LSaupe

I am looking to replace the ignition switch that came with my Kitfox III.  It is a 5 pin 3 position switch (OFF-ON-START).  Pins are 1 GND, 1 BATT, 1 SOL and 2 MAG.  Going to the OFF position will ground both mags at the same time.

I do not want a switch switch has individual OFF positions for each mag (I do this with toggle switches separately).  I picked up a switch from LEAF, however it only has one MAG pin.

Anyone know if these are still around anywhere?

Larry

I think I remember a post where someone had recommended a good replacement for the ROTAX 582 solenoid.  Maybe NAPA?  Anyone recall this one?

Thanks All.  I have the oversized elevator so anticipate I may see more of a stall behavior but wont push an insane angle of attack (should it try to go there).  Undercamber wing as well.

Thanks All.  Will check them out. As a reference, First Flight has liability 1M at $461 a year.

http://www.firstflightinsurance.com/Site/375021952/airsports.asp

Going to start slow flight checks soon and stalls.  Is there any flaperon authority on these birds during a stall, or do they behave like a traditional aileron?

Any suggestions on carriers for Liability Insurance?  In the past I have used First Flight Insurance (not sure how good they are, but the price was competitive).  Would like to see what others are using and feedback if able?

I assume hull insurance would be real high if carried, would that be correct (especially in the first 40 hours)?

Larry S.

Yep that's me.  I did the same, though am now down to no boats at he moment.  Enjoy your new Fox!

Welcome GREGPRO50.  Handle sounds familiar.  Not a Hydrostream guy as well by chance?  If you every fly out towards the Southern Adirondacks make sure you stop in to see the folks at EAA602.  www.eaa602.org.  The area is very FOX friendly.

Use Bear all the time (especially during my PPC days).  Fast service and great customer service.  The Key West is working great, dead solid at 13.8.

I hear ya.  Just ordered the MGL TC-1 (complete with probes for EGT and CHT).  Actually spoke with a full time 2-stroke dyno guy today and he swears by the Innovate Air Fuel Wide Band sensor.  I ordered one of these too.  Maybe overkill, but he does swear by it.

http://www.innovatemotorsports.com/products/MTXL.php

My start switch (keyed) is stock in the ON position.  Before I try to cut off the key (in order to get this off) is there another way to break this free (pull out the barrel etc)?

It is a 3 position, 5 pin switch (OFF, ON and START).

You can just see it in the upper left portion of the image below.  Just a basic key switch, as supplied in the original KitfoxIII kit.

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I hear ya, and it is good practice to run the same materials back to the gauge if you can.  Just trying to highlight if the wires used (any material) are at a singe temp (or same temp at each end) no voltage is generated and you have the same result as the primary wires.  I have seen several commercial systems run plain copper in isothermal areas.

Cant really tell for sure (probably just copper or similar).  If not in a temperature gradient (wires isothermal) they can be any type of wire (no Seebeck voltage generated).  shouldn't have any temp gradients where they are located (just under the dash), but you never know.

I do have a water temp gauge now.  Seems to be behaving well.

Very sharp.

Thanks for the feedback.  Actually most (I think all) the guys in our chapter run CHT as well on their 582's, as they do respond and provide good feedback in engine health.  I have separate analog CHT installed now.  The digital option above is 4 channel and has both EGT and CHT incorporated.  But... sounds like these are just channels, so maybe there is an option for water temp (given the correct TC type and range).

Below is a great article on the topic.

http://www.challengers101.com/ExhaustGasTemp.html

I will be purchasing a new EGT system very soon and am looking for some feeback.  Removing an old Westach system that I have lost confidence in.  Not sure weather to go analog or digital (pluses and minuses to each I guess).

For analog I am looking at the same system as before (Westach), though am also looking at the Micro 1000.  I use the micro 1000 on my sleds and have had very good luck with them, plus they are temperature compensated. I used to use analog Westac on the sleds but had some reliability issues with them (over time) (plus are not temp compensated, at least the ones I was using).

I am also considering digital options like this one.  Allows for flexibility in limit selection and alarms.  Can also put in both the CHT and EGT on one instrument.

http://thesensorconnection.com/gauges-pyrometers/all-gauges-pyrometers/4-channel-digital-thermocouple-pyrometer-gauge

I am limited by space to the 2 1/4" format.

So... if you had to start from scratch, any suggestions?  Application is a 582.

Larry S.

The braided portion runs through the firewall then changes to a non braided (black and white) wires to mate up with the instrument.  Does appear to be an OEM set-up.  However, no temperature gradients in this area to cause mischief

Quick update and more confusion I guess.

Tried the TC calibrator on the Westach EGT guage and even though the calibrator was putting out the correct mV it would stop working when connected to the instrument (not sure why yet).  Tried a new instrument out of the box (though 20 years old) and... one side worked and the other was intermittant.  Shut down and put back the old gauge and for some reason everything is now in line again.  EGT's at about 1050-1100 across the range from 4K to 6K.  Gave it a loop around the pattern and it behaved perfectly (no high EGT's).  Inspected of the engine (through the exhaust ports and plug holes)  and everything looks fine (no evidence of excessive EGT for any length of time).  Actually appears to be running on the rich side.

I am hedging my bets right now on instrument error and will order a new EGT system (probes and gauge).  Just odd that it would go off scale high and both needles together when it happened.  The exhaust is also one area that has my interest (great post Jim).  Never know if there was some sort of "visitor" that had taken up residence at some point.  I will do a boro scope on the muffler to see if I see anything.  I have had situations like that with the sleds but would lose high RPM power (though didn't have EGTs on those sleds).

Thanks for all the feedback so far, this has been very valuable.

Larry

Thanks for posting Jim.I know the mains matched the uncorrected chart (shown at 165 here, I was guessing when I posted last night, might have crossed my 65 with a 55 in my mind with the idle jets).  Will verify that though.   Gonna try a new EGT gauge and sender system this AM.  

I had my GSC at 13.5 degrees and things were marginal (low performance and high EGT, just under 1250).  I have it set at 12.5 degrees now and have better performance and crazy EGT's.  I am kinda leading towards the gauge and prop now.  

CHT's seem to stay rather constant, around 250F.

Bing Spec is referring to the Bing manual baseline call out for the 582 (i.e. how they are originally calibrated, without changes for density altitude)).  Mains are 155 (I think, book is still up at the airport) Gauges are Westac, as supplied by Kitfox.  We are operating at 1,000 ft AGL.  Will be installing a new EGT system in the AM (probes and indicator).  Been doing some digging just now and it appears the GSC prop might be a player here (not the best loading profile over the rpm range, especially if not loaded enough). Others with GSC have seen the same 1300-1400 indications. Underloads the prop too much at less than full power.

EGT's were on the high side with blade angle set at 13.5 degrees.  We dropped it to 12.5 degrees (as recommended by GSC) as the static and climb RPM were a bit low at 13.5 degrees (5,700 and 6,000 respectively). EGT's did go up a bit with that change (now 6200 and 6500 respectively).

We have several 582's flying in our chapter and none are like this, all have the same getting and climb RPM.  None with GSC however.  They are using Warp, Ivo and Powerfin.

Just putting a 582 in Service and am getting some screamin high EGT's, predominantly 4500 to 5500, however the numbers are higher than anticipated across the board.

582 with 2.62 C box and GSC 3 blade turing 6500 at full power at 55 MPH (as a setting). 6,200 static on the ground.

EGT's run 1300-1400 at mid range though do pull down to 1200 at full power.  Still way too high.

All items are new, including carb boots and engine seals.

Needle is in the richest position.  All needles, needle jets, main jets and pilot jets are per Bing spec for the 582.

OAT at 50F.

Any thoughts?  Plugs look good and engine runs fine.  Kinda thinking (and hoping) that it is an indication issue?

Larry

First flight was this AM.  She flew beautifully right out of the gate.  Hands free and very stable.  Didnt even have to do anything with the elevator trim.  What an amazing bird. 

Thanks again for all the help from everyone!

Larry S.

Thanks for the heads-up Ed.  Good advice and I do have the Ed Downs book.  I was in communication with an instructor also on the ground, who has flown these birds before.  Actually tail up training was standard fair when I got my tailwheel endorsement (most of the training was in Champs, Husky and Cub).  Obviously those are quite a different bird than the Kitfox variants. The taxi checks behavior was very good (though my larger tail surfaces and wider gear may have helped in that regard).  It actually behaved just like the Husky I did my biannual in last month.  Your advice is more than warranted and very much appreciated.  I "assumed" again and it could have bit me.  Thanks for the heads-up on this!