Here is the jet sizing chart snatched from http://www.ultralightnews.ca/bing/bingjetchart.html One thing I noted is that the temp is the carb inlet temp, which can be a lot warmer than ambient air. My 670 has at least 10 deg F temp increase at the carb (I used my wife's meat thermometer to check) so I jetted it for the warmer temp.
japowell, The going battery for the 582 is a Group U1 lawn tractor battery, at about 25 lbs and about 35 AH, costs maybe $50 at Walmart . Some folks are now switching to Lion batteries at about 3 lbs (!!) but costing maybe $200. If you are game to stretch the fuselage, I think it is a great idea if you are 6 feet or more, the headroom and leg room are pretty scoshy on a standard Avid. Adding maybe 2" of legroom and 2" of width, plus a little headroom would be great. But I am 5'11" and fit ok,.
Yep, good read - the static friction of the wheels would have to be added to the total, but you could estimate that by just pulling the aircraft slowly while you read the scale. Then add that number to the static thrust as the scale reads when the prop is wound up.
1avidflyer, I am looking for any creep, and so far all looks good. I suspect the actual movement is all within the flex of the parts, but time will tell. So far the main nut holds torque, the clamp holds torque and the thin channel holds the springs nicely. I did put in an inspection hole and cover so I can get to the top of the bolt to set torque properly.
I put a double spring on, with a shorter section that extended down to almost touch the tail wheel. I used only one bolt and doubled the spring, but also clamped the short section to the long section with a simple steel bolted clamp, so both springs act as one. This seems to work well, with no mods to the airframe. Here is a close-up that shows the clamp. This way the one bolt and the thin channel keep everything in place.
The bank angle tilts the lift from the wings, so some of that lift points to the side, which pulls the airplane in that direction. The trim ball stays centered, showing that the side force is balanced by the bank angle. You can create a turn purely with rudder, since that will make a side force to turn you, but when you do that, the turn is flat and the side force is unbalanced, so you skid and are pulled to the outside of the turn. A banked airplane is exactly like a banked car, where the tilt allows you to feel comfortable as the turn takes place. So, the ailerons bank the wings, tilts the lift of the wings so some points sideward, and that turns you.
here is s good, well illustrated discussion: https://www.boldmethod.com/learn-to-fly/aerodynamics/the-aerodynamics-of-a-turn-in-an-airplane/
For me the issue is always the crosswind component and the gust spread. I will fly in 25 knots with gust spread below 10k, but it should be nearly straight down a runway. Any length runway, with a real 20 to 25 knots, the Avid lands at maybe 25 ground speed when you walk it on at stall +15 mph. If there is a crosswind, I use about 8 knot crosswind as my max component, and even then I am wired. I flew mine in California at 20 to 25 knots with 10 knot gusts down the runway and had a ball.