Today's Message Index:
----------------------
1. 12:36 AM - Re: S5 912S overheating - cowling? (skyring)
2. 03:32 AM - Re: Lynn's Trip (fox5flyer)
3. 06:50 AM - Re: Re: S5 912S overheating - cowling? (Randy Daughenbaugh)
4. 07:03 AM - Re: S5 912S overheating - cowling? (Joel)
5. 07:06 AM - Re: Re: Lynn Matteson's Trip (Lowell Fitt)
6. 09:15 AM - Re: Prop Windmilling drag question (Paul Seehafer)
7. 09:42 AM - Re: Re: S5 912S overheating - cowling? (Randy Daughenbaugh)
8. 09:54 AM - Prop Windmilling drag question (fox5flyer)
9. 11:28 AM - Break thread sealant ()
10. 12:01 PM - Re: Best software for logging build progress? (Bob)
11. 12:43 PM - Re: Re: Stoped / windmilling propeller drag (Marco Menezes)
12. 12:43 PM - Re: Best software for logging build progress? (kitfoxmike)
13. 02:18 PM - Re: Re: Rotax 582 failure (semi off-topic) (Michel Verheughe)
14. 02:58 PM - Re: Break thread sealant (Roger McConnell)
15. 04:31 PM - Re: Break thread sealant (Larry/Cathy Boone)
16. 04:33 PM - Re: Best software for logging build progress? (Bob)
17. 06:01 PM - Re: Re: Best software for logging build progress? (Dan Billingsley)
18. 06:28 PM - Model II (Glenn Horne)
19. 06:34 PM - Re: Re: Prop Windmilling drag question (Noel Loveys)
20. 06:44 PM - Re: Best software for logging build progress? (kitfoxmike)
21. 06:44 PM - Lynn Matteson's Trip from MI to CA -- day 3 (fox5flyer)
22. 07:07 PM - Re: Lynn Matteson's Trip from MI to CA -- day 3 (Steve Shinabery)
23. 08:58 PM - Re: Break thread sealant (Guy Buchanan)
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| Subject: | Re: S5 912S overheating - cowling? |
Hi Joel, We are still working on the cowl and the weather has turned foul so no
test results yet. We have cut about an inch from the rear edge of the lower cowl.
This still leaves a bit of an overlap with the bottom of the fuselage so
the opening is not that much greater but at least we have got rid of the upturned
lip.
We are also enlarging the opening under the spinner that feeds air to the oil cooler.
This was smaller than the oil cooler so we are making it a perfect match
so the entire radiator gets direct air. A bit of work in this as it has to faired
in.
I'm hoping for some photos from Kem, who is also on the list. He had similar problems
and solved them mainly by opening up the bottom cowl. He says the outlet
should be 4 times the inlet - others suggest 3 to 1. In any case the standard
smooth cowl is nowhere near this. Will keep you informed.
Kerry
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=115502#115502
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Thanks Jimmie. I also talked to Lynn last night at length (is there any
other way with Lynn?) so I'll add a bit more to this about his flight
yesterday.
First of all, he was airborne out of Gilbertsville (M34) about 0830 in
smooth air with his destination Sercy (KSRC). Although smooth it was
hazy due to forest fires to the south so he wasn't able to get much
visibility. After stopping enroute at Wynne for gas the weather began
to deteriorate, turbulence increased, and it was getting windy. He got
to within 3 minutes of Sercy, but all he could see was black sky, very
little visibility, and he was getting bounced around to the point that
he made a good decision. He did a 180 and went back to an uneventful
landing at Bald Knob AR (M74). When taxiing in he met a guy who took
him on a tour of his sawmill and told him about the bears that hang
around there. I don't believe he had any close encounters. He also
told him they were about to get hammered with weather and offered to put
Lynn's airplane into his hangar for the night, then truck him to town
for dinner and a motel. Lynn was happy after the gator chunks and
crawfish etoufe, tucked warmly into a $42 a night motel, and waiting to
see what the weather will bring tomorrow. Forecast isn't good. The
point is that he's safe, the airplane is safe, he's not on a schedule,
and if he has to spend a day or two eating gator, so be it.
Total airtime for the day was 2.8 hours and 272 miles.
Deke Morisse
N148DM
S5/Soob/CAP
NE Michigan
----- Original Message -----
From: Jimmie Blackwell
To: kitfox-list@matronics.com
Sent: Tuesday, May 29, 2007 8:44 PM
Subject: Kitfox-List: Lynn's Trip
Just talked to Lynn via cell phone. He was in Bald Knob Arkansas and
planning on staying there tonight. Said he just had a dinner of
crawfish and alligator. With that kind of meal we know he is getting
down South. Hopefully, he will be in Texas tomorrow and we can get him
some einchaladas and maybe a margarita or two.
Jimmie
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| Subject: | Re: S5 912S overheating - cowling? |
Joel,
Do you have an oil cooler? I had temp problems until I added the oil
cooler. Now it runs cool even in the 90's F. Too cool in the winter.
Randy Daughenbaugh, N10NH
Black Hills of South Dakota, - Near Mount Rushmore
Home Strip, Grass Room in Hangar for visitors
Series 5/7 (7 Firewall Forward) 912S, Warp Drive Taper Tip
Gross Weight 1320 lbs, Flying since November 2004
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Joel
Sent: Tuesday, May 29, 2007 11:56 PM
Subject: Kitfox-List: Re: S5 912S overheating - cowling?
My model 5 with 7 fwf 912uls is running very warm now that summer is
arriving. How successful has opening the cowl exit been at lowering your
temps? Do you have any overlap between the bottom of the cowl and the lower
edge of the firewall? I fabricated a heat sink for the oil tank in an
attempt to cool it down a little, but only saw a few degree difference.
--------
Joel Mapes Kitfox 5 912 ULS Aerocomp amphibs
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=115500#115500
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| Subject: | Re: S5 912S overheating - cowling? |
Hi Randy,
Yes, I have the lockwood aluminum oil cooler mounted at the front of the engine.
My cowling is closer than most as I trimmed the firewall edge by about 2 inches.
I'm thinking about removing 3/4 to an inch from the bottom of the cowl to
increase the exit area and wondered if any model 5 with 7 fwf have had success
with that approach.
do not archive
--------
Joel Mapes Kitfox 5 912 ULS Aerocomp amphibs
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=115542#115542
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| Subject: | Re: Lynn Matteson's Trip |
With Louis comments in mind, I guess a report on the Brian Ranch flight
might be in order.
I departed Cameron Park (20 miles west of Sacramento) in my Model IV-1200 -
912UL about 0530 for Jackson/Westover about 10 minutes south to hook up with
Ken who flys a Rans S-6 - 912 ULS with a planned rendevous with Mark -
Caldwell, Idaho and Hal - Elko, Nevada at Kern Valley on the northeast edge
of Lake isabella. We arrived there at about 0900 or there abouts and had
breakfast.
At 1030 Mark and his son Ty in a Model IV Speedster - 912L and Hal in his
Rans S-7 with a 912ulX - high compression pistons - joined us. They wanted
Lunch as they had already had breakfast but the waitress said that breakfast
folks don't like hashbrowns fried in hamburger grease so lunch would start
at 1100. Mark, Ty and Hal had breakfast number two for the day.
After some fuel we were off for Brian Ranch which is a private dirt strip
near Apple Valley, California. This time we didn't try to get permission to
cross the Edwards AFB restricted area. Last time the response was turn 90
right immediatly. We passed to the West. We arrived at Brian Ranch just as
the skydivers were touching down about 1130, got our folding chairs out and
after an hour or so, proceeded to watch everyone else leave for the day as
the afternoon winds were picking up. We were able to see some ultralight
activity though and the most visible thing that came to my mind was the
youth of the folks in this part of aviation. Where I am used to seeing
mostly "graybeards" this was nice.
We left soon after arriving, planning to fly South to overnight at Hal's
Aunt's place, near the Perris Valley airport and get an earlier start the
next day. We arrived there just as the Skydivers were touching down as
well, but that is not hard to do as four more groups of about 20 came down
as we were tieing down our airplanes and grabbing our gear. This place must
be Skydiver heaven as the ultimate ride to the top is a DC-9 which was
parked near where we tied down. The 20 we saw went up on a Twin Otter -
several others were tied down nearby.
The next morning, though much closer this time to Brian's Ranch we still
were not able to arrive much earlier as we were shrouded in fog at Perris
Valley and had to wait it out. I guess the locals know the routine as the
first flight of 20 skydivers were off the ground just as the fog began to
lift allowing for good drop visibiliity by the time they got to their 13,000
ft. drop altitude. At Brian's Ranch the activity was much the same as the
day before with the skydivers making two drops while we were there, but we
decided to beat the heavy winds so made an early exit, heading for the
eastern edge of California's central valley where we stopped for fuel and
lunch at Delano.
Mark and Hal decided to follow Ken and I to the Gold Country of Northern
California and head for home early the next morning.. We bid good by to Ken
as we flew over his home base - Jackson Westover - and continued on to
Cameron Park where we spent the evening with two other Kitfox owners who
were unable to accompany us in this trip. A frank confession is due here.
With all the wind, mostly at 90 accompanying our landings and take-offs in
the desert, I was able to make my worst landing at home in calm winds - I
was all over the runway to the amusement of the two following me. I blame
it on the cross winds - lots of practice, did pretty good with them, then
when you need them the most, they abandon you.
Morning came and Hal and Mark were on their way.
Check out http://highwingllc.com for a short video clip from this trip
showing some High Desert living plus other videos of Kitfox flying. Once on
the site go to video archives.
Lowell Fitt
Cameron Park, CA
Model IV-1200 R-912 UL Warp
1998 870 hrs.
----- Original Message -----
From: "wingnut" <wingnut@spamarrest.com>
Sent: Tuesday, May 29, 2007 6:25 AM
Subject: Kitfox-List: Re: Lynn Matteson's Trip
>
> That's only 93mph. Did he hit some headwinds on the way?
>
> Thanks for posting by the way. I don't know how the rest of the forum
> feels about it but I like coming here to read about the adventures of
> other kitfox enthusiasts as much as I like all the excellent technical
> advise. Assuming that no one else minds, please post more.
>
> Luis Rodriguez
> 824KF
>
>
>> I just spoke via cell phone to Lynn Matteson who completed his first leg
>> his trip from Grass Lake Michigan to Sacramento CA area. After a 5.75
>> flying hours he completed about 523 miles landing at Gilbertsville KY
>> (M34) and is tent camping at Kentucky Dam St Park. He got 22.61mpg and
>> 4.12gph with his Jabaru 2200 Model IV. If all goes well tomorrow, next
>> stop is Texarkana. I'll try to keep up daily reports on his progress when
>> I can
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=115355#115355
>
>
>
Message 6
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| Subject: | re: Prop Windmilling drag question |
Here's a picture with notes from way back in about 1987 when I was flying
the prototype Avid/kitfox and practicing dead stick (which Dean Wilson had
suggested due to the unreliable nature of the Cuyuna two stroke engine).
All in all I logged 3.8 hours of dead stick time in that airplane, mostly
because it was so much fun to do. And some of that time included when it
was on floats. Fwiw - I always landed dead stick. Not once did I do an
airstart. Landing was the most important part to know in my opinion, and
also the most fun. Plus, the 1st time I tried to airstart (of course it was
on the 1st flight I shut it down), the engine wouldn't start by tugging on
the recoil, and I couldn't get enough airspeed to get the prop to turn fast
enough to help my now tired arm. Why wouldn't it start? Well, I never
thought about how cold an engine can get in a very short time of gliding
around at 60 mph up in very cold air. I later learned I needed to choke it,
but being low enough after wasting a bunch of time tugging on that recoil, I
decided it was better to fly the airplane making certain I was totally
prepared to make a good landing at the airport than it was to waste any more
time (altitude!) trying to get it going. So lesson number one I would say
when you shut off an engine in flight....be mentally prepared to land, and
have a landing site directly below you. There is no guarantee your engine
will restart!
There is no question the airplane will glide further with the engine off as
long as the prop doesn't windmill. Even with an idling engine (still
producing at least some thrust), the windmilling prop creates more drag than
if the prop is stopped. The comments made comparing our props to a
helicopter are hardly applicable. When a helicopter blade stops, that would
the equivalent to cutting off all of your wing. Of course that would create
less drag, but also less lift! So I don't think we should enter helicopter
theory in this conversation....
As far as flying an airplane with the engine totally off, I personally think
it is a really good thing to know should it ever happen unexpectedly (Has
happened 5 different times in my flying career - fwiw, two strokes as well
as a Lycoming). However, I also agree it can be risky business unless you
are very proficient with your airplane. Our Avids and Kitfoxes are such
easy to fly airplanes that teaching it is pretty easy. I had a friend of
mine doing dead stick landings in his Avid on floats in less than 5 hours of
ever having flown an airplane. Two years later when his engine failed on
takeoff (when on wheels) I think knowing how the airplane handled without
power may have saved his life possibly. His brain didn't turn to mush when
everything went quiet and smooth, which I personally believe is common when
the reality of engine failure happens to even the best of pilots. Seconds,
even fractions of a second can really count then. Knowing how an airplane
handles, sounds, and feels with the engine off is very advantageous in that
situation.
However, I will admit I have never shut off the engine in my Lake
amphibian - just too scary. Power off and dirty, that airplane has
something like a 4000 fpm sink rate along with a 64 degree best glide angle.
Somewhat equivalent to landing the space shuttle (when they say it glides
like a manhole cover it is an understatement). But my Kitfox is nothing
more than good fun in the same situation!
Just my two cents worth based on my experiences...
Paul Seehafer
Model IV - 1200
912ul on Amphibs
IVO prop
Message 7
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| Subject: | Re: S5 912S overheating - cowling? |
Joel,
A little "trip" edge along the bottom can help too. I think I would add a
strip of aluminum with about 1" sticking down into the airflow below the
bottom of the cowl across the full width of the cowl - about a 45 degree
angle. This creates a low pressure zone at the outlet of the cowl to help
pull air out of the cowl. This is easy to do even on a temprorary basis -
just rivet it on and go fly to see if it helped. If it works well, you can
cut it to 3/4" and test again. Then to 1/2". Then add back a quarter
inch. ;-) It sounds like you may have removed this from the original
cowl.
I understand what you did. It makes sense. You probably don't need the
prop extension like I did.
Randy
Randy Daughenbaugh, N10NH
Black Hills of South Dakota, - Near Mount Rushmore
Home Strip, Grass Room in Hangar for visitors
Series 5/7 (7 Firewall Forward) 912S, Warp Drive Taper Tip
Gross Weight 1320 lbs, Flying since November 2004
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Joel
Sent: Wednesday, May 30, 2007 8:03 AM
Subject: Kitfox-List: Re: S5 912S overheating - cowling?
Hi Randy,
Yes, I have the lockwood aluminum oil cooler mounted at the front of the
engine. My cowling is closer than most as I trimmed the firewall edge by
about 2 inches. I'm thinking about removing 3/4 to an inch from the bottom
of the cowl to increase the exit area and wondered if any model 5 with 7 fwf
have had success with that approach.
do not archive
--------
Joel Mapes Kitfox 5 912 ULS Aerocomp amphibs
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=115542#115542
Message 8
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| Subject: | Prop Windmilling drag question |
Everything Paul says here I agree with. However, I think what is being
forgotten in the thread is I believe that the original poster was talking
about how the airplane would act with an engine using a freewheeling clutch,
like those now supplied aftermarket on the 912x and stock on the NSI
Subarus. The NSI uses a large Sprag clutch (to dampen tortional vibrations)
that allows the prop turn one way with engine power, yet will spin backward
with no effort and I suspect the one for the 912 is similar. Shut off the
engine and the prop will spin at whatever speed the airplane is flying,
depending on the pitch setting of the prop with piston compression not being
a factor. What this will do is cause the prop to act as a large (6 foot)
disk in front of the airplane creating incredible drag, much more than a
typical prop that is wheeling slowly against compression. There's no way to
stop it from spinning, regardless of speed. I've never tried a dead stick
with mine, but when at the right place and time, I intend to. Going to full
course pitch should help some, but I'll find out. I'm sure that with an
engine failure, the spot picked to land had better be very close.
Fortunately I have the old Wurtsmith AFB 12,500 foot runway a short distance
away to try it. I'll definitely start at altitude though, just in case.
Has anyone else here using a clutch ever tried it?
Deke Morisse
N148DM
S5/Soob/CAP
NE Michigan
----- Original Message -----
From: "Paul Seehafer" <av8rps@tznet.com>
Sent: Wednesday, May 30, 2007 11:13 AM
Subject: X-IMail-SPAM-Premium Kitfox-List: re: Prop Windmilling drag
question
> Here's a picture with notes from way back in about 1987 when I was flying
> the prototype Avid/kitfox and practicing dead stick (which Dean Wilson had
> suggested due to the unreliable nature of the Cuyuna two stroke engine).
>
> All in all I logged 3.8 hours of dead stick time in that airplane, mostly
> because it was so much fun to do. And some of that time included when it
> was on floats. Fwiw - I always landed dead stick. Not once did I do an
> airstart. Landing was the most important part to know in my opinion, and
> also the most fun. Plus, the 1st time I tried to airstart (of course it
was
> on the 1st flight I shut it down), the engine wouldn't start by tugging on
> the recoil, and I couldn't get enough airspeed to get the prop to turn
fast
> enough to help my now tired arm. Why wouldn't it start? Well, I never
> thought about how cold an engine can get in a very short time of gliding
> around at 60 mph up in very cold air. I later learned I needed to choke
it,
> but being low enough after wasting a bunch of time tugging on that recoil,
I
> decided it was better to fly the airplane making certain I was totally
> prepared to make a good landing at the airport than it was to waste any
more
> time (altitude!) trying to get it going. So lesson number one I would say
> when you shut off an engine in flight....be mentally prepared to land, and
> have a landing site directly below you. There is no guarantee your engine
> will restart!
>
> There is no question the airplane will glide further with the engine off
as
> long as the prop doesn't windmill. Even with an idling engine (still
> producing at least some thrust), the windmilling prop creates more drag
than
> if the prop is stopped. The comments made comparing our props to a
> helicopter are hardly applicable. When a helicopter blade stops, that
would
> the equivalent to cutting off all of your wing. Of course that would
create
> less drag, but also less lift! So I don't think we should enter
helicopter
> theory in this conversation....
>
> As far as flying an airplane with the engine totally off, I personally
think
> it is a really good thing to know should it ever happen unexpectedly (Has
> happened 5 different times in my flying career - fwiw, two strokes as well
> as a Lycoming). However, I also agree it can be risky business unless you
> are very proficient with your airplane. Our Avids and Kitfoxes are such
> easy to fly airplanes that teaching it is pretty easy. I had a friend of
> mine doing dead stick landings in his Avid on floats in less than 5 hours
of
> ever having flown an airplane. Two years later when his engine failed on
> takeoff (when on wheels) I think knowing how the airplane handled without
> power may have saved his life possibly. His brain didn't turn to mush
when
> everything went quiet and smooth, which I personally believe is common
when
> the reality of engine failure happens to even the best of pilots.
Seconds,
> even fractions of a second can really count then. Knowing how an airplane
> handles, sounds, and feels with the engine off is very advantageous in
that
> situation.
>
> However, I will admit I have never shut off the engine in my Lake
> amphibian - just too scary. Power off and dirty, that airplane has
> something like a 4000 fpm sink rate along with a 64 degree best glide
angle.
> Somewhat equivalent to landing the space shuttle (when they say it glides
> like a manhole cover it is an understatement). But my Kitfox is nothing
> more than good fun in the same situation!
>
> Just my two cents worth based on my experiences...
>
> Paul Seehafer
> Model IV - 1200
> 912ul on Amphibs
> IVO prop
>
>
Message 9
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| Subject: | Break thread sealant |
All
What sealant (and source) works well for the brass fitting that screws
into the brake cylinders, connects the brake fluid line to the cylinder?
I have a leak and think maybe a different sealant might do the trick.
Frank
N5929
Series 7
Message 10
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| Subject: | Re: Best software for logging build progress? |
Sorry to be responding so late, but work has been a bit crazy of late.
I made my own in Excel, with columns for date, construction page number, category
of work, major airplane group (WING L versus WING R, etc), Vendor name, cost,
and text for the actual tasks done. Photos can be either linked or imported.
Excel can sort by any of the categories, total times, total prices, etc.
If I ever get home and get a chance, I'll attach a copy, but it's simple enough
that anybody could recreate it.
Bob
Series 5 Vixen in-work (when home, when the teens and wife aren't pressing...)
Damascus, Md
--------
Remember that internet advice may only be worth what you pay.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=115604#115604
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| Subject: | Re: Stoped / windmilling propeller drag |
Leonard,
Have you actually tried it in your clutch-equipped Avid? I.e, turn off power
and let the prop freewheel? If so, please advise as to sink rate and other performance
characteristics you experienced. I'd like to know what to expect before
I try it myself.
akflyer <akflyer_2000@yahoo.com> wrote:
This is an issue I am wrestling with on my Avid with the clutch.. If I have an
engine out, I still fall like a rock with the prop windmilling and cant stop it.
--------
Leonard Perry
Soldotna AK
Avid "C" / Mk IV
582 IVO IFA
Full Lotus 1260
95% complete
Marco Menezes
Model 2 582 N99KX
---------------------------------
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Message 12
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| Subject: | Re: Best software for logging build progress? |
I think the best software is basically nothing. Well, I keep photo's in my desktop
file under 287RV folder. I keep any visits I get from various people looking
at my work. I have sub folders for various things I want to add or delete
on the project. If there are ideas I want to do on the project than that gets
a folder with my specs and what parts I want to use. I don't keep track of
the hours I spend on my project, for one, it would probably get me depressed.
Also I just don't have the time, would rather spend it on the project. THe
FAA justs want to make sure that YOU built the plane, so pics need to have YOU
in the pics with different stages of the project. I will add, that I do something
on the project at least once a day, even if it's getting an understanding
of the the thing I want to do. Sometimes I have 5 things going at once, if
I get stumped on one item, I leave it alone and go to another. Eventually all
five are done and I start another. Very hard to document time spent when you
are doing this.
Just to let you know how fast this RV is getting done, I started last November
and I just ordered the finish kit, this is a slow build project. I think I'm
pretty much ready to start painting. Oh, one more thing, I fly every day, sometimes
twice a day. Life is great.
--------
kitfoxmike
model IV, 1200
speedster
912ul
building
RV7a
slowbuild wings, fuse
Do not archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=115612#115612
Message 13
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| Subject: | Re: Rotax 582 failure (semi off-topic) |
On May 23, 2007, at 4:23 PM, akflyer wrote:
> I have seen this quite a bit on snowmachines.
Sorry for the delay, I was taken by other matters. Thank you Leonard, I
will forward this to the owner.
Cheers,
Michel Verheughe
Norway
Kitfox 3 Jabiru 2200
Do not archive
Message 14
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| Subject: | Break thread sealant |
Teflon tape worked well for me.
Roger McConnell, Duncan, OK
Model 7 Trigear, Rotax 912uls
Flying sense Jan. 06
_____
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of
frank.phyllis@mindspring.com
Sent: Wednesday, May 30, 2007 1:28 PM
Subject: Kitfox-List: Break thread sealant
All
What sealant (and source) works well for the brass fitting that screws into
the brake cylinders, connects the brake fluid line to the cylinder? I have
a leak and think maybe a different sealant might do the trick.
Frank
N5929
Series 7
Message 15
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| Subject: | Re: Break thread sealant |
Frank,
I used Permatex Pneumatic/Hydraulic Sealant PX #54540. Teflon tape is
not recommended in aviation application and be advised there are two
types of teflon tape. If you must use it, at least use the one for
petroleum application.
Larry Boone, Denair, CA
Building Series 5 Outback
Rotax 912 uls, IVOPROP Med
----- Original Message -----
From: frank.phyllis@mindspring.com
To: kitfox-list@matronics.com
Sent: Wednesday, May 30, 2007 11:27 AM
Subject: Kitfox-List: Break thread sealant
All
What sealant (and source) works well for the brass fitting that screws
into the brake cylinders, connects the brake fluid line to the cylinder?
I have a leak and think maybe a different sealant might do the trick.
Frank
N5929
Series 7
Message 16
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| Subject: | Re: Best software for logging build progress? |
Attached is the Excel file with two posts as example entries. I must say, though,
that as Mike mentioned, I have a manila folder in the shop and keep a paper
printout of this Excel file in that. It really isn't often that I update the
computer from what I mark on the printout.
Bob
--------
Remember that internet advice may only be worth what you pay.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=115656#115656
Attachments:
http://forums.matronics.com//files/build_log_checkswrecks_352.xls
Message 17
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| Subject: | Re: Best software for logging build progress? |
Some people enjoy the build process as much as the flying and for the RV crowd,
there are many published web sites available. Before I got my Kitfox and started
building, I nearly went with an RV-7. I was somewhat dissapointed when I
started looking around for Kitfox builder sites...they are few and far between
and I have never understood it. In my opinion, doing a builders site is a great
way to promote the Kit and allow others who might be interested to see how
you are doing a particular task. This is how I became interested in the RV's as
there were many sites available. I remember how I would spend hours looking
over many of those sites intrigued as to how things were done. It proved to me
that building a plane really wasn't like brain surgery or rocket science. This
is how I came to the decision of building instead of buying an ole spam can.
I would encourage anyone who is building a Kitfox to entertain the idea of doing
a build site. Yea, it takes a bit of time...but it promotes OUR birds. The
method...When I started building, I was using Kitlog Pro...but it was limiting
as someone else has mentioned. I ended up using the web site tool that Yahoo
has. It is free to download but you will need to pay for web space from somewhere,
so I set things up w/ them. Other methods that have been mentioned such
as doing it on MS Word or Excell could work well also. The name of the game is
enjoy it.
Dan Billingsley
Mesa, AZ
Kitfox-IV, 912s, N314DW
Building http://www.azshowersolutions.com/Kitfox1.html
kitfoxmike <customtrans@qwest.net> wrote:
I think the best software is basically nothing. Well, I keep photo's in my desktop
file under 287RV folder. I keep any visits I get from various people looking
at my work. I have sub folders for various things I want to add or delete on
the project. If there are ideas I want to do on the project than that gets a
folder with my specs and what parts I want to use. I don't keep track of the
hours I spend on my project, for one, it would probably get me depressed. Also
I just don't have the time, would rather spend it on the project. THe FAA justs
want to make sure that YOU built the plane, so pics need to have YOU in the
pics with different stages of the project. I will add, that I do something on
the project at least once a day, even if it's getting an understanding of the
the thing I want to do. Sometimes I have 5 things going at once, if I get stumped
on one item, I leave it alone and go to another. Eventually all five are
done and I start another. Very hard to do!
cument time spent when you are doing this.
Just to let you know how fast this RV is getting done, I started last November
and I just ordered the finish kit, this is a slow build project. I think I'm pretty
much ready to start painting. Oh, one more thing, I fly every day, sometimes
twice a day. Life is great.
--------
kitfoxmike
model IV, 1200
speedster
912ul
building
RV7a
slowbuild wings, fuse
Do not archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=115612#115612
Message 18
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Kitfox list,
I have a kitfox Model II with a 582 for sale. It only has
44 hours on it. Anyone interested email me off list at
glennflys@verizon.net. Will give all information and
can send pictures.
GLENN HORNE
Kitfox Model II
Message 19
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| Subject: | re: Prop Windmilling drag question |
Paul:
Couldn't help but to notice you didn't say anything about the ballooning
effect of quickly cutting the power on the Lake.... Especially during climb
out!
Very happy to say I personally haven't experienced it...and don't want to!
Noel
> -----Original Message-----
> From: owner-kitfox-list-server@matronics.com
> [mailto:owner-kitfox-list-server@matronics.com] On Behalf Of
> Paul Seehafer
> Sent: Wednesday, May 30, 2007 1:44 PM
> To: kitfox-list@matronics.com
> Subject: Kitfox-List: re: Prop Windmilling drag question
>
>
> Here's a picture with notes from way back in about 1987 when
> I was flying
> the prototype Avid/kitfox and practicing dead stick (which
> Dean Wilson had
> suggested due to the unreliable nature of the Cuyuna two
> stroke engine).
>
> All in all I logged 3.8 hours of dead stick time in that
> airplane, mostly
> because it was so much fun to do. And some of that time
> included when it
> was on floats. Fwiw - I always landed dead stick. Not once
> did I do an
> airstart. Landing was the most important part to know in my
> opinion, and
> also the most fun. Plus, the 1st time I tried to airstart
> (of course it was
> on the 1st flight I shut it down), the engine wouldn't start
> by tugging on
> the recoil, and I couldn't get enough airspeed to get the
> prop to turn fast
> enough to help my now tired arm. Why wouldn't it start?
> Well, I never
> thought about how cold an engine can get in a very short time
> of gliding
> around at 60 mph up in very cold air. I later learned I
> needed to choke it,
> but being low enough after wasting a bunch of time tugging on
> that recoil, I
> decided it was better to fly the airplane making certain I
> was totally
> prepared to make a good landing at the airport than it was to
> waste any more
> time (altitude!) trying to get it going. So lesson number
> one I would say
> when you shut off an engine in flight....be mentally prepared
> to land, and
> have a landing site directly below you. There is no
> guarantee your engine
> will restart!
>
> There is no question the airplane will glide further with the
> engine off as
> long as the prop doesn't windmill. Even with an idling engine (still
> producing at least some thrust), the windmilling prop creates
> more drag than
> if the prop is stopped. The comments made comparing our props to a
> helicopter are hardly applicable. When a helicopter blade
> stops, that would
> the equivalent to cutting off all of your wing. Of course
> that would create
> less drag, but also less lift! So I don't think we should
> enter helicopter
> theory in this conversation....
>
> As far as flying an airplane with the engine totally off, I
> personally think
> it is a really good thing to know should it ever happen
> unexpectedly (Has
> happened 5 different times in my flying career - fwiw, two
> strokes as well
> as a Lycoming). However, I also agree it can be risky
> business unless you
> are very proficient with your airplane. Our Avids and
> Kitfoxes are such
> easy to fly airplanes that teaching it is pretty easy. I had
> a friend of
> mine doing dead stick landings in his Avid on floats in less
> than 5 hours of
> ever having flown an airplane. Two years later when his
> engine failed on
> takeoff (when on wheels) I think knowing how the airplane
> handled without
> power may have saved his life possibly. His brain didn't
> turn to mush when
> everything went quiet and smooth, which I personally believe
> is common when
> the reality of engine failure happens to even the best of
> pilots. Seconds,
> even fractions of a second can really count then. Knowing
> how an airplane
> handles, sounds, and feels with the engine off is very
> advantageous in that
> situation.
>
> However, I will admit I have never shut off the engine in my Lake
> amphibian - just too scary. Power off and dirty, that airplane has
> something like a 4000 fpm sink rate along with a 64 degree
> best glide angle.
> Somewhat equivalent to landing the space shuttle (when they
> say it glides
> like a manhole cover it is an understatement). But my Kitfox
> is nothing
> more than good fun in the same situation!
>
> Just my two cents worth based on my experiences...
>
> Paul Seehafer
> Model IV - 1200
> 912ul on Amphibs
> IVO prop
>
>
>
Message 20
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| Subject: | Re: Best software for logging build progress? |
I will agree, the kitfox sites are nil to non. Still to be able to make a site
and keep it current is a lot of work. Maybe not for the person that builds the
kit in 6 to 9 years. But if a person is trying to get it done and spending
all the time he can on it, the builder site takes a back seat. I will admit
the builder sites for the RV7 is an absolute help. To see a picture of something
that you are having a problem with or just to justify a cut or drill a hole
before doing it, is realy nice to be able to do. I have to admit that I feel
spoiled because I will have the best of both worlds, the fox and an RV.
--------
kitfoxmike
model IV, 1200
speedster
912ul
building
RV7a
slowbuild wings, fuse
Do not archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=115681#115681
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| Subject: | Lynn Matteson's Trip from MI to CA -- day 3 |
I just got off the phone with Lynn Matteson. Because of the really
stormy weather in the central part of the country he didn't make much
progress today, but he did make progress. With fog and haze he wasn't
able to get out of Bald Knob AR until about 1130 this morning. The trip
was mostly in and out of weather cells with lots of rain, but most of
them he was able to fly around. However, things began to get worse and
after about 200 mile of this he saw what appeared to be a solid wall,
clear to the ground, with no way around. So, Ruston LA was just ahead
and with an uneventful landing he decided to wait out the storm. Good
decision. He filled up and was offered some hangar space by the locals
who said things were going to get real nasty pretty soon and they didn't
want to see his airplane sitting out in that stuff. And nasty it got!
Anyway, with his airplane tucked away safely, he took the courtesy car
into town, got something to eat, and the lecher is currently holed up in
a motel looking out the window ogling a bunch of cheerleaders practicing
their moves outside.
He plans to get out as early as possible in the morning and try to make
Taylor TX (where he'll be visiting Jimmie Blackwell) before noon to beat
the afternoon storms.
Total today was only 215 miles, but at least he made progress.
Deke Morisse
N148DM
S5/Soob/CAP
NE Michigan
Message 22
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| Subject: | Re: Lynn Matteson's Trip from MI to CA -- day 3 |
hi every one is there any kit fox guys in west central Ohio???to pal
around with..the lone kit fox of central Ohio.. the new guy on the
block.. thanks Steve Shinabery
fox5flyer wrote:
> I just got off the phone with Lynn Matteson. Because of the really
> stormy weather in the central part of the country he didn't make much
> progress today, but he did make progress. With fog and haze he wasn't
> able to get out of Bald Knob AR until about 1130 this morning. The
> trip was mostly in and out of weather cells with lots of rain, but
> most of them he was able to fly around. However, things began to get
> worse and after about 200 mile of this he saw what appeared to be a
> solid wall, clear to the ground, with no way around. So, Ruston LA
> was just ahead and with an uneventful landing he decided to wait out
> the storm. Good decision. He filled up and was offered some hangar
> space by the locals who said things were going to get real nasty
> pretty soon and they didn't want to see his airplane sitting out in
> that stuff. And nasty it got! Anyway, with his airplane tucked away
> safely, he took the courtesy car into town, got something to eat, and
> the lecher is currently holed up in a motel looking out the window
> ogling a bunch of cheerleaders practicing their moves outside.
> He plans to get out as early as possible in the morning and try to
> make Taylor TX (where he'll be visiting Jimmie Blackwell) before noon
> to beat the afternoon storms.
> Total today was only 215 miles, but at least he made progress.
> Deke Morisse
> N148DM
> S5/Soob/CAP
> NE Michigan
>
> *
>
>
> *
> ------------------------------------------------------------------------
>
>
Message 23
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| Subject: | Re: Break thread sealant |
At 11:27 AM 5/30/2007, you wrote:
>What sealant (and source) works well for the brass fitting that
>screws into the brake cylinders, connects the brake fluid line to
>the cylinder?
I recommend Permatex liquid thread sealer sold at most auto parts
stores in a little white tube.
Guy Buchanan
San Diego, CA
K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar.
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