zadwit

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About zadwit

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  1. zadwit added a post in a topic 2005 Ridge Runner 3 for sale   

    Its in Davenport, Washington, about 40 miles west of Spokane, Washington
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  2. zadwit added a post in a topic 2005 Ridge Runner 3 for sale   

    Easy to get into the air.
     
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  3. zadwit added a post in a topic 2005 Ridge Runner 3 for sale   

    email is exfaa@outlook.com
    The white plane is the original color, I repainted it AN orange yellow
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  4. zadwit added a topic in For Sale and wanted, you got it, I want it   

    2005 Ridge Runner 3 for sale
    or sale a 2005 Ridge Runner 3, 14 hours Total time airframe, 503 Rotax. 22" Tundra tires,Wings, tail and controls removed and wrapped because I moved. 400# empty weight, Basic flying airplane. Registration and "N" number. Only selling to work on a different project. $8500
     
    PS Already sold trailer... Plane needs wings and tail installed and rigged. Engine runs great. No other issues with it...

    907-378-963 two




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  5. zadwit added a post in a topic Conundra of the ancient aviator   

    I was told by an Eskimo pilot in Alaska that the only time you have too much fuel is when you are on fire!
    Also I learned to use Alligator zip loc bags for pilot relief and then "airmail them"!
    Murle Williams makes a nice aluminum 1.9 gallon header tank with a low fuel float switch that turns a red light on the dash when it starts to go below 1.9 gallons in the header tank for what ever reason....
     
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  6. zadwit added a post in a topic Gross weight increase Kitfox IV 1050-1200   

    these are the kinds of burning questions that come up from time to time within the FSDO offices. They are referred to the TEchnical Standards Branch (so called experts within the FAA), usually at Regional branch level,  but more often than not, they dont know either so then it goes to Aircraft Certification or maybe Legal and it takes weeks or months to get an answer....
    YOu might call EAA and ask if they have a technical adviser who can connect the dots on how to determine Gross weight and how to change it after the EAB airplane is flying.. Id try that and the FAA last.....
     
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  7. zadwit added a post in a topic Gross weight increase Kitfox IV 1050-1200   

    Leni, the FSDO office that originally issued the operation limitations and SPECIAL airworthiness certificate should maintain a file, on your particular aircraft, in the actual FSDO office... NOt all the documents are required to be sent to OKC however I used to send in as much as I could because that stuff has a habit of getting lost. FAA Order 8900.10 FAA Inspectors handbook will have a section on certification of amatuer built aircraft... .. SO if you can determine which office originally certified your aircraft as EAB,(look at your Pink Airworthiness Certificate and  you might be able to contact them and ask for copies of whatever records they have in their office file.... I always thought it was a poor way to maintain records for EAB because often the aircraft moves from one region to another sometimes several thousand miles away during its lifetime. The FAA in DC wants the Government ASIs out of the business of certificating EAB aircraft for lots of reason so they push it off on DARs, however dont think there are too many in AK.
    At the FAA academy the instructors would tell us if we ever had to license an amatuer built aircraft, to tell the owner/pilot to wait until we were out of sight before they flew it!! True story....
    I never questioned the Gross weight but was required to see a weight and balance sheet and some kind of proof that the all up flying weight CG was within the area determined by the designer. Other wise we normally went with 10-25% MAC for CG location at the test flying weight with pilot, fuel.
     
    Look at http://www.supercub.com/pdf/Forms/Certify_Homebuilt_Airplane.pdf
    AC 20-27 is an advisory circular that sorta provides guidance however it is the actual FAA Order that dictates the rule.
    So look at FAA Order 8130.2 as revised and it has a section on licensing Experimental amatuer built aircraft...
    FAA Order 8900.10 is hard to navigate thru but it has some info on licensing amatuer built aircraft as well.
    From memory, a 3 view drawing, a duplicate airworthiness certificate, a copy of the operating limitations, , application for an airworthiness certificate are some of the items requires to be recorded in OKC. They are copied onto one of 3 digantic HD in the basement of the FAA AIrcraft registry office.
    Ive been away from it all for 7 yrs and my head still hurts trying to sort it all out...sorta makes me want to go slam my head in a file drawer.... God Im glad to be outta there......!!
    Also worth noting, amatuer built aircraft do not have a standard airworthiness certificate. As such, when you sign the condition inspection you should state'
    blah blah blah, /......and was determined to be in condition for SAFE flight". Do not use the word airworthy. IT is not built to any type design or TC.
    ALso note that "special flight permits" or ferry permits have the same verbiage......"determined to be in a condition for SAFE flight"
     
    I hope you are totally confused now!!!! IF so, I have done my job.. good night!
     
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  8. zadwit added a post in a topic First kitfox coming home to Oregon. suggested mods?   

    I thought this would be a hot button topic.... bungees will break. Ive seen two sets fail, both due to hard landings....however the fuselage on both planes was NOT damaged at all.
    WIth the wide gear and coil springs under compression for shock absorption, if you hit hard, or go thru a ditch hard and bottom the coils on the springs, odds are you will bend the gear leg... C5 went to bungges for this reason I think, ask him..
    I went with grove gear...heavy, $$$$$$ but bolt on and it works even with its known issues..
    C5, and myself both bent our front tubes on the landing gear with the coil spring set up...Leni went to a super duper heavy duty coil spring from a skidoo I think to prevent bottoming of the coils... The absolute best set up is the nitrogen shocks that Just aircraft uses but lots and lots of $$$$$
    Tire size plays a critical role in all this , large low pressure tires take up a lot of shock. When I ran 6:00x6 tires and made a fairly hard landing, my gear bent.. If I had 800x6 or larger low pressure tires, it might not have happened....
     
    WIth the coil spring gear, just taxi thru a ditch at moderate speed and the coils will bottom out or bind and then it is the same as a ridgid gear...
     
    ON both the aircraft that the bungees snapped, the gear got trashed, however the airframe was undamaged... the gear fittings were not hurt and I only had to install new gear and go on my way... Had Grove gear been on there, it would have bent the hell out of the airframe...as has been seen time and time again... I do like the grove gear, 
    but you can bend the fuselage tubes. They are only .035x1/2"od tubes...
    THe wider gear makes the plane handle better on the ground...
    The stock Avid or Kitfox gear will not take much of a side load before it folds under the plane and then you get the wing bent, prop trashed, and other damage...
     
    Bandit has a pretty good youtube video showing the stability of the coil spring gear on his Avid Bandit. He likes it... 
     
    I just know  learning to fly, you are bound to make a few hard landings... the main thing is to keep the plane undamaged while learning to fly it...
     
     

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  9. zadwit added a post in a topic First kitfox coming home to Oregon. suggested mods?   

    ONe good hard landing with the coil spring type gear and you will bottom the springs and bend the gear legs.. .I did, C-5 did and others have as well. 
     
    The wider gear makes a HUGH difference in ground handling of the plane , however I would opt for bungee type shock absorptions.
     
    I have seen 2 skyraider/ ridge runner airplanes that made very hard landings and the gear got trashed , the bungees snapped, and the gear legs bent like pretzels, however the gear fittings did not get hurt.... When I say hard I mean dropped in from 10-15ft.
    WHen learning to fly a kitfox, no one plans to land hard but it happens.... and if you have an instructor with you, now you have an extra 200 # or so in the cabin that makes it all the worse....I think you are better off to get checked out in a 7AC  or citabria and then go fly the kitfox yourself.
    Take it up to a safe altitude, do a few turns , some slow flight, do a few approach to landing type stalls and note the airspeed... Now when you land add 5 or 10 mph to that speed and use that speed on final, until you get a few hours under your belt... The under camber airfoil will quit flying with little warning and if you are landing and level off 5 feet int he air, it will quit flying 5ft in the air and you will smak the ground so just carry a little extra speed until you get used to the plane and how it stalls.
    ALso these are light airframes, with LOW INERTIA... if the engine quits on takeoff, SLAM the stick forward so you dont loose your airspeed... and you will have to put the nose down at an uncomfortable angle to keep the airspeed if the prop is still windmilling. Also dont even think about turning back to the airport.. After you get some time in the plane you can practice at altitude and there are a few youtube videos on "the impossible turn" which helps you determine at what altitude can I turn around with engine failure...it is highly variable, density altitude, weight, your proficiency in the airplane so for starting out, just fly straight ahead with gentle turns to avoid obstacles. 
    I used 50 mph for initial climb and after about 50 ft altitude, go to 65mph (speed is life!)  I used 55-60 in pattern slowing to 50 on short final.. some will say too fast but not when the plane is new to you... after you get time in the plane you can slow the speed down  .. Just remember this is a thin cross section airfoil (12% or so) and they tend to have undesirable stall characteristiccterics in stall and secondary or accelerated stalls. It does not stall like a champ or cub airfoil..and is made worse by the low energy of the airframe...so proceed with caution. ONce you learn to fly it, the performance is eye watering.... DO NOT do 45mph full power steep climbs to show off if you value your life at all.
    My KF 2 had a 582 and I tried different props, but liked the 3 blade Warp Drive 68" diameter, with a "C" gearbox and 3:1 ratio, smooth , good climb, reasonable cruise. Blade pitch set for 5800-6000 static.
    Grove gears is bolt on and improves the ground handling and they have lots of wheel and brake combos..however I would opt for cub type gear with bungees..Grove gear is heavy, and $$$$$$$
     Just my experience on this ...
    The KF 4 if beefier and different airfoil, faster, also heavier, so the KF 2 will out climb it, but the KF 4 is a nice plane and this is reflected in their price...
    KF1, 2 come up for sale in the 7-10K price range... KF4 a lot more..
     
    The KF 1,2 have small tails and you can run out of up elevator in flare on landing and the rudder looses authority around 20mph so in a wind it can be trouble...some learn to live with it, some make the vertical and rudder taller..
     
    There are some water temps gauges on Ebay for $12 that work great with the 582 engine. They are LED gauges.
    FOr EGT I like the Aircraft Spruce SPortavia, round EGT that has two needles and switchs from one cylinder to the other automatically. THey use K type thermocouples, also on Ebay for $15 or same ones from SPruce for $59. There are all shapes and lengths and attachments types but "K" thermocouple is the one you want.
    SO there ya go.... this is what I learned , in some cases the hard way!! but it is a fun plane to fly.
    Also if you trailer it any distance at all , make sure the wing braces to the front wing spar tube to fuselage are in place...
     
     

     
     
     
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  10. zadwit added a topic in Avidfoxflyers General Hangar   

    wing spar I beam inserts
    It seems like I am going backwards.... I have this ridge runner 3 with 2.5"x.062 wall thickness wing spars... looking down the spar tubes I see no "I" beam inserts....
    Im pretty sure it is built that way...GW=950# max.
    My question is this. Can a person slide the I beam inserts in without removing the wing lift strut attach fittings?
    I know this is Avid and Kitfox country however this forum and group of people are the true experts and there is such a wealth of knowledge here. Each person knows a little and collectively that is powerful.... 
    Mark Smith
     
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  11. zadwit added a post in a topic Ground wind to tip   

    This is a tough one.. A few times in my life I arrived at my destination, low on fuel and high winds.... ONe time I landed and absolutely could not turn the plane, IN fact the gust were occasionally picking up one wing or the other off the ground. I thought I was going to lose the plane... I took off and did like Leni said. I came around and landed with a big hangar about 100 feet in front of me and taxied up 4 ft from the hangar with tail in the air.I landed across the runways at a 45 degree angle in about 25 feet.. .This was in a Super CUb at Black Rapids Glacier in INterior Alaska south of  Delta Junction, AK....I have seen planes picked up and blow over backwards just after the pilot got out. Less weight, high wind. 
    IF flying local you have to decide before you take off. IF the wind is close to your marginal limit better to be on the ground then up in the air wishing you were on the ground....
    I have flown the kitfox 4 in 20 gusting to 30 mph but that is pushing it... you start to get that pit in your stomach that you are on the verge of losing control so that is about too much wind...
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  12. zadwit added a post in a topic Bungee diameter?   

    On the sky raider and ridge runner they use 48" with a loop at each end of 3/8" diam3ter bungee cord but only aircraft grade.
    THe shock strut gets 3 wraps on each side for a total of 6 wraps and that hold up a 950# plane...YOu could make an extra 2ft cord and if you needed more, just add another 2 wraps....
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  13. zadwit added a post in a topic Avid STOL airfoil -some calculations   

    Here was the plane before I bought it. The seller kept the grove gear and put kitfox bush gear with coil springs (hatz type gear) 
    He used a technique where he got rolling on takeoff and popped the flaps down to get in the air.. .It was pretty quik with a 582 no matter how you did it when empty.
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  14. zadwit added a post in a topic Avid STOL airfoil -some calculations   

    I have had the best luck landing with power, on gravel, 3 point. I supposed a guy better know what it will behave like power off like during an engine failure... light airframe = low inertia= high drag=higher drag as the AOA increase and that last 10 or 20 mph bleed of in an accelerating fashion very quik.
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  15. zadwit added a topic in Avidfoxflyers General Hangar   

    conversion of undercamber airfoil to Ribblett
    THe sky raider and ridge runner use the under camber airfoil. SO did my Kitfox model 2. My kitfox model 4 classic had what I think was the Harry Ribblett airfoil and it was more predictable than the undercamber wing. My question is, how much trouble is it to span across the bottom of the wing ribs to change the undercamber airfoil to the RIbblett airfoil??
    Have any of you fine feathered friends tried this??? IF so was it worth the trouble??? Did ti fly better???
    Thanks Mark Smith
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