Today's Message Index:
----------------------
1. 03:50 AM - Re: Re: fuel line? (Dana Hague)
2. 05:40 AM - Kolb List Re: fuel line (william sullivan)
3. 06:46 AM - Re: fuel line? (N111KX (Kip))
4. 07:19 AM - Re: Kolb List Re: fuel line (pj.ladd)
5. 08:36 AM - Re: fuel line? (JetPilot)
6. 08:58 AM - Kolb List Re: fuel line (lucien)
7. 09:10 AM - Re: fuel line (Jack B. Hart)
8. 09:10 AM - Re: Re: fuel line? (John Hauck)
9. 09:12 AM - Re: C box bearings (Steven Green)
10. 09:23 AM - Re: Kolb List Re: fuel line (John Hauck)
11. 10:11 AM - Re: Kolb List Re: fuel line (Dana Hague)
12. 10:21 AM - Re: Kolb List Re: fuel line (Dana Hague)
13. 11:25 AM - Re: Kolb List Re: fuel line (John Hauck)
14. 03:30 PM - Re: Kolb List Re: fuel line (Dana Hague)
15. 03:45 PM - Firestar II kit in progress for sale (curtis groote)
16. 03:49 PM - Firestar II kit in progress for sale (curtis groote)
17. 04:51 PM - N4201G ()
18. 04:57 PM - Re: C box bearings (herb)
19. 05:26 PM - Re: fuel line? (JetPilot)
20. 05:27 PM - Mark III performance (clrprop)
21. 05:27 PM - Re: Kolb List Re: fuel line (John Hauck)
22. 06:58 PM - airspeed tubing (cristalclear13)
23. 07:27 PM - Re: airspeed tubing (robert bean)
24. 09:40 PM - Re: Ike report (DAquaNut@aol.com)
25. 09:51 PM - Re: airspeed tubing (lcottrell)
Message 1
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At 12:01 AM 9/16/2008, JetPilot wrote:
>If your fuel system were properly designed, you would not have the need to
>look for little bubbles in the fuel line....There is also no need for
>primer bulbs that fail, causing air, or blockages in the fuel line. A 40
>dollar Facet pump solves all these problems and more. If you start to get
>vapor lock in flight, the ability to see those gas bubbles are forming in
>the fuel line is not going to make your engine run.
>
>I have to agree with you on one thing, if you are making the mistake of
>using a pump to suck fuel up from a tank, then you probably have a need to
>look for bubbles in the fuel line..... When I saw all the bubbles forming
>in the line after the filter, it became obvious to me that this was
>hazardous.....
Some of us don't have the luxury of pushing the fuel up with an electric
fuel pump, and a pulse pump can be located only so far from the engine. I
no longer have a primer bulb, but one can get a blockage from many
things... including moisture in the paper filter shown in your pictures.
-Dana
--
Can I deduct last years taxes as a bad investment?
Message 2
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| Subject: | Re: Kolb List Re: fuel line |
- On my 447 I had clear fuel line- Tygon- and a clear fuel filter.- I a
lso questioned the bubbles in the line, and air in the filter.- I had tri
ed bleeding the system, but always ended up with a visible flow of bubbles.
- No apparent leaks or loose clamps.- John H. advised ignoring it, and
it didn't seen to affect engine rpm.- Possibly it was cavitation, as the
pulse pump was quite close to the engine, and the "lift" was over a foot.
- Dana's last comment was that a pulse pump (Mikuni) could only be locate
d a limited distance away from the engine.- How far can it be located fro
m the engine?- Mine was bolted near the base of the engine, and it was ve
ry close to being hit by the aileron control horn when folded.-
-
-------------------------
------------------- Bill Sullivan
Message 3
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I have had great success with automotive "fuel injection" tubing from NAPA or similar.
It's black, very stiff and durable. Sorry that I don't have a part#. I
use metal hose clamps also. Never had a fuel problem in 8 years.
Kip
--------
Kip
Firestar II, N111KX
Waiex, N111YX
Quickie 1, N111QX
Atlanta
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 4558#204558
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| Subject: | Re: Kolb List Re: fuel line |
I am fascinated by all the discussion about fitting an extra fuel pump.
Has anyone actually checked to see what percentage of fuel pumps have
failed. It seems to me, ignorant as I am, that all the complications of
setting up a back up pump merely increase the risk of something going
wrong.
What about doubling up on the control cables? If they part you really do
have trouble. Whatever happened to simple, slow, cheap flying..
puzzled
Pat
Message 5
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Dana wrote:
>
>
> but one can get a blockage from many
> things... including moisture in the paper filter shown in your pictures.
>
> -Dana
> --
>
This is true, paper filter elements can be very problematic with the ethanol now
found in most gasoline. I will take some pictures of the second version of
my fuel system and post them soon. The paper fuel filter has been replaced with
a Challenger Stainless Steel 10 micron fuel filter from Aircraft Spruce.
It was expensive, but after reading the EAA's statistics on the percentage of
experimental aircraft failures caused by bad fuel system design, I decided it
was worth the 130 dollars for the filter. The stainless steel filter is designed
to be taken apart and cleaned, so it should be a one time purchase.
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 4590#204590
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| Subject: | Re: Kolb List Re: fuel line |
pj.ladd(at)btinternet.com wrote:
> I am fascinated by all the discussion about fitting an extra fuel pump.
>
> Has anyone actually checked to see what percentage of fuel pumps have failed.
It seems to me, ignorant as I am, that all the complications of setting up
a back up pump merely increase the risk of something going wrong.
>
> What about doubling up on the control cables? If they part you really do have
trouble. Whatever happened to simple, slow, cheap flying..
>
> puzzled
>
> Pat
>
>From most field experience with the Rotax motors that I'm aware of, fuel pump
failures are very rare compared to other things that tend to go wrong. Even the
pneumatic pumps for the 2-strokes very rarely give problems.
I've never felt the need for a backup electric pump in any of my planes because
of this. I try to keep the system as simple as possible so that the backup pump
isn't needed for fuel flow reasons.
My experience with engine trouble and engine outs is generally that you don't want
to try to debug a quit or sagging engine in the air anyway. I muchly prefer
to get the plane on the ground first and ignore that until I'm down. By the
time I could diagnose that it was actually the fuel pump that's bad the prop would
likely be already stopped anyway and continued fiddling would only hinder
my chances at a good emergency out-landing.
That's just what works for me and I'm not suggesting that for anyone else. I just
don't like long checklists when trouble with the fan starts; at that point
I'd rather make the landing field choice and start setting up the approach rather
than going through some long procedure.
The engine out I had in my trike was the very best lesson on this for me that I
ever had in my flying career.
So, MHO is that the addition of the backup electric pump where it's not needed
for fuel flow reasons isn't worth the extra complexity, wiring etc. that it adds,
due to the very low chances it'd ever be needed with the Rotax pumps.
Again only MHO and not a suggestion for others,
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 4594#204594
Message 7
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From: "pj.ladd" <pj.ladd@btinternet.com>
>
I am fascinated by all the discussion about fitting an extra fuel pump.
Has anyone actually checked to see what percentage of fuel pumps have
failed. It seems to me, ignorant as I am, that all the complications of
setting up a back up pump merely increase the risk of something going
wrong.
What about doubling up on the control cables? If they part you really do
have trouble. Whatever happened to simple, slow, cheap flying..
>
Pat,
I believe it has to do with "comfort level". If you have the same two of
anything, the cost and weight and the chance of a failure for that item
doubles. I have two retired Air Force brother-in-laws, who believe it is
dangerous to fly with anything less than four engines and a redundancy of at
least two on every other support system.
As far as the fuel pump is concerned, I test it on each take off. If the
engine will not come up to max rpm, I will change it out. I use clear line
from the pump to the carburetor, so I can see that the carburetor float bowl
is completely primed by the fuel bulb pump. I remove the float bowl
periodically to check for debris and water. So far, I have never found any.
Once a year I remove the tank and remove debris from the bottom. I may
find a dime's volume of water in the tank. I purge my four 2.5 gallon fuel
transport and oil mixing tanks twice a year. This has been a simple, light
weight, and reliable fuel system for the FireFly. I do not consider it to
be substandard.
If I could figure out how to select the correct pitch wood propeller on the
first pick, I would be flying with a wood propeller.
Jack B. Hart FF004
Winchester, IN
Message 8
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> This is true, paper filter elements can be very problematic with the
ethanol now found in most gasoline. I will take some pictures of the second
version of my fuel system and post them soon. The paper fuel filter has
been replaced with a Challenger Stainless Steel 10 micron fuel filter from
Aircraft Spruce. It was expensive, but after reading the EAA's statistics
on the percentage of experimental aircraft failures caused by bad fuel
system design, I decided it was worth the 130 dollars for the filter. The
stainless steel filter is designed to be taken apart and cleaned, so it
should be a one time purchase.
>
> Mike
Mike B:
I don't like paper element fuel filters, primarily because we had so much
trouble with them and moisture back in the 1980's. More than 20 years ago,
the industry has done a good job of improving the composition of paper
elements in fuel filters. I haven't heard of this problem in many years.
There is nothing wrong with the fuel systems we have been using in our
ultralights and light planes for the 24 years that I have been playing with
these things. Mikuni has a good reputation of "pulling" fuel from low tanks
to feed the two strokes. Pierberg fuel pumps used on 912 series engines
have been around for decades. Very popular on German autos, Opel, Taunas,
and others. It is also a good puller. I can account for more than 14,000
gallons of fuel being pulled through my Pierbergs, up 14,500 feet above sea
level, in my mkIII alone. I don't think we need to reinvent our fuel
systems, but we do need to insure they are serviceable, whether we use clear
plastic or expensive aviation type fuel line. I for one would not spend
130.00 for a fuel filter, when the purolator filter I have been using since
1984, on all three of my airplanes, has done an excellent job. That's
right. Nearly 5,000 operational hours, from the 35 hp Cuyuna to the 100 hp
912ULS, this little filter has been doing its job. Have no idea how many
nylon elements have gone through it, but it still works great, except for
the first night it was installed on my Ultrastar. Either I over tightened
the filter or had a bad glass cylinder, but the glass had broken during the
night and my 6 gallons of mogas had drained out of the new 6 gallon tank. I
made one modification to the filter, replaced the glass with the same size
7/8 X .058 6061T6 aluminum tube, never having that problem again. My good
friend, John W, flew with the same filter and the glass cylinder with no
problems. I have one on my Onan generator that has been in operation
several thousand hours, with glass cylinder, and no problems.
I am happy that you have updated your fuel system. I thought Bryan Milburn
had done a pretty good job when he built your MKIIIx and installed the fuel
system. However, I am sure your updates have improved your fuel system.
Because you made these updates is not an indication that the rest of us out
here in Kolb Land are wrong and need to follow suit.............
I try not to tell others to do what I do. I like to tell and show them what
I have done, then leave it up to them to make the decision what they want to
do with their individual airplanes. I can assure you, in the past 24 years
I have seen some aircraft applications and systems that were pretty
frightening to me, but did not phase the folks that were flying the
airplanes.
I use what I use on my airplane because I have proven to myself that it
works. There are times that my stuff failed, but I had to get out there and
put a lot of time on the aircraft to test it. If I see something that will
improve my airplane, an idea that someone else has come up with, I will make
the change to my airplane if I feel that it is worthwhile and I can afford
it.
Got to go get my mkIII ready to fly to the Kolb Homecoming. Bruce Chaison
is flying his MKIII from Louisiana to Wetumpka airport tomorrow, RON with
James Tripp, then we three will fly to Labhart Field Thursday morning.
Weather for the Homecoming looks great!!!
See you all then...............
john h
mkIII
Message 9
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| Subject: | Re: C box bearings |
I am working from memory here soooo.. If it is SKF's numbering system, the
6000 series bearings are deep grove single row ball bearings. The C3 suffix
means that the bearing has greater than normal internal radial clearance.
The C3 IS important.
Steven Green
----- Original Message -----
From: "herb" <herbgh@nctc.com>
Sent: Monday, September 15, 2008 10:49 AM
Subject: Re: Kolb-List: C box bearings
>
> Looking at the cps catalog...I see that the bearings for the c and e gear
> boxes are the same 932-420 #23 is a 6205 C3 , 932-820 #14 is a 6305
> C3, 932-570 is a 6306 C3.. C3 means deep groove near as I can tell..
> All seals seem to be standard...off the shelf parts.. same for bearings..
> The difference being that they are about one fourth to one third as
> expensive as CPS prices...
>
> That said...ran into a wall...with the roller bearing that supports the
> back of the propeller shaft.. #11... $101 at CPS.. I can measure
> it and come up with a fit..but would be nice to have the generic number if
> someone on the list has it at hand...
>
> The oil seals run from 20 to 70 bucks...at CPS.. usually cost 3 or 4
> bucks each at a bearing house... Herb
>
>
>
Message 10
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| Subject: | Re: Kolb List Re: fuel line |
> So, MHO is that the addition of the backup electric pump where it's not
needed for fuel flow reasons isn't worth the extra complexity, wiring etc.
that it adds, due to the very low chances it'd ever be needed with the Rotax
pumps.
>
> Again only MHO and not a suggestion for others,
>
> LS
Lucien:
Boost pump doesn't really increase complexity of the system; a Facet pump, a
little wire, and a switch. I put the boost pump in line.
All the aircraft I have flown prior to getting into ultralights had boost
pumps. It is automatic for me to flip the switch if I have an engine
problem. Flipping the boost pump switch to the on position, or doing
nothing if the switch is already on during take offs, landings, and low
level flying.
In addition to filling the float bowl prior to engine start, (eliminates the
primer bulb), it is a little insurance to keep you going should your main
engine pump fail.
That's why I use mine...
john h'
mkIII
Message 11
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| Subject: | Re: Kolb List Re: fuel line |
At 08:39 AM 9/16/2008, william sullivan wrote:
> On my 447 I had clear fuel line- Tygon- and a clear fuel filter. I
> also questioned the bubbles in the line, and air in the filter. I had
> tried bleeding the system, but always ended up with a visible flow of
> bubbles. No apparent leaks or loose clamps. John H. advised ignoring
> it, and it didn't seen to affect engine rpm. Possibly it was cavitation,
> as the pulse pump was quite close to the engine, and the "lift" was over
> a foot. Dana's last comment was that a pulse pump (Mikuni) could only be
> located a limited distance away from the engine. How far can it be
> located from the engine? Mine was bolted near the base of the engine,
> and it was very close to being hit by the aileron control horn when folded.
The Cuyuna manual says the pulse line should be 6 inches long or
less. Also the pump should always be located above the pulse line
connection on the crankcase, so that any fluid that gets into the pulse
line can drain back down into the engine.
There's always a bit of air visible in my clear glass fuel filter. When I
start the engine, some bubbles move through the fuel line toward the pump,
and a few more when I first go to full throttle. However, I never see them
downstream of the pump, which is why I'm fairly certain they're minor
cavitation, or dissolved air coming out of solution. The time I had the
blockage in the [now removed] primer bulb, there were bubbles downstream of
the pump as well, indicating that there _was_ a leak.
-Dana
--
Resist militant "normality" -- A mind is a terrible thing to erase.
Message 12
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| Subject: | Re: Kolb List Re: fuel line |
At 10:17 AM 9/16/2008, pj.ladd wrote:
>I am fascinated by all the discussion about fitting an extra fuel pump.
>
>Has anyone actually checked to see what percentage of fuel pumps have
>failed. It seems to me, ignorant as I am, that all the complications of
>setting up a back up pump merely increase the risk of something going wrong.
>
>What about doubling up on the control cables? If they part you really
>do have trouble. Whatever happened to simple, slow, cheap flying..
The previous owner of my plane had an engine failure on his very first solo
flight when a new (but sitting on the shelf for several years) Mikuni pump
failed... the diaphragm was shot. (He got it down on the airport with only
a broken landing gear). I'll simply replace or rebuild the pump every
winter... it's cheap insurance.
I also installed a fuel pressure gauge, not because I really need it, but
because I had it laying around. The pressure is pretty constant, so if I
see it drop I'll know it's time to poke around a bit.
I'd be a lot less worried about control cables which are far stronger than
they need to be, and which I can see during my preflight, than I am about
hidden rubber flaps and diaphragm vibrating madly inside a fuel pump.
-Dana
--
Resist militant "normality" -- A mind is a terrible thing to erase.
Message 13
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| Subject: | Re: Kolb List Re: fuel line |
Dana:
How does the little mikuni pump do, pressure-wise?
Will is maintain 3 to 5 psi?
Just curious.
How do you inspect your control cables?
Can't remember for sure, but do no think there are any fairleads on the US.
I have some on my mkIII, and can not remember if there were any on the or
iginal Firestar. Normal aging process..............
john h
mkIII - With fresh Shell Rotella T Full Synthetic 5W40 diesel oil and a Fra
m TG3614. Good for another 25 to 50 hours.
I also installed a fuel pressure gauge, not because I really need it, bu
t because I had it laying around. The pressure is pretty constant, so if I
see it drop I'll know it's time to poke around a bit.
I'd be a lot less worried about control cables which are far stronger tha
n they need to be, and which I can see during my preflight, than I am about
hidden rubber flaps and diaphragm vibrating madly inside a fuel pump.
-Dana
Message 14
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| Subject: | Re: Kolb List Re: fuel line |
At 02:25 PM 9/16/2008, John Hauck wrote:
>Dana:
>
>How does the little mikuni pump do, pressure-wise?
>
>Will is maintain 3 to 5 psi?
3-4 psi, a bit less at idle. Another good check (of the pump check valves
as well as the float needle) is that it holds pressure for awhile after
shutting down the engine.
>How do you inspect your control cables?
>
>Can't remember for sure, but do no think there are any fairleads on the US...
Just a visual check, with particular attention to where they go around the
pulleys, the most likely point of failure, and look for any signs of
slippage at the nicopress swages (highly unlikely if they were done
correctly and survived this long). Security of clevis and cotter pins and
turnbuckle wiring, and any unusual feel or noise when the controls are
moved. No, no fairleads... the nice thing about the US is that everything
is out in the open and visible; I even can (and do) peer down the inside of
the boom tube before putting the gap seal on.
-Dana
--
What has four legs and an arm? A happy pit bull.
Message 15
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| Subject: | Firestar II kit in progress for sale |
Message 16
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| Subject: | Firestar II kit in progress for sale |
I'm in various stages of the covering process, but too many other things go
ing on to allow completion. Cost of materials so far $11,367.-- South D
akota.
cgroote1@yahoo.com---- 605-348-7170
=0A=0A=0A
Message 17
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Sorry to say that I must sell my Mark III Classic for $25,000. Will show it on
Sept. 23rd at hanger #30, Susanville, CA airport. Call for details a/c 916,
722-9692
Vic Gibson (must sell hanger also)
Message 18
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| Subject: | Re: C box bearings |
Steve
The 6000 series seems to be made by everyone.. judging by the
Google search.. I am not absolutely certain, but I think that the C
box uses std 6000 series bearings with the C3 suffix... Herb
At 11:07 AM 9/16/2008, you wrote:
>
>
>I am working from memory here soooo.. If it is SKF's numbering
>system, the 6000 series bearings are deep grove single row ball
>bearings. The C3 suffix means that the bearing has greater than
>normal internal radial clearance. The C3 IS important.
>
>Steven Green
>
>----- Original Message ----- From: "herb" <herbgh@nctc.com>
>To: <kolb-list@matronics.com>
>Sent: Monday, September 15, 2008 10:49 AM
>Subject: Re: Kolb-List: C box bearings
>
>
>>
>>Looking at the cps catalog...I see that the bearings for the c and
>>e gear boxes are the same 932-420 #23 is a 6205
>>C3 , 932-820 #14 is a 6305 C3, 932-570 is a 6306 C3.. C3 means
>>deep groove near as I can tell.. All seals seem to be
>>standard...off the shelf parts.. same for bearings.. The
>>difference being that they are about one fourth to one third as
>>expensive as CPS prices...
>>
>> That said...ran into a wall...with the roller bearing that
>> supports the back of the propeller shaft.. #11... $101 at
>> CPS.. I can measure it and come up with a fit..but would be
>> nice to have the generic number if someone on the list has it at hand...
>>
>> The oil seals run from 20 to 70 bucks...at CPS.. usually cost 3
>> or 4 bucks each at a bearing house... Herb
>>
>>
>>
>>
>
>
Message 19
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John Hauck wrote:
>
>
> I try not to tell others to do what I do. I like to tell and show them what
> I have done, then leave it up to them to make the decision what they want to
> do with their individual airplanes.
>
> john h
> mkIII
John,
Most of the time I am smart enough to do what you do without being told [Wink]
When I have a question, or need to see the best way to do something on a Kolb,
the first thing I do is pull up all the pictures I have taken of you plane.
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 4686#204686
Message 20
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| Subject: | Mark III performance |
Could someone post the perfomance data for the Mark III C / 582 ?
I've e-mailed Kolb a couple of times but haven't heard back. Is there a pilot operating
handbook for this plane?
Thxs
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| Subject: | Re: Kolb List Re: fuel line |
Dana:
We used to have problems with the sides of the micarta pulleys wearing if t
hey were a little out of alignment. Not a big problem, but something I lik
ed to keep my eye on.\
john h
mkIII
Just a visual check, with particular attention to where they go around t
he pulleys,
-Dana
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Started to take off with my son tonight...increased throttle, raised the tailwheel,
glanced down to check the instruments and saw my airspeed indicator was not
moving. So I decreased the throttle and managed to keep it on the ground.
Luckily it was a hot evening and I wasn't by myself otherwise I would have been
off the ground quicker than a wink and then would have had to land it w/o the
ASI working. I have landed a Cessna w/o ASI but it is not fun.
The strange thing is I went to go fly by myself this morning...all was clear- no
ceiling and 7 miles visibility. I grabbed my gas cans, went to the station
to fill them up and as soon as I headed back to the airport the airport was covered
in thick fog and had a 400 foot ceiling. Just 10 minutes probably had passed.
So I didn't get to fly by myself this morning...good thing!
After my son and I got out of the plane I looked inside the very front of the nosecone
and saw that the airspeed tubing was cut right in two. It is a thick
plastic tubing...I don't know what to replace it with.
--------
Cristal Waters
Mark II Twinstar
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| Subject: | Re: airspeed tubing |
Cut in two? vandalism?
Any plastic tube that is flexible will do. Neither the pitot nor the
static endure any real pressure.
All my tubing is from a roll of HVAC black poly used by industrial
building mechs.
Try ACE hardware or a heating/cooling supply if you don't care to
wait for an aviation supplier.
BB
On 16, Sep 2008, at 9:58 PM, cristalclear13 wrote:
> <cristalclearwaters@gmail.com>
>
> Started to take off with my son tonight...increased throttle,
> raised the tailwheel, glanced down to check the instruments and saw
> my airspeed indicator was not moving. So I decreased the throttle
> and managed to keep it on the ground. Luckily it was a hot evening
> and I wasn't by myself otherwise I would have been off the ground
> quicker than a wink and then would have had to land it w/o the ASI
> working. I have landed a Cessna w/o ASI but it is not fun.
>
> The strange thing is I went to go fly by myself this morning...all
> was clear- no ceiling and 7 miles visibility. I grabbed my gas
> cans, went to the station to fill them up and as soon as I headed
> back to the airport the airport was covered in thick fog and had a
> 400 foot ceiling. Just 10 minutes probably had passed. So I
> didn't get to fly by myself this morning...good thing!
>
> After my son and I got out of the plane I looked inside the very
> front of the nosecone and saw that the airspeed tubing was cut
> right in two. It is a thick plastic tubing...I don't know what to
> replace it with.
>
> --------
> Cristal Waters
> Mark II Twinstar
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p 4699#204699
>
>
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Well,
I survived the storm along with the Firefly. Been cutting trees for 3
days. No major damage to the property. No damage to the Firefly, at all. The
hangar that Jimmy was in ,before he moved His Firestar, was only 4 feet away
from my hangar! I am typing using power from my trusty Honda generator. Dont
expect power to be on before we leave for Kentucky. If I can get packed and to
the airport, and everything secured here My wife and I should be up there ,
Thurs. eve or Fri. morn. God willing.
Ed ( in wind altered Houston)
P S Guess it was my turn Beauford
**************Psssst...Have you heard the news? There's a new fashion blog,
plus the latest fall trends and hair styles at StyleList.com.
(http://www.stylelist.com/trends?ncid=aolsty00050000000014)
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| Subject: | Re: airspeed tubing |
Cristal,
Mine uses regular fuel line tubing. Your petio tube should be 1/8 inch alum.
Larry C
--------
do not archive
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