Today's Message Index:
----------------------
1. 01:33 AM - Re: Subaru EA-81 (JC Propellerdesign)
2. 04:29 AM - Re: Failure Point (Don Smythe)
3. 05:17 AM - Re: Failure Point (dave)
4. 05:38 AM - Re: Failure Point rod end - horiz stab. (dave)
5. 06:11 AM - Re: Failure Point (Don Smythe)
6. 09:32 AM - Re: Failure Point (Lowell Fitt)
7. 09:57 AM - Re: Overdue plane (kurt schrader)
8. 10:30 AM - Re: Engine cooling - was Subaru EA-81 (kurt schrader)
9. 11:06 AM - Re: EA-81 fuel (Peter Graichen)
10. 11:18 AM - Re: Subaru EA-81 (Peter Graichen)
11. 11:30 AM - Re: Model II MTOW - Strut sizes (jdmcbean)
12. 04:48 PM - Re: Failure Point (PWilson)
13. 05:01 PM - Re: Failure Point (Jerry Liles)
14. 05:22 PM - N914C (ron schick)
15. 06:00 PM - Re: Failure Point (Ted Palamarek)
16. 07:10 PM - Re: Failure Point (Tim Vader)
17. 07:44 PM - Re: Failure Point (Don Pearsall)
18. 08:21 PM - Re: N914C (john perry)
19. 09:14 PM - Re: Failure Point (Ted Palamarek)
20. 10:20 PM - Re: Failure Point (Guy Buchanan)
Message 1
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| Subject: | Re: Subaru EA-81 |
Here is a lot interesting information about cooling,
http://www.rotaryeng.net/how-to-cool12.html
Also attached is an excel file for cooling estimate.
Jan Carlsson
www.jcpropellerdesign.com
----- Original Message -----
From: Kathy & Dick Toomey
To: kitfox-list@matronics.com
Sent: Friday, December 01, 2006 11:39 PM
Subject: Kitfox-List: Subaru EA-81
I am curious to what size radiators are being used (Square inches)
with success for proper cooling on a Subaru EA-81 engine with
carburetors. Also is an oil cooler necessary?
Thanks
Dick
Message 2
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| Subject: | Re: Failure Point |
I have this mod on my list of things to do. Just remove one rod (with rod
end) at a time. pre-drill the fuselage end and attach new rod. Put a tick
mark down through the hole in the stab where you want the new rod drilled.
I think that should be as close as you need it.
Don Smythe.
-- Original Message -----
From: "dave" <dave@cfisher.com>
Sent: Saturday, December 02, 2006 8:09 PM
Subject: Re: Kitfox-List: Failure Point
>
> Don, You would have to get the hole drilled perfect in that case.
>
> I drop the front of my horiz. stab when floats go on and have to adjust a
> few timesto get hands free flights.
> Same thing going back to wheels in fall. Ski season approaching soon. :)
>
> BTW Don I saw your Fox on Barnstormers. Looks great !! Surprising how
> these Kitfox sell so cheap and at a fraction of a new Kit. Yours only has
> 150 hours? Good deal for some one.
> If anyone looking fora 582 Amphib fox there is one there as well on
> Aerocet floats for 25k . Flaots worth about 8k alone. Great deal
>
>
> Dave
>
>
> ----- Original Message -----
> From: "Don Smythe" <dosmythe@cox.net>
> To: <kitfox-list@matronics.com>
> Sent: Saturday, December 02, 2006 7:59 PM
> Subject: Re: Kitfox-List: Failure Point
>
>
>>
>> Just a thought, once the horizontal stabilizers are adjusted for proper
>> flight why not replace the horizontal struts with "fixed" units. That
>> is, replace with tubing with crimped ends and no rod ends to break.
>>
>> Don Smythe
>> ----- Original Message -----
>> From: "Lynn Matteson" <lynnmatt@jps.net>
>> To: <kitfox-list@matronics.com>
>> Sent: Saturday, December 02, 2006 5:59 PM
>> Subject: Re: Kitfox-List: Failure Point
>>
>>
>>>
>>> I bought the 1/4" threaded stud inserts to fit those forward hort. stab
>>> struts, and welded them in, fitted the 1/4" rod ends and have had no
>>> problems in over 200 hrs of flight, and like Lowell, check them prior
>>> to, and after each day of flying.
>>>
>>> Lynn
>>> On Saturday, December 2, 2006, at 05:33 PM, Lowell Fitt wrote:
>>>
>>>>
>>>> Jerry,
>>>>
>>>> Interesting.
>>>>
>>>> I still have the 3/16 rod ends on the foreward horizontal stab strut
>>>> and it is part of my preflight check.
>>>>
>>>> Regarding stronger wings. I wonder if this is a plus, as the Kifox
>>>> design with more "room for error" is a proven design as there have been
>>>> no structural failures. If after about 15 years of uneventful use,
>>>> would there be a reason to change the design?
>>>>
>>>> Lowell
>>>> ----- Original Message ----- From: "Jerry Liles" <wliles@bayou.com>
>>>> To: <kitfox-list@matronics.com>
>>>> Sent: Saturday, December 02, 2006 11:25 AM
>>>> Subject: Re: Kitfox-List: Failure Point
>>>>
>>>>
>>>>>
>>>>> Avid's, at least from the B model on, use one large size rod end on
>>>>> the rear strut of the left wing to allow trimming. No other rod ends
>>>>> are used in the wing or tail struts. Bolts in shear take the loads.
>>>>> Kitfox had some problems with rod ends failing in tail struts and
>>>>> finally went to beefier rod ends or simple struts for the tail. Using
>>>>> straight struts in the Avid left little room for error but resulted in
>>>>> a stronger wing and tail.
>>>>> Jerry Liles
>>>>>
>>>>> Rex Shaw wrote:
>>>>>
>>>>>> Where did it fail ?
>>>>>> The carry throguh tube would be one of the weakest links.
>>>>>> Rod ends would be the next weakest link I think. If you look at the
>>>>>> Avids
>>>>>> they do not use rod ends.
>>>>>> Dave
>>>>>> Dave,
>>>>>> I'm only going on memory here so please no one take it
>>>>>> for gospel but I seem to remember the weakest link is the rod end but
>>>>>> also here in Australia anyway we have Skyfox's that are rough copies
>>>>>> of Kitfox's. These are apparently failing at the carry through tube
>>>>>> and there is an AD out for that. I understand they have a weaker
>>>>>> tube, maybe wall thickness not sure !
>>>>>> Also took my interest to read the Avid does not use rod ends. What
>>>>>> do they do ? I assume just a bolt ! Is it in shear ?
>>>>>> I think that loading the wing to failure point is on a video copied
>>>>>> by Grant Fluent on this list. I guess anyone that wants a copy could
>>>>>> first check with Grant that this is on the Video then buy a copy from
>>>>>> him. I remember his price was extremely reasonable and there was a
>>>>>> lot of interesting stuff on the DVD copy like loops and rolls in a
>>>>>> Kitfox.
>>>>>> Rex.
>>>>>>
>>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 3
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| Subject: | Re: Failure Point |
Don, I would like it keep the option for adjustment and the Rod ends seem to
serve well.
Would your modification be considered a airframe modification?
Dave
----- Original Message -----
From: "Don Smythe" <dosmythe@cox.net>
Sent: Sunday, December 03, 2006 7:28 AM
Subject: Re: Kitfox-List: Failure Point
>
> I have this mod on my list of things to do. Just remove one rod (with rod
> end) at a time. pre-drill the fuselage end and attach new rod. Put a
> tick mark down through the hole in the stab where you want the new rod
> drilled. I think that should be as close as you need it.
>
> Don Smythe.
>
> -- Original Message -----
> From: "dave" <dave@cfisher.com>
> To: <kitfox-list@matronics.com>
> Sent: Saturday, December 02, 2006 8:09 PM
> Subject: Re: Kitfox-List: Failure Point
>
>
>>
>> Don, You would have to get the hole drilled perfect in that case.
>>
>> I drop the front of my horiz. stab when floats go on and have to adjust
>> a few timesto get hands free flights.
>> Same thing going back to wheels in fall. Ski season approaching soon.
>> :)
>>
>> BTW Don I saw your Fox on Barnstormers. Looks great !! Surprising how
>> these Kitfox sell so cheap and at a fraction of a new Kit. Yours only
>> has 150 hours? Good deal for some one.
>> If anyone looking fora 582 Amphib fox there is one there as well on
>> Aerocet floats for 25k . Flaots worth about 8k alone. Great deal
>>
>>
>> Dave
>>
>>
>> ----- Original Message -----
>> From: "Don Smythe" <dosmythe@cox.net>
>> To: <kitfox-list@matronics.com>
>> Sent: Saturday, December 02, 2006 7:59 PM
>> Subject: Re: Kitfox-List: Failure Point
>>
>>
>>>
>>> Just a thought, once the horizontal stabilizers are adjusted for proper
>>> flight why not replace the horizontal struts with "fixed" units. That
>>> is, replace with tubing with crimped ends and no rod ends to break.
>>>
>>> Don Smythe
>>> ----- Original Message -----
>>> From: "Lynn Matteson" <lynnmatt@jps.net>
>>> To: <kitfox-list@matronics.com>
>>> Sent: Saturday, December 02, 2006 5:59 PM
>>> Subject: Re: Kitfox-List: Failure Point
>>>
>>>
>>>>
>>>> I bought the 1/4" threaded stud inserts to fit those forward hort. stab
>>>> struts, and welded them in, fitted the 1/4" rod ends and have had no
>>>> problems in over 200 hrs of flight, and like Lowell, check them prior
>>>> to, and after each day of flying.
>>>>
>>>> Lynn
>>>> On Saturday, December 2, 2006, at 05:33 PM, Lowell Fitt wrote:
>>>>
>>>>> <lcfitt@sbcglobal.net>
>>>>>
>>>>> Jerry,
>>>>>
>>>>> Interesting.
>>>>>
>>>>> I still have the 3/16 rod ends on the foreward horizontal stab strut
>>>>> and it is part of my preflight check.
>>>>>
>>>>> Regarding stronger wings. I wonder if this is a plus, as the Kifox
>>>>> design with more "room for error" is a proven design as there have
>>>>> been no structural failures. If after about 15 years of uneventful
>>>>> use, would there be a reason to change the design?
>>>>>
>>>>> Lowell
>>>>> ----- Original Message ----- From: "Jerry Liles" <wliles@bayou.com>
>>>>> To: <kitfox-list@matronics.com>
>>>>> Sent: Saturday, December 02, 2006 11:25 AM
>>>>> Subject: Re: Kitfox-List: Failure Point
>>>>>
>>>>>
>>>>>>
>>>>>> Avid's, at least from the B model on, use one large size rod end on
>>>>>> the rear strut of the left wing to allow trimming. No other rod ends
>>>>>> are used in the wing or tail struts. Bolts in shear take the loads.
>>>>>> Kitfox had some problems with rod ends failing in tail struts and
>>>>>> finally went to beefier rod ends or simple struts for the tail.
>>>>>> Using straight struts in the Avid left little room for error but
>>>>>> resulted in a stronger wing and tail.
>>>>>> Jerry Liles
>>>>>>
>>>>>> Rex Shaw wrote:
>>>>>>
>>>>>>> Where did it fail ?
>>>>>>> The carry throguh tube would be one of the weakest links.
>>>>>>> Rod ends would be the next weakest link I think. If you look at the
>>>>>>> Avids
>>>>>>> they do not use rod ends.
>>>>>>> Dave
>>>>>>> Dave,
>>>>>>> I'm only going on memory here so please no one take it
>>>>>>> for gospel but I seem to remember the weakest link is the rod end
>>>>>>> but also here in Australia anyway we have Skyfox's that are rough
>>>>>>> copies of Kitfox's. These are apparently failing at the carry
>>>>>>> through tube and there is an AD out for that. I understand they have
>>>>>>> a weaker tube, maybe wall thickness not sure !
>>>>>>> Also took my interest to read the Avid does not use rod ends. What
>>>>>>> do they do ? I assume just a bolt ! Is it in shear ?
>>>>>>> I think that loading the wing to failure point is on a video
>>>>>>> copied by Grant Fluent on this list. I guess anyone that wants a
>>>>>>> copy could first check with Grant that this is on the Video then buy
>>>>>>> a copy from him. I remember his price was extremely reasonable and
>>>>>>> there was a lot of interesting stuff on the DVD copy like loops and
>>>>>>> rolls in a Kitfox.
>>>>>>> Rex.
>>>>>>>
>>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 4
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| Subject: | Re: Failure Point rod end - horiz stab. |
Jerry -- I canno see the rod ends breaking from normal use.
I would think that some have used the horiz stab Strut for moving tail
around.
Now if you bend a rodend and more than once or twice, I could see it
breaking at a thread.
Dave
----- Original Message -----
From: "Jerry Liles" <wliles@bayou.com>
Sent: Saturday, December 02, 2006 9:26 PM
Subject: Re: Kitfox-List: Failure Point
>
> While it never caused a crash that I'm aware of there were just too many
> incidents of failure of the horizontal stab rod ends to call it ok. I
> recall one incident a few years ago related by a member of the Kitfox list
> of having to wrestle his airplane back home as it suddenly wanted to
> descend and turn and he could not figure out why until someone on the list
> suggested he inspect the horizontal stab. If the forces had been a bit
> greater the stab might have twisted or fluttered and made the plane
> uncontrollable or stressed the rear rod end to failure. That might have
> hurt. As for the rod ends on the wings they seem to be trouble free and
> adequately strong and make it easier to correct any minor misalignments,
> certainly more so than on an Avid, though I had no problem with mine.
>
> dave wrote:
>
>>
>> Lowell,
>>
>> I agree on the horiz stab rod ends being ok. I think alot of the
>> problem might have been from the pilot pulling on it rather than the
>> grab handle ?
>>
>> As far as the wings, I agree they seem strong but the idea for 2 rod
>> ends on the strut if probably to make up for builing errors if any as
>> well as adjustment. . I have not heard of them coming apart but I have
>> broken them on other applications. They are tiny compared to GA
>> aircraft. That being said, has ther ever been an in flight breakup of a
>> Kitfox ?
>>
>>
>> Dave
>>
>>
>> ----- Original Message ----- From: "Lowell Fitt" <lcfitt@sbcglobal.net>
>> To: <kitfox-list@matronics.com>
>> Sent: Saturday, December 02, 2006 5:33 PM
>> Subject: Re: Kitfox-List: Failure Point
>>
>>
>>>
>>> Jerry,
>>>
>>> Interesting.
>>>
>>> I still have the 3/16 rod ends on the foreward horizontal stab strut and
>>> it is part of my preflight check.
>>>
>>> Regarding stronger wings. I wonder if this is a plus, as the Kifox
>>> design with more "room for error" is a proven design as there have been
>>> no structural failures. If after about 15 years of uneventful use,
>>> would there be a reason to change the design?
>>>
>>> Lowell
>>> ----- Original Message ----- From: "Jerry Liles" <wliles@bayou.com>
>>> To: <kitfox-list@matronics.com>
>>> Sent: Saturday, December 02, 2006 11:25 AM
>>> Subject: Re: Kitfox-List: Failure Point
>>>
>>>
>>>>
>>>> Avid's, at least from the B model on, use one large size rod end on the
>>>> rear strut of the left wing to allow trimming. No other rod ends are
>>>> used in the wing or tail struts. Bolts in shear take the loads.
>>>> Kitfox had some problems with rod ends failing in tail struts and
>>>> finally went to beefier rod ends or simple struts for the tail. Using
>>>> straight struts in the Avid left little room for error but resulted in
>>>> a stronger wing and tail.
>>>> Jerry Liles
>>>>
>>>> Rex Shaw wrote:
>>>>
>>>>> Where did it fail ?
>>>>> The carry throguh tube would be one of the weakest links.
>>>>> Rod ends would be the next weakest link I think. If you look at the
>>>>> Avids
>>>>> they do not use rod ends.
>>>>> Dave
>>>>> Dave,
>>>>> I'm only going on memory here so please no one take it for
>>>>> gospel but I seem to remember the weakest link is the rod end but also
>>>>> here in Australia anyway we have Skyfox's that are rough copies of
>>>>> Kitfox's. These are apparently failing at the carry through tube and
>>>>> there is an AD out for that. I understand they have a weaker tube,
>>>>> maybe wall thickness not sure !
>>>>> Also took my interest to read the Avid does not use rod ends. What
>>>>> do they do ? I assume just a bolt ! Is it in shear ?
>>>>> I think that loading the wing to failure point is on a video copied
>>>>> by Grant Fluent on this list. I guess anyone that wants a copy could
>>>>> first check with Grant that this is on the Video then buy a copy from
>>>>> him. I remember his price was extremely reasonable and there was a lot
>>>>> of interesting stuff on the DVD copy like loops and rolls in a Kitfox.
>>>>>
>>>>> Rex.
>>>>>
>>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 5
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| Subject: | Re: Failure Point |
I would think that once they are set to length, they should not ever need
changing. However, I believe you mention changing to floats and this might
require a seasonal change?? If I remember correctly, the rod ends on the
stabs are 3/16" where every other rod end on my Fox is 1/4" or bigger. I
also seem to remember that Fox's sold overseas required the stab rod ends to
be upgraded to 1/4". There has been a couple cases where the rod ends were
found broken after a flight. Regardless whether they broke due to flight or
rough ground handling, I think a good field fix might be in order.
I don't know if this type mod would be considered an airframe mod or not
but probably would. So, that is another question. I'd say, you can do the
mod, log it and forget it??? If you have a case where winter/summer lengths
are different, make two sets. This is probably not a major concern but is
always on my preflight check list to wiggle all four rods. I've had my
plane moved many times by other hanger mates and you never know what they
might do in moving your plane.
Don Smythe
----- Original Message -----
From: "dave" <dave@cfisher.com>
Sent: Sunday, December 03, 2006 8:17 AM
Subject: Re: Kitfox-List: Failure Point
>
> Don, I would like it keep the option for adjustment and the Rod ends seem
> to serve well.
> Would your modification be considered a airframe modification?
>
> Dave
>
>
> ----- Original Message -----
> From: "Don Smythe" <dosmythe@cox.net>
> To: <kitfox-list@matronics.com>
> Sent: Sunday, December 03, 2006 7:28 AM
> Subject: Re: Kitfox-List: Failure Point
>
>
>>
>> I have this mod on my list of things to do. Just remove one rod (with
>> rod end) at a time. pre-drill the fuselage end and attach new rod. Put
>> a tick mark down through the hole in the stab where you want the new rod
>> drilled. I think that should be as close as you need it.
>>
>> Don Smythe.
>>
>> -- Original Message -----
>> From: "dave" <dave@cfisher.com>
>> To: <kitfox-list@matronics.com>
>> Sent: Saturday, December 02, 2006 8:09 PM
>> Subject: Re: Kitfox-List: Failure Point
>>
>>
>>>
>>> Don, You would have to get the hole drilled perfect in that case.
>>>
>>> I drop the front of my horiz. stab when floats go on and have to adjust
>>> a few timesto get hands free flights.
>>> Same thing going back to wheels in fall. Ski season approaching soon.
>>> :)
>>>
>>> BTW Don I saw your Fox on Barnstormers. Looks great !! Surprising how
>>> these Kitfox sell so cheap and at a fraction of a new Kit. Yours only
>>> has 150 hours? Good deal for some one.
>>> If anyone looking fora 582 Amphib fox there is one there as well on
>>> Aerocet floats for 25k . Flaots worth about 8k alone. Great deal
>>>
>>>
>>> Dave
>>>
>>>
>>> ----- Original Message -----
>>> From: "Don Smythe" <dosmythe@cox.net>
>>> To: <kitfox-list@matronics.com>
>>> Sent: Saturday, December 02, 2006 7:59 PM
>>> Subject: Re: Kitfox-List: Failure Point
>>>
>>>
>>>>
>>>> Just a thought, once the horizontal stabilizers are adjusted for proper
>>>> flight why not replace the horizontal struts with "fixed" units. That
>>>> is, replace with tubing with crimped ends and no rod ends to break.
>>>>
>>>> Don Smythe
>>>> ----- Original Message -----
>>>> From: "Lynn Matteson" <lynnmatt@jps.net>
>>>> To: <kitfox-list@matronics.com>
>>>> Sent: Saturday, December 02, 2006 5:59 PM
>>>> Subject: Re: Kitfox-List: Failure Point
>>>>
>>>>
>>>>>
>>>>> I bought the 1/4" threaded stud inserts to fit those forward hort.
>>>>> stab struts, and welded them in, fitted the 1/4" rod ends and have had
>>>>> no problems in over 200 hrs of flight, and like Lowell, check them
>>>>> prior to, and after each day of flying.
>>>>>
>>>>> Lynn
>>>>> On Saturday, December 2, 2006, at 05:33 PM, Lowell Fitt wrote:
>>>>>
>>>>>> <lcfitt@sbcglobal.net>
>>>>>>
>>>>>> Jerry,
>>>>>>
>>>>>> Interesting.
>>>>>>
>>>>>> I still have the 3/16 rod ends on the foreward horizontal stab strut
>>>>>> and it is part of my preflight check.
>>>>>>
>>>>>> Regarding stronger wings. I wonder if this is a plus, as the Kifox
>>>>>> design with more "room for error" is a proven design as there have
>>>>>> been no structural failures. If after about 15 years of uneventful
>>>>>> use, would there be a reason to change the design?
>>>>>>
>>>>>> Lowell
>>>>>> ----- Original Message ----- From: "Jerry Liles" <wliles@bayou.com>
>>>>>> To: <kitfox-list@matronics.com>
>>>>>> Sent: Saturday, December 02, 2006 11:25 AM
>>>>>> Subject: Re: Kitfox-List: Failure Point
>>>>>>
>>>>>>
>>>>>>>
>>>>>>> Avid's, at least from the B model on, use one large size rod end on
>>>>>>> the rear strut of the left wing to allow trimming. No other rod ends
>>>>>>> are used in the wing or tail struts. Bolts in shear take the loads.
>>>>>>> Kitfox had some problems with rod ends failing in tail struts and
>>>>>>> finally went to beefier rod ends or simple struts for the tail.
>>>>>>> Using straight struts in the Avid left little room for error but
>>>>>>> resulted in a stronger wing and tail.
>>>>>>> Jerry Liles
>>>>>>>
>>>>>>> Rex Shaw wrote:
>>>>>>>
>>>>>>>> Where did it fail ?
>>>>>>>> The carry throguh tube would be one of the weakest links.
>>>>>>>> Rod ends would be the next weakest link I think. If you look at
>>>>>>>> the Avids
>>>>>>>> they do not use rod ends.
>>>>>>>> Dave
>>>>>>>> Dave,
>>>>>>>> I'm only going on memory here so please no one take it
>>>>>>>> for gospel but I seem to remember the weakest link is the rod end
>>>>>>>> but also here in Australia anyway we have Skyfox's that are rough
>>>>>>>> copies of Kitfox's. These are apparently failing at the carry
>>>>>>>> through tube and there is an AD out for that. I understand they
>>>>>>>> have a weaker tube, maybe wall thickness not sure !
>>>>>>>> Also took my interest to read the Avid does not use rod ends.
>>>>>>>> What do they do ? I assume just a bolt ! Is it in shear ?
>>>>>>>> I think that loading the wing to failure point is on a video
>>>>>>>> copied by Grant Fluent on this list. I guess anyone that wants a
>>>>>>>> copy could first check with Grant that this is on the Video then
>>>>>>>> buy a copy from him. I remember his price was extremely reasonable
>>>>>>>> and there was a lot of interesting stuff on the DVD copy like loops
>>>>>>>> and rolls in a Kitfox.
>>>>>>>> Rex.
>>>>>>>>
>>>>>>>>
>>>>>>>
>>>>>>>
>>>>>>>
>>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 6
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| Subject: | Re: Failure Point |
Jerry,
Apples and oranges here. The failure with wrestle had to do with the jack
screw in the larger models that trimmed the horizontal stabilizer. That is
what failed. It had nothing to do with the struts, though it is agreed that
the larger models the struts had been beefed up and possibly with the use of
accepted AN fittings.
I remember two - maybe more of the rod ends - rather the stud going into the
rod ends - failing and it was discovered on the ground after a flight. I
don't recall if there was a "feeling" in flight, but it definitely was not a
wrestle. There was an upgrade offered, but I couldn't find a Service Letter
or Bulletin on the issue.
Lowell
----- Original Message -----
From: "Jerry Liles" <wliles@bayou.com>
Sent: Saturday, December 02, 2006 6:26 PM
Subject: Re: Kitfox-List: Failure Point
>
> While it never caused a crash that I'm aware of there were just too many
> incidents of failure of the horizontal stab rod ends to call it ok. I
> recall one incident a few years ago related by a member of the Kitfox list
> of having to wrestle his airplane back home as it suddenly wanted to
> descend and turn and he could not figure out why until someone on the list
> suggested he inspect the horizontal stab. If the forces had been a bit
> greater the stab might have twisted or fluttered and made the plane
> uncontrollable or stressed the rear rod end to failure. That might have
> hurt. As for the rod ends on the wings they seem to be trouble free and
> adequately strong and make it easier to correct any minor misalignments,
> certainly more so than on an Avid, though I had no problem with mine.
>
> dave wrote:
>
>>
>> Lowell,
>>
>> I agree on the horiz stab rod ends being ok. I think alot of the
>> problem might have been from the pilot pulling on it rather than the
>> grab handle ?
>>
>> As far as the wings, I agree they seem strong but the idea for 2 rod
>> ends on the strut if probably to make up for builing errors if any as
>> well as adjustment. . I have not heard of them coming apart but I have
>> broken them on other applications. They are tiny compared to GA
>> aircraft. That being said, has ther ever been an in flight breakup of a
>> Kitfox ?
>>
>>
>> Dave
>>
>>
>> ----- Original Message ----- From: "Lowell Fitt" <lcfitt@sbcglobal.net>
>> To: <kitfox-list@matronics.com>
>> Sent: Saturday, December 02, 2006 5:33 PM
>> Subject: Re: Kitfox-List: Failure Point
>>
>>
>>>
>>> Jerry,
>>>
>>> Interesting.
>>>
>>> I still have the 3/16 rod ends on the foreward horizontal stab strut and
>>> it is part of my preflight check.
>>>
>>> Regarding stronger wings. I wonder if this is a plus, as the Kifox
>>> design with more "room for error" is a proven design as there have been
>>> no structural failures. If after about 15 years of uneventful use,
>>> would there be a reason to change the design?
>>>
>>> Lowell
>>> ----- Original Message ----- From: "Jerry Liles" <wliles@bayou.com>
>>> To: <kitfox-list@matronics.com>
>>> Sent: Saturday, December 02, 2006 11:25 AM
>>> Subject: Re: Kitfox-List: Failure Point
>>>
>>>
>>>>
>>>> Avid's, at least from the B model on, use one large size rod end on the
>>>> rear strut of the left wing to allow trimming. No other rod ends are
>>>> used in the wing or tail struts. Bolts in shear take the loads.
>>>> Kitfox had some problems with rod ends failing in tail struts and
>>>> finally went to beefier rod ends or simple struts for the tail. Using
>>>> straight struts in the Avid left little room for error but resulted in
>>>> a stronger wing and tail.
>>>> Jerry Liles
>>>>
>>>> Rex Shaw wrote:
>>>>
>>>>> Where did it fail ?
>>>>> The carry throguh tube would be one of the weakest links.
>>>>> Rod ends would be the next weakest link I think. If you look at the
>>>>> Avids
>>>>> they do not use rod ends.
>>>>> Dave
>>>>> Dave,
>>>>> I'm only going on memory here so please no one take it for
>>>>> gospel but I seem to remember the weakest link is the rod end but also
>>>>> here in Australia anyway we have Skyfox's that are rough copies of
>>>>> Kitfox's. These are apparently failing at the carry through tube and
>>>>> there is an AD out for that. I understand they have a weaker tube,
>>>>> maybe wall thickness not sure !
>>>>> Also took my interest to read the Avid does not use rod ends. What
>>>>> do they do ? I assume just a bolt ! Is it in shear ?
>>>>> I think that loading the wing to failure point is on a video copied
>>>>> by Grant Fluent on this list. I guess anyone that wants a copy could
>>>>> first check with Grant that this is on the Video then buy a copy from
>>>>> him. I remember his price was extremely reasonable and there was a lot
>>>>> of interesting stuff on the DVD copy like loops and rolls in a Kitfox.
>>>>>
>>>>> Rex.
>>>>>
>>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 7
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| Subject: | Re: Overdue plane |
Hi Ron,
Been there, done that too many times myself in the
Marines.
I hope for a close call and a pleasant surprise.
Keep us informed.
Kurt S. S-5
--- ron schick <roncarolnikko@hotmail.com> wrote:
> My friends I fear the worst for my neighbor and
> friend. At about 4:00 my
> Kitfox and I were in loose formation with N914C and
> now at 8:43 the hanger
> is empty, the trucks are still there, and the police
> have been to his house.
> Hug your wife, kids or whatever and remember there
> is no reset button. A
> picture of a non Kitfox friend. Ron NB Ore (Coos
> Bay)
Cheap talk?
Message 8
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| Subject: | Re: Engine cooling - was Subaru EA-81 |
That is a lot of great info Jan. Thanks.
The engine heat diagram is very informative.
I am reminded of the piston jet engine I read about
years ago. The entire thrust of the engine was a
produce of the exhaust. No prop. The piston was free
to oscillate between 2 cylinder heads on opposite ends
of a cylinder. It was a 2 cycle, and the intake and
exhaust were in the middle of the cylinder.
The exhaust was fed into a chamber where water was
injected and the steam was then blown out thru a
nozzel. Lots of thrust and noise were the results.
But I wonder how much of the origional energy was
turned into thrust by this simple engine? It could
have been much more energy efficient than our piston
engines turning a prop. But the need to carry a lot
of water around to make the steam for continuous
thrust was certainly a reason for it to never be
produced.
What keeps it in my memory is that our heat loss thru
the exhaust can be used for short periods of time and
much thrust using a small amount of water. It would
be interesting to figure out how much thrust can be
gained for how long with one gallon of water. Could
be a great short field performer. Even better, you
can get more thrust on floats, where you can feed
water from the lake rather than carrying it with you.
Much thrust increase for little added weight, but then
there is the back pressure in the exhaust to contend
with too.
Just some ideas to pass out for those who want to
really experiment.
Kurt S. S-5
--- JC Propellerdesign <propellerdesign@tele2.se>
wrote:
> Here is a lot interesting information about cooling,
>
> http://www.rotaryeng.net/how-to-cool12.html
>
> Also attached is an excel file for cooling estimate.
>
> Jan Carlsson
> www.jcpropellerdesign.com
Message 9
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NO!
Peter Graichen
http:/home.neo.rr.com/n10pg/kitfox.htm
Peter:
Did you use any type of lead scavinger?
Clem Nichols
----- Original Message -----
From: "Peter Graichen" <n10pg@neo.rr.com>
Sent: Saturday, December 02, 2006 8:48 AM
Subject: Kitfox-List: EA-81 fuel
>
> I have used nothing but 100LL av-fuel in over 1000 hrs of operation in my
> NSI EA-81 Subaru without any problems.
> Peter Graichen
> http:/home.neo.rr.com/n10pg/kitfox.htm
Message 10
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Hello Dick:
I use the aluminum radiator furnished by NSI which is 24 x 6 x 2 inch. I
installed a 180 deg thermostat. I confirmed with extensive instrumented
tests NSI's statement that the oil temperature is essentially always the
same as or within a few degrees of the coolant temperature. Therefore an oil
cooler is not required.
Peter Graichen
http:/home.neo.rr.com/n10pg/kitfox.htm
I am curious to what size radiators are being used (Square inches) with
success for proper cooling on a Subaru EA-81 engine with carburetors. Also
is an oil cooler necessary?
Thanks
Dick
Message 11
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| Subject: | Model II MTOW - Strut sizes |
Here are some pics of some of the current model testing that was done for
the IV as well. http://www.kitfoxaircraft.com/testing information.htm
Fly Safe !!
John & Debra McBean
208.337.5111
www.kitfoxaircraft.com
"It's not how Fast... It's how Fun!"
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com]On Behalf Of Lowell Fitt
Sent: Thursday, November 30, 2006 8:14 AM
Subject: Re: Kitfox-List: Model II MTOW - Strut sizes
In the sales brochure from the period I ordered my kit (1992) there is the
picture mentioned, but I have never seen a discussion describing the test
and the failure mode, except on the list. It shows a fuselage with wings,
upside-down with bags of something that created bowing on both spars
inboard of the strut and sagging outboard. There is also a picture of the
horizontal Stabilizer, this time right side up with similar weights on it.
Lowell
----- Original Message -----
From: "ron schick" <roncarolnikko@hotmail.com>
Sent: Wednesday, November 29, 2006 9:41 PM
Subject: Re: Kitfox-List: Model II MTOW - Strut sizes
> <roncarolnikko@hotmail.com>
>
> Rex I have that picture somewhere in My Avid builders manual. Never saw
> it in all of my Kitfox materials. Perhaps there is one, but not in my
> 92' speedster manual. Last time I scanned and posted I overdosed the Avid
> photo section. Not very good at downsizing so if someone else finds one
> first..... Ron NB Ore
>
>
>>From: GypsyBeeInnkeepers <hefferans@gmail.com>
>>To: kitfox-list@matronics.com
>>Subject: Re: Kitfox-List: Model II MTOW - Strut sizes
>>Date: Wed, 29 Nov 2006 09:57:54 -0700
>>
>><hefferans@gmail.com>
>>
>>Somewhere in one of the old kitfox newsletters, from Denny Aircraft I
>>believe, is a article with a picture of a kitfox wing mounted upside down
>>to a test rig and a great many sand bags placed on the wing for a static
>>load test. I think the wing structure supported the equivalent of over
>>15G's before failure. Not sure how we should relate the test to this whole
>>subject.
>>I'm away from home and the article or I would offer to upload a copy.
>>Maybe someone else has it?
>>
>>Rex Hefferan
>>Colorado
>>
>>
>>Noel Loveys wrote:
>>
>>>The stresses on the struts are tensional and I'm sure they are way over
>>>2000lb tensional strength. ( 100% over stress for the weight of the
>>>plane ) What is the diameter or you carry through tube? My rear support
>>>legs are attached to the lower chines next to the carry through tube. I
>>>haven't looked inside yet but I wouldn't be surprised to find a couple of
>>>cluster welds there to distribute the stress of the rear float legs.
>>>
>>>
>>>Noel
>>>
>>> -----Original Message-----
>>> *From:* owner-kitfox-list-server@matronics.com
>>> [mailto:owner-kitfox-list-server@matronics.com] *On Behalf Of *dave
>>> *Sent:* Tuesday, November 28, 2006 3:02 PM
>>> *To:* kitfox-list@matronics.com
>>> *Subject:* Re: Kitfox-List: Model II MTOW - Strut sizes
>>>
>>> Noel, For referance my IV struts are 1.00 " -- no idea
>>> on the
>>> thickness. I would be concerned about the carry through diameter
>>> and thickness as well. On Floats the carry through tube supports
>>> the rear float support legs just behind the step as well as the
>>> wing loads from the struts. I would call John McBean for
>>> his insights.
>>> Dave
>>>
>>>
>>> ----- Original Message -----
>>> *From:* Noel Loveys <mailto:noelloveys@yahoo.ca>
>>> *To:* kitfox-list@matronics.com
>>> <mailto:kitfox-list@matronics.com>
>>> *Sent:* Tuesday, November 28, 2006 12:19 PM
>>> *Subject:* RE: Kitfox-List: Model II MTOW
>>>
>>> My plane is #736 I know there is an "I" beam inside the
>>> spars. the struts are .75" and I haven't had a chance yet to
>>> check the carry through. The plane is on floats
>>> and as the floats themselves will fly
>>> their own weight I'm sure the plane can handle 1050lb. on
>>> floats. the issue now becomes one of insurance. I've
>>> contacted TC (Transport Canada) and they are willing to change
>>> the gross weight for me.
>>>
>>>
>>
>>
>>
>>
>>
>
> _________________________________________________________________
> MSN Shopping has everything on your holiday list. Get expert picks by
> style, age, and price. Try it!
>
http://shopping.msn.com/content/shp/?ctId00,ptnrid=176,ptnrdata 0601&tc
ode=wlmtagline
>
>
--
--
Message 12
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| Subject: | Re: Failure Point |
Testing my memory but didn't they offer the aero tubing and 1/4x28
rod ends. The
up grade was very expensive.
Paul
==============
At 09:29 AM 12/3/2006, you wrote:
>
>Jerry,
>
>Apples and oranges here. The failure with wrestle had to do with
>the jack screw in the larger models that trimmed the horizontal
>stabilizer. That is what failed. It had nothing to do with the
>struts, though it is agreed that the larger models the struts had
>been beefed up and possibly with the use of accepted AN fittings.
>
>I remember two - maybe more of the rod ends - rather the stud going
>into the rod ends - failing and it was discovered on the ground
>after a flight. I don't recall if there was a "feeling" in flight,
>but it definitely was not a wrestle. There was an upgrade offered,
>but I couldn't find a Service Letter or Bulletin on the issue.
>
>Lowell
>----- Original Message ----- From: "Jerry Liles" <wliles@bayou.com>
>To: <kitfox-list@matronics.com>
>Sent: Saturday, December 02, 2006 6:26 PM
>Subject: Re: Kitfox-List: Failure Point
>
>
>>
>>While it never caused a crash that I'm aware of there were just too
>>many incidents of failure of the horizontal stab rod ends to call
>>it ok. I recall one incident a few years ago related by a member
>>of the Kitfox list of having to wrestle his airplane back home as
>>it suddenly wanted to descend and turn and he could not figure out
>>why until someone on the list suggested he inspect the horizontal
>>stab. If the forces had been a bit greater the stab might have
>>twisted or fluttered and made the plane uncontrollable or stressed
>>the rear rod end to failure. That might have hurt. As for the rod
>>ends on the wings they seem to be trouble free and adequately
>>strong and make it easier to correct any minor misalignments,
>>certainly more so than on an Avid, though I had no problem with mine.
>>
>>dave wrote:
>>
>>>
>>>Lowell,
>>>
>>>I agree on the horiz stab rod ends being ok. I think alot of
>>>the problem might have been from the pilot pulling on it rather
>>>than the grab handle ?
>>>
>>>As far as the wings, I agree they seem strong but the idea for 2
>>>rod ends on the strut if probably to make up for builing errors if
>>>any as well as adjustment. . I have not heard of them coming
>>>apart but I have broken them on other applications. They are tiny
>>>compared to GA aircraft. That being said, has ther ever been an
>>>in flight breakup of a Kitfox ?
>>>
>>>
>>>Dave
>>>
>>>
>>>----- Original Message ----- From: "Lowell Fitt" <lcfitt@sbcglobal.net>
>>>To: <kitfox-list@matronics.com>
>>>Sent: Saturday, December 02, 2006 5:33 PM
>>>Subject: Re: Kitfox-List: Failure Point
>>>
>>>
>>>>
>>>>Jerry,
>>>>
>>>>Interesting.
>>>>
>>>>I still have the 3/16 rod ends on the foreward horizontal stab
>>>>strut and it is part of my preflight check.
>>>>
>>>>Regarding stronger wings. I wonder if this is a plus, as the
>>>>Kifox design with more "room for error" is a proven design as
>>>>there have been no structural failures. If after about 15 years
>>>>of uneventful use, would there be a reason to change the design?
>>>>
>>>>Lowell
>>>>----- Original Message ----- From: "Jerry Liles" <wliles@bayou.com>
>>>>To: <kitfox-list@matronics.com>
>>>>Sent: Saturday, December 02, 2006 11:25 AM
>>>>Subject: Re: Kitfox-List: Failure Point
>>>>
>>>>
>>>>>
>>>>>Avid's, at least from the B model on, use one large size rod end
>>>>>on the rear strut of the left wing to allow trimming. No other
>>>>>rod ends are used in the wing or tail struts. Bolts in shear
>>>>>take the loads. Kitfox had some problems with rod ends failing
>>>>>in tail struts and finally went to beefier rod ends or simple
>>>>>struts for the tail. Using straight struts in the Avid left
>>>>>little room for error but resulted in a stronger wing and tail.
>>>>>Jerry Liles
>>>>>
>>>>>Rex Shaw wrote:
>>>>>
>>>>>>Where did it fail ?
>>>>>>The carry throguh tube would be one of the weakest links.
>>>>>>Rod ends would be the next weakest link I think. If you look
>>>>>>at the Avids
>>>>>>they do not use rod ends.
>>>>>> Dave
>>>>>> Dave,
>>>>>> I'm only going on memory here so please no one
>>>>>> take it for gospel but I seem to remember the weakest link is
>>>>>> the rod end but also here in Australia anyway we have Skyfox's
>>>>>> that are rough copies of Kitfox's. These are apparently
>>>>>> failing at the carry through tube and there is an AD out for
>>>>>> that. I understand they have a weaker tube, maybe wall thickness not sure
!
>>>>>> Also took my interest to read the Avid does not use rod
>>>>>> ends. What do they do ? I assume just a bolt ! Is it in shear ?
>>>>>> I think that loading the wing to failure point is on a video
>>>>>> copied by Grant Fluent on this list. I guess anyone that wants
>>>>>> a copy could first check with Grant that this is on the Video
>>>>>> then buy a copy from him. I remember his price was extremely
>>>>>> reasonable and there was a lot of interesting stuff on the DVD
>>>>>> copy like loops and rolls in a Kitfox.
>>>>>>
>>>>>>Rex.
>>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>
>
Message 13
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| Subject: | Re: Failure Point |
Lowell
There was an incident of tail strut failure in flight with difficulty
maintaining steady level flight that was reported to this list. This was
a Model 4, not a Model 5 with the jackscrew trim system. The
correspondent couldn't figure out what had happened until someone (might
have been me) asked him to inspect the tail lift struts. My point is
failures have occurred for whatever reason and may well occur again.
This is a type of failure that is survivable but is potentially
disasterous. Kitfox (Skystar) finally upgraded the struts to larger
rodend fittings. My feeling is the small rod end fittings on Model 4
are a known point of failure,whether from improper ground handling,
improper assembly, or stress of flight, with potential for disaster and
I would replace them.
Back then the list manager had a reguarly updated message called "Kitfox
Safe" where all the problems and potential problems and how to handle
them were listed. Unfortunately I have a relatively new computer and I
do not have a copy of Kitfox Safe. Perhaps someone else saved a copy?
Jerry Liles
Lowell Fitt wrote:
>
> Jerry,
>
> Apples and oranges here. The failure with wrestle had to do with the
> jack screw in the larger models that trimmed the horizontal
> stabilizer. That is what failed. It had nothing to do with the
> struts, though it is agreed that the larger models the struts had been
> beefed up and possibly with the use of accepted AN fittings.
>
> I remember two - maybe more of the rod ends - rather the stud going
> into the rod ends - failing and it was discovered on the ground after
> a flight. I don't recall if there was a "feeling" in flight, but it
> definitely was not a wrestle. There was an upgrade offered, but I
> couldn't find a Service Letter or Bulletin on the issue.
>
> Lowell
> ----- Original Message ----- From: "Jerry Liles" <wliles@bayou.com>
> To: <kitfox-list@matronics.com>
> Sent: Saturday, December 02, 2006 6:26 PM
> Subject: Re: Kitfox-List: Failure Point
>
>
>>
>> While it never caused a crash that I'm aware of there were just too
>> many incidents of failure of the horizontal stab rod ends to call it
>> ok. I recall one incident a few years ago related by a member of the
>> Kitfox list of having to wrestle his airplane back home as it
>> suddenly wanted to descend and turn and he could not figure out why
>> until someone on the list suggested he inspect the horizontal stab.
>> If the forces had been a bit greater the stab might have twisted or
>> fluttered and made the plane uncontrollable or stressed the rear rod
>> end to failure. That might have hurt. As for the rod ends on the
>> wings they seem to be trouble free and adequately strong and make it
>> easier to correct any minor misalignments, certainly more so than on
>> an Avid, though I had no problem with mine.
>>
>> dave wrote:
>>
>>>
>>> Lowell,
>>>
>>> I agree on the horiz stab rod ends being ok. I think alot of the
>>> problem might have been from the pilot pulling on it rather than
>>> the grab handle ?
>>>
>>> As far as the wings, I agree they seem strong but the idea for 2
>>> rod ends on the strut if probably to make up for builing errors if
>>> any as well as adjustment. . I have not heard of them coming apart
>>> but I have broken them on other applications. They are tiny
>>> compared to GA aircraft. That being said, has ther ever been an in
>>> flight breakup of a Kitfox ?
>>>
>>>
>>> Dave
>>>
>>>
>>> ----- Original Message ----- From: "Lowell Fitt" <lcfitt@sbcglobal.net>
>>> To: <kitfox-list@matronics.com>
>>> Sent: Saturday, December 02, 2006 5:33 PM
>>> Subject: Re: Kitfox-List: Failure Point
>>>
>>>
>>>> <lcfitt@sbcglobal.net>
>>>>
>>>> Jerry,
>>>>
>>>> Interesting.
>>>>
>>>> I still have the 3/16 rod ends on the foreward horizontal stab
>>>> strut and it is part of my preflight check.
>>>>
>>>> Regarding stronger wings. I wonder if this is a plus, as the Kifox
>>>> design with more "room for error" is a proven design as there have
>>>> been no structural failures. If after about 15 years of uneventful
>>>> use, would there be a reason to change the design?
>>>>
>>>> Lowell
>>>> ----- Original Message ----- From: "Jerry Liles" <wliles@bayou.com>
>>>> To: <kitfox-list@matronics.com>
>>>> Sent: Saturday, December 02, 2006 11:25 AM
>>>> Subject: Re: Kitfox-List: Failure Point
>>>>
>>>>
>>>>>
>>>>> Avid's, at least from the B model on, use one large size rod end
>>>>> on the rear strut of the left wing to allow trimming. No other rod
>>>>> ends are used in the wing or tail struts. Bolts in shear take the
>>>>> loads. Kitfox had some problems with rod ends failing in tail
>>>>> struts and finally went to beefier rod ends or simple struts for
>>>>> the tail. Using straight struts in the Avid left little room for
>>>>> error but resulted in a stronger wing and tail.
>>>>> Jerry Liles
>>>>>
>>>>> Rex Shaw wrote:
>>>>>
>>>>>> Where did it fail ?
>>>>>> The carry throguh tube would be one of the weakest links.
>>>>>> Rod ends would be the next weakest link I think. If you look at
>>>>>> the Avids
>>>>>> they do not use rod ends.
>>>>>> Dave
>>>>>> Dave,
>>>>>> I'm only going on memory here so please no one take
>>>>>> it for gospel but I seem to remember the weakest link is the rod
>>>>>> end but also here in Australia anyway we have Skyfox's that are
>>>>>> rough copies of Kitfox's. These are apparently failing at the
>>>>>> carry through tube and there is an AD out for that. I understand
>>>>>> they have a weaker tube, maybe wall thickness not sure !
>>>>>> Also took my interest to read the Avid does not use rod ends.
>>>>>> What do they do ? I assume just a bolt ! Is it in shear ?
>>>>>> I think that loading the wing to failure point is on a video
>>>>>> copied by Grant Fluent on this list. I guess anyone that wants a
>>>>>> copy could first check with Grant that this is on the Video then
>>>>>> buy a copy from him. I remember his price was extremely
>>>>>> reasonable and there was a lot of interesting stuff on the DVD
>>>>>> copy like loops and rolls in a Kitfox.
>>>>>>
>>>>>> Rex.
>>>>>>
>>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>
>
Message 14
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|
Now a search and recovery. Witnesses reported a straight in about 300 yards
offshore. I flew the coast more than an hour today and saw only sea lions
and bubbles from the divers. Sonar arrives tommorow. Ron NB Ore
_________________________________________________________________
View Athletes Collections with Live Search
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Message 15
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Jerry
I have all the KifoxSafe items and below is a pasted copy of Item 21 which
deals with the horizontal stabilizer rod ends.
Regards Ted
-------------------------------------------------------
#21 3/25/98
(MAJOR) (MODEL IV'S ONLY) HORIZONTAL STABILIZER
SUPPORT STRUTS BREAKING AT 3/16" THREADED END. Loss of horizontal
stabilizer support and possible Elevator control.
1. Replace support struts and rod ends with ones that are equipped with 1/4"
threaded ends.
2. Take extreme caution that the Horizontal Stabilizer is never used to move
the Aircraft around on the ground.
3. Inspect frequently.
4. Look for a method to "BEEF" up the joint.
5. (AT THE REQUEST OF SS) SS has a 1/4" strut kit for sale at a price of
$185. PART # 10581
-------------------------------------------------
-------SNIP------
Back then the list manager had a reguarly updated message called "Kitfox
Safe" where all the problems and potential problems and how to handle
them were listed. Unfortunately I have a relatively new computer and I
do not have a copy of Kitfox Safe. Perhaps someone else saved a copy?
Jerry Liles
Message 16
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| Subject: | Re: Failure Point |
Ted
Could you post a list or a file of all the KitfoxSafe items. I'd like
to have a look at all of them. I haven't been on the list that long and have
never seen the list.
Thanks,
Tim Vader
Calgary
----- Original Message -----
From: "Ted Palamarek" <temco@telusplanet.net>
Sent: Sunday, December 03, 2006 6:58 PM
Subject: RE: Kitfox-List: Failure Point
> <temco@telusplanet.net>
>
> Jerry
>
> I have all the KifoxSafe items and below is a pasted copy of Item 21 which
> deals with the horizontal stabilizer rod ends.
>
> Regards Ted
>
> -------------------------------------------------------
> #21 3/25/98
>
> (MAJOR) (MODEL IV'S ONLY) HORIZONTAL STABILIZER
> SUPPORT STRUTS BREAKING AT 3/16" THREADED END. Loss of horizontal
> stabilizer support and possible Elevator control.
> 1. Replace support struts and rod ends with ones that are equipped with
> 1/4"
> threaded ends.
> 2. Take extreme caution that the Horizontal Stabilizer is never used to
> move
> the Aircraft around on the ground.
> 3. Inspect frequently.
> 4. Look for a method to "BEEF" up the joint.
> 5. (AT THE REQUEST OF SS) SS has a 1/4" strut kit for sale at a price of
> $185. PART # 10581
> -------------------------------------------------
>
>
> -------SNIP------
> Back then the list manager had a reguarly updated message called "Kitfox
> Safe" where all the problems and potential problems and how to handle
> them were listed. Unfortunately I have a relatively new computer and I
> do not have a copy of Kitfox Safe. Perhaps someone else saved a copy?
>
> Jerry Liles
>
>
> --
> 25/11/2006
>
>
Message 17
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Here is a list of "KitfoxSafe" items started by Don Smith. He put a lot of
effort into it and deserves Kudos.
Don Pearsall
______________
KITFOXSAFE CONCERNS AND COMMENTS
This is a list of safety concerns submitted by Kitfox builders and compiled
by Don Smythe <SmytheDF@supship.navy.mil>
KITFOXSAFE CONCERNS AND COMMENTS
KITFOXSAFE CONCERNS AND COMMENTS
********************************
* NEW CONCERN *
* THROTTLE CABLE CLUSTER SOCKETS *
********
#39
CONCERN: (MINOR) THROTTLE AND INJECTOR CABLES JUMPING THEIR SOCKETS;
DATE: 11-23-99
IMPACT: The barrels on the ends of the cables have been know to jump out
of the "sockets" at the throttle cluster. This will cause the
throttles or oil injection functions to be extremely out of sync.
"LIST": 1. Find a means (safety wire, tie wrap, etc.) to better hold the
cable ends in the cluster sockets.
********
#38
CONCERN: (MINOR) (PRIMARILY 582??) ROTAX STARTER GEAR SPRING BREAKING;
DATE: 9-30-99
IMPACT: Freezing up the Rotax starter and possible (but not likely)
damage
to starter and flywheel.
"LIST": 1. Periodically lubricate the starter gear/shaft.
2. NOTE: Reportedly, the Rotax/SS manual recommends lubricating
at each annual.
3. Possible choice for lubrication is motor cycle chain lube
oil.
It's designed with an anti-fling additive. Can be applied
without removing engine/starter.
********
#37
CONCERN: (MINOR)(582 ONLY) ROTARY VALVE RESERVOIR HOSES FAILING;
DATE: 7-23-99
IMPACT: Leaking or loss of rotary valve oil. Could result in
engine damage
"LIST": 1. Replace the original "braided" lines with an automotive type
hose.
2. NOTE: The engine fitting is 7/16" whereas, the original hose
is 3/8". This causes a stretching of the hose over the
fitting
and a potential stress point. Understand that 7/16" I.D. hose
might be hard to locate. Try a farm products outlet for
7/16" ID hose.
********
#36
CONCERN: (MAJOR) MIL-6000 RUBBER FUEL LINES SWELLING SHUT;
DATE: 7-22-99
IMPACT: Fuel starvation and engine failure. Recent incident resulted in
significant reduced power at landing. Mil-6000 lines were 3 years
old. Exterior inspection will not reveal the internal swelling.
"LIST": 1. Change Mil-6000 fuel lines to an automotive type,
Polyurethane,
or Tygon (translucent yellow #F-40-40-A)
2. Replace fuel lines at each annual or every other annual
3. Perform periodic fuel flow rate test.
4. Note fuel flow rate with/without filters installed. Insure
the addition of filters don't reduce fuel rates below spec
(150% of max fuel usage).
********
#35
CONCERN: (MAJOR) GSC CTA PROP HUB PISTON BEARING FREEZING
DATE: 7-19-99
IMPACT: There is a small bearing and piston in the prop hub that controls
the pitch of the blades. This bearing has a recommended
replacement of 100 hours. To date, two know failures have been
reported to the list. One at 40 hours of service and the other at
5 hours. Bearing failure causes the blades to fail to a fine
pitch
and the ability to maintain altitude may be lost.
"LIST": 1. Insure the failed (minimum) pitch will sustain flight. Adjust
if possible.
********
#34
CONCERN: (MINOR)(PRIMARILY SERIES V) FIBERGLASS SEAT BREAKING RESULTING
IN JAMMED CONTROL LINKAGE
DATE: 6-29-99
IMPACT: Breaking of the seat or seat coming loose from the fuselage
support tubes could result in the below control tubes becoming
Jammed. A complete loss of control of the aircraft could
occur.
"LIST": 1. Ensure the seat is properly and securely attached to the
fuselage tubing
2. Look at reinforcing the fiberglass seat in the areas where
it attaches to the tubes
3. Provide full length support from top to bottom (seat lips)
with either stainless strap or webbing of some sort.
4. Consider using metal hose clamps vice plastic tie wraps to
secure the seat.
5. Inspect the seat frequently for signs of cracking.
Especially after any hard landings.
********
#33
CONCERN: (MINOR) (532-582) FAILURE OF FLOAT GUIDES IN THE BING CARBS
DATE: 6-29-99
IMPACT: There was a article concerning the small guides in the Bing
carbs (floats) wearing due to vibration. Once the guides were
worn, the float body starts to wear and pieces of the float
found their way to the jets. The result is engine failure due
to fuel starvation. The guide in question is the bottom one.
"LISTS": Inspect the bottom and top guides where the push rod passes
through the float body frequently. Repair/ replace if
necessary.
********
#032
CONCERN: (MAJOR)(582ONLY) FAILURE OF PULSE DRIVEN FUEL PUMP DUE TO
PULSE LINE / PUMP DIAPHRAGM
DATE: 6-14-99
IMPACT: loss of engine due to failure of pump diaphragm or engine
pulse line
"LIST": 1. Check pulse line (and all fuel lines) frequently for cracks
and signs of drying out. Replace as necessary.
2. Consider replacing pulse lines and all other fuel lines at
regular annual intervals.
3. Consider overhauling or replacing the pulse operated fuel
pump at some regular interval (annual/bi-annual,etc.)
4. Consider the addition of a back up electrical pump.
5. CAUTION; a ruptured pump diaphragm will cause the engine
crankcase to flood with raw fuel through the engine pulse
line. A backup elec pump installed in series with the fuel
line will not help this situation.
6. CAUTION; a leaking pulse line could result in an extreme
lean engine mixture.
********
#031
CONCERN: (MINOR) SEPARATION OF THE BUTT RIB CAPSTRIP FROM THE BUTT
RIB
DATE: 5-5-99
IMPACT: During moderate to severe turbulence, a Kitfox had its
butt rib capstrip separate from the rest of the rib that
left a 1/2" gap between the windshield and the butt rib.
This condition could cause undo stress on the windshield
and premature breakage.
"LIST": Attach several short alum angle pieces on the inside of
the butt rib that will tie the horizontal capstrip to the
vertical rib. One member also used the alum pieces to
attach "nut plates" where he then bolted the windshield to
the capstrips vice pop-rivet.
********
#030
CONCERN: (MAJOR) SELECTION AND INSTALLATION OF FUEL FILTERS
DATE: 5-3-99
IMPACT: Fuel starvation due to improper filters or installation.
"LIST": 1. The glass Purolator filters are rated at 40-70 Micron.
The 40 rating is 50% effective whereas the 70 rating
is 98% effective. Possible good pre-filter at wing
tank.
2. Never use filters without knowing the Micron rating.
3. Paper element filters can clog if subjected to water.
4. Fiberglass fragments are "invisible" to the eye in
see through filters.
********
#029
CONCERN: (MAJOR) ELEVATOR TRIM MOTOR "HOUSING" BREAKING.
(SERIES 5 ONLY)
DATE: 3-8-99
IMPACT: Elevator is allowed to "flop" from limit to limit
resulting in uncontrollable elevator. (one Kitfox
lost to date. Unable to flare during landing)
"LIST": 1. Inspect housing frequently for signs of cracking.
2. Investigate a method to limit the elevator travel
if break occurs (cable, block, etc.).
********
#028
CONCERN: (MINOR) FLAPERON HINGE'S FREEZING
DATE: 2-5-99
IMPACT: Loss of Flaperon control
"LIST": 1. Lubricate with silicon or something to prevent
water build up in the hinge area.
2. Prevent water intrusion in wet climates
********
#027
CONCERN: (MAJOR) ROTAX 912 ENGINE MOUNTS CRACKING
DATE: 1/26/99
IMPACT: Loss of engine support
"LIST": 1. Three failures have been reported. One was first
hand and the other two were second hand reports.
2. Inspect carefully for any evidence of hairline
cracks starting to occur in the ASTM 4130 Chrome
Alloy tubing.
3. Re-weld and add sufficient additional support.
********
#026
CONCERN: (MINOR) POSSIBLE FUEL STARVATION
DATE: 12/22/98
IMPACT: Some circumstances can cause fuel starvation from the
wing tanks to the header tank
"LIST": 1. Ensure a continuous "downward" routing of fuel
lines from wing to header
2. Check filters frequently for fiberglass/Kreem
particles
3. Be cautious with "paper" type filters in areas
where water might be a factor.
4. Check fuel tank strainers frequently for
particles.
********
#025
CONCERN: (MINOR) BROKEN/CRACKED MUFFLERS ON THE 912 DUE TO
VIBRATION
DATE: 12/01/98
IMPACT: Possible fire in the engine compartment or
exhaust in cockpit
"LIST": 1. Re-weld and "Beef" up joints by adding
a steel bar to further support the exhaust pipe
2. Check at preflight by giving a tug on
the exhaust pipe
3. NDT (Dye Penetrate) at annual
********
#024
CONCERN: (MAJOR) ROTAX 912 OIL PRESSURE REDUCTION/LOSS
DATE: 11-19-98
IMPACT: Damage to engine or engine failure
"LIST": John King's problem has been isolated to a crimped
oil line caused by a hose clamp. The crimp was at a
short section of line at the oil filter fitting. The
Earl cooler appears "NOT" to be the problem. Other
members are still investigating their causes.
********
#023
CONCERN: (MAJOR) FUEL TANK COATINGS, CRACKING (KREEM);
DATE: 6-15-98
IMPACT: Engine failure; Fuel system contamination;
"LIST": 1. Remove old Kreem with MEK/Acetone
2. Re-coat tanks with new (Kreem) OR NOT
3. Inspect tank interiors regular for signs of
cracking or flaking of Kreem.
4. Inspect fuel samples for signs of white Kreem
particles
5. Clean tank strainers regularly.
6. Replace fuel filters regularly.
********
#022
CONCERN: (MAJOR) FUEL TANKS; FIBERGLASS FRAGMENTS CLOGGING
FILTERS; TRANSPARENT TO THE EYE THROUGH GLASS FILTERS
DATE: 7-20-98
IMPACT: Engine failure; Clogged fuel system
"LIST": 1. Replace filters regularly.
2. Cut open old filters and check for fragments and
other debris. Fiberglass particles have been
reported as transparent in the glass type
filters.
********
#021
CONCERN: (MAJOR) (MODEL IV's ONLY) HORIZONTAL STABILIZER
SUPPORT STRUTS BREAKING AT 3/16" THREADED END.
DATE: 3-25-98
IMPACT: Loss of horizontal stabilizer support and possible
Elevator control.
"LIST": 1. Replace support struts and rod ends with ones that
are equipped with 1/4" threaded ends.
2. Take extreme caution that the Horizontal
Stabilizer is never used to move the Aircraft
around on the ground.
3. Inspect frequently.
4. Look for a method to "BEEF" up the joint.
********
#020
CONCERN: (MAJOR) (PRIMARILY 912's ONLY) ROTAX IGNITION
MODULES; WIRES BREAKING
DATE: 3-25-98
IMPACT: Loss of ignition or, one half the ignition system
"LIST": 1. Relocate ign modules from the engine to the
firewall
2. Immobilize the Rotax wiring and provide extension
harness of MIL-Spec wiring and connectors.
********
#019
CONCERN: (MAJOR) RUDDER/BRAKE CONTROL TUBING; BREAKING
AT WELDS (SERIES IV ONLY)
DATE: 12-7-98
IMPACT: Loss of Rudder and Brake control
"LIST": 1. Install retrofit kit provided by Skystar
2. Install reinforcement straps around the tubing at
the welded joints. Weld or rivet in place
********
#018
CONCERN: (MAJOR) RUDDER JAM DUE TO REAR LOCATED RUDDER
ADJUSTMENT LINKS;
DATE: 3-25-98
IMPACT: Possible rudder jam at full rudder
"LIST": 1. Relocate the rudder pedal links to the pedal end.
2. Terminate the rudder cable on top of the rudder
arm and provide safety strap.
3. SS changed the design on the model IV sometime
around the beginning of 1996 and, this concern was
corrected.
********
#017
CONCERN: (MAJOR) FUEL VALVE; "O" RING DETERIORATION
DATE: 3-25-98
IMPACT: Engine failure due to "O" ring entering fuel line and
causing fuel starvation
"LIST": 1. Replace "O" rings with Viton material
2. Replace valve with Chrome ball and Teflon seat type
construction; rated for gasoline.
********
#016
CONCERN: (MAJOR) RUDDER CABLE RUBBING ON RUDDER STOP
DATE: 3-25-98
IMPACT: Wearing of the rudder cable; possible breakage and loss
of rudder control
"LIST": 1. Rudder jamming "concern" above. This correction also
raises the cable to clear the rudder stop.
2. SS changed design on the model IV sometime around the first
of 1996 and, this concern was corrected.
********
#015
CONCERN: (MINOR) FUSING OF THE BUS "FILTER CAPACITOR"
DATE: 3-25-98
IMPACT: Shorted capacitor could result in "Bus" voltage being
shorted to ground; Loss of 12VDC bus.
"LIST": Add an inline fuse to the input of the filter capacitor.
Will lose filter capability but maintain the Bus.
********
#014
CONCERN: (MINOR) LEAKING (POLY) HEADER TANKS
DATE" 3-25-98
IMPACT: Fuel contamination in the Cockpit area.
"LIST": 1. Apply small amount of heat to tank (poly) threads
prior to sealing.
2. Use a good quality sealant
********
#013
CONCERN: (MAJOR/MINOR) THROTTLE CABLE "BALL" ENDS; BREAKING
DATE: 3-25-98
IMPACT: (MAJ-582) Associated carburetor will fail "throttle
shut"; engine failure.
(MIN-912) Associated carburetor will fail full throttle
causing rough engine.
"LIST": Adjust throttle vernier so that positive stop of vernier
hits "just" prior to carburetor cups reaching full
travel. Allows the physical stop on the vernier to
contact first and prevents stress to the cable "ball"
ends at the carb cups.
********
#012
CONCERN: (MAJOR/MINOR) THROTTLE VERNIER CONNECTION TO THROTTLE
CLUSTER; SLIPPING
DATE: 3-25-98
IMPACT: Loss of throttle control. (MAJ-582) (MIN -912). See
comments on "THROTTLE CABLE "BALL" ENDS; BREAKING
"LIST": 1. Provide a more positive means to attach the solid wire
(center of vernier) to the throttle cluster.
2. Provide any extra "bug" nut sleeve assy between the throttle
cluster and the end of the outer throttle covering. Be careful
not to interfere with the idle or full throttle operation of
the
Vernier. Adjust the location to give you approximatly 75%
power
(582) if the original bug nut fails or slips.
3. SET SCREW ( OVAL POINT).. IS DESIGNED TO APPLY PRESSURE WITHOUT
CUTTING.. THIS
IS THE PREFERRED SET SCREW FOR USE ON
SMALL WIRES AND CABLES (i.e. throttle and brake
cables).. AS THERE IS NO CUTTING
SURFACE, CHANCES OF DAMAGING THE CABLE OR WIRE
ARE GREATLY REDUCED.
4. SET SCREW ( CUP POINT). IS DESIGNED FOR
USE WHERE SET SCREW MUST BITE INTO
MATING SURFACE..(i.e. a pulley of a
steel shaft).. IF THIS TYPE OF SET SCREW IS USED ON A
FLEXIBLE CABLE OR SMALL WIRE IT CAN
CAUSE DAMAGE. AS THIS SET SCREW CUTS INTO
THE MATING SURFACE IT REDUCES THE
STRENGTH OF THE CABLE/WIRE.. ON WIRES IT CAN
CAUSE A "STRESS RISER" WHICH CAN LEAD
TO A BREAK IN THE WIRE.
5. Try to use the "oval point" . If not
available, drill the set screw hole slightly offset from the wire hole so
the
"Cup point" type won't cut into the
wire.
********
#011
CONCERN: (MINOR) Fuel line and vents from wing tanks crimping
DATE: 3-25-98
IMPACT: Engine failure due to fuel starvation and loss of vent.
"LIST": 1. Ensure sufficient slack in lines for folding wings
but, ensure line is continually going down hill from
the wing tank to the header.
2. Inspect carefully for lines "approaching" a crimp
3. Investigate the installation of 90 degree fittings
where lines perform excessive bending; example, the
vent line.
*******
#010
CONCERN: (MINOR) Not choosing to rib Lace the Wings
DATE: 3-25-98
IMPACT: Separation of the fabric to the wing ribs during flight.
"LIST": Skystar and Poly Fiber seem to differ on their opinions
rib lacing. Skystar suggest rib lacing as an "Option".
Poly Fiber considers rib lacing as "Essential".
********
#009
CONCERN: (MAJOR) TUBULAR MAIN LANDING GEAR WELDMENTS;
CRACKING.
DATE: 3-25-98
IMPACT: Uncontrollable aircraft upon landing
"LIST": 1. Inspect weldment frequently for cracking.
2. Replace gear with the solid spring aluminum gear.
*******
#008
CONCERN: (MAJOR) (PRE-93) CRACKING FLYWHEELS ON OLDER 582's
DATE: 3-25-98
IMPACT: Engine destruction/failure
"LIST": 1. Inspect flywheel at first opportunity for cracks
radiating from the bolt holes.
2. Replace with new (heavier) flywheel. Rotax
Bulletin??? refers.
3. Inspect at each annual. Engine removal and partial
tear down preferred. Consider NDT (dye penetrate
test)
*******
#007
CONCERN: (MAJOR) ROTAX 912 ROCKER ARM SEIZURE
DATE: 3-25-98
IMPACT: Loss of power in cylinders depending on No. of cylinders
affected. possible damage to heads, valves, and pistons.
"LIST": 1. remove and inspect rocker arms for evidence of
scoring or seizure.
2. Replace with upgraded (Bronze Bushings) rocker arms
and replacement shaft.
3. Inspect old arms every 200 hours and replace at 600
hours to maintain 1200 TBO
*******
#006
CONCERN: (MINOR) BREAKING OF ROTAX EXHAUST SPRINGS
DATE: 4-6-98
IMPACT: Loss of support for the exhaust system
"LIST": 1. Inspect regularly and replace as necessary
2. Coat springs with high temp RTV
3. Look for a way to isolate the metal to metal
contact????
*******
#005
CONCERN: (MAJOR) GASCOLATOR AND QUICK DRAIN "O" RINGS
DATE: 4-8-98
IMPACT: Failed "O" rings can result in complete drainage of fuel
supply and resultant loss of engine.
"LIST": Inspect and/or replace all "O" rings in the gascolator
and quick drain valves at each annual or more frequently
as necessary.
*******
#004
CONCERN: (MAJOR) ROTAX 912 CARB SOCKETS CRACKING
DATE: 5-6-98
IMPACT: Rough running or failed engine
"LIST": 1. Inspect the rubber carb sockets regularly for a
secure fit and no cracking.
2. Consider replacing at regular intervals as necessary.
*******
#003
CONCERN: (MAJOR) TAIL SPRING MOUNTING BRACKETS/BOLTS BREAKING
DATE: 6-15-98
IMPACT: Loss of steering and tail control
"LIST": 1. Inspect the fuselage tabs for cracks (especially
after any hard landings).
2. Inspect the mounting bolts for signs of wear and
replace if necessary.
*******
#002
CONCERN: (MINOR) CLEVELAND BRAKE CYLINDERS SEPARATING
DATE: 7-27-98
IMPACT: An aircraft (not Kitfox) had a Cleveland brake cylinder
separate due to the "C" keeper ring coming loose. The
separation resulted in the upper part of the cylinder
rotating foreword and jamming against the firewall. This
jamming locked up the rudder. The pilot received fatal
injury.
"LIST": (1) Place a safety cable from the bottom of the cylinder
bolt hole to the top bolt hole. Adjust for no slack
with cylinder in neutral position. The cable will
prevent cylinder separation if keeper ring fails. The
cable will "bow" away when brake pedal is pushed.
*******
#001
CONCERN: (MAJOR) FRAYED AND BROKEN RUDDER CABLE (DURING LANDING)
DATE: 8-26-98
IMPACT: Loss of rudder control and ability to apply brake
"LIST": 1. If a rudder cable were to break, the opposite rudder
spring will cause the pedal to be pulled hard against
the firewall. This applies "unwanted" rudder and
prevents the use of the toe brake.
2. Inspect cables frequently, especially around the
pulley and guide tubes.
3. Never use MEK or such, to clean cables. It removes
the internal lubrication. Lubricate cables around
pulleys and guide tubes with graphite grease.
4. Provide a "stop" to prevent pedal from going hard
against the firewall if a cable breaks. This will
allow continued operation of the toe brakes to
overcome "unwanted" rudder while on the ground.
5. Consider cable replacement as a periodic maintenance
item.
Message 18
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Ron
You all are in my thoughts and prayers .
Im sorry for your loss of a friend .
JP
Message 19
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Tim and Kitfox list
Don posted from 1 to 39 and here are the rest of the items up to item #47.
The first part is an index of the items as they pertain to various parts of
the aircraft.
Regards --- Ted
K I T F O X S A F E
# DATE ITEM COMMENTS
*** ********* INDEX:
HULL: #47 #46, #40, #39, #34, #31, #29, #28,
#21, #19, #18, #16, #13, #12, #9, #3, #1
582: #45, #43, #38, #37, #33, #32, #8,
912: #27, #25, #24, #20, #7, #4
FUEL: #44, #36, #30, #26, #23, #22, #17, #14,
#11, #5
PROP: #35,
ELECTRICAL: #15
GENERAL: #42, #41, #10, #6, #2
#47 06/15/02 RUDDER PEDAL TORQUE TUBES BREAKING This is an
addition to Item #19 where applicability is extended "ALL" model Kitfox.
#46 06/18/02
(MAJOR) LOOSE RIVETS ON FLAPERON HORN ASSY. The rivets holding the
flapperon horn to the flapperons has been discovers worn and loose on
several aircraft.
1. Replace the rivets with "solid core" type
2. Apply 3M or equivalent adhesive during the installation.
#45
(MAJOR) MISSING "SIEVE SLEEVES" IN BING CARBS (582 ONLY)
Failure to install the "sieve sleeves" in the carb bowls will result
in a very "lean" fuel mixture at high RPM's and may result in engine
seizure.
1. Ensure sleeves are in good condition
2. Ensure the sleeves are in place on the tower each time you complete the
jetting process or perform any carb maintenance.
3. The sleeves are not filters but, are for breaking up foam/bubbles in the
gasoline formed by vibration.
#44
(MINOR) MISSING OR LEAKING FUEL CAPS Can result in loss of fuel, uneven
or, catastrophic flow of fuel. Unusual amount of fuel loss. Transfer of
fuel from one tank to the other and over flowing.
1. Replace fuel cap gaskets with Mercedes-Benz part #140-471-00-79.
2. Ensure caps are installed correctly at each pre-flight.
3. Ensure the cap internal spring tabs are not bent or sprung to prevent a
tight fit.
4. Not related to fuel loss but, Icing will clog the cap vent rather
quickly and could reduce or prevent fuel flow from the tanks.
#43 01/04/01
(MINOR) ROTAX 582LC OVERHEATING Engines have experienced overheating
due to radiator size and location. A couple cases of thermostat failures
have been reported. Engine overheat can result in engine seizure.
1. The original 582 radiator may be undersized for some climates and fail
to provide adequate cooling.
2. Lowering the smaller radiator
approximately 1" putting it more in the
airstream, have been reported to improve cooling.
3. Going to the Rotax 618 radiator (larger) has improved cooling.
4. There has been at least, one report were the thermostat body had
"broken" causing the thermostat to fail in the shut position. Suggest
periodic inspections for metal stress to the thermostat body and possible
replacement each conditional.
#42 01/03/01
(MINOR) INACCURACIES OF ENGINE TACHOMETERS Faulty reading engine
tachometers can result in premature engine wear or engine failure.
1. Tachometer accuracy can be affected by temperature, dirt, wear,
electrical
Interference, etc.
2. Check accuracy of tachometer at initial installation and periodically
thereafter to determine reliability.
3. Verify prop speed with an optical tach.
4. One such problem reported in the Aviasport electronic tachometer for
Rotax engine type 912, due to temperature variation.
#41 04/17/00
(MINOR) PROTECTION OF OPEN FUEL, WATER, ETC. LINES DURING CONSTRUCTION
During the construction phase of building, bugs, Spiders, and other
insects/animals may build nest or
Leave residue in open fuel, water, or other lines laying around with the
ends unprotected. This applies to openings in radiators, engines,
instruments and anyplace a small creature could take up residence.
1. Insure all lines, instrument openings, radiators, engine ports are taped
or bagged during the building
phase and even after installation on the aircraft.
2. Prior to final hook up, ensure lines are clear of any debris by blowing
out with an air compressor or some
other acceptable means.
#40 12/21/99
(MINOR) ELEVATOR HINGE PINS FALLING OUT Some elevator hinge pins have
"smaller" heads that
will fit through the elev/stab weldments. In these cases, the hinge pins
would require a "washer" on BOTH ends. Most are a tight fit and should not
come out but, in case of wear, the pins "could" work out and.
1. Cut down the weldment width a little until the
existing pins will be long enough to install a washer on both ends. OR,
2. Order new pins with a longer length that will take two washers.
Subject: Re: Kitfox-List: Failure Point
Ted
Could you post a list or a file of all the KitfoxSafe items. I'd like
to have a look at all of them. I haven't been on the list that long and have
never seen the list.
Thanks,
Tim Vader
Calgary
Message 20
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Thanks Ted and Don. This list is invaluable as it appears to be more
complete and more conservative than Skystar's SL list.
Guy Buchanan
K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar.
Do not archive
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