Today's Message Index:
----------------------
1. 07:33 AM - Re: Re: Perplexed turns to Bummed (Gary Aman)
2. 08:38 AM - Inflight fuel mixture (Phil)
3. 08:44 AM - Re: aileron hinge wire (Rick Neilsen)
4. 09:51 AM - Re: Inflight fuel mixture (Jack B. Hart)
5. 10:28 AM - Re: In-flight fuel mixture (John Hauck)
6. 10:58 AM - Re: In-flight fuel mixture (John Hauck)
7. 11:51 AM - Re: Inflight fuel mixture (Phil)
8. 12:37 PM - Re: Inflight fuel mixture (John Hauck)
9. 01:05 PM - Re: Inflight fuel mixture (Phil)
10. 07:52 PM - Re: Inflight fuel mixture (Richard Pike)
Message 1
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Subject: | Re: Perplexed turns to Bummed |
Frank,
Bought some ferrite chokes at Radio shack and snapped them on at different
places on the antenna coax.This seems to have helped get the ignition noise
out of the radio,Will try some chokes on the ignition wires going to the s
witch next.Let you know if it helps any.
G.Aman MK3C Jabiru 2200A
-----Original Message-----
From: Frankd <FDucker@aol.com>
Sent: Sat, Dec 10, 2011 12:07 pm
Subject: Kolb-List: Re: Perplexed turns to Bummed
Hi Rick/Kolbers,
On Tuesday I attached a rudder trim tab , per John H's specifications, to
get
rid of the need for right rudder input in cruise flight and take-off.
2 things.
a/ I had guessed at the angle and had too much in, so when I flew I had to
apply LEFT rudder to keep the string centered. Landed, unbent the tab a
little and next flight was good with my feet off the pedals.
b/ I did not measure the actual rib spacing on my rudder, just looked up t
he
plans that specified 7 inches between the ribs.. So 14 3/4 inches in lengt
h
should have been Ok.. NOT. For some reason I spaced my ribs at 7 1/2 in
ches
apart, so the trim tab did not fully span two ribs bays. It still worked
wonderfully as I attached it to the Trailing edge as well, but its somethi
ng to
watch for.
My engine thrust line is right on the centerline. I cannot mess with that.
>From the post I would recheck all angles of incidence of each wing to eac
h
other and each Horizontal stab to each other. Having cramps in your left f
oot
sounds just wrong.. I believe something may not be aligned right.
I still have a tad of roll to the right ,but its very minor, which I'm goin
g to
adjust with bungees to the stick, at first.
I also think that the big nose pod on the Xtra has an effect on fore and a
ft
trim. I find I need to constantly adjust elevator to keep straight and lev
el, I
cannot fly hands off for very long before it dives or climbs. But thats fi
ne,
I like to fly. Its not a big issue.
I also wrapped some tinfoil around part of the sparkplug wires on my Jabiru
to
see if the radio noise was reduced. It did seem to work some. So now I'm
going
to get some stainless steel braided sleeving and completely cover all the
ignition wires with that (with tinfoil inside) to see if my radio reception
improves. At full power I cannot hear anything clearly, I have to reduce t
o
about 2000 rpm to hear the traffic.
I will keep posting my results on these issues but if I see any funny cat
pictures I may throw those in for fun. :)
My 2 cents
FrankD
M3X, N1014S, 8 hrs logged
Hollister, Ca
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Message 2
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Subject: | Inflight fuel mixture |
Hi Jack: (Jack Hart)
I've been looking with great interest at your in-flight mixture control apparatus
for many months now. I finally have my Tillotson in-hand and have it apart
studying it alongside the manual and your pages. My Tillotson, of course, goes
to my CRE mz201, which I hope to fly this Spring in my new Firefly (building
over the winter months).
I'm sure I'll fly for quite some time and monitor the plugs before I attempt any
work on the carb, but it's fascinating to do the study now.
1. Your new vent connection opens to the chamber as indicated by the blue arrows
in these photos?
Yours:
http://phactor.com/Hart/fly153bbBlueArrow.jpg
Mine:
http://phactor.com/Hart/flow.jpg
2. Were your Dynamic Pressure Probes meant only for monitoring, or did you continue
work that made them actively participate in your carb's fuel mixture?
Regards!
Phil H.
Message 3
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Subject: | Re: aileron hinge wire |
When I built my MKIIIC I drilled the ends of all hinges so that I could
install safety wires to hold the hinge pins in place. I figured that
someday I might want to remove the hinge pins, the safety wires
are easily removable, and are secure although I inspect them regularly.
Rick Neilsen
Redrive VW Powered MKIIIC
On Sat, Dec 10, 2011 at 9:11 PM, <HShack@aol.com> wrote:
> **
> Some years back, I discovered a hinge pin missing from the aileron on my
> FS II, For some reason, the aileron would not move. It was the inner one.
>
> When I replaced the pin, I just cut it about 3/4" long and bent the ends
> 90*. That makes it easy to see if the pin is in at preflight.
>
> Shack
>
> In a message dated 12/10/2011 6:38:48 A.M. Eastern Standard Time,
> donaho1@verizon.net writes:
>
> When I constructed my Firestar II. I cut the hinge wire 1/2 inch
>
> *
>
>
> *
>
>
Message 4
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Subject: | Re: Inflight fuel mixture |
From: Phil <phactor9@yahoo.com>
>..................................
I've been looking with great interest at your in-flight mixture control
apparatus for many months now. I finally have my Tillotson in-hand and have
it apart studying it alongside the manual and your pages. My Tillotson, of
course, goes to my CRE mz201, which I hope to fly this Spring in my new
Firefly (building over the winter months).
I'm sure I'll fly for quite some time and monitor the plugs before I attempt
any work on the carb, but it's fascinating to do the study now.
1. Your new vent connection opens to the chamber as indicated by the blue
arrows in these photos?
Yours: http://phactor.com/Hart/fly153bbBlueArrow.jpg
Mine: http://phactor.com/Hart/flow.jpg
2. Were your Dynamic Pressure Probes meant only for monitoring, or did you
continue work that made them actively participate in your carb's fuel
mixture?
>
Phil,
#1. -> We agree on the vent location.
#2. -> The current set up is to use the +/- dynamic pressure probes to
establish a controlled pressure below the carburetor control diaphragm.
Currently this is the way the MZ 34 is set up. It is ready for tie-down
testing to see if it will work properly. When they get the control for
my hangar door mounted out of the way and a warm day comes along, I will
be testing it, and I can give you a better idea of how it works.
I am excited about your choice of the MZ 201 for a FireFly. I am a great
believer in reed valve engines with ceramic coated aluminum cylinders. They
will take much more abuse than the steel liners with aluminum pistons.
>From past experience with a Rotax 447, I encourage you to run and monitor
dual EGT and CHT's. In my case the cylinder that gave the trouble was not
the one monitored.
Jack B. Hart FF004
Winchester, IN
Message 5
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Subject: | In-flight fuel mixture |
I am a great believer in reed valve engines with ceramic coated aluminum
cylinders. They will take much more abuse than the steel liners with
aluminum pistons.
Jack B. Hart FF004
Jack H/Kolbers:
Hope the new engines work out ok. Rotax could use a little competition.
Reed valves were very popular back in the 60's and 70's on two stroke dirt
bikes. Made those little two strokes scream, until they swallowed a reed.
I believe it was Polson that came up with a non-metallic reed valve to
preclude destroying an engine when a reed valve broke and went through it.
I am not familiar with "ceramic coated aluminum cylinders". The 912's use a
metallic coated cylinder that comes out of the factory with .000" to .001"
cylinder wall to piston clearance. That's tight.
Was interested in your statement above, "They will take much more abuse than
the steel liners with aluminum pistons." Is the ceramic coating more
durable than nikasil and other metallic cylinder wall coatings?
john h
mkIII
Titus, Alabama
Message 6
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Subject: | In-flight fuel mixture |
-----Original Message-----
Was interested in your statement above, "They will take much more abuse than
the steel liners with aluminum pistons." Is the ceramic coating more
durable than nikasil and other metallic cylinder wall coatings?
Forgot to ask: Is the ceramic coated aluminum cylinder tougher than steel
liners? If so, how?
john h
mkIII
Titus, Alabama
Message 7
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Subject: | Re: Inflight fuel mixture |
#1 - yay!
#2 - Looking forward to your test reports.
Over the past year, I've been looking at many engines by Simonini, Hirth, R
otax and CRE. For me the mz201 wins hands-down on paper: 4,700 max RPM enab
ling me to order a 60x24 wooden TN prop (talk to Steve at 931.455-4516!) wi
th a 1.77:1 belt reduc, close to 75-77 lb fly-weight (I'll have final figur
es soon), dual CDI ignition, supposedly higher TBO, and a nice hefty 45HP;
I should rarely need 45HP, but it will hopefully translate to favorable gas
consumption.
I bought dual Falcon CHT (CR-002) and EGT (ER-002) gauges from Aircraft Spr
uce, also a Hobbs meter and TinyTach. I plan to use my Garmin eTrex for air
speed and altitude. I might get a Halls windmeter if I can figure out where
to mount it on a Firefly.
Phil H - FF???
Hixson, TN
--- On Sun, 12/11/11, Jack B. Hart <jbhart@onlyinternet.net> wrote:
From: Jack B. Hart <jbhart@onlyinternet.net>
Subject: Re: Kolb-List: Inflight fuel mixture
From: Phil <phactor9@yahoo.com>
>..................................
I've been looking with great interest at your in-flight mixture control
apparatus for many months now. I finally have my Tillotson in-hand and have
it apart studying it alongside the manual and your pages. My Tillotson, of
course, goes to my CRE mz201, which I hope to fly this Spring in my new
Firefly (building over the winter months).
I'm sure I'll fly for quite some time and monitor the plugs before I attemp
t
any work on the carb, but it's fascinating to do the study now.
1. Your new vent connection opens to the chamber as indicated by the blue
arrows in these photos?
Yours: http://phactor.com/Hart/fly153bbBlueArrow.jpg
Mine: http://phactor.com/Hart/flow.jpg
2. Were your Dynamic Pressure Probes meant only for monitoring, or did you
continue work that made them actively participate in your carb's fuel
mixture?
>
Phil,
#1. -> We agree on the vent location.
#2. -> The current set up is to use the +/- dynamic pressure probes to
establish a controlled pressure below the carburetor control diaphragm.-
Currently this is the way the MZ 34 is set up.- It is ready for tie-down
testing to see if it will work properly.- When they get the control for
my hangar door mounted out of the way and a warm day comes along, I will
be testing it, and I can give you a better idea of how it works.
I am excited about your choice of the MZ 201 for a FireFly.- I am a great
believer in reed valve engines with ceramic coated aluminum cylinders.- T
hey
will take much more abuse than the steel liners with aluminum pistons.
>From past experience with a Rotax 447, I encourage you to run and monitor
dual EGT and CHT's.- In my case the cylinder that gave the trouble was no
t
the one monitored.
Jack B. Hart FF004
Winchester, IN
le, List Admin.
le, List Admin.
Message 8
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Subject: | Inflight fuel mixture |
I plan to use my Garmin eTrex for airspeed and altitude. I might get a
Halls windmeter if I can figure out where to mount it on a Firefly.
Phil H - FF???
Phil H/Kolbers:
Garmin Etrex GPS is great for a pickup truck to determine speed, but it will
not give you airspeed. GPS gives you ground speed which doesn't take wind
into consideration.
Recommend flying your Kolb with an airspeed indicator, as a minimum. The
airspeed indicator is the most important of all instruments in an airplane.
Something to give you stall and VNE speeds.
john h
mkIII
Titus, Alabama
Message 9
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Subject: | Inflight fuel mixture |
All true. I will be getting an AIS of some type. If I can't find something
under $75 or so, then Halls it is.
--- On Sun, 12/11/11, John Hauck <jhauck@elmore.rr.com> wrote:
From: John Hauck <jhauck@elmore.rr.com>
Subject: RE: Kolb-List: Inflight fuel mixture
- I plan to use my Garmin eTrex for airspeed and altitude. I might get a
Halls windmeter if I can figure out where to mount it on a Firefly.
Phil H - FF???
Phil H/Kolbers:
Garmin Etrex GPS is great for a pickup truck to determine speed, but it wil
l
not give you airspeed.- GPS gives you ground speed which doesn't take win
d
into consideration.
Recommend flying your Kolb with an airspeed indicator, as a minimum.- The
airspeed indicator is the most important of all instruments in an airplane.
Something to give you stall and VNE speeds.
john h
mkIII
Titus, Alabama
le, List Admin.
le, List Admin.
Message 10
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Subject: | Re: Inflight fuel mixture |
phactor9 wrote:
> All true. I will be getting an AIS of some type. If I can't find something under
$75 or so, then Halls it is.
>
Back in the Old Days, I had an 80 mph Hall meter on my Hummer, and I had it mounted
in the panel. Wish I had some pictures, but I don't so I'll try and describe
it.
My Hummer had a sort of Firefly-ish nose cone fairing on it, and I took a length
of 1" OD PVC pipe and heated it and s-curved it so that it poked out the front
of the fairing. At the cockpit end, it came just barely through the panel and
I shaped the panel end with a Moto-tool so that it matched the curve of the
bottom ram air side of the Hall meter.
Glued/safety wired it to the Hall meter and began to flight test it against another
Hall meter mounted out in clear our alongside the fuselage. Adjusted the
cockpit one by over sleeving the front intake end of the pvc pipe until it got
the right amount of ram air to make it accurate.
Theoretically the Hall needs air flowing across the top to suck the disc up as
the ram air blows in the bottom, but if you make the ram air tube the right size,
it doesn't need it.
Looked like I had a 20MM cannon coming out the front of the nose cone, but it worked
quite well, and I didn't have much money in it.
Oh yeah - as part of the pre flight, make sure the teensy-weensy spider hasn't
built a web inside the Hall around the float disc, because if she has, it won't
work. Guess how I know this?
--------
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
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