Today's Message Index:
----------------------
1. 07:16 AM - Re: 2 stroke vs 4 stroke (lucien)
2. 07:39 AM - Re: Re: 2 stroke vs 4 stroke (Richard Girard)
3. 08:03 AM - Re: 2 stroke vs 4 stroke (JetPilot)
4. 08:23 AM - Re: 2 stroke vs 4 stroke (lucien)
5. 09:59 AM - Oil Injection Pump (Frank Clyma)
6. 11:00 AM - Re: Re: 2 stroke vs 4 stroke (Larry Cottrell)
7. 11:07 AM - Big Twin 4 stroke? (grantr)
8. 11:33 AM - Re: Oil Injection Pump (Richard Pike)
9. 12:17 PM - Re: Big Twin 4 stroke? (Richard & Martha Neilsen)
10. 02:01 PM - Re: Worlds largest engine is a 2-stroke (JetPilot)
11. 02:07 PM - Re: Big Twin 4 stroke? (JetPilot)
12. 02:54 PM - Re: Re: 2 stroke vs 4 stroke (knowvne@aol.com)
13. 05:28 PM - Re: 2 stroke vs 4 stroke (grantr)
14. 09:49 PM - cutting and drilling Lexan (Mike Welch)
15. 09:52 PM - Re: Re: 2 stroke vs 4 stroke (Richard Girard)
16. 09:53 PM - Re: cutting and drilling Lexan (Richard Pike)
17. 10:02 PM - Re: Re: Big Twin 4 stroke? (Richard Girard)
18. 10:05 PM - Re: Re: Big Twin 4 stroke? (Richard Girard)
19. 10:09 PM - Re: cutting and drilling Lexan (Mike Welch)
20. 10:11 PM - Re: Re: 2 stroke vs 4 stroke (Richard Girard)
21. 10:16 PM - Re: Re: 2 stroke vs 4 stroke (Richard Girard)
22. 10:27 PM - Re: cutting and drilling Lexan (Richard Girard)
23. 10:39 PM - Re: cutting and drilling Lexan (Mike Welch)
24. 10:50 PM - Re: cutting and drilling Lexan (Mike Welch)
Message 1
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| Subject: | Re: 2 stroke vs 4 stroke |
JetPilot wrote:
>
> Hi Jim
>
> The best engine for the Firestar appears to be the HKS 4 stroke engine. Dave
Bigelow installed an HKS engine on his Firestar to fly over very hostile terrain
in Hawaii, and has had very good luck with it. Although there is only one
case of the HKS on a Kolb that I know of, Dave is very technically competent
and has posted an about his setup on this forum:
>
> http://forums.matronics.com/viewtopic.php?t=13013&highlight=hks
>
> Trikes have been much faster to adopt the HKS engine, it is now the engine of
choice on the more expensive Mid Sized trikes that are to small for a 912's.
The reliability, and smoothness of this engine is well known in the many trikes
flying this engine.
>
> Mike
Actually the best engine for the FS is the 503, but putting that aside....
(add lots of smileys here)
The HKS does seem to be becoming successful and I'm gratified to see the Oleniks
selling and supporting it. I had Tom do the 150 hour's on a couple of my 503's
and there aren't better guys to work with than them. I think they know everything
about ligh a/c motors than anyone.
I'm really glad to see it working well out in the field, as it'll give a good alternative
right in a sore spot - the 60 to 65hp range....
PS: Now I'm going to say something _truly_ heretical:
I've been an ower-operator of the 912S for about a year now and am already finding
myself wishing I was back to running a 2-stroke, specifically the 503, again.
I love the 912, it runs great and it gives no trouble, but the 503 is still simpler
by a long ways to debug and maintain, and parts are so vastly, vastly cheaper
(when you need them). And it also gives no trouble apart from the need for
150 hour's......
There, I said it - I'm a 2-stroke heretic not particularly impressed by the 4-stroke
craze....
Alas, though, I've been told that Rotax is going to discontinue the 447 and 503
in a few years, so we may be stuck with the alternatives whether we like it or
not ;).
LS
--------
LS
FS II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=146627#146627
Message 2
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| Subject: | Re: 2 stroke vs 4 stroke |
Lucien, It's okay to be a heretic. If you have the time, put Airbike
Ace into Google and read about Paul's adventures. He's a member of EAA
chapter 88 and flies his 503 equipped Airbike like most people fly
Cessnas. The story of his trip to Oshkosh this year is in the latest
issue of Sport Pilot. His 503 has over 650 hours and I don't think he
does anything but run it regularly.
As for the HKS, I have one on my trike, runs like a champ and sips
gas. I did 25 landings yesterday afternoon in two hours of flying and
it burned 4 gallons. Can't wait to get one on a Kolb.
Rick
On Nov 17, 2007 9:16 AM, lucien <lstavenhagen@hotmail.com> wrote:
>
>
> JetPilot wrote:
> >
> > Hi Jim
> >
> > The best engine for the Firestar appears to be the HKS 4 stroke engine. Dave
Bigelow installed an HKS engine on his Firestar to fly over very hostile terrain
in Hawaii, and has had very good luck with it. Although there is only
one case of the HKS on a Kolb that I know of, Dave is very technically competent
and has posted an about his setup on this forum:
> >
> > http://forums.matronics.com/viewtopic.php?t=13013&highlight=hks
> >
> > Trikes have been much faster to adopt the HKS engine, it is now the engine
of choice on the more expensive Mid Sized trikes that are to small for a 912's.
The reliability, and smoothness of this engine is well known in the many trikes
flying this engine.
> >
> > Mike
>
>
> Actually the best engine for the FS is the 503, but putting that aside....
>
> (add lots of smileys here)
>
> The HKS does seem to be becoming successful and I'm gratified to see the Oleniks
selling and supporting it. I had Tom do the 150 hour's on a couple of my 503's
and there aren't better guys to work with than them. I think they know everything
about ligh a/c motors than anyone.
>
> I'm really glad to see it working well out in the field, as it'll give a good
alternative right in a sore spot - the 60 to 65hp range....
>
> PS: Now I'm going to say something _truly_ heretical:
> I've been an ower-operator of the 912S for about a year now and am already finding
myself wishing I was back to running a 2-stroke, specifically the 503, again.
> I love the 912, it runs great and it gives no trouble, but the 503 is still simpler
by a long ways to debug and maintain, and parts are so vastly, vastly cheaper
(when you need them). And it also gives no trouble apart from the need
for 150 hour's......
>
> There, I said it - I'm a 2-stroke heretic not particularly impressed by the 4-stroke
craze....
>
> Alas, though, I've been told that Rotax is going to discontinue the 447 and 503
in a few years, so we may be stuck with the alternatives whether we like it
or not ;).
>
> LS
>
> --------
> LS
> FS II
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=146627#146627
>
>
Message 3
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| Subject: | Re: 2 stroke vs 4 stroke |
jindoguy(at)gmail.com wrote:
>
> As for the HKS, I have one on my trike, runs like a champ and sips
> gas. I did 25 landings yesterday afternoon in two hours of flying and
> it burned 4 gallons. Can't wait to get one on a Kolb.
>
> Rick
>
>
>
What kind of trike do you have Rick ? I fly an Air Creations Racer, I would love
the buggy with the HKS and KISS wing, but they are way expensive new ! There
don't seem to be any used ones on the market yet, which also says a lot
:)
JettPilot
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=146637#146637
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| Subject: | Re: 2 stroke vs 4 stroke |
jindoguy(at)gmail.com wrote:
> Lucien, It's okay to be a heretic. If you have the time, put Airbike
> Ace into Google and read about Paul's adventures. He's a member of EAA
> chapter 88 and flies his 503 equipped Airbike like most people fly
> Cessnas. The story of his trip to Oshkosh this year is in the latest
> issue of Sport Pilot. His 503 has over 650 hours and I don't think he
> does anything but run it regularly.
> As for the HKS, I have one on my trike, runs like a champ and sips
> gas. I did 25 landings yesterday afternoon in two hours of flying and
> it burned 4 gallons. Can't wait to get one on a Kolb.
>
> Rick
>
Hey Rick,
Well you know, while I'm at it.....
I'd say the main thing I hear is that a 4-stroke will make it safer to fly over
places they can't land on.
I hear that over and over, more than any other justification for the 4-stroke;
even fuel economy is a distant second to this. Overwhelmingly, folks seem to want
a 4-stroke so they can fly over hostile territory in more relative comfort.
Maybe I'm old school, or just chicken, but I dare not do that (unless it's necessary)
in anything I fly anyway. So I guess I'm not subject to the allure of the
"insurance" idea of the 4-stroke.
The only motor I've run that has given me trouble was my 447 on my trike - it shut
down in the pattern on me once due to a wiring harness error on my part.
Otherwise, I've lost count of the hours I have with 503's without so much as a
cough.
All that said, the one thing that I find advantageous about flying a 4-stroke is
less concern about descents with the throttle closed. That's the only thing
I had to pay attention operation-wise with my 2-stroke that I don't really with
the 912.
Somehow tho I love my plane, I'm finding myself missing my fun racer with the 503
on it.... ;)
Oh well
do not archive
LS
--------
LS
FS II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=146645#146645
Message 5
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| Subject: | Oil Injection Pump |
REF:
Anybody got an oil injection pump for a 582 sitting on a shelf,
> collecting
> dust? I need one. Yesterday.
>
> Richard Pike
----------------------------------
Richard,
Would you tell us what happened to your old pump---and how you
caught the problem B4 it seized your engine?
Thanks,
Frank Clyma
Orange Park, FL
503 DCDI/oil injected owner
do not archive
Message 6
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| Subject: | Re: 2 stroke vs 4 stroke |
----- Original Message -----
From: "lucien" <lstavenhagen@hotmail.com>
All that said, the one thing that I find advantageous about flying a
4-stroke is less concern about descents with the throttle closed. That's the
only thing I had to pay attention operation-wise with my 2-stroke that I
don't really with the 912.
List,
Not sure why, perhaps it is the humidity here or just perhaps mine is set
correctly for the area, but I don't have any problems at all with closing
the throttle from however high I am. I have seen the rise when my jets are
set on the lean side. I am running a 152 main jet, on a 503 with dual carbs.
( Arty and I had to special order some when we were in Arizona) It became
obvious that both of us were too lean. Now I regularly chop the throttle at
800 feet above the ground and land with closed throttle. ( I generally
climb, so that I can land. The rest of the time I am a lot lower.) Have not
had a sputter,pause or cough or for that matter a reading out of the
parameters. (I have a EIS) I have witnessed the phenomenon, but not with
this set up. It seemed to be common with the 447.
Larry C
do not archive
Message 7
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| Subject: | Big Twin 4 stroke? |
What do you guys think of the Big Twin from www.culverprops.com
here is the direct link http://culverprops.com/big-twin.php
Check out the videos of the Kolb MK II.
Its hard to believe that a 38 hp engine turning a max rpm of 3600rpm will fly the
plane.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=146670#146670
Message 8
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| Subject: | Re: Oil Injection Pump |
It was the 582 powered FSII next door to me, that I do the maintenance
on, (And am just getting ready to go out and finish the engine
re-installation) the owner was about 20 miles away, had done a touch &
go at a local grass strip and was headed home when the engine quit.
Landed w/o incident, engine would not start or run. A few minutes later
it started, ran fine, and he called me on his cell phone, wondering if
he could fly it home safely. I told him it had likely seized, and would
probably seize again.
But if he was determined to fly it home, take off (it was a big open
field with lots of options), circle and climb until he was at least 2500
agl, and then head home, expecting it to fail. He did, and it worked.
Pulled the engine down and could find nothing wrong with it. Sent it to
Solo Aviation, and had it majored. In the process of putting it back on
the airplane and hooking all the systems back up, discovered grit in the
oil injection pump filter, on the downstream side (pump side) of the
filter screen.
Think about this for a while. I have thought about it for a month. This
is the filter that goes in the oil line from the reservoir to the pump,
we took it off, and there was sand and grit on the pump side of the
screen. There was nothing in the oil injection tank or the line to the
filter, or in the upstream side of the filter. Where did the grit come
from? No clue. The filter had sat for a while, unless a mud dauber had
stuffed it with mud while it was tucked away in a box...??? DurnifIknow.
This solved a problem that this engine has had for a while, the PTO end
carb float bowl started filling up with oil any time the airplane sat
for any length of time. Replaced the ball check valves on the outside of
the injection pump and that cured it for a week or so, but then it
started again. If you let the airplane sit for 2 weeks, preflight
entailed removing the PTO end float bowl and dumping out all the oil
that had accumulated. Or else start it on the mag end cylinder and run
it until it sucked all the oil out and finally started running on two,
fogging the neighborhood in the process. The grit had been getting into
the little ball check valve and holding it open, and the oil must have
been flowing through the pump, into the manifold, around the needle, and
into the float bowl.
Yeah, I know it sounds screwy, better ideas invited. Kind of like the
mud on the wrong side of the oil filter. Better ideas invited...
Removed the oil pump cover, the upper end had grit in it, you could see
it through the oil intake pipe and also through where the ball check
valves are attached. Knowing that the pump is lubricated via the oil
injection oil also being in the pump, pulled the bottom cover off the
pump and found that all the little roller bearings were running in a
black mess of oil and metal, the grit was gradually eating away the guts
of the pump. Not sure how much longer it would have lasted, but it
certainly was not airworthy.
Nothing damaged but the man's wallet, but it certainly is a complicated
and involved scenario. Now my break's over, off to the hangar to finish
putting it all back together.
Richard Pike
MKIII N420P (420ldPoops)
FSII N582EF
Frank Clyma wrote:
> _REF:_
>
> Anybody got an oil injection pump for a 582 sitting on a shelf,
> > collecting
> > dust? I need one. Yesterday.
> >
> > Richard Pike
> ----------------------------------
> Richard,
> Would you tell us what happened to your old pump---and how you
> caught the problem B4 it seized your engine?
>
> Thanks,
> Frank Clyma
> Orange Park, FL
> 503 DCDI/oil injected owner
> *
>
> *
Message 9
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| Subject: | Re: Big Twin 4 stroke? |
This is a smaller version of the same redrive I have on my VW. That is a
fairly light plane with a light pilot and it was cold. This might be a
alternative for a FirestarII.
I had a discussion with Honda Don at Sun N Fun last year about this engine.
His comment was Honda engines are smooth because they have the heaviest
flywheels in the business. The first thing the guys a Valley did was cut the
fly wheel off to reduce the engine weight.
I have never seen it run up close. Maybe the redrive smoothes it out????
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "grantr" <grant_richardson25@yahoo.com>
Sent: Saturday, November 17, 2007 2:07 PM
Subject: Kolb-List: Big Twin 4 stroke?
>
> What do you guys think of the Big Twin from www.culverprops.com
>
> here is the direct link http://culverprops.com/big-twin.php
> Check out the videos of the Kolb MK II.
>
> Its hard to believe that a 38 hp engine turning a max rpm of 3600rpm will
> fly the plane.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=146670#146670
>
>
>
Message 10
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| Subject: | Re: Worlds largest engine is a 2-stroke |
Those are neat pictures, but the fact that that engine is a 2 stroke does not mean
anything. First, that engine is running at 102 RPM, and has a dedicated
oil system rather than just mixing oil with the fuel. That makes all the difference
in the world in reliability.
It is also much easier to have racks of computers and many controls on board a
ship to keep the conditions, fuel flow, etc. for that engine absolutely perfect.
So while very neat, one should not make the mistake of thinking that this engine
gives any indication of the reliability the 2 stroke engines we fly.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=146692#146692
Message 11
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| Subject: | Re: Big Twin 4 stroke? |
Given the price of that engine, I would definitely go with the HKS instead. The
big twin engine is heavy, low on power, and pretty darned expensive. The HKS
has almost twice the power for the weight...
Also, HKS has proven reliability in other planes, there is just nothing that makes
bit twin worth the risk. At 5000 dollars, the big twin is very expensive
for a anchor of an engine, especially when the HKS does not cost that much more
!
JettPilot
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=146693#146693
Message 12
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| Subject: | Re: 2 stroke vs 4 stroke |
Rotax to Discontinure the 503??
Who's starting that rumor????
Mark
-----Original Message-----
From: lucien <lstavenhagen@hotmail.com>
Sent: Sat, 17 Nov 2007 10:16 am
Subject: Kolb-List: Re: 2 stroke vs 4 stroke
JetPilot wrote:
>
> Hi Jim
>
> The best engine for the Firestar appears to be the HKS 4 stroke
engine. Dave
Bigelow installed an HKS engine on his Firestar to fly over very
hostile terrain
in Hawaii, and has had very good luck with it. Although there is only
one case
of the HKS on a Kolb that I know of, Dave is very technically competent
and has
posted an about his setup on this forum:
>
> http://forums.matronics.com/viewtopic.php?t=13013&highlight=hks
>
> Trikes have been much faster to adopt the HKS engine, it is now the
engine of
choice on the more expensive Mid Sized trikes that are to small for a
912's.
The reliability, and smoothness of this engine is well known in the
many trikes
flying this engine.
>
> Mike
Actually the best engine for the FS is the 503, but putting that
aside....
(add lots of smileys here)
The HKS does seem to be becoming successful and I'm gratified to see
the Oleniks
selling and supporting it. I had Tom do the 150 hour's on a couple of
my 503's
and there aren't better guys to work with than them. I think they know
everything about ligh a/c motors than anyone.
I'm really glad to see it working well out in the field, as it'll give
a good
alternative right in a sore spot - the 60 to 65hp range....
PS: Now I'm going to say something _truly_ heretical:
I've been an ower-operator of the 912S for about a year now and am
already
finding myself wishing I was back to running a 2-stroke, specifically
the 503,
again.
I love the 912, it runs great and it gives no trouble, but the 503 is
still
simpler by a long ways to debug and maintain, and parts are so vastly,
vastly
cheaper (when you need them). And it also gives no trouble apart from
the need
for 150 hour's......
There, I said it - I'm a 2-stroke heretic not particularly impressed by
the
4-stroke craze....
Alas, though, I've been told that Rotax is going to discontinue the 447
and 503
in a few years, so we may be stuck with the alternatives whether we
like it or
not ;).
LS
--------
LS
FS II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=146627#146627
________________________________________________________________________
Email and AIM finally together. You've gotta check out free AOL Mail! -
http://mail.aol.com
Message 13
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| Subject: | Re: 2 stroke vs 4 stroke |
Someone told me that someone with Lockwood aviation said rotax was discontinuing
the 447 and 503s
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=146722#146722
Message 14
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| Subject: | cutting and drilling Lexan |
Kolb builder guys,
I began cutting the Lexan for my doors on the MkIII and managed to crack one.
I wasn't trying to cut the exact fit, just sort of close, so I could handle
the piece easier. But, a crack snapped a huge corner off and now the rest is
too small to use, so I have to get another piece. Crud!! And seeing as how I
screwed up one of the pieces, I thought I'd ask for some help from anyone who
figures they've got Lexan fabrication down to a science!
Yes, I have read up on some pointers from the internet, like scoring with a sheetrock
knife, and ONLY using a special drillbit made for drilling into plastic,
but is there any additonal tips and tricks you guys know?
Like, is water needed for cooling to drill a hole, or is the bit all you need?
Any useful pointers would be much appreciated.
Thanks, Mike Welch....... windowless in SW Utah
_________________________________________________________________
Connect and share in new ways with Windows Live.
http://www.windowslive.com/connect.html?ocid=TXT_TAGLM_Wave2_newways_112007
Message 15
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| Subject: | Re: 2 stroke vs 4 stroke |
I have a Northwing Apache Sport. It has an M-Pulse 19 wing on it
today, but it will have a Quest 14.5 on it tomorrow.
I finished setting up the new wing this afternoon, but decided to give
it a good going over in the morning before I put it on the trike. I've
been so spoiled by the way the big wing can use convective lift to
keep fuel consumption down about as low as it's possible to get. There
have been some days I've gotten the fuel burn down to under 2 gallons
an hour. I normally cruise at 4700 rpm which gets me an airspeed of
42. Aerial yachting at its finest. If Kamron is right I should pick up
20 mph with the smaller double surface wing.
Rick
On Nov 17, 2007 10:03 AM, JetPilot <orcabonita@hotmail.com> wrote:
>
>
> jindoguy(at)gmail.com wrote:
> >
> > As for the HKS, I have one on my trike, runs like a champ and sips
> > gas. I did 25 landings yesterday afternoon in two hours of flying and
> > it burned 4 gallons. Can't wait to get one on a Kolb.
> >
> > Rick
> >
> >
> >
>
>
> What kind of trike do you have Rick ? I fly an Air Creations Racer, I would
love the buggy with the HKS and KISS wing, but they are way expensive new !
There don't seem to be any used ones on the market yet, which also says a lot
:)
>
> JettPilot
>
> --------
> "NO FEAR" - If you have no fear you did not go as fast as you could have !!!
>
> Kolb MK-III Xtra, 912-S
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=146637#146637
>
>
Message 16
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| Subject: | Re: cutting and drilling Lexan |
Are you sure it's Lexan? Sounds like Plexiglas or acrylic. Lexan you can
beat on it or bend the fool out of it and it ignores you.
Richard Pike
MKIII N420P (420ldPoops)
Mike Welch wrote:
>
>
> Kolb builder guys,
>
> I began cutting the Lexan for my doors on the MkIII and managed to crack one.
I wasn't trying to cut the exact fit, just sort of close, so I could handle
the piece easier. But, a crack snapped a huge corner off and now the rest is
too small to use, so I have to get another piece. Crud!! And seeing as how
I screwed up one of the pieces, I thought I'd ask for some help from anyone who
figures they've got Lexan fabrication down to a science!
>
> Yes, I have read up on some pointers from the internet, like scoring with a
sheetrock knife, and ONLY using a special drillbit made for drilling into plastic,
but is there any additonal tips and tricks you guys know?
>
> Like, is water needed for cooling to drill a hole, or is the bit all you need?
>
> Any useful pointers would be much appreciated.
>
> Thanks, Mike Welch....... windowless in SW Utah
> _________________________________________________________________
> Connect and share in new ways with Windows Live.
> http://www.windowslive.com/connect.html?ocid=TXT_TAGLM_Wave2_newways_112007
>
>
>
Message 17
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| Subject: | Re: Big Twin 4 stroke? |
At the weight you're quoting for the big twin, which is entirely in
line with the weights listed for the Vanguard and Honda V Twin
industrial engines, the Continental A084 becomes real attractive. They
can still be had for under $1000 and you get the designed in balance
of the flat 4.
Rick
On Nov 17, 2007 4:07 PM, JetPilot <orcabonita@hotmail.com> wrote:
>
> Given the price of that engine, I would definitely go with the HKS instead.
The big twin engine is heavy, low on power, and pretty darned expensive. The
HKS has almost twice the power for the weight...
>
> Also, HKS has proven reliability in other planes, there is just nothing that
makes bit twin worth the risk. At 5000 dollars, the big twin is very expensive
for a anchor of an engine, especially when the HKS does not cost that much more
!
>
> JettPilot
>
> --------
> "NO FEAR" - If you have no fear you did not go as fast as you could have !!!
>
> Kolb MK-III Xtra, 912-S
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=146693#146693
>
>
Message 18
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| Subject: | Re: Big Twin 4 stroke? |
I should add that they have an active following on Yahoo Groups where
you can find a lot of info to make the conversion from generator
powerplant to aircraft engine pretty painless.
Rick
On Nov 18, 2007 12:02 AM, Richard Girard <jindoguy@gmail.com> wrote:
> At the weight you're quoting for the big twin, which is entirely in
> line with the weights listed for the Vanguard and Honda V Twin
> industrial engines, the Continental A084 becomes real attractive. They
> can still be had for under $1000 and you get the designed in balance
> of the flat 4.
>
> Rick
>
>
> On Nov 17, 2007 4:07 PM, JetPilot <orcabonita@hotmail.com> wrote:
> >
> > Given the price of that engine, I would definitely go with the HKS instead.
The big twin engine is heavy, low on power, and pretty darned expensive. The
HKS has almost twice the power for the weight...
> >
> > Also, HKS has proven reliability in other planes, there is just nothing that
makes bit twin worth the risk. At 5000 dollars, the big twin is very expensive
for a anchor of an engine, especially when the HKS does not cost that much
more !
> >
> > JettPilot
> >
> > --------
> > "NO FEAR" - If you have no fear you did not go as fast as you could have !!!
> >
> > Kolb MK-III Xtra, 912-S
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=146693#146693
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
Message 19
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| Subject: | cutting and drilling Lexan |
Actually, you're right. The first piece I just screwed up today was plexiglass.
But, years ago, when I installed the Lexan windshield on my MkIII, I evidently
didn't do it correctly then, either. I ended up getting tons of cracks
off the mounting holes I drilled.
So, after admitting I've not taken the fabrication correctly and seriously enough,
I want to only proceed the right way.
So, what have you got for me? Tips, pointers, criticisms? Hmm? Mike
W.
> Date: Sun, 18 Nov 2007 00:53:33 -0500
> From: richard@bcchapel.org
> To: kolb-list@matronics.com
> Subject: Re: Kolb-List: cutting and drilling Lexan
>
>
> Are you sure it's Lexan? Sounds like Plexiglas or acrylic. Lexan you can
> beat on it or bend the fool out of it and it ignores you.
>
> Richard Pike
> MKIII N420P (420ldPoops)
>
> Mike Welch wrote:
>>
>>
>> Kolb builder guys,
>>
>> I began cutting the Lexan for my doors on the MkIII and managed to crack one.
I wasn't trying to cut the exact fit, just sort of close, so I could handle
the piece easier. But, a crack snapped a huge corner off and now the rest is too
small to use, so I have to get another piece. Crud!! And seeing as how I screwed
up one of the pieces, I thought I'd ask for some help from anyone who figures
they've got Lexan fabrication down to a science!
>>
>> Yes, I have read up on some pointers from the internet, like scoring with a
sheetrock knife, and ONLY using a special drillbit made for drilling into plastic,
but is there any additonal tips and tricks you guys know?
>>
>> Like, is water needed for cooling to drill a hole, or is the bit all you need?
>>
>> Any useful pointers would be much appreciated.
>>
>> Thanks, Mike Welch....... windowless in SW Utah
>> _________________________________________________________________
>> Connect and share in new ways with Windows Live.
>> http://www.windowslive.com/connect.html?ocid=TXT_TAGLM_Wave2_newways_112007
>>
>>
>>
>>
>>
>>
>
>
_________________________________________________________________
You keep typing, we keep giving. Download Messenger and join the im Initiative
now.
Message 20
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| Subject: | Re: 2 stroke vs 4 stroke |
Ceramic 4 stroke engines that produce 1.25 HP per LB and have fuel
burns in the .25 lb. per hp hour. Real Soon Now.
Rick
On Nov 17, 2007 4:53 PM, <knowvne@aol.com> wrote:
>
> Rotax to Discontinure the 503??
> Who's starting that rumor????
>
> Mark
>
>
> -----Original Message-----
> From: lucien <lstavenhagen@hotmail.com>
> To: kolb-list@matronics.com
> Sent: Sat, 17 Nov 2007 10:16 am
> Subject: Kolb-List: Re: 2 stroke vs 4 stroke
>
>
>
>
> JetPilot wrote:
> >
> > Hi Jim
> >
> > The best engine for the Firestar appears to be the HKS 4 stroke
> engine. Dave
> Bigelow installed an HKS engine on his Firestar to fly over very
> hostile terrain
> in Hawaii, and has had very good luck with it. Although there is only
> one case
> of the HKS on a Kolb that I know of, Dave is very technically competent
> and has
> posted an about his setup on this forum:
> >
> > http://forums.matronics.com/viewtopic.php?t=13013&highlight=hks
> >
> > Trikes have been much faster to adopt the HKS engine, it is now the
> engine of
> choice on the more expensive Mid Sized trikes that are to small for a
> 912's.
> The reliability, and smoothness of this engine is well known in the
> many trikes
> flying this engine.
> >
> > Mike
>
>
> Actually the best engine for the FS is the 503, but putting that
> aside....
>
> (add lots of smileys here)
>
> The HKS does seem to be becoming successful and I'm gratified to see
> the Oleniks
> selling and supporting it. I had Tom do the 150 hour's on a couple of
> my 503's
> and there aren't better guys to work with than them. I think they know
> everything about ligh a/c motors than anyone.
>
> I'm really glad to see it working well out in the field, as it'll give
> a good
> alternative right in a sore spot - the 60 to 65hp range....
>
> PS: Now I'm going to say something _truly_ heretical:
> I've been an ower-operator of the 912S for about a year now and am
> already
> finding myself wishing I was back to running a 2-stroke, specifically
> the 503,
> again.
> I love the 912, it runs great and it gives no trouble, but the 503 is
> still
> simpler by a long ways to debug and maintain, and parts are so vastly,
> vastly
> cheaper (when you need them). And it also gives no trouble apart from
> the need
> for 150 hour's......
>
> There, I said it - I'm a 2-stroke heretic not particularly impressed by
> the
> 4-stroke craze....
>
> Alas, though, I've been told that Rotax is going to discontinue the 447
> and 503
> in a few years, so we may be stuck with the alternatives whether we
> like it or
> not ;).
>
> LS
>
> --------
> LS
> FS II
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=146627#146627
>
>
> ________________________________________________________________________
> Email and AIM finally together. You've gotta check out free AOL Mail! -
> http://mail.aol.com
>
>
Message 21
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| Subject: | Re: 2 stroke vs 4 stroke |
According to Eric Tucker, in 2006 Rotax made 900 two stroke aircraft
engines of all sizes. Not exactly a huge market. In contrast, they
made 4000 of the 912 / 914 series.
Rick
On Nov 17, 2007 7:27 PM, grantr <grant_richardson25@yahoo.com> wrote:
>
> Someone told me that someone with Lockwood aviation said rotax was discontinuing
the 447 and 503s
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=146722#146722
>
>
Message 22
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| Subject: | Re: cutting and drilling Lexan |
Mike, I use the same grind for Lexan that I use for very soft metals.
I touch the cutting edge of the drill flute so that the cutting face
is parallel to the center axis of the drill. This flat face only has
to be .02 to .03 wide. It makes the drill shave off the material as it
cuts and it doesn't get sucked through as the drill exits the sheet.
Hope that makes sense. I have a sketch somewhere. I'll try to find it
in the morning while I'm having my coffee transfusion.
I know some on this list recommend aviation shears or big scissors and
that works great if you have really good arthritis drugs. My hands
cramp up too badly for me to use them for anything more than short
cuts. I like carbide grit saw blades, either round of jig saw style
work fine.
Rick
On Nov 17, 2007 11:48 PM, Mike Welch <mdnanwelch7@hotmail.com> wrote:
>
>
> Kolb builder guys,
>
> I began cutting the Lexan for my doors on the MkIII and managed to crack one.
I wasn't trying to cut the exact fit, just sort of close, so I could handle
the piece easier. But, a crack snapped a huge corner off and now the rest is
too small to use, so I have to get another piece. Crud!! And seeing as how
I screwed up one of the pieces, I thought I'd ask for some help from anyone who
figures they've got Lexan fabrication down to a science!
>
> Yes, I have read up on some pointers from the internet, like scoring with a
sheetrock knife, and ONLY using a special drillbit made for drilling into plastic,
but is there any additonal tips and tricks you guys know?
>
> Like, is water needed for cooling to drill a hole, or is the bit all you need?
>
> Any useful pointers would be much appreciated.
>
> Thanks, Mike Welch....... windowless in SW Utah
> _________________________________________________________________
> Connect and share in new ways with Windows Live.
> http://www.windowslive.com/connect.html?ocid=TXT_TAGLM_Wave2_newways_112007
>
>
Message 23
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| Subject: | cutting and drilling Lexan |
I'm so gun-shy now, about wrecking more pieces, I wonder if I should just buy the
factory drill bit. I guess if you have a drawing of the correct shape of the
cutting tip, then I ought to try and make one, and do lots of practicing.
I know Richard said true Lexan is pretty durable, but even still, there is a right
way and wrong way, and I'd prefer to just stay with the right way, at this
point.
Thanks, I'll look forward to the picture in the morning, Mike
> Date: Sun, 18 Nov 2007 00:27:20 -0600
> From: jindoguy@gmail.com
> To: kolb-list@matronics.com
> Subject: Re: Kolb-List: cutting and drilling Lexan
>
>
> Mike, I use the same grind for Lexan that I use for very soft metals.
> I touch the cutting edge of the drill flute so that the cutting face
> is parallel to the center axis of the drill. This flat face only has
> to be .02 to .03 wide. It makes the drill shave off the material as it
> cuts and it doesn't get sucked through as the drill exits the sheet.
> Hope that makes sense. I have a sketch somewhere. I'll try to find it
> in the morning while I'm having my coffee transfusion.
> I know some on this list recommend aviation shears or big scissors and
> that works great if you have really good arthritis drugs. My hands
> cramp up too badly for me to use them for anything more than short
> cuts. I like carbide grit saw blades, either round of jig saw style
> work fine.
>
> Rick
>
> On Nov 17, 2007 11:48 PM, Mike Welch wrote:
>>
>>
>> Kolb builder guys,
>>
>> I began cutting the Lexan for my doors on the MkIII and managed to crack one.
I wasn't trying to cut the exact fit, just sort of close, so I could handle
the piece easier. But, a crack snapped a huge corner off and now the rest is too
small to use, so I have to get another piece. Crud!! And seeing as how I screwed
up one of the pieces, I thought I'd ask for some help from anyone who figures
they've got Lexan fabrication down to a science!
>>
>> Yes, I have read up on some pointers from the internet, like scoring with a
sheetrock knife, and ONLY using a special drillbit made for drilling into plastic,
but is there any additonal tips and tricks you guys know?
>>
>> Like, is water needed for cooling to drill a hole, or is the bit all you need?
>>
>> Any useful pointers would be much appreciated.
>>
>> Thanks, Mike Welch....... windowless in SW Utah
>> _________________________________________________________________
>> Connect and share in new ways with Windows Live.
>> http://www.windowslive.com/connect.html?ocid=TXT_TAGLM_Wave2_newways_112007
>>
>>
>>
>>
>>
>
>
_________________________________________________________________
Put your friends on the big screen with Windows Vista + Windows Live.
http://www.microsoft.com/windows/shop/specialoffers.mspx?ocid=TXT_TAGLM_CPC_MediaCtr_bigscreen_102007
Message 24
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| Subject: | cutting and drilling Lexan |
I should mention I NOW have true Lexan to put on the doors, not acrylic.
I did not think Lexan was available in my area, but I found it (when I wen
t to the store to replace the broken piece), and will use the proper produc
t in the doors.
I have the windshield from Travis, but I thought I'd try and get the door
"glass" locally. At that time, all I could find was plexiglass, and thoug
ht that it would be okay for the doors. Not!!
Anyway, I have the right stuff now. Mike
PS. I'm headed to Missouri around Christmas to look around and see the sig
hts. Heard lots of good things about the area.
Do Not Archive
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