Today's Message Index:
----------------------
1. 02:54 AM - Re: Stromberg NA-S3A1 (gboothe5@comcast.net)
2. 05:18 AM - Re: Stromberg NA-S3A1 (Ben Charvet)
3. 05:44 AM - Re: Stromberg NA-S3A1 (Jerry Dotson)
4. 06:08 AM - Stromberg NA-S3A1 (Cuy, Michael D. (GRC-RXD0)[Vantage Partners, LLC])
5. 06:17 AM - Re: Stromberg NA-S3A1 (tools)
6. 06:22 AM - Re: Stromberg NA-S3A1 (gboothe5@comcast.net)
7. 06:51 AM - Re: Stromberg NA-S3A1 (SENTUCHOWS@aol.com)
8. 07:37 AM - Re: Stromberg NA-S3A1 (tools)
9. 07:37 AM - Re: Stromberg NA-S3A1 (Gerry Holland)
10. 07:54 AM - Re: Re: Stromberg NA-S3A1 (SENTUCHOWS@aol.com)
11. 08:25 AM - Re: Stromberg NA-S3A1 (tools)
12. 08:29 AM - Re: a way to avoid routing spars (C N Campbell)
13. 08:32 AM - Re: Stromberg NA-S3A1 (dgaldrich)
14. 08:38 AM - Re: Stromberg NA-S3A1 (Don Emch)
15. 08:48 AM - Re: what I would do differently, wing spars and other things (kevinpurtee)
16. 08:55 AM - Re: Re: Stromberg NA-S3A1 (gboothe5@comcast.net)
17. 09:00 AM - Re: Re: Stromberg NA-S3A1 (SENTUCHOWS@aol.com)
18. 09:08 AM - Re: Stromberg NA-S3A1 (Andrew Eldredge)
19. 09:18 AM - Fly Baby page (SENTUCHOWS@aol.com)
20. 10:11 AM - Re: Re: Stromberg NA-S3A1 (Ryan Mueller)
21. 10:39 AM - Re: Stromberg NA-S3A1 (Don Emch)
22. 11:03 AM - a little flying, a little turning around (Cuy, Michael D. (GRC-RXD0)[Vantage Partners, LLC])
23. 12:02 PM - Re: Spar Routing (curtdm(at)gmail.com)
24. 05:12 PM - Re: a little flying, a little turning around (aerocarjake)
25. 05:58 PM - Re: Stromberg NA-S3A1 (taildrags)
26. 06:04 PM - Re: a little flying, a little turning around (taildrags)
27. 08:25 PM - Re: Re: Stromberg NA-S3A1 (Andrew Eldredge)
28. 08:58 PM - Re: Stromberg NA-S3A1 (tools)
29. 10:10 PM - Re: Stromberg NA-S3A1 (taildrags)
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: | Re: Stromberg NA-S3A1 |
Thanks, Gerry. I can stop chasing ghosts!
------Original Message------
From: Gerry Holland
Sender: owner-pietenpol-list-server@matronics.com
ReplyTo: pietenpol-list@matronics.com
Subject: Re: Pietenpol-List: Stromberg NA-S3A1
Sent: Sep 5, 2012 10:37 PM
Gary...Yes it stumbles. Occasionally it even stops after a landing run. I blocked
a runway two weeks ago!
Tools method of using 'Carb Hot Air' is one I haven't tried so that is worth knowing.
Mine is also reported as 'popping' when descending over Strip throttled back with
Carb Hot Air on.
Other than that, it's a real old A75!
Gerry
Sent on the Sprint Now Network from my BlackBerry
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: Stromberg NA-S3A1 |
After a few stumbles like that you get used to advancing the throttle
slowly. You don't want to disconcert the masses (or your passengers)
Ben Charvet
NX866BC A-65
On 9/5/2012 9:58 PM, Gary Boothe wrote:
>
> I'm sure there are several of you that fly, or have flown, with this
> carb. I am wondering if it is characteristic for it to stumble if the
> throttle is advanced too quickly.
>
> Gary Boothe
>
> NX308MB
>
> *
>
>
> *
--
Ben Charvet, PharmD
Staff Pharmacist
Parrish Medical center
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 |
|
| Subject: | Re: Stromberg NA-S3A1 |
Gary I am running a Marvel Ma-3A with no pump and it will stumble if you open the
throttle to quick. It is worse just starting to taxi seems like. Not a deal
for me. A cold start is a little problematic. Can't seem to get how much prime
is right.
--------
Jerry Dotson
59 Daniel Johnson Rd
Baker, FL 32531
First flight June 16,2012
Started building July, 2009
21" wheels
Lycoming O-235 C2C
Jay Anderson CloudCars prop 76 X 44
do not archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=382492#382492
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: | Stromberg NA-S3A1 |
Gary,
I have no accelerator pump on my NA-S3A1 and it does not stumble unless it is cooler
weather (55F or colder) and I haven't
warmed up the engine thoroughly. (of course your engine and induction system
are completely different than my A-65 setup)
If I advance the throttle smoothly on takeoff or in flight after some slow flight
the engine never stumbles. (thankfully)
Mike C.
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: Stromberg NA-S3A1 |
Here's another tidbit I just learned. Apparently aircraft carbs run very rich
at full idle, to help with cooling (since the prop is so slow, not nearly as much
cooling there). If you open the throttle just a tad, it gets it off the idle
circuit, where it's more like a regular carb.
Sure enough, when it's hot and I'm flying young eagles in a Glastar, on the rollout
the engine gets VERY rough and is on the verge of quitting. I advance the
throttle just a bit and get it off idle circuit and that helps a ton.
Also, when trying to hot start, I'll keep it off the idle circuit to avoid or lessen
the effects of flooding.
Hand propping is a different matter. I'd NEVER try that while hand propping alone.
I haven't flown the piet enough repetitively on a hot day like that to be
a problem. I have found that it's easier to flood on hot days and I go through
the standard a65 unflood routine, and it starts first flip afterwards.
Because of the success there, I haven't tried hand propping with someone else in
the cockpit with the carb off the idle circuit.
Now, how this affects cold starting and prime is... EVERY time I've had the engine
catch and run a few revolutions, I can't get it started easily after that
point. Well, it's just like pulling it through, and with the engine on the extra
rich idle circuit, it floods. Now, every time it catches a few revs and quits,
I just turn the mags off, open the throt and pull it backwards a dozen pulls,
reset everything and viola, easy start 1st pull after that.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=382495#382495
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: | Re: Stromberg NA-S3A1 |
Thanks, Mike! There was some talk on the Piper Super Cub list about slightly enrichening
the mixture to help ease the problem. You may already be there.
Gary
------Original Message------
From: Cuy, Michael D. (GRC-RXD0)[Vantage Partners, LLC]
Sender: owner-pietenpol-list-server@matronics.com
ReplyTo: pietenpol-list@matronics.com
Subject: Pietenpol-List: Stromberg NA-S3A1
Sent: Sep 6, 2012 6:07 AM
Gary,
I have no accelerator pump on my NA-S3A1 and it does not stumble unless it is cooler
weather (55F or colder) and I haven't
warmed up the engine thoroughly. (of course your engine and induction system
are completely different than my A-65 setup)
If I advance the throttle smoothly on takeoff or in flight after some slow flight
the engine never stumbles. (thankfully)
Mike C.
Sent on the Sprint Now Network from my BlackBerry
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: | Re: Stromberg NA-S3A1 |
The Stromberg carb is a good one. It shouldn't stumble if adjusted
properly. Please read Harry Fenton's Advice on the Flybaby site. I just reb
uilt an
A-65 and the stromberg carb that is on it. and It doesn't stumble.
Dave
In a message dated 9/6/2012 9:22:41 A.M. Eastern Daylight Time,
gboothe5@comcast.net writes:
--> Pietenpol-List message posted by: gboothe5@comcast.net
Thanks, Mike! There was some talk on the Piper Super Cub list about
slightly enrichening the mixture to help ease the problem. You may already
be
there.
Gary
------Original Message------
From: Cuy, Michael D. (GRC-RXD0)[Vantage Partners, LLC]
Sender: owner-pietenpol-list-server@matronics.com
ReplyTo: pietenpol-list@matronics.com
Subject: Pietenpol-List: Stromberg NA-S3A1
Sent: Sep 6, 2012 6:07 AM
--> Pietenpol-List message posted by: "Cuy, Michael D. (GRC-RXD0)[Vantage
Partners, LLC]" <michael.d.cuy@nasa.gov>
Gary,
I have no accelerator pump on my NA-S3A1 and it does not stumble unless it
is cooler weather (55F or colder) and I haven't
warmed up the engine thoroughly. (of course your engine and induction
system are completely different than my A-65 setup)
If I advance the throttle smoothly on takeoff or in flight after some slow
flight the engine never stumbles. (thankfully)
Mike C.
Sent on the Sprint=AE Now Network from my BlackBerry=AE
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 |
|
| Subject: | Re: Stromberg NA-S3A1 |
Dick bought my carb at Sun-n-fun and just sent it out for a complete rebuild.
And in it's defense, it NEVER stumbled on me (except for the broke primer line)
except while adding power to taxi IMMEDIATELY after startup.
However, I was warned (by quite a few people) that just firewalling it with no
regard wasn't a good idea, and knowing it has no accelator pump, it made sense.
I started the carb heat routine while I was troubleshooting the backfiring
(lean condition) caused by the broke primer line, and it helped quite a bit, which
lets me know it would help with a lean condition caused by quick acceleration
and no accelerator pump.
Also, it didn't make sense to waste time taking my hand off the throttle, moving
to the carb heat (all while slowing down and wasting runway), then back to the
throttle to go around. So it's a routine I use ALL the time.
While a good carb, it is old... I'm going to go read the article you mention.
I do have a question for you and Mike. Can you get your carbs to hesitate?
If it's adjusted properly, will it hesitate at all? Under any normal condition?
I guess the whole point is this. If SOME hesitation under an extremely quick advance
of the throttle from a full idle is normal, then you can experience it
knowing things are probably alright with your carb.
As how these things go, I was warned of it and after I JUST became a little comfortable
with it, I did advance the throttle more quickly (I would advance the
throttle VERY slowly at first because I wasn't much used to a taildragger, rather
than trying to overcome a difficulty with the carb) and found that hesitation
so assumed it normal. As it turned out, it wasn't!
A technique I use with jet engines is to never let the engine "go to sleep". Especially
with pure jets (no fan) and older jets, the response time from a developed
idle can be dangerously slow. If you jockey the engines just enough, you'll
keep them in a position where you have good response, without adding any
significant thrust that would compromise the approach. Same applies to a piet.
I notice many light civil pilots basically fly a no power final approach (which
guarantees making the field with an engine failure, not a bad idea). Now if
you fly that approach at a close to touchdown speed, if you do get low and add
power with hesitation, you're in bad shape. If you fly that approach at a higher
speed, short of touchdown and glide into it, you have margin for error, enough
time (speed) to get through a hesitation.
I, on the other hand, with a huge lack of experience in light civil planes, and
YEARS AND YEARS of "bad habits", fly a lower power on approach, which keeps my
engine out of the region where it would hesitate with a quick advance anyway.
As I mentioned, the whole point of the discussion (in my mind) is to help us understand
what the limitations of our carbs are so that we can determine if something
isn't right. It's quite possible it SHOULDN'T ever hesitate and my flying
habits would mask that condition and I'd never know if my carb was adjusted
right in that regime or not.
Lastly, the old drip from these old carbs. I'm on the verge of buying a little
Chief with an A65. The owner just had the carb totally overhauled (to the tune
of $600) because it would drip. I was told that was silly, because they all
drip...
I'm of the opinion that no good carb should just drip. Something is wrong in there
if it does. May not really matter because it won't drip while running, but
still...
Oh ya, one more thing. When I was buying n2rn it was being inspected. A cylinder
had to be pulled for some work. After we put it together and ran it, it had
a little pop on acceleration. Dick wasn't happy and we thought maybe leaking
a little air somewhere and we went about tightening all the hose clamps on
the intake system. Problem went away. None of them seemed loose. It does seem
that this engine is quite sensitive to any leaks in the intake system. So
don't confuse that problem with a POSSIBLE propensity for hesitating due to a
lack of complexity.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=382499#382499
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: Stromberg NA-S3A1 |
I agree that the Stromberg is a good Carb. and widely used but there are
some 'stumblers' out there including mine.
One of the FAA Notices I came across whilst investing this was
Continental Engines M64-6.
You might all know of it? I've attached it for information.
I am going to try it towards winter time.
As for the stumbling....going tinker about but open throttle carefully
until I feel happy about it.
Gerry
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: Stromberg NA-S3A1 |
Dick, One of the major problems with older Stromberg is the fit between the
carb and the throttle shaft. As this area becomes warn, outside air leaks
in around the shaft. You have a lean condition that cannot be adjusted out.
. Lean on idle means hesitation and engine stoppage. Just my experience.
Dave
In a message dated 9/6/2012 10:39:49 A.M. Eastern Daylight Time,
n0kkj@yahoo.com writes:
--> Pietenpol-List message posted by: "tools" <n0kkj@yahoo.com>
Dick bought my carb at Sun-n-fun and just sent it out for a complete
rebuild. And in it's defense, it NEVER stumbled on me (except for the broke
primer line) except while adding power to taxi IMMEDIATELY after startup.
However, I was warned (by quite a few people) that just firewalling it
with no regard wasn't a good idea, and knowing it has no accelator pump, it
made sense. I started the carb heat routine while I was troubleshooting the
backfiring (lean condition) caused by the broke primer line, and it helped
quite a bit, which lets me know it would help with a lean condition caused
by quick acceleration and no accelerator pump.
Also, it didn't make sense to waste time taking my hand off the throttle,
moving to the carb heat (all while slowing down and wasting runway), then
back to the throttle to go around. So it's a routine I use ALL the time.
While a good carb, it is old... I'm going to go read the article you
mention. I do have a question for you and Mike. Can you get your carbs to
hesitate? If it's adjusted properly, will it hesitate at all? Under any
normal condition?
I guess the whole point is this. If SOME hesitation under an extremely
quick advance of the throttle from a full idle is normal, then you can
experience it knowing things are probably alright with your carb.
As how these things go, I was warned of it and after I JUST became a
little comfortable with it, I did advance the throttle more quickly (I would
advance the throttle VERY slowly at first because I wasn't much used to a
taildragger, rather than trying to overcome a difficulty with the carb) and
found that hesitation so assumed it normal. As it turned out, it wasn't!
A technique I use with jet engines is to never let the engine "go to
sleep". Especially with pure jets (no fan) and older jets, the response time
from a developed idle can be dangerously slow. If you jockey the engines
just enough, you'll keep them in a position where you have good response,
without adding any significant thrust that would compromise the approach. Same
applies to a piet.
I notice many light civil pilots basically fly a no power final approach
(which guarantees making the field with an engine failure, not a bad idea).
Now if you fly that approach at a close to touchdown speed, if you do get
low and add power with hesitation, you're in bad shape. If you fly that
approach at a higher speed, short of touchdown and glide into it, you have
margin for error, enough time (speed) to get through a hesitation.
I, on the other hand, with a huge lack of experience in light civil
planes, and YEARS AND YEARS of "bad habits", fly a lower power on approach, which
keeps my engine out of the region where it would hesitate with a quick
advance anyway.
As I mentioned, the whole point of the discussion (in my mind) is to help
us understand what the limitations of our carbs are so that we can
determine if something isn't right. It's quite possible it SHOULDN'T ever hesitate
and my flying habits would mask that condition and I'd never know if my
carb was adjusted right in that regime or not.
Lastly, the old drip from these old carbs. I'm on the verge of buying a
little Chief with an A65. The owner just had the carb totally overhauled
(to the tune of $600) because it would drip. I was told that was silly,
because they all drip...
I'm of the opinion that no good carb should just drip. Something is wrong
in there if it does. May not really matter because it won't drip while
running, but still...
Oh ya, one more thing. When I was buying n2rn it was being inspected. A
cylinder had to be pulled for some work. After we put it together and ran
it, it had a little pop on acceleration. Dick wasn't happy and we thought
maybe leaking a little air somewhere and we went about tightening all the
hose clamps on the intake system. Problem went away. None of them seemed
loose. It does seem that this engine is quite sensitive to any leaks in the
intake system. So don't confuse that problem with a POSSIBLE propensity
for hesitating due to a lack of complexity.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=382499#382499
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: | Re: Stromberg NA-S3A1 |
The carb in n2rn was totally overhauled to the tune of $600 also, by a well respected
aviation carb shop (got all the receipts). I assume (though I havn't pulled
and checked) that the throttle shaft issue would be resolved if worn for
that sort of rebuild and yellow tagging.
Also, it would never quit while idling and starts well, both indicating that it
isn't a worn throttle shaft. I've had problems with worn throttle shafts on
tractors (very similar carbs) and old skid steers with Wisconsin VH4D's.
That bulletin aforementioned is really interesting! Also hadn't yet found the
incredible wealth of info on the fly baby website about little airplane engines.
Super useful info.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=382503#382503
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: | Re: a way to avoid routing spars |
My chart from Bruhn's " Analysis and Design of Airplane Structures"
shows spruce at 15% moisture content at 27 Pounds per cubic foot. Of
course, this book was printed in 1949 -- figures might be different now.
Chuck
----- Original Message -----
From: Clif Dawson
To: pietenpol-list@matronics.com
Sent: Thursday, September 06, 2012 2:19 AM
Subject: Re: Pietenpol-List: a way to avoid routing spars
Uh, Jack, I think you'll find that to be 31 lb at
12% moisture content. At least according
to the US Forest Products Lab.
The closest you're going to get to that is
Western Red Cedar with a corresponding
reduction in strength.
Clif
Calculate it. Sitka Spruce has a density of 21.86 lbs/ft3.
Jack Phillips
NX899JP
Smith Mountain Lake, Virginia
-------------------------------------------------------------------------
---
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: Stromberg NA-S3A1 |
Ref the drip on Stromberg carbs, there was a guy at OSH who seems to know EVERYTHING
about the Stromberg and showed us a mod right from the NAS3 overhaul manual
that permanently fixes the leak. It involves plugging a port that ends up
below float level when a tail wheel aircraft is on the ground and drilling a
small hole "higher" up on the carb body. Easy to do and a permanent fix or so
he said. What he warned about was the typical "Must be the float cover gasket.
I'll just lean on the screws and tighten it a bit more." response from many
mechanics. That does nothing useful if the gasket is correctly installed and
can warp the cover if done to an extreme.
Same guy said he was close to FAA-PMA approval for replacement float needle and
seats. That would be a good thing since the steel ones are pretty much NLA.
As an unrelated data point, my Piper Cherokee has an FAA warning on the instrument
panel about not rapidly advancing the throttle even though the O-320 uses
a Marvel Dribbler MA4-SPA with an accelerator pump.
Dave
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=382505#382505
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 |
|
| Subject: | Re: Stromberg NA-S3A1 |
I get a stumble sometimes in the 1000-1200 rpm range. I think it may have something
to do with the transition from the idle jet to the main jet. I've experienced
this on other carbs too.
Don Emch
NX899DE
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=382507#382507
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: what I would do differently, wing spars and other |
things
So Oscar, you know that despite the fact that I'm recovering I can still kick your
butt, right?:)
Just kidding, of course.
On the rebuild, we will do the following:
- 3 piece wing,
- Use a Gary Boothe fuel tank (~16 gallons),
- Move the fuel tank filler port forward a little for ease of refueling,
- Probably use the lightweight fabric as Jack mentioned,
- Slant the back seat back a little as Jack mentioned,
- Figure out a way to make Shelley more comfortable in the front seat, raise the
seat, figure out better cushions, whatever,
- Maybe raise the turtle deck an inch? We'll see,
- Use fittings at the top of the rear cabanes as an attach point for the front
seat shoulder harness attach cable vs. the through-the-cabane eyebolts we used,
- Maybe use a head rest to raise the back seat shoulder harness,
- I loved the brakes, but need to figure out a way to quit popping spokes. May
just use Jack's design. We'll see,
- Maybe a cutout in the wing?
- Add a sump to the fuel tank, of course....
I loved the airplane and it performed nicely. These are changes for convenience
(except for the sump in the fuel tank, of course...).
--------
Kevin "Axel" Purtee
NX899KP
Austin/San Marcos, TX
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=382508#382508
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 |
|
| Subject: | Re: Stromberg NA-S3A1 |
Exactly where I'm getting it!
------Original Message------
From: Don Emch
Sender: owner-pietenpol-list-server@matronics.com
ReplyTo: pietenpol-list@matronics.com
Subject: Pietenpol-List: Re: Stromberg NA-S3A1
Sent: Sep 6, 2012 8:37 AM
I get a stumble sometimes in the 1000-1200 rpm range. I think it may have something
to do with the transition from the idle jet to the main jet. I've experienced
this on other carbs too.
Don Emch
NX899DE
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=382507#382507
Sent on the Sprint Now Network from my BlackBerry
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 |
|
| Subject: | Re: Stromberg NA-S3A1 |
NoKK. try this, _http://www.bowersflybaby.com/tech/fenton.htm#nologs_
(http://www.bowersflybaby.com/tech/fenton.htm#nologs)
In a message dated 9/6/2012 11:25:34 A.M. Eastern Daylight Time,
n0kkj@yahoo.com writes:
--> Pietenpol-List message posted by: "tools" <n0kkj@yahoo.com>
The carb in n2rn was totally overhauled to the tune of $600 also, by a
well respected aviation carb shop (got all the receipts). I assume (though I
havn't pulled and checked) that the throttle shaft issue would be resolved
if worn for that sort of rebuild and yellow tagging.
Also, it would never quit while idling and starts well, both indicating
that it isn't a worn throttle shaft. I've had problems with worn throttle
shafts on tractors (very similar carbs) and old skid steers with Wisconsin
VH4D's.
That bulletin aforementioned is really interesting! Also hadn't yet found
the incredible wealth of info on the fly baby website about little
airplane engines.
Super useful info.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=382503#382503
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: Stromberg NA-S3A1 |
My stromberb stumbles when advanced quickly. The stumble was a contributing
factor to 7229R's appearance in the NTSB database. In my "oral counseling"
with the FAA, we talked about not bein so quick on the throttle.
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 |
|
Here is the addy for the bowers fly baby site. There is a lot of info on
engines and wood working. You can learn from this site.
Dave
_http://www.bowersflybaby.com/tech/index.html#woodi_
(http://www.bowersflybaby.com/tech/index.html#woodi)
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: Stromberg NA-S3A1 |
Strombergs are excellent carbs, simple tech that has been proven over many
years on god knows how many different production/experimental aircraft and
engines.
As Dave mentioned, the dripping is a simple issue of where the float bowl
vent port is relative to the level of fuel in the bowl when the carburetor
is installed on a taildragger. This was addressed over 50 years ago by a
Service Bulletin.....shops/people don't know about or don't perform the SB,
and they still drip....from D&G Supply's page: "For Stromberg/NAS model
carburetors utilized on "taildraggers", care must be taken to control the
fuel level in the bowl to accommodate the slanted mounting of this unit on
the engine to prevent overflow leakage. There is a modification to this
carburetor per Service Bulletin #73 dated 6/58 that removes a potential
leaking air bleed hole located low in the throat by plugging and
re-drilling a new one further up". Simple resolution.
I just happened to stumble upon the gentleman Dave mentioned in the Vintage
Barn (Bob Kachergius), and sat in on his talk.....he definitely knows what
he's talking about. He went through the carb top to bottom, with samples,
cutaway carbs, etc, pointing out all the different little details of an
overhaul that might get missed: SB 73, the warping from overtightening the
screws, looking for evidence of corrosion from water at in the bottom of
the float bowl, how the float needle seat hole many times was not drilled
deep enough at the factory, so the seat is too proud and you can't properly
set the float level unless you machine it properly, etc etc, and how he
addresses them.
His overhaul price was a little more than some other shops, but I'd be hard
pressed to imagine you could find a more thorough overhaul. Steve Krog
interviewed him for an article in the August 2011 VAA mag, and he's
apparently written numerous articles in various type club publications (Cub
Club, etc). Anywho, he's got an ad up on Barnstormers:
http://www.barnstormers.com/classified_392052_STROMBERG+NA-S3++CARBURETORS.html
Ryan
ryan@rmueller.org
On Thu, Sep 6, 2012 at 9:37 AM, tools <n0kkj@yahoo.com> wrote:
>
> Dick bought my carb at Sun-n-fun and just sent it out for a complete
> rebuild. And in it's defense, it NEVER stumbled on me (except for the
> broke primer line) except while adding power to taxi IMMEDIATELY after
> startup.
>
> However, I was warned (by quite a few people) that just firewalling it
> with no regard wasn't a good idea, and knowing it has no accelator pump, it
> made sense. I started the carb heat routine while I was troubleshooting
> the backfiring (lean condition) caused by the broke primer line, and it
> helped quite a bit, which lets me know it would help with a lean condition
> caused by quick acceleration and no accelerator pump.
>
> Also, it didn't make sense to waste time taking my hand off the throttle,
> moving to the carb heat (all while slowing down and wasting runway), then
> back to the throttle to go around. So it's a routine I use ALL the time.
>
> While a good carb, it is old... I'm going to go read the article you
> mention. I do have a question for you and Mike. Can you get your carbs to
> hesitate? If it's adjusted properly, will it hesitate at all? Under any
> normal condition?
>
> I guess the whole point is this. If SOME hesitation under an extremely
> quick advance of the throttle from a full idle is normal, then you can
> experience it knowing things are probably alright with your carb.
>
> As how these things go, I was warned of it and after I JUST became a
> little comfortable with it, I did advance the throttle more quickly (I
> would advance the throttle VERY slowly at first because I wasn't much used
> to a taildragger, rather than trying to overcome a difficulty with the
> carb) and found that hesitation so assumed it normal. As it turned out, it
> wasn't!
>
> A technique I use with jet engines is to never let the engine "go to
> sleep". Especially with pure jets (no fan) and older jets, the response
> time from a developed idle can be dangerously slow. If you jockey the
> engines just enough, you'll keep them in a position where you have good
> response, without adding any significant thrust that would compromise the
> approach. Same applies to a piet.
>
> I notice many light civil pilots basically fly a no power final approach
> (which guarantees making the field with an engine failure, not a bad idea).
> Now if you fly that approach at a close to touchdown speed, if you do get
> low and add power with hesitation, you're in bad shape. If you fly that
> approach at a higher speed, short of touchdown and glide into it, you have
> margin for error, enough time (speed) to get through a hesitation.
>
> I, on the other hand, with a huge lack of experience in light civil
> planes, and YEARS AND YEARS of "bad habits", fly a lower power on approach,
> which keeps my engine out of the region where it would hesitate with a
> quick advance anyway.
>
> As I mentioned, the whole point of the discussion (in my mind) is to help
> us understand what the limitations of our carbs are so that we can
> determine if something isn't right. It's quite possible it SHOULDN'T ever
> hesitate and my flying habits would mask that condition and I'd never know
> if my carb was adjusted right in that regime or not.
>
> Lastly, the old drip from these old carbs. I'm on the verge of buying a
> little Chief with an A65. The owner just had the carb totally overhauled
> (to the tune of $600) because it would drip. I was told that was silly,
> because they all drip...
>
> I'm of the opinion that no good carb should just drip. Something is wrong
> in there if it does. May not really matter because it won't drip while
> running, but still...
>
> Oh ya, one more thing. When I was buying n2rn it was being inspected. A
> cylinder had to be pulled for some work. After we put it together and ran
> it, it had a little pop on acceleration. Dick wasn't happy and we thought
> maybe leaking a little air somewhere and we went about tightening all the
> hose clamps on the intake system. Problem went away. None of them seemed
> loose. It does seem that this engine is quite sensitive to any leaks in
> the intake system. So don't confuse that problem with a POSSIBLE
> propensity for hesitating due to a lack of complexity.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=382499#382499
>
>
Message 21
| 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: Stromberg NA-S3A1 |
Dave and Gary,
I had the old hole plugged and new drilled in mine at overhaul. Supposed to be
better for sitting in the 3 point at a steeper angle like mine does. Never leaks.
As far as the stumble goes... it is very faint and since I've noticed it
in so many other airplanes, I've never given it much thought.
Don Emch
NX899DE
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=382516#382516
Message 22
| 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: | a little flying, a little turning around |
Out for fuel at nearby Medina Airport over Labor Day weekend and as I appro
ached that veil of rainshowers
was moving in towards my destination.
I made a 180 degree turn and headed to home base since if I would have land
ed the showers would have moved
in and trapped me there. A good excuse to go fly another day.
After I got back I was just a bit cool so laid down on the pavement by the
hangar under the nose of the plane to
feel the heat absorbed by the blacktop.
See the fun things you'll get to do when you finish your Pietenpol or to th
e newest planes in the air owner/operators?
Fun stuff.
Mike C.
do not archive
Message 23
| 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: Spar Routing |
Thanks Jack. That's exactly what I was looking for.
I noticed the question sparked another thread. One must keep to the plans to keep
the Top Curmudgeon pro tem at bay.
"Fellows, this is a dangerous road to begin walking down. OK, I resisted replying
to Mikie's post, but this is going on too long, too far..........May I remind
you that y'all are in jeopardy of being disqualified on being able to call
your ship a "Pietenpol". There are no Pietenpol plans (that I know of) that mention
anything but routed spars from solid spruce. Sorry, but don't kill the messenger...................
Since the Top Curmudgeon has taken a leave of absence from this list, I fear that
there will be no one to herd the masses in the right direction. That is why
I feel compelled to mention this. "
Dan Helsper
--------
Curt Merdan
Flower Mound, TX
Do Not Archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=382520#382520
Message 24
| 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: a little flying, a little turning around |
nice....!! I like the thought of soaking up the heat form the asphalt, although
the sun never shines here in Seattle so the asphalt can't absorb it... (ha!)
do not archive
--------
Jake Schultz - curator,
Newport Way Air Museum (OK, it's just my home)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=382554#382554
Message 25
| 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: Stromberg NA-S3A1 |
Ah, my favorite old carb! I've worked with probably a half-dozen different ones
now, and the one that is presently on Scout (A75) behaves precisely as Tools
describes. So I do what Tools does... when I get ready to take off, I apply
carb heat and leave it on till the engine is running strong and we're ready to
unstick from the runway (just a couple of seconds, really). I have not tried
the trick of easing in just a little throttle to get it off the idle circuit
first, but that's another one I'll try. A quick shove on the throttle, hot or
cold, without carb heat applied is a guarantee of stumble, hesitation, and hard
swallowing on my part.
As to the dribble, I've ended that problem by carefully setting the float level
per the information that is also found on the FlyBaby site. It's a bit tedious
but if done slowly and carefully and with the simple little measuring tool,
it will be correct and you won't get dribble out the air box. I also don't fly
auto gas... the Stromberg on my old A65 would drool fuel every time I tried
auto gas if I set the float level for avgas, so I stopped flying with car gas.
--------
Oscar Zuniga
Medford/Ashland, OR
Air Camper NX41CC "Scout"
A75 power
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=382560#382560
Message 26
| 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: a little flying, a little turning around |
Mikee- I can relate, in more ways than one. Down near my former home field of
San Geronimo (TX), a popular destination for quickie outings is Medina Lake, maybe
20 miles west of the field. I have taken off many times headed for a lazy
sightseeing/keeping the skies safe patrol over the lake, only to find as I made
my way over, that a line of thunder-bumpers and rain dumpers was coming into
view. Discretion being the better part of valor, I set the autopilot to execute
a coordinated 180 turn back to the field (ha!)- with worries about erosion
from flying through rain going through my head.
I must say though, I've never plopped down under the airplane to soak up the warmth
of the pavement. That just wasn't necessary in Texas. Now up here in Oregon,
probably so!
do not archive
--------
Oscar Zuniga
Medford/Ashland, OR
Air Camper NX41CC "Scout"
A75 power
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=382561#382561
Message 27
| 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: Stromberg NA-S3A1 |
Tools said:
"Now, how this affects cold starting and prime is... EVERY time I've had
the engine catch and run a few revolutions, I can't get it started easily
after that point. Well, it's just like pulling it through, and with the
engine on the extra rich idle circuit, it floods. Now, every time it
catches a few revs and quits, I just turn the mags off, open the throt and
pull it backwards a dozen pulls, reset everything and viola, easy start 1st
pull after that."
I've had this expeirence several times, last time was labor day attempting
a hot start, but I did not know this procedure. To be clear, is this the
"flood clearing" procecure?
Usually on a hot start, I'll not bother "priming" with any pulls before the
mags go on, the compression is tight and it will usually fire up on the
first turn, but from time to time, "that" will happen, and I don't have a
better solution than to shut off the fuel and wait a while.
Andrew Eldredge
Provo, UT
On Thu, Sep 6, 2012 at 11:11 AM, Ryan Mueller <ryan@rmueller.org> wrote:
> Strombergs are excellent carbs, simple tech that has been proven over many
> years on god knows how many different production/experimental aircraft and
> engines.
>
> As Dave mentioned, the dripping is a simple issue of where the float bowl
> vent port is relative to the level of fuel in the bowl when the carburetor
> is installed on a taildragger. This was addressed over 50 years ago by a
> Service Bulletin.....shops/people don't know about or don't perform the SB,
> and they still drip....from D&G Supply's page: "For Stromberg/NAS model
> carburetors utilized on "taildraggers", care must be taken to control the
> fuel level in the bowl to accommodate the slanted mounting of this unit on
> the engine to prevent overflow leakage. There is a modification to this
> carburetor per Service Bulletin #73 dated 6/58 that removes a potential
> leaking air bleed hole located low in the throat by plugging and
> re-drilling a new one further up". Simple resolution.
>
> I just happened to stumble upon the gentleman Dave mentioned in the
> Vintage Barn (Bob Kachergius), and sat in on his talk.....he definitely
> knows what he's talking about. He went through the carb top to bottom, with
> samples, cutaway carbs, etc, pointing out all the different little details
> of an overhaul that might get missed: SB 73, the warping from
> overtightening the screws, looking for evidence of corrosion from water at
> in the bottom of the float bowl, how the float needle seat hole many times
> was not drilled deep enough at the factory, so the seat is too proud and
> you can't properly set the float level unless you machine it properly, etc
> etc, and how he addresses them.
>
> His overhaul price was a little more than some other shops, but I'd be
> hard pressed to imagine you could find a more thorough overhaul. Steve Krog
> interviewed him for an article in the August 2011 VAA mag, and he's
> apparently written numerous articles in various type club publications (Cub
> Club, etc). Anywho, he's got an ad up on Barnstormers:
>
>
> http://www.barnstormers.com/classified_392052_STROMBERG+NA-S3++CARBURETORS.html
>
> Ryan
> ryan@rmueller.org
>
>
> On Thu, Sep 6, 2012 at 9:37 AM, tools <n0kkj@yahoo.com> wrote:
>
>>
>> Dick bought my carb at Sun-n-fun and just sent it out for a complete
>> rebuild. And in it's defense, it NEVER stumbled on me (except for the
>> broke primer line) except while adding power to taxi IMMEDIATELY after
>> startup.
>>
>> However, I was warned (by quite a few people) that just firewalling it
>> with no regard wasn't a good idea, and knowing it has no accelator pump, it
>> made sense. I started the carb heat routine while I was troubleshooting
>> the backfiring (lean condition) caused by the broke primer line, and it
>> helped quite a bit, which lets me know it would help with a lean condition
>> caused by quick acceleration and no accelerator pump.
>>
>> Also, it didn't make sense to waste time taking my hand off the throttle,
>> moving to the carb heat (all while slowing down and wasting runway), then
>> back to the throttle to go around. So it's a routine I use ALL the time.
>>
>> While a good carb, it is old... I'm going to go read the article you
>> mention. I do have a question for you and Mike. Can you get your carbs to
>> hesitate? If it's adjusted properly, will it hesitate at all? Under any
>> normal condition?
>>
>> I guess the whole point is this. If SOME hesitation under an extremely
>> quick advance of the throttle from a full idle is normal, then you can
>> experience it knowing things are probably alright with your carb.
>>
>> As how these things go, I was warned of it and after I JUST became a
>> little comfortable with it, I did advance the throttle more quickly (I
>> would advance the throttle VERY slowly at first because I wasn't much used
>> to a taildragger, rather than trying to overcome a difficulty with the
>> carb) and found that hesitation so assumed it normal. As it turned out, it
>> wasn't!
>>
>> A technique I use with jet engines is to never let the engine "go to
>> sleep". Especially with pure jets (no fan) and older jets, the response
>> time from a developed idle can be dangerously slow. If you jockey the
>> engines just enough, you'll keep them in a position where you have good
>> response, without adding any significant thrust that would compromise the
>> approach. Same applies to a piet.
>>
>> I notice many light civil pilots basically fly a no power final approach
>> (which guarantees making the field with an engine failure, not a bad idea).
>> Now if you fly that approach at a close to touchdown speed, if you do get
>> low and add power with hesitation, you're in bad shape. If you fly that
>> approach at a higher speed, short of touchdown and glide into it, you have
>> margin for error, enough time (speed) to get through a hesitation.
>>
>> I, on the other hand, with a huge lack of experience in light civil
>> planes, and YEARS AND YEARS of "bad habits", fly a lower power on approach,
>> which keeps my engine out of the region where it would hesitate with a
>> quick advance anyway.
>>
>> As I mentioned, the whole point of the discussion (in my mind) is to help
>> us understand what the limitations of our carbs are so that we can
>> determine if something isn't right. It's quite possible it SHOULDN'T ever
>> hesitate and my flying habits would mask that condition and I'd never know
>> if my carb was adjusted right in that regime or not.
>>
>> Lastly, the old drip from these old carbs. I'm on the verge of buying a
>> little Chief with an A65. The owner just had the carb totally overhauled
>> (to the tune of $600) because it would drip. I was told that was silly,
>> because they all drip...
>>
>> I'm of the opinion that no good carb should just drip. Something is
>> wrong in there if it does. May not really matter because it won't drip
>> while running, but still...
>>
>> Oh ya, one more thing. When I was buying n2rn it was being inspected. A
>> cylinder had to be pulled for some work. After we put it together and ran
>> it, it had a little pop on acceleration. Dick wasn't happy and we thought
>> maybe leaking a little air somewhere and we went about tightening all the
>> hose clamps on the intake system. Problem went away. None of them seemed
>> loose. It does seem that this engine is quite sensitive to any leaks in
>> the intake system. So don't confuse that problem with a POSSIBLE
>> propensity for hesitating due to a lack of complexity.
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=382499#382499
>>
>>
>>
>>
>>
>>
>>
>> ==========
>> st" target="_blank">http://www.matronics.com/Navigator?Pietenpol-List
>> ==========
>> http://forums.matronics.com
>> ==========
>> le, List Admin.
>> ="_blank">http://www.matronics.com/contribution
>> ==========
>>
>>
>>
>>
> *
>
> *
>
>
Message 28
| 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: Stromberg NA-S3A1 |
Yep, classic a65 flood clearing procedure from what I've heard from a few different
sources.
Mags - off
Throt - wide open
Blades - pull through BACKWARDS, about a dozen
Throt - closed (EASY to screw this up, be VERY careful)
Carb heat - off
Mags - on
Start as usual.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=382569#382569
Message 29
| 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: Stromberg NA-S3A1 |
Andrew; my experience with the Stromberg when it floods is EXACTLY the same as
Tools'... but when I smell gas and the engine isn't starting I turn the fuel 'off',
open the throttle wide, then slowly and patiently pull the prop through
BACKWARDS a blade at a time, maybe 10-12 blades. What you're trying to do is
evaporate excess fuel that's in the combustion chambers so don't hurry pulling
those blades through.
When you think that the excess fuel is all gone, turn the fuel valve back on and
crack the throttle and try propping it normally again. BRAKES SET OR WHEELS
CHOCKED! It can happen that the engine will fire with excess fuel available
in the intake tubes, which means that it will catch and accelerate, and you need
to be ready for that eventuality. It'll settle down quickly.
If it starts, it will be normal. If it doesn't (and this happened to me many times
in hot weather with the engine hot), repeat the above procedure and don't
be in a hurry. In fact, I had almost as good results as the above by just shutting
off the fuel, opening the throttle wide, and going back into the hangar
or FBO to do other stuff for awhile until I thought the excess fuel had evaporated
and I had another chance to fire up the engine. Cessna drivers wondered
what the heck I was doing ;o)
I have never flooded the 75, for some reason. It seems to want more fuel on starting
than the 65 did, but then again they run two different Strombergs and we
all know that Strombergs are like women: you have to treat them right and treat
them like individuals, and they will reward you if you do that. My 65 had
a temperamental (starting) but utterly reliable (running) brunette Stromberg;
my 75 has a quick-starting but cold-natured redhead Stromberg. Heaven help us
if I ever have an engine with a hot-blooded and wild blonde Stromberg! Oh,
and if it has a mixture control-! Look out, Marilyn Monroe!
Marvel-Scheblers are more like men, I guess... all alike in the basics, and always
ready for action if stroked a time or two since stroking shoots some fuel
in there to get the juices flowing every time. I can't tell you how many times
I have stroked the throttle on Scout out of habit and inattention on starting,
then realized that it does absolutely nothing for the Stromberg to open and
close the butterfly in the venturi in that carb if no air is flowing through
it.
--------
Oscar Zuniga
Medford/Ashland, OR
Air Camper NX41CC "Scout"
A75 power
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=382572#382572
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! --
|