mquinn6

That (what Kent suggested) is EXACTLY what the FAA recommended me to do - go back to the last person that actually FILED the transfer - and request transfer from them directly to me. As far as anyone that had exchanged moneys between then and now they said they have no interest in... (of course that was for an aircraft that I choose not to transfer after all - and just part it out...)

when I spoke with the FAA - they said there is no legal recourse someone could take "against" a previous owner from the chain of custody. The only issue you would have is falsifying govt documents is a felony... so probably do not want to get caught! https://pilot-protection-services.aopa.org/news/2015/july/27/how-to-lose-everything-you-have-worked-for

I have had better luck resolving chain of custody than resolving AW!!!! M.

very cool design on the replicator. I found this one - seems to be a bit easier (less moving parts?). but pretty much same principle... Looking forward to seeing the good results of your prop build! M.

congrats on getting back in the air - drive it hard to get best ring seat chance. they say they "seat" when the temps drop 10-20 degrees. Sometimes that happens in 15 min - sometimes in 15 hours... On the cooling - with bottom up cooling - would it not make sense to shroud MORE of the top to keep the air that is coming up from the bottom "attached" to the fins? It looks like once the warm air get past the baffles - the "easy" route is out the back (leaving that top center section to get pretty toasty...)

Very interested as to how they work out for you - that pesky return line drip is quite common with the regular clamps! What hoses are you going with - the Lycoming - or the Mil 6000-6 which is supposed to be "better" somehow. (I know it is about 1/3 the cost!)

My understanding of a "new" engine never getting good (low) oil consumption is poor ring seating during break in. There is a guy named Mike Bush that talks of this in great lengths here: I think these are the slides that go with it: https://resources.savvyaviation.com/wp-content/uploads/slides_airventure2021/2021-07-28 0830 F7 Cylinder Break-In Do it Right.pdf I have noticed several new engine owners try and break in an engine on the ground (or at least do test runs) - which is what Mike says is what can cause the rings never to seat. Use of proper break in oil (I use mineral - but he mentions other kinds that work (as they do not have the special lube that prevents proper ring wear break in).). Might be old news for many (most?) - but I find some people do not know this - so I share.... M.

nice CAD (Cardboard Aided Design) work! M.

If this was never registered with N number - does it have a "title"? I had that challenge as one of mine was sold to me by a person NOT listed in FAA registry as the owner (finally got THAT straightened out after much ado ). My concern would be log books and ability to get AW in the condition it is in... It is a BIT of a challenge to get AW without good build logs and EVIDENCE that the parts were not manufactured by a company (to comply with the 51% rule...)

It will happen to all of us - we never know when. What we leave behind (nice airplanes - or teachings and seeds of curiosity) will be what will be around (and improved?)...

I know I have seen 14mm spark plugs with longer threads (and one could use a longer adapter...) - would think the shrouded electrode, abet safe to prevent from knocking into the piston head somehow, is not the optimum in flame front production!... https://www.jbugs.com/product/W8CC.html?msclkid=b863784265b218220ad31b4777c62e8e

Not about mold less construction - but still looks like a good bit of tech discussion (including materials, molds, and techniques). I am engine poor at the moment - or I would think about taking the online course: https://darkaero.podia.com/aerospace-composites

I see your point about the spring clamps - however pulling them from the parts yard does not ensure you have the correct size - and you _could_ land up in the same boat of having too big of a clamp (making a loose connection) - or too tight of a clamp (and cutting into and compromising the rubber). As I said - concept is sound, how to properly size is my concern - different diameters and wall thicknesses of the rubber all play a part in this - will research this a bit more and see what I can find. (first pass https://hpsperformanceproducts.com/blogs/how-to-diy/tech-tip-how-to-measure-a-hose-clamp)

I understand the theory of spring tension heat cycle maintaining - but I have never had much luck with those clamps (must be correctly matched to the OD of the tube - and correct squish (which is different for different thickness of hose)... ). I know we are talking about near zero pressure... I have seen hose clamps with built in springs to do this - but I found them to be kinda gimmicky.... check this out

https://www.aerotechnews.com/blog/2022/08/05/rutan-field-is-now-listed-on-aeronautical-charts/

Might have talked with you, I never miss a chance to poke my head in EZ planes and chat with the pilots. It was nice to see 3-4 Vari this year. HOPE to get mine up next year! (hope + lots of work will get me there!!!). Only way we can get "E" back in EAA is to raise our voice and be heard. I think the best web site (aside from this one of course 😉 ) is the https://www.homebuiltairplanes.com/forums/ . There are a lot of type specific (like vans) that are very active - but have a very vertical focus. I miss Paul P!!!!!! M.

It greatly saddens me the focus AWAY from the "E" in Experimental with the NEED to make money... I often challenge chapters to review the 5 top significant things they have done in the last year and explain how ANY of that has anything to do with "Experimental Aircraft".... Corporate growth and greed seem to be the underlying focus as far as I can tell. They had a HUGE number of employees did leave EAA this year (not due to old age - but from frustration of direction) and a new generation (younger) have filled the spots. There were a LOT of subtle changes at OSH including the overall layout and costing for vendors (much cheaper to bring your own free standing than have a hanger booth). Shell was on the field (had to get my cow poster, even though I use Philips and cam guard in all my planes now). I think they may have the prerequisite that you fly an electric plane in for next year or you will not be allowed in.... The Vari-Vigan was there - Jet Guys have locked the gear for safety - but glad to see it going. There is supposed to be a guy in Charlotte, NC that is making one fly (have you heard of this Kent?). They say it was painful to fly formation the whole trip with the long-ez as the speeds were QUITE different... Had record number of airplanes and people this year - I know vintage was 110% full on Sunday by noon o'clock. Saturday night fireworks were great - the flying the airplane thru the fireworks (or near) made me a little uneasy - but if they could do it in the wonderwoman movie with a jet... guess it was deemed safe... I am playing with both the Phazer and Apex engine options (maybe the Apex on a Vari?!? (will probably finish it with the o-200 and learn how to fly it first then convert)) Teal (guy who does the full gear box) seems to be very careful and focused on making what he does as solid and reliable (more engineering talk than marketing). Biggest drawback is the clutch system (limits the kind of oil - as well as a strange taxi conditions (free spinning prop below 2300 rpm). Cruse at 6200 rpm I think he said is the sweet spot for THIS Yamaha engine. Has been flying the heck out of his RV6 and Steve Henry with that Highlander STOL (he cannot be beat! Cannot think of a more abusive load on a gear box shy of aerobatics!) Sourcing the engine is a bit problematic - found a guy that will put you on the list if anyone is interested. I got "trapped" by weather on the return trip - had to spend the night in KTEL. A VERY accommodating airport - he found hanger space for the 6 airplanes and had courtesy car and bedding and even frozen meals at the FBO. Could not have picked a better stopping place for certain!!!

People are more interested in being cinematographers than being decent humans and helping a fellow human. See it WAY too often. It is a sad world we live in.... PUT DOWN THE CAMERA AND HELP FIRST!!!!

https://www.wordgenius.com/words/canard - I was not familiar with the first definition... I am now --> <-- this much smarter...

re: Damaged Long-EZ https://youtu.be/3qoMmfgRLuY

When I see this sort of change from the plan - (and in this case proven not to be a good solution) - I wonder how much of the rest of the plane had deviations like this.

Interesting trim design. Wonder if anyone makes nylock wingnuts.... (is that a spring under the wingnut to apply pressure on the washer?) I am having fun sealing tanks now... Hope to get it on the second shot! So I guess "Tin can November one two three four frank taxi 4 runway oh too, will be taking it after a brief runnup" REALLY gets your eye twitching!

On all of my certified airplanes the oil cooler is behind #4 cylinder on the engine. My concern is a 45 degree elbow off the oil cooler vibrating (even with a flex hose). I would guess an adel clamp would support - either on the airframe of the hose prior to the fitting - even on the engine mount. (which there might be - but we cannot see it in the photo). I have a friend with a Tecnam that has the oil cooler on the cowl just behind the port front opening - he has had to replace the oil cooler 2 times from the vibration issues

I like the idea - not keen on flex on those hoses between the engine and that cooler.

Like modeled after Steve Carell's or Owen Wilson nose... for instance....