lv2plyguitar

The in flight adjustable carbs allow you to adjust the needle as you gain altitude giving you more control over EGT and enhancing fuel savings.  In the picture the white cable going into the top of carb is what controls it.  The dials are installed on the dash.  However I noticed that a stiffer cable would be nice to eliminate the play as the cable is turned.  Mike Jacober was able to summit Mt. McKinley with a 582 with this same set up.

I hope my AVID C model will do all that when I get the 100hp 912 installed.  LOL

Rotax 582 Grey Head Dual Ignition.  120 Original Hours.  Ran Flawlessly.  Everything firewall forward goes with sell.  Includes In Flight adjustable carbs, muffler, Mark 4 mounts, starter, C Drive, Ducati ignition, Cheek radiators.  All seals were replaced 3 years ago prior to running engine for first time at zero hours.  One bolt in exhaust was stripped but oversized. One fitting on engine on crank case for the oil was stripped but fixed.  This engine ran with no failure and is ready to bolt on and run now.  Shipping to lower 48 states from Alaska is about $350.  I will discount price to make up shipping.

I am selling because I am re-powering with a rotax 912.

Asking $3000.00

Thanks for that generous offer.  I am assessing which direction to go.  I have asked Leni to do a lot already.  Thanks for all the help.

That from where I pulled out to take a picture.  Bend is not there when in normal position.

I tried that but it does not work very well.  The arm needs to be at the bottom pivot point on the pedal. 

I want to purchase brake pedals for my AVID C model that have the right geometry.  I don't have the tools to make my own.   Attached is a picture of my existing foot pedal.  Practically need to stand on them to get the brakes to engage enough to start slowing the plane.  So If you have a set to sell let me know.  Thanks

Glad you made it back safe.  I love the gas caps I installed on my AVID.  They are level with wing.  I simply drilled a hole in them and aluminum sodered (sorry for spelling) the tube in.  They will never spin in flight.

How do I contact Joey.  Tried to click on his name but only get an error.  Can you direct him to this discussion?

Thanks

I can already tell my cylinders are to long.  Will need to spend another 250 on shorter cylinders.

Okay I see my issue now.  My brake pedal is identical to first picture.  Now I just need to find new pedals.  I don't have a welder.

How did you get 4:1. I don't understand the mechanics of that and what it looks like.  I already have double pucks and remote resivour. 

how did you get them to the point you could lock them up.

I can post a picture tomorrow.  Thanks

Hi Everyone.  Lets discuss brakes.  I have the latest matco brake cylinders installed with double puck brakes.  Why do I need to practically stand on the brakes to get a solid stop and in the process cramping up my foot every time.  I have the cylinders very close to the pedal at top connection.  The brakes just don't seem to be performing like they could.  Am I missing something other than stronger feet?  What can I expect from double puck brakes since I have not other plane with same setup to compare to.

Thanks

Hello Avid and Kitfox fans.  I am looking for ideas and pictures of the cleanest method to get rid of wind coming in around where the wing mounts against fuselage.  The cold Alaska air on the back of my neck is dreadful.  Looking for pictures so I can see what you did.

Thanks

How did you get the doors closed.

One thing to keep in mind is yes the 670 may have more horse power but the down side is the RPM to get that advertised HP.  Its not a 2000 TBO engine and no way would I fly my wife and kids behind a 2 cylinder rotax pumping out 130 HP.   The rotax 912 ULS will cannabilize the 670 because the 912 will continue to run long after a 670 needs overhauled.  Your cost to do 300 hour overhauls on a 670 for the life span of a 912 will be $12,006.  That is 6.67 overhauls at 1800 each.  Then add the 670 engine costs new of 5500.  Total cost is $17,506 for a 670 compared to an initial cost of $15000 for a rotax 912 ULS which is far more reliable than a 670 screaming through the air at 7000 rpm to reach 100 HP (my guess on performance at 7000 rpm.).  I have rode with many a guy that have high performance snowmobiles.  Never been on a trip where someone didn't burn down an engine or something periphrial went wrong.  The purpose of the introduction of the 912 was longevity with power to make an affordable engine that is half the cost of a new continental.  Now for the Brave hearts I get the 130 - 140 HP attraction.  I would do it to if I was not flying passengers. For longevity, HP, and power to weight their is no comparing a rotax 912 to a 670.  Remember when your 670 is on the work bench doing an overhaul 6.67 times I will be flying overhead for 2000 hours.  I don't think you can even overhaul a 670 6.67 times.  At some point the entire engine will need changing.  All in good fun.  :-). 

CAC Plastics does have that mold. 

I would like cub style gear as well. 

I have always wanted to put an AVID Flyer decal on my plane but don't know where to find any that are already designed.  Do you have any leads?

Thanks

Kitfox makes the sockets to fit the rotax ring mount. They also sell isolators to fit sockets. 

Looks a lot cleaner than a bed mount. Very nice. 

So with the rotax 912 installed and 2 14 gallon fuel tanks and two people with cargo I will be running 1178 gross.  I saw those tests before.  Very impressive.

Does that gross weight of 911 change if the Mark 4 struts are added?  I am pretty sure the spar is .065.  The serial number on my plane is 365.  It seems that the 911 gross does not give much option for a two seat avid.

Plane      500  Passengers  380  Fuel    150  Total weight  1030.  So just looking at conservative numbers an Avid model C is not really a two seater plane unless you just have 10 gallons of gas.