Today's Message Index:
----------------------
1. 04:14 AM - Re: cooling system on a 582 (dwight purdy)
2. 04:25 AM - Re: cooling system on a 582 (Marc Arseneault)
3. 05:26 AM - Re: tail wheel/ground loop (Paul Seehafer)
4. 06:44 AM - Re: tail wheel/ground loop (torgemor)
5. 06:49 AM - Re: tail wheel/ground loop (Lowell Fitt)
6. 06:59 AM - Re: tail wheel/ground loop (michel)
7. 07:47 AM - Re: tail wheel/ground loop (Noel & Yoshie Simmons)
8. 08:56 AM - Tail wheel question?Re: tail wheel/ground loop (Harris, Robert)
9. 09:47 AM - Re: Sun N Fun (Bob Unternaehrer)
10. 09:59 AM - 582 H2O temp Re: cooling system on a 582 (Harris, Robert)
11. 10:23 AM - Re: Tail wheel question?Re: tail wheel/ground loop (Steve Cooper)
12. 10:36 AM - Re: 582 H2O temp Re: cooling system on a 582 (RiteAngle3@aol.com)
13. 11:08 AM - Re: Tail wheel question?Re: tail wheel/ground loop (Fox5flyer)
14. 11:45 AM - Re: 582 H2O temp Re: cooling system on a 582 (Harris, Robert)
15. 11:51 AM - I'll try itRe: Tail wheel question? (Harris, Robert)
16. 11:53 AM - Re: Tail wheel question?Re: tail wheel/ground loop (Harris, Robert)
17. 11:55 AM - Re: 582 H2O temp Re: cooling system on a 582 (Gary Algate)
18. 03:27 PM - Engine monitoring - PLC ? - Subaru engine builders (Phil Cowley)
19. 03:31 PM - central california DAR inspector (Phil Cowley)
20. 03:56 PM - Re: central california DAR inspector (Steve Cooper)
21. 04:52 PM - Re: Miguel Ramirez (owner-kitfox-list-server@matronics.com)
22. 05:26 PM - Re: central california DAR inspector (Lowell Fitt)
23. 05:31 PM - Re: Engine monitoring - PLC ? - Subaru engine builders (Steve Zakreski)
24. 05:35 PM - Re: Tail wheel question?Re: tail wheel/ground loop (Steve Zakreski)
25. 07:08 PM - Re: Engine monitoring - PLC ? - Subaru engine builders (roger augenstein)
26. 07:30 PM - Re: Miguel Ramirez (Kirk's Welding)
27. 07:33 PM - Re: 582 H2O temp Re: cooling system on a 582 (Tc9008@aol.com)
28. 09:01 PM - Re: central california DAR inspector (JMCBEAN)
29. 09:03 PM - Re: central california DAR inspector (JMCBEAN)
30. 09:05 PM - Re:percent completed (RiteAngle3@aol.com)
31. 11:33 PM - Re:tail wheel/ground loop (michel)
Message 1
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| Subject: | Re: cooling system on a 582 |
--> Kitfox-List message posted by: dwight purdy <dpurdy@comteck.com>
It will run hotter with a thermostat.
Dwight
At 09:57 PM 4/20/2004 -0400, you wrote:
>--> Kitfox-List message posted by: Tc9008@aol.com
>
>I can't get my kf to cool down. It stays at 185 degrees . Does everyone run a
>thermostat and where is the best place to get one.
>
>
>---
>Incoming mail is certified Virus Free.
>Version: 6.0.648 / Virus Database: 415 - Release Date: 3/31/2004
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Message 2
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| Subject: | cooling system on a 582 |
--> Kitfox-List message posted by: "Marc Arseneault" <northernultralights@hotmail.com>
I have a thermostat in stock. If you are interested contact me off the list.
Best Regards,
Marc Arseneault
Ontario Canada
Powerful Parental Controls <a
Message 3
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| Subject: | Re: tail wheel/ground loop |
--> Kitfox-List message posted by: "Paul Seehafer" <av8rps@tznet.com>
Subject: Kitfox-List: tail wheel/ground loop
Previous writer stated;
> No one likes to admit to having a gound loop and I am no exception.
Unfortunetly it happened to me.
> I had installed some new tires on the Fox and took it out for a taxi test.
It was really hard to handle and wanted to go >every where but staight. Run
it down the stripe and when I pulled back on the throttle to slow the tail
started to drop >and she darted off to the right and came up on the left
wing, I slammed down on the left rudder and recovered but not >before the
left wing was on the gound and I was off the paved strip (30' wide)........
All:
I have a friend that wrecked his Avid Mark IV after he and his flight
instructor ground looped it while practicing wheel landings. It ended up on
it's back, pretty severely damaged. Incidentally, I had test flown this
same airplane for the first 50 hours of its life. But the first 40 were on
floats (my preferred test flying method - lots of long runways every which
direction should I need it). And when we put it back on the gear at a
little over the 40 hour mark, I expected it to be an easy transition for me
as I have over 300 hours tailwheel time in Avids and Kitfoxes. But was I
surprised!
Take off was straightforward (no pun intended). But when it came time to
land, it took me 6 attempts before I could put it on the ground without
ground looping it. It would veer left (primarily, but also right) severely
as soon as the tailwheel touched the blacktop. Thank god for high lift
wings and high horsepower to weight ratios! I was fortunate to be able to
fly away with wide open throttle and a lot of stick finesse. Whew! I
couldn't figure out if I was just that rusty, or if there was something
wrong with the airplane? I had never had that much trouble with any
taildragger previous. Even a Pitts S-2 I checked out in was easier than
this Avid.
So we checked everything. Tightened the bungees and I went up again
(somewhat reluctantly I will admit). Same exciting experience! So we
decided to let some air out of the tires after checking and rechecking tire
tracking. Went up again (was almost getting good at groundloop recoveries
at this point, if that's possible?) Made a very minor improvement, but
after about 6 more "almost" ground loops, I was determined to figure out the
problem. But we saw nothing wrong. As a last resort, we decided to remove
the full-swivel capability from the Maule tailwheel. Just like that, it was
now the easy-to-land-pussycat an Avid or Kitfox should be! So the
owner/builder and I were finally able to go out and fly his airplane
together so he could get some tailwheel stick time. Then I took his
instructor out and checked him out so he could train the owner/builder so he
could earn his recreational license in his own airplane. The instructor was
an experienced tailwheel pilot, and commented about how much better the Avid
handled than the Cub he owned, and was using for tailwheel instruction.
They went on to fly the Avid approximately another 20 hours without a
problem. Then one day they decided to put the full-swivel option back into
use on the tailwheel (it was more fun on the ramp the instructor told him).
And it was almost immediately after doing so that they got in trouble and
wrecked the airplane.
Investigation of the aircraft later showed that the builder had not limited
the rudder deflection like the Avid recommended. He thought more was
better. Unfortunately, that over controlling rudder movement was activating
the full swivel sooner than it should have been, while still in the air. I
initially was not convinced it could be that simple, but when re-thinking
the problems I had with it, and how removing the full swivel option from the
tailwheel made it much easier to handle, I agreed they were on to something.
Best detailed explanation I can give; When landing the airplane we all had
a tendency to land on the mains with the tailwheel hitting seconds later.
That's always the way I found Avid's to land best due to the landing gear
and wing incidence relationship. Even though the airplane was straight down
the runway in a picture perfect landing, if you used alot of rudder
deflection during the landing (especially once the main wheels were on the
ground), the tailwheel would unlock and start to swivel left or right. So
as soon as the tail touched, the wheel being sideways one way or another put
you into an immediate sharp turn. And of course you probably were going to
swerve the other direction next due to overcorrecting with opposite rudder
(it all happens in a nano-second you know). After playing around on the
ground with the tailwheel / rudder movement relationship, we learned that
limiting the rudder movement would make unlocking the tailwheel much more
difficult. The builder went on to rebuild the airplane (and reduced the
rudder limits like the factory originally wanted) and never had a ground
looping problem again (even though he was a very low time pilot). So we
are all pretty convinced that was the problem.
So maybe there is the possibility that some of these ground looping problems
the rest of you are experiencing could be related? If it were me, and I had
a full swivel ability in my tailwheel, I'd limit it and try it that way
before I would resolve myself to believing the Kitfox is just that hard to
land. It should't be.
My fingers are tired now. But I hope this might help even one of you avoid
that embarassing, and possibly expensive ground loop...
Paul Seehafer
Wisconsin
Message 4
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| Subject: | tail wheel/ground loop |
--> Kitfox-List message posted by: torgemor <torgemor@online.no>
Hi Paul,
Real good information.
Thanks
Torgeir.
>===== Original Message From "Paul Seehafer" <av8rps@tznet.com> =====
>--> Kitfox-List message posted by: "Paul Seehafer" <av8rps@tznet.com>
>
>
>Subject: Kitfox-List: tail wheel/ground loop
>
>
>Previous writer stated;
>
>> No one likes to admit to having a gound loop and I am no exception.
>Unfortunetly it happened to me.
>> I had installed some new tires on the Fox and took it out for a taxi test.
>It was really hard to handle and wanted to go >every where but staight. Run
>it down the stripe and when I pulled back on the throttle to slow the tail
>started to drop >and she darted off to the right and came up on the left
>wing, I slammed down on the left rudder and recovered but not >before the
>left wing was on the gound and I was off the paved strip (30' wide)........
>
>
>All:
>
>I have a friend that wrecked his Avid Mark IV after he and his flight
>instructor ground looped it while practicing wheel landings. It ended up on
>it's back, pretty severely damaged. Incidentally, I had test flown this
>same airplane for the first 50 hours of its life. But the first 40 were on
>floats (my preferred test flying method - lots of long runways every which
>direction should I need it). And when we put it back on the gear at a
>little over the 40 hour mark, I expected it to be an easy transition for me
>as I have over 300 hours tailwheel time in Avids and Kitfoxes. But was I
>surprised!
>
>Take off was straightforward (no pun intended). But when it came time to
>land, it took me 6 attempts before I could put it on the ground without
>ground looping it. It would veer left (primarily, but also right) severely
>as soon as the tailwheel touched the blacktop. Thank god for high lift
>wings and high horsepower to weight ratios! I was fortunate to be able to
>fly away with wide open throttle and a lot of stick finesse. Whew! I
>couldn't figure out if I was just that rusty, or if there was something
>wrong with the airplane? I had never had that much trouble with any
>taildragger previous. Even a Pitts S-2 I checked out in was easier than
>this Avid.
>
>So we checked everything. Tightened the bungees and I went up again
>(somewhat reluctantly I will admit). Same exciting experience! So we
>decided to let some air out of the tires after checking and rechecking tire
>tracking. Went up again (was almost getting good at groundloop recoveries
>at this point, if that's possible?) Made a very minor improvement, but
>after about 6 more "almost" ground loops, I was determined to figure out the
>problem. But we saw nothing wrong. As a last resort, we decided to remove
>the full-swivel capability from the Maule tailwheel. Just like that, it was
>now the easy-to-land-pussycat an Avid or Kitfox should be! So the
>owner/builder and I were finally able to go out and fly his airplane
>together so he could get some tailwheel stick time. Then I took his
>instructor out and checked him out so he could train the owner/builder so he
>could earn his recreational license in his own airplane. The instructor was
>an experienced tailwheel pilot, and commented about how much better the Avid
>handled than the Cub he owned, and was using for tailwheel instruction.
>They went on to fly the Avid approximately another 20 hours without a
>problem. Then one day they decided to put the full-swivel option back into
>use on the tailwheel (it was more fun on the ramp the instructor told him).
>And it was almost immediately after doing so that they got in trouble and
>wrecked the airplane.
>
>Investigation of the aircraft later showed that the builder had not limited
>the rudder deflection like the Avid recommended. He thought more was
>better. Unfortunately, that over controlling rudder movement was activating
>the full swivel sooner than it should have been, while still in the air. I
>initially was not convinced it could be that simple, but when re-thinking
>the problems I had with it, and how removing the full swivel option from the
>tailwheel made it much easier to handle, I agreed they were on to something.
>
>Best detailed explanation I can give; When landing the airplane we all had
>a tendency to land on the mains with the tailwheel hitting seconds later.
>That's always the way I found Avid's to land best due to the landing gear
>and wing incidence relationship. Even though the airplane was straight down
>the runway in a picture perfect landing, if you used alot of rudder
>deflection during the landing (especially once the main wheels were on the
>ground), the tailwheel would unlock and start to swivel left or right. So
>as soon as the tail touched, the wheel being sideways one way or another put
>you into an immediate sharp turn. And of course you probably were going to
>swerve the other direction next due to overcorrecting with opposite rudder
>(it all happens in a nano-second you know). After playing around on the
>ground with the tailwheel / rudder movement relationship, we learned that
>limiting the rudder movement would make unlocking the tailwheel much more
>difficult. The builder went on to rebuild the airplane (and reduced the
>rudder limits like the factory originally wanted) and never had a ground
>looping problem again (even though he was a very low time pilot). So we
>are all pretty convinced that was the problem.
>
>So maybe there is the possibility that some of these ground looping problems
>the rest of you are experiencing could be related? If it were me, and I had
>a full swivel ability in my tailwheel, I'd limit it and try it that way
>before I would resolve myself to believing the Kitfox is just that hard to
>land. It should't be.
>
>My fingers are tired now. But I hope this might help even one of you avoid
>that embarassing, and possibly expensive ground loop...
>
>Paul Seehafer
>Wisconsin
>
>
Message 5
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| Subject: | Re: tail wheel/ground loop |
--> Kitfox-List message posted by: "Lowell Fitt" <lcfitt@inreach.com>
Thanks Paul, This post is positively a keeper.
Lowell
----- Original Message -----
From: "Paul Seehafer" <av8rps@tznet.com>
Subject: Re: Kitfox-List: tail wheel/ground loop
> --> Kitfox-List message posted by: "Paul Seehafer" <av8rps@tznet.com>
>
>
> Subject: Kitfox-List: tail wheel/ground loop
>
>
> Previous writer stated;
>
> > No one likes to admit to having a gound loop and I am no exception.
> Unfortunetly it happened to me.
> > I had installed some new tires on the Fox and took it out for a taxi
test.
> It was really hard to handle and wanted to go >every where but staight.
Run
> it down the stripe and when I pulled back on the throttle to slow the tail
> started to drop >and she darted off to the right and came up on the left
> wing, I slammed down on the left rudder and recovered but not >before the
> left wing was on the gound and I was off the paved strip (30'
wide)........
>
>
> All:
>
> I have a friend that wrecked his Avid Mark IV after he and his flight
> instructor ground looped it while practicing wheel landings. It ended up
on
> it's back, pretty severely damaged. Incidentally, I had test flown this
> same airplane for the first 50 hours of its life. But the first 40 were
on
> floats (my preferred test flying method - lots of long runways every which
> direction should I need it). And when we put it back on the gear at a
> little over the 40 hour mark, I expected it to be an easy transition for
me
> as I have over 300 hours tailwheel time in Avids and Kitfoxes. But was I
> surprised!
>
> Take off was straightforward (no pun intended). But when it came time to
> land, it took me 6 attempts before I could put it on the ground without
> ground looping it. It would veer left (primarily, but also right)
severely
> as soon as the tailwheel touched the blacktop. Thank god for high lift
> wings and high horsepower to weight ratios! I was fortunate to be able to
> fly away with wide open throttle and a lot of stick finesse. Whew! I
> couldn't figure out if I was just that rusty, or if there was something
> wrong with the airplane? I had never had that much trouble with any
> taildragger previous. Even a Pitts S-2 I checked out in was easier than
> this Avid.
>
> So we checked everything. Tightened the bungees and I went up again
> (somewhat reluctantly I will admit). Same exciting experience! So we
> decided to let some air out of the tires after checking and rechecking
tire
> tracking. Went up again (was almost getting good at groundloop recoveries
> at this point, if that's possible?) Made a very minor improvement, but
> after about 6 more "almost" ground loops, I was determined to figure out
the
> problem. But we saw nothing wrong. As a last resort, we decided to
remove
> the full-swivel capability from the Maule tailwheel. Just like that, it
was
> now the easy-to-land-pussycat an Avid or Kitfox should be! So the
> owner/builder and I were finally able to go out and fly his airplane
> together so he could get some tailwheel stick time. Then I took his
> instructor out and checked him out so he could train the owner/builder so
he
> could earn his recreational license in his own airplane. The instructor
was
> an experienced tailwheel pilot, and commented about how much better the
Avid
> handled than the Cub he owned, and was using for tailwheel instruction.
> They went on to fly the Avid approximately another 20 hours without a
> problem. Then one day they decided to put the full-swivel option back
into
> use on the tailwheel (it was more fun on the ramp the instructor told
him).
> And it was almost immediately after doing so that they got in trouble and
> wrecked the airplane.
>
> Investigation of the aircraft later showed that the builder had not
limited
> the rudder deflection like the Avid recommended. He thought more was
> better. Unfortunately, that over controlling rudder movement was
activating
> the full swivel sooner than it should have been, while still in the air.
I
> initially was not convinced it could be that simple, but when re-thinking
> the problems I had with it, and how removing the full swivel option from
the
> tailwheel made it much easier to handle, I agreed they were on to
something.
>
> Best detailed explanation I can give; When landing the airplane we all
had
> a tendency to land on the mains with the tailwheel hitting seconds later.
> That's always the way I found Avid's to land best due to the landing gear
> and wing incidence relationship. Even though the airplane was straight
down
> the runway in a picture perfect landing, if you used alot of rudder
> deflection during the landing (especially once the main wheels were on the
> ground), the tailwheel would unlock and start to swivel left or right. So
> as soon as the tail touched, the wheel being sideways one way or another
put
> you into an immediate sharp turn. And of course you probably were going
to
> swerve the other direction next due to overcorrecting with opposite rudder
> (it all happens in a nano-second you know). After playing around on the
> ground with the tailwheel / rudder movement relationship, we learned that
> limiting the rudder movement would make unlocking the tailwheel much more
> difficult. The builder went on to rebuild the airplane (and reduced the
> rudder limits like the factory originally wanted) and never had a ground
> looping problem again (even though he was a very low time pilot). So we
> are all pretty convinced that was the problem.
>
> So maybe there is the possibility that some of these ground looping
problems
> the rest of you are experiencing could be related? If it were me, and I
had
> a full swivel ability in my tailwheel, I'd limit it and try it that way
> before I would resolve myself to believing the Kitfox is just that hard to
> land. It should't be.
>
> My fingers are tired now. But I hope this might help even one of you
avoid
> that embarassing, and possibly expensive ground loop...
>
> Paul Seehafer
> Wisconsin
>
>
Message 6
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| Subject: | tail wheel/ground loop |
--> Kitfox-List message posted by: michel <michel@online.no>
>===== Original Message From "Paul Seehafer" <av8rps@tznet.com>
>My fingers are tired now.
... but it was worth it, Paul! Thank you very, very much for all the details.
I know exactly what you mean, I have taken my Maule wheel apart and looked at
it very carefuly and I understand perfectly what you discribe and the ill
effect of a rudder that is not limited in its displacement. I also understand
the builder thinking: the more displacement, the better. It is probably true
if ... we disregard the effet on the Maule free-castoring.
Incidently I tested in my simulator my Kitfox with a free-castoring tailwheel
and it became impossible to steer. Quite a good simulator, I have. I can even
adjust the tailwheel spring tension by entering a deflection in degrees per
pound of side pressure.
Again, thanks for sharing, Paul. There isn't a day I am not learning something
new on this great list!
Cheers,
Michel
do not archive
Message 7
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| Subject: | tail wheel/ground loop |
--> Kitfox-List message posted by: "Noel & Yoshie Simmons" <noel@blueskyaviation.net>
Paul,
I want to run something by you and the list that I saw the other day. The
tail wheel chains on this particular aircraft were sloppy loose, I mean
LOOSE. I asked him why and basically he said the same thing as you with one
exception. At that moment of touch down the TW tracks strait and the rudder
can be off a few degrees and you can not get it to unlock in flight. This
is a very experienced pilot named Garfield. One of the best TW landings I
have ever experienced is the one he did.
Entered the left down wind on a 180deg for a tight pattern 500 high @ 210
MPH about 1/3 down the wrong end, after scrubbing a little of the excess
energy off on the turns to down wind, base and, and final(This is Montana!).
We touched down on the numbers and the gear just beautifully compressed, "I
uncompelled her." was the comment from the front seat.
Noel
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com]On Behalf Of Paul
Seehafer
Subject: Re: Kitfox-List: tail wheel/ground loop
--> Kitfox-List message posted by: "Paul Seehafer" <av8rps@tznet.com>
Subject: Kitfox-List: tail wheel/ground loop
Previous writer stated;
> No one likes to admit to having a gound loop and I am no exception.
Unfortunetly it happened to me.
> I had installed some new tires on the Fox and took it out for a taxi test.
It was really hard to handle and wanted to go >every where but staight. Run
it down the stripe and when I pulled back on the throttle to slow the tail
started to drop >and she darted off to the right and came up on the left
wing, I slammed down on the left rudder and recovered but not >before the
left wing was on the gound and I was off the paved strip (30' wide)........
All:
I have a friend that wrecked his Avid Mark IV after he and his flight
instructor ground looped it while practicing wheel landings. It ended up on
it's back, pretty severely damaged. Incidentally, I had test flown this
same airplane for the first 50 hours of its life. But the first 40 were on
floats (my preferred test flying method - lots of long runways every which
direction should I need it). And when we put it back on the gear at a
little over the 40 hour mark, I expected it to be an easy transition for me
as I have over 300 hours tailwheel time in Avids and Kitfoxes. But was I
surprised!
Take off was straightforward (no pun intended). But when it came time to
land, it took me 6 attempts before I could put it on the ground without
ground looping it. It would veer left (primarily, but also right) severely
as soon as the tailwheel touched the blacktop. Thank god for high lift
wings and high horsepower to weight ratios! I was fortunate to be able to
fly away with wide open throttle and a lot of stick finesse. Whew! I
couldn't figure out if I was just that rusty, or if there was something
wrong with the airplane? I had never had that much trouble with any
taildragger previous. Even a Pitts S-2 I checked out in was easier than
this Avid.
So we checked everything. Tightened the bungees and I went up again
(somewhat reluctantly I will admit). Same exciting experience! So we
decided to let some air out of the tires after checking and rechecking tire
tracking. Went up again (was almost getting good at groundloop recoveries
at this point, if that's possible?) Made a very minor improvement, but
after about 6 more "almost" ground loops, I was determined to figure out the
problem. But we saw nothing wrong. As a last resort, we decided to remove
the full-swivel capability from the Maule tailwheel. Just like that, it was
now the easy-to-land-pussycat an Avid or Kitfox should be! So the
owner/builder and I were finally able to go out and fly his airplane
together so he could get some tailwheel stick time. Then I took his
instructor out and checked him out so he could train the owner/builder so he
could earn his recreational license in his own airplane. The instructor was
an experienced tailwheel pilot, and commented about how much better the Avid
handled than the Cub he owned, and was using for tailwheel instruction.
They went on to fly the Avid approximately another 20 hours without a
problem. Then one day they decided to put the full-swivel option back into
use on the tailwheel (it was more fun on the ramp the instructor told him).
And it was almost immediately after doing so that they got in trouble and
wrecked the airplane.
Investigation of the aircraft later showed that the builder had not limited
the rudder deflection like the Avid recommended. He thought more was
better. Unfortunately, that over controlling rudder movement was activating
the full swivel sooner than it should have been, while still in the air. I
initially was not convinced it could be that simple, but when re-thinking
the problems I had with it, and how removing the full swivel option from the
tailwheel made it much easier to handle, I agreed they were on to something.
Best detailed explanation I can give; When landing the airplane we all had
a tendency to land on the mains with the tailwheel hitting seconds later.
That's always the way I found Avid's to land best due to the landing gear
and wing incidence relationship. Even though the airplane was straight down
the runway in a picture perfect landing, if you used alot of rudder
deflection during the landing (especially once the main wheels were on the
ground), the tailwheel would unlock and start to swivel left or right. So
as soon as the tail touched, the wheel being sideways one way or another put
you into an immediate sharp turn. And of course you probably were going to
swerve the other direction next due to overcorrecting with opposite rudder
(it all happens in a nano-second you know). After playing around on the
ground with the tailwheel / rudder movement relationship, we learned that
limiting the rudder movement would make unlocking the tailwheel much more
difficult. The builder went on to rebuild the airplane (and reduced the
rudder limits like the factory originally wanted) and never had a ground
looping problem again (even though he was a very low time pilot). So we
are all pretty convinced that was the problem.
So maybe there is the possibility that some of these ground looping problems
the rest of you are experiencing could be related? If it were me, and I had
a full swivel ability in my tailwheel, I'd limit it and try it that way
before I would resolve myself to believing the Kitfox is just that hard to
land. It should't be.
My fingers are tired now. But I hope this might help even one of you avoid
that embarassing, and possibly expensive ground loop...
Paul Seehafer
Wisconsin
Message 8
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| Subject: | tail wheel/ground loop |
--> Kitfox-List message posted by: "Harris, Robert" <Robert_Harris@intuit.com>
How do I adjust my Maule tail wheel to limit the full swivel option?
My tail wheel currently stays locked until a certain amount of pressure is
applied and then it swivels freely. After reading Paul's excellent write-up
I'd like to limit it.
Robert
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Paul Seehafer
Subject: Re: Kitfox-List: tail wheel/ground loop
--> Kitfox-List message posted by: "Paul Seehafer" <av8rps@tznet.com>
Subject: Kitfox-List: tail wheel/ground loop
Previous writer stated;
> No one likes to admit to having a gound loop and I am no exception.
Unfortunetly it happened to me.
> I had installed some new tires on the Fox and took it out for a taxi test.
It was really hard to handle and wanted to go >every where but staight. Run
it down the stripe and when I pulled back on the throttle to slow the tail
started to drop >and she darted off to the right and came up on the left
wing, I slammed down on the left rudder and recovered but not >before the
left wing was on the gound and I was off the paved strip (30' wide)........
All:
I have a friend that wrecked his Avid Mark IV after he and his flight
instructor ground looped it while practicing wheel landings. It ended up on
it's back, pretty severely damaged. Incidentally, I had test flown this
same airplane for the first 50 hours of its life. But the first 40 were on
floats (my preferred test flying method - lots of long runways every which
direction should I need it). And when we put it back on the gear at a
little over the 40 hour mark, I expected it to be an easy transition for me
as I have over 300 hours tailwheel time in Avids and Kitfoxes. But was I
surprised!
Take off was straightforward (no pun intended). But when it came time to
land, it took me 6 attempts before I could put it on the ground without
ground looping it. It would veer left (primarily, but also right) severely
as soon as the tailwheel touched the blacktop. Thank god for high lift
wings and high horsepower to weight ratios! I was fortunate to be able to
fly away with wide open throttle and a lot of stick finesse. Whew! I
couldn't figure out if I was just that rusty, or if there was something
wrong with the airplane? I had never had that much trouble with any
taildragger previous. Even a Pitts S-2 I checked out in was easier than
this Avid.
So we checked everything. Tightened the bungees and I went up again
(somewhat reluctantly I will admit). Same exciting experience! So we
decided to let some air out of the tires after checking and rechecking tire
tracking. Went up again (was almost getting good at groundloop recoveries
at this point, if that's possible?) Made a very minor improvement, but
after about 6 more "almost" ground loops, I was determined to figure out the
problem. But we saw nothing wrong. As a last resort, we decided to remove
the full-swivel capability from the Maule tailwheel. Just like that, it was
now the easy-to-land-pussycat an Avid or Kitfox should be! So the
owner/builder and I were finally able to go out and fly his airplane
together so he could get some tailwheel stick time. Then I took his
instructor out and checked him out so he could train the owner/builder so he
could earn his recreational license in his own airplane. The instructor was
an experienced tailwheel pilot, and commented about how much better the Avid
handled than the Cub he owned, and was using for tailwheel instruction.
They went on to fly the Avid approximately another 20 hours without a
problem. Then one day they decided to put the full-swivel option back into
use on the tailwheel (it was more fun on the ramp the instructor told him).
And it was almost immediately after doing so that they got in trouble and
wrecked the airplane.
Investigation of the aircraft later showed that the builder had not limited
the rudder deflection like the Avid recommended. He thought more was
better. Unfortunately, that over controlling rudder movement was activating
the full swivel sooner than it should have been, while still in the air. I
initially was not convinced it could be that simple, but when re-thinking
the problems I had with it, and how removing the full swivel option from the
tailwheel made it much easier to handle, I agreed they were on to something.
Best detailed explanation I can give; When landing the airplane we all had
a tendency to land on the mains with the tailwheel hitting seconds later.
That's always the way I found Avid's to land best due to the landing gear
and wing incidence relationship. Even though the airplane was straight down
the runway in a picture perfect landing, if you used alot of rudder
deflection during the landing (especially once the main wheels were on the
ground), the tailwheel would unlock and start to swivel left or right. So
as soon as the tail touched, the wheel being sideways one way or another put
you into an immediate sharp turn. And of course you probably were going to
swerve the other direction next due to overcorrecting with opposite rudder
(it all happens in a nano-second you know). After playing around on the
ground with the tailwheel / rudder movement relationship, we learned that
limiting the rudder movement would make unlocking the tailwheel much more
difficult. The builder went on to rebuild the airplane (and reduced the
rudder limits like the factory originally wanted) and never had a ground
looping problem again (even though he was a very low time pilot). So we
are all pretty convinced that was the problem.
So maybe there is the possibility that some of these ground looping problems
the rest of you are experiencing could be related? If it were me, and I had
a full swivel ability in my tailwheel, I'd limit it and try it that way
before I would resolve myself to believing the Kitfox is just that hard to
land. It should't be.
My fingers are tired now. But I hope this might help even one of you avoid
that embarassing, and possibly expensive ground loop...
Paul Seehafer
Wisconsin
Message 9
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--> Kitfox-List message posted by: "Bob Unternaehrer" <shilocom@c-magic.com>
Bill, Was the vw direct drive or reduction unit. Bob U.
----- Original Message -----
From: "Bill Pleso" <bill77@cox.net>
Subject: Kitfox-List: Sun N Fun
> --> Kitfox-List message posted by: "Bill Pleso" <bill77@cox.net>
>
> Builders,
>
> Well, after 3 years of trying, my wife and I finally made it to Sun N
Fun. No, we didn't fly, but we were able to stay right there in the camp
ground. We were awakened each morning around 6:00 am to the sound of
ultralights, warbirds, and everything else that flys arriving overhead.
What a wonderful alarm clock. I was extremely impressed with how such a
large event was so well organized. Anyone who is even remotely interested
in aviation owes it to themselves to go there at least once. You will NEVER
regret it. I'm trying to get up with some one that I met there. He flew
there in a red kitfox (model 4) that had a custom made cowl and a VW engine.
For all of you doubting Thomas' out there, he said that after finding the
right prop, he was very pleased with the performance. If anybody out there
know who this is, I would like to get up with him. He had some very well
thought out ideas and his workmanship was top notch.
> Bill
>
> do not archive
>
>
> ---
>
>
---
Message 10
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| Subject: | cooling system on a 582 |
--> Kitfox-List message posted by: "Harris, Robert" <Robert_Harris@intuit.com>
My new (3 hours) 582 blue head KF is running around 180 to 185 also and I'm
using the Rotax expansion chamber and have the cooling system set up exactly
as the Rotax manual shows with the exception of a strait water outlet
instead of the 90 degree water outlet. I'm currently running my vent line of
the front of the engine but may try the rear to see if that lowers the
temps.
Here are my thoughts on this: (Are any of them valid)
1). On a "582 blue head" the muffler and the exhaust manifold may be heating
up the return water before it enters the water jacket. The blue head water
pump outlet is facing towards the front of the engine which requires the
radiator hose to be routed between the exhaust manifold and the muffler
which will heat up the radiator hose.
2). Also on a "582 blue head" there is a radiator hose that hugs the rear of
the engine block which may also raise the water temperature.
3). The distance and the elevation of the radiator may be great for the pump
to circulate the water at the appropriate rate.
I've already replaced most of my ant-freeze with distilled water but will
replace all of the ant-freeze.
Robert
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Tc9008@aol.com
Subject: Kitfox-List: cooling system on a 582
--> Kitfox-List message posted by: Tc9008@aol.com
I can't get my kf to cool down. It stays at 185 degrees . Does everyone run
a
thermostat and where is the best place to get one.
Message 11
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| Subject: | Re: tail wheel/ground loop |
--> Kitfox-List message posted by: "Steve Cooper" <spdrflyr@earthlink.net>
----- Original Message -----
From: "Harris, Robert" <Robert_Harris@intuit.com>
Subject: Tail wheel question?RE: Kitfox-List: tail wheel/ground loop
> --> Kitfox-List message posted by: "Harris, Robert"
<Robert_Harris@intuit.com>
>
>
> How do I adjust my Maule tail wheel to limit the full swivel option?
>
> My tail wheel currently stays locked until a certain amount of pressure is
> applied and then it swivels freely. After reading Paul's excellent
write-up
> I'd like to limit it.
>
>
> Robert
>
One way to accomplish this, which has proven very succesful for me, was to
reduce the "resolution" on the tailwheel. This methed keeps it "locked"
longer by reducing the amount of leverage the rudder "tiller" has on the
tailwheel. I drilled the spring attachment holes 1" inboard from the
origionals. I'm not sure if this will aid your particular situation or not
but it sure helped mine.
Steve
Message 12
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|
| Subject: | Re: cooling system on a 582 |
--> Kitfox-List message posted by: RiteAngle3@aol.com
In a message dated 4/21/04 10:00:35 AM Pacific Daylight Time,
Robert_Harris@intuit.com writes:
I've already replaced most of my ant-freeze with distilled water but will
replace all of the ant-freeze.
Careful there -- In my opinion--don't run it to long without some type of
anticorrosion!
Elbie
Message 13
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| Subject: | Re: tail wheel/ground loop |
--> Kitfox-List message posted by: "Fox5flyer" <morid@northland.lib.mi.us>
Loose springs = easy breakout.
Tight springs = hard breakout.
Basically you should keep the springs snug with no slack.
Darrel
> How do I adjust my Maule tail wheel to limit the full swivel option?
>
> My tail wheel currently stays locked until a certain amount of pressure is
> applied and then it swivels freely. After reading Paul's excellent
write-up
> I'd like to limit it.
>
> Robert
Message 14
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| Subject: | cooling system on a 582 |
--> Kitfox-List message posted by: "Harris, Robert" <Robert_Harris@intuit.com>
Thanks Elbie. I'll slowly add back anti-freeze and watch the temps til they
are in range.
Robert
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of
RiteAngle3@aol.com
Subject: Re: 582 H2O temp RE: Kitfox-List: cooling system on a 582
--> Kitfox-List message posted by: RiteAngle3@aol.com
In a message dated 4/21/04 10:00:35 AM Pacific Daylight Time,
Robert_Harris@intuit.com writes:
I've already replaced most of my ant-freeze with distilled water but will
replace all of the ant-freeze.
Careful there -- In my opinion--don't run it to long without some type of
anticorrosion!
Elbie
Message 15
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| Subject: | I'll try itRE: Tail wheel question? |
--> Kitfox-List message posted by: "Harris, Robert" <Robert_Harris@intuit.com>
> How do I adjust my Maule tail wheel to limit the full swivel option?
>
> My tail wheel currently stays locked until a certain amount of pressure is
> applied and then it swivels freely. After reading Paul's excellent
write-up
> I'd like to limit it.
>
>
> Robert
>
One way to accomplish this, which has proven very succesful for me, was to
reduce the "resolution" on the tailwheel. This methed keeps it "locked"
longer by reducing the amount of leverage the rudder "tiller" has on the
tailwheel. I drilled the spring attachment holes 1" inboard from the
origionals. I'm not sure if this will aid your particular situation or not
but it sure helped mine.
Steve
<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<
Hi Steve, Thanks for the information. I'll drill new holes and try it out.
Robert
Message 16
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| Subject: | tail wheel/ground loop |
--> Kitfox-List message posted by: "Harris, Robert" <Robert_Harris@intuit.com>
Thanks Darrel,
I'll make sure they are snug.
Robert
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Fox5flyer
Subject: Re: Tail wheel question?RE: Kitfox-List: tail wheel/ground loop
--> Kitfox-List message posted by: "Fox5flyer" <morid@northland.lib.mi.us>
Loose springs = easy breakout.
Tight springs = hard breakout.
Basically you should keep the springs snug with no slack.
Darrel
> How do I adjust my Maule tail wheel to limit the full swivel option?
>
> My tail wheel currently stays locked until a certain amount of pressure is
> applied and then it swivels freely. After reading Paul's excellent
write-up
> I'd like to limit it.
>
> Robert
Message 17
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| Subject: | cooling system on a 582 |
--> Kitfox-List message posted by: "Gary Algate" <algate@attglobal.net>
Robert
I also have the same set up as you and during the first 6 or so hours I also
experienced high coolant temps.
I lowered my rad by 1" and maintained my summer coolant ratio at 70%
distilled water and 30% Havelene Antifreeze - this reduced my temps to 175
on extended climb outs and about 165 in Cruise.
I think the combination of these changes with the normal heat reduction
after engine run in addressed the overheating issues.
There is no doubt that lowering the rad by about 1" really helps as a friend
of mine had the same problem with his model 4 and he added some 1" Sq
aluminum tube between his rad and the floor and his heating problems also
evaporated. "excuse the pun".
The coolant ratio will also have an effect on the coolant temp but I would
be careful about lowering this ratio too much as you will lose your
corrosion protection.
My coolant hosing is also complicated as I route from the front of the
water pump forward to the front of the engine then down and back between the
base of the engine and the muffler to the rad inlet. From the other side of
the rad I go forward and up through the filler gooseneck to the thermostat
housing on the engine. The top outlet on the engine routes through a
pre-formed hose to the back of the engine and down to the secondary inlet on
the water pump. I intend to simplify this and can email you a sketch off
list if you would like.
I think you will find that if you lower your rad slightly and persevere with
an extended break in of a few more hours your problems will go away.
Best regards,
Gary Algate
Lite2/582
My new (3 hours) 582 blue head KF is running around 180 to 185 also and I'm
using the Rotax expansion chamber and have the cooling system set up exactly
as the Rotax manual shows with the exception of a strait water outlet
instead of the 90 degree water outlet. I'm currently running my vent line of
the front of the engine but may try the rear to see if that lowers the
temps.
Here are my thoughts on this: (Are any of them valid)
1). On a "582 blue head" the muffler and the exhaust manifold may be heating
up the return water before it enters the water jacket. The blue head water
pump outlet is facing towards the front of the engine which requires the
radiator hose to be routed between the exhaust manifold and the muffler
which will heat up the radiator hose.
2). Also on a "582 blue head" there is a radiator hose that hugs the rear of
the engine block which may also raise the water temperature.
3). The distance and the elevation of the radiator may be great for the pump
to circulate the water at the appropriate rate.
I've already replaced most of my ant-freeze with distilled water but will
replace all of the ant-freeze.
Robert
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Tc9008@aol.com
Subject: Kitfox-List: cooling system on a 582
--> Kitfox-List message posted by: Tc9008@aol.com
I can't get my kf to cool down. It stays at 185 degrees . Does everyone run
a
thermostat and where is the best place to get one.
advertising on the Matronics Forums.
Message 18
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| Subject: | Engine monitoring - PLC ? - Subaru engine builders |
--> Kitfox-List message posted by: "Phil Cowley" <pcowley@virtualrcflight.com>
Hey all,
Has anyone considered building their own engine monitoring device using
a PLC or even a microcontroller ?
It seems like it would provide the functionality of monitoring all the
engine functions, and could even backups for some of the other flight
systems as well - altimeter, etc. They are pretty light weight, and you
could build the system with drag and drop programming for about $750 -
$1000 with a nice tft screen.
To all the Subaru builders & pilots out there - what have you used for
engine monitoring and mounting ?. I have just gotten my EJ22 (thanks
again Neal) and redrive and am now faced with the mounting and setup.
Pictures would be great if anyone has some handy.
Any ideas on manifolds ? Ecu's to use or not to use ? exhaust system
layout ? cooling ? props ?
Thanks for everyone's help - this is an invaluable resource
Best regards
Phil Cowley
Series 5 taildragger / EJ22 / SPG redrive
Message 19
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| Subject: | central california DAR inspector |
--> Kitfox-List message posted by: "Phil Cowley" <pcowley@virtualrcflight.com>
One more for the infinite knowledge out there,
I purchased my project about %70 percent complete (just about ready to
cover) and need to know who to contact about inspecting it. I would like
to get the repairman's cert. for the aircraft. I plan on starting at
step one and checking all the work anyway, so it should not be too much
of a problem.
I'm located in San Luis Obispo, Ca, and am wondering if anyone knows who
to talk to about this - or has any tips on how to go forward.
Thanks again
Phil Cowley
Series 5 taildragger
Message 20
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| Subject: | Re: central california DAR inspector |
--> Kitfox-List message posted by: "Steve Cooper" <spdrflyr@earthlink.net>
There is no longer a requirement for a pre-cover inspection, but it wouldn't
be a bad idea to photograph it completely for your builder's log and 2.
Contact your local EAA chapter and hook up with a building advisor.
Steve
----- Original Message -----
From: "Phil Cowley" <pcowley@virtualrcflight.com>
Subject: Kitfox-List: central california DAR inspector
> --> Kitfox-List message posted by: "Phil Cowley"
<pcowley@virtualrcflight.com>
>
> One more for the infinite knowledge out there,
>
> I purchased my project about %70 percent complete (just about ready to
> cover) and need to know who to contact about inspecting it. I would like
> to get the repairman's cert. for the aircraft. I plan on starting at
> step one and checking all the work anyway, so it should not be too much
> of a problem.
>
> I'm located in San Luis Obispo, Ca, and am wondering if anyone knows who
> to talk to about this - or has any tips on how to go forward.
>
> Thanks again
>
> Phil Cowley
> Series 5 taildragger
>
>
Message 21
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|
| Subject: | Re: Miguel Ramirez |
--> Kitfox-List message posted by:
Scott, Very good in spanish.
Gracias,
Francisco.
--- Scott McClintock
<scott_mcclintock@dot.state.ak.us> escribi: > -->
Kitfox-List message posted by: Scott McClintock
> <scott_mcclintock@dot.state.ak.us>
>
> Francisco,
> Su hermano es mi hermano.
> Miguel vida en Christo.
>
> Scott in Nome, Alaska
> ( I hope I said that correctly)
> DO NOT ARCHIVE
>
> owner-kitfox-list-server@matronics.com wrote:
>
> > --> Kitfox-List message posted by:
> >
> > A year ago Miguel past over. He died in an
> accident in
> > Chapala Lake, Western Mexico with his friend
> Alonso
> > Ruiz in a Serie 6. His friends in Mexico miss them
> > both. I cant belive Miguel is gone when I watch
> the
> > Alaska 2002 DVD. There will be some services in
> > Guadalajara, San Luis Potos and Mexico City.
> >
> > Francisco Icaza
> > Classic IV
> >
> > La mejor conexin a internet y 25MB extra a tu
> correo por $100 al mes. http://net.yahoo.com.mx
> >
>
>
>
> Contributions
> any other
> Forums.
>
> http://www.matronics.com/chat
>
> http://www.matronics.com/subscription
> http://www.matronics.com/FAQ/Kitfox-List.htm
> http://www.matronics.com/archives
> http://www.matronics.com/photoshare
> http://www.matronics.com/emaillists
>
>
>
>
>
La mejor conexin a internet y 25MB extra a tu correo por $100 al mes. http://net.yahoo.com.mx
Message 22
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| Subject: | Re: central california DAR inspector |
--> Kitfox-List message posted by: "Lowell Fitt" <lcfitt@inreach.com>
Phil, In my humble opinion, just about ready to cover is far less than 70%.
When nearing the completion phase of mine the mantra was 90% done and 90% to
go. With what you have planned, covering, wiring, engine installation, you
should be a shoe in for the airman's certificate. Again, in my opinion.
Lowell
----- Original Message -----
From: "Phil Cowley" <pcowley@virtualrcflight.com>
Subject: Kitfox-List: central california DAR inspector
> --> Kitfox-List message posted by: "Phil Cowley"
<pcowley@virtualrcflight.com>
>
> One more for the infinite knowledge out there,
>
> I purchased my project about %70 percent complete (just about ready to
> cover) and need to know who to contact about inspecting it. I would like
> to get the repairman's cert. for the aircraft. I plan on starting at
> step one and checking all the work anyway, so it should not be too much
> of a problem.
>
> I'm located in San Luis Obispo, Ca, and am wondering if anyone knows who
> to talk to about this - or has any tips on how to go forward.
>
> Thanks again
>
> Phil Cowley
> Series 5 taildragger
>
>
Message 23
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| Subject: | Engine monitoring - PLC ? - Subaru engine builders |
--> Kitfox-List message posted by: Steve Zakreski <szakreski@shaw.ca>
I used the Rocky Mountain Instruments Micromonitor. see
http://www.rkymtn.com/
I would use it again. I'm not the kind of guy that eyeballs the instruments
continuously while flying, so the preset limits and audio and light warning
is perfect for me.
SteveZ
Calgary
IV/NSI/CAP
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com]On Behalf Of Phil Cowley
Subject: Kitfox-List: Engine monitoring - PLC ? - Subaru engine builders
--> Kitfox-List message posted by: "Phil Cowley"
<pcowley@virtualrcflight.com>
Hey all,
Has anyone considered building their own engine monitoring device using
a PLC or even a microcontroller ?
It seems like it would provide the functionality of monitoring all the
engine functions, and could even backups for some of the other flight
systems as well - altimeter, etc. They are pretty light weight, and you
could build the system with drag and drop programming for about $750 -
$1000 with a nice tft screen.
To all the Subaru builders & pilots out there - what have you used for
engine monitoring and mounting ?. I have just gotten my EJ22 (thanks
again Neal) and redrive and am now faced with the mounting and setup.
Pictures would be great if anyone has some handy.
Any ideas on manifolds ? Ecu's to use or not to use ? exhaust system
layout ? cooling ? props ?
Thanks for everyone's help - this is an invaluable resource
Best regards
Phil Cowley
Series 5 taildragger / EJ22 / SPG redrive
Message 24
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| Subject: | tail wheel/ground loop |
--> Kitfox-List message posted by: Steve Zakreski <szakreski@shaw.ca>
That explains it. I'm nothing special when it comes to piloting, (not bad,
but nothing special) but I have never even come close to ground looping. I
suspect it is because each of my springs has tension all the time. It takes
a determined kick to get the tailwheel to break loose. I also have a
battery mounted in the tail which might help my situation.
SteveZ
IV/NSI/CAP
Calgary
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com]On Behalf Of Fox5flyer
Subject: Re: Tail wheel question?RE: Kitfox-List: tail wheel/ground loop
--> Kitfox-List message posted by: "Fox5flyer" <morid@northland.lib.mi.us>
Loose springs = easy breakout.
Tight springs = hard breakout.
Basically you should keep the springs snug with no slack.
Darrel
> How do I adjust my Maule tail wheel to limit the full swivel option?
>
> My tail wheel currently stays locked until a certain amount of pressure is
> applied and then it swivels freely. After reading Paul's excellent
write-up
> I'd like to limit it.
>
> Robert
Message 25
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| Subject: | Re: Engine monitoring - PLC ? - Subaru engine builders |
--> Kitfox-List message posted by: "roger augenstein" <raugenstein@fuse.net>
Phil, My EJ 22 installation is on sportflight.com-engines. You can e-mail me
at raugenstein@fuse.net if you have further questions.
----- Original Message -----
From: "Phil Cowley" <pcowley@virtualrcflight.com>
Subject: Kitfox-List: Engine monitoring - PLC ? - Subaru engine builders
> --> Kitfox-List message posted by: "Phil Cowley"
<pcowley@virtualrcflight.com>
>
> Hey all,
>
> Has anyone considered building their own engine monitoring device using
> a PLC or even a microcontroller ?
>
> It seems like it would provide the functionality of monitoring all the
> engine functions, and could even backups for some of the other flight
> systems as well - altimeter, etc. They are pretty light weight, and you
> could build the system with drag and drop programming for about $750 -
> $1000 with a nice tft screen.
>
> To all the Subaru builders & pilots out there - what have you used for
> engine monitoring and mounting ?. I have just gotten my EJ22 (thanks
> again Neal) and redrive and am now faced with the mounting and setup.
> Pictures would be great if anyone has some handy.
>
> Any ideas on manifolds ? Ecu's to use or not to use ? exhaust system
> layout ? cooling ? props ?
>
> Thanks for everyone's help - this is an invaluable resource
>
> Best regards
>
> Phil Cowley
> Series 5 taildragger / EJ22 / SPG redrive
>
>
Message 26
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| Subject: | Re: Miguel Ramirez |
--> Kitfox-List message posted by: "Kirk's Welding" <kirk@mninter.net>
I think I remember hearing about that last year.
What was the cause of the accident?
Kirk
----- Original Message -----
From: "Scott McClintock" <scott_mcclintock@dot.state.ak.us>
Subject: Re: Kitfox-List: Miguel Ramirez
> --> Kitfox-List message posted by: Scott McClintock
<scott_mcclintock@dot.state.ak.us>
>
> Francisco,
> Su hermano es mi hermano.
> Miguel vida en Christo.
>
> Scott in Nome, Alaska
> ( I hope I said that correctly)
> DO NOT ARCHIVE
>
> owner-kitfox-list-server@matronics.com wrote:
>
> > --> Kitfox-List message posted by:
> >
> > A year ago Miguel past over. He died in an accident in
> > Chapala Lake, Western Mexico with his friend Alonso
> > Ruiz in a Serie 6. His friends in Mexico miss them
> > both. I cant belive Miguel is gone when I watch the
> > Alaska 2002 DVD. There will be some services in
> > Guadalajara, San Luis Potos and Mexico City.
> >
> > Francisco Icaza
> > Classic IV
> >
> > La mejor conexin a internet y 25MB extra a tu correo por $100 al mes.
http://net.yahoo.com.mx
> >
>
>
Message 27
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| Subject: | Re: cooling system on a 582 |
--> Kitfox-List message posted by: Tc9008@aol.com
Please send me a sketch of your system.
Thanks
Travis
Message 28
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| Subject: | central california DAR inspector |
--> Kitfox-List message posted by: "JMCBEAN" <JDMCBEAN@cableone.net>
70% done and 130% to go.... IMHO Wouldn't bring it to anybody's
attention.... Just review what was done, re-do what you don't like, document
it what has been done and move on with the project. In the end you will
sign the affidavit stating that you are the builder and have built a
majority of the aircraft for recreational or educational purposes. You will
also make the necessary log book entry. The DAR does not issue the
repairmans certificate.. You will fill our the 8610 Airman Certificate
and/or Rating Application after the inspection is done.
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 Phil Cowley
Subject: Kitfox-List: central california DAR inspector
--> Kitfox-List message posted by: "Phil Cowley"
<pcowley@virtualrcflight.com>
One more for the infinite knowledge out there,
I purchased my project about %70 percent complete (just about ready to
cover) and need to know who to contact about inspecting it. I would like
to get the repairman's cert. for the aircraft. I plan on starting at
step one and checking all the work anyway, so it should not be too much
of a problem.
I'm located in San Luis Obispo, Ca, and am wondering if anyone knows who
to talk to about this - or has any tips on how to go forward.
Thanks again
Phil Cowley
Series 5 taildragger
Message 29
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| Subject: | central california DAR inspector |
--> Kitfox-List message posted by: "JMCBEAN" <JDMCBEAN@cableone.net>
What do you think Lowell.... 90% done and still 10% to go..... and I have
over 80 hours on it now. OK maybe 95% and 5%.
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 Lowell Fitt
Subject: Re: Kitfox-List: central california DAR inspector
--> Kitfox-List message posted by: "Lowell Fitt" <lcfitt@inreach.com>
Phil, In my humble opinion, just about ready to cover is far less than 70%.
When nearing the completion phase of mine the mantra was 90% done and 90% to
go. With what you have planned, covering, wiring, engine installation, you
should be a shoe in for the airman's certificate. Again, in my opinion.
Lowell
----- Original Message -----
From: "Phil Cowley" <pcowley@virtualrcflight.com>
Subject: Kitfox-List: central california DAR inspector
> --> Kitfox-List message posted by: "Phil Cowley"
<pcowley@virtualrcflight.com>
>
> One more for the infinite knowledge out there,
>
> I purchased my project about %70 percent complete (just about ready to
> cover) and need to know who to contact about inspecting it. I would like
> to get the repairman's cert. for the aircraft. I plan on starting at
> step one and checking all the work anyway, so it should not be too much
> of a problem.
>
> I'm located in San Luis Obispo, Ca, and am wondering if anyone knows who
> to talk to about this - or has any tips on how to go forward.
>
> Thanks again
>
> Phil Cowley
> Series 5 taildragger
>
>
Message 30
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| Subject: | Re:percent completed |
--> Kitfox-List message posted by: RiteAngle3@aol.com
Just remember the "experienced builders" words Phil
"It will fly on Thursday"
Just never mention week, month or year :-)
Elbie
Message 31
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| Subject: | RE:tail wheel/ground loop |
--> Kitfox-List message posted by: michel <michel@online.no>
>===== Original Message From Steve Zakreski <szakreski@shaw.ca> =====
>I'm nothing special when it comes to piloting, (not bad,
>but nothing special) but I have never even come close to ground looping.
Me neither, Steve, but I reckon it's a matter of time.
To sum up what I learnt in this thread: My plane was built by a man who "knew
it all" and I worship the ground on which he walks! My springs are tights,
there are "inside holes" on the levers to reduce the course of the wheel, I
have 1 degree in-toe on the main wheels ... plus, every advice I read here was
already implemented when the plane was built in 1993.
Even so, at a few occasion, I had go give full pedal deflection to keep the
plane straight on landing. ... so I reckon it's only a matter of time before I
experience a loss of control. Maybe I should have support wheels at the tip of
my wings, like a U2! :-)
Cheers,
Michel
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