TSoftware

Yes, that is also where I got some of my information; information about the Aerobat came from the 1989 marketing flyer that I inherited.

Looking at the finer details of the flyer, I think it must be talking about the C model....it is talking about the fuel tanks being in the wing

Jim,

The closest that I get to this wing is the Avid Flyer Aerobat, which was a C model, but then the ribs should have been at 12 inches.  The aerobat wing was supposed to be undercambered, like the Heavy hauler, has a 125mph VNE, 110 cruise and a 23'11.5" wing.  It called for a 65" prop, 18 gal fuel capacity (I didn't mention that I have two fuel tanks, a header tank and one behind the seat (I presumed that it was after market).  I got the aerobat undercambered information from the wikia and the test of the specs from a 1989 flyer that I got with the plane.

The gross aerobatic was 850, otherwise the gross was 911.

Sounds awfully close to what I have.  Unfortunately it doesn't list the cabin width.

Edmo, understand, but with this aircraft....no logs...no original builder gross...so I am trying to figure out what to start with....and HOPEFULLY, manufactures actually did the G testing for the gross weight.

Understand, my question about weight and balance was more about the gross weight.  I believe that the Model A had a gross of around 850, Model Bs varied between 911 and 950 and so on.

Ok, this just continues to get stranger.

Fuel tank is behind the panel (header tank) (Guessing A)

Data plate indicates model B

The cockpit at the back of the seat measures 36" (Model A)

Has wheelbarrow wheels and cable operated brakes (Model A)

Has motor mount bolted rather than welded (Model B+)

Rib spacing 18" (Model A or B)

Wing span: drawing says 23'8", I quickly measure 23'10"

Wing is undercambered

Only wood stringer is across the bottom center (Model C)

Kit was purchased from Light Aero Inc in September of 87 with serial number 300 (Model C)

Aircraft first Airworthy August 89 as Model B in CA with Phase I instructions

Aircraft was issued Airworthiness in Georgia (same owner) with 9.5 hours with request for certificate, Phase I instruction and Phase II instructions all on the same day in October of 89.

Airspeed indicator marked with VNE of 120mph.

Anyone want to hazard a guess on what the gross weight, VNE or even how to start a weight and balance on this?

BTW, I did manage to verify that the 532 was the original engine on this aircraft in 1989.

With the tires.. I was thinking the same thing.. Easiest check that I knew was that the A model had a engine mount that was welded... This one was bolted on.. Not that would be hard to modify... It also has a 532...without logs... Don't know when... Waiting for the guy to meet me halfway now... Current owner said it was a B.. Of course same source said that it was a 503...serial number with the FAA is no help.. Guess... At this point.. I will just have to wait and see. 

Appreciate it...already downloaded the Build Docs :D

If I had engine logs so that I could verify total time on the engine, time since major overhaul and any history, I might run it for a while.  This is a potentially 28 year old two stroke engine with an unknown number of hours on it.  Seems prudent to pull it.  While I am waiting for the 582 to arrive, I definitely intend to use it to check gauges and some taxi runs though.  The deal I made with the guy in Oregon is that I will send it to him on consignment, where he will overhaul and try and resale it.  Anything above parts, labor and commission comes back to me.  I guess we will see how that goes.

Right, but you at least had a log book....I have a hobbs meter.  If they ever issued Phase II limitations and it made it into the FAA record, I may be golden.  Fingers and toes crossed.  I heard from the guy earlier and the trailer lights...I mean his truck connector is fixed.  So I should be meeting him half way tomorrow to bring her home!!!  Ordering parts, asking questions and spending money right now.

Think I will pull it into the driveway to give her a bath....and may crank over the 532, while it lasts, to make the neighbors stare

lol

I am getting ready to replace the bungees on my landing gear and I have read that I should use 3/8 Shock Cord (Aircraft Spruce 06-12400) at 90 inches between the loops.  As I was getting ready to buy the bungees, I noticed that they had these nice little fasteners (06-12900) which should work nicely.  Has anyone ever used them?  I presume here that it should be 90 inches bottom of fastener to bottom of fastener.

EDMO, the current owner has already ordered the CD and I am hoping that it has the operating limitations on it.  But what I don't believe will be in the FAA records is that it had its 40 hours flown off (Phase I) and without that I am not sure that I will be legal.  Of course I am somewhat new to Experimental, so I could be wrong.  I will probably ask EAA about it before saying anything to the FAA.  But, as I recall the exit from Phase I is just a sign off by the flying pilot in the log book...which I don't have.  One caveat is that back in the day, I read somewhere, they used to just issue a temporary airworthiness certificate until the aircraft exited Phase I, so the age of the aircraft may work in my favor.

Thanks Av8r.  The Bonanza has been my baby for some time now.  I also have a Raptor on order http://www.raptor-aircraft.com/ which will replace the Bonanza....I have #65 when they go into production.  They are still building the prototype and I hope it makes close to what the computer says that it should.  If the Raptor doesn't work out, I will have the Bonanza for as long as I fly.  Might put a IO-550 in for good measure

I have recently acquired a 1989 Avid Model B, N300TG, and its accompanying trailer.  Unfortunately, it had no logs for the airframe or the engine, so if you know anything about this aircraft, or its logs, please feel free to share.  I was told that this plane has not flown in a while, but has been at least regularly run, on a monthly basis, from the current owner.  Obviously the condition inspection was not current.

I was told that it had a Rotax 503, but when I went to look at it...I noted that it had a radiator....that didn't seem right.  It also had a single ignition, which I was not particularly happy with.  A bit of research later, I determined that this was not a 503, but a 532.  A 1989 aircraft, with a discontinued engine that few Rotax places will touch and around 230 hours on the hobbs.  I wasn't feeling comfortable with this arrangement.

I have found, and ordered, a Rotax 582 with 8 hours since new and a new Kiev propeller.  I plan on treating everything else like it is out of date, such as the bungees, and catching up on required maintenance based on that thought process.

Once I get everything up to par, I will get the condition inspection done and start dealing with the FAA, since I can obviously not prove that this aircraft had its 40 hours flown off with the required log book entry.

The current owner was promised the log books when he bought it, but the previous owner has not come through yet.  The current owner has promised to re-engage with the previous owner in the log book search and I have promised to pay the money that I deducted for their absence if he can produce the logs.  I am cautiously hopeful.

So I guess you could say that I have a project.

If I believed in bumper stickers, my one for here should read "My other plane is a Bonanza", so I have included a picture of it as well.

Looking forward to enjoying the Avid community!!!

I have just procured a new 582 with 8 hours, a Kievprop L/H 67.3” Black #173 and a spinner for the propeller for my model B.  Does anyone know if I need any of the spacers?

Thanks