Russ.

SWEET.....

Condolances to his family and friends.. Russ.

Larry, have a little faith will ya! I understand your concern with the gov't bureaucracy but just because an aircraft has been deregistered, doesn't mean it can't ever be registered again. Heck, that happens all the time. And remember, this is about an experimental, not standard certified, aircraft. Standard airworthiness certificates are airworthiness certificates issued for aircraft type certificated in the normal, utility, acrobatic, commuter, or transport category, and for manned free balloons, and for aircraft designated by the FAA as special classes of aircraft. Special airworthiness certificates are primary, restricted, limited, light-sport, and provisional airworthiness certificates, special flight permits, and experimental certificates. At issue is whether you can change a special airworthiness certificate classification after an aircraft has already been issued one (whether or not that original special airworthiness certificate has expired or been surrendered) and I believe you can... subject to certain restrictions, of course (ie., one no-no is you can not change from E-AB to ESLA).

As I understand...

Aircraft previously issued an LSA category airworthiness certificate under FAR §21.190 (Special Airworthiness Certificate, or SLSA) are eligible for an experimental LSA airworthiness certificate. In fact, FAR §21.191(i)(3) specifically allow and address aircraft that "Has been previously issued a special airworthiness certificate in the light-sport category under §21.190.". The applicant must provide documented evidence that the aircraft has been manufactured and constructed to the applicable consensus standard (Aeropro CV has received this approval of course, it is a requirement for a SLSA manufacturer/importer) except when the aircraft is eligible in accordance with FAR §21.191(i)(1) (not applicable to me - this was the one-time conversion to ESLA 'window' offered to 'Fat Ultralights' and has expired).

Without a current airworthiness certificate, one needs to go through the entire process of getting a new registration, ie. inspections, new N-number, Phase I and II etc., just like is necessary when first registering and seeking an airworthiness certificate for your newly built Experimental-Amateur built LSA. Moving an existing SLSA to ELSA also requires changes to the aircraft’s placards, the size of the N number, an aircraft inspection, and the issuance of a new airworthiness certificate and operating limitations.

Upon satisfactory completion of the records inspection, documentation review, and aircraft inspection by the appropriate DAR, the FAA will complete experimental LSA certification by issuing an airworthiness certificate for the purpose of operating an experimental LSA with appropriate operating limitations to be attached to Form 8130-7. Under FAR 91.319(e), the FAA may prescribe any additional limitations in phase I or phase II deemed necessary in the interest of safety. When the experimental LSA certification is to be issued for an unlimited duration, the operating limitations may be prescribed in two phases in the same document as follows:

- For the phase I limitations, the FAA will prescribe all operating limitations appropriate for the applicant to demonstrate compliance with FAR 91.319(b) in the assigned flight test area. This includes a limitation requiring the owner/operator to endorse the aircraft logbook with a statement certifying that the prescribed flight hours have been completed, and the aircraft has been shown to comply with FAR 91.319(b) and the requirements of the applicable consensus standard. The owner/operator may then operate in accordance with phase II.

- For the phase II limitations, the FAA may prescribe operating limitations for experimental LSA for an unlimited duration, as appropriate (ie., Day VFR only) .

If the aircraft meets the requirements of the experimental LSA certification, upon completion of Phase I, the FAA will issue the special airworthiness certificate (Form 8130-7) with operating limitations.

So I do think I can get this thing registered as an ELSA, however, my question again...

I have complete aircraft, engine and prop logs as well as the Pilot Operating Handbook w/ Flight Training Supplement and Maintenance Manual to satisfy the records requirement. I have the original Operating Limitations of the SLSA manufacturer that were attached to the original airworthiness certificate. Unlike the Operating Limitations typically attached to a E-AB airworthiness certificate, there is NO mention of Phase I testing or restrictions. All the requirements to satisfy Phase I flight testing have obviously already been accomplished and satisfactorily recorded by the SLSA manufacturer. This is why, assuming all repairs return the aircraft to it's original state without significant modification, I am wondering if the DAR might be willing to forego the standard 40 hr Phase I testing in favor of a 5 hr Phase I, or something more akin to the testing requirement when making a 'major change'.

Was just asking if anyone had any experience in this or heard of such a thing. In any event, we'll see what my DAR has to say about this soon enough...

Doug,

Looking forward to getting back home in about 2 weeks. I see we will have alot to talk about, with my repair work, and your new project.

I beleive you are correct in your thinking. I have heard of 5--20hrs. times. Russ.

I used the Stewart system. I have to make repairs to my wing and fuselage. I called them and got instructions, very easy to repair. Give them a call

to answer any questions you have. Good luck with your build. Russ

This what I ended up doing. I now have enough braking power. The rudder extensions keep my toes off of the brake pedal.

Here are pictures of my Brake mods. Base of cylinder attaches to floor ahead of control tube. Russ.

Russ your airplane is in this months Sport Aviation mag. How did you submit it and how long ago was is?

I sent it in August 2011. Look at the bottom of page 89 for instructions. Russ.

I'd like to wish everyone out there a very Merry Christmas and a blessed New Year.

Fly safe, Fly often, Fly anything you can, but most of all, be sure to have a little fun every day.

Right back at you. See you next Oshkosh. Russ.

Joey, Have a Merry Christmas, and a very Happy New Year. I know what it is like having spent 3 1/2 years in Germany. USAF. Russ.

I fall under AMC with the location and mission that we do with the C5. We like to joke it stands for Another Missed Christmas. I'm currently in Europe hanging out in the snow. It was nasty here this morning. De-icing a plane the size of my hometown takes a long time especially when it's accumulating fast. Since were going to be gone over the holidays away from home we decided to decorate a little bit to try and stay cheery. The guys I fly with are my other family. It's the little things sometimes to keep you motivated. Cherish those moments with your kids and family this Holiday Season. There's a whole bunch of guys out here that are wishing they could be home.

Very nice work. I am faced with much the same repairs to be started when I return from Fla. in April. Only hope it looks as good as yours.

Russ. N844RS MK IV HH 582.

Were you here? I live about 30 minutes away from OSH and did attend that whole day including the night airshow. The fireworks after the air show were also something else.

Hey Guys, don't forget me. I was here again with Doug. Lary, Mike, and the whole crerw.

Russ. N844RS HH 582

"0" time 503 with C box w/new beraings & seals with 3:1 gears. Fresh top end,new pistons & rings +.010", new everything in bottom end as far as bearings and seals. Has 1 hr on test club. Now if my kit would show up....taps foot. Any suggested 2 blade options? Still wanting to 2 blade it ....70 x 35 ? Really have a liking for Tenn. wood props. I am not so much of a fan of IFA units wich seem to be the thing now. Just need to crunch a few more #rs to be certain of what I and the PC think is good and what works in real life.

Give Culver Props a look. Culverprops.com. Russ N844RS

What do you want to know? Build them in my spare time. takes around 10 hrs to complete a set.Lots of tedious lathe work.took about 200 hrs to design and develop the tooling to make it.Assemble/dissamemble with 2 screws.The last testing I did shows around a 50 percent improvement in line psi with the 2 piece pedal over leaving the pedal open ended.

I am leaving for winter months and will return home in April. I would like to know the price and ordering info. Off line at rjs30359@yahoo.com. or Tel. 315-868-6131. Thanks Russ.

Need 66" -68" 3 blade left rotation prop ground adjustable prop for a 582 w/C box.

joeboyle1@verizon.net

301-797-1875

Try Barnstormers.com, they list a few for sale. Russ.

I asked Dean Wilson about this a couple years ago. His answer was when KF started they did not have any real engineers looking over things so when something came up that may be an issue, instead of adding a small brace or something, they just threw bigger heavier tubes at everything, hence the dramatic weight increase from say a model I to a model IV KF.. after that, they really started building alot bigger airframe and adding heavier engines etc to account for the weight increase. They also got some engineers on board around then too to oversee the design changes.

Bet its that same S.O.B. that put a ditch in front of Doug! I say we have a few drinks and go find that sumbitch that keeps putting stuff infront of our planes and beat his ass!

I'll drink to that, or anything else.

Happy Bday. Russ.

Well everyone knows the two models are close kissin' cousins, but that almost seems too good to be true. Interesting to me that the door posts on the older KF are bigger tubes than the newer Mk-IV, go figure. In any event I guess it doesn't get any better than that if you're going to swap tops. Keep us posted on the progress. Pics are good.

P.S. Being nosy now... WTF did you drop a wing landing in a wind shear or hit a barn or something??!

Fence post got in the way. Go figure Russ.

Lol, no replies!? Since when has this site not even offer up an opinion or two? They must think you are craazy. C'mon, let's help the brutha out!

OK, this does sound drastic. Having owned both types, I recall the tube braces in both the headrack and the butt rib areas are different. Now that may or may not be a showstopper. IIRC, the spar pin bushings on both models are 27-1/2" center to center from front to rear spars on each side. However, the side to side length of the carry thru tubes ie. cabin width and the location of the pin bushings along the carry thru tubes must be exactly the same as well for your Avid wings to simply bolt back on after repair and function correctly. And safely. I think we can all agree on that as a start, eh?

So you say you've measured... are each of those critical measures identical on both planes? If yes, then I agree you MAY have a shot at replacing the entire top of the Avid cabin with the KF-III cabin. BUT... obviously now the location of each primary down tubes (ie. the 4 corner posts) will come into play. It would seem a lot to ask for that they too were in identical positions between both models, but pretty damn convenient if that were true. But even if they are placed perfectly, are the tubing o.d. and i.d. the same? I'm guessing the Mk-IV used bigger or thicker wall tubing... Lotsa variables.

I dunno, if it all measures out and is easier to keep the plane straight by replacing the entire head rack, I do see the value in your approach and say why not. Once tubing gets bent and is reformed it loses strength. I most certainly do NOT like the idea of a butt weld, or even a slip tube rosette welded inside, to repair a bent or broken off carry thru tube. Seems replacing the entire headrack with intact carry thru tubes would provide the best strength in that critical area. If approached very carefully and systematically with laser jig for accuracy and proper welding technique, no reason it couldn't work if the parts actually line up. And of course we'll be here to encourage you or B-slap you if you f'n it up! But it's yer plane and my .02 ain't a whole lot when talking about an aeronautical engineering salary!

Oh, and Russ, I would add one last comment... cut once, measure about 100x and do this sober.

Thanks Doug, I have measured the wing bushings frt. to back, and diagonaly. All match the Avid setup. The frt. left and rt. door tubes on the KF will slide over the Avid tubes. The rear will have to be welded at my weldment points. 1st. pic. shows rt side damage. 2nd. rt. side butt. 3rd. rear carry thru damage.

Hi all,

I have ordered the WIB gear, tail ribs, and trailing edge alum. from Airdale. I have damage to the rt. side carry trough tubes front and rear. They broke off taking the butt rib with them . The rear tube is bent Here are my plans for repairs. I have obtained a Kitfox III cabin from the front door posts, and rear at the side windows up. I have taken all measurements and they all match the Avid MK IV. I am going have it welded onto the Avid where it matches the original cabin top. All thoughts and advice appreciated.

Russ, N844RS

Still looking for advice and thoughts on proposed repairs.

Hi all,

I have ordered the WIB gear, tail ribs, and trailing edge alum. from Airdale. I have damage to the rt. side carry trough tubes front and rear. They broke off taking the butt rib with them . The rear tube is bent Here are my plans for repairs. I have obtained a Kitfox III cabin from the front door posts, and rear at the side windows up. I have taken all measurements and they all match the Avid MK IV. I am going have it welded onto the Avid where it matches the original cabin top. All thoughts and advice appreciated.

Russ, N844RS

Happy birthday to you Russ.

Thanks to all. Russ.

Happy Birthday you two old timers, Leni and Bandit,hope you get to go fly or party with your Buds. Randy

Happy Birthday to both of you. Mine was yesterday. Russ.

My first Kitfox experience ended rather abruptly, hoping this one works out better.

Hey Doug, Where is my picture with the new bird? Lets see who is back in the air first.

Good luck, Russ.

A healthy handshake and a pat on the back to anyone who can identify this Motley Crew...

Photo taken at the Avid Lunch at Airventure.

Left to right, Lary, Russ, Doug, and Brett. Sitting red shirt ??. Russ.

Question... Why didn't you or couldn't a person leave the cap strip running to the end of the hangar and just round it off? It would make it a lot stronger to side load which is why mine broke. Well that and a shoulder from the guy who fell off the ladder and into the flaperon.

Thats how I do it. I trim along the sides of the tail and leave the cap strip on the tail. Russ. N844RS

Now that I have had a couple days to think over all the great advice I have received, I will keep N844RS a TD. Thanks for all the help. I checked all of the problems that could have caused the ground loops on my landings, 4 in all. The Aircraft Products tail wheel was breaking free with full left rudder and close to free with full right. I moved the holes on the rudder bell crank in on each side problem solved. I

took slack out of the springs. Checked for tow in and out. Ground handeling was much improved. The take off was straight and true. The landing was the problem again. I now know the problem is my lack of TD

ability. With repairs will be installation of wider main gear, and TD

training. Russ. N844RS