Today's Message Index:
----------------------
1. 04:10 AM - My "Florida" trip...off topic (Lynn Matteson)
2. 04:57 AM - Re: Re: cabin doors (kirk hull)
3. 05:44 AM - Re: Re: cabin doors (Lynn Matteson)
4. 05:46 AM - Re: Re: cabin doors (Larry Huntley)
5. 05:47 AM - Re: Re: cabin doors (Noel Loveys)
6. 06:36 AM - Re: Re: cabin doors (Guy Buchanan)
7. 06:36 AM - Re: Classic IV wing modsClassic IV wing mods (Guy Buchanan)
8. 06:45 AM - Re: Re: cabin doors (Noel Loveys)
9. 06:49 AM - Re: Classic IV wing modsClassic IV wing mods (Tom Jones)
10. 07:39 AM - Rotax 532 vs HKS 700E (Mike)
11. 07:53 AM - Re: My "Florida" trip...off topic (Michel Verheughe)
12. 09:13 AM - Re: Rotax 532 vs HKS 700E (kurt schrader)
13. 10:21 AM - Re: Classic IV wing modsClassic IV wing mods (Guy Buchanan)
14. 10:46 AM - Re: My "Florida" trip...off topic (dcsfoto)
15. 10:46 AM - Re: Rotax 532 vs HKS 700E (Jim_and_Lucy Chuk)
16. 11:05 AM - Re: Re: cabin doors (kirk hull)
17. 11:57 AM - Re: Classic IV wing modsClassic IV wing mods (Dacha)
18. 12:26 PM - Re: My "Florida" trip...off topic (Lynn Matteson)
19. 02:21 PM - Re: My "Florida" trip...off topic (Michel Verheughe)
20. 06:22 PM - Re: My "Florida" trip...off topic (Lynn Matteson)
21. 10:44 PM - Re: My "Florida" trip...off topic (Guy Buchanan)
Message 1
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| Subject: | My "Florida" trip...off topic |
Off topic, other than telling how GREAT a plane the Kitfox is in
saving one's bacon during less-than-perfect flying conditions.
This is a description of my recent attempt to fly to the Sun 'n'
Fun Fly-in, held in Lakeland, Florida. A friend, Nihl, was flying in
his own plane, a very nice 1963 Cessna 150. I was flying my own
Kitfox Model IV Speedster with a Jabiru 2200 engine for power.
We left the Napoleon, MI airport (3NP), at 7:30 am local time, last
Monday, and flew the 230 statute miles to Sporty's Pilot Shop at
Batavia, OH, in 96 minutes. Along the way I was showing 108mph
Indicated airspeed, while my GPS was showing 177mph ground speed...we
had a 70 mph tailwind! Nearing Dayton, Ohio's airspace, Nihl called
to notify ATC that we wished to transit their airspace, saying we
were a flight of two. The controller could not locate a flight of
two, and we discovered that Nihl's transponder did not transmit. I
was asked to squawk 0346, which I did and the controller told us that
my transponder worked, but his did not. Still not being real
comfortable with use of the radio, I was letting Nihl handle the
radio chores, while I became the designated transponder operator. ( I
was handling my own "self-announce" at the untowered airports)
Landing at Sporty's was a bit tricky, as the wind was almost a direct
crosswind, but both planes landed ok. We spent about an hour at
Sporty's, Nihl buying charts and fuel...I did not need fuel.
During our stopover at Sporty's, the wind increased, and became
more of a direct crosswind, and I was nervous about taking off using
the regular runway. I asked for permission to use what I found out
was called "high-speed turnoffs" for part of my takeoff "runway".
This was granted, so I taxied onto the normal taxiway, turned around,
and started out, using about 50 feet of the normal taxiway, turning
left onto the high-speed turnoff which is at 45 degrees to the
taxiway and the main runway, and crossing the main runway, I lifted
off with an approximately 45 degree crosswind. This worked out quite
well for me. Nihl, with his heavier plane, used the runway with no
problems.
My flight instructor had told me before I left that since I was
used to following section lines as part of my Michigan-based VFR
navigation procedures, that I would not find a recognizable section
line in Kentucky, and he was right. Suddenly there were no more
straight lines to follow, just curves, and hills and wandering rivers.
I had my chart and my GPS, so navigation was no problem. Nihl called
and told me we were clear to fly at 5500 feet elevation, which
became too bumpy, so I asked him to ask for permission to go to 7500,
which was granted. Minutes later, he called to say "Lynn, go to 5500
feet IMMEDIATELY!" I did, and it turned out traffic
was the reason for the command. A few minutes later the traffic was
gone...whatever it was...and we were cleared to go back up to 7500.
It was getting very bumpy, and I could see puffy clouds coming up,
and avoided then, but could feel the bumps as they passed by. Seeing
a bank of clouds that I wanted to avoid, I climbed even higher...we
were no longer under the jurisdiction of the ATC by this time. I was
getting closer to the ridge of clouds, and was at 9500 feet, close to
my Sport Pilot-mandated ceiling of 10,000 feet, and could see that I
was not going to make it over the clouds even if I bent the rules
"for safety", so I decided to head down. All this last 10 minutes or
so, the turbulence was getting greater, and as I descended, I was
getting hammered, and Nihl came on the radio and said he was going to
land, pointing out an airport below. I had the airport in sight, and
was thinking the same thing. I was well into the yellow band of my
airspeed indicator, and had to flatten out the descent to keep the
speed down into the green, even though this meant spending more time
getting bounced around. At one point I noticed that my GPS had lost
power, due to the cigar lighter power supply becoming loose due to
the vibration, bouncing, bumping, and slamming around that the plane
was getting. I had to circle the field to try and find the windsock,
and saw that it was straight out and at a 90 degree angle to the left
side of the runway, and I saw no other choices for landing. I came in
with left wing down as much as I could try to hold it there, and the
plane was really getting tossed. The left wheel made contact, bounced
a bit, and the left wing came up, slamming the right wheel down with
the plane starting to point to the left. I got lucky as hell that the
plane didn't groundloop, or cartwheel or anything else. I got stopped
pointing into the wind at the left side of the runway, completed the
rest of the turn to the left and back taxied off at the first turnoff
and pulled the plane up to a closed hangar for shelter from the wind.
I got out to assess the damage, and found that the right wheel pant
was slightly damaged due to the tire being flexed sideways (during
that hard hit) and grabbing the fairing and causing the fairing to be
pulled into and bent upwards, inside the pant, and dragging on the
tire. I unscrewed the fairing and left it off and tied the plane down
with help from a guy at the airport. During this time, Nihl was
trying to get down, and on his third attempt was successful.
We later discovered that we had landed at Scott County Airport (SCX),
near Oneida, Tennessee. More later on what a great facility, and
great people they have down there.
In retrospect, I'm surprised that the tire didn't roll off the rim. I
have tubeless tires with no tubes, and even though there are good
deep bead retention grooves in the wheels, I'm tempted to put tubes
in them if for nothing other than making it easier....if I can find
tubes with bent stems....to check tire pressure.
Next: Staying at the airport, making decisions, and getting back.
DO NOT ARCHIVE
Message 2
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My classic 4 came with the strut mounts as part of the kit but I did not
know it was safe to open the doors in flight. Do a lot of people open them
in flight or just leave them open when taking off.
_____
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Noel Loveys
Sent: Friday, April 20, 2007 5:34 PM
Subject: RE: Kitfox-List: Re: cabin doors
Ok now I have the pictures.
The installation was done with two small pieces of angle. I used some
metal (about .032") which I bent into angle. The angle is is held to the
cross tube behind the pilot and to the frame of the back of the door. I put
the strut on the back of the door because I fly floats and have to enter
from the front. The angle extrusions are slotted With a Dremel tool right
at the angle to allow them to be mounted on the tubes with small gear
clamps. Every thing is out in the open where it is easy to inspect.
Surprisingly none of the four gear clamps have loosened at all. The
brackets have a hole drilled in them which the ball end of the two ball and
socket ends is bolted through.
The height of the bracket on the door is important. It should be higher
than the distance of the lower bracket form the door closed position to give
an over centre positive close to the door when the door is pulled down.
The position of the door bracket is set to allow an almost a full closure of
the strut while closing the door.
This strut is 9 in. long, 10.5 in over all and has the ball and socket
joints with the balls at both ends. I got this strut from a local salvage
yard and have no idea what it came out of. I'm sure you can find the
complete unit at an automotive supply shop if you don't have a salvage yard
you can browse.
The next picture is a close up of the bracket on the cross tube. It strut
ball is mounted far enough into the plane so as not to interfere with the
operation of the door.
I put this on my door as occasionally I like to fly and always taxi with the
door open. If the salvage yard had two of these struts I would have
installed both of them. It has worked well for the past year or so so I
guess the next thing to do is paint the brackets to make them look as if
they belonged there.
I'm far from a fortune teller but I do see another trip to the salvage yard
for me in the near future.
Removing the door is easy as there is a little metal clip that holds the
socket of the strut over the ball. I just have to make sure to keep the
clips with the strut.
Clear as Mud??
Noel
> -----Original Message-----
> From: owner-kitfox-list-server@matronics.com
> [mailto:owner-kitfox-list-server@matronics.com] On Behalf Of xfire
> Sent: Thursday, April 19, 2007 12:55 PM
> To: kitfox-list@matronics.com
> Subject: Kitfox-List: Re: cabin doors
>
>
> <leonard.perry@acsalaska.net>
>
> [quote="Float Flyr"]I put one on the pilot side without
> drilling any holes.... I'll send a couple of pictures tomorrow.
>
>
>
> Noel
> >
> > --
>
>
> Noel, can you please send the pics to me also
>
> Thanks
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=107902#107902
>
>
> ==========
> Kitfox-List http://www.matronics.com/Navigator?Kitfox-List
> ==========
> bsp; available
href="http://forums.matronics.com">http://forums.matronics.com
> ==========
>
>
>
Message 3
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I've opened mine in flight , but only at or about 50mph.
Lynn
p.s. The installation of the struts is a lot cleaner if using the pre-
made parts probably available from John McBean. My parts came with my
kit. The mounting "angles" are actually a piece of tubing with the
mounting flange welded on (you can make these if you can weld), then
cut lengthwise. The roundness of the tubing gives a better contact
with the door frame.
On Apr 21, 2007, at 7:57 AM, kirk hull wrote:
> My classic 4 came with the strut mounts as part of the kit but I
> did not know it was safe to open the doors in flight. Do a lot of
> people open them in flight or just leave them open when taking off.
>
>
Message 4
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MessageMy 4 Has no struts,but the doors fly in the up position when open
in flight. It is a long reach over nothing to reach out and close the
left one ,but if you slip a bit it will come down and close by itself.
You just have to latch it.
I usually don't open it til after takeoff as the wheels throw stuff on
the glass. I guess it wouldn't make any difference if you are flying off
dry pavement. Larry Huntley 4-1200
----- Original Message -----
From: kirk hull
To: kitfox-list@matronics.com
Sent: Saturday, April 21, 2007 7:57 AM
Subject: RE: Kitfox-List: Re: cabin doors
My classic 4 came with the strut mounts as part of the kit but I did
not know it was safe to open the doors in flight. Do a lot of people
open them in flight or just leave them open when taking off.
-------------------------------------------------------------------------
-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Noel Loveys
Sent: Friday, April 20, 2007 5:34 PM
To: kitfox-list@matronics.com
Subject: RE: Kitfox-List: Re: cabin doors
Ok now I have the pictures.
The installation was done with two small pieces of angle. I used
some metal (about .032") which I bent into angle. The angle is is held
to the cross tube behind the pilot and to the frame of the back of the
door. I put the strut on the back of the door because I fly floats and
have to enter from the front. The angle extrusions are slotted With a
Dremel tool right at the angle to allow them to be mounted on the tubes
with small gear clamps. Every thing is out in the open where it is easy
to inspect. Surprisingly none of the four gear clamps have loosened at
all. The brackets have a hole drilled in them which the ball end of the
two ball and socket ends is bolted through.
The height of the bracket on the door is important. It should be
higher than the distance of the lower bracket form the door closed
position to give an over centre positive close to the door when the door
is pulled down.
The position of the door bracket is set to allow an almost a full
closure of the strut while closing the door.
This strut is 9 in. long, 10.5 in over all and has the ball and socket
joints with the balls at both ends. I got this strut from a local
salvage yard and have no idea what it came out of. I'm sure you can
find the complete unit at an automotive supply shop if you don't have a
salvage yard you can browse.
The next picture is a close up of the bracket on the cross tube. It
strut ball is mounted far enough into the plane so as not to interfere
with the operation of the door.
I put this on my door as occasionally I like to fly and always taxi
with the door open. If the salvage yard had two of these struts I would
have installed both of them. It has worked well for the past year or so
so I guess the next thing to do is paint the brackets to make them look
as if they belonged there.
I'm far from a fortune teller but I do see another trip to the salvage
yard for me in the near future.
Removing the door is easy as there is a little metal clip that holds
the socket of the strut over the ball. I just have to make sure to keep
the clips with the strut.
Clear as Mud??
Noel
> -----Original Message-----
> From: owner-kitfox-list-server@matronics.com
> [mailto:owner-kitfox-list-server@matronics.com] On Behalf Of xfire
> Sent: Thursday, April 19, 2007 12:55 PM
> To: kitfox-list@matronics.com
> Subject: Kitfox-List: Re: cabin doors
>
>
> <leonard.perry@acsalaska.net>
>
> [quote="Float Flyr"]I put one on the pilot side without
> drilling any holes.... I'll send a couple of pictures tomorrow.
>
>
>
> Noel
> >
> > --
>
>
> Noel, can you please send the pics to me also
>
> Thanks
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=107902#107902
>
>
>
>
>
>
>
> ==========
> Kitfox-List http://www.matronics.com/Navigator?Kitfox-List
> ==========
> bsp; available
href="http://forums.matronics.com">http://forums.matronics.com
> ==========
>
>
>
>
-------------------------------------------------------------------------
-----
4/19/2007 5:56 PM
Message 5
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Some guys have strutted the doors from the front the hose clamps would
have
to be placed through between the glass and the frame. Because the
installation isn't permanent you can move from front to back in a few
minutes.
Noel
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of
GONER752@aol.com
Sent: Friday, April 20, 2007 10:59 PM
Subject: Re: Kitfox-List: Re: cabin doors
Noel,
Thanks for posting the pic's. I've been wanting to strut the doors, but
really couldn't imagine any mounts pop riveted to tubing lasting against
the
forces of the struts.Good job.These are keepers for me.
Greg G
375KL
Mod 2
582
_____
See what's free at AOL.com
<http://www.aol.com?ncid=AOLAOF00020000000503> .
Message 6
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At 04:57 AM 4/21/2007, you wrote:
>My classic 4 came with the strut mounts as part of the kit but I did
>not know it was safe to open the doors in flight. Do a lot of
>people open them in flight or just leave them open when taking off.
I open mine in flight. I don't like distractions during
takeoff. I have the struts aft so they vibrate a little when open
above 65 mph. They are bubble doors and generate quite a bit of lift.
You have to be careful opening them lest they rip out of your hands
and you have to pull hard to close them. It's a great view, though!
Guy Buchanan
San Diego, CA
K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar.
Message 7
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| Subject: | Re: Classic IV wing modsClassic IV wing mods |
At 08:39 PM 4/20/2007, you wrote:
>Are there any special tricks to removing the wings, or is it just
>finding enough people to hold it up while I remove the bolts.
I used a 6' step ladder to support the outboard end. I then
disconnected the lower strut bolt and half pulled the upper spar
bolts. I then had someone hold the outboard end while I pulled the
spar bolts and we carried the wing, with strut, to a pair of waiting
padded sawhorses. I then disassembled the strut, first supporting the
free end of the strut from the ceiling. I was able to do most of the
work myself. My wife and I moved the wing, though she was a little
hard pressed at the outboard end. Obviously all fuel and electrical
lines should be disconnected, spooled, tie-wrapped, and free. If you
anticipate trouble with these have another person ready to free them.
The wing isn't heavy, but you won't want to be standing around all
day trying to do a military press with one hand while you sort things
out with the other.
Obviously you have to be careful what you grab and how you
support, as the skin is thin and the ribs are wood. And don't let the
tip move vertically with the spar pins fully in. Half in and the tip
can move a little vertically. Oh, and don't poke the fuselage skin
with the inboard end of the strut.
Guy Buchanan
San Diego, CA
K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar.
Message 8
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I guess that depends on what you are doing. My model III-A cruises
something less than 90 mph. If I want to take a picture or something I
will
slow that down to below 70 and open the door with no problem. At cruise
it
gets a bit cold and that's enough reason to keep the doors closed. On
the
water I think it's a good idea to at least unlatch the door....Just in
case.
Noel
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of kirk hull
Sent: Saturday, April 21, 2007 9:27 AM
Subject: RE: Kitfox-List: Re: cabin doors
My classic 4 came with the strut mounts as part of the kit but I did not
know it was safe to open the doors in flight. Do a lot of people open
them
in flight or just leave them open when taking off.
_____
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Noel Loveys
Sent: Friday, April 20, 2007 5:34 PM
Subject: RE: Kitfox-List: Re: cabin doors
Ok now I have the pictures.
The installation was done with two small pieces of angle. I used some
metal (about .032") which I bent into angle. The angle is is held to
the
cross tube behind the pilot and to the frame of the back of the door. I
put
the strut on the back of the door because I fly floats and have to enter
from the front. The angle extrusions are slotted With a Dremel tool
right
at the angle to allow them to be mounted on the tubes with small gear
clamps. Every thing is out in the open where it is easy to inspect.
Surprisingly none of the four gear clamps have loosened at all. The
brackets have a hole drilled in them which the ball end of the two ball
and
socket ends is bolted through.
The height of the bracket on the door is important. It should be higher
than the distance of the lower bracket form the door closed position to
give
an over centre positive close to the door when the door is pulled down.
The position of the door bracket is set to allow an almost a full
closure of
the strut while closing the door.
This strut is 9 in. long, 10.5 in over all and has the ball and socket
joints with the balls at both ends. I got this strut from a local
salvage
yard and have no idea what it came out of. I'm sure you can find the
complete unit at an automotive supply shop if you don't have a salvage
yard
you can browse.
The next picture is a close up of the bracket on the cross tube. It
strut
ball is mounted far enough into the plane so as not to interfere with
the
operation of the door.
I put this on my door as occasionally I like to fly and always taxi with
the
door open. If the salvage yard had two of these struts I would have
installed both of them. It has worked well for the past year or so so I
guess the next thing to do is paint the brackets to make them look as if
they belonged there.
I'm far from a fortune teller but I do see another trip to the salvage
yard
for me in the near future.
Removing the door is easy as there is a little metal clip that holds the
socket of the strut over the ball. I just have to make sure to keep the
clips with the strut.
Clear as Mud??
Noel
> -----Original Message-----
> From: owner-kitfox-list-server@matronics.com
> [mailto:owner-kitfox-list-server@matronics.com] On Behalf Of xfire
> Sent: Thursday, April 19, 2007 12:55 PM
> To: kitfox-list@matronics.com
> Subject: Kitfox-List: Re: cabin doors
>
>
> <leonard.perry@acsalaska.net>
>
> [quote="Float Flyr"]I put one on the pilot side without
> drilling any holes.... I'll send a couple of pictures tomorrow.
>
>
>
> Noel
> >
> > --
>
>
> Noel, can you please send the pics to me also
>
> Thanks
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=107902#107902
>
>
> ==========
> Kitfox-List http://www.matronics.com/Navigator?Kitfox-List
> ==========
> bsp; available
href="http://forums.matronics.com">http://forums.matronics.com
> ==========
>
>
>
Message 9
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| Subject: | Re: Classic IV wing modsClassic IV wing mods |
Jim, one helper is enough and a must if you haven't installed or removed kitfox
wings before. When you start pulling the wing attch bolts and pins a wing can
swing back or foreward unexpectidly and you will be stuck there holding it untill
someone comes along to help you. Or if you can yell loud enough for someone
in the house to hear you.
It is easiest if you raise the tail to level the fuselage. Have your helper hold
the wing tip. It is not heavy but a stick or board cut to the right length
to support the tip helps a lot. Just make sure your helper knows to hold on
to the wing tip and keep it in that position until you have all the bolts out
and you have hold of the wing at the root then slide it away and off to the safe
storage rack or whatever you will store the wing on.
Tom Jones, classic 4
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=108281#108281
Message 10
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| Subject: | Rotax 532 vs HKS 700E |
Does anyone have experience with the HKS 700E engine, particularly on
a KitFox Model II? I have been researching the changeover, as the
KitFox I am rebuilding had a 532 in it, which appears to be a quite
outdated design, plus suffered a serious prop strike. I would want
to pull the 532 apart for visual and mechanical inspection and
magnaflux if I decide to use it. However, it appears to be a poorer
design than the 582 (single ignition, coil and points, etc). On the
other hand, I have it! The HKS seems to be a very good engine for
the Model II at a gross weight of 950 lbs, and the engine has a very
good reputation in the ultralight community. I personally like four
cycle engines over two cycle, because of lower maintenance costs and
better reliability.
Unfortunately, I haven't found anyone yet, other than dealers, who
has experience with this conversion. Anyone have any experience?
Can you offer suggestions as to where I might find someone who has
been thru the conversion?
Mike
mclayton@rochester.rr.com
Mobile: 585-737-5506
8 Adams Trail
Spencerport, NY 14559
Message 11
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| Subject: | Re: My "Florida" trip...off topic |
Thanks for the PIREP, Lynn. I love reading that stuff and you're good
at writing too. It feels like being there. Keep your reports coming in.
On Apr 21, 2007, at 1:12 PM, Lynn Matteson wrote:
> Minutes later, he called to say "Lynn, go to 5500 feet IMMEDIATELY!"
Here I get a bit puzzled. When you fly formation, don't you both listen
to the same ATC frequency? Over here, we fly together, one leading,
talking and squawking and the other one remaining silent of the ATC
frequency. Then one or the other may request to change for a few
minutes to a Unicom frequency to chat a bit, then back to the ATC. The
main point here is that ATC knows at any time on which frequency you
are. This is especially a must when you fly with a flight plan.
> had to flatten out the descent to keep the speed down into the green,
> even though this meant spending more time getting bounced around.
Do you side-slip to increase your ROD without gaining speed?
Cheers,
Michel
do not archive
Message 12
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| Subject: | Re: Rotax 532 vs HKS 700E |
If anyone is going to Sun&Fun, there was a model I or
II in the ultralight area with an HKS. You might find
the owner and pass on some info.
Unfortunately I was only there for one day and didn't
know the info was needed.
Kurt S.
--- Mike <mclayton@rochester.rr.com> wrote:
>........The HKS seems to be a very good engine for
> the Model II at a gross weight of 950 lbs, and the
> engine has a very
> good reputation in the ultralight community. I
> personally like four
> cycle engines over two cycle, because of lower
> maintenance costs and better reliability.
>
> Unfortunately, I haven't found anyone yet, other
> than dealers, who
> has experience with this conversion. Anyone have
> any experience?
> Can you offer suggestions as to where I might find
> someone who has
> been thru the conversion?
>
> Mike
__________________________________________________
Message 13
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| Subject: | Re: Classic IV wing modsClassic IV wing mods |
At 08:39 PM 4/20/2007, you wrote:
>Are there any special tricks to removing the wings, or is it just
>finding enough people to hold it up while I remove the bolts.
I forgot to add, though someone else already did, that it's much
easier if you put the tail on a sawhorse first so the plane's level.
Sorry,
Guy Buchanan
San Diego, CA
K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar.
Message 14
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| Subject: | Re: My "Florida" trip...off topic |
enjoyed the report great job
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=108326#108326
Message 15
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| Subject: | Rotax 532 vs HKS 700E |
There is a Mike Ricketts on either this list or the Yahoo Avid list that has
a HKS in either a Kitfox or an Avid if I'm not mistaken. Thanks, Jim
>From: Mike <mclayton@rochester.rr.com>
>To: Kitfox Forum <kitfox-list@matronics.com>
>Subject: Kitfox-List: Rotax 532 vs HKS 700E
>Date: Sat, 21 Apr 2007 10:38:40 -0400
>
>Does anyone have experience with the HKS 700E engine, particularly on a
>KitFox Model II? I have been researching the changeover, as the KitFox I
>am rebuilding had a 532 in it, which appears to be a quite outdated
>design, plus suffered a serious prop strike. I would want to pull the 532
>apart for visual and mechanical inspection and magnaflux if I decide to
>use it. However, it appears to be a poorer design than the 582 (single
>ignition, coil and points, etc). On the other hand, I have it! The HKS
>seems to be a very good engine for the Model II at a gross weight of 950
>lbs, and the engine has a very good reputation in the ultralight
>community. I personally like four cycle engines over two cycle, because
>of lower maintenance costs and better reliability.
>
>Unfortunately, I haven't found anyone yet, other than dealers, who has
>experience with this conversion. Anyone have any experience? Can you
>offer suggestions as to where I might find someone who has been thru the
>conversion?
>
>Mike
>
>mclayton@rochester.rr.com
>Mobile: 585-737-5506
>8 Adams Trail
>Spencerport, NY 14559
>
>
_________________________________________________________________
Need a break? Find your escape route with Live Search Maps.
http://maps.live.com/?icid=hmtag3
Message 16
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Well I guess on the next warm day I will just have to slow it down a little
bit and open the doors. Thanks for the input
_____
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of kirk hull
Sent: Saturday, April 21, 2007 6:57 AM
Subject: RE: Kitfox-List: Re: cabin doors
My classic 4 came with the strut mounts as part of the kit but I did not
know it was safe to open the doors in flight. Do a lot of people open them
in flight or just leave them open when taking off.
_____
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Noel Loveys
Sent: Friday, April 20, 2007 5:34 PM
Subject: RE: Kitfox-List: Re: cabin doors
Ok now I have the pictures.
The installation was done with two small pieces of angle. I used some
metal (about .032") which I bent into angle. The angle is is held to the
cross tube behind the pilot and to the frame of the back of the door. I put
the strut on the back of the door because I fly floats and have to enter
from the front. The angle extrusions are slotted With a Dremel tool right
at the angle to allow them to be mounted on the tubes with small gear
clamps. Every thing is out in the open where it is easy to inspect.
Surprisingly none of the four gear clamps have loosened at all. The
brackets have a hole drilled in them which the ball end of the two ball and
socket ends is bolted through.
The height of the bracket on the door is important. It should be higher
than the distance of the lower bracket form the door closed position to give
an over centre positive close to the door when the door is pulled down.
The position of the door bracket is set to allow an almost a full closure of
the strut while closing the door.
This strut is 9 in. long, 10.5 in over all and has the ball and socket
joints with the balls at both ends. I got this strut from a local salvage
yard and have no idea what it came out of. I'm sure you can find the
complete unit at an automotive supply shop if you don't have a salvage yard
you can browse.
The next picture is a close up of the bracket on the cross tube. It strut
ball is mounted far enough into the plane so as not to interfere with the
operation of the door.
I put this on my door as occasionally I like to fly and always taxi with the
door open. If the salvage yard had two of these struts I would have
installed both of them. It has worked well for the past year or so so I
guess the next thing to do is paint the brackets to make them look as if
they belonged there.
I'm far from a fortune teller but I do see another trip to the salvage yard
for me in the near future.
Removing the door is easy as there is a little metal clip that holds the
socket of the strut over the ball. I just have to make sure to keep the
clips with the strut.
Clear as Mud??
Noel
> -----Original Message-----
> From: owner-kitfox-list-server@matronics.com
> [mailto:owner-kitfox-list-server@matronics.com] On Behalf Of xfire
> Sent: Thursday, April 19, 2007 12:55 PM
> To: kitfox-list@matronics.com
> Subject: Kitfox-List: Re: cabin doors
>
>
> <leonard.perry@acsalaska.net>
>
> [quote="Float Flyr"]I put one on the pilot side without
> drilling any holes.... I'll send a couple of pictures tomorrow.
>
>
>
> Noel
> >
> > --
>
>
> Noel, can you please send the pics to me also
>
> Thanks
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=107902#107902
>
>
> ==========
> Kitfox-List http://www.matronics.com/Navigator?Kitfox-List
> ==========
> bsp; available
href="http://forums.matronics.com">http://forums.matronics.com
> ==========
>
>
>
Message 17
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| Subject: | Re: Classic IV wing modsClassic IV wing mods |
Not much rocket science here. Pulled the wings off of a Kitfox4. Just had to
remove fuel lines,elect. wires and such. First put a ladder or such to hold
the wings in somewhat a safe position. Then remove the jury strut, making
sure that fuel tanks are empty for weight. Then the bolts on the wing spar.
Done deal.
LeRoy
Message 18
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| Subject: | Re: My "Florida" trip...off topic |
I'm very new to the formation flying bit, and still don't have my
"radio endorsement", so I was letting the other flier handle the
radio chores. I would have preferred to just go around the areas that
required radio contact...at least until I have confidence in my radio
manners and expertise. We were flying without flight plan.
There was no way in hades that I was going to slip at that altitude,
or under those turbulent conditions. At least, I don't THINK that it
would be safe. Maybe someone could enlighten me. I'm going to run the
whole scenario past my flight instructor, but he's out of town.
Thinking back on it, the other flier was good on the radio, but a bit
off when it came to navigation. His GPS was not the moving map
variety, and because I was following him, and trying to coax him back
onto our heading, we got off-track by a bunch. No excuses, but I'd
rather have been the one heading up the mission, because I had the
more up-to-date GPS, and would have steered us around the busy
airspaces, and away from radio talk. Using the charts was problematic
at best in Kentucky, because of the wide separation between towns,
landmarks, whatever, and also the lack of good N-S and E-W section
lines. I was relying on my GPS to guide me, and even though I had my
chart marked, I hadn't written down a list of landmarks to guide me
visually. I made a big mistake in not doing that. When the turbulence
became a factor, it didn't matter where we were, because the chart
was the last thing on my mind, because I saw the airport below. If my
GPS would have crapped out before it did, and I had no idea where I
was, then reverting back to the chart would have been the only
option, or steering over to I-75 (a divided Interstate highway),
which was also in view.
Before I go on another trip, I'll learn more about weather, and what
conditions cause what, and be better prepared to observe what I'm
getting into, and make a decision earlier as to when to go down, or
stay down 'til another day, or 'til conditions improve.
Lynn
do not archive
On Apr 21, 2007, at 10:53 AM, Michel Verheughe wrote:
>
> Thanks for the PIREP, Lynn. I love reading that stuff and you're
> good at writing too. It feels like being there. Keep your reports
> coming in.
>
> On Apr 21, 2007, at 1:12 PM, Lynn Matteson wrote:
>> Minutes later, he called to say "Lynn, go to 5500 feet IMMEDIATELY!"
>
> Here I get a bit puzzled. When you fly formation, don't you both
> listen to the same ATC frequency? Over here, we fly together, one
> leading, talking and squawking and the other one remaining silent
> of the ATC frequency. Then one or the other may request to change
> for a few minutes to a Unicom frequency to chat a bit, then back to
> the ATC. The main point here is that ATC knows at any time on which
> frequency you are. This is especially a must when you fly with a
> flight plan.
>
>> had to flatten out the descent to keep the speed down into the
>> green, even though this meant spending more time getting bounced
>> around.
>
> Do you side-slip to increase your ROD without gaining speed?
>
> Cheers,
> Michel
>
> do not archive
>
>
Message 19
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| Subject: | Re: My "Florida" trip...off topic |
On Apr 21, 2007, at 9:25 PM, Lynn Matteson wrote:
> I'm very new to the formation flying bit, and still don't have my
> "radio endorsement", so I was letting the other flier handle the radio
> chores.
If I understand correctly, Lynn, you were listening to a unicom
frequency while your friend was on the ATC frequency. I think it is
better that you both are on the same frequency. Then you would both had
received the instruction to descend in order to avoid another traffic.
Of course, while on the ATC frequency you can't talk to the other plane
but you can e.g. ask ATC to change frequency to unicom. At that moment,
your friend will also know that he must change frequency because you
wish to talk to him. In any case, and for a reason of safety, anyone
can break international radio rules if it is to prevent a fatal
accident. This is valid for maritime, aviation and ham radio.
As seen from ATC point of view, it is also important that the
controller knows at any moment on which frequency you are. If you are a
flight of two, or more, he or she would expect to have you both on the
same frequency. Since you were warned of a meeting traffic, it meant
that you were under radar coverage and even if you were in a G zone,
the controller will prefer to give you traffic information rather than
seeing a mid-air crash and a lot of paper work for him/her to do.
At least, that's my experience in Europe.
> There was no way in hades that I was going to slip at that altitude,
> or under those turbulent conditions.
I understand. Maybe I would also hesitate to do it. Was it very bad?
Thermal or mechanic turbulence? Were you in a mountainous region? But I
think side slipping is an important technique which I practice very
often. Today, to warm up my engine for the oil change at the 200 hours
of my Jabiru, I went for a few traffic pattern where each one was very
high on final and I side slipped both ways to come fast to land on the
mark. Last time was with the engine off. The reason is: If I loose
power one day, and see a nice patch of grass to land on, I may be too
low to do a 360 and fast sink rate will be my only alternative not to
overshoot the field. Beside that, side slipping makes me feel I have
control over the plane.
Cheers,
Michel
do not archive
Message 20
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| Subject: | Re: My "Florida" trip...off topic |
You understand correctly, Michel...me on unicom, he on ATC freq.
Later, on the return trip, I did tune into ATC frequency, so I could
hear first-hand the directions. At one point I had lost sight of the
other plane, but I was on ATC freq., when I heard my friend call for
clearance for transit through their airspace. It was granted. He was
well ahead of me judging from his report of being 3 miles out. I was
5 miles out. We were flying against a 20 mph headwind, and it seemed
like forever for me to get to the airport. When I did get there, I
made a call, stating that my friend called for clearance, but had
neglected to say a flight of two. I told him where I was, altitude,
etc., and he cleared me too. Even though there was no traffic (the
controller said so), I felt better about making the call....got me
over the mike fright, too. Since that call, I've either monitored the
ATC freq., or made my own calls. The day following our return, we
flew into Jackson, MI (JXN) airport, class D, and I made my own call.
That was my first solo landing at a towered airport, and, explaining
my "greenness" on the radio the controller said I was "doing fine".
Maybe now my instructor will sign my radio endorsement...we'll see.
As to the turbulence, I'm not sure whether it was thermal or
mechanical...how do you tell? We were on the edge of a tapering off
mountain range, as the range gained altitude toward the east, and we
were heading south, skirting the range to the west. The airport
elevation was 1545 feet, and the nearby ridges are at about 3400-3500
feet, within 20 miles. There is a windmill farm on those
ridges...studying the chart now tells me something that I should have
read back then. Telling other pilots about where we were, elicits the
response of "you should've gone further west." And had we been
flying the chart that I marked, we would have been 20 miles further
west. Hard to say if 20 miles would have been more comfortable, but
looking at the contours, the terrain would have been much flatter,
and this seems to me now to have been a better route...hindsight and
all that.
Was the turbulence bad? Did I mention that my friend's right seat
came out of it's moorings? I don't think I did. He said the seat came
over and hit him, and that stuff on the seat was flying about the
cockpit. He later said he probably didn't have the belt tightened
enough. I didn't look at his plane and how the seat was held in, but
I will.
I practice slips a lot, because I have some fields that have trees on
both ends with 1700-2600 feet runway between...mine is 1700 with
trees at the normal approach end. I need to practice slips with
slowing the plane with up elevator. I'm usually at full (20) flaps
when I slip. I'm better slipping with left wing down, and need to do
more right slips, because I don't like to do them.
Lynn
do not archive
On Apr 21, 2007, at 5:20 PM, Michel Verheughe wrote:
>
> On Apr 21, 2007, at 9:25 PM, Lynn Matteson wrote:
>> I'm very new to the formation flying bit, and still don't have my
>> "radio endorsement", so I was letting the other flier handle the
>> radio chores.
>
> If I understand correctly, Lynn, you were listening to a unicom
> frequency while your friend was on the ATC frequency. I think it is
> better that you both are on the same frequency. Then you would both
> had received the instruction to descend in order to avoid another
> traffic. Of course, while on the ATC frequency you can't talk to
> the other plane but you can e.g. ask ATC to change frequency to
> unicom. At that moment, your friend will also know that he must
> change frequency because you wish to talk to him. In any case, and
> for a reason of safety, anyone can break international radio rules
> if it is to prevent a fatal accident. This is valid for maritime,
> aviation and ham radio.
> As seen from ATC point of view, it is also important that the
> controller knows at any moment on which frequency you are. If you
> are a flight of two, or more, he or she would expect to have you
> both on the same frequency. Since you were warned of a meeting
> traffic, it meant that you were under radar coverage and even if
> you were in a G zone, the controller will prefer to give you
> traffic information rather than seeing a mid-air crash and a lot of
> paper work for him/her to do.
> At least, that's my experience in Europe.
>
>> There was no way in hades that I was going to slip at that
>> altitude, or under those turbulent conditions.
>
> I understand. Maybe I would also hesitate to do it. Was it very
> bad? Thermal or mechanic turbulence? Were you in a mountainous
> region? But I think side slipping is an important technique which I
> practice very often. Today, to warm up my engine for the oil change
> at the 200 hours of my Jabiru, I went for a few traffic pattern
> where each one was very high on final and I side slipped both ways
> to come fast to land on the mark. Last time was with the engine
> off. The reason is: If I loose power one day, and see a nice patch
> of grass to land on, I may be too low to do a 360 and fast sink
> rate will be my only alternative not to overshoot the field. Beside
> that, side slipping makes me feel I have control over the plane.
>
> Cheers,
> Michel
>
> do not archive
>
>
Message 21
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| Subject: | Re: My "Florida" trip...off topic |
At 12:25 PM 4/21/2007, you wrote:
>I would have preferred to just go around the areas that
>required radio contact...at least until I have confidence in my radio
>manners and expertise.
Best thing I ever did for radio work was buy and use the COMM-1 PC
software for VFR flight. I still use it to brush up before a big
cross-country. I also do preparatory cross countries before big cross
countries. In the preparatory I do everything I would do on the long
one, but do it all in one hour.
>There was no way in hades that I was going to slip at that altitude,
>or under those turbulent conditions.
A slip would not be unsafe if you were flying at less than
maneuvering speed, Va, which I assume you were doing, given the conditions.
>Using the charts was problematic
>at best in Kentucky, because of the wide separation between towns,
>landmarks, whatever, and also the lack of good N-S and E-W section
>lines.
I had a good friend teach me pilotage in the wilds of Wyoming. It is
amazing what you can identify on a chart and how you can
cross-correlate that information to find your location. If you ever
get a chance to do a mountain check-out, make sure the instructor
helps you with this. You can often quite easily identify mountain
geometry, stream and dry beds, lakes, and man-made objects sufficient
to identify your location. When I flew to Ft. Worth from San Diego I
used pilotage exclusively until I got to west Texas, where it became
so flat I started to rely more on the GPS. Even then I kept a close
track on where I was on the chart and made it a game to identify
landmarks and locate them and myself.
>Before I go on another trip, I'll learn more about weather, and what
>conditions cause what, and be better prepared to observe what I'm
>getting into, and make a decision earlier as to when to go down, or
>stay down 'til another day, or 'til conditions improve.
I can't remember, did you get a full weather briefing from Flight
Service before departure? If so, did they mention a turbulence AIRMET?
Guy Buchanan
San Diego, CA
K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar.
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