Today's Message Index:
----------------------
1. 03:51 AM - Re: Another flying adventure (Lynn Matteson)
2. 05:21 AM - Superflite vs Polyfiber (W Duke)
3. 05:59 AM - VG's (Catz631@aol.com)
4. 05:59 AM - Re: Another flying adventure (Lynn Matteson)
5. 06:23 AM - Re: Another flying adventure/"Ski tuck" (Lynn Matteson)
6. 06:32 AM - Re: VG's (Lynn Matteson)
7. 06:53 AM - Re: Another flying adventure (akflyer)
8. 06:58 AM - Re: Another flying adventure/"Ski tuck" (akflyer)
9. 07:03 AM - Re: VG's (akflyer)
10. 07:16 AM - Re: Another flying adventure (fox5flyer)
11. 07:59 AM - Re: Another flying adventure (Noel Loveys)
12. 08:04 AM - Re: Another flying adventure (Lynn Matteson)
13. 08:07 AM - Re: Panel Wiring (Noel Loveys)
14. 08:34 AM - Re: Re: Another flying adventure (Lynn Matteson)
15. 08:52 AM - Re:short wing pipers (EMAproducts@aol.com)
16. 09:06 AM - Re: Exhaust Manifold (Marco Menezes)
17. 09:10 AM - Re: trip to Oshkosh/big prep, short (Marco Menezes)
18. 09:10 AM - Re: Superflite vs Polyfiber (Larry Huntley)
19. 09:17 AM - Re: Re:short wing pipers (Paul Franz - Merlin GT)
20. 09:36 AM - Re: trip to Oshkosh/big prep, short (Lynn Matteson)
21. 09:45 AM - Re: Another flying adventure/"Ski tuck" (Lynn Matteson)
22. 09:55 AM - Re: Panel Wiring (patrick reilly)
23. 09:58 AM - Re: Exhaust Manifold (patrick reilly)
24. 10:08 AM - Re: Exhaust Manifold (Malcolm Brubaker)
25. 10:09 AM - Re: Another flying adventure/"Ski tuck" (Lynn Matteson)
26. 10:11 AM - Re: Re: checking spark (Peerenboom's)
27. 10:13 AM - Re: Re:short wing pipers (Larry Huntley)
28. 10:14 AM - Re: Another flying adventure (Noel Loveys)
29. 10:17 AM - Re: 26 foot Clipped Wing Kitfox (JetPilot)
30. 10:50 AM - Re: Superflite vs Polyfiber (Ron Liebmann)
31. 11:15 AM - Re: Exhaust Manifold (JC Propeller Design)
32. 11:37 AM - Re: 26 foot Clipped Wing Kitfox (eskflyer)
33. 12:07 PM - Re: Re: 26 foot Clipped Wing Kitfox (Lowell Fitt)
34. 12:36 PM - Enough (Jay & Beverly)
35. 12:57 PM - Re: Short Wing Pipers (crazyivan)
36. 01:18 PM - Re: Another flying adventure (Lynn Matteson)
37. 01:23 PM - Re: Enough (Vic Baker)
38. 01:24 PM - Re: Re: 26 foot Clipped Wing Kitfox (Lynn Matteson)
39. 01:35 PM - Re: Re: VG's (Noel Loveys)
40. 01:41 PM - Rotax 912 overvoltage (Catz631@aol.com)
41. 02:07 PM - Re: Exhaust Manifold (Guy Buchanan)
42. 02:07 PM - Re: Another flying adventure (John W. Hart)
43. 03:31 PM - Re: Rotax 912 overvoltage (Paul Franz - Merlin GT)
44. 04:35 PM - KF IV Distance from DATUM to center of wheel (Francisco Drovetta)
45. 04:57 PM - Re: KF IV Distance from DATUM to center of wheel (eskflyer)
46. 05:07 PM - Re: Enough (Clint Bazzill)
47. 05:13 PM - Fw: Superflite vs Polyfiber (Ron Liebmann)
48. 05:22 PM - Re: KF IV Distance from DATUM to center of wheel (Guy Buchanan)
49. 05:53 PM - Re: KF IV Distance from DATUM to center of wheel (Paul Franz - Merlin GT)
50. 06:06 PM - test (Ron Liebmann)
51. 06:07 PM - Re: KF IV Distance from DATUM to center of wheel (Paul Franz - Merlin GT)
52. 06:57 PM - Re: Re: checking spark (CDE2fly@AOL.COM)
53. 07:16 PM - Re: leading edge cuffs (benburb)
54. 07:51 PM - Back on the list after 9 years! (John Bonewitz)
55. 08:55 PM - Re: 26 foot Clipped Wing Kitfox (av8rps)
56. 09:12 PM - Re: Back on the list after 9 years! (Randy Daughenbaugh)
57. 09:21 PM - Re: Exhaust Manifold (Marco Menezes)
58. 09:35 PM - Re: Re: 26 foot Clipped Wing Kitfox (gary.algate@sandvik.com)
59. 10:09 PM - Layne from Alaska (lkc@juno.com)
Message 1
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| Subject: | Re: Another flying adventure |
Well, the only printed matter that I have to reference is 43.13, and
it allows " -20 to -35 degree ski incidence angle." Others here on
this list thought minus 35 was a lot and said they set theirs at
minus 25, so I did too. It worked fine for the other skis.
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 10:00 PM, patrick reilly wrote:
> Lynn, Is 25 degrees down the normal limit for skis. It seems like
> alot.
>
> Pat Reilly
> Mod 3 582 Rebuild
> Rockford, IL
>
>
> > From: lynnmatt@jps.net
> > Subject: Kitfox-List: Another flying adventure
> > Date: Sat, 24 Jan 2009 16:13:29 -0500
> > To: kitfox-list@matronics.com
> >
> >
> > 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:
> >
> <lynnmatt@jps.net>
> > >
> > > 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 _-
> > >> ==================================
> > >
> > >
> > >
> > >
> > >> _===============
> >
> >
> >
> ============================================================ _-
> ============================================================ _-
> contribution_-
> ===========================================================
Message 2
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| Subject: | Superflite vs Polyfiber |
I have a friend about to begin a Dakota Hawk project and he was wondering a
bout Superflite covering.- I used Polyfiber.- Does anybody have experie
nce with Superflite AND Polyfiber?- We would be interested in their compa
rison.- Thanks in advance.
Maxwell Duke
S6/TD/IO240
Dublin, GA=0A=0A=0A
Message 3
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I know this subject has been covered a thousand times but I thought I would
throw in my 2 cents.
While my BRS chute was off for repack (2 months) I had to have something to
do so I decided to install the VG's I have had on hand for about a year. I
have heard they really don't do much of anything on the Kitfox wing and tail but
why not I am retired! Now they really worked on my Pacer so I was hoping for a
little difference. Unfortunately, I was unable to check the numbers prior to
installing them as my plane was apart for the annual condition inspection.
I finally received the chute, scratched the tar out of my arms reinstalling
it, and went flying. I stalled the airplane and the speed appears to be about
the same. I also did some slow flight and tight turns. The only thing I did
notice was the airplane seems to be more stable at slow speeds. It is hard to
put words on the control feeling but it is there. Is it worth doing? Probably
not. Do I like it? Yes,. My normal approach speed is now down to 55 vs 60 that
I
was using before. It doesn't woller around anymore when you fly it slow if
that makes sense. Of course one thing to possibly realize here is I could have
lost some of the control feel of an impending stall that you might have without
VG's
In any case,I like them and besides they are stuck on, so I better!
**************From Wall Street to Main Street and everywhere in between, stay
up-to-date with the latest news. (http://aol.com?ncid=emlcntaolcom00000023)
Message 4
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| Subject: | Re: Another flying adventure |
Tight at sitting on the ground with tailwheel down? That seems like
it would not allow for going over terrain dips, etc. The shock cords
should hold the positive of 0 degrees to 5 degrees. I'm gonna have to
think about your suggestion over coffee this morning, Gary, but if
43.13 allows up to negative 35, I gotta wonder why. Maybe some
northern resident who lives on skis could answer.
One solution is to always carry a big stick....and don't speak softly
to those %#$@*&_+ skis when/if they do it again!
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 25, 2009, at 2:51 AM, gary.algate@sandvik.com wrote:
>
> 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
>
>
> This e-mail is confidential and it is intended only for the
> addressees. Any review, dissemination, distribution, or copying of
> this message by persons or entities other than the intended
> recipient is prohibited. If you have received this e-mail in error,
> kindly notify us immediately by telephone or e-mail and delete the
> message from your system. The sender does not accept liability for
> any errors or omissions in the contents of this message which may
> arise as a result of the e-mail transmission.
> This year, instead of sending you a Christmas card in the mail, we
> have made a contribution to UNICEF Australia. We wish you a safe
> and happy Christmas".
>
>
> Lynn Matteson <lynnmatt@jps.net>
> Sent by: owner-kitfox-list-server@matronics.com
> 25/01/2009 12:16 PM
> Please respond to
> kitfox-list@matronics.com
>
> To
> kitfox-list@matronics.com
> cc
> 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:
>
> <noelloveys@yahoo.ca>
> >
> > 25 Degrees down sounds pretty steep to me. What are the other guys
> > using?
> >
> > Noel
>
>
> www.matronics.com/contribution _-
> ===========================================================
Message 5
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| Subject: | Re: Another flying adventure/"Ski tuck" |
Well, now I find that the FAA has an official name for what happened
to me yesterday...it is called "ski tuck". I found a reference to ski
tuck in publication "FAA-H-8083-3" It says in part "....when skis
are not rigged properly, or when a pilot exceeds recommended
airspeeds, that a ski will tuck down and give a momentary downward
rotation of the nose of the aircraft. This is generally caused by
spring or bungie (their spelling, not mine) tension not being
sufficient to hold ski tips up. The pitching and yawing will get your
undivided attention." To that last sentence I give a big AMEN!
They go on to say ".....reduce power and reduce the speed of the
aircraft. When the air loads are decreased below the tension of the
spring or bungie, the ski will pitch back up into place and the
control problem will go away. The proper fix is to get a maintenance
shop to correctly adjust the spring or bungie tension and then not
exceed the speed limits on the skis."
That last sentence reminds me that I must get ahold of the dim bulb
that built these skis and slap him about the head a bit and get him
to issue a speed limit for these new skis, and to get him to issue a
new tension tolerance for the "bungies"....damned experimenters, anyway!
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 600.2 hrs
Sensenich 62x46
Electroair direct-fire ignition system
New skis done and flying
Message 6
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Being "stuck on" was the reason that I have decided...so far...not to
install any on my plane, Dick. Unless the VG's come with explicit
instructions for where and how many to install based on good info
from *several* similar planes, I'd have to pass on this experiment
myself. That, plus the problem that comes with keeping the plane
washed...and I hate doing that....and it's a given for me not to try
them.
One other thing I just thought of....if they call for a specific
position and I've got a rib or false rib in the way, what do I do?
What did you do?
I talked to one supplier of VG's, and he said they haven't been real
impressed with their own VG's when used on a Kitfox...don't recall
what model, engine, etc. he was referring to. That pretty much sold me.
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 25, 2009, at 8:56 AM, Catz631@aol.com wrote:
> I know this subject has been covered a thousand times but I thought
> I would throw in my 2 cents.
> While my BRS chute was off for repack (2 months) I had to have
> something to do so I decided to install the VG's I have had on hand
> for about a year. I have heard they really don't do much of
> anything on the Kitfox wing and tail but why not I am retired! Now
> they really worked on my Pacer so I was hoping for a little
> difference. Unfortunately, I was unable to check the numbers prior
> to installing them as my plane was apart for the annual condition
> inspection.
> I finally received the chute, scratched the tar out of my arms
> reinstalling it, and went flying. I stalled the airplane and the
> speed appears to be about the same. I also did some slow flight and
> tight turns. The only thing I did notice was the airplane seems to
> be more stable at slow speeds. It is hard to put words on the
> control feeling but it is there. Is it worth doing? Probably not.
> Do I like it? Yes,. My normal approach speed is now down to 55 vs
> 60 that I was using before. It doesn't woller around anymore when
> you fly it slow if that makes sense. Of course one thing to
> possibly realize here is I could have lost some of the control feel
> of an impending stall that you might have without VG's
> In any case,I like them and besides they are stuck on, so I better!
>
> From Wall Street to Main Street and everywhere in between, stay up-
> to-date with the latest news. _-
> www.matronics.com/contribution _-
> ===========================================================
Message 7
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| Subject: | Re: Another flying adventure |
Lynn Matteson wrote:
> Tight at sitting on the ground with tailwheel down? That seems like
> it would not allow for going over terrain dips, etc. The shock cords
> should hold the positive of 0 degrees to 5 degrees. I'm gonna have to
> think about your suggestion over coffee this morning, Gary, but if
> 43.13 allows up to negative 35, I gotta wonder why. Maybe some
> northern resident who lives on skis could answer.
> One solution is to always carry a big stick....and don't speak softly
> to those %#$@*&_+ skis when/if they do it again!
>
> Lynn Matteson
> Kitfox IV Speedster, taildragger
> Jabiru 2200, #2062, 600.2 hrs
> Sensenich 62x46
> Electroair direct-fire ignition system
> New skis done and flying
>
>
Lynn,
I set mine at -23 per the Avid instructions. The front bungee is pretty tight
at a normal 3 point attitude. It still allows the skis to rotate with the tundra
or loading it onto the trailer.
I would pre-load the bungees more. Are you using mill spec bungee or hardware
store variety? Cold temps does bad things to hardware store cheap bungee. They
stretch and don't come back till it warms up.
If it happens again, just pop the nose of the plane up then push it over a bit,
they will pop back up into the proper attitude.
You bout made me spit coffee all over the new laptop with the bold part LOL.
--------
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=226685#226685
Message 8
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| Subject: | Re: Another flying adventure/"Ski tuck" |
You are not going to get you fox going too fast for the skis unless you are in
a power dive. Just tighten the bungee and have fun playing in the snow.
--------
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=226687#226687
Message 9
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I used the land shorter VGs and can really tell a difference in the air. The AOA
I get before stall is RIDICULOUS. You cant see over the nose yet she is still
flying. The bad part is, to really notice they are on there, you have to
get the nose up, and I cant do it on ski's. I could get the plane in the air
ALOT quicker if I had more AOA on the wing. I have the tall gear etc, but would
like to get that nose even higher. I may take a leaf out of the spring and
take my chances that it will give me more AOA and not break.
--------
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=226689#226689
Message 10
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| Subject: | Re: Another flying adventure |
Lynn sounds like you need to either install stronger bungies or double them
up. I don't think this is a cable problem.
Deke
----- Original Message -----
From: "Lynn Matteson" <lynnmatt@jps.net>
Sent: Saturday, January 24, 2009 9:13 AM
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 11
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| Subject: | Another flying adventure |
I was just wondering... To be honest I haven't checked AC43... I forgot
about your skis being wider on the front. That sure could make a
difference to the amount of llift needed on the buhgees.
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 10:07 PM
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
Message 12
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| Subject: | Re: Another flying adventure |
Nope, definitely not a cable problem...they don't come into play
until the bungies stretch. That is, until the bungie stretches enough
to allow the cable to reach their limits. And all the cables and
bungies are already doubled, as in totally redundant
systems....separate tabs, brackets, tangs, mounting holes, etc.
I've got 3/8" Aircraft Spruce brand new shock cord, so I guess I need
to shorten them just a wee bit. I'll put a tension gauge on them and
see what they are right now. I first ordered 1/2" shock cord
(forgetting what I had ordered two years ago, and not being able to
really tell what size is what by looking and measuring) and that
stuff is WAY too strong for the application....I think! I sent it
back and ordered the 3/8", then found some 3/8" left over from the
previous skis...but did not use it, fearing weakness over the two
years sitting on the shelf. Not knowing how close the tolerances are
for shock cord, or how stringent Spruce is about checking, we are at
their mercy..."let the buyer beware."
One point I should make about Aircraft Spruce shock cord....when I
first started on the skis I made two years ago, I had no idea of what
size I should use, so I ordered 1/4", 5/16", 3/8" and 1/2". The 1/4"
was stronger than the 5/16"! I felt like the 3/8" was what I should
use, based on the 43.13 table that shows 1/2" to be used on 1500-3000
"Ski Limit Load Rating"...(whatever that means). I assumed that my
skis would have lesser load rating than any table that the FAA
published before the LSA planes came along (or if they even cared
about the lighter, smaller planes), so I went with the 3/8" cords,
and they worked for two years. Now with a different ski "footprint",
the air might be getting a better bite on the nose of the ski, and
that may be what pulled the nose of the ski down into the dreaded
"ski tuck", not to be confused with its cousin, Friar Tuck.
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 25, 2009, at 10:15 AM, fox5flyer wrote:
> <fox5flyer@idealwifi.net>
>
> Lynn sounds like you need to either install stronger bungies or
> double them up. I don't think this is a cable problem.
> Deke
>
> ----- Original Message ----- From: "Lynn Matteson" <lynnmatt@jps.net>
> To: <kitfox-list@matronics.com>
> Sent: Saturday, January 24, 2009 9:13 AM
> 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 13
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|
Can you draw a little thumb nail diagram as to what wires you have and how
they are connected? Draw freehand and scan.
Noel
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Pat Reilly
Sent: Sunday, January 25, 2009 12:37 AM
Subject: Kitfox-List: Panel Wiring
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 14
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| Subject: | Re: Another flying adventure |
I'm using Aircraft Spruce, newly purchased for this project, 3/8"
shock cord and new fasteners. I'm gonna shorten them a tad, even
though it is tough for me to slacken them at 3-point position, which
I do when I think of it for overnight or longer hangaring...suggested
by another FAA publication on skiplane flying.
I was thinking long the same lines of saving it....do a power off
stall, and wait for it to return. Then head s-l-o-w-l-y for home and
new skivvies, and a beer or six.
Ya gotta have a spit shield on when readin' my sh--....er, stuff,
Lenni...now and then I get a good one off. : )
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 25, 2009, at 9:52 AM, akflyer wrote:
>
>
> Lynn Matteson wrote:
>> Tight at sitting on the ground with tailwheel down? That seems like
>> it would not allow for going over terrain dips, etc. The shock cords
>> should hold the positive of 0 degrees to 5 degrees. I'm gonna have to
>> think about your suggestion over coffee this morning, Gary, but if
>> 43.13 allows up to negative 35, I gotta wonder why. Maybe some
>> northern resident who lives on skis could answer.
>> One solution is to always carry a big stick....and don't speak softly
>> to those %#$@*&_+ skis when/if they do it again!
>>
>> Lynn Matteson
>> Kitfox IV Speedster, taildragger
>> Jabiru 2200, #2062, 600.2 hrs
>> Sensenich 62x46
>> Electroair direct-fire ignition system
>> New skis done and flying
>>
>>
>
>
> Lynn,
>
> I set mine at -23 per the Avid instructions. The front bungee is
> pretty tight at a normal 3 point attitude. It still allows the
> skis to rotate with the tundra or loading it onto the trailer.
>
> I would pre-load the bungees more. Are you using mill spec bungee
> or hardware store variety? Cold temps does bad things to hardware
> store cheap bungee. They stretch and don't come back till it warms
> up.
>
> If it happens again, just pop the nose of the plane up then push it
> over a bit, they will pop back up into the proper attitude.
>
> You bout made me spit coffee all over the new laptop with the bold
> part LOL.
>
> --------
> 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=226685#226685
>
>
Message 15
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| Subject: | Re:short wing pipers |
Whoops my fingers didn't do what my brain said PA-22's are converted to
PA-20's
Elbie Mendenhall, EM Aviation, LLC
**************From Wall Street to Main Street and everywhere in between, stay
up-to-date with the latest news. (http://aol.com?ncid=emlcntaolcom00000023)
Message 16
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| Subject: | Re: Exhaust Manifold |
My grayhead's exhaust is mounted same as yours, Pat. It all fits and it wor
ks like it's supposed to.
-
Marco Menezes N99KX
Model 2 582-90 C-Box 3:1 w/clutch
--- On Sat, 1/10/09, Pat Reilly <patreilly43@hotmail.com> wrote:
From: Pat Reilly <patreilly43@hotmail.com>
Subject: Kitfox-List: Exhaust Manifold
Kitfoxers. Looking at a closeup of a Bluehead -582 engine installation Bi
ll Chenoweths), I see the exhaust manifold is installed angled down with th
e EGT sensor mounts on the bottom. I swear when I received my used engine t
he manifold was mounted angled up with the EGT probe mounts up. I have rein
stalled the engine and mounted the pipe and muffler. Fits fine with probe m
ounts up. And looking at it, I believe if I flipped the manifold over the p
ipe/muffler would be too low to bolt up. What gives? Were some engines inst
alled 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
=0A=0A=0A
Message 17
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|
| Subject: | Re: trip to Oshkosh/big prep, short |
Dick, that must be some fat firesleeve to fit over the sender. Don't suppos
e you have about 4" of that scrap left over from your installation?
Marco Menezes N99KX
Model 2 582-90 C-Box 3:1 w/clutch
--- On Sat, 1/24/09, Catz631@aol.com <Catz631@aol.com> wrote:
From: Catz631@aol.com <Catz631@aol.com>
Subject: Re: Kitfox-List: trip to Oshkosh/big prep, short
Lynn,
-- In reply to the F210 installation I just wanted to pass on that I in
stalled my sender about 2 inches above the gascolater (splicing into the fu
el 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 ha
ve 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 c
omputations 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.
=0A=0A=0A
Message 18
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|
| Subject: | Re: Superflite vs Polyfiber |
A friend did his Pacer in Superflite and thinks it is quite heavy. I
used to use Polt,but now use Stewart's. Stewart's is quite a bit lighter
and not toxic. That is what I just used to recovered my 4-1200. (and
my Tripacer)
Larry Huntley 4-1200 Soob EA81 AMAX redrive,warp drive
prop.
----- Original Message -----
From: W Duke
To: kitfox-list@matronics.com
Sent: Sunday, January 25, 2009 8:20 AM
Subject: Kitfox-List: Superflite vs Polyfiber
I have a friend about to begin a Dakota Hawk project and he was
wondering about Superflite covering. I used Polyfiber. Does anybody
have experience with Superflite AND Polyfiber? We would be interested
in their comparison. Thanks in advance.
Maxwell Duke
S6/TD/IO240
Dublin, GA
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
-------------------------------------------------------------------------
-----
Checked by AVG - http://www.avg.com
1/24/2009 8:40 PM
Message 19
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| Subject: | Re:short wing pipers |
On Sun, January 25, 2009 8:50 am, EMAproducts@aol.com wrote:
>
>
> Whoops my fingers didn't do what my brain said PA-22's are converted to
> PA-20's
What I learned here is that there are STC's for conversion of PA-20's to PA-22's.
I
was unaware of the early PA-20 version. So apparently conversions have been done
and
there are STC's for both tricycle <==> conventional swaps.
--
Paul A. Franz
Registration/Aircraft - N14UW/Merlin GT
Engine/Prop - Rotax 914/NSI CAP
Bellevue WA
425.241.1618 Cell
Message 20
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| Subject: | Re: trip to Oshkosh/big prep, short |
2.8 gph? man, I gotta get one of those engines that you're using!
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 25, 2009, at 12:08 PM, Marco Menezes wrote:
> Dick, that must be some fat firesleeve to fit over the sender.
> Don't suppose you have about 4" of that scrap left over from your
> installation?
> Marco Menezes N99KX
> Model 2 582-90 C-Box 3:1 w/clutch
>
> --- On Sat, 1/24/09, Catz631@aol.com <Catz631@aol.com> wrote:
> From: Catz631@aol.com <Catz631@aol.com>
> Subject: Re: Kitfox-List: trip to Oshkosh/big prep, short
> To: kitfox-list@matronics.com
> Date: Saturday, January 24, 2009, 9:29 AM
>
> 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.
>
> _-
> ========================
> 3D=======================3
> ========================
> 3D=======================3
> ========================
> 3D=======================3
> _-
> ========================
> 3D=======================3
> D============
Message 21
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| Subject: | Re: Another flying adventure/"Ski tuck" |
Earlier I mentioned FAA publication #FAA-H-8083-3. Another source
for more extensive information on ski and float-equipped airplanes
(and choppers) can be found in FAA-H-8083-23, which finally surfaced
when I cleaned up the "publication area"...that area of my floor
where the publications all drop from my hands when I fall asleep
while reading them.
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 25, 2009, at 9:21 AM, Lynn Matteson wrote:
>
> Well, now I find that the FAA has an official name for what
> happened to me yesterday...it is called "ski tuck". I found a
> reference to ski tuck in publication "FAA-H-8083-3" It says in
> part "....when skis are not rigged properly, or when a pilot
> exceeds recommended airspeeds, that a ski will tuck down and give a
> momentary downward rotation of the nose of the aircraft. This is
> generally caused by spring or bungie (their spelling, not mine)
> tension not being sufficient to hold ski tips up. The pitching and
> yawing will get your undivided attention." To that last
> sentence I give a big AMEN!
>
> They go on to say ".....reduce power and reduce the speed of the
> aircraft. When the air loads are decreased below the tension of the
> spring or bungie, the ski will pitch back up into place and the
> control problem will go away. The proper fix is to get a
> maintenance shop to correctly adjust the spring or bungie tension
> and then not exceed the speed limits on the skis."
>
> That last sentence reminds me that I must get ahold of the dim bulb
> that built these skis and slap him about the head a bit and get him
> to issue a speed limit for these new skis, and to get him to issue
> a new tension tolerance for the "bungies"....damned experimenters,
> anyway!
>
> Lynn Matteson
> Kitfox IV Speedster, taildragger
> Jabiru 2200, #2062, 600.2 hrs
> Sensenich 62x46
> Electroair direct-fire ignition system
> New skis done and flying
>
>
Message 22
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Noel=2C Thanks for reply. I have a scanner that I haven't learned how to us
e yet. I will try to figure it out later. A panel master switch connects
one terminal of each of the switches with a common wire. The other switch t
erminal runs to a fuse and then a wire from the fuse to the load=2C radio
=2C strobe light=2C nav lights=2C etc. There is a different fuse that estab
lishes a circuit for each load. All schematics that I am familiar with run
from the buss to individual fuses first=2C then to a switch and then to the
load. Pat ReillyMod 3 582 RebuildRockford=2C IL
From: noelloveys@yahoo.caTo: kitfox-list@matronics.comSubject: RE: Kitfox-L
ist: Panel WiringDate: Sun=2C 25 Jan 2009 12:36:25 -0330
Can you draw a little thumb nail diagram as to what wires you have and how
they are connected? Draw freehand and scan.
Noel
From: owner-kitfox-list-server@matronics.com [mailto:owner-kitfox-list-serv
er@matronics.com] On Behalf Of Pat ReillySent: Sunday=2C January 25=2C 2009
12:37 AMTo: kitfox-list@matronics.comSubject: Kitfox-List: Panel Wiring
Kitfoxers=2C This will be the last dumb question I ask......tonight. I am r
ewiring the panel on the mod 3 582 I am rebuilding. I would like to leave t
he switch / fuse portion of the wiring as is . But=2C it is wired backwards
=2C 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=2C lights=2C
etc.. I don't see anything wrong with this setup. Each circuit has a switc
h and a fuse. But=2C all the switches are connected together. Is there any
problem with this setup?
Pat Reilly
Rockford=2C IL http://www.matronics.com/Navigator?Kitfox-Listhttp://forums
.matronics.comhttp://www.matronics.com/contribution
Message 23
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| Subject: | Exhaust Manifold |
Marco=2C Thanks for info. How do you like that clutch?
do not archivePat ReillyMod 3 582 RebuildRockford=2C IL
Kitfox-List: Exhaust ManifoldTo: kitfox-list@matronics.com
My grayhead's exhaust is mounted same as yours=2C Pat. It all fits and it w
orks like it's supposed to.
Marco Menezes N99KX
Model 2 582-90 C-Box 3:1 w/clutch--- On Sat=2C 1/10/09=2C Pat Reilly <patre
illy43@hotmail.com> wrote:
From: Pat Reilly <patreilly43@hotmail.com>Subject: Kitfox-List: Exhaust Man
ifoldTo: kitfox-list@matronics.comDate: Saturday=2C January 10=2C 2009=2C 3
:25 PM
Kitfoxers. Looking at a closeup of a Bluehead 582 engine installation Bill
Chenoweths)=2C I see the exhaust manifold is installed angled down with th
e EGT sensor mounts on the bottom. I swear when I received my used engine t
he manifold was mounted angled up with the EGT probe mounts up. I have rein
stalled the engine and mounted the pipe and muffler. Fits fine with probe m
ounts up. And looking at it=2C I believe if I flipped the manifold over the
pipe/muffler would be too low to bolt up. What gives? Were some engines in
stalled with exhaust manifold up and others down? I sure hate to remove min
e with all the springs saftey wired already=2C flip it over and find I am r
ight and the pipe won't bolt up.
Pat Reilly
Mod 3 582 Rebuild
Rockford=2C IL
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Message 24
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| Subject: | Re: Exhaust Manifold |
has anybody ever figured out how much power is lost or the effect it has on
accurate egt readings- by chopping the elbow and muffler?
--- On Sun, 1/25/09, Marco Menezes <msm_9949@yahoo.com> wrote:
From: Marco Menezes <msm_9949@yahoo.com>
Subject: Re: Kitfox-List: Exhaust Manifold
My grayhead's exhaust is mounted same as yours, Pat. It all fits and it wor
ks like it's supposed to.
-
Marco Menezes N99KX
Model 2 582-90 C-Box 3:1 w/clutch
--- On Sat, 1/10/09, Pat Reilly <patreilly43@hotmail.com> wrote:
From: Pat Reilly <patreilly43@hotmail.com>
Subject: Kitfox-List: Exhaust Manifold
Kitfoxers. Looking at a closeup of a Bluehead -582 engine installation Bi
ll Chenoweths), I see the exhaust manifold is installed angled down with th
e EGT sensor mounts on the bottom. I swear when I received my used engine t
he manifold was mounted angled up with the EGT probe mounts up. I have rein
stalled the engine and mounted the pipe and muffler. Fits fine with probe m
ounts up. And looking at it, I believe if I flipped the manifold over the p
ipe/muffler would be too low to bolt up. What gives? Were some engines inst
alled 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
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
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=0A=0A=0A
Message 25
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| Subject: | Re: Another flying adventure/"Ski tuck" |
At the risk of annoying those that count posts, I feel I should set
the record straight on two matters. The latest publication of the two
I mentioned, FAA-H-8083-23, published in 2004, says in the Preface:
"This handbook supercedes (sic) Chapters 16 and 17 of FAA_H_8083-3,
Airplane Flying Handbook, dated 1999. This handbook is available for
download from the Flight Standards Service Web site at http://av-
info.faa.gov. This Web site also provides information about
availability of printed copies."
This is important stuff because the latest publication now apparently
accepts the spelling "bungee" as superseding the former spelling of
"bungie," as found in the earlier publication. They still need to
work on "supersedes"
Kidding aside, the newest publication is very informative on matters
pertaining to ski flying, from this rookies' view, and they've got me
reassured that my "ski tuck" was not an unusual happening.
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 600.2 hrs
Sensenich 62x46
Electroair direct-fire ignition system
New skis done and flying
Message 26
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|
| Subject: | Re: checking spark |
Most of the problems I have had with a 300rpm drop were traced to a spark
plug cap. Two were the spring clip for the top of the plug. Check the fit of
each plug. "If it don't click pitch"
Paul N102DG
Model IV 912UL
----- Original Message -----
From: "Roger Lee" <ssadiver1@yahoo.com>
Sent: Saturday, January 24, 2009 7:41 PM
Subject: Kitfox-List: 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 27
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| Subject: | Re:short wing pipers |
You're all right Elbie. I noticed earlier that I had said they brought
out the PA-22 Pacer instead of PA20 pacer.
You show up everywhere! Larry Huntley B75L
----- Original Message -----
From: EMAproducts@aol.com
To: kitfox-list@matronics.com
Sent: Sunday, January 25, 2009 11:50 AM
Subject: Kitfox-List: Re:short wing pipers
Whoops my fingers didn't do what my brain said PA-22's are converted
to PA-20's
Elbie Mendenhall, EM Aviation, LLC
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From Wall Street to Main Street and everywhere in between, stay
up-to-date with the latest news.
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Checked by AVG - http://www.avg.com
1/24/2009 8:40 PM
Message 28
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| Subject: | Another flying adventure |
Lynn:
What page in AC43 did you find the spec for the skis?
I've been looking and found nothing on installation.
Noel
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Lynn Matteson
Sent: Sunday, January 25, 2009 10:26 AM
Subject: Re: Kitfox-List: Another flying adventure
Tight at sitting on the ground with tailwheel down? That seems like
it would not allow for going over terrain dips, etc. The shock cords
should hold the positive of 0 degrees to 5 degrees. I'm gonna have to
think about your suggestion over coffee this morning, Gary, but if
43.13 allows up to negative 35, I gotta wonder why. Maybe some
northern resident who lives on skis could answer.
One solution is to always carry a big stick....and don't speak softly
to those %#$@*&_+ skis when/if they do it again!
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 25, 2009, at 2:51 AM, gary.algate@sandvik.com wrote:
>
> 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
>
>
> This e-mail is confidential and it is intended only for the
> addressees. Any review, dissemination, distribution, or copying of
> this message by persons or entities other than the intended
> recipient is prohibited. If you have received this e-mail in error,
> kindly notify us immediately by telephone or e-mail and delete the
> message from your system. The sender does not accept liability for
> any errors or omissions in the contents of this message which may
> arise as a result of the e-mail transmission.
> "This year, instead of sending you a Christmas card in the mail, we
> have made a contribution to UNICEF Australia. We wish you a safe
> and happy Christmas".
>
>
> Lynn Matteson <lynnmatt@jps.net>
> Sent by: owner-kitfox-list-server@matronics.com
> 25/01/2009 12:16 PM
> Please respond to
> kitfox-list@matronics.com
>
> To
> kitfox-list@matronics.com
> cc
> 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:
>
> <noelloveys@yahoo.ca>
> >
> > 25 Degrees down sounds pretty steep to me. What are the other guys
> > using?
> >
> > Noel
>
>
> www.matronics.com/contribution _-
> ===========================================================
Message 29
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| Subject: | Re: 26 foot Clipped Wing Kitfox |
Dick Maddux wrote:
> Well, Lowell, junior's at it again. Maybe we are missing the boat. He might be
a rocket scientist or senior aeronautical engineer.
>
Dick,
The only comments you or Lowell have posted in relation to the subject of cutting
a Kitfox wings to 26 feet have nothing to do with the subject at hand. Lowell
only tried to distract people away from the facts with his post, and your
post has zero information on this subject, and does is nothing other than try
to belittle me. If you think I am wrong and am giving Paul bad advice, lets hear
why. A childish and uncalled for comment like you just posted just reflects
very badly on you. You being an ex military and airline pilot, I really expected
you to post something far more intelligent and informative on this subject
than this. You are not the person I thought you were.
What Paul needs is good information on the likely results of clipping his Kitfox
wings down to 26 feet. If you disagree with me, post some factual information
as to why, and something that can help anyone that is thinking about shortening
the wingspan of their Kitfox make an informed decision. This is a good
subject and it should be kept on topic.
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=226730#226730
Message 30
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|
| Subject: | Re: Superflite vs Polyfiber |
Hi Max,
Four guys from EAA 790 in Barrington IL used the Superflite system back
in 1992, 93 & 94 and still are very happy with their polyurethane
process. More recently I completed restoring a 1941 Taylorcraft using
their complete system. I'll try to include pictures of both my Kitfox
and the T-Craft for you to see a final product. If ya have questions you
can e-mail me off line. rliebmann@comcast.net
Ron N55KF
----- Original Message -----
From: W Duke
To: kitfox-list@matronics.com
Sent: Sunday, January 25, 2009 7:20 AM
Subject: Kitfox-List: Superflite vs Polyfiber
I have a friend about to begin a Dakota Hawk project and he was
wondering about Superflite covering. I used Polyfiber. Does anybody
have experience with Superflite AND Polyfiber? We would be interested
in their comparison. Thanks in advance.
Maxwell Duke
S6/TD/IO240
Dublin, GA
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Message 31
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| Subject: | Re: Exhaust Manifold |
Yes ask Dick about that
----- Original Message -----
From: Malcolm Brubaker
To: kitfox-list@matronics.com
Sent: Sunday, January 25, 2009 6:59 PM
Subject: Re: Kitfox-List: Exhaust Manifold
has anybody ever figured out how much power is lost or the
effect it has on accurate egt readings by chopping the elbow and
muffler?
--- On Sun, 1/25/09, Marco Menezes <msm_9949@yahoo.com> wrote:
From: Marco Menezes <msm_9949@yahoo.com>
Subject: Re: Kitfox-List: Exhaust Manifold
To: kitfox-list@matronics.com
Date: Sunday, January 25, 2009, 5:04 PM
My grayhead's exhaust is mounted same as yours, Pat. It
all fits and it works like it's supposed to.
Marco Menezes N99KX
Model 2 582-90 C-Box 3:1 w/clutch
--- On Sat, 1/10/09, Pat Reilly
<patreilly43@hotmail.com> wrote:
From: Pat Reilly <patreilly43@hotmail.com>
Subject: Kitfox-List: Exhaust Manifold
To: kitfox-list@matronics.com
Date: Saturday, January 10, 2009, 3:25 PM
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
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
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3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
__________ Information from ESET NOD32 Antivirus, version of
virus signature database 3798 (20090125) __________
The message was checked by ESET NOD32 Antivirus.
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| Subject: | Re: 26 foot Clipped Wing Kitfox |
UHHH Rocket dude . Are you a expert who can say that 26 foot wing is bad , Have
you done this and verified how horrible it will be in your opinion .
I to fly a short wing PIPER and love it . PA22/20 with 150 HP . Absolutely no
bad habits at all. Now i did own a kitfox and darn you cant see over the dash
when the tail is down . Is that a horrible problem Gee how many have ground looped
a kitfox ?. Does this make the Kitfox a horrible plane ?. No it does not
at all. they both are a rudder plane you stay on your toes or you might be on
your nose.
That being said i think you need need to pull your head out and breath some fresh
air Mike .
OK i know i will be banned again lol.
John N3579erA
--------
FLY FUN FLY LOW FLY SLOW
John Perry
Kitfox 2 N718PD
582 cbox 2:62-1 IVO IFA
1220 Full Lotus
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=226741#226741
Message 33
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| Subject: | Re: 26 foot Clipped Wing Kitfox |
Comeon Mike,
There is no good information on Paul's plan. Paul is an experimenter.
Nobody has gone on before, so no one has anything to say. He has an idea
and wants to persue it. Your "good information" about how bad the Tripacer
and Pacer fly has been soundly debunked by a number of experienced list
members so your "good information" is worth less than junk. I spent a
couple of hours this morning on the web reading about airfoils. It would
take an aeronotical engineer to predict what the increased wing loading
would do to performance. That is all the clipping would do, increase wing
loading and possibly the angle of attack. And I suspect what the unnamed
aeronotical engineer would do is put the numbers in his computer and it
would spit out the results. That said though, I suspect if he had
significant airfoil design experience he could likely predict trends.
As for you and me, trying to do the same by using hangar talk, aircraft
history (Piper TriPacer - different airfoil to be sure), or any other
irrelivent nonsense neither helps Paul nor is it informative to list
members. That is why I haven't commented on his plans, and I respectfully
invite you to refrain as well. It might surprise you that you are the only
one reading these posts that think your comments have any relevency.
Lowell
----- Original Message -----
From: "JetPilot" <orcabonita@hotmail.com>
Sent: Sunday, January 25, 2009 10:14 AM
Subject: Kitfox-List: Re: 26 foot Clipped Wing Kitfox
>
>
> Dick Maddux wrote:
>> Well, Lowell, junior's at it again. Maybe we are missing the boat. He
>> might be a rocket scientist or senior aeronautical engineer.
>>
>
>
> Dick,
>
> The only comments you or Lowell have posted in relation to the subject of
> cutting a Kitfox wings to 26 feet have nothing to do with the subject at
> hand. Lowell only tried to distract people away from the facts with his
> post, and your post has zero information on this subject, and does is
> nothing other than try to belittle me. If you think I am wrong and am
> giving Paul bad advice, lets hear why. A childish and uncalled for
> comment like you just posted just reflects very badly on you. You being
> an ex military and airline pilot, I really expected you to post something
> far more intelligent and informative on this subject than this. You are
> not the person I thought you were.
>
> What Paul needs is good information on the likely results of clipping his
> Kitfox wings down to 26 feet. If you disagree with me, post some factual
> information as to why, and something that can help anyone that is thinking
> about shortening the wingspan of their Kitfox make an informed decision.
> This is a good subject and it should be kept on topic.
>
> 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=226730#226730
>
>
>
Message 34
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Enough short wing Pipers.
Enough sniping.
PLEASE!
Jay C. S-6, 290-D Lyc. Arkansas
Do not archive
Message 35
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| Subject: | Re: Short Wing Pipers |
You're right. It isn't a death trap. Look up the NTSB database. The "deathtrap"
reputation came from the fact that some Pacers had their wings break off.
They identified this as a problem a long time ago and found that the wing struts
were rusting and failing. Since then an AD was issued and they came out with
sealed struts and stronger attachment forks. The only Pacers that lost their
wings over the past 20 years were those that didn't comply with the AD. There
was one where the spar cracked off but that was due to shoddy extensive maintenance
by the owner (non A&P).
--------
Dave
Speedster 912 UL
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=226753#226753
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| Subject: | Re: Another flying adventure |
The ski info is all in AC 43.13-2A, which seems to be an addition to
43.13-1B combined with change 1. The actual page numbers for the ski
installation are pages 33-41. This is according to my copy which is
dated 9/8/98. The skis stuff shows "Rev 1977" If you have the actual
book, it's way in the back...if you're going online to view it, I
have no idea except to look for "-2A". As usual, FAA thinking went
into this, and I can't make sense out of their numbering system.
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 25, 2009, at 1:12 PM, Noel Loveys wrote:
>
> Lynn:
>
> What page in AC43 did you find the spec for the skis?
>
> I've been looking and found nothing on installation.
>
> Noel
>
> -----Original Message-----
> From: owner-kitfox-list-server@matronics.com
> [mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Lynn
> Matteson
> Sent: Sunday, January 25, 2009 10:26 AM
> To: kitfox-list@matronics.com
> Subject: Re: Kitfox-List: Another flying adventure
>
>
> Tight at sitting on the ground with tailwheel down? That seems like
> it would not allow for going over terrain dips, etc. The shock cords
> should hold the positive of 0 degrees to 5 degrees. I'm gonna have to
> think about your suggestion over coffee this morning, Gary, but if
> 43.13 allows up to negative 35, I gotta wonder why. Maybe some
> northern resident who lives on skis could answer.
> One solution is to always carry a big stick....and don't speak softly
> to those %#$@*&_+ skis when/if they do it again!
>
> 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 25, 2009, at 2:51 AM, gary.algate@sandvik.com wrote:
>
>>
>> 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
>>
>>
>> This e-mail is confidential and it is intended only for the
>> addressees. Any review, dissemination, distribution, or copying of
>> this message by persons or entities other than the intended
>> recipient is prohibited. If you have received this e-mail in error,
>> kindly notify us immediately by telephone or e-mail and delete the
>> message from your system. The sender does not accept liability for
>> any errors or omissions in the contents of this message which may
>> arise as a result of the e-mail transmission.
>> "This year, instead of sending you a Christmas card in the mail, we
>> have made a contribution to UNICEF Australia. We wish you a safe
>> and happy Christmas".
>>
>>
>>
>>
>>
>>
>>
>> Lynn Matteson <lynnmatt@jps.net>
>> Sent by: owner-kitfox-list-server@matronics.com
>> 25/01/2009 12:16 PM
>> Please respond to
>> kitfox-list@matronics.com
>>
>> To
>> kitfox-list@matronics.com
>> cc
>> 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:
>>
>> <noelloveys@yahoo.ca>
>>>
>>> 25 Degrees down sounds pretty steep to me. What are the other guys
>>> using?
>>>
>>> Noel
>>
>>
>>
>>
>>
>>
>> www.matronics.com/contribution _-
>> ===========================================================
>
>
Message 37
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I second that!
do not archive
Vic Baker
S7 912S Warp
Phase 1 flight testing
Carson City, Nv
----- Original Message -----
From: "Jay & Beverly" <valleyairport@cotterweb.com>
Sent: Sunday, January 25, 2009 12:28 PM
Subject: Kitfox-List: Enough
> <valleyairport@cotterweb.com>
>
> Enough short wing Pipers.
>
> Enough sniping.
>
> PLEASE!
>
> Jay C. S-6, 290-D Lyc. Arkansas
>
> Do not archive
>
>
>
Message 38
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| Subject: | Re: 26 foot Clipped Wing Kitfox |
Hey John...long time no hear from. You gave me much-needed advice
when I built my first set of skis (when you were in Oklahoma?
Kansas? ) Just finished another pair, and they work fine too.
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 25, 2009, at 2:34 PM, eskflyer wrote:
>
> UHHH Rocket dude . Are you a expert who can say that 26 foot wing
> is bad , Have you done this and verified how horrible it will be in
> your opinion .
> I to fly a short wing PIPER and love it . PA22/20 with 150 HP .
> Absolutely no bad habits at all. Now i did own a kitfox and darn
> you cant see over the dash when the tail is down . Is that a
> horrible problem Gee how many have ground looped a kitfox ?. Does
> this make the Kitfox a horrible plane ?. No it does not at all.
> they both are a rudder plane you stay on your toes or you might be
> on your nose.
>
> That being said i think you need need to pull your head out and
> breath some fresh air Mike .
>
> OK i know i will be banned again lol.
>
> John N3579erA
>
> --------
> FLY FUN FLY LOW FLY SLOW
> John Perry
> Kitfox 2 N718PD
> 582 cbox 2:62-1 IVO IFA
> 1220 Full Lotus
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=226741#226741
>
>
Message 39
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|
Go to a spring shop and have them anneal the spring, give it a new bend and
re-temper it. Spring shops can work on all the leaves at the same time.
Don't try it at home.
Noel
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of akflyer
Sent: Sunday, January 25, 2009 11:33 AM
Subject: Kitfox-List: Re: VG's
I used the land shorter VGs and can really tell a difference in the air.
The AOA I get before stall is RIDICULOUS. You cant see over the nose yet
she is still flying. The bad part is, to really notice they are on there,
you have to get the nose up, and I cant do it on ski's. I could get the
plane in the air ALOT quicker if I had more AOA on the wing. I have the
tall gear etc, but would like to get that nose even higher. I may take a
leaf out of the spring and take my chances that it will give me more AOA and
not break.
--------
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=226689#226689
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|
| Subject: | Rotax 912 overvoltage |
Here's a new one for me. I just installed a Monroy 300 traffic alerter in my
panel. One of the features of this unit is an indication of voltage. It warns
you if your voltage exceeds 14.8 volts. (aural warning as well as indicated
voltage) I got that warning today. It indicated a max of 15 volts momentary and
varied between about 13.8 and 14.5 depending on the engine speed. The warning
on the Monroy was confirmed by my analog voltmeter. After searching through
all the manuals I finally came up with a chart in the installation manual that
talked about the normal voltage values of the silicone rectifier. I am running
too high. It mentioned cleaning the connections,overheat,etc. Has anyone had
this problem? Any ideas on how to proceed. I hate to buy a new voltage
regulator as they are expensive. There is very little in the books on this and
no way
to adjust the voltage that I know of.
Thanks!
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 41
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|
| Subject: | Re: Exhaust Manifold |
At 09:59 AM 1/25/2009, you wrote:
>has anybody ever figured out how much power is lost or the effect it
>has on accurate egt readings by chopping the elbow and muffler?
Malcolm,
I extended my muffler back to Rotax specs and saw no effect
whatsoever, EGT or otherwise. I couldn't fix the elbow because I
didn't have room. I'd love to make a custom exhaust, but just don't
have the tools to make nice expansions with curves.
Guy Buchanan
San Diego, CA
K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar.
Message 42
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| Subject: | Another flying adventure |
The URL for AC 43.13-1B is:
http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular
.nsf/0/99C827DB9BAAC81B86256B4500596C4E?OpenDocument
The URL for AC 43.13-2B is:
http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular
.nsf/0/11E144125D63FE548625740A00731B4A?OpenDocument
These are the current AC's with changes. AC 43.13-1B is downloadable by
chapter (LARGE AC), and AC 43.13-2B is a single file for the entire AC.
John Hart
KF IV, NSI Subaru
Wilburton, OK
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Lynn Matteson
Sent: Sunday, January 25, 2009 3:12 PM
Subject: Re: Kitfox-List: Another flying adventure
The ski info is all in AC 43.13-2A, which seems to be an addition to
43.13-1B combined with change 1. The actual page numbers for the ski
installation are pages 33-41. This is according to my copy which is
dated 9/8/98. The skis stuff shows "Rev 1977" If you have the actual
book, it's way in the back...if you're going online to view it, I
have no idea except to look for "-2A". As usual, FAA thinking went
into this, and I can't make sense out of their numbering system.
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 25, 2009, at 1:12 PM, Noel Loveys wrote:
>
> Lynn:
>
> What page in AC43 did you find the spec for the skis?
>
> I've been looking and found nothing on installation.
>
> Noel
>
> -----Original Message-----
> From: owner-kitfox-list-server@matronics.com
> [mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Lynn
> Matteson
> Sent: Sunday, January 25, 2009 10:26 AM
> To: kitfox-list@matronics.com
> Subject: Re: Kitfox-List: Another flying adventure
>
>
> Tight at sitting on the ground with tailwheel down? That seems like
> it would not allow for going over terrain dips, etc. The shock cords
> should hold the positive of 0 degrees to 5 degrees. I'm gonna have to
> think about your suggestion over coffee this morning, Gary, but if
> 43.13 allows up to negative 35, I gotta wonder why. Maybe some
> northern resident who lives on skis could answer.
> One solution is to always carry a big stick....and don't speak softly
> to those %#$@*&_+ skis when/if they do it again!
>
> 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 25, 2009, at 2:51 AM, gary.algate@sandvik.com wrote:
>
>>
>> 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
>>
>>
>> This e-mail is confidential and it is intended only for the
>> addressees. Any review, dissemination, distribution, or copying of
>> this message by persons or entities other than the intended
>> recipient is prohibited. If you have received this e-mail in error,
>> kindly notify us immediately by telephone or e-mail and delete the
>> message from your system. The sender does not accept liability for
>> any errors or omissions in the contents of this message which may
>> arise as a result of the e-mail transmission.
>> "This year, instead of sending you a Christmas card in the mail, we
>> have made a contribution to UNICEF Australia. We wish you a safe
>> and happy Christmas".
>>
>>
>>
>>
>>
>>
>>
>> Lynn Matteson <lynnmatt@jps.net>
>> Sent by: owner-kitfox-list-server@matronics.com
>> 25/01/2009 12:16 PM
>> Please respond to
>> kitfox-list@matronics.com
>>
>> To
>> kitfox-list@matronics.com
>> cc
>> 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:
>>
>> <noelloveys@yahoo.ca>
>>>
>>> 25 Degrees down sounds pretty steep to me. What are the other guys
>>> using?
>>>
>>> Noel
>>
>>
>>
>>
>>
>>
>> www.matronics.com/contribution _-
>> ===========================================================
>
>
Message 43
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|
| Subject: | Re: Rotax 912 overvoltage |
On Sun, January 25, 2009 1:30 pm, Catz631@aol.com wrote:
> Here's a new one for me. I just installed a Monroy 300 traffic alerter in my
> panel. One of the features of this unit is an indication of voltage. It warns
> you if your voltage exceeds 14.8 volts. (aural warning as well as indicated
> voltage) I got that warning today. It indicated a max of 15 volts momentary and
> varied between about 13.8 and 14.5 depending on the engine speed. The warning
> on the Monroy was confirmed by my analog voltmeter. After searching through
> all the manuals I finally came up with a chart in the installation manual that
> talked about the normal voltage values of the silicone rectifier. I am running
> too high. It mentioned cleaning the connections,overheat,etc. Has anyone had
> this problem? Any ideas on how to proceed. I hate to buy a new voltage
> regulator as they are expensive. There is very little in the books on this and
no way
> to adjust the voltage that I know of.
Post this on the Aeroelectric List. Likely Bob Nucholls will respond with the precise
answer which could involve the alternator/generator too.
--
Paul A. Franz
Registration/Aircraft - N14UW/Merlin GT
Engine/Prop - Rotax 914/NSI CAP
Bellevue WA
425.241.1618 Cell
Message 44
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| Subject: | KF IV Distance from DATUM to center of wheel |
Hi!
Someone knows which is the distance from DATUM line to "center of wheel"
in Kitfox Model IV ??
See jpg attached of Highlander (www.justkitplanes.com)
I need the same image of Kitfox IV, to find answer to my question.
Can you help me?
Tks
FD
www.dcubj3.com.br
Message 45
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| Subject: | Re: KF IV Distance from DATUM to center of wheel |
Need one more answer to answer your question . What landing gear are you using
? wide tall gear ?. Narrow gear?. or the spring gear ?.
ex718PD
New 3579erA
John
--------
FLY FUN FLY LOW FLY SLOW
John Perry
Kitfox 2 N718PD
582 cbox 2:62-1 IVO IFA
1220 Full Lotus
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=226785#226785
Message 46
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Why don't you guys Email your pet projects to each other and not on this li
st.
It seems like a chat room and I spend a lot of time deleting this stuff.
Clint
> From: vr_baker@nvbell.net> To: kitfox-list@matronics.com> Subject: Re: Ki
tfox-List: Enough> Date: Sun=2C 25 Jan 2009 13:17:09 -0800> > --> Kitfox-Li
st message posted by: "Vic Baker" <vr_baker@nvbell.net>> > I second that!>
> do not archive> > Vic Baker> S7 912S Warp> Phase 1 flight testing> Carson
City=2C Nv> ----- Original Message ----- > From: "Jay & Beverly" <valleyai
rport@cotterweb.com>> To: <kitfox-list@matronics.com>> Sent: Sunday=2C Janu
ary 25=2C 2009 12:28 PM> Subject: Kitfox-List: Enough> > > > --> Kitfox-Lis
t message posted by: "Jay & Beverly" > > <valleyairport@cotterweb.com>> >>
> Enough short wing Pipers.> >> > Enough sniping.> >> > PLEASE!> >> > Jay C
=============> > >
Message 47
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| Subject: | Superflite vs Polyfiber |
If I sent this out twice, please forgive. Computer glitch on my end.
Subject: Re: Kitfox-List: Superflite vs Polyfiber
Hi Max,
Four guys from EAA 790 in Barrington IL used the Superflite system back
in 1992, 93 & 94 and still are very happy with their polyurethane
process. More recently I completed restoring a 1941 Taylorcraft using
their complete system. I'll try to include pictures of both my Kitfox
and the T-Craft for you to see a final product. If ya have questions you
can e-mail me off line. rliebmann@comcast.net
Ron N55KF
----- Original Message -----
From: W Duke
To: kitfox-list@matronics.com
Sent: Sunday, January 25, 2009 7:20 AM
Subject: Kitfox-List: Superflite vs Polyfiber
I have a friend about to begin a Dakota Hawk project and he was
wondering about Superflite covering. I used Polyfiber. Does anybody
have experience with Superflite AND Polyfiber? We would be interested
in their comparison. Thanks in advance.
Maxwell Duke
S6/TD/IO240
Dublin, GA
-Matt Dralle, List Admin.
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
Message 48
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| Subject: | Re: KF IV Distance from DATUM to center of wheel |
At 04:30 PM 1/25/2009, you wrote:
>Someone knows which is the distance from DATUM
>line to "center of wheel" in Kitfox Model IV ??
>
I'll try this again, Francisco,
At 03:15 PM 1/17/2009, you wrote:
>I=B4d like to know if my spring aluminium (Grove
>Type) landing gear is in correct position.
>with this configuration, could be dangerous to land?
Francisco,
Sad to say it does appear that your
landing gear are further aft than is typical with
Grove gear. However, the only thing that matters
are the numbers. My plane has its axle 1.875"
(48mm) behind the leading edge when in the
measurement configuration, which means the lower
door sill / fuselage bottom is horizontal, and
the plane is "empty". When in that configuration,
7.3% of the weight is on the tail wheel. (The
tail wheel is 163" (4140mm) behind the leading
edge.) Also in that configuration my CG is 13.68"
(347mm) behind the leading edge. Let us know how that compares to yours.
Guy Buchanan
San Diego, CA
K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar.
Message 49
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| Subject: | Re: KF IV Distance from DATUM to center of wheel |
On Sun, January 25, 2009 4:30 pm, Francisco Drovetta wrote:
> Hi!
> Someone knows which is the distance from DATUM line to "center of wheel" in Kitfox
> Model IV ??
For ease and safety in landing, the gear should be set as far forward as practicable.
The limit is usually dictated by the fuselage structure, that is, you can only
mount
it to the forward limit of the fuselage. But in your case with what looks like
a
forward mounted and heavy engine, weight and balance might be the limiting factor.
If you can supply the moment arms and weights of your existing setup, I can calculate
what happens when you move the gear.
I would need:
moment arm and weight of the main gear
moment arm and scale weight of tail wheel
moment arm and weight on main gear (empty, no fuel or oil) at tire contact point
moment arm for oil in crankcase
moment arm for fuel in tanks.
moment arm for occupants
moment arm for baggage
If the existing gear is not going to be used then I need the weight of the proposed
gear and location of it's c.g. relative to the fore and aft mounting positions.
>
> See jpg attached of Highlander (www.justkitplanes.com)
> I need the same image of Kitfox IV, to find answer to my question.
>
> Can you help me?
>
> Tks
> FD
> www.dcubj3.com.br
>
>
--
Paul A. Franz
Registration/Aircraft - N14UW/Merlin GT
Engine/Prop - Rotax 914/NSI CAP
Bellevue WA
425.241.1618 Cell
Message 50
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test do not archive
Message 51
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| Subject: | Re: KF IV Distance from DATUM to center of wheel |
On Sun, January 25, 2009 4:30 pm, Francisco Drovetta wrote:
> Hi!
> Someone knows which is the distance from DATUM line to "center of wheel" in Kitfox
> Model IV ??
>
> See jpg attached of Highlander (www.justkitplanes.com)
> I need the same image of Kitfox IV, to find answer to my question.
Check out the photo of Bruce Hoisington's Series 7 KF with what appears to be Grove
gear.
<http://www.kitfoxaircraft.com/images/Recent%20Completions/BHoisington.htm>
It looks like the gear is mounted about where yours is, slightly behind the datum
(leading edge of wing).
--
Paul A. Franz
Registration/Aircraft - N14UW/Merlin GT
Engine/Prop - Rotax 914/NSI CAP
Bellevue WA
425.241.1618 Cell
Message 52
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| Subject: | Re: checking spark |
Thanks to everyone offering advice on trouble shooting my ignition concerns.
The engine is a new (never run) 912S. An update on the trouble shooting
efforts over the weekend are as follows:
1. I purchased an inductive timing light to check spark to each plug. This
worked GREAT! Simply power the light by clipping power and ground leads to
the battery and clip the inductive pick-up on to each plug wire one at a
time, while cranking the engine. If the light strobes, there is voltage to the
plug. Really slick way to check for spark without removing plugs.
2. Results of my testing showed that six of the eight plugs are getting
voltage. The plugs at the top of cylinders 3 and 4 were not. These plugs are
both wired to the same dual ignition coil.
3. Trying to isolate the problem, I swapped ignition unit plugs so that
unit "A" was driving circuit "B" and vice-versa. This resulted in no
change...still no voltage to the top plugs in cylinders 3 and 4 but this should
confirm that the ignition units are functioning properly (i.e., not damaged)
4. When I first installed the engine (going back a year or so), I recall
removing one of the magneto pick-ups as I wrestled to get the engine on the
ring mount (not necessary as it turns out!). Thinking I may not have
reinstalled the pick up correctly, I removed the engine from the airplane to access
the
pick ups and check the one I removed for proper position (as well as the
others) with a feeler gage. The pick-ups were in the correct location.
5. This leads me to suspect that there is either a faulty magneto pick-up
or faulty coil. Not sure if the coil was damaged from spinning the engine
w/out plugs grounded or not. Since this is my first 912S install, I purchased
a
video which suggested removing one plug from each cylinder and cranking the
engine with the starter to purge air pockets from the oil system prior to
first start (which I did). Based on feedback from this forum, this is not
advised.
If anyone has ideas to trouble shoot the ignition coil, please let me know.
Chris
Kitfox 7 912S
**************Know Your Numbers: Get tips and tools to help you improve your
credit score.
(http://www.walletpop.com/credit/credit-reports?ncid=emlcntuswall00000002)
Message 53
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| Subject: | Re: leading edge cuffs |
I built & have been flying a Kitfox III/912ULS since '95- and never heard of leading
edge cuffs. I must have slept through that class. I have always been disappointed
that I can fly my Cherokee 180 just as slowly as I can my Kitfox (about
44mph indicated.) Would cuffs make a difference? Are they still available-
or at least in plans form? Thanks for any input. Ben
--------
Kitfox III/IV. Rotax 912UL. Warp Drive 2 blade. On and off Aerocet amphibs.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=226808#226808
Message 54
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| Subject: | Back on the list after 9 years! |
Hello everyone. I'd like to re-introduce myself to the list. I'm a Series V
owner who purchased his kit from SkyStar back in 1996. Four years later I
had my first flight in my Lycoming O-235 powered Fox. Almost nine years
later, I'm still having a ball, though fuel prices have kept the hours low
the last couple of years. Unfortunately, I've kind of lost touch with the
"list" since finishing the plane, and have mostly been lurking.
This year, I've resolved to fly more (outside my commercial pilot job) and
plan some longer trips away from base. I live in the Dallas / Fort Worth
area and over the past years have flown a handful of long cross-country
trips. I've made two pilgrimages to OSH, two to Telluride Colorado, and one
to the Grand Canyon, though it's been awhile since I've made any long trips
like this. Hopefully, this will change this year.
I'd be interested to hear from any builders who have installed the O-235.
I'm powering a Warpdrive 3 blade and the combination has been a joy - smooth
and remarkably reliable, though I do miss the short takeoff roll you Rotax
guys enjoy. Poor elevator authority in the flare has been the only real
complaint I've had. It keeps flap use to one notch, and I always wheel land.
I'd like to experiment with a combination of elevator gap seals and VG's to
combat this. So any of you flying w/ the O235, please contact me on or off
the list. I'd be interested in talking to you. Also, anyone who has used the
"Land Shorter" VG's under the horizontal stab, I'd like to hear your
opinion. I'm sure a search of the archives will produces some good info as
well. I'm glad to be back. Hopefully I can contribute more in the future.
Best Regards,
John Bonewitz
Kitfox Series V
Message 55
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| Subject: | Re: 26 foot Clipped Wing Kitfox |
Hey Gang,
I'm sorry for causing such a stir over my idea of clipping the wings on my Kitfox.
Causing arguments between my Kitfox pals was the last thing I intended.
I was just looking for some good input.
And honestly, I really do appreciate all the comments I received, whether perceived
by some as good, or bad. And for those of you that think I am nuts for even
thinking of doing this, well... I appreciate your concern. But I'm going
to go ahead with my idea. As many of us have said, it is an experiment and no
one will know until one of us does it. And since cutting the tips off is only
a temporary measure (as long as I make the tips re-installable like I had planned),
it shouldn't be a big deal even if it doesn't work out.
OK, maybe the first test flight with the short wing could prove interesting, but
I really don't think that will be the case. And even if it does, I've been
flying Avids and Kitfoxes since the mid 80's, and after accumlating nearly 3,000
hours in them in just about every possible configuration they come in, I haven't
found anything scary about one of them yet. In a worse case scenario, the
slightly shorter wing will at minimum prove to be educational. (smile)
Regarding the discussion about airfoil selection, I found this about the RV lineups
airfoils;
RV Airfoil info
>From the very first iteration the RV-3 has always used the 23012 airfoil. All
the two-seat short wing RVs (-4, -6, -7 and -8) use the 23013.5. All the 23000
series airfoils have the same basic shape, the only difference in these airfoils
is the thickness. The thickness is given by the last digits. The 23012 airfoil
is 12% thick (i.e. the maximum thickness is 12% of the wing chord) while
the 23013.5 is 13.5% thick. The 23000 series is extremely widely used, on
everything from Taylorcrafts to Cessna Citations, so RVs are in good company.
When the -3B wing was introduced in 1998 it retained the 23012 airfoil
but featured a new internal structure. The trade-offs that Van made when selecting
13.5% thickness for the RV-4 (and subsequent 2 seat designs except RV-9)
versus the 12% from the RV-3 were a fairly sizeable structural benefit (varies
as the cube of spar depth) against a small increase in section drag... really
a hair-splitter in the speed realm that RV's typically operate. Section drag
doesn't start to become a very big deal until you get above roughly 15% thick.
I just thought that was interesting in light of our conversations about airfoils
and wings.
I'll be out in the shop with my Sawzall if anyone is looking for me...
Paul
--------
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=226815#226815
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| Subject: | Back on the list after 9 years! |
Welcome back John!
I remember your name from when I first started on the list about 9 years
ago!
Randy
- flying for 4+ years Series 5/7 912S Warpdrive taper tip
Do not archive.
_____
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of John Bonewitz
Sent: Sunday, January 25, 2009 8:46 PM
Subject: Kitfox-List: Back on the list after 9 years!
Hello everyone. I'd like to re-introduce myself to the list. I'm a Series V
owner who purchased his kit from SkyStar back in 1996. Four years later I
had my first flight in my Lycoming O-235 powered Fox. Almost nine years
later, I'm still having a ball, though fuel prices have kept the hours low
the last couple of years. Unfortunately, I've kind of lost touch with the
"list" since finishing the plane, and have mostly been lurking.
This year, I've resolved to fly more (outside my commercial pilot job) and
plan some longer trips away from base. I live in the Dallas / Fort Worth
area and over the past years have flown a handful of long cross-country
trips. I've made two pilgrimages to OSH, two to Telluride Colorado, and one
to the Grand Canyon, though it's been awhile since I've made any long trips
like this. Hopefully, this will change this year.
I'd be interested to hear from any builders who have installed the O-235.
I'm powering a Warpdrive 3 blade and the combination has been a joy - smooth
and remarkably reliable, though I do miss the short takeoff roll you Rotax
guys enjoy. Poor elevator authority in the flare has been the only real
complaint I've had. It keeps flap use to one notch, and I always wheel land.
I'd like to experiment with a combination of elevator gap seals and VG's to
combat this. So any of you flying w/ the O235, please contact me on or off
the list. I'd be interested in talking to you. Also, anyone who has used the
"Land Shorter" VG's under the horizontal stab, I'd like to hear your
opinion. I'm sure a search of the archives will produces some good info as
well. I'm glad to be back. Hopefully I can contribute more in the future.
Best Regards,
John Bonewitz
Kitfox Series V
Message 57
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| Subject: | Exhaust Manifold |
I like it fine Pat. Makes a big difference at idle, alot less shaking. The
thought of an engine-out situation and resulting free-wheeling prop freaks
me out a bit, but that topic has been beaten to death here.
-
Marco Menezes N99KX
Model 2 582-90 C-Box 3:1 w/clutch
--- On Sun, 1/25/09, patrick reilly <patreilly43@hotmail.com> wrote:
From: patrick reilly <patreilly43@hotmail.com>
Subject: RE: Kitfox-List: Exhaust Manifold
#yiv377796825 .hmmessage P
{
margin:0px;padding:0px;}
#yiv377796825 {
font-size:10pt;font-family:Verdana;}
Marco, Thanks for info. How do you like that clutch?
do not archive
Pat Reilly
Mod 3 582 Rebuild
Rockford, IL
From: msm_9949@yahoo.com
Subject: Re: Kitfox-List: Exhaust Manifold
My grayhead's exhaust is mounted same as yours, Pat. It all fits and it wor
ks like it's supposed to.
-
Marco Menezes N99KX
Model 2 582-90 C-Box 3:1 w/clutch
--- On Sat, 1/10/09, Pat Reilly <patreilly43@hotmail.com> wrote:
From: Pat Reilly <patreilly43@hotmail.com>
Subject: Kitfox-List: Exhaust Manifold
Kitfoxers. Looking at a closeup of a Bluehead -582 engine installation Bi
ll Chenoweths), I see the exhaust manifold is installed angled down with th
e EGT sensor mounts on the bottom. I swear when I received my used engine t
he manifold was mounted angled up with the EGT probe mounts up. I have rein
stalled the engine and mounted the pipe and muffler. Fits fine with probe m
ounts up. And looking at it, I believe if I flipped the manifold over the p
ipe/muffler would be too low to bolt up. What gives? Were some engines inst
alled 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
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
=0A=0A=0A
Message 58
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| Subject: | Re: 26 foot Clipped Wing Kitfox |
hey Paul
Keep us updated - I still have my old skill saw and if you get really good
results I might have to consider clipping my clipped wing - hmm make it
easy to get in the hanger too
regards
Gary
Gary Algate
SMC, Exploration
Office Phone: +61 8 8276 7655
This e-mail is confidential and it is intended only for the addressees.
Any review, dissemination, distribution, or copying of this message by
persons or entities other than the intended recipient is prohibited. If
you have received this e-mail in error, kindly notify us immediately by
telephone or e-mail and delete the message from your system. The sender
does not accept liability for any errors or omissions in the contents of
this message which may arise as a result of the e-mail transmission.
?This year, instead of sending you a Christmas card in the mail, we have
made a contribution to UNICEF Australia. We wish you a safe and happy
Christmas".
"av8rps" <paul676@tds.net>
Sent by: owner-kitfox-list-server@matronics.com
26/01/2009 03:53 PM
Please respond to
kitfox-list@matronics.com
To
kitfox-list@matronics.com
cc
Subject
Kitfox-List: Re: 26 foot Clipped Wing Kitfox
Hey Gang,
I'm sorry for causing such a stir over my idea of clipping the wings on my
Kitfox. Causing arguments between my Kitfox pals was the last thing I
intended. I was just looking for some good input.
And honestly, I really do appreciate all the comments I received, whether
perceived by some as good, or bad. And for those of you that think I am
nuts for even thinking of doing this, well... I appreciate your concern.
But I'm going to go ahead with my idea. As many of us have said, it is an
experiment and no one will know until one of us does it. And since
cutting the tips off is only a temporary measure (as long as I make the
tips re-installable like I had planned), it shouldn't be a big deal even
if it doesn't work out.
OK, maybe the first test flight with the short wing could prove
interesting, but I really don't think that will be the case. And even if
it does, I've been flying Avids and Kitfoxes since the mid 80's, and after
accumlating nearly 3,000 hours in them in just about every possible
configuration they come in, I haven't found anything scary about one of
them yet. In a worse case scenario, the slightly shorter wing will at
minimum prove to be educational. (smile)
Regarding the discussion about airfoil selection, I found this about the
RV lineups airfoils;
RV Airfoil info
>From the very first iteration the RV-3 has always used the 23012 airfoil.
All the two-seat short wing RVs (-4, -6, -7 and -8) use the 23013.5. All
the 23000 series airfoils have the same basic shape, the only difference
in these airfoils is the thickness. The thickness is given by the last
digits. The 23012 airfoil is 12% thick (i.e. the maximum thickness is 12%
of the wing chord) while the 23013.5 is 13.5% thick. The 23000 series
is extremely widely used, on everything from Taylorcrafts to Cessna
Citations, so RVs are in good company. When the -3B wing was
introduced in 1998 it retained the 23012 airfoil but featured a new
internal structure. The trade-offs that Van made when selecting 13.5%
thickness for the RV-4 (and subsequent 2 seat designs except RV-9) versus
the 12% from the RV-3 were a fairly sizeable structural benefit (varies as
the cube of spar depth) against a small increase in section drag... really
a hair-splitter in the speed realm that RV's typic!
ally operate. Section drag doesn't start to become a very big deal until
you get above roughly 15% thick.
I just thought that was interesting in light of our conversations about
airfoils and wings.
I'll be out in the shop with my Sawzall if anyone is looking for me...
Paul
--------
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=226815#226815
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| Subject: | Layne from Alaska |
Is this the Andrew that came up to Alaska a couple yrs ago and stayed wi
th us? If so, how are you doing? Do you want to come up again? Give
a reply , Layne
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