Midengineracer

I'll chime in since I just went through this. Minimal damage to the airplane, it was built with a steel plate under the nose bumper. I also left the gear selected down, in case it decided to extend before touchdown. It didn't, but it did start extending after impacting the runway and this led to more damage to be repaired (on the strut). If it happens again, I will leave the gear selected up once I commit to landing. A lot of pain because an inexperienced gentleman at the FSDO insisted on inspecting my aircraft due to the incident (not NTSB 830, internal FAA incident reporting). I presume the tower is who notified the FAA and I've had other people tell me that they would have just filled out the form and never called me. It added MANY months to my repair process. I mostly like the way the emergency extension system is wired in my plane (per Wright instructions) but I am contemplating a completely separate switch that will be mounted on the instrument panel. I just haven't decided if it will actually benefit me, now that I have a completely sealed switch mounted for the emergency extension. I would just put a plug in the cover you have to keep it clean in there and move on.

Stake made but Task, not built by an individual. Pretty sure they're just telling you West was the epoxy used, so you know the material choice. Someone will come in if it's more important than that...

Alright, with a clearer head, I did more digging and I believe I have this solved. All shield and ground wires for both headsets were going to a single ground point that was on the airframe, not the radio. I found the common ground, disconnected it, and all seems right in the wiring now. The issue I was having is an example of why all audio connections should go to a single ground point on the audio system, it prevents ground loops and strange audio problems. I'm convinced the new setup will sound great when I finish, now. Thank you for the responses Kent.

Yes, wiring like that would work and be appropriate for the ICOM radio (I think) . The Garmin GTR200 going in its place separates the mic and PTT for each position. LEMO connectors are the round, 6-pin connectors that will provide power to some noise canceling headsets so you don't go through batteries. Some people call them Bose connectors, but David Clark and others use it to. I think LEMO is actually a brand name, still.

Kent, Thanks for the diagram. I used that when working my way through this, but there are some real oddities in the installation. For one, there was no copilot mic connection at the radio. The PTT was the only connection on pin 8, even though it should have had the ground for both microphones as well. I think everything got grounded at that space saver panel instead. Regardless of those oddities, I don't get how the LEMO was functioning, but I measure the positive and negative pins as being in the shield. I'm going back today, I have all my materials for everything else. I am going to retrace the GIB connections first, while I'm fresh and ensure I'm reading the pins correctly. I have many sheets with different wiring setups labeled space saver, but none dal in enough detail about the audio panel portion...

The last picture, isn't that the canopy safety catch, mounted upside down?

I am installing a new radio in my plane and have come across quite an oddity. Verifying wiring to the GIB position, this is what the multimeter gave me: Pins 3 & 4 go to wires in a shielded cable, Pins 1 & 2 go to wires in another shielded cable (should have been to the red and black power lines), Pins 5 & 6 go to the shield of a cable. 1&2 are VDC+ and ground, 3&4 are HS left and right, 5&6 are the mic. This was originally wired to an ICOM A210 and the radio was mono with one output that fed both pilot and copilot positions. This was sent to what I believe was a space saver panel? Still, I don't know how the headset was functioning, at all back there. I checked my results several times, but got the same result. I'll be checking again next time I go to work on the plane. I've ordered a new LEMO jack, but I am dreading trying to pull the wiring through the pilot seatback, especially since the wiring will have to be extended on a new jack to get to the junction I need to tie into. Anybody got some input on this?

That is what I suspected, concerning documentation and was thinking about how that could really be a nasty surprise for people down the road.

He replied to something else, still in the sales section. I think reading comprehension isn't the guy's priority, but defending something that sounds, second hand from him, like a bad purchase.

So, further, the link red rocket provided has Hanson asking for another VariEZ airframe (doesn't sound like he decided to "rebuild from scratch") and then saying the airplane was surely sabotaged after the accident, while in a secure field. Does the airframe logbook require substantial airframe repairs/modifications to be documented? Since it's the same serial number, seems that would be a requirement (although, we are experimental, does that exempt us?)

The FAA and the NTSB didn't like what they found post accident, it's in their reports. David Hanson was the builder and operator during that accident and was called out specifically for doing a bad job. NTSB citing inadequate inspection by the builder during construction. If it is truly a completely rebuilt plane, awesome, good for you, but since it uses the same serial number AND N-number, any buyer is going to see an aircraft with damage history. I would not use the same serial number as a previously DEMOLISHED (FAA statement) plane if I built a new one from scratch, it would just leave me with an airplane with damage history. When do your operating specs show signed off? When was the phase 1 completed?

220ez has substantial damage, spelled out with the FAA. So, it has damage history. Facts. 4 September, 2005, recorded with the FAA and NTSB.

This wasn't ebay, it's the government auction posted last week(?) that was being sold by BRCC. If I would've still been home, I would've bid on it, I believe the winning bid was $600. Unfortunately, instead of being 1 hour away from it, I was 7 hours away, working, and never saw it up close...

That's being sold by blue ridge community college. They might've used it for training in their maintenance program.

I'll pipe in... Burt Rutan was clear about colors and why. He states exactly where trim colors are acceptable. There is also call out of high stress areas. After finally making it all the way through the plans for my airplane and looking at the green airplane and researching glass transition temperatures, I wouldn't even go look at this pretty plane. Marc is an engineer and has more reasons to dislike the work he's seen...