate any comments.

Bruce Hughes


(No subject)

Aviating Fool
 

Cute old thing!


A-950 PUSH-PULL CONTROL

Bruce Hughes
 

Group:

I am using 3 of these controls for the
throttle, mixture, and carb heat.

The test pilot commented that the throttle
has a "dead spot".

Years ago I noticed a problem and thought
I had it fixed.     The control cable was tending
to wiggle around when the throttle was used.  
So I attached it in several places.   That was
not good enough.

So I put the cable inside an aluminum channel
with an aluminum cover.   This stops much of
the wiggling.  I have one channel from the pilot's
throttle quadrant to the center bulkhead, a 2nd
one from the copilot's quadrant tp the rear
bulkhead.   From there to the firewall is very
difficult to fix.

Yesterday I put 8" of channel and cover from
the firewall to the Ellison throttle body.   As one
end will be moving at the RPM and the other end
will be stationary, I left about 1" of control not
covered with the channel material.

i am hoping that will fix the problem.   Have not
run the engine recently as I am fixing a gauge
problem (gauge is on order).

I will appreciate any comments.

Bruce Hughes


Glass panel choices

Bill Allen
 

Bonjour Benoit,

Apologies for the delay in my reply, but it took some time to find the attached articles written by Peter Pengilly for our British Light Aircraft Association, which go into details beyond how pretty a display looks, and persuasive the brochures are.

 Peter was the person primarilily responsible for making it possible for UK homebuilts to achieve approval for IMC/Night operation in the UK although it is still a daunting bureaucratic task here.

Most people will recommend the glass panel which they have bought - it’s like being married - one tends to choose on looks and promises, and only when you get to live with it does the true detail come out over time. By then it’s usually to late to admit it was a mistake, and another offering would probably perform better and be more dependable.

Most of us do not have the technical background to make such a descision (I’m back to talking about glass panels now) and the advice one gets is biased from those already marries to GRT, Dynon, MGL, Garmin etc etc

I have a Dynon Skyview Touch + Garmin GNS430 in my LongEz Diesel. I had to go through 3 displays before I had one which was correct - maybe just bad luck. I bought it before the Garmin G3X system was available.

On my CZ4 I am installing a complete Garmin G3X setup - I like the fact that it’s roots are in the certified world, that Garmin will probably  be around for the longest and have the best backup, it enhances the value of my “investment” and when operating in actual IMC it will be the best bet for reliability.

Enjoy reading about DO160 certification standards, latency and refresh rates, and other dull stuff which goes on behind the shiny panel.

Regards,

Bill Allen


--
Bill Allen
LongEz160 N99BA FD51
CZ4 G-BYLZ EGBJ


Re: GIB instrument package

Ben Bennett
 

I had seen the WingBug before I went to Oshkosh and thought it looked like a good solution to be permanently attached in a Cozy except that it ran on a battery.  I emailed them about adapting it to run off of the aircraft electrical system.  At Oshkosh they had addressed the problem and had a wiring solution and were ready to sell the solution.  It would fit nicely in the nose of the Cozy.

Ben


On Saturday, August 4, 2018 2:45 AM, "Christian von Delius alpineglobalprivate@... [canard-aviators]" wrote:


 
Chrissi wrote:
'and you have it all '

Well, not quite. The GIB still cannot see, so you will need a 'popescope':
https://postcardcabobble.files.wordpress.com/2015/07/960x540.jpg
Then they can see over the pilot's head to land :-)
-Christian

--        www.BrilliantDesignOnline.com
Solidworks Design & CNC Plasma Cutting

         -a division of-
www.AlpineWorldwide.com
       "We build ideas.."

On Fri, Aug 3, 2018 at 9:25 AM, CozyGirrrl@... [canard-aviators] <canard-aviators@...> wrote:
 
At osh in the technology buildings we saw a simple answer to adding a 6 pack for the GIB of a tandem aircraft. It's called WingBug. For less than $900 you get a wing mounted pod with pitot-static, AHRS, OAT, Barometric altimeter, GPS, AOA & sideslip ports and soon to be added, ADSB-in. Add a Tach and you have it all. It is bluetoothed to your iPad and all data is recorded for post analysis.

Two suggestions we made to the CEO; make a clothes pin type clip on sensor to pick up RPM from an ignition lead and BlueTooth that out, add an optional EFIS type screen as an alternative to the 6 pack format. 

Goto www.WingBug.com

Chrissi
CG Products      
 




Re: 2018 Florida International Air Show

Aviating Fool
 

Just so you guys know, it's a pretty weak air show and not really a fly-in.  They don't have much flying and have to stop for the busy regular Allegiant airline comings and goings.  I live here and probably won't bother again.


Re: 2018 Florida International Air Show

Del Schier
 

I will try and make it in my Cozy from 15FL.

 

Del

 

From: canard-aviators@...
Sent: Sunday, July 15, 2018 9:32 PM
To: Jenatepilot jenatepilot@... [canard-aviators]
Subject: Re: [c-a] 2018 Florida International Air Show

 

 

Two of us based at SFB Sanford are interested. A Cozy IV and a Varieze. Definetly nice weather that time of year!

Jack Krips

 

On Sunday, July 15, 2018, 12:29:41 PM EDT, Jenatepilot jenatepilot@... [canard-aviators] <canard-aviators@...> wrote:

 

 

 

I’d be happy to look into it ! Anyone else want to go?


On Jul 14, 2018, at 3:45 PM, stuff4toys@... [canard-aviators] <canard-aviators@...> wrote:

 

 

Would be a great place to meetup with Canard Flyers and Florida in October is relatively cooler (than August) and dry.

 

 

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