Today's Message Index:
----------------------
1. 06:05 AM - Re: Tillotson Carburetor Icing (Eugene Zimmerman)
2. 06:33 AM - Re: Tillotson Carburetor Icing (John Hauck)
3. 07:58 AM - Re: Re: Altitude/speed control on approach (b young)
4. 08:02 AM - Re: Tillotson Carburetor Icing (Eugene Zimmerman)
5. 09:03 AM - Re: frunt mounted radiator (Richard Pike)
6. 11:07 AM - Re: Re: frunt mounted radiator (Richard Girard)
7. 01:21 PM - Re: Re: frunt mounted radiator (Charlie England)
Message 1
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| Subject: | Re: Tillotson Carburetor Icing |
Phil,
Please let us know how many in-flight " heat on" minutes the life span
of the bulb is mounted in that configuration on a 2-stroke engine.
On Feb 16, 2012, at 4:29 PM, Phil wrote:
> Thanks, Jack. Good info.
>
> Just for grins, I fashioned this device one evening out of some 1/2"
alum tubing. Does it work? No idea; it sure gets hot. I've done no
testing, nor plan 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
> To: kolb-list@matronics.com
> Date: Thursday, February 9, 2012, 6:05 PM
>
<jbhart@onlyinternet.net>
>
> 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
resisters.
> 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 or
> 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
want
> to keep them whipped up and running.
>
> Jack B. Hart FF004
> Winchester, IN
>
>
> ............................................
> Date: Wed, 8 Feb 2012 10:16:02 -0800 (PST)
> 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 :)..................
>
>
> http://www.matronics.com/Navigator?Kolb-Lis -->
http://www.=====================
>
>
>
>
>
>
Message 2
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| Subject: | Tillotson Carburetor Icing |
Please let us know how manyin-flight " heat on"minutes the life span of
the bulb is mounted in that configuration on a 2-stroke engine.
Gene Z/Kolbers:
Wayyyy back in the early days, I mounted my dual strobes, built from a kit,
on my Ultrastar. One under the nose and the other on top of the cooling
shroud of the screaming 447. The strobe tube lasted about an hour before it
went belly up. Vibration ate it up.
Bulbs may last a little longer mounted on the carb because of the rubber
carb boot.
Don't know if you were referring to vibration or burn time before failure,
but wanted to share that little tidbit.
john h
mkIII
Titus, Alabama
Message 3
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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!)
FrankD
>>>>>>>>>>
this seems to be implied, but not stated, that this is for a GOOD landing approach.
and I'll agree 100 %. however on a cross country trip,,, you can
from straight and level flight add power, retrim, and maintain altitude with
an increase in airspeed. and conversely, if you are 10 miles from the airport
and 4000 ft above the pattern altitude. you can trade altitude for increased
airspeed by retriming for a lower nose attitude, and by leaving the power
the same you will increase speed. so there are areas of flight that go outside
the rules you stated,,, but retriming is required to do so. again for a
GOOD landing approach I agree 100 %.
boyd young
Message 4
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| Subject: | Re: Tillotson Carburetor Icing |
Yep vibration AND overheating in such a confined enclosure.
On Feb 17, 2012, at 9:33 AM, John Hauck wrote:
> Don't know if you were referring to vibration or burn time before failure,
> but wanted to share that little tidbit.
Message 5
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| Subject: | Re: frunt mounted radiator |
Why do you want one at that end? I tried that the first year I had my MKIII, and
noticed two things: if you were unable to take off as soon as you wanted, the
engine would overheat, and it also seemed to hurt the rate of climb. I like
having the radiator just ahead of the prop so that the temps stay normal while
taxiing.
I do currently have a small radiator just in front of the air filter/silencer box
to augment the main radiator that is behind and under the wing/in front of
the prop, as the original was not quite enough in July & August. I can post pictures
if you are interested.
--------
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=366484#366484
Message 6
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| Subject: | Re: frunt mounted radiator |
Richard, I have put the Honda Magna radiator on two Kolb Mk III's now. I
have a 1/2 mile taxi when the wind is from the south and have never had an
overheat situation with either airplane even in last summer's 115+
temperatures. If it was a problem, I think I'd have seen it by now. The
Mark III has enough issue with in flow to the prop without putting a
radiator right in front. The Magna radiator also has provision for a
cooling fan if it was required, but so far there has been no need.
I have had overheat issues with the stock Rotax radiators mounted in front
of the engine and at the gearbox. That was what started me on the trail to
a single radiator. That, and the expense.
Rick Girard
On Fri, Feb 17, 2012 at 11:03 AM, Richard Pike <richard@bcchapel.org> wrote:
>
> Why do you want one at that end? I tried that the first year I had my
> MKIII, and noticed two things: if you were unable to take off as soon as
> you wanted, the engine would overheat, and it also seemed to hurt the rate
> of climb. I like having the radiator just ahead of the prop so that the
> temps stay normal while taxiing.
>
> I do currently have a small radiator just in front of the air
> filter/silencer box to augment the main radiator that is behind and under
> the wing/in front of the prop, as the original was not quite enough in July
> & August. I can post pictures if you are interested.
>
> --------
> 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=366484#366484
>
>
--
Zulu Delta
Mk IIIC
Thanks, Homer GBYM
It isn't necessary to have relatives in Kansas City in order to be unhappy.
- Groucho Marx
Message 7
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| Subject: | Re: frunt mounted radiator |
Hi Rick,
Next time you're at the plane, would you mind getting some measurements?
I'd like to know the face area & thickness of the core itself, and also
the overall dimensions including the tanks (not including fittings,
hoses, etc).
Thanks,
Charlie
On 02/17/2012 01:06 PM, Richard Girard wrote:
> Richard, I have put the Honda Magna radiator on two Kolb Mk III's now.
> I have a 1/2 mile taxi when the wind is from the south and have never
> had an overheat situation with either airplane even in last summer's
> 115+ temperatures. If it was a problem, I think I'd have seen it by
> now. The Mark III has enough issue with in flow to the prop without
> putting a radiator right in front. The Magna radiator also has
> provision for a cooling fan if it was required, but so far there has
> been no need.
> I have had overheat issues with the stock Rotax radiators mounted in
> front of the engine and at the gearbox. That was what started me on
> the trail to a single radiator. That, and the expense.
>
> Rick Girard
>
> On Fri, Feb 17, 2012 at 11:03 AM, Richard Pike <richard@bcchapel.org
> <mailto:richard@bcchapel.org>> wrote:
>
> <richard@bcchapel.org <mailto:richard@bcchapel.org>>
>
> Why do you want one at that end? I tried that the first year I had
> my MKIII, and noticed two things: if you were unable to take off
> as soon as you wanted, the engine would overheat, and it also
> seemed to hurt the rate of climb. I like having the radiator just
> ahead of the prop so that the temps stay normal while taxiing.
>
> I do currently have a small radiator just in front of the air
> filter/silencer box to augment the main radiator that is behind
> and under the wing/in front of the prop, as the original was not
> quite enough in July & August. I can post pictures if you are
> interested.
>
> --------
> 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=366484#366484
>
>
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>
> --
> 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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