Today's Message Index:
----------------------
1. 06:15 AM - Re: Re: 8 inch wheels (Jose M. Toro)
2. 07:08 AM - Re: Minimum VFR flight instrument requirements?? (Lynn Matteson)
3. 08:35 AM - Re: New to the community (Tom Jones)
4. 08:46 AM - Quarter scale Kitfox model (Paul Seehafer)
5. 10:02 AM - New to the Community again ...... (Lugo, Jose A CW4 MIL USA TRADOC)
6. 10:19 AM - Re: New to the community (lugo2214)
7. 10:23 AM - Aerothane vs. Ranthane? (darinh)
8. 11:56 AM - Re: New to the Community again ...... (Guy Buchanan)
9. 11:56 AM - Throttle to carb connection (DanM)
10. 12:50 PM - Re: Quarter scale Kitfox model (Gregory Cronin)
11. 01:15 PM - Re: New to the Community again ...... (lugo2214)
12. 01:22 PM - Re: Aerothane vs. Ranthane? (Lowell Fitt)
13. 02:14 PM - Re: Aerothane vs. Ranthane? (darinh)
14. 02:17 PM - Re: Throttle to carb connection (Lynn Matteson)
15. 03:05 PM - Re: Throttle to carb connection (Jay & Beverly)
16. 03:23 PM - Re: New to the Community again ...... (fox5flyer)
17. 04:02 PM - Re: New to the Community again ...... (GONER752@AOL.COM)
18. 06:16 PM - Re: New to the Community again ...... (Michael Gibbs)
19. 07:20 PM - Re: Carb Ice (wingnut)
20. 07:35 PM - Re: Throttle to carb connection (Lynn Matteson)
21. 08:04 PM - Re: New to the Community again ...... (Lynn Matteson)
22. 08:28 PM - Questions about ELTs?? (darinh)
23. 08:43 PM - Re: Questions about ELTs?? (john oakley)
24. 08:59 PM - Re: Questions about ELTs?? (Michael Gibbs)
25. 10:13 PM - Re: Re: Carb Ice (Lowell Fitt)
26. 10:49 PM - Re: Questions about ELTs?? (darinh)
27. 11:05 PM - Re: Re: Questions about ELTs?? (Michael Gibbs)
28. 11:43 PM - Re: Questions about ELTs?? (Michel Verheughe)
Message 1
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| Subject: | Re: 8 inch wheels |
Larry:
An alternative is 8.00-6. This tire is wider, and aproximately 20 inches tall
as opposed to 16 inches on the regular 6.00-6 tire. On my ex-Kitfox, I had 8
inches wheels and used 6.50-8 aviation grade tires that were 21 inches tall (and
very heavy). For sure, if you do a search in the internet you could find taller,
non-aviation grade tires that could work. I don't remember what model
is you Kitfox, but it is very common to use non-aviation grade tires on earlier/ligther
models (I-IV). If you use bigger tires you would be trading off some
speed. Hope this help.
Jose
ex-Kitfox II/582 (and happy I'm still allowed to fly it)
----- Original Message ----
From: LarryM <CrownLJ@verizon.net>
Sent: Sunday, December 2, 2007 7:39:56 PM
Subject: Kitfox-List: Re: 8 inch wheels
Which tires and how high can you put on the 6"?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=150097#150097
Be a better pen pal.
Text or chat with friends inside Yahoo! Mail. See how. http://overview.mail.yahoo.com/
Message 2
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| Subject: | Re: Minimum VFR flight instrument requirements?? |
Glad you liked the article, Jim. Geez, it's almost time for the
December issue.....guess my 15 minutes of fame is nearly over. : )
Lynn Matteson
Grass Lake, Michigan
Kitfox IV Speedster w/Jabiru 2200
flying w/440+ hrs
do not archive
On Dec 1, 2007, at 11:28 PM, Jim_and_Lucy Chuk wrote:
> Of all of us here, I think the responce from Joe Norris with the
> EAA was the correct one. I was just skimming through my ASA test
> prep book and I didn't see any mention of instruments required.
> I've also had inspections of both of my Avids by the FAA and
> neither time did they look to see what instruments I had, only if
> they had yellow, green and red zones. Also Lynn, I never got to
> mention to you that I liked your article in the sport pilot
> magazine. Funny, but I know the guy that flew the Airbike to
> Oshgosh also from my time when I had the Himax and was a regular on
> the Team aircraft site. Jim Chuk Avid MK IV Jab
>
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| Subject: | Re: New to the community |
[quote="jose.a.lugo(at)us.army.mi"]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
Jose,
You can see the Service Bulletins and Service Letters that have been issued on all Kitfox models at http://www.kitfoxaircraft.com/ click on "Technical FAQ" Most are easy fixes but some are things to watch out for. Also you can read the history ("Kitfox History") on the same web site.
I would ask the owner for a copy of the "Weight and Balance" report to see if the
plane would work for me.
I fly a Classic 4 with a 503 Rotax. It won't climb or cruse like a 912 but it
is really fun and agile at 770 lbs gross or less. Above 900 Lbs climb is painfully
slow and slows to just over 400 FPM at 1050 gross. The best part is it
is affordable for me. I have been saving for a 912 but the price of that engine
is increasing faster than I can save.
--------
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=150361#150361
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| Subject: | Quarter scale Kitfox model |
Hey Gang,
If anyone is looking for plans for building a scale Kitfox model IV, here's
some info I just received from Jerry Bates regarding his model. It looks
like it would make for a very nice model of a Kitfox, so I thought it might
be nice to let the group know it is available;
(Letter from Jerry Bates below)
Paul,
Thank you for your interest in my plans. I have had a couple
of flights in Kit Foxe's by owners interested in the model
plans. They certainly sparked by interest in building one for
myself. So little time and so many airplanes.
Anyway, about the plans. This plan is one I purchased from the designer,
Bruce Lund. Bruce was a professional model maker for International Paper and
avid RC model airplane builder/flyer. His dad was IP's corporate pilot.
Bruce is an EAA member and built a Mustang II. Bruce ordered the plans for
the Kit Fox as his next homebuilt but decided to build a model of it first.
So the model plans follow the full size as closely as possible but, of
course, do incorporate some compromises in order to make the model easy to
build by the average modeler. The model uses scale airfoils, offsets,
incidences, etc. Like the full size, it is a wonderful flyer. The prototype
was flown using an O. S. Max .48 four stroke. Several have been built for
electric power as well.
Plans are easy to read and a comprehensive construction manual, including
progress building photos, is included. Plans are $35.00 plus $8.00 postage.
Cowl is a separate order and is $35.00 plus $8.00 postage.
Attached find a couple of photos from the construction manual.
Please let me know if I can be of further assistance.
Jerry Bates Plans
102 Glenwood Street
Mobile, AL 36606
ph. 251-478-6720
(end of letter from Jerry Bates)
So there you have what you need if you are looking for a fun winter model
project...
Paul Seehafer
Central Wisconsin
Model IV-1200 912ul Amphib
Message 5
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| Subject: | New to the Community again ...... |
Cool;
Thanks to all that reply with all the good advice.
I'm posting another message since I don't know how to work the list
server to view the entire thread of messages, or should I answer all
individually?
To start, a gentleman, Mr. Heart called yesterday after reading the
posting and we spent some time talking. Great mentorship. He offered to
coordinate for a meet for the
pre-buy inspection since he is an ASP. We are booth about 6 - 7 hours
away, the ACFT is close to Knoxville TN.
To the rest that provided their contact information, I hope to get
around to call because free advise is always welcome. Thank you and hope
to hear from you guys soon..
Some asked more questions so, here are some of the answers to see if I
can do a better job at asking;
I'm a 6'-1", 230 #, military instructor pilot with 4000 hrs. TT. about
150 are fixed wing and the only tail wheel experience I have is taxing a
UH-60 Blackhawk, doing Roll-on
landings with that helicopter, those mainly land on the tail wheel
between 30 to 60 KTS not too many main wheel landings and rolling T/O
that keep me on the mains all the way
up to 40 - 50 KTS. I also do some other stuff for the army but this is
not a resume so enough about me.
The intent of the aircraft is to fly around on a Saturday or Sunday
afternoon depending on the length of the preacher's service and the
NASCAR schedule......... hahahaha.
Not counting on the honey-do ...... that the chief of the house will
come up with. But in general she plans to come along and she is about
125 #.
>From conversations with the owner of the kitfox, he says that he bought
it in MAR 07 and an annual was performed then. The ACFT is about 15 - 20
YO and was in the back of a hanger for a long time since the previous
owner / builder acquired a 4 seater and stopped flying it. Thus the gaps
on the logbooks??? it has a 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.
>From the age, I'm guessing is a model I or II.
I saw some of the maintenance service bulletins and letters posted on
the factory web-site, and wondered about the performance of those that
apply to this model with the gaps in the books.
Not having owned an airplane before, I know I'll have to get it
inspected annually by an A&P and that some minor maintenance I'll be
able to perform IAW FAR 43.
I'll need a tail wheel TNG / sing-off.
Is an annual a good way to ensure a good pre-buy?
ROTAX 503 overhaul / teardown inspection schedule?
Do I need insurance for this ACFT?
Does anyone insure experimental for damage ? liability?
Used to be an EAA member but the membership expired. Currently an AOPA
member.
Now, with all this, all the help will be appreciated.
Thank you again.
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) 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 6
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| Subject: | Re: New to the community |
Cool;
Thanks to all that reply with all the good advice.
I'm posting another message since I don't know how to work the list server to view
the entire thread of messages, or should I answer all individually?
To start, a gentleman, Mr. Heart called yesterday after reading the posting and
we spent some time talking. Great mentorship. He offered to coordinate for a
meet for the
pre-buy inspection since he is an ASP. We are booth about 6 - 7 hours away, the
ACFT is close to Knoxville TN.
To the rest that provided their contact information, I hope to get around to call
because free advise is always welcome. Thank you and hope to hear from you
guys soon..
Some asked more questions so, here are some of the answers to see if I can do a
better job at asking;
I'm a 6'-1", 230 #, military instructor pilot with 4000 hrs. TT. about 150 are
fixed wing and the only tail wheel experience I have is taxing a UH-60 Blackhawk,
doing Roll-on
landings with that helicopter, those mainly land on the tail wheel between 30 to
60 KTS not too many main wheel landings and rolling T/O that keep me on the
mains all the way
up to 40 - 50 KTS. I also do some other stuff for the army but this is not a resume
so enough about me.
The intent of the aircraft is to fly around on a Saturday or Sunday afternoon depending
on the length of the preacher's service and the NASCAR schedule.........
hahahaha.
Not counting on the honey-do ..... that the chief of the house will come up with.
But in general she plans to come along and she is about 125 #.
>From conversations with the owner of the kitfox, he says that he bought it in
MAR 07 and an annual was performed then. The ACFT is about 15 - 20 YO and was
in the back of a hanger for a long time since the previous owner / builder acquired
a 4 seater and stopped flying it. Thus the gaps on the logbooks??? it has
a 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.
>From the age, I'm guessing is a model I or II.
I saw some of the maintenance service bulletins and letters posted on the factory
web-site, and wondered about the performance of those that apply to this model
with the gaps in the books.
Not having owned an airplane before, I know I'll have to get it inspected annually
by an A&P and that some minor maintenance I'll be able to perform IAW FAR
43.
I'll need a tail wheel TNG / sing-off.
Is an annual a good way to ensure a good pre-buy?
ROTAX 503 overhaul / teardown inspection schedule?
Do I need insurance for this ACFT?
Does anyone insure experimental for damage ? liability?
Used to be an EAA member but the membership expired. Currently an AOPA member.
Now, with all this, all the help will be appreciated.
Thank you again.
[Rolling Eyes]
--------
jlugo
.... Once youve tasted flight, youll always walk
the Earth with your eyes turned skyward.....
Leonardo Da Vinci
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=150383#150383
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| Subject: | Aerothane vs. Ranthane? |
Does anyone have experience with these two topcoats? I am using one or the other
so I am not looking for opinions that I should not use it because it will kill
me (I do have the proper breathing and spraying equipment) or that I should
use polytone or AFS, but rather opinions from people who have sprayed both or
have seen both sprayed. As many know, Randolph (maker of Ranthane) was purchased
by Polyfiber in 2004 and so now Ranthane is a Polyfiber product. Just as
a side note, Ranthane is a mil-spec product...not that that really matters,
just interesting.
--------
Darin Hawkes
Series 7 (under Construction)
914 Turbo
Ogden, Utah
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=150385#150385
Message 8
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| Subject: | Re: New to the Community again ...... |
At 09:28 AM 12/4/2007, you wrote:
>I'm posting another message since I don't know how to work the list
>server to view the entire thread of messages, or should I answer all
>individually?
Your choice. You can reply to each and if you don't change the
subject the server will take care of the threading.
>Not having owned an airplane before, I know I'll have to get it
>inspected annually by an A&P and that some minor maintenance I'll be
>able to perform IAW FAR 43.
43 doesn't apply. Being an experimental you'll be able to do ALL the
maintenance. The only thing you'll have to farm out is the
conditional inspection. (You can do that too, of course, under the
"supervision" of an A&P who signs it off.)
>Is an annual a good way to ensure a good pre-buy?
Not necessarily. For an experimental the owner designs the annual. It
can be complete or. . .
>ROTAX 503 overhaul / teardown inspection schedule?
This should be available on line at
http://www.rotax-aircraft-engines.com/a_searchdoc.aspx. (You're
looking for the "Operator's Manual".) Service letters and bulletins
are available at http://www.rotax-owner.com/sdocs.htm. Both are
searchable by engine serial number.
>Do I need insurance for this ACFT?
Depends. How wealthy are you? There is no legal requirement for
insurance, if that's what you mean. If you're poor or massively in
debt you probably don't need insurance. If you're wealthy enough you
probably don't need insurance. When you're in the middle, (meaning
you have a lot to loose, but not enough to cover any loss,) you
probably should have insurance.
>Does anyone insure experimental for damage ? liability?
AIG, Avemco, Falcon, EAA, AOPA. (I use Avemco.) All are available on line.
Guy Buchanan
San Diego, CA
K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar.
Message 9
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| Subject: | Throttle to carb connection |
I'm concerned that the method I use to secure the throttle cable to the carburetor
on my Jab 2200 is not sufficient or safe. Need some opinions before I redesign
the connection. The throttle cable is connected to an ACS wire grip, PN
05-16000 which is then connected to the carburetor lever. The systems worked
well but I'm concerned the wire grip may let loose at bad time. Any advice will
be appreciated
--------
Dan Mc Intyre
Kitfox Model IV, Jab 2200
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=150411#150411
Message 10
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| Subject: | Quarter scale Kitfox model |
What's the useful load????? :)
Looks cool
Do not archive
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Paul Seehafer
Sent: Tuesday, December 04, 2007 11:41 AM
Subject: Kitfox-List: Quarter scale Kitfox model
Hey Gang,
If anyone is looking for plans for building a scale Kitfox model IV, here's
some info I just received from Jerry Bates regarding his model. It looks
like it would make for a very nice model of a Kitfox, so I thought it might
be nice to let the group know it is available;
(Letter from Jerry Bates below)
Paul,
Thank you for your interest in my plans. I have had a couple
of flights in Kit Foxe's by owners interested in the model
plans. They certainly sparked by interest in building one for
myself. So little time and so many airplanes.
Anyway, about the plans. This plan is one I purchased from the designer,
Bruce Lund. Bruce was a professional model maker for International Paper and
avid RC model airplane builder/flyer. His dad was IP's corporate pilot.
Bruce is an EAA member and built a Mustang II. Bruce ordered the plans for
the Kit Fox as his next homebuilt but decided to build a model of it first.
So the model plans follow the full size as closely as possible but, of
course, do incorporate some compromises in order to make the model easy to
build by the average modeler. The model uses scale airfoils, offsets,
incidences, etc. Like the full size, it is a wonderful flyer. The prototype
was flown using an O. S. Max .48 four stroke. Several have been built for
electric power as well.
Plans are easy to read and a comprehensive construction manual, including
progress building photos, is included. Plans are $35.00 plus $8.00 postage.
Cowl is a separate order and is $35.00 plus $8.00 postage.
Attached find a couple of photos from the construction manual.
Please let me know if I can be of further assistance.
Jerry Bates Plans
102 Glenwood Street
Mobile, AL 36606
ph. 251-478-6720
(end of letter from Jerry Bates)
So there you have what you need if you are looking for a fun winter model
project...
Paul Seehafer
Central Wisconsin
Model IV-1200 912ul Amphib
10:52 AM
10:52 AM
Message 11
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| Subject: | Re: New to the Community again ...... |
Thank you Sir
I'll look into all the advise that you've provided.
thanks again
--------
jlugo
.... Once youve tasted flight, youll always walk
the Earth with your eyes turned skyward.....
Leonardo Da Vinci
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=150425#150425
Message 12
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| Subject: | Re: Aerothane vs. Ranthane? |
Darin,
I don't know if this is what you are looking for as I am not entirely sure
of the exact products used, but a couple of guys rebuilt a Stearman several
years ago using a Randolph finish obtained through Polyfiber. I am not
sure what was in the base coats, but the Randolph topcoat would blister up
during flight on the tops of the wings as it had not adhered to the bottom
coats. Since all components were approved by Polyfiber, they felt obligated
to correct that problem and the factory recovered both wings at their
expense and the final job was done in Aerothane over Polybrush and
Polyspray. My guess is that with those types of experiences, Polyfiber
wouldn't recommend mixing brands if there was a problem. I think I would
check with them before committing to Ranthane.
Lowell
----- Original Message -----
From: "darinh" <gerns25@netscape.net>
Sent: Tuesday, December 04, 2007 10:22 AM
Subject: Kitfox-List: Aerothane vs. Ranthane?
>
> Does anyone have experience with these two topcoats? I am using one or
> the other so I am not looking for opinions that I should not use it
> because it will kill me (I do have the proper breathing and spraying
> equipment) or that I should use polytone or AFS, but rather opinions from
> people who have sprayed both or have seen both sprayed. As many know,
> Randolph (maker of Ranthane) was purchased by Polyfiber in 2004 and so now
> Ranthane is a Polyfiber product. Just as a side note, Ranthane is a
> mil-spec product...not that that really matters, just interesting.
>
> --------
> Darin Hawkes
> Series 7 (under Construction)
> 914 Turbo
> Ogden, Utah
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=150385#150385
>
>
>
Message 13
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| Subject: | Re: Aerothane vs. Ranthane? |
Lowell,
Thanks for the reply. That is interesting because I did speak with Greg from Polyfiber
this morning and his recommendation was that if he were starting from
a clean slate (new cover and install) he would use Ranthane for the color coat.
He said that Aerothan and Ranthane polyurethane top coats are very similar
in chemical makeup but the catalyst ratio is slightly different (3:1 on Aerothane
and 2:1 on Ranthane). So you get more sprayable material out of a gallon
of ranthane than you do Aerothane. He said the biggest difference is that Ranthane
is more forgiving in the application and requires only 2 coats. The instructions
also say that you spray a medium tack coat, let it flash 10 minutes
and follow it with a wet coat for cover and color and your done. With Aerothane
as you know, it requires many light mist coats and you have to be extremely
careful or you will get runs in the paint. I think I am going to go with the
Ranthane on Polyfiber's recommendation but wanted to see if someone has experience
spraying both.
--------
Darin Hawkes
Series 7 (under Construction)
914 Turbo
Ogden, Utah
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=150439#150439
Message 14
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| Subject: | Re: Throttle to carb connection |
Hi Dan-
On my installation I used an internally threaded aluminum rod of
about 3/16" diameter and about 1/2" long, as the connection to the
carb arm/lever. I did NOT use the questionable stuff that came with
the engine. I used an Aircraft Spruce vernier throttle control which
uses a solid wire as the actual link to the carb lever. What the
3/16" threaded rod does is goes through the carb lever, and allows
the throttle control wire to pass through it...crossways. The
internal threads are 8-32, as I recall, threaded all the way through
the 1/2" long aluminum rod. I then used 8-32 set screws from both
sides of the rod, and this grips the throttle control wire. I don't
have any pictures of this at this time...sorry.
I hope I've explained it well enough. It's a pretty simple, but
effective way of gripping the control wire, and pivots within the
carb lever as it should. If adjustments are necessary, loosening one
or both of the set screws will allow for that.
Lynn Matteson
Grass Lake, Michigan
Kitfox IV Speedster w/Jabiru 2200
flying w/440+ hrs
On Dec 4, 2007, at 2:55 PM, DanM wrote:
>
> I'm concerned that the method I use to secure the throttle cable to
> the carburetor on my Jab 2200 is not sufficient or safe. Need some
> opinions before I redesign the connection. The throttle cable is
> connected to an ACS wire grip, PN 05-16000 which is then connected
> to the carburetor lever. The systems worked well but I'm concerned
> the wire grip may let loose at bad time. Any advice will be
> appreciated
>
> --------
> Dan Mc Intyre
> Kitfox Model IV, Jab 2200
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=150411#150411
>
>
Message 15
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| Subject: | Re: Throttle to carb connection |
Dan,
I have the wire grip on my Lycoming powered Kitfox. Seventy hours so
far and no signs of it letting go. I am going to use the same system on my
Jab 3300 engine project. To me, the spring that pulls the throttle to full
open is a hazard and will be removed. With no spring pulling there will be
little force applied to the grip/wire junction.
Jay C.
----- Original Message -----
From: "DanM" <danm@gangnailtruss.com>
Sent: Tuesday, December 04, 2007 1:55 PM
Subject: Kitfox-List: Throttle to carb connection
>
> I'm concerned that the method I use to secure the throttle cable to the
carburetor on my Jab 2200 is not sufficient or safe. Need some opinions
before I redesign the connection. The throttle cable is connected to an ACS
wire grip, PN 05-16000 which is then connected to the carburetor lever. The
systems worked well but I'm concerned the wire grip may let loose at bad
time. Any advice will be appreciated
>
> --------
> Dan Mc Intyre
> Kitfox Model IV, Jab 2200
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=150411#150411
>
>
Message 16
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| Subject: | Re: New to the Community again ...... |
New to the Community again ......Welcome to the List, Chief.
Just a couple comments, that are only my opinion and worth what you
paid. First off, the models I or II with 503 are barely enough engine
for that airplane and only if you're a flat lander. Sure, it'll power
the airplane, but you're a pretty fair sized guy, then add your wife and
full gas and it'll be a slug. Once the novelty wears off you won't like
it at all. The 503 is a great engine, but it pretty much makes it a one
person airplane. The Kitfoxes properly set up are great short field
airplanes capable of getting into and out of very tight landing areas,
but you gotta have enough engine to do the job. I wouldn't recommend
anything less than a 582 and better yet, if you hold out a while and
keep your eyes open, good deals generally pop up with 912 or Jabiru
packages cheaper than you can build them. Personally, because of your
size, I think you should be looking at the Series 5 and up. Anything
else would be very cramped, especially with a passenger.
Another thing, any airplane that has sat back in the barn for several
years gathering dust is suspect. Lots of things happen like mouse and
bird nests buried way back in the wing ribs, rusty engine cylinder bores
and bearings, dried out and rusty moveable parts, suspect fabric, rotted
tires, and on and on.
The gaps in log books and the fact that the previous owner is unloading
it after only a few months would have my antenna up very high.
All of your questions are good ones, but it usually works best if you
break them up into one or two per email. It breaks them up and gives
time for the replies to get hashed out. Often it can go on for days
and when that peters out, throw a couple more in to the fray.
Good luck,
Deke Morisse
S5 NE Michigan
To start, a gentleman, Mr. Heart called yesterday after reading the
posting and we spent some time talking. Great mentorship. He offered to
coordinate for a meet for the
pre-buy inspection since he is an ASP. We are booth about 6 - 7 hours
away, the ACFT is close to Knoxville TN.
To the rest that provided their contact information, I hope to get
around to call because free advise is always welcome. Thank you and hope
to hear from you guys soon..
Some asked more questions so, here are some of the answers to see if I
can do a better job at asking;
I'm a 6'-1", 230 #, military instructor pilot with 4000 hrs. TT. about
150 are fixed wing and the only tail wheel experience I have is taxing a
UH-60 Blackhawk, doing Roll-on
landings with that helicopter, those mainly land on the tail wheel
between 30 to 60 KTS not too many main wheel landings and rolling T/O
that keep me on the mains all the way
up to 40 - 50 KTS. I also do some other stuff for the army but this is
not a resume so enough about me.
The intent of the aircraft is to fly around on a Saturday or Sunday
afternoon depending on the length of the preacher's service and the
NASCAR schedule......... hahahaha.
Not counting on the honey-do ...... that the chief of the house will
come up with. But in general she plans to come along and she is about
125 #.
From conversations with the owner of the kitfox, he says that he
bought it in MAR 07 and an annual was performed then. The ACFT is about
15 - 20 YO and was in the back of a hanger for a long time since the
previous owner / builder acquired a 4 seater and stopped flying it. Thus
the gaps on the logbooks??? it has a 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.
From the age, I'm guessing is a model I or II.
I saw some of the maintenance service bulletins and letters posted on
the factory web-site, and wondered about the performance of those that
apply to this model with the gaps in the books.
Not having owned an airplane before, I know I'll have to get it
inspected annually by an A&P and that some minor maintenance I'll be
able to perform IAW FAR 43.
I'll need a tail wheel TNG / sing-off.
Is an annual a good way to ensure a good pre-buy?
ROTAX 503 overhaul / teardown inspection schedule?
Do I need insurance for this ACFT?
Does anyone insure experimental for damage ? liability?
Used to be an EAA member but the membership expired. Currently an AOPA
member.
Now, with all this, all the help will be appreciated.
Thank you again.
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) 475-1402 Mobile
.... Once you've tasted flight, you'll always walk
the Earth with your eyes turned skyward.....
Leonardo Da Vinci
Message 17
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| Subject: | Re: New to the Community again ...... |
Jose,
First, welcome to the family. You'll find that the Kitfox perfectly fits
your mission, they're just plane fun! As for your prospect, look for the data
plate. This should give at least some of the
info-year,make(kitfox),model(I,II,etc.)-manufacturer( this will likely be the
name of the original
builder)-empty weight and gross weight-serial number. I think the ser.no.'s run
in
succession from no.1 to present right thru the different models.(Guys,please,
if
I'm wrong here chime in). My mod.II was finished 1990 and is ser.no. 375,if
that helps.As for the engine, I have no experience with the 503,however, even
if
the engine had been "pickled" properly before it's long sleep in the back of
the hanger, a full tear down is probably well advised. Critters and moisture
have a thing for idle aircraft. For the same reasons, close attention should
be given to the entire airframe. The a&p going with you should know what and
where to look. As you probably know, you've already found the best resource
for anything Kitfox. It's a great bunch of folks and there isn't anything you
can ask that someone on the list doesn't know the answer to. Good luck and
enjoy.
Greg G.
Macedon, N.Y.
23NK
n375KL
Mod 2
582
do not archive
**************************************Check out AOL's list of 2007's hottest
products.
(http://money.aol.com/special/hot-products-2007?NCID=aoltop00030000000001)
Message 18
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| Subject: | Re: New to the Community again ...... |
Greg sez:
>I think the ser.no.'s run in succession from no.1 to present right
>thru the different models.(Guys,please, if I'm wrong here chime in).
No such luck, Greg. Sometime after my original Model IV-1200 (serial
number 1803) was purchased in 1992 the numbering scheme changed to
reflect the manufacture date and run. I don't remember for sure, but
this may have coincided with SkyStar taking over. Newer serial
numbers are of the form, ABC-000, where the letters encode the
manufacture period and the number is sequential within that time.
Mike G.
N728KF
Phoenix, AZ
Message 19
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Well that settles it then. The 912UL without carb heat is not immune to ice. Thanks
for sharing.
> 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.
--------
Luis Rodriguez
Model IV 1200
Rotax 912UL
Flying Weekly
Laurens, SC (34A)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=150510#150510
Message 20
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| Subject: | Re: Throttle to carb connection |
I think I'd rather have the throttle go to WOT and control the plane
by using the mag switch, than to have to try to find a landing spot
with no power. What about an over-water broken throttle control?
Lynn Matteson
Grass Lake, Michigan
Kitfox IV Speedster w/Jabiru 2200
flying w/440+ hrs
On Dec 4, 2007, at 6:05 PM, Jay & Beverly wrote:
> <valleyairport@cotterweb.com>
>
> Dan,
> I have the wire grip on my Lycoming powered Kitfox. Seventy
> hours so
> far and no signs of it letting go. I am going to use the same
> system on my
> Jab 3300 engine project. To me, the spring that pulls the throttle
> to full
> open is a hazard and will be removed. With no spring pulling there
> will be
> little force applied to the grip/wire junction.
>
> Jay C.
> ----- Original Message -----
> From: "DanM" <danm@gangnailtruss.com>
> To: <kitfox-list@matronics.com>
> Sent: Tuesday, December 04, 2007 1:55 PM
> Subject: Kitfox-List: Throttle to carb connection
>
>
>>
>> I'm concerned that the method I use to secure the throttle cable
>> to the
> carburetor on my Jab 2200 is not sufficient or safe. Need some
> opinions
> before I redesign the connection. The throttle cable is connected
> to an ACS
> wire grip, PN 05-16000 which is then connected to the carburetor
> lever. The
> systems worked well but I'm concerned the wire grip may let loose
> at bad
> time. Any advice will be appreciated
>>
>> --------
>> Dan Mc Intyre
>> Kitfox Model IV, Jab 2200
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=150411#150411
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
Message 21
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| Subject: | Re: New to the Community again ...... |
Backing what Michel said, my serial numbered ADU-150 Model IV was
built in Jan (A), of 1994 (D) and I'm blanking on what the "U" stands
for {unit(?)} number 150. This was relayed to me by none other than
Frank Miller himself...back when he was the good guy.
Lynn Matteson
Grass Lake, Michigan
Kitfox IV Speedster w/Jabiru 2200
flying w/440+ hrs
do not archive
On Dec 4, 2007, at 9:15 PM, Michael Gibbs wrote:
> <MichaelGibbs@cox.net>
>
> Greg sez:
>
>> I think the ser.no.'s run in succession from no.1 to present right
>> thru the different models.(Guys,please, if I'm wrong here chime in).
>
> No such luck, Greg. Sometime after my original Model IV-1200
> (serial number 1803) was purchased in 1992 the numbering scheme
> changed to reflect the manufacture date and run. I don't remember
> for sure, but this may have coincided with SkyStar taking over.
> Newer serial numbers are of the form, ABC-000, where the letters
> encode the manufacture period and the number is sequential within
> that time.
>
> Mike G.
> N728KF
> Phoenix, AZ
>
>
Message 22
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| Subject: | Questions about ELTs?? |
What is the deal with ELT monitoring? I know that come January 2009, the 121.5
frequency will not be monitored by sarsat (I think that is who monitors it now).
So everyone is talking about the 406 Mhz ELT and after doing a bit or reading,
it sounds like this is the way to go.
Does anyone know if the FAA will require that everyone install a 406 ELT or can
we still meet the requirement (after January 2009) with an old 121.5 ELT? I
am all for safety but I would actually prefer to install a 121.5 ELT and then
carry my MicroFix 406 PLB on my person. If for some crazy reason I have to ditch
or my plane burns up after a crash and I manage to get out, it would be nice
to have the PLB on me not in my burning or sinking plane. I don't mind spending
the money on the unit but I think my option described above is better for
me.
So back to the question...is this going to b mandatory that we change to the 406
ELT or will a 121.5 ELT work?
--------
Darin Hawkes
Series 7 (under Construction)
914 Turbo
Ogden, Utah
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=150522#150522
Message 23
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| Subject: | Questions about ELTs?? |
Darin,
I will dig a little, but , I believe i have a reading by the faa that you
do not have to change until something like 2011 and the change now would be
a personal thing.
john
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of darinh
Sent: Tuesday, December 04, 2007 9:27 PM
Subject: Kitfox-List: Questions about ELTs??
What is the deal with ELT monitoring? I know that come January 2009, the
121.5 frequency will not be monitored by sarsat (I think that is who
monitors it now). So everyone is talking about the 406 Mhz ELT and after
doing a bit or reading, it sounds like this is the way to go.
Does anyone know if the FAA will require that everyone install a 406 ELT or
can we still meet the requirement (after January 2009) with an old 121.5
ELT? I am all for safety but I would actually prefer to install a 121.5 ELT
and then carry my MicroFix 406 PLB on my person. If for some crazy reason I
have to ditch or my plane burns up after a crash and I manage to get out, it
would be nice to have the PLB on me not in my burning or sinking plane. I
don't mind spending the money on the unit but I think my option described
above is better for me.
So back to the question...is this going to b mandatory that we change to the
406 ELT or will a 121.5 ELT work?
--------
Darin Hawkes
Series 7 (under Construction)
914 Turbo
Ogden, Utah
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=150522#150522
Message 24
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| Subject: | Re: Questions about ELTs?? |
Darin sez:
>...I would actually prefer to install a 121.5 ELT and then carry my
>MicroFix 406 PLB on my person.
Not a bad plan (I have a personal beacon in my Piper Arrow) but what
happens if the crash renders you unconscious? You'll still want help
to be headed your way quickly, right?
Mike G.
N728KF
Phoenix, AZ
Message 25
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This is an interesting thread. Once again it is a rehash of numerous
discussions over the years. It is a fact that early in the evolution of the
912 in the Model IV all kits came with the carb heat muff and box. It
didn't take long for almost all builders and flyers to eliminate the
installation of the box or removing it from flying aircraft if it was
previously installed. None of the airplanes I am familiar with have the
carb heat provision. This includes the three guys with Rans aircraft that
will fly with us in the group flights from time to time - aggregate time
about 6,000 hours in every condition you can think of except frank IMC. It
just has not been an issue for too many years and too many hours in too many
airplanes. It is also a fact that everyone that removed the carb heat set-up
reported increased power output from the engine due to reducing the
induction air restrictions into the carburetor.
I liked Louis Rodrigues' comment: "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."
I don't know if he meant it this way, but my guess is that if the whole 912
series powered fleet (Series 7 excepted - see below) was polled, (and there
are tons of pilots flying our airplanes that are not on the list - none of
my buddies are) we would find that most, maybe up to 95% don't have the carb
heat box installed with the Rotax 912 series engines, and check the reports,
if it was an issue, there would be more talk - lots more talk - on the
problem than what we bring up here. I did read the one report by Louis
reporting icing, but given his experience, having the engine injest a bit of
ice and then purr along afterward is not enough for me to worry even a tiny
bit about not having the system installed.
This from an old post by John McBean - Jan 2004:
Maybe this will help.... The earlier Kitfox's, pre Series 7, had filters
on the intake of the carbs.... Unless the optional carb heat box was
installed. Then both carbs were tied to the carb heat box and the filter was
on the intake of the box. I do not believe that many carb heat boxes were
installed and all that I have spoke with that used them said when removed
saw a increase in performance.
The Series 7 is a horse of a different color. For the first time the Kitfox
is utilizing the Rotax induction plenum. The plenum ties both carbs
together and has two ports on it. One port is for fresh air. The Series 7
install has you route a Scat tube from the port down to the NACA scoop in
the cowling and into a filter that has been mounted outside the cowling in
the NACA. The other port is designed for carb heat. SS does not currently
have a kit to utilize this feature. It is designed to use a pull cable to
flip a butterfly shutting down the fresh air and opening the heat. One
could very easily adapt it.
On my aircraft, I chose to install the air filter directly to the induction
plenum and not run the Scat tubing. With the filter inside the cowling I
have not noticed a decrease in performance. I also safety wired the
butterfly so that it could not shut the filtered air off. The Series 7
install is much different then the Series 6.
Hope this helps some.
Blue Skies!!
John & Debra McBean
Maybe it's time for another poll. How many 912 pilots have the carb heat
box and who does not. And carb ice experience in both instances.
Lowell
----- Original Message -----
From: "wingnut" <wingnut@spamarrest.com>
Sent: Tuesday, December 04, 2007 7:19 PM
Subject: Kitfox-List: Re: Carb Ice
>
> Well that settles it then. The 912UL without carb heat is not immune to
> ice. Thanks for sharing.
>
>
>> 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.
>
>
> --------
> Luis Rodriguez
> Model IV 1200
> Rotax 912UL
> Flying Weekly
> Laurens, SC (34A)
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=150510#150510
>
>
>
Message 26
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| Subject: | Re: Questions about ELTs?? |
Mike,
Yes you would want help on the way as quick as possible and unless you activate
a PLB, it would not be transmitting unlike an ELT that has a g-switch. I recently
attended a seminar by the owner of preparedpilot.com on surviving a night
(or nights) in the backcountry and the way he approaches that question is that
he adds "PLB Activation" to his mental emergency procedure. In other words,
if you have an emergency and know you are going down, you will most likely have
that second or two to activate your PLB, so add that to your emergency procedure
and hit the button before you crash. Heck, even g-switches have been known
to fail so I think manual activation of either PLB or onboard ELT should
be added to emergency procedures. In mountain terrain this would be beneficial
simply because you would be almost guaranteed a quick fix not potentially blocked
by mountains, etc. Also, he stressed that you should carry the PLB on your
person, not in a bag in the back of the plane or somewhere else because you
will most likely forget about it or not have a chance to grab it while scrambling
from a burning plane. I was thinking about getting a holster for it like
my buddies who snowmobile with there avalanche tracking beacons have. That
way it is always on me and easy to get to. Just some food for thought, but I
think the PLB are a great investment.
--------
Darin Hawkes
Series 7 (under Construction)
914 Turbo
Ogden, Utah
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=150535#150535
Message 27
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| Subject: | Re: Questions about ELTs?? |
Darin sez:
>I recently attended a seminar by the owner of preparedpilot.com on
>surviving a night (or nights) in the backcountry and the way he
>approaches that question is that he adds "PLB Activation" to his
>mental emergency procedure. In other words, if you have an
>emergency and know you are going down, you will most likely have
>that second or two to activate your PLB, so add that to your
>emergency procedure and hit the button before you crash.
Apparently he wasn't in my Kitfox with me when I crashed into the
side of a mountain. His assumption is unrealistic--there was no time
to activate anything.
Anyone concerned about the possibility of an emergency landing should
spend a few extra dollars and replace their 121 MHz ELT with a 406
MHz model to go along with their personal beacon. That's what I plan
to do.
Mike G.
N728KF
Phoenix, AZ
Message 28
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| Subject: | Re: Questions about ELTs?? |
On Dec 5, 2007, at 5:26 AM, darinh wrote:
> What is the deal with ELT monitoring? I know that come January 2009,
> the 121.5 frequency will not be monitored by sarsat (I think that is
> who monitors it now). So everyone is talking about the 406 Mhz ELT
> and after doing a bit or reading, it sounds like this is the way to
> go.
Okay. I thought that 121.5 was phased out already a few years ago for
the Cospas-Sarsat satellites. I don't have a ELT but I've had for
several years now a EPIRB, which is the same thing but for maritime
use. The only reason the satellites would receive signals in that VFR
frequency is that, at the time, few people had senders in the UHF 243
Mhz frequency.
... after checking with Google, you're right, the phasing out is for
2009. Hum, so I could still have used my old EPIRB in my Kitfox then.
It's an old model and I don't have the new frequency 406.
Cheers,
Michel Verheughe
Norway
Kitfox 3 - Jabiru 2200
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