Today's Message Index:
----------------------
1. 03:24 AM - Re: New Kitfox Videos how do you post vid? (dave)
2. 07:00 AM - Re: New Kitfox Videos how do you post vid? (Aerobatics@AOL.COM)
3. 07:40 AM - Re: Broken Skylight (Tinne maha)
4. 07:42 AM - Re: New Kitfox Videos how do you post vid? (kitfoxmike)
5. 08:04 AM - Re: Re: Manual or electric trim? (Rueb, Duane)
6. 08:13 AM - ICOM A-24 Question (off topic) (Nick Scholtes)
7. 08:33 AM - Kitfox II for sale (Tew, Stan)
8. 08:39 AM - Re: Re: New Kitfox Videos how do you post vid? (dave)
9. 09:06 AM - Re: Re: Norwegian Stalls (Larry Martin)
10. 09:17 AM - Re: Broken Skylight (Tom Jones)
11. 09:44 AM - Re: Broken Skylight (Tom Jones)
12. 10:06 AM - LM7805 (Off Topic) (Nick Scholtes)
13. 02:09 PM - Weight and Balance-KF4 with 912 was Model 4 engine swap (Lyle Persels)
14. 03:03 PM - Re: Weight and Balance-KF4 with 912 was Model 4 engine swap (kitfoxmike)
15. 03:11 PM - Re: Weight and Balance-KF4 with 912 was Model 4 engine swap (Randy Daughenbaugh)
16. 03:24 PM - Re: Re: Weight and Balance-KF4 with 912 was Model 4 engine swap (dave)
17. 05:08 PM - Re: Re: Weight and Balance-KF4 with 912 was Model 4 engine swap (Noel Loveys)
18. 05:15 PM - Re: Re: Weight and Balance-KF4 with 912 was Model 4 engine swap (Noel Loveys)
19. 05:22 PM - Re: Kitfox II for sale (tc9008@aol.com)
20. 09:44 PM - Re: rims (Dwayne)
Message 1
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| Subject: | Re: New Kitfox Videos how do you post vid? |
Dave I sent you a mail telling you how.
If it all works we will all see more Kitfox movies soon :)
Dave
----- Original Message -----
From: Aerobatics@aol.com
To: kitfox-list@matronics.com
Sent: Monday, January 08, 2007 10:58 PM
Subject: Re: Kitfox-List: New Kitfox Videos how do you post vid?
In a message dated 1/8/2007 9:27:45 P.M. Central Standard Time,
dave@cfisher.com writes:
OK I got more done the other day but I only got one put together.
http://www.cfisher.com/kitfox/ Jan 7 Kitfox Take offs.
The take off run is about 100 feet or so each time maybe +/- 20
feet.
What would it do if a swaped for a 914 ?
And how does this compare to others?
Dave
KF IV 582 GSC
I watched your ski flying very carefully very cool.... I have a vid
from my short runway.... how did you post it? its on my computer...
Dave
:-)
Message 2
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| Subject: | Re: New Kitfox Videos how do you post vid? |
Are you in Canada? Gee would be easier if I sent you a CD?
Dave :-)
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| Subject: | Re: Broken Skylight |
I feel pretty dumb admitting it, but I'm pretty sure the (ACRYLIC) skylight
broke because I didn't have the back edge (from left wing trailing edge to
right wing trailing edge) fastened to the airframe. No problems at all in
12+ hours of flying this way, but as soon as I started the slip (at 65 mph)
to the right and 'bang!', it was gone. I'm guessing it started where the
back corner is peeled up to allow for wing folding. No explanation as to
why the extended slip to the left didn't cause any problem. Any ideas?
Grant
Time: 06:42:44 AM PST US
Subject: Kitfox-List: Re: Broken Skylight
From: "Tom Jones" <nahsikhs@elltel.net>
Grant,
I can remember one case of a kitfox lexan windscreen cracking with a loud
bang
in flight. It was in winter and the temperature was very cold. With the
help
of an A&P, the owner drilled and safety wired it together and flew it for
another
few days that way.
Do you have a theory as to why your skylight broke? I gather from your
other
post
that yours is not lexan.
Tom Jones
_________________________________________________________________
Get FREE Web site and company branded e-mail from Microsoft Office Live
Message 4
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| Subject: | Re: New Kitfox Videos how do you post vid? |
Dave,
Why not post to the web site so everybody can learn how to put video online. I
plan on makeing some vids also, just need to get my son out on the flight line
to do it.
--------
kitfoxmike
Do not archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=86535#86535
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| Subject: | Re: Manual or electric trim? |
Neal:
I am flying a type 5 with Continental IO-240 pulling, and
have the electric trim. I find it to be a good system with the addition
of the "help me Joe" kit offered by the McBeans. Without the kit, my
airplane required too much back pressure on approaches for good control
balance, mostly due to the heavy engine and lack of aerodynamic servo in
elevator. This was with full trim in.
I wouldn't be too concerned about failure of the actuator,
if you get the right one, which the McBeans can help you with. Just
don't over oil the ball bearing on the brush end of the motor, as this
will cause the motor to become balky due to carbon build up on the
commutator segments. The main part of the actuator is lifetime lubed,
and if you keep the O ring in good condition, you will enjoy good
reliable operation for many years. At cruise speeds the trim is touchy,
and you will find that very brief pulsing of the switch is all that is
required, but when setting up for approach, it will be less twitchy, and
on my plane, will neutralize the back pressure with one notch of flap,
and almost do it with two notches.
When I saw someone building a type 7 using the tab trim, and
fixing the stabilizer with a rod where the actuator would be, it
occurred to me to consider both systems. Yes, why not? This would give
the ability to tune the plane perfectly for however it is loaded, and
certainly give enough trim range for any situation. Yes, I know, this
also means that the pilots will need to be aware of the set up, and to
take care not to get beyond what makes sense for the situation. When
cruising, adjust the electric trim so that the tab trim is neutral.
This should result in the lowest drag configuration for the horizontal
feathers in back, and would certainly allow for setting the angle of
incidence of the horizontal surfaces to the ideal setting for the
airplane and its loading. Yes, I know, these little planes are not so
fast as to need a great deal of tuning, but why not give yourself the
chance to tune it in the air since it would be so easy to do?
Duane
________________________________
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of
nealscherm@comcast.net
Sent: Saturday, January 06, 2007 2:47 PM
Subject: Kitfox-List: Re: Manual or electric trim?
Hey All,
I am working on the manual trim on my series 7 and am not particularly
satisfied with the arrangement. I had a Vixen before and I liked the
electric trim it used. I am at a point were I could go with either one.
Any sugesstions or recomendations? I know there was a problem with the
early actuators breaking, but did anyone find one that was satisfactory?
All opinions appreciated,
Neal
Message 6
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| Subject: | ICOM A-24 Question (off topic) |
Noel wrote:
>Time: 04:15:09 PM PST US
>From: "Noel Loveys" <noelloveys@yahoo.ca>
>Subject: RE: Kitfox-List: 5V Converter (Off Topic)
>
>
>Do you know of any reason that Icom
>not install the same technology in the IC - A24?
>
>Noel
>
>
>
>
Noel,
No clue on that one.....
Nick
(Do not archive)
Message 7
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| Subject: | Kitfox II for sale |
I have recently purchased a crashed, de-registered Kitfox II. There was
an engine failure due to cold seizure of the rear piston of the
grey-head 582. I plan to take all the parts to Sun n, Fun this year to
be placed in the Fly Market. I will be selling the engine separate from
the fuselage which has 1 wing and lift struts. All are in need of repair
but are not beyond help. The panel is complete with several instruments
for flight & engine operation along with radios. If you are interested
in purchasing all or some of these parts feel free to contact me. I will
supply photos if you like.
Stan Tew in Montgomery Alabama
(334) 272-0012
Or
Stan_tew@yahoo.com
Message 8
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| Subject: | Re: New Kitfox Videos how do you post vid? |
Ok , it was a private mail so I did not think others would think it was on
topic.
But here you go ..........
Dave
====================================================================
Hi Dave,
I could set you up to ftp it to my site or another way i have used is this
http://www.megaupload.com/
they have a 500 meg limit. and once you have uploaded it will give you a
link to send out .
like this http://www.megaupload.com/?d=x88xx9xx <== example only
I will guarantee you that alot will not download 300 meg file but who knows.
I can d/l it and shrink it alot smaller once you upload it there.
Gary Walsh sent me one on floats and it on my site as well but it over 100
meg
in dec his movie was d/l 26 times and my ski video over 800 times
let me know what you want to do.
Dave
=====================================================================
----- Original Message -----
From: "kitfoxmike" <kitfoxmike@yahoo.com>
Sent: Tuesday, January 09, 2007 10:40 AM
Subject: Kitfox-List: Re: New Kitfox Videos how do you post vid?
>
> Dave,
> Why not post to the web site so everybody can learn how to put video
> online. I plan on makeing some vids also, just need to get my son out on
> the flight line to do it.
>
> --------
> kitfoxmike
> Do not archive
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=86535#86535
>
>
>
Message 9
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| Subject: | Re: Re: Norwegian Stalls |
subject: Re: Re: Norwegian Stalls
From: Guy Buchanan (bnn@nethere.com)
Date: Mon Jan 08 - 9:12 AM
At 05:45 AM 1/8/2007, you wrote:
>"....the horizontal stab (and the elevator) will stall too, and the
nose
>will drop."
>
> I don't think that this is correct. If the stab was to stall, the
nose
> will pitch up. aka F101 Voodoo. The stab provides a downward force.
The
> elevator will loose authority, but again can't stall as the wings do.
>
Sorry Larry; the stab "lifts" down, particularly with the stick in your
lap. It's most definitely possible to stall it too, after all it's only
a
lifting airfoil. Most stabs don't stall because they're designed not to.
Certificated aircraft are designed to stall their wings long before the
horizontal stab stalls because were it to be otherwise you would have
really horrific landing behavior. (Picture a severe pitch over at flare
followed by a negative-g drive into the ground.) Anything's possible in
experimental land since many designers push the performance envelope
severely. All my experience with my Kitfox, however, indicates quite
normal, "certificated" behavior at all angle of attacks. I can even do
the
"falling leaf" with the stick in my lap. (It really is a falling leaf,
since I have very little dihedral and my plane tends to fall off the
"bubble" to one side or the other.)
Guy, I think that we are saying the same thing - the stab provides
downward lift,it is design NOT to stall. If it were to stall, there
would be no way to get it flying again, short of a parachute. The F101
Voodoo had a stab placement wherebyit was quite easy to stall. The
result was usually the crew ejecting, as the nose would pitch up and the
was no way to recover it with the airplane controls. The method was
topull the landing drag chute in hope that would point the airplane down
again toget air over the tail to get it flying again. Usually there was
not enough altitudeto successfully recover. I totally agree with you
that most though it is possible to stall the stab, most airplanecan not
because of the design. It is impossible to stall the stab in the
Kitfox, as you said the wing will stall, which drops the nose due to the
center of pressure moving forward. The is no flight regime that you can
put the Fox in to stall the stabbefore or after the wing stalls. From
Micheal's description, I had the impression that he thought that the
nose dropped because the stab stalled. This is not correct. Thenose
drops because the center of pressure on the wing moves forward. The
stab becomeless efficient or effective with a decrease of speed but does
not stall in normalairplanes like the wing does. Is this how you see
it?larry
-------------------------------------------------------------------------
-------
Message 10
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| Subject: | Re: Broken Skylight |
Grant,
I can only make a guess. Something may be different...like propwash, spireling
slip stream, amount of power on or off, degree of wing low from one side to the
other. It was probably just a matter of time before the skylight blew out
and that time came at the same instant you tried the right hand slip.
Thanks for sharing your experience. It is one we all can learn from.
Tom Jones
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=86572#86572
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| Subject: | Re: Broken Skylight |
Grant,
Here is some information that may shed some light on what happened. according to this article, when a high wing airplane is in a slip, the upwind wing (the low wing when slipping) has an updraft at the wing root. Here's a link to the article http://www.av8n.com/how/htm/roll.html
Tom Jones
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=86579#86579
Message 12
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| Subject: | LM7805 (Off Topic) |
Ted,
You may be right about me underestimating the LM7805's practical
ability. Now that you mention it, you're probably right. But, let me
explain.
I was an analog circuit designer (this is going back 20 years or so!)
for a telecommunications company. We were making equipment that had to
be highly reliable, to telecom standards, and it had to be designed for
lots of "what if" scenario's. So, one of the scenario's was that the
air-condtioning would fail inside of the office where the equipment was
installed, and the temperature of the office would rise pretty high
(over 120F). Plus, the equipment had to last 20 years, and it had to be
de-rated such that it had an MTBF (Mean Time Between Failures) that was
very high. Plus, we were making a zillion units, so the tolerance of
different parts had to be taken into account also. So, all that said,
we had to go through this algorithm of taking the ambient temperature,
and the airflow over the part, and the thermal coefficient between the
case and the junction, and derate the junction so that it would last a
long time, etc. etc. etc. So, given all THAT criteria, that's how I
came up with my numbers. The numbers are not for the LM7805
specifically, but they are for a generic TO-220 package. I used many
many different power devices in that package over the years, and after
doing the analysis a zillion times, I came up with generic numbers,
which is what you saw in my post.
So, you're right, in a "practical" application where the ambient
temperature is 80F max and you're only making one of them, and you don't
have to derate the part to meet an MTBF, I'm sure you can run it a whole
lot closer to it's limit than what I stated. Sorry that I let my
"telecom geek" come out!
But, I still think that it's worth emphasizing that it is the POWER that
is the limit, not the current, so when you say "You can easily draw
400mA from an LM7805", that doesn't say anything about how much power
you are dissipating in the part. It's all about the power, not about
the current. If you only drop 2V across the part, then sure, you can
pull 800mA or maybe an amp without a problem, because it isn't
dissipating that much power.
Take care.
Nick
(Do Not Archive)
>Time: 04:17:47 PM PST US
>From: "TC" <flier@sbcglobal.net>
>Subject: RE: Kitfox-List: 5V Converter (Off Topic) do not archive
>
>
>Hey Nick,
>
>You're understating the 7805's ability! You can easily draw 400mA from an
>LM7805 with a small aluminum heatsink, say 2" sq. They're thermally
>protected and nearly foolproof. I've never had one fail over the years and I
>use them by the dozens in all kinds of supplies. They're all over my shop.
>
>I power an iPaq 4350 and HX2715 all the time with them. If the PDA draws
>less than a half amp a 7805 will work fine. If the PDA requires over an amp
>(when the battery is dead or the display is cranked) then maybe another
>device would be better.
>
>Regards,
>Ted
>
>
Message 13
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| Subject: | Weight and Balance-KF4 with 912 was Model 4 engine swap |
Thanks for all your tips regarding the need to work with the local
FSDO after my engine swap. I'm preparing a letter now.
According to the specs, the Rotax 912 ULS with which I've replaced my
912 UL weighs 12.5 lbs more than the old engine. Does anyone know
the moment arm of the standard installation of the Rotax 912 on a
model 4? I'm trying to determine a new W & B without going through a
complete new weighing process.
Lyle Persels
Message 14
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| Subject: | Re: Weight and Balance-KF4 with 912 was Model 4 engine swap |
Not to be dissapointing. But it really isn't that hard to reweigh the plane after
the swap. Usually after a few years of flying we put things in our planes
and we take a guess at what it weighs. Just take a bathroom scale and lift up
on a wing (at the tips) and have someone slip a scale under the wheel and then
do it to the other side. Of course to be more accurate build up the other
side with boards to equal the scale. Then level the plane and put the scale
on the rear. You just might be supprised at what you get. Oh, one more thing
the sportpilot site, I think, has a neat weight and balance program.
--------
kitfoxmike
Do not archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=86647#86647
Message 15
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| Subject: | Weight and Balance-KF4 with 912 was Model 4 engine swap |
Lyle,
I believe in your owner's manual there is a drawing with that info. I
remember digging it out to compare a 912S to a Jab 3300 before I finally
decided to go with the 912S.
Randy
.
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Lyle Persels
Sent: Tuesday, January 09, 2007 3:07 PM
Subject: Kitfox-List: Weight and Balance-KF4 with 912 was Model 4 engine
swap
Thanks for all your tips regarding the need to work with the local
FSDO after my engine swap. I'm preparing a letter now.
According to the specs, the Rotax 912 ULS with which I've replaced my
912 UL weighs 12.5 lbs more than the old engine. Does anyone know
the moment arm of the standard installation of the Rotax 912 on a
model 4? I'm trying to determine a new W & B without going through a
complete new weighing process.
Lyle Persels
Message 16
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| Subject: | Re: Weight and Balance-KF4 with 912 was Model 4 engine |
swap
I have to agree with you that you are changing the weight and should do a w
& B .
It is not complicated and you should know that you are within the C of G
range for your aircraft .
W & B is only way to do it really. You should do it for every change in
weight and moment of anything in your plane.
A engine change , especially with a weight difference should be no exception
. AS would a prop change.
Would really suck if you did not do it and an insurance policy became null
and void in the unfortunate event of having to make a claim.
Dave
----- Original Message -----
From: "kitfoxmike" <kitfoxmike@yahoo.com>
Sent: Tuesday, January 09, 2007 6:02 PM
Subject: Kitfox-List: Re: Weight and Balance-KF4 with 912 was Model 4 engine
swap
>
> Not to be dissapointing. But it really isn't that hard to reweigh the
> plane after the swap. Usually after a few years of flying we put things
> in our planes and we take a guess at what it weighs. Just take a bathroom
> scale and lift up on a wing (at the tips) and have someone slip a scale
> under the wheel and then do it to the other side. Of course to be more
> accurate build up the other side with boards to equal the scale. Then
> level the plane and put the scale on the rear. You just might be
> supprised at what you get. Oh, one more thing the sportpilot site, I
> think, has a neat weight and balance program.
>
> --------
> kitfoxmike
> Do not archive
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=86647#86647
>
>
>
Message 17
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| Subject: | Re: Weight and Balance-KF4 with 912 was Model 4 engine |
swap
The plane should be level for all weighings (tail up). Getting the tail the
right height to level the plane can be the biggest problem. Best way is get
three identical scales... They're not expensive and they can be calibrated
with water jugs... 1 Imp. Gal. = 10 lb.
Remember to weigh with no usable fuel ( about 1/2 Gal or so in tank) Oil in
engine (4 stroke) and Fluid in radiator ( Liquid cooled)... A good time to
clean out the glove box and any cargo slings etc.
Readings will be close enough for government work :-)
Noel
> -----Original Message-----
> From: owner-kitfox-list-server@matronics.com
> [mailto:owner-kitfox-list-server@matronics.com] On Behalf Of
> kitfoxmike
> Sent: Tuesday, January 09, 2007 7:33 PM
> To: kitfox-list@matronics.com
> Subject: Kitfox-List: Re: Weight and Balance-KF4 with 912 was
> Model 4 engine swap
>
>
>
> Not to be dissapointing. But it really isn't that hard to
> reweigh the plane after the swap. Usually after a few years
> of flying we put things in our planes and we take a guess at
> what it weighs. Just take a bathroom scale and lift up on a
> wing (at the tips) and have someone slip a scale under the
> wheel and then do it to the other side. Of course to be more
> accurate build up the other side with boards to equal the
> scale. Then level the plane and put the scale on the rear.
> You just might be supprised at what you get. Oh, one more
> thing the sportpilot site, I think, has a neat weight and
> balance program.
>
> --------
> kitfoxmike
> Do not archive
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=86647#86647
>
>
>
>
>
>
>
>
>
>
>
Message 18
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| Subject: | Re: Weight and Balance-KF4 with 912 was Model 4 engine |
swap
I think the Regs (Canada) require that if the weight of the plane changes
more than 10% the plane should be re-weighed. On any major weight change
it's probably a good idea to re-weigh and make sure the math is in your
aircraft log. As has been stated we all add little things to our planes
which can in combination cause the W&B to be out.
Noel
> -----Original Message-----
> From: owner-kitfox-list-server@matronics.com
> [mailto:owner-kitfox-list-server@matronics.com] On Behalf Of dave
> Sent: Tuesday, January 09, 2007 7:54 PM
> To: kitfox-list@matronics.com
> Subject: Re: Kitfox-List: Re: Weight and Balance-KF4 with 912
> was Model 4 engine swap
>
>
>
> I have to agree with you that you are changing the weight
> and should do a w
> & B .
> It is not complicated and you should know that you are within
> the C of G
> range for your aircraft .
> W & B is only way to do it really. You should do it for
> every change in
> weight and moment of anything in your plane.
> A engine change , especially with a weight difference should
> be no exception
> . AS would a prop change.
>
> Would really suck if you did not do it and an insurance
> policy became null
> and void in the unfortunate event of having to make a claim.
>
> Dave
> ----- Original Message -----
> From: "kitfoxmike" <kitfoxmike@yahoo.com>
> To: <kitfox-list@matronics.com>
> Sent: Tuesday, January 09, 2007 6:02 PM
> Subject: Kitfox-List: Re: Weight and Balance-KF4 with 912 was
> Model 4 engine
> swap
>
>
> <kitfoxmike@yahoo.com>
> >
> > Not to be dissapointing. But it really isn't that hard to
> reweigh the
> > plane after the swap. Usually after a few years of flying
> we put things
> > in our planes and we take a guess at what it weighs. Just
> take a bathroom
> > scale and lift up on a wing (at the tips) and have someone
> slip a scale
> > under the wheel and then do it to the other side. Of
> course to be more
> > accurate build up the other side with boards to equal the
> scale. Then
> > level the plane and put the scale on the rear. You just might be
> > supprised at what you get. Oh, one more thing the
> sportpilot site, I
> > think, has a neat weight and balance program.
> >
> > --------
> > kitfoxmike
> > Do not archive
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=86647#86647
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
>
>
>
>
Message 19
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| Subject: | Re: Kitfox II for sale |
Please send me an email of your inst.panel and price of the items for sale
Thanks
Travis
-----Original Message-----
From: Stan.Tew@revenue.alabama.gov
Sent: Tue, 9 Jan 2007 11:29 AM
Subject: Kitfox-List: Kitfox II for sale
I have recently purchased a crashed, de-registered Kitfox II. There was an engine
failure due to cold seizure of the rear piston of the grey-head 582. I plan
to take all the parts to Sun n, Fun this year to be placed in the Fly Market.
I will be selling the engine separate from the fuselage which has 1 wing and
lift struts. All are in need of repair but are not beyond help. The panel is complete
with several instruments for flight & engine operation along with radios.
If you are interested in purchasing all or some of these parts feel free to
contact me. I will supply photos if you like.
Stan Tew in Montgomery Alabama
(334) 272-0012
Or
Stan_tew@yahoo.com
________________________________________________________________________
Message 20
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I believe that Douglas Wheel still make the ones that you are talking about and
they're pretty inexpensive. You will have to fabricate and weld the blocks for
the rotors though. They were around $30 a while back.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=86715#86715
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