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I built one with a friend. It is a good first build and if you have good basic mechanical skills you will be able to finish it. He bought a UL-350 and all the firewall forward kit that made for a nice easy installation. I like the engine and it has plenty of power and is very smooth. He did a...

The primary builder is the manufacturer on the airworthiness certificate and that is the only one that can get the repairman certificate. To get the RC the DAR will write you a recommend letter when he issues the airworthiness if he is satisfied that you know all of the systems and are competent...

The N number can be changed. The serial number and manufacturer stays the same.

Doesn't make any difference if the N number is changed. It still has your name as the manufacturer and the serial number. I still maintain the experimental Supercub I built and sign it off with my repairman number not my A&P. Don

So do I. It's called an A&P. But I also have two N number specific certificates.

Just because you have the certificate doesn't mean you shouldn't have another set of eyeballs on your work. I also look over my IA friend's work when we are working together. Don

I have two repairman certificates and I got my A&P a couple of years ago. I sign off any work I do on the airplanes I have built with the repairman #. I also have a friend who is an IA and have him look things over. Don

A big percentage of the experimental accidents happen in the initial testing phaze. Several years ago the FAA started to allow an experienced pilot to go along with the builder during the test phaze. Most builders want to be the first guy to fly the airplane and I can understand that but a lot...

Oregon Aero makes some great earcups. They are temperfoam with a thin leatheret covering. They conform perfectly to glasses and seal really well.

I think you're correct. Doesn't help that PZL made both radials and turbines just like P&W. The only big radial that PZL made was the copy of the Wright 1820 and I don't think I have seen any AG Cats with that engine.

A lot of them are running Garrets. My friend converted three of his a few years ago.

Lost the comm on my second student cross country. I just did a normal pattern entry and rocked my wings like crazy on downwind. There was about 5 or 6 airplanes in the pattern and I just maintained my separation. Got the green from the tower when I was on about mid final. Didn't get any other...

I flew a two seat Tornado a couple of times. Been awhile but I remember it was pretty docile and despite having that short Hershey bar wing had a good glide ratio. Just like any high thrustline pusher it wants to go nose down when you put the power to it and nose up when you pull the power back...

Next time on climb out put your left foot on the floor and you will probably find the rudder pressure decreases a bunch. You unconsciously push down with your left foot along with your right. Also if it has rudder trim use it! It sure takes the work out of things. On high horsepower singles it...

When you fly a biplane you don't have to go looking they find you.

I flew a Fairchild 24 with a mechanical Beech Roby prop with wood blades. Had a little hand crank on the dash.Took quite a few turns to change the pitch much. Worked really well. Don

It is not that difficult to assemble that airplane. You can do it with a little guidance. You can learn the joys or rigging a biplane. Keep it in the closer hangar and you will be motivated to work on it. Don

I just looked closer at the picture and he has Redline disc brakes. Plenty of stopping power. Don

It has brakes but they are pretty marginal. A lot of the old airplanes had ****ty drum brakes. You never knew if they were going to work or not. That's one of the challenges of flying antique airplanes. Don