---------------------------------------------------------- Kitfox-List Digest Archive --- Total Messages Posted Sat 09/16/06: 15 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 02:50 AM - Re: Question on oil (synthetic and 100LL) (Ceashman@aol.com) 2. 04:17 AM - Re: Kitfox IV-1200 BRS mount (Dan Billingsley) 3. 04:31 AM - Re: Re: Annual on Kitfox III (Lynn Matteson) 4. 05:48 AM - Re: Question on oil (synthetic and 100LL) (Rexster) 5. 07:05 AM - Re: Rotax 9XX: TCP, Dip stick, Hydraulic Lock (PWilson) 6. 08:13 AM - Re: Repairmans cert and the FAA... WAS: Annual on Kitfox III (Bradley M Webb) 7. 11:17 AM - Re: Re: Annual on Kitfox III (Don Smythe) 8. 11:25 AM - Re: need landing gear (GRPP) 9. 12:18 PM - Re: Bent Model IV for sale (GRPP) 10. 01:16 PM - Aircraft Model, Engine etc (Lowell Fitt) 11. 03:34 PM - Re: Aircraft Model, Engine etc (John Anderson) 12. 03:42 PM - Re: [Off-topic] Flight to Germany (John Anderson) 13. 05:26 PM - Re: Aircraft Model, Engine etc (Ted Palamarek) 14. 05:44 PM - Re: Aircraft Model, Engine etc (Dan Billingsley) 15. 06:19 PM - Re: Kitfox IV-1200 BRS mount (parahawk) ________________________________ Message 1 _____________________________________ Time: 02:50:20 AM PST US From: Ceashman@aol.com Subject: Re: Kitfox-List: Question on oil (synthetic and 100LL) How about this angle to the thread? We know that Rotax states that the 912 motor requires synthetic (with no 100 LL) or semi synthetic (for when 100 LL) is being used, for reason of lubing the reduction drive. But how about if you purchase the TCP lead scavenger fuel additive from John at Sport Plane LLC / Kitfox. ( side note: John, why don't you have your S.P.llc catalogue on your Kitfox site ?) The way I am thinking of this is; If I use the TCP to remove the lead, then there is no issue with the oil I use and we could use full synthetic. Any thoughts on this? Another question. (New topic, KITFOX 912 OIL TANK DIP STICK) For us who have the 912 with the oil tank behind and above the motor. Why are we using the new replacement dip stick? I know that there was a Rotax service memo about this. This will only load the system more than full and you get a dirty belly or you get hydraulic lock after the plane sits for a while and gravity drained the oil to the lowest places. This happened to me. It is a good thing that I always hand prop a couple of times with power off. I would hate to think of what would happen if I used the starter! Could have bent something. Has anyone had the hydraulic lock problem? Eric, Atlanta. Mark, All I know about this subject is from the Rotax bulletin on preferred oils and the Rotax seminars. Synthetics are recommended by them for unleaded fuels only. When using occasional leaded fuels they recommend a synthetic blend or full mineral if using 100 LL. If you would like to read their bulletin on this, follow the links below to the numbered bulletin. When I change oil, I wipe down the oil tank with a papertowl and without fail, if I have been using 100LL as in a long cross country, I get a pasty residue from the tank. It is light gray colored. With the exception of the gear additive recommended by Rotax because the engine oil also lubricates the gear box, I am comfortable with their general recommendations for all four stroke engine types. It would be good of course to have other data from other engine types to eliminate the need to extrapolate. http://www.rotax-owner.com/ SERVICE DOCUMENT RETRIEVAL SYSTEM SI-18-1997 (2004) SI-912-016 (2006) Lowell ----- Original Message ----- From: "Mark Thompson" Sent: Friday, September 15, 2006 3:45 AM Subject: Re: Kitfox-List: Question on oil > --> Kitfox-List message posted by: "Mark Thompson" > > Lowel what do you think about running fully synthetic oil in an air cooled > VW engine using 100LL,........I hope this is ok because I am fly this > morning to fuel up again with 100LL,This will be the first flight using > synthetic oil.............. > > >> [Original Message] >> From: Lowell Fitt >> To: >> Date: 9/10/2006 12:08:14 PM >> Subject: Re: Kitfox-List: Question on oil >> >> --> Kitfox-List message posted by: "Lowell Fitt" >> >> Dee, >> >> The value in a full synthetic is the higher temps they can tolerate, the > hit >> is their inability to keep the lead residues in suspension. If you fly >> strictly with car gas, the synthetic should be fine. If you occasionally >> use 100LL then you might want to avoid synthetics. This from the Rotax > oil >> recommendation bulletin. The Rotax 912 series engines use the same oil > in >> the engine as well as the gear box so they recommend a motorcycle engine > oil >> with the gear additive. If your engine is similar, you might want to > check >> the Rotax owners association website for info. >> >> Lowell ________________________________ Message 2 _____________________________________ Time: 04:17:11 AM PST US From: Dan Billingsley Subject: Re: Kitfox-List: Kitfox IV-1200 BRS mount Attached are some diagrams that BRS sent me when I was looking into a chute. These however aren't for a soft pak (canister), but they will show how the chords are mounted. I would think BRS would have the same info for a soft pak...jsut ask em. Dan, Mesa KF-IV 912-s / building kurt schrader wrote: --> Kitfox-List message posted by: kurt schrader When I looked into installing one, the proceedure was to have it fire out thru the side of the fuselage just behind the baggage compartment. This is so if you have a wing fold over the top, the rocket isn't blocked. This installation has to be done before covering though. The rocket has no problem shooting thru the fabric, but the chute lines are run up and over the right side top structure right under the turtledeck. When the rocket fires, the chute is pulled out thru the side and the lines rip the fabric up to this point. Then the turtledeck is ripped lose and the overhead canopy is torn off too. The shroud lines are connected to the four corners of the cockpit to wing structure, so it will hang relatively level from there. You will have some damage from its use, but a lot less than without it. The alternative is the somewhat aerodynamic hard pack mounted on top of the cabin, but it sounds like you already have the soft pack. A velcroed door built into the turtledeck for the rocket and parachute to shoot up thru is another choice. The turtledeck and top canopy are still going to be torn up a bit though, depending on where you run the lines to the wing/fuse hard points. It has been 6 years since I looked into this. Maybe BRS has some new methods? Kurt S. --- parahawk wrote: > Can anyone help me with info about the best location > to mount the 1350 softpack BRS and what modifactions > have to be done to the plexiglass above the rocket. > Or is there a way to install it outside on top ?? > > I am looking for ideas. > > Thanks a lot __________________________________________________ ________________________________ Message 3 _____________________________________ Time: 04:31:05 AM PST US Subject: Re: Kitfox-List: Re: Annual on Kitfox III From: Lynn Matteson --> Kitfox-List message posted by: Lynn Matteson John- I questioned this "after the 40 hours" on this group...was told not true...called the FAA...they said come on over and get it, and I did...during the 40. Lynn On Friday, September 15, 2006, at 06:44 PM, John Oakley wrote: > --> Kitfox-List message posted by: "John Oakley" > > Andrew, > A repairman's Cert. Is required on an experimental, IF you did build > it you > only have to request and apply for it after the 40 hours. Otherwise > you are > in violation.. > > John Oakley > > -----Original Message----- > From: owner-kitfox-list-server@matronics.com > [mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Andrew > Matthaey > Sent: Friday, September 15, 2006 1:52 PM > To: kitfox-list@matronics.com > Subject: RE: Kitfox-List: Re: Annual on Kitfox III > > --> Kitfox-List message posted by: "Andrew Matthaey" > > > Marco - I could be wrong - but a "Repairman's Certificate" is only for > LSA, > no? Rich's 'Fox is an Experimental-AB, therefore, the builder does not > need > any additional cert's. > > Andrew > KF3 > > >> From: Marco Menezes >> To: kitfox-list@matronics.com >> Subject: RE: Kitfox-List: Re: Annual on Kitfox III >> Date: Fri, 15 Sep 2006 08:15:43 -0700 (PDT) >> >> I think Andrew's right that builder can sign off on annual "condition >> inspection" . . . but only if builder applied for and received FAA >> "repairman's certificate" for the airplane. >> >> >> >> Andrew Matthaey wrote: >> --> Kitfox-List message posted by: "Andrew Matthaey" >> >> Hmm...that's a tough call then! The builder, since he is the >> "manufacturer" >> can sign off an annual - It might be worth checking out...and heck, >> if he >> is >> alive, then he might get a kick out of seeing the plane he built! >> >> Andrew >> KF3 >> >> >>> From: "RichWill" >>> To: kitfox-list@matronics.com >>> Subject: Kitfox-List: Re: Annual on Kitfox III >>> Date: Thu, 14 Sep 2006 18:25:06 -0700 >>> >>> --> Kitfox-List message posted by: "RichWill" >>> >>> How does that work? He can do and/or sign off..yes? I am 2nd owner >>> and >>> it's been 14years since the plane was built.. I have address and >>> name.. >> but >>> frankly.. Think the guy might have even passed away.. >>> >>> -------- >>> Semper Fi >>> 15 ITT >>> G2 HqCo HqBn >>> 1st MarDiv >>> >>> >>> >>> >>> Read this topic online here: >>> >>> http://forums.matronics.com/viewtopic.php?p=61710#61710 >>> >>> >>> >>> >>> >>> >>> >>> >>> >>> >> >> _________________________________________________________________ >> >> >> >> >> >> >> >> >> Marco Menezes >> Model 2 582 N99KX >> >> --------------------------------- > > _________________________________________________________________ > > ________________________________ Message 4 _____________________________________ Time: 05:48:14 AM PST US From: "Rexster" Subject: Re: Kitfox-List: Question on oil (synthetic and 100LL) Ceashman, I don't believe the reduction gear is the reason for the synthetic/se mi-synthetic oils you mention. Motorcycle oils have an additive that hel ps prevent the "shearing" of oil for their trannys, so a motorcycle oil grade oil should be used. The problem is that lead in aviation fuel isn' t compatable with synthetic oil due to its suspension in the oil. TCP do esn't eliminate lead. It softens it and "helps" it to leave the engine o ut the exhaust. I wouldn't use synthetic oil with aviation fuel even wit h TCP. On your second question, the higher level of oil required (on dip stic k) is an answer to some foaming of the oil in the oil tank. If there's e nough foam instead of liquid oil, you could starve your engine. I don't believe the higher level will make your engine any more likely to get pa st the oil pump. The position where the pump stops determines that. Late r models of Foxes lowered the entire location of the tank to reduce this tendency. Also, Rotax's choice of oils has to do with ones that don't f oam as much as others. I use Honda HP4 semi synthetic motorcycle oil and have 557 trouble free hours. Just my understanding after taking two Rotax four stroke classes. If y ou get a chance to take them, they're very good. Eric Tucker does a grea t job of covering that engine. I hope I got this info right. Rex in Michigan -- Ceashman@aol.com wrote: How about this angle to the thread? We know that Rotax states that the 9 12 motor requires synthetic (with no 100 LL) or semi synthetic (for when 100 LL) is being used, for reason of lubing the reduction drive. But ho w about if you purchase the TCP lead scavenger fuel additive from John a t Sport Plane LLC / Kitfox. ( side note: John, why don't you have your S .P.llc catalogue on your Kitfox site ?)The way I am thinking of this is; If I use the TCP to remove the lead, then there is no issue with the oi l I use and we could use full synthetic. Any thoughts on this? Another q uestion. (New topic, KITFOX 912 OIL TANK DIP STICK)For us who have the 9 12 with the oil tank behind and above the motor. Why are we using the ne w replacement dip stick? I know that there was a Rotax service memo abou t this.This will only load the system more than full and you get a dirty belly or you get hydraulic lock after the plane sits for a while and gr avity drained the oil to the lowest places.This happened to me. It is a good thing that I always hand prop a couple of times with power off. I w ould hate to think of what would happen if I used the starter! Could hav e bent something. Has anyone had the hydraulic lock problem? Eric, Atlan ta. Mark, All I know about this subject is from the Rotax bulletin on preferred oi ls and the Rotax seminars. Synthetics are recommended by them for unleaded fuels only. When using occasional leaded fuels they recommend a synthetic blend or full mineral if using 100 LL. If you would like to read their bulletin on this, follow the links below to the numbered bulletin. When I change oil, I wipe down the oil tank with a papertowl and without fail, if I have been using 100LL as in a long cros s country, I get a pasty residue from the tank. It is light gray colored. With the exception of the gear additive recommended by Rotax because the engine oil also lubricates the gear box, I am comfortable with their gen eral recommendations for all four stroke engine types. It would be good of course to have other data from other engine types to eliminate the need to extrapolate. http://www.rotax-owner.com/ SERVICE DOCUMENT RETRIEVAL SYSTEM SI-18-1997 (2004) SI-912-016 (2006) Lowell ----- Original Message ----- From: "Mark Thompson" Sent: Friday, September 15, 2006 3:45 AM Subject: Re: Kitfox-List: Question on oil > --> Kitfox-List message posted by: "Mark Thompson" > > Lowel what do you think about running fully synthetic oil in an air co oled > VW engine using 100LL,........I hope this is ok because I am fly this > morning to fuel up again with 100LL,This will be the first flight usin g > synthetic oil.............. > > >> [Original Message] >> From: Lowell Fitt >> To: >> Date: 9/10/2006 12:08:14 PM >> Subject: Re: Kitfox-List: Question on oil >> >> --> Kitfox-List message posted by: "Lowell Fitt" >> >> Dee, >> >> The value in a full synthetic is the higher temps they can tolerate, the > hit >> is their inability to keep the lead residues in suspension. If you f ly >> strictly with car gas, the synthetic should be fine. If you occasion ally >> use 100LL then you might want to avoid synthetics. This from the Rot ax > oil >> recommendation bulletin. The Rotax 912 series engines use the same o il > in >> the engine as well as the gear box so they recommend a motorcycle eng ine > oil >> with the gear additive. If your engine is similar, you might want to > check >> the Rotax owners association website for info. >> >> Lowell ======================== ======================== ======================== ======================== ======================== ======================== ======================== ======================== ================

Ceashman,

   I don't believe the reduction gear is the reason for the synthetic/semi-synthetic oils you mention. Motorcycle oils have an addi tive that helps prevent the "shearing" of oil for their trannys, so a mo torcycle oil grade oil should be used. The problem is that lead in aviat ion fuel isn't compatable with synthetic oil due to its suspension in th e oil. TCP doesn't eliminate lead. It softens it and "helps" it to leave the engine out the exhaust. I wouldn't use synthetic oil with aviation fuel even with TCP.

  On your second question, the higher level of oil required (on dip stick) is an answer to some foaming of the oil in the oil tank. If t here's enough foam instead of liquid oil, you could starve your engine. I don't believe the higher level will make your engine any more likely t o get past the oil pump. The position where the pump stops determines th at. Later models of Foxes lowered the entire location of the tank to red uce this tendency. Also, Rotax's choice of oils has to do with ones that don't foam as much as others. I use Honda HP4 semi synthetic motorcycle oil and have 557 trouble free hours.

  Just my understanding after taking two Rotax four stroke class es. If you get a chance to take them, they're very good. Eric Tucker doe s a great job of covering that engine. I hope I got this info right.

Rex in Michigan

-- Ceashman@aol.com wrote:

How about this angle to the thread?
 
We know that Rotax states that the 912 motor requires synthetic (with no 100 LL) or semi synthetic (for when 100 LL) is being used, for reason of lubing the reduction drive.
 
But how about if you purchase the TCP lead sc avenger fuel additive from John at Sport Plane LLC / Kitfox. ( side note : John, why don't you have your S.P.llc catalogue on your Kitfox site ?)
The way I am thinking of this is; If I use th e TCP to remove the lead, then there is no issue with the oil I use and we could use full synthetic.
 
Any thoughts on this?
 
Another question. (New topic, KITFOX 912 OIL TANK DIP STICK)
For us who have the 912 with the oil tank behind and above the motor.
Why are we using the new re placement dip stick?
I know that there was a Rotax servic e memo about this.
This will only load the system more than full and you get a dirty belly or you get hydraulic lock after the plane sits for a while and gravity drained the oil to the lowest places.
This happened to me. It is a good th ing that I always hand prop a couple of times with power off. I would ha te to think of what would happen if I used the starter! Could have bent something.
 
Has anyone had the hydraulic lo ck problem?
 
Eric, Atlanta.
 
 
Mark,

All I know about this subject is from the Rotax bullet in on preferred oils
and the Rotax seminars.

Synthetics are r ecommended by them for unleaded fuels only.  When using
occasio nal leaded fuels they recommend a synthetic blend or full mineral if
using 100 LL.

If you would like to read their bulletin on this, follow the links below to
the numbered bulletin.  When I change oil, I wipe down the oil tank with a
papertowl and without fail, if I have been using 100LL as in a long cross
country, I get a pasty r esidue from the tank.  It is light gray colored.
With the excep tion of the gear additive recommended by Rotax because the

engin e oil also lubricates the gear box, I am comfortable with their general
recommendations for all four stroke engine types.

It would be good of course to have other data from other engine types to
elimin ate the need to extrapolate.


http://www.rotax-owner.com/
< BR>SERVICE DOCUMENT RETRIEVAL SYSTEM



SI-18-1997  &nb sp; (2004)

SI-912-016    (2006)

Lowell

----- Original Message -----
From: "Mark Thompson" <kr2@earthli nk.net>
To: <kitfox-list@matronics.com>
Sent: Friday, Sep tember 15, 2006 3:45 AM
Subject: Re: Kitfox-List: Question on oil


> --> Kitfox-List message posted by: "Mark Thompson" <k r2@earthlink.net>
>
> Lowel what do you think about runni ng fully synthetic oil in an air cooled
> VW engine using 100LL,.. ......I hope this is ok because I am fly this
> morning to fuel up again with 100LL,This will be the first flight using
> synthetic oil..............
>
>
>> [Original Message]
> > From: Lowell Fitt <lcfitt@sbcglobal.net>
>> To: < kitfox-list@matronics.com>
>> Date: 9/10/2006 12:08:14 PM
>> Subject: Re: Kitfox-List: Question on oil
>>
>& gt; --> Kitfox-List message posted by: "Lowell Fitt" <lcfitt@sbcgl obal.net>
>>
>> Dee,
>>
>> The va lue in a full synthetic is the higher temps they can tolerate, the
&g t; hit
>> is their inability to keep the lead residues in suspe nsion.  If you fly
>> strictly with car gas, the synthetic should be fine.  If you occasionally
>> use 100LL then yo u might want to avoid synthetics.  This from the Rotax
> oil< BR>>> recommendation bulletin.  The Rotax 912 series engines use the same oil
> in
>> the engine as well as the gear b ox so they recommend a motorcycle engine
> oil
>> with th e gear additive.  If your engine is similar, you might want to
& gt; check
>> the Rotax owners association website for info.
>>
>> Lowell


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">http://www.matronics.com/Navigator?Kitfox-List
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tronics.com
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www.matronics.com/contribution
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________________________________ Message 5 _____________________________________ Time: 07:05:46 AM PST US From: PWilson Subject: Kitfox-List: Re: Rotax 9XX: TCP, Dip stick, Hydraulic Lock --> Kitfox-List message posted by: PWilson Hi Eric, Lots of subjects. Long discussion. Syn oil: The purpose of TCP (a fuel additive, not an oil additive) is to keep the lead deposits from clinging to the valve stems. When this happens the friction becomes greater than the spring force and the valve hangs open causing the valve to burn and requiring a top overhaul to correct. The TCP also helps prevent deposits in the piston rings. Thus it is very desirable if using leaded fuel. I suppose there might be some benefit in reducing sludge in the sump but I have never read of that benefit. The stuff is commonly used in the lyc/cont engines for the purpose stated. The kind of oil used in the engine is not relevant to the above discussion I forget what the oil additive is that Lyc specified for my C172 but it was not TCP. Sorry. Maybe someone can fill in that detail. I must say that all the engine issues I had with my Lyc had to do with the valve sticking other than that Lyc said that for them to warrantee the engine I had to reduce the oil change intervals and use the oil additive. They just replaced the jugs to correct the sticking valves and did not require me to use TCP. Comments: IMO, to be safe change the oil at short intervals and use semi syn. But, is there a real benefit over a high quality petro oil? These days the petro oil used in cars does not prevent the 200k mile engine life. If one is using syn to protect against high temps it would be more logical to get a proper oil cooler. If one likes the easier starting benefit on syn then use petro with a lower viscosity and/or a stronger RG battery. If one is using syn to get lower friction I believe the benefit is very small. If one is using syn to extend the oil change interval then the user is mistaken as the change interval actually needs to be shorter. The arguments for syn/semi syn are very weak when using leaded fuel. Rotax does not REQUIRE syn with unleaded fuel. It is just one of the options. Rotax strongly recommends using the motorcycle oil that has the gear lube. This is applicable with petro, Syn, & semi syn. Not many oils available in the US have been tested. To bad for us. I wonder if the latest oil formulation has reduced the sludge formation. There have been many recalls of autos due to sludge formation caused by the use of petro oils in engines with high oil temps. I noticed that Rotax now Requires the use of service grade "SG" or higher Dip Stick: Another change that evolved from the US EPA wherein the oil chemistry reduced the anti-foam additive because it was contaminating the cat converters. However, this oil resulted in an improvement in fuel economy due to additives that reduced friction. This change applies to all oils including Syn. Rotax has identified some oils that did not change as they were motorcycle specific and you will find them on the approved list. Rotax raised the oil level in the dry sump tank to account for the additional aeration due to foam and they wanted to avoid any compromise in the lube system. Make me wonder how such a small change could make a difference? There are oils available that should not require the new dipstick due to old formulation, but how long will they be available? Rotax published a new list this week. Hydraulic lock: This is caused by non-optimal location of the dry sump tank and the use of very low viscosity oil. The higher the tank is then gravity overcomes the ability of the oil pump and other system flow resistance prevent leakage/drainback into the sump. This is exacerbated by using very thin oil, especially after a hot shutdown when using an oil like like 5Wxx (or full syn?). On older engines wear in the pump creates less resistance to oil draining. I suppose that one could increase the resistance in the oil line from tank to pump to lessen this issue. Or add a flapper check valve for the increased resistance. Beware, any change from the Rotax design requires testing of oil flow rate and pressure at the pump inlet to avoid engine failure. BTW this is a generic issue with all dry sump engines but seems to be more of an issue with the Rotax. Just be sure to check the oil level before every flight. And if it is lower than it was when you parked the plane after a flight then take corrective action. The auto racers do not have this issue very often due to their use of very high viscosity oil like SAE 50 and their use of scavenge oil pumps with high back flow resistance instead of using crankcase pressure like Rotax does. A 10Wxx or 20Wxx oil would be a recommendation of an action to take to prevent drain back. Comments anyone? Please cross post to both lists using the "reply to All" button. I hope this helps, Paul ============================= At 03:49 AM 9/16/2006, you wrote: >How about this angle to the thread? > >We know that Rotax states that the 912 motor requires synthetic >(with no 100 LL) or semi synthetic (for when 100 LL) is being used, >for reason of lubing the reduction drive. > >But how about if you purchase the TCP lead scavenger fuel additive >from John at Sport Plane LLC / Kitfox. ( side note: John, why don't >you have your S.P.llc catalogue on your Kitfox site ?) >The way I am thinking of this is; If I use the TCP to remove the >lead, then there is no issue with the oil I use and we could use >full synthetic. > >Any thoughts on this? > >Another question. (New topic, KITFOX 912 OIL TANK DIP STICK) >For us who have the 912 with the oil tank behind and above the motor. >Why are we using the new replacement dip stick? >I know that there was a Rotax service memo about this. >This will only load the system more than full and you get a dirty >belly or you get hydraulic lock after the plane sits for a while and >gravity drained the oil to the lowest places. >This happened to me. It is a good thing that I always hand prop a >couple of times with power off. I would hate to think of what would >happen if I used the starter! Could have bent something. > >Has anyone had the hydraulic lock problem? > >Eric, Atlanta. > > >Mark, > >All I know about this subject is from the Rotax bulletin on preferred oils >and the Rotax seminars. > >Synthetics are recommended by them for unleaded fuels only. When using >occasional leaded fuels they recommend a synthetic blend or full mineral if >using 100 LL. > >If you would like to read their bulletin on this, follow the links below to >the numbered bulletin. When I change oil, I wipe down the oil tank with a >papertowl and without fail, if I have been using 100LL as in a long cross >country, I get a pasty residue from the tank. It is light gray colored. >With the exception of the gear additive recommended by Rotax because the > >engine oil also lubricates the gear box, I am comfortable with their general >recommendations for all four stroke engine types. > >It would be good of course to have other data from other engine types to >eliminate the need to extrapolate. > > >http://www.rotax-owner.com/ > >SERVICE DOCUMENT RETRIEVAL SYSTEM > > >SI-18-1997 (2004) > >SI-912-016 (2006) > >Lowell > > >----- Original Message ----- >From: "Mark Thompson" >To: >Sent: Friday, September 15, 2006 3:45 AM >Subject: Re: Kitfox-List: Question on oil > > > > --> Kitfox-List message posted by: "Mark Thompson" > > > > Lowel what do you think about running fully synthetic oil in an air cooled > > VW engine using 100LL,........I hope this is ok because I am fly this > > morning to fuel up again with 100LL,This will be the first flight using > > synthetic oil.............. > > > > > >> [Original Message] > >> From: Lowell Fitt > >> To: > >> Date: 9/10/2006 12:08:14 PM > >> Subject: Re: Kitfox-List: Question on oil > >> > >> --> Kitfox-List message posted by: "Lowell Fitt" > >> > >> Dee, > >> > >> The value in a full synthetic is the higher temps they can tolerate, the > > hit > >> is their inability to keep the lead residues in suspension. If you fly > >> strictly with car gas, the synthetic should be fine. If you occasionally > >> use 100LL then you might want to avoid synthetics. This from the Rotax > > oil > >> recommendation bulletin. The Rotax 912 series engines use the same oil > > in > >> the engine as well as the gear box so they recommend a motorcycle engine > > oil > >> with the gear additive. If your engine is similar, you might want to > > check > >> the Rotax owners association website for info. > >> > >> Lowell > ________________________________ Message 6 _____________________________________ Time: 08:13:57 AM PST US From: "Bradley M Webb" Subject: Kitfox-List: RE: Repairmans cert and the FAA... WAS: Annual on Kitfox III --> Kitfox-List message posted by: "Bradley M Webb" One thing to note about the FAA: Each FSDO is its own fiefdom, with its own rules internally. Each interprets the CFRs with heavy doses of opinion. If one tells you no, chances are another will say yes. That is not to say that the rule is not the rule, as most CFRs are very cut and dried. But we all know the grey areas in between, and FSDO interpretation is spotty, at best. Point being this: when and how you get a certificate depends on the FSDO you're dealing with, and many times whether the guy is in a good mood or not. Some are stricter than others. There's no real point in saying "...my inspector said this...". Each one may be different. That being said, you can work within the system by playing your cards right. If one answer is no, call another FSDO. They might see things differently. Bradley -----Original Message----- From: owner-kitfox-list-server@matronics.com [mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Lynn Matteson Sent: Saturday, September 16, 2006 7:33 AM Subject: Re: Kitfox-List: Re: Annual on Kitfox III --> Kitfox-List message posted by: Lynn Matteson John- I questioned this "after the 40 hours" on this group...was told not true...called the FAA...they said come on over and get it, and I did...during the 40. Lynn On Friday, September 15, 2006, at 06:44 PM, John Oakley wrote: > --> Kitfox-List message posted by: "John Oakley" > > Andrew, > A repairman's Cert. Is required on an experimental, IF you did build > it you > only have to request and apply for it after the 40 hours. Otherwise > you are > in violation.. > > John Oakley > > -----Original Message----- > From: owner-kitfox-list-server@matronics.com > [mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Andrew > Matthaey > Sent: Friday, September 15, 2006 1:52 PM > To: kitfox-list@matronics.com > Subject: RE: Kitfox-List: Re: Annual on Kitfox III > > --> Kitfox-List message posted by: "Andrew Matthaey" > > > Marco - I could be wrong - but a "Repairman's Certificate" is only for > LSA, > no? Rich's 'Fox is an Experimental-AB, therefore, the builder does not > need > any additional cert's. > > Andrew > KF3 > > >> From: Marco Menezes >> To: kitfox-list@matronics.com >> Subject: RE: Kitfox-List: Re: Annual on Kitfox III >> Date: Fri, 15 Sep 2006 08:15:43 -0700 (PDT) >> >> I think Andrew's right that builder can sign off on annual "condition >> inspection" . . . but only if builder applied for and received FAA >> "repairman's certificate" for the airplane. >> >> >> >> Andrew Matthaey wrote: >> --> Kitfox-List message posted by: "Andrew Matthaey" >> >> Hmm...that's a tough call then! The builder, since he is the >> "manufacturer" >> can sign off an annual - It might be worth checking out...and heck, >> if he >> is >> alive, then he might get a kick out of seeing the plane he built! >> >> Andrew >> KF3 >> >> >>> From: "RichWill" >>> To: kitfox-list@matronics.com >>> Subject: Kitfox-List: Re: Annual on Kitfox III >>> Date: Thu, 14 Sep 2006 18:25:06 -0700 >>> >>> --> Kitfox-List message posted by: "RichWill" >>> >>> How does that work? He can do and/or sign off..yes? I am 2nd owner >>> and >>> it's been 14years since the plane was built.. I have address and >>> name.. >> but >>> frankly.. Think the guy might have even passed away.. >>> >>> -------- >>> Semper Fi >>> 15 ITT >>> G2 HqCo HqBn >>> 1st MarDiv >>> >>> >>> >>> >>> Read this topic online here: >>> >>> http://forums.matronics.com/viewtopic.php?p=61710#61710 >>> >>> >>> >>> >>> >>> >>> >>> >>> >>> >> >> _________________________________________________________________ >> >> >> >> >> >> >> >> >> Marco Menezes >> Model 2 582 N99KX >> >> --------------------------------- > > _________________________________________________________________ > > ________________________________ Message 7 _____________________________________ Time: 11:17:15 AM PST US From: "Don Smythe" Subject: Re: Kitfox-List: Re: Annual on Kitfox III --> Kitfox-List message posted by: "Don Smythe" I applied for mine at the same time I got the inspection. Don Smythe ----- Original Message ----- From: "Lynn Matteson" > I questioned this "after the 40 hours" on this group...was told not > true...called the FAA...they said come on over and get it, and I > did...during the 40. > ________________________________ Message 8 _____________________________________ Time: 11:25:25 AM PST US Subject: Kitfox-List: Re: need landing gear From: "GRPP" --> Kitfox-List message posted by: "GRPP" sorry to hear about your gear. i had a hard landing two weeks ago [Embarassed] and am getting john to look into getting another right gear built. this may help us both if they have to set up a jig to make the gear. i am thinking of upgrading to grove gear and would like any opinions on doing so. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=61961#61961 ________________________________ Message 9 _____________________________________ Time: 12:18:49 PM PST US Subject: Kitfox-List: Re: Bent Model IV for sale From: "GRPP" --> Kitfox-List message posted by: "GRPP" do you have a right droop tip? interested in your gear how much do you want for it? Read this topic online here: http://forums.matronics.com/viewtopic.php?p=61965#61965 ________________________________ Message 10 ____________________________________ Time: 01:16:16 PM PST US From: "Lowell Fitt" Subject: Kitfox-List: Aircraft Model, Engine etc Attached is the organized data from the engine type survey. Keep me posted if there are any other that want to be on it. Lowell ________________________________ Message 11 ____________________________________ Time: 03:34:26 PM PST US From: "John Anderson" Subject: RE: Kitfox-List: Aircraft Model, Engine etc --- MIME Errors - No Plain-Text Section Found --- A message with no text/plain MIME section was received. The entire body of the message was removed. Please resend the email using Plain Text formatting. HOTMAIL is notorious for only including an HTML section in their client's default configuration. If you're using HOTMAIL, please see your email application's settings and switch to a default mail option that uses "Plain Text". --- MIME Errors No Plain-Text Section Found --- ________________________________ Message 12 ____________________________________ Time: 03:42:25 PM PST US From: "John Anderson" Subject: Re: Kitfox-List: [Off-topic] Flight to Germany Oooh Michel, might just be a wee bit far for even a Fox..Kiwiana. Come in the big metal one then we can fly around in mine.. From: Michel Verheughe Subject: Re: Kitfox-List: [Off-topic] Flight to Germany --> Kitfox-List message posted by: Michel Verheughe On Sep 16, 2006, at 7:27 PM, Rex Shaw wrote: > When you drop in to see John in New Zealand just duck across to Australia >it's right next door ... How could I fly to New Zealand to visit John, without stopping at your place, Rex? :-) But I would need a lot of time to do that, and I'll have to wait another 9 years, when I retire. The nice thing, though, is that I feel my Kitfox with its Jabiru is up to it. I mean, it could take such a long voyage. And that's nice, even if I am mostly flying around my home town. Next project is Blois, in France, next year. It is the largest European ultralight aircraft fly-in. But I realise now that we, north Europeans, are much more depending on the weather than say, Australia or southern US. Had the German fly-in been one week earlier, no one would have showed up. Cheers, Michel do not archive _________________________________________________________________ Find the coolest online games @ http://xtramsn.co.nz/gaming ________________________________ Message 13 ____________________________________ Time: 05:26:53 PM PST US From: "Ted Palamarek" Subject: RE: Kitfox-List: Aircraft Model, Engine etc --> Kitfox-List message posted by: "Ted Palamarek" Lowell Please include me in the list. Kitfox model IV-1200 Rotax 912UL with GSC fixed prop Thanks Ted Palamarek Edmonton, Alberta Canada DO NOT ARCHIVE -----Original Message----- From: owner-kitfox-list-server@matronics.com [mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Lowell Fitt Sent: September 16, 2006 2:15 PM Subject: Kitfox-List: Aircraft Model, Engine etc Attached is the organized data from the engine type survey. Keep me posted if there are any other that want to be on it. Lowell ________________________________ Message 14 ____________________________________ Time: 05:44:28 PM PST US From: Dan Billingsley Subject: Re: Kitfox-List: Aircraft Model, Engine etc Lowell, Noticed I wasn't on the list... Dan Billingsley, Mesa AZ Kitfox Lite Squared (Wide Body), TriGear, 912s Thanks Lowell Fitt wrote: Attached is the organized data from the engine type survey. Keep me posted if there are any other that want to be on it. Lowell ________________________________ Message 15 ____________________________________ Time: 06:19:53 PM PST US Subject: Kitfox-List: Re: Kitfox IV-1200 BRS mount From: "parahawk" --> Kitfox-List message posted by: "parahawk" I have not got the BRS yet and my plane is built. BRS tells me they only suitable chute is the 1350 softpack mounted inside in the baggage area. they sent a drawing similar to yours but it has the Bridle routed through the fabric to the outside and around the fuselage and covered with a double sided tape to hold it agains the fuselage. Seems to me me kind of an unusual procedure, but I really don't know and probably have to go with their suggestion. Thanks Al -------- Flying is the highest form of life on earth. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=62024#62024