Today's Message Index:
----------------------
1. 02:07 AM - KitFox 2.fuel level problem,cant see fuel in tanks (Steve Shinabery)
2. 03:25 AM - Re: What is the main spar material 6061T6 ? (Mike)
3. 03:26 AM - Re: KitFox 2.fuel level problem,cant see fuel in tanks (Malcolmbru@aol.com)
4. 06:18 AM - Rotax 912 Plumbing Issue (Ken Davy)
5. 06:35 AM - Re: KitFox 2.fuel level problem,cant see fuel in tanks (wingnut)
6. 07:29 AM - Re: Re: engine out logic ?? (Barry West)
7. 07:49 AM - Re: Unequal fuel flow (mikeperkins)
8. 08:25 AM - Re: KitFox 2.fuel level problem,cant see fuel in tanks (Guy Buchanan)
9. 09:29 AM - N701TB in AK (eskflyer)
10. 11:15 AM - Re: Landing light lense??? (darinh)
11. 01:54 PM - Re: Tab on Rudder (Noel Loveys)
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| Subject: | KitFox 2.fuel level problem,cant see fuel in tanks |
I have a problem that I can not tell how much fuel that I have on board
my Kitfox 2.I can not see how much fuel is in tanks.I have 2 wing tanks
of 13gal total.from sitting in the pilot seat.during flight.I am new to
the KitFox family.I just bought my KitFox last Sat.N554KF.will I have
to use a timer?Thanks Steve Shinabery
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> Total Messages Posted Thu 06/14/07: 15
> ----------------------------------------------------------
>
>
> Today's Message Index:
> ----------------------
>
> 1. 06:49 AM - Re: Unequal fuel flow (n85ae)
> 2. 06:59 AM - Re: engine out logic ?? (n85ae)
> 3. 07:11 AM - Re: Re: Unequal fuel flow (Rick)
> 4. 07:59 AM - Unequal fuel flow (mikeperkins)
> 5. 10:04 AM - Tab on Rudder (Mike Chaney)
> 6. 10:44 AM - Re: Tab on Rudder (kerrjohna@comcast.net)
> 7. 12:03 PM - Re: Unequal fuel flow (Guy Buchanan)
> 8. 12:10 PM - Re: Tab on Rudder (Guy Buchanan)
> 9. 01:09 PM - Re: Tab on Rudder (A Smith)
> 10. 01:28 PM - Re: Tab on Rudder (kurt schrader)
> 11. 03:41 PM - Landing light lense??? (George Michaels)
> 12. 04:09 PM - Re: Unequal fuel flow (john oakley)
> 13. 04:56 PM - Re: Tab on Rudder (Marco Menezes)
> 14. 07:07 PM - Re: Unequal fuel flow (Guy Buchanan)
> 15. 09:57 PM - What is the main spar material 6061T6 ? (Marwynne Kuhn)
>
>
>
> ________________________________ Message 1 _____________________________________
>
>
> Time: 06:49:38 AM PST US
> Subject: Kitfox-List: Re: Unequal fuel flow
> From: "n85ae" <n85ae@yahoo.com>
>
>
> This is absolutely simple, it is a very common problem, and it is caused
> by the use of a single header vent line. If the Kitfox design had vents to
> both tanks the problem wouldn't be there. It is common to many other
> high wing designs with similar fuel systems.
>
> The best thing to do, is simply fly the plane and ignore it. You will still
> feed all the fuel from both tanks (less unusable) to the header before
> you fall out of the sky.
>
> Jeff Hays
> Series 5, IO240B
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=118397#118397
>
>
> ________________________________ Message 2 _____________________________________
>
>
> Time: 06:59:18 AM PST US
> Subject: Kitfox-List: Re: engine out logic ??
> From: "n85ae" <n85ae@yahoo.com>
>
>
> I fly every minute I'm flying with the assumption that the engines going
> to quit.
>
> I started flying in Colorado, and I now fly around Chicago. Both
> mountainous terrain, and suburbia have equal appeal to me for landing.
> So I always deviate within reach of fields, etc.
>
> Having had an engine failure, is a religious experience. At first you
> don't believe it quit, then you're next thought is "Oh %^$%!".
>
> That and groundlooping my plane were the two most significant things
> that I think made me a smarter/safer pilot.
>
> Having my vaccum pump make loud shrieking noises during a night
> flight made me rethink the wisdom of flying single engine at night over
> the suburbs as well.
>
> Jeff Hays
> Series 5, IO-240B
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=118399#118399
>
>
> ________________________________ Message 3 _____________________________________
>
>
> Time: 07:11:04 AM PST US
> From: "Rick" <wingsdown@verizon.net>
> Subject: RE: Kitfox-List: Re: Unequal fuel flow
>
>
> Jeff you are right. Of more concern should be steep decent with less
> than 6 or 7 gals fuel onboard. Provided you have dual tanks. There are
> post on this issue though.
>
> Rick
>
> -----Original Message-----
> From: owner-kitfox-list-server@matronics.com
> [mailto:owner-kitfox-list-server@matronics.com] On Behalf Of n85ae
> Sent: Thursday, June 14, 2007 6:49 AM
> Subject: Kitfox-List: Re: Unequal fuel flow
>
>
> This is absolutely simple, it is a very common problem, and it is caused
>
> by the use of a single header vent line. If the Kitfox design had vents
> to both tanks the problem wouldn't be there. It is common to many other
> high wing designs with similar fuel systems.
>
> The best thing to do, is simply fly the plane and ignore it. You will
> still feed all the fuel from both tanks (less unusable) to the header
> before
> you fall out of the sky.
>
> Jeff Hays
> Series 5, IO240B
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=118397#118397
>
>
> 6/13/2007 12:50 PM
>
>
> 6/13/2007 12:50 PM
>
>
> ________________________________ Message 4 _____________________________________
>
>
> Time: 07:59:07 AM PST US
> Subject: Kitfox-List: Unequal fuel flow
> From: "mikeperkins" <michael.perkins@rauland.com>
>
>
> Conducting a fuel-flow test on the ground is always a good idea. The fuel rate
> should be measured by removing the fuel hose from the carb.....anywhere else
and
> the head pressure is going to be different and therefore yield incorrect results.
> Also, fuel flow should be measured on the ground with the airplane set
> in three different attitudes: the cruise-flight attitude, approach attitude,
and
> max climb. The FAA wants about 1.5 times your max fuel usage in any attitude.
> Feeding from each tank separately and all combinations thereof, including all
> tanks, is also necessary. This will reveal obstructions or problems with fuel
> line routing.
>
> When it comes to uneven fuel flow between the tanks, the tank pressures can vary.
> Many Kitfoxes have ram-pressure caps (with the bent-forward vent pipes). but
> whether an airplane has ram caps or not, the fuel flow difference mostly reflects
> the difference in tank pressures and fuel-flow turbulence. A sharp 90-degree
> bend, for example, will create a lot of turbulence, even at low flow-rates.
> Essentially, the turbulence creates a pressure drop. Each pressure drop subtracts
> from the tank pressure. Obviously, this kind of testing can only be done
> in flight or with very sophisticated ground equipmment. Therefore, fuel flow
> is related to pressures and pressure drops - in other words, the sums and differences
> of all pressures.
>
> For whatever reason, my Kitfox has about a 30% difference between flow when tanks
> are near full, but as the tanks empty towards 1/4 full, the tank quanitiy seems
> to even out.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=118414#118414
>
>
> ________________________________ Message 5 _____________________________________
>
>
> Time: 10:04:28 AM PST US
> From: Mike Chaney <mdps_mc@swoca.net>
> Subject: Kitfox-List: Tab on Rudder
>
> I have to use alot of right rudder on my model IV. This became an issue
> after I installed the Jabiru 2200. This isn't a big problem but I would
> like to fix it. If I want to place a tab on my rudder which side should it
> go on? Could I use a small piece of bent lexan for the tab? I think I know
> the answer but sometimes things are counterintuitive.
>
> Mike Chaney
> 1996 Kitfox
> Model IV
> Jabiru 2200
>
> ________________________________ Message 6 _____________________________________
>
>
> Time: 10:44:37 AM PST US
> From: kerrjohna@comcast.net
> Subject: Re: Kitfox-List: Tab on Rudder
>
> I placed mine on the left side of the rudder so that it would push rather than
> pull the rudder to the right. I would suggest you consider using aluminum so
> that you can tweek it to have the ball centered at your normal cruise speed,
in
> the case of N195KF it is bent for equilibrium at 92 kts. It is located at the
> bottom curve of the trailing edge so that advantage can be taken of the leverage
> provided in riviting to the bottom portion of the tubing. (Not three rivits
> in a straight line). You could similarly mount it at the top curve thereby
> avoiding any wind shadow created by the fuselage. I have also seen a stronger
> spring/shorter connection used on the right rudder pedal to address the issue.
> The tab is more effective I believe at varying speeds and easier to tweek
> in order to get it right.
>
> John Kerr
> N195KF
> Classic IV,912UL
>
> -------------- Original message --------------
> From: Mike Chaney <mdps_mc@swoca.net>
>
> I have to use alot of right rudder on my model IV. This became an issue after
> I installed the Jabiru 2200. This isn't a big problem but I would like to fix
> it. If I want to place a tab on my rudder which side should it go on? Could
> I use a small piece of bent lexan for the tab? I think I know the answer but
> sometimes things are counterintuitive.
>
> Mike Chaney
> 1996 Kitfox
> Model IV
> Jabiru 2200
> <html><body>
> <DIV>I placed mine on the left side of the rudder so that it would push rather
> than pull the rudder to the right. I would suggest you consider using aluminum
> so that you can tweek it to have the ball centered at your normal cruise
> speed, in the case of N195KF it is bent for equilibrium at 92 kts. It
> is located at the bottom curve of the trailing edge so that advantage
> can be taken of the leverage provided in riviting to the bottom portion of
> the tubing. (Not three rivits in a straight line). You could similarly
mount
> it at the top curve thereby avoiding any wind shadow created by the fuselage.
> I have also seen a stronger spring/shorter connection used on the right
> rudder pedal to address the issue. The tab is more effective I believe
> at varying speeds and easier to tweek in order to get it right.</DIV>
> <DIV> </DIV>
> <DIV>John Kerr</DIV>
> <DIV>N195KF</DIV>
> <DIV>Classic IV,912UL</DIV>
> <DIV> </DIV>
> <BLOCKQUOTE style="PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: #1010ff
2px
> solid">-------------- Original message -------------- <BR>From: Mike Chaney
> <mdps_mc@swoca.net> <BR>
> <META content="MSHTML 6.00.2800.1589" name=GENERATOR>
> <DIV><FONT face=Arial size=2><SPAN class=031555816-14062007>I have to use alot
> of right rudder on my model IV. This became an issue after I installed
the
> Jabiru 2200. This isn't a big problem but I would like to fix it.
> If I want to place a tab on my rudder which side should it go on?
> Could I use a small piece of bent lexan for the tab? I think I know the
> answer but sometimes things are counterintuitive.</SPAN></FONT></DIV>
> <DIV><FONT face=Arial size=2><SPAN class=031555816-14062007></SPAN></FONT> </DIV>
> <DIV><FONT face=Arial size=2><SPAN class=031555816-14062007>Mike Chaney</SPAN></FONT></DIV>
> <DIV><FONT face=Arial size=2><SPAN class=031555816-14062007>1996 Kitfox </SPAN></FONT></DIV>
> <DIV><FONT face=Arial size=2><SPAN class=031555816-14062007>Model IV</SPAN></FONT></DIV>
> <DIV><FONT face=Arial size=2><SPAN class=031555816-14062007>Jabiru 2200</SPAN></FONT></DIV></BLOCKQUOTE>
>
> <pre><b><font size=2 color="#000000" face="courier new,courier">
>
>
> </b></font></pre>
>
> ________________________________ Message 7 _____________________________________
>
>
> Time: 12:03:49 PM PST US
> From: Guy Buchanan <bnn@nethere.com>
> Subject: RE: Kitfox-List: Unequal fuel flow
>
> At 10:01 PM 6/13/2007, you wrote:
>
>> I will try not to confuse, there is two problems, one the vent line
>> and two the tanks draining differently.
>>
>
> John, I've been trying to figure this out, since it has come up before.
>
>
>> The vent line is only to get the gas (air) out of the header tank.
>> If the vent is left open, there is a possibility that the header
>> tanks could empty and the engine will suck air through the vent line.
>>
>
> This presumes BOTH tank fuel lines are blocked, right? If either fuel
> line is flowing, there is no way to pull vapor through the vent line
> as the level in the vent line is the same as the level in the flowing
> tank. (Fluid seeks it's own level.)
>
>
>> Now, let me explain that, each of the fuel tanks has a line that has
>> a loose 90 degree turn to get to the tank (just behind your head),
>> this turn is usually left fairly loose or large so the wing can fold
>> with out tearing the line out. This half loop can if left too loose,
>> can get a bubble in it during a turn. This bubble can cause a "vapor
>> lock" and the tank will stop feeding. If it stops feeding the header
>> tank empties and sucks air from the vent line.
>>
>
> There is no vapor lock, the high hose simply acts as a dam
> over which fuel cannot flow. The tank will gravity feed, however,
> down to the level of the highest point of the hose. (If the loop
> rises above the tank then you can't gravity feed. You must siphon.)
> Then if there's suction you can siphon the fluid over the dam, even
> with an air bubble. The only time the siphon will fail is if it pulls
> air instead of fluid. If the flow is very slow the bubble will reside
> in the top of the loop and fuel will flow past it. If the flow is
> fast it may pull the bubble along with it. If your pump isn't self
> priming this bubble can cause it to stop pulling. (As in a 582 oil pump.)
> I tried all of these scenarios with water and clear hose and
> couldn't generate your "vapor lock" no matter what I did. The fluid
> in my "tank" always drained down to the level of the top of the hose.
> Then if I used suction, (via siphon or mechanically,) I could
> continue to drain the "tank" until I sucked air.
>
>
> Guy Buchanan
> San Diego, CA
> K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar.
>
> ________________________________ Message 8 _____________________________________
>
>
> Time: 12:10:01 PM PST US
> From: Guy Buchanan <bnn@nethere.com>
> Subject: Re: Kitfox-List: Tab on Rudder
>
> At 10:04 AM 6/14/2007, you wrote:
>
>> If I want to place a tab on my rudder which side should it go
>> on? Could I use a small piece of bent lexan for the tab? I think I
>> know the answer but sometimes things are counterintuitive.
>>
>
> To get right rudder use left tab. A harder question is how much. You
> could use Lexan, but the reason most use aluminum is that it's easy
> to bend to get the right amount of trim. You could first do the
> aluminum tab, get the size and angle right, then make one out of Lexan.
>
>
> Guy Buchanan
> San Diego, CA
> K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar.
>
> ________________________________ Message 9 _____________________________________
>
>
> Time: 01:09:55 PM PST US
> From: "A Smith" <kitfox@ida.net>
> Subject: Re: Kitfox-List: Tab on Rudder
>
> I did about the same thing as John Kerr. I used a fairly long piece 6"
> long and 3" from the trailing edge. The front of it extends out over the
> lower horizontal tube a couple of inches. This takes out the twisting on
> the rear vertical tube. I then glued and rivited it in place. It will
> fly feet off at a fairly broad speed range.
> Albert Smith
> 5TD, NSI turbo and Cap 3 blade
>
> ________________________________ Message 10 ____________________________________
>
>
> Time: 01:28:08 PM PST US
> From: kurt schrader <smokey_bear_40220@yahoo.com>
> Subject: Re: Kitfox-List: Tab on Rudder
>
>
> Hi Mike,
>
> It is possible that your new engine is mounted to pull
> just a bit left. It doesn't take much to make it pull
> a lot. You might consider shimming it at the mounts
> to have it pull more right. This means that your
> cowling might not line up as exact though. Not a big
> deal with the round cowl, but the other one will show
> the change. I adjusted mine by about 3/16th inch and
> it made a big difference.
>
> Kurt S.
> S-5?NSI turbo
> Florida and Panama
>
> --- Mike Chaney <mdps_mc@swoca.net> wrote:
>
>
>> I have to use alot of right rudder on my model IV.
>> This became an issue after I installed the Jabiru
>> 2200.......
>>
>> Mike Chaney
>> 1996 Kitfox
>> Model IV
>> Jabiru 2200
>>
>
>
>
> Take the Internet to Go: Yahoo!Go puts the Internet in your pocket: mail, news,
> photos & more.
> http://mobile.yahoo.com/go?refer=1GNXIC
>
>
> ________________________________ Message 11 ____________________________________
>
>
> Time: 03:41:22 PM PST US
> From: George Michaels <bajtme@verizon.net>
> Subject: Kitfox-List: Landing light lense???
>
> Someone have know where to get a set of landing light lenses.
>
> ________________________________ Message 12 ____________________________________
>
>
> Time: 04:09:16 PM PST US
> From: "john oakley" <john@leptron.com>
> Subject: RE: Kitfox-List: Unequal fuel flow
>
> Good grief Guy, :-)
>
> Ok, it is not a vapor lock; I was trying to get the point across. The
> fact
> remains that; we can loose an aircraft due to this problem. In addition,
> if
> the vent line is open you will suck air instead of fuel when the level
> of
> fuel equals the top of the hose.
>
>
> John Oakley
>
>
> _____
>
> From: owner-kitfox-list-server@matronics.com
> [mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Guy
> Buchanan
> Sent: Thursday, June 14, 2007 1:02 PM
> Subject: RE: Kitfox-List: Unequal fuel flow
>
>
> At 10:01 PM 6/13/2007, you wrote:
>
>
> I will try not to confuse, there is two problems, one the vent line and
> two
> the tanks draining differently.
>
>
> John, I've been trying to figure this out, since it has come up before.
>
>
> The vent line is only to get the gas (air) out of the header tank. If
> the
> vent is left open, there is a possibility that the header tanks could
> empty
> and the engine will suck air through the vent line.
>
>
> This presumes BOTH tank fuel lines are blocked, right? If either fuel
> line
> is flowing, there is no way to pull vapor through the vent line as the
> level
> in the vent line is the same as the level in the flowing tank. (Fluid
> seeks
> it's own level.)
>
>
> Now, let me explain that, each of the fuel tanks has a line that has a
> loose
> 90 degree turn to get to the tank (just behind your head), this turn is
> usually left fairly loose or large so the wing can fold with out tearing
> the
> line out. This half loop can if left too loose, can get a bubble in it
> during a turn. This bubble can cause a =13vapor lock=14 and the tank
> will stop
> feeding. If it stops feeding the header tank empties and sucks air from
> the
> vent line.
>
>
> There is no vapor lock, the high hose simply acts as a dam over
> which fuel cannot flow. The tank will gravity feed, however, down to the
> level of the highest point of the hose. (If the loop rises above the
> tank
> then you can't gravity feed. You must siphon.) Then if there's suction
> you
> can siphon the fluid over the dam, even with an air bubble. The only
> time
> the siphon will fail is if it pulls air instead of fluid. If the flow is
> very slow the bubble will reside in the top of the loop and fuel will
> flow
> past it. If the flow is fast it may pull the bubble along with it. If
> your
> pump isn't self priming this bubble can cause it to stop pulling. (As in
> a
> 582 oil pump.)
> I tried all of these scenarios with water and clear hose and
> couldn't generate your "vapor lock" no matter what I did. The fluid in
> my
> "tank" always drained down to the level of the top of the hose. Then if
> I
> used suction, (via siphon or mechanically,) I could continue to drain
> the
> "tank" until I sucked air.
>
>
> Guy Buchanan
> San Diego, CA
> K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar.
>
>
> ________________________________ Message 13 ____________________________________
>
>
> Time: 04:56:25 PM PST US
> From: Marco Menezes <msm_9949@yahoo.com>
> Subject: Re: Kitfox-List: Tab on Rudder
>
> How about a photo John?
>
> My model 2 yaws right at cruise (70 mph). Left foot gets tired. Otherwise,
she
> flies hands-off.
>
> kerrjohna@comcast.net wrote:
> I placed mine on the left side of the rudder so that it would push rather
than
> pull the rudder to the right. I would suggest you consider using aluminum
> so that you can tweek it to have the ball centered at your normal cruise speed,
> in the case of N195KF it is bent for equilibrium at 92 kts. It is located
> at the bottom curve of the trailing edge so that advantage can be taken of the
> leverage provided in riviting to the bottom portion of the tubing. (Not three
> rivits in a straight line). You could similarly mount it at the top curve thereby
> avoiding any wind shadow created by the fuselage. I have also seen a stronger
> spring/shorter connection used on the right rudder pedal to address the
> issue. The tab is more effective I believe at varying speeds and easier to tweek
> in order to get it right.
>
> John Kerr
> N195KF
> Classic IV,912UL
>
> -------------- Original message --------------
> From: Mike Chaney <mdps_mc@swoca.net>
> I have to use alot of right rudder on my model IV. This became an issue
after
> I installed the Jabiru 2200. This isn't a big problem but I would like to
> fix it. If I want to place a tab on my rudder which side should it go on?
> Could I use a small piece of bent lexan for the tab? I think I know the answer
> but sometimes things are counterintuitive.
>
> Mike Chaney
> 1996 Kitfox
> Model IV
> Jabiru 2200
>
>
> Marco Menezes
> Model 2 582 N99KX
>
> ---------------------------------
> Fussy? Opinionated? Impossible to please? Perfect. Join Yahoo!'s user panel
and
> lay it on us.
>
> ________________________________ Message 14 ____________________________________
>
>
> Time: 07:07:41 PM PST US
> From: Guy Buchanan <bnn@nethere.com>
> Subject: RE: Kitfox-List: Unequal fuel flow
>
> At 04:07 PM 6/14/2007, you wrote:
>
>
>> Good grief Guy, J
>>
>> Ok, it is not a vapor lock; I was trying to get the point across.
>>
>
> I though so, but wanted to make sure. The fuel injected spam cans I
> fly get vapor lock on a hot start so I get confused. I just wanted to
> clarify what you were seeing. I guess I should have just asked, eh? :-[
>
>
> Guy Buchanan
> San Diego, CA
> K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar.
>
> ________________________________ Message 15 ____________________________________
>
>
> Time: 09:57:18 PM PST US
> From: "Marwynne Kuhn" <marwynne@verizon.net>
> Subject: Kitfox-List: What is the main spar material 6061T6 ?
>
> What are the spars of a Kitfox 6061T6 ? My measurements were for 2 1/2
> inch .065 thickness !
> I looked in the book and they didn't give the metal. Anyone know ?
>
> Thanks in Advance
>
>
> Marwynne
>
>
>
>
>
>
>
>
>
Message 2
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| Subject: | Re: What is the main spar material 6061T6 ? |
John McBean can give you the definitive answer, but I am 99% sure
that the alloy is 6061-T6, based on examination of the markings on
the spar for my aircraft. I also suspect the parts list in the
construction manual may give the info.
Mike
mclayton@rochester.rr.com
Mobile: 585-737-5506
8 Adams Trail
Spencerport, NY 14559
N16AF (KF II Rebuild in Progress)
On Jun 15, 2007, at 12:55 AM, Marwynne Kuhn wrote:
> What are the spars of a Kitfox 6061T6 ? My measurements were for 2
> 1/2 inch .065 thickness !
> I looked in the book and they didn't give the metal. Anyone know ?
>
> Thanks in Advance
>
>
> Marwynne
>
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Message 3
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| Subject: | Re: KitFox 2.fuel level problem,cant see fuel in tanks |
A paint paddle with some lines on it would work well .drain both tanks and
add one gallon to each and dip the tank mark it on your way up to full . good
luck mal michigan
************************************** See what's free at http://www.aol.com.
Message 4
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| Subject: | Rotax 912 Plumbing Issue |
Hi All,
Thanks for the replies and the advice. I get the list as a digest so I
saw them all at once. The digest strips off attached photos so for
those that were kind enough to send pictures of their 912's, I didn't
actually see them. Lowell, would you mind sending me a copy of your
photo directly to my personal email?
Rick: The picture looks like it is actually laying against the pipe. Is
that true?
Yes. It rests right against the pipe. I've only run the engine a few
times and I'm already seeing a scorched spot on the radiator hose. It's
one of those things that you look at a hundred times and don't really
see.
Perhaps the line needs a 45 degree elbow so you can turn it and route
the line away from the pipe.
That's what I was kind of thinking at first. The current fitting comes
straight out of the engine pointed right at the exhaust pipe only a
couple of inches away. Ted suggested I contact John McBean to see if
Skystar has the proper fitting. If Mike's suggestion below doesn't
work, I'll give John a call
Lowell What fitting does that line run to?
It runs to the bottom of the front port cylinder.
Paul: First things first - do not fly your airplane with the hose as
shown in
the picture you sent.
I've only run the engine a few times. I'm still getting ready for the
airworthiness inspection. It hasn't flown yet.
What I did was installed high temp resistant silicone hose (napa as I
recall had it), and then covered that with a heat and flame resistant
sheathing like they use on race cars
(also available from an auto parts store).
Sounds like good advice anyway. I've looked at replacement oil hoses
for the Rotax. Off course they're an odd size. I think Lockwood has
oil and radiator hose that are the exact size but cost quite a bit more.
Spruce has oil hose with an inner diameter that's within a millimeter or
two that's a lot less. I'm guessing that the NAPA silicone hose is not
going to be an exact replacement either. Close enough? Will a tight
hose clamp make a millimeter or two not worth worrying about?
I've been told a 912 will get you back to the airport without coolant
I'd really rather not find out.
Mike: I pulled the cowling this morning and looked at mine. Now is this
line going to the front cylinder on that side. If so, pull the hose and
route it direct to the fitting at the cylinder, meaning go on the other
side of the mount(lower part of mount and tubing, don't go over the
top), mine does this and clears the exhaust by 1/4 inch.
I'll defiantly take a look at this when I'm at the airport tomorrow. If
I recall, I got just enough hose with the kit to barely make it.
Thanks again everybody. It's all good advice.
Ken Davy
Kitfox Classic IV N1701S
Rotax 912
Message 5
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| Subject: | Re: KitFox 2.fuel level problem,cant see fuel in tanks |
> will I have to use a timer?
Do your wing tanks not have the sight tubes or are they just hard to see? I find
mine are difficult to see in flight. It helps if I rock the wings to slosh
things around a little.
I still use a timer though. I like to compare my actual fuel burn against what
I expected throughout the trip. That way, I know way ahead of time if that 20knt
head wind is going to add an extra stop.
--------
Luis Rodriguez
Model IV 1200
Rotax 912UL
Flying Weekly
Laurens, SC (34A)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=118581#118581
Message 6
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| Subject: | Re: engine out logic ?? |
Jeff and all, I am always conscience of a place to set it down having lost a
propeller. I photograph from the Kitfox which causes me to fly low over
populated areas, so it is constantly on my mind. I don't fly at night,
sport pilot now.
Barry West
----- Original Message -----
From: "n85ae" <n85ae@yahoo.com>
Sent: Thursday, June 14, 2007 8:59 AM
Subject: Kitfox-List: Re: engine out logic ??
>
> I fly every minute I'm flying with the assumption that the engines going
> to quit.
>
> I started flying in Colorado, and I now fly around Chicago. Both
> mountainous terrain, and suburbia have equal appeal to me for landing.
> So I always deviate within reach of fields, etc.
>
> Having had an engine failure, is a religious experience. At first you
> don't believe it quit, then you're next thought is "Oh %^$%!".
>
> That and groundlooping my plane were the two most significant things
> that I think made me a smarter/safer pilot.
>
> Having my vaccum pump make loud shrieking noises during a night
> flight made me rethink the wisdom of flying single engine at night over
> the suburbs as well.
>
> Jeff Hays
> Series 5, IO-240B
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=118399#118399
>
>
>
Message 7
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| Subject: | Re: Unequal fuel flow |
The problem of fuel tank differential might be as simple as Jeff suggests.....
I never experimented to see if I could prove that theory or not.
HOWEVER, not taking fuel flow measurements on the ground in all three extreme flight
attitudes is asking for trouble. I know of too many cases where fuel starvation
was caused by poor fuel line routing and/or the loss of the fuel pump.
If your system, with the pump stopped, does not supply enough fuel-rate to the
carbs measured AT THE CARBS for climb power, there's likely a statisic in your
future. But also, descents must be considered.
Just think about coming back from a long cross-country with four gallons aboard
and making a long, steep decent. It's likely you're main tank drains are unported
at that point and you're running off the reserve in the header tank. At that
point the head-pressure is so low that if you lost your fuel pump, you'd lose
all fuel flow. Also, I have seen high-wing aircraft where, in climb attitude,
the fuel passes through a level HIGHER than the fuel level in the aircraft.
This is fine as long as there's no vapor in the line, but the moment a drain
unports (low fuel combined with fuel sloshing), there's vapor in the line. With
enough vapor in the line, "suction" is lost.
Also, Skystar/Denny recommended putting the fuel valves down low, not up hight
near the tanks. This is because with the valves up high, the head pressure at
the valves is sometimes too low to overcome the pressure-loss (resistance) in
valve itself. And fuel-flow is actually blocked by the open valve under some conditions.
A fuel system is not house plumbing. The pressures are so vastly different that
small pressure losses in fuel plumbing have to be considered. Along with other
issues, these small pressures are responsible for air-locks. A friend of mine
and I have made a study of fuel systems, especially badly-installed fuel systems,
and the accident statistics correlate.
It is better to push fuel than to try to pull it. Fuel starvation can come from
air-locks when you try to pull fuel. Therefore, fuel pumps belong near the fuel
tank, not in the engine compartment. After doing your fuel-flow tests, you
might decide that putting in a second fuel pump, perhaps an electrical one, might
be a good idea. If the pump is near the tanks, say at the bottom of the header
tank behind the seat, you're pushing fuel "up" the floorboard in a nose-high
attitude, which is what you want to do.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=118597#118597
Message 8
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| Subject: | Re: KitFox 2.fuel level problem,cant see fuel in tanks |
At 02:05 AM 6/15/2007, you wrote:
>I have a problem that I can not tell how much fuel that I have on
>board my Kitfox 2.I can not see how much fuel is in tanks.I have 2
>wing tanks of 13gal total.from sitting in the pilot seat.during flight
Here's a picture of my wing root, looking outboard. Ignore the vent
garbage. You can probably install a sight tube like this after the
fact by epoxying a couple of 1/4" G-10 bosses to your tank wall,
drilling and tapping for 1/8 NPT, then installing nipples and elbows
and tubing. Make the bosses large, 1 1/4" OD; otherwise they fail
when you tap them. I put a WD-40 spray tube inside my sight tubes to
make it easier to see the fuel, but I won't next time as it was
unnecessary. You may not be able to get full range without removing
the tank, but even a reduced range is good since you can use your
rudder to slosh the fuel around and get some idea how much is in the
tank. I used tubing and elbows but some have reported elbow failures
and have switched to Murle William's bent tubes.
Guy Buchanan
San Diego, CA
K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar.
Message 9
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I got to meet Terry Black and his daughter at therSoldotna {PASX} airport . He
flew from Boise ID. in his mod 7 with 912. He was on his way to Fairbanks and
then planning a trip back following the trench . Ill post a pic later of him and
the plane .
--------
FLY FUN FLY LOW FLY SLOW
John Perry
Kitfox 2 N718PD
582 cbox 2:62-1 IVO IFA
WHEELS Northair Floats
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=118606#118606
Message 10
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| Subject: | Re: Landing light lense??? |
Yep, and click on the Kitfox link then products. He makes lenses for the wingtips
on the 7. This is where I am getting mine and then will be installing a
set of XeVision HID lights.
--------
Darin Hawkes
Series 7 (under Construction)
914 Turbo
Ogden, Utah
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=118620#118620
Message 11
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Attach either side of the rudder and bend the trailing edge slightly to
the
left.... I know it sounds like leaning into a left hook but that's it.
Start with a slight bend and increase until you are comfortable with the
results. If you fly low and slow you may need more tab input (bend) if
you
fly at the upper end of the envelope than you will use less.
Noel Loveys, RPP, AME intern
Campbellton, Newfoundland,
Canada
Kitfox Mod III-A, 582, B box, Ivo IFA
Aerocet 1100s
<mailto:noelloveys@yahoo.ca> noelloveys@yahoo.ca
Do not archive
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Mike Chaney
Sent: Thursday, June 14, 2007 2:34 PM
Subject: Kitfox-List: Tab on Rudder
I have to use alot of right rudder on my model IV. This became an issue
after I installed the Jabiru 2200. This isn't a big problem but I
would
like to fix it. If I want to place a tab on my rudder which side should
it
go on? Could I use a small piece of bent lexan for the tab? I think I
know
the answer but sometimes things are counterintuitive.
Mike Chaney
1996 Kitfox
Model IV
Jabiru 2200
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