considering the purchase of a kitfox 4

[Micro Mong Bldr]

Hi Todd,

Do you have taildragger experience? I don't know about a IV but my II is twitchier on the ground than a Cub or Champ, some dual was a good thing, just a thought for later.

All the best.

Larry

[rv9ralph]

You can get copies of all the documents held by the FAA at the time the Airworthiness Certificate was issued (affidavits by builder, W&B and Operating Limitations (which are part of the AW Cert and must be carried in the aircraft). These are available from the FAA in .pdf format, contact the local FSDO if you decide to purchase.
Ralph

[todd]

Thank you Ralph

That is the insight into this I was looking for!

[Av8r_Sed]

Hi Todd,
Welcome to the forum. First of all, snap it up. At worst you could part it out and get your money back.

Model IV's came in two flavors: the early ones were specified at 1050 lbs gross weight. The later ones were beefed up a bit to 1200 gross. The latter ones are more desirable for the greater useful load and the possibility of a bit heavier engine. Find out the serial number to determine which this one is.

You said you would dump the Subaru which might be a good thing because they're a tad on the heavy side. There have been a number of different engines used, but the common, albeit somewhat expensive choice is a Rotax 912. Mid time examples are going for around $10K these days.

If you want more input, go get some good pictures and post them on the condition of the project.

Finally, since you weren't the original builder and don't have the FAA Repairman's Certificate, you can do the work, but you need to have the work signed off by an A&P with inspection authorization. If you make any major changes (engine) you also need to submit a form to the FAA with new weight & balance and related data.

[jiott]

I doubt very much that 100 hrs or so will have it flying. Maybe 500 hrs or so.

[avidflyer]

My understanding is that anyone can work on their experimental aircraft and it does not require an AnP to sign off the work. If the aircraft is not in "annual", then the yearly conditional inspection has to be performed by an AnP (doesn't need to have the IA) If you have a repairman's certificate for that aircraft than you can do your own conditional inspection. The part about notifying the FAA if you make a major change (like an engine) is correct. I have had FAA inspections after I changed an engine in an Avid, without an AnP signoff on the work and the FAA inspector had no issue with that. If I am wrong, I would like to know the FAR that says I am. :-) Jim Chuk

PS If the plane was close to me, I would want it. Should be worth it in parts alone easy. I remember getting a quote from Skystar (Kitfox) for a model 4 wing kit and they wanted $4500 and I don't think that included the flaperons. That was almost 10 years ago. Glad I didn't order them, cause that's about the time they were going under, and I might have paid and not got the wings like others who got burned by them. Just incase some are not aware of what I'm referring to, Skystar was the owner of Kitfox before the current one who seems to fill all orders placed with him.

[SkyPirate]

something to consider..had he hung the new wings to the fuselage yet? easy way to check is see if the holes where drilled for the carry thru,..if they were,,check the paperwork to see if he had them swept forward to accommodate heavier engine,..if he did..before you cover wings the front wing connect holes might have to be modified

[HighWing]

My understanding is that anyone can work on their experimental aircraft and it does not require an AnP to sign off the work. If the aircraft is not in "annual", then the yearly conditional inspection has to be performed by an AnP (doesn't need to have the IA) If you have a repairman's certificate for that aircraft than you can do your own conditional inspection. The part about notifying the FAA if you make a major change (like an engine) is correct. I have had FAA inspections after I changed an engine in an Avid, without an AnP signoff on the work and the FAA inspector had no issue with that. If I am wrong, I would like to know the FAR that says I am. :-) Jim Chuk

I am with Jim 100% on this one with one exception. I know guys with a working relationship with an A&P who will thoroughly go over the check list, show the A&P what was done and then he will sign the log book. There is nothing in the recommended wording that states or implies that the person signing the log book actually did the inspection. The wording from my FAA examiner on a sticker he provided for me to use reads, "I certify that this aircraft has been inspected on (date) in accordance with the scope and detail of Appendix D to Part 43 and found to be in condition for safe operation. Checking online there is a downloadable Appendix D. It consists of a detailed generic check list with a signature line at the bottom requiring a name, signature and date. There is no line for a certificate number. That would be placed in the log book with the appropriate wording by the person authorized to "sign" off the inspection.

I would suspect that prudence would dictate how this is used in real life. I suspect there are one or two non builder owners of experimental aircraft that would be wise to go all the way with an A&P because they may be great pilots but not really up to speed on which end of a screwdriver is the working end. Then again consider your A&P wisely as some just may not be up to speed on the specific needs of your airplane.