Today's Message Index:
----------------------
1. 05:44 AM - Re: Re: My first "test" flight (gene m. calkins)
2. 06:38 AM - Re: Re: My first "test" flight (dmorisse)
3. 06:58 AM - Re: FW: Fuel Levels -- Wing Tanks (Jeffrey Puls)
4. 07:14 AM - Re: Re: My first "test" flight (Dale Kister)
5. 07:35 AM - Re: FW: Re: Trailer for Series 5 Taildragger (Mike Couillard)
6. 09:26 AM - Re: Re: My first "test" flight (RiteAngle3@aol.com)
7. 09:59 AM - heater fan (dmorisse)
8. 10:02 AM - RightAngle (Rick)
9. 10:23 AM - Re: Re: My first "test" flight (Ron Carroll)
10. 10:52 AM - Re: Re: My first "test" flight (Torgeir Mortensen)
11. 10:52 AM - Re: RightAngle (RiteAngle3@aol.com)
12. 11:12 AM - Godbye "kitfox@sportflight.com". (Torgeir Mortensen)
13. 01:33 PM - Looking for a left side flaperon (owner-kitfox-list-server@matronics.com)
14. 01:49 PM - Re: High Altitude UAV Droplet Heat Exchanger (Torgeir Mortensen)
15. 02:13 PM - Re: Godbye "kitfox@sportflight.com". (dmorisse)
16. 02:50 PM - Re: Goodbye "kitfox@sportflight.com". (Paul A. Franz, P.E.)
17. 03:18 PM - Re: Re: Goodbye "kitfox@sportflight.com". (Dee Young)
18. 03:36 PM - Re: Looking for a left side flaperon (Ron Carroll)
19. 03:46 PM - taping-painting (Howard Firm)
20. 04:11 PM - Re: Re: High Altitude UAV Droplet Heat Exchanger (RiteAngle3@aol.com)
21. 04:46 PM - Re: taping-painting (Grant Fluent)
22. 04:48 PM - Oil spill over (Steve Zakreski)
23. 05:32 PM - Re: taping-painting (John E. King)
24. 06:06 PM - Series 6 Trim Indicator (John E. King)
25. 06:42 PM - Re: Series 6 Trim Indicator (gene m. calkins)
26. 06:49 PM - Re: Re: My first "test" flight (JMCBEAN)
27. 06:55 PM - Re: Series 6 Trim Indicator (Rick)
28. 07:09 PM - Re: taping-painting (JMCBEAN)
29. 07:13 PM - Re: Re: My first "test" flight (jareds)
30. 07:20 PM - Fuel for Sub EA81 with Ellison TBI (cnichols)
31. 07:34 PM - Main Gear (Dee Young)
32. 07:42 PM - Re: Series 6 Trim Indicator (Clifford Begnaud)
33. 07:44 PM - Re: Series 6 Trim Indicator (Alan Blind)
34. 07:48 PM - Re: Series 6 Trim Indicator (VFT@aol.com)
35. 08:19 PM - [ Gary Algate ] : New Email List Photo Share Available! (Email List Photo Shares)
36. 10:41 PM - Re: Series 6 Trim Indicator (John Anderson)
Message 1
| INDEX | Back to Main INDEX |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: My first "test" flight |
--> Kitfox-List message posted by: "gene m. calkins" <calkinsgm@charter.net>
Kurt A good source for info on the NSI turbo is Tom Anderson he had
problem with his crankcase venting too. he has some pictures in
sportflight.con under NSI engines. Did you get your spinner on yet? Gene
N99GC NSI SHO ----- Original Message -----
From: "kurt schrader" <smokey_bear_40220@yahoo.com>
Subject: Kitfox-List: Re: My first "test" flight
> --> Kitfox-List message posted by: kurt schrader
<smokey_bear_40220@yahoo.com>
>
> If you all remember, I got my tailwheel sign-off
> Thursday out in Portland, OR. I planned to get more
> time in the local club's Citabra and Champ before
> flying my KF, but my friend/instructor told me to fly
> mine ASAP. He said those others just aren't "high
> performance" planes and I needed to stay with what he
> taught me. But since returning to KY, the wx has been
> pretty bad. Certainly not first flight wx.
>
> I was also worried about not having my plane insured.
> Couldn't seem to get that without at least 10, and
> better yet, 20 hrs of tailwheel time. And they wanted
> it in the same series KF with the same engine! Heck,
> how many KF-5 tail draggers are out there with an NSI
> turbo who want to instruct?
>
> Yesterday it rained and was windy. I fiddled with a
> small oil seep from my friends first flight in my
> plane. Braded oil line going into the cooler. It was
> almost a quart low too. I stuck in half a quart due
> to the oil running hot in flight. A little more oil
> to absorbe the heat I thought. Then I left it like
> that with the cowl off and did an engine run. No
> leaks, but it ran cold. Needed radiator tape. I'll
> do that Sunday...
>
> Well, today the weather lifted enough in the afternoon
> for me to get in a short flight. Thought about it and
> decided that I'd just go for it so I could call my dad
> and let him know. No guts - no glory. 2,800
> overcast, but light winds and in the 40's. Good for
> my hot running oil temp. Then the "little" problems
> came up....
>
> I had about 4 gal, plus the header fuel on board, so I
> went to the gas station to get 5 more gal to give me a
> comfort factor for the flight. Darn, the fuel pumped
> so slowly I pulled the pump handle out for a look.
> Foam, suds, squirt, cough, cough. The stations tank
> must be near empty. Ok, that stuff will go in my van
> instead. No telling what is coming out of the bottom
> of the tank. Definately not first flight juice!
>
> And now it was getting too late to get more gas
> elsewhere, so the flight will just have to be shorter.
> Maybe just a few takeoffs and landings. I still had
> to put the cowl back on and move planes out of the
> hangar to get at mine... Plus a few little things to
> do, like tape off some of the radiator due to the temp
> drop.
>
> Well, I did get it ready with maybe 20 minutes of
> daylight left. Started ok. Taxi was interesting.
> Soon the bottom of the wings on both sides were wet
> just below the tanks. Did I leave the tank caps off?
> Actually, having trained on pavement, I forgot about
> the grass being wet. No wheel pants and so... wet
> wings. Then the windscreen fogged up. Glad I
> installed a defrost fan. It helped a little, but I
> was so steamed from rushing to move the planes, it
> went slowly fighting me.
>
> Runup went fine. Seemed like no drop at all between
> ignitions. :-) I did it again just to be sure.
>
> Takeoff was very smooth and straight. No wiggles at
> all like I had on the pavement practicing in Portland.
> Did it all by feel never looking in for airspeed or
> RPM. That was a very pleasant surprise. :-)) Thanks
> Gerry for making me fly ASAP.
>
> Then, right in front of me and not 20 feet airborne, a
> flock of birds decided to launch from off the side of
> the runway and block my path. :-( I zoom climbed to
> just clear the top one - out climbed them - and looked
> in at my ASI for the first time. 40 KIAS! And it felt
> very stable! :-))) I estimate I was initially at
> 55-60 KIAS and traded off 15 or so. First airborne
> hurdle jumped. Any higher though and I would have had
> to take out a bird or two.
>
> I had maybe 300 feet by the end of the 2,500 ft
> runway. Nice! I climbed to 1500' or 700 AGL to turn
> downwind and set up 80 KIAS with a safe distance from
> the runway to land quickly if I needed to. Now time
> for some engine readings. - Gosh this thing drives
> like a BMW! :-))) I call for the record keeping to
> start. First entry 80 KIAS. Fiddle with the prop
> control to lower RPM and EGT. 1500, dropped to 1400
> egt. Looks good enough to read the rest of the gages.
>
> Hey, what's that. About a cup of oil on the right
> side floor boards! Oil streaming across the bottom
> half of the right door! Oil on my checklist on the
> right seat! On my glasses!
>
> I call, "Got an oil leak. Coming back." Looking in
> again to check oil temp and pressure. Maybe 50 psi
> and 185 degrees. Seems OK, but am I running out of
> oil? Best set up for an engine out landing. Maybe
> that braded line broke...
>
> Looking outside, where the heck is the airport? That
> thing is always hard to find. Turn back to find it.
> Looks just like any other farm field. I'm lost! Call
> ground for a spot. Yes, pointed right at the field.
> Flashing headlights. Ah ha! I am at a high 90. Good
> enough to glide if I need to. Wip it over and come on
> down. Trim for 60 Kias. Gosh, except for the oil
> "leak", this flies really nice. Wish I had time to
> enjoy it. Darn.
>
> Slip a little to land.... Used maybe 1200' due to
> still a bit fast. Really didn't know the stall speed
> yet so I'll accept fast. Three bounces landing up
> hill. :-( Heck, I was lined up and just wanted to
> get it on the ground at that point. I'll take it.
>
> Taxi back with oil pressure. I had every light on by
> then. It was going to be a short flight anyway. I
> think I only had 10 official minutes to spare, but
> then I am a night freight pilot, so it twern't
> nuttin', but you gotta be legal.
>
> For the next 4 hours, my galfriend and I field
> stripped the plane to remove about a 1/2 qt of oil
> inside and out. Seats, floor boards, cargo deck, all
> had to come out. Wow it was a mess...
>
> Where'd it come from? Was I close to an engine
> seizer? Whew, only about 1 quart low like yesterday.
> Seems to be that darn oil breather again. Blew out
> the oil I added. Can't find any leaks, but 4 oz in
> the 11 oz overflow tank and apparently oil blasting
> out of the top of it to cover the firewall. My cowl
> is definately pressurized. The oil was forced around
> the blanket and into the cockpit. Gosh, what a mess,
> instrument panel on down.
>
> Summary. It ran very well. Flew even better than I
> ever expected. Me too for my first flight in it.
> Everything worked, but some things need tweaking. And
> then there is that pesky oil breather! Think I need
> to run a quart low all the time and put in a better
> overflow system. So, pant pant, first flight done in
> a rush. Not as planned, but done. Glad I wore the
> Nomex suit just in case. Glad I had the experience to
> think thru it and just fly the plane. It would have
> been tragic to mess up a perfectly good but real oily
> plane. Thanks to the Corps for teaching me to be my
> best under pressure. Thanks to Gerry for showing me
> that it would fly fine and to trust my KF to get me
> back. Now to do the rest of the testing at a more
> measured pace.
>
> By the time we got the oil off of it, it was too late
> to call my dad anyway.
>
> Kurt S.
>
> __________________________________
>
>
Message 2
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: My first "test" flight |
--> Kitfox-List message posted by: "dmorisse" <morid@northland.lib.mi.us>
<smokey_bear_40220@yahoo.com>
Subject: Kitfox-List: Re: My first "test" flight
> --> Kitfox-List message posted by: kurt schrader
<smokey_bear_40220@yahoo.com>
> ....snip...
> If you all remember, I got my tailwheel sign-off
> By the time we got the oil off of it, it was too late
> to call my dad anyway.
> Kurt S.
Great story Kurt and congrats on first flight!
Darrel
Message 3
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: FW: Fuel Levels -- Wing Tanks |
--> Kitfox-List message posted by: "Jeffrey Puls" <pulsair@mindspring.com>
Barry,
On my last annual when I drained the tanks I made a dipstick. I first put in
4 gallons, then 2 gallon increments until it showed about a half inch from
the top. The aircraft was in a three point attitude. I filled it one half
inch from the top because it seeps out on the wing if filled to the top.
Anyway, what I found was that in reality I have 14 gallons because of what
is in the header tank. Jeff Puls Classic IV Orient, Ohio
----- Original Message -----
From: "Don Pearsall" <donpearsall@comcast.net>
Subject: Kitfox-List: FW: Fuel Levels -- Wing Tanks
> --> Kitfox-List message posted by: "Don Pearsall"
<donpearsall@comcast.net>
>
> Sent to old list
> Don
> __________________________________
>
> From: <barryehuston@earthlink.net>
> To: <kitfox@sportflight.com>
> Subject: Fuel Levels -- Wing Tanks
> Date: Sun, 16 Nov 2003 10:36:05 -0500
>
> Has anyone made a Fuel Level -- Calibrated Dip Stick for the Model IV 13
> Gal Wing Tanks?? If so would appreciate the info.
>
>
> Thanks
> Barry
>
>
> Barry E Huston
> 30 South Shore Road
> P O Box 182
> Center Ossipee, NH 03814
>
> (603) 539-5569 home
> (603) 539-8101 fax (pls call first)
>
> (603) 630-0101 cell
>
> barryehuston@earthlink.net
>
>
Message 4
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: My first "test" flight |
--> Kitfox-List message posted by: "Dale Kister" <2@dalekister.com>
Congratulations on your test flight Kurt. Enjoyed your write up, felt like I
was in the cockpit with you.
Dale Kister
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com]On Behalf Of kurt
schrader
Subject: Kitfox-List: Re: My first "test" flight
--> Kitfox-List message posted by: kurt schrader
<smokey_bear_40220@yahoo.com>
If you all remember, I got my tailwheel sign-off
Thursday out in Portland, OR. I planned to get more
time in the local club's Citabra and Champ before
flying my KF, but my friend/instructor told me to fly
mine ASAP. He said those others just aren't "high
performance" planes and I needed to stay with what he
taught me. But since returning to KY, the wx has been
pretty bad. Certainly not first flight wx.
I was also worried about not having my plane insured.
Couldn't seem to get that without at least 10, and
better yet, 20 hrs of tailwheel time. And they wanted
it in the same series KF with the same engine! Heck,
how many KF-5 tail draggers are out there with an NSI
turbo who want to instruct?
Yesterday it rained and was windy. I fiddled with a
small oil seep from my friends first flight in my
plane. Braded oil line going into the cooler. It was
almost a quart low too. I stuck in half a quart due
to the oil running hot in flight. A little more oil
to absorbe the heat I thought. Then I left it like
that with the cowl off and did an engine run. No
leaks, but it ran cold. Needed radiator tape. I'll
do that Sunday...
Well, today the weather lifted enough in the afternoon
for me to get in a short flight. Thought about it and
decided that I'd just go for it so I could call my dad
and let him know. No guts - no glory. 2,800
overcast, but light winds and in the 40's. Good for
my hot running oil temp. Then the "little" problems
came up....
I had about 4 gal, plus the header fuel on board, so I
went to the gas station to get 5 more gal to give me a
comfort factor for the flight. Darn, the fuel pumped
so slowly I pulled the pump handle out for a look.
Foam, suds, squirt, cough, cough. The stations tank
must be near empty. Ok, that stuff will go in my van
instead. No telling what is coming out of the bottom
of the tank. Definately not first flight juice!
And now it was getting too late to get more gas
elsewhere, so the flight will just have to be shorter.
Maybe just a few takeoffs and landings. I still had
to put the cowl back on and move planes out of the
hangar to get at mine... Plus a few little things to
do, like tape off some of the radiator due to the temp
drop.
Well, I did get it ready with maybe 20 minutes of
daylight left. Started ok. Taxi was interesting.
Soon the bottom of the wings on both sides were wet
just below the tanks. Did I leave the tank caps off?
Actually, having trained on pavement, I forgot about
the grass being wet. No wheel pants and so... wet
wings. Then the windscreen fogged up. Glad I
installed a defrost fan. It helped a little, but I
was so steamed from rushing to move the planes, it
went slowly fighting me.
Runup went fine. Seemed like no drop at all between
ignitions. :-) I did it again just to be sure.
Takeoff was very smooth and straight. No wiggles at
all like I had on the pavement practicing in Portland.
Did it all by feel never looking in for airspeed or
RPM. That was a very pleasant surprise. :-)) Thanks
Gerry for making me fly ASAP.
Then, right in front of me and not 20 feet airborne, a
flock of birds decided to launch from off the side of
the runway and block my path. :-( I zoom climbed to
just clear the top one - out climbed them - and looked
in at my ASI for the first time. 40 KIAS! And it felt
very stable! :-))) I estimate I was initially at
55-60 KIAS and traded off 15 or so. First airborne
hurdle jumped. Any higher though and I would have had
to take out a bird or two.
I had maybe 300 feet by the end of the 2,500 ft
runway. Nice! I climbed to 1500' or 700 AGL to turn
downwind and set up 80 KIAS with a safe distance from
the runway to land quickly if I needed to. Now time
for some engine readings. - Gosh this thing drives
like a BMW! :-))) I call for the record keeping to
start. First entry 80 KIAS. Fiddle with the prop
control to lower RPM and EGT. 1500, dropped to 1400
egt. Looks good enough to read the rest of the gages.
Hey, what's that. About a cup of oil on the right
side floor boards! Oil streaming across the bottom
half of the right door! Oil on my checklist on the
right seat! On my glasses!
I call, "Got an oil leak. Coming back." Looking in
again to check oil temp and pressure. Maybe 50 psi
and 185 degrees. Seems OK, but am I running out of
oil? Best set up for an engine out landing. Maybe
that braded line broke...
Looking outside, where the heck is the airport? That
thing is always hard to find. Turn back to find it.
Looks just like any other farm field. I'm lost! Call
ground for a spot. Yes, pointed right at the field.
Flashing headlights. Ah ha! I am at a high 90. Good
enough to glide if I need to. Wip it over and come on
down. Trim for 60 Kias. Gosh, except for the oil
"leak", this flies really nice. Wish I had time to
enjoy it. Darn.
Slip a little to land.... Used maybe 1200' due to
still a bit fast. Really didn't know the stall speed
yet so I'll accept fast. Three bounces landing up
hill. :-( Heck, I was lined up and just wanted to
get it on the ground at that point. I'll take it.
Taxi back with oil pressure. I had every light on by
then. It was going to be a short flight anyway. I
think I only had 10 official minutes to spare, but
then I am a night freight pilot, so it twern't
nuttin', but you gotta be legal.
For the next 4 hours, my galfriend and I field
stripped the plane to remove about a 1/2 qt of oil
inside and out. Seats, floor boards, cargo deck, all
had to come out. Wow it was a mess...
Where'd it come from? Was I close to an engine
seizer? Whew, only about 1 quart low like yesterday.
Seems to be that darn oil breather again. Blew out
the oil I added. Can't find any leaks, but 4 oz in
the 11 oz overflow tank and apparently oil blasting
out of the top of it to cover the firewall. My cowl
is definately pressurized. The oil was forced around
the blanket and into the cockpit. Gosh, what a mess,
instrument panel on down.
Summary. It ran very well. Flew even better than I
ever expected. Me too for my first flight in it.
Everything worked, but some things need tweaking. And
then there is that pesky oil breather! Think I need
to run a quart low all the time and put in a better
overflow system. So, pant pant, first flight done in
a rush. Not as planned, but done. Glad I wore the
Nomex suit just in case. Glad I had the experience to
think thru it and just fly the plane. It would have
been tragic to mess up a perfectly good but real oily
plane. Thanks to the Corps for teaching me to be my
best under pressure. Thanks to Gerry for showing me
that it would fly fine and to trust my KF to get me
back. Now to do the rest of the testing at a more
measured pace.
By the time we got the oil off of it, it was too late
to call my dad anyway.
Kurt S.
__________________________________
Message 5
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | FW: RE: Trailer for Series 5 Taildragger |
--> Kitfox-List message posted by: Mike Couillard <Mike.Couillard@tekstar-inc.com>
thanks so much for the help! printed everything available on trailer
construction of the sportflight site as well.
Mike Couillard
Business Development Prgm Mgr
TekStar, Inc.
5540 Tech Center Dr., Ste. 200
Colorado Springs CO 80919
Ph (719) 264-0620 / Fax (719) 264-0488
mike.couillard@tekstar-inc.com
-----Original Message-----
From: Don Pearsall [mailto:donpearsall@comcast.net]
Subject: Kitfox-List: FW: RE: Trailer for Series 5 Taildragger
--> Kitfox-List message posted by: "Don Pearsall" <donpearsall@comcast.net>
Send to old address
-----Original Message-----
From: kitfoxpilot@att.net
Subject: RE: Trailer for Series 5 Taildragger
I just completed building a custom trailer for my Model IV 1200 with Grove
gear! I worked out all the bugs, and my plane fits just fine! If your
interested in photo's and building give me a call.
Ray
(301) 518-2262
Lanham, Md
> The hype at the trailer places is for a smooth ride use torsion axles.
> They are mounted in rubber, and are used for fragile cargo but have
> utility use with high cargo weight. I like a multi use trailer -
> easier to justify which is why I used the car hauler. I used it to move
several people .
> See some good ideas on the sportflight web site. The boat trailer is
> most cost effective qnd has a gentile ride, but offers no protection
> for the plane. Not an issue if the distance is short and storage is not
needed.
> Paul
> ==
>
> At 2:02 PM -0700 11/14/03, Mike Couillard wrote:
> >many thank for your thoughts Paul--wow, sounds like you've had a few
> >major
> moves--make's my 10 miles look like a piece of cake! just found a
> buddy that can help me build a custom trailer--who knows, may have it
> up and running before I need to move the project--but you're thought
> are of great assistance as I put together that often used "backup plan".
> >
> >as i look at building a custom trailer I'm wondering what most people
> >start
> with--from the few pieces of info I've found looking on the web, it
> looks like some folks start with a small utility flatbed trailer and
> buildup from there--dimension of the flat bed is a question--6X8? my
> series 5 has the wide spring landing gear--I'm going over to see the
> seller today and will have to measure some dimensions to get a better
> idea
> >
> >many thanks! let's stay in touch. Durango is beautiful
> >country...hope you're
> enjoying it down there.
> >
> >look me up if you get up this way--maybe by then I'll have this project
going.
> >
> >Mike Couillard
> >Business Development Prgm Mgr
> >TekStar, Inc.
> >5540 Tech Center Dr., Ste. 200
> >Colorado Springs CO 80919
> >
> >Ph (719) 264-0620 / Fax (719) 264-0488 mike.couillard@tekstar-inc.com
> >
> >
> >-----Original Message-----
> >From: Paul Wilson
> >[<mailto:pwilson@climber.org>mailto:pwilson@climber.org]
> >Sent: Friday, November 14, 2003 12:30 PM
> >To: kitfox@sportflight.com
> >Subject: Re: Trailer for Series 5 Taildragger
> >
> >
> >Hi Mike,
> > I just moved my project again, this time from Greeley to Durango CO
> >(about
> 800+ miles). I used a car hauler.
> > I put side boards on 4 sides (4' high). I hung the wings on the
> > sides and
> strapped the Fuselage to the wood floor and strapped the tail wheel to
> the floor. My fuselage had the 912 mounted so the load on the tail was
> minimal. I put the fuel tanks, cowlings, and other loose items in the
> back of the truck enclosed with a shell. The big items like the lift
> struts were strapped to the floor. The flaperons were bungied to the
> bottom of the fuselage. The horizontal & elevator was bungied to the top
of the fuselage.
> >
> > I cross braced the trailer sided to minimize flex. Then I covered
> > the whole
> trailer with a huge tarp from Harbor Freight. I put 5 psi in the
> tundra tires to allow them to squish when I tightened the straps. The
> only damage I have found is a scrape on the vertical where the wing
rotation jigs came loose and touched.
> A little bondo will correct that issue. The Fuselage is exactly as it
> was when we left Greeley. The wings were supported with carpet strips
> on the fwd spar and were held to the side boards with more carpet
> strips so the motion was controlled.
> >
> > The drive involved some construction where I just went very slow. I
> > stopped
> every few hundred miles to see if anything was moving. I put 25 psi in
> the 4 trailer tires instead of 35 for this trip.
> >
> > This is the 3rd time I have moved this plane the first trip was 75
> > miles and
> the second trip was 20 miles. Its going to be moved again for 10 miles
> to get to the airport. I will use the flat bed unless I find a box-car
hauler with a 93"
> or bigger door opening. So far I have not had any luck finding such a
> trailer that is not custom made. I will keep looking and might just
> buy one an make the door big enough for the horizontal. It really
> buggs me that the horizontal is so wide If it was 88-90" wide then
> many box trailers would be available and some have real soft ride.
> >
> > Regards, Paul
> >==========
> >At 11:38 AM -0700 11/14/03, Mike Couillard wrote:
> > >Hi Folks:
> >>
> >>I'm a new builder out here in Colorado Springs.
> >>
> >>Just a brief message to ask and see if anyone out there has a
> >>trailer they'd
> like to sell for a Series 5. I'm in the process of buying a kit that
> has little work done to date (so the main piece to move is the
> fuselage on it's gear; wings not attached; wide stance spring gear and
tailwheel are all mounted).
> >
> > >
> >>Don't have to move it for a while, but when I do I want to be ready,
> >>so I'm
> just thinking ahead and looking for info at this point. Right now I'm
> thinking the best option would be to have a trailer setup that could
> be used once the project is completed, for transport to the airport.
> And if I'm able to get this done in the next few months before I have
> to move it, that would be the safest way to move the project. I do
> have access to a large flatbed I could use to move the thing (about 10
> miles) from his house to mine, but that would take more care as I
> understand it, to make sure it's secure and I don't do any damage in the
process of moving it.
> >
> > >
> >>I'm also open to finding an existing trailer and modifying it if I
> >>could do so
> at a reasonable price. Anyone with plans for such a conversion? I'm all
ears.
> Just want to make sure I do it right--you know the new builder syndrome!
> >
> > >
> >>Many thanks for your thoughts!
> >>
> >>Mike
> >
> >--
>
>
> --
Message 6
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: My first "test" flight |
--> Kitfox-List message posted by: RiteAngle3@aol.com
Kurt:
Congratulations on YOUR first flight. Experience helps no matter if most is
in an aircraft that has more weight in electronics than yours weighs :-)
Now to fix the oil leak & enjoy! You won't forget this day, I still remember
my first flight in my Funk after rebuilding, and that was in the early '60s
Elbie
Message 7
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> Kitfox-List message posted by: "dmorisse" <morid@northland.lib.mi.us>
Bounce from the old list.
Darrel
List Janitor
Subject: Re: Heater fan
From the other John K(err). Mine came from Skystar. The baffle is of the
design several have used. I went with the friction knob control and should
have opted for the vernier type. There is enough pressure at 100mph cruise
on the baffle for the friction knob to slip.
Message 8
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> Kitfox-List message posted by: "Rick" <turboflyer@comcast.net>
Elbie, are you responsible for the rightangle system? If so do you sell
direct?
Rick
Message 9
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: My first "test" flight |
--> Kitfox-List message posted by: "Ron Carroll" <RonCarr@Qwest.Net>
Kurt, first off I want to congratulate you on your first flight. I can only imagine
the thrill & gratification that goes along with the first flight in your
own creation.
Next, because I was fortunate enough to have met you at my house last week, your
report was special to me personally. Writing someone on the web cannot offer
the personal satisfaction we get from a face to face meeting. Because of this
I too felt as though I were along with you, and shared the thrill & excitement.
Ron Carroll
Independence, OR
----- Original Message -----
From: kurt schrader
To: kitfox-list@matronics.com
Sent: Sunday, November 16, 2003 11:04 PM
Subject: Kitfox-List: Re: My first "test" flight
--> Kitfox-List message posted by: kurt schrader <smokey_bear_40220@yahoo.com>
If you all remember, I got my tailwheel sign-off
Thursday out in Portland, OR. I planned to get more
time in the local club's Citabra and Champ before
flying my KF, but my friend/instructor told me to fly
mine ASAP. He said those others just aren't "high
performance" planes and I needed to stay with what he
taught me. But since returning to KY, the wx has been
pretty bad. Certainly not first flight wx.
I was also worried about not having my plane insured.
Couldn't seem to get that without at least 10, and
better yet, 20 hrs of tailwheel time. And they wanted
it in the same series KF with the same engine! Heck,
how many KF-5 tail draggers are out there with an NSI
turbo who want to instruct?
Yesterday it rained and was windy. I fiddled with a
small oil seep from my friends first flight in my
plane. Braded oil line going into the cooler. It was
almost a quart low too. I stuck in half a quart due
to the oil running hot in flight. A little more oil
to absorbe the heat I thought. Then I left it like
that with the cowl off and did an engine run. No
leaks, but it ran cold. Needed radiator tape. I'll
do that Sunday...
Well, today the weather lifted enough in the afternoon
for me to get in a short flight. Thought about it and
decided that I'd just go for it so I could call my dad
and let him know. No guts - no glory. 2,800
overcast, but light winds and in the 40's. Good for
my hot running oil temp. Then the "little" problems
came up....
I had about 4 gal, plus the header fuel on board, so I
went to the gas station to get 5 more gal to give me a
comfort factor for the flight. Darn, the fuel pumped
so slowly I pulled the pump handle out for a look.
Foam, suds, squirt, cough, cough. The stations tank
must be near empty. Ok, that stuff will go in my van
instead. No telling what is coming out of the bottom
of the tank. Definately not first flight juice!
And now it was getting too late to get more gas
elsewhere, so the flight will just have to be shorter.
Maybe just a few takeoffs and landings. I still had
to put the cowl back on and move planes out of the
hangar to get at mine... Plus a few little things to
do, like tape off some of the radiator due to the temp
drop.
Well, I did get it ready with maybe 20 minutes of
daylight left. Started ok. Taxi was interesting.
Soon the bottom of the wings on both sides were wet
just below the tanks. Did I leave the tank caps off?
Actually, having trained on pavement, I forgot about
the grass being wet. No wheel pants and so... wet
wings. Then the windscreen fogged up. Glad I
installed a defrost fan. It helped a little, but I
was so steamed from rushing to move the planes, it
went slowly fighting me.
Runup went fine. Seemed like no drop at all between
ignitions. :-) I did it again just to be sure.
Takeoff was very smooth and straight. No wiggles at
all like I had on the pavement practicing in Portland.
Did it all by feel never looking in for airspeed or
RPM. That was a very pleasant surprise. :-)) Thanks
Gerry for making me fly ASAP.
Then, right in front of me and not 20 feet airborne, a
flock of birds decided to launch from off the side of
the runway and block my path. :-( I zoom climbed to
just clear the top one - out climbed them - and looked
in at my ASI for the first time. 40 KIAS! And it felt
very stable! :-))) I estimate I was initially at
55-60 KIAS and traded off 15 or so. First airborne
hurdle jumped. Any higher though and I would have had
to take out a bird or two.
I had maybe 300 feet by the end of the 2,500 ft
runway. Nice! I climbed to 1500' or 700 AGL to turn
downwind and set up 80 KIAS with a safe distance from
the runway to land quickly if I needed to. Now time
for some engine readings. - Gosh this thing drives
like a BMW! :-))) I call for the record keeping to
start. First entry 80 KIAS. Fiddle with the prop
control to lower RPM and EGT. 1500, dropped to 1400
egt. Looks good enough to read the rest of the gages.
Hey, what's that. About a cup of oil on the right
side floor boards! Oil streaming across the bottom
half of the right door! Oil on my checklist on the
right seat! On my glasses!
I call, "Got an oil leak. Coming back." Looking in
again to check oil temp and pressure. Maybe 50 psi
and 185 degrees. Seems OK, but am I running out of
oil? Best set up for an engine out landing. Maybe
that braded line broke...
Looking outside, where the heck is the airport? That
thing is always hard to find. Turn back to find it.
Looks just like any other farm field. I'm lost! Call
ground for a spot. Yes, pointed right at the field.
Flashing headlights. Ah ha! I am at a high 90. Good
enough to glide if I need to. Wip it over and come on
down. Trim for 60 Kias. Gosh, except for the oil
"leak", this flies really nice. Wish I had time to
enjoy it. Darn.
Slip a little to land.... Used maybe 1200' due to
still a bit fast. Really didn't know the stall speed
yet so I'll accept fast. Three bounces landing up
hill. :-( Heck, I was lined up and just wanted to
get it on the ground at that point. I'll take it.
Taxi back with oil pressure. I had every light on by
then. It was going to be a short flight anyway. I
think I only had 10 official minutes to spare, but
then I am a night freight pilot, so it twern't
nuttin', but you gotta be legal.
For the next 4 hours, my galfriend and I field
stripped the plane to remove about a 1/2 qt of oil
inside and out. Seats, floor boards, cargo deck, all
had to come out. Wow it was a mess...
Where'd it come from? Was I close to an engine
seizer? Whew, only about 1 quart low like yesterday.
Seems to be that darn oil breather again. Blew out
the oil I added. Can't find any leaks, but 4 oz in
the 11 oz overflow tank and apparently oil blasting
out of the top of it to cover the firewall. My cowl
is definately pressurized. The oil was forced around
the blanket and into the cockpit. Gosh, what a mess,
instrument panel on down.
Summary. It ran very well. Flew even better than I
ever expected. Me too for my first flight in it.
Everything worked, but some things need tweaking. And
then there is that pesky oil breather! Think I need
to run a quart low all the time and put in a better
overflow system. So, pant pant, first flight done in
a rush. Not as planned, but done. Glad I wore the
Nomex suit just in case. Glad I had the experience to
think thru it and just fly the plane. It would have
been tragic to mess up a perfectly good but real oily
plane. Thanks to the Corps for teaching me to be my
best under pressure. Thanks to Gerry for showing me
that it would fly fine and to trust my KF to get me
back. Now to do the rest of the testing at a more
measured pace.
By the time we got the oil off of it, it was too late
to call my dad anyway.
Kurt S.
__________________________________
Message 10
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: My first "test" flight |
--> Kitfox-List message posted by: Torgeir Mortensen <torgemor@online.no>
kurt schrader wrote:
> Summary. It ran very well. Flew even better than I
> ever expected. Me too for my first flight in it.
> Everything worked, but some things need tweaking.
> By the time we got the oil off of it, it was too late
> to call my dad anyway.
........
Hi Kurt,
Congratulation with first flight, - and thanks for your story.
I liked that story!
Torgeir.
Message 11
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> Kitfox-List message posted by: RiteAngle3@aol.com
In a message dated 11/17/03 10:17:10 AM Pacific Standard Time,
turboflyer@comcast.net writes:
Elbie, are you responsible for the rightangle system? If so do you sell
direct?
Yes, tis my system, & yes sell direct, have a look at our website and see
what you think, quite a few on KitFox aircraft, John K. has the record of longest
flights on KitFox that I know of, Herb G. also is next, both made it to Point
Barrow I believe. Both are pictured on website when installing system.
Plz reply off line as I don't want to have people thinking I'm advertising on
the list for website if you don't have it.
Thanks,
Elbie
Message 12
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> Kitfox-List message posted by: Torgeir Mortensen <torgemor@online.no>
Hi Don and Darrel,
Thank you both, for all the work you've done over the years for us
Foxers.
Torgeir.
Message 13
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Looking for a left side flaperon |
--> Kitfox-List message posted by:
Hello list.
A week ago I had a ground loop in my Classic IV and I
damaged the left side wing. I called SkyStar and they
told me they dont make the usual flaperon any more.
They only make the new one they use for the Series 7.
Is there someone that can sell a left flaperon for a
Classic IV?
Thanks in advance,
Francisco Icaza.
La mejor conexin a internet y 25MB extra a tu correo por $100 al mes. http://net.yahoo.com.mx
Message 14
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: High Altitude UAV Droplet Heat Exchanger |
--> Kitfox-List message posted by: Torgeir Mortensen <torgemor@online.no>
(first reply sent to wrong address, sorry :( ..)
Well, we don't need this extra "turbo" cooling effect up here, but this
kind of trick is impressing. Long time ago I learned that they used WA
(water injection) to go inside the engine.. :) . This trick work on
the outside, the effect we feel after a swim in the sea -at my place. :(
.. Hmm... Admit that, -the sea is colder.
Torgeir.
kurt schrader wrote:
>
> Torgeir,
>
> On hot days here, far from the Artic Circle where you
> are, I sometimes spray down the roof and outer
> airconditioner coil to help cool my house. I figure a
> few lbs of water can give a lot of temporary cooling
> and reduce those electric bills a little.
>
> Swamp coolers and those little mist sprayers at public
> places in the SouthWest seem to work well.
>
> Thought of spraying water into the oil cooler and
> radiator on my plane for those hotter minutes of
> climbout in the summer, but I haven't calculated the
> amount of water needed. Heck, I haven't even
> determined if I'll need it yet. Just thinking ahead.
>
> This proposed recirculation system is interesting...
>
> Kurt S.
Message 15
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> Kitfox-List message posted by: "dmorisse" <morid@northland.lib.mi.us>
You're most welcome Torgeir. Still a few stragglers, but things are
smoothing out nicely.
Darrel and Don
List Janitors
> Hi Don and Darrel,
> Thank you both, for all the work you've done over the years for us
> Foxers.
> Torgeir.
Message 16
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> Kitfox-List message posted by: "Paul A. Franz, P.E." <paul@eucleides.com>
On Mon, 2003-11-17 at 14:10, dmorisse wrote:
> --> Kitfox-List message posted by: "dmorisse" <morid@northland.lib.mi.us>
>
> You're most welcome Torgeir. Still a few stragglers, but things are
> smoothing out nicely.
> Darrel and Don
> List Janitors
And the new list is beautiful. No more html postings since the tags ares
being stripped so no tiny little pink writing or something odd to read.
All the winmail.dats and vcards and other mail relics are deleted, no MS
Mail "quoted printable" relics. The list is so nice now. I wish it had
had this upgrade years ago.
Thanks a lot guys for choosing up to date software on a reliable system.
--
PAF Consulting Engineers | 427 - 140th Ave NE
(425)641-8202 voice | Bellevue, WA 98005
(425)641-1773 fax | <mailto:paul@eucleides.com>
GnuPG Public Key - <http://eucleides.com/pgpkey.asc>
Message 17
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
Seal-Send-Time: Mon, 17 Nov 2003 16:17:53 -0800
--> Kitfox-List message posted by: "Dee Young" <henrysfork1@msn.com>
Not sure why but most of the emails from the list are now showing up in my Junk
Mail box. Am I doing something wrong here?
----- Original Message -----
From: Paul A. Franz, P.E.
To: kitfox-list@matronics.com
Sent: Monday, November 17, 2003 2:50 PM
Subject: Kitfox-List: Re: Goodbye "kitfox@sportflight.com".
--> Kitfox-List message posted by: "Paul A. Franz, P.E." <paul@eucleides.com>
On Mon, 2003-11-17 at 14:10, dmorisse wrote:
> --> Kitfox-List message posted by: "dmorisse" <morid@northland.lib.mi.us>
>
> You're most welcome Torgeir. Still a few stragglers, but things are
> smoothing out nicely.
> Darrel and Don
> List Janitors
And the new list is beautiful. No more html postings since the tags ares
being stripped so no tiny little pink writing or something odd to read.
All the winmail.dats and vcards and other mail relics are deleted, no MS
Mail "quoted printable" relics. The list is so nice now. I wish it had
had this upgrade years ago.
Thanks a lot guys for choosing up to date software on a reliable system.
--
PAF Consulting Engineers | 427 - 140th Ave NE
(425)641-8202 voice | Bellevue, WA 98005
(425)641-1773 fax | <mailto:paul@eucleides.com>
GnuPG Public Key - <http://eucleides.com/pgpkey.asc>
Message 18
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Looking for a left side flaperon |
--> Kitfox-List message posted by: "Ron Carroll" <RonCarr@Qwest.Net>
I'll take the right one, if it will fit a model-3. ;-)
Ron Carroll
----- Original Message -----
From: owner-kitfox-list-server@matronics.com
To: kitfox-list@matronics.com
Sent: Monday, November 17, 2003 1:32 PM
Subject: Kitfox-List: Looking for a left side flaperon
--> Kitfox-List message posted by:
Hello list.
A week ago I had a ground loop in my Classic IV and I
damaged the left side wing. I called SkyStar and they
told me they dont make the usual flaperon any more.
They only make the new one they use for the Series 7.
Is there someone that can sell a left flaperon for a
Classic IV?
Thanks in advance,
Francisco Icaza.
La mejor conexin a internet y 25MB extra a tu correo por $100 al mes. http://net.yahoo.com.mx
Message 19
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> Kitfox-List message posted by: "Howard Firm" <pianome2@mchsi.com>
I'm still in the process of taping for the tiger stripe pattern and was
wondering if there was an issue with how soon to peel off the tape....if the
paint gets too dry will it peel when the tape is pulled? Is it best to pull
the tape ass soon as the paint sets up? Spraying polytone by the way....I've
gotten an unbelievably shiny finish with the polytone...cooler temps are the
way to go!!!
Howard Firm
508 12th St. South
Virginia MN 55792
Message 20
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: High Altitude UAV Droplet Heat Exchanger |
--> Kitfox-List message posted by: RiteAngle3@aol.com
In a message dated 11/17/03 2:00:11 PM Pacific Standard Time,
torgemor@online.no writes:
Thought of spraying water into the oil cooler and
> radiator on my plane for those hotter minutes of
> climbout in the summer, but I haven't calculated the
> amount of water needed. Heck, I haven't even
> determined if I'll need it yet. Just thinking ahead
This was done (actually on the cylinders) on the Dreadnought, the Reno winner
years ago. The engineer that did all the aero cleanup and water spray on the
SeaFury is a good personal friend of mine.
If you want some technical info let me know, might be able to get it!
Elbie
Message 21
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: taping-painting |
--> Kitfox-List message posted by: Grant Fluent <gjfpilot@yahoo.com>
Hi Howard,
The PolyFiber manual says to pull the tapes as soon
as the trim paint dries to the touch. It also says to
mask with Kraft paper but that's one thing that didn't
work for me. The trim paint bled through the paper in
a few spots. The next time I used visqueen 4 mil
plastic and that worked great. The blue or green 3M
fine line tape is a must for sharp lines. I also used
Polytone and sprayed at 60 degrees using the high temp
reducer and ended up with a nice glossy finish.
Grant Fluent
Newcastle, NE
Classic IV
photo page: http://photos.yahoo.com/gjfpilot
--- Howard Firm <pianome2@mchsi.com> wrote:
> --> Kitfox-List message posted by: "Howard Firm"
> <pianome2@mchsi.com>
>
> I'm still in the process of taping for the tiger
> stripe pattern and was
> wondering if there was an issue with how soon to
> peel off the tape....if the
> paint gets too dry will it peel when the tape is
> pulled? Is it best to pull
> the tape ass soon as the paint sets up? Spraying
> polytone by the way....I've
> gotten an unbelievably shiny finish with the
> polytone...cooler temps are the
> way to go!!!
>
> Howard Firm
> 508 12th St. South
> Virginia MN 55792
>
>
>
> Contributions
> any other
> Forums.
>
> http://www.matronics.com/chat
>
> http://www.matronics.com/subscription
> http://www.matronics.com/FAQ/Kitfox-List.htm
> http://www.matronics.com/archives
> http://www.matronics.com/photoshare
> http://www.matronics.com/emaillists
>
>
>
>
>
__________________________________
Message 22
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> Kitfox-List message posted by: Steve Zakreski <szakreski@shaw.ca>
Kurt
Congratulations!
I have a non-turbo'd NSI-EA81. I'm not sure of the similarities/differences
to your engine, but I'll tell you my experience. I'm not completely sure of
what causes the burping back of oil, but this phenomenon is not unique to
your engine. Lance will confirm of course, but I seem to recall that there
is a check-valve in the oil line that occasionally opens when the engine is
parked. A quart or two of oil flows back into the engine. As soon as you
start the engine, the oil all gets pumped back into the remote oil tank and
all is well. That is, unless you checked your oil dipstick and added a
couple of quarts, in which case you get a big eruption of oil out of the top
of the oil tank as soon as you start the engine. The trick is to recognize
that these engines do not burn much oil at all. If it indicates a major
drop after sitting for a few days, start the engine for a minute or two and
then check again.
SteveZ
Calgary
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com]On Behalf Of kurt
schrader
Subject: Kitfox-List: Re: My first "test" flight
--> Kitfox-List message posted by: kurt schrader
<smokey_bear_40220@yahoo.com>
If you all remember, I got my tailwheel sign-off
Thursday out in Portland, OR. I planned to get more
time in the local club's Citabra and Champ before
flying my KF, but my friend/instructor told me to fly
mine ASAP. He said those others just aren't "high
performance" planes and I needed to stay with what he
taught me. But since returning to KY, the wx has been
pretty bad. Certainly not first flight wx.
I was also worried about not having my plane insured.
Couldn't seem to get that without at least 10, and
better yet, 20 hrs of tailwheel time. And they wanted
it in the same series KF with the same engine! Heck,
how many KF-5 tail draggers are out there with an NSI
turbo who want to instruct?
Yesterday it rained and was windy. I fiddled with a
small oil seep from my friends first flight in my
plane. Braded oil line going into the cooler. It was
almost a quart low too. I stuck in half a quart due
to the oil running hot in flight. A little more oil
to absorbe the heat I thought. Then I left it like
that with the cowl off and did an engine run. No
leaks, but it ran cold. Needed radiator tape. I'll
do that Sunday...
Well, today the weather lifted enough in the afternoon
for me to get in a short flight. Thought about it and
decided that I'd just go for it so I could call my dad
and let him know. No guts - no glory. 2,800
overcast, but light winds and in the 40's. Good for
my hot running oil temp. Then the "little" problems
came up....
I had about 4 gal, plus the header fuel on board, so I
went to the gas station to get 5 more gal to give me a
comfort factor for the flight. Darn, the fuel pumped
so slowly I pulled the pump handle out for a look.
Foam, suds, squirt, cough, cough. The stations tank
must be near empty. Ok, that stuff will go in my van
instead. No telling what is coming out of the bottom
of the tank. Definately not first flight juice!
And now it was getting too late to get more gas
elsewhere, so the flight will just have to be shorter.
Maybe just a few takeoffs and landings. I still had
to put the cowl back on and move planes out of the
hangar to get at mine... Plus a few little things to
do, like tape off some of the radiator due to the temp
drop.
Well, I did get it ready with maybe 20 minutes of
daylight left. Started ok. Taxi was interesting.
Soon the bottom of the wings on both sides were wet
just below the tanks. Did I leave the tank caps off?
Actually, having trained on pavement, I forgot about
the grass being wet. No wheel pants and so... wet
wings. Then the windscreen fogged up. Glad I
installed a defrost fan. It helped a little, but I
was so steamed from rushing to move the planes, it
went slowly fighting me.
Runup went fine. Seemed like no drop at all between
ignitions. :-) I did it again just to be sure.
Takeoff was very smooth and straight. No wiggles at
all like I had on the pavement practicing in Portland.
Did it all by feel never looking in for airspeed or
RPM. That was a very pleasant surprise. :-)) Thanks
Gerry for making me fly ASAP.
Then, right in front of me and not 20 feet airborne, a
flock of birds decided to launch from off the side of
the runway and block my path. :-( I zoom climbed to
just clear the top one - out climbed them - and looked
in at my ASI for the first time. 40 KIAS! And it felt
very stable! :-))) I estimate I was initially at
55-60 KIAS and traded off 15 or so. First airborne
hurdle jumped. Any higher though and I would have had
to take out a bird or two.
I had maybe 300 feet by the end of the 2,500 ft
runway. Nice! I climbed to 1500' or 700 AGL to turn
downwind and set up 80 KIAS with a safe distance from
the runway to land quickly if I needed to. Now time
for some engine readings. - Gosh this thing drives
like a BMW! :-))) I call for the record keeping to
start. First entry 80 KIAS. Fiddle with the prop
control to lower RPM and EGT. 1500, dropped to 1400
egt. Looks good enough to read the rest of the gages.
Hey, what's that. About a cup of oil on the right
side floor boards! Oil streaming across the bottom
half of the right door! Oil on my checklist on the
right seat! On my glasses!
I call, "Got an oil leak. Coming back." Looking in
again to check oil temp and pressure. Maybe 50 psi
and 185 degrees. Seems OK, but am I running out of
oil? Best set up for an engine out landing. Maybe
that braded line broke...
Looking outside, where the heck is the airport? That
thing is always hard to find. Turn back to find it.
Looks just like any other farm field. I'm lost! Call
ground for a spot. Yes, pointed right at the field.
Flashing headlights. Ah ha! I am at a high 90. Good
enough to glide if I need to. Wip it over and come on
down. Trim for 60 Kias. Gosh, except for the oil
"leak", this flies really nice. Wish I had time to
enjoy it. Darn.
Slip a little to land.... Used maybe 1200' due to
still a bit fast. Really didn't know the stall speed
yet so I'll accept fast. Three bounces landing up
hill. :-( Heck, I was lined up and just wanted to
get it on the ground at that point. I'll take it.
Taxi back with oil pressure. I had every light on by
then. It was going to be a short flight anyway. I
think I only had 10 official minutes to spare, but
then I am a night freight pilot, so it twern't
nuttin', but you gotta be legal.
For the next 4 hours, my galfriend and I field
stripped the plane to remove about a 1/2 qt of oil
inside and out. Seats, floor boards, cargo deck, all
had to come out. Wow it was a mess...
Where'd it come from? Was I close to an engine
seizer? Whew, only about 1 quart low like yesterday.
Seems to be that darn oil breather again. Blew out
the oil I added. Can't find any leaks, but 4 oz in
the 11 oz overflow tank and apparently oil blasting
out of the top of it to cover the firewall. My cowl
is definately pressurized. The oil was forced around
the blanket and into the cockpit. Gosh, what a mess,
instrument panel on down.
Summary. It ran very well. Flew even better than I
ever expected. Me too for my first flight in it.
Everything worked, but some things need tweaking. And
then there is that pesky oil breather! Think I need
to run a quart low all the time and put in a better
overflow system. So, pant pant, first flight done in
a rush. Not as planned, but done. Glad I wore the
Nomex suit just in case. Glad I had the experience to
think thru it and just fly the plane. It would have
been tragic to mess up a perfectly good but real oily
plane. Thanks to the Corps for teaching me to be my
best under pressure. Thanks to Gerry for showing me
that it would fly fine and to trust my KF to get me
back. Now to do the rest of the testing at a more
measured pace.
By the time we got the oil off of it, it was too late
to call my dad anyway.
Kurt S.
__________________________________
Message 23
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: taping-painting |
--> Kitfox-List message posted by: "John E. King " <kingjohn@erols.com>
Howard,
I am no expert on painting, but I found out that it was best to pull off
the fine line tapes about an hour after painting. That was during the
warm summer months. I was using aerothane paint. If I pulled it off
too early it would not peal clean, but some of the new paint would still
stick to the tape. If you let it dry too long the new paint will leave
a definite edge and not lay smooth and level with the old paint . It is
best to do a trial and error technique to see when it is ready to peal off.
--
John King
Warrenton, VA
Howard Firm wrote:
>--> Kitfox-List message posted by: "Howard Firm" <pianome2@mchsi.com>
>
>I'm still in the process of taping for the tiger stripe pattern and was
>wondering if there was an issue with how soon to peel off the tape....if the
>paint gets too dry will it peel when the tape is pulled? Is it best to pull
>the tape ass soon as the paint sets up? Spraying polytone by the way....I've
>gotten an unbelievably shiny finish with the polytone...cooler temps are the
>way to go!!!
>
>Howard Firm
>508 12th St. South
>Virginia MN 55792
>
>
>
>
Message 24
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Series 6 Trim Indicator |
--> Kitfox-List message posted by: "John E. King " <kingjohn@erols.com>
To the Series 5 and 6 Drivers,
I now have 300 hours on my Series 6 and just noticed that the trim
indicator on the center console does not change when the electric trim
system is running. The electric trim system is functioning properly.
The trim indicator on the Series 6 (I assume the Series 5 is the same)
is fully mechanical in that there is a steel cable inside a Tygron type
conduit connecting the leading edge of the horizontal stabilizer to the
trim indicator in the center console. The trim indicator itself is a
coiled flat ribbon steel spring with a calibrated scale that shows the
degree of up or down elevator position.
I disconnected both ends and found that the steel cable inside the
conduit moved freely, but when a load like the trim indicator coil
spring was applied it started to bind. Lubricating the conduit LPS1 did
not relieve the problem. I inspected the brass connectors on both ends
of the conduit and could not see any significant ware. I could only
inspect about three feet of the conduit at each end before it
disappeared into the fuselage. No visible ware or damage was noticed in
the areas I could inspect. It is a very simple system so there isn't
very much that could go wrong. I suspect that somewhere along its
length the braided steel cable has cut a grove in the conduit and will
not move freely under a normal load.
My question is; has anyone else observed such a phenomena with this type
of trim indicator? 300 hours is not a very long time, although I always
use the stabilizer trim as I fly. Replacing the conduit will not be
easy, since it travels almost the entire length of the fuselage. I
don't want to do it again in another 300 hours. I may have to come up
with another type of conduit, but since I have not actually located the
problem, that may not be the best solution. Any long time Series 5 or 6
drivers out there with over 300 hours and a functioning trim indicator?
--
John King
Warrenton, VA
Message 25
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Series 6 Trim Indicator |
--> Kitfox-List message posted by: "gene m. calkins" <calkinsgm@charter.net>
Hi John My trim did the same thing with only 100hrs. I didn't find
anything wrong when I pulled the hole trim system out and replaced it with
the manual trim. If I didn't throw it away I will take a better look at it
when I get to the airport and let you know what I find. Gene N99GC
----- Original Message -----
From: "John E. King " <kingjohn@erols.com>
Subject: Kitfox-List: Series 6 Trim Indicator
> --> Kitfox-List message posted by: "John E. King " <kingjohn@erols.com>
>
> To the Series 5 and 6 Drivers,
>
> I now have 300 hours on my Series 6 and just noticed that the trim
> indicator on the center console does not change when the electric trim
> system is running. The electric trim system is functioning properly.
> The trim indicator on the Series 6 (I assume the Series 5 is the same)
> is fully mechanical in that there is a steel cable inside a Tygron type
> conduit connecting the leading edge of the horizontal stabilizer to the
> trim indicator in the center console. The trim indicator itself is a
> coiled flat ribbon steel spring with a calibrated scale that shows the
> degree of up or down elevator position.
>
> I disconnected both ends and found that the steel cable inside the
> conduit moved freely, but when a load like the trim indicator coil
> spring was applied it started to bind. Lubricating the conduit LPS1 did
> not relieve the problem. I inspected the brass connectors on both ends
> of the conduit and could not see any significant ware. I could only
> inspect about three feet of the conduit at each end before it
> disappeared into the fuselage. No visible ware or damage was noticed in
> the areas I could inspect. It is a very simple system so there isn't
> very much that could go wrong. I suspect that somewhere along its
> length the braided steel cable has cut a grove in the conduit and will
> not move freely under a normal load.
>
> My question is; has anyone else observed such a phenomena with this type
> of trim indicator? 300 hours is not a very long time, although I always
> use the stabilizer trim as I fly. Replacing the conduit will not be
> easy, since it travels almost the entire length of the fuselage. I
> don't want to do it again in another 300 hours. I may have to come up
> with another type of conduit, but since I have not actually located the
> problem, that may not be the best solution. Any long time Series 5 or 6
> drivers out there with over 300 hours and a functioning trim indicator?
>
> --
> John King
> Warrenton, VA
>
>
Message 26
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: My first "test" flight |
--> Kitfox-List message posted by: "JMCBEAN" <JDMCBEAN@cableone.net>
Congrats Kurt !!!!
Blue Skies!!
John & Debra McBean
"The Sky is not the Limit... It's a Playground"
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com]On Behalf Of kurt schrader
Subject: Kitfox-List: Re: My first "test" flight
--> Kitfox-List message posted by: kurt schrader
<smokey_bear_40220@yahoo.com>
If you all remember, I got my tailwheel sign-off
Thursday out in Portland, OR. I planned to get more
time in the local club's Citabra and Champ before
flying my KF, but my friend/instructor told me to fly
mine ASAP. He said those others just aren't "high
performance" planes and I needed to stay with what he
taught me. But since returning to KY, the wx has been
pretty bad. Certainly not first flight wx.
I was also worried about not having my plane insured.
Couldn't seem to get that without at least 10, and
better yet, 20 hrs of tailwheel time. And they wanted
it in the same series KF with the same engine! Heck,
how many KF-5 tail draggers are out there with an NSI
turbo who want to instruct?
Yesterday it rained and was windy. I fiddled with a
small oil seep from my friends first flight in my
plane. Braded oil line going into the cooler. It was
almost a quart low too. I stuck in half a quart due
to the oil running hot in flight. A little more oil
to absorbe the heat I thought. Then I left it like
that with the cowl off and did an engine run. No
leaks, but it ran cold. Needed radiator tape. I'll
do that Sunday...
Well, today the weather lifted enough in the afternoon
for me to get in a short flight. Thought about it and
decided that I'd just go for it so I could call my dad
and let him know. No guts - no glory. 2,800
overcast, but light winds and in the 40's. Good for
my hot running oil temp. Then the "little" problems
came up....
I had about 4 gal, plus the header fuel on board, so I
went to the gas station to get 5 more gal to give me a
comfort factor for the flight. Darn, the fuel pumped
so slowly I pulled the pump handle out for a look.
Foam, suds, squirt, cough, cough. The stations tank
must be near empty. Ok, that stuff will go in my van
instead. No telling what is coming out of the bottom
of the tank. Definately not first flight juice!
And now it was getting too late to get more gas
elsewhere, so the flight will just have to be shorter.
Maybe just a few takeoffs and landings. I still had
to put the cowl back on and move planes out of the
hangar to get at mine... Plus a few little things to
do, like tape off some of the radiator due to the temp
drop.
Well, I did get it ready with maybe 20 minutes of
daylight left. Started ok. Taxi was interesting.
Soon the bottom of the wings on both sides were wet
just below the tanks. Did I leave the tank caps off?
Actually, having trained on pavement, I forgot about
the grass being wet. No wheel pants and so... wet
wings. Then the windscreen fogged up. Glad I
installed a defrost fan. It helped a little, but I
was so steamed from rushing to move the planes, it
went slowly fighting me.
Runup went fine. Seemed like no drop at all between
ignitions. :-) I did it again just to be sure.
Takeoff was very smooth and straight. No wiggles at
all like I had on the pavement practicing in Portland.
Did it all by feel never looking in for airspeed or
RPM. That was a very pleasant surprise. :-)) Thanks
Gerry for making me fly ASAP.
Then, right in front of me and not 20 feet airborne, a
flock of birds decided to launch from off the side of
the runway and block my path. :-( I zoom climbed to
just clear the top one - out climbed them - and looked
in at my ASI for the first time. 40 KIAS! And it felt
very stable! :-))) I estimate I was initially at
55-60 KIAS and traded off 15 or so. First airborne
hurdle jumped. Any higher though and I would have had
to take out a bird or two.
I had maybe 300 feet by the end of the 2,500 ft
runway. Nice! I climbed to 1500' or 700 AGL to turn
downwind and set up 80 KIAS with a safe distance from
the runway to land quickly if I needed to. Now time
for some engine readings. - Gosh this thing drives
like a BMW! :-))) I call for the record keeping to
start. First entry 80 KIAS. Fiddle with the prop
control to lower RPM and EGT. 1500, dropped to 1400
egt. Looks good enough to read the rest of the gages.
Hey, what's that. About a cup of oil on the right
side floor boards! Oil streaming across the bottom
half of the right door! Oil on my checklist on the
right seat! On my glasses!
I call, "Got an oil leak. Coming back." Looking in
again to check oil temp and pressure. Maybe 50 psi
and 185 degrees. Seems OK, but am I running out of
oil? Best set up for an engine out landing. Maybe
that braded line broke...
Looking outside, where the heck is the airport? That
thing is always hard to find. Turn back to find it.
Looks just like any other farm field. I'm lost! Call
ground for a spot. Yes, pointed right at the field.
Flashing headlights. Ah ha! I am at a high 90. Good
enough to glide if I need to. Wip it over and come on
down. Trim for 60 Kias. Gosh, except for the oil
"leak", this flies really nice. Wish I had time to
enjoy it. Darn.
Slip a little to land.... Used maybe 1200' due to
still a bit fast. Really didn't know the stall speed
yet so I'll accept fast. Three bounces landing up
hill. :-( Heck, I was lined up and just wanted to
get it on the ground at that point. I'll take it.
Taxi back with oil pressure. I had every light on by
then. It was going to be a short flight anyway. I
think I only had 10 official minutes to spare, but
then I am a night freight pilot, so it twern't
nuttin', but you gotta be legal.
For the next 4 hours, my galfriend and I field
stripped the plane to remove about a 1/2 qt of oil
inside and out. Seats, floor boards, cargo deck, all
had to come out. Wow it was a mess...
Where'd it come from? Was I close to an engine
seizer? Whew, only about 1 quart low like yesterday.
Seems to be that darn oil breather again. Blew out
the oil I added. Can't find any leaks, but 4 oz in
the 11 oz overflow tank and apparently oil blasting
out of the top of it to cover the firewall. My cowl
is definately pressurized. The oil was forced around
the blanket and into the cockpit. Gosh, what a mess,
instrument panel on down.
Summary. It ran very well. Flew even better than I
ever expected. Me too for my first flight in it.
Everything worked, but some things need tweaking. And
then there is that pesky oil breather! Think I need
to run a quart low all the time and put in a better
overflow system. So, pant pant, first flight done in
a rush. Not as planned, but done. Glad I wore the
Nomex suit just in case. Glad I had the experience to
think thru it and just fly the plane. It would have
been tragic to mess up a perfectly good but real oily
plane. Thanks to the Corps for teaching me to be my
best under pressure. Thanks to Gerry for showing me
that it would fly fine and to trust my KF to get me
back. Now to do the rest of the testing at a more
measured pace.
By the time we got the oil off of it, it was too late
to call my dad anyway.
Kurt S.
__________________________________
Message 27
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Series 6 Trim Indicator |
--> Kitfox-List message posted by: "Rick" <turboflyer@comcast.net>
Almost 600 hours and still working fine. I use it always. I would take it
loose at the horz stab and see what it does. That way you can eliminate the
cable being the problem. I would think its most likely the spring indicator
just gave up.
Rick
Message 28
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> Kitfox-List message posted by: "JMCBEAN" <JDMCBEAN@cableone.net>
Howard,
Found that about 1 to 2 hours after painting to pull the tape. Make sure
to pull the tape off correctly... hard to explain in words... talk to a
local painter and ask him to show you. If not done correctly you can peel
some of the trim with it.
Blue Skies!!
John & Debra McBean
"The Sky is not the Limit... It's a Playground"
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com]On Behalf Of Howard Firm
Subject: Kitfox-List: taping-painting
--> Kitfox-List message posted by: "Howard Firm" <pianome2@mchsi.com>
I'm still in the process of taping for the tiger stripe pattern and was
wondering if there was an issue with how soon to peel off the tape....if the
paint gets too dry will it peel when the tape is pulled? Is it best to pull
the tape ass soon as the paint sets up? Spraying polytone by the way....I've
gotten an unbelievably shiny finish with the polytone...cooler temps are the
way to go!!!
Howard Firm
508 12th St. South
Virginia MN 55792
Message 29
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: My first "test" flight |
--> Kitfox-List message posted by: jareds <jareds@bellatlantic.net>
Kurt,
:Congratulations!! Exciting isnt it?
Sounds like you had a contingency plan and had thought through most
aspects which is whats most important. So many first flight scenarios
offered. My brain was wiped after having memorized each test flight and
especially the first. My first did not go as planned either and could
have been planned even more thoroughly. But after a somewhat
disasterous first flight, my next (a few months later) was great and
before you know it the test flight time is
over................................and then when you think testing is
done, you still have more testing to do...............thats what makes
it all so fun!
kurt schrader wrote:
>--> Kitfox-List message posted by: kurt schrader <smokey_bear_40220@yahoo.com>
>
>If you all remember, I got my tailwheel sign-off
>Thursday out in Portland, OR. I planned to get more
>time in the local club's Citabra and Champ before
>flying my KF, but my friend/instructor told me to fly
>mine ASAP. He said those others just aren't "high
>performance" planes and I needed to stay with what he
>taught me. But since returning to KY, the wx has been
>pretty bad. Certainly not first flight wx.
>
>I was also worried about not having my plane insured.
>Couldn't seem to get that without at least 10, and
>better yet, 20 hrs of tailwheel time. And they wanted
>it in the same series KF with the same engine! Heck,
>how many KF-5 tail draggers are out there with an NSI
>turbo who want to instruct?
>
>Yesterday it rained and was windy. I fiddled with a
>small oil seep from my friends first flight in my
>plane. Braded oil line going into the cooler. It was
>almost a quart low too. I stuck in half a quart due
>to the oil running hot in flight. A little more oil
>to absorbe the heat I thought. Then I left it like
>that with the cowl off and did an engine run. No
>leaks, but it ran cold. Needed radiator tape. I'll
>do that Sunday...
>
>Well, today the weather lifted enough in the afternoon
>for me to get in a short flight. Thought about it and
>decided that I'd just go for it so I could call my dad
>and let him know. No guts - no glory. 2,800
>overcast, but light winds and in the 40's. Good for
>my hot running oil temp. Then the "little" problems
>came up....
>
>I had about 4 gal, plus the header fuel on board, so I
>went to the gas station to get 5 more gal to give me a
>comfort factor for the flight. Darn, the fuel pumped
>so slowly I pulled the pump handle out for a look.
>Foam, suds, squirt, cough, cough. The stations tank
>must be near empty. Ok, that stuff will go in my van
>instead. No telling what is coming out of the bottom
>of the tank. Definately not first flight juice!
>
>And now it was getting too late to get more gas
>elsewhere, so the flight will just have to be shorter.
> Maybe just a few takeoffs and landings. I still had
>to put the cowl back on and move planes out of the
>hangar to get at mine... Plus a few little things to
>do, like tape off some of the radiator due to the temp
>drop.
>
>Well, I did get it ready with maybe 20 minutes of
>daylight left. Started ok. Taxi was interesting.
>Soon the bottom of the wings on both sides were wet
>just below the tanks. Did I leave the tank caps off?
>Actually, having trained on pavement, I forgot about
>the grass being wet. No wheel pants and so... wet
>wings. Then the windscreen fogged up. Glad I
>installed a defrost fan. It helped a little, but I
>was so steamed from rushing to move the planes, it
>went slowly fighting me.
>
>Runup went fine. Seemed like no drop at all between
>ignitions. :-) I did it again just to be sure.
>
>Takeoff was very smooth and straight. No wiggles at
>all like I had on the pavement practicing in Portland.
> Did it all by feel never looking in for airspeed or
>RPM. That was a very pleasant surprise. :-)) Thanks
>Gerry for making me fly ASAP.
>
>Then, right in front of me and not 20 feet airborne, a
>flock of birds decided to launch from off the side of
>the runway and block my path. :-( I zoom climbed to
>just clear the top one - out climbed them - and looked
>in at my ASI for the first time. 40 KIAS! And it felt
>very stable! :-))) I estimate I was initially at
>55-60 KIAS and traded off 15 or so. First airborne
>hurdle jumped. Any higher though and I would have had
>to take out a bird or two.
>
>I had maybe 300 feet by the end of the 2,500 ft
>runway. Nice! I climbed to 1500' or 700 AGL to turn
>downwind and set up 80 KIAS with a safe distance from
>the runway to land quickly if I needed to. Now time
>for some engine readings. - Gosh this thing drives
>like a BMW! :-))) I call for the record keeping to
>start. First entry 80 KIAS. Fiddle with the prop
>control to lower RPM and EGT. 1500, dropped to 1400
>egt. Looks good enough to read the rest of the gages.
>
>Hey, what's that. About a cup of oil on the right
>side floor boards! Oil streaming across the bottom
>half of the right door! Oil on my checklist on the
>right seat! On my glasses!
>
>I call, "Got an oil leak. Coming back." Looking in
>again to check oil temp and pressure. Maybe 50 psi
>and 185 degrees. Seems OK, but am I running out of
>oil? Best set up for an engine out landing. Maybe
>that braded line broke...
>
>Looking outside, where the heck is the airport? That
>thing is always hard to find. Turn back to find it.
>Looks just like any other farm field. I'm lost! Call
>ground for a spot. Yes, pointed right at the field.
>Flashing headlights. Ah ha! I am at a high 90. Good
>enough to glide if I need to. Wip it over and come on
>down. Trim for 60 Kias. Gosh, except for the oil
>"leak", this flies really nice. Wish I had time to
>enjoy it. Darn.
>
>Slip a little to land.... Used maybe 1200' due to
>still a bit fast. Really didn't know the stall speed
>yet so I'll accept fast. Three bounces landing up
>hill. :-( Heck, I was lined up and just wanted to
>get it on the ground at that point. I'll take it.
>
>Taxi back with oil pressure. I had every light on by
>then. It was going to be a short flight anyway. I
>think I only had 10 official minutes to spare, but
>then I am a night freight pilot, so it twern't
>nuttin', but you gotta be legal.
>
>For the next 4 hours, my galfriend and I field
>stripped the plane to remove about a 1/2 qt of oil
>inside and out. Seats, floor boards, cargo deck, all
>had to come out. Wow it was a mess...
>
>Where'd it come from? Was I close to an engine
>seizer? Whew, only about 1 quart low like yesterday.
>Seems to be that darn oil breather again. Blew out
>the oil I added. Can't find any leaks, but 4 oz in
>the 11 oz overflow tank and apparently oil blasting
>out of the top of it to cover the firewall. My cowl
>is definately pressurized. The oil was forced around
>the blanket and into the cockpit. Gosh, what a mess,
>instrument panel on down.
>
>Summary. It ran very well. Flew even better than I
>ever expected. Me too for my first flight in it.
>Everything worked, but some things need tweaking. And
>then there is that pesky oil breather! Think I need
>to run a quart low all the time and put in a better
>overflow system. So, pant pant, first flight done in
>a rush. Not as planned, but done. Glad I wore the
>Nomex suit just in case. Glad I had the experience to
>think thru it and just fly the plane. It would have
>been tragic to mess up a perfectly good but real oily
>plane. Thanks to the Corps for teaching me to be my
>best under pressure. Thanks to Gerry for showing me
>that it would fly fine and to trust my KF to get me
>back. Now to do the rest of the testing at a more
>measured pace.
>
>By the time we got the oil off of it, it was too late
>to call my dad anyway.
>
>Kurt S.
>
>__________________________________
>
>
>
>
Message 30
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Fuel for Sub EA81 with Ellison TBI |
--> Kitfox-List message posted by: "cnichols" <cnichols@scrtc.com>
In reading the literature I received when I just purchased a Kitfox Model IV with
a Subaru EA81 engine equipped with an Ellison Throttle Body Injection system,
I've become a little confused about the proper fuel to use. At one place it
says the engine can be run on 93 octane unleaded auto fuel, and at another location
(Ellison's literature), it says to avoid the use of automobile fuel.
Obviously there's a big difference in price as well as availability. Can anyone
with the above setup give me some input?
Clem Nichols
Message 31
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
Seal-Send-Time: Mon, 17 Nov 2003 20:33:47 -0800
--> Kitfox-List message posted by: "Dee Young" <henrysfork1@msn.com>
My bungee cords are getting rather lose on the gear. I believe there was some discussion
on this a year or so back. If I remember correctly it was suggested
that another wrap be taken to remove the slack. Has anyone had any success with
this?
Dee Young
Model II
Message 32
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Series 6 Trim Indicator |
--> Kitfox-List message posted by: "Clifford Begnaud" <shoeless@barefootpilot.com>
John,
1000 hours and ours still works.
Cliff
two model 5's
Erie, CO
To the Series 5 and 6 Drivers,
I now have 300 hours on my Series 6 and just noticed that the trim
indicator on the center console does not change when the electric trim
system is running. The electric trim system is functioning properly.
The trim indicator on the Series 6 (I assume the Series 5 is the same)
is fully mechanical in that there is a steel cable inside a Tygron type
conduit connecting the leading edge of the horizontal stabilizer to the
trim indicator in the center console. The trim indicator itself is a
coiled flat ribbon steel spring with a calibrated scale that shows the
degree of up or down elevator position.
I disconnected both ends and found that the steel cable inside the
conduit moved freely, but when a load like the trim indicator coil
spring was applied it started to bind. Lubricating the conduit LPS1 did
not relieve the problem. I inspected the brass connectors on both ends
of the conduit and could not see any significant ware. I could only
inspect about three feet of the conduit at each end before it
disappeared into the fuselage. No visible ware or damage was noticed in
the areas I could inspect. It is a very simple system so there isn't
very much that could go wrong. I suspect that somewhere along its
length the braided steel cable has cut a grove in the conduit and will
not move freely under a normal load.
My question is; has anyone else observed such a phenomena with this type
of trim indicator? 300 hours is not a very long time, although I always
use the stabilizer trim as I fly. Replacing the conduit will not be
easy, since it travels almost the entire length of the fuselage. I
don't want to do it again in another 300 hours. I may have to come up
with another type of conduit, but since I have not actually located the
problem, that may not be the best solution. Any long time Series 5 or 6
drivers out there with over 300 hours and a functioning trim indicator?
--
John King
Warrenton, VA
Message 33
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Series 6 Trim Indicator |
--> Kitfox-List message posted by: "Alan Blind" <alanblind@hotmail.com>
I have 900 hours on a five with a non-functioning trim indicator. I
disconnected it at the horizontal stabilizer end about 600 hours ago. I
found the attach point at the stabilizer would bend under the load from the
spring load and the cable binding in the tube and at the brass ends.
John, yours must be bending also. If the cable is not moving, but the trim
position is, the attach bracket must be bending.
Alan Blind
N61AB
----- Original Message -----
From: "John E. King " <kingjohn@erols.com>
Subject: Kitfox-List: Series 6 Trim Indicator
> --> Kitfox-List message posted by: "John E. King " <kingjohn@erols.com>
>
> To the Series 5 and 6 Drivers,
>
> I now have 300 hours on my Series 6 and just noticed that the trim
> indicator on the center console does not change when the electric trim
> system is running. The electric trim system is functioning properly.
> The trim indicator on the Series 6 (I assume the Series 5 is the same)
> is fully mechanical in that there is a steel cable inside a Tygron type
> conduit connecting the leading edge of the horizontal stabilizer to the
> trim indicator in the center console. The trim indicator itself is a
> coiled flat ribbon steel spring with a calibrated scale that shows the
> degree of up or down elevator position.
>
> I disconnected both ends and found that the steel cable inside the
> conduit moved freely, but when a load like the trim indicator coil
> spring was applied it started to bind. Lubricating the conduit LPS1 did
> not relieve the problem. I inspected the brass connectors on both ends
> of the conduit and could not see any significant ware. I could only
> inspect about three feet of the conduit at each end before it
> disappeared into the fuselage. No visible ware or damage was noticed in
> the areas I could inspect. It is a very simple system so there isn't
> very much that could go wrong. I suspect that somewhere along its
> length the braided steel cable has cut a grove in the conduit and will
> not move freely under a normal load.
>
> My question is; has anyone else observed such a phenomena with this type
> of trim indicator? 300 hours is not a very long time, although I always
> use the stabilizer trim as I fly. Replacing the conduit will not be
> easy, since it travels almost the entire length of the fuselage. I
> don't want to do it again in another 300 hours. I may have to come up
> with another type of conduit, but since I have not actually located the
> problem, that may not be the best solution. Any long time Series 5 or 6
> drivers out there with over 300 hours and a functioning trim indicator?
>
> --
> John King
> Warrenton, VA
>
>
Message 34
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Series 6 Trim Indicator |
--> Kitfox-List message posted by: VFT@aol.com
Hi John
I never could get the indicator to function consistently in 24ZM. I removed
the entire system and put a mark on the vertical stab fairing for take off trim
position. Easy to look over my shoulder and set for take off. I added a note
inside the indicator that says "look back" and amended the take off check list
so everything is legal:)
Danny Melnik
F1 #25
Melbourne (FL) Rocket Factory
N24ZM still for sale to a good home
Message 35
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | [ Gary Algate ] : New Email List Photo Share Available! |
--> Kitfox-List message posted by: Email List Photo Shares <pictures@matronics.com>
A new Email List Photo Share is available:
Poster: Gary Algate <algate@attglobal.net>
Subject: Kitfox Photos...
http://www.matronics.com/photoshare/algate@attglobal.net.11.17.2003/index.html
o Main Photo Share Index
http://www.matronics.com/photoshare
o Submitting a Photo Share
If you wish to submit a Photo Share 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@matronics.com
Message 36
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Series 6 Trim Indicator |
--> Kitfox-List message posted by: "John Anderson" <janderson412@hotmail.com>
John, I can send you a picture/s of my electronic indicator if you wish, works
great and real simple.
-j-
From: "John E. King " <KINGJOHN@EROLS.COM>
Subject: Kitfox-List: Series 6 Trim Indicator
-- Kitfox-List message posted by: "John E. King " <KINGJOHN@EROLS.COM>
To the Series 5 and 6 Drivers,
I now have 300 hours on my Series 6 and just noticed that the trim
indicator on the center console does not change when the electric trim
system is running. The electric trim system is functioning properly.
The trim indicator on the Series 6 (I assume the Series 5 is the same)
is fully mechanical in that there is a steel cable inside a Tygron type
conduit connecting the leading edge of the horizontal stabilizer to the
trim indicator in the center console. The trim indicator itself is a
coiled flat ribbon steel spring with a calibrated scale that shows the
degree of up or down elevator position.
I disconnected both ends and found that the steel cable inside the
conduit moved freely, but when a load like the trim indicator coil
spring was applied it started to bind. Lubricating the conduit LPS1 did
not relieve the problem. I inspected the brass connectors on both ends
of the conduit and could not see any significant ware. I could only
inspect about three feet of the conduit at each end before it
disappeared into the fuselage. No visible ware or damage was noticed in
the areas I could inspect. It is a very simple system so there isn't
very much that could go wrong. I suspect that somewhere along its
length the braided steel cable has cut a grove in the conduit and will
not move freely under a normal load.
My question is; has anyone else observed such a phenomena with this type
of trim indicator? 300 hours is not a very long time, although I always
use the stabilizer trim as I fly. Replacing the conduit will not be
easy, since it travels almost the entire length of the fuselage. I
don't want to do it again in another 300 hours. I may have to come up
with another type of conduit, but since I have not actually located the
problem, that may not be the best solution. Any long time Series 5 or 6
drivers out there with over 300 hours and a functioning trim indicator?
--
John King
Warrenton, VA
Gaming galore at <a href="http://g.msn.com/8HMAENNZ/2731??PS=">XtraMSN Gaming!
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|