Activity Stream

Activity Stream



  1. HuDuGuru added a post in a topic MANUVERING SPEEDS   

    I phoned the kitfox factory a number of years back asking a few questions about some of the performance numbers, I was told there were no published figures for maneuvering speed on a model 3. I guess I just assumed this applied to later models… you learn something new every day.
    • 0


  2. dholly added a post in a topic MANUVERING SPEEDS   

    Maneuvering Speeds from my Kitfox POH:

    Classic 4 (1050 lb Gross Weight) w/ Rotax 503 = 96mph
    Classic 4 (1200 lb Gross Weight) w/ Rotax 912 = 102mph
    Model 4-1200 (1200 lb Gross Weight) w/ Rotax 912 = 102mph
    Speedster (1200 lb Gross Weight) w/ Rotax 912 = 106mph
    • 0


  3. dholly added a post in a topic Weight and Balance   

    You might find the attached Avid Mk-IV W&B calculator entertaining.
    CG_Calculator.xls
    • 0


  4. EDMO added a post in a topic MANUVERING SPEEDS   


    I believe that the manuvering speeds for Kitfoxes is published. am thinking it was 80 to 88 mph depending on the model - will have to check the book on them, because that sounds fast - thats cruise for some of them. Isn't manuvering speed indicated on the markings on the Airspeed Indicator for each plane?
    I could be wrong on the indicator, but think that this is where the yellow mark starts between the green arc and red line?
    Ed in MO
    • 0


  5. HuDuGuru added a post in a topic MANUVERING SPEEDS   

    Ed, I wouldn’t worry about it too much. Once you’re up in the air you don’t have the option of making the airplane heavier or lighter, but you do have the option of slowing down. The only thing you have to remember is to slow down if your flight turns into a roller coaster ride.

    There are no published figures for maneuvering speed for Avids and Kitfoxes, so I’m not sure how much to slow down. What I do know is other general aviation aircraft (Cessnas and Pipers) have published maneuvering speeds approximately 10-20% below normal cruise speed.
    • 0


  6. 4aplat added a post in a topic Weight and Balance   


    Hi

    all the details are section VIII chapter 7 of themanual

    IcheL
    • 0


  7. TheDeltaFox added a topic in Technical tasks   

    Weight and Balance
    Hi guys,

    I've been working off the old weight and balance done by the previous owner and i'd like to know how everyone here does the weight and balance on their Avids.

    Can a few of you elaborate on your procedure. Everything from leveling to reference points and arms and well the whole process. Would be nice to know i'm doing it right or at least close to right.

    What your CofG's and ranges for the MKIV? A picture or diagram would also be priceless.

    Thanks,

    Darcy
    • 9 replies
    • 4,824 views


  8. EDMO added a post in a topic MANUVERING SPEEDS   

    I need a while - maybe a long while - to digest all of this. I've heard that ultralights are more critical in turbulance, and guess this is the reason. Well, maybe everyone needs to think about this for a while.
    Ed in MO
    • 0


  9. EDMO added a post in a topic MANUVERING SPEEDS   


    That was what I thought I had been taught too. Barnaby says it is just the opposite: Lighter means more reduced manuvering speed than heavier ones.
    Guess we all need to increase our weights (maybe eat more?) to go faster and pull up to avoid the trees!!!
    Ed in MO
    • 0


  10. HuDuGuru added a post in a topic MANUVERING SPEEDS   

    Maneuvering speed most definitely decreases with decreased weight. I’ll take a stab at explaining it without any math formulas.

    These numbers are just made up to illustrate a point.
    Airplane X= 1000 pounds, flying angle of attack=10 degrees.
    Airplane Y=1500 pounds, flying angle of attack =15 degrees.
    Both airplanes are flying at the same speed.
    Critical angle of attack will be the same for both planes, say 20 degrees. Once critical AOA is exceeded the loads are dramatically reduced for both planes.

    G forces are directly related to the amount of time an aircraft has to accelerate. Airplane X will have to move 10 degrees before reaching critical AOA, airplane Y has to move only 5 degrees. Since it takes more time to move 10 degrees compared to 5, airplane X will spend more time accelerating therefore developing greater G forces.

    By reducing your flying speed, you are also INCREASING your angle of attack, which puts you closer to the critical AOA, which in turn gives the plane less time to accelerate before reaching critical AOA.


    I hope this helps, I understand the physics behind it, but I usually suck at explaining things.

    EDIT: to avoid some confusion, when I use the word “accelerate†I don’t mean increasing your airspeed. I meant gravitational acceleration, which is what happens every time you pull the stick back.
    • 0


  11. 6320012s added a post in a topic 582 oil pump adjustment   

    Thanks for the info. I'll check again, and maybe re-adjust a bit.
    • 0


  12. Av8r3400 added a post in a topic Airventure 2012   


    Yeah, ...hitchhiking in a Widgeon.


    Chris - I'll be there all week again this year. My EAA chapter camps down across the street from the Ultralight Barn. I usually fly into the ultralight field, or at least I have for the last several years. I might not this year depending what my buddy does with his new Avid-Kitfox bastard he's building.
    • 0


  13. horsepower added a post in a topic MANUVERING SPEEDS   

    The manuvering speed changes with different condtions such as weight and turbulence,dont really know how to determine manuvering speed on a light weight homebuilt but if your wings fall off I guess it was overstressed.I was taught that a fully loaded airplane had a reduced manuvering speed when in turbulent air as opposed to a lighter loaded plane.I may be wrong,wouldnt be the first time.Randy
    • 0


  14. EDMO added a post in a topic FIBERGLAS BUTT RIBS   

    Thanks for the great photos Doug. Looks like your skylight overlaps by 1/4 to 1/2 inch over the wings. I did not understand that.
    Ed in MO
    • 0


  15. EDMO added a topic in Avidfoxflyers General Hangar   

    MANUVERING SPEEDS
    Nobody ever said that "Old pilot are smart pilots": Maybe old pilots sometimes cannot comprihend things that the young pilots are taught, like Va, Vb, Vc, and all those alphabet things that we older pilots have to say in longhand American.
    I just read Barnaby's article in the new Sport Aviation mag, and I totally don't understand how a manuver or wind gust can overstress a plane at a lower weight and not at a higher weight. I follow all of his articles with intense interest, but am lost on this one. Looks like to me that if you are at max gross, then any strain on the wings could put you in danger faster than if you are lighter.
    Can someone smarter than me explain this to where I can understand it?
    Ed in MO
    • 38 replies
    • 7,318 views


  16. dholly added a post in a topic Airventure 2012   

    Hey Chris, wish I could help but I come from the east side. Hope to see you there!
    • 0


  17. dholly added a post in a topic FIBERGLAS BUTT RIBS   

    Ed-

    IMHO, the cap strip on the butt rib should be towards the cabin. If you set them the other way, you will not have much sky light left to drill thru when attaching the sky light to the capstrips. Best to have those holes and rivets or screws as far from the edge as possible. I would not worry too much about fabric abrasion, just put your wings on with root ribs in place and take the covering thickness into consideration (ie., covered or bare butt ribs) when marking your butt rib position. After 500+ hours, you can see the only rubbing issues I had on my KF3 was with the turtle deck.


    • 0


  18. EDMO added a topic in Avidfoxflyers General Hangar   

    FIBERGLAS BUTT RIBS
    THEY SAY, That the only stupid question is the one you failed to ask:
    Well, here is one that may sound stupid, but I really need an answer.
    I have the fiberglas butt ribs for the magnum, and want to use them. I also have the Magnum manual, but I cannot tell from the manual if the U-side, guess you could say the open side, of the butt ribs goes toward the wing, or toward the fuselage.
    Can anyone help on this?
    Also, Piper has a special rubber seal that goes between the butt ribs and the root ribs on the wing: Like any "certified part", it is costly. Is there any way to seal the Kitfox / Avid root ribs to the butt ribs? I think that the skylight overlapping the root ribs could cause abrasion on the fabric.
    Thanks again,
    ED in MO
    • 2 replies
    • 735 views


  19. EDMO added a post in a topic Wing questions   

    Thanks for the info Doug. I will use something similiar. Probably 12 inches on top and 6 inches on bottom of L$E estension.
    Maybe someday, someone will try modifying the Hoerner tips, and give us a report.

    QUESTION for anyone: I used T-88 when I built my ribs, then 9460 to glue them to the spars. Should I use T-88 to glue the plywood to the ribs, or the 9460 that I will use to glue the new rib extensions to the new 1 1/4 inch aluminum tube leading edge?
    I have estimated that my cost will be about $300 for the new leading edge extensions, including a new can of 9460, and can add another $250 for the plywood. Still cheaper than the 16 inch stretch, and don't have to re-engineer everything from firewall back.
    Any thoughts are welcomed.
    ED in MO

    Correction: My LE plywood will only be $125. I misfigured price from Spruce.
    • 0


  20. herman pahls added a post in a topic C-box ratios   

    ChrisB
    I have enjoyed flying with the IFA IVO and the poly switches so much that I have not taken the time to figure out how to get the indicator lights to work
    I chose to use the limit washers and like that feature.
    We all know that prop pitch has a big influence on EGT's and that is very noticeable with IFA on a 582.
    My current jetting at full throttle climb at 6600 RPM gives 1100 EGT's.
    Reducing the RPM to 6000 raises the EGT slightly above 1200 and adding pitch lowers the EGT back down again.
    I am very pleased with the lower cruising RPM and reduced fuel burn that IFA offers especially with the HACman.
    I will appreciate any jetting suggestions.
    Thanks Herman
    • 0


  21. akflyer added a post in a topic 582 oil pump adjustment   

    I just had to replace my oil pump cable also. The marks should line up at an idle. With the pump, your consumption will be all over the place, but should average out around 50:1 At an idle, your closer to 70:1, wide open throttle your right around 50:1. At cruise, you 55-60:1 if your propr is pitched right and your throttle setting is normal. The best indicator is your plugs!


    • 0


  22. ChrisBolkan added a topic in Local Fly in's   

    Airventure 2012
    Hi!

    I posted this on last year's thread below, but got no response so I started a thread for this year. Anyway, here's what my post said:

    My girlfriend and I are planning to attend Airventure at Oshkosh this year in my Avid for the first time. Never been by car or plane. I live in Washington State and am wondering if anyone from near my neck of the woods has made the trip before and can provide any beta.

    I am looking for general info on route selection, alternate routes, good airports, camping, courtesy cars and must see/do things along the way.

    The furthest East I have flown previously was to Bozeman MT in my MKIV, which took me over the continental divide basically following I-90. So I am comfortable with that route as things get flat pretty quickly beyond Bozeman.

    However, I know nothing about preferred routes south of I-90 as the furthest East I have flown more South is to Rigby ID just west of Yellowstone via Boise. So, I haven't crossed the divide in that area. Any advice on a good south (I don't mean southern US, I mean south of I-90) route over the Divide and good airports on the way is also welcome. If weather permits I would like to take slightly different routes to and from for the variety.

    Is anyone from the Northwest in this group planning to fly there this year?

    All input welcome to this Oshkosh Virgin!

    Many thanks!


    Chris Bolkan
    • 2 replies
    • 4,572 views


  23. saskavid added a post in a topic 582 oil pump adjustment   



    There are alignment marks on the pump body and arm that are supposed to align at idle.From personal experience, Ivo props tend to unload at cruise so to speak,so throttle position can be backed off thus the pump arm as well.My personal pump setting is somewhat advanced.
    • 0


  24. birddog486 added a post in a topic need 912 install photos   


    Avid
    • 0


  25. 6320012s added a post in a topic 582 oil pump adjustment   

    Dug into the problem a bit, and discovered the cable was a bit sticky, and wasn't always allowing the lever to return to zero. Retested, and now it is running about 85-90:1 Is this ok or do I need to try and increase the oil flow?
    • 0