Today's Message Index:
----------------------
1. 12:46 AM - Re: wheel landing (michel)
2. 06:12 AM - Re: Jacking Question (Glenn Horne)
3. 07:16 AM - Re: HKS engine (Lowell Fitt)
4. 07:20 AM - Re: Jacking Question (Lowell Fitt)
5. 07:46 AM - Re: wheel landing (jeff.hays@aselia.com)
6. 08:01 AM - Re: HKS engine (Gary Algate)
7. 08:01 AM - Winter Preheating. (jeff.hays@aselia.com)
8. 08:32 AM - Re: HKS engine (Lowell Fitt)
9. 08:36 AM - Re: wheel landing (Bruce Harrington)
10. 08:36 AM - Re: LED Nav lights. (kerrjohna@comcast.net)
11. 08:37 AM - Re: Jacking Question (Bruce Harrington)
12. 09:02 AM - Re: wheel landing (jeff.hays@aselia.com)
13. 09:05 AM - Re: wheel landing I totally agree! :-) (Aerobatics@aol.com)
14. 10:29 AM - Re: Jacking Question (John E. King)
Message 1
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--> Kitfox-List message posted by: michel <michel@online.no>
> Any tips from the masters?
As a rookie, I'd better shut up, Jared but ...
Before my instructor had time to check me out on the Kitfox, I had two months
to just taxi and become acquainted with the plane. I was waiting for the
evening, when all the planes were back in their hangar and then I would
high-speed taxi, up and down the 800 m long asphalt runway.
Reev up to 4,500 RPM, push the stick forward, feel the tail lift, ease the
throttle, feel the tail coming down, keep it gentle by some stick forward.
Always swift on the pedals to prevent yaw. Turn at the end ... run again and
... fight the desire to push full throttle and take off! :-)
Anyway, that's how I learned to control the plane on two wheels. Later, with
the instructor, I had a hell of a time to master the three-points landing. But
one day, it came as natural as if I had done that all my life. How would I
land in a 35 MPH wind? I don't know, I haven't done that yet. But one thing is
for sure, practice all kind of landings when it's nice weather. Practice,
practice and practice are the three rules.
Cheers,
Michel
Message 2
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| Subject: | Jacking Question |
--> Kitfox-List message posted by: "Glenn Horne" <glennflys@rcn.com>
Try to picture what will happen if that 2x4 slips
and goes through your wing.
Glenn
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com]On Behalf Of Bruce
Harrington
Subject: Re: Kitfox-List: Jacking Question
--> Kitfox-List message posted by: "Bruce Harrington" <aerowood@mcsi.net>
Hi Jeff,
There is a tie down loop on the outer front lift strut. I place the top of
a
2x4 there, and push up until the wheel is off the ground. I use a long
enough
2x4! Best to chock the other wheel. I used the wrong phrase before!
Sorry.
Old age is rapidly approaching.
Cheers,
bh
> Hi Bruce -
>
> Trying to picture what you meant with the 2x4 propped under the
> wing strut attach point?
>
> Thanks,
> Jeff
Message 3
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--> Kitfox-List message posted by: "Lowell Fitt" <lcfitt@inreach.com>
Gary, I don't understand.
> I am approaching 300 hrs on my 582 and will be up for around CD$2,000 for
> the re-build back to new and I believe a new Bluehead is around CD$8,000 -
> to change to a 912 or 912S I think you are going to be looking at around
> $25,000.
Could you elaborate on the $25,000. I know that a lot of guys are upgrading
to the 912S and freeing a lot of 912ULs into the market that still have
significant time on them, but even if new, how do you arrive at your figure.
We helped a guy do the conversion and it was considerably below that. We
were also able to use the original cowl with some fiberglass work, and
consider that the old 582 is worth something.
> My
> friends with the 912 have a lot more work to do before they can fire up
> whereas in about 5 minutes I am ready to go.
This I really don't understand. Until last year one of our guys in our
flying group flew behind a 582 powered Model IV. Before every day's flying
he had his cowl off checking his oil tank and sometijes adding a quart, and
at every fuel stop, the same. He re-jets four times a year, opens it up
periodically for carbon checks, changes plugs at 25 hours etc. Now it may
take me a bit longer to warm up, but I don't do any of that other stuff. My
airplane is in my hangar just out my side door and if i wanted ot go right
now, I would check the oil, do a walk around and go - five minutes max and
that would probably include opening the hangar door.
Lowell
>
> Would I prefer a 912/912S - probably.
> Am I happy with the 582 - Very much so.
>
> It's all a pretty subjective choice and I know most Kitfox drivers that I
> meet are all happy with their individual choices whether they have a
Subaru,
> Rotax or Jabiru. - Different strokes??
>
> Gary Algate
> Lite2/582
>
> >>>
> I'll have to decide between a new blue-top 582, the Rotax 912, the Jabiru
> 2200
> or this little guy. What would you recommend in a Kitfox model 3?
>
> Cheers,
> Michel
> <<<
>
> _
>
>
Message 4
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| Subject: | Re: Jacking Question |
--> Kitfox-List message posted by: "Lowell Fitt" <lcfitt@inreach.com>
Jeff, I bout one of the transmission jacks that looks like a long hydraulic
ram and attach a piece of aluminum tubing to it and lift from the wing
attach point at the lift strut. The tiedown loop goes into the tubing with
a little padding for to prevent slipping.
Lowell
----- Original Message -----
From: <jeff.hays@aselia.com>
Subject: Kitfox-List: Jacking Question
> --> Kitfox-List message posted by: "jeff.hays@aselia.com"
<jeff.hays@aselia.com>
>
>
> Any advice on the best way to jack a fully assembled Kitfox
> with the spring gear?
>
>
Message 5
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PRIORITY_NO_NAME
--> Kitfox-List message posted by: "jeff.hays@aselia.com" <jeff.hays@aselia.com>
Here's my thought's and they are based on flying my Series 5
with an IO-240B. My empty weight is 962 lb.s, and I have the
spring gear.
To me, my airplane is pretty sensitive in yaw when up on the
mains. Not bad, but you have to keep on top of things. In fact
when I first started taxi testing the plane, I tried high
speed tail up taxiing, and was really glad I did before my
first flight, as it took a few passes down the 6000 ft. runway
at Waukegan to get really comfortable with it.
With no flaperons deflected I can tailwheel first the plane
easily. The plane is also heavy enough, that it feels rock solid
on the controls, even if it is windy and gusty out. With the
flaperons I have more than enough roll control for any crosswind
that I am personally brave enough to try.
During test flying, I have landed the airplane with 15 knots of
crosswind. The technique I use is to flare into a three point
landing, using rudder and flaperons to control drift, and carry
a bit of power into the flare.
Wheel landing my plane in a heavy crosswind, would first find me
fighting a major battle to keep from weaving off the runway while
the speed bled off, followed by a major prayer when the elevator
stopped flying, and I had that moment of no control as the tail
came down. In fact I am positive that I would end up tugging the
tail down with a yank on the elevator when I knew the wing wasn't
going to fly any more.
The only time I wheel land, is if I'm going too fast, and want to
get on the runway, and stopped in short order. In this case, I wheel
it on, and get on the brakes right away, and then tug the tail down
once below flying speed. It was wierd feeling to use brakes with
the tail up at first, but after trying it a few times I discovered
it is a very usefull technique (from the book Stick and Rudder).
I have only flown a light Kitfox once, and that was in Ron Liebmann's
airplane. So I don't have an opinion about how to land them, but
certainly in my plane, three point landings are the way to go in
gusty weather.
Jeff Hays
Original Message:
-----------------
From: michel michel@online.no
Subject: RE: Kitfox-List: wheel landing
--> Kitfox-List message posted by: michel <michel@online.no>
> Any tips from the masters?
As a rookie, I'd better shut up, Jared but ...
Before my instructor had time to check me out on the Kitfox, I had two
months
to just taxi and become acquainted with the plane. I was waiting for the
evening, when all the planes were back in their hangar and then I would
high-speed taxi, up and down the 800 m long asphalt runway.
Reev up to 4,500 RPM, push the stick forward, feel the tail lift, ease the
throttle, feel the tail coming down, keep it gentle by some stick forward.
Always swift on the pedals to prevent yaw. Turn at the end ... run again
and
... fight the desire to push full throttle and take off! :-)
Anyway, that's how I learned to control the plane on two wheels. Later,
with
the instructor, I had a hell of a time to master the three-points landing.
But
one day, it came as natural as if I had done that all my life. How would I
land in a 35 MPH wind? I don't know, I haven't done that yet. But one thing
is
for sure, practice all kind of landings when it's nice weather. Practice,
practice and practice are the three rules.
Cheers,
Michel
Message 6
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--> Kitfox-List message posted by: "Gary Algate" <algate@attglobal.net>
Lowell
Please find answers below
"Could you elaborate on the $25,000."
The price ($25,000) I quoted is Canadian$ which really represents about
US$17,500 and this was a result of pricing from Skystar and Rotax. I didn't
look into re-working the cowls as I was just getting budget quotes to try
and make a decision at the time. I didn't take the 582 value into
consideration as I never have much luck selling 2nd hand equipment. - I also
didn't consider buying a used 912 as I really wouldn't go that way.
"friends with the 912 have a lot more work to do before they can fire
> up whereas in about 5 minutes I am ready to go."
I was commenting purely on operation is sub zero temperatures where the 912
requires about 20 to 30 minutes to get to the correct and safe operating
temperatures. The 582 being a 2 stroke will start immediately and after
about 5 minutes low rpm operation reaches the required temps and you're good
to go.
Please don't take my comments as negative criticism against the 912, as I
said in my email under different circumstances I would have gone that way
myself. However all of aviation is a compromise and the 582 Blue head is an
excellent engine with a great safety record and it definitely has a place in
the Kitfox engine selection process.
As to operating requirements for a two stroke - you are right they need 2
stroke oil and the need regular replacement of spark plugs. I have an oil
access hatch so topping the 2 stroke oil is a no brainer - taking the cowl
off to replace the plugs every 25 hours is also the ideal time to check
"under the hood" so to speak.
Best regards
Gary Algate
Lite2/582
Gary Algate
Lite2/582
--> Kitfox-List message posted by: "Lowell Fitt" <lcfitt@inreach.com>
Gary, I don't understand.
> I am approaching 300 hrs on my 582 and will be up for around CD$2,000
> for the re-build back to new and I believe a new Bluehead is around
> CD$8,000 - to change to a 912 or 912S I think you are going to be
> looking at around $25,000.
> My
>
This I really don't understand. Until last year one of our guys in our
flying group flew behind a 582 powered Model IV. Before every day's flying
he had his cowl off checking his oil tank and sometijes adding a quart, and
at every fuel stop, the same. He re-jets four times a year, opens it up
periodically for carbon checks, changes plugs at 25 hours etc. Now it may
take me a bit longer to warm up, but I don't do any of that other stuff. My
airplane is in my hangar just out my side door and if i wanted ot go right
now, I would check the oil, do a walk around and go - five minutes max and
that would probably include opening the hangar door.
Lowell
>
> Would I prefer a 912/912S - probably.
> Am I happy with the 582 - Very much so.
>
> It's all a pretty subjective choice and I know most Kitfox drivers
> that I meet are all happy with their individual choices whether they
> have a
Subaru,
> Rotax or Jabiru. - Different strokes??
>
> Gary Algate
> Lite2/582
>
> >>>
> I'll have to decide between a new blue-top 582, the Rotax 912, the
> Jabiru 2200 or this little guy. What would you recommend in a Kitfox
> model 3?
>
> Cheers,
> Michel
> <<<
>
> _
>
>
advertising on the Matronics Forums.
Message 7
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| Subject: | Winter Preheating. |
--> Kitfox-List message posted by: "jeff.hays@aselia.com" <jeff.hays@aselia.com>
Went out to Home Depot the other weekend, and bought a little 1500W
space heater/blower. and 4 ft. of 4 in. aluminum dryer exhaust tubing.
A little bit of sheet metal fabrication, and cobbling. And now N85AE
sits in the hangar with the heater clamped to a sawhorse, the tube
stuck into the oil access door, and a nice and toasty 70-80 degree
engine compartment.
Best $20 I spent on the plane in a long time.
I've got a Reiff preheat system on the engine, but it takes well over
an hour to preheat, and I can't leave it running for fear of
condensation inside the engine.
Next thing I gotta do is get an Auxiliary power plug, and a car battery
for starting on those really cold days. The baby battery from Skystar
just doesn't crank the 240 hard enough at temps below freezing.
Message 8
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--> Kitfox-List message posted by: "Lowell Fitt" <lcfitt@inreach.com>
Gary, Thanks for the response. I do agree with you that the 582 is a fine
engine. The 582 powered Kitfox mentioned in my previous post was on all of
the Idaho trips we took up until September of last year. The group put
nearly 150 hours on our airplanes together, It had good cruise speed and
except for a little more piloting required for climbing thought he
mountains - searching for thermals - was a very reliable engine - absolutely
no problems.
I do have flaps on my oil cooler that I can close for warm up and a couple
of guys have a thermostat set-up in their oil systems.
Lowell
----- Original Message -----
From: "Gary Algate" <algate@attglobal.net>
Subject: RE: Kitfox-List: HKS engine
> --> Kitfox-List message posted by: "Gary Algate" <algate@attglobal.net>
>
> Lowell
>
> Please find answers below
>
> "Could you elaborate on the $25,000."
>
> The price ($25,000) I quoted is Canadian$ which really represents about
> US$17,500 and this was a result of pricing from Skystar and Rotax. I
didn't
> look into re-working the cowls as I was just getting budget quotes to try
> and make a decision at the time. I didn't take the 582 value into
> consideration as I never have much luck selling 2nd hand equipment. - I
also
> didn't consider buying a used 912 as I really wouldn't go that way.
>
> "friends with the 912 have a lot more work to do before they can fire
> > up whereas in about 5 minutes I am ready to go."
>
> I was commenting purely on operation is sub zero temperatures where the
912
> requires about 20 to 30 minutes to get to the correct and safe operating
> temperatures. The 582 being a 2 stroke will start immediately and after
> about 5 minutes low rpm operation reaches the required temps and you're
good
> to go.
>
> Please don't take my comments as negative criticism against the 912, as I
> said in my email under different circumstances I would have gone that way
> myself. However all of aviation is a compromise and the 582 Blue head is
an
> excellent engine with a great safety record and it definitely has a place
in
> the Kitfox engine selection process.
>
> As to operating requirements for a two stroke - you are right they need 2
> stroke oil and the need regular replacement of spark plugs. I have an oil
> access hatch so topping the 2 stroke oil is a no brainer - taking the cowl
> off to replace the plugs every 25 hours is also the ideal time to check
> "under the hood" so to speak.
>
> Best regards
>
> Gary Algate
> Lite2/582
>
>
> Gary Algate
> Lite2/582
>
>
> --> Kitfox-List message posted by: "Lowell Fitt" <lcfitt@inreach.com>
>
> Gary, I don't understand.
>
> > I am approaching 300 hrs on my 582 and will be up for around CD$2,000
> > for the re-build back to new and I believe a new Bluehead is around
> > CD$8,000 - to change to a 912 or 912S I think you are going to be
> > looking at around $25,000.
>
>
> > My
> >
>
> This I really don't understand. Until last year one of our guys in our
> flying group flew behind a 582 powered Model IV. Before every day's
flying
> he had his cowl off checking his oil tank and sometijes adding a quart,
and
> at every fuel stop, the same. He re-jets four times a year, opens it up
> periodically for carbon checks, changes plugs at 25 hours etc. Now it may
> take me a bit longer to warm up, but I don't do any of that other stuff.
My
> airplane is in my hangar just out my side door and if i wanted ot go right
> now, I would check the oil, do a walk around and go - five minutes max and
> that would probably include opening the hangar door.
>
> Lowell
> >
> > Would I prefer a 912/912S - probably.
> > Am I happy with the 582 - Very much so.
> >
> > It's all a pretty subjective choice and I know most Kitfox drivers
> > that I meet are all happy with their individual choices whether they
> > have a
> Subaru,
> > Rotax or Jabiru. - Different strokes??
> >
> > Gary Algate
> > Lite2/582
> >
> > >>>
> > I'll have to decide between a new blue-top 582, the Rotax 912, the
> > Jabiru 2200 or this little guy. What would you recommend in a Kitfox
> > model 3?
> >
> > Cheers,
> > Michel
> > <<<
> >
> > _
> >
> >
>
>
> advertising on the Matronics Forums.
>
>
Message 9
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| Subject: | Re: wheel landing |
--> Kitfox-List message posted by: "Bruce Harrington" <aerowood@mcsi.net>
Hi Jeff,
With your empty weight heavier than my normal takeoff weight, there is a huge
difference in wind handling, since we have the same wing area!
bh
> Here's my thought's and they are based on flying my Series 5
> with an IO-240B. My empty weight is 962 lb.s, and I have the
> spring gear.
>
> To me, my airplane is pretty sensitive in yaw when up on the
> mains. Not bad, but you have to keep on top of things. In fact
> when I first started taxi testing the plane, I tried high
> speed tail up taxiing, and was really glad I did before my
> first flight, as it took a few passes down the 6000 ft. runway
> at Waukegan to get really comfortable with it.
>
> With no flaperons deflected I can tailwheel first the plane
> easily. The plane is also heavy enough, that it feels rock solid
> on the controls, even if it is windy and gusty out. With the
> flaperons I have more than enough roll control for any crosswind
> that I am personally brave enough to try.
>
> During test flying, I have landed the airplane with 15 knots of
> crosswind. The technique I use is to flare into a three point
> landing, using rudder and flaperons to control drift, and carry
> a bit of power into the flare.
>
> Wheel landing my plane in a heavy crosswind, would first find me
> fighting a major battle to keep from weaving off the runway while
> the speed bled off, followed by a major prayer when the elevator
> stopped flying, and I had that moment of no control as the tail
> came down. In fact I am positive that I would end up tugging the
> tail down with a yank on the elevator when I knew the wing wasn't
> going to fly any more.
>
> The only time I wheel land, is if I'm going too fast, and want to
> get on the runway, and stopped in short order. In this case, I wheel
> it on, and get on the brakes right away, and then tug the tail down
> once below flying speed. It was wierd feeling to use brakes with
> the tail up at first, but after trying it a few times I discovered
> it is a very usefull technique (from the book Stick and Rudder).
>
> I have only flown a light Kitfox once, and that was in Ron Liebmann's
> airplane. So I don't have an opinion about how to land them, but
> certainly in my plane, three point landings are the way to go in
> gusty weather.
>
> Jeff Hays
Message 10
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| Subject: | Re: LED Nav lights. |
--> Kitfox-List message posted by: kerrjohna@comcast.net
and the cost for each?
> --> Kitfox-List message posted by: Torgeir Mortensen <torgemor@online.no>
>
> Hi Folks,
>
>
> Just uploaded a picture of the "LED" Nav lights used in helicopters when
> flying NVG missions (night vision goggles).
>
> This is the kind of NAV light to be used in our aircraft with "low"
> rated generator.
>
> Consumption for all three NAV lights is around one Amp., not bad..
>
>
> Here is the direct link to the picture:
>
> http://www.sportflight.com/cgi-bin/uploader.pl?action=view&epoch=1074195914
>
>
> Torgeir.
>
>
>
>
>
>
Message 11
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| Subject: | Re: Jacking Question |
--> Kitfox-List message posted by: "Bruce Harrington" <aerowood@mcsi.net>
> Try to picture what will happen if that 2x4 slips
> and goes through your wing.
> Glenn
Hi Glenn,
There are creative ways to prevent this.
bh
Message 12
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| Subject: | Re: wheel landing |
--> Kitfox-List message posted by: "jeff.hays@aselia.com" <jeff.hays@aselia.com>
Hi Bruce -
My normal flying weight is right around 1300 lb's with gas
and gear. Even at this weight, my plane still feels much
lighter than the previous taildraggers I've flown, so I can
only imagine flying something as light as yours.
Anyway, I think it makes a lot of difference in how you
go about getting the plane on the ground.
Take Care,
Jeff
Original Message:
-----------------
From: Bruce Harrington aerowood@mcsi.net
Subject: Re: Kitfox-List: wheel landing
--> Kitfox-List message posted by: "Bruce Harrington" <aerowood@mcsi.net>
Hi Jeff,
With your empty weight heavier than my normal takeoff weight, there is a
huge
difference in wind handling, since we have the same wing area!
bh
> Here's my thought's and they are based on flying my Series 5
> with an IO-240B. My empty weight is 962 lb.s, and I have the
> spring gear.
>
> To me, my airplane is pretty sensitive in yaw when up on the
> mains. Not bad, but you have to keep on top of things. In fact
> when I first started taxi testing the plane, I tried high
> speed tail up taxiing, and was really glad I did before my
> first flight, as it took a few passes down the 6000 ft. runway
> at Waukegan to get really comfortable with it.
>
> With no flaperons deflected I can tailwheel first the plane
> easily. The plane is also heavy enough, that it feels rock solid
> on the controls, even if it is windy and gusty out. With the
> flaperons I have more than enough roll control for any crosswind
> that I am personally brave enough to try.
>
> During test flying, I have landed the airplane with 15 knots of
> crosswind. The technique I use is to flare into a three point
> landing, using rudder and flaperons to control drift, and carry
> a bit of power into the flare.
>
> Wheel landing my plane in a heavy crosswind, would first find me
> fighting a major battle to keep from weaving off the runway while
> the speed bled off, followed by a major prayer when the elevator
> stopped flying, and I had that moment of no control as the tail
> came down. In fact I am positive that I would end up tugging the
> tail down with a yank on the elevator when I knew the wing wasn't
> going to fly any more.
>
> The only time I wheel land, is if I'm going too fast, and want to
> get on the runway, and stopped in short order. In this case, I wheel
> it on, and get on the brakes right away, and then tug the tail down
> once below flying speed. It was wierd feeling to use brakes with
> the tail up at first, but after trying it a few times I discovered
> it is a very usefull technique (from the book Stick and Rudder).
>
> I have only flown a light Kitfox once, and that was in Ron Liebmann's
> airplane. So I don't have an opinion about how to land them, but
> certainly in my plane, three point landings are the way to go in
> gusty weather.
>
> Jeff Hays
Message 13
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| Subject: | Re: wheel landing I totally agree! :-) |
--> Kitfox-List message posted by: Aerobatics@aol.com
In a message dated 1/16/2004 10:37:02 AM Central Standard Time,
aerowood@mcsi.net writes:
> Hi Jeff,
> With your empty weight heavier than my normal takeoff weight, there is a
> huge
> difference in wind handling, since we have the same wing area!
> bh
>
> >Here's my thought's and they are based on flying my Series 5
> >with an IO-240B. My empty weight is 962 lb.s, and I have the
> >spring gear.
> >
> >To me, my airplane is pretty sensitive in yaw when up on the
> >mains. Not bad, but you have to keep on top of things. In fact
> >when I first started taxi testing the plane, I tried high
> >speed tail up taxiing, and was really glad I did before my
> >first flight, as it took a few passes down the 6000 ft. runway
> >at Waukegan to get really comfortable with it.
> >
> >With no flaperons deflected I can tailwheel first the plane
> >easily. The plane is also heavy enough, that it feels rock solid
> >on the controls, even if it is windy and gusty out. With the
> >flaperons I have more than enough roll control for any crosswind
> >that I am personally brave enough to try.
> >
> >During test flying, I have landed the airplane with 15 knots of
> >crosswind. The technique I use is to flare into a three point
> >landing, using rudder and flaperons to control drift, and carry
> >a bit of power into the flare.
> >
> >Wheel landing my plane in a heavy crosswind, would first find me
> >fighting a major battle to keep from weaving off the runway while
> >the speed bled off, followed by a major prayer when the elevator
> >stopped flying, and I had that moment of no control as the tail
> >came down. In fact I am positive that I would end up tugging the
> >tail down with a yank on the elevator when I knew the wing wasn't
> >going to fly any more.
> >
> >The only time I wheel land, is if I'm going too fast, and want to
> >get on the runway, and stopped in short order. In this case, I wheel
> >it on, and get on the brakes right away, and then tug the tail down
> >once below flying speed. It was wierd feeling to use brakes with
> >the tail up at first, but after trying it a few times I discovered
> >it is a very usefull technique (from the book Stick and Rudder).
> >
> >I have only flown a light Kitfox once, and that was in Ron Liebmann's
> >airplane. So I don't have an opinion about how to land them, but
> >certainly in my plane, three point landings are the way to go in
> >gusty weather.
> >
> >Jeff Hays
>
Message 14
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| Subject: | Re: Jacking Question |
--> Kitfox-List message posted by: "John E. King " <kingjohn@erols.com>
Jeff,
I hogged out a wooden block from a 2x4 that will fit under and over the spring
gear leg attachment hardware on my Series 6. The wood block is talered to the
angle of the fuselage when in a three point attitude, otherwise the tail wheel
would have to be raised. I cemented a rubber pad on the block where a telescoping
car jack is placed so that the jack will not slip off the wood block.
The jack can be placed on any suitable stand (small bench or tall bucket). This
allows me to lift the fuselage so that the tire is clear of the floor. It
can be moved to either wheel. It is a small piece of wood so I can store it in
the cargo bay and use it when I am on a trip if needed. All I need is to borrow
a jack from someone.
--
John King
Warrenton, VA
>-----Original Message-----
>From: owner-kitfox-list-server@matronics.com
>[mailto:owner-kitfox-list-server@matronics.com]On Behalf Of Bruce
>Harrington
>To: kitfox-list@matronics.com
>Subject: Re: Kitfox-List: Jacking Question
>
>
>--> Kitfox-List message posted by: "Bruce Harrington" <aerowood@mcsi.net>
>
>Hi Jeff,
>There is a tie down loop on the outer front lift strut. I place the top of
>a
>2x4 there, and push up until the wheel is off the ground. I use a long
>enough
>2x4! Best to chock the other wheel. I used the wrong phrase before!
>Sorry.
>Old age is rapidly approaching.
>Cheers,
>bh
>
>
>
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