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All things Gearbox related including C and E Gearbox info
Info on all gear box maintenance to include C and E gearboxes and how to service your gearbox. Includes exploded parts view, general maintenance, and how to tear into one with confidence.
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New to Two-Strokes? Plane won't start? Just want to learn more about operating your engine? Keep reading!
The following articles were written by Mike Stratman. They have been in the back of the CPS catalogs for years and are currently listed on their website. Full credit to the articles goes to them. I take no responsibility for the information presented in the below attachments. I wanted to take the time to add them to our site in case they ever disappear off their website or someone is searching with a specific problem on this forum.
If your flying regularly behind a two-stroke I HIGHLY recommend taking the time to read all of these articles. They do a great job of separating the myth from fact. It took some time to put this together and hope it helps someone out at some point.
A Comprehensive Troubleshooting Guide
This is a great place to start if your having issues with your engine. This article has troubleshooting trees that should help you to get started with troubleshooting what might be a simple issue.
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I'll be taking Mangy apart soon to go to the powder coater. I'll see if I can get a weight when I have it all stripped again...
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I highly doubt it. The proposed 180 hp and under no-medical rule has quietly died. This is an old proposal to increase the LSA weight to 1600 or whatever it was in order to include the C150/152.
I have no hope this will ever happen.
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With a Borer Prop, 160HP, Sullivan wing tip extensions, VG's and 31" ABW's our Pacer would cruise near 100, burn 8-9 GPH and it got in and out like our folding wingers.
Every thing we did to it made it slower and more capable if you like rocks.
Herman
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Well I know what I am doing this weekend. I'll post the video from my hospital bed.
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Hello
I have been using the GRT EIS 4000/6000 for years in my Kitfox to moniter engine vitals.
I decided today to make better use of the EIS and install the warning light and set the operating parameters which was easy and fun to play with.
I wasted hours trying to disable a number of the 15 pages which I do not use.
I googled for possible ideas on how to do this but only found complaints on how difficult the GRT EIS is to program.
I am able to disable one page and then when I try to disable another page, the first one returns.
I am missing something simple like what button or combination of buttons to push and when.
When programing the GRT EIS, the user manual says the data will not enter unless you hold the "next" button till you have cycled thru the complete menu back to the operating pages.
This did not seem to work.
Any ideas out there???
Thanks Herman
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If you have the baggage locker that was part of the wing tank why not just do some fiberglassing and make the locker portion able to hold gas?
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Good read, that's one feisty lady
and i bet she waits if the line does close, to be the last one out the door -
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I think i remember hearing about that a couple years back, maybe they resubmitted the requst
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I have a quick drain on my header tank to blead the air out when filling it. I have never had any fuel flow problem.
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I had to use 2 spacers in my 24" tires I had on it originally and I still have those axles. Should be a pretty quick swap over for me. I have to cut the tabs off my rudder bars and move them over to put the new masters on so that will take a couple hours, but should still be an afternoon swap. While I have it down, I will get the MK IV radiators put in and clean her up under the cowling a bit.
have you been keeping an eye on the axles to make sure the 30s are not putting too much stress on the them and bending them?
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I never did get back there to try it Leni. The McArthur was doing great this year and I really like it too. Besides it is closer.
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you wont be the only one sporting those tires! I pic up a set of them next tuesday when I get home! A local guy had a set I couldnt pass up
I wont put them on till the water gets stiff, but it will probly be in the next few weeks that I try them out.
Shucks, now I will have to go to 31's
Hey Leni, that will be great. I hope we get a good break in the weather about that time. I head for OR for a few weeks to go elk hunting on 20 Oct but we should be ablet to get some good fall/early winter flying in on wheels. It is getting a little chilly out there now, about time to install the collectors on the radiators so I can get some heat in the plane.
I don't know how long your axles are but I had to make up a longer set for mine with the widened wheels and will have to change tehm out to my old set when I put the skis on.
Randy
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Well, the Icon just got a gross weight exemption but it was deemed safety related. I can't see the Feds opening the door for any other reason so I'm not holding my breath.
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EAA has recently requested that the FAA add Cessna 150 and 152's as aircraft that can be flown with a sport pilots license. I hope it passes.
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I am still hoping for someone to post a weight for a bare fuselage, so I can compare mine before anything else gets added to it. Any Avid or Kitfox except Magnum.
EDMO
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n 2007 it is logged in my logbook that the tailwheel springs were updated to a newer style from Kitfox Aircraft Company. This included one extra leaf spring and new cables. After this date the W&B shows the tailwheel at 160.75 but no new W&B was configured. Perhaps there is a mistake somewhere in my book because no where does it state that the newer style tailwheel springs are any longer or shorter then the originals. At least I cannot find it.
Look in the KF4 forum here, I did a post about swapping the tail spring on my plane. I didn't measure them but did post pics showing the oem 1, 2, and 3 spring setups that would probably help. If you really need, I can measure them.
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Also, I was just reading through the Purple SkyStar Kitfox POH that came with my airplane and it specifically says that the small 6 Gallon wing tank is completely compatible with the wing storage area. Does this mean that the small 6 gallon wing tank will drop into the wing storage area? It got me a bit confused.
The locker fits in a wing bay with normal rib spacing, as do the oem 6 gal. tanks (aluminum or fiberglass). The 'compatible' comment, I suspect, simply refers to the ability to use both a locker and wing tank (in adjacent bays) in a single wing. I do not believe you could fit an oem 6 gal tank into a locker without modification. Remove the locker and install one of the large oem e-resistant wing tanks for the greatest fuel capacity.
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Some folks are either too impatient or just downright ignorant of computer technology to understand someone might have been hacked, let alone be capable of recognizing when it is a high probability. Ready... Shoot... Aim. Sounds like they would do well in Washington D.C.
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It had been awhile since I had looked over there. The site looks a little more contemporary now, but wow! The original post wasn't that bad. It looked like a link to something to do with asset management. I don't think I would have given it a second thought. It's a good thing the moderator banned Herman just a few minutes after the post, or things might have gotten out of control
One post off topic (from a hacked account) and six responses moaning about it
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Get er dun Granny! Still popping rivets at age 93!
California Power Systems 2-Stroke Tech Articles all in one place
in Files and Forms
C5Engineer
Posted
Automated Engine Monitoring
Using an Automated engine monitoring system such as a Grand Rapids EIS
Automated Engine monitoring.pdf