Today's Message Index:
----------------------
1. 02:57 AM - Tires for Model IV (Jimmie Blackwell)
2. 04:02 AM - FAA Regs (Dee Young)
3. 05:14 AM - Darrel (AlbertaIV@aol.com)
4. 06:04 AM - Re: FAA Regs ()
5. 06:21 AM - Re: Dust Devil Story (Harris, Robert)
6. 07:10 AM - Re: Barrel Rolls ()
7. 07:22 AM - 582 Fox vibration?? (Gill Levesque)
8. 07:48 AM - Re:Dust Devils (EMAproducts@aol.com)
9. 08:16 AM - Re: Barrel Rolls (customtrans@qwest.net)
10. 08:18 AM - Re: 582 Fox vibration?? (Gary Algate)
11. 08:19 AM - Re: New coolant specified by Rotax. (Lowell Fitt)
12. 08:35 AM - Re: 582 Fox vibration?? (Gill Levesque)
13. 08:46 AM - Re Floats (Gary Algate)
14. 10:25 AM - Re: 582 Fox vibration?? (Bruce Harrington)
15. 10:52 AM - Re: Oil Pressure Mistery on 912 UL (John King)
16. 10:59 AM - Re: Barrel Rolls (kurt schrader)
17. 11:40 AM - Re: Tires for Model IV (KITFOXPILOT@att.net)
18. 11:54 AM - Re: Oil Pressure Mistery on 912 UL (customtrans@qwest.net)
19. 12:34 PM - Re: Barrel Rolls (Michel Verheughe)
20. 01:27 PM - 912 Oli Recommendations (John King)
21. 03:19 PM - Fly-in (Glenn Horne)
22. 03:32 PM - Re: FAA Regs (Steve Cooper)
23. 04:55 PM - Re: Oil Pressure Mistery on 912 UL (neflyer48)
24. 05:03 PM - Re: 582 Fox vibration?? (neflyer48)
25. 05:40 PM - Sport Pilot/BFR (AlbertaIV@aol.com)
26. 05:51 PM - Re: Sport Pilot/BFR (Jeffry Larson)
27. 06:28 PM - Re: Tires for Model IV (Jimmie Blackwell)
28. 07:18 PM - Re: New coolant specified by Rotax. (Rick)
29. 07:28 PM - Re: Sport Pilot/BFR (Glenn Horne)
30. 07:52 PM - Re: Sport Pilot/BFR (Bruce Harrington)
31. 08:37 PM - Re: Tires for Model IV (Jay Fabian)
32. 08:41 PM - Re: Fly-in (John King)
33. 10:42 PM - Re: Cockpit Noise Reduction (STEPHEN ZAKRESKI)
Message 1
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| Subject: | Tires for Model IV |
--> Kitfox-List message posted by: "Jimmie Blackwell" <jablackwell@ev1.net>
As a very low time tail wheel pilot I have a concern about the tires on my Model
IV. My plane has the 8" wheels and Carlisle tubeless trailer tires size 16.50
x 6.50 x 8.00. My concern is that the Carlisle tires do not have the crown
shape of aircraft tires. Is this a concern or am I just being overly cautious?
Would appreciate any ideas on alternative tires for the 8 inch wheel that
might help me tame this monster tail wheel flying machine.
Thank you
Jimmie
Message 2
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Seal-Send-Time: Fri, 15 Oct 2004 05:01:16 -0600
--> Kitfox-List message posted by: "Dee Young" <henrysfork1@msn.com>
I live in a small town in East Idaho where I have been asked to set on our local
airport board. Our airport has some problems, one of which is farm equipment
parked around in various places and particularly around the FBO hanger. It is
so bad some days you get caught by Ag cats coming/going and are unable to see
around all the obstructions. Can someone point me in a direction where I might
find information governing the use of airports? Any thoughts or help would really
be appreciated,
Thanks
Dee Young
Model II
N345DY
Do not archive
Message 3
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--> Kitfox-List message posted by: AlbertaIV@aol.com
Do Not Archive
Darrel,
I think I received a phone message from you last night but it was erased.
Will be home about 6:00 PM today.
Don Smythe
N-998DS Classic IV W/ 582
Message 4
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--> Kitfox-List message posted by: <rtoth1@verizon.net>
Go to AOPA and they will help you!!
>
> From: "Dee Young" <henrysfork1@msn.com>
> Date: 2004/10/15 Fri AM 07:01:16 EDT
> To: <kitfox-list@matronics.com>
> Subject: Kitfox-List: FAA Regs
>
>
Message 5
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| Subject: | Dust Devil Story |
--> Kitfox-List message posted by: "Harris, Robert" <Robert_Harris@intuit.com>
Hi Bob,
I bet that was scary. It's a good thing you did a go around.
Robert
KitfoxII
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of
AV8OR27RL@cs.com
Subject: Re: Kitfox-List: Dust Devil Story
--> Kitfox-List message posted by: AV8OR27RL@cs.com
On the subject of dust devils late last spring I had an interesting
experience. On very short final I noticed a tumble weed twirling around on
the left
side of the runway at about my intended point of touchdown. There was no
column of dust as the ground was still crusted from the spring rains. After
thinking what the heck then realizing what it was I decided it a great time
to
practice a go around. Powered up and established a clime at Vy. (Fast enough
to
avoid a stall and slow enough to handle the turbulence.) Thought left or
right
but you can't miss what you can't see so I took the middle. Hit some rather
severe turbulence (severe for a Kit Fox) at about 50" AGL but all went well.
We see Dust Devils often but just because we can't see them dose not
mean
there not there.
Bob Locey
KitfoxII
Message 6
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| Subject: | Re: Barrel Rolls |
--> Kitfox-List message posted by: <av8rps@tznet.com>
All:
Having flown seaplanes 1300+ hours over the last 15 years, I've done a lot
of low and slow flying. That's just part of normal seaplane operations.
Low and slow can be done safely for the most part, but there are times that
hazards exist beyond anyones control. Below is a thread I responded to on
the Seaplane Pilots Association web forum about an experience I had with low
and slow hazards. The person that describes his accident first (Sad)
suffered a bad accident. I was more fortunate and narrowly avoided one.
For any of you flying in mountains or over water this could be interesting
and informative reading. I hope it might help others to avoid exposure to a
similar accident scenario.
Re: Accident
Posted by Sad on May 21, 2004
Hello,
I post this in the hope that everyone might learn or glean something from
this. This is offered in the spirit of being part of the community of
seaplane pilots
Sometime ago I was involved in an accident with a C-180 on straight
floats. The aircraft was in excellent mechanical condition. The
circumstances were as follows:
Weight/CG: Approx. 410 lbs for pilot & co-pilot seat (2 people), a 110 lb.
passenger in rear seat. Rear cargo area had 10 lbs at most. Floats had
approx. 80 lbs of gear and and baggage, evenly distributed. Aircraft had
approx. 1/2 tanks (35-40 gal.)at the time of the accident----all parameters
within normal operating limits.
Weather: Mostly clear, visibility unlimited. Wind 10-20 kts, w/occasional
moderate (5-10 kts.) gusts. Enroute weather was good or better than
forecast. Turbulence to the point of the accident was none to light.
Water conditions: Light chop, some whitecaps, no swell.
Terrain: Fairly remote location. A saltwater passage, open at both ends,
between two islands. The passage is approx. 2/3- 3/4 mile in width and 3-4
miles long. Shoreline is irregular with hills of 200-500 feet elevation on
each side of the passage. There are 100's of similar situations on the west
coasts of Alaska and Canada.
Approach: Flew a consrvative approach. Approx. 2-3 mile downwind leg,
turning final at 1,000-1,100 elevation at a point approx. 1.5-2 miles from
intended touchdown point. Airspeed was held a bit high at 80 mph, flap
setting at 20 degrees--both to compensate for any wind gusts. Approach was
stable in all respects---no bumps, altitude, or heading deviations which
could be charactarized as anything but minor. Power and control
inputs/changes were all minor. Landing was into the wind with no crosswind
drift noted (checked several times by both pilots on the approach). Landing
attitude was normal.
Safety pilot: I had asked an acquaintance, a CFI and commercial-rated
floatplane pilot with over 15,000 floatplane hours (mostly bush flying) and
3,000+ hours in my type of aircraft to ride along as safety pilot. I was not
as familiar with the route, airspace, landmarks, etc. as I felt I wanted to
be, so I felt the conservative approach was to continue to have an expert
along who could offer tips and advice along the way (which he did, of
course). He had flown into this location 100's of times and had accompanied
me three out of the four previous flights. It was clear to both of us that
he was not formally acting as an instructor. All of the conditions and
circumstances are 100% corroborated by this individual.
Description: I had flown into this particular location four times, three
times within the preceding 6 months, all without incident and with a safety
pilot, but each time in conditions which were somewhat worse (both wind and
water) than existed this day. Up to the point of the accident the flight had
been pleasant and routine in all respects and the aircraft was performing
flawlessly.
At approx. 50 feet above the water, the aircraft--suddenly and without any
warning--flipped into an approx. 70+ degree left bank with a moderate nose
down attitude. No gust "cat's paws" on the water, no aural stall warning, no
sudden sink prior to the bank, no nothing. The other pilot described the
sensation as "as if someone had reached out with a hand and tipped the plane
over with the flick of a finger."
I immediately applied full right aileron, full power, and stomped on the
right rudder pedal. The other pilot verifies 2 out of the 3 actions (he
could not see the rudder pedals, but did note the power and aileron
reaction). None of this had any effect on the ultimate outcome though it is
conjecture on whether any of the corrective attempts may have mitigated the
force and/or angle of the impact.
We both estimated 1.5-2 seconds between the onset of the upset and impact
with the water. Needless to say, the aircraft suffered heavy damage, but
actually came to rest upright, still supported on the floats by little bits
of the undercarriage. The floats were damaged but able to support the plane.
We were wearing BAS harnesses in the front seats and lap and shoulder belt
in the rear seat. Amazingly, no one was injured.
Of course, both of us pilots have discussed analyzed and re-analyzed the
events. While I know that the formal accident determination would go
something like " pilot's failure to maintain control", etc., we are both at
a loss to explain what happened other than simple bad luck. The safety pilot
says there was nothing amiss nor anything that he would have done
differently. In his opinion, the approach and landing techniques being used
were normal and appropriate for the existing conditions.
The obvious theory is that of an odd and strong wind gust or crosswind
shear comming from 90 degrees off the prevailing wind.
But, more, the question is, under the conditions that existed at the time,
what did I do wrong, and--other than not making the flight at all to that
place at that time---was there anything that either of us could have or
should have foreseen that might have prevented the accident? Has anyone else
had something like this happened where it just left you frustrated and
scratching your head was to what you could have done differently? Was this
pilot error or an accident in the truest sense? What should we take away
from the experience?
I'd be interested in any and all comments and opinions.
My response to Sad's situation:
Posted by Paul S. on May 27, 2004
Sad:
I had a very similar situation happen to me once. Here are the details;
I was flying my Lake amphibian along the east coast of Wisconsins' Door
County, approximately a half mile from shore. I was approximately 25 feet
over the clear blue waters of Lake Michigan, enjoying the view. Water
conditions were perfect (about an inch of chop), very light winds, and clear
blue. You couldn't have asked for a nicer day for flying. I passed a freight
ship at the same level as their deck. The crew waved to me as I flew past,
and I acknowledged with a small wing wiggle. It was so calm out I could
smell their bacon and eggs cooking as I went through a small smoke trail
coming off the the back of the boat. I remember thinking about how fortunate
I was to enjoy such a majestic view on the world. Continuing on my northern
heading, the tip of the penninsula was now in sight. As I approached the
point, for whatever reason I recalled a story I heard once about the passage
that is between the tip of the penninsula and the island just north of it.
The sailors referred to this stretch of water as "Death's door" because so
many ships had sank there. Apparently the winds would whip through that
passage causing wicked water conditions whenever stormy weather prevailed.
But weather was perfect today. So why worry about that? For whatever reason,
my better judgement took over and I pulled back on the yoke just long enough
to give me another 35 or 40 feet of altitude. Now being at a (ahem) "safe"
treetop height off the water, I went back to enjoying my grand view. Just as
I passed the tip of the penninsula, I was subjected to the surprise of a
lifetime... some sort of violent windburst threw my airplane into a 100+
degree, nose down bank! All I saw was water in the windshield! In an effort
to keep the airplane from flying into the water in an inverted dive, I
reacted with opposite controls. My reaction was instanteous, and probably
more out of reflex than thought. There was no time to think. But opposite
control did nothing. At least not initially. A second or two later, the
wings whipped 180 degrees from left to right! Now I was in a right hand bank
similar to what I had just experienced from the left! Just as I was bringing
the controls through neutral in an attempt to recover again, the airplane
whipped back to a wings level attitude, requiring only a slight nudge on the
control yoke to bring the nose back where it belonged. I was now no more
than 15 feet off the water! I would approximate this whole situation took
place in 5-8 seconds.
After gathering my wits (and breathing again), I climbed to a couple hundred
feet and began a scan of the sky for the low flying 747 or F-16 I figured
had caused the wake turbulence I just experienced. But there were no signs
of other airplanes. Just me. So I made the best inflight inspection of the
airplane I could for malfunctions or damage, and continued on my tour of the
northernmost islands. For the rest of the 45 minute ride back home,
including flying the entire shoreline of Green Bay, I experienced one of the
smoothest flights of my lifetime. Zero wind. In fact, the one inch chop had
now died to a totally flat (glassy) water condition in the Green Bay area of
the lake.
So what happened? I'm sure I will never know for certain.
I suspect I was subjected to a wind venturi effect caused by low level winds
being forced through the pass between the two points of land (the island and
the point). Since this experience I have made a point to be aware of this
possibility, and even though I now fly higher through areas that could be
good candidates for this effect to take place (especially those where the
pass lies in direct relation to the prevailing wind direction), I have
experienced very small amounts of turbulence that give me the willy's just
thinking about what might be happening lower. But maybe I'm paranoid now?
Incidentally, I spoke with a friend near Juneau Alaska that mentioned a
similar problem with the Taku pass. Apparently it is a common problem in
that area, and apparently much worse as the winds can be near 100 mph after
ramped up by the same kind of venturi effect. I can't claim to have any
mountain flying experience, so it would be interesting to hear from others
about the validity of my theory.
How to avoid this weird phenomenon? Be aware anytime you are low and between
two narrow points of land with water between them that there could be a
deadly, invisible wind just waiting to ruin your day...
(For a full account of this accident thread with a lot more opinions, see
this URL:)
http://www.seaplanes.org/cgi-bin/forum/displaymsg.cgi?thread=2431%26ts=1#f7709
I also would suggest any time you fly over water to follow my personal rule;
If you are flying over any water that could have wires over it (any river,
or any lakes with close-to-shore islands needing power, etc) fly either a
150 feet in the air, or right above the water (like 5 feet). I fly under
highlines (that I am aware of) occasionally to be able to land in confined
areas. If I were flying at say 30-50 feet of altitude, I'd be going right
through the middle of most of those wires. At 5 feet I fit under them just
fine. At 150 feet I am over most anything short of the very large
transmission wires, but they are normally obvious because of their large
towers.
I'm sure someone will find a reason to question my logic here, but I feel
this is a good general rule to follow to try and keep you out of the wires.
Thus far, it's worked for me. And probably 90% of my flying is done at
under 500 feet.
Paul Seehafer
Central Wisconsin
Message 7
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| Subject: | 582 Fox vibration?? |
--> Kitfox-List message posted by: Gill Levesque <canpilot03@yahoo.ca>
Hi Guy's
This list has such a great wealth of experienced and knowledgeble pilots , that
I just can't help asking questions!! So here's another!!
The other day ,after fixing my leaking carb, I flew the plane back to my home
strip!(5 miles) . I noticed a vibration in my rudder pedalds! I looked out the
turtle deck at the rudder and wiggled it! All seemed well! After landing I checked
it out and all is normal! Would a possibly rough engine cause the rudder
pedals to vibrate?? Any Ideas???
Gil Levesque
C-IGVL
Still alive and flyin!!!!
Gil
---------------------------------
Message 8
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--> Kitfox-List message posted by: EMAproducts@aol.com
Gang,
My last flight in a Beech D-18 (Twin Beech) I had just touched down in Las
Vegas, making the normal wheel landing. Just as the tail started down I spotted
a dust devil just off the right side of the runway. I knew there wasn't a
way to miss it, was at the most vulnerable time in landing the Twin Beech. I
actually turned around and told the passengers to hang on, I knew we were going
to ground loop. Someone upstairs put out their hand, after much tire
screeching, sliding, weaving it seemed like forever probably about 4 or 5 seconds
in
the dust devil and many times that recovering we were going straight down the
runway. The sweat on my brow was not from the 90 degree temperatures! Haven't
forgotten yet, that was in '72
Be careful out there!
Elbie
Message 9
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--> Kitfox-List message posted by: customtrans@qwest.net
Very good post, I like to read these things.
My experience with these things HAVE happened on approach to landings with a
calm reading. Usually taken from the center of the runway. I've actually
come in to land and had wind hit me on a direct cross and push me over to
the next runway, taking quit a bit of aileron to compensate. I look at the
approach sock and see it on a direct cross straight out. My cure was to
level out and land mid field, which by the way was back to being calm.
On the subject of dropping a wing on the water, the only explanation to that
one is down draft or updraft. This can be because of convection or from
winds blowing over the top of mountains. Being in an area of mountains, I
have experienced both, with frightening results, believe it, I experienced
this more in a Cessna than in the kitfox. Maybe because I do plan my flying
more careful with the fox than the Cessna and will fly in gusty weather more
in a Cessna. But never the less, I understand what happened in the float
plane and have experienced this, luckily in a higher altitude.
On the subject of flying low, I totally believe in casing the area that you
want to enjoy this treat at a higher altitude first. I know when I took a
mountain flying seminar just a couple weeks ago, the mentor stressed this
very point. DON'T fly into a canyon blindly at low altitude, instead have
the maps, and have the smarts to fly high and look at the route first. Slow
down, but not so slow that you can't get out of trouble if something
happens. In a cessna 172 that speed was 78 knotts. I figure the fox speed
should be the same but in mph. The big issue is prevailing wind, what winds
do the area usually get and the DIRECTION is very important. Because on the
opposite side of the ridge that the wind is blow IS going to have a down
draft, and one thing to remember, down drafts go through trees. So if you
think that the down draft will stop before you hit ground and you'll go back
up... well think again. Just because you have a down draft don't think that
it's big enough to hit both wings, it can hit just one wing. Same goes with
updraft, which are on the side of the ridge that the wind is blowing.
Convection has the same results as up and down drafts, what goes up must go
down, or in this case a downer to an uper.
Flying low is risky but also very rewarding, treat it with much care and
don't get sloppy and show off.
happy flying.\
steve a
steve a
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com]On Behalf Of
av8rps@tznet.com
Subject: Re: Kitfox-List: Barrel Rolls
--> Kitfox-List message posted by: <av8rps@tznet.com>
All:
Having flown seaplanes 1300+ hours over the last 15 years, I've done a lot
of low and slow flying. That's just part of normal seaplane operations.
Low and slow can be done safely for the most part, but there are times that
hazards exist beyond anyones control. Below is a thread I responded to on
the Seaplane Pilots Association web forum about an experience I had with low
and slow hazards. The person that describes his accident first (Sad)
suffered a bad accident. I was more fortunate and narrowly avoided one.
For any of you flying in mountains or over water this could be interesting
and informative reading. I hope it might help others to avoid exposure to a
similar accident scenario.
Re: Accident
Posted by Sad on May 21, 2004
Hello,
I post this in the hope that everyone might learn or glean something from
this. This is offered in the spirit of being part of the community of
seaplane pilots
Sometime ago I was involved in an accident with a C-180 on straight
floats. The aircraft was in excellent mechanical condition. The
circumstances were as follows:
Weight/CG: Approx. 410 lbs for pilot & co-pilot seat (2 people), a 110 lb.
passenger in rear seat. Rear cargo area had 10 lbs at most. Floats had
approx. 80 lbs of gear and and baggage, evenly distributed. Aircraft had
approx. 1/2 tanks (35-40 gal.)at the time of the accident----all parameters
within normal operating limits.
Weather: Mostly clear, visibility unlimited. Wind 10-20 kts, w/occasional
moderate (5-10 kts.) gusts. Enroute weather was good or better than
forecast. Turbulence to the point of the accident was none to light.
Water conditions: Light chop, some whitecaps, no swell.
Terrain: Fairly remote location. A saltwater passage, open at both ends,
between two islands. The passage is approx. 2/3- 3/4 mile in width and 3-4
miles long. Shoreline is irregular with hills of 200-500 feet elevation on
each side of the passage. There are 100's of similar situations on the west
coasts of Alaska and Canada.
Approach: Flew a consrvative approach. Approx. 2-3 mile downwind leg,
turning final at 1,000-1,100 elevation at a point approx. 1.5-2 miles from
intended touchdown point. Airspeed was held a bit high at 80 mph, flap
setting at 20 degrees--both to compensate for any wind gusts. Approach was
stable in all respects---no bumps, altitude, or heading deviations which
could be charactarized as anything but minor. Power and control
inputs/changes were all minor. Landing was into the wind with no crosswind
drift noted (checked several times by both pilots on the approach). Landing
attitude was normal.
Safety pilot: I had asked an acquaintance, a CFI and commercial-rated
floatplane pilot with over 15,000 floatplane hours (mostly bush flying) and
3,000+ hours in my type of aircraft to ride along as safety pilot. I was not
as familiar with the route, airspace, landmarks, etc. as I felt I wanted to
be, so I felt the conservative approach was to continue to have an expert
along who could offer tips and advice along the way (which he did, of
course). He had flown into this location 100's of times and had accompanied
me three out of the four previous flights. It was clear to both of us that
he was not formally acting as an instructor. All of the conditions and
circumstances are 100% corroborated by this individual.
Description: I had flown into this particular location four times, three
times within the preceding 6 months, all without incident and with a safety
pilot, but each time in conditions which were somewhat worse (both wind and
water) than existed this day. Up to the point of the accident the flight had
been pleasant and routine in all respects and the aircraft was performing
flawlessly.
At approx. 50 feet above the water, the aircraft--suddenly and without any
warning--flipped into an approx. 70+ degree left bank with a moderate nose
down attitude. No gust "cat's paws" on the water, no aural stall warning, no
sudden sink prior to the bank, no nothing. The other pilot described the
sensation as "as if someone had reached out with a hand and tipped the plane
over with the flick of a finger."
I immediately applied full right aileron, full power, and stomped on the
right rudder pedal. The other pilot verifies 2 out of the 3 actions (he
could not see the rudder pedals, but did note the power and aileron
reaction). None of this had any effect on the ultimate outcome though it is
conjecture on whether any of the corrective attempts may have mitigated the
force and/or angle of the impact.
We both estimated 1.5-2 seconds between the onset of the upset and impact
with the water. Needless to say, the aircraft suffered heavy damage, but
actually came to rest upright, still supported on the floats by little bits
of the undercarriage. The floats were damaged but able to support the plane.
We were wearing BAS harnesses in the front seats and lap and shoulder belt
in the rear seat. Amazingly, no one was injured.
Of course, both of us pilots have discussed analyzed and re-analyzed the
events. While I know that the formal accident determination would go
something like " pilot's failure to maintain control", etc., we are both at
a loss to explain what happened other than simple bad luck. The safety pilot
says there was nothing amiss nor anything that he would have done
differently. In his opinion, the approach and landing techniques being used
were normal and appropriate for the existing conditions.
The obvious theory is that of an odd and strong wind gust or crosswind
shear comming from 90 degrees off the prevailing wind.
But, more, the question is, under the conditions that existed at the time,
what did I do wrong, and--other than not making the flight at all to that
place at that time---was there anything that either of us could have or
should have foreseen that might have prevented the accident? Has anyone else
had something like this happened where it just left you frustrated and
scratching your head was to what you could have done differently? Was this
pilot error or an accident in the truest sense? What should we take away
from the experience?
I'd be interested in any and all comments and opinions.
My response to Sad's situation:
Posted by Paul S. on May 27, 2004
Sad:
I had a very similar situation happen to me once. Here are the details;
I was flying my Lake amphibian along the east coast of Wisconsins' Door
County, approximately a half mile from shore. I was approximately 25 feet
over the clear blue waters of Lake Michigan, enjoying the view. Water
conditions were perfect (about an inch of chop), very light winds, and clear
blue. You couldn't have asked for a nicer day for flying. I passed a freight
ship at the same level as their deck. The crew waved to me as I flew past,
and I acknowledged with a small wing wiggle. It was so calm out I could
smell their bacon and eggs cooking as I went through a small smoke trail
coming off the the back of the boat. I remember thinking about how fortunate
I was to enjoy such a majestic view on the world. Continuing on my northern
heading, the tip of the penninsula was now in sight. As I approached the
point, for whatever reason I recalled a story I heard once about the passage
that is between the tip of the penninsula and the island just north of it.
The sailors referred to this stretch of water as "Death's door" because so
many ships had sank there. Apparently the winds would whip through that
passage causing wicked water conditions whenever stormy weather prevailed.
But weather was perfect today. So why worry about that? For whatever reason,
my better judgement took over and I pulled back on the yoke just long enough
to give me another 35 or 40 feet of altitude. Now being at a (ahem) "safe"
treetop height off the water, I went back to enjoying my grand view. Just as
I passed the tip of the penninsula, I was subjected to the surprise of a
lifetime... some sort of violent windburst threw my airplane into a 100+
degree, nose down bank! All I saw was water in the windshield! In an effort
to keep the airplane from flying into the water in an inverted dive, I
reacted with opposite controls. My reaction was instanteous, and probably
more out of reflex than thought. There was no time to think. But opposite
control did nothing. At least not initially. A second or two later, the
wings whipped 180 degrees from left to right! Now I was in a right hand bank
similar to what I had just experienced from the left! Just as I was bringing
the controls through neutral in an attempt to recover again, the airplane
whipped back to a wings level attitude, requiring only a slight nudge on the
control yoke to bring the nose back where it belonged. I was now no more
than 15 feet off the water! I would approximate this whole situation took
place in 5-8 seconds.
After gathering my wits (and breathing again), I climbed to a couple hundred
feet and began a scan of the sky for the low flying 747 or F-16 I figured
had caused the wake turbulence I just experienced. But there were no signs
of other airplanes. Just me. So I made the best inflight inspection of the
airplane I could for malfunctions or damage, and continued on my tour of the
northernmost islands. For the rest of the 45 minute ride back home,
including flying the entire shoreline of Green Bay, I experienced one of the
smoothest flights of my lifetime. Zero wind. In fact, the one inch chop had
now died to a totally flat (glassy) water condition in the Green Bay area of
the lake.
So what happened? I'm sure I will never know for certain.
I suspect I was subjected to a wind venturi effect caused by low level winds
being forced through the pass between the two points of land (the island and
the point). Since this experience I have made a point to be aware of this
possibility, and even though I now fly higher through areas that could be
good candidates for this effect to take place (especially those where the
pass lies in direct relation to the prevailing wind direction), I have
experienced very small amounts of turbulence that give me the willy's just
thinking about what might be happening lower. But maybe I'm paranoid now?
Incidentally, I spoke with a friend near Juneau Alaska that mentioned a
similar problem with the Taku pass. Apparently it is a common problem in
that area, and apparently much worse as the winds can be near 100 mph after
ramped up by the same kind of venturi effect. I can't claim to have any
mountain flying experience, so it would be interesting to hear from others
about the validity of my theory.
How to avoid this weird phenomenon? Be aware anytime you are low and between
two narrow points of land with water between them that there could be a
deadly, invisible wind just waiting to ruin your day...
(For a full account of this accident thread with a lot more opinions, see
this URL:)
http://www.seaplanes.org/cgi-bin/forum/displaymsg.cgi?thread=2431%26ts=1#f77
09
I also would suggest any time you fly over water to follow my personal rule;
If you are flying over any water that could have wires over it (any river,
or any lakes with close-to-shore islands needing power, etc) fly either a
150 feet in the air, or right above the water (like 5 feet). I fly under
highlines (that I am aware of) occasionally to be able to land in confined
areas. If I were flying at say 30-50 feet of altitude, I'd be going right
through the middle of most of those wires. At 5 feet I fit under them just
fine. At 150 feet I am over most anything short of the very large
transmission wires, but they are normally obvious because of their large
towers.
I'm sure someone will find a reason to question my logic here, but I feel
this is a good general rule to follow to try and keep you out of the wires.
Thus far, it's worked for me. And probably 90% of my flying is done at
under 500 feet.
Paul Seehafer
Central Wisconsin
Message 10
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| Subject: | 582 Fox vibration?? |
--> Kitfox-List message posted by: "Gary Algate" <algate@attglobal.net>
Gil
I once had a problem when one of the side fuselage covers under the rear
stab came loose.
Initially I had some vibration in the rudder pedals and then the passenger
side door started to pop open. When I landed (quickly) I found that the rear
passenger side cover screws had loosened and the cover was bent out at 90
degrees. This evidently disturbed the airflow causing the vibration
initially and then causing a low pressure area along the side of the plane
pulling the door open.
Probably not the same with you but there maybe something disturbing the
airflow
GaryA
Lite2/582
Hi Guy's
This list has such a great wealth of experienced and knowledgeble pilots ,
that I just can't help asking questions!! So here's another!!
The other day ,after fixing my leaking carb, I flew the plane back to my
home strip!(5 miles) . I noticed a vibration in my rudder pedalds! I looked
out the turtle deck at the rudder and wiggled it! All seemed well! After
landing I checked it out and all is normal! Would a possibly rough engine
cause the rudder pedals to vibrate?? Any Ideas???
Gil Levesque
C-IGVL
Still alive and flyin!!!!
Gil
Message 11
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| Subject: | Re: New coolant specified by Rotax. |
--> Kitfox-List message posted by: "Lowell Fitt" <lcfitt@inreach.com>
Torgeir, Thanks for the heads-up.
Lowell
----- Original Message -----
From: "Torgeir Mortensen" <torgemor@online.no>
Subject: Kitfox-List: New coolant specified by Rotax.
> --> Kitfox-List message posted by: Torgeir Mortensen <torgemor@online.no>
>
> Hi Folks,
>
> Back on the list again.
>
> Got this one today, good news!
>
> See below.
>
> You can read more about the new coolant here:
>
> http://www.evanscooling.com/main11.htm
>
> If you like to advertise SB, SI etc..
>
> (BTW. Rotax has issued some more bulletines lately, as -new master
> revision status.)
>
> Just sign up here:
>
> (However, you'll be able to download doc's as a guest as well.)
>
> http://www.rotax-owner.com/curdocs.htm
>
> Torgeir.
>
> -------
>
> New Service Bulletin from Rotax.
>
> SUMMARY OF SERVICE BULLETINS SB-912-043 / SB-914-029:
> THIS SUMMARY IS GENERAL IN NATURE AND IS NOT INTENDED TO REPLACE THE
> INFORMATION PROVIDED IN THE SERVICE
> BULLETIN.
> ALL OWNERS, OPERATORS AND MAINTENANCE PERSONNEL SHOULD OBTAIN AND
> CAREFULLY REVIEW THE FULL TEXT OF THE
> SERVICE BULLETIN.
>
> It has been found that in some instances, a conventional coolant (mixture
> of 50% water & 50% anti-freeze)
> can vaporize or boil before the
> maximum allowable cylinder head temperature is reached.
>
> As a result, the coolant specification for all 912 and 914 engines has
> been changed. The new coolant
> specified by Rotax is a non-aqueous
> (water-less) coolant manufactured by Evans Cooling Systems
> ( www.evanscooling.com). Please refer to the
> text of the Service Bulletin for
> complete details.
>
> SB-912-043 /SB-914-029 also require the revision of several operator's and
> installation manuals. As
> service to Rotax Owners Association
> News users, these manual updates have been post to the Rotax Owners
> Association News web site ( www.rotax-
> owner.com/manualrev/10_11_2004/
> mrSB9_043_029.htm )
>
> This e-mail update is provided as a free service to registered users.
> Register with Rotax Owners Association News today!
>
>
> --
> Using M2, Opera's revolutionary e-mail client: http://www.opera.com/m2/
>
>
Message 12
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| Subject: | 582 Fox vibration?? |
--> Kitfox-List message posted by: Gill Levesque <canpilot03@yahoo.ca>
Thanx Gary, I will check that!!!
Are your floats at Barrie yet?
Gil Levesque
C-IGVL
Gary Algate <algate@attglobal.net> wrote:
--> Kitfox-List message posted by: "Gary Algate"
Gil
I once had a problem when one of the side fuselage covers under the rear
stab came loose.
Initially I had some vibration in the rudder pedals and then the passenger
side door started to pop open. When I landed (quickly) I found that the rear
passenger side cover screws had loosened and the cover was bent out at 90
degrees. This evidently disturbed the airflow causing the vibration
initially and then causing a low pressure area along the side of the plane
pulling the door open.
Probably not the same with you but there maybe something disturbing the
airflow
GaryA
Lite2/582
Hi Guy's
This list has such a great wealth of experienced and knowledgeble pilots ,
that I just can't help asking questions!! So here's another!!
The other day ,after fixing my leaking carb, I flew the plane back to my
home strip!(5 miles) . I noticed a vibration in my rudder pedalds! I looked
out the turtle deck at the rudder and wiggled it! All seemed well! After
landing I checked it out and all is normal! Would a possibly rough engine
cause the rudder pedals to vibrate?? Any Ideas???
Gil Levesque
C-IGVL
Still alive and flyin!!!!
Gil
Still alive and flyin!!!!
Gil
---------------------------------
Message 13
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|
--> Kitfox-List message posted by: "Gary Algate" <algate@attglobal.net>
Not yet Gil,
Marc is bringing them down when he has a chance - I'll let you know.
If there is anybody on the list interested in an immaculate set of Zenair
1150 floats complete with streamline struts and twin water rudders ready to
bolt onto a model 4 or Lite2 please let me know.
GaryA
582/Lite2
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Gill Levesque
Subject: RE: Kitfox-List: 582 Fox vibration??
--> Kitfox-List message posted by: Gill Levesque <canpilot03@yahoo.ca>
Thanx Gary, I will check that!!!
Are your floats at Barrie yet?
Message 14
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|
| Subject: | Re: 582 Fox vibration?? |
--> Kitfox-List message posted by: "Bruce Harrington" <aerowood@mcsi.net>
Hi Gil,
1 - rich 582.
2 - prop needs checking for same pitch or loose.
3 - ?
bh
> Hi Guy's
>
> This list has such a great wealth of experienced and knowledgeble pilots ,
> that I just can't help asking questions!! So here's another!!
>
> The other day ,after fixing my leaking carb, I flew the plane back to my
> home strip!(5 miles) . I noticed a vibration in my rudder pedalds! I
> looked out the turtle deck at the rudder and wiggled it! All seemed well!
> After landing I checked it out and all is normal! Would a possibly rough
> engine cause the rudder pedals to vibrate?? Any Ideas???
> Gil Levesque
> C-IGVL
>
>
> Still alive and flyin!!!!
>
> Gil
Message 15
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|
| Subject: | Re: Oil Pressure Mistery on 912 UL |
--> Kitfox-List message posted by: John King <kingjohne@adelphia.net>
Jerry,
I followed your same procedure and shipped my suspect Westach oil
pressure sensor to Westberg Manufacturing for testing. I first called
them and explained what happened. They felt it was not the Westach Quad
Gauge, but most likely the sensor itself. They immediately shipped me a
new one at no expense and asked me to return the one that failed. Now
that is a very responsive supplier. The new sensors now cost $219.00.
--
John King
Warrenton, VA
neflyer48 wrote:
>--> Kitfox-List message posted by: "neflyer48" <neflyer48@cableone.net>
>
>I sent my Westach gauge and sender in to Westburg Mfg.. They replaced the
>sending unit and calibrated to the gauge. They didn't charge me anything!
>
>Jerry Kohles
>M3 912
>
>----- Original Message -----
>From: "Jimmie Blackwell" <jablackwell@ev1.net>
>To: <kitfox-list@matronics.com>
>Subject: Kitfox-List: Oil Pressure Mistery on 912 UL
>
>
>
>
>>--> Kitfox-List message posted by: "Jimmie Blackwell"
>>
>>
><jablackwell@ev1.net>
>
>
>>Recently I experienced an oil pressure problem indication. I am concerned
>>
>>
>about the oil pressure indication showing on my Westach quad gauge. At low
>rpm, 2000-2500 my oil pressure gauge fluctuates wildly from 60 to 100 psi.
>Bringing the rpm up to over 3000 rpm settles the gauge down to between 60
>and 80 psi. I am trying to determine whether I have an oil sensor problem.
>electrical problem or an actual oil pressure problem.
>
>
>>Talking to Lockwood they seem to think that I have an oil pressures sensor
>>
>>
>problem. A new sensor for the Westach is expensive. Talking to another
>Rotax repair facility' they suggest also that it is probably an oil pressure
>sensor problem, but it may be a rubber oil line that is collapsing.
>
>
>>Wonder if any of you had these problems.
>>
>>Before I get airborne again I plan to replace all the oil lines just be
>>
>>
>safe. Hopefully someone can tell me what size and type hoses to buy to
>replace the oil lines.
>
>
>>Thanks
>>
>>Jimmie
>>
>>
>>
>>
>
>
>
Message 16
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|
| Subject: | Re: Barrel Rolls |
--> Kitfox-List message posted by: kurt schrader <smokey_bear_40220@yahoo.com>
Good stories to learn from Paul S.
I have done most of my mountain flying in helos, so my
experience is somewhat different. I would add the
following comments:
When flying around power lines, fly over the towers.
Some lines have much finer wires on top and they are
hard to see. If you cross the towers, you can always
see the structure and miss everything. You may not
see the little line that gets you between towers.
I once came across powerlines at 700' in Norway. It
was a wide passage, naturally with mountains on both
sides. The lines were strung for perhaps 5 miles with
no structure between the tops. It was an unexpected
surprise and a fairly close miss.
High terrain can cause air turbulence for a long
distance over flat terrain or water. Sometimes it
causes the air to spill over the top and impact the
terrain several miles away. While wind is blowing
steadily down a valley or it may be calm, it may be
blowing acoss the tops of the mountains on either
side. Somewhere these seperate winds will come
together, even close to the ground/water. The only
way to be aware of it is to fly above the highest
terrain, then descend to your landing point and note
the shift.
But there is always a surprise out there somewhere. I
was in a 757 going into Omaha. The Captain was
getting a checkride. At 50' above the runway on
landing we took a 30 degree left roll on a nice day.
A nearby river and a cliff some 5 miles away might
have something to do with it. Don't know, but we went
around. It takes a lot to tip a 757 that much that
fast. Had a Beach 18 behind us. The tower called and
asked if they "SAW THAT". That was the only
communication at the moment until we got stable and I
called going around. Maybe it was Elbie in the
twin???
Kurt S.
Message 17
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|
| Subject: | Re: Tires for Model IV |
--> Kitfox-List message posted by: KITFOXPILOT@att.net
-------------- Original message from "Jimmie Blackwell" : --------------
> --> Kitfox-List message posted by: "Jimmie Blackwell"
>
> As a very low time tail wheel pilot I have a concern about the tires on my Model
> IV. My plane has the 8" wheels and Carlisle tubeless trailer tires size 16.50
x
> 6.50 x 8.00. My concern is that the Carlisle tires do not have the crown shape
> of aircraft tires. Is this a concern or am I just being overly cautious? Would
> appreciate any ideas on alternative tires for the 8 inch wheel that might help
> me tame this monster tail wheel flying machine.
>
> Thank you
>
> Jimmie
> HI jimmie,
I also have a Model IV, and just purchased the same brand tires from Wicks Aircraft!
Mime are the Turf Glide with a nice tread. They are simular to the aero
trainer in design more of a flat surface. I think they will work just fine!
Ray
>
>
>
>
>
<!-- BEGIN WEBMAIL STATIONERY -->
<style type='text/css'>
p {
margin: 0px;
}
</style>
<!-- WEBMAIL STATIONERY noneset -->
-------------- Original message from "Jimmie Blackwell" <JABLACKWELL@EV1.NET>:
--------------
-- Kitfox-List message posted by: "Jimmie Blackwell" <JABLACKWELL@EV1.NET>
As a very low time tail wheel pilot I have a concern about the tires on my Model
IV. My plane has the 8" wheels and Carlisle tubeless trailer tires size 16.50
x
6.50 x 8.00. My concern is that the Carlisle tires do not have the crown shape
of aircraft tires. Is this a concern or am I just being overly cautious? Would
appreciate any ideas on alternative tires for the 8 inch wheel that might help
me tame this monster tail wheel flying machine.
Thank you
Jimmie
HI jimmie,
I also have a Model IV, and just purchased the same brand tires from Wicks Aircraft!
Mime are the Turf Glide with a nice tread. They are simular to the aero
trainer in design more of a flat surface. I think they will work just fine!
Ray
http://www.matronics.com/digest/kitfox-list
<!-- END WEBMAIL STATIONERY -->
Message 18
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| Subject: | Oil Pressure Mistery on 912 UL |
--> Kitfox-List message posted by: customtrans@qwest.net
I would put a mechanical guage on the engine to see if it's the engine or
the electrical. If engine I would check the pressure spring, seems there is
a bulletin for this concern.
steve a
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com]On Behalf Of John King
Subject: Re: Kitfox-List: Oil Pressure Mistery on 912 UL
--> Kitfox-List message posted by: John King <kingjohne@adelphia.net>
Jerry,
I followed your same procedure and shipped my suspect Westach oil
pressure sensor to Westberg Manufacturing for testing. I first called
them and explained what happened. They felt it was not the Westach Quad
Gauge, but most likely the sensor itself. They immediately shipped me a
new one at no expense and asked me to return the one that failed. Now
that is a very responsive supplier. The new sensors now cost $219.00.
--
John King
Warrenton, VA
neflyer48 wrote:
>--> Kitfox-List message posted by: "neflyer48" <neflyer48@cableone.net>
>
>I sent my Westach gauge and sender in to Westburg Mfg.. They replaced the
>sending unit and calibrated to the gauge. They didn't charge me anything!
>
>Jerry Kohles
>M3 912
>
>----- Original Message -----
>From: "Jimmie Blackwell" <jablackwell@ev1.net>
>To: <kitfox-list@matronics.com>
>Subject: Kitfox-List: Oil Pressure Mistery on 912 UL
>
>
>>--> Kitfox-List message posted by: "Jimmie Blackwell"
>>
>>
><jablackwell@ev1.net>
>
>
>>Recently I experienced an oil pressure problem indication. I am concerned
>>
>>
>about the oil pressure indication showing on my Westach quad gauge. At low
>rpm, 2000-2500 my oil pressure gauge fluctuates wildly from 60 to 100
psi.
>Bringing the rpm up to over 3000 rpm settles the gauge down to between 60
>and 80 psi. I am trying to determine whether I have an oil sensor problem.
>electrical problem or an actual oil pressure problem.
>
>
>>Talking to Lockwood they seem to think that I have an oil pressures sensor
>>
>>
>problem. A new sensor for the Westach is expensive. Talking to another
>Rotax repair facility' they suggest also that it is probably an oil
pressure
>sensor problem, but it may be a rubber oil line that is collapsing.
>
>
>>Wonder if any of you had these problems.
>>
>>Before I get airborne again I plan to replace all the oil lines just be
>>
>>
>safe. Hopefully someone can tell me what size and type hoses to buy to
>replace the oil lines.
>
>
>>Thanks
>>
>>Jimmie
>>
>>
>>
>>
>
>
Message 19
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|
| Subject: | Re: Barrel Rolls |
--> Kitfox-List message posted by: Michel Verheughe <michel@online.no>
kurt schrader wrote:
> I once came across powerlines at 700' in Norway.
Those are killers. But I just read that they test a new system based on a radar
that detects approaching craft and send a strong light beam in that direction.
Cheers,
Michel
no not archive
Message 20
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| Subject: | 912 Oli Recommendations |
--> Kitfox-List message posted by: John King <kingjohne@adelphia.net>
To The List,
Rotax Service Instruction SI-18-1997 R5 addresses the recommended use of
oils for the 912/914 Series and Lockwood has just published an article
on the same subject in the October issue of EAA Sport Pilot. Prior to
this I have used Honda GN4 oil primarily because my fuel consumption
was mostly auto fuel (70% auto and 30% 100LL) and I always used TCP
when using 100LL. I changed oil every 50 hours. Lockwood had
previously said that this was acceptable.
Lately my flying habits have changed somewhat and I now burn slightly
over 50% 100LL and faithfully use TCP. The article in Sport Pilot that
Phillip Lockwood wrote recommends that I use either Mobile One or
Pennzoil Motorcycle Oil and change oil every 33 hours or less. This is
because of the ill effects derived from the high lead content of 100LL.
It does not mention the use of TCP. I then called Lockwood for a
clarification on the use and effects of TCP.
Lockwood stated that I should be using the Pennzoil due to my high use
of avgas, but in this instance the additional use of TCP is not as
important as before. They state that the Pennzoil Motorcycle oil not
only has a gearbox additive, but an additive that fights the lead
content in avgas (forgot the name). The continual use of TCP is not as
critical when using the Pennzoil product as it was before when I was
burning only 30 % avgas. It would be OK to use TCP, just not as
important as before. Since TCP is getting harder to obtain and
expensive, the Pennzoil Motorcycle oil is a good solution.
I would recommend that all of you 912/914 drivers read both SI-18-1997
R5 and the Lockwood article in EAA Sport Pilot magazine. Due to my 50%
use of avgas I am now switching to Pennzoil Motorcycle oil (changed
every 33 hours) and will use TCP as long as it lasts. BTW, Pennzoil is
cheaper than the Honda GN4 oil I used up to now and the others
recommended on the SI.
--
John King
Warrenton, VA
Message 21
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--> Kitfox-List message posted by: "Glenn Horne" <glennflys@rcn.com>
KitFox list.
Tomorrow there will be a fly-in at the Franklin Municipal
Airport. Pancake breakfast starting a 0:800.Three EAA chapters
are putting this on. Anyone that can
make it would would be nice.Like to see some Kit Foxes there.
Would like to see you John King, and you and Chuck.
John you might be able to talk Don Smythe into coming,being
that Franklin is only about two or three miles outside of the Pat Henry
traffic pattern. I know this is pretty sudden,but I only found about
it today at my airport.
Hope to see some foxes there.
Glenn Horne Model II
Message 22
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--> Kitfox-List message posted by: "Steve Cooper" <spdrflyr@earthlink.net>
Where abouts in Eastern Idaho? I lived in Coeur d' Alene for several years
and know the area quite well.
Steve
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com]On Behalf Of Dee Young
Subject: Kitfox-List: FAA Regs
--> Kitfox-List message posted by: "Dee Young" <henrysfork1@msn.com>
I live in a small town in East Idaho where I have been asked to set on our
local airport board. Our airport has some problems, one of which is farm
equipment parked around in various places and particularly around the FBO
hanger. It is so bad some days you get caught by Ag cats coming/going and
are unable to see around all the obstructions. Can someone point me in a
direction where I might find information governing the use of airports? Any
thoughts or help would really be appreciated,
Thanks
Dee Young
Model II
N345DY
Do not archive
---
---
Message 23
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| Subject: | Re: Oil Pressure Mistery on 912 UL |
--> Kitfox-List message posted by: "neflyer48" <neflyer48@cableone.net>
John:
Some of these vendors that we do business with are very good. My Quad gauge
is a 1991 model and didn't match the new sending units. Grove is another
vendor that I'm very impressed with. They upgraded the axles on my gear with
no charge and straightened it twice after mishaps, again no charge.
Jerry Kohles
Norfolk Ne.
----- Original Message -----
From: "John King" <kingjohne@adelphia.net>
Subject: Re: Kitfox-List: Oil Pressure Mistery on 912 UL
> --> Kitfox-List message posted by: John King <kingjohne@adelphia.net>
>
> Jerry,
>
> I followed your same procedure and shipped my suspect Westach oil
> pressure sensor to Westberg Manufacturing for testing. I first called
> them and explained what happened. They felt it was not the Westach Quad
> Gauge, but most likely the sensor itself. They immediately shipped me a
> new one at no expense and asked me to return the one that failed. Now
> that is a very responsive supplier. The new sensors now cost $219.00.
>
> --
> John King
> Warrenton, VA
>
>
> neflyer48 wrote:
>
> >--> Kitfox-List message posted by: "neflyer48" <neflyer48@cableone.net>
> >
> >I sent my Westach gauge and sender in to Westburg Mfg.. They replaced the
> >sending unit and calibrated to the gauge. They didn't charge me anything!
> >
> >Jerry Kohles
> >M3 912
> >
> >----- Original Message -----
> >From: "Jimmie Blackwell" <jablackwell@ev1.net>
> >To: <kitfox-list@matronics.com>
> >Subject: Kitfox-List: Oil Pressure Mistery on 912 UL
> >
> >
> >
> >
> >>--> Kitfox-List message posted by: "Jimmie Blackwell"
> >>
> >>
> ><jablackwell@ev1.net>
> >
> >
> >>Recently I experienced an oil pressure problem indication. I am
concerned
> >>
> >>
> >about the oil pressure indication showing on my Westach quad gauge. At
low
> >rpm, 2000-2500 my oil pressure gauge fluctuates wildly from 60 to 100
psi.
> >Bringing the rpm up to over 3000 rpm settles the gauge down to between 60
> >and 80 psi. I am trying to determine whether I have an oil sensor
problem.
> >electrical problem or an actual oil pressure problem.
> >
> >
> >>Talking to Lockwood they seem to think that I have an oil pressures
sensor
> >>
> >>
> >problem. A new sensor for the Westach is expensive. Talking to another
> >Rotax repair facility' they suggest also that it is probably an oil
pressure
> >sensor problem, but it may be a rubber oil line that is collapsing.
> >
> >
> >>Wonder if any of you had these problems.
> >>
> >>Before I get airborne again I plan to replace all the oil lines just be
> >>
> >>
> >safe. Hopefully someone can tell me what size and type hoses to buy to
> >replace the oil lines.
> >
> >
> >>Thanks
> >>
> >>Jimmie
> >>
> >>
> >>
> >>
> >
> >
> >
>
>
Message 24
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|
| Subject: | Re: 582 Fox vibration?? |
--> Kitfox-List message posted by: "neflyer48" <neflyer48@cableone.net>
Sounds like tailwheel shimmy. Mine shook after landing on a rough strip. The
tail wheel was bent back. I straighted the spring, but still might change it
with one of those made by Atlas in Wichita.
Jerry Kohles
M3 912
----- Original Message -----
From: "Gill Levesque" <canpilot03@yahoo.ca>
Subject: Kitfox-List: 582 Fox vibration??
> --> Kitfox-List message posted by: Gill Levesque <canpilot03@yahoo.ca>
>
> Hi Guy's
>
> This list has such a great wealth of experienced and knowledgeble pilots
>
> The other day ,after fixing my leaking carb, I flew the plane back to my
home strip!(5 miles) . I noticed a vibration in my rudder pedalds! I looked
out the turtle deck at the rudder and wiggled it! All seemed well! After
landing I checked it out and all is normal! Would a possibly rough engine
cause the rudder pedals to vibrate?? Any Ideas???
> Gil Levesque
> C-IGVL
>
>
> Still alive and flyin!!!!
>
> Gil
>
>
> ---------------------------------
>
>
Message 25
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--> Kitfox-List message posted by: AlbertaIV@aol.com
Was talking with my local flight instructor yesterday about reverting back to
Sport Pilot from Private and the requirements of a Bi-annual (BFR) flight
review. He is not sure whether a BFR is required for the Sport Pilot. Also, we
are not sure whether a a Private Pilot can "simply" revert back to sport
pilot once his medical expires. Any comments?
Don Smythe
N-998DS Classic IV W/ 582
Message 26
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|
| Subject: | Re: Sport Pilot/BFR |
10/15/2004 18:51:03
--> Kitfox-List message posted by: Jeffry Larson <jeffryl@us.ibm.com>
I saw a note about this one just yesterday, believe it was in the EAA sport
mag. BFR will still be required for Sport Pilot (Use it or loose it). A
PP can simply revert back to sport pilot with a checkride/logbook signoff
from a qualified instructor.
Jeffry Larson
MCSE - MCP+Internet
Advisory Software Engineer
Shark Open Systems Lab
San Jose, CA 95193
jeffryl@us.ibm.com
ext 66097
AlbertaIV@aol.com
Sent by:
owner-kitfox-list To
-server@matronics kitfox-list@matronics.com
.com cc
Subject
10/15/2004 05:39 Kitfox-List: Sport Pilot/BFR
PM
Please respond to
kitfox-list
--> Kitfox-List message posted by: AlbertaIV@aol.com
Was talking with my local flight instructor yesterday about reverting back
to
Sport Pilot from Private and the requirements of a Bi-annual (BFR) flight
review. He is not sure whether a BFR is required for the Sport Pilot.
Also, we
are not sure whether a a Private Pilot can "simply" revert back to sport
pilot once his medical expires. Any comments?
Don Smythe
N-998DS Classic IV W/ 582
=
Message 27
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|
| Subject: | Re: Tires for Model IV |
--> Kitfox-List message posted by: "Jimmie Blackwell" <jablackwell@ev1.net>
Ray
Do you have 6 or 8" wheels. I have 8" wheels and was not able to find any
tires for my wheels in the Wicks catalog. What page did you find them on?
Thanks
Jimmie
----- Original Message -----
From: <KITFOXPILOT@att.net>
Subject: Re: Kitfox-List: Tires for Model IV
> --> Kitfox-List message posted by: KITFOXPILOT@att.net
>
>
> -------------- Original message from "Jimmie Blackwell" : --------------
>
> > --> Kitfox-List message posted by: "Jimmie Blackwell"
> >
> > As a very low time tail wheel pilot I have a concern about the tires on
my Model
> > IV. My plane has the 8" wheels and Carlisle tubeless trailer tires size
16.50 x
> > 6.50 x 8.00. My concern is that the Carlisle tires do not have the crown
shape
> > of aircraft tires. Is this a concern or am I just being overly cautious?
Would
> > appreciate any ideas on alternative tires for the 8 inch wheel that
might help
> > me tame this monster tail wheel flying machine.
> >
> > Thank you
> >
> > Jimmie
> > HI jimmie,
>
> I also have a Model IV, and just purchased the same brand tires from Wicks
Aircraft! Mime are the Turf Glide with a nice tread. They are simular to
the aero trainer in design more of a flat surface. I think they will work
just fine!
>
> Ray
> >
> >
> >
> >
> >
>
> <!-- BEGIN WEBMAIL STATIONERY -->
> <style type='text/css'>
> p {
> margin: 0px;
> }
> </style>
>
> <!-- WEBMAIL STATIONERY noneset -->
>
>
> -------------- Original message from "Jimmie Blackwell"
<JABLACKWELL@EV1.NET>: --------------
>
> -- Kitfox-List message posted by: "Jimmie Blackwell"
<JABLACKWELL@EV1.NET>
>
> As a very low time tail wheel pilot I have a concern about the tires on
my Model
> IV. My plane has the 8" wheels and Carlisle tubeless trailer tires size
16.50 x
> 6.50 x 8.00. My concern is that the Carlisle tires do not have the crown
shape
> of aircraft tires. Is this a concern or am I just being overly cautious?
Would
> appreciate any ideas on alternative tires for the 8 inch wheel that might
help
> me tame this monster tail wheel flying machine.
>
> Thank you
>
> Jimmie
> HI jimmie,
>
>
> I also have a Model IV, and just purchased the same brand tires from Wicks
Aircraft! Mime are the Turf Glide with a nice tread. They are simular to the
aero trainer in design more of a flat surface. I think they will work just
fine!
>
>
> Ray
>
> http://www.matronics.com/digest/kitfox-list
>
>
> <!-- END WEBMAIL STATIONERY -->
>
>
Message 28
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|
| Subject: | New coolant specified by Rotax. |
--> Kitfox-List message posted by: "Rick" <turboflyer@comcast.net>
I have installed this in my turbo Subaru EA-81. Still doing ground test on
the new engine. I let the temps get to 250 and not a whimper. There are many
positive aspects to the coolant with a few draw backs if you have to
convert, but I feel they are worth it. If possible a low restriction
radiator is optimum. FYI in the past if the temps had reach 250 there would
have been coolant all over the place. I will post a pic of the new engine
and the turbo coolant cool down pump. Definitely check out the info.
Rick
-----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: New coolant specified by Rotax.
--> Kitfox-List message posted by: "Lowell Fitt" <lcfitt@inreach.com>
Torgeir, Thanks for the heads-up.
Lowell
----- Original Message -----
From: "Torgeir Mortensen" <torgemor@online.no>
Subject: Kitfox-List: New coolant specified by Rotax.
> --> Kitfox-List message posted by: Torgeir Mortensen <torgemor@online.no>
>
> Hi Folks,
>
> Back on the list again.
>
> Got this one today, good news!
>
> See below.
>
> You can read more about the new coolant here:
>
> http://www.evanscooling.com/main11.htm
>
> If you like to advertise SB, SI etc..
>
> (BTW. Rotax has issued some more bulletines lately, as -new master
> revision status.)
>
> Just sign up here:
>
> (However, you'll be able to download doc's as a guest as well.)
>
> http://www.rotax-owner.com/curdocs.htm
>
> Torgeir.
>
> -------
>
> New Service Bulletin from Rotax.
>
> SUMMARY OF SERVICE BULLETINS SB-912-043 / SB-914-029:
> THIS SUMMARY IS GENERAL IN NATURE AND IS NOT INTENDED TO REPLACE THE
> INFORMATION PROVIDED IN THE SERVICE
> BULLETIN.
> ALL OWNERS, OPERATORS AND MAINTENANCE PERSONNEL SHOULD OBTAIN AND
> CAREFULLY REVIEW THE FULL TEXT OF THE
> SERVICE BULLETIN.
>
> It has been found that in some instances, a conventional coolant (mixture
> of 50% water & 50% anti-freeze)
> can vaporize or boil before the
> maximum allowable cylinder head temperature is reached.
>
> As a result, the coolant specification for all 912 and 914 engines has
> been changed. The new coolant
> specified by Rotax is a non-aqueous
> (water-less) coolant manufactured by Evans Cooling Systems
> ( www.evanscooling.com). Please refer to the
> text of the Service Bulletin for
> complete details.
>
> SB-912-043 /SB-914-029 also require the revision of several operator's and
> installation manuals. As
> service to Rotax Owners Association
> News users, these manual updates have been post to the Rotax Owners
> Association News web site ( www.rotax-
> owner.com/manualrev/10_11_2004/
> mrSB9_043_029.htm )
>
> This e-mail update is provided as a free service to registered users.
> Register with Rotax Owners Association News today!
>
>
> --
> Using M2, Opera's revolutionary e-mail client: http://www.opera.com/m2/
>
>
Message 29
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--> Kitfox-List message posted by: "Glenn Horne" <glennflys@rcn.com>
Go to www.sportpilot.org and read all about
sport pilot.
You will need a current flight review. Once your medical
runs out you can go sport pilot on your drivers license.
Glenn Model II
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com]On Behalf Of
AlbertaIV@aol.com
Subject: Kitfox-List: Sport Pilot/BFR
--> Kitfox-List message posted by: AlbertaIV@aol.com
Was talking with my local flight instructor yesterday about reverting back
to
Sport Pilot from Private and the requirements of a Bi-annual (BFR) flight
review. He is not sure whether a BFR is required for the Sport Pilot.
Also, we
are not sure whether a a Private Pilot can "simply" revert back to sport
pilot once his medical expires. Any comments?
Don Smythe
N-998DS Classic IV W/ 582
Message 30
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|
| Subject: | Re: Sport Pilot/BFR |
--> Kitfox-List message posted by: "Bruce Harrington" <aerowood@mcsi.net>
Hi Don,
My Sonex #175 plans building buddy Gene has an expired 3rd Class medical,
and our CFI after checking his "books" determined he could sign off Gene for
BFR. However, Gene can not solo the C-150 in which the BFR was given. So
now Gene can try to rent an LSA a/c and fly it, as his t/w endorsement is
grandfathered in!
Hope this helps.
Cheers,
bh
PS: another 582ed Fox is now joining the growing Sonex fleet (Dale Kister)
> Was talking with my local flight instructor yesterday about reverting back
> to
> Sport Pilot from Private and the requirements of a Bi-annual (BFR) flight
> review. He is not sure whether a BFR is required for the Sport Pilot.
> Also, we
> are not sure whether a a Private Pilot can "simply" revert back to sport
> pilot once his medical expires. Any comments?
>
> Don Smythe
> N-998DS Classic IV W/ 582
Message 31
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|
| Subject: | Re: Tires for Model IV |
--> Kitfox-List message posted by: "Jay Fabian" <experimental208nd@comcast.net>
Contact Desser Tires. They have the ground down tires for $65 Each. Just use
tube inside. Mine have 80 plus hours on them.
Jay
----- Original Message -----
From: "Jimmie Blackwell" <jablackwell@ev1.net>
Subject: Re: Kitfox-List: Tires for Model IV
> --> Kitfox-List message posted by: "Jimmie Blackwell"
> <jablackwell@ev1.net>
>
> Ray
>
> Do you have 6 or 8" wheels. I have 8" wheels and was not able to find any
> tires for my wheels in the Wicks catalog. What page did you find them on?
>
> Thanks
> Jimmie
> ----- Original Message -----
> From: <KITFOXPILOT@att.net>
> To: <kitfox-list@matronics.com>
> Subject: Re: Kitfox-List: Tires for Model IV
>
>
>> --> Kitfox-List message posted by: KITFOXPILOT@att.net
>>
>>
>> -------------- Original message from "Jimmie Blackwell" : --------------
>>
>> > --> Kitfox-List message posted by: "Jimmie Blackwell"
>> >
>> > As a very low time tail wheel pilot I have a concern about the tires on
> my Model
>> > IV. My plane has the 8" wheels and Carlisle tubeless trailer tires size
> 16.50 x
>> > 6.50 x 8.00. My concern is that the Carlisle tires do not have the
>> > crown
> shape
>> > of aircraft tires. Is this a concern or am I just being overly
>> > cautious?
> Would
>> > appreciate any ideas on alternative tires for the 8 inch wheel that
> might help
>> > me tame this monster tail wheel flying machine.
>> >
>> > Thank you
>> >
>> > Jimmie
>> > HI jimmie,
>>
>> I also have a Model IV, and just purchased the same brand tires from
>> Wicks
> Aircraft! Mime are the Turf Glide with a nice tread. They are simular to
> the aero trainer in design more of a flat surface. I think they will work
> just fine!
>>
>> Ray
>> >
>> >
>> >
>> >
>> >
>>
>> <!-- BEGIN WEBMAIL STATIONERY -->
>> <style type='text/css'>
>> p {
>> margin: 0px;
>> }
>> </style>
>>
>> <!-- WEBMAIL STATIONERY noneset -->
>>
>>
>> -------------- Original message from "Jimmie Blackwell"
> <JABLACKWELL@EV1.NET>: --------------
>>
>> -- Kitfox-List message posted by: "Jimmie Blackwell"
> <JABLACKWELL@EV1.NET>
>>
>> As a very low time tail wheel pilot I have a concern about the tires on
> my Model
>> IV. My plane has the 8" wheels and Carlisle tubeless trailer tires size
> 16.50 x
>> 6.50 x 8.00. My concern is that the Carlisle tires do not have the crown
> shape
>> of aircraft tires. Is this a concern or am I just being overly cautious?
> Would
>> appreciate any ideas on alternative tires for the 8 inch wheel that
>> might
> help
>> me tame this monster tail wheel flying machine.
>>
>> Thank you
>>
>> Jimmie
>> HI jimmie,
>>
>>
>> I also have a Model IV, and just purchased the same brand tires from
>> Wicks
> Aircraft! Mime are the Turf Glide with a nice tread. They are simular to
> the
> aero trainer in design more of a flat surface. I think they will work just
> fine!
>>
>>
>> Ray
>>
>> http://www.matronics.com/digest/kitfox-list
>>
>>
>> <!-- END WEBMAIL STATIONERY -->
>>
>>
>
>
>
Message 32
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|
--> Kitfox-List message posted by: John King <kingjohne@adelphia.net>
Glenn,
I flew there in my Model IV several years ago. Chuck and I are already
obligated to a QB fly-in at a private grass strip (Fox Acres) near the
Casanova VOR.
--
John King
Warrenton, VA
Glenn Horne wrote:
>--> Kitfox-List message posted by: "Glenn Horne" <glennflys@rcn.com>
>
>KitFox list.
>Tomorrow there will be a fly-in at the Franklin Municipal
>Airport. Pancake breakfast starting a 0:800.Three EAA chapters
>are putting this on. Anyone that can
>make it would would be nice.Like to see some Kit Foxes there.
>Would like to see you John King, and you and Chuck.
>John you might be able to talk Don Smythe into coming,being
>that Franklin is only about two or three miles outside of the Pat Henry
>traffic pattern. I know this is pretty sudden,but I only found about
>it today at my airport.
>
>Hope to see some foxes there.
>Glenn Horne Model II
>
>
>
Message 33
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|
| Subject: | Re: Cockpit Noise Reduction |
--> Kitfox-List message posted by: STEPHEN ZAKRESKI <szakreski@shaw.ca>
Gil
I was just passing on a tip from my past. I had a problem with cockpit noise triggering
the COMM even when the squelch was turned way up. I also had complaints
from ATC that my radio transmissions were very noisy. It turns out the microphone
on my headset was turned 180 under the foam muff, so the microphone
input was facing away from my mouth rather than facing my mouth.
SteveZ
Calgary
----- Original Message -----
From: Gill Levesque <canpilot03@yahoo.ca>
Subject: Re: Kitfox-List: Cockpit Noise Reduction
> --> Kitfox-List message posted by: Gill Levesque <canpilot03@yahoo.ca>
>
> Steve,
> Can you elaborate on this? I did cover over the hole on the front
> with a piece of tape1 It's been this way for a couple of years! If
> I throtle back from cruise it all works fine!!!
> Do you have any sounproofing in your plane??
> Gil Levesque
> C-IGVL
>
> STEPHEN ZAKRESKI <szakreski@shaw.ca> wrote:
> --> Kitfox-List message posted by: STEPHEN ZAKRESKI
>
> Before you spend money, check to make sure your microphone is
> pointed in the right direction under the muff.
>
> SteveZ
> Calgary
>
> ----- Original Message -----
> From: Gill Levesque
> Date: Wednesday, October 6, 2004 6:42 am
> Subject: Kitfox-List: Cockpit Noise Reduction
>
> > --> Kitfox-List message posted by: Gill Levesque
> >
> > Hi All,
> >
> > I now have 68hrs. in C-IGVL ,a model 4 -1050 with 582! I love
> > it!!!!! (Someday Iwill post pics!!!)
> >
> > However the cockpit noise level is so high that my intercom is
> on
> > all the time(vox) and transmits engine noise into the headsets!!
> I
> > have tried a Flightcom,Softcom and Avcom as well as different
> > headsets!!!I have carpet on the floor,and carpet on the sides of
> > the boot cowl!( nothing on the lower firewall yet!!! )
> > What else can I do to soundproof!! Will an add on exhaust
> silencer
> > help?? What about coating the inside of the whole cowl with some
> > kind of sounproofing material??? Any ideas are appriciated!!
> >
> > Gil Levesque
> > C-IGVL
> > Ontario ,Canada
> >
> >
> >
> > Still alive and flyin!!!!
> >
> > Gil
> >
> >
> > ---------------------------------
> >
> >
> > _-
> > _-
> > _-
> > _-
> >
> ========================================================================>
> >
> >
> >
>
>
> Still alive and flyin!!!!
>
> Gil
>
>
> ---------------------------------
>
>
> _-
> _-
> _-
> _-
> ========================================================================
>
>
>
>
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