Today's Message Index:
----------------------
1. 10:18 AM - UlFlyer (Larry Bourne)
2. 10:40 AM - Erratic mag check (Bob N.)
3. 04:22 PM - Bing 54 carb problem (Pat Lavigne)
4. 04:36 PM - John- I need some info (CRAIG M NELSON)
5. 06:38 PM - N.E. Fly-in (Terry)
6. 06:53 PM - Re: Bing 54 carb problem (Richard Pike)
7. 07:27 PM - Re: Bing 54 carb problem (Kirk Smith)
8. 08:57 PM - Re: Firestar II Landing gear leg socket broke (HShack@aol.com)
9. 09:53 PM - FSII Weight and Balance (James and Cathy Tripp)
10. 10:04 PM - tach and radio (Dan Charter)
Message 1
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--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
I've had 3 messages off List from Ulflyer in the past couple of weeks. All have
had attachments, no messages or attachments were expected by me, and I got no
response from him when I emailed him asking about the 1st and 2nd.
Be careful ! ! ! Cautious Lar. Do not Archive.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
Message 2
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| Subject: | Erratic mag check |
--> Kolb-List message posted by: "Bob N." <ronoy@shentel.net>
I kinda stole the following from Fly-Ul and thought maybe it was useful
information. The original question is first, with a possible solution second:
--- In FLY-UL@yahoogroups.com, "Jeffrey Gacek" <jag@d...> wrote:
> Having problems with my 582 Blue Head. Did mag check at 3200, both
> mags dropped about 150rpm. Flew for 30 minutes. Shut engine down
>for 15 minutes. Went to fly, checked mags... first mag dropped
1000-1500
> rpm, 2nd mag dropped 150rpm. I know the engine didn't really drop
> 1000-1500 rpm because the sound difference between mag 1 and mag 2
> was not noticable... the rpms definately didn't drop 1000+.
>
> I pulled the plugs and ohmed the caps, the coils and the trigger
> points and everything check out ok. The plugs were in great shape
> with a nice tannish brown look.
>
> After changing the plugs, I did another mag check. At 3500 or below,
> the first mag would still drop 1000rpm, the second mag 150rpm. At
> 4000rpm, both mags dropped 150rpm.
>
> I am running a Grand Rapids EIS into a Kuntzelman Hotbox to the
> engine.
>
> Does anybody have any ideas as to what could be causing this?
>
> Thanks in advance,
> Jeff
**********
From: "Jeffrey Gacek" <jag@dgi.net>
Subject: UL: Re: Bad Mag Check
I spoke with chip at sportpilotpitstop.com and he told me that the
gray rev counter wire is a weakness in the Rotax engine for reading
rpm's. Typically, once this problem starts to occur it continues to
give erratic or zero reading to the EIS. To correct this problem put
the rev counter wire from the EIS to the yellow or yellow/black wire
from the lighting circuit and disconect the gray wire. Grand Rapids
Technolgy tech agrees with Chips assessment.
Jeff
********
Bob N.
Message 3
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| Subject: | Bing 54 carb problem |
--> Kolb-List message posted by: "Pat Lavigne" <pjl53@hotmail.com>
I have a Bing-54 carb on my 447 Rotax Firestar.
Ever since I bought the plane I've had high EGT problems. Leveling off
after take off the EGT"S would climb to 1200+ Looking in the CPS bible I
changed the needle jet from a 2.70 to a 2.72 .
The EGT's droped to permissible levels (1050-1160), but when I throttle
back on landing they climb to the moon.
Also when I land and give it throttle to turn around, nothing happens eg.
it remains at idle, or quits.
Any suggestions ?
Pat FS driver in Rochester, N.Y.
http://toolbar.msn.click-url.com/go/onm00200415ave/direct/01/
Message 4
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| Subject: | John- I need some info |
--> Kolb-List message posted by: "CRAIG M NELSON" <vitalfx0@msn.com>
Hi John,
What was the name of that fella that you got your warp drive from? I misplaced
the info for my spinner and need a contact number, email or website.
Sure fun to see MisP flyin around MV.
Take care,
Uncle Craig
Message 5
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--> Kolb-List message posted by: Terry <tkrolfe@usadatanet.net>
Talked to Homer today and he said they are still OK with a group of
Kolbers dropping in on the Saturday before Fathers Day. In fact he said
that he and Clara are a bit excited about it! They are planning on
having some hamburgers, hot dogs and drinks. I told him that was not
needed, but he insisted that they wanted to do it. He asked how many
would be coming and I told him I was not sure at this point, could be
anywhere from 15 to 25 depending. He said that would be great! I told
him I would get back to him about a number as we got closer to that day.
We set up Saturday as the day so that we could have a backup day on
Sunday. His only concern is that there is a church off of his western
end of the grass air strip and would want us to avoid flying over it on
Sunday morning. I told him that should not be a problem and that I would
pass it on to the group and I hope everyone respects that. Hopefully the
weather on Saturday will be good and we wont have to worry about the
church.
As I posted earlier, I will be leaving either from my own airstrip on
Saturday or from Smoketown if a group wants to get together there to make
the flight to Homer's. I told him we wouldn't arrive before 8:30 - 9:00
am. That means leaving about 7:45/8:00 am for us slowpoke 447's. Let me
know if you want to meet me at Smoketown Airport east of Lancaster that
morning.
The coordinates for Homer's farm and airstrip are:
N 40deg 09.582
W 075deg 32.499
He is just Southeast of the town of Spring City along the Schullkill
River Northwest of Phoenixville. You know your close when you get near
the towers to the Limerick Nuclear plant. He is Southeast of those.
Hope allot of you are planning to join us! I think it will be a super
time for both us and Homer and his wife.
The fly-in at Shreveport North at Wellsville starts on Friday the 18th.
and will be a good staging point for the flight to Homer's on Saturday.
Their also looking forward to a good group of us coming to their fly-in.
Remember to call ahead if you need lodging there, he has very limited
space. Your welcome to tent if you want to. Check his web page for
details and pattern protocol. "Footlightranch.com", click on the
Mason-Dixon Ultralight Fly-in.
If you haven't yet let me know if your going to Homer's. Hope this
helps,
Terry - FireFly #95
Message 6
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| Subject: | Re: Bing 54 carb problem |
--> Kolb-List message posted by: Richard Pike <richard@bcchapel.org>
If it is a points engine, check the timing.
Assume your compression is good?
Look for an air leak somewhere, either in the intake system, or around a
seal, or in the case matings.
Check the float levels.
Verify that the jet needle and main jet are the right sizes.
Make sure that the idle jet is not blocked.
Is your pulse line loose at all? Sucking air and not pulsing the pump right?
If none of that helps, use the "weedeater tune" method. Try and figure out
how to set the carb just like you would adjust a weedeater engine.
At RPM's below 3500, when you ease the throttle in and out a bit, is it
sort of breaking back and forth between a 2 & 4 cycle, like a weedeater? If
it is, then you are at least somewhere close. Probably a bit too rich, but
at least you know where you are. If it never four strokes, pull the
enrichment circuit on, and it ought to four stroke a bunch, maybe even load
up and die. If it doesn't at least four stroke heavily, then it is too
lean, or the idle jet circuit is plugged up, or something somewhere is
seriously wrong, in any event it is too lean.
At RPM's between 3500-5000, when you play with the throttle, does it four
stroke a lot, or else never four stroke? If it four strokes a lot, that is
too rich, if it never four strokes, pull the enrichment circuit on, and it
ought to four stroke some and the rpm's drop off. if it doesn't, then it is
too lean, same as the paragraph above.
When you land and try to throttle up, what happens if you pull the
enrichment circuit on?
Other clues? Plug readings?
Richard Pike
MKIII N420P (420ldPoops)
do not archive
At 07:21 PM 6/5/2004 -0400, you wrote:
>--> Kolb-List message posted by: "Pat Lavigne" <pjl53@hotmail.com>
>
> I have a Bing-54 carb on my 447 Rotax Firestar.
>Ever since I bought the plane I've had high EGT problems. Leveling off
>after take off the EGT"S would climb to 1200+ Looking in the CPS bible I
>changed the needle jet from a 2.70 to a 2.72 .
>
>The EGT's droped to permissible levels (1050-1160), but when I throttle
>back on landing they climb to the moon.
>
> Also when I land and give it throttle to turn around, nothing happens eg.
>it remains at idle, or quits.
>
>Any suggestions ?
>Pat FS driver in Rochester, N.Y.
>
>http://toolbar.msn.click-url.com/go/onm00200415ave/direct/01/
>
>
Message 7
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| Subject: | Re: Bing 54 carb problem |
--> Kolb-List message posted by: "Kirk Smith" <snuffy@usol.com>
> changed the needle jet from a 2.70 to a 2.72 .
>
> The EGT's droped to permissible levels (1050-1160), but when I throttle
> back on landing they climb to the moon.
>
> Also when I land and give it throttle to turn around, nothing happens
eg.
> it remains at idle, or quits.
>
> Any suggestions ?
> Pat FS driver in Rochester, N.Y.
All my books say that a 447 should have a 2.70 needle jet. The main jet
should be chosen for the altitude using the conversion chart. Have you
checked the float level? That can cause rich or lean conditions also. The
level in the main fuel metering tube has to be correct to be picked off by
the vacumn in the venturi. To high a level cuases rich, to low a level
causes lean. My 2 pence........Kirk
Do not archive
Message 8
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| Subject: | Re: Firestar II Landing gear leg socket broke |
--> Kolb-List message posted by: HShack@aol.com
About 1 1/2 - 2 years ago, I must have had one or two hard landings [didn't
notice any extra bouncing] because I noticed the left wing was a little low. I
figured the gear leg was a little bent & just flew it like that. A few days
ago, I tried straightening the gear leg with a press & saw that it was the
gear socket that was bent, not the leg.
I determined that I would have to fix that some day; maybe wait until winter.
Today, after my pre-flight I fired her up and started to taxi. Within 10
feet, I heard a little "pop" & then the left side of my plane went down.
Looks like my Firestar II has the "John Hauck Syndrome", ie. a broken gear
leg socket. I also have a bent rib [# 7].
The scary thing is that it doesn't look like the wing lift strut is now very
firmly attached. And why didn't it break on my last landing instead of after
taxiing only 10 feet? If this had happened at 50 mph, I probably wouldn't
have much left to repair.
As it is, tomorrow I will start to remove everything from the cage &
determine a course of action. A friend at the airfield has offered to rebuild
the
cage & will probably go that route. I'm thinking I will go with heavier wall
gear leg sockets, or maybe double wall. I will make longer gear legs so they
will go all the way into the socket; not halfway,like the originals. This will
give me a chance to re-wire all the electronics & pretty everything up.
Replace the wing rib. Re-cover. New paint job. Take pictures, make a builder's
log; now I'm a 51 percenter................
Or, I could buy a new cage....
Howard Shackleford
FS II
SC
Message 9
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| Subject: | FSII Weight and Balance |
--> Kolb-List message posted by: "James and Cathy Tripp" <jtripp@elmore.rr.com>
Listers,
I just got finished weighing on my FS. It's kind of heavy at 445 lbs but not near
as heavy as what John Wood said his weighed (562.5 lbs). I was somewhat surprised
about the weight as I was expecting it to be about 350 lbs. I guess the
fancy paint, electric start, BRS, battery, oil tank, strobe lights, and instrument
panel all add up. The balance figures are at the aft limit even though I
weigh 195. The archives mention the aft limit is really at 37% vs the published
35%. Is that correct? If that's the case, it make me feel a little better.
John Jung, can you send me a copy of your excel program ASAP? I would like to run
the numbers again to make sure I did things right. The DAR is coming to do
the airworthiness inspection this Thursday so I really need to have things in
order before then.
James Tripp, FSII almost done.
Message 10
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--> Kolb-List message posted by: "Dan Charter" <lndc@fnbcnet.com>
I haven't dug into my wiring yet but this is what happened with my original Firestar
yesterday. My radio was getting low on power so I decided to plug into the
power that was run up to the cockpit by a previous owner. The radio powered
up fine but when I would key the mic. the tach that always read 2000 rpm's no
matter what the throttle was set at started reading properly. There's a tiny
tach that came with the plane to verify it. When I let go of the PTT the Westach
goes back to reading 2000 rpm's. What do you people think the person that wired
it in did? It should be interesting once I get everything traced. Do not
archive
Dan Charter
original Firestar
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