Activity Stream

Posts Activity Stream

  5. Trackwelder

    Posted

         Okay, stupid question time, but why are people taking the oil injection off of their 582's? I had pretty well put the Avid on hold when I got on the scales and was pushing close to 400lbs, Since Christmas I have dropped down to 170lbs and still dropping, I am back to putting the Avid together. I want the oil injection for the simplicity of being able to just put gas in the tank and oil in the other, I loved it when snowmobiles came up with this feature no more shaking a 5 gallon can for the JD 800 whoops I am starting to give away my age. We haven't had enough snow around here in years to justify spending 10 grand on a sled so everyone runs 4 wheelers and all 3 of mine are 4 stroke. I forgot, I got the one spare 9 that has oil injection so I guess I have two machines that are 2 stroke a Kasea 90 4 wheeler tha a dealer gave me when I bought a Honda Rincon from him it neede a new rubber intake boot between the carb and filter and a Yamaha snoscoot that I need to find a new home for, The last time I rode it was to try out the new track I put on it, my back doesn't take the abuse anymore.

  6. Trackwelder

    Posted

    I have a 582 Greyhead for mine, it supposedly has just 75 hours on it and ran good when I took the plane apart to recover it, I was planning on tearing it down and decarboning it and replacing seals and gaskets while I am in there. I am also going the opposite way with the oil injection and putting it back on, I have found the manuals online, but I don't have the specialt tools. Any advice for the guy on a budget and what tools do I really need to tear it down and put it back together right. I have worked on Snowmobile engines before, but this will be the first watercooled one I have torn into. What should I be looking for when I get it opened up?

  8. Trackwelder

    Posted

          I have one builders log on the internet, I am not even trying to keep track of time spent, I just take pictures every few days and put a little blurb about what I have done. My Avid was started by several other people and passed through multiple hands and by the time I got it the sand blaster blew holes in a few of the tubes, I have cut them out and replaced them with Later model spec material when I had to make a repair, along with some modifications like widening the fuselage rebuilding two different wings off of different aircraft added new wingtanks built new landing gear. I feel I have easily built more than 51% of the aircraft.

          M wife is into scrapbooking and has been keeping the builders log on the Avid, I still just take pictures and date them and she puts them in a scrap book saves a little work for me, I hope I can find a DAR that isn't too picky because all I have for a bill of sale is one that says airplane parts and invoices from Aircraft Spruce and Wicks, a lot of parts have been trades that I haven't kept very good records on taxes are high enough.

  9. EDMO

    Posted · Edited by Ed In Missouri

    In my case, since I did not buy a "51% approved Kit", and mine is "scratch-built", the log and photos are absolutely necessary, IMO, to prove that I actually built more than 51% - mine is closer to 99.44% pure homebuilt, just like Ivory soap.

    That is, if the inspector knows what he is supposed to do - but so many of them dont!

    EDMO

  10. egp8111

    Posted

    Guys,

     

    I'm only on my 5th hour of 582 flying now so please bear with me.  I've pitched the prop (70in Warp 2 blade) to turn about 6100 static(TinyTac) thinking it would turn up to about 6500 or so for climb out but instead of increasing the rpm drops back to about 5900 on cliimb.  Whats up with that, I thought the rpm increased as the prop unloaded in the climb.  Think I need to take a little pitch out for a higher static rpm to get it further in the power band for T.O ?   

    I have been impressed with the motor so far, just wish I didnt smell like Ive been out weed eating everytime after I fly.  Gotta work on the ventilation.

    Thanks,

    EG

  11. herman pahls

    Posted

    I appreciate this forums comments and experience with  the Grove style gear.

    I always wondered about the narrow fore and aft footprint where the Grove gear attaches to the brackets and the load on the longerons.

    I recently spoke with one builder of cub style-cabane gear for Kitfox's and he felt his gear needed redesign due to the load the cabane places on the longerons.

    I like the simplicity of the Grove and will consider it for my next homebuilt.

    Herman

  12. akflyer

    Posted

    What they both said :lol: I don't do set rpm or fixed approach speeds. Generally cruise speed till I'm turning base, then slow up as I'm pulling through the turn. 70-75 on final, flaps and 50 on short final... As in short short final once I know the runway is made, then it's fly it to the runway, using power to set the sink rate. Touch down is right around 40, but I'm not looking at any gauges then, it's pure seat of the pants. :BC:

  17. lv2plyguitar

    Posted

    Sorry to say I sold my AVID.  My family is in get out of debt mood and plan on staying there until all debts are gone.  I hope by this time next year to be back in the sky. 

     

    Thanks for all of the information shared on this forum that made a huge difference in the safety of my experience while training for my license. 

     

    Randy Tyler was a huge help in flying off phase 1 for me and preparing me for the CFI.  Thanks Randy.  Leni was key in helping me understand some issues with the rotax 582.  Thanks Leni. 

     

     

  18. C5Engineer

    Posted

    I wasted a lot of time and ink building my "builders log" when it was time to get my AW cert. He didn't even open it. The only thing he was really interested was the W&B. He spent about 15 minutes checking off a very basic checklist of required items such as the if you fly in this plane you might die because I built it not a factory placard and such. It's amazing how much grey area there is when it comes to DAR's. I guess that log might come in handy someday if I ever decide to sell my bird. It has a list of all the work I did as well as lots of pics when the fabric was off. I also kept all my receipts from Day 1. I need to add them up someday as I often get asked how much I'm into it for. I probably don't want to do know because I'm sure it's more than the number that's in my head.

  19. C5Engineer

    Posted

    You'll find that compared to spam cans there is no need to fly RPM's and speeds to fly a decent approach. You can get away with being high and fast with an Avid. I did my Bi annual in a 172 SP this year and I couldn't believe how much extra brain power it took to fly a decent approach compared to my Avid. You can fly wide open down final at 100 mph until your 1/4 mile from the runway and pull it idle and you will still have to add power to make the runway. These little birds slow down instantly when you pull power out and if your high they will slip like a homesick angel. It's entirely too easy to save an incredibly poorly flown approach. :hammerhead:

  20. C5Engineer

    Posted

    Thanks Paul!! I screwed that one up!! Yes I meant ELT NOT Transponder I've been all over the Western US with no transponder. Never had a case yet where I needed one. If I'm near Class C airspace and going around I just give the controller a courtesy call with my altitude and intentions so they at least know I am there. I plan on purchasing a 406 ELT soon because of the areas that I routinely fly in. It could very well save your life. They are down around the $500 range now.

    Ed he is talking ELT not xponder, no xponder required except for class B and C and even in C you can get permission to enter if you request it.

  21. Trackwelder

    Posted

        I am just trying to get it in the air, I will probably add the rest of the stuff later, around here I have to deliberately head somewhere to even get close to class C airspace, I am surrounded by Class E nobody at the airports, and very few planes in the air, I have worked the past 7 days at my airport and the only plane I saw was just stopping in for fuel. On the drive home I saw 2 crop dusters, but nothing at my field. I wasn't sure what the cropdusters were doing since harvest has already started.

         I know not everyone has the freedom that I have, so putting th information about what is required up about each airspace would not hurt.

  22. Emory Bored

    Posted

    I think we need to review ALL the airspace requirements.  There ain't very much "uncontrolled" airspace most places.  Class E mostly but that's kinda patchy.  Class A above 60,000 feet.  Interesting about Alaska airspace.  I wonder what all those T-carts and Luscombes do up home there.  Nothin' I expect.  This is a confusing thread.  If you don't have a generator you don't need a transponder but you can't under any circumstances go into class B.  Class C by permission only.  Class D you don't even need a radio.  I think I'd like a set of wingtip strobes just to alert the less than alert.  I'll have a transponder because class C airspace is unavoidable with my mission.

     

    Dan

  23. EDMO

    Posted

    Since all those piper wing components are available individually, whose to say you didn't build them? Or bought a set of wings, totally disassembled them to put in new spars, essentially building them from parts? I could name several planes like this that have been recently built and signed off. There are many, many experimental Cub clones with major Piper parts on them.

    Now, saying you built a Bonanza as an experimental, will probably never pass muster. That's a different situation.

    I totally agree - Been done and will be done! Not all inspectors know what they are doing or take the time to read builders logs or look at photo albums, both of which you are supposed to have.

    EDMO

  24. Emory Bored

    Posted

    There's still a big grey area around "owner built part" when factory parts are no longer available.  A 1956 Bo is the nicest of the E series engined ones.  1957 began the O-470 with the pressure carb in the H model.  I have an idea you may have not yet talked to the right folks on that spinner.  Join American Bonanza Society and talk to one of their tech counselors about Bonanza bone yards. 

     

    It's kind of unrelated but we've been working on a 1956 Beechcraft that has all sorts of issues.  It's going to require 50% of the aircraft cost (just purchased by new owner) to get it flying again.  we actually called the Nashville fisdo to ask if we could declassify it to an experimental (it's been done here before) and they said no.  The largest cost is the prop spinner, $2,450 was the cheapest we found and we were told that only 4 new ones exist.  We have 4 spinners for Van's RV's that are absolutely identical that we wanted to use for sub $200..  Apparently they had 3 Cessna's recently declassified to experimental and all 3 crashed due to mechanical failure causing multiple fatalities.  So from I understand they are getting a little more strict regarding certified aircraft and recertification due to these recent accidents

  25. Trackwelder

    Posted

    Yes, I understood that he was talking transponder, really there has been no reason I have wanted to fly into a bigger airport, I can get fuel at a small airport, and unless I start doing a lot of cross country I can fly outside the airspace around here. The small airports have courtesy cars usually the towns old police car and I can get closer to where I want to go, I have flown into Tea South Dakota to make a trip to the VA hospital and it is easier to stop in borrow their car and drive to the hospital, it beats the hassle of driving to Souix Falls or even getting around at their Big airport. A transponder is on my list but not really for this plane, the Buttercup I am building will travel at twice the speed on about the same fuel, the Avid is for touch and Goes and landing in back pastures.