Founded in 1984 over 7000 kits have been delivered into over 42 countries around the globe. The new wing has been offered by Kitfox as the S7 STi since last year. The STi is put together by buying a regular S7 fuselage kit and then adding the STi wing as an option. Try to, anyway, as you stare at the Advanced Flight Systems combined EFIS and engine monitor. The larger Titan engine requires a bigger cowling that is both higher and longer, so the view over the nose in a three-point attitude is not what you’d call spectacular—unless you’re Paul Leadabrand, factory transition pilot, mountain flying instructor, and a tall man who can see over just about anything! �T�(VB mv��ٓ'�w��ٸ��Lo�j����'�����}w,$��DS�-�M�xd����|O�n����N�y�ӧ��㈗��Ӂ����ʮ�h>ݫyۧ�*+�iV�bp����>��^Q�����ܳV�>U�j��U�>�[zN'tD���3��Z��/�$����_�+K�QV�}� �`���Z�A�C�V��Hc����Z�����E��_^�>RQ���;1�Y�{�M����gͨ(YD�����C-��}��&�`W�?�~�����T��n��? Going fast, going slow, landing short, taking long trips—you just need to know what you want to do with the airplane, then talk it over with the folks at the factory. (Early Kitfoxes used the flap position as trim.) Suffice to say, there have been many aircraft kits sold, built, and flown that carry the Kitfox name, all sharing a look and a common heritage, but generally growing in size until this day. The thick wing is certainly draggier than what you’ll find on the standard airplane, limiting the cruise speed in favor of slower operations. The Titan X340 is, of course, a stroked 320, carbureted and provided with an airbox and oil cooler. In the case of the Kitfox, a design that started out with a 64-hp two-stroke, the answer about what it can do with 180 hp is, a whole lot! This model trims the leading edge of the horizontal stabilizer through an electric jackscrew, whose action is slightly too fast in cruise but about right in the pattern. I have shoehorned those airplanes into marvelously short strips after winding down Idaho mountain canyons and landed with room to spare. Just like all previous models, removing a couple of screws, driving out some pins, and removing the rear window (it’s designed to do that easily!) The first time I flew with large balloon tires, I was worried about a poor touchdown launching me back into the air with a vengeance. Their options list can almost certainly serve your desires (as long as you’re not looking for a fast-glass cruiser), and the kits will be there to serve your needs. It’s fair to say that the paper trail required for a straight Part 23 aircraft is quite a bit more involved than the relaxed ASTM specs demand, and so, he says, virtually all of the burden of proof that the design meets the ASTM specs for such things as structural integrity and landing-gear drop tests was, you might say, preexisting. The current configuration of the Kitfox we tested is optimized for short field operations and impressive climb. “We made a few small changes for the SLSA,” McBean notes. Better to go back around and touch down where you have tested, lest you find yourself in the unpleasant situation of trying to unstick a stuck airplane out in the middle of nowhere. As is obvious from the photos, the airplane is also equipped with 29-inch Alaskan Bushwheel tires—the better to land on rough, unimproved surfaces. Reste 200 heures de potentiel avant révision. Suffice to say, however, it is really a matter of perception, not of skill, and working down to that number will pay off in short-field performance and the ability to drop into places you never thought possible. QUALITY. Originally longer than it is now, the wing was shortened by one rib bay after they determined that the bending moments out near the tips were deforming the flaperons a little bit. The simple exhaust system provides carb heat, but does not yet feature a cabin heat muff. That philosophy alone is smarter than a whole room full of MBAs. For an airplane that can be dropped into short fields in the mountains, this wasn’t bad—but you certainly need to plan long trips to take a bit more time than with the other models. A wonderful development. How’s that for payback? We also fitted the SLSA with a carb-heat kit, which is also an option for kit builders. Putting out 180 hp and pulling the airplane with a fixed-pitch WhirlWind prop, it’s a familiar package. The rest of the powerplant systems are simple as well. The oil cooler is mounted to a firewall bracket, and air is forced through via the aforementioned NACA duct and a 3-inch SCAT tube. Ignore the masking tape—it’s just part of the development nature of the aircraft. This site uses Akismet to reduce spam. The flaperons remained the same, and instead of leading edge slats, the wing features vortex generators on its upper leading edge. It will probably lift just about anything you can fit through the doors, although we always recommend checking (and observing) the design gross weight for any airplane. ;P�fe&�0�q��D�����ì�&e1�*?��_�c?�":�"�����|���|[�m� !l����ޤ��I�=��? It might take some effort to pry your eyes off the inside glass to look through the outside glass, but you’ll be richly rewarded. But the truth is, with the low pressures in the tires, they absorb such a touchdown and cushion the landing, rarely bouncing, and making the pilot look good (no matter if they are any good or not). After 25 years, the Kitfox has graduated. It can sport a wide variety of engines, from the 100-hp Rotax 912, up to the 180-hp Titan X340. Not that the design found itself struggling through advanced education. Previously disrupted builders are working again, gradual modifications are coming to the kit aircraft, and this new ready-to-fly program was launched in an intelligent, conservative way. 0 Fz,� endstream endobj 338 0 obj <>stream Leaving the lakebed behind, we climbed into the Pine Nut Mountains, looking for wild horses. We flew the Rotax 914 turbocharged engine with a constant-speed prop in the Idaho mountains a couple of years ago, and the extra horsepower made for a very capable airplane. © 2020 Kitplanes.com. Stall speed is quoted at 31 mph, and although we were unable to read the airspeed accurately when the wing paid off, we believe that number. We were pleased with the roll rates, and equally pleased with the visibility out the top greenhouse into the turns. Factory pilot, mountain flying instructor, and transition trainer Paul Leadabrand enjoys flying the STi around the country for airshows and demonstrations. It undoubtedly will in customer aircraft. “That’s my mule,” McBean says, pointing to a partially completed Kitfox at the back of the shop. Those flip-up doors are translucent sheets riveted to steel frames, while the roof is similarly sun friendly; look up, look down, your call. An electric boost pump is used to supplement gravity pressure for takeoff and landing because of the possibility of steep climb angles temporarily unporting the fuel supply. Sporting a high-lift STOL wing and a Titan X340 carbureted engine putting out 180 hp, it was a fun airplane to steer around the sky—and to dabble with on the ground. It absorbs the shock of a firm tailwheel touchdown without launching you back into the air. One more obvious detail is the Shock Monster landing gear—dual shock units on each side that absorb the landing and also keep from relaunching you and your airplane back into the air when touching down on a rough field. There’s also a radial engine that fits under the round bump cowl—the seven-cylinder, 110-hp Rotec R2800. We were actually mildly surprised that the cooling was as manageable as it was in this configuration. We have a team of craftsman aircraft builders ready to build your dream airplane. It’s hard to beat raw power when it comes to getting an airplane off the ground and on its way uphill. KITPLANES Editor in Chief Marc Cook has been in aviation journalism for 30 years. Kitplanes.com and the Kitplanes logo are protected properties under international copyright law. The stall break, flaps up or flaps down, power on or power off, was mild, yet positive—it didn’t just mush along like many high-lift airfoils, but the break was gentle, telegraphing to the pilot that it was time to lower the nose. But McBean was convinced that, with a different airfoil, they could do better. Edited by Mary Bernard. It’s actually hard to talk about just how slow the airplane will fly. With 132 square feet of wing, max-gross loading is an even 10 pounds per square foot; for the kitbuilt version, which can go to 1550 pounds with the optional heavy-duty landing gear, that’s still just 11.7 psf. Overall, the X340 package is clean and uncluttered—perfect for a bush airplane—for whatever isn’t there can’t fail on you at some remote airstrip in the mountains. Pitch response is on the light end of the spectrum, but the aircraft absolutely has positive pitch stability. It’s a taildragger, of course, but will also be used to test a few new components for the kitbuilt, including a composite wing leading edge.
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