Today's Message Index:
----------------------
1. 01:43 AM - Re: 447 Status (David L. Bigelow)
2. 07:00 AM - Re: Kolb-List Digest: 28 Msgs - 08/15/05 (skyrider2)
3. 07:57 AM - Re: the 447 - Part Two (JIM HEFNER)
4. 08:30 AM - CHT & EGT for 503 DCDI (jdmurr@juno.com)
5. 09:01 AM - Re: Two tanks (BKlebon@aol.com)
6. 09:03 AM - Re: Two tanks (BKlebon@aol.com)
7. 09:20 AM - Re: Two tanks (Robert Laird)
8. 09:26 AM - Re: Two tanks (John Williamson)
9. 09:48 AM - Re: Two tanks (John Cooley)
10. 03:22 PM - Kolb Ultrastar (Bob Pongracz)
11. 07:32 PM - Re: Bing Enrichment Piston (WhiskeyVictor36@aol.com)
12. 07:35 PM - Re: Ultrastar (Flycrazy8@aol.com)
13. 07:49 PM - Re: Two tanks vented in series (Richard Swiderski)
14. 07:59 PM - Re: Two tanks (ElleryWeld@aol.com)
15. 08:48 PM - Re: ? BRS handle (Flycrazy8@aol.com)
16. 10:31 PM - Two tanks (Domenic Perez)
17. 10:34 PM - Re: Bing Enrichment Piston (Beauford)
Message 1
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--> Kolb-List message posted by: "David L. Bigelow" <dlbigelow@verizon.net>
--> Kolb-List message posted by: possums <possums@mindspring.com>
>What kind of CHT temps are you guys getting on a 503 dual carb on
>climb out .... and cruise at say 5,800 rpm?
I'm seeing 265 F for the front cylinder and 275 F for the rear with my 503 DC.
during climb, and slightly below that in cruise. That's with outside air temp
in the 60's.
Dave Bigelow
FS2, 503 DCDI
Kamuela, Hawaii
Message 2
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| Subject: | Re: Kolb-List Digest: 28 Msgs - 08/15/05 |
--> Kolb-List message posted by: "skyrider2" <skyrider2@earthlink.net>
And if you're worried about busting 103, doesn't the second 5 gallon fuel
tank do that as well? Or have they changed the rules since I read them
last?
Fly Safely,
Doug
Realistically, is anyone actually using that second seat? Just curious
since I don't as it really violates the 103 rule. Can't teach anyone
from the back and passengers really aren't learning to fly. Other than
that, I've got both five gallon tanks at the rear seat position. Benefits
are ease of fueling, not as significant a change in CG from full to
empty, and frees up the aft section for carrying "stuff".
Jim Baker
580.788.2779
'71 SV, 492TC
Elmore City, OK
When did a Firestar ever make 103 weight limits (254 lbs)? I don't know of
any.
Ralph
Message 3
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| Subject: | Re: the 447 - Part Two |
--> Kolb-List message posted by: "JIM HEFNER" <hefner_jim@msn.com>
Beauford....
You sir are a journalistic magician..... Don G.
Beauford, I'll second that... that story was certainly entertaining and hilarious
reading!! You really know how to evoke great mental images with words!!...
Thanks for taking the time!
Your entire saga with your 447 has been interesting and puzzling to follow! Sorry
you have had such a time with that little bugger. I've got 215 hrs on mine
and have never had one hint of an issue with it, so it was obvious that there
was something basic wrong with yours. The thing I still don't understand was
how it ran 120 hrs ok and then went south on you so fast.... the enrichment
valve seating theory seems like it would have been there all along since the engine
was new... did you remove it around that time? Oh well, we're all glad
to see it is performing better now and hopefully you will hundreds of trouble
free flying hours out of it now, like most of us with 447's.
Keep up the great stories!! Love it!!
Jim
Tucson, AZ
FF #022 447 215 trouble free hours and counting
Message 4
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| Subject: | CHT & EGT for 503 DCDI |
--> Kolb-List message posted by: "jdmurr@juno.com" <jdmurr@juno.com>
I was wondering what the operating ranges are on the 503 DCDI for CHT and EGT.
Also what is the maximums I should see without damage to the engine?
For example this weekend it was in the high 90's and very humid. My EGT was a max
of 1,125 at 4,500 rpm. If I increased the rpm to 5,200, the temperature dropped
to 1,080. I assume that this was because of the better cooling with the
increased air flow. If I can remember correctly, the CHT was about 325-350,
but I could be wrong. Also my needles are set on position number 3.
I've only been flying for 2 weeks and it's always been stinking hot and humid when
I've been up, so I don't know what it's like to fly on a cool dry day yet.
Thanks!
John Murr
I was wondering what the operating ranges are on the 503 DCDI for CHT and EGT.
Also what is the maximums I should see without damage to the engine?
For example this weekend it was in the high 90's and very humid. My EGT was a max
of 1,125 at 4,500 rpm. If I increased the rpm to 5,200, the temperature dropped
to 1,080. I assume that this was because of the better cooling with the increased
air flow. If I can remember correctly, the CHT was about 325-350, but
I could be wrong. Also my needles are set on position number 3.
I've only been flying for 2 weeks and it's always been stinking hot and humid when
I've been up, so I don't know what it's like to fly on a cool dry day yet.
Thanks!
John Murr
Message 5
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--> Kolb-List message posted by: BKlebon@aol.com
Message 6
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--> Kolb-List message posted by: BKlebon@aol.com
You WILL suck air and the engine WILL stop with no advance warning. Don't
ask me how I know this.
Message 7
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--> Kolb-List message posted by: "Robert Laird" <rlaird@cavediver.com>
The only tank that should be feeding the pulse pump is the lower tank. The lower
tank needs to be "enclosed"... only one line going out to the pump, and only
one line going into it from the upper tank. The upper tank needs to be vented.
As fuel is pumped from the lower tank, the upper tank will feed the lower
tank. You only fill up the upper tank. I had a set up like this and it worked
perfect. However, I will admit that the lower tank did not overlap, vertically,
the upper tank. If they overlap like that, you may want to run a test,
first, but I don't think that will be an issue as long as the very bottom of the
pickup tube in the upper tank is higher than the top of the lower tank.
-- Robert
-------- Original Message --------
> From: "Domenic Perez" <perezmdomenic@plateautel.net>
> Sent: Monday, August 15, 2005 5:41 PM
> To: kolb-list@matronics.com
> Subject: Kolb-List: Two tanks
>
> --> Kolb-List message posted by: "Domenic Perez" <perezmdomenic@plateautel.net>
>
> Two tank Kolbers,
> If using two tanks whose floors are at different levels in level flight,
and using the usual Mikuni pulse pump, here is the $64,000 question. If one tank
runs dry and starts sucking air, are the pulse pumps powerful enough to still
pull the fuel from the non-dry tank and keep the carb's bowls full? Or is some
of the fuel unusable? I've never run my tanks that low, so I don't know from
direct experience. Don't want to find out the hard way.
> My setup is a line coming out the top of each tank (drawing from the bottoms
through check valves that give weight to the fuel lines so they stay down)
and joining at a "T" and on to the carbs. I have a primer pump, but no primer
bulb. I also have an "equalizer" line between the two tanks. Does this equalizer
do any good? My two tanks are mounted on the boom tube behind the 2nd seat
and seem pretty close to being equal height on the ground, but I just never
thought much about the tail being high enough in flight to make a significant
difference. Thinking about it now.
>
> M. Domenic Perez
> Vaughn, NM
> Firestar II, 503 DCDI
>
>
Message 8
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--> Kolb-List message posted by: "John Williamson" <kolbrapilot2@comcast.net>
Domenic and All,
Bad information sent to the list is worse than no information at all.
If you install the two tanks as per Kolb instructions with the proper vent
lines and the fuel pickup tubes fitted in the top of the tank, the fuel will
feed from the tanks and the fuel levels will stay close together but not be
equal. When you shut down the engine, any difference in levels will equal
out in a short period of time.
When the bottom of one of the pickup tubes is above the fuel level, the fuel
will still be sucked out of the tank that has fuel covering the end of the
pickup tube.
This can be checked and should be checked by raising the tail of the Kolb to
the flight attitude and pump the fuel tanks dry using an aux pump and the
normal fuel line setup disconnected from the carb. This is how you find how
much fuel is unusable also.
I ran thru this process several time while I had the two 5 gallon tanks in
the Kolbra and got the same results each time.
John Williamson
Arlington, TX
Kolb Kolbra, Rotax 912ULS, 909 hours
<http://home.comcast.net/~kolbrapilot
Message 9
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--> Kolb-List message posted by: "John Cooley" <johnc@datasync.com>
Hi Gang,
I have my FS II rigged per the Kolb instructions and as John talks about
below. The fuel levels stay very close to the same level when flying. I have
never flown until I ran out, but have had the levels down very low in each
tank and they should empty very close to each other based on what I have
experienced.
I have also fueled up before and started flying with the front tank at a
higher level than the back. After flying a while and checking the levels
they will be essentially the same. I suppose due to the tank with the higher
level having more head pressure and therefore feeding more to the fuel pump.
Later,
John Cooley
FS II
MK II
MK IIIC (building)
--> Kolb-List message posted by: "John Williamson"
<kolbrapilot2@comcast.net>
Domenic and All,
Bad information sent to the list is worse than no information at all.
If you install the two tanks as per Kolb instructions with the proper vent
lines and the fuel pickup tubes fitted in the top of the tank, the fuel will
feed from the tanks and the fuel levels will stay close together but not be
equal. When you shut down the engine, any difference in levels will equal
out in a short period of time.
--
Message 10
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--> Kolb-List message posted by: "Bob Pongracz" <pongoflyer@myway.com>
David, By the way, I'm living in Bethlehem, PA....Nice to hear of another Kolber
in PA. Where will you be flying from when your bird is complete?I am currently
working on a Firefly project at Flying M (P91) northwest of Allentown. I've
seen some other U.S.'s at area fly-ins, but don't know if they're on the list
or not. Let me know if I can be of any assistance. Bob Pongracz....Fogelsville,
PA...Firefly project
No banners. No pop-ups. No kidding.
Make My Way your home on the Web - http://dell.myway.com
Message 11
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| Subject: | Re: Bing Enrichment Piston |
--> Kolb-List message posted by: WhiskeyVictor36@aol.com
In a message dated 8/15/2005 9:00:43 PM Eastern Standard Time,
beauford@tampabay.rr.com writes:
At their advice, I removed the primer from my engine
Beauford,
Do you mean the primer bulb, or the primer that shoots fuel into the side of
the carb? And could you tell us why did Lockwood suggest removing said primer?
Thank you
Bill Varnes
Original Kolb FireStar
Audubon NJ
Message 12
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--> Kolb-List message posted by: Flycrazy8@aol.com
--> Kolb-List message posted by: <undoctor@rcn.com
In the interim, the fellow where I had my plane died and I had
to move it in parts from there to here and now that I'm putting
it together, I've discovered I left a box of parts. Missing is all
the engine mount hardware.
Would you be kind enough to describe the parts and the
sequence they are installec? I understand the mounts are Lord
mounts, similar to the ones on the Firestar, but the Firestar
engine is right-side-up and the Ultrastar engine, of course,
hangs beneath the mounting tubing.
Any info you could supply me with would be greatly appreciated.
Regards,
Davd Kulp
Hey Dave,
I had a Kolb Ultrastar with an inverted Cuyuna UL202 35 h.p. engine . The
engine was mounted on a off squared engine bracket by four large bolts that
screwed thru the bracket into the inverted Cuyuna. I sent you some pictures of
the mounted engine offline . Hopefully you can see the attachment points on
the engine mount from the pics . I have another engine mount in my hangar that
I will try and take some pics of and send them to you if you think that
would help.
Stephen Baxley
Pansey, Alabama
Former Ultrastar
Presently Kolb Firefly
Rotax 447 SCDI
DO Not Archive
Message 13
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| Subject: | Two tanks vented in series |
--> Kolb-List message posted by: "Richard Swiderski" <rswiderski@earthlink.net>
With my SlingShot setup with two tanks, one in front of the other, I wanted
to empty the rear 1st, so I set it up where the rear tank was vented to
atmosphere & its suction line from the top was connected to the front tanks
vent. Thus when I drew gas from the front thank, it 1st drew fuel from the
rear tank that it was vented to. When the rear tank was bone dry, then the
fuel level in the front tank would begin to fall. That way I got rid of the
high rear cg caused by the rear tank, & I could use all the fuel as well,
without worrying about if one was more empty than the other. Never had a
problem with that setup. Also, if I used less than 5 gal of fuel, I only
had to top off one tank. ...Richard Swiderski
-----Original Message-----
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com] On Behalf Of BKlebon@aol.com
Subject: Re: Kolb-List: Two tanks
--> Kolb-List message posted by: BKlebon@aol.com
You WILL suck air and the engine WILL stop with no advance warning. Don't
ask me how I know this.
Message 14
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--> Kolb-List message posted by: ElleryWeld@aol.com
If you want to stop your worries with two five gallon tanks get one of these
ten gallon tanks Air-Tech Inc. :: Tank, Fuel, 10 Gal Only
I put one in my firestar and it works great
Ellery Batchelder in Maine
Message 15
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| Subject: | Re: ? BRS handle |
--> Kolb-List message posted by: Flycrazy8@aol.com
Greeetings fellow Kolber's and distinquished guests,
Hate to take space away from Beauford's folly For I too enjoyed and learned
from his " Quest for the Golden 447 remedy" . Thanks Beauford......keep it
coming....
My question is Where is the best place to mount the BRS Rocket Parachute
activation pull handle on the Firefly or Firestar ? And what has everyone used
to attach or anchor the handle to in the cockpit ?
Thanking you in advance for your help.
Stephen Baxley
Pansey, Alabama
2003 Firefly 447 SCDI
Do Not Archive
Message 16
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--> Kolb-List message posted by: "Domenic Perez" <perezmdomenic@plateautel.net>
Kolb Gents,
Thanks for the comments regarding "Two tanks". I feel better about my standard
as per Kolb setup. Thanks,John W. Mr Swiderski's "in series" venting sounds
interesting. So does Mr. Batchelder's 10 gallon tank idea, although my inclination
would be to add the 10 gallons in the passenger seat area for a total of
20. Where I live here in central New Mexico, everything looks and pretty much
is the same, geography wise. If you want to see something different, you have
to go a long way from home base. While 20 gallons might be a little bit of overkill,
I guess you don't have to fill up completely all the time. Any thoughts
about the right way to go about this?
M. Domenic Perez
Vaughn, NM
FS II, 503 DCDI
Do not archive
Message 17
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| Subject: | Re: Bing Enrichment Piston |
--> Kolb-List message posted by: "Beauford" <beauford@tampabay.rr.com>
Bill...
Sorry I didn't make that as clear as I could have....
The rubber squeeze bulb with by-pass loop remains in place... The piston
pump primer which squirts gas into
the side of the carb via that little one-eighth inch line was removed from
the Fly.
The Sebring gents said they had seen some number of piston primer pumps
fail, and some engines get screwed up, because of the deterioration and
plugging of internal components in the primer pump as a result of exposure
to fuel, particularly pre-mix, over a long period... This leads to a
primer failure in one of two modes; either sucking air through the port in
the side of the carb, or raw fuel through the same port -- either one a bad
thing.
They claimed that if the idle rpm and idle jetting were properly set up
(down around 2100 someplace), and the enrichment piston is in good repair,
then the primer pump is not necessary to crank the engine. They also said
that if one really wanted to keep the primer pump, it was a good idea to
replace it at least every year or 18 months, since the problems were
associated with older pumps and new ones are cheap.... under $10. Their
logic for removal is that if it is not required, the pump and its one-eighth
inch lines become just unnecessary points of potential failure on the
engine.... get rid of it.
Based on their experience, I reckon it makes sense to remove it, at least in
Florida... If I operated in a more northern climate where I had to be
starting really cold Rotaxes in the winter, I suspect I would just be buying
a new primer pump each year. The Rotax and Bing brothers obviously went to
the trouble of placing that little injection port on the side of the carb
for some good reason... gotta be cold weather starting.
One other perspective lurks out there... As someone has pointed out, the
case can be made for doing just the opposite... Getting rid of that pesky
enrichment piston (sealing off the carb choke circuit)....and starting it by
using only a primer pump to squirt gas into the side of the carb.... heh,
heh....
That's all I know... hope this helps a little.
Beauford
FF #076
Brandon, FL
> --> Kolb-List message posted by: WhiskeyVictor36@aol.com
> >
> Beauford,
>
> Do you mean the primer bulb, or the primer that shoots fuel into the side
> of
> the carb? And could you tell us why did Lockwood suggest removing said
> primer?
> >
> Bill Varnes
> Original Kolb FireStar
> Audubon NJ
> >
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