Really nice looking plane and nice panel. You shouldn't have any problem finding a happy buyer. I already have 3 Avids so not in the market, but curious what empty weight is. My fat Avid is 700 lb empty. I'm guessing you are at 640-660? Also curious what cruise is at 6 GPM fuel flow. I assume you have fuel flow with the EIS? Six GPM in my Fat Avid tri gear with under camber wing, 21 inch mains and 600 X 6 nose wheel is 100 MPH plus or minus. I bet with the narrower fuse, smaller tires and speed wing, it really gets up and moves along.
This isn't answering the question, but I have both single and dual wehlan power supply trigger boxes and 4 strobe/position lights (2 red 2 green) that are free for paying the shipping to anyone who is trying to keep their system alive. This isn't an offer to just give them ALL away to one person to just collect them, but I will give what ever someone needs to fix their problem and keep their legacy system alive. Chris
I have my ignition "start" switch wired downstream of my Facet fuel pump switch/breaker. (it is one of those toggle switch breakers) The fuel pump must be on for the engine to start (It's a 912). Once the engine starts I generally turn it off almost immediately and don't use it during any phases of flight. It's basically to generate initial fuel pressure for start and to use in case of a reduced fuel flow emergency, which I have never experienced thankfully. I wired it this way because I thought it made sense, and it saved me a separate fuse/breaker for the start switch.
Interesting you mentioned turning sticks around. In my Fat Avid the fuselage is wider, but the same stick setup is used as in a normal Avid. In order to center the stick between my legs and have it positioned comfortably, I had to have rotated about 45 degrees instead of forward or backward. So you can spin the stick around in the little hole until it works as you like!
It is a very capable back country plane. I would not call it a cross country cruiser at all, although it will eat any of the other Avids and kitfoxes for lunch in cruise and comfort. With a skilled pilot and kept light the Magnum will land most anywhere. Speed control and skill are the key. If you can stay in the narrower sweet spot compared to a cub like wing you will do virtually as well. It's just a narrower sweet spot.
I think the difference is a lot like when I fly a MKiV compared to a Rans S6 for instance. The last few feet above the ground during flair are much more forgiving in the Rans. I can really screw up landing my friends S6 and still every landing is butter. If I screw up and flair a bit too high in the MKIV it will drop instead of float down like the Rans. The MKIV has that under cambered super high lift wing but there is not near the total surface area of the S6 which makes it much more forgiving in ground effect everything else being equal.
IMHO its all about weight. If you have a 900lb Magnum, and its just you and a bit of gas, I'm pretty sure that in the right hands 200 feet could be repeatable....assuming you have excellent speed control and can hit your spot EXACTLY. Most Magnums (mine included) weigh more like 1000-1050lb. That makes a big difference as well as how much baggage you are carrying and of course your actual skill level. I think what you may be after is wanting to know how forgiving that last few seconds of flight are compared to say a Cub. The Magnum is not as forgiving and will stop flying rather abruptly than a cub which will mush better in ground effect because the wing has a lot more surface area. So IMHO which isn't worth much I would rather take off in a Magnum any day, but would rather land in a Cub. Unless the Magnum is super light where the wing loading can approach that of a cub, which it can never really actually do.