Today's Message Index:
----------------------
1. 12:34 AM - Re: Jab RPM (Michel Verheughe)
2. 03:55 AM - Re: radiator flap (AlbertaIV@aol.com)
3. 03:56 AM - Re: radiator flap or three way valve (KITFOXZ@aol.com)
4. 04:21 AM - Re: Jab RPM (Lynn Matteson)
5. 09:36 AM - Re: QNH (Michael Gibbs)
6. 09:53 AM - Re: radiator flap (Don Pearsall)
7. 11:10 AM - Re: radiator flap or three way valve or (roncarolnikko@webtv.net (Ron Schick))
8. 11:12 AM - Re: handheld nav/com (Richard Hutson)
9. 12:42 PM - Re: SV: QNH (Richard Hutson)
10. 05:12 PM - AeroCarb was Jab RPM (Giovanni Day)
11. 05:53 PM - Re: SV: QNH (DPREMGOOD@aol.com)
12. 05:53 PM - Re: radiator flap or three way valve (James Shumaker)
13. 06:56 PM - Re: SV: QNH (Brian Peck)
14. 07:43 PM - Re: Weatherproof ideas? My cowling leaks. (James Shumaker)
15. 10:15 PM - Re: Model II 582 (r.thomas@za.pwc.com)
16. 11:27 PM - Kitfoxes to Alaska 2005 (SOURDOSTAN@aol.com)
Message 1
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--> Kitfox-List message posted by: Michel Verheughe <michel@online.no>
Bruce Harrington wrote:
> Check out the AeroCarb at http://www.aeroconversions.com/
That looks very interesting, Bruce. I also like to keep things simple.
Some years ago, the Brits made a marine diesel engine that was so simple that
you could take the engine apart and rebuild it with standard plumber fittings.
It was a one cylinder, big flywheel, heavy monster that you could start by
hand. Exactly what you would want as an auxiliary engine if you were
circumnavigating. But the idea never caught, or the market was too small,
because they don't exist anymore.
Anyway, I like the idea too. I guess, if you control mixture, you need EGT,
right? I will consider it, but not this year. First, I need to fly and know my
new Jabiru. Then ... with time ... when I get money that I don't know how to
use ... :-)
Keep us informed on the performance of your carburettor, Bruce. Thanks in advance.
Cheers,
Michel
Message 2
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| Subject: | Re: radiator flap |
--> Kitfox-List message posted by: AlbertaIV@aol.com
In a message dated 2/19/2005 10:40:28 PM Eastern Standard Time,
turboflyer@comcast.net writes:
Don,
Do have some pics of the sliding type. I would be interested in seeing how
it works. Guess I could put my thermostat back in or rig up a big control
valve. Guess I am a little worried about the valve getting stuck in the
closed position, could happen with the louvers as well I suppose. I just
need more heat in low power setting at economy cruise especially when it is
cold out.
Rick
No, I don't have any pics of the sliding type. That's what I was saying
about that web site, it didn't give any pics of their product.
Don Smythe
Message 3
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| Subject: | Re: radiator flap or three way valve |
--> Kitfox-List message posted by: KITFOXZ@aol.com
Hello all,
Has anyone experimented with a thermostatically controlled three way valve
to modulate coolant flow through the radiator or to bypass it? Actually, a
manually controlled three way valve would be as failure proof as a manually
operated radiator flap don't you think?
John P. Marzluf
Columbus, Ohio
Outback, (out back in the garage)
Message 4
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--> Kitfox-List message posted by: Lynn Matteson <lynnmatt@jps.net>
Interesting carb. I had read about sliding-throttle carbs way back in
about 1970, and decided to build an injection system for a Chrysler
Hemi. It was quite simple to build, because the intake ports were
equi-distant apart, which would allow for the sliding throttle plate to
have 4 equally-spaced holes in a 1/8-inch plate, controlling air-flow
through a 1-inch aluminum body. Without going into all the details, I
built this thing at home, using only my lathe and milling attachment,
and various cutters, etc. When it was finished, I was going to warm up
the engine (it was winter here in Michigan) with the carb and manifold
installed, then quickly remove the carb and manifold, install the
injection unit while the engine was still warm, and try out the new
unit. The engine would not fire, soon running the battery down. After
charging the battery overnight, I gave up on trying to start with the
carb, and removed the carb and manifold, installed the injection unit
and the engine fired in about four seconds cranking...and what
response! It was a little sticky, due to the vacuum acting on the
sliding plate, but it worked fine. It looked a little strange with the
8 injection tubes sticking up about a foot, and all moving
back-and-forth as the throttle was blipped. As far as trying to build
one for an airplane engine, I've gotten a little more chicken-s___ in
my later years, and probably would not try that act again.
Lynn
do not archive
On Sunday, February 20, 2005, at 01:06 AM, Bruce Harrington wrote:
> --> Kitfox-List message posted by: "Bruce Harrington"
> <aerowood@mcsi.net>
>
> Hi Jose,
>
> When I bought my Jab 3300 (back when they were $10,800!), Sonex was
> offering
> the AeroCarb. Manual mixture control I liked. Also let the Jab
> produce
> more power at full throttle. It seemed much smpler than the Bing.
>
> However, I have had a history of sticky and then stuck carb slides due
> to my
> carb being an early version. I now have updated parts, which includes
> every
> part except for the bell which attaches to the engine. Just did the
> first
> test run and flight on the new parts today, and it worked quite well.
> Even
> with the prior problems, I had accumulated close to 100 hours over 1.5
> years.
>
> Check out the AeroCarb at http://www.aeroconversions.com/
>
> Cheers,
> bh
>
>> Bruce:
>>
>> Is it there any advantage with the Aerocarb?
>>
>> Jose
>
>
Message 5
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--> Kitfox-List message posted by: Michael Gibbs <MichaelGibbs@cox.net>
I had sed:
> > During flight testing on N728KF I took her to 17,500 feet and she was
> > still climbing 300 feet per minute!
To which Michel sez:
>Did you had an oxygen bottle, Mike, or did you just keep your breath? :-)
We have an O2 bottle in the Turbo Arrow that I borrowed for the
high-altitude testing in the 'fox. I really don't know how high
either of them will go because, although I've had the Arrow to FL200,
she was still climbing 700 feet per minute through FL190. Turned in
a rather impressive airspeed of 175 KTAS (200 mph) up there--I was
very proud of her! :-)
Mike G.
N728KF &
N31870
Message 6
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--> Kitfox-List message posted by: "Don Pearsall" <donpearsall@comcast.net>
Maybe you have already seen this style of radiator flap, but this drawing
shows how John King made his rad flap on his Model 4.
This link should show you the drawing.
http://www.sportflight.com/kfb/radflap.htm
Don Pearsall
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com]On Behalf Of Chenoweth
Subject: Kitfox-List: radiator flap
--> Kitfox-List message posted by: "Chenoweth" <chenoweth@gwi.net>
I've just about given up using strips of canvas to cover varying parts of my
radiator and am looking for drawings or, if possible, a kit, for a cockpit
controlled radiator flap. I have a 618 radiator with a 582 and the strip
technique is just too inflexible. Ideally I'd like to install one that has
the flap in the back but I'm not wedded to that idea.
So, if any of you can help me out I'd be most grateful.
Bill
Albion, Maine
Message 7
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| Subject: | Re: radiator flap or three way valve or |
--> Kitfox-List message posted by: roncarolnikko@webtv.net (Ron Schick)
I may still have a cooling problem on an Avid that I haven't had a
chance to retest. My Problem was mainly radiator baffling and even more
coolant air exhaust at the rear of the cowl. In studying other airplanes
on the ramp I noticed that a Maule had an adjustable flap at the rear
bottom of the cowl to increase or decrease the airflow through the cowl.
I enlarged mine, but now wish I had hinged it with a control rod like
the flaps. Just a thought Ron
Message 8
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| Subject: | Re: handheld nav/com |
--> Kitfox-List message posted by: "Richard Hutson" <rhutson@midsouth.rr.com>
Sporty's has their new Nav/Comm on sale. Check www.sportys.com they have
several selections.
do not archive
----- Original Message -----
From: "Kerry Skyring" <kerryskyring@hotmail.com>
Subject: RE: Kitfox-List: handheld nav/com
> --> Kitfox-List message posted by: "Kerry Skyring"
> <kerryskyring@hotmail.com>
>
> Greg wrote,
>
>>>I am in need of a radio in my mod 2.I've been looking at the handhelds
>
>
> Greg I have been using my Icom for over 20 years in an Auster with no
> electrical system. It's
> still going strong. Back then it was about the only one on the market and
> now the choice is
> much greater. Icom seem to have an excellent reputation.
>
> Kerry
>
>>>
>>
>>
>
>
>
Message 9
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--> Kitfox-List message posted by: "Richard Hutson" <rhutson@midsouth.rr.com>
Just how high will a U-2 and a SR-71 go, or is this still classified.
do not achieve
----- Original Message -----
From: "Brian Peck" <u2drvr@dslextreme.com>
Subject: Re: SV: Kitfox-List: QNH
> --> Kitfox-List message posted by: Brian Peck <u2drvr@dslextreme.com>
>
> You should see it from 70,000+ feet!
>
> Brian Peck
> USAF U-2 Test Pilot
> Kitfox V, IO-240
>
: http://www.matronics.com/contribution
>
>
>
>
>
Message 10
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| Subject: | AeroCarb was Jab RPM |
--> Kitfox-List message posted by: "Giovanni Day" <gde01@bellsouth.net>
Hello all,
I do not know about the other 912 owners out there, but I would like to
see
a single, simple carb on the 912. The AeroCarb could fit the bill. Would
eliminate the sync hassle and may even make the 912 run a little smoother
throughout all RPMs. What do others think?
Giovanni Day
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com]On Behalf Of Bruce
Harrington
Subject: Re: Kitfox-List: Jab RPM
--> Kitfox-List message posted by: "Bruce Harrington" <aerowood@mcsi.net>
Hi Jose,
When I bought my Jab 3300 (back when they were $10,800!), Sonex was offering
the AeroCarb. Manual mixture control I liked. Also let the Jab produce
more power at full throttle. It seemed much smpler than the Bing.
However, I have had a history of sticky and then stuck carb slides due to my
carb being an early version. I now have updated parts, which includes every
part except for the bell which attaches to the engine. Just did the first
test run and flight on the new parts today, and it worked quite well. Even
with the prior problems, I had accumulated close to 100 hours over 1.5
years.
Check out the AeroCarb at http://www.aeroconversions.com/
Cheers,
bh
> Bruce:
>
> Is it there any advantage with the Aerocarb?
>
> Jose
Message 11
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--> Kitfox-List message posted by: DPREMGOOD@aol.com
Brian,
That must be a real treat, I've had a Global Express up at FL510 and there
was not a huge margin between High Alpha and Mach buffet.
Doug Remoundos
Classic IV
Montreal, Canada
Message 12
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| Subject: | Re: radiator flap or three way valve |
--> Kitfox-List message posted by: James Shumaker <jimshumaker@sbcglobal.net>
John
I am using a three way valve that I bought from California Power Systems. They
are the local Rotax Distributor. It is heavier and more difficult to install
than the flappers that Lowell Fitt makes and uses. I was unable to install them
on my plane because of mounting restrictions.
It work well and is much better than flying without, as I was is the past.
Jim Shumaker
KITFOXZ@aol.com wrote:
--> Kitfox-List message posted by: KITFOXZ@aol.com
Hello all,
Has anyone experimented with a thermostatically controlled three way valve
to modulate coolant flow through the radiator or to bypass it? Actually, a
manually controlled three way valve would be as failure proof as a manually
operated radiator flap don't you think?
John P. Marzluf
Columbus, Ohio
Outback, (out back in the garage)
Message 13
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--> Kitfox-List message posted by: Brian Peck <u2drvr@dslextreme.com>
The actual numbers are still classified. The U-2 is "above 70,000" and
the SR-71 was "above 80,000"
On Feb 20, 2005, at 12:41 PM, Richard Hutson wrote:
> --> Kitfox-List message posted by: "Richard Hutson"
> <rhutson@midsouth.rr.com>
>
> Just how high will a U-2 and a SR-71 go, or is this still classified.
>
> do not achieve
>
> ----- Original Message -----
> From: "Brian Peck" <u2drvr@dslextreme.com>
> To: <kitfox-list@matronics.com>
> Subject: Re: SV: Kitfox-List: QNH
>
>
>> --> Kitfox-List message posted by: Brian Peck <u2drvr@dslextreme.com>
>>
>> You should see it from 70,000+ feet!
>>
>> Brian Peck
>> USAF U-2 Test Pilot
>> Kitfox V, IO-240
>>
> : http://www.matronics.com/contribution
>>
>>
>>
>>
>>
>
>
Message 14
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| Subject: | Weatherproof ideas? My cowling leaks. |
--> Kitfox-List message posted by: James Shumaker <jimshumaker@sbcglobal.net>
I used some P shaped weather stripping that is available at the hardware stores.
It measures about a 1/2 inch along the spine of the P and about a 1/4 inch
on the peak of the P. First I filled the inside of the cowling for about 2 inches
from along the perimeter where it meets the windshield. Then I stuck the
sticky side of the P to the cowling. The sticky side is >P the left side of
the P. The P is now compressed against the windshield and is not even visible.
There is a little bit of runoff into the cabin but not much.
Jim Shumaker
Message 15
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| Subject: | Re: Model II 582 |
06:14:26,
Serialize complete at 21/02/2005 06:14:26
--> Kitfox-List message posted by: r.thomas@za.pwc.com
Hi Glenn
I have a KFII with grey head 582. I have just repitched the prop to obtain
around 6200 static.
When I recently did a rebuild on the 582, I found that the previous owner
had removed the thermostat altogether. Engine does reach it's desired
temperature (50C I think) before full power is applied. Normally reaches
that temp by the end of taxi.
In flight the water temps are stable at about 10 below the maximum - it
rarely moves. My radiator hangs out in the breeze just in front of the
undercarriage, with no cowls or fairings.
Hope that helps some.
Regards
Roger
"Glenn Horne" <glennflys@verizon.net>
Sent by: owner-kitfox-list-server@matronics.com
19/02/2005 04:47 AM
Please respond to
kitfox-list@matronics.com
To
<kitfox-list@matronics.com>
cc
Subject
Kitfox-List: Model II 582
Size: 5 Kb
--> Kitfox-List message posted by: "Glenn Horne" <glennflys@verizon.net>
Glenn Horne here.
I need to know what size thermostat some of you 582 drivers are using.
I have been told the 135* should be used and not the 165*. Any of you
using
the small radiator without any flaps,doors,covers or what have you and
the engine runs fine? I have a Model II that just got the air worthy
certificate and afraid to
fly it because of the d-- engine. Some say 135* some say 165*. Static
turns at full throttle
is 6850. Exhaust gas 1150. Static rpm I was told by a power parachute
driver should be around
6200/6300.
Some of you experts 582 drivers jump in here and tell me what I need
to do. I'm like the guy with the Model 7 and no engine. Feel like selling
it.
All help appreciated.
Glenn Horne-Suffolk, Va-Model II 582
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Message 16
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| Subject: | Kitfoxes to Alaska 2005 |
--> Kitfox-List message posted by: SOURDOSTAN@aol.com
This is the first in a series of notices about a trip Robert Oliver and I are
putting together to hopefully fly our Kitfoxes to Alaska this June. We plan
to leave around the second weekend of June from the west coast and go north via
the Trench in British Columbia to Watson Lake, up to Dawson City, then a
jaunt along the Yukon River to Bettles, then back on the river again to possibly
Nome (weather permitting) and then down to Anchorage. The trip home would
depend on a number of factors, to be decided later. We would stop at a couple of
hot springs on the way and make a stop in Bettles just to say we were above the
Arctic Circle. The trip would take three to four weeks, depending on where
folks were coming from and the weather, of course. We will be camping many
nights and staying in lodges and motels other nights. We may even find a friendly
hangar to stay in.
A few considerations for you to think about before you decide to go: 1) are
you proficient in short field landings and otherwise very experienced in your
aircraft, 2) are you comfortable with tricky weather conditions, 3) will you be
able to get away for 3-4 weeks, 4) are you comfortable flying over adverse
terrain (many times without roads below), and 5) are you and your aircraft up to
flying a hundred or so hours in 3-4 weeks.
Robert has flown his Kitfox to Alaska twice, once in 2001 and then again in
2002 on John King's trip. I lived and flew in Alaska for six years in the 70's,
at which time I flew a C-172 from Seattle up the Trench to Anchorage, and
then I was part of John's trip in 2002 in my Kitfox. Let me know if you are
interested and we will keep you informed and answer any of your questions.
Stan Specht
N16KC "Columbine"
Kitfox Model IV Speedster 912ul
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