Today's Message Index:
----------------------
1. 04:52 AM - Re: Fuel Reserve and UL's (Thom Riddle)
2. 06:48 AM - Re: not Kolb related but fascinating (Ralph B)
3. 07:03 AM - Re: Re: not Kolb related but fascinating (russ kinne)
4. 07:10 AM - Re: not Kolb related but fascinating (Thom Riddle)
5. 07:17 AM - Re: Re: not Kolb related but fascinating (Mike Welch)
6. 07:38 AM - Re: 75% Power (Vic)
7. 07:38 AM - Re: Re: not Kolb related but fascinating (John Hauck)
8. 07:46 AM - Re: not Kolb related but fascinating (clrprop)
9. 08:57 AM - Re: Fuel Reserve and UL's (GeoB)
10. 08:57 AM - Setting flap position (Mike Welch)
11. 09:21 AM - Re: Fuel Reserve and UL's (Thom Riddle)
12. 09:39 AM - Re: Setting flap position (John Hauck)
13. 09:58 AM - Re: Re: not Kolb related but fascinating (Brett Janaway)
14. 10:29 AM - Re: Fuel Reserve and UL's (Richard Pike)
15. 10:42 AM - Re: Fuel Reserve and UL's (Thom Riddle)
16. 10:44 AM - Re: Fuel Reserve and UL's (Thom Riddle)
17. 10:51 AM - Re: Re: not Kolb related but fascinating (John Hauck)
18. 10:51 AM - Re: Re: not Kolb related but fascinating (Bob)
19. 10:52 AM - Re: Re: Fuel Reserve and UL's (Richard & Martha Neilsen)
20. 10:55 AM - Re: Re: not Kolb related but fascinating (russ kinne)
21. 11:44 AM - Re: Re: not Kolb related but fascinating (Charlie England)
22. 01:06 PM - Re: Fuel Reserve and UL's (GeoB)
23. 02:05 PM - Re: Fuel Reserve and UL's (Thom Riddle)
24. 03:53 PM - 447 EGT's (Bob Kravis)
25. 03:56 PM - Re: Re: Fuel Reserve and UL's (Dana Hague)
26. 04:35 PM - Re: 447 EGT's (Richard Girard)
27. 04:49 PM - New Camera Mounv (Richard Girard)
28. 05:18 PM - Re: New Camera Mounv (Larry Cottrell)
29. 06:55 PM - Re: Re: Fuel Reserve and UL's (Jack B. Hart)
30. 07:25 PM - Re: Re: Fuel Reserve and UL's (Dana Hague)
31. 07:50 PM - Re: Re: Fuel Reserve and UL's (Herb)
32. 11:03 PM - Official Kolb-List FAQ (Frequently Asked Questions) (Matt Dralle)
33. 11:09 PM - Official Kolb-List Usage Guidelines (Matt Dralle)
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| Subject: | Re: Fuel Reserve and UL's |
The power curve in Rotax (and other engine manuals) shows the maximum power available
for that engine at that RPM at sea level on a standard day, not the actual
power being produced at that rpm under other conditions. The actual power
being produced at a given rpm depends upon two primary variables. One is the density
altitude and the other is the prop loading.
The power curve is valid only at DA of zero and at wide-open-throttle (WOT). The
actual power being produced in straight and level cruise at normally encountered
density altitudes at partial throttle is less than that shown on the power
curve.
John's 75% power at 5,000 rpm are pretty close at typical DAs in lowlands knowing
he pitches his prop generally for 5500 rpm WOT in S&L flight. At a density
altitude of about 8,000' the 912 engines will produce only 75% of rated power
with WOT at 5,500 rpm, not 5,000 rpm. As you go higher still, the maximum available
power continues to decrease.
--------
Thom Riddle
Buffalo, NY
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
An ounce of action is worth a ton of theory.
- Friedrich Engels
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=288716#288716
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| Subject: | Re: not Kolb related but fascinating |
This is got to be one of the coolest things I've seen in a long time ...
Ralph
--------
Ralph B
Original Firestar 447
N91493 E-AB
1000 hours
23 years flying it
Kolbra 912UL
N20386
2 years flying it
120 hrs
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=288730#288730
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| Subject: | Re: not Kolb related but fascinating |
What is? No image or link came thru
On Mar 1, 2010, at 9:47 AM, Ralph B wrote:
>
> This is got to be one of the coolest things I've seen in a long
> time ...
>
> Ralph
>
> --------
> Ralph B
> Original Firestar 447
> N91493 E-AB
> 1000 hours
> 23 years flying it
> Kolbra 912UL
> N20386
> 2 years flying it
> 120 hrs
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=288730#288730
>
>
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| Subject: | Re: not Kolb related but fascinating |
Russ,
This....
http://vimeo.com/6194911
--------
Thom Riddle
Buffalo, NY
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
An ounce of action is worth a ton of theory.
- Friedrich Engels
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=288737#288737
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| Subject: | Re: not Kolb related but fascinating |
> This is got to be one of the coolest things I've seen in a long time ...
>
> Ralph
Yeah=2C Ralph=2C that's what I thought=2C too. Thom says you may be able t
o buy a kit from the guy that built it. I wouldn't think it is very cheap
=2C though. But=2C still.....it is a nice toy=2C and we all need more toy
s!!
Kolb guys in general=2C
I have a question regarding flaps on a MkIII. For those of you with flap
s on your plane=2C you know I'm reinstalling my wings=2C tailfeathers=2C et
c=2C now that the Poly Fiber/paint is finished.
I just got the flaps and ailerons rehung this last weekend. I notived th
at if you stand behind the flap(s)=2C you can get a fair amount of "reflex"
by pushing them up. I assume that with a load on the wings=2C the flaps w
ill flex upward=2C unless you preset them slightly lower.
So=2C here's my question for you guys that have flaps on your Kolb planes
=3B are your flaps adjusted slightly low=2C to account for upward flexing
=2C or do you not worry about it=2C and just set them flat with the undersi
de of the wing=2C even though they will flex up while in flight?
Thanks=2C Mike Welch
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Anyone
Does it matter how you determine 75% power if your prop is pitched for
cruise?
Do you still use engine rated HP and max rpm?
Vic
912ul
Xtra
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| Subject: | Re: not Kolb related but fascinating |
Just the opposite, Mike W.
Air coming over the top of the wing pushes down on the flaps when they
are in the neutral position. If you kick the flap handle out of the
detent, while in flight, the flaps will fly about half way between
neutral and 20% (middle flap position), maybe less.
john hauck
mkIII
Titus, Alabama
I assume that with a load on the wings, the flaps will flex upward,
unless you preset them slightly lower.
Thanks, Mike Welch
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| Subject: | Re: not Kolb related but fascinating |
re: the hexacopter
A friend in my rc club has met the guy and says it costs $1800.00
p.s. The scale model of my MarkIII is almost finished.
Keath T
S.C.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=288749#288749
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| Subject: | Re: Fuel Reserve and UL's |
Thom Riddle wrote:
> The power curve in Rotax (and other engine manuals) shows the maximum power available
for that engine at that RPM at sea level on a standard day, not the actual
power being produced
>
I hear you saying that to be very close to actual 75% power you would have to solve
an equation that relates temp, humidity, altitude and prop attributes. It
sounds like if you had a glass panel you could have a read-out of your %-power.
Funny! It doesn't even involve the engine!
Thanks for your post.
--------
GeoB
"Members of Congress should be compelled to wear uniforms like NASCAR drivers,
so we could identify their corporate sponsors"
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=288768#288768
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| Subject: | Setting flap position |
John=2C Kolb guys=2C
So I assume you suggest just setting the flaps to be in line with the und
erside of the wings=2C straight from wing leading edge to flap trailing edg
e?
Thanks=2C Mike Welch
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| Subject: | Re: Fuel Reserve and UL's |
GeoB,
As I've said either here or elsewhere, I think one of the easiest ways to know
what your current engine power output is under whatever conditions you are flying,
is a fuel flow meter. A 4-stroke engine maintained and operated according
to the manufacturer's instructions will consume roughly .45 lbs (+ or - .03 lbs)
of gasoline per hour per HP being produced.
For example:
An engine with rated sea level max continuous power of 80 HP, when running at 75%
power (60 HP), no matter what the rpm or density altitude required to make
that power, will be consuming approximately 4.2 - 4.8 US gallons per hour. If
your 4-stroke engine is burning less than that your engine is producing less than
that amount of power. Again, assuming it is maintained and operated properly.
Another way to look at it is each US gallon/hour is equivalent to roughly
12 1/2 to 14 hp.
Most Rotax 2-stroke engines run closer to .6 lb/hp/hr BSFC.
--------
Thom Riddle
Buffalo, NY
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
An ounce of action is worth a ton of theory.
- Friedrich Engels
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=288773#288773
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| Subject: | Re: Setting flap position |
I adjust my flaps about even with the ailerons and the bottom of the
wing. During test flights I can see where the flaps and ailerons are
flying, then adjust to suit my tastes.
john hauck
mkIII
Titus, Alabama
So I assume you suggest just setting the flaps to be in line with
the underside of the wings, straight from wing leading edge to flap
trailing edge?
Thanks, Mike Welch
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| Subject: | Re: not Kolb related but fascinating |
You are going to have to explain that to me. I understood we had high
pressure 'under' the wing and low 'above' the wing, so I can't see how
the flaps would be pushed down. I can understand staying neutral with
the airflow or the weight of the flap pulling it down as they have no
balance weight, but not being pushed down by the airflow surely???
Brett
MkIIIc
On 01/03/2010 16:31, John Hauck wrote:
> Just the opposite, Mike W.
> Air coming over the top of the wing pushes down on the flaps when they
> are in the neutral position. If you kick the flap handle out of the
> detent, while in flight, the flaps will fly about half way between
> neutral and 20% (middle flap position), maybe less.
> john hauck
> mkIII
> Titus, Alabama
>
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| Subject: | Re: Fuel Reserve and UL's |
Thom Riddle wrote:
> GeoB,
>
> As I've said either here or elsewhere, I think one of the easiest ways to know
what your current engine power output is under whatever conditions you are flying,
is a fuel flow meter. A 4-stroke engine maintained and operated according
to the manufacturer's instructions will consume roughly .45 lbs (+ or - .03
lbs) of gasoline per hour per HP being produced.
>
> For example:
> An engine with rated sea level max continuous power of 80 HP, when running at
75% power (60 HP), no matter what the rpm or density altitude required to make
that power, will be consuming approximately 4.2 - 4.8 US gallons per hour. If
your 4-stroke engine is burning less than that your engine is producing less
than that amount of power. Again, assuming it is maintained and operated properly.
Another way to look at it is each US gallon/hour is equivalent to roughly
12 1/2 to 14 hp.
>
> Most Rotax 2-stroke engines run closer to .6 lb/hp/hr BSFC.
Thom, math is the weakest of all my weak skills, so given that I typically burn
4 gph at 5300 rpm, how do I set up the equation (using a 2-stroke) to figure
out how much horsepower I am using to do it? Knowing the answer to that tells
me how much horsepower it takes to push my MKIII at 63-65 mph.
Thanks,
Richard Pike
MKIII N420P (420ldPoops)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=288790#288790
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| Subject: | Re: Fuel Reserve and UL's |
Richard,
Assuming my statement is correct, that most Rotax 2-stroke engines use about .60
lbs of fuel per hour per horsepower, you take the known fuel consumption of
4 GPH and multiply it by 6 lbs/ US gallon to get 24 lbs/hour fuel consumption.
4 GPH x 6 lbs/US gallon = 24 lbs/hour
Then divide the 24 lbs/hr by the approximate .60 Brake Horsepower Specific Consunption
(BSFC) figure as follows:
24 lbs/hour / .6 lb = 40 HP
It turns out to be pretty easy math to do in your head with a 2-stroke BSFC of
about .6 since each US gallon of fuel weighs 6 lbs. If your 2-stroke engine if
you throttle back to 3.5 gph your engine is producing approximately 35 HP. In
other words, about 10 HP per GPH.
I hope this helps.
--------
Thom Riddle
Buffalo, NY
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
An ounce of action is worth a ton of theory.
- Friedrich Engels
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=288792#288792
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| Subject: | Re: Fuel Reserve and UL's |
OOOPs.
BSFC stands for Brake Specific Fuel Consumption. I got my words twisted around
and mixed up. Aging ungracefully, as you can plainly tell.
--------
Thom Riddle
Buffalo, NY
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
An ounce of action is worth a ton of theory.
- Friedrich Engels
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=288793#288793
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| Subject: | Re: not Kolb related but fascinating |
Have no explanation other than that is the way it is.
john hauck
mkIII
Titus, Alabama
You are going to have to explain that to me. I understood we had high
pressure 'under' the wing and low 'above' the wing, so I can't see how
the flaps would be pushed down. I can understand staying neutral with
the airflow or the weight of the flap pulling it down as they have no
balance weight, but not being pushed down by the airflow surely???
Brett
MkIIIc
On 01/03/2010 16:31, John Hauck wrote:
Just the opposite, Mike W.
Air coming over the top of the wing pushes down on the flaps when
they are in the neutral position. If you kick the flap handle out of
the detent, while in flight, the flaps will fly about half way between
neutral and 20% (middle flap position), maybe less.
john hauck
mkIII
Titus, Alabama
Message 18
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| Subject: | Re: not Kolb related but fascinating |
Kutta condition from many may years ago in my Aero 1 class
claimed...Pressure distribution on most conventional camber airfoils
actually is downward near the trailing edge at positive angles of
attack. Would expect to free float downwards a few degrees even without
the weight moment best I can remember...
----- Original Message -----
From: Brett Janaway
To: kolb-list@matronics.com
Sent: Monday, March 01, 2010 10:55 AM
Subject: Re: Kolb-List: Re: not Kolb related but fascinating
You are going to have to explain that to me. I understood we had high
pressure 'under' the wing and low 'above' the wing, so I can't see how
the flaps would be pushed down. I can understand staying neutral with
the airflow or the weight of the flap pulling it down as they have no
balance weight, but not being pushed down by the airflow surely???
Brett
MkIIIc
On 01/03/2010 16:31, John Hauck wrote:
Just the opposite, Mike W.
Air coming over the top of the wing pushes down on the flaps when
they are in the neutral position. If you kick the flap handle out of
the detent, while in flight, the flaps will fly about half way between
neutral and 20% (middle flap position), maybe less.
john hauck
mkIII
Titus, Alabama
Message 19
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| Subject: | Re: Fuel Reserve and UL's |
Thom
I don't mean to throw cold water on you calculations but. Throttled engines
waste a lot of power working against the vacuum behind the throttle plate. I
have no idea how much fuel is burned at idle throttle but your power per
fuel burn calculations would be off the charts. A calculation of 75% power
by fuel consumption needs to take into account of this non liner fuel
efficiency and might give you only 70-73% power.
Rick Neilsen
Redrive VW Powered MKIIIC
----- Original Message -----
From: "Thom Riddle" <riddletr@gmail.com>
Sent: Monday, March 01, 2010 12:21 PM
Subject: Kolb-List: Re: Fuel Reserve and UL's
>
> GeoB,
>
> As I've said either here or elsewhere, I think one of the easiest ways to
> know what your current engine power output is under whatever conditions
> you are flying, is a fuel flow meter. A 4-stroke engine maintained and
> operated according to the manufacturer's instructions will consume roughly
> .45 lbs (+ or - .03 lbs) of gasoline per hour per HP being produced.
>
> For example:
> An engine with rated sea level max continuous power of 80 HP, when running
> at 75% power (60 HP), no matter what the rpm or density altitude required
> to make that power, will be consuming approximately 4.2 - 4.8 US gallons
> per hour. If your 4-stroke engine is burning less than that your engine is
> producing less than that amount of power. Again, assuming it is maintained
> and operated properly. Another way to look at it is each US gallon/hour is
> equivalent to roughly 12 1/2 to 14 hp.
>
> Most Rotax 2-stroke engines run closer to .6 lb/hp/hr BSFC.
>
> --------
> Thom Riddle
> Buffalo, NY
> Kolb Slingshot SS-021
> Jabiru 2200A #1574
> Tennessee Prop 64x32
>
>
> An ounce of action is worth a ton of theory.
> - Friedrich Engels
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=288773#288773
>
>
>
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| Subject: | Re: not Kolb related but fascinating |
Thanx Thom
On Mar 1, 2010, at 10:10 AM, Thom Riddle wrote:
>
> Russ,
>
> This....
> http://vimeo.com/6194911
>
> --------
> Thom Riddle
> Buffalo, NY
> Kolb Slingshot SS-021
> Jabiru 2200A #1574
> Tennessee Prop 64x32
>
>
> An ounce of action is worth a ton of theory.
> - Friedrich Engels
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=288737#288737
>
>
Message 21
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| Subject: | Re: not Kolb related but fascinating |
If you can find one of those computer-generated color charts showing
pressure distribution over an a/c, you'll see what John describes. If
you can find a Thorp T-18 driver, you can see it in action. The canopy
on a low wing plane is an airfoil, too. The fresh air *intake* on a
Thorp is at the lower back edge of the sliding canopy. The breeze coming
forward is so strong, it will part the hair on the back of your head.
Charlie
On 3/1/2010 12:50 PM, Bob wrote:
> Kutta condition from many may years ago in my Aero 1 class
> claimed...Pressure distribution on most conventional camber airfoils
> actually is downward near the trailing edge at positive angles of
> attack. Would expect to free float downwards a few degrees even
> without the weight moment best I can remember...
>
> ----- Original Message -----
> *From:* Brett Janaway <mailto:brett@xtc-paragliding.com>
> *To:* kolb-list@matronics.com <mailto:kolb-list@matronics.com>
> *Sent:* Monday, March 01, 2010 10:55 AM
> *Subject:* Re: Kolb-List: Re: not Kolb related but fascinating
>
>
> You are going to have to explain that to me. I understood we had
> high pressure 'under' the wing and low 'above' the wing, so I
> can't see how the flaps would be pushed down. I can understand
> staying neutral with the airflow or the weight of the flap pulling
> it down as they have no balance weight, but not being pushed down
> by the airflow surely???
>
> Brett
> MkIIIc
>
>
> On 01/03/2010 16:31, John Hauck wrote:
>> Just the opposite, Mike W.
>> Air coming over the top of the wing pushes down on the flaps when
>> they are in the neutral position. If you kick the flap handle
>> out of the detent, while in flight, the flaps will fly about half
>> way between neutral and 20% (middle flap position), maybe less.
>> john hauck
>> mkIII
>> Titus, Alabama
>>
>
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| Subject: | Re: Fuel Reserve and UL's |
NeilsenRM(at)comcast.net wrote:
> Throttled engines waste a lot of power working against the vacuum behind the
throttle plate.
This is true. On the other hand, at full throttle, higher rpm, the engine wastes
a great deal of power on internal pumping losses. Do these tend to counter one
another? I think not, because I assume any measurements of an engine's fuel
consumption would be affected by these losses already.
If I were looking for an engine's best BSFC I think I'd look at or near the torque
peak. On many charts I have seen that is the place where it occurs. If this
is true, then perhaps the BSFC is always calculated at less than full throttle.
Maybe this loss to the throttle plate is accounted for already? I don't know.
My diesel has a lot less engine braking than a gas rig, particularly at low rpms
because it has no throttle plate.
These MPG competition cars (don't know their real name) are not throttled. They
use a large carb (or injector?) bore. They simply shut the engine off, disengage
it from the driving wheels, and coast until they need power again. They size
the engine to the course, taking into account the altitude and any hills on
the course they must climb.
--------
GeoB
"Members of Congress should be compelled to wear uniforms like NASCAR drivers,
so we could identify their corporate sponsors"
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=288816#288816
Message 23
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| Subject: | Re: Fuel Reserve and UL's |
Rick,
You are correct about it not being linear over a wide RPM range but it is close
enough for first order estimates at any reasonable cruise RPM.
There is usually one most efficient engine rpm, i.e., the rpm at which the engine
produces the most amount of power for each ounce of fuel consumed. Attached
is an image from a Rotax 2-stroke manaul showing how the BSFC varies with RPM
for the 582. Notice that it is most efficient at about 5,700-5,800 rpm. This
assumes a correct prop loading among other things. Since the number I quoted is
really only valid at or near normal cruise RPM, where it is most efficient,
the efficiency drops off somewhat on either side of that RPM, as you can see on
the cruve. BUT the BSFC and the known fuel consumption with a little arithmetic
does give a rough estimate of the HP being produced during cruise at any altitude.
The RPM alone is not a very good prediction of HP being produced over
a wide range of density altitudes, at least not as good as fuel consumption in
normal cruise rpm range.
--------
Thom Riddle
Buffalo, NY
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
An ounce of action is worth a ton of theory.
- Friedrich Engels
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=288817#288817
Attachments:
http://forums.matronics.com//files/582_bsfc_curve_775.jpg
Message 24
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Looking at the Rotax Operator's
Manual<http://www.rotax-aircraft-engines.com/pdf/dokus/d04085.pdf>
online
I see on page 10-1 (which is page 37 of the .pdf) that they do not list
parameters for EGT for the 447. Does anybody know why? Perhaps in the
hard-copy edition it is listed? Do you know what the max., normal range and
difference between cylinders values are?
Bob
Message 25
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| Subject: | Re: Fuel Reserve and UL's |
At 01:50 PM 3/1/2010, Richard & Martha Neilsen wrote:
>I don't mean to throw cold water on you calculations but. Throttled
>engines waste a lot of power working against the vacuum behind the
>throttle plate. I have no idea how much fuel is burned at idle throttle
>but your power per fuel burn calculations would be off the charts. A
>calculation of 75% power by fuel consumption needs to take into account of
>this non liner fuel efficiency and might give you only 70-73% power.
That makes sense... if it's 0.6 lb/hp-hour, then at 3.3gph (cruise at 5700
rpm) my Cuyuna should be producing 33hp... a wee bit more than 75% power...
-Dana
--
Capital punishment: people in the Capitol need to be punished...
Message 26
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In the Installation Manual, 10.3 EGT Max is 650 C (1200 F).
Rick Girard
On Mon, Mar 1, 2010 at 4:32 PM, Bob Kravis <bob.kravis@gmail.com> wrote:
> Looking at the Rotax Operator's Manual<http://www.rotax-aircraft-engines.com/pdf/dokus/d04085.pdf> online
> I see on page 10-1 (which is page 37 of the .pdf) that they do not list
> parameters for EGT for the 447. Does anybody know why? Perhaps in the
> hard-copy edition it is listed? Do you know what the max., normal range and
> difference between cylinders values are?
> Bob
>
> *
>
> *
>
>
Message 27
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| Subject: | New Camera Mounv |
Yesterday was overcast and windy so I put my energy into a new camera mount
for a pilot's eye view.
Rick Girard
Message 28
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| Subject: | Re: New Camera Mounv |
I don't know if you have tried it out yet, but I could never mount any
camera that I used there without a foam pad under it. Even stabilization
would not do it for me. Perhaps yours is smoother than mine was.
Larry
Note: If you forward this email, please delete the forwarding history,
which includes my email address.
----- Original Message -----
From: Richard Girard
To: kolb-list@matronics.com
Sent: Monday, March 01, 2010 5:36 PM
Subject: Kolb-List: New Camera Mounv
Yesterday was overcast and windy so I put my energy into a new camera
mount for a pilot's eye view.
Rick Girard
-------------------------------------------------------------------------
-----
Checked by AVG - www.avg.com
02/28/10 07:34:00
Message 29
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| Subject: | Re: Fuel Reserve and UL's |
At 09:21 AM 3/1/10 -0800, you wrote:
>
>Most Rotax 2-stroke engines run closer to .6 lb/hp/hr BSFC.
>
>--------
Thom,
.6 lb/hp/hr <- shouldn't the units be lb/hr/hp ?
Jack B. Hart FF004
Winchester, IN
Message 30
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| Subject: | Re: Fuel Reserve and UL's |
At 09:53 PM 3/1/2010, Jack B. Hart wrote:
>.6 lb/hp/hr <- shouldn't the units be lb/hr/hp ?
Should be .6 lbs/(hp*hr)
-Dana
--
Change is inevitable, except from a vending machine.
Message 31
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| Subject: | Re: Fuel Reserve and UL's |
lets face it...you are not going to get much more than 12 hp per gal
per hour... :-) Herb
At 09:18 PM 3/1/2010, you wrote:
>At 09:53 PM 3/1/2010, Jack B. Hart wrote:
>
>>.6 lb/hp/hr <- shouldn't the units be lb/hr/hp ?
>
>Should be .6 lbs/(hp*hr)
>
>-Dana
>--
> Change is inevitable, except from a vending machine.
>
>
><http://www.matronics.com/Navigator?Kolb-List>http://www.matronics.com/Navigator?Kolb-List
><http://www.matronics.com/contribution>http://www.matronics.com/contribution
>
>
>Checked by AVG - www.avg.com
>03/01/10 19:34:00
Message 32
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| Subject: | Official Kolb-List FAQ (Frequently Asked Questions) |
Dear Listers,
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Kolb-List Usage Guidelines
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-------
[This is an automated posting.]
do not archive
Message 33
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| Subject: | Official Kolb-List Usage Guidelines |
Dear Listers,
Please read over the Kolb-List Usage Guidelines below. The complete
Kolb-List FAQ including these Usage Guidelines can be found at the
following URL:
http://www.matronics.com/FAQs/Kolb-List.FAQ.html
Thank you,
Matt Dralle
Matronics Email List Administrator
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Kolb-List Usage Guidelines
******************************************************************************
The following details the official Usage Guidelines for the Kolb-List.
You are encouraged to read it carefully, and to abide by the rules therein.
Failure to use the Kolb-List in the manner described below may result
in the removal of the subscribers from the List.
Kolb-List Policy Statement
The purpose of the Kolb-List is to provide a forum of discussion for
things related to this particular discussion group. The List's goals
are to serve as an information resource to its members; to deliver
high-quality content; to provide moral support; to foster camaraderie
among its members; and to support safe operation. Reaching these goals
requires the participation and cooperation of each and every member of
the List. To this end, the following guidelines have been established:
- Please keep all posts related to the List at some level. Do not submit
posts concerning computer viruses, urban legends, random humor, long
lost buddies' phone numbers, etc. etc.
- THINK carefully before you write. Ask yourself if your post will be
relevant to everyone. If you have to wonder about that, DON'T send it.
- Remember that your post will be included for posterity in an archive
that is growing in size at an extraordinary rate. Try to be concise and
terse in your posts. Avoid overly wordy and lengthy posts and
responses.
- Keep your signature brief. Please include your name, email address,
aircraft type/tail number, and geographic location. A short line
about where you are in the building process is also nice. Avoid
bulky signatures with character graphics; they consume unnecessary
space in the archive.
- DON'T post requests to the List for information when that info is
easily obtainable from other widely available sources. Consult the
web page or FAQ first.
- If you want to respond to a post, DO keep the "Subject:" line of
your response the same as that of the original post. This makes it
easy to find threads in the archive.
- When responding, NEVER quote the *entire* original post in your
response. DO use lines from the original post to help "tune in" the
reader to the topic at hand, but be selective. The impact that
quoting the entire original post has on the size of the archive
can not be overstated!
- When the poster asks you to respond to him/her personally, DO NOT
then go ahead and reply to the List. Be aware that clicking the
"reply" button on your mail package does not necessarily send your
response to the original poster. You might have to actively address
your response with the original poster's email address.
- DO NOT use the List to respond to a post unless you have something
to add that is relevant and has a broad appeal. "Way to go!", "I
agree", and "Congratulations" are all responses that are better sent
to the original poster directly, rather than to the List at large.
- When responding to others' posts, avoid the feeling that you need to
comment on every last point in their posts, unless you can truly
contribute something valuable.
- Feel free to disagree with other viewpoints, BUT keep your tone
polite and respectful. Don't make snide comments, personally attack
other listers, or take the moral high ground on an obviously
controversial issue. This will only cause a pointless debate that
will hurt feelings, waste bandwidth and resolve nothing.
- Occasional posts by vendors or individuals who are regularly
subscribed to a given List are considered acceptable. Posts by
List members promoting their respective products or items for sale
should be of a friendly, informal nature, and should not resemble
a typical SPAM message. The List isn't about commercialism, but
is about sharing information and knowledge. This applies to
everyone, including those who provide products to the entire
community. Informal presentation and moderation should be the
operatives with respect to advertising on the Lists.
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[This is an automated posting.]
do not archive
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