Today's Message Index:
----------------------
0. 12:12 AM - Wow, Cool! New List Feature... [Please Read] (Matt Dralle)
2. 03:32 AM - Re: revisit alodine subject (Ceashman@aol.com)
3. 03:52 AM - Re: Warp Drive mounting (dave)
4. 04:05 AM - Basic question : If Steve is right about LSA rules. . . (dave)
5. 04:17 AM - Tires (Mike Chaney)
6. 05:17 AM - EA-81 Subaru Drivers (GENTRYLL@aol.com)
7. 05:34 AM - Re: Tires (Bob)
8. 05:41 AM - Re: EA-81 Subaru Drivers (dave)
9. 06:10 AM - Re: Engine Heater (Larry Martin)
10. 06:14 AM - Re: EA-81 Subaru Drivers (kirk hull)
11. 06:59 AM - Re: Basic question : If Steve is right about LSA rules. . . (Lowell Fitt)
12. 06:59 AM - PIC for you : Warp Drive mounting (dave)
13. 06:59 AM - Re: EA-81 Subaru Drivers (JC Propellerdesign)
14. 07:02 AM - Re: Re: Tires (Lowell Fitt)
15. 07:08 AM - Re: Basic question : If Steve is right about LSA rules. . . (84KF)
16. 08:16 AM - Re: Basic question : If Steve is right about LSA rules. . . (kirk hull)
17. 08:44 AM - Re: EA-81 Subaru Drivers (Lynn Matteson)
18. 08:49 AM - Re: EA-81 Subaru Drivers (GENTRYLL@aol.com)
19. 09:14 AM - Re: Basic question : If Steve is right about LSA rules. . . (84KF)
20. 09:20 AM - Re: EA-81 Subaru Drivers (dave)
21. 09:31 AM - Re: Warp Drive mounting (Guy Buchanan)
22. 10:27 AM - Re: Still Learning (Randy Daughenbaugh)
23. 10:54 AM - Re: Still Learning (dave)
24. 11:25 AM - Re: Need a floating ball for fuel quantity sight tube (Grant Fluent)
25. 12:30 PM - Re: EA-81 Subaru Drivers (Lynn Matteson)
26. 12:57 PM - Re: EA-81 Subaru Drivers (GENTRYLL@aol.com)
27. 02:58 PM - Re: Re: Basic question : If Steve is right about LSA rules. . . (Don Smythe)
28. 03:06 PM - Re: EA-81 Subaru Drivers (kurt schrader)
29. 03:08 PM - Re: EA-81 Subaru Drivers (kirk hull)
30. 03:35 PM - Re: Re: Basic question : If Steve is right about LSA rules. . . (Ted Palamarek)
31. 03:55 PM - Re: EA-81 Subaru Drivers (John Anderson)
32. 04:03 PM - Re: Re: Basic question : If Steve is right about LSA rules. . . (Lynn Matteson)
33. 04:09 PM - Re: EA-81 Subaru Drivers (John Anderson)
34. 04:38 PM - Re: Re: Basic question : If Steve is right about LSA rules. . . (dave)
35. 04:51 PM - Re: Re: Basic question : If Steve is right about LSA rules. . . (Lowell Fitt)
36. 04:59 PM - Re: Re: Basic question : If Steve is right about LSA rules. . . (kirk hull)
37. 05:57 PM - Re: Re: Basic question : If Steve is right about LSA rules. . . (Glenn Horne)
38. 06:07 PM - Re: Re: Basic question : If Steve is right about LSA rules. . . (Ben Baltrusaitis)
39. 06:11 PM - Re: EA-81 Subaru Drivers (mic thiessen)
40. 06:26 PM - Re: Basic question : If Steve is right about LSA rules. . . (84KF)
41. 08:46 PM - Re: Basic question : If Steve is right about LSA rules. . . (84KF)
42. 11:17 PM - Re: EA-81 Subaru Drivers (JC Propellerdesign)
43. 11:27 PM - Re: EA-81 Subaru Drivers (JC Propellerdesign)
44. 11:43 PM - Re: EA-81 Subaru Drivers (John Anderson)
Message 1
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| Subject: | Wow, Cool! New List Feature... [Please Read] |
Dear Listers,
By popular suggestion, I've written a substantial new code module for the Matronics
Email Lists system. Here's how it works...
During each November, I send out quite a few PBS-like "Please make a Contribution
to support your List" emails. Wouldn't it be cool if, once a member made a
Contribution, they didn't have to receive my support pleas anymore for the rest
of that year?
Well, that's exactly what I've written! Following this posting, anyone that makes
a List Contribution in 2006 will no longer receive my Contribution Pleas for
the rest of the year!
The best part is this not only applies to the Realtime distribution, but also the
Digest distribution! For those that have made a Contribution, the Daily Digest
email-version will be invisibly stripped of my requests as well! (Note that
my requests will still be present in the online versions of the Digests, List
Browse, and on the Forum site.)
For those submitting their Contribution by personal Check, please be sure to include
your email address along with your Check as this is what is used to determine
eligibility.
So, in a nutshell, here's how it works:
Make a Contribution = No more "Please Make a Contribution" messages!
How sweet is that? If that's not a great reason to jump on the Matronics Email
List Contribution site and make your donation today, I don't know what is!
Don't forget that there are some totally awesome free gifts to be had along with
your List Contribution this year!! Don't wait a minute longer to support your
Lists!
http://www.matronics.com/contribution
Thank you for your Support!!
Matt Dralle
Matronics Email List Administrator
Message 2
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| Subject: | Re: revisit alodine subject |
When treating bare aluminum the best practices are:
If you are going to use Scotch Brite, only use the red color (item # 7447)
This is manufactured with an aluminum oxide grit. If you use the grey (item #
7448) this is silicone carbide grit. The silicone carbide could break down and
stick in the aluminum and cause corrosive stress points, very much I have been
told like marking aluminum with a pencil. That is why we use felt tip pens
when writing on bare aluminum.
Use Alumiprep No 33 from Henkle corp. Follow the directions, You can dilute
with water or can be used full strength. This will, as some have put it; super
clean and effervesce on the surface of the aluminum. You can use the red
Scotch Brite if you want to get particularly angry with what you are doing.
But using Scotch Brite with just plain water will make you angry because
nothing much happens only that the Scotch Brite digs in the the soft alloy and
you
smear the grease and oils around, now pushing the oils into the base of the
Scotch Brite scratches. Bad for anything going on later.
A quick paper wipe dry and you are ready for the Alodine No 1001, the clear
or Alodine No 1201 the gold color, also from Henkle corporation. Follow the
instructions on the plastic container and you should be in good hands.
Some aluminum alloys accept the color change, to gold, very easily and
quickly and some hardened alloys show very little color change when using the No
1201. Someone said that if you use RED Scotch Brite when washing with Alumiprep
No 33 There is a noticeable color change, that is because you are breaking the
surface of the hardened aluminum, Nothing too wrong only that you see more
color.
The main point is you do not want water to bead up on the aluminum, you want
it to sheet.
Alumiprep No 33 is perfect for cleaning and brightening the aluminum. After
this, use the Alodine, no problem if you don't get the gold discoloration. If
the Alodine is unused and fresh it is going to protect and adhere to the
aluminum. Making it ready for a subsequent coat of primer.
Very important.
If you use Alumiprep No 33 you should protect the aluminum as soon as
possible. The base metal is super clean and can corrode easily.
Eric. Atlanta GA
Message 3
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| Subject: | Re: Warp Drive mounting |
Lowell,
The spinner of choice for me would the UHS. He makes them near me and they
are excellent.
Yes you will need longer bolts using the "crush plate" But i THink My new
WARP came with it . I will look up intructions and see. I did not like
the bolts directly on the machined hub.
Dave
----- Original Message -----
From: "Lowell Fitt" <lcfitt@sbcglobal.net>
Sent: Sunday, November 05, 2006 11:39 AM
Subject: Re: Kitfox-List: Warp Drive mounting
>
> I think it depends on the spinner. It seems not all are mounted the same.
> My Warp spinner mounting plate, at least I think it was from Warp as it
> came with the prop from Skystar, is mounted last (forward of the prop hub)
> as the flange for the actual spinner mounting is tapered aft with cutouts
> for the prop blades.
>
> The squash plate, I think, is primarily used for the wood props. My
> set-up came with one, but the bolts shipped were too short for
> installation of the plate. I decided that the plate was something for the
> Misc Kitfox Box if using the Warp prop.
>
> The former is as it is, the latter is an opinion.
>
> ----- Original Message -----
> From: "dave" <dave@cfisher.com>
> To: <kitfox-list@matronics.com>
> Sent: Sunday, November 05, 2006 4:00 AM
> Subject: Re: Kitfox-List: Warp Drive mounting
>
>
>>
>> Dave says
>> > If I had a spinner --it would go HUB - spinner backing plate -
>> > HPL
>> hub - 1/8 inch plate - then 8mm bolts with washers under the head ....
>> Hope this helps you and I would call Warp to verify all this rambling.
>> Dave
>>
>>
>> ----- Original Message -----
>> From: "Dave G." <occom@ns.sympatico.ca>
>> To: <kitfox-list@matronics.com>
>> Sent: Sunday, November 05, 2006 6:36 AM
>> Subject: Kitfox-List: Warp Drive mounting
>>
>>
>>>
>>>> >
>>>> > Dave.
>>>> >
>>>> > The mounting plate goes on outside of hub.
>>>> >
>>>
>>> There have been a couple of replies stating this and I'm confused. I
>>> have a spinner mounting plate that is about 1/8" thick and 7" diameter.
>>> It was originally used with a GSC prop that now hangs in the basement.
>>> The spinner attaches with 9 machine screws around it's base. I must
>>> mount this between the Warp HPL hub and the mounting flange. After the
>>> hub I have the choice of using just washers under the heads of the 8mm
>>> bolts or another flange like plate (which has suddenly gone AWOL). Any
>>> locknuts or other fastening helper must go in the space between the
>>> C-box and the mounting flange. My immediate though is to use
>>> cross-drilled bolts with washers under the heads and nothing behind the
>>> flange, wire secured. However I am a complete neophyte in aviation
>>> matters and I am willing to be educated.
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>
>
>
Message 4
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| Subject: | Basic question : If Steve is right about LSA rules. . |
.
Steve so what you are saying is basically on a plane that can have a higher
gross eg 1550 but you register it at 1320 under LSA rules so you can fly
without a aviation medical then you are essentially limiting the legal gross
weight by the pilot's own limitations ?
If so what would this do for resale value? eg you have a plane that was
designed for higher but has been limited due to the original builder
limitations ?
Dave
PS Canada is working on a similar class right now.
----- Original Message -----
From: "84KF" <stevebenesh@comcast.net>
Sent: Sunday, November 05, 2006 6:18 PM
Subject: Kitfox-List: Re: If Steve is right about LSA rules. . .
?othen can I fly without a high-performance endorsement:?
Yes, you may.
61.31 Type rating requirements, additional training, and authorization
requirements.
(e) Additional training required for operating complex airplanes. (1) Except
as provided in paragraph (e)(2) of this section, no person may act as pilot
in command of a complex airplane (an airplane that has a retractable landing
gear, flaps, and a controllable pitch propeller; or, in the case of a
seaplane, flaps and a controllable pitch propeller), unless the person has--
(i) Received and logged ground and flight training from an authorized
instructor in a complex airplane, or in a flight simulator or flight
training device that is representative of a complex airplane, and has been
found proficient in the operation and systems of the airplane; and
(ii) Received a one-time endorsement in the pilot's logbook from an
authorized instructor who certifies the person is proficient to operate a
complex airplane.
(2) The training and endorsement required by paragraph (e)(1) of this
section is not required if the person has logged flight time as pilot in
command of a complex airplane, or in a flight simulator or flight training
device that is representative of a complex airplane prior to August 4, 1997.
(f) Additional training required for operating high-performance airplanes.
(1) Except as provided in paragraph (f)(2) of this section, no person may
act as pilot in command of a high-performance airplane (an airplane with an
engine of more than 200 horsepower), unless the person has--
(i) Received and logged ground and flight training from an authorized
instructor in a high-performance airplane, or in a flight simulator or
flight training device that is representative of a high-performance
airplane, and has been found proficient in the operation and systems of the
airplane; and
(ii) Received a one-time endorsement in the pilot's logbook from an
authorized instructor who certifies the person is proficient to operate a
high-performance airplane.
(2) The training and endorsement required by paragraph (f)(1) of this
section is not required if the person has logged flight time as pilot in
command of a high-performance airplane, or in a flight simulator or flight
training device that is representative of a high-performance airplane prior
to August 4, 1997.
(k) Exceptions.
.
(2) The rating limitations of this section do not apply to--
(iii) The holder of a pilot certificate when operating an aircraft under the
authority of an experimental or provisional aircraft type certificate;
(v) The holder of a recreational pilot certificate operating under the
provisions of Sec. 61.101(h).
The requirement for an endorsement is NOT required when operation an
Experimental AW aircraft
Your question is completely out of context and is presented in an trolling
manner.
The answerer is correct, .....but not what you have been told, so you
won?Tt be convinced of this either.
Steve
--------
Steve: Former Fi-156 'Storch' driver (...talk about folding wings!!!)
New owner, not builder- Kitfox V / 912UL / Warp Dr 3 blade. Thanks to the
late great Ray Mudge, Brighton Mi.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=72466#72466
Message 5
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I changed tires on my Cub Cadet and have two good 20 x 9 8NHS 2 ply tires.
These tires have the turf style tread.
My question is, I can think of no reason why I couldn't use these tires on
my Model IV except maybe for the tread and I think the tire may be a bit
taller? What are the thoughts of some of the list members on this subject.
Mike C.
Message 6
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| Subject: | EA-81 Subaru Drivers |
I received some good advice a few days ago on landing techniques for my
model IV, so I thoughtI would pass this by you also. I built my Fox and it's net
weight is 575 lbs. The warp drive prop pitch is set at 17 degrees. Max rpm
it will achieve for takeoff is 4900, uncalibrated. It climbs like a rocket
and cruise speed at 4200 rpms is 95 mph. My worry is the engine oil temp runs
in the low yellow at around 255 degrees while the water temp is only about 150
degrees. Oil pressure levels off at around 30 psi after engine warms up.
The engine is a NSI version with approx 1000 hrs. It was taken out of another
kitfox that met a deer and I installed it in mine. Compresssions are all
175. Are these parameters normal for my setup?
Message 7
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See if the manufacturer can provide a weight and speed rating. The forces on the
tread of a spinning tire cna be incredible.
Bob
A&P, Aero Eng
--------
Remember that internet advice may only be worth what you pay.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=72608#72608
Message 8
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| Subject: | Re: EA-81 Subaru Drivers |
Extremely lightly built with a suberu engine. must be near a record
lite weight with that combo.
Dave
----- Original Message -----
From: GENTRYLL@aol.com
To: kitfox-list@matronics.com
Sent: Monday, November 06, 2006 8:16 AM
Subject: Kitfox-List: EA-81 Subaru Drivers
I received some good advice a few days ago on landing techniques for
my model IV, so I thoughtI would pass this by you also. I built my Fox
and it's net weight is 575 lbs. The warp drive prop pitch is set at 17
degrees. Max rpm it will achieve for takeoff is 4900, uncalibrated. It
climbs like a rocket and cruise speed at 4200 rpms is 95 mph. My worry
is the engine oil temp runs in the low yellow at around 255 degrees
while the water temp is only about 150 degrees. Oil pressure levels off
at around 30 psi after engine warms up. The engine is a NSI version
with approx 1000 hrs. It was taken out of another kitfox that met a
deer and I installed it in mine. Compresssions are all 175. Are these
parameters normal for my setup?
Message 9
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| Subject: | Re: Engine Heater |
Deyke,
I use an electer rad hose heater. I know you dont have lectric now,
but how about when your away? Works great.
larry
Message 10
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| Subject: | EA-81 Subaru Drivers |
I think I would add some capacity to the oil system with a larger filter or
better yet an oil cooler.
_____
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of
GENTRYLL@aol.com
Sent: Monday, November 06, 2006 7:17 AM
Subject: Kitfox-List: EA-81 Subaru Drivers
I received some good advice a few days ago on landing techniques for my
model IV, so I thoughtI would pass this by you also. I built my Fox and it's
net weight is 575 lbs. The warp drive prop pitch is set at 17 degrees. Max
rpm it will achieve for takeoff is 4900, uncalibrated. It climbs like a
rocket and cruise speed at 4200 rpms is 95 mph. My worry is the engine oil
temp runs in the low yellow at around 255 degrees while the water temp is
only about 150 degrees. Oil pressure levels off at around 30 psi after
engine warms up. The engine is a NSI version with approx 1000 hrs. It was
taken out of another kitfox that met a deer and I installed it in mine.
Compresssions are all 175. Are these parameters normal for my setup?
Message 11
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| Subject: | Re: Basic question : If Steve is right about LSA rules. |
. .
Dave, It is not the pilot that determines the max gross Wt., but the
manufacturer. check on N96KL and you will see me as the manufacturer of
this airplane. We as builders have some descretion on some of the
aircraft's specs. I have a friend who's IV is certified for aerobatics as
that was included in his test phase. No one cares who the pilot is short of
a ramp check or an accident and then it will be the FAA and your insurance
carrier in that order.
Regarding resale - it might help mightely if the prospective buyer is an old
codger at risk of losing his medical. consider the $70,000 factory LSA's
out there. It's a supply and demand thing. If there are 10 5-7s for sale
and one that is certified at 1320 max and that is what I am looking for, do
the math.
Lowell
----- Original Message -----
From: "dave" <dave@cfisher.com>
Sent: Monday, November 06, 2006 4:05 AM
Subject: Kitfox-List: Basic question : If Steve is right about LSA rules. .
.
>
> Steve so what you are saying is basically on a plane that can have a
> higher gross eg 1550 but you register it at 1320 under LSA rules so you
> can fly without a aviation medical then you are essentially limiting the
> legal gross weight by the pilot's own limitations ?
> If so what would this do for resale value? eg you have a plane that was
> designed for higher but has been limited due to the original builder
> limitations ?
>
> Dave
>
> PS Canada is working on a similar class right now.
>
>
> ----- Original Message -----
> From: "84KF" <stevebenesh@comcast.net>
> To: <kitfox-list@matronics.com>
> Sent: Sunday, November 05, 2006 6:18 PM
> Subject: Kitfox-List: Re: If Steve is right about LSA rules. . .
>
>
>
> ?othen can I fly without a high-performance endorsement:?
>
> Yes, you may.
>
> 61.31 Type rating requirements, additional training, and authorization
> requirements.
>
> (e) Additional training required for operating complex airplanes. (1)
> Except as provided in paragraph (e)(2) of this section, no person may act
> as pilot in command of a complex airplane (an airplane that has a
> retractable landing gear, flaps, and a controllable pitch propeller; or,
> in the case of a seaplane, flaps and a controllable pitch propeller),
> unless the person has--
> (i) Received and logged ground and flight training from an authorized
> instructor in a complex airplane, or in a flight simulator or flight
> training device that is representative of a complex airplane, and has been
> found proficient in the operation and systems of the airplane; and
> (ii) Received a one-time endorsement in the pilot's logbook from an
> authorized instructor who certifies the person is proficient to operate a
> complex airplane.
>
> (2) The training and endorsement required by paragraph (e)(1) of this
> section is not required if the person has logged flight time as pilot in
> command of a complex airplane, or in a flight simulator or flight training
> device that is representative of a complex airplane prior to August 4,
> 1997.
> (f) Additional training required for operating high-performance airplanes.
> (1) Except as provided in paragraph (f)(2) of this section, no person may
> act as pilot in command of a high-performance airplane (an airplane with
> an engine of more than 200 horsepower), unless the person has--
> (i) Received and logged ground and flight training from an authorized
> instructor in a high-performance airplane, or in a flight simulator or
> flight training device that is representative of a high-performance
> airplane, and has been found proficient in the operation and systems of
> the airplane; and
> (ii) Received a one-time endorsement in the pilot's logbook from an
> authorized instructor who certifies the person is proficient to operate a
> high-performance airplane.
>
> (2) The training and endorsement required by paragraph (f)(1) of this
> section is not required if the person has logged flight time as pilot in
> command of a high-performance airplane, or in a flight simulator or flight
> training device that is representative of a high-performance airplane
> prior to August 4, 1997.
> (k) Exceptions.
> .
> (2) The rating limitations of this section do not apply to--
>
> (iii) The holder of a pilot certificate when operating an aircraft under
> the authority of an experimental or provisional aircraft type certificate;
> (v) The holder of a recreational pilot certificate operating under the
> provisions of Sec. 61.101(h).
>
> The requirement for an endorsement is NOT required when operation an
> Experimental AW aircraft
>
> Your question is completely out of context and is presented in an
> trolling manner.
>
> The answerer is correct, .....but not what you have been told, so you
> won?Tt be convinced of this either.
> Steve
>
> --------
> Steve: Former Fi-156 'Storch' driver (...talk about folding wings!!!)
> New owner, not builder- Kitfox V / 912UL / Warp Dr 3 blade. Thanks to the
> late great Ray Mudge, Brighton Mi.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=72466#72466
>
>
>
Message 12
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| Subject: | Warp Drive mounting |
Here is how mine is mounted
http://www.cfisher.com/kitfox/warp.htm
those at 8 MM bolts
Dave
----- Original Message -----
From: Dave G.
To: kitfox-list@matronics.com
Sent: Sunday, November 05, 2006 5:21 PM
Subject: RE: Kitfox-List: Warp Drive mounting
I've attached an slightly exploded view of the spinner and hub.
(ignore the title, software picked it) As you can see locknuts would be
a little inconvenient behind the plate. I've sent it to Warpdrive props
also for comment.
<janderson412@hotmail.com>
>Not sure that I follow exactly what you have but the prop hub must go
onto
>the prop flange. Then the spinner mounting plate. As mentioned in my
last, I
>have a re-enforcing ring flange on the outer face of the spinner
mounting
>plate.
Message 13
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| Subject: | Re: EA-81 Subaru Drivers |
150F = 65C is a bit cool, 90C = 194F would be better.
Oil little to warm with 124C=255F
My SEAT have 90C/194F as normal marking and 130C/266F as max on water,
and 100C/212F as normal and 150C/302F as max on oil, a little warmer
then usual on old engines.
If you don't have you can use a water cooled oil cooler that sits under
the oilfilter that will cool oil and warm water.
Jan Carlsson
www.jcpropellerdesign.com
Ps. a woman entered the Autoshop, and said; I want 710 !
The clerk asked, What is that? She said it says 710 on the filler on the
top of engine...
----- Original Message -----
From: GENTRYLL@aol.com
To: kitfox-list@matronics.com
Sent: Monday, November 06, 2006 2:16 PM
Subject: Kitfox-List: EA-81 Subaru Drivers
I received some good advice a few days ago on landing techniques for
my model IV, so I thoughtI would pass this by you also. I built my Fox
and it's net weight is 575 lbs. The warp drive prop pitch is set at 17
degrees. Max rpm it will achieve for takeoff is 4900, uncalibrated. It
climbs like a rocket and cruise speed at 4200 rpms is 95 mph. My worry
is the engine oil temp runs in the low yellow at around 255 degrees
while the water temp is only about 150 degrees. Oil pressure levels off
at around 30 psi after engine warms up. The engine is a NSI version
with approx 1000 hrs. It was taken out of another kitfox that met a
deer and I installed it in mine. Compresssions are all 175. Are these
parameters normal for my setup?
Message 14
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Kitfoxes have flown with lawn tractor tires since day one. I have never
heard of anyone having an accident, incident or even a flat due to tire
"failure". Lancair yes, Kitfox no!
Respectfully,
Lowell
----- Original Message -----
From: "Bob" <dswaim1119@comcast.net>
Sent: Monday, November 06, 2006 5:33 AM
Subject: Kitfox-List: Re: Tires
>
> See if the manufacturer can provide a weight and speed rating. The forces
> on the tread of a spinning tire cna be incredible.
> Bob
> A&P, Aero Eng
>
> --------
> Remember that internet advice may only be worth what you pay.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=72608#72608
>
>
>
Message 15
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| Subject: | Re: Basic question : If Steve is right about LSA rules. . |
.
No Dave,
I never said anything like that.
The word register? Do you mean, as in registration?
What do you mean higher gross eg 1550 What is that?
Do you mean design weight? Or, perhaps, maximum weight as on a TCDS???
See, use the wrong words,
Steve so what you are saying is basically on a plane that can have a higher gross
eg 1550 but you register it at 1320 under LSA rules so you can fly without
a aviation medical then you are essentially limiting the legal gross weight by
the pilot's own limitations ?
No. Just the opposite. Why would you want to , or need to do, what you just suggested?
As you see, this is one negative effect if you let someone convince
you that it a 1550 design weight is not allowed in a LSA eligible aircraft. You
stated my point exactly, just inverted and backwards. Thank you .
what would this do for resale value? Not much good eh?
I dont say anything , the Big FAA guy with the official pen did though.
steve
--------
Steve: Former Fi-156 'Storch' driver (...talk about folding wings!!!)
New owner, not builder- Kitfox V / 912UL / Warp Dr 3 blade. Thanks to the late
great Ray Mudge, Brighton Mi.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=72641#72641
Message 16
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| Subject: | Basic question : If Steve is right about LSA rules. |
. .
I have actually seen the price on some aircoups go up if they did not have
the stc for an increased gross weight because they are still sport pilot
qualified and the FAA has said that they will not allow the plane to be
changed back.
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Lowell Fitt
Sent: Monday, November 06, 2006 8:58 AM
Subject: Re: Kitfox-List: Basic question : If Steve is right about LSA
rules. . .
Dave, It is not the pilot that determines the max gross Wt., but the
manufacturer. check on N96KL and you will see me as the manufacturer of
this airplane. We as builders have some descretion on some of the
aircraft's specs. I have a friend who's IV is certified for aerobatics as
that was included in his test phase. No one cares who the pilot is short of
a ramp check or an accident and then it will be the FAA and your insurance
carrier in that order.
Regarding resale - it might help mightely if the prospective buyer is an old
codger at risk of losing his medical. consider the $70,000 factory LSA's
out there. It's a supply and demand thing. If there are 10 5-7s for sale
and one that is certified at 1320 max and that is what I am looking for, do
the math.
Lowell
----- Original Message -----
From: "dave" <dave@cfisher.com>
Sent: Monday, November 06, 2006 4:05 AM
Subject: Kitfox-List: Basic question : If Steve is right about LSA rules. .
.
>
> Steve so what you are saying is basically on a plane that can have a
> higher gross eg 1550 but you register it at 1320 under LSA rules so you
> can fly without a aviation medical then you are essentially limiting the
> legal gross weight by the pilot's own limitations ?
> If so what would this do for resale value? eg you have a plane that was
> designed for higher but has been limited due to the original builder
> limitations ?
>
> Dave
>
> PS Canada is working on a similar class right now.
>
>
> ----- Original Message -----
> From: "84KF" <stevebenesh@comcast.net>
> To: <kitfox-list@matronics.com>
> Sent: Sunday, November 05, 2006 6:18 PM
> Subject: Kitfox-List: Re: If Steve is right about LSA rules. . .
>
>
>
> ?othen can I fly without a high-performance endorsement:?
>
> Yes, you may.
>
> 61.31 Type rating requirements, additional training, and authorization
> requirements.
>
> (e) Additional training required for operating complex airplanes. (1)
> Except as provided in paragraph (e)(2) of this section, no person may act
> as pilot in command of a complex airplane (an airplane that has a
> retractable landing gear, flaps, and a controllable pitch propeller; or,
> in the case of a seaplane, flaps and a controllable pitch propeller),
> unless the person has--
> (i) Received and logged ground and flight training from an authorized
> instructor in a complex airplane, or in a flight simulator or flight
> training device that is representative of a complex airplane, and has been
> found proficient in the operation and systems of the airplane; and
> (ii) Received a one-time endorsement in the pilot's logbook from an
> authorized instructor who certifies the person is proficient to operate a
> complex airplane.
>
> (2) The training and endorsement required by paragraph (e)(1) of this
> section is not required if the person has logged flight time as pilot in
> command of a complex airplane, or in a flight simulator or flight training
> device that is representative of a complex airplane prior to August 4,
> 1997.
> (f) Additional training required for operating high-performance airplanes.
> (1) Except as provided in paragraph (f)(2) of this section, no person may
> act as pilot in command of a high-performance airplane (an airplane with
> an engine of more than 200 horsepower), unless the person has--
> (i) Received and logged ground and flight training from an authorized
> instructor in a high-performance airplane, or in a flight simulator or
> flight training device that is representative of a high-performance
> airplane, and has been found proficient in the operation and systems of
> the airplane; and
> (ii) Received a one-time endorsement in the pilot's logbook from an
> authorized instructor who certifies the person is proficient to operate a
> high-performance airplane.
>
> (2) The training and endorsement required by paragraph (f)(1) of this
> section is not required if the person has logged flight time as pilot in
> command of a high-performance airplane, or in a flight simulator or flight
> training device that is representative of a high-performance airplane
> prior to August 4, 1997.
> (k) Exceptions.
> .
> (2) The rating limitations of this section do not apply to--
>
> (iii) The holder of a pilot certificate when operating an aircraft under
> the authority of an experimental or provisional aircraft type certificate;
> (v) The holder of a recreational pilot certificate operating under the
> provisions of Sec. 61.101(h).
>
> The requirement for an endorsement is NOT required when operation an
> Experimental AW aircraft
>
> Your question is completely out of context and is presented in an
> trolling manner.
>
> The answerer is correct, .....but not what you have been told, so you
> won?Tt be convinced of this either.
> Steve
>
> --------
> Steve: Former Fi-156 'Storch' driver (...talk about folding wings!!!)
> New owner, not builder- Kitfox V / 912UL / Warp Dr 3 blade. Thanks to the
> late great Ray Mudge, Brighton Mi.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=72466#72466
>
>
>
Message 17
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| Subject: | Re: EA-81 Subaru Drivers |
Exactly what I was thinking...I'd like to see one of my ex-wives on
that scale...I'd probably still be with her.
Lynn
do not archive
On Monday, November 6, 2006, at 08:41 AM, dave wrote:
> Extremely lightly built with a suberu engine. must be near a record
> lite weight with that combo.
>
> Dave
>
>
> ----- Original Message -----
> From: GENTRYLL@aol.com
> To: kitfox-list@matronics.com
> Sent: Monday, November 06, 2006 8:16 AM
> Subject: Kitfox-List: EA-81 Subaru Drivers
>
> I received some good advice a few days ago on landing techniques for
> my model IV, so I thoughtI would pass this by you also. I built my Fox
> and it's net weight is 575 lbs. The warp drive prop pitch is set at
> 17 degrees. Max rpm it will achieve for takeoff is 4900,
> uncalibrated. It climbs like a rocket and cruise speed at 4200 rpms is
> 95 mph. My worry is the engine oil temp runs in the low yellow at
> around 255 degrees while the water temp is only about 150 degrees.
> Oil pressure levels off at around 30 psi after engine warms up. The
> engine is a NSI version with approx 1000 hrs. It was taken out of
> another kitfox that met a deer and I installed it in mine.
> Compresssions are all 175. Are these parameters normal for my setup?
>
>
> href="http://www.aeroelectric.com">www.aeroelectric.com
> href="http://www.buildersbooks.com">www.buildersbooks.com
> href="http://www.kitlog.com">www.kitlog.com
> href="http://www.homebuilthelp.com">www.homebuilthelp.com
> href="http://www.matronics.com/Navigator?Kitfox-List">http://www.matron
>
>
Message 18
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| Subject: | Re: EA-81 Subaru Drivers |
275 0n the right main, 265 on the left, and only 35 on the tail and that's
with the battery and elt mounted in the back. maybe that's why I have trouble
getting the tail down.
Message 19
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| Subject: | Re: Basic question : If Steve is right about LSA rules. . |
.
Dave,
The only paperwork you need to be concerned with is the W&B sheet, and that
is where you take your aircraft empty weight number from,, and inset it into,
the (1) of the official FAA formula for computing maximum takeoff weight .
as defined, and apply that sum to the official definition of LSA in 1.1. This
applies to ANY aircraft , Type certificated, or experimental.
The fact that no TC aircraft has a maximum weight on its TCDS greater than 1320
lbs is due partly in fact to
1) That a Piper , Cessna, etc., when certificated and mfgd under its TCDS,
has a FAA approved maximum weight ( on the TCDS) that equaled or was just
less than the factory design weight. And why not? Thats fine.
2) while you may fly it to maximum weight, its quite possible to overload it
so as to exceed that limit. We are all familiar with this situation, Do I want
more gas, or more cargopassengers? Simple W&B problem ,as required..
3) take any TCDS aircraft check it for LSA weight eligibility (1)+ (2) + (3) +
(4), and you will see it is determined by the empty weight of the aircraft, found
ONLY on its
personal W&B sheet, the size of its fuel tanks, (weight of full fuel) and the weight
of any and all occupants (2 seats max, remember.) and their baggage. If
the plane is on the FAA list rest assured, that you will exceed the maximum takeoff
weight rule before, or at the same time you exceeded TCDS operating limitation
for maximum weight This is how the FAA determined the list. A formula,
not paperwork design weight, or TCDS maximum weight.
As I have shown, Kitfoxaircraft and Van Aircraft do the same.
I have actually seen the price on some aircoups go up if they did not have the
stc for an increased gross weight because they are still sport pilot qualified
and the FAA has said that they will not allow the plane to be changed back.
Absolutely right. You cannot modify existing aircraft, from as they are now, to
meet the definition. Dont try to change to small fuel tanks to reduce fuel weight
for the full fuel clause, etc, etc. The FAA give its explanation for why
not in the Final Rule and one can read that if they wish.
Ill stop for now.
Steve
--------
Steve: Former Fi-156 'Storch' driver (...talk about folding wings!!!)
New owner, not builder- Kitfox V / 912UL / Warp Dr 3 blade. Thanks to the late
great Ray Mudge, Brighton Mi.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=72672#72672
Message 20
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| Subject: | Re: EA-81 Subaru Drivers |
on the floor in tears Lynn......................
haahahahahh
----- Original Message -----
From: "Lynn Matteson" <lynnmatt@jps.net>
Sent: Monday, November 06, 2006 11:44 AM
Subject: Re: Kitfox-List: EA-81 Subaru Drivers
Exactly what I was thinking...I'd like to see one of my ex-wives on
that scale...I'd probably still be with her.
Lynn
do not archive
On Monday, November 6, 2006, at 08:41 AM, dave wrote:
> Extremely lightly built with a suberu engine. must be near a record
> lite weight with that combo.
>
> Dave
>
>
> ----- Original Message -----
> From: GENTRYLL@aol.com
> To: kitfox-list@matronics.com
> Sent: Monday, November 06, 2006 8:16 AM
> Subject: Kitfox-List: EA-81 Subaru Drivers
>
> I received some good advice a few days ago on landing techniques for
> my model IV, so I thoughtI would pass this by you also. I built my Fox
> and it's net weight is 575 lbs. The warp drive prop pitch is set at
> 17 degrees. Max rpm it will achieve for takeoff is 4900,
> uncalibrated. It climbs like a rocket and cruise speed at 4200 rpms is
> 95 mph. My worry is the engine oil temp runs in the low yellow at
> around 255 degrees while the water temp is only about 150 degrees.
> Oil pressure levels off at around 30 psi after engine warms up. The
> engine is a NSI version with approx 1000 hrs. It was taken out of
> another kitfox that met a deer and I installed it in mine.
> Compresssions are all 175. Are these parameters normal for my setup?
>
>
> href="http://www.aeroelectric.com">www.aeroelectric.com
> href="http://www.buildersbooks.com">www.buildersbooks.com
> href="http://www.kitlog.com">www.kitlog.com
> href="http://www.homebuilthelp.com">www.homebuilthelp.com
> href="http://www.matronics.com/Navigator?Kitfox-List">http://www.matron
>
>
Message 21
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| Subject: | Re: Warp Drive mounting |
At 03:51 AM 11/6/2006, you wrote:
>The spinner of choice for me would the UHS. He makes them near me and they
>are excellent.
Dave,
I was a little disappointed in the 10" UHS I purchased for my Warp
3 blade, HP-L hub. When I received it the cut-outs for the blades were very
irregular; clearly done by hand and not jig. The hub nuts for the spinner
screws were not locking, or had been blown out. Once installed the tip ran
true, but the skirt varied by as much as 3/16" irregularly. Their bulkhead
tooling was very irregular, (it should be perfect, being a simple turning,)
and was smaller than the spinner. This caused several of the counter-sunk
spinner fasteners to pull through in the first 40 hours, remedied by using
Tinnerman washers and a thick plastic tape build-up on the bulkhead to make
the spinner fit snug.
My recommendations for anyone who buys one is to NOT have UHS do
the cut-outs, install and blend Tinnerman washers before you fly, squeeze
the backs of the blind nuts so they lock, and build up the bulkhead so the
spinner fits tight. (Better yet, pot the bulkhead in place so the spinner
runs true at both ends.)
Guy Buchanan
K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar.
Message 22
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"While it is good practice, the plane will not loose altitude as quickly as
the truly
stopped engine where the prop is a true drag."
This is not true with my plane. (Series 5/7, 912S) I have a better glide
ratio with the prop stopped than I do with the engine idling.
Randy
Message 23
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| Subject: | Re: Still Learning |
same here
Prop a big drag machine while windmilling.
Dave
----- Original Message -----
From: "Randy Daughenbaugh" <rjdaugh@rapidnet.com>
Sent: Monday, November 06, 2006 1:26 PM
Subject: RE: Kitfox-List: Still Learning
> <rjdaugh@rapidnet.com>
>
> "While it is good practice, the plane will not loose altitude as quickly
> as
> the truly
> stopped engine where the prop is a true drag."
>
>
> This is not true with my plane. (Series 5/7, 912S) I have a better
> glide
> ratio with the prop stopped than I do with the engine idling.
>
> Randy
>
>
>
Message 24
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| Subject: | Re: Need a floating ball for fuel quantity sight tube |
Rex,
For plastic balls, try www.usplastic.com. They have
a variety of sizes and materials.
Grant Fluent
--- Rexster <runwayrex@juno.com> wrote:
> First I tried the antifreeze balls and learned they
> don't float. Next I used balsa wood balls, painted
> in fuel proof dope from the hobby store. They worked
> for a few months, but eventually the fuel must have
> gotten through the paint and the balsa wood lost its
> bouyancy. Since then, I have gone without, but have
> a new idea I'd like to try. Why not grab and old
> carburetor float out of a floatbowl and carve a
> little ball out of that material? Whatever that
> material is, it floats inside of our carburetors.
> Rex in Michigan
>
> -- "neflyer48" <neflyer48@cableone.net> wrote:
>
> I tried using balls from an antifreeze tester. They
> won't float. Gas is much lighter then water and it
> takes a heavier then water liquid to make the tester
> ball float, (which antifreeze is heavier then
> water). I would be interested if anyone else has
> been successful in finding something that would
> float in the sight tubes. Jerry Kohles M3 912UL
> ----- Original Message ----- From: Jim Crowder To:
> kitfox-list@matronics.com Sent: Wednesday, November
> 01, 2006 9:03 PMSubject: Re: Kitfox-List: Need a
> floating ball for fuel quantity sight tube
> Joe,
> Some have used one of the balls from an antifreeze
> tester that uses a bunch of colored balls to
> indicate freezing level.
>
> Jim Crowder
>
> At 07:30 PM 11/1/2006, you wrote:
> Hi Guys,
>
> I use a piece of clear fuel tubing looped between
> the top
> and bottom fittings of my wing tanks. Inside the
> tube at
> the top and bottom is a spring to prevent the tube
> from
> kinking. I would like to add a floating ball to
> help me better
> locate the fuel level. (I'm in the tri-focal
> generation.) What
> would you recommend that would not dissolve? I can
> bend
> the end of each spring to keep the ball out of the
> tank...
>
> Thanks,
>
> Joe Connell
> Stewartville, MN
> Kitfox-II N62JK
>
>
>
href="http://www.matronics.com/Navigator?Kitfox-List">http://www.matronDate:
> 11/01/2006
>
======================================================================================================================
Message 25
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| Subject: | Re: EA-81 Subaru Drivers |
That is really hard to believe. Mine is 301, 306, and 43, and that's
with a Jabiru 2200, my battery is on the firewall, and my ELT is just
behind the baggage sack. I did however, airfoil my vertical fin and
rudder, so that added weight. When I first came aboard this list, I was
told about the Subaru: "they are heavy...avoid at all costs". So
forgive me my skepticism...what model do you have? Mine is a IV. I had
mine weighed by an EAA tech, with aircraft scales rented from an
avionics shop and calibrated on the spot.
Not doubting you, just find it hard to swallow. : )
Lynn
do not archive
On Monday, November 6, 2006, at 11:49 AM, GENTRYLL@aol.com wrote:
> 275 0n the right main, 265 on the left, and only 35 on the tail and
> that's with the battery and elt mounted in the back. maybe that's why
> I have trouble getting the tail down.
>
>
Message 26
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| Subject: | Re: EA-81 Subaru Drivers |
I would say your scales were more accurate than mine but not by that much.
The only things missing off the plane were the wood farings for the wing and
landing gear struts. Instruments are basic, no radios or wheel pants. It is
a 1050 and not a 1200. I really only entered the weight in the tread so
someone could tell me if my speed/rpm/pitch relationship sounded right. By the
way, I like the oil cooler idea for the oil temp but after looking on the
internet at the oil filter adapter, I don't think I could get it on because you
can't hardly get a filter on it now due to clearance with the motor mount.
Message 27
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| Subject: | Re: Basic question : If Steve is right about LSA rules. |
. .
>>The only ?opaperwork? you need to be concerned with is the W&B sheet,
>>and that is where you take your aircraft empty weight number from,, and
>>inset it into, the >>
Am I the only one seeing the strange postings? It's full of ????? and other
squares and such. Very hard to read
Don Smythe
Message 28
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| Subject: | Re: EA-81 Subaru Drivers |
My Soob has a remote oil filter adapter that allows
attachment of the filter and cooler where you can get
air to them and do easier maintenance. Jegs and other
high end auto parts suppliers should have the parts
for you. I'd definately get the oil temps down and
pressure up to more around 40-50 psi in flight.
Kurt S. S-5/NSI turbo
--- GENTRYLL@aol.com wrote:
...... By the
> way, I like the oil cooler idea for the oil temp but
> afterlooking on the
> internet at the oil filter adapter, I don't think I
> could get it on because you
> can't hardly get a filter on it now due to clearance
> with the motor mount.
Sponsored Link
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Message 29
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| Subject: | EA-81 Subaru Drivers |
My classic IV has all of the speedster mods and a full panel with a
Stratus
Subaru and weigh in at 750. I am using 17 =BD deg on the prop and
getting a
top speed of 120 and a 75% cruise of 95
_____
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of
GENTRYLL@aol.com
Sent: Monday, November 06, 2006 2:57 PM
Subject: Re: Kitfox-List: EA-81 Subaru Drivers
I would say your scales were more accurate than mine but not by that
much.
The only things missing off the plane were the wood farings for the wing
and
landing gear struts. Instruments are basic, no radios or wheel pants.
It is
a 1050 and not a 1200. I really only entered the weight in the tread so
someone could tell me if my speed/rpm/pitch relationship sounded right.
By
the way, I like the oil cooler idea for the oil temp but after looking
on
the internet at the oil filter adapter, I don't think I could get it on
because you can't hardly get a filter on it now due to clearance with
the
motor mount.
Message 30
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| Subject: | Re: Basic question : If Steve is right about LSA rules. |
. .
Don
I get the same thing --- I think Steve has his HTML turned on rather than
plain text. At any rate I just delete all those anyway,
Regards ---- Ted
DO NOT ARCHIVE
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Don Smythe
Sent: November 6, 2006 3:57 PM
Subject: Re: Kitfox-List: Re: Basic question : If Steve is right about LSA
rules. . .
>>The only ?opaperwork? you need to be concerned with is the W&B sheet,
>>and that is where you take your aircraft empty weight number from,, and
>>inset it into, the >>
Am I the only one seeing the strange postings? It's full of ????? and other
squares and such. Very hard to read
Don Smythe
Message 31
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| Subject: | EA-81 Subaru Drivers |
Yes, those liittle EA81's go eh, I have a turbo EFI 81. 17.5deg on the prop
(WDrive) and at best rate of climb speed 1700fpm with 1/2 tanks and just me
(80kgs) on board. All the speedster bits and I get 100kts cruise at 4100. If
you can get your oil timp down to 90c the pressure should be 40+. I have a
water to oil heat exchanger, keeps the delta close. Could work for you with
high oil temp and low water.
From: GENTRYLL@aol.com
Subject: Kitfox-List: EA-81 Subaru Drivers
I received some good advice a few days ago on landing techniques for my
model IV, so I thoughtI would pass this by you also. I built my Fox and it's
net weight is 575 lbs. The warp drive prop pitch is set at 17 degrees. Max
rpm it will achieve for takeoff is 4900, uncalibrated. It climbs like a
rocket and cruise speed at 4200 rpms is 95 mph. My worry is the engine oil
temp runs in the low yellow at around 255 degrees while the water temp is
only about 150 degrees. Oil pressure levels off at around 30 psi after
engine warms up. The engine is a NSI version with approx 1000 hrs. It was
taken out of another kitfox that met a deer and I installed it in mine.
Compresssions are all 175. Are these parameters normal for my setup?
_________________________________________________________________
Become a fitness fanatic @ http://xtramsn.co.nz/health
Message 32
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| Subject: | Re: Basic question : If Steve is right about LSA rules. |
. .
Nope, I'm seeing them too, Don. I thought it was my eMac interpreting
something wrongly. I agree, it's VERY annoying...like pot scrubbers,
eh? But, following my own advice, I've pretty much switched channels.
Lynn
do not archive
On Monday, November 6, 2006, at 05:57 PM, Don Smythe wrote:
>
>>> The only ?opaperwork? you need to be concerned with is the W&B
>>> sheet, and that is where you take your aircraft empty weight number
>>> from,, and inset it into, the >>
>
> Am I the only one seeing the strange postings? It's full of ????? and
> other squares and such. Very hard to read
>
> Don Smythe
>
>
Message 33
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| Subject: | Re: EA-81 Subaru Drivers |
Oil to water cooler, fits on the filter body.
From: GENTRYLL@aol.com
Subject: Re: Kitfox-List: EA-81 Subaru Drivers
I would say your scales were more accurate than mine but not by that much.
The only things missing off the plane were the wood farings for the wing and
landing gear struts. Instruments are basic, no radios or wheel pants. It is
a 1050 and not a 1200. I really only entered the weight in the tread so
someone could tell me if my speed/rpm/pitch relationship sounded right. By
the way, I like the oil cooler idea for the oil temp but after looking on
the internet at the oil filter adapter, I don't think I could get it on
because you can't hardly get a filter on it now due to clearance with the
motor mount.
_________________________________________________________________
Need more speed? Get Xtra Broadband @
http://jetstream.xtra.co.nz/chm/0,,202853-1000,00.html
Message 34
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| Subject: | Re: Basic question : If Steve is right about LSA rules. |
. .
Lynn you old pot scrubber -- at leat your toes are warm now LOL
----- Original Message -----
From: "Lynn Matteson" <lynnmatt@jps.net>
Sent: Monday, November 06, 2006 7:03 PM
Subject: Re: Kitfox-List: Re: Basic question : If Steve is right about LSA
rules. . .
Nope, I'm seeing them too, Don. I thought it was my eMac interpreting
something wrongly. I agree, it's VERY annoying...like pot scrubbers,
eh? But, following my own advice, I've pretty much switched channels.
Lynn
do not archive
On Monday, November 6, 2006, at 05:57 PM, Don Smythe wrote:
>
>>> The only ?opaperwork? you need to be concerned with is the W&B sheet,
>>> and that is where you take your aircraft empty weight number from,, and
>>> inset it into, the >>
>
> Am I the only one seeing the strange postings? It's full of ????? and
> other squares and such. Very hard to read
>
> Don Smythe
>
>
Message 35
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|
| Subject: | Re: Basic question : If Steve is right about LSA rules. |
. .
Don, me too. I wonder if it is intentional. Something like a John Gault
thing.
Lowell
----- Original Message -----
From: "Don Smythe" <dosmythe@cox.net>
Sent: Monday, November 06, 2006 2:57 PM
Subject: Re: Kitfox-List: Re: Basic question : If Steve is right about LSA
rules. . .
>
>>>The only ?opaperwork? you need to be concerned with is the W&B sheet,
>>>and that is where you take your aircraft empty weight number from,, and
>>>inset it into, the >>
>
> Am I the only one seeing the strange postings? It's full of ????? and
> other squares and such. Very hard to read
>
> Don Smythe
>
>
>
Message 36
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| Subject: | Re: Basic question : If Steve is right about LSA rules. |
. .
Your not alone. I'm getting the same thing
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Don Smythe
Sent: Monday, November 06, 2006 4:57 PM
Subject: Re: Kitfox-List: Re: Basic question : If Steve is right about LSA
rules. . .
>>The only ?opaperwork? you need to be concerned with is the W&B sheet,
>>and that is where you take your aircraft empty weight number from,, and
>>inset it into, the >>
Am I the only one seeing the strange postings? It's full of ????? and other
squares and such. Very hard to read
Don Smythe
Message 37
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| Subject: | Re: Basic question : If Steve is right about LSA rules. |
. .
ME TO.
----- Original Message -----
From: "kirk hull" <kirkhull@kc.rr.com>
Sent: Monday, November 06, 2006 7:59 PM
Subject: RE: Kitfox-List: Re: Basic question : If Steve is right about LSA
rules. . .
>
> Your not alone. I'm getting the same thing
>
> -----Original Message-----
> From: owner-kitfox-list-server@matronics.com
> [mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Don Smythe
> Sent: Monday, November 06, 2006 4:57 PM
> To: kitfox-list@matronics.com
> Subject: Re: Kitfox-List: Re: Basic question : If Steve is right about LSA
> rules. . .
>
>
>>>The only ?opaperwork? you need to be concerned with is the W&B sheet,
>>>and that is where you take your aircraft empty weight number from,, and
>>>inset it into, the >>
>
> Am I the only one seeing the strange postings? It's full of ????? and
> other
>
> squares and such. Very hard to read
>
> Don Smythe
>
>
>
Message 38
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| Subject: | Re: Basic question : If Steve is right about LSA rules. |
. .
The garbage comes from emphasis, like quotes and colored type, put in
the post on the web site. If you go there you can read the post in the
intended format.
Ben
----- Original Message -----
From: Glenn Horne
To: kitfox-list@matronics.com
Sent: 11/06/2006 8:56 PM
Subject: Re: Kitfox-List: Re: Basic question : If Steve is right about
LSA rules. . .
<glennflys@verizon.net>
ME TO.
----- Original Message -----
From: "kirk hull" <kirkhull@kc.rr.com>
To: <kitfox-list@matronics.com>
Sent: Monday, November 06, 2006 7:59 PM
Subject: RE: Kitfox-List: Re: Basic question : If Steve is right about
LSA
rules. . .
>
> Your not alone. I'm getting the same thing
>
> -----Original Message-----
> From: owner-kitfox-list-server@matronics.com
> [mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Don
Smythe
> Sent: Monday, November 06, 2006 4:57 PM
> To: kitfox-list@matronics.com
> Subject: Re: Kitfox-List: Re: Basic question : If Steve is right
about LSA
> rules. . .
>
>
>>>The only ?opaperwork?=9D you need to be concerned with is the
W&B sheet,
>>>and that is where you take your aircraft empty weight number
from,, and
>>>inset it into, the >>
>
> Am I the only one seeing the strange postings? It's full of ?????
and
> other
>
> squares and such. Very hard to read
>
> Don Smythe
>
>
>
>
>
>
>
>
>
>
--
11/4/2006
Message 39
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| Subject: | EA-81 Subaru Drivers |
those are amazing numbers. I do not come close to those. what is your prop
rpm? I have a warp drive prop and at 4000 rpm engine speed my cruise is only
80 mph at best...what am I doing wrong...I have all the speedster options
and an empty weight of 750 lbs. feel free to e-mail me off list
thanks
mic
>From: "John Anderson" <janderson412@hotmail.com>
>To: kitfox-list@matronics.com
>Subject: RE: Kitfox-List: EA-81 Subaru Drivers
>Date: Tue, 07 Nov 2006 12:54:29 +1300
>
><janderson412@hotmail.com>
>
>Yes, those liittle EA81's go eh, I have a turbo EFI 81. 17.5deg on the prop
>(WDrive) and at best rate of climb speed 1700fpm with 1/2 tanks and just me
>(80kgs) on board. All the speedster bits and I get 100kts cruise at 4100.
>If you can get your oil timp down to 90c the pressure should be 40+. I have
>a water to oil heat exchanger, keeps the delta close. Could work for you
>with high oil temp and low water.
>
>
>From: GENTRYLL@aol.com
>To: kitfox-list@matronics.com
>Subject: Kitfox-List: EA-81 Subaru Drivers
>Date: Mon, 6 Nov 2006 08:16:57 EST
>
>
>I received some good advice a few days ago on landing techniques for my
>model IV, so I thoughtI would pass this by you also. I built my Fox and
>it's net weight is 575 lbs. The warp drive prop pitch is set at 17
>degrees. Max rpm it will achieve for takeoff is 4900, uncalibrated. It
>climbs like a rocket and cruise speed at 4200 rpms is 95 mph. My worry is
>the engine oil temp runs in the low yellow at around 255 degrees while the
>water temp is only about 150 degrees. Oil pressure levels off at around 30
>psi after engine warms up. The engine is a NSI version with approx 1000
>hrs. It was taken out of another kitfox that met a deer and I installed it
>in mine. Compresssions are all 175. Are these parameters normal for my
>setup?
>
>
>_________________________________________________________________
>Become a fitness fanatic @ http://xtramsn.co.nz/health
>
>
_________________________________________________________________
Buy, Load, Play. The new Sympatico / MSN Music Store works seamlessly with
Windows Media Player. Just Click PLAY.
http://musicstore.sympatico.msn.ca/content/viewer.aspx?cid=SMS_Sept192006
Message 40
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| Subject: | Re: Basic question : If Steve is right about LSA rules. . |
.
Ben, thanks... I was concerned... It seemed fine to me. Thought I was out of rig
.
Steve
--------
Steve: Former Fi-156 'Storch' driver (...talk about folding wings!!!)
New owner, not builder- Kitfox V / 912UL / Warp Dr 3 blade. Thanks to the late
great Ray Mudge, Brighton Mi.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=72768#72768
Message 41
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| Subject: | Re: Basic question : If Steve is right about LSA rules. . |
.
Just a quick note to anyone interested.
When commenting about Lighter than Air LSA in
Certification of Aircraft and Airmen for the Operation of Light-Sport Aircraft
Final Rule
Page 44794
Exact quote follows:
The FAA intended for the LTA weight limit to be comparable to the weight limit
for the other light-sport aircraft designs, that is, a maximum mass for the aircraft.
maximum mass.
Steve
--------
Steve: Former Fi-156 'Storch' driver (...talk about folding wings!!!)
New owner, not builder- Kitfox V / 912UL / Warp Dr 3 blade. Thanks to the late
great Ray Mudge, Brighton Mi.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=72790#72790
Message 42
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| Subject: | Re: EA-81 Subaru Drivers |
Mic
Have you calibrated the RPM tech and your airspeed indicator?
Jan
----- Original Message -----
From: mic thiessen
To: kitfox-list@matronics.com
Sent: Tuesday, November 07, 2006 3:11 AM
Subject: RE: Kitfox-List: EA-81 Subaru Drivers
<wannaflyfox4@hotmail.com>
those are amazing numbers. I do not come close to those. what is your
prop
rpm? I have a warp drive prop and at 4000 rpm engine speed my cruise
is only
80 mph at best...what am I doing wrong...I have all the speedster
options
and an empty weight of 750 lbs. feel free to e-mail me off list
thanks
mic
>From: "John Anderson" <janderson412@hotmail.com>
>To: kitfox-list@matronics.com
>Subject: RE: Kitfox-List: EA-81 Subaru Drivers
>Date: Tue, 07 Nov 2006 12:54:29 +1300
>
><janderson412@hotmail.com>
>
>Yes, those liittle EA81's go eh, I have a turbo EFI 81. 17.5deg on
the prop
>(WDrive) and at best rate of climb speed 1700fpm with 1/2 tanks and
just me
>(80kgs) on board. All the speedster bits and I get 100kts cruise at
4100.
>If you can get your oil timp down to 90c the pressure should be 40+.
I have
>a water to oil heat exchanger, keeps the delta close. Could work for
you
>with high oil temp and low water.
>
>
>
>From: GENTRYLL@aol.com
>To: kitfox-list@matronics.com
>Subject: Kitfox-List: EA-81 Subaru Drivers
>Date: Mon, 6 Nov 2006 08:16:57 EST
>
>
>I received some good advice a few days ago on landing techniques for
my
>model IV, so I thoughtI would pass this by you also. I built my Fox
and
>it's net weight is 575 lbs. The warp drive prop pitch is set at 17
>degrees. Max rpm it will achieve for takeoff is 4900, uncalibrated.
It
>climbs like a rocket and cruise speed at 4200 rpms is 95 mph. My
worry is
>the engine oil temp runs in the low yellow at around 255 degrees
while the
>water temp is only about 150 degrees. Oil pressure levels off at
around 30
>psi after engine warms up. The engine is a NSI version with approx
1000
>hrs. It was taken out of another kitfox that met a deer and I
installed it
>in mine. Compresssions are all 175. Are these parameters normal for
my
>setup?
>
>
>
>_________________________________________________________________
>Become a fitness fanatic @ http://xtramsn.co.nz/health
>
>
>
>
>
_________________________________________________________________
Buy, Load, Play. The new Sympatico / MSN Music Store works seamlessly
with
Windows Media Player. Just Click PLAY.
http://musicstore.sympatico.msn.ca/content/viewer.aspx?cid=SMS_Sept1920
06
Message 43
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| Subject: | Re: EA-81 Subaru Drivers |
Use a remote oil filter system.
Jan
----- Original Message -----
From: GENTRYLL@aol.com
To: kitfox-list@matronics.com
Sent: Monday, November 06, 2006 9:56 PM
Subject: Re: Kitfox-List: EA-81 Subaru Drivers
I would say your scales were more accurate than mine but not by that
much. The only things missing off the plane were the wood farings for
the wing and landing gear struts. Instruments are basic, no radios or
wheel pants. It is a 1050 and not a 1200. I really only entered the
weight in the tread so someone could tell me if my speed/rpm/pitch
relationship sounded right. By the way, I like the oil cooler idea for
the oil temp but after looking on the internet at the oil filter
adapter, I don't think I could get it on because you can't hardly get a
filter on it now due to clearance with the motor mount.
Message 44
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|
| Subject: | EA-81 Subaru Drivers |
Yes, I'm blown away as to how well my wee beast goes and checked ASI with
GPS and spot on. I have an EA81T EFI. EA82 turbo. 72" Warpdrive and 2.1:1
reduction HDI drive. Fairings on undercarriage mounts, speedster tail. Are
you turbo-ed?
From: "mic thiessen" <wannaflyfox4@hotmail.com>
Subject: RE: Kitfox-List: EA-81 Subaru Drivers
those are amazing numbers. I do not come close to those. what is your prop
rpm? I have a warp drive prop and at 4000 rpm engine speed my cruise is only
80 mph at best...what am I doing wrong...I have all the speedster options
and an empty weight of 750 lbs. feel free to e-mail me off list
thanks
mic
>From: "John Anderson" <janderson412@hotmail.com>
>To: kitfox-list@matronics.com
>Subject: RE: Kitfox-List: EA-81 Subaru Drivers
>Date: Tue, 07 Nov 2006 12:54:29 +1300
>
><janderson412@hotmail.com>
>
>Yes, those liittle EA81's go eh, I have a turbo EFI 81. 17.5deg on the prop
>(WDrive) and at best rate of climb speed 1700fpm with 1/2 tanks and just me
>(80kgs) on board. All the speedster bits and I get 100kts cruise at 4100.
>If you can get your oil timp down to 90c the pressure should be 40+. I have
>a water to oil heat exchanger, keeps the delta close. Could work for you
>with high oil temp and low water.
>
>
>From: GENTRYLL@aol.com
>To: kitfox-list@matronics.com
>Subject: Kitfox-List: EA-81 Subaru Drivers
>Date: Mon, 6 Nov 2006 08:16:57 EST
>
>
>I received some good advice a few days ago on landing techniques for my
>model IV, so I thoughtI would pass this by you also. I built my Fox and
>it's net weight is 575 lbs. The warp drive prop pitch is set at 17
>degrees. Max rpm it will achieve for takeoff is 4900, uncalibrated. It
>climbs like a rocket and cruise speed at 4200 rpms is 95 mph. My worry is
>the engine oil temp runs in the low yellow at around 255 degrees while the
>water temp is only about 150 degrees. Oil pressure levels off at around 30
>psi after engine warms up. The engine is a NSI version with approx 1000
>hrs. It was taken out of another kitfox that met a deer and I installed it
>in mine. Compresssions are all 175. Are these parameters normal for my
>setup?
>
>
>_________________________________________________________________
>Become a fitness fanatic @ http://xtramsn.co.nz/health
>
>
_________________________________________________________________
Buy, Load, Play. The new Sympatico / MSN Music Store works seamlessly with
Windows Media Player. Just Click PLAY.
http://musicstore.sympatico.msn.ca/content/viewer.aspx?cid=SMS_Sept192006
_________________________________________________________________
Check out the latest video @ http://xtra.co.nz/streaming
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