Today's Message Index:
----------------------
1. 06:35 AM - Re: czech floats (Gregory Cronin)
2. 07:29 AM - Re: czech floats (dave)
3. 07:34 AM - Lowell's oil pressure problem. ?? (dave)
4. 10:46 AM - Re: Lowell's oil pressure problem. ?? (Lowell Fitt)
5. 10:54 AM - Re: Lowell's oil pressure problem. ?? (kerrjohna@comcast.net)
6. 01:16 PM - Re: Re: Tailwheel bolt went off.... and the rest (Lynn Matteson)
7. 01:24 PM - Re: Re: Tailwheel bolt went off.... and the rest (Michel Verheughe)
8. 01:30 PM - Re: Lowell's oil pressure problem. ?? (Michel Verheughe)
9. 01:42 PM - Re: Update on Lowell Fitt (stuart.jr)
10. 01:45 PM - Re: Lowell's oil pressure problem. ?? (dave)
11. 02:21 PM - Re: External Alternator for 912S on Model 7? (David Estapa)
12. 02:29 PM - Re: Lowell's oil pressure problem. ?? (Michael Gibbs)
13. 02:46 PM - Re: Tailwheel bolt went off.... and the rest (Tom Jones)
14. 03:51 PM - Re: Lowell's oil pressure problem. ?? (Rexinator)
15. 03:51 PM - Re: Lowell's oil pressure problem. ?? (Lowell Fitt)
16. 04:11 PM - Lowell's oil pressure problem. ?? (fox5flyer)
17. 04:19 PM - Re: Lowell's oil pressure problem. ?? (Marwynne Kuhn)
18. 04:52 PM - (MA Stanard)
19. 05:11 PM - Re: No Title (wingnut)
20. 05:20 PM - Re: Lowell's oil pressure problem. ?? (dave)
21. 05:27 PM - Re: Tailwheel bolt went off.... and the rest (dave)
22. 05:32 PM - Re: No Title (dave)
23. 06:35 PM - Re: (Lynn Matteson)
24. 08:44 PM - Re: External Alternator for 912S on Model 7? (paul wilson)
25. 09:02 PM - low oil pressure (akflyer)
26. 11:18 PM - Re: Re: Update on Lowell Fitt (Tom Stuart)
27. 11:19 PM - Re: Lowell's oil pressure problem. ?? (Michael Gibbs)
Message 1
| INDEX | Back to Main INDEX |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
Your always the right guy to share your knowledge when it comes to floats.
Thanks for the information.
I did a lot of work on the avid floats. Repainted them and powder
coated/anodized all the components. But never did fit them to the plane
because I thought they may not be enough float. I have plans to modify them
by adding another scallop to each side of the float but have not got to that
point.
I would be interested in any drawings you would be willing to share of your
new design.
Always good to hear from you.
greg
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Paul Seehafer
Sent: Tuesday, September 25, 2007 7:22 PM
Subject: Re: Kitfox-List: czech floats
Greg,
I have 25 years of float flying experience, with a total of 2200 hrs in
seaplanes. 1300 hours of that seaplane time has been in various light sport
type aircraft. I have a bit more than 30 hours in an amphibious Czech float
equipped Rans S-7 with a Rotax 100 hp 912s for power. Aircraft empty weight
on wheels around 670 lbs, and right close to 900 on floats. The floats are
the 4 wheel option 1150/1200a amphibs.
The floats work, but lack forward floatation, as well as total floatation
for the Rans (note how low the spreader bars are to the water in the
attached picture. Also, the rear seat passenger weight is actually is
helping keep the front of the floats up. Otherwise the bows would be
plowing water over the top when idling). The landing gear has no
suspension, and while the main gear does have a down lock, the nosegears are
held down purely by hydraulic pressure, consequently causing concerns about
gear collapse in the case of hydraulic failure, The hydraulic cyls also tend
to leak when sitting with the weight of the airplane on them. The other
problem with the floats is that they are approx 15 1/2 ft in length, and
that causes you not to be able to rotate well without dragging the heels
(which will consequently also keep you from leaving the water). This a a
common problem with many older float designs as well. While a long float
offers a nice ride and lots of good tracking and stability, they limit your
ability to take off short because you can't rotate into a steep attitude.
For those reasons I personally would always choose a short float over a long
one if the floatation was similar. Oh yeah, a Rans S-7 is longer than my
Kitfox IV by almost 5 ft, so the Kitfox would really suffer from not being
able to rotate due to the float being so long for the airplane. The Czech
floats on this Rans also only have 2 watertight compartments / pump outs.
That would never pass muster for a certified float, as it puts the airplane
at risk of capsizing if ever one compartment were to leak and fill with
water. The good news there is that the later Czech floats are known for not
leaking much water. But if you ever hit an underwater obstruction and poke
a hole in your float, you have little or no reserve buoyancy with 50% of one
float only left watertight.
Another thing I don't like about the Czech floats is they are
hydrodynamically very draggy. Example, last time I flew this Rans I was
doing a downwind takeoff in a 10 mph wind and no matter what I did I
couldn't get enough forward water speed to lift off. I tried everything,
but finally stopped and turned into the wind and took off no problem. That
whole issue is caused by too much reveted skin area causing excess water
drag and limiting the ability to accelerate on the step. And being that I
fly my Aerocet equipped Kitfox also, I guess I am spoiled as downwind
takeoffs are never a problem, even though I have 20 hp less than the Rans,
and less wing area. The Aerocets having a smooth fluted bottom have let me
acclerate easily for a takeoff at gross weight in a 25+ mph downwind before
(ps - don't try this at home - I've been flying floats for a lot of years...
Go into the wind like our flight instructors tell us to). I also don't like
the fact that there are no storage areas in the czech floats.
Ok, so what do I like about the Czech floats? Ground handling is good, and
brakes work pretty good or an amphib. Water rudders are sufficiently sized,
and the floats will get you off the water relatively quick as they use a
pretty flat bottom. Of course, since nothing is ever free, rough water is
not the Czech floats forte.
I currently am flying my Kitfox 912ul Model IV on Aerocet 1100 amphibs. It
weighs 630 lbs on wheels and 776 on amphibs. Those floats too have a lot of
issues, with underfloatation being the biggest problem, and a weak landing
gear second. But other than that it is hands down the best handling float
you will ever fly (I can do a 600-800 foot circular one float takeoff!
Yeah, they handle that good...)
Because I don't think we have a decent choice out there currently for an
amphib float for our planes, I designed my own with all the features I
wanted, and felt we need. I am in final design stages and will be going
into production soon (has been a MUCH bigger job than I ever expected. Oh
well, all good things take time they say...). I expect to have floats
available 1st qtr of 2008. Pricing is targeted to compete with the Czech
floats. And it will be an attractive float with a real landing gear and nice
storage (read as "Not anything weird"). I will let the group know here as
I progress with production. The Kitfox is one of my favorite airplanes, so
I hope to set up a Kitfox as one of the first airplanes on my new floats.
Paul Seehafer
ps - did those Avid amphibs not work out for your?
----- Original Message -----
From: "Gregory Cronin" <greg@case-assembly.com>
Sent: Monday, September 24, 2007 10:46 AM
Subject: RE: Kitfox-List: czech floats
> <greg@case-assembly.com>
>
> Is anyone here flying the Czech floats currently?
>
> If so please let us all know what you think.
>
> Thanks!
> gc
>
> 1:53 PM
>
>
>
8:02 AM
8:02 AM
Message 2
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: czech floats |
I will be interested in Paul's floats as well when he gets them ready.
I have Aerocet 1100s on 582 and they work well, like Paul says one of the best
handling floats on the water but a bit under floated. I could see them be near
not very good on a Subaru install. 582 ok but when dual with heavy load it
takes more to get up on step and a 582 is likely about 150 lbs less than a
Sub on the nose ... and the nose is where they seem under-floated the most.
That being said they are very aerodynamic and your speed loss will be far less
than some real draggy floats like Full lotus.
I think the Aerocet 1100 was set at 1100 displacement per float Before the Amphibs
were installed and hence loss some capability.
Landing gear is ok but if you operate off non smooth runways like i do with thousands
of takeoffs and landings your gear in time will fail . Seaplane ramps can
take there toll as well.
I have about 20 + videos up with float ones too www.cfisher.com and look for link .
--------
Rotax Dealer, Ontario Canada
Flying Videos and Kitfox Info
http://www.cfisher.com/
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=136536#136536
Message 3
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Lowell's oil pressure problem. ?? |
Lowell,
I have a friend who has bought a 912 ul Kitfox IV and he is not on this forum
but he has heard about your accident. Have you determined what the cause was
of your loss of oil pressure that happened on your plane ?
Certainly we can all learn from this hopefully.
Glad to have read that you and your wife survived the forced approach.
Dave
--------
Rotax Dealer, Ontario Canada
Flying Videos and Kitfox Info
http://www.cfisher.com/
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=136538#136538
Message 4
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Lowell's oil pressure problem. ?? |
Dave,
Thanks for the post and if you don't mind, I will use this opportunity for
an update. First, I have no real idea as to the cause of the low oil
pressure indication. A friend at the accident scene checked the oil tank
and it contained oil. Just how much, I don't know as he had never seen me
check the oil and he had no idea what full was.
Tomorrow marks the fourth week since the "rough" landing. Kay and I are
doing fine and are pretty much able to take care of each other. I am still
in the "clam shell" brace who a friend reminded me resembles almost exactly
the chest covering costume of the Ninja Turtles, though mine is a boring
white. Another friend mentioned that it would be a better design if it had
cup holders molded into it. That would be nice at times. It does make an
adequate table, though, when lying down eating.
I mention the brace as I am not allowed up without it and showering is
prohibited until at least the 6th week. For that reason I do need help with
a sponging off every other day and have help in that area. Kay can't do it
as she is still in her cast from the broken and pinned thumb.
I met with the FAA a couple of weeks ago and recieved calls from AIG and
NTSB. The former and latter are interested in having Rotax look at the
engine and instrumentation to determine the cause of the low oil indication.
And AIG was most helpful, reminding me that the passenger liability applied
to Kay, even though she was my wife. I couldn't be more happy with the
insurance company.
I can't finish whithout a mention of the big four. These are the documents
all three entities will be most interested in. Make sure your log book has
your latest BFR logged and it is current. Make sure your license and
medical are current and in your possesion and of course make sure the annual
condition inspection is logged in your aircraft log book. The FAA also
asked about the Airworthiness Certificate and the Registration. I told them
they were in the aircraft (where they should be) and where they would find
them.
The Kitfox is in a secured area of a nearby aircraft "boneyard" and I
finally recieved the copy of the insurance claim to file - the first came
shortly after the accident, but we had so many local friends cleaning up our
house for us we can't find anything anymore. I still have personal items in
the airplane - my small overnight bag etc. which are available to me as I
can arrange for a pick up, but the airpane, according to the FAA is
essentially owned by the insurance company, unless I make other
arrangements.
All in all everything is going well - stronger every day and the appetite is
improving despite the brace limiting both lung and stomach capacity. We are
in good spirits and are grateful for the support we have had from so many.
Thank you all so very much,
Lowell and Kay
----- Original Message -----
From: "dave" <dave@cfisher.com>
Sent: Wednesday, September 26, 2007 7:34 AM
Subject: Kitfox-List: Lowell's oil pressure problem. ??
>
> Lowell,
>
> I have a friend who has bought a 912 ul Kitfox IV and he is not on this
> forum but he has heard about your accident. Have you determined what the
> cause was of your loss of oil pressure that happened on your plane ?
>
> Certainly we can all learn from this hopefully.
>
> Glad to have read that you and your wife survived the forced approach.
>
> Dave
>
> --------
> Rotax Dealer, Ontario Canada
> Flying Videos and Kitfox Info
> http://www.cfisher.com/
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=136538#136538
>
>
>
Message 5
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Lowell's oil pressure problem. ?? |
Lowell, thank you so much for the update. You are in all of our thoughts and we
share to the extent possible what you are experiencing.
John Kerr
-------------- Original message --------------
From: "Lowell Fitt" <lcfitt@sbcglobal.net>
>
> Dave,
>
> Thanks for the post and if you don't mind, I will use this opportunity for
> an update. First, I have no real idea as to the cause of the low oil
> pressure indication. A friend at the accident scene checked the oil tank
> and it contained oil. Just how much, I don't know as he had never seen me
> check the oil and he had no idea what full was.
>
> Tomorrow marks the fourth week since the "rough" landing. Kay and I are
> doing fine and are pretty much able to take care of each other. I am still
> in the "clam shell" brace who a friend reminded me resembles almost exactly
> the chest covering costume of the Ninja Turtles, though mine is a boring
> white. Another friend mentioned that it would be a better design if it had
> cup holders molded into it. That would be nice at times. It does make an
> adequate table, though, when lying down eating.
>
> I mention the brace as I am not allowed up without it and showering is
> prohibited until at least the 6th week. For that reason I do need help with
> a sponging off every other day and have help in that area. Kay can't do it
> as she is still in her cast from the broken and pinned thumb.
>
> I met with the FAA a couple of weeks ago and recieved calls from AIG and
> NTSB. The former and latter are interested in having Rotax look at the
> engine and instrumentation to determine the cause of the low oil indication.
> And AIG was most helpful, reminding me that the passenger liability applied
> to Kay, even though she was my wife. I couldn't be more happy with the
> insurance company.
>
> I can't finish whithout a mention of the big four. These are the documents
> all three entities will be most interested in. Make sure your log book has
> your latest BFR logged and it is current. Make sure your license and
> medical are current and in your possesion and of course make sure the annual
> condition inspection is logged in your aircraft log book. The FAA also
> asked about the Airworthiness Certificate and the Registration. I told them
> they were in the aircraft (where they should be) and where they would find
> them.
>
> The Kitfox is in a secured area of a nearby aircraft "boneyard" and I
> finally recieved the copy of the insurance claim to file - the first came
> shortly after the accident, but we had so many local friends cleaning up our
> house for us we can't find anything anymore. I still have personal items in
> the airplane - my small overnight bag etc. which are available to me as I
> can arrange for a pick up, but the airpane, according to the FAA is
> essentially owned by the insurance company, unless I make other
> arrangements.
>
> All in all everything is going well - stronger every day and the appetite is
> improving despite the brace limiting both lung and stomach capacity. We are
> in good spirits and are grateful for the support we have had from so many.
>
> Thank you all so very much,
>
> Lowell and Kay
>
> ----- Original Message -----
> From: "dave"
> To:
> Sent: Wednesday, September 26, 2007 7:34 AM
> Subject: Kitfox-List: Lowell's oil pressure problem. ??
>
>
> >
> > Lowell,
> >
> > I have a friend who has bought a 912 ul Kitfox IV and he is not on this
> > forum but he has heard about your accident. Have you determined what the
> > cause was of your loss of oil pressure that happened on your plane ?
> >
> > Certainly we can all learn from this hopefully.
> >
> > Glad to have read that you and your wife survived the forced approach.
> >
> > Dave
> >
> > --------
> > Rotax Dealer, Ontario Canada
> > Flying Videos and Kitfox Info
> > http://www.cfisher.com/
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=136538#136538
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
>
>
>
<html><body>
<DIV>Lowell, thank you so much for the update. You are in all of our thoughts
and we share to the extent possible what you are experiencing.</DIV>
<DIV> </DIV>
<DIV>John Kerr</DIV>
<DIV> </DIV>
<BLOCKQUOTE style="PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: #1010ff 2px
solid">-------------- Original message -------------- <BR>From: "Lowell Fitt"
<lcfitt@sbcglobal.net> <BR><BR>> --> Kitfox-List message posted
by: "Lowell Fitt" <LCFITT@SBCGLOBAL.NET><BR>> <BR>> Dave, <BR>> <BR>>
Thanks for the post and if you don't mind, I will use this opportunity for
<BR>> an update. First, I have no real idea as to the cause of the low oil
<BR>> pressure indication. A friend at the accident scene checked the oil
tank <BR>> and it contained oil. Just how much, I don't know as he had never
seen me <BR>> check the oil and he had no idea what full was. <BR>> <BR>>
Tomorrow marks the fourth week since the "rough" landing. Kay and I are
<BR>> doing fine and are pretty much able to take care of each other. I am
still <BR>> in the "clam shell" brace who a friend reminded me resembles almost
exactly <BR>> the chest covering costume of
the Ni
nja Turtles, though mine is a boring <BR>> white. Another friend mentioned that
it would be a better design if it had <BR>> cup holders molded into it.
That would be nice at times. It does make an <BR>> adequate table, though,
when lying down eating. <BR>> <BR>> I mention the brace as I am not allowed
up without it and showering is <BR>> prohibited until at least the 6th
week. For that reason I do need help with <BR>> a sponging off every other
day and have help in that area. Kay can't do it <BR>> as she is still in her
cast from the broken and pinned thumb. <BR>> <BR>> I met with the FAA
a couple of weeks ago and recieved calls from AIG and <BR>> NTSB. The former
and latter are interested in having Rotax look at the <BR>> engine and instrumentation
to determine the cause of the low oil indication. <BR>> And
AIG was most helpful, reminding me that the passenger liability applied <BR>>
to Kay, even though she was my wife. I couldn't be
more
happy with the <BR>> insurance company. <BR>> <BR>> I can't finish whithout
a mention of the big four. These are the documents <BR>> all three entities
will be most interested in. Make sure your log book has <BR>> your latest
BFR logged and it is current. Make sure your license and <BR>> medical
are current and in your possesion and of course make sure the annual <BR>>
condition inspection is logged in your aircraft log book. The FAA also <BR>>
asked about the Airworthiness Certificate and the Registration. I told them
<BR>> they were in the aircraft (where they should be) and where they would
find <BR>> them. <BR>> <BR>> The Kitfox is in a secured area of a
nearby aircraft "boneyard" and I <BR>> finally recieved the copy of the insurance
claim to file - the first came <BR>> shortly after the accident, but
we had so many local friends cleaning up our <BR>> house for us we can't find
anything anymore. I still have personal items in
<BR>&g
t; the airplane - my small overnight bag etc. which are available to me as I <BR>>
can arrange for a pick up, but the airpane, according to the FAA is <BR>>
essentially owned by the insurance company, unless I make other <BR>>
arrangements. <BR>> <BR>> All in all everything is going well - stronger
every day and the appetite is <BR>> improving despite the brace limiting
both lung and stomach capacity. We are <BR>> in good spirits and are grateful
for the support we have had from so many. <BR>> <BR>> Thank you all so
very much, <BR>> <BR>> Lowell and Kay <BR>> <BR>> ----- Original
Message ----- <BR>> From: "dave" <DAVE@CFISHER.COM><BR>> To: <KITFOX-LIST@MATRONICS.COM><BR>>
Sent: Wednesday, September 26, 2007 7:34 AM <BR>>
Subject: Kitfox-List: Lowell's oil pressure problem. ?? <BR>> <BR>> <BR>>
> --> Kitfox-List message posted by: "dave" <DAVE@CFISHER.COM><BR>>
> <BR>> > Lowell, <BR>> > <BR>>
; >
=====
<pre><b><font size=2 color="#000000" face="courier new,courier">
</b></font></pre></body></html>
Message 6
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Tailwheel bolt went off.... and the rest |
It seems to me that it would depend on the relative strength of the
three leaves versus the one-, or two-leaf spring that it is
replacing. When I take my plane with its three-leaf spring out of the
hangar, it goes over a bumpy area and the tail bounces up and down a
bit, and I can see the leaves flexing, so I know the spring action is
taking place and not just remaining stiff and transmitting that
energy straight up into the tail.
I also got to thinking about how much weight is back there. Mine
weighed 43 pounds empty at the weigh-in, but the plane never flies
empty, so fuel and pilot weight have to be
considered when you think about how much weight the spring has to
support. I can easily lift my tail when the tanks (26 US gallons) are
low, but it becomes a chore when they are full.
Lynn Matteson
Grass Lake, Michigan
Kitfox IV Speedster w/Jabiru 2200
flying w/400+ hrs
On Sep 26, 2007, at 2:01 AM, Michel Verheughe wrote:
>
>
> On Sep 26, 2007, at 2:48 AM, dave wrote:
>> looks like it has been repaired before?
>> Rusty too ?
>
> .... Okay, when I read Michel's email yesterday night, it was
> through my ISP web interface and I didn't see the photos (plain-
> text-only interface). Today, Dave's answer made me think there was
> some photos attached. I went to the forum.matronics.com and saw
> them. Yes, there is a bit of rust there but ... it brought a
> question to my mind.
> My Kitfox model 3 was delivered and built with one spring leaf that
> lasted about 950 landings before breaking. I have now a new main
> leaf and a 'helper.' I read that most people (and John sells) a
> three-leafs set. I see that it is what Michel has. Then I wonder.
> If the plane is designed for one leaf and it is later changed to
> three ... is it wise? I mean, three leaves doesn't reduce the load
> on the tail when landing or taxiing on rough surface. If it
> prevents the spring to break, doesn't it then invite rupture to
> happen somewhere else? Just wondering.
>
> Cheers,
> Michel Verheughe
> Norway
> Kitfox 3 - Jabiru 2200
Message 7
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Tailwheel bolt went off.... and the rest |
On Sep 26, 2007, at 8:35 AM, Michel Dierick wrote:
> I already decided to change this in a air-chamber like the one on my
> glider, but this is only a minor problem now.
The original Maule gave me a hard ride on asphalt, Michel, and I
changed it for the Homebuilder one found on Aircraft Spruce. I am very
pleased with it. The inflatable ones with inner tubes are, of course,
softer, but heavier and I didn't wanted to upset my weight & balance.
> Off-topic
> I'm in Gent next week, I'll send you the pictures of the "Rue des deux
> ponts - tweebruggenstraat"
Dank je wel! :-)
Michel Verheughe
Norway
Kitfox 3 - Jabiru 2200
do not archive
Message 8
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Lowell's oil pressure problem. ?? |
On Sep 26, 2007, at 7:45 PM, Lowell Fitt wrote:
> All in all everything is going well - stronger every day and the
> appetite is improving despite the brace limiting both lung and stomach
> capacity. We are in good spirits and are grateful for the support we
> have had from so many.
Good to hear from you, Lowell! May I ask you: since you ended upside
down, you pitchpoled, didn't you? How did it happen? An obstacle on the
ground?
Cheers,
Michel Verheughe
Norway
Kitfox 3 - Jabiru 2200
Do not archive
Message 9
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Update on Lowell Fitt |
Do we have a more complete description of this emergency off-field landing, and
the execution of it, because of 'low oil pressure'? what was it that prevented
a return to base?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=136611#136611
Message 10
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Lowell's oil pressure problem. ?? |
Lowell , thanks for update. And please let us know what the cause was to low oil
pressure " indication" Was there any evidence of low oil pressure other than
the gauge? IE increased temps, engine noise etc ?
you said that oil was found in tank which is good but was it being pumped or just
not indicated ? There are thousands of 912s out there and hopefully we
can find out what happened.
Dave
> Posted: Wed Sep 26, 2007 10:34 am Post subject: Lowell's oil pressure problem.
??
>
> --------------------------------------------------------------------------------
>
> Lowell,
>
> I have a friend who has bought a 912 ul Kitfox IV and he is not on this forum
but he has heard about your accident. Have you determined what the cause was
of your loss of oil pressure that happened on your plane ?
>
> Certainly we can all learn from this hopefully.
>
> Glad to have read that you and your wife survived the forced approach.
>
> Dave
>
>
--------
Rotax Dealer, Ontario Canada
Flying Videos and Kitfox Info
http://www.cfisher.com/
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=136612#136612
Message 11
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: External Alternator for 912S on Model 7? |
The pad for the vacuum pump on the 912 series will also take an
alternator. Does anyone know of a pad mounted alternator that will fit a
912S? I have done a google search but none specifically say they will fit
the 912.
C. David Estapa
Woodstock, Georgia
N97DE S5TD 912ULS (Phase 1)
On Sun, 23 Sep 2007 19:34:35 EDT CDE2fly@aol.com writes:
Does anyone on the board have experience with the Rotax external
alternator and the 912S/Model 7 combination? I'm nearing the completion
of Kitfox 7 and will need more electrical power than is available with
the internal alternator. I'm wondering if the alternator will fit under
the cowl.
Thanks for the help,
Chris
See what's new ="_blank">Make AOL Your Homepage.
Message 12
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Lowell's oil pressure problem. ?? |
Michel asks:
>Good to hear from you, Lowell! May I ask you: since you ended upside
>down, you pitchpoled, didn't you? How did it happen? An obstacle on
>the ground?
I can't speak for Lowell but from the photos I've seen, the airplane
was upright when it came to rest, Michel.
Mike G.
N728KF
Phoenix, AZ
Message 13
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Tailwheel bolt went off.... and the rest |
> so can anybody send me some good clear pictures of this tail section (before
covering) so that I can see how the fuselage should be normally ?
Michel, here is a picture of a Classic 4 tail wheel bolt tubing. Note the drain
holes in the fabric to let the rain water out.
--------
Tom Jones
Classic IV, Phase one
503 Rotax, 72 inch Two blade Warp
Ellensburg, WA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=136628#136628
Attachments:
http://forums.matronics.com//files/tail_spring_bolt_tubing1_146.jpg
Message 14
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Lowell's oil pressure problem. ?? |
Lowell,
Glad that you both are doing better and will recover.
This incident makes me wonder about the fantastic claims of some oil
additives that show engines running with the drain plug removed and zero
oil pressure for long periods. Prolong is a brand that comes to mind.
I'm not wanting to start a oil debate, really. Just wondering if it
would have worked.
--
Rex Hefferan
SE Colorado / K-II / 582-C / still waiting repairs
Lowell Fitt wrote:
>
> I met with the FAA a couple of weeks ago and recieved calls from AIG
> and NTSB. The former and latter are interested in having Rotax look
> at the engine and instrumentation to determine the cause of the low
> oil indication. And AIG was most helpful, reminding me that the
> passenger liability applied to Kay, even though she was my wife. I
> couldn't be more happy with the insurance company.
>
Message 15
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Lowell's oil pressure problem. ?? |
To reply to some good quetions:
We took off at about 0620 or so with the plan to meet up with two other
airplanes, a Rans S6 and a Model IV Kitfox at Placerville about 15 to 20
miles east. It was actually to have been a flight of 4 but Keith called
about 6:15 reporting battery problems and that he would be aborting the
trip. As Kay and I climbed out, I noticed that we had entered an inversion
layer about 600 ft agl which resulted in oil and CHT temps 20 or so degrees
higher than I usually see. We were in the middle of a hot spell and
inversion layers are common in the mornings sometimes hitting the 90s. I
shallowed the climb to more of a cruise climb and kept monitering the temps
which resulted in eye contact when the oil temps dropped.
Cameron Park is over the second ridge of low hills that change the flat
Central Valley of California to the steep Sierra Nevada Mountains. Flying
east we were getting into more rolling hills with few open areas and fewer
areas of flat terrain. Most of the trees are oak with a few straggley
pines, with manzanita and redbud and small tree like bushes. From the air,
for the most part, the ground is forested as described.
At the time of the low oil pressure indication, we were over a clearing,
probably 100 yards on a diameter or so. Power lines were in the north edge
and we both saw them. I simply made a decision to get it onto the ground
while I had some control and proceeded to do that. I have avoided thinking
too much about alternatives to what I did, simply because of the mostly
satisfactory outcome and the fact that any other thing I might have done
introduces as many, as bad as, or worse, outcome possibilities as good ones
or better. Returning to the field would indeed have been a possibility if I
had continued to climb at best rate, ignoring the temps, or just had ignored
the oil pressure indication and continues to climb until engine stop. As I
said, these add up to a whole new set of possibilities good and bad. The
problem here is that if I had made these decisions, it would have been
primarily to save the airplane, and after lots of reading, including here on
the list, most wisdom suggests that the airplane is the only thing involved
in the experience that can be replaced.
Once on the ground and looking over at Kay and asking if she was OK and
getting a positive response was all I needed to ratify my decision. Having
not gotten that response, I can only imagine the second guessing I would
have subjected myself to for the past four weeks and likely for the rest of
my life.
I might say also, and Kay and I have discussed it in depth, neither of us
were frightened through the whole thing. That falls in the face of what I
would have predicted. She trusted in me and I trusted in the airplane to do
what I wanted it to do.
That said, though, even though I have had lots of short field landings with
the adventure group I have flown with, I should have worked harder in
practicing for this sort of event as others have done. As we approached the
ground we were still a bit high and running out of clearing, I pitched up
and gave it what throttle it would take to try to get behind the power curve
as I needed to get it onto the ground as quickly and softly as possible.
After this I have no memory. We were both conscious on the ground and
rolled out or the airplane on our own. The airplane never went inverted
despite news reports to the contrary. Witnesses said we came to rest on the
top of a little knoll near a road at the edge of the clearing. It was on
this road that the emergency personnel used to get to us. The land owner
was in his barn doing morning chores and was at plane side within a minute,
cell phone in hand. I can't help it, but tears come to my eyes every time I
see him in my memory standing over my wife with a look on his face that
shouted his concern for us - total strangers. A county sherriff car
appeared within another minute and EMT and fire all within 10 minutes.
I welcomed oxygen as I had cracked ribs and my inabity to catch my breath
was my greatest concern at the time. We were both initially strapped to
back boards as a precaution and taken to a local emergency center. Later
that day we were transferred to the facility where we have our health
insurance, Kaiser Premanente. We were told initially, that we had landed in
a friend's back yard who was a big mover in the sheriff's search and rescue
posse. It turned out to have been his neighbor, though.
This is pretty much as I reported it to FAA with a bit more detail here for
friends. If any have other questions, I will try to answer them as best I
can.
Regards,
Lowell
----- Original Message -----
From: "Michel Verheughe" <michel@online.no>
Sent: Wednesday, September 26, 2007 1:27 PM
Subject: Re: Kitfox-List: Lowell's oil pressure problem. ??
>
> On Sep 26, 2007, at 7:45 PM, Lowell Fitt wrote:
>> All in all everything is going well - stronger every day and the appetite
>> is improving despite the brace limiting both lung and stomach capacity.
>> We are in good spirits and are grateful for the support we have had from
>> so many.
>
> Good to hear from you, Lowell! May I ask you: since you ended upside down,
> you pitchpoled, didn't you? How did it happen? An obstacle on the ground?
>
> Cheers,
> Michel Verheughe
> Norway
> Kitfox 3 - Jabiru 2200
>
> Do not archive
>
>
>
Message 16
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Lowell's oil pressure problem. ?? |
Thanks for sharing this with us Lowell. I'm happy that you and Kay are
doing okay. I think we all know that hindsight is generally 20-20 and all
the what-ifs and second guessing won't change a thing. When these things
happen there is very little time to mull things over and instincts take
control and we react the best we can. From what I can see your judgment
saved the lives of both of you and I commend you for that. Again, thanks
for letting us know what happened.
My best regards,
Deke
----- Original Message -----
From: "Lowell Fitt" <lcfitt@sbcglobal.net>
Sent: Wednesday, September 26, 2007 5:50 PM
Subject: Re: Kitfox-List: Lowell's oil pressure problem. ??
>
> To reply to some good quetions:
>
> We took off at about 0620 or so with the plan to meet up with two other
> airplanes, a Rans S6 and a Model IV Kitfox at Placerville about 15 to 20
> miles east. It was actually to have been a flight of 4 but Keith called
> about 6:15 reporting battery problems and that he would be aborting the
> trip. As Kay and I climbed out, I noticed that we had entered an
> inversion layer about 600 ft agl which resulted in oil and CHT temps 20 or
> so degrees higher than I usually see. We were in the middle of a hot
> spell and inversion layers are common in the mornings sometimes hitting
> the 90s. I shallowed the climb to more of a cruise climb and kept
> monitering the temps which resulted in eye contact when the oil temps
> dropped.
>
> Cameron Park is over the second ridge of low hills that change the flat
> Central Valley of California to the steep Sierra Nevada Mountains. Flying
> east we were getting into more rolling hills with few open areas and fewer
> areas of flat terrain. Most of the trees are oak with a few straggley
> pines, with manzanita and redbud and small tree like bushes. From the
> air, for the most part, the ground is forested as described.
>
> At the time of the low oil pressure indication, we were over a clearing,
> probably 100 yards on a diameter or so. Power lines were in the north
> edge and we both saw them. I simply made a decision to get it onto the
> ground while I had some control and proceeded to do that. I have avoided
> thinking too much about alternatives to what I did, simply because of the
> mostly satisfactory outcome and the fact that any other thing I might have
> done introduces as many, as bad as, or worse, outcome possibilities as
> good ones or better. Returning to the field would indeed have been a
> possibility if I had continued to climb at best rate, ignoring the temps,
> or just had ignored the oil pressure indication and continues to climb
> until engine stop. As I said, these add up to a whole new set of
> possibilities good and bad. The problem here is that if I had made these
> decisions, it would have been primarily to save the airplane, and after
> lots of reading, including here on the list, most wisdom suggests that the
> airplane is the only thing involved in the experience that can be
> replaced.
>
> Once on the ground and looking over at Kay and asking if she was OK and
> getting a positive response was all I needed to ratify my decision.
> Having not gotten that response, I can only imagine the second guessing I
> would have subjected myself to for the past four weeks and likely for the
> rest of my life.
>
> I might say also, and Kay and I have discussed it in depth, neither of us
> were frightened through the whole thing. That falls in the face of what I
> would have predicted. She trusted in me and I trusted in the airplane to
> do what I wanted it to do.
>
> That said, though, even though I have had lots of short field landings
> with the adventure group I have flown with, I should have worked harder in
> practicing for this sort of event as others have done. As we approached
> the ground we were still a bit high and running out of clearing, I
> pitched up and gave it what throttle it would take to try to get behind
> the power curve as I needed to get it onto the ground as quickly and
> softly as possible. After this I have no memory. We were both conscious
> on the ground and rolled out or the airplane on our own. The airplane
> never went inverted despite news reports to the contrary. Witnesses said
> we came to rest on the top of a little knoll near a road at the edge of
> the clearing. It was on this road that the emergency personnel used to
> get to us. The land owner was in his barn doing morning chores and was at
> plane side within a minute, cell phone in hand. I can't help it, but
> tears come to my eyes every time I see him in my memory standing over my
> wife with a look on his face that shouted his concern for us - total
> strangers. A county sherriff car appeared within another minute and EMT
> and fire all within 10 minutes.
>
> I welcomed oxygen as I had cracked ribs and my inabity to catch my breath
> was my greatest concern at the time. We were both initially strapped to
> back boards as a precaution and taken to a local emergency center. Later
> that day we were transferred to the facility where we have our health
> insurance, Kaiser Premanente. We were told initially, that we had landed
> in a friend's back yard who was a big mover in the sheriff's search and
> rescue posse. It turned out to have been his neighbor, though.
>
> This is pretty much as I reported it to FAA with a bit more detail here
> for friends. If any have other questions, I will try to answer them as
> best I can.
>
> Regards,
>
> Lowell
> ----- Original Message -----
> From: "Michel Verheughe" <michel@online.no>
> To: <kitfox-list@matronics.com>
> Sent: Wednesday, September 26, 2007 1:27 PM
> Subject: Re: Kitfox-List: Lowell's oil pressure problem. ??
>
>
>>
>> On Sep 26, 2007, at 7:45 PM, Lowell Fitt wrote:
>>> All in all everything is going well - stronger every day and the
>>> appetite is improving despite the brace limiting both lung and stomach
>>> capacity. We are in good spirits and are grateful for the support we
>>> have had from so many.
>>
>> Good to hear from you, Lowell! May I ask you: since you ended upside
>> down, you pitchpoled, didn't you? How did it happen? An obstacle on the
>> ground?
>>
>> Cheers,
>> Michel Verheughe
>> Norway
>> Kitfox 3 - Jabiru 2200
>>
>> Do not archive
>>
>>
>>
>>
>>
>
>
>
Message 17
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Lowell's oil pressure problem. ?? |
Just short comment about your incident. I am so glad it came out as well
as it did. I have been in a similar situation , forced landing the some
trees.
I believe you made the right decisions. You are here to tell the story
(very good). Everybody will try to second guess you, don't let it bother
you. They weren't the Pilot in command and you were very successful.
They goodness you and your lady are safe and doing better.
Great to hear you back on the group.
Marwynne
A Crash survivor.
----- Original Message ----
From: "Lowell Fitt" <lcfitt@sbcglobal.net>
Sent: Wednesday, September 26, 2007 5:50 PM
Subject: Re: Kitfox-List: Lowell's oil pressure problem. ??
>
> To reply to some good quetions:
>
> We took off at about 0620 or so with the plan to meet up with two other
> airplanes, a Rans S6 and a Model IV Kitfox at Placerville about 15 to 20
> miles east. It was actually to have been a flight of 4 but Keith called
> about 6:15 reporting battery problems and that he would be aborting the
> trip. As Kay and I climbed out, I noticed that we had entered an
> inversion layer about 600 ft agl which resulted in oil and CHT temps 20 or
> so degrees higher than I usually see. We were in the middle of a hot
> spell and inversion layers are common in the mornings sometimes hitting
> the 90s. I shallowed the climb to more of a cruise climb and kept
> monitering the temps which resulted in eye contact when the oil temps
> dropped.
>
> Cameron Park is over the second ridge of low hills that change the flat
> Central Valley of California to the steep Sierra Nevada Mountains. Flying
> east we were getting into more rolling hills with few open areas and fewer
> areas of flat terrain. Most of the trees are oak with a few straggley
> pines, with manzanita and redbud and small tree like bushes. From the
> air, for the most part, the ground is forested as described.
>
> At the time of the low oil pressure indication, we were over a clearing,
> probably 100 yards on a diameter or so. Power lines were in the north
> edge and we both saw them. I simply made a decision to get it onto the
> ground while I had some control and proceeded to do that. I have avoided
> thinking too much about alternatives to what I did, simply because of the
> mostly satisfactory outcome and the fact that any other thing I might have
> done introduces as many, as bad as, or worse, outcome possibilities as
> good ones or better. Returning to the field would indeed have been a
> possibility if I had continued to climb at best rate, ignoring the temps,
> or just had ignored the oil pressure indication and continues to climb
> until engine stop. As I said, these add up to a whole new set of
> possibilities good and bad. The problem here is that if I had made these
> decisions, it would have been primarily to save the airplane, and after
> lots of reading, including here on the list, most wisdom suggests that the
> airplane is the only thing involved in the experience that can be
> replaced.
>
> Once on the ground and looking over at Kay and asking if she was OK and
> getting a positive response was all I needed to ratify my decision.
> Having not gotten that response, I can only imagine the second guessing I
> would have subjected myself to for the past four weeks and likely for the
> rest of my life.
>
> I might say also, and Kay and I have discussed it in depth, neither of us
> were frightened through the whole thing. That falls in the face of what I
> would have predicted. She trusted in me and I trusted in the airplane to
> do what I wanted it to do.
>
> That said, though, even though I have had lots of short field landings
> with the adventure group I have flown with, I should have worked harder in
> practicing for this sort of event as others have done. As we approached
> the ground we were still a bit high and running out of clearing, I
> pitched up and gave it what throttle it would take to try to get behind
> the power curve as I needed to get it onto the ground as quickly and
> softly as possible. After this I have no memory. We were both conscious
> on the ground and rolled out or the airplane on our own. The airplane
> never went inverted despite news reports to the contrary. Witnesses said
> we came to rest on the top of a little knoll near a road at the edge of
> the clearing. It was on this road that the emergency personnel used to
> get to us. The land owner was in his barn doing morning chores and was at
> plane side within a minute, cell phone in hand. I can't help it, but
> tears come to my eyes every time I see him in my memory standing over my
> wife with a look on his face that shouted his concern for us - total
> strangers. A county sherriff car appeared within another minute and EMT
> and fire all within 10 minutes.
>
> I welcomed oxygen as I had cracked ribs and my inabity to catch my breath
> was my greatest concern at the time. We were both initially strapped to
> back boards as a precaution and taken to a local emergency center. Later
> that day we were transferred to the facility where we have our health
> insurance, Kaiser Premanente. We were told initially, that we had landed
> in a friend's back yard who was a big mover in the sheriff's search and
> rescue posse. It turned out to have been his neighbor, though.
>
> This is pretty much as I reported it to FAA with a bit more detail here
> for friends. If any have other questions, I will try to answer them as
> best I can.
>
> Regards,
>
> Lowell
> ----- Original Message -----
> From: "Michel Verheughe" <michel@online.no>
> To: <kitfox-list@matronics.com>
> Sent: Wednesday, September 26, 2007 1:27 PM
> Subject: Re: Kitfox-List: Lowell's oil pressure problem. ??
>
>
>>
>> On Sep 26, 2007, at 7:45 PM, Lowell Fitt wrote:
>>> All in all everything is going well - stronger every day and the
>>> appetite is improving despite the brace limiting both lung and stomach
>>> capacity. We are in good spirits and are grateful for the support we
>>> have had from so many.
>>
>> Good to hear from you, Lowell! May I ask you: since you ended upside
>> down, you pitchpoled, didn't you? How did it happen? An obstacle on the
>> ground?
>>
>> Cheers,
>> Michel Verheughe
>> Norway
>> Kitfox 3 - Jabiru 2200
>>
>> Do not archive
>>
>>
>>
>>
>>
>
>
>
Message 18
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
Hello all fellow foxers,
After all the posts about tail wheel trouble I feel obligated to share
an incident that occurred on September 1, 2007. My son and I were
taking off in our Model V when just before rotation I lost all control.
The plane veered left and made a 45 degree beeline to the side of the
run way which sat on top of a hill. There was no swerving left or
right. There was just no control. We cartwheeled nose over wing and
ended upside down. The plane was a total loss. My son and I were
unharmed but our hearts were broken. The FAA investigator says it may
have possibly been due to a broken bolt that held the assembly together.
My son happened to be filming our takeoff from the cockpit so I have
the whole thing on DVD. I am only posting this in hopes that it will
save further heartache in the future. I welcome any questions that
anyone may have.
Michael Stanard
Crumpled Model V
Message 19
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
Sorry to hear about your loss. Glad no one was hurt. I was wondering if you could
share some more info about that bolt. What assembly does it hold together?
> The FAA investigator says it may have possibly been due to a broken bolt that
held the assembly together.
--------
Luis Rodriguez
Model IV 1200
Rotax 912UL
Flying Weekly
Laurens, SC (34A)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=136652#136652
Message 20
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Lowell's oil pressure problem. ?? |
Good job on the forced approach Lowell.
I have been flying for nearly 30 years and had 4 realtime forced approaches myself
in various aircraft.
-loss of power Cessna - landed at International airport
- carb fell off - Rotax home built - landed in field fixed and took off again
- carbon fouled plug on single ignition hombuilt - landed in field fixed and
took off again
- prop departure - home built - dead-sticked into field, got a trailer , loaded
and took back to shop. Could not fly out as the engine was hanging by just
a few bolts and lines, some were sheared off.
It is a sudden shock when it happens and the latter of the 4 incidents was the
most sudden and shocking as the windshield blew out , door s popped open and dash
literally fell into lap. Luckily I did ok on it and never even had to do
a diaper change
Anyone who would second guess a forced approach has likely never had one. You likely have seen them but i did a few dead-stick videos on you tube last year as well as an airstart. go to www.cfisher.com look for link to you tube .
Please ;et us know what caused the low oil temps and pressure . Was it a 912 UL
or 912 s ?
Dave
--------
Rotax Dealer, Ontario Canada
Flying Videos and Kitfox Info
http://www.cfisher.com/
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=136657#136657
Message 21
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Tailwheel bolt went off.... and the rest |
Michel ,
I took some pics for you of my tubes inside the inspection hole.
hope this helps you.
PS -- You will notice I found my missing Garmin antenna. THANKS !!
--------
Rotax Dealer, Ontario Canada
Flying Videos and Kitfox Info
http://www.cfisher.com/
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=136658#136658
Attachments:
http://forums.matronics.com//files/tailwheel_016_131.jpg
Message 22
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
Michael , Whoa !! sorry to hear this .
Sounds like the rudder got stuck somehow ?
Glad that you are both ok.
Dave
--------
Rotax Dealer, Ontario Canada
Flying Videos and Kitfox Info
http://www.cfisher.com/
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=136659#136659
Message 23
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
Oh, no, Michael! Damn. I'm glad you both got out of it ok. Man, this
is truly shocking, and sad.
Lynn
On Sep 26, 2007, at 7:51 PM, MA Stanard wrote:
> Hello all fellow foxers,
>
> After all the posts about tail wheel trouble I feel obligated to
> share an incident that occurred on September 1, 2007. My son and I
> were taking off in our Model V when just before rotation I lost all
> control. The plane veered left and made a 45 degree beeline to
> the side of the run way which sat on top of a hill. There was no
> swerving left or right. There was just no control. We cartwheeled
> nose over wing and ended upside down. The plane was a total loss.
> My son and I were unharmed but our hearts were broken. The FAA
> investigator says it may have possibly been due to a broken bolt
> that held the assembly together. My son happened to be filming our
> takeoff from the cockpit so I have the whole thing on DVD. I am
> only posting this in hopes that it will save further heartache in
> the future. I welcome any questions that anyone may have.
>
> Michael Stanard
> Crumpled Model V
> http://www.matronics.com/Navigator?Kitfox-List_-
> ============================================================ _-
> forums.matronics.com_-
> ===========================================================
Message 24
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: External Alternator for 912S on Model 7? |
Yes the Rotax electrical power leaves something to improve upon.
Nobody wants the vac pump location because the rpms at that location
are way to low = low amps.
Best bet is the belt driven unit which has an added pulley behind the
prop. Some cowls will need a small bubble.
The Europa guys put an alt on the end of the crank, but the Kitfox
engine truss and short clearances will defeat that concept.
I tried to design a stator pulley to avoid the bubble but could not
find enough clearance for even the smallest alt.
The front belt might work with a John Deere PM alt without a bubble
since the alt is so small. Seems like I remember that alt was around
20a? I suspect you will have to design your own brackets.
Do a Google search for a Canadian source version of the big buck
Rotax auxiliary belt driven alt.
Paul
==================
At 03:19 PM 9/26/2007, you wrote:
>The pad for the vacuum pump on the 912 series will also take an
>alternator. Does anyone know of a pad mounted alternator that will
>fit a 912S? I have done a google search but none specifically say
>they will fit the 912.
>
>C. David Estapa
>Woodstock, Georgia
>N97DE S5TD 912ULS (Phase 1)
>
>
>On Sun, 23 Sep 2007 19:34:35 EDT
><mailto:CDE2fly@aol.com>CDE2fly@aol.com writes:
>Does anyone on the board have experience with the Rotax external
>alternator and the 912S/Model 7 combination? I'm nearing the
>completion of Kitfox 7 and will need more electrical power than is
>available with the internal alternator. I'm wondering if the
>alternator will fit under the cowl.
>
>Thanks for the help,
>
>Chris
Message 25
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | low oil pressure |
interesting reading
http://www.tsb.gc.ca/en/reports/air/1997/a97o0055/a97o0055.asp?print_view=1
--------
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=136704#136704
Message 26
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Update on Lowell Fitt |
Stuart:
Saw your name. Contact me off the lisr at: tstuarticehouse.net (Speedster-
CDAL, ID.)
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of stuart.jr
Sent: Wednesday, September 26, 2007 1:42 PM
Subject: Kitfox-List: Re: Update on Lowell Fitt
Do we have a more complete description of this emergency off-field landing,
and the execution of it, because of 'low oil pressure'? what was it that
prevented a return to base?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=136611#136611
Message 27
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Lowell's oil pressure problem. ?? |
After my accident my passenger and I spent some time discussing the
what-ifs. What if we had been higher? What if the plane had rolled
to the right rather than the left? What if...? Obviously, you can
play that game both ways. What if we had been lower? What if we had
hit harder? It didn't take long to realize that such musing were
worse than pointless.
It's easy to be a Monday morning quarterback but Lowell's right. The
way to produce a successful outcome in an emergency situation is to
practice that situation until your responses become instinctive.
Mike G.
N728KF
Phoenix, AZ
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|