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Quinton Oliviero

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About Quinton Oliviero

  • Rank
    New Member
  • Birthday December 9

Personal Information

  • Real Name (Public)
    Quinton Oliviero
  • Location (Public)
    Cornwall, ON
  • Occupation
    Military Air Traffic Controller

Flying Information

  • Flying Status
    Flying Zenair CH250
  • Registration Number
    C-GDJV
  • Airport Base
    CYCC

Project/Build Information

  • Plane
    Cozy Mark IV

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  1. Quinton Oliviero

    Engine Selection

    I gather Aeromomentum uses Suzuki engines? They look pretty good! That being said their unbelievably cheap gearbox gives me pause. A Powersport PSRU is like $9k, which fits pretty well with what guys like Marcotte and Crook were charging back when they still made theirs. I found a company that is making their own gearbox for aviation (specifically to transmit 250HP for Mazda rotaries) that is charging $5500. The fact that the Aeromomentum gearbox is only $1600 is a serious red flag for me. Plus to get the 260HP out of a 2L engine it looks like they needed a turbo and 10.5:1 cylinders. I wonder if a turbo could be put on the AM15 147HP version to get it to ~180? These guys are definitely worth watching. Hopefully not another Viking. The Lycoming O-320 and O-360 are bulletproof by just about any definition(minus the infamous O-320-H2AD). Flight schools all over Canada and the US have racked up millions of hours on these things over the years, and it's the odd one that doesn't make it to TBO. I've seen some pretty gnarly failures - a friend of mine had to land on Virginia Beach after part of his O-320 decided to depart the aircraft by way of blasting itself right through the crankcase - but those stories are exceptional in part because they are so rare. It's just a shame that being the big name in the market means they still command such high prices for carbureted, magneto driven, early 20th century technology when others are offering FADEC for much less. I've kept my ear to the ground on the alternatives, I even really considered Diesel for a while there, but the offerings are still too slim and those that are out there are far too expensive. Deltahawk, if they ever become a thing, is apparently asking $65k. Not 100% sure WAM is still producing? And Continental still doesn't seem that friendly to single purchases, more looking to power a new fleet of certified aircraft. I'd considered a Subaru EE20, but they got infamous for crankshaft failures that Subaru disavowed. The availability and relatively low cost of Jet-A keeps the dream alive though. I'd really love to see someone succeed in this area, I just feel like it's going to have to be someone much richer's passion project.
  2. Quinton Oliviero

    Engine Selection

    It's a bit premature yet, but I've really been turning over engine selection options in my mind recently. Jon Matcho posted a link to Kitplanes magazine's 2017 Engine Buyer's Guide which really got me going, and right now I'm seriously considering 3 options for my Cozy IV: Option 1: Lycoming IO-360 Pros: It's a proven bulletproof design. The default option. - Better yet, the guy who sold me his project has got one available - I already have the appropriate engine mount. - Decades of unchanged design means that parts and support are ubiquitous Cons: Included in the (not insubstantial) price is the engine. That's it. No starter, alternator, mags, wiring harnesses, oil cooler, baffling, exhaust. Realistic all-in price is north of 25k USD. - Because of its nature(direct drive, large torque pulses), inexpensive propellers marketed to the homebuilt market are unsuitable (IVO, warp drive, etc.) Option 2: Jabiru 5100 For those of you who recognize the engine, there's only one guy as far as I can tell who ever flew with it on a Cozy (Larry Hill) and this is his engine. Pros: Cost. Larry is selling the engine and associated accessories(in his words "starter, generator, mags, carbs, and mufflers") for < 6k USD. The mount would be extra. - Light. All-in weight < 260 lbs - Still direct drive, but 8 smaller cylinders makes it "smooth and quiet" relative to the Lycoming. - Parts aren't as ubiquitous as the Lycoming, but are available relatively cheaply. Cons: - Cooling. Some of the cylinders are hard to keep cool, and Larry eventually gave up on the design after a 45 minute taxi at Oshkosh caused one of the cylinders to overheat, stuck a piston ring, and blew a bunch of oil out the breather tube. (FWIW it will be a cold day in hell before I go to Oshkosh) - Despite smaller torque pulses the IVO prop still proved itself to be unsuitable for Larry. I wouldn't take my chances on a warp drive either. - Rarity. Larry had the only Cozy flying a Jabiru and not many mechanics will be familiar with the design. Option 3: Automotive Conversion (Mazda 13B-MSP with Powersport PSRU) According to Kitplanes' guide, Atkins Rotary will still build a complete kit with Renesis engine, Powersport PSRU, ECU, EFI, EI, alternator, and starter for 16k USD. I'm focusing on this design in particular because the available Subaru and Honda conversions are more expensive than Lycomings and use unproven PSRU designs. There are some proven one-offs (Ross Farnham's Subaru RV-6) but I'm not an engineer and I don't have their expertise. Pros: Cheaper than the Lycoming. Cheaper even than a brand new Jabiru factory-direct, though not as cheap as the one mentioned above. - Very smooth engine (though not very quiet, really) - Engine loves a turbo. Even modest boost pressure results in significant HP gains. - Engine design simplicity and permissive failure mode. Engine can't be seized, loss of apex seals results in reduced power, but not complete failure. - Price includes modern features other engines lack (EI, EFI, ECU) - Use of a PSRU puts many more inexpensive propeller options on the table. (IVO, warp, Meglinsky) Cons: System complexity. Need for a PSRU creates additional potential for failure. - Liquid cooling system issues cause problems for auto conversions. - All-in weight is actually slightly heavier than a comparable Lycoming installation. - Rarity. Rotary engines aren't even common among Mazdas. Your local Mazda dealer might know a rotary mechanic, let alone actually have one. If they do he probably has a neck beard, a computer that runs on Linux, and a Laserdisc player (because betamax was too mainstream). Even Mazda doesn't make rotary engines anymore. Aviation related rotary enthusiasts with actual experience seem to have all moved on, or are so rare that they're rumoured to exist somewhere, but nobody seems to know any. Even google searches pretty much only lead to defunct websites and my 5 year old post in the Vans forums. What do you guys think? Am I missing something obvious? What issues did you have with your own engine selection and eventual installation?
  3. Quinton Oliviero

    Cross-Border construction

    The story I got in bits and pieces is that the kit changed hands back and forth between Tim and another friend of theirs (Andreas I think?) and I got the impression that Tim had taken the project back because he liked it and wanted to see it finished, but he had too many irons in the fire and never got around to it. Tim also mentioned that he needed the money in order to continue work on his Stearman, which is where his focus was right now. He also wants to sell a yellow tagged IO-360 that he had picked up for the cozy build but I'm going to have to wait for my bank account to grow back a little before I can think about engines.
  4. Quinton Oliviero

    Cross-Border construction

    Alea iacta est. The kit is bought and paid for. On Saturday I drove down to the Buffalo area to meet Dave Hanson, and the seller Tim Mulvey, and see the kit myself. The level of craftsmanship, especially as concerns the wings and canard, is obvious. I don't think I could have 3D printed nicer looking pieces. I wish I had taken some pictures, honestly, since the pictures Dave put on the listing really don't do the project justice. He's still intent on cutting the nose off though, citing his dislike for the "flat" standard Cozy nose, and replacing it with something a little more conical and streamlined like on his other projects. The guys had most of the pieces loaded up onto Dave's trailer when I got there. Tim took us to lunch in town, and afterward we gawked at his Stearman project and a neighbour's C-170B for a while before Dave and I got the Cozy parts strapped down for their trip back to Ohio with him. Now it's time to get the ball rolling on this regulatory paperwork, source the rest of the things I will need (interior, panel, lights, paint, engine), and hopefully get my Zenair sold to free up some money!
  5. Quinton Oliviero

    Cross-Border construction

    Great minds. MD-RA is a little thorny about requesting specific inspectors. Their stated policy in fact is that if you do specifically name an inspector they will ensure that is not the one you get. I understand the logic: It's a small community and you want to avoid the appearance (or actual commission) of pencil-whipping an inspection for friends or family. That being said, I have been corresponding with someone at MD-RA and I have sent the pictures that I have. Hopefully I get more detail from there.
  6. Quinton Oliviero

    Cross-Border construction

    Firstly, Photos! Second, I got a reply from the MD-RA this morning and it was a bit good-news/bad-news. Good news: The 51% requirement is a non-issue. The 51% doesn't have to be built by me or a Canadian registered builder. Bad news: Any structural component (he specifically mentioned wings, canard, control surfaces, and fuselage) need to be inspected by MD-RA before being covered, and unlike the RV builder Andrew quoted above you can't "unrivet" composite construction. I think the fuselage is probably ok, but the wings and control surfaces look to be done. If that's the case I won't be allowed to use them as they would never issue me the Special C of A without proof of inspection. My Hail Mary pass is that the wings and canard were supposedly built by Dennis Oelmann and I'm hoping that given his being a known quantity the MD-RA might consider them as being part of a Quick Build kit? It's a long shot; the only kit builder MD-RA officially recognizes is AeroCad/AeroCanard...
  7. Quinton Oliviero

    Cross-Border construction

    Yeah, I might be overthinking it. The fuel strakes have yet to be built and I think the argument could easily be made that 51% remains. If that's the case there's no problem. The grey-area really only arises if the kit is more than 51% built, but not yet airworthy. My impression from my limited dealings with MD-RA are that there is always a path to airworthiness, it's just a question of how many inspections and how much paperwork there is. The project is the one Kent linked on Saturday from Barnstormers. Dave Hanson is asking 12k for it, and offering to continue the build to closing inspection level for another 10k(which is allowed under Canadian 51% rules as long as it's done under my direction). I'd still need to find an engine (or come up with the cash to buy his O-360), some instrumentation, the interior, and the paint. I've got a few more pictures he sent me on my phone, and I'll upload them when I get the chance.
  8. Quinton Oliviero

    Cross-Border construction

    Does anyone have any experience moving a project from the US to Canada? Right now I'm seriously considering buying a Cozy IV project in Buffalo, NY and bringing it up to Canada to finish and register it, but I'm concerned about being trapped in a regulatory limbo. My fear is that since the project wasn't started in Canada obviously no Letter of Intent to Build was filed with MD-RA. If I were to file one I wouldn't be able to prove the Major Portion Requirement (51% rule) even with the build logs because the original builder couldn't legally transfer the project to me. I've got a request for information in to the MD-RA, but I'd love to hear from anyone who has attempted something like this before. I mean it stands to reason that someone must have done something like this before. Right?
  9. Quinton Oliviero

    Introduction

    Hi guys, Long time lurker (dreamer?), first time poster. I'm looking at picking up a partially completed Cozy IV project and completing it, so I figured it's about time to come out of the shadows. If anyone has any experience with buying a project from the US and importing it into Canada before completing it I'd love to hear from you. Honestly, I'm open to any wisdom at all concerning canard aircraft, as I've yet to fly one myself. Just gotten my jealous eyeprints all over the one that used to live at my local airport!
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