Today's Message Index:
----------------------
1. 05:14 PM - Re: Windshields (Don Pearsall)
2. 08:44 PM - Re: Windshields (Rick)
3. 08:44 PM - windshields (Stu Bryant)
4. 11:21 PM - Alaska 2005 #3 (SOURDOSTAN@aol.com)
Message 1
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--> Kitfox-List message posted by: "Don Pearsall" <donpearsall@comcast.net>
If you cannot find any "H" channel, you can just rivet some strips of
aluminum together to form an "H" channel. That is how it is done on a lot of
production planes. Just go down to the airport and look at some split window
planes. My Mooney was that way.
Don Pearsall
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Jimmie
Blackwell
Subject: Re: Kitfox-List: Windshields
--> Kitfox-List message posted by: "Jimmie Blackwell" <jablackwell@ev1.net>
Tested the Saran wrap today...it caves in at slightly below VNE, 4 mph.
On the serious side I would sure like to see a photo of an installation that
use the split method. Hopefully, there is someone out there that will share
this with us.
JImmie
----- Original Message -----
From: "Herbert" <hmdoud@ev1.net>
Subject: Kitfox-List: Windshields
> --> Kitfox-List message posted by: "Herbert" <hmdoud@ev1.net>
>
> I understand that several folks have given up on the one piece windshield
and have split the windshield horizontally, at the compound bend with an "H"
aluminum moulding of some sort. The moulding goes horizontally side to
side, across the windshield opening and the Lexan fits into the "H" chanel.
>
> Sounds like it might be a fix to the problem that we all seem to have,
with cracking and crazing. Now where can such a "H" chanel moulding be
found?
>
> Don, anxiously awaiting your report on how the Saran Wrap works.
>
> Herb
>
> ************************
>
> Time: 03:58:10 AM PST US
> From: AlbertaIV@aol.com
> Subject: Re: Kitfox-List: Windshield replacement
>
> --> Kitfox-List message posted by: AlbertaIV@aol.com
>
>
> In a message dated 4/11/2005 10:40:10 PM Eastern Standard Time,
> hmdoud@ev1.net writes:
>
>
> I might consider going the next thickness thinner if the crazing
continues
> to get worse and I have to do it again. I believe that the next thinner
> would be 3/32nds. (.093) The stress of the strong bend to the cabin top
mighten
>
> be not be as stressfull on the thinner polycarbonate.
>
> Regards ......Herb
>
>
> I had .093 originally and it crazed. I went to .063 and it still crazed
at
> the compound bend area. To prevent crazing, you may have to go to Saran
Wrap.
>
> Don Smythe
> Classic IV w/ 582
>
>
Message 2
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--> Kitfox-List message posted by: "Rick" <turboflyer@comcast.net>
Might I add to keep the holes along the joining edge at least an inch away
from the butt. Make sure thy are very smooth and without and cracks. My
windshield failure was along that edge and what an experience that was. Oh
an the butt is the one that will be a permanent part of the plane not the
mobile one he he.
Rick N656T
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com]On Behalf Of Don Pearsall
Subject: RE: Kitfox-List: Windshields
--> Kitfox-List message posted by: "Don Pearsall" <donpearsall@comcast.net>
If you cannot find any "H" channel, you can just rivet some strips of
aluminum together to form an "H" channel. That is how it is done on a lot of
production planes. Just go down to the airport and look at some split window
planes. My Mooney was that way.
Don Pearsall
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Jimmie
Blackwell
Subject: Re: Kitfox-List: Windshields
--> Kitfox-List message posted by: "Jimmie Blackwell" <jablackwell@ev1.net>
Tested the Saran wrap today...it caves in at slightly below VNE, 4 mph.
On the serious side I would sure like to see a photo of an installation that
use the split method. Hopefully, there is someone out there that will share
this with us.
JImmie
----- Original Message -----
From: "Herbert" <hmdoud@ev1.net>
Subject: Kitfox-List: Windshields
> --> Kitfox-List message posted by: "Herbert" <hmdoud@ev1.net>
>
> I understand that several folks have given up on the one piece windshield
and have split the windshield horizontally, at the compound bend with an "H"
aluminum moulding of some sort. The moulding goes horizontally side to
side, across the windshield opening and the Lexan fits into the "H" chanel.
>
> Sounds like it might be a fix to the problem that we all seem to have,
with cracking and crazing. Now where can such a "H" chanel moulding be
found?
>
> Don, anxiously awaiting your report on how the Saran Wrap works.
>
> Herb
>
> ************************
>
> Time: 03:58:10 AM PST US
> From: AlbertaIV@aol.com
> Subject: Re: Kitfox-List: Windshield replacement
>
> --> Kitfox-List message posted by: AlbertaIV@aol.com
>
>
> In a message dated 4/11/2005 10:40:10 PM Eastern Standard Time,
> hmdoud@ev1.net writes:
>
>
> I might consider going the next thickness thinner if the crazing
continues
> to get worse and I have to do it again. I believe that the next thinner
> would be 3/32nds. (.093) The stress of the strong bend to the cabin top
mighten
>
> be not be as stressfull on the thinner polycarbonate.
>
> Regards ......Herb
>
>
> I had .093 originally and it crazed. I went to .063 and it still crazed
at
> the compound bend area. To prevent crazing, you may have to go to Saran
Wrap.
>
> Don Smythe
> Classic IV w/ 582
>
>
Message 3
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--> Kitfox-List message posted by: "Stu Bryant" <s.j.bryant@sbcglobal.net>
What I want to know is has anyone really studied or had experience with bird
strikes using thin sheet?
I can't imagine that I haven't somehow missed some discussion on this
previously, but what about impact resistance? Thinner and thinner we go, but
folks this is an airplane we're talking about. Not a fast one, but fast
enough! I will be using this method of bending a thin sheet myself this
summer for my boat. But the boat probably won't exceed 30 mph. (Not knots-
MPH), and I can stop nearly anytime I want. I can also crawl back to the
dock at 10 mph if I so choose.
Bird strike is a very real thing to me. Years ago when I was a line boy I
got to wash both single engine and twins. I saw what ground up seagull looks
like, from spinner to tailfeathers. Worst one was a Cessna 210. Made a mess
on the windshield as well as the whole side of the airplane. I'd hate to see
what would have happened if it had been a flimsy piece of some thin plastic
rather than a molded windshield. And no, I wouldn't count on the propeller
to make the pieces small enough to do little harm! Might have been
fatalities had that been some thin sheet. And the speed was only 80 knots at
impact- Kitfox speed. I hit two birds yesterday coming home from work in my
pickup. It happens. Will this sheet give us adequate protection? Even if it
does not allow penetration, will it manage to stay inside its frame if I hit
a seagull, hawk, or goose? I really wonder.
Stu Bryant
Message 4
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terryblack274tb@yahoo.com, chadl@compu.net, robert.mcclintock@sbcglobal.net,
clint_bazzill@hotmail.com
--> Kitfox-List message posted by: SOURDOSTAN@aol.com
More information about the 2005 Kitfoxes to Alaska trip. I've decided to
keep mailing this information to the List, since a number of you responded that
you wanted to follow our trip, even though you can't go along.
Stan Specht
Alaska 2005 #3
Preliminary Route Selected
We have selected a basic route for our Kitfox (and a C-172) trip to Alaska
this June. The route will be adjusted for enroute weather, side trips, and
whims of the moment. We also encourage those pilots who anticipate joining=20us
to
send us your suggestions for places you=E2=80=99d like to visit that would really
make
your trip extra special (such as to visit a relative, some place you saw in
National Geographic, or some place you heard about and just have to see, etc.).
We plan to begin our trip at the Cameron Park Fly-in in California on June
11th and head north through Idaho with John McBean as tour leader. For trip
members coming from the east, we may possibly join up in Caldwell, Idaho because
of weather enroute or some other such excuse. We=E2=80=99ll leave John=E2=80=99s
group at
Cavanaugh Bay and head north across the U.S.-Canadian border to our Customs=20stop
in Canada (exact stop to be determined). From there it=E2=80=99s to Prince=20George
(CYXS), British Columbia, and up the =E2=80=9CTrench=E2=80=9D (Williston Lake)
to Watson Lake
(CYQH). If weather is a deterrent, we may fly east to Fort St. John (CYXJ) on
the Alaska Highway, or northwest up the Yellowhead Highway through Smithers
(CYYD), then along the Cassiar Highway to Watson Lake. A variation on this=20route
would take us direct to Whitehorse (CYXY) from the Smithers area, with a side
trip to Skagway (PSGY), Alaska. Otherwise, we may drop down to Skagway from
Whitehorse.
The baseline for the next portion of our journey will be the Yukon River
(about the same length as the Mississippi and Missouri Rivers). So, from Watson
Lake or Whitehorse, we=E2=80=99ll head north to Dawson City (CYDA), following the
Yukon
where we can. We=E2=80=99ll see the famous Klondike gold region while at Dawson
City. Then we=E2=80=99ll fly the Yukon into Alaska, stopping at Fort Yukon=20(PFYU),
Alaska, to clear Customs. Then its fun stops at hot springs and local villages
and
attractions. At this point we=E2=80=99ll make a decision about flying to the North
Slope, either to Prudhoe Bay (Deadhorse) (PSCC) or Barrow (PBRW) or both. The
weather and pilot wishes and needs will be the determinant. We=E2=80=99ll stop
in
Bettles (PBTT) at some point to visit old friends from the last trip, including
Bill and Lil Fickus at Crevice Creek (the northernmost farm in North America,
according to National Geographic). We may decide to fit in a trip to Fairbanks
(PFAI) somewhere along the way for maintenance or other physical or curiosity
needs.
Then it=E2=80=99s on down the Yukon toward its meeting with the Bering Sea,=20and
most
likely Nome (POME), the home of a gold dredge and lots of bars. Scott
McClintock may even be there and follow us back to the States in his Kitfox.
We=E2=80=99ll then head cross lots to Anchorage (PANC) along the Iditerod Trail
(famous sled dog race from Anchorage to Nome, which reenacts a trip many years
ago
to deliver serum).
We=E2=80=99ll chase a few more rabbits around the Anchorage area, and then head
back
home, the route to be made up as we go. Most likely we will leave Alaska
through Northway (PORT) and the Alaska Highway back toward Whitehorse. Total time
enroute could be up to four weeks. Gotta=E2=80=99 get in some fishin=E2=80=99,
you know!!!
Stan Specht
sourdostan@aol.com
Kitfox Model IV Speedster =E2=80=9CColumbine=E2=80=9D
I=E2=80=99m including Note #2 again, because when I sent it out the first time
I didn=E2=80=99
t get the format right.
Alaska 2005 #2
The Alaska Airmen=E2=80=99s Logbook
This note is the second in a series about our Kitfox trip to Alaska in June
2005. The emphasis of this note is on gaining information about the trip
-flying conditions, what to expect, and how to go about planning for the trip.
This information may interest you, whether you plan on making the trip this=20year
or at another time. One of the best resources is the =E2=80=9CLogbook=E2=80=9D
published by
the Alaska Airmen=E2=80=99s Association. I recently received my copy in the mail
and
haven=E2=80=99t been able to put it down, even though I know quite a bit about
the
subject. You can either buy the book from the Alaska Airmen=E2=80=99s association
for
$35 or, the best deal is to join the Alaska Airmen=E2=80=99s Association for $35
and
they will send you a copy of the Logbook free, plus a year=E2=80=99s membership,
which
includes stickers, a bi-monthly newsletter, and a packet of miscellaneous
information. Part of this packet is information about flying in Canada, including
customs information for entering Canada and returning to the United States.=20
(I
will prepare an information note about customs and Canadian flying later.)
The Logbook is intended to provide information for general aviation pilots
about flying to and in Alaska. It provides a way to gather a cross-section=20of
information into an easily accessible and understandable format. Sections of
the Logbook include weather, terrain, legalities of flying in Alaska, being
prepared for the flight, contacts with the Alaskan wildlife, survival, other
reference materials, flying in Canada, descriptions of the various routes to and
within Alaska including airport diagrams, and side trips.
To discover more about joining the Alaska Airmen=E2=80=99s Association and purchasing
their items, visit their Website at www.alaskaairmen.com or call toll-free
800-464-7030. Please mention my name when joining.
Stan Specht
sourdostan@aol.com
Kitfox Model IV Speedster =E2=80=9CColumbine=E2=80=9D
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