Today's Message Index:
----------------------
1. 04:15 AM - US Mods (Ed Steuber)
2. 06:49 AM - Re: fuel pump plumbing (dixieshack@webtv.net (Mike and Dixie Shackelford))
3. 06:57 AM - Re: Hinges (CaptainRon)
4. 07:20 AM - Re: [ Larry Bourne ] : New Email List Photo Share (CaptainRon)
5. 07:32 AM - Re: Hinges (CaptainRon)
6. 07:37 AM - Re: Hinges (CaptainRon)
7. 08:12 AM - Re:Facet (Hans vanAlphen)
8. 08:24 AM - Re: Re:Facet (Robert Laird)
9. 08:25 AM - Re: Re:Facet (John Hauck)
10. 08:45 AM - Re: Re:Facet (Kirk Smith)
11. 08:49 AM - Re: Re:Facet (John Hauck)
12. 11:22 AM - Re: Hinges (bob n)
13. 11:54 AM - Re: Hinges ()
14. 01:17 PM - Re:Re:Facet (Jim and Phyllis Hefner)
15. 01:35 PM - Re: Re:Re:Facet (John Hauck)
16. 01:53 PM - Re: Re:Re:Facet (CaptainRon)
17. 02:08 PM - Re: Hinges (Don Gherardini)
18. 03:51 PM - Pull Start 503 (TAILDRAGGER503@aol.com)
19. 04:39 PM - Re: Re: Facet Pump (Fackler, Ken)
20. 05:24 PM - Re: Pull Start 503 (John Cooley)
21. 05:39 PM - Re: Hinges (John Cooley)
22. 06:15 PM - Re: Re:Facet (kuffel)
23. 06:35 PM - Re: Hinges/Stork Gear (Richard Swiderski)
24. 07:07 PM - Re: Hinges (Jack & Louise Hart)
25. 07:14 PM - Re: Re:Facet (Robert Laird)
26. 07:15 PM - Re: Pull Start 503 (John Hauck)
27. 07:34 PM - Re: Hinges (John Hauck)
28. 07:38 PM - Re: Re:Facet (John Hauck)
29. 08:11 PM - fuel pump tune up ()
30. 09:06 PM - Re: Re: Facet Pump (Christopher Armstrong)
Message 1
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--> Kolb-List message posted by: "Ed Steuber" <esteuber@rochester.rr.com>
Thanks go to Richard Swiderski and Jpohn Hauck for the advice on stiffening
the Ultrastar wings . I now am going to put the steel ring on the end of the tube
and stiffen the full ribs with some aluminum angle.
I have been busy trying to add a Firefly type front end to the Ultrastar rear
with the modified integral gear sockets and I am confident I can make it work.
I may also use another idea of Richards to build the nose fairing from rib
tubing and dacron . Light is better....
Over the years I have discovered that when I was younger I thought I was "blazing
new trails " but soon realized I was usually on a well worn path. Somebody
else has already got the correct answer to your problem....and this list
is it....thanks Guys !
Message 2
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| Subject: | Re: fuel pump plumbing |
message of Wed, 8 Jan 2003 23:56:10 -0800
--> Kolb-List message posted by: dixieshack@webtv.net (Mike and Dixie Shackelford)
'Morning guys.....haven't noticed anyone mention a fuel "manifold"
when using a Facet
and Mikuni either in series or parallel.
Buddy of mine recently sold his FS that had a manifold just under
the carbs on his 503. The manifold received fuel from the pulse and the
Facet both (when the Facet was operating).
Each carb received its fuel from the manifold.
The pulse pump was located as per Kolb prints, and the Facet mounted on
the fuse tube just ahead of the fuel tank(s). He planned to operate the
Facet on take-off and landing only and to prime the carbs prior to
engine start.
His 503 had the E box with electric start, allowing the possibility of
an in-flight restart should the pulse pump fail. His thinking NOT mine.
Any system being only as strong as the weakest link, the possibiity
of a pulse pump diaphragm failure flooding the crankcase still exists.
Only way to eliminate THAT possibility that I can see would be to
eliminate the Mikuni altogether and use two Facets.....and on, and
on....
Flame away.....it's cold here in WV....
Mike
do not archive
Message 3
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--> Kolb-List message posted by: CaptainRon <CaptainRon@theriver.com>
1/8/03 19:09Christopher Armstrong
> you do not need an additional hing
> there.
==================
Thanks :-)
Message 4
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| Subject: | Re: [ Larry Bourne ] : New Email List Photo Share |
Available!
--> Kolb-List message posted by: CaptainRon <CaptainRon@theriver.com>
1/8/03 19:42Larry Bourne
> --> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
>
> Looks like something boo-boo-ed on the 1st try. I only sent 2, and they
> came thru fine on the 2nd try. Lar. Do not
> Archive.
>
===========================
I got to it finally through the photo share. Man those cracks looked like
fatigue cracks to me. scary scary,,. I forget, what did that motor came off
of?
do not archive
Message 5
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--> Kolb-List message posted by: CaptainRon <CaptainRon@theriver.com>
1/8/03 22:47Don Gherardini
> --> Kolb-List message posted by: "Don Gherardini" <donghe@one-eleven.net>
>
> Ya Captian Ron, thats how my fireFly is. The root rib is made of Chromemoly
> and it has a tab on the trailing edge with a 5/16th hole in it. The Aileron
> horn that slips into the leading edge tube of the Flaperon has a bolt that
> fit into this hole. The Manual mentions that no nut is needed on this bolt,
> as the P-hinges capture lateral movement of the Flaperon. Im not real
> familiar with a Ultrastar, but I have seen pics of your landing on the
> so-called Stork, and I really like them alot. Any chances of drawings/prints
> existing of that gear?
>
> Don Gherardini
> http://www.geocities.com/dagger369th/my_firefly.htm
> FireFly 098
>
> ===========================
Thanks, I went and flipped through some of the photo's I took at the TNK
Fly-in and saw how its attached. So that problem is off the menue. :-)
I am not sure I understand the thing about the Stork. I don't have one,
kinda wish I did. :-) that Polish Wilga is supposed to be if I recall
correctly a close aproximation of the Stork. You may be able to find info on
it on their site, I presume they have one. No polish jokes here!
Cheers
do not archive
Message 6
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--> Kolb-List message posted by: CaptainRon <CaptainRon@theriver.com>
1/8/03 22:49Don Gherardini
> --> Kolb-List message posted by: "Don Gherardini" <donghe@one-eleven.net>
>
> Captain, I Just checked my web site, and on page 3, you can view this
> trailing edge tab on the root rib
> http://www.geocities.com/dagger369th/my_firefly.htm
>
> Don Gherardini
> FireFly 098
>==========================================
Nice site you have there. I wish I knew about it 4 months ago when I
started. Could have helped me quite a bit.
anyway I bookmarked it and I'll refference it as needed. No need to reinvent
the wheel.
do not archive
Message 7
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--> Kolb-List message posted by: "Hans vanAlphen" <hva@bellsouth.net>
>
>The restriction it was causing was consistent and repeatable over a 2 week
>period.
>>
> -- Robert
Hey Robert, do you use a fuel filter before and after the facet pump...???
If no filter is used before the pump it could be dirt causing the problem.
On the BMW I use 2 Facet pumps in series, with fuel filters before and
after.
Hans van Alphen
Mark III Xtra
BMW powered
90 hours
Message 8
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--> Kolb-List message posted by: Robert Laird <rlaird@cavediver.com>
At 11:17 09/01/2003 -0500, you wrote:
>--> Kolb-List message posted by: "Hans vanAlphen" <hva@bellsouth.net>
>
> >
> >The restriction it was causing was consistent and repeatable over a 2 week
> >period.
> >>
> > -- Robert
>
>Hey Robert, do you use a fuel filter before and after the facet pump...???
>If no filter is used before the pump it could be dirt causing the problem.
>On the BMW I use 2 Facet pumps in series, with fuel filters before and
>after.
>
>Hans van Alphen
>Mark III Xtra
>BMW powered
Yes, a filter is in-line before the pump... not sure why you'd have an
additional one after the pump, though, unless you're expecting pump parts
to spontaneously implode and flow through the tubing! <g>
If blockage were the problem, you'd think it would impair the pumps ability
to pump, but when it was on, it pumped just fine. That implies that the
check valve was somehow faulty, and that there was no blockage from
dirt. However, it's not impossible that dirt is the cause of the
check-valve not working properly. Who knows.
Brother Hauck certainly has been a guiding light for me, so I suppose
running the pump all the time is the real solution (the stated 6000 hours
of life in the pump is about 60 years of flying time for me!). However,
I'm uncomfortable with that because my flow rate is higher (based on my
fuel flow meter) when I use the Facet pump than when I just use the
mechanical pump alone... I would think it should be the same. So I wonder
if I'm getting overflow (i.e., wasting fuel) when I use the Facet all the
time? (It's the low-pressure Facet.)
-- Robert
Message 9
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--> Kolb-List message posted by: John Hauck <jhauck@sw.rr.com>
> On the BMW I use 2 Facet pumps in series, with fuel filters before and
> after.
>
> Hans van Alphen
Hans/Gents:
Good idea!
I am configured with filter after the Facet and
before the engine driven pump on the 912S.
The facet had no problem pumping a ton of garbage,
enough to completely block fuel filter and shut
down the engine a few years ago. I do have a
finger strainer ahead of the fuel tank outlet for
the big stuff.
john h
Message 10
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--> Kolb-List message posted by: "Kirk Smith" <snuffy@usol.com>
----- Original Message -----
From: "Robert Laird" <rlaird@cavediver.com>
Subject: Re: Kolb-List: Re:Facet
>> I'm uncomfortable with that because my flow rate is higher (based on my
> fuel flow meter) when I use the Facet pump than when I just use the
> mechanical pump alone... I would think it should be the same. So I wonder
> if I'm getting overflow (i.e., wasting fuel) when I use the Facet all the
> time? (It's the low-pressure Facet.)
Seems like a restricter after the facet could be used to equalize flow
rates. Snuffy
Do not archive........
Message 11
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--> Kolb-List message posted by: John Hauck <jhauck@sw.rr.com>
> However,
> I'm uncomfortable with that because my flow rate is higher (based on my
> fuel flow meter) when I use the Facet pump than when I just use the
> mechanical pump alone... I would think it should be the same. So I wonder
> if I'm getting overflow (i.e., wasting fuel) when I use the Facet all the
> time? (It's the low-pressure Facet.)
>
> -- Robert
Robert/Gents:
The instruments we use in our airplanes are not
absolute, especially fuel flow meters. I don't
have a flow meter in my airplane, but do have one
in the boat. It was designed and built by
Flo-Scan. Gives me a good idea of how much fuel
my 351W is burning or not burning. But it has
proven to be not totally accurate.
I believe your engine would be the first to let
you know if you were in fact getting overflow when
the Facet is energized. I bet it is a false
reading at the flow meter.
john h
Message 12
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--> Kolb-List message posted by: bob n <ronoy@shentel.net>
Re: FireFly aileron hinge. Coupla years ago, when being judged at EAA
fly-in, the judge said I had to put a nut on the welded bolt!! Did so,
and awarded First Place, ULs. Pays to have yer nuts tight. Wasn't even
safetied, but judge was pleased at making a Uler toe the line.
Bob N. 070 FF
Message 13
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--> Kolb-List message posted by: ":-\)" <captainron@theriver.com>
> Re: FireFly aileron hinge. Coupla years ago, when being judged at EAA
> fly-in, the judge said I had to put a nut on the welded bolt!! Did so,
> and awarded First Place, ULs. Pays to have yer nuts tight. Wasn't even
> safetied, but judge was pleased at making a Uler toe the line.
>
> Bob N. 070 FF
>
>
========================
Well of course! Its an epidemic, everybody wants to tell everybody else
what to do, and all the morso if it costs them nothing and makes them feel
good. hehehehehe
do not archive
Message 14
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--> Kolb-List message posted by: "Jim and Phyllis Hefner" <hefners_tucson@hotmail.com>
--> Kolb-List message posted by: John Hauck <jhauck@sw.rr.com>
> On the BMW I use 2 Facet pumps in series, with fuel filters
before and
> after.
>
> Hans van Alphen
Hans/Gents:
Good idea!
I am configured with filter after the Facet and
before the engine driven pump on the 912S.
The facet had no problem pumping a ton of garbage,
enough to completely block fuel filter and shut
down the engine a few years ago. I do have a
finger strainer ahead of the fuel tank outlet for
the big stuff.
john h
John/ others, I put my filter before the pump in both pulse and electric
pump loops, thinking I didn't want the garbage going thru either pump,
causing it to malfunction. Since I change the filter yearly, I was thinking
I am throwing away all the garbage. Putting it after the pump seems to
expose the pump to some collection of garbage over time that is not removed
when you change the filter.... probably not a big deal, but my reason for
putting the filters before the pumps. My assumption is that the gargage is
coming from the tank, not the pump.
Another question about serial pumps vs parallel if I may. I think of the
pulse pump, with no other pump in the picture, as having 0 pressure
(actually negative pressure when pumping from the tank) on the input side of
the pump and outputting 4lbs for discussion purposes. It seems to me by
putting an electric pump in series with the Mikuni pulse pump, the pulse
pump input pressure now becomes lets say 4.5 lbs, not 0. I'm not an expert
on Mikuni pumps, but it seems to me it would either take 4.5lbs in and do
nothing, outputting 4.5lbs, or it would take 4.5lbs in and increase it 4lbs
(or something in between). Whereas, in a parallel connection, there is
always 0 lbs input pressure to both pumps and both outputs of 4lbs and
4.5lbs, with the carb seeing the higher of the two pressures (4.5lbs), which
is closer to the normal output pressure of the 2 pumps. Has anyone tried
measing this effect with a fuel pressure guage in the line? If the Mikuni
has a max output pressure of 4lbs, no matter what the input pressure is,
then the carb sees the same pressure whether the pump is working or not.
What I don't know is if having 4lbs pressure on the input side of the Mikuni
pump diaphram would have any affect on its longterm durability.... there's
definitely a difference in the 2 setups, unless I'm all wet in my thinking,
which is highly possible! I know the serial approach works, so I suspect
the Mikuni doesn't add to the pressure, but effectively does nothing. The
other thing I have noted in the discussion is that many folks only use their
electric pumps for priming, take-off and landings, so durability may not
being fully understood due to a small sample. With my setup, it is on all
the time after startup until shutdown. Since I was unsure of the effect of
having a constant input pressure, close to the pump output pressure, on the
Mikuni pump, which normally sees 0, I decided to go parallel. I wanted to
add redundancy, not detract from the reliability of the one pump I have been
using. Seeing Stratman's articles only showing parallel connections seemed
to make sense to me, not changing the input pressure of either pump. I
know we have beat this subject to death, but I haven't seen any discussion
on the technical differences the pump sees and what longterm affect it might
have. I'm curious about your or others thoughts on this.
Thanks much!
Jim Hefner
Tucson, AZ
FF022
Message 15
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--> Kolb-List message posted by: John Hauck <jhauck@sw.rr.com>
I
> know we have beat this subject to death, but I haven't seen any discussion
> on the technical differences the pump sees and what longterm affect it might
> have. I'm curious about your or others thoughts on this.
>
> Thanks much!
> Jim Hefner
Hi Jim/Gents:
I don't know what the pressures are after both
pumps in series.
I know it works.
Would be interesting to get a pressure reading
with Mikuni alone and when Facet is operational.
I would guess there would be 3 to 4 psi.
I don't think pressure from the facet pump degrads
longevity the Mikuni or any other engine driven
pump, like the one on the 912S. If you can
imagine what the diaphram is doing over the course
of a flight, the Watusi. Those crank case pulses
are working out on the little diaphram.
I have proven over time that the system works for
me, in series, with both 2 and 4 stoke systems.
I'm happy with my set up.
john h
Message 16
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--> Kolb-List message posted by: "CaptainRon" <captainron@theriver.com>
Well I am glad you said your piece. :-)
I think you are right in both observations about the pumps. I tend to agree
that the pump down stream will be loafing while the electric pump is doing
all the work, when they are in series. You are also right when they are in
parallal. Based on that, I would think that having them in series is as good
as having them in parallal with the benafit of less complexity. About the
filter, I would go with two filters off the feeder hose in parallal, if
contamination blockage is a worry as John H experienced. having one
additional filter down stram of the pumps is also a good idea to catch
anything from the pumps themselves at worst, and at best it will last
forever.
Do not archive
============================================================> >
> > Hans van Alphen
>
> Hans/Gents:
>
> Good idea!
>
> I am configured with filter after the Facet and
> before the engine driven pump on the 912S.
>
> The facet had no problem pumping a ton of garbage,
> enough to completely block fuel filter and shut
> down the engine a few years ago. I do have a
> finger strainer ahead of the fuel tank outlet for
> the big stuff.
>
> john h
>
>
> John/ others, I put my filter before the pump in both pulse and electric
> pump loops, thinking I didn't want the garbage going thru either pump,
> causing it to malfunction. Since I change the filter yearly, I was
thinking
> I am throwing away all the garbage. Putting it after the pump seems to
> expose the pump to some collection of garbage over time that is not
removed
> when you change the filter.... probably not a big deal, but my reason for
> putting the filters before the pumps. My assumption is that the gargage
is
> coming from the tank, not the pump.
>
> Another question about serial pumps vs parallel if I may. I think of the
> pulse pump, with no other pump in the picture, as having 0 pressure
> (actually negative pressure when pumping from the tank) on the input side
of
> the pump and outputting 4lbs for discussion purposes. It seems to me by
> putting an electric pump in series with the Mikuni pulse pump, the pulse
> pump input pressure now becomes lets say 4.5 lbs, not 0. I'm not an
expert
> on Mikuni pumps, but it seems to me it would either take 4.5lbs in and do
> nothing, outputting 4.5lbs, or it would take 4.5lbs in and increase it
4lbs
> (or something in between). Whereas, in a parallel connection, there is
> always 0 lbs input pressure to both pumps and both outputs of 4lbs and
> 4.5lbs, with the carb seeing the higher of the two pressures (4.5lbs),
which
> is closer to the normal output pressure of the 2 pumps. Has anyone tried
> measing this effect with a fuel pressure guage in the line? If the Mikuni
> has a max output pressure of 4lbs, no matter what the input pressure is,
> then the carb sees the same pressure whether the pump is working or not.
> What I don't know is if having 4lbs pressure on the input side of the
Mikuni
> pump diaphram would have any affect on its longterm durability.... there's
> definitely a difference in the 2 setups, unless I'm all wet in my
thinking,
> which is highly possible! I know the serial approach works, so I suspect
> the Mikuni doesn't add to the pressure, but effectively does nothing. The
> other thing I have noted in the discussion is that many folks only use
their
> electric pumps for priming, take-off and landings, so durability may not
> being fully understood due to a small sample. With my setup, it is on all
> the time after startup until shutdown. Since I was unsure of the effect
of
> having a constant input pressure, close to the pump output pressure, on
the
> Mikuni pump, which normally sees 0, I decided to go parallel. I wanted to
> add redundancy, not detract from the reliability of the one pump I have
been
> using. Seeing Stratman's articles only showing parallel connections
seemed
> to make sense to me, not changing the input pressure of either pump. I
> know we have beat this subject to death, but I haven't seen any discussion
> on the technical differences the pump sees and what longterm affect it
might
> have. I'm curious about your or others thoughts on this.
>
> Thanks much!
> Jim Hefner
> Tucson, AZ
> FF022
>
>
Message 17
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--> Kolb-List message posted by: "Don Gherardini" <donghe@one-eleven.net>
Rut Roh.....Sorry Captain Ron....as usual, Im mixed up!....got you confused
with a Capt Bob of Ultrastar fame!...I apoligize for the mixup. A few days
ago a couple a guys were talking about an UltraStar that used to belong to a
member here, they posted a pic of an unusual landing gear config made of
moly-tubing with a bungee suspension that gave a 'Stork-like" look to that
bird.
anubody know who made that gear?
Don Gherardini
FireFly 098
Message 18
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--> Kolb-List message posted by: TAILDRAGGER503@aol.com
Hello Kolb Flyers, is it easy enough to pull start in flight in the FSII with
the 503 or do you recommend the electric starters for someone that is in good
shape?
David Snyder
Building FSII
Happy NewYear
Message 19
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--> Kolb-List message posted by: "Fackler, Ken" <kfackler@ameritech.net>
Dear Chris and Fellow Listers:
What is the pump "tune up" you mention?
-Ken Fackler
Mark II / 503
Rochester MI
----- Original Message -----
From: "Christopher Armstrong" <cen33475@centurytel.net>
Subject: RE: Kolb-List: Re: Facet Pump
> --> Kolb-List message posted by: "Christopher Armstrong"
<cen33475@CenturyTel.net>
>
> The Facet pump is designed to allow fuel to continue flowing thru it when
it
> is turned off or failed. This allows you to install the Facet in SERIES
> with your other fuel pump, rather than in parallel. And this makes
plumbing
> the fuel system lines simpler - fewer loops and tees to potentially trap
air
> pockets.
>
> Unfortunately the pulse pump we use is not really designed for use inline
> and its failure modes (though quite rare if you tune them up every year)
> allow fuel underpressure into the pulse line and into the crank case of
the
> engine making the engine so rich it would probably quit. I am probably
> going to plumb mine in series anyway as it seams like the best overall
> solution since the failure rate of the pulse pumps when tuned up each year
> is very low... but, it an't perfect. With parallel i you have the
> possibility of check valves failing.
>
> Topher
>
>
Message 20
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| Subject: | Re: Pull Start 503 |
--> Kolb-List message posted by: "John Cooley" <johnc@datasync.com>
Hi David and Gang,
I'll soon be 42 and am in what I consider decent shape. I'm 5'-10" and 190
lbs. I cannot pull start the 503 on my FS II while in the seated position
and the starter handle in the standard location. You might be able to
reroute the starter rope with pulley's to be in front of you and be able to
pull start while in flight. With the stock setup it's a really awkward angle
to snatch on the pull start handle.
Take Care,
John Cooley
> Hello Kolb Flyers, is it easy enough to pull start in flight in the FSII
with
> the 503 or do you recommend the electric starters for someone that is in
good
> shape?
>
> David Snyder
>
> Building FSII
> Happy NewYear
>
>
Message 21
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--> Kolb-List message posted by: "John Cooley" <johnc@datasync.com>
Hi Gang,
It was recommended to me by Mike Highsmith when I was building my FS II to
put a extra hinge on the aileron midway between the steel bolt on the
aileron horn and the plans recommended hinge that would normally be the
innermost one. The Fly may be different, but what was explained to me was
that the inboard end of the aileron tube would vibrate and wear out what is
normally the innermost aluminum hinge prematurely. With the extra hinge
halfway in-between, it will stop most of the vibration and prevents the
hinge from wearing out. This may not always be the case, but it seemed like
cheap insurance to me. Also after talking to Mike for awhile and seeing some
of his work, I got the impression that he is very knowledgeable and knows
what he is talking about. That's been a couple of years ago and I still feel
the same way. Just my humble opinion.
Later,
John Cooley
Subject: Re: Kolb-List: Hinges
> --> Kolb-List message posted by: CaptainRon <CaptainRon@theriver.com>
>
> 1/8/03 19:09Christopher Armstrong
>
> > you do not need an additional hing
> > there.
> ==================
>
> Thanks :-)
>
>
Message 22
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--> Kolb-List message posted by: kuffel <kuffel@cyberport.net>
Robert: <<uncomfortable with that because my flow rate is higher (based
on my
fuel flow meter) when I use the Facet pump than when I just use the
mechanical pump alone .. overflow>>
John: <<fuel flow meters.. Flo-Scan.. proven to be not totally
accurate.. a false
reading at the flow meter.>>
Actually the Flo-Scan transducer can be very accurate. Better than 1/2
of one percent with calibration. The problem is it can be fooled.
Unless there is a large mechanical fluid "capacitor" between the Facet
and the transducer, such as a long & large fuel line, the pulses from
the pump give the transducer vanes extra wiggles back and forth. This
makes the instrumentation think the fuel flow is higher than it really
is since the transducer can't tell when the vane makes a backward wiggle
instead of forward.
I have the same problem on my 2-place homebuilt taildragger. The
Flo-Scan transducer is only 6 inches of straight tube downstream from
the pump. Turn on the Facet and the fuel flow goes up a gallon or two,
turn it off and flow returns to normal. One way to validate if this is
the situation with your aircraft is to fill the tank, fly as long as you
can with the pump on 100%, measure actual vs fuel totalizer
consumption. Then repeat with minimal use of the Facet. Assuming the
same profile on both flights, the second run should have about the same
actual fuel usage as the first but the fuel totalizer should be much
closer to actual.
I strongly urge the Facet be turned on for takeoff up to cruse altitude
and for entering the pattern. That way it is on during critical phases
of flight and by turning it off during cruse at altitude you validate
the mechanical pump is working and give the electrical pump a rest.
This auxiliary pump usage pattern is standard practice for most
certificated General Aviation aircraft.
Tom Kuffel
Whitefish, MT
Building Original FireStar
Message 23
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| Subject: | Re: Hinges/Stork Gear |
--> Kolb-List message posted by: "Richard Swiderski" <swiderski@advanced-connect.net>
Don,
I built the gear. I copied the idea from a similar gear & changed the
dimensions to & tube sizes to meet my needs. I didn't write things down &
the exact details have long evaporated from my memory. By adapting a Rotax
redrive to the Cuyuna & dropping the mount 2", I was able to go to a 60"
prop. The legs were extended about 12" & the axles postion was moved
forward a few inches. To get the best strength per lb, I kept the main tube
walls thin (.035) & the diameter large. The front cage was raised about 10
or 11" as well to decrease the frontal area drag. Diaganal braces were
added to the center of the carry thru tube & some gussets were added on the
sides of the fuselage, all was light & thin & just helped things stay in
column. .... Richard Swiderski
----- Original Message -----
From: "Don Gherardini" <donghe@one-eleven.net>
>
talking about an UltraStar that used to belong to a
> member here, they posted a pic of an unusual landing gear config made of
moly-tubing with a bungee suspension that gave a 'Stork-like" look to that
bird. anubody know who made that gear?
> Don Gherardini
Message 24
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--> Kolb-List message posted by: Jack & Louise Hart <jbhart@ldd.net>
At 07:42 PM 1/9/03 -0600, you wrote:
>--> Kolb-List message posted by: "John Cooley" <johnc@datasync.com>
>
>Hi Gang,
>It was recommended to me by Mike Highsmith when I was building my FS II to
>put a extra hinge on the aileron midway between the steel bolt on the
>aileron horn and the plans recommended hinge that would normally be the
>innermost one. The Fly may be different, but what was explained to me was
>that the inboard end of the aileron tube would vibrate and wear out what is
>normally the innermost aluminum hinge prematurely. With the extra hinge
>halfway in-between, it will stop most of the vibration and prevents the
>hinge from wearing out. This may not always be the case, but it seemed like
>cheap insurance to me. Also after talking to Mike for awhile and seeing some
>of his work, I got the impression that he is very knowledgeable and knows
>what he is talking about. That's been a couple of years ago and I still feel
>the same way. Just my humble opinion.
>
>Later,
>John Cooley
>
John,
You may be correct. The left inboard hinge pin wore out and was replaced on my
FireFly at 51 hours. I shimmed the bolt hinge on the left side to reduce vibration
being transmitted out over the tube to the hinge. Also I cut one side
off the clevis on the aileron horn and bolted the push rod tube ball end bearing
directly to the remaining side of the clevis. Currently the FireFly has 90
hours on it, and the replacement hinge pin is starting to show some wear. Another
hinge in between the one that is wearing out pins and the aileron horn bearing
may be the solution for my problem. For some reason I am not seeing the
same problem with the corresponding hinge on the other side.
This may not be a problem with other FireFlys. I built and installed nine inch
chord ailerons at four hours. I used one inch OD aluminum tubing instead of the
1.25 OD but of the same wall thickness. The smaller size is a little more
flexible than the original and may enhance the problem, but then again the chord
went from 15 to 9 inches so the torsional loads should be less.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart@ldd.net
Message 25
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--> Kolb-List message posted by: Robert Laird <rlaird@cavediver.com>
At 08:14 PM 1/9/2003, you wrote:
>the pump give the transducer vanes extra wiggles back and forth. This
>makes the instrumentation think the fuel flow is higher than it really
>is
Tom --
This sounds exactly right-on.... thanks for mentioning it...
Your description of how GA pilots use an aux. pump is good info, and I may
adopt it (or use the Hauck-method: leave it on, always, and turn it off
just long enough to see if the mechanical pump has failed).
I developed my method -- use it to prime, then shut it off -- because it
takes so long from the time I start my engine, to the time I'm on the
runway, ready for departure, that I *KNEW* that the carburetor bowl
couldn't possibly hold enough gas to keep it running, so the engine would
die on the taxiway. Maybe that's faulty thinking, say, if the mech. pump
was just barely keeping up at taxi idle, it'd just barely keep the bowl
filled, but when I went to full throttle, the faulty mech. pump couldn't
keep up, and I have fuel starvation on climb out. Yeah, (sorry, that was
kind of thinking out loud), that's a possible scenario, so I need to change
my ways.
I think I'll just leave it on.
Thanks!
-- Robert
Message 26
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| Subject: | Re: Pull Start 503 |
--> Kolb-List message posted by: John Hauck <jhauck@sw.rr.com>
> Hello Kolb Flyers, is it easy enough to pull start in flight in the FSII with
> the 503 or do you recommend the electric starters for someone that is in good
> shape?
>
> David Snyder
David/Gents:
Electric Starters and two strokes make a better
pair than pull starters and two strokes. Why?
Because the majority of the time when a two stroke
engine will be lost is when it is on approach and
idling, or just flying around gliding and idling.
Heck of a lot easier to restart by turning the key
or hitting a switch than it is to turn lose of the
controls and try to pull start with both hands,
especially when near the ground.
If a two stroke gets cooled off during the process
of idling and inadvertently shutting down, it is a
real bugger to restart by hand.
I would go with the electric starter, or as my old
buddy that is already gone to the little green air
strip in the sky would say, "A self commencer."
john h
Message 27
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--> Kolb-List message posted by: John Hauck <jhauck@sw.rr.com>
> It was recommended to me by Mike Highsmith when I was building my FS II to
> put a extra hinge on the aileron midway between the steel bolt on the
> aileron horn and the plans recommended hinge that would normally be the
> innermost one.
> John Cooley
Hi John/Gents:
Haven't been bothered with that problem on my MK
III. Maybe that is a FS II characteristic?
john h
Message 28
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--> Kolb-List message posted by: John Hauck <jhauck@sw.rr.com>
> Actually the Flo-Scan transducer can be very accurate. Better than 1/2
> of one percent with calibration. The problem is it can be fooled.
> Unless there is a large mechanical fluid "capacitor" between the Facet
> and the transducer, such as a long & large fuel line, the pulses from
> the pump give the transducer vanes extra wiggles back and forth. This
> makes the instrumentation think the fuel flow is higher than it really
> is since the transducer can't tell when the vane makes a backward wiggle
> instead of forward.
> Tom Kuffel
Hi Tom/Gang:
Long time no hear. Good to hear you are still
alive in Whitefish, MT.
You jogged my feeble brain. I remember something
in the instructions, this has been 12 years ago,
about position of the transducer in relation to
the fuel pump.
john h
Message 29
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| Subject: | fuel pump tune up |
--> Kolb-List message posted by: <rowedl@highstream.net>
Somebody asked how we tune up the Mikuni impulse pumps.
You do this by buying a rebuild kit from a supplier such as CPS, Lockwood, or maybe
Olenik Aviation. They are under ten bucks and all seals and check valves
are included. Just open her up clean the old seals out and install the new stuff.
Later,
Denny Rowe
Mk-3 Near completion, western PA
PS: I will be selling my Loehle Sport Parasol. If anyone knows someone looking
for a nice single place airplane, let me know. There is a write up on my bird
in the April, 98 EAA Experimenter magazine if you want to check it out.
Message 30
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--> Kolb-List message posted by: "Christopher Armstrong" <cen33475@CenturyTel.net>
What is the pump "tune up" you mention?
replaces everything but the castings for about $12.00. easy and basically
gives you a new pump when your done.
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