lv2plyguitar

Whats the differences you see that make the AVID more fun.  I have considered going to larger bush plane but have no experience in one.

I adjusted the pitch on the whirlwind 3 blade 75" STOL from 17.5 to 16.  I can feel the added torque on take off and the climb angle is steeper.  Appears that setting puts the engine at around 5800 full throttle in flight.  I can go full throttle for a few seconds as the plane approaches VNE very quickly at 5800.

You'll be ready for Valdez STOL competitions once the boat anchor is removed and the Rotax installed.  I am thinking about ordering the zipper kit so I can do a vertical climb.

I called on this and the wings are 18" oc ribs.  From inboard rib to tip is 16' 8".  Its not a HH wing in my opinion.

Does this aircraft have longer wings than the Model C Avid?

Thanks

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I would love to see a bolt on design where the flaperon is separated where one part is flaps and the rest is aileron.  Leni has a plane with that design already.  Be nice to put some larger flaps on the avid and get is slowed down to 30. 

Block off the wing spars so mice do not live in wing.

Last night I set the pitch at 16.  Was set at 17.5.  Ill post the results on here as soon as I get a chance to fly.

How much length do you get with the wing extension kit?

Okay so I've been flying three years but have never understood why pitch on a prop can improve takeoff performance.  I am running a rotax 912 uls on an AVID C.  Have a Whirlwind 3 blade 75 STOL prop.  Currently have it set at 17.5 pitch.  I am not getting 5800 rpm at full throttle in flight or 5300 static.  My question is this.  If I backed off the pitch to 15 to achieve the 5300 static / 5800 in flight how would that improve takeoff performance since its not pulling as hard with the 17.5 pitch. 

I did not know this video existed until today.  Landing on 900' strip at gold mine.  The approach is a little precarious but with enough mixing the pot can get lined up.  This is before I got 26" bush wheels, VG's and rotax 912 ULS.

I'm researching this because I will need a modified airbox. Don't know if its worth the time and money. The standard one in the picture wont work for me because of clearances from the firewall. 

I have heard the tuned intake increases the horsepower by 5 horse on the Rotax 912 uLS.  Is that true? Any of you testing running engine with and without?

If you tighten the springs from rudder to arms this will prevent the wheel from cantering as easy.  I had stiff springs last year and rarely would my wheel canter.  I did not like because I could not turn around in tight places so I got looser springs.  The difference was amazing but required me to be on the rudder and brakes more to keep from ground looping.  Stiffer springs will help solve your problem.

https://www.greatalaskaaviationgathering.org/

Leni on this forum may be able to hook you up with engine mount.

No fuselage stretch.  The firewall forward weight with mounts and everything was about the same as the original 582 setup.  The CG is perfect.  I can pickup a 912 by myself.  Very light engine.  The 582 setup had a lot of steel for the mark Iv mount. 

Tried to break up the orange monotony with some mountain graphics.  The cowling is finished to accommodate the longer 912.  Not the best job but I'm flying.

Jack thanks for the reply.  The tank is not leaking for sure.  Syringe is a possible method.

All the fabric covering the under camber part of the fuel tank is sagging.  Any suggestion how to get glue in their without cutting and patching.

Thanks 

Absolutely.  Shipping would probably be 100 bucks from Alaska. My plane is a model C.  They can use mine as a jig.  You should cut your own slots for flaperon and drill the holes for attach points.

Just take the wings and engine off.  Sell it to one person in three parts.  Problem solved.

Mission Accomplished.  Kitfox wanted $440.00 that included shipping.  CAC wanted 385.00 local.  Got it done locally by image plastics for $175.00.

I cleaned and sanded all the rib ends and then fiberglassed.