Today's Message Index:
----------------------
1. 06:20 AM - Re: Tach: 582 RPM question. (Catz631@aol.com)
2. 07:08 AM - Re: Re: Full PPL vs Sport Pilot LicenseFull PPL vs Sport Pilot Lice (Catz631@aol.com)
3. 07:09 AM - Re: Tach: 582 RPM question. (Roger Lee)
4. 08:23 AM - Re: Re: Full PPL vs Sport Pilot LicenseFull PPL vs Sport Pilot Lice (Bob Brennan)
5. 08:47 AM - Full PPL vs Sport Pilot License (update) (Bob Brennan)
6. 08:49 AM - Re: Re: Tach: 582 RPM question. (aerobatics@aol.com)
7. 10:22 AM - Re: Re: 582 RPM question. (Marco Menezes)
8. 10:26 AM - Re: Re: 582 RPM question. (Marco Menezes)
9. 10:44 AM - Canopy and wing covers? (815TL)
10. 10:49 AM - Re: Re: Brake Problems (Clint Bazzill)
11. 12:50 PM - Fuselage side stringers (jlfernan)
12. 02:26 PM - 503 Engine Fogging-OOPS (Tom Jones)
13. 03:03 PM - Re: 503 Engine Fogging-OOPS (Paul Franz - Merlin GT)
14. 04:03 PM - Re: Re: Full PPL vs Sport Pilot License (Malcolm Brubaker)
15. 04:17 PM - Re: Re: Full PPL vs Sport Pilot License (Bob Brennan)
16. 05:23 PM - Re: Re: 582 RPM question. (Malcolm Brubaker)
17. 07:35 PM - Re: Brake Problems (jridgway)
18. 07:43 PM - HACman mixture (jridgway)
19. 08:03 PM - Re: Skis, who needs skis (Guy Buchanan)
20. 08:03 PM - Re: Landing gear (Guy Buchanan)
21. 08:03 PM - Re: [!! SPAM] Canopy and wing covers? (Guy Buchanan)
22. 08:18 PM - series 4 price reduced (Keithc)
23. 08:19 PM - Re: [?? Probable Spam] HACman mixture (Guy Buchanan)
24. 08:28 PM - Re: [?? Probable Spam] HACman mixture (jridgway)
25. 08:28 PM - Re: [?? Probable Spam] HACman mixture (jridgway)
26. 08:31 PM - Re: passenger brakes (jridgway)
27. 08:46 PM - Re: Skis, who needs skis (Noel Loveys)
28. 09:08 PM - 1/8 inch fuel line clamps (jridgway)
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| Subject: | Re: Tach: 582 RPM question. |
I had a Cermark tach checker. It wouldn't work,they sent me another and it
wouldn't work either. Finally after the third time and much arguing they sent a
third. It was their new plus version and it works fine. I have a warp drive
prop and it would not register nor would any other prop on the field.
(Cherokees,Cessna,etc) The tach did work well for indicating the frequency of a
fluorescent light though
Dick Maddux
Pensacola,Fl
**************Don't be the last to know - click here for the latest news that
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| Subject: | Re: Full PPL vs Sport Pilot LicenseFull PPL vs Sport |
Pilot Lice
Bob,
I too let my medical lapse this summer. I was elated ! At last I can pretty
much get treated for any malady that might come along at my age and stay
flying under sport pilot medical rules. (within reason of course) I had a stint
put in about 6 years ago while I was still flying for my airline. Every year I
would have a stress test in order to keep my special issuance medical (a
good thing) Every year I would send in 7 lbs of material to the FAA. Every year
I would get a letter back from the FAA wanting 9 lbs of paper work and
because of various conditions (many I don't even have) either go bury myself or
send in the paper work. If I didn't send in the additional stuff ,then consider
myself null and void. I decided that I had had enough of the threatening
letters so I let it lapse Yipppeeeee ! After having a friend of mine denied his
medical for skin cancer and another for an equally small matter, I decided I
will just fly my Kitfox around and forego non LSA aircraft. I can still
instruct,give reviews,tail dragger instruction,instrument training, etc if I want
to. I just have to instruct a pilot with a valid medical.
So for me this was a good thing ! I never thought I would say this as
getting a new first class medical every 6 months was paramount in keeping my job
and I would get a wee bit of "white coat " syndrome every time I went to the
doctors office. But now I am calm in my doctors office knowing that if he
finds something I can be treated and still fly ! (again within reason)
Dick
Maddux
Pensacola,Fl
**************Don't be the last to know - click here for the latest news that
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| Subject: | Re: Tach: 582 RPM question. |
Hi Dick,
I couple of things come to mind that may influence your tach.
If you need to use a piece of reflective tape then make it a little larger. One
style of tach I use calls for a 1" wide by 2"-3" long piece of tape.
You may be too close or too far away.
The angle of the outside light may be affecting the sensor, try turning the plane
around so light hits your target in a different spot.
Just a couple of ideas.
--------
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=221465#221465
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| Subject: | Re: Full PPL vs Sport Pilot LicenseFull PPL vs Sport |
Pilot Lice
Excellent story Dick, and with a happy ending due to your diligence and
foresight.
Your friends with skin cancer and the "equally small matter" are now
unfortunately SOL (Sh*t Outa Luck) if their medical was denied, they can
never fly as a Sport Pilot or anyway else apparently. Unless of course they
were denied a class 1 or 2 and can still pass a class 3. If they do that
asap and let the class 3 expire they are good to fly for life, or as long as
they deem they are capable.
Sorry for repeating the rules as I understand them in several posts - still
trying to get my head around the illogic of it all. But for smart guys there
are loopholes - this is good!
Bob Brennan - N717GB
ELSA Repairman, inspection rated
1991 UK Model 2 ELSA Kitfox
Rotax 582 with 3 blade prop
Wrightsville Pa
_____
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Catz631@aol.com
Sent: 28 December 2008 10:07 am
Subject: Re: Kitfox-List: Re: Full PPL vs Sport Pilot LicenseFull PPL vs
Sport Pilot Lice
Bob,
I too let my medical lapse this summer. I was elated ! At last I can pretty
much get treated for any malady that might come along at my age and stay
flying under sport pilot medical rules. (within reason of course) I had a
stint put in about 6 years ago while I was still flying for my airline.
Every year I would have a stress test in order to keep my special issuance
medical (a good thing) Every year I would send in 7 lbs of material to the
FAA. Every year I would get a letter back from the FAA wanting 9 lbs of
paper work and because of various conditions (many I don't even have) either
go bury myself or send in the paper work. If I didn't send in the additional
stuff ,then consider myself null and void. I decided that I had had enough
of the threatening letters so I let it lapse Yipppeeeee ! After having a
friend of mine denied his medical for skin cancer and another for an equally
small matter, I decided I will just fly my Kitfox around and forego non LSA
aircraft. I can still instruct,give reviews,tail dragger
instruction,instrument training, etc if I want to. I just have to instruct a
pilot with a valid medical.
So for me this was a good thing ! I never thought I would say this as
getting a new first class medical every 6 months was paramount in keeping my
job and I would get a wee bit of "white coat " syndrome every time I went
to the doctors office. But now I am calm in my doctors office knowing that
if he finds something I can be treated and still fly ! (again within reason)
Dick
Maddux
Pensacola,Fl
_____
Don't be the last to know> for the latest news that will have people
talking.
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| Subject: | Full PPL vs Sport Pilot License (update) |
>From an interesting AOPA article on accidents due to incapacitation at:
http://blog.aopa.org/asfblog/?p=128
<http://blog.aopa.org/asfblog/?p=128&WT.mc_id=081226epilot&WT.mc_sect=blog>
&WT.mc_id=081226epilot&WT.mc_sect=blog
"FAA and NTSB are watching the Sport Pilot medical experiment carefully - no
FAA medical required - to see if the rule is about right or if it might be
loosened. AOPA has requested that recreational pilot certificate fall under
the same procedure but that is on hold while the agency evaluates the
experience with Sport Pilot. An informal review of Sport Pilot accidents
shows nothing that would indicate that pilots are abusing the privilege."
Apparently the privilege of flying as a Sport Pilot without an FAA medical
is still under review, so all you guys flying without a medical - please
don't crash due to a medical condition, especially not before I need to
become a Sport Pilot... ;-)
Interesting though that AOPA wants to extend the idea to the recreational
pilot certificate. BTW my British NPPL(M) (National Private Pilot's Licence,
Microlights) has always had similar restrictions to the new US Sport Pilot
and also did not require a full medical - just an affidavit from my GP which
is probably a better idea than fully self-regulated. And as a microlight (my
KFII was a "microlight") pilot I reported directly to the LAA (Light
Aircraft Association) which is member-based and member-supportive like the
EAA, so no direct dealings with the CAA (British FAA). Hence some of my
rants against the FAA here, dealing directly with the bureaucrats can be a
pain in the arse! (British ass)
Bob Brennan - N717GB
ELSA Repairman, inspection rated
1991 UK Model 2 ELSA Kitfox
Rotax 582 with 3 blade prop
Wrightsville Pa
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| Subject: | Re: Tach: 582 RPM question. |
hmmm I have both versions and work great but I found positioning
the plane so the sun in in the general area on the opposite of the tach
... I didn't need reflective tape.... but sounds like a good idea...
Mine even worked from the cockpit with the door open.
glad u got it working
Dave
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| Subject: | Re: 582 RPM question. |
I'd leave it in Andrew, unless you've got something else you're dying to pu
t in the vacant hole. Here's why: Tiny tach is accurate but because it read
s ignition impulses from one ignition wire only, it can't tell you much abo
ut how your other CDI module is performing. While the steam gauge may be in
nacurate, it will show relative difference between CDI 1 and 2 when you do
your run-up. At least that's my personal rationalization for keeping the ol
d, inaccurate tach.
-
What i'd really like is a truly accurate 2-stroke rpm gauge with inputs fro
m both CDI modules.
-
Marco Menezes N99KX
Model 2 582-90 C-Box 3:1 w/clutch
--- On Sat, 12/27/08, 815TL <lawrenceaw@corning.com> wrote:
From: 815TL <lawrenceaw@corning.com>
Subject: Kitfox-List: Re: 582 RPM question.
<lawrenceaw@corning.com>
Thanks again everyone for all the info. It sounds like the Tiny Tach is th
e
way to go, and they are fairly inexpensive. Should I just remove the old t
ach
and put this in place, or run both? Are they accurate enough to, just run
it
alone?
First few flights, I will probably just leave it as is, and see how everyth
ing
goes, then move on to the Tiny Tach and adjusting the prop pirch.
Andrew
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=221372#221372
=0A=0A=0A
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| Subject: | Re: 582 RPM question. |
Well thanks Noel for solving my problem with the Tiny Tach and giving me a
new and better rationale for keeping both instruments! Don't you love this
list?
-
Happy new year and go Gators!
-
Marco Menezes N99KX
Model 2 582-90 C-Box 3:1 w/clutch
--- On Sat, 12/27/08, Noel Loveys <noelloveys@yahoo.ca> wrote:
From: Noel Loveys <noelloveys@yahoo.ca>
Subject: RE: Kitfox-List: Re: 582 RPM question.
<noelloveys@yahoo.ca>
This is just my personal preference but I run both...
There is a reason for that. The digital gives a very accurate reading of th
e
rpm at a point in time but you have to follow the numbers to establish a
trend like is the engine speeding up slightly or slowing down slightly...
The analog. original tach. reads the trends very well so I use it for that
and just ignore the numbers on the face. The very best would be a digital
tach with a line representing trend like a lot of cars have in thier digita
l
dashboards.
A word of advice; when you wrap the spark plug leads for the Tiny Tach, be
sure to wrap both plug leads for one cylinder so the tach will still work
when you do your mag tests.
Noel
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of 815TL
Sent: Saturday, December 27, 2008 2:31 PM
Subject: Kitfox-List: Re: 582 RPM question.
<lawrenceaw@corning.com>
Thanks again everyone for all the info. It sounds like the Tiny Tach is th
e
way to go, and they are fairly inexpensive. Should I just remove the old
tach and put this in place, or run both? Are they accurate enough to, just
run it alone?
First few flights, I will probably just leave it as is, and see how
everything goes, then move on to the Tiny Tach and adjusting the prop pirch
.
Andrew
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=221372#221372
=0A=0A=0A
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| Subject: | Canopy and wing covers? |
Does anyone know of any companies out there that make reasonably priced canopy
and wing covers for the Kitfox? Unfortunately my instructor was not able to get
me the hanger space he though he could. And I really can't afford the cost
of hanger space right now, so I will have to deal with a tie down.
I have been using a big tarp and strapping it down with bungie cords, which works
fine, except for days like today. We are having high winds, and I had to remove
the tarp, or else the wind would get under it and want to push it around.
I see Bruce's custom covers has them, but they are a bit pricey I think. $425
for the wing covers and $450 for the cabin cover.
Andrew
Kitfox II, 815TL, 582-C
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=221492#221492
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| Subject: | Re: Brake Problems |
No they were not fixed with the GOLD ANODIZED version. The gold ones which
I have now are exactly like the old ones. The master cylinders used for t
he dual brakes were not Matco=2C they were a non certified version of Cleve
land. Parts are the same but numbers are different. The Kitfox Model IV's
at least mine supplied me with Cleveland=2C dual brakes. The old sand cas
t aluminum work just as well as the new pretty ones. Clint
Model IV 1400 hours
> Subject: Kitfox-List: Re: Brake Problems> From: jridgway@academicplanet.c
om> Date: Fri=2C 26 Dec 2008 23:45:39 -0800> To: kitfox-list@matronics.com>
om>> > Their was a funny hydraulic 'lock up' problem when you used dual MAT
CO brakes. Make sure you do not have the old GRAY IRON looking kind. This p
roblem was fixed with the newer GOLD ANODIZED version.> > > > > Read this t
opic online here:> > http://forums.matronics.com/viewtopic.php?p=221327#2
=====================> > >
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| Subject: | Fuselage side stringers |
Can someone post a photo of how the side stringers are done at the forward end
by the doors. In the drawings first it looks like they are tucked in between the
frame tubes, then it appears they just bond to the door frame and are outside
the fuselage tubes. I'm really confused. Sometimes what seems simple takes
the longest.
--------
Jorge Fernandez
Supersport
Fuselage/Forward Controls
http://websites.expercraft.com/jlfernan/
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=221499#221499
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| Subject: | 503 Engine Fogging-OOPS |
Today I was going to fog the crankcase on my 503 like Rotax recommends for more
than a few weeks storage. I aimed the extension tube in the throat of the front
carb and pressed the nozzle down. You wouldn't believe it but the extension
tube on the fogging oil can came off and shot straight into the basement of
the crankcase.
I took the carb off to get a better look but can't see it. Any ideas how to get
it out? Only way I can think of is to take the cylinder off.
To add insult to injury I got stung by a dormant hornet between two fingers when
I picked up a wrench. Its been zero degrees for two weeks here.
--------
Tom Jones
Classic IV
503 Rotax, 72 inch Two blade Warp
Ellensburg, WA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=221505#221505
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| Subject: | Re: 503 Engine Fogging-OOPS |
On Sun, December 28, 2008 2:25 pm, Tom Jones wrote:
>
> Today I was going to fog the crankcase on my 503 like Rotax recommends for more
than a
> few weeks storage. I aimed the extension tube in the throat of the front carb
and
> pressed the nozzle down. You wouldn't believe it but the extension tube on the
> fogging oil can came off and shot straight into the basement of the crankcase.
With luck like that, only the worst could be expected. What would that be? Well,
I'd
say, taking the jug off and not finding the extension tube inside because when
it blew
off, it actually went somewhere else.
> I took the carb off to get a better look but can't see it. Any ideas how to
get it
> out? Only way I can think of is to take the cylinder off.
There certainly isn't a lot of space inside there for an object to hide. When the
crank throw is at the bottom there's not enough room for anything to hide under
it.
But of course when it is at the bottom the piston is blocking your view. If the
little
extension has iron content, maybe a magnet on a flex would find it. I might also
try
some balled up masking tape on a flex which might stick to a small piece.
Given that it is so cold there and everything might be oil coated getting something
to
stick might be a waste of time.
Maybe a blast of compressed air could flip it into view?
Not worth spending much time trying unsuccessfully to retrieve it before proceeding
to
disassembly.
> To add insult to injury I got stung by a dormant hornet between two fingers when
I
> picked up a wrench. Its been zero degrees for two weeks here.
Yipes, that can produce some painful swelling.
--
Paul A. Franz
Registration/Aircraft - N14UW/Merlin GT
Engine/Prop - Rotax 914/NSI CAP
Bellevue WA
425.241.1618 Cell
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| Subject: | Re: Full PPL vs Sport Pilot License |
if their is anyone willing to talk with me about there LSA repairman cert.
please call me at (989)513-3022- Malcolm Michigan- roger lee has alread
y ben very helpful
--- On Sat, 12/27/08, Bob Brennan <matronics@bob.brennan.name> wrote:
From: Bob Brennan <matronics@bob.brennan.name>
Subject: RE: Kitfox-List: Re: Full PPL vs Sport Pilot License
Hi Richard,
-
Thanks for all the great advice, I'm sure there are others
on the list that can benefit from it as well. As summary to this discussion
I
think it is imperative for us pilots to be very aware of our own medical
situation and most of all realistic about it. Second most important is to f
ind
a-caring-AME and hopefully a fair FAA official to deal with, we are
all different and should be judged by our true condition, which takes time
and
effort on their part to understand, rather than the sum of the checkboxes o
n an
FAA form. Which is the main reason for my post - to make sure we are all aw
are
of the consequences of failing an FAA medical exam.
-
For my own part - no I
do not self-medicate with aspirin, I only used it for-one week in order t
o
quickly reduce my blood pressure for a doctor's visit. I have hereditary hi
gh
blood pressure but keep it in check with good diet and exercise, I am loath
e to
fall back on prescribed meds. Aspirin is a blood thinner, it was prescribed
to
my mother for many years and it does work when-taken in moderation. My
elevated level was temporary due to extreme stress which is why I don't fee
l I
"cheated" to lower my level artificially in order to gain access to the gym
where I could lower it properly.
-
To bring it back on topic - it seems we also need to be
cautious and even sometimes devious to get around these silly rules, and do
n't
assume that being honest on a form will trigger a "please explain in more
detail" response and a careful review of the circumstances. Cynical? Maybe,
but
practical under the circumstances I believe.
-
Also - yes I am a member of AOPA and the EAA and have
been pleased with the help I have received. The problem is in knowing in ad
vance
what advice to seek, in all cases so far I have gone to them because I trie
d
first to deal with the FAA and was rejected for reasons I hadn't anticipate
d,
then AOPA or the EAA will step in to try to get somebody's attention to cor
rect
what should never have been a problem in the first place. Now I try to educ
ate
myself in advance and avoid the many pitfalls, and share that experience wh
ere
possible, as many on this list do on a regular basis. A smart man learns fr
om
his mistakes, a wise man learns from the mistakes of others and avoids maki
ng
the mistakes in the first place!
-
Bob Brennan - N717GB
ELSA Repairman, inspection
rated
1991 UK Model 2 ELSA
Kitfox
Rotax 582 with 3 blade
prop
Wrightsville
Pa
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Weiss
Richard
Sent: 26 December 2008 9:02 pm
kitfox-list@matronics.com
Subject: Re: Kitfox-List: Re: Full PPL vs
Sport Pilot License
Bob,
As a GA and airline pilot, I've had a special issuance (1st class) for over
20 years and high blood pressure to boot. -The FAA has made it very easy
for a pilot to get BP meds because they realized guys were avoiding medical
treatment of this disease out of fear of losing their certificate. -The
consequences of not taking the meds were too dangerous. -Almost any BP me
d
is now on the FAA approved list. -They only ask for a pilot to ascertain
any side effects and ensure they don't affect flying. -(By the way, the
same goes for sleep apnea. -It's not that difficult to regain
certification, just $$, don't ask how I know this:-)
I understand the salt, fat reduction, and the exercise-regimen you
discussed, and that's-great, but I've never heard any doctor
recommend-aspirin-3 times a day to reduce BP. -The side effects
of-aspirin-are serious; internal bleeding, gastric disorders, etc.
-I hope you're not still doing that.
As for Sport Pilot, the feds were backed into a corner. -Sport Pilot
was supported by the industry and touted by the FAA as a cost reduction to
get
more people into flying, not as means for us old guys to skirt medical
certification conditions. -Thus, if you know you have a disqualifying
condition, and the FAA doesn't, what can they do? -However, once they kno
w,
what can they do? - -Now you and they both know your condition and
they can't legally, turn their back to it, as the rule is currently written
..
-Also. it's not likely the rule will change due to the time, cost, and
other problems involved in fixing it. -It's sad it can't be fixed, but it
is what it is.
I would recommend establishing a good relationship with your AME and get a
physical by him or her in advance,maybe 'within minutes':-) of the flight
physical. -If you pass fine, if it doesn't, stop there. -If the
problem is such that immediate action is required then so be it. -Better
to
live and not fly. -Go get healed, come back and try again. -The
relationship 'thing' can't be overemphasized. -Most AME's want you to fly
and come back frequently for more flight physicals. -They also want you t
o
be safe. -Most will always work with you, if not, FIRE him and go find
another.
If you're a member, you can always call the EAA board of medical advisors
with your questions. -They will give you an unbiased answer and you can d
o
this without fear of-repercussion. -The same is true for AOPA.
-Use these folks, as they are there for you. -Heck, your dues are
paying for this service.
Just my two cents.
Rick Weiss
N39RW Series V Speedster, 912ULS
SkyStar S/N 1
Port Orange, FL )
DO NOT ARCHIVE
On Dec 26, 2008, at 10:55 AM, Bob Brennan wrote:
So
I cut out all salt and fat, took
aspirin 3 times a day for a week, and went
to my doctor to get a certified
reading within their
limits.
=
href="http://www.matronics.com/contribution">http://www.matronics.com/chr
ef="http://www.matronics.com/Navigator?Kitfox-List">http://www.matronhref
="http://forums.matronics.com">http://forums.matronics.com
=0A=0A=0A
Message 15
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| Subject: | Re: Full PPL vs Sport Pilot License |
Malcolm - contact me off-list (matronics@bob.brennan.name) or on and I will
be more than happy to explain what it takes to get the certification.
Bob Brennan - N717GB
ELSA Repairman, inspection rated
1991 UK Model 2 ELSA Kitfox
Rotax 582 with 3 blade prop
Wrightsville Pa
_____
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Malcolm
Brubaker
Sent: 28 December 2008 7:02 pm
Subject: RE: Kitfox-List: Re: Full PPL vs Sport Pilot License
if their is anyone willing to talk with me about there LSA repairman cert.
please call me at (989)513-3022 Malcolm Michigan roger lee has already ben
very helpful
--- On Sat, 12/27/08, Bob Brennan <matronics@bob.brennan.name> wrote:
From: Bob Brennan <matronics@bob.brennan.name>
Subject: RE: Kitfox-List: Re: Full PPL vs Sport Pilot License
Hi Richard,
Thanks for all the great advice, I'm sure there are others on the list that
can benefit from it as well. As summary to this discussion I think it is
imperative for us pilots to be very aware of our own medical situation and
most of all realistic about it. Second most important is to find a caring
AME and hopefully a fair FAA official to deal with, we are all different and
should be judged by our true condition, which takes time and effort on their
part to understand, rather than the sum of the checkboxes on an FAA form.
Which is the main reason for my post - to make sure we are all aware of the
consequences of failing an FAA medical exam.
For my own part - no I do not self-medicate with aspirin, I only used it for
one week in order to quickly reduce my blood pressure for a doctor's visit.
I have hereditary high blood pressure but keep it in check with good diet
and exercise, I am loathe to fall back on prescribed meds. Aspirin is a
blood thinner, it was prescribed to my mother for many years and it does
work when taken in moderation. My elevated level was temporary due to
extreme stress which is why I don't feel I "cheated" to lower my level
artificially in order to gain access to the gym where I could lower it
properly.
To bring it back on topic - it seems we also need to be cautious and even
sometimes devious to get around these silly rules, and don't assume that
being honest on a form will trigger a "please explain in more detail"
response and a careful review of the circumstances. Cynical? Maybe, but
practical under the circumstances I believe.
Also - yes I am a member of AOPA and the EAA and have been pleased with the
help I have received. The problem is in knowing in advance what advice to
seek, in all cases so far I have gone to them because I tried first to deal
with the FAA and was rejected for reasons I hadn't anticipated, then AOPA or
the EAA will step in to try to get somebody's attention to correct what
should never have been a problem in the first place. Now I try to educate
myself in advance and avoid the many pitfalls, and share that experience
where possible, as many on this list do on a regular basis. A smart man
learns from his mistakes, a wise man learns from the mistakes of others and
avoids making the mistakes in the first place!
Bob Brennan - N717GB
ELSA Repairman, inspection rated
1991 UK Model 2 ELSA Kitfox
Rotax 582 with 3 blade prop
Wrightsville Pa
_____
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Weiss Richard
Sent: 26 December 2008 9:02 pm
Subject: Re: Kitfox-List: Re: Full PPL vs Sport Pilot License
Bob,
As a GA and airline pilot, I've had a special issuance (1st class) for over
20 years and high blood pressure to boot. The FAA has made it very easy for
a pilot to get BP meds because they realized guys were avoiding medical
treatment of this disease out of fear of losing their certificate. The
consequences of not taking the meds were too dangerous. Almost any BP med
is now on the FAA approved list. They only ask for a pilot to ascertain any
side effects and ensure they don't affect flying. (By the way, the same
goes for sleep apnea. It's not that difficult to regain certification, just
$$, don't ask how I know this:-)
I understand the salt, fat reduction, and the exercise regimen you
discussed, and that's great, but I've never heard any doctor recommend
aspirin 3 times a day to reduce BP. The side effects of aspirin are
serious; internal bleeding, gastric disorders, etc. I hope you're not still
doing that.
As for Sport Pilot, the feds were backed into a corner. Sport Pilot was
supported by the industry and touted by the FAA as a cost reduction to get
more people into flying, not as means for us old guys to skirt medical
certification conditions. Thus, if you know you have a disqualifying
condition, and the FAA doesn't, what can they do? However, once they know,
what can they do? Now you and they both know your condition and they
can't legally, turn their back to it, as the rule is currently written.
Also. it's not likely the rule will change due to the time, cost, and other
problems involved in fixing it. It's sad it can't be fixed, but it is what
it is.
I would recommend establishing a good relationship with your AME and get a
physical by him or her in advance,maybe 'within minutes':-) of the flight
physical. If you pass fine, if it doesn't, stop there. If the problem is
such that immediate action is required then so be it. Better to live and
not fly. Go get healed, come back and try again. The relationship 'thing'
can't be overemphasized. Most AME's want you to fly and come back
frequently for more flight physicals. They also want you to be safe. Most
will always work with you, if not, FIRE him and go find another.
If you're a member, you can always call the EAA board of medical advisors
with your questions. They will give you an unbiased answer and you can do
this without fear of repercussion. The same is true for AOPA. Use these
folks, as they are there for you. Heck, your dues are paying for this
service.
Just my two cents.
Rick Weiss
N39RW Series V Speedster, 912ULS
SkyStar S/N 1
Port Orange, FL )
DO NOT ARCHIVE
On Dec 26, 2008, at 10:55 AM, Bob Brennan wrote:
So I cut out all salt and fat, took
aspirin 3 times a day for a week, and went to my doctor to get a certified
reading within their limits.
=
href="http://www.matronics.com/contribution">http://www.matronics.com/chref
"http://www.matronics.com/Navigator?Kitfox-List">http://www.matronhref="http
://forums.matronics.com">http://forums.matronics.com
D========================
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Message 16
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| Subject: | Re: 582 RPM question. |
I run a tiny tack along w my large dial tack- because it is not as accura
te as the tiny is.- practically the only time a tack is mandatory is to s
et prop pitch for maximum rpm for climb out and to let you know when your B
gear box needs maintenance because of rough idling above 2000 rpm the perf
ormance of a two stroke varies- greatly because of density altitude and i
t is sometimes moor in portent to run your motor at a setting that gives yo
u the best egt reading and not at a perdetermined rpm I know some people th
at run the egt at a setting that looks good on the gage despite the fact th
at their plugs look too white to me and other that run the plugs so rich th
at they run the risk of fowling and that greatly increases the amount of-
carbon build up yet I don't know many people that check their egt gages ag
ents a spare one- or that run constantly high egt readings because there
plugs tell them the setting is ok I have Benn told by Eric tucker that is
things like is the reason the FAA considered thees craft an experiment-
and uncertafied aircraft
--- On Sat, 12/27/08, 815TL <lawrenceaw@corning.com> wrote:
From: 815TL <lawrenceaw@corning.com>
Subject: Kitfox-List: Re: 582 RPM question.
<lawrenceaw@corning.com>
Thanks again everyone for all the info. It sounds like the Tiny Tach is th
e
way to go, and they are fairly inexpensive. Should I just remove the old t
ach
and put this in place, or run both? Are they accurate enough to, just run
it
alone?
First few flights, I will probably just leave it as is, and see how everyth
ing
goes, then move on to the Tiny Tach and adjusting the prop pirch.
Andrew
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| Subject: | Re: Brake Problems |
Sorry,
The problem I was expressing was with the older MATCO brakes. I was told by MATCO
this problem 'was fixed' with the newer GOLD anodized master cylinders. Their
was also a 'mod' avaiable for the old style if you wished to go that way.
Jack
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http://forums.matronics.com/viewtopic.php?p=221546#221546
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I was looking at the documentation for the HACman mixture for my ROTAX 582. I read
several reviews where the user was pleased with the performance (great to
have these forums).
Question I have is the install..do the pressure/connection lines 'T' into the current
ventilation lines (Mine go from the left side vent to the right side vent
holes)..or..is there a separate 'tap' on the side of the Bings that these tie
into? Can somebody explain the TRIPLEX line hook up. Thanks..documentation
was not clear.
Jack
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=221548#221548
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| Subject: | Re: Skis, who needs skis |
At 09:45 AM 12/27/2008, you wrote:
>A picture from a couple years ago on the lake
How cool would that be! Man, you could do great donuts.
Guy Buchanan
San Diego, CA
K-IV/1200 w/ 582 C-box & Warp 3 blade
100% and flying thanks mostly to Bob Ducar
Do Not Archive
Message 20
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| Subject: | Re: Landing gear |
At 05:05 PM 12/27/2008, you wrote:
>To the list. My face is red and I am sorry for the previous
>post. It was to have gone to Dick off list.
And here I thought you were going to let us set your prices
democratically. ;-)
Guy Buchanan
San Diego, CA
K-IV/1200 w/ 582 C-box & Warp 3 blade
100% and flying thanks mostly to Bob Ducar
Message 21
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| Subject: | Re: Canopy and wing covers? |
At 10:43 AM 12/28/2008, you wrote:
>I see Bruce's custom covers has them, but they are a bit pricey I
>think. $425 for the wing covers and $450 for the cabin cover.
John has them at Kitfox LLC. (www.kitfoxaircraft.com)
Guy Buchanan
San Diego, CA
K-IV/1200 w/ 582 C-box & Warp 3 blade
100% and flying thanks mostly to Bob Ducar
Message 22
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| Subject: | series 4 price reduced |
Hey all, I have just reduced the price on my series 4 project. It includes quick
build wings and a used mid time 912 from a certified a/c, no logs. new price
$13,500.00 Canadian$$.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=221557#221557
Message 23
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| Subject: | Re: HACman mixture |
At 07:42 PM 12/28/2008, you wrote:
>Question I have is the install..do the pressure/connection lines 'T'
>into the current ventilation lines (Mine go from the left side vent
>to the right side vent holes)..or..is there a separate 'tap' on the
>side of the Bings that these tie into? Can somebody explain the
>TRIPLEX line hook up. Thanks..documentation was not clear.
Jack,
One line replaces all the vent lines in one continuous loop.
(There's a stub between the two carbs.) Another line attaches to a
"new" port vented to the venturi of the aft carb. (I say new because
it isn't used in the standard Bing 54 installation. The new carbs
have the port capped off by a screw. Older carbs must have this port
drilled.) The third line goes to the air cleaner housing. I haven't
bothered to tell you which is which, the instructions are pretty
clear about that. They call it TRIPLEX, but it's really just three
tubes wrapped wrapped with what I call "spring tape". I didn't use
it, rather I used fire hose forward of the fire wall and this cool
nylon braid inside the cockpit.
Guy Buchanan
San Diego, CA
K-IV/1200 w/ 582 C-box & Warp 3 blade
100% and flying thanks mostly to Bob Ducar
Message 24
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| Subject: | Re: [?? Probable Spam] HACman mixture |
Thanks...I did a quick look at the carb set up today on the KF3 I just got last
month. I could not see any stub/port next to the fuel intake because of the fire
hose wrapping on the fuel line. I guess I will try to take this off later
in the the week and see what model of carb I have..thanks...
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=221559#221559
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| Subject: | Re: [?? Probable Spam] HACman mixture |
Thanks...I did a quick look at the carb set up today on the KF3 I just got last
month. I could not see any stub/port next to the fuel intake because of the fire
hose wrapping on the fuel line. I guess I will try to take this off later
in the the week and see what model of carb I have..thanks...
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=221560#221560
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| Subject: | Re: passenger brakes |
Call MATCO..they can hook you up with copilot brakes..easy install with your current
system...
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http://forums.matronics.com/viewtopic.php?p=221561#221561
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| Subject: | Skis, who needs skis |
I had to question it as I have seen a lot of ice (Salt water) but none of it
is a clear as that stuff. When we see ice that black it is usually only
millimetres thick.
Noel
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Lynn Matteson
Sent: Saturday, December 27, 2008 10:06 PM
Subject: Re: Kitfox-List: Skis, who needs skis
I can relate to slick ice....the first year I moved back to Michigan,
we had a really fast freeze, and the ice was absolutely clear except
for a few bubbles and some cracks that let you determine its
thickness...about 4". I got my skates on and was tentatively skating
around, and it was the weirdest feeling I've ever had...the brain
reacted to the vision of ice so clear that the feeling was that you
were walking/skating on water. My brain said this isn't possible, and
it told me to get the hell out of there. It took a while to overcome
this feeling. You could see bottles, cans, leaves, an old tire, all
the stuff that is always there, but crystal clear...not as seen in
the summer through the murk. For over 40 years I've skated on
artificial ice, and that is always translucent. That's why this was
such a mind boggler.
Who said old guys always need to tell stories? : )
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 27, 2008, at 5:52 PM, Cudnohufsky's wrote:
> Noel,
>
> I can answer that question for Aaron, I was the guy flying the
> Kitfox, Aaron was in the Yellow and Blue Kolb and our friend Scott
> was in the White Kolb. We did not have to drill the ice, it was
> over a foot thick with trucks and fishing shacks already on it,
> that year we had hardly any snow just cold up until then. Landing
> was a new experience because the ice was as slick as it looks.
>
>
> Lloyd Cudnohufsky
>
> Model 5 912ul IFA
>
> Northern Michigan
>
>
> From: owner-kitfox-list-server@matronics.com [mailto:owner-kitfox-
> list-server@matronics.com] On Behalf Of Noel Loveys
> Sent: Saturday, December 27, 2008 12:42 PM
> To: kitfox-list@matronics.com
> Subject: RE: Kitfox-List: Skis, who needs skis
>
>
> Silly que4stion but did any one actually drill that ice to check
> how thick it was?? How thick was it?/ It looks pretty black/thin
> to me.
>
>
> From: owner-kitfox-list-server@matronics.com [mailto:owner-kitfox-
> list-server@matronics.com] On Behalf Of Aaron Gustafson
> Sent: Saturday, December 27, 2008 2:15 PM
> To: kitfox-list@matronics.com
> Subject: Kitfox-List: Skis, who needs skis
>
>
> A picture from a couple years ago on the lake
>
>
> http://www.eaa439.org/photos/index.htm
>
>
> Aaron Gustafson I did have skis also
>
> http://www.matronics.com/contribution http://www.matronics.com/
> Navigator?Kitfox-List http://forums.matronics.com http://
> www.matronics.com/contributionhttp://www.matronics.com/Navigator?
> Kitfox-Listhttp://forums.matronics.com
>
>
> Checked by AVG.
> 12/26/2008 1:01 PM
>
>
> Checked by AVG.
> 12/26/2008 1:01 PM
>
> ============================================================ _-
> ============================================================ _-
> ===========================================================
Message 28
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| Subject: | 1/8 inch fuel line clamps |
New to using 1/8 fuel lines for my ROTAX vent and primer hoses. Regular hose clamps
do not work. What is everybody using to secure these? TIE WRAPS ? SAFETY
WIRE?
thanks..jack
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