Today's Message Index:
----------------------
1. 04:53 AM - Re: polyfiber (fox5flyer)
2. 05:40 AM - Re: Re: KFM Battery Size (Dee Young)
3. 05:55 AM - Re: polyfiber (Bob Brennan)
4. 06:04 AM - Re: Brake rotors (Lynn Matteson)
5. 06:33 AM - Re: polyfiber (Glenn Horne)
6. 06:59 AM - Re: KFM Battery Size (Roger Lee)
7. 07:10 AM - Re: Brake rotors (Roger Lee)
8. 07:34 AM - Re: Re: KFM Battery Size (Dee Young)
9. 08:44 AM - Re: KFM Battery Size (akflyer)
10. 09:08 AM - Re: Brake rotors (Clint Bazzill)
11. 09:34 AM - Re: Problem with FLUTTER ? ! ? ! (WurlyBird)
12. 09:52 AM - Re: Re: KFM Battery Size (Lynn Matteson)
13. 09:53 AM - Re: 815TL finaly takes to the air!! (815TL)
14. 10:16 AM - Re: Brake rotors (Lynn Matteson)
15. 11:13 AM - Re: Problem with FLUTTER ? ! ? ! (akflyer)
16. 11:16 AM - Re: Re: KFM Battery Size (Dee Young)
17. 11:33 AM - Re: Re: KFM Battery Size (Clint Bazzill)
18. 11:37 AM - Re: Brake rotors (Clint Bazzill)
19. 12:03 PM - Re: Brake rotors (Lynn Matteson)
20. 12:14 PM - Re: Re: Problem with FLUTTER ? ! ? ! (Lynn Matteson)
21. 12:17 PM - Re: Brake rotors (Clint Bazzill)
22. 12:19 PM - KFM Battery Size (fox5flyer)
23. 12:24 PM - Re: Re: KFM Battery Size (Jim_and_Lucy Chuk)
24. 12:25 PM - Re: Re: Problem with FLUTTER ? ! ? ! (Noel Loveys)
25. 01:47 PM - Re: Re: KFM Battery Size (Dee Young)
26. 02:04 PM - Re: Re: KFM Battery Size (Dee Young)
27. 02:57 PM - Re: KFM Battery Size (akflyer)
28. 03:24 PM - Re: Brake rotors (Jim Crowder)
29. 04:54 PM - Re: Re: KFM Battery Size (Lowell FITT)
30. 05:10 PM - Battery Size (Dee Young)
31. 06:28 PM - Re: Brake rotors (Lynn Matteson)
32. 07:02 PM - Re: Re: KFM Battery Size (Noel Loveys)
33. 07:36 PM - Re: Problem with FLUTTER ? ! ? ! (WurlyBird)
34. 08:04 PM - Re: Re: Problem with FLUTTER ? ! ? ! (Noel Loveys)
35. 08:04 PM - Re: Re: Problem with FLUTTER ? ! ? ! (Noel Loveys)
36. 08:04 PM - Re: Brake rotors (Lynn Matteson)
37. 08:12 PM - Re: Re: Problem with FLUTTER ? ! ? ! (Noel Loveys)
38. 08:34 PM - Re: Calibrating and instrument (Paul Franz - Merlin GT)
39. 09:40 PM - Re: Brake rotors (akflyer)
Message 1
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Yes.
Deke
----- Original Message -----
From: "rufas" <koch@cebridge.net>
Sent: Thursday, February 12, 2009 11:55 PM
Subject: Kitfox-List: polyfiber
>
> Should you spray a white aerothane base coat, before you apply your top
> coat of aerothane to enhance the color ?
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=230058#230058
>
>
>
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| Subject: | Re: KFM Battery Size |
Roger do you think this battery would have a enough zip to spin a cold
engine @ 0 degrees?
Dee Young
N345DY
Model II
Do not archive
----- Original Message -----
From: Roger Lee<mailto:ssadiver1@yahoo.com>
To: kitfox-list@matronics.com<mailto:kitfox-list@matronics.com>
Sent: Thursday, February 12, 2009 9:07 PM
Subject: Kitfox-List: Re: KFM Battery Size
<ssadiver1@yahoo.com<mailto:ssadiver1@yahoo.com>>
They use the Odyssey PC310 in the Flight Design with the Rotax 912ULS.
I have had mine over 2 years now and no issues. It is a military spec
battery.
--------
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=230050#230050<http://forums
.matronics.com/viewtopic.php?p=230050#230050>
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avigator?Kitfox-List>
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on>
Message 3
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Add my vote as "yes". I had to spray over black registration letters on my
wings with a bright yellow. It was the most of the left and right fuselage
sides and all of the underside of one wing so I bought a quart and used it
all - I'd say I had to spray about 5 coats to cover black with yellow and
probably would have been smarter to start with white.
Bob Brennan - N717GB
ELSA Repairman, inspection rated
1991 UK Model 2 ELSA Kitfox
Rotax 582 with 3 blade prop
Wrightsville Pa
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of rufas
Sent: 12 February 2009 11:55 pm
Subject: Kitfox-List: polyfiber
Should you spray a white aerothane base coat, before you apply your top coat
of aerothane to enhance the color ?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=230058#230058
Message 4
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| Subject: | Re: Brake rotors |
My Model IV manual shows the lightening holes in the brake rotors to
be an owner-modified option. I did the drilling and cutting on mine,
and have had no problems whatsoever in over 600 hours.
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 605 hrs
Sensenich 62x46
Electroair direct-fire ignition system
New skis done and flying
On Feb 13, 2009, at 12:09 AM, charles cook wrote:
> I noticed that my model II Matco brakes has a rotor that has
> lighting holes drilled all over. The newer brake assembly that came
> off a model IV that I am installing does not. Has anybody heard if
> there has been a problem with the older rotors?
>
> Charles Cook
> N363KF 582
> ATL
>
>
Message 5
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Use polytone white for the under layer,then come back with the aerothane
GLENN HORNE
Kitfox Model II
-----
Subject: Re: Kitfox-List: polyfiber
>
>
>>
>> Should you spray a white aerothane base coat, before you apply your top
>> coat of aerothane to enhance the color ?
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=230058#230058
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
>
>
Message 6
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| Subject: | Re: KFM Battery Size |
Yes I do. Many Flight Design pilots living around the world live in climates that
cold or worse. The Oddyssey battery is a very good battery, but it also likes
to be charged. Two things that make the starting process much easier. Keep
the battery charged. If you fly once a week or more no problem, but if it's once
every 4 weeks put a float charger on it. Second keep the oil/engine warm before
starting. There are several ways people do this. Really cold oil even though
it still pours may slow the engine rotation just enough to keep it from firing
especially if the battery is down some also. If you don't keep the battery
charged and a very cold engine then you may have an issue.
--------
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=230096#230096
Message 7
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| Subject: | Re: Brake rotors |
Matco as of recent has started to lighten up their brake systems. I believe this
was due to several factors. One being the LSA Mfg's wanted lighter brakes for
aircraft sold overseas. Their weight limit for the plane is 450Kgs instead of
our 600kgs. This was an issue for Flight Design planes where these Mfg's count
ounces and not lbs.. I am an OEM for Matco brakes. Also it would stand to make
since that less material used in the entire Matco brake line products would
add up to lowering cost. The older rotors were quite thick and heavy. Now many
newer rotors are thinner and have debris/water removing groves cut in. In the
last year they have done some redesigning. They have made a flange mount brake
for the Flight Design round axle socket so it can be adjusted for toe-in and
out plus camber. They have been great to work with.
--------
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=230097#230097
Message 8
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| Subject: | Re: KFM Battery Size |
Roger
I am using the Odyssey 925 but Clint says its like putting a golf cart
battery in a Cessna. I take that to mean it must be way to small???? I
know what you mean about the cold engine and oil but your telling me I
need a smaller battery. Why would a smaller battery be better????
Dee Young
N345DY
Model II
Do not archive
----- Original Message -----
From: Roger Lee<mailto:ssadiver1@yahoo.com>
To: kitfox-list@matronics.com<mailto:kitfox-list@matronics.com>
Sent: Friday, February 13, 2009 7:58 AM
Subject: Kitfox-List: Re: KFM Battery Size
<ssadiver1@yahoo.com<mailto:ssadiver1@yahoo.com>>
Yes I do. Many Flight Design pilots living around the world live in
climates that cold or worse. The Oddyssey battery is a very good
battery, but it also likes to be charged. Two things that make the
starting process much easier. Keep the battery charged. If you fly once
a week or more no problem, but if it's once every 4 weeks put a float
charger on it. Second keep the oil/engine warm before starting. There
are several ways people do this. Really cold oil even though it still
pours may slow the engine rotation just enough to keep it from firing
especially if the battery is down some also. If you don't keep the
battery charged and a very cold engine then you may have an issue.
--------
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=230096#230096<http://forums
.matronics.com/viewtopic.php?p=230096#230096>
http://www.matronics.com/Navigator?Kitfox-List<http://www.matronics.com/N
avigator?Kitfox-List>
http://www.matronics.com/contribution<http://www.matronics.com/contributi
on>
Message 9
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| Subject: | Re: KFM Battery Size |
Roger Lee wrote:
> Yes I do. Many Flight Design pilots living around the world live in climates
that cold or worse. The Oddyssey battery is a very good battery, but it also likes
to be charged. Two things that make the starting process much easier. Keep
the battery charged. If you fly once a week or more no problem, but if it's
once every 4 weeks put a float charger on it. Second keep the oil/engine warm
before starting. There are several ways people do this. Really cold oil even though
it still pours may slow the engine rotation just enough to keep it from
firing especially if the battery is down some also. If you don't keep the battery
charged and a very cold engine then you may have an issue.
Anytime it is below freezing we preheat the 4 stroke engines. Using a red dragon
and cowl blanket, I can take a 0320 from -20 to 110 degrees in about 25 minutes.
--------
DO NOT ARCHIVE
Leonard Perry aka SNAKE
Soldotna AK
Avid "C" / Mk IV
582 IVO IFA
Full Lotus 1260
#1 snake oil salesman since 1-22-2009
hander outer of humorless darwin awards
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=230115#230115
Message 10
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I also drilled and cut to save weight. With a 912UL had a hard time holdin
g the airplane on runup. Did fast runups=2C bought new rotors=2C cut extra
material on outside but drilled no holes. That worked with the 912UL and
can hold my 912ULS now. With a 72 inch 3 blade prop and 912ULS a lot of th
rust. Should be no problem with a Jabiru.
Clint> From: lynnmatt@jps.net> Subject: Re: Kitfox-List: Brake rotors> Date
: Fri=2C 13 Feb 2009 09:03:46 -0500> To: kitfox-list@matronics.com> > --> K
itfox-List message posted by: Lynn Matteson <lynnmatt@jps.net>> > My Model
IV manual shows the lightening holes in the brake rotors to > be an owner-m
odified option. I did the drilling and cutting on mine=2C > and have had no
problems whatsoever in over 600 hours.> > Lynn Matteson> Kitfox IV Speedst
er=2C taildragger> Jabiru 2200=2C #2062=2C 605 hrs> Sensenich 62x46> Electr
oair direct-fire ignition system> New skis done and flying> > > > > On Feb
13=2C 2009=2C at 12:09 AM=2C charles cook wrote:> > > I noticed that my mod
el II Matco brakes has a rotor that has > > lighting holes drilled all over
. The newer brake assembly that came > > off a model IV that I am installin
g does not. Has anybody heard if > > there has been a problem with the olde
=========> > >
Message 11
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| Subject: | Re: Problem with FLUTTER ? ! ? ! |
Guy, I updated my info for ya. I was waiting until I was back in the States and
then forgot.
>From here on out if I am going to post to this board I will make sure to be as
absolutely specific about everything I mention so as not to offend anybody who
wishes to not talk in laymen's terms, as this obviously degrades us all. Furthermore,
I will be sure to read and familiarize myself with all applicable manuals
and publications before posting a query to assure that I use only the most
accurate nomenclature since clearly anyone who refers to a rod end bearing
as anything but is not intelligent enough to be a pilot. I offer my sincerest
apologies for any harm my poor selection of words and and the unprepared nature
of my post may have caused. And to anybody who feels this apology is directed
at YOU . . . Get Bent! [Wink]
Float Flyer, what is shim stock? I am imagining a little brass "top hat" shaped
washer or bushing that would change the ID of a hole. Am I close? Where could
I get something like that?
AKFlyer, thanks for clarifying for me. Good looking out.
To those who responded off line, thanks for the in depth help.
I flew again yesterday after having tightened up as many of the rod end through
bolts as possible, as well as adding washers where possible to keep the bearing
from sliding on the through bolt, and there were no issues during the flight.
I still need to go flying with a GPS because I still feel that the ASI is
not accurate all the time. It is odd because it seems to be on at some times
and way high at others. I think it is indicating about 95 when I am actually
doing about 75. In any case I am keeping it below Vne indicated and will work
the bugs out as I go. Thanks for the help guys. :D
--------
James
Kitfox 3 / 582 / GSC prop
4 hrs of instruction and climbing (I solo tomorrow)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=230122#230122
Message 12
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| Subject: | Re: KFM Battery Size |
I've seen some VERY big golf cart batteries....are you sure that your
interpretation of what Clint said is correct? Maybe he could offer
another analogy to clear up the issue.
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 605 hrs
Sensenich 62x46
Electroair direct-fire ignition system
New skis done and flying
do not archive
On Feb 13, 2009, at 10:33 AM, Dee Young wrote:
> Roger
>
> I am using the Odyssey 925 but Clint says its like putting a golf
> cart battery in a Cessna. I take that to mean it must be way to
> small???? I know what you mean about the cold engine and oil but
> your telling me I need a smaller battery. Why would a smaller
> battery be better????
>
> Dee Young
> N345DY
> Model II
>
> Do not archive
>
>
> ----- Original Message -----
> From: Roger Lee
> To: kitfox-list@matronics.com
> Sent: Friday, February 13, 2009 7:58 AM
> Subject: Kitfox-List: Re: KFM Battery Size
>
>
> Yes I do. Many Flight Design pilots living around the world live in
> climates that cold or worse. The Oddyssey battery is a very good
> battery, but it also likes to be charged. Two things that make the
> starting process much easier. Keep the battery charged. If you fly
> once a week or more no problem, but if it's once every 4 weeks put
> a float charger on it. Second keep the oil/engine warm before
> starting. There are several ways people do this. Really cold oil
> even though it still pours may slow the engine rotation just enough
> to keep it from firing especially if the battery is down some also.
> If you don't keep the battery charged and a very cold engine then
> you may have an issue.
>
> --------
> 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=230096#230096
>
>
> http://www.matronnbsp; via the Web title=http://
> forums.matronics.com/ href="http://forums.matronics.com">http://
> forums.matronics.com
> _p; generous bsp; title=http://
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> contribution">http://www.matronics.com/c================
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Message 13
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| Subject: | Re: 815TL finaly takes to the air!! |
Just an update on the EGT issue I had, in case anyone is interested. I just got
back from the airport, went down on my lunch break. I swapped the sensors around,
and then ran up the engine. The same side of the EGT gague was showing
the higer temp, so that means it followed the sensor, and is not an actual reading.
So it looks like for whatever reason that sensor is reading about 100-150*
high.
Not a problem as long as I know about it.
Andrew
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=230125#230125
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| Subject: | Re: Brake rotors |
I don't know about that last statement, Clint....I was flying the
other day and I held the brakes as hard as I could and I couldn't
hold the Jabiru back. : )
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 605 hrs
Sensenich 62x46
Electroair direct-fire ignition system
New skis done and flying
do not archive
On Feb 13, 2009, at 12:07 PM, Clint Bazzill wrote:
> I also drilled and cut to save weight. With a 912UL had a hard
> time holding the airplane on runup. Did fast runups, bought new
> rotors, cut extra material on outside but drilled no holes. That
> worked with the 912UL and can hold my 912ULS now. With a 72 inch 3
> blade prop and 912ULS a lot of thrust. Should be no problem with a
> Jabiru.
>
>
> Clint
>
Message 15
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| Subject: | Re: Problem with FLUTTER ? ! ? ! |
Whurly,
Mine does the same thing.. just remember winds aloft. You have to use the GPS
and either fly in absolutely no wind or fly a grid to plot out true results.
Many times my airspeed is 95-100 with a ground speed of 40-45. The airframe only
cares what the airspeed says.
--------
DO NOT ARCHIVE
Leonard Perry aka SNAKE
Soldotna AK
Avid "C" / Mk IV
582 IVO IFA
Full Lotus 1260
#1 snake oil salesman since 1-22-2009
hander outer of humorless darwin awards
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=230132#230132
Message 16
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| Subject: | Re: KFM Battery Size |
That might be good.
----- Original Message -----
From: Lynn Matteson<mailto:lynnmatt@jps.net>
To: kitfox-list@matronics.com<mailto:kitfox-list@matronics.com>
Sent: Friday, February 13, 2009 10:51 AM
Subject: Re: Kitfox-List: Re: KFM Battery Size
<lynnmatt@jps.net<mailto:lynnmatt@jps.net>>
I've seen some VERY big golf cart batteries....are you sure that your
interpretation of what Clint said is correct? Maybe he could offer
another analogy to clear up the issue.
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 605 hrs
Sensenich 62x46
Electroair direct-fire ignition system
New skis done and flying
do not archive
On Feb 13, 2009, at 10:33 AM, Dee Young wrote:
> Roger
>
> I am using the Odyssey 925 but Clint says its like putting a golf
> cart battery in a Cessna. I take that to mean it must be way to
> small???? I know what you mean about the cold engine and oil but
> your telling me I need a smaller battery. Why would a smaller
> battery be better????
>
> Dee Young
> N345DY
> Model II
>
> Do not archive
>
>
> ----- Original Message -----
> From: Roger Lee
> To: kitfox-list@matronics.com<mailto:kitfox-list@matronics.com>
> Sent: Friday, February 13, 2009 7:58 AM
> Subject: Kitfox-List: Re: KFM Battery Size
>
<ssadiver1@yahoo.com<mailto:ssadiver1@yahoo.com>>
>
> Yes I do. Many Flight Design pilots living around the world live in
> climates that cold or worse. The Oddyssey battery is a very good
> battery, but it also likes to be charged. Two things that make the
> starting process much easier. Keep the battery charged. If you fly
> once a week or more no problem, but if it's once every 4 weeks put
> a float charger on it. Second keep the oil/engine warm before
> starting. There are several ways people do this. Really cold oil
> even though it still pours may slow the engine rotation just enough
> to keep it from firing especially if the battery is down some also.
> If you don't keep the battery charged and a very cold engine then
> you may have an issue.
>
> --------
> 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=230096#230096<http://forums
.matronics.com/viewtopic.php?p=230096#230096>
>
>
> http://www.matronnbsp<http://www.matronnbsp/>; via the Web
title=http://
> forums.matronics.com/
href="http://forums.matronics.com">http://<http://forums.matronics.com%
22%3ehttp//>
> forums.matronics.com
> _p; generous bsp; title=http://
>
www.matronics.com/contribution<http://www.matronics.com/contribution>
href="http://www.matronics.com/<http://www.matronics.com/>
>
contribution">http://www.matronics.com/c===========
=====
>
>
>
>
>
>
=========
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avigator?Kitfox-List>
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on>
Message 17
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| Subject: | Re: KFM Battery Size |
I looked up KFM 112M=2C a small engine. Its starter is .44 KW. A good 14A
H battery should be fine. Has 200 CCA=2C how much do you need. I wouldn't
want to start an expensive aircraft engine cold at 0 degrees without prehe
at.
Clint
From: henrysfork1@msn.comTo: kitfox-list@matronics.comSubject: Re: Kitfox-L
ist: Re: KFM Battery SizeDate: Fri=2C 13 Feb 2009 12:14:15 -0700
That might be good.
----- Original Message -----
From: Lynn Matteson
Sent: Friday=2C February 13=2C 2009 10:51 AM
Subject: Re: Kitfox-List: Re: KFM Battery Size
n some VERY big golf cart batteries....are you sure that your interpretati
on of what Clint said is correct? Maybe he could offer another analogy to
clear up the issue.Lynn MattesonKitfox IV Speedster=2C taildraggerJabiru 22
00=2C #2062=2C 605 hrsSensenich 62x46Electroair direct-fire ignition system
New skis done and flyingdo not archiveOn Feb 13=2C 2009=2C at 10:33 AM=2C D
ee Young wrote:> Roger>> I am using the Odyssey 925 but Clint says its like
putting a golf > cart battery in a Cessna. I take that to mean it must be
way to > small???? I know what you mean about the cold engine and oil but
> your telling me I need a smaller battery. Why would a smaller > batter
y be better????>> Dee Young> N345DY> Model II>> Do not archive>>> ----- Ori
ginal Message -----> From: Roger Lee> To: kitfox-list@matronics.com> Sent:
Friday=2C February 13=2C 2009 7:58 AM> Subject: Kitfox-List: Re: KFM Batter
m>>> Yes I do. Many Flight Design pilots living around the world live in >
climates that cold or worse. The Oddyssey battery is a very good > batter
y=2C but it also likes to be charged. Two things that make the > starting
process much easier. Keep the battery charged. If you fly > once a week or
more no problem=2C but if it's once every 4 weeks put > a float charger o
n it. Second keep the oil/engine warm before > starting. There are several
ways people do this. Really cold oil > even though it still pours may slo
w the engine rotation just enough > to keep it from firing especially if t
he battery is down some also. > If you don't keep the battery charged and
a very cold engine then > you may have an issue.>> --------> Roger Lee> Tu
cson=2C Az.> Light Sport Repairman - Maintenance Rated> Rotax Service Cente
r> 520-574-1080>>>>> Read this topic online here:>> http://forums.matronics
.com/viewtopic.php?p=230096#230096>>> http://www.matronnbsp=3B via the
Web title=http:// > forums.matronics.com/ href="http://forums.matronic
s.com">http:// > forums.matronics.com> _p=3B generous bsp=3B
title=http:// > www.matronics.com/contribution href="http:
//www.matronics.com/ > contribution">http://www.matronics.com/c====
=============>>>> ==========
_- > ========== _- > contribution_- > Features Chat=2C
http://www.matronnbsp=3B via the Web title=http://forums.matronics.com
/ href="http://forums.matronics.com">http://forums.matronics.com_p=3B
generous bsp=3B title=http://www.matronics.com/co
ntribution href="http://www.matronics.com/contribution">http://www.matron
ics.com/c================
Message 18
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I have flown in Jabiru 2200 and 3300 powered airplanes. The thrust at take
off with a 62 inch wooden prop is nothing like a 912ULS with 3 blades 72 i
nch. Believe me.
Clint> From: lynnmatt@jps.net> Subject: Re: Kitfox-List: Brake rotors> Date
: Fri=2C 13 Feb 2009 13:15:12 -0500> To: kitfox-list@matronics.com> > --> K
itfox-List message posted by: Lynn Matteson <lynnmatt@jps.net>> > I don't k
now about that last statement=2C Clint....I was flying the > other day and
I held the brakes as hard as I could and I couldn't > hold the Jabiru back.
: )> > Lynn Matteson> Kitfox IV Speedster=2C taildragger> Jabiru 2200=2C #
2062=2C 605 hrs> Sensenich 62x46> Electroair direct-fire ignition system> N
ew skis done and flying> do not archive> > > > On Feb 13=2C 2009=2C at 12:0
7 PM=2C Clint Bazzill wrote:> > > I also drilled and cut to save weight. Wi
th a 912UL had a hard > > time holding the airplane on runup. Did fast runu
ps=2C bought new > > rotors=2C cut extra material on outside but drilled no
holes. That > > worked with the 912UL and can hold my 912ULS now. With a 7
2 inch 3 > > blade prop and 912ULS a lot of thrust. Should be no problem wi
========================> _
========================> _
==> > >
Message 19
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| Subject: | Re: Brake rotors |
I understand, Clint, and I believe you. But re-read my post....pay
particular attention to the words "was flying"....that's the key here
to my little joke. : )
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 605 hrs
Sensenich 62x46
Electroair direct-fire ignition system
New skis done and flying
do not archive
On Feb 13, 2009, at 2:36 PM, Clint Bazzill wrote:
> I have flown in Jabiru 2200 and 3300 powered airplanes. The thrust
> at take off with a 62 inch wooden prop is nothing like a 912ULS
> with 3 blades 72 inch. Believe me.
>
> Clint
>
> > From: lynnmatt@jps.net
> > Subject: Re: Kitfox-List: Brake rotors
> > Date: Fri, 13 Feb 2009 13:15:12 -0500
> > To: kitfox-list@matronics.com
> >
> >
> > I don't know about that last statement, Clint....I was flying the
> > other day and I held the brakes as hard as I could and I couldn't
> > hold the Jabiru back. : )
> >
> > Lynn Matteson
> > Kitfox IV Speedster, taildragger
> > Jabiru 2200, #2062, 605 hrs
> > Sensenich 62x46
> > Electroair direct-fire ignition system
> > New skis done and flying
> > do not archive
> >
> >
> >
> > On Feb 13, 2009, at 12:07 PM, Clint Bazzill wrote:
> >
> > > I also drilled and cut to save weight. With a 912UL had a hard
> > > time holding the airplane on runup. Did fast runups, bought new
> > > rotors, cut extra material on outside but drilled no holes. That
> > > worked with the 912UL and can hold my 912ULS now. With a 72 inch 3
> > > blade prop and 912ULS a lot of thrust. Should be no problem with a
> > > Jabiru.
> > >
> > >
> >======================
> >
> >
> >
>
> ============================================================ _-
> ============================================================ _-
> contribution_-
> ===========================================================
Message 20
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| Subject: | Re: Problem with FLUTTER ? ! ? ! |
Or the other end of the spectrum.....45 mph airspeed, 9 mph ground
speed (GPS) OR 110 mph airspeed, and 170 mph ground speed.
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 605 hrs
Sensenich 62x46
Electroair direct-fire ignition system
New skis done and flying
do not archive
On Feb 13, 2009, at 2:12 PM, akflyer wrote:
>
> Whurly,
>
> Mine does the same thing.. just remember winds aloft. You have to
> use the GPS and either fly in absolutely no wind or fly a grid to
> plot out true results.
>
> Many times my airspeed is 95-100 with a ground speed of 40-45. The
> airframe only cares what the airspeed says.
>
> --------
> DO NOT ARCHIVE
> Leonard Perry aka SNAKE
> Soldotna AK
> Avid "C" / Mk IV
> 582 IVO IFA
> Full Lotus 1260
> #1 snake oil salesman since 1-22-2009
>
> hander outer of humorless darwin awards
Message 21
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I guess that is what it is.
Clint> From: lynnmatt@jps.net> Subject: Re: Kitfox-List: Brake rotors> Date
: Fri=2C 13 Feb 2009 15:02:23 -0500> To: kitfox-list@matronics.com> > --> K
itfox-List message posted by: Lynn Matteson <lynnmatt@jps.net>> > I underst
and=2C Clint=2C and I believe you. But re-read my post....pay > particular
attention to the words "was flying"....that's the key here > to my little j
oke. : )> > Lynn Matteson> Kitfox IV Speedster=2C taildragger> Jabiru 2200
=2C #2062=2C 605 hrs> Sensenich 62x46> Electroair direct-fire ignition syst
em> New skis done and flying> do not archive> > > > On Feb 13=2C 2009=2C at
2:36 PM=2C Clint Bazzill wrote:> > > I have flown in Jabiru 2200 and 3300
powered airplanes. The thrust > > at take off with a 62 inch wooden prop is
nothing like a 912ULS > > with 3 blades 72 inch. Believe me.> >> > Clint>
>> > > From: lynnmatt@jps.net> > > Subject: Re: Kitfox-List: Brake rotors>
> > Date: Fri=2C 13 Feb 2009 13:15:12 -0500> > > To: kitfox-list@matronics.
s.net>> > >> > > I don't know about that last statement=2C Clint....I was f
lying the> > > other day and I held the brakes as hard as I could and I cou
ldn't> > > hold the Jabiru back. : )> > >> > > Lynn Matteson> > > Kitfox IV
Speedster=2C taildragger> > > Jabiru 2200=2C #2062=2C 605 hrs> > > Senseni
ch 62x46> > > Electroair direct-fire ignition system> > > New skis done and
flying> > > do not archive> > >> > >> > >> > > On Feb 13=2C 2009=2C at 12:
07 PM=2C Clint Bazzill wrote:> > >> > > > I also drilled and cut to save we
ight. With a 912UL had a hard> > > > time holding the airplane on runup. Di
d fast runups=2C bought new> > > > rotors=2C cut extra material on outside
but drilled no holes. That> > > > worked with the 912UL and can hold my 912
ULS now. With a 72 inch 3> > > > blade prop and 912ULS a lot of thrust. Sho
uld be no problem with a> > > > Jabiru.> > > >> > > >> > >=====
==================> > >> > >> > >> >> >
========================
=========== _- > > ===========
> > contribution_- > > =================
=========> > >
Message 22
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| Subject: | KFM Battery Size |
I thought he was implying you had way too much battery for the airplane.
Might be wrong though.
Deke Morisse
Mikado Michigan
S5/Subaru/CAP 402+ TT
"The aim of an argument or discussion should not be victory, but
progress."
- Joseph Joubert
----- Original Message -----
From: Dee Young
To: kitfox-list@matronics.com
Sent: Friday, February 13, 2009 2:14 PM
Subject: Re: Kitfox-List: Re: KFM Battery Size
That might be good.
----- Original Message -----
From: Lynn Matteson
To: kitfox-list@matronics.com
Sent: Friday, February 13, 2009 10:51 AM
Subject: Re: Kitfox-List: Re: KFM Battery Size
I've seen some VERY big golf cart batteries....are you sure that
your
interpretation of what Clint said is correct? Maybe he could offer
another analogy to clear up the issue.
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 605 hrs
Sensenich 62x46
Electroair direct-fire ignition system
New skis done and flying
do not archive
On Feb 13, 2009, at 10:33 AM, Dee Young wrote:
> Roger
>
> I am using the Odyssey 925 but Clint says its like putting a golf
> cart battery in a Cessna. I take that to mean it must be way to
> small???? I know what you mean about the cold engine and oil but
> your telling me I need a smaller battery. Why would a smaller
> battery be better????
>
> Dee Young
> N345DY
> Model II
>
> Do not archive
>
>
> ----- Original Message -----
> From: Roger Lee
> To: kitfox-list@matronics.com
> Sent: Friday, February 13, 2009 7:58 AM
> Subject: Kitfox-List: Re: KFM Battery Size
>
<ssadiver1@yahoo.com>
>
> Yes I do. Many Flight Design pilots living around the world live
in
> climates that cold or worse. The Oddyssey battery is a very good
> battery, but it also likes to be charged. Two things that make the
> starting process much easier. Keep the battery charged. If you fly
> once a week or more no problem, but if it's once every 4 weeks put
> a float charger on it. Second keep the oil/engine warm before
> starting. There are several ways people do this. Really cold oil
> even though it still pours may slow the engine rotation just
enough
> to keep it from firing especially if the battery is down some
also.
> If you don't keep the battery charged and a very cold engine then
> you may have an issue.
>
> --------
> 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=230096#230096
>
>
> http://www.matronnbsp; via the Web title=http://
> forums.matronics.com/ href="http://forums.matronics.com">http://
> forums.matronics.com
> _p; generous bsp; title=http://
> www.matronics.com/contribution href="http://www.matronics.com/
>
contribution">http://www.matronics.com/c===========
=====
>
>
>
> Features Chat, http://www.matronnbsp; via the Web
title=http://forums.matronics.com/
href="http://forums.matronics.com">http://forums.matronics.com
_p; generous bsp;
title=http://www.matronics.com/contribution
href="http://www.matronics.com/contribution">http://www.matronics.com/c
================
Message 23
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| Subject: | Re: KFM Battery Size |
Think of an electric golf cart. Large battery indeed. Jim Chuk Avid MK
IV Mn
From: henrysfork1@msn.comTo: kitfox-list@matronics.comSubject: Re: Kitfox-L
ist: Re: KFM Battery SizeDate: Fri=2C 13 Feb 2009 12:14:15 -0700
That might be good.
----- Original Message -----
From: Lynn Matteson
Sent: Friday=2C February 13=2C 2009 10:51 AM
Subject: Re: Kitfox-List: Re: KFM Battery Size
n some VERY big golf cart batteries....are you sure that your interpretati
on of what Clint said is correct? Maybe he could offer another analogy to
clear up the issue.Lynn MattesonKitfox IV Speedster=2C taildraggerJabiru 22
00=2C #2062=2C 605 hrsSensenich 62x46Electroair direct-fire ignition system
New skis done and flyingdo not archiveOn Feb 13=2C 2009=2C at 10:33 AM=2C D
ee Young wrote:> Roger>> I am using the Odyssey 925 but Clint says its like
putting a golf > cart battery in a Cessna. I take that to mean it must be
way to > small???? I know what you mean about the cold engine and oil but
> your telling me I need a smaller battery. Why would a smaller > batter
y be better????>> Dee Young> N345DY> Model II>> Do not archive>>> ----- Ori
ginal Message -----> From: Roger Lee> To: kitfox-list@matronics.com> Sent:
Friday=2C February 13=2C 2009 7:58 AM> Subject: Kitfox-List: Re: KFM Batter
m>>> Yes I do. Many Flight Design pilots living around the world live in >
climates that cold or worse. The Oddyssey battery is a very good > batter
y=2C but it also likes to be charged. Two things that make the > starting
process much easier. Keep the battery charged. If you fly > once a week or
more no problem=2C but if it's once every 4 weeks put > a float charger o
n it. Second keep the oil/engine warm before > starting. There are several
ways people do this. Really cold oil > even though it still pours may slo
w the engine rotation just enough > to keep it from firing especially if t
he battery is down some also. > If you don't keep the battery charged and
a very cold engine then > you may have an issue.>> --------> Roger Lee> Tu
cson=2C Az.> Light Sport Repairman - Maintenance Rated> Rotax Service Cente
r> 520-574-1080>>>>> Read this topic online here:>> http://forums.matronics
.com/viewtopic.php?p=230096#230096>>> http://www.matronnbsp=3B via the
Web title=http:// > forums.matronics.com/ href="http://forums.matronic
s.com">http:// > forums.matronics.com> _p=3B generous bsp=3B
title=http:// > www.matronics.com/contribution href="http:
//www.matronics.com/ > contribution">http://www.matronics.com/c====
=============>>>> ==========
_- > ========== _- > contribution_- > Features Chat=2C
http://www.matronnbsp=3B via the Web title=http://forums.matronics.com
/ href="http://forums.matronics.com">http://forums.matronics.com_p=3B
generous bsp=3B title=http://www.matronics.com/co
ntribution href="http://www.matronics.com/contribution">http://www.matron
ics.com/c================
_________________________________________________________________
Windows Live=99: E-mail. Chat. Share. Get more ways to connect.
http://windowslive.com/online/hotmail?ocid=TXT_TAGLM_WL_HM_AE_Faster_0220
09
Message 24
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| Subject: | Re: Problem with FLUTTER ? ! ? ! |
Shim stock is simply a small sheet of brass rolled to specific thicknesses,
usually in thousands of an inch. It is quite malleable so you can form it
easily around loose bolts etc. I think the thinnest shim stock you can get
is around 0.0005"
Noel
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of WurlyBird
Sent: Friday, February 13, 2009 2:03 PM
Subject: Kitfox-List: Re: Problem with FLUTTER ? ! ? !
<james.t.trizzino@us.army.mil>
Guy, I updated my info for ya. I was waiting until I was back in the States
and then forgot.
>From here on out if I am going to post to this board I will make sure to be
as absolutely specific about everything I mention so as not to offend
anybody who wishes to not talk in laymen's terms, as this obviously degrades
us all. Furthermore, I will be sure to read and familiarize myself with all
applicable manuals and publications before posting a query to assure that I
use only the most accurate nomenclature since clearly anyone who refers to a
rod end bearing as anything but is not intelligent enough to be a pilot. I
offer my sincerest apologies for any harm my poor selection of words and and
the unprepared nature of my post may have caused. And to anybody who feels
this apology is directed at YOU . . . Get Bent! [Wink]
Float Flyer, what is shim stock? I am imagining a little brass "top hat"
shaped washer or bushing that would change the ID of a hole. Am I close?
Where could I get something like that?
AKFlyer, thanks for clarifying for me. Good looking out.
To those who responded off line, thanks for the in depth help.
I flew again yesterday after having tightened up as many of the rod end
through bolts as possible, as well as adding washers where possible to keep
the bearing from sliding on the through bolt, and there were no issues
during the flight. I still need to go flying with a GPS because I still
feel that the ASI is not accurate all the time. It is odd because it seems
to be on at some times and way high at others. I think it is indicating
about 95 when I am actually doing about 75. In any case I am keeping it
below Vne indicated and will work the bugs out as I go. Thanks for the help
guys. :D
--------
James
Kitfox 3 / 582 / GSC prop
4 hrs of instruction and climbing (I solo tomorrow)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=230122#230122
Message 25
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| Subject: | Re: KFM Battery Size |
sorry but I don't play golf and have never seen a golf cart battery.
Thanks
----- Original Message -----
From: Jim_and_Lucy Chuk<mailto:thesupe@hotmail.com>
To: kitfox list<mailto:kitfox-list@matronics.com>
Sent: Friday, February 13, 2009 1:24 PM
Subject: RE: Kitfox-List: Re: KFM Battery Size
Think of an electric golf cart. Large battery indeed. Jim Chuk
Avid MK IV Mn
-------------------------------------------------------------------------
-----
From: henrysfork1@msn.com<mailto:henrysfork1@msn.com>
To: kitfox-list@matronics.com<mailto:kitfox-list@matronics.com>
Subject: Re: Kitfox-List: Re: KFM Battery Size
Date: Fri, 13 Feb 2009 12:14:15 -0700
That might be good.
----- Original Message -----
From: Lynn Matteson<mailto:lynnmatt@jps.net>
To: kitfox-list@matronics.com<mailto:kitfox-list@matronics.com>
Sent: Friday, February 13, 2009 10:51 AM
Subject: Re: Kitfox-List: Re: KFM Battery Size
<lynnmatt@jps.net<mailto:lynnmatt@jps.net>>
I've seen some VERY big golf cart batteries....are you sure that
your
interpretation of what Clint said is correct? Maybe he could offer
another analogy to clear up the issue.
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 605 hrs
Sensenich 62x46
Electroair direct-fire ignition system
New skis done and flying
do not archive
On Feb 13, 2009, at 10:33 AM, Dee Young wrote:
> Roger
>
> I am using the Odyssey 925 but Clint says its like putting a golf
> cart battery in a Cessna. I take that to mean it must be way to
> small???? I know what you mean about the cold engine and oil but
> your telling me I need a smaller battery. Why would a smaller
> battery be better????
>
> Dee Young
> N345DY
> Model II
>
> Do not archive
>
>
> ----- Original Message -----
> From: Roger Lee
> To: kitfox-list@matronics.com<mailto:kitfox-list@matronics.com>
> Sent: Friday, February 13, 2009 7:58 AM
> Subject: Kitfox-List: Re: KFM Battery Size
>
<ssadiver1@yahoo.com<mailto:ssadiver1@yahoo.com>>
>
> Yes I do. Many Flight Design pilots living around the world live
in
> climates that cold or worse. The Oddyssey battery is a very good
> battery, but it also likes to be charged. Two things that make the
> starting process much easier. Keep the battery charged. If you fly
> once a week or more no problem, but if it's once every 4 weeks put
> a float charger on it. Second keep the oil/engine warm before
> starting. There are several ways people do this. Really cold oil
> even though it still pours may slow the engine rotation just
enough
> to keep it from firing especially if the battery is down some
also.
> If you don't keep the battery charged and a very cold engine then
> you may have an issue.
>
> --------
> 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=230096#230096<http://forums
.matronics.com/viewtopic.php?p=230096#230096>
>
>
> http://www.matronnbsp<http://www.matronnbsp/>; via the Web
title=http://
> forums.matronics.com/
href="http://forums.matronics.com">http://<http://forums.matronics.com%
22%3ehttp//>
> forums.matronics.com
> _p; generous bsp; title=http://
>
www.matronics.com/contribution<http://www.matronics.com/contribution>
href="http://www.matronics.com/<http://www.matronics.com/>
>
contribution">http://www.matronics.com/c===========
=====
>
>
>
> Features Chat, http://www.matronnbsp; via the Web
title=http://forums.matronics.com/
href="http://forums.matronics.com">http://forums.matronics.com<http://w
ww.matronics.com/Navigator?Kitfox-List>
_p; generous bsp;
title=http://www.matronics.com/contribution
href="http://www.matronics.com/contribution">http://www.matronics.com/c
================
>http://www.matronics.com/Navigator?Kitfox-List
ronics.com
ww.matronics.com/contribution
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-----
Windows Live=99: E-mail. Chat. Share. Get more ways to connect. Check
it
out.<http://windowslive.com/online/hotmail?ocid=TXT_TAGLM_WL_HM_AE_Fast
er_022009>
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avigator?Kitfox-List>
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on>
Message 26
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| Subject: | Re: KFM Battery Size |
I don't like starting at cold temps. either but I live where its cold.
If your going to fly there are times you have to be able to start your
plane in the cold or you will stay on the ground all winter. I can tell
you for sure the engine will not fire at 20 degrees with a small battery
I know that from experience. However I am willing to try what you
suggest and will save your post for reference.
Thanks to all who have commented.
Dee Young
N345DY
Model II
Do not archive
----- Original Message -----
From: Clint Bazzill<mailto:clint_bazzill@hotmail.com>
To: Kitfox list<mailto:kitfox-list@matronics.com>
Sent: Friday, February 13, 2009 12:32 PM
Subject: RE: Kitfox-List: Re: KFM Battery Size
I looked up KFM 112M, a small engine. Its starter is .44 KW. A good
14AH battery should be fine. Has 200 CCA, how much do you need. I
wouldn't want to start an expensive aircraft engine cold at 0 degrees
without preheat.
Clint
-------------------------------------------------------------------------
-----
From: henrysfork1@msn.com<mailto:henrysfork1@msn.com>
To: kitfox-list@matronics.com<mailto:kitfox-list@matronics.com>
Subject: Re: Kitfox-List: Re: KFM Battery Size
Date: Fri, 13 Feb 2009 12:14:15 -0700
That might be good.
----- Original Message -----
From: Lynn Matteson<mailto:lynnmatt@jps.net>
To: kitfox-list@matronics.com<mailto:kitfox-list@matronics.com>
Sent: Friday, February 13, 2009 10:51 AM
Subject: Re: Kitfox-List: Re: KFM Battery Size
<lynnmatt@jps.net<mailto:lynnmatt@jps.net>>
I've seen some VERY big golf cart batteries....are you sure that
your
interpretation of what Clint said is correct? Maybe he could offer
another analogy to clear up the issue.
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 605 hrs
Sensenich 62x46
Electroair direct-fire ignition system
New skis done and flying
do not archive
On Feb 13, 2009, at 10:33 AM, Dee Young wrote:
> Roger
>
> I am using the Odyssey 925 but Clint says its like putting a golf
> cart battery in a Cessna. I take that to mean it must be way to
> small???? I know what you mean about the cold engine and oil but
> your telling me I need a smaller battery. Why would a smaller
> battery be better????
>
> Dee Young
> N345DY
> Model II
>
> Do not archive
>
>
> ----- Original Message -----
> From: Roger Lee
> To: kitfox-list@matronics.com<mailto:kitfox-list@matronics.com>
> Sent: Friday, February 13, 2009 7:58 AM
> Subject: Kitfox-List: Re: KFM Battery Size
>
<ssadiver1@yahoo.com<mailto:ssadiver1@yahoo.com>>
>
> Yes I do. Many Flight Design pilots living around the world live
in
> climates that cold or worse. The Oddyssey battery is a very good
> battery, but it also likes to be charged. Two things that make the
> starting process much easier. Keep the battery charged. If you fly
> once a week or more no problem, but if it's once every 4 weeks put
> a float charger on it. Second keep the oil/engine warm before
> starting. There are several ways people do this. Really cold oil
> even though it still pours may slow the engine rotation just
enough
> to keep it from firing especially if the battery is down some
also.
> If you don't keep the battery charged and a very cold engine then
> you may have an issue.
>
> --------
> 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=230096#230096<http://forums
.matronics.com/viewtopic.php?p=230096#230096>
>
>
> http://www.matronnbsp<http://www.matronnbsp/>; via the Web
title=http://
> forums.matronics.com/
href="http://forums.matronics.com">http://<http://forums.matronics.com%
22%3ehttp//>
> forums.matronics.com
> _p; generous bsp; title=http://
>
www.matronics.com/contribution<http://www.matronics.com/contribution>
href="http://www.matronics.com/<http://www.matronics.com/>
>
contribution">http://www.matronics.com/c===========
=====
>
>
>
> Features Chat, http://www.matronnbsp; via the Web
title=http://forums.matronics.com/
href="http://forums.matronics.com">http://forums.matronics.com<http://w
ww.matronics.com/Navigator?Kitfox-List>
_p; generous bsp;
title=http://www.matronics.com/contribution
href="http://www.matronics.com/contribution">http://www.matronics.com/c
================
>http://www.matronics.com/Navigator?Kitfox-List
ronics.com
ww.matronics.com/contribution
http://www.matronics.com/Navigator?Kitfox-List<http://www.matronics.com/N
avigator?Kitfox-List>
http://www.matronics.com/contribution<http://www.matronics.com/contributi
on>
Message 27
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| Subject: | Re: KFM Battery Size |
[quote="henrysfork1(at)msn.com"] I don't like starting at cold temps. either but
I live where its cold. If your going to fly there are times you have to be
able to start your plane in the cold or you will stay on the ground all winter.
I can tell you for sure the engine will not fire at 20 degrees with a small
battery I know that from experience. However I am willing to try what you
suggest and will save your post for reference.
Thanks to all who have commented.
Dee Young
N345DY
Model II
Do not archive
> ---
look up red dragon or engine preheater.. will save you lots of wear and tear on
your engine.
--------
DO NOT ARCHIVE
Leonard Perry aka SNAKE
Soldotna AK
Avid "C" / Mk IV
582 IVO IFA
Full Lotus 1260
#1 snake oil salesman since 1-22-2009
hander outer of humorless darwin awards
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=230166#230166
Message 28
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Hey Lynn,
Were you on your skis? ;>)
Jim Crowder
Do not archive
> -----Original Message-----
> From: owner-kitfox-list-server@matronics.com [mailto:owner-kitfox-list-
> server@matronics.com] On Behalf Of Lynn Matteson
> Sent: Friday, February 13, 2009 8:15 AM
> To: kitfox-list@matronics.com
> Subject: Re: Kitfox-List: Brake rotors
>
>
> I don't know about that last statement, Clint....I was flying the
> other day and I held the brakes as hard as I could and I couldn't
> hold the Jabiru back. : )
>
> Lynn Matteson
> Kitfox IV Speedster, taildragger
> Jabiru 2200, #2062, 605 hrs
> Sensenich 62x46
> Electroair direct-fire ignition system
> New skis done and flying
> do not archive
>
>
>
> On Feb 13, 2009, at 12:07 PM, Clint Bazzill wrote:
>
> > I also drilled and cut to save weight. With a 912UL had a hard
> > time holding the airplane on runup. Did fast runups, bought new
> > rotors, cut extra material on outside but drilled no holes. That
> > worked with the 912UL and can hold my 912ULS now. With a 72 inch 3
> > blade prop and 912ULS a lot of thrust. Should be no problem with a
> > Jabiru.
> >
> >
> > Clint
> >
>
>
Message 29
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| Subject: | Re: KFM Battery Size |
Out of town on a borrowed-computer and pretty much lurking, but since no
one brought it up, there have been lots of battery size discussions in the
past.
-
I think Clint touched on it a bit if it was him that mentioned CCAs.--
I have read that in certain instances, a large battery-can sometimes have
poorer cranking ability due to internal resistance than a smaller battery.
- To start an engine you need to know the current it will provide in a hu
rry Cold Cranking Amps.- Size generally relates to how long a battery wil
l send out any current at all as in the case where you have electronic igni
tion on both sides and the alternator fails.--- Here you don't want a
tiny battery or only one, for that matter.-
-
As far as I recall, here on the list, most large batteries were selected to
be used as ballast to correct- W / B-issues enabling the builder to-
use a-weight with some usefulness rather than a simple dead weight lead b
lock.- I would suggest that if a normally sized battery is not cranking a
s it should, check the wire size, the size of the terminals and bolts and c
heck the bolts for security.- Keep in mind as well, that a cold battery w
ill not be as efficient as a warm one.- I have heard of folks in the cold
-who couldn't get the car to crank turning on the headlights to get a lit
tle chemistry going in the battery to warm it a bit.- Not being a cold -
-cold weather dweller, I can't speak with experience on this idea or the
other special circumstances found up north.
-
Lowell
St. Augustine - don't need to warm anything right now
--- On Fri, 2/13/09, akflyer <akflyer_2000@yahoo.com> wrote:
From: akflyer <akflyer_2000@yahoo.com>
Subject: Kitfox-List: Re: KFM Battery Size
<akflyer_2000@yahoo.com>
[quote="henrysfork1(at)msn.com"] I don't like starting at cold
temps. either but I live where its cold. If your going to fly there are ti
mes
you have to be able to start your plane in the cold or you will stay on th
e
ground all winter. I can tell you for sure the engine will not fire at 20
degrees with a small battery I know that from experience. However I am wil
ling
to try what you suggest and will save your post for reference.
Thanks to all who have commented.
Dee Young
N345DY
Model II
Do not archive
> ---
look up red dragon or engine preheater.. will save you lots of wear and tea
r on
your engine.
--------
DO NOT ARCHIVE
Leonard Perry aka SNAKE
Soldotna AK
Avid "C" / Mk IV
582 IVO IFA
Full Lotus 1260
#1 snake oil salesman since 1-22-2009
hander outer of humorless darwin awards
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=230166#230166
Message 30
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Lowell, thanks for you comments. The past discussions on the list is
what led my to buy the Odyssey in the first place. I have been pleased
with the Odyssey. Thanks again
Dee Young
N345DY
Model II
Do not archive
----- Original Message -----
From: Lowell FITT<mailto:lcfitt@sbcglobal.net>
To: kitfox-list@matronics.com<mailto:kitfox-list@matronics.com>
Sent: Friday, February 13, 2009 5:53 PM
Subject: Re: Kitfox-List: Re: KFM Battery Size
Out of town on a borrowed computer and pretty much lurking, but
since no one brought it up, there have been lots of battery size
discussions in the past.
I think Clint touched on it a bit if it was him that mentioned
CCAs. I have read that in certain instances, a large battery can
sometimes have poorer cranking ability due to internal resistance than a
smaller battery. To start an engine you need to know the current it
will provide in a hurry Cold Cranking Amps. Size generally relates to
how long a battery will send out any current at all as in the case where
you have electronic ignition on both sides and the alternator fails.
Here you don't want a tiny battery or only one, for that matter.
As far as I recall, here on the list, most large batteries were
selected to be used as ballast to correct W / B issues enabling the
builder to use a weight with some usefulness rather than a simple dead
weight lead block. I would suggest that if a normally sized battery is
not cranking as it should, check the wire size, the size of the
terminals and bolts and check the bolts for security. Keep in mind as
well, that a cold battery will not be as efficient as a warm one. I
have heard of folks in the cold who couldn't get the car to crank
turning on the headlights to get a little chemistry going in the battery
to warm it a bit. Not being a cold - cold weather dweller, I can't
speak with experience on this idea or the other special circumstances
found up north.
Lowell
St. Augustine - don't need to warm anything right now
--- On Fri, 2/13/09, akflyer <akflyer_2000@yahoo.com> wrote:
From: akflyer <akflyer_2000@yahoo.com>
Subject: Kitfox-List: Re: KFM Battery Size
To: kitfox-list@matronics.com
Date: Friday, February 13, 2009, 2:56 PM
<akflyer_2000@yahoo.com>
[quote="henrysfork1(at)msn.com"] I don't like starting at cold
temps. either but I live where its cold. If your going to fly there are
times
you have to be able to start your plane in the cold or you will stay on
the
ground all winter. I can tell you for sure the engine will not fire at
20
degrees with a small battery I know that from experience. However I am
willing
to try what you suggest and will save your post for reference.
Thanks to all who have commented.
Dee Young
N345DY
Model II
Do not archive
> ---
look up red dragon or engine preheater.. will save you lots of wear and
tear on
your engine.
--------
DO NOT ARCHIVE
Leonard Perry aka SNAKE
Soldotna AK
Avid "C" / Mk IV
582 IVO IFA
Full Lotus 1260
#1 snake oil salesman since 1-22-2009
hander outer of humorless darwin awards
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=230166#230166
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
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3D
http://www.matronics.com/Navigator?Kitfox-List<about:3D"http://www.matron
ics.com/Navigator?Kitfox-List">
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
http://forums.matronics.com<about:3D"http://forums.matronics.com">
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
http://www.matronics.com/contribution<about:3D"http://www.matronics.com/c
ontribution">
3D=3D=3D=3D=3D=3D=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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Message 31
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| Subject: | Re: Brake rotors |
Yes, I was....hey! maybe that's the reason I couldn't stop in mid-
air....my skis were skidding over the clouds! Well, no freakin'
wonder.....
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 605 hrs
Sensenich 62x46
Electroair direct-fire ignition system
New skis done and flying
do not archive
On Feb 13, 2009, at 6:21 PM, Jim Crowder wrote:
> <jcrowder@lpbroadband.net>
>
> Hey Lynn,
> Were you on your skis? ;>)
> Jim Crowder
> Do not archive
>
>> -----Original Message-----
>> From: owner-kitfox-list-server@matronics.com [mailto:owner-kitfox-
>> list-
>> server@matronics.com] On Behalf Of Lynn Matteson
>> Sent: Friday, February 13, 2009 8:15 AM
>> To: kitfox-list@matronics.com
>> Subject: Re: Kitfox-List: Brake rotors
>>
>>
>> I don't know about that last statement, Clint....I was flying the
>> other day and I held the brakes as hard as I could and I couldn't
>> hold the Jabiru back. : )
>>
>> Lynn Matteson
>> Kitfox IV Speedster, taildragger
>> Jabiru 2200, #2062, 605 hrs
>> Sensenich 62x46
>> Electroair direct-fire ignition system
>> New skis done and flying
>> do not archive
>>
>>
>>
>> On Feb 13, 2009, at 12:07 PM, Clint Bazzill wrote:
>>
>>> I also drilled and cut to save weight. With a 912UL had a hard
>>> time holding the airplane on runup. Did fast runups, bought new
>>> rotors, cut extra material on outside but drilled no holes. That
>>> worked with the 912UL and can hold my 912ULS now. With a 72 inch 3
>>> blade prop and 912ULS a lot of thrust. Should be no problem with a
>>> Jabiru.
>>>
>>>
>>> Clint
>>>
>>
>>
>
>
Message 32
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| Subject: | Re: KFM Battery Size |
It's story time.
When I was in technical school a couple of my instructors told this little
story about a couple of guys flying a couple of Aero Commanders through
Goose Bay Labrador to Europe.
After a frosty night, that's frosty for Labrador, the two guys went out to
their planes and were doing their walk around when the mechanics turned up
and offered then a hot shot start for $25. Ea. ($12.50/engine) A real
bargain.
The mechanics were told that the planes didn't need preheating and the guys
didn't like to be taken advantage of.
The two guys got into their planes and started their pre start checks and
both started their engines almost in unison. As their second engines fired
up the first engines started to spew oil all over the shiny airplanes.
Before they noticed that they had lost all the oil in their first engines
the second engines blew and they were left there on the apron with two
beautiful planes covered in black mucky oil.
Then they went looking for somebody to fix their planes... Yup the two
mechanics were the only civilians for around a thousand miles with no roads
who were certified to do the work. Each engine cost close to $2000.00 U.S.
. As one of the guys told me pay me now or pay me more later.... much more,
a little later!
What happened is the oil coolers didn't have pressure by passes and with the
oil hovering around -40 C or F pressure in the coolers quickly built up and
caused the coolers ($600.00 U.S.) to blow The engine compartments had to be
cleaned ( the guys were allowed in the hangar to clean the rest of the mess)
and the whole systems had to be tested. ( both mechanics had U.S. IA ) as
per the engine manufacturers MM.
Add the cost of flying in parts, hotel rooms etc they still got a real deal.
My point is that just because your engine starts not all is well in the
State of Denmark. Be careful of the cold starts. Remember the worst thing
you can do to an engine is to start it. So if you must start an engine and
we all must, we should try to make the starts as easy as possible on the
engine.
Noel
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of akflyer
Sent: Friday, February 13, 2009 7:26 PM
Subject: Kitfox-List: Re: KFM Battery Size
[quote="henrysfork1(at)msn.com"] I don't like starting at cold temps.
either but I live where its cold. If your going to fly there are times you
have to be able to start your plane in the cold or you will stay on the
ground all winter. I can tell you for sure the engine will not fire at 20
degrees with a small battery I know that from experience. However I am
willing to try what you suggest and will save your post for reference.
Thanks to all who have commented.
Dee Young
N345DY
Model II
Do not archive
> ---
look up red dragon or engine preheater.. will save you lots of wear and tear
on your engine.
--------
DO NOT ARCHIVE
Leonard Perry aka SNAKE
Soldotna AK
Avid "C" / Mk IV
582 IVO IFA
Full Lotus 1260
#1 snake oil salesman since 1-22-2009
hander outer of humorless darwin awards
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=230166#230166
Message 33
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| Subject: | Re: Problem with FLUTTER ? ! ? ! |
My concern with the ASI is that it is not accurate at the high end and that is
limiting me a bit. On climb out it seems pretty accurate, bear with me as this
is all based on "feel"; Doing slow flight, perhaps even on the back side of
the power curve, rpm about 5000, jury struts indicating about 8-10 AOA, 40 mph
indicated with 2 on board, she stalled the INSTANT I throttled back. It all
adds up to very accurate slow flight. Full throttle, nice climb established,
stick pulled back a little bit and feeling a little, just a little mushy. ASI
indicates 55ish so this all seems to fit. Get up to pattern altitude and bring
the throttle back to about 5500-5700, level off and the ASI quickly starts
reporting 80-90mph. It is not hard to say that it is probably a little optimistic.
Now here is my concern with it, I can easily remain within the aircraft's
speed limits while cruising around if the ASI is reading high at the high end
but when I hit a little lift and I am almost immediately pushing Vne I get
a little concerned. So the plan is to go out first thing in the morning, once
my GPS makes it home, and try to calibrate the ASI. I realize that DA has to
be taken into account as well as winds. I will probably fly a course and a back
course and compare the difference of the errors to determine the true inaccuracy.
Here is the question, is there a way to calibrate the ASI besides simply
bending the pitot so it is not as directly into the wind? What is the RIGHT
way to do this?
--------
James
Kitfox 3 / 582 / GSC prop
4 hrs of instruction and climbing (I solo tomorrow)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=230182#230182
Message 34
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| Subject: | Re: Problem with FLUTTER ? ! ? ! |
This is starting to sound like a problem with the static port. Best to have
one static port on each side of the plane, tied together with the lines for
your altimeter, VSI and ASI teed into it.
You definitely have a problem there albeit a minor one because you are used
to the way your plane flies.
Noel
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of WurlyBird
Sent: Saturday, February 14, 2009 12:05 AM
Subject: Kitfox-List: Re: Problem with FLUTTER ? ! ? !
<james.t.trizzino@us.army.mil>
My concern with the ASI is that it is not accurate at the high end and that
is limiting me a bit. On climb out it seems pretty accurate, bear with me
as this is all based on "feel"; Doing slow flight, perhaps even on the back
side of the power curve, rpm about 5000, jury struts indicating about 8-10
AOA, 40 mph indicated with 2 on board, she stalled the INSTANT I throttled
back. It all adds up to very accurate slow flight. Full throttle, nice
climb established, stick pulled back a little bit and feeling a little, just
a little mushy. ASI indicates 55ish so this all seems to fit. Get up to
pattern altitude and bring the throttle back to about 5500-5700, level off
and the ASI quickly starts reporting 80-90mph. It is not hard to say that
it is probably a little optimistic. Now here is my concern with it, I can
easily remain within the aircraft's speed limits while cruising around if
the ASI is reading high at the high end but when I hit a little lift and I
am almost imme!
diately pushing Vne I get a little concerned. So the plan is to go out
first thing in the morning, once my GPS makes it home, and try to calibrate
the ASI. I realize that DA has to be taken into account as well as winds.
I will probably fly a course and a back course and compare the difference of
the errors to determine the true inaccuracy. Here is the question, is there
a way to calibrate the ASI besides simply bending the pitot so it is not as
directly into the wind? What is the RIGHT way to do this?
--------
James
Kitfox 3 / 582 / GSC prop
4 hrs of instruction and climbing (I solo tomorrow)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=230182#230182
Message 35
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| Subject: | Re: Problem with FLUTTER ? ! ? ! |
Missed again!
The ASI can be tested and calibrated using a Barfield tester it won't be
cheap! Unless you know someone who has one sitting on their bench. Even
with a properly calibrated ASI you can still have problems due to the
positioning of the pitot and the static ports. This is nothing to be
passive about as in the past number of years at least one jetliner has
crashed because static ports were covered for painting and afterward the
tape covering the port was not removed. Of course for guys who only foy
instruments this is a real nightmare. For the rest of us...it becomes an
inconvenience.
Noel
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of WurlyBird
Sent: Saturday, February 14, 2009 12:05 AM
Subject: Kitfox-List: Re: Problem with FLUTTER ? ! ? !
<james.t.trizzino@us.army.mil>
My concern with the ASI is that it is not accurate at the high end and that
is limiting me a bit. On climb out it seems pretty accurate, bear with me
as this is all based on "feel"; Doing slow flight, perhaps even on the back
side of the power curve, rpm about 5000, jury struts indicating about 8-10
AOA, 40 mph indicated with 2 on board, she stalled the INSTANT I throttled
back. It all adds up to very accurate slow flight. Full throttle, nice
climb established, stick pulled back a little bit and feeling a little, just
a little mushy. ASI indicates 55ish so this all seems to fit. Get up to
pattern altitude and bring the throttle back to about 5500-5700, level off
and the ASI quickly starts reporting 80-90mph. It is not hard to say that
it is probably a little optimistic. Now here is my concern with it, I can
easily remain within the aircraft's speed limits while cruising around if
the ASI is reading high at the high end but when I hit a little lift and I
am almost imme!
diately pushing Vne I get a little concerned. So the plan is to go out
first thing in the morning, once my GPS makes it home, and try to calibrate
the ASI. I realize that DA has to be taken into account as well as winds.
I will probably fly a course and a back course and compare the difference of
the errors to determine the true inaccuracy. Here is the question, is there
a way to calibrate the ASI besides simply bending the pitot so it is not as
directly into the wind? What is the RIGHT way to do this?
--------
James
Kitfox 3 / 582 / GSC prop
4 hrs of instruction and climbing (I solo tomorrow)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=230182#230182
Message 36
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| Subject: | Re: Brake rotors |
Ooops......hey, Snakeman, better dust off one of those "humorless
darwin awards"...I think we have a candidate. :)
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 605 hrs
Sensenich 62x46
Electroair direct-fire ignition system
New skis done and flying
do not archive
On Feb 13, 2009, at 3:16 PM, Clint Bazzill wrote:
> I guess that is what it is.
>
> Clint
>
> > From: lynnmatt@jps.net
> > Subject: Re: Kitfox-List: Brake rotors
> > Date: Fri, 13 Feb 2009 15:02:23 -0500
> > To: kitfox-list@matronics.com
> >
> >
> > I understand, Clint, and I believe you. But re-read my post....pay
> > particular attention to the words "was flying"....that's the key
> here
> > to my little joke. : )
> >
> > Lynn Matteson
> > Kitfox IV Speedster, taildragger
> > Jabiru 2200, #2062, 605 hrs
> > Sensenich 62x46
> > Electroair direct-fire ignition system
> > New skis done and flying
> > do not archive
> >
> >
> >
> > On Feb 13, 2009, at 2:36 PM, Clint Bazzill wrote:
> >
> > > I have flown in Jabiru 2200 and 3300 powered airplanes. The thrust
> > > at take off with a 62 inch wooden prop is nothing like a 912ULS
> > > with 3 blades 72 inch. Believe me.
> > >
> > > Clint
> > >
> > > > From: lynnmatt@jps.net
> > > > Subject: Re: Kitfox-List: Brake rotors
> > > > Date: Fri, 13 Feb 2009 13:15:12 -0500
> > > > To: kitfox-list@matronics.com
> > > >
> <lynnmatt@jps.net>
> > > >
> > > > I don't know about that last statement, Clint....I was flying
> the
> > > > other day and I held the brakes as hard as I could and I
> couldn't
> > > > hold the Jabiru back. : )
> > > >
> > > > Lynn Matteson
> > > > Kitfox IV Speedster, taildragger
> > > > Jabiru 2200, #2062, 605 hrs
> > > > Sensenich 62x46
> > > > Electroair direct-fire ignition system
> > > > New skis done and flying
> > > > do not archive
> > > >
> > > >
> > > >
> > > > On Feb 13, 2009, at 12:07 PM, Clint Bazzill wrote:
> > > >
> > > > > I also drilled and cut to save weight. With a 912UL had a hard
> > > > > time holding the airplane on runup. Did fast runups, bought
> new
> > > > > rotors, cut extra material on outside but drilled no holes.
> That
> > > > > worked with the 912UL and can hold my 912ULS now. With a 72
> inch 3
> > > > > blade prop and 912ULS a lot of thrust. Should be no problem
> with a
> > > > > Jabiru.
> > > > >
> > > > >
> > > >======================
> > > >
> > > >
> > > >
> > >
> > > =================================== _-
> > > ========== _-
> > > contribution_-
> > > ===========================================
> >=====
> >
> >
> >
>
> ============================================================ _-
> ============================================================ _-
> contribution_-
> ===========================================================
Message 37
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| Subject: | Re: Problem with FLUTTER ? ! ? ! |
I meant to add..
Enjoy the flight tomorrow for all it's worth. You only get to do a first
solo once and you will never forget it! Just remember while you are
enjoying yourself to Fly the plane! :-)
One guy I knew did his first solo while living in northern Ontario. While
flying one day his instructor put the plane down on a frozen lake and told
the guy to do three touch and goes on the lake. Well that was good until
the guy found he had lost his instructor. Took him about an hour to find
the guy who had walked off the ice to get out of the wind.
Ok so he got four landings in.
Noel
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of WurlyBird
Sent: Saturday, February 14, 2009 12:05 AM
Subject: Kitfox-List: Re: Problem with FLUTTER ? ! ? !
<james.t.trizzino@us.army.mil>
My concern with the ASI is that it is not accurate at the high end and that
is limiting me a bit. On climb out it seems pretty accurate, bear with me
as this is all based on "feel"; Doing slow flight, perhaps even on the back
side of the power curve, rpm about 5000, jury struts indicating about 8-10
AOA, 40 mph indicated with 2 on board, she stalled the INSTANT I throttled
back. It all adds up to very accurate slow flight. Full throttle, nice
climb established, stick pulled back a little bit and feeling a little, just
a little mushy. ASI indicates 55ish so this all seems to fit. Get up to
pattern altitude and bring the throttle back to about 5500-5700, level off
and the ASI quickly starts reporting 80-90mph. It is not hard to say that
it is probably a little optimistic. Now here is my concern with it, I can
easily remain within the aircraft's speed limits while cruising around if
the ASI is reading high at the high end but when I hit a little lift and I
am almost imme!
diately pushing Vne I get a little concerned. So the plan is to go out
first thing in the morning, once my GPS makes it home, and try to calibrate
the ASI. I realize that DA has to be taken into account as well as winds.
I will probably fly a course and a back course and compare the difference of
the errors to determine the true inaccuracy. Here is the question, is there
a way to calibrate the ASI besides simply bending the pitot so it is not as
directly into the wind? What is the RIGHT way to do this?
--------
James
Kitfox 3 / 582 / GSC prop
4 hrs of instruction and climbing (I solo tomorrow)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=230182#230182
Message 38
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| Subject: | Re: Calibrating and instrument |
On Fri, February 13, 2009 7:34 pm, WurlyBird wrote:
>
> .... Here is the question, is there a way to calibrate the ASI besides simply
> bending the pitot so it is not as directly into the wind? What is the RIGHT
way to
> do this?
There is a way to calibrate the airspeed indicator but it doesn't involve bending
the
pitot tube.
1) Calibration means correcting the response indication to a known standard.
2) Once the instrument reads within allowable limits of variation to a defined
and
known input then you proceed to investigate and correct detection errors.
In the case an airspeed indicator the speed indication is the difference between
static air pressure and velocity pressure. So if it is in error, there are two
detection position anomalies possible. The pressure detection needs to be done
out of
the influence of the prop blast and away from flow disturbances that occur when
the
wing stalls.
The static pressure is often taken from a line that T's into a static port on each
side of the airplane so that it measures the average static pressure and is less
influenced by slips and skids. Many people have found that a simple static vent
to the
airplane interior is fine but when you monkey around with open doors in flight
and
various ventilation schemes the interior pressure can change and hence the airspeed
indication.
So, don't go bending your pitot tube thinking it will somehow change your high
indication. If you bend it enough to change the airspeed reading it will be
approaching 90 deg to the relative wind. At the low speeds these aircraft travel,
pitot tube angle has little affect on reading. Calibrate the instrument itself
and
then correct pressure sampling problems.
--
Paul A. Franz
Registration/Aircraft - N14UW/Merlin GT
Engine/Prop - Rotax 914/NSI CAP
Bellevue WA
425.241.1618 Cell
Message 39
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| Subject: | Re: Brake rotors |
Lynn Matteson wrote:
> Ooops......hey, Snakeman, better dust off one of those "humorless
> darwin awards"...I think we have a candidate. :)
>
> Lynn Matteson
> Kitfox IV Speedster, taildragger
> Jabiru 2200, #2062, 605 hrs
> Sensenich 62x46
> Electroair direct-fire ignition system
> New skis done and flying
> do not archive
>
Me thinks some one is trying to get me black listed again.... I nibbled, but ya
didnt get me to swallow the hook.
Who am I kidding.....
You sir, have just been nominated, seconded and now handed out..
wait for it
A humorless Darin award.
as you are still breathing, this one is just for killing humor, in a unique way.
who wants one in 2010
Snake
--------
DO NOT ARCHIVE
Leonard Perry aka SNAKE
Soldotna AK
Avid "C" / Mk IV
582 IVO IFA
Full Lotus 1260
#1 snake oil salesman since 1-22-2009
hander outer of humorless darwin awards
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=230190#230190
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