looking closely at your installation it looks like the flaperon hinges are not installed on the flaperon hangers the same LH/RH wing (holes drilled wrong in the flaperon hangers...). As a result your LH flaperon sits lower than the RH.... This might also explain the series of washers in the LH linkage to compensate (get the "zero" flaperon setting on both sides).
Just another thought.
P.s it looks like your craft needs a real good look over and TLC before flight...
Hey, the first thing I would do is unfold the wings, level the aircraft (fuselage horizontal & wings level) and then measure (use a water level or an electronic angle ind.) under the third rib inboard, the difference Rh/Lh wing incidence. On your Lh wing strut (wing side, rear fitting) there is an eye bolt you can adjust to increase/decrease incidence of the Lh wing. I suspect it is adjusted wrong (when new, the wings should be adjusted more or less the same)..This adjustment is there mainly to correct stall behaviour (stall wings level without tendency to roll) I understand. The other thing I would do is a symmetry check where you measure from your wing tips to fuselage tail and see if you get the same measurements. Last and not least you can measure the height above ground (level ground) of your wing tips and compare. All this you do when the aircraft is absolutely levelled. My 2 cents
Welcome... I also fly the catalina. Personally, I found the biggest enemy to be weight. I can only guess but imagine composite or aluminum wings to be way too heavy.... Also to "invent" a set of wings is not easy...so many variables and a lot of static testing.
Hey Akflyer, I make a distinction between a repair (does not increase original strength) and the UK civil aviation mandatory recommendation to re-inforce the flaperon hangers. wypaul's and yours may work well as a repair but I don't believe it will be stronger than the original. Hope that makes sense...
I would like to share my thought about the repair wypaul has done. It is my point of view and I hope it is going to be taken as a constructive opinion. I see the repair as a step backwards because only the end section has been made more "solid" which increases it's rigidity...... it is not linked to the rib's cap strip in any way (and it ends before the rib's cap strip). This as a result will probably make it fail at a lower side load then the original hanger. The section of the flaperon hanger (where the repair ends and the flaperon hanger goes through the fabric) will concentrate the load going through the flaperon hanger towards the rib. In the official repair you are taking care of the side loads / load path using an angled bracket and you are going further to include the rib's cap strip...that way the load path is going from the end of the hanger right through the rib.....unlike the "repair" done by wypaul. I really do NOT recommend this repair. P.s i hope my write-up makes sense My 1/2 cent..
I found that for the bing 64 carb you can get the complete gasket (includes diaphragm) kit from BMW at a much nicer price. The only difference I saw between the two carbs are the floats. It is easy to clean and overhaul these Bing carbs. You find plenty of youtube videos online.
I hate these greedy lawyers...all about money, no ethics. Has killed many small industries including GA aircraft makers. I have had 11 business ideas and all had to be rejected because of potential liability issues.... Sad world
we're a tiny bunch from Canada and it's nice to see someone else joining from maple syrup country. I am sure you'll find lots to read on this forum...it helped me tremendously to learn about the Avid and lots of nice people here ...it's the place to be Cheers
Personally I would not trust a bent primary flight control rod....could be fine.....or could crack and break!!!!!! You're probably 3 feet under when it does breaks. I had the same thing happen on my catalina. On the catalina Avid recognized this and introduced a safety strap for redundancy (besides the stop), below the picture for you.