Today's Message Index:
----------------------
1. 05:39 AM - Re: Exhaust System - A Different Idea (Pictures) (David Weaver)
2. 06:05 AM - Re: Exhaust System - A Different Idea (Pictures) (Keith Palmer)
3. 06:08 AM - Re: Exhaust System - A Different Idea (Pictures) (Keith Palmer)
4. 06:58 AM - Re: EXTERNAL: Re: Rotax 912 exhaust pipe cracks (Cowan, Michael)
5. 08:04 AM - Re: Pulsar-List Digest: 9 Msgs - 03/20/11 (Bob Hartunian)
6. 08:21 AM - Re: Rotax 912 exhaust pipe cracks (HUGH COULTER)
7. 08:51 AM - Re: Rotax 912 exhaust pipe cracks (Gary Middleton)
Message 1
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| Subject: | Re: Exhaust System - A Different Idea (Pictures) |
It appears I got hacked on my pictures.- I down loaded 5 pictures and now
see advertising and others.- Sorry for the problem.
Dave Weaver
--- On Sun, 3/20/11, David Weaver <mortweaver@sbcglobal.net> wrote:
From: David Weaver <mortweaver@sbcglobal.net>
Subject: Pulsar-List: Exhaust System - A Different Idea (Pictures)
Note the absence of exhaust cans in engine compartment allows more access a
nd eliminates major heat sources.- The Ducati Voltage Regulator probably
operates in cooler environment as well.
Dave Weaver
Message 2
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| Subject: | Re: Exhaust System - A Different Idea (Pictures) |
Hi David,
No problem I received 5 exhaut pictures
Keith
----- Original Message -----
From: David Weaver
To: pulsar-list@matronics.com
Sent: Monday, March 21, 2011 2:29 PM
Subject: Re: Pulsar-List: Exhaust System - A Different Idea (Pictures)
It appears I got hacked on my pictures. I down loaded 5
pictures and now see advertising and others. Sorry for the problem.
Dave Weaver
--- On Sun, 3/20/11, David Weaver <mortweaver@sbcglobal.net>
wrote:
From: David Weaver <mortweaver@sbcglobal.net>
Subject: Pulsar-List: Exhaust System - A Different Idea
(Pictures)
To: "Pulsar List" <pulsar-list@matronics.com>
Date: Sunday, March 20, 2011, 9:24 PM
Note the absence of exhaust cans in engine compartment
allows more access and eliminates major heat sources. The Ducati
Voltage Regulator probably operates in cooler environment as well.
Dave Weaver
Message 3
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| Subject: | Re: Exhaust System - A Different Idea (Pictures) |
Hi David,
No problem I received 5 exhaut pictures
Keith
----- Original Message -----
From: David Weaver
To: pulsar-list@matronics.com
Sent: Monday, March 21, 2011 2:29 PM
Subject: Re: Pulsar-List: Exhaust System - A Different Idea (Pictures)
It appears I got hacked on my pictures. I down loaded 5
pictures and now see advertising and others. Sorry for the problem.
Dave Weaver
--- On Sun, 3/20/11, David Weaver <mortweaver@sbcglobal.net>
wrote:
From: David Weaver <mortweaver@sbcglobal.net>
Subject: Pulsar-List: Exhaust System - A Different Idea
(Pictures)
To: "Pulsar List" <pulsar-list@matronics.com>
Date: Sunday, March 20, 2011, 9:24 PM
Note the absence of exhaust cans in engine compartment
allows more access and eliminates major heat sources. The Ducati
Voltage Regulator probably operates in cooler environment as well.
Dave Weaver
Message 4
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| Subject: | Re: Rotax 912 exhaust pipe cracks |
I think I have some pix of your exhaust but if you're offering, yes please
send them on.
Thanks,
Mike Cowan
From: owner-pulsar-list-server@matronics.com [mailto:owner-pulsar-list-serv
er@matronics.com] On Behalf Of David Weaver
Sent: Sunday, March 20, 2011 12:12 PM
Subject: EXTERNAL: Re: Pulsar-List: Rotax 912 exhaust pipe cracks
I had similar cracking problems with Aero Designs mild steel and Sky Star's
stainless steel systems on my Pulsar XP. I decided to go for maximum effi
ciency by reducing exhaust system weight and heat dissipating area in the e
ngine compartment. I had Aircraft Exhaust, Inc. build a straight pipe syst
em from a PVC pipe mock-up. There is no exhaust cans in my system. The ex
haust pipes exiting the lower cowl are capped on the ends with a series eve
nly spaced 3/16 holes around the periphery of each pipe. What I have done
is to move the exhaust can baffle outside of the engine compartment less th
e can. I monitored both cylinder EGT and back pressure to experimentally d
etermine how many holes to make. I used a long tapered punch to pull flute
s in the stainless steel. The result was 3.1 pounds weight per side with s
lightly increased exhaust noise. I have short transverse pipe runs (about
3 inches from bottom of fuselage) and no measurable increase in drag. I al
so have no exhaust stains on the bottom of the fuselage. I have less than
100 hours on the system with no signs of cracking or loosening at the manif
old connection points. I can provide pictures if needed.
Dave Weaver N912GR
--- On Sun, 3/20/11, Alex Kozloff <avkozloff@roadrunner.com> wrote:
From: Alex Kozloff <avkozloff@roadrunner.com>
Subject: Pulsar-List: Rotax 912 exhaust pipe cracks
<http://us.mc827.mail.yahoo.com/mc/compose?to=avkozloff@roadrunner.com>>
Gentlemen:
A few years ago there was a spate of Pulsar II and III exhaust pipe cra
cks that was somehow resolved.
I remember some discussion regarding replacing the mild steel pipes tha
t came with the engine with Stainless Steel ones.
Could anyone please refresh our minds with the the details of this prob
lem and how it was resolved?
Thank you,
--Alex Kozloff
Pulsar I
N190AKhttp://www.matronics.com/Navigator?P - MATRONICS WEB FOR
UM; ="http://www.matronics.com/contribution" target=_blank>
http://www.matro===================
=
Message 5
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| Subject: | Re: Pulsar-List Digest: 9 Msgs - 03/20/11 |
Capacitance Probes-
I had an issue a few years ago with the probes shorting out because the
insulator/separator washers that space the inner tube from outer tube moved
and allowed contact and this gave constant full-scale readings. I never
could get reliable readings with that system.
Went to float type senders and damped readout gage and works much better.
Does have limitation in that gage shows full until tank is half empty and
then starts accurate readings as fuel drops toward empty. Reason is that
sender arms for Pulsar wing tanks need to be shortened so much to fit that
float remains high until fuel level drops near wing root.
All in all, I prefer the float system.
Regarding stainless steel mufflers, it is the only material that won't
thermally oxidize over time and degrade. Mild steels can not survive thermal
cycling and will eventually breakdown, regardless of design. I have 430 hrs
on Rick's mufflers and had to have some repairs done initially but now they
operate reliably without thought.
Bob H
> From: Pulsar-List Digest Server <pulsar-list@matronics.com>
> Date: Sun, 20 Mar 2011 23:57:30 -0700
> To: Pulsar-List Digest List <pulsar-list-digest@matronics.com>
> Subject: Pulsar-List Digest: 9 Msgs - 03/20/11
>
> *
>
> =================================================
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> ----------------------------------------------------------
> Pulsar-List Digest Archive
> ---
> Total Messages Posted Sun 03/20/11: 9
> ----------------------------------------------------------
>
>
> Today's Message Index:
> ----------------------
>
> 1. 12:10 AM - Capacitance fuel level senders (Brian Anderson)
> 2. 05:22 AM - Re: Capacitance fuel level senders (GREGSMI@aol.com)
> 3. 06:03 AM - Re: Capacitance fuel level senders (Coleman)
> 4. 10:31 AM - Rotax 912 exhaust pipe cracks (Alex Kozloff)
> 5. 11:08 AM - Re: Rotax 912 exhaust pipe cracks (Coleman)
> 6. 12:13 PM - Re: Rotax 912 exhaust pipe cracks (David Weaver)
> 7. 02:03 PM - Re: Rotax 912 exhaust pipe cracks (Rick Thomason)
> 8. 02:14 PM - Re: Rotax 912 exhaust pipe cracks (Skip LaPolice)
> 9. 07:42 PM - Exhaust System - A Different Idea (Pictures) (David
> Weaver)
>
>
>
> ________________________________ Message 1
> _____________________________________
>
>
> Time: 12:10:24 AM PST US
> From: Brian Anderson <briana@xtra.co.nz>
> Subject: Pulsar-List: Capacitance fuel level senders
>
>
> Well, my woes with the capacitance senders is not over. One, the one that has
> always
> caused the most trouble intermittently for a long time, now seems to want
> to read full scale continuously, regardless of how much fuel is in the tank.
> Some violent and out of balance manoeuvers on my last flight didn't resolve
> the
> problem by sloshing the fuel around, so it looks like the next step is to pull
> the wing, remove the sender and investigate.
>
> The sender is one of the earlier type that simulates a standard 240 ohm
> output,
> to a dual Westach gauge.
>
> The question is - - - do I replace the sender only with the same type [the
> economical
> solution], or do I replace both senders with the later 5V output type,
> necessitating replacing the gauge too [the expensive solution]. My current
> gauge
> is nicely calibrated in litres too, so it would require more work to fix that
> with a gauge change, and also a small wiring change for the new senders.
>
> I know that a number of people have had some problems with these senders. Is
> it
> only the earlier 240 type senders that have had problems. Perhaps the issues
> have been sorted with the later 5V versions.
>
> I still prefer the capacitance senders, especially after flying the C-152 for
> a
> few hours in the past week. It's fuel gauges were only useful to determine
> that
> yes, there was some fuel in the tanks. The needles flopped around so much it
> was impossible to determine the amount of fuel, other than to say that it
> might
> have been 1/2 full, maybe. Estimating how much might have been left in the
> tanks was impossible.
>
> Brian
>
>
> ________________________________ Message 2
> _____________________________________
>
>
> Time: 05:22:32 AM PST US
> From: GREGSMI@aol.com
> Subject: Re: Pulsar-List: Capacitance fuel level senders
>
> Brian, you may have something lodged in the tube, causing the bad readings.
> I would pull the sender and check it closely, maybe a good cleaning will
> fix it. Once it is out, it is very easy to test, and it may be a one day
> fix. After fifteen years, mine has started to act up and I suspect that may
> be
>
> the case. I have calibrated it several times, going from auto to avgas, so
> maybe I have done that one too many times also. But, it has been pretty
> good for fifteen years. Who knows, maybe all those gasoline additives have
> done something to it.
>
> Take care, fly safe.
> Greg
>
>
> In a message dated 3/20/2011 2:10:43 A.M. Central Daylight Time,
> briana@xtra.co.nz writes:
>
> --> Pulsar-List message posted by: Brian Anderson <briana@xtra.co.nz>
>
> Well, my woes with the capacitance senders is not over. One, the one that
> has always caused the most trouble intermittently for a long time, now
> seems to want to read full scale continuously, regardless of how much fuel is
>
> in the tank. Some violent and out of balance manoeuvers on my last flight
> didn't resolve the problem by sloshing the fuel around, so it looks like the
> next step is to pull the wing, remove the sender and investigate.
>
> The sender is one of the earlier type that simulates a standard 240 ohm
> output, to a dual Westach gauge.
>
> The question is - - - do I replace the sender only with the same type [the
> economical solution], or do I replace both senders with the later 5V
> output type, necessitating replacing the gauge too [the expensive solution].
> My
>
> current gauge is nicely calibrated in litres too, so it would require more
> work to fix that with a gauge change, and also a small wiring change for
> the new senders.
>
> I know that a number of people have had some problems with these senders.
> Is it only the earlier 240 type senders that have had problems. Perhaps the
> issues have been sorted with the later 5V versions.
>
> I still prefer the capacitance senders, especially after flying the C-152
> for a few hours in the past week. It's fuel gauges were only useful to
> determine that yes, there was some fuel in the tanks. The needles flopped
> around so much it was impossible to determine the amount of fuel, other than
> to
>
> say that it might have been 1/2 full, maybe. Estimating how much might have
> been left in the tanks was impossible.
>
> Brian
>
>
> ________________________________ Message 3
> _____________________________________
>
>
> Time: 06:03:19 AM PST US
> From: Coleman <pulsar331@sbcglobal.net>
> Subject: Re: Pulsar-List: Capacitance fuel level senders
>
> If you have the end-plates off for repairs, you might consider adding low
> fuel =0Awarning (http://www.aircraftextras.com/FuelSensor1.htm)---at
> that time.- I added =0Athem a couple years ago and really like the way t
> hey work.- Not too easy to =0Ainstall because you have to remove the end
> plates, but if you are going to have =0Athe plates off anyway its a good ti
> me to put them in.=0A=0AMy Pulsar XP has the resistance sending units provi
> ded with the kit.- I never =0Aconsidered them to be much use as the guage
> s-bounce around and couldn't possibly =0Abe accurate throughout the full
> range anyway.- In fact, they are only there to =0Ameet the 'letter of the
> law' requirement.- I cover them up with a timer =0AVelcroed-over the i
> nstrument.- I know my fuel burn is 4 gallons per hour and I =0Acan judge
> visually how much fuel is in the tank-during pre-flight.- I then =0Aalw
> ays use a conservative estimate of fuel and use the timers from that point.
> - =0AFor example, if the if I cannot see fuel in the tank, I consider tha
> t tank to be =0Aempty; if fuel just covers the bottom at the outer end, I k
> now the tank is half =0Afull, etc..- The count down timer for each tank
> -is set to two hours when I fill =0Aup and keeps track of that tank until
> I fill again. -Just in case something goes =0Awrong, such as a leak in f
> light,-or missed timer setting, I have the low fuel =0Awarning system as
> backup.- I feel this system is much more reliable than-any =0Atype of g
> uage.-=0A=0AIf you should go for the low fuel warning system I recommende
> d here, make sure =0Ayou ask for the 5 second delay option or they will giv
> e false warnings.- The =0Asystem works great - I can shift fuel to the ou
> tside-end of the tank by holding =0Arudder - then count to five - and the
> light goes on every time.- I have-the =0Awarning set to go off when I
> have one gallon left in the tank - works great.=0A=0AHope that helps,=0ABil
> l=0A=0A=0A=0A=0A________________________________=0AFrom: "GREGSMI@aol.com"
> <GREGSMI@aol.com>=0ATo: pulsar-list@matronics.com=0ASent: Sun, March 20, 20
> 11 8:20:43 AM=0ASubject: Re: Pulsar-List: Capacitance fuel level senders=0A
> =0ABrian, you may have something lodged in the tube, causing the bad readin
> gs. I =0Awould pull the sender and check it closely, maybe a good cleaning
> will fix it. =0AOnce it is out, it is very easy to test, and it may be a on
> e day fix. After =0Afifteen years, mine has started to act up and I suspect
> that may be the case. I =0Ahave calibrated it several times, going from au
> to to avgas, so maybe I have done =0Athat one too many times also. But, it
> has been pretty good for fifteen years. =0AWho knows, maybe all those gasol
> ine additives have done something to it.=0A=0ATake care, fly safe.=0AGreg
> =0A=0AIn a message dated 3/20/2011 2:10:43 A.M. Central Daylight Time, =0Ab
> n <briana@xtra.co.nz>=0A>=0A>Well, my woes with the capacitance senders is
> not over. One, the one that has =0A>always caused the most trouble intermit
> tently for a long time, now seems to want =0A>to read full scale continuous
> ly, regardless of how much fuel is in the tank. =0A>Some violent and out of
> balance manoeuvers on my last flight didn't resolve the =0A>problem by slo
> shing the fuel around, so it looks like the next step is to pull =0A>the wi
> ng, remove the sender and investigate.=0A>=0A>The sender is one of the earl
> ier type that simulates a standard 240 ohm output, =0A>to a dual Westach ga
> uge.=0A>=0A>The question is - - - do I replace the sender only with the sam
> e type [the =0A>economical solution], or do I replace both senders with the
> later 5V output =0A>type, necessitating replacing the gauge too [the expen
> sive solution]. My current =0A>gauge is nicely calibrated in litres too, so
> it would require more work to fix =0A>that with a gauge change, and also a
> small wiring change for the new senders.=0A>=0A>I know that a number of pe
> ople have had some problems with these senders. Is it =0A>only the earlier
> 240 type senders that have had problems. Perhaps the issues =0A>have been s
> orted with the later 5V versions.=0A>=0A>I still prefer the capacitance sen
> ders, especially after flying the C-152 for a =0A>few hours in the past wee
> k. It's fuel gauges were only useful to determine that =0A>yes, there was s
> ome fuel in the tanks. The needles flopped around so much it was =0A>imposs
> ible to determine the amount of fuel, other than to say that it might have
> =0A>been 1/2 full, maybe. Estimating how much might have been left in the t
> anks was =0A>the ies ay - - - - - -- - MATRONICS WEB FORUMS
> - - - - -- - List Contribution =0A>Web Site p; - - - -
> =============== =0A
>
> ________________________________ Message 4
> _____________________________________
>
>
> Time: 10:31:27 AM PST US
> Subject: Pulsar-List: Rotax 912 exhaust pipe cracks
> From: "Alex Kozloff" <avkozloff@roadrunner.com>
>
>
> Gentlemen:
> A few years ago there was a spate of Pulsar II and III exhaust pipe
> cracks that was somehow resolved.
> I remember some discussion regarding replacing the mild steel pipes that
> came with the engine with Stainless Steel ones.
> Could anyone please refresh our minds with the the details of this
> problem and how it was resolved?
>
> Thank you,
>
> --
> Alex Kozloff
> Pulsar I
> N190AK
>
>
> ________________________________ Message 5
> _____________________________________
>
>
> Time: 11:08:09 AM PST US
> From: Coleman <pulsar331@sbcglobal.net>
> Subject: Re: Pulsar-List: Rotax 912 exhaust pipe cracks
>
> It was resolved by going to Rick's exhaust system.- Both the original mil
> d steel =0Aand the SkyStar stainless steel systems cracked continuously.-
> =0A=0A=0AI have Rick's system built with stainless steel and it has worked
> perfectly for =0Aover 800 hours.- I believe those with his mild steel sy
> stem have also had =0Asuccess.=0A=0AI think some folks also had success wit
> h a stainless steel system made by Jeff =0ASell.=0A=0AHope that helps.=0A
> =0ABill Coleman=0APulsar XP N331BP=0A=0A=0A=0A=0A__________________________
> ______=0AFrom: Alex Kozloff <avkozloff@roadrunner.com>=0ATo: pulsar-list@ma
> tronics.com=0ASent: Sun, March 20, 2011 1:15:00 PM=0ASubject: Pulsar-List:
> Kozloff" <avkozloff@roadrunner.com>=0A=0AGentlemen:--- =0A---
> A few years ago there was a spate of Pulsar II and III exhaust pipe cracks
> =0Athat was somehow resolved.=0A--- I remember some discussion regard
> ing replacing the mild steel pipes that =0Acame with the engine with Stainl
> ess Steel ones.=0A--- Could anyone please refresh our minds with the
> the details of this problem =0Aand how it was resolved?=0A=0A--- Than
> - - - - - - - - - - - - -Matt Dralle, List Admin.
> ===
>
> ________________________________ Message 6
> _____________________________________
>
>
> Time: 12:13:41 PM PST US
> From: David Weaver <mortweaver@sbcglobal.net>
> Subject: Re: Pulsar-List: Rotax 912 exhaust pipe cracks
>
> I had similar cracking problems with Aero Designs mild steel and Sky Star's
> stainless steel systems on my Pulsar XP.- I decided to go for maximum ef
> ficiency by reducing exhaust system weight and heat dissipating area in the
> engine compartment.- I had Aircraft Exhaust, Inc. build a straight pipe
> system from a PVC pipe mock-up.- There is no exhaust cans in my system.
> - The exhaust pipes exiting the lower cowl are capped on the ends with a
> series evenly spaced-3/16 holes around the periphery of each pipe.- Wha
> t I have done is to move the exhaust can baffle outside of the engine compa
> rtment less the can.- I monitored both cylinder EGT and back pressure to
> experimentally determine how many holes to make.- I used a long tapered p
> unch to pull flutes in the stainless steel.- The result was 3.1 pounds we
> ight per side with slightly increased exhaust noise.- I have short transv
> erse pipe runs (about 3 inches from bottom of fuselage) and no measurable
> increase in drag.- I also have no exhaust stains on the bottom of the fu
> selage.- I have less than 100 hours on the system with no signs of cracki
> ng or loosening at the manifold connection points.- I can provide picture
> s if needed.
> Dave Weaver N912GR
>
> --- On Sun, 3/20/11, Alex Kozloff <avkozloff@roadrunner.com> wrote:
>
>
> From: Alex Kozloff <avkozloff@roadrunner.com>
> Subject: Pulsar-List: Rotax 912 exhaust pipe cracks
>
>
>>
>
> Gentlemen:---
> --- A few years ago there was a spate of Pulsar II and III exhaust pi
> pe cracks that was somehow resolved.
> --- I remember some discussion regarding replacing the mild steel pip
> es that came with the engine with Stainless Steel ones.
> --- Could anyone please refresh our minds with the the details of thi
> s problem and how it was resolved?
>
> --- Thank you,
>
> --Alex Kozloff
> Pulsar I
> N190AK
>
> le, List Admin.
>
>
> ________________________________ Message 7
> _____________________________________
>
>
> Time: 02:03:12 PM PST US
> Subject: Re: Pulsar-List: Rotax 912 exhaust pipe cracks
> From: Rick Thomason <rickyd54@gmail.com>
>
>
> Alex,
> Did you get a new bird?
> Rick (AKA your Seagrams buddy:-)
>
> On Mar 20, 2011, at 12:15 PM, "Alex Kozloff" <avkozloff@roadrunner.com> wrote:
>
>>
>> Gentlemen:
>> A few years ago there was a spate of Pulsar II and III exhaust pipe cracks
> that was somehow resolved.
>> I remember some discussion regarding replacing the mild steel pipes that
>> came
> with the engine with Stainless Steel ones.
>> Could anyone please refresh our minds with the the details of this problem
> and how it was resolved?
>>
>> Thank you,
>>
>> --
>> Alex Kozloff
>> Pulsar I
>> N190AK
>>
>>
>>
>>
>
>
> ________________________________ Message 8
> _____________________________________
>
>
> Time: 02:14:21 PM PST US
> Subject: Re: Pulsar-List: Rotax 912 exhaust pipe cracks
> From: Skip LaPolice <skipper144@juno.com>
>
>
> Dave
> Thanks for the exhaust pipe description.
> Pictures would be terrific!
> Thanks in advance.
> Be well,
> Skip La Police
>
>
> ________________________________ Message 9
> _____________________________________
>
>
> Time: 07:42:27 PM PST US
> From: David Weaver <mortweaver@sbcglobal.net>
> Subject: Pulsar-List: Exhaust System - A Different Idea (Pictures)
>
> Note the absence of exhaust cans in engine compartment allows more access a
> nd eliminates major heat sources.- The Ducati Voltage Regulator probably
> operates in cooler environment as well.
> Dave Weaver
>
>
>
>
>
>
>
>
Message 6
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| Subject: | Re: Rotax 912 exhaust pipe cracks |
On Sun, 20 Mar 2011 10:15:00 -0700
"Alex Kozloff" <avkozloff@roadrunner.com> wrote:
><avkozloff@roadrunner.com>
>
> Gentlemen:
> A few years ago there was a spate of Pulsar II and III
>exhaust pipe cracks that was somehow resolved.
> I remember some discussion regarding replacing the mild
>steel pipes that came with the engine with Stainless
>Steel ones.
> Could anyone please refresh our minds with the the
>details of this problem and how it was resolved?
>
> Thank you,
>
> --
> Alex Kozloff
> Pulsar I
> N190AK
>
>Un/Subscription,
>Forums!
>Admin.
> We bought Rick's exhaust.
Clarke
>
>
Message 7
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| Subject: | Re: Rotax 912 exhaust pipe cracks |
I have Rick's exhaust- 760hrs with zero issues.=0A=0AGary=0APulsar XP-912
- N9DK=0A=0A=0A=0A=0A________________________________=0AFrom: Coleman <pu
lsar331@sbcglobal.net>=0ATo: pulsar-list@matronics.com=0ASent: Sun, March 2
0, 2011 2:05:45 PM=0ASubject: Re: Pulsar-List: Rotax 912 exhaust pipe crack
s=0A=0A=0AIt was resolved by going to Rick's exhaust system.- Both the or
iginal mild steel =0Aand the SkyStar stainless steel systems cracked contin
uously.- =0A=0A=0AI have Rick's system built with stainless steel and it
has worked perfectly for =0Aover 800 hours.- I believe those with his mil
d steel system have also had =0Asuccess.=0A=0AI think some folks also had s
uccess with a stainless steel system made by Jeff =0ASell.=0A=0AHope that h
elps.=0A=0ABill Coleman=0APulsar XP N331BP=0A=0A=0A=0A=0A__________________
______________=0AFrom: Alex Kozloff <avkozloff@roadrunner.com>=0ATo: pulsar
-list@matronics.com=0ASent: Sun, March 20, 2011 1:15:00 PM=0ASubject: Pulsa
r-List: Rotax 912 exhaust pipe cracks=0A=0A--> Pulsar-List message posted b
y: "Alex Kozloff" <avkozloff@roadrunner.com>=0A=0AGentlemen:--- =0A
--- A few years ago there was a spate of Pulsar II and III exhaust pi
pe cracks =0Athat was somehow resolved.=0A--- I remember some discuss
ion regarding replacing the mild steel pipes that =0Acame with the engine w
ith Stainless Steel ones.=0A--- Could anyone please refresh our minds
with the the details of this problem =0Aand how it was resolved?=0A=0A-
-- Thank you,=0A=0A--Alex Kozloff=0APu- nbsp; - - - - - -
- - - -=================0A=0A=0A
=============== =0A=0A=0A=0A
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