Today's Message Index:
----------------------
1. 12:53 AM - Re: A ffew good web sites (kurt schrader)
2. 02:46 AM - SV: BRS (Michel Verheughe)
3. 05:03 AM - SV: Re: A ffew good web sites (Michel Verheughe)
4. 07:51 AM - Re: Foul smell (Lynn Matteson)
5. 11:14 AM - Re: What happended (Michael Gibbs)
6. 09:41 PM - Re: SV: Re: A few good web sites (kurt schrader)
Message 1
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| Subject: | Re: A ffew good web sites |
--> Kitfox-List message posted by: kurt schrader <smokey_bear_40220@yahoo.com>
Found these while trying to find out what a 'Jora"
airplane was. Thought someone might find them useful:
1. For Rotax engines, the Powergenie allows your
Hobbs to run only when the engine is running. It can
also be used for other functions.
http://www.powergenie.central5.com./
2. Here is a list of Euro planes available today.
http://www.lightaircrafts.com/to_gallery.htm
3. Euro light airplane news.
http://www.lightaircrafts.com/
Kurt S.
__________________________________
Message 2
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--> Kitfox-List message posted by: Michel Verheughe <michel@online.no>
> From: jimshumaker [jimshumaker@sbcglobal.net]
> I am sorry to hear of the demise of your club members. It is always sad for
> the group.
Thank you, Jim. I didn't know the guy, as I said, he crashed the year before I
joined the club. But I must say that his tragic story put a chill, at the time,
on my new endaviour. He is the only case that I know of, of fatal accident due
to structural failure. Loosing a wing is not usual.
> Can you share the type and make of aircraft that had the structural
> failures so I may eliminate them from my future choices?
Kurt gave you links for the Jora aircraft, and Jeff gave us a very good example
of the restriction of a BRS when the plane is out of control.
The accident that happened at our airfield made us wonder a lot about what could
have been done to avoid it. As Jeff says, training is so important. But we can't
just go in a spin to train to pull the wire. Maybe asking an aerobatic pilot
to take us for extreme conditions and pull a moke-up wire. Just to see how
we respond under Gs and centrifugal forces.
I was told that after the accident, all Jora aircraft were grounded in Norway.
The company had to prove that the plane was airworthy. They came back (as I was
told) with a test that demonstrated that the plane had to fly twice its Vne
to rip a wing apart.
There is no report blaming any cause of the accident. Rumours say that he was flying
at what a witness estimated to be 3,000 ft AGL. There was some towering
Cb that day and 3,000 was the ceiling. It was also said that the plane had been,
the previous days, parked outside, in pouring rain. Could rain water have been
trapped in the wings? Lots of speculations. The left wind that departed the
plane, in flight, was found several hundred meters away from the impact. There
is no doubt about the cause of the accident. Yet no structural abnormality
was found either.
The plane is, otherwise, known for its good quality. I have a friend who flies
a Jora today and he is quite pleased. At the time I had the 582, his Jora (also
with 582) would fly faster than my Kitfox. I guess drop-shaped glassfiber hulls
do the trick.
Cheers,
Michel
do not archive
Message 3
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| Subject: | Re: A ffew good web sites |
--> Kitfox-List message posted by: Michel Verheughe <michel@online.no>
> From: kurt schrader [smokey_bear_40220@yahoo.com]
> 1. For Rotax engines, the Powergenie allows your
> Hobbs to run only when the engine is running.
That's cool, Kurt. But for my Jabiru, I picked the oil pressure sensor with a relay
that I fed to the Hobbs meter. It tells time only when there is oil pressure.
It's a tip I got, a while ago, from a good friend and Kitfox pilot. He flies 767
for UPS, hates viking helmets and has a weird sense of humour ... maybe you
know him! :-)
Cheers,
Michel
do not archive
Message 4
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--> Kitfox-List message posted by: Lynn Matteson <lynnmatt@jps.net>
Thanks very much, Brad...sounds like you got a very thorough going
over, which is good. I do belong to the local EAA chapter, and am in
touch with them regularly....although I haven't yet met with the tech
counselor...he's not too good at returning phone calls.
Lynn
On Wednesday, May 18, 2005, at 05:18 PM, Flybradair@cs.com wrote:
> --> Kitfox-List message posted by: Flybradair@cs.com
>
> Hi Lynn
>
> The DAR fee was$500 unless you belong to or join the local EAA chapter
> here,
> then the fee is $250. I could not tell you how this system came about
> but it
> is a great deal. My Tech counselor set me up with this DAR--which is
> in the
> process of flying off 40 hours in a Rans.
Message 5
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| Subject: | Re: What happended |
--> Kitfox-List message posted by: Michael Gibbs <MichaelGibbs@cox.net>
Robert asks:
>Was your accident due to wind shear? If so what was your altitude
>above ground level?
Yes it was. We were in level cruise flight at approximately 800 to
1000 feet AGL and about 75 KIAS when the airspeed indication dropped
abruptly to 30. The nose and left wing dropped but some right rudder
leveled the wings. We were pulling out of the dive (approximately
level attitude) when we hit the ground. Thankfully I had spent the
previous weekend practicing stall and spin recovery.
Rex sez:
>...great to hear from you especially that you are continuing to
>improve. I believe the doctor didn't give you much chance initially.
That's right, Rex. I stopped breathing as the helicopter was landing
at the hospital. Even after they took care of that the doctor on
duty at the time thought that my passenger and I would not make it.
After they had us stabilized there was some question as to whether
they could save my shattered left leg.
I'm happy to report that I walked into the orthopedic surgeon's
office on my own two legs yesterday and he still believes that I will
make a full recovery.
I consider myself very lucky not only to have survived, but to be
able to fly once again.
Mike G.
N728KF
Do not archive
Message 6
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| Subject: | Re: A few good web sites |
--> Kitfox-List message posted by: kurt schrader <smokey_bear_40220@yahoo.com>
Can't be me Michel. I like Viking helmets. ;-) Got a
pic of me with one on from somewhere. My old realtor
is named Thor Finkelson too.
But someone asked about hobbs control for 2 cycle
Rotax's and I thought this might help. You remember 2
cycle engines, don't you Michel? They idle around the
rpm yours is at when at full power. whirrrrrrr. And
they only last maybe 300 hrs before you have to do
something serious and maybe expensive to check them
out. So only counting engine running time and not
"master on" time becomes important. Not a problem
with that new 4 cycle of yours after a relay and a
couple of wires. Right? A cheaper fix if I do say
so... But I was reminded that 2 cycle engines don't
actually have "oil pressure"....
Any new Jabber performance numbers you can report? I
am still waiting to see if you can reduce the size of
your cowl outlet door and fly in summer temps. You
might pick up a little speed there. I bet you can cut
it maybe in half, or more softly angle it aft. Maybe
after you fly south this summer you'll know?
Kurt S. S-5
Still do not archive.
--- Michel Verheughe <michel@online.no> wrote:
>
> > From: kurt schrader [smokey_bear_40220@yahoo.com]
> > 1. For Rotax engines, the Powergenie allows your
> > Hobbs to run only when the engine is running.
>
> That's cool, Kurt. But for my Jabiru, I picked the
> oil pressure sensor with a relay that I fed to the
> Hobbs meter. It tells time only when there is oil
> pressure.
> It's a tip I got, a while ago, from a good friend
> and Kitfox pilot. He flies 767 for UPS, hates viking
> helmets and has a weird sense of humour ... maybe
> you know him! :-)
>
> Cheers,
> Michel
>
> do not archive
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