Today's Message Index:
----------------------
1. 05:22 AM - 447 tuning tips (2danglico)
2. 05:33 AM - Re: Re: fuel line? (Richard Girard)
3. 05:37 AM - Re: 447 tuning tips (Richard Girard)
4. 09:52 AM - Re: LSA's and FAR 61.319 (TheWanderingWench)
5. 01:46 PM - Re: LSA's and FAR 61.319 (Richard Girard)
6. 02:12 PM - Re: 447 tuning tips (gary aman)
7. 02:34 PM - Re: 447 tuning tips (2danglico)
8. 02:56 PM - Re: 447 tuning tips (JetPilot)
9. 03:08 PM - Re: fuel line? (JetPilot)
10. 08:35 PM - Re: Re: 447 tuning tips (Richard Girard)
Message 1
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Hi guys,
I've got rid of the surging and stumbling at part throttle I was having. Adjusting
the jet needle down one groove did the trick. It even brought my EGT more
in line 900-1000. However my CHT's remained unchanged and are still showing below
300. The front one is closer to 250. This has me a little concerned but the
engine seems to be running smooth and the plugs don't indicate a rich condition.
I was wondering if dropping a size down on the main jet would be a good idea?
Also I can only manage 6100 rpm at WOT. Is this just the prop pitch that
dictates max engine speed or am I not making full power? Thanks for any advice.
John Tempest
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 4898#204898
Message 2
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John, That was what I was trying to point out. Mine is 16 years old. These
filters used to be well made and a good value, but what is sold today only
looks like those under very casual inspection. If you look at them closely
they reveal themselves to be junk. I wouldn't have one on my lawn mower. I
thought it might be just that particular brand, but I have been unable to
find one made like the one I bought years ago.I tried to find the Purolator
version of this filter but it doesn't appear in their online catalog and I
couldn't find it at any of the aftermarket suppliers either.
Caveat emptor.
Rick
On Wed, Sep 17, 2008 at 9:48 PM, John Hauck <jhauck@elmore.rr.com> wrote:
> Rick:
>
> Most of us bought a Purolator. Been using one for 24 years, and about
> 4,300 hours on my three Kolbs. Only problem I had with mine was a cracked
> glass cylinder the first night it was on my Ultrastar. Replaced it with a
> piece of aluminum tube, 7/8X.058, and have been filtering fuel every since,
> almost 18,000 gallons. ;-)
>
> Most all the popular parts houses have the Purolator fuel filter with glass
> cylinder and nylon mesh filter.
>
> One of the convenient thing about this filter is the small elements and "0"
> rings. They fit in my flight bag, taking up nearly no space. I can stick a
> couple replacements in there. Changing out requires a common screw driver
> and a 1/2" or 13mm wrench. Pretty simple. I like it that way.
>
> john h
> mkIII
>
>
> Dennis, all, I have recent experience with the filter you describe marketed
> under the Mr. Gasket brand name. In a word it was junk.
> Just my experience, yours might be different.
>
> Rick
>
>
> *
>
>
Message 3
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Subject: | Re: 447 tuning tips |
John, Where are you getting the WOT reading, on the ground or in the air?
Rick
On Thu, Sep 18, 2008 at 7:22 AM, 2danglico <john.tempest@basf.com> wrote:
>
> Hi guys,
> I've got rid of the surging and stumbling at part throttle I was having.
> Adjusting the jet needle down one groove did the trick. It even brought my
> EGT more in line 900-1000. However my CHT's remained unchanged and are still
> showing below 300. The front one is closer to 250. This has me a little
> concerned but the engine seems to be running smooth and the plugs don't
> indicate a rich condition. I was wondering if dropping a size down on the
> main jet would be a good idea? Also I can only manage 6100 rpm at WOT. Is
> this just the prop pitch that dictates max engine speed or am I not making
> full power? Thanks for any advice. John Tempest
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p 4898#204898
>
>
Message 4
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Subject: | Re: LSA's and FAR 61.319 |
Do you have the telephone number of the FAA Light Sport Branch?
I'm coming up on my biennial. I took my original checkride in my single seat taildragger.
I know I can't take my biennial in it. So I have a number of questions:
1. Can I get a biennial from any CFI, or do I need to get it from a DPE? (I think
that right now we can get a Sport Pilot biennial from any CFI - and that's
what the FAA is trying to change in the current NPRM.)
2. Do I need to take the biennial in a taildragger? If I take it in a tricycle
gear, it looks as though I can "pass" the biennial in a tricycle gear, but still
will not be able to get a tricycle gear endorsement without instruction from
one CFI (61.321a) and then getting a checkride from a different CFI (61.321b)
and then applying to the FAA (61.321c) and when I get something back from them,
going back to the proficiency checkride CFI and getting them to write a logbook
endorsement.
Thanks -
Arty Trost
Maxair Drifter
Sandy, Oregon
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."
--- On Fri, 9/12/08, Richard Girard <aslsa.rng@gmail.com> wrote:
> From: Richard Girard <aslsa.rng@gmail.com>
> Subject: Kolb-List: LSA's and FAR 61.319
> To: "kolb-list@matronics.com" <kolb-list@matronics.com>
> Date: Friday, September 12, 2008, 9:23 AM
> Following the various posts on LSA endorsements and reading
> 61.319, I was in
> the dark about the meaning of "sets of aircraft"
> so I called the FAA Light
> Sport Branch this morning for clarification. They explained
> it and referred
> me to:
> http://www.faa.gov/licenses_certificates/airmen_certification/sport_pilot/media/aircraft_sets.pdf
>
> So, here's the deal as explained by Tom, Rich and Joe
> (yes, it took all
> three to get the definitive answers).
> If your endorsement is for a tricycle gear aircraft whose
> maximum cruise
> speed is under 87 knots you are good to go in ALL tricycle
> gear LSA's,
> qualifying certified aircraft, or E-AB's (again
> provided they qualify to be
> flown by a sport pilot) that has a max cruise speed under
> 87 knots. This is
> a set of aircraft.
> Same goes for taildraggers. If you flew a Kolb with a max
> cruise speed under
> 87 knots to get your endorsement, you can fly a Firefly,
> Firestar, Mk III,
> whatever. It doesn't even have to be a Kolb, perish the
> thought. As long as
> it drags its tail and cruises at less than 87 knots
> you're legal.
> HOWEVER, a set of aircraft is a set of aircraft and they
> are NOT backward
> compatible. If your endorsement is for AP-5 (tricycle gear
> max cruise
> greater than 87 knots you are NOT good to go in AP-1
> (tricycle gear max
> cruise less than 87 knots). The same goes AP-6 and AP-2.
> This applies to Light Sport certificate holders ONLY. If
> you're a PPL pilot
> exercising the light sport privilege you need a tail
> dragger endorsement
> (unless you are grandfathered in) to fly a tail dragger and
> that's it.
> BFR's. They can't be done in a single place
> aircraft and getting one in a
> different set of aircraft does NOT equal an endorsement. If
> you satisfied
> your instructor that you qualified for the endorsement
> he/she can give it,
> but it's not automatic just because your BFR
> requirement is met.
> Hope this helps, and thanks for the discussion, it gives me
> an article for
> next month's newsletter.
>
> Rick
Message 5
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Subject: | Re: LSA's and FAR 61.319 |
Arty, 1-405-954-6400.
Rick
On Thu, Sep 18, 2008 at 11:52 AM, TheWanderingWench <
thewanderingwench@yahoo.com> wrote:
> thewanderingwench@yahoo.com>
>
> Do you have the telephone number of the FAA Light Sport Branch?
>
> I'm coming up on my biennial. I took my original checkride in my single
> seat taildragger. I know I can't take my biennial in it. So I have a
> number of questions:
> 1. Can I get a biennial from any CFI, or do I need to get it from a DPE? (I
> think that right now we can get a Sport Pilot biennial from any CFI - and
> that's what the FAA is trying to change in the current NPRM.)
> 2. Do I need to take the biennial in a taildragger? If I take it in a
> tricycle gear, it looks as though I can "pass" the biennial in a tricycle
> gear, but still will not be able to get a tricycle gear endorsement without
> instruction from one CFI (61.321a) and then getting a checkride from a
> different CFI (61.321b) and then applying to the FAA (61.321c) and when I
> get something back from them, going back to the proficiency checkride CFI
> and getting them to write a logbook endorsement.
>
> Thanks -
>
> Arty Trost
> Maxair Drifter
> Sandy, Oregon
>
>
> 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."
>
>
> --- On Fri, 9/12/08, Richard Girard <aslsa.rng@gmail.com> wrote:
>
> > From: Richard Girard <aslsa.rng@gmail.com>
> > Subject: Kolb-List: LSA's and FAR 61.319
> > To: "kolb-list@matronics.com" <kolb-list@matronics.com>
> > Date: Friday, September 12, 2008, 9:23 AM
> > Following the various posts on LSA endorsements and reading
> > 61.319, I was in
> > the dark about the meaning of "sets of aircraft"
> > so I called the FAA Light
> > Sport Branch this morning for clarification. They explained
> > it and referred
> > me to:
> >
> http://www.faa.gov/licenses_certificates/airmen_certification/sport_pilot/media/aircraft_sets.pdf
> >
> > So, here's the deal as explained by Tom, Rich and Joe
> > (yes, it took all
> > three to get the definitive answers).
> > If your endorsement is for a tricycle gear aircraft whose
> > maximum cruise
> > speed is under 87 knots you are good to go in ALL tricycle
> > gear LSA's,
> > qualifying certified aircraft, or E-AB's (again
> > provided they qualify to be
> > flown by a sport pilot) that has a max cruise speed under
> > 87 knots. This is
> > a set of aircraft.
> > Same goes for taildraggers. If you flew a Kolb with a max
> > cruise speed under
> > 87 knots to get your endorsement, you can fly a Firefly,
> > Firestar, Mk III,
> > whatever. It doesn't even have to be a Kolb, perish the
> > thought. As long as
> > it drags its tail and cruises at less than 87 knots
> > you're legal.
> > HOWEVER, a set of aircraft is a set of aircraft and they
> > are NOT backward
> > compatible. If your endorsement is for AP-5 (tricycle gear
> > max cruise
> > greater than 87 knots you are NOT good to go in AP-1
> > (tricycle gear max
> > cruise less than 87 knots). The same goes AP-6 and AP-2.
> > This applies to Light Sport certificate holders ONLY. If
> > you're a PPL pilot
> > exercising the light sport privilege you need a tail
> > dragger endorsement
> > (unless you are grandfathered in) to fly a tail dragger and
> > that's it.
> > BFR's. They can't be done in a single place
> > aircraft and getting one in a
> > different set of aircraft does NOT equal an endorsement. If
> > you satisfied
> > your instructor that you qualified for the endorsement
> > he/she can give it,
> > but it's not automatic just because your BFR
> > requirement is met.
> > Hope this helps, and thanks for the discussion, it gives me
> > an article for
> > next month's newsletter.
> >
> > Rick
>
>
Message 6
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Subject: | Re: 447 tuning tips |
Head temps reflect load more than anything else.Put your pitch where you want it
,for climb or cruise and adjust the needle to get the mixture/exhaust temps
where you want them for the cruising speed/rpm at which you operate your engine.
----- Original Message ----
From: Richard Girard <aslsa.rng@gmail.com>
Sent: Thursday, September 18, 2008 8:37:17 AM
Subject: Re: Kolb-List: 447 tuning tips
John, Where are you getting the WOT reading, on the ground or in the air?
Rick
On Thu, Sep 18, 2008 at 7:22 AM, 2danglico <john.tempest@basf.com> wrote:
Hi guys,
I've got rid of the surging and stumbling at part throttle I was having. Adjusting
the jet needle down one groove did the trick. It even brought my EGT more
in line 900-1000. However my CHT's remained unchanged and are still showing below
300. The front one is closer to 250. This has me a little concerned but the
engine seems to be running smooth and the plugs don't indicate a rich condition.
I was wondering if dropping a size down on the main jet would be a good idea?
Also I can only manage 6100 rpm at WOT. Is this just the prop pitch that
dictates max engine speed or am I not making full power? Thanks for any advice.
John Tempest
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 4898#204898
Message 7
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Subject: | Re: 447 tuning tips |
Rick,
That's in the air. I've a wood prop so I can't adjust the pitch. -John
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 4983#204983
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Subject: | Re: 447 tuning tips |
If the engine runs correctly, and the plugs are the correct color, and the temperatures
are where they should be then I would fly it. On the Trike that I fly
we have the prop adjusted so that we get around 6100 RPM full power climbout
maximum. Turning the prop faster just runs the piss out of the engine, makes
the temperatures much harder to keep in limits, and only gives a very small amount
more power, hardly enough to make a difference on the Trike.
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 4987#204987
Message 9
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I have one of those Purolator screen filters I got from Lockwood, I will have
to look closely at it... I never used it after reading Johns experience with
the glass. I could do the aluminum tube thing John talks about, thats just another
project that I have on a very long list.
The cheap junk coming from China is a big problem, not just in airplanes, but almost
everything I buy now. I have lived in a third world country... A place
where people try light bulbs at the stores before they pay for them to make
sure they work. I bought an extension cord one day and when I plugged it in,
there were sparks, it was a dead short. My wife was very surprised that I did
not try it before I bought it. People in these third world countries don't
care if a product fails the next day after you get it home, if they can save a
few pennies in making it, they will make junk.
Its to bad nothing is made in the USA any more, we may not be that competitive
on the world market for a lot of different reasons, but we did make really good
products that last !
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 4989#204989
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Subject: | Re: 447 tuning tips |
With all deference to the ideas of Mr. Aman, they are contrary to what Rotax
recommends. Your prop is over pitched and you can chase jetting until the
cows come home, it'll never come right until the prop is right for the
engine.From Rotax Service Information document 3UL-89E (available from
R.O.A.N.)
Attention:
If you wish to run your aircraft for noise reasons or other intentions
constantly at
reduced engine r.p.m. (limited throttle lever command or carburetor slide
opening),
you neverthelee have to chose the propeller by testing at the full throttle
r.p.m. (fully
open carburetor).
>From Rotax Installation Manual pg 21-1
"....properly loaded with matched propeller for Max RPM (emphasis mine)
The RPM you are getting is about right for climb out or max RPM when sitting
still on the ground, but it is low for WOT. Do you have a friend with a prop
you could borrow to test?
Rick
On Thu, Sep 18, 2008 at 4:34 PM, 2danglico <john.tempest@basf.com> wrote:
>
> Rick,
> That's in the air. I've a wood prop so I can't adjust the pitch. -John
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p 4983#204983
>
>
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