Kitfox Super Sport Final Assembly

SOME INSTRUMENTS 3-1/2" (90mm) 14 GPS COMM XPDR SAMPLE INSTRUMENT PANEL LAYOUT NOTE: ENGINE CONTROL HOLE SIZES AND LOCATIONS VARY BY ENGINE TYPE 15 C 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 AIRSPEED INDICATOR ALTIMETER TURN COORDINATOR VERTICAL SPEED INDICATOR 'QUAD' ENGINE INSTRUMENT TACHOMETER VOLT/AMMETER LOW FUEL LIGHT & TEST SWITCH KEYED IGNITION SWITCH MASTER SWITCH AVIONICS MASTER SWITCH SYSTEMS SWITCHES THROTTLE MOUNTING HOLE ENGINE CONTROL MOUNTING HOLE ENGINE CONTROL MOUNTING HOLE CIRCUIT BREAKERS OR FUSES PASSENGER WARNING PLACARD AUDIO INTERCOM ACCELEROMETER SAMPLE INSTRUMENT PANEL LEGEND 2-5/16" (58mm) 2-5/8" (67mm) 7 19 16 17 18 4-7/8" (124mm) 13/16"-1" TYPICAL (20-25mm) 1 2 6 5 1-3/8"(35mm) 1 3 9 10 11 12 8 13/16"-1" TYPICAL (20-25mm) 7/8"(22mm) TYPICAL 2 4 1"(25mm) N194SD 6 5 13 14 15 45° 45° Figure A-2 Instrument Panel Layout and Preparation Section A. Instrument Panel Installation PAGE REV. MODEL CHAPTER SS SECTION 8 D 02/17 Kitfox Aircraft LLC Kitfox Aircraft LLC ©2008 - 2018 DATE 3. Place the panel in the aircraft and clamp it to the fuselage mounting tabs. Drill up through the steel tabs and into the lower mounting flange of the panel using a 3/16” bit. Deburr the panel holes after drilling. 4. Cut the supplied avionics rack angles to the required lengths for your installation. If necessary, trim the width of the avionics rack angle flanges to clear any instruments or components immediately next to the radios. 5. Drill the avionics rack angles and instrument panel for the angle mounting hardware and deburr, as shown in Detail “A” of Figure A-3. Countersink the lower five holes in the panel face; do not countersink the top hole on each side. Bond prep the mating surfaces of the angles and panel with Scotch-Brite and clean with denatured alcohol. Rivet and bond the angles in place using structural adhesive and the pop rivets shown. 6. Enlarge the two top holes to 9/64” for the AN526-632R8 screws. Cut two pieces of tubing to fit between the panel and fuselage as shown. Flatten about 1” of each end to creat mounting tabs. Bend and drill the tabs to fit on the panel with the hardware shown. Mount the instrument panel braces to the instrument panel using the top hole of the avionics rack angles on each side. Install the braces loosely at this time. 7. Enlarge the holes in the four fuselage mounting tabs to 5/16” and deburr. Install the grommets into the tabs and temporarily install the panel in the aircraft using the hardware shown in Detail “B”. 8. The forward ends of the instrument braces mount to the fuselage tubing with clamps as shown in Detail “C”. Adjust the locations of the clamps and braces until the panel face is perpendicular to the longitudinal axis of the aircraft (instrument panel is plumb when fuselage is leveled longitudinally). 9. Fabricate and install the five glare shield mounting angles in the locations shown in Detail “D”. The glare shield itself will be installed after the windshield installation. Remove the instrument panel from the aircraft. Completion Date _______________ Section A. Instrument Panel Installation 9 PAGE REV. MODEL CHAPTER SS SECTION D 10/17 Kitfox Super Sport Kitfox Aircraft LLC ©2008 - 2018 DATE 3/16" (5mm) (x 4) 3 "D" "B" 1" LTR DESCRIPTION PART NO QTY A AVIONICS RACK ANGLE 12912.000 2 B ALUMINUM TUBE 3/8" x .035 21902.000 1 C ALUMINUM ANGLE 52907.000 1 D CLAMP, MS21919-DG-10 96025.000 2 E GROMMET, AN931-3-5 91289.000 4 F GROMMET, AN931-4-12 91128.000 4 G SCREW, AN526-632R8 91278.000 2 H SCREW, AN526-1032R8 91119.000 2 J SCREW, AN526-1032R16 91199.000 4 K NUT AN364-632 91062.000 2 L NUT AN364-1032 91064.000 6 ~ N WASHER AN960-6 91143.000 2 P WASHER AN960-10 91147.000 2 Q WASHER AN960-10L 91148.000 4 R WASHER AN970-3 91151.000 4 S RIVET, 1/8" x 1/8" AL FH 90035.000 10 T RIVET, AN426AD-3-3 91099.000 10 U INSTRUMENT PANEL 11067.101 1 L "A" Q F E R J H D P L "C" DETAIL "A" AVIONICS RACK ANGLE INSTALLATION #30 (x5) BOTTOM 5 HOLES ONLY 9/64" (4mm) 4 5 6 3/4" 3/4" 1/2" 1-3/8" TYP. 1/2" COUNTERSINK G K #35 (7/64") DETAIL "D" GLARE SHIELD MOUNTING ANGLES FABRICATE FROM [ C ] (TYPICAL 5 PLACES) 9 1" (25mm) DETAIL "B" LOWER INSTRUMENT PANEL INSTALLATION (TYPICAL 4 PLACES) INSTRUMENT PANEL FUSELAGE STRUCTURE 7 5/16" (8mm) DETAIL "C" INSTRUMENT PANEL SUPPORT INSTALLATION (TYPICAL 2 PLACES) 8 B K N A U 6 Figure A-3 Instrument Panel Installation Section A. Instrument Panel Installation PAGE REV. MODEL CHAPTER SS SECTION 10 D 02/17 Kitfox Aircraft LLC Kitfox Aircraft LLC ©2008 - 2018 DATE NOTE The panel should be surface prepped, finish painted, and labeled prior to installing the instruments and components. 10. With the panel on the bench, install all instruments, switches, avionics mounting trays, etc. Wire the panel as much as possible, as it is much easier to do on the bench than in the aircraft. 11. Reinstall the panel in the aircraft and permanently mount it with the hardware previously utilized in the initial installation. NOTE Depending on the weight of your avionics installation, you may need to fabricate an avionics rack support to prevent the panel from sagging. At- tach the support to the side or back of the avionics trays and secure it to the nearest structural tubing. 12. Make the various connections to the aircraft as required by your equip- ment. (Further information on airframe electrical installation is given in Section C of this chapter). CAUTION The airspeed indicator will need to be properly marked for the oper- ating range for the Kitfox Super Sport. These marks allow the pilot to quickly verify certain operating parameters in flight. Four colored bands are used which are described below. RED LINE - 140 mph. The red mark is called the Never Exceed Speed (V NE ). This airspeed should never be exceeded. YELLOW ARC - 120 to 139 mph. The yellow band is an airspeed range that should not be used unless in smooth air and then only with caution. GREEN ARC - ?? to 119 mph. The green band is the normal airspeed operating range for the aircraft. The bottom of the green arc represents the airspeed that the aircraft will stall at under the following conditions: level flight, idle throttle, no flaps, and at gross weight. This speed must be determined during flight testing. The top of the green arc is the maximum structural cruising speed. WHITE ARC - ?? to 80 mph. The white band is the flap operating air- speed range for the aircraft. The bottom of the white arc represents the airspeed that the aircraft will stall at under the following conditions: level flight, idle throttle, full flaps, and at gross weight. This speed must also be determined during flight testing. The top of the white arc is the maximum speed at which the flaps may be used. Completion Date _______________ Section A. Instrument Panel Installation 11 PAGE REV. MODEL CHAPTER SS SECTION D 10/17 Kitfox Super Sport Kitfox Aircraft LLC ©2008 - 2018 DATE 6-32 INSTRUMENT SCREWS ALTERNATE METHOD - A8944-(XXX)-493 INSTRUMENT MOUNTING NUTS 6-32 NUT AND #6 WASHER TYPICAL INSTRUMENT MOUNTING DETAIL CIRCUIT BREAKERS 10 11 INSTALL PANEL IN AIRCRAFT WIRE AND PLUMB VERTICAL SPEED INDICATOR ALTIMETER AIRSPEED INDICATOR TO PITOT TUBE TO STATIC PORT KEYED IGNITION SWITCH OPTIONAL LOW FUEL INDICATOR LIGHT & TEST SWITCH 12 WIRE AND PLUMB TO AIRCRAFT Figure A-4 Typical Instrument and Pitot-Static System Installation Section A. Instrument Panel Installation PAGE REV. MODEL CHAPTER SS SECTION 12 D 02/17 Kitfox Aircraft LLC Kitfox Aircraft LLC ©2008 - 2018 DATE Section B. Fuel System Installation The Kitfox Super Sport fuel system uses two wing-mounted fuel tanks which gravity-feed fuel to a vented header tank. From the header tank, the fuel flows forward to a fuel shut-off valve, through the firewall, and to the engine fuel pump. The fuel system components downstream of the header tank are supplied with the engine component kit due to variations dependent upon the engine type selected. A quick-drain fitting is provided in the bottom of the header tank for removal of water and sediment from the fuel (this is the fuel system’s lowest point, and therefore acts as a sump). This drain should be checked during every preflight inspection. Quick-drain fittings are also provided in the sump of each fuel tank. A simple sight gauge is provided on each fuel tank for an accurate indication of fuel remaining. An optional low fuel level warning system can provide you with a warning of impending fuel starvation, allowing you time to land the aircraft safely. A Low Level Fuel Sensor kit is available from Kitfox Aircraft part number 73504.000 The fuel system is vented by means of vented fuel tank caps. The header tank is vented to the right wing tank to allow trapped air to be easily vented to the wing tank. CAUTION Because of the added weight and possible loss of fuel, the wing tanks should be empty (or nearly so) before the wings are folded. Section B. Fuel System Installation 13 PAGE REV. MODEL CHAPTER SS SECTION D 10/17 Kitfox Super Sport Kitfox Aircraft LLC ©2008 - 2018 DATE TYGON HEADER TANK VENT LINE HEADER TANK DRAIN FLANGE VENTED FUEL FILLER CAP RIGHT SIDE 13-GALLON FIBERGLASS FUEL TANK ALUMINUM HEADER TANK FEED LINE TO FUEL VALVE ON CONSOLE WING TANK QUICK DRAIN RUBBER WING TANK FEED LINES LEFT SIDE 13-GALLON FIBERGLASS FUEL TANK FWD ALUMINUM HEADER TANK HEADER TANK QUICK DRAIN WING TANK SIGHT GAUGE Figure B-1 Fuel System Installation Overview Section B. Fuel System Installation PAGE REV. MODEL CHAPTER SS SECTION 14 D 02/17 Kitfox Aircraft LLC Kitfox Aircraft LLC ©2008 - 2018 DATE Completion Date _______________ Section B. Fuel System Installation 1. Install the fittings in the header tank appropriate for your particular en- gine installation. Use a fuel-resistant, paste-type thread sealant such as Permatex® Tack & Seal 9AR on the fittings before installing them in the header tank. NOTE The header tank outlet fitting will vary depending on engine choice. The Rotax 912, 912S, and 914 engine installations use the P/N: 43036.000 (AN822-5- 4D) elbow fitting for use with 5 /16” O.D. fuel lines while the O-200, O-235, and IO-240 use a P/N: 90138.000 AN822-6D elbow fitting for use with 3/8” O.D. lines. 15 PAGE REV. MODEL CHAPTER SS SECTION D 10/17 Kitfox Super Sport Kitfox Aircraft LLC ©2008 - 2018 DATE ELBOW SUPPLIED IN ENGINE KIT LTR DESCRIPTION PART NO QTY A HEADER TANK 74005.301 1 B QUICK DRAIN 24012.000 1 C FITTING, 1/4" NPT x 1/4" BARB 94014.000 1 D FITTING, 1/4" NPT x 5/16" BARB 90064.000 2 E PLUG, AN913-2D 94016.000 1 FWD (x 2) A B OPTIONAL FUEL RETURN LINE C D E Figure B-2 Header Tank Assembly Section B. Fuel System Installation PAGE REV. MODEL CHAPTER SS SECTION 16 D 02/17 Kitfox Aircraft LLC Kitfox Aircraft LLC ©2008 - 2018 DATE 2. Install the header tank onto the fuselage tubing, forward of the rear seat bulkhead tubing on the right side. The angled top of the header tank faces forward to ensure ample clearance with the seat back. You’ll find that by adjusting the location of the header tank in relation to the tubing that there is one point where all the tabs will align with the mounting ears of the tank. Match drill the four mounting tabs. Use the hardware shown to install the tank. 3. Test fit and trim the P/N: 14042.103 shielding tube that seals the area between the header tank and the flange as required until the flange will sit flush against the inside face of the bottom fuselage fabric (stretch a scrap piece of fabric or an old cotton sheet across the bottom of the fuselage to simulate the approximate fabric line if the fuselage fabric is not installed). 4. During the fabric covering process, install a fabric reinforcing patch that is 2” larger in diameter than the P/N: 90068.000 flange to the bottom fuselage fabric directly under the header tank quick-drain. 5. With the shielding tube and flange installed on the header tank, apply Poly-Tak to the flange where it contacts the fabric and quickly, but lightly, press it against the inside face of the bottom fuselage fabric. When the adhesive has cured, cut open the fabric to allow access to the quick-drain fitting from outside the aircraft. The easiest and most secure way to do this is to make a series of slits with a razor blade across the inside diameter of the flange, forming pie-shaped sections of fabric. Do not completely cut away these sections of fabric; leave them attached to the ring formed by the outside diameter of the flange. Cement these pie-shaped sections of fabric to the wall of the flange with Poly-Tak. Completion Date _______________ Section B. Fuel System Installation 17 PAGE REV. MODEL CHAPTER SS SECTION D 10/17 Kitfox Super Sport Kitfox Aircraft LLC ©2008 - 2018 DATE APPROX 1-5/8" (40mm) LONG FABRIC REINFORCING PATCH FWD 2 4 5 3 REAR SEAT BULKHEAD TUBING LTR DESCRIPTION PART NO QTY A FLANGE 90068.000 1 B SHIELDING TUBE 14042.103 2" C BOLT, AN3-4A 91030.000 4 D NUT, AN365-1032 91069.000 4 E WASHER, AN960-10 91147.000 4 D E (x 4) (x 4) (x 4) C B A .1875 2 HEADER TANK ASSEMBLY Figure B-3 Header Tank Installation Section B. Fuel System Installation PAGE REV. MODEL CHAPTER SS SECTION 18 D 02/17 Kitfox Aircraft LLC Kitfox Aircraft LLC ©2008 - 2018 DATE 6. Install the fuel supply hoses and the fuel vent hose between the wing tanks and the header tank. Begin with the wings unfolded and start with the wing tank end of the hoses. Tape (or otherwise temporarily attach) the hose to its appropriate tank fitting and route the hose in a service loop around the aft spar bolt location and along the fuselage tubing to the header tank. With the tubing temporarily routed, test for sufficient service loop by having a helper fold the wings while you observe the hoses. Ensure that they are not stressed by the folding procedure and that they are not kinked or pinched with the wing in either position. When you are certain that the hose routings are correct, push the hoses onto the wing tank fittings and go through the folding procedure again. If all is still well, slide the loosened hose clamps onto the hoses and secure the hoses to the fuselage tubing with cable ties. Cut the hoses to length and push them onto the header tank fittings. Tighten the hose clamps to secure the installation. WARNING Ensure that the hoses run continuously downhill from the wing tank to the header tank without any high spots that could entrap air and cause an interruption in the supply of fuel to the engine. Check for this condition with the fuselage in a level flight attitude (fuselage level). WARNING Be careful not to pinch the vent hose shut with an overly tight cable tie. CAUTION Be certain that there is sufficient service loop to allow the wings to fold without distressing or kinking the fuel hoses. Completion Date _______________ Section B. Fuel System Installation 19 PAGE REV. MODEL CHAPTER SS SECTION D 10/17 Kitfox Super Sport Kitfox Aircraft LLC ©2008 - 2018 DATE (x 2) LEFT TANK FWD VENT LINE RIGHT TANK LTR DESCRIPTION PART NO QTY A HOSE, MIL-H-6000-5/16" 04076.000 X B TUBING, TYGON 04080.000 X C HOSE CLAMP 96022.000 4 D CLAMP, PLASTIC 96014.000 2 A B C D D A FROM HEADER TANK RIGHT WING FUEL TANK SHOWN LEFT MIRROR IMAGE (LESS VENT LINE) VENT LINE TO LEFT TANK Figure B-4 Fuel Hose Installation Section B. Fuel System Installation PAGE REV. MODEL CHAPTER SS SECTION 20 D 02/17 Kitfox Aircraft LLC Kitfox Aircraft LLC ©2008 - 2018 DATE Section C. Airframe Electrical Installation For the installation of the airframe electrical system we are going to start with the basic concepts and use an example of a single circuit to illustrate correct aircraft wiring principles. If you are already familiar with electrical system fundamentals you might wish to skip ahead. If electrical systems are a mysterious magic, and the thought of wiring your own aircraft makes your hands tremble, read on - it’s much easier than you think. Electricity, at its base level, is a bunch of electrons looking for a place to go. An electrical system, therefore, is a means of controlling travelling electrons by providing them with discrete paths of travel. EVERY component in an electrical system will have one of three functions: producing electrons that want to get somewhere, providing a path for the electrons to travel, or keeping the electrons on the desired path. Components which provide electrons are generators, alternators, and batteries. Components which provide a path are metallic conductors (wire, or the airframe tubing), wire terminals, solenoids, switches, circuit breakers, motors, lights, and avionics. Components which keep electrons on the desired path are insulation (on the wire), circuit boards, grommets, wire ties, chafe protection, heat shrink, battery boxes, terminal screws, and nuts. For the anxious-to-travel electrons, the path must form a complete loop, or circuit, for them to go anywhere. How many of the electrons travel down any given path depends on the resistance to electron flow of that path. A path with zero or very little resistance will have a great many electrons moving along it; a path with high resistance will have relatively few. Imagine a funnel full of sand with a large opening on the neck. The sand will run through it quickly. If the funnel neck is a bit smaller, not as many grains can get through in the same period of time. If the neck is so small that only one grain at a time can pass, you still have flowing sand, but at a very slow rate. Electrical circuits are the same way - the number of electrons that can flow in a circuit is limited by the highest restriction in that circuit. Section C. Airframe Electrical Installation 21 PAGE REV. MODEL CHAPTER SS SECTION D 10/17 Kitfox Super Sport Kitfox Aircraft LLC ©2008 - 2018 DATE 12V + - L MASTER SOLENOID MAIN & CIRCUIT BREAKERS DEVICE SWITCH LOAD + - MASTER SWITCH ENGINE DRIVEN GENERATOR OR ALTERNATOR APPLIES POWER AT THIS POINT FIREWALL (GROUND) AIRCRAFT TUBE STRUCTURE (PROVIDES CONDUCTOR TO COMPLETE CIRCUIT) (CIRCUIT BREAKERS GANGED TOGETHER WITH A BRASS STRIP CREATES A "BUS") + - + 12 VOLT BATTERY FROM GENERATOR OR ALTERNATOR CIRCUIT BREAKERS SWITCH LOAD GROUND SOLENOID SWITCH BATTERY Figure C-1 Sample Circuit & Schematic Diagram Section C. Airframe Electrical Installation PAGE REV. MODEL CHAPTER SS SECTION 22 D 02/17 Kitfox Aircraft LLC Kitfox Aircraft LLC ©2008 - 2018 DATE Lets look at some examples of circuits with different resistances. If a wrench is accidentally dropped across the top of a battery, a circuit with near-zero resistance is created. The result is a spectacular shower of sparks and a spray of molten metal. If you are lucky, the battery won’t explode. On the opposite end of the spectrum, that same battery could be supplying electrons to a very high resistance device, such as a digital clock, and would probably last for many months before exhausting its stored electrons. An aircraft has circuits that range in resistance (and, therefore, current flow), as shown in Figure C-2. Section C. Airframe Electrical Installation 23 PAGE REV. MODEL CHAPTER SS SECTION D 10/17 Kitfox Super Sport Kitfox Aircraft LLC ©2008 - 2018 DATE STARTER MOTOR VERY LOW RESISTANCE, VERY HIGH CURRENT NAVIGATION LIGHTS MODERATE RESISTANCE, MODERATE CURRENT AVIONICS HIGH RESISTANCE, LOW CURRENT HOBBS METER VERY HIGH RESISTANCE, VERY LOW CURRENT INFINITE RESISTANCE CIRCUIT NO CURRENT "SHORT" OR ZERO RESISTANCE CIRCUIT DO NOT TRY THIS AT HOME! VERY HIGH LOADS VERY LOW LOADS Figure C-2 Electrical Load Spectrum Section C. Airframe Electrical Installation PAGE REV. MODEL CHAPTER SS SECTION 24 D 02/17 Kitfox Aircraft LLC Kitfox Aircraft LLC ©2008 - 2018 DATE Typical Components in an Electrical System Loads These are the components in the circuit with the highest resistance and are the reason for the existence of the circuit in the first place. When you in- stall a radio, light, or any other electrically-powered device, you are installing a load on the electrical system. The circuit that provides electrons to that load must be as low a resistance as practical so electrons can flow easily until the load is encountered. Battery A battery is simply a storage device for electrons. Wire This is the conductive path for electrons in circuits. A small wire will carry only a small number of electrons before presenting a resistance of its own. Remember, the most efficient circuits have the load as the most resistive com- ponent. The higher the load in the circuit, the larger the wire must be to carry the current. Wire suitable for aircraft use is composed of many small strands of wire, instead of a single, large conductor. Electrons are actually conducted on the outside surface, or ‘skin’, of a wire, therefore many small strands have more surface area per pound than the single conductor. Multi-stranded wire is also used in aircraft because it is more flexible than one solid wire and can tolerate more vibration without breaking. Wire is usually wrapped with insulation to prevent the formation of unintended circuit paths. Aircraft wire insulation is designed to be tougher, more abrasion-resistant, and more heat-resistant than other types of wires. Ground This is the conductive path formed by the airframe structural tubing. Using the tubing as a conductor saves the weight and expense of having to run a ground wire to every device on the aircraft. Circuit Breaker A current-sensitive device that opens the circuit if too much current is drawn. A circuit breaker should always be sized to prevent the wiring from ever becoming hot enough to emit smoke. Breakers are more convenient than fuses in that they can be reset after an overload trip. Aircraft circuit breakers must always be of the ‘trip-free’ type, which means that they will NOT restore the circuit even if manually held in the ‘on’ position. Some circuit breakers are designed to serve as a switch, however a breaker-switch is more expensive. Fuse A fuse is similar to a circuit breaker but may only be overloaded once, which is, therefore, much less convenient. They function by presenting the current flow with a path that is only just strong enough to carry the intended amount of current. If any more current passes through the fuse, the path is overloaded and ruptures. This rupturing essentially ‘breaks’ the fuse, and it must be replaced in order for the circuit to function again. This can be very inconvenient during flight (Just where are those spares anyway?). Section C. Airframe Electrical Installation 25 PAGE REV. MODEL CHAPTER SS SECTION D 10/17 Kitfox Super Sport Kitfox Aircraft LLC ©2008 - 2018 DATE NAVIGATION LIGHTS AND STROBES AVIONICS (RADIO, TRANSPONDER, GPS, VOR . . . ) STARTER MOTOR LANDING LIGHTS Figure C-3 Electrical Load Devices Section C. Airframe Electrical Installation PAGE REV. MODEL CHAPTER SS SECTION 26 D 02/17 Kitfox Aircraft LLC Kitfox Aircraft LLC ©2008 - 2018 DATE Switch A switch is a device for opening and closing (“making” and “breaking”) the circuit. Most switches are manually operated by either a toggle or a rocker. A switch that is operated electrically is called a relay, or solenoid. Solenoids are typically used for high-current circuits, such as battery master switches or starter motor switches, so that the high current is not carried through a remotely-located switch. Solenoids are also divided into “continuous-duty” and “intermittent-duty” ratings. Always be certain a solenoid is rated appropriately for the service you require. A solenoid used for the “master” needs to be continuous-duty; a solenoid used for the starting system would only need to be intermittent-duty. Switches must be capable of surviving many thousands of operations at rated load and have contacts made of materials which are resistant to burning or pitting. Switches must also be sized according to the load of the circuit multiplied by a “derating factor”. This derating factor is necessary because some types of loads draw much higher current initially than they do on a continuous basis. For example, an incan- descent lamp with a cold filament has very low electrical resistance, and therefore draws high current initially. As the filament gets hot, its resistance increases and the current in the circuit is reduced. For this reason the derating factor for 12 volt incandescent circuits is 5. In other words, if your lamp circuit will draw 2 amps continuously, your switch should be capable of switching 10 amp loads. Bus A bus is a common connection point for numerous terminals, usually in the form of a metal strip such as brass or copper. It is usually mounted in such a man- ner that it is insulated from the aircraft structure. Circuit breakers are often ganged together by a bus strip. A typical light aircraft can have a “main (or positive) bus”, an “avionics bus”, and a “ground bus”. Section C. Airframe Electrical Installation 27 PAGE REV. MODEL CHAPTER SS SECTION D 10/17 Kitfox Super Sport Kitfox Aircraft LLC ©2008 - 2018 DATE 12V + - SWITCHES BATTERY 3-TERMINAL SOLENOID 4-TERMINAL SOLENOID GROUND CIRCUIT BREAKERS AND FUSES BREAKER FUSE Figure C-4 Miscellaneous Electrical Components Section C. Airframe Electrical Installation PAGE REV. MODEL CHAPTER SS SECTION 28 D 02/17 Kitfox Aircraft LLC Kitfox Aircraft LLC ©2008 - 2018 DATE Recommended Practices and Procedures While installing your electrical system, bear in mind that there are primarily two things that you are trying to accomplish: 1) create a good, low-resistance path for the electrons to go exactly where you want them to, and 2) prevent electrons from going someplace you don’t want them to. To create a good, low-resistance path, observe the following practices: • Use the appropriate type and size of wire. • Use the proper wire terminals and install them correctly. • Tighten terminal connections and make sure they stay tight. • Make sure your ground connections are to bare metal. • Use switches and circuit breakers that are appropriate for the loads applied to the circuit. To prevent unwanted paths: • Use wire with good insulation. • Prevent the wire from chafing using clamps, grommets, cable ties, lacing cord, etc. • Protect the wire from excessive heat by routing it away from exhaust pipes and other high heat sources. • Never secure wires directly to or directly below flammable fluid lines. • Keep battery and battery box (or tray) clean and dry. Miscellaneous: • Use a wire marking system to label EVERY WIRE at each end as you install it. • Route your battery vent overboard or into a plastic film canister to prevent corrosive residue from getting on the aircraft structure. • Label every switch on the panel to prevent confusion. • Mount all switches so that they are up or forward for “ON”, down or aft for “OFF”, or so that the switch operates in the same direction as the device it controls. Section C. Airframe Electrical Installation 29 PAGE REV. MODEL CHAPTER SS SECTION D 10/17 Kitfox Super Sport Kitfox Aircraft LLC ©2008 - 2018 DATE TERMINAL NUT WASHER LOCK WASHER WASHER NUT TERMINAL LUG TYPICAL TERMINAL LUG INSTALLATION TYPICAL SCREW TERMINAL INSTALLATION LOCK WASHER TERMINAL SCREW 1ST CRIMP (STRIPPED WIRE ONLY) 2ND CRIMP (WIRE JACKET) STRIP JACKET OFF WIRE (ONLY AS REQUIRED) DO NOT OVERSTRIP! DO NOT NICK WIRES WHILE STRIPPING WIRE TERMINAL TYPICAL SOLDERLESS TERMINAL INSTALLATION APPLY SOLDER C HEAT SHRINK TUBING A B D WRAP WIRE AROUND TERMINAL APPLY HEAT WITH IRON E COMPLETED CONNECTION WITH SEALED HEAT SHRINK TUBING TYPICAL SOLDERED TERMINAL INSTALLATION Figure C-5 Electrical Connection Techniques Section C. Airframe Electrical Installation PAGE REV. MODEL CHAPTER SS SECTION 30 D 02/17 Kitfox Aircraft LLC Kitfox Aircraft LLC ©2008 - 2018 DATE Specific Details Solderless Wire Terminals These are very useful for wiring, but a few precautions need to be observed. First, strip the wire carefully, preferably using an automatic stripping tool to prevent nicking or breaking strands, which effectively reduces the wire size and current handling capability. Next, make sure the crimp barrel of the terminal grips wire only and not the insu- lation. Use a proper crimping tool, not a pair of pliers, as under-crimped or over-crimped terminals often prove to be bad connections. The best quality terminals have a crimp barrel for the wire and a second barrel for the insu- lation to prevent the wire from vibrating at the wire barrel crimp. The best crimping tools will do both barrel crimps in one operation. After making your crimped connection, tug on the wire and terminal to check for any signs of looseness in the crimp (see Figure C-5). Terminal Lugs These are usually found on switches, solenoids, circuit breakers, etc. The correct hardware and installations are shown in Figure C-5. Soldered Terminals You may run across a soldered terminal, although, in general, they are not recommended for aircraft use. Strip the wire, slide on a piece of heat shrink tubing, and insert the wire into the terminal as shown in Figure C-5. Apply heat to both the wire and terminal and, when sufficiently hot, apply rosin core (NOT acid core) solder to the joint. If it is hot enough the solder will flow quickly into the individual strands of the wire and coat the terminal lug. The joint must remain motionless until the solder has cooled before sliding the heat shrink tubing over the wire end and terminal. Shrink the tubing with a heat gun, lighter, or match. The shrink tubing is important to help keep the soldered joint from vibrating, as the wire will be somewhat brittle at the point where the solder stopped flowing into the strands. Solenoids A typical solenoid and wiring schematic are shown in Figure C-4. Make certain you use a continuous-duty rated solenoid for applications such as the battery master or avionics master. An intermittent-duty solenoid is fine for the starter motor. Typically, the master solenoid has an internal jumper from the terminal marked ‘BATT’ to one end of the actuation coil. The opposite end of the action coil is connected to the small terminal on the solenoid. This small terminal is then switched to ground through the master switch. On a starter solenoid with just one small terminal, one end of the actuation coil is internally grounded to the solenoid’s case and the opposite end is con- nected to the small terminal. The small terminal is connected to the starter switch, which supplies positive power to the actuating coil. The ground path is through the solenoid’s case and the mounting lugs where it is attached to the aircraft. On a starter solenoid with two small terminals, one end of the actuating coil is attached to each of the small terminals. One terminal is attached to a ground source, and the other is wired to the starter switch for positive power. Section C. Airframe Electrical Installation 31 PAGE REV. MODEL CHAPTER SS SECTION D 10/17 Kitfox Super Sport Kitfox Aircraft LLC ©2008 - 2018 DATE A solenoid operates by means of an electromagnet and a plunger, which carries the electrical contact points. When current flows in the coil, a magnetic field is developed that acts to pull the plunger into contact with the points. This ‘makes’ the electrical circuit. An advantage of this is that a small mechanical switch and a small current can be used to switch a much larger current. Thus, a small switch can be mounted on the instrument panel, for example, and the solenoid can be mounted much closer to the heavy load it is controlling. This saves weight in shorter cable runs of the heavier gauge wire. Section C. Airframe Electrical Installation PAGE REV. MODEL CHAPTER SS SECTION 32 D 02/17 Kitfox Aircraft LLC Kitfox Aircraft LLC ©2008 - 2018 DATE Section D. Flaperon Control Rigging NOTE The use of a digital, electronic level accurate to 1 /10 degree is the most accurate and easiest method of rigging the flight controls. 1. Before starting the rigging process, level the aircraft both longitudinally (fore and aft) and laterally (side-to-side). 2. With the wings of the aircraft unfolded, insert the flaperon control horn assemblies into the flaperon spars. Adjust the angle of the flaperon control horns until they correspond with the holes and marks previously made in the flaperon spars during the wing assembly. Attach the horn assemblies to the spars using the pop rivets shown in Figure D-1. 3. To prepare the flaperons for rigging, install a flaperon clamping fixture on each flaperon just inboard of the center hinge. Fasten a 48” long straight board or level to the bottom of the clamping fixtures. Slide a 2- 13/16 ” inch wood spacer between the level or board and the front spar. Secure it in place with strapping tape. Completion Date _______________ Section D. Flight Controls Rigging 33 PAGE REV. MODEL CHAPTER SS SECTION D 10/17 Kitfox Super Sport Kitfox Aircraft LLC ©2008 - 2018 DATE FLAPERON ASSEMBLY WITH ATTACHED FLAPERON CLAMPING FIXTURE WING ASSEMBLY (ATTACH FIXTURE JUST INBOARD OF CENTER FLAPERON HINGE) STRAIGHT BEAM OR LEVEL (SECURE IN PLACE WITH STRAPPING TAPE) 2-13/16" (71mm) WOOD SPACER BLOCK (PLACE BETWEEN FRONT SPAR AND LEVEL) FLAPERON RIGGING PREPARATION 2 Figure D-1 Flaperon Rigging Preparation Section D. Flight Controls Rigging PAGE REV. MODEL CHAPTER SS SECTION 34 D 02/17 Kitfox Aircraft LLC Kitfox Aircraft LLC ©2008 - 2018 DATE 4. Position the control stick in the neutral (vertical or plumb) position and secure it in place by wrapping strapping tape around one lower door jamb, over and around the stick, and over to the opposite door jamb. NOTE The stick can be placed in the vertical position by using a small torpedo level or a digital electronic level (preferred) placed against the lower portion of the control stick. The aircraft must be level longitudinally and laterally for this to work! 5. Adjust the rod ends which connect the aileron bellcrank to the control stick pivot so the forward arm of the bellcrank is pointing forward and is perfectly parallel to the centerline of the fuselage. Do not tighten the check nut at this time. NOTE A small combination square or machinist’s square placed against the forward seat bulkhead’s uppermost lateral tube with the blade pointing forward provides a good alignment guide for the aileron bellcrank. 6. Disconnect the flaperon push-pull tubes from the flaperons (if con- nected). With the flap handle in the most forward (up) detent, adjust the flap push-pull tube so that the angle between the belly of the air- craft (the leveling area between the firewall and the lift strut attach carry-through tube) and the flap bellcrank is 11-1 /2°. Use a digital electronic level or a dial level to accurately position the bellcrank. 7. Adjust the rod ends on the aileron connect tube so the angles between the bellcrank arms and the vertical centerline are 32° for the right arm (forward of vertical) and 26° for the left arm (aft of vertical). 8. With the flaperons clamped in a neutral position, as described in Step 3, install the right and left flaperon connect tubes to the bellcrank arms using the hardware shown. Install a check nut and a rod end on the top of each of the flaperon connect tubes and secure the tubes to the flaperon control horns with the P/N: 15061.000 winged bolts provided. Remove the flaperon clamping fixtures and spacer blocks. Completion Date _______________ Section D. Flight Controls Rigging 35 PAGE REV. MODEL CHAPTER SS SECTION D 10/17 Kitfox Super Sport Kitfox Aircraft LLC ©2008 - 2018 DATE FLAP OPERATING HANDLE (MOVE TO FORWARD "FLAPS UP" POSITION) 32° RIGHT FLAPERON CONNECT TUBE A DETAIL "A" FLAPERON PUSH-PULL TUBE ROD LOWER ASSEMBLY AILERON BELLCRANK (ADJUST ROD ENDS SO THAT FORE/AFT ARM IS POINTING FORWARD AND IS PARALLEL TO AIRCRAFT CENTERLINE) 4 5 FLAP PUSH-PULL TUBE (ADJUST ROD ENDS SO THAT ANGLE BETWEEN FLAP BELLCRANK AND BELLY OF AIRCRAFT IS 11-1/2°) 11-1/2° FLAP BELLCRANK DASHED LINE REPRESENTS AIRCRAFT AT LEVEL ATTITUDE AILERON CONNECT TUBE (ADJUST SO THAT ANGLES BETWEEN BELLCRANK ARMS AND THE VERTICAL CENTERLINE ARE 32° (RIGHT) AND 26° (LEFT) 26° LEFT FLAPERON CONNECT TUBE "A" 6 7 LTR DESCRIPTION PART NO QTY A PUSH-PULL TUBE, LEFT - 19" 15173.000 1 B PUSH-PULL TUBE, RIGHT - 20" 15174.000 1 C ROD END 93002.000 4 D BOLT, WINGED 15061.000 2 E BOLT, AN3-7A 91036.000 2 F NUT, AN316-4 91055.000 4 G NUT, AN364-1032 91064.000 2 H WASHER, AN960-10 91147.000 2 J SAFETY PIN, AN416-1 91098.000 2 8 CONTROL COLUMN ASSEMBLY (NEUTRALIZE AND SECURE IN PLACE WITH STRAPPING TAPE) H G C E F 8 A B DETAIL "B" FLAPERON PUSH-PULL TUBE ROD UPPER ASSEMBLY A "B" (x 2) (x 2) (x 2) (x 4) (x 4) D (x 2) (x 2) J Figure D-2 Flaperon Control System Rigging Section D. Flight Controls Rigging PAGE REV. MODEL CHAPTER SS SECTION 36 D 02/17 Kitfox Aircraft LLC Kitfox Aircraft LLC ©2008 - 2018 DATE 9. Remove the tape from the control sticks and, with the aid of an as- sistant, set the control stops on the left and right side of the control column so the maximum deflection angles (‘A’ and ‘A1’) are those given in Figure D-3. Move the flap handle to the full down position and cycle the control sticks back and forth from left to right to make certain there is no binding of the control tubes. Adjust the check nuts on all of the rod ends so the rod end bearings have a small amount of rotational play when the control sticks are at their extreme throws. When the flap and aileron control systems are adjusted properly, tighten all of the rod end check nuts. NOTE The flap deployment angles (‘B’) shown in Figure D-3 are for reference only. The flap deployment angles are a function of the flap bellcrank in the mixer assembly, and any attempt to adjust the flap deployment angles will adversely affect the aileron deflection angles. Completion Date _______________ Section D. Flight Controls Rigging 37 PAGE REV. MODEL CHAPTER SS SECTION D 10/17 Kitfox Super Sport Kitfox Aircraft LLC ©2008 - 2018 DATE A A 1 B FLAPERON DEFLECTION - FLAPS RETRACTED A = 28° ± 2° A = 15° ± 2° FLAPERON DEFLECTION - FLAPS DEPLOYED (REFERENCE MEASUREMENT ONLY) B = 1-1/2° (FIRST LEVER DETENT) B = 11° (SECOND LEVER DETENT) B = 22° (THIRD LEVER DETENT) 1 Figure D-3 Flaperon Deflection Angles Section D. Flight Controls Rigging PAGE REV. MODEL CHAPTER SS SECTION 38 D 02/17 Kitfox Aircraft LLC Kitfox Aircraft LLC ©2008 - 2018 DATE 1. To adjust the pitch trim, begin by disconnecting the top end of the scissor links from the tabs on the horizontal stabilizer, as shown in Figure D-4. If the rod end is not threaded in all the way, loosen the check nut on the rod end and rotate the shaft of the actuator counterclockwise (as viewed from above) until it is. Temporarily reconnect the scissors links by pinning them in place with the attach bolt. Energize the pitch trim actuator and extend it to its full-stroke length. 2. Disconnect the scissors links again, and rotate the shaft of the actuator until the distance between the top of the horizontal leading edge tube and the vertical stabilizer tube directly above it is 7/16” ± 1 /16”. As the shaft is rotated, the stroke of the shaft is shortened if the rotation is clockwise. Tighten the check nut and reapply the power once the proper distance has been set between the two tubes. Extend the actuator to its full length again. Recheck the distance between the two tubes and repeat the procedure above, if necessary. Once the pitch trim rigging distance is set, tighten the check nut on the rod end and install the scissor links and its associated hardware to the stabilizer. Section D. Pitch Trim Adjustment Completion Date _______________ Section D. Flight Controls Rigging 39 PAGE REV. MODEL CHAPTER SS SECTION D 10/17 Kitfox Super Sport Kitfox Aircraft LLC ©2008 - 2018 DATE DISCONNECT SCISSORS TORQUE LINK BEFORE ADJUSTMENT HORIZONTAL STABILIZER LEADING EDGE ROTATE ACTUATOR ROD TO ADJUST ADJUST TO 7/16" ± 1/16" (11mm ± 1.5mm) BETWEEN TUBES FUSELAGE TUBE 1 2 12V ELECTRO- MECHANICAL TRIM ACTUATOR LOWER FUSELAGE ACTUATOR PIVOT LOWER FUSELAGE FRAME FWD Figure D-4 Pitch Trim Adjustment Section D. Flight Controls Rigging PAGE REV. MODEL CHAPTER SS SECTION 40 D 02/17 Kitfox Aircraft LLC Kitfox Aircraft LLC ©2008 - 2018 DATE 1. Using two thin, smooth, strips of wood and tape, clamp the elevator in a neutral position relative to the horizontal stabilizer. Reenergize the trim actuator and adjust it until the distance between the horizontal stabilizer and the vertical stabilizer tube is 1-5/16”. 2. Completely disconnect the forward and aft elevator push-pull tubes from their attach points at the control column assembly, elevator idler bellcrank, and the elevator control horn. Move the control column in the cockpit until the angle between the floor and the front side of the lower portion of the stick is 80°. Use strapping tape to secure the control column in this position. 3. Loosen the check nuts on the rod ends on both ends of the push-pull tubes. Adjust the rod ends on the forward tube so that there is 1/2” of threads exposed on each end. Retighten the check nuts and reinstall the tube. Now adjust the rod ends on the aft push-pull tube until it will fit between the idler bellcrank and the control horn, with equal amounts of threads exposed on each end. Verify that the threads appear through the witness holes in both rod ends, tighten the check nuts, and reinstall all the attach hardware for the push-pull tubes. 4. Remove the tape from the control column and the wood clamp from the horizontal stabilizer and elevator. Check the freedom of movement of the control column by cycling the stick, including combined elevator/aileron inputs. 5. You will use this mark to set the pitch trim for takeoff position on your first few flights. Verified this as a suitable location for takeoff trim. Completion Date _______________ Section D. Flight Controls Rigging