Today's Message Index:
----------------------
1. 08:18 AM - Re: Toolkits (ala Alaska) (kurt schrader)
2. 08:38 AM - Re: Toolkits (ala Alaska) (kurt schrader)
3. 08:45 AM - Re: Arctic Fox now on Crutches (kurt schrader)
4. 09:08 AM - Re: The weighing process (kurt schrader)
5. 09:58 AM - chart (hausding, sid)
6. 10:33 AM - Re: (off-topic) Our hometown (Michel Verheughe)
7. 10:40 AM - Re: Density Altitude chart (Michel Verheughe)
8. 10:52 AM - Re: The weighing process (Steve Cooper)
9. 03:02 PM - Re: (off-topic) Our hometown (Lowell Fitt)
10. 04:30 PM - Speedometer Testing (jareds)
11. 05:46 PM - Re: New Kitfox5 builder (Clifford Begnaud)
12. 06:04 PM - Re: New Kitfox5 builder (Vic Jacko)
13. 06:18 PM - Garmin 296 gps (Clifford Begnaud)
14. 06:37 PM - D Day Rememberance (Jerry Liles)
15. 09:25 PM - Re: Speedometer Testing (jimshumaker)
16. 09:44 PM - Re: Toolkits (Jim Corner)
17. 10:59 PM - Re: Toolkits (kurt schrader)
18. 11:15 PM - Re: Speedometer Testing (kurt schrader)
Message 1
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| Subject: | Re: Toolkits (ala Alaska) |
--> Kitfox-List message posted by: kurt schrader <smokey_bear_40220@yahoo.com>
Signal mirror? You'r right. How could we forget?
Kurt S.
--- Don <donfox@inreach.com> wrote:
>
> Scott, no signal mirror? Don
__________________________________
http://messenger.yahoo.com/
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| Subject: | Re: Toolkits (ala Alaska) |
--> Kitfox-List message posted by: kurt schrader <smokey_bear_40220@yahoo.com>
Scott,
That is very complete. Would you be so kind as to
take a couple of pictures of all this stuff, packed &
layed out, to post on SportFlight? I'd like to see
how you kept it all so small, and it is a good
checklist of survival stuff.
8oz. flask of Tequila? No doubt as an antiseptic,
sedative, tranquilizer, wound anaesthetizer, etc.
44 mag. Super Red Hawk Pistol with 6 solid brass
bullets? I have visions of some elk cleaning his
horns on my wings and struts, shredding and bending
them. Who says elk can't fly? They can if dressed
out properly.
Kurt S.
--- Scott McClintock
>
> Kurt,
> Can't speak for all of us (Alaska fliers) but this
> is what I carry on board:
> AIRPLANE STUFF
> super leatherman multi-tool
> 10" crescent wrench
> palm ratchet w/ spark plug, 8mm - 20mm sockets
> 2-spark plugs
> small roll duct tape
> fuel measuring device (dip tanks)
> 12' of bailing wire (coiled)
> 6 zip ties (12")
>
> SURVIVAL STUFF
> Trail size first-aid kit w/ suture kit
> water purification tablets
> mosquito head net
> 6 freeze-dried meal pouches
> 1 medium candle
> DEET bug dope small bottle (great fire starter for
> wet wood)
> space blanket (not that warm, but better than
> feeding the bugs)
> 44 mag. Super Red Hawk Pistol with 6 solid brass
> bullets (for not feeding the
> bears, save the last round for myself)
> K-TEL "Pocket Fisherman" with two "Pixies"
> small hand-held GPS w/ fresh batteries
> hand-held aviation radio w/ hailing channel 16
> option (Coast Guard) & fresh
> batteries
> water proof matches
> mini flare gun w/ 3 flare rounds
> small lightweight hatchet
> 8oz. flask of Tequila
> roll of flo-pink surveyor's ribbon (pretty handy for
> lashing things together and
> marks the crash site well)
> small roll of "parachute" rigging rope (for hanging
> yourself before the FAA
> crucifixion)
>
> (all except pistol, and hatchet fits inside a 6"
> diam. x 10" aluminum pod which
> looks like two pots and serve as such in an
> emergency)
> If traveling over water, type 3 PFD
> During winter, add sleeping bag and several chemical
> hand warmers
>
> This stuff weighs about 12 lbs. (depending) and I
> have it all stashed in a small
> red duffel marked "emergency kit". It fits quite
> nicely in one of my triangular
> side compartments behind my seat.
>
> I only carry it if I'm "Going Somewhere". Usually
> just throw it on the front seat
> of the PU for the short little sight-seeing trips.
>
> (If I know that I'm going to have an emergency, I
> always take the TV/VCR and extra condoms of course!)
>
> Scott in Nome
__________________________________
http://messenger.yahoo.com/
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| Subject: | Re: Arctic Fox now on Crutches |
--> Kitfox-List message posted by: kurt schrader <smokey_bear_40220@yahoo.com>
Scott,
Since I work for UPS, I suppose I should check and see
if we have any brown sleds.... :-)
Kurt S.
--- Scott McClintock
> I'm "upgrading" to Fred's S-6 flaperons. The price
> is right, we are just trying to
> figure out how to best get them up here to Nome.
> Scott
>
> DO NOT ARCHIVE
__________________________________
http://messenger.yahoo.com/
Message 4
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| Subject: | Re: The weighing process |
--> Kitfox-List message posted by: kurt schrader <smokey_bear_40220@yahoo.com>
Steve,
Did you ever get a good answer on this? I don't
remember seeing one, so I'll throw in my 2 cents,
instead of a "good" answer.
It is a good idea to have your plane approved with the
minimum equipment you need to fly the way you plan to,
like day/night VFR. Then weigh it for that as your
basic weight. Everything you add on for flying later
should be included only on your flight W&B so you know
you are within limits. I didn't even include my
headsets in the origional weight, though I always plan
to have at least one along.
The FAA has a habit of "requiring" whatever was
origionally approved. For example, if you have night
lighting and one burns out, you are supposed to fix it
before flying again even in the day time. But if they
aren't installed, you can just fly without them.
Hand helds should not be included in the basic weight,
since you can leave them home, or replace them later
with maybe lighter models. Same with tools, survival
packs, etc. You don't want them to be "required" for
every flight even around the pattern. But add
everything in to your flight W&B for your own safety.
Kurt S.
--- Steve Cooper <spdrflyr@earthlink.net> wrote:
>
> General question...what's OK NOT to weigh as part of
> the airframe? In other
> words...I bring my GPS with me and it clamps in a
> mount. I ring my hand held
> and it clamps in a mount. I bring the battery for
> the radio and I attach it.
> If I was flying aerobatics I would bring my chest
> chute. All these kind of
> things add up to overall weight of the plane...but I
> wouldn't include them
> in a weight and balance. Is there a FAR that says
> more about what can be
> ommitted from the weight and balance numbers?
>
> Steve
__________________________________
http://messenger.yahoo.com/
Message 5
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--> Kitfox-List message posted by: "hausding, sid" <sidh@charter.net>
Ahem, as in 'Marines'.......are you talking about your cub-scout days?
:-)
We always had the Navy take us there, the Air Force fly us over the drop
zone, and the Army to come in later to clean up our mess..........
Sid
-------------------------
smokey_bear_40220@yahoo.com>
Especially good for us Marines who can't
keep it straight long enough to flip the page and have
to keep going back. :-)
Kurt S.
Message 6
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| Subject: | Re: (off-topic) Our hometown |
--> Kitfox-List message posted by: Michel Verheughe <michel@online.no>
"John E. King" wrote:
> Thanks for the history lesson, very interesting.
Thanks John. I especially like the often forgotten small details of history.
The everyday's life of people. The main lines and similarity between events at
different places and different times.
Cheers,
Michel
do not archive
Message 7
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| Subject: | Re: Density Altitude chart |
--> Kitfox-List message posted by: Michel Verheughe <michel@online.no>
kurt schrader wrote:
> If you want, just expand the scale on the sample and make it full page.
Thanks for your feedback, Kurt. I know that the scales are somewhat limited. I
made it originally for Norway. I'll see if some "hot" or "high" people are
interested then I'll make the changes.
About the signal mirror, my father, the airman, had one that we had on our
sailboat in the late 50s. It had a red circle in the middle through which you
could sight your rescuer. Of course, we never had to used it but it was fun to
show friends whenever they came on board. Another thing we had (and I believe
we were the only ones at that time) was life preservers. Yes, the airman's type
and we called them Mae West, even in French. It's only later, as a teenager,
that I understood the relation between the life preserver and the Hollywood
fair breast lady! :-)
Cheers,
Michel
do not archive
Message 8
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| Subject: | Re: The weighing process |
--> Kitfox-List message posted by: "Steve Cooper" <spdrflyr@earthlink.net>
Thanks Kurt. That was the answer I was looking for.
regards,
Steve
----- Original Message -----
From: "kurt schrader" <smokey_bear_40220@yahoo.com>
Subject: Re: Kitfox-List: The weighing process
> --> Kitfox-List message posted by: kurt schrader
<smokey_bear_40220@yahoo.com>
>
> Steve,
>
> Did you ever get a good answer on this? I don't
> remember seeing one, so I'll throw in my 2 cents,
> instead of a "good" answer.
>
> It is a good idea to have your plane approved with the
> minimum equipment you need to fly the way you plan to,
> like day/night VFR. Then weigh it for that as your
> basic weight. Everything you add on for flying later
> should be included only on your flight W&B so you know
> you are within limits. I didn't even include my
> headsets in the origional weight, though I always plan
> to have at least one along.
>
> The FAA has a habit of "requiring" whatever was
> origionally approved. For example, if you have night
> lighting and one burns out, you are supposed to fix it
> before flying again even in the day time. But if they
> aren't installed, you can just fly without them.
>
> Hand helds should not be included in the basic weight,
> since you can leave them home, or replace them later
> with maybe lighter models. Same with tools, survival
> packs, etc. You don't want them to be "required" for
> every flight even around the pattern. But add
> everything in to your flight W&B for your own safety.
>
> Kurt S.
>
> --- Steve Cooper <spdrflyr@earthlink.net> wrote:
> >
> > General question...what's OK NOT to weigh as part of
> > the airframe? In other
> > words...I bring my GPS with me and it clamps in a
> > mount. I ring my hand held
> > and it clamps in a mount. I bring the battery for
> > the radio and I attach it.
> > If I was flying aerobatics I would bring my chest
> > chute. All these kind of
> > things add up to overall weight of the plane...but I
> > wouldn't include them
> > in a weight and balance. Is there a FAR that says
> > more about what can be
> > ommitted from the weight and balance numbers?
> >
> > Steve
>
>
> __________________________________
> http://messenger.yahoo.com/
>
>
Message 9
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| Subject: | Re: (off-topic) Our hometown |
--> Kitfox-List message posted by: "Lowell Fitt" <lcfitt@inreach.com>
I think I might step in here also.
My home field and home are in the Cameron Park residential airpark on U.S.
Highway 50 about 30 miles East of California'a capital city of Sacramento.
Sacramento is on the Eastern edge of the confluence of the Sacramento Valley
to the North and the San Juaquin Valley that extends Southward. These two
valleys - the Central Valley, of California - produce immense quantities of
agricultural products from almonds to Zuccini. Tons of rice, tomatoes,
fruit, sweet corn, cotton and lots more.
Being East of the valley city, puts Cameron Park in the foothills of the
Sierra Nevada Mountains, with Lake Tahoe one of the Sierra'a most popular
attractions about 50 miles East.
Thirty years ago when I first visited Cameron Park for periodic maintenance
on my C-170B there was nothing here but an airport and some streets
scratched over the hills by a developer with a vision. Since then our town
has grown to a population of about 15,000, with neighboring towns adding
another 20,000 or so to give us a foothills community that has encouraged a
significant influx of shopping convenience - rare today for a residential
airpark.
The airpark consists of approximately 100 building lots with homes on all
but about 10 of them. Most homes have hangars attached to the house - like
a large garage. By code, the hangar design must be consistant with the
architectural style of the house. The street / taxiways are 100 feet wide
and serve both vehicular traffic and the aircraft. They are wide enough
that two airplanes can taxi past each other in opposite directions.
I guess our real claim to fame is, as a near neighbor to Coloma, the site of
Sutter's Mill where the gold was discovered that triggered the California
Gold Rush.
Our climate, as most of California's, is out of the Meditereanean mold. We
have a wet season - probably October through April or May and a dry season
that fills in the rest of the year. Being on the Eastern edge of the valley
we don't get much of the winds generated by the inflow of cool marine air
into the hot interior valley. Summer temperatures will hit the 100's fairly
frequently here, but will be in the high 80's to 90's mostly. As far as
flying is concerned, our altitude of 1300 ft. puts Cameron Park above the
valley fog frequent in the lower elevations during winter months and our
light winds generally give us a fly day every day except when weather is
actually blowing through. Thunder storms are a rarity.
Spring in our area is gorgeous with grass covering the ground everywhere and
oak trees studding the lower foothills blending into evergreens as we go
eastward into higher country. About now (June) the grass goes to seed and
turns brown - my mother always said it was golden - and so the rest of the
year we have the "golden" hills with the trees, greening up once again with
the first rains of autumn.
Among places we have flown that are within an hour or so of Cameron Park are
San Francisco and it's Golden Gate Bridge. Down the coast, under SFO's
Class B catching waves from the surfers as they watch for the wave they
want, and finally ending up at Fraser Lake with its twin runways - one
beautiful grass and the other water. We have also overflown Yosemite Valley
for a picture session, Lake Tahoe and lots of local and not so local
restaurants. One trip we took last year was to see a Model IV project being
completed in Hayfork, in the Coast Range in North Western California.
On that trip we flew over some very beautiful country not seen by many
people, as it is off the beaten path here in California. It sort of
reminded me of what our Sierra Foothills might have looked like 160 years
ago before all the folks showed up. For this reason, I used video from this
trip as I began to learn Final Cut and DVD Studio Pro. I have been able to
burn several disks if anyone is interested in having one, let me know off
list www.lcfitt@inreach.com. Because they are DVD, I would need about $11
to cover expenses - including shipping.
Lowell
Message 10
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| Subject: | Speedometer Testing |
--> Kitfox-List message posted by: jareds <jareds@verizon.net>
Anyone have some tips on testing the airspeed indicator? I remember
reading an article about putting a rubber length of surgical hose on the
pito tube and rolling it up to see if speed holds pretty steady for "x"
seconds?
Can someone refresh my memory on how they make sure it is working?
Jared
Message 11
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| Subject: | Re: New Kitfox5 builder |
--> Kitfox-List message posted by: "Clifford Begnaud" <shoeless@barefootpilot.com>
Eric,
Sorry that I'm late in responding to this, just got back from a trip down to
Loosiana in our kitfox.
Well, it looks like you've gotten several responses but I think I can add
something. I flew a brand spankin new model 7 with the 912s recently up here
in CO and flew our model 5 with 0-235 before and after the flying the 7.
First here's a little background info; the 7 has the new flaperons that
supposedly reduce stall speed, which should theoretically let you lift off a
little sooner. Our 5 has the old flaperons. The 7 weighs 820 our 5 weighs
870. The 7 had about 3/4 full fuel tanks, the 5 about half full. The 7 has
an Airmaster constant speed prop with 70" (I think) warp drive blades with
tapered tips. Our 5 has a wood Aymar Demuth prop 72x48.
The flights were done from Longmont, CO (elevation 5050') It was a cool day,
but I don't remember the temperature, probably in the 40's.
Take off roll in the 7 was right at 300', in the 5, 250'. Climb rate in the
7, 900 fpm, in the 5, 1100 fpm. TAS of the 5 was about 115 mph, but my
memory is a little foggy on that aspect, as I spend most of my time at the
low end of the speed scale. TAS in our 5 is 130 mph at 2600 rpm. (burning
about 5.25 gph at 8000' or above)
Something to keep in mind about our plane is the fact that it has dual
electronic ignitions (lightspeed ignitions) and an Ellison Throttle body
carb. Vic, the builder of this plane estimates that this combo produces
somewhere between 125-130 hp (at sea level) I think he is probably correct
about this. Another thing that might help the take-off performance is to
install Vortex Generators. I plan to add these in the near future.
As for getting the plane under 800# with the 0-235, forget it. Even with no
electric it's simply not gonna happen. But you can get it lighter. Here's a
suggestion for a "limited electric" plane. Install one magneto and one
Lightspeed electronic ignition. For juice, use a B&C specialty products 8amp
alternator (http://www.bandcspecialty.com/SD8desc.html) that mounts on the
vacuum pump pad, this unit weighs about 3 pounds. This alternator in
combination with one LSE ignition should weigh less than one magneto! For a
battery, just use a small 5 ah AGM battery, about 5 lbs. I just bought one
as a back up battery for $20 at Batteries Plus.
This will allow you to have an electronic ignition for a little extra power,
better fuel economy and MUCH easier hand propping. Plus if you needed a
radio, transponder or hand held gps powered off the battery bus, this
alternator would give enough juice to run these, but forget lights etc.
I mention the "hand propping" feature because you mentioned hand propping is
no problem for you. I did a test this winter to see just how well the engine
would hand prop with the electronic ignitions. It was a 20 degree F morning,
I did not preheat the engine in any way, I just primed it and flipped the
prop. It started so quickly and easily with just one flip that I was amazed.
My car doesn't start that easily.
Also, be aware that Vic used the AFS covering system. This saves a few
pounds and seems to be ok, but if I were to fly in a more harsh environment,
such as Alaska, I would definitely go with polyfiber.
Someone mentioned something about "control feel" with the bigger engine.
Well, I have also owned a model 5 with a Rotax 912 and our newer one has
more stick force only when flying at faster speeds than our first one was
capable of. The model 7 however, has higher stick forces (roll axis) at all
speeds than a similar plane with the old flaperons.
If you were to choose the 912s, and I'm a big fan of these engines, you
could get that below 800 lbs. But if you plan on using the spring aluminum
gear, it won't be too much below. Perhaps around 780# if you really build
light. But that would include not using the constant speed prop.
So, in conclusion, I think that the performance of the two engines in a
Kitfox is close, and either one will get you out of that 1000' airstrip, but
the nod has to go to the 0-235. I think that this is especially true once
you load the planes up to near gross weight. In that environment I think you
will find that the 0-235 powered planes performance will pull ahead of the
same one with the 912s. We've had ours up at 15,000 feet, heavily loaded,
and it still had climb left in it.
Let me know if you have any other questions.
Oh, one more thing, the 0-235 has so much power that it causes the plane to
yaw left in flight, requiring the use of rudder in level flight at high
power settings. Keep this in mind when building, perhaps a few washers under
the left side of the engine mount.
Vic mentioned using an 0-320 on the kitfox. I must admit that this is
intriguing. But it's possible, even likely, that there would be some
undesirable consequences to doing this in addition to the fact that the
airframe was not designed to handle this much power.
Best Regards,
Cliff
Erie,CO
Kitfox 5, Lyc 0-235
> --> Kitfox-List message posted by: "Richardsons"
<victoryfield@btc-bci.com>
>
> I have just purchased an unstarted series 5 kit & found this list.What a
great bunch!A lot of knowledge passing back & forth.Anyway I have a few
questions,I'm looking at using an O-235 or a Rotax 912.I want to build it
light,I'd even consider going non electric on the O-235.Can anyone give me
an idea of the empty weight,takeoff roll &climb rate using either?I want a
basic panel.Can I get it under 800# using the non elect O-235?I've had 3-
Taylorcrafts so handpropping is no problem.I flew a Kitfox 5 last week with
an O-200 wt/ 1000# & I'd like better performance.The last T-craft I had got
off in 250-300' @800'msl & climbed at 800-900 fpm on 85HP.I really thought
the Kitfox 5 could beat that hands down.I talked to Skystar,they really push
using the Rotax.They claim it "spools up faster"& will always take off &
climb faster than the other engines.I am more familiar with the O-235 & have
one available.I need to fly off a 1000'grass strip comfortably.I'm in SW
Michigan not far fr!
> om Kalamazoo,Thanks for you help!Eric Ricahrdson=0D=0A
>
Message 12
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| Subject: | Re: New Kitfox5 builder |
--> Kitfox-List message posted by: "Vic Jacko" <vicwj@earthlink.net>
Cliff, great write-up, I could not have said it better! (I want my plane
back)
On the subject of more power in the 5.
You may be aware there are STC,s to allow 180 HP in the lowly Cessna 150's
and 152's . I would not think Cessna knew this would happen when they
originally designed the airframe. The Super Cub is another example.
The only problem I see is using all that power up near the Vne of the Series
5,6 or 7.
By the way, If you leave off the front ring gear/ flywheel you would save a
lot of weight and it would sure make it easy to seal the shroud around the
front of the engine.
Perhaps after I finish my RV-9 I will build a "Super Fox"
Vic
----- Original Message -----
From: "Clifford Begnaud" <shoeless@barefootpilot.com>
Subject: Re: Kitfox-List: New Kitfox5 builder
> --> Kitfox-List message posted by: "Clifford Begnaud"
<shoeless@barefootpilot.com>
>
> Eric,
> Sorry that I'm late in responding to this, just got back from a trip down
to
> Loosiana in our kitfox.
> Well, it looks like you've gotten several responses but I think I can add
> something. I flew a brand spankin new model 7 with the 912s recently up
here
> in CO and flew our model 5 with 0-235 before and after the flying the 7.
> First here's a little background info; the 7 has the new flaperons that
> supposedly reduce stall speed, which should theoretically let you lift off
a
> little sooner. Our 5 has the old flaperons. The 7 weighs 820 our 5 weighs
> 870. The 7 had about 3/4 full fuel tanks, the 5 about half full. The 7 has
> an Airmaster constant speed prop with 70" (I think) warp drive blades with
> tapered tips. Our 5 has a wood Aymar Demuth prop 72x48.
> The flights were done from Longmont, CO (elevation 5050') It was a cool
day,
> but I don't remember the temperature, probably in the 40's.
> Take off roll in the 7 was right at 300', in the 5, 250'. Climb rate in
the
> 7, 900 fpm, in the 5, 1100 fpm. TAS of the 5 was about 115 mph, but my
> memory is a little foggy on that aspect, as I spend most of my time at the
> low end of the speed scale. TAS in our 5 is 130 mph at 2600 rpm. (burning
> about 5.25 gph at 8000' or above)
> Something to keep in mind about our plane is the fact that it has dual
> electronic ignitions (lightspeed ignitions) and an Ellison Throttle body
> carb. Vic, the builder of this plane estimates that this combo produces
> somewhere between 125-130 hp (at sea level) I think he is probably correct
> about this. Another thing that might help the take-off performance is to
> install Vortex Generators. I plan to add these in the near future.
> As for getting the plane under 800# with the 0-235, forget it. Even with
no
> electric it's simply not gonna happen. But you can get it lighter. Here's
a
> suggestion for a "limited electric" plane. Install one magneto and one
> Lightspeed electronic ignition. For juice, use a B&C specialty products
8amp
> alternator (http://www.bandcspecialty.com/SD8desc.html) that mounts on the
> vacuum pump pad, this unit weighs about 3 pounds. This alternator in
> combination with one LSE ignition should weigh less than one magneto! For
a
> battery, just use a small 5 ah AGM battery, about 5 lbs. I just bought one
> as a back up battery for $20 at Batteries Plus.
> This will allow you to have an electronic ignition for a little extra
power,
> better fuel economy and MUCH easier hand propping. Plus if you needed a
> radio, transponder or hand held gps powered off the battery bus, this
> alternator would give enough juice to run these, but forget lights etc.
> I mention the "hand propping" feature because you mentioned hand propping
is
> no problem for you. I did a test this winter to see just how well the
engine
> would hand prop with the electronic ignitions. It was a 20 degree F
morning,
> I did not preheat the engine in any way, I just primed it and flipped the
> prop. It started so quickly and easily with just one flip that I was
amazed.
> My car doesn't start that easily.
>
> Also, be aware that Vic used the AFS covering system. This saves a few
> pounds and seems to be ok, but if I were to fly in a more harsh
environment,
> such as Alaska, I would definitely go with polyfiber.
> Someone mentioned something about "control feel" with the bigger engine.
> Well, I have also owned a model 5 with a Rotax 912 and our newer one has
> more stick force only when flying at faster speeds than our first one was
> capable of. The model 7 however, has higher stick forces (roll axis) at
all
> speeds than a similar plane with the old flaperons.
>
> If you were to choose the 912s, and I'm a big fan of these engines, you
> could get that below 800 lbs. But if you plan on using the spring aluminum
> gear, it won't be too much below. Perhaps around 780# if you really build
> light. But that would include not using the constant speed prop.
> So, in conclusion, I think that the performance of the two engines in a
> Kitfox is close, and either one will get you out of that 1000' airstrip,
but
> the nod has to go to the 0-235. I think that this is especially true once
> you load the planes up to near gross weight. In that environment I think
you
> will find that the 0-235 powered planes performance will pull ahead of the
> same one with the 912s. We've had ours up at 15,000 feet, heavily loaded,
> and it still had climb left in it.
> Let me know if you have any other questions.
> Oh, one more thing, the 0-235 has so much power that it causes the plane
to
> yaw left in flight, requiring the use of rudder in level flight at high
> power settings. Keep this in mind when building, perhaps a few washers
under
> the left side of the engine mount.
> Vic mentioned using an 0-320 on the kitfox. I must admit that this is
> intriguing. But it's possible, even likely, that there would be some
> undesirable consequences to doing this in addition to the fact that the
> airframe was not designed to handle this much power.
> Best Regards,
> Cliff
> Erie,CO
> Kitfox 5, Lyc 0-235
>
>
> > --> Kitfox-List message posted by: "Richardsons"
> <victoryfield@btc-bci.com>
> >
> > I have just purchased an unstarted series 5 kit & found this list.What a
> great bunch!A lot of knowledge passing back & forth.Anyway I have a few
> questions,I'm looking at using an O-235 or a Rotax 912.I want to build it
> light,I'd even consider going non electric on the O-235.Can anyone give me
> an idea of the empty weight,takeoff roll &climb rate using either?I want a
> basic panel.Can I get it under 800# using the non elect O-235?I've had 3-
> Taylorcrafts so handpropping is no problem.I flew a Kitfox 5 last week
with
> an O-200 wt/ 1000# & I'd like better performance.The last T-craft I had
got
> off in 250-300' @800'msl & climbed at 800-900 fpm on 85HP.I really thought
> the Kitfox 5 could beat that hands down.I talked to Skystar,they really
push
> using the Rotax.They claim it "spools up faster"& will always take off &
> climb faster than the other engines.I am more familiar with the O-235 &
have
> one available.I need to fly off a 1000'grass strip comfortably.I'm in SW
> Michigan not far fr!
> > om Kalamazoo,Thanks for you help!Eric Ricahrdson=0D=0A
> >
>
>
Message 13
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--> Kitfox-List message posted by: "Clifford Begnaud" <shoeless@barefootpilot.com>
Got a new Garmin 296 two weeks ago and just got back from using it on a 2000
mile round trip to Louisiana. All I can say is, WOW!
This thing does everything but wipe the bugs off the windshield. Without a
doubt the best handheld out there.
One feature that I found nice is the ability to put a "ring" around a point.
For example lets say that there is a 30 mile TFR over some point along your
route. Just tell the gps to put a 30 mile ring around that spot and you can
see it on the map and avoid it.
The main map page is large and easily readable. There are no data boxes
taking up screen space like on most other gps's. Instead this one just puts
the data text on the screen with no box around it (ie, ground speed, ETE
etc) Also, you can choose any piece of data that is available in the unit
and put it on the screen. There are 41 items to choose from!
Some of the interesting data items to choose from are: flight timer, Glide
ratio and ratio to target, time to vnav, next turn, trip avg speed, Vert
speed to target, Voltage, sunrise or sunset, fuel timer and much much more.
One of the new features of the 296 is the terrain and obstacle map and
warnings. This works very nicely.
One of the "pages" on the gps is virtual instrument pane. In the center is
an HSI and on the page are ground speed, dist, altitude, vsi, ETE, and a
"bank indicator". This last item looks like a turn coordinator without the
ball. Amazingly, it is sensitive enough that you could actually fly the
plane and keep the wings level by looking at this indicator. Of course there
is no "pitch info" so you really can't fly ifr with it.
This thing is "almost" worth the ridiculous selling price.
Cliff
Message 14
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Dennis and Stephanie Smith <rv10flyer@msn.com>, Duane Nobs <chip@mwt.net>,
"hausding, sid" <sidh@charter.net>,
Rick Mulhern <bluemax@bayou.com>
n.sidders@att.net
| Subject: | D Day Rememberance |
--> Kitfox-List message posted by: Jerry Liles <wliles@bayou.com>
Following is the complete text of a speech given by President, Ronald
Reagan, at Omaha Beach, Normandy on June 6, 1984, the 40th anniversary
of D-Day. Our words could never match the eloquent and heartfelt words
of "The Great Communicator", and we echo his salute to those who paid
with their lives and their bodies for our freedom.
Boge Quinn
Speech by President Ronald Reagan
Omaha Beach, Normandy
June 6, 1984
We stand today at a place of battle, one that 40 years ago saw and felt
the worst of war. Men bled and died here for a few feet of - or inches
of sand, as bullets and shellfire cut through their ranks. About them,
General Omar Bradley later said, "Every man who set foot on Omaha Beach
that day was a hero."
Some who survived the battle of June 6, 1944, are here today. Others who
hoped to return never did.
"Someday, Lis, I'll go back," said Private First Class Peter Robert
Zannata, of the 37th Engineer Combat Battalion, and first assault wave
to hit Omaha Beach. "I'll go back, and I'll see it all again. I'll see
the beach, the barricades, and the graves."
Those words of Private Zanatta come to us from his daughter, Lisa
Zannata Henn, in a heart-rending story about the event her father spoke
of so often. "In his words, the Normandy invasion would change his life
forever," she said. She tells some of his stories of World War II but
says of her father, "the story to end all stories was D-Day."
"He made me feel the fear of being on the boat waiting to land. I can
smell the ocean and feel the sea sickness. I can see the looks on his
fellow soldiers' faces-the fear, the anguish, the uncertainty of what
lay ahead. And when they landed, I can feel the strength and courage of
the men who took those first steps through the tide to what must have
surely looked like instant death."
Private Zannata's daughter wrote to me, "I don't know how or why I can
feel this emptiness, this fear, or this determination, but I do. Maybe
it's the bond I had with my father. All I know is that it brings tears
to my eyes to think about my father as a 20-year old boy having to face
that beach."
The anniversary of D-Day was always special to her family. And like all
the families of those who went to war, she describes how she came to
realize her own father's survival was a miracle: "So many men died. I
know that my father watched many of his friends be killed. I know that
he must have died inside a little each time. But his explanation to me
was, "You did what you had to do, and you kept on going."
When men like Private Zannata and all our Allied forces stormed the
beaches of Normandy 40 years ago they came not as conquerors, but as
liberators. When these troops swept across the French countryside and
into the forests of Belgium and Luxembourg they came not to take, but to
return what had been wrongfully seized. When our forces marched into
Germany they came not to prey on a brave and defeated people, but to
nurture the seeds of democracy among those who yearned to
bee free again.
We salute them today. But, Mr. President [Francois Mitterand of France],
we also salute those who, like yourself, were already engaging the enemy
inside your beloved country-the French Resistance. Your valiant struggle
for France did so much to cripple the enemy and spur the advance of the
armies of liberation. The French Forces of the Interior will forever
personify courage and national spirit. They will be a timeless
inspiration to all who are free and to all who would be free.
Today, in their memory, and for all who fought here, we celebrate the
triumph of democracy. We reaffirm the unity of democratic people who
fought a war and then joined with the vanquished in a firm resolve to
keep the peace.
From a terrible war we learned that unity made us invincible; now, in
peace, that same unity makes us secure. We sought to bring all
freedom-loving nations together in a community dedicated to the defense
and preservation of our sacred values. Our alliance, forged in the
crucible of war, tempered and shaped by the realities of the post-war
world, has succeeded. In Europe, the threat has been contained, the
peace has been kept.
Today, the living here assembled-officials, veterans, citizens-area
tribute to what was achieved here 40 years ago. This land is secure. We
are free. These things are worth fighting and dying for.
Lisa Zannata Henn began her story by quoting her father, who promised
that he would return to Normandy. She ended with a promise to her
father, who died 8 years ago of cancer: "I'm going there, Dad, and I'll
see the beaches and the barricades and the monuments. I'll see the
graves, and I'll put flowers there just like you wanted to do. I'll
never forget what you went through, Dad, nor will I let any one else
forget. And, Dad, I'll always be proud."
Through the words of his loving daughter, who is here with us today, a
D-Day veteran has shown us the meaning of this day far better than any
President can. It is enough to say about Private Zannata and all the men
of honor and courage who fought beside him four decades ago: We will
always remember. We will always be proud. We will always be prepared, so
we may always be free.
Thank you.
Message 15
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| Subject: | Re: Speedometer Testing |
--> Kitfox-List message posted by: "jimshumaker" <jimshumaker@sbcglobal.net>
Jared
Don't roll up the oxygen hose. You can damage the airspeed indicator very
easily. Instead use a clear hose and put a little water in it. When the
nesmis (water levels) are even the airspeed is 0. If you raise the free end
of the tube the water level should be uneven. There is a table (maybe on
the list) that correlates the height to speed. I believe 112mm is 100 mph.
But if you are careful, you can raise the airspeed and then tape the tube in
place. Leave it for about an hour to test the system for leaks.
Jim Shumaker
----- Original Message -----
From: "jareds" <jareds@verizon.net>
Subject: Kitfox-List: Speedometer Testing
> --> Kitfox-List message posted by: jareds <jareds@verizon.net>
>
> Anyone have some tips on testing the airspeed indicator? I remember
> reading an article about putting a rubber length of surgical hose on the
> pito tube and rolling it up to see if speed holds pretty steady for "x"
> seconds?
> Can someone refresh my memory on how they make sure it is working?
>
> Jared
>
>
Message 16
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--> Kitfox-List message posted by: Jim Corner <jcorner@shaw.ca>
Kurt
Here is a reference for the required list, note it is for the
"Old-Regs", can't seem to find it for the new CARS, perhaps it hasn't
been rewritten yet??
Jim Corner
http://www.tc.gc.ca/CivilAviation/Regserv/Affairs/Old-Regs/aa39.htm
I think Canada has a "required list". Any of you
"nordiners" know a reference for it?
Kurt S.
__________________________________
http://messenger.yahoo.com/
==
direct advertising on the Matronics Forums.
==
==
==
Message 17
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--> Kitfox-List message posted by: kurt schrader <smokey_bear_40220@yahoo.com>
Thanks Jim. That is the list I was looking for,
although I thought it would require a firearm of some
type. They really like that snare wire too.
Kurt S.
--- Jim Corner <jcorner@shaw.ca> wrote:
>
> Kurt
>
> Here is a reference for the required list, note it
> is for the
> "Old-Regs", can't seem to find it for the new CARS,
> perhaps it hasn't
> been rewritten yet??
>
> Jim Corner
>
>
http://www.tc.gc.ca/CivilAviation/Regserv/Affairs/Old-Regs/aa39.htm
>
>
> I think Canada has a "required list". Any of you
> "nordiners" know a reference for it?
>
> Kurt S.
__________________________________
http://messenger.yahoo.com/
Message 18
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| Subject: | Re: Speedometer Testing |
--> Kitfox-List message posted by: kurt schrader <smokey_bear_40220@yahoo.com>
I remembered us talking about this a while back and
found it again on Sportflight. It was from April
2003.
Here is a quick reference.
>http://www.sportflight.com/uploads/ASICalibration.pdf>
It is under "Text/articles if the web page doesn't get
you right there.
Kurt S.
--- jimshumaker <jimshumaker@sbcglobal.net> wrote:
>
> Jared
>
> Don't roll up the oxygen hose. You can damage the
> airspeed indicator very
> easily. Instead use a clear hose and put a little
> water in it. When the
> nesmis (water levels) are even the airspeed is 0.
> If you raise the free end
> of the tube the water level should be uneven. There
> is a table (maybe on
> the list) that correlates the height to speed. I
> believe 112mm is 100 mph.
> But if you are careful, you can raise the airspeed
> and then tape the tube in
> place. Leave it for about an hour to test the
> system for leaks.
>
> Jim Shumaker
> ----- Original Message -----
> From: "jareds" <jareds@verizon.net>
> To: <kitfox-list@matronics.com>
> Subject: Kitfox-List: Speedometer Testing
>
>
> > --> Kitfox-List message posted by: jareds
> <jareds@verizon.net>
> >
> > Anyone have some tips on testing the airspeed
> indicator? I remember
> > reading an article about putting a rubber length
> of surgical hose on the
> > pito tube and rolling it up to see if speed holds
> pretty steady for "x"
> > seconds?
> > Can someone refresh my memory on how they make
> sure it is working?
> >
> > Jared
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