Today's Message Index:
----------------------
0. 12:20 AM - Please Make A Contribution To Support Your Lists (Matt Dralle)
1. 02:43 AM - Re: Engine Weight limit (Richard Girard)
2. 03:59 AM - Re: Re: MK III Climb performance with Rotax 503 update 11-10-08 (Tony Oldman)
3. 05:41 AM - Re: MK III Climb performance with Rotax 503 update 11-10-08 (David Lucas)
4. 06:29 AM - Re: Advice on 912 carb overhaul - Bing 64 (gary aman)
5. 06:42 AM - Re: Mark 3C/912 on floats & CHT sending unit (russ kinne)
6. 06:47 AM - Re: Advice on 912 carb overhaul - Bing 64 (Thom Riddle)
7. 07:04 AM - Re: Advice on 912 carb overhaul - Bing 64 (John Hauck)
8. 07:13 AM - Re: Engine Weight limit (John Hauck)
9. 07:18 AM - digital video kolb list (boyd)
10. 07:21 AM - Re: Re: Econo Miser!! (Jack B. Hart)
11. 07:49 AM - Re: Re: Econo Miser!! (John Hauck)
12. 09:22 AM - Re: Advice on 912 carb overhaul - Bing 64 (Kirby, Dennis CTR USAF AFMC MDA/AL)
13. 09:48 AM - Re: Advice on 912 carb overhaul - Bing 64 (Richard Girard)
14. 12:41 PM - starter housing (Larry Cottrell)
15. 01:08 PM - Re: starter housing (herb)
16. 01:53 PM - Re: starter housing (Larry Cottrell)
17. 02:03 PM - Re: starter housing (herb)
18. 02:06 PM - Re: help picking video camera (possums)
19. 04:02 PM - Re: Engine Weight limit (ElleryWeld@aol.com)
20. 04:25 PM - Re: starter housing (ElleryWeld@aol.com)
21. 05:50 PM - Re: Engine Weight limit (herb)
22. 06:18 PM - Re: UL: Re: Oil for 2 stroke air cooled (HShack@aol.com)
23. 07:11 PM - Re: Annual inspection (Nelson, Craig)
24. 07:42 PM - Re: Annual inspection (John Hauck)
Message 0
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| Subject: | Please Make A Contribution To Support Your Lists |
Dear Listers,
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The operation is supported 100% by your personal Contributions during the November
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Please make your Contribution today to support the continued operation and upgrade
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Thank you in advance for your generous support!
Matt Dralle
Matronics Email List and Forum Administrator
Message 1
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| Subject: | Re: Engine Weight limit |
You're right John, I often confuse the Wright Flyer with a Rans S-12 given
the great physical similarity.The question was, what is the upper weight
limit for an engine on a Kolb airframe, not anything about the history of
the Kolb. Eugene, facetiously, suggested it was the difference between empty
and gross weights. My comment was meant to suggest the limit might be
slightly lower than that.
Time for a pill, John.
Rick
On Tue, Nov 11, 2008 at 11:44 PM, John Hauck <jhauck@elmore.rr.com> wrote:
> Rick:
>
> You must be thinking of Rans S-12's.
>
> Kolbs do not have a history of dumping engines on their crews.
>
> john h
> mkIII
> Nellis AFB, NV
>
>
> The other side of the limit is what will the cage hold in a crash. The
> reason the army stopped buying Wright aircraft was that too many trainees
> were killed in relatively light crashes when the engine tore loose from its
> mounts and crushed them.
>
> Rick
>
>
Message 2
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| Subject: | Re: MK III Climb performance with Rotax 503 update 11-10-08 |
I climb at 55mph, 1 up and 60 two up with a MK111 503. simulated engine outs
would indicate these speeds to be OK.
That is flying off a field at 80ft msl. Not in a Kolb but I lost a gear box
drive with a Truster powered by a 503 at 350 ft at about 55 mph and the
recovery and landing were all sort of uneventfull { just a high heart
rate }The truster was a very high drag aircraft. Engine out landings were
almost a auto rotate decent and if you added some side slip you could almost
come straight down.
Regards
Tony
Down under
MK111 c 503
----- Original Message -----
From: "JetPilot" <orcabonita@hotmail.com>
Sent: Wednesday, November 12, 2008 3:38 PM
Subject: Kolb-List: Re: MK III Climb performance with Rotax 503 update
11-10-08
>
> I think those rates are great for a 503 on a MK III, it is more than I
> would have expected. Rough air can hurt climb rates, I would take the
> readings in perfectly smooth air. Also wind gradients can affect climb
> rate, If you run into more head wind you can have spikes...
>
> I think you might do a little better at 55 mph, I keep mine at 60 just for
> safety.. I have simulated engine failures at 60 MPH in my kolb, the
> climb is so steep that it takes darn near a 0 G pushover to keep from
> stalling, and that is when I am expecting it ! I think a surprise failure
> at anything less than 60 MPH in climb would be extremely difficult.
>
> 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=213610#213610
>
>
>
Message 3
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| Subject: | Re: MK III Climb performance with Rotax 503 update 11-10-08 |
> There's the key. Can't stall at zero G. I don't care what your
> attitude is.
>
> Sure would help though to have enough wind passing the controls to do
> something helpful.
Can remember watching a video of unusual attitude recovery training and using the
DC-10 recovering from a very high nose attitude / low airspeed upset scenario
as an example, they had sufficient roll, pitch and yaw authority to recover
to straight and level flight starting at 80 Kts ! Yes 80 Kts . . . and that
was because despite the high nose attitude, with less than 1 G pitch loading,
they were NOT stalled and therefore had aerodynamic control available.
They lowered the nose with rudder input, not elevator, keeping at or about zero
G pitch loading. That produced about a 75 degrees left wing low roll attitude,
like a wing over maneuver, then as the nose fell below the horizon started
rolling it level with aileron to a nose low, wings level attitude, then as it
started to accelerate gradually introduced elevator pressure to recover to straight
and level.
So the DC-10 was under full, if somewhat sluggish, aerodynamic control starting
at 80 Kts. Very impressive !
David.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=213721#213721
Message 4
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| Subject: | Re: Advice on 912 carb overhaul - Bing 64 |
JBM makes better quality boots for less money,for ALL Rotax and HKS engines.
________________________________
From: Richard Girard <aslsa.rng@gmail.com>
Sent: Tuesday, November 11, 2008 10:32:06 AM
Subject: Re: Kolb-List: Advice on 912 carb overhaul - Bing 64
John, I went up to Council Groves and met the guys at the Bing Agency. If it's
for a Bing, they have it in quantity.
Before you start tearing carbs apart, check the carb boots. I had the same problems
with my HKS that you're experiencing and found the carb boots were rotten.
Multiple cracks and fissures on the inside, outside they looked brand new.
Rick
On Tue, Nov 11, 2008 at 9:16 AM, John Bickham <gearbender@bellsouth.net> wrote:
Hello list,
Well I think it is time for me to overhaul the Bing 64 carbs on my 912UL.
The engine is running fine. We have had a stretch of great weather and it is hard
to pull the carbs off and quite flying.
I think I am the victim of CRS disease.
One problem I'm having on start up is rough running until enricher (choke) is closed.
I don't remember that in the first couple of hundred hours. I think it
is one of those things that has crept in slowly and gotten to the point it is
noticeable now.
Another little thing is just a barely noticeable miss every now and then at 3000
rpm or less.
I also have to adjust the mixture screw on one carb more than the recommended 1.5
turns to get a good carb balance.
I have attended the ROTAX Maintenance Level I course. Don't have all the tools
or confidence to do it right.
Has anyone had any experience with Bing Agency in Kansas?
http://www.bingcarburetor.com/
--------
Thanks too much,
John Bickham
Mark III-C w/ 912UL
St. Francisville, LA
"NO FEAR" - If you have no fear you did not go as slow as you could have
!!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=213494#213494
Message 5
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| Subject: | Re: Mark 3C/912 on floats & CHT sending unit |
SAFE TO READ -- REQUIRES NO AN SWER
> Glad you're having a fun trip.
> "Lap top has been down 6 weeks." --? sounds like heaven
Have a ball
Russ
Message 6
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| Subject: | Re: Advice on 912 carb overhaul - Bing 64 |
John,
I've done the take-apart, clean, inspect and replace worn parts on Bing 64s several
times, including on type certificated Rotax engines.
STEP 1, (do not omit): Buy Bing's Carb Manual for $10 including shipping. It tells
you all you need to know about how the Bing carbs work and how to inspect
etc.
STEP 2: It is not hard to do if you are careful and DO ONE CARB AT A TIME or otherwise
make sure you keep all the parts of one carb separate from the other.
Some of the parts between the left and right carb are not interchangeable.
STEP 3: After you've taken them apart, cleaned and inspected, you can tell which
parts actually need replacement, and buy only those parts. It will probably
save you a LOT of money. I've never needed to buy more than about $30-40 worth
of parts for any Bing 64 carb, even on those that have had 2,000 hours in service
without overhaul.
BING usually has the highest prices on parts. Shop around and you'll save a good
bit.
--------
Thom Riddle
CFI-SP
Power Plant Mechanic
N1208P RANS S6S, Tailwheel, 912UL
N197BG FS1/447
--------------------
Scratch any cynic, he said, and youll find a disappointed idealist.
George Carlin
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=213733#213733
Message 7
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| Subject: | Re: Advice on 912 carb overhaul - Bing 64 |
Rick:
How long were the carb boots in service on the HKS when you discovered
they were unserviceable?
john h
mkIII
I had the same problems with my HKS that you're experiencing and
found the carb boots were rotten. Multiple cracks and fissures on the
inside, outside they looked brand new.
Rick
Message 8
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| Subject: | Re: Engine Weight limit |
Rick:
You are absolutely correct.
Thought the bit of info on RANS S-12's would be of interest to the List.
As far as Kolb history, I don't remember a Kolb accident where the
engine seperated from the airframe or the airframe collapsed, allowing
the engine to come down on the crew.
I doubt there is any published info on max engine weight on Kolbs.
Did I miss a pill? Thought I took them before I went to bed last night.
john h
mkIII
The question was, what is the upper weight limit for an engine on a
Kolb airframe, not anything about the history of the Kolb.
.
Time for a pill, John.
Rick
Message 9
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| Subject: | digital video kolb list |
My neighbor's son developed a camera the size of a credit card about 3/32
inch thick, and I wanted something that would fit in my pocket. so when I
asked where I could purchase one, he told me "forget about my camera get
a "casio exlim EX - Z80"" it will take still photos, video's, and has a
mode for u tube built in,,, plus many other features.. my friend and I
did some air to ground photography of a tour de cure bike ride and we did
some video of on coming bikes,, our speed was about 80 and the bikes were
doing lets say around 15,,, so with a 95 mph closing rate we were very
pleased with the results. It has capabilities of 8.1 mega pixels with 3 x
optical zoom with another 2 x digital zoom.. and it fits in your pocket.
While reviewing pictures taken in video mode you can isolate any frame and
convert it to a still picture. And it does sound as well. It is not the
quality of many SLR'S but we wanted a smaller size to take hiking etc. we
used at least 3 different cameras on that day,,, you could go to the
American diabetes association web sight and there should be a link to the
photos. Last month there was a fire in the neighborhood and I took a
small video and uploaded it to the local tv station and it was good enough
quality they used it on the news.
Boyd Young
Kolb MkIII C 555+ hours and counting
Brigham City Utah.
>>>>>>>>>>>>>>>>>>>>>>>.
I plan on buying a digital video camera with Christmas money. I don't want
the most expensive camera but I don't want cheap low quality either.
I want to be able to download the videos to youtube and other websites.
Do any of you have any reccomendations?
Grant
Message 10
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| Subject: | Re: Econo Miser!! |
At 09:13 PM 11/11/08 -0800, you wrote:
>
>You forgot to brief us on performance before and after.
>
John,
I thought I did. The average fuel flow rate after mounting the system was
2.03 gph. The average fuel flow rate before mounting the system over the
same total time period was 2.38 gph. Since I could not subtract correctly,
I will give the corrected difference in that the system has reduced the
average flow rate by 0.35 gph for a 15% reduction in flow rate with the
system. This indicates that for every three hours flown, I get a half hour
flight for free.
If you are talking about flight performance, at this time there is no
change. With the leaning, the engine picks up some rpm and so I could crank
a little more pitch into the IVO. At this point, I would rather leave the
pitch alone and take some more fuel flow data at lower and higher EGT's to
see what effect it would have on the fuel flow rate. I was lucky to get as
much data as I did for the time of the year. So I may not be able to
complete the data taking until next year.
One of the things I discovered from trying to develop a good static pressure
source, is that on a pusher with the carburetor very close in front of the
propeller, in my case about one foot, engine performance is degraded. This
is due to the fact that the propeller is accelerating (sucking) the air and
in doing so causes a local pressure drop. I discovered this when I tried to
place a static pressure tap on the bottom of the carburetor. Also, I
discovered that with the pressure was very unstable. A change in direction
could cause a change in pressure. I believe this was caused by the engine
profile blanking the propeller entrance air flow relative as one crabbed
into the wind. By moving the reference point below the wing all of this
variation went away.
There are several things, I don't understand. One is that with the EGT
elevated and at cruise rpm, I can push the stick forward, and raise the rpm
200 rpm without the EGT increasing. Or I can power down at 500 fpm and
reduce the throttle a little to maintain constant rpm and the EGT does on
increase. This makes it very nice for approaching an airport, as I do not
have to slow up to loose altitude. There is some kind of interaction within
the system that makes it some what self compensating.
Cold out side and no flying so I am rambling.
Fly Safe!
Jack B. Hart FF004
Winchester,
Message 11
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| Subject: | Re: Econo Miser!! |
>
> There are several things, I don't understand. One is that with the EGT
> elevated and at cruise rpm, I can push the stick forward, and raise the
> rpm
> 200 rpm without the EGT increasing. Or I can power down at 500 fpm and
> reduce the throttle a little to maintain constant rpm and the EGT does on
> increase. This makes it very nice for approaching an airport, as I do not
> have to slow up to loose altitude. There is some kind of interaction
> within
> the system that makes it some what self compensating.
>
> Cold out side and no flying so I am rambling.
>
> Fly Safe!
>
> Jack B. Hart FF004
> Winchester,
Jack H:
Very interesting. Certainly not a normal reaction for a two stroke aircraft
engine.
When I started flying my newly built Kolb Ultrastar in 1984, I had no
experience flying with a two stroke. I flew almost every day back then.
Most flights were filled with experiments. On one particular flight I
noticed the two stroke seemed to make large rpm changes when loaded and
unloaded, maintaining constant throttle at cruise rpm. Push the nose over
and the rpm would rapidly increase. Pull the stick back and rpm would be
rapidly reduced. I also noticed EGT changes during these maneuvers. Unload
the engine, egt climbed. Load the engine, egt dropped. Wow! I had never
read this info in any of the magazines and books that were available about
Ultralights. About this time I discovered our airplanes should be propped
using same technique as propping a boat. WOT, straight and level flight,
bump the red line. Of course, this worked with non-inflight adjustable
props. I also learned, in most cases, Rotax and Cuyuna engines were tuned
correctly when they left the factory. Propping the engine/aircraft combo
correctly would put all engine temps, EGT/CHT, in the green. It was not
necessary to change jets and spark plug heat ranges when based up to 1500
feet ASL with operating temps 40 to well over 100F. That was 24 years ago.
I think that system still holds true today. I still prop my engines, 912
series now, WOT, straight and level flight, just bump the red line, the
same way.
john h
mkIII
Las Vegas, NV
Message 12
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| Subject: | Re: Advice on 912 carb overhaul - Bing 64 |
"John Bickham" wrote: << Well I think it is time for me to overhaul the
Bing 64 carbs on my 912UL. ... Has anyone had any experience with Bing
Agency in Kansas? Thanks too much, John Bickham >>
John -
I had one of my Bing-64s overhauled by Lockwood last summer, following
ingestion of salt water from my "unfortunate" landing on the salt flats
a year & a half ago. The cost was about $145, and they did an excellent
job - my 912ul runs perfectly again. That price included a new float
bowl.
Here's my experience with the Bing factory in Kansas - I called 'em and
asked if THEY could rebuild my carb (before I went to Lockwood). Once
they found out that my Bing-64 was off a Rotax aircraft engine, and not
from a snowmobile or jet ski, they flat out refused to even look at it.
That was OK by me, because I'd rather have mechanics with experience on
real aircraft engines fix my engine parts.
Dennis Kirby
Mark-3, 912ul
Cedar Crest, NM
Message 13
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| Subject: | Re: Advice on 912 carb overhaul - Bing 64 |
John, Just a bit over a year. The story I got was that they had a bad batch
in 2005 (there's a service bulletin from HKS on this) and it took awhile to
work them all through the system. Despite the fact that they were bad from
the factory I had to pay for them. They did let me have them for cost,
though.
Rick
On Wed, Nov 12, 2008 at 9:04 AM, John Hauck <jhauck@elmore.rr.com> wrote:
> Rick:
>
> How long were the carb boots in service on the HKS when you discovered they
> were unserviceable?
>
> john h
> mkIII
>
> I had the same problems with my HKS that you're experiencing and found
> the carb boots were rotten. Multiple cracks and fissures on the inside,
> outside they looked brand new.
>
> Rick
>
>
> *
>
>
Message 14
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Hi,
Just took my engine off just now and found something that puzzled me.
I do not believe that it is a problem, but I would like other opinions.
The outside ring of the starter housing is cracked. All the main
fastening areas are secure, I do not know when it occurred or why,
possibly torqued incorrectly. I have the engine sold, but do not want to
pass anything off to someone that will be a problem. I have 180 hours on
the engine, have always used Penn air cooled with Marvel mystery oil and
Sta bil. The pistons and rings are great, no carbon, clean as a whistle.
Larry C, Oregon
Message 15
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| Subject: | Re: starter housing |
Larry
The pic shows that the mounting ring is now out of alignment
after the crack occurred...It may be that the starter or ring was not
flat when first mounted.. and torqued down in a bind... any
way...just have it tigged.. I have seen it before... Could also be
the unsupported weight of the starter along with the weakness of the
mounting ring...especially when starting..Herb
At 02:40 PM 11/12/2008, you wrote:
>Hi,
> Just took my engine off just now and found something that
> puzzled me. I do not believe that it is a problem, but I would like
> other opinions. The outside ring of the starter housing is cracked.
> All the main fastening areas are secure, I do not know when it
> occurred or why, possibly torqued incorrectly. I have the engine
> sold, but do not want to pass anything off to someone that will be
> a problem. I have 180 hours on the engine, have always used Penn
> air cooled with Marvel mystery oil and Sta bil. The pistons and
> rings are great, no carbon, clean as a whistle.
>Larry C, Oregon
>
Message 16
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| Subject: | Re: starter housing |
----- Original Message -----
From: herb
To: kolb-list@matronics.com
Sent: Wednesday, November 12, 2008 2:08 PM
Subject: Re: Kolb-List: starter housing
Larry
The pic shows that the mounting ring is now out of alignment
after the crack occurred...It may be that the starter or ring was not
flat when first mounted.. and torqued down in a bind... any
way...just have it tigged.. I have seen it before... Could also be
the unsupported weight of the starter along with the weakness of the
mounting ring...especially when starting..Herb
I just got off the phone with Ronnie Smith of South Mississippi light
aircraft. He tells me that the starter was torqued down too tight. It is
supposed to have some slack in it to allow for movement when the starter
is engaged.
Thanks Herb for the suggestion, I will have to do that.
Larry
Message 17
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| Subject: | Re: starter housing |
Now I remember....the starter on a 532 engine , sitting in a bedroom,
has rubber bushings of sorts between the starter and housing ring...Herb
At 03:52 PM 11/12/2008, you wrote:
>
>----- Original Message -----
>From: <mailto:herbgh@nctc.com>herb
>To: <mailto:kolb-list@matronics.com>kolb-list@matronics.com
>Sent: Wednesday, November 12, 2008 2:08 PM
>Subject: Re: Kolb-List: starter housing
>
><<mailto:herbgh@nctc.com>herbgh@nctc.com>
>
>Larry
>
> The pic shows that the mounting ring is now out of alignment
>after the crack occurred...It may be that the starter or ring was not
>flat when first mounted.. and torqued down in a bind... any
>way...just have it tigged.. I have seen it before... Could also be
>the unsupported weight of the starter along with the weakness of the
>mounting ring...especially when starting..Herb
>
>
>I just got off the phone with Ronnie Smith of South Mississippi
>light aircraft. He tells me that the starter was torqued down too
>tight. It is supposed to have some slack in it to allow for movement
>when the starter is engaged.
>
>Thanks Herb for the suggestion, I will have to do that.
>Larry
>
>
Message 18
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| Subject: | Re: help picking video camera |
At 07:25 PM 11/11/2008, you wrote:
>
>I plan on buying a digital video camera with Christmas money. I
>don't want the most expensive camera but I don't want cheap low quality either.
>
>I want to be able to download the videos to youtube and other websites.
>
>Do any of you have any reccomendations?
>
>Grant
This one works pretty good - about 2 years old. I'm sure they have better
or newer models now. Can shoot about 30 minutes of HD video on a charge.
It records on a chip that you can take out & plug into your computer
- You can make
mpeg4s for Youtube or burn HD disk for the TV or just watch & edit it
on the computer.
http://www.broadwayphoto.com/productlistings.aspx?FC=F_SYVPCHD1AG&L=google
On the cage/gap seal:
http://video.google.com/videoplay?docid=6787107193246239411&hl=en
On the wing:
http://video.google.com/videoplay?docid=263159682459782825&hl=en
On my helmet:
http://video.google.com/videoplay?docid=-2887020469201792731&hl=en
Message 19
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| Subject: | Re: Engine Weight limit |
I ask a simple question and got some smart alex answers I don't treat anyone
like that on this list I usually give info that I know about or leave the
question for someone that has a real answer for it.
and the question was"
I didn't know if someone has already figured this out or not but
anyone know off hand what the heaviest engine a MK3 Xtra Can support and
stay within C/G limits?"
Ellery in Maine
do not archive
In a message dated 11/12/2008 5:43:47 A.M. Eastern Standard Time,
aslsa.rng@gmail.com writes:
You're right John, I often confuse the Wright Flyer with a Rans S-12 given
the great physical similarity.
The question was, what is the upper weight limit for an engine on a Kolb
airframe, not anything about the history of the Kolb. Eugene, facetiously,
suggested it was the difference between empty and gross weights. My comment was
meant to suggest the limit might be slightly lower than that.
Time for a pill, John.
Rick
On Tue, Nov 11, 2008 at 11:44 PM, John Hauck <_jhauck@elmore.rr.com_
(mailto:jhauck@elmore.rr.com) > wrote:
Rick:
You must be thinking of Rans S-12's.
Kolbs do not have a history of dumping engines on their crews.
john h
mkIII
Nellis AFB, NV
The other side of the limit is what will the cage hold in a crash.
The reason the army stopped buying Wright aircraft was that too many
trainees were killed in relatively light crashes when the engine tore loose from
its
mounts and crushed them.
Rick
(http://www.matronics.com/contribution)
(http://www.matronics.com/Navigator?Kolb-List)
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Message 20
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| Subject: | Re: starter housing |
The correct term would be Heliarc it with High Freq tig alone is for
Stainless and mild steel welding
Ellery in Maine
do not archive
In a message dated 11/12/2008 4:09:41 P.M. Eastern Standard Time,
herbgh@nctc.com writes:
--> Kolb-List message posted by: herb <herbgh@nctc.com>
Larry
The pic shows that the mounting ring is now out of alignment
after the crack occurred...It may be that the starter or ring was not
flat when first mounted.. and torqued down in a bind... any
way...just have it tigged.. I have seen it before... Could also be
the unsupported weight of the starter along with the weakness of the
mounting ring...especially when starting..Herb
At 02:40 PM 11/12/2008, you wrote:
>Hi,
> Just took my engine off just now and found something that
> puzzled me. I do not believe that it is a problem, but I would like
> other opinions. The outside ring of the starter housing is cracked.
> All the main fastening areas are secure, I do not know when it
> occurred or why, possibly torqued incorrectly. I have the engine
> sold, but do not want to pass anything off to someone that will be
> a problem. I have 180 hours on the engine, have always used Penn
> air cooled with Marvel mystery oil and Sta bil. The pistons and
> rings are great, no carbon, clean as a whistle.
>Larry C, Oregon
>
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Message 21
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| Subject: | Re: Engine Weight limit |
wondering if it would be more about the structure than the cg? Bet
Ricks 2180 VW cg chart would help? You should be able to do some
"what if's" from that or a 912S installation cg chart... battery or
lead in nose should overcome a heavy engine install..
Herb
At 06:01 PM 11/12/2008, you wrote:
>I ask a simple question and got some smart alex answers I don't
>treat anyone like that on this list I usually give info that I know
>about or leave the question for someone that has a real answer for it.
>and the question was"
>I didn't know if someone has already figured this out or not but
> anyone know off hand what the heaviest engine a MK3 Xtra Can
> support and stay within C/G limits?"
>
>Ellery in Maine
>do not archive
>
Message 22
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| Subject: | Re: UL: Re: Oil for 2 stroke air cooled |
As I stated before, I have been using AV-2 for about 4 years with no
problems. The 10 gallons I had are about gone, but that stuff is expensive,
especially by the time you figure in freight, etc. Also, I don't know what's
in
there. I emailed CPS for specs. & got no answer.
I recommend anyone looking for 2 stroke air cooled oil, check out the
following:
_http://seadoosportboats.com/2-CYCLE-ROTAX-OIL-BRAND-LIST-t846.html_
(http://seadoosportboats.com/2-CYCLE-ROTAX-OIL-BRAND-LIST-t846.html)
_http://www.johndee.com/discuss/messages/6/75957.html?1221786543_
(http://www.johndee.com/discuss/messages/6/75957.html?1221786543)
_http://www.docs.citgo.com/msds_pi/465177.pdf_
(http://www.docs.citgo.com/msds_pi/465177.pdf)
No, I don't work for Citgo.
Howard Shackleford
FS II
SC
In a message dated 11/12/2008 8:34:37 P.M. Eastern Standard Time,
sabamickey@yahoo.com writes:
what about AV-2?
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Message 23
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| Subject: | Annual inspection |
John good to see you back where u been? U at nellis? Been doing some fun
flying. Yaw it fly's believe it or not-- ha-ha-- I have shamed milow
into working on his plane. it has been hours away from engine start for
3 years. After he came over the other day and saw my RDAC installation
and knew I spent only one day with 3 times the connections I shamed him
to work on the fire star. he has actually made the brackets for his RDAC
and installed them. he is almost done with the bracket to hold the
rectifier. I told him I would help him with the wire crimps and heat
shrink tubing.thats about all he is lacking. I feel my plane is built
ok, but tim is really fanatical about his. He has helped me and any
mistake on mine he learned from it and made his with no errors.. when I
help milow.. if I leave a finger print on it he freaks out,,, it is
immaculate. He allowed me to help him bleed the brakes and I spilled a
few drops of fluid on the floor I have yet to hear the end of it. Not to
mention I tipped his cordless drill over and scratched the drill......
Hopefully we will start his engine on thanksgiving.
Do not archive
Uncle craig
john h
mkIII
Nellis AFB, NV
Message 24
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| Subject: | Re: Annual inspection |
> Hopefully we will start his engine on thanksgiving.
> Do not archive
> Uncle craig
Craig:
That is good news.
Start making plans for MV 2009.
Be here before we know it.
john h
mkIII
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