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Are there plans to build new wings from scratch? I have a lead on a model II with no wings.

Thanks

Any way to up the power of the 582? The 583 conversion does not sound ideal to me but is it successful?

Richard,

Lots of folks fly the 582 - Joey and Leni fly constantly in all conditions - The 2-strokes need someone who understands how to fly them and care for them - Lots different than a Continental C series.

If you could find a good 912 or Soob, you might be more comfortable with it, IMO - I dont fly 2-strokes, but I sure respect those who know how to keep the fan turning with them.

ED in MO

Ykes, how time gets away from us! I guess it has been alot longer that this project was shelved than I thought. At any rate, the guy that was going to build the plate never got around to it, so I turned it over to the machinist here at work and he is going to have it done for me so I can bring it home when I get off this hitch. It is time for this project to get moved up the ladder of importance as float season is right around the corner! hoping to have the engine bolted to a gear box and on the test stand this time home! If I get really lucky I may get a base line run completed so I will have something to base the performance off of for the stock versus the modified pipe that I will have to do to get it under the cowling. Should be a fun project and hopefully give me the results I am expecting!

Leni, You said the pipe was on top, and you had to modify or make new one - I was wondering, if you have EFI, then you could modify your mount and flip the redrive, and mount this upside down or like a Kitfox, or even sideways - takes lots of luck or engineering and testing to get a good pipe for a 2-stroke.

Yes, the 4-strokes are great - I can run strait pipes or short glasspaks, or whatever, and it dont mind.

Ed in MO

Reliability, how has it been. Can you run 100LL if necessary. How do you mix the oil, I've been told 50:1 and 40:1. Would you trust the 2 stroke rotax (582) on a long cross country?

I premix my fuel at 100:1 using high end synthetic Amsoil mix oil. The standard with regular oil is 50:1. When going cross country I run 100LL for a whole trip although when at home I run 92 Octane Chevron Gas. 100LL won't hurt things. As far as reliability and and cross countries...sit back and watch these.

California to Idaho in an Avid

10 Day 1500NM trip to Idaho and Back

Do I trust my 2 stroke...Hell yeah!

I'm still curious what a mark IV with the 912 empty weight is. Is it 50 lbs lighter than a sube? is it 100 lbs lighter? And how does this translate into performance? Anybody out there reading this actually flying one? Cheers gents.Ben

Get er dun! I am coming up on rebuild and NEED more power

Hi all, I've been working on the bent parts in my first Avid MK IV, and have been thinking it would be a good idea to make a battery mount and door to access it near the tail to help out the CG a bit. I've got a number of ideas, but it's often helpfull to see how someone else did it. Anyone have any pics they can post for me to see? Thanks, Jim Chuk

Jim,

Someone may have better ideas, but if you look at my "Foxy Flapper Fotos" in Kitfox IV section, I added support tubes on the bottom and replaced part of my wood stringer on the side with tubing. Going to make a pan for under the battery, and an aluminum door pivoted at the front.

ED in MO

Any way to up the power of the 582? The 583 conversion does not sound ideal to me but is it successful?

If you dig thru the posts you will find one pro and many cons about the 583.

The biggest cheap leap you could take up from the 582 would be Leni's 800 if he is successful with the conversion.

ED in MO

Because no one ever weighs their FWF. That's why.

I have a 912UL on the stand. With engine mount, muffler, carbs, oil in the tank etc ready to bolt on. No prop, no coolant or radiator. Weighed tonight. 162#.

The 582 has a proven reliable record. The 670, not so much. I can give you a list of people as long as my arm who have gone from the 582 to the 670 to get more power. The next step is to the 912 because the 670 was an unreliable money pit at best and a noisy death trap at worst.

Thanks for the honest weight of the 912.

Ed in MO

Any way to up the power of the 582? The 583 conversion does not sound ideal to me but is it successful?

I have asked several times about the FWF weight of the 912 - Nobody answers!

Like all the other engines advertised - I wouldnt believe the published weight they list in mags.

ED in MO

Because no one ever weighs their FWF. That's why.

I have a 912UL on the stand. With engine mount, muffler, carbs, oil in the tank etc ready to bolt on. No prop, no coolant or radiator. Weighed tonight. 162#.

The 582 has a proven reliable record. The 670, not so much. I can give you a list of people as long as my arm who have gone from the 582 to the 670 to get more power. The next step is to the 912 because the 670 was an unreliable money pit at best and a noisy death trap at worst.

I still haven't made it over there. My mother had a stroke, the owner is incredibly busy building engines for Ferrari Challenge cars and I just bought a new to me pickup because mine took a shit. Good news is I may have a possible looker at the Luscombe. I'm outa cash otherwise so we'll see. In a couple of the photos the bottom of the wing looks to have some camber in others it looks pretty flat. Joey thinks the speedwings are permanent dogs but Leni thinks with extensions they can work out just fine. Leni's world is one I used to live in; density altitudes in winter are below zero. Joey flys where I fly.

Can a guy get ahold of a Stol Heavy Hauler wing out there??

Dan

Hi all, I've been working on the bent parts in my first Avid MK IV, and have been thinking it would be a good idea to make a battery mount and door to access it near the tail to help out the CG a bit. I've got a number of ideas, but it's often helpfull to see how someone else did it. Anyone have any pics they can post for me to see? Thanks, Jim Chuk

Thanks for the info Paul! Jim Chuk

Jim the brakes are Airheart brakes. I have them on my Q-2 and they work well if mounted so they float properly.

Here is a link to their website:

http://www.airheart-brakes.com/

Paul Spackman

A new avid just popped up on barnstormers. It's intriguing but I don't have much info on it

Edit*. Wow did some research on the blue avid that just came up on barnstormers. Major structural damage, prop strike, broken right wing, twisted passenger cabin. No wonder it seemed so cheap, haha.

I have lots of hours behind my 582 and others, what info are you looking for?

:BC:/>

Reliability, how has it been. Can you run 100LL if necessary. How do you mix the oil, I've been told 50:1 and 40:1. Would you trust the 2 stroke rotax (582) on a long cross country?

I have lots of hours behind my 582 and others, what info are you looking for?

:BC:/>/>

Randy, "SuberAvid" and some others could probably give you lots of comparison info too, since they fly both 2 and 4 strokes.

ED in MO

Enough technical BS... Yup it works..Shot this today after I got bored as hell flying straight and level. I updated my log book today after a few flights and I also broke 1000 logged landings today!! :angeldevil:/>/>

Yahoo! What fun!

At high altitude when my 582 could be operated at full throttle and not exceed approx 75% of its power, I would set the prop to run at 6000 and just run wide open and lean it to get egt's as high as I could, (usually in the 1100's because I limited max leaning by choosing a large reference orifice in the mixture control). At high altitude the plane was pretty anemic, especially on a high density altitude day. Even at 6000 RPM full throttle in level flight, the nose would seem a bit high and the 582 would hum along putting out barely enough power to keep the plane in the air and run so quietly and smooth it was erie.

One time I took it up over 14,000 feet just long enough to get there. It took a long time to get there and it was actually creepy how quiet, smooth and anemic the engine was!

ChrisB

Interesting guys, I'm still trying to absorb all the information I'm reading. Does anyone have experience with the 2-strokes that can chime in? In particular the 582 or 670 conversion?

I have lots of hours behind my 582 and others, what info are you looking for?

Interesting guys, I'm still trying to absorb all the information I'm reading. Does anyone have experience with the 2-strokes that can chime in? In particular the 582 or 670 conversion?

Hi all, A while back, I ran accross a Kitfox 1 kit that had very little done on it. I ended up bringing it home today, I don't intend to build it at this time, more likly going to roll it over and hopefully come out just a bit ahead on the deal. Not sure what will be best, part it out or keep it togeather. So far, it seems I'm missing the doors, and the elevator push-pull tube. The guy is going to look for them, so maybe they will still turn up. Anyway, that's the story for today. Here are a few pics. Got quite a few boxes of small parts, didn't put them on the floor with the big stuff for the pics, but it seems like most if not all of that stuff is there. Take care, Jim Chuk

PS last 2 pics of the wheel hubs and brakes. Never saw brakes like this before, anyone familar with them?

Jim the brakes are Airheart brakes. I have them on my Q-2 and they work well if mounted so they float properly.

Here is a link to their website:

http://www.airheart-brakes.com/

Paul Spackman

Well Ed, I thought I had a pretty solid supplier for the engine until Arctic Cat and Suzuki split the sheets.... if it works as I think it will, I will be combing the web for used sleds that were wrecked and I can get the engines from them and rebuild them. I can get all parts all day long for the 800 engine, but not whole complete new in the crate engines...

If the adapter plate works and I can get the performance I think I will, I will pull the plate off and send it to a shop with CNC and have a stack of them cut for use by others if they want to go this route. The biggest challenge is still going to be getting the exhaust working and keeping it inside the cowling... This is where the 4 strokes really shine!

:BC:/>/>/>/>/>/>/>/>/>/>

Wild West Guns in Anchorage has CNC now - and they make parts for Atlee Dodge, or did - However, for my production work, I contracted with a shop here in Missouri and even with the shipping it was cheaper than Alaska.

And, my steel parts were heavy.

2024 would last a lifetime that heavy, and a coat of paint, IMO. 6061 is even cheaper and less corosive - still would paint.

So this is a Suzuki engine?

As the performance goes, I know that my Suber-Flapper will be a heavy plane, but I need a comfortable commuter for those 500 mile trips here in the flat country - No potholes or snow here to fly into, and I cant swim.

If it comes in under 800, I will be happy with the 1320 mtow. Very few places to land here under 2000 feet long anyway. Gas mileage is a big plus with the Soob. And time means little when you are retired, except worrying when you will run out of it!

I've got a spare $1000 Soob sitting in the shed - but will hold on to it until my reductions engine is proven.

ED in MO

Leni, Thanks for the kind words about our "old-fashion" 4-cycle Soobs. Sometimes it gets lonely on here.

I hope Richard reads that too.

Randy will need JATO and an afterburner to keep up with your new engine - Hope it works good, as a lot of people are surely watching - Is "Leni's Super-2 Engine Company" going to sell to the public? Or, do you want to keep the Avid Championship all to yourself? />/> sorry, but thats the only emoticon I know! Here's a Beerchug too!

Good Flying,

ED in MO

Well Ed, I thought I had a pretty solid supplier for the engine until Arctic Cat and Suzuki split the sheets.... if it works as I think it will, I will be combing the web for used sleds that were wrecked and I can get the engines from them and rebuild them. I can get all parts all day long for the 800 engine, but not whole complete new in the crate engines...

If the adapter plate works and I can get the performance I think I will, I will pull the plate off and send it to a shop with CNC and have a stack of them cut for use by others if they want to go this route. The biggest challenge is still going to be getting the exhaust working and keeping it inside the cowling... This is where the 4 strokes really shine!

I am wondering what are the real numbers for a 912 install on a mark IV. What is the real weight. What are some real performance numbers? Everybody likes slamming the subes but I'm wondering how much better the 912 versions really are.

I have asked several times about the FWF weight of the 912 - Nobody answers!

Like all the other engines advertised - I wouldnt believe the published weight they list in mags.

ED in MO

I gotta jump back in here.... I must admit, when Randy started his SuberAvid project, I really thought it was going to be a dog of a performer. When he first flew it, I had to throttle back to around 54-5500 to cruise with him as he had a fixed pitch prop and it was not real stellar on the performance. Now that he has the IVO IFA, I am running at 6000-6100 to try and keep up with him and he has to throttle back so he does not run away from me. He has no issues hauling two people, gear and gas.

I think I may beat him off the ground by a hair, but he can climb and out cruise me all day long while sipping the gas.... It pains me to have to admit how good the SuberAvid does.. The kicker to this is that we are flying at Sea level at temps from -30 to maybe 80 above, so we get better performance out of the planes here than you poor folks do down there south of that other country in the middle :lol:/>/>/>

:BC:/>/>/>

Leni, Thanks for the kind words about our "old-fashion" 4-cycle Soobs. Sometimes it gets lonely on here.

I hope Richard reads that too.

Randy will need JATO and an afterburner to keep up with your new engine - Hope it works good, as a lot of people are surely watching - Is "Leni's Super-2 Engine Company" going to sell to the public? Or, do you want to keep the Avid Championship all to yourself? :lol:/>/> sorry, but thats the only emoticon I know! Here's a Beerchug too!

Good Flying,

ED in MO