Today's Message Index:
----------------------
1. 05:44 AM - Re: Re: Carb Heat (kitfoxjunky)
2. 06:42 AM - Re: Re: Carb Heat (Noel R. C. Loveys)
3. 07:13 AM - Re: Left Rudder on 582 powered Kitfox II (Noel R. C. Loveys)
4. 07:50 AM - Re: Left Rudder on Kitfox II (Noel R. C. Loveys)
5. 08:02 AM - Re: Left Rudder on 582 powered Kitfox II (Noel R. C. Loveys)
6. 08:41 AM - Re: (Lowell Fitt)
7. 03:13 PM - New to the community (Lugo, Jose A CW4 MIL USA TRADOC)
8. 04:22 PM - Re: New to the community (Donroutledge@aol.com)
9. 05:13 PM - Re: New to the community (RAY Gignac)
10. 05:22 PM - Re: New to the community (Noel R. C. Loveys)
11. 05:45 PM - Re: New to the community (Sbennett3@aol.com)
12. 06:33 PM - Re: New to the community (dave)
13. 06:40 PM - Re: Carb Heat (dave)
14. 06:47 PM - Re: Re: Carb Heat (Sbennett3@aol.com)
15. 07:10 PM - Re: Re: Carb Heat (Michael Gibbs)
16. 08:04 PM - Re: Carb Heat (wingnut)
17. 08:08 PM - Re: Re: Carb Heat (Sbennett3@aol.com)
18. 08:26 PM - Re: Re: Carb Heat (Michael Gibbs)
19. 08:27 PM - Fw: Re: Carb Heat (Trey Moran)
20. 08:54 PM - Re: Re: Carb Heat (john oakley)
21. 09:19 PM - Re: New to the community (Guy Buchanan)
22. 09:38 PM - Re: Left Rudder on 582 powered Kitfox II (Lynn Matteson)
23. 10:59 PM - Carb Ice (John Allen)
Message 1
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I had a situation where I was taking the plane from my hanger to another
hanger for an EAA event. It was cold, with light rain. The engine rpm
was below 2500 most of the way and it started loading up after about 5
minutes. It was fine after sitting in the heated hanger overnight. I am
pretty sure it was carb ice. Then again..the engine was not up to full
operating temp yet.
Gary Walsh
KF IV Anphib 912S
C-GOOT
www.decisionlabs.com/kitfox
do not archive
Message 2
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Alternate intake is for fuel injection in case of blockage of the normal
screened (filtered) air. Such a blockage can be caused by impact ice
forming on the front of the air intake. Alternate a9ir should only be used
as necessary because it is not filtered in any way.
Noel
> -----Original Message-----
> From: owner-kitfox-list-server@matronics.com [mailto:owner-kitfox-list-
> server@matronics.com] On Behalf Of Roger McConnell
> Sent: Sunday, December 02, 2007 11:09 AM
> To: kitfox-list@matronics.com
> Subject: RE: Kitfox-List: Re: Carb Heat
>
>
> Vic,
> I have the same set up as you. The alternate intake is probable for
> carb heat but in yours and my setup it is not needed and here's my take on
> that. That induction plenum is located in an area of the engine
compartment
> where engine heat is going to be at its highest. It's my belief that
plenum
> chamber will warm the incoming air sufficiently to prevent any icing
> problems. Heck the carbs them selves are right behind the cylinders where
> air is blown across the cooling fins. I'm not saying it's impossible but
it
> would be highly unlikely for carb icing to form. Now that being said, if I
> did a lot of flying in a climate at or below freezing I would tend toward
> the cautious side and install some sort of carb heat and cabin heat sense
I
> don't have neither. For the most part I'm a fair weather flyer and won't
> even roll my plane out of the hanger if it is colder than 50 degrees. I
> think everyone has to decide for themselves if carb heat is needed based
on
> under what conditions they plan to fly in.
>
>
> Roger McConnell, Duncan, OK
> Model 7 Trigear, Rotax 912uls
> Flying sense Jan. 06
>
> -----Original Message-----
> From: owner-kitfox-list-server@matronics.com
> [mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Vic Baker
> Sent: Saturday, December 01, 2007 4:14 PM
> To: kitfox-list@matronics.com
> Subject: Re: Kitfox-List: Re: Carb Heat
>
>
> Ok guys,
> I've got a Model 7 here about ready to go, got the induction plenum
> installed behind the carbs with the feed being cold air from the lower
cowl
> intake scoop which directs air across the radiator. There is an alternate
> air intake on the plenum which the instructions call for safety wiring
> closed. Seems like an ideal setup for carb icing. Any suggestions out
> there?
> Vic
>
> Vic Baker
> S7 912S Warp 95%
> Carson City, Nv
>
>
>
>
>
>
>
>
>
>
>
Message 3
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| Subject: | Left Rudder on 582 powered Kitfox II |
My 'fox required a lot of rudder pedal; I think it was left rudder. I used
to get out of an hour or two of flying feeling as if I had spent the whole
time standing on one foot. I installed a small rudder tab and it now
requires little constant pressure. The rudder on my plane is what I would
consider to be the primary control. Now I don't have to keep a constant
pressure on the left pedal.
Most certified planes will have the vertical stab and strake set off an inch
or so to the left. That helps keep the plane flying straight, countering
the swirl of the air coming back off the prop.
Noel
> -----Original Message-----
> From: owner-kitfox-list-server@matronics.com [mailto:owner-kitfox-list-
> server@matronics.com] On Behalf Of Jose M. Toro
> Sent: Sunday, December 02, 2007 12:18 PM
> To: kitfox-list@matronics.com
> Subject: Kitfox-List: Left Rudder on 582 powered Kitfox II
>
>
> Hi All:
>
> I have been flying a Kitfox II for ten years. It has a 582. It requires
plenty of left
> rudder during takeoff roll, and considerable left rudder during cruising.
Since that is
> the only Kitfox that I have ever flown, I have always considered that
normal (I used to
> fly a Cessna T-41 that required considerable right rudder during cruise).
The plane
> now has a new owner, and he has been told by other experienced pilot that
the pedals
> should be neutral during cruise. Is it this normal behavior for a Kitfox
II?
>
> This airplane once had a nose over (before I bought it), and the leading
edge of the
> vertical stabilizer is not perfectly aligned to the fuselage, it is
slightly directed toward
> the left wing. I don't know if this alignment is normal on the Kitfox II,
or was an
> inadequate fix after the nose over. All that being said, I still think
that the plane flies
> wonderfully.
>
> Jos Toro
> ex Kitfox II/582
>
>
> Be a better sports nut! Let your teams follow you
> with Yahoo Mobile. Try it now.
> http://mobile.yahoo.com/sports;_ylt=At9_qDKvtAbMuh1G1SQtBI7ntAcJ
>
>
>
>
Message 4
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| Subject: | Left Rudder on Kitfox II |
Dee:
It is yaw and it is adverse. but you are right it isn't adverse yaw.
Adverse yaw is created when a down moving aileron gives drag to one wing
before lifting it. This makes the plane yaw away from the direction of the
turn as the aileron is being applied. The correction, don't try this, is to
bend the aileron bell cranks in such a way that one aileron only travels
down a fraction of what the other one travels up. Some planes, like the
avid have aftermarket bell cranks that come close to eliminating adverse
yaw. I don't know if John McBean has an aftermarket crank for the 'Fox.
The yaw we are getting is caused by the air coming from the prop swirling
corkscrew fashion over the fuselage of the plane. Also there is the problem
of the prop not hitting the air in an asymmetrical fashion. With the 582
and the blade turning clockwise from the pilot seat the pitch of the blade
on the left side (moving down) is coarser than the pitch on the right side
(moving up) when the nose is pointed up. That is known as P factor. "P" for
power. The more power applied to the prop from the engine and the higher
the nose of the plane, the more counter rudder is required to correct it. I
use a small fixed trim tab on my rudder. This is a draggy answer and
wouldn't be a good fix for a faster plane. Most certified planes have the
vertical stab and strake offset on the front into the swirl of air from the
prop which for all intents and purposes corrects P factor at certain power
settings/attitudes.
The 172 I trained in could almost be flown without the rudder at all except
when taking off and climbing a little right rudder was required to
counteract the P factor. Landing was the same with less effect. As I would
flare I found myself adding just a bit of right rudder at the flare.
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
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Dee Young
Sent: Sunday, December 02, 2007 1:51 PM
Subject: Kitfox-List: Left Rudder on Kitfox II
I fly a model II also and it requires left rudder to compensate for P-factor
on roll out and a very slight amount of left rudder in straight and level
flight. I have always believed this was what others referred to as adverse
yaw. I am sure if that comment is incorrect there will be a dozen guys jump
all over this one quick.
Dee Young
Model II N345DY
KFM-112 Powered.
Do Not Archive
Message 5
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| Subject: | Left Rudder on 582 powered Kitfox II |
Lynn:
The job of the tab is to move the primary flight control not be a primary
flight control. That means that your tab has to be able to move your
rudder. You no doubt can put an exterior tab on the rudder but I expect you
will have to put the actuating equipment inside the rudder itself. That
could be done from one side of the rudder. Hinging the tab outside behind
the rudder could save some welding.
BTW for the benefit of the crowd who haven't installed or adjusted a tab.
The tab has to be turned into the direction of the control you want. E.g.
to assist left pedal, turn the tab to the right which in turn will push the
rudder left. Kind of like leaning into a left hook.
Noel Loveys, RPP, AME intern
Campbellton, Newfoundland,
Canada
Kitfox Mod III-A, 582, B box, Ivo IFA
Aerocet 1100s
noelloveys@yahoo.ca
> -----Original Message-----
> From: owner-kitfox-list-server@matronics.com [mailto:owner-kitfox-list-
> server@matronics.com] On Behalf Of Lynn Matteson
> Sent: Sunday, December 02, 2007 4:20 PM
> To: kitfox-list@matronics.com
> Subject: Re: Kitfox-List: Left Rudder on 582 powered Kitfox II
>
>
> I put a fixed rudder tab on my Jab-powered 'fox, and it still
> requires a tiny bit of left rudder pressure, which means that some
> slight adjustment will be required to compensate. And that would be
> at only one particular airspeed, as I see it. Before I installed it,
> much more rudder was needed. It seems to me that it's probably a
> combo of airspeed, prop pitch, and a few other factors that all have
> to align before a fixed tab would result in a "foot off" flying
> experience. I'm still thinking about a cabin-adjustable tab that I
> could build without resorting to cutting and welding the rudder, or
> disturbing the fabric and paint.
>
> Lynn Matteson
> Grass Lake, Michigan
> Kitfox IV Speedster w/Jabiru 2200
> flying w/440+ hrs
>
>
>
> On Dec 2, 2007, at 12:24 PM, Michel Verheughe wrote:
>
> >
> > On Dec 2, 2007, at 4:47 PM, Jose M. Toro wrote:
> >> The plane now has a new owner, and he has been told by other
> >> experienced pilot that the pedals should be neutral during
> >> cruise. Is it this normal behavior for a Kitfox II?
> >
> > I was cruising the 582 with a foot slightly on the left pedal,
> > Jos. Now, with the Jabiru, I fly with a foot slightly on the right
> > pedal. I guess you'll need some pedal correction with any single
> > engine aircraft unless you had a fixed rudder tab.
> >
> > Cheers,
> > Michel Verheughe
> > Norway
> > Kitfox 3 - Jabiru 2200
> >
> >
> >
> >
> >
> >
>
>
>
>
>
Message 6
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John,
I have 4 radiator shutters sets ready to go for the Model IV. It would take
a week or so to get an oil cooler shutter set made up. What size oil
cooler do you have? The ones I have need about 3/8" clearance on front of
the oil cooler for the model IV and the shutters extend through the round
cowl opening. Some have tried them and found they won't fit inside the
cowl. You could return if that is the case. I just made up an oil cooler
shutter set for an I0-240, don't know the exact oil cooler model number, and
can make up one for any size oil cooler. For the certified cooler I made
eleven 3/8" shutters instead of the4 or 5 one inch shutters normally used.
I would need an accurately scaled mock up of the oil cooler with input and
output locations and indications of clearances on all sides. With the same
info, I could make up a radiator
shutter set for the Series 7 as well.
To the list: Keep in mind that I am only now beginning to get up to speed
on my activities. 10 days without the brace and building strength in the
tharee month unused abdominal and back muscles. A little tenderness, but
nothing serious. So anything new might take a little time.
Lowell
----- Original Message -----
From: "john oakley" <john@leptron.com>
Sent: Saturday, December 01, 2007 10:54 PM
Subject: Kitfox-List:
>
> Lowell,
>
> I wonder if you still have the radiator and oil cooler louver systems
> available. If so I would like to buy both.
>
> John oakley
>
>
>
Message 7
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| Subject: | New to the community |
Hello;
I'm thinking of buying a kitfox.
does anyone have suggestions on what to look for in a pre-buy
inspection?
Owner says- Rotax 503 pull start with a B drive; with aprox 100hrs since
overhaul, 300 ttaf, invo in-flight adj prop / nav, strobe and inst
lights; 9gal header tank and a 6gal wing tank N numbered and certified
as experimental all the help would be appreciated.
thank you
v/r
J Lugo
CW4 Jose A. Lugo
Aviation Safety Officer
HQ, 2nd BN, 210th AVN
FT. Rucker, AL 36362
558-4122 DSN
(334) 255-4122 Office
(334) 347-8424 Home
(334) 475-1402 Mobile
<<Picture (Metafile)>>
.... Once you've tasted flight, you'll always walk
the Earth with your eyes turned skyward.....
Leonardo Da Vinci
Message 8
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| Subject: | Re: New to the community |
Invest in a good A&P. You will never regret it. Keep the sharp end in front
.
Good luck Don, Subie/MKlV
In a message dated 12/3/2007 5:14:53 P.M. Central Standard Time,
jose.a.lugo@us.army.mil writes:
Hello;
I'm thinking of buying a kitfox.
does anyone have suggestions on what to look for in a pre-buy inspection?
Owner says- Rotax 503 pull start with a B drive; with aprox 100hrs since
overhaul, 300 ttaf, invo in-flight adj prop / nav, strobe and inst lights;
9gal
header tank and a 6gal wing tank N numbered and certified as experimental a
ll
the help would be appreciated.
thank you
v/r
J Lugo
CW4 Jose A. Lugo
Aviation Safety Officer
HQ, 2nd BN, 210th AVN
FT. Rucker, AL 36362
558-4122 DSN
(334) 255-4122 Office
(334) 347-8424 Home
(334) 475-1402 Mobile
.... Once you=99ve tasted flight, you=99ll always walk
the Earth with your eyes turned skyward.....
Leonardo Da Vinci
**************************************Check out AOL's list of 2007's hottest
products.
(http://money.aol.com/special/hot-products-2007?NCID=aoltop00030000000001)
Message 9
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| Subject: | New to the community |
Welcome, now for the rotax 503, that is a very under powered engine for the
Kitfox, that engine would make it an Ultralite. If you can, rotax 912 is
the best bet! Also is the Kitfox a Model I,II,III or (IV 1050 or 1200). M
y guess it is a II or III. I will happy to help you in your selection of a
Kitfox, call me anytime on my cell (301) 520-3171.
Ray Gignac
Model IV, 912 uls
N2BH
From: Donroutledge@aol.comDate: Mon, 3 Dec 2007 19:21:24 -0500Subject: Re:
Kitfox-List: New to the communityTo: kitfox-list@matronics.com
Invest in a good A&P. You will never regret it. Keep the sharp end in front
. Good luck Don, Subie/MKlV
In a message dated 12/3/2007 5:14:53 P.M. Central Standard Time, jose.a.lug
o@us.army.mil writes:
Hello; I'm thinking of buying a kitfox. does anyone have suggestions on wha
t to look for in a pre-buy inspection? Owner says- Rotax 503 pull start wit
h a B drive; with aprox 100hrs since overhaul, 300 ttaf, invo in-flight adj
prop / nav, strobe and inst lights; 9gal header tank and a 6gal wing tank
N numbered and certified as experimental all the help would be appreciated.
thank you
v/r J Lugo CW4 Jose A. Lugo Aviation Safety Officer HQ, 2nd BN, 210th AVN F
T. Rucker, AL 36362 558-4122 DSN (334) 255-4122 Office (334) 347-8424 Home
(334) 475-1402 Mobile .... Once you=92ve tasted flight, you=92ll always w
alk the Earth with your eyes turned skyward..... Leonardo Da Vinci
wasters of 2007.
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Message 10
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| Subject: | New to the community |
What model =98Fox? How tall are you? Are you well over 200lb.?
Do you like the idea of going low and slow. Are you planning on flying
floats? Do you like the idea of flying conventional gear? Will you be
hangaring inside, outside or folding the wings an putting it in your
garage?
The answers to these and a few more questions will help us to get to
know you. Then we will be able to give you a thoroughly biased opinion
as to why a Kitfox will be the only plane for you.
Noel
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of
Donroutledge@aol.com
Sent: Monday, December 03, 2007 8:51 PM
Subject: Re: Kitfox-List: New to the community
Invest in a good A&P. You will never regret it. Keep the sharp end in
front. Good luck Don, Subie/MKlV
In a message dated 12/3/2007 5:14:53 P.M. Central Standard Time,
jose.a.lugo@us.army.mil writes:
Hello;
I'm thinking of buying a kitfox.
does anyone have suggestions on what to look for in a pre-buy
inspection?
Owner says- Rotax 503 pull start with a B drive; with aprox 100hrs since
overhaul, 300 ttaf, invo in-flight adj prop / nav, strobe and inst
lights; 9gal header tank and a 6gal wing tank N numbered and certified
as experimental all the help would be appreciated.
thank you
v/r
J Lugo
CW4 Jose A. Lugo
Aviation Safety Officer
HQ, 2nd BN, 210th AVN
FT. Rucker, AL 36362
558-4122 DSN
(334) 255-4122 Office
(334) 347-8424 Home
(334) 475-1402 Mobile
Picture (Metafile)
.... Once you=99ve tasted flight, you=99ll always walk
the Earth with your eyes turned skyward.....
Leonardo Da Vinci
_____
<http://money.aol.com/special/hot-products-2007?NCID=aoltop000300000000
01> products and top
<http://money.aol.com/top5/general/ways-you-are-wasting-money?NCID=aolt
op00030000000002> money wasters of 2007.
Message 11
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| Subject: | Re: New to the community |
I think two things are VERY important here. What Lowell said about
conventional gear, Do you have any tailwheel experience ? And power. Will you
be
flying two people ? A 503 will get you up and out, but if you're big and density
altitude is high, you better have a long runway. I think that just like
altitude, Power is your friend. I learned conventional gear in my kitfox and
almost quit a couple times. I'm a very determined individual and I am TRULY just
now after 40 hrs finding the love... They say Real pilots fly taildraggers...
Learning a kitfox will make you "REAL" Steve Bennett kitfox 4 912ul
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Message 12
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| Subject: | Re: New to the community |
Jose,
Don't let anyone deter you from a good 2 stroke engine. The 503 is a very dependable
engine. The weight and model of your Kitfox will help determine your performance,
not just engine alone. Some of the early Kitfox 1 and 2s might not
be as suitable for a 912 as a Model IV would be bette suited for it.
The white and blue plane here is a Kitfox Clone with a 503 it takes off failry quick and cruise about 75 mph. http://www.youtube.com/watch?v=tR16rYZFccU My neighbour is 85 that flys it and he built if from scratch about 15 years ago.
Here is some videos of my 582 Kitfox that weighs just over 550 pounds on Wheels and Skis and over 700 on amphibs. I do cross country flights on floats in 200 to 250 mile legs and shorter ones on wheels. But the versatily if great. http://www.youtube.com/profile?user=kitfoxflyer
versatility is a great choice for a plane and if anyone tells you different get
them to look at my videos and try to dispute it. Likewise fora 2 stroke Rotax
503 or 582 both great engines. A 912 UL will give you a better cruise by
about 15 mph or so and fuel burn will be in 582 4.5 gal a hour and 912 -well
it depend on power setting say average 3.5 to 5 gph
--------
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=150275#150275
Message 13
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Any carbeurated engine can get carb ice or carb icing.
In Canada for amatuer builts it is mandatory to have it installed.
I have experienced it before on many engines and latest today was a gasoline tractor
I installd a snow blower on .
Just because it has not happened to some, i could be that they have never flown
in conditions where carb ice "could " happen. If you have Carb heat then
you have one less thing to worry about not having If you need it .
--------
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=150276#150276
Message 14
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In a message dated 12/3/2007 9:41:12 PM Eastern Standard Time,
dave@cfisher.com writes:
Any carbeurated engine can get carb ice or carb icing
True, but we dont all fly in Canada.
If you have Carb heat then you have one less thing to worry about not
having If you need it .
If you have carb heat, you better be prepared to use it cause you are always
intaking colder air. Here we go again re hashing this... If I lived where I
grew up near Chicago, i'd have it. Down where I live now... A different
story. Steve Bennett NC
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Steve sez:
>...If I lived where I grew up near Chicago, i'd have it. Down where
>I live now... A different story. Steve Bennett NC
As I mentioned before, Steve, if you live someplace it can get below
70 degrees F outside, you live where it is cold enough to get carb
ice. And don't forget that it gets 3-1/2 degrees cooler every
thousand feet you climb.
I don't want to get into the debate about whether or not carb heat is
needed on 912s, but don't kid yourself that living in the south makes
you safe.
Mike G.
N728KF
Phoenix, AZ
(where it seldom gets below 70...except at night...in the winter)
Message 16
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I agree that anecdotal evidence is useless. A few people saying that they've never
had carb ice doesn't prove much at all no matter how many hours they have
flown. However, if we can say that no one on this list who is running without
carb heat has ever had carb ice; That's a whole different ball game.
> Just because it has not happened to some, i could be that they have never flown
in conditions where carb ice "could " happen. If you have Carb heat then you
have one less thing to worry about not having If you need it .
--------
Luis Rodriguez
Model IV 1200
Rotax 912UL
Flying Weekly
Laurens, SC (34A)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=150293#150293
Message 17
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Mike, I understand lapse rate. It's been mentioned here that the 912's that
breath air from the back of the firewall are less prone to freezing. I'm not
playing word games and neither are you. You could fly my plane here and feel
confidant not having icing with my configuration. pick your region and
configuration wisely. I know of many planes here running the 912 without carb
heat.
SBennett
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Steve sez:
>...You could fly my plane here and feel confidant not having icing
>with my configuration. pick your region and configuration wisely. I
>know of many planes here running the 912 without carb heat. SBennett
I don't think I worded my last message very well. There are those
that feel carb heat is mandatory and those that feel that removing
the hardware works best. I am not qualified to comment on the
issue--I really don't know which is better. As with most areas of
disagreement, there are probably elements of truth to both sides.
I was simply trying to say that you should satisfy yourself that your
airplane can operate safely in the expected ambient conditions.
Anyone in the mid-latitudes (continental U.S., Europe, central
Australia, etc.) can experience temperatures and humidity conducive
to carb icing. In fact, temperate climates are more susceptible than
arctic ones because in the arctic it gets too cold for ice to form in
the carb.
In other words, it has everything to do with the design and
construction of the engine installation and nothing to do with where
you live.
Mike G.
N728KF
Phoenix, AZ
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In a typical aircraft normally aspirated carburetor, the venturi effect
can reduce the temperature inside the carburetor by as much as 60
degrees Fahrenheit. So even at 90 degrees outside air temperature, the
inside of the carburetor can be below freezing. If the air is moist, as
measured by the dew point spread, you have the recipe for carburetor
ice. How much this applies to a Rotax 912 or other typical Kitfox
engine, I have no idea, but I suspect it isn't far off.
One of the hardest charts to find is the Carburetor Icing Probability
chart. I have attached it to this message.
Trey Moran
CFI, CFII, almost complete Model 5, Stratus EA-81
Polson, MT
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Trey,
Thanks for the chart, I will add it to my manual.
John Oakley
_____
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Trey Moran
Sent: Monday, December 03, 2007 9:26 PM
Subject: Fw: Kitfox-List: Re: Carb Heat
In a typical aircraft normally aspirated carburetor, the venturi effect can
reduce the temperature inside the carburetor by as much as 60 degrees
Fahrenheit. So even at 90 degrees outside air temperature, the inside of the
carburetor can be below freezing. If the air is moist, as measured by the
dew point spread, you have the recipe for carburetor ice. How much this
applies to a Rotax 912 or other typical Kitfox engine, I have no idea, but I
suspect it isn't far off.
One of the hardest charts to find is the Carburetor Icing Probability chart.
I have attached it to this message.
Trey Moran
CFI, CFII, almost complete Model 5, Stratus EA-81
Polson, MT
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| Subject: | Re: New to the community |
At 03:11 PM 12/3/2007, you wrote:
>I'm thinking of buying a kitfox.
Welcome to the list!
>does anyone have suggestions on what to look for in a pre-buy inspection?
Whew. That's a really open ended question. I mainly look for the
"quality" of the airplane; that tells a lot about how conscientiously
it was put together and maintained. As the plane you're looking at
has 300 hours, all of the "bugs" should have been worked out. However
it's possible the owner simply does a lot of maintenance. Hopefully
he's kept records. (If not, watch out. I would expect a full set of
logs similar to a certified aircraft, otherwise the price drops precipitously.)
As already mentioned, get some of the local A&Ps and EAA guys to look
at it and then give you their opinions out of ear shot of the owner.
>Owner says- Rotax 503 pull start with a B drive; with aprox 100hrs
>since overhaul, 300 ttaf, invo in-flight adj prop / nav, strobe and
>inst lights; 9gal header tank and a 6gal wing tank N numbered and
>certified as experimental all the help would be appreciated.
No idea whether this works or not, as it depends on the weight of the
aircraft. I would guess the max empty weight for a 503 would be 575#;
max gross 1050. (Make sure you find out.) 15 gallons will give you
three hour range, or two with some reserve. If you plan on a lot of
cross country you may want more. (Max is about 27-30 gallons.) The
582 wants a tear down and inspect at 150 hours; is the 503 similar?
Is the pull start practical? Can it be done in the air while flying?
(I've never seen a Kitfox with a pull start.)
Guy Buchanan
San Diego, CA
K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar.
Message 22
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| Subject: | Re: Left Rudder on 582 powered Kitfox II |
Noel-
Maybe I didn't explain my situation well enough. I know that the tab
is there just to move the control surface, not to BE the flight
surface. In the case of a fixed tab, that is, a ground-adjustable
tab, is to move, in this case the rudder, to a position that will
allow at a chosen speed, "hands off" or as I described it earlier,
"foot off" flying. The reason that I mentioned the "airspeed, prop
pitch and a few other factors" was that if you set your ground
adjustable tab it will only work to keep the rudder at a particular
position at a particular speed. At least this is the case that I have
found with my bendable, ground-adjustable rudder tab. After I
installed my tab, I made a couple of flights, adjusting the amount of
deflection after each landing. Since then I have left it alone, but
noticed that maybe a little bit more bend will perfect the setting,
but as I understand it, this perfect setting will only keep the plane
straight at a very narrow speed range...is this correct?
As to my thoughts for the cabin-adjustable control of the rudder tab,
I was thinking that a cable-controlled tab, hinged outside of course,
with a large enough radius in the cable to allow for rudder movement
would do the job. My present tab is riveted to the rear of the rudder
weldment. When I made the tab, I made it conform to the shape of the
tubing, so that I would get the most surface contact with the tubing,
allowing for the ability to bend the tab without just flexing the
rivets that hold it on. If and when I decide to make the tab cabin-
controlled, I'll drill out the rivets, cut the tab at the proper
hinge point, and reassemble the newly hinged tab back onto the rudder
weldment. Routing and attaching the cable will be the most difficult
part of the job as I see it.
Lynn Matteson
Grass Lake, Michigan
Kitfox IV Speedster w/Jabiru 2200
flying w/440+ hrs
On Dec 3, 2007, at 11:00 AM, Noel R. C. Loveys wrote:
> <noelloveys@yahoo.ca>
>
> Lynn:
> The job of the tab is to move the primary flight control not be a
> primary
> flight control. That means that your tab has to be able to move your
> rudder. You no doubt can put an exterior tab on the rudder but I
> expect you
> will have to put the actuating equipment inside the rudder itself.
> That
> could be done from one side of the rudder. Hinging the tab outside
> behind
> the rudder could save some welding.
>
> BTW for the benefit of the crowd who haven't installed or adjusted
> a tab.
> The tab has to be turned into the direction of the control you
> want. E.g.
> to assist left pedal, turn the tab to the right which in turn will
> push the
> rudder left. Kind of like leaning into a left hook.
>
>
> Noel Loveys, RPP, AME intern
> Campbellton, Newfoundland,
> Canada
> Kitfox Mod III-A, 582, B box, Ivo IFA
> Aerocet 1100s
> noelloveys@yahoo.ca
>
>
>> -----Original Message-----
>> From: owner-kitfox-list-server@matronics.com [mailto:owner-kitfox-
>> list-
>> server@matronics.com] On Behalf Of Lynn Matteson
>> Sent: Sunday, December 02, 2007 4:20 PM
>> To: kitfox-list@matronics.com
>> Subject: Re: Kitfox-List: Left Rudder on 582 powered Kitfox II
>>
>>
>> I put a fixed rudder tab on my Jab-powered 'fox, and it still
>> requires a tiny bit of left rudder pressure, which means that some
>> slight adjustment will be required to compensate. And that would be
>> at only one particular airspeed, as I see it. Before I installed it,
>> much more rudder was needed. It seems to me that it's probably a
>> combo of airspeed, prop pitch, and a few other factors that all have
>> to align before a fixed tab would result in a "foot off" flying
>> experience. I'm still thinking about a cabin-adjustable tab that I
>> could build without resorting to cutting and welding the rudder, or
>> disturbing the fabric and paint.
>>
>> Lynn Matteson
>> Grass Lake, Michigan
>> Kitfox IV Speedster w/Jabiru 2200
>> flying w/440+ hrs
>>
>>
>>
>> On Dec 2, 2007, at 12:24 PM, Michel Verheughe wrote:
>>
>>> <michel@online.no>
>>>
>>> On Dec 2, 2007, at 4:47 PM, Jose M. Toro wrote:
>>>> The plane now has a new owner, and he has been told by other
>>>> experienced pilot that the pedals should be neutral during
>>>> cruise. Is it this normal behavior for a Kitfox II?
>>>
>>> I was cruising the 582 with a foot slightly on the left pedal,
>>> Jos. Now, with the Jabiru, I fly with a foot slightly on the right
>>> pedal. I guess you'll need some pedal correction with any single
>>> engine aircraft unless you had a fixed rudder tab.
>>>
>>> Cheers,
>>> Michel Verheughe
>>> Norway
>>> Kitfox 3 - Jabiru 2200
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>
>
Message 23
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For 400 hours I flew a Model 4, 912 Rotax, with the
air cleaners mounted on the carbs near the firewall.
The carb heat box had never been used in the 400 hours
before I got the aircraft, but it was in a desert
environment. Carb ice never seemed to be a problem
most of the time.
During cloudy conditions last summer, temps in the
40's (F), scattered rain showers, I encountered carb
icing from time to time. RPM's decay a little.
Suddenly, the engine stumbles briefly as it ingests
the ice apparently shaken loose by the vibration. The
engine resumes smooth operation at the original RPM.
The cycle repeats periodically until conditions
change.
I have been told that carb ice can cause this engine
to quit at temps in the high 20's to low 30's. Now,
we have installed the carb heat box that came with the
kit but have not tried it yet as the plane is
mothballed. It now has a bigger air cleaner taking in
cooler air, so there is a hope for more power, as
well.
John Allen, 4 Speedster, 912 Rotax, O70
Never miss a thing. Make Yahoo your home page.
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