Today's Message Index:
----------------------
1. 12:53 AM - Jab performances WAS: Alcohol and static port (Michel Verheughe)
2. 05:12 AM - SV: Smart Single Instruments by MGL Avionics (Torgeir Mortensen)
3. 06:06 AM - Re: Pony Express? (AlbertaIV@aol.com)
4. 06:59 AM - Re: Smart Single Instruments by MGL Avionics (Jimmie Blackwell)
5. 09:01 AM - Re: Smart Single Instruments by MGL Avionics (Lynn Matteson)
6. 10:18 AM - Re: NSI CAP Model 140 AD #030605-01 (NSI AERO)
7. 10:22 AM - My EGTs (David Savener)
8. 10:28 AM - Re: Pony Express? (John Perry)
9. 10:49 AM - Re: Any Kitfox pilots near Rome, GA? (Terry Hughes)
10. 11:05 AM - Re: My EGTs (AlbertaIV@aol.com)
11. 11:36 AM - Insurance Trivia (AlbertaIV@aol.com)
12. 11:49 AM - Re: My EGTs (Marco Menezes)
13. 12:04 PM - Re: My EGTs (Michel Verheughe)
14. 12:17 PM - Re: Aluminum cowl? (Michel Verheughe)
15. 12:49 PM - Re: Aluminum cowl? (Lynn Matteson)
16. 01:23 PM - Re: Insurance Trivia (John King)
17. 01:48 PM - Re: Insurance Trivia (AlbertaIV@aol.com)
18. 01:53 PM - Off topic: websites achieved! (Lynn Matteson)
19. 02:15 PM - Re: NSI CAP Model 140 AD #030605-01 (joakley@ida.net)
20. 03:47 PM - Re: Insurance Trivia (Bruce Harrington)
21. 03:52 PM - Re: My EGTs (Bruce Harrington)
22. 04:18 PM - Re: Aluminum cowl? WAS Jabiru 3300 model IV (Tom Tomlin)
23. 04:59 PM - Re: Insurance Trivia (AlbertaIV@aol.com)
24. 05:57 PM - Re: Pony Express? (jareds)
25. 07:17 PM - Re: My EGTs (John Perry)
26. 07:31 PM - Re: Aluminum cowl? WAS Jabiru 3300 model IV (Rick)
27. 07:34 PM - Re: Classic IV Airframe on EBAY (Plourde_Robert@emc.com)
28. 08:41 PM - Re: My EGTs (David Savener)
29. 09:12 PM - Re: My EGTs (John Perry)
30. 10:29 PM - Re: Insurance Trivia (Bruce Harrington)
31. 11:16 PM - UMA Tachoometers? (Steve Cooper)
Message 1
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| Subject: | Jab performances WAS: Alcohol and static port |
--> Kitfox-List message posted by: Michel Verheughe <michel@online.no>
> From: kurt schrader [smokey_bear_40220@yahoo.com]
> Will it still go past VNE for real? <SNIP> How has the
> Jabber effected your cruise range?
It is still difficult to tell, Kurt. I have only 8 hours on the engine, during
which, I have merely tried to assess the true airspeed. Furthermore, flying the
582 was done by RMP, I knew I was on a "fast cruise" or "slow cruise" by reading
my RPM. The Jabiru has an entirely different range and I don't know yet what
is "my cruise."
But the answer is: no, on a straight level flight, I don't exceed Vne at full throttle.
The feeling, though, is that I fly faster than with the 582. However,
my max RPM now is only 2,900, where I can expect 3,200 when my engine has 50
hours or so.
The reason I installed a static port and try to get a correct speed reading is,
to come up with a more accurate comparison between the two engines. "Stand by
for further flight information, Captain!" :-)
> I bet it is smoooooth. :-) How is the sound level
> for the European's quiet requirements?
Smooth, it is, Sir! Like a baby's bottom! :-) But I was told by a pilot on the
ground that the engine was more noisy than the 582 on take-off. Maybe because
I have now a two-blades prop, vs. a three-blades on the 582. Does it make sense?
Cheers,
Michel
do not archive
Message 2
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| Subject: | Smart Single Instruments by MGL Avionics |
--> Kitfox-List message posted by: Torgeir Mortensen <torgemor@online.no>
OK., Lynn,
Here's two more sites:
http://www.para-aviation.ca/
A Canadian one.
http://www.sportflyingshop.com/Instr/Stratomaster/SmartSingles/smartsingles.html
And a California shop.
Cheers.
Torgeir.
> From: Lynn Matteson [lynnmatt@jps.net]
> Sent: 2005-03-16 06:45:01 CET
> To: kitfox-list@matronics.com
> Subject: Re: Kitfox-List: Smart Single Instruments by MGL Avionics
>
> --> Kitfox-List message posted by: Lynn Matteson <lynnmatt@jps.net>
>
> Still no good for me, Kurt.
> I'm on an eMac, and have no "left click" capabilities...just the
> one-touch mouse that came with this year-and-a-half-old box. I tried
> re-booting with no luck and I've been trying to get to the sun-n-fun
> site too, and both of those sites report a "broken connection" or
> words to that effect. I've been trying to get on sun-n-fun from the
> eaa.org site, with no luck but I can link to the other fly-in links
> with no problem. I think it's time for the bed and forget this
> electronic nonsense for a few hours. : )
>
> Lynn
> do not archive
> On Tuesday, March 15, 2005, at 11:17 PM, kurt schrader wrote:
>
> >>> http://www.mglavionics.co.za/
>
>
>
>
>
>
Message 3
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| Subject: | Re: Pony Express? |
--> Kitfox-List message posted by: AlbertaIV@aol.com
In a message dated 3/16/2005 7:51:49 AM Eastern Standard Time,
smokey_bear_40220@yahoo.com writes:
and so on until he gets home. We could each pick him
up inbound to our home airport and fly outbound with
him a bit after fueling or overnighting. Kind of a
buddy system with friendship and safety perks.
Just an idea. There are Fox's most everywhere and I
kind'a like the safety idea.
Kurt S.
Kurt,
Not a bad idea. Another option, Have someone on the East/West coast
start off with a Package of some sort. Take it a couple hundred miles and join
up with another Kitfoxer. He will take the package further and keep passing
it off and so on, so on. See how long it takes to get the package to the
other coast. The item would then be passed on and on while keeping track.
Eventually, the little item would get all over the country and end up in the
Kitfox Hall of Fame.
Wow, brings tears to my eyes.
Don Smythe
Message 4
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| Subject: | Re: Smart Single Instruments by MGL Avionics |
--> Kitfox-List message posted by: "Jimmie Blackwell" <jablackwell@ev1.net>
Lynn
Try this site. It is a U.S. dealer for these instruments.
http://www.sportflyingshop.com/Comms/Microair_Radios/microair_radios.html
----- Original Message -----
From: "Lynn Matteson" <lynnmatt@jps.net>
Subject: Re: Kitfox-List: Smart Single Instruments by MGL Avionics
> --> Kitfox-List message posted by: Lynn Matteson <lynnmatt@jps.net>
>
> Still no good for me, Kurt.
> I'm on an eMac, and have no "left click" capabilities...just the
> one-touch mouse that came with this year-and-a-half-old box. I tried
> re-booting with no luck and I've been trying to get to the sun-n-fun
> site too, and both of those sites report a "broken connection" or
> words to that effect. I've been trying to get on sun-n-fun from the
> eaa.org site, with no luck but I can link to the other fly-in links
> with no problem. I think it's time for the bed and forget this
> electronic nonsense for a few hours. : )
>
> Lynn
> do not archive
> On Tuesday, March 15, 2005, at 11:17 PM, kurt schrader wrote:
>
> >>> http://www.mglavionics.co.za/
>
>
>
>
>
>
>
Message 5
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| Subject: | Re: Smart Single Instruments by MGL Avionics |
--> Kitfox-List message posted by: Lynn Matteson <lynnmatt@jps.net>
Thanks, Jimmie....I went there, and the instruments look intriguing,
but one line caught my eye: "buy now...limited quantities
available"... what does this say for the future of the company, or for
service?
Lynn
On Wednesday, March 16, 2005, at 11:59 AM, Jimmie Blackwell wrote:
> --> Kitfox-List message posted by: "Jimmie Blackwell"
> <jablackwell@ev1.net>
>
> Lynn
> Try this site. It is a U.S. dealer for these instruments.
> http://www.sportflyingshop.com/Comms/Microair_Radios/
> microair_radios.html
Message 6
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| Subject: | NSI CAP Model 140 AD #030605-01 |
--> Kitfox-List message posted by: "NSI AERO" <info@nsiaero.com>
A copy of this document is avaialble in Adobe PDF format. Please contact
NSI by e-mail for a copy.
NSI Airworthiness Directive
AD Number:
030605-01
Date Issued:
March 6, 2005
Author:
J. Lance Wheeler, Director of Product Development, NSI, LLC
Manufacturer Product Effected:
NSI CAP Propeller (In-flight Adjustable Propeller)
Warp Drive VRS Propeller (In-flight Adjustable Propeller)
Models Affected:
NSI Model 140
Warp Drive Model VRS 140
Approved Engines:
Rotax 912UL, 912S, 914 Turbo
NSI EA81 (All models), EA81 Turbo (All models)
Solar T65 Turbo-prop (100 & 150 HP versions)
Garrett 150 Turbo-prop (150 HP version)
Jabaru 3300 (Now in field evaluation)
Engines Affected By This AD:
Rotax 912, 912S, 914 Turbo
Propeller Production Dates Affected:
January 1, 1995 thru June 21, 1999
Serial Numbers Affected:
010195-001 thru 062199-100
The first six numbers represent the production date (month/day/year) and the
last three numbers are the serial number, starting at zero for that
production run. The maximum serial number is 100. (100 unit max. per
production run)
Page 1 of 4
Reported Failure:
On June 6, 2004, a Kitfox Model 4 Anphib (C-GOOT) piloted by owner Gary
Walsh was nearing the end of a 3.5 hour flight to a informal fly-in at the
Brantford airport in Ontario Canada. Approaching the Brantford airport the
propeller suffered a catastrophic blade cuff retention failure (The part
that holds the blade assembly into the propeller hub is referred to as a
cuff) causing one blade to depart from the propeller hub. The pilot managed
to shut the engine off very quickly but the resulting severe propeller
vibration caused damage to the engine mount frame, exhaust pipes and several
engine support systems. The broken blade assembly had lodged it's self into
the left float. The pilot made a successful dead stick landing on the run
way with no further damage to the aircraft or injuries to the occupants.
Back Round Information:
Production of the CAP Model 140 began in 1995 and is currently still in
production with approximately 890 units sold in 23 countries by NSI and Warp
Drive. NSI has received reports of four catastrophic cuff failures of this
Model since production began. A Lycoming O-235 was the first reported
failure of the CAP 140 cuff in 1997. Although the failure was later
determined to be a misapplication of the Model 140 (Non-approved engine
type) the cuff was revised (version 2) to increase its torsional load
capabilities. The three other failed units were manufactured for use on 80
HP Rotax 912 UL engines. These three Rotax applications were later
transferred/installed onto the 100 HP 912S. One of them (Ray Volk Kitfox)
had 720 hours on his 912UL and then an additional 200 plus on his
replacement 912S engine. Of the 3, two of them had blade strikes during
their history.
NSI has produced three versions of the Model 140 since production began.
Version 1 units were produced from January of 1995 to June of 1999. The
version 2 units were produced from March of 1998 to November 1, 2004.
Version 3 is the current production unit, and other than revisions to the
blade cuff, no other major changes have been made to the hub or blade
retention components.
Gary Walsh purchased a used CAP propeller for his Kitfox and it is unknown
how many flight hours and type of service/maintenance were on the unit prior
to being purchased by Gary. He reports that he has more than 210 hours of
use on the Rotax 912S. To date, NSI has not received any reports of a
version 2 cuff failure when used on Rotax 912 and 914 engines. There are
examples of
Failure Review:
What all four failures have in common is that they were version 1 units
produced prior to 1999 and that the failure of the type 2024-T3 aluminum
version 1 cuff was due to metal fatigue. The fatigue was the result of an
increase in the level of torsional vibration from the 100HP Rotax when
compared to the 80 HP 912UL. This dog-fight between the crankshaft and
propeller occurs at low engine operating speeds (less than 2000 RPM) when
starting, idling and shut-down.
Contributing factors to the failure
1. Upon inspection of Gary Walsh's failed propeller assembly, there was
significant evidence of improper assembly/maintenance of the unit. One of
the blade cuffs had 41 deep hammer/punch marks on an important mating
surface adjacent to a ball bearing race that
Page 2 of 4
supports the cuff/blade assembly in the hub. The main support ball bearing
on another cuff had been improperly handled causing both the inner and outer
races to become distorted and was binding when rotated.
2. Gary Walsh indicated that his Rotax engine manual recommended that
the engine run at 1600 to 1800 RPM during the warm up period. At this speed
the engine is not above the 2000 RPM minimum required to stay out of the
severe torsional range of this engine. It is estimated that the fatigue
life of the version 1 cuff is decreased by 80% when allowed to operate below
2000 RPM for prolonged periods of time such as the case at hand. Rotax has
since revised the idle speed to 2100 to help relieve several problems, such
as displacing the carburetors at idle while in flight.
Determination:
Fatigue life of the version 2 cuff can be improved by decreasing the
clearance between the cuff and supporting outboard rulon bearing, adding
additional material to the cross section in the area of the cuff that
failed, replacing the hard coat anodizing with sulfuric acid anodizing for
corrosion protection and modifying the relief radius (stress riser) in the
corner of the thrust bearing flange.
The version 3 cuff incorporates these revisions.
In addition to the above revisions, an increase in idle speed will help
stabilize the cuff flange stresses by maintaining a greater centrifugal
force on the propeller blade assembly. The reduction of both torsional
vibration and cuff flange rocking loads during engine idling will
significantly increase the resistance of the cuff to metal fatigue and
extend the useful service life.
It does not appear that the Anphib application had any effect/cause on the
failed cuff.
Fatigue life with the cuff will very from engine to engine depending upon
the level of torsional vibration that the propeller is subjected to. Based
on past flight experience and structural analysis the following chart is the
recommended service life for cuff replacement.
Cuff Service Life (In hours)
Engine Version 1 Version 2 Version 3
Remarks
Rotax 912UL 750 1000 2000
See
engine operating limits
Rotax 912S 200* 700 1500
See engine operating limits
Rotax 914 T 750 1000 2000
See
engine operating limits
NSI EA81 1500 2000 3000
No
limitations
NSI EA81 Turbo 1500 2000 3000
No
limitations
Solar T-62 1500 2000 3000
3200
RPM max prop speed
Garrett 150 1500 2000 3000
3200
RPM max prop speed
Jabaru 3300 N/A** 1000 2000
Still in
field /flight testing
* Based on worst case scenario. ** N/A: Not approved for this
engine/model.
Mandatory Requirement:
When the cuff has reached its service life, it MUST BE REPLACED with type
version 3 before returning the CAP to service. The original cuff should be
discarded and no longer used for aircraft application.
Page 3 of 4
Cuff Identification:
Identification of the cuff version can be made by measuring the inside
diameter hole located in the inboard end of the cuff. (Located just inside
of the blade rotation drive pin radius) The blade assembly needs to be
removed from the hub in order to expose the inboard portion of the cuff for
measurement.
Version 1 cuff has a 1.250" diameter hole.
Version 2 cuff has a 1.100" diameter hole.
Version 3 cuff has a .550" diameter hole.
Repairs/Replacement Parts Required To Maintain/Return CAP 140 To Service:
Remove all blades from the hub and return to NSI. NSI will replace:
1. The existing (3) cuffs with a type version 3.
2. Replace blade (6) retention collets.
3. New (3) rulon cuff bearings.
4. New O-ring grease seals.
5. Adjust blade tracking to .180 Max. T.I.R. at blade tip.
6. Adjust blade pitch differential between blades to Max. +/- .25
degrees. (1.0" in from blade tip)
Propeller Operating Limits:
All propellers should be balanced on the aircraft within the first 10 hours
of service.
Engine Operating Limits and Recommendations: (Rotax 912UL/912S/914T)
1. 2100 RPM minimum idle speed.
2. Establish cold start procedures that avoid operation of the engine below
2100 RPM.
3. To reduce torsional stress to the entire propulsion system and air
frame, installation of Rotax optional "Slipper Clutch" in reduction
transmission. (Highly recommended by Rotax for all propeller combinations
and by NSI with use of the CAP Model 140)
Cost:
All units affected by this AD are beyond the 2 year NSI warranty
period.
Parts And Labor to complete the above repairs.... $545.00 USD (Listed above)
Plus shipping costs..... Paid by
customer
Lead Time to Complete Repairs:
Typical service time, without blade replacement.... 7 to 10 working
days
With new blade replacement.. 30 to 60 days
Page 4 of 4
Message 7
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Seal-Send-Time: Wed, 16 Mar 2005 12:18:27 -0600
--> Kitfox-List message posted by: "David Savener" <david_savener@msn.com>
After 10 hours on my newly installed 582, My EGT on the rear cylinder just reaches
1200 degrees(the max allowed) if I run for about 4 minutes at 5800 RPM. This
all happened at about 1500 AGL(2500 MSL) with an OAT around 50 degrees F.
This is probably about as cold as I will fly with this airplane since my side
windows are built to be always open with small air deflectors along the front
edges of the open area.
I throttled back to 5300 RPM and the needle both cylinders drops about a needle
and a half.
The front cylinder runs about 40 degrees cooler than the rear.
Should I be concerned and make jetting or other changes?
Dave S
Message 8
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| Subject: | Re: Pony Express? |
--> Kitfox-List message posted by: "John Perry" <eskflyer@pld.com>
Ok Im in . When do we start I am at 2K3 Johnson stanton county . Sw wind
blowin no water flatland Kansas. Let me know so i can plan on the headwinds
lol . this sounds like fun to me .
John Perry
Kitfox 2 N718PD
eskflyer@pld.com
620-493-3124
-------Original Message-------
From: AlbertaIV@aol.com
Subject: Re: Kitfox-List: Pony Express?
--> Kitfox-List message posted by: AlbertaIV@aol.com
In a message dated 3/16/2005 7:51:49 AM Eastern Standard Time,
smokey_bear_40220@yahoo.com writes:
and so on until he gets home. We could each pick him
up inbound to our home airport and fly outbound with
him a bit after fueling or overnighting. Kind of a
buddy system with friendship and safety perks.
Just an idea. There are Fox's most everywhere and I
kind'a like the safety idea.
Kurt S.
Kurt,
Not a bad idea. Another option, Have someone on the East/West coast
start off with a Package of some sort. Take it a couple hundred miles and
join
up with another Kitfoxer. He will take the package further and keep
passing
it off and so on, so on. See how long it takes to get the package to the
other coast. The item would then be passed on and on while keeping track.
Eventually, the little item would get all over the country and end up in
the
Kitfox Hall of Fame.
Wow, brings tears to my eyes.
Don Smythe
Message 9
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| Subject: | Re: Any Kitfox pilots near Rome, GA? |
--> Kitfox-List message posted by: Terry Hughes <thughes0202@yahoo.com>
Charles, I have a Classic IV/582 that I finished last spring. I'm going to be
giving a little presentation to my EAA chapter on April 2 about my experiences
building and flying the plane. The purpose of my post here was to see if there
were any other local Kitfox builders/pilots that might want to stop by as
well (to see other Kitfoxes, show off their plane, etc.).
About a year and a half ago I was where you are now (90% finished) so if there
is anything I can do to help, let me know. One thing I needed was some Kitfox
stick time and I was fortunate enough to find another nearby Kitfox owner that
helped with that. I'd be happy to do the same.
See www.eaa709.org for more information about the location of our chapter,
meeting times, etc.
-Terry
--- "cookflys@juno.com" <cookflys@juno.com> wrote:
> --> Kitfox-List message posted by: "cookflys@juno.com" <cookflys@juno.com>
>
>
> Terry,
> I live in Fairburn Georgia and have a model II 90% complete. I just caught
> the tail end of this e-mail so I am not up to speed as to what you have and
> what your up to. I am looking for foxers in the metro Atlanta area as I will
> be making first flight soon.
> Charles Cook
>
> Now includes pop-up blocker!
> Only $14.95/month -visit http://www.juno.com/surf to sign up today!
>
>
>
>
>
>
>
Message 10
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--> Kitfox-List message posted by: AlbertaIV@aol.com
In a message dated 3/16/2005 1:23:04 PM Eastern Standard Time,
david_savener@msn.com writes:
I throttled back to 5300 RPM and the needle both cylinders drops about a
needle and a half.
The front cylinder runs about 40 degrees cooler than the rear.
Should I be concerned and make jetting or other changes?
Dave S
Dave,
What do the EGT's do if you go full throttle level flight? If they are
good (say 1150) you might want to change the needle clip to lower the temps
at the mid range throttle (5800).
Also, what RPM do you get at full throttle level flight? Should be
6799.99999. If you get more than that, your prop is a bit thin. Add a little
pitch to fix that and it will also bring down the EGT's
Don Smythe
Message 11
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| Subject: | Insurance Trivia |
--> Kitfox-List message posted by: AlbertaIV@aol.com
Just got back my annual Insurance quote from Falcon. With $20 hull and all
the other stuff, the rate was as follows:
$1127 (acting as Private Pilot)
$1145 (acting as Sport Pilot)
Don't know how they managed to come up with this slight difference. I'm
taking the Sport Pilot policy. If I decide to get a medical, I will still be
fully insured either way.
Don Smythe
Message 12
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--> Kitfox-List message posted by: Marco Menezes <msm_9949@yahoo.com>
Hi Dave. I haven't flown my 582 yet but on run-in (@30 degree OAT) I also experienced rear cylinder EGT about 50 degrees hotter. Maybe it's indemic to 582? I think you need to drop the clip down a notch on the jet needle of the rear carb to enrich the mixture to that cylinder. If that doesn't do it, then replace main jet with a higher number. See Mike Stratman's article "Proper Care & Feeding of the Roxat Motor- Part 10" at www.georgia-ultralights.com/page/page/898129.htm
David Savener <david_savener@msn.com> wrote:--> Kitfox-List message posted by:
"David Savener"
After 10 hours on my newly installed 582, My EGT on the rear cylinder just reaches
1200 degrees(the max allowed) if I run for about 4 minutes at 5800 RPM. This
all happened at about 1500 AGL(2500 MSL) with an OAT around 50 degrees F. This
is probably about as cold as I will fly with this airplane since my side windows
are built to be always open with small air deflectors along the front edges
of the open area.
I throttled back to 5300 RPM and the needle both cylinders drops about a needle
and a half.
The front cylinder runs about 40 degrees cooler than the rear.
Should I be concerned and make jetting or other changes?
Dave S
---------------------------------
Message 13
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--> Kitfox-List message posted by: Michel Verheughe <michel@online.no>
> david_savener@msn.com writes:
> Should I be concerned and make jetting or other changes?
In addition to the wise words of Don, Dave, I'd like to add my amateurish
feeling for my late 582 that I flew only 95 hours.
My impression was that the engine had a "hot spot" i.e. a certain RPM when the
mixture is leanest and the exhaust, hottest. That "hot spot" varies with the
OAT, it is higher in winter and lower in summer. I tried to move the clips on
the needle so that I was above the "hot spot" when cruising, and below it, when
throttling down in a descent.
If I remember correctly a difference of 40 degrees F is within the maximum
allowed between the fore and aft cylinder, the latter always being the hottest.
Cheers,
Michel
Message 14
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| Subject: | Re: Aluminum cowl? |
--> Kitfox-List message posted by: Michel Verheughe <michel@online.no>
Tom Tomlin wrote:
> In other words, use your existing fiberglass cowl from your
> windshield forward to the firewall, and then use Alum from there up to
> the nose bowl?
I understand what you mean, Tom, and it would be about what I have now, the top
cowling divided in two, the aft part being the original round cowling. But
then, to arrive at the level of the Jabiru bowl, the profile line of the top
firewall, then slightly down, to the Jab bowl. I don't think it will be very
nice and that's why I moulded my fore part of the cowling, instead of using the
"Jabiru bowl."
If I want that profile line to be straight, I'll have to shave some of the top
of the firewall. ... I think
kurt schrader wrote:
> Yes, aluminum can be formed nicely almost like copper,
> You need a good, hard form to gently hammer the
> aluminum to and you need the right alloy aluminum for
> the task. It is easier to spread the aluminum around
> the curves than to shrink it into curves.
Ok, then I'll try to make some experiments with aluminium, Kurt. Ages ago, when
I was a student, I worked brass and copper, using a cushion made of thick
leather and filled with sand. I would then put the metal part on it, and shape
it with a round hammer. I have leather and I can find sand ... on a beach! :-)
As for the aluminium, there is a guy, not far from where I live, who is the
Norwegian agent for Sonex. He has all the aviation-grade aluminium I need, I
should think.
Cheers,
Michel
do not archive
Message 15
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| Subject: | Re: Aluminum cowl? |
--> Kitfox-List message posted by: Lynn Matteson <lynnmatt@jps.net>
Hey, Michel, why not go to an EAA workshop and learn to use an English
wheel? Maybe there is even one in your area. It's the thing that the
Nascar builders (and many others) use to form body panels. Perhaps your
Sonex dealer knows of one.
Lynn
On Wednesday, March 16, 2005, at 03:18 PM, Michel Verheughe wrote:
>
> Ok, then I'll try to make some experiments with aluminium, Kurt. Ages
> ago, when
> I was a student, I worked brass and copper, using a cushion made of
> thick
> leather and filled with sand. I would then put the metal part on it,
> and shape
> it with a round hammer. I have leather and I can find sand ... on a
> beach! :-)
> As for the aluminium, there is a guy, not far from where I live, who
> is the
> Norwegian agent for Sonex. He has all the aviation-grade aluminium I
> need, I
> should think.
>
> Cheers,
> Michel
>
> do not archive
>
>
Message 16
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| Subject: | Re: Insurance Trivia |
--> Kitfox-List message posted by: John King <kingjohne@adelphia.net>
Don,
Why only $20 hull? Do not archive.
--
John King
Warrenton, VA
AlbertaIV@aol.com wrote:
>--> Kitfox-List message posted by: AlbertaIV@aol.com
>
>Just got back my annual Insurance quote from Falcon. With $20 hull and all
>the other stuff, the rate was as follows:
>
>$1127 (acting as Private Pilot)
>$1145 (acting as Sport Pilot)
>
>Don't know how they managed to come up with this slight difference. I'm
>taking the Sport Pilot policy. If I decide to get a medical, I will still be
>fully insured either way.
>
>Don Smythe
>
>
>
>
Message 17
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| Subject: | Re: Insurance Trivia |
--> Kitfox-List message posted by: AlbertaIV@aol.com
In a message dated 3/16/2005 4:24:28 PM Eastern Standard Time,
kingjohne@adelphia.net writes:
Don,
Why only $20 hull? Do not archive.
Well, I picked a number that I wouldn't feel too bad if I lost her yet, a
number that kept the insurance price down. Probably should be a little higher.
Also, back when I chose this coverage, a Kitfox with my basic equipment
could be bought for around that price. Right now, I have no idea what I would
ask for a selling price. Any idea's
Don Smythe
Do Not Archive
Message 18
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| Subject: | Off topic: websites achieved! |
--> Kitfox-List message posted by: Lynn Matteson <lynnmatt@jps.net>
Finally! I got through to the two websites...Sun-n-Fun and MGL
instruments that were a problem for me last night and today. All I had
to do (or maybe it was a coincidence) was toss about 12 megs worth of
old mail from this group, and I'm back in business. My neighbor kept
telling me......
Lynn
do not archive
Message 19
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| Subject: | NSI CAP Model 140 AD #030605-01 |
--> Kitfox-List message posted by: joakley@ida.net
Lance,
thanks for the report. I have , like many, waited for just this.
I have been trying to get ahold of Dawn since she wrote me last week. I
want in on the new hubs.
John Oakley
work - 208 529-9500 10:00 to 6:00 mountian time.
> --> Kitfox-List message posted by: "NSI AERO" <info@nsiaero.com>
>
> A copy of this document is avaialble in Adobe PDF format. Please contact
> NSI by e-mail for a copy.
>
>
> NSI Airworthiness Directive
> AD Number:
> 030605-01
>
> Date Issued:
> March 6, 2005
>
> Author:
> J. Lance Wheeler, Director of Product Development, NSI, LLC
>
> Manufacturer Product Effected:
> NSI CAP Propeller (In-flight Adjustable Propeller)
> Warp Drive VRS Propeller (In-flight Adjustable Propeller)
>
> Models Affected:
> NSI Model 140
> Warp Drive Model VRS 140
>
> Approved Engines:
> Rotax 912UL, 912S, 914 Turbo
> NSI EA81 (All models), EA81 Turbo (All models)
> Solar T65 Turbo-prop (100 & 150 HP versions)
> Garrett 150 Turbo-prop (150 HP version)
> Jabaru 3300 (Now in field evaluation)
>
> Engines Affected By This AD:
> Rotax 912, 912S, 914 Turbo
>
> Propeller Production Dates Affected:
> January 1, 1995 thru June 21, 1999
>
> Serial Numbers Affected:
> 010195-001 thru 062199-100
> The first six numbers represent the production date (month/day/year) and
> the
> last three numbers are the serial number, starting at zero for that
> production run. The maximum serial number is 100. (100 unit max. per
> production run)
>
>
> Page 1 of 4
>
> Reported Failure:
> On June 6, 2004, a Kitfox Model 4 Anphib (C-GOOT) piloted by owner Gary
> Walsh was nearing the end of a 3.5 hour flight to a informal fly-in at the
> Brantford airport in Ontario Canada. Approaching the Brantford airport
> the
> propeller suffered a catastrophic blade cuff retention failure (The part
> that holds the blade assembly into the propeller hub is referred to as a
> cuff) causing one blade to depart from the propeller hub. The pilot
> managed
> to shut the engine off very quickly but the resulting severe propeller
> vibration caused damage to the engine mount frame, exhaust pipes and
> several
> engine support systems. The broken blade assembly had lodged it's self
> into
> the left float. The pilot made a successful dead stick landing on the run
> way with no further damage to the aircraft or injuries to the occupants.
>
> Back Round Information:
> Production of the CAP Model 140 began in 1995 and is currently still in
> production with approximately 890 units sold in 23 countries by NSI and
> Warp
> Drive. NSI has received reports of four catastrophic cuff failures of
> this
> Model since production began. A Lycoming O-235 was the first reported
> failure of the CAP 140 cuff in 1997. Although the failure was later
> determined to be a misapplication of the Model 140 (Non-approved engine
> type) the cuff was revised (version 2) to increase its torsional load
> capabilities. The three other failed units were manufactured for use on
> 80
> HP Rotax 912 UL engines. These three Rotax applications were later
> transferred/installed onto the 100 HP 912S. One of them (Ray Volk Kitfox)
> had 720 hours on his 912UL and then an additional 200 plus on his
> replacement 912S engine. Of the 3, two of them had blade strikes during
> their history.
>
> NSI has produced three versions of the Model 140 since production began.
> Version 1 units were produced from January of 1995 to June of 1999. The
> version 2 units were produced from March of 1998 to November 1, 2004.
> Version 3 is the current production unit, and other than revisions to the
> blade cuff, no other major changes have been made to the hub or blade
> retention components.
>
> Gary Walsh purchased a used CAP propeller for his Kitfox and it is unknown
> how many flight hours and type of service/maintenance were on the unit
> prior
> to being purchased by Gary. He reports that he has more than 210 hours of
> use on the Rotax 912S. To date, NSI has not received any reports of a
> version 2 cuff failure when used on Rotax 912 and 914 engines. There are
> examples of
>
> Failure Review:
> What all four failures have in common is that they were version 1 units
> produced prior to 1999 and that the failure of the type 2024-T3 aluminum
> version 1 cuff was due to metal fatigue. The fatigue was the result of an
> increase in the level of torsional vibration from the 100HP Rotax when
> compared to the 80 HP 912UL. This dog-fight between the crankshaft and
> propeller occurs at low engine operating speeds (less than 2000 RPM) when
> starting, idling and shut-down.
>
> Contributing factors to the failure
> 1. Upon inspection of Gary Walsh's failed propeller assembly, there
> was
> significant evidence of improper assembly/maintenance of the unit. One of
> the blade cuffs had 41 deep hammer/punch marks on an important mating
> surface adjacent to a ball bearing race that
>
> Page 2 of 4
>
> supports the cuff/blade assembly in the hub. The main support ball
> bearing
> on another cuff had been improperly handled causing both the inner and
> outer
> races to become distorted and was binding when rotated.
> 2. Gary Walsh indicated that his Rotax engine manual recommended
> that
> the engine run at 1600 to 1800 RPM during the warm up period. At this
> speed
> the engine is not above the 2000 RPM minimum required to stay out of the
> severe torsional range of this engine. It is estimated that the fatigue
> life of the version 1 cuff is decreased by 80% when allowed to operate
> below
> 2000 RPM for prolonged periods of time such as the case at hand. Rotax
> has
> since revised the idle speed to 2100 to help relieve several problems,
> such
> as displacing the carburetors at idle while in flight.
>
> Determination:
> Fatigue life of the version 2 cuff can be improved by decreasing the
> clearance between the cuff and supporting outboard rulon bearing, adding
> additional material to the cross section in the area of the cuff that
> failed, replacing the hard coat anodizing with sulfuric acid anodizing for
> corrosion protection and modifying the relief radius (stress riser) in the
> corner of the thrust bearing flange.
> The version 3 cuff incorporates these revisions.
>
> In addition to the above revisions, an increase in idle speed will help
> stabilize the cuff flange stresses by maintaining a greater centrifugal
> force on the propeller blade assembly. The reduction of both torsional
> vibration and cuff flange rocking loads during engine idling will
> significantly increase the resistance of the cuff to metal fatigue and
> extend the useful service life.
>
> It does not appear that the Anphib application had any effect/cause on the
> failed cuff.
>
> Fatigue life with the cuff will very from engine to engine depending upon
> the level of torsional vibration that the propeller is subjected to.
> Based
> on past flight experience and structural analysis the following chart is
> the
> recommended service life for cuff replacement.
>
> Cuff Service Life (In hours)
> Engine Version 1 Version 2 Version 3
> Remarks
> Rotax 912UL 750 1000
> 2000 See
> engine operating limits
> Rotax 912S 200* 700 1500
> See engine operating limits
> Rotax 914 T 750 1000
> 2000 See
> engine operating limits
> NSI EA81 1500 2000
> 3000 No
> limitations
> NSI EA81 Turbo 1500 2000 3000
> No
> limitations
> Solar T-62 1500 2000
> 3000 3200
> RPM max prop speed
> Garrett 150 1500 2000
> 3000 3200
> RPM max prop speed
> Jabaru 3300 N/A** 1000 2000
> Still in
> field /flight testing
> * Based on worst case scenario. ** N/A: Not approved for this
> engine/model.
>
> Mandatory Requirement:
> When the cuff has reached its service life, it MUST BE REPLACED with type
> version 3 before returning the CAP to service. The original cuff should
> be
> discarded and no longer used for aircraft application.
>
> Page 3 of 4
>
> Cuff Identification:
> Identification of the cuff version can be made by measuring the inside
> diameter hole located in the inboard end of the cuff. (Located just inside
> of the blade rotation drive pin radius) The blade assembly needs to be
> removed from the hub in order to expose the inboard portion of the cuff
> for
> measurement.
> Version 1 cuff has a 1.250" diameter hole.
> Version 2 cuff has a 1.100" diameter hole.
> Version 3 cuff has a .550" diameter hole.
>
> Repairs/Replacement Parts Required To Maintain/Return CAP 140 To Service:
> Remove all blades from the hub and return to NSI. NSI will
> replace:
> 1. The existing (3) cuffs with a type version 3.
> 2. Replace blade (6) retention collets.
> 3. New (3) rulon cuff bearings.
> 4. New O-ring grease seals.
> 5. Adjust blade tracking to .180 Max. T.I.R. at blade tip.
> 6. Adjust blade pitch differential between blades to Max. +/- .25
> degrees. (1.0" in from blade tip)
>
> Propeller Operating Limits:
> All propellers should be balanced on the aircraft within the first 10
> hours
> of service.
>
> Engine Operating Limits and Recommendations: (Rotax 912UL/912S/914T)
> 1. 2100 RPM minimum idle speed.
> 2. Establish cold start procedures that avoid operation of the engine
> below
> 2100 RPM.
> 3. To reduce torsional stress to the entire propulsion system and air
> frame, installation of Rotax optional "Slipper Clutch" in reduction
> transmission. (Highly recommended by Rotax for all propeller combinations
> and by NSI with use of the CAP Model 140)
>
> Cost:
> All units affected by this AD are beyond the 2 year NSI warranty
> period.
> Parts And Labor to complete the above repairs.... $545.00 USD (Listed
> above)
> Plus shipping costs..... Paid by
> customer
>
> Lead Time to Complete Repairs:
> Typical service time, without blade replacement.... 7 to 10
> working
> days
> With new blade replacement.. 30 to 60
> days
>
> Page 4 of 4
>
>
Message 20
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| Subject: | Re: Insurance Trivia |
--> Kitfox-List message posted by: "Bruce Harrington" <aerowood@mcsi.net>
Well, now Don, ask at least $50.00.
That way you and your spouse can have a medium nice dinner!
bh
> Don,
>
> Why only $20 hull? Do not archive.
>
>
> Well, I picked a number that I wouldn't feel too bad if I lost her yet, a
> number that kept the insurance price down. Probably should be a little
> higher.
>
> Also, back when I chose this coverage, a Kitfox with my basic equipment
> could be bought for around that price. Right now, I have no idea what I
> would
> ask for a selling price. Any idea's
>
> Don Smythe
> Do Not Archive
Message 21
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--> Kitfox-List message posted by: "Bruce Harrington" <aerowood@mcsi.net>
Hi Dave,
There are 2 jets in your carbys, main and needle. Needle jet controls
mid-range, which in my 582 seemed to include 5800 rpm when the max level rpm
was 6200-6400. I also had mixture control from Artic Sparrow in Canada.
Cold weather I always increased both the main and needle jets, then reduced
come warm weather.
In your case, your 582 is still new, and will run hotter for a few more
hours, 40-60!
Cheers,
bh
exN194KF, 582ed IV-1200, 800+ hrs
> After 10 hours on my newly installed 582, My EGT on the rear cylinder just
> reaches 1200 degrees(the max allowed) if I run for about 4 minutes at 5800
> RPM. This all happened at about 1500 AGL(2500 MSL) with an OAT around 50
> degrees F. This is probably about as cold as I will fly with this
> airplane since my side windows are built to be always open with small air
> deflectors along the front edges of the open area.
>
> I throttled back to 5300 RPM and the needle both cylinders drops about a
> needle and a half.
>
> The front cylinder runs about 40 degrees cooler than the rear.
>
> Should I be concerned and make jetting or other changes?
>
> Dave S
Message 22
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| Subject: | Re: Aluminum cowl? WAS Jabiru 3300 model IV |
--> Kitfox-List message posted by: "Tom Tomlin" <ThomasTomlin@comcast.net>
Rick, I just went through a zillion pictures and I don't have one with
the split cowl detail you want. Rats!
Maybe after this weekend I can post some.
TT
do not archive
----- Original Message -----
From: "Rick" <turboflyer@comcast.net>
Subject: RE: Kitfox-List: Aluminum cowl? WAS Jabiru 3300 model IV
> --> Kitfox-List message posted by: "Rick" <turboflyer@comcast.net>
>
> Would you mind posting a few pics. That sounds like a winner.
>
> Rick
Message 23
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| Subject: | Re: Insurance Trivia |
--> Kitfox-List message posted by: AlbertaIV@aol.com
In a message dated 3/16/2005 6:48:12 PM Eastern Standard Time,
aerowood@mcsi.net writes:
Well, now Don, ask at least $50.00.
That way you and your spouse can have a medium nice dinner!
bh
Well, Now Bruce, when is the last time you went out to a medium nice dinner?
$50 will hardly cover the tip.
Do Not Archive
Don Smythe
Message 24
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| Subject: | Re: Pony Express? |
--> Kitfox-List message posted by: jareds <jareds@verizon.net>
GREAT IDEA KURT!!
I would think all able would be willing to participate in that parade!
kurt schrader wrote:
>--> Kitfox-List message posted by: kurt schrader <smokey_bear_40220@yahoo.com>
>
>There are times like this when I wish we could do a
>"pony express" with our cross country friends. You
>know, one KF flys with him until the next picks him up
>and so on until he gets home. We could each pick him
>up inbound to our home airport and fly outbound with
>him a bit after fueling or overnighting. Kind of a
>buddy system with friendship and safety perks.
>
>Just an idea. There are Fox's most everywhere and I
>kind'a like the safety idea.
>
>Kurt S.
>
>--- Clifford Dow <cdowjr@yahoo.com> wrote:
>
>
>
>>Well Dam I didn't hear many arguements for not
>>buying a Kitfox - so I bought one!!
>>That video is awesome!! I don't plan on flying
>>like that but it sure is nice knowing it can take
>>the G forces!
>>With a little luck I will pick it up in Texas and
>>fly it to Sun'N Fun - are there any kitfox owners
>>planning to fly their kitfox by Fortworth, TX and
>>onto Sun'N Fun around April 8th-12th?
>>Again, with a little luck I will fly from sun"n Fun
>>to Maine - are there any Kitfox owners flying that
>>way after sun'n fun?? It's a huge adventure for this
>>250 TT pilot! Following another Kitfox might make
>>it easier for me to enjoy the view.
>>My initials are CD - I wanted a number with Charlie
>>Delta on the end - Cirrus Design went and reserved
>>just about everyone of them!! from 111CD to 999CD -
>>that's alot of numbers!! If you have a unique
>>number you want - reserve it now!
>>Thanks
>>cliff in Maine.
>>
>>
>
>
>
>__________________________________
>
>
>
>
Message 25
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--> Kitfox-List message posted by: "John Perry" <eskflyer@pld.com>
I disagree both cylinders should run the same . They do on my new 582 and
did on my old one also . You have to rejet to get the egt right . I had to
put in mid range and high main bigger to keep egt in right place also make
shure your float level is correct if it is not then that could be causing
the high egt also . or you could have a air leak on the back cylinder . Is
it a new engine if not do you have a leaking rear seal ? bad carb boot ?
How long has the engine been sitting before you started running it now ?. I
have seen some that run fine after sitting for 10 years and also seen some
that needed overhauled from just sitting for 5 years .
John Perry
Kitfox 2 N718PD
eskflyer@pld.com
620-493-3124
-------Original Message-------
From: Marco Menezes
Subject: Re: Kitfox-List: My EGTs
--> Kitfox-List message posted by: Marco Menezes <msm_9949@yahoo.com>
Hi Dave. I haven't flown my 582 yet but on run-in (@30 degree OAT) I also
experienced rear cylinder EGT about 50 degrees hotter. Maybe it's indemic to
582? I think you need to drop the clip down a notch on the jet needle of the
rear carb to enrich the mixture to that cylinder. If that doesn't do it,
then replace main jet with a higher number. See Mike Stratman's article
Proper Care & Feeding of the Roxat Motor- Part 10" at www
georgia-ultralights.com/page/page/898129.htm
David Savener <david_savener@msn.com> wrote:--> Kitfox-List message posted
by: "David Savener"
After 10 hours on my newly installed 582, My EGT on the rear cylinder just
reaches 1200 degrees(the max allowed) if I run for about 4 minutes at 5800
RPM. This all happened at about 1500 AGL(2500 MSL) with an OAT around 50
degrees F. This is probably about as cold as I will fly with this airplane
since my side windows are built to be always open with small air deflectors
along the front edges of the open area.
I throttled back to 5300 RPM and the needle both cylinders drops about a
needle and a half.
The front cylinder runs about 40 degrees cooler than the rear.
Should I be concerned and make jetting or other changes?
Dave S
---------------------------------
Message 26
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|
| Subject: | Aluminum cowl? WAS Jabiru 3300 model IV |
--> Kitfox-List message posted by: "Rick" <turboflyer@comcast.net>
Thanks looking foward to seeing them when you have time.
do not archive
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com]On Behalf Of Tom Tomlin
Subject: Re: Kitfox-List: Aluminum cowl? WAS Jabiru 3300 model IV
--> Kitfox-List message posted by: "Tom Tomlin" <ThomasTomlin@comcast.net>
Rick, I just went through a zillion pictures and I don't have one with
the split cowl detail you want. Rats!
Maybe after this weekend I can post some.
TT
do not archive
----- Original Message -----
From: "Rick" <turboflyer@comcast.net>
Subject: RE: Kitfox-List: Aluminum cowl? WAS Jabiru 3300 model IV
> --> Kitfox-List message posted by: "Rick" <turboflyer@comcast.net>
>
> Would you mind posting a few pics. That sounds like a winner.
>
> Rick
Message 27
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|
| Subject: | Classic IV Airframe on EBAY |
--> Kitfox-List message posted by: Plourde_Robert@emc.com
I just checked out the fox on ebay and it sold for $5001.00. Timing is
everything...oh well.
Robert J. Plourde
EMC l Advanced Integration Group
Mobile Phone: 860.716.0826
Rocky Hill Office: 860.616.5111
Email: plourde_robert@emc.com
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of
brettandsandy@numail.org
Subject: Kitfox-List: Classic IV Airframe on EBAY
--> Kitfox-List message posted by: <brettandsandy@numail.org>
There is an un-started classic IV airframe with gear on Ebay that is getting
no bidding action. It started at $2500 and that is where it still is. I
would think this would be a great place for someone to get started. I
believe this is over $10,000 if ordered from the factory. The item # is
4532030053
Message 28
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Seal-Send-Time: Wed, 16 Mar 2005 22:37:40 -0600
--> Kitfox-List message posted by: "David Savener" <david_savener@msn.com>
I put a 158 main jet in the front carb and a 165 main jet in the rear carb. When
I flew it at 50 degrees F, I still get 50 degrees hotter EGT on the back cylinder.
I get right at 6800 RPM at full throttle in level flight which makes
me think I have the prop pitched about right.
I thought that bigger jet in the rear carb would even out the EGTs but no luck.
I already had the needle clips on the bottom groove.
Maybe I need to rejet the mid-range. I'll check the float level again, but it
appears to be correct.
How do I check to see if the rear seal is leaking?? I haven't heard of that possibility
before.
The rubber carb sockets are tight. They look new with no cracks, etc.
This engine sat for a long time. Maybe there is something else I am missing!!
Dave S
----- Original Message -----
From: John Perry<mailto:eskflyer@pld.com>
To: kitfox-list@matronics.com<mailto:kitfox-list@matronics.com>
Sent: Wednesday, March 16, 2005 9:16 PM
Subject: Re: Kitfox-List: My EGTs
--> Kitfox-List message posted by: "John Perry" <eskflyer@pld.com<mailto:eskflyer@pld.com>>
I disagree both cylinders should run the same . They do on my new 582 and
did on my old one also . You have to rejet to get the egt right . I had to
put in mid range and high main bigger to keep egt in right place also make
shure your float level is correct if it is not then that could be causing
the high egt also . or you could have a air leak on the back cylinder Is
it a new engine if not do you have a leaking rear seal ? bad carb boot ?
How long has the engine been sitting before you started running it now ?. I
have seen some that run fine after sitting for 10 years and also seen some
that needed overhauled from just sitting for 5 years .
John Perry
Kitfox 2 N718PD
eskflyer@pld.com<mailto:eskflyer@pld.com>
620-493-3124
-------Original Message-------
From: Marco Menezes
Date: 03/16/05 17:15:04
To: kitfox-list@matronics.com<mailto:kitfox-list@matronics.com>
Subject: Re: Kitfox-List: My EGTs
--> Kitfox-List message posted by: Marco Menezes <msm_9949@yahoo.com<mailto:msm_9949@yahoo.com>>
Hi Dave. I haven't flown my 582 yet but on run-in (@30 degree OAT) I also
experienced rear cylinder EGT about 50 degrees hotter. Maybe it's indemic to
582? I think you need to drop the clip down a notch on the jet needle of the
rear carb to enrich the mixture to that cylinder. If that doesn't do it,
then replace main jet with a higher number. See Mike Stratman's article
Proper Care & Feeding of the Roxat Motor- Part 10" at www
georgia-ultralights.com/page/page/898129.htm
David Savener <david_savener@msn.com<mailto:david_savener@msn.com>> wrote:--> Kitfox-List message posted
by: "David Savener"
After 10 hours on my newly installed 582, My EGT on the rear cylinder just
reaches 1200 degrees(the max allowed) if I run for about 4 minutes at 5800
RPM. This all happened at about 1500 AGL(2500 MSL) with an OAT around 50
degrees F. This is probably about as cold as I will fly with this airplane
since my side windows are built to be always open with small air deflectors
along the front edges of the open area.
I throttled back to 5300 RPM and the needle both cylinders drops about a
needle and a half.
The front cylinder runs about 40 degrees cooler than the rear.
Should I be concerned and make jetting or other changes?
Dave S
---------------------------------
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--> Kitfox-List message posted by: "John Perry" <eskflyer@pld.com>
OK now we are getting somewhere . take the egt probes out of the manifold
and switch places with them and see if the front one runs hotter . Also do
you have the old style hole in manifold or new style thread in hole manifold
If old style then maybe holes not exact distances from edge of piston on
both . there are many things that can cause this but none as frustrating as
a simple bad probe so try changing them around and let us know what you find
out .
I once had trouble getting another engine to good egt and it turned out to
be a bad fuel pump also . I bought a cheep fuel pressure gauge from auto
store and plumbed in and was loosing pressure at 5600 rpm and up . rebuilt
pump and all probs went away .
Have fun fly safe fly low fly slow .
John Perry
-------Original Message-------
From: David Savener
Subject: Re: Kitfox-List: My EGTs
--> Kitfox-List message posted by: "David Savener" <david_savener@msn.com>
I put a 158 main jet in the front carb and a 165 main jet in the rear carb.
When I flew it at 50 degrees F, I still get 50 degrees hotter EGT on the
back cylinder. I get right at 6800 RPM at full throttle in level flight
which makes me think I have the prop pitched about right.
I thought that bigger jet in the rear carb would even out the EGTs but no
luck. I already had the needle clips on the bottom groove.
Maybe I need to rejet the mid-range. I'll check the float level again, but
it appears to be correct.
How do I check to see if the rear seal is leaking?? I haven't heard of that
possibility before.
The rubber carb sockets are tight. They look new with no cracks, etc.
This engine sat for a long time. Maybe there is something else I am
missing!!
Dave S
----- Original Message -----
From: John Perry<mailto:eskflyer@pld.com>
To: kitfox-list@matronics.com<mailto:kitfox-list@matronics.com>
Sent: Wednesday, March 16, 2005 9:16 PM
Subject: Re: Kitfox-List: My EGTs
Message 30
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| Subject: | Re: Insurance Trivia |
--> Kitfox-List message posted by: "Bruce Harrington" <aerowood@mcsi.net>
Time to consider a move to SW Oregon, Don!
2 early bird dinners can be had at the best Roseburg restaurant for $25 with
tip.
After 6pm, same meals for under $35 with tip! But then, we don't drink any
alcohol beverages, but take water and decaf coffee!
Cheers, Don,
bh
> Well, now Don, ask at least $50.00.
> That way you and your spouse can have a medium nice dinner!
> bh
>
>
> Well, Now Bruce, when is the last time you went out to a medium nice
> dinner?
> $50 will hardly cover the tip.
>
> Do Not Archive
> Don Smythe
Message 31
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| Subject: | UMA Tachoometers? |
--> Kitfox-List message posted by: "Steve Cooper" <spdrflyr@earthlink.net>
I've read recently that the UMA Tachometer is a pretty good instrument. Does
anyone have any experience with these?
Steve
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