Today's Message Index:
----------------------
1. 12:07 AM - Re: Re: Near disaster (JC Propeller Design)
2. 02:08 AM - Re: Near disaster (Brian Leach)
3. 03:42 AM - Re: Wake Turbulence in a Kitfox (Lynn Matteson)
4. 03:50 AM - Re: Near disaster (Lynn Matteson)
5. 05:52 AM - Re: Near disaster (Marwynne Kuhn)
6. 06:26 AM - Re: Near disaster (Roger Lee)
7. 06:34 AM - Re: Near disaster (teresa, paul morel)
8. 07:51 AM - Re: Near disaster (Michael Laundy)
9. 09:35 AM - Re: Near disaster (darinh)
10. 09:46 AM - Re: Near disaster (Jim Feldmann)
11. 10:11 AM - Re: Near disaster (Jim Feldmann)
12. 10:38 AM - Subject: Re: Wake Turbulence in a Kitfox (Joe & Jan Connell)
13. 10:49 AM - V-Speed question and placard question (teresa, paul morel)
14. 12:24 PM - Re: Re: Near disaster (Jim_and_Lucy Chuk)
15. 12:58 PM - Re: V-Speed question and placard question (Weiss Richard)
16. 01:01 PM - Re: V-Speed question and placard question (Weiss Richard)
17. 01:09 PM - Re: Near disaster (Tom Jones)
18. 01:16 PM - Re: V-Speed question and placard question (teresa, paul morel)
19. 01:16 PM - Re: Re: Near disaster (fox5flyer)
20. 02:01 PM - Re: V-Speed question and placard question (Tom Jones)
21. 02:35 PM - Re: Flaperons (FlyboyTR)
22. 02:47 PM - Re: Re: Near disaster (Noel Loveys)
23. 02:58 PM - was V-Speed question and placard question - now Compass Card correction (Noel Loveys)
24. 04:52 PM - Re: was V-Speed question and placard question - now Compass Card (Tom Jones)
25. 05:05 PM - Re: strainers, filters and the gascolator (Paul Franz - Merlin GT)
26. 06:54 PM - Re: Near disaster (David Yeamans)
27. 07:24 PM - Re: Near disaster (Roger Lee)
28. 08:04 PM - Re: Re: was V-Speed question and placard question - now Compass Card (Noel Loveys)
29. 08:17 PM - Re: Near disaster (darinh)
30. 09:20 PM - Re: V-Speed question and placard question (Guy Buchanan)
31. 10:09 PM - Re: - now Compass Card (Paul Franz - Merlin GT)
32. 10:23 PM - Re: V-Speed question and placard question (Paul Franz - Merlin GT)
33. 11:16 PM - Re: Re: - now Compass Card (Cecil Stokesberry)
34. 11:53 PM - Re: Re: - now Compass Card (Cecil Stokesberry)
Message 1
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| Subject: | Re: Near disaster |
I agree with Tom ? possibility of Carb Ice.
Jan
----- Original Message -----
From: "Tom Jones" <nahsikhs@elltel.net>
Sent: Sunday, March 29, 2009 4:52 AM
Subject: Kitfox-List: Re: Near disaster
>
>
>> Actually, the engine (Rotax 912 ULS) did not stop. It was running
>> smoothly during taxi and warm up. Mag check was fine. I held short for 5
>> minutes or so for incoming traffic, running the engine from 2500 to 4000
>> for short periods. No problems. On takeoff, the engine pulled cleanly to
>> 5000+ for the 5 or 6 seconds it took to break ground, then suddenly
>> started running very rough and dropped to 2500 rpm or so. I immediately
>> pulled the throttle to idle and landed.
>
>
> A problem soon after maintenance often has some relation to the
> maintenance. Were fuel lines to the header tank removed and/or replaced?
>
> How about the rest of the fuel lines?
>
> Any chance the fuel had a slug of water in it?
>
> --------
> Tom Jones
> Classic IV
> 503 Rotax, 72 inch Two blade Warp
> Ellensburg, WA
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=236599#236599
>
>
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Message 2
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| Subject: | Re: Near disaster |
Jim, This sounds like a classic case of carb ice to me. On cold humid
mornings my 912 has almost stopped several times while taxiing. I pull the
carb heat on and the engine immediately runs perfectly. I then give the
engine a really good warm up and apply carb heat for 30 seconds or so before
applying full power for takeoff, and have never had a problem. If your
engine quit on a cold humid day and you don't have carb heat I would bet you
had carb ice.
Brian Leach
New Zealand
Avid 912 taildragger.
Message 3
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| Subject: | Re: Wake Turbulence in a Kitfox |
Yes, now that you mention it, I've felt it behind smaller planes at
altitude, too. I've even run into my own during 360 turns. But this
one at low altitude really got my attention, probably because of the
close proximity to the ground, and because the other plane was so far
away...but not far enough as it turned out.
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 622.1 hrs
Sensenich 62x46
Electroair direct-fire ignition system
Status: flying
On Mar 28, 2009, at 6:55 PM, Pete Christensen wrote:
> Even wake turulence behind small planes can get you upset in a
> light sport. I was with an instructor getting checked out in a Sky
> Ranger and landing behind a T-34 single engined navy trainer, not
> really that close. The Sky Ranger banked what seemed like 60
> degrees. We were 100'+ on final but recovered ok.
>
> Pete
>
> ============================================================ _-
> ============================================================ _-
> contribution_-
> ===========================================================
Message 4
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| Subject: | Re: Near disaster |
Maybe vapor lock. You ran the engine for 5 minutes on ground at up to
nearly full throttle, so something might have gotten hotter than it
would in flight, and heated up a fuel line that wouldn't normally
have gotten that hot before. Look for high points in the fuel system,
or places that exhaust heat might be too close to the fuel lines.
Good save, Jim.
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 622.1 hrs
Sensenich 62x46
Electroair direct-fire ignition system
Status: flying
On Mar 28, 2009, at 10:39 PM, Jim Feldmann wrote:
> <feldesign@earthlink.net>
>
> I had an engine failure on takeoff today. Fortunately it was a
> long runway and it happened at 10 feet altitude. No injuries, no
> damage, and no idea why it happened.
>
> Actually, the engine (Rotax 912 ULS) did not stop. It was running
> smoothly during taxi and warm up. Mag check was fine. I held
> short for 5 minutes or so for incoming traffic, running the engine
> from 2500 to 4000 for short periods. No problems. On takeoff, the
> engine pulled cleanly to 5000+ for the 5 or 6 seconds it took to
> break ground, then suddenly started running very rough and dropped
> to 2500 rpm or so. I immediately pulled the throttle to idle and
> landed.
>
> While taxiing back to the hanger it ran fine, I tried full throttle
> again a couple of times and it ran perfectly. So what I have is an
> intermittent or one time problem that could be deadly.
>
> I don't think it was ignition related, because if it was a failure
> of one "mag" it would have run much better than it did, and if both
> failed, it wouldn't have run at all. That leaves fuel or mechanical.
>
> The carbs have recently been rebuilt. After I calmed down, I
> checked the float bowls, they are clean, the gascolator is clean
> and the fuel pump is putting out 4.5 psi., right on spec. Fuel is
> flowing freely through all of the inline filters and the header
> tank is full. I did recently drain all of the fuel out of the
> airplane to fix a leak in the header tank. Then I simply refilled
> the tanks from the top. Could there have been air in the fuel line
> between the header tank and the gascolater? The engine had been
> run for half an hour or so since then, but mostly at low throttle.
>
> I have checked the throttle linkages also. No problem there. The
> plugs look good too, but my runups on taxi back would have obscured
> the evidence anyway.
>
> My A&E suggested that it could be sticky valve.
>
> Has anyone experienced a similar problem? Any thoughts on what to
> look for? I'm very hesitant to fly it again until I know what
> caused the problem
>
> --------
> Jim Feldmann, 3rd owner
> 1994 Kitfox IV Speedster / 912
> Working on my Sport Pilot Certificate
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=236597#236597
>
>
Message 5
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| Subject: | Re: Near disaster |
Look at the carburetor boots. I had one with a crack in it cause the same
type of problem..
Marwynne
----- Original Message -----
From: "Jim Feldmann" <feldesign@earthlink.net>
Sent: Saturday, March 28, 2009 9:39 PM
Subject: Kitfox-List: Near disaster
> <feldesign@earthlink.net>
>
> I had an engine failure on takeoff today. Fortunately it was a long
> runway and it happened at 10 feet altitude. No injuries, no damage, and
> no idea why it happened.
>
> Actually, the engine (Rotax 912 ULS) did not stop. It was running
> smoothly during taxi and warm up. Mag check was fine. I held short for 5
> minutes or so for incoming traffic, running the engine from 2500 to 4000
> for short periods. No problems. On takeoff, the engine pulled cleanly to
> 5000+ for the 5 or 6 seconds it took to break ground, then suddenly
> started running very rough and dropped to 2500 rpm or so. I immediately
> pulled the throttle to idle and landed.
>
> While taxiing back to the hanger it ran fine, I tried full throttle again
> a couple of times and it ran perfectly. So what I have is an intermittent
> or one time problem that could be deadly.
>
> I don't think it was ignition related, because if it was a failure of one
> "mag" it would have run much better than it did, and if both failed, it
> wouldn't have run at all. That leaves fuel or mechanical.
>
> The carbs have recently been rebuilt. After I calmed down, I checked the
> float bowls, they are clean, the gascolator is clean and the fuel pump is
> putting out 4.5 psi., right on spec. Fuel is flowing freely through all
> of the inline filters and the header tank is full. I did recently drain
> all of the fuel out of the airplane to fix a leak in the header tank.
> Then I simply refilled the tanks from the top. Could there have been air
> in the fuel line between the header tank and the gascolater? The engine
> had been run for half an hour or so since then, but mostly at low
> throttle.
>
> I have checked the throttle linkages also. No problem there. The plugs
> look good too, but my runups on taxi back would have obscured the evidence
> anyway.
>
> My A&E suggested that it could be sticky valve.
>
> Has anyone experienced a similar problem? Any thoughts on what to look
> for? I'm very hesitant to fly it again until I know what caused the
> problem
>
> --------
> Jim Feldmann, 3rd owner
> 1994 Kitfox IV Speedster / 912
> Working on my Sport Pilot Certificate
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=236597#236597
>
>
>
Message 6
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| Subject: | Re: Near disaster |
Carb ice wouldn't make it suddenly lose 50% of its rpm. Now maybe a vapor lock
issue might have. Just something to consider in your diagnostics.
--------
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=236632#236632
Message 7
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| Subject: | Re: Near disaster |
I wouldn't rule out vacuum lines.=0A=0A=0A=0A=0A___________________________
_____=0AFrom: Jim Feldmann <feldesign@earthlink.net>=0ATo: kitfox-list@matr
onics.com=0ASent: Saturday, March 28, 2009 10:39:02 PM=0ASubject: Kitfox-Li
eldesign@earthlink.net>=0A=0AI had an engine failure on takeoff today.- F
ortunately it was a long runway and it happened at 10 feet altitude.- No
injuries, no damage, and no idea why it happened.- =0A=0AActually, the en
gine (Rotax 912 ULS) did not stop.- It was running smoothly during taxi a
nd warm up.- Mag check was fine.- I held short for 5 minutes or so for
incoming traffic, running the engine from 2500 to 4000 for short periods.
- No problems.- On takeoff, the engine pulled cleanly to 5000+ for the
5 or 6 seconds it took to break ground, then suddenly started running very
rough and dropped to 2500 rpm or so.- I immediately pulled the throttle t
o idle and landed.- =0A=0AWhile taxiing back to the hanger it ran fine, I
tried full throttle again a couple of times and it ran perfectly.- So wh
at I have is an intermittent or one time problem that could be deadly.=0A
=0AI don't think it was ignition related, because if it was a failure of on
e "mag" it would have run much better than it did, and if both failed, it w
ouldn't have run at all.- That leaves fuel or mechanical.- =0A=0AThe ca
rbs have recently been rebuilt.- After I calmed down, I checked the float
bowls, they are clean, the gascolator is clean and the fuel pump is puttin
g out 4.5 psi., right on spec.- Fuel is flowing freely through all of the
inline filters and the header tank is full.- I did recently drain all of
the fuel out of the airplane to fix a leak in the header tank.- Then I s
imply refilled the tanks from the top.- Could there have been air in the
fuel line between the header tank and the gascolater?- The engine had bee
n run for half an hour or so since then, but mostly at low throttle.=0A=0AI
have checked the throttle linkages also.- No problem there.- The plugs
look good too, but my runups on taxi back would have obscured the evidence
anyway.=0A=0AMy A&E suggested that it could be sticky valve.=0A=0AHas anyo
ne experienced a similar problem?- Any thoughts on what to look for?- I
'm very hesitant to fly it again until I know what caused the problem=0A=0A
--------=0AJim Feldmann, 3rd owner=0A1994 Kitfox IV Speedster / 912=0AWorki
ng on my Sport Pilot Certificate=0A=0A=0A=0A=0ARead this topic online here:
=0A=0Ahttp://forums.matronics.com/viewtopic.php?p=236597#236597=0A=0A=0A
=================
Message 8
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| Subject: | Re: Near disaster |
Jim,
I had an engine cut during ground runs, I had previously drained all the fu
el and refuelled the wing tanks with fresh fuel after the winter layup.
I discovered the header tank was empty as there was an airlock in the vent
line. Blowing through the port tank filler cap pitot tube with the starboar
d tank fuel valve off, forced fuel into the header tank and cleared the air
lock allowing- the header tank to fill. Since then no problems.- (In my
aircraft the header tank vent goes to only the starboard tank).
My header tank vent line is also secured by nylock ties, if any of them are
too tight it could restrict the header tank venting.
Mike Laundy
Kitfox III, Rotax 582
Cornwall
England
--- On Sun, 29/3/09, Jim Feldmann <feldesign@earthlink.net> wrote:
From: Jim Feldmann <feldesign@earthlink.net>
Subject: Kitfox-List: Near disaster
I had an engine failure on takeoff today.- Fortunately it was a long runw
ay and it happened at 10 feet altitude.- No injuries, no damage, and no i
dea why it happened.-
Actually, the engine (Rotax 912 ULS) did not stop.- It was running smooth
ly during taxi and warm up.- Mag check was fine.- I held short for 5 mi
nutes or so for incoming traffic, running the engine from 2500 to 4000 for
short periods.- No problems.- On takeoff, the engine pulled cleanly to
5000+ for the 5 or 6 seconds it took to break ground, then suddenly started
running very rough and dropped to 2500 rpm or so.- I immediately pulled
the throttle to idle and landed.-
While taxiing back to the hanger it ran fine, I tried full throttle again a
couple of times and it ran perfectly.- So what I have is an intermittent
or one time problem that could be deadly.
I don't think it was ignition related, because if it was a failure of one "
mag" it would have run much better than it did, and if both failed, it woul
dn't have run at all.- That leaves fuel or mechanical.-
The carbs have recently been rebuilt.- After I calmed down, I checked the
float bowls, they are clean, the gascolator is clean and the fuel pump is
putting out 4.5 psi., right on spec.- Fuel is flowing freely through all
of the inline filters and the header tank is full.- I did recently drain
all of the fuel out of the airplane to fix a leak in the header tank.- Th
en I simply refilled the tanks from the top.- Could there have been air i
n the fuel line between the header tank and the gascolater?- The engine h
ad been run for half an hour or so since then, but mostly at low throttle.
I have checked the throttle linkages also.- No problem there.- The plug
s look good too, but my runups on taxi back would have obscured the evidenc
e anyway.
My A&E suggested that it could be sticky valve.
Has anyone experienced a similar problem?- Any thoughts on what to look f
or?- I'm very hesitant to fly it again until I know what caused the probl
em
--------
Jim Feldmann, 3rd owner
1994 Kitfox IV Speedster / 912
Working on my Sport Pilot Certificate
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=236597#236597
le, List Admin.
=0A=0A=0A
Message 9
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| Subject: | Re: Near disaster |
Jim,
I had a very similar thing happen to me in my Kitfox (914). I figured it was something
with the turbo as it would run fine up to about 4000 rpm. After re-adjusting
the waste gate several times and tinkering with virtually everything
else, I found that my final fuel filter was 95% coated with a pasty coating of
something. At lower throttle, my pumps could force just enough fuel through
to keep the engine running as it should but when I hit take-off power the fuel
flow was not enough and the engine would cough and sputter. What that "something"
was is still a bit of a mystery and some will argue with me but I am 100%
sure I had an incompatibility between my fuel and mil6000 fuel hose. I have
3 filters in my system, two of which are connected to the tanks via aluminum
tubing...my last filter was the only one with the mil6000 hose and was the only
one that was plugged. I have replaced the filter and lines and the new filter
is clean as the day it went in.
You said your gascolator is clean...do you have any other filters in the system
that may be plugged?
--------
Darin Hawkes
Series 7
914 Turbo
Kaysville, Utah
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=236671#236671
Message 10
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| Subject: | Re: Near disaster |
Thank you all for your replies and suggestions. I will check into all of them.
Tom; yes, I removed the header tank, corrected a slow leak in the bottom fitting
and then reinstalled the tank using the original fuel and vent lines, which
are about a year old and in good shape.
The possibility of water in the fuel or carb ice are remote. It was 2:30 PM on
a clear and dry, Sunny California day. Ambient temp 78 degrees, humidity about
50%. I don't know the dew point, but it would have been low. I checked for
water in the gascolater before the flight and found none. (I have never found
even a drop in either tank or in the gascolater.)
I will carefully check the entire fuel system for contamination. If anyone has
any new thoughts, please add them to the list.
--------
Jim Feldmann, 3rd owner
1994 Kitfox IV Speedster / 912
Working on my Sport Pilot Certificate
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=236674#236674
Message 11
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| Subject: | Re: Near disaster |
Darrin: I have filters in the lines from the wing tanks to the header tank. There
is no filter on the header tank vent line, which goes to the right wing tank.
I'm thinking that the header tank could still vent, even if both filters
were plugged. There is no filter between the header tank and the gascolater.
I will check the filters anyway. Thanks.
--------
Jim Feldmann, 3rd owner
1994 Kitfox IV Speedster / 912
Working on my Sport Pilot Certificate
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=236677#236677
Message 12
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| Subject: | Re: Wake Turbulence in a Kitfox |
Gentlemen,
I fly out of a Class D field which handles a varied mix of transient
aircraft including C-130s and business jets. On occasions where the
wind is directly down the runway and a larger aircraft is departing
before me, I ask the tower for a 30 degree turn after liftoff to fly
parallel to the departure runway to avoid wake turbulence. Tower has
always been accommodating...
Joe Connell
Kitfox-II N62JK
Message 13
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| Subject: | V-Speed question and placard question |
Hi=0A- Does anyone have a list of the V-Speeds for a 912 Kitfox Speedster
?=0A- Do I need to placard my panel with these speeds?=0A- What other p
lacards are required or "nice to have" on the panel?=0A- =0A- I'm in th
e process of making my decals for the panel and don't want to find that I m
issed something after I clear coat.=0AThanks=0APaul
Message 14
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| Subject: | Re: Near disaster |
I had a problem with my Avid MK IV when it had the 582 in it. The plane ha
s an about 1 1/2 quart header tank. I took off and when I got to about 450
' it started to spit and sputter and would only hold about 4500 RPM. I end
ed up landing in a neighbors hayfield with no damage. I also had filters b
etween the tanks and the header tank. I was just using one tank at the tim
e. Turned out that the filter was plugging enough to restrict the flow to
where I wasn't getting enough fuel at full throttel to keep up to the deman
d of the engine. When the header tank started to run out=2C it started to
miss and spit. Steve Winder at Airdale/Avid said to never have a filter in
a gravity flow area as it doen't take much to restrict the flow=2C it the
filter is between the header tank and the fuel pump=2C the header tank may
catch some of the junk in the lines that would otherwise get to the filter
and also the fuel pump with help the flow rate. Just another thought. Tak
e care=2C Jim Chuk
> Subject: Kitfox-List: Re: Near disaster
> From: feldesign@earthlink.net
> Date: Sun=2C 29 Mar 2009 10:09:30 -0700
> To: kitfox-list@matronics.com
>
t>
>
> Darrin: I have filters in the lines from the wing tanks to the header tan
k. There is no filter on the header tank vent line=2C which goes to the rig
ht wing tank. I'm thinking that the header tank could still vent=2C even if
both filters were plugged. There is no filter between the header tank and
the gascolater.
>
> I will check the filters anyway. Thanks.
>
> --------
> Jim Feldmann=2C 3rd owner
> 1994 Kitfox IV Speedster / 912
> Working on my Sport Pilot Certificate
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=236677#236677
>
>
>
>
>
>
>
===========
===========
===========
===========
>
>
>
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Message 15
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| Subject: | Re: V-Speed question and placard question |
Paul,
Do you have a Model IV or V?
Rick Weiss
N39RW Series V Speedster, 912ULS
SkyStar S/N 1
Port Orange, FL
On Mar 29, 2009, at 1:48 PM, teresa, paul morel wrote:
> Hi
> Does anyone have a list of the V-Speeds for a 912 Kitfox Speedster?
> Do I need to placard my panel with these speeds?
> What other placards are required or "nice to have" on the panel?
>
> I'm in the process of making my decals for the panel and don't
> want to find that I missed something after I clear coat.
> Thanks
> Paul
>
>
Message 16
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| Subject: | Re: V-Speed question and placard question |
My DAR was only concerned with 2 placards. The first is the Passenger
notification statement and the second was the compass correction card
(not really a placard, but close enough for government work:-)
Rick Weiss
N39RW Series V Speedster, 912ULS
SkyStar S/N 1
Port Orange, FL
On Mar 29, 2009, at 1:48 PM, teresa, paul morel wrote:
> Hi
> Does anyone have a list of the V-Speeds for a 912 Kitfox Speedster?
> Do I need to placard my panel with these speeds?
> What other placards are required or "nice to have" on the panel?
>
> I'm in the process of making my decals for the panel and don't
> want to find that I missed something after I clear coat.
> Thanks
> Paul
>
>
Message 17
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| Subject: | Re: Near disaster |
> Tom; yes, I removed the header tank, corrected a slow leak in the bottom fitting
and then reinstalled the tank using the original fuel and vent lines, which
are about a year old and in good shape.
When the flexible material lines are pushed on to fittings the fitting can cut
a little flapper on the inside of the line that works like a check valve when
the flow increases. Also make sure there are no kinks. You probably have checked
this already.
--------
Tom Jones
Classic IV
503 Rotax, 72 inch Two blade Warp
Ellensburg, WA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=236716#236716
Message 18
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| Subject: | Re: V-Speed question and placard question |
Rick=0AModel IV Speedster=0APaul=0A=0A=0A=0A=0A____________________________
____=0AFrom: Weiss Richard <MDKitfox@aol.com>=0ATo: kitfox-list@matronics.c
om=0ASent: Sunday, March 29, 2009 3:57:24 PM=0ASubject: Re: Kitfox-List: V-
Speed question and placard question=0A=0APaul, =0A=0ADo you have a Model IV
or V?=0A=0A=0ARick Weiss=0AN39RW Series V Speedster, 912ULS=0ASkyStar S/N
1=0APort Orange, FL=0A=0A=0A=0A=0AOn Mar 29, 2009, at 1:48 PM, teresa, paul
morel wrote:=0A=0AHi=0A- Does anyone have a list of the V-Speeds for a 9
12 Kitfox Speedster?=0A- Do I need to placard my panel with these speeds?
=0A- What other placards are required or "nice to have" on the panel?=0A
=0A- I'm in the process of making my decals for the panel and don't want
to find that I missed something after I clear coat.=0AThanks=0APaul=0A=0A
=0Atp://www.matronics.com/Navigator?Kitfox-List=0Acs.com=0Amatronics.com/co
=
Message 19
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| Subject: | Re: Near disaster |
Glad to hear that you had that hay field below you, Jim. I tend to
agree with Steve. By putting filters into the wing tank feeder lines it
not only adds additional choke points, but also more places to leak and
clog up. The header tank is designed to sit in the low point of the
fuel system and makes a great gascolator. I have my filter, and the
only filter I have (a high flow sintered bronze unit by Earls
Performance Products), on my firewall as the last line of defense. I
also used 3/8 ID fuel line all the way to the engine. It's my belief
that, within reason, the bigger fuel line equals better flow due to less
restriction which equals fewer problems.
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: Jim_and_Lucy Chuk
To: kitfox list
Sent: Sunday, March 29, 2009 3:23 PM
Subject: RE: Kitfox-List: Re: Near disaster
I had a problem with my Avid MK IV when it had the 582 in it. The
plane has an about 1 1/2 quart header tank. I took off and when I got
to about 450' it started to spit and sputter and would only hold about
4500 RPM. I ended up landing in a neighbors hayfield with no damage. I
also had filters between the tanks and the header tank. I was just
using one tank at the time. Turned out that the filter was plugging
enough to restrict the flow to where I wasn't getting enough fuel at
full throttel to keep up to the demand of the engine. When the header
tank started to run out, it started to miss and spit. Steve Winder at
Airdale/Avid said to never have a filter in a gravity flow area as it
doen't take much to restrict the flow, it the filter is between the
header tank and the fuel pump, the header tank may catch some of the
junk in the lines that would otherwise get to the filter and also the
fuel pump with help the flow rate. Just another thought. Take care,
Jim Chuk
> Subject: Kitfox-List: Re: Near disaster
> From: feldesign@earthlink.net
> Date: Sun, 29 Mar 2009 10:09:30 -0700
> To: kitfox-list@matronics.com
>
<feldesign@earthlink.net>
>
> Darrin: I have filters in the lines from the wing tanks to the
header tank. There is no filter on the header tank vent line, which goes
to the right wing tank. I'm thinking that the header tank could still
vent, even if both filters were plugged. There is no filter between the
header tank and the gascolater.
>
> I will check the filters anyway. Thanks.
>
> --------
> Jim Feldmann, 3rd owner
> 1994 Kitfox IV Speedster / 912
> Working on my Sport Pilot Certificate
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=236677#236677
>
>====================
> _====
>
>
>
-------------------------------------------------------------------------
-----
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Message 20
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| Subject: | Re: V-Speed question and placard question |
Paul asked:
> Does anyone have a list of the V-Speeds for a 912 Kitfox Speedster?
> Do I need to placard my panel with these speeds?
> What other placards are required or "nice to have" on the panel?
Paul, here's a direct link to an example of a DAR's inspection check list on EAA's
wed site.
http://members.eaa.org/home/homebuilders/registering/articles/Amateur-Built%20Aircraft%20Certification%20Inspection%20Guide.html
You will determine the V speeds for your Kitfox during Phase one flight testing.
I think Kitfox LLC sells a "Fill in the blanks" Pilot's handbook that has examples
of V speeds. For my first few test flights I wrote those on a little
piece of paper scotch taped to the panel...Best climb, stall, approach, best glide.
If the link doesn't work here's the cockpit section of the list. Note the only
placards listed are the passenger warning and compass card.
Cabin/Cockpit:
Ensure engine ignition switch(s) is OFF.
Check that there are no sharp corners or edges to catch hands, shoes , or clothing.
Check for passenger warning placard (2 seats or more).
Check that instruments are secure and marked/calibrated as required.
Ask the builder if quantity readings were checked for fuel/sight gauge (s).
Check fuel selector operation (shut off and flow, all tanks), and labeling, if
applicable.
Can the pilot reach the fuel selector while strapped in with the shoulder harness
locked?
Check brakes, fluid, and solid feel of pedals/control.
Check the flight controls at their full range of movement to detect for possible
interference with radios, electrical wires,instrument lines, and engine controls.
Do the flight control surfaces move in the correct direction?
Check seat and shoulder harness/seat belt installation. Are they installed in accordance
with the plan/drawing as recommended by the manufacturer?
Check canopy and /or door latching system for proper operation and security.
Check windshield and other windows for security.
Check for compass and a correction card, and other instruments/avionics as required
for intended 14 CFR part 91 operation.
Day VFR-only does not require flight instruments. Night VFR and IFR require compliance
with FAR 91.205.
Check visually accessible items with emphasis on flight and engine controls, for
locknuts, cotter pins, safety wire, etc.
--------
Tom Jones
Classic IV
503 Rotax, 72 inch Two blade Warp
Ellensburg, WA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=236725#236725
Message 21
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John,
Glad to hear they are available. I have filiform corrosion starting on my flaperons.
If I am not happy with what I find when I start the repair...I may just
replace them.
What are people using to seal the slots when the flaperon hinge brackets come through
the top. I try to keep as much water as possible out and have devised
a quick fix to reduce to entry of water when washing the plane. However...I would
like some type of neat boot or seal. Any thoughts? Thanks!
Travis :D
--------
Travis Rayner
Mobile, AL
Skystar Vixen, N-789DF
Continental IO-240, Prince P-Tip Prop
ADI-II Autopilot
AnyWhereMap Navigation with weather
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=236733#236733
Message 22
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| Subject: | Re: Near disaster |
Strainers go before a pump, filters after and the gascolator at the lowest
point. I know some disagree with that statement... That's ok.
Noel
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Jim Feldmann
Sent: Sunday, March 29, 2009 2:40 PM
Subject: Kitfox-List: Re: Near disaster
Darrin: I have filters in the lines from the wing tanks to the header tank.
There is no filter on the header tank vent line, which goes to the right
wing tank. I'm thinking that the header tank could still vent, even if both
filters were plugged. There is no filter between the header tank and the
gascolater.
I will check the filters anyway. Thanks.
--------
Jim Feldmann, 3rd owner
1994 Kitfox IV Speedster / 912
Working on my Sport Pilot Certificate
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=236677#236677
Message 23
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| Subject: | was V-Speed question and placard question - now Compass Card |
correction
A lot of officials are picky about the compass correction card. I suspect
many compass swings are done with a bic pen. We used to call them bic
swings. One of the sure ways to find a bic swing is when the correction for
north is 000. (When you do the correction for south you throw north out J)
I'm wondering if anyone here has actually included compass correction in
their dead reckoning navigation. As usual I tend to work backwards. Flying
VFR I set up my course then hold my heading on the compass instead of
calculating a heading for a particular track.
Noel
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Weiss Richard
Sent: Sunday, March 29, 2009 5:29 PM
Subject: Re: Kitfox-List: V-Speed question and placard question
My DAR was only concerned with 2 placards. The first is the Passenger
notification statement and the second was the compass correction card (not
really a placard, but close enough for government work:-)
Rick Weiss
N39RW Series V Speedster, 912ULS
SkyStar S/N 1
Port Orange, FL
On Mar 29, 2009, at 1:48 PM, teresa, paul morel wrote:
Hi
Does anyone have a list of the V-Speeds for a 912 Kitfox Speedster?
Do I need to placard my panel with these speeds?
What other placards are required or "nice to have" on the panel?
I'm in the process of making my decals for the panel and don't want to
find that I missed something after I clear coat.
Thanks
Paul
tp://www.matronics.com/Navigator?Kitfox-List
cs.com
matronics.com/contribution
=
Message 24
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| Subject: | Re: was V-Speed question and placard question - now Compass |
Card
I do the same as you Noel. The only time times I did the full heading plot was
for my cross countries when I was a student and for my check ride he had me do
one while we were in the air.
--------
Tom Jones
Classic IV
503 Rotax, 72 inch Two blade Warp
Ellensburg, WA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=236747#236747
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| Subject: | Re: strainers, filters and the gascolator |
On Sun, March 29, 2009 4:14 pm, Noel Loveys wrote:
> Strainers go before a pump, filters after and the gascolator at the lowest
> point. I know some disagree with that statement... That's ok.
I can't imagine a situation where that wouldn't be proper. In fact, I think you've
just stated one of the better rules-of-thumb that I've seen! Well said, Noel :)
--
Paul A. Franz
Registration/Aircraft - N14UW/Merlin GT
Engine/Prop - Rotax 914/NSI CAP
Bellevue WA
425.241.1618 Cell
"March 19, 2009 General aviation is under attack on several fronts in the name
of
national security. While the U.S. Department of Homeland Security (DHS) and its
divisions adopt a whatever it takes posture, the people who fly aircraft for fun,
education, philanthropy, and business are asking whether severe restrictions on
freedoms are worth marginal enhancements to security."
-- EAA Spirit of Aviation
<http://eaa.org/news/2009/2009-03-19_initiatives.asp>
"They that can give up essential liberty to obtain a little temporary
safety deserve neither liberty nor safety."
-- Benjamin Franklin, 1759
If a nation values anything more than freedom, it will lose its freedom;
and the irony of it is that if it is comfort or money it values more, it
will lose that, too.
-- W. Somerset Maugham
Message 26
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| Subject: | Re: Near disaster |
I had the same problem three years ago. Changed all the fuel lines, checked
needles valves in carbs, checked fuel flow ( 10 gals an hour ) also
installed inline fuel pump, everything checked Ok, still the same problem. i
nstalled a new fuel pump, and that was the problem, the engine has been
runing perfect ever sence, and that was three years ago. You might think
about installing a new fuel pump.
David Yeamans
Kitfox 4 1200
Rotax 912 UL
----- Original Message -----
From: "Jim Feldmann" <feldesign@earthlink.net>
Sent: Saturday, March 28, 2009 9:39 PM
Subject: Kitfox-List: Near disaster
> <feldesign@earthlink.net>
>
> I had an engine failure on takeoff today. Fortunately it was a long
> runway and it happened at 10 feet altitude. No injuries, no damage, and
> no idea why it happened.
>
> Actually, the engine (Rotax 912 ULS) did not stop. It was running
> smoothly during taxi and warm up. Mag check was fine. I held short for 5
> minutes or so for incoming traffic, running the engine from 2500 to 4000
> for short periods. No problems. On takeoff, the engine pulled cleanly to
> 5000+ for the 5 or 6 seconds it took to break ground, then suddenly
> started running very rough and dropped to 2500 rpm or so. I immediately
> pulled the throttle to idle and landed.
>
> While taxiing back to the hanger it ran fine, I tried full throttle again
> a couple of times and it ran perfectly. So what I have is an intermittent
> or one time problem that could be deadly.
>
> I don't think it was ignition related, because if it was a failure of one
> "mag" it would have run much better than it did, and if both failed, it
> wouldn't have run at all. That leaves fuel or mechanical.
>
> The carbs have recently been rebuilt. After I calmed down, I checked the
> float bowls, they are clean, the gascolator is clean and the fuel pump is
> putting out 4.5 psi., right on spec. Fuel is flowing freely through all
> of the inline filters and the header tank is full. I did recently drain
> all of the fuel out of the airplane to fix a leak in the header tank.
> Then I simply refilled the tanks from the top. Could there have been air
> in the fuel line between the header tank and the gascolater? The engine
> had been run for half an hour or so since then, but mostly at low
> throttle.
>
> I have checked the throttle linkages also. No problem there. The plugs
> look good too, but my runups on taxi back would have obscured the evidence
> anyway.
>
> My A&E suggested that it could be sticky valve.
>
> Has anyone experienced a similar problem? Any thoughts on what to look
> for? I'm very hesitant to fly it again until I know what caused the
> problem
>
> --------
> Jim Feldmann, 3rd owner
> 1994 Kitfox IV Speedster / 912
> Working on my Sport Pilot Certificate
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=236597#236597
>
>
--------------------------------------------------------------------------------
Checked by AVG - www.avg.com
07:16:00
Message 27
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| Subject: | Re: Near disaster |
David has a very good point. You should get a low pressure gauge
(10 psi max) and put it in line after the fuel pump and double check the fuel pressure
on a tie down at full throttle. This is fairly easy to do and you don't
need any special test gauge.
--------
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=236774#236774
Message 28
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| Subject: | Re: was V-Speed question and placard question - now Compass |
Card
I was trying to get at two things... First of all most compass swings are
not done anywhere near a compass rose. They are expensive and time
consuming to do and even when done correctly parallax errors can throw
everything off. There fore corrections are estimated by which way the wind
was blowing the day the correction card was filled out.
The second thing I was getting at is the magnetic compass is the last
instrument used in IFR and other than to hold a heading isn't used in VFR.
It may come in handy to designate grass runways. I think most pilots would
be just as happy without it. Perhaps out on the prairies it may get more
use but any where clear land marks can be seen it is just so much more to
carry aloft.
Noel
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Tom Jones
Sent: Sunday, March 29, 2009 9:20 PM
Subject: Kitfox-List: Re: was V-Speed question and placard question - now
Compass Card
I do the same as you Noel. The only time times I did the full heading plot
was for my cross countries when I was a student and for my check ride he had
me do one while we were in the air.
--------
Tom Jones
Classic IV
503 Rotax, 72 inch Two blade Warp
Ellensburg, WA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=236747#236747
Message 29
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| Subject: | Re: Near disaster |
I agree with Deke...there is no need for filters before the header tank. When
I say I have 3 filters, I am including my finger strainers as one. I have an
Earl's filter before the pumps and a final filter forward of the firewall just
before it goes into the pressure regulator. Had my final filter not been there,
all that disintegrated hose material would have ended up in my pressure regulator
and carbs so it did serve a purpose. After changing the hose, it is probably
overkill to have the last filter but it is there.
--------
Darin Hawkes
Series 7
914 Turbo
Kaysville, Utah
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=236799#236799
Message 30
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| Subject: | Re: V-Speed question and placard question |
At 10:48 AM 3/29/2009, you wrote:
> Does anyone have a list of the V-Speeds for a 912 Kitfox Speedster?
I will try to remember to get Ed Down's book out of the Hangar this
week. He's got most of the V speeds in it. Obviously some have to be
determined during flight test, such as Vs, Vx, Vy, Va, and best glide.
> Do I need to placard my panel with these speeds?
No
> What other placards are required or "nice to have" on the panel?
I'm trying to remember the source but there's a note saying that the
function of every control must be labeled. You're also required to
have the experimental passenger warning posted somewhere in sight.
(You can get stick-ons of this at Aircraft Spruce. They need not be
on the panel.) I labeled everything, even silly things like the
thottle, which says "push to go" I had the room, the labels were
small, and it made my somewhat barren panel look better.
Guy Buchanan
San Diego, CA
K-IV 1200 / 582-C / Warp / 300 hrs. and counting
Message 31
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| Subject: | Re: - now Compass Card |
On Sun, March 29, 2009 9:34 pm, Noel Loveys wrote:
>
> I was trying to get at two things... First of all most compass swings are
> not done anywhere near a compass rose.
I'm maybe forgetting something or just naive but that where I have done them. On
two
the compasses you had a little plastic screw to turn that would set the indicator
perfect for north then south then east then west. You then updated the deviations
on
the compass card but they were all zero.
The other type compass had no such adjuster and you just filled out the deviations
at
each 45 deg heading change.
Then since the compass isn't stable and depending on your heading can actually
swing
the wrong direction when you start a turn, I have always used a DG as the primary
heading indicator and set the DG to the compass with any applied deviation.
> They are expensive and time
> consuming to do and even when done correctly parallax errors can throw
> everything off.
I assume you mean they are expensive if you pay an instrument shop to do them in
order
to comply with some kind of inane rule. Maybe the compass police are eventually
going
to toss me in the clink. I'm just sort of a bad person, I guess. Some laws just
don't
seem to apply to me personally.
Now, I have a vague understanding of parallax error as it applies to a lens but
at the
moment am lacking the brain power to extend my limited conceptual familiarization
with
parallax to a compass. Please contribute some regular sized words on the subject.
> There fore corrections are estimated by which way the wind
> was blowing the day the correction card was filled out.
Now I am really concerned that I am more than a little uninformed because I cannot
imagine what wind has to do with recording compass errors on a card. Maybe the
wind is
gusty and rocking the airplane and the compass? Or, of course, it could be blowing
magnetic particles that I don't know about. But again, I need some regular sized
words
on this one too - how does wind affect magnetic compass calibration?
> The second thing I was getting at is the magnetic compass is the last
> instrument used in IFR and other than to hold a heading isn't used in VFR.
That must be a matter of flying technique. You don't even bother with a compass
when
you have a DG, IFR or VFR. You only need the compass to set the DG.
Of course, this might be a matter of procedure you do on an exam. Been a long time
for
me and it hasn't been an issue on any BFR that I have taken. That too could be
my
fault since BFR's are usually dominated by my questions and pleas for current best
practice. The instructors usually enjoy telling you and showing you what they know
more than anything else so maybe I have side tracked them all over the last 35
years.
I've managed to successfully have the medical examiners keep probing fingers to
themselves every time too so I might be pushing my luck.
--
Paul A. Franz
Registration/Aircraft - N14UW/Merlin GT
Engine/Prop - Rotax 914/NSI CAP
Bellevue WA
425.241.1618 Cell
I place economy among the first and most important virtues, and public debt as
the greatest of dangers to be feared. To preserve our independence, we must
not let our rulers load us with perpetual debt. If we run into such debts, we
must be taxed in our meat and drink, in our necessities and in our comforts,
in our labor and in our amusements. If we can prevent the government from
wasting the labor of the people, under the pretense of caring for them, they
will be happy.
-- Thomas Jefferson
Message 32
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| Subject: | Re: V-Speed question and placard question |
On Sun, March 29, 2009 8:17 pm, Guy Buchanan wrote:
> (You can get stick-ons of this at Aircraft Spruce. They need not be
> on the panel.) I labeled everything, even silly things like the
> thottle, which says "push to go" I had the room, the labels were
> small, and it made my somewhat barren panel look better.
Very good! I once rode in a Beaver and the throttle was labeled
Push - Loud
108 KIAS Max
Owner told me that when on floats it was the loudness control only. It would only
go
108 KIAS, pushing it in farther only increased loudness and fuel flow, not airspeed.
--
Paul A. Franz
Registration/Aircraft - N14UW/Merlin GT
Engine/Prop - Rotax 914/NSI CAP
Bellevue WA
425.241.1618 Cell
"The same prudence which in private life would forbid our paying our
own money for unexplained projects, forbids it in the dispensation
of the public moneys. ... The multiplication of public offices,
increase of expense beyond income, growth and entailment of a public
debt, are indications soliciting the employment of the pruning
knife. ... We must not let our rulers load us with perpetual debt.
... The principle of spending money to be paid by posterity, under
the name of funding, is but swindling futurity on a large scale. ...
If we can prevent the government from wasting the labors of the
people, under the pretense of taking care of them, they must become
happy. ... I think we have more machinery of government than is
necessary, too many parasites living on the labor of the
industrious. ... The natural progress of things is for liberty to
yield and government to gain ground. ... [A] wise and frugal
government...shall restrain men from injuring one another, shall
leave them otherwise free to regulate their own pursuits of industry
and improvement, and shall not take from the mouth of labor the
bread it has earned. This is the sum of good government. ...
Sometimes it is said that man can not be trusted with government of
himself. Can he, then, be trusted with the government of others? Or
have we found angels in the forms of kings to govern him? Let
history answer this question."
-- Thomas Jefferson
Message 33
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| Subject: | Re: - now Compass Card |
A compass could be useful when encountering very low visibility conditions.
Cecil
Kitfox IV 582 1050
On Sun, Mar 29, 2009 at 10:07 PM, Paul Franz - Merlin GT <paul@eucleides.com
> wrote:
> paul@eucleides.com>
>
> On Sun, March 29, 2009 9:34 pm, Noel Loveys wrote:
> >
> > I was trying to get at two things... First of all most compass swings
> are
> > not done anywhere near a compass rose.
>
> I'm maybe forgetting something or just naive but that where I have done
> them. On two
> the compasses you had a little plastic screw to turn that would set the
> indicator
> perfect for north then south then east then west. You then updated the
> deviations on
> the compass card but they were all zero.
>
> The other type compass had no such adjuster and you just filled out the
> deviations at
> each 45 deg heading change.
>
> Then since the compass isn't stable and depending on your heading can
> actually swing
> the wrong direction when you start a turn, I have always used a DG as the
> primary
> heading indicator and set the DG to the compass with any applied deviation.
>
> > They are expensive and time
> > consuming to do and even when done correctly parallax errors can throw
> > everything off.
>
> I assume you mean they are expensive if you pay an instrument shop to do
> them in order
> to comply with some kind of inane rule. Maybe the compass police are
> eventually going
> to toss me in the clink. I'm just sort of a bad person, I guess. Some laws
> just don't
> seem to apply to me personally.
>
> Now, I have a vague understanding of parallax error as it applies to a lens
> but at the
> moment am lacking the brain power to extend my limited conceptual
> familiarization with
> parallax to a compass. Please contribute some regular sized words on the
> subject.
>
> > There fore corrections are estimated by which way the wind
> > was blowing the day the correction card was filled out.
>
> Now I am really concerned that I am more than a little uninformed because I
> cannot
> imagine what wind has to do with recording compass errors on a card. Maybe
> the wind is
> gusty and rocking the airplane and the compass? Or, of course, it could be
> blowing
> magnetic particles that I don't know about. But again, I need some regular
> sized words
> on this one too - how does wind affect magnetic compass calibration?
>
> > The second thing I was getting at is the magnetic compass is the last
> > instrument used in IFR and other than to hold a heading isn't used in
> VFR.
>
> That must be a matter of flying technique. You don't even bother with a
> compass when
> you have a DG, IFR or VFR. You only need the compass to set the DG.
>
> Of course, this might be a matter of procedure you do on an exam. Been a
> long time for
> me and it hasn't been an issue on any BFR that I have taken. That too could
> be my
> fault since BFR's are usually dominated by my questions and pleas for
> current best
> practice. The instructors usually enjoy telling you and showing you what
> they know
> more than anything else so maybe I have side tracked them all over the last
> 35 years.
> I've managed to successfully have the medical examiners keep probing
> fingers to
> themselves every time too so I might be pushing my luck.
> --
> Paul A. Franz
> Registration/Aircraft - N14UW/Merlin GT
> Engine/Prop - Rotax 914/NSI CAP
> Bellevue WA
> 425.241.1618 Cell
>
> I place economy among the first and most important virtues, and public debt
> as
> the greatest of dangers to be feared. To preserve our independence, we
> must
> not let our rulers load us with perpetual debt. If we run into such debts,
> we
> must be taxed in our meat and drink, in our necessities and in our
> comforts,
> in our labor and in our amusements. If we can prevent the government from
> wasting the labor of the people, under the pretense of caring for them,
> they
> will be happy.
> -- Thomas Jefferson
>
>
Message 34
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| Subject: | Re: - now Compass Card |
I should mention that I don't have a DG.
Cecil
On Sun, Mar 29, 2009 at 11:14 PM, Cecil Stokesberry <stokesc@wildblue.net>wrote:
> A compass could be useful when encountering very low visibility conditions.
>
> Cecil
> Kitfox IV 582 1050
>
>
> On Sun, Mar 29, 2009 at 10:07 PM, Paul Franz - Merlin GT <
> paul@eucleides.com> wrote:
>
>> paul@eucleides.com>
>>
>> On Sun, March 29, 2009 9:34 pm, Noel Loveys wrote:
>> >
>> > I was trying to get at two things... First of all most compass swings
>> are
>> > not done anywhere near a compass rose.
>>
>> I'm maybe forgetting something or just naive but that where I have done
>> them. On two
>> the compasses you had a little plastic screw to turn that would set the
>> indicator
>> perfect for north then south then east then west. You then updated the
>> deviations on
>> the compass card but they were all zero.
>>
>> The other type compass had no such adjuster and you just filled out the
>> deviations at
>> each 45 deg heading change.
>>
>> Then since the compass isn't stable and depending on your heading can
>> actually swing
>> the wrong direction when you start a turn, I have always used a DG as the
>> primary
>> heading indicator and set the DG to the compass with any applied
>> deviation.
>>
>> > They are expensive and time
>> > consuming to do and even when done correctly parallax errors can throw
>> > everything off.
>>
>> I assume you mean they are expensive if you pay an instrument shop to do
>> them in order
>> to comply with some kind of inane rule. Maybe the compass police are
>> eventually going
>> to toss me in the clink. I'm just sort of a bad person, I guess. Some laws
>> just don't
>> seem to apply to me personally.
>>
>> Now, I have a vague understanding of parallax error as it applies to a
>> lens but at the
>> moment am lacking the brain power to extend my limited conceptual
>> familiarization with
>> parallax to a compass. Please contribute some regular sized words on the
>> subject.
>>
>> > There fore corrections are estimated by which way the wind
>> > was blowing the day the correction card was filled out.
>>
>> Now I am really concerned that I am more than a little uninformed because
>> I cannot
>> imagine what wind has to do with recording compass errors on a card. Maybe
>> the wind is
>> gusty and rocking the airplane and the compass? Or, of course, it could be
>> blowing
>> magnetic particles that I don't know about. But again, I need some regular
>> sized words
>> on this one too - how does wind affect magnetic compass calibration?
>>
>> > The second thing I was getting at is the magnetic compass is the last
>> > instrument used in IFR and other than to hold a heading isn't used in
>> VFR.
>>
>> That must be a matter of flying technique. You don't even bother with a
>> compass when
>> you have a DG, IFR or VFR. You only need the compass to set the DG.
>>
>> Of course, this might be a matter of procedure you do on an exam. Been a
>> long time for
>> me and it hasn't been an issue on any BFR that I have taken. That too
>> could be my
>> fault since BFR's are usually dominated by my questions and pleas for
>> current best
>> practice. The instructors usually enjoy telling you and showing you what
>> they know
>> more than anything else so maybe I have side tracked them all over the
>> last 35 years.
>> I've managed to successfully have the medical examiners keep probing
>> fingers to
>> themselves every time too so I might be pushing my luck.
>> --
>> Paul A. Franz
>> Registration/Aircraft - N14UW/Merlin GT
>> Engine/Prop - Rotax 914/NSI CAP
>> Bellevue WA
>> 425.241.1618 Cell
>>
>> I place economy among the first and most important virtues, and public
>> debt as
>> the greatest of dangers to be feared. To preserve our independence, we
>> must
>> not let our rulers load us with perpetual debt. If we run into such
>> debts, we
>> must be taxed in our meat and drink, in our necessities and in our
>> comforts,
>> in our labor and in our amusements. If we can prevent the government from
>> wasting the labor of the people, under the pretense of caring for them,
>> they
>> will be happy.
>> -- Thomas Jefferson
>>
>>
>>
>>
>>
>>
>
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