Today's Message Index:
----------------------
1. 03:37 AM - Re: Fuel Flw (Lynn Matteson)
2. 04:02 AM - Training for Forced approaches GARY W . Re: dead-stick topic (dave)
3. 04:12 AM - Fuel shut offs (dave)
4. 08:06 AM - Re: Fuel Flw (Dennis Huser)
5. 08:40 AM - Re: Re: dead-stick topic (Michel Verheughe)
6. 08:59 AM - Re: Fuel shut offs (Lynn Matteson)
7. 09:19 AM - OFF TOPIC...about New Years (Lynn Matteson)
8. 09:28 AM - Re: Possible overheating and EGT question (Ken Harrison)
9. 09:29 AM - Last day of year flight (Dee Young)
10. 10:03 AM - new k/f/2 (jerry evans)
11. 10:04 AM - : dead-stick topic The sound Michel (dave)
12. 11:52 AM - Re: Re: dead-stick topic (Noel Loveys)
13. 12:15 PM - Re: Fuel Flw (Torgeir Mortensen)
14. 12:21 PM - The sound (Dee Young)
15. 12:21 PM - Re: Possible overheating and EGT question (Noel Loveys)
16. 12:42 PM - Re: Fuel Flw (Noel Loveys)
17. 02:21 PM - Re: Fuel Flw (kitfoxmike)
18. 02:42 PM - Re: Over-torqued GSC Prop (Dwayne)
19. 07:51 PM - rims (DeWayne Clifford)
20. 08:05 PM - Rotax 582 (Frank Miles)
21. 09:21 PM - Re: Over-torqued GSC Prop (crazyivan)
22. 10:55 PM - Re: Rotax 582 (john perry)
Message 1
| INDEX | Back to Main INDEX |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
I followed Bill Willyard's idea and installed ball valves in my fuel
lines right in the cabin area, behind my seat, visible by turning my
head, and reachable while flying. They are in the Grainger catalog,
item #6GD45 for the 1/4" NPT size. I haven't had a bit of trouble
with them, and at about $4 each, they are cheap. I use one on each
drop from the tanks, and another as my main fuel line shutoff on my
console. I can turn these off to facilitate changing fuel lines,
filters, etc.
Lynn
Lynn
On Dec 30, 2006, at 8:32 PM, Noel Loveys wrote:
>
> I expect the thing to do if any problems are encountered is to
> install wing
> tank shut offs (2) and a crossover line left to right tank. The
> only time I
> did have a problem was with fuel over flowing. What caused that
> was only
> having one cap with a forward facing vent. I flew like that for a
> few hours
> while trying to get another cap to fit and there was no doubt about
> it the
> tank with the vented cap emptied long before the other one.
>
> I have been playing with the idea of installing fuel shutoff cocks
> on my
> wing tanks for quite some time now. I would want ball valves (1/4
> turn on
> and off) which have less chance of weeping fuel.
>
> Noel
>
Message 2
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Training for Forced approaches GARY W . Re: dead-stick |
topic
Gary Well Said. !!
I searched through archive for this post I made last summer and it
relates to same theory. And since it was me that was me that shut down
the engine and was gliding the other day to find "Michel's" tearing
sound. :-)
Also when doing this slow to near stall speed to get prop stopped ,not
just windmiling as you will get alot better glide. You stick will pull
like you got 20 degrees flaps on and I do not have elevator trim.
Happy New Years !!
Dave
Message: #18861
From: "Dave" <dave(at)cfisher.com>
Subject: Re: Is a taildragger dangerousIs a taildragger dangerous
Date: Aug 24, 2006
I fly off grass 98% on wheels when no snow
I fly off 98 % skis when there is no snow and sometimes on just grass
with
skis.( straight skis only )
I fly off water and asphault and grass strips when on amphibs
I have practiced forced approaches since I started flying over 25
years ago
and have had 4 forced landings.
- one engine failure - homebuilt
-one carb came loose and engine failed homebuilt
-one lost power on TO in 172 and deadstick back to airport
- one prop failure ( blade departed) and landed in field with engine
just
barely attached.
all the above -- no damage to landing gear or anything other that the
last
prop failure where the windshield blew out and firewall got partially
torn
away from engine shaking around.
moral of story is practice certainly helps in realtime.
same story for spins -- if you cannot demostrate and be proficient
then just
a course in "awareness " does not necessarily cut it. How many get
killed
from stall/spin accidents yearly but only instructors need to train
for them
?
Dave
----- Original Message -----
From: kitfoxjunky
To: kitfox-list@matronics.com
Sent: Saturday, December 30, 2006 10:09 PM
Subject: RE: Kitfox-List: Re: dead-stick topic
Before the Kitfox, I used to jockey around a C-150 Aerobat. I was
taking some aerobatic instruction at a remote strip and the instructor
pulled the mixture and had me nose up till the prop stopped. That was
my first real dead stick landing in a powered airplane. Many years later
the family rented a cottage in Northern Ontario, and there was a 6,000
abandoned airstrip next to the lake. I used to go out very early in the
morning just after sunrise...climb to 4000' above the field, then shut
down the engine and do dead stick landings. Those got to be routine so
I moved up to dead stick loops and rolls. At first I found there was a
big difference emotionally between a windmilling prop and one that was
not moving...then I simply got used to it.
I mentioned this when hanger flying once and someone called it
reckless. After that I kept my mouth shut. About three years ago I
had my first real emergency landing, and I think part of the reason I
remained calm was because seeing the prop stopped was not unfamiliar.
In retrospect, I was glad I had that dead stick experience under my
belt.
Gary Walsh
KF IV Anphib 912S
C-GOOT
www.decisionlabs.com/kitfox
do not archive
Message 3
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
Lynn,
I have one shut off for each wing tank and they join a " T" then flow into
on line through a see through glass filter and trap all the debris from the
wing tanks. The line the goes into a facet pump then along the longeron
and up to another "T" downstream from the dash tank's shut off valve. I
rarely used the facet pump other than to transfer fuel quicker to the main
tank. Gravity and air pressure seems to match burn rate without the Facet
pump . So I can isolate and shut off each tank separate from each other.
I hope this is correct and It has not failed me yet.
I should have added the wing tank shut offs are a brass ball type . Kind of
like a natural gas style if that makes sense. ? Hope ethanol likes them .
Dave
----- Original Message -----
From: "Lynn Matteson" <lynnmatt@jps.net>
Sent: Sunday, December 31, 2006 6:36 AM
Subject: Re: Kitfox-List: Fuel Flw
>
> I followed Bill Willyard's idea and installed ball valves in my fuel
> lines right in the cabin area, behind my seat, visible by turning my
> head, and reachable while flying. They are in the Grainger catalog, item
> #6GD45 for the 1/4" NPT size. I haven't had a bit of trouble with them,
> and at about $4 each, they are cheap. I use one on each drop from the
> tanks, and another as my main fuel line shutoff on my console. I can turn
> these off to facilitate changing fuel lines, filters, etc.
>
> Lynn
>
> Lynn
> On Dec 30, 2006, at 8:32 PM, Noel Loveys wrote:
>
>>
>> I expect the thing to do if any problems are encountered is to install
>> wing
>> tank shut offs (2) and a crossover line left to right tank. The only
>> time I
>> did have a problem was with fuel over flowing. What caused that was
>> only
>> having one cap with a forward facing vent. I flew like that for a few
>> hours
>> while trying to get another cap to fit and there was no doubt about it
>> the
>> tank with the vented cap emptied long before the other one.
>>
>> I have been playing with the idea of installing fuel shutoff cocks on my
>> wing tanks for quite some time now. I would want ball valves (1/4 turn
>> on
>> and off) which have less chance of weeping fuel.
>>
>> Noel
>>
>
>
>
Message 4
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
The most likely reason one wing tank flows more or less than another is
that the ball is not centered in the turn-and-bank indicator. The
Kitfox, with its tapered nose, can easily be flown in a slight crab
without realizing it - especially if you're an old Cessna or Piper
driver having flown with straight sided cowls.
Dennis-in-Michigan
----- Original Message -----
From: howard
To: kitfox-list@matronics.com
Sent: Friday, December 29, 2006 10:15 AM
Subject: Kitfox-List: Fuel Flw
My Model IV 1200, has been feeding fuel from the right tank with gas
in the left also. I finally deceided to run to see if the gas would
transfer. Luckly for me, it stopped on final at our airport. The left
tank had gas in it. It would not start, we added gas to the right tank,
and after a few minutes on choke, it started.
Question...what would cause the tanks not to flow evenly. We had
check the lines, and they all flowed. I would think the tanks would
level up when sitting on the ground, but they do not seem to cross flow.
Suggestions please.
Howard
-------------------------------------------------------------------------
-----
12/31/06
Message 5
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: dead-stick topic |
On Dec 31, 2006, at 4:09 AM, kitfoxjunky wrote:
> About three years ago I had my first real emergency landing, and I
> think part of the reason I remained calm was because seeing the prop
> stopped was not unfamiliar.
This is exactly what happened to me when I did my first dead-stick
landing without an instructor, I became fascinated by looking at the
prop that had stopped. Wrong reaction! But I was over a 3 km long
runway of a nearby commercial airport, I had plenty of time to make my
landing.
Incidentally, I went flying a bit today, the last day of the year, and
did some stalls. The sound I hear doesn't come from the wings. I think
it might come from the elevator. I hear it when the stall starts and
when I get out of it.
Have a very nice new year's celebration, everyone, and ... many happy
flying hours next year! (Gee, flying a Kitfox is good; I had so much
fun today!)
Michel
do not archive
Message 6
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Fuel shut offs |
The only difference I can see between my 'two-glass filters, two-
valves' system and yours is that I can determine which tank the crud
is coming from, if there should ever be any...and someday there
probably will.
Yup, my shutoffs are all the brass ball type, too.
My Facet is also pretty much going along for the ride. : ) I cycle
it occasionally.
Lynn
On Dec 31, 2006, at 7:11 AM, dave wrote:
>
> Lynn,
>
> I have one shut off for each wing tank and they join a " T" then
> flow into on line through a see through glass filter and trap all
> the debris from the wing tanks. The line the goes into a facet
> pump then along the longeron and up to another "T" downstream from
> the dash tank's shut off valve. I rarely used the facet pump
> other than to transfer fuel quicker to the main tank. Gravity and
> air pressure seems to match burn rate without the Facet pump .
> So I can isolate and shut off each tank separate from each other.
> I hope this is correct and It has not failed me yet.
>
> I should have added the wing tank shut offs are a brass ball
> type . Kind of like a natural gas style if that makes sense. ?
> Hope ethanol likes them .
> Dave
>
>
> ----- Original Message ----- From: "Lynn Matteson" <lynnmatt@jps.net>
> To: <kitfox-list@matronics.com>
> Sent: Sunday, December 31, 2006 6:36 AM
> Subject: Re: Kitfox-List: Fuel Flw
>
>
>>
>> I followed Bill Willyard's idea and installed ball valves in my
>> fuel lines right in the cabin area, behind my seat, visible by
>> turning my head, and reachable while flying. They are in the
>> Grainger catalog, item #6GD45 for the 1/4" NPT size. I haven't
>> had a bit of trouble with them, and at about $4 each, they are
>> cheap. I use one on each drop from the tanks, and another as my
>> main fuel line shutoff on my console. I can turn these off to
>> facilitate changing fuel lines, filters, etc.
>>
>> Lynn
>>
>> Lynn
>> On Dec 30, 2006, at 8:32 PM, Noel Loveys wrote:
>>
>>> <noelloveys@yahoo.ca>
>>>
>>> I expect the thing to do if any problems are encountered is to
>>> install wing
>>> tank shut offs (2) and a crossover line left to right tank. The
>>> only time I
>>> did have a problem was with fuel over flowing. What caused that
>>> was only
>>> having one cap with a forward facing vent. I flew like that for
>>> a few hours
>>> while trying to get another cap to fit and there was no doubt
>>> about it the
>>> tank with the vented cap emptied long before the other one.
>>>
>>> I have been playing with the idea of installing fuel shutoff
>>> cocks on my
>>> wing tanks for quite some time now. I would want ball valves
>>> (1/4 turn on
>>> and off) which have less chance of weeping fuel.
>>>
>>> Noel
>>>
>>
>>
>>
>>
>>
>
>
Message 7
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | OFF TOPIC...about New Years |
I'm not really crazy about having this year end....reflecting back:
I finished my Kitfox
I got it certified as airworthy
I had it test-flown
I had it test-flown through Phase one
I won a trophy with it (local "one of Best 25" contest at our EAA Fly-
in...thanks for the votes, those in attendance!)
I got flight training in it
I soloed in it
I got my checkride in it and became a Sport Pilot
I got another trophy from my EAA chapter as our chapter's First Sport
Pilot
I totaled up over 135 hours solo
Yeah, as Frank Sinatra once sang: "it was a very good year...." : )
I hope you all had a very good year, and many more to come...
Lynn
Message 8
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Possible overheating and EGT question |
Hello all,
I have a quick question on this topic of EIS/EGTs. I have searched the
archives but don't see any info. I have an EIS which I was going to use for
EGT, CHT, Water temp. Has anyone considered using a regular "steam guage"
EGT instrument in conjunction with the EIS, as a backup. Can such a thing
be done on the same EGT probe?
I have a panel that has all the "steam gauges", and would like to add the
EIS as a backup to all of them if that's possible. Has anybody ever done
this?
Thanks for the help,
Ken
Message 9
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Last day of year flight |
I have not been flying since Sep. 06. I had a torn retina repaired and
been healing up from that. I did my first taxi run last week and my
first flight this morning. It was nice to get back in the air again and
it was a good flight with a great landing.
I want to wish all you old Hombres a Happy New Year. May your life be
filled with good things.
Dee Young
Kitfox II N345DY
KFM 112
Do Not Archive
Message 10
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
Thanks to all that answered me you will be hearing from me this is the greatest
feeling to have support in building a dream
Jerry
kitfox#555
Message 11
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | : dead-stick topic The sound Michel |
Michel,
Could that sound be simular to the one i mentioned in this post ?
Dave
>>Now once you put
> nose down just after you break the stall I do get a bit of a THUD from
> the rear........ I am guessing it the disturbed air on top of wing
> washing onto the tail ?
<<
Sent: Thursday, December 28, 2006 5:20 PM
Subject: Kitfox-List: Michel Fabic tearing topic
>
> Michel,
>
> I just in from 2.5 hours flying today in total.
> I mentioned that i was doing airstarts after gliding the Kitfox and I
> thought about you today so I went up and shut off mags and slowed to about
> 40 ias till the prop stopped. Then came this bright idea *** oh
> yeah BRIGHT !!
> well why not do some stalls and take off the headset to hear the sounds
> you described before and all i heard was the air leaks !! I did about
> half dozen stalls -- all power off and mags too !! some steeper than
> others and I just get a shudder and a mush for the most part. Now once
> you put nose down just after you break the stall I do get a bit of a
> THUD from the rear........ I am guessing it the disturbed air on top of
> wing washing onto the tail ?
>
> Maybe if I hear air leaks then i have some taping and sealing to do some
> time ?
>
> Hope that helps you and it was fun........
>
>
----- Original Message -----
From: "Michel Verheughe" <michel@online.no>
Sent: Sunday, December 31, 2006 11:40 AM
Subject: Re: Kitfox-List: Re: dead-stick topic
>
> On Dec 31, 2006, at 4:09 AM, kitfoxjunky wrote:
>> About three years ago I had my first real emergency landing, and I think
>> part of the reason I remained calm was because seeing the prop stopped
>> was not unfamiliar.
>
> This is exactly what happened to me when I did my first dead-stick landing
> without an instructor, I became fascinated by looking at the prop that had
> stopped. Wrong reaction! But I was over a 3 km long runway of a nearby
> commercial airport, I had plenty of time to make my landing.
>
> Incidentally, I went flying a bit today, the last day of the year, and did
> some stalls. The sound I hear doesn't come from the wings. I think it
> might come from the elevator. I hear it when the stall starts and when I
> get out of it.
>
> Have a very nice new year's celebration, everyone, and ... many happy
> flying hours next year! (Gee, flying a Kitfox is good; I had so much fun
> today!)
>
> Michel
>
> do not archive
>
>
>
Message 12
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: dead-stick topic |
I don't suppose your elevator hinges are a bit loose??
Noel
> -----Original Message-----
> From: owner-kitfox-list-server@matronics.com
> [mailto:owner-kitfox-list-server@matronics.com] On Behalf Of
> Michel Verheughe
> Sent: Sunday, December 31, 2006 1:10 PM
> To: kitfox-list@matronics.com
> Subject: Re: Kitfox-List: Re: dead-stick topic
>
>
>
> On Dec 31, 2006, at 4:09 AM, kitfoxjunky wrote:
> > About three years ago I had my first real emergency landing, and I
> > think part of the reason I remained calm was because seeing
> the prop
> > stopped was not unfamiliar.
>
> This is exactly what happened to me when I did my first dead-stick
> landing without an instructor, I became fascinated by looking at the
> prop that had stopped. Wrong reaction! But I was over a 3 km long
> runway of a nearby commercial airport, I had plenty of time
> to make my
> landing.
>
> Incidentally, I went flying a bit today, the last day of the
> year, and
> did some stalls. The sound I hear doesn't come from the
> wings. I think
> it might come from the elevator. I hear it when the stall starts and
> when I get out of it.
>
> Have a very nice new year's celebration, everyone, and ... many happy
> flying hours next year! (Gee, flying a Kitfox is good; I had so much
> fun today!)
>
> Michel
>
> do not archive
>
>
>
>
>
>
Message 13
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
Hi Lowell and Kitfox flyers/Builders,
Sorry for being a little "hot" here, but this topics do interest me more
than most.
Thank you Lowel, for triggering me. :) I'll know I've to do better, so
I'm going to draw the whole Kitfox fuel system, but, next year.
So again.
To All and everyone of you.
A Happy New Year.
Torgeir.
On Sun, 31 Dec 2006 01:22:18 +0100, Torgeir Mortensen <torgemor@online.no>
wrote:
> <torgemor@online.no>
>
> Hi Lowell, my respected Kitfox friend,
>
> I'll agree in all what you say, except the thing about Skystars
> elimination of the main tank valves.
>
> This need an explanation, and this is hard to explain as well -fully
> understand cause of the complexity.
>
> Well, before I'll start, maybe the latter posting has enlighten my
> concern?? Or maybe cleared up a little more the "real" (?) problem -or?
>
> I have a fully respect for the intention that Skystar had when they made
> the last modification to the fuel system. However, I could not see the
> "basement" of their decision, and they never explained "exactly" the
> problem and why this solution.
>
> Over the years, I've been reading everything that I could find about a
> Kitfox plane, cause I had to justify why I wanted to by a Kitfox!! Well,
> I've not only checked the Kitfox, But I've also checked the Avid...
>
> In 8 to 10 different setup (Kitfox and Avid - maybe you may find even
> more out there), there is one common parts that's sill the same!!!
>
> (I'll know one that's not having this setup, -but only one.)
>
> Yes. this is the way we "boost" the fuel pressure a little!
>
> Ive spent quite a few hours in order to explain this physics, -but for
> "death ears", maybe my explanation is not good enough -or maybe people
> don't care.
>
> Sometimes I'm just wonderin if it is not best to close my eyes and
> leave, -you know.
>
> The thing is, this part need some scheduled maintenance-, then we'll
> need just more education about the system- and how to handle/operate it
> correctly!
>
> Or- maybe a redesign is in place, if we want a system like Cessna, we
> need to go all the way -not somewhere in between, like Skystar did.
>
> Sorry folks, -sometimes you'll need to go all the way!
>
>
> Now Folks, I'd like to wish one and everyone
>
> A Happy New Year and all the best
>
> Cheers
>
> Torgeir.
Message 14
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
How about the turtle deck drumming. Mine is pretty noisy on take off and
once I slow down to around 30 on landings it also flexes some.
Dee Young
N345DY
Model II
Do Not Archive
Message 15
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Possible overheating and EGT question |
The "steam gauge" should be wired in parallel with the EIS using
chromel(+)
and alumel(-) wires. those wire can be hard to get. Some say it's ok to
use
copper wires but that introduces more junctions as well as resistances.
The problem is the resistance across the "steam gauge" is not nearly as
high
as the close to infinite resistance across the input terminals of your
EIS.
Therefore it is possible the introduction of a mechanical gauge will
disrupt
the calibration of your EIS. It could lower the voltage across both EGT
and
EIS inputs.
Another problem is your EIS probably has a cold junction built in to it
which has the temperature consistently monitored. If Your steam gauge
has a
cold junction built in (it probably does) then that junction should be
removed. That means opening the mechanical gauge head, removing the
cold
junction and resealing the gauge.
Go with the EIS alone on this one... If it goes blank you will have
more to
worry about than an EGT arbitrarily sky rocketing. There are some
instruments that having a second back up set of gauges is nice to have
e.g.
tachometer and fuel quantity. but one of the reasons to install an EIS
is to
save weight so installing both won't help matters.
Noel
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Ken
Harrison
Sent: Sunday, December 31, 2006 1:57 PM
Subject: Re: Kitfox-List: Possible overheating and EGT question
Hello all,
I have a quick question on this topic of EIS/EGTs. I have searched
the
archives but don't see any info. I have an EIS which I was going to use
for
EGT, CHT, Water temp. Has anyone considered using a regular "steam
guage"
EGT instrument in conjunction with the EIS, as a backup. Can such a
thing
be done on the same EGT probe?
I have a panel that has all the "steam gauges", and would like to add
the
EIS as a backup to all of them if that's possible. Has anybody ever
done
this?
Thanks for the help,
Ken
Message 16
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
Almost 6 P.M. here now so it's time to wish every one here a Happy and
Prosperous New Year!!
Noel
> -----Original Message-----
> From: owner-kitfox-list-server@matronics.com
> [mailto:owner-kitfox-list-server@matronics.com] On Behalf Of
> Torgeir Mortensen
> Sent: Sunday, December 31, 2006 4:45 PM
> To: kitfox-list@matronics.com
> Subject: Re: Kitfox-List: Fuel Flw
>
>
> <torgemor@online.no>
>
> Hi Lowell and Kitfox flyers/Builders,
>
>
> Sorry for being a little "hot" here, but this topics do
> interest me more
> than most.
>
> Thank you Lowel, for triggering me. :) I'll know I've to do
> better, so
> I'm going to draw the whole Kitfox fuel system, but, next year.
>
> So again.
>
> To All and everyone of you.
>
> A Happy New Year.
>
> Torgeir.
>
>
>
> On Sun, 31 Dec 2006 01:22:18 +0100, Torgeir Mortensen
> <torgemor@online.no>
> wrote:
>
> > <torgemor@online.no>
> >
> > Hi Lowell, my respected Kitfox friend,
> >
> > I'll agree in all what you say, except the thing about Skystars
> > elimination of the main tank valves.
> >
> > This need an explanation, and this is hard to explain as
> well -fully
> > understand cause of the complexity.
> >
> > Well, before I'll start, maybe the latter posting has enlighten my
> > concern?? Or maybe cleared up a little more the "real" (?)
> problem -or?
> >
> > I have a fully respect for the intention that Skystar had
> when they made
> > the last modification to the fuel system. However, I could
> not see the
> > "basement" of their decision, and they never explained
> "exactly" the
> > problem and why this solution.
> >
> > Over the years, I've been reading everything that I could
> find about a
> > Kitfox plane, cause I had to justify why I wanted to by a
> Kitfox!! Well,
> > I've not only checked the Kitfox, But I've also checked the Avid...
> >
> > In 8 to 10 different setup (Kitfox and Avid - maybe you may
> find even
> > more out there), there is one common parts that's sill the same!!!
> >
> > (I'll know one that's not having this setup, -but only one.)
> >
> > Yes. this is the way we "boost" the fuel pressure a little!
> >
> > I've spent quite a few hours in order to explain this
> physics, -but for
> > "death ears", maybe my explanation is not good enough -or
> maybe people
> > don't care.
> >
> > Sometimes I'm just wonderin if it is not best to close my eyes and
> > leave, -you know.
> >
> > The thing is, this part need some scheduled maintenance-,
> then we'll
> > need just more education about the system- and how to
> handle/operate it
> > correctly!
> >
> > Or- maybe a redesign is in place, if we want a system like
> Cessna, we
> > need to go all the way -not somewhere in between, like Skystar did.
> >
> > Sorry folks, -sometimes you'll need to go all the way!
> >
> >
> >
> > Now Folks, I'd like to wish one and everyone
> >
> > A Happy New Year and all the best
> >
> > Cheers
> >
> > Torgeir.
>
>
>
>
>
Message 17
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
Just to let everybody know, I have a very simple system, one vent line from the
right tank to the header tank, and one line from each of the tanks to the header.
I have a 1/4 inch ball valve on each wing tank and currently I have the
left tank in operation. I to have a problem with the right tank going into the
left tank when both are open, but will stop after a bit, I just watch the levels
on the tanks and only open one at a time. Never had a problem doing so.
On airplanes that are low wing you can only operate on one tank at a time so I
have no problems doing it with the fox.
--------
kitfoxmike
Do not archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=84718#84718
Message 18
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Over-torqued GSC Prop |
Thanks to everyone for their input. Its finally good to at least get some response
here. I have sought information in the past on seemingly vague Kitfox questions,
ie; torque specs, etc that should have been in the build manuals but never
got a response here.
IMO, even though I have owned 4 Kitfox- 2--M4-912 Speedsters, M3 and M2 -582 for
600 hrs. Kitfox kits and parts are, or at least were, just crazy overpriced.
.......... However well built two -strokes for $15K and 912s for $25K are good
deals...... Just glad that I haven't paid the big bucks for a kit, put all
the hours in building then see that when then need comes to sell- --------you've
thrown away half of your money and all of your time.........BTW crazyivan,
what does "experimental" mean?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=84722#84722
Message 19
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
Would any one on the list have a set of alum 8" rims that fit the
KF model 1 in their hanger or garage , they would be willing to
sell ?
Message 20
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
Tell me what you with 582 Rotax experience for average hourly fuel burn?
What power settings that you use for cruise? (RPM)
Frank
Clarkston, Washington
--
12:47 PM
Message 21
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Over-torqued GSC Prop |
Dwayne...sarcasm?
Experimental means you can do whatever the heck you want to to your airplane...as
long as it remains airworthy. Flying with a damaged prop or with a damaged
prop and speculatively modified hub would not be airworthy according to my (sometimes
less than) humble amature, experimental opinion.
--------
Dave
Speedster 912 UL
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=84768#84768
Message 22
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
Frank
At 5800 rpm i get 4.5 gallon now at 6200 i get 6 gallon an hour . normal
cruise is 5800 at 65 knots and 6200 at 75-80 knots indicated in higher
headwinds i will run 6500 and burn 6.5 gallon
John Perry
Kitfox 2 N718PD
582 cbox 2:62-1
IVO inflight 3 blade 68"
----- Original Message -----
From: Frank Miles
To: kitfox-list@matronics.com
Sent: Sunday, December 31, 2006 6:40 PM
Subject: Kitfox-List: Rotax 582
Tell me what you with 582 Rotax experience for average hourly fuel
burn? What power settings that you use for cruise? (RPM)
Frank
Clarkston, Washington
--
12/31/2006 12:47 PM
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|