Today's Message Index:
----------------------
1. 12:04 AM - SV: Back in the Game (Michel Verheughe)
2. 01:14 AM - Re: Turbo Boost EA-81 s (John Anderson)
3. 01:35 AM - Charging circuit (Rex & Jan Shaw)
4. 04:12 AM - Re: Turbo Boost EA-81 s (Fox5flyer)
5. 07:25 AM - Bungee Cords (r.thomas@za.pwc.com)
6. 08:13 AM - Re: Model 3 Oil Reservoir (Randy Daughenbaugh)
7. 09:56 AM - Re: Was Rudder pedal - weeks away... (Kerry Skyring)
8. 09:59 AM - Re: Attaching Seat Pan (Michael Gibbs)
9. 10:11 AM - Re: Model 3 Oil Reservoir (Kerry Skyring)
10. 10:16 AM - Re: Back in the Game (Kerry Skyring)
11. 10:58 AM - Re: Charging circuit (Clint Bazzill)
12. 02:14 PM - Re: Bungee Cords (Dee Young)
13. 02:59 PM - Re: Attaching Seat Pan (AlbertaIV@aol.com)
14. 03:28 PM - Re: Turbo Boost EA-81 s (kurt schrader)
15. 06:16 PM - Re: Turbo Boost EA-81 s (Rick)
16. 06:55 PM - Re: Rotax 582 Noise Reduction (Guy Buchanan)
Message 1
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| Subject: | Back in the Game |
--> Kitfox-List message posted by: Michel Verheughe <michel@online.no>
> From: Michael Gibbs [MichaelGibbs@cox.net]
> Just wanted to let you know that I am once again a 'fox builder, this
> time a Series 6!
Dear Mike,
Your positive attitude and joie-de-vivre throught your unfortunate accident and
resulting injuries, has been an inspiration for all of us.
We wish you the best luck with your new project and thousand years of beautiful
Kitfox flying!
Cheers,
Michel
do not archive
Message 2
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| Subject: | Turbo Boost EA-81 s |
--> Kitfox-List message posted by: "John Anderson" <janderson412@hotmail.com>
Yep I'm with you there Rick, I found the manual boost system too risky and
blew a piston (on the ground) during test runs. So gone to the standard pot
again like you.... ~j~
From: "Rick" <turboflyer@comcast.net>
Subject: Kitfox-List: Turbo Boost EA-81 s
--> Kitfox-List message posted by: "Rick" <turboflyer@comcast.net>
Well for the few crazy turbo folks on the list I was finally able to confirm
my suspicion about how the boost controller operates at altitude. In a nut
shell with my manual set up I could easily get 45 too 50 IMP at 10,000 feet.
It is a bit tricky to operate, slight changes make quick changes. A bit to
much work load for me. I plan on making a system that will allow an easy
return to auto control. In the auto mode I could only make about 37 IMP at
10,000 feet. Now The turbo is the larger IHI unit but has a slightly larger
compressor wheel, same exhaust turbine plus the housing is coated and the
inlet machined a bit. Similar results I think could be obtained with the
unmodified larger unit. Additionally with the bigger compressor the bypass
opening had to be enlarged to prevent over boost. Right now I am running it
with the stock bypass control pot. I will keep those posted that are
interested and as we all do delete if now of interest.
Rick N656T
Find the coolest online games @ http://xtramsn.co.nz/gaming
Message 3
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| Subject: | Charging circuit |
--> Kitfox-List message posted by: "Rex & Jan Shaw" <rexjan@bigpond.com>
Joel, As I recall it, the voltage regulator requires a load at all times
when the engine is turning. So to shut off the charging circuit you will
need to put something across that circuit to ensure an adequate load to
avoid frying the regulator. I don't recall the needed resistance, but foggy
memory suggests that some put a light bulb across the circuit or a suitable
resistor. I can't remember the values needed.
Lowell
Lowell,
I run a 582 and I think the charging cicuit might be the same as
your 912. With mine at any rate you can have either of two Tympanium
regulators. Note this is stamped on the units in extremely small writing.
One unit is type 866-080 and this is the one that requires a minimum 1 amp
load. This can be a 12volt 15 watt globe or 12 ohm 12watt resistor. The
other unit is type 264-870 and requires no minimum load however if not
feeding into the battery it should have a 2,000 microfarad capacitor across
the output.
Rex.
rexjan@bigpond.com
Message 4
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| Subject: | Re: Turbo Boost EA-81 s |
--> Kitfox-List message posted by: "Fox5flyer" <morid@northland.lib.mi.us>
Keep 'em coming Rick. This is what "experimenting" is all about.
Deke
> --> Kitfox-List message posted by: "Rick" <turboflyer@comcast.net>
>
> Well for the few crazy turbo folks on the list I was finally able to
confirm
> my suspicion about how the boost controller operates at altitude. In a nut
> shell with my manual set up I could easily get 45 too 50 IMP at 10,000
feet.
> It is a bit tricky to operate, slight changes make quick changes. A bit to
> much work load for me. I plan on making a system that will allow an easy
> return to auto control. In the auto mode I could only make about 37 IMP at
> 10,000 feet. Now The turbo is the larger IHI unit but has a slightly
larger
> compressor wheel, same exhaust turbine plus the housing is coated and the
> inlet machined a bit. Similar results I think could be obtained with the
> unmodified larger unit. Additionally with the bigger compressor the bypass
> opening had to be enlarged to prevent over boost. Right now I am running
it
> with the stock bypass control pot. I will keep those posted that are
> interested and as we all do delete if now of interest.
>
> Rick N656T
>
>
Message 5
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15:24:16,
Serialize complete at 08/04/2005 15:24:16
--> Kitfox-List message posted by: r.thomas@za.pwc.com
Hi there
It is time to replace my Bungee cords on my KF2. I have a mate who has a
spare set, but I think that they were for a KF5. Does this matter - are
the cords different between the 2 and 5?
Regards
Roger
The information transmitted is intended only for the person or entity to
which it is addressed and may contain confidential and/or privileged
material. Any review, retransmission, dissemination or other use of, or
taking of any action in reliance upon, this information by persons or
entities other than the intended recipient is prohibited. If you
received this in error, please contact the sender and delete the material
from any computer.
Message 6
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| Subject: | Model 3 Oil Reservoir |
--> Kitfox-List message posted by: "Randy Daughenbaugh" <rjdaugh@rapidnet.com>
Steve,
You need the plugs in place to get the compression to pressure the crankcase
with blowby to push the oil out of the crankcase into the oil reservoir. It
takes me about 7 revolutions to get the impolite burp sounds that say the
oil is all out of the crankcase.
Randy, Series 5/7 912S
.
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Steve Magdic
Subject: Kitfox-List: Model 3 Oil Reservoir
--> Kitfox-List message posted by: "Steve Magdic" <steve.magdic@1psg.com>
Do to work, weather, and vacation, my Model 3 with 912 has sat in the hanger
for
about three weeks now. Since the oil reservoir is mounted above the engine,
all
the oil has siphoned back in to the crank case. Usually I can hand crank the
prop
until it's pumped back to the reservoir. This last time I pulled the top
plugs and cranked
for about an hour before giving up. I ran the engine for 3 hours without a
problem
before it sat in the hanger. I can only assume the oil system needs the
venting
procedure recommended by Rotax.
Do any of you 912 owner/operators have experience with this type of problem?
If
so, would you please give me some input on this procedure?
Thanks in advance.
Steve Magdic
N490PA
Message 7
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| Subject: | Re: Was Rudder pedal - weeks away... |
--> Kitfox-List message posted by: "Kerry Skyring" <kerryskyring@hotmail.com>
Kerry, you will notice I did not say how many weeks!
David I get the picture. We're entering the best weather time of the year
here i.e. for flying. But it's also the time when family and other
incursions on building time occur. I think we are being a bit optimistic but
having booked the inspection it ensures we will do our best to meet the
deadline.
What has really helped is a heated hangar (central european winters are
pretty severe) and all of the skilled people who wander through i.e. the
glider maintenance guys who did the cable swaging, the club member who's an
auto electrician who did the wiring, the aircraft maintenance engineer who
says "that's ok" and so on. It's also good to have Rotax powered planes
around so we can check our installation against Katana's etc. It has still
taken five years but the end is in sight.
Let us know about the first flight and I will do the same. Our philosophy is
- it will be finished when it is finished. Kerry.
My friends and
>family have nick named my plane "3 more months" because of my habit of
>answering the question of "when is it going to fly?" with "3 more
>months". I have to paint a few more components (ie wing tips and lift
>strut fairings) and correct some painting problems, but am about 90% on
>painting. I have rigged the wings, but have to put them back on the
>plane. The engine is ready to start but not started because my paint
>booth is blocking the garage door. All electrical is done, fuel lines,
>static lines, interior installed, and all guages and instruments that can
>be tested without running the engine have been tested. The airplane is
>registered and all I need is weight and balance, inspection and
>airworthiness certificate. I'm guessing 6 weeks (I plan on taking amost a
>week off for Sun-N-Fun). I'm not sure what your weather is but I have
>been slowed down by high humidity we have in the southern US. Sounds like
>your estimate is conservative. Besides my other project (a RV-9A) has
>slowed me down.
>
>> >
> >
> >
> >
>
>
http://toolbar.msn.click-url.com/go/onm00200415ave/direct/01/
Message 8
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| Subject: | Re: Attaching Seat Pan |
--> Kitfox-List message posted by: Michael Gibbs <MichaelGibbs@cox.net>
AlbertaIV@aol.com sez:
>you don't need anything to hold the pans down, your rear end and the
>seat belts will do that.
That's not always the case, Don. A buddy of mine was flying his
Series 5 over west Texas when he encountered moderate to severe
turbulence. Even though his seat belt was on tight, a down draft hit
him and he and the seat came up off of the tubing. The seat came
back down missing the forward support and ended up on the flight
control tubes.
He landed safely but with considerable difficulty. You can bet that
he attached that seat pan afterwards.
Mike G.
N728KF
Message 9
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| Subject: | Model 3 Oil Reservoir |
--> Kitfox-List message posted by: "Kerry Skyring" <kerryskyring@hotmail.com>
Randy wrote..
It takes me about 7 revolutions to get the impolite burp sounds that say the
>oil is all out of the crankcase.
I am just starting to become familiar with Rotax operation but it took me at
least 20 revolutions to get the "burp" through the reservoir on the 912s in
the C150. Not sure what causes the variation but I think a fast pull through
works better than a slow one. But as I said still learning this stuff.
The "burping" procedure is required for all of our club's rotax powered
planes i.e 3 Katana's and a C150. K.
>
>.
>
>
>-----Original Message-----
>From: owner-kitfox-list-server@matronics.com
>[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Steve Magdic
>To: kitfox-list@matronics.com
>Subject: Kitfox-List: Model 3 Oil Reservoir
>
>--> Kitfox-List message posted by: "Steve Magdic" <steve.magdic@1psg.com>
>
>Do to work, weather, and vacation, my Model 3 with 912 has sat in the
>hanger
>for
>about three weeks now. Since the oil reservoir is mounted above the engine,
>all
>the oil has siphoned back in to the crank case. Usually I can hand crank
>the
>prop
>until it's pumped back to the reservoir. This last time I pulled the top
>plugs and cranked
>for about an hour before giving up. I ran the engine for 3 hours without a
>problem
>before it sat in the hanger. I can only assume the oil system needs the
>venting
>procedure recommended by Rotax.
>Do any of you 912 owner/operators have experience with this type of
>problem?
>If
>so, would you please give me some input on this procedure?
>Thanks in advance.
>Steve Magdic
>N490PA
>
>
Message 10
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| Subject: | Back in the Game |
--> Kitfox-List message posted by: "Kerry Skyring" <kerryskyring@hotmail.com>
Michael Gibbs wrote..
>Just wanted to let you know that I am once again a 'fox builder, this
>time a Series 6!
Michael I have many times asked myself "what if?" What if I crashed? What if
my daughter (commercial pilot) crashed - what if - what if -what if? Would I
get up and do it again? I like to think I would do what you are doing.
Thanks for inspiring us. K.
>
>
Message 11
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| Subject: | Charging circuit |
--> Kitfox-List message posted by: "Clint Bazzill" <clint_bazzill@hotmail.com>
Doesn't your solenoid disconnect for your battery supply a load to the
regulator. It draws about 1 amp when you turn on the master. Just don't
shut down the master before you shut off the engine. Clint
Message 12
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| Subject: | Re: Bungee Cords |
Seal-Send-Time: Fri, 8 Apr 2005 15:14:14 -0600
--> Kitfox-List message posted by: "Dee Young" <henrysfork1@msn.com>
As I recall the bungee cords on the Model II are 60" long. In looking at the Skystar
web site the bungees for the Series 5 are a different stock number and are
possibly a different length and diameter. I may not work.
Dee Young
Model II
N345DY
Do Not Archive
----- Original Message -----
From: r.thomas@za.pwc.com<mailto:r.thomas@za.pwc.com>
To: kitfox-list@matronics.com<mailto:kitfox-list@matronics.com>
Sent: Friday, April 08, 2005 8:21 AM
Subject: Kitfox-List: Bungee Cords
--> Kitfox-List message posted by: r.thomas@za.pwc.com<mailto:r.thomas@za.pwc.com>
Hi there
It is time to replace my Bungee cords on my KF2. I have a mate who has a
spare set, but I think that they were for a KF5. Does this matter - are
the cords different between the 2 and 5?
Regards
Roger
The information transmitted is intended only for the person or entity to
which it is addressed and may contain confidential and/or privileged
material. Any review, retransmission, dissemination or other use of, or
taking of any action in reliance upon, this information by persons or
entities other than the intended recipient is prohibited. If you
received this in error, please contact the sender and delete the material
from any computer.
Message 13
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| Subject: | Re: Attaching Seat Pan |
--> Kitfox-List message posted by: AlbertaIV@aol.com
In a message dated 4/8/2005 4:42:11 PM Eastern Standard Time,
MichaelGibbs@cox.net writes:
That's not always the case, Don. A buddy of mine was flying his
Series 5 over west Texas when he encountered moderate to severe
turbulence. Even though his seat belt was on tight, a down draft hit
him and he and the seat came up off of the tubing. The seat came
back down missing the forward support and ended up on the flight
control tubes.
Mike,
A very good point. Sometimes we do and say things that call for a wake
up. I'll put them back on.
Do Not Archive
Don Smythe
Classic IV w/ 582
Message 14
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| Subject: | Re: Turbo Boost EA-81 s |
--> Kitfox-List message posted by: kurt schrader <smokey_bear_40220@yahoo.com>
Thanks for the info Rick. That will be some motor
when you are done.
With all the changes you made, I wish you had put
roller bearings on the crank too. Would really reduce
the need for that high idle rpm oil pressure. But
that would require a whole new crankcase too, I bet.
Just dreamin',
Am I correct, you added a backup coolant pump for
cooldown? I'd thought about installing a preoiler
that would do the same for the turbo, but keep the oil
pressure up before and after running too. Prevent
that hot oil damage at the turbo after shutdown.
Preoilers just cost so much.
Please keep us up on your progress.
Thanks,
Kurt S. S-5/NSI turbo
--- Rick <turboflyer@comcast.net> wrote:
> Well for the few crazy turbo folks on the list I was
> finally able to confirm my suspicion about how the
> boost controller operates at altitude.
__________________________________
Message 15
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| Subject: | Turbo Boost EA-81 s |
--> Kitfox-List message posted by: "Rick" <turboflyer@comcast.net>
I did put an auxiliary pump on to get a quicker cool down for the turbo. As
soon as I figure a good average time I will set an electronic timer to come
on after shut down and run the pump and heater fan. I really wanted to go
with the pre oilier but I learned it would cause oil to leak into the
turbine and compressor section. That can eventually cause an out of balance
problem and big failure of the blades, not a good thing. Apparently the
seals use the pressure of the gases to seal the oil out. I do have a
pre-luber and a bypass filter to hook up. One day I will be done......yea
right.
Rick N656T
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com]On Behalf Of kurt
schrader
Subject: Re: Kitfox-List: Turbo Boost EA-81 s
--> Kitfox-List message posted by: kurt schrader
<smokey_bear_40220@yahoo.com>
Thanks for the info Rick. That will be some motor
when you are done.
With all the changes you made, I wish you had put
roller bearings on the crank too. Would really reduce
the need for that high idle rpm oil pressure. But
that would require a whole new crankcase too, I bet.
Just dreamin',
Am I correct, you added a backup coolant pump for
cooldown? I'd thought about installing a preoiler
that would do the same for the turbo, but keep the oil
pressure up before and after running too. Prevent
that hot oil damage at the turbo after shutdown.
Preoilers just cost so much.
Please keep us up on your progress.
Thanks,
Kurt S. S-5/NSI turbo
--- Rick <turboflyer@comcast.net> wrote:
> Well for the few crazy turbo folks on the list I was
> finally able to confirm my suspicion about how the
> boost controller operates at altitude.
__________________________________
Message 16
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| Subject: | Re: Rotax 582 Noise Reduction |
--> Kitfox-List message posted by: Guy Buchanan <bnn@nethere.com>
At 09:32 PM 4/7/2005 -0700, you wrote:
>--> Kitfox-List message posted by: aerocon1@telusplanet.net
>
>Unless they have changed their process, Skystar was modifing the exhaust Y
>pipe (exhaust manifold) to allow the whole exchaust to fit inside the
>cowling. It does not take much of a change in length to make a major change
>in performance.
My engine / exhaust was purchased after market. I wonder if I have an
unmodified Y pipe. My exhaust just barely fits, meaning that when I use the
plates instead of the springs the plates rest against the cowl. Not good.
I'll have to go back to the springs to get it to fit, and even then the
cowl will only be about 1/2" away.
>Guy, just remember...there is no free lunch... There are some high
>performance
>exchausts on the market for the 502 and the 582. The only problem with them
>is they can make the engine very "peaky".. One make in particular creates a
>hot spot and rough running from 4800 to 5400 rmp. If you can operate your
>engine outside those rpms you can do ok, otherwise there is a big flat
>spot in
>the performance.. We have switched more than a couple of these exhausts back
>to stock after the owner got tired of trying to figure out the correct
>jetting.
>Hope this info helps..... Stock exhaust works the best.
I remember this from my motorcycle days. Kind of like a Yamaha 125, eh?
Thanks for the reminder.
Guy Buchanan
K-IV 1200 / 582 / 99% done, thanks to Bob Ducar.
Do not archive
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