Today's Message Index:
----------------------
1. 05:07 AM - Re: fuses (russ kinne)
2. 06:55 AM - Re: EIS lag (Robert Laird)
3. 07:10 AM - Re: EIS lag (John Hauck)
4. 07:28 AM - Re: EIS lag (Robert Laird)
5. 07:44 AM - Re: EIS lag (Richard Pike)
6. 07:56 AM - Re: EIS lag (James, Ken)
7. 08:01 AM - fuses (b young)
8. 08:32 AM - Re: EIS lag (WillUribe@aol.com)
9. 08:35 AM - Recent Photos (John Williamson)
10. 08:54 AM - Re: EIS lag (Christopher Armstrong)
11. 09:15 AM - Re: EIS lag (ray anderson)
12. 09:37 AM - Re: Recent Photos (Chris Mallory)
13. 09:39 AM - Re: EIS lag (Jeremy Casey)
14. 09:42 AM - EIS lag (Chris Mallory)
15. 09:53 AM - Re: EIS lag (Robert Laird)
16. 10:13 AM - Re: EIS lag/FADEC controls (Don Gherardini)
17. 11:35 AM - Re: EIS lag/FADEC controls (James, Ken)
18. 12:00 PM - Re: EIS lag (Chris Mallory)
19. 02:35 PM - Re: fuses (woody)
20. 02:48 PM - Re: fuses (woody)
21. 03:17 PM - Re: fuses (bryan green)
22. 04:13 PM - fuses (Charles Blackwell)
23. 04:21 PM - battery (Rick Pearce)
24. 05:16 PM - Re: Firestar II - Preflight Checklist (Terry Frantz)
25. 05:31 PM - Re: EIS lag/Comparing Digital and Analog Instruments (John Hauck)
26. 05:34 PM - Re: EIS lag (John Hauck)
27. 05:35 PM - Re: EIS lag (John Hauck)
28. 05:38 PM - Re: EIS lag/FADEC controls (John Hauck)
29. 06:35 PM - Re: Firestar II - Preflight Checklist (Mike Pierzina)
30. 08:22 PM - Re: EIS lag/FADEC controls (Jim Baker)
31. 10:28 PM - Web Pages (Larry Bourne)
Message 1
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--> Kolb-List message posted by: russ kinne <kinnepix@earthlink.net>
Woody
If in series, you still have only 10 amp protection .
If in parallel -- I think! -- you should have close to 20 amp
protection
do not archive
On Oct 25, 2005, at 11:06 PM, woody wrote:
> --> Kolb-List message posted by: "woody" <duesouth@govital.net>
>
> While on the topic of fuses but of topic for Kolb. I wish to add
> some more
> fuses to my old English car ( sorry Pat but this car does not live up
> to the
> high esteme the world holds it to). They have a habit of burning up
> under
> the dash. If I add extra fuses what will the result be. If I have two
> 10 ohm
> fuses in series will I still have it blow at 10 or will I have uped
> the rate
> to 20 ohm?
>
> do not archive
>
>
Message 2
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--> Kolb-List message posted by: Robert Laird <rlaird@cavediver.com>
On 10/25/05, John Hauck <jhauck@elmore.rr.com> wrote:
> We were talking about pilot reaction, not necessarily instrument.
John --
Just wild chatter, but... what would you think about an EIS that
would actually shut down the engine if a threshold was exceeded...
the theory being, the EIS would "know" about it long before you could
react, and, if the problem continued, you'd lose the engine anyway, so
having it shut down still resulted in an engine out, but at least the
engine was saved (you know, so the surviving spouse can recoup some of
her money ;-)
-- Robert
Message 3
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--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
| would actually shut down the engine if a threshold was exceeded...
Robert/Gang:
Well..........I think I'll retain the option of making the decision of
when to shut the engine down. :-)
My first priority is my survival, not the engine's. I believe I can
pick out a better time for forced landing than the EIS.
john h
DO NOT ARCHIVE
Message 4
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--> Kolb-List message posted by: Robert Laird <rlaird@cavediver.com>
John --
Don't get me wrong on this... I think the 100% fly-by-wire on the
F-22 is the wrong direction... like astronauts that aren't allowed to
fly the lander... but, I'm saying that there is at least the POTENTIAL
for merit of having an EIS shut down an engine...
Scenario example without an EIS:
Time
9:04.05.0 Pilot is looking at something interesting out the window
9:04:05.1 Something bad happens inside the engine
9:04:05.2 Engine exceeds threshold for EGT
9:04:05.9 Engine seizes
9:04:08.0 Pilot notices the sound of silence
9:49.08.0 Pilot and plane have controlled flight into terrain
Result: plane crash AND engine is now a worthless hunk of metal
Scenario with an EIS:
Time
9:04.05.0 Pilot is looking at something interesting out the window
9:04:05.1 Something bad happens inside the engine
9:04:05.2 Engine exceeds threshold for EGT
9:04:05.3 EIS shuts engine down
9:04:08.1 Pilot notices the sound of silence
9:49.08.1 Pilot and plane had controlled flight into terrain
Result: plane crash and engine not seized.
Now, I don't know enough about whether there is a direct relationship
between exceeding a fixed threshold and seizing the engine, but IF
there were, it would SEEM to be a good idea to have an EIS that could
do that. But, since there probably isn't that kind of direct, fixed
relationship, I can understand why you (and I) would prefer to have
control over when to shut the engine down.
My scenarios were set up with the assumption that the pilot not only
did not have the choice of shutting it down or not, but didn't even
know there was an issue because their attention was elsewhere. I
can't recall a single story of an engine-out (involving EGTs being
exceeded and the engine seizing) where the pilot was staring at the
EGT gauge and had time to "make a choice."
-- Robert
On 10/26/05, John Hauck <jhauck@elmore.rr.com> wrote:
> --> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
>
> | Just wild chatter, but... what would you think about an EIS that
> | -- Robert
>
> Robert/Gang:
>
> Well..........I think I'll retain the option of making the decision of
> when to shut the engine down. :-)
>
> My first priority is my survival, not the engine's. I believe I can
> pick out a better time for forced landing than the EIS.
>
> john h
>
> DO NOT ARCHIVE
>
>
Message 5
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--> Kolb-List message posted by: Richard Pike <richard@bcchapel.org>
"But he would still be alive if that EIS hadn't shut off his engine!"
I can already see the legal sharks lining up for this one...
Richard Pike
MKIII N420P (420ldPoops)
do not archive
At 08:55 AM 10/26/05 -0500, you wrote:
>--> Kolb-List message posted by: Robert Laird <rlaird@cavediver.com>
>
>On 10/25/05, John Hauck <jhauck@elmore.rr.com> wrote:
> > We were talking about pilot reaction, not necessarily instrument.
>
>John --
>
>Just wild chatter, but... what would you think about an EIS that
>would actually shut down the engine if a threshold was exceeded...
>the theory being, the EIS would "know" about it long before you could
>react, and, if the problem continued, you'd lose the engine anyway, so
>having it shut down still resulted in an engine out, but at least the
>engine was saved (you know, so the surviving spouse can recoup some of
>her money ;-)
>
> -- Robert
>
>
Message 6
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--> Kolb-List message posted by: "James, Ken" <KDJames@berkscareer.com>
I can think of several engines that will shut down when low oil pressure is
detected. But I don't think I want my aircraft engine to shut down, now
maybe auto-adjust to a lower throttle setting as a warning then go into shut
down if temps don't fall and I of course want an over-ride to destroy the
engine in order to get a few more turns of the prop to get the last bit of
thrust. Life first property way second.
Ken
my two cents
do not archive
-----Original Message-----
From: Richard Pike [mailto:richard@bcchapel.org]
Subject: Re: Kolb-List: EIS lag
--> Kolb-List message posted by: Richard Pike <richard@bcchapel.org>
"But he would still be alive if that EIS hadn't shut off his engine!"
I can already see the legal sharks lining up for this one...
Richard Pike
MKIII N420P (420ldPoops)
do not archive
At 08:55 AM 10/26/05 -0500, you wrote:
>--> Kolb-List message posted by: Robert Laird <rlaird@cavediver.com>
>
>On 10/25/05, John Hauck <jhauck@elmore.rr.com> wrote:
> > We were talking about pilot reaction, not necessarily instrument.
>
>John --
>
>Just wild chatter, but... what would you think about an EIS that
>would actually shut down the engine if a threshold was exceeded...
>the theory being, the EIS would "know" about it long before you could
>react, and, if the problem continued, you'd lose the engine anyway, so
>having it shut down still resulted in an engine out, but at least the
>engine was saved (you know, so the surviving spouse can recoup some of
>her money ;-)
>
> -- Robert
>
>
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Message 7
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--> Kolb-List message posted by: "b young" <by0ung@brigham.net>
If I have two 10 ohm
fuses in series will I still have it blow at 10 or will I have uped the rate
to 20 ohm?
do not archive
i assume you ment two 10 AMP fuses.... if you put them in series you will have
a 10 amp fuse..... if you put them in parallel you will have, assuming perfect
electrical connections and equal current through both, you will have
a 20 Amp but more than likely you will end up with something like a 18...
and if one blows the second will blow at the same time and you will have to change
both. if you want 20 put in 1 20.
piper super cubs have a system that they have 2 fuses that run through an
on-off-on switch. if 1 blows, say when they turn on the landing lights, they
can turn off the lights and switch the fuse to the backup position and restore
power to the rest of the system. it saves the workload of trying to mess
with fuses on top of flying the plane.
boyd
Message 8
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--> Kolb-List message posted by: WillUribe@aol.com
Greetings,
I rather be the PIC then the EIS. The engine temps go up when I put my
FireStar into a dive. All I have to do is let up on the dive and the temps go back
to normal. I would hate for the EIS to shut my engine off when I could have
taken care of it.
Regards,
Will Uribe
El Paso, TX
FireStar II N4GU
C-172 N2506U
http://home.elp.rr.com/airplane/
do not archive
-----Original Message-----
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com] On Behalf Of Robert Laird
Subject: Re: Kolb-List: EIS lag
--> Kolb-List message posted by: Robert Laird <rlaird@cavediver.com>
On 10/25/05, John Hauck <jhauck@elmore.rr.com> wrote:
> We were talking about pilot reaction, not necessarily instrument.
John --
Just wild chatter, but... what would you think about an EIS that
would actually shut down the engine if a threshold was exceeded...
the theory being, the EIS would "know" about it long before you could
react, and, if the problem continued, you'd lose the engine anyway, so
having it shut down still resulted in an engine out, but at least the
engine was saved (you know, so the surviving spouse can recoup some of
her money ;-)
-- Robert
Message 9
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--> Kolb-List message posted by: "John Williamson" <kolbrapilot2@comcast.net>
Good Morning Fellow Kolb Enthusiasts,
I just got this photo of the Kolbra in taken just before sunset here in
Texas about a week ago:
http://home.comcast.net/~kolbrapilot1/Kolbra.JPG
The Reklaw, TX Fly-In had a record turnout with over 525 airplanes going
through the registration process. Here is what my little corner of the
parking area looked like early Saturday morning:
http://home.comcast.net/~kolbrapilot1/Reklaw.JPG
The Nieuport 11 was in the air making sure it was safe to go to breakfast.
John Williamson
Arlington, TX
Kolb Kolbra, Rotax 912ULS, 969 hours
http://home.comcast.net/~kolbrapilot1
kolbrapilot2@comcast.net
do not archive
Message 10
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--> Kolb-List message posted by: "Christopher Armstrong" <tophera@centurytel.net>
If the EIS had control of the mixture then you could have it control the
engines temps directly... like every car on the road today. But then to ask
as much of our aircraft engines as we get in our cars is apparently too much
for the pilots to expect. It is really stupid to have a needle that you
have to notice while enjoying a flight and navigating and flying the
aircraft and then move a lever a bit and see how the plane responds to that
and then move the lever a bit more. Just let a computer look at the values
and move the lever a hundred times a second for the whole flight.
Steam gauges are unreliable and inaccurate ( relative to a computer) and
require constant monitoring by the guy who is supposed to by flying the
plane and watching out for traffic and having fun, not watching a little
dial on the dash. The pilot should not ever need to know what the egt, cht
oil temp water temp water pressure oil pressure or any other useless
information about the engine like ignition timing mixture setting alternator
voltage unless they are not what they are supposed to be. Then the pilot
should be presented with that information as a time history graph so he can
see what the engine has been up to for the last 10 seconds 10 minutes or 10
hours.... but usually should not need to know any of this stuff. A one
hundred dollar computer can do all of this for a bout a 5th the cost of the
steam gauges, take up less panel space, less weight and more reliable.
Being used to the old steam gages certainly counts for a lot, and allows a
skilled pilot to know what the engine is up to... actually I have always
felt you get more from your ear and your butt then you do from the gages
when it comes to engine performance... but if you actually want a system
that has potential to save the pilot from experiencing a power failure in
the first place let a computer monitor AND control the engine.
One emergency landing I enjoyed was about a mile out in the ocean due to a
bad wire on a CHT. Pilot noticed a pegged cht and decided to land
immediately instead of risk a torched engine. We sat there on the floats
for about 15 minutes while the mechanic jet skied out to us and the Pilot
and the Mechanic had a conversation... I pointed out that the EGT's were
fine at the time and maybe we should fly back to the beach while monitoring
EGT... bad wire was found on the cht after we flew back to the beach. In
this case a history of the cht brought up on the screen would show an
instant change in temps from normal to pegged or maybe back and forth a few
times and then pegged and would be obvious to the pilot that the problem was
a measurement error not an actual temp problem... not sure if it would be
obvious to a computer, so sensor failure handling by a computer is real
important to get right.
I don't think you should let the computer just turn the motor off though!!!
Maybe leave that choice up to the pilot!
Topher
Message 11
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--> Kolb-List message posted by: ray anderson <rsanoa@yahoo.com>
I would never feel comfortable with a system that kills my engine on it's own.
It seems to me the better, at the moment, is still the large warning light,
flashing. I believe better yet would be the loud, very loud Klaxon type horn like
on some stall warnings. Silent flashing lights or other moving signals can
get lost in other distractions. I know, as I almost had a very expensive lesson
in my Mooney Mite. I was attending a large flyin in Calif., was in the landing
pattern, gear down, when some one cut in and I had to make a go around. I
retracted the gear and back into the pattern, gear still up, when once again
someone cut me out. Pretty angry, I made a quick and tight circle back to low
final. Throttled back and the large red disc and arm right in front of me, wagged
furiously telling me to drop the gear. I was still steaming about two cut
outs and my brain just didn't register the red flag waving at me. I was within
inches of my prop tips cutting up the pavement whe
n my
brain registered finally. Fortunately, I had quick reflexes back then and popped
the gear down just as the Mite settled onto them. My point, visual warnings
are not as reliable as a loud horn screaming in your ear.
Ray Anderson
UltraStar - Tenn.
Do Not Archive
WillUribe@aol.com wrote:
--> Kolb-List message posted by: WillUribe@aol.com
Greetings,
I rather be the PIC then the EIS. The engine temps go up when I put my
FireStar into a dive. All I have to do is let up on the dive and the temps go back
to normal. I would hate for the EIS to shut my engine off when I could have
taken care of it.
Regards,
Will Uribe
El Paso, TX
FireStar II N4GU
C-172 N2506U
http://home.elp.rr.com/airplane/
do not archive
---------------------------------
Message 12
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| Subject: | Re: Recent Photos |
--> Kolb-List message posted by: "Chris Mallory" <wcm@tampabay.rr.com>
John,
Beautiful picture.
And people wonder why we fly these things.
DUH!
Chris Mallory
do not archive
----- Original Message -----
From: "John Williamson" <kolbrapilot2@comcast.net>
Subject: Kolb-List: Recent Photos
> --> Kolb-List message posted by: "John Williamson"
> <kolbrapilot2@comcast.net>
>
> Good Morning Fellow Kolb Enthusiasts,
>
> I just got this photo of the Kolbra in taken just before sunset here in
> Texas about a week ago:
> http://home.comcast.net/~kolbrapilot1/Kolbra.JPG
>
> The Reklaw, TX Fly-In had a record turnout with over 525 airplanes going
> through the registration process. Here is what my little corner of the
> parking area looked like early Saturday morning:
> http://home.comcast.net/~kolbrapilot1/Reklaw.JPG
> The Nieuport 11 was in the air making sure it was safe to go to breakfast.
>
>
> John Williamson
> Arlington, TX
>
> Kolb Kolbra, Rotax 912ULS, 969 hours
> http://home.comcast.net/~kolbrapilot1
> kolbrapilot2@comcast.net
>
> do not archive
>
>
>
Message 13
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--> Kolb-List message posted by: "Jeremy Casey" <n79rt@kilocharlie.us>
An audio warning is an option from Grand Rapids...most other makes as
well I believe. Point taken as well... flashy lights can become
commonplace, an annoying horn gets your attention.
Jeremy Casey
-----Original Message-----
From: ray anderson [mailto:rsanoa@yahoo.com]
Subject: RE: Kolb-List: EIS lag
--> Kolb-List message posted by: ray anderson <rsanoa@yahoo.com>
I would never feel comfortable with a system that kills my engine on
it's own. It seems to me the better, at the moment, is still the large
warning light, flashing. I believe better yet would be the loud, very
loud Klaxon type horn like on some stall warnings. Silent flashing
lights or other moving signals can get lost in other distractions. I
know, as I almost had a very expensive lesson in my Mooney Mite. I was
attending a large flyin in Calif., was in the landing pattern, gear
down, when some one cut in and I had to make a go around. I retracted
the gear and back into the pattern, gear still up, when once again
someone cut me out. Pretty angry, I made a quick and tight circle back
to low final. Throttled back and the large red disc and arm right in
front of me, wagged furiously telling me to drop the gear. I was still
steaming about two cut outs and my brain just didn't register the red
flag waving at me. I was within inches of my prop tips cutting up the
pavement whe
n my
brain registered finally. Fortunately, I had quick reflexes back then
and popped the gear down just as the Mite settled onto them. My point,
visual warnings are not as reliable as a loud horn screaming in your
ear.
Ray Anderson
UltraStar - Tenn.
Do Not Archive
Message 14
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--> Kolb-List message posted by: "Chris Mallory" <wcm@tampabay.rr.com>
Does anyone remember "HAL" from 2001 Space Odyssey?
Chris
do not archive
Message 15
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--> Kolb-List message posted by: Robert Laird <rlaird@cavediver.com>
So, you're suggesting that, instead of a klaxon, we have a calm voice
say, "We have a problem, Dave." ??? <g>
-- R
On 10/26/05, Chris Mallory <wcm@tampabay.rr.com> wrote:
> --> Kolb-List message posted by: "Chris Mallory" <wcm@tampabay.rr.com>
>
> Does anyone remember "HAL" from 2001 Space Odyssey?
do not archive
Message 16
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| Subject: | Re: EIS lag/FADEC controls |
--> Kolb-List message posted by: "Don Gherardini" <donghe@one-eleven.net>
It seems so very unfortunate that we dont have available thru our engine
manufacurers the kind of engine controls that virtually every other engine
industry already has. The complete control of timing and fuel
mapping(mixture) to make small aircraft engines as reliable as they can be.
There is a division of Delco in indy that markets fuel and ignition
controls systems that offers this, and probably many more.
I have several customers that use them for their applications. Here is a
description of one example.
Company buys Nissan 6 cyl long blocks in OEM packageing (8 units per crate).
These engines have no ignition or fuel delivery system..but otherwise are
complete.
They have a couple of different horsepower and torque curve requirements for
different products they manufacture. (Generators and high volume blowers).
Some of their gensets require 1800rpm and some 3600 rpms. The Blowers
require another rpm level (not sure what).
They have this vendor create a complete fuel map and ignition program for
each application and buy the entire deal and simply bolt it on. This
customer told me that after the cost of the fuelmap and program was
amoritized out, the cost is less than a carb and distributor per unit.
The initial programming cost is 50,000.00 for delco to create these system
programs for each different application.
The different capabilities of these systems are amazing, for instance they
have what they call a "Green period". This is a break-in period in which the
program runs the engine at a richer, cooler and limited hp for a prescribed
number of hours...then when the clock ticks off...the engine runs at full
power and max fuel efficiency according to load applied.
ALso avail are auto shutdown of any particular cylinders fuel and ingnition
when parameters approaching destruction show up, (mechanical failure of a
component) and of course individual temp control thru mixture and ignition
timing that prevents this from happening unless something breaks..like a
rocker or a valve etc.
IN a nutshell, you simply tell them what you want the computer to do ..and
they program it accordingly.
This service is available to any manufacturer who wants it. They have been
doing it for several years, steadily growing as more and more markets
demand dependability in they applications.
I also know that 2SI was involved with them and in the middle of developing
this system for their 3 cyl liquid cooled engines ..even showed off a
prototype at Sun-n-fun 3 years ago, but dropped the whole deal when Nick
finally had enough of the lawsuits and abandoned the aircraft market.
I thought it really a shame, because I think if just one manufacturer
offered it, others would soon be influenced by the market to offer it also,
as I have seen in so many other engine markets.
Don Gherardini
OEM.Sales / Engineering dept.
American Honda Engines
Power Equipment Company
CortLand, Illinois
800-626-7326
Message 17
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| Subject: | EIS lag/FADEC controls |
--> Kolb-List message posted by: "James, Ken" <KDJames@berkscareer.com>
I agree where is fuel injection for the 582? How long will it take?
Ken
-----Original Message-----
From: Don Gherardini [mailto:donghe@one-eleven.net]
Subject: Re: Kolb-List: EIS lag/FADEC controls
--> Kolb-List message posted by: "Don Gherardini" <donghe@one-eleven.net>
It seems so very unfortunate that we dont have available thru our engine
manufacurers the kind of engine controls that virtually every other engine
industry already has. The complete control of timing and fuel
mapping(mixture) to make small aircraft engines as reliable as they can be.
=20There is a division of Delco in indy that markets fuel and ignition
controls systems that offers this, and probably many more.
=20I have several customers that use them for their applications. Here is a
description of one example.
Company buys Nissan 6 cyl long blocks in OEM packageing (8 units per crate).
These engines have no ignition or fuel delivery system..but otherwise are
complete.
They have a couple of different horsepower and torque curve requirements for
different products they manufacture. (Generators and high volume blowers).
Some of their gensets require 1800rpm and some 3600 rpms. The Blowers
require another rpm level (not sure what).
They have this vendor create a complete fuel map and ignition program for
each application and buy the entire deal and simply bolt it on. This
customer told me that after the cost of the fuelmap and program was
amoritized out, the cost is less than a carb and distributor per unit.
=20The initial programming cost is 50,000.00 for delco to create these system
programs for each different application.
The different capabilities of these systems are amazing, for instance they
have what they call a "Green period". This is a break-in period in which the
program runs the engine at a richer, cooler and limited hp for a prescribed
number of hours...then when the clock ticks off...the engine runs at full
power and max fuel efficiency according to load applied.
ALso avail are auto shutdown of any particular cylinders fuel and ingnition
when parameters approaching destruction show up, (mechanical failure of a
component) and of course individual temp control thru mixture and ignition
timing that prevents this from happening unless something breaks..like a
rocker or a valve etc.
IN a nutshell, you simply tell them what you want the computer to do ..and
they program it accordingly.
This service is available to any manufacturer who wants it. They have been
doing it for several years, steadily growing as more and more markets
demand dependability in they applications.
I also know that 2SI was involved with them and in the middle of developing
this system for their 3 cyl liquid cooled engines ..even showed off a
prototype at Sun-n-fun 3 years ago, but dropped the whole deal when Nick
finally had enough of the lawsuits and abandoned the aircraft market.
I thought it really a shame, because I think if just one manufacturer
offered it, others would soon be influenced by the market to offer it also,
as I have seen in so many other engine markets.
Don Gherardini
OEM.Sales / Engineering dept.
American Honda Engines
Power Equipment Company
CortLand, Illinois
800-626-7326
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Message 18
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--> Kolb-List message posted by: "Chris Mallory" <wcm@tampabay.rr.com>
Robert,
No, I'm saying that I don't want a computer taking over the control of my
"space craft".
Chris
do not archive
----- Original Message -----
From: "Robert Laird" <rlaird@cavediver.com>
Subject: Re: Kolb-List: EIS lag
> --> Kolb-List message posted by: Robert Laird <rlaird@cavediver.com>
>
> So, you're suggesting that, instead of a klaxon, we have a calm voice
> say, "We have a problem, Dave." ??? <g>
>
> -- R
>
> On 10/26/05, Chris Mallory <wcm@tampabay.rr.com> wrote:
>> --> Kolb-List message posted by: "Chris Mallory" <wcm@tampabay.rr.com>
>>
>> Does anyone remember "HAL" from 2001 Space Odyssey?
>
> do not archive
>
>
>
Message 19
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--> Kolb-List message posted by: "woody" <duesouth@govital.net>
What I want to do is splice in a lot of extra fuses in hopes that I will
isolate the problem wire. Don't really know what circuit it is. Luckily
adding fuses will not cause an unsafe condition. I have a Rolls parts car
with the inside burnt out do to a dash fire. what a waste of a beautiful
car.
do not archive
> Yah, many (too many) years ago my old Triumph TR3 used to like to catch
> fire, too - usually in the middle of a hot date. Sorry, Woody - 2 fuses
in
> series have the same capacity as 1. If you want more protection, break
the
> load into smaller increments, increase the fuse size, (and make sure the
> wiring is heavy enuf for the increased load) or (ugh) put them in
> parallel....which is possible, I guess, but I've never really seen it
done.
> Lar.
>
>
Message 20
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--> Kolb-List message posted by: "woody" <duesouth@govital.net>
> If I have two 10 ohm
> fuses in series will I still have it blow at 10 or will I have uped the
rate
> to 20 ohm?
>
> do not archive
>
>
> i assume you ment two 10 AMP fuses....
I knew it was wrong when I typed it but a massive brain fart kept me from
remembering the word amp. ARRRGGGG. I want to have the total amps to blow
the fuse to remain at 10 amps.
Message 21
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--> Kolb-List message posted by: bryan green <lgreen1@sc.rr.com>
That would work, but why would you want to do that?
Bryan Green Elgin SC
woody wrote:
>--> Kolb-List message posted by: "woody" <duesouth@govital.net>
>
>
>
>
>> If I have two 10 ohm
>>fuses in series will I still have it blow at 10 or will I have uped the
>>
>>
>rate
>
>
>>to 20 ohm?
>>
>> do not archive
>>
>>
>>i assume you ment two 10 AMP fuses....
>>
>>
>
> I knew it was wrong when I typed it but a massive brain fart kept me from
>remembering the word amp. ARRRGGGG. I want to have the total amps to blow
>the fuse to remain at 10 amps.
>
>
>
>
Message 22
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--> Kolb-List message posted by: Charles Blackwell <wozani@optonline.net>
Woody,
To misquote my MG repair manual "Lucas was the anti-christ". On my 'B' I
added an extra fuse box and split the loads, added extra grounds where
appropriate, replaced almost every connector, carried the cut off broom
handle for whacking the starter when it hit a dead spot, bought bulbs by the
case and gave her chocolates on Valentines day. Next will be an exorcism,
but it's been a fun 18 years with her.
"While on the topic of fuses but off topic for Kolb. I wish to add some
more
fuses to my old English car ( sorry Pat but this car does not live up to the
high esteme the world holds it to). They have a habit of burning up under
the dash."
To link British cars and Kolbs.. Think of my Rotax 503 like the MG
engine. Neither is leaking oil, they are just marking their territory.
Charlie, Mk2 in NJ
Do Not Archive
Message 23
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--> Kolb-List message posted by: "Rick Pearce" <rap@isp.com>
I found a source for Yuasa NP18-12B sealed battery's for $20.00 3"widex 7.125"longx
6.75"tall 14#
A local recycler bought a whole pallet of shipping damaged portable battery
jumper starters and he is selling the new battery's. He currently has 12
in stock.
For $5.00 for my trouble I would go get the battery and box it for shipping.
Shipping cost might be to much to make it a bargin,I haven't checked into
it.But if someone is in the South East Kansas area. I can put you in touch
with the guy. Kind of hard to contact took me 3 days.
Rick Pearce Classic amphib
Do not archive
Message 24
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| Subject: | Re: Firestar II - Preflight Checklist |
--> Kolb-List message posted by: Terry Frantz <tkrolfe@usadatanet.net>
Mike Pierzina wrote:
>--> Kolb-List message posted by: Mike Pierzina <planecrazzzy@yahoo.com>
>
>Hey Guys,
> I just finished typing up my Checklist from the notes that I took
last weekend....
>
> If it can help you......Good , If you see somthing I should add......Let me
know.
>
>Here it is :
>
>
>Firestar II - Preflight Checklist
>
>Pitot tube - extended / clear
>Static Port - clear
>Lift Strut (lower)- pinned / safety clip
>Wheel - brakes / nut & cotter pin / axle bolts
>Lift Strut (top)- pinned / safety clip
>Leading Edge - check for dents
>Wing Tip - aileron counter weight secure
>Aileron - hinge pins/cotter pins
>Aileron Control Rod - Pinned / safety clip / bottom bolt & nut
>Gap Seal - secured
>Wing Swivels - Bolts / nuts / cotter pins
>Wing "Main" Pins - pinned / safety clip
>Exhaust - muffler bolts / springs / safety wire
>Prop - secure / nicks / spinner / leading edge tape
>Tailboom - main bolt / nut / check for dents
>Horizontal Stabilizer - front bolt / nut / cotter pin
>Guide Wires - good tension
>Elevator Hinges - pins / cotter pins / bolt / nut
>Elevator Control Cables - clevis's / bolts / nuts / cotter pins
>Rudder Control Cables - clevis's / bolts / nuts / cotter pins
>Rudder Hinges - pins / cotter pins
>Tailwheel - springs / bolts /nuts / cotter pin
>Guide Wire - bolt / castle nut / safety clip
>Elevator Hinges - pins / cotter pins / bolt / nut
>Guide Wires - good tension
>Horizontal Stabilizer - front bolt / nut / cotter pin
>Tailboom - main bolt / nut / check for dents
>Aileron Control Rod - Pinned / safety clip / bottom bolt & nut
>Gap Seal - secured
>Fuel Pump - fuel lines / pulse line / secured
>Spark Plug Wires - secured
>Carburetors - secure / filters secure / safety wire / fuel lines
>Oil Injection - tank/ pump/ site guage / cap secured / safety wire
>Throttle Cables - secured
>Lord Mounts - bolts/ nuts / mounting plate
>Aileron - hinge pins/cotter pins
>Wing Tip - aileron counter weight secure
>Leading Edge - check for dents
>Lift Strut (top)- pinned / safety clip
>Lift Strut (lower)- pinned / safety clip
>Wheel - brakes / nut & cotter pin / axle bolts
>Fuel Tanks - FULL / squeeze bulb/ valve open / velcro cover secured
>
>
>
Mike,
I for one appreciate your posting of the preflight checklist. Made me
remember to print one of my own and will base it on your good example.
Been relying too long on memory!
Didn't see a mention that the strobe (strobe's) is (are) working. After
starting engine, I check to make sure it is working. Also if using
steam gauges like I do, I check and set the altimeter and note the time.
I do a run up and look at EGT's and CHT's.
Thanks for the list. Now all I have to do is adapt it to my 447 on the
FireFly. I have to do a preflight every time because I have to unfold
to fly every time. Good job!
Terry - FireFly #95
DO NOT ARCHIVE
Message 25
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| Subject: | Re: EIS lag/Comparing Digital and Analog Instruments |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
Hi Topher/All:
Thought I would share my thoughts on your thoughts. ;-)
| have to notice while enjoying a flight and navigating and flying the
| aircraft
Some of us don't think analog gauges are "stupid". With experience,
one finds that it takes a split second to scan engine and flight
instruments. It is called a cross check. I learned from flying in
the Army that all gauges (old fashioned steamers) pointed in the same
direction during normal cruise flight. A very quick glance informed
me if everything was okie dokie in the engine and transmission
department as long as all the little needles were pointing the same
general direction. Don't have nearly as many gauges in my little
MKIII as we did in the Army aircraft.
| Steam gauges are unreliable and inaccurate ( relative to a computer)
and
| require constant monitoring by the guy who is supposed to by flying
the
| plane and watching out for traffic and having fun, not watching a
little
| dial on the dash.
Those of us that still fly with analog gauges don't find it necessary
to stare at them. We occassionally get to look outside to see what is
going on. I haven't missed too much flying my Kolbs over the past 21
years. Yes, I have flown quite a bit with EIS too, so I do have some
time in the air to compare both systems. I still prefer my old
fashioned gauges. Guess I am old fashioned. I have had a problem or
two with some electric guages, primarily a ground problem. Got that
sorted out recently, and now my little round gauges are working their
little asses off keeping me accurately informed of how hot the
912ULS's oil is, how hot the cylinder head is, and how much pressure
that tiny little oil pump is pumping. I never have used an EGT with
either of my 912 engines. If I prop them correctly and keep them
tuned like they came out of the box, they perform extremely well. I
have also heard of some problems with the computer controlled digital
instruments too. ;-)
A one
| hundred dollar computer can do all of this for a bout a 5th the cost
of the
| steam gauges, take up less panel space, less weight and more
reliable.
Last time I looked I didn't have that much invested in gauges. I'm
not talking about ASI, ALT, VSI, and mag compass. Probably about
$50.00 for eng instruments. I usually buy VDO marine gauges. They
hold up well and are extremely cheap on the internet.
| Being used to the old steam gages certainly counts for a lot, and
allows a
| skilled pilot to know what the engine is up to... actually I have
always
| felt you get more from your ear and your butt then you do from the
gages
| when it comes to engine performance...
Reckon old Topher has a calibrated, calulating ear and seat of pants.
I for one have a hard time knowing what the oil pressure is, or the
CHT, or the oil temp, by getting info from my ear and butt. I know
pretty much where cruise RPM is without looking at the tach, I know
when the aircraft is climbing or decending, rolling left or right, but
I still need the little round gauges to know what the engine is up to.
| One emergency landing I enjoyed was about a mile out in the ocean
due to a
| bad wire on a CHT. Topher
If I get a high CHT reading while operating a four stroke, I also
monitor the oil pressure and temp. If the CHT sky rockets and oil
press and temp remain in the green with no noticeable rise, then I am
pretty sure I have a bad CHT gauge. If the CHT tops out and the oil
temp starts climbing and the oil pressure starts dropping, then it
probably is not the instrument, but the engine. Most folks that have
been around recip engines in aircraft know that though.
Take care,
john h
Message 26
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--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
warning light, flashing. I believe better yet would be the loud, very
loud Klaxon type horn like on some stall warnings. Silent flashing
lights or other moving signals can get lost in other distractions.
| Ray Anderson
Hi Ray A/All:
We were flying with both audio and visual warning in Army helicopters
way back in the sixties. Both systems worked to get out attention
when things were going bad and our day was quickly falling apart.
john h
Message 27
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--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
Point taken as well... flashy lights can become
| commonplace, an annoying horn gets your attention.
|
| Jeremy Casey
Hi Jeremy C/All:
The "Master Caution Light" in Army helicopters never failed to get my
immediate attention. Never did become common place. ;-)
john h
Message 28
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| Subject: | Re: EIS lag/FADEC controls |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
engine
| manufacurers the kind of engine controls that virtually every other
engine
| industry already has.
|
| Don Gherardini
Hi Don G/Gang:
Don't say I said it, but I heard a rumor last weekend that there was a
fuel injected 912 series engine in the very near future of Rotax.
Problem Rotax has had with carburetors, ignition systems, fuel
injection, etc., is liability suits if they are associated with
ultralight and experimental light aircraft. Maybe they can get around
it this time. Would be great to have a FI 912ULS.
john h
Message 29
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| Subject: | Re: Firestar II - Preflight Checklist |
--> Kolb-List message posted by: Mike Pierzina <planecrazzzy@yahoo.com>
Hi Terry / Guys,
I'm glad others are able to use the Preflight Checklist
that I made.....
Some guys have written me directly and told me it fit their's too...
Terry, What your saying my list is lacking.....isn't suppose to be in the Preflight
Checklist......That would be
after a "Before Start Checklist".......Which should start out with Seat Belts
secured , Doors , Master Switch( this is where my strobe would start),Fuel/Both,
Clear
Then to a Engine Starting Checklist....Prime , ignition , pressures , temps
Before take-off.......checklist........I'll have to give them more thought, but
this one is where I would turn my Transponder on....
I still need to make notes for my other checklists......
Thanks Guys,
Gotta Fly...
Mike in MN
PS The "thing" I wrote about my second flight , made the EAA Chapter 237 newsletter....practicly
took the whole
front page...
Do not archive
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Didn't see a mention that the strobe (strobe's) is (are) working. After
starting engine, I check to make sure it is working. Also if using
steam gauges like I do, I check and set the altimeter and note the time.
I do a run up and look at EGT's and CHT's.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
My Web Site:
http://www.geocities.com/planecrazzzy/Planecrazzzy.html
Sometimes you just have to take the leap and build your wings on the way down...
---------------------------------
Message 30
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| Subject: | Re: EIS lag/FADEC controls |
--> Kolb-List message posted by: "Jim Baker" <jlbaker@telepath.com>
> Don't say I said it, but I heard a rumor last weekend that there was
a
> fuel injected 912 series engine in the very near future of Rotax.
Well, this is the sort of thing we *could* have......(from Bombardier
sales back-grounder....)
__________________________________
ROTAX 1000 SERIES DIRECT INJECTION ENGINE PLATFORM
All it takes is one short ride on our Sea-Doo 3D DI to understand
that the 130 HP direct injection engine has plenty to offer the
performance minded watercraft enthusiasts. The Orbital Direct
Injection technology found on the 3D DI model delivers chokeless,
instant start-up, instant throttle response, smooth idle control, Sea-
Doo Learning Key and automatic altitude adjustment with no loss
in performance. The Rotax 1000 Series Direct Injection engine offers
the Sea-Doo 3D DI another choice of power for the worlds most
versatile recreational product.
and
Sea-Doo Learning Key Its easy to get the hang of riding a Sea-
Doo watercraft, thanks to our exclusive Sea-Doo Learning Key. This
substitute lanyard system, standard on all our four-stroke models
and the 3D DI, is preprogrammed to limit engine RPMs, keeping top
speed down to about 35 mph. Since we first introduced this
technology in 2000, thousands of novice and less-experienced riders
have used it to learn to ride with greater confidence and control.
A preview into possibilities from the same folks who would have you
believe it's too hard to do for aviation markets. Well, not economical,
anyway.....
Jim Baker
580.788.2779
'71 SV, 492TC
Elmore City, OK
Message 31
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0.15 HTML_TEXT_AFTER_BODY BODY: HTML contains text after BODY close tag
--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
Between being a little (??) lazy, and having finally resolved problems with publishing
to my website on Homestead since last April, I've just now finished the
web pages for my vacation to Florida last year.
While the only flying I did on that 5 week trip was on an amphibious, turbine powered
Cessna Caravan from Key West to Fort Jefferson, the highlights of the trip
were most definitely made possible by several people from the Kolb List.
I'd like to give huge and hearty thanks to Ed Diebel in Houston, TX, Bill Herren
in Lousy-ana, Tom Coggin in Alabama, Richard Swiderski near Ocala, FL, and,
of course, Beauford Tuton, near Tampa, FL. Ed, I hope you thought well of
me as you and your lovely wife enjoyed the Publix ice cream I brought you from
Florida. :-) I'm looking forward to more of that, myself.
You can access the new pages by clicking on my website link in my signature, below, and going thru the "Traveling" menu, or access it directly by going to: www.webpictures.homestead.com/florida04.html . Sorry, I couldn't get it to highlight when I put "http" in front of it. I hope you all enjoy - that trip, and others I've made in the last few years have really highlighted how enjoyable meeting people from the Kolb List can be. Lar. Do not Archive.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
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