Today's Message Index:
----------------------
1. 12:19 AM - Re: [!! SPAM] Transponder Noise with Rotax 582 (Guy Buchanan)
2. 12:19 AM - Re: [!! SPAM] Re: Kitfox dead stick practice (Guy Buchanan)
3. 04:02 AM - Re: Soaring (was: Dead stick practice) (815TL)
4. 04:40 AM - 582 CHT temps? (815TL)
5. 05:09 AM - Slipping with Flaps (Southern Skies)
6. 06:02 AM - Re: Slipping with Flaps (Michel Verheughe)
7. 06:22 AM - Re: Re: Kitfox dead stick practice (Marco Menezes)
8. 06:43 AM - Re: Kitfox dead stick practice (Roger Lee)
9. 06:57 AM - Re: Slipping with Flaps (Randy Daughenbaugh)
10. 07:17 AM - Re: Re: Kitfox dead stick practice (Marco Menezes)
11. 08:43 AM - Re: Re: Slipping with Flaps (Lynn Matteson)
12. 08:51 AM - Re: Re: Kitfox dead stick practice (Guy Buchanan)
13. 09:11 AM - Re: Re: Kitfox dead stick practice (Rick)
14. 10:44 AM - Re: Slipping with Flaps (Michel Verheughe)
15. 11:37 AM - Re: Re: Kitfox dead stick practice (Marco Menezes)
16. 01:37 PM - Re: Slipping with Flaps (Tom Beirne)
17. 02:12 PM - Re: Transponder Noise with Rotax 582 (mikeperkins)
18. 02:22 PM - Re: Transponder Noise with Rotax 582 (mikeperkins)
19. 02:50 PM - Re: Dead stick practice -Gimli Glider OT (Ken Potter)
20. 02:52 PM - Re: Slipping with Flaps (LarryM)
21. 02:57 PM - Re: 582 CHT temps? (LarryM)
22. 05:08 PM - Re: Re: Kitfox dead stick practice (Rick)
23. 07:53 PM - Re: Transponder Noise with Rotax 582 (Noel Loveys)
24. 09:08 PM - Re: Slipping with Flaps (wingnut)
25. 10:15 PM - Re: Kitfox dead stick practice (akflyer)
Message 1
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| Subject: | Re: Transponder Noise with Rotax 582 |
At 05:00 AM 12/15/2008, you wrote:
>Does anyone have any ideas what Ive done wrong.
Look for ground loops. If you have grounded the
transponder well away from the other comm
equipment it may have happened. These make excellent antennas.
Guy Buchanan
San Diego, CA
K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar.
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| Subject: | Re: RE: Kitfox dead stick practice |
At 11:12 AM 12/15/2008, you wrote:
>My
>question re engine cooling (582); do you shock cool the engine more with a
>long glide at idle (folks say the 582 likes a 2000 rpm idle) or by turning
>the engine off and stopping the prop?
Can't shock cool a 582 either way because it's water cooled. What you
do have to watch out for is getting a cold seizure. What you don't
want to do is dead stick engine off to the runway, decide you're not
going to make it, start the engine and immediately give it full
throttle. If the pistons are still warm and the radiator cold you may
seize just as soon as the thermostat opens. (Don't know what happens
if you're not running a thermostat.)
>Are 582s typically easy to air start
>with electric starter?
Extremely.
Guy Buchanan
San Diego, CA
K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar.
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| Subject: | Re: Soaring (was: Dead stick practice) |
So it sounds like several have done it, with some success. I will have to give
it a go, after I get a few hours under my belt.
Andrew
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=219569#219569
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Hey guys,
Finally got ahold of my instructor, and we are going to start flying after
the first of the year. He came up last night and looked over the plane, talked
a while and we started it up.
We let the engine warm up for a couple of minutes till the watter temp was about
130* or so, then ran it up to 5500RPM and let it run for a couple of minutes,
and leaned it out a little as we talked about a few things. I brought it back
down to about 2500 RPM and looked over all the gauages.
The EGT was fine, both were around 1050-1100, the one seems to be about 50* cooler
than the other. The one CHT however was a little high. Now the green and
red markings are just stickers that were put on the gleass of the gague, so it
is not pefect depending on your vewing angle, but it looked to be in the red
zone. I don't remember the reading exaclty, but I think it was close to 300*,
but not much over. The other CHT, seemed to be about 30-50* lower.
So, I have read one article that states that the CHT on a 2 stroke is basically
useless, the real gague to watch is the EGT. Is this the case, or is there cause
to be concenrned with a slightly high CHT? Any reaosn why one would be up
into the red, and the other OK? I know the front gets more air, but 30-50*
seems a bit much.
Andrew
Kitfox II, 815TL, Rotax 582-C
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=219572#219572
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| Subject: | Slipping with Flaps |
Hello Listers,
I have a simple question:
Is it permissible to do a (hefty) forward slip with full flaps on a model 5 ?
Why do I ask? Short field, coming in over some tall trees, trying to get down
quick. I have good roll control with flaps, just wondering about potential negative
effects.
And another question:
Due to the nose pitching down so much with flaps I have to bump the electric stabilizer
trim a good bit, otherwise lots of backpressure. Now if I had to go around
it would be a bit busy to adjust flaps and trim quickly while adding power,
taking carb heat off and looking at trim position indicator all at the same
time. Leave the flaps alone until at a reasonable altitude, then trim?
Thanks for the input, its always helpful.
Chris Bowles
KF 5
Message 6
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| Subject: | RE: Slipping with Flaps |
> From: Southern Skies [chris@southernskies.net]
> Why do I ask? Short field, coming in over some tall trees, trying to get down
quick.
I am certainly not an expert, Chris but ... why do you use the flaps at all? On
my model 3, they only add a bit of lift but no drag as it is necessary to prevent
picking up speed as you put the nose down after the tall trees.
One of the funniest thing I have done with my plane is the time we had a navigation
contest somewhere in the mountains. To win, one had to find five objects
at five locations but also land at the time we thought we would.
Since the grass airfield was at the bottom of a deep valley, as I fly toward it,
I realized that I was a bit after schedule and I had to make it as soon as possible
to final. Because it is legal to cross the runway centerline before turning
downwind, I went right for it. But then, I had to descent perhaps a couple
of thousand feet from the top of the mountain to the deep valley. So, I did
it by side slipping, one way, then the other, only a hundred feet over the tree
tops on the slope. It was exactly the feeling of Alpin skiing! Shuuuuus! Shuuuuuus!
Shuuuuuuus! ...
Anyway, I think that you can control pretty well any speed by only sideslipping.
As you say, the pitch-down effect of flaps is ... unpleasant, to say the least.
Cheers,
Michel Verheughe
Norway
Kitfox 3 - Jabiru 2200 ... flying as PAX
<pre><b><font size=2 color="#000000" face="courier new,courier">
</b></font></pre></body></html>
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| Subject: | Re: Kitfox dead stick practice |
Lenny,
-
How does your airplane fly-with the prop and engine disengaged? What's th
e sink rate at best glide speed? That's what-this inquiring mind wants to
know.
-
At idle (2500 rpm, 50-55 indicated)-I lose 200-300 ft/min. That's gotta c
hange considerably for the worse with the prop disengaged. Because of my in
tractably high idle speed, dead stick practice means shut down and re-start
.
-
Marco Menezes N99KX
Model 2 582-90 C-Box 3:1 w/clutch
--- On Tue, 12/16/08, akflyer <akflyer_2000@yahoo.com> wrote:
From: akflyer <akflyer_2000@yahoo.com>
Subject: Kitfox-List: Re: Kitfox dead stick practice
<akflyer_2000@yahoo.com>
if you pull the power off, and the nose up the prop will disengage and the
engine goes back to a 1600 rpm idle. At that point for all practical purpo
ses,
you are dead stick as the prop and engine are no longer a functioning team.
..
Don't worry you wont be the first to do it, I do it all the time.
If you come back in with power it will re-engage without all the nasty
(theoretic) side effects that were brought up in the other thread. At some
point, one must stop thinking about possibilities (time to get a dig in at
inquiring engineering minds LOL) and go for it, 99% of the time the nightma
res
you dream up don't really happen, if you are a lucky one percent'er,
then you get to enjoy the dead stick skills you have not practiced, so it r
eally
does become an emergency instead of a semi routine senario.
Weather permitting, I will take the bird out tomorrow and video the nice sm
ooth
cold weather start, an in air disengagement and subsequent landing as well
as an
in air re-engagement of the prop without the engine being ripped from the m
ounts
or gear box departing the plane.
--------
DO NOT ARCHIVE
Leonard Perry
Soldotna AK
Avid "C" / Mk IV
582 IVO IFA
Full Lotus 1260
As done as any plane will ever be.... cause now the tinkeritis takes over.
hander outer of humorless darwin awards
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=219558#219558
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| Subject: | Re: Kitfox dead stick practice |
Flying dead stick is really no different than if the engine/prop are running at
idle. Yes there is a little difference of course, but it shouldn't be an issue
for anyone that can fly his Kitfox on any other day.
The engines with the prop clutch, free wheeling prop at idle, has much more drag
than a prop that stops and stays still. Their glide ratio is reduced compared
to a normal none moving prop.
--------
Roger Lee
Tucson, Az.
Light Sport Repairman - Maintenance Rated
Rotax Service Center
520-574-1080
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=219583#219583
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| Subject: | Slipping with Flaps |
.Chris,
With about 80-90' trees on each end of my runway, I face a similar problem.
I used to head for the tops of the trees with a shallower glide slope and
then at the tree tops slip down to the runway, straighten out and land.
I now do it quite differently, and feel it is better way to go.
Essentially, I get on the steeper glide slope immediately on final with a
medium slip. I hold this all the way to the runway, straighten out and
land. I can steepen the glide slope by going to a more extreme slip or
flatten out the glide slope by reducing the slip.
I feel that this is safer since I can easily avoid the tree tops if I get
hit by an increase in head wind by just reducing my slip.
Oh, back to title, slipping works great with mid position flaps. I do slip
with full flaps, but the fox just doesn't seem as happy in that
configuration.
Randy
Kitfox 5/7, 912S 776 lbs
Warp Drive taper tip
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Southern Skies
Sent: Tuesday, December 16, 2008 6:09 AM
Subject: Kitfox-List: Slipping with Flaps
Hello Listers,
I have a simple question:
Is it permissible to do a (hefty) forward slip with full flaps on a model 5
?
Why do I ask? Short field, coming in over some tall trees, trying to get
down quick. I have good roll control with flaps, just wondering about
potential negative effects.
And another question:
Due to the nose pitching down so much with flaps I have to bump the electric
stabilizer trim a good bit, otherwise lots of backpressure. Now if I had to
go around it would be a bit busy to adjust flaps and trim quickly while
adding power, taking carb heat off and looking at trim position indicator
all at the same time. Leave the flaps alone until at a reasonable altitude,
then trim?
Thanks for the input, its always helpful.
Chris Bowles
KF 5
Message 10
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| Subject: | Re: Kitfox dead stick practice |
Roger,
-
It's clear there will be a drop-off (literally) in glide performance from a
free-wheeling prop that's disengaged from any substantial mechanical resis
tance. Question is, how much?
-
Marco Menezes N99KX
Model 2 582-90 C-Box 3:1 w/clutch
--- On Tue, 12/16/08, Roger Lee <ssadiver1@yahoo.com> wrote:
From: Roger Lee <ssadiver1@yahoo.com>
Subject: Kitfox-List: Re: Kitfox dead stick practice
<ssadiver1@yahoo.com>
Flying dead stick is really no different than if the engine/prop are runnin
g at
idle. Yes there is a little difference of course, but it shouldn't be an
issue for anyone that can fly his Kitfox on any other day.
The engines with the prop clutch, free wheeling prop at idle, has much more
drag than a prop that stops and stays still. Their glide ratio is reduced
compared to a normal none moving prop.
--------
Roger Lee
Tucson, Az.
Light Sport Repairman - Maintenance Rated
Rotax Service Center
520-574-1080
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=219583#219583
=0A=0A=0A
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| Subject: | Re: RE: Slipping with Flaps |
But remember Michel, he's got a Model 5..isn't that a quite different
animal than your 3?....different wing, adjustable horizontal stab, etc?
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 596+ hrs
Sensenich 62x46
flying again after rebuild, and new Electroair direct-fire ignition
system;
also building a new pair of snow skis
do not archive
On Dec 16, 2008, at 9:01 AM, Michel Verheughe wrote:
>> From: Southern Skies [chris@southernskies.net]
>> Why do I ask? Short field, coming in over some tall trees, trying
>> to get down quick.
>
> I am certainly not an expert, Chris but ... why do you use the
> flaps at all? On my model 3, they only add a bit of lift but no
> drag as it is necessary to prevent picking up speed as you put the
> nose down after the tall trees.
>
> Cheers,
> Michel Verheughe
> Norway
> Kitfox 3 - Jabiru 2200 ... flying as PAX
>
> www.matronics.com/contribution</a>
> List">http://www.matronics.com/Navigator?Kitfox-List</a>
> forums.matronics.com</a>
> </b></font></pre>
Message 12
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| Subject: | Re: Kitfox dead stick practice |
At 06:22 AM 12/16/2008, you wrote:
>How does your airplane fly with the prop and engine disengaged?
>What's the sink rate at best glide speed? That's what this inquiring
>mind wants to know.
I got 450 fpm sink at 50 MIAS at 1180# in my IV with the prop
disengaged and no flaps. Interestingly I got the same value, but 5
MIAS slower for full flaps. At a lighter weight I got 400 fpm sink
just above stall.
Guy Buchanan
San Diego, CA
K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar.
Message 13
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| Subject: | Re: Kitfox dead stick practice |
I would add 300-500 FPM sink rate. If you do not think that is
significant add it to a normal 500 at acceptable glide and it gets your
attention right away. Especially if that engine does not start. I can
spell pucker.
Rick
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Marco
Menezes
Sent: 2008-12-16 07:17
Subject: Re: Kitfox-List: Re: Kitfox dead stick practice
Roger,
It's clear there will be a drop-off (literally) in glide performance
from a free-wheeling prop that's disengaged from any substantial
mechanical resistance. Question is, how much?
Marco Menezes N99KX
Model 2 582-90 C-Box 3:1 w/clutch
--- On Tue, 12/16/08, Roger Lee <ssadiver1@yahoo.com> wrote:
From: Roger Lee <ssadiver1@yahoo.com>
Subject: Kitfox-List: Re: Kitfox dead stick practice
<ssadiver1@yahoo.com>
Flying dead stick is really no different than if the engine/prop are
running at
idle. Yes there is a little difference of course, but it shouldn't be an
issue for anyone that can fly his Kitfox on any other day.
The engines with the prop clutch, free wheeling prop at idle, has much
more
drag than a prop that stops and stays still. Their glide ratio is
reduced
compared to a normal none moving prop.
--------
Roger Lee
Tucson, Az.
Light Sport Repairman - Maintenance Rated
Rotax Service Center
520-574-1080
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=219583#219583
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Message 14
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| Subject: | RE: Slipping with Flaps |
> From: Lynn Matteson [lynnmatt@jps.net]
> But remember Michel, he's got a Model 5..isn't that a quite different
> animal than your 3?....different wing, adjustable horizontal stab, etc?
... what? Different wings? I thought that we, angels, all had the same type of
wings! By the way, do you think that when a bird dies, he gets ... wings? Or perhaps
... hands? Sorry, it's Chrstimas soon ... too much eggnog. You see, since
I lost my driving license, there are no more reasons for me to stay sober!
... Cheers!
Michel Verheughe
Norway
Kitfox 3 - Jabiru 2200 ... flying as PAX, even when sober
Do not archive
<pre><b><font size=2 color="#000000" face="courier new,courier">
</b></font></pre></body></html>
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| Subject: | Re: Kitfox dead stick practice |
Oh, that's plenty significant alright.-Explains my reticence to trailblaz
e. My engine routinely starts very easily but-then there's always Murphy'
s law. One question, Rick: Do you write from personal experience or is-th
e additional 300-500 f/m a guess?
Marco Menezes N99KX
Model 2 582-90 C-Box 3:1 w/clutch
--- On Tue, 12/16/08, Rick <wingsdown@verizon.net> wrote:
From: Rick <wingsdown@verizon.net>
Subject: RE: Kitfox-List: Re: Kitfox dead stick practice
I would add 300-500 FPM sink rate. If you do not think that is significant
add it to a normal 500 at acceptable glide and it gets your attention right
away.- Especially if that engine does not start. I can spell pucker.
-
-
Rick
-----Original Message-----
From: owner-kitfox-list-server@matronics.com [mailto:owner-kitfox-list-serv
er@matronics.com] On Behalf Of Marco Menezes
Sent: 2008-12-16 07:17
Subject: Re: Kitfox-List: Re: Kitfox dead stick practice
Roger,
-
It's clear there will be a drop-off (literally) in glide performance from a
free-wheeling prop that's disengaged from any substantial mechanical resis
tance. Question is, how much?
-
Marco Menezes N99KX
Model 2 582-90 C-Box 3:1 w/clutch
--- On Tue, 12/16/08, Roger Lee <ssadiver1@yahoo.com> wrote:
From: Roger Lee <ssadiver1@yahoo.com>
Subject: Kitfox-List: Re: Kitfox dead stick practice
<ssadiver1@yahoo.com>
Flying dead stick is really no different than if the engine/prop are runnin
g at
idle. Yes there is a little difference of course, but it shouldn't be an
issue for anyone that can fly his Kitfox on any other day.
The engines with the prop clutch, free wheeling prop at idle, has much more
drag than a prop that stops and stays still. Their glide ratio is reduced
compared to a normal none moving prop.
--------
Roger Lee
Tucson, Az.
Light Sport Repairman - Maintenance Rated
Rotax Service Center
520-574-1080
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=219583#219583
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| Subject: | Re: Slipping with Flaps |
Michel wrote:
> You see, since I lost my driving license, there are no more reasons for me to
stay sober! ... Cheers!
>
I'm glad to see that your glass is always half full (so to speak) these days :D
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=219663#219663
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| Subject: | Re: Transponder Noise with Rotax 582 |
Jeff is right in suggesting that you check the ground connection; ground connections
are often the source of radio noise.
A troublshooting procedure is this:
You need to know if the transponder is being disturbed by the RF input (antenna
input) or by the power source. A quick way to check this is to remove the antenna
connector right at the transponder and see if the the funny operation goes
away. If it still acts funny, power the transponder from a separate 12 v battery
(not suggesting this as a solution, just a test).
The old transponders like the KX76 don't have much power filtering. I'd be surprised
if the transponder's problem here was something other than noisy power.
It's hard to fool a transponder to think it's receiving radar signals, but it's
easy to make them misbehave with noisy power. The above tests will tell you.
Mike Perkins
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| Subject: | Re: Transponder Noise with Rotax 582 |
Post script to my troubleshooting procedure - - If you see transponder replies
with the antenna disconnected, shut the transponder down pretty quickly - KX76s
don't like transmitting for very long without an antenna connected, but a few
seconds won't hurt.
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| Subject: | Re: Dead stick practice -Gimli Glider OT |
Yes, that was an Air Transat plane. Similar to the Gimli Glider the plane ran
out of fuel (due to a maintence error) and made it to the Azores. I work for
the Transportation Safety Board of Canada as an investigator; our agency assisted
the Porteguese with their investigation. Not withstanding the maintenance
foul-up by the airline, a spectacular bit of flying!!!
--------
Ken Potter
Model II, No. 483
Rotax 582, C-Box,
98% Complete
C-FJKP (marks reserved)
Lanark, Ontario
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| Subject: | Re: Slipping with Flaps |
I'm an extreme slipper with full flaperons deployed, door open (both) or closed
- no problems.
larry
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| Subject: | Re: 582 CHT temps? |
I would not worry about the CHT on a water cooled engine. The water temp prob
is located right at the top of the cylinder head. That and EGT are the parameters
to watch. EGT is the most immediate and caused instant damage, while the
water temp is slower to react and is more of an "overall" reading. Do not be
surprised to see water temps near 200F, depending what the OAT is and what your
power is set at, but cruise should be less than 175F.
The difference in CHT readings could be as simple and most likely the washer/probe.
Cover up or take out the CHT gauge, but respect the water temps.
larry
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| Subject: | Re: Kitfox dead stick practice |
That was a real world event. I could easily pull power to idle, set my
airspeed by AOA and come down 500 too 600. But with the prop free
wheeling, what a shock. I guess if I had that number in mind when I was
looking for the emergency landing spot it would not have been such an
attitude adjustment. I made it to the area I had in mind just not where
I had hoped to be. If I still had a prop that could free wheel I would
make some type of a device to mechanically stop it in an emergency
decent. Or a smart person could make some type of auto prop pitch
control that would put the prop flat. I kind of like the mechanical idea
myself since I think I could do that. It might not always be an issue
given the area you have to work with.
Rick
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Marco
Menezes
Sent: 2008-12-16 11:37
Subject: RE: Kitfox-List: Re: Kitfox dead stick practice
Oh, that's plenty significant alright. Explains my reticence to
trailblaze. My engine routinely starts very easily but then there's
always Murphy's law. One question, Rick: Do you write from personal
experience or is the additional 300-500 f/m a guess?
Marco Menezes N99KX
Model 2 582-90 C-Box 3:1 w/clutch
--- On Tue, 12/16/08, Rick <wingsdown@verizon.net> wrote:
From: Rick <wingsdown@verizon.net>
Subject: RE: Kitfox-List: Re: Kitfox dead stick practice
I would add 300-500 FPM sink rate. If you do not think that is
significant add it to a normal 500 at acceptable glide and it gets your
attention right away. Especially if that engine does not start. I can
spell pucker.
Rick
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Marco
Menezes
Sent: 2008-12-16 07:17
Subject: Re: Kitfox-List: Re: Kitfox dead stick practice
Roger,
It's clear there will be a drop-off (literally) in glide performance
from a free-wheeling prop that's disengaged from any substantial
mechanical resistance. Question is, how much?
Marco Menezes N99KX
Model 2 582-90 C-Box 3:1 w/clutch
--- On Tue, 12/16/08, Roger Lee <ssadiver1@yahoo.com> wrote:
From: Roger Lee <ssadiver1@yahoo.com>
Subject: Kitfox-List: Re: Kitfox dead stick practice
<ssadiver1@yahoo.com>
Flying dead stick is really no different than if the engine/prop are
running at
idle. Yes there is a little difference of course, but it shouldn't be an
issue for anyone that can fly his Kitfox on any other day.
The engines with the prop clutch, free wheeling prop at idle, has much
more
drag than a prop that stops and stays still. Their glide ratio is
reduced
compared to a normal none moving prop.
--------
Roger Lee
Tucson, Az.
Light Sport Repairman - Maintenance Rated
Rotax Service Center
520-574-1080
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| Subject: | Transponder Noise with Rotax 582 |
Try powering your Xpndr with an independent battery. If it cycles properly then
you know you have a lot of noise coming in on the B+ line. If the Xpndr continues
to have start up issues while on an independent battery then you have too
much RFI from your engine.
The thing to do is first of all to be sure that the resistor caps are still intact.
The 582 is the exception that makes the rule about using both resistor plugs
and caps... You should be using both.
The next thing is to check all your grounds. Make sure they are all clean and
tight to the frame of the plane. I expect that more than 90% of the problems
people have with avionics can be traced to poor grounds. While you are at it
check there is a good heavy jumper that goes across the rubber "Lord" mounts of
the engine... Those mounts make great insulators and control cables make poor
grounds.
Finally check the coaxial cable on the transponder. Make sure it hasn't been pinched
or cracked try to position the antenna on the bottom of the plane as far
away from the engine as practical.
Be suer to let us know how things work out.
Noel Loveys
AME Intern, RPP
Kitfox III-A,
Aerocet 1100 floats
-----Original Message-----
From: owner-kitfox-list-server@matronics.com [mailto:owner-kitfox-list-server@matronics.com] On Behalf Of kenharrison
Sent: Monday, December 15, 2008 9:30 AM
Subject: Kitfox-List: Transponder Noise with Rotax 582
Hello Gentlemen,
Im having transponder trouble. I have installed a new KT76 in my Kitfox III
with 582 Mod 90. I am running BR8ES plugs and have a Key West regulator/rectifier.
So far I have been very happy with the system and have very low/acceptable
RF noise in the radio/intercom. The radio is a handheld on the 12V from
the aircraft, and the intercom is a David Clark in panel (cant remember the
model at the moment). I have installed and wired the transponder according to
the directions (relatively certain about that). With the engine not running,
if I turn the transponder on it powers up and cycles through its test normally.
It appears to ident and test properly as any other transponder Ive used in
other aircraft, and it appears to be receiving interrogation from ATC, and returning
responses normally (the light blinks periodically). My problem is that
when the 582 is running, the transponder will immediately start blinking incessantly
and I get a crackling sound o!
ver the intercom.
Does anyone have any ideas what Ive done wrong. I have not had the transponder
certified by the shop yet. Was hoping to clear up this problem before I take
it to them. I have searched high and low on the internet and on the Kitfox archives
and on Aeroelectric.com but can find any discussion of such a problem.
I would appreciate any guidance.
--------
Ken Harrison
Kitfox III
Rotax 582 C Box
Powerfin 3-Blade
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| Subject: | Re: Slipping with Flaps |
Michel,
I've heard this line of reasoning before but I'm always a little confused by it.
If your flaps add lift then doesn't that reduce your stall speed and therefore
your minimum safe approach speed? If you minimum safe approach speed is lower
then your angle of descent is higher for the same sink rate right? Am I missing
something?
[quote] am certainly not an expert, Chris but ... why do you use the flaps at all?
On my model 3, they only add a bit of lift but no drag as it is necessary
to prevent picking up speed as you put the nose down after the tall trees.[quote]
--------
Luis Rodriguez
Model IV 1200
Rotax 912UL
Flying Weekly
Laurens, SC (34A)
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| Subject: | Re: Kitfox dead stick practice |
msm_9949(at)yahoo.com wrote:
> Lenny,
>
> How does your airplane fly with the prop and engine disengaged? What's the sink
rate at best glide speed? That's what this inquiring mind wants to know.
>
> At idle (2500 rpm, 50-55 indicated) I lose 200-300 ft/min. That's gotta change
considerably for the worse with the prop disengaged. Because of my intractably
high idle speed, dead stick practice means shut down and re-start
I was not paying much attention to that today, but I can tell you that freewheeling
it is a significant amount of drag. If I am remembering correctly, it was
about 650 fpm at 60 mph IAS, GPS said 45 ground speed.
--------
DO NOT ARCHIVE
Leonard Perry
Soldotna AK
Avid "C" / Mk IV
582 IVO IFA
Full Lotus 1260
As done as any plane will ever be.... cause now the tinkeritis takes over.
hander outer of humorless darwin awards
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