Controls are light and the rudder exhibits a neutral yaw condition; if you push the rudder to yaw the plane, it will stay yawed. Cruise speed varies with engine, but is typically around 95 knots. Handling characteristics are similar to earlier Kitfox models. Leadabrand’s Series 7 stands tall on Grove aluminum spring gear finished with fat bush tires. The TeamKitfox web community is an excellent forum for Kitfox builders, owners and pilots. There are other beef-ups in various parts of the Series 7, including additional spar thickness. May I offer… in addition to “Support” – Kitfox-specific “Type” Training is also of significant importance for the proficiency & safety of the Kitfox community. The Kitfox is a great backcountry plane with a broad flight envelope and great load-carrying capacity. Handling is crisp and balanced with the shorter Speedster wing, and the full-span flaperons are responsive, even at slow speeds. The S7, above, has a fully trimable tail. The key difference is a modified wing featuring vortex generators, mid-wing fences, wingtips with fences, and greater wing area. A powder-coated fuselage frame became available in the early 1990s, which forestalled much of the corrosion threat of aging steel. When you call the factory for assistance, it helps immensely to have the manual’s references for the items under discussion, rather than saying “I need that widget that moves the aileron (flaperon).”. The Kitfox Series 7 can be equipped with Rotax, Lycoming, Continental, Rotec Radial and many other engines. With social media, a broader audience is seeing the value in Kitfox aircraft. You usually have to move the rudder with your feet to bring the nose back to center. This translates to better slow flight characteristics and stability; and, while the Model 4’s roll control forces remain light through all speed regimes, the S7’s forces increase with increasing speed. All rights reserved worldwide. And the winner is? Stalls are non-events—you can even descend straight with the wings stalled. My model had a 2 parts fiberglass main landing gear and a typical rearward swept vertical fin, which later was changed to aluminum gear and the straight up fin appearance. Build time indicated with 550h….?? We parked the two aircraft side by side for a comparison, after which I conducted a brief flight trial. As McBean likes to explain it, the Kitfox model has had a long and glorious history, and he can describe virtually every twist and turn. It is, just don’t plan on carrying much. Kitfox vs Rans At the moment I noticed on the Kitfox forum there are 194 people viewing "General Discussion" while only 19 viewing the same on the Ransclan. The fuselage has hard points for the tailwheel and the nosegear, plus floats for buyers who want that option. To date, the most comprehensive and informative article on the Kitfox series I have read. These used Kitfoxes are typically not advertised on social media, but through a proprietary list of vetted ready buyers – often remaining available only a matter of hours, days at the most. Okay, there’s a DC plug for a handheld GPS, but I hardly ever use it. Also introduced in 1991, the Model IV-1200 was the final evolution of the original Kitfox design. Orginally designed by Dan Denney, the first Kitfoxes were powered by the then-popular two-stroke Rotax 532 and 582 engines of 64 hp. While the basic design features remain, the more recent, sleeker Series 5, 6 and 7 Kitfoxes are much more capable airplanes. And I adore the ruggedness of the Grove landing gear—the last major upgrade we’ve given the bird. Six months later, my kit arrived and I started my Kitfox adventure. He brings a wealth of knowledge and perspective to his flight reviews. Cessna 172 Pros: - Proven design - Lots of space in the cabin for stuff, particularly with the rear seat removed - Good useful load We know that builders need us, but we need the builders because no one can tell you better how great the product is in the real world. Gross weight is 1050 pounds, the same as the Model 3. Frank Julian of Kansas City, Missouri, built his Kitfox Model IV in 1997 and considers it “a perfect little airplane.” He still has the Rotax 582 oil-injected two-stroke engine in his IV, which has proven to be entirely satisfactory for his purposes. So, do I want a Series 7? Kit-Aircraft Manufacturers: Okay So Far (UPDATED), Franklin’s Kitfox Speedster Routine Back at Oshkosh. There’s also a quickbuild wing option that knocks about 150 hours of labor out of the total kit build time for an additional $1350. The S7 STi is a “STOL inspired” version of the S7 Super Sport. Kitfox shocks come in 2 diameters: If you have a Kitfox 1-4 with a light weight motor package and an empty weight of 750 lbs or less and fly 1200 gross or less, you need the 1.75" shock package. You would do well to have someone on standby who’s qualified to perform a prebuy inspection, ready to go take a look as soon as you see something on the market you like. This translates to better slow flight characteristics and stability; and, while the Model 4’s roll control forces remain light through all speed regimes, the S7’s forces increase with increasing speed. Evidence of a condition inspection within the last 12 months will be necessary, or one will have to be performed before the airplane can fly. John Roberts used modern CAD technology to update an old-school design. The latest version is the Series 7 Super Sport, which is available as a kit or ready-to-fly SLSA. The problem will be finding an owner willing to part with their pride and joy. The new company, Kitfox Aircraft, owned by former Skystar employee John McBean and his wife Debra, still hails from Idaho. The latest Kitfox iteration is the Series 7 Super Sport, which is sold in both an SLSA variant and an Experimental/Amateur-built version. KITFOX SERIES 7 Specifications. My Model 4 has little sleeves sewn into the baggage sling. SERIES 7 Super Sport. Sellers don’t need to accommodate buyers’ demands right now. Send some photos. As a builder gets ready for his airworthiness inspection, he wonders if he can hire a DAR who is familiar with his design but lives in another state. Other options include powder coating for steel parts, the nosegear kit, heavy-duty landing gear and a cargo bay kit. Wing 6061-T6 Aluminum Drawn Seamless Wing Spars 6061-T6 Aluminum Extruded I-Beam Insert Kitfoxes have always called southwestern Idaho home, in the area around Boise; the plant was originally sited at Nampa and is now located at Homedale’s airport. If you are not educated enough to scrutinize build quality on the Kitfox model you are considering purchasing, take along someone who is.”. Kitfox is also offering the new UL Power 350iS and the Rotax 912 iS, both with firewall-forward packages. You won't see Soob, Jabiru or VW powered Kitfox perform like this. My Model 4 has a one-piece acrylic windscreen/skylight—a retrofit—but without the tinting. It was almost the final Series 5 model which came out a year or two later, only gross weight was limited to 1200 lbs. Weight Empty - 650 Lbs. That’s a consequence of the asymmetric flaperon foil. John McBean, president of Kitfox Aircraft, says there are very few Kitfoxes for sale; most owners don’t want to give them up unless circumstances dictate. The certification effort was never completed, but resulted in improvements such as the high-quality fit and finish seen today. (You can still buy the kit.) His Kitfox was built with two wing tanks rather than the single header tank, giving it plenty of endurance. Kitfox 7 super sport, looking for comments pros and cons. Who needs glass? Denney Aerocraft produced the first Kitfox kit in November, 1984. Since then I have built two: a Model IV and a Series 7 Super Sport that I just completed. Company officials say the aircraft has never had a structural failure in its 28 years. Fortunately, the Kitfoxes are not orphans. With a history now of selling (14) Kitfoxes over the last 3 years – averaging between $90,000 – $180,000. McBean leans over and pulls a lever near my inside knee and the rudder pedals move forward to meet my feet—something I’d only dreamed of in my Model 4, which has no way to adjust either the seat or the pedals. Tips for making The Big Cut and bonding a canopy. Expect to pay $100,000 or more for a nice Series 6 or later, down to as little as $20,000 for an old Model I or II that’s still flyable but needs TLC. RV-12 vs Kitfox SS7 For those of you who have flown both of these planes, I'm interested in hearing your candid assessment of the difference in ride, capabilities, landing and take off, etc. The IV-1200 incorporated stronger lift struts, beef-ups for the gear legs and wing carry-through, fuselage structural changes and a 30% larger vertical tail. Introduced at Oshkosh in 1991, the Model 4 was a completely new aircraft. In 2005, Rotec released a more powerful variant, the Rotec R3600 which basically adds two more cylinders for a total of nine and increases the rated horsepower to 150. That is the lightest EW and GW (850 lb on wheels) that Kitfox made about 30 years ago. That 35-year production run doesn’t necessarily translate into a buyer’s market. As with most light airplane designs, the Kitfox has evolved into ever-improved iterations over the years. Controls are light and the rudder exhibits a neutral yaw condition; if you push the rudder to yaw the plane, it will stay yawed. He cites examples of a purported Model IV-1200 (according to its builder-supplied ID plate) that was actually a 1050-pound version and a Kitfox Model III that was being sold, with modifications, as a Model IV. I like the skyfox/kitfox aircraft. Denney Aerocraft sold the Kitfox design to SkyStar Aircraft Corporation in 1992, setting off a flurry of new model developments. He uses it for flight instruction in Boise, Idaho. Nice, but glass in a bush plane doesn’t really impress me. It’s basically ready to cover, but still lives within the 51 percent rule. The landing gear sub-kit has the gear, brakes and 6.00×6 tires as standard, although the airplane can be fitted with larger tundra tires, as many owners flying the outback do. It is a great resource for new Kitfox enthusiasts to educate themselves on any model they may have an interest in. The Series 7 converts from tailgear to nosegear. A leader in the Experimental and Light-Sport Aircraft industry. “There are 5,000 Kitfox kits out there, and a huge amount of resources for builders. Weight: 34.3 lbs. It features a higher-speed, laminar-flow airfoil, an updated flaperon design and a completely different aileron system that improves control with full flaps and reduces adverse yaw. But much of the work that went into the Series 6 and Sport development wound up in what’s now the S7 Super Sport kit. I still dream and hope — especially living in Kitfox’s backyard! “Wings Over Idaho” – a partnership between the flight school and the factory – also offers used “factory-built” (only) Kitfoxes. Also introduced in 1991, the Model 4-1200 was the final evolution of the original Kitfox design. A Kitfox Series 7 followed in 2002, incorporating a larger elevator and improved roll control. The latest kitfox 7 is a much different and bigger machine to the originals, thee early kitfoxes used the 582 rotax as a base engine and were designed as a simple, inexpensive fun machine for weekend flyers. Prices are in the range of $22,000 for a Kitfox kit, or a Fly away Kitfox SLSA with a base price of $95,995. It’s just not going to be easy,” says McBean. A sportscar and a jeep. The engine never went into production, but the round cowl was retained. Although both look similar at a distance, the Series 7 Kitfox is actually an entirely different airplane than the earlier Series 4, although both share the same design attributes. Average cruise speed remained at 74 knots, and stall speed increased ever so slightly to 32 knots. Available with either tailwheel or tricycle gear, it had a gross weight of 1400 pounds when it was first introduced in 1994. Given the range of engine options—14 in all—a higher gross weight and larger cabin and baggage area, it’s an impressive package. Once again, in an attempt to improve the yaw control issue, the vertical stab and rudder were enlarged. There’s also a radial engine that fits under the round bump cowl; the seven cylinder, 110-hp Rotec R2800. The Series 7 easily converts from tricycle gear to taildragger and vice versa. If all this makes it sound like the Model 4 has faded from history, it really hasn’t. In the LSA version, the long baggage area isn’t an option. Sharon’s Combine Service part II—the repair. Fast-forward to the 21st Century and that kind of volume is but a distant memory even if the Model 4 isn’t. The Kitfox first appeared at Oshkosh way back in 1984 and has been a steady seller with numerous different models and more than 5,000 airplanes built and flying. Since April, 2006, Kitfox Aircraft LLC has held the rights to the design. The Series 7 features a tinted acrylic windscreen, skylight and gorgeous bubbled-out see-through gull-wing doors that clearly open up the shoulder room inside the cockpit by a few inches. Leaning into the Series 7’s cockpit, the first thing I notice is a 10-inch Dynon SkyView on the instrument panel. Tricycle gear and Taildragger (Convertible). “Those parts speed up production. Stall speed is 32 knots. Cruise speed varies with engine, but is typically around 95 knots. The latter is required to be on board for flight. There’s Paul Leadabrand’s Stick & Rudder school to offer transition and flight training in Kitfoxes now. The additional length translates to better engine access for maintenance because there’s more space between the back of the engine and the firewall, although that varies somewhat with engine selection. All Kitfoxes feature foldable wings for compact storage or trailering. Early Kitfoxes trimmed via flaperons and later had an elevator tab upgrade for trimming. However, my model is missing. Clean and meticulously built. But that only scratches the surface. Having a wide cockpit, folding wings, and the ability to convert from tailwheel to nose wheel easily makes the Kitfox extremely versatile. Rudders aren’t just rudders. While yaw stability was no longer neutral, it was not aggressively positive. Kitfox builder Josh Esser told us, “You better have your money ready” if you’re looking to buy one, because the two late-model used Kitfoxes he bought after building his own weren’t even advertised when he heard they were available, and he knew he had to put down a deposit right away. The Series 7 has nice niches carved out specifically for headsets, maps and miscellaneous stuff, all within easy reach of the pilot. But is it really better than the trusty Model 4—now called the Classic IV—that I own? It had excellent visibility all around, and looked pretty cool overall on Airstreaks. A Model III came along in 1990 with further enlargement of the tail feathers and a gross weight bump to 1050 pounds, allowing installation of the 80-hp Rotax 912 four-stroke engine; some 466 Model III kits were shipped. To find out, I recently got a chance to conduct a side-by-side comparison of the two models. The 6 was a short-lived project due partially to the 9/11 attacks, according to McBean. In my Classic 4, limited by a rectangular plastic header tank, the area is little more than a Velcro-attached sack, capable of carrying barely 50 pounds. The upholstered seats in the Series 7 are soft and comfortable, cradling me at just the right recline. Tinted color keeps things cool on sunny days. The wing design is essentially the same, but while the Model 5 has a symmetrical airfoil section for its flaperons, the Series 7 has an asymmetrical section. McBean laughs. Also if there's any owners with +/- 100 miles of Modesto CA that would be willing to let me look at their planes, please let me know. I've helped build or finished 4 of them. KITFOX OR AVID MAIN GEAR • $1,200 • AVAILABLE FOR SALE • build to order hatz style wide gear for avid or kitfox call for photos can build nose gear also • Contact Randy Moore, Owner - located Newbern, TN United States • Telephone: 731 589 1330 • Posted February 13, 2021 • Show all Ads posted by this Advertiser • Recommend This Ad to a Friend • Email Advertiser • … With the Model III, introduced in 1990, structural changes allowed builders to use larger engines, including the 80-hp Rotax 912. As for takeoff and landing rolls? Designed by Dan Denney, the original Kitfox Model 1 is a lightweight, two-place aircraft with a gross weight of 850 pounds, typical empty weight of 426 pounds, and typical useful load of 424 pounds. When an aircraft has been around as long as the Kitfox, change—and improvement—is inevitable. Kitfox IV -- both about the same weight with pilots. You can’t wait to find the right plane before you figure out how you’re going to pull the cash together and arrange a prebuy inspection. Introducing the Kitfox 5 series STi, the plane you've all been waiting for! Denney Aerocraft produced the first Kitfox kit in November, 1984. The Kitfox’s small-diameter tubing did not lend itself to the sloshing of anti-corrosion oil through the framework because each section of tubing was sealed off from its mates. The 5 was available in trigear or tailwheel versions, but when the 6 evolved around 2000, the convertible gear simplified the line into one airplane. On the Model IV-1200, the height of the vertical stab and rudder was increased 10 inches, and the rudder depth was increased by 2 inches, finally bringing yaw stability to a contemporary feel. Adding to the S7’s perceived spaciousness is a glassed-in turtledeck/baggage area. Originally, we had Stinson, Piper (Tri-)Pacer, Cessna 172, Rans S6 and Kitfox 4 on our list, but narrowed it down to straight tail 172, Kitfox 4 with a Rotax 912 or maybe a Pacer or Tri-Pacer with an O-320. Accordingly, you should look for the latest example you can find, and it’s important to bear in mind the condition issues that could be wrought by 20 to 30 years of history. Average cruise increased to 74 knots and stall speed remained at 31 knots. The 5 was actually a clean-sheet design intended to accommodate larger engines, including the 912 series, but Continental and Lycomings, too.

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