Hey Allen, do you know if the black max system is much lighter that the matco system? What is the difference in braking power with matco? Is a double puck brake double the power??There is no information about weight and braking power on the website.. Thanks for your insight
Hey Allan, I fly the Catalina with original fibreglass tanks. I use non ethanol fuel and it's working fine. For the fuel level, I have a section of fibreglass from the tank visible (not painted over) in the cabin showing me the fuel level in flight. These wings give a lot of lift for sure...
Welcome , it's nice to have another member out of Canada..I am in the Vancouver area. Nice Kitfox. I do have a question for you. I see you are cruising at 5100rpm / 102Mph / 29.0 in manifold and you're using a variable pitch prop. The way I understand this it seems to mee you are operating at too much blade angle for the given RPM giving you a higher manifold pressure which induces stress to the engine according to rotax. At a cruise power setting of 75% it should give you 5000rpm / 26 in manifold (this does not apply to fixed pitch prop...) Please let me know what's your opinion as I am also operating the 912. See the rotax table below. Am i misunderstanding this table??
The Avid Catalina is not large. If you are a bit underfed/small it's great. To give you an example, My family can all fit .... I am 135Lbs 5ft4, my wife 125Lbs 5ft5 and my son is 85Lbs 4ft9. The rear seat is actually quite spacious as you have nearly 39 in across for one person. In the rear the limitation is mostly leg size and someone over 5ft4 would be too big. I have taken up a 185Lbs passenger (copilot) and found that to be snug. If both pilot and copilot are in the 180-190Lbs you definitely have to get along....
Hey Sam, I am still in love with my Catalina, no luck here....but if you come close to the west coast we can meet and that way you can fly with my Catalina to give you an idea. Ask any question and I will try my best to help you.
Hey Chris, sorry I tend to forget the price of things....feel better that way. Also this actuator is quite old and i find a bit heavy. I am sure you can find a reasonably priced actuator with similar specs (boats have a wide selection, see trim tab actuator/engine lift actuator/hatch actuator etc....maybe you find a second hand one). The pull-push force to get the gear up/down is not much.....maybe 80-100Lbs. The strength needed from the actuator is mostly when landing at touch down...a bad hard landing will give you a static load of about 3600-4000Lbs. This number is what the actuator has to withstand in compression when retracted (gear down). Any 12v DC linear actuator able to handle 4000Lbs static load and a few hundred Lbs dynamic load will work just fine. You will need about 150mm / 5,9 inch travel. There are some with integral adjustable limit switches...less wiring and simpler installation than mine. If possible I would choose a waterproof one.
Hey Chris, the actuator travel is limited by the two end micro switches, they also switch the lights on the dash. The way I protected the actuator is by a 15A circuit breaker. That breaker will pop if the actuator hits it's end limits (limit micro switch not working) or if the actuator is energized gear down with aircraft on ground. Yes it is a DPDT crosswired switch plus a couple of relays, I'll get you the wiring next...have to do a bit of paper digging
Hey Chris,, here some pictures of the install for you. When photos were taken the gear is in its "gear down" position. Also note the gear switch on the cockpit is a 3 way switch...switch in Gear up =-blue light on, gear up / switch in middle position=no power to system and all lights off / switch in gear down=gear down and green light on. The switch mid position allows you to not have the bright gear up light on all the time. Also it allows you to partially extend the gear at any position between gear up and gear down.
from my experience, you better proceed step by step. Before incriminating the modules (they very rarely brake) go through all your ignition system first. Looking at the pictures I would start over/ take everything off, replace all your ign. wires , check all connectors, grounds , measure the coils , check your trigger coils & gap , measure power cable to the ignition boxes (known to be a problem on old harness) , check your ignition switch circuits (see Jim's advice) I have spent toooooo many hours trying to troubleshoot the system installed with no success. Only after removing it all making the access easy did I find my issues.
Hey Firefox, this fibreglass taiwheel spring was discussed in the thread below. I am really happy with my fibreglass spring. It's much lighter, does not rust (I fly in the water) and can handle my heavy tail when wings folded (240Lbs) plus is still springy enough when wings unfolded (102Lbs on the tail)
On my 912 when I did switch off the engine to check out how it would glide, with a 2 blade warp drive the engine did not windmill. That was gliding at 65-75Mph. I did not try and dive to see if it would mill at higher speeds... My 2cents