Today's Message Index:
----------------------
1. 12:27 AM - ()
2. 12:38 AM - Re: Re:engines (NSI Subaru) (John Anderson)
3. 05:45 AM - Re: Rotax 582 vs. Jabiru 2200 (Mike Chaney)
4. 06:14 AM - Re: (Paul Peerenboom)
5. 06:33 AM - Fuel pump question. When to use. (owner-kitfox-list-server@matronics.com)
6. 07:03 AM - Re: Re: (kitfoxjunky)
7. 07:04 AM - Fuel pump question. When to use. (owner-kitfox-list-server@matronics.com)
8. 07:07 AM - Don't underestimate two strokes... (Paul Seehafer)
9. 07:13 AM - Re: Rotax 582 vs. Jabiru 2200 (Paul Seehafer)
10. 07:28 AM - Re: Don't underestimate two strokes... (skyflyte@comcast.net)
11. 07:52 AM - Re: (Don Pearsall)
12. 08:22 AM - Re: Don't underestimate two strokes... (kitfox@gto.net)
13. 08:22 AM - Re: Don't underestimate two strokes... (Paul Seehafer)
14. 08:53 AM - Re: Don't underestimate two strokes... (Blackwell, Rodney)
15. 09:01 AM - Re: Don't underestimate two strokes... agreed... (Aerobatics@aol.com)
16. 09:04 AM - Re: Don't underestimate two strokes... (Aerobatics@aol.com)
17. 09:21 AM - Re: Don't underestimate two strokes... (Blackwell, Rodney)
18. 09:29 AM - Re: Don't underestimate two strokes... (Jose M. Toro)
19. 09:48 AM - Re: Don't underestimate two strokes... (Blackwell, Rodney)
20. 10:30 AM - test (Bruce Lina)
21. 10:31 AM - Re: Rotax 582 vs. Jabiru 2200 (Michel Verheughe)
22. 10:31 AM - Re: Don't underestimate two strokes... (Paul Seehafer)
23. 10:43 AM - Re: (no subject) (Kaufjm@aol.com)
24. 11:20 AM - Don't underestimate two strokes... I type too slow but well said! (Aerobatics@AOL.COM)
25. 11:29 AM - Re: Re: (no subject) ()
26. 11:35 AM - Re: 912 Plugs (John King)
27. 11:43 AM - Kitfox I/II For Sale (Cloughley, Bill)
28. 12:06 PM - Has anyone tried the AeroV sonex choice..... (Aerobatics@aol.com)
29. 12:11 PM - Don't underestimate two strokes... (Aerobatics@aol.com)
30. 12:33 PM - Re: first rebuild a good close recommendation to you (Aerobatics@aol.com)
31. 01:18 PM - MATCO mfg web sight (Paul Peerenboom)
32. 01:26 PM - Re: Don't underestimate two strokes... (skyflyte@comcast.net)
33. 02:27 PM - Wheel pants and sight gauges (Bruce Lina)
34. 03:12 PM - Re: Wheel pants and sight gauges (Clifford Begnaud)
35. 05:49 PM - Re: Don't underestimate two strokes... (John Perry)
36. 06:09 PM - Re: MATCO mfg web sight (John Perry)
37. 06:14 PM - Re: 912 Plugs (Rex & Jan Shaw)
38. 09:21 PM - kitfox 2 wheel pants (John Perry)
Message 1
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--> Kitfox-List message posted by: <gjglh@cebridge.net>
Once again I am replacing the rubber boot that connects the
carberator to the manifold on the right side of my 912UL. I have
had problems keeping the carberator pulled into the boot. It seems
that the start-up and shut-down vibration shakes the carberator
out of the boot. In the past I have used a regular hose clamp to
sinch the carberator on but instead of coming out it finally
ripped the boot. ANY SUGGESTIONS
Gary
model IV speedster
912UL
Message 2
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| Subject: | Re:engines (NSI Subaru) |
--> Kitfox-List message posted by: "John Anderson" <janderson412@hotmail.com>
Make it out of steel, not much weight increase but this sucker needs to be
strong!! John A.
From: "Clem Nichols" <cnichols@scrtc.com>
Subject: Re: Kitfox-List: Re:engines (NSI Subaru)
--> Kitfox-List message posted by: "Clem Nichols" <cnichols@scrtc.com>
For whatever it's worth, I've been trying to get in touch with NSI for the
past 6 weeks regarding replacement of a cast aluminum alternator mounting
bracket. During routine maintenance some 18 months ago I found that the
mount was broken, and had it welded professionally at a local shop. Six
weeks ago when a friend and I were flying on a short cross-country, my
engine started overheating, and I had to do a forced landing in a soy bean
field. (Fortunately neither I nor the plane was hurt.) When I removed the
cowling I found that the mount had broken again at a different site than the
weld, and this time the alternator had come loose removing tension from the
belts which also drive the water pump. Since that time I have tried on
numerous occasions to contact NSI, by e-mail, telephone, and fax. ZERO
response to all attempts. I have finally given up on them, and taken the
part to a nearby machine shop to have a replacement part cut from a solid
aluminum billet for only $500. I have rationalized this by telling myself
that this approach would probably be far superior to using another cast
mount. What I am unable to understand, however, is how any company trying
to sell a product to the public can hope to survive by acting in such an
irresponsible manner. I am posting this message so that anyone considering
using an NSI product will be forewarned.
Clem Nichols
----- Original Message -----
From: "Steve Zakreski" <szakreski@shaw.ca>
Subject: RE: Kitfox-List: Re:engines
>--> Kitfox-List message posted by: Steve Zakreski <szakreski@shaw.ca>
>
>I have a Classic 4 with NSI EA81 and CAP prop. I can hit 1000 fpm at
>gross.
>But it may be the prop that makes the difference.
>
>SteveZ
>
>-----Original Message-----
>From: owner-kitfox-list-server@matronics.com
>[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of
>AMuller589@aol.com
>To: kitfox-list@matronics.com
>Subject: Kitfox-List: Re:engines
>
>--> Kitfox-List message posted by: AMuller589@aol.com
>
>Does anyone have a Kitfox with Subaru engine. We have a Series V with 2.2
>liter Eggenfellner Subaru and would like to compare performance figures
>with
>
>someone. We are seeing 300-400 fpm climbs with two 200 pounders and 26 gal
>fuel.
>It looks like the floatplane foxes are out-climbing us. We have a two
>bladed
>IVO ground adjustable prop and none of the blade angles give more than
>400fpm. It does have Tundra tires and tailwheel. t.o. distance is 380 ft
>
>
Become a fitness fanatic @ http://xtramsn.co.nz/health
Message 3
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| Subject: | Rotax 582 vs. Jabiru 2200 |
--> Kitfox-List message posted by: Mike Chaney <mdps_mc@SWOCA.NET>
Robert
I also agree with Michael of his assessment of both the 582 and the 2200.
My performance figures are also the same when I switched from the 582 to the
2200.
One thing I have stated on earlier messages is that the greatest difference
I've noticed is going from the 3 bladed prop on the 582 to a 2 bladed prop
on the 2200. I truly continue to have trouble getting my kitfox to slow
down during landing. It just wants to float down the entire runway. Two
things I attribute to this (off course I could be wrong)is that idle speeds
was lower on the 582 and the three blades acted more as a speed brake. When
I pulled the power back on the 582 configuration I could feel the plane slow
down, with the 2200 configuration no major breaking sensation. I dare no go
below 1000 rpm with the 2200, 800 seems to be the bottom of the idle range.
Mike
owner-kitfox-list-server@matronics.com wrote:
> Micael how is your Jabiru doing on your model III? Would you recommend
> making the switch?
After 70 hours, I am very pleased with my Jabiru, indeed, Robert. Although I
was also pleased with the 582
Message 4
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--> Kitfox-List message posted by: "Paul Peerenboom" <ppeerenbo@charter.net>
Do you have the latest boots? Also do you have the spring kit installed?
Carbs being balance also is a big help.
Paul N102DG
-----
From: <gjglh@cebridge.net>
> --> Kitfox-List message posted by: <gjglh@cebridge.net>
>
>
> Once again I am replacing the rubber boot that connects the
> carberator to the manifold on the right side of my 912UL. I have
> had problems keeping the carberator pulled into the boot. It seems
> that the start-up and shut-down vibration shakes the carberator
> out of the boot. In the past I have used a regular hose clamp to
> sinch the carberator on but instead of coming out it finally
> ripped the boot. ANY SUGGESTIONS
>
> Gary
> model IV speedster
> 912UL
>
>
>
Message 5
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--> Kitfox-List message posted by:
"'owner-kitfox-list-server@matronics.com'" <owner-kitfox-list-server@matronics.com>
Subject: Fuel pump question. When to use.
When do I use my electric fuel pump for my Continental 0200 that's installed
in a model V Outback? There's an electric fuel pump installed but do I need
to use it? If so when? If the fuel pump is not turned on will that restrict
the fuel flow and pressure?
I saw Cliff mention gravity fed fuel systems and I've heard of others not
using fuel pumps.
Robert Series V/0200 San Diego
Message 6
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Serialize complete at 08/12/2005 10:02:59 AM
--> Kitfox-List message posted by: kitfoxjunky <kitfoxjunky@decisionlabs.com>
I have a support bracket made that attaches to the clamp that holds the
air filter to the back of the carb. It goes down to a rubber mount on the
engine mount. That provides some support for the back of the carb. I
also have springs that go from the front of the carb to a position on the
exhaust manifold..to provide some forward pressure. I recently reviewed a
DVD on 912 Installation procedures, and they indicated that the clamp that
holds the carb in place should not be over tightened...it fact...they
suggested that there was a new part from Rotax that would prevent this.
Are you using the correct clamp? I guess a lot of people have over
tightened this to prevent the carb from coming off, and have deformed the
part below.
I have never had problems with the carbs coming loose.
I recently balanced my carbs...and this really smoothed out the engine on
the low end. Paul's suggestion below on that point is a good one.
Gary Walsh
C-GOOT
www.decisionlabs.com/kitfox
do not archive
--> Kitfox-List message posted by: "Paul Peerenboom"
<ppeerenbo@charter.net>
Do you have the latest boots? Also do you have the spring kit installed?
Carbs being balance also is a big help.
Paul N102DG
-----
From: <gjglh@cebridge.net>
> --> Kitfox-List message posted by: <gjglh@cebridge.net>
>
>
> Once again I am replacing the rubber boot that connects the
> carberator to the manifold on the right side of my 912UL. I have
> had problems keeping the carberator pulled into the boot. It seems
> that the start-up and shut-down vibration shakes the carberator
> out of the boot. In the past I have used a regular hose clamp to
> sinch the carberator on but instead of coming out it finally
> ripped the boot. ANY SUGGESTIONS
>
> Gary
> model IV speedster
> 912UL
>
>
>
Message 7
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--> Kitfox-List message posted by:
Subject: Fuel pump question. When to use.
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com]
Subject:
--> Kitfox-List message posted by:
From: "Harris, Robert" <Robert_Harris@intuit.com>
"'owner-kitfox-list-server@matronics.com'"
<owner-kitfox-list-server@matronics.com>
Subject: Fuel pump question. When to use.
When do I use my electric fuel pump for my Continental 0200 that's installed
in a model V Outback? There's an electric fuel pump installed but do I need
to use it? If so when? If the fuel pump is not turned on will that restrict
the fuel flow and pressure?
I saw Cliff mention gravity fed fuel systems and I've heard of others not
using fuel pumps.
Robert Series V/0200 San Diego
Message 8
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| Subject: | Don't underestimate two strokes... |
--> Kitfox-List message posted by: "Paul Seehafer" <av8rps@tznet.com>
All,
I find it always interesting to hear opinions of those that experienced a
good flying 582 powered airplane. We have some great engine choices out
there today, but for pure fun and performance per dollar, the two strokes
are still impossible to beat. It's good to hear some positives on these
great little engines every now and then.
Every year at the Oshkosh Seaplane Base we have an early 532 powered Avid
show up. No one, and I mean no one can beat him off the water. Including a
118hp 0-235 lycoming powered Model IV on straight floats (wouldn't even be a
contest in all honesty). That Avids' performance is so good that when he
shows up at seaplane flyin takeoff contests, they either just hand him the
award in advance, or they ask him not to participate so others will enter
the contest. He's been doing this since 1984, so it is far from a fluke
(2.7 seconds is his best takeoff time. Compare that to the 20+ seconds it
takes a 300 hp 185 Cessna to take off). So for flat out performance, don't
underestimate the Rotax two strokes.
Oh yeah, someone is going to say something about reliability right? Well, I
think for the most part the two stroke Rotax has gotten a bad rap. Pay
attention next time you are out at the lake. How many Seadoo's do you see
being hammered day in and day out. Yep, all two stroke Rotaxes. Do you
think they get a lot of maintenance attention? I don't think soooo... And
then there's the 532 powered Avid Flyer they flew to the North Pole from
France in 1987. Remember that? Unevenful. Even with the extreme temps
that engine did just fine. Oh yeah, there was a french microlight that went
along. It was Rotax 2 stroke powered also.
Like many, I too have converted to the 4 stroke engine. But I really miss
the hot-rod performance of my old lightweight 2 stroke powered airplane.
It's very hard to beat the fun, performance, and simplicity of those old two
strokes. The Avid/Kitfox designer Dean Wilson told me years ago that for
every pound over the 400 pound design weight of the early Avid, one will
lose 3 to 4 fpm in climb rate. When you do the math on that, you will see
why the later and heavier 4 strokes are still struggling to get performance
numbers like the early 2 stroke airplanes. Horsepower to weight, and weight
vs lift is what it's all about. And the 2 stroke still has the highest
horsepower to weight number.
I posted this because I felt obligated to remind everyone about where we
started from, and just how much fun it used to be. And for any newcomers,
or those currently contemplating a Kitfox, not everyone can afford a four
stroke powered airplane with all the bells and whistles. But don't let that
stop you. The simple two stroke powered airplanes are not only well proven,
but also work exceptionally well. So don't pass over the two stroke
airplanes without giving them serious consideration. They are still some of
the most fun flying, practical, and inexpensive recreational aircraft you
will find. I say this after 1200 hours behind two stroke Avid and
Kitfoxes, and another 600 behind 4 strokes.
Paul S
Wisconsin
----- Original Message -----
> --> Kitfox-List message posted by: kitfoxjunky
> <kitfoxjunky@decisionlabs.com>
>
> I have a KF IV with a Rotax 912S. Love the engine..but I must admit that
> the 582 really caught me by surprise. I went for a ride in a 582 equipped
> Fox to get some tailwheel time, and the performance was very impressive
> with two people aboard.
>
> Gary Walsh
> C-GOOT
>
Message 9
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| Subject: | Re: Rotax 582 vs. Jabiru 2200 |
--> Kitfox-List message posted by: "Paul Seehafer" <av8rps@tznet.com>
Robert,
I believe the 582 if idling at 2500 rpm, with a 3 to 1 ratio gearbox would
have a prop speed of only 833 rpm. Your Jab not being geared has a prop
speed at idle is apparently just high enough to provide that little bit of
thrust you don't want during the landing phase.
Paul S
> Robert
> I also agree with Michael of his assessment of both the 582 and the 2200.
> My performance figures are also the same when I switched from the 582 to
> the
> 2200.
> One thing I have stated on earlier messages is that the greatest
> difference
> I've noticed is going from the 3 bladed prop on the 582 to a 2 bladed prop
> on the 2200. I truly continue to have trouble getting my kitfox to slow
> down during landing. It just wants to float down the entire runway. Two
> things I attribute to this (off course I could be wrong)is that idle
> speeds
> was lower on the 582 and the three blades acted more as a speed brake.
> When
> I pulled the power back on the 582 configuration I could feel the plane
> slow
> down, with the 2200 configuration no major breaking sensation. I dare no
> go
> below 1000 rpm with the 2200, 800 seems to be the bottom of the idle
> range.
>
> Mike
>
> owner-kitfox-list-server@matronics.com wrote:
>> Micael how is your Jabiru doing on your model III? Would you recommend
>> making the switch?
>
> After 70 hours, I am very pleased with my Jabiru, indeed, Robert. Although
> I
> was also pleased with the 582
>
>
>
Message 10
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| Subject: | Re: Don't underestimate two strokes... |
--> Kitfox-List message posted by: skyflyte@comcast.net
The 532 powered Avid is owned/piloted by John Knapp, "Snaps". He recently replaced
the old 532 with a 583 for even more power.
The 532 powered Avid is owned/piloted by John Knapp, "Snaps". He recently replaced
the old 532 with a 583 for even more power.
Message 11
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--> Kitfox-List message posted by: "Don Pearsall" <donpearsall@comcast.net>
Robert, your posts are getting to the KF list no problem. I am also ccing
this to your email address
Don Pearsall
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com]
Subject:
--> Kitfox-List message posted by:
From: "Harris, Robert" <Robert_Harris@intuit.com>
Subject: Don Pearsall -Server Question
To Don Pearsall:
Hi Don,
Do you know if my post is making to the Kitfox list? Wendy is getting the
post(see below).
Sorry Wendy. I'm trying to fix this so you don't get my posts.
Robert
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Wendy Jenks
Subject:
--> Kitfox-List message posted by: Wendy Jenks <godsbreath75@yahoo.com>
shut up
Blessings,
Wendy
Message 12
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| Subject: | Re: Don't underestimate two strokes... |
--> Kitfox-List message posted by: kitfox@gto.net
Well said and documented Paul .
I feel that most 2 stroke difficulties stem from the operator.
Oil is the lifeblood of 2 strokes, proper mixing and not mixing oils on
injection is critical.
Also over pitching is bad for 2 strokes -- eg 582 like 5800 to 6000
rpm better that running it at more throttle and less rpm - ie
LUGGING.
How many ski doos and jet skis do you see with 4 strokes? And they
get the hell run out of them and still run .
Some will argue that have spent 10s of thousands of $$ on 4 strokes and
many are great. Suberu's i think are the heaviest and like Paul
stated -weight == less perforance. But bottom line is you will not
beat a 2 stroke in the power to weight ratio.
Kirby
> --> Kitfox-List message posted by: "Paul Seehafer"
<av8rps@tznet.com>
>
> All,
>
> I find it always interesting to hear opinions of those that
experienced a
> good flying 582 powered airplane. We have some great engine choices
out
> there today, but for pure fun and performance per dollar, the two
strokes
> are still impossible to beat. It's good to hear some positives on
these
> great little engines every now and then.
>
> Every year at the Oshkosh Seaplane Base we have an early 532 powered
Avid
> show up. No one, and I mean no one can beat him off the water.
Including a
> 118hp 0-235 lycoming powered Model IV on straight floats (wouldn't
even be a
> contest in all honesty). That Avids' performance is so good that
when he
> shows up at seaplane flyin takeoff contests, they either just hand
him the
> award in advance, or they ask him not to participate so others will
enter
> the contest. He's been doing this since 1984, so it is far from a
fluke
> (2.7 seconds is his best takeoff time. Compare that to the 20+
seconds it
> takes a 300 hp 185 Cessna to take off). So for flat out performance,
don't
> underestimate the Rotax two strokes.
>
> Oh yeah, someone is going to say something about reliability right?
Well, I
> think for the most part the two stroke Rotax has gotten a bad rap.
Pay
> attention next time you are out at the lake. How many Seadoo's do
you see
> being hammered day in and day out. Yep, all two stroke Rotaxes. Do
you
> think they get a lot of maintenance attention? I don't think
soooo... And
> then there's the 532 powered Avid Flyer they flew to the North Pole
from
> France in 1987. Remember that? Unevenful. Even with the extreme
temps
> that engine did just fine. Oh yeah, there was a french microlight
that went
> along. It was Rotax 2 stroke powered also.
>
> Like many, I too have converted to the 4 stroke engine. But I really
miss
> the hot-rod performance of my old lightweight 2 stroke powered
airplane.
> It's very hard to beat the fun, performance, and simplicity of those
old two
> strokes. The Avid/Kitfox designer Dean Wilson told me years ago that
for
> every pound over the 400 pound design weight of the early Avid, one
will
> lose 3 to 4 fpm in climb rate. When you do the math on that, you
will see
> why the later and heavier 4 strokes are still struggling to get
performance
> numbers like the early 2 stroke airplanes. Horsepower to weight, and
weight
> vs lift is what it's all about. And the 2 stroke still has the
highest
> horsepower to weight number.
>
> I posted this because I felt obligated to remind everyone about where
we
> started from, and just how much fun it used to be. And for any
newcomers,
> or those currently contemplating a Kitfox, not everyone can afford a
four
> stroke powered airplane with all the bells and whistles. But don't
let that
> stop you. The simple two stroke powered airplanes are not only well
proven,
> but also work exceptionally well. So don't pass over the two stroke
> airplanes without giving them serious consideration. They are still
some of
> the most fun flying, practical, and inexpensive recreational aircraft
you
> will find. I say this after 1200 hours behind two stroke Avid and
> Kitfoxes, and another 600 behind 4 strokes.
>
>
> Paul S
> Wisconsin
Message 13
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| Subject: | Re: Don't underestimate two strokes... |
--> Kitfox-List message posted by: "Paul Seehafer" <av8rps@tznet.com>
I think the 583 is already history and the 532 is back in it. But I can't
swear to it. I do know he has tried most of the non-aviation two strokes
and had some troubles with them from reliability viewpoint. I know at
Oshkosh he picked up another 532 as a spare.
Most are unaware, but the early 532's really cranked out some horsepower.
Mine was dynoed totally stock (after 360 flying hours) at 73 horsepower. We
thought the dyno was wrong so went through lots of testing to check that
only to find out it was right on. Incidentally, same engine (still no
overhaul) produced 82 hp with a R&D pipe on it. In fact my engine was used
as the first testbed to build high performance exhaust pipes for aircraft by
R&D. I later flew the first R&D production pipe on a 618 powered Avid Mark
IV. I believe Snaps has one of those pipes on his airplane today, but can't
swear to it.
Paul S
----- Original Message -----
From: <skyflyte@comcast.net>
Subject: Re: Kitfox-List: Don't underestimate two strokes...
> --> Kitfox-List message posted by: skyflyte@comcast.net
>
>
> The 532 powered Avid is owned/piloted by John Knapp, "Snaps". He recently
> replaced the old 532 with a 583 for even more power.
>
>
> The 532 powered Avid is owned/piloted by John Knapp, "Snaps". He recently
> replaced the old 532 with a 583 for even more power.
>
>
>
Message 14
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| Subject: | Don't underestimate two strokes... |
--> Kitfox-List message posted by: "Blackwell, Rodney" <rblackwell@ppg.com>
Paul, Can you give us more information of the R&D pipe? I will need to replace
my stock exhaust system soon on my 582 and extra HP sounds good. Thanks, RB
N95KB
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com]On Behalf Of Paul
Seehafer
Subject: Re: Kitfox-List: Don't underestimate two strokes...
--> Kitfox-List message posted by: "Paul Seehafer" <av8rps@tznet.com>
I think the 583 is already history and the 532 is back in it. But I can't
swear to it. I do know he has tried most of the non-aviation two strokes
and had some troubles with them from reliability viewpoint. I know at
Oshkosh he picked up another 532 as a spare.
Most are unaware, but the early 532's really cranked out some horsepower.
Mine was dynoed totally stock (after 360 flying hours) at 73 horsepower. We
thought the dyno was wrong so went through lots of testing to check that
only to find out it was right on. Incidentally, same engine (still no
overhaul) produced 82 hp with a R&D pipe on it. In fact my engine was used
as the first testbed to build high performance exhaust pipes for aircraft by
R&D. I later flew the first R&D production pipe on a 618 powered Avid Mark
IV. I believe Snaps has one of those pipes on his airplane today, but can't
swear to it.
Paul S
----- Original Message -----
From: <skyflyte@comcast.net>
Subject: Re: Kitfox-List: Don't underestimate two strokes...
> --> Kitfox-List message posted by: skyflyte@comcast.net
>
>
> The 532 powered Avid is owned/piloted by John Knapp, "Snaps". He recently
> replaced the old 532 with a 583 for even more power.
>
>
> The 532 powered Avid is owned/piloted by John Knapp, "Snaps". He recently
> replaced the old 532 with a 583 for even more power.
>
>
>
Message 15
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| Subject: | Re: Don't underestimate two strokes... agreed... |
--> Kitfox-List message posted by: Aerobatics@aol.com
I have a KF 2 on a fairly new 582 Blue Head, E box and IVO Used to have a
532 on the original "B" style Box. TT with both is about 280 hours Before the
KF I had a Kolb Firetar 2 on a 502 and flew that about 250 hours
Also own a PA28 Warrior 2
Big difference.
A good 2 stroke, properly maintained, is a fine aircraft engine. Its
simplicity is a virtue, plus the power to weight is second to none.
The KF and Warrior 2 are very different with different missions...
at gross weight on a hot day you can easily use more than 2000 feet with the
warrior.. ...the KF 400...wow!
Message 16
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| Subject: | Re: Don't underestimate two strokes... |
--> Kitfox-List message posted by: Aerobatics@aol.com
I have seen many add ons, modifications etc..... really believe the
factory stock set up is most reliable...proven.
Let the factory soup up and test...;-)
Message 17
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| Subject: | Don't underestimate two strokes... |
--> Kitfox-List message posted by: "Blackwell, Rodney" <rblackwell@ppg.com>
Good advice! Thanks, RB
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com]On Behalf Of
Aerobatics@aol.com
Subject: Re: Kitfox-List: Don't underestimate two strokes...
--> Kitfox-List message posted by: Aerobatics@aol.com
I have seen many add ons, modifications etc..... really believe the
factory stock set up is most reliable...proven.
Let the factory soup up and test...;-)
Message 18
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| Subject: | Don't underestimate two strokes... |
--> Kitfox-List message posted by: "Jose M. Toro" <jose_m_toro@yahoo.com>
Rodney:
When you use those custom exhaust systems, you are
trading off reliability for power!
Jose
--- "Blackwell, Rodney" <rblackwell@PPG.com> wrote:
> --> Kitfox-List message posted by: "Blackwell,
> Rodney" <rblackwell@ppg.com>
>
> Paul, Can you give us more information of the R&D
> pipe? I will need to replace my stock exhaust
> system soon on my 582 and extra HP sounds good.
> Thanks, RB N95KB
>
> -----Original Message-----
> From: owner-kitfox-list-server@matronics.com
> [mailto:owner-kitfox-list-server@matronics.com]On
> Behalf Of Paul
> Seehafer
> To: kitfox-list@matronics.com
> Subject: Re: Kitfox-List: Don't underestimate two
> strokes...
>
>
> --> Kitfox-List message posted by: "Paul Seehafer"
> <av8rps@tznet.com>
>
> I think the 583 is already history and the 532 is
> back in it. But I can't
> swear to it. I do know he has tried most of the
> non-aviation two strokes
> and had some troubles with them from reliability
> viewpoint. I know at
> Oshkosh he picked up another 532 as a spare.
>
> Most are unaware, but the early 532's really cranked
> out some horsepower.
> Mine was dynoed totally stock (after 360 flying
> hours) at 73 horsepower. We
> thought the dyno was wrong so went through lots of
> testing to check that
> only to find out it was right on. Incidentally,
> same engine (still no
> overhaul) produced 82 hp with a R&D pipe on it. In
> fact my engine was used
> as the first testbed to build high performance
> exhaust pipes for aircraft by
> R&D. I later flew the first R&D production pipe on
> a 618 powered Avid Mark
> IV. I believe Snaps has one of those pipes on his
> airplane today, but can't
> swear to it.
>
>
> Paul S
>
>
> ----- Original Message -----
> From: <skyflyte@comcast.net>
> To: <kitfox-list@matronics.com>
> Subject: Re: Kitfox-List: Don't underestimate two
> strokes...
>
>
> > --> Kitfox-List message posted by:
> skyflyte@comcast.net
> >
> >
> > The 532 powered Avid is owned/piloted by John
> Knapp, "Snaps". He recently
> > replaced the old 532 with a 583 for even more
> power.
> >
> >
> > The 532 powered Avid is owned/piloted by John
> Knapp, "Snaps". He recently
> > replaced the old 532 with a 583 for even more
> power.
> >
> >
> >
>
>
>
> browse
> Subscriptions page,
> FAQ,
>
>
>
>
>
>
Jose M. Toro, P.E.
Kitfox II/582->Jabiru 2200
"A slow flight in the Caribbean..."
Message 19
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| Subject: | Don't underestimate two strokes... |
--> Kitfox-List message posted by: "Blackwell, Rodney" <rblackwell@ppg.com>
Jose, I have to go with reliability. Thanks for the advice. RB
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com]On Behalf Of Jose M. Toro
Subject: RE: Kitfox-List: Don't underestimate two strokes...
--> Kitfox-List message posted by: "Jose M. Toro" <jose_m_toro@yahoo.com>
Rodney:
When you use those custom exhaust systems, you are
trading off reliability for power!
Jose
--- "Blackwell, Rodney" <rblackwell@PPG.com> wrote:
> --> Kitfox-List message posted by: "Blackwell,
> Rodney" <rblackwell@ppg.com>
>
> Paul, Can you give us more information of the R&D
> pipe? I will need to replace my stock exhaust
> system soon on my 582 and extra HP sounds good.
> Thanks, RB N95KB
>
> -----Original Message-----
> From: owner-kitfox-list-server@matronics.com
> [mailto:owner-kitfox-list-server@matronics.com]On
> Behalf Of Paul
> Seehafer
> To: kitfox-list@matronics.com
> Subject: Re: Kitfox-List: Don't underestimate two
> strokes...
>
>
> --> Kitfox-List message posted by: "Paul Seehafer"
> <av8rps@tznet.com>
>
> I think the 583 is already history and the 532 is
> back in it. But I can't
> swear to it. I do know he has tried most of the
> non-aviation two strokes
> and had some troubles with them from reliability
> viewpoint. I know at
> Oshkosh he picked up another 532 as a spare.
>
> Most are unaware, but the early 532's really cranked
> out some horsepower.
> Mine was dynoed totally stock (after 360 flying
> hours) at 73 horsepower. We
> thought the dyno was wrong so went through lots of
> testing to check that
> only to find out it was right on. Incidentally,
> same engine (still no
> overhaul) produced 82 hp with a R&D pipe on it. In
> fact my engine was used
> as the first testbed to build high performance
> exhaust pipes for aircraft by
> R&D. I later flew the first R&D production pipe on
> a 618 powered Avid Mark
> IV. I believe Snaps has one of those pipes on his
> airplane today, but can't
> swear to it.
>
>
> Paul S
>
>
> ----- Original Message -----
> From: <skyflyte@comcast.net>
> To: <kitfox-list@matronics.com>
> Subject: Re: Kitfox-List: Don't underestimate two
> strokes...
>
>
> > --> Kitfox-List message posted by:
> skyflyte@comcast.net
> >
> >
> > The 532 powered Avid is owned/piloted by John
> Knapp, "Snaps". He recently
> > replaced the old 532 with a 583 for even more
> power.
> >
> >
> > The 532 powered Avid is owned/piloted by John
> Knapp, "Snaps". He recently
> > replaced the old 532 with a 583 for even more
> power.
> >
> >
> >
>
>
>
> browse
> Subscriptions page,
> FAQ,
>
>
>
>
>
>
Jose M. Toro, P.E.
Kitfox II/582->Jabiru 2200
"A slow flight in the Caribbean..."
Message 20
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--> Kitfox-List message posted by: "Bruce Lina" <airlina@usadatanet.net>
Message 21
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|
| Subject: | Re: Rotax 582 vs. Jabiru 2200 |
--> Kitfox-List message posted by: Michel Verheughe <michel@online.no>
Paul Seehafer wrote:
> speed at idle is apparently just high enough to provide that little bit of
> thrust you don't want during the landing phase.
Yes, I can confirm that, the Jabiru prop spins a bit faster at idle and landing
is a bit longer. It surprised me a bit, to start with, but I quickly learned to
adjust to it.
I don't "fly by numbers" and I can't explain what I do, but I have now landings
as short as I did before. It's just to feel the plane and concentrate on a good
landing. But, to start with, I agree, it surprised.
Cheers,
Michel
Message 22
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| Subject: | Re: Don't underestimate two strokes... |
--> Kitfox-List message posted by: "Paul Seehafer" <av8rps@tznet.com>
I would agree that Rotaxes' stock exhaust will prove most reliable.
However, anyone that knows 2 strokes knows how important a tuned pipe is for
maximum horsepower. The pipe that rotax uses on 582's is very conservative
for sure. But not only that, it is like a generic one-size-fits-all feat of
engineering:-) Probably best for the masses, but for those that understand
2 strokes and don't mind tinkering a bit to get their engine set up just
right for the new pipe, they will love it. The 618 Avid I flew 50+ hrs with
a stock pipe, and then about 5 with the R&D pipe. It not only had
significantly more power, but it idled better, ran quieter, and the egts
were within 6 degrees of eachother (the stock pipe was more than a hundred
degrees apart as I recall). That pipe made a heavy airplane feel at least a
hundred pounds lighter due to the performance improvement. And overall
smoothness and quietness were a side benefit that was especially nice, as up
to that point I wasn't impressed with a 618 at all.
Out of fairness to everyone however, I have to tell you I haven't flown R&D
pipes since (went on to flying the Lake Amphibian I had just finished
restoring). And I do know R&D "Detuned" the pipe somewhat to make it a
little more user friendly for installation jetting and re-propping. So
maybe the HP increase isn't quite as significant today? You'd have to check
with R&D on that. I personally wouldn't hesistate for a minute to run one
of his pipes, but I'd be very careful to set it up like he tells you to, as
you are trying to utilize more of your engines capability, and therefore are
running closer to "the edge" than you are with that super conservative stock
pipe. That is a simple fact.
Proof in the putting to me that the pipe works and is safe is right at the
airport I keep my airplane at I have a friend that is flying a 618 Chinook
on amphib floats. First he changed from a 503 to a 582 for more power.
Then from the 582 to the 618, needing more power yet. Finally, he put on
the R&D pipe. Last I knew the pipe has been on now a couple of years, and
going strong. And the best part is that this guy professionally is a
troubleshooting tech for Bombardier (recreational products like snowmobiles,
atvs, etc). And he is a trained and experienced engineer that has been into
light aircraft for years. He wouldn't fly the pipe if it was bad I'm sure.
I think that speaks highly for what the pipe can do.
All that said, you are still experimenting with an aircraft engine. So you
will for sure play test pilot until you get the kinks worked out of jetting
and prop adjustment. If you aren't ready to do any of that, or feel you
aren't qualified, stay with a stock pipe.
Paul S
----- Original Message -----
From: <Aerobatics@aol.com>
Subject: Re: Kitfox-List: Don't underestimate two strokes...
> --> Kitfox-List message posted by: Aerobatics@aol.com
>
> I have seen many add ons, modifications etc..... really believe the
> factory stock set up is most reliable...proven.
>
> Let the factory soup up and test...;-)
>
>
>
Message 23
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| Subject: | Re: (no subject) |
--> Kitfox-List message posted by: Kaufjm@aol.com
Gary
Make sure the throttle and choke cables slide freely through the fire wall.
Jon
Message 24
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|
| Subject: | Don't underestimate two strokes... I type too slow but well |
said!
--> Kitfox-List message posted by: Aerobatics@aol.com
I dont want to fiddle and test, I want to fly.... so I am not the perfect
person for hopping up a stock engine...
But I can say from my experience and fellow fliers in my area, no engine is
perfect, all engine choices are based on compromises, but the Rotax 503 / 582
BH are one fine sport aircraft engine. I have seen others.....but on balance
these engines are hard to beat.
While on this topic..... I have an IVO 3 blade on my KF 2 - 582 BH E box
and does anyone have exp with the IVO variable pitch add on?
Thanks
Dave Patrick
Message 25
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| Subject: | Re: (no subject) |
--> Kitfox-List message posted by: <gjglh@cebridge.net>
jon,
Not sure how this would help but I'll check them. I have the newest clamp that
has
a small aluminum sleeve over the screw to keep from clamping to tight. I also have
the standard springs and some. I will plan on checking balance next week.
Thnx Gary
On Fri Aug 12 13:42 , Kaufjm@aol.com sent:
>--> Kitfox-List message posted by: Kaufjm@aol.com
>
>Gary
> Make sure the throttle and choke cables slide freely through the fire wall.
> Jon
>
>
Message 26
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|
--> Kitfox-List message posted by: John King <kingjohne@adelphia.net>
Paul,
The NGK plugs now come in two types. One where the caps cannot come off
and the other where the caps do screw off. You must specify which type
you want at time of order/purchase.
--
John King
Warrenton, VA
N93HJ wrote:
>--> Kitfox-List message posted by: "N93HJ" <n93hj@numail.org>
>
>Hmmm.
>Is there a screw off version?
>----- Original Message -----
>From: "Paul Peerenboom" <ppeerenbo@charter.net>
>To: <kitfox-list@matronics.com>
>Subject: Re: Kitfox-List: 912 Plugs
>
>
>
>
>>--> Kitfox-List message posted by: "Paul Peerenboom"
>>
>>
><ppeerenbo@charter.net>
>
>
>>The cap will not screw off and the box is marked that way
>>
>>Paul
>>----- Original Message -----
>>From: "Brett Walmsley" <n93hj@numail.org>
>>To: <kitfox-list@matronics.com>
>>Subject: Re: Kitfox-List: 912 Plugs
>>
>>
>>
>>
>>>--> Kitfox-List message posted by: "Brett Walmsley" <n93hj@numail.org>
>>>
>>>The cap should screw off...
>>>
>>>
>>>
>>>>--> Kitfox-List message posted by: "Paul Peerenboom"
>>>><ppeerenbo@charter.net>
>>>>
>>>>I purchaced the iridum spark plug DCPR7EIX when I went to put them in I
>>>>saw
>>>>the cap ends are solid type not screw type for the NGK caps? What did I
>>>>miss. Has anyone put the Iridium plugs in a 912UL???
>>>>
>>>>Paul N102DG
>>>>
>>>>
>>>>
Message 27
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|
| Subject: | Kitfox I/II For Sale |
--> Kitfox-List message posted by: "Cloughley, Bill" <BCloughl@ciena.com>
For Sale: Kitfox Model I with model II improvements. Almost complete.
Kit number 19. I'm the sixth owner. When I bought the Kitfox in an
estate sale, I underestimated what it would take to make her airworthy.
I'm building an RV-7 and the don't want to spend the time on the Kitfox
although I think it would be a great plane.
Left to be done:
1) Hooking up firewall forward stuff - throttle and choke cables,
cooling system hoses and resevoir, gasolator and fuel pump, oil
injection system (if desired).
2) The elevator and rudder don't swing freely on hinges with horizontal
and veritcal stab. Will probably require some airframe welding work.
Aircraft is registered: N29KF
3) Aluminum spinner fitting.
4) Windshield is cut to size and drilled but requires mounting.
Included: 582 (not bluehead), never run, mounted on airframe. Never
used wood prop. Instruments, belly pod, flaperon counterweights, wing
tanks plus the tank behind firewall, all receipts, original instruction
manual.
Asking $7,000. Located in Severna Park, Maryland. 410-544-2265. Email
me for pictures: flybill7@comcast.net
Message 28
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| Subject: | Has anyone tried the AeroV sonex choice..... |
--> Kitfox-List message posted by: Aerobatics@aol.com
Dave
Message 29
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|
| Subject: | Don't underestimate two strokes... |
--> Kitfox-List message posted by: Aerobatics@aol.com
Most 4 strokes are direct drive, requiring smaller diameter props... this
means less thrust for a given horspower....
A light powerfull 2 stroke geardriven gives spectacular thrust...
:-)
Its a real kick in my KF 2 solo ... I taped a TO ..a bit over 3 seconds...
Dave
Message 30
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|
| Subject: | Re: first rebuild a good close recommendation to you |
--> Kitfox-List message posted by: Aerobatics@aol.com
In a message dated 8/8/2005 9:28:37 AM Central Daylight Time,
rliebmann@comcast.net writes:
have a request from Lister Robert Beck who just arrived in the Chicago
area from his home in Japan where he works. He has just over 300 hours on
his 582 and wants to send it out for rebuild to a shop as close to Chicago
as possible.
Can anyone recommend a shop for him? He will be in the USA until the 20th of
August so he has to work fast.
Thanks much, Ron N55KF
Hi Ron, this guy did a 150 hour on my 582BH
He is an Full service AP ( and a Rotax Service Center) and I stayed and
watched him do it. First rate.
Maybe not the cheapest........ but Ill go back. I flew in, stayed one day
flew back home the next.
Dave
Airport 5K6
Skies The Limit
Ken Rivers
Work: 262-862-9099
Cell 847-226 9674
email: _kenrivers@owc.net_ (mailto:kenrivers@owc.net)
Message 31
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|
| Subject: | MATCO mfg web sight |
--> Kitfox-List message posted by: "Paul Peerenboom" <ppeerenbo@charter.net>
Here is the link to Matco for all there items if anyone was looking.
Paul N102DG
http://www.matcomfg.com/
Message 32
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|
| Subject: | Re: Don't underestimate two strokes... |
--> Kitfox-List message posted by: skyflyte@comcast.net
It is nice to hear all the positive comments about 2 strokes, and the 582 in particular.
I finished my model II in 1991 (N499MC) and it has spectacular performance:
509 #, 950# gross wt. means 441# of fuel & passangers
1200-1400 fpm climb solo, over 1000 fpm w/passanger
80 mph cruise @ 5800 rpm
3.5 gal./hr. @ 5800 rpm
The kit cost a little over $13,000.00, plus paint, stuff, etc. I never added up
all the recipts.
The FUN FACTOR - priceless!
Mike
-------------- Original message --------------
> --> Kitfox-List message posted by: Aerobatics@aol.com
>
> Most 4 strokes are direct drive, requiring smaller diameter props... this
> means less thrust for a given horspower....
>
> A light powerfull 2 stroke geardriven gives spectacular thrust...
>
> :-)
>
> Its a real kick in my KF 2 solo ... I taped a TO ..a bit over 3 seconds...
>
> Dave
>
>
>
>
>
>
It is nice to hear all the positive comments about 2 strokes, and the 582 in particular.
I finished my model II in 1991 (N499MC)and it has spectacular performance:
509 #, 950# gross wt. means 441# of fuel passangers
1200-1400 fpm climb solo, over 1000 fpm w/passanger
80 mph cruise @ 5800 rpm
3.5 gal./hr. @ 5800 rpm
The kit cost a little over $13,000.00, plus paint, stuff, etc. I never added up
all the recipts.
The FUN FACTOR - priceless!
Mike
-------------- Original message --------------
-- Kitfox-List message posted by: Aerobatics@aol.com
Most 4 strokes are direct drive, requiring smaller diameter props... this
means less thrust for a given horspower....
A light powerfull 2 stroke geardriven gives spectacular thrust...
:-)
Its a real kick in my KF 2 solo ... I taped a TO ..a bit over 3 seconds...
Dave
Message 33
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|
| Subject: | Wheel pants and sight gauges |
--> Kitfox-List message posted by: "Bruce Lina" <airlina@usadatanet.net>
Two questions for the list--1) I am looking for wheel pants for my Series 5 with
cleaveland wheels and grove gear. If anyone has some for sale contact me at
airlina@usadatanet.net and 2) I use yellow 3/8'' tygon tube for my fuel tank
sight gauges and find it difficult during certain lighting conditions to see the
fuel level in the tube. I would like to add a floating ball of some sort in
the tube (like Pipers use) but have been unable so far to find something that
floats and is avgas proof. Any ideas? Thanks Bruce Lina
Message 34
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|
| Subject: | Re: Wheel pants and sight gauges |
--> Kitfox-List message posted by: "Clifford Begnaud" <shoeless@barefootpilot.com>
Bruce,
I use a clear fuel tubing called tygothane. Very similar to the yellow
stuff, but clear. Got it from Lockwood.
Also, I bought some fishing floats at Wal-Mart that were foam but had a
piece of orange hard plastic tube material in the center. I cut this orange
material and plugged the ends with epoxy (minimal amount so not to add too
much weight). Made a nice float. It is sort of like a thin plastic drinking
straw. Test it in cup to be sure it floats IN FUEL before installing. If
it's too short, it won't float. I think mine is about 3/4" long. Your
mileage may vary.
best regards,
cliff
S5, Lyc 0-235
ps, don't test it in water, water is denser than fuel. It may float in water
but sink in fuel.
>
> Two questions for the list--1) I am looking for wheel pants for my Series
> 5 with cleaveland wheels and grove gear. If anyone has some for sale
> contact me at airlina@usadatanet.net and 2) I use yellow 3/8'' tygon tube
> for my fuel tank sight gauges and find it difficult during certain
> lighting conditions to see the fuel level in the tube. I would like to
> add a floating ball of some sort in the tube (like Pipers use) but have
> been unable so far to find something that floats and is avgas proof. Any
> ideas? Thanks Bruce Lina
Message 35
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| Subject: | Re: Don't underestimate two strokes... |
--> Kitfox-List message posted by: "John Perry" <eskflyer@pld.com>
Could not have said it better . I LOVE 2 STROKES .
John in sw wind blowin no water flatland Kansas
KITFOX 2 N718PD
582 c box
-------Original Message-------
From: Paul Seehafer
Subject: Kitfox-List: Don't underestimate two strokes...
--> Kitfox-List message posted by: "Paul Seehafer" <av8rps@tznet.com>
All,
I find it always interesting to hear opinions of those that experienced a
good flying 582 powered airplane. We have some great engine choices out
there today, but for pure fun and performance per dollar, the two strokes
are still impossible to beat. It's good to hear some positives on these
great little engines every now and then.
Every year at the Oshkosh Seaplane Base we have an early 532 powered Avid
show up. No one, and I mean no one can beat him off the water. Including a
118hp 0-235 lycoming powered Model IV on straight floats (wouldn't even be a
contest in all honesty). That Avids' performance is so good that when he
shows up at seaplane flyin takeoff contests, they either just hand him the
award in advance, or they ask him not to participate so others will enter
the contest. He's been doing this since 1984, so it is far from a fluke
(2.7 seconds is his best takeoff time. Compare that to the 20+ seconds it
takes a 300 hp 185 Cessna to take off). So for flat out performance, don't
underestimate the Rotax two strokes.
Oh yeah, someone is going to say something about reliability right? Well, I
think for the most part the two stroke Rotax has gotten a bad rap. Pay
attention next time you are out at the lake. How many Seadoo's do you see
being hammered day in and day out. Yep, all two stroke Rotaxes. Do you
think they get a lot of maintenance attention? I don't think soooo... And
then there's the 532 powered Avid Flyer they flew to the North Pole from
France in 1987. Remember that? Unevenful. Even with the extreme temps
that engine did just fine. Oh yeah, there was a french microlight that went
along. It was Rotax 2 stroke powered also.
Like many, I too have converted to the 4 stroke engine. But I really miss
the hot-rod performance of my old lightweight 2 stroke powered airplane.
It's very hard to beat the fun, performance, and simplicity of those old two
strokes. The Avid/Kitfox designer Dean Wilson told me years ago that for
every pound over the 400 pound design weight of the early Avid, one will
lose 3 to 4 fpm in climb rate. When you do the math on that, you will see
why the later and heavier 4 strokes are still struggling to get performance
numbers like the early 2 stroke airplanes. Horsepower to weight, and weight
vs lift is what it's all about. And the 2 stroke still has the highest
horsepower to weight number.
I posted this because I felt obligated to remind everyone about where we
started from, and just how much fun it used to be. And for any newcomers,
or those currently contemplating a Kitfox, not everyone can afford a four
stroke powered airplane with all the bells and whistles. But don't let that
stop you. The simple two stroke powered airplanes are not only well proven,
but also work exceptionally well. So don't pass over the two stroke
airplanes without giving them serious consideration. They are still some of
the most fun flying, practical, and inexpensive recreational aircraft you
will find. I say this after 1200 hours behind two stroke Avid and
Kitfoxes, and another 600 behind 4 strokes.
Paul S
Wisconsin
----- Original Message -----
> --> Kitfox-List message posted by: kitfoxjunky
> <kitfoxjunky@decisionlabs.com>
>
> I have a KF IV with a Rotax 912S. Love the engine..but I must admit that
> the 582 really caught me by surprise. I went for a ride in a 582 equipped
> Fox to get some tailwheel time, and the performance was very impressive
> with two people aboard.
>
> Gary Walsh
> C-GOOT
>
Message 36
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| Subject: | Re: MATCO mfg web sight |
--> Kitfox-List message posted by: "John Perry" <eskflyer@pld.com>
Paul thanks so much for the info i have a set ordered now i can stop again .
John Perry
-------Original Message-------
From: Paul Peerenboom
Subject: Kitfox-List: MATCO mfg web sight
--> Kitfox-List message posted by: "Paul Peerenboom" <ppeerenbo@charter.net>
Here is the link to Matco for all there items if anyone was looking.
Paul N102DG
http://www.matcomfg.com/
Message 37
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--> Kitfox-List message posted by: "Rex & Jan Shaw" <rexjan@bigpond.com>
Hi ! Paul, I have a 582 and use different plugs. I do use NGK Iridium
though. Normally a plug comes in screw on terminal and only fixed when
marked solid on the box as yours is. I would expect that no supplier should
supply solid unless asked to do so. You can go online to one of the plug
suppliers like sparkplugs.com and search for your plug, when you find it you
may well be given 2 prices. Checking further as in starting to place the
order you will probably find the different prices is due to screw on and
solid. If both are listed you then know you can get your plug either way.
A point about the screw on is that it can come undone so if using a push
on cap solid is better.
Another point is the box says do not adjust the gap. Well Don Smythe was
asking me the other day about this. I had a set of Iridium plugs I had
pulled out after 20 hours and I cleaned them and set the gaps. I then put
them back in and they are excellent. I feel adjusting the gap is OK but do
not put any pressure at all on the fine iridium centre electrode when
adjusting or measuring the gap.
I am very pleased with the iridium plugs. They do work better then the
standard ones. I think when you get yours in you won't regret the decision.
I am not familiar with the 912 but why not use push on caps to suit the
plugs you have ? Note you have resistor plugs [ this is the "R" in the type
number ] so you should use non resistor caps. As a matter of fact I don't
thing at this point in time you will find non resistor Iridium plugs but if
you want check for yourself.
Rex Shaw.
rexjan@bigpond.com
Message 38
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| Subject: | kitfox 2 wheel pants |
--> Kitfox-List message posted by: "John Perry" <eskflyer@pld.com>
Hey have any of you put wheel pants on the 8 inch rims and 20x7x8 tundra
tires . i just bough a set of MF-9 wheel pants form acs and now have to
figure out how to support them on the landing gear . I have the stock bungee
gear . Main problem I have is supporting on the outside .
thanks for any thoughts .
John in sw wind blowin no water flatland Kansas.
goin to flyin tomorrow at a farm field SN12 in kansas.
Fly safe fly low fly slow
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