DBVZ

I have an Avid, that had the BRS in it when I bought it. Mostly, if I have trouble in flight I plan to land ASAP. In-flight structural failure is very unlikely unless you hit something, but if you did it may save you. The other possible application is for flight over areas without any landing space even for a plane like an Avid or Kitfox that can land almost anywhere. Again, unlikely. I do not plan to take it out. The weight penalty is minor, and I can still fly 2 big adults with full fuel. My wife likes the fact the plane has it, and that is worth something.

Back in my Army days, we had a chance to learn how to load a C5 with dump trucks and semi tractor trailers, they only worried about the weight front to back not side to side, I think that the ailerons would cover that amount of roll. You may be down to building your own tank, use a epoxy resin that will withstand alcohol even if you don't plan to burn any, you can make a mold out of styrofoam build the bottom and sides to shape and remove the foam, put ribs in where they would normally go and lay the top on with precured glass then glass in the edges. If that is more than you want to do I am sure someone could do it for you. I would do it but you would have to supply the rib shape and materials. You would also need one heck of a bladder to make use of 36 gallons of fuel.

Thanks for that offer. I had considered making a tank, but have no experience with that kind of fabrication, to assure proper shape and no leaks. If a tank does not become available ready-made, I may get back to you.

My interest is in a high endurance capability when solo. Easy to deal with bladder capacity that way.

Not available from Airdale. Anyone with a 2-tank kit that is not going to use both, or changing from Speedwing to STOL or HH wings? Thanks.

Contact Airdale, they had the tanks a couple of months ago when I decided to go plastic. I don't know if he is using alcohol resistant resin, but he should be able to build them.

Not available from Airdale. Anyone with a 2-tank kit that is not going to use both, or changing from Speedwing to STOL or HH wings? Thanks.

Any plane with a single tank can have a slight rolling moment when the tank is full, but it is not very pronounced. I have a few hundred hours in a kitfox with only one wing tank and I never even really noticed it.

I expect the Avid Speedwing may be about the most extreme situation, with a single 18 gal tank in a wing that is quite short.

hello, do you feel a left banking when you fly full single tank?

This inquiry is about availability, to add a second tank to an Speedwing with only a right tank that I am interested in buying. I have not flown it yet. I expect some right banking with a full right tank, but solo you balance it a little. Someone who is flying a single tank Speedwing can give a better answer.

Not sure where to post this. I am looking for where to get a left side 18 gal tank for Avid Speedwing. Any help appreciated. Thanks.

I am looking for a left side 18 gal speedwing tank. Any help finding one would be appreciated. Alcohol resistant preferred. Thanks.

Very interesting. Thanks. That will make it easier to do what I think I want to do. I was not worried about the structure of the speedwing, just the process to keep it "legal". If no process is needed, beyond what I think I need to determine it will fly safely, that works for me.

Huh? Your getting way to serious about these little airplanes. I are pilot

Here ya go

A 185 should clear up any gross weight concerns you might have.

Yes. Very serious. I would still like to see information on the G-laod for the other wings, and some information on issues with increased loading. I have seen a Mk IV STOL with a max gross listed as 1320, but the flight testing seems to have all been done at 1070. If the engineering results in a +6/-3 for the Speedwing, then it seems like added weight is not an issue for the wing structure. Ihe issue would be performance, stall speed, climb rate, ceiling... If that is right, it seems like a change of gross weight to something a little higher ought to be approved if you do some flight testing (as a major alteration) at the higher weight to determine the performance is all acceptable. Again, am I missing something here? Why would this work/not work?

Another post on this issue said simply, you have no weight limit on an EXP. The implication is that the statement in the operating limitations requires the flight test information to be recorded in the log book, but that is not a weight limit. The W/B done when you submit your program letter signed by the DAR is just the first W/B and you are free to make a new one anytime. The data plate on the tail has a spot for gross weight, but builders are told to leave it blank by EAA. You are free to load as much as you want, and "experiment". That just did not seem right to me. Another post, on another forum, said a weight change proposal is handled just like any other major alteration, with some flight testing in a test area.

Has anyone proposed a weight increase after phase 2 testing? And what was the process you were required to follow? And was it approved? Thanks.

Help me understand the G-loading question. In looking for load ratings for the different wings used on the Mk IV, I think I have this right:

Gross Weight G-load Wing Span

Speedwing: 1050 +6/-3 23' 11.5"

Heavy Hauler: 1150 +4.4/-2.2 29' 10.5"

My question is, if the Speedwing is +6/-3 at 1050, how does that change with increased weight? My simple calculation is 6 X 1050 = 6300 pounds loading. 6300/4.4 = 1432. So why not set the max gross at 1432? Or set it at 1320, and have a G-load of 4.77? If someone can direct me to authoritative load ratings for the other wings, I would appreciate it. Thanks.

Is it possible to change the weight when you change the wings, for a non-builder owner? The different wings allow higher weights when building, but how do you do it later as a non-builder owner? And if the builder can set the max gross even higher than the kit MFG suggests for a particular wing, what can a non-builder owner do if he makes a "major modification" and submits the resulting new W/B to the FSDO?

I looked at a plane where the owner replaced most of the steam gauges with an Integra 6624 and Avmap GPS. If those are lost due to a power loss or lightning strike, the only flight instrument is a compass. No air speed, altimeter, VSI, turn and bank, or gyro's - just compass. So what do you think?

I have always liked having some redundant instruments, and while this is a VFR aircraft if you happen to get into IMC with just a compass it seems like survival gets pretty unlikely. In IFR aircraft you usually have electric, air pressure, and vac powered instruments so no single failure will leave you flying blind.

With the current state of aviation electronics, that have both panel power and an internal battery, would you fly a VFR aircraft with a glass panel that is not just primary, but is the only source of flight information other than mag heading? The Integra and Avmap provide a nice display of more than enough flight information, as long as they keep working.