May 2013

Volume III, Issue 6

Picture of the Month

N86TZ at sunset in the fiery west. (Photo by Tim Uszuko) FAA Developments:
AOPA Question: Can I use the GPS or the geo-referencing function on my iPad for IFR course guidance? AOPA Answer: No. Although iPad apps may provide flawless position information, no mobile device has ever been
approved for IFR navigation in flight. While operating under FAR Part 91, the pilot in command may allow the use of a portable electronic device (such as a tablet) in flight if the pilot determines that the device will not cause interference with the navigation or communication system of the aircraft (FAR 91.21). These devices are often used to display electronic charts, weather, and even traffic information. They offer increased situational awareness. However, as is the case with handheld GPS units, using the device as a primary means of course guidance is both prohibited and dangerous.

RUTAN TIME: Al Hodges passed this on:

Great videos of SpaceShip2 powered drop test [4/29/13]. http://www.wired.com/autopia/2013/04/spaceshiptwo-powered-flight/#slideid-57309

Flyin and Young Eagle News:

CALENDAR - Canard Events in RED:
May 18th, 2013 Spring Velocity Midwest Fly-in May I68 (Cincinnati), This will be an 'official' fly-in supported by the airport with food and some minor prizes, but details will follow. Clearly I'm hoping for a great canard type turn-out, and will be cajoling as many Velocities to show up as I possible can, but everyone is welcome. 8 am - 2 p I68 - Warren County Airport / John Lane Field Brett Ferrell 513-310-3387(cell) bferrell@fastmail.fm All canardians welcome

JUNE 2013:
June 1, 2013 Gulf Coast Canard fly-in at 2R5 St Elmo Alabama James Ealey 251-533-6480 ealey.jame@GMial.com c/o: Tony Warnock tony.warnock@yahoo.com or Victor Taylor 251-377-5216 velocityoner@yahoo.com All canardians welcome. St Elmo Airport [2R5] June 7-9, 2013: GOLDEN WEST EAA REGIONAL Fly-IN: Yuba County Airport (MYV) www.GoldenWestFlyin.org or call 530-852-0321. ALSO AT the SAME PLACE: CONTACT! Magazines 10th Annual Alternative Engine Round-Up, normally held at the tiny airport in Jean, Nevada, has outgrown its home and is moving to Marysville, California, to be held in conjunction with the Golden West Regional Fly-In & Airshow. Although the Golden West Fly-In is slated for three days, the Alternative Engine Round-Up will take place Saturday, June 11, only. June 21-23, 2013 CANARDS WEST At COLUMBIA CA (O22) http://www.haltonbrat.com/canardswest2013details.htm Last year: Although there is no charge to attend the Flyin, to cover operating expenses there is a charge for the Saturday dinner .Send checks to, with choice FISHER, TIM Fish & JUDY 1300 Marilyn St., Modesto, CA 95350 209-996-9919(cell) 209-527-5901(H) t.fisher13@comcast.net Bought: Long EZ:N8714S 930 lbs, 850 hrs O-320 Modesto Airport [KMOD]
Columbia Gem 209-532-4508

http://www.columbiagem.com/business/gem Columbia Inn has shuttle too: 209 533 0446 ColumbiaInn@yahoo.com

JULY 2013:
July 5&6, 2013 Truckee Tahoe Air Fair Tim LoDolce flyingtiger05@yahoo.com Big July 5th dinner ceremonies the night before. Tickets to the dinner will be an early sell out if any is interested in attending. Our website is up again for 2013 but does not reflect that this one will have several performing acts. Eddie Andrieni, Melissa Pemberton and her "wing suit" husband Alex, FireCat and the Red Star Formation Flying Team. The event is free to all! www.TruckeeTahoeAirFair.com The camping will be over at the Glider Port which has a hot shower. We can arrange for a truck to transport people back and forth during the day. The EAA will have a pancake breakfast Saturday morning and will be signing up kids all day for their Young Eagle rides Sunday morning. Food would be available right on the field as we have a dozen food vendors attending this year.

July 11-13, 2013 Arlington Northwest EAA Fly-in (AWO) www.ArlingtonFlyin.org with Canard Flyout possible on Thus evening

>Camp under your wing with other Canards Keep checking the Squadron III newsletter and Canard Web-sites for further information.

July 13, 2013: New England RV-Canard Fly-in Rain day ? Contact: JOEL VENTURA 978-475-6875(H) ventura@brandeis.edu http://www.106.eaachapter.org 8:00 AM - 4:00 PM 400 Holt Rd, North Andover, MA 01845 w/ SEMINARS. Seminar details/schedule have not yet been set - check back soon July 20, 2013 Rock Larocca will be hosting the 1st "Canards over Georgia" 8 am to 4 pm Lunch Fly-in at Atlanta Regional Airport, Falcon Field, GA ( KFFC ). It will be held at my hanger so I will give directions to park around "T-4" when we get closer to the date and details will be also posted on my website, www.eraceraircraft.com I will be providing a free lunch and a shady hanger. In addition, Aircraft Spruce East is a quarter mile away if you need to pickup anything (they will shuttle you back and forth also if needed). KFFC is also home of the Commemorative Air Force. They have a hanger and museum on the field that is always great to go check out. Rock roch.larocca@gmail.com

Flyin HISTORY:

Mojave had an Experimental day - and I see a lot of you made it:
And Tim Andres send photos too to include: https://www.dropbox.com/sh/pulzv3f2goqs71i/DGFs2FJMR0?n=85513956 Boomerang: N187RR (whos got it?) Long EZ:N51EZ (Gary Spence) CA Long EZ:N132EZ (Rocket) CA XCORs space plane CA Long EZ:N360KS (Klaus Savier) CA Long EZ:N121DT (Dave Timms) CA Cozy IV:N175PT (Tim Andres) CA

Ric Lee sent this set of photos: http://www.mojaveflyin.com/

http://tinyurl.com/Mojave-Fly-in

Beagle sees:

Cozy IV:N333VM (Jon Dembs) CA Berkut: N268DK (Dick Rutan) CA And a few out of range to recognize them, on the website (Not this photo silly.)

AZ Bunch does Ryan Field

Another sunny day in Arizona with smooth early morning air enticed several Phoenix area EZ drivers to make the flight to Ryan field (Tucson). The air was so good we even had to dodge a few hot air balloons in the Chandler area and conditions were perfect for doing max throttle speed runs with N433EZ.

Included in the gang was John Makarounis, Gary Hertzler with passenger Dave Wilcox, Richard Rivet with passenger Bill Lermer, Bill Maxey with passenger Ron Landen (both Long EZ builders), Chris Zollars with fiance Kristen, Rick Reuland, Gary Hertzler and Don Berlin. Can you believe that we were all happy to be paying just $5.34 per gallon for 100LL. A few years ago we would have choked at this price.

AUSTRALIAN CANARD MUSTER:

Bruce Sinclair Reports: The Muster went well, but not as many people stayed over night, so the dinner was a little quieter. A front was approaching, so the people up from Melbourne decided to head back mid afternoon. We had 4 Long EZs, 1 Cozy Mk IV, 1 Cozy III, and Australia's only flying Defiant. The timed event was run again this year, albeit with less runners, with improved times over their last year results.

TEXAS GIG somewhat rained on:

Gary Mowed Reports they had: One velocity, one Varieze, one Cozy IV and one Long EZ. We had five other canards coming but got rained out. They were coming from Houston but the Houston area received 6" of rain in 3 hours that morning. I actually had to leave at the end of day one and just beat the rain back to Austin.

AZ Bunch fly to Coolidge, AZ:

Six different canards arrived in hazy conditions at Coolidge airport. These were piloted by Gary Hertzler, JD Walker, Brian Scott, Mark Broom, Rick Redland and Richard James. Those who arrived early were able to tour the hangar areas which make Coolidge look like a Phoenix based Area 51. We'd love to see what is hidden in all those large hangar and storage areas. Obviously some of these facilities support the C-130 and DC-7 firefighting aircraft. For those not familiar with the Coolidge airport it was originally constructed in the early 1940's by the U.S. Department of the Army. Originally constructed as an air transport command base, Coolidge Army Airfield served as an auxiliary operating base for Williams Field during World War II. The original airfield was constructed with three runways in a triangular configuration. Of these three runways, two remain: Runway 17-35 and Runway 5-23. Numerous support facilities were constructed, of which a 120-foot by 80-foot hangar still remains. From 1962 until July 1992, operations at the airport were dominated by training activities of T-37 jet aircraft based at Williams Air Force Base. The Air Force had a lease agreement with the City of Coolidge for four parcels of land and joint use of the main runways and taxiways in return for the continued maintenance and upkeep of the main runway and taxiway. In addition, they constructed several facilities along the runway and apron to support their operations. The Air Force lease was terminated in July 1992 and training operations at the airport ceased in June 1992. Williams Air Force Base was closed in late 1993.
Nine planes made it to Kearny Saturday morning including 6 EZs, plus Dave McNeil's RV-10 with passenger Gary Christiansen, Brian Triggermans Zodiac, and Chris Collars trusty C172. John Macaronis, Rick Redland, Gary Hertzler with passenger John DE stories, Brian Scott, Richard Rivet, and Don Berlin landed their EZs in somewhat variable wind conditions that resulted in several of us landing downwind. Kearny is located in a valley with several ridges in the vicinity, so, with certain wind directions at altitude, misleading windsock readings can result. Leading the charge, Don Berlin and Rick Redland made several go-arounds before completing their downwind landings. This all made for some good decision making on the relatively short field. All the go-around activity alerted the mayor (also the restaurant owner) to drive her pickup truck to the airport for customer pickup. With 10 of us in the back of the pickup, we were driven slowly to the restaurant so as to avoid a repeat of the Marc Broom incident a few years earlier.

In Memorial:
Verne Simon informed me that this crash on April 30, 2013 of Ed Berlins plane involved our member, Chris Wadewith instructor CJ (Berlins girlfriend) with him, they were checking out a newly rebuilt engine. Chris was a wonderful guy who did EZ upholstery, those great little spinners and was an A&P.
http://www.dailymail.co.uk/news/article-2316922/Two-small-planes-collide-mid-air-Southern-California--crashesmountains-whilst-lands-gently-nearby-golf-course.html

Dick Rohaly organized a 4 ship formation for a missing man

over the memorial celebration at was used to be the 20th Century Ranch: Marky Bender reported: I was on the site today when the 4 ship made the passes. It really looked exquisite from the ground. I know Chris would have been elated. His entire natural family including his 95 yr old father, his entire school family which included more than one school by the way, and his builder and SMO-HHR families where all there. The whole crowd stood still with total focus and were moved by what all of you did. Everyone appreciated all the guys performances and efforts to be there. Please let them know how much the crowd was impressed. Marty (Chris wife) was standing next to me so she was able to broadcast her thanks to all of you over my ol hand held. Verne (Simon) gave a beautiful heartfelt speech that was loved by all. You would have really been proud of himI couldnt stay very long but I would not have missed this sad but very moving ceremony, paying tribute to a very special friend who had an important role in my life.

Builders Help Desk:

It occurs to Beagle that the people in chapters 4,5,6 of the canards are not getting enough support - I got this photo from David Uhlmeyer:

Saying he was running out of the wood for the next chapter and asking if he can substitute wood from a different area of the project , before I could react much (this plans stage was exactly 30 years ago for me) he said he realized the plans called for BID tapes not more wood used up in the fuselage sides. Who is in Chapter 6,7 or 8 of the Cozy? I'd like to provide him someone ahead of him to talk toin fact, if you haven't told me your chapter of plans in the last 6 months, why not send that in? Would you like to know who is ahead of you in who can give some guidance? Beagles answering questions based on 30 year old memory is pretty risky.
Nate Mullins of Clarksville, Tennessee wrote: I went up in an EZ for a ride to keep my spirits up as I have just reached 900 hours in the shop. When the speed brake was deployed on downwind I didn't notice any change and the pilot said that it was useless really and an EZ doesn't even need one except to "block rocks". What are your thoughts on its effectiveness?

Beagles preaching based on 30 year old memory: If you are at 900 hours you are likely well beyond considering building it or not. But here goes. Both rudders going out at one time is about as effective. The Speed Brake provides a higher descent rate (so say idle gives you 300'/min descent, then the speed brake will increase that o 350'/min - if you lose an engine you are more likely to be able to glide to the runway when you pull it up than if you were flying without it as I do. I don't use it much at all, except for possible resistance to fod being thrown up by the nose wheel. When I do, I forget to retract it (electric on my plane) and I first wonder why the takeoff roll is longer and then what the vibration is when I'm at speed, I've turned and landed twice due to the noise of forgetting the speed brake so far. I have a light that doesn't work to tell me the speed brake is down. The manual one kicks up at 100 mph, slaps you on the left hand. When you really need to descend and keep your speed down, both rudders out and speed brake down is even more effective. There are tricky airports where you need to drop over an obstacle and the speed brake helps you do that - easily put down, easily pulled up again. Those who have added electric actuation to speed brakes are endangering the cooling systems, if forgotten down through climb or cruise - there is an added electrical system available to kick it up whenever you apply full throttle. (The Berkut cooling isn't on the bottom of the fire wall -it has armpit scoops, thank goodness). Based on years of hearing about the vital canopy and gear down warning systems being left "inop" by various owners, I'd bet the owners of the kick up system don't all keep the auto retract system fully function, if they have one. With the electric system, you can free up a place for map box in the left armrest. Those who have the electrical speed brake for higher speed use don't seem to have run any test program to confirm that the structure can withstand high descent speed loads over the long term - and a speed brake through the prop will do enough damage to result in an emergency landing. Electric speed brake actuation is sexy, just like the electric nose lift for those guys who don't have a bad back and don't need one. In the case of the electric nose lift, they are lengthening the emergency stopping distance of the nose dropped to the ground - something those with the manual system can do quickly (and apparently seldom remember to do) when running out of space on the runway... Lastly, when it comes time to sell, you have to explain the lack of a speed brake - so you might put off 5% of the buyers. By the same lights, electric speed brake and electric nose lift will make the plane easier to sell, just because they are sexier.

Key Maintenance Tip:

BEAGLE is not sure Ive seen it as a Mandatory Change but I have been preaching this or years put chains on your fuel caps it is in the prop arc for the Varieze and has killed people and may be outside the arc for your Long EZ, but can be sucked into the prop and do great damage more to the earlier version props, less damage t the Hertzler (as here) and Catto props. But damage nevertheless I watched my cap sitting upside down on

the right strake as I descended to Guadalajara one year not only didnt leave the plane, but dancing on the top of the strake it did no damage at all and I didnt have to get a new cap just tighten the retention system. GET CHAINS ON YOUR FUEL CAPS! (If you simply put a pvc 8 elbow on the chain and feed the pvc elbow through the cap, you will be doing well dont put some sort of added washer on the cap shaft you might introduce a path for rain to get into your fuel. But you can drill the fuel cap bolt and wire the chain on the end of that bolt.) Our Honduras Long EZ flyer says: Well, I lost one of my fuel caps on flight yesterday. And yes, it hit the prop!!! Thank god it was a Silver Bullet with composite covering because probably I wouldn't be writing this email. I heard of fatalities of straight wood props being cut by the impact of the fuel cap. I will be putting the ball chains soon.

I never knew exactly when it happened, because there was NO vibration or lack of performance. I found out when I was going to fill her up with gas and saw that the cap was missing and immediately saw the huge "nick" in the prop....., Yes I said SHIT!, but then I humbly said "Thank you Jesus!!". (Beagle found him a replacement cap, modified to take a chain.)

What the flyers are doing:

JAMES REDMONs BERKUT 13: Canards did very well in judging this year at Sun n Fun. Thirteen took the 2013 Sun n Fun Grand Champion Homebuilt - Plans award (awards were presented on the 13th too). A very cleanly built Velocity took Grand Champion Homebuilt - Kit award.It was a spectacular thrill to take the top award!!...I was also asked to do a photo flight, ground shots, and an interview with the Sport Aviation guys earlier in the week. So, there may be a magazine article in the future. Congratulations James it couldnt have happened to a better canard guy and a prettier canard! Referring to Ric Lees 540 Berkut: I've done the initial crow hop flights on Ric's Berkut...all working nominally. Oh man, what a torque monster! He's in the transition training phase now, and we're looking for a good first flight weather window.
https://www.youtube.com/watch?v=8NpEH6j0bwo

I am really enjoying this bird. Today I expanded the speed envelope to 190 kts. IAS and flew around the airport breaking in the engine. So far the engine is cooling well and the controls are well harmonized. It does have a slight right turn at 180 Kts IAS and above.
Next day: Few days later: As

of yesterday (1 May), I have completed 7 flights in our new bird. Speed range has been expanded up to 220 knots IAS @ 3500' MSL. Controls are crisp and well harmonized. No major problems encountered, just the usual trimming tweaks. We added 1 thin washer to each wing to bring the canard elevators in trail at speed. The engine is cooling well with OAT in the mid eighties. Credit goes to James Redmon and Scott Carter for their cooling work before first flight. Now that the speed range has been upped the main focus is seating the rings in the engine. I am doing a racetrack pattern around the airport keeping the MP up. The tower personnel down here are very friendly and knowledgeable and a joy to work with. Glad I brought the bird down here (Redmons hangar in North Texas) to fledge! A few more days later (May 7): To date, I have completed 13 flights for a total of 8.6 flight hours. Engine
and airframe working well but we have been chasing an elusive radio problem. We have 2 early model Microair radios that have intermittent transmit problems. James has identified and fixed 3 different problems that he believed were the source of the trouble, but the electrons continue to misbehave. Each time the radios transmit perfectly on the ground but one or both quit transmitting in the air. It is making us a bit crazy, to say the least. For you performance guys, yesterday I was running WOT at 3500', OAT of 81 degrees seeing an IAS of 222 Kts.

The fuel burn at that speed is measured in cubic dollars so it will not be our normal cruise. Later still (May 10): Took our bird up to altitude for the first time yesterday to conduct some cruise settings and do
steep turns pulling some G's.

This was taken at 10,500' about 35 NM North of McKinney, Texas. Testing is going well.

The Generals Latest update:

Wolf Volker in his long canopy EZ type Valkyrie: I have 6 hrs on her now. Jerrold Jorritsma, Wellington, CO: airport this Saturday. [Berkut]N3255U gets trailored to the

Marc Oppelt, builder: As a builder I hope to be able to get to at least one event this summer. I am in Brazil now for work, but will be stateside mid-June. Hopefully I can make it to Arlington. Regarding airport towers - and take this for what it's worth as I am not yet a pilot - I would rather fly into a non-towered airport as towers are staffed with Gov't employees and I generally don't like the authorities watching over me. I think that if pilots can get the job done amongst themselves (keep from trading paint...and changing their shorts too often) then we don't need "minders". When finish building and move to an airport I am considering a non-towered airport even though is is 30 min further away. (Centralia, WA) (Thats 2 votes to none. Beagle)

Allan Floyd and Laura Noel: David, good news as I brought the Velocity home yesterday from our unplanned stop in Monroeville Alabama. The #4 cylinder head separated from the barrel and forced Laura and I to land in Monroeville. Flew down on Monday to put the bird back together and flew her home yesterday. Laura and I enjoyed your company in the Bahamas and look forward to next years event. He forwarded a photo:

New Defiant owner confesses: Hello Beagle, thanks for the chat today, as mentioned I forgot the gear and destroyed my Prop, bummer. (Beagle: You pusher guys are luckier!)

I have a Hertzler Prop on Order, the fiberglass done end of the week and we dial the crank next week as well. You mentioned today that as owner, not builder, I only have to have sign off the conditional inspection. I went over my Operation limitations and the only mentioning of the A&P I find is for the conditional. So in inverse conclusion I don't need sign off for repairs, right. (Beagle note: AS OWNER YOU NEED TO SIGN OFF REPAIRS, AND IF YOU REPLACE THE PROP WITH SIMILAR I DONT KNOW IF THAT IS A MAJOR CHANGE NECESSITATING A 4 HOUR FLYOFF AND LETTER TO FAA, IF YOU MAKE MAJOR CHANGES YOU NEED TO FLY OFF 4 HOURS AND ANNOUNCE THAT TO THE FAA. I'D CONSIDER ANY CHANGE IN BRAND OF PROP WORTH TREATING AS A MAJOR CHANGE, FRANKLY. I'D HATE TO HAVE AN INSURER DECLARE YOU WERE NOT IN COMPLIANCE WITH FAA FLYOFF REQUIREMENTS. If you had the pre year 2000 airworthiness letter, the local GADO will issue you the new Airworthiness letter in about a week with the new more liberal maintenance rules of course if you dont know the system, you can obviously hurt yourself.)

Jorge Bujanda. Palmdale CA. UPDATE: N478B / Velocity XL FG / IO540

jorge at jbujandadotcom Dr. Tuky has completed 87 hours of flying. During the first 60 hours it presented the following problems at various stages: 1. Oil leak from the front crankcase seal (or rear in canards :), that developed in the first 10 hours. 2. Fuel leak coming from the pick up on one of the strakes during the first 10 hours. I found out that this is a frequent occurrence in Velocities. For some reason we first time builders fail to properly seal the fiberglass around the hard point. So I decided to modify the system on both sides. 3. Unable to idle lower than 880 RPM on the IO540K, lengthening my landing roll significantly and having to use brakes on shorter runways. After trying all adjustments and everything everyone recommended without success, I pulled the fuel servo and saw marks made by the butterfly on the inside. I sent the fuel servo for diagnosis and they found it to be deformed. Not been a perfect circumference inside, the butterfly was unable to seal properly and let too much air through on idle. No one that I have asked, including the shop that worked on it, has known of a case like this. The engine was properly shipped in a crate. My best guess is that at some point, the engine was dropped and the fuel servo took the force. The unit was repaired and tested to specifications, and the idle takes normal adjustments now. 4. The engine came with a MagnaFlite starter when I bought it from the overhaul station. It would take a lot of juice to start cranking the engine, burning the ANL fuse a couple of times We thought it didnt like the long cable with the battery in the nose compartment. However, I read that even RV guys with starter cables 30 inches long frequently have a similar problem. We tested all components in the circuit and found nothing wrong, so I decided to replace it with a Skytec, but came to find out it was too late for the solenoid. (Beagle has heard a lot of trouble with Skytec yes they are cheaper but B&C makes a great starter.)I got stranded in Reno Stead on a Sunday on my third start because the contacts had already been damaged. Thanks to my friend and fellow Velocitian Craig Woolston (N541SW) he offered to pick a replacement at a friends home in Rosamond and fly to Reno to get it fixed (talk about help by a friend and fellow pilot). By the time he landed, my son and I had everything ready to change the part. He confirmed the problem with a tester and replacing the part and cowls took less than 30 minutes. We flew back home together uneventfully. The engine starts like a match ever since; and ]

5.

Background noise radio problems that turned out to be too much gain on the headset microphones and minor adjustment on the SL30.

Dr. Tuky has been flying for the last 25 hours or so without problems that need fixing. My list has mostly minor stuff that I want to change or improve. So, I have decided it is time to start making it look a little nicer and have grounded it for upholstery work. 1. I designed my seats with two grades of foam, including lumbar support, and a final layer of memory foam on top. I sent them to be covered by a professional shop. I have been using them with my family for about 45 hours and they are extremely comfortable. We have had flights of up to 2:45 and we all love them. 2. I made the rear cabin panels with pressed board supported by aluminum angles and a piece of wood on top of the sump tank. I can place three 21 inch rollers standing on the shelf and still have additional space on the floor behind the rear seats for my emergency back packs. Velocities also have baggage space in the strakes, on both sides of the cabin. 3. Instead of finishing the cabins surface before upholstering directly into it, I decided to make all side panels out of ABS sheets, cover them, and attach them in place with Velcro or screws. I plan to only upholster the overhead console and window frames directly. So far, this method is looking and working very well. Ill let you know for sure when all done.

Tim Uszuko of Albuquerque:

Had an ifgps.....it was great but then I saw the iPad....soon realized I could takeout of the airplane and use for every other task.....have always like multi use electronics. Apple has made it possible to have a semi glass panel without having to take out a second mortgage on your house. I try to give good remarks for my standby AI...pocket horizon....

(The attitude instrument was not down.) If you know someone that wants a backup ....for a nominal price this is the only one that works for iPad/iPod.....apple gyro has allot of drift but the designer came up with this design and it works great.....go to u tube....type attitude indicator and you will see my short videos...5 of them Bill Norton, California City on last legs before plane flies: Sent the steel parts off to one company in Tulsa and the case off to another. They called yesterday to say they were getting to work. Already told me the lifters were shot. The jugs are ready to go when I get the rest back. So, flying the Chipmunk to practice flight test techniques and optimize the test cads while I tinker with a fuel leak, getting the warning tone into the headset, plus more filling and sanding.

Gary Hertzler, usually in Arizona: I will be working with Bill Allen on his stable of 3 EZs [In England]. Plan on staying for 2 months. Quite an adventure. Glenn Moore, Elkhart Lake, WI: Things are starting to happen here on my EZ. Its been a long time screwing around. Actually, my bird has been doing a lot of sitting. But now, . .Ive been getting some progress. Ive decided to skip the O-235 that I pulled from the aircraft and concentrate on checking out the rebuilt O-320 E2A that I bought from Paul Poberenzy at Sport Aviation. I couldnt find anyone to help me rebuild the engine so I finally went to my FBO and asked the mechanic if hed be willing to look over my shoulder as I tore it down. He said I just needed to pull the jugs and hed look at the cam and other innards. So I did that and the engine is beautiful and he said the cam was in super good shape. Two of the four cermichrome cylinders had some scoring on them. One bad, and the other not so much. I sent them down to a place in Indiana that specializes in cylinder repair. Theyre going to hone them and then return them. I was discussing the stock 150 hp pistons that I had and asked them if I could just change pistons to the 160 hp variety and they indicated that I could. So I think I will. Lycoming frowns on this as they say the crank journals are not strong enough for this conversion. Well see. So . .I already have the larger prop from Gary Hertzler for the O-320. Come to think of it though. . I told him I had a 150 hp engine. I hope itll work with 160 hp. I also have the prop extension and bolts from Saber Engineering. I just ordered the Airflow fuel injection system from S. Carolina so that will be coming soon. Had to order the fuel pump separately as they dont include it anymore. $450.00 more. Then I ordered Hal Hunts 4 exhaust pipes. He told me the price went up

and I owe more. My question I have for you is : [I was told I need to replace the 1 extrusions with 1.5 ext. for the extra weight. Is this necessary? How hard is this job ? I didnt build this thing, but it looks like major surgery! He said something about them being 20 long. I think the ones I have now are about 9 long. Beagles advice based on 20 year old memories: Burt never designed for an O-320 on the Long EZ although his brothers first Long EZ engine was an O-320. Ronneberg who led our O-320 conversion for virtually all of Squadron II guys at Santa Monica, except me, recommended we add the same length extrusions, but 1.5 instead of 1 on the side. (I cant imagine 20 long extrusions the passenger space is already way too narrow, perhaps the suggestion was for adding reinforcement sections in the engine compartment that effectively double the extrusion.) However, if the 1 versions were already installed, he recommended we replace the top two alone with 1.5 extrusions, as a minimum. He would add filets to the engine mount for anyone who asked to make the Brock Engine Mount stronger for heavier engines. I started with an O-235 and when the time came, I left my engine mount untouched on the 1 extrusions and even with the very hard landing that collapsed all three gear, the extrusions and Brock mount looked good and strong when I cut up the plane. I did plenty of aerobatics and suffered my share of hard landings. The Brock engine mounts sometimes cracked no matter what extrusions involved, and many did not. Whatever engine, whatever engine mount, whatever extrusions, be sure and inspect those parts after every hard landing and whenever you have an engine vibration if you paint the engine mount white, you might be able to see cracks in it easier. Inspect the mount, particularly, quite regularly. To take out the upper extrusions, you need to dig into the outer skin of the turtle deck to get to the two bolts that run through longerons and extrusions. Take them and those that go down through the spar out, you can rap the extrusion with a hammer and pull the old extrusions right out. Dig out some material on top of the spar (careful with the spar) and above the 1 mount to fit in the 1.5 extrusions. Replace the layups on top of the spar and up the extrusions do you have the plans? Watch that you drill the holes for the mount itself so that the bolts are a tight fit, there are oversized bolts if you screw up the holes. Again, I defied good advice and left my engine mount originalbut Daves advice made good sense. Also, . ..he told me I need to send him my brock engine mount so he can modify it with extra tubes to take the extra weight. Is THIS necessary? It is advised. I havent even started thinking about the baffling. I have a new starter from Skytech. Id send it back and get a B&C starter, were it me. I also need to figure out where to mount my oil cooler & lines. You run the lines to the cooler the Squadron II solution seemed to be to put the oil cooler ahead of the rear baffle facing the incoming air from the NACA or scoop. Run the lines to the accessory case of course. Then. . . .after reading your article that you sent me. . . . I realized, . . .there is some legal FAA paperwork to do too! I was just planning to run with the existing certificates and hope not to show up on the radar. Not wise? Not if you want to be insured. See the advice above about the new and pre-2000 Airworthiness letter get the new letter so your work will be legal without signoff and then do a 4 hours test program (hoping the FAA doesnt insist on more hours for this major change of engine and prop.)

Changes in E-mail:
Al Brug, St. Anthony, ID: aibrug@myidahomail.com Robert Asis, Huntington Beach, CA: lezdreamer@yahoo.com

Changes in address:

KYZAR, RYAN Audioflyer 100 Satilla Ln., Warner Robins, GA 31088 662-435-9593(cell) ryankyzar@GMail.com USAF Cozy IV:Ch 10

Next group of 10:

99 ROE, MICHAEL Renegade & GEENEE, Aero Speed Composites, 3269 Maricopa Ave., Suite 114-247, Lake Havasu City, AZ 86406 303-271-9532 MRoe1@aol.com Cozy IV:Ch6 (N726CZ) 09 BIRD, CORY R. 16134 H. St., Mojave, CA 93501-1502 Has Homebuilt:N241T 12 CARRIGER, DUANE 11057 Allisonville Rd. #438, Fishers, IN 46038 317-379-7207(Cell) dcarriger@srcindy.com Bought Berkut Kit 10 LINDSAY, TERRY 13803 Burbank Blvd., Van Nuys, VA 91401 805-404-2120(cell) 818-997-8449 terrypirate@earthlink.net bought Long EZ: N600TD Whiteman Airport, CA 13 LANDGREBE, THOMAS 514 Dittman St., Mishawaka, IN 46544 574-855-0118 TLandgrebe@Gmail.com Varieze:Ch4 Southbend Airport 13 ADRIEN, Dr. PAUL H. & BARBARA 2706 Grand Island Shores Rd., Eustis, FL 32726 352-250-0055(cell) 352-483-4642(H) EZAlpha@aol.com Long EZ:N46AA 1858 hrs O-235 Leesburg, FL (KLEE) 13 GRIMM, STEPHEN Colorado stephen@grimmcommercial.com partnering with Art Olson on: Long EZ:N26TR 1250 hrs, O-320, Platte Valley Airport (18V) 09 MOORE, GLENN N.8163 Snake Rd., Elkhart Lake, WI 53020 920-946-4756 or 4656 ezskyboy@frontier.com Long EZ:N600EZ 70 hrs Installing O-320 99 MOYA, ADELINO LINO & BACA, JEANNINE 5619 Mariola Pl.NE, Albuquerque, NM 87111-8332 linoflyboy@q.com Velocity:N77VX Subaru Double Eagle Airport 03 KEY, JERRY 75 Spring St., Savanna, TN 38372 731-926-4972 killrkey@aol.com Vietnam F100s bought:Long EZ:N88LE 850 hrs. O-235 Savannah Airport(KSNH)

Oh and Trivia:
Not so trivial: I recommend these stick on bifocals to attach them to the lower part of your sunglasses. They are removable and can be used on other sunglasses. $30.00 well worth it. A lot cheaper than the prescription glasses. http://www.stickonbifocals.com Afif Saybe

Why not start the Air Venture Cup at the hold short line, charge a fortune, allow for ultralights too, and time it to the other end of the runway? EAA announced:
New Starting Line, More Classes for EAA AirVenture Cup

EAA AirVenture Cup Race officials announced a new starting point - Mount Vernon (Illinois) Airport (MVN) for the 2013 AirVenture Cup Race, scheduled for Sunday, July 28. Also announced this week was the addition of several new aircraft classes to allow even more aviators to participate in this fun competition prior to EAA AirVenture Oshkosh 2013.

Tennessee canard guy, Jerry Key forwarded these photos by Marcelo Pennell, 2730 McLemore
Rd., Franklin, TN 37064 Give a look with his permission:

https://www.dropbox.com/sh/lxfimw35ujojme6/DDajHu5NPV