Today's Message Index:
----------------------
1. 05:37 AM - Re: What mic cover/muff do you use? (Dana Hague)
2. 05:38 AM - Re: new video...oil cooler test flight (Thom Riddle)
3. 05:44 AM - Re: Re: No N number (robert bean)
4. 05:48 AM - Re: Re: No N number (Dana Hague)
5. 06:03 AM - Re: new video...oil cooler test flight (zeprep251@aol.com)
6. 06:15 AM - Re: new video...oil cooler test flight (ces308)
7. 06:24 AM - More on the N number issue (Richard Girard)
8. 06:52 AM - Re: Re: new video...oil cooler test flight (Thom Riddle)
9. 07:08 AM - Re: DRILLING HOLE IN NEW WELDMENT (racerjerry)
10. 07:12 AM - Re: W&B (Ralph B)
11. 08:33 AM - Re: No N number (SS568)
12. 08:47 AM - Re: No N number (Thom Riddle)
13. 10:24 AM - Re: new camera mount. (Mystic)
14. 01:23 PM - Re: What mic cover/muff do you use? (gotime242)
15. 01:27 PM - Re: new video...oil cooler test flight (ces308)
16. 02:15 PM - Re: new video...oil cooler test flight (Thom Riddle)
17. 04:32 PM - Re: Aixro XR50 (chris davis)
18. 05:13 PM - Re: Aixro XR50 (william sullivan)
19. 06:06 PM - Re: No N number (SS568)
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Subject: | Re: What mic cover/muff do you use? |
I use a Comtronics helmet with built in headset. The mike has a foam cover. No
windshield on my Ultrastar. I can hear fine, and people report they can hear me
fine.
-Dana
gotime242 <dylanshine@gmail.com> wrote:
Hello all,
I wear a normal david clark headset in my FSII with a very low windscreen, i basically
have the wind coming directly at my head. I can communicate somewhat by
having the volume way up (listen to static the whole time) and placing my hand
over the mic when needing to talk.
What is everyone doing, or what product are people using for their microphones?
I was looking around at different mic muff options but just wanted to see what
people have found works best.
Thanks!
-Dylan
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Subject: | Re: new video...oil cooler test flight |
Chris,
I noticed in this video that you were flying with left door removed. Any affect
on yaw with only one door removed?
I also noticed at the end of the video you mentioned that rear cylinders (CHT I
presume) are running about 320F and your oil temp before installing the oil cooler
was in the 220-230F at 75F OAT.
This summer, is the first time my oil temps got into the yellow area (>212F),
so I was considering adding an oil cooler but probably won't since the heat wave
seems to have passed. Yesterday, with now normal high temps in low 80s, I was
seeing 195-200F oil temps and 270-280 CHTs.
FWIW, my CHTs rarely get to 300F except in extended climb at full throttle. I'm
wondering why so much difference. My engine is serial #1574 (solid lifter). Is
yours a solid lifter or hydraulic lifter engine. I've heard that the hydraulic
lifter engines tend to run a bit hotter.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
Truth is what stands the test of experience.
- Albert Einstein
Read this topic online here:
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For sure, that is not a "buy it and fly it" airplane. -which is the
smartest way to get an experimental, just write a check
for a purty one. I don't know much about those old and arcane LSA regs,
and don't care to, and I imagine more than a few
novices have been burnt buying an experimental that is "registered" but
has no AW certificate.
then again, if you are an ambitious lad, you might buy that pile for a
song (say $500) strip it down, clean and prime it,
take pictures of all the parts sitting on tables in your garage, Put
them back together, cover and paint and then
register and apply for an AW cert. on YOUR new experimental airplane.
BB
On 25, Jul 2011, at 2:08 AM, b young wrote:
> Please don't shoot the messenger. I didn't make the mess, I don't work
for the FAA.
>
> Rick Girard
>
> >>>>>>>>>>>>
>
> i am not going to shoot anyone,,,, i just didn't understand,,,, it
just seemed to me that if it was regisered lsa,,,, it could be re
registered lsa..
>
> it is not my plane,,, not my problem.. just trying to understand
>
> thanks/
>
> boyd
>
> do not archive
>
>
>
>
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The provision to register a plane as E-LSA was a one time thing, intended to legalize
all the "ultralight trainers" and other fat ultralights... but the entire
process, including the inspection, had to be.completed by the deadline.
It _may_ be possible to register it as E-AB if you can provide build documentation.
Probably it depends on the local FSDO. I have a friend who registered a Quicksilver
GT-500 as E-AB after flying it as a UL for 20 years... but he really
was the original builder.
-Dana
b young <byoungplumbing@gmail.com> wrote:
Please don't shoot the messenger. I didn't make the mess, I don't work for the
FAA.
Rick Girard
>>>>>>>>>>>>
i am not going to shoot anyone,,,, i just didn't understand,,,, it just seemed
to me that if it was regisered lsa,,,, it could be re registered lsa..
it is not my plane,,, not my problem.. just trying to understand
thanks/
boyd
do not archive
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Subject: | Re: new video...oil cooler test flight |
Chris,
Notice any handling difference with one door of?
G.AmanMK3C
-----Original Message-----
From: ces308 <ces308@ldaco.com>
Sent: Sun, Jul 24, 2011 9:45 pm
Subject: Kolb-List: new video...oil cooler test flight
Hello all...
I got the new oil cooler on and took her for a ride to see how she
works....works good ! It dropped my cruise temp by 50* !
http://www.youtube.com/watch?v=DXlXdbL7_zI
Thanks for watching ! Safe trips to all going to Oshkosh...
chris ambrose
M3X/Jabiru A-2200 199.3 hrs
N327CS
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Subject: | Re: new video...oil cooler test flight |
Good morning Thom,
My ser # is 1228 and is a solid lifter engine...The heat probs were on the front
(forward half of the engine) until last week. I had no idea what the rear cylinders
were doing and is why I over heated that back cylinder last winter ground
running it.Being that Jabiru is saying 358* in cruise,I figured 320* in cruise
was ok...I am thinking of cutting the scoop off just above the spark plug
hole and raising the top half about 2-3 inches in hopes of catching more air....any
thoughts on that??
Only on 90* and up temps would my oil temp hover between 239-246 and when throttled
back to 25-2600 it would come back down to 238-241...Last weekend when it
was 95* my rear cylinders were 320-322 in cruise...I'm glad I finally put the
cooler on...been kicking it around the 2 years now...
chris ambrose
M3X/Jabiru A 2200
N327CS
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Subject: | More on the N number issue |
I sent this directly to Boyd, but should have copied the Kolb list, too.
Boyd, Sorry if you felt that I was directing my request for no shooting at
you. When I first posted the warning about losing the A/W certificate if an
E-LSA's registration was allowed to lapse on the Rotax engine list, I got
some really abusive private emails for my trouble. There are some real jerks
out there who run Rotax engines.
I'll do the best I can to explain as I understand it.
Buying a type certificated plane, a Cessna or a Mooney, is a lot like buying
a car. You buy the plane and the dealer files the paper work to transfer the
registration to you. The A/W certificate work had been done by the factory.
Just like a car, although with a car you get paperwork that says your car
meets all the Federal regulations about safety, but no single certificate
that has to be carried in the car (a Road Worthiness certificate, if you
will).
Now imagine if cars were like experimental aircraft. You would go to the
dealer and buy the car, then file to register it. Before you could drive it
away, a DMV representative would have to come out, inspect it, examine all
that safety paperwork, make sure the VIN number was stamped on the car's
chassis, and then issue the pink slip.
Now comes re-registration. E-LSA, the FAA's version of the red-headed step
child, is the only category of aircraft that I know of that is affected in
this way. You let the registration lapse and it gets cancelled. You want to
re-register but the form that has to be filed with the 8050-1, "Aircraft
Registration Application" (the three parter), the 8050-88A , "AFFIDAVIT OF
OWNERSHIP" has been revised since February 1st, 2008. In the declaration
section it no longer has the box to check that said, basically, this is a
previously flying aircraft (Fat Ultralight) that I built and flew
quasi-legally under the FAR 103 training exemption. Now, there are only two
boxes, one for S-LSA and one for E-LSA and both require that the aircraft
"will meet all applicable consensus standards" either under FAR 21.190 for
box 1 (S-LSA) or FAR 21.191 i(2) for box 2 (E-LSA). This means that you must
have the Certificate of Compliance that comes with your aircraft or your
kit, respectively. Obviously we "Fat Ultralight" owners don't have that
certificate and can't get one by any reasonable means. Without it, now, you
can't re-register the aircraft. Since we register to get an A/W cert, no
registration, no A/W cert.
Rick
--
Zulu Delta
Mk IIIC
Thanks, Homer GBYM
It isn't necessary to have relatives in Kansas City in order to be unhappy.
- Groucho Marx
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Subject: | Re: new video...oil cooler test flight |
Chris,
I don't know that much about the cooling ducts provided by Jabiru and have
not had to do anything to mine since I bought it. The builder did modify the
entrance by trial and error placement and size of the aluminum plates in the
lower part of the duct entrance. He said that getting this part right is the
secret to getting all the cylinders cooling well. Next time I am at the
hangar (late this week probably) I'll take some measurements and photos of
how mine is set up and post them.
I'm also curious about your EGTs. I have installed only one and it has been
running too cool at cruise and too hot at WOT climb so I ordered several
leaner cruise jets (needle jet) and several richer main jets and installed
them. Did not make much difference in cruise but did lower EGTs a bit on
climb. My carb still has the original Bing jet needle, not the newer Jabiru
designed one. What EGTs are you seeing and is your carb stock?
Thom
On Mon, Jul 25, 2011 at 9:13 AM, ces308 <ces308@ldaco.com> wrote:
>
> Good morning Thom,
>
> My ser # is 1228 and is a solid lifter engine...The heat probs were on the
> front (forward half of the engine) until last week. I had no idea what the
> rear cylinders were doing and is why I over heated that back cylinder last
> winter ground running it.Being that Jabiru is saying 358* in cruise,I
> figured 320* in cruise was ok...I am thinking of cutting the scoop off just
> above the spark plug hole and raising the top half about 2-3 inches in hopes
> of catching more air....any thoughts on that??
>
> Only on 90* and up temps would my oil temp hover between 239-246 and when
> throttled back to 25-2600 it would come back down to 238-241...Last weekend
> when it was 95* my rear cylinders were 320-322 in cruise...I'm glad I
> finally put the cooler on...been kicking it around the 2 years now...
>
> chris ambrose
> M3X/Jabiru A 2200
> N327CS
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=347656#347656
>
>
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Subject: | Re: DRILLING HOLE IN NEW WELDMENT |
Rick & Boyd, I will have to admit that I love your simpler solutions that do not
require access to a machine shop for the fix. Both are quick solutions to a
real problem I am impressed.
Rick, since Lowe's sells 1 x 2 x 2 foot oak boards for $2.24, I see no excuse for
using anything other than the hardwood you suggest. Scrap oak flooring you
may have lying around is ideal too.
This discussion leads me to think of the much more common task of replacing a landing
gear leg and matching existing holes in the fuselage socket. Here, I think
that either of your solutions described here should work great and it should
be mentioned in this forum.
--------
Jerry King
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tkben002
> Thanks Ralph for posting your numbers. I was suprised our empty weights were
so close. I expected the Jabiru to be lighter than the Rotax installation. (do
you have a BRS). Our weights are pretty much the same except you have about
10 more pounds on the tail than I do. I am not sure I understand why yours
has a different cg envelope (mine is 16 to 22.4)
>
> Also, your youtube videos all say private now so I cannot see them. I watched
them plenty of times while deciding if I was going to buy this Kolbra. Is your
insurance going to replace your stolen engine?
>
> thanks
> Travis
Travis and others,
I'm still mourning the loss of my Kolbra as I didn't have theft insurance on it.
I'm in retirement and living on a fixed income. I don't have a whole lot of
money to spend on an engine and avionics. I am thinking of going back to work
to save for this, but it will take some time. When it's done, the Kolbra would
be better than it was before with new equipment.
Who would have thought someone would break into a locked hanger and steal the
engine and panel in the middle of the night? I hope these guys know they are looking
at a minimum of 5 years in a federal prison for doing this.
I didn't have a BRS on the airplane. In fact, I've never flown with a BRS on the
Firestar either.
I was just starting to make videos when the break-in occurred. I was enjoying making
them with my openness and showing all my friends the fun and thrill of flying
including those guys that wanted my engine. It showed them where I was located
and which hanger I was in. Please let this be a lesson for anyone making
public videos on the internet.
I hope my engine and panel don't show up for sale at AirVenture. Please keep and
eye out for it. In the 8 years we've attended the convention, this is the first
year Laurie and I haven't been there.
Thanks,
Ralph B
--------
Ralph B
Original Firestar 447
N91493 E-AB
1000 hours
24 years flying it
Kolbra 912UL (engine and avionics stolen on 5/17/11. Hanger break-in)
N20386
done flying it
150 hrs
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Greetings again to all
This has been a great exchange of info. I have belonged to many forums(non aviation)
and this one has them all beat as to content and attacks on other posters.
Attack the message and not the messenger is an excellent guideline.
Now to be sure that I have this straight:
1. If I go to look at a LSA (used). Then before kicking any tires etc. ask for
a N number. And it associated paperwork.
2. Then ask for the AW certificate, and see that it is in date.
I presume it is not legal to fly without these two.
Is there anything else , other than a bill of sale?
Thanks,
David d.
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David,
For a registered aircraft to be legal for flight, the AROW documents must be in
the aircraft:
A - Airworthiness certificate
R- Registration certificate
O - Operating Limitations
W- Weight and Balance information (current)
It must also have a current (within last 12 calendar months) condition inspection
recorded in the aircraft logbook.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
Truth is what stands the test of experience.
- Albert Einstein
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=347665#347665
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Subject: | Re: new camera mount. |
john tempest you tube video.....
the video was interesting..would like to know camera you were using and mount.
Hi Jim,
My Camera is a Kodak Playsport that was a gift from sister to take on kayaking
trips. It's waterproof and works great for that.
It wasn't until I uploaded the first videos and watched them on my computer that
I realized what a true gem this little thing is. The clips you see on you tube
do not do this thing justice. The picture quality is amazing.
My only complaint was short battery life, but I found some cheap spares on E-bay,(that
were actaully higher capacity than the Kodak supplied one) so it's no
issue now.
Being a proletarian, I used a very simple/low tech approach to mounting my camera
(cheap). I drilled 1/4 inch hole in bottom of tail boom, just forward of tailwheel
rod. I used long tongs to drop in a 1/4 inch thumb screw with small washer
so that I had about a half inch of threads poking out the bottom. I then
used a nylon nut to secure the thumb screw in tight.
The nylon nut allows me to screw my camera (in a up-side-down attitude) on the
thumb screw, snug it up tight and face it straight without damaging threads inside
camera.(which are plastic)
I then use the camera tether (wrist strap) with a zip-tie looped thru the tailwheel
gap to put a rear pull on the camera which points it down a little more and
stiffens it up.
Once I upload the footage, I use quicktime pro to invert the video to right-side-up.
I'm sure there are other, probably better ways to do it. And ones that don't involve
poking a hole in your plane. But I'll bet it can't be done any cheaper.
John Tempest
Firestar Classic
447
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Subject: | Re: What mic cover/muff do you use? |
Thanks for the replies all.
I currently have a foam cover on there now, but i think ill try that Oregon aero
cover sock...i mean heck it looks almost like i could make one to try and see
if it will work first.
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Subject: | Re: new video...oil cooler test flight |
Thom...
First thing ...I can tell no difference with 1 door off...I take alot of pictures
and they come out much nicer with the door off...AND it's half as windy leaving
1 door on...lol
Second...Since I moved the temp probes to cylinders 1 & 2...my egt's are on 3 &
4 and they run 1310 and 1186 respectively... when I had the muffler off last
week cyl 1,3,4, all had a nice dark tan / light brown to the exhaust pipes but
2 was a real light tan..like maybe running a little lean.Couldn't see where
it could have been maybe sucking a little air...??
What the heck should they be running at anyway?? And Jabs seem to have weird fuel
distribution habits....
chris ambrose
M3X/Jab
N327CS
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Subject: | Re: new video...oil cooler test flight |
Chris,
The target EGT range for cruise (70% power or less) is between 1256F and 1382F.
At any power setting above 70% they want it richer, in the range of 1184F - 1256F.
Mine runs up to over 1300F during climb at 55 mph and WOT but decreases
to around 1250 or so if I increase the climb airspeed to 60 mph or above. That
is good enough for me since 60 mph is Vy in my Slingshot. At cruise mine is running
around 1225F or so, even with the leaner needle jet per Jabiru's recommendation.
I think I need the Jabiru jet needle to get it right. Of course, it
could be the our props that make the difference. Mine is a good bit longer than
yours (64"). My plugs are a little on the dark side of ideal which more or less
confirms the EGT readings.
Pete Krotje of Jabiru USA says you can bias the mixture a bit from one side to
the other by tilting the carb 10-15 degrees or so to one side but I don't recall
which way he says to tilt it for the bias you want. I have only one EGT probe
and 3 CHTs. My CHTs all run within 20 degrees of each other under most all
conditions.
In the hot wx we've had recently, I'd like very much to be able to fly without
a door.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
Truth is what stands the test of experience.
- Albert Einstein
Read this topic online here:
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William ,The best I could learn was 3450 pounds ,or over $5000 out of my pr
ice =0Arange- there are plenty of 447s for sale $1500 -$2000 and can be r
ebuilt for =0Aaround $500 plus parts I have always loved the rotary rngine
and think it would =0Ago great on an aircraft!=0A-Chris Davis=0AKXP 503 4
92 hrs=0AGlider Pilot=0ADisabled from crash building Firefly =0A=0A=0A=0A
=0A________________________________=0AFrom: william sullivan <williamtsulli
van@att.net>=0ATo: kolb-list@matronics.com=0ASent: Sun, July 24, 2011 8:04:
36 AM=0ASubject: Re: Kolb-List: Aixro XR50=0A=0A=0A- Chris- Looks very in
teresting.- I couldn't seem to find details in a short =0Asearch.- I ho
pe you can.- They do sell an aircraft model- XR40- but no specs or =0Apri
ce on that.- What about reduction?- They are saying over 10k rpm max.?
- =0ASomething to keep in mind if the rumor of the 447 demise is true.-
Vibration =0Awould be way down.=0A=0A------------
-------------------------
----- Bill Sullivan=0A=0A--- On Sun, 7/24/11, chris davis <capeda
vis@yahoo.com> wrote:=0A=0A=0A>From: chris davis <capedavis@yahoo.com>=0A>S
ubject: Kolb-List: Aixro XR50=0A>To: kolb-list@matronics.com=0A>Date: Sunda
davis <capedavis@yahoo.com>=0A>=0A>Has anyone dealt with this engine? Know
the Price etc?weight?any other rotary =0A>engine within reason price wise?
=0A>-Chris Davis=0A>KXP 503 492 hrs=0A>Glider Pilot=0A>Disabled from cras
h building Firefly =0A>=0A>http://f=- - - - - ---- List C
ontributionsp; - - - - - - - - - - &bsp;--> =0A>=0A>=0A
============== =0A
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- Well, it's something to think about when new 447's aren't there any mor
e.
-
do not archive
-
-------------------------
------------------ Bill Sullivan
--- On Mon, 7/25/11, chris davis <capedavis@yahoo.com> wrote:
From: chris davis <capedavis@yahoo.com>
Subject: Re: Kolb-List: Aixro XR50
William ,The best I could learn was 3450 pounds ,or over $5000 out of my pr
ice range- there are plenty of 447s for sale $1500 -$2000 and can be rebu
ilt for around $500 plus parts I have always loved the rotary rngine and th
ink it would go great on an aircraft!
-Chris Davis
KXP 503 492 hrs
Glider Pilot
Disabled from crash building Firefly
From: william sullivan <williamtsullivan@att.net>
Sent: Sun, July 24, 2011 8:04:36 AM
Subject: Re: Kolb-List: Aixro XR50
- Chris- Looks very interesting.- I couldn't seem to find details in a
short search.- I hope you can.- They do sell an aircraft model- XR40- b
ut no specs or price on that.- What about reduction?- They are saying o
ver 10k rpm max.?- Something to keep in mind if the rumor of the 447 demi
se is true.- Vibration would be way down.
-
-------------------------
----------------- Bill Sullivan
--- On Sun, 7/24/11, chris davis <capedavis@yahoo.com> wrote:
From: chris davis <capedavis@yahoo.com>
Subject: Kolb-List: Aixro XR50
Has anyone dealt with this engine? Know the Price etc?weight?any other rota
ry
engine within reason price wise?
-Chris Davis
KXP 503 492 hrs
Glider Pilot
Disabled from crash building Firefly
http://f=- - - - - ---- List Contributionsp; - - -
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Thanks to all I have a better understanding of what to look for when looking at
a used craft.
This info may have saved me a lot of misery. And most likely helped others also.
I will keep my AROW close by.
Thanks
David d.
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http://forums.matronics.com/viewtopic.php?p=347706#347706
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