Today's Message Index:
----------------------
1. 12:59 AM - Static port WAS: All those readings! (michel)
2. 01:10 AM - SORRY! (michel)
3. 01:55 AM - Re: Re: Strut fairings (kurt schrader)
4. 02:13 AM - Re: SORRY! (kurt schrader)
5. 04:19 AM - How to check altitude. WAS: SORRY! (michel)
6. 06:21 AM - Re: CONDUCTIVE GREASE (Norm Beauchamp)
7. 06:51 AM - Re: Stick and Rudder,was Short Field Landings (Matt Keyes)
8. 07:04 AM - Re: Re: Strut fairings (jeff.hays@aselia.com)
9. 07:06 AM - Re: New Prop (Lowell Fitt)
10. 07:10 AM - Re: Stick and Rudder,was Short Field Landings (jeff.hays@aselia.com)
11. 07:16 AM - Re: Static port WAS: All those readings! (torgemor)
12. 07:29 AM - Re: Young Eagle Credits (kerrjohna@comcast.net)
13. 08:59 AM - Re: Static port WAS: All those readings! (RiteAngle3@aol.com)
14. 09:10 AM - Re: New Prop (Torgeir Mortensen)
15. 09:31 AM - Re: Stick and Rudder,was Short Field Landings (Vic Jacko)
16. 09:53 AM - Re: Weight and Balance (Torgeir Mortensen)
17. 10:30 AM - Re: retuning exhaust (Torgeir Mortensen)
18. 11:37 AM - Re: Re: Strut fairings (kurt schrader)
19. 12:36 PM - Re: Re: Strut fairings (jeff.hays@aselia.com)
20. 01:18 PM - Re: retuning exhaust (Dave Savener)
21. 01:43 PM - Re: retuning exhaust (dwight purdy)
22. 01:45 PM - Re: retuning exhaust (dwight purdy)
23. 02:03 PM - Re: Static port (Michel Verheughe)
24. 02:07 PM - Re: retuning exhaust (Torgeir Mortensen)
25. 02:55 PM - Re: Elevator travel (Larry Martin)
26. 03:04 PM - Re: Static port (Torgeir Mortensen)
27. 03:08 PM - Re: retuning exhaust (Dave Savener)
28. 03:09 PM - Series 5 bungee gear (N53dw@aol.com)
29. 03:47 PM - Re: retuning exhaust (Torgeir Mortensen)
30. 03:56 PM - HAC CONVERSION (Tc9008@aol.com)
31. 04:13 PM - Re: CONDUCTIVE GREASE (Dcecil3@aol.com)
32. 04:17 PM - Re: HAC CONVERSION (Torgeir Mortensen)
33. 04:17 PM - Re: retuning exhaust (Dave Savener)
34. 04:31 PM - Re: HAC CONVERSION (Ted Palamarek)
35. 04:31 PM - Re: CONDUCTIVE GREASE (Herbert R Gottelt)
36. 06:13 PM - Re: Stick and Rudder,was Short Field Landings (Rick)
37. 07:27 PM - Re: Weight and Balance (Bruce Harrington)
38. 07:31 PM - Re: New Prop (Bruce Harrington)
39. 07:53 PM - Re: New Prop (Clem Nichols)
40. 07:54 PM - Re: CONDUCTIVE GREASE (Randy Daughenbaugh)
41. 08:17 PM - Re: Re: Elevator travel (jimshumaker)
42. 08:18 PM - Kitfox IV Purchase (Guy Buchanan)
Message 1
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| Subject: | Static port WAS: All those readings! |
--> Kitfox-List message posted by: michel <michel@online.no>
>===== Original Message From Jeff Smathers <jsmathers@cybcon.com>
>If your encoder or flight instruments are using an internal
>static system it may cause pressure errors.
Thank you Jeff and Torgeir. Yes, I am aware of that, otherwise the static port
would be of no use. It is the reason I reported that my altitude reading
matched exactly the radar reading. Coincidence? Luck? Good cockpit design? I
don't know but I know to not repair something that works.
Torgeir, my pitot tube is definitively not parallel to the wing's cord. It is
more like, horizontal when on the ground, i.e. about 15 degrees down from the
cord. Should I try to bend it up? How will it affect my speed reading? What is
the angle a pitot tube needs to be bend to become incorrect? My speed reading
looks pretty correct, once compared to the GPS and compensated for the drift.
Cheers,
Michel
Message 2
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--> Kitfox-List message posted by: michel <michel@online.no>
>===== Original Message From Torgeir Mortensen <torgemor@online.no> =====
>The similar reading from your altimeter and encoder is also good, but this
>might be an "offset" altitude due to a slightly under, or over pressure
>in your cockpit.
Damn! I am an idiot! Of course, both instruments reading the same is no proof
that my altitude is correct! It only proofs that they are both in the same
static atmospheric pressure. And if I have a few hundred feet difference, it
can be quite dangerous in a controlled area where the controller separates me
from a traffic that is, in reality, at my altitude.
... I need a static port!
Thanks, guys. Sorry about that. BTW, where can I buy a new brain? :-)
Cheers,
Michel
do not archive - no need to imortalize my stupidity! :-)
Message 3
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| Subject: | Re: Strut fairings |
--> Kitfox-List message posted by: kurt schrader <smokey_bear_40220@yahoo.com>
Hi Ted,
Yes, I am talking about improvments over the standard
strut fairings. I should point out right off that 40%
improvement over a 9 mph gain is only a 12 mph gain
over a bare strut, not 40% improvement over the whole
plane's drag. Each little bit helps though.
We have three possible sizes.
1. Narrow cord that just meets the strut size.
2. Wide cord that does the same.
3 And wide cord that encapsulates the strut.
That last one (#3) is easiest to build, but the most
draggy. The estimate is for a 25% reduction in drag
over the standard fairing at cruise. (2 mph
gain?)This is the easiest to make of foam and maybe
the lightest.
#2, the wide cord that is just as thick as the strut,
could save as much as 42% of the standard fairing's
drag in cruise. (3+ mph gain?) But this one is
harder to build. Probably best made in wood or
aluminum.
#1 is a compromise. Hard to build like #1, but
between #1 and #3 in drag. It is just smaller, if
that size is needed or you don't like wide cord
fairings.
All 3 would have more lift and an even smaller
percentage of the standard fairing's drag at the climb
and descent speeds. Lift at these speeds can be
nearly double the standard fairing. Example: I am
estimating 67 lbs of lift at 6 degrees AOA, vs 37 lbs
with the standard fairing.
This is based on setting the fairing angle to no lift
in cruise and ever increasing improvements over the
standard fairing in both lift and drag as you go
slower, up to fairing stall.
Only testing will tell what actually happens. The
real world results might be 20 lbs more lift for
climbs and descents, and 3 mph more speed at cruise.
Since the drag reduction % is greater and the lift
improvement is more at higher angles of attack, you
should see a good improvement in climb rates.
100'/min or more?
I hope to test bare fairings, then boundary layer
testing for turbulator strips to see if they help on
these profiles.
I hope to post the fairing profiles for anyone's use
along with the results. Build to suit of whatever
marterials you want. Accuracy is important though.
The point of all this is that if you are going to
build your own strut fairings, why not get another 2-3
mph more and 100'/minute more climb out of them?
Small increase, but free.
Kurt S.
--- Ted Palamarek <temco@telusplanet.net> wrote:
> --> Kitfox-List message posted by: "Ted Palamarek"
> <temco@telusplanet.net>
>
> Kurt
>
> Are you saying that he is able to get 40% less drag
> than the
> standard SS plastic snap together strut fairings
> that quiet
> a few of us have??? If so that is interesting!!!
>
> Hope you have a good trip to PHX
>
> Ted P.
> Edmonton, Ab
__________________________________
http://antispam.yahoo.com/tools
Message 4
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--> Kitfox-List message posted by: kurt schrader <smokey_bear_40220@yahoo.com>
Michel,
I was just about to write you... The radar opreator
only tells you what your encoder is telling him. If
it is off, it is off for you both.
Perhaps a quick check is in order before you get
worried. Set your altimeter accurately for the field
elevation at a known point on the airport before you
takeoff. Then come back over the field for a low pass
at cruise speed, maybe at the height of a roof top off
the runway, and check the reading again. Do this with
your son or someone else on board to do the reading
while you accurately fly the low pass at the known
height. Be careful! Pick something high enough for
safety.
For example, if the field is at 120' msl next to a
building and the roof top is 40' higher, your low pass
should read the 160' as you pass by the building.
Check for the exact difference to know your error.
Only correct what is broke.
Make sure you have permission for the low pass. :-)
A higher point that is accurately measured somewhere
like a mountin top that you can fly by more safely is
better.
Kurt S.
--- michel <michel@online.no> wrote:
> --> Kitfox-List message posted by: michel
> <michel@online.no>
>
> >===== Original Message From Torgeir Mortensen
> <torgemor@online.no> =====
> >The similar reading from your altimeter and encoder
> is also good, but this
> >might be an "offset" altitude due to a slightly
> under, or over pressure
> >in your cockpit.
>
> Damn! I am an idiot! Of course, both instruments
> reading the same is no proof
> that my altitude is correct! It only proofs that
> they are both in the same
> static atmospheric pressure. And if I have a few
> hundred feet difference, it
> can be quite dangerous in a controlled area where
> the controller separates me
> from a traffic that is, in reality, at my altitude.
> ... I need a static port!
>
> Thanks, guys. Sorry about that. BTW, where can I buy
> a new brain? :-)
>
> Cheers,
> Michel
__________________________________
http://antispam.yahoo.com/tools
Message 5
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| Subject: | How to check altitude. WAS: SORRY! |
--> Kitfox-List message posted by: michel <michel@online.no>
>===== Original Message From kurt schrader <smokey_bear_40220@yahoo.com>
>I was just about to write you...
I know, Kurt, I always tend to answer before I get a chance to think ... just
like the day I said yes to marry you! :-)
<SNIP>
>Then come back over the field for a low pass
>at cruise speed, maybe at the height of a roof top off
>the runway, and check the reading again.
Eh! That's a great idea, Kurt, thanks! I will do that. And when I have my
skis, I'll go inland, near a mountain top I know of, with indicated altitude
ASL. The trick then is to fly toward it (slightly on the side) keeping the
summit (in fact, the top of a communication tower) in level with the horizon.
I should then read the same as the ICAO chart, provided I have the correct
QNH.
Cheers,
Michel
do not archive
Message 6
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| Subject: | Re: CONDUCTIVE GREASE |
--> Kitfox-List message posted by: Norm Beauchamp <nebchmp@wcc.net>
Kopr-shield part #25002 www.eastwood.com If interested. Norm
Message 7
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| Subject: | Re: Stick and Rudder,was Short Field Landings |
--> Kitfox-List message posted by: Matt Keyes <keyesmp@yahoo.com>
Stick and Rudder is a great arm chair flyer and even though it was written during
the glory days of flight, its info will never age. A hard copy eddition sits
on the book shelf in our "Airplane room" also known as the spare bedroom/office.
I read it in preperation for my ultralight training and would recommend
it to any pilot or aspiring pilot. Its great review and an enjoyable read. I
am currently reading Your Pilot's License by Jerry A. Eichenberger. This book
is now in its 7th eddition and is also highly recommended. Much of the info
pertains to those of us who are newbies, such as myself and do not yet carry
a Private ticket, but I think any pilot will enjoy reading this book. He covers
much of the basics and even touches on the proposed Sport Pilot ruling and training.
It may bring back fond memories for those of you who completed flight
training some time ago. It will be a nice introduction and or review to those
of us that are just getting started. I found my p
aperback
copy at Barnes and Noble.
Happy arm chair flying!
Matt
---------------------------------
Message 8
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| Subject: | Re: Strut fairings |
--> Kitfox-List message posted by: "jeff.hays@aselia.com" <jeff.hays@aselia.com>
Wow! Deja-Vu - I built a set of foam core fiberglass strut fairings
based on an airfoil recommended to me by Dr. Micahel Selig at UIUC
a couple years ago. http://www.aselia.com/jshays/liftstruts.htm
Original Message:
-----------------
From: kurt schrader smokey_bear_40220@yahoo.com
Subject: RE: Kitfox-List: Re: Strut fairings
--> Kitfox-List message posted by: kurt schrader
<smokey_bear_40220@yahoo.com>
Hi Ted,
Yes, I am talking about improvments over the standard
strut fairings. I should point out right off that 40%
improvement over a 9 mph gain is only a 12 mph gain
over a bare strut, not 40% improvement over the whole
plane's drag. Each little bit helps though.
We have three possible sizes.
1. Narrow cord that just meets the strut size.
2. Wide cord that does the same.
3 And wide cord that encapsulates the strut.
That last one (#3) is easiest to build, but the most
draggy. The estimate is for a 25% reduction in drag
over the standard fairing at cruise. (2 mph
gain?)This is the easiest to make of foam and maybe
the lightest.
#2, the wide cord that is just as thick as the strut,
could save as much as 42% of the standard fairing's
drag in cruise. (3+ mph gain?) But this one is
harder to build. Probably best made in wood or
aluminum.
#1 is a compromise. Hard to build like #1, but
between #1 and #3 in drag. It is just smaller, if
that size is needed or you don't like wide cord
fairings.
All 3 would have more lift and an even smaller
percentage of the standard fairing's drag at the climb
and descent speeds. Lift at these speeds can be
nearly double the standard fairing. Example: I am
estimating 67 lbs of lift at 6 degrees AOA, vs 37 lbs
with the standard fairing.
This is based on setting the fairing angle to no lift
in cruise and ever increasing improvements over the
standard fairing in both lift and drag as you go
slower, up to fairing stall.
Only testing will tell what actually happens. The
real world results might be 20 lbs more lift for
climbs and descents, and 3 mph more speed at cruise.
Since the drag reduction % is greater and the lift
improvement is more at higher angles of attack, you
should see a good improvement in climb rates.
100'/min or more?
I hope to test bare fairings, then boundary layer
testing for turbulator strips to see if they help on
these profiles.
I hope to post the fairing profiles for anyone's use
along with the results. Build to suit of whatever
marterials you want. Accuracy is important though.
The point of all this is that if you are going to
build your own strut fairings, why not get another 2-3
mph more and 100'/minute more climb out of them?
Small increase, but free.
Kurt S.
--- Ted Palamarek <temco@telusplanet.net> wrote:
> --> Kitfox-List message posted by: "Ted Palamarek"
> <temco@telusplanet.net>
>
> Kurt
>
> Are you saying that he is able to get 40% less drag
> than the
> standard SS plastic snap together strut fairings
> that quiet
> a few of us have??? If so that is interesting!!!
>
> Hope you have a good trip to PHX
>
> Ted P.
> Edmonton, Ab
__________________________________
http://antispam.yahoo.com/tools
Message 9
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--> Kitfox-List message posted by: "Lowell Fitt" <lcfitt@inreach.com>
Bruce,
Is the performance increase a factory claim or is their user experience that
confirms the increase. We get a lot of claims from manufacturers that when
put into service, make me not want to be the first to spend my money.
Lowell
----- Original Message -----
From: "Bruce Harrington" <aerowood@mcsi.net>
Subject: Kitfox-List: New Prop
> --> Kitfox-List message posted by: "Bruce Harrington" <aerowood@mcsi.net>
>
> Just in from EAA Hot-Line
>
> Hot Props From Oregon Aircraft Design
> Oregon Aircraft Design LLC recently added Hot Props, an efficient ground
> adjustable propeller from Kiev, to their array of products. The propeller,
which
> works on all Rotax and Hirth engines, offers an average 10 to 20 percent
> increase in performance, an increased climb rate, and faster cruise at a
lower
> RPM. Additionally, it theres less fuel burn and you enjoy a smoother,
quieter
> flight. Available in a three- or five-blade configuration and ranging in
> diameter from 63.4 inches to 74.8 inches, the Hot Prop runs between $695
and
> $1,120. Contact the company at 503/267-1486 or visit
> www.oregonaircraftdesign.com.
>
> bh
>
>
Message 10
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| Subject: | Re: Stick and Rudder,was Short Field Landings |
--> Kitfox-List message posted by: "jeff.hays@aselia.com" <jeff.hays@aselia.com>
Stick and Rudder is a book, that when you start flying you read it and
think it's interesting, when you get some hours, and get really serious
about flying, you re-read it, paying attention to the details, and you
think - How did I miss this before, this guy really know's his stuff!
Original Message:
-----------------
From: Matt Keyes keyesmp@yahoo.com
Subject: Re: Kitfox-List: Stick and Rudder,was Short Field Landings
--> Kitfox-List message posted by: Matt Keyes <keyesmp@yahoo.com>
Stick and Rudder is a great arm chair flyer and even though it was written
during the glory days of flight, its info will never age. A hard copy
eddition sits on the book shelf in our "Airplane room" also known as the
spare bedroom/office. I read it in preperation for my ultralight training
and would recommend it to any pilot or aspiring pilot. Its great review
and an enjoyable read. I am currently reading Your Pilot's License by
Jerry A. Eichenberger. This book is now in its 7th eddition and is also
highly recommended. Much of the info pertains to those of us who are
newbies, such as myself and do not yet carry a Private ticket, but I think
any pilot will enjoy reading this book. He covers much of the basics and
even touches on the proposed Sport Pilot ruling and training. It may bring
back fond memories for those of you who completed flight training some time
ago. It will be a nice introduction and or review to those of us that are
just getting started. I found my p
aperback
copy at Barnes and Noble.
Happy arm chair flying!
Matt
---------------------------------
Message 11
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| Subject: | Static port WAS: All those readings! |
--> Kitfox-List message posted by: torgemor <torgemor@online.no>
Hi Michel,
I see, well it's apparent that your pitot tube is bent. There should be a 90
deg. angle at the first bend, then straight in to the wing (spare), this
vertical part should be 90 deg. ref to the wing corde. I'll think this tube is
alu., so should be easy to correct with a little care.
The "readback" altitude from the twr. indicate that your altimeter and encoder
both read same altitude, so both are reading right, but, the pressure in the
cockpit may "fools" the system, -and you. ( :-) ..)
Torgeir.
>===== Original Message From michel <michel@online.no> =====
>--> Kitfox-List message posted by: michel <michel@online.no>
>
>>===== Original Message From Jeff Smathers <jsmathers@cybcon.com>
>>If your encoder or flight instruments are using an internal
>>static system it may cause pressure errors.
>
>Thank you Jeff and Torgeir. Yes, I am aware of that, otherwise the static
port
>would be of no use. It is the reason I reported that my altitude reading
>matched exactly the radar reading. Coincidence? Luck? Good cockpit design? I
>don't know but I know to not repair something that works.
>
>Torgeir, my pitot tube is definitively not parallel to the wing's cord. It is
>more like, horizontal when on the ground, i.e. about 15 degrees down from the
>cord. Should I try to bend it up? How will it affect my speed reading? What
is
>the angle a pitot tube needs to be bend to become incorrect? My speed reading
>looks pretty correct, once compared to the GPS and compensated for the drift.
>
>Cheers,
>Michel
>
>
Message 12
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| Subject: | Young Eagle Credits |
--> Kitfox-List message posted by: kerrjohna@comcast.net
no chapter in my area
use the credits in my good wishes
> --> Kitfox-List message posted by: "Steve Magdic" <steve.magdic@1psg.com>
>
> Steve Magdic
> N71 W27015 Meadow Wood Ln.
> Sussex WI 53089
>
> Thank you John. Your donation is very much appreciated and will
> be used this summer. We already have a winner in our contest and
> your contribution will certainly help.
> Are you a current member of an EAA Chapter? we would like to recognize
> your contribution on our web site and in our monthly newsletter.
>
> Again, thank you.
> Steve Magdic
>
> -----Original Message-----
> From: kerrjohna@comcast.net [mailto:kerrjohna@comcast.net]
> To: kitfox-list@matronics.com
> Subject: RE: Kitfox-List: Young Eagle Credits
>
>
> --> Kitfox-List message posted by: kerrjohna@comcast.net
>
> send me an address
> > --> Kitfox-List message posted by: "Steve Magdic" <steve.magdic@1psg.com>
> >
> > John, our EAA Ultralight Chapter has a Young Eagles program and we sponsor
a
> > youth through a contest
> > we run each year. We are using the credits we have collected from our Young
> > Eagles pilots to help offset
> > the cost of the sponsorship. We would be honored to accept the credits you
> have
> > offered.
> >
> > Thank you,
> > Steve Magdic
> > President
> > EAA Ultralight Chapter #1
> > Menomonee Falls WI
> >
> > -----Original Message-----
> > From: kerrjohna@comcast.net [mailto:kerrjohna@comcast.net]
> > To: Kitfox
> > Subject: Kitfox-List: Young Eagle Credits
> >
> >
> > --> Kitfox-List message posted by: kerrjohna@comcast.net
> >
> > I have Young Eagle credits is someones EAA Chapter is putting together a
> > scholarship. Let me know.
> >
> > John Kerr
> >
> >
> >
> >
> >
> >
>
>
>
>
>
>
Message 13
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| Subject: | Re: Static port WAS: All those readings! |
--> Kitfox-List message posted by: RiteAngle3@aol.com
Michel,
Yes, your pitot is or was bent downward. However it depends upon where you
actually want the most accurate readings. If your plane has an extremely high
nose up attitude at stall, having the tube down will allow it to be more in
line with the relative airflow. I have a friend who actually has his pitot tube
on a movable vane so it is always pointing into the relative wind, his
airspeed reading is much more accurate at the extremely high pitch attitudes just
prior to a power on stall. With the reduced frontal area for impact of the air,
this is a normal error for aircraft. We all know a Cessna 150 won't fly at
zero airspeed, but it nearly indicates that just prior to a stall.
Static Port. IMPORTANT
Gain extra speed, impress your friends. Try this: fly along at cruise then
open your cockpit vents, the ones that let ram air into cabin. Then close
them, Notice the difference. If you have the little rotating window vents, notice
the difference between them pointing forward and backward ~~ You will be
amazed! I used to slightly open the window in my old Funk (it slid back from
front) just about and inch and a half, slightly hold left rudder, Amazing an extra
10-15 MPH just from difference in static pressure in cockpit. (Altimeter also
showed a difference) Again over 40 years ago, but was fun to impress friends
who had faster airplanes!!~~However you never raced them.
This is a great example of why static ports are necesary. Your flying toward
a mountain or something might be fine ~~with all the cockpit vents in one
specific position, but change one and all gone.
Play with it!
Elbie
DO NOT ARCHIVE
Message 14
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--> Kitfox-List message posted by: Torgeir Mortensen <torgemor@online.no>
Good info Bruce,
Been looking around a little, and here is some more info:
http://www.aero-sports.com/bb/hotprop/hotprop.html
http://www.aero-sports.com/bb/bbnews/hpflyer.html
Torgeir.
Bruce Harrington wrote:
>
> --> Kitfox-List message posted by: "Bruce Harrington" <aerowood@mcsi.net>
>
> Just in from EAA Hot-Line
>
> Hot Props From Oregon Aircraft Design
> Oregon Aircraft Design LLC recently added Hot Props, an efficient ground
> adjustable propeller from Kiev, to their array of products. The propeller, which
> works on all Rotax and Hirth engines, offers an average 10 to 20 percent
> increase in performance, an increased climb rate, and faster cruise at a lower
> RPM. Additionally, it theres less fuel burn and you enjoy a smoother, quieter
> flight. Available in a three- or five-blade configuration and ranging in
> diameter from 63.4 inches to 74.8 inches, the Hot Prop runs between $695 and
> $1,120. Contact the company at 503/267-1486 or visit
> www.oregonaircraftdesign.com.
>
> bh
>
Message 15
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| Subject: | Re: Stick and Rudder,was Short Field Landings |
--> Kitfox-List message posted by: "Vic Jacko" <vicwj@earthlink.net>
Speaking of stick and rudder. I am finished with both of Ed Down's books
"How to Fly a Kitfox" and "Kitfox Pilot Guide" both of which has only one
test flight on them!
I will send to anyone in the USA for $15.00 and pay the postage.
Vic
505-622-8513
Do Not Archive
----- Original Message -----
From: <jeff.hays@aselia.com>
Subject: Re: Kitfox-List: Stick and Rudder,was Short Field Landings
> --> Kitfox-List message posted by: "jeff.hays@aselia.com"
<jeff.hays@aselia.com>
>
>
> Stick and Rudder is a book, that when you start flying you read it and
> think it's interesting, when you get some hours, and get really serious
> about flying, you re-read it, paying attention to the details, and you
> think - How did I miss this before, this guy really know's his stuff!
>
> Original Message:
> -----------------
> From: Matt Keyes keyesmp@yahoo.com
> Date: Tue, 24 Feb 2004 06:51:01 -0800 (PST)
> To: kitfox-list@matronics.com
> Subject: Re: Kitfox-List: Stick and Rudder,was Short Field Landings
>
>
> --> Kitfox-List message posted by: Matt Keyes <keyesmp@yahoo.com>
>
> Stick and Rudder is a great arm chair flyer and even though it was written
> during the glory days of flight, its info will never age. A hard copy
> eddition sits on the book shelf in our "Airplane room" also known as the
> spare bedroom/office. I read it in preperation for my ultralight training
> and would recommend it to any pilot or aspiring pilot. Its great review
> and an enjoyable read. I am currently reading Your Pilot's License by
> Jerry A. Eichenberger. This book is now in its 7th eddition and is also
> highly recommended. Much of the info pertains to those of us who are
> newbies, such as myself and do not yet carry a Private ticket, but I think
> any pilot will enjoy reading this book. He covers much of the basics and
> even touches on the proposed Sport Pilot ruling and training. It may
bring
> back fond memories for those of you who completed flight training some
time
> ago. It will be a nice introduction and or review to those of us that are
> just getting started. I found my p
> aperback
> copy at Barnes and Noble.
>
> Happy arm chair flying!
>
> Matt
>
>
> ---------------------------------
>
>
Message 16
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| Subject: | Re: Weight and Balance |
--> Kitfox-List message posted by: Torgeir Mortensen <torgemor@online.no>
Hi Patricia,
Congratulations with the near addition to the family.
Here is some figures for my model II:
Right main; 244
Left main; 246
Tail wheel: 39
Tot. Empty. W; 529 pounds eq. to 240 kg's
Engine: Rotax 532 w/ double ignition, starter and battery.
Including; Halon fire ext., Wheelen strobe light (single), position
light, Garmin 100 GPS, ELT, First aid kit, Horizon, Turn & Slip and
external venturi (for gyros). Two wing tanks, plus fwd. large header
tank. In addition "Denneys" standard instruments delivered with the kit
in 89.
Else, equipped with the "large" main wheels and water cabin heat system
w/el. blower.
The empty weight was last checked in 98, -and it was still the same!
Torgeir.
Patricia Truter wrote:
>
> --> Kitfox-List message posted by: "Patricia Truter" <PTruter@csir.co.za>
>
> Ski in Africa!? (snow is a very scarce commodity down here! :-)
> maybe I should remove my make-up bag??
>
> On a more serious note: everything is 'standard' KitFox stuff except
> mabe a Maul pneumatic tailwheel, a GPS (which most pilots have I
> assume?) (on the firewall), battery is on the cabin side of the fire
> wall, a gascolator (in front of firewall)??
>
> Patricia
>
> Ps the pilot is also a little bit 'overweight' at this stage: (7,5
> months pregnant).. but that will be self-correcting in a few weeks time
>
> >>> aerowood@mcsi.net 2004-02-23 >>>
> --> Kitfox-List message posted by: "Bruce Harrington" <
> aerowood@mcsi.net >
>
> Hi Patricia,
>
> For a Model II, it appears to be about 100 pounds overweight!
> My IV-1200 with 582 came in at 575 pounds. Remove the microwave,
> autopilot, ski racks, etc.!
>
> Cheers,
> bh
>
> > I was wondering what the W&B details are of other KitFox (model
> > II's). We did our KitFox recently and here are the details:
> >
> > Empty weight = 585 lb (265kg)
> > CoG arm (empty) = 11.9 in (from leading edge of wing, near root)
> > CoG arm (fuel) = 23.6 in
> > CoG arm (pilot / PAX) = 17.2 in
> > CoG arm (baggage) = 50.3 in
> >
> > CoG range for KitFox II = 10.2 - 14.3 in
> >
> > The CAA limits for microlight in SA is 450kg (990lb) but the
> > design' MTOW is 430kg (950lbs) for the KitFox. That does not leave
> us
> > with a lot of weight to be added (pilot, passenger and fuel).
> >
> >
> > Regards
> >
> > Patricia
> >
> > (By the way, our 618 has been transplanted with a new 582 - she's
> > singing
> > like a Singer. After a test flight by a test pilot, I flew ZU-PAT
> the
> > first time on Saturday ...)
>
> --
> dangerous content by MailScanner, and is
> believed to be clean.
> MailScanner thanks transtec Computers for their support.
>
Message 17
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| Subject: | Re: retuning exhaust |
--> Kitfox-List message posted by: Torgeir Mortensen <torgemor@online.no>
Hi there,
Hmm, I've a 532 with the full lenght exhaust stack (?) I thought, have a
look at this picture at this link;
http://www.sportflight.com/cgi-bin/uploader.pl?action=view&epoch=1077647236
I'm not sure if this is somewhat like the "503" setup, but you'll sure
find out.
Regards
Torgeir.
dwight purdy wrote:
>
> --> Kitfox-List message posted by: dwight purdy <dpurdy@comteck.com>
>
> I asked this in a previous email yesterday and thought it was worth having
> a new subject line.
>
> Has anyone ever come up with a good way to get the exhaust back up to
> Rotax specs. for the model 1thru 3?
>
> When I converted from a 532 to a 503 it really became an issue. Could
> really use that lost power when carrying a passenger.
>
> dwight
>
Message 18
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|
| Subject: | Re: Strut fairings |
--> Kitfox-List message posted by: kurt schrader <smokey_bear_40220@yahoo.com>
Hey Jeff,
Looks good! I am glad that others agree that those
plastic fairings needing improvement. Yours are very
close to what our design looks like, and that is the
method I was going to use too, not that they couldn't
be done in wood or metal. So a few questions...
Did you have a chance to do before and after
comparisons of the speed gain you got from them?
How much weight did they add when finished?
My tail wheel instructor doesn't think they will hold
up to abuse. He likes aluminum. How are yours doing?
Do you know what profile the Dr. used? NACA? I'd like
to compare. Yours are semetrical. Ours is slightly
off for more lift at lower speeds - I hope. (Still
shooting for shorter field performance.)
What voltage did you use across the bow wire and what
power supply?
How did you cut the center hole, with the bow?
Guess I haven't cut enough foam yet... :-)
Kurt S.
--- "jeff.hays@aselia.com" <jeff.hays@aselia.com>
wrote:
> --> Kitfox-List message posted by:
> "jeff.hays@aselia.com" <jeff.hays@aselia.com>
>
> Wow! Deja-Vu - I built a set of foam core fiberglass
> strut fairings based on an airfoil recommended to me
> by Dr. Micahel Selig at UIUC a couple years ago.
> http://www.aselia.com/jshays/liftstruts.htm
>
> Original Message:
> -----------------
> From: kurt schrader smokey_bear_40220@yahoo.com
>> Subject: RE: Kitfox-List: Re: Strut fairings
>
> Hi Ted,
>
> Yes, I am talking about improvments over the
> standard
> strut fairings.
__________________________________
http://antispam.yahoo.com/tools
Message 19
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|
| Subject: | Re: Strut fairings |
--> Kitfox-List message posted by: "jeff.hays@aselia.com" <jeff.hays@aselia.com>
Hi -
Michael Selig is an Aero Prof at UIUC, and the airfoil profile I got was
one of his own, he's at http://www.aae.uiuc.edu/m-selig/whats_new.html
I knew of him through RC Sailplanes, as he's more or less the "God" of
low speed/reynolds number airfoils. Almost all the FAI and International
record holding Sailplanes use his coord's. You can do a search on
Michael Selig on Google, and there's a lot of info out there about him.
I don't have a before or after of perf specs, but I will say that
my plane goes as fast as I want it to. My current plans are actually
for the other end of the perf spectrum, and I'm researching a climb
prop for it.
With regard to durability, well - I built them the same way they
build Cozy's, Long-Ez's, etc, so ... I'm happy with them. I pull
and push the plane by the grab handle, or prop hub, and don't let
people push on the struts, so no prob.
Mine are a symetrical airfoil, which are cut in two halves (i.e. top
then bottom) using aluminum templates. Next I used a holding fixture
and a second template for the U-channel. The Channel at the apex comes
just tangent to the actual airfoil, so what I then end up with are 4
pieces. I used the "beds" from the original cuttings as holders for
the laminating process, with a layer of peelply to keep the mess from
all bonding together. When the whole sloppy mess get's bonded together
the inner layer of glass cloth is esentially bonded to the Metal lift
strut, both through the thin/porous layer of foam, and from areas where
the foam is slightly cut out at.
There's lots of info for hotwiring small airfoils at
http://www.nesail.com, the owner's name is Sal DeFrancesco a very nice
guy, and I'm sure could help to get you going. I have a variable power
supply from an old soldering station which I use in conjuction with
a homemade bow.
It is a wortwhile, sloppy wet, nasty process, with a TON of sanding
involved, and I'm glad I did it, but I never want to do it again. :)
The composite guys have my respect!
Regards,
Jeff
Original Message:
-----------------
From: kurt schrader smokey_bear_40220@yahoo.com
Subject: RE: Kitfox-List: Re: Strut fairings
--> Kitfox-List message posted by: kurt schrader
<smokey_bear_40220@yahoo.com>
Hey Jeff,
Looks good! I am glad that others agree that those
plastic fairings needing improvement. Yours are very
close to what our design looks like, and that is the
method I was going to use too, not that they couldn't
be done in wood or metal. So a few questions...
Did you have a chance to do before and after
comparisons of the speed gain you got from them?
How much weight did they add when finished?
My tail wheel instructor doesn't think they will hold
up to abuse. He likes aluminum. How are yours doing?
Do you know what profile the Dr. used? NACA? I'd like
to compare. Yours are semetrical. Ours is slightly
off for more lift at lower speeds - I hope. (Still
shooting for shorter field performance.)
What voltage did you use across the bow wire and what
power supply?
How did you cut the center hole, with the bow?
Guess I haven't cut enough foam yet... :-)
Kurt S.
--- "jeff.hays@aselia.com" <jeff.hays@aselia.com>
wrote:
> --> Kitfox-List message posted by:
> "jeff.hays@aselia.com" <jeff.hays@aselia.com>
>
> Wow! Deja-Vu - I built a set of foam core fiberglass
> strut fairings based on an airfoil recommended to me
> by Dr. Micahel Selig at UIUC a couple years ago.
> http://www.aselia.com/jshays/liftstruts.htm
>
> Original Message:
> -----------------
> From: kurt schrader smokey_bear_40220@yahoo.com
>> Subject: RE: Kitfox-List: Re: Strut fairings
>
> Hi Ted,
>
> Yes, I am talking about improvments over the
> standard
> strut fairings.
__________________________________
http://antispam.yahoo.com/tools
Message 20
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|
| Subject: | Re: retuning exhaust |
--> Kitfox-List message posted by: "Dave Savener" <dsavener@austin.rr.com>
I just finished an annual on my model II with a 532. I didn't build the
airplane, but did most of the work on the annual, while being supervised by
the A&P that signed off the annual. When I reinstalled the exhaust
extention, I stripped out one of the screw holes. I test flew the airplane
without the extention. One cylinder showed about 125 degrees higher egt and
was running close to 1200 right after I throttled back from climb to pattern
altitude.
Could the missing exhaust extension cause this? If not, where are the
obvious places to begin looking for the problem??
It was running fine before I changed spark plugs, etc. I made no
adjustments other than normal service, like cleaning and oiling the air
filter, etc.
----- Original Message -----
From: "Torgeir Mortensen" <torgemor@online.no>
Subject: Re: Kitfox-List: retuning exhaust
> --> Kitfox-List message posted by: Torgeir Mortensen <torgemor@online.no>
>
> Hi there,
>
>
> Hmm, I've a 532 with the full lenght exhaust stack (?) I thought, have a
> look at this picture at this link;
>
>
http://www.sportflight.com/cgi-bin/uploader.pl?action=view&epoch=1077647236
>
>
> I'm not sure if this is somewhat like the "503" setup, but you'll sure
> find out.
>
>
> Regards
>
>
> Torgeir.
>
>
> dwight purdy wrote:
> >
> > --> Kitfox-List message posted by: dwight purdy <dpurdy@comteck.com>
> >
> > I asked this in a previous email yesterday and thought it was worth
having
> > a new subject line.
> >
> > Has anyone ever come up with a good way to get the exhaust back up to
> > Rotax specs. for the model 1thru 3?
> >
> > When I converted from a 532 to a 503 it really became an issue. Could
> > really use that lost power when carrying a passenger.
> >
> > dwight
> >
>
>
Message 21
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| Subject: | Re: retuning exhaust |
--> Kitfox-List message posted by: dwight purdy <dpurdy@comteck.com>
Thanks for your response.
I think yours looks just like mine. As I understand it,the first elbow
has been shortened and a tighter bend. If you look at any other Rotax elbow
they are bigger and will not come close to fitting out model ll. I think
mine wraps around past 90 deg.Say about 100 deg or so. I first heard about
this in a flying publication. Also in a posting the other week by John
Larsen :
>>> jopatco@mindspring.com 2004-01-28 >>>
--> Kitfox-List message posted by: John Larsen < jopatco@mindspring.com
>
Just a note; With modes 1-3, the factory used to cut 2 inches out of
the cone of the exhaust to make it fit the cowl. This took about 7 hp
from the engine. One of the fixes we did on the model 4 was to re
configure the cowl so this trimming was not necessary. You can put an
extra bend in the exhaust on the earlier models, and avoid de tuning
the
pipe, although it has been so long since I worked for the factory, that
I cannot remember exactly what we did.
At 07:32 PM 2/24/2004 +0100, you wrote:
>--> Kitfox-List message posted by: Torgeir Mortensen <torgemor@online.no>
>
>Hi there,
>
>
>Hmm, I've a 532 with the full lenght exhaust stack (?) I thought, have a
>look at this picture at this link;
>
>http://www.sportflight.com/cgi-bin/uploader.pl?action=view&epoch=1077647236
>
>
>I'm not sure if this is somewhat like the "503" setup, but you'll sure
>find out.
>
>
>Regards
>
>
>Torgeir.
>
>
>dwight purdy wrote:
> >
> > --> Kitfox-List message posted by: dwight purdy <dpurdy@comteck.com>
> >
> > I asked this in a previous email yesterday and thought it was worth having
> > a new subject line.
> >
> > Has anyone ever come up with a good way to get the exhaust back up to
> > Rotax specs. for the model 1thru 3?
> >
> > When I converted from a 532 to a 503 it really became an issue. Could
> > really use that lost power when carrying a passenger.
> >
> > dwight
> >
>
>
Message 22
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| Subject: | Re: retuning exhaust |
--> Kitfox-List message posted by: dwight purdy <dpurdy@comteck.com>
They say nothing matters after the muffler itself.
Dwight
At 03:18 PM 2/24/2004 -0600, you wrote:
>--> Kitfox-List message posted by: "Dave Savener" <dsavener@austin.rr.com>
>
>I just finished an annual on my model II with a 532. I didn't build the
>airplane, but did most of the work on the annual, while being supervised by
>the A&P that signed off the annual. When I reinstalled the exhaust
>extention, I stripped out one of the screw holes. I test flew the airplane
>without the extention. One cylinder showed about 125 degrees higher egt and
>was running close to 1200 right after I throttled back from climb to pattern
>altitude.
>
>Could the missing exhaust extension cause this? If not, where are the
>obvious places to begin looking for the problem??
>
>It was running fine before I changed spark plugs, etc. I made no
>adjustments other than normal service, like cleaning and oiling the air
>filter, etc.
>----- Original Message -----
>From: "Torgeir Mortensen" <torgemor@online.no>
>To: <kitfox-list@matronics.com>
>Subject: Re: Kitfox-List: retuning exhaust
>
>
> > --> Kitfox-List message posted by: Torgeir Mortensen <torgemor@online.no>
> >
> > Hi there,
> >
> >
> > Hmm, I've a 532 with the full lenght exhaust stack (?) I thought, have a
> > look at this picture at this link;
> >
> >
>http://www.sportflight.com/cgi-bin/uploader.pl?action=view&epoch=1077647236
> >
> >
> > I'm not sure if this is somewhat like the "503" setup, but you'll sure
> > find out.
> >
> >
> > Regards
> >
> >
> > Torgeir.
> >
> >
> > dwight purdy wrote:
> > >
> > > --> Kitfox-List message posted by: dwight purdy <dpurdy@comteck.com>
> > >
> > > I asked this in a previous email yesterday and thought it was worth
>having
> > > a new subject line.
> > >
> > > Has anyone ever come up with a good way to get the exhaust back up to
> > > Rotax specs. for the model 1thru 3?
> > >
> > > When I converted from a 532 to a 503 it really became an issue. Could
> > > really use that lost power when carrying a passenger.
> > >
> > > dwight
> > >
> >
> >
>
>
Message 23
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|
--> Kitfox-List message posted by: Michel Verheughe <michel@online.no>
RiteAngle3@aol.com wrote:
> Yes, your pitot is or was bent downward.
Thanks Torgeir and Elbie.
First, something funny: I got 5 copies of each of your answers. All with the
same time of sending. I don't know why, maybe because it was sent to both my
email address and the list. Still, why 5? The ways of the internet are
sometimes obscure.
Here is how my pitot tube is tilted (good to have many digital photos on my
hard disk!)
http://home.online.no/~michel/tmp/pitot.jpg
I choose a photo when I am over the water to get a good horizon. Then I
measured the angle I drew on the picture. It turns out to be 7 degrees. I
reckon this is half way between cruise speed (0 degrees) and stall speed (maybe
15 degrees). Looks like a compromise between the two.
A pitot tube with a windvane sounds great, Elbie. But you are the "riteAngle
Man" and you would see everything on a windvane, right? :-) Just kidding, my friend!
Now, about the "trick to impress friends," yes, I have been thinking that
opening my ventilation ports (I have only those inlets in the cowling that I
close with a piece of foam) would affect the pressure in the cockpit. I did
test that a bit, trying to see a difference with it open and close (my son was
doing it while I tried to keep level). I can't say that I noticed much difference.
But you are right that, either those, or the "suction" rotary window type, will
affect the air pressure in the cockpit and therefore the air speed, the
altimeter and transponder readings.
What I am not sure of is, why neither the original builder, nor the two other
owners, have considered installing a static port before. The weird thing is: I
have, in the plane's folder, the Denneys installation diagram for the static
port. Why wasn't it installed then?
Maybe I need to make some phone calls.
Thanks for your help.
Cheers,
Michel
do not archive
Message 24
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|
| Subject: | Re: retuning exhaust |
--> Kitfox-List message posted by: Torgeir Mortensen <torgemor@online.no>
Hi Dave,
Sorry for your mishap. Do you mean the thread going into one of the
cylinders? If so, you'll have an exhaust leakage and this will for sure
give EGT difference. If it's just the extension of the exhaust pipe, the
"add on"- "we" install to avoid "exhaust fume" in the cabin, I'll don't
think this will matter.
Regards
Torgeir.
Dave Savener wrote:
>
> --> Kitfox-List message posted by: "Dave Savener" <dsavener@austin.rr.com>
>
> I just finished an annual on my model II with a 532. I didn't build the
> airplane, but did most of the work on the annual, while being supervised by
> the A&P that signed off the annual. When I reinstalled the exhaust
> extention, I stripped out one of the screw holes. I test flew the airplane
> without the extention. One cylinder showed about 125 degrees higher egt and
> was running close to 1200 right after I throttled back from climb to pattern
> altitude.
>
> Could the missing exhaust extension cause this? If not, where are the
> obvious places to begin looking for the problem??
>
> It was running fine before I changed spark plugs, etc. I made no
> adjustments other than normal service, like cleaning and oiling the air
> filter, etc.
> ----- Original Message -----
> From: "Torgeir Mortensen" <torgemor@online.no>
> To: <kitfox-list@matronics.com>
> Subject: Re: Kitfox-List: retuning exhaust
>
> > --> Kitfox-List message posted by: Torgeir Mortensen <torgemor@online.no>
> >
> > Hi there,
> >
> >
> > Hmm, I've a 532 with the full lenght exhaust stack (?) I thought, have a
> > look at this picture at this link;
> >
> >
> http://www.sportflight.com/cgi-bin/uploader.pl?action=view&epoch=1077647236
> >
> >
> > I'm not sure if this is somewhat like the "503" setup, but you'll sure
> > find out.
> >
> >
> > Regards
> >
> >
> > Torgeir.
> >
> >
> > dwight purdy wrote:
> > >
> > > --> Kitfox-List message posted by: dwight purdy <dpurdy@comteck.com>
> > >
> > > I asked this in a previous email yesterday and thought it was worth
> having
> > > a new subject line.
> > >
> > > Has anyone ever come up with a good way to get the exhaust back up to
> > > Rotax specs. for the model 1thru 3?
> > >
> > > When I converted from a 532 to a 503 it really became an issue. Could
> > > really use that lost power when carrying a passenger.
> > >
> > > dwight
> > >
> >
> >
>
Message 25
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| Subject: | RE: Elevator travel |
--> Kitfox-List message posted by: Larry Martin <Lmar@direcway.com>
I have an Avid MK1V and have discovered the same thing. MY elevator travel when
I got it was only rigged to 17 up, 45 down! I was warned that the airplane
would "fall out of the sky" so don't take off power until on the ground. I
was the 4th owner and the airplane only had 60hrs logged. I also discovered that
the rudder did not have appropriate travel. After fixing the elevator to
travel +30/-17 as per the book, I found I still did not have a good flare and
checked the WT&Balance. It was forward of the forward limit, even though the paper
work showed it center. Little wonder it fell out of the sky! With those
items fixed, I still find that the wing still has some lift, but I cannot get
it out. I also found that I cannot trim less than about 65mph with the flaps
up, power on. With flaps out, and as slow as I can with the stick almost full
back, there is nothing left for a good flare. At high speed, I still have just
less than neutral trim. My c of g is now forward of the aft limit, but aft
of center. I feel that I need to change the angle of the horizontal stab.
I should be able to trim to approach speed. At the same time I do that, (hopefully
in March) I plan to extend the elevator range of travel. Right now it is
limited by the length of the control rod ends.
I have considered using vortex generators under the stab, but it is my understanding
that it would not work on flat stab like mine.
I have also found that the tail is vey hard to raise. Lets keep in touch. The
aft c of g may help, but I don't think that that is the complete fix. I think
the stab is the problem.
Larry
One thing I noticed after landing was that my trim was
full nose up. I trimmed for 52 KIAS this time and
that shows me that I am right there at the fwd CG.
I'll have to see if I can even use full flaps, or any
at all, for landing without running out of elevator.
I landed with 69# of fuel at 1200 lbs total. I
couldn't catch it, but the stall in ground effect was
below 40 KIAS somewhere clean.
Now I wonder if I am actually stalling the wing or
running out of elevator at altitude. I'll have to
explore the stall deeper, then start moving the CG aft
with more weight.
Message 26
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--> Kitfox-List message posted by: Torgeir Mortensen <torgemor@online.no>
Hi Michel,
I'm not sure about all the copies you've had.. So..
I know from reading in old files, lot's of people thought that; "in such
a vented cockpit-, who need a static port".
For your fluctuating airspeed, it's a little more vague to trace. Here
is several options; fluctuation due to vibration (or foxes can shake or
instrument panels a lot), fluctuation due to an internal or external
leakage (airspeed indicator itself or pitot line), fluctuation due to
water bubble in the pitot line (likely not winter time & ice) and
fluctuation due to varying static pressure.
OK., the two last can be skipped- agree, then;. Is your "Tango" free of
vibrations??
A internal instrument leakage can make your needle flickering, but not
necessarily have much error, the latter due to a "high" flow from your
piton tube. The second, a leakage in the piton line, also can make
needle fluctuating.
So, you first test might be to check for piton leakage, next vibration.
My best guess.
Good luck.
Cheers from "Foxtrot" &
Torgeir. :-)
Michel Verheughe wrote:
>
> --> Kitfox-List message posted by: Michel Verheughe <michel@online.no>
>
> RiteAngle3@aol.com wrote:
> > Yes, your pitot is or was bent downward.
>
> Thanks Torgeir and Elbie.
> First, something funny: I got 5 copies of each of your answers. All with the
> same time of sending. I don't know why, maybe because it was sent to both my
> email address and the list. Still, why 5? The ways of the internet are
> sometimes obscure.
>
> Here is how my pitot tube is tilted (good to have many digital photos on my
> hard disk!)
> http://home.online.no/~michel/tmp/pitot.jpg
>
> I choose a photo when I am over the water to get a good horizon. Then I
> measured the angle I drew on the picture. It turns out to be 7 degrees. I
> reckon this is half way between cruise speed (0 degrees) and stall speed (maybe
> 15 degrees). Looks like a compromise between the two.
> A pitot tube with a windvane sounds great, Elbie. But you are the "riteAngle
> Man" and you would see everything on a windvane, right? :-) Just kidding, my
friend!
>
> Now, about the "trick to impress friends," yes, I have been thinking that
> opening my ventilation ports (I have only those inlets in the cowling that I
> close with a piece of foam) would affect the pressure in the cockpit. I did
> test that a bit, trying to see a difference with it open and close (my son was
> doing it while I tried to keep level). I can't say that I noticed much difference.
>
> But you are right that, either those, or the "suction" rotary window type, will
> affect the air pressure in the cockpit and therefore the air speed, the
> altimeter and transponder readings.
> What I am not sure of is, why neither the original builder, nor the two other
> owners, have considered installing a static port before. The weird thing is:
I
> have, in the plane's folder, the Denneys installation diagram for the static
> port. Why wasn't it installed then?
> Maybe I need to make some phone calls.
>
> Thanks for your help.
>
> Cheers,
> Michel
>
> do not archive
>
Message 27
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| Subject: | Re: retuning exhaust |
--> Kitfox-List message posted by: "Dave Savener" <dsavener@austin.rr.com>
I should have made it more clear. It was just one of the screw holes on the
Extention that was stripped. I have retapped it for a 1/4" machine screw
but have yet to reinstall and flight test it.
Since I'm not yet Rotax/2 cycle savvy, where might I look for the cause of
one cylinder having 125 degrees hotter EGT?
Could one of the new spark plugs be the culprit?
Dave
----- Original Message -----
From: "Torgeir Mortensen" <torgemor@online.no>
Subject: Re: Kitfox-List: retuning exhaust
> --> Kitfox-List message posted by: Torgeir Mortensen <torgemor@online.no>
>
> Hi Dave,
>
>
> Sorry for your mishap. Do you mean the thread going into one of the
> cylinders? If so, you'll have an exhaust leakage and this will for sure
> give EGT difference. If it's just the extension of the exhaust pipe, the
> "add on"- "we" install to avoid "exhaust fume" in the cabin, I'll don't
> think this will matter.
>
> Regards
>
>
> Torgeir.
>
>
> Dave Savener wrote:
> >
> > --> Kitfox-List message posted by: "Dave Savener"
<dsavener@austin.rr.com>
> >
> > I just finished an annual on my model II with a 532. I didn't build the
> > airplane, but did most of the work on the annual, while being supervised
by
> > the A&P that signed off the annual. When I reinstalled the exhaust
> > extention, I stripped out one of the screw holes. I test flew the
airplane
> > without the extention. One cylinder showed about 125 degrees higher egt
and
> > was running close to 1200 right after I throttled back from climb to
pattern
> > altitude.
> >
> > Could the missing exhaust extension cause this? If not, where are the
> > obvious places to begin looking for the problem??
> >
> > It was running fine before I changed spark plugs, etc. I made no
> > adjustments other than normal service, like cleaning and oiling the air
> > filter, etc.
> > ----- Original Message -----
> > From: "Torgeir Mortensen" <torgemor@online.no>
> > To: <kitfox-list@matronics.com>
> > Subject: Re: Kitfox-List: retuning exhaust
> >
> > > --> Kitfox-List message posted by: Torgeir Mortensen
<torgemor@online.no>
> > >
> > > Hi there,
> > >
> > >
> > > Hmm, I've a 532 with the full lenght exhaust stack (?) I thought, have
a
> > > look at this picture at this link;
> > >
> > >
> >
http://www.sportflight.com/cgi-bin/uploader.pl?action=view&epoch=1077647236
> > >
> > >
> > > I'm not sure if this is somewhat like the "503" setup, but you'll sure
> > > find out.
> > >
> > >
> > > Regards
> > >
> > >
> > > Torgeir.
> > >
> > >
> > > dwight purdy wrote:
> > > >
> > > > --> Kitfox-List message posted by: dwight purdy <dpurdy@comteck.com>
> > > >
> > > > I asked this in a previous email yesterday and thought it was worth
> > having
> > > > a new subject line.
> > > >
> > > > Has anyone ever come up with a good way to get the exhaust back
up to
> > > > Rotax specs. for the model 1thru 3?
> > > >
> > > > When I converted from a 532 to a 503 it really became an issue.
Could
> > > > really use that lost power when carrying a passenger.
> > > >
> > > > dwight
> > > >
> > >
> > >
> >
>
>
Message 28
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|
| Subject: | Series 5 bungee gear |
--> Kitfox-List message posted by: N53dw@aol.com
Hello
I've been lurking for a while since joining the list. I was a member of Don
Pearsall's old list while I was building, but dropped off after that. I've
put 105 hours on a Series 5 since August 2001. It has a Stratus EA81 up front.
I have a set of never-used bungee gear for a Series 5, complete with axles,
if anyone is interested. They're powder-coated blue.
Danny Williamson
Baton Rouge
Message 29
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| Subject: | Re: retuning exhaust |
--> Kitfox-List message posted by: Torgeir Mortensen <torgemor@online.no>
David,
It's just hard to say.. But over all the yrs in the aviation, when such
thing appear after a maintenance program, we always "new" that this
"error" had something to do with the last maintenance, -and "always"
confirmed.
I'll assume you've got only a single ignition system, right? Spark plugs
"can" fail, but does very seldom to the high quality type we are using.
(In single ignition system, spark plug failure really bog down your
engine.)
Most often, -such an error is more or less direct fuel related. Did you
remove the carb. fuel bowls? Is every thing in place there, as the nylon
"seeve sleeve" filters, etc. Try thinking through your maintenance
program, can be valuable.
There is one exception, if your craft is hangared for some time since
last flight, then issues outside your maintenance is an option.
IMO.
Regards
Torgeir.
Dave Savener wrote:
>
> --> Kitfox-List message posted by: "Dave Savener" <dsavener@austin.rr.com>
>
> I should have made it more clear. It was just one of the screw holes on the
> Extention that was stripped. I have retapped it for a 1/4" machine screw
> but have yet to reinstall and flight test it.
>
> Since I'm not yet Rotax/2 cycle savvy, where might I look for the cause of
> one cylinder having 125 degrees hotter EGT?
>
> Could one of the new spark plugs be the culprit?
>
> Dave
>
> ----- Original Message -----
> From: "Torgeir Mortensen" <torgemor@online.no>
> To: <kitfox-list@matronics.com>
> Subject: Re: Kitfox-List: retuning exhaust
>
> > --> Kitfox-List message posted by: Torgeir Mortensen <torgemor@online.no>
> >
> > Hi Dave,
> >
> >
> > Sorry for your mishap. Do you mean the thread going into one of the
> > cylinders? If so, you'll have an exhaust leakage and this will for sure
> > give EGT difference. If it's just the extension of the exhaust pipe, the
> > "add on"- "we" install to avoid "exhaust fume" in the cabin, I'll don't
> > think this will matter.
> >
> > Regards
> >
> >
> > Torgeir.
> >
> >
> > Dave Savener wrote:
> > >
> > > --> Kitfox-List message posted by: "Dave Savener"
> <dsavener@austin.rr.com>
> > >
> > > I just finished an annual on my model II with a 532. I didn't build the
> > > airplane, but did most of the work on the annual, while being supervised
> by
> > > the A&P that signed off the annual. When I reinstalled the exhaust
> > > extention, I stripped out one of the screw holes. I test flew the
> airplane
> > > without the extention. One cylinder showed about 125 degrees higher egt
> and
> > > was running close to 1200 right after I throttled back from climb to
> pattern
> > > altitude.
> > >
> > > Could the missing exhaust extension cause this? If not, where are the
> > > obvious places to begin looking for the problem??
> > >
> > > It was running fine before I changed spark plugs, etc. I made no
> > > adjustments other than normal service, like cleaning and oiling the air
> > > filter, etc.
> > > ----- Original Message -----
> > > From: "Torgeir Mortensen" <torgemor@online.no>
> > > To: <kitfox-list@matronics.com>
> > > Subject: Re: Kitfox-List: retuning exhaust
> > >
> > > > --> Kitfox-List message posted by: Torgeir Mortensen
> <torgemor@online.no>
> > > >
> > > > Hi there,
> > > >
> > > >
> > > > Hmm, I've a 532 with the full lenght exhaust stack (?) I thought, have
> a
> > > > look at this picture at this link;
> > > >
> > > >
> > >
> http://www.sportflight.com/cgi-bin/uploader.pl?action=view&epoch=1077647236
> > > >
> > > >
> > > > I'm not sure if this is somewhat like the "503" setup, but you'll sure
> > > > find out.
> > > >
> > > >
> > > > Regards
> > > >
> > > >
> > > > Torgeir.
> > > >
> > > >
> > > > dwight purdy wrote:
> > > > >
> > > > > --> Kitfox-List message posted by: dwight purdy <dpurdy@comteck.com>
> > > > >
> > > > > I asked this in a previous email yesterday and thought it was worth
> > > having
> > > > > a new subject line.
> > > > >
> > > > > Has anyone ever come up with a good way to get the exhaust back
> up to
> > > > > Rotax specs. for the model 1thru 3?
> > > > >
> > > > > When I converted from a 532 to a 503 it really became an issue.
> Could
> > > > > really use that lost power when carrying a passenger.
> > > > >
> > > > > dwight
> > > > >
> > > >
> > > >
> > >
> >
> >
>
Message 30
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--> Kitfox-List message posted by: Tc9008@aol.com
HAS ANYONE USE THE CARB CONVERSION FOR THE 582 ? IT WOULD BE NICE NOT HAVING
TO CHANGE THE JETS SO MUCH. BUT DOES IT REALLY WORK?
TRAVIS
Message 31
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|
| Subject: | Re: CONDUCTIVE GREASE |
--> Kitfox-List message posted by: Dcecil3@aol.com
Conductive Grease can be found at any home improvement center in the
Electrical section. It comes in Abt. a 10 Oz. Bottle and gets all over everything
! It
aint some mysterious Substance you have to order online. Go to Lowe's or Home
Depot or whatever you have in your area and ask (If after 2 Hours you can
actually find someone who works there) I'm sure they'll be able to help you and
you won't have to wait for it to come in the mail
David Cecil
KF3#950
Message 32
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|
| Subject: | Re: HAC CONVERSION |
--> Kitfox-List message posted by: Torgeir Mortensen <torgemor@online.no>
No, but I've been looking into it for quite some time, this addition
might be one of the best investment you can do. No more jetting, but
less fuel too. Yes, this one work, this is the original (previously)
patented system by Rotax. However, when it was patented, the price for
the update was much to high.
Now, you can buy this for a reasonable price, even a new carb with the
vac. outlet-, is not "very" expensive.
This is the best news for the Rotax 2T, -over many years, IMHO.
Torgeir.
Tc9008@aol.com wrote:
>
> --> Kitfox-List message posted by: Tc9008@aol.com
>
> HAS ANYONE USE THE CARB CONVERSION FOR THE 582 ? IT WOULD BE NICE NOT HAVING
> TO CHANGE THE JETS SO MUCH. BUT DOES IT REALLY WORK?
> TRAVIS
>
Message 33
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|
| Subject: | Re: retuning exhaust |
--> Kitfox-List message posted by: "Dave Savener" <dsavener@austin.rr.com>
Torgeir,
Thanks for your thoughtful response. It gives me a good place to begin.
Dave S
Do not archive
----- Original Message -----
From: "Torgeir Mortensen" <torgemor@online.no>
Subject: Re: Kitfox-List: retuning exhaust
> --> Kitfox-List message posted by: Torgeir Mortensen <torgemor@online.no>
>
> David,
>
> It's just hard to say.. But over all the yrs in the aviation, when such
> thing appear after a maintenance program, we always "new" that this
> "error" had something to do with the last maintenance, -and "always"
> confirmed.
>
> I'll assume you've got only a single ignition system, right? Spark plugs
> "can" fail, but does very seldom to the high quality type we are using.
> (In single ignition system, spark plug failure really bog down your
> engine.)
>
> Most often, -such an error is more or less direct fuel related. Did you
> remove the carb. fuel bowls? Is every thing in place there, as the nylon
> "seeve sleeve" filters, etc. Try thinking through your maintenance
> program, can be valuable.
>
> There is one exception, if your craft is hangared for some time since
> last flight, then issues outside your maintenance is an option.
>
> IMO.
>
> Regards
>
> Torgeir.
>
>
> Dave Savener wrote:
> >
> > --> Kitfox-List message posted by: "Dave Savener"
<dsavener@austin.rr.com>
> >
> > I should have made it more clear. It was just one of the screw holes on
the
> > Extention that was stripped. I have retapped it for a 1/4" machine
screw
> > but have yet to reinstall and flight test it.
> >
> > Since I'm not yet Rotax/2 cycle savvy, where might I look for the cause
of
> > one cylinder having 125 degrees hotter EGT?
> >
> > Could one of the new spark plugs be the culprit?
> >
> > Dave
> >
> > ----- Original Message -----
> > From: "Torgeir Mortensen" <torgemor@online.no>
> > To: <kitfox-list@matronics.com>
> > Subject: Re: Kitfox-List: retuning exhaust
> >
> > > --> Kitfox-List message posted by: Torgeir Mortensen
<torgemor@online.no>
> > >
> > > Hi Dave,
> > >
> > >
> > > Sorry for your mishap. Do you mean the thread going into one of the
> > > cylinders? If so, you'll have an exhaust leakage and this will for
sure
> > > give EGT difference. If it's just the extension of the exhaust pipe,
the
> > > "add on"- "we" install to avoid "exhaust fume" in the cabin, I'll
don't
> > > think this will matter.
> > >
> > > Regards
> > >
> > >
> > > Torgeir.
> > >
> > >
> > > Dave Savener wrote:
> > > >
> > > > --> Kitfox-List message posted by: "Dave Savener"
> > <dsavener@austin.rr.com>
> > > >
> > > > I just finished an annual on my model II with a 532. I didn't build
the
> > > > airplane, but did most of the work on the annual, while being
supervised
> > by
> > > > the A&P that signed off the annual. When I reinstalled the exhaust
> > > > extention, I stripped out one of the screw holes. I test flew the
> > airplane
> > > > without the extention. One cylinder showed about 125 degrees higher
egt
> > and
> > > > was running close to 1200 right after I throttled back from climb to
> > pattern
> > > > altitude.
> > > >
> > > > Could the missing exhaust extension cause this? If not, where are
the
> > > > obvious places to begin looking for the problem??
> > > >
> > > > It was running fine before I changed spark plugs, etc. I made no
> > > > adjustments other than normal service, like cleaning and oiling the
air
> > > > filter, etc.
> > > > ----- Original Message -----
> > > > From: "Torgeir Mortensen" <torgemor@online.no>
> > > > To: <kitfox-list@matronics.com>
> > > > Subject: Re: Kitfox-List: retuning exhaust
> > > >
> > > > > --> Kitfox-List message posted by: Torgeir Mortensen
> > <torgemor@online.no>
> > > > >
> > > > > Hi there,
> > > > >
> > > > >
> > > > > Hmm, I've a 532 with the full lenght exhaust stack (?) I thought,
have
> > a
> > > > > look at this picture at this link;
> > > > >
> > > > >
> > > >
> >
http://www.sportflight.com/cgi-bin/uploader.pl?action=view&epoch=1077647236
> > > > >
> > > > >
> > > > > I'm not sure if this is somewhat like the "503" setup, but you'll
sure
> > > > > find out.
> > > > >
> > > > >
> > > > > Regards
> > > > >
> > > > >
> > > > > Torgeir.
> > > > >
> > > > >
> > > > > dwight purdy wrote:
> > > > > >
> > > > > > --> Kitfox-List message posted by: dwight purdy
<dpurdy@comteck.com>
> > > > > >
> > > > > > I asked this in a previous email yesterday and thought it was
worth
> > > > having
> > > > > > a new subject line.
> > > > > >
> > > > > > Has anyone ever come up with a good way to get the exhaust
back
> > up to
> > > > > > Rotax specs. for the model 1thru 3?
> > > > > >
> > > > > > When I converted from a 532 to a 503 it really became an issue.
> > Could
> > > > > > really use that lost power when carrying a passenger.
> > > > > >
> > > > > > dwight
> > > > > >
> > > > >
> > > > >
> > > >
> > >
> > >
> >
>
>
Message 34
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|
--> Kitfox-List message posted by: "Ted Palamarek" <temco@telusplanet.net>
Torgeir
The HAC is the feature article in the February EAA
Experimenter magazine. I believe the Bing 54 carburetor is
the one used on the Rotax 582. It is available from Green
Sky Adventures for $189.00 US dollars. Visit
www.greenskyadventures.com and you can order it there.
Ted Palamarek
Edmonton, Ab
-
<<<<<Torgeir said>>>>>
--> Kitfox-List message posted by: Torgeir Mortensen
<torgemor@online.no>
No, but I've been looking into it for quite some time, this
addition
might be one of the best investment you can do. No more
jetting, but
less fuel too. Yes, this one work, this is the original
(previously)
patented system by Rotax. However, when it was patented, the
price for
the update was much to high.
Now, you can buy this for a reasonable price, even a new
carb with the
vac. outlet-, is not "very" expensive.
This is the best news for the Rotax 2T, -over many years,
IMHO.
Torgeir.
Message 35
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|
| Subject: | Re: CONDUCTIVE GREASE |
--> Kitfox-List message posted by: Herbert R Gottelt <gofalke@sbcglobal.net>
I am sure you do not want to use conductive grease on any of your electrical connections.
It should be DIElectric grease. This concentrates the voltage at the
connection and prevents stray voltage from beeing diverted to areas it is not
supposed to go.
Herbert Gottelt
Mt. Prospect, IL
Dcecil3@aol.com wrote:
--> Kitfox-List message posted by: Dcecil3@aol.com
Conductive Grease can be found at any home improvement center in the
Electrical section. It comes in Abt. a 10 Oz. Bottle and gets all over everything
! It
aint some mysterious Substance you have to order online. Go to Lowe's or Home
Depot or whatever you have in your area and ask (If after 2 Hours you can
actually find someone who works there) I'm sure they'll be able to help you and
you won't have to wait for it to come in the mail
David Cecil
KF3#950
Message 36
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| Subject: | Stick and Rudder,was Short Field Landings |
--> Kitfox-List message posted by: "Rick" <turboflyer@comcast.net>
Sold, will add them right next to Stick and Rudder and a few others. Thanks
If you accept Paypal let me know.
Rick N656T
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com]On Behalf Of Vic Jacko
Subject: Re: Kitfox-List: Stick and Rudder,was Short Field Landings
--> Kitfox-List message posted by: "Vic Jacko" <vicwj@earthlink.net>
Speaking of stick and rudder. I am finished with both of Ed Down's books
"How to Fly a Kitfox" and "Kitfox Pilot Guide" both of which has only one
test flight on them!
I will send to anyone in the USA for $15.00 and pay the postage.
Vic
505-622-8513
Do Not Archive
----- Original Message -----
From: <jeff.hays@aselia.com>
Subject: Re: Kitfox-List: Stick and Rudder,was Short Field Landings
> --> Kitfox-List message posted by: "jeff.hays@aselia.com"
<jeff.hays@aselia.com>
>
>
> Stick and Rudder is a book, that when you start flying you read it and
> think it's interesting, when you get some hours, and get really serious
> about flying, you re-read it, paying attention to the details, and you
> think - How did I miss this before, this guy really know's his stuff!
>
> Original Message:
> -----------------
> From: Matt Keyes keyesmp@yahoo.com
> Date: Tue, 24 Feb 2004 06:51:01 -0800 (PST)
> To: kitfox-list@matronics.com
> Subject: Re: Kitfox-List: Stick and Rudder,was Short Field Landings
>
>
> --> Kitfox-List message posted by: Matt Keyes <keyesmp@yahoo.com>
>
> Stick and Rudder is a great arm chair flyer and even though it was written
> during the glory days of flight, its info will never age. A hard copy
> eddition sits on the book shelf in our "Airplane room" also known as the
> spare bedroom/office. I read it in preperation for my ultralight training
> and would recommend it to any pilot or aspiring pilot. Its great review
> and an enjoyable read. I am currently reading Your Pilot's License by
> Jerry A. Eichenberger. This book is now in its 7th eddition and is also
> highly recommended. Much of the info pertains to those of us who are
> newbies, such as myself and do not yet carry a Private ticket, but I think
> any pilot will enjoy reading this book. He covers much of the basics and
> even touches on the proposed Sport Pilot ruling and training. It may
bring
> back fond memories for those of you who completed flight training some
time
> ago. It will be a nice introduction and or review to those of us that are
> just getting started. I found my p
> aperback
> copy at Barnes and Noble.
>
> Happy arm chair flying!
>
> Matt
>
>
> ---------------------------------
>
>
Message 37
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| Subject: | Re: Weight and Balance |
--> Kitfox-List message posted by: "Bruce Harrington" <aerowood@mcsi.net>
Hi Patricia,
Hmmmm. Interesting.
Maybe you have a really beautiful paint job (lots, and thick)?
Rest is like mine.
Maybe two 12-13 gal wing tanks?
Wing lockers?
Over size tires - 36"????
Cheers,
bh
> Ski in Africa!? (snow is a very scarce commodity down here! :-)
> maybe I should remove my make-up bag??
>
> On a more serious note: everything is 'standard' KitFox stuff except
> mabe a Maul pneumatic tailwheel, a GPS (which most pilots have I
> assume?) (on the firewall), battery is on the cabin side of the fire
> wall, a gascolator (in front of firewall)??
>
> Patricia
>
> Ps the pilot is also a little bit 'overweight' at this stage: (7,5
> months pregnant).. but that will be self-correcting in a few weeks time
Message 38
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--> Kitfox-List message posted by: "Bruce Harrington" <aerowood@mcsi.net>
Hi Lowell,
Beats me!
I only forwarded it for the lists info!
Cheers,
bh
> Bruce,
>
> Is the performance increase a factory claim or is their user experience that
> confirms the increase. We get a lot of claims from manufacturers that when
> put into service, make me not want to be the first to spend my money.
>
> Lowell
Message 39
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--> Kitfox-List message posted by: "Clem Nichols" <cnichols@scrtc.com>
I was taken in by all the hype and "glowing testimonials" about the Kiev Hot
Prop, and purchased one last summer to replace a 3-blade Warp Drive prop I
was using on a Rans S12XL powered by a Rotax 582. In restrospect, it was a
fairly expensive mistake. I think the prop is a little quieter, but really
don't see any significant improvement in either climb or cruise speed. For
another $150 or so I could have gotten an in-flight adjustable Ivo prop
which would probably have given much better performance. Call me Sadder but
Wiser. By the way, there's an interesting article on props in the March,
2004 issue of Kitplanes.
C.N.
----- Original Message -----
From: "Bruce Harrington" <aerowood@mcsi.net>
Subject: Re: Kitfox-List: New Prop
> --> Kitfox-List message posted by: "Bruce Harrington" <aerowood@mcsi.net>
>
> Hi Lowell,
> Beats me!
> I only forwarded it for the lists info!
> Cheers,
> bh
>
> > Bruce,
> >
> > Is the performance increase a factory claim or is their user experience
that
> > confirms the increase. We get a lot of claims from manufacturers that
when
> > put into service, make me not want to be the first to spend my money.
> >
> > Lowell
>
>
Message 40
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| Subject: | CONDUCTIVE GREASE |
--> Kitfox-List message posted by: "Randy Daughenbaugh" <rjdaugh@rapidnet.com>
That makes sense Herb. Where the Skystar instructions call for a
"conductive grease" is the ground wire to the frame. It may make sense
there.
As always, thanks list for the education! All of you. David, Norm, Rex,
Bob, Kurt, Lowell, Robert, John....
Learning is what makes this list great!
Randy - Series 5/7 - Mounting stuff on the panel
.
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Herbert R
Gottelt
Subject: Re: Kitfox-List: CONDUCTIVE GREASE
--> Kitfox-List message posted by: Herbert R Gottelt <gofalke@sbcglobal.net>
I am sure you do not want to use conductive grease on any of your electrical
connections. It should be DIElectric grease. This concentrates the voltage
at the connection and prevents stray voltage from beeing diverted to areas
it is not supposed to go.
Herbert Gottelt
Mt. Prospect, IL
Dcecil3@aol.com wrote:
--> Kitfox-List message posted by: Dcecil3@aol.com
Conductive Grease can be found at any home improvement center in the
Electrical section. It comes in Abt. a 10 Oz. Bottle and gets all over
everything ! It
aint some mysterious Substance you have to order online. Go to Lowe's or
Home
Depot or whatever you have in your area and ask (If after 2 Hours you can
actually find someone who works there) I'm sure they'll be able to help you
and
you won't have to wait for it to come in the mail
David Cecil
KF3#950
Message 41
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| Subject: | Re: RE: Elevator travel |
--> Kitfox-List message posted by: "jimshumaker" <jimshumaker@sbcglobal.net>
Larry
My Kitfox III also ran out of elevator. Closing the gap with Ski Saver tape
gave the greatest improvement. Vortex generators also helped for some
reason. The Vortex generators under the flat slab elevator made NO
difference at all.
Jim Shumaker
----- Original Message -----
From: "Larry Martin" <Lmar@direcway.com>
Subject: Kitfox-List: RE: Elevator travel
> --> Kitfox-List message posted by: Larry Martin <Lmar@direcway.com>
>
>
> I have an Avid MK1V and have discovered the same thing. MY elevator
travel when I got it was only rigged to 17 up, 45 down! I was warned that
the airplane would "fall out of the sky" so don't take off power until on
the ground. I was the 4th owner and the airplane only had 60hrs logged. I
also discovered that the rudder did not have appropriate travel. After
fixing the elevator to travel +30/-17 as per the book, I found I still did
not have a good flare and checked the WT&Balance. It was forward of the
forward limit, even though the paper work showed it center. Little wonder
it fell out of the sky! With those items fixed, I still find that the wing
still has some lift, but I cannot get it out. I also found that I cannot
trim less than about 65mph with the flaps up, power on. With flaps out, and
as slow as I can with the stick almost full back, there is nothing left for
a good flare. At high speed, I still have just less than neutral trim. My
c of g is now forwar!
> d of the aft limit, but aft of center. I feel that I need to change the
angle of the horizontal stab. I should be able to trim to approach speed.
At the same time I do that, (hopefully in March) I plan to extend the
elevator range of travel. Right now it is limited by the length of the
control rod ends.
> I have considered using vortex generators under the stab, but it is my
understanding that it would not work on flat stab like mine.
> I have also found that the tail is vey hard to raise. Lets keep in touch.
The aft c of g may help, but I don't think that that is the complete fix. I
think the stab is the problem.
> Larry
>
> One thing I noticed after landing was that my trim was
> full nose up. I trimmed for 52 KIAS this time and
> that shows me that I am right there at the fwd CG.
> I'll have to see if I can even use full flaps, or any
> at all, for landing without running out of elevator.
> I landed with 69# of fuel at 1200 lbs total. I
> couldn't catch it, but the stall in ground effect was
> below 40 KIAS somewhere clean.
>
> Now I wonder if I am actually stalling the wing or
> running out of elevator at altitude. I'll have to
> explore the stall deeper, then start moving the CG aft
> with more weight.
>
>
Message 42
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| Subject: | Kitfox IV Purchase |
--> Kitfox-List message posted by: Guy Buchanan <bnn@nethere.com>
All,
I'm interested in purchasing an already built Kitfox IV or similar. (I'm
looking for two seats and folding wings.) I apologize if these have already
been covered but I wanted to get the latest thoughts:
1. What empty weight should I look for?
2. Should I hold out for a 1200# gross weight?
3. Is a 582 adequate for two, or should I pay for the 912?
4. Are there any must-have items?
5. What problems should I look out for?
6. Hanger rents in the area are about $400/month. I'd therefore like to
trailer from home, or leave the aircraft at the airport in a toy box.
(...the way the glider owners do.) Is this practical?
7. Anything else I should know?
I'm a PPSEL with tailwheel endorsement and about 100 hours. I hope to do
all of the maintenance myself.
Thanks so much.
Guy
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