---------------------------------------------------------- Kitfox-List Digest Archive --- Total Messages Posted Fri 01/16/04: 14 ---------------------------------------------------------- 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 _____________________________________ Time: 12:46:09 AM PST US From: michel Subject: RE: Kitfox-List: wheel landing --> Kitfox-List message posted by: michel > 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 _____________________________________ Time: 06:12:29 AM PST US From: "Glenn Horne" Subject: RE: Kitfox-List: Jacking Question --> Kitfox-List message posted by: "Glenn Horne" 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" 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 _____________________________________ Time: 07:16:47 AM PST US From: "Lowell Fitt" Subject: Re: Kitfox-List: HKS engine --> Kitfox-List message posted by: "Lowell Fitt" 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 _____________________________________ Time: 07:20:19 AM PST US From: "Lowell Fitt" Subject: Re: Kitfox-List: Jacking Question --> Kitfox-List message posted by: "Lowell Fitt" 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: Subject: Kitfox-List: Jacking Question > --> Kitfox-List message posted by: "jeff.hays@aselia.com" > > > Any advice on the best way to jack a fully assembled Kitfox > with the spring gear? > > ________________________________ Message 5 _____________________________________ Time: 07:46:12 AM PST US From: "jeff.hays@aselia.com" Subject: RE: Kitfox-List: wheel landing PRIORITY_NO_NAME --> Kitfox-List message posted by: "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 > 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 _____________________________________ Time: 08:01:19 AM PST US From: "Gary Algate" Subject: RE: Kitfox-List: HKS engine --> Kitfox-List message posted by: "Gary Algate" 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" 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 _____________________________________ Time: 08:01:25 AM PST US From: "jeff.hays@aselia.com" Subject: Kitfox-List: Winter Preheating. --> Kitfox-List message posted by: "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 _____________________________________ Time: 08:32:40 AM PST US From: "Lowell Fitt" Subject: Re: Kitfox-List: HKS engine --> Kitfox-List message posted by: "Lowell Fitt" 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" Subject: RE: Kitfox-List: HKS engine > --> Kitfox-List message posted by: "Gary Algate" > > 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" > > 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 _____________________________________ Time: 08:36:05 AM PST US From: "Bruce Harrington" Subject: Re: Kitfox-List: wheel landing --> Kitfox-List message posted by: "Bruce Harrington" 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 ____________________________________ Time: 08:36:31 AM PST US From: kerrjohna@comcast.net Subject: Re: Kitfox-List: LED Nav lights. --> Kitfox-List message posted by: kerrjohna@comcast.net and the cost for each? > --> Kitfox-List message posted by: Torgeir Mortensen > > 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 ____________________________________ Time: 08:37:50 AM PST US From: "Bruce Harrington" Subject: Re: Kitfox-List: Jacking Question --> Kitfox-List message posted by: "Bruce Harrington" > 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 ____________________________________ Time: 09:02:51 AM PST US From: "jeff.hays@aselia.com" Subject: Re: Kitfox-List: wheel landing --> Kitfox-List message posted by: "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" 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 ____________________________________ Time: 09:05:30 AM PST US From: Aerobatics@aol.com Subject: Re: Kitfox-List: 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 ____________________________________ Time: 10:29:53 AM PST US From: "John E. King " Subject: Re: Kitfox-List: Jacking Question --> Kitfox-List message posted by: "John E. King " 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" > >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 > > >