Supermotive

Would someone help me understand a few things about angle of incidence?
Quoted from Wikipedia:
"On fixed-wing aircraft, the angle of incidence (sometimes referred to as the mounting angle) is the angle between the chord line of the wing where the wing is mounted to the fuselage, and a reference axis along the fuselage (often the direction of minimum drag, or where applicable, the longitudinal axis)."
 
Please tell me how to determine the reference axis of the Avid MKIV fuselage and the proper way to determine the chord line of my aerobatic wing.
 
Thanks in advance!

I am considering selling my stock landing gear system from my MKIV. The tailwheel would be everything in the picture.  The tail gear attaches to the rudder linkage. The main gear is most of what is seen in the picture but does not include the brakes  and wheels. What is this stuff worth?

I am considering selling my stock landing gear system from my MKIV. The tailwheel would be everything in the picture.  The main gear is most of what is seen in the picture but does not include the brakes  and wheels. What is this stuff worth?

What do you all recommend for a good value, quality, locking tailwheel? Leaf spring or convert to tube?

I am strongly considering a Grove landing gear for aerodynamic purposes. I have a Jab 2200 and a speedwing. A field will likely be the roughest terrain I will be landing on. I have been told the grove yields a higher cruise speed and still gives great suspension (perhaps a little more bouncy) and durability (provided you reinforce the door sill trusses) Neglecting the higher cost, are there any reasons not to get the grove gear? Are the rumors true about the higher speed compared to the cabana type bush gear?

I just bought a Jabiru 2200, that shows a log book recorded factory overhaul about 200 hours ago. The seller said the engine ran great 4 months ago when the repair hangar (across rom his hangar) upgraded the previous owner's (not the seller) CH701 to a Rotax 100hp for more thrust, and then the repair shop sold the engine to the guy who ultimately sold it to me this last weekend. This seller claimed he saw the engine run strong 4 months ago, he bought it for himself, and then he changed directions and now sold it to me. The motor (so he said) sat in a hangar under a plastic tarp-like cover. When I bought the motor, I did not do any compression or other internal checks (go easy on me here) In faith I took his word on it. We both had military background, and I hope he would not fleece me like that.
Now, yesterday, as I was checking the motor out in my garage, I looked at the plugs (they looked good [light tan electrode insulators] but they seemed to have a lot of friction in the threads), and then I pulled them out to check the cylinders. I will share those pictures later if I can. One of the cylinders had what looked to be oil passing the porcelain on the plug. There also seems to be oil residue need these plugs (see picture). I did not see this on the other cylinders. Note: all of the plugs looked the same on the inside (light tan). Looking into the cylinder in question, I turned the crank 360 degrees, and looked inside the cylinder with a scope. I found some white flaky material in the cylinder (small amount). I was able to move the white material around with a small screw driver while observing with my scope. Note: the tops of all of the pistons looked the same (I will post pics later). I did not observe this flaky residue in the other cylinders. Now, the motor was sitting for 4 months (I was told), and the muffler wan not attached (just the header runners were attached). Perhaps some bees or mud dobbers made a nest in there depositing clay.?.  But, what about the oil looking residues near the plug holes and the blow by on the plug.?. I may have to pull the head, for further inspection, but I am looking for experiences and thoughts here.