Today's Message Index:
----------------------
1. 02:23 AM - RE [OFF-TOPIC] Yesterday's flight (Michel Verheughe)
2. 03:11 AM - Re: Cruise Speeds model 5 (Southern Skies)
3. 06:13 AM - Re: Re: jetting a 582 and a choped elbow (fox5flyer)
4. 07:31 AM - Re: Re: jetting a 582 and a choped elbow (Marco Menezes)
5. 07:46 AM - Re: Re: jetting a 582 and a choped elbow (Guy Buchanan)
6. 08:11 AM - Re: Re: O200 engine in a Kitfox Super Sport S7 (Lowell Fitt)
7. 01:30 PM - Re: Re: jetting a 582 and a choped elbow (Lynn Matteson)
8. 01:36 PM - Re: Re: jetting a 582 and a choped elbow (Lynn Matteson)
9. 01:56 PM - Re: Re: O200 engine in a Kitfox Super Sport S7 (Lynn Matteson)
10. 02:02 PM - Re: Duct tape (akflyer)
11. 02:06 PM - Re: ShortWingPipers.Org =?ISO-8859-1?Q?-?= View topic - Great Pacer Pics ---- F (akflyer)
12. 02:15 PM - Re: O200 engine in a Kitfox Super Sport S7 (Michel Verheughe)
13. 02:50 PM - Re: Re: O200 engine in a Kitfox Super Sport S7 (Lynn Matteson)
14. 03:19 PM - Fw: fuel proof epoxy (bob noffs)
15. 03:45 PM - Landing Light Lenses? (Michael Logan)
16. 04:10 PM - Re: Re: O200 engine in a Kitfox Super Sport S7 (ella)
17. 04:34 PM - Re: Re: jetting a 582 and a choped elbow (John W. Hart)
18. 05:08 PM - Heated vest for winter (Tom Jones)
19. 05:37 PM - Re: Heated vest for winter (Roger Lee)
20. 05:55 PM - Re: Landing Light Lenses? (Dacha)
21. 06:19 PM - Re: Re: Heated vest for winter (ctmcdowell@comcast.net)
22. 06:28 PM - Re: Re: jetting a 582 and a choped elbow (Lynn Matteson)
23. 07:25 PM - Re: Re: jetting a 582 and a choped elbow (Patrick Reilly)
24. 07:57 PM - Re: Re: Duct tape (Patrick Reilly)
25. 08:29 PM - Re: Heated vest for winter (Jim_and_Lucy Chuk)
26. 08:49 PM - Re: Heated vest for winter (sdemeyer)
Message 1
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| Subject: | RE [OFF-TOPIC] Yesterday's flight |
Thanks Pat, Jos=E9 and Marco.
> From: Marco Menezes [msm_9949@yahoo.com]
> Looks like you've got mostly evergreens and Aspen in your part of Norway.
You are right, Marco. Norway is mostly evergreen spruce or pine and aspen o
r birch, which are yellowish in the autumn. Maple is, indeed, nice reddish
and Michigan certainly wins with ... flying colours, if you will excuse my
pun! :-)
Cheers,
Michel Verheughe
Norway
Kitfox 3 - Jabiru 2200
Do not archive
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</b></font></pre></body></html>
Message 2
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| Subject: | Re: Cruise Speeds model 5 |
O.K. here is some more info then...
This is an "Outback"-tailwheel. I do have the lift strut PVC fairings. No gap seals.
Exhaust pipes are hanging out the cowling by 2 inches.
No spinner. Just the ugly Ivo hardware hanging in the breeze. Bugs are washed off.
CG is a bit noseheavy but well within the allowed range.
I have very noticeable trim changes between climb and glide. For take off my stabilizer
is trimmed pretty far "down"- that translates into the leading edge of
the stabilizer up- in the upper 1/3 of the slot. Only a small adjustment is
needed to change to cruise.
For glide and landing that changes to plenty "up" trim- leading edge of stabilizer
now in the lower 1/3 of the slot. I land with 50% flaps(short field coming
in over trees) and need to tap the trim button a good bit more "up" after extending
flaps. All that seems normal.
I have only 86 hrs in this model 5 so far- I had a model 3 before. The nose high
attitude in the 5 is very noticeable -or is it just that big long cowling not
letting me see straight ahead.
Have tried different pitches on the Ivoprop-giving it more pitch makes for lower
rpms-and longer take off runs- but minimal speed increase.
It just feels like hitting a wall at some point and the plane doesn't want to go
faster. That is why I suspected the rigging might be off?
Wanted to ask here before I go through with this. I don't have a good level place
to check the rigging-need to go somewhere else for that and enlist help of
the A&P with the big concrete floor hangar...
Nothing but hills where my kitfox normally lives.
Chris Bowles
Taylorsville,NC
Model 5 Outback
Franklin 235
-----Original Message-----
>
>
>Time: 05:43:20 AM PST US
>Subject: Kitfox-List: Re: Cruise Speeds model 5
>From: "FlyboyTR" <flyboytr@bellsouth.net>
>
>
>Chris,
>I fly a Vixen (Series 5 nosedragger). My power is a Continental IO-240 swinging
>a 68" Prince Prop. Full throttle, straight and level at 1,500'MSL, will nail
>VNE at 140 MPH indicated. My high end cruise, 6,000' MSL and 2550 RPM give
>me a TAS of 125. My typical cruise is turning 2,300 PRM at 112-115 MPH TAS.
>
>I have wheel pants on all three wheels, streamline lift struts, jury struts and
>horizontal stabilizer lift struts. I do not have the typical large hose from
>the crank case breather hanging out the bottom. It is internal and anything
>that drips, drips directly onto the exhaust pipe just before it exits the cowling
>(similar to some of the RV's). The exhaust tip is cut at an angle that matches
>the cowling and only extends below the cowling about 1/2 to 1". I had about
>1/4" gaps between the wing and fuselage. Closing those in ( rubber weatherstripping)
>gave me about 1-2 MPH on the top end. I have the lift strut to wing
>speed cuffs that I haven't installed yet. I may also want to consider the
>gas cap fairing...but really haven't read anything about that mods potential
>improvement. Also thinking about a gap seal between the elevator and stabilizer...don't
>know. [Question]
>
>My hanger is open on two sides and the plane is subject to getting covered with
>dust, pollen, etc. Mix that with a little blowing drizzle and the planes finish
>can get real nasty. Strange thing is...the plane is 1-2 MPH faster when it's
>real dirty. ...not sure if it's just trying to get away from itself...or
>if it has something to do with laminar airflow over the surface. [Shocked]
>
>Anyway...your speeds to sound a little slow for 116 HP and adjustable prop. However...and
>everything being said...it is not a fast airplane and I think I am
>fortunate to get the speeds I'm getting. Yesterday I was parked next to a friends
>new Jabiru (the large one with the back seats removed). Man...that thing
>is slick, clean and I'm sure much faster...sort of made my Vixen look like a
>wheelbarrow! [Embarassed] However, I love my wheelbarrow. It's strong, it's
>agile and dependable. [Laughing]
>
>Can you tell us more about your plane (struts, cowling, exposed exhaust, spinner,
>wheel pants, etc?
>
>Travis :D
>
>--------
>Travis Rayner
>Mobile, AL
>Skystar Vixen, N-789DF
>Continental IO-240, Prince P-Tip Prop
>ADI-II Autopilot
>AnyWhereMap Navigation with weather
>
Message 3
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| Subject: | Re: jetting a 582 and a choped elbow |
Great report, Lynn. Its just this sort of information that gives us all
pause for thought and many of us thinking that we've been in similar
situations, but got lucky and were still able to get home or safely on the
ground. The big thing here is that you learned something from it and shared
it with the rest of us. There have been hundreds of List discussion posts
in the past about what would happen if a fuel tank became unported and this
is the first report I recall of actual fuel starvation because of it. This
confirms that one can actually run out of gas in our Kitfoxes while still
having plenty left. It also reminds us to not just rely on one source of
information (sight gauges) when we have others for backup (fuel flow
gauge/time). Thanks for sharing, Lynn.
Deke Morisse
Mikado Michigan
S5/Subaru/CAP 438+ TT
"If you put the federal government in charge of the Sahara
Desert, in five years there'd be a shortage of sand."
-- Nobel prize-winning economist Milton Friedman (1912-2006)
----- Original Message -----
From: "Lynn Matteson" <lynnmatt@jps.net>
Sent: Monday, October 19, 2009 2:02 PM
Subject: Re: Kitfox-List: Re: jetting a 582 and a choped elbow
>
> I've been keeping this little incident a secret up until now, but can't
> keep my mouth shut any longer. While this doesn't come under the heading
> of practice, it was a real world situation.
>
> I needed 2 hours of flight a couple of weeks ago, so I could change my
> oil at my chosen time of 25 hours. I checked the fuel....8 gallons
> exactly...enough for a conservative 2 hour flight at my recent 3.0--3.8
> gph. I took off and headed north, thinking of doing a half- hour in each
> of four directions, and being near home when the 2 hours were up. It was
> great flying weather, and it was mostly hands off flying. I kept checking
> my Northstar fuel flow gauge for remaining fuel and also checking the
> sight gauges in the wings...plenty of fuel according to the sight gauges,
> and adequate, according to the Northstar gauge. Getting near the end of
> my time allotment, I saw B25, an airport just into Indiana from the
> Michigan state line. I was curious about this airport, so I circled the
> field a couple of times trying to see if there was a building large
> enough for a B-25 plane, or if one was sitting outside. Seeing nothing
> along those lines, I figured I'd better head for home, and turned toward
> the northeast. I had flown in this direction for about 3 minutes, still
> looking outside and taking in the sights, when I caught sight of my low
> fuel warning light which was brightly lit. My clear vent line up to the
> right-hand fuel tank was empty, so I knew I was in deep do-do. I hit the
> NRST button on my GPS and saw Williams County (0G6) as the closest
> airport. This airport is just east of Bryan, Ohio, and 13 miles away from
> my (then) present location. The engine was still running, and I was at
> about 4,000 feet MSL. I pointed it in that direction, and hoped for the
> best, all the while looking for a place to land. I had covered about 7
> miles when the engine stopped. I had tried to position the plane to allow
> the fuel to get to the port, but also hoping to make the airport, which
> meant "quit screwing around with the fuel and streamline the plane for
> best glide". Now I *really* started to look for fields. I could tell that
> I didn't want to try to stretch the glide, because this would put
> me...possibly...right over Bryan, Ohio, and that was not appealing at
> all. I'd covered maybe another mile when I saw a long green stretch of
> land between all the brown fields of beans growing in the area. I said to
> my self that this was gonna become an airport in the next few minutes,
> and started to slip down toward it. The wind was from about 220 and this
> strip of green was running 9-27. I was north of it, and I didn't want to
> try landing into the wind because that would have eaten up too much
> altitude. So here I was slipping it down to the west end of this
> "soon-to-become airport" at a pretty good clip, and finally had to
> straighten it out and put it down. When it finally touched down, I was
> going pretty damn fast, and got all over the brakes and it pulled to the
> right and headed for the beans. I got that straightened out and kept
> braking hard, with the nose of the plane getting too damn close to the
> ground...I'd never had the tail that high before on the ground, and I was
> pretty sure that I'd have to turn it into the beans to arrest the speed
> if I got much closer to the road which was coming up fast. Man, stuff was
> going by fast and the road was getting bigger, when it finally slowed
> enough to drop the tail. When I got out and looked around, I saw a
> plywood sign in the shape of an airplane, a wind sock, and a long
> building that looked like a series of hangars. I had landed at an
> real-life airport, complete with porta-potty and way too-long (thank
> God ) grass. (I later found out that this is called "Al's Place", by the
> locals) There was nobody at this airport, but I made a call and a nice
> man from 0G6 came out with fuel....he knew exactly where I had landed.
> I'll quit the story there because that was the important part...the
> landing and getting the fuel so I could continue home.
>
> All this is to point out that what Deke mentioned is true....it is ( in
> my opinion) excellent practice to do what he said, although try to do it
> when you already have the airport in sight, and try to do it into a
> headwind, not with a tailwind like I was forced to do. I also didn't have
> my goggles nor any hearing protection, which would have been nice to
> block out the screams coming from the cabin.
>
> By the way, what got me messed up was relying on the sight gauges more
> than the Northstar gauge. The fuel splashes up into those sight gauges,
> giving a false sense of more fuel than is actually there. And I had set
> the "GAS" reading on the Northstar to read 24 gallons when I had filled
> it the last time, not taking into account the unusable fuel. When I was
> circling over B25, I had the right wing up, and this was forcing the
> right tank to empty, and the left tank to unport. When I leveled off and
> headed for home, the right tank was empty, and the left tank was taking
> its own sweet time to re-supply the header tank with fuel, if indeed it
> had any to offer.
>
> I've since then only entered 20 gallons into the Northstar under "GAS"
> after a fill-up, and only trust the sight gauges when the plane is rock
> steady.
>
> Lynn Matteson
> Kitfox IV Speedster, taildragger
> Jabiru 2200, #2062, 800.0 hrs
> Countdown to 1000 hrs--200 to go
> Sensenich 62"x46" Wood prop
> Electroair direct-fire ignition system
> Rotec TBI-40 injection
> Status: flying (and learning)
> do not archive
>
>
> On Oct 19, 2009, at 9:56 AM, fox5flyer wrote:
>
>> However, I still see no great risk why one couldn't practice a real
>> world engine out by shutting down on downwind with a good long runway,
>> have your tools ready, pull over off to the side and do a quick check.
>> Of course, it's best to announce intentions, wear goggles, hearing
>> protection, inform fire department... :-)
>> Deke
>
>
>
Message 4
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| Subject: | Re: jetting a 582 and a choped elbow |
Hey, we all have those lapses. I have my header tank vented into the slipst
ream. On fueling, I open the vent to let out all the air, then before start
-up, close the valve between the vent and header. At least that's what my c
hecklist says I'm supposed to do. This was someone's suggestion a few years
back as a way of preventing fuel starvation from header vapor-lock.
-
Well, you can probably guess the rest. In any event, while the Northstar (I
have a Navman) is a marvelous device, it's useless when the "wetware" fail
s.
-
P.S.: I don't think your "intent" alone can get you in legal trouble if you
act alone (no conspiracy) and don't actually do anything unlawful. Oh, and
did I ever tell you I am one of "those guys"? No charge for that. ;-)
Marco Menezes N99KX
Model 2 582-90 C-Box 3:1 w/clutch
--- On Mon, 10/19/09, Lynn Matteson <lynnmatt@jps.net> wrote:
From: Lynn Matteson <lynnmatt@jps.net>
Subject: Re: Kitfox-List: Re: jetting a 582 and a choped elbow
I dunno....just felt a bit stupid, I guess, Marco. Plus, I wasn't sure how
much trouble I'd be in if I made it public. But a good lawyer (ugh!) would
argue that I did such a good service by admitting it and letting others kno
w, that instead of getting a penalty, I should be given a medal....geez, th
ose guys are such....I don't know what, but they are!
I've always maintained, like aviation technical author John Deakin, that yo
u should "Know thine airplane" and know how much fuel you need for the flig
ht, and not just blindly pour fuel into it each and every time you land, be
cause this is just wasteful in terms of carrying too much fuel most of the
time "and not very professional." For a very good read on this subject, see
"Pelican's Perch #7"---( http://www.avweb.com/news/pelican/182044-1.
html ) He makes very good sense, and I encourage every pilot to read this a
rticle...you might come away with a new outlook on "filling her up" every t
ime you land. I know people who just about wet their britches when they thi
nk about missing an opportunity to put fuel in the plane.
Since this happened, I've begun to think seriously about adding another fue
l outlet at the front of the tanks, just to enable access to that "unusable
fuel" when in a pitch-down attitude....I'm still mulling that one over.
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 800.0 hrs
Countdown to 1000 hrs--200 to go
Sensenich 62"x46" Wood prop
Electroair direct-fire ignition system
Rotec TBI-40 injection
Status: flying (and learning)
do not archive
On Oct 19, 2009, at 9:01 PM, Marco Menezes wrote:
> A valuable cautionary tale Lynn. Thanks. Why did you hesitate to tell it
until now? Afterall, it wasn't "off-airport" even if that was your intent.
;-)
>
> Marco Menezes N99KX
> Model 2 582-90 C-Box 3:1 w/clutch
>
> do not archive
>
>
>
> --- On Mon, 10/19/09, Lynn Matteson <lynnmatt@jps.net> wrote:
>
> From: Lynn Matteson <lynnmatt@jps.net>
> Subject: Re: Kitfox-List: Re: jetting a 582 and a choped elbow
> To: kitfox-list@matronics.com
> Date: Monday, October 19, 2009, 2:02 PM
>
>
> I've been keeping this little incident a secret up until now, but can't k
eep my mouth shut any longer. While this doesn't come under the heading of
practice, it was a real world situation.
>
> I needed 2 hours of flight a couple of weeks ago, so I could change my oi
l at my chosen time of 25 hours. I checked the fuel....8 gallons exactly...
enough for a conservative 2 hour flight at my recent 3.0--3.8 gph. I took o
ff and headed north, thinking of doing a half-hour in each of four directio
ns, and being near home when the 2 hours were up. It was great flying weath
er, and it was mostly hands off flying. I kept checking my Northstar fuel f
low gauge for remaining fuel and also checking the sight gauges in the wing
s...plenty of fuel according to the sight gauges, and adequate, according t
o the Northstar gauge. Getting near the end of my time allotment, I saw B25
, an airport- just into Indiana from the Michigan state line. I was curio
us about this airport, so I circled the field a couple of times trying to s
ee if there was a building large enough for a B-25 plane, or if one was sit
ting outside. Seeing nothing along those lines, I figured I'd better
head for home, and turned toward the northeast. I had flown in this direct
ion for about 3 minutes, still looking outside and taking in the sights, wh
en I caught sight of my low fuel warning light which was brightly lit. My c
lear vent line up to the right-hand fuel tank was empty, so I knew I was in
deep do-do. I hit the NRST button on my GPS and saw Williams County (0G6)
as the closest airport. This airport is just east of Bryan, Ohio, and 13 mi
les away from my (then) present location. The engine was still running, and
I was at about 4,000 feet MSL. I pointed it in that direction, and hoped f
or the best, all the while looking for a place to land. I had covered about
7 miles when the engine stopped. I had tried to position the plane to allo
w the fuel to get to the port, but also hoping to make the airport, which m
eant "quit screwing around with the fuel and streamline the plane for best
glide". Now I *really* started to look for fields. I could tell that
I didn't want to try to stretch the glide, because this would put me...pos
sibly...right over Bryan, Ohio, and that was not appealing at all. I'd cove
red maybe another mile when I saw a long green stretch of land between all
the brown fields of beans growing in the area. I said to my self that this
was gonna become an airport in the next few minutes, and started to slip do
wn toward it. The wind was from about 220=B0 and this strip of green was ru
nning 9-27. I was north of it, and I didn't want to try landing into the wi
nd because that would have eaten up too much altitude. So here I was slippi
ng it down to the west end of this "soon-to-become airport" at a pretty goo
d clip, and finally had to straighten it out and put it down. When it final
ly touched down, I was going pretty damn fast, and got all over the brakes
and it pulled to the right and headed for the beans. I got that straightene
d out and kept braking hard, with the nose of the plane getting too
damn close to the ground...I'd never had the tail that high before on the
ground, and I was pretty sure that I'd have to turn it into the beans to ar
rest the speed if I got much closer to the road which was coming up fast. M
an, stuff was going by fast and the road was getting bigger, when it finall
y slowed enough to drop the tail. When I got out and looked around, I saw a
plywood sign in the shape of an airplane, a wind sock, and a long building
that looked like a series of hangars. I had landed at an real-life airport
, complete with porta-potty and way too-long (thank God ) grass. (I later f
ound out that this is called "Al's Place", by the locals) There was nobody
at this airport, but I made a call and a nice man from 0G6 came out with fu
el....he knew exactly where I had landed. I'll quit the story there because
that was the important part...the landing and getting the fuel so I could
continue home.
>
> All this is to point out that what Deke mentioned is true....it is ( in m
y opinion) excellent practice to do what he said, although try to do it whe
n you already have the airport in sight, and try to do it into a headwind,
not with a tailwind like I was forced to do. I also didn't have my goggles
nor any hearing protection, which would have been nice to block out the scr
eams coming from the cabin.
>
> By the way, what got me messed up was relying on the sight gauges more th
an the Northstar gauge. The fuel splashes up into those sight gauges, givin
g a false sense of more fuel than is actually there. And I had set the "GAS
" reading on the Northstar to read 24 gallons when I had filled it the last
time, not taking into account the unusable fuel. When I was circling over
B25, I had the right wing up, and this was forcing the right tank to empty,
and the left tank to unport. When I leveled off and headed for home, the r
ight tank was empty, and the left tank was taking its own sweet time to re-
supply the header tank with fuel, if indeed it had any to offer.
>
> I've since then only entered 20 gallons into the Northstar under "GAS" af
ter a fill-up, and only trust the sight gauges when the plane is rock stead
y.
>
> Lynn Matteson
> Kitfox IV Speedster, taildragger
> Jabiru 2200, #2062, 800.0 hrs
> Countdown to 1000 hrs--200 to go
> Sensenich 62"x46" Wood prop
> Electroair direct-fire ignition system
> Rotec TBI-40 injection
> Status: flying (and learning)
> do not archive
>
>
>
>
>
> On Oct 19, 2009, at 9:56 AM, fox5flyer wrote:
>
> > However, I still see no great risk why one couldn't practice a real wor
ld engine out by shutting down on downwind with a good long runway, have yo
ur tools ready, pull over off to the side and do a quick check.- Of cours
e, it's best to announce intentions, wear goggles, hearing protection, info
rm fire department...---:-)
> =-----> http:=================
======
>
>
>
=====================
le, List Admin.
=0A=0A=0A
Message 5
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| Subject: | Re: jetting a 582 and a choped elbow |
At 08:22 PM 10/19/2009, you wrote:
>Since this happened, I've begun to think seriously about adding
>another fuel outlet at the front of the tanks, just to enable access
>to that "unusable fuel" when in a pitch-down attitude....I'm still
>mulling that one over.
The problem with the front outlet is that you have to run it down the
forward door post. It's ugly and makes your life difficult when you
want to fold. Easier to just consider one or two gallons unusable,
just like you do in any vehicle.
Guy Buchanan
San Diego, CA
K-IV 1200 / 582-C / Warp / 400 hrs. and counting
Message 6
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| Subject: | Re: O200 engine in a Kitfox Super Sport S7 |
Lose some of that $25/gallon coolant, and
> what do you do?
Throttle back to what ever it takes to maintain altitude and fly to the
nearest airport - that is if you are flying a 9 series Rotax. That is what
the fins on the heads and cylinders are for.
I have been in a flight of six where we crossed a ridge several thousand
feet above our destination and we all pointed it to the ground and no
thought of shock cooling. I think a water cooled guy could match any air
cooled guys argument point for point. What is the point. We all made a
decision, we all love our decision and we will all defend it to our last
breath.
Lowell
----- Original Message -----
From: "Lynn Matteson" <lynnmatt@jps.net>
Sent: Monday, October 19, 2009 8:40 PM
Subject: Re: Kitfox-List: Re: O200 engine in a Kitfox Super Sport S7
>
> When was the last time you saw that car at 10,000 feet above the ground?
> Cars in the cargo hold of an airplane don't count. : )
> Air cooling is light in weight, available anywhere the plane can go, not
> affected by a broken radiator or hose, etc., and no problem with billions
> of airplanes flying anywhere...all over the world, year after year, after
> year. Lose some of that $25/gallon coolant, and what do you do?
>
> Lynn Matteson
> Kitfox IV Speedster, taildragger
> Jabiru 2200, #2062, 800.0 hrs
> Countdown to 1000 hrs--200 to go
> Sensenich 62"x46" Wood prop
> Electroair direct-fire ignition system
> Rotec TBI-40 injection
> Status: flying (and learning)
>
>
> On Oct 19, 2009, at 7:31 PM, Clint Bazzill wrote:
>
>> Wouldn't you want to save over a hundred pounds, fly faster, have better
>> prop options, then use Rotax 912ULS.
>> By the way, when was the last car you have seen with air cooled engine.
>> Liquid cooling, is cool and no problem with millions of vehicles on
>> hiway etc.
>>
>>
>> Clint
>>
>> > Subject: Kitfox-List: Re: O200 engine in a Kitfox Super Sport S7
>> > From: gbsb2002@yahoo.com
>> > Date: Sun, 18 Oct 2009 10:57:29 -0700
>> > To: kitfox-list@matronics.com
>> >
>> >
>> > Hi the Cont. 0-200 would make an excellent powerplant in a Kitfox
>> 5 and up, the great thing about the 0-200 is no liquid cooling Dual
>> ignition, an engine designed for aircraft not a auto engine.
>> > While a Champ is a good airplane but the Kitfox is also a great
>> airplane so it just depends on the type of flying one wants to do. one
>> of the big advantages of the Kitfox is maintenance and the ability make
>> modifications much easier than on a certifed aircraft.
>> >
>> > --------
>> > GB
>> > MNFlyer
>> > Flying a HKS Kitfox III
>> >
>> >
>> >
>> >
>> > Read this topic online here:
>> >
>> > http://forums.matronics.com/viewtopic.php?p=268424#268424
>> >
>> >
>> >
>> >
>> >======================
>> &g=================
>> >
>> >
>> >
>> ============================================================ _-
>> ============================================================ _-
>> contribution_-
>> ===========================================================
>
>
>
Message 7
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| Subject: | Re: jetting a 582 and a choped elbow |
My condolences, Marco, on your choice of profession. : )
You just watch....as soon as I need one of "your type" you'll all be
the nicest bunch of guys I've ever run into. : )
Thanks for the consultation, Marco. By the way, ever since I retired
from the University of California, in fact even before I retired,
I've paid into the Legal Plan every month. I figured that as long as
I keep paying, I'll never need their services....but that was before
I learned(?) to fly.
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 800.0 hrs
Countdown to 1000 hrs--200 to go
Sensenich 62"x46" Wood prop
Electroair direct-fire ignition system
Rotec TBI-40 injection
Status: flying (and learning)
do not archive
On Oct 20, 2009, at 10:26 AM, Marco Menezes wrote:
> Hey, we all have those lapses. I have my header tank vented into
> the slipstream. On fueling, I open the vent to let out all the air,
> then before start-up, close the valve between the vent and header.
> At least that's what my checklist says I'm supposed to do. This was
> someone's suggestion a few years back as a way of preventing fuel
> starvation from header vapor-lock.
>
> Well, you can probably guess the rest. In any event, while the
> Northstar (I have a Navman) is a marvelous device, it's useless
> when the "wetware" fails.
>
> P.S.: I don't think your "intent" alone can get you in legal
> trouble if you act alone (no conspiracy) and don't actually do
> anything unlawful. Oh, and did I ever tell you I am one of "those
> guys"? No charge for that. ;-)
> Marco Menezes N99KX
> Model 2 582-90 C-Box 3:1 w/clutch
Message 8
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| Subject: | Re: jetting a 582 and a choped elbow |
Thanks for the insight, Guy. Yeah, I know it would be visible running
down the front post. I may just hang a short hose along that post and
live with looking at it for a while and see how much it bothers me
seeing it there. But like you said, it's easier to educate the pilot
(well, MOST pilots) than it is to change the plane.
Speaking of vehicles, I used to have two tanks in an old Toyota motor
home, and I would run the first tank until it ran out and quickly
switch to the other when it started to stumble. I gotta remember I
ain't just cruisin' along the freeway nowadays. : )
Actually, I don't fold the wings hardly ever, and I was thinking of
using a smooth fitting with a bulb-end at the front of the tank. They
come apart pretty easy....still thinking about it....
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 800.0 hrs
Countdown to 1000 hrs--200 to go
Sensenich 62"x46" Wood prop
Electroair direct-fire ignition system
Rotec TBI-40 injection
Status: flying (and learning)
On Oct 20, 2009, at 10:02 AM, Guy Buchanan wrote:
>
> At 08:22 PM 10/19/2009, you wrote:
>> Since this happened, I've begun to think seriously about adding
>> another fuel outlet at the front of the tanks, just to enable access
>> to that "unusable fuel" when in a pitch-down attitude....I'm still
>> mulling that one over.
>
> The problem with the front outlet is that you have to run it down
> the forward door post. It's ugly and makes your life difficult when
> you want to fold. Easier to just consider one or two gallons
> unusable, just like you do in any vehicle.
>
>
> Guy Buchanan
> San Diego, CA
> K-IV 1200 / 582-C / Warp / 400 hrs. and counting
>
>
Message 9
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| Subject: | Re: O200 engine in a Kitfox Super Sport S7 |
I didn't realize they HAD fins on the heads. And yes, I was just
defending MY position against the position of the guy who said "when
was the last car you have seen with air cooled engine?" I just
forgot to mention the Volkswagen and the Corvair. But I won't defend
my choice until my last breath...'tain't worth it.
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 800.0 hrs
Countdown to 1000 hrs--200 to go
Sensenich 62"x46" Wood prop
Electroair direct-fire ignition system
Rotec TBI-40 injection
Status: flying (and learning)
do not archive
On Oct 20, 2009, at 10:56 AM, Lowell Fitt wrote:
> <lcfitt@sbcglobal.net>
>
> Lose some of that $25/gallon coolant, and
>> what do you do?
>
> Throttle back to what ever it takes to maintain altitude and fly to
> the nearest airport - that is if you are flying a 9 series Rotax.
> That is what the fins on the heads and cylinders are for.
>
> I have been in a flight of six where we crossed a ridge several
> thousand feet above our destination and we all pointed it to the
> ground and no thought of shock cooling. I think a water cooled guy
> could match any air cooled guys argument point for point. What is
> the point. We all made a decision, we all love our decision and we
> will all defend it to our last breath.
>
> Lowell
>
> ----- Original Message ----- From: "Lynn Matteson" <lynnmatt@jps.net>
> To: <kitfox-list@matronics.com>
> Sent: Monday, October 19, 2009 8:40 PM
> Subject: Re: Kitfox-List: Re: O200 engine in a Kitfox Super Sport S7
>
>
>>
>> When was the last time you saw that car at 10,000 feet above the
>> ground? Cars in the cargo hold of an airplane don't count. : )
>> Air cooling is light in weight, available anywhere the plane can
>> go, not affected by a broken radiator or hose, etc., and no
>> problem with billions of airplanes flying anywhere...all over the
>> world, year after year, after year. Lose some of that $25/gallon
>> coolant, and what do you do?
>>
>> Lynn Matteson
>> Kitfox IV Speedster, taildragger
>> Jabiru 2200, #2062, 800.0 hrs
>> Countdown to 1000 hrs--200 to go
>> Sensenich 62"x46" Wood prop
>> Electroair direct-fire ignition system
>> Rotec TBI-40 injection
>> Status: flying (and learning)
>>
>>
>>
>>
>>
>>
>> On Oct 19, 2009, at 7:31 PM, Clint Bazzill wrote:
>>
>>> Wouldn't you want to save over a hundred pounds, fly faster,
>>> have better prop options, then use Rotax 912ULS.
>>> By the way, when was the last car you have seen with air cooled
>>> engine. Liquid cooling, is cool and no problem with millions of
>>> vehicles on hiway etc.
>>>
>>>
>>> Clint
Message 10
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yep... he had gone fishing and did not wash the plane out real good....
Quick story..
A buddy had a cabin out on Silver Salmon creek. He flew his cub out for the summer
to commercial fish there. He was having trouble with bears loving on his
plane and bending them up a bit so he called fish and game to come out. He told
them the next time he sees the bear he is going to shoot it. Fish and game
frown on this and give him a case of Roman Candles and told him to shoot the
bear with the roman candle and he wont have any more bear problems. If you dont
know what a roman candle is, it is a firework that shoots out flaming colored
balls about 60' or so.. if you do know what a roman candle is, then you know
that the fuse is on the opposite end of what you would expect... At any rate,
my buddy get awoken about 4:00 in the morning to the sound of a bear outside
huffing around. he jumps out of bed in his underwear and grabs a roman candle,
eases open the cabin door, takes careful aim and lights the fuse and waits...
it takes a few seconds for this to start going off so he is "tracking" the
bear. The first shot goes off and realises that it is shooting flaming balls
out the wrong end and he just launched on insdide the cabin.. in his haste to
trun it around he proceeds to launch 2 more into the cabin before it gets pointed
out the door.. now he is not so carefully aiming at the bear and fires a
round into his ceconite and dope covered supercub... to his horror, the plane
goes poof and is now a raging inferno. He freaks out and start running out to
the plane to see if he can put the fire out.. no dice.. it is just burning too
hot at this point. About this time, he remembers that he had fired off a few
rounds inside his log cabin... yepp, he truns around in about pisses himself
when he realizes his cabin and his plane are now fully engulfed. So by now,
it is close to 4:30 AM, he has nothing but his underwear on and he gets to take
a 1 mile walk of shame down to the next cabin to get help... Needless to say,
once he was fully clothed, he borrowed the neighbors cub, loaded up the remaining
cas!
e of rom
an candles and flew straight the fish and game headquarters where he just darn
near inserted the proper end in the now very scared biologists butt and lit the
fuse inside the building...
They no longer hand out roman candles as bear deterrent's, and Kenny went on a
one man crusade to rid the world of bears lol.... to have him tell the story over
a few beers is about the funniest thing I have ever heard, and I can, in no
way do justice to the way it should be told..
--------
DO NOT ARCHIVE
Leonard Perry aka SNAKE
Soldotna AK
Avid "C" / Mk IV
582 IVO IFA
Full Lotus 1450
#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=268719#268719
Message 11
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| Subject: | Re: ShortWingPipers.Org =?ISO-8859-1?Q?-?= View topic - Great |
Pacer Pics ---- F
oh no, a short wing death trap... jet boy is gonna have a hay day with this one
LOL.
Loads of fun doing that, just keep the speed over 35... much under that and you
tend to sink a little lower that you want to and the resulting spray and stopping
power of water is truly a sight to behold!
--------
DO NOT ARCHIVE
Leonard Perry aka SNAKE
Soldotna AK
Avid "C" / Mk IV
582 IVO IFA
Full Lotus 1450
#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=268720#268720
Message 12
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| Subject: | Re: O200 engine in a Kitfox Super Sport S7 |
> From: Lynn Matteson [lynnmatt@jps.net]
> I just forgot to mention the Volkswagen and the Corvair.
Don't forget the Citroen 2CV, Lynn! That was my first and my second car! A
typical hippie car in 1968 ... but I digress in memory lane! :-)
http://en.wikipedia.org/wiki/Citro=EBn_2CV
Cheers,
Michel Verheughe
Norway
Kitfox 3 - Jabiru 2200
Do not archive
<pre><b><font size=2 color="#000000" face="courier new,courier">
</b></font></pre></body></html>
Message 13
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| Subject: | Re: O200 engine in a Kitfox Super Sport S7 |
I HAD forgotten the Citroen, but quite honestly, I didn't know it WAS
air-cooled. But I didn't mention the Tucker, either.....I think
though, that the Tucker wrapped the (formerly air-cooled) heads in
water jackets, didn't they? Digression is a wonderful thing to
do.....: ) it keeps the mind off politics.
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 801.4 hrs
Countdown to 1000 hrs--199 to go
Sensenich 62"x46" Wood prop
Electroair direct-fire ignition system
Rotec TBI-40 injection
Status: flying (and learning)
do not archive
On Oct 20, 2009, at 5:12 PM, Michel Verheughe wrote:
>> From: Lynn Matteson [lynnmatt@jps.net]
>> I just forgot to mention the Volkswagen and the Corvair.
>
> Don't forget the Citroen 2CV, Lynn! That was my first and my second
> car! A typical hippie car in 1968 ... but I digress in memory
> lane! :-)
>
> http://en.wikipedia.org/wiki/Citron_2CV
>
> Cheers,
> Michel Verheughe
> Norway
> Kitfox 3 - Jabiru 2200
>
> Do not archive
>
> <pre><b><font size=2 color="#000000" face="courier new,courier">
>
> List">http://www.matronics.com/Navigator?Kitfox-List</a>
> forums.matronics.com</a>
> www.matronics.com/contribution</a>
>
> </b></font></pre>
Message 14
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| Subject: | Fwd: fuel proof epoxy |
---------- Forwarded message ----------
From: bob noffs <icubob@gmail.com>
Subject: fuel proof epoxy
To:
a lot of web time and phone calling and i learned one thing..........lots of
mfgrs. will say the ''R'' word[resistant] but no one wants to say the ''p''
word [proof] when it comes to an epoxy standing up to gasoline. i finally
found one described as fuelproof. perhaps it is or perhaps the guy on the
phone was blowing smoke you know where. i ordered ''red epoxy''. this was
after going thru mcmaster carr, grainger, jb weld and several other epoxy
mfgers. we will see.
thanks to all who replied.
bob noffs
p.s. anyone have experience with removing a jet from a carb with an
easyout?!
Message 15
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| Subject: | Landing Light Lenses? |
Does anyone have a source for the landing light lenses that were sold by
Accipiter many moons ago? I have a friend that is wanting to replace his
lenses and can't find them anywhere.
Mike Logan
Series 5, RAM EA81
http://www.matronics.com/Navigator?Kitfox-List
http://www.matronics.com/contribution
Message 16
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| Subject: | Re: O200 engine in a Kitfox Super Sport S7 |
how about the VW
----- Original Message -----
From: "Lynn Matteson" <lynnmatt@jps.net>
Sent: Tuesday, October 20, 2009 5:46 PM
Subject: Re: Kitfox-List: Re: O200 engine in a Kitfox Super Sport S7
>
> I HAD forgotten the Citroen, but quite honestly, I didn't know it WAS
> air-cooled. But I didn't mention the Tucker, either.....I think though,
> that the Tucker wrapped the (formerly air-cooled) heads in water jackets,
> didn't they? Digression is a wonderful thing to do.....: ) it keeps the
> mind off politics.
>
> Lynn Matteson
> Kitfox IV Speedster, taildragger
> Jabiru 2200, #2062, 801.4 hrs
> Countdown to 1000 hrs--199 to go
> Sensenich 62"x46" Wood prop
> Electroair direct-fire ignition system
> Rotec TBI-40 injection
> Status: flying (and learning)
> do not archive
>
>
> On Oct 20, 2009, at 5:12 PM, Michel Verheughe wrote:
>
>>> From: Lynn Matteson [lynnmatt@jps.net]
>>> I just forgot to mention the Volkswagen and the Corvair.
>>
>> Don't forget the Citroen 2CV, Lynn! That was my first and my second car!
>> A typical hippie car in 1968 ... but I digress in memory lane! :-)
>>
>> http://en.wikipedia.org/wiki/Citron_2CV
>>
>> Cheers,
>> Michel Verheughe
>> Norway
>> Kitfox 3 - Jabiru 2200
>>
>> Do not archive
>>
>> <pre><b><font size=2 color="#000000" face="courier new,courier">
>>
>> List">http://www.matronics.com/Navigator?Kitfox-List</a>
>> forums.matronics.com</a>
>> www.matronics.com/contribution</a>
>>
>> </b></font></pre>
>
>
>
Message 17
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| Subject: | Re: jetting a 582 and a choped elbow |
I learned something about 48 years ago about fuel on board. The guy that
taught to fly me was a WWII fighter pilot, European Theatre. He opined that
he never did mind flying on half a tank of fuel, as long as it was the top
half. I feel the same way. Fuel in the storage tank at the airport,
altitude above you, and runway behind you can't help you much.
John Hart
KF IV, NSI Subaru
Wilburton, OK
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Lynn Matteson
Sent: Monday, October 19, 2009 10:22 PM
Subject: Re: Kitfox-List: Re: jetting a 582 and a choped elbow
I dunno....just felt a bit stupid, I guess, Marco. Plus, I wasn't
sure how much trouble I'd be in if I made it public. But a good
lawyer (ugh!) would argue that I did such a good service by admitting
it and letting others know, that instead of getting a penalty, I
should be given a medal....geez, those guys are such....I don't know
what, but they are!
I've always maintained, like aviation technical author John Deakin,
that you should "Know thine airplane" and know how much fuel you need
for the flight, and not just blindly pour fuel into it each and every
time you land, because this is just wasteful in terms of carrying too
much fuel most of the time "and not very professional." For a very
good read on this subject, see "Pelican's Perch #7" ( http://
www.avweb.com/news/pelican/182044-1.html ) He makes very good sense,
and I encourage every pilot to read this article...you might come
away with a new outlook on "filling her up" every time you land. I
know people who just about wet their britches when they think about
missing an opportunity to put fuel in the plane.
Since this happened, I've begun to think seriously about adding
another fuel outlet at the front of the tanks, just to enable access
to that "unusable fuel" when in a pitch-down attitude....I'm still
mulling that one over.
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 800.0 hrs
Countdown to 1000 hrs--200 to go
Sensenich 62"x46" Wood prop
Electroair direct-fire ignition system
Rotec TBI-40 injection
Status: flying (and learning)
do not archive
On Oct 19, 2009, at 9:01 PM, Marco Menezes wrote:
> A valuable cautionary tale Lynn. Thanks. Why did you hesitate to
> tell it until now? Afterall, it wasn't "off-airport" even if that
> was your intent. ;-)
>
> Marco Menezes N99KX
> Model 2 582-90 C-Box 3:1 w/clutch
>
> do not archive
>
>
> --- On Mon, 10/19/09, Lynn Matteson <lynnmatt@jps.net> wrote:
>
> From: Lynn Matteson <lynnmatt@jps.net>
> Subject: Re: Kitfox-List: Re: jetting a 582 and a choped elbow
> To: kitfox-list@matronics.com
> Date: Monday, October 19, 2009, 2:02 PM
>
>
> I've been keeping this little incident a secret up until now, but
> can't keep my mouth shut any longer. While this doesn't come under
> the heading of practice, it was a real world situation.
>
> I needed 2 hours of flight a couple of weeks ago, so I could change
> my oil at my chosen time of 25 hours. I checked the fuel....8
> gallons exactly...enough for a conservative 2 hour flight at my
> recent 3.0--3.8 gph. I took off and headed north, thinking of doing
> a half-hour in each of four directions, and being near home when
> the 2 hours were up. It was great flying weather, and it was mostly
> hands off flying. I kept checking my Northstar fuel flow gauge for
> remaining fuel and also checking the sight gauges in the
> wings...plenty of fuel according to the sight gauges, and adequate,
> according to the Northstar gauge. Getting near the end of my time
> allotment, I saw B25, an airport just into Indiana from the
> Michigan state line. I was curious about this airport, so I circled
> the field a couple of times trying to see if there was a building
> large enough for a B-25 plane, or if one was sitting outside.
> Seeing nothing along those lines, I figured I'd better head for
> home, and turned toward the northeast. I had flown in this
> direction for about 3 minutes, still looking outside and taking in
> the sights, when I caught sight of my low fuel warning light which
> was brightly lit. My clear vent line up to the right-hand fuel tank
> was empty, so I knew I was in deep do-do. I hit the NRST button on
> my GPS and saw Williams County (0G6) as the closest airport. This
> airport is just east of Bryan, Ohio, and 13 miles away from my
> (then) present location. The engine was still running, and I was at
> about 4,000 feet MSL. I pointed it in that direction, and hoped for
> the best, all the while looking for a place to land. I had covered
> about 7 miles when the engine stopped. I had tried to position the
> plane to allow the fuel to get to the port, but also hoping to make
> the airport, which meant "quit screwing around with the fuel and
> streamline the plane for best glide". Now I *really* started to
> look for fields. I could tell that I didn't want to try to stretch
> the glide, because this would put me...possibly...right over Bryan,
> Ohio, and that was not appealing at all. I'd covered maybe another
> mile when I saw a long green stretch of land between all the brown
> fields of beans growing in the area. I said to my self that this
> was gonna become an airport in the next few minutes, and started to
> slip down toward it. The wind was from about 220 and this strip of
> green was running 9-27. I was north of it, and I didn't want to try
> landing into the wind because that would have eaten up too much
> altitude. So here I was slipping it down to the west end of this
> "soon-to-become airport" at a pretty good clip, and finally had to
> straighten it out and put it down. When it finally touched down, I
> was going pretty damn fast, and got all over the brakes and it
> pulled to the right and headed for the beans. I got that
> straightened out and kept braking hard, with the nose of the plane
> getting too damn close to the ground...I'd never had the tail that
> high before on the ground, and I was pretty sure that I'd have to
> turn it into the beans to arrest the speed if I got much closer to
> the road which was coming up fast. Man, stuff was going by fast and
> the road was getting bigger, when it finally slowed enough to drop
> the tail. When I got out and looked around, I saw a plywood sign in
> the shape of an airplane, a wind sock, and a long building that
> looked like a series of hangars. I had landed at an real-life
> airport, complete with porta-potty and way too-long (thank God )
> grass. (I later found out that this is called "Al's Place", by the
> locals) There was nobody at this airport, but I made a call and a
> nice man from 0G6 came out with fuel....he knew exactly where I had
> landed. I'll quit the story there because that was the important
> part...the landing and getting the fuel so I could continue home.
>
> All this is to point out that what Deke mentioned is true....it is
> ( in my opinion) excellent practice to do what he said, although
> try to do it when you already have the airport in sight, and try to
> do it into a headwind, not with a tailwind like I was forced to do.
> I also didn't have my goggles nor any hearing protection, which
> would have been nice to block out the screams coming from the cabin.
>
> By the way, what got me messed up was relying on the sight gauges
> more than the Northstar gauge. The fuel splashes up into those
> sight gauges, giving a false sense of more fuel than is actually
> there. And I had set the "GAS" reading on the Northstar to read 24
> gallons when I had filled it the last time, not taking into account
> the unusable fuel. When I was circling over B25, I had the right
> wing up, and this was forcing the right tank to empty, and the left
> tank to unport. When I leveled off and headed for home, the right
> tank was empty, and the left tank was taking its own sweet time to
> re-supply the header tank with fuel, if indeed it had any to offer.
>
> I've since then only entered 20 gallons into the Northstar under
> "GAS" after a fill-up, and only trust the sight gauges when the
> plane is rock steady.
>
> Lynn Matteson
> Kitfox IV Speedster, taildragger
> Jabiru 2200, #2062, 800.0 hrs
> Countdown to 1000 hrs--200 to go
> Sensenich 62"x46" Wood prop
> Electroair direct-fire ignition system
> Rotec TBI-40 injection
> Status: flying (and learning)
> do not archive
>
>
> On Oct 19, 2009, at 9:56 AM, fox5flyer wrote:
>
> > However, I still see no great risk why one couldn't practice a
> real world engine out by shutting down on downwind with a good long
> runway, have your tools ready, pull over off to the side and do a
> quick check. Of course, it's best to announce intentions, wear
> goggles, hearing protection, inform fire department... :-)
> = --> http:=======================
>
>
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Message 18
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| Subject: | Heated vest for winter |
Has anyone tried wearing one of those heated vests for winter flying? I made several
attempts at building heaters the last two years and didn't have any satisfactory
results.
Here's a link to what I'm talking about.
http://www.gerbing.com/Products/Liners/heatedVestLiner.html
I was thinking about getting the vest. It uses 44 watts. My engine manual says
the lighting coils put out 170 watts. I don't have any other electrical accessories
except the starter and a battery.
--------
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=268745#268745
Message 19
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| Subject: | Re: Heated vest for winter |
Hi Thom,
Motorcycle riders use them all the time. You can get pants too. They both work
well. If you can keep your core body temp up then you tend to stay warm.
--------
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=268747#268747
Message 20
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| Subject: | Re: Landing Light Lenses? |
Mike,
How do you like you Ram EA81?
LeRoy
Kitfox 5 Subaru NSI
Message 21
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| Subject: | Re: Heated vest for winter |
I have used a vest for a few years now flying my Trike in winter. It works
great. The only caveat is you must charge the battery every two or three we
eks to keep it from going dead. If you can, get one that plugs into a power
port or has replaceable batteries.
----- Original Message -----
From: "Roger Lee" <ssadiver1@yahoo.com>
Sent: Tuesday, October 20, 2009 8:35:00 PM GMT -05:00 US/Canada Eastern
Subject: Kitfox-List: Re: Heated vest for winter
Hi Thom,
Motorcycle riders use them all the time. You can get pants too. They both w
ork well. If you can keep your core body temp up then you tend to stay warm
.
--------
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=268747#268747
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Message 22
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| Subject: | Re: jetting a 582 and a choped elbow |
Maybe it's time to look at fuel management from a different view, not
from 48 years ago. Here's an excerpt from John Deakin's article (I
took the liberty of inserting the explanation of OWT's)
**********************
Fuel Management
I'd like to take a look at fuel management, and since my method
sometimes calls for running a tank dry, let's get that out of the way
first.
OWTs (Old Wives Tales)
I hate OWTs. There are new ones, and there are old ones, and they
seem to have a life of their own, with no way to kill them. "Beware
the downwind turn," "never turn into the dead engine," and "don't run
lean of peak" are all so silly, yet they persist, even among people
who should know better. Other stupidities are "The only time you have
too much fuel is when you're on fire," "the three most useless things
in aviation are runway behind you, fuel in the truck, and altitude
above you" (or variations on that theme), and the endless inane
argument over whether pitch controls speed or altitude. I hope to
shoot at some of those in future columns.
******************************************
I happen to be one of those hippies that carried the bumper sticker
"Question Authority" on their car, so I am the perfect candidate to
listen to a different view about these "old wives tales", even if it
means making a mistake every now and again.
I appreciate what wisdom has come since aviation began, but sometimes
it's nice to listen to a fresh voice about some of these long-held
pearls of wisdom. Aviation would never had made it this far if we'd
always listened to, and followed, the "safe" advice.
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 801.4 hrs
Countdown to 1000 hrs--199 to go
Sensenich 62"x46" Wood prop
Electroair direct-fire ignition system
Rotec TBI-40 injection
Status: flying (and learning)
On Oct 20, 2009, at 7:29 PM, John W. Hart wrote:
> <helili@chahtatushka.net>
>
> I learned something about 48 years ago about fuel on board. The
> guy that
> taught to fly me was a WWII fighter pilot, European Theatre. He
> opined that
> he never did mind flying on half a tank of fuel, as long as it was
> the top
> half. I feel the same way. Fuel in the storage tank at the airport,
> altitude above you, and runway behind you can't help you much.
>
> John Hart
> KF IV, NSI Subaru
> Wilburton, OK
Message 23
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| Subject: | Re: jetting a 582 and a choped elbow |
Lynn, The Hell with not being inefficient by carring a few extra #'s of
fuel. The only time you have too much gas in an airplane is when it's on
fire!
Pat Reilly
Mod 3 582 Rebuild
Rockford, IL
On Mon, Oct 19, 2009 at 8:01 PM, Marco Menezes <msm_9949@yahoo.com> wrote:
> A valuable cautionary tale Lynn. Thanks. Why did you hesitate to tell i
t
> until now? Afterall, it wasn't "off-airport" even if that was your intent
.
> ;-)
>
> Marco Menezes N99KX
> Model 2 582-90 C-Box 3:1 w/clutch
>
> do not archive
>
>
> --- On *Mon, 10/19/09, Lynn Matteson <lynnmatt@jps.net>* wrote:
>
>
> From: Lynn Matteson <lynnmatt@jps.net>
> Subject: Re: Kitfox-List: Re: jetting a 582 and a choped elbow
> To: kitfox-list@matronics.com
> Date: Monday, October 19, 2009, 2:02 PM
>
//us.mc369.mail.yahoo.com/mc/compose?to=lynnmatt@jps.net>
> >
>
> I've been keeping this little incident a secret up until now, but can't
> keep my mouth shut any longer. While this doesn't come under the heading
of
> practice, it was a real world situation.
>
> I needed 2 hours of flight a couple of weeks ago, so I could change my oi
l
> at my chosen time of 25 hours. I checked the fuel....8 gallons
> exactly...enough for a conservative 2 hour flight at my recent 3.0--3.8 g
ph.
> I took off and headed north, thinking of doing a half-hour in each of fou
r
> directions, and being near home when the 2 hours were up. It was great
> flying weather, and it was mostly hands off flying. I kept checking my
> Northstar fuel flow gauge for remaining fuel and also checking the sight
> gauges in the wings...plenty of fuel according to the sight gauges, and
> adequate, according to the Northstar gauge. Getting near the end of my ti
me
> allotment, I saw B25, an airport just into Indiana from the Michigan sta
te
> line. I was curious about this airport, so I circled the field a couple o
f
> times trying to see if there was a building large enough for a B-25 plane
,
> or if one was sitting outside. Seeing nothing along those lines, I figure
d
> I'd better head for home, and turned toward the northeast. I had flown in
> this direction for about 3 minutes, still looking outside and taking in t
he
> sights, when I caught sight of my low fuel warning light which was bright
ly
> lit. My clear vent line up to the right-hand fuel tank was empty, so I kn
ew
> I was in deep do-do. I hit the NRST button on my GPS and saw Williams Cou
nty
> (0G6) as the closest airport. This airport is just east of Bryan, Ohio, a
nd
> 13 miles away from my (then) present location. The engine was still runni
ng,
> and I was at about 4,000 feet MSL. I pointed it in that direction, and ho
ped
> for the best, all the while looking for a place to land. I had covered ab
out
> 7 miles when the engine stopped. I had tried to position the plane to all
ow
> the fuel to get to the port, but also hoping to make the airport, which
> meant "quit screwing around with the fuel and streamline the plane for be
st
> glide". Now I *really* started to look for fields. I could tell that I
> didn't want to try to stretch the glide, because this would put
> me...possibly...right over Bryan, Ohio, and that was not appealing at all
.
> I'd covered maybe another mile when I saw a long green stretch of land
> between all the brown fields of beans growing in the area. I said to my s
elf
> that this was gonna become an airport in the next few minutes, and starte
d
> to slip down toward it. The wind was from about 220=B0 and this strip of
green
> was running 9-27. I was north of it, and I didn't want to try landing int
o
> the wind because that would have eaten up too much altitude. So here I wa
s
> slipping it down to the west end of this "soon-to-become airport" at a
> pretty good clip, and finally had to straighten it out and put it down. W
hen
> it finally touched down, I was going pretty damn fast, and got all over t
he
> brakes and it pulled to the right and headed for the beans. I got that
> straightened out and kept braking hard, with the nose of the plane gettin
g
> too damn close to the ground...I'd never had the tail that high before on
> the ground, and I was pretty sure that I'd have to turn it into the beans
to
> arrest the speed if I got much closer to the road which was coming up fas
t.
> Man, stuff was going by fast and the road was getting bigger, when it
> finally slowed enough to drop the tail. When I got out and looked around,
I
> saw a plywood sign in the shape of an airplane, a wind sock, and a long
> building that looked like a series of hangars. I had landed at an real-li
fe
> airport, complete with porta-potty and way too-long (thank God ) grass. (
I
> later found out that this is called "Al's Place", by the locals) There wa
s
> nobody at this airport, but I made a call and a nice man from 0G6 came ou
t
> with fuel....he knew exactly where I had landed. I'll quit the story ther
e
> because that was the important part...the landing and getting the fuel so
I
> could continue home.
>
> All this is to point out that what Deke mentioned is true....it is ( in m
y
> opinion) excellent practice to do what he said, although try to do it whe
n
> you already have the airport in sight, and try to do it into a headwind,
not
> with a tailwind like I was forced to do. I also didn't have my goggles no
r
> any hearing protection, which would have been nice to block out the screa
ms
> coming from the cabin.
>
> By the way, what got me messed up was relying on the sight gauges more th
an
> the Northstar gauge. The fuel splashes up into those sight gauges, giving
a
> false sense of more fuel than is actually there. And I had set the "GAS"
> reading on the Northstar to read 24 gallons when I had filled it the last
> time, not taking into account the unusable fuel. When I was circling over
> B25, I had the right wing up, and this was forcing the right tank to empt
y,
> and the left tank to unport. When I leveled off and headed for home, the
> right tank was empty, and the left tank was taking its own sweet time to
> re-supply the header tank with fuel, if indeed it had any to offer.
>
> I've since then only entered 20 gallons into the Northstar under "GAS"
> after a fill-up, and only trust the sight gauges when the plane is rock
> steady.
>
> Lynn Matteson
> Kitfox IV Speedster, taildragger
> Jabiru 2200, #2062, 800.0 hrs
> Countdown to 1000 hrs--200 to go
> Sensenich 62"x46" Wood prop
> Electroair direct-fire ignition system
> Rotec TBI-40 injection
> Status: flying (and learning)
> do not archive
>
>
> On Oct 19, 2009, at 9:56 AM, fox5flyer wrote:
>
> > However, I still see no great risk why one couldn't practice a real wor
ld
> engine out by shutting down on downwind with a good long runway, have you
r
> tools ready, pull over off to the side and do a quick check. Of course,
> it's best to announce intentions, wear goggles, hearing protection, infor
m
> fire department... :-)
> = --> http:===================
====
>
>
> <http://www.matronics.com/Navigator?Kitfox-List>
>
>
> *
>
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> *
>
>
Message 24
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Len, You might be the world's #1 snakeoil salesman, but I ain't buying it.
You had to make that story up?
Pat Reilly
do not archive
On Tue, Oct 20, 2009 at 4:00 PM, akflyer <akflyer_2000@yahoo.com> wrote:
>
> yep... he had gone fishing and did not wash the plane out real good....
>
> Quick story..
>
> A buddy had a cabin out on Silver Salmon creek. He flew his cub out for
> the summer to commercial fish there. He was having trouble with bears
> loving on his plane and bending them up a bit so he called fish and game to
> come out. He told them the next time he sees the bear he is going to shoot
> it. Fish and game frown on this and give him a case of Roman Candles and
> told him to shoot the bear with the roman candle and he wont have any more
> bear problems. If you dont know what a roman candle is, it is a firework
> that shoots out flaming colored balls about 60' or so.. if you do know what
> a roman candle is, then you know that the fuse is on the opposite end of
> what you would expect... At any rate, my buddy get awoken about 4:00 in the
> morning to the sound of a bear outside huffing around. he jumps out of bed
> in his underwear and grabs a roman candle, eases open the cabin door, takes
> careful aim and lights the fuse and waits... it takes a few seconds for this
> to start going !
> off so he is "tracking" the bear. The first shot goes off and realises
> that it is shooting flaming balls out the wrong end and he just launched on
> insdide the cabin.. in his haste to trun it around he proceeds to launch 2
> more into the cabin before it gets pointed out the door.. now he is not so
> carefully aiming at the bear and fires a round into his ceconite and dope
> covered supercub... to his horror, the plane goes poof and is now a raging
> inferno. He freaks out and start running out to the plane to see if he can
> put the fire out.. no dice.. it is just burning too hot at this point.
> About this time, he remembers that he had fired off a few rounds inside his
> log cabin... yepp, he truns around in about pisses himself when he realizes
> his cabin and his plane are now fully engulfed. So by now, it is close to
> 4:30 AM, he has nothing but his underwear on and he gets to take a 1 mile
> walk of shame down to the next cabin to get help... Needless to say, once he
> was fully cloth!
> ed, he borrowed the neighbors cub, loaded up the remaining cas!
> e of rom
>
> an candles and flew straight the fish and game headquarters where he just
> darn near inserted the proper end in the now very scared biologists butt and
> lit the fuse inside the building...
>
> They no longer hand out roman candles as bear deterrent's, and Kenny went
> on a one man crusade to rid the world of bears lol.... to have him tell the
> story over a few beers is about the funniest thing I have ever heard, and I
> can, in no way do justice to the way it should be told..
>
> --------
> DO NOT ARCHIVE
> Leonard Perry aka SNAKE
> Soldotna AK
> Avid "C" / Mk IV
> 582 IVO IFA
> Full Lotus 1450
> #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=268719#268719
>
>
Message 25
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| Subject: | Heated vest for winter |
Several years ago=2C I bought a electric heated seat pad from JC Whitney fo
r $20. Has a high and low setting. Almost all the time I have to run it o
n low or it gets to hot. Plugs into a cigaret lighter socket. I slip it i
nto my snowmobile suit and sit on it and it also goes up the back almost to
the shoulders. Remember=2C I live in northern Mn and fly down to about 0
=2C and sometimes below 0. A friend of mine bought one and uses it all the
time in the winter also. Can't beat it for the price. Take care=2C Jim
Chuk Avids=2C Kitfox 4 MN
> Subject: Kitfox-List: Heated vest for winter
> From: nahsikhs@elltel.net
> Date: Tue=2C 20 Oct 2009 17:06:27 -0700
> To: kitfox-list@matronics.com
>
>
> Has anyone tried wearing one of those heated vests for winter flying? I m
ade several attempts at building heaters the last two years and didn't have
any satisfactory results.
>
> Here's a link to what I'm talking about.
> http://www.gerbing.com/Products/Liners/heatedVestLiner.html
>
> I was thinking about getting the vest. It uses 44 watts. My engine manual
says the lighting coils put out 170 watts. I don't have any other electric
al accessories except the starter and a battery.
>
> --------
> Tom Jones
> Classic IV
> 503 Rotax=2C 72 inch Two blade Warp
> Ellensburg=2C WA
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=268745#268745
>
>
>
>
>
>
>
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>
>
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Message 26
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| Subject: | Re: Heated vest for winter |
I have the Gerbings full sleeve jacket liner and use it on my motorcycle and in
the Kitfox. Its comfortable to wear and provides tons of heat. This is the 4th
season with hundreds of hours of use. It is still in good shape and works great.
Highly recommended.
Scott
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=268770#268770
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