Today's Message Index:
----------------------
1. 02:05 AM - Re: NSI EA-81 and CAP 140 operation questions (kurt schrader)
2. 04:37 AM - Re: NSI EA-81 and CAP 140 operation questions (Fox5flyer)
3. 06:22 AM - Painting gap-bridging tape (Clem Nichols)
4. 08:21 AM - Re: NSI EA-81 and CAP 140 operation questions (Rick)
5. 08:32 AM - Alaska 2002 DVDs & CD (hausding, sid)
6. 09:02 AM - Re: NSI EA-81 and CAP 140 operation questions (Fox5flyer)
7. 11:34 AM - Wing locker (Graeme Toft)
8. 12:40 PM - Asian airplanes WAS: Alaska 2002 DVDs & CD (Michel Verheughe)
9. 12:50 PM - NSI EA-81 & CAP 140 opns. for Jeff (Scott McClintock)
10. 01:13 PM - Re: Painting gap-bridging tape (Allan Mantell)
11. 01:25 PM - Re: Asian airplanes WAS: Alaska 2002 DVDs & CD (Scott McClintock)
12. 02:34 PM - Re: Asian airplanes (Michel Verheughe)
13. 04:50 PM - S-6 fuel tanks (Fred Shiple)
14. 05:39 PM - ski saver tape (Fox5flyer)
15. 06:49 PM - Re: NSI EA-81 and CAP 140 operation questions (kurt schrader)
16. 07:03 PM - Re: ski saver tape (Rick)
17. 07:20 PM - Re: NSI EA-81 and CAP 140 operation questions (Rick)
18. 09:29 PM - Re: NSI EA-81 and CAP 140 operation questions (kurt schrader)
19. 09:34 PM - Re: S-6 fuel tanks (Jeff Smathers)
20. 09:45 PM - Re: S-6 fuel tanks (JMCBEAN)
Message 1
| INDEX | Back to Main INDEX |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: NSI EA-81 and CAP 140 operation questions |
--> Kitfox-List message posted by: kurt schrader <smokey_bear_40220@yahoo.com>
Hey Jeff,
Sounds like the fun is just about ready to begin! :-)
I have the S-5 with the NSI EA-81 {but turboed} and
CAP-140, so mine is a little different from yours due
to the turbo. I don't have the blade angle gage
either - sorry. I'll offer what I can and let the
others jump in with better details.
I just reached 17.0 on the Hobbs while testing mine on
Monday. :-)
With a pitch gage, you can tie the plane down,
definately the tail, and do a full power runup. Stick
full aft too! Just ease the power up while adjusting
the prop to give you the static rpm you want at full
power. Then read the angle on the gage. This will
change with density altitude of course, but it is
ballpark to start with.
The latest NSI limitations sheet I have dated 2002
gives a max of 6200 rpm for your engine for takeoff.
5800 is max continuous. If this is what you have,
good. I suggest that you keep the rpm below max
continuous all the time though. There is still plenty
of power.
Without an angle gage, I set my prop to max pitch
around 2500 rpm, then throttle back to 2000 rpm. Then
I reset the prop to 2750 rpm for proper blade angle.
That gives me a good blade angle for takeoff power.
At that point I do the runup ignition checks, etc.
You could also use that kind of proceedure, but with a
little more rpm/less pitch for takeoff on yours.
On the turbo, my manifold pressure goes to zero on
takeoff and maybe 0-6 in cruise, so I am probably no
help to you there.
I climb at 60 KIAS (or 69 mph) which is just above
best rate of climb for me. The locals still complain
about my climb angle being too high at that speed. I
ease the rpm back down to 44-4600 for climb above
500'.
Do you have a fuel flow gage?
For cruise, I bring the rpm down some first with prop
pitch. Then I set 4 gph fuel flow for 65 KIAS/75 mph
to 6 gph FF and 85 KIAS/98 mph all at 36-3900 rpm.
My limitations sheet says 39-4000 is best for you, but
you need to find your own "sweet spot" for rpm. I
have not even tested beyond 95 knots/110 mph yet.
My plane is very draggy without any fairings
installed, so you should be able to match or beat my
numbers in speed for your power settings.
My clean stall was 40 KIAS (or 46 mph) testing at 1200
lbs. I tried 60 KIAS (or 69 mph) for the pattern, but
it is too fast and leads to floating or bouncing
unless you bleed it off on final. It doesn't seem to
bleed off that easily and I need to slip it most of
the way on final when starting with that speed. 52
KIAS (or 60 mph) works great though. Still not doing
any fancy stuff yet in the pattern.
Based on your empty CG of 12.73 (?), you may find that
you have a little too much weight with that heavy
battery back there and can go to the next lighter one,
after some testing. Then you will have more gargo
capacity to work with. My battery is 22 lbs, but my
ELT is right behind it. My weight is maybe 2-3 lbs
less in back than yours. It makes a big difference in
CG available.
Hope that starts the conversation.
Kurt S.
--- Jeff Smathers <jsmathers@cybcon.com> wrote:
> Hi All,
>
> I am trying to find operational values for my Kitfox
> 5 Outback thats configured with an NSI EA-81 engine
> and CAP 140 prop.
>
> I am ready for my first flight and would like to
> know what Engine RPM / Prop Angle / Manifold
Pressure
> relationships I can expect and approximate airspeeds
> associated for those values.
> ..................
> Thanks sincerely, Jeff Smathers N456JT KF5
> 853 lbs 12.73 CG SN#9404-0009
> ....(I've got a 26 lb Genesis battery in the tail)
__________________________________
Message 2
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: NSI EA-81 and CAP 140 operation questions |
--> Kitfox-List message posted by: "Fox5flyer" <morid@northland.lib.mi.us>
Jeff sez:
> I am trying to find operational values for my Kitfox 5 Outback
> thats configured with an NSI EA-81 engine and CAP 140 prop.
> I am ready for my first flight and would like to know what
> Engine RPM / Prop Angle / Manifold Pressure relationships
> I can expect and approximate airspeeds associated for those
> values.
Good morning Jeff. I don't have a pitch gauge, nor do I have any idea what
my prop pitch is. It's all done by feel, rpm, and most of all manifold
pressure (MP).
Prior to takeoff, when warmed up, I set prop for full pitch at 2000 rpm
static. Then I start reducing pitch until I get 2650 rpm. This sets my
takeoff pitch and gives around 5000 takeoff rpm which is slightly variable
with OAT. I've never found I needed the pitch gauge nor do I have a trim
gauge. Just more things to go wrong.
My MP at takeoff is somewhere around 29" with 5000-5300 rpm. I could go
much higher in rpm, but there's plenty of power available so I don't use
more unless I need it. Nice to know it's available though. My climb speed
is about 70mph which yields about 1000 to 1200 fpm depending on temps. Hot
summer days can be down around 800 fpm. After 500' I usually start adding
pitch and reducing power while lowering the nose to a climb rate of about
4400 rpm and 90 mph at about 25" MP and leaned to about 1400 egt. When I
start getting close to altitude I lower the nose and let the speed pick up
while adding more prop pitch and reducing throttle until I get my 22" MP,
3800 rpm, 1460 egt, 4 gph, and about 110 indicated. This varies according
to ambient conditions and can be higher or lower. I don't have any spread
sheets or anything like that.
My airplane is fairly clean aerodynamically so this is a big variable with
the different Foxes. My weight is 870 and I have a 19lb Powersonic battery
in the tail with wings swept. Tailwheel is the Maule Tundra unit and long
Grove aluminum t/w spring. Empty CG is right at the front, but with me
(170) and low fuel I have no trouble getting the tail down on flare.
Hope this helps a little.
Darrel
Message 3
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Painting gap-bridging tape |
--> Kitfox-List message posted by: "Clem Nichols" <cnichols@scrtc.com>
Can anyone in the group tell me if Polytone finish will adhere to the "Tissu tape"
sold by Wings & Wheels to use in bridging the gap between my horizontal stabilizer
and elevator? I'd prefer to have the tape match the color of my plane,
but would hate to wind up with a peeling mess which would look much worse than
the original white color of the tape. The man who sells the tape was unable
to tell me. Thanks in advance.
Clem Nichols
Message 4
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | NSI EA-81 and CAP 140 operation questions |
--> Kitfox-List message posted by: "Rick" <turboflyer@comcast.net>
Kurt, Rick here. Say don't think the MP should drop at all. You should be
making about 44 inches on take off at those RPMs and never go minus any.
Even at 10,000 feet you should be able to make around 33-34 IPM. Are you
sure you don't have a boost gage? Even with a boost gage it should be making
max boost on take off at those RPMs. The 6GPH sounds right depending on
leaning and power setting in cruise. I personally am going to stay away from
any EGTs above 1400, still building a new engine, getting closer though.
Rick
On the turbo, my manifold pressure goes to zero on
takeoff and maybe 0-6 in cruise, so I am probably no
help to you there.
Kurt S.
--- Jeff Smathers <jsmathers@cybcon.com> wrote:
> Hi All,
>
> I am trying to find operational values for my Kitfox
> 5 Outback thats configured with an NSI EA-81 engine
> and CAP 140 prop.
>
> I am ready for my first flight and would like to
> know what Engine RPM / Prop Angle / Manifold
Pressure
> relationships I can expect and approximate airspeeds
> associated for those values.
> ..................
> Thanks sincerely, Jeff Smathers N456JT KF5
> 853 lbs 12.73 CG SN#9404-0009
> ....(I've got a 26 lb Genesis battery in the tail)
__________________________________
Message 5
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Alaska 2002 DVDs & CD |
--> Kitfox-List message posted by: "hausding, sid" <sidh@charter.net>
I don't think John would mind....if you don't have a set by the time I get
them I will copy and mail you a set......
Sid
---------------------
"Harris, Robert" wrote:
>
> Sid or Scott please burn me a copy when you get them. I'll pay you..
I would be willing to pay for a set also. I wanted to move them along as
fast as
possible when I got them, so I took them to someone to have them copied.
Without
looking at the originals, I sent them on. The dvds have skips then twoard
the end
are not viewable at all. The cd's I can't open at all. All I have are a
bunch of
other programs that won't open either.
So I would gladly pay for a set. Norm
Message 6
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: NSI EA-81 and CAP 140 operation questions |
--> Kitfox-List message posted by: "Fox5flyer" <morid@northland.lib.mi.us>
Good point Rick. I was thinking about this. Kurt, if you are using a
mechanical gauge, what are you using for MP tubing? If it's any sort of
urethane type product perhaps the vacuum created is closing off the tubing,
therefore the zero to six reading you're getting on your gauge. Just a
thought.
Darrel
> Kurt, Rick here. Say don't think the MP should drop at all. You should be
> making about 44 inches on take off at those RPMs and never go minus any.
> Even at 10,000 feet you should be able to make around 33-34 IPM. Are you
> sure you don't have a boost gage? Even with a boost gage it should be
making
> max boost on take off at those RPMs. The 6GPH sounds right depending on
> leaning and power setting in cruise. I personally am going to stay away
from
> any EGTs above 1400, still building a new engine, getting closer though.
> Rick
>
> On the turbo, my manifold pressure goes to zero on
> takeoff and maybe 0-6 in cruise, so I am probably no
> help to you there.
>
> Kurt S.
Message 7
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> Kitfox-List message posted by: "Graeme Toft" <msm@byterocky.net>
Hi , I am rebuilding a Mk 1 in Australia and cant find info about converting the
wing locker into a fuel tank. Can anyone tell me if this mod is approved and
if so where can I get plans or detail on how to go about it. Hope someone can
help as its impossible to get info down here about anything Kitfox related.
Regards
Graeme
Message 8
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Asian airplanes WAS: Alaska 2002 DVDs & CD |
--> Kitfox-List message posted by: Michel Verheughe <michel@online.no>
Scott McClintock wrote:
> Would YOU fly in an airplane manufactured in Taiwan or Korea?
I certainly would, Scott! Because if I was allowed to fly it in Norway, it
would have to pass tests you haven't heard of yet. Remember that I live in the
country that wants me to wear a helmet and stay within 10 km of the coast when
I fly a Kitfox! :-)
Cheers,
Michel
Message 9
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | NSI EA-81 & CAP 140 opns. for Jeff |
--> Kitfox-List message posted by: Scott McClintock <scott_mcclintock@dot.state.ak.us>
Jeff,
I have read Kurt & Darrel's recommendations. I have a Series 5 with the
same virtual set up.
My plane is heavy (945 lbs.) for a Kitfox but strangely enough my TO
settings, procedures and speeds are almost identical.
In regards to setting the prop pitch, the procedures outlined by Kurt &
Darrel are what I use and are critical.
My first TO, I had too little pitch causing my RPMs to get into the rev
limiter. Not something you want during a TO.
I generally pitch mine for just under max RPM (say about 5800-5900) with
full throttle. I get very impressive FPM climb/speed performance using
these settings.
I'd recommend using what we are using and you can do the "fine turning"
as you become more comfortable with
your plane.
Have Fun and keep us informed on your progress.
Scott in Nome
DO NOT ARCHIVE
Message 10
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Painting gap-bridging tape |
--> Kitfox-List message posted by: "Allan Mantell" <wb2ssj@earthlink.net>
There is a clear tape called "ski-saver tape". Its sold in sporting goods
stores for putting on the top of skis so they don't get scratched up. Many
people have used this for the gap seal and it s clear and you don't see it.
Can be replaced easily for it comes off with a heat gun. I use it near the
door openings where you slide in and out and it protects the paint in that
area. TEX
----- Original Message -----
From: "Clem Nichols" <cnichols@scrtc.com>
Subject: Kitfox-List: Painting gap-bridging tape
> --> Kitfox-List message posted by: "Clem Nichols" <cnichols@scrtc.com>
>
> Can anyone in the group tell me if Polytone finish will adhere to the
"Tissu tape" sold by Wings & Wheels to use in bridging the gap between my
horizontal stabilizer and elevator? I'd prefer to have the tape match the
color of my plane, but would hate to wind up with a peeling mess which would
look much worse than the original white color of the tape. The man who
sells the tape was unable to tell me. Thanks in advance.
>
> Clem Nichols
>
>
Message 11
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Asian airplanes WAS: Alaska 2002 DVDs & CD |
--> Kitfox-List message posted by: Scott McClintock <scott_mcclintock@dot.state.ak.us>
Actually Michel, I was using an American vernacular which used to be pointed at
the
(once) poor quality of Harley-Davidson motorcycles. (I.e. The evil AMF days)
sorry.
I hope I will not be thus restricted when I fly the "Arctic Fox" to Russia this
August.
The Russian government hasn't decided on how to deal with several of us
Alaskan Airman's Assoc. pilots who fly "experimentals". We are working on it.
Scott in Nome
DO NOT ARCHIVE
Michel Verheughe wrote:
> --> Kitfox-List message posted by: Michel Verheughe <michel@online.no>
>
> Scott McClintock wrote:
> > Would YOU fly in an airplane manufactured in Taiwan or Korea?
>
> I certainly would, Scott! Because if I was allowed to fly it in Norway, it
> would have to pass tests you haven't heard of yet. Remember that I live in the
> country that wants me to wear a helmet and stay within 10 km of the coast when
> I fly a Kitfox! :-)
>
> Cheers,
> Michel
>
Message 12
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Asian airplanes |
--> Kitfox-List message posted by: Michel Verheughe <michel@online.no>
Scott McClintock wrote:
> I hope I will not be thus restricted when I fly the "Arctic Fox" to Russia this
> August.
Wow, that's cool, Scott! You'll be in Michel Gordillo's footstep but the other
way around then. There has been a time since I read his story and he will
correct me if I am wrong but wasn't in in Russia where they insisted he needed
a navigator in place of his "right seat tank?"
Anyway, I am sure it will be fun and we hope to see a lot of pictures from the
trip. Looking forward to that.
Cheers,
Michel
do not archive
Message 13
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> Kitfox-List message posted by: Fred Shiple <fredshiple@sbcglobal.net>
I swapped my fuel tank drains for flush mount drains to avoid hitting the bubble
doors. Both drains I removed had a sticky resin like material at the o-rings.
When they dried over nite the stuff suspiciously set up like fiber glass. When
I inspected the filler necks and visible interior tank, the area looked and
felt solid.
There is alcohol in the local auto fuel and fuel's been in the tank for about 3
months now. Have got the FAA signed off and am about ready for first flight.
Has anyone
encountered this before? Any advise regarding tracking this down further and am
I correct in being concerned about the integrity of the tanks?
Thanks.
Fred
Message 14
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> Kitfox-List message posted by: "Fox5flyer" <morid@northland.lib.mi.us>
I was told that Ski-Saver tape wasn't being marketed anymore. Do you know
of any chain stores that stock it? I'd like to get some more just to keep
on hand.
Darrel
> There is a clear tape called "ski-saver tape". Its sold in sporting goods
> stores for putting on the top of skis so they don't get scratched up. Many
> people have used this for the gap seal and it s clear and you don't see
it.
> Can be replaced easily for it comes off with a heat gun. I use it near
the
> door openings where you slide in and out and it protects the paint in that
> area. TEX
Message 15
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: NSI EA-81 and CAP 140 operation questions |
--> Kitfox-List message posted by: kurt schrader <smokey_bear_40220@yahoo.com>
Darrel and Rick,
I have been wondering about this guys. I am just a
bit short of "round-to-its" right now. Lance sent me
a VDO 0-30 Vacuum gage with the turbo engine, so no, I
don't see any boost. It is tapped off the aircraft
right side of the intake and acts just like a vacuum
gage should, 15 to 16 inches at idle and clockwise to
zero with power. To get 6" vacuum takes a fuel flow
of only 3 gal/hr. More than that and I get to zero
vacuum quickly. Can't see boost at all.... I assume
you all got boost gages then? Was this vacuum gage
supposed to be for the normally asperated ENG's only,
or not at all?
Been working on these other issues so far, so I didn't
address that gage yet:
I got my oil breather to stop burping. My oil temps
are lower now too, since I ducted more air to the oil
cooler. Now the pressure stays up at idle in descent,
at least in cold wx. Will check as it gets warmer
here. I still get 220-230 degrees oil temp at max
power, but it cools off now to 180-205, with OAT's
below 60 anyway.
But my egt's run 1400-1550 in flight, full rich, with
1450 average at 4-5 gph. At 85 knots and 6 gph fuel
flow, I am at 1500-1550 egt, rich. I only see the
cool side of 1400 at very low power. Haven't liked
that either. Carboning everything up because I am
almost always rich to keep the temps down.
I might have to bypass my EGT L/R switch and watch one
side only to see if the switch connections are scewing
my temps. It would be nice if that is all it was.
The other possibility is low fuel flow going lean.
I'd appreciate any comments.
Then I found that my prop would jump 400 rpm in
flight. Thought I was bumping the switch, but it
turns out my prop changing jack screw needs a shim. I
can rotate the blades in pitch by hand on the ground.
Those sudden rpm changes get your attention too. Just
figured it out this week, so I still need to fix that.
Since it always tries to go to flat pitch, I just run
my rpm up, then slightly back down to keep it steady
until I can get round-to-it.
I have collect a lot of data and tested a lot so far,
mostly very good stuff. Going to do a bit of
correcting of these and other issues as soon as I can
get some good wx and complete my climb data. Then it
is time to service the engine and GB anyway.
Radiator scoop is in progress to add next. If I get
good data first, I can confirm the change I get from
adding it.
Kurt S.
.................
--- Fox5flyer <morid@northland.lib.mi.us> wrote:
> Good point Rick.
> Darrel
> .................
> > Kurt, Rick here. Say don't think the MP should
> drop at all. You should be making about 44 inches on
> take off at those RPMs and never go minus any.
> Are you sure you don't have a boost gage?
-------------------
> I personally am going to stay away from any EGTs
> above 1400, still building a new engine,
> getting closer though.
> > Rick
__________________________________
Message 16
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> Kitfox-List message posted by: "Rick" <turboflyer@comcast.net>
Give this a try. If not let me know and i will did a bit more.
Rick
Ski Saver
227 North Mill St.
Lewisville, Tx. 75057
Tel. 972-219-7401
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com]On Behalf Of Fox5flyer
Subject: Kitfox-List: ski saver tape
--> Kitfox-List message posted by: "Fox5flyer" <morid@northland.lib.mi.us>
I was told that Ski-Saver tape wasn't being marketed anymore. Do you know
of any chain stores that stock it? I'd like to get some more just to keep
on hand.
Darrel
> There is a clear tape called "ski-saver tape". Its sold in sporting goods
> stores for putting on the top of skis so they don't get scratched up. Many
> people have used this for the gap seal and it s clear and you don't see
it.
> Can be replaced easily for it comes off with a heat gun. I use it near
the
> door openings where you slide in and out and it protects the paint in that
> area. TEX
Message 17
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | NSI EA-81 and CAP 140 operation questions |
--> Kitfox-List message posted by: "Rick" <turboflyer@comcast.net>
Kurt, do you have the Ellison 2 or 3A. If you don't have the 3A this could
be part of you problem. Not know exactly what is going on, there is also the
possibility you could be running too rich in which case you could actually
be runner hotter than if you were lean of peak. I suspect as stated previous
by I believe Darrel you line to the gage could be a culprit on the boost/MP
issue. I changed mine to a copper line with AN fitting and a bulk head
fitting. Just did not like the plastic line. To easy to melt and become a
torch IMHO. Regardless, the boost should be about 7 PSI at sea level and I
cant remember what it was at idle before I installed the MP gage. Pretty
sure it reads at a minimum 30 IN at idle and for sure 44 at full power.
Could be a bad gage. One good thing about a boost or MP gage is that if your
engine isn't making the same MP relative to standard pressure it a sure
indication something is going wrong. I would switch to a MP gage and see
what readings you get or at least do a check on the line. Something's not
right.
Rick
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com]On Behalf Of kurt
schrader
Subject: Re: Kitfox-List: NSI EA-81 and CAP 140 operation questions
--> Kitfox-List message posted by: kurt schrader
<smokey_bear_40220@yahoo.com>
Darrel and Rick,
I have been wondering about this guys. I am just a
bit short of "round-to-its" right now. Lance sent me
a VDO 0-30 Vacuum gage with the turbo engine, so no, I
don't see any boost. It is tapped off the aircraft
right side of the intake and acts just like a vacuum
gage should, 15 to 16 inches at idle and clockwise to
zero with power. To get 6" vacuum takes a fuel flow
of only 3 gal/hr. More than that and I get to zero
vacuum quickly. Can't see boost at all.... I assume
you all got boost gages then? Was this vacuum gage
supposed to be for the normally asperated ENG's only,
or not at all?
Been working on these other issues so far, so I didn't
address that gage yet:
I got my oil breather to stop burping. My oil temps
are lower now too, since I ducted more air to the oil
cooler. Now the pressure stays up at idle in descent,
at least in cold wx. Will check as it gets warmer
here. I still get 220-230 degrees oil temp at max
power, but it cools off now to 180-205, with OAT's
below 60 anyway.
But my egt's run 1400-1550 in flight, full rich, with
1450 average at 4-5 gph. At 85 knots and 6 gph fuel
flow, I am at 1500-1550 egt, rich. I only see the
cool side of 1400 at very low power. Haven't liked
that either. Carboning everything up because I am
almost always rich to keep the temps down.
I might have to bypass my EGT L/R switch and watch one
side only to see if the switch connections are scewing
my temps. It would be nice if that is all it was.
The other possibility is low fuel flow going lean.
I'd appreciate any comments.
Then I found that my prop would jump 400 rpm in
flight. Thought I was bumping the switch, but it
turns out my prop changing jack screw needs a shim. I
can rotate the blades in pitch by hand on the ground.
Those sudden rpm changes get your attention too. Just
figured it out this week, so I still need to fix that.
Since it always tries to go to flat pitch, I just run
my rpm up, then slightly back down to keep it steady
until I can get round-to-it.
I have collect a lot of data and tested a lot so far,
mostly very good stuff. Going to do a bit of
correcting of these and other issues as soon as I can
get some good wx and complete my climb data. Then it
is time to service the engine and GB anyway.
Radiator scoop is in progress to add next. If I get
good data first, I can confirm the change I get from
adding it.
Kurt S.
.................
--- Fox5flyer <morid@northland.lib.mi.us> wrote:
> Good point Rick.
> Darrel
> .................
> > Kurt, Rick here. Say don't think the MP should
> drop at all. You should be making about 44 inches on
> take off at those RPMs and never go minus any.
> Are you sure you don't have a boost gage?
-------------------
> I personally am going to stay away from any EGTs
> above 1400, still building a new engine,
> getting closer though.
> > Rick
__________________________________
Message 18
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | NSI EA-81 and CAP 140 operation questions |
--> Kitfox-List message posted by: kurt schrader <smokey_bear_40220@yahoo.com>
Rick,
I have the 3A TB, but I have had mixture issues.
Sometimes full rich is rich and sometimes it is right
on peak. Lance says that I need a fuel pressure
regulator, so I bought one, but haven't installed it
yet. I don't think I have ever been too lean. Always
from peak to rich, depending upon the test I was doing
and power I needed. After I get the regulator
installed, I'll try careful leaning at lower power to
see where the egt goes. Obviously the regulator will
not increase my fuel flow. I always hate to stick
things in that might restrict. But steady pressure
equals steady mixture.
I pulled the screen on the carb just in case something
got that far. Nodda... Didn't actually check the
metering bar for plugged holes though.
The vacuum gage is working right. It is just a vacuum
gage! I need a boost gage or MP gage. Did you buy
your own or get it from NSI?
Another more minor issue. The FlowScan meter seems to
not be accurate in fuel consummed if you go above the
max reading of 10 gph FF. When I do my high powered
climbs and desents, the totalizer is off by up to 30%.
Missing about 2 gph in usage in just over an hour.
Anyone else have that problem?
On the good side, of the three I have flown, my KF
beats the Cub and Champ hands down. They are not
nearly as good on the controls as the KF, nor do they
make me feel as secure in flight. :-)
Kurt S.
__________________________________
Message 19
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: S-6 fuel tanks |
--> Kitfox-List message posted by: Jeff Smathers <jsmathers@cybcon.com>
Fred,
That residue might have been trace amounts of styrene that was remaining
in the tank after they desolved out the styrene tank form when they lay-up
the fiberglass. Mine was sealed up for 2 years and when I checked the
inside filler neck it felt like uncured epoxy ! It was resolved by sloshing the
tanks with MEK and letting it "dry out" for several weeks.
Apparently styrene is a "heavy" molecule and will not evaporate in a sealed
container (tank).
Jeff Smathers
Fred Shiple wrote:
> --> Kitfox-List message posted by: Fred Shiple <fredshiple@sbcglobal.net>
>
> I swapped my fuel tank drains for flush mount drains to avoid hitting the bubble
doors. Both drains I removed had a sticky resin like material at the o-rings.
When they dried over nite the stuff suspiciously set up like fiber glass.
When I inspected the filler necks and visible interior tank, the area looked and
felt solid.
> There is alcohol in the local auto fuel and fuel's been in the tank for about
3 months now. Have got the FAA signed off and am about ready for first flight.
Has anyone
> encountered this before? Any advise regarding tracking this down further and
am I correct in being concerned about the integrity of the tanks?
> Thanks.
> Fred
>
Message 20
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> Kitfox-List message posted by: "JMCBEAN" <JDMCBEAN@cableone.net>
Fred,
It is most likely styrene. I would suggest draining the fuel and letting
the tanks air out.
Blue Skies!!
John & Debra McBean
"The Sky is not the Limit... It's a Playground"
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com]On Behalf Of Fred Shiple
Subject: Kitfox-List: S-6 fuel tanks
--> Kitfox-List message posted by: Fred Shiple <fredshiple@sbcglobal.net>
I swapped my fuel tank drains for flush mount drains to avoid hitting the
bubble doors. Both drains I removed had a sticky resin like material at the
o-rings. When they dried over nite the stuff suspiciously set up like fiber
glass. When I inspected the filler necks and visible interior tank, the area
looked and felt solid.
There is alcohol in the local auto fuel and fuel's been in the tank for
about 3 months now. Have got the FAA signed off and am about ready for first
flight. Has anyone
encountered this before? Any advise regarding tracking this down further and
am I correct in being concerned about the integrity of the tanks?
Thanks.
Fred
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|