Today's Message Index:
----------------------
1. 04:05 AM - Re: Re: Kitfox Model II - Light Sport or Experimental or both? (Bob Brennan)
2. 04:08 AM - Re: Why do I have a flap handle? Model 2 (Jeffrey Dill)
3. 05:58 AM - Re: Kitfox Model II - Light Sport or Experimental or both? (Tom Jones)
4. 06:29 AM - Re: New member with UK-built Model II needs parts advice (Lynn Matteson)
5. 08:06 AM - Re: New member with UK-built Model II needs parts advice (patrick reilly)
6. 08:34 AM - Keith Schneider are you there (Wahlquist, Dave)
7. 08:47 AM - Re: Kitfox Model II - Light Sport or Experimental or both? (dcsfoto)
8. 10:34 AM - Re: Re: Kitfox Model II - Light Sport or Experimental or both? (Lynn Matteson)
9. 10:41 AM - Re: Re: Why do I have a flap handle? Model 2 (Lynn Matteson)
10. 10:45 AM - Re: Re: Kitfox Model II - Light Sport or Experimental or both? (Rick Frederick)
11. 11:18 AM - outlet port ()
12. 12:43 PM - Re: outlet port (Lynn Matteson)
13. 01:49 PM - W/B issues (John Ross)
14. 02:11 PM - Re: W/B issues (steve eccles)
15. 02:39 PM - Re: W/B issues (John Ross)
16. 03:03 PM - Re: Kitfox Model II - Light Sport or Experimental or both? (dcsfoto)
17. 04:19 PM - Re: Re: Kitfox Model II - Light Sport or Experimental or both? (Rick Frederick)
18. 04:36 PM - Light Sport? (Pete Christensen)
19. 05:20 PM - Re: W/B issues (jdmcbean)
20. 05:49 PM - Re: W/B issues (John Ross)
21. 05:51 PM - Re: Re: Kitfox Model II - Light Sport or Experimental or both? (Bob Brennan)
22. 07:34 PM - Re: Re: Kitfox Model II - Light Sport or Experimental or both? (Rick Frederick)
23. 07:37 PM - Kitfox 914 fuel pressure monitoring (K&MCozik)
Message 1
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| Subject: | Re: Kitfox Model II - Light Sport or Experimental or |
both?
Thanks Tom, that is the document I found on the FAA website and the one that
answers my original question(s). I plan to apply as Experimental since I
have no restrictions on my PPL or Medical Certificate, although it still
confuses me that the aircraft certificate should be determined by pilot
limitations and/or abilities and not aircraft's.
Bob Brennan
1991 Model 2 Kitfox
Rotax 582 with 3 blade prop
Wrightsville Pa
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Tom Jones
Sent: 23 June 2008 9:59 pm
Subject: Kitfox-List: Re: Kitfox Model II - Light Sport or Experimental or
both?
matronics(at)bob.brennan. wrote:
> This http://forms.faa.gov/forms/faa8130-6d.pdf appears to be the
> Airworthiness Certificate form that allows type designation as
Experimental
> or Light Sport, although I haven't completed one yet or decided how to
> apply.
>
> Bob Brennan
> 1991 Model 2 Kitfox
> Rotax 582 with 3 blade prop
> Wrightsville Pa
>
> --
Bob, attached is part of a document explaining importing aircraft I copied
off the AOPA web site. If I understand what I read, your kitfox may be
eligible for US Experimental amateur built airwortheness certificate based
on it having previously been issued a certificate in the UK. You will need
to havre it inspected by the FAA or a DAR (Designated Airworthness
Representitive).
Do you have access to a list of DARs near you? Contacting one may be a good
idea. They may know how to jump through the hoops already.
For what its worth. I am retired from working 30+ years for the US
Government. I found early on in my career that the only way to get results
from bureaucrats is what the military calls completed staff work. You have
to know what needs doing and do most of it yourself and give them the
finished paperwork for approval, or at least tell them what forms need to be
filled out and where they can find them. In other words, you have to know
more about the subject than they do.
Look this document over and chew on it for awhile then get ahold of a DAR
that is ready to tackle it. Good Luck!
--------
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=189479#189479
Attachments:
http://forums.matronics.com//files/establishing_airworthiness_for_non_168.do
c
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| Subject: | Re: Why do I have a flap handle? Model 2 |
As I said, I had a great day Saturday. I attached a picture taken in flight at
85 MPH. If you use your imagination, I think you can see the position of the elevator
trailing edge down. I was pushing and it would seem like this un-faired
position might be adding drag. I would like to raise the leading edge of the
Horizontal stab, but have been told not to warp it (which it already is a bit
set in the middle hole) and I am not apt to cut and weld a longer strut.
As for the midrange skip, I had a two cycle guy move the needle valve. Was
it the jet needle, or the needle jet? The one with the four clip positions. He
moved it one notch and looked at the plugs after running it and then moved it
back in fear that it was running too hot. So I will leave those alone. I guess
I might play with the mixture screws; I have not touched those since changing
the idle jets.
--------
Jeff Dill
Model 2, 767JD
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=189531#189531
Attachments:
http://forums.matronics.com//files/lead2_955.jpg
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| Subject: | Re: Kitfox Model II - Light Sport or Experimental or both? |
matronics(at)bob.brennan. wrote:
> Thanks Tom, that is the document I found on the FAA website and the one that
> answers my original question(s). I plan to apply as Experimental since I
> have no restrictions on my PPL or Medical Certificate, although it still
> confuses me that the aircraft certificate should be determined by pilot
> limitations and/or abilities and not aircraft's.
>
> Bob Brennan
> 1991 Model 2 Kitfox
> Rotax 582 with 3 blade prop
> Wrightsville Pa
>
> --
Yes Bob, it does get very confusing. The aircraft certificate is not determined
by the pilot limitations.
Any aircraft can be flow by a pilot that meets the "Sport Pilot Rules" if that
aircraft meets the "Definition" of a "Light Sport Aircraft" regardless of what
Certificate that Aircraft has.
--------
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=189544#189544
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| Subject: | Re: New member with UK-built Model II needs parts advice |
My spinner is as black as the day it was shipped. : ) It fit right
in with my paint scheme (or the other way around), so I left it as is.
Whenever I have the lower cowl off....oil change time of 25-30
hrs....I'll look at the springs, and if any are weak, I'll change
only that one, or those that are weak. My exhaust system is so well
secured (now) that the springs don't really do much. They never
break, and the fact that I have chosen to wrap the joints (between
exhaust pipe and muffler) with a heat-proof tape (Spruce #09-31500),
I think the heat that would cause them to weaken or break is reduced,
so they last a pretty long time. I don't think I've changed any of
them in 50-75 hours. I don't even safety wire them. Stainless would
probably be better, but in my case "if it ain't broke....."
Lynn Matteson
Kitfox IV Speedster
Jabiru 2200
Status: flying w/538 hrs
>
On Jun 23, 2008, at 4:28 PM, Bob Brennan wrote:
> <matronics@bob.brennan.name>
>
> Define "need to change the springs" please Lynn - does that mean
> "broken" or
> "rusted" or "change interval is due"? Mine are rusted and one is
> broken and
> hanging on by the safety wire. If stainless is as strong and do their
> "spring" thing as well why use anything else?
>
> I agree with the fiberglass spinner - especially in front of a Jabiru
> cowling which is good-looking to begin with. Let me guess - white
> spinner
> and white cowl with fancy colored lettering? My M2 has J3 cub
> yellow with
> black go-faster stripes and the big radial cowling. With a 3-blade
> wood prop
> and gloss black spinner I think mine is darned good looking too :-)
> Except
> for the cracks in the spinner....
>
> Bob
> -----Original Message-----
> From: owner-kitfox-list-server@matronics.com
> [mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Lynn
> Matteson
> Sent: 23 June 2008 3:49 pm
> To: kitfox-list@matronics.com
> Subject: Re: Kitfox-List: New member with UK-built Model II needs
> parts
> advice
>
>
> I've got a fiberglas spinner and no problems in 538 hours, and when I
> need to change the springs on my Jabiru exhaust pipes, I use ordinary
> cad-plated springs from the local hardware store. I get the 12" long
> springs and cut to the proper length, and re-form the ends.
>
> Lynn Matteson
> Kitfox IV Speedster
> Jabiru 2200
> Status: flying w/538 hrs
>
>
> On Jun 23, 2008, at 9:52 AM, Bob Brennan wrote:
>
>> <matronics@bob.brennan.name>
>>
>> Thanks Guy for the excellent links, does anyone have
>> recommendations on the
>> springs - stainless vs standard, and the prop spinner - aluminum vs
>> composite?
>>
>> Since my current aluminum spinner has stress cracks on ALL fitting
>> points
>> and several missing pieces I am naturally leaning towards a composite
>> replacement. And my rusty and weak exhaust springs (steel I assume)
>> make
>> stainless look attractive.
>>
>> Any experience / opinions on these choices?
>>
>> Bob
>
>
Message 5
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| Subject: | New member with UK-built Model II needs parts advice |
Lynn, Have you tried wrapping anymore of the exhaust pipe with that insulat
ing wrap?
do not archive
Pat reilly
Mod 3 582 Rebuild
Rockford, IL> From: lynnmatt@jps.net> Subject: Re: Kitfox-List: New member
with UK-built Model II needs parts advice> Date: Tue, 24 Jun 2008 09:21:30
-0400> To: kitfox-list@matronics.com> > My spinner is as black as the day i
t was shipped. : ) It fit right > in with my paint scheme (or the other way
around), so I left it as is.> > Whenever I have the lower cowl off....oil
change time of 25-30 > hrs....I'll look at the springs, and if any are weak
, I'll change > only that one, or those that are weak. My exhaust system is
so well > secured (now) that the springs don't really do much. They never
> break, and the fact that I have chosen to wrap the joints (between > exha
ust pipe and muffler) with a heat-proof tape (Spruce #09-31500), > I think
the heat that would cause them to weaken or break is reduced, > so they las
t a pretty long time. I don't think I've changed any of > them in 50-75 hou
rs. I don't even safety wire them. Stainless would > probably be better, bu
t in my case "if it ain't broke....."> > Lynn Matteson> Kitfox IV Speedster
> Jabiru 2200> Status: flying w/538 hrs
Message 6
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| Subject: | Keith Schneider are you there |
I am trying to contact Keith Schneider of Waynesville Ohio
via email. I tried to use your recent post email but it bounced. If you
are on list please contact me off list. I have some questions for you
about your recent rebuild project.
Thanks in advance.
Dave Wahlquist
Marshall WI
Kitfox Model III
Rotax 582
N844KF
________________________________
Message 7
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| Subject: | Re: Kitfox Model II - Light Sport or Experimental or both? |
wow what fun My Kitfox 7 is " Experimental Liglt Sport"
Got my N number prior to the original Jan 31 08 deadline.
Import Aircraft are new aircraft manufactured outside the US to a US FAA TCDS
example Falcon 900EX coming to the US the first time,it arrives with a French DGAC
issued Export Certificate of Airworthiness.
a Kitfox 2 only needs proof that it meets experimental amateur built requirements
and make application to FAA to certificate it.
contact me offline if you need help
David FAA DAR
Kitfox 3 and 7
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=189574#189574
Message 8
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| Subject: | Re: Kitfox Model II - Light Sport or Experimental or |
both?
I believe the EAA website has a link to DAR's in all areas of the
country.
Lynn Matteson
Kitfox IV Speedster
Jabiru 2200
Status: flying w/538 hrs
On Jun 23, 2008, at 9:59 PM, Tom Jones wrote:
You will need to havre it inspected by the FAA or a DAR (Designated
Airworthness Representitive).
>
> Do you have access to a list of DARs near you? Contacting one may
> be a good idea. They may know how to jump through the hoops already.
>
> For what its worth. I am retired from working 30+ years for the US
> Government. I found early on in my career that the only way to get
> results from bureaucrats is what the military calls completed staff
> work. You have to know what needs doing and do most of it yourself
> and give them the finished paperwork for approval, or at least tell
> them what forms need to be filled out and where they can find
> them. In other words, you have to know more about the subject than
> they do.
>
> Look this document over and chew on it for awhile then get ahold of
> a DAR that is ready to tackle it. Good Luck!
>
> --------
> Tom Jones
Message 9
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| Subject: | Re: Why do I have a flap handle? Model 2 |
The jet needle is a needle, and the needle jet is the thing that the
needle goes into and comes out of...think male (needle) and female
(jet). I can't for the life of me think whey they have to refer to
the jet needle as a "jet" needle, but I CAN understand why they call
the jet a needle jet, so as not to be confused with the main jet, or
the idle jet. Like everything else in aviation, confusion seems to be
abundant.
Lynn Matteson
Kitfox IV Speedster
Jabiru 2200
Status: flying w/538 hrs
do not archive
On Jun 24, 2008, at 7:06 AM, Jeffrey Dill wrote:
> <1dillfamily@comcast.net>
>
> As I said, I had a great day Saturday. I attached a picture taken
> in flight at 85 MPH. If you use your imagination, I think you can
> see the position of the elevator trailing edge down. I was pushing
> and it would seem like this un-faired position might be adding
> drag. I would like to raise the leading edge of the Horizontal
> stab, but have been told not to warp it (which it already is a bit
> set in the middle hole) and I am not apt to cut and weld a longer
> strut.
> As for the midrange skip, I had a two cycle guy move the
> needle valve. Was it the jet needle, or the needle jet? The one
> with the four clip positions. He moved it one notch and looked at
> the plugs after running it and then moved it back in fear that it
> was running too hot. So I will leave those alone. I guess I might
> play with the mixture screws; I have not touched those since
> changing the idle jets.
>
> --------
> Jeff Dill
> Model 2, 767JD
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=189531#189531
>
>
> Attachments:
>
> http://forums.matronics.com//files/lead2_955.jpg
>
>
Message 10
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| Subject: | Re: Kitfox Model II - Light Sport or Experimental or |
both?
Hi David,
I saw this thread and figured I should ask the question...
I have a Kitfox IV with a rotax 912.
I'm about 50% done with; about to paint.
Is there anything special involved in getting an N-number?
It would be nice to be light sport but I was just planning to apply for
experimental (amature built).
Thanks Rick.
----- Original Message -----
From: "dcsfoto" <david@kelm.com>
Sent: Tuesday, June 24, 2008 11:44 AM
Subject: Kitfox-List: Re: Kitfox Model II - Light Sport or Experimental or
both?
>
> wow what fun My Kitfox 7 is " Experimental Liglt Sport"
> Got my N number prior to the original Jan 31 08 deadline.
>
> Import Aircraft are new aircraft manufactured outside the US to a US FAA
> TCDS
> example Falcon 900EX coming to the US the first time,it arrives with a
> French DGAC issued Export Certificate of Airworthiness.
>
> a Kitfox 2 only needs proof that it meets experimental amateur built
> requirements and make application to FAA to certificate it.
>
> contact me offline if you need help
>
> David FAA DAR
> Kitfox 3 and 7
>
>
Message 11
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I'm hoping someone can jog my memory, need to quite drinking that cheap wine.
I have a good memory but it's not very long. Anyway, came across a "note to
self" out in the shop " Check on outlet port location on fuel tanks. May need
to get a retrofit kit." I went thru all my Kifox literature, letters and bulletins
and find any reference for this. Does anyone have a clue? Leon Morris/Classic
4 Speedster/65%/Flower Mound, TX
Message 12
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Leon-
Aren't there any outlet ports right now? Mine are near the rear of
the tank, as low as seems possible, but they were there when I got
the tanks. Somebody will have the answer from their unmounted tanks,
but if not, I can measure mine.
I just looked at the pictures in the builders manual...pictures are
better than my memory....and they show the outlets to be in the very
back, inside lower corner. You'll have to carve out a notch in the
butt rib for the outlet fitting, and be sure to install a finger
strainer...MOST important! Also, if you haven't already, get a set of
fuel gauges from John McBean and install them. I'm pretty sure I got
mine after I installed the tanks, but it might be easier to do it
beforehand.
Disclaimer: Mine are the 13-gallon fiberglas tanks, so yours might be
different.
Lynn Matteson
Kitfox IV Speedster
Jabiru 2200
Status: flying w/538 hrs
On Jun 24, 2008, at 2:15 PM, <l.morris@tx.rr.com> wrote:
>
> I'm hoping someone can jog my memory, need to quite drinking
> that cheap wine. I have a good memory but it's not very long.
> Anyway, came across a "note to self" out in the shop " Check on
> outlet port location on fuel tanks. May need to get a retrofit
> kit." I went thru all my Kifox literature, letters and bulletins
> and find any reference for this. Does anyone have a clue? Leon
> Morris/Classic 4 Speedster/65%/Flower Mound, TX
>
>
Message 13
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Ladies and Gentlemen,=0AI have purchased a Series 7 that is covered, painte
d, windscreen installed, and ready for an engine. The problem is that the a
ircraft was built with the weight of a 912 in mind.-Therefore the wings a
re swept back the 1-1/2 degrees that the plans call for. I know some of you
will think I am nuts, but I have-a 0-200 in the corner ready to go.-Wh
at adjustments need to be made to accommodate this heavy engine. If I-can
get the c/g where it needs to be, will the plane be handle well enough wit
h the reverse wing sweep?-The battery is already mounted to the front of
the firewall and I don't necessarily like the idea of moving it to the rear
.. But if it needs to be done, I will do it. Any replies would be helpful. T
hanks in advance.=0A-=0AJohn Ross=0AGreen Bay, WI.=0ASeries 7, O-200?-
-=0A=0A=0A
Message 14
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John
I was in the same situation only I was the builder planning to go with 912.
Then I had a change of heart, after the wing sweep had already been set,
and went with the 0-200 so I had to install the battery just behind the
luggage compartment , not the optimal spot as I was worried about battery
acid IF I were to have a hard landing or worse a crash. I ended up using a
gel type battery ,no acid to worry about just the weight of the battery
flying forward if something should happen. The battery is in a battery box
that is bolted in quite well ( but a bear to get at) so all in all it
worked out well and I have not been disappointed in the decision to use the
0-200. just my .02
Steve
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of John Ross
Sent: Tuesday, June 24, 2008 3:46 PM
Subject: Kitfox-List: W/B issues
Ladies and Gentlemen,
I have purchased a Series 7 that is covered, painted, windscreen installed,
and ready for an engine. The problem is that the aircraft was built with the
weight of a 912 in mind. Therefore the wings are swept back the 1-1/2
degrees that the plans call for. I know some of you will think I am nuts,
but I have a 0-200 in the corner ready to go. What adjustments need to be
made to accommodate this heavy engine. If I can get the c/g where it needs
to be, will the plane be handle well enough with the reverse wing sweep? The
battery is already mounted to the front of the firewall and I don't
necessarily like the idea of moving it to the rear. But if it needs to be
done, I will do it. Any replies would be helpful. Thanks in advance.
John Ross
Green Bay, WI.
Series 7, O-200?
D========================
=========
D========================
=========
D========================
=========
D========================
=========
Message 15
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Steve,=0AThe manual states that the battery should be located in the aft se
ction of the fuselage when using the 0-200. Your mount did not require any
balast?=0AJohn=0A=0A=0A=0A----- Original Message ----=0AFrom: steve eccles
<eccles@Chartermi.net>=0ATo: kitfox-list@matronics.com=0ASent: Tuesday, Jun
e 24, 2008 4:09:05 PM=0ASubject: RE: Kitfox-List: W/B issues=0A=0A=0AJohn
=0AI was in the same situation only I was the builder planning to go with 9
12. Then I -had a change of heart, after the wing sweep had already been
set, -and went with the 0-200 so I had to install the battery just behind
-the luggage compartment , not the optimal spot as I was worried about
-battery acid IF I were to have a hard landing or worse a crash. I ended
up using a gel type battery ,no acid to worry about just the weight of the
battery flying forward if something should happen. The battery is in a batt
ery box that is bolted in quite well ( but a bear to get at) so all in all
it -worked out well and I have not been disappointed in the decision to u
se the 0-200. just my .02=0ASteve=0A-=0AFrom:owner-kitfox-list-server@mat
ronics.com [mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Joh
n Ross=0ASent: Tuesday, June 24, 2008 3:46 PM=0ATo: kitfox-list@matronics.c
om=0ASubject: Kitfox-List: W/B issues=0A-=0ALadies and Gentlemen,=0AI hav
e purchased a Series 7 that is covered, painted, windscreen installed, and
ready for an engine. The problem is that the aircraft was built with the we
ight of a 912 in mind.-Therefore the wings are swept back the 1-1/2 degre
es that the plans call for. I know some of you will think I am nuts, but I
have-a 0-200 in the corner ready to go.-What adjustments need to be mad
e to accommodate this heavy engine. If I-can get the c/g where it needs t
o be, will the plane be handle well enough with the reverse wing sweep?-T
he battery is already mounted to the front of the firewall and I don't nece
ssarily like the idea of moving it to the rear. But if it needs to be done,
I will do it. Any replies would be helpful. Thanks in advance.=0A-=0AJoh
n Ross=0AGreen Bay, WI.=0ASeries 7, O-200?--=0A-=0A -=0A -=0Ahttp
://www.matronics.com/Navigator?Kitfox-List=0Ahttp://forums.matronics.com=0A
=======================0A=0A=0A
Message 16
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| Subject: | Re: Kitfox Model II - Light Sport or Experimental or both? |
to late, needed N reg by jan 31 08.
when you get certificated at the end of phase I, you will need to make a log entry
declaring a max or gross weight, make sure it is not above 1320 lbs
on wheels. I think a IV is 1200 max
David
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=189644#189644
Message 17
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| Subject: | Re: Kitfox Model II - Light Sport or Experimental or |
both?
That's too late for "Light Sport"... right?
Or does this Jan 31st date affect registration of "Experimental amature
built" as well?
--Rick, Kitfox IV/ 912UL 50%
----- Original Message -----
From: "dcsfoto" <david@kelm.com>
Sent: Tuesday, June 24, 2008 6:00 PM
Subject: Kitfox-List: Re: Kitfox Model II - Light Sport or Experimental or
both?
>
> to late, needed N reg by jan 31 08.
> when you get certificated at the end of phase I, you will need to make a
> log entry declaring a max or gross weight, make sure it is not above 1320
> lbs
> on wheels. I think a IV is 1200 max
>
> David
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=189644#189644
>
>
>
Message 18
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Ok, I really do have a reserved N-Number N99FN. If I buy an old ultralight
and turn in the paperwork, can I make it a ELSA?
Pete
Kitfox III
912
Hell Paso, TX
Message 19
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John,
The wing sweep for a 912 should be 0 degree sweep.. and the
O-200 1 degree forward.. If your is swept back 1.5 degrees there may be
other issues to consider. Putting the O-200 on the front with a zero degree
sweep is possible but if the wings are swept back I would be very cautious..
please give us a call if you have any questions.
Fly Safe !!
John & Debra McBean
Ph 208.337.5111
www.kitfoxaircraft.com
"The Sky is not the Limit... It's a Playground"
_____
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of John Ross
Sent: Tuesday, June 24, 2008 2:46 PM
Subject: Kitfox-List: W/B issues
Ladies and Gentlemen,
I have purchased a Series 7 that is covered, painted, windscreen installed,
and ready for an engine. The problem is that the aircraft was built with the
weight of a 912 in mind. Therefore the wings are swept back the 1-1/2
degrees that the plans call for. I know some of you will think I am nuts,
but I have a 0-200 in the corner ready to go. What adjustments need to be
made to accommodate this heavy engine. If I can get the c/g where it needs
to be, will the plane be handle well enough with the reverse wing sweep? The
battery is already mounted to the front of the firewall and I don't
necessarily like the idea of moving it to the rear. But if it needs to be
done, I will do it. Any replies would be helpful. Thanks in advance.
John Ross
Green Bay, WI.
Series 7, O-200?
Message 20
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John,=0AGood catch. The wings are set at Zero. That was-a typo. I will ca
ll you anyway. Thanks for your attention.=0AJohn=0A=0A=0A=0A----- Original
Message ----=0AFrom: jdmcbean <jdmcbean@kitfoxaircraft.com>=0ATo: kitfox-li
st@matronics.com=0ASent: Tuesday, June 24, 2008 7:17:43 PM=0ASubject: RE: K
itfox-List: W/B issues=0A=0A=0AJohn,=0A----------- Th
e wing sweep for a 912 should be 0 degree sweep.. and the O-200 1 degree fo
rward.. If your is swept back 1.5 degrees there may be other issues to cons
ider.- Putting the O-200 on the front with a zero degree sweep is possibl
e but if the wings are swept back I would be very cautious.. please give us
a call if you have any questions.=0A-=0AFly Safe !!=0AJohn & Debra McBea
n=0APh 208.337.5111=0Awww.kitfoxaircraft.com-=0A"The Sky is not the Limit
....- It's a Playground"=0A-=0A=0A________________________________=0A=0A
From:owner-kitfox-list-server@matronics.com [mailto:owner-kitfox-list-serve
r@matronics.com] On Behalf Of John Ross=0ASent: Tuesday, June 24, 2008 2:46
PM=0ATo: kitfox-list@matronics.com=0ASubject: Kitfox-List: W/B issues=0A
-=0ALadies and Gentlemen,=0AI have purchased a Series 7 that is covered,
painted, windscreen installed, and ready for an engine. The problem is that
the aircraft was built with the weight of a 912 in mind.-Therefore the w
ings are swept back the 1-1/2 degrees that the plans call for. I know some
of you will think I am nuts, but I have-a 0-200 in the corner ready to go
..-What adjustments need to be made to accommodate this heavy engine. If I
-can get the c/g where it needs to be, will the plane be handle well enou
gh with the reverse wing sweep?-The battery is already mounted to the fro
nt of the firewall and I don't necessarily like the idea of moving it to th
e rear. But if it needs to be done, I will do it. Any replies would be help
ful. Thanks in advance.=0A-=0AJohn Ross=0AGreen Bay , WI .=0ASeries 7, O-
=============0A=0A=0A
Message 21
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| Subject: | Re: Kitfox Model II - Light Sport or Experimental or |
both?
Rick,
You can reserve an available N-number online for $10 at
http://www.faa.gov/licenses_certificates/aircraft_certification/aircraft_reg
istry/n_numbers/, find more info at http://www.faa.gov/aircraft/.
Bob Brennan
1991 Model 2 Kitfox
Rotax 582 with 3 blade prop
Wrightsville Pa
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Rick Frederick
Sent: 24 June 2008 1:43 pm
Subject: Re: Kitfox-List: Re: Kitfox Model II - Light Sport or Experimental
or both?
Hi David,
I saw this thread and figured I should ask the question...
I have a Kitfox IV with a rotax 912.
I'm about 50% done with; about to paint.
Is there anything special involved in getting an N-number?
It would be nice to be light sport but I was just planning to apply for
experimental (amature built).
Thanks Rick.
----- Original Message -----
From: "dcsfoto" <david@kelm.com>
Sent: Tuesday, June 24, 2008 11:44 AM
Subject: Kitfox-List: Re: Kitfox Model II - Light Sport or Experimental or
both?
>
> wow what fun My Kitfox 7 is " Experimental Liglt Sport"
> Got my N number prior to the original Jan 31 08 deadline.
>
> Import Aircraft are new aircraft manufactured outside the US to a US FAA
> TCDS
> example Falcon 900EX coming to the US the first time,it arrives with a
> French DGAC issued Export Certificate of Airworthiness.
>
> a Kitfox 2 only needs proof that it meets experimental amateur built
> requirements and make application to FAA to certificate it.
>
> contact me offline if you need help
>
> David FAA DAR
> Kitfox 3 and 7
>
>
Message 22
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| Subject: | Re: Kitfox Model II - Light Sport or Experimental or |
both?
Thanks for the info Bob!
I should probably do this now.
Rick, Kitfox IV/ 912ul 50%
----- Original Message -----
From: "Bob Brennan" <matronics@bob.brennan.name>
Sent: Tuesday, June 24, 2008 8:48 PM
Subject: RE: Kitfox-List: Re: Kitfox Model II - Light Sport or Experimental
or both?
> <matronics@bob.brennan.name>
>
> Rick,
>
> You can reserve an available N-number online for $10 at
> http://www.faa.gov/licenses_certificates/aircraft_certification/aircraft_reg
> istry/n_numbers/, find more info at http://www.faa.gov/aircraft/.
>
> Bob Brennan
> 1991 Model 2 Kitfox
> Rotax 582 with 3 blade prop
> Wrightsville Pa
>
> -----Original Message-----
> From: owner-kitfox-list-server@matronics.com
> [mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Rick
> Frederick
> Sent: 24 June 2008 1:43 pm
> To: kitfox-list@matronics.com
> Subject: Re: Kitfox-List: Re: Kitfox Model II - Light Sport or
> Experimental
> or both?
>
>
> Hi David,
> I saw this thread and figured I should ask the question...
> I have a Kitfox IV with a rotax 912.
> I'm about 50% done with; about to paint.
> Is there anything special involved in getting an N-number?
> It would be nice to be light sport but I was just planning to apply for
> experimental (amature built).
>
> Thanks Rick.
>
>
> ----- Original Message -----
> From: "dcsfoto" <david@kelm.com>
> To: <kitfox-list@matronics.com>
> Sent: Tuesday, June 24, 2008 11:44 AM
> Subject: Kitfox-List: Re: Kitfox Model II - Light Sport or Experimental or
> both?
>
>
>>
>> wow what fun My Kitfox 7 is " Experimental Liglt Sport"
>> Got my N number prior to the original Jan 31 08 deadline.
>>
>> Import Aircraft are new aircraft manufactured outside the US to a US FAA
>> TCDS
>> example Falcon 900EX coming to the US the first time,it arrives with a
>> French DGAC issued Export Certificate of Airworthiness.
>>
>> a Kitfox 2 only needs proof that it meets experimental amateur built
>> requirements and make application to FAA to certificate it.
>>
>> contact me offline if you need help
>>
>> David FAA DAR
>> Kitfox 3 and 7
>>
>>
>>
>>
>
>
>
Message 23
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| Subject: | Kitfox 914 fuel pressure monitoring |
Hi Darin,
Just curious what you're using to monitor fuel pressure over airbox pressure.
I
had a situation today where I was adding power for takeoff and couldn't get over
about 4400 rpms before the engine started sputtering out. After playing with the
carbs and looking things over only to get the same result, I happened to notice
the
manifold pressure would peak at about 46". Looks like this was cutting out the
fuel. It was getting dark so I had to tie it up on nearby lake and catch a ride
home but my guess is the waste gate is stuck closed. Adding TCP to the 100LL
didn't help much and auto fuel is out of the question here because of the ethanol.
Seriously considering an engine swap. Maybe a 120 hp Jabiru?
Can't wait to hear some of your performance numbers. Hopefully your experience
with this engine will be much better.
Kevin Cozik
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