Today's Message Index:
----------------------
1. 03:19 AM - Re: Re: International aircraft relocation (Lynn Matteson)
2. 05:16 AM - Re: Remote Compass Mounting Location for Dynon Unit (fox5flyer)
3. 05:24 AM - Re: Re: Windshield fit and now - coolant overheat (fox5flyer)
4. 06:03 AM - Re: Re: International aircraft relocation (Bob Brennan)
5. 06:28 AM - Re: Remote Compass Mounting Location for Dynon Unit (Michael Gibbs)
6. 07:13 AM - Re: Deadstick Landing (Chuck Popenoe)
7. 09:30 AM - Re: Re: Kitfox dead stick practice (Clint Bazzill)
8. 10:04 AM - Re: Kitfox dead stick practice (Roger Lee)
9. 11:09 AM - Re: Re: International aircraft relocation (Lynn Matteson)
10. 01:08 PM - Re: Slipping with Flaps (LarryM)
11. 02:34 PM - Re: Remote Compass Mounting Location for Dynon Unit (Dan Billingsley)
12. 02:53 PM - Re: Remote Compass Mounting Location for Dynon Unit (darinh)
13. 03:02 PM - Re: Windshield fit and now - coolant overheat (darinh)
14. 03:32 PM - Re: Re: Dead stick practice (Lowell Fitt)
15. 03:53 PM - Re: Re: Slipping with Flaps (Noel Loveys)
16. 04:11 PM - Re: Dead stick practice (Catz631@aol.com)
17. 04:34 PM - test (Dan Billingsley)
18. 05:06 PM - Re: Re: Windshield fit and now - coolant overheat (Weiss Richard)
19. 05:39 PM - Re: Re: Dead stick practice (Paul Franz - Merlin GT)
20. 06:10 PM - Re: Re: Kitfox dead stick practice (kirk hull)
21. 06:50 PM - Re: Re: Dead stick practice (gary.algate@sandvik.com)
Message 1
| INDEX | Back to Main INDEX |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: International aircraft relocation |
Ouch! Bad enough....but better than not flying
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 17, 2008, at 11:17 PM, gary.algate@sandvik.com wrote:
>
> Cost wasn't as bad as I thought (approx CD$6,000)
>
> I get back to the US and C about every 6 mths at least for business
> but I think I'll stay put in Australia for at least the foreseeable
> future
>
> 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 persons or entities other than the intended
> recipient is prohibited. If you have received this e-mail in error,
> kindly notify us immediately by telephone or e-mail and delete the
> message from your system. The sender does not accept liability for
> any errors or omissions in the contents of this message which may
> arise as a result of the e-mail transmission.
> This year, instead of sending you a Christmas card in the mail, we
> have made a contribution to UNICEF Australia. We wish you a safe
> and happy Christmas".
>
>
> Lynn Matteson <lynnmatt@jps.net>
> Sent by: owner-kitfox-list-server@matronics.com
> 18/12/2008 10:31 AM
> Please respond to
> kitfox-list@matronics.com
>
> To
> kitfox-list@matronics.com
> cc
> Subject
> Re: Kitfox-List: Re: International aircraft relocation
>
>
>
> Thanks, Gary...only one little tidbit of info that I'd like to know
> if you're willing to divulge...cost? Had to be horrendous....
>
> And...will you be back to Canada at some time...eh? : )
>
> 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 17, 2008, at 4:52 PM, gary.algate@sandvik.com wrote:
>
> >
> > Lynn - sorry this response was so long coming.
> >
> > I used a 20ft shipping container to move my plane. I removed the
> > wing, drained the fuel and the wrapped them in three layers of
> > bubble wrap supplied by the moving company. I did the same for the
> > horiz stab and elevators.
> >
> > The fuselage was simply wheeled in and I used tie down straps from
> > the strut and flout mount brackets down to the floor. (wooden floor
> > so it was easy to screw attachment points). I also screwed 2" x 4"
> > Plastic lumber in front and behind wheels.
> >
> > I slung a wing each side of the container so that they laid flat
> > against the side and had about 6" foam between the leading edge and
> > the floor.
> >
> > When it arrived it was exactly as packed with no damage.
> >
> > Registration in Australia was a really simple matter and all that
> > was required was an inspection by a RAA (Recreational Aircraft
> > Australia ) LAME . Only hold up was getting the plane de-registered
> > in Canada as I should have done this before leaving. I was hesitant
> > at the time to do this as I have heard horror stories about owners
> > deregistering planes and then not being able to get them
> > registered. However this wasn't the case and it went extremely
> > smoothly.
> >
> > C-FAJW is now a legally registered 19-3507 Australian recreational
> > Aircraft
> >
> > Once here I upgraded my Jab 2200 to the latest model and now have
> > about 1800 hrs to fly to my next major. (Hopefully)
> >
> > Regards
> >
> > Gary
> >
> > Gary Algate
> > Classic 4 Jab 2200
> > 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 persons or entities other than the intended
> > recipient is prohibited. If you have received this e-mail in error,
> > kindly notify us immediately by telephone or e-mail and delete the
> > message from your system. The sender does not accept liability for
> > any errors or omissions in the contents of this message which may
> > arise as a result of the e-mail transmission.
> > This year, instead of sending you a Christmas card in the mail, we
> > have made a contribution to UNICEF Australia. We wish you a safe
> > and happy Christmas".
> >
> >
> >
> >
> >
> >
> >
> > Lynn Matteson <lynnmatt@jps.net>
> > Sent by: owner-kitfox-list-server@matronics.com
> > 15/12/2008 11:38 AM
> > Please respond to
> > kitfox-list@matronics.com
> >
> > To
> > kitfox-list@matronics.com
> > cc
> > Subject
> > Re: Kitfox-List: Dead stick practice
> >
> >
> >
> >
> >
> >
> > Sounds like fun, Gary....you got a game plan on when you'll be back
> > over here to try some more of that? And by the way, how did you get
> > your Kitfox over there in Oz? I think you mentioned it, but I've
> > forgotten. This would be a refresher course for others who might
> like
> > to ship their planes.
> >
> > 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 13, 2008, at 4:53 PM, gary.algate@sandvik.com wrote:
> >
> > >
> > > Hmm - not sure I agree with this one. However it depends upon
> > > location. When I was on Skis and lived on a lake in Canada I would
> > > switch of at about 3,00ft over the lake and glide around and
> > > practice my spot landings. It was great practice and i was amazed
> > > how far I was out when I first started.
> > >
> > > After a while it became very easy to control my descent and use
> > > slips etc to land "on the numbers".
> > >
> > > The only caveat here is I had basically unlimited area to land
> and
> > > if I landed long or short it made no difference
> > >
> > > I learned a lot from that!
> > >
> > > 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 persons or entities other than the intended
> > > recipient is prohibited. If you have received this e-mail in
> error,
> > > kindly notify us immediately by telephone or e-mail and delete the
> > > message from your system. The sender does not accept liability for
> > > any errors or omissions in the contents of this message which may
> > > arise as a result of the e-mail transmission.
> > > This year, instead of sending you a Christmas card in the
> mail, we
> > > have made a contribution to UNICEF Australia. We wish you a safe
> > > and happy Christmas".
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > > Catz631@aol.com
> > > Sent by: owner-kitfox-list-server@matronics.com
> > > 14/12/2008 01:05 AM
> > > Please respond to
> > > kitfox-list@matronics.com
> > >
> > > To
> > > kitfox-list@matronics.com
> > > cc
> > > Subject
> > > Re: Kitfox-List: Dead stick practice
> > >
> > >
> > >
> > >
> > >
> > > Lynn,
> > > I just have to say this (at the risk of being called an old
> > > lady )! Please don't practice dead stick landings. I had expected
> > > someone to already bring this up but it hasn't happened.
> Practicing
> > > deadsticks is a good way to smash your airplane into pieces. As an
> > > example we had a guy at our field (Navy student) who decided to
> > > practice an engine out in a Yankee(nice airplane) so he came over
> > > the field at high key, low key final and promptly crashed his
> > > airplane on the field. He was OK but the plane was totaled. If
> > > something happens enroute or you misjudge, or the engine doesn't
> > > start, you are screwed. I have had three dead sticks in my Kitfox.
> > > All occurred on final when the engine quit due to low idle rpm on
> > > my engine. I now have that resolved. This happened when I first
> > > bought the aircraft and I must admit it does glide good. The first
> > > dead stick (have had many since) for me was in a T-28 which
> > > occurred when the master rod broke at 3000 feet. I glided that one
> > > to NAS whiting field and landed 500 ft short of the runway on the
> > > grass. That airplane is now on static display. The military and
> > > flight schools have long given up actual dead stick landings as
> too
> > > many aircraft were destroyed. One more thing and I will leave you
> > > alone.( as I highly respect your writing) Glider training will
> > > absolutely help out a sport or any other pilot. You will learn
> more
> > > about your aircraft then you could have imagined and the training
> > > will apply to any aircraft! ( I even used it in flying P-3's over
> > > mountainous terrain and on approaches) There, I have said it and I
> > > am done. It would bother me if one of our new pilots decided to
> > > shut his engine down to glide around, misjudged and then crunched
> > > his airplane (besides, rapid cooling is not good on the engine)
> > > Dick
> > > Maddux
> > > Fox
> > > 4-1200
> > > 912UL
> > >
> > > Pensacola,Fl
> > >
> > >
> > >
> > > One site keeps you connected to all your emailw-
> > > dp&icid=aolcom40vanity&ncid=emlcntaolcom00000019">The NEW AOL.com.
> > >
> > >
> > >
> > > ==================================
> >
> >
> >
> >
> >
> >
> >
> > ==================================
>
>
> ===========================================================
Message 2
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Remote Compass Mounting Location for Dynon Unit |
Probably in the wing is the only place where you won't find magnetic
metals, but that probably isn't a good place. There is probably nobody
better to help you with this problem than the people at Dynon. I'm sure
this is something they deal with on nearly every unit they sell to the
public. They will know every trick there is to get it swinging in the
right direction.
Also, if you wouldn't mind, please end your message with your name, type
ac, and location. It helps us a lot to know who we're talking to.
Deke Morisse
Mikado Michigan
S5/Subaru/CAP 402+ TT
"The aim of an argument or discussion should not be victory, but
progress."
- Joseph Joubert
----- Original Message -----
From: CDE2fly@aol.com
To: kitfox-list@matronics.com
Sent: Wednesday, December 17, 2008 9:39 PM
Subject: Kitfox-List: Remote Compass Mounting Location for Dynon Unit
I'm nearing the completion of my Model 7 and noticed that the Dynon
D100 compass indication is not correct (i.e., indicates west when the
aircraft is pointed south). The remote compass module is currently
mounded behind the pilot seat adjacent to the baggage compartment in the
same vertical plane as the D100 unit in the instrument panel. I've
confirmed with a hand held compass that there is a magnetic field in the
area the Dynon remote compass is currently mounted and that there is a
magnetic filed in the vicinity of most structural tubing in the
fuselage. My questions are as follows:
1. Is there a location within the Kitfox fuse that Dynon users have
found minimal magnetic interference?
2. Is there a way to reduce/eliminate magnetic interference in the
vicinity of the remote compass's current location (perhaps ground/bond)
the structural tubing in this area?
Thanks for the help!
-------------------------------------------------------------------------
-----
One site keeps you connected to all your email: AOL Mail, Gmail, and
Yahoo Mail. Try it now.
Message 3
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Windshield fit and now - coolant overheat |
Nice job on those fairings, Rick! That should work. Good luck with
that first flight.
Deke Morisse
Mikado Michigan
S5/Subaru/CAP 402+ TT
"The aim of an argument or discussion should not be victory, but
progress."
- Joseph Joubert
do not archive
----- Original Message -----
From: Weiss Richard
To: kitfox-list@matronics.com
Sent: Wednesday, December 17, 2008 10:17 PM
Subject: Kitfox-List: Re: Windshield fit and now - coolant overheat
Darin,
You were correct. The fairings turned out just fine and fit
perfectly. I used duct tape (score another victory for the substance
that holds the world together) and clay. Also, I used both lightweight
and bidirectional fiberglass. I attached a couple of pictures. They
aren't nearly as great as yours, but as I said, if they turned out half
as good I'd be happy. I'm happy!
First flight was going to be Thursday or Friday, but I had a
catastrophic failure of the coolant overflow bottle due to overheating
and will have to replace it. Of course they don't make a direct
replacement so I'll have order a new one, make a new bracket, and
install it in a new location. I'm not sure why the bottle gave out, but
I was doing a lot of taxi testing and it was over 80 degrees today. The
CHT got to 290. I also found a piece of paper blocking air flow over
half the coolant radiator. All of this could have contributed to the
overheating. Has anyone else experienced this?
I'm hopeful for a first flight before Christmas, but after over 14+
years another few days is nothing. Thanks for your help and have a nice
holiday.
=
-------------------------------------------------------------------------
-----
Rick Weiss
N39RW Series V Speedster, 912ULS
SkyStar S/N 1
Port Orange, FL
=
-------------------------------------------------------------------------
-----
Darin,
You were correct. The fairings turned out just fine and fit
perfectly. I used duct tape (score another victory for the substance
that holds the world together) and clay. Also, I used both
lightweight and bidirectional fiberglass. I attached a couple of
pictures. They aren't nearly as great as yours, but as I said, if
they turned out half as good I'd be happy. I'm happy!
First flight was going to be Thursday or Friday, but I had a
catastrophic failure of the coolant overflow bottle due to overheating
and will have to replace it. Of course they don't make a direct
replacement so I'll have order a new one, make a new bracket, and
install it in a new location. I'm not sure why the bottle gave out,
but I was doing a lot of taxi testing and it was over 80 degrees
today. The CHT got to 290. I also found a piece of paper blocking
air flow over half the coolant radiator. All of this could have
contributed to the overheating. Has anyone else experienced this?
I'm hopeful for a first flight before Christmas, but after over 14+
years another few days is nothing. Thanks for your help and have a
nice holiday.
Rick Weiss
N39RW Series V Speedster, 912ULS
SkyStar S/N 1
Port Orange, FL
Message 4
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: International aircraft relocation |
If it makes you feel better Lynn I shipped my KFII from the UK to the US 2
years ago for much cheaper than that. Same as Gary it was in a 20ft
container but I also included 2 boats, a fair amount of furniture, and all
of my worldly possessions. I actually bought the container and use it as a
secure "outbuilding" on my farm now, so for comparison you would subtract
the cost of the container and substitute rental costs.
900 (approx US$1500 at the time) to buy a "reconditioned" container
About 500 ($830) UK-side to haul it to the port and ship it
About $700 to receive it in Baltimore and truck it to Pa
$300 rental of a *huge* crane to offload it onto it's new "foundation"
As I said the purchase of the container and use as a building were optional,
but a 20x8x8 steel building for $1500 was a good deal I think. Also the
receiving fee included about $300 extra from US Customs because my container
got randomly (so they say) selected for inspection.
Bob Brennan - N717GB
1991 UK Model 2 ELSA 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 Lynn Matteson
Sent: 18 December 2008 6:19 am
Subject: Re: Kitfox-List: Re: International aircraft relocation
Ouch! Bad enough....but better than not flying
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
On Dec 17, 2008, at 11:17 PM, gary.algate@sandvik.com wrote:
>
> Cost wasn't as bad as I thought (approx CD$6,000)
>
> I get back to the US and C about every 6 mths at least for business
> but I think I'll stay put in Australia for at least the foreseeable
> future
>
> Gary
>
> Gary Algate
> SMC, Exploration
> Office Phone: +61 8 8276 7655
>
>
> Lynn Matteson <lynnmatt@jps.net>
> Sent by: owner-kitfox-list-server@matronics.com
> 18/12/2008 10:31 AM
> Please respond to
> kitfox-list@matronics.com
>
> To
> kitfox-list@matronics.com
> cc
> Subject
> Re: Kitfox-List: Re: International aircraft relocation
>
>
>
> Thanks, Gary...only one little tidbit of info that I'd like to know
> if you're willing to divulge...cost? Had to be horrendous....
>
> And...will you be back to Canada at some time...eh? : )
>
> 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
>
>
> On Dec 17, 2008, at 4:52 PM, gary.algate@sandvik.com wrote:
>
> >
> > Lynn - sorry this response was so long coming.
> >
> > I used a 20ft shipping container to move my plane. I removed the
> > wing, drained the fuel and the wrapped them in three layers of
> > bubble wrap supplied by the moving company. I did the same for the
> > horiz stab and elevators.
> >
> > The fuselage was simply wheeled in and I used tie down straps from
> > the strut and flout mount brackets down to the floor. (wooden floor
> > so it was easy to screw attachment points). I also screwed 2" x 4"
> > Plastic lumber in front and behind wheels.
> >
> > I slung a wing each side of the container so that they laid flat
> > against the side and had about 6" foam between the leading edge and
> > the floor.
> >
> > When it arrived it was exactly as packed with no damage.
> >
> > Registration in Australia was a really simple matter and all that
> > was required was an inspection by a RAA (Recreational Aircraft
> > Australia ) LAME . Only hold up was getting the plane de-registered
> > in Canada as I should have done this before leaving. I was hesitant
> > at the time to do this as I have heard horror stories about owners
> > deregistering planes and then not being able to get them
> > registered. However this wasn't the case and it went extremely
> > smoothly.
> >
> > C-FAJW is now a legally registered 19-3507 Australian recreational
> > Aircraft
> >
> > Once here I upgraded my Jab 2200 to the latest model and now have
> > about 1800 hrs to fly to my next major. (Hopefully)
> >
> > Regards
> >
> > Gary
> >
> > Gary Algate
> > Classic 4 Jab 2200
> > Office Phone: +61 8 8276 7655
> >
> >
> >
> >
> > Lynn Matteson <lynnmatt@jps.net>
> > Sent by: owner-kitfox-list-server@matronics.com
> > 15/12/2008 11:38 AM
> > Please respond to
> > kitfox-list@matronics.com
> >
> > To
> > kitfox-list@matronics.com
> > cc
> > Subject
> > Re: Kitfox-List: Dead stick practice
> >
> >
> >
> >
> >
> >
> > Sounds like fun, Gary....you got a game plan on when you'll be back
> > over here to try some more of that? And by the way, how did you get
> > your Kitfox over there in Oz? I think you mentioned it, but I've
> > forgotten. This would be a refresher course for others who might
> like
> > to ship their planes.
> >
> > 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
Message 5
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Remote Compass Mounting Location for Dynon Unit |
Deke sez:
>Probably in the wing is the only place where you won't find magnetic
>metals, but that probably isn't a good place.
Why do you say that, Deke?
Mike G.
N728KF, Kitfox IV-1200 Speedster
Phoenix, AZ
Message 6
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Deadstick Landing |
All of this chatting about practicing dead stick landings has me
smiling.
If you really want to get the practice, just replace your Rotax or
Jabiru
with a Cuyuna or a Zenoah. Over the past 25 years, I have experienced
over
20 in-flight engine failures resulting in off-airport landings in small
fields and even front yards, only one of which has caused slight damage.
The Zenoah had a tendency to seize in my ultralight, and the Cuyuna in
my
1984 Avid experienced multiple failures including two broken cranks!
More
recently, I replaced the Cuyuna with a Rotax 447, which has proven very
reliable. Even so, with the 447, the combination of ethanol fuel and my
fiberglass wing tank has plugged up the fuel filter twice resulting in
two
more off-airport landings, before I wised up and discontinued using
gasohol.
I have had lots of practice, and I=92m now hopeful that I won=92t get
any more!
Pops N113P
Flying and grinning since 1956
Checked by AVG.
12/18/2008
10:16 AM
Message 7
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Kitfox dead stick practice |
The early Vixon with the short wing had a limited gross weight of 1200 lbs
and a gross weight off 1400 lbs with the long wing. This was due to the 80
hp Rotax which did not have enough power for the short wing. Not so with
the 912S which came later and made the later model's usable with the Rotax.
Clint Bazzill
Date: Wed=2C 17 Dec 2008 22:37:58 -0700> To: kitfox-list@matronics.com> Fr
om: MichaelGibbs@cox.net> Subject: Re: Kitfox-List: Re: Kitfox dead stick p
ox.net>> > >edgraydallas wrote:> > > And=2C has anyone devised wing tip ext
ensions to> > > increase the l/d of a Kitfox?> > To which Mike replied:> >
>...I have seen removable wingtips done on a motorglider=2C one set for > >
cruise=2C and one set for soaring...> > This is a factory option on the Ser
ies 5 'foxes and later. The > outboard bay on each side could be built to b
e removable=2C giving you > the choice of 32 feet or 29 feet of wing (with
some limits on maximum > gross weight=2C originally=2C when using the short
wing). The shorter > version (without the removable extensions) was also f
ound on the > Model IV Speedster.> > Mike G.> N728KF=2C Kitfox IV-1200 Spee
=======================> > >
Message 8
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Kitfox dead stick practice |
I'm from the old Ultralight days starting in 1980. I got used to engine outs just
like others did. It was really a non-event unless there was no place below
to land. We even did them in our Ultralight games and if you didn't come within
5' of the line with the mains you didn't even place in the top 4. Some talk
about loosing 400-500 ft. a minute. When I was flying helicopters doing auto rotations
we would loose 1400-1700 ft. a minute. It really doesn't matter what
the altitude loss is, it is just a matter of what you get used to. You keep the
airspeed up and round out at the bottom like you are supposed to then the landing
is just a normal every day landing. It pretty much proves out in all the
data from over 30 years. It doesn't matter if it was an Ultralight or any other
plane. If you had practiced or been in other real dead stick situations then
those people tended to make a no damage or little damage landing verses the
people who had never had an engine out or practiced real dead sticks. The people
used to them were calm and relaxed while the others tended to panic and make
bad decisions. Once you see the plane flys just like it always did and all you
had to do was lower the nose more then it was a piece of cake. Then its time
to practice hitting a target and get within 5-10 ft. of the target. It is actually
not that hard when you learn to relax. You will also learn how to judge
distance better during the practice.
--------
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=219981#219981
Message 9
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: International aircraft relocation |
I'm guessing that it was a sea-going metal container, so that doesn't
sound like too bad a deal....ship the plane, and live in the
container...not bad at all. : )
Yes that sounds like a much better deal than what Gary got, but his
was $6000 Canadian?...CD? and I don't know how that translates.
Thanks for the info, Bob.
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
On Dec 18, 2008, at 9:01 AM, Bob Brennan wrote:
> <matronics@bob.brennan.name>
>
> If it makes you feel better Lynn I shipped my KFII from the UK to
> the US 2
> years ago for much cheaper than that. Same as Gary it was in a 20ft
> container but I also included 2 boats, a fair amount of furniture,
> and all
> of my worldly possessions. I actually bought the container and use
> it as a
> secure "outbuilding" on my farm now, so for comparison you would
> subtract
> the cost of the container and substitute rental costs.
>
> 900 (approx US$1500 at the time) to buy a "reconditioned" container
> About 500 ($830) UK-side to haul it to the port and ship it
> About $700 to receive it in Baltimore and truck it to Pa
> $300 rental of a *huge* crane to offload it onto it's new "foundation"
>
> As I said the purchase of the container and use as a building were
> optional,
> but a 20x8x8 steel building for $1500 was a good deal I think. Also
> the
> receiving fee included about $300 extra from US Customs because my
> container
> got randomly (so they say) selected for inspection.
>
> Bob Brennan - N717GB
>
> On Dec 17, 2008, at 11:17 PM, gary.algate@sandvik.com wrote:
>
>>
>> Cost wasn't as bad as I thought (approx CD$6,000)
>>
>> I get back to the US and C about every 6 mths at least for business
>> but I think I'll stay put in Australia for at least the foreseeable
>> future
>>
>> Gary
>>
>
Message 10
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Slipping with Flaps |
The Cessena prohibition is only on particular models with 40 degrees of flap travel.
The models with 30 degrees are not prohibited.
I don't think that the wing airfoil influence the ability to slip, but merely
the airflow over the stab. I would think therefore that all models of the Kitfox
is ok to slip.
larry
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=220017#220017
Message 11
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Remote Compass Mounting Location for Dynon Unit |
Joseph,
I just got word from the mother ship that the wing is the place to put the magnetometers.
As Mike said...rear spar to stay away from other wires. Glad this came
up now as I was looking around the baggage area to place it myself.
Dan B KF-IV Painting
Mesa
--- On Thu, 12/18/08, fox5flyer <fox5flyer@idealwifi.net> wrote:
> From: fox5flyer <fox5flyer@idealwifi.net>
> Subject: Re: Kitfox-List: Remote Compass Mounting Location for Dynon Unit
> To: kitfox-list@matronics.com
> Date: Thursday, December 18, 2008, 6:13 AM
> Probably in the wing is the only place where you won't
> find magnetic metals, but that probably isn't a good
> place. There is probably nobody better to help you with
> this problem than the people at Dynon. I'm sure this is
> something they deal with on nearly every unit they sell to
> the public. They will know every trick there is to get it
> swinging in the right direction.
> Also, if you wouldn't mind, please end your message
> with your name, type ac, and location. It helps us a lot to
> know who we're talking to.
> Deke Morisse
> Mikado Michigan
> S5/Subaru/CAP 402+ TT
> "The aim of an argument or discussion should not be
> victory, but progress."
> - Joseph Joubert
>
>
>
> ----- Original Message -----
> From: CDE2fly@aol.com
> To: kitfox-list@matronics.com
> Sent: Wednesday, December 17, 2008 9:39 PM
> Subject: Kitfox-List: Remote Compass Mounting Location
> for Dynon Unit
>
>
> I'm nearing the completion of my Model 7 and noticed
> that the Dynon D100 compass indication is not correct (i.e.,
> indicates west when the aircraft is pointed south). The
> remote compass module is currently mounded behind the pilot
> seat adjacent to the baggage compartment in the same
> vertical plane as the D100 unit in the instrument panel.
> I've confirmed with a hand held compass that there is a
> magnetic field in the area the Dynon remote compass is
> currently mounted and that there is a magnetic filed in the
> vicinity of most structural tubing in the fuselage. My
> questions are as follows:
>
> 1. Is there a location within the Kitfox fuse that Dynon
> users have found minimal magnetic interference?
>
> 2. Is there a way to reduce/eliminate magnetic
> interference in the vicinity of the remote compass's
> current location (perhaps ground/bond) the structural tubing
> in this area?
>
> Thanks for the help!
>
>
>
>
>
>
> ------------------------------------------------------------------------------
> One site keeps you connected to all your email: AOL Mail,
> Gmail, and Yahoo Mail. Try it now.
Message 12
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Remote Compass Mounting Location for Dynon Unit |
Joseph,
I have the D100 and mounted my magnotometer in the wingtip and it is right on.
The magnotometer lead (Prefab unit from Steinair.com) is not long enought for
the Kitfox wing so I had to purchase some shielded 4 conductor (it may have been
3-conductor, I can't remember) to extend the lead. Works perfectly. I fabbed
a mount using aluminum and mounted it about mid point between the LE and
TE. I think having it in the fuse will be problematic. I know of a bearhawk
owner that mounted his in the fuse and tried just about everything to get a correct
reading but ended up moving it to the wing. Under the wingtip it is easy
to get at by removing the fiberglass tip.
--------
Darin Hawkes
Series 7 (Phase 1 - Flight Testing)
914 Turbo
Kaysville, Utah
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=220034#220034
Message 13
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Windshield fit and now - coolant overheat |
Nice job Rick...they look great! Don't know that I would want to build an entire
airplane out of fiberglass and resin but doing small layups here and there
is just enough to keep it fun.
On the overheating issue...the paper covering part of your radiator will do it.
It is in the teens here in Utah and I still can keep my temps at the low end
of the acceptable range...the heater lags a bit though.
--------
Darin Hawkes
Series 7
914 Turbo
Kaysville, Utah
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=220036#220036
Message 14
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Dead stick practice |
Mike,
I'm still trying to figure you out. For a young buck with a few hours in
your log book you sure have strong opinions you like to put out as FACTS. I
can respect opinions, but personal attacks go beyond my personal ability to
keep quiet. Frankly, I think the "poor judgement" is all yours in your
posting style. I'd sure like to see you in a face to face discussions with
some of the folks you like to diss. I can see it now, you sitting there
with your 300 hours in a grown up ultralight facing a real pilot - 18,000
hours in everything from Super Cubs and Pitts s2bs to B-777s, instructed in
the military and for the airlines (Would you believe in real jets),
currently a CFI and you telling him about airplanes
Sheesh
Lowell
do not archive
----- Original Message -----
From: "JetPilot" <orcabonita@hotmail.com>
Sent: Wednesday, December 17, 2008 6:31 PM
Subject: Kitfox-List: Re: Dead stick practice
>
>
> Dick Maddux wrote:
>>
>>
>> Practicing deadsticks is a good way to smash your airplane into pieces.
>> As an example we had a guy at our field (Navy student) who decided to
>> practice an engine out in a Yankee(nice airplane) so he came over the
>> field at high key, low key final and promptly crashed his airplane on the
>> field. He was OK but the plane was totaled.
>>
>
>
> I could not disagree more with this statement. With the frequency that
> engines quit in experimental aircraft, you should most definitely have
> some practice with actual deadstick landings so that you don't kill
> yourself or unnecessarily tear up your airplane when the engine does quit.
>
> So you saw a guy crash his airplane trying to do a deadstick landing,
> there are a lot more guys that save airplanes by having good skills when
> an engine failure does occur than the ONE example you talk about.
> Getting all emotional over ONE isolated example that you saw go very wrong
> to make a statement like you did here is not what an enlightened person
> would do, and shows poor judgment on your part.
>
> You state that the military does not require pilots to practice actual
> deadstick landings any more is correct, you saying it is because they are
> too dangerous to practice is nothing short of dishonest and
> misrepresenting the truth. Except for a few exceptions, all military
> aircraft are now turbine powered. Turbine engines are so reliable that
> the threat of power failures is almost NOTHING compared to what the Kitfox
> community faces. Also, given the extreme landing speeds, hydraulic
> systems, and characteristics of modern turbine aircraft, it would be very
> dangerous to practice dead stick landings. Then again, this has NOTHING
> to do with practicing actual deadstick in a single engine light aircraft.
> So if you have a point to make, be a little more honest than trying to say
> what applies to military jets also applies to Kitfox aircraft.
>
> For those of you that do try actual engine out, be very careful, give
> yourself plenty of room to come up short AND go long... I use an airport
> with two 5000 foot runways at 90 degrees to practice for this. Here is
> how I do this and give myself miles of extra room to land. I set up to
> land in a standard pattern to runway 9. If I find myself to low on
> downwind, I make a 90 degree turn from downwind to enter an immediate
> final to runway 18 and land... If normal, I make the full pattern to
> runway 9, and have a mile of runway to stop should I end up very long.
> The key to safety is to have very large landing areas, and lots of
> options. As with anything in aviation, if you use poor judgment, and
> make mistakes you can have an accident. If you are a new pilot, or just
> don't have the skill to practice actual deadstick landings, get a
> qualified pilot to instruct you.
>
> The LAST time you want to practice an actual engine landing is with a
> passenger over tight areas. Having the motor off will is a very big shock
> if you have never actually experienced it before, and you are almost
> guaranteed to screw it up. Practice it, and you will do a much better job
> in the emergency landing. Engines in Kitfoxes fail with enough frequency
> that it is important to be able to deal with it confidently when it
> happens.
>
> 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=219888#219888
>
>
>
Message 15
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Slipping with Flaps |
Two words... Spam Cans!
Cessna advises in their POH not to do slips with full flaps as air coming
off the wings is unsettled passing over the tail of the plane.
Noel
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Rick
Sent: Wednesday, December 17, 2008 9:02 PM
Subject: RE: Kitfox-List: Re: Slipping with Flaps
Not sure where I heard or who told me or maybe I just read it, side
slips with flaps was not a good idea. I just never did them with flaps
for that reason. Maybe someone can refresh me on the why.
Rick
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Randy
Daughenbaugh
Sent: 2008-12-17 09:56
Subject: RE: Kitfox-List: Re: Slipping with Flaps
--> <rjdaugh@rapidnet.com>
Thanks Larry,
I just suspect that the Series 5/6/7 wing behaves differently than the
higher lift wing.
At full flaps on my 5, it takes a lot of forces to push the stick over
to slip and there is a lot of buffeting. This isn't there at the half
flaps point. I did put anther detent in at the 1/4 flap point when I
built my plane. I do use that often. It adds some lift but very little
drag.
Slips are fun and very useful.
Randy
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of LarryM
Sent: Wednesday, December 17, 2008 7:30 AM
Subject: Kitfox-List: Re: Slipping with Flaps
Randy,
i have a MK1V Avid Stol wing with a 582.
larry
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=219770#219770
Message 16
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Dead stick practice |
Mike you remind me of some of the young co pilots I used to have. I didn't
know whether I was going to choke them or burp them. As soon as you get the
18000 hours of flight time as I have then you can speak up. As a former Navy
flight instructor, Airline flight instructor and current CFI I think I have a
little knowledge of flying. I am certainly not being "dishonest or misrepresenting"
anything. How many flight schools shut down the engine during practice engine
outs? Not many I am sure. I have had my share of actual engine outs and dead
stick landings both in military and civilian aircraft. I don't believe a Kolb
ultra light falls in the same class certainly as far as speed or weight
matters let alone the people you are carrying. Try shutting down a Cont or Lyc
and
get stuck on a compression stroke. You have to stick the aircraft on it's nose
going straight down to get it started (sans a good starter) Not to perform
dead stick landings is my opinion. I would hate to hear of one of our pilots
"buying the farm" or destroying an aircraft because of intentionally shutting down
his engine. Practice with the engine at idle. The glide engine out is fairly
close to that. I know most of you guys will shut the engine down anyway and
that's fine but if something were to happen and I didn't at least mention it
then I would feel bad for not saying anything. And Mike, how about knocking off
the personal attacks. You have an opinion and so do I. There is a lot of good
useful information that takes place here and I for one enjoy it as every
airplane is a new challenge with much to learn
Dick Maddux
Pensacola ,Fl
PS; Please leave Lowell Fitt alone also. He is a great guy and works very
hard to supply good stuff for our airplanes and is certainly not making any money
at it
**************A Good Credit Score is 700 or Above. See yours in just 2 easy
steps!
cemailfooterNO62)
Message 17
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--- On Thu, 12/18/08, Catz631@aol.com <Catz631@aol.com> wrote:
> From: Catz631@aol.com <Catz631@aol.com>
> Subject: Re: Kitfox-List: Dead stick practice
> To: kitfox-list@matronics.com
> Date: Thursday, December 18, 2008, 5:10 PM
> Mike you remind me of some of the young co pilots I used to
> have. I didn't
> know whether I was going to choke them or burp them. As
> soon as you get the
> 18000 hours of flight time as I have then you can speak up.
> As a former Navy
> flight instructor, Airline flight instructor and current
> CFI I think I have a
> little knowledge of flying. I am certainly not being
> "dishonest or misrepresenting"
> anything. How many flight schools shut down the engine
> during practice engine
> outs? Not many I am sure. I have had my share of actual
> engine outs and dead
> stick landings both in military and civilian aircraft. I
> don't believe a Kolb
> ultra light falls in the same class certainly as far as
> speed or weight
> matters let alone the people you are carrying. Try shutting
> down a Cont or Lyc and
> get stuck on a compression stroke. You have to stick the
> aircraft on it's nose
> going straight down to get it started (sans a good starter)
> Not to perform
> dead stick landings is my opinion. I would hate to hear of
> one of our pilots
> "buying the farm" or destroying an aircraft
> because of intentionally shutting down
> his engine. Practice with the engine at idle. The glide
> engine out is fairly
> close to that. I know most of you guys will shut the engine
> down anyway and
> that's fine but if something were to happen and I
> didn't at least mention it
> then I would feel bad for not saying anything. And Mike,
> how about knocking off
> the personal attacks. You have an opinion and so do I.
> There is a lot of good
> useful information that takes place here and I for one
> enjoy it as every
> airplane is a new challenge with much to learn
>
>
>
> Dick Maddux
>
>
> Pensacola ,Fl
> PS; Please leave Lowell Fitt alone also. He is a great guy
> and works very
> hard to supply good stuff for our airplanes and is
> certainly not making any money
> at it
> **************A Good Credit Score is 700 or Above. See
> yours in just 2 easy
> steps!
> cemailfooterNO62)
Message 18
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Windshield fit and now - coolant overheat |
Darin,
Thanks for the help and I agree, small parts are fine, but anything
larger than a cowl and I'll lose interest in sanding and re-sanding,
and re-sanding, and .....
I ordered a new overflow container from John. Evidently, mine was not
an 'official' Rotax part. The new one is much more substantial and I
don't think it will allow the same type of problem to occur. I agree
that the piece of paper probably was a big contributor to the heat
issue. Word to the wise; be sure to do a preflight that includes
removing, at least, the upper cowl. I was stupid to not do that.
Rick Weiss
N39RW Series V Speedster, 912ULS
SkyStar S/N 1
Port Orange, FL
DO NOT ARCHIVE
On Dec 18, 2008, at 6:02 PM, darinh wrote:
>
> Nice job Rick...they look great! Don't know that I would want to
> build an entire airplane out of fiberglass and resin but doing small
> layups here and there is just enough to keep it fun.
>
> On the overheating issue...the paper covering part of your radiator
> will do it. It is in the teens here in Utah and I still can keep my
> temps at the low end of the acceptable range...the heater lags a bit
> though.
>
> --------
> Darin Hawkes
> Series 7
> 914 Turbo
> Kaysville, Utah
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=220036#220036
>
>
Message 19
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Dead stick practice |
On Thu, December 18, 2008 3:28 pm, Lowell Fitt wrote:
>
> Mike,
>
> I'm still trying to figure you out. For a young buck with a few hours in
> your log book you sure have strong opinions you like to put out as FACTS. I
> can respect opinions, but personal attacks go beyond my personal ability to
> keep quiet. Frankly, I think the "poor judgement" is all yours in your
> posting style. I'd sure like to see you in a face to face discussions with
> some of the folks you like to diss. I can see it now, you sitting there
> with your 300 hours in a grown up ultralight facing a real pilot - 18,000
> hours in everything from Super Cubs and Pitts s2bs to B-777s, instructed in
> the military and for the airlines (Would you believe in real jets),
> currently a CFI and you telling him about airplanes
Well Lowell, one thing about a written dialog like this medium is that there is
little
shown in the way of demeanor and intonation normally associated with face to face
speech. Another thing, you are judged by what your say, not your resume. If someone
gets offended, or even scolded too harshly, they might leave the dialog (KF List).
Mike took the time to write up clearly his view and I thought he had some points
that
were well taken. I've learned that flying technique really varies in this group.
I've
also thought that the instruction that people have relayed doesn't have the same
emphasis that I had. For example, I was taught that consistency was an important
part
of safety. That is, always flying the same landing pattern no matter where you're
making a landing and following the same checklists and preferred procedures. I
was
taught that power to idle on every landing was the safest way. You use one or two
notches of flaps so you can adjust the touchdown point on final with varying wind
and
crosswind conditions and you can select whether or not you slip to correct the
crab
angle just before touchdown or you can slip the approach to keep the nose lined
up
with the centerline the whole way down final. The latter is more comfortable for
passengers as is adding power to grease the touchdown, but that is not safer.
Anyway, I found the postings interesting and contributory.
Message 20
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Kitfox dead stick practice |
I have to agree that practice is definitely a factor is a good outcome to
any emergency situation. However simulated or actual does not seem to
change the #. I thing you should check your stats. From my experience
pilots that practice real engine off landing are just adding another
exposure to their risk factor and the accident reports agree. Too many
pilots never practice the basic emergency procedures. This is an
unacceptable situation for any aviators. But causing and emergency
situation in the name of practice is definitely not an acceptable act
either.
PS you don't need 10000 hours and military training to figure this out.
All you have to do is write a few hundred accident reports.
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Roger Lee
Sent: Thursday, December 18, 2008 12:03 PM
Subject: Kitfox-List: Re: Kitfox dead stick practice
I'm from the old Ultralight days starting in 1980. I got used to engine outs
just like others did. It was really a non-event unless there was no place
below to land. We even did them in our Ultralight games and if you didn't
come within 5' of the line with the mains you didn't even place in the top
4. Some talk about loosing 400-500 ft. a minute. When I was flying
helicopters doing auto rotations we would loose 1400-1700 ft. a minute. It
really doesn't matter what the altitude loss is, it is just a matter of what
you get used to. You keep the airspeed up and round out at the bottom like
you are supposed to then the landing is just a normal every day landing. It
pretty much proves out in all the data from over 30 years. It doesn't matter
if it was an Ultralight or any other plane. If you had practiced or been in
other real dead stick situations then those people tended to make a no
damage or little damage landing verses the people who had never had an
engine out or practiced !
real dead sticks. The people used to them were calm and relaxed while the
others tended to panic and make bad decisions. Once you see the plane flys
just like it always did and all you had to do was lower the nose more then
it was a piece of cake. Then its time to practice hitting a target and get
within 5-10 ft. of the target. It is actually not that hard when you learn
to relax. You will also learn how to judge distance better during the
practice.
--------
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=219981#219981
Message 21
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Dead stick practice |
Re Mike's posting.
I've read it a couple of times now and to be honest I just found it to be
rude.
Sometimes I wish people would take the time to just read their responses
before posting them and try to understand how it might be interpreted by
others.
However in Mike's posting calling somebody "dishonest" is a little bit
hard to misinterpret.
Gary
Kitfox Classic 4 Jab 2200
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
persons or entities other than the intended recipient is prohibited. If
you have received this e-mail in error, kindly notify us immediately by
telephone or e-mail and delete the message from your system. The sender
does not accept liability for any errors or omissions in the contents of
this message which may arise as a result of the e-mail transmission.
?This year, instead of sending you a Christmas card in the mail, we have
made a contribution to UNICEF Australia. We wish you a safe and happy
Christmas".
"Paul Franz - Merlin GT" <paul@eucleides.com>
Sent by: owner-kitfox-list-server@matronics.com
19/12/2008 12:18 PM
Please respond to
kitfox-list@matronics.com
To
kitfox-list@matronics.com
cc
Subject
Re: Kitfox-List: Re: Dead stick practice
<paul@eucleides.com>
On Thu, December 18, 2008 3:28 pm, Lowell Fitt wrote:
>
> Mike,
>
> I'm still trying to figure you out. For a young buck with a few hours
in
> your log book you sure have strong opinions you like to put out as
FACTS. I
> can respect opinions, but personal attacks go beyond my personal ability
to
> keep quiet. Frankly, I think the "poor judgement" is all yours in your
> posting style. I'd sure like to see you in a face to face discussions
with
> some of the folks you like to diss. I can see it now, you sitting there
> with your 300 hours in a grown up ultralight facing a real pilot -
18,000
> hours in everything from Super Cubs and Pitts s2bs to B-777s, instructed
in
> the military and for the airlines (Would you believe in real jets),
> currently a CFI and you telling him about airplanes
Well Lowell, one thing about a written dialog like this medium is that
there is little
shown in the way of demeanor and intonation normally associated with face
to face
speech. Another thing, you are judged by what your say, not your resume.
If someone
gets offended, or even scolded too harshly, they might leave the dialog
(KF List).
Mike took the time to write up clearly his view and I thought he had some
points that
were well taken. I've learned that flying technique really varies in this
group. I've
also thought that the instruction that people have relayed doesn't have
the same
emphasis that I had. For example, I was taught that consistency was an
important part
of safety. That is, always flying the same landing pattern no matter where
you're
making a landing and following the same checklists and preferred
procedures. I was
taught that power to idle on every landing was the safest way. You use one
or two
notches of flaps so you can adjust the touchdown point on final with
varying wind and
crosswind conditions and you can select whether or not you slip to correct
the crab
angle just before touchdown or you can slip the approach to keep the nose
lined up
with the centerline the whole way down final. The latter is more
comfortable for
passengers as is adding power to grease the touchdown, but that is not
safer.
Anyway, I found the postings interesting and contributory.
=5F-=======================
===========
=5F-
=5F-= -- Please Support Your Lists This Month --
=5F-= (And Get Some AWESOME FREE Gifts!)
=5F-
=5F-= November is the Annual List Fund Raiser. Click on
=5F-= the Contribution link below to find out more about
=5F-= this year's Terrific Free Incentive Gifts!
=5F-
=5F-= List Contribution Web Site:
=5F-
=5F-= --> http://www.matronics.com/contribution
=5F-
=5F-= Thank you for your generous support!
=5F-
=5F-= -Matt Dralle, List Admin.
=5F-
=5F-=======================
===========
=5F-= - The Kitfox-List Email Forum -
=5F-= Use the Matronics List Features Navigator to browse
=5F-= the many List utilities such as List Un/Subscription,
=5F-= Archive Search & Download, 7-Day Browse, Chat, FAQ,
=5F-= Photoshare, and much much more:
=5F-
=5F-= --> http://www.matronics.com/Navigator?Kitfox-List
=5F-
=5F-=======================
===========
=5F-= - MATRONICS WEB FORUMS -
=5F-= Same great content also available via the Web Forums!
=5F-
=5F-= --> http://forums.matronics.com
=5F-
=5F-=======================
===========
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|