Today's Message Index:
----------------------
1. 05:36 AM - Re: trim (gary aman)
2. 07:09 AM - Re: Re: Mothers Day (TheWanderingWench)
3. 07:12 AM - Re: trim (Vic Peters)
4. 07:19 AM - Damm CHT temps giving me fits (jb92563)
5. 07:39 AM - Re: Engine quit today, now to figure out why? (jb92563)
6. 07:49 AM - Re: q (jb92563)
7. 08:46 AM - Re: q (lucien)
8. 09:04 AM - Firestar project (william sullivan)
9. 09:17 AM - Bad experience with California Power Systems (R. Hankins)
10. 09:22 AM - Re: q (lucien)
11. 09:31 AM - Re: Bad experience with California Power Systems (lucien)
12. 09:32 AM - Re: Bad experience with California Power Systems (Ralph B)
13. 09:41 AM - Stall warning devices (Mike Welch)
14. 09:57 AM - stalls (pj.ladd)
15. 10:00 AM - Stall warning devices (Mike Welch)
16. 10:22 AM - Re: stalls (lucien)
17. 10:40 AM - Re: Re: stalls (robert bean)
18. 10:42 AM - Re: Re: stalls (robert bean)
19. 10:44 AM - Re: Mothers Day (cristalclear13)
20. 11:54 AM - Re: Bad experience with California Power Systems (R. Hankins)
21. 12:27 PM - Re: Bad experience with California Power Systems (lucien)
22. 02:44 PM - Re: Firestar project (Dana Hague)
23. 03:22 PM - Re: Bad experience with California Power Systems (chris davis)
24. 03:49 PM - Re: Firestar project (chris davis)
25. 07:08 PM - Re: Firestar project (ElleryWeld@aol.com)
26. 10:56 PM - Re: Re: Bad experience with California Power Systems (jerb)
Message 1
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John,
Thanks for the info.I felt like I might be chasing my tail in this quest,(no pun
intended).The P factor from this fast turning prop was also on my suspect list.I
have an appointment with a witch doctor today and I'll let you know if that
helps.
G.Aman
----- Original Message ----
From: John Hauck <jhauck@elmore.rr.com>
Sent: Monday, May 12, 2008 8:44:13 PM
Subject: Re: Kolb-List: trim
Gary:
I did most of that testing over the years.
The way my mkIII is rigged today is the result of a lot of other tests that
proved not to solve any problems.
I tried to wait out old Kolb to off set the leading
edge of the vertical stab on their mkIII but they never did anything.
So.........I moved mine to discover it made little difference even after 1.75"
off set. Put it back to the center position.
I experiemented with changing engine thrust line up
and down, left and right. Little difference.
Also experienced rudder oscillation when there was
no pressure, my feet, on the pedals. Cured that by doubling the rudder
pedal springs. Now I can fly feet off.
The rudder trim tab I fly with cured the adverse
yaw. Works like a charm.
I don't think it is the weight of the rudder trim
tab that causes the occilation, or flutter. It is the fact that the rudder
is hinged from the leading edge and has no counter balance. Why the
elevators don't flutter, I will never know, but that has never been a problem
with any model Kolb as far as I know.
Yes, power off and no trim problem, yaw, pitch, or
roll. Bring in the power and adjustments must be made to keep the old bird
trimmed out. I believe it is the nature of a high thrust line pusher with
lots of power.
john h
mkIII
,
My MK-3 also has a big trim tab.Is it possible to off-set the vertical stabilizer
a little to correct some of it?I was afraid to bend the tubing,and I couldn't
think of another way to try.A lot of the yaw goes away when I power down.There
is enough weight from the tab back there to start the rudder oscillating,
with no tension on the pedals.Took the tab off and the wiggle stopped but
it flew sideways.Tried a spring & cable tension adjustment lever but never
found the right combination.Maybe need to aim the engine in a different direction.G
Aman MK-3 C 2200 Jabiru
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Nope, Cristal - I'm one too. But we're definitely in
the minority!
Arty
--- cristalclear13 <cristalclearwaters@juno.com>
wrote:
> <cristalclearwaters@juno.com>
>
> I know you had to mean this as a joke, but I will
> say "Thank you Mike and Jaz!"
>
> Am I the only Mother on this forum?
>
> --------
> Cristal
> Mark II Twinstar
>
>
>
>
> Read this topic online here:
>
>
http://forums.matronics.com/viewtopic.php?p=182677#182677
>
>
>
>
>
>
>
>
> browse
> Un/Subscription,
> FAQ,
> http://www.matronics.com/Navigator?Kolb-List
>
> Forums!
>
> Admin.
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>
>
www.LessonsFromTheEdge.com
"Life's a daring adventure or nothing"
Helen Keller
"I refuse to tip toe through life just to arrive safely at death."
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John,
A little off subject but you got to love this one. I just saw a big rig
truck show on the
Outdoor channel. A company is selling VG's to place vertically on the
rear edge of the
box to help stability in wind and passing. Plus it keeps the rear doors
cleaner. So they say!
On an earlier post you made about pitching your Warp I had just finished
geting mine set at 5400
static. Took me about 5 tries. I guessed it would be just fine,
especially after Ellery said I could
gain another 1000 to1500 rpm in flight. Actual clime at around 900fpm
was 5600.
Funny thing is I had the same problem with one blade. Had to go
around 3 times (of 5 diferent times) to get that sucker to stay put. Now
I'm indexing the prop to see if it will help with vibration,
some so far. May need a spacer.
I also have one blade that is always 1/8 to 1/4 out of plane,
supposedly not a problem.
Have you had any problems with vibration?
Vic
Maine
Xtra 912 UL
Not one logable Hr. or license
9 Hrs TTAF
Test Pilot Ellery
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| Subject: | Damm CHT temps giving me fits |
Last weekend it tried fiddling with the Cuyuna UL-202 again
to see about CHT.
Previously the Fan side cylinder was running too hot ~425 where the limit is 400,
but the other cylinder was only around 360.
I am using a 310 jet in the 32mm Mikuni
I rotated the carb as one guy suggested and
interestingly now both CHT were about equal and both
got to 435 and climbing when I shut them down to idle
to cool.
Also the EGT went to 1265 so it was over spec by 15 as well.
I could only get 5950 Rpm, where I should get ~6200 static.
I suspect I may have too much prop.
Its 50" x? It is a Ritz prop.
I decided to pull the engine and will give it a
pressure test to see if the seals are OK.
In the mean time I brought out the Cuyuna 430 and am
prepping it to go in the UL-202's place for now.
They are Identical to the UL-202 except for the 7lbs
extra weight and a single 28mm carb.
If it works out I may go to dual carbs for more power.
I hear some were getting near 40 hp from a dual carb
430.
I'll compare it with the other engines performance to see how it compares.
--------
Ray
Kolb UltraStar (Cuyuna UL-202)
Moni MotorGlider
Schreder HP-11 Glider
Riverside County, CA
Do Not Archive
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| Subject: | Re: Engine quit today, now to figure out why? |
I ran my UL-202 this past weekend, and tried without the fuel pump to see what
would happen and found the engine does not suck fuel well at all on its own.
Might be worth while to check your pump.
I replaced my pump diaphrams/gaskets $4 just for good measure.
Also if your fuel line is thin it could suck the walls shut temporarily blocking
fuel flow....not likely but if the fuel line is old you never know.
Fuel line air leaks are also insideous....I discovered one due to the clamp chewing
into the Tygon fuel line....replaced the clamp with a zip tie.
It did not leak fuel but when I pulled on it a bit the hole opened and a fine spritze
of fuel came out.
It really does sound like fuel starvation.
I think I'll consider an overhead starter like yours seeing as how it demonstratably
worked for you in flight.
--------
Ray
Kolb UltraStar (Cuyuna UL-202)
Moni MotorGlider
Schreder HP-11 Glider
Riverside County, CA
Do Not Archive
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Sounds like a good VG application to me.
I think that the high sink rate of the mush would give you a sign.
I know that there are Audio variometers for gliders and handhelds for Hang gliders
and Paragliders that you can set the sink rate alarm.
That would be annoying though for regular flying so you would have to turn the
volume down, but you may start catching thermals and riding them up at idle power.
How does the stall horn know you are stalled? Airspeed or AOA?
--------
Ray
Kolb UltraStar (Cuyuna UL-202)
Moni MotorGlider
Schreder HP-11 Glider
Riverside County, CA
Do Not Archive
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jb92563 wrote:
> Sounds like a good VG application to me.
>
> I think that the high sink rate of the mush would give you a sign.
>
> I know that there are Audio variometers for gliders and handhelds for Hang gliders
and Paragliders that you can set the sink rate alarm.
>
> That would be annoying though for regular flying so you would have to turn the
volume down, but you may start catching thermals and riding them up at idle
power.
>
> How does the stall horn know you are stalled? Airspeed or AOA?
Stall horns work off of AOA not airspeed (stall is a function of AOA, not airspeed).
ASI's are not nearly as reliable as recognition of pitch attitude when it comes
to recognizing stalls. Ask any glider pilot - gust stalls happen all the time
aloft when working marginal lift, especially through a shear layer. The ASI is
all but useless in recognition and recovery from these types of stalls; thats
why pitch attitude is what you hear over and over from the CFI-G in the back
seat rather than airspeed....
Works the same way in any fixed wing, but it's paramount in a glider.
FWIW,
LS
--------
LS
FS II
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| Subject: | Firestar project |
My wife and I went to the airport Sunday and installed new front wing adapters.
The first one I made had a weak point- when you pushed the wing to the rear,
the bracket bent. It seemed sturdy enough, but when 13' of leverage was applied,
they bent. I made some out of 3/16" x 2 1/2" x 2 1/2" box tubing, split to
make a channel, then boxed to make a square "cup" 1 1/4" outside depth. Much
stronger. Wing dihedral has to be corrected, so I ordered new ends from Travis
at TNK. He said to put 1 1/2 degrees dihedral on them. Ed Harvey (of this List)
has instructions from a Firefly for setting the wings.
NOTE: I screwed up!!!! I installed a fuel restriction tube in the tank, to
cut it down to 5 gallons. I used a hot glue gun to secure it, and the hot glue
got soft and mushy from the gas fumes. I removed all of it, and will try a gas
resistant RTV unless somebody has a better idea. I also have to put in a new
fuel filter.
My wife- Tiny- finally agreed to sit in the plane. We had to use a box for
her to climb on (SHORT PEOPLE!) and it was a stretch for her to reach the rudder
pedals. She decided to try some slow taxi practice, and did exceptionally well.
She drove it up and down the field for an hour, and loved it. She has always
been very capable with equipment, including farm tractors, dozers, and backhoes,
so there was no problem. I gave her the same caution everybody on the List
advises- easy on the throttle.
We have run the engine for a total of about 3 hours at up to 3000 rpm, and
no problems other than a very slight load-up after 10 minutes or so at just above
idle. It takes a second or so to clear up when throttle is applied. It is
very quiet at these speeds.
I will have to do a wheel alignment (method per Jack Hart) after we run it
around for a while. It tracks pretty good as is.
I still have a little touch-up on the Stits here and there. I think a little
Poly-tak will do it.
Bill Sullivan
FS/KX/447
Windsor Locks, Ct.
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| Subject: | Bad experience with California Power Systems |
Hello all:
Here is a warning to all about doing business with California Power Systems. I
recently rebuilt my 503 as you may have read in an earlier post. First, my order
arrived partially filled. The fact that critical parts were not in stock
was not mentioned when placing my order, nor was I made aware of it till my order
arrived short (very frustrating). Part of that order was an exchange set
of 0.010" over-bored cylinders. I sent mine to them post haste, only to find
when my box arrived that they didn't have any to exchange with me. I called to
get an estimated turn around time and was the guy on the phone could not find
my cylinders. They had no record of getting my cylinders. I looked up the
tracking information and called them back with a name and date of arrival. The
guy put me on hold for about ten minutes and came back with "I don't see them
anywhere, they MAY have gotten sent out. I left my number and asked to be called
when someone could locate them.
Meanwhile I began inspecting the other parts. The piston pins I received had been
handled with bare hands at some time in the past and finger prints were corroded
into them. I ordered replacements elsewhere and sent them back two days
after receiving my order. Once again I needed my tracking number. Two weeks
later, I called about getting a credit for the returned pins. I got the same
"I don't see them anywhere, are you sure we got them?" routine. I got the distinct
impression that without proof of receipt, I would be out of luck. I called
back the next day with my tracking number, got a different person on the
phone and the same "are you sure we got them?" response. Turns out the guy I
was talking to was the very person who had signed for them nearly two weeks earlier.
I have been calling them a couple of times a week about crediting me
for my return. I always get "are you sure we got them?"
I just got off of the phone with them this morning. I was assured My card will
be credited tomorrow, ONE MONTH after getting my return. They will get no further
business from me and I hope from this list.
In their defense, the company who they sent my cylinders to, D & F Aviation in
Goldsboro, NC did a masterful job. A tool an die maker friend used his very expensive
bore-guage to check the job, and both cylinders were within 0.0003" of
spec for diameter and were true and straight to 0.0002". Can't complain about
that. The ports were deburred and the honing was perfect.
Anyway, if you do any business with CPS, expect lousy service if you must return
anything and send it SIGNATURE REQUIRED or you may not get your money back.
Your mileage may vary, but I doubt it.
--------
Roger in Oregon
1992 KXP 503 - N1782C
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Oh, left out my last sentence, pertinent to the topic:
No, you don't need a stall warning horn on a Kolb. The usual stall recognition
and recovery skills you learn in any other airplane will serve you just fine.
The Kolb has very predictable and "normal" stall characteristics and won't give
any surprises....
LS
--------
LS
FS II
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| Subject: | Re: Bad experience with California Power Systems |
R. Hankins wrote:
> Hello all:
> Here is a warning to all about doing business with California Power Systems.
I"ll second this.
Has anyone seen the 2-stroke teardown/rebuild video from CPS?
If not, it might be worth a few bucks to get it to convince yourself you never,
ever want to send your motor over there for any reason. Likewise with parts....
I've never seen engine parts manhandled like that before in my life.....
For motor work, I'd suggest Ronnie Smith at south Mississippi light aircraft, Mark
Smith at tristate kite sales in IN (2-stroke only but has decades of Rotax
experience), and lockwood aviation in FL.
LS
--------
LS
FS II
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| Subject: | Re: Bad experience with California Power Systems |
I bought an Ivo prop from them and found out that it's out of balance. The numbers
marked inside the hub should have been better matched. They cut them down
to size from 72" (the Ivo factory delivers them at 72"). I'm sending it back and
hope to get a matched set in return.
I also bought a hand operated gasoline pump and it was defective and leaking. I'm
sending that back too. I may not be doing anymore business with them either.
On the positive side, the CPS ASI in my Firestar still works great after 21 years
of flying (but they didn't manufacture it).
do not archive
Ralph
--------
Ralph B
Original Firestar 447
N91493 E-AB
21 years flying it
Kolbra 912UL
N20386
0 years flying it
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| Subject: | Stall warning devices |
NOTE: new subject line to reflect topic
> How does the stall horn know you are stalled? Airspeed or AOA?
>
> --------
> Ray
>
Ray,
The stall horn on my Cessna works with BOTH angle of attack, and airspeed. The
placement of the tab on the leading edge is such that only an angle of attack
(AOA) that approaches stall affects it. Additionally, it requires a specific
minimum airspeed blowing against it to keep it quiet. Normal flight parameters
do that(keep it quiet). But in very high AOA and slow airspeed, the tab
is allowed to "relax" forward, and this sounds the warning horn.
Being able to build your own AOA/stall warning device wouldn't be such a difficult
task. It just requires a significant amount of stall practice, to be able
to find that "sweet spot"....the moment just as stall is imminent!!
My problem is that with all that practice learning what is and isn't the actual
stall, to be able to build the warning device, I may in fact get to the point
where I don't really need it!!!
It has been a while, but for fun I used to practice flying my Cessna all over
the practice zone, about 1/2 mph above actual stall, while maintaining altitude!!
I'd make shallow turns, enjoy a cup of coffee, read the newspaper, etc.
The stall warning horn just 'a blarin' away!!! Ok, I didn't actually drink any
coffee or read anything, but the point is, there was a time when I had such
control of my airspeed and stall parameters that the horn was only a loud annoyance.
We should ALL be that proficient at the very slow flight envelope.
I don't get nearly the flight time to be that skilled lately. But I should!!
Best to you, Ray, and I hope you plan on making it to M.V. On your way back home
you could stop by my place and I could show you my MkIII project (in St George,
UT, sw corner of Utah).
Mike Welch
MkIIICX
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The stall thread reminds me that during one holiday many years ago I had
a couple of glider flights with a club called the Flying Seminoles down
around Okeefenokee way. In a Schweitzer if I remember.
While hangar flying with some guys in the clubhouse one of them was
relating the story of a flight he made with a certain pilot.. He said
`We came over the hedge at full load with the stall warning yelling its
f**********n head off. I leaned over the pilots shoulder and pushed the
stick forward.. He was mad as hell``
There was a pause and the story teller continued " Hell, he sure was a
sloppy flyer"
Guess you had to be there.
Cheers
Pat
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| Subject: | Stall warning devices |
NOTE: Subject line changed to reflect topic
> Stall horns work off of AOA not airspeed (stall is a function of AOA, not airspeed).
> FWIW,
> LS
>
Lucien,
Minor point. As any proficient pilot knows, the airplane's wings' stall is a
function of AOA, as you stated. No argument there. However, the stall warning
device does require "some" airpseed" to operate properly.
I could tilt my Cessna on it's tail, on the ramp, engine off, and the stall warning
device does not sound. AOA is certainly "critical".
Stall works off AOA, not airspeed, true.
But, stall horns work off of both.
Best to ya,
Mike Welch
Do Not Archive
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[quote="pj.ladd(at)btinternet.com"]The stall thread reminds me that during one
holiday many years ago I had a couple of glider flights with a club called the
Flying Seminoles down around Okeefenokee way. In a Schweitzer if I remember.
While hangar flying with some guys in the clubhouse one of them was relating
the story of a flight he made with a certain pilot.. He said `We came over the
hedge at full load with the stall warning yelling its f**********n head off.
I leaned over the pilots shoulder and pushed the stick forward.. He was
mad as hell``
There was a pause and the story teller continued " Hell, he sure was a sloppy
flyer"
Guess you had to be there.
Cheers
Pat
> [b]
I know this is a little bit off the topic of Kolbs, but it's funny how getting
into a glider will magnify almost every little sloppiness you have in your flying
by about 28,000 times........
Stall recognition and recovery is one of those, since you spend a large amount
of time flying in super rough air at minimum sink airspeed, a condition where
you're right below stall AOA.
Even small gusts in the tailwind direction easily put you past the critical AOA
and into a "gust stall". This happened to me yesterday 4 or 5 times during my
lesson in the Grob 103 - recovery always involved flying by reference to pitch
attitude and rarelyby airspeed.
When you're on the tow is another place the ASI can fool you. Lot of thimes, it'll
read that you're pretty well above stall speed, but in fact you're pretty
close to the critical AOA, a dangerous situation in case of a rope break with
an inattentive pilot at the controls......
My CFI-G calls pitch attitude the "lifeblood" of flying an airplane, I think that's
probably the best I've ever heard that put by anyone.....
LS
--------
LS
FS II
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remember, no matter your airspeed or what your position is in the
sky, you can't stall at 0 G.
BB
do not archive
On 13, May 2008, at 1:20 PM, lucien wrote:
>
> [quote="pj.ladd(at)btinternet.com"]The stall thread reminds me that
> during one holiday many years ago I had a couple of glider flights
> with a club called the Flying Seminoles down around Okeefenokee
> way. In a Schweitzer if I remember.
>
> While hangar flying with some guys in the clubhouse one of them
> was relating the story of a flight he made with a certain pilot..
> He said `We came over the hedge at full load with the stall
> warning yelling its f**********n head off. I leaned over the
> pilots shoulder and pushed the stick forward.. He was mad as hell``
>
> There was a pause and the story teller continued " Hell, he sure
> was a sloppy flyer"
>
> Guess you had to be there.
>
> Cheers
>
> Pat
>
>> [b]
>
>
> I know this is a little bit off the topic of Kolbs, but it's funny
> how getting into a glider will magnify almost every little
> sloppiness you have in your flying by about 28,000 times........
>
> Stall recognition and recovery is one of those, since you spend a
> large amount of time flying in super rough air at minimum sink
> airspeed, a condition where you're right below stall AOA.
> Even small gusts in the tailwind direction easily put you past the
> critical AOA and into a "gust stall". This happened to me yesterday
> 4 or 5 times during my lesson in the Grob 103 - recovery always
> involved flying by reference to pitch attitude and rarelyby airspeed.
>
> When you're on the tow is another place the ASI can fool you. Lot
> of thimes, it'll read that you're pretty well above stall speed,
> but in fact you're pretty close to the critical AOA, a dangerous
> situation in case of a rope break with an inattentive pilot at the
> controls......
>
> My CFI-G calls pitch attitude the "lifeblood" of flying an
> airplane, I think that's probably the best I've ever heard that put
> by anyone.....
>
> LS
>
> --------
> LS
> FS II
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=182959#182959
>
>
Message 18
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Of course at zero airspeed it's fallin' not stallin' :)
BB
On 13, May 2008, at 1:20 PM, lucien wrote:
>
> [quote="pj.ladd(at)btinternet.com"]The stall thread reminds me that
> during one holiday many years ago I had a couple of glider flights
> with a club called the Flying Seminoles down around Okeefenokee
> way. In a Schweitzer if I remember.
>
> While hangar flying with some guys in the clubhouse one of them
> was relating the story of a flight he made with a certain pilot..
> He said `We came over the hedge at full load with the stall
> warning yelling its f**********n head off. I leaned over the
> pilots shoulder and pushed the stick forward.. He was mad as hell``
>
> There was a pause and the story teller continued " Hell, he sure
> was a sloppy flyer"
>
> Guess you had to be there.
>
> Cheers
>
> Pat
>
>> [b]
>
>
> I know this is a little bit off the topic of Kolbs, but it's funny
> how getting into a glider will magnify almost every little
> sloppiness you have in your flying by about 28,000 times........
>
> Stall recognition and recovery is one of those, since you spend a
> large amount of time flying in super rough air at minimum sink
> airspeed, a condition where you're right below stall AOA.
> Even small gusts in the tailwind direction easily put you past the
> critical AOA and into a "gust stall". This happened to me yesterday
> 4 or 5 times during my lesson in the Grob 103 - recovery always
> involved flying by reference to pitch attitude and rarelyby airspeed.
>
> When you're on the tow is another place the ASI can fool you. Lot
> of thimes, it'll read that you're pretty well above stall speed,
> but in fact you're pretty close to the critical AOA, a dangerous
> situation in case of a rope break with an inattentive pilot at the
> controls......
>
> My CFI-G calls pitch attitude the "lifeblood" of flying an
> airplane, I think that's probably the best I've ever heard that put
> by anyone.....
>
> LS
>
> --------
> LS
> FS II
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=182959#182959
>
>
Message 19
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Wow Arty! I checked out your website. It's so cool all the flying and places
you've been! Hope I can meet you someday.
Hope you had a Happy Mother's Day.
Cristal
do not archive
--------
Cristal
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=182970#182970
Message 20
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| Subject: | Re: Bad experience with California Power Systems |
Lucien:
I have also had great service from MS Light Aircraft. I called them on John Hauk's
recommendation and got great service. I had part numbers in hand when I
called, but didn't need them. I told him what I needed, and he said "let me check...
Yep, I've got 'em" and they were in my hand three days later. He sent
me the right parts by description alone. Nice to order from someone who knows
what they are talking about.
--------
Roger in Oregon
1992 KXP 503 - N1782C
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=182981#182981
Message 21
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| Subject: | Re: Bad experience with California Power Systems |
R. Hankins wrote:
> Lucien:
> I have also had great service from MS Light Aircraft. I called them on John
Hauk's recommendation and got great service. I had part numbers in hand when
I called, but didn't need them. I told him what I needed, and he said "let me
check... Yep, I've got 'em" and they were in my hand three days later. He sent
me the right parts by description alone. Nice to order from someone who knows
what they are talking about.
Well I don't think there's anyone who has more experience with the Rotaxen than
Ronnie Smith (except perhaps Mark Smith in the 2-stroke area).
But especially for the 912, Ronnie Smith is the best in the country. He also happens
to now be an AnP so he works on the big iron (or is at least qualified to)
as well.
He's a regular on Roy Beisswinger's internet radio show and I listen to every single
time that he's on. I've called him occassionally for advice on things here
and there and there's just nothing that the man doesn't know about our rotax
motors.
Lockwood is also very good, but they tend to be a little more doctrinaire about
things, which sometimes Ronnie has a little more field experience with.
For 2-strokes, Mark Smith is another genius who's been doing the 2-stroke motors
for decades. He still does several motors a week, so who knows how many motors
he's brought back to health over the years....
Between these three, you just don't need anyone else for service, advice and parts....
JMO,
LS
--------
LS
FS II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=182987#182987
Message 22
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| Subject: | Re: Firestar project |
At 12:02 PM 5/13/2008, william sullivan wrote:
> NOTE: I screwed up!!!! I installed a fuel restriction tube in the tank,
> to cut it down to 5 gallons. I used a hot glue gun to secure it, and the
> hot glue got soft and mushy from the gas fumes. I removed all of it, and
> will try a gas resistant RTV unless somebody has a better idea. I also
> have to put in a new fuel filter.
Don't use RTV! No RTV will hold up long term to gasoline. The only safe
way is to heat weld something in (if the tank is clean) or a mechanical
connection like a gasketed bulkhead fitting.
I'd say epoxy, but nothing really sticks to the polyethylene that the tanks
are made of.
-Dana
--
Have you any idea how successful censorship is on TV? Don't know the
answer? Hm. Successful. Isn't it?
Message 23
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| Subject: | Re: Bad experience with California Power Systems |
Roger , It seems that CPS hasn't improved any even though it has been 8 yea
rs since I had similar trouble with them . I stopped doing business with th
em after they sent me the wrong fuel pump for my 503 ,I bought the rebuild
kit from another supplier and it worked fine their products and their emplo
yees leave a lot to be desired"as in nothing I want to deal with"Chris=0A
=0A=0A----- Original Message ----=0AFrom: R. Hankins <rphanks@grantspass.co
m>=0ATo: kolb-list@matronics.com=0ASent: Tuesday, May 13, 2008 12:15:29 PM
=0ASubject: Kolb-List: Bad experience with California Power Systems=0A=0A--
ello all:=0AHere is a warning to all about doing business with California P
ower Systems.- I recently rebuilt my 503 as you may have read in an earli
er post.- First, my order arrived partially filled.- The fact that crit
ical parts were not in stock was not mentioned when placing my order, nor w
as I made aware of it till my order arrived short (very frustrating).- Pa
rt of that order was an exchange set of 0.010" over-bored cylinders.- I s
ent mine to them post haste, only to find when my box arrived that they did
n't have any to exchange with me. I called to get an estimated turn around
time and was the guy on the phone could not find my cylinders.- They had
no record of getting my cylinders.- I looked up the tracking information
and called them back with a name and date of arrival.- The guy put me on
hold for about ten minutes and came back with "I don't see them anywhere, t
hey MAY have gotten sent out.- I left my number and asked to be called wh
en someone
could locate them.- =0A=0AMeanwhile I began inspecting the other parts.
- The piston pins I received had been handled with bare hands at some tim
e in the past and finger prints were corroded into them.- I ordered repla
cements elsewhere and sent them back two days after receiving my order.-
Once again I needed my tracking number.- Two weeks later, I called about
getting a credit for the returned pins.- I got the same "I don't see them
anywhere, are you sure we got them?" routine.- I got the distinct impres
sion that without proof of receipt, I would be out of luck.- I called bac
k the next day with my tracking number, got a different person on the phone
and the same "are you sure we got them?" response.- Turns out the guy I
was talking to was the very person who had signed for them nearly two weeks
earlier.- I have been calling them a couple of times a week about credit
ing me for my return.- I always get "are you sure we got them?" =0A=0AI j
ust got off of the phone with them this morning.- I was assured My card w
ill be credited tomorrow, ONE MONTH after getting my return.- They will g
et no further business from me and I hope from this list.=0A=0AIn their def
ense, the company who they sent my cylinders to, D & F Aviation in Goldsbor
o, NC did a masterful job.- A tool an die maker friend used his very expe
nsive bore-guage to check the job, and both cylinders were within 0.0003" o
f spec for diameter and were true and straight to 0.0002".- Can't complai
n about that.- The ports were deburred and the honing was perfect.=0A=0AA
nyway, if you do any business with CPS, expect lousy service if you must re
turn anything and send it SIGNATURE REQUIRED or you may not get your money
back.- Your mileage may vary, but I doubt it.=0A=0A--------=0ARoger in Or
egon=0A1992 KXP 503 - N1782C=0A=0A=0A=0A=0ARead this topic online here:=0A
=0Ahttp://forums.matronics.com/viewtopic.php?p=182941#182941=0A=0A=0A=0A
- - - - - - - - - - - - - -Matt Dralle, List Admi
======0A=0A=0A
Message 24
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| Subject: | Re: Firestar project |
This is for William, Plase excuse my ignorance but why not just install a 5
gal. tank istead of risking your life on hot glue or any other remake Im s
ure you- have spent more time and time being money trying to shrink your
tank? Chris =0A=0A=0A=0A----- Original Message ----=0AFrom: Dana Hague <d-m
-hague@comcast.net>=0ATo: kolb-list@matronics.com=0ASent: Tuesday, May 13,
2008 5:37:35 PM=0ASubject: Re: Kolb-List: Firestar project=0A=0A--> Kolb-Li
st message posted by: Dana Hague <d-m-hague@comcast.net>=0A=0AAt 12:02 PM 5
/13/2008, william sullivan wrote:=0A=0A>- NOTE: I screwed up!!!! I instal
led a fuel restriction tube in the tank, =0A> to cut it down to 5 gallons.
I used a hot glue gun to secure it, and the =0A> hot glue got soft and mush
y from the gas fumes. I removed all of it, and =0A> will try a gas resistan
t RTV unless somebody has a better idea. I also =0A> have to put in a new f
uel filter.=0A=0ADon't use RTV!- No RTV will hold up long term to gasolin
e.- The only safe =0Away is to heat weld something in (if the tank is cle
an) or a mechanical =0Aconnection like a gasketed bulkhead fitting.=0A=0AI'
d say epoxy, but nothing really sticks to the polyethylene that the tanks
=0Aare made of.=0A=0A-Dana=0A--=0A- Have you any idea how successful cens
orship is on TV?- Don't know the =0Aanswer?- Hm.- Successful.- Isn'
- - - - - - - - - - - - - -Matt Dralle, List Admi
======0A=0A=0A
Message 25
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| Subject: | Re: Firestar project |
William I have a 5 gallon tank you can have it for shipping cost it was in
my old firestar with the bottom fitting it worked great but I installed a 10
Gallon tank to replace it
Ellery in Maine
do not archive
In a message dated 5/13/2008 6:50:39 P.M. Eastern Daylight Time,
capedavis@yahoo.com writes:
This is for William, Plase excuse my ignorance but why not just install a 5
gal. tank istead of risking your life on hot glue or any other remake Im sure
you have spent more time and time being money trying to shrink your tank?
Chris
----- Original Message ----
From: Dana Hague <d-m-hague@comcast.net>
Sent: Tuesday, May 13, 2008 5:37:35 PM
Subject: Re: Kolb-List: Firestar project
(mailto:d-m-hague@comcast.net) >
At 12:02 PM 5/13/2008, william sullivan wrote:
> NOTE: I screwed up!!!! I installed a fuel restriction tube in the tank,
> to cut it down to 5 gallons. I used a hot glue gun to secure it, and the
> hot glue got soft and mushy from the gas fumes. I removed all of it, and
> will try a gas resistant RTV unless somebody has a better idea. I also
> have to put in a new fuel filter.
Don't use RTV! No RTV will hold up long term to gasoline. The only safe
========
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Message 26
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| Subject: | Re: Bad experience with California Power Systems |
What you all may be experiencing is the effects of the slow economy
and slow down in the UL market itself. I would suspect they have
reduced their staff to bare bones and those remaining are over
whelmed. It seems to work out that way.
jerb
At 11:29 AM 5/13/2008, you wrote:
>
>
>R. Hankins wrote:
> > Hello all:
> > Here is a warning to all about doing business with California
> Power Systems.
>
>
>I"ll second this.
>
>Has anyone seen the 2-stroke teardown/rebuild video from CPS?
>
>If not, it might be worth a few bucks to get it to convince yourself
>you never, ever want to send your motor over there for any reason.
>Likewise with parts.... I've never seen engine parts manhandled like
>that before in my life.....
>
>For motor work, I'd suggest Ronnie Smith at south Mississippi light
>aircraft, Mark Smith at tristate kite sales in IN (2-stroke only but
>has decades of Rotax experience), and lockwood aviation in FL.
>
>LS
>
>--------
>LS
>FS II
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=182947#182947
>
>
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