As Joey "C5Engineer" mentioned he is working on producing parts. I just ordered my Speedwing Extension with no problems so far. Except parts were to be here yesterday but that is not his Fault! The tracking number said yesterday but USPS is dragging their feet as usual!! Cheers Randy
I have the fiberglass seat now and always wondered what the sling seat looks like and if I would have to modify anything for it to work. My seat sits almost vertical making long flights kind of miserable.
Being in the "vented tank" camp, I really do not want to bring us back to an old debate, but FWIW my old KF2 (with a big "header tank" LOL) would get an airlock in the feed line from the wing tank to the main "header" tank. I would draw the main tank down to about half then turn the wing feed on (in the air). Air would then rise up (mostly due to more pressure in the main due to a main tank cap tube that produced pressure better) and that higher pressure would push air (in the half empty tank) up into the feed line to the wing and "lock" out the flow. I'd have to land and blow air into the wing cap tube to restart flow. So, possibly like the OP here, I was in a situation with unusable fuel in a wing (due to more pressure in one tank than the other). Here's a possible scenario that would be like what I experienced: If his right tank pressurized better, then it may have fed better and went empty sooner. Then, when empty, the pressure tube on the right continued to push across to his feeder / header (assuming no vent from header to left tank). The pressure from the right may have had nowhere to go except up the fuel line to the left, stopping flow similarly to what I experienced. If you think about it, it would be possible, (on the ground without header tank venting) to pressurize one empty tank enough to even reverse flow or blow air bubbles across to the other tank (if it were empty enough without a lot of head pressure), and that is why I am in the camp of header tank venting. But, admittedly, this scenario I purpose only arises in the air with a significant pressure differential (uncommon) and low head pressure (low quantity in other tank). Kind of a rare scenario, and that is probably why systems without vents work just fine for people most all of the time.
Thanks, really looking forward to learning to fly. Yes, the baggage door is on the passenger side, not sure why. Your words echo others who have told me the performance should be really good. My Magnum is S/N 04. Avid had two Magnum factory demonstrators, one was blue and silver tail drager and a yellow and blue one ... mine. My magnum was built by a professional builder for Avid (can't remember his name, I'll have to look at the documentation). Apparently, it was built in a tricycle confirguration so Avid could show case that option to potential buyers. It also has 38 gallon fuel capacity. Two 14 gallon inboard fuel tanks and two 5 gallon wingtip tanks. The elderly gentleman that I bought my plane from said he only once ever filled the wing tip tanks. He also said that it was "a fun plane to fly and the performance was spectacular". Before I brought it up to Canada it was in Arizona. Specs as listed on the documentation that came with the plane. empty = 950 lbs gross = 1750 lbs lycoming 0320 160 hp My long term plan is to put it on amphibious floats for summer and eventually convert it to a tail drager and put it on skis for winter flying. About a month ago I was talking to a gentleman in southern Ontario, who was selling his Magnum. He said he actually test flew both of the factory Avid demonstrators before deciding to buy a kit backin the early 1980's. The blue one had a slightly smaller hp engine. Can't remember exactly which engine but he did say he could notice the performance difference with the more powerful 160 hp engine. Again, please keep us all posted on your progress. Best regards Brian
As for actually terminating the ends and winding the bungees there is LOTS on this site to make the job easy, but you have to spend some time searching the various threads. Very well worth the time though. Saves you having to re-invent the wheel! :-)
Thanks! This is what I got when I ordered over the phone http://m.aircraftspruce.com/catalog/lgpages/bungee10mm.php?clickkey=6282 when it showed up, I called and she read to me over the phone and I looked it up in the catalog - I didn’t think it was correct! appreciate the help
Trapped air escapes the header because of the not perfectly even draw, and because any change from level flight moves fuel (and air) between the fuel tanks via the header, so air very quickly escapes the header tank to the fuel tanks and does not return.
Brian nice looking Magnum! The performance will amaze you. Your Magnum has the baggage door on the passenger side??? Mine is on the pilot side. That seems totally weird to me. Why would they change that of all things? Is yours an early or later Magnum? What is the gross weight? Mine is later S/N and 1750 gross. Is it possible your photo images are inverted? RJ I will be starting my Magnum rebuild thread soon too! You will be building. I will be re-building. If the Fat Avid was any indication, rebuilding takes longer than building! My Magnum also has dynafocal. Very smooth.
Chris If both tank contain fuel, I think that without a vent there is no way for air trapped in the header tank to escape. And yes both tanks feed the header at the same time, but not at the same rate as the circuit is not symmetrical. As I have the habit to fill the same quantity of fuel in each tank, I suppose that over time the level of fuel in the left tank has become higher that in the right one. (I use a FC10 fuel computer to estimate the remaining fuel, as checking the level in the transparent tubes inside the cabin is highly imprecise)
The fella in ND is William Langford. He has made up some FWF components for the Yamaha that fit the KF 4-7 and has offered to help with custom engine mounts. Problem there for you obviously is about 1000 miles! But dont be too intimidated with making your own custom mount. I had not done it before and (with some help and a lot of time) was able to tackle it: http://www.avidfoxflyers.com/index.php?/topic/5345-yamaha-genesis-rx-1-install-in-kitfox-5/&page=2
I called the contact number, he wouldn’t give the back story of why it ended up like this. Called a local DAR I met recently and he said it would be possible but he wouldn’t touch it without a substantially documented rebuild. i too am dang curious as to what it will go for
Morning- so, I am about to swap the bungees on my MK IV with the wide stance gear. I’ve done my research and homework yet still have two issues. i ordered the shock cord from AS and what came in is ALL black, not flecked. It does seem relatively stiff (as compared to Ace hardware stuff) but I’ve nothing to compare it to. AS says, both in the catalog and when Inspoke to the rep on the phone, that it’s for landing gear...thoughts? Secondly, with the slick outer casing, should I up the number of wire wraps? Would too many be detrimental and possibly cause premature failure by cutting into the cord? Suggestions and advice GREATLY appreciated
Jim, FWIW, in a pinch and needing a seal on one of mine: I cut a seal to fit out of 1/8" thick silicone baffel seal (see link) I had laying in the parts bin as a temporary fix. Has worked so well I haven't bothered sourcing a proper replacement seal-:) http://www.aircraftspruce.com/catalog/appages/siliconecowlseals.php?gclid=EAIaIQobChMIjbmU_YTv3AIVjQOGCh0JkwAsEAYYAyABEgIHEfD_BwE