Today's Message Index:
----------------------
1. 03:48 AM - Re: Information on EA-81 (dave)
2. 05:08 AM - Re: Re: Planning Trip to High Valley Resort (north Georgia) (W Duke)
3. 06:14 AM - Re: Converting to a tail dragger? (Danny)
4. 06:36 AM - Re: Converting to a tail dragger? (Tom Jones)
5. 06:57 AM - Kitfox conversion (Jimmy Cantrell)
6. 10:33 AM - Re: Re: Converting to a tail dragger? (Guy Buchanan)
7. 10:41 AM - Re: Converting to a tail dragger? (WurlyBird)
8. 11:05 AM - Re: Information on EA-81 (WurlyBird)
9. 11:06 AM - Re: Information on EA-81 (WurlyBird)
10. 11:53 AM - Re: Re: Information on EA-81 (Guy Buchanan)
11. 12:07 PM - Mountain Flying (WurlyBird)
12. 12:11 PM - Re: Re: Information on EA-81 (Clint Bazzill)
13. 12:17 PM - Re: Information on EA-81 (Lynn Matteson)
14. 12:25 PM - Re: Information on EA-81 (WurlyBird)
15. 01:21 PM - Re: Information on EA-81 (Michel Verheughe)
16. 01:25 PM - Re: Re: Information on EA-81 (Lynn Matteson)
17. 01:27 PM - Re: Mountain Flying (wingnut)
18. 02:32 PM - Re: Mountain Flying (kitfoxmike)
19. 03:01 PM - Re: 582's - WAS Information on EA-81 (Marco Menezes)
20. 03:11 PM - Re: Re: Mountain Flying (Marco Menezes)
21. 04:19 PM - Re: Information on EA-81 (kirk hull)
22. 04:56 PM - Re: Mountain Flying (John W. Hart)
23. 05:02 PM - Re: Re: Converting to a tail dragger? (jdmcbean)
24. 05:03 PM - Re: Re: Converting to a tail dragger? (jdmcbean)
25. 06:01 PM - Tube gear for a Model 5 (Joel Mapes)
26. 08:32 PM - Instrument panel (Keithc)
27. 09:01 PM - looking for parts (Keithc)
28. 09:12 PM - Re: Instrument panel (Gary)
Message 1
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| Subject: | Re: Information on EA-81 |
> I like the 4 stroke reliability and the price is WORLDS better then a Rotax 912
Rotax 912 very dependable and better power to weight than a EA-81.
You can buy a Kitfox IV with 912 for under 25k usually used. Good bargain in
my opinion. If you want a 2 stroke same plane with a 582 will be 15 to 20k .
My 582 has over 450 hours now since this last engine in June 06 and never been
apart yet. So that give credit to the reliability of the 582 once again.
--------
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=183778#183778
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| Subject: | Re: Planning Trip to High Valley Resort (north Georgia) |
My understanding was that it would be on the 24th. Unfortunately, I will have
to work and unable to attend.
Maxwell S6/TD/IO240
wingnut <wingnut@spamarrest.com> wrote:
Why a bust? My planned flight to the Mid-Atlantic Air Show was OBE so I'm really
looking forward to this now. It's next weekend right?
PMorel wrote:
> Well, I guess this was a bust. Beautiful weather but no planes. Looks like a
planning committee needs to be established.
> ---
--------
Luis Rodriguez
Model IV 1200
Rotax 912UL
Flying Weekly
Laurens, SC (34A)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=183699#183699
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| Subject: | Re: Converting to a tail dragger? |
WurlyBird
I'm in the early stages of building a Series 7 taildragger. I'm located in Hopkinsville,
Ky which is just 20 miles up the road from Clarksville. You are welcome
to come take a look at the latest model Kitfox for ideas, whenever you get
back in country. You can contact me by email at dtpowell@bellsouth.net.
Good luck
Danny
--------
Danny Powell
Series 7/SuperSport/TD
Building
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=183791#183791
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| Subject: | Re: Converting to a tail dragger? |
Go to this thread from a year or so ago and scroll down about 6 or 7 posts. There is a post from "Bob". He was working on converting a Vixen to tail wheel. http://forums.matronics.com/viewtopic.php?p=93578&sid=6d13b5fab675f090d0242031947da182
If you can track him down I think he has the info you are looking for.
--------
Tom Jones
Classic IV
503 Rotax, 72 inch Two blade Warp
Ellensburg, WA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=183795#183795
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| Subject: | Kitfox conversion |
WurlyBird
I have just finished building a S5TD manufactured in 1995. I think it is an
Outback. I have the construction manual and all the drawings, if you will
let me know what you need I will email you a copy of the drawings. I have
Grove gear . Email me off Matronics and I will get back to you.
Jimmy A. Cantrell
Jcant1@hughes.net
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| Subject: | Re: Converting to a tail dragger? |
At 10:38 PM 5/18/2008, you wrote:
>I am unfamiliar with exactly how tail wheel gear can be
>configured. I know there is steering assist but the wheel is free
>to caster about with some sort of freedom. So can this be fixed
>forward so the plane tracks relatively straight until a rudder input
>frees it from the "assistance"?
At its simplest you buy a tailwheel assembly from Aircraft Spruce.
This tailwheel assembly will have, built in, a swivel, and a release
mechanism that allows the wheel to free caster after about 30 degrees
of travel. It's all done for you. You then buy a tail spring assembly
from John McBean. You will then have to add localized structure to
support the spring to the lower fuselage just in front of the rudder.
You shouldn't have to add or modify any primary structure. You can
get some ideas on this structure by visiting any uncovered 5-7. One
important thing in designing your support structure is that you
support the spring in such a way that the tail wheel pivot axis leans
"back". That is, the top of the pivot is "behind" the bottom.
Otherwise you MAY get shimmy.
Next you'll have to modify the rudder by adding two athwartships
tiller arms to the bottom so you can connect the rudder to the tail
wheel. Again, visiting any Kitfox taildragger will give you the idea.
(I can send exterior pictures in a day or two.)
>does anybody have a quantifiable answer as to how much reinforcement
>is needed at the gear attach points?
I can tell you the ultimate design loads should be about three g's
times your design gross weight spread over both wheels. (See FAR
25.473 for the real deal.) As to how that translates into structure
you're talking engineering that will take some time. (It sounds like
someone's already done it. The next best bet is to simply duplicate
the structure in existing aircraft. John may be willing to provide
the design for the existing structure.)
>Again to kind of reinforce where I am coming from, my wife and I are
>looking to buy a Kitfox and came across a pretty good deal on a
>Vixen, we are still in the "thinking about it" stage which is why I
>am here. We definitely want to preserve the bush plane flying
>aspect of the kit and so insist on tail wheel.
Actually there are a number of good "bush" planes that are trikes.
(Zenith 701, Cessna 206) There are also a lot of Kitfox trikes that
see a lot of off-road work. (Almost the entire Desert Fox Squadron
has switched to trikes. Don't know why, but they like 'em, and they
do a lot of off-road.) Unfortunately you don't get the bush look.
Guy Buchanan
San Diego, CA
K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar.
Message 7
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| Subject: | Re: Converting to a tail dragger? |
Danny, I will definitely look you up when I get home. I will even help you turn
wrenches or sling some paint or whatever you need help with just to get to pick
your brain, face to face, on the building process. Thanks for the invitation!
Tom, thanks for the heads up on Bob. He has not been active in a few months apparently
but I sent him a message so hopefully he still has the same email address.
To every one who has contacted me off line, thanks for the information and help.
And to everyone who keeps reading this and replying, thanks. Even the silly arguments
give me a fair amount of amusement and help pass the time between missions.
I am glad I found this list, you are good people. But hey, that is aviators in
general.
--------
Prospective Kitfox buyer
Here for information on airframes and engines
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=183847#183847
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| Subject: | Re: Information on EA-81 |
So that brings up another question I have about two strokes. My initial reason
for wanting a four stroke is, like many people who have been around aviation
for a while, it is ingrained in me that four strokes are more reliable then two
strokes. I don't have to many issues with landing in a field due to an engine
failure but I didn't want that to be a concern of mine when my wife and son
are out tooling around without me. I realize the two strokes have made huge
leaps in performance in reliability but it is still hard to find any real statistics.
So has your experience been with the 582? How strictly do you follow
the 150/300 hr rebuild schedule and have you had any flame outs? I also read
a really good article, it is a bit old now but it breaks down the cost of operating
a 582 vs a 912. Based on purchase price, fuel, routine maintenance, and
oil it actually showed that it is cheaper to go with a 912 after less then 1200
hours. I will link the article but I am curious what your response would
be since you have obviously flown a good amount on a 582. Thanks for the info.
http://www.ultralightnews.ca/articles/912vs582.html
--------
Prospective Kitfox buyer
Here for information on airframes and engines
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=183854#183854
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| Subject: | Re: Information on EA-81 |
So that brings up another question I have about two strokes. My initial reason
for wanting a four stroke is, like many people who have been around aviation
for a while, it is ingrained in me that four strokes are more reliable then two
strokes. I don't have to many issues with landing in a field due to an engine
failure, that is just natural after flying gliders for years, but I didn't
want that to be a concern of mine when my wife and son are out tooling around
without me. I realize the two strokes have made huge leaps in performance and
reliability but it is still hard to find any real statistics. So how has your
experience been with the 582? How strictly do you follow the 150/300 hr rebuild
schedule and have you had any flame outs? I also read a really good article,
it is a bit old now but it breaks down the cost of operating a 582 vs a 912.
Based on purchase price, fuel, routine maintenance, and oil it actually showed
that it is cheaper to go with a 912 after less then 1200 hours. I will
link the article but I am curious what your response would be since you have obviously
flown a good amount on a 582. Thanks for the info.
http://www.ultralightnews.ca/articles/912vs582.html
--------
Prospective Kitfox buyer
Here for information on airframes and engines
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=183855#183855
Message 10
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| Subject: | Re: Information on EA-81 |
At 11:03 AM 5/19/2008, you wrote:
>I realize the two strokes have made huge leaps in performance and
>reliability but it is still hard to find any real statistics. So
>how has your experience been with the 582? How strictly do you
>follow the 150/300 hr rebuild schedule and have you had any flame
>outs? I also read a really good article, it is a bit old now but it
>breaks down the cost of operating a 582 vs a 912. Based on purchase
>price, fuel, routine maintenance, and oil it actually showed that it
>is cheaper to go with a 912 after less!
> then 1200 hours. I will link the article but I am curious what
> your response would be since you have obviously flown a good amount
> on a 582. Thanks for the info.
I have been flying my 582 powered Fox for almost two years now. Here
are my opinions:
1. The 582 is very reliable if cared for both while in flight and on
the ground. (Two strokes are, in general, equally reliable if cared
for, in my experience.) There is currently no more excuse for
"flame-outs" with a 582 than with any other aircraft engine.
2. The 582 requires more care in flight due to the necessity of
maintaining high, but not too high EGT's. Modern electronics make
this quite easy. (I use a GRT engine monitor with a BIG RED LIGHT.)
All else remains quite similar to four strokes operationally.
3. The 582 requires more maintenance on the ground due to the 300
hour rebuild schedule. Most are recommending against the 50 hour
de-carbons now and some even recommend running the engine without
inspection the full 300 hours. (I pulled my top end apart at 150 hours.)
4. You are correct in stating that a 912 is cheaper in the long run.
I've just run the numbers for modern costs and it's still true.
5. Having to carry and/or find oil for your two stroke is a PITA. For
my long trips I carry oil. This reduces payload and increases anxiety.
6. The 582 has the highest power to weight of any aircraft engine out
there. A close second is the 912S. However, as in all things, theres
no substitute for horsepower so the 912 will beat the pants off a 582
every time.
I love my 582. It's been a great engine- reliable, easy to
start, easy to maintain, and lots of grunt. That said, I'll be
switching to a 912S primarily because of #4 and 5 above.
Guy Buchanan
San Diego, CA
K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar.
Message 11
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Just trying to post a thread that will get some active and relaxing posting going.
Since I am in Afghanistan right now every day is an adventure flying. This
is some of the most unforgiving terrain you can imagine. The other day we were
flying down a valley at about 200' agl and I realized that we didn't pass a
single, reasonable, forced landing area for about 5 minutes. 45 degree walls going
straight into a river. A few weeks ago we were on the floor of a valley
about 200 meters wide where we had to keep doing U-turns and yet stay low, again
with 45 degree walls on either side. It came down to doing a chandelle or
wingover type maneuver in a 5000 lb helicopter and recovering at about 20' agl.
All this and at 8-10,000' DA. So what are YOUR mountain flying stories? I
want to hear about it.
--------
Prospective Kitfox buyer
Here for information on airframes and engines
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=183862#183862
Message 12
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| Subject: | Re: Information on EA-81 |
Add to that, faster and a lot more range, and a lot cheaper to operate.
Clint
912ULS 1320 hours, also had 912UL before.> Date: Mon, 19 May 2008 11:48:37
-0700> To: kitfox-list@matronics.com> From: bnn@nethere.com> Subject: Re:
Guy Buchanan <bnn@nethere.com>> > At 11:03 AM 5/19/2008, you wrote:> >I re
alize the two strokes have made huge leaps in performance and > >reliabilit
y but it is still hard to find any real statistics. So > >how has your expe
rience been with the 582? How strictly do you > >follow the 150/300 hr rebu
ild schedule and have you had any flame > >outs? I also read a really good
article, it is a bit old now but it > >breaks down the cost of operating a
582 vs a 912. Based on purchase > >price, fuel, routine maintenance, and oi
l it actually showed that it > >is cheaper to go with a 912 after less!> >
then 1200 hours. I will link the article but I am curious what > > your res
ponse would be since you have obviously flown a good amount > > on a 582. T
hanks for the info.> > I have been flying my 582 powered Fox for almost two
years now. Here > are my opinions:> > 1. The 582 is very reliable if cared
for both while in flight and on > the ground. (Two strokes are, in general
, equally reliable if cared > for, in my experience.) There is currently no
more excuse for > "flame-outs" with a 582 than with any other aircraft eng
ine.> > 2. The 582 requires more care in flight due to the necessity of > m
aintaining high, but not too high EGT's. Modern electronics make > this qui
te easy. (I use a GRT engine monitor with a BIG RED LIGHT.) > All else rema
ins quite similar to four strokes operationally.> > 3. The 582 requires mor
e maintenance on the ground due to the 300 > hour rebuild schedule. Most ar
e recommending against the 50 hour > de-carbons now and some even recommend
running the engine without > inspection the full 300 hours. (I pulled my t
op end apart at 150 hours.)> > 4. You are correct in stating that a 912 is
cheaper in the long run. > I've just run the numbers for modern costs and i
t's still true.> > 5. Having to carry and/or find oil for your two stroke i
s a PITA. For > my long trips I carry oil. This reduces payload and increas
es anxiety.> > 6. The 582 has the highest power to weight of any aircraft e
ngine out > there. A close second is the 912S. However, as in all things, t
heres > no substitute for horsepower so the 912 will beat the pants off a 5
82 > every time.> > I love my 582. It's been a great engine- reliable, easy
to > start, easy to maintain, and lots of grunt. That said, I'll be > swit
ching to a 912S primarily because of #4 and 5 above.> > > Guy Buchanan> San
Diego, CA> K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Duca
===> > >
Message 13
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| Subject: | Re: Information on EA-81 |
I'm not a Jabiru dealer, nor do I play one on TV or here on this
group. But I AM a satisfied owner/operator of a Kitfox IV with Jabiru
2200 power with 510 hours of operation, flying from mid-America to
each coast. I offer this info just to offset all the talk of the
"other" brand. Just because they are the most-used engine doesn't
mean they are the only engine. Keep the 4 cylinder, 4 stroke Jab in
mind while you're shopping.
Lynn (NOT a Jabiru dealer)
On May 19, 2008, at 2:09 AM, WurlyBird wrote:
> <james.t.trizzino@us.army.mil>
>
> My wife and I are searching for a plane and we keep coming across
> planes with EA-81s and I can't find much about them. I like the 4
> stroke reliability and the price is WORLDS better then a Rotax 912.
> How does it compare as far as reliability, overhaul cost, life
> expectancy? Any information or first hand experience would be
> greatly appreciated.
>
> --------
> Prospective Kitfox buyer
> Here for information on airframes and engines
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=183767#183767
>
>
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| Subject: | Re: Information on EA-81 |
Jabiru is another name that seems to come up a lot. i am very unfamiliar with
them though. What kind of engine sizes/hp do they come in and what are their
purchase prices like? If you know of a dealer site that has good info a link
would more then suffice.
--------
Prospective Kitfox buyer
Here for information on airframes and engines
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=183865#183865
Message 15
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| Subject: | Re: Information on EA-81 |
> From: WurlyBird [james.t.trizzino@us.army.mil]
> Jabiru is another name that seems to come up a lot. i am very unfamiliar
> with them though.
Like Lynn and a few others, I am a happy Kitfox/Jabiru owner.
Five years ago I bought a Kitfox 3 with a Rotax 582. I had no previous knowledge
of aviation or engines. The 582 was a fine engine but when I had 270 hours on
it, I decided to change it for a four-strokes engines because I wanted to do
some long distance flying in Europe and I was told that real pilots flew behind
4-strokes engines.
The 912 was the first choice. But it is heavy for my very light model 3. The Jabiru
2200 was a good alternative since it was about the same weight as the 582.
It was also cheaper. But what made me decide for it is this: I don't know about
engine and therefore it made sense that I did what generations of pilots have
done for decades: Choose a direct drive air-cooled engine.
The Jabiru is very simple and easy to install. The only problem I had was that
the boxer engine needed more place under the cowling. Now I had seen several modifications
and even the Skyfox cowling. But I went for making my own cowling
and I don't regret it. The plane doens't have anymore the sweet rotaty look but
it works very well. Like all air-cooled engine, the key to success is to make
a good vacuum chamber so that the engine is kept cool at any time.
The Jabiru has been through several changes during the years, each time trying
to improve a bit the engine. The 2200 is nominal 80 HP but it went from an actual
75 to 85 HP by improving details, even if in the process the compression has
been reduced.
The latest improvement has been hydraulic lifters. It created a problem in the
oil pressure in the rocker chamber but it is now fixed. Those with the the first
models had to drill holes in the engine.
The only real drawback with the engine is that you should have a fixed pitch wood
propeller. That's a price you have to pay to avoid harmonic vibrations on the
direct drive. Some composite propellers are reported to work well too. But
I have the original Jabiru wood propeller since I don't have the nerves to be
a test pilot. :-)
The TBO of the Jabiru is 2000 hours with a rebuild of the heads at 1000 hours.
I have 260 hours on mine and maintenance is only an oil and oil filter change
every 50 hours.
Cheers,
Michel Verheughe
Norway
Kitfox 3 - Jabiru 2200
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Message 16
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| Subject: | Re: Information on EA-81 |
They come in 4 cylinder.....85 hp, and 6 cylinder....120
hp.....www.usjabiru.com or www.jabirupacific.com or just google
"jabiru"
They also have an 8 cylinder, but I understand they are not producing
them at this time, in order to put all efforts into producing the 4's
and 6's.
Lynn
On May 19, 2008, at 3:22 PM, WurlyBird wrote:
> <james.t.trizzino@us.army.mil>
>
> Jabiru is another name that seems to come up a lot. i am very
> unfamiliar with them though. What kind of engine sizes/hp do they
> come in and what are their purchase prices like? If you know of a
> dealer site that has good info a link would more then suffice.
>
> --------
> Prospective Kitfox buyer
> Here for information on airframes and engines
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=183865#183865
>
>
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| Subject: | Re: Mountain Flying |
I once flew over the Smokey Mountains at about 4000ft with 4800ft peeks all around
me!
Ok. So it was 4000ft AGL. I thought about flying lower but it was my first time
over mountains and I'm a chicken.
--------
Luis Rodriguez
Model IV 1200
Rotax 912UL
Flying Weekly
Laurens, SC (34A)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=183880#183880
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| Subject: | Re: Mountain Flying |
I fly in the mountain all the time, I've taken flight lesson on such as well as
ground school. I would limit to no more than 15mph winds, the reason, the winds
increase quit a bit in the mountains. Always fly to the side of the channels
in the mountains and navigate with the idea of looking around the corners
for a way through. I will tell you that the fox is ideal for mountain flying
because you can do a 180 real quick, nothing like a cessna like I trained in.
I have a hill, mountain right to the side of our runway, goes up about 900 ft,
I take off and turn right for it and hit the center about 800ft agl and go right
through the cavern, real fun, but I'm sure it makes a lot of people nervous.
I've had people ask me what I would do if the engine quit. I say, simple
do a hammer head and land what else. They always give me a dumb look, but I
do these things in practice all the time, so no big deal to me. I also have caverns
south of my location that are about 3000ft wide and 1000 ft deep and I
fly into those all the time, real fun, top gun stuff. What would happen if the
engine quites, simple land the darn thing, I've posted speeds on landing and
they are 40 mph, that's not very fast, just level out and run a wing into a
tree, your stopped, dah!
Make sure and take survival gear and very important, a 406 transmitter for elt,
either buy the one to replace the old style elt, or buy a personal unit to carry
on your self. Mountain flying is very fun and gratifying. I passed through
the cascades about 6 times now and loved it every time I go through.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=183891#183891
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| Subject: | Re: 582's - WAS Information on EA-81 |
Wurly:
Welcome to the list.
Can't beat the power to weight ratio of a 2 stroke. I love my 582-90 ("C" box)
and it is dependable. However, its low TBO and staggering Rotax prices combine
to make no "cheap" ride. Also, at 4.5 gal/hr avg burn, it's not as fuel efficient
as comparably powered (if alot heavier) 4 strokes. I haven't done the
calcs but it wouldn't surprize me to learn that the 912 costs less over the
long haul, at least if you keep to the factory recommended inspections and overhauls.
Some on the list will say that the 582 doesn't need a 150 hour "inspection" and
will go alot longer than 300 hrs. Question is, how much longer? All of this
combines to make alot of us 582 drivers seriously investigate alternatives as
we approach the 150 and 300 hour milestones. Suzuki (Geo) with Raven redrive
starts to sound pretty good.
WurlyBird <james.t.trizzino@us.army.mil> wrote:
So that brings up another question I have about two strokes. My initial reason
for wanting a four stroke is, like many people who have been around aviation for
a while, it is ingrained in me that four strokes are more reliable then two
strokes. I don't have to many issues with landing in a field due to an engine
failure but I didn't want that to be a concern of mine when my wife and son are
out tooling around without me. I realize the two strokes have made huge leaps
in performance in reliability but it is still hard to find any real statistics.
So has your experience been with the 582? How strictly do you follow the
150/300 hr rebuild schedule and have you had any flame outs? I also read a really
good article, it is a bit old now but it breaks down the cost of operating
a 582 vs a 912. Based on purchase price, fuel, routine maintenance, and oil it
actually showed that it is cheaper to go with a 912 after less then 1200 hours.
I will link the article but I am curious!
what your response would be since you have obviously flown a good amount on a 582.
Thanks for the info.
http://www.ultralightnews.ca/articles/912vs582.html
--------
Prospective Kitfox buyer
Here for information on airframes and engines
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=183854#183854
Marco Menezes
Model 2 582 N99KX
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| Subject: | Re: Mountain Flying |
I once flew over Mt. Pleasant, Michigan (MOP- Elev 755')! But that was in a Cessna
so it doesn't count. ;-)
do not archive
wingnut <wingnut@spamarrest.com> wrote:
I once flew over the Smokey Mountains at about 4000ft with 4800ft peeks all around
me!
Ok. So it was 4000ft AGL. I thought about flying lower but it was my first time
over mountains and I'm a chicken.
--------
Luis Rodriguez
Model IV 1200
Rotax 912UL
Flying Weekly
Laurens, SC (34A)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=183880#183880
Marco Menezes
Model 2 582 N99KX
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| Subject: | Information on EA-81 |
I have a classic 4 with a stratus converted ea-81. it is a little heavy
but with 100 hp she is still a stellar performer our performing just about
everything in her class. The sub has 160 hours on it with no problems. The
basics of the engine are factory Subaru so parts are easy to get from any
auto parts store. TBO is 2000 hours and I would assume the parts are cheap
since they are stock auto parts. As far as reliability ,I was unable to
find any body that has had any problems with one.
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of WurlyBird
Sent: Monday, May 19, 2008 1:09 AM
Subject: Kitfox-List: Information on EA-81
<james.t.trizzino@us.army.mil>
My wife and I are searching for a plane and we keep coming across planes
with EA-81s and I can't find much about them. I like the 4 stroke
reliability and the price is WORLDS better then a Rotax 912. How does it
compare as far as reliability, overhaul cost, life expectancy? Any
information or first hand experience would be greatly appreciated.
--------
Prospective Kitfox buyer
Here for information on airframes and engines
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=183767#183767
Message 22
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Two years flying UH-1 in South Vietnam - 1965-66 and 1970-71. Plenty
mountains, DA higher than hell, right along with the temperature!
John Hart
Model IV
Wilburton, OK
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of WurlyBird
Sent: Monday, May 19, 2008 2:04 PM
Subject: Kitfox-List: Mountain Flying
<james.t.trizzino@us.army.mil>
Just trying to post a thread that will get some active and relaxing posting
going. Since I am in Afghanistan right now every day is an adventure flying.
This is some of the most unforgiving terrain you can imagine. The other day
we were flying down a valley at about 200' agl and I realized that we didn't
pass a single, reasonable, forced landing area for about 5 minutes. 45
degree walls going straight into a river. A few weeks ago we were on the
floor of a valley about 200 meters wide where we had to keep doing U-turns
and yet stay low, again with 45 degree walls on either side. It came down
to doing a chandelle or wingover type maneuver in a 5000 lb helicopter and
recovering at about 20' agl. All this and at 8-10,000' DA. So what are
YOUR mountain flying stories? I want to hear about it.
--------
Prospective Kitfox buyer
Here for information on airframes and engines
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=183862#183862
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| Subject: | Re: Converting to a tail dragger? |
I've tried sending a couple of posts.. they do not seem to be showing
up....
We'll try this one...
Just for fun !!!
I have a couple more I'll try and post tomorrow.. need to find them.
Fly Safe !!
John & Debra McBean
Ph 208.337.5111
www.kitfoxaircraft.com-
"The Sky is not the Limit...- It's a Playground"
Message 24
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| Subject: | Re: Converting to a tail dragger? |
I've tried sending a couple of posts.. they do not seem to be showing
up....
We'll try this one...
Just for fun !!!
I have a couple more I'll try and post tomorrow.. need to find them.
Fly Safe !!
John & Debra McBean
Ph 208.337.5111
www.kitfoxaircraft.com-
"The Sky is not the Limit...- It's a Playground"
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Guy
Buchanan
Sent: Monday, May 19, 2008 11:28 AM
Subject: Re: Kitfox-List: Re: Converting to a tail dragger?
At 10:38 PM 5/18/2008, you wrote:
>I am unfamiliar with exactly how tail wheel gear can be
>configured. I know there is steering assist but the wheel is free
>to caster about with some sort of freedom. So can this be fixed
>forward so the plane tracks relatively straight until a rudder input
>frees it from the "assistance"?
At its simplest you buy a tailwheel assembly from Aircraft Spruce.
This tailwheel assembly will have, built in, a swivel, and a release
mechanism that allows the wheel to free caster after about 30 degrees
of travel. It's all done for you. You then buy a tail spring assembly
from John McBean. You will then have to add localized structure to
support the spring to the lower fuselage just in front of the rudder.
You shouldn't have to add or modify any primary structure. You can
get some ideas on this structure by visiting any uncovered 5-7. One
important thing in designing your support structure is that you
support the spring in such a way that the tail wheel pivot axis leans
"back". That is, the top of the pivot is "behind" the bottom.
Otherwise you MAY get shimmy.
Next you'll have to modify the rudder by adding two athwartships
tiller arms to the bottom so you can connect the rudder to the tail
wheel. Again, visiting any Kitfox taildragger will give you the idea.
(I can send exterior pictures in a day or two.)
>does anybody have a quantifiable answer as to how much reinforcement
>is needed at the gear attach points?
I can tell you the ultimate design loads should be about three g's
times your design gross weight spread over both wheels. (See FAR
25.473 for the real deal.) As to how that translates into structure
you're talking engineering that will take some time. (It sounds like
someone's already done it. The next best bet is to simply duplicate
the structure in existing aircraft. John may be willing to provide
the design for the existing structure.)
>Again to kind of reinforce where I am coming from, my wife and I are
>looking to buy a Kitfox and came across a pretty good deal on a
>Vixen, we are still in the "thinking about it" stage which is why I
>am here. We definitely want to preserve the bush plane flying
>aspect of the kit and so insist on tail wheel.
Actually there are a number of good "bush" planes that are trikes.
(Zenith 701, Cessna 206) There are also a lot of Kitfox trikes that
see a lot of off-road work. (Almost the entire Desert Fox Squadron
has switched to trikes. Don't know why, but they like 'em, and they
do a lot of off-road.) Unfortunately you don't get the bush look.
Guy Buchanan
San Diego, CA
K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar.
Checked by AVG.
5/19/2008
7:44 AM
Checked by AVG.
5/19/2008
7:44 AM
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| Subject: | Tube gear for a Model 5 |
Do any of you have a set of tube gear for a model 5? Maybe you have upgrade
d to Grove gear or moved to floats? My rebuild project is moving forward an
d I'll be needing a place to put the wheels before too long.
Thanks,JoelModel 5 912
_________________________________________________________________
Keep your kids safer online with Windows Live Family Safety.
http://www.windowslive.com/family_safety/overview.html?ocid=TXT_TAGLM_WL_
Refresh_family_safety_052008
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| Subject: | Instrument panel |
I will be installing a rotax 912 in my series 4-1200. Could any one tell me the
ranges required on the engine gages- CHT,EGT,oil pressure, oil temp. I will be
piecing a set together...
Thanks,
Keith Charest
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| Subject: | looking for parts |
I am looking for parts for my series 4-1200. I need flaperons, 912 engine mount
and FWF parts (I have the engine only) and strut mount brackets. I can be reached
by email (keith@intev.ca) or 519-240-3064 Cambridge Ontario Canada
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| Subject: | Re: Instrument panel |
Kieth
I'm building a IV, 1200 with the 912UL in Toronto. You can drop by anytime and
have a look. Email me if you want more details.
delbelbelluz@rogers.com
--------
Gary Del Bel Belluz
Toronto, IV / 912UL
Just getting started
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