Today's Message Index:
----------------------
1. 04:10 AM - Firestar Wing parts on eBay (Mike Schnabel)
2. 04:19 AM - Re: Weather..To fly or not to fly T.I.T.Q. (Thom Riddle)
3. 05:37 AM - Re: Re: Fiberglass Gear Legs (N27SB@aol.com)
4. 06:01 AM - Re: Re: Rotax relapse (Eugene Zimmerman)
5. 06:03 AM - Re: Re: Fiberglass Gear Legs (Eugene Zimmerman)
6. 06:39 AM - Re: Re: Rotax relapse (John Hauck)
7. 10:55 AM - Re: Re: Rotax relapse (Eugene Zimmerman)
8. 12:40 PM - Re: Re: Rotax relapse (John Hauck)
9. 01:26 PM - Re: Weather..To fly or not to fly T.I.T.Q. (pat ladd)
10. 01:50 PM - Re: Rotax Relapse (JetPilot)
11. 02:00 PM - Re: Re: Rotax Relapse (David Lehman)
12. 02:05 PM - Lift Newton or Bernewly (Richard & Martha Neilsen)
13. 02:38 PM - Re: Re: Rotax Relapse (Jim Baker)
14. 03:51 PM - Re: Weather aka what lifts a wing? (Robert Noyer)
15. 03:55 PM - Re: Re: Rotax relapse (Eugene Zimmerman)
16. 03:59 PM - Re: Weather..To fly or not to fly T.I.T.Q. (Thom Riddle)
17. 04:09 PM - Re: Re: Rotax Relapse (Eugene Zimmerman)
18. 04:17 PM - Re: Rotax Relapse (Gene Ledbetter)
19. 05:44 PM - Re: Weather aka what lifts a wing? (Robert Noyer)
20. 05:45 PM - Re: Re: Rotax Relapse (Beauford)
21. 06:52 PM - Re: Re: Rotax Relapse (DAquaNut@aol.com)
22. 07:17 PM - Re: Re: Rotax Relapse (Ralph)
23. 08:02 PM - Re: Re: Rotax Relapse (Richard Pike)
24. 09:00 PM - Re: Re: Rotax Relapse (Jim Baker)
25. 11:11 PM - Re: Rotax Relapse (possums)
26. 11:30 PM - Re: Re: Rotax Relapse (possums)
Message 1
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| Subject: | Firestar Wing parts on eBay |
--> Kolb-List message posted by: Mike Schnabel <tnfirestar2@yahoo.com>
Ran across this wing kit(?) on eBay, thought i would pass it along for anyone who
might be interested...
http://cgi.ebay.com/ebaymotors/KOLB-FireStar-l-Ultralite-WING-KIT_W0QQcmdZViewItemQQcategoryZ26438QQitemZ4636856294QQrdZ1
Mike S
Manchester TN
firestar2 503
do not archive
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Message 2
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| Subject: | Re: Weather..To fly or not to fly T.I.T.Q. |
--> Kolb-List message posted by: "Thom Riddle" <jtriddle@adelphia.net>
Depends on where you live. Check out the following link for average winds by month
for cities all around the USA.
http://www.met.utah.edu/jhorel/html/wx/climate/windavg.html
I note that Phoenix, on average, does not have much wind at any time of year. Compare
those numbers to what is normal here in Buffalo, NY. We don't have a single
month in which the average wind is anywhere nearly as low as your windiest
month. The UL types fly around here only in early morning or late evening before
dusk.
Thom in Buffalo
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=32714#32714
Message 3
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| Subject: | Re: Fiberglass Gear Legs |
--> Kolb-List message posted by: N27SB@aol.com
In a message dated 5/4/2006 12:37:03 A.M. Eastern Standard Time,
jhauck@elmore.rr.com writes:
Good luck with fiberglass rod legs and aluminum tubing stuffed with
wood legs.
Ever stop to wonder why automobiles don't use aluminum springs???
Probably some auto out there uses them simply because I asked the
question. hehehe
john h
mkIII
John/All
If the fiberglass legs are too springy you can tame them down by putting a
few layers of Bi directional cloth over them. You need to run the fibers at a
Bias to the length of the rod. In other words, 45 degrees to the length. I am
assuming that what is available in rods is unidirectional strands. This will
also keep the rods from splitting.
If I was not on floats and needed gearlegs I would probably build my own
using woven roving strands available from Aircraft Spruce and a simple split
mold followed up by the bias treatment. You could use a alum gearleg as the plug
for your mold.
C'mon, someone dare me.
Steve B
Firefly on floats
Message 4
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| Subject: | Re: Rotax relapse |
--> Kolb-List message posted by: Eugene Zimmerman <etzim62@earthlink.net>
On May 4, 2006, at 12:23 AM, John Hauck wrote:
> May not work for everyone, but it has worked for me, very
> satisfactorily.
>
> Take care,
>
> john h
> mkIII
John,
What do you mean "very satisfactorily" ?
How many trouble free hours total were you able to get from a two
stroke 582 or 447?
Message 5
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| Subject: | Re: Fiberglass Gear Legs |
--> Kolb-List message posted by: Eugene Zimmerman <etzim62@earthlink.net>
On May 4, 2006, at 12:36 AM, John Hauck wrote:
> Ever stop to wonder why automobiles don't use aluminum springs???
> Probably some auto out there uses them simply because I asked the
> question. hehehe
>
> john h
> mkIII
True,
but there are some automotive fiberglass springs.
Message 6
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| Subject: | Re: Rotax relapse |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
| How many trouble free hours total were you able to get from a two
| stroke 582 or 447?
Wasn't talking about trouble free hours. Was explaining how I prop a
two and a four stroke, airplane and boat. Best way I know how to do
it with a fixed or ground adjustable prop on airplane and boat.
Propping a two stroke airplane is especially critical to load the
engine correctly to get EGT and CHT in the green.
Trouble free and two strokes don't really go together. To me, two
strokes are like race engines. Get'em set up to run, they perform
well, but demand a lot of attention. Even then, the dreaded "piston
seizure" is always lurking, waiting to strike.
The fact that I stopped buying and flying two strokes in 1993, may
help explain my position.
There are always going to be a couple folks that have flown a two
stroke 500, 1,000 hours or more without any problems and little
maintenance. However, I believe them to be in a very, very small
minority.
Its fine if you all disagree with my experience with two strokes.
Maybe I was one of the unlucky ones. Maybe I didn't know what I was
doing. Initially, I did not have much knowledge of the two stroke. I
discovered, in flight, through experimentation, the phenomenon of prop
loading and unloading, and how it affected the EGT. At a constant
throttle setting, push the nose over, the EGT climbs - pull the nose
up and the EGT falls. Low midrange power descents, EGT heads for the
red line. Full power, full throttle applications and the EGT comes
back down. Didn't have the opportunity to learn the above from books.
Accidentally came upon it while playing with my Kolb Ultrastar.
However, even with all their associated problems, I never hesitated to
hop in my two stroke powered Kolb, point the nose where I wanted to
go, and head out for adventure. When the opportunity for a four
stroke came along, it simply made those adventures a lot for
comfortable.
Some improvements have been made to our two strokes today, compared to
20+ years ago. Primarily, CDI ignition, better bearings, i.e.,
cageless wrist pin bearings.
john h
mkIII
PS: Should be landing at MV two weeks from today, I hope. ;-)
Message 7
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| Subject: | Re: Rotax relapse |
--> Kolb-List message posted by: Eugene Zimmerman <etzim62@earthlink.net>
On May 4, 2006, at 9:38 AM, John Hauck wrote:
> Wasn't talking about trouble free hours. Was explaining how I prop a
> two and a four stroke, airplane and boat. Best way I know how to do
> it with a fixed or ground adjustable prop on airplane and boat.
>
> Propping a two stroke airplane is especially critical to load the
> engine correctly to get EGT and CHT in the green.
>
> Trouble free and two strokes don't really go together.
snip
>
> Some improvements have been made to our two strokes today, compared to
> 20+ years ago. Primarily, CDI ignition, better bearings, i.e.,
> cageless wrist pin bearings.
I agree,
but it is possible to load a two-stroke anywhere within its designed
operational rpm range and, with proper mixture control, have good
success.
Our two-strokes are much more finicky because they get almost twice
the hp of a four-stroke from a given displacement, and because they
depend heavily on pulse tuning to breath properly. Any change in rpm
significantly effects the characteristic of the engine to breath
efficiently. Without fuel injection it is almost impossible to
optimize the fuel mixture for every possible load variation and
throttle position.
The key to success with a two-stroke is to understand these
characteristics and always operate them within their narrow band of
performance requirements
Two-strokes are not good at everything, but they remain unbeaten at
what they are good at.
That is hp/weight for our planes.
Message 8
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| Subject: | Re: Rotax relapse |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
|
| Our two-strokes are much more finicky because they get almost twice
| the hp of a four-stroke from a given displacement,
Gene/Gang:
Yes, and they lack the ability to cool themselves as the 4 strokes.
The 912 is primarily oil cooled, although Rotax used water cooling to
help cool the heads. They wanted to go air cooling all the way, but
because of the amount of heat produced by the little engine, the head
cooling fins would have to have been to large a package for most
enclosed applications. The cylinders are entirely aircooled.
Along with cooling, that oil is also doing a good job of lubrication
of the engine.
Two strokes rely heavily on air and fuel to cool themselves. One
reason the are not "fuel efficient". Another is because they depend
of other means for valving than the normal 4 stroke. I know Jack Hart
is adamant about making his two strokes fuel misers. Without a doubt
he loves the challenge of trying to make something out of the two
stroke that it is not. Considerable caution should be used when
"leaning" a two stroke for fuel economy. In addition to burning less
fuel, the two stroke will put out a lot more power in an over lean
condition than when it is running in the area of fuel richness for
which it was designed. Leaner, more power, more heat, less fuel and
oil. Be glad when Jack gets a little 4 stroke to play with on his FF.
Then he can lean that little sucker out, power it down, and end up
burning a gallon an hour. ;-)
john h
mkIII
Message 9
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| Subject: | Re: Weather..To fly or not to fly T.I.T.Q. |
--> Kolb-List message posted by: "pat ladd" <pj.ladd@btinternet.com>
Bernewly gives abt 10% of the lift, Newt gives the rest. >>
Hi,
never heard this. Can you point me towards some expert texts? I would love
to read something which disproves everything I have ever read or been
taught.
Cheers
Pat
do not archive
--
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Message 10
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| Subject: | Re: Rotax Relapse |
--> Kolb-List message posted by: "JetPilot" <orcabonita@hotmail.com>
beauford(at)tampabay.rr.c wrote:
> Kolbers and Kolbettes:
>
> -- Running Amsoil Saber 100 to one, but I'm mixing it at 70 to one
> -- Ran a test tank of Pennzoil AC 50 to 1, no change in problem
>
> Brandon, FL
Amsoil 2 cycle oil is horrible stuff. I dont care how they market the oil, 100
- 1 is not enough oil in the gas. 70 to 1 is not even enough. Amsoil leaves
behind a sticky mess and fouls plugs and makes rings stick. Motorcycle guys
that run 2 stroke bikes run other oils.
Amsoil is an inferrior product that relys on a pyramid sales network that sells
everyone on the fact that it is better. But Amsoil sucks, and never has held
its own in the open market.
John Hawk is very correct, 2 stroke engines are unreliable and very prone to problems
and failures. They can be made to run under perfect conditions, but sooner
or later engines encounter less than perfect conditions, shit happens. Even
motorcycles, boats and jetskis are going towards 4 stroke design now days.
I realize that choices for the firefly and firestar are limited, but if I flew
one of those I would do my best to find a 4 stroke for it. Maybe the HKS ???
Only a total idiot would not realize how far superior a 4 stroke is to a 2 stroke.
Michael A. Bigelow
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=32828#32828
Message 11
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| Subject: | Re: Rotax Relapse |
--> Kolb-List message posted by: "David Lehman" <david@davidlehman.net>
Total idiot here...
What 4 stroke will give me the power to weight ratio of my 503 and even mor=
e
importantly, for the price of a 503?...
DVD
do not disturb, oops...
do not archive...
On 5/4/06, JetPilot <orcabonita@hotmail.com> wrote:
>
> --> Kolb-List message posted by: "JetPilot" <orcabonita@hotmail.com>
>
>
> beauford(at)tampabay.rr.c wrote:
> > Kolbers and Kolbettes:
> >
> > -- Running Amsoil Saber 100 to one, but I'm mixing it at 70 to one
> > -- Ran a test tank of Pennzoil AC 50 to 1, no change in problem
> >
> > Brandon, FL
>
>
> Amsoil 2 cycle oil is horrible stuff. I dont care how they market the
> oil, 100 - 1 is not enough oil in the gas. 70 to 1 is not even
> enough. Amsoil leaves behind a sticky mess and fouls plugs and makes rin=
gs
> stick. Motorcycle guys that run 2 stroke bikes run other oils.
>
> Amsoil is an inferrior product that relys on a pyramid sales network that
> sells everyone on the fact that it is better. But Amsoil sucks, and neve=
r
> has held its own in the open market.
>
> John Hawk is very correct, 2 stroke engines are unreliable and very prone
> to problems and failures. They can be made to run under perfect conditio=
ns,
> but sooner or later engines encounter less than perfect conditions, shit
> happens. Even motorcycles, boats and jetskis are going towards 4 stroke
> design now days.
>
> I realize that choices for the firefly and firestar are limited, but if I
> flew one of those I would do my best to find a 4 stroke for it. Maybe th=
e
> HKS ??? Only a total idiot would not realize how far superior a 4 strok=
e
> is to a 2 stroke.
>
> Michael A. Bigelow
>
> --------
> "NO FEAR" - If you have no fear you did not go as fast as you could have
> !!!
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=3D32828#32828
>
>
Message 12
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| Subject: | Lift Newton or Bernewly |
--> Kolb-List message posted by: "Richard & Martha Neilsen" <NeilsenRM@comcast.net>
There is a guy that does a talk at Oshkosh every year. He explains the
testing he has done and the calculations proves that it is 100% Newton. Most
of it is way over my head. The EAA appears to back his ideas so I would
think it is true.
Also Bert Rutan's airfoil expert (John Ronz) has made reference to it being
Newton in his talks
My $.01 worth
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "pat ladd" <pj.ladd@btinternet.com>
Sent: Thursday, May 04, 2006 4:21 PM
Subject: Re: Kolb-List: Weather..To fly or not to fly T.I.T.Q.
> --> Kolb-List message posted by: "pat ladd" <pj.ladd@btinternet.com>
>
> Bernewly gives abt 10% of the lift, Newt gives the rest. >>
>
Message 13
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| Subject: | Re: Rotax Relapse |
--> Kolb-List message posted by: "Jim Baker" <jlbaker@msbit.net>
> 100 - 1 is not enough oil in the gas.
Damn! My engine isn't going to like that. I've run nothing but 106:1 since
new. OMCand Orbital, who have run two stokes at upwards of 225:1 without
deleterious effect, won't be too happy either.
Jim Baker
580.788.2779
Elmore City, OK
Message 14
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| Subject: | Re: Weather aka what lifts a wing? |
--> Kolb-List message posted by: Robert Noyer <a58r@verizon.net>
Friend Pat
There are quite a few citations re: lift comma airfoil. The first one
that comes to mind is: http://www.allstar.fiu.edu/aero/
airflylvl3.htm. I have several on another computer I use for research
and writing, so I'll crank it up shortly and begin to flood you with
citations.
In '42 Navy PreFlight the staff was still preaching the Bernoulli
Dogma, which most all avcads had been exposed to in high school. And
it's still be taught that way today, in many schools/places. And in
the Fall of 1903, my late father was in a physics class at Indiana
University where the professor was writing equations on the
blackboard, proving that heavier-than-air machines could not fly!
For further info on fluid mechanics, look up Ludwig Prandtl and Kutta-
Jukowski...partial differential equations will help.
regards,
Bob N.
http://www.angelfire.com/rpg/ronoy/
Message 15
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| Subject: | Re: Rotax relapse |
--> Kolb-List message posted by: Eugene Zimmerman <etzim62@earthlink.net>
On May 4, 2006, at 3:39 PM, John Hauck wrote:
> Be glad when Jack gets a little 4 stroke to play with on his FF.
> Then he can lean that little sucker out, power it down, and end up
> burning a gallon an hour. ;-)
A gallon an hour is quite
possible ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,
,,in a glider. :-)
All Jack needs is for "a gallon an hour" in his two-stroke is for
MissPfer to tow his little Firefly to altitude for some good ridge lift.
Message 16
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| Subject: | Re: Weather..To fly or not to fly T.I.T.Q. |
--> Kolb-List message posted by: "Thom Riddle" <jtriddle@adelphia.net>
Pat,
One of the best websites for learning about this is
http://www.av8n.com/how/
It is a most useful and educational resource.
Thom in Buffalo
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=32855#32855
Message 17
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| Subject: | Re: Rotax Relapse |
--> Kolb-List message posted by: Eugene Zimmerman <etzim62@earthlink.net>
On May 4, 2006, at 4:49 PM, JetPilot wrote:
> I realize that choices for the firefly and firestar are limited,
> but if I flew one of those I would do my best to find a 4 stroke
> for it. Maybe the HKS ??? Only a total idiot would not realize
> how far superior a 4 stroke is to a 2 stroke.
The lighter the plane, the more superior a 2 stroke becomes.
A 40 hp 4 stroke on a legal ultralight firefly will shake the
daylights out of the pilot and plane.
Message 18
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| Subject: | Re: Rotax Relapse |
--> Kolb-List message posted by: "Gene Ledbetter" <gdledbetter@aol.com>
Beauford,
Sorry to get into the suggestion arena a little late but thought I might share
one other possibility. I installed a new 447 on my firefly last week after 320
hrs on the original engine. The original engine was running perfectly but I
decided to go ahead and install new rather than overhaul. The difference in
price was minor and I was able to buy a short block w/o electronics through solo
aviation in Harrodsburg, KY. Solo aviation also replaced the gear box springs
and moved the electronics from the old engine to the new one.
Went on down to London and did the installation in Bryan's shop with a little over
the shoulder help.
Brought the Firefly home and did the breakin on Tuesday without any problem. Flew
today for the first time and am very pleased with the performance. Full throttle
gives 6500rpm. 5800 rpm gives 375 cht and 1025 egt. All in all, I'm
very pleased and will retorque on my next visit and be ready for the summer flying.
Now to my suggestion. My original 447 had heating problems until the engine was
really broken in. However, I also changed the needle to an 11G2 size and continue
to use that size. Today's new engine performance was achieved with that
needle.
Don't know if this will solve you problem but it's another suggestion...
Gene
--------
Gene D.
2000 Firefly
315 Hours
Brakes, Ivo
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=32868#32868
Message 19
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| Subject: | Re: Weather aka what lifts a wing? |
--> Kolb-List message posted by: Robert Noyer <a58r@verizon.net>
Pat,
Here are three more that are still active:
http://user.uni-frankfurt.de/~weltner
http://amasci.com/wing/airfoil/html
http://www.aa.washington.edu/faculty/everhardt/lift.htm
regards,
Bob N.
http://www.angelfire.com/rpg/ronoy/
Message 20
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| Subject: | Re: Rotax Relapse |
--> Kolb-List message posted by: "Beauford" <beauford@tampabay.rr.com>
Brother Ledbetter:
Thankee much for the info about the needle you are using... Will keep
that in my notes and may try it before this saga is over. I'm taking
the day off
from work tomorrow and plan to go fool around with the Nazi engine....
Will start
with the prop unload and adding enough oil to the mix to bring it to
50 to 1...
I know the prop will have some immediate effect on it, am just not
sure
whether it will be enough. I flew this thing with the prop set
roughly where it
is now (6400 WOT) for the first 80 hours or so and never had temps
anywhere near
this high... Of course that was before the new pistons and rings...
they could
well be a tad tighter than original, even though they were carefully
fitted by
the pros... If tightness is a factor, they should loosen up gradually
and the temps
should come down.
Interestingly enough, reliable sources have forwarded me some
references to
higher CHT limits than I had previously seen for the 447... with an
absolute redline
of 480 and discussions about folks routinely operating them in the 400
to 425 range.
Makes me feel a little better, but I wonder about the oil coking up on
pistons and
rings at those temps... I reckon I'll find out if mine don't come
down.
Best of luck with your new engine, Gene... hope it's a keeper.
Regards,
Beauford
FF#076
Brandon, FL
----- Original Message -----
From: "Gene Ledbetter" <gdledbetter@aol.com>
Sent: Thursday, May 04, 2006 7:17 PM
Subject: Kolb-List: Re: Rotax Relapse
> --> Kolb-List message posted by: "Gene Ledbetter"
<gdledbetter@aol.com>
>
> Beauford,
>
> Sorry to get into the suggestion arena a little late but thought I
might share one other possibility. I installed a new 447 on my
firefly last week after 320 hrs on the original engine. The original
engine was running perfectly but I decided to go ahead and install new
rather than overhaul. The difference in price was minor and I was
able to buy a short block w/o electronics through solo aviation in
Harrodsburg, KY. Solo aviation also replaced the gear box springs and
moved the electronics from the old engine to the new one.
>
> Went on down to London and did the installation in Bryan's shop with
a little over the shoulder help.
>
> Brought the Firefly home and did the breakin on Tuesday without any
problem. Flew today for the first time and am very pleased with the
performance. Full throttle gives 6500rpm. 5800 rpm gives 375 cht and
1025 egt. All in all, I'm very pleased and will retorque on my next
visit and be ready for the summer flying.
>
> Now to my suggestion. My original 447 had heating problems until
the engine was really broken in. However, I also changed the needle
to an 11G2 size and continue to use that size. Today's new engine
performance was achieved with that needle.
>
> Don't know if this will solve you problem but it's another
suggestion...
>
> Gene
>
> --------
> Gene D.
> 2000 Firefly
> 315 Hours
> Brakes, Ivo
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=32868#32868
>
>
Message 21
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| Subject: | Re: Rotax Relapse |
--> Kolb-List message posted by: DAquaNut@aol.com
In a message dated 5/4/2006 3:51:06 P.M. Central Standard Time,
orcabonita@hotmail.com writes:
I realize that choices for the firefly and firestar are limited, but if I
flew one of those I would do my best to find a 4 stroke for it. Maybe the HKS
??? Only a total idiot would not realize how far superior a 4 stroke is to
a 2 stroke.
Michael A. Bigelow
Yes the choices are limited! The HKS is NOT a choice, as it weighs too
much for the firefly. Do You know of any reasonable choice other than a Rotax
447????????? Just bear in mind that the engine cannot weigh over about 80
lbs with redrive. Question for you----------------- Why do you feel the need
to call other list members names????????????
Ed Diebel ( Firefly # 62 Just waiting for the 45 lb
rotary engine to be available)
Do Not Archive!
Message 22
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| Subject: | Re: Rotax Relapse |
--> Kolb-List message posted by: "Ralph" <ul15rhb@juno.com>
I've been running over 19 years with *unreliable* 2-stroke engines on my Firestar.
How's this possible if they are so unreliable? I've had two of them, a 377
and a 447. This last one has never been overhauled in 450 hours.
Ralph
Original Firestar
19 years flying it
-- "JetPilot" <orcabonita@hotmail.com> wrote:
--> Kolb-List message posted by: "JetPilot" <orcabonita@hotmail.com>
beauford(at)tampabay.rr.c wrote:
> Kolbers and Kolbettes:
>
> -- Running Amsoil Saber 100 to one, but I'm mixing it at 70 to one
> -- Ran a test tank of Pennzoil AC 50 to 1, no change in problem
>
> Brandon, FL
Amsoil 2 cycle oil is horrible stuff. I dont care how they market the oil, 100
- 1 is not enough oil in the gas. 70 to 1 is not even enough. Amsoil leaves
behind a sticky mess and fouls plugs and makes rings stick. Motorcycle guys
that run 2 stroke bikes run other oils.
Amsoil is an inferrior product that relys on a pyramid sales network that sells
everyone on the fact that it is better. But Amsoil sucks, and never has held
its own in the open market.
John Hawk is very correct, 2 stroke engines are unreliable and very prone to problems
and failures. They can be made to run under perfect conditions, but sooner
or later engines encounter less than perfect conditions, shit happens. Even
motorcycles, boats and jetskis are going towards 4 stroke design now days.
I realize that choices for the firefly and firestar are limited, but if I flew
one of those I would do my best to find a 4 stroke for it. Maybe the HKS ???
Only a total idiot would not realize how far superior a 4 stroke is to a 2 stroke.
Michael A. Bigelow
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=32828#32828
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Message 23
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| Subject: | Re: Rotax Relapse |
--> Kolb-List message posted by: Richard Pike <richard@bcchapel.org>
I bought a zero timed 582 with a new B box for $2800 from a
Rotax factory authorized rebuild center.
Please advise me of where I can get a 65 HP 4 stroke of similar weight
for less than twice the price so I won't need to feel like an inferior
idiot.
Thanks,
Richard Pike
MKIII N420P (420ldPoops)
do not archive
JetPilot wrote:
> --> Kolb-List message posted by: "JetPilot" <orcabonita@hotmail.com>
>
> Only a total idiot would not realize how far superior a 4 stroke is to a 2 stroke.
>
> Michael A. Bigelow
>
> --------
> "NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=32828#32828
>
>
>
>
>
>
>
>
Message 24
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| Subject: | Re: Rotax Relapse |
--> Kolb-List message posted by: "Jim Baker" <jlbaker@msbit.net>
> Only a total idiot would not realize how far superior a 4 stroke is to
> a 2 stroke.
Damn! Again! My engine jus' doan like bein' talked to like that. I don't mind,
but the fool engine thinks yer makin' fun of it and now it's all riled up. Now
if
you was to apologise, like I know you're gonna.........
Jim Baker
580.788.2779
Elmore City, OK
Message 25
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| Subject: | Re: Rotax Relapse |
--> Kolb-List message posted by: possums <possums@mindspring.com>
At 08:57 PM 5/4/2006, you wrote:
>--> Kolb-List message posted by: "Beauford" <beauford@tampabay.rr.com>
> Of course that was before the new pistons and rings...
>they could
>well be a tad tighter than original, even though they were carefully
>fitted by
>the pros... If tightness is a factor, they should loosen up gradually
>and the temps
>should come down.
I'll quote some old articles on the 447:
When the CHT runs hot and the EGT gauge is normal.
A lack of lubrication will only show on the "CHT gauge."
This condition will not be indicted by an EGT gauge.
Nor will the lack of cooling air caused by a slipping fan belt
or partial blockage of the intake opening.
The EGT gauge will, however, indicate an air leak or lean
mixture long before the CHT gauge.
Piston and rings tighter than specs, of course,
will only show on the CHT.
These articles also talk about "preignition" and timing showing
both gages running hotter.
Are they still putting point ignitions on the 447's ?
That is one of the reasons I switched to the 503.
Sully
http://www.800-airwolf.com/pdffiles/ARTICLES/part12.pdf
http://www.800-airwolf.com/pdffiles/ARTICLES/part38.pdf
http://www.800-airwolf.com/pdffiles/ARTICLES/part24.pdf
Message 26
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| Subject: | Re: Rotax Relapse |
--> Kolb-List message posted by: possums <possums@mindspring.com>
At 02:08 AM 5/5/2006, you wrote:
>--> Kolb-List message posted by: possums <possums@mindspring.com>
>
>I'll quote some old articles on the 447:
>
>When the CHT runs hot and the EGT gauge is normal.
>
>A lack of lubrication will only show on the "CHT gauge."
>This condition will not be indicted by an EGT gauge.
>(Nor will the lack of cooling air caused by a slipping fan belt
>or partial blockage of the intake opening.)
Maybe should clarify - "the lack of cooling air caused by a slipping fan belt
or partial blockage of the intake opening will only show up on the CHT gage."
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