Activity Stream

Activity Stream

  1. Yamma-Fox added a post in a topic Friendly thrust competition   

    That's why I was gonna do my pull on floats...  because to win competitions I have learned the best way is to get every advantage in my corner.....
     
     Or just cheat.
     

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  2. Turbo added a post in a topic Issues flying behind a 2-stroke   

    Point taken.  I live in a high-humidity area, so have made the decision not to go with the true synthetic oils, like Amsoil Interceptor, despite their excellent lubrication performance.  My big concern is engine corrosion when the airplane is sitting, and from what I've read, in that regard I'm better off with more conventional "mineral" oils.  Locally, I can get a relatively inexpensive TC-W3 oil that's also rated API-TC, and is hence ashless, so that's what I'm going with.  Chris Bolkan reported good results with a similar oil type.  I'm hopeful that the oil injection system throttling the oil back to 70:1 at idle will spare me some crudding-up there.  
    On cool days I have been able to hold (low) altitude at 4000 rpm, but I see that engine thermal efficiency peak of 34% at 3500 rpm, so am curious as to what I can get away with.  I suppose it's really more of an academic question, not particularly useful operationally.  But you're saying the new synthetics do a better job with rust protection than earlier versions?  Interesting.
    Best of luck with that Hirth!  
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  3. Allen Sutphin added a post in a topic Issues flying behind a 2-stroke   

    I think it is easier on the engine but only as far as bearing wear, cylinder wear, fuel usage, etc. But carbon buildup is the biggest issue with low RPM, low heat operation. My Hirth is a high torque, low RPM engine designed to operate between 4000 and 5500 RPM. But it was designed for that and using the recommended oil, runs at 100/1 mix so a lot less carbon to start with. Don't advise anybody with a Rotax  to do it, but they weren't designed for a low RPM. If I was going to run at that RPM, then I think I'd use a pure syn oil so carbon isn't an issue. I don't have any issues with syn oil in my situation since the new syn oils are good for engine protection a lot better than years ago. Mine is stored in a dry barn when not flying, started weekly, and borescoped several times a year. One important thing, from an old A&P, if you are going to start it weekly or bi-weekly, make sure you reach operating temp or better yet, do a couple of high speed taxi's to get the temps up. Just starting it and idling for 10 minutes or so doesn't burn off any moisture and just gets it warm enough to create moisture inside the engine and exhaust. This will do damage! But this is based on my experience only and not from some engine company.
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  4. TJay added a post in a topic Kitfox 1 aka "Foxy Brown"   

    There fun I just took my model 1 up for a bit today between the fog and snow showers. Terrible cold but I still love it.
    What are you needing to know about strut bracing?
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  5. Turbo added a post in a topic Issues flying behind a 2-stroke   

    I've got to believe this is very dependent on the type and size of the engine.  Nobody else has contested the notion that these engines like to operate under load, and that their fuel efficiency is highest, and EGT lowest when loaded.  At 3500 rpm we are out of the gear-train resonance; we're out of that regime by 2500 rpm.  The 582 is liquid cooled, so kept warm by a thermostat, even if engine heat generation is way lower than the radiator can dissipate.  Leni's right that cabin heating may be insufficient for comfort.  Unless one's midrange needles are set up wrong, resulting in the engine running lean, I don't see anything damaging to the engine here, except perhaps in really cold conditions where even the thermostat can't keep the engine above the minimum coolant temp, causing crud to build up in the combustion chambers, and risking seisure.  Except for the very cold OAT case, I see little harm potential here.  I would think this would be very easy on the engine.
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  6. 1avidflyer added a post in a topic Kitfox 1 aka "Foxy Brown"   

    Widen the fuselage at the doors at the very least.  I would probably redo the door openings so they would be just like the later model Kitfoxes.  (longer bottom on the door before it angels up and back)  That will make it easier to widen the fuselage.   JImChuk 
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  7. nlappos added a post in a topic Friendly thrust competition   

    Yep, good read - the static friction of the wheels would have to be added to the total, but you could estimate that by just pulling the aircraft slowly while you read the scale. Then add that number to the static thrust as the scale reads when the prop is wound up.
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  8. Browning added a topic in Kitfox I   

    Kitfox 1 aka "Foxy Brown"
    Kitfox serial #0099, originally built in Wisconsin. Now located in Manila, Utah. Flamming Gorge Country  
    So it begins. It is completely torn down and ready for rebuild.  I will be posting pictures and giving commentary along the way. Would love to see photos of strut bracing as well as seat truss bracing. I hear it talked about a lot but haven't found too many photos. Please feel free to tell me anything in need to do to make it better. 532 rotax. Going to have to go with it for a while. Any info there will be greatly appreciated as well. 
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  9. Allen Sutphin added a post in a topic AVID C ready for registration, need drawings   

    Interested in how the 65 HP Hirth does. I am using the 55 HP 3202 on my model 2 with a 2 bld 70" WD.
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  10. Chris Bolkan added a post in a topic Rotax 912 Oil Change Interval?   

    I've been doing 50 hours. I did a shorter interval for the big Oshkosh trip last year on 100LL. I changed the oil when I got back instead of waiting for 50 hours.
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  11. wypaul added a post in a topic Rotax 912 Oil Change Interval?   

    Randy the info is in the maintenance manual  05-20-00 clearly states 50 hrs. For unleaded.  For 100LL it is not quite so clear but refer to SI-912-016.  I stand by the 25 hour figure for 100LL because that is the lower figure stated.  It would be nice if Rotax would clear this up.  I would give Hal a call and see what he recommends for his Zipper Kit engines.  If I recall correctly he also recommends 50 hrs.
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  12. Jenki added a post in a topic Rotax 912 Oil Change Interval?   

    100 hours interval if runing MOGAS fuel (unleaded) - oil and filter change.
    200 hours interval  - oil, filter and spark plugs change
    5 years interval - rubber parts and hoses change, fuel pump change
     
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  13. japowell added a post in a topic AVID C ready for registration, need drawings   

    Nice looking bird.  I read comments on here about stretching the early Avids.  I am getting ready to do that to my model a.  Does anybody have any pics of them doing this?  If so, I think the group would like to see somee.  I know I would.
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  14. wypaul added a post in a topic Rotax 912 Oil Change Interval?   

    40 hours if running unleaded and 25 if running 100LL and Decalin. iI think it may be in the owners manual.
    fat fingers it should be 50 hours for unleaded.
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  15. SuberAvid added a topic in Rotax and other engines   

    Rotax 912 Oil Change Interval?
    For you Rotax 912 experts, what do you use for your oil change interval?  I was surprised I could not find it in the Rotax operation manual.
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  16. SuberAvid added a post in a topic AVID C ready for registration, need drawings   

    Nice looking airplane Mike, congratulations!
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  17. SuberAvid added a post in a topic Vertical rudder tube issue   

    It is actually plumb.  I think the photo is at a bit of an angle.  I fabbed up the mounting block out of wood then had it milled out of aluminum but the angle was a little too positive and I wanted to keep the tail as low as possible to get the max angle of attack so added some shims in the front to bring it plumb.
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  18. SuberAvid added a post in a topic Wind   

    Allen, as you mentioned, it depends so much on the terrain.  30 mph winds are doable in open terrain as long as the gusts are not too severe but not in the mountains, at least not for me.  I tend to poke my nose into the mountain valley for a ways and see if I get slapped before I decide if I am going to continue or turn around.  If you know your valley, you know how much wind it takes before it becomes not worth it to go up.
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  19. Matthewtanner added a post in a topic Friendly thrust competition   

    I think for what it was, it served its purpose as a modality to “hold my beer, pretty sure I make more thrust than you” kind of day 
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  20. Av8r3400 added a post in a topic YAMAHA RX-1 (140 HP) install in Kitfox 5   

    Wow.
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  21. Cloud Dancer added a post in a topic YAMAHA RX-1 (140 HP) install in Kitfox 5   

  22. Cloud Dancer added a post in a topic Friendly thrust competition   

    I agree,that's why I think you would have to add the static poundage to get it to move to the scale to get a more accurate number of the actual thrust.
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  23. 1avidflyer added a post in a topic Friendly thrust competition   

    When I did my test pulls, I had the plane sitting on wood planks that were level. I would imagine that anything that would keep the plane from rolling (grass, mud, ect) would lower the indicated reading on the scale. JImChuk
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  24. Cloud Dancer added a post in a topic Friendly thrust competition   

    Was the pounds required to move the aircraft's dead weight added to the scale number? How much force did it take get each airplane to begin to move?
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  25. Allen Sutphin added a post in a topic Issues flying behind a 2-stroke   

    As of now I only see two choices, either the standard gear or the wide gear of some variety since there are several versions available. I would guess each has to make their own choice and take into consideration where they fly and the conditions of that strip. Maybe add their ability into the mix. Highly experienced pro pilots still have ground loops so we can really never eliminate them. Some of these new(expensive) tailwheels say no ground loops, bullpucky, the chance will always be there, that's what keeps us on our toes, so to speak.
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