Knuckledragger

nlappos, thanks for the great feedback.  Since this video I've logged just over 30 hours and 220 take offs.  Much of this time has been spent flying around the patch doing slow flight maneuvers, stalls, steep turns and lately practicing in windy conditions generally up to 15G20.  Last weekend I went barnstorming on a windy day to shoot landings at runways with various orientations to the prevailing gusty conditions.  Its starting to feel more like I'm flying as opposed to i'm flying the plane.  
Regarding your comments about speeds at various stages of the landing approach pattern: I find I like to cut power and raise the nose to slow to about 60 abeam the point where I want to touchdown.  I keep that speed until short final where I'm pretty sure I slow to 50 over the threshold until about 45 where the plane wants to settle onto the runway with the nose held high.  Right after I clear the obstructions on short final I give a second or two of nose down to pick up just enough energy to float it in GF just long enough to stall it inches high or grease it on.
Regarding flaps, when it's windy like its been the last couple of weeks, I tend to use less or none.  Its usually a judgment call on final as I peek at the socks.  If the sock is out straight I'll leave the flaps out.  if its sagging some I'll use about 1/2 - 3/4 and if its fairly calm I'll use full flaps on landing.  Take off it seems about 0-1/2 flaps depending on crosswinds.   I like how putting the flaps in brings down the nose and increases the drag.  One thing I've started to notice with this avid, is on short field TO's I can get off the ground in a hurry with full flaps.  I reckon that since the TO speed is so low, that drag created by the flaps is not enough of a factor on acceleration like it might be on a GA plane.
The guys at the field have mentioned that the plane seems like it should have conventional gear.  Each time I land the tail is just off the ground, dragging through the grass and the nose wheel is up. As the landings have gotten "better' I've noticed that my sight picture out front is pretty much completely sky and I am starting to pick up "ques" in my peripheral vision as to where I am in relation to the approaching ground.  The front tire, after close to 300 landings on it, still has the little paint stripe going around the middle - Grass is Good
I will also add that stick discipline (ailerons turned into the wind and elevator down when the wind is coming from behind) around the field during windy conditions seems very important with the plane being so light.  
Wind sheer:  A couple of days ago I encountered some scivy swapping wind sheer.  I felt like I was on a leaf tumbling off a tree!  Wowzers!
 
 
 

1AvidFlyer,
Thanks for the great pics!

Here is an update on the belly radiator removal.  To review, I had a belly rad plumbed in with the two cheek rads.
On TO the temp climbs to about 175-180, sometimes 185 for a moment or two.  I keep an eye on it and dip the nose a bit when it creeps past 180 and the temp quickly responds.  Cruise is 140-160.  Ambient air temp is about 65-75 during this period,
I haven't added anything like water wetter type stuff.  Coolant is still 50/50. I plan to make it more like 80/20, water/coolant  I haven't fitted seals around the cheek rads yet.The baffle at the bottom of the cowl used to draw air into the cowling is minimal and could be extended and/or angled to provide greater drag induced vacuum.I figure with the above bullets implemented I should not need the belly rad anymore unless I move back to AZ.

Here's the link sans Facebook: 
http://www.planeandpilotmag.com/aircraft/pilot-reports/just-aircraft/just-aircrafts-superstol-extreme-economy-class-stol-performance.html#.VmVwc4o8KnO
 

Here is a direct link to the article:
http://www.planeandpilotmag.com/aircraft/pilot-reports/just-aircraft/just-aircrafts-superstol-extreme-economy-class-stol-performance.html#.VmVQ2ko8KrW
 

Wow!  This is the first trike w/ pants I've seen besides mine.
Speedwing too?

Great stuff!

Brett should do us a favor and take his site down.  Many hours have been wasted by all those who come across his site and try to make contact.  It trumps other possible suppliers in the Avid space on search engines.  Everyone new to avids tries and fails to order from that site.  I'm sure he's a great guy, but leaving the site up with no intention of doing business is bad form.

Thanks for the detailed update.  Adding to the collective wisdom often gets forgotten after a problem is solved - now we all benefit from your experience

 I love to see pictures of that Buc. I have a buccaneer XA  with a hopped up 503 (dual Mikuni flat slides, six blade clutch driven IVOProp) that I haven't started to fly yet

This is reminescent of the "big bore" kits we use on dirt bikes.  I wonder is there is any advantages to be gained in the carb area of the engine?

That was me
thanks for for the heads up!! 

Great thread!!  I'm all, erm, eyes. 
 
 

http://www.amazon.com/gp/aw/d/B00G620ZVU/ref=mp_s_a_1_1?qid=1449056796&sr=8-1&pi=SY200_QL40&keywords=nilight+2x+18w+led+spot+work+light&dpPl=1&dpID=517FLoszPNL&ref=plSrch
these get pretty bright.  

 I have a bunch of those old-school 6 gallon cans that holds 7 gallons. The newer self venting 5 gallon cans that I have are for crap. However these bear Perkins fittings look like just the ticket to turn them into something usable.  
In general though I find these 5 gallon race cans to provide the best handling and flow characteristics of all Gas skins I have tried. 

+1

No flap use during this video.  What specific "difference' are you referring to?

The collective wisdom on this forum is great!  Thanks to all who posted

I have extended (aerobatic) speedwings with vortex generators.  I enjoy the way the plane flies.  Have a look at a video I made two days ago, messing around at my home field.  You can see how the wings are extended out past the flapperons.
Full disclosure: I'm a new pilot with ~50 hours and experience in only a handful of planes. 

 

Yep, kinda why I posted here.

Weather is cooling off a bit here.  Temps dropped all the way into the 60's a couple mornings this week and the 582 would barely make 140 water temp.  I took the belly rad out of the circuit and flew on just the cheeks.  Now temps are 150-180 all day long.  And I still need to install the rubber seals around the cheek rads. 
Now I can just remove the belly rad and all that extra plumbing - woo hoo - free weight and drag loss!
I also removed the "cabin heat" hose from the right rad, it was not doing anything.  Sooo, if anyone has a good idea for adding cabin heat via the muffler....

The holiday just ain't right without the big bird...

Emory,
I must be having a airhead day, as I seem to have more questions than ideas.  Why am I tapping into the venturi vacuum? why only one carb? what connects to the outward facing threaded portion of the hollow threaded rod that screws into the venturi vacuum?  in the pic below,what is the hose coming off the right carb and leaving the picture connected to?    
  I don't mind guessing on a car where I can call AAA when I guess wrong, but when it comes to my plane if I don't have the facts, it stays in the box.
 

Awesome pics and video!  I'm very interested in your set up and "off airport" operations in general.  I'm coming to this hobby after years of single track dirt biking in the mountains around Tucson AZ.  The challenge was always to set up the bike and build skills to get as far "off road" as possible - not in the distance sense, but in the technical sense.  blasting down dry river beds transitioning from sugar to 4-12" rock pack to water. Up steep hills, climb over building sized boulders etc. on a somewhat purpose customized motocross platform.
The idea that that approach to fun can be realized in an airplane really has me jazzed
Please keep posting more of this great stuff!  So fun to watch.

Throw away the carbs?