Today's Message Index:
----------------------
1. 12:16 PM - Re: New Belt Reduction Ratio for MZ 34 (Jack B. Hart)
2. 01:29 PM - Re: Tillotson Carburetor Icing (Phil)
3. 09:02 PM - Re: Altitude/speed control on approach (Frankd)
4. 09:20 PM - Re: Re: Altitude/speed control on approach (John Hauck)
Message 1
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| Subject: | RE: New Belt Reduction Ratio for MZ 34 |
Kolbers,
It took some time to get this up. I increased the belt reduction ratio from
2.34 to 2.60 in an attempt to get the last two hp out of the MZ 34.
How it was done can be seen at:
http://jackbhart.com/firefly/firefly161.html
If one clicks on the drawings a larger view will be displayed.
Jack B. Hart FF004
Winchester, IN
Message 2
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| Subject: | Re: Tillotson Carburetor Icing |
Thanks, Jack. Good info.
Just for grins, I fashioned this device one evening out of some 1/2" alum t
ubing. Does it work? No idea; it sure gets hot. I've done no testing, nor p
lan to any time soon --I just wanted to share the attempt. Bulb type: JC
GY6.35 12v 50w, eBay, I bought 10 of them for around $8 total.
http://phactor.com/CarbHeater_3.jpg
http://phactor.com/CarbHeater_2.jpg
http://phactor.com/CarbHeater_off.jpg
http://phactor.com/CarbHeater_on.jpg
http://phactor.com/CarbHeater_1.jpg
Phil H
FF-11-4-0076
--- On Thu, 2/9/12, Jack B. Hart <jbhart@onlyinternet.net> wrote:
From: Jack B. Hart <jbhart@onlyinternet.net>
Subject: Kolb-List: Tillotson Carburetor Icing
Phil and Mike,
I up dated my page on the Tillotson.- It can be found at:
http://jackbhart.com/firefly/firefly153.html
I thought about using ultra bright LEDs but it became too complicated and
expensive.- The next best bet was to use ceramic coated wire wound resist
ers.
But then I found these little stud heaters, and they seemed to be the best
bet for getting the heat to where it was needed, and the price was right.
Dana,
My object is to keep the carburetor from icing up while mucking around on o
r
close to the ground when the engine is operating below its normal cruise
speed.- I did not consider a free air heater as it would be too heavy and
I
did not want to loose any horses too.- When you do not have many, you wan
t
to keep them whipped up and running.
Jack B. Hart FF004
Winchester, IN
............................................
From: Phil <phactor9@yahoo.com>
Subject: Re: Kolb-List: CARB ICING 912
Hi Jack: I'm holding my Tillotson in my hand. I would love to know exactly
where you drilled :)..................
le, List Admin.
Message 3
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| Subject: | Re: Altitude/speed control on approach |
Hi Guys,
I've been reading this post and it seems we've gone away from the original question.
When I was just learning to fly my Dad told me that the throttle controls
altitude and the stick controls airspeed. I did not believe him until I actually
found it was true!! (cessna 172)
Now.. I believe this question is being asked about Kolbs.. and it is still true.
If you are a low time pilot and have not had this experience in a plane like a
cessna or Kolb then it is something that might make your flying better.
To the original person who posed this question, if you are flying in the pattern
and you are trying to hold airspeed, set your throttle at some RPM that causes
a decent, say 1700RPM, and then control your approach airspeed by pushing
forward on the stick or pulling back. You will find that there is a certain
attitude to the plane that equals , say 50MPH, that you get used to.
If the plane is in a steady attitude (nose down, or level) and you increase or
decrease throttle the aircraft should start to climb or decend. If you are approaching
the runway at 50 mph but seem to be decending too quickly, apply a little
power to reduce the decent. (and reduce power a bit if you don't seem to
be decending enough!)
Sounds weird, but after you think about it, it makes sense.
I don't disagreed at all about other types of aircraft, lear jets, etc.. I have
flown in an L39 where more power=faster but thats a different type of flying.
To the guy learning in a KOLB or any trainer, I spent a ton of time in a citabria
with an instructor, to learn how to mix power and attitude to get it just
right. Keep 55MPH down the final approach in a kolb and keep going until right
near the ground and then ease off the power and flare at the same time.
Good luck with your training.
FrankD
MkIIIXtra 1014S
14Hrs into 40hr flyoff time. No bent legs yet!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=366449#366449
Message 4
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| Subject: | Re: Altitude/speed control on approach |
If the plane is in a steady attitude (nose down, or level) and you increase
or decrease throttle the aircraft should start to climb or decend. If you
are approaching the runway at 50 mph but seem to be decending too quickly,
apply a little power to reduce the decent. (and reduce power a bit if you
don't seem to be decending enough!)
Sounds weird, but after you think about it, it makes sense.
FrankD
Works a little different with a high thrust line pusher than does a tractor
aircraft. Probably going to use a lot more pitch adjustment than power
adjustment. Reducing power loses altitude, as does increasing power because
the high thrust line tries to push the nose down.
I generally shoot my landings power off. If I can make my touchdown point
power off, I can make it if I lose the engine. Was a habit I got into way
back in the early two stroke days when engines quit quite often at idle and
low power settings.
Hope I still have an airplane at Gantt IAP. Haven't checked on it in a
while.
john h
mkIII
Titus, Alabama
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