Pulsar-Archive.digest.vol-ag
August 08, 2012 - September 13, 2012
Pulsar-Archive.digest.vol-ag
August 08, 2012 - September 13, 2012
>
> --
> Larry Wheat
>
> *ta-mce-href="http://www.matronics.com/Navigator?Pulsar-List">http://www..com" data-mce-href="http://forums.matronics.com">http://forums.matronic" data-mce-href="http://www.matronics.com/contribution">http://www.matro=================== *
>
>
--
Larry Wheat
________________________________________________________________________________
Subject: Re: Missing Skystar Wheel Pant Cutout Template
From: Lance Goddard <lancegoddard(at)mac.com>
Date: Aug 08, 2012
Single piece. Do appreciate this.
sent from my iPhone
On Aug 8, 2012, at 3:29 PM, Larry Wheat wrote:
> I could not find the template but I have the pants almost ready to go on so I
traced the cutout for mine. Do you have the single fiberglas gear or the two
piece.
>
> On Wed, Aug 8, 2012 at 3:08 PM, lancegoddard wrote:
> That sounds great, Larry. Thanks very much. My templates were from Model II
while the manual is for Model III.
>
> My email lancegoddard(at)mac.com. Just looked for and found your videos on youtube.
Will check them out.
>
> Lance
>
>
> On Aug 08, 2012, at 02:46 PM, Larry Wheat wrote:
>
>> Lance, I think I have the template. I have just completed my Pulsar III and
am in testing as we speak. If you like I can send a copy to you. I can scan it
and send it to your email. Let me know. Cheers, Larry N852LW, 2200 with Sensenich
prop. I also have videos on You tube if you care to see what pleasure you
are in for.
>>
>> On Wed, Aug 8, 2012 at 2:21 PM, lancegoddard wrote:
>> I am building a Skystar Model III and my chapter 5, main gear wheel pant installation,
page 44 refers to the template being on "the latest version of the
P/N 81101.700 template sheet." I guess they didn't supply me with that "latest
version." Is there anyone who has such a cutout template? I'd really like
to get a copy, and it will fit easily on an 8.5 x 11 inch sheet.
>>
>> I know some don't fly with wheel pants - and I may not - but until I can scrape
enough to purchase a Rotax 912 I'm working on such things with my kit.
>>
>> Thanks,
>>
>> Lance Goddard
>>
>>
>>
>> --
>> Larry Wheat
>> ta-mce-href="http://www.matronics.com/Navigator?Pulsar-List">http://www..com" data-mce-href="http://forums.matronics.com">http://forums.matronic" data-mce-href="http://www.matronics.com/contribution">http://www.matro===================
>
>
>
> --
> Larry Wheat
>
>
>
________________________________________________________________________________
Date: Aug 08, 2012
Subject: Re: Missing Skystar Wheel Pant Cutout Template
From: Larry Wheat <lwheat2083(at)gmail.com>
Then cut to the outside of the line you should be good. Cheers N852LW
On Wed, Aug 8, 2012 at 3:51 PM, Lance Goddard wrote:
> Single piece. Do appreciate this.
>
> sent from my iPhone
>
> On Aug 8, 2012, at 3:29 PM, Larry Wheat wrote:
>
> I could not find the template but I have the pants almost ready to go on
> so I traced the cutout for mine. Do you have the single fiberglas gear or
> the two piece.
>
> On Wed, Aug 8, 2012 at 3:08 PM, lancegoddard wrote:
>
>> That sounds great, Larry. Thanks very much. My templates were from
>> Model II while the manual is for Model III.
>>
>> My email lancegoddard(at)mac.com. Just looked for and found your videos on
>> youtube. Will check them out.
>>
>> Lance
>>
>>
>> On Aug 08, 2012, at 02:46 PM, Larry Wheat wrote:
>>
>> Lance, I think I have the template. I have just completed my Pulsar
>> III and am in testing as we speak. If you like I can send a copy to you. I
>> can scan it and send it to your email. Let me know. Cheers, Larry N852LW,
>> 2200 with Sensenich prop. I also have videos on You tube if you care to see
>> what pleasure you are in for.
>>
>> On Wed, Aug 8, 2012 at 2:21 PM, lancegoddard wrote:
>>
>>> I am building a Skystar Model III and my chapter 5, main gear wheel
>>> pant installation, page 44 refers to the template being on "the latest
>>> version of the P/N 81101.700 template sheet." I guess they didn't supply
>>> me with that "latest version." Is there anyone who has such a cutout
>>> template? I'd really like to get a copy, and it will fit easily on an 8.5
>>> x 11 inch sheet.
>>>
>>> I know some don't fly with wheel pants - and I may not - but until I can
>>> scrape enough to purchase a Rotax 912 I'm working on such things with my
>>> kit.
>>>
>>> Thanks,
>>>
>>> Lance Goddard
>>>
>>
>>
>>
>> --
>> Larry Wheat
>>
>> *ta-mce-href="http://www.matronics.com/Navigator?Pulsar-List">http://www..com" data-mce-href="http://forums.matronics.com">http://forums.matronic" data-mce-href="http://www.matronics.com/contribution">http://www.matro=================== *
>>
>>
>
>
> --
> Larry Wheat
>
> *
>
> *
>
>
--
Larry Wheat
________________________________________________________________________________
From: lancegoddard <lancegoddard(at)mac.com>
Subject: Re: Missing Skystar Wheel Pant Cutout Template
Date: Aug 11, 2012
It looks like you are referring to a drawing or sketch here, Larry. -May
be you sent it and Matronics doesn't allow for graphics or pictures. -No
t sure. -Can you send directly to lancegoddard(at)mac.com? -Maybe then I'
ll get it.=0A=0AThanks,=0A=0ALance=0A=0AOn Aug 08, 2012, at 04:00 PM, Larr
y Wheat wrote:=0A=0AThen cut to the outside of the
line you should be good. Cheers N852LW=0A=0AOn Wed, Aug 8, 2012 at 3:51 PM
, Lance Goddard wrote:=0ASingle piece. -Do apprec
iate this.=0A=0A-sent from my iPhone=0A=0AOn Aug 8, 2012, at 3:29 PM, La
rry Wheat wrote:=0A=0AI could not find the template
but I have the pants almost ready to go on so I traced the cutout for min
e. Do you have the single fiberglas gear or the two piece.=0A=0AOn Wed, Au
g 8, 2012 at 3:08 PM, lancegoddard wrote:=0AThat so
unds great, Larry. -Thanks very much. -My templates were from Model II
while the manual is for Model III.=0A=0AMy email lancegoddard(at)mac.com. -
Just looked for and found your videos on youtube. -Will check them out.=0A
=0ALance=0A=0A=0AOn Aug 08, 2012, at 02:46 PM, Larry Wheat wrote:=0A=0ALance, I think I have the template. I have just comple
ted my Pulsar III and am in testing as we speak. If you like I can send a
copy to you. I can scan it and send it to your email. Let me know. Cheers,
Larry N852LW, 2200 with Sensenich prop. I also have videos on You tube if
you care to see what pleasure you are in for.=0A=0AOn Wed, Aug 8, 2012 at
2:21 PM, lancegoddard wrote:=0AI am building a Sky
star Model III and my chapter 5, main gear wheel pant installation, page 4
4 refers to the template being on "the latest version of the P/N 81101.700
template sheet." -I guess they didn't supply me with that "latest versi
on." -Is there anyone who has such a cutout template? -I'd really like
to get a copy, and it will fit easily on an 8.5 x 11 inch sheet.=0A=0AI k
now some don't fly with wheel pants - and I may not - but until I can scra
pe enough to purchase a Rotax 912 I'm working on such things with my kit.=0A
=0AThanks,=0A=0ALance Goddard=0A=0A=0A=0A-- =0ALarry Wheat=0Ata-mce-href=
"http://www.matronics.com/Navigator?Pulsar-List">http://www..com" data-mce
-href="http://forums.matronics.com">http://forums.matronic" data-mce-hre
f="http://www.matronics.com/contribution">http://www.matro=====
============== =0A=0A=0A=0A-- =0ALarry Wheat=0A
===============
________________________________________________________________________________
Date: Aug 11, 2012
Subject: Re: Missing Skystar Wheel Pant Cutout Template
From: Larry Wheat <lwheat2083(at)gmail.com>
OK will do. Did you get the pics. N852LW
On Sat, Aug 11, 2012 at 7:49 AM, lancegoddard wrote:
> It looks like you are referring to a drawing or sketch here, Larry.
> Maybe you sent it and Matronics doesn't allow for graphics or pictures.
> Not sure. Can you send directly to lancegoddard(at)mac.com? Maybe then
> I'll get it.
>
> Thanks,
>
> Lance
>
>
> On Aug 08, 2012, at 04:00 PM, Larry Wheat wrote:
>
> Then cut to the outside of the line you should be good. Cheers N852LW
>
> On Wed, Aug 8, 2012 at 3:51 PM, Lance Goddard wrote:
>
>> Single piece. Do appreciate this.
>>
>> sent from my iPhone
>>
>> On Aug 8, 2012, at 3:29 PM, Larry Wheat wrote:
>>
>> I could not find the template but I have the pants almost ready to go
>> on so I traced the cutout for mine. Do you have the single fiberglas gear
>> or the two piece.
>>
>> On Wed, Aug 8, 2012 at 3:08 PM, lancegoddard wrote:
>>
>>> That sounds great, Larry. Thanks very much. My templates were from
>>> Model II while the manual is for Model III.
>>>
>>> My email lancegoddard(at)mac.com. Just looked for and found your videos
>>> on youtube. Will check them out.
>>>
>>> Lance
>>>
>>>
>>> On Aug 08, 2012, at 02:46 PM, Larry Wheat wrote:
>>>
>>> Lance, I think I have the template. I have just completed my Pulsar
>>> III and am in testing as we speak. If you like I can send a copy to you. I
>>> can scan it and send it to your email. Let me know. Cheers, Larry N852LW,
>>> 2200 with Sensenich prop. I also have videos on You tube if you care to see
>>> what pleasure you are in for.
>>>
>>> On Wed, Aug 8, 2012 at 2:21 PM, lancegoddard wrote:
>>>
>>>> I am building a Skystar Model III and my chapter 5, main gear wheel
>>>> pant installation, page 44 refers to the template being on "the latest
>>>> version of the P/N 81101.700 template sheet." I guess they didn't supply
>>>> me with that "latest version." Is there anyone who has such a cutout
>>>> template? I'd really like to get a copy, and it will fit easily on an 8.5
>>>> x 11 inch sheet.
>>>>
>>>> I know some don't fly with wheel pants - and I may not - but until I
>>>> can scrape enough to purchase a Rotax 912 I'm working on such things with
>>>> my kit.
>>>>
>>>> Thanks,
>>>>
>>>> Lance Goddard
>>>>
>>>
>>>
>>>
>>> --
>>> Larry Wheat
>>>
>>> *ta-mce-href="http://www.matronics.com/Navigator?Pulsar-List">http://www..com" data-mce-href="http://forums.matronics.com">http://forums.matronic" data-mce-href="http://www.matronics.com/contribution">http://www.matro=================== *
>>>
>>>
>>
>>
>> --
>> Larry Wheat
>>
>>
>
>
> --
> Larry Wheat
>
> *http://www.matronics.com/Navigator?Pulsar-List _a href="http://forums.matronics.com" data-mce-href="http://forums.matr//www.matronics.com/contribution" data-mce-href="http://www.matronics.co===== *
>
>
--
Larry Wheat
________________________________________________________________________________
Date: Aug 13, 2012
From: barrynorman(at)comcast.net
Subject: Re: Pulsar engine mount.
Send an email to this list, pulsar-list(at)matronics.com =C2-asking to join.
This group of guys have a vast amount of knowledge and are very helpful es
pecially when it comes to modifications like this.
=C2-
I'll send copies of what ever I can.
=C2-
Barry
----- Original Message -----
From: "Matthew Brock" <mattbrock777(at)gmail.com>
Sent: Monday, August 13, 2012 1:11:51 PM
Subject: RE: Pulsar engine mount.
Hi Barry and thanks for replying,
=C2-
I=99d love any pictures or ducumentation of the install that you=C2
- can forward on to me, as I am trying to gather as much info and find as
many people who have real experience with the Pulsar before I make a final
decision on this change.
=C2-
I don=99t think I=99m a member of the matronics forum, I
=99ve joined so many looking for info that its hard to remember!! Is it one
that you have found particularly useful?
=C2-
I appreciate any help and information you may be able to share.
=C2-
Kind regards,
=C2-
Matt Brock.
=C2-
=C2-
=C2-
=C2-
=C2-
From: barrynorman(at)comcast.net [mailto:barrynorman(at)comcast.net]
Sent: Monday, August 13, 2012 5:47 PM
Subject: Re: Pulsar engine mount.
=C2-
Matt,
=C2-
The Pulsar III that I built has hard points built into the front of the fus
elage that steel brackets bolted and bonded to. Those brackets are what the
engine mounting system bolted to through the firewall. I can dig up some p
hotos and send them to you. Since the Pulsar I was originally designed as a
bed mount, I don't believe the hard points were incorporated into the fuse
lage skin. Are you part of the Pulsar Matronics email group? There are peop
le that installed the Jabiru on the Pulsar I and may have great information
=C2-on firewall and mounting hardware prep.
=C2-
Barry
----- Original Message -----
From: webmail(at)kitlog.com
Sent: Sunday, August 12, 2012 2:51:01 PM
Subject: Pulsar engine mount.
My KitLog E-mail From: mattbrock777(at)gmail.com
Hi,
I saw your entries in KitLog and was wondering if there would be any chance
that I could get some more information from you and perhaps some close up
photos of the engine mount attatch points and reinforcement on the fuselage
?
I am building a Pulsar 1 and am installing an Aerovee 2.3 litre.
I'd appreciate any help.
Regards,
Matt Brock.
________________________________________________________________________________
From: "Matthew Brock" <mattbrock777(at)gmail.com>
Subject: Pulsar List request.
Date: Aug 14, 2012
Hi,
My name is Matthew Brock and I am building a Pulsar Kitplane.
I'd really like to join your list for Pulsar Builders.
Regards,
Matt.
________________________________________________________________________________
Subject: Pulsar weights and engine choices.
From: "mjb777" <mattbrock777(at)gmail.com>
Date: Aug 14, 2012
Hi guys,
I'm a total newbie to this Forum and firstly I'd like to thank all of you for the
interesting reading your discussions have provided me with, and in advance,
(hopefully), for the wisdom and experience that I can gain from your experiences
with the Pulsar and other aircraft you may have built.
I have a complete Pulsar 1 Tail Dragger Kit, with Spruce full length spars, and
the originally supplied, brand new, (albeit some 15 - 20 years old), Rotax 582
90 series engine.
I was given this Kit by the original purchaser as he says that if he hasn't built
it by now, he never will and as I am a qualified LAME , (A and P), and have
some experience with friends kits then its better off with me.
I would rather a 4 stroke engine of larger displacement than the Rotax 582, and
after sitting around for so long, even though it has no visible corrosion through
any ports or on the crankshaft or visible big end needle bearings I think
it would be prudent to have the engine fully overhauled for at least the seals
and other perishables before I would take my Wife flying with it. I also am
Australian, (don't hold it against me), and we have some large ground to cover
and a couple of around Australia trips will be on the cards when we have the
time.
I have been looking closely and talking to some Pulsar 1 builders who have used
the Jabiru 2200 firewall forward conversion. One of these kept the original full
length spruce wing spars and had no issues, and I am sure there were more
who have done the same.
I personally really like the Aerovee 2.3 and have flown this engine a couple of
times and have looked closely at the great quality of this engine. It weighs
about 8 Kg more than the Jabiru, but is 50% the cost and has pretty much the same
SFC and I can maintain and overhaul it.
I have talked with the Aussie SAAA about my plans and they have no issue with it,
even registering the Pulsar with the Aerovee in the "VH" Amateur built experimental
category as I have an ATPL licence which means I can fly the Aircraft
into any Airport in Australia.
Now for my question......theory etc........(Be gentle with me!)......
On this Forum I have seen a few posts regarding wooden spars and composite spars,
weight limits etc. for the Pulsar.
If I was to put the Aerovee into the Pulsar 1, with engine mounting, extra engine
weight etc. perhaps this would equate to a 30Kg/ 66Lb increase over the Rotax
582 for a conventional frame style mount and probably a similar amount for
a bed style mount.
The original documentation for my Kit says the design MTOW at a +6g load limit
is 900Lbs.
If I was to build my Pulsar with the Aerovee but to a +4g limit, then I figure
that to acheive the same stress loading as would be experienced by ALL structural
components then I could build to a MTOW of 1350Lbs which is way beyond the
original Rotax 582 and also with the Aerovee conversion.
I realise that the majority of the increased load would be on the lower cowl if
i was to build a bed mount for the Aerovee, so if the engine installed weighs
say 217lbs, (I think thats very pessimistic!!), then the load on the lower cowl
for the original 582 at approx 132Lb engine weight at +6g is 792Lb and for
the Aerovee at +4g is 868Lbs. That is a 76Lb difference AT +4g.
I have a great article article here, in Contact Magazine issue 2 where Aero Designs
mentions that they calculate that the lower cowl/ fuselage bond and glass
strips into the fuselage shell provide an ultimate load capability of 20G with
the 582, a load of 2640Lb!!!. The Aerovee configuration at +4g with a factor
of 2 is 1736Lb!!!
Keep in mind that the total aircraft weight at +4g will be LESS than the Rotax
582 configuration at +6g.
It's not even worth investigating the negative G limit scenarios as at -2g negative
limit as opposed to the original -4g limit this is even more conservative
than reducing the original +6 to +4.
So.......
If all of this is taken into consideration, along with C of G limits and so on,
do any of you see STRUCTURAL issues with my plan of the Aerovee conversion at
a design limit of +4g/-2g?
Regards,
Matt.
--------
Pulsar 1 Kit.
Captain B777.
Licenced Aircraft Maintenance Engineer.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=380889#380889
________________________________________________________________________________
From: GREGSMI(at)aol.com
Date: Aug 14, 2012
Subject: Re: Pulsar weights and engine choices.
Thank you Matt for answering several of my questions I had sent to you
before you joined the list. I will try to now answer your new issues.
The airframe you have was made for the 582. As such, it came out of the
molds with a lighter glass than the 912 model. In other words, the 582
fuselage was not strong enough to support the 912. Now, you are wanting to mount
an engine that is 40 pounds heavier than the 912 in a 582 fuselage. Are you
intending to use the header tank also? The fuel was moved to the wings when
the 912 was installed. Also, the spars you have limited to 900 pounds
gross weight, if the spar caps go to the outboard edge of the wing tip.
I understand your desire to go with the economical Aerovee engine, but the
Pulsar airframe will not support the weight. The Jabiru 2200 weighs 10
pounds more than the 582 installed weight, which makes it a good candidate for
this application, if you want to go with a four stroke engine.
I do not know any other way to put this, installing the Aerovee in this
airframe is a ticket for disaster, on so many levels. If you want to use the
Aerovee engine, you must find another airframe.
Greg
In a message dated 8/14/2012 5:03:45 A.M. Central Daylight Time,
mattbrock777(at)gmail.com writes:
--> Pulsar-List message posted by: "mjb777" _mattbrock777(at)gmail.com_
(mailto:mattbrock777(at)gmail.com)
I'm a total newbie to this Forum and firstly I'd like to thank all of you
for the interesting reading your discussions have provided me with, and in
advance, (hopefully), for the wisdom and experience that I can gain from
your experiences with the Pulsar and other aircraft you may have built.
I have a complete Pulsar 1 Tail Dragger Kit, with Spruce full length
spars, and the originally supplied, brand new, (albeit some 15 - 20 years old),
Rotax 582 90 series engine.
I was given this Kit by the original purchaser as he says that if he
hasn't built it by now, he never will and as I am a qualified LAME , (A and P),
and have some experience with friends kits then its better off with me.
I would rather a 4 stroke engine of larger displacement than the Rotax
582, and after sitting around for so long, even though it has no visible
corrosion through any ports or on the crankshaft or visible big end needle
bearings I think it would be prudent to have the engine fully overhauled for at
least the seals and other perishables before I would take my Wife flying
with it. I also am Australian, (don't hold it against me), and we have some
large ground to cover and a couple of around Australia trips will be on the
cards when we have the time.
I have been looking closely and talking to some Pulsar 1 builders who have
used the Jabiru 2200 firewall forward conversion. One of these kept the
original full length spruce wing spars and had no issues, and I am sure there
were more who have done the same.
I personally really like the Aerovee 2.3 and have flown this engine a
couple of times and have looked closely at the great quality of this engine. It
weighs about 8 Kg more than the Jabiru, but is 50% the cost and has pretty
much the same SFC and I can maintain and overhaul it.
I have talked with the Aussie SAAA about my plans and they have no issue
with it, even registering the Pulsar with the Aerovee in the "VH" Amateur
built experimental category as I have an ATPL licence which means I can fly
the Aircraft into any Airport in Australia.
Now for my question......theory etc........(Be gentle with me!)......
On this Forum I have seen a few posts regarding wooden spars and composite
spars, weight limits etc. for the Pulsar.
If I was to put the Aerovee into the Pulsar 1, with engine mounting, extra
engine weight etc. perhaps this would equate to a 30Kg/ 66Lb increase over
the Rotax 582 for a conventional frame style mount and probably a similar
amount for a bed style mount.
The original documentation for my Kit says the design MTOW at a +6g load
limit is 900Lbs.
If I was to build my Pulsar with the Aerovee but to a +4g limit, then I
figure that to acheive the same stress loading as would be experienced by ALL
structural components then I could build to a MTOW of 1350Lbs which is way
beyond the original Rotax 582 and also with the Aerovee conversion.
I realise that the majority of the increased load would be on the lower
cowl if i was to build a bed mount for the Aerovee, so if the engine
installed weighs say 217lbs, (I think thats very pessimistic!!), then the load
on
the lower cowl for the original 582 at approx 132Lb engine weight at +6g is
792Lb and for the Aerovee at +4g is 868Lbs. That is a 76Lb difference AT
+4g.
I have a great article article here, in Contact Magazine issue 2 where
Aero Designs mentions that they calculate that the lower cowl/ fuselage bond
and glass strips into the fuselage shell provide an ultimate load capability
of 20G with the 582, a load of 2640Lb!!!. The Aerovee configuration at +4g
with a factor of 2 is 1736Lb!!!
Keep in mind that the total aircraft weight at +4g will be LESS than the
Rotax 582 configuration at +6g.
It's not even worth investigating the negative G limit scenarios as at -2g
negative limit as opposed to the original -4g limit this is even more
conservative than reducing the original +6 to +4.
So.......
If all of this is taken into consideration, along with C of G limits and
so on, do any of you see STRUCTURAL issues with my plan of the Aerovee
conversion at a design limit of +4g/-2g?
Regards,
Matt.
--------
Pulsar 1 Kit.
Captain B777.
Licenced Aircraft Maintenance Engineer.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=380889#380889
________________________________________________________________________________
From: "Keith Palmer" <kdpalmer(at)mweb.co.za>
Subject: Re: Pulsar weights and engine choices.
Date: Aug 14, 2012
Hi Matt,
Greg is quiet right - you are only reduceing your safty factor
by over 33%
Keith
----- Original Message -----
From: "mjb777" <mattbrock777(at)gmail.com>
Sent: Tuesday, August 14, 2012 12:02 PM
Subject: Pulsar-List: Pulsar weights and engine choices.
>
> Hi guys,
>
> I'm a total newbie to this Forum and firstly I'd like to thank all of you
> for the interesting reading your discussions have provided me with, and in
> advance, (hopefully), for the wisdom and experience that I can gain from
> your experiences with the Pulsar and other aircraft you may have built.
>
> I have a complete Pulsar 1 Tail Dragger Kit, with Spruce full length
> spars, and the originally supplied, brand new, (albeit some 15 - 20 years
> old), Rotax 582 90 series engine.
>
> I was given this Kit by the original purchaser as he says that if he
> hasn't built it by now, he never will and as I am a qualified LAME , (A
> and P), and have some experience with friends kits then its better off
> with me.
>
> I would rather a 4 stroke engine of larger displacement than the Rotax
> 582, and after sitting around for so long, even though it has no visible
> corrosion through any ports or on the crankshaft or visible big end needle
> bearings I think it would be prudent to have the engine fully overhauled
> for at least the seals and other perishables before I would take my Wife
> flying with it. I also am Australian, (don't hold it against me), and we
> have some large ground to cover and a couple of around Australia trips
> will be on the cards when we have the time.
>
> I have been looking closely and talking to some Pulsar 1 builders who have
> used the Jabiru 2200 firewall forward conversion. One of these kept the
> original full length spruce wing spars and had no issues, and I am sure
> there were more who have done the same.
>
> I personally really like the Aerovee 2.3 and have flown this engine a
> couple of times and have looked closely at the great quality of this
> engine. It weighs about 8 Kg more than the Jabiru, but is 50% the cost and
> has pretty much the same SFC and I can maintain and overhaul it.
>
> I have talked with the Aussie SAAA about my plans and they have no issue
> with it, even registering the Pulsar with the Aerovee in the "VH" Amateur
> built experimental category as I have an ATPL licence which means I can
> fly the Aircraft into any Airport in Australia.
>
> Now for my question......theory etc........(Be gentle with me!)......
>
> On this Forum I have seen a few posts regarding wooden spars and composite
> spars, weight limits etc. for the Pulsar.
>
> If I was to put the Aerovee into the Pulsar 1, with engine mounting, extra
> engine weight etc. perhaps this would equate to a 30Kg/ 66Lb increase over
> the Rotax 582 for a conventional frame style mount and probably a similar
> amount for a bed style mount.
>
> The original documentation for my Kit says the design MTOW at a +6g load
> limit is 900Lbs.
>
> If I was to build my Pulsar with the Aerovee but to a +4g limit, then I
> figure that to acheive the same stress loading as would be experienced by
> ALL structural components then I could build to a MTOW of 1350Lbs which is
> way beyond the original Rotax 582 and also with the Aerovee conversion.
>
> I realise that the majority of the increased load would be on the lower
> cowl if i was to build a bed mount for the Aerovee, so if the engine
> installed weighs say 217lbs, (I think thats very pessimistic!!), then the
> load on the lower cowl for the original 582 at approx 132Lb engine weight
> at +6g is 792Lb and for the Aerovee at +4g is 868Lbs. That is a 76Lb
> difference AT +4g.
>
> I have a great article article here, in Contact Magazine issue 2 where
> Aero Designs mentions that they calculate that the lower cowl/ fuselage
> bond and glass strips into the fuselage shell provide an ultimate load
> capability of 20G with the 582, a load of 2640Lb!!!. The Aerovee
> configuration at +4g with a factor of 2 is 1736Lb!!!
>
> Keep in mind that the total aircraft weight at +4g will be LESS than the
> Rotax 582 configuration at +6g.
>
> It's not even worth investigating the negative G limit scenarios as at -2g
> negative limit as opposed to the original -4g limit this is even more
> conservative than reducing the original +6 to +4.
>
> So.......
>
> If all of this is taken into consideration, along with C of G limits and
> so on, do any of you see STRUCTURAL issues with my plan of the Aerovee
> conversion at a design limit of +4g/-2g?
>
> Regards,
>
> Matt.
>
> --------
> Pulsar 1 Kit.
> Captain B777.
> Licenced Aircraft Maintenance Engineer.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=380889#380889
>
>
>
________________________________________________________________________________
Subject: Pulsar weights and engine choices.
Date: Aug 14, 2012
From: "Gose, Eddie" <E-Gose(at)tamus.edu>
Greg:
Just a quick follow on question. I am aware of a Pulsar airframe that is
currently for sale. It is advertised as a "XP" but seller claims it has
wood spars. The current owner says that the airframe is set up for a
912. The photos show a bed mount configuration. The seller claims glass
wing skins and wing tanks. My question is did Pulsar sell an XP kit with
wood spars? Seems to me the wood spars/912 would limit pay load
some...your thoughts?
Eddie
From: owner-pulsar-list-server(at)matronics.com
[mailto:owner-pulsar-list-server(at)matronics.com] On Behalf Of
GREGSMI(at)aol.com
Sent: Tuesday, August 14, 2012 7:25 AM
Subject: Re: Pulsar-List: Pulsar weights and engine choices.
Thank you Matt for answering several of my questions I had sent to you
before you joined the list. I will try to now answer your new issues.
The airframe you have was made for the 582. As such, it came out of the
molds with a lighter glass than the 912 model. In other words, the 582
fuselage was not strong enough to support the 912. Now, you are wanting
to mount an engine that is 40 pounds heavier than the 912 in a 582
fuselage. Are you intending to use the header tank also? The fuel was
moved to the wings when the 912 was installed. Also, the spars you have
limited to 900 pounds gross weight, if the spar caps go to the outboard
edge of the wing tip.
I understand your desire to go with the economical Aerovee engine, but
the Pulsar airframe will not support the weight. The Jabiru 2200 weighs
10 pounds more than the 582 installed weight, which makes it a good
candidate for this application, if you want to go with a four stroke
engine.
I do not know any other way to put this, installing the Aerovee in this
airframe is a ticket for disaster, on so many levels. If you want to use
the Aerovee engine, you must find another airframe.
Greg
In a message dated 8/14/2012 5:03:45 A.M. Central Daylight Time,
mattbrock777(at)gmail.com writes:
mattbrock777(at)gmail.com
I'm a total newbie to this Forum and firstly I'd like to thank
all of you for the interesting reading your discussions have provided me
with, and in advance, (hopefully), for the wisdom and experience that I
can gain from your experiences with the Pulsar and other aircraft you
may have built.
I have a complete Pulsar 1 Tail Dragger Kit, with Spruce full
length spars, and the originally supplied, brand new, (albeit some 15 -
20 years old), Rotax 582 90 series engine.
I was given this Kit by the original purchaser as he says that
if he hasn't built it by now, he never will and as I am a qualified LAME
, (A and P), and have some experience with friends kits then its better
off with me.
I would rather a 4 stroke engine of larger displacement than the
Rotax 582, and after sitting around for so long, even though it has no
visible corrosion through any ports or on the crankshaft or visible big
end needle bearings I think it would be prudent to have the engine fully
overhauled for at least the seals and other perishables before I would
take my Wife flying with it. I also am Australian, (don't hold it
against me), and we have some large ground to cover and a couple of
around Australia trips will be on the cards when we have the time.
I have been looking closely and talking to some Pulsar 1
builders who have used the Jabiru 2200 firewall forward conversion. One
of these kept the original full length spruce wing spars and had no
issues, and I am sure there were more who have done the same.
I personally really like the Aerovee 2.3 and have flown this
engine a couple of times and have looked closely at the great quality of
this engine. It weighs about 8 Kg more than the Jabiru, but is 50% the
cost and has pretty much the same SFC and I can maintain and overhaul
it.
I have talked with the Aussie SAAA about my plans and they have
no issue with it, even registering the Pulsar with the Aerovee in the
"VH" Amateur built experimental category as I have an ATPL licence which
means I can fly the Aircraft into any Airport in Australia.
Now for my question......theory etc........(Be gentle with
me!)......
On this Forum I have seen a few posts regarding wooden spars and
composite spars, weight limits etc. for the Pulsar.
If I was to put the Aerovee into the Pulsar 1, with engine
mounting, extra engine weight etc. perhaps this would equate to a 30Kg/
66Lb increase over the Rotax 582 for a conventional frame style mount
and probably a similar amount for a bed style mount.
The original documentation for my Kit says the design MTOW at a
+6g load limit is 900Lbs.
If I was to build my Pulsar with the Aerovee but to a +4g limit,
then I figure that to acheive the same stress loading as would be
experienced by ALL structural components then I could build to a MTOW of
1350Lbs which is way beyond the original Rotax 582 and also with the
Aerovee conversion.
I realise that the majority of the increased load would be on
the lower cowl if i was to build a bed mount for the Aerovee, so if the
engine installed weighs say 217lbs, (I think thats very pessimistic!!),
then the load on the lower cowl for the original 582 at approx 132Lb
engine weight at +6g is 792Lb and for the Aerovee at +4g is 868Lbs. That
is a 76Lb difference AT +4g.
I have a great article article here, in Contact Magazine issue 2
where Aero Designs mentions that they calculate that the lower cowl/
fuselage bond and glass strips into the fuselage shell provide an
ultimate load capability of 20G with the 582, a load of 2640Lb!!!. The
Aerovee configuration at +4g with a factor of 2 is 1736Lb!!!
Keep in mind that the total aircraft weight at +4g will be LESS
than the Rotax 582 configuration at +6g.
It's not even worth investigating the negative G limit scenarios
as at -2g negative limit as opposed to the original -4g limit this is
even more conservative than reducing the original +6 to +4.
So.......
If all of this is taken into consideration, along with C of G
limits and so on, do any of you see STRUCTURAL issues with my plan of
the Aerovee conversion at a design limit of +4g/-2g?
Regards,
Matt.
--------
Pulsar 1 Kit.
Captain B777.
Licenced Aircraft Maintenance Engineer.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=380889#380889
________________________________________________________________________________
Date: Aug 14, 2012
Subject: Re: Pulsar List request.
From: Larry Wheat <lwheat2083(at)gmail.com>
Matt, welcome aboard. I have just finished a Pulsar III and am now in
flight test. Any help you need there is an abundance of knowledge
available. Cheers, Larry N852LW
On Tue, Aug 14, 2012 at 1:01 AM, Matthew Brock wrot
e:
> Hi,****
>
> ** **
>
> My name is Matthew Brock and I am building a Pulsar Kitplane.****
>
> ** **
>
> I=92d really like to join your list for Pulsar Builders.****
>
> ** **
>
> Regards,****
>
> ** **
>
> Matt.****
>
> ** **
>
> ** **
>
> *
>
===========
===========
===========
===========
> *
>
>
--
Larry Wheat
________________________________________________________________________________
From: GREGSMI(at)aol.com
Date: Aug 14, 2012
Subject: Re: Pulsar weights and engine choices.
You are limited to 900 pounds gross with the wood spars. There may have
been a few shipped with wood spars, you should ask to see the cowling, if i
t
has a hump in the middle for spark plugs, it is a 582 cowl.
It has been so long now it is going to be difficult to know what you are
getting. If the cowl is 582 you can bet the fuselage is six oz. glass and n
ot
XP. Also, if there are no wing tanks, it will not accommodate a 912.
In a message dated 8/14/2012 11:13:40 A.M. Central Daylight Time,
E-Gose(at)tamus.edu writes:
Greg:
Just a quick follow on question. I am aware of a Pulsar airframe that is
currently for sale. It is advertised as a =9CXP=9D but seller
claims it has
wood spars. The current owner says that the airframe is set up for a 912.
The
photos show a bed mount configuration. The seller claims glass wing skins
and wing tanks. My question is did Pulsar sell an XP kit with wood spars?
Seems to me the wood spars/912 would limit pay load someyour thou
ghts?
Eddie
From: owner-pulsar-list-server(at)matronics.com
[mailto:owner-pulsar-list-server(at)matronics.com] On Behalf Of GREGSMI(at)aol.c
om
Sent: Tuesday, August 14, 2012 7:25 AM
Subject: Re: Pulsar-List: Pulsar weights and engine choices.
Thank you Matt for answering several of my questions I had sent to you
before you joined the list. I will try to now answer your new issues.
The airframe you have was made for the 582. As such, it came out of the
molds with a lighter glass than the 912 model. In other words, the 582
fuselage was not strong enough to support the 912. Now, you are wanting to
mount
an engine that is 40 pounds heavier than the 912 in a 582 fuselage. Are yo
u
intending to use the header tank also? The fuel was moved to the wings
when the 912 was installed. Also, the spars you have limited to 900 pounds
gross weight, if the spar caps go to the outboard edge of the wing tip.
I understand your desire to go with the economical Aerovee engine, but the
Pulsar airframe will not support the weight. The Jabiru 2200 weighs 10
pounds more than the 582 installed weight, which makes it a good candidate
for
this application, if you want to go with a four stroke engine.
I do not know any other way to put this, installing the Aerovee in this
airframe is a ticket for disaster, on so many levels. If you want to use t
he
Aerovee engine, you must find another airframe.
Greg
In a message dated 8/14/2012 5:03:45 A.M. Central Daylight Time,
_mattbrock777(at)gmail.com_ (mailto:mattbrock777(at)gmail.com) writes:
--> Pulsar-List message posted by: "mjb777" _mattbrock777(at)gmail.com_
(mailto:mattbrock777(at)gmail.com)
I'm a total newbie to this Forum and firstly I'd like to thank all of you
for the interesting reading your discussions have provided me with, and in
advance, (hopefully), for the wisdom and experience that I can gain from
your experiences with the Pulsar and other aircraft you may have built.
I have a complete Pulsar 1 Tail Dragger Kit, with Spruce full length
spars, and the originally supplied, brand new, (albeit some 15 - 20 years
old),
Rotax 582 90 series engine.
I was given this Kit by the original purchaser as he says that if he
hasn't built it by now, he never will and as I am a qualified LAME , (A an
d P),
and have some experience with friends kits then its better off with me.
I would rather a 4 stroke engine of larger displacement than the Rotax
582, and after sitting around for so long, even though it has no visible
corrosion through any ports or on the crankshaft or visible big end needle
bearings I think it would be prudent to have the engine fully overhauled f
or
at least the seals and other perishables before I would take my Wife flyin
g
with it. I also am Australian, (don't hold it against me), and we have
some large ground to cover and a couple of around Australia trips will be
on
the cards when we have the time.
I have been looking closely and talking to some Pulsar 1 builders who have
used the Jabiru 2200 firewall forward conversion. One of these kept the
original full length spruce wing spars and had no issues, and I am sure th
ere
were more who have done the same.
I personally really like the Aerovee 2.3 and have flown this engine a
couple of times and have looked closely at the great quality of this engin
e. It
weighs about 8 Kg more than the Jabiru, but is 50% the cost and has pretty
much the same SFC and I can maintain and overhaul it.
I have talked with the Aussie SAAA about my plans and they have no issue
with it, even registering the Pulsar with the Aerovee in the "VH" Amateur
built experimental category as I have an ATPL licence which means I can fl
y
the Aircraft into any Airport in Australia.
Now for my question......theory etc........(Be gentle with me!)......
On this Forum I have seen a few posts regarding wooden spars and composite
spars, weight limits etc. for the Pulsar.
If I was to put the Aerovee into the Pulsar 1, with engine mounting, extra
engine weight etc. perhaps this would equate to a 30Kg/ 66Lb increase over
the Rotax 582 for a conventional frame style mount and probably a similar
amount for a bed style mount.
The original documentation for my Kit says the design MTOW at a +6g load
limit is 900Lbs.
If I was to build my Pulsar with the Aerovee but to a +4g limit, then I
figure that to acheive the same stress loading as would be experienced by
ALL
structural components then I could build to a MTOW of 1350Lbs which is way
beyond the original Rotax 582 and also with the Aerovee conversion.
I realise that the majority of the increased load would be on the lower
cowl if i was to build a bed mount for the Aerovee, so if the engine
installed weighs say 217lbs, (I think thats very pessimistic!!), then the
load on
the lower cowl for the original 582 at approx 132Lb engine weight at +6g
is
792Lb and for the Aerovee at +4g is 868Lbs. That is a 76Lb difference AT
+4g.
I have a great article article here, in Contact Magazine issue 2 where
Aero Designs mentions that they calculate that the lower cowl/ fuselage bo
nd
and glass strips into the fuselage shell provide an ultimate load capabili
ty
of 20G with the 582, a load of 2640Lb!!!. The Aerovee configuration at +4g
with a factor of 2 is 1736Lb!!!
Keep in mind that the total aircraft weight at +4g will be LESS than the
Rotax 582 configuration at +6g.
It's not even worth investigating the negative G limit scenarios as at -2g
negative limit as opposed to the original -4g limit this is even more
conservative than reducing the original +6 to +4.
So.......
If all of this is taken into consideration, along with C of G limits and
so on, do any of you see STRUCTURAL issues with my plan of the Aerovee
conversion at a design limit of +4g/-2g?
Regards,
Matt.
--------
Pulsar 1 Kit.
Captain B777.
Licenced Aircraft Maintenance Engineer.
Read this topic online here:
_http://forums.matronics.com/viewtopic.php?p=380889#380889_
(http://forums.matronics.com/viewtopic.php?p=380889#380889)
http://www.matronics.com/Navigator?Pulsar-List
http://forums.matronics.com
http://www.matronics.com/contribution
(http://www.matronics.com/Navigator?Pulsar-List)
(http://www.matronics.com/contribution)
________________________________________________________________________________
From: GREGSMI(at)aol.com
Date: Aug 14, 2012
Subject: Re: Pulsar weights and engine choices.
Eddy, just remembered, I saw the same Pulsar. I know the original builder
and have tried to contact him in the past to get an idea of what it is all
about. It is possible he has an early XP, before they went to glass spars.
If the kit was bought piece meal, it could be anything. Wing tanks and the
bed mount 912 suggest an early XP but without talking to the builder, I do
not know what it is. In any event, the wood spars limit the aircraft to 90
0
pounds gross, and only if it has extended spar caps.
In a message dated 8/14/2012 11:13:40 A.M. Central Daylight Time,
E-Gose(at)tamus.edu writes:
Greg:
Just a quick follow on question. I am aware of a Pulsar airframe that is
currently for sale. It is advertised as a =9CXP=9D but seller
claims it has
wood spars. The current owner says that the airframe is set up for a 912.
The
photos show a bed mount configuration. The seller claims glass wing skins
and wing tanks. My question is did Pulsar sell an XP kit with wood spars?
Seems to me the wood spars/912 would limit pay load someyour thou
ghts?
Eddie
From: owner-pulsar-list-server(at)matronics.com
[mailto:owner-pulsar-list-server(at)matronics.com] On Behalf Of GREGSMI(at)aol.c
om
Sent: Tuesday, August 14, 2012 7:25 AM
Subject: Re: Pulsar-List: Pulsar weights and engine choices.
Thank you Matt for answering several of my questions I had sent to you
before you joined the list. I will try to now answer your new issues.
The airframe you have was made for the 582. As such, it came out of the
molds with a lighter glass than the 912 model. In other words, the 582
fuselage was not strong enough to support the 912. Now, you are wanting to
mount
an engine that is 40 pounds heavier than the 912 in a 582 fuselage. Are yo
u
intending to use the header tank also? The fuel was moved to the wings
when the 912 was installed. Also, the spars you have limited to 900 pounds
gross weight, if the spar caps go to the outboard edge of the wing tip.
I understand your desire to go with the economical Aerovee engine, but the
Pulsar airframe will not support the weight. The Jabiru 2200 weighs 10
pounds more than the 582 installed weight, which makes it a good candidate
for
this application, if you want to go with a four stroke engine.
I do not know any other way to put this, installing the Aerovee in this
airframe is a ticket for disaster, on so many levels. If you want to use t
he
Aerovee engine, you must find another airframe.
Greg
In a message dated 8/14/2012 5:03:45 A.M. Central Daylight Time,
_mattbrock777(at)gmail.com_ (mailto:mattbrock777(at)gmail.com) writes:
--> Pulsar-List message posted by: "mjb777" _mattbrock777(at)gmail.com_
(mailto:mattbrock777(at)gmail.com)
I'm a total newbie to this Forum and firstly I'd like to thank all of you
for the interesting reading your discussions have provided me with, and in
advance, (hopefully), for the wisdom and experience that I can gain from
your experiences with the Pulsar and other aircraft you may have built.
I have a complete Pulsar 1 Tail Dragger Kit, with Spruce full length
spars, and the originally supplied, brand new, (albeit some 15 - 20 years
old),
Rotax 582 90 series engine.
I was given this Kit by the original purchaser as he says that if he
hasn't built it by now, he never will and as I am a qualified LAME , (A an
d P),
and have some experience with friends kits then its better off with me.
I would rather a 4 stroke engine of larger displacement than the Rotax
582, and after sitting around for so long, even though it has no visible
corrosion through any ports or on the crankshaft or visible big end needle
bearings I think it would be prudent to have the engine fully overhauled f
or at
least the seals and other perishables before I would take my Wife flying
with it. I also am Australian, (don't hold it against me), and we have som
e
large ground to cover and a couple of around Australia trips will be on th
e
cards when we have the time.
I have been looking closely and talking to some Pulsar 1 builders who have
used the Jabiru 2200 firewall forward conversion. One of these kept the
original full length spruce wing spars and had no issues, and I am sure th
ere
were more who have done the same.
I personally really like the Aerovee 2.3 and have flown this engine a
couple of times and have looked closely at the great quality of this engin
e. It
weighs about 8 Kg more than the Jabiru, but is 50% the cost and has pretty
much the same SFC and I can maintain and overhaul it.
I have talked with the Aussie SAAA about my plans and they have no issue
with it, even registering the Pulsar with the Aerovee in the "VH" Amateur
built experimental category as I have an ATPL licence which means I can fl
y
the Aircraft into any Airport in Australia.
Now for my question......theory etc........(Be gentle with me!)......
On this Forum I have seen a few posts regarding wooden spars and composite
spars, weight limits etc. for the Pulsar.
If I was to put the Aerovee into the Pulsar 1, with engine mounting, extra
engine weight etc. perhaps this would equate to a 30Kg/ 66Lb increase over
the Rotax 582 for a conventional frame style mount and probably a similar
amount for a bed style mount.
The original documentation for my Kit says the design MTOW at a +6g load
limit is 900Lbs.
If I was to build my Pulsar with the Aerovee but to a +4g limit, then I
figure that to acheive the same stress loading as would be experienced by
ALL
structural components then I could build to a MTOW of 1350Lbs which is way
beyond the original Rotax 582 and also with the Aerovee conversion.
I realise that the majority of the increased load would be on the lower
cowl if i was to build a bed mount for the Aerovee, so if the engine
installed weighs say 217lbs, (I think thats very pessimistic!!), then the
load on
the lower cowl for the original 582 at approx 132Lb engine weight at +6g
is
792Lb and for the Aerovee at +4g is 868Lbs. That is a 76Lb difference AT
+4g.
I have a great article article here, in Contact Magazine issue 2 where
Aero Designs mentions that they calculate that the lower cowl/ fuselage bo
nd
and glass strips into the fuselage shell provide an ultimate load capabili
ty
of 20G with the 582, a load of 2640Lb!!!. The Aerovee configuration at +4g
with a factor of 2 is 1736Lb!!!
Keep in mind that the total aircraft weight at +4g will be LESS than the
Rotax 582 configuration at +6g.
It's not even worth investigating the negative G limit scenarios as at -2g
negative limit as opposed to the original -4g limit this is even more
conservative than reducing the original +6 to +4.
So.......
If all of this is taken into consideration, along with C of G limits and
so on, do any of you see STRUCTURAL issues with my plan of the Aerovee
conversion at a design limit of +4g/-2g?
Regards,
Matt.
--------
Pulsar 1 Kit.
Captain B777.
Licenced Aircraft Maintenance Engineer.
Read this topic online here:
_http://forums.matronics.com/viewtopic.php?p=380889#380889_
(http://forums.matronics.com/viewtopic.php?p=380889#380889)
http://www.matronics.com/Navigator?Pulsar-List
http://forums.matronics.com
http://www.matronics.com/contribution
(http://www.matronics.com/Navigator?Pulsar-List)
(http://www.matronics.com/contribution)
________________________________________________________________________________
From: "Barry J Edwards" <barryjedwards(at)lineone.net>
Subject: Re: Pulsar weights and engine choices.
Date: Aug 14, 2012
Hi Eddie,
I have a fairly early Pulsar XP with the 912 engine (actually the 1st XP
tail-dragger ever to fly). Mine has wood spars but which also had a
layer of 9oz glass cloth bonded on each side (as per the AD manual), it
also has the plywood skins. The gross weight is 960lbs. It=99s
been flying for over 1000hrs now in the space of 20 years. If yours has
wing tanks it is almost certainly an XP, but yes, do check the cowl. To
take the extra engine weight, the uni-glass =98straps=99
were doubled up as well as the fuselage glass being slightly heavier.
Hope this helps you.
Barry
G-XPXP Tail-dragger UK, 1020hrs.
From: Gose, Eddie
Sent: Tuesday, August 14, 2012 5:12 PM
Subject: RE: Pulsar-List: Pulsar weights and engine choices.
Greg:
Just a quick follow on question. I am aware of a Pulsar airframe that is
currently for sale. It is advertised as a =9CXP=9D but
seller claims it has wood spars. The current owner says that the
airframe is set up for a 912. The photos show a bed mount configuration.
The seller claims glass wing skins and wing tanks. My question is did
Pulsar sell an XP kit with wood spars? Seems to me the wood spars/912
would limit pay load someyour thoughts?
Eddie
From: owner-pulsar-list-server(at)matronics.com
[mailto:owner-pulsar-list-server(at)matronics.com] On Behalf Of
GREGSMI(at)aol.com
Sent: Tuesday, August 14, 2012 7:25 AM
Subject: Re: Pulsar-List: Pulsar weights and engine choices.
Thank you Matt for answering several of my questions I had sent to you
before you joined the list. I will try to now answer your new issues.
The airframe you have was made for the 582. As such, it came out of the
molds with a lighter glass than the 912 model. In other words, the 582
fuselage was not strong enough to support the 912. Now, you are wanting
to mount an engine that is 40 pounds heavier than the 912 in a 582
fuselage. Are you intending to use the header tank also? The fuel was
moved to the wings when the 912 was installed. Also, the spars you have
limited to 900 pounds gross weight, if the spar caps go to the outboard
edge of the wing tip.
I understand your desire to go with the economical Aerovee engine, but
the Pulsar airframe will not support the weight. The Jabiru 2200 weighs
10 pounds more than the 582 installed weight, which makes it a good
candidate for this application, if you want to go with a four stroke
engine.
I do not know any other way to put this, installing the Aerovee in this
airframe is a ticket for disaster, on so many levels. If you want to use
the Aerovee engine, you must find another airframe.
Greg
In a message dated 8/14/2012 5:03:45 A.M. Central Daylight Time,
mattbrock777(at)gmail.com writes:
I'm a total newbie to this Forum and firstly I'd like to thank all of
you for the interesting reading your discussions have provided me with,
and in advance, (hopefully), for the wisdom and experience that I can
gain from your experiences with the Pulsar and other aircraft you may
have built.
I have a complete Pulsar 1 Tail Dragger Kit, with Spruce full length
spars, and the originally supplied, brand new, (albeit some 15 - 20
years old), Rotax 582 90 series engine.
I was given this Kit by the original purchaser as he says that if he
hasn't built it by now, he never will and as I am a qualified LAME , (A
and P), and have some experience with friends kits then its better off
with me.
I would rather a 4 stroke engine of larger displacement than the Rotax
582, and after sitting around for so long, even though it has no visible
corrosion through any ports or on the crankshaft or visible big end
needle bearings I think it would be prudent to have the engine fully
overhauled for at least the seals and other perishables before I would
take my Wife flying with it. I also am Australian, (don't hold it
against me), and we have some large ground to cover and a couple of
around Australia trips will be on the cards when we have the time.
I have been looking closely and talking to some Pulsar 1 builders who
have used the Jabiru 2200 firewall forward conversion. One of these kept
the original full length spruce wing spars and had no issues, and I am
sure there were more who have done the same.
I personally really like the Aerovee 2.3 and have flown this engine a
couple of times and have looked closely at the great quality of this
engine. It weighs about 8 Kg more than the Jabiru, but is 50% the cost
and has pretty much the same SFC and I can maintain and overhaul it.
I have talked with the Aussie SAAA about my plans and they have no
issue with it, even registering the Pulsar with the Aerovee in the "VH"
Amateur built experimental category as I have an ATPL licence which
means I can fly the Aircraft into any Airport in Australia.
Now for my question......theory etc........(Be gentle with me!)......
On this Forum I have seen a few posts regarding wooden spars and
composite spars, weight limits etc. for the Pulsar.
If I was to put the Aerovee into the Pulsar 1, with engine mounting,
extra engine weight etc. perhaps this would equate to a 30Kg/ 66Lb
increase over the Rotax 582 for a conventional frame style mount and
probably a similar amount for a bed style mount.
The original documentation for my Kit says the design MTOW at a +6g
load limit is 900Lbs.
If I was to build my Pulsar with the Aerovee but to a +4g limit, then
I figure that to acheive the same stress loading as would be experienced
by ALL structural components then I could build to a MTOW of 1350Lbs
which is way beyond the original Rotax 582 and also with the Aerovee
conversion.
I realise that the majority of the increased load would be on the
lower cowl if i was to build a bed mount for the Aerovee, so if the
engine installed weighs say 217lbs, (I think thats very pessimistic!!),
then the load on the lower cowl for the original 582 at approx 132Lb
engine weight at +6g is 792Lb and for the Aerovee at +4g is 868Lbs. That
is a 76Lb difference AT +4g.
I have a great article article here, in Contact Magazine issue 2 where
Aero Designs mentions that they calculate that the lower cowl/ fuselage
bond and glass strips into the fuselage shell provide an ultimate load
capability of 20G with the 582, a load of 2640Lb!!!. The Aerovee
configuration at +4g with a factor of 2 is 1736Lb!!!
Keep in mind that the total aircraft weight at +4g will be LESS than
the Rotax 582 configuration at +6g.
It's not even worth investigating the negative G limit scenarios as at
-2g negative limit as opposed to the original -4g limit this is even
more conservative than reducing the original +6 to +4.
So.......
If all of this is taken into consideration, along with C of G limits
and so on, do any of you see STRUCTURAL issues with my plan of the
Aerovee conversion at a design limit of +4g/-2g?
Regards,
Matt.
--------
Pulsar 1 Kit.
Captain B777.
Licenced Aircraft Maintenance Engineer.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=380889#380889
http://www.matronics.com/Navigator?Pulsar-Listhttp://forums.matronics.com
http://www.matronics.com/contribution
________________________________________________________________________________
Date: Aug 14, 2012
From: barrynorman(at)comcast.net
Subject: Leaking fuel tanks
This is an update on the fuel tank issue. After getting the right wing home
and filling it with fuel it was obvious it was leaking from the end plate
at the top if the wing next to the spar. Once I removed the end plate, I al
so noticed that the epoxy tank sealer around the flap return spring eyelet
had cracked and exposing the spar to fuel in a area about the size of a hal
f dollar. I cleaned that area up and the spar looked fine so I coated the a
rea with polysulfide sealant. I also built a wedge much like the one Jim di
d for his plane but I did it out of Hysol mixed with some flox that incorpo
rated the fiberglass angle, the spar and the edges of the tank flange. Once
it was curred I coated it with polysulfide sealant. The wedge appears to r
eally tie that area where leaks are prone together and greatly reduces flex
. After putting the end plate back on it's been filled with fuel for about
2 weeks with no leaks or seepage.=C2-Thanks to Jim for the details=C2-t
his fix.
=C2-
Now I just need to finish=C2-repainting this wing and get the other one d
one.
=C2-
Barry
________________________________________________________________________________
Subject: Re: Pulsar weights and engine choices.
Date: Aug 14, 2012
From: "Alex Kozloff" <avkozloff(at)roadrunner.com>
Matt:
I have Pulsar I kit #190 with the Rotax 582 that I bought in 1990.
I finished the plane in 2004 (I can explain the delay if you really
want me to); but before I flew it, I had the engine overhauled with new
gaskets, an added thermostat, and most importantly, a stouter crankshaft
that required cageless needle bearings on the ends to bring it up to the
newer "Blue Head" specifications.
I've got about 650 hours on the plane to date and went for an
additional engine rebuild during the past Eight (8) years.
My only problems to date are two (2) rectifier failures that prevented
the battery from charging.
Luckily, in each case, I had a backup battery for the Dynon EFIS that
allowed me to land safely.
Using Jim Schmitt's suggestion, I had the GSC propeller thinned down
and I now cruse at 100K using 4 gph at lower altitudes.
Some time ago, Greg Smith, the Guru of all things Pulsar related,
pointed out that the fuselage laminate for the 582 powered Pulsar I was
lighter than the succeeding models and that larger engines than 66 HP were
not recommended. (Someone put a BMW motorcycle engine in one and ended up
breaking the fuselage, as I recollect).
Good luck on your project, I'm sure you are going to enjoy building
and flying this delightful and agile aircraft.
>
> Hi guys,
>
> I'm a total newbie to this Forum and firstly I'd like to thank all of
> you for the interesting reading your discussions have provided me with,
> and in advance, (hopefully), for the wisdom and experience that I can
> gain from your experiences with the Pulsar and other aircraft you may
> have built.
>
> I have a complete Pulsar 1 Tail Dragger Kit, with Spruce full length
> spars, and the originally supplied, brand new, (albeit some 15 - 20
> years old), Rotax 582 90 series engine.
>
> I was given this Kit by the original purchaser as he says that if he
> hasn't built it by now, he never will and as I am a qualified LAME , (A
> and P), and have some experience with friends kits then its better off
> with me.
>
> I would rather a 4 stroke engine of larger displacement than the Rotax
> 582, and after sitting around for so long, even though it has no visible
> corrosion through any ports or on the crankshaft or visible big end
> needle bearings I think it would be prudent to have the engine fully
> overhauled for at least the seals and other perishables before I would
> take my Wife flying with it. I also am Australian, (don't hold it
> against me), and we have some large ground to cover and a couple of
> around Australia trips will be on the cards when we have the time.
>
> I have been looking closely and talking to some Pulsar 1 builders who
> have used the Jabiru 2200 firewall forward conversion. One of these kept
> the original full length spruce wing spars and had no issues, and I am
> sure there were more who have done the same.
>
> I personally really like the Aerovee 2.3 and have flown this engine a
> couple of times and have looked closely at the great quality of this
> engine. It weighs about 8 Kg more than the Jabiru, but is 50% the cost
> and has pretty much the same SFC and I can maintain and overhaul it.
>
> I have talked with the Aussie SAAA about my plans and they have no issue
> with it, even registering the Pulsar with the Aerovee in the "VH"
> Amateur built experimental category as I have an ATPL licence which
> means I can fly the Aircraft into any Airport in Australia.
>
> Now for my question......theory etc........(Be gentle with me!)......
>
> On this Forum I have seen a few posts regarding wooden spars and
> composite spars, weight limits etc. for the Pulsar.
>
> If I was to put the Aerovee into the Pulsar 1, with engine mounting,
> extra engine weight etc. perhaps this would equate to a 30Kg/ 66Lb
> increase over the Rotax 582 for a conventional frame style mount and
> probably a similar amount for a bed style mount.
>
> The original documentation for my Kit says the design MTOW at a +6g load
> limit is 900Lbs.
>
> If I was to build my Pulsar with the Aerovee but to a +4g limit, then I
> figure that to acheive the same stress loading as would be experienced
> by ALL structural components then I could build to a MTOW of 1350Lbs
> which is way beyond the original Rotax 582 and also with the Aerovee
> conversion.
>
> I realise that the majority of the increased load would be on the lower
> cowl if i was to build a bed mount for the Aerovee, so if the engine
> installed weighs say 217lbs, (I think thats very pessimistic!!), then
> the load on the lower cowl for the original 582 at approx 132Lb engine
> weight at +6g is 792Lb and for the Aerovee at +4g is 868Lbs. That is a
> 76Lb difference AT +4g.
>
> I have a great article article here, in Contact Magazine issue 2 where
> Aero Designs mentions that they calculate that the lower cowl/ fuselage
> bond and glass strips into the fuselage shell provide an ultimate load
> capability of 20G with the 582, a load of 2640Lb!!!. The Aerovee
> configuration at +4g with a factor of 2 is 1736Lb!!!
>
> Keep in mind that the total aircraft weight at +4g will be LESS than the
> Rotax 582 configuration at +6g.
>
> It's not even worth investigating the negative G limit scenarios as at
> -2g negative limit as opposed to the original -4g limit this is even
> more conservative than reducing the original +6 to +4.
>
> So.......
>
> If all of this is taken into consideration, along with C of G limits and
> so on, do any of you see STRUCTURAL issues with my plan of the Aerovee
> conversion at a design limit of +4g/-2g?
>
> Regards,
>
> Matt.
>
> --------
> Pulsar 1 Kit.
> Captain B777.
> Licenced Aircraft Maintenance Engineer.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=380889#380889
>
>
> Alex Kozloff
P.O. Box 866
Santa Paula, CA 93061(USPS)
416 East Santa Maria Street Hangar # 31
Santa Paula, CA 93060 (UPS & FedEx)
(805) 525-1415
(949) 400-6364 Cell
________________________________________________________________________________
Subject: Re: Pulsar weights and engine choices.
From: "mjb777" <mattbrock777(at)gmail.com>
Date: Aug 14, 2012
Thanks for all the input so far guys I really appreciate it.
I'd be very interested to learn more about the structural failure of the BMW conversion.
I believe it was a landing incident and who knows what sort of strut
type engine mount, or fuselage anchor points had been 'engineered'. If anyone
has pictures or a website link that would be great.
Can someone explain to me why, if the weight of the hypothetical Aerovee converted
Pulsar at +4g is LESS than the 582 configuration at +6g, then why is there
disaster looming with the wood spars?
MTOW limits in this class of aircraft are only for the design limit G and safety
factor after all.
My spars have the Bi caps and I am aware that there are XP's out there with the
spruce spar at 960lb WITH A +6g LIMIT AT THIS WEIGHT.
So if I carry out a suitable strengthening of the forward fuselage to carry and
distribute the extra loads at +4g with a factor of 2, (about 150lbs) ...........whats
the problem?
I know I am playing devils advocate here but the History books are loaded with
stuff that we 'couldn't do'!! [Wink]
Matt.
--------
Pulsar 1 Kit.
Captain B777.
Licenced Aircraft Maintenance Engineer.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=380945#380945
________________________________________________________________________________
From: "Keith Palmer" <kdpalmer(at)mweb.co.za>
Subject: Re: Pulsar weights and engine choices.
Date: Aug 15, 2012
Matt,
Personally with what you want to do you must speak to the designer
to get approval or get yourself a mechanical engineer to do the calculations
for you, and in either case do load tests after construction to get approval
from your local authorities, before registration, as a new design aircraft.
This is what would be required in my country.
You can't expect homebuilders and pilots to answer these questions .
Keith
PS there are two types of wood spars 1 st the capping did not go to the end
of the spar - 2nd upgrade capping went to the end of the spar/wing tip
----- Original Message -----
From: "mjb777" <mattbrock777(at)gmail.com>
Sent: Wednesday, August 15, 2012 8:47 AM
Subject: Pulsar-List: Re: Pulsar weights and engine choices.
>
> Thanks for all the input so far guys I really appreciate it.
>
> I'd be very interested to learn more about the structural failure of the
> BMW conversion. I believe it was a landing incident and who knows what
> sort of strut type engine mount, or fuselage anchor points had been
> 'engineered'. If anyone has pictures or a website link that would be
> great.
>
> Can someone explain to me why, if the weight of the hypothetical Aerovee
> converted Pulsar at +4g is LESS than the 582 configuration at +6g, then
> why is there disaster looming with the wood spars?
>
> MTOW limits in this class of aircraft are only for the design limit G and
> safety factor after all.
>
> My spars have the Bi caps and I am aware that there are XP's out there
> with the spruce spar at 960lb WITH A +6g LIMIT AT THIS WEIGHT.
>
> So if I carry out a suitable strengthening of the forward fuselage to
> carry and distribute the extra loads at +4g with a factor of 2, (about
> 150lbs) ...........whats the problem?
>
> I know I am playing devils advocate here but the History books are loaded
> with stuff that we 'couldn't do'!! [Wink]
>
> Matt.
>
> --------
> Pulsar 1 Kit.
> Captain B777.
> Licenced Aircraft Maintenance Engineer.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=380945#380945
>
>
>
________________________________________________________________________________
Subject: Re: Pulsar weights and engine choices.
From: "mjb777" <mattbrock777(at)gmail.com>
Date: Aug 15, 2012
Thanks Keith,
I fully intend to do as much analysis of this as I can and fortunately the SAAA
has engineers on hand to assist with this sort of thing. I pretty much want to
hear opinions, and will not hold anyone responsible for such.
My kit has the full length reinforced spars.
I know there are at least a couple of Pulsar 1's out there with the Jabiru conversion
and I'd really like to hear from some of those guys about their experience
so far?
Matt.
--------
Pulsar 1 TD Kit.
Captain B777.
Licenced Aircraft Maintenance Engineer.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=380948#380948
________________________________________________________________________________
Subject: Re: Pulsar weights and engine choices.
From: Brian Anderson <briana(at)xtra.co.nz>
Date: Aug 15, 2012
Matt,
There are other considerations anyhow. The VW is a lot wider. How are you going
to keep it within the dimensions of the cowling. The present cowling will only
just fit a Rotax 912. How are you going to strengthen the firewall to distribute
the loads into the fuselage? The Series 1 and the XP were designed with the
engine bed mounted. The loads are carried into the fuselage via unidirectional
glass "beams" through the firewall and into the fuselage structure. The firewall
itself is only 1/4" glass/foam sandwich, strengthened to carry the noseleg
loads.
How are you going to maintain the correct CofG location with that much extra weight
in the nose ?
Why bother trying to re-engineer it for something that it was never designed for.
Brian
XP, #456, 912
On 15/08/2012, at 6:47 PM, mjb777 wrote:
>
> Thanks for all the input so far guys I really appreciate it.
>
> I'd be very interested to learn more about the structural failure of the BMW
conversion. I believe it was a landing incident and who knows what sort of strut
type engine mount, or fuselage anchor points had been 'engineered'. If anyone
has pictures or a website link that would be great.
>
> Can someone explain to me why, if the weight of the hypothetical Aerovee converted
Pulsar at +4g is LESS than the 582 configuration at +6g, then why is there
disaster looming with the wood spars?
>
> MTOW limits in this class of aircraft are only for the design limit G and safety
factor after all.
>
> My spars have the Bi caps and I am aware that there are XP's out there with the
spruce spar at 960lb WITH A +6g LIMIT AT THIS WEIGHT.
>
> So if I carry out a suitable strengthening of the forward fuselage to carry and
distribute the extra loads at +4g with a factor of 2, (about 150lbs) ...........whats
the problem?
>
> I know I am playing devils advocate here but the History books are loaded with
stuff that we 'couldn't do'!! [Wink]
>
> Matt.
>
> --------
> Pulsar 1 Kit.
> Captain B777.
> Licenced Aircraft Maintenance Engineer.
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=380945#380945
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
From: "Keith Palmer" <kdpalmer(at)mweb.co.za>
Subject: Re: Pulsar weights and engine choices.
Date: Aug 15, 2012
Opinion are meaningless unless from a qualified person - and for a "Captain
B777. - Licenced Aircraft Maintenance Engineer" asking these questions of
Homebuilders and Pilots ????. I would say you are on your own !
----- Original Message -----
From: "mjb777" <mattbrock777(at)gmail.com>
Sent: Wednesday, August 15, 2012 9:51 AM
Subject: Pulsar-List: Re: Pulsar weights and engine choices.
>
> Thanks Keith,
>
> I fully intend to do as much analysis of this as I can and fortunately the
> SAAA has engineers on hand to assist with this sort of thing. I pretty
> much want to hear opinions, and will not hold anyone responsible for such.
>
> My kit has the full length reinforced spars.
>
> I know there are at least a couple of Pulsar 1's out there with the Jabiru
> conversion and I'd really like to hear from some of those guys about their
> experience so far?
>
> Matt.
>
> --------
> Pulsar 1 TD Kit.
> Captain B777.
> Licenced Aircraft Maintenance Engineer.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=380948#380948
>
>
>
________________________________________________________________________________
From: "Keith Palmer" <kdpalmer(at)mweb.co.za>
Subject: Re: Pulsar weights and engine choices.
Date: Aug 15, 2012
BTW your last comment - the Jabiru is an approved conversion all specs and
drawings are available from the agents.
----- Original Message -----
From: "Keith Palmer" <kdpalmer(at)mweb.co.za>
Sent: Wednesday, August 15, 2012 10:20 AM
Subject: Re: Pulsar-List: Re: Pulsar weights and engine choices.
>
> Opinion are meaningless unless from a qualified person - and for a
> "Captain B777. - Licenced Aircraft Maintenance Engineer" asking these
> questions of Homebuilders and Pilots ????. I would say you are on your
> own !
>
> ----- Original Message -----
> From: "mjb777" <mattbrock777(at)gmail.com>
> To:
> Sent: Wednesday, August 15, 2012 9:51 AM
> Subject: Pulsar-List: Re: Pulsar weights and engine choices.
>
>
>>
>> Thanks Keith,
>>
>> I fully intend to do as much analysis of this as I can and fortunately
>> the SAAA has engineers on hand to assist with this sort of thing. I
>> pretty much want to hear opinions, and will not hold anyone responsible
>> for such.
>>
>> My kit has the full length reinforced spars.
>>
>> I know there are at least a couple of Pulsar 1's out there with the
>> Jabiru conversion and I'd really like to hear from some of those guys
>> about their experience so far?
>>
>> Matt.
>>
>> --------
>> Pulsar 1 TD Kit.
>> Captain B777.
>> Licenced Aircraft Maintenance Engineer.
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=380948#380948
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
________________________________________________________________________________
Subject: Re: Pulsar weights and engine choices.
From: "mjb777" <mattbrock777(at)gmail.com>
Date: Aug 15, 2012
I appreciate all input that you guys have given me regarding this matter.
I don't see how my qualifications mean anything when I am simply seeking information
from those with experience in this area and also with similar modifications
that have been made in the past.
If anyone has more information they'd like to provide regarding Jabiru or Rotax
conversions that they know of with wood spar Pulsars, I'd really like to hear
from you.
Matt.
--------
Pulsar 1 TD Kit.
Captain B777.
Licenced Aircraft Maintenance Engineer.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=380952#380952
________________________________________________________________________________
From: GREGSMI(at)aol.com
Date: Aug 15, 2012
Subject: Re: Pulsar weights and engine choices.
Matt, with the kit came a set of manuals. If they are the correct manuals
for that kit, hard to say after 20 years, but those manuals will give the
kit's design limitations.You must know that designing an aircraft is a series
of compromises, each change impacting other things. It is extremely
complicated. I have worked five years on a design project with a very gifted
design engineer and you would be amazed at the 'do overs' a minor change has
caused.
The Pulsar builders and pilots have an outstanding safety record and we
tend to guard it jealously. We love the aircraft and the people that fly them.
Most of us had the luxury of consulting with the aircraft designer while
we were building. If we screwed up or wanted to deviate from plan, we could
call the factory and the designer would evaluate the issue based on the
impact to the whole aircraft design. Unfortunately, this great support is no
longer available.
As several people have pointed out, you need to be talking to an engineer
that has all of the specifications and testing that went into the design,
and that is not available. If you cannot build the plane per the manuals then
I would like to suggest you donate it to someone that will follow the
manual. You paid nothing for it so you are out nothing. Maybe you could sell it
and buy the aircraft that is designed for your requirements.
Please do not be offended by this suggestion. We have lost some Pulsar
friends and our biggest concern is for all to be safe. You are wanting to
modify the Pulsar way beyond it's design limitations and there is no way that
can be done on this forum.
Greg
In a message dated 8/15/2012 5:17:09 A.M. Central Daylight Time,
mattbrock777(at)gmail.com writes:
--> Pulsar-List message posted by: "mjb777"
I appreciate all input that you guys have given me regarding this matter.
I don't see how my qualifications mean anything when I am simply seeking
information from those with experience in this area and also with similar
modifications that have been made in the past.
If anyone has more information they'd like to provide regarding Jabiru or
Rotax conversions that they know of with wood spar Pulsars, I'd really like
to hear from you.
Matt.
--------
Pulsar 1 TD Kit.
Captain B777.
Licenced Aircraft Maintenance Engineer.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=380952#380952
________________________________________________________________________________
From: GREGSMI(at)aol.com
Date: Aug 15, 2012
Subject: Re: Pulsar weights and engine choices.
Just one more answer for your calculations. The 6 G load you are looking at
is ULTIMATE load, the point where the spar fails. FAR 23 requires a 1.5
safety factor which puts the operating limit load at 4 G. By reducing the
ultimate load to 4 G, you now have an operating limit load of 2 G, not a safe
situation. I hope that clarifies things for you.
Greg
In a message dated 8/15/2012 9:52:41 A.M. Central Daylight Time,
GREGSMI(at)aol.com writes:
Matt, with the kit came a set of manuals. If they are the correct manuals
for that kit, hard to say after 20 years, but those manuals will give the
kit's design limitations.You must know that designing an aircraft is a series
of compromises, each change impacting other things. It is extremely
complicated. I have worked five years on a design project with a very gifted
design engineer and you would be amazed at the 'do overs' a minor change has
caused.
The Pulsar builders and pilots have an outstanding safety record and we
tend to guard it jealously. We love the aircraft and the people that fly them.
Most of us had the luxury of consulting with the aircraft designer while
we were building. If we screwed up or wanted to deviate from plan, we could
call the factory and the designer would evaluate the issue based on the
impact to the whole aircraft design. Unfortunately, this great support is no
longer available.
As several people have pointed out, you need to be talking to an engineer
that has all of the specifications and testing that went into the design,
and that is not available. If you cannot build the plane per the manuals then
I would like to suggest you donate it to someone that will follow the
manual. You paid nothing for it so you are out nothing. Maybe you could sell it
and buy the aircraft that is designed for your requirements.
Please do not be offended by this suggestion. We have lost some Pulsar
friends and our biggest concern is for all to be safe. You are wanting to
modify the Pulsar way beyond it's design limitations and there is no way that
can be done on this forum.
Greg
In a message dated 8/15/2012 5:17:09 A.M. Central Daylight Time,
mattbrock777(at)gmail.com writes:
--> Pulsar-List message posted by: "mjb777"
I appreciate all input that you guys have given me regarding this matter.
I don't see how my qualifications mean anything when I am simply seeking
information from those with experience in this area and also with similar
modifications that have been made in the past.
If anyone has more information they'd like to provide regarding Jabiru or
Rotax conversions that they know of with wood spar Pulsars, I'd really like
to hear from you.
Matt.
--------
Pulsar 1 TD Kit.
Captain B777.
Licenced Aircraft Maintenance Engineer.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=380952#380952
(http://www.matronics.com/Navigator?Pulsar-List)
(http://www.matronics.com/contribution)
________________________________________________________________________________
From: "sonja.englert(at)juno.com" <sonja.englert(at)juno.com>
Date: Aug 15, 2012
Subject: Oshkosh and voltage regulator
Hello All,
I had solved my temporary overvoltage problem by installing a new voltage regulator.
I did not buy the one Rotax specifies but am now using one used on John
Deere tractors. It cost less than half of the original one and works better. I
have had it in the plane during the Oshkosh trip and it is holding up well. If
anyone needs info on it, I can send a picture and where I bought it from. Unfortunately
it is sold under a number of different part numbers. It has a different
bolt pattern but it was easy to make a simple adapter.
Instead of writing an Osh trip report, I made a video. I have added the links to
my videos to my web site
http://www.caro-engineering.com on the "Video" page.
Please note that I have a new email address: paqs345(at)gmail.com
Sonja
____________________________________________________________
Woman is 53 But Looks 25
Mom reveals 1 simple wrinkle trick that has angered doctors...
http://thirdpartyoffers.juno.com/TGL3131/502c1b5966a1b1b591607st04duc
________________________________________________________________________________
Subject: Re: Pulsar weights and engine choices.
From: "mjb777" <mattbrock777(at)gmail.com>
Date: Aug 15, 2012
Thanks for your insight Greg and I very much appreciate the following and pride
of the Pulsar guys out there. I haven't heard a bad word about the aeroplane
other than some of the negative experiences that guys have had with 2 strokes
over time.
A quick question with your last comment. I have numerous official Aero Designs
pulications that state the "G-Limits (Tested) +6.0/-4.0". There is never a mention
in any of these brochures or my construction and operation Manuals, (that
I can see anyway), that mentions +4.0G?
Could you provide me with a reference as even if I proceed to the original design
specifications then this is very important.
Regards and thanks again for your input.
Matt.
--------
Pulsar 1 TD Kit.
Captain B777.
Licenced Aircraft Maintenance Engineer.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=381005#381005
________________________________________________________________________________
From: GREGSMI(at)aol.com
Date: Aug 16, 2012
Subject: Re: Pulsar weights and engine choices.
The ultimate load is 6G. FAR part 23 requires one and half G safety margin
which puts the operating limit load at 4 G. The operating limit is derived
from the ultimate load limit. When it says tested, Aerodesigns was stating
6G is the point of failure. On many occasions, Aerodesigns had talked about
testing, and in dealing with composites, how any damage would be
cumulative. It was always stressed that the Pulsar is not an acrobatic aircraft
which is where you might see the higher G loads.
In a message dated 8/16/2012 1:24:37 A.M. Central Daylight Time,
mattbrock777(at)gmail.com writes:
--> Pulsar-List message posted by: "mjb777"
Thanks for your insight Greg and I very much appreciate the following and
pride of the Pulsar guys out there. I haven't heard a bad word about the
aeroplane other than some of the negative experiences that guys have had with
2 strokes over time.
A quick question with your last comment. I have numerous official Aero
Designs pulications that state the "G-Limits (Tested) +6.0/-4.0". There is
never a mention in any of these brochures or my construction and operation
Manuals, (that I can see anyway), that mentions +4.0G?
Could you provide me with a reference as even if I proceed to the original
design specifications then this is very important.
Regards and thanks again for your input.
Matt.
--------
Pulsar 1 TD Kit.
Captain B777.
Licenced Aircraft Maintenance Engineer.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=381005#381005
________________________________________________________________________________
Subject: Re: Pulsar weights and engine choices.
From: "mjb777" <mattbrock777(at)gmail.com>
Date: Aug 16, 2012
Thanks Greg, I understand.
I had another look at my Operating manual and see that +4/-2 is in there.
Without holding you to it, would you be more positive with my Pulsar 1 being modified
with the Jabiru conversion?
Matt.
--------
Pulsar 1 TD Kit.
Captain B777.
Licenced Aircraft Maintenance Engineer.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=381011#381011
________________________________________________________________________________
From: "Bob" <rmurrill(at)cox.net>
Subject: Re: Pulsar weights and engine choices.
Date: Aug 16, 2012
I recall seeing pictures many years ago purporting to be a 6 g ultimate
load test of a Pulsar wing. Believe it was conducted at NAU as part of
a student design senior project. I do not remember if it was a wood or
glass spar, but I do recall the test went to the full
=9C6g=9D value....ie sandbags almost to the ceiling, wing
tips drooped to the floor. The aviation program at NAU is pretty much
gone now, but you might be able to find a report on the web or maybe
AIAA archives.
Bob
From: GREGSMI(at)aol.com
Sent: Thursday, August 16, 2012 3:10 AM
Subject: Re: Pulsar-List: Re: Pulsar weights and engine choices.
The ultimate load is 6G. FAR part 23 requires one and half G safety
margin which puts the operating limit load at 4 G. The operating limit
is derived from the ultimate load limit. When it says tested,
Aerodesigns was stating 6G is the point of failure. On many occasions,
Aerodesigns had talked about testing, and in dealing with composites,
how any damage would be cumulative. It was always stressed that the
Pulsar is not an acrobatic aircraft which is where you might see the
higher G loads.
In a message dated 8/16/2012 1:24:37 A.M. Central Daylight Time,
mattbrock777(at)gmail.com writes:
Thanks for your insight Greg and I very much appreciate the following
and pride of the Pulsar guys out there. I haven't heard a bad word about
the aeroplane other than some of the negative experiences that guys have
had with 2 strokes over time.
A quick question with your last comment. I have numerous official Aero
Designs pulications that state the "G-Limits (Tested) +6.0/-4.0". There
is never a mention in any of these brochures or my construction and
operation Manuals, (that I can see anyway), that mentions +4.0G?
Could you provide me with a reference as even if I proceed to the
original design specifications then this is very important.
Regards and thanks again for your input.
Matt.
--------
Pulsar 1 TD Kit.
Captain B777.
Licenced Aircraft Maintenance Engineer.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=381005#381005
________________________________________________________________________________
Subject: Re: Pulsar weights and engine choices.
From: "mjb777" <mattbrock777(at)gmail.com>
Date: Aug 16, 2012
Interesting and I think I may have come across something similar however, as many
have said on this, lets say 'inspirational' post of mine is that they think
that at 4G at the design weight, the elastic limit may be exceeded and permanent
cumulative damage may start to occur.
That right Greg?
--------
Pulsar 1 TD Kit.
Captain B777.
Licenced Aircraft Maintenance Engineer.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=381024#381024
________________________________________________________________________________
Date: Aug 16, 2012
Subject: Re: Pulsar weights and engine choices.
From: Sonja Englert <paqs345(at)gmail.com>
With composite airplanes, there is little fatigue damage accumulating,
unlike with metal airplanes. If you exceed the limit load, it is not
likely to yield or get bent, but if you exceed ultimate load, it will
break all of a sudden.
Sonja
On 8/16/12, mjb777 wrote:
>
> Interesting and I think I may have come across something similar however, as
> many have said on this, lets say 'inspirational' post of mine is that they
> think that at 4G at the design weight, the elastic limit may be exceeded and
> permanent cumulative damage may start to occur.
>
> That right Greg?
>
> --------
> Pulsar 1 TD Kit.
> Captain B777.
> Licenced Aircraft Maintenance Engineer.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=381024#381024
>
>
________________________________________________________________________________
Date: Aug 16, 2012
Subject: Re: Pulsar weights and engine choices.
From: Bernard Wilder <bernard.wilder2(at)gmail.com>
There was also static test done in Europe,,, Germany, I think.
Bernie Wilder
On Thu, Aug 16, 2012 at 9:37 AM, Bob wrote:
> I recall seeing pictures many years ago purporting to be a 6 g ultimate
> load test of a Pulsar wing. Believe it was conducted at NAU as part of a
> student design senior project. I do not remember if it was a wood or gla
ss
> spar, but I do recall the test went to the full =936g=94 value....ie sand
bags
> almost to the ceiling, wing tips drooped to the floor. The aviation
> program at NAU is pretty much gone now, but you might be able to find a
> report on the web or maybe AIAA archives.
>
> Bob
>
>
> *From:* GREGSMI(at)aol.com
> *Sent:* Thursday, August 16, 2012 3:10 AM
> *To:* pulsar-list(at)matronics.com
> *Subject:* Re: Pulsar-List: Re: Pulsar weights and engine choices.
> The ultimate load is 6G. FAR part 23 requires one and half G safety
> margin which puts the operating limit load at 4 G. The operating limit is
> derived from the ultimate load limit. When it says tested, Aerodesigns wa
s
> stating 6G is the point of failure. On many occasions, Aerodesigns had
> talked about testing, and in dealing with composites, how any damage woul
d
> be cumulative. It was always stressed that the Pulsar is not an acrobatic
> aircraft which is where you might see the higher G loads.
>
>
> In a message dated 8/16/2012 1:24:37 A.M. Central Daylight Time,
> mattbrock777(at)gmail.com writes:
>
>
> Thanks for your insight Greg and I very much appreciate the following and
> pride of the Pulsar guys out there. I haven't heard a bad word about the
> aeroplane other than some of the negative experiences that guys have had
> with 2 strokes over time.
>
> A quick question with your last comment. I have numerous official Aero
> Designs pulications that state the "G-Limits (Tested) +6.0/-4.0". There i
s
> never a mention in any of these brochures or my construction and operatio
n
> Manuals, (that I can see anyway), that mentions +4.0G?
>
> Could you provide me with a reference as even if I proceed to the origina
l
> design specifications then this is very important.
>
> Regards and thanks again for your input.
>
> Matt.
>
> --------
> Pulsar 1 TD Kit.
> Captain B777.
> Licenced Aircraft Maintenance Engineer.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=381005#381005**
>
>
> *
>
> href="http://www.matronics.com/Navigator?Pulsar-List">http://www.matron
href="http://forums.matronics.com">http://forums.matronics.com
> href="http://www.matronics.com/contribution">http://www.matronics.com/c
*
>
> *
>
===========
===========
===========
===========
> *
>
>
________________________________________________________________________________
Subject: Fiberglass/ foam undercarriage age.
From: "mjb777" <mattbrock777(at)gmail.com>
Date: Aug 17, 2012
Hi guys,
Time for a new question.
My Pulsar 1 tail dragger kit has the original composite main gear.
It looks to be in good condition, however I wonder if there have been any modifications
required, or issues with these in service?
Are there still many Pulsars out there flying with the original composite main
gear?
Matt.
--------
Pulsar 1 TD Kit.
Captain B777.
Licenced Aircraft Maintenance Engineer.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=381056#381056
________________________________________________________________________________
Subject: Re: Fiberglass/ foam undercarriage age.
From: pulsar331(at)sbcglobal.net
Date: Aug 17, 2012
Some of us added a wrap of fiberglass or carbon fiber around the lower part of
the leg. I used carbon fiber - about 1/2" wide wrapped around the very end of
the leg and another just above the where the axle mounts. There were small cracks
developing and the wraps stopped that. That was 10 years ago - no more problems
with that area. However, I have also had problems with the bolt holes
wearing where the gear mounts to the seat back and to the gusset. Once the holes
are worn you get a popping sound when turning. I have not come up with a good
permanent fix for that yet. So far I just keep them tight, but a repair in
that area is in the future.
Bill Coleman
Pulsar XP N331BP
On Aug 17, 2012, at 4:04 AM, "mjb777" wrote:
>
> Hi guys,
>
> Time for a new question.
>
> My Pulsar 1 tail dragger kit has the original composite main gear.
>
> It looks to be in good condition, however I wonder if there have been any modifications
required, or issues with these in service?
>
> Are there still many Pulsars out there flying with the original composite main
gear?
>
> Matt.
>
> --------
> Pulsar 1 TD Kit.
> Captain B777.
> Licenced Aircraft Maintenance Engineer.
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=381056#381056
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
From: Scott - Special Effects Armourer <scott@s-f-x.com>
Subject: Re: Fiberglass/ foam undercarriage age.
Date: Aug 17, 2012
My gear is composite - 20 years old and was not reinforced. It broke during a soft
landing so I chose a repair which has taken 4 months and cost a fortune (insurance
claim). I should have gone for the alu leg from Grove. They made a special
for lighter models. Mine is 1060lbs MTOW.
Cheers
Scott MacIntyre
On 17 Aug 2012, at 10:42, pulsar331(at)sbcglobal.net wrote:
>
> Some of us added a wrap of fiberglass or carbon fiber around the lower part of
the leg. I used carbon fiber - about 1/2" wide wrapped around the very end
of the leg and another just above the where the axle mounts. There were small
cracks developing and the wraps stopped that. That was 10 years ago - no more
problems with that area. However, I have also had problems with the bolt holes
wearing where the gear mounts to the seat back and to the gusset. Once the holes
are worn you get a popping sound when turning. I have not come up with a
good permanent fix for that yet. So far I just keep them tight, but a repair in
that area is in the future.
>
> Bill Coleman
> Pulsar XP N331BP
>
>
>
>
>
> On Aug 17, 2012, at 4:04 AM, "mjb777" wrote:
>
>>
>> Hi guys,
>>
>> Time for a new question.
>>
>> My Pulsar 1 tail dragger kit has the original composite main gear.
>>
>> It looks to be in good condition, however I wonder if there have been any modifications
required, or issues with these in service?
>>
>> Are there still many Pulsars out there flying with the original composite main
gear?
>>
>> Matt.
>>
>> --------
>> Pulsar 1 TD Kit.
>> Captain B777.
>> Licenced Aircraft Maintenance Engineer.
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=381056#381056
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
>
>
________________________________________________________________________________
Date: Aug 17, 2012
Subject: Re: Fiberglass/ foam undercarriage age.
From: Bernard Wilder <bernard.wilder2(at)gmail.com>
Kit #390 after twelve years is still flying with the original foam filled
composite gear. It has seen about 1,500 smooth landings and 500 teeth
jarers. (( give or take a few.))
About eight years ago a crack developed that ran two inches up from the
very bottom on one side. The wheel mounting plate places two mounting bolts
either side of the crack. that keeps the crack from spreading open.. The
crack has never gone any farther up the gear so I didn't do anything about
it and have long since stopped worrying about it.
After twelve years the gear has developed a little permanent spread. The
wheels no longer sit exactly straight up and down. Close but not exactly.
HEY - - - - we all develop a little spread with age. I expect to go on for
a few more years and I expect my gear to do the same.
Bernie Wilder
On Fri, Aug 17, 2012 at 4:04 AM, mjb777 wrote:
>
> Hi guys,
>
> Time for a new question.
>
> My Pulsar 1 tail dragger kit has the original composite main gear.
>
> It looks to be in good condition, however I wonder if there have been any
> modifications required, or issues with these in service?
>
> Are there still many Pulsars out there flying with the original composite
> main gear?
>
> Matt.
>
> --------
> Pulsar 1 TD Kit.
> Captain B777.
> Licenced Aircraft Maintenance Engineer.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=381056#381056
>
>
________________________________________________________________________________
From: "Keith Palmer" <kdpalmer(at)mweb.co.za>
Subject: Re: Fiberglass/ foam undercarriage age.
Date: Aug 17, 2012
The very early main gears had problems and a heavier core ? was used which
improved the gear. Later a mod came out because of splitting at the bolt
holes for the slub axles, this envolved wrapping carbon fibre around the
lower 5 or 6" where the bolts went through to stop the splitting. ( for
Bernard )
K'd
----- Original Message -----
From: "mjb777" <mattbrock777(at)gmail.com>
Sent: Friday, August 17, 2012 10:04 AM
Subject: Pulsar-List: Fiberglass/ foam undercarriage age.
>
> Hi guys,
>
> Time for a new question.
>
> My Pulsar 1 tail dragger kit has the original composite main gear.
>
> It looks to be in good condition, however I wonder if there have been any
> modifications required, or issues with these in service?
>
> Are there still many Pulsars out there flying with the original composite
> main gear?
>
> Matt.
>
> --------
> Pulsar 1 TD Kit.
> Captain B777.
> Licenced Aircraft Maintenance Engineer.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=381056#381056
>
>
>
________________________________________________________________________________
From: Scott - Special Effects Armourer <scott@s-f-x.com>
Subject: Re: Fiberglass/ foam undercarriage age.
Date: Aug 17, 2012
I did ask the repairer (Roger Targett, a composite specialist) to wrap my repaired
leg and I mentioned the norm was carbon - he seemed to take the view that
glass was more appropriate. He has wrapped the 2" above and below the radius i.e.
a 4" sock. He does this on the Extra to stop the leg delaminating. Not sure
about the science but I am happy to take his advice.
Scott MacIntyre
Sent from my iPhone
On 17 Aug 2012, at 15:33, "Keith Palmer" wrote:
>
> The very early main gears had problems and a heavier core ? was used which improved
the gear. Later a mod came out because of splitting at the bolt holes for
the slub axles, this envolved wrapping carbon fibre around the lower 5 or 6"
where the bolts went through to stop the splitting. ( for Bernard )
>
> K'd
>
>
> ----- Original Message ----- From: "mjb777" <mattbrock777(at)gmail.com>
> To:
> Sent: Friday, August 17, 2012 10:04 AM
> Subject: Pulsar-List: Fiberglass/ foam undercarriage age.
>
>
>>
>> Hi guys,
>>
>> Time for a new question.
>>
>> My Pulsar 1 tail dragger kit has the original composite main gear.
>>
>> It looks to be in good condition, however I wonder if there have been any modifications
required, or issues with these in service?
>>
>> Are there still many Pulsars out there flying with the original composite main
gear?
>>
>> Matt.
>>
>> --------
>> Pulsar 1 TD Kit.
>> Captain B777.
>> Licenced Aircraft Maintenance Engineer.
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=381056#381056
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
>
>
________________________________________________________________________________
From: Scott - Special Effects Armourer <scott@s-f-x.com>
Subject: Re: Fiberglass/ foam undercarriage age.
Date: Aug 17, 2012
I did ask the repairer (Roger Targett, a composite specialist) to wrap my repaired
leg and I mentioned the norm was carbon - he seemed to take the view that
glass was more appropriate. He has wrapped the 2" above and below the radius i.e.
a 4" sock. He does this on the Extra to stop the leg delaminating. Not sure
about the science but I am happy to take his advice.
Scott MacIntyre
Sent from my iPhone
On 17 Aug 2012, at 15:33, "Keith Palmer" wrote:
>
> The very early main gears had problems and a heavier core ? was used which improved
the gear. Later a mod came out because of splitting at the bolt holes for
the slub axles, this envolved wrapping carbon fibre around the lower 5 or 6"
where the bolts went through to stop the splitting. ( for Bernard )
>
> K'd
>
>
> ----- Original Message ----- From: "mjb777" <mattbrock777(at)gmail.com>
> To:
> Sent: Friday, August 17, 2012 10:04 AM
> Subject: Pulsar-List: Fiberglass/ foam undercarriage age.
>
>
>>
>> Hi guys,
>>
>> Time for a new question.
>>
>> My Pulsar 1 tail dragger kit has the original composite main gear.
>>
>> It looks to be in good condition, however I wonder if there have been any modifications
required, or issues with these in service?
>>
>> Are there still many Pulsars out there flying with the original composite main
gear?
>>
>> Matt.
>>
>> --------
>> Pulsar 1 TD Kit.
>> Captain B777.
>> Licenced Aircraft Maintenance Engineer.
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=381056#381056
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
>
>
________________________________________________________________________________
From: "Ray Wilhelm" <rwilhelm(at)dc.rr.com>
Subject: Fiberglass/ foam undercarriage age.
Date: Aug 17, 2012
There was also a mod to the Glass gear by Skystar for the Pulsar III. It
added carbon fiber to the gear legs to stiffen the gear legs. They have a
tendency to shimmy when landing faster than normal.
Ray Pulsar III/3300
-----Original Message-----
From: owner-pulsar-list-server(at)matronics.com
[mailto:owner-pulsar-list-server(at)matronics.com] On Behalf Of Scott - Special
Effects Armourer
Sent: Friday, August 17, 2012 9:13 AM
Subject: Re: Pulsar-List: Fiberglass/ foam undercarriage age.
--> <scott@s-f-x.com>
I did ask the repairer (Roger Targett, a composite specialist) to wrap my
repaired leg and I mentioned the norm was carbon - he seemed to take the
view that glass was more appropriate. He has wrapped the 2" above and below
the radius i.e. a 4" sock. He does this on the Extra to stop the leg
delaminating. Not sure about the science but I am happy to take his advice.
Scott MacIntyre
Sent from my iPhone
On 17 Aug 2012, at 15:33, "Keith Palmer" wrote:
> -->
>
> The very early main gears had problems and a heavier core ? was used
> which improved the gear. Later a mod came out because of splitting at
> the bolt holes for the slub axles, this envolved wrapping carbon fibre
> around the lower 5 or 6" where the bolts went through to stop the
> splitting. ( for Bernard )
>
> K'd
>
>
> ----- Original Message ----- From: "mjb777" <mattbrock777(at)gmail.com>
> To:
> Sent: Friday, August 17, 2012 10:04 AM
> Subject: Pulsar-List: Fiberglass/ foam undercarriage age.
>
>
>>
>> Hi guys,
>>
>> Time for a new question.
>>
>> My Pulsar 1 tail dragger kit has the original composite main gear.
>>
>> It looks to be in good condition, however I wonder if there have been any
modifications required, or issues with these in service?
>>
>> Are there still many Pulsars out there flying with the original composite
main gear?
>>
>> Matt.
>>
>> --------
>> Pulsar 1 TD Kit.
>> Captain B777.
>> Licenced Aircraft Maintenance Engineer.
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=381056#381056
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
>
>
________________________________________________________________________________
From: "Larry Eubanks" <leubanks(at)sunflower.com>
Subject: Re: Wheel pants
Date: Aug 17, 2012
One of the rear mounting bolts for my taidragger main gear has broken.
All the taildragger supplement manual says is 5/16 bolt (countersunk).
Anybody know what this bolt might be and how to find one? The broken
bolt is a phillips head about 1 1/2 " long with a 7/8 inch bare shank.
Thanks
Larry Eubanks
________________________________________________________________________________
Subject: Re: Wheel pants
Date: Aug 18, 2012
From: "Alex Kozloff" <avkozloff(at)roadrunner.com>
________________________________________________________________________________
Date: Aug 18, 2012
From: Alan Gill <alan99gill(at)yahoo.co.uk>
Subject: Re: Fiberglass/ foam undercarriage age.
Bernard=0A-=0AAre you able to measure the thickness of your foam filled u
ndercarriage-?? say 12 inches down from where it come out of the fuselage
. Just good details to have, so that when I get enquiries as to what U/C th
e owner has, I can advise.=0A-=0AFYI .. we in the UK mainly fly off from
grass runways, and as the early Pulsars (mine included) were fitted with "f
oam filled" undercarrages, they gave very little flexing on landing,-and
started to delaminate/crack. I indicated to Mark Brown our problems!! -(w
e also had front nose leg strut problems, so a "spring" strut link was desi
gned by Mark).-Mark-then started to supply the "all glass" composite ma
in gear-U/C (I think this was around 1992/3). It was more flexable on lan
ding, and gave no problems (but for any mis-handleing).=0A-=0ARegards=0AA
lan Gill=0AUK Pulsar Squadron Support=0A-=0A =0A=0A______________________
__________=0A From: Bernard Wilder <bernard.wilder2(at)gmail.com>=0ATo: pulsar
-list(at)matronics.com =0ASent: Friday, 17 August 2012, 14:57=0ASubject: Re: P
ulsar-List: Fiberglass/ foam undercarriage age.=0A =0A=0AKit #390 after tw
elve years is still flying with the original foam filled composite gear. It
has seen-about 1,500 smooth landings and 500 teeth jarers. (( give or ta
ke a few.)) =0A=0AAbout eight years ago a crack developed that ran two inch
es up from the very bottom on one side. The wheel mounting plate places two
mounting bolts either side of the crack. that keeps the crack from spreadi
ng open.. The crack has never gone any farther up the gear so I didn't do a
nything about it and have long since stopped worrying about it. =0A=0A=0AAf
ter twelve years the gear has developed a little permanent spread.- The w
heels no longer sit exactly straight up and down.- Close but not exactly.
=0A=0AHEY - - - - we all develop a little spread with age. I expect to go
on for a few more years and I expect my gear to do the same. =0A=0ABernie
Wilder=0A=0A =0AOn Fri, Aug 17, 2012 at 4:04 AM, mjb777 @gmail.com>=0A>=0A>Hi guys,=0A>=0A>Time for a new question.=0A>=0A>My Pulsa
r 1 tail dragger kit has the original composite main gear.=0A>=0A>It looks
to be in good condition, however I wonder if there have been any modificati
ons required, or issues with these in service?=0A>=0A>Are there still many
Pulsars out there flying with the original composite main gear?=0A>=0A>Matt
.=0A>=0A>--------=0A>Pulsar 1 TD Kit.=0A>Captain B777.=0A>Licenced Aircraft
Maintenance Engineer.=0A>=0A>=0A>=0A>=0A>Read this topic online here:=0A>
=0A>http://forums.matronics.com/viewtopic.php?p=381056#381=====
====================0A>y Browse, Chat
, FAQ,=0A>="http://www.matronics.com/Navigator?Pulsar-List" target="_bl
ank">http:======0A>http://forums.mle, List Admin.=0A>====
=====================
________________________________________________________________________________
From: Dennis Adams <ghf4986(at)gmail.com>
Date: Aug 18, 2012
Subject: Re: Wheel pants
Sent from an IPad
On Aug 1, 2012, at 7:04 PM, "GREGSMI(at)aol.com" wrote:
Does anyone have a spare set of main gear wheel pants? I am looking for
the small wheel pants over the 11X4X5 tires.
Thanks
Greg
*
*
________________________________________________________________________________
From: "Keith Palmer" <kdpalmer(at)mweb.co.za>
Subject: Re: Wheel pants
Date: Aug 18, 2012
I have a new un-worked on or painted set, which I mentioned to Greg !
K'd
----- Original Message -----
From: Dennis Adams
To: pulsar-list(at)matronics.com
Sent: Saturday, August 18, 2012 3:31 PM
Subject: Re: Pulsar-List: Wheel pants
Sent from an IPad
On Aug 1, 2012, at 7:04 PM, "GREGSMI(at)aol.com" wrote:
Does anyone have a spare set of main gear wheel pants? I am looking
for the small wheel pants over the 11X4X5 tires.
Thanks
Greg
ttp://www.matronics.com/Navigator?Pulsar-List
ics.com
.matronics.com/contribution
________________________________________________________________________________
Date: Aug 18, 2012
Subject: Re: Pulsar-List Digest: 9 Msgs - 08/17/12
From: Bob Hartunian <bobh5(at)earthlink.net>
Wrapping with carbon provides higher torsional and bending stiffness than
just a glass wrap of equivalent thickness; on the order of 3-4X stiffer. So
for best efficiency, use carbon wrap.
For the bearing situation of glass composite at gear attachment, glass has
low bearing strength (35,000 psi) compared to alum (80,000 psi), so easiest
way to increase bearing is to apply more localized glass to thicken section
or make steel inserts that bond into enlarged attachment holes. Inserts
would be on the order of 3/8"OD with 1/4" ID and good to have a flanged
surface for bond area.
Bob H
> From: Pulsar-List Digest Server <pulsar-list(at)matronics.com>
> Reply-To:
> Date: Fri, 17 Aug 2012 23:58:06 -0700
> To: Pulsar-List Digest List
> Subject: Pulsar-List Digest: 9 Msgs - 08/17/12
>
> *
>
> =================================================
> Online Versions of Today's List Digest Archive
> =================================================
>
> Today's complete Pulsar-List Digest can also be found in either of the
> two Web Links listed below. The .html file includes the Digest formatted
> in HTML for viewing with a web browser and features Hyperlinked Indexes
> and Message Navigation. The .txt file includes the plain ASCII version
> of the Pulsar-List Digest and can be viewed with a generic text editor
> such as Notepad or with a web browser.
>
> HTML Version:
>
>
> http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Chapter=2
> 012-08-17&Archive=Pulsar
>
> Text Version:
>
>
> http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&Chapter
> 12-08-17&Archive=Pulsar
>
>
> ===============================================
> EMail Version of Today's List Digest Archive
> ===============================================
>
>
> ----------------------------------------------------------
> Pulsar-List Digest Archive
> ---
> Total Messages Posted Fri 08/17/12: 9
> ----------------------------------------------------------
>
>
> Today's Message Index:
> ----------------------
>
> 1. 01:05 AM - Fiberglass/ foam undercarriage age. (mjb777)
> 2. 02:43 AM - Re: Fiberglass/ foam undercarriage age.
> (pulsar331(at)sbcglobal.net)
> 3. 03:03 AM - Re: Fiberglass/ foam undercarriage age. (Scott - Special
> Effects Armourer)
> 4. 06:58 AM - Re: Fiberglass/ foam undercarriage age. (Bernard Wilder)
> 5. 07:34 AM - Re: Fiberglass/ foam undercarriage age. (Keith Palmer)
> 6. 09:14 AM - Re: Fiberglass/ foam undercarriage age. (Scott - Special
> Effects Armourer)
> 7. 09:14 AM - Re: Fiberglass/ foam undercarriage age. (Scott - Special
> Effects Armourer)
> 8. 09:35 AM - Re: Fiberglass/ foam undercarriage age. (Ray Wilhelm)
> 9. 01:28 PM - Re: Wheel pants (Larry Eubanks)
>
>
>
> ________________________________ Message 1
> _____________________________________
>
>
> Subject: Pulsar-List: Fiberglass/ foam undercarriage age.
> From: "mjb777" <mattbrock777(at)gmail.com>
>
>
> Hi guys,
>
> Time for a new question.
>
> My Pulsar 1 tail dragger kit has the original composite main gear.
>
> It looks to be in good condition, however I wonder if there have been any
> modifications
> required, or issues with these in service?
>
> Are there still many Pulsars out there flying with the original composite main
> gear?
>
> Matt.
>
> --------
> Pulsar 1 TD Kit.
> Captain B777.
> Licenced Aircraft Maintenance Engineer.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=381056#381056
>
>
> ________________________________ Message 2
> _____________________________________
>
>
> Subject: Re: Pulsar-List: Fiberglass/ foam undercarriage age.
> From: pulsar331(at)sbcglobal.net
>
>
> Some of us added a wrap of fiberglass or carbon fiber around the lower part of
> the leg. I used carbon fiber - about 1/2" wide wrapped around the very end of
> the leg and another just above the where the axle mounts. There were small
> cracks
> developing and the wraps stopped that. That was 10 years ago - no more
> problems
> with that area. However, I have also had problems with the bolt holes
> wearing where the gear mounts to the seat back and to the gusset. Once the
> holes
> are worn you get a popping sound when turning. I have not come up with a good
> permanent fix for that yet. So far I just keep them tight, but a repair in
> that area is in the future.
>
> Bill Coleman
> Pulsar XP N331BP
>
>
> On Aug 17, 2012, at 4:04 AM, "mjb777" wrote:
>
>>
>> Hi guys,
>>
>> Time for a new question.
>>
>> My Pulsar 1 tail dragger kit has the original composite main gear.
>>
>> It looks to be in good condition, however I wonder if there have been any
>> modifications
> required, or issues with these in service?
>>
>> Are there still many Pulsars out there flying with the original composite
>> main
> gear?
>>
>> Matt.
>>
>> --------
>> Pulsar 1 TD Kit.
>> Captain B777.
>> Licenced Aircraft Maintenance Engineer.
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=381056#381056
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
> ________________________________ Message 3
> _____________________________________
>
>
> From: Scott - Special Effects Armourer <scott@s-f-x.com>
> Subject: Re: Pulsar-List: Fiberglass/ foam undercarriage age.
>
>
> My gear is composite - 20 years old and was not reinforced. It broke during a
> soft
> landing so I chose a repair which has taken 4 months and cost a fortune
> (insurance
> claim). I should have gone for the alu leg from Grove. They made a special
> for lighter models. Mine is 1060lbs MTOW.
>
> Cheers
>
> Scott MacIntyre
>
>
> On 17 Aug 2012, at 10:42, pulsar331(at)sbcglobal.net wrote:
>
>>
>> Some of us added a wrap of fiberglass or carbon fiber around the lower part
>> of
> the leg. I used carbon fiber - about 1/2" wide wrapped around the very end
> of the leg and another just above the where the axle mounts. There were small
> cracks developing and the wraps stopped that. That was 10 years ago - no more
> problems with that area. However, I have also had problems with the bolt
> holes
> wearing where the gear mounts to the seat back and to the gusset. Once the
> holes
> are worn you get a popping sound when turning. I have not come up with a
> good permanent fix for that yet. So far I just keep them tight, but a repair
> in
> that area is in the future.
>>
>> Bill Coleman
>> Pulsar XP N331BP
>>
>>
>>
>>
>>
>> On Aug 17, 2012, at 4:04 AM, "mjb777" wrote:
>>
>>>
>>> Hi guys,
>>>
>>> Time for a new question.
>>>
>>> My Pulsar 1 tail dragger kit has the original composite main gear.
>>>
>>> It looks to be in good condition, however I wonder if there have been any
>>> modifications
> required, or issues with these in service?
>>>
>>> Are there still many Pulsars out there flying with the original composite
>>> main
> gear?
>>>
>>> Matt.
>>>
>>> --------
>>> Pulsar 1 TD Kit.
>>> Captain B777.
>>> Licenced Aircraft Maintenance Engineer.
>>>
>>>
>>>
>>>
>>> Read this topic online here:
>>>
>>> http://forums.matronics.com/viewtopic.php?p=381056#381056
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>
>
> ________________________________ Message 4
> _____________________________________
>
>
> Subject: Re: Pulsar-List: Fiberglass/ foam undercarriage age.
> From: Bernard Wilder <bernard.wilder2(at)gmail.com>
>
> Kit #390 after twelve years is still flying with the original foam filled
> composite gear. It has seen about 1,500 smooth landings and 500 teeth
> jarers. (( give or take a few.))
>
> About eight years ago a crack developed that ran two inches up from the
> very bottom on one side. The wheel mounting plate places two mounting bolts
> either side of the crack. that keeps the crack from spreading open.. The
> crack has never gone any farther up the gear so I didn't do anything about
> it and have long since stopped worrying about it.
>
>
> After twelve years the gear has developed a little permanent spread. The
> wheels no longer sit exactly straight up and down. Close but not exactly.
>
> HEY - - - - we all develop a little spread with age. I expect to go on for
> a few more years and I expect my gear to do the same.
>
> Bernie Wilder
>
> On Fri, Aug 17, 2012 at 4:04 AM, mjb777 wrote:
>
>>
>> Hi guys,
>>
>> Time for a new question.
>>
>> My Pulsar 1 tail dragger kit has the original composite main gear.
>>
>> It looks to be in good condition, however I wonder if there have been any
>> modifications required, or issues with these in service?
>>
>> Are there still many Pulsars out there flying with the original composite
>> main gear?
>>
>> Matt.
>>
>> --------
>> Pulsar 1 TD Kit.
>> Captain B777.
>> Licenced Aircraft Maintenance Engineer.
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=381056#381056
>>
>>
>
> ________________________________ Message 5
> _____________________________________
>
>
> From: "Keith Palmer" <kdpalmer(at)mweb.co.za>
> Subject: Re: Pulsar-List: Fiberglass/ foam undercarriage age.
>
>
> The very early main gears had problems and a heavier core ? was used which
> improved the gear. Later a mod came out because of splitting at the bolt
> holes for the slub axles, this envolved wrapping carbon fibre around the
> lower 5 or 6" where the bolts went through to stop the splitting. ( for
> Bernard )
>
> K'd
>
>
> ----- Original Message -----
> From: "mjb777" <mattbrock777(at)gmail.com>
> Sent: Friday, August 17, 2012 10:04 AM
> Subject: Pulsar-List: Fiberglass/ foam undercarriage age.
>
>
>>
>> Hi guys,
>>
>> Time for a new question.
>>
>> My Pulsar 1 tail dragger kit has the original composite main gear.
>>
>> It looks to be in good condition, however I wonder if there have been any
>> modifications required, or issues with these in service?
>>
>> Are there still many Pulsars out there flying with the original composite
>> main gear?
>>
>> Matt.
>>
>> --------
>> Pulsar 1 TD Kit.
>> Captain B777.
>> Licenced Aircraft Maintenance Engineer.
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=381056#381056
>>
>>
>>
>
>
> ________________________________ Message 6
> _____________________________________
>
>
> From: Scott - Special Effects Armourer <scott@s-f-x.com>
> Subject: Re: Pulsar-List: Fiberglass/ foam undercarriage age.
>
>
> I did ask the repairer (Roger Targett, a composite specialist) to wrap my
> repaired
> leg and I mentioned the norm was carbon - he seemed to take the view that
> glass was more appropriate. He has wrapped the 2" above and below the radius
> i.e.
> a 4" sock. He does this on the Extra to stop the leg delaminating. Not sure
> about the science but I am happy to take his advice.
>
> Scott MacIntyre
>
>
> Sent from my iPhone
>
> On 17 Aug 2012, at 15:33, "Keith Palmer" wrote:
>
>>
>> The very early main gears had problems and a heavier core ? was used which
>> improved
> the gear. Later a mod came out because of splitting at the bolt holes for
> the slub axles, this envolved wrapping carbon fibre around the lower 5 or 6"
> where the bolts went through to stop the splitting. ( for Bernard )
>>
>> K'd
>>
>>
>> ----- Original Message ----- From: "mjb777" <mattbrock777(at)gmail.com>
>> To:
>> Sent: Friday, August 17, 2012 10:04 AM
>> Subject: Pulsar-List: Fiberglass/ foam undercarriage age.
>>
>>
>>>
>>> Hi guys,
>>>
>>> Time for a new question.
>>>
>>> My Pulsar 1 tail dragger kit has the original composite main gear.
>>>
>>> It looks to be in good condition, however I wonder if there have been any
>>> modifications
> required, or issues with these in service?
>>>
>>> Are there still many Pulsars out there flying with the original composite
>>> main
> gear?
>>>
>>> Matt.
>>>
>>> --------
>>> Pulsar 1 TD Kit.
>>> Captain B777.
>>> Licenced Aircraft Maintenance Engineer.
>>>
>>>
>>>
>>>
>>> Read this topic online here:
>>>
>>> http://forums.matronics.com/viewtopic.php?p=381056#381056
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>
>
> ________________________________ Message 7
> _____________________________________
>
>
> From: Scott - Special Effects Armourer <scott@s-f-x.com>
> Subject: Re: Pulsar-List: Fiberglass/ foam undercarriage age.
>
>
> I did ask the repairer (Roger Targett, a composite specialist) to wrap my
> repaired
> leg and I mentioned the norm was carbon - he seemed to take the view that
> glass was more appropriate. He has wrapped the 2" above and below the radius
> i.e.
> a 4" sock. He does this on the Extra to stop the leg delaminating. Not sure
> about the science but I am happy to take his advice.
>
> Scott MacIntyre
>
>
> Sent from my iPhone
>
> On 17 Aug 2012, at 15:33, "Keith Palmer" wrote:
>
>>
>> The very early main gears had problems and a heavier core ? was used which
>> improved
> the gear. Later a mod came out because of splitting at the bolt holes for
> the slub axles, this envolved wrapping carbon fibre around the lower 5 or 6"
> where the bolts went through to stop the splitting. ( for Bernard )
>>
>> K'd
>>
>>
>> ----- Original Message ----- From: "mjb777" <mattbrock777(at)gmail.com>
>> To:
>> Sent: Friday, August 17, 2012 10:04 AM
>> Subject: Pulsar-List: Fiberglass/ foam undercarriage age.
>>
>>
>>>
>>> Hi guys,
>>>
>>> Time for a new question.
>>>
>>> My Pulsar 1 tail dragger kit has the original composite main gear.
>>>
>>> It looks to be in good condition, however I wonder if there have been any
>>> modifications
> required, or issues with these in service?
>>>
>>> Are there still many Pulsars out there flying with the original composite
>>> main
> gear?
>>>
>>> Matt.
>>>
>>> --------
>>> Pulsar 1 TD Kit.
>>> Captain B777.
>>> Licenced Aircraft Maintenance Engineer.
>>>
>>>
>>>
>>>
>>> Read this topic online here:
>>>
>>> http://forums.matronics.com/viewtopic.php?p=381056#381056
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>
>
> ________________________________ Message 8
> _____________________________________
>
>
> From: "Ray Wilhelm" <rwilhelm(at)dc.rr.com>
> Subject: RE: Pulsar-List: Fiberglass/ foam undercarriage age.
>
>
> There was also a mod to the Glass gear by Skystar for the Pulsar III. It
> added carbon fiber to the gear legs to stiffen the gear legs. They have a
> tendency to shimmy when landing faster than normal.
>
> Ray Pulsar III/3300
>
>
> -----Original Message-----
> From: owner-pulsar-list-server(at)matronics.com
> [mailto:owner-pulsar-list-server(at)matronics.com] On Behalf Of Scott - Special
> Effects Armourer
> Sent: Friday, August 17, 2012 9:13 AM
> Subject: Re: Pulsar-List: Fiberglass/ foam undercarriage age.
>
> --> <scott@s-f-x.com>
>
> I did ask the repairer (Roger Targett, a composite specialist) to wrap my
> repaired leg and I mentioned the norm was carbon - he seemed to take the
> view that glass was more appropriate. He has wrapped the 2" above and below
> the radius i.e. a 4" sock. He does this on the Extra to stop the leg
> delaminating. Not sure about the science but I am happy to take his advice.
>
> Scott MacIntyre
>
>
> Sent from my iPhone
>
> On 17 Aug 2012, at 15:33, "Keith Palmer" wrote:
>
>> -->
>>
>> The very early main gears had problems and a heavier core ? was used
>> which improved the gear. Later a mod came out because of splitting at
>> the bolt holes for the slub axles, this envolved wrapping carbon fibre
>> around the lower 5 or 6" where the bolts went through to stop the
>> splitting. ( for Bernard )
>>
>> K'd
>>
>>
>> ----- Original Message ----- From: "mjb777" <mattbrock777(at)gmail.com>
>> To:
>> Sent: Friday, August 17, 2012 10:04 AM
>> Subject: Pulsar-List: Fiberglass/ foam undercarriage age.
>>
>>
>>>
>>> Hi guys,
>>>
>>> Time for a new question.
>>>
>>> My Pulsar 1 tail dragger kit has the original composite main gear.
>>>
>>> It looks to be in good condition, however I wonder if there have been any
> modifications required, or issues with these in service?
>>>
>>> Are there still many Pulsars out there flying with the original composite
> main gear?
>>>
>>> Matt.
>>>
>>> --------
>>> Pulsar 1 TD Kit.
>>> Captain B777.
>>> Licenced Aircraft Maintenance Engineer.
>>>
>>>
>>>
>>>
>>> Read this topic online here:
>>>
>>> http://forums.matronics.com/viewtopic.php?p=381056#381056
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>
>
> ________________________________ Message 9
> _____________________________________
>
>
> From: "Larry Eubanks" <leubanks(at)sunflower.com>
> Subject: Re: Pulsar-List: Wheel pants
>
>
> One of the rear mounting bolts for my taidragger main gear has broken.
> All the taildragger supplement manual says is 5/16 bolt (countersunk).
> Anybody know what this bolt might be and how to find one? The broken
> bolt is a phillips head about 1 1/2 " long with a 7/8 inch bare shank.
> Thanks
> Larry Eubanks
>
>
>
>
>
>
>
>
________________________________________________________________________________
Date: Aug 18, 2012
From: Bob Heiser <w7ikt@fly-web.us>
Subject: Re: Wheel pants
I have a set of never used wheel pants.
I did have the large tire option.
Do not know if the wheel pants were different for the small tires.
*God Bless
Bob Heiser formerly N912RV Pulsar XP
*
________________________________________________________________________________
From: "Orv/Lorraine Krohn" <olk(at)plateautel.net>
Subject: Wheel pants
Date: Aug 18, 2012
Bob - Have you decided yet on getting another Pulsar XP. Mine [525
'glitch-free' hours} is still up for sale. Sure hate to part with my "Wings
on the Wind" Ps.18:10, but age and health necessites that decision. God
bless and keep you! Orv Krohn
_____
From: owner-pulsar-list-server(at)matronics.com
[mailto:owner-pulsar-list-server(at)matronics.com] On Behalf Of Bob Heiser
Sent: Saturday, August 18, 2012 12:53 PM
Subject: Re: Pulsar-List: Wheel pants
I have a set of never used wheel pants.
I did have the large tire option.
Do not know if the wheel pants were different for the small tires.
God Bless
Bob Heiser formerly N912RV Pulsar XP
________________________________________________________________________________
Date: Aug 18, 2012
From: Bob Heiser <w7ikt@fly-web.us>
Subject: Re: Wheel pants
Orv,
Due to Carol's shoulder problems we are looking at high wing LSA's.
Still like the Pulsar best.
*God Bless
Bob Heiser W7IKT*
On 8/18/2012 3:29 PM, Orv/Lorraine Krohn wrote:
>
> Bob -- Have you decided yet on getting another Pulsar XP. Mine [525
> 'glitch-free' hours} is still up for sale. Sure hate to part with my
> "Wings on the Wind" Ps.18:10, but age and health necessites that
> decision. God bless and keep you! Orv Krohn
>
> ------------------------------------------------------------------------
>
> *From:*owner-pulsar-list-server(at)matronics.com
> [mailto:owner-pulsar-list-server(at)matronics.com] *On Behalf Of *Bob Heiser
> *Sent:* Saturday, August 18, 2012 12:53 PM
> *To:* pulsar-list(at)matronics.com
> *Subject:* Re: Pulsar-List: Wheel pants
>
> I have a set of never used wheel pants.
> I did have the large tire option.
> Do not know if the wheel pants were different for the small tires.
>
> *God Bless
> Bob Heiser formerly N912RV Pulsar XP*
>
> * *
> * *
> **
> * - The Pulsar-List Email Forum -*
> **
> **
> * -->http://www.matronics.com/Navigator?Pulsar-List*
> * - MATRONICS WEB FORUMS -*
> * -->http://forums.matronics.com*
> * - List Contribution Web Site -*
> * -Matt Dralle, List Admin.*
> **
> * *
> *
>
>
> *
________________________________________________________________________________
Subject: Re: Fiberglass/ foam undercarriage age.
From: "mjb777" <mattbrock777(at)gmail.com>
Date: Aug 23, 2012
rwilhelm(at)dc.rr.com wrote:
> There was also a mod to the Glass gear by Skystar for the Pulsar III. It
> added carbon fiber to the gear legs to stiffen the gear legs. They have a
> tendency to shimmy when landing faster than normal.
>
> Ray Pulsar III/3300
>
>
>
>
> --
Ray do you have any details of this carbon fibre modification? Was it to the whole
gear or specific areas?
Does your Pulsar 3 have a wood or composite spar?
Matt.
--------
Pulsar 1 TD Kit.
Captain B777.
Licenced Aircraft Maintenance Engineer.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=381581#381581
________________________________________________________________________________
Date: Aug 23, 2012
Subject: Re: Fiberglass/ foam undercarriage age.
From: Larry Wheat <lwheat2083(at)gmail.com>
I have the completely composite (glass) one piece gear on my Pulsar III.
Has anyone had a problem with this gear that I should be aware of. So far,
so good with about 50+ landings on it. Cheers, Larry N852LW
On Thu, Aug 23, 2012 at 1:00 AM, mjb777 wrote:
>
>
> rwilhelm(at)dc.rr.com wrote:
> > There was also a mod to the Glass gear by Skystar for the Pulsar III. It
> > added carbon fiber to the gear legs to stiffen the gear legs. They have a
> > tendency to shimmy when landing faster than normal.
> >
> > Ray Pulsar III/3300
> >
> >
> >
> >
> > --
>
>
> Ray do you have any details of this carbon fibre modification? Was it to
> the whole gear or specific areas?
>
> Does your Pulsar 3 have a wood or composite spar?
>
> Matt.
>
> --------
> Pulsar 1 TD Kit.
> Captain B777.
> Licenced Aircraft Maintenance Engineer.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=381581#381581
>
>
--
Larry Wheat
________________________________________________________________________________
From: "Ray Wilhelm" <rwilhelm(at)dc.rr.com>
Subject: Re: Fiberglass/ foam undercarriage age.
Date: Aug 23, 2012
I don't have the details. It was 2 or 3 laps around the lower legs up to
about 18 inches from where the axel is fitted, I think. I don't have the
glass gear anymore. I was the first to install a Grove gear many years ago.
The glass gear collapsed from excessive heat soak back from doing fast
landing tests.
Ray Pulsar III/3300
-----Original Message-----
From: owner-pulsar-list-server(at)matronics.com
[mailto:owner-pulsar-list-server(at)matronics.com] On Behalf Of mjb777
Sent: Thursday, August 23, 2012 1:00 AM
Subject: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
rwilhelm(at)dc.rr.com wrote:
> There was also a mod to the Glass gear by Skystar for the Pulsar III.
> It added carbon fiber to the gear legs to stiffen the gear legs. They
> have a tendency to shimmy when landing faster than normal.
>
> Ray Pulsar III/3300
>
>
>
>
> --
Ray do you have any details of this carbon fibre modification? Was it to the
whole gear or specific areas?
Does your Pulsar 3 have a wood or composite spar?
Matt.
--------
Pulsar 1 TD Kit.
Captain B777.
Licenced Aircraft Maintenance Engineer.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=381581#381581
________________________________________________________________________________
Date: Aug 23, 2012
Subject: Re: Fiberglass/ foam undercarriage age.
From: Larry Wheat <lwheat2083(at)gmail.com>
How do you like the grove and how was the installation. So far we have not
experienced any thing on the glass gear but I have been inspecting it every
day after flights. It is painted white so any cracking should show up
pretty good. Cheers, Larry N852LW
On Thu, Aug 23, 2012 at 7:42 AM, Ray Wilhelm wrote:
>
> I don't have the details. It was 2 or 3 laps around the lower legs up to
> about 18 inches from where the axel is fitted, I think. I don't have the
> glass gear anymore. I was the first to install a Grove gear many years ago.
> The glass gear collapsed from excessive heat soak back from doing fast
> landing tests.
>
> Ray Pulsar III/3300
>
>
> -----Original Message-----
> From: owner-pulsar-list-server(at)matronics.com
> [mailto:owner-pulsar-list-server(at)matronics.com] On Behalf Of mjb777
> Sent: Thursday, August 23, 2012 1:00 AM
> To: pulsar-list(at)matronics.com
> Subject: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
>
>
> rwilhelm(at)dc.rr.com wrote:
> > There was also a mod to the Glass gear by Skystar for the Pulsar III.
> > It added carbon fiber to the gear legs to stiffen the gear legs. They
> > have a tendency to shimmy when landing faster than normal.
> >
> > Ray Pulsar III/3300
> >
> >
> >
> >
> > --
>
>
> Ray do you have any details of this carbon fibre modification? Was it to
> the
> whole gear or specific areas?
>
> Does your Pulsar 3 have a wood or composite spar?
>
> Matt.
>
> --------
> Pulsar 1 TD Kit.
> Captain B777.
> Licenced Aircraft Maintenance Engineer.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=381581#381581
>
>
--
Larry Wheat
________________________________________________________________________________
From: "Ray Wilhelm" <rwilhelm(at)dc.rr.com>
Subject: Re: Fiberglass/ foam undercarriage age.
Date: Aug 23, 2012
It is not the cracks, Larry. The soak back from the brakes softens the glass
and the gear just folds over. It does not happen right away. It takes time.
Mine collapsed in the Hanger. Love the Grove but get the one piece and
install it like the original by cutting out the bottom joint you made
originally.
Ray Pulsar III/3300
From: owner-pulsar-list-server(at)matronics.com
[mailto:owner-pulsar-list-server(at)matronics.com] On Behalf Of Larry Wheat
Sent: Thursday, August 23, 2012 8:16 AM
Subject: Re: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
How do you like the grove and how was the installation. So far we have not
experienced any thing on the glass gear but I have been inspecting it every
day after flights. It is painted white so any cracking should show up pretty
good. Cheers, Larry N852LW
On Thu, Aug 23, 2012 at 7:42 AM, Ray Wilhelm wrote:
I don't have the details. It was 2 or 3 laps around the lower legs up to
about 18 inches from where the axel is fitted, I think. I don't have the
glass gear anymore. I was the first to install a Grove gear many years ago.
The glass gear collapsed from excessive heat soak back from doing fast
landing tests.
Ray Pulsar III/3300
-----Original Message-----
From: owner-pulsar-list-server(at)matronics.com
[mailto:owner-pulsar-list-server(at)matronics.com] On Behalf Of mjb777
Sent: Thursday, August 23, 2012 1:00 AM
Subject: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
rwilhelm(at)dc.rr.com <http://dc.rr.com/> wrote:
> There was also a mod to the Glass gear by Skystar for the Pulsar III.
> It added carbon fiber to the gear legs to stiffen the gear legs. They
> have a tendency to shimmy when landing faster than normal.
>
> Ray Pulsar III/3300
>
>
> --
Ray do you have any details of this carbon fibre modification? Was it to the
whole gear or specific areas?
Does your Pulsar 3 have a wood or composite spar?
Matt.
--------
Pulsar 1 TD Kit.
Captain B777.
Licenced Aircraft Maintenance Engineer.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=381581#381===
<http://forums.matronics.com/viewtopic.php?p=381581#381581>
y Browse, Chat, FAQ,
="http://www.matronics.com/Navigator?Pulsar-List" target="_blank">http:====
http://forums.mle, List Admin. Date: Aug 23, 2012
Subject: Re: Fiberglass/ foam undercarriage age.
From: Larry Wheat <lwheat2083(at)gmail.com>
What would be a check to keep an eye on it. Any indications prior to
collapse that I could look for. Cheers, Larry N852LW
On Thu, Aug 23, 2012 at 9:11 AM, Ray Wilhelm wrote:
> It is not the cracks, Larry. The soak back from the brakes softens the
> glass and the gear just folds over. It does not happen right away. It takes
> time. Mine collapsed in the Hanger. Love the Grove but get the one piece
> and install it like the original by cutting out the bottom joint you made
> originally.****
>
> ** **
>
> Ray Pulsar III/3300****
>
> ** **
>
> ** **
>
> *From:* owner-pulsar-list-server(at)matronics.com [mailto:
> owner-pulsar-list-server(at)matronics.com] *On Behalf Of *Larry Wheat
> *Sent:* Thursday, August 23, 2012 8:16 AM
> *To:* pulsar-list(at)matronics.com
> *Subject:* Re: Pulsar-List: Re: Fiberglass/ foam undercarriage age.****
>
> ** **
>
> How do you like the grove and how was the installation. So far we have not
> experienced any thing on the glass gear but I have been inspecting it every
> day after flights. It is painted white so any cracking should show up
> pretty good. Cheers, Larry N852LW****
>
> On Thu, Aug 23, 2012 at 7:42 AM, Ray Wilhelm wrote:**
> **
>
>
> I don't have the details. It was 2 or 3 laps around the lower legs up to
> about 18 inches from where the axel is fitted, I think. I don't have the
> glass gear anymore. I was the first to install a Grove gear many years ago.
> The glass gear collapsed from excessive heat soak back from doing fast
> landing tests.
>
> Ray Pulsar III/3300****
>
>
> -----Original Message-----
> From: owner-pulsar-list-server(at)matronics.com
> [mailto:owner-pulsar-list-server(at)matronics.com] On Behalf Of mjb777
> Sent: Thursday, August 23, 2012 1:00 AM
> To: pulsar-list(at)matronics.com
> Subject: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
>
>
> rwilhelm(at)dc.rr.com wrote:
> > There was also a mod to the Glass gear by Skystar for the Pulsar III.
> > It added carbon fiber to the gear legs to stiffen the gear legs. They
> > have a tendency to shimmy when landing faster than normal.
> >
> > Ray Pulsar III/3300
> >
> >
> >
> >
> > --
>
>
> Ray do you have any details of this carbon fibre modification? Was it to
> the
> whole gear or specific areas?
>
> Does your Pulsar 3 have a wood or composite spar?
>
> Matt.
>
> --------
> Pulsar 1 TD Kit.
> Captain B777.
> Licenced Aircraft Maintenance Engineer.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=381581#381===
> y Browse, Chat, FAQ,
> ="http://www.matronics.com/Navigator?Pulsar-List"
> target="_blank">http:====
> <http://forums.matronics.com/viewtopic.php?p=381581#381581>http://forums.mle,
> List Admin.
> ====
>
>
> **** <http://forums.matronics.com/>
>
> *
>
>
> --
> Larry Wheat
>
> <http://forums.matronics.com/>*
>
> * <http://forums.matronics.com/>*
>
> * <http://forums.matronics.com/>*
>
> * <http://forums.matronics.com/>*
>
> * <http://forums.matronics.com/>*
>
> * <http://forums.matronics.com/>*
>
> * <http://forums.matronics.com/>*
>
> * <http://forums.matronics.com/>*
>
> * <http://forums.matronics.com/>*
>
> * <http://forums.matronics.com/>http://www.matronics.com/Navigator?Pulsar-List From: "Ray Wilhelm" <rwilhelm(at)dc.rr.com>
Subject: Re: Fiberglass/ foam undercarriage age.
Date: Aug 23, 2012
Are you doing hard stops with wheel pants on? If not, no worry.
R
From: owner-pulsar-list-server(at)matronics.com
[mailto:owner-pulsar-list-server(at)matronics.com] On Behalf Of Larry Wheat
Sent: Thursday, August 23, 2012 9:46 AM
Subject: Re: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
What would be a check to keep an eye on it. Any indications prior to
collapse that I could look for. Cheers, Larry N852LW
On Thu, Aug 23, 2012 at 9:11 AM, Ray Wilhelm wrote:
It is not the cracks, Larry. The soak back from the brakes softens the glass
and the gear just folds over. It does not happen right away. It takes time.
Mine collapsed in the Hanger. Love the Grove but get the one piece and
install it like the original by cutting out the bottom joint you made
originally.
Ray Pulsar III/3300
From: owner-pulsar-list-server(at)matronics.com
[mailto:owner-pulsar-list-server(at)matronics.com] On Behalf Of Larry Wheat
Sent: Thursday, August 23, 2012 8:16 AM
Subject: Re: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
How do you like the grove and how was the installation. So far we have not
experienced any thing on the glass gear but I have been inspecting it every
day after flights. It is painted white so any cracking should show up pretty
good. Cheers, Larry N852LW
On Thu, Aug 23, 2012 at 7:42 AM, Ray Wilhelm wrote:
I don't have the details. It was 2 or 3 laps around the lower legs up to
about 18 inches from where the axel is fitted, I think. I don't have the
glass gear anymore. I was the first to install a Grove gear many years ago.
The glass gear collapsed from excessive heat soak back from doing fast
landing tests.
Ray Pulsar III/3300
-----Original Message-----
From: owner-pulsar-list-server(at)matronics.com
[mailto:owner-pulsar-list-server(at)matronics.com] On Behalf Of mjb777
Sent: Thursday, August 23, 2012 1:00 AM
Subject: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
rwilhelm(at)dc.rr.com <http://dc.rr.com/> wrote:
> There was also a mod to the Glass gear by Skystar for the Pulsar III.
> It added carbon fiber to the gear legs to stiffen the gear legs. They
> have a tendency to shimmy when landing faster than normal.
>
> Ray Pulsar III/3300
>
>
> --
Ray do you have any details of this carbon fibre modification? Was it to the
whole gear or specific areas?
Does your Pulsar 3 have a wood or composite spar?
Matt.
--------
Pulsar 1 TD Kit.
Captain B777.
Licenced Aircraft Maintenance Engineer.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=381581#381===
<http://forums.matronics.com/viewtopic.php?p=381581#381581>
y Browse, Chat, FAQ,
="http://www.matronics.com/Navigator?Pulsar-List" target="_blank">http:====
http://forums.mle, List Admin. Date: Aug 23, 2012
Subject: Re: Fiberglass/ foam undercarriage age.
From: Larry Wheat <lwheat2083(at)gmail.com>
No I elected to leave the pants off until I hit the 100 hr mark. Just to
make sure my proficiency is up to par.Cheers, Larry N852LW
On Thu, Aug 23, 2012 at 9:57 AM, Ray Wilhelm wrote:
> Are you doing hard stops with wheel pants on? If not, no worry.****
>
> ** **
>
> R****
>
> ** **
>
> ** **
>
> *From:* owner-pulsar-list-server(at)matronics.com [mailto:
> owner-pulsar-list-server(at)matronics.com] *On Behalf Of *Larry Wheat
> *Sent:* Thursday, August 23, 2012 9:46 AM
>
> *To:* pulsar-list(at)matronics.com
> *Subject:* Re: Pulsar-List: Re: Fiberglass/ foam undercarriage age.****
>
> ** **
>
> What would be a check to keep an eye on it. Any indications prior to
> collapse that I could look for. Cheers, Larry N852LW****
>
> On Thu, Aug 23, 2012 at 9:11 AM, Ray Wilhelm wrote:**
> **
>
> It is not the cracks, Larry. The soak back from the brakes softens the
> glass and the gear just folds over. It does not happen right away. It takes
> time. Mine collapsed in the Hanger. Love the Grove but get the one piece
> and install it like the original by cutting out the bottom joint you made
> originally.****
>
> ****
>
> Ray Pulsar III/3300****
>
> ****
>
> ****
>
> *From:* owner-pulsar-list-server(at)matronics.com [mailto:
> owner-pulsar-list-server(at)matronics.com] *On Behalf Of *Larry Wheat
> *Sent:* Thursday, August 23, 2012 8:16 AM
> *To:* pulsar-list(at)matronics.com
> *Subject:* Re: Pulsar-List: Re: Fiberglass/ foam undercarriage age.****
>
> ****
>
> How do you like the grove and how was the installation. So far we have not
> experienced any thing on the glass gear but I have been inspecting it every
> day after flights. It is painted white so any cracking should show up
> pretty good. Cheers, Larry N852LW****
>
> On Thu, Aug 23, 2012 at 7:42 AM, Ray Wilhelm wrote:**
> **
>
>
> I don't have the details. It was 2 or 3 laps around the lower legs up to
> about 18 inches from where the axel is fitted, I think. I don't have the
> glass gear anymore. I was the first to install a Grove gear many years ago.
> The glass gear collapsed from excessive heat soak back from doing fast
> landing tests.
>
> Ray Pulsar III/3300****
>
>
> -----Original Message-----
> From: owner-pulsar-list-server(at)matronics.com
> [mailto:owner-pulsar-list-server(at)matronics.com] On Behalf Of mjb777
> Sent: Thursday, August 23, 2012 1:00 AM
> To: pulsar-list(at)matronics.com
> Subject: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
>
>
> rwilhelm(at)dc.rr.com wrote:
> > There was also a mod to the Glass gear by Skystar for the Pulsar III.
> > It added carbon fiber to the gear legs to stiffen the gear legs. They
> > have a tendency to shimmy when landing faster than normal.
> >
> > Ray Pulsar III/3300
> >
> >
> >
> >
> > --
>
>
> Ray do you have any details of this carbon fibre modification? Was it to
> the
> whole gear or specific areas?
>
> Does your Pulsar 3 have a wood or composite spar?
>
> Matt.
>
> --------
> Pulsar 1 TD Kit.
> Captain B777.
> Licenced Aircraft Maintenance Engineer.
>
>
> Read this topic online here:****
>
> http://forums.matronics.com/viewtopic.php?p=381581#381===
> y Browse, Chat, FAQ,
> ="http://www.matronics.com/Navigator?Pulsar-List"
> target="_blank">http:====
> <http://forums.matronics.com/viewtopic.php?p=381581#381581>http://forums.mle,
> List Admin.
> ====
>
>
> <http://forums.matronics.com/>****
>
> *
>
>
> --
> Larry Wheat
>
> <http://forums.matronics.com/>*****
>
> * <http://forums.matronics.com/>*****
>
> * <http://forums.matronics.com/>*****
>
> *http://www.matronics.com/Navigator?Pulsar-List*****
>
> *http://forums.matronics.com*****
>
> *< - List Contribution Web Site -*****
>
> *http://www.matronics.com/contribution*****
>
> * *****
>
> * *
>
> * *
>
> *arget="_blank">http://www.matronics.com/Navigator?Pulsar-List*
>
> *ttp://forums.matronics.com*
>
> *_blank">http://www.matronics.com/contribution*
>
> * *
>
>
> --
> Larry Wheat****
>
> * *
>
> * *
>
> **
>
> **
>
> **
>
> **
>
> **
>
> *http://www.matronics.com/Navigator?Pulsar-List*
>
> **
>
> **
>
> *http://forums.matronics.com*
>
> **
>
> **
>
> **
>
> **
>
> *http://www.matronics.com/contribution*
>
> **
>
> * *
>
> *
>
> *
>
>
--
Larry Wheat
________________________________________________________________________________
From: "Ray Wilhelm" <rwilhelm(at)dc.rr.com>
Subject: Re: Fiberglass/ foam undercarriage age.
Date: Aug 23, 2012
I failed the gear in tests to determine the shortest landing length at the
highest touch down speed. At 100 mph tough down the distance was about 1200
ft. at sea level and 70 F. It was just to see what may be possible someday.
Ray Pulsar III/3300
From: owner-pulsar-list-server(at)matronics.com
[mailto:owner-pulsar-list-server(at)matronics.com] On Behalf Of Larry Wheat
Sent: Thursday, August 23, 2012 10:59 AM
Subject: Re: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
No I elected to leave the pants off until I hit the 100 hr mark. Just to
make sure my proficiency is up to par.Cheers, Larry N852LW
On Thu, Aug 23, 2012 at 9:57 AM, Ray Wilhelm wrote:
Are you doing hard stops with wheel pants on? If not, no worry.
R
From: owner-pulsar-list-server(at)matronics.com
[mailto:owner-pulsar-list-server(at)matronics.com] On Behalf Of Larry Wheat
Sent: Thursday, August 23, 2012 9:46 AM
Subject: Re: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
What would be a check to keep an eye on it. Any indications prior to
collapse that I could look for. Cheers, Larry N852LW
On Thu, Aug 23, 2012 at 9:11 AM, Ray Wilhelm wrote:
It is not the cracks, Larry. The soak back from the brakes softens the glass
and the gear just folds over. It does not happen right away. It takes time.
Mine collapsed in the Hanger. Love the Grove but get the one piece and
install it like the original by cutting out the bottom joint you made
originally.
Ray Pulsar III/3300
From: owner-pulsar-list-server(at)matronics.com
[mailto:owner-pulsar-list-server(at)matronics.com] On Behalf Of Larry Wheat
Sent: Thursday, August 23, 2012 8:16 AM
Subject: Re: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
How do you like the grove and how was the installation. So far we have not
experienced any thing on the glass gear but I have been inspecting it every
day after flights. It is painted white so any cracking should show up pretty
good. Cheers, Larry N852LW
On Thu, Aug 23, 2012 at 7:42 AM, Ray Wilhelm wrote:
I don't have the details. It was 2 or 3 laps around the lower legs up to
about 18 inches from where the axel is fitted, I think. I don't have the
glass gear anymore. I was the first to install a Grove gear many years ago.
The glass gear collapsed from excessive heat soak back from doing fast
landing tests.
Ray Pulsar III/3300
-----Original Message-----
From: owner-pulsar-list-server(at)matronics.com
[mailto:owner-pulsar-list-server(at)matronics.com] On Behalf Of mjb777
Sent: Thursday, August 23, 2012 1:00 AM
Subject: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
rwilhelm(at)dc.rr.com <http://dc.rr.com/> wrote:
> There was also a mod to the Glass gear by Skystar for the Pulsar III.
> It added carbon fiber to the gear legs to stiffen the gear legs. They
> have a tendency to shimmy when landing faster than normal.
>
> Ray Pulsar III/3300
>
>
> --
Ray do you have any details of this carbon fibre modification? Was it to the
whole gear or specific areas?
Does your Pulsar 3 have a wood or composite spar?
Matt.
--------
Pulsar 1 TD Kit.
Captain B777.
Licenced Aircraft Maintenance Engineer.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=381581#381===
<http://forums.matronics.com/viewtopic.php?p=381581#381581>
y Browse, Chat, FAQ,
="http://www.matronics.com/Navigator?Pulsar-List" target="_blank">http:====
http://forums.mle, List Admin. Date: Aug 23, 2012
Subject: Re: Fiberglass/ foam undercarriage age.
From: Larry Wheat <lwheat2083(at)gmail.com>
During first time testing our highest touchdown speed was 70. We only have
2400 ft so not a lot of room. Didn't have any trouble slowing down "almost"
mid turn with no braking which surprised all of us. Just wanted to keep the
speed up until we could get some parameters. After installing the Vortex
Generators lowered threshold to 70 and touchdown at around 60. This is
pretty close to my landing speed with my Excalibur so pretty pleased with
the overall performance so far. Sweet airplane. Cheers, Larry N852LW
On Thu, Aug 23, 2012 at 11:09 AM, Ray Wilhelm wrote:
> I failed the gear in tests to determine the shortest landing length at
> the highest touch down speed. At 100 mph tough down the distance was about
> 1200 ft. at sea level and 70 F. It was just to see what may be possible
> someday.****
>
> ** **
>
> Ray Pulsar III/3300****
>
> ** **
>
> ** **
>
> *From:* owner-pulsar-list-server(at)matronics.com [mailto:
> owner-pulsar-list-server(at)matronics.com] *On Behalf Of *Larry Wheat
> *Sent:* Thursday, August 23, 2012 10:59 AM
>
> *To:* pulsar-list(at)matronics.com
> *Subject:* Re: Pulsar-List: Re: Fiberglass/ foam undercarriage age.****
>
> ** **
>
> No I elected to leave the pants off until I hit the 100 hr mark. Just to
> make sure my proficiency is up to par.Cheers, Larry N852LW****
>
> On Thu, Aug 23, 2012 at 9:57 AM, Ray Wilhelm wrote:**
> **
>
> Are you doing hard stops with wheel pants on? If not, no worry.****
>
> ****
>
> R****
>
> ****
>
> ****
>
> *From:* owner-pulsar-list-server(at)matronics.com [mailto:
> owner-pulsar-list-server(at)matronics.com] *On Behalf Of *Larry Wheat
> *Sent:* Thursday, August 23, 2012 9:46 AM ****
>
>
> *To:* pulsar-list(at)matronics.com
> *Subject:* Re: Pulsar-List: Re: Fiberglass/ foam undercarriage age.****
>
> ****
>
> What would be a check to keep an eye on it. Any indications prior to
> collapse that I could look for. Cheers, Larry N852LW****
>
> On Thu, Aug 23, 2012 at 9:11 AM, Ray Wilhelm wrote:**
> **
>
> It is not the cracks, Larry. The soak back from the brakes softens the
> glass and the gear just folds over. It does not happen right away. It takes
> time. Mine collapsed in the Hanger. Love the Grove but get the one piece
> and install it like the original by cutting out the bottom joint you made
> originally.****
>
> ****
>
> Ray Pulsar III/3300****
>
> ****
>
> ****
>
> *From:* owner-pulsar-list-server(at)matronics.com [mailto:
> owner-pulsar-list-server(at)matronics.com] *On Behalf Of *Larry Wheat
> *Sent:* Thursday, August 23, 2012 8:16 AM
> *To:* pulsar-list(at)matronics.com
> *Subject:* Re: Pulsar-List: Re: Fiberglass/ foam undercarriage age.****
>
> ****
>
> How do you like the grove and how was the installation. So far we have not
> experienced any thing on the glass gear but I have been inspecting it every
> day after flights. It is painted white so any cracking should show up
> pretty good. Cheers, Larry N852LW****
>
> On Thu, Aug 23, 2012 at 7:42 AM, Ray Wilhelm wrote:**
> **
>
>
> I don't have the details. It was 2 or 3 laps around the lower legs up to
> about 18 inches from where the axel is fitted, I think. I don't have the
> glass gear anymore. I was the first to install a Grove gear many years ago.
> The glass gear collapsed from excessive heat soak back from doing fast
> landing tests.
>
> Ray Pulsar III/3300****
>
>
> -----Original Message-----
> From: owner-pulsar-list-server(at)matronics.com
> [mailto:owner-pulsar-list-server(at)matronics.com] On Behalf Of mjb777
> Sent: Thursday, August 23, 2012 1:00 AM
> To: pulsar-list(at)matronics.com
> Subject: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
>
>
> rwilhelm(at)dc.rr.com wrote:
> > There was also a mod to the Glass gear by Skystar for the Pulsar III.
> > It added carbon fiber to the gear legs to stiffen the gear legs. They
> > have a tendency to shimmy when landing faster than normal.
> >
> > Ray Pulsar III/3300
> >
> >
> >
> >
> > --
>
>
> Ray do you have any details of this carbon fibre modification? Was it to
> the
> whole gear or specific areas?
>
> Does your Pulsar 3 have a wood or composite spar?
>
> Matt.
>
> --------
> Pulsar 1 TD Kit.
> Captain B777.
> Licenced Aircraft Maintenance Engineer.
>
>
> Read this topic online here:****
>
> http://forums.matronics.com/viewtopic.php?p=381581#381===
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Larry Wheat
________________________________________________________________________________
Date: Aug 23, 2012
From: Pulsar747N <pulsar747n(at)yahoo.com>
Subject: Re: Fiberglass/ foam undercarriage age.
I also had the same problem with the glass gear including the carbon wrap m
od. -I was doing high speed test runs and the-excessive heat generated
by the brakes collapsed the left leg about 2 inches up from the upper brake
holes.=0AI have not done anything yet but I am soon faced with replacing t
he gear with the Grove.=0ACarlos, Pulsar III / Aeromax--=0A=0A=0A______
__________________________=0A From: Ray Wilhelm <rwilhelm(at)dc.rr.com>=0ATo:
pulsar-list(at)matronics.com =0ASent: Thursday, August 23, 2012 7:42 AM=0ASubj
ect: RE: Pulsar-List: Re: Fiberglass/ foam undercarriage age.=0A =0A--> Pul
sar-List message posted by: "Ray Wilhelm" =0A=0AI don't
have the details. It was 2 or 3 laps around the lower legs up to=0Aabout 1
8 inches from where the axel is fitted, I think. I don't have the=0Aglass g
ear anymore. I was the first to install a Grove gear many years ago.=0AThe
glass gear collapsed from excessive heat soak back from doing fast=0Alandin
g tests.=0A=0ARay- Pulsar III/3300=0A=0A=0A-----Original Message-----=0A
From: owner-pulsar-list-server(at)matronics.com=0A[mailto:owner-pulsar-list-se
rver(at)matronics.com] On Behalf Of mjb777=0ASent: Thursday, August 23, 2012 1
:00 AM=0ATo: pulsar-list(at)matronics.com=0ASubject: Pulsar-List: Re: Fibergla
" =0A=0A=0Arwilhelm(at)dc.rr.com wrote:=0A> There w
as also a mod to the Glass gear by Skystar for the Pulsar III. =0A> It adde
d carbon fiber to the gear legs to stiffen the gear legs. They =0A> have a
tendency to shimmy when landing faster than normal.=0A> =0A> Ray- - -
Pulsar III/3300=0A> =0A> =0A> =0A> =0A> --=0A=0A=0ARay do you have any det
ails of this carbon fibre modification? Was it to the=0Awhole gear or speci
fic areas?=0A=0ADoes your Pulsar 3 have a wood or composite spar?=0A=0AMatt
.=0A=0A--------=0APulsar 1 TD Kit.=0ACaptain B777.=0ALicenced Aircraft Main
tenance Engineer.=0A=0A=0A=0A=0ARead this topic online here:=0A=0Ahttp://fo
rums.matronics.com/viewtopic.php?p=381581#381581=0A=0A=0A=0A=0A=0A=0A=0A
==================
________________________________________________________________________________
From: "Ray Wilhelm" <rwilhelm(at)dc.rr.com>
Subject: Re: Fiberglass/ foam undercarriage age.
Date: Aug 23, 2012
Grove use to make both the one piece and a 2 piece. I went with the 2 piece
thinking it would be easier to install. Wrong! Just go with the 1 piece as
Bernie Berger did with his III.
Ray Pulsar III/3300
From: owner-pulsar-list-server(at)matronics.com
[mailto:owner-pulsar-list-server(at)matronics.com] On Behalf Of Pulsar747N
Sent: Thursday, August 23, 2012 11:33 AM
Subject: Re: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
I also had the same problem with the glass gear including the carbon wrap
mod. I was doing high speed test runs and the excessive heat generated by
the brakes collapsed the left leg about 2 inches up from the upper brake
holes.
I have not done anything yet but I am soon faced with replacing the gear
with the Grove.
Carlos, Pulsar III / Aeromax
_____
From: Ray Wilhelm <rwilhelm(at)dc.rr.com>
Sent: Thursday, August 23, 2012 7:42 AM
Subject: RE: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
I don't have the details. It was 2 or 3 laps around the lower legs up to
about 18 inches from where the axel is fitted, I think. I don't have the
glass gear anymore. I was the first to install a Grove gear many years ago.
The glass gear collapsed from excessive heat soak back from doing fast
landing tests.
Ray Pulsar III/3300
-----Original Message-----
From: owner-pulsar-list-server(at)matronics.com
[mailto:owner-pulsar-list-server(at)matronics.com] On Behalf Of mjb777
Sent: Thursday, August 23, 2012 1:00 AM
Subject: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
rwilhelm(at)dc.rr.com <http://dc.rr.com/> wrote:
> There was also a mod to the Glass gear by Skystar for the Pulsar III.
> It added carbon fiber to the gear legs to stiffen the gear legs. They
> have a tendency to shimmy when landing faster than normal.
>
> Ray Pulsar III/3300
>
>
>
>
> --
Ray do you have any details of this carbon fibre modification? Was it to the
whole gear or specific areas?
Does your Pulsar 3 have a wood or composite spar?
Matt.
--------
Pulsar 1 TD Kit.
Captain B777.
Licenced Aircraft Maintenance Engineer.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=381581#3ronics.com/Navigator?Pul
sar-List" target="_blank">http://www.matronics.co=======================
<http://www.matronics.co========================%3cbr>
From: "Ray Wilhelm" <rwilhelm(at)dc.rr.com> Subject: Re: Fiberglass/ foam undercarriage age.
Date: Aug 23, 2012
Don't try to reheat it and bend it back. That won't work for long!
Ray
From: owner-pulsar-list-server(at)matronics.com
[mailto:owner-pulsar-list-server(at)matronics.com] On Behalf Of Pulsar747N
Sent: Thursday, August 23, 2012 11:33 AM
Subject: Re: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
I also had the same problem with the glass gear including the carbon wrap
mod. I was doing high speed test runs and the excessive heat generated by
the brakes collapsed the left leg about 2 inches up from the upper brake
holes.
I have not done anything yet but I am soon faced with replacing the gear
with the Grove.
Carlos, Pulsar III / Aeromax
_____
From: Ray Wilhelm <rwilhelm(at)dc.rr.com>
Sent: Thursday, August 23, 2012 7:42 AM
Subject: RE: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
I don't have the details. It was 2 or 3 laps around the lower legs up to
about 18 inches from where the axel is fitted, I think. I don't have the
glass gear anymore. I was the first to install a Grove gear many years ago.
The glass gear collapsed from excessive heat soak back from doing fast
landing tests.
Ray Pulsar III/3300
-----Original Message-----
From: owner-pulsar-list-server(at)matronics.com
[mailto:owner-pulsar-list-server(at)matronics.com] On Behalf Of mjb777
Sent: Thursday, August 23, 2012 1:00 AM
Subject: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
rwilhelm(at)dc.rr.com <http://dc.rr.com/> wrote:
> There was also a mod to the Glass gear by Skystar for the Pulsar III.
> It added carbon fiber to the gear legs to stiffen the gear legs. They
> have a tendency to shimmy when landing faster than normal.
>
> Ray Pulsar III/3300
>
>
>
>
> --
Ray do you have any details of this carbon fibre modification? Was it to the
whole gear or specific areas?
Does your Pulsar 3 have a wood or composite spar?
Matt.
--------
Pulsar 1 TD Kit.
Captain B777.
Licenced Aircraft Maintenance Engineer.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=381581#3ronics.com/Navigator?Pul
sar-List" target="_blank">http://www.matronics.co=======================
<http://www.matronics.co========================%3cbr>
Date: Aug 23, 2012 Subject: Re: Fiberglass/ foam undercarriage age.
From: Larry Wheat <lwheat2083(at)gmail.com>
Carlos, did you have your wheel pants on or off. Cheers, Larry N852LW
On Thu, Aug 23, 2012 at 11:33 AM, Pulsar747N wrote:
> I also had the same problem with the glass gear including the carbon
> wrap mod. I was doing high speed test runs and the excessive heat
> generated by the brakes collapsed the left leg about 2 inches up from the
> upper brake holes.
> I have not done anything yet but I am soon faced with replacing the gear
> with the Grove.
> Carlos, Pulsar III / Aeromax
>
> ------------------------------
> *From:* Ray Wilhelm
> *To:* pulsar-list(at)matronics.com
> *Sent:* Thursday, August 23, 2012 7:42 AM
> *Subject:* RE: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
>
>
> I don't have the details. It was 2 or 3 laps around the lower legs up to
> about 18 inches from where the axel is fitted, I think. I don't have the
> glass gear anymore. I was the first to install a Grove gear many years ago.
> The glass gear collapsed from excessive heat soak back from doing fast
> landing tests.
>
> Ray Pulsar III/3300
>
>
> -----Original Message-----
> From: owner-pulsar-list-server(at)matronics.com
> [mailto:owner-pulsar-list-server(at)matronics.com] On Behalf Of mjb777
> Sent: Thursday, August 23, 2012 1:00 AM
> To: pulsar-list(at)matronics.com
> Subject: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
>
>
> rwilhelm(at)dc.rr.com wrote:
> > There was also a mod to the Glass gear by Skystar for the Pulsar III.
> > It added carbon fiber to the gear legs to stiffen the gear legs. They
> > have a tendency to shimmy when landing faster than normal.
> >
> > Ray Pulsar III/3300
> >
> >
> >
> >
> > --
>
>
> Ray do you have any details of this carbon fibre modification? Was it to
> the
> whole gear or specific areas?
>
> Does your Pulsar 3 have a wood or composite spar?
>
> Matt.
>
> --------
> Pulsar 1 TD Kit.
> Captain B777.
> Licenced Aircraft Maintenance Engineer.
>
>
> Read this topic online here:
>
>
> http://forums.matronics.com/viewtopic.php?p=381581#3ronics.com/Navigator?Pulsar-List"
> target="_blank">http://www.matronics.co========================**
>
>
> *
>
> *
>
>
--
Larry Wheat
________________________________________________________________________________
Subject: Grove Gear
From: everettmcollier <everettmcollier(at)yahoo.com>
Date: Aug 23, 2012
I installed the Grove gear on my 582 pulsar.
1. It is easier to install because you don't have to make the mounting tabs.
2. It is much heavier. With the tabs, about 13 lbs heavier!
3. It is a couple of inches taller than the 582 gear it replaced.
Everett Collier
582 Pulsar SN 167
________________________________________________________________________________
Subject: Re: Fiberglass/ foam undercarriage age.
From: "mjb777" <mattbrock777(at)gmail.com>
Date: Aug 23, 2012
Interesting to read about the fiberglass gear structural issues due to general
wear and tear and also the possible thermal problem from the brakes also. I Think
I may have a $40 solution.
I'd like to recommend an amazing product I have used for years, which is BVM, (Bob
Violett Models), "Heat Shield Paint". I know what you may think when the word
"models" comes into it, (not the nice ones that prance around either), but
honestly this stuff is amazing! I used it a lot on my turbine powered model jets
and it really was incredible how this ceramic paint reflected heat and kept
structure cool even when the structure or skin was mm from the engine. It sticks
like the proverbial and is feather light, and cheap also!!
There are probably tons of other places this could be used in composite or otherwise
homebuilts but I'd say at a glance that this would be very worthwhile painted
on the face of the Fiberglass gear leg that it subjected to radiation heat
from the brakes. Some reinforced ventilation slots or holes in the top of the
pants would generate convection through the pant also.
Check out the BVM website.
Matt.
--------
Pulsar 1 TD Kit.
Captain B777.
Licenced Aircraft Maintenance Engineer.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=381665#381665
________________________________________________________________________________
Subject: Re: Fiberglass/ foam undercarriage age.
From: Cd <pulsar747n(at)yahoo.com>
Date: Aug 23, 2012
I had the wheel pants on.
Carlos Pulsar III
On Aug 23, 2012, at 1:14 PM, Larry Wheat wrote:
> Carlos, did you have your wheel pants on or off. Cheers, Larry N852LW
>
>
>
> On Thu, Aug 23, 2012 at 11:33 AM, Pulsar747N wrote:
> I also had the same problem with the glass gear including the carbon wrap m
od. I was doing high speed test runs and the excessive heat generated by th
e brakes collapsed the left leg about 2 inches up from the upper brake holes
.
> I have not done anything yet but I am soon faced with replacing the gear w
ith the Grove.
> Carlos, Pulsar III / Aeromax
>
> From: Ray Wilhelm <rwilhelm(at)dc.rr.com>
> To: pulsar-list(at)matronics.com
> Sent: Thursday, August 23, 2012 7:42 AM
> Subject: RE: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
>
>
> I don't have the details. It was 2 or 3 laps around the lower legs up to
> about 18 inches from where the axel is fitted, I think. I don't have the
> glass gear anymore. I was the first to install a Grove gear many years ago
.
> The glass gear collapsed from excessive heat soak back from doing fast
> landing tests.
>
> Ray Pulsar III/3300
>
>
> -----Original Message-----
> From: owner-pulsar-list-server(at)matronics.com
> [mailto:owner-pulsar-list-server(at)matronics.com] On Behalf Of mjb777
> Sent: Thursday, August 23, 2012 1:00 AM
> To: pulsar-list(at)matronics.com
> Subject: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
>
>
>
> rwilhelm(at)dc.rr.com wrote:
> > There was also a mod to the Glass gear by Skystar for the Pulsar III.
> > It added carbon fiber to the gear legs to stiffen the gear legs. They
> > have a tendency to shimmy when landing faster than normal.
> >
> > Ray Pulsar III/3300
> >
> >
> >
> >
> > --
>
>
> Ray do you have any details of this carbon fibre modification? Was it to t
he
> whole gear or specific areas?
>
> Does your Pulsar 3 have a wood or composite spar?
>
> Matt.
>
> --------
> Pulsar 1 TD Kit.
> Captain B777.
> Licenced Aircraft Maintenance Engineer.
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=381581#3ronics.com/Navigator
?Pulsar-List" target="_blank">http://www.matronics.co=======
================
>
>
>
>
>
>
> arget="_blank">http://www.matronics.com/Navigator?Pulsar-List
> ttp://forums.matronics.com
> _blank">http://www.matronics.com/contribution
>
>
>
>
> --
> Larry Wheat
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
________________________________________________________________________________
Date: Aug 24, 2012
From: barrynorman(at)comcast.net
Subject: Re: Fiberglass/ foam undercarriage age.
I have a Pulsar III with the fiberglass gear and they are wrapped with carb
on fiber all the way down to about 2 inches form the end. The last two inch
es I wrapped with several revolutions of 2 inch glass tape to try to preven
t splitting.=C2-To this point I have never had a problem and I have my ow
n custom build wheel pants and gear leg fairings installed with no vents.
=C2-
Are the legs collapsing outward when it happens?
=C2-
Barry
----- Original Message -----
>
Sent: Friday, August 24, 2012 2:34:34 AM
Subject: Re: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
I had the wheel pants on.
Carlos Pulsar III
On Aug 23, 2012, at 1:14 PM, Larry Wheat < lwheat2083(at)gmail.com > wrote:
Carlos, did you have your wheel pants on or off. Cheers, Larry N852LW
=C2-
On Thu, Aug 23, 2012 at 11:33 AM, Pulsar747N < pulsar747n(at)yahoo.com > wrote
:
I also had the same problem with the glass gear including the carbon wrap m
od. =C2-I was doing high speed test runs and the=C2- excessive heat gen
erated by the brakes collapsed the left leg about 2 inches up from the uppe
r brake holes.
I have not done anything yet but I am soon faced with replacing the gear wi
th the Grove.
Carlos, Pulsar III / Aeromax=C2- =C2-
From: Ray Wilhelm < rwilhelm(at)dc.rr.com >
Sent: Thursday, August 23, 2012 7:42 AM
Subject: RE: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
I don't have the details. It was 2 or 3 laps around the lower legs up to
about 18 inches from where the axel is fitted, I think. I don't have the
glass gear anymore. I was the first to install a Grove gear many years ago.
The glass gear collapsed from excessive heat soak back from doing fast
landing tests.
Ray=C2- Pulsar III/3300
-----Original Message-----
From: owner-pulsar-list-server(at)matronics.com
[mailto: owner-pulsar-list-server(at)matronics.com ] On Behalf Of mjb777
Sent: Thursday, August 23, 2012 1:00 AM
Subject: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
rwilhelm(at) dc.rr.com wrote:
> There was also a mod to the Glass gear by Skystar for the Pulsar III.
> It added carbon fiber to the gear legs to stiffen the gear legs. They
> have a tendency to shimmy when landing faster than normal.
>
> Ray=C2- =C2- =C2- Pulsar III/3300
>
>
>
>
> --
Ray do you have any details of this carbon fibre modification? Was it to th
e
whole gear or specific areas?
Does your Pulsar 3 have a wood or composite spar?
Matt.
--------
Pulsar 1 TD Kit.
Captain B777.
Licenced Aircraft Maintenance Engineer.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=381581#3ronics.com/Navigator?
Pulsar-List " target="_blank"> http://www.matronics.co ======
==================
arget="_blank"> http://www.matronics.com/Navigator?Pulsar-List ttp://foru
ms.matronics.com _blank"> http://www.matronics.com/contribution
--
Larry Wheat
href="http://www.matronics.com/Navigator?Pulsar-List">http://www.matronic
s.com/Navigator?Pulsar-List href="http://forums.matronics.com">http://for
ums.matronics.com href="http://www.matronics.com/contribution">http://www
.matronics.com/contribution
==
________________________________________________________________________________
From: "Ray Wilhelm" <rwilhelm(at)dc.rr.com>
Subject: Re: Fiberglass/ foam undercarriage age.
Date: Aug 24, 2012
Mine collapsed inboard just above the axel. At the time , I had the
supplied pants.
Ray Pulsar III/3300
From: owner-pulsar-list-server(at)matronics.com
[mailto:owner-pulsar-list-server(at)matronics.com] On Behalf Of
barrynorman(at)comcast.net
Sent: Friday, August 24, 2012 6:40 AM
Subject: Re: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
I have a Pulsar III with the fiberglass gear and they are wrapped with
carbon fiber all the way down to about 2 inches form the end. The last
two inches I wrapped with several revolutions of 2 inch glass tape to
try to prevent splitting. To this point I have never had a problem and I
have my own custom build wheel pants and gear leg fairings installed
with no vents.
Are the legs collapsing outward when it happens?
Barry
_____
>
Sent: Friday, August 24, 2012 2:34:34 AM
Subject: Re: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
I had the wheel pants on.
Carlos Pulsar III
On Aug 23, 2012, at 1:14 PM, Larry Wheat wrote:
Carlos, did you have your wheel pants on or off. Cheers, Larry N852LW
On Thu, Aug 23, 2012 at 11:33 AM, Pulsar747N
wrote:
I also had the same problem with the glass gear including the carbon
wrap mod. I was doing high speed test runs and the excessive heat
generated by the brakes collapsed the left leg about 2 inches up from
the upper brake holes.
I have not done anything yet but I am soon faced with replacing the gear
with the Grove.
Carlos, Pulsar III / Aeromax
_____
From: Ray Wilhelm <rwilhelm(at)dc.rr.com>
Sent: Thursday, August 23, 2012 7:42 AM
Subject: RE: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
I don't have the details. It was 2 or 3 laps around the lower legs up to
about 18 inches from where the axel is fitted, I think. I don't have the
glass gear anymore. I was the first to install a Grove gear many years
ago.
The glass gear collapsed from excessive heat soak back from doing fast
landing tests.
Ray Pulsar III/3300
-----Original Message-----
From: owner-pulsar-list-server(at)matronics.com
[mailto:owner-pulsar-list-server(at)matronics.com] On Behalf Of mjb777
Sent: Thursday, August 23, 2012 1:00 AM
Subject: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
rwilhelm(at)dc.rr.com <http://dc.rr.com/> wrote:
> There was also a mod to the Glass gear by Skystar for the Pulsar III.
> It added carbon fiber to the gear legs to stiffen the gear legs. They
> have a tendency to shimmy when landing faster than normal.
>
> Ray Pulsar III/3300
>
>
>
>
> --
Ray do you have any details of this carbon fibre modification? Was it to
the
whole gear or specific areas?
Does your Pulsar 3 have a wood or composite spar?
Matt.
--------
Pulsar 1 TD Kit.
Captain B777.
Licenced Aircraft Maintenance Engineer.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=381581#3ronics.com/Navigato
r?Pulsar-List" target="_blank">http://www.matronics.co
<http://www.matronics.co/>
=======================
arget="_blank">http://www.matronics.com/Navigator?Pulsar-List
ttp://forums.matronics.com _blank">http://www.matronics.com/contribution
--
Larry Wheat
href="http://www.matronics.com/Navigator?Pulsar-List">http://www.matron
ics.com/Navigator?Pulsar-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
ontribution
= --> http://www.matronics.com/Navigator?Pulsar-List
; http://forums.matronics.com From: "Barry J Edwards" <barryjedwards(at)lineone.net>
Subject: Re: Fiberglass/ foam undercarriage age.
Date: Aug 24, 2012
The best solution to the heating up of the lower U/C leg is not to brake
so hard! Landing at 100mph and braking hard seems utterly pointless to
me when the Pulsar will land safely at 65mph and slow down relatively
easily with light braking. My XP tail-dragger had the glass leg without
any problems at all, flying from a 1500 foot grass strip and rarely
using more than half of it. My 4.5=9D Azusa internal drum brakes
are too weedy to cause much heat anyway, let alone rapid slowing down.
Energy (speed) management in the approach and flare should be the key to
stopping quickly, not hard braking =93 you learn that with a
tail-dragger or you stuff it on it's nose!
My gear did eventually fail, but only because a sheep wrapped its neck
around it during one fateful landing. The sheep died saving me having to
kill it myself in revenge. The gear leg finally cracked some months
later at the top mounting point. I now have the Pulsar
=98lite=99 Grove one piece gear installed which was not much
heavier than the original solid glass gear and is not noticeably
different to land on or taxi with.
Barry
G-XPXP 912 Tail-dragger UK
From: mjb777
Sent: Friday, August 24, 2012 7:07 AM
Subject: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
Interesting to read about the fiberglass gear structural issues due to
general wear and tear and also the possible thermal problem from the
brakes also. I Think I may have a $40 solution.
I'd like to recommend an amazing product I have used for years, which is
BVM, (Bob Violett Models), "Heat Shield Paint". I know what you may
think when the word "models" comes into it, (not the nice ones that
prance around either), but honestly this stuff is amazing! I used it a
lot on my turbine powered model jets and it really was incredible how
this ceramic paint reflected heat and kept structure cool even when the
structure or skin was mm from the engine. It sticks like the proverbial
and is feather light, and cheap also!!
There are probably tons of other places this could be used in composite
or otherwise homebuilts but I'd say at a glance that this would be very
worthwhile painted on the face of the Fiberglass gear leg that it
subjected to radiation heat from the brakes. Some reinforced ventilation
slots or holes in the top of the pants would generate convection through
the pant also.
Check out the BVM website.
Matt.
--------
Pulsar 1 TD Kit.
Captain B777.
Licenced Aircraft Maintenance Engineer.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=381665#381665
________________________________________________________________________________
From: "Ray Wilhelm" <rwilhelm(at)dc.rr.com>
Subject: Re: Fiberglass/ foam undercarriage age.
Date: Aug 24, 2012
I just like to know the limits in case they are needed.
Ray
From: owner-pulsar-list-server(at)matronics.com
[mailto:owner-pulsar-list-server(at)matronics.com] On Behalf Of Barry J
Edwards
Sent: Friday, August 24, 2012 7:12 AM
Subject: Re: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
The best solution to the heating up of the lower U/C leg is not to brake
so hard! Landing at 100mph and braking hard seems utterly pointless to
me when the Pulsar will land safely at 65mph and slow down relatively
easily with light braking. My XP tail-dragger had the glass leg without
any problems at all, flying from a 1500 foot grass strip and rarely
using more than half of it. My 4.5=9D Azusa internal drum brakes
are too weedy to cause much heat anyway, let alone rapid slowing down.
Energy (speed) management in the approach and flare should be the key to
stopping quickly, not hard braking =93 you learn that with a
tail-dragger or you stuff it on it's nose!
My gear did eventually fail, but only because a sheep wrapped its neck
around it during one fateful landing. The sheep died saving me having to
kill it myself in revenge. The gear leg finally cracked some months
later at the top mounting point. I now have the Pulsar
=98lite=99 Grove one piece gear installed which was not much
heavier than the original solid glass gear and is not noticeably
different to land on or taxi with.
Barry
G-XPXP 912 Tail-dragger UK
From: mjb777 <mailto:mattbrock777(at)gmail.com>
Sent: Friday, August 24, 2012 7:07 AM
Subject: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
Interesting to read about the fiberglass gear structural issues due to
general wear and tear and also the possible thermal problem from the
brakes also. I Think I may have a $40 solution.
I'd like to recommend an amazing product I have used for years, which is
BVM, (Bob Violett Models), "Heat Shield Paint". I know what you may
think when the word "models" comes into it, (not the nice ones that
prance around either), but honestly this stuff is amazing! I used it a
lot on my turbine powered model jets and it really was incredible how
this ceramic paint reflected heat and kept structure cool even when the
structure or skin was mm from the engine. It sticks like the proverbial
and is feather light, and cheap also!!
There are probably tons of other places this could be used in composite
or otherwise homebuilts but I'd say at a glance that this would be very
worthwhile painted on the face of the Fiberglass gear leg that it
subjected to radiation heat from the brakes. Some reinforced ventilation
slots or holes in the top of the pants would generate convection through
the pant also.
Check out the BVM website.
Matt.
--------
Pulsar 1 TD Kit.
Captain B777.
Licenced Aircraft Maintenance Engineer.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=381665#381665
<http://forums.matronics.com/viewtopic.php?p=381665#381665>
From: "Ray Wilhelm" <rwilhelm(at)dc.rr.com> Subject: Re: Fiberglass/ foam undercarriage age.
Date: Aug 24, 2012
I would like to point out that when arriving at a field that has a DA of
10,000 ft the ground speed can easily approach 100. We see this at
times in the summer at Big Bear etc.
Ray
From: owner-pulsar-list-server(at)matronics.com
[mailto:owner-pulsar-list-server(at)matronics.com] On Behalf Of Barry J
Edwards
Sent: Friday, August 24, 2012 7:12 AM
Subject: Re: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
The best solution to the heating up of the lower U/C leg is not to brake
so hard! Landing at 100mph and braking hard seems utterly pointless to
me when the Pulsar will land safely at 65mph and slow down relatively
easily with light braking. My XP tail-dragger had the glass leg without
any problems at all, flying from a 1500 foot grass strip and rarely
using more than half of it. My 4.5=9D Azusa internal drum brakes
are too weedy to cause much heat anyway, let alone rapid slowing down.
Energy (speed) management in the approach and flare should be the key to
stopping quickly, not hard braking =93 you learn that with a
tail-dragger or you stuff it on it's nose!
My gear did eventually fail, but only because a sheep wrapped its neck
around it during one fateful landing. The sheep died saving me having to
kill it myself in revenge. The gear leg finally cracked some months
later at the top mounting point. I now have the Pulsar
=98lite=99 Grove one piece gear installed which was not much
heavier than the original solid glass gear and is not noticeably
different to land on or taxi with.
Barry
G-XPXP 912 Tail-dragger UK
From: mjb777 <mailto:mattbrock777(at)gmail.com>
Sent: Friday, August 24, 2012 7:07 AM
Subject: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
Interesting to read about the fiberglass gear structural issues due to
general wear and tear and also the possible thermal problem from the
brakes also. I Think I may have a $40 solution.
I'd like to recommend an amazing product I have used for years, which is
BVM, (Bob Violett Models), "Heat Shield Paint". I know what you may
think when the word "models" comes into it, (not the nice ones that
prance around either), but honestly this stuff is amazing! I used it a
lot on my turbine powered model jets and it really was incredible how
this ceramic paint reflected heat and kept structure cool even when the
structure or skin was mm from the engine. It sticks like the proverbial
and is feather light, and cheap also!!
There are probably tons of other places this could be used in composite
or otherwise homebuilts but I'd say at a glance that this would be very
worthwhile painted on the face of the Fiberglass gear leg that it
subjected to radiation heat from the brakes. Some reinforced ventilation
slots or holes in the top of the pants would generate convection through
the pant also.
Check out the BVM website.
Matt.
--------
Pulsar 1 TD Kit.
Captain B777.
Licenced Aircraft Maintenance Engineer.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=381665#381665
<http://forums.matronics.com/viewtopic.php?p=381665#381665>
Date: Aug 24, 2012 Subject: Upper Rudder Hinge Reinforcement.
From: Sonja Englert <paqs345(at)gmail.com>
Over the years, I have watched my upper rudder hinge develop more and
more play and now finally decided to fix it. I am rather upset at the
poor design of it and how it is almost impossible to install. I don=92t
know if they are all the same, but mine consists of two sheet metal
tabs, about 0.04=94 thick, the lower one with a nutplate. This material
is too thin to be of much use as a bearing. The hole in the upper side
of the rudder is the only access and any hardware dropped in there is
impossible to get back out without major trouble.
When I tried to insert the original bolt (I=92m not sure how one is
supposed to do that since the hole is too small to even get a socket
in), it fell into the rudder.
To improve the situation, I redesigned that hinge for proper function
as a bearing and easy installation. I reinforced the stabilizer side
by removing the original nut plate, bonding a 1/8=94 thick plate of
glass laminate underneath the metal tab and holding it in place by 5
plies glass, extending 3=94 down on the stabilizer. I bonded a new
nutplate (1/4=94) underneath this.
On the rudder, I made a bushing with a threaded portion on the lower
side and a =BC=94 ID for the bolt. It is long enough (upward) that the
bolt can be inserted without risk of dropping it into the rudder. The
hole in the rudder tab is enlarged to fit the bushing, which is held
in place by the nut and also bonded in. The upper end has a slot to be
able to turn it with a screwdriver during installation.
The bolt (=BC=94, hex) is much longer now. I retained the slot in the head
to be able to use a screwdriver instead of a socket for installation.
The bolt is held by safety wire on the lower end from backing out.
This design has plenty of bearing surface and should not develop play.
It is very easy to install it.
Anyone working on building these parts should close off the rudder
structure below those holes to prevent hardware from falling in.
I have shown what I did in the attached sketch (I hope it stays attached).
Sonja
________________________________________________________________________________
From: "Barry J Edwards" <barryjedwards(at)lineone.net>
Subject: Re: Fiberglass/ foam undercarriage age.
Date: Aug 24, 2012
Fair point, we don=99t have anything at 10,000ft in the UK except
more cloud!
Barry
From: Ray Wilhelm
Sent: Friday, August 24, 2012 3:23 PM
Subject: RE: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
I would like to point out that when arriving at a field that has a DA of
10,000 ft the ground speed can easily approach 100. We see this at
times in the summer at Big Bear etc.
Ray
From: owner-pulsar-list-server(at)matronics.com
[mailto:owner-pulsar-list-server(at)matronics.com] On Behalf Of Barry J
Edwards
Sent: Friday, August 24, 2012 7:12 AM
Subject: Re: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
The best solution to the heating up of the lower U/C leg is not to brake
so hard! Landing at 100mph and braking hard seems utterly pointless to
me when the Pulsar will land safely at 65mph and slow down relatively
easily with light braking. My XP tail-dragger had the glass leg without
any problems at all, flying from a 1500 foot grass strip and rarely
using more than half of it. My 4.5=9D Azusa internal drum brakes
are too weedy to cause much heat anyway, let alone rapid slowing down.
Energy (speed) management in the approach and flare should be the key to
stopping quickly, not hard braking =93 you learn that with a
tail-dragger or you stuff it on it's nose!
My gear did eventually fail, but only because a sheep wrapped its neck
around it during one fateful landing. The sheep died saving me having to
kill it myself in revenge. The gear leg finally cracked some months
later at the top mounting point. I now have the Pulsar
=98lite=99 Grove one piece gear installed which was not much
heavier than the original solid glass gear and is not noticeably
different to land on or taxi with.
Barry
G-XPXP 912 Tail-dragger UK
From: mjb777
Sent: Friday, August 24, 2012 7:07 AM
Subject: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
Interesting to read about the fiberglass gear structural issues due to
general wear and tear and also the possible thermal problem from the
brakes also. I Think I may have a $40 solution.
I'd like to recommend an amazing product I have used for years, which is
BVM, (Bob Violett Models), "Heat Shield Paint". I know what you may
think when the word "models" comes into it, (not the nice ones that
prance around either), but honestly this stuff is amazing! I used it a
lot on my turbine powered model jets and it really was incredible how
this ceramic paint reflected heat and kept structure cool even when the
structure or skin was mm from the engine. It sticks like the proverbial
and is feather light, and cheap also!!
There are probably tons of other places this could be used in composite
or otherwise homebuilts but I'd say at a glance that this would be very
worthwhile painted on the face of the Fiberglass gear leg that it
subjected to radiation heat from the brakes. Some reinforced ventilation
slots or holes in the top of the pants would generate convection through
the pant also.
Check out the BVM website.
Matt.
--------
Pulsar 1 TD Kit.
Captain B777.
Licenced Aircraft Maintenance Engineer.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=381665#381665
Navigator Photoshare, and p; the Web
========================<
; generous bsp;
http://www.matronics.com/Navigator?Pulsar-Listhttp://forums.matronics.com
http://www.matronics.com/contribution
________________________________________________________________________________
From: "Barry J Edwards" <barryjedwards(at)lineone.net>
Subject: Re: Upper Rudder Hinge Reinforcement.
Date: Aug 24, 2012
Hi Sonja,
I agree the original design was not very robust. Mine also has some play
in it after 20 years of flying but it does not seem to have got any
worse in the last 18 years! The original top =91bolt=92 was a cross head
machine screw in my kit which I can insert with a cross head screw
driver with a dab of silicone adhesive on it to hold the two together
during insertion and removal. One day I=92ll get around to a fix similar
to yours. Thanks for the ideas.
Barry
G-XPXP 912 Tail-dragger UK 1030hrs
From: Sonja Englert
Sent: Friday, August 24, 2012 3:30 PM
Subject: Pulsar-List: Upper Rudder Hinge Reinforcement.
Over the years, I have watched my upper rudder hinge develop more and
more play and now finally decided to fix it. I am rather upset at the
poor design of it and how it is almost impossible to install. I don=92t
know if they are all the same, but mine consists of two sheet metal
tabs, about 0.04=94 thick, the lower one with a nutplate. This material
is too thin to be of much use as a bearing. The hole in the upper side
of the rudder is the only access and any hardware dropped in there is
impossible to get back out without major trouble.
When I tried to insert the original bolt (I=92m not sure how one is
supposed to do that since the hole is too small to even get a socket
in), it fell into the rudder.
To improve the situation, I redesigned that hinge for proper function
as a bearing and easy installation. I reinforced the stabilizer side
by removing the original nut plate, bonding a 1/8=94 thick plate of
glass laminate underneath the metal tab and holding it in place by 5
plies glass, extending 3=94 down on the stabilizer. I bonded a new
nutplate (1/4=94) underneath this.
On the rudder, I made a bushing with a threaded portion on the lower
side and a =BC=94 ID for the bolt. It is long enough (upward) that the
bolt can be inserted without risk of dropping it into the rudder. The
hole in the rudder tab is enlarged to fit the bushing, which is held
in place by the nut and also bonded in. The upper end has a slot to be
able to turn it with a screwdriver during installation.
The bolt (=BC=94, hex) is much longer now. I retained the slot in the
head
to be able to use a screwdriver instead of a socket for installation.
The bolt is held by safety wire on the lower end from backing out.
This design has plenty of bearing surface and should not develop play.
It is very easy to install it.
Anyone working on building these parts should close off the rudder
structure below those holes to prevent hardware from falling in.
I have shown what I did in the attached sketch (I hope it stays
attached).
Sonja
________________________________________________________________________________
From: Brian Anderson <briana(at)xtra.co.nz>
Subject: Re: Upper Rudder Hinge Reinforcement.
Date: Aug 25, 2012
Sonja, and others,
The upper rudder hinge was recognised as a potential problem a long time
ago, in fact while I was still building. I closed off the rudder around
and below the hinge to prevent water getting in there, and of course it
also prevents any bits falling down inside the rudder.
Some of us modified the rudder hinge to include a nylon bushing. I found
a source locally and supplied quite e number to other builders about
that time. The hinge is still held together with a 1/4 screw. I used a
SS cap screw and can check the tension from time to time using an allen
key. I've not found any play in the bearing in nearly 500 hours, and
only very occasionally does the cap screw need a little tweak.
I'll attach a sketch of the arrangement, but I suspect it won't travel
with the e-mail. If it doesn't go I ail happily send it to anyone who
asks.
Brian
On 25/08/2012, at 2:30 AM, Sonja Englert wrote:
> Over the years, I have watched my upper rudder hinge develop more and
> more play and now finally decided to fix it. I am rather upset at the
> poor design of it and how it is almost impossible to install. I don=92t
> know if they are all the same, but mine consists of two sheet metal
> tabs, about 0.04=94 thick, the lower one with a nutplate. This
material
> is too thin to be of much use as a bearing. The hole in the upper side
> of the rudder is the only access and any hardware dropped in there is
> impossible to get back out without major trouble.
>
> When I tried to insert the original bolt (I=92m not sure how one is
> supposed to do that since the hole is too small to even get a socket
> in), it fell into the rudder.
>
> To improve the situation, I redesigned that hinge for proper function
> as a bearing and easy installation. I reinforced the stabilizer side
> by removing the original nut plate, bonding a 1/8=94 thick plate of
> glass laminate underneath the metal tab and holding it in place by 5
> plies glass, extending 3=94 down on the stabilizer. I bonded a new
> nutplate (1/4=94) underneath this.
>
> On the rudder, I made a bushing with a threaded portion on the lower
> side and a =BC=94 ID for the bolt. It is long enough (upward) that the
> bolt can be inserted without risk of dropping it into the rudder. The
> hole in the rudder tab is enlarged to fit the bushing, which is held
> in place by the nut and also bonded in. The upper end has a slot to be
> able to turn it with a screwdriver during installation.
>
> The bolt (=BC=94, hex) is much longer now. I retained the slot in the
head
> to be able to use a screwdriver instead of a socket for installation.
> The bolt is held by safety wire on the lower end from backing out.
> This design has plenty of bearing surface and should not develop play.
> It is very easy to install it.
>
> Anyone working on building these parts should close off the rudder
> structure below those holes to prevent hardware from falling in.
>
> I have shown what I did in the attached sketch (I hope it stays
attached).
>
> Sonja
>
________________________________________________________________________________
Subject: Re: Fiberglass/ foam undercarriage age.
From: Cd <pulsar747n(at)yahoo.com>
Date: Aug 24, 2012
Mine collapsed outboard just above the axel. It did not collapsed during th
e the high speed test, but as soon as I got back to the hangar.
Carlos
On Aug 24, 2012, at 7:06 AM, "Ray Wilhelm" wrote:
> Mine collapsed inboard just above the axel. At the time , I had the suppl
ied pants.
>
> Ray Pulsar III/3300
>
>
> From: owner-pulsar-list-server(at)matronics.com [mailto:owner-pulsar-list-ser
ver(at)matronics.com] On Behalf Of barrynorman(at)comcast.net
> Sent: Friday, August 24, 2012 6:40 AM
> To: pulsar-list(at)matronics.com
> Subject: Re: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
>
> I have a Pulsar III with the fiberglass gear and they are wrapped with car
bon fiber all the way down to about 2 inches form the end. The last two inch
es I wrapped with several revolutions of 2 inch glass tape to try to prevent
splitting. To this point I have never had a problem and I have my own custo
m build wheel pants and gear leg fairings installed with no vents.
>
> Are the legs collapsing outward when it happens?
>
> Barry
>
> >
> To: pulsar-list(at)matronics.com
> Sent: Friday, August 24, 2012 2:34:34 AM
> Subject: Re: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
>
> I had the wheel pants on.
> Carlos Pulsar III
>
>
> On Aug 23, 2012, at 1:14 PM, Larry Wheat wrote:
>
> Carlos, did you have your wheel pants on or off. Cheers, Larry N852LW
>
>
>
> On Thu, Aug 23, 2012 at 11:33 AM, Pulsar747N wrote:
> I also had the same problem with the glass gear including the carbon wrap m
od. I was doing high speed test runs and the excessive heat generated by th
e brakes collapsed the left leg about 2 inches up from the upper brake holes
.
> I have not done anything yet but I am soon faced with replacing the gear w
ith the Grove.
> Carlos, Pulsar III / Aeromax
>
> From: Ray Wilhelm <rwilhelm(at)dc.rr.com>
> To: pulsar-list(at)matronics.com
> Sent: Thursday, August 23, 2012 7:42 AM
> Subject: RE: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
>
>
> I don't have the details. It was 2 or 3 laps around the lower legs up to
> about 18 inches from where the axel is fitted, I think. I don't have the
> glass gear anymore. I was the first to install a Grove gear many years ago
.
> The glass gear collapsed from excessive heat soak back from doing fast
> landing tests.
>
> Ray Pulsar III/3300
>
>
> -----Original Message-----
> From: owner-pulsar-list-server(at)matronics.com
> [mailto:owner-pulsar-list-server(at)matronics.com] On Behalf Of mjb777
> Sent: Thursday, August 23, 2012 1:00 AM
> To: pulsar-list(at)matronics.com
> Subject: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
>
>
>
> rwilhelm(at)dc.rr.com wrote:
> > There was also a mod to the Glass gear by Skystar for the Pulsar III.
> > It added carbon fiber to the gear legs to stiffen the gear legs. They
> > have a tendency to shimmy when landing faster than normal.
> >
> > Ray Pulsar III/3300
> >
> >
> >
> >
> > --
>
>
> Ray do you have any details of this carbon fibre modification? Was it to t
he
> whole gear or specific areas?
>
> Does your Pulsar 3 have a wood or composite spar?
>
> Matt.
>
> --------
> Pulsar 1 TD Kit.
> Captain B777.
> Licenced Aircraft Maintenance Engineer.
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=381581#3ronics.com/Navigator
?Pulsar-List" target="_blank">http://www.matronics.co=======
================
>
>
>
>
>
>
> arget="_blank">http://www.matronics.com/Navigator?Pulsar-List
> ttp://forums.matronics.com _blank">http://www.matronics.com/contribution
>
>
>
>
> --
> Larry Wheat
>
>
> href="http://www.matronics.com/Navigator?Pulsar-List">http://www.matroni
cs.com/Navigator?Pulsar-List
> href="http://forums.matronics.com">http://forums.matronics.com
> href="http://www.matronics.com/contribution">http://www.matronics.com/co
ntribution
>
>
>
> = --> http://www.matronics.com/Navigator?Pulsar-List
> ; http://forums.matronics.com
> blank>http://www.matronics.com/contribution
>
>
>
> http://www.matronics.com/Navigator?Pulsar-List
> http://forums.matronics.com
> http://www.matronics.com/contribution
>
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
________________________________________________________________________________
Date: Aug 24, 2012
From: barrynorman(at)comcast.net
Subject: Re: Fiberglass/ foam undercarriage age.
It's hard to believe there would be that much heat radiating from the rotor
to soften the glass that much to collapse it. You would think if the brake
s got that hot, it would cook all the grease out of the bearings and transf
er heat to the gear leg via the axle. You would also think the top of the w
heel pants would melt because the heat rises. Was this happening with the C
leveland 5 inch disk brakes?
Barry
----- Original Message -----
From: "Cd" <pulsar747n(at)yahoo.com>
Sent: Friday, August 24, 2012 3:59:11 PM
Subject: Re: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
Mine collapsed outboard just above the axel. =C2-It did not collapsed dur
ing the the high speed test, but as soon as I got back to the hangar.
Carlos
On Aug 24, 2012, at 7:06 AM, "Ray Wilhelm" < rwilhelm(at)dc.rr.com > wrote:
Mine collapsed inboard just above the axel.=C2- At the time , I had the s
upplied pants.
=C2-
Ray=C2-=C2-=C2- Pulsar III/3300
=C2-
=C2-
From: owner-pulsar-list-server(at)matronics.com [mailto:owner-pulsar-list-serv
er(at)matronics.com] On Behalf Of barrynorman(at)comcast.net
Sent: Friday, August 24, 2012 6:40 AM
Subject: Re: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
=C2-
I have a Pulsar III with the fiberglass gear and they are wrapped with carb
on fiber all the way down to about 2 inches form the end. The last two inch
es I wrapped with several revolutions of 2 inch glass tape to try to preven
t splitting.=C2-To this point I have never had a problem and I have my ow
n custom build wheel pants and gear leg fairings installed with no vents.
=C2-
Are the legs collapsing outward when it happens?
=C2-
Barry
----- Original Message -----
>
Sent: Friday, August 24, 2012 2:34:34 AM
Subject: Re: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
I had the wheel pants on.
Carlos Pulsar III
On Aug 23, 2012, at 1:14 PM, Larry Wheat < lwheat2083(at)gmail.com > wrote:
Carlos, did you have your wheel pants on or off. Cheers, Larry N852LW
=C2-
On Thu, Aug 23, 2012 at 11:33 AM, Pulsar747N < pulsar747n(at)yahoo.com > wrote
:
I also had the same problem with the glass gear including the carbon wrap m
od. =C2-I was doing high speed test runs and the=C2-excessive heat gene
rated by the brakes collapsed the left leg about 2 inches up from the upper
brake holes.
I have not done anything yet but I am soon faced with replacing the gear wi
th the Grove.
Carlos, Pulsar III / Aeromax=C2-=C2-
=C2-
From: Ray Wilhelm < rwilhelm(at)dc.rr.com >
Sent: Thursday, August 23, 2012 7:42 AM
Subject: RE: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
I don't have the details. It was 2 or 3 laps around the lower legs up to
about 18 inches from where the axel is fitted, I think. I don't have the
glass gear anymore. I was the first to install a Grove gear many years ago.
The glass gear collapsed from excessive heat soak back from doing fast
landing tests.
Ray=C2- Pulsar III/3300
-----Original Message-----
From: owner-pulsar-list-server(at)matronics.com
[mailto: owner-pulsar-list-server(at)matronics.com ] On Behalf Of mjb777
Sent: Thursday, August 23, 2012 1:00 AM
Subject: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
rwilhelm(at) dc.rr.com wrote:
> There was also a mod to the Glass gear by Skystar for the Pulsar III.
> It added carbon fiber to the gear legs to stiffen the gear legs. They
> have a tendency to shimmy when landing faster than normal.
>
> Ray=C2- =C2- =C2- Pulsar III/3300
>
>
>
>
> --
Ray do you have any details of this carbon fibre modification? Was it to th
e
whole gear or specific areas?
Does your Pulsar 3 have a wood or composite spar?
Matt.
--------
Pulsar 1 TD Kit.
Captain B777.
Licenced Aircraft Maintenance Engineer.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=381581#3ronics.com/Navigator?
Pulsar-List " target="_blank"> http://www.matronics.co ======
==================
=C2- =C2- arget="_blank"> http://www.matronics.com/Navigator?Pulsar-L
ist ttp://forums.matronics.com _blank"> http://www.matronics.com/contributi
on =C2-
--
Larry Wheat =C2- =C2- href=" http://www.matronics.com/Navigator?Pulsa
r-List "> http://www.matronics.com/Navigator?Pulsar-List href=" http://fo
rums.matronics.com "> http://forums.matronics.com href=" http://www.matro
nics.com/contribution "> http://www.matronics.com/contribution =C2-
=C2- =C2- = --> http://www.matronics.com/Navigator?Pulsar-List ; http
://forums.matronics.com blank> http://www.matronics.com/contribution =C2-
=C2- =C2- http://www.matronics.com/Navigator?Pulsar-List http://forums
.matronics.com http://www.matronics.com/contribution =C2- href="http://
www.matronics.com/Navigator?Pulsar-List">http://www.matronics.com/Navigator
?Pulsar-List href="http://forums.matronics.com">http://forums.matronics.c
om href="http://www.matronics.com/contribution">http://www.matronics.com/
contribution
==
________________________________________________________________________________
From: "Ray Wilhelm" <rwilhelm(at)dc.rr.com>
Subject: Re: Fiberglass/ foam undercarriage age.
Date: Aug 24, 2012
Yes, Cleveland.
And no other damage. Break seals were changed after about 400 hours.
Ray
From: owner-pulsar-list-server(at)matronics.com
[mailto:owner-pulsar-list-server(at)matronics.com] On Behalf Of
barrynorman(at)comcast.net
Sent: Friday, August 24, 2012 1:23 PM
Subject: Re: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
It's hard to believe there would be that much heat radiating from the
rotor to soften the glass that much to collapse it. You would think if
the brakes got that hot, it would cook all the grease out of the
bearings and transfer heat to the gear leg via the axle. You would also
think the top of the wheel pants would melt because the heat rises. Was
this happening with the Cleveland 5 inch disk brakes?
Barry
_____
From: "Cd" <pulsar747n(at)yahoo.com>
Sent: Friday, August 24, 2012 3:59:11 PM
Subject: Re: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
Mine collapsed outboard just above the axel. It did not collapsed
during the the high speed test, but as soon as I got back to the hangar.
Carlos
On Aug 24, 2012, at 7:06 AM, "Ray Wilhelm" wrote:
Mine collapsed inboard just above the axel. At the time , I had the
supplied pants.
Ray Pulsar III/3300
From: owner-pulsar-list-server(at)matronics.com
[mailto:owner-pulsar-list-server(at)matronics.com] On Behalf Of
barrynorman(at)comcast.net
Sent: Friday, August 24, 2012 6:40 AM
Subject: Re: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
I have a Pulsar III with the fiberglass gear and they are wrapped with
carbon fiber all the way down to about 2 inches form the end. The last
two inches I wrapped with several revolutions of 2 inch glass tape to
try to prevent splitting. To this point I have never had a problem and I
have my own custom build wheel pants and gear leg fairings installed
with no vents.
Are the legs collapsing outward when it happens?
Barry
_____
>
Sent: Friday, August 24, 2012 2:34:34 AM
Subject: Re: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
I had the wheel pants on.
Carlos Pulsar III
On Aug 23, 2012, at 1:14 PM, Larry Wheat wrote:
Carlos, did you have your wheel pants on or off. Cheers, Larry N852LW
On Thu, Aug 23, 2012 at 11:33 AM, Pulsar747N
wrote:
I also had the same problem with the glass gear including the carbon
wrap mod. I was doing high speed test runs and the excessive heat
generated by the brakes collapsed the left leg about 2 inches up from
the upper brake holes.
I have not done anything yet but I am soon faced with replacing the gear
with the Grove.
Carlos, Pulsar III / Aeromax
_____
From: Ray Wilhelm <rwilhelm(at)dc.rr.com>
Sent: Thursday, August 23, 2012 7:42 AM
Subject: RE: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
I don't have the details. It was 2 or 3 laps around the lower legs up to
about 18 inches from where the axel is fitted, I think. I don't have the
glass gear anymore. I was the first to install a Grove gear many years
ago.
The glass gear collapsed from excessive heat soak back from doing fast
landing tests.
Ray Pulsar III/3300
-----Original Message-----
From: owner-pulsar-list-server(at)matronics.com
[mailto:owner-pulsar-list-server(at)matronics.com] On Behalf Of mjb777
Sent: Thursday, August 23, 2012 1:00 AM
Subject: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
rwilhelm(at)dc.rr.com <http://dc.rr.com/> wrote:
> There was also a mod to the Glass gear by Skystar for the Pulsar III.
> It added carbon fiber to the gear legs to stiffen the gear legs. They
> have a tendency to shimmy when landing faster than normal.
>
> Ray Pulsar III/3300
>
>
>
>
> --
Ray do you have any details of this carbon fibre modification? Was it to
the
whole gear or specific areas?
Does your Pulsar 3 have a wood or composite spar?
Matt.
--------
Pulsar 1 TD Kit.
Captain B777.
Licenced Aircraft Maintenance Engineer.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=381581#3ronics.com/Navigato
r?Pulsar-List" target="_blank">http://www.matronics.co
<http://www.matronics.co/>
=======================
arget="_blank">http://www.matronics.com/Navigator?Pulsar-List
ttp://forums.matronics.com _blank">http://www.matronics.com/contribution
--
Larry Wheat
href="http://www.matronics.com/Navigator?Pulsar-List">http://www.matron
ics.com/Navigator?Pulsar-List
href="http://forums.matronics.com Date: Aug 27, 2012
From: Gary Middleton <garymid(at)ymail.com>
Subject: Re: Fiberglass/ foam undercarriage age.
Years ago, while performing dozens of high speed tests runs (with pants on)
, I heated the brakes until they glowed and had zero braking power- no gear
failure nor even the slightest deformity in the fiberglass legs.
I also had the same problem with the glass gear including the carbon wrap m
od. -I was doing high speed test runs and the-excessive heat generated
by the brakes collapsed the left leg about 2 inches up from the upper brake
holes.
I have not done anything yet but I am soon faced with replacing the gear wi
th the Grove.
Carlos, Pulsar III / Aeromax--
From: Ray Wilhelm <rwilhelm(at)dc.rr.com>
Sent: Thursday, August 23, 2012 7:42 AM
Subject: RE: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
I don't have the details. It was 2 or 3 laps around the lower legs up to
about 18 inches from where the axel is fitted, I think. I don't have the
glass gear anymore. I was the first to install a Grove gear many years ago.
The glass gear collapsed from excessive heat soak back from doing fast
landing tests.
Ray- Pulsar III/3300
-----Original Message-----
From: owner-pulsar-list-server(at)matronics.com
[mailto:owner-pulsar-list-server(at)matronics.com] On Behalf Of mjb777
Sent: Thursday, August 23, 2012 1:00 AM
Subject: Pulsar-List: Re: Fiberglass/ foam undercarriage age.
rwilhelm(at)dc.rr.com wrote:
> There was also a mod to the Glass gear by Skystar for the Pulsar III.
> It added carbon fiber to the gear legs to stiffen the gear legs. They
> have a tendency to shimmy when landing faster than normal.
>
> Ray- - - Pulsar III/3300
>
>
>
>
> --
Ray do you have any details of this carbon fibre modification? Was it to th
e
whole gear or specific areas?
Does your Pulsar 3 have a wood or composite spar?
Matt.
--------
Pulsar 1 TD Kit.
Captain B777.
Licenced Aircraft Maintenance Engineer.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=381581#3ronics.com/Navigator?
Pulsar-List" target="_blank">http://www.matronics.co=======
================
________________________________________________________________________________
Date: Aug 31, 2012
From: bill morris <bill46221(at)yahoo.com>
Subject: Texas Pulsar Owner
Guys,--------- A fellow from Texas called me and ask for
information on a Pulsar he owns.- I told him I would try to hook him up w
ith this group. Can sombody help. His name is James Flowers He is in Beevil
le, TX His Email is---- Bigfoot2013(at)gmail.com-------
----Thanks Bill
________________________________________________________________________________
From: Esa Lehto <esalehto(at)yahoo.com>
Subject: Texas Pulsar Owner
Date: Aug 31, 2012
SSBzZW5kIHRvIGhpbSBhbiBlbWFpbC5sZXRzIHNlZSB3aGF0IEJpZ2Zvb3QyMDEzIGlzIGxvb2tp
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Y29tDQpTdWJqZWN0OiBQdWxzYXItTGlzdDogVGV4YXMgUHVsc2FyIE93bmVyDQoNCg0KDQoNCg0K
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bnkgTGlzdCB1dGlsaXRpZXMgc3VjaCBhcyBMaXN0IFVuL1N1YnNjcmlwdGlvbiwNCl8tPSBBcmNo
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b3NoYXJlLCBhbmQgbXVjaCBtdWNoIG1vcmU6DQpfLT0NCl8tPSAgIC0tPiBodHRwOi8vd3d3Lm1h
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PT09PT09PT09PT09
________________________________________________________________________________
Subject: Epolite 2315 replacement........
From: "mjb777" <mattbrock777(at)gmail.com>
Date: Sep 02, 2012
Hi all,
Is there an "official" and time tested replacement epoxy system that has the same
or better specification for the Epolite 2315 product in layup wet out and strength,
aluminium bonding strength, corrosion inhibiting and other requirements
needed for the Pulsar kit?
I see Aircraft Spruce have E-Z Poxy and its 3 hardeners listed as a replacement
for Epolite but they do not mention 2315 in particular and the tech sheet provided
does not mention Aluminium bonding qualities?
Matt.
--------
Pulsar 1 TD Kit.
Captain B777.
Licenced Aircraft Maintenance Engineer.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=382294#382294
________________________________________________________________________________
From: Dennis Adams <ghf4986(at)gmail.com>
Date: Sep 02, 2012
Subject: Re: Epolite 2315 replacement........
Matt,
I do not know if it official, but I and many others used Aeropoxy.
http://www.ptm-w.com/index.asp?pgid=15
Dennis
Sent from an IPad
On Sep 2, 2012, at 7:30 AM, mjb777 wrote:
Hi all,
Is there an "official" and time tested replacement epoxy system that
has the same or better specification for the Epolite 2315 product in
layup wet out and strength, aluminium bonding strength, corrosion
inhibiting and other requirements needed for the Pulsar kit?
I see Aircraft Spruce have E-Z Poxy and its 3 hardeners listed as a
replacement for Epolite but they do not mention 2315 in particular and
the tech sheet provided does not mention Aluminium bonding qualities?
Matt.
--------
Pulsar 1 TD Kit.
Captain B777.
Licenced Aircraft Maintenance Engineer.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=382294#382294
________________________________________________________________________________
From: "Barry J Edwards" <barryjedwards(at)lineone.net>
Subject: 912 Plug Caps and carb mounts
Date: Sep 03, 2012
Hi all,
I need to get a set of 912 plug caps but they cost =C2=A335.00 EACH in
the UK from the Rotax agent. I think I asked this question a couple of
years ago and someone kindly put me in touch with a company I think in
NZ that could do them for a more realistic price, but I=99ve lost
all the details of who they were.
Has anyone used the carb mount rubbers from this company in the US?
http://www.jbmindustries.com/912socket.html
Again, the original Rotax part is half the price of a new engine so I
might be interested in buying some of these parts. It would be good to
know if anyone has any experience of them.
Thanks all,
Barry
G-XPXP 912 Taildragger UK 1030hrs
________________________________________________________________________________
From: CYard52306(at)aol.com
Date: Sep 03, 2012
Subject: Re: 912 Plug Caps and carb mounts
Barry
Do you have automotive plugs or the original aircraft with aircraft plugs.
Regards Cy g-plsa 912
________________________________________________________________________________
From: "Keith Palmer" <kdpalmer(at)mweb.co.za>
Subject: Re: 912 Plug Caps and carb mounts
Date: Sep 03, 2012
Barry,
The Bing Carb Mount Rubbers are BMW R100RS motor cycle rubber
mounts, the spark plug caps find a Local dealer that supplies the
smaller size plugs they should have suppressed caps. When you live in
Africa you learn to improvise.
Keith
----- Original Message -----
From: Barry J Edwards
To: Pulsar Builders
Sent: Monday, September 03, 2012 3:34 AM
Subject: Pulsar-List: 912 Plug Caps and carb mounts
Hi all,
I need to get a set of 912 plug caps but they cost =C2=A335.00 EACH in
the UK from the Rotax agent. I think I asked this question a couple of
years ago and someone kindly put me in touch with a company I think in
NZ that could do them for a more realistic price, but I=99ve lost
all the details of who they were.
Has anyone used the carb mount rubbers from this company in the US?
http://www.jbmindustries.com/912socket.html
Again, the original Rotax part is half the price of a new engine so I
might be interested in buying some of these parts. It would be good to
know if anyone has any experience of them.
Thanks all,
Barry
G-XPXP 912 Taildragger UK 1030hrs
________________________________________________________________________________
From: "Barry J Edwards" <barryjedwards(at)lineone.net>
Subject: Re: 912 Plug Caps and carb mounts
Date: Sep 03, 2012
Keith,
When you live in the UK everyone tries to stop you improvising if it
costs them a sale! There is no non Rotax supply available of the carb
mounts that I have been able to find in the UK and nor are there any
plug caps that match the originals. I=99ve found some similar ones
but they have a 90 degree bend and don=99t fit on the lower plugs
at all well.
Cy, I=99m using some originals and some
=98improvised=99 ones but I want to fit all
=98original=99 types if I can buy at a sensible price!
Barry
From: Keith Palmer
Sent: Monday, September 03, 2012 12:19 PM
Subject: Re: Pulsar-List: 912 Plug Caps and carb mounts
Barry,
The Bing Carb Mount Rubbers are BMW R100RS motor cycle rubber
mounts, the spark plug caps find a Local dealer that supplies the
smaller size plugs they should have suppressed caps. When you live in
Africa you learn to improvise.
Keith
----- Original Message -----
From: Barry J Edwards
To: Pulsar Builders
Sent: Monday, September 03, 2012 3:34 AM
Subject: Pulsar-List: 912 Plug Caps and carb mounts
Hi all,
I need to get a set of 912 plug caps but they cost =C2=A335.00 EACH in
the UK from the Rotax agent. I think I asked this question a couple of
years ago and someone kindly put me in touch with a company I think in
NZ that could do them for a more realistic price, but I=99ve lost
all the details of who they were.
Has anyone used the carb mount rubbers from this company in the US?
http://www.jbmindustries.com/912socket.html
Again, the original Rotax part is half the price of a new engine so I
might be interested in buying some of these parts. It would be good to
know if anyone has any experience of them.
Thanks all,
Barry
G-XPXP 912 Taildragger UK 1030hrs
href="http://www.matronics.com/Navigator?Pulsar-List">http://www.matron
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
________________________________________________________________________________
Date: Sep 03, 2012
From: Esa Lehto <esalehto(at)yahoo.com>
Subject: Re: 912 Plug Caps and carb mounts
Hi,=0A=C2-=0ADoes anyone=C2-have BMW part number for carb mounts availa
ble?=0A=C2-=0AEsa=0A=0A=0A________________________________=0AFrom: Barry
J Edwards =0ATo: pulsar-list(at)matronics.com =0ASe
nt: Monday, September 3, 2012 4:41 AM=0ASubject: Re: Pulsar-List: 912 Plug
Caps and carb mounts=0A=0A=0AKeith,=0A=0AWhen you live in the UK everyone t
ries to stop you improvising if it costs them a sale! There is no non Rotax
supply available of the carb mounts that I have been able to find in the U
K and nor are there any plug caps that match the originals. I=99ve fo
und some similar ones but they have a 90 degree bend and don=99t fit
on the lower plugs at all well.=0A=0ACy, I=99m using some originals a
nd some =98improvised=99 ones but I want to fit all =98or
iginal=99 types if I can buy at a sensible price!=0A=0ABarry=C2-=0A
From: Keith Palmer =0ASent: Monday, September 03, 2012 12:19 PM=0ATo: pulsa
r-list(at)matronics.com =0ASubject: Re: Pulsar-List: 912 Plug Caps and carb mo
unts=0ABarry,=0A=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2
- The Bing Carb Mount Rubbers are BMW R100RS motor cycle rubber mounts, t
he spark plug caps find a Local dealer that supplies the smaller size plugs
they should have suppressed caps. When you live in Africa you learn to imp
rovise.=0A=0AKeith=C2-=0A----- Original Message ----- =0A>From: Barry J E
dwards =0A>To: Pulsar Builders =0A>Sent: Monday, September 03, 2012 3:34 AM
=0A>Subject: Pulsar-List: 912 Plug Caps and carb mounts=0A>=0A>Hi all,=0A>
=0A>I need to get a set of 912 plug caps but they cost =C2=A335.00 EACH in
the UK from the Rotax agent. I think I asked this question a couple of year
s ago and someone kindly put me in touch with a company I think in NZ that
could do them for a more realistic price, but I=99ve lost all the det
ails of who they were.=0A>=0A>Has anyone used the carb mount rubbers from t
his company in the US?=0A>http://www.jbmindustries.com/912socket.html=0A>
=0A>Again, the original Rotax part is half the price of a new engine so I m
ight be interested in buying some of these parts. It would be good to know
if anyone has any experience of them.=0A>=0A>Thanks all,=0A>=0A>Barry=0A>G-
XPXP 912 Taildragger UK 1030hrs=0A>href="http://www.matronics.com/Navigat
or?Pulsar-List">http://www.matronhref="http://forums.matronics.com">http:
//forums.matronics.comhref="http://www.matronics.com/contribution">htt
p://www.matronics.com/c =0Ahref="http://www.matronics.com/Navigator?Pulsa
r-List">http://www.matronhref="http://forums.matronics.com">http://forums
.matronics.comhref="http://www.matronics.com/contribution">http://www.
====================
________________________________________________________________________________
From: "Keith Palmer" <kdpalmer(at)mweb.co.za>
Subject: Re: 912 Plug Caps and carb mounts
Date: Sep 03, 2012
Esa,
They are standard on the older Boxer type bikes, take your sample
to the agents to check.
----- Original Message -----
From: Esa Lehto
To: pulsar-list(at)matronics.com
Sent: Monday, September 03, 2012 6:17 AM
Subject: Re: Pulsar-List: 912 Plug Caps and carb mounts
Hi,
Does anyone have BMW part number for carb mounts available?
Esa
From: Barry J Edwards <barryjedwards(at)lineone.net>
To: pulsar-list(at)matronics.com
Sent: Monday, September 3, 2012 4:41 AM
Subject: Re: Pulsar-List: 912 Plug Caps and carb mounts
Keith,
When you live in the UK everyone tries to stop you improvising if it
costs them a sale! There is no non Rotax supply available of the carb
mounts that I have been able to find in the UK and nor are there any
plug caps that match the originals. I=99ve found some similar ones
but they have a 90 degree bend and don=99t fit on the lower plugs
at all well.
Cy, I=99m using some originals and some
=98improvised=99 ones but I want to fit all
=98original=99 types if I can buy at a sensible price!
Barry
From: Keith Palmer
Sent: Monday, September 03, 2012 12:19 PM
To: pulsar-list(at)matronics.com
Subject: Re: Pulsar-List: 912 Plug Caps and carb mounts
Barry,
The Bing Carb Mount Rubbers are BMW R100RS motor cycle
rubber mounts, the spark plug caps find a Local dealer that supplies the
smaller size plugs they should have suppressed caps. When you live in
Africa you learn to improvise.
Keith
----- Original Message -----
From: Barry J Edwards
To: Pulsar Builders
Sent: Monday, September 03, 2012 3:34 AM
Subject: Pulsar-List: 912 Plug Caps and carb mounts
Hi all,
I need to get a set of 912 plug caps but they cost =C2=A335.00 EACH
in the UK from the Rotax agent. I think I asked this question a couple
of years ago and someone kindly put me in touch with a company I think
in NZ that could do them for a more realistic price, but I=99ve
lost all the details of who they were.
Has anyone used the carb mount rubbers from this company in the US?
http://www.jbmindustries.com/912socket.html
Again, the original Rotax part is half the price of a new engine so
I might be interested in buying some of these parts. It would be good to
know if anyone has any experience of them.
Thanks all,
Barry
G-XPXP 912 Taildragger UK 1030hrs
href="http://www.matronics.com/Navigator?Pulsar-List">http://www.matron
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
href="http://www.matronics.com/Navigator?Pulsar-List">http://www.matron
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
el=nofollow
target=_blank>http://www.matronics.com/Navigator?Pulsar-List
________________________________________________________________________________
From: "Keith Palmer" <kdpalmer(at)mweb.co.za>
Subject: Re: 912 Plug Caps and carb mounts
Date: Sep 03, 2012
Bernie,
Didn't you buy BMW Carbs mounts when you broke down that time
?.
Please confirm that they worked Okay ?
Keith
----- Original Message -----
From: Esa Lehto
To: pulsar-list(at)matronics.com
Sent: Monday, September 03, 2012 6:17 AM
Subject: Re: Pulsar-List: 912 Plug Caps and carb mounts
Hi,
Does anyone have BMW part number for carb mounts available?
Esa
From: Barry J Edwards <barryjedwards(at)lineone.net>
To: pulsar-list(at)matronics.com
Sent: Monday, September 3, 2012 4:41 AM
Subject: Re: Pulsar-List: 912 Plug Caps and carb mounts
Keith,
When you live in the UK everyone tries to stop you improvising if it
costs them a sale! There is no non Rotax supply available of the carb
mounts that I have been able to find in the UK and nor are there any
plug caps that match the originals. I=99ve found some similar ones
but they have a 90 degree bend and don=99t fit on the lower plugs
at all well.
Cy, I=99m using some originals and some
=98improvised=99 ones but I want to fit all
=98original=99 types if I can buy at a sensible price!
Barry
From: Keith Palmer
Sent: Monday, September 03, 2012 12:19 PM
To: pulsar-list(at)matronics.com
Subject: Re: Pulsar-List: 912 Plug Caps and carb mounts
Barry,
The Bing Carb Mount Rubbers are BMW R100RS motor cycle
rubber mounts, the spark plug caps find a Local dealer that supplies the
smaller size plugs they should have suppressed caps. When you live in
Africa you learn to improvise.
Keith
----- Original Message -----
From: Barry J Edwards
To: Pulsar Builders
Sent: Monday, September 03, 2012 3:34 AM
Subject: Pulsar-List: 912 Plug Caps and carb mounts
Hi all,
I need to get a set of 912 plug caps but they cost =C2=A335.00 EACH
in the UK from the Rotax agent. I think I asked this question a couple
of years ago and someone kindly put me in touch with a company I think
in NZ that could do them for a more realistic price, but I=99ve
lost all the details of who they were.
Has anyone used the carb mount rubbers from this company in the US?
http://www.jbmindustries.com/912socket.html
Again, the original Rotax part is half the price of a new engine so
I might be interested in buying some of these parts. It would be good to
know if anyone has any experience of them.
Thanks all,
Barry
G-XPXP 912 Taildragger UK 1030hrs
href="http://www.matronics.com/Navigator?Pulsar-List">http://www.matron
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
href="http://www.matronics.com/Navigator?Pulsar-List">http://www.matron
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
el=nofollow
target=_blank>http://www.matronics.com/Navigator?Pulsar-List
________________________________________________________________________________
Subject: Re: 912 Plug Caps and carb mounts
From: Dean Rausch <pulsardr(at)gmail.com>
Date: Sep 03, 2012
Barry,
I have used these carb mounts from this company. The mount is very well
made, looks better than the original Rotax mount but I suppose only time
will tell how they hold up. Don't know the difference in cost from the
BMW part.
Dean
On Sep 3, 2012, at 5:34 AM, Barry J Edwards wrote:
Hi all,
I need to get a set of 912 plug caps but they cost =A335.00 EACH in the
UK from the Rotax agent. I think I asked this question a couple of years
ago and someone kindly put me in touch with a company I think in NZ
that could do them for a more realistic price, but I=92ve lost all the
details of who they were.
Has anyone used the carb mount rubbers from this company in the US?
http://www.jbmindustries.com/912socket.html
Again, the original Rotax part is half the price of a new engine so I
might be interested in buying some of these parts. It would be good to
know if anyone has any experience of them.
Thanks all,
Barry
G-XPXP 912 Taildragger UK 1030hrs
________________________________________________________________________________
From: Brian Anderson <briana(at)xtra.co.nz>
Subject: Re: 912 Plug Caps and carb mounts
Date: Sep 04, 2012
Barry,
I got a plug cap [identical, I think it was Bosch] from a local
motorcycle dealer at a very reasonable price. All mine are 90 deg caps
with a suppressor resistor built in.
I also replaced the carb sockets some time back because the originals
had cracks inside. The cracks were not visible until the socket was
removed, but it would not have been a fun day if they cracked all the
way through. The original sockets were rather soft and flexible. I
bought the replacements from the local Rotax agent, and I thought that
the price was acceptable. Well, at that time I didn't know that there
might have been other possibilities anyhow. The new sockets were much
harder rubber, and much less flexible. Supposed to last a deal longer
and so far they are OK.
Brian
On 3/09/2012, at 10:34 PM, Barry J Edwards
wrote:
> Hi all,
>
> I need to get a set of 912 plug caps but they cost =A335.00 EACH in
the UK from the Rotax agent. I think I asked this question a couple of
years ago and someone kindly put me in touch with a company I think in
NZ that could do them for a more realistic price, but I=92ve lost all
the details of who they were.
>
> Has anyone used the carb mount rubbers from this company in the US?
> http://www.jbmindustries.com/912socket.html
>
> Again, the original Rotax part is half the price of a new engine so I
might be interested in buying some of these parts. It would be good to
know if anyone has any experience of them.
>
> Thanks all,
>
> Barry
> G-XPXP 912 Taildragger UK 1030hrs
>
>
>
________________________________________________________________________________
Subject: Re: Pulsar-List Digest: 2 Msgs - 09/02/12
From: Chuck Stroh <clstroh(at)yahoo.com>
Date: Sep 03, 2012
Aeropoxy pr2032/ph3660
Aeropoxy es6279a/b
Chuck
Pulsar iii
914TP
Sent from my iPad
On Sep 3, 2012, at 1:57 AM, Pulsar-List Digest Server
wrote:
> *
>
> =================================================
> Online Versions of Today's List Digest Archive
> =================================================
>
> Today's complete Pulsar-List Digest can also be found in either of the
> two Web Links listed below. The .html file includes the Digest formatted
> in HTML for viewing with a web browser and features Hyperlinked Indexes
> and Message Navigation. The .txt file includes the plain ASCII version
> of the Pulsar-List Digest and can be viewed with a generic text editor
> such as Notepad or with a web browser.
>
> HTML Version:
>
> http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Chapter 12-09-02&Archive=Pulsar
>
> Text Version:
>
> http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&Chapter 12-09-02&Archive=Pulsar
>
>
> ===============================================
> EMail Version of Today's List Digest Archive
> ===============================================
>
>
> ----------------------------------------------------------
> Pulsar-List Digest Archive
> ---
> Total Messages Posted Sun 09/02/12: 2
> ----------------------------------------------------------
>
>
> Today's Message Index:
> ----------------------
>
> 1. 06:26 AM - Epolite 2315 replacement........ (mjb777)
> 2. 08:07 AM - Re: Epolite 2315 replacement........ (Dennis Adams)
>
>
>
> ________________________________ Message 1 _____________________________________
>
>
> Subject: Pulsar-List: Epolite 2315 replacement........
> From: "mjb777" <mattbrock777(at)gmail.com>
>
>
> Hi all,
>
> Is there an "official" and time tested replacement epoxy system that has the
same
> or better specification for the Epolite 2315 product in layup wet out and strength,
> aluminium bonding strength, corrosion inhibiting and other requirements
> needed for the Pulsar kit?
>
> I see Aircraft Spruce have E-Z Poxy and its 3 hardeners listed as a replacement
> for Epolite but they do not mention 2315 in particular and the tech sheet provided
> does not mention Aluminium bonding qualities?
>
> Matt.
>
> --------
> Pulsar 1 TD Kit.
> Captain B777.
> Licenced Aircraft Maintenance Engineer.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=382294#382294
>
>
> ________________________________ Message 2 _____________________________________
>
>
> From: Dennis Adams <ghf4986(at)gmail.com>
> Subject: Re: Pulsar-List: Epolite 2315 replacement........
>
>
> Matt,
>
> I do not know if it official, but I and many others used Aeropoxy.
> http://www.ptm-w.com/index.asp?pgid=15
>
> Dennis
>
> Sent from an IPad
>
> On Sep 2, 2012, at 7:30 AM, mjb777 wrote:
>
>
> Hi all,
>
> Is there an "official" and time tested replacement epoxy system that
> has the same or better specification for the Epolite 2315 product in
> layup wet out and strength, aluminium bonding strength, corrosion
> inhibiting and other requirements needed for the Pulsar kit?
>
> I see Aircraft Spruce have E-Z Poxy and its 3 hardeners listed as a
> replacement for Epolite but they do not mention 2315 in particular and
> the tech sheet provided does not mention Aluminium bonding qualities?
>
> Matt.
>
> --------
> Pulsar 1 TD Kit.
> Captain B777.
> Licenced Aircraft Maintenance Engineer.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=382294#382294
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
Subject: Ply wing skin crack fix....
From: "mjb777" <mattbrock777(at)gmail.com>
Date: Sep 10, 2012
I've been reading through a big pile of Pulsar Newsletters I recently acquired
and among all the interesting stuff in them I found reference to a fix for cracks
that some guys found developing in the Birch lower wing skins at the Main
Spar join.
Does anyone have details of what the fix was and was the cracking limited to non
glassed ply wing skins or have they occurred on glassed and non glassed wood
skinned wings?
Cheers,
Matt.
--------
Pulsar 1 TD Kit.
Captain B777.
Licenced Aircraft Maintenance Engineer.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=382825#382825
________________________________________________________________________________
From: "HUGH COULTER" <ccoulter(at)wavecable.com>
Subject: Re: Ply wing skin crack fix....
Date: Sep 11, 2012
"mjb777" wrote:
>
>
> I've been reading through a big pile of Pulsar
>Newsletters I recently acquired and among all the
>interesting stuff in them I found reference to a fix for
>cracks that some guys found developing in the Birch lower
>wing skins at the Main Spar join.
>
> Does anyone have details of what the fix was and was the
>cracking limited to non glassed ply wing skins or have
>they occurred on glassed and non glassed wood skinned
>wings?
>
> Cheers,
>
> Matt.
>
> --------
> Pulsar 1 TD Kit.
> Captain B777.
> Licenced Aircraft Maintenance Engineer.
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=382825#382825
>
>
>
>
>
>
>
>Un/Subscription,
>Forums!
>Admin.
>
>
>
Matt
I have glass wings and Aero Designs had instructions to
add glass on the underside of the wings.
They said to add 18 ounce of glass, I thing 16 to 18
inches out from the base of the wing.
You could use 2 9oz layups or 6 layups of 3 oz glass.
This was not to fix a crack but to keep one from starting.
I used 3 oz glass so I cousd feather it out better.
Clarke
________________________________________________________________________________
Subject: Re: Ply wing skin crack fix....
From: "mjb777" <mattbrock777(at)gmail.com>
Date: Sep 11, 2012
Thanks Clarke,
I finished reading through all the newsletters last night and came across a more
elaborate article and drawing that Aero Designs published. Guess I should have
finished the mountain of reading first!!
Do you have 900lb or 870lb spars?
Matt.
--------
Pulsar 1 TD Kit.
Captain B777.
Licenced Aircraft Maintenance Engineer.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=382902#382902
________________________________________________________________________________
Date: Sep 12, 2012
From: Bob Heiser <w7ikt@fly-web.us>
Subject: Re: [Pulsar-Aviators] 912 Hiccup
Bob,
This has some similarities to my accident. I believe the electric fuel
pump blocked fuel flow in my plane. When the fuel pump was removed I
could not blow thru it in either direction, should have been able to in
the direction of flow. After shipping the fuel pump to the NTSB it
operated normally. Do you have a bypass and check valve around the
electric fuel pump?
*God Bless
Bob Heiser W7IKT*
On 9/10/2012 6:23 PM, Bob Hartunian wrote:
>
> Flew out locally for bkfst on Sunday, past mountains to flatlands and
> landed and all was fine. Got back into plane 45 min later and started
> up fine. Did normal runup and had 5 gal in left tank, full right tank,
> running off left, all was fine.
> Took off normally and did another normal left crosswind turn toward
> home and mountains. All indications normal including fuel pressure.
> Climbing at 500 fpm, 100 mph, engine around 5100 rpm, when suddenly
> engine rpm drops to almost idle. No shaking or vibes. Immediately
> kicked on electric fuel pump but saw no indications for low fuel
> pressure, and engine came back normally. I don't think the fuel pump
> really did anything as engine just regained rpm and flew perfectly all
> the way home for another 20 min. out over desert just in case.
> I pulled cowl and checked things visually but no obvious problems.
> Don't have a good explanation for why rpm dropped.
> Bob H
>
>
> __,_._,___
________________________________________________________________________________
Date: Sep 12, 2012
From: barrynorman(at)comcast.net
Subject: Re: [Pulsar-Aviators] 912 Hiccup
I had an event this summer that was similiar but I don't think it had anyth
ing to do with the fuel pump. It was a fairly warm day and I had taken my s
on up for a ride in the Pulsar III and returned after a 30 minute flight wh
ere everything was perfectly normal. I shut the plane down for a few minute
s while we loaded another passenger and had a very difficult time restartin
g the plane. This was not anything new in this situation as I think the fue
l starts to boil in the bowls making it difficult to start and get fresh fu
el in due to the pressure in the bowls. I finally got it started and it ran
rough for a few minutes but cleared up. I taxied to the runway and as I fe
d in power for takeoff, the RPM dropped and the engine quit. The plane ref
used to restart so I brought it back to the hanger. I came back the next da
y and the plane started right up and ran fine. This is a pattern I've notic
ed=C2-on my plane that appears to be vapor lock on warm days. Once those
carb bowls get heat soaked from sitting, the problem shows up.
Barry
----- Original Message -----
From: "Bob Heiser" <w7ikt@fly-web.us>
Sent: Wednesday, September 12, 2012 9:27:00 AM
Subject: Pulsar-List: Re: [Pulsar-Aviators] 912 Hiccup
Bob,
This has some similarities to my accident.=C2- I believe the electric fue
l pump blocked fuel flow in my plane.=C2- When the fuel pump was removed
I could not blow thru it in either direction, should have been able to in t
he direction of flow.=C2- After shipping the fuel pump to the NTSB it ope
rated normally.=C2- Do you have a bypass and check valve around the elect
ric fuel pump?
God Bless
Bob Heiser W7IKT On 9/10/2012 6:23 PM, Bob Hartunian wrote:
=C2-
Flew out locally for bkfst on Sunday, past mountains to flatlands and lande
d and all was fine. Got back into plane 45 min later and started up fine. D
id normal runup and had 5 gal in left tank, full right tank, running off le
ft, all was fine.
Took off normally and did another normal left crosswind turn toward home an
d mountains. All indications normal including fuel pressure. Climbing at 50
0 fpm, 100 mph, engine around 5100 rpm, when suddenly engine rpm drops to a
lmost idle. No shaking or vibes. Immediately kicked on electric fuel pump b
ut saw no indications for low fuel pressure, and engine came back normally.
I don=99t think the fuel pump really did anything as engine just reg
ained rpm and flew perfectly all the way home for another 20 min. out over
desert just in case.
I pulled cowl and checked things visually but no obvious problems. Don
=99t have a good explanation for why rpm dropped.
Bob H
__,_._,___
==
________________________________________________________________________________
Date: Sep 12, 2012
Subject: Re: [Pulsar-Aviators] 912 Hiccup
From: Bernard Wilder <bernard.wilder2(at)gmail.com>
Bob,
You may remember that my initial theory was that the problem was with the
electric fuel pump.
Barry,
Is your electric fuel pump mounted on a 45 degree angle ? ? ? Mine
specified that it should be,
Do you have a jetted fuel line going from the fuel line between the engine
fuel pump and the carbs back to your fuel cells ? ? ? Rotax standard
instalation instructions specify that there be one.
Even with this bleed back path for hot fuel, and vapor formed in the fuel
line when the fuel cooks off and turning on the electric fuel pump,, on a
hot day when I forget to open the hatch on the top of my cowl it is common
for the engine to falter four to five minutes after re-start. On such days
I turn on my electric fuel pump run my engine long enough to be past the
time that the engine will run on the fuel left over in the carb bowls.
Bernie Wilder
On Wed, Sep 12, 2012 at 9:27 AM, Bob Heiser <w7ikt@fly-web.us> wrote:
> Bob,
> This has some similarities to my accident. I believe the electric fuel
> pump blocked fuel flow in my plane. When the fuel pump was removed I cou
ld
> not blow thru it in either direction, should have been able to in the
> direction of flow. After shipping the fuel pump to the NTSB it operated
> normally. Do you have a bypass and check valve around the electric fuel
> pump?
> *God Bless
> Bob Heiser W7IKT*
> On 9/10/2012 6:23 PM, Bob Hartunian wrote:
>
>
> Flew out locally for bkfst on Sunday, past mountains to flatlands and
> landed and all was fine. Got back into plane 45 min later and started up
> fine. Did normal runup and had 5 gal in left tank, full right tank, runni
ng
> off left, all was fine.
> Took off normally and did another normal left crosswind turn toward home
> and mountains. All indications normal including fuel pressure. Climbing a
t
> 500 fpm, 100 mph, engine around 5100 rpm, when suddenly engine rpm drops
to
> almost idle. No shaking or vibes. Immediately kicked on electric fuel pum
p
> but saw no indications for low fuel pressure, and engine came back
> normally. I don=92t think the fuel pump really did anything as engine jus
t
> regained rpm and flew perfectly all the way home for another 20 min. out
> over desert just in case.
> I pulled cowl and checked things visually but no obvious problems. Don=92
t
> have a good explanation for why rpm dropped.
> Bob H
>
> __,_._,___
>
>
> *
>
===========
===========
===========
===========
> *
>
>
________________________________________________________________________________
Date: Sep 12, 2012
From: barrynorman(at)comcast.net
Subject: Re: [Pulsar-Aviators] 912 Hiccup
My manuals never mentioned mounting the fuel pump at 45 degrees or routing
fuel back to the tank via a return line. As a matter of fact, there were no
provisions in the end plates for a fuel return or a selector switch for fe
eding=C2-back to the appropriate tank. There wasn't any information on a
bypass for the electric pump either. =C2-
Barry.
----- Original Message -----
From: "Bernard Wilder" <bernard.wilder2(at)gmail.com>
Sent: Wednesday, September 12, 2012 11:02:26 AM
Subject: Re: Pulsar-List: Re: [Pulsar-Aviators] 912 Hiccup
Bob,
=C2-
You may remember that my initial theory was that the problem was with the e
lectric fuel pump.
=C2-
Barry,
=C2-
Is your electric fuel pump mounted on a 45 degree angle ? ? ?=C2- Mine sp
ecified that it should be,
=C2-
Do you have a jetted fuel line going from the fuel line between the engine
fuel pump and the carbs back to your fuel cells ? ? ? Rotax standard instal
ation instructions specify that there be one.
=C2-
=C2-Even with this bleed back path for hot fuel, and vapor formed in the
fuel line when the fuel cooks off and turning on the electric fuel pump,,
=C2-on a hot day when I forget to open the hatch on the top of my cowl it
is common for the engine to falter four to five minutes after re-start. On
such days I turn on my electric fuel pump run my engine long enough to be
past the time that the engine will run on the fuel left over in the carb bo
wls.
=C2-
Bernie Wilder
=C2-
=C2-
=C2-
=C2-
On Wed, Sep 12, 2012 at 9:27 AM, Bob Heiser < w7ikt@fly-web.us > wrote:
Bob,
This has some similarities to my accident.=C2- I believe the electric fue
l pump blocked fuel flow in my plane.=C2- When the fuel pump was removed
I could not blow thru it in either direction, should have been able to in t
he direction of flow.=C2- After shipping the fuel pump to the NTSB it ope
rated normally.=C2- Do you have a bypass and check valve around the elect
ric fuel pump?
God Bless
Bob Heiser W7IKT On 9/10/2012 6:23 PM, Bob Hartunian wrote:
=C2-
Flew out locally for bkfst on Sunday, past mountains to flatlands and lande
d and all was fine. Got back into plane 45 min later and started up fine. D
id normal runup and had 5 gal in left tank, full right tank, running off le
ft, all was fine.
Took off normally and did another normal left crosswind turn toward home an
d mountains. All indications normal including fuel pressure. Climbing at 50
0 fpm, 100 mph, engine around 5100 rpm, when suddenly engine rpm drops to a
lmost idle. No shaking or vibes. Immediately kicked on electric fuel pump b
ut saw no indications for low fuel pressure, and engine came back normally.
I don=99t think the fuel pump really did anything as engine just reg
ained rpm and flew perfectly all the way home for another 20 min. out over
desert just in case.
I pulled cowl and checked things visually but no obvious problems. Don
=99t have a good explanation for why rpm dropped.
Bob H
__,_._,___
arget="_blank">http://www.matronics.com/Navigator?Pulsar-List ttp://forum
s.matronics.com _blank">http://www.matronics.com/contribution
==
________________________________________________________________________________
Subject: Nose gear needed
From: "Bigfootf2013" <Bigfootf2013(at)gmail.com>
Date: Sep 12, 2012
Hi Everyone I'm glad I found the group. I am in need of a nose wheel assembly.
The nose leg and castoring fork.
Thanks!
--------
BFlowers
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=382935#382935
________________________________________________________________________________
Date: Sep 12, 2012
From: barrynorman(at)comcast.net
Subject: Re: [Pulsar-Aviators] 912 Hiccup
I found a detailed installation guide on the Internet on the facet pump and
they do recommend mounting the pump at a 45 degree angle to allow buildup
of vapors to pass through the pump easily. Unfortunately the location of th
e pump doesn't allow for it and I don't think=C2-a buildup of vapors exis
ts near the pump because it doesn't get hot there inside the cabin. In fact
, when I'm having a hard start problem after it's heat soaked,=C2-the onl
y way I can get=C2-it started is when=C2-I turn on the electric pump, s
o I know it's functioning properly.=C2-What works for me is to take the u
pper engine cowl off during short stops for refueling or whatever and that
stops the heat soaking and vapor lock problems.=C2-=C2-
----- Original Message -----
From: barrynorman(at)comcast.net
Sent: Wednesday, September 12, 2012 12:00:27 PM
Subject: Re: Pulsar-List: Re: [Pulsar-Aviators] 912 Hiccup
My manuals never mentioned mounting the fuel pump at 45 degrees or routing
fuel back to the tank via a return line. As a matter of fact, there were no
provisions in the end plates for a fuel return or a selector switch for fe
eding=C2-back to the appropriate tank. There wasn't any information on a
bypass for the electric pump either.=C2-
=C2-
Barry.
----- Original Message -----
From: "Bernard Wilder" <bernard.wilder2(at)gmail.com>
Sent: Wednesday, September 12, 2012 11:02:26 AM
Subject: Re: Pulsar-List: Re: [Pulsar-Aviators] 912 Hiccup
Bob,
=C2-
You may remember that my initial theory was that the problem was with the e
lectric fuel pump.
=C2-
Barry,
=C2-
Is your electric fuel pump mounted on a 45 degree angle ? ? ?=C2- Mine sp
ecified that it should be,
=C2-
Do you have a jetted fuel line going from the fuel line between the engine
fuel pump and the carbs back to your fuel cells ? ? ? Rotax standard instal
ation instructions specify that there be one.
=C2-
=C2-Even with this bleed back path for hot fuel, and vapor formed in the
fuel line when the fuel cooks off and turning on the electric fuel pump,,
=C2-on a hot day when I forget to open the hatch on the top of my cowl it
is common for the engine to falter four to five minutes after re-start. On
such days I turn on my electric fuel pump run my engine long enough to be
past the time that the engine will run on the fuel left over in the carb bo
wls.
=C2-
Bernie Wilder
=C2-
=C2-
=C2-
=C2-
On Wed, Sep 12, 2012 at 9:27 AM, Bob Heiser < w7ikt@fly-web.us > wrote:
Bob,
This has some similarities to my accident.=C2- I believe the electric fue
l pump blocked fuel flow in my plane.=C2- When the fuel pump was removed
I could not blow thru it in either direction, should have been able to in t
he direction of flow.=C2- After shipping the fuel pump to the NTSB it ope
rated normally.=C2- Do you have a bypass and check valve around the elect
ric fuel pump?
God Bless
Bob Heiser W7IKT On 9/10/2012 6:23 PM, Bob Hartunian wrote:
=C2-
Flew out locally for bkfst on Sunday, past mountains to flatlands and lande
d and all was fine. Got back into plane 45 min later and started up fine. D
id normal runup and had 5 gal in left tank, full right tank, running off le
ft, all was fine.
Took off normally and did another normal left crosswind turn toward home an
d mountains. All indications normal including fuel pressure. Climbing at 50
0 fpm, 100 mph, engine around 5100 rpm, when suddenly engine rpm drops to a
lmost idle. No shaking or vibes. Immediately kicked on electric fuel pump b
ut saw no indications for low fuel pressure, and engine came back normally.
I don=99t think the fuel pump really did anything as engine just reg
ained rpm and flew perfectly all the way home for another 20 min. out over
desert just in case.
I pulled cowl and checked things visually but no obvious problems. Don
=99t have a good explanation for why rpm dropped.
Bob H
__,_._,___
arget="_blank">http://www.matronics.com/Navigator?Pulsar-List ttp://forum
s.matronics.com _blank">http://www.matronics.com/contribution
arget=_blank>http://www.matronics.com/Navigator?Pulsar-List p://forums.ma
====================
________________________________________________________________________________
From: "Barry J Edwards" <barryjedwards(at)lineone.net>
Subject: Re: [Pulsar-Aviators] 912 Hiccup
Date: Sep 12, 2012
The instructions about mounting my Facet pump were on the original Facet
pack which I still have some 21 years later. It clearly says that it
must be mounted at 45 degrees. Back in those days when we were running
on leaded fuel there was less of an issue with vapour lock as the VP of
that fuel was higher. When unleaded fuel became the norm, a fuel return
line was mandated in the UK to avoid the possibility of vapour locking.
I think Rotax also mandated it. I had to put a new return line into my
right tank to facilitate this.
Barry
912 Taildragger UK 1030 hours
From: barrynorman(at)comcast.net
Sent: Wednesday, September 12, 2012 5:00 PM
Subject: Re: Pulsar-List: Re: [Pulsar-Aviators] 912 Hiccup
My manuals never mentioned mounting the fuel pump at 45 degrees or
routing fuel back to the tank via a return line. As a matter of fact,
there were no provisions in the end plates for a fuel return or a
selector switch for feeding back to the appropriate tank. There wasn't
any information on a bypass for the electric pump either.
Barry.
-------------------------------------------------------------------------
-------
From: "Bernard Wilder" <bernard.wilder2(at)gmail.com>
Sent: Wednesday, September 12, 2012 11:02:26 AM
Subject: Re: Pulsar-List: Re: [Pulsar-Aviators] 912 Hiccup
Bob,
You may remember that my initial theory was that the problem was with
the electric fuel pump.
Barry,
Is your electric fuel pump mounted on a 45 degree angle ? ? ? Mine
specified that it should be,
Do you have a jetted fuel line going from the fuel line between the
engine fuel pump and the carbs back to your fuel cells ? ? ? Rotax
standard instalation instructions specify that there be one.
Even with this bleed back path for hot fuel, and vapor formed in the
fuel line when the fuel cooks off and turning on the electric fuel
pump,, on a hot day when I forget to open the hatch on the top of my
cowl it is common for the engine to falter four to five minutes after
re-start. On such days I turn on my electric fuel pump run my engine
long enough to be past the time that the engine will run on the fuel
left over in the carb bowls.
Bernie Wilder
On Wed, Sep 12, 2012 at 9:27 AM, Bob Heiser <w7ikt@fly-web.us> wrote:
Bob,
This has some similarities to my accident. I believe the electric
fuel pump blocked fuel flow in my plane. When the fuel pump was removed
I could not blow thru it in either direction, should have been able to
in the direction of flow. After shipping the fuel pump to the NTSB it
operated normally. Do you have a bypass and check valve around the
electric fuel pump?
God Bless
Bob Heiser W7IKT
On 9/10/2012 6:23 PM, Bob Hartunian wrote:
Flew out locally for bkfst on Sunday, past mountains to flatlands
and landed and all was fine. Got back into plane 45 min later and
started up fine. Did normal runup and had 5 gal in left tank, full right
tank, running off left, all was fine.
Took off normally and did another normal left crosswind turn toward
home and mountains. All indications normal including fuel pressure.
Climbing at 500 fpm, 100 mph, engine around 5100 rpm, when suddenly
engine rpm drops to almost idle. No shaking or vibes. Immediately kicked
on electric fuel pump but saw no indications for low fuel pressure, and
engine came back normally. I don=99t think the fuel pump really
did anything as engine just regained rpm and flew perfectly all the way
home for another 20 min. out over desert just in case.
I pulled cowl and checked things visually but no obvious problems.
Don=99t have a good explanation for why rpm dropped.
Bob H
__,_._,___
arget="_blank">http://www.matronics.com/Navigator?Pulsar-List
ttp://forums.matronics.com
_blank">http://www.matronics.com/contribution
arget=_blank>http://www.matronics.com/Navigator?Pulsar-List
p://forums.matronics.com
blank>http://www.matronics.com/contribution
________________________________________________________________________________
Date: Sep 12, 2012
From: barrynorman(at)comcast.net
Subject: Re: [Pulsar-Aviators] 912 Hiccup
It sounds like I should go ahead and put in a return line. What did most pe
ople do for a return line? I was thinking about using a low pressure poppe
t valve (maybe 2-3 pounds) with a small fuel injection pill to restrict flo
w, installed in the fuel line before the split to t he carbs and route it b
ack to a tank. My concern is pumping to much fuel back to one tank. With po
ppet valve and pill, the fuel would only flow when pressure exceeded the pr
essure point of the poppet valve and then be restricted by the pill.
Barry
----- Original Message -----
From: "Barry J Edwards" <barryjedwards(at)lineone.net>
Sent: Wednesday, September 12, 2012 12:35:34 PM
Subject: Re: Pulsar-List: Re: [Pulsar-Aviators] 912 Hiccup
The instructions about mounting my Facet pump were on the original Facet pa
ck which I still have some 21 years later. It clearly says that it must be
mounted at 45 degrees. Back in those days when we were running on leaded fu
el there was less of an issue with vapour lock as the VP of that fuel was h
igher. When unleaded fuel became the norm, a fuel return line was mandated
in the UK to avoid the possibility of vapour locking. I think Rotax also ma
ndated it. I had to put a new return line into my right tank to facilitate
this.
=C2-
Barry
912 Taildragger UK 1030 hours=C2-
=C2-
From: barrynorman(at)comcast.net
Sent: Wednesday, September 12, 2012 5:00 PM
Subject: Re: Pulsar-List: Re: [Pulsar-Aviators] 912 Hiccup
=C2-
My manuals never mentioned mounting the fuel pump at 45 degrees or routing
fuel back to the tank via a return line. As a matter of fact, there were no
provisions in the end plates for a fuel return or a selector switch for fe
eding back to the appropriate tank. There wasn't any information on a bypas
s for the electric pump either.
=C2-
Barry.
----- Original Message -----
From: "Bernard Wilder" <bernard.wilder2(at)gmail.com>
Sent: Wednesday, September 12, 2012 11:02:26 AM
Subject: Re: Pulsar-List: Re: [Pulsar-Aviators] 912 Hiccup
Bob,
=C2-
You may remember that my initial theory was that the problem was with the e
lectric fuel pump.
=C2-
Barry,
=C2-
Is your electric fuel pump mounted on a 45 degree angle ? ? ?=C2- Mine sp
ecified that it should be,
=C2-
Do you have a jetted fuel line going from the fuel line between the engine
fuel pump and the carbs back to your fuel cells ? ? ? Rotax standard instal
ation instructions specify that there be one.
=C2-
Even with this bleed back path for hot fuel, and vapor formed in the fuel l
ine when the fuel cooks off and turning on the electric fuel pump,, on a ho
t day when I forget to open the hatch on the top of my cowl it is common fo
r the engine to falter four to five minutes after re-start. On such days I
turn on my electric fuel pump run my engine long enough to be past the time
that the engine will run on the fuel left over in the carb bowls.
=C2-
Bernie Wilder
=C2-
=C2-
=C2-
=C2-
On Wed, Sep 12, 2012 at 9:27 AM, Bob Heiser < w7ikt@fly-web.us > wrote:
Bob,
This has some similarities to my accident.=C2- I believe the electric fue
l pump blocked fuel flow in my plane.=C2- When the fuel pump was removed
I could not blow thru it in either direction, should have been able to in t
he direction of flow.=C2- After shipping the fuel pump to the NTSB it ope
rated normally.=C2- Do you have a bypass and check valve around the elect
ric fuel pump?
God Bless
Bob Heiser W7IKT On 9/10/2012 6:23 PM, Bob Hartunian wrote:
=C2-
Flew out locally for bkfst on Sunday, past mountains to flatlands and lande
d and all was fine. Got back into plane 45 min later and started up fine. D
id normal runup and had 5 gal in left tank, full right tank, running off le
ft, all was fine.
Took off normally and did another normal left crosswind turn toward home an
d mountains. All indications normal including fuel pressure. Climbing at 50
0 fpm, 100 mph, engine around 5100 rpm, when suddenly engine rpm drops to a
lmost idle. No shaking or vibes. Immediately kicked on electric fuel pump b
ut saw no indications for low fuel pressure, and engine came back normally.
I don=99t think the fuel pump really did anything as engine just reg
ained rpm and flew perfectly all the way home for another 20 min. out over
desert just in case.
I pulled cowl and checked things visually but no obvious problems. Don
=99t have a good explanation for why rpm dropped.
Bob H
=C2-
__,_._,___
arget="_blank">http://www.matronics.com/Navigator?Pulsar-List ttp://forum
s.matronics.com _blank">http://www.matronics.com/contribution
arget=_blank>http://www.matronics.com/Navigator?Pulsar-List p://forums.ma
tronics.com blank>http://www.matronics.com/contribution href="http://www.
matronics.com/Navigator?Pulsar-List">http://www.matronhref="http://forums
.matronics.com">http://forums.matronics.com href="http://www.matronics.co
========================
==
________________________________________________________________________________
From: "Barry J Edwards" <barryjedwards(at)lineone.net>
Subject: Re: [Pulsar-Aviators] 912 Hiccup
Date: Sep 12, 2012
We use a simple Tee piece in the line after the fuel pump with a fine
jet in the discharge line back to the tank. the hole size is 0.35mm:
http://www.ekmpowershop2.com/ekmps/shops/conairsports/fuel-return-restric
tor-fsc-039-1743-p.asp
Simple and works well sending the minimum amount of fuel back to the
tank.
Barry
G-XPXP
From: barrynorman(at)comcast.net
Sent: Wednesday, September 12, 2012 5:56 PM
Subject: Re: Pulsar-List: Re: [Pulsar-Aviators] 912 Hiccup
It sounds like I should go ahead and put in a return line. What did most
people do for a return line? I was thinking about using a low pressure
poppet valve (maybe 2-3 pounds) with a small fuel injection pill to
restrict flow, installed in the fuel line before the split to the carbs
and route it back to a tank. My concern is pumping to much fuel back to
one tank. With poppet valve and pill, the fuel would only flow when
pressure exceeded the pressure point of the poppet valve and then be
restricted by the pill.
Barry
-------------------------------------------------------------------------
-------
From: "Barry J Edwards" <barryjedwards(at)lineone.net>
Sent: Wednesday, September 12, 2012 12:35:34 PM
Subject: Re: Pulsar-List: Re: [Pulsar-Aviators] 912 Hiccup
The instructions about mounting my Facet pump were on the original Facet
pack which I still have some 21 years later. It clearly says that it
must be mounted at 45 degrees. Back in those days when we were running
on leaded fuel there was less of an issue with vapour lock as the VP of
that fuel was higher. When unleaded fuel became the norm, a fuel return
line was mandated in the UK to avoid the possibility of vapour locking.
I think Rotax also mandated it. I had to put a new return line into my
right tank to facilitate this.
Barry
912 Taildragger UK 1030 hours
From: barrynorman(at)comcast.net
Sent: Wednesday, September 12, 2012 5:00 PM
Subject: Re: Pulsar-List: Re: [Pulsar-Aviators] 912 Hiccup
My manuals never mentioned mounting the fuel pump at 45 degrees or
routing fuel back to the tank via a return line. As a matter of fact,
there were no provisions in the end plates for a fuel return or a
selector switch for feeding back to the appropriate tank. There wasn't
any information on a bypass for the electric pump either.
Barry.
-------------------------------------------------------------------------
-------
From: "Bernard Wilder" <bernard.wilder2(at)gmail.com>
Sent: Wednesday, September 12, 2012 11:02:26 AM
Subject: Re: Pulsar-List: Re: [Pulsar-Aviators] 912 Hiccup
Bob,
You may remember that my initial theory was that the problem was with
the electric fuel pump.
Barry,
Is your electric fuel pump mounted on a 45 degree angle ? ? ? Mine
specified that it should be,
Do you have a jetted fuel line going from the fuel line between the
engine fuel pump and the carbs back to your fuel cells ? ? ? Rotax
standard instalation instructions specify that there be one.
Even with this bleed back path for hot fuel, and vapor formed in the
fuel line when the fuel cooks off and turning on the electric fuel
pump,, on a hot day when I forget to open the hatch on the top of my
cowl it is common for the engine to falter four to five minutes after
re-start. On such days I turn on my electric fuel pump run my engine
long enough to be past the time that the engine will run on the fuel
left over in the carb bowls.
Bernie Wilder
On Wed, Sep 12, 2012 at 9:27 AM, Bob Heiser <w7ikt@fly-web.us> wrote:
Bob,
This has some similarities to my accident. I believe the electric
fuel pump blocked fuel flow in my plane. When the fuel pump was removed
I could not blow thru it in either direction, should have been able to
in the direction of flow. After shipping the fuel pump to the NTSB it
operated normally. Do you have a bypass and check valve around the
electric fuel pump?
God Bless
Bob Heiser W7IKT
On 9/10/2012 6:23 PM, Bob Hartunian wrote:
Flew out locally for bkfst on Sunday, past mountains to flatlands
and landed and all was fine. Got back into plane 45 min later and
started up fine. Did normal runup and had 5 gal in left tank, full right
tank, running off left, all was fine.
Took off normally and did another normal left crosswind turn toward
home and mountains. All indications normal including fuel pressure.
Climbing at 500 fpm, 100 mph, engine around 5100 rpm, when suddenly
engine rpm drops to almost idle. No shaking or vibes. Immediately kicked
on electric fuel pump but saw no indications for low fuel pressure, and
engine came back normally. I don=99t think the fuel pump really
did anything as engine just regained rpm and flew perfectly all the way
home for another 20 min. out over desert just in case.
I pulled cowl and checked things visually but no obvious problems.
Don=99t have a good explanation for why rpm dropped.
Bob H
__,_._,___
arget="_blank">http://www.matronics.com/Navigator?Pulsar-List
ttp://forums.matronics.com
_blank">http://www.matronics.com/contribution
arget=_blank>http://www.matronics.com/Navigator?Pulsar-List
p://forums.matronics.com
blank>http://www.matronics.com/contribution
href="http://www.matronics.com/Navigator?Pulsar-List">http://www.matron
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
arget=_blank>http://www.matronics.com/Navigator?Pulsar-List
p://forums.matronics.com
blank>http://www.matronics.com/contribution
________________________________________________________________________________
Date: Sep 12, 2012
From: barrynorman(at)comcast.net
Subject: Re: [Pulsar-Aviators] 912 Hiccup
Thanks Barry!
----- Original Message -----
From: "Barry J Edwards" <barryjedwards(at)lineone.net>
Sent: Wednesday, September 12, 2012 1:17:26 PM
Subject: Re: Pulsar-List: Re: [Pulsar-Aviators] 912 Hiccup
We use a simple Tee piece in the line after the fuel pump with a fine jet i
n the discharge line back to the tank. the hole size is 0.35mm:
http://www.ekmpowershop2.com/ekmps/shops/conairsports/fuel-return-restricto
r-fsc-039-1743-p.asp
=C2-
Simple and works well sending the minimum amount of fuel back to the tank.
=C2-
Barry
G-XPXP
=C2-
From: barrynorman(at)comcast.net
Sent: Wednesday, September 12, 2012 5:56 PM
Subject: Re: Pulsar-List: Re: [Pulsar-Aviators] 912 Hiccup
=C2-
It sounds like I should go ahead and put in a return line. What did most pe
ople do for a return line? I was thinking about using a low pressure poppet
valve (maybe 2-3 pounds) with a small fuel injection pill to restrict flow
, installed in the fuel line before the split to the carbs and route it bac
k to a tank. My concern is pumping to much fuel back to one tank. With popp
et valve and pill, the fuel would only flow when pressure exceeded the pres
sure point of the poppet valve and then be restricted by the pill.
Barry
----- Original Message -----
From: "Barry J Edwards" <barryjedwards(at)lineone.net>
Sent: Wednesday, September 12, 2012 12:35:34 PM
Subject: Re: Pulsar-List: Re: [Pulsar-Aviators] 912 Hiccup
The instructions about mounting my Facet pump were on the original Facet pa
ck which I still have some 21 years later. It clearly says that it must be
mounted at 45 degrees. Back in those days when we were running on leaded fu
el there was less of an issue with vapour lock as the VP of that fuel was h
igher. When unleaded fuel became the norm, a fuel return line was mandated
in the UK to avoid the possibility of vapour locking. I think Rotax also ma
ndated it. I had to put a new return line into my right tank to facilitate
this.
=C2-
Barry
912 Taildragger UK 1030 hours=C2-
=C2-
From: barrynorman(at)comcast.net
Sent: Wednesday, September 12, 2012 5:00 PM
Subject: Re: Pulsar-List: Re: [Pulsar-Aviators] 912 Hiccup
=C2-
My manuals never mentioned mounting the fuel pump at 45 degrees or routing
fuel back to the tank via a return line. As a matter of fact, there were no
provisions in the end plates for a fuel return or a selector switch for fe
eding back to the appropriate tank. There wasn't any information on a bypas
s for the electric pump either.
=C2-
Barry.
----- Original Message -----
From: "Bernard Wilder" <bernard.wilder2(at)gmail.com>
Sent: Wednesday, September 12, 2012 11:02:26 AM
Subject: Re: Pulsar-List: Re: [Pulsar-Aviators] 912 Hiccup
Bob,
=C2-
You may remember that my initial theory was that the problem was with the e
lectric fuel pump.
=C2-
Barry,
=C2-
Is your electric fuel pump mounted on a 45 degree angle ? ? ?=C2- Mine sp
ecified that it should be,
=C2-
Do you have a jetted fuel line going from the fuel line between the engine
fuel pump and the carbs back to your fuel cells ? ? ? Rotax standard instal
ation instructions specify that there be one.
=C2-
Even with this bleed back path for hot fuel, and vapor formed in the fuel l
ine when the fuel cooks off and turning on the electric fuel pump,, on a ho
t day when I forget to open the hatch on the top of my cowl it is common fo
r the engine to falter four to five minutes after re-start. On such days I
turn on my electric fuel pump run my engine long enough to be past the time
that the engine will run on the fuel left over in the carb bowls.
=C2-
Bernie Wilder
=C2-
=C2-
=C2-
=C2-
On Wed, Sep 12, 2012 at 9:27 AM, Bob Heiser < w7ikt@fly-web.us > wrote:
Bob,
This has some similarities to my accident.=C2- I believe the electric fue
l pump blocked fuel flow in my plane.=C2- When the fuel pump was removed
I could not blow thru it in either direction, should have been able to in t
he direction of flow.=C2- After shipping the fuel pump to the NTSB it ope
rated normally.=C2- Do you have a bypass and check valve around the elect
ric fuel pump?
God Bless
Bob Heiser W7IKT On 9/10/2012 6:23 PM, Bob Hartunian wrote:
=C2-
Flew out locally for bkfst on Sunday, past mountains to flatlands and lande
d and all was fine. Got back into plane 45 min later and started up fine. D
id normal runup and had 5 gal in left tank, full right tank, running off le
ft, all was fine.
Took off normally and did another normal left crosswind turn toward home an
d mountains. All indications normal including fuel pressure. Climbing at 50
0 fpm, 100 mph, engine around 5100 rpm, when suddenly engine rpm drops to a
lmost idle. No shaking or vibes. Immediately kicked on electric fuel pump b
ut saw no indications for low fuel pressure, and engine came back normally.
I don=99t think the fuel pump really did anything as engine just reg
ained rpm and flew perfectly all the way home for another 20 min. out over
desert just in case.
I pulled cowl and checked things visually but no obvious problems. Don
=99t have a good explanation for why rpm dropped.
Bob H
=C2-
__,_._,___
arget="_blank">http://www.matronics.com/Navigator?Pulsar-List ttp://forum
s.matronics.com _blank">http://www.matronics.com/contribution
arget=_blank>http://www.matronics.com/Navigator?Pulsar-List p://forums.ma
tronics.com blank>http://www.matronics.com/contribution href="http://www.
matronics.com/Navigator?Pulsar-List">http://www.matronhref="http://forums
.matronics.com">http://forums.matronics.com href="http://www.matronics.co
m/contribution">http://www.matronics.com/c arget=_blank>http://www.matron
ics.com/Navigator?Pulsar-List p://forums.matronics.com blank>http://www.mat
ronics.com/contribution href="http://www.matronics.com/Navigator?Pulsar-L
ist">http://www.matronhref="http://forums.matronics.com">http://forums.ma
tronics.com href="http://www.matronics.com/contribution">http://www.matro
==============
==
________________________________________________________________________________
Date: Sep 12, 2012
Subject: Re: [Pulsar-Aviators] 912 Hiccup
From: Dennis Adams <ghf4986(at)gmail.com>
Barry,
I took the Rotax Maintenance course and that is when I found out about the
fuel line back to the tank (or the fuel line from the tank). This was
something new. You can find information on the Rotax Webb-site. I bought
a manifold from Spruce to accommodate the fittings and the fuel jet size.
My Faucet instruction for the fuel pump said to mount at 45 Degrees.
Pulsar manuals said nothing along this line at least for my Kit 464.
Dennis
On Wed, Sep 12, 2012 at 10:00 AM, wrote:
> My manuals never mentioned mounting the fuel pump at 45 degrees or routin
g
> fuel back to the tank via a return line. As a matter of fact, there were
no
> provisions in the end plates for a fuel return or a selector switch for
> feeding back to the appropriate tank. There wasn't any information on a
> bypass for the electric pump either.
>
>
> Barry.
>
> ------------------------------
>
> *From: *"Bernard Wilder" <bernard.wilder2(at)gmail.com>
> *To: *pulsar-list(at)matronics.com
> *Sent: *Wednesday, September 12, 2012 11:02:26 AM
> *Subject: *Re: Pulsar-List: Re: [Pulsar-Aviators] 912 Hiccup
>
> Bob,
>
> You may remember that my initial theory was that the problem was with the
> electric fuel pump.
>
> Barry,
>
> Is your electric fuel pump mounted on a 45 degree angle ? ? ? Mine
> specified that it should be,
>
> Do you have a jetted fuel line going from the fuel line between the engin
e
> fuel pump and the carbs back to your fuel cells ? ? ? Rotax standard
> instalation instructions specify that there be one.
>
> Even with this bleed back path for hot fuel, and vapor formed in the fue
l
> line when the fuel cooks off and turning on the electric fuel pump,, on a
> hot day when I forget to open the hatch on the top of my cowl it is commo
n
> for the engine to falter four to five minutes after re-start. On such day
s
> I turn on my electric fuel pump run my engine long enough to be past the
> time that the engine will run on the fuel left over in the carb bowls.
>
> Bernie Wilder
>
>
> On Wed, Sep 12, 2012 at 9:27 AM, Bob Heiser <w7ikt@fly-web.us> wrote:
>
>> Bob,
>> This has some similarities to my accident. I believe the electric fuel
>> pump blocked fuel flow in my plane. When the fuel pump was removed I co
uld
>> not blow thru it in either direction, should have been able to in the
>> direction of flow. After shipping the fuel pump to the NTSB it operated
>> normally. Do you have a bypass and check valve around the electric fuel
>> pump?
>> *God Bless
>> Bob Heiser W7IKT*
>> On 9/10/2012 6:23 PM, Bob Hartunian wrote:
>>
>>
>>
>> Flew out locally for bkfst on Sunday, past mountains to flatlands and
>> landed and all was fine. Got back into plane 45 min later and started up
>> fine. Did normal runup and had 5 gal in left tank, full right tank, runn
ing
>> off left, all was fine.
>> Took off normally and did another normal left crosswind turn toward home
>> and mountains. All indications normal including fuel pressure. Climbing
at
>> 500 fpm, 100 mph, engine around 5100 rpm, when suddenly engine rpm drops
to
>> almost idle. No shaking or vibes. Immediately kicked on electric fuel pu
mp
>> but saw no indications for low fuel pressure, and engine came back
>> normally. I don=92t think the fuel pump really did anything as engine ju
st
>> regained rpm and flew perfectly all the way home for another 20 min. out
>> over desert just in case.
>> I pulled cowl and checked things visually but no obvious problems. Don
=92t
>> have a good explanation for why rpm dropped.
>> Bob H
>>
>> __,_._,___
>>
>>
>> *
>>
>> arget="_blank">http://www.matronics.com/Navigator?Pulsar-List
>> ttp://forums.matronics.com
>> _blank">http://www.matronics.com/contribution
>> *
>>
>>
> *
>
> arget=_blank>http://www.matronics.com/Navigator?Pulsar-List
> p://forums.matronics.com
> blank>http://www.matronics.com/contribution
> *
>
> *
>
===========
===========
===========
===========
> *
>
>
________________________________________________________________________________
From: Cd <pulsar747n(at)yahoo.com>
Subject: Re: [Pulsar-Aviators] 912 Hiccup
Date: Sep 12, 2012
How does the discharge line help with vapor locks? I thought that return li
nes were a good idea on injection systems.
Carlos
On Sep 12, 2012, at 10:29 AM, barrynorman(at)comcast.net wrote:
> Thanks Barry!
>
> From: "Barry J Edwards" <barryjedwards(at)lineone.net>
> To: pulsar-list(at)matronics.com
> Sent: Wednesday, September 12, 2012 1:17:26 PM
> Subject: Re: Pulsar-List: Re: [Pulsar-Aviators] 912 Hiccup
>
> We use a simple Tee piece in the line after the fuel pump with a fine jet i
n the discharge line back to the tank. the hole size is 0.35mm:
> http://www.ekmpowershop2.com/ekmps/shops/conairsports/fuel-return-restrict
or-fsc-039-1743-p.asp
>
> Simple and works well sending the minimum amount of fuel back to the tank.
>
> Barry
> G-XPXP
>
> From: barrynorman(at)comcast.net
> Sent: Wednesday, September 12, 2012 5:56 PM
> To: pulsar-list(at)matronics.com
> Subject: Re: Pulsar-List: Re: [Pulsar-Aviators] 912 Hiccup
>
> It sounds like I should go ahead and put in a return line. What did most p
eople do for a return line? I was thinking about using a low pressure poppet
valve (maybe 2-3 pounds) with a small fuel injection pill to restrict flow,
installed in the fuel line before the split to the carbs and route it back t
o a tank. My concern is pumping to much fuel back to one tank. With poppet v
alve and pill, the fuel would only flow when pressure exceeded the pressure p
oint of the poppet valve and then be restricted by the pill.
> Barry
> From: "Barry J Edwards" <barryjedwards(at)lineone.net>
> To: pulsar-list(at)matronics.com
> Sent: Wednesday, September 12, 2012 12:35:34 PM
> Subject: Re: Pulsar-List: Re: [Pulsar-Aviators] 912 Hiccup
>
> The instructions about mounting my Facet pump were on the original Facet p
ack which I still have some 21 years later. It clearly says that it must be m
ounted at 45 degrees. Back in those days when we were running on leaded fuel
there was less of an issue with vapour lock as the VP of that fuel was high
er. When unleaded fuel became the norm, a fuel return line was mandated in t
he UK to avoid the possibility of vapour locking. I think Rotax also mandate
d it. I had to put a new return line into my right tank to facilitate this.
>
> Barry
> 912 Taildragger UK 1030 hours
>
> From: barrynorman(at)comcast.net
> Sent: Wednesday, September 12, 2012 5:00 PM
> To: pulsar-list(at)matronics.com
> Subject: Re: Pulsar-List: Re: [Pulsar-Aviators] 912 Hiccup
>
> My manuals never mentioned mounting the fuel pump at 45 degrees or routing
fuel back to the tank via a return line. As a matter of fact, there were no
provisions in the end plates for a fuel return or a selector switch for fee
ding back to the appropriate tank. There wasn't any information on a bypass f
or the electric pump either.
>
> Barry.
>
> From: "Bernard Wilder" <bernard.wilder2(at)gmail.com>
> To: pulsar-list(at)matronics.com
> Sent: Wednesday, September 12, 2012 11:02:26 AM
> Subject: Re: Pulsar-List: Re: [Pulsar-Aviators] 912 Hiccup
>
> Bob,
>
> You may remember that my initial theory was that the problem was with the e
lectric fuel pump.
>
> Barry,
>
> Is your electric fuel pump mounted on a 45 degree angle ? ? ? Mine specif
ied that it should be,
>
> Do you have a jetted fuel line going from the fuel line between the engine
fuel pump and the carbs back to your fuel cells ? ? ? Rotax standard instal
ation instructions specify that there be one.
>
> Even with this bleed back path for hot fuel, and vapor formed in the fuel l
ine when the fuel cooks off and turning on the electric fuel pump,, on a hot
day when I forget to open the hatch on the top of my cowl it is common for t
he engine to falter four to five minutes after re-start. On such days I turn
on my electric fuel pump run my engine long enough to be past the time that
the engine will run on the fuel left over in the carb bowls.
>
> Bernie Wilder
>
>
>
>
>
>
> On Wed, Sep 12, 2012 at 9:27 AM, Bob Heiser <w7ikt@fly-web.us> wrote:
> Bob,
> This has some similarities to my accident. I believe the electric fuel pu
mp blocked fuel flow in my plane. When the fuel pump was removed I could no
t blow thru it in either direction, should have been able to in the directio
n of flow. After shipping the fuel pump to the NTSB it operated normally. D
o you have a bypass and check valve around the electric fuel pump?
> God Bless
> Bob Heiser W7IKT
> On 9/10/2012 6:23 PM, Bob Hartunian wrote:
>
> Flew out locally for bkfst on Sunday, past mountains to flatlands and land
ed and all was fine. Got back into plane 45 min later and started up fine. D
id normal runup and had 5 gal in left tank, full right tank, running off lef
t, all was fine.
> Took off normally and did another normal left crosswind turn toward home a
nd mountains. All indications normal including fuel pressure. Climbing at 50
0 fpm, 100 mph, engine around 5100 rpm, when suddenly engine rpm drops to al
most idle. No shaking or vibes. Immediately kicked on electric fuel pump but
saw no indications for low fuel pressure, and engine came back normally. I d
on=99t think the fuel pump really did anything as engine just regained
rpm and flew perfectly all the way home for another 20 min. out over desert
just in case.
> I pulled cowl and checked things visually but no obvious problems. Don
=99t have a good explanation for why rpm dropped.
> Bob H
>
> __,_._,___
>
>
>
> arget="_blank">http://www.matronics.com/Navigator?Pulsar-List
> ttp://forums.matronics.com
> _blank">http://www.matronics.com/contribution
>
>
>
>
> arget=_blank>http://www.matronics.com/Navigator?Pulsar-List
> p://forums.matronics.com
> blank>http://www.matronics.com/contribution
>
>
>
> href="http://www.matronics.com/Navigator?Pulsar-List">http://www.matronh
ref="http://forums.matronics.com">http://forums.matronics.com
> href="http://www.matronics.com/contribution">http://www.matronics.com/c
>
>
> arget=_blank>http://www.matronics.com/Navigator?Pulsar-List
> p://forums.matronics.com
> blank>http://www.matronics.com/contribution
>
>
>
> href="http://www.matronics.com/Navigator?Pulsar-List">http://www.matronh
ref="http://forums.matronics.com">http://forums.matronics.com
> href="http://www.matronics.com/contribution">http://www.matronics.com/c
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> p://forums.matronics.com
> blank>http://www.matronics.com/contribution
>
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
________________________________________________________________________________
Date: Sep 12, 2012
Subject: Re: [Pulsar-Aviators] 912 Hiccup
From: Bernard Wilder <bernard.wilder2(at)gmail.com>
Barry,
When you say nothing in the manuals, are you referring to Aero Design or
Sky Star manuals ? ? ? ? ?
I found nothing there either. It was in the Rotax installation manual. I
checked it out with the Ratax rep ((Senior brain fart - can't say his name
right now.)). that used to come to the Pulsar gatherings in Lawrence. He
confirmed that I should install one.
Dumby me, at first I connected it to one fuel cell. I was using the other
fuel cell and the feedback line filled the fuel cell and fuel began to run
out the vent. You have to put the feed back in a "T" in the fuel line after
the selector switch. That way, whichever fuel cell you are using, the fuel
will feed back there.
The manual specified the size jet to use. I found the right size jet at a
propane gas furnace repair facility and fashioned a way to put it in series
with the feedback line. Forget how I did it but I could take a look at it
and let you know if you are interested.
Bernie Wilder
n Wed, Sep 12, 2012 at 12:00 PM, wrote:
> My manuals never mentioned mounting the fuel pump at 45 degrees or
> routing fuel back to the tank via a return line. As a matter of fact, the
re
> were no provisions in the end plates for a fuel return or a selector swit
ch
> for feeding back to the appropriate tank. There wasn't any information on
a
> bypass for the electric pump either.
>
>
> Barry.
>
> ------------------------------
>
> *From: *"Bernard Wilder" <bernard.wilder2(at)gmail.com>
> *To: *pulsar-list(at)matronics.com
> *Sent: *Wednesday, September 12, 2012 11:02:26 AM
> *Subject: *Re: Pulsar-List: Re: [Pulsar-Aviators] 912 Hiccup
>
> Bob,
>
> You may remember that my initial theory was that the problem was with the
> electric fuel pump.
>
> Barry,
>
> Is your electric fuel pump mounted on a 45 degree angle ? ? ? Mine
> specified that it should be,
>
> Do you have a jetted fuel line going from the fuel line between the engin
e
> fuel pump and the carbs back to your fuel cells ? ? ? Rotax standard
> instalation instructions specify that there be one.
>
> Even with this bleed back path for hot fuel, and vapor formed in the fue
l
> line when the fuel cooks off and turning on the electric fuel pump,, on a
> hot day when I forget to open the hatch on the top of my cowl it is commo
n
> for the engine to falter four to five minutes after re-start. On such day
s
> I turn on my electric fuel pump run my engine long enough to be past the
> time that the engine will run on the fuel left over in the carb bowls.
>
> Bernie Wilder
>
>
> On Wed, Sep 12, 2012 at 9:27 AM, Bob Heiser <w7ikt@fly-web.us> wrote:
>
>> Bob,
>> This has some similarities to my accident. I believe the electric fuel
>> pump blocked fuel flow in my plane. When the fuel pump was removed I co
uld
>> not blow thru it in either direction, should have been able to in the
>> direction of flow. After shipping the fuel pump to the NTSB it operated
>> normally. Do you have a bypass and check valve around the electric fuel
>> pump?
>> *God Bless
>> Bob Heiser W7IKT*
>> On 9/10/2012 6:23 PM, Bob Hartunian wrote:
>>
>>
>>
>> Flew out locally for bkfst on Sunday, past mountains to flatlands and
>> landed and all was fine. Got back into plane 45 min later and started up
>> fine. Did normal runup and had 5 gal in left tank, full right tank, runn
ing
>> off left, all was fine.
>> Took off normally and did another normal left crosswind turn toward home
>> and mountains. All indications normal including fuel pressure. Climbing
at
>> 500 fpm, 100 mph, engine around 5100 rpm, when suddenly engine rpm drops
to
>> almost idle. No shaking or vibes. Immediately kicked on electric fuel pu
mp
>> but saw no indications for low fuel pressure, and engine came back
>> normally. I don=92t think the fuel pump really did anything as engine ju
st
>> regained rpm and flew perfectly all the way home for another 20 min. out
>> over desert just in case.
>> I pulled cowl and checked things visually but no obvious problems. Don
=92t
>> have a good explanation for why rpm dropped.
>> Bob H
>>
>> __,_._,___
>>
>>
>> *
>>
>> arget="_blank">http://www.matronics.com/Navigator?Pulsar-List
>> ttp://forums.matronics.com
>> _blank">http://www.matronics.com/contribution
>> *
>>
>>
> *
>
> arget=_blank>http://www.matronics.com/Navigator?Pulsar-List
> p://forums.matronics.com
> blank>http://www.matronics.com/contribution
> *
>
> *
>
===========
>
===========
===========
===========
>
> *
>
>
________________________________________________________________________________
Date: Sep 12, 2012
From: Ron Koval <ronko(at)att.net>
Subject: Re: [Pulsar-Aviators] 912 Hiccup
Barry,=0A=0AFixing a different fuel and engine run problem, I experienced w
hat you refer to =0Aas fuel boil with my 582.=C2- The side of the engine
compartment with a gascolator, =0Athe carburetors and their fuel lines woul
d get so hot on hot days that when I =0Astopped the engine, I could hear th
e gurgle of the fuel at a boil.=C2- If I quickly =0Ajumped out, opened th
e cowling, I could see a bubble (vacuum) bounce in the fuel =0Aline(s).=C2
- It also seems line the hottest thing of my engine, the muffler, sits
=0Aright below the plumbing of the auxiliary fuel pump, gascolator and a ma
jor =0Aportion of the fuel line route, so when the engine is off, the conve
ction of =0Aheat naturally wants to rise, but gets=C2-held in place by th
e cowling.=C2-=0A=0AI solved my problem by improving the the source of co
ol air.=C2- All of the air =0Afeeding the carburetors, and cooling the fu
el distribution would go through the =0Aradiator at the left cowling air in
let.=C2- It was sealed well at top and bottom by =0Aits fiberglass mounts
and then on the left and right with heavy flexible, =0Acarefully cut to fi
t baffling material that was glued to the radiator sides =0A(solved over-he
ating during taxiing on hot days).=C2- I removed one side of the =0Abaffl
ing material to allow cool fresh air to this boiling fuel problem side.=C2
- I =0Adon't have a boiling fuel problem anymore and fortunately can stil
l taxi on 90+ =0Adegree days without ever over heating.=0A=0AI hope this is
of help.=C2- Try to get more cool air to the boiling fuel areas.=0A=0ARo
nko=0A=0A=0A=0A=0A________________________________=0AFrom: "barrynorman@com
cast.net" =0ATo: pulsar-list(at)matronics.com=0ASent:
Wed, September 12, 2012 9:19:14 AM=0ASubject: Re: Pulsar-List: Re: [Pulsar
-Aviators] 912 Hiccup=0A=0A=0AI had an event this summer that was similiar
but I don't think it had anything =0Ato do with the fuel pump. It was a fai
rly warm day and I had taken my son up for =0Aa ride in the Pulsar III and
returned after a 30 minute flight where everything =0Awas perfectly normal.
I shut the plane down for a few minutes while we loaded =0Aanother passeng
er and had a very difficult time restarting the plane. This was =0Anot anyt
hing new in this situation as I think the fuel starts to boil in the =0Abow
ls making it difficult to start and get fresh fuel in due to the pressure i
n =0Athe bowls. I finally got it started and it ran rough for a few minutes
but =0Acleared up. I taxied to the runway and as I fed in power for takeof
f, the RPM =0Adropped and the engine quit. The plane refused to restart so
I brought it back =0Ato the hanger. I came back the next day and the plane
started right up and ran =0Afine. This is a pattern I've noticed=C2-on my
plane that appears to be vapor lock =0Aon warm days. Once those carb bowls
get heat soaked from sitting, the problem =0Ashows up. =0A=0A=C2-=0ABarr
y=0A=0A=0A________________________________=0A=0AFrom: "Bob Heiser" <w7ikt@f
ly-web.us>=0ATo: pulsar-list(at)matronics.com=0ASent: Wednesday, September 12,
2012 9:27:00 AM=0ASubject: Pulsar-List: Re: [Pulsar-Aviators] 912 Hiccup
=0A=0A=0ABob,=0AThis has some similarities to my accident.=C2- I believe
the electric fuel pump =0Ablocked fuel flow in my plane.=C2- When the fue
l pump was removed I could not blow =0Athru it in either direction, should
have been able to in the direction of flow.=C2- =0AAfter shipping the fue
l pump to the NTSB it operated normally.=C2- Do you have a =0Abypass and
check valve around the electric fuel pump?=0A=0AGod Bless=0ABob Heiser W7IK
TOn 9/10/2012 6:23 PM, Bob Hartunian wrote:=0A=0A=C2- =0A>Flew out locall
y for bkfst on Sunday, past mountains to flatlands and landed and =0A>all w
as fine. Got back into plane 45 min later and started up fine. Did normal
=0A>runup and had 5 gal in left tank, full right tank, running off left, al
l was =0A>fine.=0A>Took off normally and did another normal left crosswind
turn toward home and =0A>mountains. All indications normal including fuel p
ressure. Climbing at 500 fpm, =0A>100 mph, engine around 5100 rpm, when sud
denly engine rpm drops to almost idle. =0A>No shaking or vibes. Immediately
kicked on electric fuel pump but saw no =0A>indications for low fuel press
ure, and engine came back normally. I don=99t think =0A>the fuel pump
really did anything as engine just regained rpm and flew perfectly =0A>all
the way home for another 20 min. out over desert just in case.=0A>I pulled
cowl and checked things visually but no obvious problems. Don=99t ha
ve a =0A>good explanation for why rpm dropped.=0A>Bob H=0A>=0A>=0A>__,_._,_
__=0A=0A arget=_blank>http://www.matronics.com/Navigator?Pulsar-List
=0Ap://forums.matronics.com blank>http://www.matronics.com/contribution
========================
=0A
________________________________________________________________________________
Date: Sep 12, 2012
From: barrynorman(at)comcast.net
Subject: Re: [Pulsar-Aviators] 912 Hiccup
Thanks for all the helpful tips. When I referred to the manuals, I was spea
king of the Skystar building manuals.=C2-I'm going to redo the fuel syste
m to include a fuel return and remounting the fuel pump and a fuel pump byp
ass with check valve. It's=C2-looks like I need more cool air under the c
owling on hot days and I think I have a solution for that. While doing some
research on it today, I found someone else who had the exact same issues i
n a=C2-Rotax 912s powered=C2-=C2-Dyn Aero MCR01. He had=C2-a fuel r
eturn and had the exact same symptoms as mine. Both planes have very tight
cowlings. His problem turned out to be overheating of the electronic igniti
on on warm days. Here is the URL http://www.pprune.org/archive/index.php/t-
271030.html .
=C2-
I have an air scoop on the side of my cowling that I use for a ram air setu
p during the warm months.=C2-During the winter I take the ram air off and
plug the scoop with a tennis ball.=C2-If I remove the ball, it will let
a lot more cool air=C2-into the top of the cowling when not using the ram
air. When this problem occurred=C2-this summer I had it plugged without
the ram system making very warm in the cowling.
=C2-
Thanks to all,
Barry=C2-=C2-
----- Original Message -----
From: "Ron Koval" <ronko(at)att.net>
Sent: Wednesday, September 12, 2012 3:12:54 PM
Subject: Re: Pulsar-List: Re: [Pulsar-Aviators] 912 Hiccup
Barry,
=C2-
Fixing a different fuel and engine run problem, I experienced what you refe
r to as fuel boil with my 582.=C2- The side of the engine compartment wit
h a gascolator, the carburetors and their fuel lines would get so hot on ho
t days that when I stopped the engine, I could hear the gurgle of the fuel
at a boil.=C2- If I quickly jumped out, opened the cowling, I could see a
bubble (vacuum) bounce in the fuel line(s).=C2- It also seems line the h
ottest thing of my engine, the muffler, sits right below the plumbing of th
e auxiliary fuel pump, gascolator and a major portion of the fuel line rout
e, so when the engine is off, the convection of heat naturally wants to ris
e, but gets=C2-held in place by the cowling.=C2-
=C2-
I solved my problem by improving the the source of cool air.=C2- All of t
he air feeding the carburetors, and cooling the fuel distribution would go
through the radiator at the left cowling air inlet.=C2- It was sealed wel
l at top and bottom by its fiberglass mounts and then on the left and right
with heavy flexible, carefully cut to fit baffling material that was glued
to the radiator sides (solved over-heating during taxiing on hot days).=C2
- I removed one side of the baffling material to allow cool fresh air to
this boiling fuel problem side.=C2- I don't have a boiling fuel problem a
nymore and fortunately can still taxi on 90+ degree days without ever over
heating.
=C2-
I hope this is of help.=C2- Try to get more cool air to the boiling fuel
areas.
=C2-
Ronko
From: "barrynorman(at)comcast.net" <barrynorman(at)comcast.net>
Sent: Wed, September 12, 2012 9:19:14 AM
Subject: Re: Pulsar-List: Re: [Pulsar-Aviators] 912 Hiccup
I had an event this summer that was similiar but I don't think it had anyth
ing to do with the fuel pump. It was a fairly warm day and I had taken my s
on up for a ride in the Pulsar III and returned after a 30 minute flight wh
ere everything was perfectly normal. I shut the plane down for a few minute
s while we loaded another passenger and had a very difficult time restartin
g the plane. This was not anything new in this situation as I think the fue
l starts to boil in the bowls making it difficult to start and get fresh fu
el in due to the pressure in the bowls. I finally got it started and it ran
rough for a few minutes but cleared up. I taxied to the runway and as I fe
d in power for takeoff, the RPM dropped and the engine quit. The plane refu
sed to restart so I brought it back to the hanger. I came back the next day
and the plane started right up and ran fine. This is a pattern I've notice
d=C2-on my plane that appears to be vapor lock on warm days. Once those c
arb bowls get heat soaked from sitting, the problem shows up.
=C2-
Barry
----- Original Message -----
From: "Bob Heiser" <w7ikt@fly-web.us>
Sent: Wednesday, September 12, 2012 9:27:00 AM
Subject: Pulsar-List: Re: [Pulsar-Aviators] 912 Hiccup
Bob,
This has some similarities to my accident.=C2- I believe the electric fue
l pump blocked fuel flow in my plane.=C2- When the fuel pump was removed
I could not blow thru it in either direction, should have been able to in t
he direction of flow.=C2- After shipping the fuel pump to the NTSB it ope
rated normally.=C2- Do you have a bypass and check valve around the elect
ric fuel pump?
God Bless
Bob Heiser W7IKT On 9/10/2012 6:23 PM, Bob Hartunian wrote:
=C2-
Flew out locally for bkfst on Sunday, past mountains to flatlands and lande
d and all was fine. Got back into plane 45 min later and started up fine. D
id normal runup and had 5 gal in left tank, full right tank, running off le
ft, all was fine.
Took off normally and did another normal left crosswind turn toward home an
d mountains. All indications normal including fuel pressure. Climbing at 50
0 fpm, 100 mph, engine around 5100 rpm, when suddenly engine rpm drops to a
lmost idle. No shaking or vibes. Immediately kicked on electric fuel pump b
ut saw no indications for low fuel pressure, and engine came back normally.
I don=99t think the fuel pump really did anything as engine just reg
ained rpm and flew perfectly all the way home for another 20 min. out over
desert just in case.
I pulled cowl and checked things visually but no obvious problems. Don
=99t have a good explanation for why rpm dropped.
Bob H
__,_._,___
arget=_blank>http://www.matronics.com/Navigator?Pulsar-List p://forums.ma
tronics.com blank>http://www.matronics.com/contribution http://www.matronic
s.com/Navigator?Puls==================
======
________________________________________________________________________________
From: "HUGH COULTER" <ccoulter(at)wavecable.com>
Subject: Re: [Pulsar-Aviators] 912 Hiccup
Date: Sep 12, 2012
Bob Heiser <w7ikt@fly-web.us> wrote:
> Bob,
> This has some similarities to my accident. I believe
>the electric fuel pump blocked fuel flow in my plane.
> When the fuel pump was removed I could not blow thru it
>in either direction, should have been able to in the
>direction of flow. After shipping the fuel pump to the
>NTSB it operated normally. Do you have a bypass and
>check valve around the electric fuel pump?
> *God Bless
> Bob Heiser W7IKT*
> On 9/10/2012 6:23 PM, Bob Hartunian wrote:
>>
>> Flew out locally for bkfst on Sunday, past mountains to
>>flatlands and
>> landed and all was fine. Got back into plane 45 min
>>later and started
>> up fine. Did normal runup and had 5 gal in left tank,
>>full right tank,
>> running off left, all was fine.
>> Took off normally and did another normal left crosswind
>>turn toward
>> home and mountains. All indications normal including
>>fuel pressure.
>> Climbing at 500 fpm, 100 mph, engine around 5100 rpm,
>>when suddenly
>> engine rpm drops to almost idle. No shaking or vibes.
>>Immediately
>> kicked on electric fuel pump but saw no indications for
>>low fuel
>> pressure, and engine came back normally. I don't think
>>the fuel pump
>> really did anything as engine just regained rpm and flew
>>perfectly all
>> the way home for another 20 min. out over desert just in
>>case.
>> I pulled cowl and checked things visually but no obvious
>>problems.
>> Don't have a good explanation for why rpm dropped.
>> Bob H
>>
>>
>> __,_._,___
>
My Pulsar gross weight is 1060.
Clarke
________________________________________________________________________________
From: "Keith Palmer" <kdpalmer(at)mweb.co.za>
Subject: Re: [Pulsar-Aviators] 912 Hiccup
Date: Sep 13, 2012
Barry,
What you must also concider is extraction and because the intake
is relatively large (on a Pulsar I would say over sized) and ram fed,
high pressure - the extraction should be at least three and a half times
larger being low pressure (basic principal) if you don't keep to this
ratio you build up a high pressure under the cowl (some people have
reported bulging upper cowls) which restricts the flow.
Look at the La Presti cowls very small inlets - good size
extraction ( see a RV12) they don't seem to have a problem.
Food for thought
Keith
----- Original Message -----
From: barrynorman(at)comcast.net
To: pulsar-list(at)matronics.com
Sent: Wednesday, September 12, 2012 9:48 PM
Subject: Re: Pulsar-List: Re: [Pulsar-Aviators] 912 Hiccup
Thanks for all the helpful tips. When I referred to the manuals, I was
speaking of the Skystar building manuals. I'm going to redo the fuel
system to include a fuel return and remounting the fuel pump and a fuel
pump bypass with check valve. It's looks like I need more cool air under
the cowling on hot days and I think I have a solution for that. While
doing some research on it today, I found someone else who had the exact
same issues in a Rotax 912s powered Dyn Aero MCR01. He had a fuel
return and had the exact same symptoms as mine. Both planes have very
tight cowlings. His problem turned out to be overheating of the
electronic ignition on warm days. Here is the URL
http://www.pprune.org/archive/index.php/t-271030.html.
I have an air scoop on the side of my cowling that I use for a ram air
setup during the warm months. During the winter I take the ram air off
and plug the scoop with a tennis ball. If I remove the ball, it will let
a lot more cool air into the top of the cowling when not using the ram
air. When this problem occurred this summer I had it plugged without the
ram system making very warm in the cowling.
Thanks to all,
Barry
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From: "Ron Koval" <ronko(at)att.net>
To: pulsar-list(at)matronics.com
Sent: Wednesday, September 12, 2012 3:12:54 PM
Subject: Re: Pulsar-List: Re: [Pulsar-Aviators] 912 Hiccup
Barry,
Fixing a different fuel and engine run problem, I experienced what you
refer to as fuel boil with my 582. The side of the engine compartment
with a gascolator, the carburetors and their fuel lines would get so hot
on hot days that when I stopped the engine, I could hear the gurgle of
the fuel at a boil. If I quickly jumped out, opened the cowling, I
could see a bubble (vacuum) bounce in the fuel line(s). It also seems
line the hottest thing of my engine, the muffler, sits right below the
plumbing of the auxiliary fuel pump, gascolator and a major portion of
the fuel line route, so when the engine is off, the convection of heat
naturally wants to rise, but gets held in place by the cowling.
I solved my problem by improving the the source of cool air. All of
the air feeding the carburetors, and cooling the fuel distribution would
go through the radiator at the left cowling air inlet. It was sealed
well at top and bottom by its fiberglass mounts and then on the left and
right with heavy flexible, carefully cut to fit baffling material that
was glued to the radiator sides (solved over-heating during taxiing on
hot days). I removed one side of the baffling material to allow cool
fresh air to this boiling fuel problem side. I don't have a boiling
fuel problem anymore and fortunately can still taxi on 90+ degree days
without ever over heating.
I hope this is of help. Try to get more cool air to the boiling fuel
areas.
Ronko
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From: "barrynorman(at)comcast.net" <barrynorman(at)comcast.net>
To: pulsar-list(at)matronics.com
Sent: Wed, September 12, 2012 9:19:14 AM
Subject: Re: Pulsar-List: Re: [Pulsar-Aviators] 912 Hiccup
I had an event this summer that was similiar but I don't think it had
anything to do with the fuel pump. It was a fairly warm day and I had
taken my son up for a ride in the Pulsar III and returned after a 30
minute flight where everything was perfectly normal. I shut the plane
down for a few minutes while we loaded another passenger and had a very
difficult time restarting the plane. This was not anything new in this
situation as I think the fuel starts to boil in the bowls making it
difficult to start and get fresh fuel in due to the pressure in the
bowls. I finally got it started and it ran rough for a few minutes but
cleared up. I taxied to the runway and as I fed in power for takeoff,
the RPM dropped and the engine quit. The plane refused to restart so I
brought it back to the hanger. I came back the next day and the plane
started right up and ran fine. This is a pattern I've noticed on my
plane that appears to be vapor lock on warm days. Once those carb bowls
get heat soaked from sitting, the problem shows up.
Barry
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From: "Bob Heiser" <w7ikt@fly-web.us>
To: pulsar-list(at)matronics.com
Sent: Wednesday, September 12, 2012 9:27:00 AM
Subject: Pulsar-List: Re: [Pulsar-Aviators] 912 Hiccup
Bob,
This has some similarities to my accident. I believe the electric