I wonder JB if you have compared the Avid Flyer to the Kitfox? In the earlier designs they are nearly identical, but due to name recognition, Kitfoxes cost considerably more. The KF design was an Avid, basically a controversial intellectual property escape allowed KF to use the Avid design, although later years the KF matured away (and later models are arguably worth more as a result). My Avid Mark IV is a terrific tail dragger, almost 600 lbs of useful load, burns car gas and can be bought for $15k or so. I have seen equivilent KFs asking 25K or more. Just a thought.
North, I'll keep posting here and also respond to any PM. The engine slipped right into the 582 mount, and only weighs about 10 lb more. Yes, Rotax Rick (Ron Davis) pointed me to Mike Hair, who made the tuned exhaust. Mike charged me $250 plus shipping, which seemed very fair. I noted that the 90 degree elbow probably wants to be a 135, Mike is making that 135 now and will swap at no cost (good guy). I have a fuel flow meter, and intend to take careful readings in Phase 1 and will post it all.
Trial fit of Mike Hair 670 muffler, looks good. I will have to cut back the cowl bottom, for sure. Mike is making a 135 deg elbow to replace the 90, which is shown here. I intend to hang the muffler off the firewall, using the existing circle clamps and some strong silicon rubber straps.
Engine torque is not a factor in yaw on airplanes, but many instructors use that term to get pilots to center the ball on initial climbout. The real factor that drives the ball out on takeoff and climbout is propeller P factor, which makes us use Left rudder on rotax Avids, and right rudder on most Cessnas. Basically, when the aircraft is slow and operating at high angle of attack, the downsweeping prop blade has a higher angle of attack, and more thrust that the up sweeping blade, so the center of prop thrust moves to the left on an Avid, driving the nose right, and asking us to put more left pedal in.
He added a cross bar that ties in the two sides, parallel to the belly. Early models didn't have that, and some hard landings caused the side frame to buckle in. The new bar considerably strengthens the frame against side loads (now it is much like the High Country gear, for example). I think that answers many of the concerns posted. We shall see.
There is another thread that discusses these kinds of gear, and goes into details. One poster put forth some interesting ideas, I also posted a structural analysis of the Fitt gear. Interesting reading for us geeks. Here is that thread:
Jenki, I agree, the grove concentrates the load, while the cabane spreads it out across the belly, especially with the cross struts and the belly rod that joins the two sides. I did buy a set of Fitt cabane gear and will install it this week. It is very similar to the High Country, except for the stiff spring instead of the bungees (the springs catch a lot of flack around these parts!). The Fitt gear also looks to be a bit heavier, made of somewhat thicker steel (but that is hard to judge from a few snapshots.) I will mike my gear and publish the dimensions for comparison.
EDMO, Those are great videos, and show the Grove gear being dropped from 12" and 18", fairly standard tests for landing gear. In fact, Part 23 (which every Avid meets) is 8 feet per second drop from 12.6", at max weight. The 18" drop Grove shows is 10 feet per second, but at reduced gross weight that helps compensate for the extra height and extra drop speed. Judging by the flexing of the aluminum, I would guess that the gear would fail if it was dropped at 10 ft/sec and full gross weight. Note 1, I rejected the Grove gear as a choice because Grove quoted over $3000 for my avid (without any wheels or brake parts, just the gear, the fuselage saddle fittings and hardware.) I was expecting 2000 or so, and fell off my chair. I called and talked to them, no dice. They wanted $500 for the fuselage aluminum saddle blocks, which looked like a hour's work for a machine shop, once the curve shape is known. I think Grove has priced themselves out of my market. Note 2, the Lowell Fitt gear I am installing this week meets the same drop criteria as the Grove gear, to a T. I am not sure I will drop it, mainly because I cant think of an easy way that won't harm the rest of my airplane!
I flew my Avid Mk IV at about 17 inches (1/2 inch aft of the limit of 16.5) and I could feel the difference in the flare to land, much less pitch stability. The longitudinal dynamic stability about neutral in the flare, so that if you pick the nose up a bit more than needed, it wants to keep going slowly nose up with neutral longitudinal stick. When I get back in the air I will explore this a bit more.