Let us know if it's for sale yet! Or if you don't want to deal with manufacturing, would you be able to provide CAD drawings so I can fab one up for my kitfox?
Great videos. My only comment (I have a Model 4) is that the purpose of the gap seals isn’t so much to reduce stall speed, it’s to be able to increase the angle of attack in the very last stages of a three point landing. Without them, lots of Kitfoxes with quite big elevator gaps, ‘spill’ a lot of air through that gap, and render the elevator ineffective quite early, and therefore making it hard to get the tail right down into a full three point landing. Gap seals (I’ve put them on all three of my Kitfoxes) definitely help a lot with getting that tail down lower in the final stages of a flare, and making three point landings much easier to achieve, rather than running out of elevator authority, and then finding the mains touch first, and then the tail drops as a result. As the tail drops, if the airspeed is low enough then this is fine, but if it’s a little too high, the angle of attack increases, and there’s a chance of a small balloon. As I said, great videos, but these gap seals aren’t about stall speed, they’re about achievable angle in the very final stages of three point landing. 👍🏼👍🏼
THANKS GREAT RESEARCH EFFORT ,I have watched a ton of these and everyone else gets about your results before after. I am refitting a Loehle Sport Parasol and was concerned most about making part 103 stall speed and I have been convinced VG is the way to ensure that I can meet that, and this is just one more video that says its the way to get there. The only other way is to install >50% flaps ($$$$) and then the FAA gives me a few points on the lift coefficient on paper ( i dont have to actually ever use the flaps) but VG is a lot cheaper and a ton less work.
Just learning about these. I have a question on how these would effect say a car with the airfoil upside down from a plane ( sprint car) 5ft x 5ft wing. Would these help improve downforce and effectiveness as well as aid in drag reduction since the air flow would technically be hitting the rollcage/driver at 20 to 30 degrees of attack
Makes total sense on more anterior placement as the angle of attack increases the further back the old school of placement @ 7% cord length is no longer in contact with laminar (fast moving) air. I believe the camber on a Just Highlander is greater than the Kitfox yet the top of the wing is similar so intuitively my hope is the calculation would be valid for that aircraft as well... Anyway, Bravo on a great study!
By preventing the friction caused by the effect of the movement, a gap can be provided between the surface and the air with the coating made by using composite materials, thanks to the frequency that varies according to the measured parameters. However, if the spiral rotation effect can be achieved, as the speed of the flying vehicle increases, the increase in the number of particles per unit square will increase the pressure on the surface, so it can gain continuous acceleration. If we consider it as the minimum friction in the vacuum of space. Physically, the greater the density of matter in an area, the greater the friction. The interactions of atoms with each other at certain speeds are variable. I know it's a little confusing. You can exemplify this as how a drill bit drills through solids.
170 is good a better mix of spring and shock,I seen a plane take a drop like that and tore his suspension off ,so I say it is light and very robust suspension
Not sure what fuel you are running but many Rotax operators (like me) run Mogas. This makes the vapour challenge/problem greater as Mogas is so much more volatile than 100LL. The flight in this vid looked fairly smooth. Glad this test went well. To put your fix to the toughest test your worst case scenario will be: high, hot, bumpy, running Mogas. Also, you may want to be sure that your header tank has sufficient venting capacity to discharge the additional vapours being returned to it. Vapour management is critical as you have determined. I run my 914 on Mogas up to 13,500’ but it took several mods to the stock vapour handling system of Rans to get it working safely and reliably, running Mogas at altitude on hot bumpy days.
How did this turn out? For me the kinematic has one disadvantage over the sweet package: low stroke on the dampers. Would be nice to hear about the results. Vid 3 yrs old I know. Thx.
Hey Alex I found a kit fox 4 1200 in a BARN !! A Barn finder !! the owner passed away, and her daughter sold it to me for $4,500 with a trailer !! I have dreamed of flying one of these planes. I can't believe this plane landed in my lap, I wasn't even looking for one, however I've been doing my own research in regards to flying this model. I Don't even fly !! LOL and I own a kit fox !! NOW WHAT ?? the plane is ready to fly only some very minor issues. Man I need some big help !! I'm asking myself should I FLIP IT ?? or do I FLY IT ??? lol !! I'm in wonderland right now. I bought it November of 2021. I hope I know what I'm doing. TALLY HO !!
Congrats on the find. But first things first. If you don't have your pilot's license yet go get it. It is an amazing process. Don't attempt on flying the kitfox without a competent instructor. Don't flip it enjoy it and make some adventures.
