Today's Message Index:
----------------------
1. 01:54 AM - GPS in FireFly --> MATCO brakes (George Bearden)
2. 03:52 AM - Re: Re: Artical in the paper... (Pat Ladd)
3. 05:03 AM - GPS in Firefly (Charles Davis)
4. 08:17 AM - Re: GPS in FireFly (b young)
5. 08:17 AM - Re: Re: the aft cg club... (b young)
6. 08:20 AM - 2 week notice - Nauga Field Fly-Around Nov 11,12,13 (John Bickham)
7. 05:08 PM - Bing Carb Failure (Richard Pike)
8. 05:25 PM - Hirth 3203 (FIRESTARII)
9. 05:54 PM - Re: Bing Carb Failure (Thom Riddle)
10. 06:04 PM - Re: Re: the aft cg club... (russ kinne)
11. 06:05 PM - Flaps on Ultrastar? (Dana Hague)
12. 06:20 PM - Re: Bing Carb Failure (John Hauck)
13. 06:35 PM - Re: Re: the aft cg club... (John Hauck)
14. 06:50 PM - Re: Hirth 3203 (John Hauck)
15. 07:04 PM - Re: Re: the aft cg club... (Danny)
16. 07:07 PM - Re: Hirth 3203 (FIRESTARII)
17. 07:33 PM - Re: Re: Hirth 3203 (John Hauck)
18. 08:22 PM - Re: Bing Carb Failure (Richard Pike)
19. 08:29 PM - Re: Hirth 3203 (Richard Pike)
20. 08:35 PM - Re: Re: Bing Carb Failure (John Hauck)
Message 1
| INDEX | Back to Main INDEX |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | GPS in FireFly --> MATCO brakes |
> MATCO brakes should be bled from the bleed screw back up through the
system
I have a built Suzuki Samurai. Some of my brake cylinders are mounted at an
angle such that they can retain a bubble of air if you get air in them.
Folks struggle with this- but not ME!! No Sirrreee
e Bob. Folks will tell you to do this and that major surgery to get the air
out. I find that when flushing and changing the brake fluid, and after
bleeding best I can, to get the last lil bubbles out of the tilted brake
cylinder I have my helper open the bleeder wide, I mash down HARD on the
pedal, and I get the air out. Folks don't mash down hard enough. If you do
it hard the resulting turbulence flushes the last air bubbles.
I have no idea if this idea can be of use with MATCO brakes.
GeoB
Message 2
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Artical in the paper... |
picky,picky picky >>
Hi Gary
maybe, but language is what separates us from the animals.
What is considered `standard` language is of course fairly flexible and
changes often but the general ignorance of even the basic tenets
restricts our ability to communicate.
When a reporter, a professional wordsmith whose business is language
writes a report about flying, one of the most wonderful experiences
possible, in terms of `I bin flying. It were nice` what is going to be
the standard of the non professional.
To keep this musically oriented I would liken it to someone who has
access to music on a hi fi sound system but is content to listen to a
tinny transistor set. A lot of noise but little content.
Cheers
Pat
Message 3
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
Dave - I have a suction cup mount for my firefly, just as Thom describes.
Yes, the windscreen is curved; all you do is place your hand on the back
side when sticking on the suction cup. A little spit around the rim of the
suction cup also helps! Holds solidly.
Chuck Davis
Smoketown, PA
FireFly N7057K
Time: 03:00:46 PM PST US
From: David Kulp <undoctor@ptd.net>
Subject: Re: Kolb-List: GPS in FireFly
Good to hear from you, Thom. I have a smaller Garmin that I use in the
18 wheeler that I attach to the windshield with a suction cup since I
slip seats, and it stays on just fine. My FF windshield has a curvature
and I assumed a suction cup wouldn't stay. I'm going to have to dig my
mount from my gear jammer bag and put it in my flight bag to test it.
Thanks, Thom. Hope it works out!
Dave Kulp
Bethlehem, PA
FireFly 11DMK
On 10/27/2011 5:40 PM, Thom Riddle wrote:
> Dave,
>
> I use a suction cup mount for my iPhone which I now use for my GPS. It
> stays on the windshield very well(not fallen off yet) and I can remove
> it after flight and use it in my car.
>
> Thom in Buffalo
>
> On Thu, Oct 27, 2011 at 5:25 PM, David Kulp <undoctor@ptd.net
> <mailto:undoctor@ptd.net>> wrote:
>
> <mailto:undoctor@ptd.net>>
>
>
> Kolbers,
>
> I have a Garmin Zumo GPS which is shared on my pickup, cycle and
> FireFly. I currently have it mounted on my instrument panel, but
> it's difficult to reach and read from where I sit. I was trying
> to figure another place to put it, limited to the left side, since
> I climb in and out the right side. With the throttle handle on
> the left, the only place I can figure would be to attach it to the
> windshield about 8" from the bottom. I would bond a piece of
> plastic on the windshield, maybe 4" in diameter, to spread out the
> stress on the plastic. It would be perfect there from my
> perspective, but I was wondering about the windshield's perspective.
>
> Does anyone have any suggestions, cautions, alternate locations, etc.
>
> Also have a question about Matco laydown brakes: there's an air
> bubble in the one line and I've never bled brakes like those.
> Must you disconnect the master cylinder and lift it out into the
> open in order to add brake fluid? I can't really feel any
> difference between left and right braking, so maybe I should just
> leave well enough alone. Input would be much appreciated.
>
> Thanks,
>
> Dave Kulp
> Bethlehem, PA
> FireFly 11DMK
>
>
Message 4
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: GPS in FireFly |
i mounted mine on the top of the controll stick... at first it seemed a
bit odd,,, but on a cross country, it seems just right,,, only thing i
could sugest, is to make sure it is at the correct angle for viewing, had
to change the angle after the first try.
boyd
Kolbers,
I have a Garmin Zumo GPS which is shared on my pickup, cycle and
FireFly. I currently have it mounted on my instrument panel, but it's
difficult to reach and read from where I sit. I was trying to figure
another place to put it, limited to the left side, since I climb in and
out the right side. With the throttle handle on the left, the only
place I can figure would be to attach it to the windshield about 8" from
the bottom. I would bond a piece of plastic on the windshield, maybe 4"
in diameter, to spread out the stress on the plastic. It would be
perfect there from my perspective, but I was wondering about the
windshield's perspective.
Does anyone have any suggestions, cautions, alternate locations, etc.
Message 5
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: the aft cg club... |
After a W&B redo and a quality scale we found I'm still far aft. But
safely within my cg envelope limits. [Exclamation]
>>>>>>>>>>>>>>>>
i like the way my plane feels when in the aft of the cg range.
boyd young
mkiii
Message 6
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | 2 week notice - Nauga Field Fly-Around Nov 11,12,13 |
John H made mention of this in a prior post.
We'll be gathering at Nauga Field (LS35) Nov 11, 12 ,13.
Some of you have let me know you are attending. If you do plan on coming, let
me know. We just need to know how many folks to prepare vittles for.
If you are first timer or need directions, give me a call. May have to leave a
message. I work shift work. 225-505-4353
Nauga Field is a Kolb freindly field. You do however have to be short field proficient.
There is a public airport within 10 minutes if you need it - False
River Airpark (HZR).
All we need is good weather!
--------
Thanks too much,
John Bickham
Mark III-C w/ 912UL
St. Francisville, LA
I know many pilots and a few true aviators. There is a distinct difference that
I have the greatest respect for.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=356182#356182
Message 7
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Bing Carb Failure |
Happened yesterday, RANS S-7, pilot landed, put the airplane away, went inside.
Came back 2 hours later, 2 or 3 gallons of gas on the floor.
One of the float pins came out and the gas ran out the bottom of the float bowl.
Engine is a 912ULS, serial # is 5648894, carb serial # is 072585, this engine
has approx 150 hours.
The pin is not knurled, it is just pressed into the bottom of the float bowl. Since
a lot of the people on this list use the 912, thought it would be of interest.
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
richard (at) bcchapel(dot)org
Kingsport, TN 3TN0
Now faith is the substance of things hoped for, the evidence of things not seen.
Hebrews 11:1
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=356227#356227
Attachments:
http://forums.matronics.com//files/img_0115_large_298.jpg
http://forums.matronics.com//files/img_0114_large_133.jpg
http://forums.matronics.com//files/img_0113_large_112.jpg
http://forums.matronics.com//files/img_0112_large_999.jpg
http://forums.matronics.com//files/img_0111_large_125.jpg
http://forums.matronics.com//files/img_0110_large_460.jpg
http://forums.matronics.com//files/img_0109_large_187.jpg
Message 8
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
:D Hello ladies, gents, and Kolbers! I am just about to take my FSII apart for
a winter resto with my A&P/IA father. I plan on a complete resto including
recovering/painting as well as a repower and all new instruments including an
EIS system and Matco tail wheel, Hydro toe brakes and a full enclosure. I am
pondering engine choices because my 503 DCDI has right at 300 hours TT now and
I don't want to go beyond TBO simply because I am scared to death of the engine
and I take one of my two boys or my wife every time I fly. Additionally the
field I fly out of on a regular basis is VERY SHORT and it is ONE WAY IN AND
ONE WAY OUT with no options short of crashing into trees if she quits! Needless
to say I don't like the risk but I am comfortable enough with the engine
and my abilities that I feel the risk is worth the reward and I am only in the
"Danger Zone" for less than 30 seconds each flight. That being said I would
like to further minimize the risk as much as possible. Now I FULLY REALIZE, let
me say that again I FULLY REALIZE that the FSII is not designed for a 65 horse
motor, however I know that with a few mods guys have been able to run 65HP
safely. I am leaning toward the 65HP motor simply because it would reduce the
"Danger Zone" substantially by reducing TO roll and increase Climb Perf dramatically.
Yes, yes I know the FSII already preforms incredibly well as it is
but in this case I feel more is better. Folks I have flown alot of very high
performance airplanes and still have never flown one with "Too Much Power"! That
being said I am leaning strongly toward the Hirth 3202 and here is why, fuel
injection(because I really want to run the IVO in flight adjustable prop)
so the FI will automatically adjust the fuel to keep EGT's in check and maximize
fuel economy. I really like the fact that the Hirth develops it's peak power
at a significantly lower RPM, thus less noise, vibration, and fuel flow. Also
the main reason is the 1000 hour TBO because I fly A LOT and if you run the
numbers "!
long ter
m" the Hirth pays for itself over time when compared to the 582. Additionally
unlike the 582 it's air cooled and eliminates the need and complexity for a cooling
system and further reduces the chances of a critical component failing.
All that plus it's lighter and over all less complex than the 582 and best of
all the over haul is cheaper! So based on my criteria it would seem to be an
"Ideal" fit for my needs. Now let me say I realize two strokes have proven
themselves to be safe and reliable as well as affordable compared to their 4 stroke
brethren but that still does not mean I trust them. I was raised on the
Lyco's and Continentals and frequently bet my life that they will run and since
I am writing this post obviously they have not yet let me down. I am also
leaning toward the Hirth because I REALLY don't trust the "Conversions" i.e.
BMW/Honda and I am not even sure there is one that could be made to work on the
FS.
I guess what I am looking for from you folks is how ya'll feel about the Hirth
engines VS the Rotax both in terms of SAFETY, SAFETY, SAFETY, and long term
durability/usability/parts availability. My biggest problem with the Rotax is
the 300 hour TBO because with the sheer amount I fly I will be rebuilding once
a year and "Dang" that gets pricy! :) Price aside though SAFETY is my number
1 priority here regardless of price and performance being a close second.
However with the price of four strokes being in the 10K range I just cannot justify
that on an airplane like mine. I feel that it would be like putting leather
seats in a school bus and is just not logical. I would really like to hear
any information/opinions good or bad provided they are based on facts not soap
boxes. Thanks again everybody and fly safe!
Seth Miller
FSII
Skypark, Ohio
--------
Low and Slow FireStar II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=356228#356228
Message 9
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Bing Carb Failure |
Thanks for the heads up, Richard. Of all the Bing 64 and 94 carbs I've taken apart
I've never seen any indication that these pins were in any way loose. There
is another pin, which acts as a hinge pin for the floats, that goes through
the light gage ss part(11) that the float bears on. This other pin is knurled
on one end so that it stays seated firmly in the cast metal part of the carb body.
The pin I am referring to is labeled 12 in the attached image.
It appears that the pin that fell out of one of the floats in your photo was due
to a manufacturing defect. The float (item 10 in attached image) comes with
these pins permanently installed, or so they should be.
--------
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=356230#356230
Attachments:
http://forums.matronics.com//files/bing_64_100.gif
Message 10
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: the aft cg club... |
Trouble with an aft CG is, as I think you know, the chance of getting into a flat
spin & not being able to recover.
IMHO only thing you could do, in a worst-case case, would be to lean WAAAY forward
in the cockpit & try to shift the CG forward, & speed up.
Many years ago a Mooney Mite, a small single-engine type, had the engine FALL OFF
in flight! -- and the pilot, after some wild maneuvers, found if he leaned
forward and kept the airspeed over 110MPH, he could control it. Touched down at
just over 110 (WILD!!) and survived.
Wow, talk about 'losing an engine' --
I believe this really happened. Over Cape Cod, MA
You won't like it if you get into a flat spin. Keep your airspeed up.
Russ K
On Oct 28, 2011, at 11:06 AM, b young wrote:
>
> After a W&B redo and a quality scale we found I'm still far aft. But safely
within my cg envelope limits. [Exclamation]
>
>>>>>>>>>>>>>>>>>
>
> i like the way my plane feels when in the aft of the cg range.
>
> boyd young
>
> mkiii
>
>
>
>
Message 11
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Flaps on Ultrastar? |
It occurred to me the other day, has anybody ever built or modified an
Ultrastar with flaps? Doesn't seem like it'd be too tough, and I don't
think the US needs full span ailerons. I've been flying mine for several
years now, and my biggest complaint (other than the prop ground clearance)
is the limited glide angle control short of diving at the runway and hoping
the speed will bleed off soon enough... with no side area slips don't
really do anything. Being pushed along by an old Cuyuna makes me want to
be able to precisely hit a spot on the ground in the event of engine
failure, and flaps would sure help.
-Dana
--
Press any key... no, no, no, NOT THAT ONE!
Message 12
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Bing Carb Failure |
One of the float pins came out and the gas ran out the bottom of the float
bowl. Engine is a 912ULS, serial # is 5648894, carb serial # is 072585,
this engine has approx 150 hours.
The pin is not knurled, it is just pressed into the bottom of the float
bowl. Since a lot of the people on this list use the 912, thought it would
be of interest.
--------
Richard Pike
Richard P/Gang:
The carb is designed to prevent the float pivot pin from being able to come
out as long as the float bowl is attached to the carb. It is Murphy proof.
The front of the float bowl is considerably more narrow than the rear
portion. This is the part of the float bowl that the float bowl bail slides
over and into its locked position.
Can't remember for sure because it has been many years since I had a two
stroke Bing carb apart, but believe the float bowl and float pivot pin is
similarly designed.
john h
mkIII
Titus, Alabama
Message 13
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: the aft cg club... |
Trouble with an aft CG is, as I think you know, the chance of getting into a
flat spin & not being able to recover.
Russ K
Ever heard of a Kolb getting into a flat spin?
john h
mkIII
Titus, Alabama
Message 14
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
:D Hello ladies, gents, and Kolbers
I guess what I am looking for from you folks is how ya'll feel about the
Hirth engines VS the Rotax both in terms of SAFETY, SAFETY, SAFETY, and long
term durability/usability/parts availability.
Seth Miller
Seth M/Gang:
If Hirth two stroke engines were a bargain, safe and reliable, and IVO in
flight adjustable props would increase our flying performance, safety, and
economy on our Kolb airplanes, we'd all be flying that particular set up.
How many folks do you know that fly a Kolb, powered with a Hirth, and
equipped with an IVO in flight adjustable prop?
Hirth has the worst reputation for reliability of those two strokes
available for our Kolbs.
I've been building and flying Kolb aircraft since 1984. I quit flying my
Kolb with two stroke power in 1993, the last engine failure I had with a
582. After that engine failure, last of many, many engine failures with two
strokes, I found a way to buy a 912 and never looked back. Haven't had an
engine failure in over 3,000 hours.
john h
mkIII
Titus, Alabama
Message 15
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: the aft cg club... |
I have heard of pusher planes losing power on take-off and not being able t
o get the nose down...-- =0A-=0AThe big fan blows on the tail giving
it "power steering" on some planes.=0A-=0A- DjD=0A=0A=0A_________________
_______________=0AFrom: John Hauck <jhauck@elmore.rr.com>=0ATo: kolb-list@m
atronics.com=0ASent: Friday, October 28, 2011 8:33 PM=0ASubject: RE: Kolb-L
ck" <jhauck@elmore.rr.com>=0A=0A=0A=0A=0ATrouble with an aft CG is, as I th
ink you know, the chance of getting into a=0Aflat spin & not being able to
recover.=0ARuss K =0A=0A=0AEver heard of a Kolb getting into a flat spin?
==
Message 16
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
:D Hey John thanks, I would already have a 912 on the airplane if there was any
way safely possible to fit that sucker on there, Boy can you imagine the astonishing
performance of a 912S powered FSII I bet it would accelerate vertically!
However seeing as how thats a 100% increase in horse power over what the
airplane was designed for I would rather not see the catastrophic damage running
that engine full power would do to the airframe! I can only imagine that
the engine torque would twist itself clean off the mounts and most likely take
the empenage with it, thus resulting in a really bad day and if ya lived you
sure would have a whole lot of explaining to do to the local FSDO but thanks
for your input. Remember facts...not soap boxes! [Wink] [Wink] [Wink]
--------
Low and Slow FireStar II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=356238#356238
Message 17
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
I would already have a 912 on the airplane if there was any way safely
possible to fit that sucker on there
Remember facts...not soap boxes! [Wink] [Wink] [Wink]
--------
Low and Slow FireStar II
I did not recommend putting a 912 on your FSII. However, there are other 4
stroke engines available, e.g., the HKS. Several of my close friends have
them mounted on FSII aircraft. They are not rocket ships, but they are
extremely reliable.
If you plan to fly passengers, I would recommend a MKIIIc or a Kolbra
powered with a 912UL or 912ULS. The MKIIIc is an extremely good STOL
aircraft with the proper mods.
I don't know about the soap boxes, but I have been intimately involved with
Kolb aircraft for 27 years, since I retired as an Army Aviator. Flying
Kolbs is not like flying store bought airplanes.
john h
mkIII
Titus, Alabama
Message 18
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Bing Carb Failure |
John Hauck wrote:
> One of the float pins came out and the gas ran out the bottom of the float
> bowl. Engine is a 912ULS, serial # is 5648894, carb serial # is 072585,
> this engine has approx 150 hours.
>
> The pin is not knurled, it is just pressed into the bottom of the float
> bowl. Since a lot of the people on this list use the 912, thought it would
> be of interest.
>
> --------
> Richard Pike
>
>
> Richard P/Gang:
>
> The carb is designed to prevent the float pivot pin from being able to come
> out as long as the float bowl is attached to the carb. It is Murphy proof.
> The front of the float bowl is considerably more narrow than the rear
> portion. This is the part of the float bowl that the float bowl bail slides
> over and into its locked position.
>
> Can't remember for sure because it has been many years since I had a two
> stroke Bing carb apart, but believe the float bowl and float pivot pin is
> similarly designed.
>
> john h
> mkIII
> Titus, Alabama
You are correct, the two stroke is the same design, the float pivot pin cannot
come out as long as the float bowl is in place. But this is a totally different
pin, and it is not knurled, it is tapered where it goes into the float bowl.
I concur with Thom's assessment that this was a bad part. On the other hand,
it would be something easy to check, by dropping the float bowl and giving it
the wiggle test.
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
richard (at) bcchapel(dot)org
Kingsport, TN 3TN0
Now faith is the substance of things hoped for, the evidence of things not seen.
Hebrews 11:1
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=356241#356241
Message 19
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
Based on my very limited exposure to Hirth engines, if you gave me one, I would
sell it on ebay and buy something else. For your application, I would go with
an HKS.
We are running a 582 on the FSII, but it always flies solo, and consequently runs
at around 4800 rpm. At that rpm, it will go WAY beyond 300 hrs, but exactly
how long - ??? I have over 300 hrs on my 582 on the MKIII, but since I normally
run it around 5300 rpm, - I have no plans to overhaul it anytime soon.
I'll keep ya posted...
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
richard (at) bcchapel(dot)org
Kingsport, TN 3TN0
Now faith is the substance of things hoped for, the evidence of things not seen.
Hebrews 11:1
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=356242#356242
Message 20
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Bing Carb Failure |
You are correct, the two stroke is the same design, the float pivot pin
cannot come out as long as the float bowl is in place. But this is a totally
different pin, and it is not knurled, it is tapered where it goes into the
float bowl. I concur with Thom's assessment that this was a bad part. On the
other hand, it would be something easy to check, by dropping the float bowl
and giving it the wiggle test.
--------
Richard Pike
Sorry, I misunderstood which pin you were talking about.
I think you are talking about the float guide pin. That would ruin your day
is if came loose.
Wonder if the remaining float would work well enough to get back on the
ground with a little power.
Murphy never rests. First time I have heard of this particular problem.
This gent's problem happened on the ground, I assume. Or maybe it happened
in the air and he didn't realize it until he discovered the fuel needle was
not sealing. ????
john h
mkIII
Titus, Alabama
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|