Kitfox-Archive.digest.vol-gl

September 30, 2008 - October 07, 2008



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      Subject
      Kitfox-List: CHT probe placement
      
      
      When I recently rebuilt my Jabiru 2200 engine, I decided it was time 
      to make the CHT probe move to a better location, and avoid the 
      dreaded spark plug gasket removal and replacement problem. I didn't 
      like the idea of putting the probe under a head bolt as some have 
      done, fearing the idea of putting 24 lbs of torque on a copper 
      terminal, so I followed another poster's idea and drilled and tapped 
      a hole in the head between, and slightly below, the spark plug 
      locations. Now I find that the temperature readings are quite a bit 
      above the reported 10 degrees or so difference (from the spark plug 
      locations) that I have read about for the head bolt locations. I have 
      looked into this and have decided that the spark plug probes (mine 
      anyway) position the thermocouple wire attachment point...the point 
      where the actual reading is made, the "business end" if you will, 
      (and it is NOT the area that actually touches the head)...one-half 
      inch above the head surface, and well into the airflow that goes past 
      this area. This spark plug thermocouple is further insulated by 
      having it *above* the spark plug gasket, making it even further from 
      the cylinder head, albeit by a very small amount. I believe this 1/2" 
      of separation from the head is enough to place the "business end" of 
      the t'couple in the relatively cool air passing by. I used to see 
      CHT's of an average of about 275=B0 F, while I now see my CHT's read 
      about 350-360=B0 F, and up to about 385=B0 F in climb, at 1500' MSL, @ 
      80=B0 F ambient. Straight and level flight after a 5 minute settling 
      down period after climbout will see the 350's I mentioned. My 
      thermocouple attachment point...the business end...is now closer to 
      the head, and tucked between the head and a fin instead of sticking 
      up into the airflow, so I can accept the higher readings, especially 
      when the engine is running so strong now and climbing better than I 
      recall it doing before the engine breakdown. I might add that each 
      flight sees lower CHT's as the engine breaks in.
      Any comments?
      
      Lynn Matteson
      Kitfox IV Speedster
      Jabiru 2200, 562 hrs, and counting...all systems are go.
      
      
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________________________________________________________________________________
From: Lynn Matteson <lynnmatt(at)jps.net>
Subject: Re: CHT probe placement
Date: Sep 30, 2008
Thanks Gary, and by the way, someone smarter than me (and that includes nearly the world population) suggested that I put one of the other t'couples back under the spark plug and do a side-by-side comparison....DUH! why didn't I think of that? I have just resurrected one of the spark plug terminals and will rob a thermocouple from an adjacent head, install the plug terminal, and do that very thing. I think it best to do a flight first and record the temps that I'm getting, so I can then do a cyl-to-cyl temp variation chart, then with the one cylinder rigged with the two t'couples, interpret/guess what the variation between the two locations should be...within reason of course, then apply this to the other cylinders. Interesting that you get away with the gasket not being right next to the head. When Jabiru says to do the gasket removal, t'couple placement, gasket re-installation, they are creating a lot of work for us guys with all 4 spark plugs so being monitored. Why haven't THEY (Jabiru) done their homework, and sorted all this out for us? There are times that I think that Jabiru hires only engineers who also have a law degree! (sorry to all you lawyers out there, but this whole litigation climate in this country and others SUCKS!!) Lynn Matteson Kitfox IV Speedster Jabiru 2200, 562 hrs, and counting...all systems are go, or nearly so... On Sep 30, 2008, at 2:28 AM, gary.algate(at)sandvik.com wrote: > > Lynn > > I have my CHT probe directly under the Spark Plug but I don't > remove the plug gasket so it is sandwiched under the gasket > directly on the head. > > This is the way most of the Aussies have their CHT probes set up. I > never have any signs of leak either. > > My CHT's read as we discussed earlier 275 - 295 Cruise and now as > it is getting warmer here I am seeing up to 330 in climb. > > I recently modified my lower cowl again to get more air out. > > I will get some comments from the factory about t=your findings > > Gary > > Gary Algate > SMC, Exploration > Office Phone: +61 8 8276 7655 > > > This e-mail is confidential and it is intended only for the > addressees. Any review, dissemination, distribution, or copying of > this message by persons or entities other than the intended > recipient is prohibited. If you have received this e-mail in error, > kindly notify us immediately by telephone or e-mail and delete the > message from your system. The sender does not accept liability for > any errors or omissions in the contents of this message which may > arise as a result of the e-mail transmission. > > > Lynn Matteson > Sent by: owner-kitfox-list-server(at)matronics.com > 28/09/2008 09:43 AM > Please respond to > kitfox-list(at)matronics.com > > To > jabiruengine-list(at)matronics.com, jabiruengines(at)yahoogroups.com, > kitfox-list(at)matronics.com > cc > Subject > Kitfox-List: CHT probe placement > > > When I recently rebuilt my Jabiru 2200 engine, I decided it was time > to make the CHT probe move to a better location, and avoid the > dreaded spark plug gasket removal and replacement problem. I didn't > like the idea of putting the probe under a head bolt as some have > done, fearing the idea of putting 24 lbs of torque on a copper > terminal, so I followed another poster's idea and drilled and tapped > a hole in the head between, and slightly below, the spark plug > locations. Now I find that the temperature readings are quite a bit > above the reported 10 degrees or so difference (from the spark plug > locations) that I have read about for the head bolt locations. I have > looked into this and have decided that the spark plug probes (mine > anyway) position the thermocouple wire attachment point...the point > where the actual reading is made, the "business end" if you will, > (and it is NOT the area that actually touches the head)...one-half > inch above the head surface, and well into the airflow that goes past > this area. This spark plug thermocouple is further insulated by > having it *above* the spark plug gasket, making it even further from > the cylinder head, albeit by a very small amount. I believe this 1/2" > of separation from the head is enough to place the "business end" of > the t'couple in the relatively cool air passing by. I used to see > CHT's of an average of about 275 F, while I now see my CHT's read > about 350-360 F, and up to about 385 F in climb, at 1500' MSL, @ > 80 F ambient. Straight and level flight after a 5 minute settling > down period after climbout will see the 350's I mentioned. My > thermocouple attachment point...the business end...is now closer to > the head, and tucked between the head and a fin instead of sticking > up into the airflow, so I can accept the higher readings, especially > when the engine is running so strong now and climbing better than I > recall it doing before the engine breakdown. I might add that each > flight sees lower CHT's as the engine breaks in. > Any comments? > > Lynn Matteson > Kitfox IV Speedster > Jabiru 2200, 562 hrs, and counting...all systems are go. > > > www.matronics.com/Navigator?Kitfox-List _- > www.matronics.com/contribution _- > =========================================================== ________________________________________________________________________________
Date: Sep 30, 2008
From: Marco Menezes <msm_9949(at)yahoo.com>
Subject: 582 Oil Reservoir
I use the flapperons (about 10 degrees or less) for nose down trim at cruis e speeds (60-70 mph). As power is reduced, flapperons return to neutral. Wi th no flaps and cruise power, airplane will climb. My CG is dead-center of the range. - You must get egt gauges Bob. With a 2 stroke, it is probably the most impor tant engine instrument on your panel. It will tell you immediately if mixtu re is too lean (High egt) and prevent melting holes in your pistons. Checki ng the color of your plugs frequently will also tell you alot about fuel bu rn (lean-rich). You're shooting for a light brown color. No black soot (too rich) or gray ash (too lean). Mike Stratmann wrote a good article ("Part 9 ") on reading plugs. Check it out at: -http://www.800-airwolf.com/article s.htm - Marco Menezes N99KX Model 2 582-90 C-Box 3:1 --- On Mon, 9/29/08, Bob Brennan wrote: From: Bob Brennan <matronics(at)bob.brennan.name> Subject: RE: Kitfox-List: 582 Oil Reservoir Date: Monday, September 29, 2008, 6:49 PM The cylinder head is gray, so it's a model 90. I believe the "blue head" di dn't come out until 1991-92 and mine was flying by then. - Hard to believe that using flaperons for trim would increase drag that much , although I know as soon as I pull on the flap lever the nose tips down a *lot* (the difference between seeing the runway and flying blind) and I hav e to add power. I can also reset the trim tab for neutral stick - only with full flap does it not trim out but at that setting it's like having air br akes. - How much flap do you need to add for trim? How does it fly with no "flaps" - nose up or nose down? Maybe it's basically tail-heavy and you need to add flap (ie drag) to fly level? As you add speed the nose tends to pitch up, so you add flap(drag) to counteract? Sorry so many questions but I have nev er used the flaps for trim so don't know. The PFA (oversight for UK KF buil ds) issues a build document that basically says using flaps for trim is bad , and describes the elevator trim installation instead. - I don't have EGT gauges but should probably look into that, I feel left out . - I changed the plugs and wires not too long ago and haven't checked since, s hould be about due. I had to change them for a different type because the p lug wires had a tendency to get loose. I will inspect the plugs after fixin g the water temp gauge and reserve warning sensor light problems are fixed. What's the ratio on these things - 15 minutes of repair per hour used? ;-) Almost as bad as a chainsaw! - Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa-- From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-serv er(at)matronics.com] On Behalf Of Marco Menezes Sent: 29 September 2008 6:11 pm Subject: RE: Kitfox-List: 582 Oil Reservoir If the cylinder head is natural metal colored (gray) it's the model 90. If the head is blue it's the 99. - I don't have elevator trim so I use the flaperons instead. I realize this m akes an already draggy-airplane draggier still but it's simple and I have no complaints about the flight characteristics or engine performance other than the relatively high fuel consumption (and low TBO) which is typical o f two strokes. Someday I might install a trim tab if it will save fuel at c ruise. - WOT my 582-yields about 5800 rpm on the same prop you're swinging, so you r'e pitched a little finer. My empty wt is 535, with me and typical fuel (1 0 gal), TOW is about 750. Climbs out at 1000-1100 fpm (WOT) with egt's at 1 050-1100 degrees. - What are your egt's running? How do your plugs look? - Marco Menezes N99KX Model 2 582-90 C-Box 3:1 - - - - --- On Mon, 9/29/08, Bob Brennan wrote: From: Bob Brennan <matronics(at)bob.brennan.name> Subject: RE: Kitfox-List: 582 Oil Reservoir Date: Monday, September 29, 2008, 10:52 AM It certainly sounds atypical from all the posts I have seen here, but it is spot on to what it says in the Owners Manual. - Here's some facts: The engine was purchased in 1989 so I assume that is a "gray head" It went for about 600 hours before a complete rebuild It is now a little over 200 hours since the rebuild I have the optional ground-adjustable GSC props and I think the "B" reducti on gearbox My weight-and-balance shows an empty weight of 525 lbs With me and-typical fuel = 732 lbs When I am solo I rarely go WOT, 6000 rpm has more than enough power, max rp m is posted as 6300 I typically cruise at 5000-5500, descend at 4000, idle at 3000 - I *never* use flaperons for trim, I have a horiz stab tab that works great. I know one time I did a short-field takeoff and cruised for a while at 1 n otch of flaps, I had a *lot* of trouble maintaining cruise and was no doubt burning a lot. Personally I think my model 2 is light, fairly clean (no ad ded fairings no),-and trim. Now if only I could say the same for myself! - Personally I was a bit worried I was running a bit lean, especially with wa ter temps high recently. But since the burn rate is exactly on spec and the temp gauge/sensor has actually failed I am not as worried. - Spot anything there that might make the difference? - Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa-- From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-serv er(at)matronics.com] On Behalf Of Marco Menezes Sent: 29 September 2008 9:57 am Subject: RE: Kitfox-List: 582 Oil Reservoir I don't know that mine's set up any differently. I adjusted it per the book . At 140 hrs, it runs great and the plugs look like just-they're supposed to. I'm interested in how you get a 582 to average a 2.5 g/hr fuel burn. N ow that's atypical. - A 582-90 is the "gray head." The "blue head" is a 582-99. - Marco Menezes N99KX Model 2 582-90 C-Box 3:1 --- On Sun, 9/28/08, Bob Brennan wrote: From: Bob Brennan <matronics(at)bob.brennan.name> Subject: RE: Kitfox-List: 582 Oil Reservoir Date: Sunday, September 28, 2008, 7:07 PM Ok, getting empirical (in the UK-it was called "anally retentive")... - According to my operators manual the Model II with a 582LC gets 2.1 gph at 65 mph cruise, and 3.7 at 85. I recon I burn about 2.5/hr at my usual 75mph which is in line with the specs but I should verify that. - The "Care and Feeding of Your Rotax" manual says the injection pump should deliver between 50:1 and 70:1; which at 2.5 gph (10 quarts/hr) means I shou ld go between 5 hours (50 qts gas to 1 qt oil) and 7 hours (70:1) on-my 1 qt reservoir bottle-full. My recent Airworthiness Cert test time was 5 hour s and I recall topping it up-when it reached-the half-way mark twice in 6 hours, so that's 60:1, right on the money. - So that sounds about right on my setup - what's different on yours? What's a "582-90"? - Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa-- From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-serv er(at)matronics.com] On Behalf Of Marco Menezes Sent: 28 September 2008 5:56 pm Subject: RE: Kitfox-List: 582 Oil Reservoir Nothing at all empirical about this Bob. I burn "about" 4.5 g/hr in my 582. After a flight lasting "about" an hour, it seems to take "about" 1/2 of a quart to top off the oil tank. Hard to tell exactly as those oil bottles ar e black and opaque. Next time I fly I'll try to remember to quantify those variables-more precisely and get back to you. - Marco Menezes N99KX Model 2 582-90 C-Box 3:1 --- On Sun, 9/28/08, Bob Brennan wrote: From: Bob Brennan <matronics(at)bob.brennan.name> Subject: RE: Kitfox-List: 582 Oil Reservoir Date: Sunday, September 28, 2008, 11:22 AM A pint an hour Marco?! At what gal/hr rate? Sounds like a thick mix to me, or is mine mixing too thin? My container holds a quart, and I fill it when it gets 1/2 empty (or is that 1/2 full? optimist/pessimist?) which is proba bly every third or fourth top-off of the main tank (5 gals per top-off = 1 20L gerry can). I get 2 fills out of a quart of oil. - Sounds like another subject that needs some empirical measurements, and I, for one, shouldn't take for granted(?) - Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa-- From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-serv er(at)matronics.com] On Behalf Of Marco Menezes Sent: 28 September 2008 10:51 am Subject: Re: Kitfox-List: 582 Oil Reservoir Pat, - My Model 2 came with a plastic tank. I haven't measured it's capacity but i t looks to be well under 1 gal. I'd guess maybe 1/2 gal. The engine seems t o use about a pint an hour. - Marco Menezes N99KX Model 2 582-90 C-Box 3:1 --- On Sat, 9/27/08, Pat Reilly wrote: From: Pat Reilly <patreilly43(at)hotmail.com> Subject: Kitfox-List: 582 Oil Reservoir Date: Saturday, September 27, 2008, 9:15 PM Kitfoxers, I am ready to mount my 582 that I purchased firewall forward com plete. There is a round-steel oil reservoir tank with a plastic sight tub e.-The tank-looks as if-it has a 1 1/2 gallon capacity. My question i s, isn't that an awlfull lot of oil. Are you 582 drivers carrying that big -of an oil reservoir tank? - Pat Reilly Mod 3 582 Rebuild Rockford, IL- 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D href='3D"http://www.matronics.com/Navigator?Kitfox-List"'>http://www.matr onics.com/Navigator?Kitfox-List 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D href='3D"http://forums.matronics.com"'>http://forums.matronics.com 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D href='3D"http://www.matronics.com/contribution"'>http://www.matronics.com /contribution 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D href='3D"http://www.matronics.com/Navigator?Kitfox-List"'>http://www.matr onics.com/Navigator?Kitfox-List 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D href='3D"http://forums.matronics.com"'>http://forums.matronics.com 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D href='3D"http://www.matronics.com/contribution"'>http://www.matronics.com /contribution 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D href='3D"http://www.matronics.com/Navigator?Kitfox-List"'>http://www.matr onics.com/Navigator?Kitfox-List 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D href='3D"http://forums.matronics.com"'>http://forums.matronics.com 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D href='3D"http://www.matronics.com/contribution"'>http://www.matronics.com /contribution 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D href='3D"http://www.matronics.com/Navigator?Kitfox-List"'>http://www.matr onics.com/Navigator?Kitfox-List 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D href='3D"http://forums.matronics.com"'>http://forums.matronics.com 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D href='3D"http://www.matronics.com/contribution"'>http://www.matronics.com /contribution 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= 3D =0A=0A=0A ________________________________________________________________________________
Date: Sep 30, 2008
From: Marco Menezes <msm_9949(at)yahoo.com>
Subject: Re: Gearbox wear
Hi Cory. - I have the 3:1 C-Box. Only issue I've had was "slippage" which produced a r eally scary over-rev condition. Fortunately, this was on the ground while d oing a break-in run-up. Turns out there was a service bulletin on that so t he box came off and went to LEAF for repair/upgrade. No problems since, eit her with backlash or making metal. - Marco Menezes N99KX Kitfox 2 582-90 C-Box 3:1 --- On Mon, 9/29/08, corbob13 wrote: From: corbob13 <corbob13(at)netnet.net> Subject: Kitfox-List: Gearbox wear Date: Monday, September 29, 2008, 8:42 PM Guys (especially Dave), My plane's in for annual and my A&P is hesitating to sing the book because of an issue with the gearbox. When he drained the lube he noticed a lot of very fine metal particles in it. He's also worried about the amount of backlash in the gears. I thought the backlash was a little much but since I've only got a few hours on my engine from an overhaul I've ignored it. He compared the amount of backlash to other planes on the field with similar setups and found the others to have little to no backlash in the ge ar sets. I spoke to LEAF, who did the overhaul, and they said it was normal, both th e metal and the backlash. I asked at what level the backlash should be a con cern, but they said there was no limit. What kind of experiences have other had with their gearboxes? Do you see a ny amount of metal particles in the gear oil? How about backlash? I have a 5 82 model 90 with a "B" box. -------- Cory N903DB Kitfox Model II, Rotax 582 Read this topic online here: http://forums.matronics.com/viewtopic.php?p 6841#206841 =0A=0A=0A ________________________________________________________________________________
Subject: Re: 582 vs 503
From: "JetPilot" <orcabonita(at)hotmail.com>
Date: Sep 30, 2008
Even IF there was a weight savings, it would not be a good choice safety wise to have an underpowered engine on you plane. The extra 14 HP will make a big difference in climb rates, there have been many many accidents where the pilot was close did not have quite enough power to make it.... Or to get himself out of trouble. The other issue to consider is power failure after takeoff. If you lose your engine after takeoff, you will be a lot higher with the 582 than you would be with the 503, giving you more options and time to find a better place to land. Power = More safety. Mike -------- "NO FEAR" - If you have no fear you did not go as fast as you could have !!! Kolb MK-III Xtra, 912-S Read this topic online here: http://forums.matronics.com/viewtopic.php?p 6925#206925 ________________________________________________________________________________
From: "Bob Brennan" <matronics(at)bob.brennan.name>
Subject: 582 Oil Reservoir
Date: Sep 30, 2008
I have dug out some build documentation - two MANDATORY modifications issued by the PFA. The first describes adding the horizontal trim tab for those who have already built the stabilisers and those that hadn't, mine has completely reworked tubing on the starboard side to allow for an inbuilt tab. The second states: "Original equipment on Kitfox does not provide for a positive location 'gate' on the flap control lever. It was original intended that the plane be trimmed by use of the flaps. However flight tests indicate a more suitable situation would be to use a trim tab (adjustable) on the elevator and use the flaps as flaps only. This is the recommended practice. In this situation 15 degrees of flap is the maximum required in any situation. Hence a suitable gate is required that can be clamped to the diagonal tube framing floor to seat that will restrain total flap lever travel to 0 - 15 degrees in say 5 degree steps" Mine has 3 notches: 0, 15, and something between. The first "notch" adds about 90% lift and 10% drag (% of the total effect), used for short take-offs and nose-down on approach. The 2nd notch (15) adds 10% lift and 90% drag. I'd have to guess that your adding "10 degrees or less" is adding a *lot* of drag at cruise speeds. I never use flap until I am down to about 55 mph approach speed, or remove it until well off the ground on take off; in fact it is placarded never to use flaps at all above maneuvering speed, 70 mph. EGT gauges - I looked on AircraftSpruce.com and there is a wide range of types and prices. Can you (or anyone on the list) give recommendations for my gray head 582 please. Also - what sensors and where do they mount? Spark plugs - I will pull them all next time I am "under the bonnet", which should be later today, and get back to you on the condition. Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa _____ From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of Marco Menezes Sent: 30 September 2008 10:20 am Subject: RE: Kitfox-List: 582 Oil Reservoir I use the flapperons (about 10 degrees or less) for nose down trim at cruise speeds (60-70 mph). As power is reduced, flapperons return to neutral. With no flaps and cruise power, airplane will climb. My CG is dead-center of the range. You must get egt gauges Bob. With a 2 stroke, it is probably the most important engine instrument on your panel. It will tell you immediately if mixture is too lean (High egt) and prevent melting holes in your pistons. Checking the color of your plugs frequently will also tell you alot about fuel burn (lean-rich). You're shooting for a light brown color. No black soot (too rich) or gray ash (too lean). Mike Stratmann wrote a good article ("Part 9") on reading plugs. Check it out at: http://www.800-airwolf.com/articles.htm Marco Menezes N99KX Model 2 582-90 C-Box 3:1 ________________________________________________________________________________
From: "Pete Christensen" <apeterchristensen(at)sbcglobal.net>
Subject: Re: CHT probe placement
Date: Sep 30, 2008
I haven't been following this thread closely but in my own experience I mounted a CHT probe on a Quicksilver MX and removed the washer per instructions and soon thereafter had a plug back out almost causing an emergency landing in a bad spot. I put a plug in WITH the washer and never had another problem. Pete III 912 Hell Paso, TX ________________________________________________________________________________
Subject: Re: 2-stroke oil
Date: Sep 30, 2008
From: "Perkins, Mike" <Michael.Perkins(at)Rauland.com>
Oh, gosh. Here I go. . . I promised myself I'd never discuss 2-cycle oil again in my life. After the first 100 hours on my 532 and using AV-2 the whole time, I had to replace the rings because they'd gotten stuck in the ring grooves. I was told synthetics do this to rings. They broke when I tried to take them out. Stuck rings cause piston blowby which causes bad things happen. The cylinder crosshatch was still visible. After the second 100 hours and using Penzoil 2-cycle oil the whole time, the rings were free and floating inside the ring groves. The crosshatch was still just as visible as after the first 100 hours. This is just one data-point. I'm not drawing any conclusions. Mike Perkins ________________________________________________________________________________
From: Jim_and_Lucy Chuk <thesupe(at)hotmail.com>
Subject: need a 912 exhaust system
Date: Sep 30, 2008
Hi all=2C I am looking for a 912 exhaust system for my Kitfox 4. The eng ine came off a Rans S-12 and I have a very nice exhaust from it that I woul d like to trade if I could. Either way I will need the tractor style exhau st system. I also have the 912 motor mount for the Rans S 12. Perhaps som eone on the list will run accross or knows of someone that has what I need or wants what I have. Thanks=2C Jim Chuk Kitfox 4 building. ======> > > _________________________________________________________________ See how Windows Mobile brings your life together=97at home=2C work=2C or on the go. ________________________________________________________________________________
From: Lynn Matteson <lynnmatt(at)jps.net>
Subject: Re: CHT probe placement
Date: Sep 30, 2008
I did some tests today regarding the CHT probe placements on my Jabiru 2200 engine. I'm cross-posting this so others can benefit, and even make assumptions regarding other engines, perhaps. I was wondering out loud about how the different mounting locations for the thermocouple probes might affect the readings of the cylinder head temps. During my recent overhaul, I decided I didn't like the "under- the-spark-plug" mounting location, so I changed to a location that required me to drill into the head, tap it for an 8-32 machine screw...actually a socket head cap screw...and affix the proper electrical terminal onto the end of the t'couple probe...after removing the spark plug terminal of course. First I went up and got some CHT numbers as the basis for comparison. I noted that cyl. #1 ran 317, 327, and 340 F, during various phases of flight. Noting these, I then took the probe from cyl #3 and attached to it a spark plug terminal (12mm), and installed it onto the spark plug that lives over the exhaust valve on #1 cylinder. I first removed the spark plug washer like Jabiru says to do, installed the probe/terminal, then reinstalled the spark plug washer, and reinstalled the plug. Then went flying again. Here is how I'll report the numbers....I'll call the new location (the machine screw termination) CHT, and the spark plug termination, SP, as In (CHT/SP) The numbers I got were as follows (with an ambient of 61 F) (drum roll please)....initial taxiing= (250/220); taxiing further= (266/230); climbing out= (308/232); further climbing=(321/243); leveling off (not recorded for how long level)= (330/245); not noted what attitude, but not climbing=(334/249); climbing again briefly= (344/248) I noted that the max differential was 96 F, and the climbing EGT's were in the high 1200's. I didn't have enough hands, instruments or inclination to record every aspect of the test, but I got enough to satisfy myself that my new locations for the CHT probes work, and now I can rest assured that I'm not overheating the engine as I thought I might when I first started it up with this configuration. Needless to say, the CHT's now apparently rise more quickly, and if you're like me, and you've been accustomed to seeing it rise slowly and only into the low to mid- 200's, the ol' pucker factor rises just as quickly and the finger gets close to the panic button, but it's just numbers, and now that I've done some testing, I'll relax a bit on this subject at least. Lynn Matteson Kitfox IV Speedster Jabiru 2200, 562 hrs, and counting...all systems are go, or nearly so... ________________________________________________________________________________
Date: Sep 30, 2008
From: Marco Menezes <msm_9949(at)yahoo.com>
Subject: 582 Oil Reservoir
I have no "notches" on my flapperon lever. It's a continuous range from 0 t o a stop at about 15 degrees which, I think, is where the "flaps" begin to interfere with operation of the ailerons. - I'd like to see your tab set-up. Is it like the one on the Euro-Fox? - Marco Menezes N99KX Model 2 582-90 C-Box 3:1 --- On Tue, 9/30/08, Bob Brennan wrote: From: Bob Brennan <matronics(at)bob.brennan.name> Subject: RE: Kitfox-List: 582 Oil Reservoir Date: Tuesday, September 30, 2008, 12:31 PM I have dug out some build documentation - two MANDATORY modifications issue d by the PFA. The first describes adding the horizontal trim tab for those who have already built the stabilisers and those that hadn't, mine has-co mpletely reworked tubing on the starboard side to allow for an inbuilt tab. - The second states: "Original equipment on Kitfox does not provide for a pos itive location 'gate' on the flap control lever. It was original intended t hat the plane be trimmed by use of the flaps. However flight tests indicate a more suitable situation would be to use a trim tab (adjustable) on the e levator and use the flaps as flaps only. This is the recommended practice. In this situation 15 degrees of flap is the maximum required in any situati on. Hence a suitable gate is required that can be clamped to the diagonal t ube framing floor to seat that will restrain total flap lever travel to 0 - 15 degrees in say 5 degree steps" - Mine has 3 notches: 0, 15, and something between. The first "notch" adds ab out 90% lift and 10% drag (% of the total effect), used for short take-offs and nose-down on approach. The 2nd notch (15) adds 10% lift and 90% drag. - I'd have to guess that your adding "10 degrees or less" is adding a *lo t* of drag at cruise speeds. I never use flap until I am down to about 55 m ph approach speed, or remove it until well off the ground on take off; in f act it is placarded never to use flaps at all above maneuvering speed, 70 m ph. - - EGT gauges - I looked on AircraftSpruce.com and there is a wide range of ty pes and prices. Can you (or anyone on the list)-give recommendations for my gray head 582 please. Also - what sensors and where do they mount? - Spark plugs - I will pull them all next time I am "under the bonnet", which should be later today, and get back to you on the condition. - Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa-- From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-serv er(at)matronics.com] On Behalf Of Marco Menezes Sent: 30 September 2008 10:20 am Subject: RE: Kitfox-List: 582 Oil Reservoir I use the flapperons (about 10 degrees or less) for nose down trim at cruis e speeds (60-70 mph). As power is reduced, flapperons return to neutral. Wi th no flaps and cruise power, airplane will climb. My CG is dead-center of the range. - You must get egt gauges Bob. With a 2 stroke, it is probably the most impor tant engine instrument on your panel. It will tell you immediately if mixtu re is too lean (High egt) and prevent melting holes in your pistons. Checki ng the color of your plugs frequently will also tell you alot about fuel bu rn (lean-rich). You're shooting for a light brown color. No black soot (too rich) or gray ash (too lean). Mike Stratmann wrote a good article ("Part 9 ") on reading plugs. Check it out at: -http://www.800-airwolf.com/article s.htm - Marco Menezes N99KX Model 2 582-90 C-Box 3:1 - =0A=0A=0A ________________________________________________________________________________
From: "Bob Brennan" <matronics(at)bob.brennan.name>
Subject: 582 Oil Reservoir
Date: Sep 30, 2008
Lucky for you I already have some pix I had sent to another poster off-list 'cause it's pissin it down out there at the moment ;-) I haven't seen the one on the Euro-Fox but I do know the UK Fox has a lot of mods to the original kit. I seem to remember the normal (US) flaperons are meant to be limited to around 23 degrees but I might be wrong. The picture of the "console" shows the continuous horiz tab setting nearest and the flap handle (with the release button on top) is on the far side, set for zero flaps in the picture. I never use full flaps until I am lined up on final, at that setting it is easy to run out of roll correction if a turn is too steep on base to final. Had it happen a few times early on! Any comments on the EGT gauge and sensor you have talked me into? Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa _____ From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of Marco Menezes Sent: 30 September 2008 6:36 pm Subject: RE: Kitfox-List: 582 Oil Reservoir I have no "notches" on my flapperon lever. It's a continuous range from 0 to a stop at about 15 degrees which, I think, is where the "flaps" begin to interfere with operation of the ailerons. I'd like to see your tab set-up. Is it like the one on the Euro-Fox? Marco Menezes N99KX Model 2 582-90 C-Box 3:1 --- On Tue, 9/30/08, Bob Brennan wrote: From: Bob Brennan <matronics(at)bob.brennan.name> Subject: RE: Kitfox-List: 582 Oil Reservoir Date: Tuesday, September 30, 2008, 12:31 PM I have dug out some build documentation - two MANDATORY modifications issued by the PFA. The first describes adding the horizontal trim tab for those who have already built the stabilisers and those that hadn't, mine has completely reworked tubing on the starboard side to allow for an inbuilt tab. The second states: "Original equipment on Kitfox does not provide for a positive location 'gate' on the flap control lever. It was original intended that the plane be trimmed by use of the flaps. However flight tests indicate a more suitable situation would be to use a trim tab (adjustable) on the elevator and use the flaps as flaps only. This is the recommended practice. In this situation 15 degrees of flap is the maximum required in any situation. Hence a suitable gate is required that can be clamped to the diagonal tube framing floor to seat that will restrain total flap lever travel to 0 - 15 degrees in say 5 degree steps" Mine has 3 notches: 0, 15, and something between. The first "notch" adds about 90% lift and 10% drag (% of the total effect), used for short take-offs and nose-down on approach. The 2nd notch (15) adds 10% lift and 90% drag. I'd have to guess that your adding "10 degrees or less" is adding a *lot* of drag at cruise speeds. I never use flap until I am down to about 55 mph approach speed, or remove it until well off the ground on take off; in fact it is placarded never to use flaps at all above maneuvering speed, 70 mph. EGT gauges - I looked on AircraftSpruce.com and there is a wide range of types and prices. Can you (or anyone on the list) give recommendations for my gray head 582 please. Also - what sensors and where do they mount? Spark plugs - I will pull them all next time I am "under the bonnet", which should be later today, and get back to you on the condition. Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa _____ From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of Marco Menezes Sent: 30 September 2008 10:20 am Subject: RE: Kitfox-List: 582 Oil Reservoir I use the flapperons (about 10 degrees or less) for nose down trim at cruise speeds (60-70 mph). As power is reduced, flapperons return to neutral. With no flaps and cruise power, airplane will climb. My CG is dead-center of the range. You must get egt gauges Bob. With a 2 stroke, it is probably the most important engine instrument on your panel. It will tell you immediately if mixture is too lean (High egt) and prevent melting holes in your pistons. Checking the color of your plugs frequently will also tell you alot about fuel burn (lean-rich). You're shooting for a light brown color. No black soot (too rich) or gray ash (too lean). Mike Stratmann wrote a good article ("Part 9") on reading plugs. Check it out at: http://www.800-airwolf.com/articles.htm Marco Menezes N99KX Model 2 582-90 C-Box 3:1 ________________________________________________________________________________
Subject: Re: CHT probe placement
From: gary.algate(at)sandvik.com
Date: Oct 01, 2008
Great job Lynn. This makes a lot of sense now. With my pick ups directly against the top of the head (under the washer) I am getting readings that appear to be midway so it really all depends upon where you take the readings - Good luck and fly "blue side up" Gary Gary Algate SMC, Exploration Office Phone: +61 8 8276 7655 This e-mail is confidential and it is intended only for the addressees. Any review, dissemination, distribution, or copying of this message by persons or entities other than the intended recipient is prohibited. If you have received this e-mail in error, kindly notify us immediately by telephone or e-mail and delete the message from your system. The sender does not accept liability for any errors or omissions in the contents of this message which may arise as a result of the e-mail transmission. Lynn Matteson Sent by: owner-kitfox-list-server(at)matronics.com 01/10/2008 08:07 AM Please respond to kitfox-list(at)matronics.com To kitfox-list(at)matronics.com, jabiruengines(at)yahoogroups.com, jabiruengine-list(at)matronics.com cc Subject Re: Kitfox-List: CHT probe placement I did some tests today regarding the CHT probe placements on my Jabiru 2200 engine. I'm cross-posting this so others can benefit, and even make assumptions regarding other engines, perhaps. I was wondering out loud about how the different mounting locations for the thermocouple probes might affect the readings of the cylinder head temps. During my recent overhaul, I decided I didn't like the "under- the-spark-plug" mounting location, so I changed to a location that required me to drill into the head, tap it for an 8-32 machine screw...actually a socket head cap screw...and affix the proper electrical terminal onto the end of the t'couple probe...after removing the spark plug terminal of course. First I went up and got some CHT numbers as the basis for comparison. I noted that cyl. #1 ran 317, 327, and 340=B0 F, during various phases of flight. Noting these, I then took the probe from cyl #3 and attached to it a spark plug terminal (12mm), and installed it onto the spark plug that lives over the exhaust valve on #1 cylinder. I first removed the spark plug washer like Jabiru says to do, installed the probe/terminal, then reinstalled the spark plug washer, and reinstalled the plug. Then went flying again. Here is how I'll report the numbers....I'll call the new location (the machine screw termination) CHT, and the spark plug termination, SP, as In (CHT/SP) The numbers I got were as follows (with an ambient of 61=B0 F) (drum roll please)....initial taxiing= (250/220); taxiing further= (266/230); climbing out= (308/232); further climbing=(321/243); leveling off (not recorded for how long level)= (330/245); not noted what attitude, but not climbing=(334/249); climbing again briefly= (344/248) I noted that the max differential was 96=B0 F, and the climbing EGT's were in the high 1200's. I didn't have enough hands, instruments or inclination to record every aspect of the test, but I got enough to satisfy myself that my new locations for the CHT probes work, and now I can rest assured that I'm not overheating the engine as I thought I might when I first started it up with this configuration. Needless to say, the CHT's now apparently rise more quickly, and if you're like me, and you've been accustomed to seeing it rise slowly and only into the low to mid- 200's, the ol' pucker factor rises just as quickly and the finger gets close to the panic button, but it's just numbers, and now that I've done some testing, I'll relax a bit on this subject at least. Lynn Matteson Kitfox IV Speedster Jabiru 2200, 562 hrs, and counting...all systems are go, or nearly so... =5F-======================= =========== =5F-= - The Kitfox-List Email Forum - =5F-= Use the Matronics List Features Navigator to browse =5F-= the many List utilities such as List Un/Subscription, =5F-= Archive Search & Download, 7-Day Browse, Chat, FAQ, =5F-= Photoshare, and much much more: =5F-= --> http://www.matronics.com/Navigator?Kitfox-List =5F-======================= =========== =5F-= - MATRONICS WEB FORUMS - =5F-= Same great content also available via the Web Forums! =5F-= --> http://forums.matronics.com =5F-======================= =========== =5F-= - List Contribution Web Site - =5F-= Thank you for your generous support! =5F-= -Matt Dralle, List Admin. =5F-= --> http://www.matronics.com/contribution =5F-======================= =========== ________________________________________________________________________________
Date: Sep 30, 2008
From: steve shinabery <shinco(at)bright.net>
Subject: Rotax 582 starter problems
I need help with my starter on my Kitfox 2..I may have to take it out to repair it..what do I need to do to get it out?is there a easy way of getting it out with out taking the engine out too?? I have the 582 rotax engine in it..I have now tested the starter as yet..all I hear is a clicking from the solenoid.battery is good.I have not checked the ground as yet.. Thanks Steve Shinabery N554KF, KF2, with 582 rotax...Home of the 2009 Great Lakes Kitfox Fly In. ________________________________________________________________________________
Date: Sep 30, 2008
Subject: Re: 2-stroke oil
From: "Paul A. Franz, P.E." <paul(at)eucleides.com>
On Tue, September 30, 2008 10:05 am, Perkins, Mike wrote: > Oh, gosh. Here I go. . . I promised myself I'd never discuss 2-cycle oil > again in my life. > > After the first 100 hours on my 532 and using AV-2 the whole time, I had > to replace the rings because they'd gotten stuck in the ring grooves. I > was told synthetics do this to rings. They broke when I tried to take > them out. Stuck rings cause piston blowby which causes bad things > happen. The cylinder crosshatch was still visible. > > After the second 100 hours and using Penzoil 2-cycle oil the whole time, > the rings were free and floating inside the ring groves. The crosshatch > was still just as visible as after the first 100 hours. > > This is just one data-point. I'm not drawing any conclusions. About 12 years ago, I did substantial research on engine oils, with the primary concern being compatibility with usage with high lead content gasoline such as 100 LL in 4 stroke engines, specifically for the 914. I published all the results of that research on the KF list. During the course of that research I discovered that the single most important factor for two stroke mixed or injected oil was ash content. Ash will accumulate on top of the top piston ring and cause overheating which leads to stuck rings, relaxed rings and in some cases seizure even when the mixture is sufficiently rich. So, when selecting a two stroke engine oil, getting one with near zero or zero ash content is what to look for. That requirement is what precludes use of most API graded engine oils for two stroke usage. I'm not sure if Don Pearsall's archives of the early KF List mail is still around but I probably have it backed up somewhere. -- Paul A. Franz, P.E. PAF Consulting Engineers Office 425.440.9505 Cell 425.241.1618 ________________________________________________________________________________
From: "Noel Loveys" <noelloveys(at)yahoo.ca>
Subject: CHT probe placement
Date: Sep 30, 2008
Lynn I don't have a Jab or for that matter I'm not too interested in installing one... I'm still working on getting the 912 into my 'fox. Having said that I think your report on the location of the thermocouples to be to the point and factual. Thanks. It's always good to keep up on what's being done. Noel -----Original Message----- From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of Lynn Matteson Sent: Tuesday, September 30, 2008 7:59 PM jabiruengine-list(at)matronics.com Subject: Re: Kitfox-List: CHT probe placement I did some tests today regarding the CHT probe placements on my Jabiru 2200 engine. I'm cross-posting this so others can benefit, and even make assumptions regarding other engines, perhaps. I was wondering out loud about how the different mounting locations for the thermocouple probes might affect the readings of the cylinder head temps. During my recent overhaul, I decided I didn't like the "under- the-spark-plug" mounting location, so I changed to a location that required me to drill into the head, tap it for an 8-32 machine screw...actually a socket head cap screw...and affix the proper electrical terminal onto the end of the t'couple probe...after removing the spark plug terminal of course. First I went up and got some CHT numbers as the basis for comparison. I noted that cyl. #1 ran 317, 327, and 340 F, during various phases of flight. Noting these, I then took the probe from cyl #3 and attached to it a spark plug terminal (12mm), and installed it onto the spark plug that lives over the exhaust valve on #1 cylinder. I first removed the spark plug washer like Jabiru says to do, installed the probe/terminal, then reinstalled the spark plug washer, and reinstalled the plug. Then went flying again. Here is how I'll report the numbers....I'll call the new location (the machine screw termination) CHT, and the spark plug termination, SP, as In (CHT/SP) The numbers I got were as follows (with an ambient of 61 F) (drum roll please)....initial taxiing= (250/220); taxiing further= (266/230); climbing out= (308/232); further climbing=(321/243); leveling off (not recorded for how long level)= (330/245); not noted what attitude, but not climbing=(334/249); climbing again briefly= (344/248) I noted that the max differential was 96 F, and the climbing EGT's were in the high 1200's. I didn't have enough hands, instruments or inclination to record every aspect of the test, but I got enough to satisfy myself that my new locations for the CHT probes work, and now I can rest assured that I'm not overheating the engine as I thought I might when I first started it up with this configuration. Needless to say, the CHT's now apparently rise more quickly, and if you're like me, and you've been accustomed to seeing it rise slowly and only into the low to mid- 200's, the ol' pucker factor rises just as quickly and the finger gets close to the panic button, but it's just numbers, and now that I've done some testing, I'll relax a bit on this subject at least. Lynn Matteson Kitfox IV Speedster Jabiru 2200, 562 hrs, and counting...all systems are go, or nearly so... ________________________________________________________________________________
From: "Noel Loveys" <noelloveys(at)yahoo.ca>
Subject: Rotax 582 starter problems
Date: Sep 30, 2008
I have heard of one guy who made his engine mount so it can be opened like a door to get at the back of the engine. He had a Merlin GT, not a Kitfox. The trouble with the installation of the starter on the 582 is it has to have some space for the starter to ride in the mounts. Too tight and the starter won't work, too loose and I guess it will fall off. Certainly check that you have good strong grounds between the battery and the engine itself.. Heavy braids should jump across the nice insulating Lord mounts. Make sure where the braids are mounted are clean and shiny on both ends. Noel -----Original Message----- From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of steve shinabery Sent: Tuesday, September 30, 2008 10:53 PM Subject: Kitfox-List: Rotax 582 starter problems I need help with my starter on my Kitfox 2..I may have to take it out to repair it..what do I need to do to get it out?is there a easy way of getting it out with out taking the engine out too?? I have the 582 rotax engine in it..I have now tested the starter as yet..all I hear is a clicking from the solenoid.battery is good.I have not checked the ground as yet.. Thanks Steve Shinabery N554KF, KF2, with 582 rotax...Home of the 2009 Great Lakes Kitfox Fly In. ________________________________________________________________________________
From: Lynn Matteson <lynnmatt(at)jps.net>
Subject: Re: CHT probe placement
Date: Sep 30, 2008
Thanks, Gary. I know this really helps me to not panic when I see those "big" numbers. All I gotta do now is to reset the "maximums" on my EIS so I don't get false alarms. I only got the one when it went over 392 F the first time I taxied with it, but after that it has not lit up for overtemps even with the "hotter" probe placement. On second thought, maybe I won't change them, as now it will just give me an early warning, and it really won't mean anything...yet. Lynn Matteson Kitfox IV Speedster Jabiru 2200, 562 hrs, and counting...all systems are go, or nearly so... On Sep 30, 2008, at 7:15 PM, gary.algate(at)sandvik.com wrote: > > Great job Lynn. > > This makes a lot of sense now. With my pick ups directly against > the top of the head (under the washer) I am getting readings that > appear to be midway so it really all depends upon where you take > the readings - > > Good luck and fly "blue side up" > > Gary > > Gary Algate > SMC, Exploration > Office Phone: +61 8 8276 7655 > ________________________________________________________________________________
Date: Sep 30, 2008
Subject: Re: CHT probe placement
From: "Paul A. Franz, P.E." <paul(at)eucleides.com>
On Tue, September 30, 2008 3:29 pm, Lynn Matteson wrote: > During my recent overhaul, I decided I didn't like the "under- > the-spark-plug" mounting location, so I changed to a location that > required me to drill into the head, tap it for an 8-32 machine > screw...actually a socket head cap screw...and affix the proper > electrical terminal onto the end of the t'couple probe...after > removing the spark plug terminal of course. Good and useful experiment. Would you post a few photos of the thermocouple installation? I want to do the same with my Rotax 914. -- Paul A. Franz, P.E. PAF Consulting Engineers Office 425.440.9505 Cell 425.241.1618 ________________________________________________________________________________
Date: Oct 01, 2008
From: Harry Cieslar <hcieslar(at)cabletv.on.ca>
Subject: bending aluminum tubing
Anyone have advice on bending aluminum tubing for my pitot tube without kinking. Thanks, Harry Cieslar, Avid Magnum Builder, Goderich Ont ________________________________________________________________________________
Subject: Re: bending aluminum tubing
From: "jlfernan" <jlfernan(at)bellsouth.net>
Date: Oct 01, 2008
Use spring bender available at Home depot or Lowes or a tubing bender available at Avery Tools or Cleaveland tools. (http://imageshack.us) (http://imageshack.us) -------- Jorge Fernandez Supersport Fuselage/Forward Controls http://websites.expercraft.com/jlfernan/ Read this topic online here: http://forums.matronics.com/viewtopic.php?p 7013#207013 ________________________________________________________________________________
From: Lynn Matteson <lynnmatt(at)jps.net>
Subject: Re: CHT probe placement
Date: Oct 01, 2008
I've got photos of the install, and when I remove the plug t'couple today, I'll take a few how how close together they are. I was amazed at how close together hey can be physically, yet give such different readings. Lynn Matteson Kitfox IV Speedster Jabiru 2200, 562 hrs, and counting...all systems are go, or nearly so... On Oct 1, 2008, at 12:15 AM, Paul A. Franz, P.E. wrote: > > > > On Tue, September 30, 2008 3:29 pm, Lynn Matteson wrote: > >> During my recent overhaul, I decided I didn't like the "under- >> the-spark-plug" mounting location, so I changed to a location that >> required me to drill into the head, tap it for an 8-32 machine >> screw...actually a socket head cap screw...and affix the proper >> electrical terminal onto the end of the t'couple probe...after >> removing the spark plug terminal of course. > > Good and useful experiment. Would you post a few photos of the > thermocouple installation? > > I want to do the same with my Rotax 914. > > -- > Paul A. Franz, P.E. > PAF Consulting Engineers > Office 425.440.9505 > Cell 425.241.1618 > > ________________________________________________________________________________
From: Catz631(at)aol.com
Date: Oct 01, 2008
Subject: Re: bending aluminum tubing
Harry, You can use a tubing bender. I have had good success with the spring type you slide over the tubing. You can also fill the tubing tightly with fine sand and bend. The sand supports the wall of the tubing. Dick Maddux Pensacola,Fl **************Looking for simple solutions to your real-life financial challenges? Check out WalletPop for the latest news and information, tips and calculators. (http://www.walletpop.com/?NCID=emlcntuswall00000001) ________________________________________________________________________________
Date: Oct 01, 2008
From: paul wilson <pwmac(at)sisna.com>
Subject: Re: bending aluminum tubing
The least low costs bender will work. If you bought the soft temper 0 tubing you probably do not even need a bender. Just work the tube by hand. If you have some extra tubing give it a try. For sharp bends with small radius definitely use a good bender tool. I have lots of different benders but by hand works most of the time for the soft Al tube. Paul At 11:51 PM 9/30/2008, you wrote: > >Anyone have advice on bending aluminum tubing for my pitot tube >without kinking. Thanks, Harry Cieslar, Avid Magnum Builder, Goderich Ont > > ________________________________________________________________________________
From: "John W. Hart" <helili(at)chahtatushka.net>
Subject: bending aluminum tubing
Date: Oct 01, 2008
One of these tubing benders works on all soft tubing sizes from 1/4" thru 3/8", and they are not expensive. http://www.harborfreight.com/cpi/ctaf/displayitem.taf?Itemnumber=3755 John Hart KF IV Wilburton, OK -----Original Message----- From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of Harry Cieslar Sent: Wednesday, October 01, 2008 12:51 AM Subject: Kitfox-List: bending aluminum tubing Anyone have advice on bending aluminum tubing for my pitot tube without kinking. Thanks, Harry Cieslar, Avid Magnum Builder, Goderich Ont ________________________________________________________________________________
Date: Oct 01, 2008
From: Harry Cieslar <hcieslar(at)cabletv.on.ca>
Subject: aluminum tube bending
Thanks for all the replys. Very helpful. Great site. Harry Cieslar Avid Magnum Builder Goderich, ON ________________________________________________________________________________
Subject: Grommets
From: "jlfernan" <jlfernan(at)bellsouth.net>
Date: Oct 01, 2008
Anyone have a source for rubber grommets that fit in a 3/16" hole? That's the size hole I drilled for a wire exit in my control sticks but can't found grommets that small. Worse come to worse I'll double shrink tube them and zip tie then so they won't move, but I prefer a grommet. -------- Jorge Fernandez Supersport Fuselage/Forward Controls http://websites.expercraft.com/jlfernan/ Read this topic online here: http://forums.matronics.com/viewtopic.php?p 7039#207039 ________________________________________________________________________________
Date: Oct 01, 2008
Subject: edge tool name and source needed
From: "Paul A. Franz, P.E." <paul(at)eucleides.com>
There's a tool you use to slightly bend down the edges of sheet so that when you rivet it onto another piece the edge is tight. I saw that tool at a tool display at the Arlington EAA Fly In Airshow but have lost my notes. I can't remember the company name that sold these tools nor the name of that kind of a simple tool. The tool is hand held and has rollers so it just bends the edge of the piece down slightly. What is a likely company name for such aircraft tools and what's the tool called? Also I need a recommendation for clecos. The ones I am using aren't quite right, I have to use a little spacer to make them tight when going through two thin sheets. -- Paul A. Franz, P.E. PAF Consulting Engineers Office 425.440.9505 Cell 425.241.1618 ________________________________________________________________________________
From: kerrjohna(at)comcast.net
Subject: Re: Grommets
Date: Oct 01, 2008
Try an R/C model shop looking for isolation mounts for radio gear in a model. -------------- Original message -------------- From: "jlfernan" <jlfernan(at)bellsouth.net> > > Anyone have a source for rubber grommets that fit in a 3/16" hole? That's the > size hole I drilled for a wire exit in my control sticks but can't found > grommets that small. Worse come to worse I'll double shrink tube them and zip > tie then so they won't move, but I prefer a grommet. > > -------- > Jorge Fernandez > Supersport > Fuselage/Forward Controls > http://websites.expercraft.com/jlfernan/ > > > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p 7039#207039 > > > > > > > > > >
Try an R/C model shop looking for isolation mounts for radio gear in a model.
 
=====

      
      
      
________________________________________________________________________________
Date: Oct 01, 2008
From: "Aluminum Flyer" <aluminum.flyer(at)gmail.com>
Subject: Re: edge tool name and source needed
Try Aircraft Spruce: http://www.aircraftspruce.com/catalog/topages/averyedgetool.php --- Enea Grande Hoping Kitfox...one day. On Wed, Oct 1, 2008 at 10:38 AM, Paul A. Franz, P.E. wrote: > > There's a tool you use to slightly bend down the edges of sheet so that when you rivet > it onto another piece the edge is tight. I saw that tool at a tool display at the > Arlington EAA Fly In Airshow but have lost my notes. I can't remember the company name > that sold these tools nor the name of that kind of a simple tool. > > The tool is hand held and has rollers so it just bends the edge of the piece down > slightly. > > What is a likely company name for such aircraft tools and what's the tool called? > > Also I need a recommendation for clecos. The ones I am using aren't quite right, I > have to use a little spacer to make them tight when going through two thin sheets. > > > -- > Paul A. Franz, P.E. > PAF Consulting Engineers > Office 425.440.9505 > Cell 425.241.1618 > > ________________________________________________________________________________
Subject: Re: bending aluminum tubing
Date: Oct 01, 2008
From: "Perkins, Mike" <Michael.Perkins(at)Rauland.com>
I've packed sand into alum tubing for larger diameter tubing. But for smaller diameter tubing, using a brake-line tubing bender at an automotive shop might be better. Mike Perkins ________________________________________________________________________________
Date: Oct 01, 2008
From: "william Mills" <wtrooper(at)gmail.com>
Subject: Re: edge tool name and source needed
Better still buy direct from the Avery family business ($19) at: http://www.averytools.com/p-45-edge-rolling-tool.aspx I've gotten most of my sheet metal tools from them with good service. Bill On Wed, Oct 1, 2008 at 9:04 AM, Aluminum Flyer wrote: > aluminum.flyer(at)gmail.com> > > Try Aircraft Spruce: > > http://www.aircraftspruce.com/catalog/topages/averyedgetool.php > > ________________________________________________________________________________
Subject: Re: Rotax 582 starter problemsRotax 582 starter problems
Date: Oct 01, 2008
From: "Perkins, Mike" <Michael.Perkins(at)Rauland.com>
The only way to get at the starter for repair or replacement is to remove the entire engine. You can do all the work yourself up to the point where you have to wiggle the engine out of the mount - that's where a second person is very beneficial. Same with putting it back in. It's a pain, but it's the only way. Sometimes relays go bad. So before removing the starter, you might want to make sure that when you engage the relay, there's +12 volts on the contactor-side (going to the starter). Ground connections can corrode, especially with rust on the frame. So it's always wise to use toothed lock washers between the ground lugs and the frame. Mike Perkins ________________________________________________________________________________
Subject: Re: 2-stroke oil
Date: Oct 01, 2008
From: "Perkins, Mike" <Michael.Perkins(at)Rauland.com>
Hi Paul, Thanks for responding. Not to inundate you with Penzoil propaganda, but here are two pieces on 2-cycle oil I'd archived. You may have seen them before. http://oilstore.stores.yahoo.net/penaircool2c.html http://www.powerchutes.com/oil.pdf I've used this oil from 100 hours to 325 hours in my 532 and don't have any problems. (The first 100 engine hours were with AV-2.) Mike Perkins ________________________________________________________________________________
From: Lynn Matteson <lynnmatt(at)jps.net>
Subject: Re: CHT probe placement
Date: Oct 01, 2008
Thanks, Noel....that's the reason that I posted it...because some people might like the info and want to change their location. The spark plug location has always been a pain in the backside to me, and I was even cussin' while I was dealing with just this one yesterday, and again when I removed it this morning. Lynn Matteson Kitfox IV Speedster Jabiru 2200, 562 hrs, and counting...all systems are go, or nearly so... On Sep 30, 2008, at 9:42 PM, Noel Loveys wrote: > > Lynn > I don't have a Jab or for that matter I'm not too interested in > installing > one... I'm still working on getting the 912 into my 'fox. Having > said that > I think your report on the location of the thermocouples to be to > the point > and factual. Thanks. It's always good to keep up on what's being > done. > > Noel > > -----Original Message----- > From: owner-kitfox-list-server(at)matronics.com > [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of Lynn > Matteson > Sent: Tuesday, September 30, 2008 7:59 PM > To: kitfox-list(at)matronics.com; jabiruengines(at)yahoogroups.com; > jabiruengine-list(at)matronics.com > Subject: Re: Kitfox-List: CHT probe placement > > > I did some tests today regarding the CHT probe placements on my > Jabiru 2200 engine. I'm cross-posting this so others can benefit, and > even make assumptions regarding other engines, perhaps. I was > wondering out loud about how the different mounting locations for the > thermocouple probes might affect the readings of the cylinder head > temps. During my recent overhaul, I decided I didn't like the "under- > the-spark-plug" mounting location, so I changed to a location that > required me to drill into the head, tap it for an 8-32 machine > screw...actually a socket head cap screw...and affix the proper > electrical terminal onto the end of the t'couple probe...after > removing the spark plug terminal of course. > > First I went up and got some CHT numbers as the basis for comparison. > I noted that cyl. #1 ran 317, 327, and 340 F, during various phases > of flight. Noting these, I then took the probe from cyl #3 and > attached to it a spark plug terminal (12mm), and installed it onto > the spark plug that lives over the exhaust valve on #1 cylinder. I > first removed the spark plug washer like Jabiru says to do, installed > the probe/terminal, then reinstalled the spark plug washer, and > reinstalled the plug. Then went flying again. > > Here is how I'll report the numbers....I'll call the new location > (the machine screw termination) CHT, and the spark plug termination, > SP, as In (CHT/SP) > > The numbers I got were as follows (with an ambient of 61 F) (drum > roll please)....initial taxiing= (250/220); taxiing further > (266/230); climbing out= (308/232); further climbing=(321/243); > leveling off (not recorded for how long level)= (330/245); not noted > what attitude, but not climbing=(334/249); climbing again briefly > (344/248) I noted that the max differential was 96 F, and the > climbing EGT's were in the high 1200's. I didn't have enough hands, > instruments or inclination to record every aspect of the test, but I > got enough to satisfy myself that my new locations for the CHT probes > work, and now I can rest assured that I'm not overheating the engine > as I thought I might when I first started it up with this > configuration. Needless to say, the CHT's now apparently rise more > quickly, and if you're like me, and you've been accustomed to seeing > it rise slowly and only into the low to mid- 200's, the ol' pucker > factor rises just as quickly and the finger gets close to the panic > button, but it's just numbers, and now that I've done some testing, > I'll relax a bit on this subject at least. > > Lynn Matteson > Kitfox IV Speedster > Jabiru 2200, 562 hrs, and counting...all systems are go, or nearly > so... > > ________________________________________________________________________________
Date: Oct 01, 2008
From: paul wilson <pwmac(at)sisna.com>
Subject: Re: Grommets
NAPA or Autozone PW ========== At 09:15 AM 10/1/2008, you wrote: > >Anyone have a source for rubber grommets that fit in a 3/16" hole? >That's the size hole I drilled for a wire exit in my control sticks >but can't found grommets that small. Worse come to worse I'll double >shrink tube them and zip tie then so they won't move, but I prefer a grommet. > >-------- >Jorge Fernandez >Supersport >Fuselage/Forward Controls >http://websites.expercraft.com/jlfernan/ > > >Read this topic online here: > >http://forums.matronics.com/viewtopic.php?p 7039#207039 > > ________________________________________________________________________________
Date: Oct 01, 2008
From: Guy Buchanan <bnn(at)nethere.com>
Subject: Re: CHT probe placement
At 09:42 AM 9/30/2008, you wrote: >I haven't been following this thread closely but in my own >experience I mounted a CHT probe on a Quicksilver MX and removed the >washer per instructions and soon thereafter had a plug back out >almost causing an emergency landing in a bad spot. I put a plug in >WITH the washer and never had another problem. Hmmmm. I've been running them for 250 hours without a washer in my 582 and have not had a problem. Guy Buchanan San Diego, CA K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar. ________________________________________________________________________________
Date: Oct 01, 2008
From: Guy Buchanan <bnn(at)nethere.com>
Subject: 582 Oil Reservoir
At 09:31 AM 9/30/2008, you wrote: >EGT gauges - I looked on AircraftSpruce.com and there is a wide >range of types and prices. Can you (or anyone on the list) give >recommendations for my gray head 582 please. Also - what sensors and >where do they mount? I use the Grand Rapids Technologies EIS system for engine data. I love it as it has an alarm system that whacks me in the head (visually) when my EGT's go over red-line; (or anything else for that matter.) The easiest EGT probe to install would be the P-110 hose clamp mount. Mine are P-111 mounted via a 1/8" NPT to 1/8" compression fitting screwed into the exhaust manifold. Check your exhaust manifold. It should have two bosses welded on the top or bottom about 2" from the engine flange. These are for the EGT probes. Guy Buchanan San Diego, CA K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar. ________________________________________________________________________________
Date: Oct 01, 2008
From: Guy Buchanan <bnn(at)nethere.com>
Subject: Re: bending aluminum tubing
At 10:51 PM 9/30/2008, you wrote: >Anyone have advice on bending aluminum tubing for my pitot tube >without kinking. Buy the little hand held lever action tube bender, they're cheap and worth the aggravation relief. They also work for a variety of tube sizes. I've seen them at auto part stores, and the ACS part number is 12-01577 or 12-01578, depending on size. Guy Buchanan San Diego, CA K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar. ________________________________________________________________________________
From: Lynn Matteson <lynnmatt(at)jps.net>
Subject: Re: CHT probe placement
Date: Oct 01, 2008
Here are some pictures for those interested in pursuing an alternate location for the CHT probes. tapping the hole thermocouple prepared and ready to install keeping the thermocouple clear of the spark plug socket I ran some tests with two thermocouples in place...one in new location, and the other under the spark plug....at one point 96=B0 F hotter at the "against-the-head" location, as opposed to having the t'couple up in the airstream. You can't tell how high it sticks up here, but it does. Lynn Matteson Kitfox IV Speedster Jabiru 2200, 562 hrs, and counting...all systems are go, or nearly so... ________________________________________________________________________________
Subject: Re: Grommets
From: "jlfernan" <jlfernan(at)bellsouth.net>
Date: Oct 01, 2008
The problem I'm having is the smallest auto parts and such have is that they have require a 1/4" hole. I had spoken to John at Kitfox on how they run their wires and he said that 1/4" is too large a hole to drill in the control sticks. I'm just going to double shrinktube the wires and use some RTV to keep them from moving. Thanks for the suggestions. -------- Jorge Fernandez Supersport Fuselage/Forward Controls http://websites.expercraft.com/jlfernan/ Read this topic online here: http://forums.matronics.com/viewtopic.php?p 7082#207082 ________________________________________________________________________________
Date: Oct 01, 2008
Subject: Re: edge tool name and source needed
From: "Paul A. Franz, P.E." <paul(at)eucleides.com>
On Wed, October 1, 2008 9:04 am, Aluminum Flyer wrote: > > Try Aircraft Spruce: > > http://www.aircraftspruce.com/catalog/topages/averyedgetool.php > That's what I need! The one I saw had handles similar to a plier but this one from Aircraft Spruce will do the trick. Thanks. Still looking for a cleco recommendation. -- Paul A. Franz, P.E. PAF Consulting Engineers Office 425.440.9505 Cell 425.241.1618 ________________________________________________________________________________
From: Weiss Richard <MDKitfox(at)AOL.COM>
Subject: Re: Grommets
Date: Oct 01, 2008
Jorge, Try smallparts.com They're located in the Miami area. I don't know for sure if they have them, but they do have quite the inventory of 'stuff'. Small Parts, Inc. 15901 SW 29 Street Suite 201 Miramar, FL 33027 Rick Weiss Series V Speedster, 912S Power, SkyStar S/N 1 MDKitfox(at)aol.com Port Orange, FL On Oct 1, 2008, at 5:49 PM, jlfernan wrote: > > The problem I'm having is the smallest auto parts and such have is > that they have require a 1/4" hole. I had spoken to John at Kitfox > on how they run their wires and he said that 1/4" is too large a > hole to drill in the control sticks. I'm just going to double > shrinktube the wires and use some RTV to keep them from moving. > Thanks for the suggestions. > > -------- > Jorge Fernandez > Supersport > Fuselage/Forward Controls > http://websites.expercraft.com/jlfernan/ > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p 7082#207082 > > ________________________________________________________________________________
Date: Oct 01, 2008
Subject: Re: edge tool name and source needed
From: "Paul A. Franz, P.E." <paul(at)eucleides.com>
On Wed, October 1, 2008 9:34 am, william Mills wrote: > Better still buy direct from the Avery family business ($19) at: > http://www.averytools.com/p-45-edge-rolling-tool.aspx > I've gotten most of my sheet metal tools from them with good service. thanks for the tip. Looks like the same one AS sells below for a better price. > > Bill > > > On Wed, Oct 1, 2008 at 9:04 AM, Aluminum Flyer wrote: > >> aluminum.flyer(at)gmail.com> >> >> Try Aircraft Spruce: >> >> http://www.aircraftspruce.com/catalog/topages/averyedgetool.php >> >> >> > -- Paul A. Franz, P.E. PAF Consulting Engineers Office 425.440.9505 Cell 425.241.1618 ________________________________________________________________________________
Date: Oct 01, 2008
Subject: Re: 2-stroke oil
From: "Paul A. Franz, P.E." <paul(at)eucleides.com>
On Wed, October 1, 2008 9:52 am, Perkins, Mike wrote: > Hi Paul, > > Thanks for responding. Not to inundate you with Penzoil propaganda, but > here are two pieces on 2-cycle oil I'd archived. You may have seen them > before. > This is the blue code oil in the Lockwood test. <http://oilstore.stores.yahoo.net/penaircool2c.html> This is the Lockwood test. <http://www.powerchutes.com/oil.pdf> It would seem that the red code (Outboard 2 stroke Oil) would also be a good choice. The ashfree formulation is really the key here. They do say "in real world" usage where mixtures run leaner, that the synthetic would score higher than in their tests. However, it is clear from the pictures, I wouldn't want to use that or the conventional mineral oil (purple code) or the synthetic (yellow code). In my previous research, the tech information I found was mostly from tests using Castrol. I recall that their interest was finding the best oil for the RAVE system on the Rotax 618 and that ash deposits above the top piston land were a leading cause of overheating and seizure. I can't find that article but in those tests, I think it was the synthetic from Castrol that was chosen. My focus was on Synthetics for use in the Rotax 914 and what would happen if you had to use some 100 LL. Mobil 1 was definitely ruled out even for a small amount of 100 LL use. Castrol Syntec is the oil I favored of the ones tested and available in the US. The Pennzoil information you found would probably turn me to the "blue coded" or Aircooled two stroke oil you cite. I wouldn't want to use the synthetic for fear of results like theirs. > I've used this oil from 100 hours to 325 hours in my 532 and don't have > any problems. (The first 100 engine hours were with AV-2.) Lockwood says to examine the piston crowns and rings every 50 hours for deposits sticking. Have you done that too? > > Mike Perkins > > -- Paul A. Franz, P.E. PAF Consulting Engineers Office 425.440.9505 Cell 425.241.1618 ________________________________________________________________________________
Subject: Re: edge tool name and source needed
From: "jlfernan" <jlfernan(at)bellsouth.net>
Date: Oct 01, 2008
This is probably the one you saw, it's just a little pricey. http://www.cleavelandtoolstore.com/prodinfo.asp?number=EF60 (http://imageshack.us) -------- Jorge Fernandez Supersport Fuselage/Forward Controls http://websites.expercraft.com/jlfernan/ Read this topic online here: http://forums.matronics.com/viewtopic.php?p 7118#207118 ________________________________________________________________________________
Subject: Control stick
From: "jlfernan" <jlfernan(at)bellsouth.net>
Date: Oct 02, 2008
I seem to be posting alot, but it's always something new. When I drilled my control sticks for the wire exit, I drilled about .5 inches above where the pivot tube ends inside the stick. Today I realized that when the sticks are pulled full aft, the holes for the wires are even with a cross tube in the fuselage and the wires hit the tube. Now my plane is no where ready to be rigged. My question is, how close do the sticks come to this tube in a properly rigged aircraft? (http://imageshack.us) (http://imageshack.us) -------- Jorge Fernandez Supersport Fuselage/Forward Controls http://websites.expercraft.com/jlfernan/ Read this topic online here: http://forums.matronics.com/viewtopic.php?p 7121#207121 ________________________________________________________________________________
From: Lynn Matteson <lynnmatt(at)jps.net>
Subject: Re: edge tool name and source needed
Date: Oct 02, 2008
I got my clecos's from Spruce. I was ordering all kinds of other stuff from them early on in my building process, and didn't bother with shopping for price, just "send 'em so I can get 'er done!" There is a place in Oscoda, Michigan...an aircraft tool company (maybe even goes by that name) that also sells them. Maybe a google search will turn them up. Lynn Matteson Kitfox IV Speedster Jabiru 2200, 562 hrs, and counting...all systems are go, or nearly so... On Oct 1, 2008, at 7:49 PM, Paul A. Franz, P.E. wrote: > > > > On Wed, October 1, 2008 9:04 am, Aluminum Flyer wrote: >> >> >> Try Aircraft Spruce: >> >> http://www.aircraftspruce.com/catalog/topages/averyedgetool.php >> > > That's what I need! The one I saw had handles similar to a plier > but this one from > Aircraft Spruce will do the trick. > > Thanks. Still looking for a cleco recommendation. > > -- > Paul A. Franz, P.E. > PAF Consulting Engineers > Office 425.440.9505 > Cell 425.241.1618 > > ________________________________________________________________________________
Date: Oct 02, 2008
Subject: Re: edge tool name and source needed
From: "Paul A. Franz, P.E." <paul(at)eucleides.com>
On Wed, October 1, 2008 10:50 pm, jlfernan wrote: > > This is probably the one you saw, it's just a little pricey. > http://www.cleavelandtoolstore.com/prodinfo.asp?number=EF60 Yep, that's it. Double the cost of the circular one. I wonder which one would be better? -- Paul A. Franz, P.E. PAF Consulting Engineers Office 425.440.9505 Cell 425.241.1618 ________________________________________________________________________________
From: "fox5flyer" <fox5flyer(at)idealwifi.net>
Subject: Re: edge tool name and source needed
Date: Oct 02, 2008
It's called ATS or Aircraft Tool Supply www.aircraft-tool.com Easy to deal with. They make their own clecos and supply many other vendors. 800 248 0638 Deke Morisse Mikado Michigan S5/Subaru/CAP 397+ TT "The aim of an argument or discussion should not be victory, but progress." - Joseph Joubert ----- Original Message ----- From: "Lynn Matteson" <lynnmatt(at)jps.net> Sent: Thursday, October 02, 2008 9:08 AM Subject: Re: Kitfox-List: edge tool name and source needed > > I got my clecos's from Spruce. I was ordering all kinds of other stuff > from them early on in my building process, and didn't bother with > shopping for price, just "send 'em so I can get 'er done!" There is a > place in Oscoda, Michigan...an aircraft tool company (maybe even goes by > that name) that also sells them. Maybe a google search will turn them up. > > Lynn Matteson ________________________________________________________________________________
Date: Oct 02, 2008
From: Malcolm Brubaker <brubakermal(at)yahoo.com>
Subject: Re: edge tool name and source needed
Deev- malcolm here- I am back on the list just had both knees- replac ed 25 days ago havent ben in the air- yet- flew a searay 8.5 hrs this s umer just had my plane anualed but need my bianual by the end of this month - call if you want to do lunch in midland some time--- mal- new # 989-5133-3022 --- On Thu, 10/2/08, fox5flyer wrote: From: fox5flyer <fox5flyer(at)idealwifi.net> Subject: Re: Kitfox-List: edge tool name and source needed Date: Thursday, October 2, 2008, 2:08 PM It's called ATS or Aircraft Tool Supply www.aircraft-tool.com Easy to deal with. They make their own clecos and supply many other vendors. 800 248 0638 Deke Morisse Mikado Michigan S5/Subaru/CAP 397+ TT "The aim of an argument or discussion should not be victory, but progress." - Joseph Joubert ----- Original Message ----- From: "Lynn Matteson" <lynnmatt(at)jps.net> Sent: Thursday, October 02, 2008 9:08 AM Subject: Re: Kitfox-List: edge tool name and source needed > > I got my clecos's from Spruce. I was ordering all kinds of other stuff > from them early on in my building process, and didn't bother with > shopping for price, just "send 'em so I can get 'er done!" There is a > place in Oscoda, Michigan...an aircraft tool company (maybe even goes by > that name) that also sells them. Maybe a google search will turn them up .. > > Lynn Matteson =0A=0A=0A ________________________________________________________________________________
Subject: Re: Control stick
From: "Tom Jones" <nahsikhs(at)elltel.net>
Date: Oct 02, 2008
You will probably find the answer in the Elevator installation section in your manual. It should have the instructions on how to set the up elevator limit. On a model 4 the stick touches the front of the seat which sits on the tube you are concerned about. I didn't happen to check that on the one completed series 7 I saw the other day. -------- Tom Jones Classic IV 503 Rotax, 72 inch Two blade Warp Ellensburg, WA Read this topic online here: http://forums.matronics.com/viewtopic.php?p 7174#207174 ________________________________________________________________________________
Date: Oct 02, 2008
From: Marco Menezes <msm_9949(at)yahoo.com>
Subject: 582 Oil Reservoir
I never use the flaps at all, except for trim. - Nothing much more to say about the egt gauges except I don't know how you c an run without them. Probe placement is important and there's been some tal k about that on this list. My exhaust manifold came with holes already plac ed so it was a simple matter of assembly. After installation, it's a balanc ing act between prop pitch and carb settings to get the rpm's and egts wher e you want them. Conventional wisdom says egt's should not go above 1050-11 50 degrees. Mid-range rpm's-were most problematic for me. After that, ins pect your plugs to assure the burn is proper and gauges aren't lying. - Marco Menezes N99KX Model 2 582-90 C-Box 3:1 - --- On Tue, 9/30/08, Bob Brennan wrote: From: Bob Brennan <matronics(at)bob.brennan.name> Subject: RE: Kitfox-List: 582 Oil Reservoir Date: Tuesday, September 30, 2008, 7:09 PM Lucky for you I already have some pix I had sent to another poster off-list 'cause it's pissin it down out there at the moment ;-) - I haven't seen the one on the Euro-Fox but I do know the UK Fox has a lot o f mods to the original kit. I seem to remember the normal (US) flaperons ar e meant to be limited to around 23 degrees but I might be wrong. - The picture of the "console" shows the continuous horiz tab setting nearest and the flap handle (with the release button on top) is on the far side, s et for zero flaps in the picture. I never use full flaps until I am lined u p on final, at that setting it is easy to run out of roll correction if a t urn is too steep on base to final. Had it happen a few times early on! - Any comments on the EGT gauge and sensor you have talked me into? - Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa-- - From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-serv er(at)matronics.com] On Behalf Of Marco Menezes Sent: 30 September 2008 6:36 pm Subject: RE: Kitfox-List: 582 Oil Reservoir I have no "notches" on my flapperon lever. It's a continuous range from 0 t o a stop at about 15 degrees which, I think, is where the "flaps" begin to interfere with operation of the ailerons. - I'd like to see your tab set-up. Is it like the one on the Euro-Fox? - Marco Menezes N99KX Model 2 582-90 C-Box 3:1 --- On Tue, 9/30/08, Bob Brennan wrote: From: Bob Brennan <matronics(at)bob.brennan.name> Subject: RE: Kitfox-List: 582 Oil Reservoir Date: Tuesday, September 30, 2008, 12:31 PM I have dug out some build documentation - two MANDATORY modifications issue d by the PFA. The first describes adding the horizontal trim tab for those who have already built the stabilisers and those that hadn't, mine has-co mpletely reworked tubing on the starboard side to allow for an inbuilt tab. - The second states: "Original equipment on Kitfox does not provide for a pos itive location 'gate' on the flap control lever. It was original intended t hat the plane be trimmed by use of the flaps. However flight tests indicate a more suitable situation would be to use a trim tab (adjustable) on the e levator and use the flaps as flaps only. This is the recommended practice. In this situation 15 degrees of flap is the maximum required in any situati on. Hence a suitable gate is required that can be clamped to the diagonal t ube framing floor to seat that will restrain total flap lever travel to 0 - 15 degrees in say 5 degree steps" - Mine has 3 notches: 0, 15, and something between. The first "notch" adds ab out 90% lift and 10% drag (% of the total effect), used for short take-offs and nose-down on approach. The 2nd notch (15) adds 10% lift and 90% drag. - I'd have to guess that your adding "10 degrees or less" is adding a *lo t* of drag at cruise speeds. I never use flap until I am down to about 55 m ph approach speed, or remove it until well off the ground on take off; in f act it is placarded never to use flaps at all above maneuvering speed, 70 m ph. - - EGT gauges - I looked on AircraftSpruce.com and there is a wide range of ty pes and prices. Can you (or anyone on the list)-give recommendations for my gray head 582 please. Also - what sensors and where do they mount? - Spark plugs - I will pull them all next time I am "under the bonnet", which should be later today, and get back to you on the condition. - Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa-- From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-serv er(at)matronics.com] On Behalf Of Marco Menezes Sent: 30 September 2008 10:20 am Subject: RE: Kitfox-List: 582 Oil Reservoir I use the flapperons (about 10 degrees or less) for nose down trim at cruis e speeds (60-70 mph). As power is reduced, flapperons return to neutral. Wi th no flaps and cruise power, airplane will climb. My CG is dead-center of the range. - You must get egt gauges Bob. With a 2 stroke, it is probably the most impor tant engine instrument on your panel. It will tell you immediately if mixtu re is too lean (High egt) and prevent melting holes in your pistons. Checki ng the color of your plugs frequently will also tell you alot about fuel bu rn (lean-rich). You're shooting for a light brown color. No black soot (too rich) or gray ash (too lean). Mike Stratmann wrote a good article ("Part 9 ") on reading plugs. Check it out at: -http://www.800-airwolf.com/article s.htm - Marco Menezes N99KX Model 2 582-90 C-Box 3:1 -=0A=0A=0A ________________________________________________________________________________
From: "bob noffs" <icubob(at)newnorth.net>
Subject: grommets
Date: Oct 03, 2008
i think a good grommet can be made with the proper thickness and diameter of rubber gas or oil hose. a slit around the piece with a razor will allow it to be locked into place. a wire tie around the wire on each side of the ''grommet'' will hold it in place in some cases. i used a truck heater hose of 1 1/4'' outside diameter to feed spark plug wires into my pressure plenum and wire ties to hold it in place. i had grommets but the heater hose set up is way tougher. i understand you need an inside diameter of about 1/16''. bob noffs ________________________________________________________________________________
Subject: Re: Grommets
From: "jlfernan" <jlfernan(at)bellsouth.net>
Date: Oct 03, 2008
>From John at Kitfox: "It will most likely hit the cross tube I have done the same thing.. if you run the wires tight against the stick as it comes out of the grommet you might get away with leaving it just like it is. Again that is what I did." It's not like I'm ready to go flying tomorrow. I'll do what John says and if at final rigging it's an issue, I'll resolve it then. -------- Jorge Fernandez Supersport Fuselage/Forward Controls http://websites.expercraft.com/jlfernan/ Read this topic online here: http://forums.matronics.com/viewtopic.php?p 7258#207258 ________________________________________________________________________________
Subject: Re: Grommets
From: "n85ae" <n85ae(at)yahoo.com>
Date: Oct 03, 2008
A lot of hardware stores have drawers full of grommets of various sizes. I visit the local ACE Hardware frequently for stuff like that. Jeff Read this topic online here: http://forums.matronics.com/viewtopic.php?p 7263#207263 ________________________________________________________________________________
From: Jim Corner <jcorner(at)shaw.ca>
Subject: First Flight
Date: Oct 03, 2008
Finally after 3 1/2 years my Model five flew today! A short uneventful flight, now I can get down to some serious flying. IMGP2907.JPG Jim Corner Model 2, 582,. Ivo med !FA, 1100 hrs Model 5 under construction Calgary, AB

      
      
      
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Date: Oct 04, 2008
From: steve shinabery <shinco(at)bright.net>
Subject: Re: First Flight
Jim Corner wrote: > Finally after 3 1/2 years my Model five flew today! > > A short uneventful flight, now I can get down to some serious flying. > > > ------------------------------------------------------------------------ > > > IMGP2907.JPG > > > Jim Corner > Model 2, 582,. Ivo med !FA, 1100 hrs > Model 5 under construction > Calgary, AB > >

      >
      > href="http://www.matronics.com/Navigator?Kitfox-List">http://www.matronics.com/Navigator?Kitfox-List 
      >
      > href="http://forums.matronics.com">http://forums.matronics.com
      > href="http://www.matronics.com/contribution">http://www.matronics.com/contribution 
      >
      >
      > 
> > ------------------------------------------------------------------------ > > > Checked by AVG - http://www.avg.com > > WOW,,,Great Going Jim...lets go fly....Steve Shinabery N554KF KF2..St.Marys Ohio Home to Great Lakes Kitfox Fly In ________________________________________________________________________________
From: "kirk hull" <kirkhull(at)kc.rr.com>
Subject: looking for a right doo for a classic 4
Date: Oct 04, 2008
I am looking for a right door that I can modify to use for taking pictures. If anybody had an extra they are willing to part with please let me know ________________________________________________________________________________
From: "jdmcbean" <jdmcbean(at)kitfoxaircraft.com>
Subject: First Flight
Date: Oct 04, 2008
Congrats Jim !! Job well done. Be safe !! Send us some details and pics. Fly Safe !! John & Debra McBean Ph 208.337.5111 www.kitfoxaircraft.com "The Sky is not the Limit... It's a Playground" -----Original Message----- From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of Jim Corner Sent: Friday, October 03, 2008 11:22 PM Subject: Kitfox-List: First Flight Finally after 3 1/2 years my Model five flew today! A short uneventful flight, now I can get down to some serious flying. ________________________________________________________________________________
Date: Oct 04, 2008
From: "Rick" <wingsdown(at)verizon.net>
Subject: First Flight
Was there ever a doubt you would complete it. Great, now fly that beauty down to CNO so I can get that ride. Rick ________________________________________________________________________________
Date: Oct 04, 2008
From: Dan Billingsley <dan(at)azshowersolutions.com>
Subject: Re: First Flight
Jim, Nice looking plane and congratulations on the first flight! Is that a PolyTone and if so, which color is it? Thanks, Dan Jim Corner wrote: Finally after 3 1/2 years my Model five flew today! A short uneventful flight, now I can get down to some serious flying. IMGP2907.JPG Jim Corner Model 2, 582,. Ivo med !FA, 1100 hrs Model 5 under construction Calgary, AB ________________________________________________________________________________
Subject: Coolant overflow bottle placement
From: "wingnut" <wingnut(at)spamarrest.com>
Date: Oct 04, 2008
I recently decided to remove the carb heat system that was installed on my Model IV in favor of a simplified installation with the filters mounted right on the carbs. The problem I have is that the coolant overflow bottle is in the way of one of the filters. The firewall is rather busy and I don't see very many options for mounting. Anyone have pictures of a similar setup? -------- Luis Rodriguez Model IV 1200 Rotax 912UL Flying Weekly Laurens, SC (34A) Read this topic online here: http://forums.matronics.com/viewtopic.php?p 7381#207381 ________________________________________________________________________________
From: "Brian Morissette" <brianm(at)snolab.ca>
Subject: First Flight
Date: Oct 04, 2008
Congratulations Brian -----Original Message----- From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of Jim Corner Sent: October 4, 2008 1:22 AM Subject: Kitfox-List: First Flight Finally after 3 1/2 years my Model five flew today! A short uneventful flight, now I can get down to some serious flying. ________________________________________________________________________________
Subject: Rotax 912UL no start
From: "rcsfca" <r66rc-matronics(at)yahoo.com>
Date: Oct 04, 2008
Well, brainiacs, I've got a puzzle for you in the Rotax ignition department. We last flew the KF (a 1993 Model IV - 1200) in June/08, ten hours of flying over two days, from Arizona to its new home in the San Francisco Bay Area. Wonderful flying, no hiccups. Fuel was and still is 100LL. The plane and engine now have 273 hours TT (yes, it's that low, but we know its history very well, so there's no issues about misrepresented use, etc.). Until last Saturday, neither the plane nor the engine had moved since June. We had it in the hangar, working on the gear and the brakes. I also installed a Battery Minder from VDC in July but that was the only electrical/mechanical change involving the power system. Last Saturday, we rolled it out, topped off the 100LL, and she started after 20 or 30 seconds of engine-turning but ran rough, as though running on less than 4 cylinders. After about a minute or so, we shut it down and it hasn't started since, and we're goin' nuts trying to figure it out. Cranking, cranking, cranking. Lots of battery but no start. Fuel system is solid - I opened the float bowl on each carb and they were full of fuel. We tried a bit of starting fluid in each carb throat. No luck. I looked at the plugs on two of the cylinders and both were very good looking, light tan with no signs of fouling, and the electrodes were very square with no wear. I then got a spark plug wire tester to see if there was any juice getting to the plugs and the tester indicated NO spark. I then looked carefully at the ignition module wiring to see if there were any apparent wiring problems like bad grounds. Nothing was evident. So now I have to turn to the forum for insights and others' experience. Do the ignition units go belly up without warning? Am I overlooking something? Ideas? Thanks, Rich Cunningham SF Bay Area Read this topic online here: http://forums.matronics.com/viewtopic.php?p 7391#207391 ________________________________________________________________________________
From: Sbennett3(at)aol.com
Date: Oct 04, 2008
Subject: Re: Rotax 912UL no start
Rich, I have a 4/1200 classic built in 93 myself. I've been flying a lot of cross countries this summer. I only use 93 auto gas when local, but on CC's I use 100LL. I'm having hard start problems the last 4 starts. I spin prop and it seems there's no compression on 1 or 2 cylinders. Today I put 8 ounces per 10 gallons of Marvel mystery in my gas and 6 ounces in my oil res. I think my prob was stuck valves as I have read on here before. Our Rotax motors don't seem to like leaded fuel. If you know it's an ignition problem i'm off base here, but if you're searching, try what I did and it may work. After I flew 150 miles today, I let the plane sit for a couple hours. (while I ate my hot dog and hamburger) When I fired it back up (5'th start) It was pumping up all cylinders and ran like a dream. I'm happy with my results... Steve Bennett 4 classic 1200 speedwing 965hrs and loving my little bird. Oh ya, I live in NC Durham NC In a message dated 10/4/2008 8:30:36 P.M. Eastern Daylight Time, r66rc-matronics(at)yahoo.com writes: --> Kitfox-List message posted by: "rcsfca" Well, brainiacs, I've got a puzzle for you in the Rotax ignition department. We last flew the KF (a 1993 Model IV - 1200) in June/08, ten hours of flying over two days, from Arizona to its new home in the San Francisco Bay Area. Wonderful flying, no hiccups. Fuel was and still is 100LL. The plane and engine now have 273 hours TT (yes, it's that low, but we know its history very well, so there's no issues about misrepresented use, etc.). Until last Saturday, neither the plane nor the engine had moved since June. We had it in the hangar, working on the gear and the brakes. I also installed a Battery Minder from VDC in July but that was the only electrical/mechanical change involving the power system. Last Saturday, we rolled it out, topped off the 100LL, and she started after 20 or 30 seconds of engine-turning but ran rough, as though running on less than 4 cylinders. After about a minute or so, we shut it down and it hasn't started since, and we're goin' nuts trying to figure it out. Cranking, cranking, cranking. Lots of battery but no start. Fuel system is solid - I opened the float bowl on each carb and they were full of fuel. We tried a bit of starting fluid in each carb throat. No luck. I looked at the plugs on two of the cylinders and both were very good looking, light tan with no signs of fouling, and the electrodes were very square with no wear. I then got a spark plug wire tester to see if there was any juice getting to the plugs and the tester indicated NO spark. I then looked carefully at the ignition module wiring to see if there were any apparent wiring problems like bad grounds. Nothing was evident. So now I have to turn to the forum for insights and others' experience. Do the ignition units go belly up without warning? Am I overlooking something? Ideas? Thanks, Rich Cunningham SF Bay Area Read this topic online here: http://forums.matronics.com/viewtopic.php?p 7391#207391 **************New MapQuest Local shows what's happening at your destination. Dining, Movies, Events, News & more. Try it out! (http://local.mapquest.com/?ncid=emlcntnew00000001)
Rich, I have a 4/1200 classic built in 93 myself. I've been flying a lot of cross countries this summer. I only use 93 auto gas when local, but on CC's I use 100LL. I'm having hard start problems the last 4 starts. I spin prop and it seems there's no compression on 1 or 2 cylinders. Today I put 8 ounces per 10 gallons of Marvel mystery in my gas and 6 ounces in my oil res. I think my prob was stuck valves as I have read on here before.  Our Rotax motors don't seem to like leaded fuel. If you know it's an ignition problem i'm off base here, but if you're searching, try what I did and it may work.  After I flew 150 miles today, I let the plane sit for a couple hours. (while I ate my hot dog and hamburger) When I fired it back up (5'th start) It was pumping up all cylinders and ran like a dream. I'm happy with my results... Steve Bennett  4 classic 1200 speedwing 965hrs and loving my little bird.  Oh ya, I live in NC   Durham NC
 
In a message dated 10/4/2008 8:30:36 P.M. Eastern Daylight Time, r66rc-matronics(at)yahoo.com writes:
--> Kitfox-List message posted by: "rcsfca" <r66rc-matronics(at)yahoo.com>

Well, brainiacs, I've got a puzzle for you in the Rotax ignition department.

We last flew the KF (a 1993 Model IV - 1200) in June/08, ten hours of flying over two days, from Arizona to its new home in the San Francisco Bay Area. Wonderful flying, no hiccups. Fuel was and still is 100LL. The plane and engine now have 273 hours TT (yes, it's that low, but we know its history very well, so there's no issues about misrepresented use, etc.).

Until last Saturday, neither the plane nor the engine had moved since June. We had it in the hangar, working on the gear and the brakes. I also installed a Battery Minder from VDC in July but that was the only electrical/mechanical change involving the power system.

Last Saturday, we rolled it out, topped off the 100LL, and she started after 20 or 30 seconds of engine-turning but ran rough, as though running on less than 4 cylinders. After about a minute or so, we shut it down and it hasn't started since, and we're goin' nuts trying to figure it out. Cranking, cranking, cranking. Lots of battery but no start.

Fuel system is solid - I opened the float bowl on each carb and they were full of fuel. We tried a bit of starting fluid in each carb throat. No luck.

I looked at the plugs on two of the cylinders and both were very good looking, light tan with no signs of fouling, and the electrodes were very square with no wear.

I then got a spark plug wire tester to see if there was any juice getting to the plugs and the tester indicated NO spark. I then looked carefully at the ignition module wiring to see if there were any apparent wiring problems like bad grounds. Nothing was evident.

So now I have to turn to the forum for insights and others' experience. Do the ignition units go belly up without warning? Am I overlooking something? Ideas?

Thanks,

Rich Cunningham
SF Bay Area




Read this topic online -->              - MATRONICS WEB FORUMS            - List Contribution Web Site                      

      
      
      
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Subject: Re: Coolant overflow bottle placement
From: "n61kf" <bkls1(at)earthlink.net>
Date: Oct 05, 2008
Lewis, I did the same thing on my IV. I removed the conventional carb heat box and scat tubing, replacing it with electric carb heaters, and installed two K&N RU-1820 filters. Attached is a picture of the right side. Keith Schneider Model IV / 912 Waynesville OH -------- Keith Read this topic online here: http://forums.matronics.com/viewtopic.php?p 7408#207408 Attachments: http://forums.matronics.com//files/imgp1372_195.jpg ________________________________________________________________________________
From: "Bruce Jolene" <brucejolene(at)iowatelecom.net>
Subject: Battery
Date: Oct 05, 2008
What size of battery is recommended for the Ktfox III in cold cranking amps? Bruce Kitfox III 490PA ________________________________________________________________________________
From: "Bruce Jolene" <brucejolene(at)iowatelecom.net>
Subject: Re: Rotax 912UL no start
Date: Oct 05, 2008
Check for loose wires at the ignition module. You might check wires going to and from your mag switches. I had a similar problem and it was loose wiring connections. Bruce Kitfox III ----- Original Message ----- From: "rcsfca" <r66rc-matronics(at)yahoo.com> Sent: Saturday, October 04, 2008 7:29 PM Subject: Kitfox-List: Rotax 912UL no start > > Well, brainiacs, I've got a puzzle for you in the Rotax ignition > department. > > We last flew the KF (a 1993 Model IV - 1200) in June/08, ten hours of > flying over two days, from Arizona to its new home in the San Francisco > Bay Area. Wonderful flying, no hiccups. Fuel was and still is 100LL. The > plane and engine now have 273 hours TT (yes, it's that low, but we know > its history very well, so there's no issues about misrepresented use, > etc.). > > Until last Saturday, neither the plane nor the engine had moved since > June. We had it in the hangar, working on the gear and the brakes. I also > installed a Battery Minder from VDC in July but that was the only > electrical/mechanical change involving the power system. > > Last Saturday, we rolled it out, topped off the 100LL, and she started > after 20 or 30 seconds of engine-turning but ran rough, as though running > on less than 4 cylinders. After about a minute or so, we shut it down and > it hasn't started since, and we're goin' nuts trying to figure it out. > Cranking, cranking, cranking. Lots of battery but no start. > > Fuel system is solid - I opened the float bowl on each carb and they were > full of fuel. We tried a bit of starting fluid in each carb throat. No > luck. > > I looked at the plugs on two of the cylinders and both were very good > looking, light tan with no signs of fouling, and the electrodes were very > square with no wear. > > I then got a spark plug wire tester to see if there was any juice getting > to the plugs and the tester indicated NO spark. I then looked carefully at > the ignition module wiring to see if there were any apparent wiring > problems like bad grounds. Nothing was evident. > > So now I have to turn to the forum for insights and others' experience. Do > the ignition units go belly up without warning? Am I overlooking > something? Ideas? > > Thanks, > > Rich Cunningham > SF Bay Area > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p 7391#207391 > > > ________________________________________________________________________________
Subject: Re: Trip to High Valley Resort in Suches, GA: Oct 9-12
From: "FlyboyTR" <flyboytr(at)bellsouth.net>
Date: Oct 05, 2008
Just a reminder for any Fox's looking for an adventure. We will be arriving at High Valley Resort (Suches, GA...north of Atlanta) this coming Thursday before noon. www.highvalleyresort.com HVR is a great place to fly to...perfect for a Kitfox. Please let me know if you plan to join us or would like more info. Travis :D -------- Travis Rayner Mobile, AL Skystar Vixen, N-789DF Continental IO-240, Prince P-Tip Prop ADI-II Autopilot AnyWhereMap Navigation with weather Read this topic online here: http://forums.matronics.com/viewtopic.php?p 7415#207415 ________________________________________________________________________________
From: "Bob Brennan" <matronics(at)bob.brennan.name>
Subject: 582 Oil Reservoir
Date: Oct 05, 2008
Guy, or anybody else that can answer, I am looking at the Grand Rapids EIS to replace my impossible-to-diagnose temp gauge and missing EGT, on your recommendation and the fact that for my money I get more STUFF. I am looking at <http://www.aircraftspruce.com/catalog/inpages/eisjabiru.php> http://www.aircraftspruce.com/catalog/inpages/eisjabiru.php 2 Stroke, 2 Cylinder 2000 10-28000 $476.95 EIS Fuel Flow Option ---- 10-28004 $365.95 but how can I be sure it will work on my 582 grey head? I checked the exhaust manifold - no bosses boss, as far as I can see. The page on ACS says "Specify engine and aircraft makes and models, standard systems furnished with gasket type CHT senders and hose clamp type EGT senders." so I am optimistic (I'm a fuel-tank-half-full kinda guy) that the probes will fit with minor machining, since I'm more of a woodworker than metalworker. Any advice/experience anyone can offer? Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa _____ From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of Guy Buchanan Sent: 01 October 2008 3:30 pm Subject: RE: Kitfox-List: 582 Oil Reservoir At 09:31 AM 9/30/2008, you wrote: EGT gauges - I looked on AircraftSpruce.com and there is a wide range of types and prices. Can you (or anyone on the list) give recommendations for my gray head 582 please. Also - what sensors and where do they mount? I use the Grand Rapids Technologies EIS system for engine data. I love it as it has an alarm system that whacks me in the head (visually) when my EGT's go over red-line; (or anything else for that matter.) The easiest EGT probe to install would be the P-110 hose clamp mount. Mine are P-111 mounted via a 1/8" NPT to 1/8" compression fitting screwed into the exhaust manifold. Check your exhaust manifold. It should have two bosses welded on the top or bottom about 2" from the engine flange. These are for the EGT probes. Guy Buchanan San Diego, CA K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar. ________________________________________________________________________________
Date: Oct 04, 2008
From: Guy Buchanan <bnn(at)nethere.com>
Subject: Re: looking for a right doo for a classic 4
At 07:09 AM 10/4/2008, you wrote: >I am looking for a right door that I can modify to use for taking pictures. >If anybody had an extra they are willing to part with please let me know I know it's not my business, but I was wondering why you don't just fly with the door off? One of our guys built little 4" windscreens which he attached to the camlocs and window frame fasteners just in front of the doors and had buffet-free doors-off flying, perfect for pictures. Guy Buchanan San Diego, CA K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar. ________________________________________________________________________________
Date: Oct 05, 2008
From: Guy Buchanan <bnn(at)nethere.com>
Subject: Re: Battery
At 04:59 AM 10/5/2008, you wrote: >What size of battery is recommended for the Ktfox III in cold cranking amps? Bruce, You don't say what engine. (That's why we put all that stuff in the signature.) I use an 18ah sealed lead acid battery (http://www.batterymart.com/p-12v-18ah-sealed-lead-acid-battery-1.html) in my IV with a 582. It works well. I couldn't find the CCA for it, though. Guy Buchanan San Diego, CA K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar. ________________________________________________________________________________
Date: Oct 05, 2008
From: Guy Buchanan <bnn(at)nethere.com>
Subject: 582 Oil Reservoir
At 07:26 AM 10/5/2008, you wrote: >I am looking at the Grand Rapids EIS to replace my >impossible-to-diagnose temp gauge and missing EGT, on your >recommendation and the fact that for my money I get more STUFF. It's always nice to get more STUFF. Looks like you have the right attitude. ;-) >I am looking at ><http://www.aircraftspruce.com/catalog/inpages/eisjabiru.php>http://www.aircraftspruce.com/catalog/inpages/eisjabiru.php >2 Stroke, 2 Cylinder 2000 10-28000 $476.95 >EIS Fuel Flow Option ---- 10-28004 $365.95 >but how can I be sure it will work on my 582 grey head? I checked >the exhaust manifold - no bosses boss, as far as I can see. That's similar to the one I have. (It appears to have some new functions.) However, I'd check with GRT (http://www.grtavionics.com) to make sure you get exactly what you want. They won't care if you buy from Spruce. I also wouldn't buy the fuel flow, unless you really want more STUFF. These things burn fuel so slowly that management is pretty easy. > >The page on ACS says "Specify engine and aircraft makes and models, >standard systems furnished with gasket type CHT senders and hose >clamp type EGT senders." so I am optimistic (I'm a >fuel-tank-half-full kinda guy) that the probes will fit with minor >machining, since I'm more of a woodworker than metalworker. > >Any advice/experience anyone can offer? Hopefully someone will chime in who's used the strap on EGT probes on a 582. I'm not sure it will work because of the shape of the exhaust manifold. However it should be easy to have a local shop weld on some bosses. I can give you my measurements if you want to go that way. Note also that you only get CHT and EGT sensors with the GRT. You'll have to at least add water temp, plus any other functions you want. (See http://www.grtavionics.com/product.aspx?productno=2&featureno=8). Guy Buchanan San Diego, CA K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar. ________________________________________________________________________________
Date: Oct 05, 2008
From: Guy Buchanan <bnn(at)nethere.com>
Subject: 582 Oil Reservoir
At 07:26 AM 10/5/2008, you wrote: >Any advice/experience anyone can offer? "Note also that you only get CHT and EGT sensors with the GRT. You'll have to at least add water temp, plus any other functions you want. (See http://www.grtavionics.com/product.aspx?productno=2&featureno=8)." I realized this was confusing. The GRT 2000 package only comes with CHT and EGT sensors, though the box is capable of a lot more. You have to add any other sensors to the cost. Guy Buchanan San Diego, CA K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar. ________________________________________________________________________________
From: Weiss Richard <MDKitfox(at)aol.com>
Subject: Re: First Flight
Date: Oct 05, 2008
Jim, Congratulations! It's a beautiful aircraft, blue skies. Rick Weiss Series V Speedster, 912S Power, SkyStar S/N 1 MDKitfox(at)aol.com On Oct 4, 2008, at 1:21 AM, Jim Corner wrote: > Finally after 3 1/2 years my Model five flew today! > > A short uneventful flight, now I can get down to some serious flying. > > > > IMGP2907.JPG > > > Jim Corner > Model 2, 582,. Ivo med !FA, 1100 hrs > Model 5 under construction > Calgary, AB > >

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From: Jim Corner <jcorner(at)shaw.ca>
Subject: Re: First Flight
Date: Oct 05, 2008
Thanks to all who offered congrats on my first flight. I have a small confession to make in that after putting in 1100 hrs + on my model 2 with countless landings, i bounced the Model 5 higher than I ever did with the 2. Gotta love that Grove Gear! Subsequent landings have been much better thank you! Jim Corner Model 2, 582,. Ivo med !FA, 1100 hrs Model 5, 0-235 Flying at last Calgary, AB ________________________________________________________________________________
From: "Bob Brennan" <matronics(at)bob.brennan.name>
Subject: 582 Oil Reservoir
Date: Oct 05, 2008
Hi Guy, Thanks for that info. I went to the Grand Rapids site first and saw that they sell the EIS 2000 as a stand-alone unit EIS-2002 2 Cylinder - Two Stroke monitor, EIS only, no probes $373 and a wide variety of sensors, but obviously you need to know what to order. ACS sells a "kit" and state "Specify engine and aircraft makes and models" and "Systems include probes and pre-wired cables". I went to the ACS website contact-us page and stated the unit I want plus the Kitfox plus 582 info and asked specifically what sensors/senders come with the kit. Let's see what they say. I am rethinking the fuel sender due to the price, I can always add it on at a later date. The problem is that I have always been uneasy about fuel management - when I got the plane the only fuel level indication was the discolored slit-in-the-dash, a "reserve" level switch that had been disconnected, and a wing tank that hadn't been used in years due to seam leaks. I sloshed the wing tank, replaced the tube from it with clear so I could see flow, put in a sight tube for the main tank, am replacing the still-leaky fittings on the wing tank, and reconnected the reserve warning light. But on days like today when I flew for 40 minutes and the sight tube is about the same before and after - the prospect of being able to measure fuel flow is attractive. More STUFF to put my mind at ease, although the sight tube should be the most reliable, assuming gravity doesn't fail. Heck if gravity stopped working I wouldn't need fuel anyway! Attaching the EGT sensors is a concern - the manifolds are pretty tiny. I assume one drills a hole and uses the clamp to hold the sensor in place inside the manifold? Any probe more than an inch long might be a problem(?) Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa _____ From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of Guy Buchanan Sent: 05 October 2008 11:00 am Subject: RE: Kitfox-List: 582 Oil Reservoir At 07:26 AM 10/5/2008, you wrote: I am looking at the Grand Rapids EIS to replace my impossible-to-diagnose temp gauge and missing EGT, on your recommendation and the fact that for my money I get more STUFF. It's always nice to get more STUFF. Looks like you have the right attitude. ;-) I am looking at http://www.aircraftspruce.com/catalog/inpages/eisjabiru.php 2 Stroke, 2 Cylinder 2000 10-28000 $476.95 EIS Fuel Flow Option ---- 10-28004 $365.95 but how can I be sure it will work on my 582 grey head? I checked the exhaust manifold - no bosses boss, as far as I can see. That's similar to the one I have. (It appears to have some new functions.) However, I'd check with GRT ( <http://www.grtavionics.com/> http://www.grtavionics.com) to make sure you get exactly what you want. They won't care if you buy from Spruce. I also wouldn't buy the fuel flow, unless you really want more STUFF. These things burn fuel so slowly that management is pretty easy. The page on ACS says "Specify engine and aircraft makes and models, standard systems furnished with gasket type CHT senders and hose clamp type EGT senders." so I am optimistic (I'm a fuel-tank-half-full kinda guy) that the probes will fit with minor machining, since I'm more of a woodworker than metalworker. Any advice/experience anyone can offer? Hopefully someone will chime in who's used the strap on EGT probes on a 582. I'm not sure it will work because of the shape of the exhaust manifold. However it should be easy to have a local shop weld on some bosses. I can give you my measurements if you want to go that way. Note also that you only get CHT and EGT sensors with the GRT. You'll have to at least add water temp, plus any other functions you want. (See http://www.grtavionics.com/product.aspx?productno=2 <http://www.grtavionics.com/product.aspx?productno=2&featureno=8> &featureno=8 ). Guy Buchanan San Diego, CA K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar. ________________________________________________________________________________
Subject: Re: Coolant overflow bottle placement
From: "wingnut" <wingnut(at)spamarrest.com>
Date: Oct 05, 2008
[quote] I did the same thing on my IV. I removed the conventional carb heat box and scat tubing, replacing it with electric carb heaters, and installed two K&N RU-1820 filters. Attached is a picture of the right side. [quote] Thanks Kieth. Your installation looks similar to mine in the amount of room you have. Unfortunately, the air filters I picked up are larger than yours. Here's a link to the picture: http://store.leadingedgeairfoils.com/product_info.php?products_id=5368 I took a look at the installation manual and I noticed that they list a maximum distance that the overflow bottle may be located below the expansion tank. It doesn't say anything about locating above the expansion tank. Anyone know if there's a problem with this? -------- Luis Rodriguez Model IV 1200 Rotax 912UL Flying Weekly Laurens, SC (34A) Read this topic online here: http://forums.matronics.com/viewtopic.php?p 7451#207451 ________________________________________________________________________________
Date: Oct 05, 2008
From: jerry evans <kitfox555(at)sbcglobal.net>
Subject: Ivo propellers
Does anyone have a Medium two blade-IVO prop for a 582 hanging around in your hanger that you might want to sell? Thanks- Jerry Jerry Evans KitfoxII Magalia Calif. N582'er' kitfox 555 ________________________________________________________________________________
From: "Bob Brennan" <matronics(at)bob.brennan.name>
Subject: 582 Oil Reservoir
Date: Oct 05, 2008
The GRT 2000 from what source Guy? The Grand Rapids website charges $373 and states "EIS only, no probes". The ACS website charges $476.95 and states "Systems include probes and pre-wired cables" It goes on to state what kind of CHT and EGT probes come as standard and that threaded senders are available at additional cost, but nothing about other sensors required to make it work. Although the price difference is the price of 2 CHT and 2 EGT probes on the GRT site... "2-stroke models provide tach, dual EGT, dual CHT, fluid temperature, auxiliary input, hourmeter, flight timer, voltmeter and outside air temperature" - tach, fluid temperature, and outside air temp are not much use without sensors! I have an email in to ACS asking specifics, and will call tomorrow if they don't respond right away. Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa _____ From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of Guy Buchanan Sent: 05 October 2008 11:05 am Subject: RE: Kitfox-List: 582 Oil Reservoir At 07:26 AM 10/5/2008, you wrote: Any advice/experience anyone can offer? "Note also that you only get CHT and EGT sensors with the GRT. You'll have to at least add water temp, plus any other functions you want. (See http://www.grtavionics.com/product.aspx?productno=2 <http://www.grtavionics.com/product.aspx?productno=2&featureno=8> &featureno=8 )." I realized this was confusing. The GRT 2000 package only comes with CHT and EGT sensors, though the box is capable of a lot more. You have to add any other sensors to the cost. Guy Buchanan San Diego, CA K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar. ________________________________________________________________________________
From: "Bob Brennan" <matronics(at)bob.brennan.name>
Subject: Biennial Flight Review
Date: Oct 05, 2008
How do Kitfoxers get a BFR, assuming you are flying on a PPL? Or do we need one? I assume one would do the flight review in one's own Kitfox but I've been to a few airports and it is difficult to find a CFI with a taildragger rating, no less one that is willing to hop into an Experimental Light Sport. I personally could probably get a refresher in some bigger Pipers (I like the Archer) and that qualifies for all "lesser" types, but how about you guys that only fly the Kitfox, or only fly as a Sport Pilot? Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa ________________________________________________________________________________
From: Lynn Matteson <lynnmatt(at)jps.net>
Subject: Re: Biennial Flight Review
Date: Oct 05, 2008
I'm planning on getting my BFR in my Kitfox, with the guy who taught me to fly in it, unless I have to get the BFR from someone who was not involved in my training...I'll have to look that rule/law up, I guess...and that's coming up this month. Lynn Matteson Kitfox IV Speedster Jabiru 2200, 562 hrs, and counting...all systems are go, and I'm back to flying. On Oct 5, 2008, at 6:37 PM, Bob Brennan wrote: > How do Kitfoxers get a BFR, assuming you are flying on a PPL? Or do > we need one? > > I assume one would do the flight review in one's own Kitfox but > I've been to a few airports and it is difficult to find a CFI with > a taildragger rating, no less one that is willing to hop into an > Experimental Light Sport. > > I personally could probably get a refresher in some bigger Pipers > (I like the Archer) and that qualifies for all "lesser" types, > but how about you guys that only fly the Kitfox, or only fly as a > Sport Pilot? > > Bob Brennan - N717GB > 1991 UK Model 2 ELSA Kitfox > Rotax 582 with 3 blade prop > Wrightsville Pa > > www.matronics.com/Navigator?Kitfox-List _- > www.matronics.com/contribution _- > =========================================================== ________________________________________________________________________________
From: "Lowell Fitt" <lcfitt(at)sbcglobal.net>
Subject: Re: Coolant overflow bottle placement
Date: Oct 05, 2008
Luis, I mounted mine behind the oil tank. Picture attached. Lowell ----- Original Message ----- From: "wingnut" <wingnut(at)spamarrest.com> Sent: Sunday, October 05, 2008 1:18 PM Subject: Kitfox-List: Re: Coolant overflow bottle placement > > [quote] > I did the same thing on my IV. I removed the conventional carb heat box > and scat tubing, replacing it with electric carb heaters, and installed > two K&N RU-1820 filters. Attached is a picture of the right side. [quote] > > Thanks Kieth. Your installation looks similar to mine in the amount of > room you have. Unfortunately, the air filters I picked up are larger than > yours. Here's a link to the picture: > > http://store.leadingedgeairfoils.com/product_info.php?products_id=5368 > > I took a look at the installation manual and I noticed that they list a > maximum distance that the overflow bottle may be located below the > expansion tank. It doesn't say anything about locating above the expansion > tank. Anyone know if there's a problem with this? > > -------- > Luis Rodriguez > Model IV 1200 > Rotax 912UL > Flying Weekly > Laurens, SC (34A) > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p 7451#207451 > > > ________________________________________________________________________________
From: "John W. Hart" <helili(at)chahtatushka.net>
Subject: Biennial Flight Review
Date: Oct 05, 2008
There are instructors around that will fly with you in a Kitfox. I'm a CFII, and I'd do it if you were anywhere near Wilburton, OK. John Hart KF IV NSI Subaru Wilburton, OK From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of Bob Brennan Sent: Sunday, October 05, 2008 5:37 PM Subject: Kitfox-List: Biennial Flight Review How do Kitfoxers get a BFR, assuming you are flying on a PPL? Or do we need one? I assume one would do the flight review in one's own Kitfox but I've been to a few airports and it is difficult to find a CFI with a taildragger rating, no less one that is willing to hop into an Experimental Light Sport. I personally could probably get a refresher in some bigger Pipers (I like the Archer) and that qualifies for all "lesser" types, but how about you guys that only fly the Kitfox, or only fly as a Sport Pilot? Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa ________________________________________________________________________________
Subject: Re: Coolant overflow bottle placement
From: "wingnut" <wingnut(at)spamarrest.com>
Date: Oct 05, 2008
Thanks Lowell. I was afraid I'd have to squeeze it back in there somewhere. It's nice to have confirmation. Two questions though: Is your attached to the firewall or the oil tank support? It didn't occur to me until I saw your picture but attaching it to the oil tank support would save me having to drill through the firewall. Also, what's with the scat tubing going to the front of the motor? Vent for the cockpit? -------- Luis Rodriguez Model IV 1200 Rotax 912UL Flying Weekly Laurens, SC (34A) Read this topic online here: http://forums.matronics.com/viewtopic.php?p 7475#207475 ________________________________________________________________________________
Subject: Re: Biennial Flight Review
From: "Tom Jones" <nahsikhs(at)elltel.net>
Date: Oct 05, 2008
Does your kitfox have a gyro in the panel? During all the flight reviews I have taken the instructor put the dreaded hood on me. I don't know if that is required, but the airplane needs to have a gyro of some sort for that. The last review I took was in a Stinson with just a turn rate indicator and ball for instrument reference, but that was enough to do the hood work. I plan to go back to the same instructor for my next review, due next month. He also has a sport cub now. I have just finished my first two years as a tail wheel pilot and want to get some instruction on improving my landings during the review. -------- Tom Jones Classic IV 503 Rotax, 72 inch Two blade Warp Ellensburg, WA Read this topic online here: http://forums.matronics.com/viewtopic.php?p 7481#207481 ________________________________________________________________________________
From: "Larry Huntley" <asq(at)roadrunner.com>
Subject: Re: Biennial Flight Review
Date: Oct 05, 2008
________________________________________________________________________________
Date: Oct 05, 2008
Subject: Re: Battery
From: "Paul A. Franz, P.E." <paul(at)eucleides.com>
On Sun, October 5, 2008 4:59 am, Bruce Jolene wrote: > > What size of battery is recommended for the Ktfox III in cold cranking amps? > There's more to sizing a battery than starter loads. Your source for this is Bob Nuckolls of the Aero-Electric Connection: <http://www.aeroelectric.com/> Here's a list of some of the relevant articles on that site. <http://tinyurl.com/4urcc4> Briefly, Bob's recommendation is to determine first the total battery reserve you need in ampere-hours. Then use two (smaller) batteries each with about half that capacity. Then you stagger the replacement of the batteries for half the useful life. So if the useful life for 60% capacity is 3 years then you replace one of the batteries every 18 months. Then you always have the determined electrical reserve to operate should the alternator fail. The starter requirement will likely be met using this sizing scheme but once that is determined, verify that you have enough with the two batteries. -- Paul A. Franz, P.E. PAF Consulting Engineers Office 425.440.9505 Cell 425.241.1618 ________________________________________________________________________________
From: "kirk hull" <kirkhull(at)kc.rr.com>
Subject: looking for a right doo for a classic 4
Date: Oct 05, 2008
That was option # 2 -----Original Message----- From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of Guy Buchanan Sent: Saturday, October 04, 2008 8:58 PM Subject: Re: Kitfox-List: looking for a right doo for a classic 4 At 07:09 AM 10/4/2008, you wrote: >I am looking for a right door that I can modify to use for taking pictures. >If anybody had an extra they are willing to part with please let me know I know it's not my business, but I was wondering why you don't just fly with the door off? One of our guys built little 4" windscreens which he attached to the camlocs and window frame fasteners just in front of the doors and had buffet-free doors-off flying, perfect for pictures. Guy Buchanan San Diego, CA K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar. ________________________________________________________________________________
From: "Lowell Fitt" <lcfitt(at)sbcglobal.net>
Subject: Re: Coolant overflow bottle placement
Date: Oct 05, 2008
Mine was attached to the firewall. I do like the idea of attaching it to the tank mount. The scat tubing was for a cabin heater I made. It worked better for ventilation as heating 30 air from outside is not very efficient vs. heating ever warmer cabin air in the conventional heater set-up. I did have a valve on the coolant inlet and a way to control the air flow. Lowell ----- Original Message ----- From: "wingnut" <wingnut(at)spamarrest.com> Sent: Sunday, October 05, 2008 4:39 PM Subject: Kitfox-List: Re: Coolant overflow bottle placement > > Thanks Lowell. I was afraid I'd have to squeeze it back in there > somewhere. It's nice to have confirmation. Two questions though: > > Is your attached to the firewall or the oil tank support? It didn't occur > to me until I saw your picture but attaching it to the oil tank support > would save me having to drill through the firewall. > > Also, what's with the scat tubing going to the front of the motor? Vent > for the cockpit? > > -------- > Luis Rodriguez > Model IV 1200 > Rotax 912UL > Flying Weekly > Laurens, SC (34A) > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p 7475#207475 > > > ________________________________________________________________________________
Subject: Re: looking for a right doo for a classic 4
From: "Tom Jones" <nahsikhs(at)elltel.net>
Date: Oct 05, 2008
Guy Buchanan wrote: > At 07:09 AM 10/4/2008, you wrote: > > > I am looking for a right door that I can modify to use for taking pictures. > > If anybody had an extra they are willing to part with please let me know > > > > > > I know it's not my business, but I was wondering why you don't just > fly with the door off? One of our guys built little 4" windscreens > which he attached to the camlocs and window frame fasteners just in > front of the doors and had buffet-free doors-off flying, perfect for pictures. > > > Guy Buchanan > San Diego, CA > K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar. > Guy, can you elaborate on these little windscreens? Sounds like a cool option. -------- Tom Jones Classic IV 503 Rotax, 72 inch Two blade Warp Ellensburg, WA Read this topic online here: http://forums.matronics.com/viewtopic.php?p 7494#207494 ________________________________________________________________________________
From: Jim_and_Lucy Chuk <thesupe(at)hotmail.com>
Subject: Biennial Flight Review
Date: Oct 06, 2008
I fly with a sport pilot licence=2C and I got my last BFI in a Champ. Will probably do my next one in my Avid. Jim Chuk Mn From: matronics(at)bob.brennan.nameTo: kitfox-list(at)matronics.comSubject: Kitfo x-List: Biennial Flight ReviewDate: Sun=2C 5 Oct 2008 18:37:26 -0400 How do Kitfoxers get a BFR=2C assuming you are flying on a PPL? Or do we ne ed one? I assume one would do the flight review in one's own Kitfox but I've been t o a few airports and it is difficult to find a CFI with a taildragger ratin g=2C no less one that is willing to hop into an Experimental Light Sport. I personally could probably get a refresher in some bigger Pipers (I like t he Archer) and that qualifies for all "lesser" types=2C but how about yo u guys that only fly the Kitfox=2C or only fly as a Sport Pilot? Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa _________________________________________________________________ Want to do more with Windows Live? Learn =9310 hidden secrets=94 from Jamie . http://windowslive.com/connect/post/jamiethomson.spaces.live.com-Blog-cns!5 50F681DAD532637!5295.entry?ocid=TXT_TAGLM_WL_domore_092008 ________________________________________________________________________________
From: "Noel Loveys" <noelloveys(at)yahoo.ca>
Subject: Re: Biennial Flight Review
Date: Oct 05, 2008
When I was training my instructor had me fly for about fifteen minutes with a blindfold on... (C172) It was pretty hairy until I remembered about the old thing of flying by the seat of your pants... literally concentrating on my Duff I was able to straighten the plane out and realizing the sun was in the south west part of the sky I was able to maintain a relatively consistent heading (NW). My altitude did vary by over a thousand feet in the duration of the flight but I did start at 5000'; and ended up at 4800 ft. The instructor said the lowest I got was above 4000 ft and the highest was 5500'. Oh yes the idea was to try to completely disorient me... Didn't work. Noel -----Original Message----- From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of Tom Jones Sent: Sunday, October 05, 2008 9:33 PM Subject: Kitfox-List: Re: Biennial Flight Review Does your kitfox have a gyro in the panel? During all the flight reviews I have taken the instructor put the dreaded hood on me. I don't know if that is required, but the airplane needs to have a gyro of some sort for that. The last review I took was in a Stinson with just a turn rate indicator and ball for instrument reference, but that was enough to do the hood work. I plan to go back to the same instructor for my next review, due next month. He also has a sport cub now. I have just finished my first two years as a tail wheel pilot and want to get some instruction on improving my landings during the review. -------- Tom Jones Classic IV 503 Rotax, 72 inch Two blade Warp Ellensburg, WA Read this topic online here: http://forums.matronics.com/viewtopic.php?p 7481#207481 ________________________________________________________________________________
From: Jim_and_Lucy Chuk <thesupe(at)hotmail.com>
Subject: 582 Oil Reservoir
Date: Oct 06, 2008
If you use the hoseclamp style EGT probes=2C all you have to do is drill tw o 3/16" holes in the Y pipe. Not hard at all. Just need the right distance which if I remember right is 100 MM from the p iston. Double check that dimention though. Jim Chuk Kitfox 4 building Avid MK IV flying Mn From: matronics(at)bob.brennan.nameTo: kitfox-list(at)matronics.comSubject: RE: K itfox-List: 582 Oil ReservoirDate: Sun=2C 5 Oct 2008 13:57:14 -0400 Hi Guy=2C Thanks for that info. I went to the Grand Rapids site first and saw that th ey sell the EIS 2000 as a stand-alone unit EIS-2002 2 Cylinder - Two Stroke monitor=2C EIS only=2C no probes $373and a wide variety of sensors=2C but obviously you need to know what to order. ACS sells a "kit" and state "Specify engine and aircraft makes and models" and "Systems include probes and pre-wired cables". I went to the AC S website contact-us page and stated the unit I want plus the Kitfox plus 5 82 info and asked specifically what sensors/senders come with the kit. Let' s see what they say. I am rethinking the fuel sender due to the price=2C I can always add it on at a later date. The problem is that I have always been uneasy about fuel m anagement - when I got the plane the only fuel level indication was the dis colored slit-in-the-dash=2C a "reserve" level switch that had been disconne cted=2C and a wing tank that hadn't been used in years due to seam leaks. I sloshed the wing tank=2C replaced the tube from it with clear so I could s ee flow=2C put in a sight tube for the main tank=2C am replacing the still- leaky fittings on the wing tank=2C and reconnected the reserve warning ligh t. But on days like today when I flew for 40 minutes and the sight tube is about the same before and after - the prospect of being able to measure fue l flow is attractive. More STUFF to put my mind at ease=2C although the sig ht tube should be the most reliable=2C assuming gravity doesn't fail. Heck if gravity stopped working I wouldn't need fuel anyway! Attaching the EGT sensors is a concern - the manifolds are pretty tiny. I a ssume one drills a hole and uses the clamp to hold the sensor in place insi de the manifold? Any probe more than an inch long might be a problem(?) Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-serv er(at)matronics.com] On Behalf Of Guy BuchananSent: 05 October 2008 11:00 amTo : kitfox-list(at)matronics.comSubject: RE: Kitfox-List: 582 Oil Reservoir At 07:26 AM 10/5/2008=2C you wrote: I am looking at the Grand Rapids EIS to replace my impossible-to-diagnose t emp gauge and missing EGT=2C on your recommendation and the fact that for m y money I get more STUFF.It's always nice to get more STUFF. Looks like you have the right attitude. =3B-) I am looking at http://www.aircraftspruce.com/catalog/inpages/eisjabiru.php 2 Stroke=2C 2 Cylinder 2000 10-28000 $476.95EIS Fuel Flow Option ---- 10-28 004 $365.95but how can I be sure it will work on my 582 grey head? I checke d the exhaust manifold - no bosses boss=2C as far as I can see. That's simi lar to the one I have. (It appears to have some new functions.) However=2C I'd check with GRT ( http://www.grtavionics.com) to make sure you get exact ly what you want. They won't care if you buy from Spruce. I also wouldn't b uy the fuel flow=2C unless you really want more STUFF. These things burn fu el so slowly that management is pretty easy. The page on ACS says "Specify engine and aircraft makes and models=2C stand ard systems furnished with gasket type CHT senders and hose clamp type EGT senders." so I am optimistic (I'm a fuel-tank-half-full kinda guy) that the probes will fit with minor machining=2C since I'm more of a woodworker tha n metalworker. Any advice/experience anyone can offer?Hopefully someone wi ll chime in who's used the strap on EGT probes on a 582. I'm not sure it wi ll work because of the shape of the exhaust manifold. However it should be easy to have a local shop weld on some bosses. I can give you my measuremen ts if you want to go that way.Note also that you only get CHT and EGT senso rs with the GRT. You'll have to at least add water temp=2C plus any other f unctions you want. (See http://www.grtavionics.com/product.aspx?productno =2&featureno=8 ). Guy BuchananSan Diego=2C CAK-IV 1200 / 582-C / Warp / 100% done=2C thanks m ostly to Bob Ducar. href="http://www.matronics.com/Navigator?Kitfox-List">http://www.matronhr ef="http://forums.matronics.com">http://forums.matronics.com href="http://www.matronics.com/contribution">http://www.matronics.com/c _________________________________________________________________ Stay up to date on your PC=2C the Web=2C and your mobile phone with Windows Live. ________________________________________________________________________________
Date: Oct 05, 2008
From: Guy Buchanan <bnn(at)nethere.com>
Subject: 582 Oil Reservoir
At 06:46 PM 10/5/2008, you wrote: >If you use the hoseclamp style EGT probes, all you have to do is >drill two 3/16" holes in the Y pipe. Yes, drilling the holes is easy. I can't picture the clamp, though. How'd you do that? Guy Buchanan San Diego, CA K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar. ________________________________________________________________________________
Date: Oct 05, 2008
From: Guy Buchanan <bnn(at)nethere.com>
Subject: Re: looking for a right doo for a classic 4
At 06:15 PM 10/5/2008, you wrote: >Guy, can you elaborate on these little windscreens? Sounds like a >cool option. Well, he took some .090" Lexan, (or whichever one is heat formable, I don't remember,) and heat formed a roughly 36" long, 135 degree angle with 2" legs along the fuselage and 4" legs extending into the air-stream angled back about 45 degrees. The tool he used to form accommodated the change in angle between the windscreen and cowl sides along the front door post. He then used the cowl camlocs and windscreen attach screws to hold it on. Unfortunately it was not easily exchanged for doors. I suppose you could do a fairly easy installation by putting additional camloc receptacles in the windscreen and cowl, but they might be a little too ugly. One of these days I'm going to do it cleanly, but it's low on the list. Guy Buchanan San Diego, CA K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar. ________________________________________________________________________________
Date: Oct 05, 2008
From: Guy Buchanan <bnn(at)nethere.com>
Subject: 582 Oil Reservoir
At 10:57 AM 10/5/2008, you wrote: >Thanks for that info. I went to the Grand Rapids site first and saw >that they sell the EIS 2000 as a stand-alone unit >EIS-2002 2 Cylinder - Two Stroke monitor, EIS only, no probes $373 >and a wide variety of sensors, but obviously you need to know what to order. They have another page "Packages" (http://www.grtavionics.com/product.aspx?productno=2&featureno=12) that lists the package ACS is probably selling. >Attaching the EGT sensors is a concern - the manifolds are pretty >tiny. I assume one drills a hole and uses the clamp to hold the >sensor in place inside the manifold? Any probe more than an inch >long might be a problem(?) All of the probes are variable length, (depth,) so that shouldn't be a problem. The problem is that my probes come in from the top in the throat of the "Y" and I don't see how you'd hold them in with hose clamps, as you would on a tubular header. By the way, did you check both sides, (top and bottom,) of the header? Stupid question, I know, but just checking- some headers are mounted the other way. Guy Buchanan San Diego, CA K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar. ________________________________________________________________________________
Date: Oct 05, 2008
From: Guy Buchanan <bnn(at)nethere.com>
Subject: Re: Biennial Flight Review
At 03:37 PM 10/5/2008, you wrote: >How do Kitfoxers get a BFR, assuming you are flying on a PPL? Or do >we need one? Yes you need one, and you should have no trouble getting any CFI to do it. Remember they're not doing flight training, are not pilot-in-command, and don't need to save your bacon. (I hope.) They should just be along for a pleasant ride asking you to show your stuff; which you do know, right? Guy Buchanan San Diego, CA K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar. ________________________________________________________________________________
From: Jim_and_Lucy Chuk <thesupe(at)hotmail.com>
Subject: 582 Oil Reservoir
Date: Oct 06, 2008
Sorry if someone beat me to the answer=2C but picture a Y The holes are in the two upper arms of the Y. The probe goes through a hole in the hosecl amp=2C into the hole in the Y and the clamp is tightened arould that arm of the Y. Same thing on the other upper arm of the Y pipe. Hope that makes sence. If you saw it it would be obvious immediatly. Jim Chuk 4 building MN> Date: Sun=2C 5 Oct 2008 19:15:23 -0700> To: kitfox-list(at)matronics.com> From: bnn(at)nethere.com> Subject: RE: Kitfox-List: 582 Oil Reservoir> > --> Kitfox-List message posted by: Guy Buchanan > > At 06:46 P M 10/5/2008=2C you wrote:> >If you use the hoseclamp style EGT probes=2C al l you have to do is > >drill two 3/16" holes in the Y pipe.> > Yes=2C drill ing the holes is easy. I can't picture the clamp=2C > though. How'd you do that?> > > Guy Buchanan> San Diego=2C CA> K-IV 1200 / 582-C / Warp / 100% d ===================> > > _________________________________________________________________ See how Windows Mobile brings your life together=97at home=2C work=2C or on the go. ________________________________________________________________________________
From: "Bob Brennan" <matronics(at)bob.brennan.name>
Subject: Biennial Flight Review
Date: Oct 06, 2008
>They should just be along for a pleasant ride asking you to show your stuff; which you do know, right? I do yes, it's been a little over 2 years since my GFT (UK NPPL "General Flight Test") after about 50 hours of training in my Kitfox, which I assume more than counts as my BFR for my PPL here. At that time my instructor said "you fly this plane better than I could", which sounds pretty good but he, like many others, thought the Kitfox "twitchy" and had a lot of trouble handling it. I've only done about 7 hours in it in the past 2 years (in the past month) due to the year and a half struggle getting it legal, and am not very confident yet. I took it to 4000ft yesterday to do some slow flight and stalls - I need to practice 45 and 60 degree bank turns and power on stalls yet. What I realised is that I need *lots* more practise but also realised when I fill in my insurance application with my last BFR date being more than 2 years they might balk if I broke something practising for a BFR, which makes me even more nervous about practicing... Yes I already know the response to this post = "Grow a Pair!" ;-) Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa _____ From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of Guy Buchanan Sent: 05 October 2008 10:06 pm Subject: Re: Kitfox-List: Biennial Flight Review At 03:37 PM 10/5/2008, you wrote: How do Kitfoxers get a BFR, assuming you are flying on a PPL? Or do we need one? Yes you need one, and you should have no trouble getting any CFI to do it. Remember they're not doing flight training, are not pilot-in-command, and don't need to save your bacon. (I hope.) They should just be along for a pleasant ride asking you to show your stuff; which you do know, right? Guy Buchanan San Diego, CA K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar. ________________________________________________________________________________
From: "Bob Brennan" <matronics(at)bob.brennan.name>
Subject: 582 Oil Reservoir
Date: Oct 06, 2008
I can picture the clamp (attached) Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa -----Original Message----- From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of Guy Buchanan Sent: 05 October 2008 10:15 pm Subject: RE: Kitfox-List: 582 Oil Reservoir At 06:46 PM 10/5/2008, you wrote: >If you use the hoseclamp style EGT probes, all you have to do is >drill two 3/16" holes in the Y pipe. Yes, drilling the holes is easy. I can't picture the clamp, though. How'd you do that? Guy Buchanan San Diego, CA K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar. ________________________________________________________________________________
From: "Bob Brennan" <matronics(at)bob.brennan.name>
Subject: 582 Oil Reservoir
Date: Oct 06, 2008
The GRT package for $503 EIS-2002 $503 Package for 2-stroke engine to monitor two cylinders. Includes EIS Model 2000, 2 EGT probes, 2 CHT probes, and pre-wired cables. appears to be identical to the ACS package for $477 2 Stroke, 2 Cylinder 2000 10-28000 $476.95 Systems include probes and pre-wired cables, or may be purchased individually....standard systems furnished with gasket type CHT senders and hose clamp type EGT senders GRT lists all additional sensors on their website at very reasonable prices but does not have online ordering. ACS probably has the additional sensors on other pages but not cross-linked back to the package. Several phone calls sound like the only solution, the Internet can't do *everything*! Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa _____ From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of Guy Buchanan Sent: 05 October 2008 10:02 pm Subject: RE: Kitfox-List: 582 Oil Reservoir At 10:57 AM 10/5/2008, you wrote: Thanks for that info. I went to the Grand Rapids site first and saw that they sell the EIS 2000 as a stand-alone unit EIS-2002 2 Cylinder - Two Stroke monitor, EIS only, no probes $373 and a wide variety of sensors, but obviously you need to know what to order. They have another page "Packages" ( <http://www.grtavionics.com/product.aspx?productno=2&featureno=12> http://www.grtavionics.com/product.aspx?productno=2&featureno=12) that lists the package ACS is probably selling. Attaching the EGT sensors is a concern - the manifolds are pretty tiny. I assume one drills a hole and uses the clamp to hold the sensor in place inside the manifold? Any probe more than an inch long might be a problem(?) All of the probes are variable length, (depth,) so that shouldn't be a problem. The problem is that my probes come in from the top in the throat of the "Y" and I don't see how you'd hold them in with hose clamps, as you would on a tubular header. By the way, did you check both sides, (top and bottom,) of the header? Stupid question, I know, but just checking- some headers are mounted the other way. Guy Buchanan San Diego, CA K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar. ________________________________________________________________________________
From: "Bob Brennan" <matronics(at)bob.brennan.name>
Subject: 582 Oil Reservoir
Date: Oct 06, 2008
I can picture it Jim thanks, although I'm not sure that "sence" makes sense ;-) I've had my head under the cowl trying to picture it and from what everyone has said it does make sense, although the smallest probe I can find has a 1" tip and I imagine that would pretty much touch the bottom of the manifold. Also I would think that some manifold sealer goop of some sort would be a good idea around the hole? Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa _____ From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of Jim_and_Lucy Chuk Sent: 06 October 2008 12:03 am Subject: RE: Kitfox-List: 582 Oil Reservoir Sorry if someone beat me to the answer, but picture a Y The holes are in the two upper arms of the Y. The probe goes through a hole in the hoseclamp, into the hole in the Y and the clamp is tightened arould that arm of the Y. Same thing on the other upper arm of the Y pipe. Hope that makes sence. If you saw it it would be obvious immediatly. Jim Chuk 4 building MN > Date: Sun, 5 Oct 2008 19:15:23 -0700 > To: kitfox-list(at)matronics.com > From: bnn(at)nethere.com > Subject: RE: Kitfox-List: 582 Oil Reservoir > > > At 06:46 PM 10/5/2008, you wrote: > >If you use the hoseclamp style EGT probes, all you have to do is > >drill two 3/16" holes in the Y pipe. > > Yes, drilling the holes is easy. I can't picture the clamp, > though. How'd you do that? > > > Guy Buchanan > San Diego, CA > K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar. > >============= > > > _____ See how Windows Mobile brings your life together-at home20093182mrt/direct/01/' target='_new'>See Now ________________________________________________________________________________
From: "Bob Brennan" <matronics(at)bob.brennan.name>
Subject: Re: Biennial Flight Review
Date: Oct 06, 2008
> Does your kitfox have a gyro in the panel? No, but with an extra hole where my non-functioning Water Temp gauge now is I've been looking at prices for an Artificial Horizon. More STUFF! When I did my original PPL I did a lot of "hood work", it was one of my favorite parts of training, along with spin training (not in the Fox, in a Tomahawk - which was notorious for killing pilots who couldn't recover from a spin). My Kitfox instructor did do some "unusual attitude" training but with closed eyes rather than a hood since there was nothing to look at on the panel. Again it was a favorite of mine and instructors would really toss it around in frustration because I always got it right back. I did an hour of ground instruction a few weeks ago just because I thought I needed it, and before I knew I needed a BFR. I will call the CFI and see if he will take me up in something to sign off a BFR. Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa -----Original Message----- From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of Tom Jones Sent: 05 October 2008 8:03 pm Subject: Kitfox-List: Re: Biennial Flight Review Does your kitfox have a gyro in the panel? During all the flight reviews I have taken the instructor put the dreaded hood on me. I don't know if that is required, but the airplane needs to have a gyro of some sort for that. The last review I took was in a Stinson with just a turn rate indicator and ball for instrument reference, but that was enough to do the hood work. I plan to go back to the same instructor for my next review, due next month. He also has a sport cub now. I have just finished my first two years as a tail wheel pilot and want to get some instruction on improving my landings during the review. -------- Tom Jones Classic IV 503 Rotax, 72 inch Two blade Warp Ellensburg, WA ________________________________________________________________________________
From: Jim_and_Lucy Chuk <thesupe(at)hotmail.com>
Subject: 582 Oil Reservoir
Date: Oct 06, 2008
I should have thaought about haveing pictures that show this last night=2C but better late than never they say. This was a picture of my Avid MK IV with 582 before I changed it to the Jabiru engine. Also=2C look at the pr obes in a catalog=2C they come installed in the hose clamp from the factory . Jim Chuk Kitfox 4 building Avid MK IV flying Mn> From: matronics@bob. brennan.name> To: kitfox-list(at)matronics.com> Subject: RE: Kitfox-List: 582 Oil Reservoir> Date: Mon=2C 6 Oct 2008 08:47:16 -0400> > I can picture the clamp (attached) > > Bob Brennan - N717GB> 1991 UK Model 2 ELSA Kitfox> Rot ax 582 with 3 blade prop> Wrightsville Pa > > -----Original Message-----> F rom: owner-kitfox-list-server(at)matronics.com> [mailto:owner-kitfox-list-serv er(at)matronics.com] On Behalf Of Guy Buchanan> Sent: 05 October 2008 10:15 pm > To: kitfox-list(at)matronics.com> Subject: RE: Kitfox-List: 582 Oil Reservoi t 06:46 PM 10/5/2008=2C you wrote:> >If you use the hoseclamp style EGT pro bes=2C all you have to do is > >drill two 3/16' holes in the Y pipe.> > Yes =2C drilling the holes is easy. I can't picture the clamp=2C > though. How' d you do that?> > > Guy Buchanan> San Diego=2C CA> K-IV 1200 / 582-C / Warp / 100% done=2C thanks mostly to Bob Ducar. > > > > _________________________________________________________________ See how Windows connects the people=2C information=2C and fun that are part of your life. /9j/4QeoRXhpZgAASUkqAAgAAAAJAA8BAgAGAAAAcgcAABABAgAUAAAAeAcAABoBBQABAAAAzgAA ABsBBQABAAAA1gAAACgBAwABAAAAAgAAADIBAgAUAAAAjAcAABMCAwABAAAAAgAAABQCBQAGAAAA 3gAAAGmHBAABAAAADgEAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAC0AAAAAQAAALQA AAABAAAAAAAAAAEAAAD/AAAAAQAAAIAAAAABAAAA/wAAAAEAAACAAAAAAQAAAP8AAAABAAAAHgCa ggUAAQAAAHwCAACdggUAAQAAAIQCAAAAkAcABAAAADAyMjADkAIAFAAAAIwCAAAEkAIAFAAAAKAC AAABkQcABAAAAAECAwACkQUAAQAAALQCAAABkgoAAQAAALwCAAACkgUAAQAAAMQCAAAEkgoAAQAA AMwCAAAFkgUAAQAAANQCAAAHkgMAAQAAAAUAAAAJkgMAAQAAABgAAAAKkgUAAQAAANwCAAB8kgcA bgMAAOQCAACGkgcACAEAAFIGAAAAoAcABAAAADAxMDABoAMAAQAAAAEAAAACoAQAAQAAAIACAAAD 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From: "Bob Brennan" <matronics(at)bob.brennan.name>
Subject: 582 Oil Reservoir
Date: Oct 06, 2008
That is how I pictured it Jim, although maybe a bit closer to the cylinders, not that it probably matters. It looks like there is some discoloration at the probe holes, probably from exhaust escaping? That's why I was thinking a bit of manifold goop-sealer-stuff might be a good idea(?) Also - is the picture upside down or the engine? Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa _____ From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of Jim_and_Lucy Chuk Sent: 06 October 2008 9:20 am Subject: RE: Kitfox-List: 582 Oil Reservoir I should have thaought about haveing pictures that show this last night, but better late than never they say. This was a picture of my Avid MK IV with 582 before I changed it to the Jabiru engine. Also, look at the probes in a catalog, they come installed in the hose clamp from the factory. Jim Chuk Kitfox 4 building Avid MK IV flying Mn > From: matronics(at)bob.brennan.name > To: kitfox-list(at)matronics.com > Subject: RE: Kitfox-List: 582 Oil Reservoir > Date: Mon, 6 Oct 2008 08:47:16 -0400 > > I can picture the clamp (attached) > > Bob Brennan - N717GB > 1991 UK Model 2 ELSA Kitfox > Rotax 582 with 3 blade prop > Wrightsville Pa > > -----Original Message----- > From: owner-kitfox-list-server(at)matronics.com > [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of Guy Buchanan > Sent: 05 October 2008 10:15 pm > To: kitfox-list(at)matronics.com > Subject: RE: Kitfox-List: 582 Oil Reservoir > > > At 06:46 PM 10/5/2008, you wrote: > >If you use the hoseclamp style EGT probes, all you have to do is > >drill two 3/16' holes in the Y pipe. > > Yes, drilling the holes is easy. I can't picture the clamp, > though. How'd you do that? > > > Guy Buchanan > San Diego, CA > K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar. > > > > _____ See how Windows connects the people, informatMRT/go/msnnkwxp1020093175mrt/direct/01/' target='_new'>See Now ________________________________________________________________________________
From: Jim_and_Lucy Chuk <thesupe(at)hotmail.com>
Subject: 582 Oil Reservoir
Date: Oct 06, 2008
The picture is right side up=2C the Avids mounted the engine inverted. Als o=2C I meant to say about the gauges questions=2C check barnstormers or eba y for instruments. Sometimes you can get a good deal there. There was a g uy on Ebaythat bought out a dealers supply and he was selling a dual EGT fo r about $30. I posted a message on here a few months ago about a Kitfox ai rspeed indicator for $60 on ebay=2C that was the guy with lots of other ins truments. If you find the message=2C you should be able to track him down. Also=2C last week a guy named Tony Wright had a bunch of adds on Barnstor mers and I think he had some EGT gauges also. I bought a carb temp. gauge from him. Jim Chuk Kitfox 4 building. Mn From: matronics(at)bob.brennan.nameTo: kitfox-list(at)matronics.comSubject: RE: K itfox-List: 582 Oil ReservoirDate: Mon=2C 6 Oct 2008 10:00:45 -0400 That is how I pictured it Jim=2C although maybe a bit closer to the cylinde rs=2C not that it probably matters. It looks like there is some discoloration at the probe holes=2C probably fr om exhaust escaping? That's why I was thinking a bit of manifold goop-seale r-stuff might be a good idea(?) Also - is the picture upside down or the engine? Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-serv er(at)matronics.com] On Behalf Of Jim_and_Lucy ChukSent: 06 October 2008 9:20 amTo: kitfox-list(at)matronics.comSubject: RE: Kitfox-List: 582 Oil Reservoir I should have thaought about haveing pictures that show this last night=2C but better late than never they say. This was a picture of my Avid MK IV with 582 before I changed it to the Jabiru engine. Also=2C look at the pr obes in a catalog=2C they come installed in the hose clamp from the factory . Jim Chuk Kitfox 4 building Avid MK IV flying Mn> From: matronics@bob. brennan.name> To: kitfox-list(at)matronics.com> Subject: RE: Kitfox-List: 582 Oil Reservoir> Date: Mon=2C 6 Oct 2008 08:47:16 -0400> > I can picture the clamp (attached) > > Bob Brennan - N717GB> 1991 UK Model 2 ELSA Kitfox> Rot ax 582 with 3 blade prop> Wrightsville Pa > > -----Original Message-----> F rom: owner-kitfox-list-server(at)matronics.com> [mailto:owner-kitfox-list-serv er(at)matronics.com] On Behalf Of Guy Buchanan> Sent: 05 October 2008 10:15 pm > To: kitfox-list(at)matronics.com> Subject: RE: Kitfox-List: 582 Oil Reservoi t 06:46 PM 10/5/2008=2C you wrote:> >If you use the hoseclamp style EGT pro bes=2C all you have to do is > >drill two 3/16' holes in the Y pipe.> > Yes =2C drilling the holes is easy. I can't picture the clamp=2C > though. How' d you do that?> > > Guy Buchanan> San Diego=2C CA> K-IV 1200 / 582-C / Warp / 100% done=2C thanks mostly to Bob Ducar. > > > > See how Windows connects the people=2C informatMRT/go/msnnkwxp1020093175mrt /direct/01/' target='_new'>See Now _________________________________________________________________ Want to do more with Windows Live? Learn =9310 hidden secrets=94 from Jamie . http://windowslive.com/connect/post/jamiethomson.spaces.live.com-Blog-cns!5 50F681DAD532637!5295.entry?ocid=TXT_TAGLM_WL_domore_092008 ________________________________________________________________________________
Subject: Flap handle detentes
From: "Tom Jones" <nahsikhs(at)elltel.net>
Date: Oct 06, 2008
Bob, Brennen, do you have a picture of the detente details on your flap handle console? In the picture you posted on another thread it shows a button on the end of the flap handle. Will a picture from the passenger side of the console show how the button and detente is put together and operates. I would like to build a copy of it. -------- Tom Jones Classic IV 503 Rotax, 72 inch Two blade Warp Ellensburg, WA Read this topic online here: http://forums.matronics.com/viewtopic.php?p 7546#207546 ________________________________________________________________________________
From: "John W. Hart" <helili(at)chahtatushka.net>
Subject: Biennial Flight Review
Date: Oct 06, 2008
Bob, Here's a reference to the regulation of what constitutes or may be substituted for a flight review. Keep in mind that for U.S. pilots, any reference to instructors, military, or check pilots will, in most cases refer to US FAA certificated or US military personnel for individuals operating an aircraft of US registry with a US pilot certificate. http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr <http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr&sid=40760189a03dfea0b5 01608f33820a45&rgn=div5&view=text&node=14:2.0.1.1.2&idno=14#14:2.0.1.1.2.1.1 .34> &sid=40760189a03dfea0b501608f33820a45&rgn=div5&view=text&node=14:2.0.1.1.2&i dno=14#14:2.0.1.1.2.1.1.34 John Hart KF IV NSI Subaru Wilburton. ok From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of Bob Brennan Sent: Monday, October 06, 2008 7:43 AM Subject: RE: Kitfox-List: Biennial Flight Review >They should just be along for a pleasant ride asking you to show your stuff; which you do know, right? I do yes, it's been a little over 2 years since my GFT (UK NPPL "General Flight Test") after about 50 hours of training in my Kitfox, which I assume more than counts as my BFR for my PPL here. At that time my instructor said "you fly this plane better than I could", which sounds pretty good but he, like many others, thought the Kitfox "twitchy" and had a lot of trouble handling it. I've only done about 7 hours in it in the past 2 years (in the past month) due to the year and a half struggle getting it legal, and am not very confident yet. I took it to 4000ft yesterday to do some slow flight and stalls - I need to practice 45 and 60 degree bank turns and power on stalls yet. What I realised is that I need *lots* more practise but also realised when I fill in my insurance application with my last BFR date being more than 2 years they might balk if I broke something practising for a BFR, which makes me even more nervous about practicing... Yes I already know the response to this post = "Grow a Pair!" ;-) Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa _____ From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of Guy Buchanan Sent: 05 October 2008 10:06 pm Subject: Re: Kitfox-List: Biennial Flight Review At 03:37 PM 10/5/2008, you wrote: How do Kitfoxers get a BFR, assuming you are flying on a PPL? Or do we need one? Yes you need one, and you should have no trouble getting any CFI to do it. Remember they're not doing flight training, are not pilot-in-command, and don't need to save your bacon. (I hope.) They should just be along for a pleasant ride asking you to show your stuff; which you do know, right? Guy Buchanan San Diego, CA K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar. href="http://www.matronics.com/Navigator?Kitfox-List">http://www.matronhref "http://forums.matronics.com">http://forums.matronics.com href="http://www.matronics.com/contribution">http://www.matronics.com/c ________________________________________________________________________________
Date: Oct 06, 2008
From: Malcolm Brubaker <brubakermal(at)yahoo.com>
Subject: Biennial Flight Review
I need my BFR this month and alredy have a cfi that will fly in mine or go up in his j3- or champ alot of the older cfi,s- fly them-- alot any way- kf 3- 582- 600+hrs- malcolm michigan --- On Mon, 10/6/08, Bob Brennan wrote: From: Bob Brennan <matronics(at)bob.brennan.name> Subject: RE: Kitfox-List: Biennial Flight Review Date: Monday, October 6, 2008, 12:42 PM >They should just be along for a pleasant ride asking you to show your stuff; which you do know, right? I do yes, it's been a little over 2 years since my GFT (UK NPPL "General Flight Test") aft er about 50 hours of training in my Kitfox, which I assume more than counts as my BFR for my PPL here. At that time my instructor said "you fly this plane be tter than I could", which sounds pretty good but he, like many others, thought t he Kitfox "twitchy" and had a lot of trouble handling it. - I've only done about 7 hours in it in the past 2 years (in the past month)-due to the year and a half struggle getting it legal, and am not very confident yet. I took it to 4000ft yesterday to do some slow fl ight and stalls --I need to practice 45 and 60 degree bank turns and power on stalls yet. What I realised is that I need *lots* more practise but also realised when I fill in my insurance application with my last BFR date bein g more than 2 years they might balk if I broke something practising for a BFR , which makes me even more nervous about practicing... Yes I already-know t he response to this post = "Grow a Pair!" ;-) - Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa-- - From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of Guy Buchanan Sent: 05 October 2008 10:06 pm kitfox-list(at)matronics.com Subject: Re: Kitfox-List: Biennial Flight Review At 03:37 PM 10/5/2008, you wrote: How do Kitfoxers get a BFR, assuming you are flying on a PPL? Or do we need one? -------- Yes you need one, and you should have no trouble getting any CFI to do it. Reme mber they're not doing flight training, are not pilot-in-command, and don't need to save your bacon. (I hope.) They should just be along for a pleasant ride as king you to show your stuff; which you do know, right? Guy Buchanan San Diego, CA K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar. href="http://www.matronics.com/Navigator?Kitfox-List">http://www.matronhr ef="http://forums.matronics.com">http://forums.matronics.com href="http://www.matronics.com/contribution">http://www.matronics.com/c =0A=0A=0A ________________________________________________________________________________
Date: Oct 06, 2008
Subject: Kitfox : [ Frank Gallagher ] : New Email List PhotoShare
Available!
From: Email List PhotoShares <pictures(at)matronics.com>
(Listers - Sorry for the delay in processing this Photoshare; all of the incoming Photoshares where getting caught by my email client's spam filter. I wondered why nobody had posted a Photoshare in a long while... I've fixed the filter and Photoshares should be processed in a normal period of time now. -Matt) A new Email List PhotoShare is available: Poster: Frank Gallagher Lists: Kitfox-List Subject: KitFox 93CM Renovation http://www.matronics.com/photoshare/fgsynergy1@qwest.net.10.06.2008 ---------------------------------------------------------- o Main PhotoShare Index http://www.matronics.com/photoshare o Submitting a PhotoShare If you wish to submit a PhotoShare of your own, please include the following information along with your email message and files: 1) Email List or Lists that they are related to: 2) Your Full Name: 3) Your Email Address: 4) One line Subject description: 5) Multi-line, multi-paragraph description of topic: 6) One-line Description of each photo or file: Email the information above and your files and photos to: pictures(at)matronics.com ---------------------------------------------------------- ________________________________________________________________________________
From: "Bob Brennan" <matronics(at)bob.brennan.name>
Subject: Flap handle detentes
Date: Oct 06, 2008
Hi Tom, Here are 2 angles from the passenger side in reasonable resolution so you can zoom in, I sent it off-list so as to not clog up everyone's inbox. If anyone else wants pix I can send them, or post them to a site if there's any interest. Feel free to ask for more pix/details to help you out, I'm happy to oblige. I looked through my build documentation and there were no drawings, just a rough suggestion as to how it should work, so I don't know if this is a one-off. Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa -----Original Message----- From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of Tom Jones Sent: 06 October 2008 10:58 am Subject: Kitfox-List: Flap handle detentes Bob, Brennen, do you have a picture of the detente details on your flap handle console? In the picture you posted on another thread it shows a button on the end of the flap handle. Will a picture from the passenger side of the console show how the button and detente is put together and operates. I would like to build a copy of it. -------- Tom Jones Classic IV 503 Rotax, 72 inch Two blade Warp Ellensburg, WA Read this topic online here: http://forums.matronics.com/viewtopic.php?p 7546#207546 ________________________________________________________________________________
Subject: Re: First Flight
From: gary.algate(at)sandvik.com
Date: Oct 07, 2008
________________________________________________________________________________
From: "Bob Brennan" <matronics(at)bob.brennan.name>
Subject: Fuel drain, fuel filter, and a whatsit
Date: Oct 06, 2008
Ok - showing my ignorance here... The first picture is of the fuel drain for the wing tank which tends to leak and needs replacing. I got as far as http://www.aircraftspruce.com/catalog/appages/safair.php but the CAV-110, 160, 170, and 180 all look a lot like it. I know what an NPT thread is but where is the 1/4" or 1/8" measurement taken? Or the other measurements? Second picture is my fuel filter. Any suggestions on a replacement? Advance Auto Parts or Manny Moe &Jack ok? Third picture is the whats-it. Obviously a reservoir with some sort of lubricant which hasn't gone down since I have owned the plane. Obviously something I need to know about and service. Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa ________________________________________________________________________________
Subject: 582 Oil Reservoir
From: gary.algate(at)sandvik.com
Date: Oct 07, 2008
Bob I wouldn't right off the fuel sensor too quickly - apart from the obvious benefits of knowing exactly how much fuel you have remaining and the real time fuel burn I also find it is a great tool for setting up for cruise at the best possible fuel burn rate. Sometimes by just changing RPM marginally you can pick up significant savings in fuel burn. This has a lot to do with prop loading and engine power curve and when used in conjunction with EGT monitoring you really get a great understanding of what your engine is doing. Gary Gary Algate Classic 4 Jabiru 2200 Office Phone: +61 8 8276 7655 This e-mail is confidential and it is intended only for the addressees. Any review, dissemination, distribution, or copying of this message by persons or entities other than the intended recipient is prohibited. If you have received this e-mail in error, kindly notify us immediately by telephone or e-mail and delete the message from your system. The sender does not accept liability for any errors or omissions in the contents of this message which may arise as a result of the e-mail transmission. ________________________________________________________________________________
From: "Bob Brennan" <matronics(at)bob.brennan.name>
Subject: 582 Oil Reservoir
Date: Oct 06, 2008
Already ordered it Gary - I agree with everything you say! I'm going to install it just past a new gascolator, the old one is getting a bit tired and leaky. Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa _____ From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of gary.algate(at)sandvik.com Sent: 06 October 2008 6:01 pm Subject: RE: Kitfox-List: 582 Oil Reservoir Bob I wouldn't right off the fuel sensor too quickly - apart from the obvious benefits of knowing exactly how much fuel you have remaining and the real time fuel burn I also find it is a great tool for setting up for cruise at the best possible fuel burn rate. Sometimes by just changing RPM marginally you can pick up significant savings in fuel burn. This has a lot to do with prop loading and engine power curve and when used in conjunction with EGT monitoring you really get a great understanding of what your engine is doing. Gary Gary Algate Classic 4 Jabiru 2200 Office Phone: +61 8 8276 7655 This e-mail is confidential and it is intended only for the addressees. Any review, dissemination, distribution, or copying of this message by persons or entities other than the intended recipient is prohibited. If you have received this e-mail in error, kindly notify us immediately by telephone or e-mail and delete the message from your system. The sender does not accept liability for any errors or omissions in the contents of this message which may arise as a result of the e-mail transmission. ________________________________________________________________________________
From: "Noel Loveys" <noelloveys(at)yahoo.ca>
Subject: Fuel drain, fuel filter, and a whatsit
Date: Oct 06, 2008
You remove the fuel drain to measure it. The size refers to the part that screws into the bottom of your tank. I don't use any "filters" on my fuel supply they are too easy to block. I use finger strainers in the tanks ( no sloshing compound to come free) and a gascolator with a fuel screen.. I drip my gascolator before every flight and clean it every 25 hr. 50 hr. Would be ok. My father had a much larger engine in his C170B/LA-4 and they only got cleaned on the annual. The other little reservoir is for the water pump/rotary valve shaft. If you haven't noticed it going down then all is well. If the oil in it turns milky your RV shaft seal is toast. There are specific instructions for bleeding the injector pump and the RV shaft in the Rotax Manuals available from http://www.rotax-owner.com/ Check the tabs for engine manuals and download your manual in pdf format for your engine. Noel From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of Bob Brennan Sent: Monday, October 06, 2008 7:22 PM Subject: Kitfox-List: Fuel drain, fuel filter, and a whatsit Ok - showing my ignorance here... The first picture is of the fuel drain for the wing tank which tends to leak and needs replacing. I got as far as http://www.aircraftspruce.com/catalog/appages/safair.php but the CAV-110, 160, 170, and 180 all look a lot like it. I know what an NPT thread is but where is the 1/4" or 1/8" measurement taken? Or the other measurements? Second picture is my fuel filter. Any suggestions on a replacement? Advance Auto Parts or Manny Moe &Jack ok? Third picture is the whats-it. Obviously a reservoir with some sort of lubricant which hasn't gone down since I have owned the plane. Obviously something I need to know about and service. Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa ________________________________________________________________________________
From: "Randy Daughenbaugh" <rjdaugh(at)rapidnet.com>
Subject: Fuel drain, fuel filter, and a whatsit
Date: Oct 06, 2008
Bob, I like NAPA 3095 for just ahead of the fuel pump on my 912S. I also use 2 NAPA 3011 filters at the exits of each wing tank. I don't know if these work for your tubing. As far as the fittings. I think that that is a 1/8 " fitting. You measure the inside of the pipe, but that is largely irrelevant because that depends upon the wall thickness. Get a 1/8 " fitting and compare them to be sure. I am waiting to learn what your reservoir is. Randy _____ From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of Bob Brennan Sent: Monday, October 06, 2008 3:52 PM Subject: Kitfox-List: Fuel drain, fuel filter, and a whatsit Ok - showing my ignorance here... The first picture is of the fuel drain for the wing tank which tends to leak and needs replacing. I got as far as http://www.aircraftspruce.com/catalog/appages/safair.php but the CAV-110, 160, 170, and 180 all look a lot like it. I know what an NPT thread is but where is the 1/4" or 1/8" measurement taken? Or the other measurements? Second picture is my fuel filter. Any suggestions on a replacement? Advance Auto Parts or Manny Moe &Jack ok? Third picture is the whats-it. Obviously a reservoir with some sort of lubricant which hasn't gone down since I have owned the plane. Obviously something I need to know about and service. Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa ________________________________________________________________________________
From: "John W. Hart" <helili(at)chahtatushka.net>
Subject: Fuel drain, fuel filter, and a whatsit
Date: Oct 06, 2008
Bob, The fuel tank drains (at least the ones I've taken apart in the last 40 years) have a small "O" ring on them that is under constant compression. That "O" ring is notorious for deforming, especially if they have are made of nitrile or buna rubber and exposed to auto gas. I buy replacement "O" rings made of viton at a gasket supply house for about 10 cents each and just replace them rather than buying new drains. The viton materiel resists the effects of auto gas better than any other material I have tried. It's a lot less expensive. John Hart KF IV NSI Subaru Wilburton, OK From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of Bob Brennan Sent: Monday, October 06, 2008 4:52 PM Subject: Kitfox-List: Fuel drain, fuel filter, and a whatsit Ok - showing my ignorance here... The first picture is of the fuel drain for the wing tank which tends to leak and needs replacing. I got as far as http://www.aircraftspruce.com/catalog/appages/safair.php but the CAV-110, 160, 170, and 180 all look a lot like it. I know what an NPT thread is but where is the 1/4" or 1/8" measurement taken? Or the other measurements? Second picture is my fuel filter. Any suggestions on a replacement? Advance Auto Parts or Manny Moe &Jack ok? Third picture is the whats-it. Obviously a reservoir with some sort of lubricant which hasn't gone down since I have owned the plane. Obviously something I need to know about and service. Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa ________________________________________________________________________________
Subject: Fuel drain, fuel filter, and a whatsit
From: gary.algate(at)sandvik.com
Date: Oct 07, 2008
Bob I didn't see your original post but the (Whatsit) sounds like the oil reservoir for your Rotary Valve lubrication. Is it the small plastic bottle mounted on the aluminum angle above your CDI units? If so this is a circulating lube system supplying a flow of oil to the rotary valve. If everything is in good order you shouldn't see the level drop. Also the cap has a rubber seal in it wit a small slit cut to allow pressure relief. Make sure you never replace this with a full seal as it will cause you some real pain. I used to just take out the oil from the reservoir with a syringe about every 50 hrs and replace it - probably overkill but for a couple of ounces of two stroke oil I figured it was cheap insurance. regards Gary Gary Algate Classic 4 jabiru 2200 Office Phone: +61 8 8276 7655 ________________________________________________________________________________
From: "Noel Loveys" <noelloveys(at)yahoo.ca>
Subject: Fuel drain, fuel filter, and a whatsit
Date: Oct 06, 2008
John: My brain must be rusting out!!! I completely forgot about the O-rings in the drip valves. Butyl rings may work better now that there is ethanol in a lot of the fuel. I think the butyl is supposed to be more resistant to the ravages of ethanol. Noel From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of John W. Hart Sent: Monday, October 06, 2008 9:13 PM Subject: RE: Kitfox-List: Fuel drain, fuel filter, and a whatsit Bob, The fuel tank drains (at least the ones I've taken apart in the last 40 years) have a small "O" ring on them that is under constant compression. That "O" ring is notorious for deforming, especially if they have are made of nitrile or buna rubber and exposed to auto gas. I buy replacement "O" rings made of viton at a gasket supply house for about 10 cents each and just replace them rather than buying new drains. The viton materiel resists the effects of auto gas better than any other material I have tried. It's a lot less expensive. John Hart KF IV NSI Subaru Wilburton, OK From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of Bob Brennan Sent: Monday, October 06, 2008 4:52 PM Subject: Kitfox-List: Fuel drain, fuel filter, and a whatsit Ok - showing my ignorance here... The first picture is of the fuel drain for the wing tank which tends to leak and needs replacing. I got as far as http://www.aircraftspruce.com/catalog/appages/safair.php but the CAV-110, 160, 170, and 180 all look a lot like it. I know what an NPT thread is but where is the 1/4" or 1/8" measurement taken? Or the other measurements? Second picture is my fuel filter. Any suggestions on a replacement? Advance Auto Parts or Manny Moe &Jack ok? Third picture is the whats-it. Obviously a reservoir with some sort of lubricant which hasn't gone down since I have owned the plane. Obviously something I need to know about and service. Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa ________________________________________________________________________________
Date: Oct 06, 2008
Subject: Re: Fuel drain, fuel filter, and a whatsit
From: "Paul A. Franz, P.E." <paul(at)eucleides.com>
On Mon, October 6, 2008 2:52 pm, Bob Brennan wrote: > Ok - showing my ignorance here... > > The first picture is of the fuel drain for the wing tank which tends to leak > and needs replacing. I got as far as > http://www.aircraftspruce.com/catalog/appages/safair.php but the CAV-110, > 160, 170, and 180 all look a lot like it. I know what an NPT thread is but > where is the 1/4" or 1/8" measurement taken? Or the other measurements? NPT - National Pipe Thread uses nominal dimensions based in ID of the fittings. -- Paul A. Franz, P.E. PAF Consulting Engineers Office 425.440.9505 Cell 425.241.1618 ________________________________________________________________________________
Subject: Fuel drain
From: gary.algate(at)sandvik.com
Date: Oct 07, 2008
What is best for 100LL - I have the same problem and are continually replacing O'rings and valves. Regards Gary Gary Algate Classic 4 Jabiru 2200 Office Phone: +61 8 8276 7655 This e-mail is confidential and it is intended only for the addressees. Any review, dissemination, distribution, or copying of this message by persons or entities other than the intended recipient is prohibited. If you have received this e-mail in error, kindly notify us immediately by telephone or e-mail and delete the message from your system. The sender does not accept liability for any errors or omissions in the contents of this message which may arise as a result of the e-mail transmission. ________________________________________________________________________________
From: Lynn Matteson <lynnmatt(at)jps.net>
Subject: Re: Fuel drain
Date: Oct 06, 2008
What I feel is best for 100LL is no drain valves, therefore no O rings at that particular location, then teflon ball valves in the down lines into Purolator glass in-line filters (the o-rings contained therein have not leaked, swollen, or otherwise caused problems in two years) down into the header tank and then forward into another glass in-line filter to protect the electric Facet fuel pump. The header tank becomes the lowest point in the system, therefore my "gascolator." I wasn't using the fuel pump before, but now that I've converted to gravity only, I use the boost pump for take-off and climbout. Yesterday I switched off the pump at 1000' AGL, and it continued to climb for another several seconds...didn't record how long...until it started to stumble for lack of fuel. I pushed the nose down, and even before the plane got to level, the engine caught and ran on gravity feed alone. I then switched on the pump just for security. I have shut off the pump and flown for 20 minutes in normal S & L attitude with the occasional slight climb, just to mimic a normal day of flying, and haven't experienced any lack of fuel to the engine, other than the steep climb I mentioned earlier. With the pump on, and the plane pitched up and climbing at 1600 fpm....briefly...then at about 13-1400 fpm, the engine did not suffer from fuel starvation. Lynn Matteson Kitfox IV Speedster Jabiru 2200, 562 hrs, and counting...all systems are NOT go, and I'm back to flying/testing/"guinea pigging"...damn it! On Oct 6, 2008, at 8:39 PM, gary.algate(at)sandvik.com wrote: > > What is best for 100LL - I have the same problem and are > continually replacing O'rings and valves. > > Regards > > Gary > > Gary Algate > Classic 4 Jabiru 2200 > Office Phone: +61 8 8276 7655 > > > This e-mail is confidential and it is intended only for the > addressees. Any review, dissemination, distribution, or copying of > this message by persons or entities other than the intended > recipient is prohibited. If you have received this e-mail in error, > kindly notify us immediately by telephone or e-mail and delete the > message from your system. The sender does not accept liability for > any errors or omissions in the contents of this message which may > arise as a result of the e-mail transmission. _- > www.matronics.com/Navigator?Kitfox-List _- > www.matronics.com/contribution _- > =========================================================== ________________________________________________________________________________
Subject: Re: Fuel drain, fuel filter, and a whatsit
Date: Oct 06, 2008
From: tc9008(at)aol.com
Mine had the # 110 on the end of the drain. Travis -----Original Message----- From: Bob Brennan <matronics(at)bob.brennan.name> Sent: Mon, 6 Oct 2008 5:52 pm Subject: Kitfox-List: Fuel drain, fuel filter, and a whatsit Ok - showing my ignorance here... ? The first picture is of the fuel drain for the wing tank which tends to leak and needs replacing. I got as far as http://www.aircraftspruce.com/catalog/appages/safair.php?but the CAV-110, 160, 170, and 180 all look a lot like it. I know what an NPT thread is but where is the 1/4" or 1/8" measurement taken? Or the other measurements? ? Second picture is my fuel filter. Any suggestions on a replacement? Advance Auto Parts or Manny Moe &Jack ok? ? Third picture is the whats-it. Obviously a reservoir with some sort of lubricant which hasn't gone down since I have owned the plane. Obviously something I need to know about and service. ? Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa?? [Image Removed] [Image Removed] [Image Removed] ________________________________________________________________________________
From: "Bob Brennan" <matronics(at)bob.brennan.name>
Subject: Fuel drain, fuel filter, and a whatsit
Date: Oct 06, 2008
The drains in my plane are 18 years old now, and besides the slight leaks they're just not PRETTY anymore ;-) I will consider replacing parts, especially in the expensive gascolator, periodically once I put in some spanking new ones. Also a good opportunity to replace hoses with ethanol-resistant ones, even my local Turkey Hill station is "blending" now. I spoke to the station owner and even he doesn't know what gets delivered each day - but he knows the mix depends *entirely* on the daily price of ethanol vs gas. With oil prices dropping (I paid $2.99 for regular just yesterday) I may start to see ethanol blending reduced. Ethanol prices are not as volatile (pun definitely intended) as gas. Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa _____ From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of John W. Hart Sent: 06 October 2008 7:43 pm Subject: RE: Kitfox-List: Fuel drain, fuel filter, and a whatsit Bob, The fuel tank drains (at least the ones I've taken apart in the last 40 years) have a small "O" ring on them that is under constant compression. That "O" ring is notorious for deforming, especially if they have are made of nitrile or buna rubber and exposed to auto gas. I buy replacement "O" rings made of viton at a gasket supply house for about 10 cents each and just replace them rather than buying new drains. The viton materiel resists the effects of auto gas better than any other material I have tried. It's a lot less expensive. John Hart KF IV NSI Subaru Wilburton, OK From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of Bob Brennan Sent: Monday, October 06, 2008 4:52 PM Subject: Kitfox-List: Fuel drain, fuel filter, and a whatsit Ok - showing my ignorance here... The first picture is of the fuel drain for the wing tank which tends to leak and needs replacing. I got as far as http://www.aircraftspruce.com/catalog/appages/safair.php but the CAV-110, 160, 170, and 180 all look a lot like it. I know what an NPT thread is but where is the 1/4" or 1/8" measurement taken? Or the other measurements? Second picture is my fuel filter. Any suggestions on a replacement? Advance Auto Parts or Manny Moe &Jack ok? Third picture is the whats-it. Obviously a reservoir with some sort of lubricant which hasn't gone down since I have owned the plane. Obviously something I need to know about and service. Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa ________________________________________________________________________________
From: "Bob Brennan" <matronics(at)bob.brennan.name>
Subject: Fuel drain, fuel filter, and a whatsit
Date: Oct 06, 2008
Noel - "finger strainers"? Where does one get those? I had to throw out what I think you are talking about on the outlet of my wing tank - I foolishly sloshed with it in and the Kreem did a great job of sealing the whole thing water-tight. Live and learn. Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa _____ From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of Noel Loveys Sent: 06 October 2008 6:57 pm Subject: RE: Kitfox-List: Fuel drain, fuel filter, and a whatsit You remove the fuel drain to measure it. The size refers to the part that screws into the bottom of your tank. I don't use any "filters" on my fuel supply they are too easy to block. I use finger strainers in the tanks ( no sloshing compound to come free) and a gascolator with a fuel screen.. I drip my gascolator before every flight and clean it every 25 hr. 50 hr. Would be ok. My father had a much larger engine in his C170B/LA-4 and they only got cleaned on the annual. The other little reservoir is for the water pump/rotary valve shaft. If you haven't noticed it going down then all is well. If the oil in it turns milky your RV shaft seal is toast. There are specific instructions for bleeding the injector pump and the RV shaft in the Rotax Manuals available from http://www.rotax-owner.com/ Check the tabs for engine manuals and download your manual in pdf format for your engine. Noel From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of Bob Brennan Sent: Monday, October 06, 2008 7:22 PM Subject: Kitfox-List: Fuel drain, fuel filter, and a whatsit Ok - showing my ignorance here... The first picture is of the fuel drain for the wing tank which tends to leak and needs replacing. I got as far as http://www.aircraftspruce.com/catalog/appages/safair.php but the CAV-110, 160, 170, and 180 all look a lot like it. I know what an NPT thread is but where is the 1/4" or 1/8" measurement taken? Or the other measurements? Second picture is my fuel filter. Any suggestions on a replacement? Advance Auto Parts or Manny Moe &Jack ok? Third picture is the whats-it. Obviously a reservoir with some sort of lubricant which hasn't gone down since I have owned the plane. Obviously something I need to know about and service. Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa ________________________________________________________________________________
From: "Bob Brennan" <matronics(at)bob.brennan.name>
Subject: Fuel drain, fuel filter, and a whatsit
Date: Oct 06, 2008
A number of replies agree that it is the supply of oil to the "rotary valve". So it takes normal 2 stroke oil? Mine is closer to the MIN mark than the MAX so I was thinking I should top it off. Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa _____ From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of gary.algate(at)sandvik.com Sent: 06 October 2008 8:08 pm Subject: RE: Kitfox-List: Fuel drain, fuel filter, and a whatsit Bob I didn't see your original post but the (Whatsit) sounds like the oil reservoir for your Rotary Valve lubrication. Is it the small plastic bottle mounted on the aluminum angle above your CDI units? If so this is a circulating lube system supplying a flow of oil to the rotary valve. If everything is in good order you shouldn't see the level drop. Also the cap has a rubber seal in it wit a small slit cut to allow pressure relief. Make sure you never replace this with a full seal as it will cause you some real pain. I used to just take out the oil from the reservoir with a syringe about every 50 hrs and replace it - probably overkill but for a couple of ounces of two stroke oil I figured it was cheap insurance. regards Gary Gary Algate Classic 4 jabiru 2200 Office Phone: +61 8 8276 7655 ________________________________________________________________________________
Subject: Re: Fuel drain
From: gary.algate(at)sandvik.com
Date: Oct 07, 2008
Lynn refresh my memory - why did you remove the mechanical fuel pump from your engine regards Gary Gary Algate Classic 4 Jabiru 2200 Office Phone: +61 8 8276 7655 This e-mail is confidential and it is intended only for the addressees. Any review, dissemination, distribution, or copying of this message by persons or entities other than the intended recipient is prohibited. If you have received this e-mail in error, kindly notify us immediately by telephone or e-mail and delete the message from your system. The sender does not accept liability for any errors or omissions in the contents of this message which may arise as a result of the e-mail transmission. ________________________________________________________________________________
Subject: Fuel drain, fuel filter, and a whatsit
From: gary.algate(at)sandvik.com
Date: Oct 07, 2008
Yes Bob The same 2 stroke oil that you run in your fuel mix (I used Pennzoil for air-cooled engines). I don't think the level is that critical but I kept mine to the upper mark Regards Gary Gary Algate Classic 4 Jabiru 2200 Office Phone: +61 8 8276 7655 This e-mail is confidential and it is intended only for the addressees. Any review, dissemination, distribution, or copying of this message by persons or entities other than the intended recipient is prohibited. If you have received this e-mail in error, kindly notify us immediately by telephone or e-mail and delete the message from your system. The sender does not accept liability for any errors or omissions in the contents of this message which may arise as a result of the e-mail transmission. "Bob Brennan" Sent by: owner-kitfox-list-server(at)matronics.com 07/10/2008 01:15 PM Please respond to kitfox-list(at)matronics.com To cc Subject RE: Kitfox-List: Fuel drain, fuel filter, and a whatsit A number of replies agree that it is the supply of oil to the "rotary valve". So it takes normal 2 stroke oil? Mine is closer to the MIN mark than the MAX so I was thinking I should top it off. Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of gary.algate(at)sandvik.com Sent: 06 October 2008 8:08 pm Subject: RE: Kitfox-List: Fuel drain, fuel filter, and a whatsit Bob I didn't see your original post but the (Whatsit) sounds like the oil reservoir for your Rotary Valve lubrication. Is it the small plastic bottle mounted on the aluminum angle above your CDI units? If so this is a circulating lube system supplying a flow of oil to the rotary valve. If everything is in good order you shouldn't see the level drop. Also the cap has a rubber seal in it wit a small slit cut to allow pressure relief. Make sure you never replace this with a full seal as it will cause you some real pain. I used to just take out the oil from the reservoir with a syringe about every 50 hrs and replace it - probably overkill but for a couple of ounces of two stroke oil I figured it was cheap insurance. regards Gary Gary Algate Classic 4 jabiru 2200 Office Phone: +61 8 8276 7655 href="http://www.matronics.com/Navigator?Kitfox-List ">http://www.matronhref="http://forums.matronics.com ">http://forums.matronics.com href="http://www.matronics.com/contribution">http://www.matronics.com/c ________________________________________________________________________________
Date: Oct 06, 2008
From: John Allen <kitfoxfugit(at)yahoo.com>
Subject: Rotax 912UL no start
"rcsfca" Assuming 912UL, 273 hrs, ran fine in June, sat since, won't start cold. I leave mine sit a lot as I use it mainly to go places from time to time. I always pull it through slowly and a lot by hand before starting to get the oil up out of the cylinders and into the sump. Never turn it backwards. Sometimes residual oil will have to burn out, but you will see the blue smoke. Once I had a problem with the ignition switches being off. Another time, it was a low battery, be sure it is fully charged. Another time, one choke was not set right, be sure they both work when you pull the knob. Also be sure the throttle is closed completely to make suction for the "choke" to work, the springs could be opening it some. Then when it starts get it up to around 2200 RPM or so right away to avoid gearbox chatter. Sometimes in hot weather it does not want to be choked for a cold start. One time when attempting a start soon after a long trip, it was vapor locked even though the fuel line was wrapped. The type and presence of air cleaners has made a difference on mine. It starts and runs best with the big air cleaner on the carb heat box. I don't think you are supposed to use starting fluid. 100LL should not spoil on you like Mogas but even Mogas should last 4 months. I always run TCP when I have to use 10LL, a guy in Tracy has it, I think it is called Declan chemicals or something like that. I leave mine with 100LL or stabilizer in it when I know it will be sitting. Changing the plugs is cheap and can make it start and run better, especially after a lead diet. Be careful checking for spark, shorting them can be an $800 mistake with that ignition system. Lockwood has a video you should watch before trying to operate it if you are not used to Rotaxes. Rotaxes are good engines, but you can't operate them like Continentals or Lycomings. You have to learn what they need. JA KF IV Speedster 912UL @ O70 ________________________________________________________________________________
From: "John W. Hart" <helili(at)chahtatushka.net>
Subject: Fuel drain
Date: Oct 07, 2008
The viton material seems best for all applications where I have used them, including AVGAS. I put some viton"O" rings in a Cessna 172 that belongs to a friend of mine about 5 years ago and they are still working fine. He uses both 100LL and auto gas, not in any particulsr ratio, and he buys his auto fuel at the cheapest place in town. John Hart From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of gary.algate(at)sandvik.com Sent: Monday, October 06, 2008 7:40 PM Subject: RE: Kitfox-List: Fuel drain What is best for 100LL - I have the same problem and are continually replacing O'rings and valves. Regards Gary Gary Algate Classic 4 Jabiru 2200 Office Phone: +61 8 8276 7655 This e-mail is confidential and it is intended only for the addressees. Any review, dissemination, distribution, or copying of this message by persons or entities other than the intended recipient is prohibited. If you have received this e-mail in error, kindly notify us immediately by telephone or e-mail and delete the message from your system. The sender does not accept liability for any errors or omissions in the contents of this message which may arise as a result of the e-mail transmission. ________________________________________________________________________________
Subject: Re: Flap handle detentes
From: "Tom Jones" <nahsikhs(at)elltel.net>
Date: Oct 07, 2008
Thanks Bob, the pictures show what I need to know. Tom Jones matronics(at)bob.brennan. wrote: > Hi Tom, > > Here are 2 angles from the passenger side in reasonable resolution so you > can zoom in, I sent it off-list so as to not clog up everyone's inbox. If > anyone else wants pix I can send them, or post them to a site if there's any > interest. > > Feel free to ask for more pix/details to help you out, I'm happy to oblige. > I looked through my build documentation and there were no drawings, just a > rough suggestion as to how it should work, so I don't know if this is a > one-off. > > Bob Brennan - N717GB > 1991 UK Model 2 ELSA Kitfox > Rotax 582 with 3 blade prop > Wrightsville Pa > > -- -------- Tom Jones Classic IV 503 Rotax, 72 inch Two blade Warp Ellensburg, WA Read this topic online here: http://forums.matronics.com/viewtopic.php?p 7753#207753 ________________________________________________________________________________
From: "Noel Loveys" <noelloveys(at)yahoo.ca>
Subject: Fuel drain
Date: Oct 07, 2008
Lynn: I assume your header is before or upstream of your pump. Do you have a drain on the bottom of the header? With a nice big gascolator like that why bother with filters at all? Noel -----Original Message----- From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of Lynn Matteson Sent: Monday, October 06, 2008 11:21 PM Subject: Re: Kitfox-List: Fuel drain What I feel is best for 100LL is no drain valves, therefore no O rings at that particular location, then teflon ball valves in the down lines into Purolator glass in-line filters (the o-rings contained therein have not leaked, swollen, or otherwise caused problems in two years) down into the header tank and then forward into another glass in-line filter to protect the electric Facet fuel pump. The header tank becomes the lowest point in the system, therefore my "gascolator." I wasn't using the fuel pump before, but now that I've converted to gravity only, I use the boost pump for take-off and climbout. Yesterday I switched off the pump at 1000' AGL, and it continued to climb for another several seconds...didn't record how long...until it started to stumble for lack of fuel. I pushed the nose down, and even before the plane got to level, the engine caught and ran on gravity feed alone. I then switched on the pump just for security. I have shut off the pump and flown for 20 minutes in normal S & L attitude with the occasional slight climb, just to mimic a normal day of flying, and haven't experienced any lack of fuel to the engine, other than the steep climb I mentioned earlier. With the pump on, and the plane pitched up and climbing at 1600 fpm....briefly...then at about 13-1400 fpm, the engine did not suffer from fuel starvation. Lynn Matteson Kitfox IV Speedster Jabiru 2200, 562 hrs, and counting...all systems are NOT go, and I'm back to flying/testing/"guinea pigging"...damn it! On Oct 6, 2008, at 8:39 PM, gary.algate(at)sandvik.com wrote: > > What is best for 100LL - I have the same problem and are > continually replacing O'rings and valves. > > Regards > > Gary > > Gary Algate > Classic 4 Jabiru 2200 > Office Phone: +61 8 8276 7655 > > > This e-mail is confidential and it is intended only for the > addressees. Any review, dissemination, distribution, or copying of > this message by persons or entities other than the intended > recipient is prohibited. If you have received this e-mail in error, > kindly notify us immediately by telephone or e-mail and delete the > message from your system. The sender does not accept liability for > any errors or omissions in the contents of this message which may > arise as a result of the e-mail transmission. _- > www.matronics.com/Navigator?Kitfox-List _- > www.matronics.com/contribution _- > =========================================================== ________________________________________________________________________________
From: "Noel Loveys" <noelloveys(at)yahoo.ca>
Subject: Fuel drain, fuel filter, and a whatsit
Date: Oct 07, 2008
Mine came in the plane. I expect you can get them through Aviall , Leavens (in Canada), Wicks Or even ACS. The reason I mentioned my tanks are not sloshed is because it has happened that sloshing compound has separated in the tank and blocked finger strainers. Noel From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of Bob Brennan Sent: Monday, October 06, 2008 11:50 PM Subject: RE: Kitfox-List: Fuel drain, fuel filter, and a whatsit Noel - "finger strainers"? Where does one get those? I had to throw out what I think you are talking about on the outlet of my wing tank - I foolishly sloshed with it in and the Kreem did a great job of sealing the whole thing water-tight. Live and learn. Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa _____ From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of Noel Loveys Sent: 06 October 2008 6:57 pm Subject: RE: Kitfox-List: Fuel drain, fuel filter, and a whatsit You remove the fuel drain to measure it. The size refers to the part that screws into the bottom of your tank. I don't use any "filters" on my fuel supply they are too easy to block. I use finger strainers in the tanks ( no sloshing compound to come free) and a gascolator with a fuel screen.. I drip my gascolator before every flight and clean it every 25 hr. 50 hr. Would be ok. My father had a much larger engine in his C170B/LA-4 and they only got cleaned on the annual. The other little reservoir is for the water pump/rotary valve shaft. If you haven't noticed it going down then all is well. If the oil in it turns milky your RV shaft seal is toast. There are specific instructions for bleeding the injector pump and the RV shaft in the Rotax Manuals available from http://www.rotax-owner.com/ Check the tabs for engine manuals and download your manual in pdf format for your engine. Noel From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of Bob Brennan Sent: Monday, October 06, 2008 7:22 PM Subject: Kitfox-List: Fuel drain, fuel filter, and a whatsit Ok - showing my ignorance here... The first picture is of the fuel drain for the wing tank which tends to leak and needs replacing. I got as far as http://www.aircraftspruce.com/catalog/appages/safair.php but the CAV-110, 160, 170, and 180 all look a lot like it. I know what an NPT thread is but where is the 1/4" or 1/8" measurement taken? Or the other measurements? Second picture is my fuel filter. Any suggestions on a replacement? Advance Auto Parts or Manny Moe &Jack ok? Third picture is the whats-it. Obviously a reservoir with some sort of lubricant which hasn't gone down since I have owned the plane. Obviously something I need to know about and service. Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa href="http://www.matronics.com/Navigator?Kitfox-List">http://www.matronhref "http://forums.matronics.com">http://forums.matronics.com href="http://www.matronics.com/contribution">http://www.matronics.com/c ________________________________________________________________________________
From: "Noel Loveys" <noelloveys(at)yahoo.ca>
Subject: Fuel drain, fuel filter, and a whatsit
Date: Oct 07, 2008
Try to keep it above the min. The idea of syringing it out every once in a while and replacing with new oil is a good one. Somewhere I read you should use the same oil as what is in your main reservoir but I know of at least one guy who uses a different 2 stroke oil that is easier to see in the small reservoir. Noel From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of Bob Brennan Sent: Monday, October 06, 2008 11:54 PM Subject: RE: Kitfox-List: Fuel drain, fuel filter, and a whatsit A number of replies agree that it is the supply of oil to the "rotary valve". So it takes normal 2 stroke oil? Mine is closer to the MIN mark than the MAX so I was thinking I should top it off. Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa _____ From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of gary.algate(at)sandvik.com Sent: 06 October 2008 8:08 pm Subject: RE: Kitfox-List: Fuel drain, fuel filter, and a whatsit Bob I didn't see your original post but the (Whatsit) sounds like the oil reservoir for your Rotary Valve lubrication. Is it the small plastic bottle mounted on the aluminum angle above your CDI units? If so this is a circulating lube system supplying a flow of oil to the rotary valve. If everything is in good order you shouldn't see the level drop. Also the cap has a rubber seal in it wit a small slit cut to allow pressure relief. Make sure you never replace this with a full seal as it will cause you some real pain. I used to just take out the oil from the reservoir with a syringe about every 50 hrs and replace it - probably overkill but for a couple of ounces of two stroke oil I figured it was cheap insurance. regards Gary Gary Algate Classic 4 jabiru 2200 Office Phone: +61 8 8276 7655 href="http://www.matronics.com/Navigator?Kitfox-List">http://www.matronhref "http://forums.matronics.com">http://forums.matronics.com href="http://www.matronics.com/contribution">http://www.matronics.com/c ________________________________________________________________________________
From: Lynn Matteson <lynnmatt(at)jps.net>
Subject: Re: Fuel drain
Date: Oct 07, 2008
I use the filters mainly just to see what kind of crud, if any, I've taken on in the fuel. I'd be nice (well, maybe not really) to see that after stopping at Airport "X" that I got crud in the filters. They are visible right over my shoulders. And with the valves just before them in the line, they can be changed/cleaned very quickly. Yes, the header is down low behind the right seat, with the drain just above the fabric. I glued a PVC plumbing flange onto the fabric from the inside, and the drain sticks down into that. It kinda stiffens the fabric at that point so the hole in the fabric doesn't vibrate with the wind. The filter after the header, but before the fuel pump is a "just in case filter" to keep any crud out of it. p.s. I just sent off one-half of my ignition system off for analysis...semi-grounded for now...unless I feel brave. Lynn Matteson Kitfox IV Speedster Jabiru 2200, 562 hrs, and counting...all systems are NOT go, and I'm back to flying/testing/"guinea pigging"...damn it! On Oct 7, 2008, at 11:37 AM, Noel Loveys wrote: > > Lynn: > > I assume your header is before or upstream of your pump. Do you > have a > drain on the bottom of the header? With a nice big gascolator like > that why > bother with filters at all? > > > Noel > > -----Original Message----- > From: owner-kitfox-list-server(at)matronics.com > [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of Lynn > Matteson > Sent: Monday, October 06, 2008 11:21 PM > To: kitfox-list(at)matronics.com > Subject: Re: Kitfox-List: Fuel drain > > > What I feel is best for 100LL is no drain valves, therefore no O > rings at that particular location, then teflon ball valves in the > down lines into Purolator glass in-line filters (the o-rings > contained therein have not leaked, swollen, or otherwise caused > problems in two years) down into the header tank and then forward > into another glass in-line filter to protect the electric Facet fuel > pump. The header tank becomes the lowest point in the system, > therefore my "gascolator." I wasn't using the fuel pump before, but > now that I've converted to gravity only, I use the boost pump for > take-off and climbout. Yesterday I switched off the pump at 1000' > AGL, and it continued to climb for another several seconds...didn't > record how long...until it started to stumble for lack of fuel. I > pushed the nose down, and even before the plane got to level, the > engine caught and ran on gravity feed alone. I then switched on the > pump just for security. I have shut off the pump and flown for 20 > minutes in normal S & L attitude with the occasional slight climb, > just to mimic a normal day of flying, and haven't experienced any > lack of fuel to the engine, other than the steep climb I mentioned > earlier. > > With the pump on, and the plane pitched up and climbing at 1600 > fpm....briefly...then at about 13-1400 fpm, the engine did not suffer > from fuel starvation. > > Lynn Matteson > Kitfox IV Speedster > Jabiru 2200, 562 hrs, and counting...all systems are NOT go, and I'm > back to flying/testing/"guinea pigging"...damn it! > > > On Oct 6, 2008, at 8:39 PM, gary.algate(at)sandvik.com wrote: > >> >> What is best for 100LL - I have the same problem and are >> continually replacing O'rings and valves. >> >> Regards >> >> Gary >> >> Gary Algate >> Classic 4 Jabiru 2200 >> Office Phone: +61 8 8276 7655 >> >> >> This e-mail is confidential and it is intended only for the >> addressees. Any review, dissemination, distribution, or copying of >> this message by persons or entities other than the intended >> recipient is prohibited. If you have received this e-mail in error, >> kindly notify us immediately by telephone or e-mail and delete the >> message from your system. The sender does not accept liability for >> any errors or omissions in the contents of this message which may >> arise as a result of the e-mail transmission. _- >> www.matronics.com/Navigator?Kitfox-List _- >> www.matronics.com/contribution _- >> =========================================================== > > ________________________________________________________________________________
From: "Bob Brennan" <matronics(at)bob.brennan.name>
Subject: Fuel drain, fuel filter, and a whatsit
Date: Oct 07, 2008
My wing tank is simply for reserve, so a blocked strainer is much better than letting objects go further into the system. I replaced the tubing from the wing tank with clear so I can see the flow when on turn the petcock. My procedure is that when the Reserve warning light comes on (1.5 gals / 45 mins remaining in the main tank) or before if I notice, I dump the 6 gallon wing tank into the main. Doing that with any more than 4 gallons in the main tank is a "bad idea" since it only holds 9.45 gals... I found "finger strainers" on ACS and have ordered, thanks for the input Noel. Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa _____ From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of Noel Loveys Sent: 07 October 2008 12:18 pm Subject: RE: Kitfox-List: Fuel drain, fuel filter, and a whatsit Mine came in the plane. I expect you can get them through Aviall , Leavens (in Canada), Wicks Or even ACS. The reason I mentioned my tanks are not sloshed is because it has happened that sloshing compound has separated in the tank and blocked finger strainers. Noel From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of Bob Brennan Sent: Monday, October 06, 2008 11:50 PM Subject: RE: Kitfox-List: Fuel drain, fuel filter, and a whatsit Noel - "finger strainers"? Where does one get those? I had to throw out what I think you are talking about on the outlet of my wing tank - I foolishly sloshed with it in and the Kreem did a great job of sealing the whole thing water-tight. Live and learn. Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa _____ From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of Noel Loveys Sent: 06 October 2008 6:57 pm Subject: RE: Kitfox-List: Fuel drain, fuel filter, and a whatsit You remove the fuel drain to measure it. The size refers to the part that screws into the bottom of your tank. I don't use any "filters" on my fuel supply they are too easy to block. I use finger strainers in the tanks ( no sloshing compound to come free) and a gascolator with a fuel screen.. I drip my gascolator before every flight and clean it every 25 hr. 50 hr. Would be ok. My father had a much larger engine in his C170B/LA-4 and they only got cleaned on the annual. The other little reservoir is for the water pump/rotary valve shaft. If you haven't noticed it going down then all is well. If the oil in it turns milky your RV shaft seal is toast. There are specific instructions for bleeding the injector pump and the RV shaft in the Rotax Manuals available from http://www.rotax-owner.com/ Check the tabs for engine manuals and download your manual in pdf format for your engine. Noel From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of Bob Brennan Sent: Monday, October 06, 2008 7:22 PM Subject: Kitfox-List: Fuel drain, fuel filter, and a whatsit Ok - showing my ignorance here... The first picture is of the fuel drain for the wing tank which tends to leak and needs replacing. I got as far as http://www.aircraftspruce.com/catalog/appages/safair.php but the CAV-110, 160, 170, and 180 all look a lot like it. I know what an NPT thread is but where is the 1/4" or 1/8" measurement taken? Or the other measurements? Second picture is my fuel filter. Any suggestions on a replacement? Advance Auto Parts or Manny Moe &Jack ok? Third picture is the whats-it. Obviously a reservoir with some sort of lubricant which hasn't gone down since I have owned the plane. Obviously something I need to know about and service. Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa href="http://www.matronics.com/Navigator?Kitfox-List">http://www.matronhref "http://forums.matronics.com">http://forums.matronics.com href="http://www.matronics.com/contribution">http://www.matronics.com/c http://www.matronics.com/Navigator?Kitfox-List http://forums.matronics.com http://www.matronics.com/contribution ________________________________________________________________________________
Date: Oct 07, 2008
From: Marco Menezes <msm_9949(at)yahoo.com>
Subject: EGT probe was 582 Oil Reservoir
Bob: - It's been awhile since I put mine together and, in my case,-the "Y" was p re-drilled to accept the probes, but as I recall, the probes do reach all t he way across the exhaust opening. Also, I did nothing to seal around the p robes and-there does not appear to be any significant exhaust leakage the re. In any event, the system has always performed as advertised with this i nstallation. - Marco Menezes N99KX Model 2 582-90 C-Box 3:1 --- On Mon, 10/6/08, Bob Brennan wrote: From: Bob Brennan <matronics(at)bob.brennan.name> Subject: RE: Kitfox-List: 582 Oil Reservoir Date: Monday, October 6, 2008, 9:03 AM #yiv277797447 .hmmessage P { PADDING-RIGHT:0px;PADDING-LEFT:0px;PADDING-BOTTOM:0px;MARGIN:0px;PADDING-TO P:0px;} #yiv277797447 { FONT-SIZE:10pt;FONT-FAMILY:Tahoma;} I can picture it Jim thanks, although I'm not sure that "sence" makes sense ;-) - I've had my head under the cowl trying to picture it and from what everyone has said it does make sense, although the smallest probe I can find has a 1" tip and I imagine that would pretty much touch the bottom of the manifol d. Also I would think that some manifold sealer goop of some sort would be a good idea around the hole? - Bob Brennan - N717GB 1991 UK Model 2 ELSA Kitfox Rotax 582 with 3 blade prop Wrightsville Pa-- From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-serv er(at)matronics.com] On Behalf Of Jim_and_Lucy Chuk Sent: 06 October 2008 12:03 am Subject: RE: Kitfox-List: 582 Oil Reservoir Sorry if someone beat me to the answer, but picture a Y- The holes are in the two upper arms of the Y.-- The probe goes through a hole in the ho seclamp, into the hole in the Y and the clamp is tightened arould that arm of the Y.- Same thing on the other upper arm of the Y pipe.- Hope that makes sence.- If you saw it it would be obvious immediatly.- Jim Chuk - 4 building MN > Date: Sun, 5 Oct 2008 19:15:23 -0700 > To: kitfox-list(at)matronics.com > From: bnn(at)nethere.com > Subject: RE: Kitfox-List: 582 Oil Reservoir > > > At 06:46 PM 10/5/2008, you wrote: > >If you use the hoseclamp style EGT probes, all you have to do is > >drill two 3/16" holes in the Y pipe. > > Yes, drilling the holes is easy. I can't picture the clamp, > though. How'd you do that? > > > Guy Buchanan > San Diego, CA > K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar. > >============= > > > See how Windows Mobile brings your life together=97at home20093182mrt/direc t/01/' target='_new'>See Now href="http://www.matronics.com/Navigator?Kitfox-List">http://www.matronhr ef="http://forums.matronics.com">http://forums.matronics.com href="http://www.matronics.com/contribution">http://www.matronics.com/c =0A=0A=0A ________________________________________________________________________________
From: "jdmcbean" <jdmcbean(at)kitfoxaircraft.com>
Subject: Kitfox Aircraft Update
Date: Oct 07, 2008
Real quick update on some of the current happenings at Kitfox Aircraft. Things are going very well.. and hopefully we'll see you at the Copperstate Fly-in October 23-26 in Casa Grande, AZ There are some items of interest that we have been working on that we thought it was time to share. A Parts and Accessory Catalog is being worked on and hope to have the initial print available soon. 1. Flaperons - We have just about got all the parts back together to have the ability to offer the earlier symmetrical flaperon. Why the previous tooling was destroyed nobody knows and doesn't matter. We simply feel it is very important to continue to offer the earlier style as replacements may be needed. 2. LLE - Laker Leading Edge. This is a new item that is looking very exciting. We have all discussed, some have tried (including Kitfox), the advantages of having a smooth leading edge. It has been accomplished in the past using aluminum. The issue with aluminum leading edges was the oil canning. The aluminum leading edge initially looked very good but as the Kitfox wing is very flexible oil canning would occur and possible disrupt the airflow not to mention looks pretty bad. After some trial and error we have developed a leading edge from composite materials so it is very light weight, strong, and flexible. The tooling is complete, articles are being installed for testing. 3. A new design molded gas cap fairing.. it is more streamlined and will have flanges for easy installation. Many other molded parts are also available. 4. Kitfox Bush Gear - Currently for the Model IV and earlier versions. This is a bolt on system very similar to a Super Cub type gear. 5. SLSA - Kitfox will have an SLSA available next year. The conforming proto-type (required by the ASTM) is being completed with a December target date. This aircraft will be equipped very similar to our current factory demo. Any questions please feel free to give us a call. Fly Safe !! John & Debra McBean Ph 208.337.5111 www.kitfoxaircraft.com "The Sky is not the Limit... It's a Playground" ________________________________________________________________________________
Subject: Kitfox Aircraft Update
Date: Oct 07, 2008
From: "Wahlquist, Dave" <dave.wahlquist(at)ics.uwex.edu>
Thanks for the info John. Do you have a price for the bush gear yet? Dave Wahlquist Marshall WI Kitfox Model III Rotax 582 N844KF ________________________________ From: owner-kitfox-list-server(at)matronics.com [mailto:owner-kitfox-list-server(at)matronics.com] On Behalf Of jdmcbean Sent: Tuesday, October 07, 2008 1:35 PM Subject: Kitfox-List: Kitfox Aircraft Update Real quick update on some of the current happenings at Kitfox Aircraft. Things are going very well.. and hopefully we'll see you at the Copperstate Fly-in October 23-26 in Casa Grande, AZ There are some items of interest that we have been working on that we thought it was time to share. A Parts and Accessory Catalog is being worked on and hope to have the initial print available soon. 1. Flaperons - We have just about got all the parts back together to have the ability to offer the earlier symmetrical flaperon. Why the previous tooling was destroyed nobody knows and doesn't matter. We simply feel it is very important to continue to offer the earlier style as replacements may be needed.


September 30, 2008 - October 07, 2008

Kitfox-Archive.digest.vol-gl