Dan asks a lot of Questions

 
Dear Carlos,
 
I just received the first issue of you Moni newsletter yesterday. 
Outstanding! Your Moni newsletter is already far better than reading about
John and Betty's travels and the activities of the Monnett twins or the
sales of new designs by Monnett. I like the style of an Open Forum between
builders and flyers of Monis. We can all learn from each other. Often we
labor for years under a misconception that everyone else knew about long
ago. If only someone had put it in print. There are no stupid questions --
only a lack of a place to ask them and get the right answers. I believe you
have started something in motion that will benefit us all.
 
While I haven't completed my plane yet, and haven't flown the Moni either, I
have several comments and questions that perhaps you or your readers could
address:
 
1. What is the latest KFM Advisory Circular? Monnett never sent these out,
 he would just mention changes in Monink he thought we should know. KFM
 never sent me any, beyond those that came with the engine manual from
 Monnett in 1982. Answer
 
2. Monnett said to install a switch and turn the tach off at low RPMs to
 avoid loading the engine down with the tachometer! What a Mickey Mouse
 requirement! Has any one found this necessary? Answer
 
3. Throttle spring? My plans show one, though I've never heard of an
 aircraft engine set up with one. If the linkage failed, would you want
 idle power? Answer
 
4. What fuel have most been using? Autogas or Avgas? What oil mix? How
 do you handle oil requirements on cross country flights when no 2-cycle
 oil is available at most airports? Answer
 
5. Advisory Circular 61-94 [self-launching sailplanes] -- I wouldn't worry
 about it. As an experimental aircraft you can fly it with nothing more
 than a private license. Burt Rutan use to make a big deal about flying
 the Defiant with only a single engine rating. He never needed a
 multi-engine rating until he bought a Baron for a chase aircraft. If
 you can register a Boeing 747 in the Experimental category, you can jump
 right in and go fly it without a multi- or even a 747 type-rating! 
 Believe me, I've flown many experimental aircraft in the flight test
 business without FAA's blessings of proper training, ratings, etc. I
 flew an experimental category Convair 880 (4 engine jet) without a
 type-rating in it for 3 years. We finally talked the FAA into giving us
 type ratings in it and they were shocked to see our instrument panel so
 barren of modern instrumentation! 
 
6. What is the consensus of opinion on the need for the wing spar
 lightening holes? How many left them out? Answer
 
7. Does anyone know all the different mods that came along, and to which
 serial numbers they apply? I can think of the following that came out
 AFTER the first 100 or so kits were shipped: Spoilers. A bigger engine
 (I only got 22 HP, I heard some got a 30 HP engine). Riveted wings. 
 Tri gear. Longer nose cowl. Different wingtips and wingtip wheels. 
 Bigger fuel tank (6 gals?). Different carburetors and choke/mixture
 control variations. What else? It would be helpful in the newsletter
 if you would include the serial number with names, so we know what
 they're working with. Answer
 
8. Safety Update - canopy opening in flight -- your method #2 would
 preclude someone outside from rescuing you, following a crash in which
 you are unable to open the canopy yourself (unconscious, fuel tank
 burning?) I'd recommend only method #1 or a variation involving a
 spring on the latch bar to keep it closed. You'd want someone on the
 outside to be able to get you out! Answer
 
9. What's an OVC carb? In January of 1984, Monnett exchanged the original
 carb for a "new style" modified BMR carb, and said to delete the mixture
 control from the plans. Is the OVC carb different from the BMR carb? 
 Will it work on the 22 HP engine or only on the 30 HP. How can I tell
 the two engines apart? They are both called KFM 107s, right? Answer
 
10. Is the KFM outfit in Montgomery NY still in business? if not, what
 other KFM dealers are still in business in the US? Answer
 
11. I never got a set of spoilers or spoiler plans. Someone at Oshkosh said
 "you don't want Monnett's spoilers anyway. The aftermarket set is
 better." Who offers spoilers and plans for the Moni, now that Inav is
 gone? Answer
 
That's all for now Carlos. Keep up the good work.
 
 
Editor's response: Dan, you sure do ask many questions and I'll be happy to 
try and answer them. Thank you for your comments and your participation. 
Your questions are all valid and I'm sure will help others out there. I 
will try to answer them as best I know how, but please realize that I AM NOT 
AN EXPERT on the Moni and I certainly don't know everything there is to know. 
Perhaps other readers can pitch in and help in areas were my knowledge is weak.
 
 

1. The latest "Technical Bulletin" Checklist that I got was dated March
 1985 no. 00.000.07. I subscribed to the updates but after 3 years and
 $45 decided that I was not getting my money's worth. Has anyone kept up
 with these Advisory Circulars for the KFM?
 

2. The reason for the "Mickey Mouse" switch on the original tach (model
 2DC9-10-2) was that in the event of instrument failure it would also
 "ground" the magneto and kill the engine. The switch was there to
 prevent this occurrence. Moni Service Bulletin #001 5/5/83 asked you to
 send the old tach/CHT gauge for exchange with a new one (model
 2DC9-10A-3) which runs off the alternator circuit and does not need the
 MM switch. 
 

3. I guess this isn't an aircraft engine. I see your point. The reason
 for the spring is probably because of the use the bicycle cable. It is
 really only meant to "pull", not really "push". Without the spring you
 might not get smooth throttle operation back to idle. That's my guess
 anyway.
 

4. I've burned both avgas and mogas and I find that my engine runs a bit
 cooler with avgas. Having said that, avgas will foul your plugs a lot quicker.
 One mortal enemy you need to stay away from is
 alcohol in your fuel. You stand a better chance of avoiding it by using
 avgas. When you burn 2 gph cost isn't really a factor. Click here
 to read about flying cross-country in a Moni.
 

6. It's true about any airplane and probably more so for the Moni that you
 must keep them LIGHT. The Moni isn't exactly overpowered and a pound
 here and a pound there does add up. I did do the lightening holes in
 mine and don't know of anyone who didn't do them. I'll tell you one thing I
 would not do again is fill the wing rivets with bondo or any other filler. A 
 lot of work plus it ads considerable weight. The wing might look good but 
 it doesn't really perform any better.
 

7. This one's a tough one. To the best of my recollection these are the
 mods/changes that have come out. Service Bulletin 001 on 25 HP engines
 the original Mikuni carbs were modified. The changes made by KFM were
 "a new power jet as well as improved diaphragm system". This became
 known as the BMR carb (Better Mid-Range). A mandatory tailwheel mod
 came out in August '83 (spring tailwheel) but not as a Service
 Bulletin. Service Bulletin 002 mandated that all wing assemblies on
 Moni's be riveted. Want to know why?
 
 Service Bulletin 003 was about failures of prop
 bolts in flight with a promised fix that never came. Service Bulletin
 004 is a mandatory root rib modification necessary "to provide
 additional margin to prevent potential wing root rivet failure due to
 wing torsion loads." Service Bulletin 005 is non-mandatory for the
 installation of a "roll bar" to protect the pilot in the event of an
 upside down landing. A five point harness mod was made available. At
 some point KFM stopped making the 25 HP version and made the "Maxi"
 version instead. This version is the 30 HP with the OVC carb, prop
 extension, longer nose cowl. I'm not sure at what serial number MEA
 started shipping Maxi engines. 6 gallon tanks became an option at some
 point. To my knowledge the extended wingtips were only installed on the
 prototype Moni and were never marketed. MEA came out with a spoiler
 retrofit kit at some point as well.
 

8. You are right. However, your rescuer would need to know how to open the
 canopy which normally isn't labeled at all. In such a situation I hope
 the rescuer(s) will have the presence of mind to break the canopy in
 order to get the pilot out ASAP.
 

9. The OVC carb became standard after June 1984. It is a fixed
 non-replaceable jet float type carburetor. This carb came standard with
 the Maxi 30 HP engine. The BMR carb was a mod done to the original
 Mikuni diaphram type carburetor to improve its mid-range performance. 
 As far as I know the OVC should work on a 25 HP KFM but there is a
 different main jet for the 25 HP than for the 30 HP MAXI. There are
 also significant changes to be made. You'll need a 90 degree intake
 manifold, an OVC carb with pump and gascolator, a prop extension needed
 to clear the OVC's air filter, the long nose cowling and a backup
 electric fuel pump. A general rule of thumb to tell 25 and 30 HP
 versions apart is normally the carburetor. Only the Maxi 30 HP engines
 were shipped with the OVC carb standard. However, as in my case, I've
 converted to 30 HP but kept the original BMR carb in order to avoid the
 prop extension mods and $$$$. In that case the only difference between
 a 25 and a 30 HP is the exhaust ports and primary exhaust pipes.
 

10. If you are talking about Aerosviluppi they moved to: 8775 Skylane Dr. 
 Brighton, MI 48116. I don't believe the are in the KFM engine business
 anymore but I think they still tinker with Moni componentry (spoilers,
 main wheel etc). Wicks Aircraft Supply is the main KFM
 dealer/repair/parts station. David LeGrand (919) 725-2041 has been in
 the KFM engine business for quite sometime and has received factory
 training in Italy. He is very knowledgeable and has always been
 available to answer any questions. Update 3/26/96: No one officially 
 supports the KFM engine any more. Last I heard KFM quit making the engine
 and Wicks got out of the KFM bussiness. Best source for parts/info is
 the Moni Flyer newsletter.
 
 

11. I don't have Monnett's spoilers so I can't say anything first hand. I
 installed the pre-built "spoiler cartridge kit". I am very pleased with
  the results. Monnett's design involved making a lot of little parts and
 at the time I wasn't much in the mood. The spoiler kit also provides a
 greater flat plate area which should increase their effectiveness. I
 got mine from Jeff Voelz (volts) (612) 427-8444. Aerosviluppi may also
 carry them. Best source for parts/info is the Moni Flyer newsletter.
 
I hope that answers most your questions.

"Live long and fly safe ..."

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