Today's Message Index:
----------------------
1. 03:58 AM - Re: Kitfox on floats (kitfoxjunky)
2. 04:15 AM - Re: left hand throttel (Brett Walmsley)
3. 04:24 AM - FW: More lessons learnt! (Peter Brookes)
4. 05:20 AM - Re: Prop Re-pitched (Don Smythe)
5. 06:50 AM - Re: left hand throttel (Lowell Fitt)
6. 07:01 AM - Re: Annual inspections (Bruce Harrington)
7. 07:41 AM - Re: Annual inspections (Don Smythe)
8. 07:51 AM - Re: Prop Re-pitched (Fox5flyer)
9. 07:55 AM - Re: Left Handed Throttle (Tinne maha)
10. 08:14 AM - Fly-in and Idaho Trip report (Lowell Fitt)
11. 08:57 AM - Re: Fly-in and Idaho Trip report (Bruce Harrington)
12. 09:17 AM - leveling for weight and balance (kitfoxjunky)
13. 10:02 AM - Re: left hand throttel (Michael Gibbs)
14. 10:10 AM - Re: left hand throttel (kerrjohna@comcast.net)
15. 10:17 AM - Re: leveling for weight and balance (kerrjohna@comcast.net)
16. 10:22 AM - Re: leveling for weight and balance (Lowell Fitt)
17. 01:25 PM - Re: Kitfox on floats (Michael Laundy)
18. 02:39 PM - Re: Kitfox on floats (Joel Mapes)
19. 04:15 PM - Re: Model 4 Speedster for Sale (Thomas Johnston)
20. 07:02 PM - Re: left hand throttel (Rex Hefferan)
21. 07:48 PM - Re: Old Kitfox IV kit Restarted (Lynn Matteson)
22. 08:22 PM - Show Winning Finish (Steve Cooper)
23. 10:38 PM - Re: Show Winning Finish (Guy Buchanan)
Message 1
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| Subject: | Re: Kitfox on floats |
Serialize complete at 06/20/2005 06:58:03 AM
--> Kitfox-List message posted by: kitfoxjunky <kitfoxjunky@decisionlabs.com>
Hi Mike
I have a KF IV on Aerocet 1100 Anphibs..running a 912S engine. I have
tons of photos related to the rigging if it turns out you have similar
floats. I put mine on wheels recently to get some taildragger time, and I
documented the install with digital photos. I had a variable pitch
prop..and found that real handy for water ops, but I am sure a fixed pitch
will work fine too (recently installed an IVO Medium). I get off the
water in about 6 or 7 sec solo, maybe 10 dual. Cruise depends on engine
setting..but somewhere in around 90 mph. Get it up high and it will
cruise even faster. The float lockers are great for storage...they hold
something like 9 cubic feet.
I think the KF IV on floats is an awesome airplane. Unmatched in terms of
utilily. I have flown it in 30 knot winds, and with the floats it will
handle cross winds very well due to the 4 wheels and wide wheel base. If
the wx gets bad, you can take it or go and get it with a trailer. Economy
is excellent. It looks like a mini Beaver with the round cowl.
Check out my web site below for photos.
Cheers,
Gary Walsh
C-GOOT
www.decisionlabs.com/kitfox
do not archive
Message 2
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| Subject: | Re: left hand throttel |
--> Kitfox-List message posted by: "Brett Walmsley" <kitfox4@numail.org>
Maybe just fly from the right seat.
> --> Kitfox-List message posted by: "Jim_and_Lucy Chuk"
> <thesupe@hotmail.com>
>
> Hi all, back again with a few more questions. All of the planes I've
> flown
> so far have a left hand throttel and that is what I am used to. I'm
> about
> to buy a Kitfox and would like to not have too many things to get used to
> at
> one time. Has anyone set up their Fox with duel throttels so either seat
> has a throttel on the left?? I've looked at my Kitfox 3 project and see
> how
> one might run a cable to pull at the same place as the typical location,
> but I'm not sure yet how I would unlock the throttel that is not being
> used
> so it would not restrict the movement of the other one. Any comments?????
> Thanks, Jim
> PS Maybe once I start flying the Kitfox and get used to it, I can work
> on
> flying the joystick with my left hand, but right now I would rather use my
> right.
>
> Dont just search. Find. Check out the new MSN Search!
> http://search.msn.click-url.com/go/onm00200636ave/direct/01/
>
>
Message 3
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| Subject: | More lessons learnt! |
--> Kitfox-List message posted by: "Peter Brookes" <pdbrookes@blueyonder.co.uk>
Hi Don,
Yes, 'bimble' is Midlander slang for flying around and enjoying the sights
with no rush to get anywhere! Just you and your kite in the wide blue
yonder! Pure Heaven!! Great fun!
Pete.
-----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: More lessons learnt!
--> Kitfox-List message posted by: "Don Pearsall" <donpearsall@comcast.net>
Very interesting narrative, Peter! I learned a new word too. Bimble. That
must mean something good and fun, right?
Don Pearsall
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Peter Brookes
Subject: Kitfox-List: More lessons learnt!
--> Kitfox-List message posted by: "Peter Brookes"
<pdbrookes@blueyonder.co.uk>
I went for a bimble last night! The end of a hot day, cloudy, but visibility
was okay. Being a low-hour pilot on the Kitfox II, I choose my flying
conditions carefully, especially after a few high-speed exits from the
runway and a couple of pirouettes. Last night, the wind was about 7 knots
straight down the runway, so I pushed her out the hangar, pre-flighted and
fuelled her, and after a second check of conditions, away I went.
I took in the local sights like many times before, passing over stately
homes, before heading down to the Cotswolds hills. The air was sooth as
silk, and with the Fox trimmed down, I was cruising at 70mph at 5600 and
just taking in the beauty of it all as I orbited a hot air balloon at a safe
distance. As the sun would soon be setting, it was time to head back to the
fold, and as it was so humid, I decided a slow powered descent from 1,500
feet to reduce any risk of carb icing.
As I approached the airfield at circuit height, I announced my joining
downwind, and not another aircraft heard or seen. Absolutely perfect. The
windsock showing about 20 degrees left of runway 22 as I let down 10 degrees
of flap.
As I turned base, I noticed another hot air balloon had landed in the field
below. It was one of those big ones carrying 12 passengers! Time to turn
final. A little too high, as I had been distracted by the balloon, so I
eased back on power to idle and lined up. Everything looking good. As I
approached the numbers I started the flare and held it off, and off and off,
until the tailwheel touched a fraction of a second before the mains!
Perfect, what an end to a great hour of flying, until I heard "Tango Zulu,
final for 22"
Where the heck had he come from? I knew he was a Hatz, and they don't
approach slowly, so had to make a fast exit from the active!!
Lessons learned!
1) Continue to announce your position in the circuit
2) Keep a good lookout, even if you hear nothing in circuit!!
3) Don't let yourself become distracted.Looking at the hot air balloon,
instead of long final, may have helped!
4) Even on a quiet evening, don't hang around on the active. If 'Tango Zulu'
hadn't of announced his final, he may had to have go around, or even worse,
being a taildragger also, he may not have seen me!
Well, on to the next lesson!
Message 4
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| Subject: | Re: Prop Re-pitched |
--> Kitfox-List message posted by: "Don Smythe" <dosmythe@cox.net>
Andrew,
> I've flown her real close to stall - about 38 mph for slow flight with my
> UL
> buddies...45 was comfortable :)
I'll tell you what happened to me once during a BFR. The instructor wanted
to do some extended slow flight. I set it up to flying near 0 IAS. After a
few minutes, the engine started sputtering and missing badly. After we
limped back to the airport and analyzed the situation, I fiured we had
fouled the plugs. And they were fouled bad. Not being a true expert on the
operation of a 2 stroke I finally decided it was the slow flight that caused
the plugs to foul???
> Yep - somewhere around 55-60...
That sounds about normal
> Slightly stiff fwd? How 'bout very stiff :) And I was still climbing
> 200fpm.
I'll buy Very stiff. If you were still climbing at 200 that could have held
your RPM's down to the 6500 range. Push fwd to cancel the 200 and you might
be right on 6800.
> My friend, who rebuilds dozens of motors a year, says that he has 582's
> run
> 900 hrs TBO's (incl cranks) when run below 5500...but he said if I'm
> trying
This is a fine point that probably doesn't have much absolute evidence to
determine what will extend TBO. So, go for it and let me know how it turns
out. I had mine TBO'd at 300 hours and there was absolutely nothing wrong
with it. Who know's how long it would have gone.
Message 5
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| Subject: | Re: left hand throttel |
--> Kitfox-List message posted by: "Lowell Fitt" <lcfitt@sbcglobal.net>
Hi Jim,
One of the locals has a left hand throttle. I don't think he has one for
the passenger, however. That would be an interesting challenge adding a
lock - unlock interface on cable throttles. To my knowledge, no one has
tried it. About flying from the right seat, some are doing exactly that for
the reasons you describe. Then again all flight instructors have to adapt
to both hands, going from right to left, so I guess it can be done.
Lowell
----- Original Message -----
From: "Jim_and_Lucy Chuk" <thesupe@hotmail.com>
Subject: Kitfox-List: left hand throttel
> --> Kitfox-List message posted by: "Jim_and_Lucy Chuk"
> <thesupe@hotmail.com>
>
> Hi all, back again with a few more questions. All of the planes I've
> flown
> so far have a left hand throttel and that is what I am used to. I'm
> about
> to buy a Kitfox and would like to not have too many things to get used to
> at
> one time. Has anyone set up their Fox with duel throttels so either seat
> has a throttel on the left?? I've looked at my Kitfox 3 project and see
> how
> one might run a cable to pull at the same place as the typical location,
> but I'm not sure yet how I would unlock the throttel that is not being
> used
> so it would not restrict the movement of the other one. Any comments?????
> Thanks, Jim
> PS Maybe once I start flying the Kitfox and get used to it, I can work
> on
> flying the joystick with my left hand, but right now I would rather use my
> right.
>
> Dont just search. Find. Check out the new MSN Search!
> http://search.msn.click-url.com/go/onm00200636ave/direct/01/
>
>
>
Message 6
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| Subject: | Re: Annual inspections |
--> Kitfox-List message posted by: "Bruce Harrington" <aerowood@mcsi.net>
Hi Steve,
In addition to Don's comments, I still have my Repairman's Certificate for
the Kitfox I built.
I sold it 2 years ago, but if I wanted, I could perform the Condition
Inspection for the new owner.
I chose to not provide the service.
bh
> It may be a silly question, but does the FAA require Experimental
> aircraft like Kitfoxes, to have annual inspections like certificated
> aircraft do?
>
> If so, must the inspections be done by a licensed A&P or IA? Who else
> can do them?
Message 7
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| Subject: | Re: Annual inspections |
--> Kitfox-List message posted by: "Don Smythe" <dosmythe@cox.net>
BH,
Chosing NOT to do future inspections for the new owner might be a good
choice. You would probably open your self up to even more serious
liability.
Do Not Archive
Don Smythe
Classic IV W/ 582
> I sold it 2 years ago, but if I wanted, I could perform the Condition
> Inspection for the new owner.
> I chose to not provide the service.
> bh
Message 8
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| Subject: | Re: Prop Re-pitched |
--> Kitfox-List message posted by: "Fox5flyer" <morid@northland.lib.mi.us>
Sounds to me like you've got it about right.
Deke
Subject: Kitfox-List: Prop Re-pitched
>
> Alright - I finally repitched my prop...first, a little background:
>
> KF3 582/3.47:1 C Box/3-Blade GSC
>
> Prop was set for good climb before - I had to haul back on the stick and
> climb at 40-45 mph to keep the RPMs below 6500 at WOT. I never went WOT in
> level flight because I knew RPMs would break 6800...
>
> I increased pitch by about 1.5 degrees on all three blades (of course!) I
> flew her for .2 today because I got real nervous about the RPMs - Static
> engine speed was about 6150...that's good. I take-off, still in a very
> reasonable distance ~125 feet, climbed well (I never actually looked at
the
> VSI though), and went WOT...
>
> Holy cow!!! At 5K, I was hitting 75, and at WOT I was an easy 90. This as
> opposed to the 70 mph at 5900 before. I was only WOT for a minute, but It
> did not seem to want to go past 63-6400...I'm sure after I trimmed,
> re-trimmed, and waited, it would go a bit higher...
>
> What does the list think? I know I've been told by many that running a 582
> below 5800 was lugging it, but I've been told otherwise by trusted friends
> who fly several hundreds of hours per year on their Rotax's...
>
> Also, how about the pitch? Is this too much, that I'm not reaching 6800 in
> level flight? She still climbs well, and cruise performance went through
the
> roof...
>
> Help! I'm lost :)
>
> Andrew
>
>
Message 9
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| Subject: | Re: Left Handed Throttle |
--> Kitfox-List message posted by: "Tinne maha" <tinnemaha@hotmail.com>
Hi Jim,
I also learned with the stick in my right hand and the throttle in my left
hand. I am setting up my series 5 with the Pilot in Command to fly on the
right side of the aircraft. I've got a few strange looks & comments but I
know it has been done before. I've flown an RV-6 that was set up that
way.........it was very comfortable.
Good Luck,
Grant
>Hi all, back again with a few more questions. All of the planes I've
>flown so far have a left hand throttel and that is what I am used to. I'm
>about to buy a Kitfox and would like to not have too many things to get
>used to at one time. Has anyone set up their Fox with duel throttels so
>either seat has a throttel on the left?? I've looked at my Kitfox 3
>project and see how one might run a cable to pull at the same place as the
>typical location, but I'm not sure yet how I would unlock the throttel
>that is not being used so it would not restrict the movement of the other
>one. Any comments????? Thanks, Jim
>PS Maybe once I start flying the Kitfox and get used to it, I can work on
>flying the joystick with my left hand, but right now I would rather use my
>right.
Message 10
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| Subject: | Fly-in and Idaho Trip report |
--> Kitfox-List message posted by: "Lowell Fitt" <lcfitt@sbcglobal.net>
Well, sufficient time has transpired to feel a bit rested so a report may be
in order.
The 7th Cameron Park fly-in went well. Frankly, I don't remember a lot as
the previous week was spent in early days and late evening preparations. I
guess I was a bit tired. Being retired this year, I went with Kay as she
did the shopping and it was a real eye opener. I had no idea how much work
went into her preparations. Thank you Kay.
This year was a little different as a Kitfox IV owner, one of our flying
group, had moved into the airpark during the year and they hosted most of
the early arrivals. By ten, however the activity started in a rush and we
had by noon seen 24 Kitfoxes. A breakdown would show a Lite, 2 Model IIIs,
10 model IVs, 3 Vixens, 4 Series 5s, 2 Series 6s and two 7s. Also in
attendance were 2 Sonex - one owned by our own Bruce Harrington, a Stearman,
a Rans S7, a Searay, a Luscomb, a Mooney and a C-172. Not a bad group. We
didn't have the people totals as in past years, so not as many drove in, but
it was a good party. Frank and Crystal from Skyster were here and Frank
gave a couple of demo rides.
Just before Lunch, John McBean and his flight of four left for Idaho and
later in the afternoon the Alaska group (five airplanes) left to meet up
with John at his home in Meridian, Idaho. I spoke to him Tuesday afternoon
while they were still at Cavanaugh Bay. The Alaska group had departed
Cavanaugh Bay about three hours earlier heading for the Canadian POE.
Our flight was definitely different than in past years. We departed Cameron
Park early Sunday and after fueling in Nampa we made Johnson Creek that
afternoon. What had been a piece of cake landing at Johnson Creek during
previous visits, became a real challenge this time. Our usual approach had
been up the canyon from Yellow Pine giving essentially a straight in
approach. This time we approached from the South with a base and final in
the canyon and somehow it wouldn't work for me. After three tries, I
extended my down wind to Yellow Pine and made my usual landing from that
direction. There was some wind in the canyon and with the currents, I found
it very difficult to lose altitude while on base to final.
Johnson Creek was its usual beautiful self, but a mild altercation with a
zealot thinking he was representing the position of an airport preservation
association put a bit of a damper on the day. It was his opinion that
flight ops should consist of arrivals and departures only and the time to
climb Mark did that evening was inappropriate for that back country strip.
A couple of e-mails after getting home confirmed that it wasn't a policy of
the organization, just an opinoin of a fellow pilot. We also had light
showers that evening.
Monday morning came pretty early as we all were sleeping fitfully trying to
stay warm. The airport care taker suggested we stay in one of the bunk
houses, a building that resembled a small one car garage. The consensus of
the group dictated an open door policy so the outside had free access to the
inside through the big double doors. There were icicles hanging on the back
of the wings in the morning and a check of the thermometer showed 21. It
was no wonder we were cold. We were prepared for Summer camping.
In the morning we decided we needed a change of elevation to warm up so we
packed up deciding to find another place to spend the night. Breakfast was
at Big Creek, an interesting place with a large hogback between downwind and
the grass landing strip. None of the runway was visible until about half
way through the base leg. During our approach we heard another flight call
in for landing, this time a flight of seven, consisting of mostly Maul and
Super Cub aircraft and one Cessna. It was a group filming a documentary of
back country flying to promote the preservation of back country airports. We
circled for a minute or two to allow them all to land then our flight of
five went in. Once again I found myself a bit high on short final, but I
forced my airplane onto the ground as I had lost a bit of confidence after
the Johnson Creek experience and needed a confidence boost. A vigorous side
slip to lose the needed altitude and I was there, just like that. It felt a
bit redeeming.
Just over the rise at the end of the runway there is a lodge where the
typical back country breakfast is served which is essentially everything
they had. This time it consisted of pancakes, eggs, bacon and hash browns.
An Amish couple were managing the lodge and were great hosts. We ate after
the flight of seven so the stay was prolonged a bit. When we were leaving
we saw that one of the Super Cubs was out of commision, as inbound it had
experienced fluctuating oil pressure and a check of the oil filter showed
some serious metal in the oil And this in a 60 hour engine. He just might
still be there.
We were then off to Dixie Town. From the air Dixie Town looked like two
scratches in the ground. The Western most scratch is the dirt runway and
the other one is main street also of dirt. Dixie Town was also a challenge
to get into as the peferred runway direction - up hill - resulted in a
slight tail wind on landing. A couple of the guys chose to land the other
way and were surprised by what the locals called a frequent phenomenon of
squirrely winds just before the threshold which raised the adrenaline level
a bit. A fire had consumed the restaurant and a crew of two elderly
gentlemen were busy cleaning up the remains. It was these two fellows that
told of the airplane landing recently (down hill) that clipped some trees,
power was applied for a go around and then the left wing hit the big tree
that resulted in the cartwheel to the ground. I didn't hear of the pilots
fate, but they both claimed to have seen the whole thing. It's strips like
these that cause instructors to chant the keep it on the centerline mantra.
All there is a lot of times is the centerline. I.e. if you're on the ground
and can see the runway, you are definitely not on it.
From Dixie Town we went to Elk City where we planned to spend the night in a
Motel - warm. Elk City is an interesting strip of mixed mowed weeds and
gravel. It also has a preferred landing direction - uphill. Did I mention
that it has a dog leg in the middle of the strip. This resulted in an
adventure, as third to land, I navigated the dog leg wide and found myself
staring at two airplanes at the outside edge that had stopped just beyond
the curve and who had turned around to watch the action. No harm, no foul,
I guess, and we found a place to stay. We had dinner at a local eatery.
The place where we had eaten on a previous trip had a note on the door
saying in effect that the owner (she) had taken a job in a civilized city,
thanks for your patronage, I'm out of here. We all like Elk City, but we
have never spend a winter there. It's a beautiful spot, but you can't miss
the snowobiles in the side yards. This is where most folks travel in
pick-ups or ATVs in the Summer and snowmobiles in the Winter. W met three
young children on bicycles - two locals and one from the Redding area of
Northern California. We found that the two locals had moved there six years
earlier from Hayfork, a town West of Redding, where a couple of years ago
we had flown as a group to visit a man who had purchased a partially
completed Model IV. This connection prompted their dad to pick up the tab
for lunch. These kids were a definite throwback as all day they were
outside exploring Elk City on their bicycles. I wondered if they even knew
about video games and rap music.
After Breakfast, we left Elk City for Grangeville for some needed fuel.
Then off to St Maries another civilized airport which was near enough to
town that we could walk to lunch, then to Felts Field a Class C airport in
Spokane where Mark lived and where we planned on spending the next two
nights. We were able to get all the airplanes into Mark's hangar, and
thankfully so, as we had flown North from St. Maries over Lake Coeur D'Alene
in showers. The weather was OK from Coeur D'Alene to Felts field so a
precautionary stop there was not needed. The next day we planned a flight
to Cavanaugh Bay where John McBeans group was staying and where the Alaska
group departed for the border crossing. Another short hop was scheduled for
Eckhart International Airport. This is one of the neatest places. A POE
that is a well groomed grass strip with a paved taxiway at the end that
takes you to the customs station.
It was during the night, in Spokane, that three of us decided to make a
quick exit the next day as it appeared from the forcasts that it was the
only day of decent weather the remainder of the week, and to spend it having
fun might just mean that going home later wouldn't be fun at all.. So head
for home we did, stopping at John Day for fuel as well as Alturas, then
home. The Hobbs showed 8.7 hours on the final day. The skys were mostly
clear, but as is usually the case in situations like this the wind was in
our face.
I thought I had the wanderlust out of my system, but last night one of the
guys called and asked about Arlington. We'll see.
Lowell
Message 11
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| Subject: | Re: Fly-in and Idaho Trip report |
--> Kitfox-List message posted by: "Bruce Harrington" <aerowood@mcsi.net>
Nice report, Lowell,
I enjoyed it. Retired? Have a blast now!
Cheers,
bh
----- Original Message -----
From: "Lowell Fitt" <lcfitt@sbcglobal.net>
Subject: Kitfox-List: Fly-in and Idaho Trip report
snip
>
> I thought I had the wanderlust out of my system, but last night one of the
> guys called and asked about Arlington. We'll see.
>
> Lowell
Message 12
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| Subject: | leveling for weight and balance |
Serialize complete at 06/20/2005 12:16:08 PM
--> Kitfox-List message posted by: kitfoxjunky <kitfoxjunky@decisionlabs.com>
Did my first weight and balance on the weekend on my Kitfox IV. I do not
count the first one, because it was on floats and I simply used a fulcrum.
Going to redo it again just to be sure that I got the numbers right,
this time with the official RAA scales vs the bathroom variety.
Question...I read Chris Heinz's article on W&B and it says to level the
plane as per the designers definition of the horizontal line..from the
engineering drawings. When I did it, I put the level on the horizontal
stab. For the other axis, I put a straight edge across the tires. Not
sure that is the way to do it. Can anyone comment?
Gary Walsh
C-GOOT
www.decisionlabs.com/kitfox
do not archive
Message 13
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| Subject: | Re: left hand throttel |
--> Kitfox-List message posted by: Michael Gibbs <MichaelGibbs@cox.net>
Jim,
I concur with Mr. Shumaker's advice. If you like the throttle in
your left hand, sit in the right seat when you fly your 'fox
(assuming it has dual brakes). Simple and effective.
Mike G.
N728KF
Message 14
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| Subject: | Re: left hand throttel |
--> Kitfox-List message posted by: kerrjohna@comcast.net
you would not be the first to fly a fox from the right seat....
John Kerr
-------------- Original message --------------
> --> Kitfox-List message posted by: "Jim_and_Lucy Chuk"
>
> Hi all, back again with a few more questions. All of the planes I've flown
> so far have a left hand throttel and that is what I am used to. I'm about
> to buy a Kitfox and would like to not have too many things to get used to at
> one time. Has anyone set up their Fox with duel throttels so either seat
> has a throttel on the left?? I've looked at my Kitfox 3 project and see how
> one might run a cable to pull at the same place as the typical location,
> but I'm not sure yet how I would unlock the throttel that is not being used
> so it would not restrict the movement of the other one. Any comments?????
> Thanks, Jim
> PS Maybe once I start flying the Kitfox and get used to it, I can work on
> flying the joystick with my left hand, but right now I would rather use my
> right.
>
> Dont just search. Find. Check out the new MSN Search!
> http://search.msn.click-url.com/go/onm00200636ave/direct/01/
>
>
>
>
>
>
you would not be the first to fly a fox from the right seat....
John Kerr
-------------- Original message --------------
-- Kitfox-List message posted by: "Jim_and_Lucy Chuk" <THESUPE@HOTMAIL.COM>
Hi all, back again with a few more questions. All of the planes I've flown
so far have a left hand throttel and that is what I am used to. I'm about
to buy a Kitfox and would like to not have too many things to get used to at
one time. Has anyone set up their Fox with duel throttels so either seat
has a throttel on the left?? I've looked at my Kitfox 3 project and see how
one might run a cable to pull at the same place as the typical location,
but I'm not sure yet how I would unlock the throttel that is not being used
so it would not restrict the movement of the other one. Any comments?????
Thanks, Jim
PS Maybe once I start flying the Kitfox and get used t
o it, I can work on
flying the joystick with my left hand, but right now I would rather use my
right.
Dont just search. Find. Check out the new MSN Search!
http://search.msn.click-url.com/go/onm00200636ave/direct/01/
Message 15
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| Subject: | Re: leveling for weight and balance |
--> Kitfox-List message posted by: kerrjohna@comcast.net
the lower longeron and the lower door frame are level points. since the horizontal
is adjustable, it may or may not be level....
John Kerr
-------------- Original message --------------
> --> Kitfox-List message posted by: kitfoxjunky
>
> Did my first weight and balance on the weekend on my Kitfox IV. I do not
> count the first one, because it was on floats and I simply used a fulcrum.
> Going to redo it again just to be sure that I got the numbers right,
> this time with the official RAA scales vs the bathroom variety.
>
> Question...I read Chris Heinz's article on W&B and it says to level the
> plane as per the designers definition of the horizontal line..from the
> engineering drawings. When I did it, I put the level on the horizontal
> stab. For the other axis, I put a straight edge across the tires. Not
> sure that is the way to do it. Can anyone comment?
>
>
> Gary Walsh
> C-GOOT
> www.decisionlabs.com/kitfox
>
> do not archive
>
>
>
>
>
>
the lower longeron and the lower door frame are level points. since the horizontal
is adjustable, it may or may not be level....
John Kerr
-------------- Original message --------------
-- Kitfox-List message posted by: kitfoxjunky <KITFOXJUNKY@DECISIONLABS.COM>
Did my first weight and balance on the weekend on my Kitfox IV. I do not
count the first one, because it was on floats and I simply used a fulcrum.
Going to redo it again just to be sure that I got the numbers right,
this time with the official RAA scales vs the bathroom variety.
Question...I read Chris Heinz's article on WB and it says to level the
plane as per the designers definition of the horizontal line..from the
engineering drawings. When I did it, I put the level on the horizontal
stab. For the other axis, I put a straight edge across the tires. Not
sure that is the way to do it. Can anyone comment?
Gary Walsh
&
gt; C-GOOT
www.decisionlabs.com/kitfox
do not archive
Message 16
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| Subject: | Re: leveling for weight and balance |
--> Kitfox-List message posted by: "Lowell Fitt" <lcfitt@sbcglobal.net>
Gary, The fore and aft horizontal is the bottom of the fuselage at the
cockpit area. What you may need to do, depending on what you have in that
area, is use a long level or level on a straight edge with standoffs to
contact the fuse at the firewall and the lift strut carry through.
Lowell
----- Original Message -----
From: "kitfoxjunky" <kitfoxjunky@decisionlabs.com>
Subject: Kitfox-List: leveling for weight and balance
> --> Kitfox-List message posted by: kitfoxjunky
> <kitfoxjunky@decisionlabs.com>
>
> Did my first weight and balance on the weekend on my Kitfox IV. I do not
> count the first one, because it was on floats and I simply used a fulcrum.
> Going to redo it again just to be sure that I got the numbers right,
> this time with the official RAA scales vs the bathroom variety.
>
> Question...I read Chris Heinz's article on W&B and it says to level the
> plane as per the designers definition of the horizontal line..from the
> engineering drawings. When I did it, I put the level on the horizontal
> stab. For the other axis, I put a straight edge across the tires. Not
> sure that is the way to do it. Can anyone comment?
>
>
> Gary Walsh
> C-GOOT
> www.decisionlabs.com/kitfox
>
> do not archive
>
>
>
Message 17
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| Subject: | Re: Kitfox on floats |
--> Kitfox-List message posted by: Michael Laundy <mikelaundy@yahoo.co.uk>
Hi Gary
Many thanks for the reply, I enjoyed looking at the photos on your website.
I have bought the floats unseen, as there are not many opportunities to get amphibs
in the UK. Hopefully I will get a Kitfox later in the year and I would then
be very interested to see the way the rigging goes.
Meanwhile enjoy the tail dragging.
Mike
---------------------------------
Message 18
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| Subject: | Re: Kitfox on floats |
--> Kitfox-List message posted by: "Joel Mapes" <foxfloatflyer@hotmail.com>
Hello Mike,
I'm building a Model 5 for my Aerocomp amphib floats. I decided on a 5 for the
additional gross weight capability and interior room. A model 7 would be even
better. Operating an amphib from a grass strip is problematic unless it is like
a putting green. Most amphibs have minimal wheel to float clearance and will
not work well with rough landing fields.
I hope your search for an appropriate 'fox goes well.
Joel Mapes
Message 19
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| Subject: | Re: Model 4 Speedster for Sale |
--> Kitfox-List message posted by: "Thomas Johnston" <THOMASLJOHNSTON@msn.com>
The Speedster amazed even me. Climb 500 FPM at 75 degrees F at 5000 feet. Right
at max gross weight. Impressed the buyer too. I think it is sold.
Tom
----- Original Message -----
From: Thomas Johnston<mailto:THOMASLJOHNSTON@msn.com>
To: kitfox-list@matronics.com<mailto:kitfox-list@matronics.com>
Sent: Wednesday, June 15, 2005 9:18 PM
Subject: Re: Kitfox-List: Model 4 Speedster for Sale
--> Kitfox-List message posted by: "Thomas Johnston" <THOMASLJOHNSTON@msn.com<mailto:THOMASLJOHNSTON@msn.com>>
Cliff,
Thanks. there's a guy coming from Gilette Wyoming Sat. to look at it. He weighs
270 lbs. Hope it gets off the ground.
Ha.
Tom
----- Original Message -----
From: Clifford Begnaud<mailto:shoeless@barefootpilot.com<mailto:shoeless@barefootpilot.com>>
To: kitfox-list@matronics.com<mailto:kitfox-list@matronics.com<mailto:kitfox-list@matronics.com<mailto:kitfox-list@matronics.com>>
Sent: Wednesday, June 15, 2005 8:30 PM
Subject: Kitfox-List: Model 4 Speedster for Sale
--> Kitfox-List message posted by: "Clifford Begnaud" <shoeless@barefootpilot.com<mailto:shoeless@barefootpilot.com<mailto:shoeless@barefootpilot.com<mailto:shoeless@barefootpilot.com>>>
I've very sorry to report that my friend and hangar mate, Tom Johnston, is
selling his very nice speedster. He wants to sell it quickly so he has
priced it well below the fair market value, only $21,900. This is a real
bargain for this plane. So hurry up and buy it, at this price it won't last.
You can see it here:
http://www.barnstormers.com/listing.php?modeusersearch&userKitfox123<http://www.barnstormers.com/listing.php?modeusersearch&userKitfox123<http://www.barnstormers.com/listing.php?modeusersearch&userKitfox123<http://www.barnstormers.com/listing.php?modeusersearch&userKitfox123>>
Cliff
Message 20
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| Subject: | Re: left hand throttel |
--> Kitfox-List message posted by: Rex Hefferan <kitfox-m2@earthlink.net>
That gives me the thought that perhaps you could make a single throttle
control
with a quick mount in 2 locations. Then just detach and move to the left side or
center when desired? I mean it's a cable, right? I haven't looked under a panel
to see if it's a stupid idea, just throwing it out to you guys.
Rex
Colorado
Lowell Fitt wrote:
>--> Kitfox-List message posted by: "Lowell Fitt" <lcfitt@sbcglobal.net>
>
>Hi Jim,
>
>One of the locals has a left hand throttle. I don't think he has one for
>the passenger, however. That would be an interesting challenge adding a
>lock - unlock interface on cable throttles. To my knowledge, no one has
>tried it. About flying from the right seat, some are doing exactly that for
>the reasons you describe. Then again all flight instructors have to adapt
>to both hands, going from right to left, so I guess it can be done.
>
>Lowell
Message 21
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| Subject: | Re: Old Kitfox IV kit Restarted |
--> Kitfox-List message posted by: Lynn Matteson <lynnmatt@jps.net>
Colin-
I just finished painting my IV with Poly-Fiber's Poly-Tone that was
dated 1993...it worked perfectly. The 12-year old Poly-Spray was also
good....just like the day they made it. I would suggest tossing out any
Poly-Tak, as that stuff doesn't last too long when it's fresh.
Lynn
On Sunday, June 19, 2005, at 01:04 AM, Colin Durey wrote:
> --> Kitfox-List message posted by: "Colin Durey" <colin@ptclhk.com>
>
> Hi folks,
________
> There are a couple of cans of paint and glues in the assemblage of
> bits, and, although never opened in all that time, I am guessing that
> they are probably only fit for the tip???
> Regards
> Colin Durey
> Sydney
>
____________
>
> Regards
>
> Colin Durey
> Pacific Technology Corporation Ltd
> +61-418-677073 (M)
> +61-2-945466162 (F)
>
>
Message 22
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| Subject: | Show Winning Finish |
--> Kitfox-List message posted by: "Steve Cooper" <spdrflyr@earthlink.net>
Hi guys...just a bit of Misc. data I thought I'd pass on and it might be
of interest to some of you.
A couple of years ago I attended the Copperstate fly-in and was amazed
and awestruck by the purple award winning Kitfox I found on display.l I
couldn, for the life of me understand how anyone could produce a finish
as slick as glass by covering with Fabric. Well, I've recently
discovered one method that will produce this kind of finish.
Start with Polyfiber and cover like you normally would. Apply tapes with
particular care, and make sure you leave no ears up. Finish normally
through the brushed coat of Polybrush. Use the untinted version. Now is
where we deviate from the normal covering job. Apply PPG high fill
primer. Spray a light tac coat initially, then after a few minutes apply
a good heavy coat but avoid runs. After 48 hours or so begin wet
blocksanding with 400 grit. Your done blocksanding when there is
completely NO shine left anywhere from the primer. Take it easy on tape
edges and stitching areas...do those last with "gray" 3-M Scotchpad WET.
Once it's sanded your ready to shoot your second coat of high fill
primer...then wet block sand again with 600 grit paper. Again, your done
when there is NO shine left from the primer. Clean it all with Wax and
grease remover and your ready to spray your PPG base coat. After the
base is dry your ready for the PPG clearcoat.
I followed this procedure as it was applied to a Rans
S7S by Rocky Mountain Kitplanes. The finished results were absolutely
astonishing. This "every day" procedure used by this company regularly
produces aircraft that could all be award winners. It's really something
else ...I think I'm going to try it on my next project.
Steve Cooper
Message 23
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| Subject: | Re: Show Winning Finish |
--> Kitfox-List message posted by: Guy Buchanan <bnn@nethere.com>
At 08:21 PM 6/20/2005, you wrote:
>--> Kitfox-List message posted by: "Steve Cooper" <spdrflyr@earthlink.net>
...
>I think I'm going to try it on my next project.
Steve,
You didn't say how much weight this finish added.
Guy Buchanan
K-IV 1200 / 582 / 99% done, thanks to Bob Ducar.
Do not archive
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