Today's Message Index:
----------------------
1. 03:22 AM - Re: Re: Rear spar attach reinforcement (Lynn Matteson)
2. 04:13 AM - Re: Norwegian Stalls (Michel Verheughe)
3. 04:17 AM - Re: Question for PDA GPS users: Hooking up power. (Michel Verheughe)
4. 04:25 AM - Jabiru vs. Rotax. WAS: Rear spar attach reinforcement (Michel Verheughe)
5. 04:30 AM - Re: landing gear shock cord (pilotpat)
6. 06:07 AM - Re: Re: landing gear shock cord (Michel Verheughe)
7. 06:23 AM - Re: Question for PDA GPS users: Hooking up power. (Noel Loveys)
8. 06:25 AM - Re: Question for PDA GPS users: Hooking up power. (Noel Loveys)
9. 06:33 AM - Re: Question for PDA GPS users: Hooking up power. (TC)
10. 06:44 AM - Re: Jabiru vs. Rotax. WAS: Rear spar attach reinforcement (kentk)
11. 06:55 AM - Re: Question for PDA GPS users: Hooking up power. (wingnut)
12. 07:08 AM - Re: Jabiru vs. Rotax. WAS: Rear spar attach reinforcement (wingnut)
13. 07:09 AM - Re: Re: Jabiru vs. Rotax. (Michel Verheughe)
14. 07:44 AM - Re: Model 4 engine swap (Guy Buchanan)
15. 07:45 AM - Re: Re: landing gear shock cord (Guy Buchanan)
16. 07:46 AM - Re: Rear spar attach reinforcement (Guy Buchanan)
17. 08:10 AM - Re: landing gear shock cord (alnanarthur)
18. 08:15 AM - Free Windscreen (Tinne maha)
19. 08:18 AM - Re: Re: Jabiru vs. Rotax. WAS: Rear spar attach reinforcement (Lowell Fitt)
20. 09:09 AM - Re: Model 4 engine swap (Lyle Persels)
21. 09:09 AM - Jab Versus 912. (dave)
22. 11:09 AM - Re: Re: Question for PDA GPS users: Hooking up power. (Noel Loveys)
23. 11:44 AM - Re: Jab Versus 912. (wingnut)
24. 01:01 PM - Sportflight (jeff puls)
25. 01:27 PM - Re: Sportflight (Don Pearsall)
26. 04:28 PM - Re: Free Windscreen (Eric)
27. 06:09 PM - Re: Free Windscreen (GENTRYLL@AOL.COM)
28. 10:35 PM - Re: Model 4 engine swap (Lowell Fitt)
Message 1
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| Subject: | Re: Rear spar attach reinforcement |
Kent-
No, I don't know of any such documentation. When I referred to doing
engine research, I just read a lot about some people having different
problems with some Rotax's, other engines being too heavy, others too
low in horsepower, etc. I liked the looks, simplicity, lightness,
single carb, air-cooling (without additional liquid cooling), etc.,
of the Jabiru, and went that way. It may not be the high performance
choice of the field, but it gets me cruising at or near 100 mph, at
low...3.25-3.5 gph fuel burn.
Michel from Norway, of this group, once posted some documentation
about a fly-off between a Rotax-powered and a Jabiru-powered
plane...Michel?
Lynn
On Jan 6, 2007, at 9:10 PM, kentk wrote:
>
>
> Lynn Matteson wrote:
>> I also bought a IV from Texas, without engine or cowl. I settled
>> on a 2200 Jabiru engine and Skyfox cowl after doing a lot of
>> engine research. I'm very well satisfied with the way mine turned
>> out, and its performance, and ease of operation.
>>
>> Lynn
>> Kitfox IV Speedster...Jabiru 2200
>>
>>
>
>
> Lynn,
>
> Do you know if anyone has documented the performance of various
> engines vs. various prop cominations? It would really be nice to
> help the homebuilder choose which configuration will most likely
> suit their aircraft and performance preferences. I suspect that
> such an animal does not exist, unless the EAA might have something
> along those lines.
>
> Regards,
> Kent
>
> --------
> kentk25[at]yahoo
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=85957#85957
>
>
Message 2
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| Subject: | Re: Norwegian Stalls |
On Jan 7, 2007, at 2:43 AM, dave wrote:
> Did you get that post i sent in on this earlier ? Same thing
> bascially that I found was a thud from the rear.
Indeed, I read your post, Dave, and that's what led me to think about
the horizontal stab. But, at first, I thought that it couldn't be that
because, if it was, I would feel a vibration in the stick, which I
don't.
But yesterday, I noticed that when I stall, the stick is pull back to
the extend that it rests against the edge of seat (in my model 3) and
that may damp vibrations.
Cheers,
Michel
do not archive
Message 3
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| Subject: | Re: Question for PDA GPS users: Hooking up power. |
On Jan 7, 2007, at 2:56 AM, QSS wrote:
> I have the Garmin iQue and had similar issues to yourself.
This is interesting, Graeme, I also have the Garmin iQue M5 (with
PocketFMS) and, like you, I installed a lighter socket behind the
panel. I also use it for other purposes - when on the ground - like,
recharging the battery of my cell phone. Always needed when on
cross-country flights of several days.
Cheers,
Michel
Message 4
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| Subject: | Jabiru vs. Rotax. WAS: Rear spar attach reinforcement |
On Jan 7, 2007, at 12:22 PM, Lynn Matteson wrote:
> Michel from Norway, of this group, once posted some documentation
> about a fly-off between a Rotax-powered and a Jabiru-powered
> plane...Michel?
Yes, there is, somewhere, a comparison made between two identical Rans
S6, one with a Rotax 912 and one with a Jabiru 2200. The test was made
in England but, unfortunately, I don't have anymore the URL. I tried to
Google a bit but couldn't find it again.
Anyway, the result of the test was that both engines were quite
excellent and giving pretty much the same performance. Maybe the Rotax
had a slight advantage at climb-out, but it was less that I thought it
would be. The thing is: The engine is only one-half of a powerplant;
the propeller is the other. A good match between those is what we want.
Cheers,
Michel
Message 5
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| Subject: | Re: landing gear shock cord |
Thanks for all the quick replys. Soon as my strength regains, will give it another
try. I had to agree with you Michael, that I wondered if they were the
correct length (I have the loops) , But I got so "wrapped up" in my work with
these , that I never did measure them, (wish i had) but I guess the next time,
when I try to redo for the six. (Is there a certain length?) Again thanks
to you all for the recommendations and tips. This is a great site and I wish
you all a Happy belated New Year and Great Flying! Also be patient with me
, if I screw up the rules for this site as trying to learn that too......This
is my first ever using any forum type thing on the internet , so it is ok to yell
at me if I do it wrong, as i want to fly straight
Later
Pilotpat
Williamsport, Pennsylvania
--------
Pilotpat
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=86006#86006
Message 6
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| Subject: | Re: landing gear shock cord |
On Jan 7, 2007, at 1:29 PM, pilotpat wrote:
> Also be patient with me , if I screw up the rules for this site as
> trying to learn that too.....
So far, we have nothing but to learn from your elegant and polite
style, Pat (if that is your name). I have been for many years on many
lists and forum, on the internet, and the rule is simple: Write as you
would to a good friend.
The general "netiquette" is: In you reply, cut what is not relevant to
the understanding. Change the title when the topic changes and add
"Off-topic" in the title when talking about other things than Kitfox
building or flying.
In addition, this list like to see the words "do not archive" at the
end of an email if the subject is personal and not of interest for
those who are browsing via the search engine, for relevant general
information.
To get back to the subject, I think the success of the installation of
the shock absorbing bungee is in the technique of not loosing tension
as you make the next turn. Wood wedges, pliers, tie wraps - everything
helps. Find your own technique and let us know how it went. Good luck.
Cheers,
Michel
do not archive
Message 7
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| Subject: | Question for PDA GPS users: Hooking up power. |
On the 'Fox it's easy enough to remove the top cowl and install the power
outlet behind the instrument panel.
There are tow points that I didn't see in the other posts.
1 if possible wire the power outlets through a circuit breaker of no more
than 5 A. That will be enough for a small radio and the PDA.
2 there is a difference between a power outlet and a cigarette lighter. The
cigarette lighter has a small clamp to hold the lighter in until it gets
hot. The power outlet does not. If you buy one of these multiple outlets
they are usually one cigar and three power outlets. Be sure to cover the
unused outlets and use tie wraps, Coraseal or wax string to hold the DC
adapter securely in place.
The guy who built my plane smoked like a tilt. There is a cigarette lighter
right on the dash.
Noel
> -----Original Message-----
> From: owner-kitfox-list-server@matronics.com
> [mailto:owner-kitfox-list-server@matronics.com] On Behalf Of wingnut
> Sent: Saturday, January 06, 2007 8:54 PM
> To: kitfox-list@matronics.com
> Subject: Kitfox-List: Question for PDA GPS users: Hooking up power.
>
>
>
> I'm adding a PDA GPS to my Model 4 and I'm kind of stuck on
> how to wire power to the PDA. I have a cigarette lighter
> adapter for the PDA but I don't really have a good place for
> a cigarette lighter plug in my panel (not to mention how ugly
> it would look). Ideally, I'd like to do some kind of
> permanent setup with the PDA's power cable, tucked and tie
> wrapped neatly into the rest of the harness. Problem is, the
> PDA is 5V so I can't just wire it into the buss. I suppose
> that I can hack the lighter adapter and tie wrap it to the
> frame somewhere behind the panel but Id like something a
> little more ?aircraft quality.
>
> I know there are other PDA users out there so I was wondering
> if someone had a suggestion.
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=85932#85932
>
>
>
>
>
>
>
>
>
>
>
Message 8
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| Subject: | Question for PDA GPS users: Hooking up power. |
It can also be used to trickle charge the plane's battery.
Noel
> -----Original Message-----
> From: owner-kitfox-list-server@matronics.com
> [mailto:owner-kitfox-list-server@matronics.com] On Behalf Of
> Michel Verheughe
> Sent: Sunday, January 07, 2007 8:46 AM
> To: kitfox-list@matronics.com
> Subject: Re: Kitfox-List: Question for PDA GPS users: Hooking
> up power.
>
>
>
> On Jan 7, 2007, at 2:56 AM, QSS wrote:
> > I have the Garmin iQue and had similar issues to yourself.
>
> This is interesting, Graeme, I also have the Garmin iQue M5 (with
> PocketFMS) and, like you, I installed a lighter socket behind the
> panel. I also use it for other purposes - when on the ground - like,
> recharging the battery of my cell phone. Always needed when on
> cross-country flights of several days.
>
> Cheers,
> Michel
>
>
>
>
>
>
Message 9
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| Subject: | Question for PDA GPS users: Hooking up power. |
I use an L-shaped bracket behind the cluster with the cigarette lighter
facing downward. Keep in mind that some (older) battery powered devices
like some handhelds and GPSs will backfeed when the master is off and that
will drain the batteries in the device so unplug it.
For 5V items with less than a 1A draw a 7805 voltage regulator and 2 caps is
all that's required for a cheap and simple 12V conversion to 5V. I do this
all the time for PDA power.
The LM350 is a 3A adjustable (3 terminal) regulator that with just a few
more components can give you whatever voltage conversion you want. I use
these to power XM radio receivers and such from 12V.
If an off-the-shelf auto adapter is more than $10 you're paying too much.
As far as HDDs and altitude go, the comments in the other messages are
correct for most of the drives out there. I'd recommend using a flash-based
device (like most PDAs). There are high-capacity flash hdds available now
if you have a notebook that you just have to have to fly. Flash also takes
away most of the vibration concerns.
Regards,
Ted
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of QSS
Sent: Saturday, January 06, 2007 7:56 PM
Subject: Re: Kitfox-List: Question for PDA GPS users: Hooking up power.
I have the Garmin iQue and had similar issues to yourself. In the end I
fitted the lighter in behind the dash and fed the supply wire out to the
docking station through a small hole in the dash. Looks OK and is a
permanent fixture. I can use the lighter for other things such as air
compressors, lights etc when camping. Its a good compromise.
Regards
Graeme
----- Original Message -----
From: "wingnut" <wingnut@spamarrest.com>
Sent: Sunday, January 07, 2007 10:23 AM
Subject: Kitfox-List: Question for PDA GPS users: Hooking up power.
I'm adding a PDA GPS to my Model 4 and I'm kind of stuck on how to wire
power to the PDA. I have a cigarette lighter adapter for the PDA but I don't
really have a good place for a cigarette lighter plug in my panel (not to
mention how ugly it would look). Ideally, I'd like to do some kind of
permanent setup with the PDA's power cable, tucked and tie wrapped neatly
into the rest of the harness. Problem is, the PDA is 5V so I can't just wire
it into the buss. I suppose that I can hack the lighter adapter and tie wrap
it to the frame somewhere behind the panel but I?Td like something a little
more ?~aircraft?T quality.
I know there are other PDA users out there so I was wondering if someone had
a suggestion.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=85932#85932
--
Message 10
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| Subject: | Re: Jabiru vs. Rotax. WAS: Rear spar attach reinforcement |
Could this be the link?
http://www.sportair.co.uk/cgi-bin/Page87L2.htm
Regards,
Kent
--------
kentk25[at]yahoo
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=86034#86034
Message 11
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| Subject: | Re: Question for PDA GPS users: Hooking up power. |
Thanks for all the help guys. I like the idea of being able to use the power outlet
to trickle charge the main battery. There's one snag though; In order to
do this, the power outlet would have to bypass the master switch so I wouldn't
be able to turn it off. Most of these car adapters draw some current even with
no load so I'll have to remember to reach under the panel and pull the adapter
or it will drain my battery.
I think what I'll do is start off with the power outlet but eventually transition to some sort of DC to DC converter like one of these: http://www.powerstream.com/dda.htm
It's a bit expensive at $30 but it's a nice package with integrated mounting flanges
making it easy to bolt to the firewall. I tried using a 7805 and but was
getting rather hot to the touch with just the PDA attached. I was surprised but
when I looked up the specs I found that they're limited to 400mA. That's right
on the edge of what my PDA is drawing at full bright.
Thaks again for all the help.
-Luis
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=86037#86037
Message 12
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| Subject: | Re: Jabiru vs. Rotax. WAS: Rear spar attach reinforcement |
I've been trying to track down a small coolant leak for the past couple of weeks
that has me wishing for a Jabiru. I pull the cowling off as soon as I get in
the hangar but can't see anything. I come back the next morning and there's a
small puddle. Driving me nuts. I'm going to have to sleep under the darn thing
to find this leak.
-Luis
-824KF
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=86039#86039
Message 13
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| Subject: | Re: Jabiru vs. Rotax. |
On Jan 7, 2007, at 3:42 PM, kentk wrote:
> Could this be the link?
> http://www.sportair.co.uk/cgi-bin/Page87L2.htm
Bingo! That's the one I meant. Thanks, Kent!
Michel
do not archive
Message 14
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| Subject: | Re: Model 4 engine swap |
At 05:36 PM 1/6/2007, you wrote:
>Changing from powerplant to another almost identical powerplant when both
>are classified identically in the FAA registrationwell that's not
>specifically spelled out and may be subject to varying interpretations by
>different FSDOs. I'll probably make a call and discuss it with the local
>office.
Lyle,
Remember that more important than the FAA is your insurance
company. There have been cases of denial-of-coverage based on incorrectly
determining what is a major change. I'd either get the FAA's written
recommendation or do some Phase I testing.
Guy Buchanan
K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar.
Message 15
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| Subject: | Re: landing gear shock cord |
At 06:04 AM 1/7/2007, you wrote:
>To get back to the subject, I think the success of the installation of
>the shock absorbing bungee is in the technique of not loosing tension
>as you make the next turn. Wood wedges, pliers, tie wraps - everything
>helps. Find your own technique and let us know how it went. Good luck.
I found a different tack that worked solo. I tied the wheels together to
support the aircraft and to make sure they were all the way "up". I then
removed the old shock cord and installed the new at both ends getting as
many wraps as I could easily do. (I think it was four.) I then pulled all
the slack toward one end using fairly smooth pliers pulling on the shock
cord cover as gently as possible. Once I'd worked down the slack I removed
the slack end and pulled another wrap. I did this all the way to six wraps
and it was fairly easy. Though I worried about damaging the cover and core
with the pliers I found the detriment no worse than the various methods I'd
tried to hold full tension on each wrap while taking the next.
Guy Buchanan
K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar.
Message 16
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| Subject: | Re: Rear spar attach reinforcement |
At 06:28 PM 1/5/2007, you wrote:
>I tried to make my first part #22003 Rear Spar Attach Reinforcement (for
>Model 4-1200) and I think I may have shaved off a wee bit too much metal.
No question. Replace it. I know it's discouraging but you'll probably make
many, many parts twice or even three times during the construction of your
aircraft. Calling it a "kit" was optimistic at best. It's more of an
"assisted plans-built" aircraft.
Guy Buchanan
K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar.
Message 17
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| Subject: | Re: landing gear shock cord |
Hi Pilotpat,
I can change the bungie cords on my Series 5 by myself in about 30
min. each. I don't even break a sweat.
I use zip ties and a cargo tie-down strap (the kind that when you
pull it tight, the spring loaded friction lever holds it tight).
First, mark the old bungie across the top with a marking pen and
remove it. Lay out the old beside the new and transfer the
marks to the new one, marking all the way around the new cord. Or,
if this is a first time installation, mark the new bungie cord
cord at the approximate locations for the required number of loops
needed.
Now with the new bungie cord,
2. now make a loop around the gear and
3. about a foot up after the gear loop on the free end form about a 3
inch temporary "free end loop" and secure it with a zip tie.
4. Take the cargo tie-down over the forward fuselage carry-through
tube and thru the friction lever and hook it to the "free end loop" .
5 With the cargo tie down, pull up on the "free end loop" till the
first mark on the new bungie is on top,(the friction lever
will hold it, now you hands are free) then secure the gear loop
tightly with one or two zip ties.
6. Release the friction lever and unhook the cargo tie down and cut
the zip tie on the "free end loop" and
7. Repeat 2 thru 6 till all gear loops are on then secure the final
end loop of the new bungie to the post.
8. "Carefully" cut all the zip ties holding the individual gear loops.
Hope this makes sense.
Allan Arthur
Kitfox 5, N40AA
Rotax 912s, Warpdrive 3 blade
Byron Airport, CA (C83) Hanger C8
On Jan 6, 2007, at 2:57 PM, pilotpat wrote:
>
> Hi all, been watching the postings for a month or so now and am
> new at this. I have a classic iv kitfox (curently working on) and
> am doing the bungee cord landing gear. The book says 6 wraps , but
> I can only get Five, Is there some special tool or method or
> someone with special tips on how to do this in order to get six
> wraps? Thanks in advance
>
> or does anyone have a Grove landing system , they want to get rid
> of and make it easy?
>
> pilotpat
>
Message 18
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List,
If anyone with a two piece windscreen/skylight wants the windscreen portion
to be new, please contact me off list. I have a one piece LP Aero
Windscreen/Skylight that has the skylight portion broken out. I was about
to throw it away yesterday when it dawned on me that someone may be able to
use the windscreen portion. The broken skylight begins about 9" behind the
front spar carry through tube & could easily be trimmed for use on a 'two
piece' type windscreen/skylight. It is 1/8" thick acrylic with no scratches
or glazing. Yours for the price of shipping. E-mail me off list if
interested. I will throw it out in a week if no responses.
Grant Krueger
San Luis Obispo, CA
_________________________________________________________________
Communicate instantly! Use your Hotmail address to sign into Windows Live
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Message 19
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| Subject: | Re: Jabiru vs. Rotax. WAS: Rear spar attach reinforcement |
Luis,
I had a coolant leak several years ago and as I don't recall where, but it
was from the rear of the engine near the water pump. I called Rotax and
they recommended BarsLeak. No problem since and it's been several years.
Lowell
----- Original Message -----
From: "wingnut" <wingnut@spamarrest.com>
Sent: Sunday, January 07, 2007 7:07 AM
Subject: Kitfox-List: Re: Jabiru vs. Rotax. WAS: Rear spar attach
reinforcement
>
> I've been trying to track down a small coolant leak for the past couple of
> weeks that has me wishing for a Jabiru. I pull the cowling off as soon as
> I get in the hangar but can't see anything. I come back the next morning
> and there's a small puddle. Driving me nuts. I'm going to have to sleep
> under the darn thing to find this leak.
>
> -Luis
> -824KF
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=86039#86039
>
>
>
Message 20
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| Subject: | Re: Model 4 engine swap |
Thanks for the tip, Guy. I hadn't thought of that.
Lyle
Do not archive.
On 01 7, 07, at 9:28 AM, Guy Buchanan wrote:
>
> At 05:36 PM 1/6/2007, you wrote:
>> Changing from powerplant to another almost identical powerplant
>> when both are classified identically in the FAA registrationwell
>> that's not specifically spelled out and may be subject to varying
>> interpretations by different FSDOs. I'll probably make a call and
>> discuss it with the local office.
>
> Lyle,
> Remember that more important than the FAA is your insurance
> company. There have been cases of denial-of-coverage based on
> incorrectly determining what is a major change. I'd either get the
> FAA's written recommendation or do some Phase I testing.
>
>
> Guy Buchanan
> K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar.
>
>
Message 21
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Ok I did a search as well and found a few posts interesting reads , one from
Lowell on this list.
http://forums.matronics.com/viewtopic.php?p=44397
Althogh no factual info on Jabs, still a good read.
I know thats the Jab are a pretty good setup from what i has seen ohers doin
g lately and I have frined doing 3300 in Sonex that shoudl fly this
summer. The only draw back of the Jabirus that I know of is that you limit
your self to a shorter prop due to the higher RPM on the Jab. For Cruise I
think the Jab is good all round but for a floatplane I think your takeoff
performance would definaetly suffer somewhat.
My next project will be a Kitfox IV with 914 and I don't think you will see
and Jabirus passing me :)
Dave
Here is some talk of the topic here
http://www.vansairforce.com/community/printthread.php?t=9818&pp=40
well talked about and the last post from this guy has some good points
PepeBorja 08-23-2006 12:39 PM
There's no difference between theory and practice.
In practice there is. (Yogi Berra)
With that out of the way I will share with you my personal experience with
the 912S engines and Jabiru engines we fly in our Titan Tornado exp
airplanes.
We have four 912S and 2 Jabiru 2200 powered planes in my area. My 912S
Tornado just went over the 500 Hour mark with nothing but oil and spark plug
changes. It does not use oil and looks as clean as the day it came out of
the box. It uses Honda motorcycle oil, NGK auto plugs, and auto gas (100LL
in x-country mode)
We have almost 3000 hours of total time accumulated in the four 912S engines
in my area, all of them trouble free with only the aforementioned
maintenance and the routine carb synch job needed with the dual carb set-up.
That's basically 3000 hours of $0 spent on failed parts operating 4 engines
(some of us upgraded to a new hi-torque starter that came form the 80HP
legacy so we spent some dough on upgrades).
I know of two operators that reached the earlier 1000 TBO in the 80HP
version and Lockwood found them in good shape and declared them fit to
continue flying without the need for new parts or machining work. That's the
sort of experience that pushed the TBO to the 1500 mark it currently has.
The two Jabiru airplanes had their share of issues. One is an early model
and had the heads warp once due to heat stress and had to be resurfaced. One
a different flight, one of the distributor shafts (Honda car part) galled
away causing one side of the ignition to fail.
The other jabiru engine is about two years old and has failed twice in
flight, the first one resulting in the aircraft destruction. The second one
was a lubrication issue that gave the pilot enough time to make it back down
safely and save the airplane (second one due to an improperly installed oil
seal). The dealer took the engine with less than 150 hours on the clock back
and replaced it with a new one.
It is noteworthy to say that both Jabiru engine owners experienced carb ice
in moderate weather conditions, specially at idle during final or whilst
taxing. Carb-DeIce is a must if you are going to use the Jabiru engine. Some
guys are using electric heathers around the carb intake to alleviate the
problem.
While many seem to complain over the liquid cooled engine, they do not
realize the benefits that the 912S has over other non certificated engines:
1. Parts and EXPERT Service is available throughout the country
2. It has a certificated cousin in the lineage
3. Virtually carb-ice fool-proof
4. No Mixture adjustments needed
5. Free, SAFE, easy to get cabin heat
6. Constant temps, no shock cooling
7. Modern engine construction with close tolerances
8. Owner support through the Rotax owner website publishing SB's and AD's
9. Comprehensive repair manuals are available
10. Thousands of hours of operation experience
11. Gear box allows for less stress on the engine and deliver equal torque
to the prop
12. Able to use composite propellers from many vendors
13. Able to use constant speed and in-flight variable pitch propellers
14. Vacuum pump and aux generator available
15. Thousands of engines flying world wide
16. Starts easily in the winter time here in Wisconsin (NO PREHEAT NEEDED)
17. Able to use synthetic oils
I personally think that Van's decision on going the 912S route is a good
one, especially with those of us that are familiar with the engine and have
hundreds of hours operating one and realize how good an engine it is. On the
other hand, that choice may not go very well with those GA pilots that seem
to trust only Lycs and Conts and dismiss the Rotax/Jabiru/<name your engine
here> brands.
I just completed a 1300 mile x-country trip in my 912S Tornado. It cruised
at 100K sipping 5GPH and never had to monkey around with carb mix, worry
about carb ice or add oil in the almost 14 hours I spent away from home.
Heck, It has 50 hours since my last oil change and the oil level is right
where it was 50 hours ago! It starts instantly and the temps remain constant
all the times. Overall, I know at least 20 Rotax 912S owners and their
experiences are similar to mine with only routine maintenance performed.
The grapevine tells the Jabiru 2200 has their teething problems fixed and is
becoming a very reliable powerplant. Problem is you still have an engine
that is air-cooled, needs pre-heat, suffers carb-ice, revs at too high-rpm,
is limited to short wooden props, has only 2 service centers in the country
and has virtually no factory support for SB's and ADs.
While I am not crazy about the RV12 design (bland, uninspiring, and too
Zenith/<insert Euro design name her> like looking), I think Van's reputation
alone will be worth a few hundred sales amongst those seeking an LSA
airplane. The cost of fuel is making it more attractive now to use these
5GPH power plants and get more clock-time per dollar vs. miles per dollar,
depending on whatever makes you click.
Spend a few a hours talking to Rotax 912 and 912S engine operators before
you make a decision on whether a 912 engine is for you or not.
Jose Borja
Elk Mound, WI
Message 22
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| Subject: | Re: Question for PDA GPS users: Hooking up power. |
Correct you would have to leave the master and the power outlet breakers in
to trickle charge the battery...Max current 70% the amp value of the
breaker. Remember to pull the breakers on everything else.
The DC to DC adapters do consume a small (almost tiny) amount of current
even while under no load but that is why you have master switches and as I
recommend an accessory beaker between the power outlets and the main buss.
You could use several 7805 in parallel to attain the current you will need.
Keep a good heat sink on all of them. I used one on a converter I built for
a digital camera. I could get three pics before the circuit board got too
hot for my liking. The answer was to install a resistor in series with the
camera to reduce the load at the converter. I didn't mind waiting an extra
second or two for the camera to cycle. It's been working well for just
under ten years now.
Noel
> -----Original Message-----
> From: owner-kitfox-list-server@matronics.com
> [mailto:owner-kitfox-list-server@matronics.com] On Behalf Of wingnut
> Sent: Sunday, January 07, 2007 11:24 AM
> To: kitfox-list@matronics.com
> Subject: Kitfox-List: Re: Question for PDA GPS users: Hooking
> up power.
>
>
>
> Thanks for all the help guys. I like the idea of being able
> to use the power outlet to trickle charge the main battery.
> There's one snag though; In order to do this, the power
> outlet would have to bypass the master switch so I wouldn't
> be able to turn it off. Most of these car adapters draw some
> current even with no load so I'll have to remember to reach
> under the panel and pull the adapter or it will drain my battery.
>
> I think what I'll do is start off with the power outlet but
> eventually transition to some sort of DC to DC converter like
> one of these: http://www.powerstream.com/dda.htm
>
> It's a bit expensive at $30 but it's a nice package with
> integrated mounting flanges making it easy to bolt to the
> firewall. I tried using a 7805 and but was getting rather hot
> to the touch with just the PDA attached. I was surprised but
> when I looked up the specs I found that they're limited to
> 400mA. That's right on the edge of what my PDA is drawing at
> full bright.
>
> Thaks again for all the help.
> -Luis
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=86037#86037
>
>
>
>
>
>
>
>
>
>
>
Message 23
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| Subject: | Re: Jab Versus 912. |
Those are comforting words for this 912UL owner. I wasn't really serious about
wishing for a jabiru. Since we're sharing personal experience though, it's worth
noting that my 912 leaks oil and coolant, is a pain to start compared to the
C150 I trained in and the previous owner experience one in flight engine failure
that ended in a complete motor rebuild. I'm hopeful that the coolant leak
is just a loose hose clamp but the oil leak is coming from a seam in the rear
accessory case. Not a big deal but it does make a mess on the hangar floor.
-Luis
-824KF
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=86106#86106
Message 24
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Sportflights web page has been down for several days. Anybody else try
it lately? Jeff
Message 25
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Sportflight.com is coming back up slowly. I changed hosting companies and
the files do not transfer very smoothly. But I will keep working at it.
Don Pearsall
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of jeff puls
Sent: Sunday, January 07, 2007 1:01 PM
Subject: Kitfox-List: Sportflight
Sportflights web page has been down for several days. Anybody else try it
lately? Jeff
Message 26
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| Subject: | Re: Free Windscreen |
Hi Tinne,
If you still have the windscreen I am interested. Just let me know how much
$$ you need and I will mail a check or I can pay with PayPal.
Thanks
Eric
Message 27
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| Subject: | Re: Free Windscreen |
A little advice. Be extra careful on the packing. I had four delivered
from LPAero by UPS before I finally received one that was not broken. They
finally filled the bottom of a box with this expanding foam and stuck the bottom
of the windshield in it.They then packed the rest of the box with paper.
Message 28
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| Subject: | Re: Model 4 engine swap |
Guy's comments are right on the money. I recall reading of an airplane, I
think one of the early Rutan designs where there was fuel system
modification that was unreported then a number of flight hours on the new
system and then a return to the exact previous system then an accident.
insurance coverage was denied because of the unreported "major alterations".
Read your coverage. Violation of the FARs voids the insurance company's
liability.
Mine reads as follows, "Exclusions, iv) if the aircraft is operated in
violation of any Experimental Operating Limitations prescribed and
specifically granted by the FAA for your aircraft;"
Lowell
----- Original Message -----
From: "Guy Buchanan" <bnn@nethere.com>
Sent: Sunday, January 07, 2007 7:28 AM
Subject: Re: Kitfox-List: Model 4 engine swap
>
> At 05:36 PM 1/6/2007, you wrote:
>>Changing from powerplant to another almost identical powerplant when both
>>are classified identically in the FAA registration-well that's not
>>specifically spelled out and may be subject to varying interpretations by
>>different FSDOs. I'll probably make a call and discuss it with the local
>>office.
>
> Lyle,
> Remember that more important than the FAA is your insurance
> company. There have been cases of denial-of-coverage based on incorrectly
> determining what is a major change. I'd either get the FAA's written
> recommendation or do some Phase I testing.
>
>
> Guy Buchanan
> K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar.
>
>
>
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