Today's Message Index:
----------------------
1. 04:06 AM - additive (Ted Cowan)
2. 01:11 PM - control cables (william sullivan)
3. 01:34 PM - Re: Pressurized motors (dalewhelan)
4. 01:52 PM - Re: Re: Pressurized motors (robert bean)
5. 03:41 PM - HKS flight (Larry Cottrell)
6. 03:59 PM - Re: control cables (Richard Girard)
7. 04:31 PM - Re: control cables (John Hauck)
8. 04:38 PM - Re: HKS flight (Richard & Martha Neilsen)
9. 04:46 PM - Re: control cables (Dana Hague)
10. 05:00 PM - Re: control cables (Richard Girard)
11. 05:02 PM - Re: Control Cables (william sullivan)
12. 05:05 PM - Re: control cables (ElleryWeld@aol.com)
13. 05:36 PM - Re: HKS flight (Robert Laird)
14. 05:48 PM - Re: crappy ethanol (DAquaNut@aol.com)
15. 05:52 PM - Re: Control Cables (william sullivan)
16. 06:01 PM - Re: HKS flight (Larry Cottrell)
17. 06:09 PM - Re: crappy ethanol (Larry Cottrell)
18. 06:13 PM - Re: Re: Control Cables (John Hauck)
19. 06:50 PM - Re: Control Cables (william sullivan)
20. 06:51 PM - Re: control cables (Dana Hague)
21. 07:02 PM - Re: Re: Control Cables (Dana Hague)
22. 07:22 PM - Re: HKS flight (Richard Girard)
23. 07:31 PM - Re: HKS flight (Robert Laird)
Message 1
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Well, I dont consider Sta-bil for ethanol a real cost to add. I figure it
is about a quarter for five gals of gas to protect you against ? what, total
and complete distruction of your plane and/or yourself and passenger?
Sounds good to me. I suppose Jack Hart is having good luck with this
opti2-4, whatever that stuff is but I dont think Rotax would like you
putting stuff in the oil on the 912s especially when they said "dont do it".
This is strickly for adding to your gas for all your gas stuff. Got a
motorbike and you like putting it up for the winter? Bet if you dont use an
additive you will have a very badly rusted tank, rotted hoses and possibly
seals come spring. Not to mention the pistion will be running dry most of
the time. To quote a great actor, "Do you feel lucky punk? Do you?" All I
am going to say on the subject. Your butt. Your money. Your engine. Ted
Cowan, Alabama, Slingshot, short wings -- zoom, zoom.
Message 2
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- I am ready to order control cables for the Firestar, for the elevator a
nd rudder.- The cables that are on there are 3/32", 7x19, and appear to b
e galvanized.- Is this correct, or should I order the 7x7 which is more a
brasion proof (according to ACS catalog)?- Also, stainless or galvanized?
- This thing is an early one, so I don't know if the hardware is correct.
- There was no sign of excessive wear or chafing on the old ones.
-
-------------------------
-------------------------
---- Bill Sullivan
Message 3
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| Subject: | Re: Pressurized motors |
Let's say you have 1 bar of pressure in the float bowl and .9 bar in the venturi.
The lower pressure in the venturi results in fuel delivery to the venturi.
Now if we increased the venturi pressure by .2 bar we would have fuel delivery
to the bowl.
On my racing Yamaha the bowl and venturi are equally pressurized by putting the
whole carb in the airbox. A fuel pump was also added to replace the gravity feed
system and the float seats were replaced with smaller diameter fuel inlets.
Honda chose to have solenoid controlled fuel tank vents, and pressurized the
tank as well.
Just run the bowl vents into your airbox. Excessively long bowl vents have caused
running problems on some motors I have seen, I am not sure why.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=224770#224770
Message 4
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| Subject: | Re: Pressurized motors |
Good post. If the airbox pressurizes the whole kaboodle then you
would be compensating properly for altitude.
It looks like a good fix to me.
BB
On 14, Jan 2009, at 4:33 PM, dalewhelan wrote:
> <dalewhelan@earthlink.net>
>
> Let's say you have 1 bar of pressure in the float bowl and .9 bar
> in the venturi. The lower pressure in the venturi results in fuel
> delivery to the venturi.
> Now if we increased the venturi pressure by .2 bar we would have
> fuel delivery to the bowl.
> On my racing Yamaha the bowl and venturi are equally pressurized by
> putting the whole carb in the airbox. A fuel pump was also added to
> replace the gravity feed system and the float seats were replaced
> with smaller diameter fuel inlets. Honda chose to have solenoid
> controlled fuel tank vents, and pressurized the tank as well.
>
> Just run the bowl vents into your airbox. Excessively long bowl
> vents have caused running problems on some motors I have seen, I am
> not sure why.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=224770#224770
>
>
Message 5
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Today dawned bright and clear. A little cold, but the sun would soon
warm it up to low 50's. A veritable heat wave for this time of year. The
wind stayed down, so I rolled dart out of the hanger and made a trip to
Rome to buy a hunting and fishing license. ( as good a reason to fly as
any) Of course I am still in the test phase and this is the first time
that wind has not been a factor in flying. The pictures will show you
what the engine was doing on this trip. The first picture 0344 gives you
the status of the engine at max cruise. The 0348 shows what the GPS is
reading. This is as correct as I can make it. You will notice that there
is no perceptible climb, and that speed seems to be normal for that RPM.
It is also about 12 MPH faster that I could achieve with the 503.
I landed at Rome on their ( mud hole) airstrip, and got my license. I
checked my fuel burn and found that I had traveled 20 air miles and
burned one gallon of fuel. On the way back home, I did vary a bit from
my flight plan and flew down the River a ways. ( no body is perfect) The
view of the desert and the Steen's in the back ground were too much to
resist. (0352) Of course one more picture of the Steen's was in order as
well.
On landing I found that I had flown 48 minutes and burned 2 and 3/4
gallons of gas. After the initial pictures of the max cruise, I
throttled back to 5300 and cruised along at about 63 MPH. I had traveled
52 miles.
Larry C, Oregon
Message 6
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| Subject: | Re: control cables |
Bill, I'd recommend the 7 X 7 stainless with the vinyl coating. The coating
keeps dirt and crud out of the cable and makes it easier to handle although
you do spend a little extra time to strip the coating. Also, you might want
to review AC 43-13 for the proper way to do cable terminations with a single
zinc plated Nico sleeve (use the unplated copper sleeves if you decide to
use galvanized cable). If you don't have a copy handy you can find it on
line at FAA.gov. The other thing I'd recommend is make up a jig with the old
cables so you can do them outside the aircraft and then install them. You
only have to be +/- 1/8" to satisfy the proper adjustment of the turnbuckles
so why beat yourself up trying to make them in situ. Last, trim the ears on
the thimbles so the nico fits up against the thimble. Last, last, I promise,
check the prices at McMaster Carr (mcmaster.com) you might significant
money, I haven't checked lately.
Rick
do not archive
On Wed, Jan 14, 2009 at 3:11 PM, william sullivan
<williamtsullivan@att.net>wrote:
> I am ready to order control cables for the Firestar, for the elevator and
> rudder. The cables that are on there are 3/32", 7x19, and appear to be
> galvanized. Is this correct, or should I order the 7x7 which is more
> abrasion proof (according to ACS catalog)? Also, stainless or galvanized?
> This thing is an early one, so I don't know if the hardware is correct.
> There was no sign of excessive wear or chafing on the old ones.
>
> Bill Sullivan
>
> *
>
>
Message 7
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| Subject: | Re: control cables |
Rick:
Did not know there was an aircraft control cable that was vinyl coated? So
unds more like something you would find on an Eipper Quicksilver.
The determination of whether to use 7X7 or 7X19 depends on how much bending
will be involved around pullies, and also how much scuffing will be encoun
tered if using fair leads.
Galvanize is tougher than SS.
I personally would not use a vinyl coated cable for controls on a Kolb. I
don't see a requirement for a coated cable to keep it clean.
I still use two nicopress sleeves for each control cable end. Does it real
ly need it? I don't know. Probably a carry over from Old Kolb instruction
s and construction practices. I do know, those old instructions work.
john h
mkIII
Bill, I'd recommend the 7 X 7 stainless with the vinyl coating.
Rick
Message 8
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Larry/All
Great report.
The HKS is a great engine. I'm a bit surprised there aren't more flying.
I saw a nice Kolb Slingshot at Sun N Fun last year with a HKS. Rotax
makes some great engines but with almost total dominance of the market
they have gotten out of hand with their pricing and have failed to
produce a small 4 stroke for the smaller airplanes.
There are a number of good engines out there as Rotax alternatives.
There are VWs, BMWs, HKSs, GEOs, Jabarus, The Big Twin and a few others.
We have had a few reports from flyers but we need more. Seems like I had
a promise from a BMW flyer to give us a report. Tell us about your Non
Rotax engines on your Kolb.
Looks like it is a race to see who is the second flyer to get their VW
powered Kolb airbore. I'm pulling for both of you.
Also sorry about a previous post that was supposed to be off list.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: Larry Cottrell
To: kolb-list@matronics.com
Sent: Wednesday, January 14, 2009 6:39 PM
Subject: Kolb-List: HKS flight
Today dawned bright and clear. A little cold, but the sun would soon
warm it up to low 50's. A veritable heat wave for this time of year. The
wind stayed down, so I rolled dart out of the hanger and made a trip to
Rome to buy a hunting and fishing license. ( as good a reason to fly as
any) Of course I am still in the test phase and this is the first time
that wind has not been a factor in flying. The pictures will show you
what the engine was doing on this trip. The first picture 0344 gives you
the status of the engine at max cruise. The 0348 shows what the GPS is
reading. This is as correct as I can make it. You will notice that there
is no perceptible climb, and that speed seems to be normal for that RPM.
It is also about 12 MPH faster that I could achieve with the 503.
I landed at Rome on their ( mud hole) airstrip, and got my license. I
checked my fuel burn and found that I had traveled 20 air miles and
burned one gallon of fuel. On the way back home, I did vary a bit from
my flight plan and flew down the River a ways. ( no body is perfect) The
view of the desert and the Steen's in the back ground were too much to
resist. (0352) Of course one more picture of the Steen's was in order as
well.
On landing I found that I had flown 48 minutes and burned 2 and 3/4
gallons of gas. After the initial pictures of the max cruise, I
throttled back to 5300 and cruised along at about 63 MPH. I had traveled
52 miles.
Larry C, Oregon
Message 9
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| Subject: | Re: control cables |
At 04:11 PM 1/14/2009, william sullivan wrote:
> I am ready to order control cables for the Firestar, for the elevator
> and rudder. The cables that are on there are 3/32", 7x19, and appear to
> be galvanized. Is this correct, or should I order the 7x7 which is more
> abrasion proof (according to ACS catalog)? Also, stainless or
> galvanized? This thing is an early one, so I don't know if the hardware
> is correct.
At 06:59 PM 1/14/2009, Richard Girard wrote:
>Bill, I'd recommend the 7 X 7 stainless with the vinyl coating. The
>coating keeps dirt and crud out of the cable...
WEther you use 7X7 or 7X19 depends on the pulley size... 7X19 is more
flexible (can go around a smaller diameter pulley) than 7X7. If the pulley
is large enough, 7x7 is better... more abrasion resistant as you say. Some
information on cable size vs. pulley size is at:
http://www.savacable.com/pages/applic_10.html
As far as plastic coated cable, it's never recommended for aircraft
controls. The pulley is made for a particular size cable. To use coated
cable in a pulley sized for uncoated cable, you'd have to go to a smaller
diameter cable inside-- not good-- or a larger pulley. Also the cables
will slacken if the coating wears around the pulley, and you can't inspect
the cable for broken strands.
As for stainless vs galvanized, go with the galvanized; it has better
fatigue and wear resistance.
http://www.mechanicsupport.com/aircraft_wire_rope_source.html
-Dana
--
We are sorry, you have reached an imaginary number.
Please rotate your phone ninety degrees and try again.
Message 10
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| Subject: | Re: control cables |
Where are there pulleys in the Kolb control system? Neither my FS nor Mk III
has them. There are some fair leads but that's it.
Rick
On Wed, Jan 14, 2009 at 6:39 PM, Dana Hague <d-m-hague@comcast.net> wrote:
>
> At 04:11 PM 1/14/2009, william sullivan wrote:
>
>> I am ready to order control cables for the Firestar, for the elevator and
>> rudder. The cables that are on there are 3/32", 7x19, and appear to be
>> galvanized. Is this correct, or should I order the 7x7 which is more
>> abrasion proof (according to ACS catalog)? Also, stainless or galvanized?
>> This thing is an early one, so I don't know if the hardware is correct.
>>
>
> At 06:59 PM 1/14/2009, Richard Girard wrote:
>
>> Bill, I'd recommend the 7 X 7 stainless with the vinyl coating. The
>> coating keeps dirt and crud out of the cable...
>>
>
> WEther you use 7X7 or 7X19 depends on the pulley size... 7X19 is more
> flexible (can go around a smaller diameter pulley) than 7X7. If the pulley
> is large enough, 7x7 is better... more abrasion resistant as you say. Some
> information on cable size vs. pulley size is at:
> http://www.savacable.com/pages/applic_10.html
>
> As far as plastic coated cable, it's never recommended for aircraft
> controls. The pulley is made for a particular size cable. To use coated
> cable in a pulley sized for uncoated cable, you'd have to go to a smaller
> diameter cable inside-- not good-- or a larger pulley. Also the cables will
> slacken if the coating wears around the pulley, and you can't inspect the
> cable for broken strands.
>
> As for stainless vs galvanized, go with the galvanized; it has better
> fatigue and wear resistance.
> http://www.mechanicsupport.com/aircraft_wire_rope_source.html
>
> -Dana
>
> --
> We are sorry, you have reached an imaginary number.
> Please rotate your phone ninety degrees and try again.
>
>
Message 11
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| Subject: | Re: Control Cables |
- I guess I'll go with the 7x7 galvanized, and two nicopress sleeves per
end- two sleeves were on there.- The pulleys are almost a straight shot t
hrough both sets- just a little vertical difference.- No wear on the old
ones, but severed during crash/recovery.
-
-------------------------
-------------------- Thanks
-
-------------------------
-------------------- Bill Sullivan
Message 12
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| Subject: | Re: control cables |
I think you are right on that Plastic coated cable John it was not intended
to be used on flight controls just to keep a dog home
Ellery in Maine
do not archive
In a message dated 1/14/2009 7:32:18 P.M. Eastern Standard Time,
jhauck@elmore.rr.com writes:
Rick:
Did not know there was an aircraft control cable that was vinyl coated?
Sounds more like something you would find on an Eipper Quicksilver.
The determination of whether to use 7X7 or 7X19 depends on how much bending
will be involved around pullies, and also how much scuffing will be
encountered if using fair leads.
Galvanize is tougher than SS.
I personally would not use a vinyl coated cable for controls on a Kolb. I
don't see a requirement for a coated cable to keep it clean.
I still use two nicopress sleeves for each control cable end. Does it
really need it? I don't know. Probably a carry over from Old Kolb instructions
and construction practices. I do know, those old instructions work.
john h
mkIII
Bill, I'd recommend the 7 X 7 stainless with the vinyl coating.
Rick
(http://www.matronics.com/Navigator?Kolb-List)
(http://www.matronics.com/contribution)
**************A Good Credit Score is 700 or Above. See yours in just 2 easy
steps!
cemailfooterNO62)
Message 13
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Larry --
I love it when you talk HKS! :-) I've been told that the HKS, in a hot
environment (like down where I am, SE Texas, in the summer) isn't as good
because, unlike the Rotax, there's no forced air keeping it cool. Have you
ever heard of such a thing about HKS engines, that they'd overheat in hot
environments?
-- Robert
On Wed, Jan 14, 2009 at 5:39 PM, Larry Cottrell <lcottrell@fmtcblue.com>wrote:
> Today dawned bright and clear. A little cold, but the sun would soon
> warm it up to low 50's. A veritable heat wave for this time of year. The
> wind stayed down, so I rolled dart out of the hanger and made a trip to Rome
> to buy a hunting and fishing license. ( as good a reason to fly as any) Of
> course I am still in the test phase and this is the first time that wind has
> not been a factor in flying. The pictures will show you what the engine was
> doing on this trip. The first picture 0344 gives you the status of the
> engine at max cruise. The 0348 shows what the GPS is reading. This is as
> correct as I can make it. You will notice that there is no perceptible
> climb, and that speed seems to be normal for that RPM. It is also about 12
> MPH faster that I could achieve with the 503.
>
> I landed at Rome on their ( mud hole) airstrip, and got my license. I
> checked my fuel burn and found that I had traveled 20 air miles and burned
> one gallon of fuel. On the way back home, I did vary a bit from my flight
> plan and flew down the River a ways. ( no body is perfect) The view of the
> desert and the Steen's in the back ground were too much to resist. (0352) Of
> course one more picture of the Steen's was in order as well.
>
> On landing I found that I had flown 48 minutes and burned 2 and 3/4 gallons
> of gas. After the initial pictures of the max cruise, I throttled back to
> 5300 and cruised along at about 63 MPH. I had traveled 52 miles.
> Larry C, Oregon
>
Message 14
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| Subject: | Re: crappy ethanol |
Larry,
This is exactly what happens! It also happens in boats with 2-stroke
engines. I work in the Marine industry and have heard of instances where
engines burn up for no apparent reason,but what happens is the alcohol in the
fuel,
breaks down the accumulation of crud in the old fuel system, because it is a
stronger solvent than straight gasoline. What has happened in cases I am
aware of, is almost instant blockage of the fuel filter, after the first
introduction of ethenol. This causes the engine to run lean and burn up .
Hopefully everyone will check their fuel filter when they use ethenol for the
first
time. Probably should run it on the ground a while and check the fuel filter
before going up . Might not hurt to recheck the filter after a short flight !
Ed Diebel :
My observation is that the problem was caused by the ethanol breaking up the
residue in my tank from 11 years of using two stroke oil. I know that many
of you haven't been flying because of the weather, and may have missed out on
using ethanol yet. If that is the case, I would suggest that either you soak
your tanks in the stuff with the idea of using it to clean them, dumping the
stuff afterwards, or buying new tanks to use with it. Might be a good time
to invest in the new 6 gallon tanks from TNK. I bet they could use the
business.
Larry C, Oregon
**************A Good Credit Score is 700 or Above. See yours in just 2 easy
steps!
cemailfooterNO62)
Message 15
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| Subject: | Re: Control Cables |
- Maybe you call them fairleads, but they look like pulleys to me.- One
set of four under the rear seat cross tube, and the other set of four is a
t the bottom of the front of the fuselage tube.- To me, a pulley operates
on one plane, and a fairlead operates on two.- I could be wrong, but tha
t's what Ramsey-Winch called them when I used to install them.-They are
phenolic resin, with bearings, in a horizontal stack of four. and a 1/4" b
olt for an axle.
-
-------------------------
------------------------ Bi
ll Sullivan
-------------------------
------------------------ Wi
ndsor Locks, Ct.
Message 16
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----- Original Message -----
From: Robert Laird
To: kolb-list@matronics.com
Sent: Wednesday, January 14, 2009 6:35 PM
Subject: Re: Kolb-List: HKS flight
Larry --
I love it when you talk HKS! :-) I've been told that the HKS, in a
hot environment (like down where I am, SE Texas, in the summer) isn't as
good because, unlike the Rotax, there's no forced air keeping it cool.
Have you ever heard of such a thing about HKS engines, that they'd
overheat in hot environments?
-- Robert
I will have to let you know later. Overheating is not a problem right
now. :-) It sure gets hot here, so I guess this will be a good place to
test it. However the max number is 446 degrees. It is running about 330
or so at 50 degrees, if you add 60 degrees , which would be an extreme
rise, it would still hopefully be under that number. I am going to have
to put some sort of a wire basket on the motor to cook my dinner while I
am flying.
Larry C, Oregon
Message 17
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| Subject: | Re: crappy ethanol |
In an earlier post about this, the subject came up about Sta bil made
for Ethanol. I have been looking for it all over Boise, and have yet to
find it anywhere. I am a true believer in the red version, but I save 30
cents a gallon by buying my fuel in Boise rather than locally, which is
52 miles away any how. I am still using the red stuff in my real gas.
Larry C, Oregon
----- Original Message -----
From: DAquaNut@aol.com
To: kolb-list@matronics.com
Sent: Wednesday, January 14, 2009 6:47 PM
Subject: Re: Kolb-List: crappy ethanol
Larry,
This is exactly what happens! It also happens in boats with
2-stroke engines. I work in the Marine industry and have heard of
instances where engines burn up for no apparent reason,but what happens
is the alcohol in the fuel, breaks down the accumulation of crud in the
old fuel system, because it is a stronger solvent than straight
gasoline. What has happened in cases I am aware of, is almost instant
blockage of the fuel filter, after the first introduction of ethenol.
This causes the engine to run lean and burn up . Hopefully everyone
will check their fuel filter when they use ethenol for the first time.
Probably should run it on the ground a while and check the fuel filter
before going up . Might not hurt to recheck the filter after a short
flight !
Ed Diebel
:
My observation is that the problem was caused by the ethanol
breaking up the residue in my tank from 11 years of using two stroke
oil. I know that many of you haven't been flying because of the
weather, and may have missed out on using ethanol yet. If that is the
case, I would suggest that either you soak your tanks in the stuff with
the idea of using it to clean them, dumping the stuff afterwards, or
buying new tanks to use with it. Might be a good time to invest in the
new 6 gallon tanks from TNK. I bet they could use the business.
Larry C, Oregon
-------------------------------------------------------------------------
-----
A Good Credit Score is 700 or Above. See yours in just 2 easy steps!
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Checked by AVG - http://www.avg.com
1/14/2009 7:27 PM
Message 18
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| Subject: | Re: Control Cables |
Bill:
This is a fairlead.
http://www.aircraftspruce.com/catalog/appages/fairleads.php
john h
mkIII
Maybe you call them fairleads, but they look like pulleys to me.
Bill Sullivan
Windsor Locks, Ct
.
Message 19
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| Subject: | Re: Control Cables |
- Thanks, John.- I've never run across that type before- nor are there
any on this aircraft.- I have never dealt with anything that small, but I
can see how it would serve the purpose.- I am used to roller fairleads o
n a large winch or crane.-
-
-------------------------
------------------ Bill Sullivan
-------------------------
------------------ Windsor Locks, Ct.
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| Subject: | Re: control cables |
At 07:59 PM 1/14/2009, Richard Girard wrote:
>Where are there pulleys in the Kolb control system? Neither my FS nor Mk
>III has them. There are some fair leads but that's it.
My UltraStar has six of them! I'm not familiar with the later models...
-Dana
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If vegetarians eat vegetables,..beware of humanitarians!
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| Subject: | Re: Control Cables |
At 09:49 PM 1/14/2009, william sullivan wrote:
> Thanks, John. I've never run across that type before- nor are there
> any on this aircraft. I have never dealt with anything that small, but I
> can see how it would serve the purpose. I am used to roller fairleads on
> a large winch or crane.
Your roller fairleads are used when the direction the cable pays out might
not be constant. The fairleads John's talking about are used when they're
almost not necessary; the cable is a long straight shot and the fairlead is
placed in the middle to keep the cable from slapping around and chafing on
other parts. At most they can handle a very slight direction change.
-Dana
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If vegetarians eat vegetables,..beware of humanitarians!
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Robert, I'm in Kansas. It gets pretty hot here and I don't have any
problems. CHT's run 300 to 305 in cruise, limit is 338. EGT's run mid 1100's
to 1200. Oil runs in the 180's.
Rick
On Wed, Jan 14, 2009 at 7:35 PM, Robert Laird <rlaird@cavediver.com> wrote:
> Larry --
>
> I love it when you talk HKS! :-) I've been told that the HKS, in a hot
> environment (like down where I am, SE Texas, in the summer) isn't as good
> because, unlike the Rotax, there's no forced air keeping it cool. Have you
> ever heard of such a thing about HKS engines, that they'd overheat in hot
> environments?
>
> -- Robert
>
>
> On Wed, Jan 14, 2009 at 5:39 PM, Larry Cottrell <lcottrell@fmtcblue.com>wrote:
>
>> Today dawned bright and clear. A little cold, but the sun would soon
>> warm it up to low 50's. A veritable heat wave for this time of year. The
>> wind stayed down, so I rolled dart out of the hanger and made a trip to Rome
>> to buy a hunting and fishing license. ( as good a reason to fly as any) Of
>> course I am still in the test phase and this is the first time that wind has
>> not been a factor in flying. The pictures will show you what the engine was
>> doing on this trip. The first picture 0344 gives you the status of the
>> engine at max cruise. The 0348 shows what the GPS is reading. This is as
>> correct as I can make it. You will notice that there is no perceptible
>> climb, and that speed seems to be normal for that RPM. It is also about 12
>> MPH faster that I could achieve with the 503.
>>
>> I landed at Rome on their ( mud hole) airstrip, and got my license. I
>> checked my fuel burn and found that I had traveled 20 air miles and burned
>> one gallon of fuel. On the way back home, I did vary a bit from my flight
>> plan and flew down the River a ways. ( no body is perfect) The view of the
>> desert and the Steen's in the back ground were too much to resist. (0352) Of
>> course one more picture of the Steen's was in order as well.
>>
>> On landing I found that I had flown 48 minutes and burned 2 and 3/4
>> gallons of gas. After the initial pictures of the max cruise, I throttled
>> back to 5300 and cruised along at about 63 MPH. I had traveled 52 miles.
>> Larry C, Oregon
>>
>
> *
>
>
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But what about when taxiing and idling on the ground when it's hot outside?
On Wed, Jan 14, 2009 at 9:22 PM, Richard Girard <aslsa.rng@gmail.com> wrote:
> Robert, I'm in Kansas. It gets pretty hot here and I don't have any
> problems. CHT's run 300 to 305 in cruise, limit is 338. EGT's run mid 1100's
> to 1200. Oil runs in the 180's.
> Rick
>
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