Today's Message Index:
----------------------
1. 03:06 AM - Re: Check your Horiz. Stblzr bolts (Jimmy Young)
2. 06:13 AM - Re: Re: Check your Horiz. Stblzr bolts (Richard & Martha Neilsen)
3. 06:37 AM - Re: Re: Check your Horiz. Stblzr bolts (Richard & Martha Neilsen)
4. 06:42 AM - Re: Re: Check your Horiz. Stblzr bolts (John Hauck)
5. 07:12 AM - Re: Re: Check your Horiz. Stblzr bolts (Robert Laird)
6. 07:46 AM - Re: New Engine at Sebring (David Lucas)
7. 07:54 AM - Re: Re: Check your Horiz. Stblzr bolts (Jack B. Hart)
8. 08:47 AM - Re: Re: Check your Horiz. Stblzr bolts (John Hauck)
9. 10:00 AM - Re: Re: HKS readings for the day (Richard Girard)
10. 10:16 AM - Re: Re: New Engine at Sebring (Richard Girard)
11. 11:31 AM - Re: Greasing bolts and fittings (JetPilot)
12. 03:53 PM - Re: Check your Horiz. Stblzr bolts (Rick Lewis)
13. 04:48 PM - Re: Re: HKS readings for the day (Larry Cottrell)
14. 04:57 PM - Re: HKS readings for the day (robcannon)
15. 05:02 PM - Re: Re: Greasing bolts and fittings (Richard Girard)
16. 10:59 PM - Re: New Engine at Sebring (R. Hankins)
Message 1
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| Subject: | Re: Check your Horiz. Stblzr bolts |
Rick Lewis said:
>>I think I know the area your talking about.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=227462#227462
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| Subject: | Re: Check your Horiz. Stblzr bolts |
Jimmy
I have a concern about that Genrec being bolted solid to your engine mount.
Could that be the source of your bolt ware. I see others have had some in
that area also but it sounded like yours was worse. Check your whole plane
over very carefully. I know from personal experience when my VW had
vibration issues there was a lot of stress cracking and bolt ware.
Rick Neilsen
Redrive VW powered MKIIIC
Message 3
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| Subject: | Re: Check your Horiz. Stblzr bolts |
Rick
You have been adding a lot of bushings and stuff. My concern is that all
control surface bolts that aren't tight should have castle nuts or some
other positive safety. In your photo of your tail boom you show a nut plate.
Are you planning to safety that bolt in some way? Just be very careful when
you fix things you don't make it dangerous.
Another concern is, when people get all caught up fixing everything they
work on that they never finish their planes.
Rick Neilsen
Redrive VW powered MKIIC
----- Original Message -----
From: "Rick Lewis" <cktman@hughes.net>
Sent: Wednesday, January 28, 2009 9:30 PM
Subject: Kolb-List: Re: Check your Horiz. Stblzr bolts
>
I have attached pictures showing how I'm avoiding this problem. Your
really lucky you caught this before things turned loose in flight. The
bushings you see in the pictures came from Wicks, part# SF812-4 and cost
less than a dollar each. Two nut plates, four rivets, two bushing and a
little work is all it takes to fix it right.
>
> Rick Lewis
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=227431#227431
>
>
> Attachments:
>
> http://forums.matronics.com//files/pic00010_942.jpg
> http://forums.matronics.com//files/pic00009_168.jpg
>
>
>
Message 4
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| Subject: | Re: Check your Horiz. Stblzr bolts |
> I have a concern about that Genrec being bolted solid to your engine
mount.
>
> Rick Neilsen
Rick N:
No Lord mounts???
john h
mkIII
Message 5
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| Subject: | Re: Check your Horiz. Stblzr bolts |
I've seen Jimmy's Firestar with the Generac, and that was one of the first
things I noticed, too... no Lord mounts. But the engine runs -very-
smooth... much smoother than any Rotax, with Lord mounts, I've ever seen.
-- Robert
On Thu, Jan 29, 2009 at 8:30 AM, John Hauck <jhauck@elmore.rr.com> wrote:
>
>
> > I have a concern about that Genrec being bolted solid to your engine
> mount.
> >
>
>> Rick Neilsen
>>
>
>
> Rick N:
>
> No Lord mounts???
>
>
> john h
> mkIII
>
>
Message 6
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| Subject: | Re: New Engine at Sebring |
quote]I have read about that engine, it seems way over complicated That crazy
setup is based on a German design around WWII, if it were a good design, I think
someone somewhere would have used it in the last 50 years.... [/quote]
Got to keep an open mind Mike, an 'Old' idea re-visited with 'New' technology applied
is smart thinking. I don't think any investor would put his money into
such a project if it didn't have a promising future.
There's quite a good write up from some engineering professionals here;
http://www.amtonline.com/print/Aircraft-Maintenance-Technology/Gemini-100/1$4434
Pro's and Con's to it of course but it seems they're quite open to see how it develops.
David.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=227499#227499
Message 7
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| Subject: | Re: Check your Horiz. Stblzr bolts |
At 09:27 AM 1/29/09 -0500, you wrote:
>
>Rick
>
>Another concern is, when people get all caught up fixing everything they
>work on that they never finish their planes.
>
Rick,
The best time to install the bushings is when you are building. I wish I
had. But I had to wait until it became obvious that it was important to do
so. So far I have bushed the knuckles on the rear wing attachment and the
through bolt at the rear of the fuselage with porous Oilite bronze bushings.
I have flange Oilite bushings in the box waiting to be installed in for the
horizontal stabilizer to the rear ring on the fuselage tube through bolts.
On the FireFly the next most wear prone seems to be the aileron bell crank
hole in the inboard steel wing rib. If I was to do it over again, I would
bush every hole in which a pin or bolt is used to attach a wing, wing strut,
and horizontal tail surface. A few extra minutes during assembly when you
can't fly will save hours later on when you find that significant steel to
steel wear has taken place. In most cases it is not a difficult repair but
when you are in the process of repairing, it is always seems like you could
be flying.
Yesterday, we got a foot of snow. Spent four hours on the Kubota blowing
snow. Not as much fun as flying. Blowing like crazy today, so I will get
more Kubota time.
Jack B. Hart FF004
Winchester, IN
Message 8
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| Subject: | Re: Check your Horiz. Stblzr bolts |
Many years ago, during my Firestar days, I discovered the soft Lord Mounts
allowed my 447 to twist and cant during full power. I also discovered that
at full power acceleration, it would only attain about 70 mph. May have b
een more or less, but so long ago I don't remember. With some experimentat
ion in flight, I discovered if I came back off power and very slowly increa
sed power, allowing air speed to increase, I could attain 85 mph which was
normal top speed for this airplane.
Brother Jim and I decided we needed harder engine mounts to prevent movemen
t of the engine under high and full power operation. Jim designed and weld
ed up some really nice engine mounts utilizing two automobile shock absorbe
r rubber donuts for each mount. They were well designed and there was no m
etal to metal contact. They really stiffened up the engine, holding it in
place rather than letting it twist and roll.
I made the two hour flight back to Alabama from Florida. I could tell thro
ugh feed back in the airframe that there was a lot more vibration than norm
al. By the time I got home I had just about shook the airplane to pieces.
Remember the aluminum angle muffler mounts on the 447? Those were cracked
, broken, and disintegrating. Shook my strobe light so hard it quit workin
g. My feet got numb from vibration feed back through the rudder pedals.
I got on the phone, called Little Mike at Old Kolb. He sent me a new set o
f harder Lord Mounts. My problem was solved.
The reason I share this is my concern for problems that may be encountered
by Jimmy Y's Firestar flying with no Lord Mounts. Doesn't take long for vi
bration to take its toll on a 4130 airframe and everything attached to it.
john h
mkIII
I've seen Jimmy's Firestar with the Generac, and that was one of the firs
t things I noticed, too... no Lord mounts. But the engine runs -very- smoo
th... much smoother than any Rotax, with Lord mounts, I've ever seen.
-- Robert
Message 9
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| Subject: | Re: HKS readings for the day |
Larry, Rob, This is a 4 stroke engine so the 2 stroke rules about prop
setting do not apply. You can set the prop to get 6200 in climb and
overspeed in level flight to maximize climb performance or set the prop for
5600 in climb and then run all day long at 5800 in level flight for max
cruise performance, it will have very little difference on CHT and EGT
readings. I've done both after talking about prop setting with Sean at
Hpower.Larry, after looking at the readings on your EIS I'd definitely
recommend raising the jet needles. The factory is now recommending running
them at their highest setting, i.e. clip in the lowest slot to protect the
exhaust valve guides.
If you take another screen shot of the EIS go to the next screen where it
will display both cylinders CHT and EGT readings. That's where I fly all the
time so I know exactly what both cylinders are doing. Just a thought.
Rick
do not archive
PS Larry, if you've never worked on the Bing 64 be sure and take note of the
locating tang on the bottom of the carb diaphragm that fits in a little pit
in the carb body. I caught it when I did the second carb so I fixed it on
the first before I flew with it. Get them misaligned and you'll be chasing a
ghost trying to figure out why you richened the midrange mix and it's still
running high CHT's.
On Wed, Jan 28, 2009 at 11:30 PM, Larry Cottrell <lcottrell@fmtcblue.com>wrote:
> I had the prop relaxed enough that I would go over the 6200 on take off,
> and noticed no improvement. I since added one degree of pitch to the blades,
> I may relax it about a half degree, but I really don't expect it to help. I
> intend to check the clips and see if a bit more fuel will help the problem.
> I do not currently have a problem since the OAT is colder than a well
> diggers butt, however the temps will not stay that way. Its going to get hot
> sometime.
> Larry C
>
> ----- Original Message -----
> *From:* robcannon <leecannon@telus.net>
> *To:* kolb-list@matronics.com
> *Sent:* Wednesday, January 28, 2009 9:34 PM
> *Subject:* Kolb-List: Re: HKS readings for the day
>
>
> Larry - 1180 EGT and 330- CHT.
> - you could take a little pitch out and get your egt up a bit and
> cht down abit. I'd guess you could get to 1280 and 300. ( a bit better ?)
> cheers, Rob
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=227445#227445
>
>
> http://www.matronicp; via the Web href="http://forums.matronics.com">
> http://forums.matronics.com
> _p; generous bsp; href="
> http://www.matronics.com/contribution">
> http://www.matronics.com/c================
>
>
> ------------------------------
> - <http://www.avg.com>http://www.avg.com
> 6:37 AM
>
> *
>
>
Message 10
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| Subject: | Re: New Engine at Sebring |
David, Yeah they'll be quite willing to see how it develops.....on your
nickle. Remember all these claims Joe Escobar is talking about are based
upon NO installed base. By their own figures It's heavier than a 912, will
cost the same, and burn the same amount of fuel that is priced 20% higher.
Doesn't make a lot of sense to me.
Rick
On Thu, Jan 29, 2009 at 9:38 AM, David Lucas <d_a_lucas@hotmail.com> wrote:
>
> quote]I have read about that engine, it seems way over complicated That
> crazy setup is based on a German design around WWII, if it were a good
> design, I think someone somewhere would have used it in the last 50
> years.... [/quote]
>
> Got to keep an open mind Mike, an 'Old' idea re-visited with 'New'
> technology applied is smart thinking. I don't think any investor would put
> his money into such a project if it didn't have a promising future.
>
> There's quite a good write up from some engineering professionals here;
>
>
> http://www.amtonline.com/print/Aircraft-Maintenance-Technology/Gemini-100/1$4434
>
> Pro's and Con's to it of course but it seems they're quite open to see how
> it develops.
>
> David.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=227499#227499
>
>
Message 11
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| Subject: | Re: Greasing bolts and fittings |
aslsa.rng(at)gmail.com wrote:
>
>
> Grease is great stuff. It lubricates and protects from oxidation, provided you
protect the grease from contamination by dirt and grit. If that protection isn't
provided the dirt and grit combines with the grease to make a rudimentary
grinding compound.
>
>
Rick,
You are correct, dirt and grit are not a good thing in grease, but hard metal to
metal contact is even worse. My controls feel like they are mounted on bearings,
and I have had no wear on the bolts, cable thimbles, or any other greased
part in 200 hours. In many places, its either allow hard metal to metal contact,
or grease it. The grease wins, in both operation and reduced wear, and
preventing corrosion. Its not perfect, and I'm sure it attracts a bit of dirt,
but its far better than hard metal to metal wear.
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=227542#227542
Message 12
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| Subject: | Re: Check your Horiz. Stblzr bolts |
NeilsenRM(at)comcast.net wrote:
> Rick
>
> You have been adding a lot of bushings and stuff. My concern is that all
> control surface bolts that aren't tight should have castle nuts or some
> other positive safety. In your photo of your tail boom you show a nut plate.
> Are you planning to safety that bolt in some way? Just be very careful when
> you fix things you don't make it dangerous.
>
> Another concern is, when people get all caught up fixing everything they
> work on that they never finish their planes.
>
> Rick Neilsen
> Redrive VW powered MKIIC
>
> Don't worry Rick, this bolt will be safety wired in place. The nut plate itself
should lock the bolt in place but won't be relied on to do so. Thank for
the concern and I appreciate the comment.
>
> I feel the time to make these modest changes, fixes, are now while I'm building
the plane since it's much easier to get to.
>
> Rick Lewis
>
>
>
>
> ---
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=227587#227587
Message 13
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| Subject: | Re: HKS readings for the day |
----- Original Message -----
From: Richard Girard
To: kolb-list@matronics.com
Sent: Thursday, January 29, 2009 10:50 AM
Subject: Re: Kolb-List: Re: HKS readings for the day
Larry, after looking at the readings on your EIS I'd definitely
recommend raising the jet needles. The factory is now recommending
running them at their highest setting, i.e. clip in the lowest slot to
protect the exhaust valve guides.
If you take another screen shot of the EIS go to the next screen where
it will display both cylinders CHT and EGT readings. That's where I fly
all the time so I know exactly what both cylinders are doing. Just a
thought.
Rick
-------------------------------------------------------------------------
-------------------------------------------------------------------------
--
The weather finally got back into the tolerable range today, so I
relaxed my prop another 1/2 degree, (26.5 degrees) to get a bit more
rpm's. It is now showing 6100 at WOT and 85 on the GPS in level flight.
The OAT was 42 degrees. I flew for 42 minutes at the 5300 range and the
CHT's were 320 and 324 degrees. I also noticed that the cylinder with
the lowest temp had the highest EGT? Oil temps were generally at 170
degrees. This flight also fulfilled my phase one testing. I never got
high enough for my 196 to record the flight, so I don't know how far I
flew, but my mileage seems to have improved a bit, perhaps a quarter of
a gal, but I would not swear to it, perhaps wishful thinking.
I also had a conversation with Jerry at Green Sky about the temps and
position of the clips. He thinks with this engine they are already in
the last clip on the needle. He also brought up that with my oil temps
being low as well as the EGT's also being low, (1170) the last thing
that the engine would appear to need is more fuel cooling the EGT even
more.
So far it isn't a problem, it may never be a problem. In other words,
"it ain't broke", perhaps I should leave it alone and see how it shakes
out.
Larry C, Oregon
Message 14
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| Subject: | Re: HKS readings for the day |
Guest - interesting that you say that prop pitch has no effect on cht and egt.
When I set up my prop on my hks I found that my prop pitch had a direct influence
on cht and egt. Too little pitch equaled high egt's and low cht's and vice
versa. It was a very fine line to get it right.
Rob Cannon
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=227596#227596
Message 15
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| Subject: | Re: Greasing bolts and fittings |
Mike, the choice is not grease or nothing. We are blessed with a host of
light oils and dry lubricants that can do the job. They are thin enough that
they wash out the joint upon reapplication.
Rick
On Thu, Jan 29, 2009 at 1:18 PM, JetPilot <orcabonita@hotmail.com> wrote:
>
>
> aslsa.rng(at)gmail.com wrote:
> >
> >
> > Grease is great stuff. It lubricates and protects from oxidation,
> provided you protect the grease from contamination by dirt and grit. If that
> protection isn't provided the dirt and grit combines with the grease to make
> a rudimentary grinding compound.
> >
> >
>
>
> Rick,
>
> You are correct, dirt and grit are not a good thing in grease, but hard
> metal to metal contact is even worse. My controls feel like they are
> mounted on bearings, and I have had no wear on the bolts, cable thimbles, or
> any other greased part in 200 hours. In many places, its either allow hard
> metal to metal contact, or grease it. The grease wins, in both operation
> and reduced wear, and preventing corrosion. Its not perfect, and I'm sure
> it attracts a bit of dirt, but its far better than hard metal to metal wear.
>
> 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=227542#227542
>
>
Message 16
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| Subject: | Re: New Engine at Sebring |
"By their own figures It's heavier than a 912, will cost the same, and burn the
same amount of fuel that is priced 20% higher. Doesn't make a lot of sense to
me. "
They may be looking at a larger market than just the USA. There are many places
in the world where Jet-A is easier to find than 110LL. With the EPA tightening
its grip every year, it is only a matter of time before it goes away here.
As for the 20% more expensive, I suppose that is true compared to Mogas, but
doesn't hold vs 110LL (at least according to air-nav:)
http://www.airnav.com/fuel/report.html
This engine stacks up pretty well (on paper) against the Cont. O-200 etc. It also
has a better power to weight ratio than the 80hp 912UL. With directly opposed
pistons and symmetrical crankshafts, this should be a low vibration engine
as well. Nearly all of us run gear reduction already, so I don't see having
to gear both cranks to the output shaft as an over complication. Piston porting
eliminates the whole valve train, so in some ways it is simpler. The super
charger does add some complexity.
If they can field this engine anywhere close to their weight and power specs,
it will be a fine engineering achievement regardless of what the market does with
it. Think of it, a diesel that weighs less than most air cooled gas aviation
engines. Pretty cool.
If I had the money to spend, I wouldn't shell out for this one just yet, but I
do wish them the best of luck and am looking forward to the flight reports.
Hoping for a sunny weekend - or just a weekend above minimums....
--------
Roger in Oregon
1992 KXP 503 - N1782C
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=227635#227635
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