lv2plyguitar

On Form 8130-6 Section B the question is "check if all applicable ADs are complied with and give the number of the last AD SUPPLEMENT available in the biweekly series as of the date of application"

What do I put here?

Thanks

When I got my Skyraider inspected the DAR told me that I needed a material list of everything that went into the build,unless the kit manufacturer had been assigned as a qualified kit builder.This went into effect in 2009.Luckly I had already purchased my kit prior to 2009.Skyraider says they are on the FAA list now.It has something to do with the 51 percent rule so if your kit is not on the list then you have to prove that you built more than half of the airplane.Bunch of more crap we have to deal with.Good Luck Randy

I think that AVID Flyer is on the list so no worries there.

Those 'requirements' sound applicable to a standard airworthiness certificate, not a special airworthiness certificate (E-AB).

HERE is a link to one DAR's E-AB inspection checklist, plus his explanations of any items not a regulatory requirement.

On form 8130-6 section 4 is for experimental. The form itself does not say that it is special A.C. Am I filling out the wrong form?

Thanks

The annual condition inspection falls under 43, part D. 91 is airworthiness, I think - been too long since I studied them and then that was not for experimentals - just part 23 certified.

Try calling the local FAA offiec and talk to another inspector.

The EAA should give you some kind of answer to stand your ground on - as long as you can quote a rule, the DAR has no reason to deny you.

ED in MO

They told me to just do what he says even though its not required. I have no format though. From what I understand the DAR wants the equipment listed with the arm and moment for the weight and balance calculations. I have already contacted the FAA and they are going to have an answer for me in a couple days and let me know if its even required.

My first thought would be to pick up the phone and call Anchorage FAA. If they agree, get a copy of FAR 91 and read it closely - I know that under certain conditions, part 23 and commercialy operated planes have to have an equipment list, but really didnt think that our little birds needed that for airworthiness.

Survival packs are required in the Alaska Supliment, is that under part 91?

You could call the EAA and ask for an advisor to talk to.

I would sure like to hear the answers - never heard of this before.

I will lie like hell before I take all my instruments out and weigh them!!!!!!!!!!!

They are included in Empty weight, except the survival pack.

I've got some extra instruments I could weigh for you - sure between all of us we could come up with some figures for you........

ED in MO

Do Avid Flyers even fall under part 91? I have been following the EAA checklist religiously to get ready for the inspection and the part 91 thing has threw me for a loop.

I am having a little trouble with my DAR inspector because of his lack of experience with amatuer home built. He said that my AVID Flyer falls under part 91. This means that as part of my air worthiness inspection process I haft to have a full equipment list including but not limited to instruments, strobe box, battery, survival pack, etc. and the weights of all.

What are your thoughts on this.

I have the Mike Jacober adjustable carbs. I want to make sure that mine are working properly. If I have the needles turned all the way open, how many turns should I screw them in before I start noticing a difference. The reason I ask is that at 4000 rpm I notice a change on the first turn. What kind of egt should I be seeing at 4000 rpm, 5500 rpm, 6200 rpm.

Thanks

It looks like the weather may cooperate, so I may go play a bit on Sat. Will you be around? if so, where are you on the lake?

Dave

I am actually not on the lake. I am on Knik goose bay. You can come by on Sunday and take a look at the plane. At the same time you can check out the belly pod that Randy is considering having made.

Thanks Ed, Otherwise I want to find a way to keep my cockpit hotter because I live in Alaska. I do have the radiator heater but that is not enough.

Well I got to actually put the new Airdale tailski to the test yesterday. Jack ordered one from Brett and it arrived this weekend so he brought it out to the hangar and had to twist my arm to get me to try it out. I was impressed by the design and quality of it. I got the UHMW plastic bottom cut out, shaped and riveted to the tubing frame that night and installed on Sunday afternoon and headed out to Willow to meet up with a buddy and his SuperCub. Interesting flight as I think it was the first time I have had to use full aleron to the stop and hold it there for 3 or 4 seconds to get wings level after one of the gusts. Also the first time I have seen a 900 fpm updraft for 500'.

Takeoff on Wolf lake was mostly on ice but it steered well with the wheel penetration. I did a touch and go on a lake on the way over to see if there were any handling issues and it felt good. My friend's runway was groomed and packed with about 4" of fresh snow on top so no real test there but ground handling and steering was superior to the TW with no ski. It turns sharper with the ski on than with just the TW. We headed out about 120 miles west to check out some cabins my buddy was looking at and lit on a few untouched swamps as well as semi-packed areas. My real interest was how it would perform in the untracked areas. The snow was windblown so it had a fairly solid top (but not icy) and it would not support your full weight. It was about up to the crotch when you punched through. We landed and turned a loop to get back in our tracks and stopped. My buddy's Cub without a tail ski but with an AK bushwheel tailwheel had the tail burried to the horiz stab. The tail ski on the Avid was about 6 to 8" deep.

Now for the test; It made a noticeable difference in my takeoff run. It came up to speed almost like it was on solid snow. Without the tailski I would have been sitting down to the horiz. stab like the Cub. It has always taken a pretty long run to get the tail up and out of the snow enough to start building airspeed. Needless to say I was impressed. It didn't feel like it was struggling to get to the magic 20 mph where tail was out of the snow and the airspeed could build like normal. Instead there was no struggle, great control and a much shorter takoff run, plus great stearing control. I give it a .

I had one mishap with it that I think was my fault. I forgot to tighten the limit cable links and I set the ski angle pretty flat (cool adjustable ski design) so it would not drag the bottom when I had the plane up on my tow trailer to get it from the hangar to the lake. When I landed back at my buddy's strip I went to turn around in the unpacked snow off of the groomed runway. All of a sudden I could hardly steer and was at full power to keep the plane moving. When I got it to a packed area I investigated and one of the connecting links on the limit cable was missing and the ski had flipped over. The spring was streched but the limit cable was still fine. I put a new link on it, tightened both links this time, trimmed and replaced the spring and reset the angle of the ski for increase the entrance angle; then off to battle the winds toward home.

I did not think I would ever put a ski on the Avid because I thought it was light enough it would not make any real difference. Now I'm convinced; I have to get one of these. A very good job on the design and construction!

Randy

Randy,

Do you have a picture of this tail ski. I am thinking to purchase one.

Thanks

6" maule tail wheel for sale. This is the hard one. Comes with two springs.

$90.00

Carlisle 8.00-6 4 ply turf-glide. I think they stand about 17" high. New condition. Taxied once.

$70.00 for the two

Federal 1500 A Skis. Dim is 48" long by 8" wide. Great Shape. Slightly larger hole than the AVID Flyer Axle.

$650.00 Firm with the Rigging that fits Avid Flyer. $600.00 without the rigging.

I still have the heater for sale - It should work with any water-cooled engine - The only place where it will not work is with the nose tank, unless you figure out how to mount it below the tank.

ED in MO

Sounds like it would be great for Alaska. What is its weight.

Here are photos of my heater and controls. Ed in MO

Is this heater still for sell? Will it work with a rotax 582?

Thanks

Heres the pictures again for those interested.

Someone asked about flaperons on this forum. Here is what I have in my manual.

Flaperons.pdf

Here is the latest picture of the AVID Heavy. Just rigged the federal skis, covered the gear, and adding a black stripe to break up the monotony. Did the five minute run up at 5800 static. 1125 egt, 162 water temp.

Just need to get it inspected and then I'm off and running.

Sounds good Jeff, it will we great to have you flying too! If you're going to be around this coming weekend I would like to take a look at it.

Also talk about getting Randy at Plaschem to look at your cargo pod and see what it would cost to have him build some.

Just give me a call. I need to get you and Leni to quickly fly off my 40 hrs. I need to get going on my training.

Checked with FAA and it is perfectly fine to have someone else fly off the 40.

Sounds like you are good to go! Are you prepping for the first flight??

Getting my paperwork ready for the DAR. Hope it goes well. Tired of dealing with building and ready for flying.

You are correct in that anything forward of the datum is a negative moment. Make sure your properly leveled before making those measurements. Those numbers you posted are the same ones I have for the fwd and aft limit. Most stock Avids the fwd limit is the one to watch. It's almost impossible to get it to the aft unless you've done an extended baggage or something.

Level just inside wing spar connection and leveled side to side. The rear of my baggage compartment is 65" from datum. At 35lbs in baggage I am still within design limitations.

Thanks for your response. You should fly your AVID to Alaska this summer. June - August.

You decide on fuel. They just want the exact W&B for a specific configuration. I used my own weight and 10 gallons on mine. Your going to need a max forward and max aft config as well. I have an excel spreadsheet with the formulas built in that works nice.

Already figured the max forward and max aft. Max Aft is with pilot (170 arm 16) passenger (170 arm 16) Baggage (35 arm 65) Fuel (168 arm 15) Aircraft Empty 568 Got Most AFT CG at 15.23.

Figured most forward cg Aircraft empty 568 Pilot (170 arm 16) Fuel ( 12 arm 15) Got most forward CG at 12.78.

Empty CG is Left wheel 261 Right wheel 257 Tail 50 left -1" from datum right -1" from datum tail 144" from datum

Empty CG calculates at 11.76

Thanks for your response to my post.

On my weight and balance form its asking for "Flight Test Weight & CG".

Do I put in my own weight for the Front Seat and do I decide the amount of fuel during flight test or does the DAR assign the amount of fuel he wants me to carry.

Thanks

If I am figuring the Moment for my left wheel for instance, the center of the axle on the main gear falls 1 inch in front of the datum line which is the string dropped off the leading edge of wing with the plane in level flight. So I am assuming that the Arm for the main gear is -1" so for the Left wheel @ 261 pounds is the moment -261 or +261.

Also, what is the design limits for the avid heavy hauler. In my manual under weight and balance it says "the following cg data may be of interest" "Forward CG is +11.185 Aft CG limit is +16.5". Is that my actual design limitations?

Thanks

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What do you AVID owners recommend for placement of fuel lines from wing to header tank that is located behind seat on passenger side.

Thanks