Kent Ashton

The FAA Registry https://registry.faa.gov/aircraftinquiry/Search/NNumberInquiry (N3245B) shows a 1982 build and a couple of different owners. The registration has expired but seller McComb appears to have good title. It could be reregistered. Decent price, I would say but I'd like to know why it needed to be "fixed up". I don't think you'd lose any money on it and you might double the value if you get if flying again. I have heard the airplanes with wheels on the canard tips have less directional control on the ground but many are flying and this one has flown. That's a good sign. A plus that it is on a trailer and could be carted home.

Pardon me if you wanted to read about canards but feel you have stumbled into a medical forum but I am driven to discuss this stuff and I hope it will help somebody: 🙂 As I said, I had a heart attack (blockage of the Left Anterior Descending coronary artery (LAD)), got stented, went on statins, had great cholesterol numbers and 13 years later repeated it. What was I doing wrong? I did not know to give up ALL sugar, and carbs--which are converted to sugar. Thus I was regularly spiking my insulin all day. Example: I loved dates and would slice up 5 or 6 to put in my morning steel-cut oatmeal (which by itself is relatively high carb). Some mornings it was whole-grain cereal and a banana. I loved bananas and might eat two a day. We liked breads of all kinds and would eat a sandwich at lunch and a half a loaf or more of French bread at dinner. We liked ethnic foods with rice and often had potatoes of some sort. We were not big sweet-tooths but my wife would make a pineapple-upside down cake a couple times a month--stuff like that. I would eat a bunch of grapes over 3 days. My wife cooked with poly-unsaturated oils, we used Stevia instead of raw sugar. Of course I considered steel cut oats, whole grain breads and cereals, and fruits of all kinds very healthy. "I am eating right", I thought. "Statins are protecting me", I thought. NO! All these carbs and natural sugars were undoubtedly spiking my insulin throughout the day. The insulin flood was damaging the glycocalyx lining of my arteries and the endothelial layer that the glycocalyx protects. My body was repairing the arterial damage but in doing so, building up plaques (like scar tissue) that eventually blocked my artery. Thank goodness one of them did not rupture, totally block an artery, and kill me. For 50% of coronary victims, this is what happens. My arterial-damage sequence continued on the statin because LDL cholesterol is not the cause of coronary disease. Rather, a major cause of arteriosclerosis is high insulin levels resulting from a diet of carbs and sugar, along with some genetic factors that need to be tested for. My GP and coronary docs never tested me for insulin resistance, glucose tolerance, Apo(B) or LP(a). They did not tell me that an HbA1c >5.5, although not diabetic, is still a risk for coronary artery disease (mine was 5.9) .They did not emphasize the damaging effect of insulin or what causes high insulin. They are 15 years behind on the science and highly influenced by drug and food companies. The medical community makes money placing stents, doing bypasses, treating diabetes and selling statins. They don't make money when you are well. As always, follow the money. Take at look at https://www.doctorkiltz.com/glycocalyx/ Also "The Clot Thickens" by Dr. Malcolm Kendrick https://www.amazon.com/s?k=the+clot+thickens+malcolm+kendrick

For reference, the red-leg EZ is N519BM, the Cozy is N93CF

37% of Americans have Metabolic Syndrome (high BP, overweight, insulin resistant, diabetic or pre-diabetic). Big-Medicine didn't explain M.S. to me because cardiologists make more money on stents and bypasses. Now that I mostly understand it (after 2 heart attacks), I've lost 30 lbs and feel better. An old Air Force friend had the signs and a history of heart attack even though he had bicycled across the U.S. He took my advice to study M.S., lost 33 pounds and dropped the BP pills. If you fit the symptoms, take a look at https://ownyourlabs.com/how-it-works/ The site partners with Labcorp but the prices are much discounted. -Lipid panel (cholesterol) $8.75 vs $59 at ondemandLabcorp. HbA1c $7.70 vs $23. hsCRP $23.10 vs $59. A lipid panel will give the all-important Triglyceride/HDL ratio, <1.8 is OK, >4 is bad. - HbA1c is a measure of blood sugar over the past 3 months. The docs use >6.5 as diabetic but coronary damage starts at >5.5. - hsCRP ("highly specific C-Reactive Protein) is a measure of inflammation in the arteries. Coronary plaques start from damage caused by inflammation Pallies, if you don't know your HbA1c or your Trig/HDL ratio, you might be due for a tour of the Stent/Bypass operating theater. It was very interesting to watch the docs thread the stents into me but not something I want to repeat. A Quiz I heard the other day: For half of those with heart disease , what is the first sign they have it. ANS: They die.

Yup, could be Marc. I took it as "Zero Time Since OH" but even that doesn't tell much about it. Background on my H2AD mentioned above https://www.canardzone.com/forums/topic/18661-kents-long-ez-project/ https://www.canardzone.com/forums/topic/18661-kents-long-ez-project/?do=findComment&comment=46674 https://www.canardzone.com/forums/topic/18661-kents-long-ez-project/?do=findComment&comment=47346

Noticed this 76-series engine for sale today. It is a possibility and I put one on my EZ project. It could be used if you anticipate the problems. I had to make my own engine mount. I made cowls too but maybe commercial cowls could be adapted. The fuel pump is mounted near the nose of the crank so instead I used two facet pumps and had to add one-way valves to build fuel pressure, otherwise fuel feed was fine and the engine would run on gravity feed. I normally cruised on one pump and used both for T/0. You must use a pancake oil filter (a NAPA version worked) in order to clear the firewall. They are good engines since the "T-mod" and permit you to remove lifters pretty easily to inspect the cam. $15K for a zero time engine might be worth the hassles.

Today Barnstormers. one pic (below)

Saw this discussion of the MKNG-6 nose gear pivot casting. The pivot made by Brock was OK and has given me good service. No fancy tapered bearings but I installed a grease nipple and give it a tiny squirt occasionally. Also keep it shimmed and tight. For a while, a rather crude cast version was sold which this appears to be, which failed for one chap on landing. (pic). He might have hastened the crack by aggressive scoring for the flox bond but I'd guess the casting is under a fair amount of stress. EZNoselift sells a machined version but it ain't cheap ($450). Cozygirrls list one but I don't know if they stock it. I think if I had the crude cast version, I would change it.

A buddy asked me what I carry in my toolkit. Pic 1 is stuff in a box behind the seat: orange plastic funnel for oil, alternator belt, spare Usher fuel cap and spare pins for the cap lever. The pin broke on me one day and it was a heck of a job rigging a fuel cap to get home. Aluminum bits keep the rudders and elevators from flapping. Also rags and oil. Pic 2: I could probably eliminate a few sockets but I use the rest. The wrench-holder is bent from 1/8" welding rod. I sometimes carry a spare nose tire and tube. Don't forget tie-downs if you go to an airshow. ---------------- My two re-ringed cylinders are breaking-in nicely after 4.5 hours. Still too early to tell about oil consumption. I have generally been running them at 2500 rpm at about 5000' which pencils out to about 83% power (std day, 8.5:1 compr). I am leaning pretty far so it's not a "max power mixture", guessing it's about 75%, maybe less. I should probably run a higher RPM. 5000 feet was based on a Mike Busch recommendation

Today's B-stormers. No pics.

[EDIT: REPORTED SOLD NOV 22] More on the above. Bryan you are selling too cheap. It's at least a $15K project

That EZ is an '84 build back in the days before the internet, online pictures, and websites like this. About all there was at that time was RecAviationHomebuilt on a dial-up modem. It was harder in those days to see good workmanship. With all the nice EZ/Cozy jobs completed since then, it is easy to build a nice one with a little study. I viewed a fellow's EZ project nearby that was begun in the early '80s. His wing had a big hump where he had over-filled the spar caps. It was heavy as heck and would sit on three wheels when empty--not a good sign. Somewhere he had heard that all the metal on the airplane needed to be grounded together and he had wired every piece. There were lots of things like that. I do not think he ever visited another project while he was building or saw a nice flying EZ. He'd never flown in one. But yeah, it is getting more expensive to build. I'm guessing $45-50K even with a used engine. You can save a lot buy buying an old but sound project. See them all the time here. Or buying a sound but ageing older model and putting in some work on it. That's a lot of fun, too.

It is worth memorializing this EZ. N84DY I doubt you will see any worse-off--and yet it apparently flew. Note the truck-like nose gear crank, the shag carpet seat cushion and other quality touches. Bookmarking this one.

Pics of the two above: First one (pics 1-3) is a hot mess. There are much better ways to spend $10K (or even $1K). Second one (pic 4): Something could be done with this one and probably less work than salvaging the first one. It's worth looking at pics of the first one to see how bad they can be. https://www.facebook.com/photo/?fbid=10217956094893169&set=pcb.10159580722892605

Today on FB. Some comments are concerned about UV exposure but it looks to me like any EZ built from EZPoxy or Saf-T-Pozy which has aged indoors. I'd guess is is OK. Takes years to erode a bare composite. Note that the right strake is open

At first glance this engine seemed rather expensive for possibly overhauled(?) cylinders (pics 1,2). The work looks good otherwise. I recall paying $15K for a similar reman with new cylinders in 2000. However, checkout the price from new-engine seller Air Power (pic 3). $69K+, yikes! And Lycoming and Vans do not show prices these days. I have to rethink the price of our airplanes. I don't look forward to selling an $80-$85K Cozy in these times or giving it away for $40K. I imagine most new builders have at least $60K in their projects these days, not counting their free labor. That's the problem in inflationary times--it's harder to judge what something is worth. Even Wentworth, the salvage folks, do not list prices these days. http://www.wentworthaircraft.com/engines.html

This piques my curiosity. I'm guessing the last recorded owner of this aircraft recorded by the FAA was Mr. Draguricevich (pic). The aircraft does not show up in the FAA Registry now but I got this info from Flightaware. Mr. Draguricevich seems to be alive because he has an Aerocommander registered in his name (N4133X) and his address is in the Registry. The FAA will likely not register this airplane to anyone without a Bill of Sale AC 8050-2 ( https://www.faa.gov/forms/index.cfm/go/document.information/documentid/186163 ) signed by the last recorded owner. Why not ask Draguricevich if he will give you a Bill of Sale for this airplane, re-register it in your name and fly it or sell it? Offer him some cash to do that. There would be no liability for him because he is not the builder. I can't see why he wouldn't do that for a little cash but maybe there is more to this than I see. The FAA does not seem to care who owned the airplane after Draguricevich. All they care about is that their paperwork reflects a Bill of Sale from the last registered owner to you. Otherwise, you could list your parts in the Experimental section of www.Barnstormers.com , or offer the parts/aircraft at this FB site which gets a lot of views https://www.facebook.com/groups/25741482604/ Someone will buy the whole airplane, I expect

A page from the Mk IV plans below. The MKNG-6 is wider on the Mk IV and the mount-place in the nose is wider. I suppose your NG30s could be mod'ed for the wider MKNG-6 if you have good access but you might just shave off your MKIV strut to fit your existing NG-6 or just use a Long-ez strut with a couple extra wraps. I cannot recall the upper pivot area or the strut failing in a C-III. The failures I read of are of the EZ fork cracking, the smaller wheel cracking (some versions, can't say which), an NG-3 that failed (my work 😞 ) because it was made from aluminum vs. 4130, and the NG30s delaminating from the floor and bulkhead when persons taxied into a tie-down hole on the ramp or did not have overlaps that wrapped to the outside of the nose . The friction control on the first EZ fork needed frequent tweaking so the Mk-IV was an improvement there.

Ha! Craigslist "Veri Vaggan" in ground-attack livery.

Today: N35PC

What sort of "old electric nose retract"? To find a manual system you might post a plea on the canard aviators iogroup, cozybuilders list and Canard-owners and builders (COBA, subscription req'd). Used manual systems come up from time to time. If you can build one, Cozygirrls sell the large gear. I suppose the worm gear can be acquired somewhere.

I put a Cozy IV strut and wheel on an EZ. It was available, has a better friction control but probably not necessary on the EZ. A Cozy III with two people puts somewhat more stress on the nose gear so I think it would be a good mod and make it somewhat easier to taxi on grass surfaces. I read about fork-breaks once in a while. BTW, I rounded all the sharp corners of my fork hoping to stop the start of a stress crack.

I would never advise forging a government document! I think that's a $25K fine. But if Warnock was willing to sign a B.of.S (to Kaczmarek) for a small renumeration, that could work for Mr. Perez since he has a B.ofS. from Kaczmarek.

You may recall (but you probably won't) a Varieze we saw on ebay back in January https://www.canardzone.com/forums/topic/21972-sales-ive-seen/?do=findComment&comment=81579 N67EZ It looked squirrely. Sold as is, seller represented it had flown but he had no airworthiness certificate. To satisfy my curiosity I ordered the records from the FAA which came after 6 months. Yes, it is squirrely! What the records showed: First registered by builder T. J. Hazelrigg as Ver-eze, or Very-eze or Varieze N67EZ in 1975 and awarded an AWC. Additional AWCs in '75, '78. Ops limits given in '80. FAA bill of sale by Hazelrigg to a couple named Snodgrass in '95. Bill of sale from Snodgrass to Jeffrey Cundiff in Jan 2004. Bill of sale from Cundiff to John K. Collings in Oct 2004. Bill of sale from Collings to Tony Warnock Dec 2014. Acquired by Richard Kaczmarek from Warnock in a trade for some Quickie stuff. Letter from the FAA to Kaczmarek July 2020 & March/2021 saying Kaczmarek must produce bill of sale from Warnock. [RED FLAG]. Aug '21 email from Swaid Rahn to buyer Gary Moser saying airplane sold by Rahn to Moser as is with no paperwork. Moser attempts to register aircraft in Sep '21. Sale to Moser seems to have fallen through because ebay ad for the airplane posted by Rahn in Jan 2022. Bill of sale from Kaczmarek to John Henry Perez Feb/2022 (but Kaczmarek did not have a B.ofS. from Warnock and Rahn was selling the airplane. I'm guessing the Kaczmarek signature was faked). Aug 2022 letter from the FAA telling Perez he must show bill of sale from Warnock to Kaczmarek to register the airplane. Plaintive letter from Perez(?) to the FAA showing pics of the airplane saying it is the same one as owned by Kaczmarek. Nothing further. Current status in the Registry: Registration expired, sale reported. Edit: Now the only way I see to do this legally is to track down Mr. Tony J. Warnock of Mobile, AL who is in the FAA records and still kicking around and ask or pay him a small sum to sign a bill of sale to Kaczmarek. Kaczmarek's bill of sale to Perez is in the FAA record--actual signature or not, so that completes the chain of title to Perez. Interesting, yes?

It turns out I am many years behind on wood prices. Even Home Depot is selling two 6" maple boards for $97 (takes 6 boards to make my prop). There is a dying Ash tree on my property, being killed by the emerald ash borer. I wonder if chain-sawing a 6' length and carting it to a sawmill would be worthwhile? Maybe I could just cut-out a prop-sized chunk. Only one surface needs to be nice and clean, i.e., the surface that mounts against the prop flange. 'Course I would have to dry it for a year or more before I could use it. No, I guess will just bite the bullet and buy some kiln-dried boards. I like the multi-laminate Performance Props and have thought about buying a sheet of aviation-grade birch plywood and gluing-up pieces for a prop blank. A 1/4"-thick sheet of the aviation-grade stuff has 12 plies. The stuff at Home Depot, also birch, has three plies. A 4" prop hub thickness would take 16 pieces of 1/4" plywood. That is quite a lot of layers to apply glue to and clamp up. I suppose a slow epoxy hardener would tolerate the time to wet-out and clamp but a 3-blade prop likely needs a 3-arm clamp. I will stick to 2-blades for now.