NorthIdahoAvidflyer

Our flight last weekend was saved twice with a well prepared member (The Machinist) with a tool good kit. 
I would love to hear what you guy have for tool and supplies in the plane during trips. I have started a list and want to make sure I don't miss something important.
 

Found one of these for sale. Two blade 70 ". They said it would be good on a 582. Anyone familiar with these or have ran one on a 582? 

My plane was back together and the weather report said a perfect day for flying. I sent out a few text messages inviting a few friends to meet up at KCOE. It was last minute but I had a hall pass and the Mountain Avid needed to fly somewhere cool. 
The Machinist was the first one to start blowing up my phone the next morning saying he was ready to go. I got to the Airport just in time to see Daryl Jones land in his Murphy Moose. Just about the time we got Daryl parked I heard my friend Mark from Deer Park call on the radio that he was 6 miles out.
I installed my Stratux receiver, Ipad, PPT cable, fueled the plane and installed the cowl after a good pre-flight. We got the Machinist on the phone and made a plan to meet at Cavanagh Bay (66S).
Cavanagh Bay is a Back Country grass strip on the South East end of Priest Lake. They have a nice resort right on the lake that serves food. We had checked the website and they said they were open at 8:00 am. When we were flying in a departing pilot told us there was a sign on the door saying they were closed for the season. We decided to land and make another plan. After we all arrived a local friend of Daryl's walked up to look at the planes. We told him we were looking for breakfast. He suggested we barrow his truck and drive into Coolin. Coolin was only a few miles and had two restaurants. We had a big breakfast and headed back for the Airport. 
We decided to fly over to Sullivan lake (09S) which was 23 Northwest. Mark took off first in his 701 followed by me then the Machinist. We were about one mile out when I heard Mark say that he had a loud noise coming from his engine. The Machinist and I turned left and gave way for Mark to return to the Airport. Once back safe on the ground we pulled the cowl and found that two bolts that hold the exhaust together has departed the aircraft. The Machinist had a good tool kit and Daryl and I was able to borrow some hose clamps and bolts from a local Gentleman. We got Mark all put back together and he opted to fly home. He only has 8 hours on his plane and wanted to take it home and give it a good look over. I think he made a smart choice.
We departed for Sullivan Lake and was about 8 miles out when I thought I was getting more vibration than normal from my propeller. We were just coming by a Forest Service Strip called Nordland so I landed to check it out. The Machinist saved the day again with his tool kit. All looked good and I decided the vibration was me shaking looking at those big mountains we were about to fly through. 
Wow....Mountain flying is amazing. I was nervous and amazed at the same time. I kept a steady eye in the gauges but they were in perfect harmony all day.  We had to climb to 7000 MSL to navigate over the Mountains. I was seeing 600 FPM climb rate at that altitude. Daryl and I made our approach over the lake landing to the North and The Machinist circled around and came in landing to the South. 
We all took a walk down to the Lake and took some pictures, used the facilities and signed the guest book. It was after 3:30 pm so we decided we better start for home. The Machinist headed East to Boundary County, I headed South to CDA (KCOE) and Daryl headed West to Spokane (KSFF). 
The Flight Home was Amazing!!! The WX was perfectly calm. I set the I Fly GPS direct to KCOE. Those new Ipad/GPS units hooked to a Stratux receiver are an amazing tool.  I flew a bit to the West so I could see the Pend Oreille River which goes by Ione WA, Newport WA and Priest River ID. Once you hit Priest River its pretty much a straight shot south Home. 
I enjoyed this trip more than anyone will know because it fills the dream I've had for many years to finally fly the Idaho Back Country. The bonus to that is I got to do it with good friends and fellow aviators. 
More picture to come.

The last flight I noticed that when I did my elevator check if I let it down slowly with my hand is seems normal (no resistance). If I pull the stick back and let it go it lets down slowly like the elevator control rod is pushing against the controls. I plan to take the elevator control rod loss from the controls down between the seats and see if the resistance is there without it hooked to the controls. I see some movement in one of the blocks that hold the main control tube to the floor board. I'm wondering if one of the blocks is loose enough that its causing a bind from side to side once weight is applied to it from the elevator control rod. I may need to pull the belly pan off and tighten the bolt that hole the block to the floor and apply some lube. 
Has anyone else had the same thing happen? 

I would love to put this on my Avid. Seems like a good deal. 
 

Since day one of my little planes new life I have been unable to get my cruise EGT temps to acceptable levels.
Here is the things I have done or tried:
1. Checked probe location and found that someone had placed the probes holes 3.5 inches out on the Exhaust Manifold. Welded up the holes and re-drilled them 38MM (1.49 inches) out from the face of the port. Installed new probes.
2. Rebuilt cards with new jetting and leaned the Idler circuit
3. Needle clip to the richest setting. Anything leaner that the richest position made the EGT temp rise over 1200 in cruise. 
4. Added pitch to the prop. This was the only thing that seemed to help but it took so much pitch that the performance was not acceptable for normal operation.  
5. Purchased a longer propeller to load the engine. Again high pitch setting was the only noticeable difference.
6. Purchased and installed one size bigger Jet needle. Didn't see much of a change to the mid range as reported by others. In fact I seen a slight raise in the temps.
7. Read every article I could find. CPS, Ultralight news, several independent articles, this form, Kitfox form, and the Rotax form. Most articles I copied and saved in my builders reference manual.
8. Monitored Plug color per Jimchuk. The plugs said I was OK so I continued to keep searching.
 
I was talking to a friend the other day and was explaining to him what I'd been dealing with. He asked if I had tried a larger main jet. I told him that my temps were good at WOT and I didn't believe this was the problem. He suggested I install the next larger main jet, run it at the current needle setting, lean the needle if needed and see if that had any effect on the my mid-range problem. At this point I was willing to try anything. I threw in the next bigger set of main jets and took it for a flight around the pattern. What did I see......hotter EGT temps than before. You have to be kidding me I thought!!! I thought adding fuel cools the circuit?? Why was it that every time I added more fuel with a jet temps showed hotter??? 
I went home, got my articles out and started reading through them again. I found the answer and it had to do with the installation of the EGT probes. If you use the 1" EGT probe (which I did)you have to shim the probe out with 7 AN-3 washers (which I didnt) so the tip of the probe is placed inside the manifold no deeper than half the diameter of the pipe. If you insert the tip of the probe all the way to the other side you are outside the cone of the flame. The cone of the flame (cooler part of the flame) is where the temperature is supposed to be taken. Anything outside of that area will produce hotter readings. As the article explained.... you will know this by raising EGT temperatures if you enrichen the circuit. When you add more fuel to the system the excess fuel gets pushed out of the cylinder and is burned inside the manifold. The more flame the hotter temp 
Now you can purchase probes with 1/2 inch long sensors right from Westach. The bayonet probes can be adjusted. Unfortunately I cut the excess clamp off which made one of them to short to add the washer between the probe and the pipe. I was able to install washers under one of my probes. So far it looks like this was the problem all the time. 
A lot of the headaches I've ran into with buying someone else's project was because things were installed incorrectly some of which I took apart and reinstalled back the same way. If you buy someone else's project it never hurts to double check the installation instructions on everything. 
I hope this will help someone who may have the same issue or as Joey called it is" Chasing a Mermaid".