Today's Message Index:
----------------------
1. 07:38 PM - Front Landing Gear Issues/Question (Tricycle Gear) Pulsar XP (triumphrider)
2. 07:47 PM - Replace the 80 HP Rotax 912UL with the Rotax 912UL at TBO? (triumphrider)
3. 08:04 PM - Re: Pulsar-List Digest: 6 Msgs - 12/26/12 (triumphrider)
4. 08:12 PM - Aileron-Control Arm/Rigging Adjustment Question (triumphrider)
5. 09:05 PM - Re: Pulsar-List Digest: 6 Msgs - 12/26/12 (Bob H)
6. 11:02 PM - Re: Front Landing Gear Issues/Question (Tricycle Gear) Pulsar XP (Brian Anderson)
Message 1
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| Subject: | Front Landing Gear Issues/Question (Tricycle Gear) Pulsar |
XP
I love the Pulsar XP. But, the tricycle landing gear is the weak link for my aircraft.
I want to solve some safety concerns.
I have replaced a cracked castering nose wheel fork in the first 10 hrs of ownership.
Now, while checking the front wheel tension, it appears that the fork hardware
is loose at the engine mount where the shock/spring is mounted inside
the cowling. When I wiggle front and back, it has a couple of inches of play.
That explains the shaking on the last scary landing. The wheel tension is at 10
lbs, so it's not wheel shimmy.
A month ago, I actually lost one of the two Allan bolts on the wheel fork onto
the runway (found by the FBO car) and I the wheel locked up and I couldn't clear
the runway with an aircraft tight behind me on short final! I had to roll the
aircraft off the runway pushing down on the tail to lift the front wheel off
the ground and get FBO assistance in towing it to the ramp. My mistake for not
rechecking the tightness of the front wheel bolts during preflight. The mechanic
used no lock-tite on the install of the new wheel fork and I think didn't
tighten fully for fear of cracking the wheel pant.
Why was this wheel pant design used?
Questions for the Pulsar XP Owners:
How does one access this to address this repair-Does it require an engine removal?
Can someone give me an idea for a replacement shock spring? I was told a 500-lb
mountain bike shock (unloaded) could be modified to work. Any suggestions?
Is there a better set up for the front wheel than two Allan screws that screw into
the wheel rim? Surely, there is a solid axle option-perhaps, on the larger
front wheel option?
Can a modification from Tricycle Gear to Tailwheel Gear transformation be done
on a completed aircraft? If so, how difficult is it? Has anyone done it? Sure
seems like it would solve my problems and concerns of an off runway excursion
someday.
I'm mostly on smooth, long paved runways. But, a recent mechanic find has the shop
on a grass runway (Indiantown, FL).
Should I just buy the KitFox updated front landing gear (Same unit used in the
KitFox Super Sport with larger diameter nose gear, HD fork and rubber shock set
up)? It's pretty rich at $1500 before installation.
The A/C, built in 1997 has 860 TT, a 912 UL 80 hp and I've put about 30 Hrs on
in the past three months since purchase. I had an 2005 Cessna Skylane before this,
so huge change.
Bring ideas, criticisms, etc.
Thanks!
D.Phillips
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393339#393339
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| Subject: | Replace the 80 HP Rotax 912UL with the Rotax 912UL at TBO? |
On another topic:
Keep the 80HP (rebuild) or replace it with the 100hp 912-ULS at TBO time? What
would I lose in GPH at cruise (if any?). Is it a no-brainer to go to the 100 hp
or is the 80 hp smoother, simpler to just stay with. It's been pretty stout
for me. At 3-3.5 GPH at 5000 RPMs with my Prince P-Tip prop, what's not to like
on the economy?!. Thoughts?
I was told the new Fuel Injected 912 will NOT fit the Pulsar-according to Lockwood
Aviation.
D. Phillips
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http://forums.matronics.com/viewtopic.php?p=393340#393340
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| Subject: | Re: Pulsar-List Digest: 6 Msgs - 12/26/12 |
Thanks for the reply, Bob. Sorry for the delay in acknowledging.
I rebalanced the carbs on my 912UL and we found a sticky choke linkage on re-inspection.
It was staying open on the passenger side carb a little bit and this,
creating an unbalanced carb situation.
It was fixed, linkage was lubed and put back in working order. It was suggested
that the return springs on the Bing carbs were ready for a replacement soon.
Carbs were given a tune up w/ new gaskets about 100 hrs ago. Mechanic suggested
a 200 hr rebuild with all new gaskets, hardware. I'll do it. It was suggested
all in-parts and labor at $600. For someone not interested in doing it himself-sound
correct? Too High?
The prop has not been balanced. Would probably benefit from it, too.
Ironically, the Pulsar XP ran the BEST before my conditional inspection. It purred
like a kitten. The Chinese say if it's not broken, don't "fix" it. Ha!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393342#393342
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| Subject: | Aileron-Control Arm/Rigging Adjustment Question |
My Pulsar XP has a left-tracking tendency in the control linkage rigging. I've
flown in no wind, low wind, etc. It need a rigging adjustment. How is this accomplished?
The stick required a constant light push to the right (most notably,
when I have a sectional chart to review-ha!)
For those right handed, do you miss your kneeboard? Use anything else in it's place
for note writing, etc?
Have you had to redial it in on your Pulsar XP?
D. Phillips
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393343#393343
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| Subject: | Re: Pulsar-List Digest: 6 Msgs - 12/26/12 |
I believe the Rotax requirement to rebuild carbs every 200 hrs is too conservative
so they can sell parts.
If you flew in continuous dust storms or rain, maybe there is a need. But for most
pilots, a rebuild every 500 hrs or more is acceptable. My engine has 850 hrs
and I monitor carb condition and have not rebuilt them yet, although I replaced
top diaphrams because someone gave me a pair at 300hrs.
I do lube moving parts to assure smooth operations.
To get best carb balance, I use a mercury manometer I made. There are $100 carb
balancers that work fine.
The $600 for rebuild seems high to me but disassembling both carbs and doing it
right would take time.
I do all my own work on engine and on other friend's engines including the replacement
of old rocker arms with the steel or bronze bearings that seize up because
of poor lubrication groove. The plastic replacements used on new engines
work well.
If I can answer any questions, let me know.
Bob H
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393345#393345
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| Subject: | Re: Front Landing Gear Issues/Question (Tricycle Gear) Pulsar |
XP
Some comments relating to your questions - -
Probably need to check the brace strut that the shock spring mounts onto, and the
rear engine mount, just to make sure that the mountings are secure and that
there are no cracks there.
Yes, it's a bit hard to see under the engine around this area. It may be possible
to undo the engine mounting bolts [leaving everything else intact] and lift
the engine a couple of inches to see.
The front wheel does have a solid axle. The mounting bolts screw into this, and
it can be tightened up against the fork and wheel pant [so long as the wheel
pant is a good fit to the fork.]. Maybe use regular bolts here and some sort of
locking tab arrangement to prevent the bolts coming loose.
I fitted a Rock Shock mountain bike shock, with 500 lb spring. Fitted centre to
centre almost exactly. Works well, 500 hours and 500 landings on seal and grass.
I'll send you a photo separately.
I can exceed Vne in level flight with the 912 UL, so other than improving the climb
rate a smidgen and burning more fuel I don't think there are any advantages
in having more power.
Many Pulsars turned out to be a little "heavy" in the left wing. I think this is
due to building tolerances and not ensuring that the wing incidence was the
same left and right, during the building process. Actually I think the building
instructions should have included comments and suggestions on getting this right.
A simple fix is a little trim tab on one aileron. Mine is on the underside
of the right aileron, barely visible. Also a number have fitted roll trim systems,
since with the Pulsar the trim does depend a deal on whether you have
a passenger, and the fuel load.
Brian
On 31/01/2013, at 4:37 PM, triumphrider <investmentsalesconsultant@gmail.com> wrote:
>
> I love the Pulsar XP. But, the tricycle landing gear is the weak link for my
aircraft. I want to solve some safety concerns.
>
> I have replaced a cracked castering nose wheel fork in the first 10 hrs of ownership.
Now, while checking the front wheel tension, it appears that the fork
hardware is loose at the engine mount where the shock/spring is mounted inside
the cowling. When I wiggle front and back, it has a couple of inches of play.
That explains the shaking on the last scary landing. The wheel tension is at
10 lbs, so it's not wheel shimmy.
>
> A month ago, I actually lost one of the two Allan bolts on the wheel fork onto
the runway (found by the FBO car) and I the wheel locked up and I couldn't clear
the runway with an aircraft tight behind me on short final! I had to roll
the aircraft off the runway pushing down on the tail to lift the front wheel
off the ground and get FBO assistance in towing it to the ramp. My mistake for
not rechecking the tightness of the front wheel bolts during preflight. The mechanic
used no lock-tite on the install of the new wheel fork and I think didn't
tighten fully for fear of cracking the wheel pant.
>
> Why was this wheel pant design used?
>
> Questions for the Pulsar XP Owners:
>
> How does one access this to address this repair-Does it require an engine removal?
>
> Can someone give me an idea for a replacement shock spring? I was told a 500-lb
mountain bike shock (unloaded) could be modified to work. Any suggestions?
>
> Is there a better set up for the front wheel than two Allan screws that screw
into the wheel rim? Surely, there is a solid axle option-perhaps, on the larger
front wheel option?
>
> Can a modification from Tricycle Gear to Tailwheel Gear transformation be done
on a completed aircraft? If so, how difficult is it? Has anyone done it? Sure
seems like it would solve my problems and concerns of an off runway excursion
someday.
>
> I'm mostly on smooth, long paved runways. But, a recent mechanic find has the
shop on a grass runway (Indiantown, FL).
>
> Should I just buy the KitFox updated front landing gear (Same unit used in the
KitFox Super Sport with larger diameter nose gear, HD fork and rubber shock
set up)? It's pretty rich at $1500 before installation.
>
> The A/C, built in 1997 has 860 TT, a 912 UL 80 hp and I've put about 30 Hrs on
in the past three months since purchase. I had an 2005 Cessna Skylane before
this, so huge change.
>
> Bring ideas, criticisms, etc.
>
> Thanks!
>
> D.Phillips
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=393339#393339
>
>
>
>
>
>
>
>
>
>
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