Today's Message Index:
----------------------
1. 04:02 AM - Re: Re: Engine Installation (John Hauck)
2. 05:53 AM - Re: 912 Carb Heat (zeprep251@aol.com)
3. 06:29 AM - Re: Re: Propeller pitch (robert bean)
4. 06:53 AM - Re: Video Camcorder Editing Help. (grantr)
5. 08:09 AM - Re: Re: Brake lines (boyd)
6. 08:55 AM - Re: Re: Propeller pitch (Richard Girard)
7. 09:15 AM - Re: Re: Propeller pitch (Richard & Martha Neilsen)
8. 09:17 AM - Re: Re: Brake lines (boyd)
9. 10:56 AM - Re: Re: Propeller pitch (herb)
10. 11:10 AM - Re: Re: Brake lines (herb)
Message 1
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Subject: | Re: Engine Installation |
> Do you find any debris or crud when you rinse out the oil tank? If so is
there more when you burn 100LL? Thanks,
> --------
> Scott
Scott:
Yes, when running a steady diet of 100LL there will be a good bit of led in
the bottom of the tank. One of the primary reasons I flush it with
gasoline. I take it apart about every other oil change and wipe it down
after flushing with gas. During the flying season, especially during long
XC flights out West, those oil changes come around quickly. I don't
remember what the book dictates for intervals, used to be 100 hours for auto
fuel and 50 for 100LL, but I change mine about every 25 to 50 hours
depending on where I am and how convenient it will be to do the oil change.
I've been running some semi-synthetic Shell Rotella T, 5W40. Couldn't find
any, so mixed up a batch of dino and syn 50/50. The next oil change and the
rest of next year I am going to run straight Rotella full syn to see if it
is suspending lead as good as the semi-syn oil. That is the primary reason
for running dino oil when operating on a steady diet of 100LL. However, if
one goes to the spec sheet on Rotella full syn, it is based on fine dino
oil, if I read the spec sheet correctly. I should be able to tell after the
flight to MV and Oregon next May. I'll end up with about 75 engine hours on
steady 100LL with a couple cans of auto fuel thrown in occassionally.
john h
mkIII
Message 2
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Subject: | Re: 912 Carb Heat |
Being in Ohio gives me lots of carb icing weather.Never had the bing 64 ice
completely but it got rough running at cruise rpm. I went with the electric
2 stage heater that bolts to the throttle shaft casting area.Works very wel
l,and is small enough to not interfere with most installations.
=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2
-=C2-=C2-=C2-=C2-=C2-=C2-=C2- G.Aman MK-3C Jabiru 2200
-----Original Message-----
From: John Hauck <jhauck@elmore.rr.com>
Sent: Mon, 22 Dec 2008 1:40 pm
Subject: Re: Kolb-List: 912 Carb Heat
=C2-Dennis:
=C2-
I bought and installed the carb heat system, hot
water, after encountering carb ice on a flight to Alaska in 2000.=C2- On m
y
approach to Toad River, BC, I lost the engine, at idle, just prior to touch
down.=C2- I already had the field made, so no problem there.=C2-
Another=C2-reminder to shoot the approach to make the field if the engine
quits on final.=C2- Norm Labhardt did not do that.=C2- A lot of other pi
lots
have not done that and have paid the price.
=C2-
Soon as I rolled out and stopped, I hit the starter
and the engine would not start with the throttle at normal position for
starting, closed.=C2- I opened the throttle some and the engine then
started.=C2- It ran perfect above 3,000 rpm, but would shut down as soon
as=C2-I let the rpm drop below 3,000.=C2- I taxiied back to the east end
of
the
strip and shut her down.=C2- Walked across the Alaska Highway,=C2-got a
cup of coffee, walked back to the airplane and again tried to crank it.=C2
-
This is about 20 minutes later.=C2- Engine fired right up and idled like a
Singer sewing machine.=C2- Problem was the idle jet iced up.=C2-=C2-I
gave
the ice time to melt and the engine was running=C2-normal again.
=C2-
I=C2-installed the carb heat system prior to my
Alaska flight in 2001.=C2- Used it for several years.=C2- Never did like
it
because of the hot water system tapping into the coolant line, plus piping h
ot
water into the cockpit area for the control valve.=C2- Do not really know
how
effective it was.=C2- Never had an icing problem except the one time in
Canada, and have never had an icing problem since then.=C2- The Bing carbs
on
the 912 series engines are not prone to icing problems.=C2- I do not consi
der
icing up an idle jet, once, in more than 2,500 912 hours a problem.=C2- Ne
ver
heard of another 912 being put down because of=C2-carb ice.
=C2-
The plumbing set caused=C2-wear on the K&N
air filters and probably restricted airflow somewhat.=C2- There was also t
ghe
chance of the soft aluminum tubing coiled around the air filters failing and
losing coolant and creating a forced landing situation.=C2-
=C2-
I don't have a carb ice problem in the high
humidity environment I live in.=C2- I doubt you would ever have a problem
in
NM.
=C2-
Based on where, and the=C2-hours, I have
flown=C2-the 912 engines,=C2-since 1994, I figure I don't need carb
heat.
=C2-
john h
mkIII - Getting ready for Monument Valley
2009.=C2- ;-)
=C2-
=C2-
I=99m curious: why didn=99t you want to keep that carb heat
system on your 912?
=C2-
=C2-=C2-
Dennis Kirby
=C2-
Message 3
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Subject: | Re: Propeller pitch |
I like your method. For a quickie fixture how about covering the
blade end with saran wrap,
bondo over that and bury an attach point for the laser in the
bondo ????
BB
On 23, Dec 2008, at 1:23 AM, icrashrc wrote:
>
> Rick,
>
> I'm not sure where you were getting your inaccuracies from but our
> method was very repeatable. To within 1/32" of pitch over a
> distance of more than 5 feet. That works out under .03 degrees of
> variance. Things to keep in mind. The plane needs to be on blocks
> so that it is in the exact same position from one blade to the
> next. The laser needs to be in the exact same place on each blade.
> The only way i know of doing that is with a fixture. Hence the
> fiberglass fixture. And obviously each blade needs to be in the
> same position, rotation wise or it all falls apart rather quickly.
> Measuring up from the floor to a small mark on the glass fixture
> worked well for us.
>
> I've not seen the Powerfin method but it may very well be better. I
> have seen the Warp protractor and was not impressed.
>
> --------
> Scott
>
> www.ill-EagleAviation.com
>
> do not archive
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=220687#220687
>
>
Message 4
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Subject: | Re: Video Camcorder Editing Help. |
Mike,
What file format do you download your videos to youtube with?
I want to get the best quality for the file size. DIVX which is a AVI file is what
I used on my R?C video and it has the watch in high quality option but its
not the best. Your videos seem to be a good bit better not so fuzzy.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=220740#220740
Message 5
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|
Interesting that they tell you that on the phone... and still the document
that come with the master cylindars for matco say "This assembly requires
MIL-H-5606 red aircraft fluid"
Maybe the post that says that the BUNA N orings tolerate either the MIL or
the ATF equally well.
Boyd
MKIIIC
Utah
""""""""""""""""""""""""""""""""""''
< Aircraft Brake fluid is not transmission oil . not anywhere near the same
stuff just because it is red in color, Use the right fluid for manufacture
recommendation with the brake system you have. Ellery >>
Ellery, and Kolb Friends -
Am happy to report that Matco Mfg (in Utah) recommends automotive Automatic
Transmission Fluid for use in their brake systems. I know this because I
called them and asked this very question. Many of our Kolbs have Matco
brakes, including mine. Being able to use ATF makes it convenient.
Dennis Kirby
Cedar Crest, NM
Do not archive
Message 6
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Subject: | Re: Propeller pitch |
Why not put small mirrors on the propeller blades and mount the laser on the
wall. When the blade is in position and the pitch is correct, the reflected
beam hits the same spot. Works just as well, little mirrors are still
cheaper to buy than lasers, and no fixturing is required.
Rick
On Tue, Dec 23, 2008 at 8:27 AM, robert bean <slyck@frontiernet.net> wrote:
>
> I like your method. For a quickie fixture how about covering the blade end
> with saran wrap,
> bondo over that and bury an attach point for the laser in the bondo ????
> BB
>
> On 23, Dec 2008, at 1:23 AM, icrashrc wrote:
>
>>
>> Rick,
>>
>> I'm not sure where you were getting your inaccuracies from but our method
>> was very repeatable. To within 1/32" of pitch over a distance of more than 5
>> feet. That works out under .03 degrees of variance. Things to keep in mind.
>> The plane needs to be on blocks so that it is in the exact same position
>> from one blade to the next. The laser needs to be in the exact same place on
>> each blade. The only way i know of doing that is with a fixture. Hence the
>> fiberglass fixture. And obviously each blade needs to be in the same
>> position, rotation wise or it all falls apart rather quickly. Measuring up
>> from the floor to a small mark on the glass fixture worked well for us.
>>
>> I've not seen the Powerfin method but it may very well be better. I have
>> seen the Warp protractor and was not impressed.
>>
>> --------
>> Scott
>>
>> www.ill-EagleAviation.com
>>
>> do not archive
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=220687#220687
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
Message 7
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Subject: | Re: Propeller pitch |
Scott
The inaccuracies can come from any movement of the airplane. This can be
caused by wind or any touching of the airplane during and between blade
adjustments. Also any variation in blade position and placement of the laser
on the blade. I used to aim the laser at my flaps to eliminate the plane
movement issue. I thought that this was more accurate than the factory
method but the prop runs smoother now using the factory method.
Powerfin has a indexing hole which is drilled in the blade root at the
factory for a dowel pin that we use to measure clearance in a adjustment
window. A .020 change with feeler gages equates to 1 degree pitch change.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "icrashrc" <icrashrc@aol.com>
Sent: Monday, December 22, 2008 10:23 PM
Subject: Kolb-List: Re: Propeller pitch
>
> Rick,
>
> I'm not sure where you were getting your inaccuracies from but our method
> was very repeatable. To within 1/32" of pitch over a distance of more than
> 5 feet. That works out under .03 degrees of variance. Things to keep in
> mind. The plane needs to be on blocks so that it is in the exact same
> position from one blade to the next. The laser needs to be in the exact
> same place on each blade. The only way i know of doing that is with a
> fixture. Hence the fiberglass fixture. And obviously each blade needs to
> be in the same position, rotation wise or it all falls apart rather
> quickly. Measuring up from the floor to a small mark on the glass fixture
> worked well for us.
>
> I've not seen the Powerfin method but it may very well be better. I have
> seen the Warp protractor and was not impressed.
>
> --------
> Scott
>
> www.ill-EagleAviation.com
>
> do not archive
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=220687#220687
>
>
>
Message 8
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|
Sorry I hit send with only =BD a thought there=85.
Maybe the post a week or so ago, that said that the BUNA N o rings
tolerate
either the MIL H 5606 or the ATF equally well, has a lot of
merit.
Interesting that they tell you that on the phone=85.. and still the
document
that come with the master cylinders for Matco say =93This assembly
requires
MIL-H-5606 red aircraft fluid=94
Maybe the post that says that the BUNA N o rings tolerate either the MIL
or
the ATF equally well.
Boyd
MKIIIC
Utah
=93=94=94=94=94=94=94=94=94=94=94=94=94=94=94=94=94=94=94=94=94=94=94=94=94
=94=94=94=94=94=94=94=94=94=92=92
< Aircraft Brake fluid is not transmission oil =85 not anywhere near the
same
stuff just because it is red in color, Use the right fluid for
manufacture
recommendation with the brake system you have. Ellery >>
Ellery, and Kolb Friends '
Am happy to report that Matco Mfg (in Utah) recommends automotive
Automatic
Transmission Fluid for use in their brake systems. I know this because
I
called them and asked this very question. Many of our Kolbs have Matco
brakes, including mine. Being able to use ATF makes it convenient.
Dennis Kirby
Cedar Crest, NM
Do not archive
Message 9
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|
Subject: | Re: Propeller pitch |
He Powerfin method uses feeler gauges and a rod passed through a slot
in the hub into a hole drilled through the prop. The feeler gauge is
placed between the rod and the hub as I recall? Herb
At 12:23 AM 12/23/2008, you wrote:
>
>Rick,
>
>I'm not sure where you were getting your inaccuracies from but our
>method was very repeatable. To within 1/32" of pitch over a distance
>of more than 5 feet. That works out under .03 degrees of variance.
>Things to keep in mind. The plane needs to be on blocks so that it
>is in the exact same position from one blade to the next. The laser
>needs to be in the exact same place on each blade. The only way i
>know of doing that is with a fixture. Hence the fiberglass fixture.
>And obviously each blade needs to be in the same position, rotation
>wise or it all falls apart rather quickly. Measuring up from the
>floor to a small mark on the glass fixture worked well for us.
>
>I've not seen the Powerfin method but it may very well be better. I
>have seen the Warp protractor and was not impressed.
>
>--------
>Scott
>
>www.ill-EagleAviation.com
>
>do not archive
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=220687#220687
>
>
Message 10
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|
Here is a product from a google search..Herb
MIL-PRF-5606H - ROYCO 756 is a red-dyed, mineral
oil based hydraulic fluid developed for the
severe duty demands of aerospace and industrial
service. USES: ROYCO 756 is designed for use in
aircraft, missiles, auto pilots, shock absorbers,
cherry pickers, boom trucks, robotics, and auto
wreckers requiring all - weather performance.
ROYCO 756 can be used in unpressurized systems
operating at temperature ranges from -54 to 90oC
(-65 to 195oF) and in pressurized systems from
-54 to 135oC (-65 to 275oF) at pressures up to
3000 p.s.i. Sold in 1 gallon sealed can.
MIL-PRF-5606 is the latest spec and has replaced MIL-H-5606.
List Price: $8.22
Price: $6.90
At 11:16 AM 12/23/2008, you wrote:
>Sorry I hit send with only =BD a thought there=85.
>
>Maybe the post a week or so ago, that said that
>the BUNA N o rings tolerate either the MIL H
>5606 or the ATF equally well, has a lot of merit.
>
>
>Interesting that they tell you that on the
>phone=85.. and still the document that come with
>the master cylinders for Matco say =93This
>assembly requires MIL-H-5606 red aircraft fluid=94
>
>Maybe the post that says that the BUNA N o rings
>tolerate either the MIL or the ATF equally well.
>
>Boyd
>MKIIIC
>Utah
>=93=94=94=94=94=94=94=94=94=94=94=94=94=94=94=94=94=94=94=94=94=94=94=94=94
=94=94=94=94=94=94=94=94=94=92=92
>
>< Aircraft Brake fluid is not transmission oil =85
>not anywhere near the same stuff just because it
>is red in color, Use the right fluid for
>manufacture recommendation with the brake system you have. Ellery >>
>
>Ellery, and Kolb Friends '
>
>Am happy to report that Matco Mfg (in Utah)
>recommends automotive Automatic Transmission
>Fluid for use in their brake systems. I know
>this because I called them and asked this very
>question. Many of our Kolbs have Matco brakes,
>including mine. Being able to use ATF makes it convenient.
>
>Dennis Kirby
>Cedar Crest, NM
>Do not archive
>
>
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