Today's Message Index:
----------------------
1. 05:18 AM - Re: A totally thrilling flight (Dave G.)
2. 06:24 AM - vw eng (Bill Flick)
3. 06:26 AM - Re: older egt sending J or K wire? (Lynn Matteson)
4. 06:29 AM - Leading Edge Spar Retaining Pin (John W. Hart)
5. 06:32 AM - Re: A totally thrilling flight (Lynn Matteson)
6. 06:38 AM - Re: A totally thrilling flight (Michel Verheughe)
7. 06:41 AM - Re: older egt sending J or K wire? (Lynn Matteson)
8. 07:03 AM - Re: A totally thrilling flight (Scott)
9. 07:06 AM - Re: Leading Edge Spar Retaining Pin (Lynn Matteson)
10. 07:07 AM - Re: 582 engine adjustments (Napier, Mark)
11. 07:17 AM - Re: Re: 582 engine adjustments (Napier, Mark)
12. 07:43 AM - Re: Leading Edge Spar Retaining Pin (John W. Hart)
13. 09:19 AM - Re: Leading Edge Spar Retaining Pin (Marco Menezes)
14. 09:37 AM - Re: Re: 582 engine adjustments (Marco Menezes)
15. 10:25 AM - Re: Re: 582 engine adjustments (Guy Buchanan)
16. 11:22 AM - Leaky fuel valve (Michel Verheughe)
17. 11:43 AM - Re: Leaky fuel valve (akflyer)
18. 12:19 PM - Re: Re: Leaky fuel valve (Michel Verheughe)
19. 12:35 PM - Re: Re: 582 engine adjustments (Napier, Mark)
20. 12:54 PM - Re: Leading Edge Spar Retaining Pin (Lynn Matteson)
21. 01:29 PM - 582 Fireward Forward for Sale (Napier, Mark)
22. 01:52 PM - Re: vw eng (GAry Olson)
23. 02:06 PM - Re: Leading Edge Spar Retaining Pin (John W. Hart)
24. 02:31 PM - Re: 582 Fireward Forward for Sale (akflyer)
25. 03:38 PM - Re: A totally thrilling flight (Noel Loveys)
26. 03:38 PM - Re: A totally thrilling flight (Noel Loveys)
27. 03:38 PM - Re: A totally thrilling flight (Noel Loveys)
28. 03:56 PM - Re: A totally thrilling flight (akflyer)
29. 05:40 PM - Re: A totally thrilling flight (kitfoxmike)
30. 05:41 PM - Re: Leaky fuel valve (kitfoxmike)
31. 05:50 PM - Re: A totally thrilling flight (akflyer)
32. 06:08 PM - Re: Leading Edge Spar Retaining Pin (Noel Loveys)
33. 06:37 PM - Re: Re: A totally thrilling flight (Noel Loveys)
34. 06:37 PM - Re: Re: A totally thrilling flight (Noel Loveys)
35. 06:55 PM - Re: 582 engine adjustments (Napier, Mark)
36. 07:50 PM - Re: Re: A totally thrilling flight (Lynn Matteson)
37. 08:03 PM - Re: 582 engine adjustments (akflyer)
38. 08:31 PM - Re: vw eng (ron schick)
39. 08:35 PM - Re: Re: Leaky fuel valve (Jim_and_Lucy Chuk)
40. 08:35 PM - Re: Re: Leaky fuel valve (Jim_and_Lucy Chuk)
41. 08:35 PM - Re: Re: Leaky fuel valve (Jim_and_Lucy Chuk)
42. 08:41 PM - Re: Leading Edge Spar Retaining Pin (Jim_and_Lucy Chuk)
43. 08:46 PM - Re: Re: Leaky fuel valve/multiple posts (Jim_and_Lucy Chuk)
44. 09:23 PM - Re: Re: A totally thrilling flight (Noel Loveys)
Message 1
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| Subject: | Re: A totally thrilling flight |
MessageGlad you made it in one piece Noel, I have a friend in Rawdon
(about 14 miles) who flies his Model II with a new 582 that replaced
his 532 on Full Lotus floats, he lost the tailpipe on his muffler
earlier this year and it took away a huge amount of power. He had to
land on a nearby lake and hike out. Let me know what you find!
Dave Goddard- Mod IV 1050/582
do not archive
Message 2
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hi . i am trying to find some info on useing the Type IV vw eng and
would like to talk to anyone who might be useing one or know anything
about them, i would like to put a redrive on the flywheel end and be
able to run a longer prop (grnd adj). any info really appreciated.
thanks bill flick
Message 3
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| Subject: | Re: older egt sending J or K wire? |
Mal-
You can't use a J extension with a K thermocouple or vice-
versa...could that be your problem?
Lynn Matteson
Grass Lake, Michigan
Kitfox IV Speedster w/Jabiru 2200
flying w/395+ hrs
On Aug 23, 2007, at 10:15 PM, Malcolmbru@aol.com wrote:
> J wire must be what I mean. I asked the same Question of Phil
> Lockwood at Oshkosh and he had no idea .I wonder how using the
> wrong sender would effect the reading ? when I bought the plane I
> found out the builder traded the new in the kit 532 for a mostly
> run out 532 and muffler that came out of his friends module
> 2 .finished in 1991 the muffler and sending unit is very old and I
> put it on a new 582.
>
>
> Malcolm Brubaker
> Midland Michigan
> KF mod 11 582 E box 3 blade wood prop 100% completed buy the guy I
> bought it from
>
>
> AOL.com.
> www.matronics.com/Navigator?Kitfox-List _-
> ===========================================================
Message 4
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| Subject: | Leading Edge Spar Retaining Pin |
Does anyone know what the AN designation of the leading edge pins that go
through the leading edge (or front) spar and carry through adapter to hold
the wings in place for flight? From measurements, the closest I can guess
is a AN395-85 Clevis Pin. I'd hate to be wrong on this. It could ruin
one's whole day!
John Hart
Message 5
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| Subject: | Re: A totally thrilling flight |
Noel-
Sounds like you know what the leak was...what was it?
Lynn Matteson
Grass Lake, Michigan
Kitfox IV Speedster w/Jabiru 2200
flying w/395+ hrs
do not archive
On Aug 23, 2007, at 11:55 PM, Noel Loveys wrote:
> This is the frightening part.....
> When I got out on the float, gasoline is flowing full bore down the
> hot exhaust pipe. The hissing is deafening.
> Tomorrow I'll have the gas problem fixed and I'll be off again.
> This is one flight I won't forget!
>
> Gee I like my Kitfox.... and the extra training I got at flight
> school!
>
>
> <Signature1.jpg>
>
>
> Noel Loveys, RPP, AME intern
> Campbellton, Newfoundland,
> Canada
> Kitfox Mod III-A, 582, B box, Ivo IFA
> Aerocet 1100s
> noelloveys@yahoo.ca
>
>
> Do not archive
>
>
Message 6
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| Subject: | A totally thrilling flight |
> From: Noel Loveys [noelloveys@yahoo.ca]
> No it was not the first flight in my Kitfox... But it was the first time my
> trusty and true 582 did anything but what it was supposed to do.
You're good at writing, Noel! Keep the stories coming in!
Cheers,
Michel Verheughe
Norway
Kitfox 3 - Jabiru 2200
Do not archive
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Message 7
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| Subject: | Re: older egt sending J or K wire? |
During my 15 years at the Chrysler Proving Grounds Wind Tunnel, where
we would commonly install up to 120 thermocouples in various places
on a car, J was used for up to about 5-600 degrees, and K was used
for exhaust manifold readings, and anything else that was near to the
exhaust system. We would typically dedicate channel numbers 1-80 to J
thermocouples, and 81-up to K thermocouples. The channel numbers were
fed into the recording devices/readouts.
Lynn Matteson
Grass Lake, Michigan
Kitfox IV Speedster w/Jabiru 2200
flying w/395+ hrs
do not archive
On Aug 24, 2007, at 12:09 AM, Guy Buchanan wrote:
>
> At 07:15 PM 8/23/2007, you wrote:
>> I wonder how using the wrong sender would effect the reading ?
>
> I pulled this data from Bob Nuckoll's book:
>
> "Type K alloys are suitable for any kind of measurement on an
> airplane including exhaust gas temperatures. Type J has a
> recommended upper limit that suggests it not be used in exhaust
> stacks but it is fine everywhere else. As you can see from voltages
> in Table 14-2, Type J wire has a little more output for a given
> temperature than does Type K but for most purposes, either is
> satisfactory."
>
> Table 14-2 excerpts:
>
> Temp F, J voltage (mV), K voltage (mV) (Referenced to an ice bath.)
>
> -40, -1.96, -1.50
> 32, 0, 0
> 212, 5.27, 4.10
> 392, 10.78, 8.13
> 572, 16.33, 12.21
>
> That's as high as the table goes, so I can't get you any
> info at EGT temps. Maybe you can curve fit this data and get
> something meaningful at 1200F. Hope this helps.
>
>
> Guy Buchanan
> San Diego, CA
> K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar.
>
Message 8
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| Subject: | A totally thrilling flight |
Ok, I gotta guess here.
The float valve stuck open on one of the bings and as long as you were full
throttle it burned the fuel but when you throttled back it flooded that
cylinder???
Scott
_____
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Noel Loveys
Sent: Thursday, August 23, 2007 8:56 PM
Subject: Kitfox-List: A totally thrilling flight
No it was not the first flight in my Kitfox... But it was the first time my
trusty and true 582 did anything but what it was supposed to do.
I finally got the plane up to the pond today. There were large sections of
the pond that were glassy smooth with other sections that had the slightest
of ripples on it. Mosquitoes could hardly bother me as I spread my wings
and did my first pre-flight in almost a year.... It's been a poor summer for
flying, what can I say? The flight controls were checked and perfect, The
engine controls were operating flawlessly. I had the rear ropes removed
from the plane and all that was left was to launch it into the cool clear
water of Shipbuilders pond.
The kids swimming & some people enjoying the summer scenery kept asking when
I was going to be ready to fly. I replied a number of times in a few
minutes. Finally the tail pipe of the Imprezza was gurgling happily in the
water and the plane was afloat.
Last week I got that far and no soap... The battery was dead. Today I had a
brand new battery and if that failed there was always the cables in the back
of the car. Come hell or high water I was going to fly!
The tanks were filled to ten gallons, enough for a good hour plus. The
second check of everything was A-OK. Inflatable life vest on I finally
climbed aboard. The frog in my throat bit my tonsils as I shouted "Clear"
the trusty 582 jumped to life and then just as quickly died. A couple of
primes and it roared to life again.
For a minute or two I was playing with the primer to keep the engine
running..... Darn the enrichener is on full... A flick of the control and
everything smoothed out to what I expected. I started the stopwatch.
At two minutes I increase the throttle to 3000 rpm. The door is still open
and the butterflies playing baseball in my stomach are getting bigger. Is
there something I've forgotten??? Five minutes and it's up to 4000 rpm for
the mag test. The mag test was textbook with only 100 rpm drop per side.
Back to 2000 rpm until the temp gauge hung happily at just over 140. Six
minutes (warm up) the magic time I was given and I'm busy with my final
check... seat belts, I knew I'd forgotten something. Close and lock the
door, now I'm ready to go!
What to heck, Full pitch on the Ivo, full throttle then click the Ivo for
6400rpm... Holy jumpins I just lifted off. Never mind the crow hops, I'm
going flying.
The Tiny Tach levelled around 6500 and change, the ASI was solid at 60 and I
was heaven bound!
Darn I still can't get over the feeling I've missed something. I decided
not to go over any terra firma until I had some serious air under my butt.
2000' came after the first turn of the pond. With every turn I found I was
looking less and less at the T&B and paying more attention to my butt. I
guess that is why they call it seat of the pants flying. At 2000' I decided
to have a little jaunt over the bay ( Notre Dame Bay, Newfoundland) so I
headed over the hill to fly over my house and see if my friends next door
had made it home from a holiday in Idaho. There was no life to be seen
around their place so the next thing to do was to over fly the countless
islands which fill the bay.
Half way across the bay ... ( 5 mi or so off shore) on a perfect evening
with hardly a ripple to land on, the trusty 582 started to cough. Never
mind cough make that full blown bronchitis maybe pneumonia.
You know how they say when the fan stops turning the pilot starts to sweat.
The truth is the pilot will be sweating buckets long before that! you don't
need to ask any questions on that one!
Hard A-Port and climb like there is no tomorrow (altitude is fuel) Back
through the hills and valleys to the pond. The affliction is getting worse!
As I reduce throttle #1 EGT nosedives. Will I make it. Never mind, stay
tuned to next week Bat man.
I found through experimentation at full throttle the engine worked like
parson on payday. As the throttle was pulled back the coughing, missing and
fa##ting got worse. And the EGT on cylinder 1 still cooled to the pin
almost immediately.
I'm back over land now downwind for my splashdown... My air speed is 60...
Flaps.. I pull full flaps as I roll on to a short base. My ASI has just
passed 70..... I got to get the nose up ASI 65, 60, 55...Feet wet, 5, 4, 3
feet.... Did I just touch??? She's down! Perfect! ...Textbook.
Oh darn I'm at the wrong end of the pond...Step taxi... Too slow I don't
know when the engine will quit quit. The more throttle the smoother it
runs... She's up again... Ten, twenty, now thirty seconds and I let her
settle in again. Strange how smooth the engine is at full throttle. The
engine still isn't sounding any better at low rpm... I"ll go for another
half mile hop. Up, along and down this is getting easy. I'm a couple of
hundred yards off shore so I'll let her idle, as rough as she is at the
idle, into shore so the engine will have time to cool down. The #1 EGT is
still on the pin. it only comes to life as the throttle is opened.
Fifty feet off shore, 2000rpm rough as a porcupines back, temp at 140, I
shut off the mags.... Shaving Cream!... I killed the mags too soon. I try
to restart, no joy. I try again still no joy but the air is so still the
starting motor has given me the boost I needed to get to shore without
having to get out the paddles.
This is the frightening part.....
When I got out on the float, gasoline is flowing full bore down the hot
exhaust pipe. The hissing is deafening. Do I get out of Dodge and go for a
plunge in the clear water or do I hang on hoping that a stray spark doesn't
blow me and the plane to kingdom come. Not being the brightest, like John
Smith ( skipper on the Titanic) I decide to stay with my ship. I reach back
into the cockpit and turn off the master and the gas ( in the reverse order)
and in a minute or so the exhaust is cool enough to grab with my bare hand
and there isn't a stain of gas to be seen any where.
Five minutes later my heart has stopped racing and I can get back to the job
of recovering the plane to my trailer and towing it home. Tomorrow I'll
have the gas problem fixed and I'll be off again. This is one flight I
won't forget!
Gee I like my Kitfox.... and the extra training I got at flight school!
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
Message 9
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| Subject: | Re: Leading Edge Spar Retaining Pin |
That's the exact number that I find in my Packing List from the old
Skystar, John....pin, clevis:AN395-85 (This is for my model IV)
Lynn Matteson
Grass Lake, Michigan
Kitfox IV Speedster w/Jabiru 2200
flying w/395+ hrs
On Aug 24, 2007, at 9:29 AM, John W. Hart wrote:
> <akanka@kiamichiwb.org>
>
> Does anyone know what the AN designation of the leading edge pins
> that go
> through the leading edge (or front) spar and carry through adapter
> to hold
> the wings in place for flight? From measurements, the closest I
> can guess
> is a AN395-85 Clevis Pin. I'd hate to be wrong on this. It could
> ruin
> one's whole day!
>
> John Hart
>
Message 10
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| Subject: | Re: 582 engine adjustments |
I've been using the HACMan from Greensky and I like it. My grey-head
had the older style carbs but it wasn't too hard to drill them to add
the ported vacuum attachment. I did add a 1/16" orifice in the static
line to increase the adjustment range. I try to keep the EGT's just
under 1100.
http://www.greenskyadventures.com/bing/HACmanFAQ.htm
http://www.dairyaire.net/hac/hac.htm
Regarding the idle, I went from the #55 idle jet to a #50 and then a #45
before I got a good idle. Turn the bleeds screws out in unison 1/2
turns at a time and test the idle again. At about 4 turns all the
adjustment is used up and you have to try the next leaner jet. I would
up raising the jet needle by 1 notch to compensate for the mid range.
Remember to mechanically sync the carbs. Easy to do. Adjust the cable
length so that the lower edges of the slides reach the top at the same
time. Then adjust the idle stops so the slides touch the bottom at the
same time. A patient helper slowly working the throttle helps. You can
hear which one touches 1st. Obviously the engine isn't running. BTW,
never run the engine w/o the prop on it; its too easy to toast the
motor, literally. Without a load the engine will run way too lean and
cook the piston and rings.
Have fun with it,
Mark Napier
Time: 08:11:19 AM PST US
Subject: Kitfox-List: Re: 582 engine adjustments
From: "akflyer" <akflyer_2000@yahoo.com>
http://www.powerchutes.com/asa.asp
For the inflight mixture adjustment. I have noticed that when decending
if you
pull the power back to say 4000 RPM or even 3000 and point the nose down
hill
and let the prop drive the engine the EGT's will spike up to well over
1200.
This can be corrected by turning the mixture knobs out one turn and
riching it
or I add some pitch to the IFA IVO prop and load the engine just a tad
and the
EGT's drop right down. The other option is to come off the power and
slow
the plane up a bit nose high and she will drop like a rock and EGTs stay
under
control. The way the inflight mixture works is one turn of the knob is
equal
to dropping or rasing the neelde one clip. It is a pretty slick system
and works
very well once you figure it out.
--------
Leonard Perry
Soldotna AK
Avid "C" / Mk IV
582 IVO IFA
Full Lotus 1260
95% complete
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=130496#130496
- - - - - Appended by Scientific Atlanta, a Cisco company - - - - -
This e-mail and any attachments may contain information which is confiden
tial,
proprietary, privileged or otherwise protected by law. The information is
solely
intended for the named addressee (or a person responsible for delivering
it to
the addressee). If you are not the intended recipient of this message, yo
u are
not authorized to read, print, retain, copy or disseminate this message o
r any
part of it. If you have received this e-mail in error, please notify the
sender
immediately by return e-mail and delete it from your computer.
Message 11
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| Subject: | Re: 582 engine adjustments |
I meant to say I drilled one carb. You only need one vacuum source.
-----Original Message-----
From: Napier, Mark
Sent: Friday, August 24, 2007 10:07 AM
Subject: Kitfox-List: Re: 582 engine adjustments
I've been using the HACMan from Greensky and I like it. My grey-head
had the older style carbs but it wasn't too hard to drill them to add
the ported vacuum attachment. I did add a 1/16" orifice in the static
line to increase the adjustment range. I try to keep the EGT's just
under 1100.
http://www.greenskyadventures.com/bing/HACmanFAQ.htm
http://www.dairyaire.net/hac/hac.htm
Regarding the idle, I went from the #55 idle jet to a #50 and then a #45
before I got a good idle. Turn the bleeds screws out in unison 1/2
turns at a time and test the idle again. At about 4 turns all the
adjustment is used up and you have to try the next leaner jet. I would
up raising the jet needle by 1 notch to compensate for the mid range.
Remember to mechanically sync the carbs. Easy to do. Adjust the cable
length so that the lower edges of the slides reach the top at the same
time. Then adjust the idle stops so the slides touch the bottom at the
same time. A patient helper slowly working the throttle helps. You can
hear which one touches 1st. Obviously the engine isn't running. BTW,
never run the engine w/o the prop on it; its too easy to toast the
motor, literally. Without a load the engine will run way too lean and
cook the piston and rings.
Have fun with it,
Mark Napier
Time: 08:11:19 AM PST US
Subject: Kitfox-List: Re: 582 engine adjustments
From: "akflyer" <akflyer_2000@yahoo.com>
http://www.powerchutes.com/asa.asp
For the inflight mixture adjustment. I have noticed that when decending
if you
pull the power back to say 4000 RPM or even 3000 and point the nose down
hill
and let the prop drive the engine the EGT's will spike up to well over
1200.
This can be corrected by turning the mixture knobs out one turn and
riching it
or I add some pitch to the IFA IVO prop and load the engine just a tad
and the
EGT's drop right down. The other option is to come off the power and
slow
the plane up a bit nose high and she will drop like a rock and EGTs stay
under
control. The way the inflight mixture works is one turn of the knob is
equal
to dropping or rasing the neelde one clip. It is a pretty slick system
and works
very well once you figure it out.
--------
Leonard Perry
Soldotna AK
Avid "C" / Mk IV
582 IVO IFA
Full Lotus 1260
95% complete
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=130496#130496
- - - - - Appended by Scientific Atlanta, a Cisco company - - - - -
This e-mail and any attachments may contain information which is confidential,
proprietary, privileged or otherwise protected by law. The information is solely
intended for the named addressee (or a person responsible for delivering it to
the addressee). If you are not the intended recipient of this message, you are
not authorized to read, print, retain, copy or disseminate this message or any
part of it. If you have received this e-mail in error, please notify the sender
immediately by return e-mail and delete it from your computer.
Message 12
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| Subject: | Leading Edge Spar Retaining Pin |
Thanks Lynn. I have a Model IV also, and I was pretty sure I had the right
critter, but I don't like guessing when it comes to parts as critical as
these. I bought the aircraft already built, and have a lot of the
paperwork, but couldn't locate anything telling me EXACTLY what the pin is.
I appreciate the help.
John Hart
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com]On Behalf Of Lynn
Matteson
Sent: Friday, August 24, 2007 9:11 AM
Subject: Re: Kitfox-List: Leading Edge Spar Retaining Pin
That's the exact number that I find in my Packing List from the old
Skystar, John....pin, clevis:AN395-85 (This is for my model IV)
Lynn Matteson
Grass Lake, Michigan
Kitfox IV Speedster w/Jabiru 2200
flying w/395+ hrs
On Aug 24, 2007, at 9:29 AM, John W. Hart wrote:
> <akanka@kiamichiwb.org>
>
> Does anyone know what the AN designation of the leading edge pins
> that go
> through the leading edge (or front) spar and carry through adapter
> to hold
> the wings in place for flight? From measurements, the closest I
> can guess
> is a AN395-85 Clevis Pin. I'd hate to be wrong on this. It could
> ruin
> one's whole day!
>
> John Hart
>
Message 13
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| Subject: | Re: Leading Edge Spar Retaining Pin |
It's a clevis pin for sure, John. This might help determine it's p/n.
"John W. Hart" <akanka@kiamichiwb.org> wrote:
Does anyone know what the AN designation of the leading edge pins that go
through the leading edge (or front) spar and carry through adapter to hold
the wings in place for flight? From measurements, the closest I can guess
is a AN395-85 Clevis Pin. I'd hate to be wrong on this. It could ruin
one's whole day!
John Hart
Marco Menezes
Model 2 582 N99KX
---------------------------------
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| Subject: | Re: 582 engine adjustments |
Mark,
I've got the HACMan installed too. I find that it takes alot of turns to make
a few degrees difference in EGT's. How and where did you add that 1/16" orifice
in static line?
Also, I've done all the idle adjustments you mentioned: swapped down to #45 jets,
adjusted air screws incrementally so that slides are now practically bottomed
out, but still can't get idle below 2500 rpm.
So I've got a prop clutch that is perpetually engaged at idle unless I pull
out the choke. Only then will it slow down enough for clutch to disengage. I've
learned to live with it but it does annoy me.
Any suggestions?
"Napier, Mark" <Mark.Napier@sciatl.com> wrote:
I've been using the HACMan from Greensky and I like it. My grey-head
had the older style carbs but it wasn't too hard to drill them to add
the ported vacuum attachment. I did add a 1/16" orifice in the static
line to increase the adjustment range. I try to keep the EGT's just
under 1100.
http://www.greenskyadventures.com/bing/HACmanFAQ.htm
http://www.dairyaire.net/hac/hac.htm
Regarding the idle, I went from the #55 idle jet to a #50 and then a #45
before I got a good idle. Turn the bleeds screws out in unison 1/2
turns at a time and test the idle again. At about 4 turns all the
adjustment is used up and you have to try the next leaner jet. I would
up raising the jet needle by 1 notch to compensate for the mid range.
Remember to mechanically sync the carbs. Easy to do. Adjust the cable
length so that the lower edges of the slides reach the top at the same
time. Then adjust the idle stops so the slides touch the bottom at the
same time. A patient helper slowly working the throttle helps. You can
hear which one touches 1st. Obviously the engine isn't running. BTW,
never run the engine w/o the prop on it; its too easy to toast the
motor, literally. Without a load the engine will run way too lean and
cook the piston and rings.
Have fun with it,
Mark Napier
Time: 08:11:19 AM PST US
Subject: Kitfox-List: Re: 582 engine adjustments
From: "akflyer"
http://www.powerchutes.com/asa.asp
For the inflight mixture adjustment. I have noticed that when decending
if you
pull the power back to say 4000 RPM or even 3000 and point the nose down
hill
and let the prop drive the engine the EGT's will spike up to well over
1200.
This can be corrected by turning the mixture knobs out one turn and
riching it
or I add some pitch to the IFA IVO prop and load the engine just a tad
and the
EGT's drop right down. The other option is to come off the power and
slow
the plane up a bit nose high and she will drop like a rock and EGTs stay
under
control. The way the inflight mixture works is one turn of the knob is
equal
to dropping or rasing the neelde one clip. It is a pretty slick system
and works
very well once you figure it out.
--------
Leonard Perry
Soldotna AK
Avid "C" / Mk IV
582 IVO IFA
Full Lotus 1260
95% complete
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=130496#130496
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Marco Menezes
Model 2 582 N99KX
---------------------------------
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| Subject: | Re: 582 engine adjustments |
At 07:17 AM 8/24/2007, you wrote:
>I did add a 1/16" orifice in the static
>line to increase the adjustment range.
Mark,
I too have the HACman and am very pleased with it. Would you
please expand on this modification? How much range did you start and
end with? And which is the static line? Did you buy or make the orifice?
Thanks in advance,
Guy Buchanan
San Diego, CA
K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar.
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| Subject: | Leaky fuel valve |
Hello guys,
I went flying this evening, thinking that I could try Lynn's trick to
close the fuel valve before the engine on the Jabiru. But when I opened
the door of my model 3, I noticed the smell of fuel. A quick check
showed that it was the fuel valve that was slightly leaking. Not enough
to have fuel on the floor, it evaporates before that, but enough to
feel the valve wet.
This is a model 3 from 1991 and it has the standard fuel valve under
the throttle, that turns 90 degrees and has a cute red handle. I am
sure it's probably a o-ring or something like that. But before I
remover and repair or replace the valve, has anyone else experienced
that? Is the valve a standard part that I can get from e.g. Aircraft
Spruce or can any fuel valve do the job? Because it is in a metal house
that is part of the panel/throttle/etc. I'd rather replace with
something similar, if I can. Or is it just a matter of replacing an
o-ring?
I would like to fly to Germany the 7th of September. I can fly with the
leaky valve, it's not a potential danger (unless I decide to light a
cigar when I fly! :-) but if I can fix it swiftly, I'd do that, of
course.
Cheers,
Michel Verheughe
Norway
Kitfox 3 - Jabiru 2200
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| Subject: | Re: Leaky fuel valve |
http://www.rotaxparts.net/Scripts/prodList.asp
Is it one of these cute little valves? This is what I am running on my Avid and
my brothers kitfox. It is too cheap to just replace than to pull it apart and
repair.
--------
Leonard Perry
Soldotna AK
Avid "C" / Mk IV
582 IVO IFA
Full Lotus 1260
95% complete
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=130821#130821
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| Subject: | Re: Leaky fuel valve |
On Aug 24, 2007, at 8:43 PM, akflyer wrote:
> Is it one of these cute little valves?
Yep! That's the cute little guy, Leonard. Thanks a lot! I agree, too
cheap to bother to try to repair.
Cheers,
Michel Verheughe
Norway
Kitfox 3 - Jabiru 2200
Do not archive
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| Subject: | Re: 582 engine adjustments |
If you look at the picture I posted before (it's on the forums page
http://forums.matronics.com/download.php?id=6568 ) you can see the line
coming away from the fitting on the air cleaner. That is the static
pressure sense line. I bought a vacuum restrictor orifice (white
plastic and brass) from the auto parts store and put it in-line so I
wouldn't have to turn the valve so many turns to make a change. But I
found that as purchased the hole was too small and made the adjustment
too sensitive. So I just drilled the little brass hole out to 1/16" and
tried it. I also dropped my main jet from 185 down to 180 for the
summer and it seems to be about right.
About that high idle; if you have to add enrichment (choke) to make the
idle stable below 2500 then your idle may be too lean. I run my GSC
prop at a high pitch (I only see about 5900RPM static) and I know that
makes the engine run rich. BTW, that is a good test. At any throttle
setting but full the enrichment lever will add gas through the idle
circuit. So if you add fuel and the EGT's fall sharply and the engine
stumbles then you could try a little leaner assuming that the EGT's
don't go too high. Also note that the midrange jet needle and needle
jet affect the idle. You could try raising your needle one notch and
see if that helps.
Cheers,
Mark Napier
N246DR
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| Subject: | Re: Leading Edge Spar Retaining Pin |
You're welcome, John.
I was gonna add this part earlier, but figured you didn't need
another thing to worry about. Now that you've got a few hours older
(joke), I think you can handle it. In Spruce's description of the
clevis pins, it says: "Used with clevis forks and in secondary
controls which are not subjected to continuous operation." Makes
you wonder, doesn't it? :)
Lynn Matteson
Grass Lake, Michigan
Kitfox IV Speedster w/Jabiru 2200
flying w/395+ hrs
do not archive
On Aug 24, 2007, at 10:42 AM, John W. Hart wrote:
> <akanka@kiamichiwb.org>
>
> Thanks Lynn. I have a Model IV also, and I was pretty sure I had
> the right
> critter, but I don't like guessing when it comes to parts as
> critical as
> these. I bought the aircraft already built, and have a lot of the
> paperwork, but couldn't locate anything telling me EXACTLY what the
> pin is.
> I appreciate the help.
> John Hart
>
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| Subject: | 582 Fireward Forward for Sale |
I've bought an HKS 700e and want to start making a motor mount for it.
I'm flying on my 582 but want to sell it outright or part it out. I
hate to do it now that good flying weather is coming but have to
sometime.
So the parts for sale are:
* 582 engine with ~190hours on a new crankshaft, ~12 hours on new Pro-X
pistons and all new engine seals. Yes, the crankshaft seals are the
red-lined ones from Rotax$$$.
* C gearbox 3:1 gears and new seals; prop-shaft and gear service letter
done by South Mississippi.
* Mag end electric starter set.
* Engine mount for later model 3 that should fit most models. White
powder coated.
* Ceramic coated exhaust system - still looks great, no corrosion.
* EGT probes for same.
* Oversized radiator for Georgia/Florida weather.
* Standard radiator for winter.
* Set of radiator vanes to control air through standard radiator ->
needs final trimming and set up, needs a Bowden cable.
* Cabin heater and fan.
* All heater/cooling hoses and pipes.
* Pulse fuel pump with fresh (12 hours) overhaul kit.
* Brass cooling filler pipe/Cap and plastic overflow bottle and mount.
* Nalgene plasic oil bottle and metal mounting frame.
* GSC Tech III prop and spinner -> the blades are old but I'm still
flying them.
* 2 Key West Voltage regulators.
* Westach water temp gauge and probe.
* Rotax tachometer.
* Rochester Voltmeter
* Rochester Ammeter.
I'm currently flying this plane and hope to be out this weekend and some
next weekend but eventually will have to pull the engine to start the
motor mount. If the flying weather gets too nice it may be later in the
fall. If someone want to come see it or go flying in it let me know. I
have lots of pictures available as well.
Cheers,
Mark Napier
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Message 22
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Bill,
You may want to try either or both of these sites:
AirVW@yahoogroups.com
http://groups.yahoo.com/group/AircraftVWEngines/
Gary Olson
Kitfox S7 2276 VW
Oshkosh
--- Bill Flick <rflick@ovalinternet.net> wrote:
> hi . i am trying to find some info on useing the
> Type IV vw eng and would like to talk to anyone who
> might be useing one or know anything about them, i
> would like to put a redrive on the flywheel end and
> be able to run a longer prop (grnd adj). any info
> really appreciated. thanks bill flick
Yahoo! oneSearch: Finally, mobile search
that gives answers, not web links.
http://mobile.yahoo.com/mobileweb/onesearch?refer=1ONXIC
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| Subject: | Leading Edge Spar Retaining Pin |
No Problem. And you're right, I am a little older now!
I wasn't sure whether this was a "high shear" rated pin or just a standard
AN pin. As I see it, these pins are in shear stress only, and not subject
to the working action you would find in a control that is constantly being
moved. The cad plating is gone from the ones I have, and they also have a
few minor scratches that I don't like (stress risers). I'd guess that with
all the Kitfox Aircraft flying today, that pin hasn't failed a lot, or there
would be all kinds of stuff out as service bulletins and such.
AC 43.13-1B says essentially the same thing as Aircraft Spruce:
7-102. FLATHEAD PINS (AN392
THROUGH AN406). Commonly called a clevis pin, this pin is used in
conjunction with
tie-rod terminals and in secondary controls which are not subject to
continuous operation.
The pin is normally installed with the head up, or forward, to prevent loss
should the cotter
pin fail or work out.
Thanks again for verifying that number.
John Hart
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com]On Behalf Of Lynn
Matteson
Sent: Friday, August 24, 2007 2:57 PM
Subject: Re: Kitfox-List: Leading Edge Spar Retaining Pin
You're welcome, John.
I was gonna add this part earlier, but figured you didn't need
another thing to worry about. Now that you've got a few hours older
(joke), I think you can handle it. In Spruce's description of the
clevis pins, it says: "Used with clevis forks and in secondary
controls which are not subjected to continuous operation." Makes
you wonder, doesn't it? :)
Lynn Matteson
Grass Lake, Michigan
Kitfox IV Speedster w/Jabiru 2200
flying w/395+ hrs
do not archive
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| Subject: | Re: 582 Fireward Forward for Sale |
Any prices??
--------
Leonard Perry
Soldotna AK
Avid "C" / Mk IV
582 IVO IFA
Full Lotus 1260
95% complete
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=130849#130849
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| Subject: | A totally thrilling flight |
Both float valves stuck open... one much worse that the other.
Noel
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Scott
Sent: Friday, August 24, 2007 11:35 AM
Subject: RE: Kitfox-List: A totally thrilling flight
Ok, I gotta guess here.
The float valve stuck open on one of the bings and as long as you were
full
throttle it burned the fuel but when you throttled back it flooded that
cylinder???
Scott
_____
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Noel Loveys
Sent: Thursday, August 23, 2007 8:56 PM
Subject: Kitfox-List: A totally thrilling flight
No it was not the first flight in my Kitfox... But it was the first time
my
trusty and true 582 did anything but what it was supposed to do.
I finally got the plane up to the pond today. There were large sections
of
the pond that were glassy smooth with other sections that had the
slightest
of ripples on it. Mosquitoes could hardly bother me as I spread my
wings
and did my first pre-flight in almost a year.... It's been a poor summer
for
flying, what can I say? The flight controls were checked and perfect,
The
engine controls were operating flawlessly. I had the rear ropes removed
from the plane and all that was left was to launch it into the cool
clear
water of Shipbuilders pond.
The kids swimming & some people enjoying the summer scenery kept asking
when
I was going to be ready to fly. I replied a number of times in a few
minutes. Finally the tail pipe of the Imprezza was gurgling happily in
the
water and the plane was afloat.
Last week I got that far and no soap... The battery was dead. Today I
had a
brand new battery and if that failed there was always the cables in the
back
of the car. Come hell or high water I was going to fly!
The tanks were filled to ten gallons, enough for a good hour plus. The
second check of everything was A-OK. Inflatable life vest on I finally
climbed aboard. The frog in my throat bit my tonsils as I shouted
"Clear"
the trusty 582 jumped to life and then just as quickly died. A couple
of
primes and it roared to life again.
For a minute or two I was playing with the primer to keep the engine
running..... Darn the enrichener is on full... A flick of the control
and
everything smoothed out to what I expected. I started the stopwatch.
At two minutes I increase the throttle to 3000 rpm. The door is still
open
and the butterflies playing baseball in my stomach are getting bigger.
Is
there something I've forgotten??? Five minutes and it's up to 4000 rpm
for
the mag test. The mag test was textbook with only 100 rpm drop per
side.
Back to 2000 rpm until the temp gauge hung happily at just over 140.
Six
minutes (warm up) the magic time I was given and I'm busy with my final
check... seat belts, I knew I'd forgotten something. Close and lock the
door, now I'm ready to go!
What to heck, Full pitch on the Ivo, full throttle then click the Ivo
for
6400rpm... Holy jumpins I just lifted off. Never mind the crow hops,
I'm
going flying.
The Tiny Tach levelled around 6500 and change, the ASI was solid at 60
and I
was heaven bound!
Darn I still can't get over the feeling I've missed something. I
decided
not to go over any terra firma until I had some serious air under my
butt.
2000' came after the first turn of the pond. With every turn I found I
was
looking less and less at the T&B and paying more attention to my butt.
I
guess that is why they call it seat of the pants flying. At 2000' I
decided
to have a little jaunt over the bay ( Notre Dame Bay, Newfoundland) so I
headed over the hill to fly over my house and see if my friends next
door
had made it home from a holiday in Idaho. There was no life to be seen
around their place so the next thing to do was to over fly the countless
islands which fill the bay.
Half way across the bay ... ( 5 mi or so off shore) on a perfect evening
with hardly a ripple to land on, the trusty 582 started to cough. Never
mind cough make that full blown bronchitis maybe pneumonia.
You know how they say when the fan stops turning the pilot starts to
sweat.
The truth is the pilot will be sweating buckets long before that! you
don't
need to ask any questions on that one!
Hard A-Port and climb like there is no tomorrow (altitude is fuel) Back
through the hills and valleys to the pond. The affliction is getting
worse!
As I reduce throttle #1 EGT nosedives. Will I make it. Never mind,
stay
tuned to next week Bat man.
I found through experimentation at full throttle the engine worked like
parson on payday. As the throttle was pulled back the coughing, missing
and
fa##ting got worse. And the EGT on cylinder 1 still cooled to the pin
almost immediately.
I'm back over land now downwind for my splashdown... My air speed is
60...
Flaps.. I pull full flaps as I roll on to a short base. My ASI has just
passed 70..... I got to get the nose up ASI 65, 60, 55...Feet wet, 5,
4, 3
feet.... Did I just touch??? She's down! Perfect! ...Textbook.
Oh darn I'm at the wrong end of the pond...Step taxi... Too slow I don't
know when the engine will quit quit. The more throttle the smoother it
runs... She's up again... Ten, twenty, now thirty seconds and I let her
settle in again. Strange how smooth the engine is at full throttle.
The
engine still isn't sounding any better at low rpm... I"ll go for another
half mile hop. Up, along and down this is getting easy. I'm a couple
of
hundred yards off shore so I'll let her idle, as rough as she is at the
idle, into shore so the engine will have time to cool down. The #1 EGT
is
still on the pin. it only comes to life as the throttle is opened.
Fifty feet off shore, 2000rpm rough as a porcupines back, temp at 140, I
shut off the mags.... Shaving Cream!... I killed the mags too soon. I
try
to restart, no joy. I try again still no joy but the air is so still
the
starting motor has given me the boost I needed to get to shore without
having to get out the paddles.
This is the frightening part.....
When I got out on the float, gasoline is flowing full bore down the hot
exhaust pipe. The hissing is deafening. Do I get out of Dodge and go
for a
plunge in the clear water or do I hang on hoping that a stray spark
doesn't
blow me and the plane to kingdom come. Not being the brightest, like
John
Smith ( skipper on the Titanic) I decide to stay with my ship. I reach
back
into the cockpit and turn off the master and the gas ( in the reverse
order)
and in a minute or so the exhaust is cool enough to grab with my bare
hand
and there isn't a stain of gas to be seen any where.
Five minutes later my heart has stopped racing and I can get back to the
job
of recovering the plane to my trailer and towing it home. Tomorrow I'll
have the gas problem fixed and I'll be off again. This is one flight I
won't forget!
Gee I like my Kitfox.... and the extra training I got at flight school!
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
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| Subject: | A totally thrilling flight |
I was pretty sure it was a sticking float valve (needle) on the #1 carb... I
was wrong... They were both stuck open. My plugs were black and soaking
wet with gas when I pulled them this afternoon. I turned the engine over
without the plugs in and there was lots of gas in the base of the engine
that blew out in a very fine mist.
Noel
> -----Original Message-----
> From: owner-kitfox-list-server@matronics.com
> [mailto:owner-kitfox-list-server@matronics.com] On Behalf Of
> Lynn Matteson
> Sent: Friday, August 24, 2007 11:07 AM
> To: kitfox-list@matronics.com
> Subject: Re: Kitfox-List: A totally thrilling flight
>
>
>
> Noel-
> Sounds like you know what the leak was...what was it?
>
>
>
> Lynn Matteson
> Grass Lake, Michigan
> Kitfox IV Speedster w/Jabiru 2200
> flying w/395+ hrs
> do not archive
>
>
> On Aug 23, 2007, at 11:55 PM, Noel Loveys wrote:
> > This is the frightening part.....
> > When I got out on the float, gasoline is flowing full bore
> down the
> > hot exhaust pipe. The hissing is deafening.
>
> > Tomorrow I'll have the gas problem fixed and I'll be off again.
> > This is one flight I won't forget!
> >
> > Gee I like my Kitfox.... and the extra training I got at flight
> > school!
> >
> >
> > <Signature1.jpg>
> >
> >
> >
> > Noel Loveys, RPP, AME intern
> > Campbellton, Newfoundland,
> > Canada
> > Kitfox Mod III-A, 582, B box, Ivo IFA
> > Aerocet 1100s
> > noelloveys@yahoo.ca
> >
> >
> > Do not archive
> >
> >
>
>
>
>
>
>
>
Message 27
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| Subject: | A totally thrilling flight |
I only hope the next one is a little less thrilling!
Noel
> -----Original Message-----
> From: owner-kitfox-list-server@matronics.com
> [mailto:owner-kitfox-list-server@matronics.com] On Behalf Of
> Michel Verheughe
> Sent: Friday, August 24, 2007 11:08 AM
> To: kitfox-list@matronics.com
> Subject: RE: Kitfox-List: A totally thrilling flight
>
>
> > From: Noel Loveys [noelloveys@yahoo.ca]
> > No it was not the first flight in my Kitfox... But it was
> the first time my
> > trusty and true 582 did anything but what it was supposed to do.
>
> You're good at writing, Noel! Keep the stories coming in!
>
> Cheers,
> Michel Verheughe
> Norway
> Kitfox 3 - Jabiru 2200
>
> Do not archive
>
>
> <pre><b><font size=2 color="#000000" face="courier new,courier">
>
> href="http://www.matronics.com/Navigator?Kitfox-List">http://w
> ww.matronics.com/Navigator?Kitfox-List</a>
> href="http://forums.matronics.com">http://forums.matronics.com</a>
>
> </b></font></pre>
Message 28
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| Subject: | Re: A totally thrilling flight |
yowsers...that had the potential to get real darn ugly...glad you are still typing
and your plane got another chance to fly.
--------
Leonard Perry
Soldotna AK
Avid "C" / Mk IV
582 IVO IFA
Full Lotus 1260
95% complete
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=130858#130858
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| Subject: | Re: A totally thrilling flight |
the next question is WHY? did they get stuck, from debrees. From where? the tanks,
the hoses, bad fuel?
--------
kitfoxmike
model IV, 1200
speedster
912ul
building
RV7a
slowbuild wings, fuse, finish kit
"if you're not getting razzed from pilots or the FAA then you're not flying
enough"
Do not archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=130879#130879
Message 30
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| Subject: | Re: Leaky fuel valve |
i had one do it about a year ago. Buy a new one, if fact buy two, one for a spare,
I did. That way another one won't do it, you know how it is, when you're
ready for it, it won't happen.
--------
kitfoxmike
model IV, 1200
speedster
912ul
building
RV7a
slowbuild wings, fuse, finish kit
"if you're not getting razzed from pilots or the FAA then you're not flying
enough"
Do not archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=130880#130880
Message 31
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| Subject: | Re: A totally thrilling flight |
kitfoxmike wrote:
> the next question is WHY? did they get stuck, from debrees. From where? the
tanks, the hoses, bad fuel?
My money is on the fact that it had not been run in a year...the bowls tend to
dry out.. sometimes it is varnish, sometimes a bit of corrosion. I was helping
a fellow KF flyer last week and he had not flown his for awhile. He had put
new carb boots on that only had (I think) 3.5 (or some rediculously low time)
flight hours on them since being installed... Just for giggles I gave them a
wiggle after two other KF pilots had just been under the cowl giving it a once
over before it was launched.. the rear carb boot was cracked damn near all the
way through. I know it would not have lasted long before things got ugly....
the moral of the story is, after prolonged storage periods, make sure you do
more of a "condition" inspection before you fly and not just a quick pre-flight.
This includes pulling the float bowls to check screens etc. Just a good
extra look to make sure you stack the deck in your favor.
--------
Leonard Perry
Soldotna AK
Avid "C" / Mk IV
582 IVO IFA
Full Lotus 1260
95% complete
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=130884#130884
Message 32
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| Subject: | Leading Edge Spar Retaining Pin |
That's because clevis pins are usually used in moving shear applications
e.g. axels for pulleys. The application on the 'Fox and the Avid is a
static shear application. Because I fold my wings after every flight I
keep
an eye peeled on the condition of the clevis pin and if it ever gets to
the
point where the cad plate is worn through I'll replace them.
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
> Lynn Matteson
> Sent: Friday, August 24, 2007 5:27 PM
> To: kitfox-list@matronics.com
> Subject: Re: Kitfox-List: Leading Edge Spar Retaining Pin
>
>
>
> You're welcome, John.
>
> I was gonna add this part earlier, but figured you didn't need
> another thing to worry about. Now that you've got a few hours older
> (joke), I think you can handle it. In Spruce's description of the
> clevis pins, it says: "Used with clevis forks and in secondary
> controls which are not subjected to continuous operation." Makes
> you wonder, doesn't it? :)
>
> Lynn Matteson
> Grass Lake, Michigan
> Kitfox IV Speedster w/Jabiru 2200
> flying w/395+ hrs
> do not archive
>
>
> On Aug 24, 2007, at 10:42 AM, John W. Hart wrote:
>
> > <akanka@kiamichiwb.org>
> >
> > Thanks Lynn. I have a Model IV also, and I was pretty sure I had
> > the right
> > critter, but I don't like guessing when it comes to parts as
> > critical as
> > these. I bought the aircraft already built, and have a lot of the
> > paperwork, but couldn't locate anything telling me EXACTLY
> what the
> > pin is.
> > I appreciate the help.
> > John Hart
> >
>
>
>
>
>
>
>
>
Message 33
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| Subject: | Re: A totally thrilling flight |
I emptied all the fuel from the system late last fall when I decided not to
install the skis for the winter. I expect that there was a layer of gum in
the float needles at that time. I have never seen any crud in any of the
sumps and they are dripped and checked before each flight.
Noel
> -----Original Message-----
> From: owner-kitfox-list-server@matronics.com
> [mailto:owner-kitfox-list-server@matronics.com] On Behalf Of
> kitfoxmike
> Sent: Friday, August 24, 2007 10:09 PM
> To: kitfox-list@matronics.com
> Subject: Kitfox-List: Re: A totally thrilling flight
>
>
> <customtrans@qwest.net>
>
> the next question is WHY? did they get stuck, from debrees.
> From where? the tanks, the hoses, bad fuel?
>
> --------
> kitfoxmike
> model IV, 1200
> speedster
> 912ul
> building
> RV7a
> slowbuild wings, fuse, finish kit
> "if you're not getting razzed from pilots or the FAA
> then you're not flying enough"
> Do not archive
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=130879#130879
>
>
>
>
>
>
>
>
>
>
>
Message 34
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| Subject: | Re: A totally thrilling flight |
My vote is with the varnish. It was probably there before I drained the
system late last fall.
Noel
> -----Original Message-----
> From: owner-kitfox-list-server@matronics.com
> [mailto:owner-kitfox-list-server@matronics.com] On Behalf Of akflyer
> Sent: Friday, August 24, 2007 10:20 PM
> To: kitfox-list@matronics.com
> Subject: Kitfox-List: Re: A totally thrilling flight
>
>
>
>
> kitfoxmike wrote:
> > the next question is WHY? did they get stuck, from debrees.
> From where? the tanks, the hoses, bad fuel?
>
>
> My money is on the fact that it had not been run in a
> year...the bowls tend to dry out.. sometimes it is varnish,
> sometimes a bit of corrosion. I was helping a fellow KF
> flyer last week and he had not flown his for awhile. He had
> put new carb boots on that only had (I think) 3.5 (or some
> rediculously low time) flight hours on them since being
> installed... Just for giggles I gave them a wiggle after two
> other KF pilots had just been under the cowl giving it a once
> over before it was launched.. the rear carb boot was cracked
> damn near all the way through. I know it would not have
> lasted long before things got ugly.... the moral of the story
> is, after prolonged storage periods, make sure you do more of
> a "condition" inspection before you fly and not just a quick
> pre-flight. This includes pulling the float bowls to check
> screens etc. Just a good extra look to make sure you stack
> the deck in your favor.
>
> --------
> Leonard Perry
> Soldotna AK
> Avid "C" / Mk IV
> 582 IVO IFA
> Full Lotus 1260
> 95% complete
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=130884#130884
>
>
>
>
>
>
>
>
>
>
>
Message 35
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| Subject: | Re: 582 engine adjustments |
I had one more brain cell fire while driving home. I remembered listening
to Tom Olenik on the ultraflightradio archives. He said that in the early
days they had a hard time getting the engines to idle. One fix was to cut
a rectangular slot in the back of the slides to let more air through. The
idea was to allow more charge into the cylinders at idle to compensate for
the loading of the prop. These carbs came from motorcycles engines that do
n't have a prop hanging on them at idle. Now all the Bing carbs for Rotax
aircraft engines come with slides that have a slot in the rear.
But now with the clutch, he had to file on the bottoms of the slides to g
et less air into the engine at idle; basically trying to undo the slot at t
he rear of the slide. Your trying to get the engine to idle at 1800 rpm or
less with no load and that's much less power (fuel air mix) than the carb
is currently set up for.
You might ask one of the companies that sell the clutch how they set up t
heir engines.
Good Day,
Mark Napier
- - - - - Appended by Scientific Atlanta, a Cisco company - - - - -
This e-mail and any attachments may contain information which is confiden
tial,
proprietary, privileged or otherwise protected by law. The information is
solely
intended for the named addressee (or a person responsible for delivering
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Message 36
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| Subject: | Re: A totally thrilling flight |
Let me guess.....auto fuel, right?
Lynn
On Aug 24, 2007, at 9:37 PM, Noel Loveys wrote:
>
> My vote is with the varnish. It was probably there before I
> drained the
> system late last fall.
>
> Noel
>
>> -----Original Message-----
>> From: owner-kitfox-list-server@matronics.com
>> [mailto:owner-kitfox-list-server@matronics.com] On Behalf Of akflyer
>> Sent: Friday, August 24, 2007 10:20 PM
>> To: kitfox-list@matronics.com
>> Subject: Kitfox-List: Re: A totally thrilling flight
>>
>>
>>
>>
>> kitfoxmike wrote:
>>> the next question is WHY? did they get stuck, from debrees.
>> From where? the tanks, the hoses, bad fuel?
>>
>>
>> My money is on the fact that it had not been run in a
>> year...the bowls tend to dry out.. sometimes it is varnish,
>> sometimes a bit of corrosion. I was helping a fellow KF
>> flyer last week and he had not flown his for awhile. He had
>> put new carb boots on that only had (I think) 3.5 (or some
>> rediculously low time) flight hours on them since being
>> installed... Just for giggles I gave them a wiggle after two
>> other KF pilots had just been under the cowl giving it a once
>> over before it was launched.. the rear carb boot was cracked
>> damn near all the way through. I know it would not have
>> lasted long before things got ugly.... the moral of the story
>> is, after prolonged storage periods, make sure you do more of
>> a "condition" inspection before you fly and not just a quick
>> pre-flight. This includes pulling the float bowls to check
>> screens etc. Just a good extra look to make sure you stack
>> the deck in your favor.
>>
>> --------
>> Leonard Perry
>> Soldotna AK
>> Avid "C" / Mk IV
>> 582 IVO IFA
>> Full Lotus 1260
>> 95% complete
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=130884#130884
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
Message 37
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| Subject: | Re: 582 engine adjustments |
We are running two 582's here with clutches..no problems on idle. It has to be
a carb adjustment, or a leaky seal I would think. Have you had a leak check
done?
--------
Leonard Perry
Soldotna AK
Avid "C" / Mk IV
582 IVO IFA
Full Lotus 1260
95% complete
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=130912#130912
Message 38
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|
Type 4? Type ones are lighter and more aftermarket parts available. Try
Culver props or Valley engineering llc for type one redrives. Search our
archives for many posts. Ron NB Ore 1915cc type 1 VW 1.6:1 redrive, 72:
Ivo
>From: "Bill Flick" <rflick@ovalinternet.net>
>To: <kitfox-list@matronics.com>
>Subject: Kitfox-List: vw eng
>Date: Fri, 24 Aug 2007 09:23:13 -0400
>
>hi . i am trying to find some info on useing the Type IV vw eng and would
>like to talk to anyone who might be useing one or know anything about them,
> i would like to put a redrive on the flywheel end and be able to run a
>longer prop (grnd adj). any info really appreciated. thanks bill flick
_________________________________________________________________
Tease your brain--play Clink! Win cool prizes!
http://club.live.com/clink.aspx?icid=clink_hotmailtextlink2
Message 39
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|
| Subject: | Re: Leaky fuel valve |
If you look at a snomobile, they use the same valves, might be able to get
one at a local dealer. Jim Chuk
PS I flew my Avid MK IV with the new Jabiru engine for the first time this
evening!!! I have a longer post on the Avid Yahoo groups about it.
>From: Michel Verheughe <michel@online.no>
>To: kitfox-list@matronics.com
>Subject: Re: Kitfox-List: Re: Leaky fuel valve
>Date: Fri, 24 Aug 2007 21:18:52 +0200
>
>
>On Aug 24, 2007, at 8:43 PM, akflyer wrote:
>>Is it one of these cute little valves?
>
>Yep! That's the cute little guy, Leonard. Thanks a lot! I agree, too cheap
>to bother to try to repair.
>
>Cheers,
>Michel Verheughe
>Norway
>Kitfox 3 - Jabiru 2200
>
>Do not archive
>
>
_________________________________________________________________
Messenger Caf open for fun 24/7. Hot games, cool activities served daily.
Visit now. http://cafemessenger.com?ocid=TXT_TAGHM_AugHMtagline
Message 40
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| Subject: | Re: Leaky fuel valve |
If you look at a snomobile, they use the same valves, might be able to get
one at a local dealer. Jim Chuk
PS I flew my Avid MK IV with the new Jabiru engine for the first time this
evening!!! I have a longer post on the Avid Yahoo groups about it.
>From: Michel Verheughe <michel@online.no>
>To: kitfox-list@matronics.com
>Subject: Re: Kitfox-List: Re: Leaky fuel valve
>Date: Fri, 24 Aug 2007 21:18:52 +0200
>
>
>On Aug 24, 2007, at 8:43 PM, akflyer wrote:
>>Is it one of these cute little valves?
>
>Yep! That's the cute little guy, Leonard. Thanks a lot! I agree, too cheap
>to bother to try to repair.
>
>Cheers,
>Michel Verheughe
>Norway
>Kitfox 3 - Jabiru 2200
>
>Do not archive
>
>
_________________________________________________________________
Messenger Caf open for fun 24/7. Hot games, cool activities served daily.
Visit now. http://cafemessenger.com?ocid=TXT_TAGHM_AugHMtagline
Message 41
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|
| Subject: | Re: Leaky fuel valve |
If you look at a snomobile, they use the same valves, might be able to get
one at a local dealer. Jim Chuk
PS I flew my Avid MK IV with the new Jabiru engine for the first time this
evening!!! I have a longer post on the Avid Yahoo groups about it.
>From: Michel Verheughe <michel@online.no>
>To: kitfox-list@matronics.com
>Subject: Re: Kitfox-List: Re: Leaky fuel valve
>Date: Fri, 24 Aug 2007 21:18:52 +0200
>
>
>On Aug 24, 2007, at 8:43 PM, akflyer wrote:
>>Is it one of these cute little valves?
>
>Yep! That's the cute little guy, Leonard. Thanks a lot! I agree, too cheap
>to bother to try to repair.
>
>Cheers,
>Michel Verheughe
>Norway
>Kitfox 3 - Jabiru 2200
>
>Do not archive
>
>
_________________________________________________________________
See what youre getting intobefore you go there
http://newlivehotmail.com/?ocid=TXT_TAGHM_migration_HM_viral_preview_0507
Message 42
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|
| Subject: | Re: Leading Edge Spar Retaining Pin |
I wonder if that doesn't refer to continuous movement. On my Avid MI IV, I
didn't drive my pins in all the way, maybe 1/8" high, after a bunch of hours
of flying, they were still in the same place. (they don't move around)
Jim Chuk Avid MK IV Jabiru 2200 (now flying)
>From: Lynn Matteson <lynnmatt@jps.net>
>To: kitfox-list@matronics.com
>Subject: Re: Kitfox-List: Leading Edge Spar Retaining Pin Date: Fri, 24 Aug
>2007 15:56:33 -0400
>
>
>You're welcome, John.
>
>I was gonna add this part earlier, but figured you didn't need another
>thing to worry about. Now that you've got a few hours older (joke), I
>think you can handle it. In Spruce's description of the clevis pins, it
>says: "Used with clevis forks and in secondary controls which are not
>subjected to continuous operation." Makes you wonder, doesn't it? :)
>
>Lynn Matteson
>Grass Lake, Michigan
>Kitfox IV Speedster w/Jabiru 2200
>flying w/395+ hrs
>do not archive
>
>
>On Aug 24, 2007, at 10:42 AM, John W. Hart wrote:
>
>>
>>Thanks Lynn. I have a Model IV also, and I was pretty sure I had the
>>right
>>critter, but I don't like guessing when it comes to parts as critical as
>>these. I bought the aircraft already built, and have a lot of the
>>paperwork, but couldn't locate anything telling me EXACTLY what the pin
>>is.
>>I appreciate the help.
>>John Hart
>>
>
>
_________________________________________________________________
Find a local pizza place, movie theater, and more.then map the best route!
http://maps.live.com/default.aspx?v=2&ss=yp.bars~yp.pizza~yp.movie%20theater&cp=42.358996~-71.056691&style=r&lvl=13&tilt=-90&dir=0&alt=-1000&scene-0607&encType=1&FORM=MGAC01
Message 43
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|
| Subject: | Re: Leaky fuel valve/multiple posts |
I know I'm still excited about flying the Jab in my Avid tonight for the
first time, but I swear I only hit the send button once. Sorry, Jim Chuk,
Avid MK IV, Jab
>>
>>
>>
>>
>>
>
>_________________________________________________________________
>Messenger Caf open for fun 24/7. Hot games, cool activities served
>daily. Visit now. http://cafemessenger.com?ocid=TXT_TAGHM_AugHMtagline
>
>
_________________________________________________________________
Learn.Laugh.Share. Reallivemoms is right place!
http://www.reallivemoms.com?ocid=TXT_TAGHM&loc=us
Message 44
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| Subject: | Re: A totally thrilling flight |
582 says it all ;-) Nobody know what's in the stuff. They keep changing
the formula.
Around here we have a full four seasons... Sometimes it feels like six
months of winter and six months of hard sledding. It's one of the reasons
I'm not too fussy about flying the 582 in the winter. That and trying to
find a place to get the plane out to one of the many frozen ponds.
Noel
> -----Original Message-----
> From: owner-kitfox-list-server@matronics.com
> [mailto:owner-kitfox-list-server@matronics.com] On Behalf Of
> Lynn Matteson
> Sent: Saturday, August 25, 2007 12:24 AM
> To: kitfox-list@matronics.com
> Subject: Re: Kitfox-List: Re: A totally thrilling flight
>
>
>
> Let me guess.....auto fuel, right?
>
> Lynn
>
> On Aug 24, 2007, at 9:37 PM, Noel Loveys wrote:
>
> <noelloveys@yahoo.ca>
> >
> > My vote is with the varnish. It was probably there before I
> > drained the
> > system late last fall.
> >
> > Noel
> >
> >> -----Original Message-----
> >> From: owner-kitfox-list-server@matronics.com
> >> [mailto:owner-kitfox-list-server@matronics.com] On Behalf
> Of akflyer
> >> Sent: Friday, August 24, 2007 10:20 PM
> >> To: kitfox-list@matronics.com
> >> Subject: Kitfox-List: Re: A totally thrilling flight
> >>
> >>
> <akflyer_2000@yahoo.com>
> >>
> >>
> >> kitfoxmike wrote:
> >>> the next question is WHY? did they get stuck, from debrees.
> >> From where? the tanks, the hoses, bad fuel?
> >>
> >>
> >> My money is on the fact that it had not been run in a
> >> year...the bowls tend to dry out.. sometimes it is varnish,
> >> sometimes a bit of corrosion. I was helping a fellow KF
> >> flyer last week and he had not flown his for awhile. He had
> >> put new carb boots on that only had (I think) 3.5 (or some
> >> rediculously low time) flight hours on them since being
> >> installed... Just for giggles I gave them a wiggle after two
> >> other KF pilots had just been under the cowl giving it a once
> >> over before it was launched.. the rear carb boot was cracked
> >> damn near all the way through. I know it would not have
> >> lasted long before things got ugly.... the moral of the story
> >> is, after prolonged storage periods, make sure you do more of
> >> a "condition" inspection before you fly and not just a quick
> >> pre-flight. This includes pulling the float bowls to check
> >> screens etc. Just a good extra look to make sure you stack
> >> the deck in your favor.
> >>
> >> --------
> >> Leonard Perry
> >> Soldotna AK
> >> Avid "C" / Mk IV
> >> 582 IVO IFA
> >> Full Lotus 1260
> >> 95% complete
> >>
> >>
> >>
> >>
> >> Read this topic online here:
> >>
> >> http://forums.matronics.com/viewtopic.php?p=130884#130884
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >
> >
> >
> >
> >
> >
>
>
>
>
>
>
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