Today's Message Index:
----------------------
1. 12:13 AM - High Altitude Compensating Carbs (David L. Bigelow)
2. 12:13 AM - tires (robert bean)
3. 12:38 AM - Re: Firestar cross-country (John Jung)
4. 04:12 AM - Re: Gas (Airgriff2@aol.com)
5. 05:32 AM - Re: Monument Valley (Jeremy Casey)
6. 05:42 AM - Re: Monument Valley (Bob Dalton)
7. 06:08 AM - Slingshot engine thrust angle? (Rusty)
8. 06:15 AM - Re: Monument Valley (Kirk Smith)
9. 06:32 AM - Re: Monument Valley (Christopher Armstrong)
10. 07:05 AM - Re: Density-altitude (Jack & Louise Hart)
11. 07:05 AM - Re: Monument Valley (Jeremy Casey)
12. 07:13 AM - Re: Slingshot engine thrust angle? (Jeremy Casey)
13. 08:34 AM - Re: 8.00 X 6.00 tire costs? (David Paule)
14. 08:56 AM - Re: 8.00 X 6.00 tire costs? (jerb)
15. 09:08 AM - Re: Gas (DAquaNut@aol.com)
16. 09:12 AM - Re: Density-altitude (tohara@alphagraphics.com)
17. 12:44 PM - Re: Stuck rings (Richard Swiderwski)
18. 05:58 PM - Firefly (nmatthew)
Message 1
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Subject: | High Altitude Compensating Carbs |
--> Kolb-List message posted by: "David L. Bigelow" <dlbigelow@verizon.net>
Interesting reading about John Jung's experiences at high density altitudes. I
installed HAC carbs on my 503 powered FS2, and have not been sorry for the expense
once. Here on the Big Island of Hawaii, it is not unusual to range from
sea level to 10,000 feet during a single flight. This past Sunday I took off
from my pasture strip, (density altitude of 5,500 feet) flew across the saddle
between Mauna Loa and Mauna Kea at 8,000 feet, flew down the east coast at 500
feet, shot some landings at a near sea level strip, and then back home.
Although there is quite a performance difference between sea level and the higher
altitudes, the EGT varies very little (at the same RPM) with altitude. This
tells me the automatic mixture compensation is working as advertised. My little
ship seems happy cruising at about 50 mph IAS, which takes about 4,900 rpm
near sea level, and 5,100 rpm at 5,000 feet. A two hour flight with some climbs
and descents burns 6 - 7 gallons.
Dave Bigelow
FS2
Kamuela, Hawaii
Message 2
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--> Kolb-List message posted by: robert bean <slyck@frontiernet.net>
Looks like the list isn't taking any links since that kraut infestation
last week.
Google DESSER TIRE (correct spelling)
go to page 21
-BB, do not archive
Message 3
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Subject: | Re: Firestar cross-country |
--> Kolb-List message posted by: John Jung <jrjungjr@yahoo.com>
Mike and Group,
>was that 2" of Memory Foam on the seat and back or just seat??
I used memory foam on just the seat. The backrest has the Kolb mesh and
open cell foam, shaped for some arch support.
John Jung
Message 4
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--> Kolb-List message posted by: Airgriff2@aol.com
Hi Ed, an inexpensive way to verify your mini tach is to buy a digital prop
tach, ($49 Sky Sports). Multiply your reading by the gear ratio for engine rpm.
Fly Safe
Bob Griffin
Message 5
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--> Kolb-List message posted by: "Jeremy Casey" <n79rt@kilocharlie.us>
I stayed with Az Dave and wife in his BAM. I drove up to MV because I
had to
get back to attend to business.Dave and I with his wife had just
returned
from a trip to the Czech Republic. Why would anyone go to the Czech
Republic
you may ask. Well it turned out that My 16th Armored Division under
General
George S.Patton was the very first Allied troupes and tanks into Plisen
the
second largest city in the area. So this all happened 60 years ago in
1945,
The Czech Government invited all us old Vets to come back and help
celebrate
the 60th university of there Liberation. Unfortunately only 15 from our
Division were able to make the trip. Fortunately I was one of them.
Anyway,
we each got a nice 60th Liberation medal from the President himself.
Also
went on over to Prague where the Mayor gave each of us a Gold medal.
There
you have it in a nutshell.
Boring to some, interesting to others.
Az. Bald Eagle
<snip>
Very good job...60 years ago and going back to get help remember it as
well...good job.
Jeremy Casey
Message 6
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--> Kolb-List message posted by: "Bob Dalton" <wiserguy@comcast.net>
George,
Thank you for your service to our great country and others. That was quite
an honor to receive that kind of recognition, you did not bore me. Thanks
for sharing that with us.
Bob Dalton
Do not archive
-----Original Message-----
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com] On Behalf Of George E.
Thompson
Subject: Re: Kolb-List: Monument Valley
--> Kolb-List message posted by: "George E. Thompson" <eagle1@commspeed.net>
I stayed with Az Dave and wife in his BAM. I drove up to MV because I had to
get back to attend to business.Dave and I with his wife had just returned
from a trip to the Czech Republic. Why would anyone go to the Czech Republic
you may ask. Well it turned out that My 16th Armored Division under General
George S.Patton was the very first Allied troupes and tanks into Plisen the
second largest city in the area. So this all happened 60 years ago in 1945,
The Czech Government invited all us old Vets to come back and help celebrate
the 60th university of there Liberation. Unfortunately only 15 from our
Division were able to make the trip. Fortunately I was one of them. Anyway,
we each got a nice 60th Liberation medal from the President himself. Also
went on over to Prague where the Mayor gave each of us a Gold medal. There
you have it in a nutshell.
Boring to some, interesting to others.
Az. Bald Eagle
From: "Larry Bourne" <biglar@gogittum.com>
Subject: Kolb-List: Monument Valley
> --> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
>
> Where is everybody ?? I know the whole Kolb List wasn't at MV. :-)
>
> I think John W. told me he'd logged 26 people by Saturday afternoon. He
> and several
> others - John H., Boyd Young and Jim Hefner - are up in Canyonlands, near
> Moab, Utah now, and from there will be going to the Alvord Desert in
> Southern Oregon to meet Larry Cottrell, so we won't be hearing from them
> for a while. I didn't do a real count of the planes there, but for sure
> there were a Mooney, Dave Rains' Cessna C175, and about 12 - 15 Kolbs. It
> was quite a flight line. A very nice group, and it was relaxing, but
> intense. A lot of activity in a short time. Flying started nearly at
> dawn for some, while others of us eased into breakfast at the excellent
> restaurant at Goulding's before taking to the air. By about 10:00 AM the
> wind came up, the sun got hot, and everyone hid under the awnings of the
> RV's, and under airplane wings............and put on their hip boots.
> Late in the afternoon, the wind pretty much died down, and flying started
> again. This time, more flights were made up to the Mexican Hat area and
> the horseshoes of the San Juan River, about 20 !
> miles north of MV. Previously, most flights went east, over Monument
> Valley. The 2 areas are a world apart in scenery, and both spectacular.
> I arrived at MV at around 11:00 AM Friday, and was surprised to see that
> many folks were already there. It got an early start this year, but ended
> a bit early, too, with most leaving Sunday, instead of Monday, as last
> year. What a great way to spend a weekend. (All that in only a weekend
> ?? Amazing ! ! ! ) In a while, I'll post some pictures.......possibly
> even today. :-) It was quite a shock yesterday, coming from ~80 deg.
> weather there, to 111 deg here in the desert. Oh well..........back to
> reality today. Big Lar. Do not
> Archive.
>
> Larry Bourne
> Palm Springs, CA
> Building Kolb Mk III
> N78LB Vamoose
> www.gogittum.com
>
>
>
Message 7
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Subject: | Slingshot engine thrust angle? |
--> Kolb-List message posted by: "Rusty" <13brv3c@bellsouth.net>
Greetings,
I'm in the process of making the motor mount to put the single rotor Mazda
on my current SS, and I'm trying to recall the thrust angle details. I know
there is usually about a 1" shim under the rear of the engine, but I'm not
sure exactly why it's there. It certainly gives more prop clearance, but
I'm presuming it's main purpose is to lower the thrust angle.
I guess the real question is what the current "best" thrust angle is thought
to be, so I can just start with that. Also, I have to wonder if Kolb has
raised the rear mount on current frames, rather than having people add
shims. If not, I wonder if they even approve of the shims. I took a quick
look at the plans and manual, and didn't see any mention of shimming the
rear of the engine, though I think it's pretty common, and could swear it
was recommended by Kolb.
If anyone can enlighten me on the reason and amount to shim the engine, I'd
appreciate it. If power matters, figure on 100 hp.
Thanks,
Rusty (finally getting back to the SS)
Message 8
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Subject: | Re: Monument Valley |
--> Kolb-List message posted by: "Kirk Smith" <snuffy@usol.com>
> from a trip to the Czech Republic. Why would anyone go to the Czech
Republic
> you may ask. Well it turned out that My 16th Armored Division under
General
> George S.Patton was the very first Allied troupes and tanks into Plisen
the
> second largest city in the area. So this all happened 60 years ago in
1945,
> The Czech Government invited all us old Vets to come back and help
celebrate
> the 60th university of there Liberation. Unfortunately only 15 from our
> Division were able to make the trip. Fortunately I was one of them.
Anyway,
> we each got a nice 60th Liberation medal from the President himself. Also
> went on over to Prague where the Mayor gave each of us a Gold medal. There
> you have it in a nutshell.
> Boring to some, interesting to others.
Nice to hear that at least a few Europeans remember and appreciate the
tremendous sacrifices of Americans.
Do not archive
Message 9
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--> Kolb-List message posted by: "Christopher Armstrong" <tophera@centurytel.net>
Thanks for risking your life 60 years ago. The world would be a much
different place if you and your fellows were not as brave as you were.
Christopher Armstrong
Message 10
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Subject: | Re: Density-altitude |
--> Kolb-List message posted by: Jack & Louise Hart <jbhart@ldd.net>
At 09:22 AM 5/23/05 -0700, you wrote:
>--> Kolb-List message posted by: John Jung <jrjungjr@yahoo.com>
>
John,
Your experience reminded me of my last trip to the Cape Girardeau Airshow.
It was held in the second week in July, and it was very hot. I got there
early, and as the morning passed large cumulus clouds began forming and you
could see little localized thunder bumpers passing by to the south. As the
morning wore on the clouds grew in size and the localized showers to the
south began moving north toward the airport. Just before the airshow as to
start, I called the tower on my cell phone to get permission to leave.
I taxied out and took off. I was heavy and like you I was surprised how
long it took to get the FireFly off the ground. My initial mistake was not
worrying about air density. My second mistake was trying to be too helpful
and clearing the runway too soon. I lost the runway thermal and I was out
over the grass. If I had not had a vertical climb indicator, I would have
put it back on the ground. But I could just make a positive climb of about
50 fpm. Also, I could not run the engine wide open because coolant
temperature would exceed the upper limit. There I was out over the
Mississippi River bottoms south of Cape Girardeau in massive sink and I had
to pass over Cape Girardeau to get back to Perryville. I turned and flew
over I55 that passes north and south through Cape and picked up the traffic
and pavement heat. This pushed the climb rate up to 100 fpm. On the north
side of Cape, the FireFly finally reached 600 feet and away from the moist
air over the river bottoms and the climb rate went up to 550 fpm. The rest
of the trip was uneventful except for a few sprinkles.
One other experience with massive sink. In the early days of my FireFly my
wife's cousin wanted to see it. I flew FireFly down to East Prairie,
Missouri on a hot mid July day. East Prairie is a little town located in
the boot heel of Missouri and on the Mississippi River bottom. At this time
the FireFly was powered by the 447. On the way I flew at 2,000 agl and as I
passed over the edge of the town the bottom fell out. With the throttle
wide open I was still losing 200 fpm. I had flown over a little green
town in the middle of the surrounding farm land. I turned and flew back out
into the country and everything returned to normal.
After the airspeed indicator, I believe the vertical airspeed indicator is
the next most important instrument.
Enough of the ramblings of someone whose FireFly is 300 miles away. The
wife's last official day was yesterday, and so she will be here today.
Hopefully we can go retrieve the FireFly next week.
Jack B. Hart FF004
Winchester, IN
Jack & Louise Hart
jbhart@ldd.net
Message 11
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--> Kolb-List message posted by: "Jeremy Casey" <n79rt@kilocharlie.us>
OOOPPPPSS!!! Meant to say "TO HELP" not "to GET help" I guess you knew
what I meant...
Like said by someone else...good to see some remembering the sacrifices
that were made...not nearly enough in my opinion.
Jeremy
<snip>
Very good job...60 years ago and going back to get help remember it as
well...good job.
Jeremy Casey
Message 12
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Subject: | Slingshot engine thrust angle? |
--> Kolb-List message posted by: "Jeremy Casey" <n79rt@kilocharlie.us>
Hey Rusty,
Ted Cowan (on this list) did a lot of tinkering with his thrust angle
and seems to have nailed it down. Ted you out there?
Jeremy
<snip>
<13brv3c@bellsouth.net>
Greetings,
I'm in the process of making the motor mount to put the single rotor
Mazda
on my current SS, and I'm trying to recall the thrust angle details. I
know
there is usually about a 1" shim under the rear of the engine, but I'm
not
sure exactly why it's there. It certainly gives more prop clearance,
but
I'm presuming it's main purpose is to lower the thrust angle.
I guess the real question is what the current "best" thrust angle is
thought
to be, so I can just start with that. Also, I have to wonder if Kolb
has
raised the rear mount on current frames, rather than having people add
shims. If not, I wonder if they even approve of the shims. I took a
quick
look at the plans and manual, and didn't see any mention of shimming the
rear of the engine, though I think it's pretty common, and could swear
it
was recommended by Kolb.
If anyone can enlighten me on the reason and amount to shim the engine,
I'd
appreciate it. If power matters, figure on 100 hp.
Thanks,
Rusty (finally getting back to the SS)
Message 13
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Subject: | Re: 8.00 X 6.00 tire costs? |
--> Kolb-List message posted by: "David Paule" <dpaule@frii.com>
Thanks for the many helpful suggestions and information you've posted over
the years about the Kolbs. They greatly aided my decision to buy one last
year.
I also have a Cessna 180 Skywagon, 230 hp, taildragger. Its gross weight is
2,550 pounds.
It's got the 6:00-6 tires on it. I calculated the ground contact pressures
and found that at my gross weight, these tires give about the same contact
stress on the ground as the biggest 8:50-6 tires on the heavier Cessna 185,
which if memory is right, grosses at 3,600 pounds.
I've landed on sandy mesas, grass fields, and even a beach once, down in
Baja, with the waves crashing and a brisk crosswind. The only time I've felt
that my tires were too small, it was my tailwheel tire, a stock 8" tire. I
really should change that to a 10" tire sometime. Don't ask for my opinion
of the inky-dinky tiny tailwheel tire that came with the Firestar!
As the tire sizes get bigger, each main-gear tire size change slows the
Skywagon down 2 mph per size. They also make landings and take-offs slightly
more difficult, due to the increased sideward flexibility. I can really feel
the additional rolling inertia as larger tires spin up, landing.
On the Kolb, larger tires shouldn't really be necessary. But I doubt they'll
hurt. They will improve the static angle of incidence in the 3-point
attitude.
For price, one thing to check is whether you can find used tires somewhere.
They'll be lighter and that's a benefit. Can't imagine you'll put any wear
on them. There's another potential benefit: smooth tires, slicks, are easier
to land with on pavement, because they slide sideways easier. I've been
running slicks on the Skywagon for about 15 years now, and wouldn't have
anything else.
I'd like to put the 6:00-6 tires on my Firestar II. Do they fit the wheels?
Hate to admit it, but I don't know what size wheels they are, except that
they're stock.
Dave Paule
Boulder, CO
FS II
Cessna 180 Skywagon
>
After seeing the Kolbs that flew into MV, I get ideas of how I'd like
to change my Firestar. One is tires. I have 6.00 X 6.00s and they do
the job fine but the 8.00 X 6.00s look better. So I checked into them
and they seem to cost about $100 each for the tires plus more for the
tubes. That's more than double what the 6 X 6's cost. Is that just it,
or am I just not finding the best source?
John Jung
Firestar II
Message 14
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Subject: | Re: 8.00 X 6.00 tire costs? |
--> Kolb-List message posted by: jerb <ulflyer@verizon.net>
Sounds like your looking at GA style tires, there probably going to be
heavy. I think you need to wonder over to Lockwood, Aircraft Spruce, or
even Wicks and you may fine some other alternatives that are not so
heavy. The CGS Hawks use a nice looking wide tire on there mains.
jerb
At 08:23 PM 5/24/05 -0400, you wrote:
>--> Kolb-List message posted by: robert bean <slyck@frontiernet.net>
>
>Try Desser Tire, starting on page 21:
>
>http://shop.desser.com/iwwidb.pvx?;multi_item_submit
>
>-BB, MkIIIc, N3851E, a good tire is one that holds air
>On 24, May 2005, at 3:14 PM, John Jung wrote:
>
> > --> Kolb-List message posted by: John Jung <jrjungjr@yahoo.com>
> >
> > Group,
> >
> > After seeing the Kolbs that flew into MV, I get ideas of how I'd like
> > to change my Firestar. One is tires. I have 6.00 X 6.00s and they do
> > the job fine but the 8.00 X 6.00s look better. So I checked into them
> > and they seem to cost about $100 each for the tires plus more for the
> > tubes. That's more than double what the 6 X 6's cost. Is that just it,
> > or am I just not finding the best source?
> >
> > John Jung
> > Firestar II
> >
> >
>
>
Message 15
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--> Kolb-List message posted by: DAquaNut@aol.com
In a message dated 5/25/2005 10:45:48 A.M. Central Standard Time,
Airgriff2@aol.com writes:
Hi Ed, an inexpensive way to verify your mini tach is to buy a digital prop
tach, ($49 Sky Sports). Multiply your reading by the gear ratio for engine
rpm.
Fly Safe
Bob Griffin
Bob,
Thanks That's probably my best option!
Ed
Do Not Archive
Message 16
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Subject: | Re: Density-altitude |
--> Kolb-List message posted by: tohara@alphagraphics.com
> Being a KOLB owner of 2 days (I bought Dick Neitzel's Mark III
Classic-Rotax 582)I guess I can now through in my 0.02. Yea, the Big
Muddy is a HUGE sink-- I was flying a hot air balloon over it several
years ago and was at equilibrium at 2000 feet. Wham, went over the
river and had to go to both burners to pull out of the sink (25MM BTU's
of power). Ended up pulling out at around 150 feet. All of the other
balloons experienced the same sink. Had we not been able to pull out--
it would not have been a pleasant experience as the water was really
tubulent and certainly would have tipped the baskets and dragged the
envelope under.
RE: Density altitude-- automated asos stations now report density altitude
during the summer months so there is no need to calculate with your trusty
E6B. One can find the asos number in the airport directories.
--> Kolb-List message posted by: Jack & Louise Hart <jbhart@ldd.net>
>
> At 09:22 AM 5/23/05 -0700, you wrote:
>>--> Kolb-List message posted by: John Jung <jrjungjr@yahoo.com>
>>
> John,
>
> Your experience reminded me of my last trip to the Cape Girardeau Airshow.
> It was held in the second week in July, and it was very hot. I got there
> early, and as the morning passed large cumulus clouds began forming and
> you
> could see little localized thunder bumpers passing by to the south. As
> the
> morning wore on the clouds grew in size and the localized showers to the
> south began moving north toward the airport. Just before the airshow as
> to
> start, I called the tower on my cell phone to get permission to leave.
>
> I taxied out and took off. I was heavy and like you I was surprised how
> long it took to get the FireFly off the ground. My initial mistake was
> not
> worrying about air density. My second mistake was trying to be too
> helpful
> and clearing the runway too soon. I lost the runway thermal and I was out
> over the grass. If I had not had a vertical climb indicator, I would have
> put it back on the ground. But I could just make a positive climb of
> about
> 50 fpm. Also, I could not run the engine wide open because coolant
> temperature would exceed the upper limit. There I was out over the
> Mississippi River bottoms south of Cape Girardeau in massive sink and I
> had
> to pass over Cape Girardeau to get back to Perryville. I turned and flew
> over I55 that passes north and south through Cape and picked up the
> traffic
> and pavement heat. This pushed the climb rate up to 100 fpm. On the
> north
> side of Cape, the FireFly finally reached 600 feet and away from the moist
> air over the river bottoms and the climb rate went up to 550 fpm. The
> rest
> of the trip was uneventful except for a few sprinkles.
>
> One other experience with massive sink. In the early days of my FireFly
> my
> wife's cousin wanted to see it. I flew FireFly down to East Prairie,
> Missouri on a hot mid July day. East Prairie is a little town located in
> the boot heel of Missouri and on the Mississippi River bottom. At this
> time
> the FireFly was powered by the 447. On the way I flew at 2,000 agl and as
> I
> passed over the edge of the town the bottom fell out. With the throttle
> wide open I was still losing 200 fpm. I had flown over a little green
> town in the middle of the surrounding farm land. I turned and flew back
> out
> into the country and everything returned to normal.
>
> After the airspeed indicator, I believe the vertical airspeed indicator is
> the next most important instrument.
>
> Enough of the ramblings of someone whose FireFly is 300 miles away. The
> wife's last official day was yesterday, and so she will be here today.
> Hopefully we can go retrieve the FireFly next week.
>
> Jack B. Hart FF004
> Winchester, IN
>
>
> Jack & Louise Hart
> jbhart@ldd.net
>
>
Message 17
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--> Kolb-List message posted by: "Richard Swiderwski" <rswiderski@earthlink.net>
My buddy, an ex-Cuyuna repairman, unsuccessfully tried a pair of Wiseco
pistons in his Cuyuna. They did not hold up either, he steered me away from
them.
Richard Swiderski
-----Original Message-----
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com] On Behalf Of Edward Steuber
Subject: Kolb-List: Stuck rings
--> Kolb-List message posted by: "Edward Steuber"
<esteuber@rochester.rr.com>
I had a problem starting my Cuyuna UL202 and found it had low
compression on both cylinders . It only had 30 hours since the cylinders had
been rehoned because they were too tight with the pistons. The clearance
before was .003(too tight) and after .007(correct) but the paperwork from
the shop does not say anything about cleaning or inspecting the ring lands.
I was told that many of the original Cuyuna's were sent from the factory
with incorrect tight piston clearance that caused many failures . This
engine had already been repaired once because it has the .010 pistons . Upon
dissassembly I found both rings on one piston were stuck and one on the
other. I believe they were overlooked and reassembled. But there is one
question I need answering.... The pistons are .010 Wiseco's that are
different from the standard Cuyuna pistons in that they have much thinner
rings.........could these sticking rings have been caused in such a short
time by this ring-piston combination !
? The thinner rings have to run hotter...I have been using the same 2cycle
Pennzoil air-cooled oil and Mobil premium fuel with similar temps as the
last Cuyuna UL 202 that I operated on another Ultrastar I flew for 100 hours
with no trouble. I use a 40 to 1 oil mix as the book says and my egt temps
were about 1150 with the lower compression cylinder (pto) running about 30
degrees hotter...I was told by a parts supplier that the Wiseco piston is an
after-market alternative and not as good as the originals because they run
hotter.
Any of you experienced Cuyuna drivers have any info on this problem
? Since cleaning the carbon out and reassembly this engine has really good
compression now ...I am looking forward to flying it with the new found
power...it has to make a difference. What can I expect from these pistons in
the future ?
I know there may be some on the list that might have poor opinions
of the Cuyuna's.... but all comments will be appreciated...
carboned-up ED in Western NY
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--> Kolb-List message posted by: "nmatthew" <nmatthew@qwest.net>
I have a Firefly; the top tube of the fuselage is stamped UL 029, and I
checked the fuel consumption this weekend, its almost 5 GPH. After
reading about the fellow in Hawaii getting two hours on 6-7 gallons I've
been thinking my wing might be too small. I am 220#, and have the rotax
447. The plane was wrecked when I bought it, so I built a new fuselage
that is about 4" taller than stock to accommodate my height. It is
heavy.
How much fuel consumption do other Firefly pilots get?
I looked at the Firestar plans and they appear to have an identical wing
section to the Fly. Has anyone ever tried the firestar wing on a
firefly?
Thanks in advance for any feedback.
Matt North- Tucson, AZ
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