Today's Message Index:
----------------------
1. 02:18 AM - Re: checking spark (JetPilot)
2. 04:35 AM - Re: Re: oil line routing (fox5flyer)
3. 05:09 AM - Re: Bush gear for Model IV (fox5flyer)
4. 05:17 AM - Checking Spark (fox5flyer)
5. 05:41 AM - Re: Magnito/RPM wierdness. Any ideas? (815TL)
6. 05:52 AM - Re: Bush gear for Model IV (rawheels)
7. 06:17 AM - Re: 26 foot Clipped Wing Kitfox (Catz631@aol.com)
8. 06:19 AM - Re: Magnito/RPM wierdness. Any ideas? (Tom Jones)
9. 06:25 AM - Re: X-Plane test WAS: 26 foot Clipped Wing Kitfox (av8rps)
10. 06:35 AM - Re: trip to Oshkosh/big prep, short (Catz631@AOL.COM)
11. 06:44 AM - Re: Re: checking spark (Bob Brennan)
12. 09:03 AM - Re:Short Wing Pipers (EMAproducts@aol.com)
13. 10:12 AM - Re: 26 foot Clipped Wing Kitfox (akflyer)
14. 11:42 AM - Re: leading edge cuffs (dholly)
15. 12:06 PM - Re: trip to Oshkosh/big prep, short "flight"/ F210 Fuel meter (Lynn Matteson)
16. 12:09 PM - Re: Flaperon painting (Lynn Matteson)
17. 12:35 PM - Re: trip to Oshkosh/big prep, short (Lynn Matteson)
18. 01:17 PM - Another flying adventure (Lynn Matteson)
19. 01:25 PM - Re: Flaperon painting (Vic Baker)
20. 03:18 PM - Re: Turtledeck installation instructions (brentbidus@juno.com)
21. 03:33 PM - Re: Another flying adventure (Noel Loveys)
22. 03:34 PM - Re: Flaperon painting (Noel Loveys)
23. 05:38 PM - Re: Another flying adventure (Lynn Matteson)
24. 05:42 PM - Re: checking spark (Roger Lee)
25. 07:06 PM - Re: Another flying adventure (patrick reilly)
26. 08:08 PM - Panel Wiring (Pat Reilly)
27. 08:08 PM - Exhaust Manifold (Pat Reilly)
28. 10:42 PM - Re: 26 foot Clipped Wing Kitfox (John Allen)
29. 10:46 PM - Interchanging Wings (John Allen)
30. 11:52 PM - Re: Another flying adventure (gary.algate@sandvik.com)
Message 1
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| Subject: | Re: checking spark |
Paul A. Franz, P.E. wrote:
>
> What bothers me about this assumption is that would imply that a bad spark plug
wire
> (or one that is disconnected) could damage the electronics. That seems to me
to be an
> unacceptable flaw in design.
>
>
Yes, I have worried about the same thing, either a wire going bad, or even one
just coming off the plug, that would be an expensive thing to have happen for
such a minor problem. I have heard of these modules going out more often than
I like, seems the Italians don't make as good as ignition modules as the Japanese
put in their cars :(
For CDE2Fly,
If you had the plug against ground, and did not have an open circuit giving the
high voltage nowhere to go, you are probably fine. The plug does not know if
its screwed into the cylinder or not. The danger is when it just hangs there
not touching ground. I bet you just find something in the wiring not quite
right. Also remember, the 912-S has to spin pretty fast to generate a spark,
was your starter battery fully charged and turning the engine over at a good
rate ?? Its not like an aircraft where it will spark as you turn the prop by
hand.
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=226505#226505
Message 2
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| Subject: | Re: oil line routing |
Great research, Lowell. Thanks for the tip!
Deke
do not archive
----- Original Message -----
From: "Lowell Fitt" <lcfitt@sbcglobal.net>
Sent: Friday, January 23, 2009 9:35 PM
Subject: Kitfox-List: Re: oil line routing
>
> Dan,
>
> I am sending this to the list in case others might want to try it as well.
>
> Sorry to respond so late. I did a little googling on Google and found
> lots of manufacturers, but nothing that didn't have a quote request link.
>
> I got mine from a friend in the aerospace industry. I think what I would
> do at this point is make my own spring. I make jump rings this way for
> the SS pendants I make. To make the jump rings, I wind a length of
> sterling wire around a brass rod and then cut them off with a jewelers
> saw. I just tried it using .041 safety wire around a 3/8" rod. The
> resulting coil fit nicely in a piece of .5" ID vinyl tube. I stretched
> it so there was about 1/8" between turns and I could bend spring
> reinforced tube to about a 1" radius and the coils held without
> collapsing. The tubing was clear so I could see what the coils did
> inside - they held fine.
>
> Lowell Fitt
> Cameron Park, CA
> Model IV-1200 R-912 UL
> Just about ready to cover fuselage and left wing. And just made a vacuum
> forming machine to make lenses for my aft position lights - I hope it
> works.
>
> ----- Original Message -----
> From: "Chenoweth" <chenoweth@gwi.net>
> To: "Lowell Fitt" <lcfitt@sbcglobal.net>
> Sent: Thursday, January 22, 2009 10:05 AM
> Subject: Re: oil line routing
>
>
>> Where does one get such a spring?
>> ----- Original Message -----
>> From: "Lowell Fitt" <lcfitt@sbcglobal.net>
>> To: "Chenoweth" <chenoweth@gwi.net>
>> Sent: Thursday, January 22, 2009 11:43 AM
>> Subject: Re: oil line routing
>>
>>
>>> Bill,
>>>
>>> I had his problem in the area of the oil line in the front of the
>>> engine.
>>> The solution was to get a length of Stainless Steel spring the diameter
>>> of
>>> the inside of the tubing and I put it in the tube at the critical bend
>>> area.
>>> It kept the tube from collapsing and didn't interfere with oil flow.
>>>
>>> Lowell
>>>
>>> ----- Original Message -----
>>> From: "Chenoweth" <chenoweth@gwi.net>
>>> To: "Lowell Fitt" <lcfitt@sbcglobal.net>
>>> Sent: Thursday, January 22, 2009 8:09 AM
>>> Subject: Fw: oil line routing
>>>
>>>
>>> FYI. The solution seems to be to run the oil line forward. It's
>>> totally
>>> hokey - goes around the oil filter just outside of the cooler. John is
>>> looking into banjo fittings as on the older engines but I'm going ahead
>>> with
>>> the elbow. Have you run into this yet?
>>> Bill
>>> ----- Original Message -----
>>> From: Chenoweth
>>> To: John - Kitfox Aircraft
>>> Sent: Tuesday, January 20, 2009 7:00 PM
>>> Subject: oil line routing
>>>
>>>
>>> John,
>>> This is about the best I can do with the oil line routing from bottom to
>>> tank. You'll note that I have the elbow fitting not the banjo fitting.
>>> This is the set-up that came with the engine. I think the radius of the
>>> curve is about 2.7 which is about what Rotax calls for but there is
>>> definite
>>> flattening of the line under the firesleeve. I've tried other routes
>>> but
>>> they run into the exhaust pipes.
>>>
>>> So, is this going to work? If not, what do you suggest?
>>>
>>> Thanks,
>>> Bill
>>>
>>>
>>>
>>>
>>> HP Photosmart Essential - Smart. Simple. Fast!
>>> Unleash the Photo Power of your Printer.
>>> Download your copy in less than a minute at:
>>> http://www.hp.com/go/pse/email
>>>
>>
>>
>> --------------------------------------------------------------------------------
>>
>>
>>
>> Checked by AVG - http://www.avg.com
>> 1/21/2009 7:07 AM
>>
>
>
>
Message 3
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| Subject: | Re: Bush gear for Model IV |
I wasn't aware that Kitfox produced a gear like that. I'm also awaiting
replies.
Deke
do not archive
----- Original Message -----
From: Francisco dcubj3
To: kitfox-list
Sent: Friday, January 23, 2009 11:36 AM
Subject: Kitfox-List: Bush gear for Model IV
Hi!
In Kitfox Aircraft "parts and Accesories Catalog" you can find "Bush
Gear for Kitfox IV" (pag 33) (attached photo)
I=B4d like to know if someone of this forum was installed in aircraft.
This gear works into KF IV with Continental O-200 engine?
Send me opinions, and I`d like to receive aircraft photos. These
photos will be very useful to me. I=B4m very interested.
Tks a lot Mr. John McBean for support.
FD
Brazil
www.dcubj3.com.br
Message 4
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Paul, very good points and I couldn't agree more. I've been messing with
snowmobiles for many years and they've been using electronic ignitions
for a very long time. Many times I've had to lay the plug on the top of
the head to check for spark and never have I fried a module. I'm pretty
sure they're more robust than that.
However, those modules are expensive and a very good way to eliminate
the possibility is to take a simple working spark plug, pretty much any
plug will do that is similar to the OEM, then using Mig/Tig or a torch
of some sort, ascetylene (or however its spelled) is good, weld/braze to
the body of the plug a piece of wire a couple feet long. On the other
end of the wire crimp a good robust alligator clip. Make a couple of
these (or a set if you wish) then when you need to check spark simply
use these plugs in place of your originals, plug the alligator clip to a
good engine ground then lay them anywhere you can see them and crank the
engine. They'll have a good ground so no fear of frying electronics and
you can even hold them in your hand, if you're brave enough. There are
variations of this. You can also completely eliminate the wire and weld
the alligator clip directly to the plug. Whatever your imagination
comes up with will probably work. Great to hang on your shop wall for
when you need them.
If you don't have the resources or time to roll your own, then go here:
http://tewarehouse.com/7-05931
Deke Morisse
Mikado Michigan
S5/Subaru/CAP 402+ TT
"The aim of an argument or discussion should not be victory, but
progress."
- Joseph Joubert
Paul scribbled:
On Fri, January 23, 2009 5:53 pm, CDE2fly@aol.com wrote:
> Mike - I checked the wiring for each ignition position and all is well
on
> that front. I'm hoping for the "not seeing the spark" scenario as
burned
> module(s) would be a bummer for sure.
You've isolated it just slightly. It's either a wiring (or grounding)
problem or the
ignition module is faulty.
> There's a definite consensus that testing for ignition by grounding a
plug
> to the block can damage the modules...does anyone know why this is
the case?
The idea is that with the plug loose, it'll have either no ground
contact, poor
contact or variable contact. In an open circuit condition, the impedance
is so high
that it is thought that high voltage spikes in the secondary (spark
circuit) could
leak into the primary, damaging electronic components similar to the
damage that can
be caused with static electricity.
What bothers me about this assumption is that would imply that a bad
spark plug wire
(or one that is disconnected) could damage the electronics. That seems
to me to be an
unacceptable flaw in design.
> Seems like the plug would not know if it's grounded to the block
externally
> of if it's screwed into the block? Seems the same electronically...
True, but the assumption is that the spark plug laying on the engine may
not be
grounded at all, or periodically as the engine bounces around while
cranking it over.
> I purchased a timing light tonight and plan to check for ignition
using this
> method tomorrow.
Unfortunately, this will just confirm spark or no spark. Not the holy
grail of repair
diagnostics.
BTW, did you know that your ISP (AOL) is appending advertising to your
outgoing e-mail?
> **************Know Your Numbers: Get tips and tools to help you
improve your
> credit score.
>
(http://www.walletpop.com/credit/credit-reports?ncid=emlcntuswall000000
02)
>
That would be instant cause for parting with that company to me. Or at
least getting
e-mail from someone else. I don't think gmail appends ads. I see that
hotmail has
them, not sure about yahoo mail either.
--
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: Magnito/RPM wierdness. Any ideas? |
Thanks everyone. If it warms up a little, I will check out the ground, and make
sure it is all good.
Anyone know where the common ground is for the mags? Would it be off the mag itself,
or off the Tach?
Andrew
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=226517#226517
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| Subject: | Re: Bush gear for Model IV |
Yeah, that's pretty cool. Looks like it just bolts in place on the regular attach
points and gets rid of the bungees.
--------
Ryan Wheeler
Kitfox IV-1200
Indianapolis, IN
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=226520#226520
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| Subject: | Re: 26 foot Clipped Wing Kitfox |
Well, Lowell, junior's at it again. Maybe we are missing the boat. He might
be a rocket scientist or senior aeronautical engineer.
Dick Maddux
Pensacola,Fl
**************From Wall Street to Main Street and everywhere in between, stay
up-to-date with the latest news. (http://aol.com?ncid=emlcntaolcom00000023)
Message 8
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| Subject: | Re: Magnito/RPM wierdness. Any ideas? |
> Anyone know where the common ground is for the mags? Would it be off the mag
itself, or off the Tach?
>
> Andrew
Andrew, the "Kill wires" coming out of the mag are black with yellow stripe. Those
wires each go to a mag switch/s. They are wired so that they are grounded
when the switch is on. Follow the wires back from the switches to find where
they are grounded. Of course you know that the mag switches kill the ignition
when they are on or closed and the ignition is on when the switch is open or
off.
The tack problem may be due to a loose or corroded ground else where in the system.
I would check the main engine to airframe ground strap.
Here is a link to a good explanation and diagram of the Ducati dual ignition.
It is a very well designed ignition system.
http://www.800-airwolf.com/pdffiles/ARTICLES/part32.pdf
Where it says the mag check should be done at no more than 400 RPM is a typo.
Should be at no more than 4000 and my rotax manual says do the mag check at 3000
RPM.
--------
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=226522#226522
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| Subject: | Re: X-Plane test WAS: 26 foot Clipped Wing Kitfox |
Michel,
I know nothing about X-plane, but what we are trying to find out here is how a
Kitfox IV will perform if the standard Ribblet 32 ft wing is cut down to a 26
ft span. Flaperons will also be cut to fit the span length, extending to the
wing tip just like a Kitfox Speedster.
The specifics on the airplane I plan on doing this with is; M IV-1200 912ul, IVO
IFA 68" 3 blade prop, electric elevator trim, 3 false ribs under the leading
edge between each rib bay, ribs in horizontal tail surfaces but not in vertical,
wheel pants, fairings on wing struts, jury struts, horizontal stabilizer
struts, and radiator scoop fairing. Oh yeah, has the Hoerner style wing tips (not
the droop type).
There is dispute here on the forum as to whether the performance with the short
wing will be better or worse than the Speedster, so the performance information
we are most interested in finding out is top speed increase , how the climb
rate will be affected, takeoff and landing distance, stall speeds, and roll rate
increases.
So whatever you can do to help us answer these questions would be appreciated.
Thanks for offering to help Michel.
Paul S.
Michel wrote:
>
> > From: mscotter@comcast.net
> > Hey Paul, just a thought, but this might be a good application for Michel's
kitfox
> > model in X-plane.
> >
> >
>
> Sure! Send me the data and I'll try. Sorry, I haven't followed the thread closely,
I need to know what you want as surface to test.
>
> Cheers,
> Michel Verheughe
> Norway
> Kitfox 3 - Jabiru 2200
>
> do not archive
>
>
--------
Model IV-1200 912ul Amphib
Avid Flyer
Lake Amphibian
Central Wisconsin
paul676@tds.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=226525#226525
Message 10
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| Subject: | Re: trip to Oshkosh/big prep, short |
Lynn,
In reply to the F210 installation I just wanted to pass on that I
installed my sender about 2 inches above the gascolater (splicing into the fuel
line).
I shortened the electrical cord to about 3 ft (from about 15) and was able to
connect to the gauge in my panel. It worked out very nicely. I covered both
the sender and fuel line in aircraft fire sleeve and I now have a very stable
installation. This is also a vertical installation as the instructions specify.
If you want a picture of the installation let me know and I will remove the
cowling and send you one.
I too like having a fuel flow. Mine is indicating a fuel consumption of 3.3
gal at 5000 rpm. I thought that was rather low on my 912UL but prior
computations at a few hundred rpm's less was revealing 2.8 gph and that was over
a 10
hour period. ?????
I love your flying adventures by the way.
Dick Maddux
Fox 4-1200
Pensacola,Fl
**************From Wall Street to Main Street and everywhere in between, stay
up-to-date with the latest news. (http://aol.com?ncid=emlcntaolcom00000023)
Message 11
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| Subject: | Re: checking spark |
When I first got my Model 2 my CFI pointed out it had the wrong kind of
wires/plugs and on several pre-flights we found one had come off during a
previous flight. It became a part of my pre-flight to push down all wires
until I finally (after a few weeks) found a source for proper aircraft plugs
and wires.
My point is that I had several instances of flying with wires-off-plugs and
no damage to the ignition module.
Bob Brennan - N717GB
ELSA Repairman, inspection rated
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 JetPilot
Sent: 24 January 2009 5:17 am
Subject: Kitfox-List: Re: checking spark
Paul A. Franz, P.E. wrote:
>
> What bothers me about this assumption is that would imply that a bad spark
plug wire
> (or one that is disconnected) could damage the electronics. That seems to
me to be an
> unacceptable flaw in design.
>
>
Yes, I have worried about the same thing, either a wire going bad, or even
one just coming off the plug, that would be an expensive thing to have
happen for such a minor problem. I have heard of these modules going out
more often than I like, seems the Italians don't make as good as ignition
modules as the Japanese put in their cars :(
For CDE2Fly,
If you had the plug against ground, and did not have an open circuit giving
the high voltage nowhere to go, you are probably fine. The plug does not
know if its screwed into the cylinder or not. The danger is when it just
hangs there not touching ground. I bet you just find something in the
wiring not quite right. Also remember, the 912-S has to spin pretty fast to
generate a spark, was your starter battery fully charged and turning the
engine over at a good rate ?? Its not like an aircraft where it will spark
as you turn the prop by hand.
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=226505#226505
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| Subject: | re:Short Wing Pipers |
Short wing Pipers death traps??
I think all should fly a few hundred in aircraft before they bad mouth them.
I flew the Colt (2 place Tri-Pacer no flaps) for 600 hours when I started
instructing, along with T-Crafts Tri-Pacers and all of the other typical
aircraft of the day 1962. The majority of the Piper PA-20's (Pacer) are
converted to PA-22 (Tri Pacer) I have a parts manual and it is a PA 20-22 parts
manual, the ONLY difference is the gear location. I still say the Tri-Pacer is
one of the most under estimated aircraft around and one of the better buys,
they might not look sexy but they will do what is asked of them. Good plane!
$ for $ it will haul more faster with less maintenance than nearly any
airplane made.
Elbie 25,000 hours still instructing EAA 38308
EM Aviation, LLC _www.riteangle.com_ (http://www.riteangle.com)
**************A Good Credit Score is 700 or Above. See yours in just 2 easy
steps!
cemailfooterNO62)
Message 13
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| Subject: | Re: 26 foot Clipped Wing Kitfox |
[quote="Dick Maddux"]Well, Lowell, junior's at it again. Maybe we are missing the
boat. He might be a rocket scientist or senior aeronautical engineer.
Dick Maddux
Pensacola,Fl
From Wall Street to Main Street and everywhere in between, stay up-to-date with the latest news (http://aol.com?ncid=emlcntaolcom00000023 ).
> [b]
I think a whole category was created for this one... a rocket SURGEON.
--------
DO NOT ARCHIVE
Leonard Perry
Soldotna AK
Avid "C" / Mk IV
582 IVO IFA
Full Lotus 1260
As done as any plane will ever be.... cause now the tinkeritis takes over.
hander outer of humorless darwin awards
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=226556#226556
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| Subject: | Re: leading edge cuffs |
Hi Jim- I didn't link the source but I recall reading the cuff was designed specifically
for the flat bottom rib profile. I also found a few user comments that
there was no appreciable benefit when added to the under cambered Avid wings,
at least not enough to justify the effort to retrofit. Since that airfoil is
nearly identical to the early KF rib it might give you some food for thought.
FWIW... I left them off my Mk-IV HH but I am adding them to the Avid+ long speed
wings. Regards, Doug
--------
Airdale Avid+ project | Jab2200 | Aerocet 1100 Amphibs
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=226562#226562
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| Subject: | Re: trip to Oshkosh/big prep, short "flight"/ F210 Fuel |
meter
Thanks, Pat....when I used to bicycle to work out in Davis,
California, the wind would be in my face in the morning, and in the
afternoon...yup, in my face.
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 600.2 hrs
Sensenich 62x46
Electroair direct-fire ignition system
New skis done and flying
do not archive
On Jan 23, 2009, at 8:18 PM, patrick reilly wrote:
> Lynn, Better luck next year. I'll try to remember to let you know
> when our fly-ins are this spring. Maybe one will have winds out of
> the east switching to the west. I guess that only happens if you
> are flying east then west, Ha!
> do not archive
>
> Pat Reilly
> Mod 3 582 Rebuild
> Rockford, IL
>
>
> > From: lynnmatt@jps.net
> > Subject: Kitfox-List: trip to Oshkosh/big prep, short "flight"/
> F210 Fuel meter
> > Date: Fri, 23 Jan 2009 13:21:22 -0500
> > To: kitfox-list@matronics.com
> >
> >
> > "Leave it till tomorrow to unpack my case" (beatles)
> >
> > Well, the window for getting to Oshkosh has closed again this year.
> > Man, I've got no luck with that Fly-in at all...except for the first
> > year.
> > It began with me installing my F210 fuel flow meter, and not finding
> > the fittings that I wanted to use. I ended up with barbed fittings
> > going into a galvanized 45 degree elbow, which looked like something
> > I wouldn't do on a lawn mower....thank God it's inside the console
> > and nobody sees it. Come spring, and I may change it...probably
> > not. : ) Then came the wiring, and of course, my wiring "kit" is
> over
> > at my CFI's shop, where I've been helping out. So I twisted wires
> > together, and taped them...UGH! then the test flight over to his
> > place, for some last minute verbal abuse regarding the flight, and
> > him telling me "Don't do anything stupid" I took that to mean on the
> > flight to Oshkosh, so I left and decided to land on the lake by my
> > house. I smacked a drift pretty hard landing, got out and checked
> > things over and all was ok, so I taxied back and prepped for
> takeoff.
> > I noticed that I had crossed some wet tracks...not mine...and wanted
> > to get the hell out of there pretty quick, so I powered up and it
> > took a fair amount of distance to get airborne....longer than usual.
> > Once airborne, I noticed it was climbing but not spectacularly,
> and I
> > happened to look at the right hand strut for some reason....it was
> > covered in frozen slush. Now I knew why the climb was not so hot. I
> > cleared the trees by a couple of hundred feet and flew home....it
> was
> > still gaining altitude. Got to the hangar, and saw about a half-inch
> > of slush on the right wing right around the gas cap area, just about
> > the center of lift, and also plugging the gas cap vent. Left side
> ok.
> > Well, that took care of the "anything stupid" card, so I figured I
> > was gold for the trip today up to 'kosh. I let the plane sit in the
> > sun (which had melted some snow on the lake and brought about the
> > less-than-ideal landing and takeoff conditions) to melt off the
> > slush, and I de-slushed and de-iced the brakes. When the wing was
> > free of ice and water I hangared it and went home.
> > Arriving at the hangar this morning with something less than
> > exuberance for the flight around Chicago in crappy conditions and
> > crappier further up north, I found that I had forgotten to plug
> in my
> > oil heater. That delayed my departure a bit, knowing that it takes a
> > long time for the Jabiru to warm up the oil by running. I fueled up,
> > packed stuff, had to chip at ice holding the hangar doors shut, and
> > struggled to push the plane outdoors. I put my car inside, so the
> > farmers who were unloading seed into a silo could have the driveway
> > to themselves, and finally fired her up. It took a while to warm the
> > oil to operating temp, but finally I was ready to taxi, and one last
> > look at the weather locally which was 260 wind at 16 gusting to 22,
> > and low ceiling, but flyable...locally at least. Damn near full
> power
> > required to taxi in the heavy snow....34 degrees F. Finally got to
> > temp and powered up.........20 mph maximum airspeed into the
> > wind....no telling what the ground speed was, and I kept this up
> > beyond the "give it up" mark on the runway, and figured God must be
> > telling me something I didn't want to acknowledge but finally
> > did....wait until next year.
> >
> > I'm too far away from Oshkosh to make it the day of the event
> even if
> > I left at before sunup, so my window of opportunity is very narrow
> > for the day before. Thinking I could make it up there even if I left
> > here at noon, a 4-5 hr trip would be pushing it, and the wind was
> > coming right at me for the first 2-3 hours, which would have meant a
> > fuel stop at some point on the way up. The cards were stacked
> against
> > me. And even if I had taken the farmer up on his offer to clear a
> > path for me, I had seen the writing on the wall, and it didn't say
> > "Welcome to Oshkosh"
> >
> > So far the fuel flow meter works great....it's really neat to see
> > what a twist of the throttle will do, up or down...thanks for the
> > tip, Leonard, Deke, Dick (?) and whoever else suggested...oh, yeah,
> > my "neighbor" at OSH, Marco!
> >
> > Lynn Matteson
> > Kitfox IV Speedster, taildragger
> > Jabiru 2200, #2062, 600.2 hrs
> > Sensenich 62x46
> > Electroair direct-fire ignition system
> > New skis done and flying
> >
> > >
> > &g===========
> >
> >
> >
>
> ============================================================ _-
> ============================================================ _-
> contribution_-
> ===========================================================
Message 16
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| Subject: | Re: Flaperon painting |
I painted directly on the aluminum....with Poly-fiber enamel, not
Poly-tone paint.
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 600.2 hrs
Sensenich 62x46
Electroair direct-fire ignition system
New skis done and flying
On Jan 23, 2009, at 3:19 PM, clemwehner wrote:
> Kitfoxers,
>
> Can the flaperons be painted directly onto the aluminum, or do they
> have to be covered with fabric first?
>
>
> tnx,
>
> Clem
> Oklahoma
> Kitfox IV-912, under construction since 1991
> www.matronics.com/contribution _-
> ===========================================================
Message 17
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| Subject: | Re: trip to Oshkosh/big prep, short |
Thanks for the offer to shoot your installation, Dick, but I've got
mine installed now and it's working fine. I think I'll do like you
did, and shorten that HUGE long cable, too. My sender (transducer) is
at about a 45 degree angle within my console, and works great. I see
5.8 gals/hour during climbout, and down to anywhere from 3.7-4.4 in
cruise mode depending on rpm, wind direction, etc.
If you like adventures, I'm getting ready to post todays' rather
scary...briefly....hop, one of several hops I made in the snow today.
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 600.2 hrs
Sensenich 62x46
Electroair direct-fire ignition system
New skis done and flying
do not archive
On Jan 24, 2009, at 9:29 AM, Catz631@aol.com wrote:
> Lynn,
> In reply to the F210 installation I just wanted to pass on that
> I installed my sender about 2 inches above the gascolater (splicing
> into the fuel line). I shortened the electrical cord to about 3 ft
> (from about 15) and was able to connect to the gauge in my panel.
> It worked out very nicely. I covered both the sender and fuel line
> in aircraft fire sleeve and I now have a very stable installation.
> This is also a vertical installation as the instructions specify.
> If you want a picture of the installation let me know and I will
> remove the cowling and send you one.
> I too like having a fuel flow. Mine is indicating a fuel
> consumption of 3.3 gal at 5000 rpm. I thought that was rather low
> on my 912UL but prior computations at a few hundred rpm's less was
> revealing 2.8 gph and that was over a 10 hour period. ?????
> I love your flying adventures by the way.
>
> Dick Maddux
>
> Fox 4-1200
> P
> ensacola,Fl
>
> From Wall Street to Main Street and everywhere in between, stay up-
> to-date with the latest news. _-
> www.matronics.com/contribution _-
> ===========================================================
Message 18
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|
| Subject: | Another flying adventure |
After yesterdays disappointing aborted trip to Oshkosh, I needed to
get back on the horse, so I managed to get the plane flying
today...it got down to single digits overnight, so the previously
soft snow, (which hadn't allowed me to take off yesterday) had
frozen, and I was able to fly today. To make a long story and day
short, I flew and landed at 5 different grass strips, 3 of which
didn't have any previous tracks on them. Then when heading for home,
I got the crap scared out of me when for no good reason at all, the
plane just kinda shuddered, and slowed WAY down, and fell off to the
left. I looked down and didn't see the left ski. I looked at the
right ski, and it was there, and just about the time I had a landing
site in sight...one of the previous strips that I had landed earlier,
Honey Acres (7N4)...I heard and felt the left ski snap back to its
normal position. I continued flying to get home, but much slower,
thinking that whatever caused the ski to flop downwards might have
been caused by flying too fast into the wind. Landed without incident
at home.
Maybe I got a sudden downdraft or a "chunk" of turbulence, I don't
have a clue, but I gotta tell ya, this incident really got my
attention. All I could think of at first was the oft-repeated anthem
around here: "To date, no Kitfox has ever experienced an in-flight
breakup." I was thinkin' well, here it comes, numero uno!
My CFI and mentor is always preaching dual cables on skis, front and
back, and this might have been the saving grace today. Something
forced that left ski downward, and it must have met the limits of the
front restraint cables, which are set at about a 25 degree downward
limit of ski travel. When it got to this limit, the "air brakes"
really came on, slowed the plane, and then the shock cord snapped it
back to the limit of the rear restraint cables. Another life used up
of the original allowable inventory of 9. I don't know where I stand
right now, but I gotta be getting close.
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 600.2 hrs
Sensenich 62x46
Electroair direct-fire ignition system
New skis done and flying
On Jan 24, 2009, at 3:34 PM, Lynn Matteson wrote:
>
> Thanks for the offer to shoot your installation, Dick, but I've got
> mine installed now and it's working fine. I think I'll do like you
> did, and shorten that HUGE long cable, too. My sender (transducer)
> is at about a 45 degree angle within my console, and works great. I
> see 5.8 gals/hour during climbout, and down to anywhere from
> 3.7-4.4 in cruise mode depending on rpm, wind direction, etc.
> If you like adventures, I'm getting ready to post todays' rather
> scary...briefly....hop, one of several hops I made in the snow today.
>
> Lynn Matteson
> Kitfox IV Speedster, taildragger
> Jabiru 2200, #2062, 600.2 hrs
> Sensenich 62x46
> Electroair direct-fire ignition system
> New skis done and flying
> do not archive
>
>
> On Jan 24, 2009, at 9:29 AM, Catz631@aol.com wrote:
>
>> Lynn,
>> In reply to the F210 installation I just wanted to pass on that
>> I installed my sender about 2 inches above the gascolater
>> (splicing into the fuel line). I shortened the electrical cord to
>> about 3 ft (from about 15) and was able to connect to the gauge in
>> my panel. It worked out very nicely. I covered both the sender and
>> fuel line in aircraft fire sleeve and I now have a very stable
>> installation. This is also a vertical installation as the
>> instructions specify. If you want a picture of the installation
>> let me know and I will remove the cowling and send you one.
>> I too like having a fuel flow. Mine is indicating a fuel
>> consumption of 3.3 gal at 5000 rpm. I thought that was rather low
>> on my 912UL but prior computations at a few hundred rpm's less was
>> revealing 2.8 gph and that was over a 10 hour period. ?????
>> I love your flying adventures by the way.
>>
>> Dick Maddux
>> F
>> ox 4-1200
>>
>> Pensacola,Fl
>>
>> From Wall Street to Main Street and everywhere in between, stay up-
>> to-date with the latest news. _-www.matronics.com/contribution _-
>> ===========================================================
>
>
Message 19
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| Subject: | Re: Flaperon painting |
I followed the Polyfiber manual. Prime, let dry 48 hours, prime again
then shoot Polytone into the wet primer. Next Kitfox I build I'll take
care not to scratch the flapperons and just leave them shinny aluminum.
Vic Baker
S7 912S Warp
Phase 1 flight testing
Carson City, Nv
----- Original Message -----
From: "Lynn Matteson" <lynnmatt@jps.net>
Sent: Saturday, January 24, 2009 12:09 PM
Subject: Re: Kitfox-List: Flaperon painting
>
> I painted directly on the aluminum....with Poly-fiber enamel, not
> Poly-tone paint.
>
> Lynn Matteson
> Kitfox IV Speedster, taildragger
> Jabiru 2200, #2062, 600.2 hrs
> Sensenich 62x46
> Electroair direct-fire ignition system
> New skis done and flying
>
>
> On Jan 23, 2009, at 3:19 PM, clemwehner wrote:
>
>> Kitfoxers,
>>
>> Can the flaperons be painted directly onto the aluminum, or do they have
>> to be covered with fabric first?
>>
>>
>> tnx,
>>
>> Clem
>> Oklahoma
>> Kitfox IV-912, under construction since 1991
>> www.matronics.com/contribution _-
>> ===========================================================
>
>
>
Message 20
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| Subject: | Turtledeck installation instructions |
Thanks John! I wasn't sure if you were around and didn't want to lose a nice day
in Colorado this time of year.
Brent
-- "jdmcbean" <jdmcbean@kitfoxaircraft.com> wrote:
Brent.. Check your email....
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of
brentbidus@juno.com
Sent: Friday, January 23, 2009 7:09 PM
Subject: Kitfox-List: Turtledeck installation instructions
--> <brentbidus@juno.com>
Does anyone have the turtledeck installation instructions, including the
plastic squares the flaperon horn goes through, for a Classic 4 that they
can scan and email me? I've misplaced mine and John McBean hasn't gotten
back to me yet. I was hoping to get this done tomorrow. Thanks,
Brent Bidus
Classic 4 Speedster/912
Colorado Springs, CO
____________________________________________________________
Get a degree and open new doors. Click to find flexible and affordable
programs now.
http://thirdpartyoffers.juno.com/TGL2141/fc/PnY6rw2kA4EKbImmizpwspE5lHUAtdow
fEc4UqHTlokDoOiY1RE6P/
____________________________________________________________
Click here for great quotes from top international movers!
http://thirdpartyoffers.juno.com/TGL2141/fc/PnY6rw28IuP7pGqmYTft1Zvo91FuNMfKaZYhqHRJHchghNeZVUFHd/
Message 21
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| Subject: | Another flying adventure |
25 Degrees down sounds pretty steep to me. What are the other guys using?
Noel
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Lynn Matteson
Sent: Saturday, January 24, 2009 5:43 PM
Subject: Kitfox-List: Another flying adventure
After yesterdays disappointing aborted trip to Oshkosh, I needed to
get back on the horse, so I managed to get the plane flying
today...it got down to single digits overnight, so the previously
soft snow, (which hadn't allowed me to take off yesterday) had
frozen, and I was able to fly today. To make a long story and day
short, I flew and landed at 5 different grass strips, 3 of which
didn't have any previous tracks on them. Then when heading for home,
I got the crap scared out of me when for no good reason at all, the
plane just kinda shuddered, and slowed WAY down, and fell off to the
left. I looked down and didn't see the left ski. I looked at the
right ski, and it was there, and just about the time I had a landing
site in sight...one of the previous strips that I had landed earlier,
Honey Acres (7N4)...I heard and felt the left ski snap back to its
normal position. I continued flying to get home, but much slower,
thinking that whatever caused the ski to flop downwards might have
been caused by flying too fast into the wind. Landed without incident
at home.
Maybe I got a sudden downdraft or a "chunk" of turbulence, I don't
have a clue, but I gotta tell ya, this incident really got my
attention. All I could think of at first was the oft-repeated anthem
around here: "To date, no Kitfox has ever experienced an in-flight
breakup." I was thinkin' well, here it comes, numero uno!
My CFI and mentor is always preaching dual cables on skis, front and
back, and this might have been the saving grace today. Something
forced that left ski downward, and it must have met the limits of the
front restraint cables, which are set at about a 25 degree downward
limit of ski travel. When it got to this limit, the "air brakes"
really came on, slowed the plane, and then the shock cord snapped it
back to the limit of the rear restraint cables. Another life used up
of the original allowable inventory of 9. I don't know where I stand
right now, but I gotta be getting close.
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 600.2 hrs
Sensenich 62x46
Electroair direct-fire ignition system
New skis done and flying
On Jan 24, 2009, at 3:34 PM, Lynn Matteson wrote:
>
> Thanks for the offer to shoot your installation, Dick, but I've got
> mine installed now and it's working fine. I think I'll do like you
> did, and shorten that HUGE long cable, too. My sender (transducer)
> is at about a 45 degree angle within my console, and works great. I
> see 5.8 gals/hour during climbout, and down to anywhere from
> 3.7-4.4 in cruise mode depending on rpm, wind direction, etc.
> If you like adventures, I'm getting ready to post todays' rather
> scary...briefly....hop, one of several hops I made in the snow today.
>
> Lynn Matteson
> Kitfox IV Speedster, taildragger
> Jabiru 2200, #2062, 600.2 hrs
> Sensenich 62x46
> Electroair direct-fire ignition system
> New skis done and flying
> do not archive
>
>
> On Jan 24, 2009, at 9:29 AM, Catz631@aol.com wrote:
>
>> Lynn,
>> In reply to the F210 installation I just wanted to pass on that
>> I installed my sender about 2 inches above the gascolater
>> (splicing into the fuel line). I shortened the electrical cord to
>> about 3 ft (from about 15) and was able to connect to the gauge in
>> my panel. It worked out very nicely. I covered both the sender and
>> fuel line in aircraft fire sleeve and I now have a very stable
>> installation. This is also a vertical installation as the
>> instructions specify. If you want a picture of the installation
>> let me know and I will remove the cowling and send you one.
>> I too like having a fuel flow. Mine is indicating a fuel
>> consumption of 3.3 gal at 5000 rpm. I thought that was rather low
>> on my 912UL but prior computations at a few hundred rpm's less was
>> revealing 2.8 gph and that was over a 10 hour period. ?????
>> I love your flying adventures by the way.
>>
>> Dick Maddux
>> F
>> ox 4-1200
>>
>> Pensacola,Fl
>>
>> From Wall Street to Main Street and everywhere in between, stay up-
>> to-date with the latest news. _-www.matronics.com/contribution _-
>> ===========================================================
>
>
Message 22
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| Subject: | Flaperon painting |
Then add polish... lots of polish and elbow grease. I polished a prop for
a fellow once...believe me paint is easier to take care of.
Noel
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Vic Baker
Sent: Saturday, January 24, 2009 5:52 PM
Subject: Re: Kitfox-List: Flaperon painting
I followed the Polyfiber manual. Prime, let dry 48 hours, prime again
then shoot Polytone into the wet primer. Next Kitfox I build I'll take
care not to scratch the flapperons and just leave them shinny aluminum.
Vic Baker
S7 912S Warp
Phase 1 flight testing
Carson City, Nv
----- Original Message -----
From: "Lynn Matteson" <lynnmatt@jps.net>
Sent: Saturday, January 24, 2009 12:09 PM
Subject: Re: Kitfox-List: Flaperon painting
>
> I painted directly on the aluminum....with Poly-fiber enamel, not
> Poly-tone paint.
>
> Lynn Matteson
> Kitfox IV Speedster, taildragger
> Jabiru 2200, #2062, 600.2 hrs
> Sensenich 62x46
> Electroair direct-fire ignition system
> New skis done and flying
>
>
> On Jan 23, 2009, at 3:19 PM, clemwehner wrote:
>
>> Kitfoxers,
>>
>> Can the flaperons be painted directly onto the aluminum, or do they have
>> to be covered with fabric first?
>>
>>
>> tnx,
>>
>> Clem
>> Oklahoma
>> Kitfox IV-912, under construction since 1991
>> www.matronics.com/contribution _-
>> ===========================================================
>
>
>
Message 23
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| Subject: | Re: Another flying adventure |
AC 43.13 shows -20 to -35 degree angles for main ski incidence, and a
couple of years ago, when this was a current topic, somebody...a few,
actually...said that 25 was plenty, so I set mine at that figure.
This is the first time I've ever had this happen, and it got my
attention. What caused it I don't know, but I'll be asking advice
from other ski users locally. 43.13 also specs the down force
required to slacken the check cable, and for this size ski it is
20-40 pounds of force. Maybe I need to set mine a bit higher because
of my 15" wide fronts, and narrower...6-1/2" wide rears. Because they
are dissimilar in area, maybe the air got hold of the front area and
blew it down, and the smaller rear area could not balance it out. I
never had this happen on the other skis, and I have exactly the same
cable and shock cord setup....1/8" stainless steel cables and 3/8"
shock cords. The shock cords have 2" of pre-stretch when they are
installed at the maximum positive incidence angle of +5 degrees.
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 600.2 hrs
Sensenich 62x46
Electroair direct-fire ignition system
New skis done and flying
On Jan 24, 2009, at 6:31 PM, Noel Loveys wrote:
>
> 25 Degrees down sounds pretty steep to me. What are the other guys
> using?
>
> Noel
Message 24
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| Subject: | Re: checking spark |
Hi Pat,
The tester you want is the 50-1000 volt. Spark plugs are high energy AC. Then when
you aren't using it on the plane I'm sure you have some honey do's where it
might come in handy. It will not work on 12 volt.
The modules don't go bad that often. They are over a $1,000 each. If you are only
dropping approximately 300 rpm then it is a plug or wire. It is not the module.
A bad module is about 800+ rpm. The plug wires can be replaced as they are
only screwed into the plug boot and ignition coil. The tester I posted will
pick out the bad wire or plug. Most of the time it is a bad connection at the
plug boot or a bad ground wire up by the modules. Find the effected wire with
the tester. Pull the plug boot and trim the wire back about 1/4"-3/8" and re-insert
the wire into the boot and or change the plug. You can unplug the modules
on top of the engine and swap them and see if the problem follows the module
or stays the same. This will help tell you, along with the plug wire testing
where the problem probably is.
Who ever is having the problem what is the rpm drop during the mag check?
--------
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=226612#226612
Message 25
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| Subject: | Another flying adventure |
Lynn=2C Is 25 degrees down the normal limit for skis. It seems like alot. P
at ReillyMod 3 582 RebuildRockford=2C IL> From: lynnmatt@jps.net> Subject:
Kitfox-List: Another flying adventure> Date: Sat=2C 24 Jan 2009 16:13:29 -0
nn Matteson <lynnmatt@jps.net>> > After yesterdays disappointing aborted tr
ip to Oshkosh=2C I needed to > get back on the horse=2C so I managed to get
the plane flying > today...it got down to single digits overnight=2C so th
e previously > soft snow=2C (which hadn't allowed me to take off yesterday)
had > frozen=2C and I was able to fly today. To make a long story and day
> short=2C I flew and landed at 5 different grass strips=2C 3 of which > di
dn't have any previous tracks on them. Then when heading for home=2C > I go
t the crap scared out of me when for no good reason at all=2C the > plane j
ust kinda shuddered=2C and slowed WAY down=2C and fell off to the > left. I
looked down and didn't see the left ski. I looked at the > right ski=2C an
d it was there=2C and just about the time I had a landing > site in sight..
.one of the previous strips that I had landed earlier=2C > Honey Acres (7N4
)...I heard and felt the left ski snap back to its > normal position. I con
tinued flying to get home=2C but much slower=2C > thinking that whatever ca
used the ski to flop downwards might have > been caused by flying too fast
into the wind. Landed without incident > at home.> > Maybe I got a sudden d
owndraft or a "chunk" of turbulence=2C I don't > have a clue=2C but I gotta
tell ya=2C this incident really got my > attention. All I could think of a
t first was the oft-repeated anthem > around here: "To date=2C no Kitfox ha
s ever experienced an in-flight > breakup." I was thinkin' well=2C here it
comes=2C numero uno!> > My CFI and mentor is always preaching dual cables o
n skis=2C front and > back=2C and this might have been the saving grace tod
ay. Something > forced that left ski downward=2C and it must have met the l
imits of the > front restraint cables=2C which are set at about a 25 degree
downward > limit of ski travel. When it got to this limit=2C the "air brak
es" > really came on=2C slowed the plane=2C and then the shock cord snapped
it > back to the limit of the rear restraint cables. Another life used up
> of the original allowable inventory of 9. I don't know where I stand > ri
ght now=2C but I gotta be getting close.> > Lynn Matteson> Kitfox IV Speeds
ter=2C taildragger> Jabiru 2200=2C #2062=2C 600.2 hrs> Sensenich 62x46> Ele
ctroair direct-fire ignition system> New skis done and flying> > > > > On J
an 24=2C 2009=2C at 3:34 PM=2C Lynn Matteson wrote:> > > --> Kitfox-List me
ssage posted by: Lynn Matteson <lynnmatt@jps.net>> >> > Thanks for the offe
r to shoot your installation=2C Dick=2C but I've got > > mine installed now
and it's working fine. I think I'll do like you > > did=2C and shorten tha
t HUGE long cable=2C too. My sender (transducer) > > is at about a 45 degre
e angle within my console=2C and works great. I > > see 5.8 gals/hour durin
g climbout=2C and down to anywhere from > > 3.7-4.4 in cruise mode dependin
g on rpm=2C wind direction=2C etc.> > If you like adventures=2C I'm getting
ready to post todays' rather > > scary...briefly....hop=2C one of several
hops I made in the snow today.> >> > Lynn Matteson> > Kitfox IV Speedster
=2C taildragger> > Jabiru 2200=2C #2062=2C 600.2 hrs> > Sensenich 62x46> >
Electroair direct-fire ignition system> > New skis done and flying> > do no
t archive> >> >> >> > On Jan 24=2C 2009=2C at 9:29 AM=2C Catz631@aol.com wr
ote:> >> >> Lynn=2C> >> In reply to the F210 installation I just wanted to
pass on that > >> I installed my sender about 2 inches above the gascolater
> >> (splicing into the fuel line). I shortened the electrical cord to > >
> about 3 ft (from about 15) and was able to connect to the gauge in > >> m
y panel. It worked out very nicely. I covered both the sender and > >> fuel
line in aircraft fire sleeve and I now have a very stable > >> installatio
n. This is also a vertical installation as the > >> instructions specify. I
f you want a picture of the installation > >> let me know and I will remove
the cowling and send you one.> >> I too like having a fuel flow. Mine is i
ndicating a fuel > >> consumption of 3.3 gal at 5000 rpm. I thought that wa
s rather low > >> on my 912UL but prior computations at a few hundred rpm's
less was > >> revealing 2.8 gph and that was over a 10 hour period. ?????>
>> I love your flying adventures by the way.> >> > >> Dick Maddux> >> F >
>> ox 4-1200> >> > >> Pensacola=2CFl> >>> >> From Wall Street to Main Stree
t and everywhere in between=2C stay up- > >> to-date with the latest news.
_-www.matronics.com/contribution _- > >> ===========
========================> >
====================> > >
Message 26
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Kitfoxers, This will be the last dumb question I ask......tonight. I am
rewiring the panel on the mod 3 582 I am rebuilding. I would like to
leave the switch / fuse portion of the wiring as is . But, it is wired
backwards, at least to my limited electrical experience. The power is
supplied to the switches first & then to the fuses and on out to the
radio, lights, etc.. I don't see anything wrong with this setup. Each
circuit has a switch and a fuse. But, all the switches are connected
together. Is there any problem with this setup?
Pat Reilly
Rockford, IL
Message 27
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| Subject: | Exhaust Manifold |
Kitfoxers. Looking at a closeup of a Bluehead 582 engine installation
Bill Chenoweths), I see the exhaust manifold is installed angled down
with the EGT sensor mounts on the bottom. I swear when I received my
used engine the manifold was mounted angled up with the EGT probe mounts
up. I have reinstalled the engine and mounted the pipe and muffler. Fits
fine with probe mounts up. And looking at it, I believe if I flipped the
manifold over the pipe/muffler would be too low to bolt up. What gives?
Were some engines installed with exhaust manifold up and others down? I
sure hate to remove mine with all the springs saftey wired already, flip
it over and find I am right and the pipe won't bolt up.
Pat Reilly
Mod 3 582 Rebuild
Rockford, IL
Message 28
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| Subject: | re: 26 foot Clipped Wing Kitfox |
I don't want to get into an argument over this, because everyone has their own
opinions, but will relate what I know.
I have flown a PA-22 Pacer with 180 HP and large tires. It files fine into and
out of gravel bars and small bush strips. I can't compare it with a Super Cub
for that because it has been too long since I have flown a PA-18. I like the
PA-18 much better for its tandem seating, stick, split door that opens in flight,
better visibility, and easier to reach flap handle. But the Pacer is a
good, honest airplane, nice to fly, much faster than the PA-18 in cruise, and
can carry four people. And half the price, or less.
My Speedster flies fine with the standard Speedster wing. It is light on the controls,
has an excellent roll rate, gets off quickly, climbs at a good rate,
and is economical with 87 Octane autogas fuel burns from 2.5 GPH putting around
to 5 GPH on long cross-countries. It has climbed over the Sierras and Rockies
fully loaded with plenty of clearance (right over the mountains, no need to
go through passes), and it cruises at a decent speed with such range and stability
that it can make long trips easily. It can land very short and has used
many gravel strips with its 6.00 x 6 tires and Maule tailwheel (which does shimmey
some on pavement).
I can't compare it with a standard Model IV, because I have never flown one or
alongside one. Its cruise speed is 10 MPH faster than that reported by the owner
of a longer-wing version in our area that is otherwise set up exactly the same.
It has flown with a Super Cub just fine (but won't carry the same load).
At high elevations, heavily loaded, on a hot day, and also at high elevations
on wet grass, it does take some runway to get off. Once off, it climbs fine.
The longer wing should have a stall speed lower than 45 mph and may be better
for high-elevation strips or for pure bush flying, with really short strips.
My only complaints are the side-by side seating, the poor forward visibility,
the cramped cabin, the lack of luggage capacity, and the wing is too low to
stand up out of the rain. The best feature is the folding wings.
JA KF IV Speedster @ O70
Message 29
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| Subject: | Interchanging Wings |
Since the wings are so easy to take off and put on, I was wondering if an undercambered
set from a Model III could be installed on a Model IV Speedster to use
for times when good bush performance is desired. Does anybody know???
PS: mine has virtually no dihedral.
JA KFIV Speedster @ O70
Message 30
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| Subject: | Re: Another flying adventure |
Lynn
when I had my skis I sent the front restraint cable so that it was
starting to tighten when the plain was in the standard 3 point position.
there was no way I could get a negative angle on my skis in flight!
Regards
Gary
Gary Algate
SMC, Exploration
Office Phone: +61 8 8276 7655
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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
25/01/2009 12:16 PM
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Subject
Re: Kitfox-List: Another flying adventure
AC 43.13 shows -20 to -35 degree angles for main ski incidence, and a
couple of years ago, when this was a current topic, somebody...a few,
actually...said that 25 was plenty, so I set mine at that figure.
This is the first time I've ever had this happen, and it got my
attention. What caused it I don't know, but I'll be asking advice
from other ski users locally. 43.13 also specs the down force
required to slacken the check cable, and for this size ski it is
20-40 pounds of force. Maybe I need to set mine a bit higher because
of my 15" wide fronts, and narrower...6-1/2" wide rears. Because they
are dissimilar in area, maybe the air got hold of the front area and
blew it down, and the smaller rear area could not balance it out. I
never had this happen on the other skis, and I have exactly the same
cable and shock cord setup....1/8" stainless steel cables and 3/8"
shock cords. The shock cords have 2" of pre-stretch when they are
installed at the maximum positive incidence angle of +5 degrees.
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 600.2 hrs
Sensenich 62x46
Electroair direct-fire ignition system
New skis done and flying
On Jan 24, 2009, at 6:31 PM, Noel Loveys wrote:
>
> 25 Degrees down sounds pretty steep to me. What are the other guys
> using?
>
> Noel
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