Today's Message Index:
----------------------
1. 07:03 AM - Re: Fw: Rotax 912 Ignition (jablackwell)
2. 07:27 AM - Re: All New BBS Interface For Matronics List Forums! (wwillyard@aol.com)
3. 07:39 AM - Re: All New BBS Interface For Matronics List Forums! (Rex Hefferan)
4. 08:14 AM - Re: Fw: Rotax 912 Ignition (Lowell Fitt)
5. 10:02 AM - Re: Fw: Rotax 912 Ignition (Karen Albrecht)
6. 12:22 PM - Nose gear upgrade (Tim Kaser)
7. 03:12 PM - Re: wheel pants (Mr NELSON GOGUEN)
8. 03:13 PM - Re: Bummin' on Empty Weight (Flybradair@cs.com)
9. 03:38 PM - Re: wheel pants (Cudnohufsky's)
10. 04:04 PM - Adding Fuel (Gandy, Allen T.)
11. 04:14 PM - 912 ignition problems (Rex & Jan Shaw)
12. 06:20 PM - Re: Bummin' on Empty Weight (Lowell Fitt)
13. 06:49 PM - Re: 912S Gremlin, Advice needed and a lesson learned. a follow up. (Randy Daughenbaugh)
14. 07:32 PM - Re: Fw: Rotax 912 Ignition (Kirk Martenson)
15. 08:12 PM - Rotax 912 (Kirk Martenson)
16. 08:15 PM - AZ Bob Nuckolls Seminar (Dan Billingsley)
17. 09:59 PM - Re: Adding Fuel (Guy Buchanan)
18. 10:23 PM - Re: Adding Fuel (QSS)
Message 1
| INDEX | Back to Main INDEX |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Fw: Rotax 912 Ignition |
--> Kitfox-List message posted by: " jablackwell" <jablackwell@ev1.net>
Kirk
I had an intermitent ignition that turned out to be a bad solder
joint. Took me a long time to locate it. I almost bought a whole
new ignition system until I got lucky one day and move the right
wire.
Jimmie
---------- Original Message ----------------------------------
From: "Kirk Martenson" <kirk@mninter.net>
>--> Kitfox-List message posted by: "Kirk Martenson"
<kirk@mninter.net>
>
>I forgot to ask the question....does anybody have any ideas for
this problem?
>
>
>----- Original Message -----
>From: Kirk Martenson
>To: kitfox-list@matronics.com
>Subject: Rotax 912 Ignition
>
>
>I have an ignition problem with my Rotax 912 UL. I saw an old
post of a gentleman with a Rotax 912 that had a mag drop out of
spec on one side. I can't remember what the fix was.
>
>The 2004 post said that the coil was changed and one of the
ignition modules. I had heard that the ignition modules either
work or they do not. No intermittent operation. Is that true? Or
are there some people that have experienced a partially working
ignition module (i.e. a significant drop in rpm during a mag
check).
>
>Thanks,
>
>Kirk Martenson
>Classic IV 912
>
>
>
>
>
>
>
Sent via the EV1 webmail system at mail.ev1.net
Message 2
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: All New BBS Interface For Matronics List Forums! |
--> Kitfox-List message posted by: wwillyard@aol.com
I have tried for over three hours to register, but the page hangs after hitting
the submit button. I had to attend a meeting so I left it trying for nearly three
hours and it was unable to open the page. Any suggestions?
Bill W.
-----Original Message-----
From: Matt Dralle <dralle@matronics.com>
Subject: Kitfox-List: All New BBS Interface For Matronics List Forums!
--> Kitfox-List message posted by: Matt Dralle <dralle@matronics.com>
Dear Listers,
I'm very proud to announce a completely new BBS interface is now available for
all of the Email Lists at Matronics! This is a full-featured system that allows
for viewing, posting, attachments, polls - the works.
But the best part is that it is *completely* integrated with all of the existing
email tools currently available at Matronics! What this means at the most basic
level is that, if you post a message to List from Email in the traditional way,
it will show up on the BBS system *and* get distributed to everyone currently
subscribed to the Email List. By the same token, if you are on the BBS and post
a message to a given List-Forum, the message will not only show up on the BBS,
but also be distributed to everyone on the Email List!!
It is really a very nice implementation and I am very pleased with its
operation. All of the tools you have come to know and love such as the List
Search Engine and List Browse and Download will still be available and contain
all of the latest posts. Think of the new BBS interface as just another method
of accessing the all of the Lists.
You can use the BBS to view all of the latest posts without having to do
anything except use your browser to surf over to the site. You can view and
look at all of the various List's posts. If you want to post a new message or
reply to an existing message from the BBS, you will have to Register on the BBS.
This is a *very* simple process and will only take a couple of minutes. There
is a small icon in the upper righthand side of the main BBS page labeled
"Register" to get you started.
I strongly recommend that you use the exact *same* email address you are
subscribed to the Email Lists with when registering on the BBS. Also, while not
an absolute requirement, I would really appreciate it if people would use their
full name when choosing their Username on the BBS (for example "Matt Dralle").
This just makes it easier for everyone to know who's posting. Also, I have
enabled the ability to upload a small user picture with your profile called an
"avatar". Please use a *real* picture of yourself *with* your cloths on! Thank
you! Maximum size of the bitmap is 120x120.
You can either be subscribed to the BBS, or any number of Email Lists, or both.
Registering on the BBS will allow you to email directly to all of the various
Lists. However, to receive direct List Email, you will need to be *subscribed*
to the various Lists as you have in the past. No changes here in operation. I
have added numerous links on the BBS pointing to the Email List subscription
page.
I've had the BBS connected to the Lists for about a week now, so its already
loaded up with a fair number of messages. You can post photos and other
documents directly to the BBS and links to them will appear in the List Email
distributions. Also, when any messages posted to the BBS are viewed in the List
Email distribution, there will be a URL link at the bottom of the message
pointing back to the BBS.
And here's what you've been waiting for -- the main URL for the new Matronics
Email List BBS is:
http://forums.matronics.com
Please surf on over, Register, and have a great time! I think this will be the
dawn of a whole new era for the Lists at Matronics!
Best regards,
Matt Dralle
Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
925-606-1001 V | 925-606-6281 F | dralle@matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
Message 3
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: All New BBS Interface For Matronics List Forums! |
--> Kitfox-List message posted by: "Rex Hefferan" <gypsybee@copper.net>
Bill Willyard wrote:
> --> Kitfox-List message posted by: wwillyard@aol.com
>
> I have tried for over three hours to register, but the page hangs after hitting
the submit button. I had to attend a meeting so I left it trying for nearly
three hours and it was unable to open the page. Any suggestions?
>
> Bill W.
Sounds like maybe you're at work? Could be the company firewall blocking access.
BTW the BBS is a very welcome addition, Thanks Matt.
--------
Rex
N740GP
Colorado
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=2465#2465
Message 4
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Fw: Rotax 912 Ignition |
--> Kitfox-List message posted by: "Lowell Fitt" <lcfitt@sbcglobal.net>
Kirk,
A friend had a similar problem. It occurred on the last leg into Oshkosh
two summers ago. Luckily(?) he had the Rotax booth for expert advice. They
sold him a new coil and an other guy in our group bought an ignition module
for him to try (we fly together a lot in the "wilderness" areas of the West
and the group thought spares migh come in hadnt sometime). Anyway none of
this stuff helped his problem. He had one side of the ignition that
continued to be hit and miss. The problem was traced eventually to a broken
wire deep in the wiring loom - inside the braid, I think.
Rotax, for all their virtues, still uses cheap wire in all their ignition
systems; what a long gone member of the list frequently referred to as "crap
wire". Your problem is most likely a broken wire somewhere. I can give you
the guy's name and number off list and you can call him and see what he
says.
Lowell
----- Original Message -----
From: " jablackwell" <jablackwell@ev1.net>
Subject: Re: Kitfox-List: Fw: Rotax 912 Ignition
> --> Kitfox-List message posted by: " jablackwell" <jablackwell@ev1.net>
>
> Kirk
>
> I had an intermitent ignition that turned out to be a bad solder
> joint. Took me a long time to locate it. I almost bought a whole
> new ignition system until I got lucky one day and move the right
> wire.
>
> Jimmie
>
>
> ---------- Original Message ----------------------------------
> From: "Kirk Martenson" <kirk@mninter.net>
> Date: Mon, 9 Jan 2006 19:50:55 -0600
>
>>--> Kitfox-List message posted by: "Kirk Martenson"
> <kirk@mninter.net>
>>
>>I forgot to ask the question....does anybody have any ideas for
> this problem?
>>
>>
>>----- Original Message -----
>>From: Kirk Martenson
>>To: kitfox-list@matronics.com
>>Subject: Rotax 912 Ignition
>>
>>
>>I have an ignition problem with my Rotax 912 UL. I saw an old
> post of a gentleman with a Rotax 912 that had a mag drop out of
> spec on one side. I can't remember what the fix was.
>>
>>The 2004 post said that the coil was changed and one of the
> ignition modules. I had heard that the ignition modules either
> work or they do not. No intermittent operation. Is that true? Or
> are there some people that have experienced a partially working
> ignition module (i.e. a significant drop in rpm during a mag
> check).
>>
>>Thanks,
>>
>>Kirk Martenson
>>Classic IV 912
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
> Sent via the EV1 webmail system at mail.ev1.net
>
>
>
Message 5
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Fw: Rotax 912 Ignition |
--> Kitfox-List message posted by: "Karen Albrecht" <kalbrecht1221@earthlink.net>
Read Rotax 912 Maintenance manual II (heavy maintenance) - it will tell how
to test the ignition system. Also, call Lockwood repair @ 1-863-655-6229
for further help and/or parts.
Good luck,
Glen Albrecht
Model IV Speedster, 912 UL
N191KF
> [Original Message]
> From: Kirk Martenson <kirk@mninter.net>
> To: <kitfox-list@matronics.com>
> Date: 1/9/2006 8:51:08 PM
> Subject: Kitfox-List: Fw: Rotax 912 Ignition
>
> --> Kitfox-List message posted by: "Kirk Martenson" <kirk@mninter.net>
>
> I forgot to ask the question....does anybody have any ideas for this
problem?
>
>
> ----- Original Message -----
> From: Kirk Martenson
> To: kitfox-list@matronics.com
> Subject: Rotax 912 Ignition
>
>
> I have an ignition problem with my Rotax 912 UL. I saw an old post of a
gentleman with a Rotax 912 that had a mag drop out of spec on one side. I
can't remember what the fix was.
>
> The 2004 post said that the coil was changed and one of the ignition
modules. I had heard that the ignition modules either work or they do not.
No intermittent operation. Is that true? Or are there some people that have
experienced a partially working ignition module (i.e. a significant drop in
rpm during a mag check).
>
> Thanks,
>
> Kirk Martenson
> Classic IV 912
>
>
>
>
>
>
>
> --
Message 6
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Nose gear upgrade |
--> Kitfox-List message posted by: Tim Kaser <kaser@cableone.net>
John,
this is the address.
Tim Kaser
2600 Salmon
Idaho Falls, ID 83406
Message 7
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> Kitfox-List message posted by: "Mr NELSON GOGUEN" <mino2@verizon.net>
Gerald,
E-mail your address to me and I'll mail the wheel pants manuel to you.
Return it when your finnished.
Nelson
do not archive
----- Original Message -----
From: "Gerald Jantzi" <gvjantzi@yahoo.com>
Subject: Kitfox-List: wheel pants
> --> Kitfox-List message posted by: Gerald Jantzi <gvjantzi@yahoo.com>
>
> has somebody got Manuel's for installing wheel pants on alum.landing gear
> for kit fox 5?
>
>
> ---------------------------------
>
>
>
Message 8
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Bummin' on Empty Weight |
--> Kitfox-List message posted by: Flybradair@cs.com
In a message dated 1/8/06 12:57:06 PM Central Standard Time,
tinnemaha@hotmail.com writes:
>
>
> Rt Main: 436 lbs
>
> Lt Main: 436 lbs
>
> Tail: 42 lbs
>
> Total: 914 lbs
>
> I realize the airplane will still fly fine, but it will not perform like one
>
> that is 50 lbs lighter. I can only take poor &accusing guesses as to where
> the extra weight came from (heavy spring aluminum landing gear?, factory
> quick build wings?, powdercoating?, varnish on wood ribs? I've really got
> no idea!) Any suggestions? I have the medium weight fabric on the wings &
> tail surfaces with one coat of pink on. Fabric on the fuselage as well as
> silver &paint everywhere was calculated/estimated &simulated with weights
> hanging on strings.
> More importantly, any suggestions on what I can do now to further reduce
> weight in the nose or add functional weight in the tail? Does anyone know
> of a 9 or 10 pound tailwheel? God, I hate to add weight at all, especially
> to an already heavy airplane! I have a strong aversion to carrying around
> balast just for the sake of balast.
>
> I took the measurements with analog bathroom scales &multiplier
> arms.......As they got my body weight correct, I have no reason to believe
> the scales are inaccurate. I took the measurements 3 times with small
> variations in results.
>
> Any suggestions on how to improve my situation (or why I got into it) will
> be greatly appreciated.
>
> Thanks,
> Grant
Grant,
Wow...yours came in almost exactly the same as mine.
Rt. main 432
Lt. main 437
Tail 52
921 Total empty.
I did have a small battery in the back that weighed only 12
pounds---changed it to a 22 pound Odyssey
to help weight and balance.
Put a Tool kit in the back of the baggage sack that weighs about 15-20
pounds....still have room for
a couple of 200 pounders, full fuel, and 65 pounds in the baggage bay!
Only thing that out performs mine at my airport is a Rans s 7 with a 912.
His does not have the gross
that we have though.
I use a grass strip that is 1600 feet with a 50 foot cottonwood at one
end...use half of it (most of the time)
taking off and landing!
You will love the performance.
Brad Martin
N232WB
5-Lyc 0-235 L2C
Message 9
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> Kitfox-List message posted by: "Cudnohufsky's" <7suds@chartermi.net>
Gerald,
I have the info in my build manual, I can take digital photos of them and
e-mail to you if you would like?
Lloyd
----- Original Message -----
From: "Gerald Jantzi" <gvjantzi@yahoo.com>
Subject: Kitfox-List: wheel pants
> --> Kitfox-List message posted by: Gerald Jantzi <gvjantzi@yahoo.com>
>
> has somebody got Manuel's for installing wheel pants on alum.landing gear
> for kit fox 5?
>
>
> ---------------------------------
>
>
>
Message 10
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> Kitfox-List message posted by: "Gandy, Allen T." <allen.gandy@ngc.com>
Recognizing that a lot of designs evolve over time due to lessons
learned and, particularily in aviation, designs are the way they are for
good reasons. Having said that, why aren't there designs for a
re-fueling system that uses a single connection from an external fuel
source's pump to the aircraft (conveniently located in the fuselage?)
that will safely add fuel to two wing tanks, instead of refueling
through tank caps on top of the wings?
Message 11
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | 912 ignition problems |
--> Kitfox-List message posted by: "Rex & Jan Shaw" <rexjan@bigpond.com>
Hi ! Kirk,
you posted the following message:-
I have an ignition problem with my Rotax 912 UL. I saw an old post of a
gentleman
with a Rotax 912 that had a mag drop out of spec on one side. I can't
remember
what the fix was.
The 2004 post said that the coil was changed and one of the ignition
modules. I
had heard that the ignition modules either work or they do not. No
intermittent
operation. Is that true? Or are there some people that have experienced a
partially
working ignition module (i.e. a significant drop in rpm during a mag
check).
Well I run a 582 so don't have experience with your 912 but I am an
electronics guy and have built quite a few CDI's so I take mental note of
comments re faults. Also I have some expereience. So I'll pass on my
thoughts as it seems no one with more direct 912 experience is answering you
at the moment.
I guess your comment that modules either work or they don't while not true
might be the case a lot of times. However I recall seeing that most 912
ignition problems are due to wiring especially and very much the wires to
the modules [ basically part of the module ] but you dont want to throw away
a module for these wires as they can be repaired. The high tension lead has
also given trouble. In fact I have seen adverts for wire to repair these.
The thing is the wires are likely to be an intermittent fault. The high
tension lead not so much so. More like a fault at low RPM. The module itself
can be intermittent but yes it is more likely to fail full stop if it is the
problem.
The pickup coils also fail especially the early ones but I have no idea of
the failure mode unfortunately. However Rotax do give resistance readings
for these that although not 100% conclusive is a great help.
Bear in mind that the pickup coils and the modules are both able to be
interchanged. therefore if you have a fault on say
ign (1) then interchanging a part will swap the fault to ign(2) and
therefore that part is the problem assuming good workmanship on your part
and not getting misleading results due to intermittent faults like leads
broken inside the insulation. I think this is the most common case on the
912 remembering what I've seen from time to time..
A few hints on these leads. As I just mentioned they break inside the
insulation. The high tension lead however does not generally. Instead it
burns or corrodes at the ends. OK to find a break in a lead you might have
success gently stretching a lead when the plastic cover is warm and soft but
don't pull too much where it goes into the module because if you break it
in there you have an arkward problem. When you stretch othe plastic if the
wire lets it stretch because there is a break you may see this or be able to
feel it. The other trick is to meaure from the terminal end to the other end
of the wire with an ohm meter by using a pin through the insulation into the
wire. You can reseal the insulaion with a drop of varnish or glue or silicon
or whatever although it probably won't really matter. Don't ignore the
terminations at the ends for trouble.
Another thing is those resistor plug caps. I personally don't like them.
The resistance should measure about 5,000 ohms. If it is significantly
higher then discard them. If one is faulty I would discard them all. What I
do is use resistor type plugs and non resistor caps. This way everytime you
change the plugs you get fresh resistance that is there to suppress radio
interference. With NGK plugs this is just a matter of there being an "R" in
the type No. ie:- the 582 uses B8ES plugs and resistor caps but you can use
BR8ES and non resistor caps. Now you can similarly just insert the "R" into
your plug type No for your 912. However despite what you might have seen or
heard do not use both resistor plugs and resistor caps together as you will
have 10,000 instead of 5,000 ohms resistance to the plug. This is likely to
cause misfiring and therefore fouling due to weak spark.. Also it is bad for
the module. Yes I've seen a case made for it being OK to get rid of radio
interference but it's not the right answer believe me. Another interesting
point here is that you may actually get a better spark with 5,000 ohms
resistance than with no resistance. This is because the 5,000 ohms allows
the voltage from the module to build up higher before it arcs across the
plug gap. However it does not follow that because 5,000 ohms may be good
that 10,000 ohms is better. Don't be fooled !
Incidentally instead of using BR8ES plugs in my 582 I use Iridium plugs
and find they are a lot better for starting and running at low RPM. Also
they last and last. The type No for me is BR8EIX. The difference is at the
end ie:- IX instead of S. I is for Iridum and X is for booster gap. the S we
replaced was for standard 2.6mm centre electrode. If you want Iridium plugs
and can't work out the No for your 912 let me know what your current type No
is and I'll tell you the Iridium version.
Kirk you don't say exactly what your trouble is so I can't guide you any
closer than this general overall view. If you post that info maybe a 912
owner might well be able to better guide you but if not I hope the above
helps you sort whatever ignition problem you have. I assume you merely are
getting a high RPM drop on one ignition on ignition check at run up and/or
switch off. In which case all of the above is relavent. Anyway think about
all of the above and it should help you.
Rex Shaw
Australia.
rexjan@bigpond.com
Message 12
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Bummin' on Empty Weight |
--> Kitfox-List message posted by: "Lowell Fitt" <lcfitt@sbcglobal.net>
I have been thinking of this thread and have some thoughts.
For the past several years, I have been involved with a group that has had
an annual back country trip to Idaho sometime each summer. All of the
Kitfoxes are Model IVs except for one year when we had a Model III with a
Rotax 912 join us.
Mind you this was a week living out of the airplane. Sometimes we stayed in
motels, but we always had camping gear in case we were overnighting in a
more remote location. My airplane was the heaviest empty at 704 lbs. Mark
had the lightest at 604 exactly 100 lbs lighter than mine. Larry was
somewhere in between. I had carpet, grove gear and lots of other stuff -
PVC wing strut fairings electric trim - everything heavy I could findand fit
in.
Mark always took his son Ty with him. Larry took his son one year. Ty is
in highschool now and Larry's son was in highschool probably 15 years ago.
In short, with camping gear fuel (we topped off regularly) and enough
clothing to not be too offensive by week's end, we were all at gross wt. if
not a couple of pounds over.
What this practically means is that a light airplane has more payload. A
lower empty weight, at least on our trips, was able to carry more souls or
stuff and that's what they did. Only once was there any "pucker" on a
departure and the judicious use of flaps on that occasion lifted the "heavy"
over the trees. I can't imagine flying some serious cross country with
mountains and dirt strips and not be full unless, of course, that is your
home base. Then you have the advantage of living where everyone else wants
to spend their vacation.
For me, I am always looking for the ultralight camping gear. My sleeping
bag weighs 1lb. 13 oz.. and packs to the size of a football. My tent
weighs 8 lbs. and I love it's features. I would have to lose at least 4 lbs
to make a change there. I am also always looking for a lighter smaller camp
chair - a must on an extended stay. Camping gear is in the back; my
backpack straps in where I wish my wife sat more often.
Anyway, don't fret to much on the empty weight. Granted lighter is better,
but in practicality, in my opinion, lighter is only worth some bragging
rights unless you like to travel extremely well.
Lowell
----- Original Message -----
From: <Flybradair@cs.com>
Subject: Re: Kitfox-List: Bummin' on Empty Weight
> --> Kitfox-List message posted by: Flybradair@cs.com
>
> In a message dated 1/8/06 12:57:06 PM Central Standard Time,
> tinnemaha@hotmail.com writes:
>>
>>
>> Rt Main: 436 lbs
>>
>> Lt Main: 436 lbs
>>
>> Tail: 42 lbs
>>
>> Total: 914 lbs
>>
>> I realize the airplane will still fly fine, but it will not perform like
>> one
>>
>> that is 50 lbs lighter. I can only take poor &accusing guesses as to
>> where
>> the extra weight came from (heavy spring aluminum landing gear?, factory
>> quick build wings?, powdercoating?, varnish on wood ribs? I've really
>> got
>> no idea!) Any suggestions? I have the medium weight fabric on the wings
>> &
>> tail surfaces with one coat of pink on. Fabric on the fuselage as well
>> as
>> silver &paint everywhere was calculated/estimated &simulated with weights
>> hanging on strings.
>> More importantly, any suggestions on what I can do now to further reduce
>> weight in the nose or add functional weight in the tail? Does anyone
>> know
>> of a 9 or 10 pound tailwheel? God, I hate to add weight at all,
>> especially
>> to an already heavy airplane! I have a strong aversion to carrying
>> around
>> balast just for the sake of balast.
>>
>> I took the measurements with analog bathroom scales &multiplier
>> arms.......As they got my body weight correct, I have no reason to
>> believe
>> the scales are inaccurate. I took the measurements 3 times with small
>> variations in results.
>>
>> Any suggestions on how to improve my situation (or why I got into it)
>> will
>> be greatly appreciated.
>>
>> Thanks,
>> Grant
>
>
> Grant,
>
> Wow...yours came in almost exactly the same as mine.
>
> Rt. main 432
>
> Lt. main 437
>
> Tail 52
>
> 921 Total empty.
>
> I did have a small battery in the back that weighed only 12
> pounds---changed it to a 22 pound Odyssey
> to help weight and balance.
>
> Put a Tool kit in the back of the baggage sack that weighs about 15-20
> pounds....still have room for
> a couple of 200 pounders, full fuel, and 65 pounds in the baggage bay!
>
> Only thing that out performs mine at my airport is a Rans s 7 with a 912.
> His does not have the gross
> that we have though.
>
> I use a grass strip that is 1600 feet with a 50 foot cottonwood at one
> end...use half of it (most of the time)
> taking off and landing!
>
> You will love the performance.
>
> Brad Martin
> N232WB
> 5-Lyc 0-235 L2C
>
>
>
Message 13
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | 912S Gremlin, Advice needed and a lesson learned. a follow |
up.
--> Kitfox-List message posted by: "Randy Daughenbaugh" <rjdaugh@rapidnet.com>
For all you 91X drivers out there. I urge you to revisit the SB having to
do with Evans waterless coolant.
http://www.rotax-owner.com/si_tb_info/serviceb/SB912043914029.pdf
After pulling things apart and checking everything I can think of, I have
not found a problem, nor have I been able to make my engine boil over again.
But the service bulletin makes it sound like it is something that can just
happen without your head temperatures getting to the maximum permissible
temperatures. I think that it has something to do with the four parallel
paths that the coolant takes to the heads. I think once one head gets a
steam bubble, the coolant happily goes to the other heads and lets the one
overheating head blow a lot of your coolant out of the engine. (See my
original description below.) The Evans coolant won't do that. I think that
this is why Rotax says to change to Evans propylene glycol based coolant.
I can not rule out the air bubble that Cliff Begnaud and John McBean
identified, but since I had been flying for over a year I think that this is
an unlikely explanation. I am switching to Evans permanent coolant. !
And I urge everyone else to follow the Rotax service bulletin and do the
same.
Randy - 912S series 5/7
.
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of jdmcbean
Subject: RE: Kitfox-List: 912S Gremlin, Advice needed and a lesson learned.
--> Kitfox-List message posted by: "jdmcbean" <jdmcbean@cableone.net>
Randy,
Most likely had an air bubble in the system... another thing to
check is
the location of the Overflow bottle.. should be lower then the expansion
tank. Check the hole in the cap as well.. I believe there was a service
bulletin on that issue.
Have a Safe New Year !!
John & Debra McBean
www.sportplanellc.com
"The Sky is not the Limit... It's a Playground"
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com]On Behalf Of Randy
Daughenbaugh
Subject: Kitfox-List: 912S Gremlin, Advice needed and a lesson learned.
--> Kitfox-List message posted by: "Randy Daughenbaugh"
<rjdaugh@rapidnet.com>
Returning home after a ride, we had just touched down and I noticed some
splashes on the windshield. (This is not good!) Since the temperatures
were all still good, I taxied on over to the hangar and my friend helped me
pull the cowl off.
By this time, we had identified the splashes as anti-freeze. I was
expecting to see some hose connection leaking, but all fittings were fine,
but the cowl above the overflow container was wet with Dexron. All the
fittings were dry. As we watched, the engine cooled and started sucking the
coolant back into the engine. I added between 32 and 39 oz. of 50/50 before
it all quit sucking back into the engine. This took several hours. This
still left the level in the overflow container near the minimum level.
My friend says that I just had too much fluid in the overflow container and
it flowed out as the engine warmed up. I don't buy this because; 1) I
haven't added anti-freeze over the whole 87.2 hours of flying prior to this
happening. 2) If this was just normal expansion, I would not have had to
add any additional coolant as the engine cooled. 3) I don't think it would
have put coolant all over the top cowl above the overflow container -
Although the air flow in the cowl may splash it around a good bit.
Anyway, I feel that somewhere (one head?) something was hot enough to boil
the coolant and that is what blew stuff out the top of the overflow. My
guess is that the flow to one head wasn't up to snuff and that caused the
problem. I have taken the hoses off the bottom of all the heads and blown
air down backwards through the head and can't detect any restriction in any
of the heads. I would feel much better if I could find a reason for this
blooping of coolant.
I should mention that I have a Grand Rapids EIS that tracks the head temps
on two heads - neither those nor the oil temp was too high. About 2.8 hours
of flying time before this flight, I had covered about 1/3rd of the radiator
surface to try to raise temps during winter flying. After doing this, I
climbed to 10,000 ft to watch temps and they were fine as they were for more
than 2 hours before this last flight. I don't think that covering part of
the radiator was a major cause, but of course it could have aggravated the
situation.
Any advice would be appreciated.
Lesson Learned
I was really worried for some time because as the engine was cooling and I
was adding 50/50 coolant, I decided to check the oil level. I was surprised
to see it near the top of the tank and decided that I had found where all
the coolant that I was adding was going. But later found NO coolant in the
oil and the oil level was Normal! (My panic was unjustified!)
Lesson? Check your levels when the engine is hot, so you will know what to
expect. I wish that I knew what the level in the over flow container should
be when the engine is hot.
Thanks for listening and tell me what I may be missing.
Randy - Series 5/7 - 912S
.
Message 14
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Fw: Rotax 912 Ignition |
--> Kitfox-List message posted by: "Kirk Martenson" <kirk@mninter.net>
Jimmie:
Where was the wire, and how did you find it? I think I must have something
like that here.
Thanks,
Kirk
----- Original Message -----
From: " jablackwell" <jablackwell@ev1.net>
Subject: Re: Kitfox-List: Fw: Rotax 912 Ignition
> --> Kitfox-List message posted by: " jablackwell" <jablackwell@ev1.net>
>
> Kirk
>
> I had an intermitent ignition that turned out to be a bad solder
> joint. Took me a long time to locate it. I almost bought a whole
> new ignition system until I got lucky one day and move the right
> wire.
>
> Jimmie
>
>
> ---------- Original Message ----------------------------------
> From: "Kirk Martenson" <kirk@mninter.net>
> Date: Mon, 9 Jan 2006 19:50:55 -0600
>
>>--> Kitfox-List message posted by: "Kirk Martenson"
> <kirk@mninter.net>
>>
>>I forgot to ask the question....does anybody have any ideas for
> this problem?
>>
>>
>>----- Original Message -----
>>From: Kirk Martenson
>>To: kitfox-list@matronics.com
>>Subject: Rotax 912 Ignition
>>
>>
>>I have an ignition problem with my Rotax 912 UL. I saw an old
> post of a gentleman with a Rotax 912 that had a mag drop out of
> spec on one side. I can't remember what the fix was.
>>
>>The 2004 post said that the coil was changed and one of the
> ignition modules. I had heard that the ignition modules either
> work or they do not. No intermittent operation. Is that true? Or
> are there some people that have experienced a partially working
> ignition module (i.e. a significant drop in rpm during a mag
> check).
>>
>>Thanks,
>>
>>Kirk Martenson
>>Classic IV 912
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
> Sent via the EV1 webmail system at mail.ev1.net
>
>
>
Message 15
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> Kitfox-List message posted by: "Kirk Martenson" <kirk@mninter.net>
Thanks to everyone that posted ideas for my Rotax 912 UL ignition problem.
As to the heart of the matter:
I have had a slight rough sound in the engine for about two years. I didn't not
think much of it because I didn't have anything go wrong until last winter. The
carbs started to leak fuel from the vent line. I sent the carbs to Lockwood,
they checked out fine. I changed motor mounts, balanced the prop, and installed
new carb mounts. I checked resistance with an ohmmeter on the ignition coils
and found three were out of spec. I bought three new coils from Lockwood and
changed all the plug wires. I changed all the sparkplugs as well. Still had
the slight rough sound in both sides of the ignition, and the "B" side ignition
had a slightly lower drop than the A.
I pneumatically synchronized the carbs three times getting Them exactly even.
Still had the problem. I took off the gearbox and had Lockwood change out the
springs. Slight roughness still there. I did that about two months ago.
About three weeks ago, I tried to fly the plane and the engine was more rough than
usual. I did an ignition check at 3850 rpm. The B side dropped about 325 rpm.
I swapped the red leads from the stator, and the rough drop stayed with the B side.
I swapped the four pole connectors from the modules to the stator and the
rough drop stayed with the B side.
I asked Lockwood about the stator and they replied that it could not be the stator
because that would be a total failure like the modules.
I called Lockwood again and they told me it had to be the spark plugs the plug
boots or the connection to the coils. The plugs are only a year old with about
60 hours on them.
I checked all the boots with an ohmmeter and they were all in spec except one.
The one was about 6.02K ohm. The book says 4.4 to 6 K ohm. So, this may be the
cause I don't know yet.
As I stated before, I changed out three coils because they were out of spec. I
thought maybe I should buy the fourth coil, but the rough drop in rpm is on the
B side ignition, and the old coil is on the A side ignition. Keep in mind that
there is a slight roughness in BOTH A and B side ignitions. It's just that
the more rough, and 325 drop in rpm, is on the B side, and I cannot fly the plane.
Thanks again to everyone that posted a response. I will keep up the fight. The
answers got to be there somewhere.
Kirk Martenson
Classic IV 912 UL
Message 16
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | AZ Bob Nuckolls Seminar |
--> Kitfox-List message posted by: Dan Billingsley <dan@azshowersolutions.com>
Hello,
John Ackerman and I have been teaming up to get the ball rolling on this 2 day
seminar. John lives in Prescott and we both have agreed that would be a great
place to hold it. John's EAA chapter has a very large meeting hall that would
work great. Our wives will be puting together a couple of days worth of activities
for the better halves if they wish to make it a weekend getaway. After speaking
with Bob, dates of May 20 & 21 has been agreed upon. Should you show an
interest, you will be e-mailed a list of area motels, places to eat, etc...
If interested, send name and phone # to me soon. We need 10 more that have an
interest to make this a go. Those that have already indicated interest are on
the list.
Thanks, Dan Billinglsey
Mesa, AZ
480-227-8958 cell
www.azshowersolutions.com/Kitfox1.html
Message 17
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> Kitfox-List message posted by: Guy Buchanan <bnn@nethere.com>
At 04:03 PM 1/10/2006, you wrote:
>Having said that, why aren't there designs for a
>re-fueling system that uses a single connection from an external fuel
>source's pump to the aircraft (conveniently located in the fuselage?)
With aircraft the secondary concern, (after safety,) is usually
weight. Everything is done to remove extraneous weight so as to increase
payload. Once you have sufficient payload and fuel you can then start
thinking about adding complexity. The question is, what is sufficient
payload and fuel? I'm guessing some of the new very light jets will have
features we take for granted in our cars, such as single point fueling and
the like.
The Kitfox claim to fame is short field performance, where weight
is the enemy; though I've seen some Kitfox's that were definitely NOT
designed or built with short field performance in mind.
Guy Buchanan
K-IV 1200 / 582 / 99.9% done, thanks mostly to Bob Ducar.
Message 18
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> Kitfox-List message posted by: "QSS" <msm@byterocky.net>
This is an interesting topic and one that is close to my heart. I am
currently discussing fail safe options for refueling with Recreational
Aviation Australia as at present no such engineering or design systems
are madatory on recreational aircraft or for that matter general
aviation aircraft. Where ever humans have interaction with machinery we
need all the help we can get. A single point fuel system or a flap valve
in the filler throat are both great ideas. Im amazed since my incident
how many people have either phoned me, email me or told directly that at
one time or another they have left the fuel cap off.
Regards
Graeme Toft
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Gandy,
Allen T.
Subject: Kitfox-List: Adding Fuel
--> Kitfox-List message posted by: "Gandy, Allen T."
<allen.gandy@ngc.com>
Recognizing that a lot of designs evolve over time due to lessons
learned and, particularily in aviation, designs are the way they are for
good reasons. Having said that, why aren't there designs for a
re-fueling system that uses a single connection from an external fuel
source's pump to the aircraft (conveniently located in the fuselage?)
that will safely add fuel to two wing tanks, instead of refueling
through tank caps on top of the wings?
--
20/12/2005
--
10/01/2006
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|