mquinn6

@Kent "Proof" was same as @EmptyBox posted above about "Flight Aware" and showing between different cities with flight characteristics of a VariEze. To me - this could have been spoofed by someone putting the transponder in another similar speed plane and making the trip(s). But when I presented _this_ proof to FAA - they said "Just because it has flown - does not constitute that FAA has ever issued a CA" and they went on to say they know MANY planes (espectially away from major cities pef FAA statements). (of course the flight I showed them was from 2 major cities....). Bottom line - if FAA does NOT have CA in their records - the plane does not have a CA! (I have heard of one person buying a plane and seeing "the" AC - but was a doctored document that he found out AFTER the sale!). So ladies and germs, part of pre-buy should be a complete review of what records FAA has on file - you can get an uncertified version of them pretty cheap. It matters not (in FAA eyes) what log books say or what "paperwork" has in the airplane - if they do not have it - plane does not have it.

I can attest to the FAA does not care if the plane shows a flight... That in their mind is just a plane that flew illegally (without an AC). I have a plane that has been flying and bought and sold 7 times. I have flight aware "registration" of to/from many times... FAA said this does NOT indicate AC was ever on the aircraft. I even attempted to use logic (yeah, wasting my time in bureaucracy) asking if they REALLY thought at least 5 pilots flew this plane WITHOUT AC?!? Their stance is firm: If we do not have it in OUR records - IT DOES NOT EXIST. So I have to go thru the AC application and efforts before I fly this plane.

Velocity https://www.facebook.com/groups/Aircraft.for.sale/permalink/4486265224786390/?sale_post_id=4486265224786390

LOL! That is EXACTLY what I was thinking - I was going to offer him a station wagon. M.

OMG!!! I can hear Klaus' voice explaining what you just said Kent!!!! LOL!!!! (I missed the "." before the "1" above the first time I read it too - which made it absolutely hilarious in my head!!!). Klaus knows a think or two about getting these things to perform for sure!

that is strange - my understanding the MAP is a diaphragm so that cavity between the bung on the engine where you pick up pressure - to whatever gauge it is should be an air pocket... 2 thoughts... 1 - a VERY small leak 2- plumbed so that gravity is not your friend. (combined). IF the residue of where the bung is on the engine allows fluid (from the walls) to somehow cover the pickup point.. Maybe even (rather than a leak) just heat and cooling (expand contract) could pull this into the line... (then gravity does the rest...). Does the line descend just as it leaves the engine MAP point? I would think a small line is better than a big - just to provide more immediate reaction? (and not take up space in the airplane (and weight))

Well Professor Google has something different to say... https://www.emcstandards.co.uk/cable-shield-grounded-at-one-end-only I will research more - but one of the reasons I recalled is if your primary grounding strap to whatever becomes compromised - having it grounded at both ends makes THAT the grounding strap... I need to read more... somewhere in all the opinions is the facts (and maybe reasons to do it either way...)

I believe there is something about not grounding both sides of a shielded cable... (something I recalled from Bob Knuckles talk or book...)

100% agree - would like to add one VERY significant factor (knowing you personally) - STRESS plays a HUGE roll in our heath. Our feelings influence our eating habits, our sleeping habits, and our life as a whole.... I have not seen a Dr. in over 10 years (other than my 3rd class) and my optometrist (as I cannot get contacts without a recent exam (eyes have not changed in 20 years - same prescription). I have dedicated 2 hours every day (probably longer than I NEED to, but it feels sooooo good) to meditate (not contemplate - actually just take a good look at myself and what is going on in noggin as if I was looking at myself in a mirror.) I am amazed at how I react thru the day so differently than before. I am recognizing right now that the job I am doing is impacting my health (too many hours, not enough good feeling that I am getting stuff done, and not getting ANY build time!!!)

Agree - but also realize a slow moving air molecule will absorb more heat than one that is going mach 5... (as long as it is able to get outta there when it is warmed up!). I soon will be playing the black magic efforts of routing for optimum cooling. Formula I will be using in my "potion" (as it is Halloween today): Focus the air where it needs it most =cylinders and oil cooler, get the air slowed down as soon as it enters the engine bay... use a basic formula of 1 to 3 (inlet to outlet size) - or evaluate viability of exhaust scavenge suction technique... We will see how the brew works out!

That is the spirit James. But I agree, a bit fuzzy (blinked twice thinking it way my eyes! LOL!) If someone has a full set of plans that I can borrow, I can take it to a friend of mine with a good camera and setup... I, of course would volunteer a healthy deposit (to be returned) for use of such plans to help ensure they get back to the kind sole... M.

I contributed my Q200 plans and full sheet to quickbuilders to improve their library. Was wondering if someone could scan their plan here. I certainly would want a set to reference on my vari-recovery project! I think Burt's biggest concern is that connection point for the wings. I determined mine are alodined (slight gold hint and does not conduct electricity (show continuity) on the surface). To make an "vari-open-eze" viable the things that were not in the design (s-glass landing gear for instance) would have to be worked out!

Yes! Gary's Vari is impressive! VERY smooth and no wonder it makes impressive numbers! His custom oil sump and Ellison intake contribute to that very elegant "tail" angle! We can all learn from the success (and failures) of others!!!!

kanards are kool!

@Ratdog - wings do come on and off easy - and just need a quick disconnect on wiring and single disconnect on rudder and aeleron... HOWEVER - without a GOOD wing support jig there is a good chance of damage of the connection point... Riggers would work - but I would not consider this a trailerable regular activity.

Ok... looking at my current baffles and reading thru as much as I can - but nobody is really mentioning dumping our cool fresh air OVER HOT exhaust before going up to cool the cylinders. I have had some challenges with exhaust tape on some cars (rotting out the exhaust (even coated)) as well as degrading and putting fibres where I do not want....... What do others think?

washing with purple power will turn aluminum to corrode in short order. Could have been a PO that washed it and did not get it all removed and sat their for weeks or longer! Even Simple green warns about using around aluminium - they have a special "aircraft" concoction that is "safe". M.

I use the autoleveling laser. can set it above (or below to have less eye contact) and measure up with a story pole. can set it right up on the firewall or nose as it does a 360 projection (for those with tight hangers).

As I read thru this - I just saw a little old lady that could not see over the panel and just a tuft of blue grey hair visible from the side windows... (I am certain we have all driven our cars behind this view...). Glad she is ok. IF she was flying by the numbers (airspeed and decent rate (yes vsi has a lag time)) she should not have landed up like this. This is (should) be all configured well before final and the "view" is the only thing that she should have worried about. I suspect low airpeed causing geater decent rate - and exacerbated by pulling back on the yoke to "keep the view"... Just an armchair quarterback - but I think about this every flight I take (and I am not NEARLY as old and grey (yet)....

does look crude, but it has AW! LOL! Has at least one flight on record https://flightaware.com/live/flight/N345R and still "in good standings" with FAA https://registry.faa.gov/aircraftinquiry/Search/NNumberResult but without build log books - one can only asses the build from the final layer. As Kent says "little crude"...

we put a LOT of faith in Drs and Mechanics... They are human beings - and NOT always looking after their customer as much as they are looking after the thickness of their wallet (or usually worse - the way to pay off the debt that they have dug themselves into). Guess we all agree - do your homework and get second opinions (or third for tie breakers 😉 ) We live in the world of a LOT of data - we have to sift thru it to find the information relevent to our situation! (big fan of Mike Busch too! sometimes he does come across as being a bit overconfident - but I guess that is what experience and being in the lime light causes..) I know I wished I got second opinions (and listened to them) on some of MY bone head decisions!

This study somewhat explains it https://journals.sagepub.com/doi/pdf/10.1260/1756-8293.7.3.301

I had thought of something like this to increase climb cooling - but retract for cruise for "normal" NACA behavior. I theorize that when NACA is hit by air in climb it actually turbulates the air and becomes a block of the opening and decreasing cooling efficiency in climb.... Hey - this is all speculation - but this picture does depict kinda what I was imagining (but having it articulate). M.