Kolb-List Digest Archive

Sun 03/06/16


Total Messages Posted: 7



Today's Message Index:
----------------------
 
     1. 06:18 AM - Re: Re: Rotax 503 - 300 Hour Rebuild - Advice (Jim Baker)
     2. 06:37 AM - Re: Extending instrument panel (Mcabbage)
     3. 09:49 AM - Re: Re: Rotax 503 - 300 Hour Rebuild - Advice (Bob Underwood)
     4. 10:45 AM - Re: Re: Extending instrument panel (John Hauck)
     5. 06:26 PM - Re: Re: Extending instrument panel (Richard Girard)
     6. 08:09 PM - Re: Extending instrument panel (George Alexander)
     7. 10:05 PM - Re: Re: Extending instrument panel (Larry Cottrell)
 
 
 


Message 1


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    Time: 06:18:12 AM PST US
    From: Jim Baker <jimbaker@npacc.net>
    Subject: Re: Rotax 503 - 300 Hour Rebuild - Advice
    Richard brings up a point that drove me to acquiring a Hirth, specifically the old 2704. Max rpm for that model is 5400. I normally fly at 3500 to 3900 rpm, depending on the day and the resultant EGT. Combine that with 624 CC and you get a powerplant that creates its max torque well down the Rev range and is creating much less heat in the cylinder per unit time than the higher revving two stroke. I, however, run two strokes much differently than others would. The most common ailment heard is burned oil creating coke on the piston crown, ring lands (especially Dykes type, which is the type Rotax uses) and exhaust ports. The oil in the ring lands is cooked and leaves behind the carbon residue from that cooking. Same for crowns and ports. EGT is, I believe, my key. I don't run an RPM or an airspeed, simply an EGT that is sufficiently high to more completely burn the fuel mixed with the oil. Generally that's in the 1150 to 1200 range. I'll often read an article up to the point that the "expert" says no one should run below 32 or 20:1 ratios. There goes the credibility. On top of that, more oil is not better. Too much oil will cause roller bearing balls to hydrodynamically skid instead of roll. The amount of lubrication a quality ball bearing or needle bearing needs is vanishingly small. Consider a wheel bearing....packed with grease, initially, after awhile the grease retreats from contact with the balls and ony sporadically comes in contact, usually from some high G load such as a pothole. Re-pack a really old bearing and watch what comes out...congealed chunks of lubicant. The wrist pin needle bearings are the more susceptible to heat damage from lack of lubrication. So. I run 100:1 oil mix. Doesn't matter which one, I'm not pushing a brand. The less oil there is, the less there is to leave carbon behind. It's a fine balancing act to not use too little that the bearings complain. I think I get away with it because my larger piston surface area more readily sheds heat via cylinder wall contact, less heat per unit time, and the cooling of the underside of the piston by the incoming charge, the oil doesn't have a chance to coke and leave deposits behind. That, and the fact that I don't have a Dykes top ring. Dykes are great at more complete cylinder sealing because of the larger ring/cylinder wall contact area but it also makes them hotter because of that contact. After 600 hours, no decarbon needed. Plugs have been replaced once, more from curiosity than anything else. They looked just like four stroke plugs, just a light tan and no coking up into the insulator well. Maybe I'm spouting crap. My Gordon Jennings handbook, the SAE papers I've read have confirmed, at least in my mind, what I've just posted....but as I said, may be crap. Or not. Jim Baker 405 426 5377 -----Original Message----- From: Richard Pike <thegreybaron@charter.net> Sent: Sat, 05 Mar 2016 22:48 Subject: Kolb-List: Re: Rotax 503 - 300 Hour Rebuild - Advice I think no one wants to reply because no one wants to give you bad advice. I currently have 270 hours on my 582, and plan to run it to 450 hours. Given my age, and the number of hours I fly each year, that will probably be sufficient for my aviating future. BUT I consistently try and run it at 5,400 rpm, which keeps the centrifugal load on the crank bearings down, and should extend the crank life. Should. Hmm.. I guess in a another few years I'll find out if that was a good idea. -------- Richard Pike Kolb MKIII N420P (420ldPoops) Kingsport, TN 3TN0 Would you consider yourself to be a good person? https://www.youtube.com/watch?v=VWcDXT6pH7A Read this topic online here: http://forums.matronics.com/viewtopic.php?p=453450#453450


    Message 2


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    Time: 06:37:48 AM PST US
    Subject: Re: Extending instrument panel
    From: "Mcabbage" <Mc@americanbuilding.com>
    Thank you John. I did contact seller from the ad but I think he was busy . Maybe new owner could help some. Another question, when replacing ruder and elevater cables wher is the best source for materials? Thanks -------- 2007 Firestar 2 503 N203SD Moster 185 flattop PPG/Sky K2 Paraglider Trike Buggy Soaring Trike &amp; Northwing Stratus XP Read this topic online here: http://forums.matronics.com/viewtopic.php?p=453460#453460


    Message 3


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    Time: 09:49:28 AM PST US
    From: Bob Underwood <bob.pipercolt@yahoo.com>
    Subject: Re: Rotax 503 - 300 Hour Rebuild - Advice
    Hi JimThanks for the info. I purchased a recently rebuilt 582 and the previ ous owner said that the man who rebuilt the engine the first time told him to fun it 100 to 1 and not decarbon it. It was overhauled with about 800 ho urs on it and was in great condition with minimal parts replaced. Interesti ng isn't it. Bob On Sunday, March 6, 2016 9:12 AM, Jim Baker <jimbaker@npacc.net> wrote: Richard brings up a point that drove me to acquiring a Hirth, specifically the old 2704. Max rpm for that model is 5400. I normally fly at 3500 to 390 0 rpm, depending on the day and the resultant EGT. Combine that with 624 CC and you get a powerplant that creates its max torque well down the Rev ran ge and is creating much less heat in the cylinder per unit time than the hi gher revving two stroke. I, however,=C2- run two strokes much differently than others would. The m ost common ailment heard is burned oil creating coke on the piston crown, r ing lands (especially Dykes type, which is the type Rotax uses) and exhaust ports. The oil in the ring lands is cooked and leaves behind=C2- the car bon residue from that cooking. Same for crowns and ports. EGT is, I believe, my key. I don't run an RPM or an airspeed, simply an EGT that is sufficiently high to more completely burn the fuel mixed with the oil. Generally that's in the 1150 to 1200 range. I'll often read an article up to the point that the "expert" says no one should run below 32 or 20:1 ratios. There goes the credibility. On top of that, more oil is not better. Too much oil will cause roller bear ing balls to hydrodynamically skid instead of roll. The amount of lubricati on a quality ball bearing or needle bearing needs is vanishingly small. Con sider a wheel bearing....packed with grease, initially, after awhile the gr ease retreats from contact with the balls and ony sporadically comes in con tact, usually from some high G load such as a pothole. Re-pack a really old bearing and watch what comes out...congealed chunks of lubicant. The wrist pin needle bearings are the more susceptible to heat damage from lack of l ubrication. So. I run 100:1 oil mix. Doesn't matter which one, I'm not pushing a brand. The less oil there is, the less there is to leave carbon behind. It's a fi ne balancing act to not use too little that the bearings complain. I think I get away with it because my larger piston surface area more readily sheds heat via cylinder wall contact, less heat per unit time, and the cooling o f the underside of the piston by the incoming charge, the oil doesn't have a chance to coke and leave deposits behind. That, and the fact that I don't have a Dykes top ring. Dykes are great at more complete cylinder sealing b ecause of the larger ring/cylinder wall contact area but it also makes them hotter because of that contact. After 600 hours, no decarbon needed. Plugs have been replaced once, more fr om curiosity than anything else. They looked just like four stroke plugs, j ust a light tan and no coking up into the insulator well. Maybe I'm spouting crap. My Gordon Jennings handbook, the SAE papers I've r ead have confirmed, at least in my mind, what I've just posted....but as I said, may be crap. Or not. Jim Baker 405 426 5377 -----Original Message----- From: Richard Pike <thegreybaron@charter.net> Sent: Sat, 05 Mar 2016 22:48 Subject: Kolb-List: Re: Rotax 503 - 300 Hour Rebuild - Advice I think no one wants to reply because no one wants to give you bad advice. I currently have 270 hours on my 582, and plan to run it to 450 hours. Give n my age, and the number of hours I fly each year, that will probably be su fficient for my aviating future. BUT I consistently try and run it at 5,400 rpm, which keeps the centrifugal loa d on the crank bearings down, and should extend the crank life. Should. Hmm.. I guess in a another few years I'll find out if that was a good idea. -------- Richard Pike Kolb MKIII N420P (420ldPoops) Kingsport, TN 3TN0 Would you consider yourself to be a good person? https://www.youtube.com/watch?v=VWcDXT6pH7A Read this topic online here: http://forums.matronics.com/viewtopic.php?p=453450#453450 =C2- =C2- =C2- =C2- =C2- -Matt Dralle, List Admin. S - - =C2- =C2- =C2- =C2- =C2- -Matt Dralle, List Admin.


    Message 4


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    Time: 10:45:57 AM PST US
    From: "John Hauck" <jhauck@elmore.rr.com>
    Subject: Re: Extending instrument panel
    I recommend Kolb Aircraft Company. Phone (606) 862-9692 john h mkIII Titus, Alabama -----Original Message----- From: owner-kolb-list-server@matronics.com [mailto:owner-kolb-list-server@matronics.com] On Behalf Of Mcabbage Sent: Sunday, March 06, 2016 8:23 AM Subject: Kolb-List: Re: Extending instrument panel Thank you John. I did contact seller from the ad but I think he was busy . Maybe new owner could help some. Another question, when replacing ruder and elevater cables wher is the best source for materials? Thanks -------- 2007 Firestar 2 503 N203SD Moster 185 flattop PPG/Sky K2 Paraglider Trike Buggy Soaring Trike &amp; Northwing Stratus XP Read this topic online here: http://forums.matronics.com/viewtopic.php?p=453460#453460


    Message 5


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    Time: 06:26:46 PM PST US
    Subject: Re: Extending instrument panel
    From: Richard Girard <aslsa.rng@gmail.com>
    For control cable, first get the proper mil spec cable, second read the section on cable in AC 43-13 1B. I know there will be a lot of carping about recommending covered cable but you owe it to yourself to read what FAA certified mechanics read when they don't have a manufacturer's spec to go by. Covered cable, one properly swaged Nico sleeve is the recommendation . Extending your panel, consider doing it with vibration dampers. You can get them from McMaster Carr as well as the specs for allowable shear loads so you can design a panel that will last. Rick Girard On Sun, Mar 6, 2016 at 8:22 AM, Mcabbage <Mc@americanbuilding.com> wrote: > > Thank you John. I did contact seller from the ad but I think he was busy . > Maybe new owner could help some. > > Another question, when replacing ruder and elevater cables wher is the > best source for materials? > > Thanks > > -------- > 2007 Firestar 2 503 N203SD > Moster 185 flattop PPG/Sky K2 Paraglider > Trike Buggy Soaring Trike &amp; Northwing Stratus XP > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=453460#453460 > > =========== =========== =========== =========== =========== > > -- =9CBlessed are the cracked, for they shall let in the light.=9D Groucho Marx <http://www.goodreads.com/author/show/43244.Groucho_Marx>


    Message 6


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    Time: 08:09:31 PM PST US
    Subject: Re: Extending instrument panel
    From: "George Alexander" <gtalexander@att.net>
    Mcabbage wrote: > I would like to extend my fs2 Inst. panel > > .S N I P . > > Mike Being one who must remain conscious of leg room, I would be careful how deep you make your extension and/or the top to bottom measurement. Too much in either of these dimensions will cut down that leg room. Looking at the inside shot of the pictures you posted, there's not much room between the pilot's shins and the bottom edge of the extension. As Beauford would say.... "Worth what you paid fer it.." -------- George Alexander FS II R503 N709FS http://www.oh2fly.net Read this topic online here: http://forums.matronics.com/viewtopic.php?p=453484#453484


    Message 7


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    Time: 10:05:08 PM PST US
    Subject: Re: Extending instrument panel
    From: Larry Cottrell <lcottrell1020@gmail.com>
    Looking at the inside shot of the pictures you posted, there's not much room between the pilot's shins and the bottom edge of the extension. I am not sure how big you are, but let me tell you how I get into my plane. I am 6 feet- 235 lbs. I sit backwards on my seat, lift my left leg over the stick, and down onto the rudder pedals. I of course reverse this process to get out of the plane. My plane has longer gear legs, so I had to change the method of entering the cockpit. With the smaller gear legs, One can lift up the wind screen- stick the left leg in, then put your butt on the seat. Much like what you do to get into a sports car. These are only ways to get in that I have found. Smaller younger pilots will be able to do things that I probably cannot. The only thing on my cockpit that I need to do anything with is adjust the altimeter. I do that on the ground. The rest of the controls that I need- tank selection- fuel pump, strobe, ignition switch are all located in various spots that are within reach. Primarily what I am saying is that you can position every thing that you need in spots that allow you to reach them while seated and flying. It just takes some thinking on your part. However you are the one that will be flying it, your choice, but give it some serious thought. I have a small center console in front of the stick that holds my radio, all my switches- plug ins for the intercom. HAC man system on the left side by the throttle, fuel selector switches on the gusset to the left of my seat. Take a poll and see how many have moved their console out. Larry Larry On Sun, Mar 6, 2016 at 9:06 PM, George Alexander <gtalexander@att.net> wrote: > > > Mcabbage wrote: > > I would like to extend my fs2 Inst. panel > > > > .S N I P . > > > > Mike > > > Being one who must remain conscious of leg room, I would be careful how > deep you make your extension and/or the top to bottom measurement. Too > much in either of these dimensions will cut down that leg room. Looking at > the inside shot of the pictures you posted, there's not much room between > the pilot's shins and the bottom edge of the extension. > > As Beauford would say.... "Worth what you paid fer it.." > > -------- > George Alexander > FS II R503 N709FS > http://www.oh2fly.net > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=453484#453484 > > -- *The older I get, the less tolerant I am of those who are intolerant.* *If you forward this email, or any part of it, please remove my email address before sending.*




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