egp8111

I'm rigging the flapperons on my KFIII rebuild. I know this topic has been gone over before but I still have a few questions. I can get everything lined up per the manual with the stick vertical but I have more comtrol movement in one direction than the other. I've noticed the stick will physically move more one direction than the other due to it's design. Is this normal ? Also I've tightened up everything in the control system I can but the whole thing still seems kind of sloppy. With all the bends and fittings associated with this system I expect it to have some play but I'm wondering how much is normal?

Any suggestions tips or advise welcome. Hoping to get this thing flying soon!

EG

what type of antenna are you guys using ?

thanks,

EG

Looking for recommendations for an external antenna to use with a handheld radio. Where is the best place to mount it ?

thanks,

EG

I'm getting close to finishing up my KF model III rebuild. In the process of rebuilding the wings I added the molded leading edge available from Kitfox.(same one used on the model IV) I was wondering if anyone has any experience with how the earlier wing performs with the cleaner leading edge.

Also anyone have any ideas why the later Avids with the undercambered airfoils have a higher VNE the the KF's ? The KF's only changed after the model IV with the new airfoil. The VNE on the model III KF's didnt change from the model II even with the higher gross weights and aileron balancing. Were there additional changes to the Avid that allowed a higher VNE or did the airfoil change ?

thanks,

E.G.

Lonnie,

A lot of guys here have way more experience than I on this engine change and can give you better advise but I'm in the final (I hope!) stages of converting a KFIII from a 582 to a 912 and can share my experience. It's not that hard but it definatly involves a lot of tinkering especially if there are not off the shelf parts you can buy (or willing to pay the $ for) A partial list of the things I've changed out : engine,engine mount, vibration dampners etc. exhaust, oil cooler, cooling system, hoses, thottle and choke cables,throttle and choke handles, regulator, wiring, most insturments,prop, spinner and misc. cowling modifications. I'm sure there is some stuff I've left outbut you get the idea. The best help is to find someone with an instillation like you want copy it. No need to reinvent the wheel. Get plenty of pictures if you can, it's amazing how much time you can spend trying to figure out hose and cable routing etc. Like we said in school "why study use your buddy". Personally I found the old KFIII builder's manual section on the 912 instillation pretty of limited use. In the middle of all trashing about I started casting wistful looks at the old 582 sitting in the corner wondering(hoping) if was going to be worth it.

EG

I agree it's not to hard a job. A little hot air and some patient prying will get the old ones off. I replaced the all on my KFIII. Be a good idea time to inspect all the tails and install the aluminum doublers per the service bulletin (you can find it on the Kitfox website) as well. Brett at Airdale has nice replacement tails at a reasonable price.

EG

here is the link: http://upngo.net/kitfox/Kitfox_O_News_Jan1990.pdf

Thanks. I just found an old issues of the Kitfox newsletter that mentions the uneveness.(Google to the rescue) It says it is there to keep a constant load on the elevator. Who knew ? Be nice if they maybe mentioned this in the manual, I was about to put on end of the thing under the door and do a little straightening !

In the process of recovering my KFIII elevator I noticed it was out of line. When you put it on a flat surface the left elevator is about an inch higher than the right. The tubes are all straight and it doesn't appear to have been bent but it definitely not even. Have I pulled it out of line by uneven shrinking of the covering or bend it or is this some aerodynamic Kitfox thing of which I'm ignorant?

thanks,

EG

You can use the same radiator and the Grand Rapids 2000 can be converted to the 4 stroke, I called them awhile back as I have a 582 that is going in my Skyraider.I was contemplating on switching to a 4 stroke but it was alittle out of my price range.I think I will give my 582 a chance as I could do several rebuilds for the price of a 912.I cant remember the price to convert your EIS over but it wasnt much.Good Luck Randy

Thanks everyone for the information. FYI Grand Rapids will convert you 2 stroke EIS to a 4 stroke model for $80.

I'm in the process replacing a 582 head with a 912ul and have a couple of questions hopefully someone can answer. Can I use the old 582 radiator ? The KFIII builders manual list the same part number in the part list for both the 582 and 912 so I'm hoping it's the same.($) Also does anyone know if the Grand Rapids EIS 2000 that was working on the 582 can be converted to work with the 912 ? I'd ask the folks at G R but they are closed this week.

thanks,

EG

Hello All,

I know this has probably been beat to death but I like your opinions on a 582 crank issue. I'm rebuilding a KFIII that has been sitting for about 8 years. I've sent the 582 greyhead off to a rotax tech for inspection. The crank was replaced new in 2002 and the engine run about only 5 hr. before it sat up. The tech says the crank is good in run out and the needle bearing he can see are fine but due to the fact that it is over 5 yrs. old and there are bearings he can't inspect he is suggesting I replace it. What is the groups thoughts ? Is it necessary to replace a crank with 5 hrs. on it ? My long term plans are to convert to a HKS or 912 but I'd like to get the plane up and flying first but if I have to sink to much money in this motor I might as well bite the bullet and do it now.

thanks,

EG

I'm about to start the recovering processs on my KF III. I'm looking for a pair of rotary pinking shears but I understand they are not being made anymore. Anyone have any suggestions on a source ?

thanks,

EG

thanks guys, that helps alot.

EG

I'm working on the final rigging of a KF III rebuild project before I start covering. Seems the instructions in the builders manual are pretty skimpy or maybe it's just me. Is there any information on the amount of travel(in degrees) the flapperons should have when functioning as ailerons/flaps? Do you just set it up the way they say and get what you get? I'm also having trouble understanding why they say the left wing is non-adjustable it has the same rod ends as the right wing, do the mean you just adjust the right wing to match the left. Any ideas, suggestions ?

thanks

EG

that was the problem ! thanks

curiosity got the best of me wondering if my 582 with 27hrs.TT was a boat anchor after being stored for 8 yrs, so I started taking it apart to have a peek inside. One thing lead to another and soon I had the cylinders off. Good news all the needle bearing looked good on the conrod bearings etc. I'm going to send it off to be serviced by a Rotax expert but I need to get the cylinders back on. I read the Rotax manual etc. but I can get the cylinders back on past the lower piston ring. Is there a trick here or is it just me ! thanks

I'm rebuilding a KF III that has sat for about 8 yrs. The trailing edge of the flapperons had separated (builder didn't rivet them) and the foam ribs came ungluded. I reglued (hysol) the ribs and TE but I can still feel an area where the skin is not attached to the rib. My thought is to drill a small hole and inject hysol into the area with a sytenge and then pop rivet the hole. Is there a better way to do this ? Also is there foam forward of the torque tube in the flapperon or just the rear ribs ? All and all I don't feel to warm and fuzzy about the flapperons, they feel pretty floppy but I've never had any experience with any not attached to the wing before. any thoughts ?

thanks,

Skip

while we're on the subject, I have a similar issue. I have a 582 greyhead that has sat for about eight yrs. It has a total of 27hrs. since new. It was completely rebuilt with a new crank and broken in before it sat. It wasn't stored well, basicly just sat on the airplane (KF III) Obviously the all the seals will need to be replaced but what does everyone think about the crank ? How hard is it to rebuild the carbs ? (bing 54s) thanks,