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interesting considering the published cg is 10.7-16".  I'll have to play around.

 

Where do you live and how do I get there?  Sounds like a party!  Steak, Seagrams and 7up, haha!

That is the same published CG range for the avids... it is VERY conservative.  I dont know how many hours you have, or how much TD time you have, but I would start out slowing adding some pounds by strapping divers weights on the tail spring.  When I am on wheels I run 8-12 pounds of weight on my tail spring.  But I am starting off at an empty CG of 12" too.

add some weight, go to altitude and play around with slow flight and stalls.. add a few more pounds and repeat.  You can tell when the plane starts to act tail heavy and not "normal" .  do all said slow work at altitude!  and get those flaps to where you can use them, your leaving alot of take off and landing performance on the table by not using them.

Well I was going to go with my Model III but vibration issues (still unresolved) caused me to scrub a week before the event.  Looks like I would have been weathered out anyway due to the crap weather that nailed Colorado.  One of the East coast guys made is as far as Cheyenne, WY before he had to call it quits and fly commercial back home.

Just a few more to close for the night.

Some Exterior Pics

Yes I know the turtle deck is not installed properly.  I just set it on there for the pic.

Aft Firewall Wiring (What a MESS)

An Earl's oil cooler with a computer fan behind it is my in cabin heat and air system, haha.  It's crude but works well!

Thats about it for the interior and engine bay pics.

interesting considering the published cg is 10.7-16".  I'll have to play around.

Where do you live and how do I get there?  Sounds like a party!  Steak, Seagrams and 7up, haha!

well..... When I talked to Dean Wilson about the CG limit, he said the published limit on the original and all subsequent Avids was for the guys that were building them in the garage then learning to fly in them.  A nose heavy airplane flys poorly, a tail heavy plane flys once..  With that said, he stated they tested the cg to 22".  He told me to never stall the plane at an aft CG of more than 21" without having full flaps in as you would run out of elevator before you could push the nose over.  I fly mine back to 20" and I can feel it starting to drop a little.  It takes full down trim to fly level at cruise.  I LOVE mine right at 18".  Lighter control forces, trim is neutral, stalls are perfect.  Take off is shorter, climb is better, cruise is faster and landings are shorter.

Can you move one of the header tanks to the back side of the firewall instead of behind the seat?

A typical load for me headed to the lodge is 29 gallons of gas, in the extended baggage behind the seat I have,

1) 15 pounds of clothes and other crap the wife needs to stay happy

2) a 12 pack of coke and a 12 pack of Dr Pepper and at least one 12 pack of 7up

3) 2-3 5ths each of brandy, captain morgan's and segrams 7

4) survival bag that weighs in at 10-15 pounds depending on the season

5) 6-8 steaks weighing in at 1.2-2 pounds each and a sac of spuds

6) couple gallons of milk

My 200 pound ass in the seat next to my 120 pound wifey. 

CG comes in right around 20".  If i am on floats in the summer I will put some of said items in the floats and move the CG to around 19".  In the winter I am on ski's and have lots of runway or lake to operate off of. 

With this being said, at your DA, I would not go much behind 19", but I would darn sure play around with putting a little weight on the tail spring, or what ever you need to do to see how she flys.  Start at 17", then a little more to 18" etc.  take it up to altitude and play around with slow flight and see if she dont actually fly better than it does now!

is that a tbird in the picture?

From what I seen only one Model IV showed up and all the rest were 7's. Me seems to think that the lightweight early Foxes that made them so popular to begin with have been forgotten by most owners in lieu of faster, fancier, sophisticated planes. I'm not overly impressed with their STOL capability. Aside from McBean himself and the stick and rudder guy you barely see them with big tires and operating off anything but pavement. Seems for the well north of 50K price tag they are going for a guy could have a lot more fun with an RV7....get in and out of the same strips that 95% of the KF7 guys are using and get to their destination twice as fast. I person really needs about 3 airplanes I guess.

I dont see too many older 2 strokers in the mix.  Did the elitist's shame the blue smokers from showing? 

Looks like some cool places to play around in!

Good to see you back on here.  Sweet shot, look like a great avatar pic.  If you need help setting one up, or if you even want one, let me know, I can hook you up in a jiffy!

Playing with the Avid on floats is the most fun I have with my clothes on.  This summer I gave up my trusty Full lotus (ok I still have them) and went with a set of EDO 1320's.  Holy crap what a difference in take off performance.  I can get on step easily at ahhhh, gross with prejudice

I have heard alot of different accounts of the super STOL take off against the challenger.  What engine were you really using?  I have seen posted at various places anything from the 532 to a 670 and all in between.  I know the key is SUPER light weight plane and lotsa power, but pilot technique plays a big roll also.  How many HP do you figure you have in that video?  Any super secret mods you did or was that like a dragster engine.. rebuild it every few runs

I am still working towards the 800 conversion I spoke with you about a couple years ago.  The engine and gear box are at the machine shop getting mated up.  I really hope the engine proves out on the test stand and I can get it stuffed into the plane this winter. 

Sorry for any confusion, I made a mistake in the topic title for the previous listing for this airplane & couldn't seem to edit it. So I'd like to try this again.......

For your consideration,

This was a flying aircraft in 2006. It has been stored indoors since then. It is complete and is considered a running project. The Left wing tank leaks. 190.7 hours on airframe & engine. The engine is a Blue Head 582 DCDI. Dual 13 gallon tanks, Cheek radiators, Heavy Hauler wing with heavy lift struts & heavy spars .083", 8.00 X 6 tires and brakes, Dual stick controls, basic panel with compass, airspeed, altimeter, slip, dual EGT, water temp, Tach, hourmeter, & ELT. Empty Weight = 470lbs. Build manual & tow bar are included. This is an excellent project plane that will produce a very nice flying Avid in a short time with little work. Please call or email with any questions. 912-508-4713 flyhigh_gv@yahoo.com.

Asking  $ 12,000

Reasonable offers considered. Trades welcome.

Im here Joey

snaps

Edited...Attached is a picture of one of Snaps many Avid creations. Look forward to hearing more from you.

Ed washington (FYG) is 71 miles from here, sullivan (UUV) is 50 miles from here, so we are close

I hear ya, i left for awhile after a dispute with a few of the members and was asked to come back a few times, i did after a while but it hasnt changed much, i was trying to help one of the members fix a twisted fox and a few of the " professionals " didnt think what i was saying was right, after the member did what i suggested, it squared up his fuselage so everything was right, and from what i have learned since then he finished the build and his plane fly's perfectly without any bad habits

Weather didn't cooperate for part of the weekend but it looks like they still managed to have a good time.

I think it would be easy to make a lightweight latch that would work just as well - just a flat piece of stainless with offset on it and bolted thru a bushing in the lexan so it would pivot - maybe a rivet on each side of it in the tubing to make it stay where you want it latched.

Just a thought, since I have no kit or blueprints to work from - just have to keep the old brain working and use the best ideas.

EDMO

Thanks AKflyer and C-5 good to see ya , wondered where you went

We were kinda given a permanent vacation from TKF

I ran a 3 blade tapered tip nickel edge warp on my 582 model 2 ..pitch I think was around 12 degree's  set you back in the seat on take off,..cruise was around 90 good numbers all aroun on CHT /EGT think I had the 145's for mains though,..might have been 155's

this sale I've been working on becomes a reality and there is a good chance you can ride in/ fly a 5 that is

No Ident - the Starling Airport here closed years ago. The J3 is at Sullivan -

Probably will test my "Foxy Flapper" at Washington Missouri Airport when finished with build.

Cant be at Jeff City Fly-in 28th - Step son is getting married that day at Hermann.

Hoping for a ride in the KF5 someday.

EDMO

The Radiator is not a problem, but putting cheek rads in will be.  You would need to do a complete cowl setup to get the airflow right.

Just keep reviewing the plane.  You will find weight to cut...

Pacers are an awesome plane for cruising.  Just remember that buying the plane is only half the fun.  Care and feeding of a certified plane is not cheap...

I just watched the best PA-16 Clipper on the planet leave my town bound for Oregon.  (Airventure award winner and O320 powered) They guy who bought it lives in Hawaii, this will be his "mainland" ride for touring about the country.

Leni missed out on this one, too.  :poke-poke:

the radiators that go inside the cowl look like modified truck heater cores,,allot cheaper then $1200.00

I will be flying right over you pretty soon Ed ,,headed to Illinois to pick up my model 5 hopefully soon,..what's the ident at your place?

got my hands on a British aerospace A-5  a couple times ..fun little jet