Today's Message Index:
----------------------
1. 08:55 AM - Re: Sport Pilot: one step closer (Michael Gibbs)
2. 10:50 AM - Re: Alodine spar (Dave G.)
3. 12:31 PM - Re: Re: Sport Pilot: one step closer (Michel Verheughe)
4. 01:12 PM - Re: NSI Manuals and other Materials (Michael Logan)
5. 01:30 PM - Re: Alodine spar (John Anderson)
6. 01:34 PM - Re: NSI Manuals and other Materials (John Anderson)
7. 02:02 PM - Re: Re: Sport Pilot: one step closer (Lynn Matteson)
8. 04:18 PM - Wheelers & Licence in Australia (Rex Shaw)
9. 05:12 PM - 90 mph VW results/tach (ron schick)
Message 1
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| Subject: | Re: Sport Pilot: one step closer |
--> Kitfox-List message posted by: Michael Gibbs <MichaelGibbs@cox.net>
Michel sez:
>...my Norwegian ultralight license is valid for the taildragger
>Kitfox and nosewheel Rans. Any new check-ride will be written in my
>pilot's logbook, signed by an inspector.
I'm not that familiar with "Sport Pilot" rules, so I'll let others
address sport operations, but in the United States no license is
required to fly "ultralights." These are generally limited to single
seat vehicles with a maximum empty weight of 254 pounds, carry less
than 5 gallons of fuel, and cannot exceed 55 knots. I believe that
ultralights are restricted to daytime VFR flights. According to
Wikipedia, what most other countries refer to as "ultralights" are
more closely akin to the new "light sport aircraft" category in the
United States.
A private pilot license is valid for one or more categories and
classes, such as, "airplane, single-engine, land," or "airplane,
multi-engine, seaplane." For example, I have a private pilot license
with instrument rating and am permitted to fly all single engine land
planes with 200 horsepower or less ("high performance"). I can fly
my Piper Arrow because an instructor added a "complex" endorsement to
my logbook indicating that I am competent with constant-speed props
and retractable landing gear. In order to fly tail-draggers, a
private pilot requires a tail wheel endorsement, which is also a
logbook entry from an instructor.
And from there it gets more complicated... :-)
Mike G.
N728KF
Message 2
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| Subject: | Re: Alodine spar |
--> Kitfox-List message posted by: "Dave G." <occom@ns.sympatico.ca>
>> --> Kitfox-List message posted by: "Bob Unternaehrer"
>> <shilocom@mcmsys.com>
>>
>> Alodine is a Chemical etch and only requires contact and time to get the
>> job
>> done. That being said, I know others believe it is a "corrosion
>> inhibitor",
>> I believe that is wishful thinking. None of the tech sheets make any
>> such
>> claims that I've seen. It is simply an etch for improved paint adhesion
>> and
Hi Bob and list. I picked up the product I bought and while I had asked for
Alodine by name the product I received is Dupont 225S metal prep and Dupont
226S Conversion Coating which does contain chromic acid and is advised to
give a high degree of corrosion resistance on aircraft etc. Says it
stabilizes aluminum and give corrosion resistance and paint adhesion. It may
be the same as Alodine as it says it imparts a "golden" colour. We'll see. I
may ultimately wash the inside if the spars with zinc chromate or epoxy
chromate but the original spars lived in our Maritime climate for 15 years
and there is no sign of any corrosion on the pile of cut up spar.
Message 3
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| Subject: | Re: Sport Pilot: one step closer |
--> Kitfox-List message posted by: Michel Verheughe <michel@online.no>
Thank you for your answers, Lynn and Mike.
The situation is different in Europe. First, we don't have a common
European definition of the utralight class but most countries agree to
the following:
1) MTOW of 990 Lbs.
2) Maximumo of two seats.
3) wing load less than 4 Lbs / in2
4) stall speed less than 38 MPH
This is for the 3-axis aircraft of the class. Trikes and gyrocopters
have different minima and maxima.
The class requires a license which is about 75% of the PPL one.
Meteorology is the same but navigation doesn't require radio navigation
(VOR, NDB, DME) and we don't need medical aviation as we are not
allowed to fly with oxygen. On the other hand, we need two-strokes
engine that our PPL friends don't.
But the big difference is that ultralights (also called, microlights)
is not controlled by the national aviation authorities but by the
national air sport ones, just like gliders or sky jumpers or balooners.
Just like any other form of sport, the responsibility is then left to
the different clubs. In Norway, at least, you can't fly an utralight
without being member of a club. The club has instructors, technical
leaders, etc. Those have to be trained and controlled by the central
organisation.
Flying under the utralight rule is much simpler than the PPL
experimental and much cheaper than a GA certified aircraft. However we
are limited to VFR, day only, and on-top is forbidden as the rule says
that, with uncertified engines, we have to fly with always a landing
possibility in sight.
I think the US Sport Pilot license is more like the newly introduced
EuropeanVLA (Very Light Aircraft) class where the MTOW is increased to
1,650 Lbs.
What is for sure is that we need to standardise the classes because
aircraft manufacturers wish to have a global market. Just to
demonstrate the difference between countries when it come to
utralights: Norway requires a helmet when flying. Denmark restrict
altitude to 3,500 ft and Italy ... under 500 ft (!) during week days!
Cheers,
Michel
Message 4
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| Subject: | NSI Manuals and other Materials |
--> Kitfox-List message posted by: "Michael Logan" <michael.logan@cox.net>
Mike,
It looks like you pretty much have all the manuals from NSI. You can get a
service manual for the engine by going to the auto parts store and buying a
service manual for a mid 80's Subaru. I have a Haynes manual that is for
1600/1800 Subaru 1980 to 1994 and it has just about everything you need for
working on the engine.
Mike Logan
Series 5 NSI SHO
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Michael
Couillard
Sent: Wednesday, October 04, 2006 1:55 AM
Subject: Kitfox-List: NSI Manuals and other Materials
--> Kitfox-List message posted by: "Michael Couillard" <couillard1@msn.com>
Hi folks:
I recently made a commitment to buy an NSI EA-81-130-TTBI package from list
member Jim Crowder: firewall forward package for Kitfox 5 taildragger with
turbo and CAP 140 Warp Drive Prop.
I would appreciate if anyone could point me in the right direction.
I'm looking for additional NSI manuals that would cover this installation
(engine, prop, turbo, ignition system, and any other manuals that
they published) plus any other resources that might be available (NSI or
not) that
would be a good resource to have for daily maintenance, overhauls, etc.
Here's what I already have [from NSI through Jim], so I don't cause any
unnecessary work for anyone:
Kitfox Vixen Firewall Installation Instructions
Kitfox Vixen Cooling System and Control Cable Instructions
Kitfox Vixen Cowling Installation Instructions
CAP 140 Cockpit Adjustable Prop Installation/Maintenance/Operators Manual
[this is addressed to Rotax 912/914; don't know if there's another Manual I
need for the EA-81 application?]
CAP 140 Digital Propeller Pitch Gauge Installation/Maintenance/Operators
Manual [this is addressed to Rotax 912/914; don't know if there's another
Manual I need for the EA-81 application?]
Kitfox Vixen Engine Mounting Instructions
Kitfox Vixen Gear Reduction Drive Installation Manual
Most specifically I don't have an engine Operations or Maintenance manual
for this product. Don't know if such a thing exists from NSI. Or if I
should just look for another maintenance manual like a Chiltons? Be nice to
have something that explains basic operation of the engine, like an owner's
manual/operations manual if NSI produced one.
Any other pertinent info/publications would be much appreciated. I'm happy
to cover copy, mailing and other costs for your time. Thanks much! I'm
also quite willing to share what I have if any of you using this package
have a need. Just let me know.
Thanks in advance for your help!
Mike Couillard
KF 5 TD, NSI Turbo (someday it will fly!)
Message 5
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| Subject: | Re: Alodine spar |
--> Kitfox-List message posted by: "John Anderson" <janderson412@hotmail.com>
Sounds the same as Alodine if it contains chromic acid, and offers corrosion
resistance but to just the surface layer. Do not scratch or scuff after
treatment, just degrease.
From: "Dave G." <occom@ns.sympatico.ca>
Subject: Re: Kitfox-List: Alodine spar
--> Kitfox-List message posted by: "Dave G." <occom@ns.sympatico.ca>
>>--> Kitfox-List message posted by: "Bob Unternaehrer"
>><shilocom@mcmsys.com>
>>
>>Alodine is a Chemical etch and only requires contact and time to get the
>>job
>>done. That being said, I know others believe it is a "corrosion
>>inhibitor",
>>I believe that is wishful thinking. None of the tech sheets make any such
>>claims that I've seen. It is simply an etch for improved paint adhesion
>>and
Hi Bob and list. I picked up the product I bought and while I had asked for
Alodine by name the product I received is Dupont 225S metal prep and Dupont
226S Conversion Coating which does contain chromic acid and is advised to
give a high degree of corrosion resistance on aircraft etc. Says it
stabilizes aluminum and give corrosion resistance and paint adhesion. It may
be the same as Alodine as it says it imparts a "golden" colour. We'll see. I
may ultimately wash the inside if the spars with zinc chromate or epoxy
chromate but the original spars lived in our Maritime climate for 15 years
and there is no sign of any corrosion on the pile of cut up spar.
_________________________________________________________________
Discover fun and games at @ http://xtramsn.co.nz/kids
Message 6
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| Subject: | NSI Manuals and other Materials |
--> Kitfox-List message posted by: "John Anderson" <janderson412@hotmail.com>
Yes the Haynes is great but does not cover the EFI Turbo engine. There is a
suppliment manual you can get from Subaru, well they produced one and might
still be available.
From: "Michael Logan" <michael.logan@cox.net>
Subject: RE: Kitfox-List: NSI Manuals and other Materials
--> Kitfox-List message posted by: "Michael Logan" <michael.logan@cox.net>
Mike,
It looks like you pretty much have all the manuals from NSI. You can get a
service manual for the engine by going to the auto parts store and buying a
service manual for a mid 80's Subaru. I have a Haynes manual that is for
1600/1800 Subaru 1980 to 1994 and it has just about everything you need for
working on the engine.
Mike Logan
Series 5 NSI SHO
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Michael
Couillard
Sent: Wednesday, October 04, 2006 1:55 AM
Subject: Kitfox-List: NSI Manuals and other Materials
--> Kitfox-List message posted by: "Michael Couillard" <couillard1@msn.com>
Hi folks:
I recently made a commitment to buy an NSI EA-81-130-TTBI package from list
member Jim Crowder: firewall forward package for Kitfox 5 taildragger with
turbo and CAP 140 Warp Drive Prop.
I would appreciate if anyone could point me in the right direction.
I'm looking for additional NSI manuals that would cover this installation
(engine, prop, turbo, ignition system, and any other manuals that
they published) plus any other resources that might be available (NSI or
not) that
would be a good resource to have for daily maintenance, overhauls, etc.
Here's what I already have [from NSI through Jim], so I don't cause any
unnecessary work for anyone:
Kitfox Vixen Firewall Installation Instructions
Kitfox Vixen Cooling System and Control Cable Instructions
Kitfox Vixen Cowling Installation Instructions
CAP 140 Cockpit Adjustable Prop Installation/Maintenance/Operators Manual
[this is addressed to Rotax 912/914; don't know if there's another Manual I
need for the EA-81 application?]
CAP 140 Digital Propeller Pitch Gauge Installation/Maintenance/Operators
Manual [this is addressed to Rotax 912/914; don't know if there's another
Manual I need for the EA-81 application?]
Kitfox Vixen Engine Mounting Instructions
Kitfox Vixen Gear Reduction Drive Installation Manual
Most specifically I don't have an engine Operations or Maintenance manual
for this product. Don't know if such a thing exists from NSI. Or if I
should just look for another maintenance manual like a Chiltons? Be nice to
have something that explains basic operation of the engine, like an owner's
manual/operations manual if NSI produced one.
Any other pertinent info/publications would be much appreciated. I'm happy
to cover copy, mailing and other costs for your time. Thanks much! I'm
also quite willing to share what I have if any of you using this package
have a need. Just let me know.
Thanks in advance for your help!
Mike Couillard
KF 5 TD, NSI Turbo (someday it will fly!)
_________________________________________________________________
Check out the latest video @ http://xtra.co.nz/streaming
Message 7
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| Subject: | Re: Sport Pilot: one step closer |
--> Kitfox-List message posted by: Lynn Matteson <lynnmatt@jps.net>
Over here we have (for Sport Pilot) a minimum of 20 hrs training,
which is half of that required for a Private Pilot....less training,
but more restrictions on what you can do. The medical requirements can
be met by having a valid State-issued drivers license. Maximum flight
altitude is 10,000 msl, and the pilot must be able to see the earth at
all times. Daylight only, VFR, one passenger maximum, no banner towing,
no flying for hire, no flying in furtherance of a job, no flying of
aircraft that has a gross weight of over 1320 pounds (or 1440, I think,
if equipped with floats), single-engine, non-turbocharged, and maybe
one or two others that I'm forgetting, but these are the major
restrictions. Over here, the designation of Kitfoxes like yours and
mine, Michel, is Experimental-Light Sport Aircraft, or E-LSA. I'm still
confused by the Amateur-built versus Experimental-homebuilt, but I'm
not gonna lose any sleep over it. : ) As long as I get my "ticket to
ride", I'll be happy.
Lynn
On Saturday, October 7, 2006, at 03:30 PM, Michel Verheughe wrote:
> --> Kitfox-List message posted by: Michel Verheughe <michel@online.no>
>
> Thank you for your answers, Lynn and Mike.
>
> The situation is different in Europe. First, we don't have a common
> European definition of the utralight class but most countries agree to
> the following:
>
> 1) MTOW of 990 Lbs.
> 2) Maximumo of two seats.
> 3) wing load less than 4 Lbs / in2
> 4) stall speed less than 38 MPH
>
> This is for the 3-axis aircraft of the class. Trikes and gyrocopters
> have different minima and maxima.
>
> The class requires a license which is about 75% of the PPL one.
> Meteorology is the same but navigation doesn't require radio
> navigation (VOR, NDB, DME) and we don't need medical aviation as we
> are not allowed to fly with oxygen. On the other hand, we need
> two-strokes engine that our PPL friends don't.
>
> But the big difference is that ultralights (also called, microlights)
> is not controlled by the national aviation authorities but by the
> national air sport ones, just like gliders or sky jumpers or
> balooners. Just like any other form of sport, the responsibility is
> then left to the different clubs. In Norway, at least, you can't fly
> an utralight without being member of a club. The club has instructors,
> technical leaders, etc. Those have to be trained and controlled by the
> central organisation.
>
> Flying under the utralight rule is much simpler than the PPL
> experimental and much cheaper than a GA certified aircraft. However we
> are limited to VFR, day only, and on-top is forbidden as the rule says
> that, with uncertified engines, we have to fly with always a landing
> possibility in sight.
>
> I think the US Sport Pilot license is more like the newly introduced
> EuropeanVLA (Very Light Aircraft) class where the MTOW is increased to
> 1,650 Lbs.
>
> What is for sure is that we need to standardise the classes because
> aircraft manufacturers wish to have a global market. Just to
> demonstrate the difference between countries when it come to
> utralights: Norway requires a helmet when flying. Denmark restrict
> altitude to 3,500 ft and Italy ... under 500 ft (!) during week days!
>
> Cheers,
> Michel
>
>
Message 8
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| Subject: | Wheelers & Licence in Australia |
Now that you mentioned it, Jose, I recall asking him
about wheel landings early on during instruction, and he said we'd get
to that later. Maybe I'd better mention it to him. : )
Hi ! Lynn,
when I did my taildragger endorsement I think we are
supposed to demonstrate 2 wheeler landings here in Australia. However my
instructor is dead against wheelers in a tail dragger but he did ask me
one day if I wanted to try. I thought it would be an interesting
challenge so I said yes. As we touched down first time I instincively
pulled the stick back for a second only to realise as I did it that it
was the wrong thing so that one was messed up. Well I tried 2 more and
was getting better but not good and he said that was enough. Later as we
walked back into the club rooms someone asked us how the wheelers went
and my intructor said they were not too bad but I think he was just
being very kind to me. Anyway I would say forget the stupid things as
being practical but they certainly are an interesting challenge for fun.
Just my opinion !
Just one more question: Are you checked out for one type of aircraft
> at the time? E.g. my Norwegian ultralight license is valid for the
> taildragger Kitfox and nosewheel Rans. Any new check-ride will be
> written in my pilot's logbook, signed by an inspector.
Michel,
here in Australia we have a licence either with a tricycle
only restriction or a licence with that restriction removed thus
allowing flying a tail dragger. However our licence also mentions 3 axis
control, radio licence and cross country. So my licence with the
restriction removed allows me to fly any ultralight but in fact. I
trained in a Jabiru tricycle for my restricted then promptly continued
in my Kitfox to get that restriction removed and these are really the
only two planes I have flown.
Rex
from Australia.
Message 9
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| Subject: | 90 mph VW results/tach |
--> Kitfox-List message posted by: "ron schick" <roncarolnikko@hotmail.com>
I put the Ivo back on and left the pitch in the "nuetral" adjustment
position. While my tach only read 1500 rpm I was cuising easily at 80 and
90-92 flat out. My climb was 700 fpm from 2000' to 2700' at 60 f. Perhaps
this 1915cc VW redrive has hope yet. Me thinks the tach is WAY off. I was
setting the pitch wrong. Does anyone know if the loop wire needs cut on a
Westach 2AT3-2 when hooked up to a Slick mag? Ron NB Ore.
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