herman pahls

My 1987 model 1 kitfox also came with a new 532.
I had the points ignition switched out for snowmobile ignition and flew it for 14 years and 450 hours.
The 532 with snowmobile ignition idles at a lower RPM and smoother than my 582 due to the ignition retard feature of the snowmobile ignition.
Merle Williams in arizona has experience with the 583.
The 532 never let me down and I would use yours since you have it.
Herman

Randy
Where do you get a stick grip with so many switch options?
IVO repaired the motor jack screw at no charge and I will re install tommorrow.
The jack screw failure happened without the poly switches installed.
I feel the poly switches will reduce the load on the mechanism.
What amperage of poly switch are you using?
Can you post how you are wiring them with your stick controled switch and relays?
Thanks Herman

Chris
I just noticed that you replyed to my question 8 days ago.Sorry.
Yes the jack screw broke within minutes of installing and everything was wired exactly as IVO sent the switch and breaker.
I should be getting the repaired IFA motor and jack screw back any day.
Today I started to wire in the poly switches and noticed that your switch wiring diagram differs from how IVO sends the prewired switch
as to where on the switch the power and ground and slipring connections are.
IVO sent the switch with power from the breaker and ground going to the middle pair of terminals of the 6 terminal switch.
You have the slipring wires to the motor originating from the middle pair.
I am trying to figure out why I had a jack screw failure so soon.
Hopefully the polyswitches will offer better protection and faster reset than the IVO breaker.
Do you have a Lycoming powered Magnum?
Does it have an IVO IFA prop that you developed the polyswitches on?
Thanks Herman

Since Joey mentioned that I went back to a 582 from a Jabiru 2200, I will share some of what I have learned.
I installed the Jabiru 2200 80 HP ( I paid $2500) knowing full well that the newer 85 HP Jabiru was preferable because of the increased torque that would allow more prop pitch for lower fuel burn at cruise and still have 582 climb performance on a light weight Avid or Kitfox.
I could not allow myself to spend $15,000 for the 85 HP engine alone and still end up with a $15,000 Kitfox.
In order for the 80 HP Jabiru to climb similar to a 582 I pitched the prop for 3300 RPM climb which gave high fuel burn at cruise.
Compared to a 582, the Jabiru not having a radiator and gear box is a plus and so is the ultra smooth idle.
I had zero cooling problems like the original owner because I used the Australian Skyfox cowl (looks like an Avid cowl) and ram air ducts.
My Model 1 Kitfox was powered by a Rotax 532 A box and Ivoprop the first 14 years with excellent performance, handling and reliability.
The 532 would climb to 12000 feet easily and the Jabiru struggled to get to 9000 feet.
This would have improved with a HACman but the 532 did not have mixture control either.
I could seriously erode a wooden Tennessee prop in an afternoon of flying off sand and gravel where as the IVO prop seems to hold up much better.
The Sensenich composite ground adjust prop is a great option other than cost and more importantly the added weight.
The Jabiru requires a bigger battery and V-8 sized battery cables to get started when cold.
Once warmed up, the Jabiru starts instantly.
My Model 1 Kitfox (484 pounds with 532) did not like the added 20 pounds over the 532.
As mentioned on other threads these airplanes like rearword CG's and the Jabiru moved the CG forward and well within the CG range, but the backcountry flying characteristics suffered.
The 532 did not require a rudder trim tab but the Jabiru did.
I decided to go back to a 582 in anticipation of ending up with a 670 for even better climb and possibly better fuel burn at the same cruise speeds as a 582.
So what have I learned.
I cannot stand a 582 without a clutch so add 4 pounds and $500.
The 532 with a snowmobile ignition idles much smoother than a 582.
The Jabiru does not have gear box chatter at low RPM's
The C-box weighs 9 pounds more than an A box and an IVO inflight adjust adds another 3-4 pounds so that now a 582 weighs the same as a Jabiru.
I would like to go with a 670 when it has a track record and someone comes up with a readily available exhaust that fits inside the Kitfox cowl.
The 670 engine will add 10 more pounds and the 670 exhaust another 4-5.
Those of us with the older Avids and Kitfoxes with lower gross weights and shorter fuselages need to be careful about added weight.
It is easy to turn these planes into single seaters especially with 912's and Subaru's
I plan to go with a larger tail wheel and possible move the battery back to regain the former 532 flying qualities.
There is not a clear cut solution.
Herman

Chris
Thanks for the reply.
I was considering using "piggy back" crimp on spade connectors so it would be easy to experiment with different rated poly switches.
Do you have any idea why the threaded pitch adjusting rod broke immediately after installing with the rubber washers in place and unmodified wire length?
Herman

Murle Williams aluminum belly radiators sell for $250. plus shipping and weigh less than the original Kitfox radiators.

The Kitfox with leading edge slats on supercub.org is owned by Rick Chamberlin who lives near Medford Oregon.
The leading edge slats were built by Brian at Steves aircraft near Medford Oregon whos # is 541 826 9729.
I believe the wings were extended 12-18 inches per side.
Since I live a few hours away I called Rick to see if I could see his Kitfox which turned out that he let me fly it and land it several times.
I have to say that you do not land this Kitfox but you drop it in at very slow speeds.
Dropping it in to land is a non issue because of the tires and gear absorbed the drop well.
This thing approaches at such a slow and steep angle of attack that the tail wheel touches 2 feet or so before the mains.
I never tried wheel landings or checked the cruise speed since I had so much fun flying slow.
It is a Model 4 with a 912 and not sure if 29 or 31 inch bushwheels and not sure if it has extended gear legs which it needs.
Herman

Hello Leni and thanks again for replying.
The only reason I tried the 72" high pitch ultralite as a 2 blade is because IVO told me it would not work as a 3 blade on the 2.62
Sounds like it worked for you for 400 hours.
I have not yet installed the IFA so thanks for the advice.
Sounds like since I would like to use the IFA I am committed to the 68" 3 blade ultralite.
From your experience if IFA was not a factor which set of blades would you prefer and why on a 2.62 box?
The 68" ultralite or the 72" high pitch ultralite?
Herman

Since I had another IVO prop I decided to try it and see if the engine shake I was getting would remain the same.
This new to me 72" IVO high pitch ultralite was intended to be used as 3 blade on a 3 to 1 box and has to be used as a 2 blade on the 2.62 ratio I have.
I had heard that IVO 3 blades are smoother than IVO 2 blades which is what I immediately noticed.
I set the full throttle static RPM to 6100 RPM since I had been setting my 68" 3 blade ultralite to 6300 static.
Leni advised that 6300 static may not be enough load on the 582 since I was getting 7000 full throttle level flight and the rich jetting may be causeing 4 stroking and the engine shake between 4000 and 2500 on power reduction.
To my surprize the 72" 2 blade in climb would only give 5900 RPM.
I re set the static to 6300 RPM and could only get 6100 in climb.
I called IVO and was told that the reason the static RPM was higher than the climb RPM is because the prop is stalling.
I found out that this prop will not work with my 2.62 gear box on my airplane or is there something else going on?
By the way, the 4000 to 2500 RPM shake diappeared and the EGT's are low enough that re jetting to richen would be needed.
I am bailing on the 2 blade prop and going back to the 3.
Thanks Herman

Leni
Thanks for the explanation, I think I am starting to understand the relation between engine load and EGT .
More load on the engine reduces the EGT's and since my pitch was set to allow 7000 RPM straight and level, there was not enough load and therefore requires richer jetting to get the EGT below 1200.
That richer jetting might be causing 4 stroking in the lower mid range during power reduction.
Thanks for helping me out.
Too windy today to test more pitch.
I have not installed the IFA feature of the IVO yet trying not to complicate the process.
I can see that if I had the IFA working that it would help with testing the relationship of pitch (load on the engine) to EGT.

Herman

Thanks for the spacer imformation
Herman

Chris
I live near Coos Bay on the southern Oregon coast.
I am familiar with the Tri Cities area since I went to college in Walla Walla.
Can you tell me more about the elevator rod end safety back-up you designed.
Is the rod end failure common because the Kitfox has a very similar push rod for the elevator?

Randy
Did you go with the 2 or 3 blade medium?
Does your Subaru make similar power to a 912S?
I have been surprized when I hear of 912 owners using the IVO ultralight seris.
My be those were the 80 HP 912's.
I cannot answer your IFA questions because I also just ordered the IFA system for my current IVO prop.
Chris has posted great info on Yahoo.
I hope you will report your IFA results.

Thanks Herman

Chris
I missed the part number of the poly switch you suggested because I did not scroll down to the end of the post.
I called Digi key and the part number RHE 450 has been replaced with RHEF 450 ND.
Only difference is the trip amps is slightly reduced to 7.8 from 8 amps.
Digi key also sells LED's.
Did I miss the part number for your reccommended LED?
I have a IVO IFA on the way and want to incorporate your changes to the system.
Thanks for the help.
Herman Pahls 541 404 6464 Oregon

Chris
I appreciate your info on Yahoo and like the Polyswitch idea
Digikey is still in business and how can a Polyswitch only cost 56 cents.
On Yahoo you listed polyswitches with several different hold amps and 2 voltages.
Do you mind telling me which polyswitches amp ratings you were successful with and I will order.
Are the indicator lights Radio Shack items?

I have been flying with an IVO prop for years and am curious how the IFA feature will work.
When ever I reduce pitch with the ground adjust feature I back off on the adjust screw say 4 complete turns and then add back 3 full turns to get 1 full turn pitch reduction.
If I just take one turn of pitch out there seems to be resistance or stickeon in the IVO adjustment rods so that I really do not get 1 full turn of pitch reduction.
Also there is slack in the adjustment cams when reversing direction.
Maybe that is due to my prop being 18 years old but it has always behaved this way and the newer IVO's may not do this.
Or do IFA Ivo's get flown at either the fine or course stops and seldom inbetween?

I understand the matching of the Ivo blades but do not follow your set-up procedure.
Do you mind elaborating.
I will try the 2 blade 72 inch IVO next.
Thanks for your time Herman

Thanks for the replys.
I want to do my part to support the economy and you are advising me not to.
I did not realize GSC made an IFA. I am committed to IVO's for now.
I ordered the IVO IFA system today to use with the ultralight prop.
I also have a IVO 3 blade 72 inch ultralight high pitch prop that came with the Bluehead and was used as a 2 blade with the 2.62
I was told this prop was intended to be used as a 3 blade with 3 to 1 box but IVO discourages this combination due to harmonics.
Leni; do you have any 3:1 gears left over?
What was your experience going from 2.62 to 3:1 ?
Are 2 blade IVO's really that bad for not being smooth?
I would like to list my low cost options and have this forum tell me what prop combination you would choose for the high altitude Idaho backcountry flying Joey (CS5 engineer) does?

1. 68"-3 blade ultralight IVO 2.62 IFA?
2. 72"-2 blade ultralight high pitch Ivo 2.62 IFA?
3. 72"-3 blade ultralight high pitch IVO 3:1 IFA? Harmonics??
4. 72"-2 blade medium IVO 3-1 IFA? This option would not be low cost but Ivo suggested because it would not exceed the C-box inertia limit.
This prop sells for $2460. I would consider this if it would generate significant better performance.
Is it realistic to tie your tailwheel to a 400 pound fish scale to compare at least static performance?
Your opinions will be appreciated.

I finally got the HACman to work after 6 weeks of this forum wondering how I could screw up something so simple.
Joey wanted to ask me if I was losing it.
Turns out that the restrictor that is to be drilled to .062 was accidently not drilled at all as sent to me.
Therefore when the HAC valve was closed the carbs were no longer vented and when the HAC valve was opened it did not work as designed.
Mark Napier suggested that the restrictor was plugged and it sure was. Thanks for the help Mark
Thanks to all
Herman

Snowmachines are very easy to rope start.
In a airplane with a prop, rope starting is doeable but not as easy.
If I had rope start only I would wish for a clutch.
The clutch adds 3-4 pounds and makes elecric starting much easier

Chris
Sorry for the name confusion.
Tell me everything I need to know about Airstreaks.
My sons Pacer has 31 Bushwheels and I need help deciding between 26 and 29 Airstreaks.
I would like to land more of the places he does.
We live on the Southern Oregon Coast and land on soft sand and rocky gravel bars.
I fly a 500 pound model 2 Kitfox with a 582.
I currently have 22 inch ATV tires with 8 inch diameter Matco wheels and Brakes.
Matco said it was simple to switch to 6 inch wheels for the Airstreaks.
We know from the Pacer that bigger Bush wheels cost more, weigh more, drag more and help smooth out the gravel bars.
Tell me about your Avid and your performance experience with the Airstreaks.
What tailwheel are you using?
Thanks Herman Pahls 541 404 6464

Joey
No wonder you did not answer my call today.
Now that I have all the temperatures where they need to be, I hooked up the HACman and looking forward to getting the results you did.
I went back and read the HAC posts that you and Mark Napier entered regarding the HAC and found them useful.
Have you tried the Autozone restrictor that Mark mentioned to increase the EGT adjustment range.
I assume that means the HAC controller requires more turns to adjust the EGT.
If so that seems to be a good thing.
I installed a spare used Kitfox radiator today and the water temps went down from 195 to 160 degrees F..
I was told not to do a high RPM run up on this 582 Bluehead until I see at least 150 degrees.
I am having a hard time getting it to 145 degrees.
Is this the nature of the bluehead?
Looks like your C-5 got a new engine and the photos are a reminder of how big they are.
Thanks for SERVING for us.
Herman

Chris
I only have a few hours on the 582 and the clutch and flew with a Jabiru 2200 for the previous 4 years.
I had the same concerns regarding engine out glide but could not stand the gearbox and engine rattle and shake.
So far I have not noticed a radical reduction in glide angle if any when power is reduced to idle.
I am still in the testing stage being new to the 582 and have not started short field flying yet.
As I have already said, the 582 operates so smooth with the clutch I would not go back to flying without one.
I like the clutch so much that I would consider making a prop brake system if the glide becomes a problem.

Hope this helps. Herman