Today's Message Index:
----------------------
1. 04:35 AM - Re: Oil Temp & EGT temp. (Kenneth and Alice Jones)
2. 05:18 AM - Re: Oil Temp & EGT temp. (Weiss Richard)
3. 06:02 AM - Starter problems. Help! (815TL)
4. 06:46 AM - Re: Starter problems. Help! (Bill Malpass)
5. 07:04 AM - Re: EGT's & Oil Temp (John & Paddy Wigney)
6. 08:54 AM - Re: Oil Temp & EGT temp. (Lowell Fitt)
7. 11:18 AM - Re: Starter problems. Help! (Guy Buchanan)
8. 11:26 AM - Electroair direct fire ignition system in a Jabiru 2200 (Lynn Matteson)
9. 03:21 PM - Re: Electroair direct fire ignition system in a Jabiru 2200 (gary.algate@sandvik.com)
10. 03:39 PM - Re: Re: EGT's & Oil Temp (Noel Loveys)
11. 04:46 PM - Re: Prop/Nose Wheel (JetPilot)
12. 05:25 PM - First Flight (Vic Baker)
13. 06:09 PM - Re: First Flight (Lowell Fitt)
14. 06:42 PM - Re: Re: Prop/Nose Wheel (Lowell Fitt)
15. 07:25 PM - Re: Prop/Nose Wheel (akflyer)
16. 08:19 PM - Re: Nose Wheel vs Tailwheel (gary.algate@sandvik.com)
17. 09:30 PM - Re: Electroair direct fire ignition system in a Jabiru 2200 (Lynn Matteson)
18. 09:49 PM - Re: Electroair direct fire ignition system in a Jabiru 2200 (gary.algate@sandvik.com)
19. 10:55 PM - Re: Nose Wheel vs Tailwheel (Michael Gibbs)
Message 1
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| Subject: | Re: Oil Temp & EGT temp. |
I just received the new 2008-2009 catalog from Lockwood Aviation. Page 160
shows UMA engine gauges with range markings specifically for the Rotax 912
and 912S. The Oil Temp gauge shows green from 180 to about 230 degrees,
then yellow from 230 to red line at about 270. They show an EGT redline at
about 1600, with no with practically no yellow caution range.
You may wish to call Lockwood to confirm this data.
Ken Jones
Waynesboro, PA
Series 7 under construction
----- Original Message -----
From: "John Allen" <kitfoxfugit@yahoo.com>
Sent: Monday, October 20, 2008 11:39 PM
Subject: Kitfox-List: Oil Temp & EGT temp.
>
> A question for those with an 80 ho Rotax 912. What do you look for as
> normal EGT and Oil Temp when cruising at about 5500rpm?
> Chuck
> Kitfox Model IV
>
> I can't give those numbers on mine right now but wanted to note that with
> the Ivoprop it seems to do best at 5000 RPM, I don't cruise it at 5500.
>
> JA KF IV Speedster 912UL
>
> __________________________________________________
>
>
>
Message 2
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| Subject: | Re: Oil Temp & EGT temp. |
In addition to the list experience, I suggest you check out the Rotax
website. They have the specifications for all temperatures and
pressures you may need, including those for instrument markings.
Their website is: http://www.rotax-aircraft-engines.com
Rick Weiss
Series V Speedster, SkyStar S/N , 912S Power,
Daytona Beach, FL
MDKitfox@aol.com
>
> ----- Original Message ----- From: "John Allen"
> <kitfoxfugit@yahoo.com>
> To: <kitfox-list@matronics.com>
> Sent: Monday, October 20, 2008 11:39 PM
> Subject: Kitfox-List: Oil Temp & EGT temp.
>
>
>>
>> A question for those with an 80 ho Rotax 912. What do you look for
>> as normal EGT and Oil Temp when cruising at about 5500rpm?
>> Chuck
>> Kitfox Model IV
>>
>> I can't give those numbers on mine right now but wanted to note
>> that with the Ivoprop it seems to do best at 5000 RPM, I don't
>> cruise it at 5500.
>>
>> JA KF IV Speedster 912UL
>>
>> __________________________________________________
>>
>>
>>
>
>
Message 3
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| Subject: | Starter problems. Help! |
Hi all,
Well I thought I had my 582 starter problems figured out last week. I went up
last night to start it up and taxi it around a while. It cranked over a couple
of times, then stopped. Lary Huntly, myself, and a friend troubleshot it for
about 2 hours last night trying to figure out what is going on. The selinoid
seems to be OK, but the starter refuses to turn, even with a jump. So it looks
like I will have to remove the starter.
What is the best way to get the starter out. It looks like I will have to pull
the motor. Can I pull it out with the mount still atached? That looks the easiest.
Do i have to pull it all the way out, or can I unhook, just a few wires
and hoses, and move it out just a few inches to get to it?
Any insight would be appreciated.
Larry, if you have anything to add, please do so.
Andrew
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 9638#209638
Message 4
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| Subject: | Re: Starter problems. Help! |
I just had to repair my starter, and believe me, it would be easier to
remove the engine to get to the starter than to try to repair while still in
the plane.
Dont try to get at the starter from the cabin side,
it is futile..............Got to take the engine out to repair. (good time
to go ahead and do a decarb job on the pistons). Or other maintenance if
required.
----- Original Message -----
From: "815TL" <lawrenceaw@corning.com>
Sent: Tuesday, October 21, 2008 9:02 AM
Subject: Kitfox-List: Starter problems. Help!
>
> Hi all,
> Well I thought I had my 582 starter problems figured out last week. I
> went up last night to start it up and taxi it around a while. It cranked
> over a couple of times, then stopped. Lary Huntly, myself, and a friend
> troubleshot it for about 2 hours last night trying to figure out what is
> going on. The selinoid seems to be OK, but the starter refuses to turn,
> even with a jump. So it looks like I will have to remove the starter.
>
> What is the best way to get the starter out. It looks like I will have to
> pull the motor. Can I pull it out with the mount still atached? That
> looks the easiest. Do i have to pull it all the way out, or can I unhook,
> just a few wires and hoses, and move it out just a few inches to get to
> it?
>
> Any insight would be appreciated.
>
> Larry, if you have anything to add, please do so.
>
> Andrew
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p 9638#209638
>
>
>
Message 5
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| Subject: | Re: EGT's & Oil Temp |
Hi Lowell,
Referring to the Rotax 912 Operator's Manual 10.1.2.1 section for
performance data for variable pitch propeller, "Engine operation is
permitted without restriction between full throttle performance and
power requirement of the propeller, providing speed _over_ 5500 rpm is
restricted to 5 minutes". This is a rather long winded statement which
says that you can run the engine at full throttle and 5500 rpm all day
and every day if you wish. This is how I run my engine when I am on a
long trip and the engine always sounds very happy.
Interestingly, I can find no reference in the same manual to EGT values
or limits. Perhaps one can assume that Rotax do not think this is very
important on the 912/912S engines.
Cheers, John
Mooresville, NC
912S engine, 620 hours
ORIGINAL MESSAGE
From: "Lowell Fitt" <lcfitt@sbcglobal.net>
Subject: Re: Kitfox-List: Re: EGT's & Oil Temp
Louis,
--------
Regarding the cruise RPM, the max cruise is 5500 and most of the guys I flew with
ran that or close to that as we allways flew at the speed of the slowest airplane.
I also know folks that use that as a max RPM - Just flew in a SeaRay
that the guy maxes at 5300. I have heard Eric Tucker say 5500 is fine for contiuous
cruise. I also understand that the biggest factor with RPM and the 912,
is running it too slow in cruise as torsional vibration at the lower RPMs are
not good for the gearbox. Keep it over 5000 to 5100 minimum in cruise.
Lowell Fitt Cameron Park, CA Model IV-1200 R-912 UL
Message 6
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| Subject: | Re: Oil Temp & EGT temp. |
John,
I largely ignored the EGT gauge as it never approached the 1600 max. Then
there are gauge variations and thermocouple location variations and then
needle postions in the carburetor etc. I don't think you can find a normal.
Mine tended to run in the mid 1400s though. Regarding oil temps. The oil -
at least for a while - should be slightly above the boiling point of water
to help clear moisture from the oil. With the typical oil cooler set-up in
the Kifox, it is sometimes a problem getting the oil temp up there. With my
Model IV, the typical cruise temp was about 190. I could get it higher in
climb. I think you will find that most that have the oil cooler will put a
touch of tape on the cooler to help raise temps in the cooler months, and
some even in Summer. The reason I opted for the smaller oil cooler was
because, most of the airplanes at the factory fly-in when I was at that
stage had tape covering most of the cooler surface. And this was late
Summer. I eventually went to cockpit adjustable oil cooler shutters as even
the smaller oil cooler was a bit much. I ran them mostly closed.
Lowell
----- Original Message -----
From: "John Allen" <kitfoxfugit@yahoo.com>
Sent: Monday, October 20, 2008 8:39 PM
Subject: Kitfox-List: Oil Temp & EGT temp.
>
> A question for those with an 80 ho Rotax 912. What do you look for as
> normal EGT and Oil Temp when cruising at about 5500rpm?
> Chuck
> Kitfox Model IV
>
> I can't give those numbers on mine right now but wanted to note that with
> the Ivoprop it seems to do best at 5000 RPM, I don't cruise it at 5500.
>
> JA KF IV Speedster 912UL
>
> __________________________________________________
>
>
>
Message 7
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| Subject: | Re: Starter problems. Help! |
At 06:02 AM 10/21/2008, you wrote:
>What is the best way to get the starter out. It looks like I will
>have to pull the motor. Can I pull it out with the mount still
>atached? That looks the easiest. Do i have to pull it all the way
>out, or can I unhook, just a few wires and hoses, and move it out
>just a few inches to get to it?
Andrew,
It's surprisingly easy to get a 582 out, once you've
committed to do so. It takes me about 30 minutes. I've done it
myself, but of course it's easier if you have two. You can remove the
mount with the engine, but I think that's harder. After disconnecting
the exhaust at the elbow, the start cable and grounds and charge
circuits, and the coolant tubes, I disconnect the carbs and lay them
against the firewall. I have the side engine mount and have found
it's easiest if I remove the left rear lord mount support from the
engine. The other three I leave on the engine. It's then pretty easy
to muscle the engine out forward. Note that you don't have to remove
the prop if you have a stand for the engine that will keep it safe.
(AKA work bench.) If I have two I wrap the engine with line which
goes over a 2x4 which we lift with our shoulders. This leaves our
hands free to manipulate the engine. If you have a hoist, so much the better.
Guy Buchanan
San Diego, CA
K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar.
Message 8
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| Subject: | Electroair direct fire ignition system in a Jabiru 2200 |
Here's the info on the Electroair direct fire ignition
(www.electroair.net) system that I installed on my Jabiru 2200 engine
in my Kitfox. First off, some history....why did I go with an after-
market ignition system instead of the stock Jabiru ignition?....I
thought there might be a better/more modern way to fire the plugs
than the old system, and I became tired of having to change rotors
after the recommended 200 hours of use. Also, I was reluctant
(stubborn) to glue the rotors on as recommended. After having found
that it was indeed necessary to glue them on, and having some success
using that method, I decided...during a rebuild of the engine...that
I would leave all the distributor components off when reassembling
the engine, and go with the Electroair direct fire system.
Electroair had begun development on a component to replace one of the
Jabiru distributors. This would retain the other distributor as the
other half of the redundant ignition system. I, being stubborn,
wanted to do away completely with the Jabiru ignition, and asked
Electroair if they would design a system that would use a trigger
wheel and two magnetic pickups, similar to their 6-cylinder engine
systems. They would do this, but I had to make my own bracket to hold
the two pickups, as they did not have access to a Jabiru engine for
designing the prototype bracket. I agreed to this and ordered the
ignition kit.
To make a long story short (and to create some drama for a possible
future magazine article), I got the system installed, and it is
working beautifully. There were some minor "growing pains" as we
sorted out some installation issues, but these are in the past, and I
am now flying with the assurance that I won't be bothered down the
road with loose rotors, loose distributor caps, leaking distributor
shaft seals, and scored shafts that I have experienced in the past.
The kit originally arrived weighing about 13 lbs, and by cutting the
harnesses and spark plug wires to a more suitable length for my
airplane, I got the weight down to about 11 lbs. I removed the Jabiru
distributors, drive gears, caps, rotors, coils, and plug wires,
totaling exactly 5 lbs. So the increase in weight for the Electroair
system was about 6 lbs...a small weight penalty for such a modern
dependable ignition system, and one that allows for future ignition
modifications as well, which I will be looking into.
Lynn Matteson
Kitfox IV Speedster
Jabiru 2200, 578hrs
Sensenich 62x46
flying again after rebuild, and new Electroair direct-fire ignition
system
Message 9
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| Subject: | Re: Electroair direct fire ignition system in a Jabiru 2200 |
OK - so now how much for the Lynn Matteson version??
Gary
Gary Algate
SMC, Exploration
Office Phone: +61 8 8276 7655
This e-mail is confidential and it is intended only for the addressees.
Any review, dissemination, distribution, or copying of this message by
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this message which may arise as a result of the e-mail transmission.
Lynn Matteson <lynnmatt@jps.net>
Sent by: owner-kitfox-list-server@matronics.com
22/10/2008 05:16 AM
Please respond to
kitfox-list@matronics.com
To
kitfox-list@matronics.com, jabiruengine-list@matronics.com,
jabiruengines@yahoogroups.com
cc
Subject
Kitfox-List: Electroair direct fire ignition system in a Jabiru 2200
Here's the info on the Electroair direct fire ignition
(www.electroair.net) system that I installed on my Jabiru 2200 engine
in my Kitfox. First off, some history....why did I go with an after-
market ignition system instead of the stock Jabiru ignition?....I
thought there might be a better/more modern way to fire the plugs
than the old system, and I became tired of having to change rotors
after the recommended 200 hours of use. Also, I was reluctant
(stubborn) to glue the rotors on as recommended. After having found
that it was indeed necessary to glue them on, and having some success
using that method, I decided...during a rebuild of the engine...that
I would leave all the distributor components off when reassembling
the engine, and go with the Electroair direct fire system.
Electroair had begun development on a component to replace one of the
Jabiru distributors. This would retain the other distributor as the
other half of the redundant ignition system. I, being stubborn,
wanted to do away completely with the Jabiru ignition, and asked
Electroair if they would design a system that would use a trigger
wheel and two magnetic pickups, similar to their 6-cylinder engine
systems. They would do this, but I had to make my own bracket to hold
the two pickups, as they did not have access to a Jabiru engine for
designing the prototype bracket. I agreed to this and ordered the
ignition kit.
To make a long story short (and to create some drama for a possible
future magazine article), I got the system installed, and it is
working beautifully. There were some minor "growing pains" as we
sorted out some installation issues, but these are in the past, and I
am now flying with the assurance that I won't be bothered down the
road with loose rotors, loose distributor caps, leaking distributor
shaft seals, and scored shafts that I have experienced in the past.
The kit originally arrived weighing about 13 lbs, and by cutting the
harnesses and spark plug wires to a more suitable length for my
airplane, I got the weight down to about 11 lbs. I removed the Jabiru
distributors, drive gears, caps, rotors, coils, and plug wires,
totaling exactly 5 lbs. So the increase in weight for the Electroair
system was about 6 lbs...a small weight penalty for such a modern
dependable ignition system, and one that allows for future ignition
modifications as well, which I will be looking into.
Lynn Matteson
Kitfox IV Speedster
Jabiru 2200, 578hrs
Sensenich 62x46
flying again after rebuild, and new Electroair direct-fire ignition
system
Message 10
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| Subject: | Re: EGT's & Oil Temp |
It is especially true to check the plugs with as little idling as possible
on the two stroke engines where oil is burned with the fuel.
Noel
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Lowell Fitt
Sent: Monday, October 20, 2008 9:13 PM
Subject: Re: Kitfox-List: Re: EGT's & Oil Temp
Louis,
It has been long my understanding that the EGTs on a 912 are pretty much to
look at from time to time and wonder what the number means. The carbs are
altitude compensating up to about 10,000 ft. as I recall. The best check on
mixture is to look at the plugs. This is problematic in a way, because we
usually check the plugs after idling back to the hangar after running them
hard in flight. The idle and high speed jets are set separately. I have
heard that it is wise, from time to time, check the plug color after flight
with minimal idle - like pulling to the side of a grass strip - you lucky
guys.
Regarding the cruise RPM, the max cruise is 5500 and most of the guys I flew
with ran that or close to that as we allways flew at the speed of the
slowest airplane. I also know folks that use that as a max RPM - Just flew
in a SeaRay that the guy maxes at 5300. I have heard Eric Tucker say 5500
is fine for contiuous cruise. I also understand that the biggest factor
with RPM and the 912, is running it too slow in cruise as torsional
vibration at the lower RPMs are not good for the gearbox. Keep it over 5000
to 5100 minimum in cruise.
Lowell Fitt
Cameron Park, CA
Model IV-1200 R-912 UL
Currently focusing on the Left Wing Rudder Gapseal Cuffs and Landing Gear
Fairing
----- Original Message -----
From: "wingnut" <wingnut@spamarrest.com>
Sent: Monday, October 20, 2008 2:39 PM
Subject: Kitfox-List: Re: EGT's & Oil Temp
>
> Wow. So I'm actually running on the cold side at 1450. My Westach EGT gage
> only goes up to 1500. Does this mean that my carbs are running a little
> too rich? How does one adjust the EGT on a 912? Interesting that this is
> in the installation manual but not the operating manual.
>
>
>> EGT -- look in (online) 912 installation manual under exhaust page
>> 41. Normal range 1470f -- max 1560f -- take off 1616f.
>
>
> --------
> Luis Rodriguez
> Model IV 1200
> Rotax 912UL
> Flying Weekly
> Laurens, SC (34A)
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p 9539#209539
>
>
>
Message 11
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| Subject: | Re: Prop/Nose Wheel |
Steve is right on wanting to convert his Kitfox to a nosewheel airplane. Training
on a tailwheel airplane is just asking to have your plane destroyed. The
accident statistics don't lie, they don't have opinions, they just tell cold
hard reality. There is a really good reason that the Hull insurance on a taildragger
is about twice as expensive as for a plane with tricycle gear. I know
most " He Men Pilots " here will disagree with me on this subject, but again
the facts and the numbers leave no room for argument or opinions on this issue.
Kitfox sells a nosewheel option for the Series 7 SS. You might possibly buy the
nosewheel from them. I am looking at several props for my Kitfox with a 912-S,
a warp drive, a powerfin, a Nu Form which Flight Designs CT uses, and possibly
the new sensenich composite prop if its not to expensive. I would not
buy an IVO, and I would not put an old technology outdated wooden prop on my kitfox
if they were giving them away for free.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 9753#209753
Message 12
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|
N377KJ first flight today. 20 minutes of just plain (plane) fun then
back to garage for a careful lookover. 5 years (this month) from
receipt of kit - with a lot of handholding from John and Debra McBean
(bless them!).
Aircraft is "by the book" with no mods.
A few numbers (for you numbers folks)
Conventional (tailwheel) gear.
750 lbs mains
70 lbs tail
20 gal fuel
pilot (me) 210 lbs
Wants nose up trim for power off approach. No problem. (have manual
servo trim tabs on elevator)
Set 5000 RPM (5800 available) for TO and climb. Lift off in the blink
of an eye (be ready!) OAT 11 Deg C, field elevation 4700'. Climbing
at 600 fpm at 65 mph indicated.
(this is no C150!)
3 point landing, keep it straight! (after flying with John McBean,
decided to place alignment tape on glare shield - easy to come in
crabbed left)
Ok, me? 66 years old. 600 hour pilot. Have not flown for 20 years.
Took 20 hours instruction this summer in Super Cub. One hour with John
in Tri gear Kitfox. No problem handling this airplane, likes thumb
and forefinger on stick with arm resting on leg.
Vic Baker
S7 912S Warp 100%
Carson City, Nv
Message 13
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| Subject: | Re: First Flight |
Vic,
Great report. Right about now I am regretting a bit the decision to no
longer have the Cameron Park Kitfox fly-in. You are close enough for a
visit. I have flown over Carsen City many times. You will have tons of
places to explore.
Lowell
Do not archive
----- Original Message -----
From: "Vic Baker" <vr_baker@nvbell.net>
Sent: Tuesday, October 21, 2008 6:25 PM
Subject: Kitfox-List: First Flight
N377KJ first flight today. 20 minutes of just plain (plane) fun then back
to garage for a careful lookover. 5 years (this month) from receipt of
it - with a lot of handholding from John and Debra McBean (bless them!).
Aircraft is "by the book" with no mods.
A few numbers (for you numbers folks)
Conventional (tailwheel) gear.
750 lbs mains
70 lbs tail
20 gal fuel
pilot (me) 210 lbs
Wants nose up trim for power off approach. No problem. (have manual servo
trim tabs on elevator)
Set 5000 RPM (5800 available) for TO and climb. Lift off in the blink of an
eye (be ready!) OAT 11 Deg C, field elevation 4700'. Climbing at 600
fpm at 65 mph indicated.
(this is no C150!)
3 point landing, keep it straight! (after flying with John McBean, decided
to place alignment tape on glare shield - easy to come in crabbed left)
Ok, me? 66 years old. 600 hour pilot. Have not flown for 20 years.
Took 20 hours instruction this summer in Super Cub. One hour with John in
Tri gear Kitfox. No problem handling this airplane, likes thumb and
forefinger on stick with arm resting on leg.
Vic Baker
S7 912S Warp 100%
Carson City, Nv
Message 14
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| Subject: | Re: Prop/Nose Wheel |
Hey Mike,
I trained in conventional gear like lots of pilots. Have never groundlooped
either. Point me to the statistics. I would like to read the comparisons
myself. I suspect that if the information was really available, that most
groundloops and landing incidents were performed by transitioning or
transitioned pilots who developed lazy feet.
No room for opinions? I wonder what that means. If anyone does have a
contrary opinion, you have tried to discredit them by calling them bold. Is
that as in "no old bold pilots"? I have never considered myself a bold
pilot, just one that trained, soloed and have all but about 5 hours in
tailwheels, I'm also old - not real old, mind you, but old enough to have
done a few things that are considered right scary in this day and age. I
also ride two wheel bicycles, and can drive stick shift cars, even in San
Francisco.
Incidentally, early last year I put together a spreadsheet showing what list
members were flying, along with engine choices and any other information
members submitted. Totals to Feb 2007 - 16 NW, 110 TW. Sounds like lots
of contrary opinions.
In short, what's your point?
Lowell
Do not archive
----- Original Message -----
From: "JetPilot" <orcabonita@hotmail.com>
Sent: Tuesday, October 21, 2008 4:45 PM
Subject: Kitfox-List: Re: Prop/Nose Wheel
>
> Steve is right on wanting to convert his Kitfox to a nosewheel airplane.
> Training on a tailwheel airplane is just asking to have your plane
> destroyed. The accident statistics don't lie, they don't have opinions,
> they just tell cold hard reality. There is a really good reason that the
> Hull insurance on a taildragger is about twice as expensive as for a plane
> with tricycle gear. I know most " He Men Pilots " here will disagree with
> me on this subject, but again the facts and the numbers leave no room for
> argument or opinions on this issue.
>
> Kitfox sells a nosewheel option for the Series 7 SS. You might possibly
> buy the nosewheel from them. I am looking at several props for my Kitfox
> with a 912-S, a warp drive, a powerfin, a Nu Form which Flight Designs CT
> uses, and possibly the new sensenich composite prop if its not to
> expensive. I would not buy an IVO, and I would not put an old technology
> outdated wooden prop on my kitfox if they were giving them away for free.
>
> Mike
>
> --------
> "NO FEAR" - If you have no fear you did not go as fast as you
> could have !!!
>
> Kolb MK-III Xtra, 912-S
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p 9753#209753
>
>
>
Message 15
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| Subject: | Re: Prop/Nose Wheel |
JetPilot wrote:
> Steve is right on wanting to convert his Kitfox to a nosewheel airplane. Training
on a tailwheel airplane is just asking to have your plane destroyed. The
accident statistics don't lie, they don't have opinions, they just tell cold
hard reality. There is a really good reason that the Hull insurance on a taildragger
is about twice as expensive as for a plane with tricycle gear. I know
most " He Men Pilots " here will disagree with me on this subject, but again
the facts and the numbers leave no room for argument or opinions on this issue.
>
> Kitfox sells a nosewheel option for the Series 7 SS. You might possibly buy
the nosewheel from them. I am looking at several props for my Kitfox with a
912-S, a warp drive, a powerfin, a Nu Form which Flight Designs CT uses, and
possibly the new sensenich composite prop if its not to expensive. I would not
buy an IVO, and I would not put an old technology outdated wooden prop on my
kitfox if they were giving them away for free.
>
> Mike
Not a he man just a pilot. Initial training was done in a PA12 with 31" airsteaks.
Not real forgiving on pavement. No issues and was signed off to solo in
4.5 hrs. If the aircraft is going to be used as a primary trainer in a flight
school, then I would say go tricycle, if it is personal, and you plan on making
even one off airport landing, then go tail wheel.
I can back this up with facts if I need to dig up how many 206, 207, 182 etc. end
up on their backs versus how many cubs are ground looped and have structural
damage.
Hands down for around here it is tail wheel all the way
--------
DO NOT ARCHIVE
Leonard Perry
Soldotna AK
Avid "C" / Mk IV
582 IVO IFA
Full Lotus 1260
95% complete
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 9781#209781
Message 16
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| Subject: | Re: Nose Wheel vs Tailwheel |
Contentious subject - Given the type of flying I do Tailwheel was the best
choice for me. I have approx 700hrs on TW and about 30 on NW and really
don't consider one more "Manly" than the other.
Both require training and skill - it's just that tailwheels take more
Skill!
Ha Ha Couldn't help myself
Gary
(For those that are laughter challenged - This was a joke)
Gary Algate
Classic 4 Jab2200
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| Subject: | Re: Electroair direct fire ignition system in a Jabiru 2200 |
Mine was right in the neighborhood of $1800, Gary.
Lynn Matteson
Kitfox IV Speedster
Jabiru 2200, 578hrs
Sensenich 62x46
flying again after rebuild, and new Electroair direct-fire ignition
system
On Oct 21, 2008, at 6:21 PM, gary.algate@sandvik.com wrote:
>
> OK - so now how much for the Lynn Matteson version??
>
> Gary
>
> Gary Algate
> SMC, Exploration
> Office Phone: +61 8 8276 7655
>
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| Subject: | Re: Electroair direct fire ignition system in a Jabiru 2200 |
Lynn
You must be on the West Coast otherwise it's well past your bed time.
It sounds like you've worked all of the bugs out of your ignition system
are you happy now with the overall engine performance after the rebuild?
regards
Gary
Gary Algate
SMC, Exploration
Office Phone: +61 8 8276 7655
This e-mail is confidential and it is intended only for the addressees.
Any review, dissemination, distribution, or copying of this message by
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| Subject: | Re: Nose Wheel vs Tailwheel |
>Contentious subject...
And one that's been beaten to death here more than once. The
original post was asking about the process of converting landing
gear, not the relative merits of doing so. If you don't have some
input on how to switch out the gear then please don't add to this
thread.
Mike G.
Kitfox List Administrator
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