skypics

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Posts posted by skypics

  2. Posted

    Avideers:

     

    After putting on 4200 hours on my madel B STOL with the bat wing design I have decided to recover my wings.

     

    The fabric has been on the Avid since its inception in 1988. I did not build it.

     

    After removing the fabris I noticed the great workmanship the Craig Johnson put into it.

     

    A friend who is very good at working with fabiric airplanes is doing the work and is using the Stewart System

     

    I always wondered why my fabric would be so loose in colder weather and when I took off the fabric I could see why. The trailing edge wire had gotten loose over the yeras.

     

    We are going to put aluminum trailing edges on to replace the wire.

     

    It is amazing how much wing surface this change will add.

     

    I am anxious to see if there is any positive performance changes.

     

    I'll let this forum know one way or the other.

     

    John M

  3. Posted

    Robert

    I have a model b with .060 in front and tinted .125 on top. I split it at the crossover at the top of the windshield.

    Regarding fuel monitoring:

    I can see the fuel level to the last drop through the fiberglass tank wall at the wing roots. I have no header tank.

    John M

  5. Posted

    My name is John. I have owned an Avid model B STOL since 1990 and hav flow in for 4150 hours so far.

     

    I have been through 5 different engines. 1) Rotax 532 with rope start 2 & 3) Rotax 582s 4 & 5) Jabiru 2200.

     

    The 532 was swapped for the 1st 582 for the dual ignition feature. The 1st 582 had no starter so I hand propped it. The 2nd 582 had an E box with starter. 

     

    I wanted a 4 stroke and installed the 1st Jabiru 2200. They had just changed to hyd lifters and the engine had many issues and problems. I had it rebuilt after an exhaust valved head popped and destroyed the number 2 piston, head rod, etc. My dealer replaced the bad stuff and rebuilt it. 

     

    After getting it back from him I fired it up and it threw a rod. I was pissed as you might imagine. 

     

    I contacted the dealer and he said he would provide me with a brand new , up to date Jab 2200 if only I wouldn't publish my experience on the Jabiru forum. I agreed and have been well pleased with this latest engine. I have flown it for 850 hours with nary a hick-up.

     

    I did not build my Avid, but I have modified it to make it all that it can be.

     

    Removed the panel tank. Don't like gas hanging over my legs. It still carries 28 gallons in the wings.

    Removed the flberglass bucket seats and replaced with the sling seat

    Moved the rudder peddals forward 3 inches.

    Added extensions on the elevators for better pitch authority

    Split the windshield. Now it has a clear .060 front Lexan and a .125 tinted top glass.

    Changed the 600 x 6 tires for 800 x 6 x 21" Tundras for that back country flying.

    Installed a leaning device similar to HacMan for the Bing carb.

    Installed a vacuum gauge similar to that used on autos to monitor my engine health.

    Installed VGs which gave much lower stall with flaperons OFF and some benefit with flaperons ON.

    Installed VGs on pilot side of the vertical stab to compensate for the vert stab offset designed for the Rotax spinning the other direction.

    Installed gap seals on horizontal surfaces

    Installed fairings in jury struts, horizontal lift struts and tubes that go from the bungied to the axels.

    Installed a Dynon D6 for those times when you wish you had gyros on board.

    Installed fuel flow meter

     

    My Avid cruises at 100-105 TAS running 2900 RPM burning 2.8 GPH. Range is about 10 hours or 1000 miles...cough...cough. Bladder range is 3 hours.

    Climb is 1000-1400 FPM depending on load and DA.

     

    The Avid was built in 1988 by Craig Johnson

     

    John

     

     

     

     

  8. Posted

    I put this up over at Rotax, but that site seem pretty dead now...

    Has anyone ever put VGs on their flapperons?  This would be in an attempt to minimize the inversion issue when the flap function is extended. 

    If I understand correctly, the inversion situation happens when the further deflected flapperon stalls, loosing it's lift and allowing the opposite flapperon to roll the aircraft in the "wrong" direction.

    Just a thought from the nooby.  :nobashing:

    The "inversion" is caused by flaperons deployed too steeply (more than 15 degrees. The reversal is cause when the wing actually begins to twist from the excessive flaperon deflection. Besides weight reduction the B52 G and H models removed ailerons and use spoilers instead. The B52 wings are very flexible and can twist with ailerons.

    I have my flaperons (trimerons) limited to 10 degrees deflection and reversed the bellcrank to the micer to give much more aileron/flaperon deflection at slow speeds.

    Avid B STOL 3850 hours