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Kolb-Archive.digest.vol-ff
December 21, 2004 - January 13, 2005

Gary Haley Cypress, TX Kolb Mark IIIc/912 soon to be 912s ________________________________________________________________________________
From: pollus <pollus(at)fornerod.nl>
Subject: First flight, well sort of...
Date: Dec 21, 2004
Dear Friends! Today I made the first small jumps with my recently aquired MKIII It was a perfect day. Sunny, cold, and hardly any wind. Last week I spoke my old UL flight instructor who suggested me some excercises, to graduately get tho know the plane. He had two advises: Don't take off before you know how it handles on the ground at speed, and once you fly, don't panick. The tower at the local airfield (Stadtlohn Germany) generously allowed me to play at the grass sailplane strip besides the runway. So there I was: just me in my new Kolb! (with an enormous heartbeat I must admit...) I started off with some roling exercises and gradually I drove it faster. Each leg I added more power, keeping it in line. Then the jumps were getting longer. Finall I was ready for it. Lined up, took a deep breath, slowly added more gas, heard more rattling over the rough surface and then suddenly the rumble stopped and there I was, flying some feet above the grass! Hovering to the end of the runway (this is an inverse touch and go) I quickly took back the throttle, pointed the nose down and leveled some inches above the grass. Touchdown.... WOW! Turned around, took a deep breath and reopened the throttle. Same player shoots again. Turned around... I spent nearly a full hour of fun: Flying landing flying landing... Just to get the hang of it. And then suddenly I was exhausted. So this was day ONE! Maybe it's to early to call it a first flight, but those definately where the first hops... And It Feels Great! Holiday greetings from Holland! Pollus Fornerod D-MKAW ________________________________________________________________________________
From: "Silver Fern Microlights Ltd" <kiwimick(at)sfmicro.fsnet.co.uk>
Subject: Re: First flight, well sort of...
Date: Dec 21, 2004
Well done Pollus, enjoy it mate. I have sent you the KSB1 modification sheet today. Merry Xmas Kiwi ----- Original Message ----- From: "pollus" <pollus(at)fornerod.nl> Subject: Kolb-List: First flight, well sort of... > > Dear Friends! > > Today I made the first small jumps with my recently aquired MKIII > > It was a perfect day. Sunny, cold, and hardly any wind. Last week I > spoke my old UL flight instructor who suggested me some excercises, to > graduately get tho know the plane. He had two advises: Don't take off > before you know how it handles on the ground at speed, and once you > fly, don't panick. > > The tower at the local airfield (Stadtlohn Germany) generously allowed > me to play at the grass sailplane strip besides the runway. So there I > was: just me in my new Kolb! (with an enormous heartbeat I must > admit...) > > I started off with some roling exercises and gradually I drove it > faster. Each leg I added more power, keeping it in line. Then the jumps > were getting longer. Finall I was ready for it. Lined up, took a deep > breath, slowly added more gas, heard more rattling over the rough > surface and then suddenly the rumble stopped and there I was, flying > some feet above the grass! Hovering to the end of the runway (this is > an inverse touch and go) I quickly took back the throttle, pointed the > nose down and leveled some inches above the grass. Touchdown.... WOW! > > Turned around, took a deep breath and reopened the throttle. Same > player shoots again. Turned around... > > I spent nearly a full hour of fun: Flying landing flying landing... > Just to get the hang of it. And then suddenly I was exhausted. > > So this was day ONE! Maybe it's to early to call it a first flight, but > those definately where the first hops... > > And It Feels Great! > > Holiday greetings from Holland! > Pollus Fornerod > D-MKAW > > > > > > ________________________________________________________________________________
Date: Dec 21, 2004
From: Earl & Mim Zimmerman <emzi(at)supernet.com>
Subject: Re: First flight, well sort of...
pollus wrote: > > Dear Friends! > > Today I made the first small jumps with my recently aquired MKIII > I started off with some roling exercises and gradually I drove it > faster. Each leg I added more power, keeping it in line. Then the jumps > were getting longer. Finall I was ready for it. Lined up, took a deep > breath, slowly added more gas, heard more rattling over the rough > surface and then suddenly the rumble stopped and there I was, flying > some feet above the grass! Hovering to the end of the runway (this is > an inverse touch and go) I quickly took back the throttle, pointed the > nose down and leveled some inches above the grass. Touchdown.... WOW! > > Turned around, took a deep breath and reopened the throttle. Same > player shoots again. Turned around... > > I spent nearly a full hour of fun: Flying landing flying landing... > Just to get the hang of it. And then suddenly I was exhausted. > > So this was day ONE! Maybe it's to early to call it a first flight, but > those definately where the first hops... It sounds like you already mastered the hard part! Go for it!! It's a piece of cake at 1000 ft. altitude. ~ Earl -- Checked by AVG Anti-Virus. ________________________________________________________________________________
From: "KOLB AIRCRAFT" <customersupport(at)tnkolbaircraft.com>
Subject: Happy Holidays
Date: Dec 23, 2004
I want to wish everyone a Very Merry Christmas and a Safe and Prosperous New Year. Be safe and happy. You are a great group of people that I have had the privilege to know and work with. Take care. Linda @ Kolb ________________________________________________________________________________
From: "James, Ken" <KDJames(at)berkscareer.com>
Subject: Happy Holidays
Date: Dec 23, 2004
Thank You and I hope you and yours can find the happiness that good friends and family brings Ken -----Original Message----- From: KOLB AIRCRAFT [mailto:customersupport(at)tnkolbaircraft.com] Subject: Kolb-List: Happy Holidays I want to wish everyone a Very Merry Christmas and a Safe and Prosperous New Year. Be safe and happy. You are a great group of people that I have had the privilege to know and work with. Take care. Linda @ Kolb ________________________________________________________________________________
From: "KOLB AIRCRAFT" <customersupport(at)tnkolbaircraft.com>
Subject: Re: Happy Holidays
Date: Dec 23, 2004
Thank you Ken. I hope 2005 will be a very good year for you and your family. Take care, Linda ----- Original Message ----- From: "James, Ken" <KDJames(at)berkscareer.com> Subject: RE: Kolb-List: Happy Holidays > > Thank You and I hope you and yours can find the happiness that good friends > and family brings > > Ken > > -----Original Message----- > From: KOLB AIRCRAFT [mailto:customersupport(at)tnkolbaircraft.com] > To: kolb-list(at)matronics.com > Subject: Kolb-List: Happy Holidays > > > > > I want to wish everyone a Very Merry Christmas > and a Safe and Prosperous New Year. > Be safe and happy. You are a great group of people > that I have had the privilege to know and work with. > Take care. > Linda @ Kolb > > ________________________________________________________________________________
From: "PATRICK LADD" <pj.ladd(at)btinternet.com>
Subject: Re: Happy Holidays
Date: Dec 23, 2004
And the same to you and all list members from a gale swept and rainy UK Cheers Pat ________________________________________________________________________________
From: "Wayne T. McCullough" <blackbird754(at)alltel.net>
Subject: Re: Happy Holidays
Date: Dec 23, 2004
Linda , From all of us at EAA chapter 330, Merry Christmas and a Happy New Year !!!! To all of you on the Forum.....Fly safe and have a prosperous new year......See ya at Sun-n-Fun... Wayne McCullough Kolbra # 4............ ----- Original Message ----- From: "KOLB AIRCRAFT" <customersupport(at)tnkolbaircraft.com> Subject: Kolb-List: Happy Holidays > > > I want to wish everyone a Very Merry Christmas > and a Safe and Prosperous New Year. > Be safe and happy. You are a great group of people > that I have had the privilege to know and work with. > Take care. > Linda @ Kolb > > > ________________________________________________________________________________
From: "Jimmy" <jhankin(at)planters.net>
Subject: Greetings
Date: Dec 24, 2004
May everyone have a happy Christmas and a safe and happy new year from Southeast Georgia. Jimmy Hankinson 912-863-7384 Firefly 035 JYL (Sylvania) Pegasus Field (Home) 2000 Feet X 100 Feet- Grass Rocky Ford, Georgia ________________________________________________________________________________
Date: Dec 24, 2004
From: kinnepix(at)earthlink.net
Subject: Thanx
To all of you Kolb-ers, a Very Merry Christmas and sincere wishes for a fab 2005! -- from this not-yet-Kolber, a Nutmeg Yankee presently frosting his tender bod in Iowa. I've found your posts to be most interesting and informative -- I'll join your ranks when I can. Until then, thanks for all your input -- and thanks also to the nice folks at KOLB for their help and their patience with everyone. Fair winds, happy days, Russ kinne ________________________________________________________________________________
Date: Dec 24, 2004
From: dale seitzer <dalemseitzer(at)yahoo.com>
Subject: Re: Kolb-List Digest: 13 Msgs - 12/23/04
> > My local EAA chapter has asked the ultralight pilots > to give a > talk/speech/presentation about ultralights. They've > given us full freedom > (no guidance) about what to talk about with a > request for a timeframe of no > less than 30 and no more than 60 minutes. > > Most EAA members are not aware of the significant changes, especially reliablility of engines, in ultralights today. Refined designs, modern materials, easier to build kits, better engines and props and instrumentation than even 20-30 years ago. At the local airport--the 4 CFI's had no clue about Sport pilot--one was a recent graduate of North Dakota State. My wife made a presentation to the local club and they were amazed at the performance of the 912 and 912S--the low cost of purchase and rebuild and minimal maintenance--remember they are comparing it to Lycomming and Continental engines (heavy). My experience transitioning pilots shows me they should understand the flight characteristics of very light planes, high lift / drag airfoils and the required use of rudder. You could also talk about the similarities--be prepared to inform and correct some incomplete beliefs. Dale Seitzer __________________________________ http://my.yahoo.com ________________________________________________________________________________
From: "John Cooley" <johnc(at)datasync.com>
Subject: Christmas
Date: Dec 24, 2004
Hi Gang, I would like to wish all of the Kolb family a very "Merry Christmas" and a safe new year from southeast Mississippi. Please remember those less fortunate and those that have recently lost loved ones in our prayers. John Cooley Lucedale, Ms. ________________________________________________________________________________
From: "Roger" <rphanks(at)grantspass.com>
Subject: Re: Christmas
Date: Dec 24, 2004
A very Merry Christmas to all Kolbers on God's green earth. Sitting by the fire with a sinus infection sipping JeagerMiester. Some stats for the year from the logbook... 54.9hrs Highest flight: 14,200ft. Highest ground speed: 104.6mph Slowest ground speed: 14mph (same day as above)) Longest one day trip: 225.2 miles Longest trip (two days): 315 miles Highest Runway used: 4132 ft Lowest runway used: 16 ft Shortest runway used: 421 ft Longest runway used: 7500 ft Total miles flown: 3145 Average ground speed: 57.3 mph Most fun in an airplane: everytime my Kolb leaves the ground. I hope all is well with you and yours. Best wishes for 2005. Roger in Oregon ________________________________________________________________________________
Date: Dec 24, 2004
From: "Bob N." <ronoy(at)shentel.net>
Subject: A Christmas Greeting, somewhat off UL flying
OK, I gave y'all the option of deleting. This is Christmas Eve. Why don't we all set aside our petty (?) grievances, just for a coupla days, and think back to the most happy times we've had..and may still have...in building and flying our various machines, of whatever type? I'll bet that none of you carry your differing opinions aloft! As one of the listees said a few years ago, Just Go Flying. Opinions are like armpits, there are two of them, and maybe they both stink. This is my wish for this Christmas, and those to come: PEACE FOR ALL. Try it, you'll like it. Bob N, my annual xmas story http://www.angelfire.com/rpg/ronoy/_20HomeforChristmas ________________________________________________________________________________
Date: Dec 24, 2004
From: "Bob N." <ronoy(at)shentel.net>
Subject: Haalp!
Today I rec'd via the famed U.S. FailMail Service(?) a be-draggled and torn envelope, no enclosure, addressed to me, postmarked Carrizozo, NM. Looked just like the letters that used to flow though the IBM sorters in POs. They kept a large basket under the sorters to catch the pulverized mail. To the sender: many thanks, and a great Christmas back to you. Bob N. ________________________________________________________________________________
Date: Dec 26, 2004
From: GeoR38(at)aol.com
Subject: Re: Giving an ultralight talk
Geeeeeez!! don't forget to talk about the parachute........to me ...... that is the major breakthrough that separates the old aviation from the new.....the "certifiable" aviation to the one nowadays where you can get a kit and build it yourself using good OR bad techniques based on the tools available!! The availability of the parachute that brings you AND the plane down is NEW compared to the life of aviation and ......even though we don't use it ( except for John Hauck of course) it is always there just like a pair of pliers that you need ....sparingly or maybe sometimes, or even.....never (hopefully) but it represents a second chance for those of us who, after we find ourselves committed to 5000ft, look at ourselves and wonder ...."why am I doing this??!!" Well, I know why I do it, because I am a mishapen bird by nature, but some of you are normal. Merry Christmas and Happy New Year folks, George Randolph firestar driver from The Villages, Fla ________________________________________________________________________________
Date: Dec 26, 2004
From: GeoR38(at)aol.com
Subject: Fwd: Biggins field
________________________________________________________________________________
From: "Roger" <rphanks(at)grantspass.com>
Subject: Re:Re:Christmas
Date: Dec 26, 2004
snip...What I want to know is how you guys keep up with all that stuff? Well Bryan, I did lead you astray a bit saying it was all in the logbook. Most of it is in there only because it was unusual, so I wrote it down. Some of the other stuff, like field altitudes, I looked up on the sectional because I am bored out of my mind with this darn sinus cold. When the clouds are touching the tree tops and I'm feeling too crappy to do anything, it is nice to get the logbook out and remember. There are many entries in my log that only list the date and flight time. Most however are like the folowing: 4/4/04 206.5 1.0 Delivered Mardell's camera. 2 lgs smooth winds -20 - 25 kts. I try to write down the things that are unique to each flight (if there are any). When I look back at them I can often recall a lot more about the flight and the day from reading the things that stood out in my mind when I landed. My logbook lives in the back of my trailer. I fold for every flight and just make a habit of writing a line or two in the log before closing the door on my baby and going home. Takes a few seconds and, just like flying, I do it because I enjoy it. Hope you had a great Christmas, and have a happy New Year. Roger in Oregon ________________________________________________________________________________
Date: Dec 27, 2004
From: Charles & Meredith Blackwell <wozani(at)optonline.net>
Subject: Trip to Florida
I will be traveling from N.J. New Year's day in my Cherokee for a two week vacation in Florida and will be staying in the Ft. Myers area (Page Field, FMY). Are any of you close to there? I would like to maybe visit with some other Kolb fan and see their handiwork while out there. Would be free Jan. 15,16th to visit. Would have loved to make the trip in my MKII, but reality sets in when contemplating 20 hours of flying, various airspaces, limited luggage weight, and balls that aren't big enough to plan a trip to florida or alaska in an ultralight. Luckily I had a choice. Charlie, NJ, MKII ________________________________________________________________________________
From: GeoR38(at)aol.com
Date: Dec 27, 2004
Subject: Re: Trip to Florida
In a message dated 12/27/2004 10:42:40 AM Eastern Standard Time, wozani(at)optonline.net writes: I will be traveling from N.J. New Year's day in my Cherokee for a two week vacation in Florida and will be staying in the Ft. Myers area (Page Field, FMY). Are any of you close to there? I would like to maybe visit with some other Kolb fan and see their handiwork while out there. Would be free Jan. 15,16th to visit. Would have loved to make the trip in my MKII, but reality sets in when contemplating 20 hours of flying, various airspaces, limited luggage weight, and balls that aren't big enough to plan a trip to florida or alaska in an ultralight. Luckily I had a choice. Charlie, NJ, MKII Charlie, my Firestar isn't totally operational yet but I would enjoy a visit from you ....but I am 200 or so miles north of there in The Villages of Lady Lake...20 miles south of Ocala. ....Oh, you said New years day....shoot, I won't be there but at some other time it would be great. I will be back there about 4 Jan from up here in the freezing and I mean freezing OHIO/KMICHIGAN/PENNSYLVANIA experience. ( so much snow cold and ice can't get the ol saturn up the drive....gotta park in the street.) george Randolph Firestar driver from The Villages, fl ________________________________________________________________________________
From: N27SB(at)aol.com
Date: Dec 27, 2004
Subject: Re: Trip to Florida
In a message dated 12/27/04 9:42:40 AM Central Standard Time, wozani(at)optonline.net writes: > wozani(at)optonline.net> > > I will be traveling from N.J. New Year's day in my Cherokee for a two week > vacation in Florida and will be staying in the Ft. Myers area (Page Field, > FMY). Are any of you close to there? I would like to maybe visit with some > other Kolb fan and see their handiwork while out there. Would be free Jan. > 15,16th to visit. > I live in Central Fla near Orlando. I would be happy to show you the Firefly on float project. Steve Boetto ________________________________________________________________________________
From: "woody" <duesouth(at)govital.net>
Subject: flykolb virus
Date: Dec 27, 2004
I keep getting a virus from Flykolb, several times a day. Please check your computer. ________________________________________________________________________________
From: "ron wehba" <rwehba(at)cox.net>

Subject: hi speed only
Date: Dec 28, 2004
http://bemil.chosun.com/movie%20link/SU-35.wmv unreal footage,,have a look. ________________________________________________________________________________
Date: Dec 28, 2004
From: Steve Kroll <muso2080(at)yahoo.com>
Subject: Re: Trip to Florida
Hi Charlie, I'm driving the Mark 2 also and I understand the reluctance to drive it too far. The airplane itself is beautiful and I KNOW I can trust her to do what I expect of her. But my Rotax is tempermental (503 SCSI) at the moment and that's another story altogether. I only wish there was something in the 50hp range that was 4 cycle and weighed only 90 lbs and didn't cost an arm and a leg. I swear, if somebody out there developed something like a half VW that developed 50 hp and didn't require a second mortgage on the house to obtain, it would be one of the best things to hit the ultralight market in a long while. It's what the Mk2 screams for...probably lots of other ships too. Anyway, have fun on your trip and stay in touch. I don't hear a lot about Mk2's anymore and enjoy hearing from the guys driving "antiques" like mine. Maybe we ought to consider our own fly-in somewhere in the middle of the country sometime. I would really enjoy hanging with aging aviators like myself (60) who have been flying Kolbs for many years and have all the experience and stories to tell. Would make for one heck of a campfire one night...even if only a few of us showed up. Steve Kroll "Vintage" Mk2 (88 model) --------------------------------- ________________________________________________________________________________
Date: Dec 29, 2004
From: John Jung <jrjungjr(at)yahoo.com>
Subject: 503 vs HKS
Steve, Charlie and Group, I fly a Firestar II with a 503 DCDI. It has been as reliable as a 4 stroke, for it's 150 hours. I have always wanted to take longer flights. Two things have kept me from longer flights: High fuel burn, and an uncomfortable seat. I have a new ethafoam seat installed but have not taken a long enough flight to test it. The dual ignition on the newer 503s makes me feel more confident. It is easily the best running two stroke that I have ever used. I have used 4 single ignition Rotaxes and a Cayuna. My complaint with the 503, for traveling, is fuel burn. My 2.5 gph at 50 mph doubles to 5 gph at 75 mph. So, I have to plan fuel stops about ever 120 miles, allowing for weather changes and reserve fuel. This is not much better than I did with 5 gallons in ultralights. If a four stroke could make a significant reduction in fuel burn, it might justify the higher price. Not for economy but for extended range. It sure would be interesting to read a report of a person flying a Mark II or Firestar II with an HKS, giving fuel burn numbers at cruise speeds. Another possible solution might be larger gas tanks for 503s. is anyone carring more than 10 gallons in a Firestar or Mark II? John Jung Firestar II Surprise, AZ __________________________________ http://my.yahoo.com ________________________________________________________________________________
From: "kfackler" <kfackler(at)ameritech.net>
Subject: Re: 503 vs HKS
Date: Dec 29, 2004
> My complaint with the 503, for traveling, is fuel > burn. My 2.5 gph at 50 mph doubles to 5 gph at 75 mph. My Mark II won't fly that fast. Having said that, I get 3gph at 55mph and 3.5 at 60mph and 4 at 65. It seems very consistent that each 5mph is another half gallon down the carb throat. Of course these numbers all vary somewhat with atmospheric conditions so they're just a perceptual average, nothing that could be considered an accurate, scientific measurement. > for 503s. is anyone carring more than 10 gallons in a > Firestar or Mark II? Probably not the way you mean, but I often carry another can of fuel in the right seat, usually 2.5 gallon. I also have gotten "clearance" from the local Rotax Guru to burn 100LL "occasionally" now that I have the oil injector installed and don't have to worry about mixing fuel. This has helped enormously in terms of making longer trips, though it does little for extending individual legs. Of course, my legs are limited much more by my bladder capacity than my fuel capacity, alas. -Ken Fackler Kolb Mark II / A722KWF Rochester MI ________________________________________________________________________________
Date: Dec 29, 2004
From: Steve Kroll <muso2080(at)yahoo.com>
Subject: Re: Trip to Florida
<<<<>>> Ed, Richard et al.... Dang....a guy could get two for less than the price of the HKS!!!! Not apples to apples of course but....Ed...was that price for a DCDI 503?? Even at 6500 bucks, a guy might fly 1000 hours without an overhaul when the 503 would have to be overhauled 3 + times at 1700 a pop (latest price from a good wrench in Michigan) the Rotax even at only 2500 new would still end up costing over 7k for the same amount of flying time....not to mention the down time. Check my computations here guys. The HKS sounds like a good possibility. Now....my next question....how does it sound? That would be just icing on the cake of course but I've always considered the scream of a 2-cycle to be the reason for my tinnitis (and I fly with a headset) The only noise I 'enjoy' from back there is the prop (I got a 2 blade wood Tennessee and they are sweet.) At 800fpm, I could probably get a little more climb out of one of the high tech plastic ones with three blades but they don't sound the same nor have near the aesthetic appeal....to me at least. I do love my Tennessee! It and the panel are the only things wood on my airplane and I like wood. Yup...the HKS and a Tennessee wood prop sounds like it might be worth further study for this old guy. My interest has been waning a little with all the engine crud I've been through lately. The idea of a nice little 4 cycle purring back there has got my blood up again. Thanks guys:-) Steve Kroll Mk2 (503 for the moment) --------------------------------- Jazz up your holiday email with celebrity designs. Learn more. ________________________________________________________________________________
From: HShack(at)aol.com
Date: Dec 29, 2004
Subject: Re: Trip to Florida
In a message dated 12/29/2004 8:06:14 PM Eastern Standard Time, muso2080(at)yahoo.com writes: Even at 6500 bucks, a guy might fly 1000 hours without an overhaul when the 503 would have to be overhauled 3 + times at 1700 a pop (latest price from a good wrench in Michigan) the Rotax even at only 2500 new would still end up costing over 7k for the same amount of flying time....not to mention the down time. Check my computations here guys. The HKS sounds like a good possibility. I heard that it's really about $7.5 k for the HKS by the time you get all the necessities. And the weight is going to be about 25 lbs more than the 503. Maybe doesn't matter unless you are a lightweight......... Howard Shackleford FS II SC ________________________________________________________________________________
From: "Edward Chmielewski" <edchmiel(at)mindspring.com>
Subject: 503 at discount
Date: Dec 29, 2004
Hi Steve/Kolbers, (Subject changed to accurately reflect topic): ----- Original Message ----- From: "Steve Kroll" <muso2080(at)yahoo.com> Subject: Re: Kolb-List: Trip to Florida > > <<<<>>> > > Ed, Richard et al.... > > Dang....a guy could get two for less than the price of the HKS!!!! Not apples to apples of course but....Ed...was that price for a DCDI 503?? > The offer was for 477, 532, 582, and 618 as well as the 503 Rotax, the 503 offered was SCDI. The following was part of what was posted on Av-web.com. I followed up on the Rotax site, and it was true. Looks like we missed out though (Dec. 20 cutoff). Story of my life.... Ed in JXN MkII/503 (SNIP) Scope: To stimulate the market and assist the upcoming Sport Aircraft transitions a special offer has been developed. A type 503 SCDI engine, complete, with the carburetion and fuel pump, the exhaust, will be offered as replacement for exchange to all owners of the aircraft engine version type 503. This will be regardless of age of the original engine or registration, as long as the serial number is found within the current database. No snowmobile serial numbers will be accepted for this exchange. Check with an Authorized Rotax Service Center to see if your serial number applies. To qualify The owner must ship, at his expense, all the required parts to the Service Center to remove this engine from service. The retention of any of the parts is not allowed. The parts to be returned are: 1) The engine assembly, crankcase, cylinders and heads with ignition attached. 2) The exhaust system complete 3) The carburetors, fuel pump 4) The recoil starter. (In the event the engine has only a magneto end electric start, the new engine will have the recoil removed for installation of the electric starter) The new type 477 engine must be registered at the time of sale by the Service Center for warranty to begin immediately, no deferral of start times. The owner will pay $2500.00 USD to the Service Center, plus any shipping and handling of the new engine. Suggested retail = $3273.00 Trade in sale price $2500.00 Effective date: July 1, 2004 Termination date: December 20, 2004 (SNIP) ________________________________________________________________________________
From: "Jon Croke" <jon(at)joncroke.com>
Subject: Mr Bean in print
Date: Dec 29, 2004
Just received my Kitplanes magazine.. and who do I see in the 'completions' section: BOB BEAN and his Mk-III ! When you get your picture in a national mag... you're famous! Congrats: nice photo, nice plane! Jon www.HomebuiltHELP.com ________________________________________________________________________________
Date: Dec 30, 2004
From: jerb <ulflyer(at)verizon.net>
Subject: Re: 503 at discount
When I attended the Sport Pilot Expo end of Oct., I spoke with Lockwood. I was under the impression you could get what ever you wanted for the 503. Could even trade up, down or same model. Might check, some times they extend these things with notifying anyone. jerb > > >Hi Steve/Kolbers, > > (Subject changed to accurately reflect topic): > > >----- Original Message ----- >From: "Steve Kroll" <muso2080(at)yahoo.com> >To: >Subject: Re: Kolb-List: Trip to Florida > > > > > > <<<< year. About $2500>>>> > > > > Ed, Richard et al.... > > > > Dang....a guy could get two for less than the price of the HKS!!!! Not > apples to apples of course but....Ed...was >that price for a DCDI 503?? > > > >The offer was for 477, 532, 582, and 618 as well as the 503 Rotax, the 503 >offered was SCDI. The following was part of >what was posted on Av-web.com. I followed up on the Rotax site, and it >was true. Looks like we missed out though (Dec. >20 cutoff). Story of my life.... > >Ed in JXN >MkII/503 > >(SNIP) > >Scope: To stimulate the market and assist the upcoming Sport >Aircraft transitions a special offer has been developed. A type 503 >SCDI engine, complete, with the carburetion and fuel pump, the >exhaust, will be offered as replacement for exchange to all owners >of the aircraft engine version type 503. This will be regardless of >age of the original engine or registration, as long as the serial >number is found within the current database. No snowmobile serial >numbers will be accepted for this exchange. Check with an >Authorized Rotax Service Center to see if your serial number >applies. >To qualify > >The owner must ship, at his expense, all the required parts to >the Service Center to remove this engine from service. The >retention of any of the parts is not allowed. > >The parts to be returned are: >1) The engine assembly, crankcase, cylinders and heads with >ignition attached. >2) The exhaust system complete >3) The carburetors, fuel pump >4) The recoil starter. > >(In the event the engine has only a magneto end electric start, >the new engine will have the recoil removed for installation of the >electric starter) > >The new type 477 engine must be registered at the time of sale >by the Service Center for warranty to begin immediately, no >deferral of start times. The owner will pay $2500.00 USD to the >Service Center, plus any shipping and handling of the new >engine. >Suggested retail = $3273.00 Trade in sale price $2500.00 >Effective date: July 1, 2004 >Termination date: December 20, 2004 > >(SNIP) > > ________________________________________________________________________________
From: "Vann Covington" <vann_covington(at)ncsu.edu>
Subject: HKS
Date: Dec 30, 2004
I enjoy the list but usually do not participate. I respect and enjoy the questions and responses and have learned a lot simply by observing. I have been flying a KXP for about 250 hours now with a 503. I have learned to live with the limitations of space a fuel capacity but have always had my eye open for a 4 stroke that would satisfy the limited wt and power requirements of the aircraft. I am not interested in going any faster. The 35 to 90 envelope suits me fine. An ideal choice seems to be a 50 to 60 hp single rotary (which is actually a 2 stroke) originally made by Midwest but now manufactured by Diamond for motorgliders. Is anyone on the list familiar with this engine? It comes with a gear reduction and is said to be very smooth and reliable. I feel that if imported and marketed that this engine would be an ideal engine to replace the 503. I have written to the company but have had little luck and getting them to respond. Also a consideration is the HKS. Is there any reason that this engine should not be considered for the KXP. John, your opinion on this would be greatly appreciated. ________________________________________________________________________________
From: "Rusty" <13brv3c(at)bellsouth.net>
Subject: small rotary engine was HKS
Date: Dec 30, 2004
An ideal choice seems to be a 50 to 60 hp single rotary (which is actually a 2 stroke) originally made by Midwest but now manufactured by Diamond for motorgliders. Is anyone on the list familiar with this engine? ----------------- I've seen them online, but never could get any info. If you really want to feel like a kid on the wrong side of the glass at the candy display, check this out: http://www.uavenginesltd.co.uk/index.php?id=393 They won't sell the engines for use in a manned aircraft, which means that the UK's legal system must be just as screwed up as ours in the US. I almost bid on a pallet of 4 surplus AR801R engines a few months ago. Just stumbled onto it at the last minute, and didn't have enough time to find out exactly who made them until it was too late. 4 new complete engines went for something like $12k. Doh! Only one pallet of engines sold, and several other pallets didn't receive a reserve bid. Never saw them re-appear, and eventually lost the link to the surplus auction. It was in AZ somewhere IIRC. BTW, the rotary engine is not a two stroke, nor is it a four stroke. It's "rotary" (no strokes). People always try to compare displacements, etc with those funny piston engines, but there really is no direct way to compare. I do agree that it would be great if one of the small commercially made rotaries would become available for use at a reasonable price, but in all the years I've waited for it, I just don't think it's any closer to being a reality. Our only alternative is using stock Mazda parts, which will never quite make it to the weight range of most two strokes. I'm convinced that a single rotor Mazda conversion can be superior to a 912S though. It would require some parts that aren't readily available, but I'm planning to build one (somehow) anyway. Cheers, Rusty Van's RV-3B, Mazda 13B two rotor (flying) Kolb Slingshot, Mazda single rotor (initial planning of engine) ________________________________________________________________________________
Subject: small rotary engine was HKS
Date: Dec 30, 2004
From: "Rayfield, Bill" <brayfield(at)kcc.com>
I wonder if they'll sell them to private individuals at all? You wouldn't really have to tell them what you were using it for, would you? I know, ethics and all, but I like the looks of these engines! Bill Rayfield Kimberly-Clark, Corp. Lexington Mill ph: 336-242-6653 fax: 920-969-4976 -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Rusty Subject: RE: Kolb-List: small rotary engine was HKS An ideal choice seems to be a 50 to 60 hp single rotary (which is actually a 2 stroke) originally made by Midwest but now manufactured by Diamond for motorgliders. Is anyone on the list familiar with this engine? ----------------- I've seen them online, but never could get any info. If you really want to feel like a kid on the wrong side of the glass at the candy display, check this out: http://www.uavenginesltd.co.uk/index.php?id=393 They won't sell the engines for use in a manned aircraft, which means that the UK's legal system must be just as screwed up as ours in the US. I almost bid on a pallet of 4 surplus AR801R engines a few months ago. Just stumbled onto it at the last minute, and didn't have enough time to find out exactly who made them until it was too late. 4 new complete engines went for something like $12k. Doh! Only one pallet of engines sold, and several other pallets didn't receive a reserve bid. Never saw them re-appear, and eventually lost the link to the surplus auction. It was in AZ somewhere IIRC. BTW, the rotary engine is not a two stroke, nor is it a four stroke. It's "rotary" (no strokes). People always try to compare displacements, etc with those funny piston engines, but there really is no direct way to compare. I do agree that it would be great if one of the small commercially made rotaries would become available for use at a reasonable price, but in all the years I've waited for it, I just don't think it's any closer to being a reality. Our only alternative is using stock Mazda parts, which will never quite make it to the weight range of most two strokes. I'm convinced that a single rotor Mazda conversion can be superior to a 912S though. It would require some parts that aren't readily available, but I'm planning to build one (somehow) anyway. Cheers, Rusty Van's RV-3B, Mazda 13B two rotor (flying) Kolb Slingshot, Mazda single rotor (initial planning of engine) This e-mail is intended for the use of the addressee(s) only and may contain privileged, confidential, or proprietary information that is exempt from disclosure under law. If you have received this message in error, please inform us promptly by reply e-mail, then delete the e-mail and destroy any printed copy. Thank you. ============================================================================== ________________________________________________________________________________
From: EnaudZ(at)aol.com
Date: Dec 30, 2004
Subject: Re: small rotary engine was HKS
rotor engines are fuel hogs ________________________________________________________________________________
From: "Rusty" <13brv3c(at)bellsouth.net>
Subject: small rotary engine was HKS
Date: Dec 30, 2004
rotor engines are fuel hogs ------------ I'd be really interested to hear the data you have to support this. Why not come over to the flyrotary list and fill us all in :-) Rusty (and NO, the seals don't go bad quickly either) ________________________________________________________________________________
From: "woody" <duesouth(at)govital.net>
Subject: Re: small rotary engine was HKS
Date: Dec 30, 2004
> rotor engines are fuel hogs > ------------ > I've heard that also. Had one in a Mazda rx7. Could not compare it to a 4 cyl. like most mazdas. It had the power of a mid size V8 and drank gas like one. If you want power you have to pay for it. Usually at the gas pump. ________________________________________________________________________________
Date: Dec 30, 2004
From: The Kuffels <kuffel(at)cyberport.net>
Subject: Re: Sport pilot papers?
Kirk Smith: I got a private certificate but no medical. Do I have to get any paperwork for Sport Pilot Robert Bean: PPL and a current BFR will do the job. jerb: For PPL to get your BFI, you have to be pilot in command which means you have to have a valid medical. To exercise the privileges of Sport Pilot category under a PPL, can you get a BFI to permit you to exercise only those privileges. A few fine print clarifications. Kirk, it depends on why you have no medical. If it simply expired, all is well and good. All you need is a current BFR. If it was revoked, suspended, surrendered, denied, etc. you are SOL. In this case you must get a waiver from the FAA. For all practical purposes, this will be the same as getting a medical, including time limits to retest to extend the waiver. Given enough political pressure this may change in the future. Jer, not quite. To my shame, I was the instrutor whose nasty questions forced the FAA to change the BFR regulation to explicitly state a BFR was a minimum of 1 hour of ground and 1 hour of flight *instruction*. The upside is the CFI is pilot in command during a BFR (he is liable if anything goes wrong, FAR violated, etc) and the pilot receiving the BFR does not need a current medical. Also, there is no type limit to a BFR. Any will do. You could take yours as a Sport pilot, go get a medical and immediately fly anything for which you are rated without another BFR. Tom Kuffel Whitefish, MT Building Original FireStar ________________________________________________________________________________
From: N27SB(at)aol.com
Date: Dec 30, 2004
Subject: Re: WetFly flies again
Hello to all, We finally got good weather again and I trailered the Wet Fly back out to the lake. Flight #1 was an easy takeoff and a good landing. Flight #2 was a bunch of T&Gs. The Firefly is really just a nice little airplane and on floats it is even better. Flew over the BIG lake at 10 feet several times turning to avoid a bunch of boats Spec fishing. Speckled Perch or Crappies. Its really cool to fly that low and be able land at any moment. I only have about 2 hours in the Firefly and I feel like I am wearing it already. Steve Boetto WetFly #007 On the water and on the wing. ________________________________________________________________________________
From: "Bob and Jenn B" <tabberdd(at)hotmail.com>
Subject: Sport Pilot
Date: Dec 31, 2004
Check out www.sportpilot.org for all the answers from the EAA. Bob ________________________________________________________________________________
From: "Edward Steuber" <esteuber(at)rochester.rr.com>
Subject: Fuel Feed
Date: Dec 31, 2004
Gang, Have been thinking about trying to increase my fuel in my Ultrastar by 5 gallons behind the 5 gallon seat tank...... the seat tank is lower than the proposed tank mounted in the cage and I have ruled out using the vent on the seat tank because of a possibility of leaks at the cap and vent....sooo....my question is : If I use a dual feed pulse fuel pump , will I experience any problems when one tank runs dry ( probably the high tank )? Will air be pumped into the fuel line from the empty tank ? Will I need a check valve to keep the high tank from being filled ? The seat tank has a check valve in the squeeze bulb so that should keep the fuel from being pushed into the seat tank....How about when it is not being flown ....parked ? I would like to eliminate any valves so the fuel system will require no pilot input (idiot proof) Anybody have any experience with this set-up ? I just thought I might save myself a lot of trouble ,money and time by asking . I did not find anything in the archives although I may have missed it. Thanks, ED ________________________________________________________________________________
Date: Dec 31, 2004
From: bryan green <lgreen1(at)sc.rr.com>
Subject: Re: small rotary engine was HKS
I located the name of the co. and sent an e-mail for info and price. Will post if I get a reply. Bryan Green Elgin SC jerb wrote: > >A few years back I believe it may have been that rotary displayed at Sun & >Fun. Cost then was in the 5-6K area if I recall right. My concern was no >base of installed units. there was a plane there that have one installed >but never seen it fly. They were sold by a UK company. >jerb > > > > > > ________________________________________________________________________________
From: "Denny Rowe" <rowedl(at)highstream.net>
Subject: Re: Fuel Feed
Date: Dec 31, 2004
> > > Gang, > Have been thinking about trying to increase my fuel in my > Ultrastar by 5 gallons behind the 5 gallon seat tank...... the seat tank > is lower than the proposed tank mounted in the cage and I have ruled out > using the vent on the seat tank > because of a possibility of leaks at the cap and vent....sooo....my > question is : If I use a dual feed pulse fuel pump , will I experience any problems when one tank runs dry ( probably the high tank )? Will air be pumped into the fuel line from the empty tank ? Will I need a check valve to keep the high tank from being filled ? The seat tank has a check valve in the squeeze bulb so that should keep the fuel from being pushed into the seat tank....How about when it is not being flown ....parked ? I would like to eliminate any valves so the fuel system will require no pilot input (idiot proof) Anybody have any experience with this set-up ? > I just thought I might save myself a lot of trouble ,money and > time by asking . I did not find anything in the archives although I may > have missed it. > > Thanks, > > ED Ed, I would stick with the regular single Mikuni impulse pump you already have, and buy a two into one selector valve from one of the UL suppliers like Olenick, LEAF, Spruce, CPS, or Lockwood. The arrangement working from what I assume is a single carb toward the tanks would go as follows. Fuel line from carb inlet to out put of Mikuni pump, fuel line from inlet of pump to fuel filter output, fuel line from filter input to primer bulb output, fuel line from primer bulb input to fuel selector valve, Than each of the two inlets to the valve are plumbed to a tank and don't forget the finger strainers in the bottom of your tanks. This way you don't have any cross flow issues, you only draw from the tank that is selected. Hope I didn't forget anything. Denny Rowe ________________________________________________________________________________
Date: Dec 31, 2004
From: Charles & Meredith Blackwell <wozani(at)optonline.net>
Subject: 503 fuel tank
"Another possible solution might be larger gas tanks for 503s. is anyone carring more than 10 gallons in a Firestar or Mark II?" John and other MKII fans: I've been flying with twin 6 gallon tanks, clearish plastic in the position of the originals. Can do about 4 hours cruising at roughly 60mph if I wanted to, but my back and butt decide it is enough by the time I've hit 3 hours, my longest flight. The 503 was rebuilt before I bought it and has 60 hours on it now. The DCDI is the original and I want to atleast replace the linkages this spring. So far, so good. Charlie, NJ MKII ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Fuel Feed
Date: Dec 31, 2004
| I have ruled out using the vent on the seat tank | because of a possibility of leaks at the cap and vent.... | | ED Morning Ed/Gang: Increasing fuel capacity was always a quest in my Ultrastar and Firestar. US was built with standard 2 each 1.75 gal go kart tanks. After first 80 mile cross country, decided I needed more fuel. I ran out of gas a foot from touch down at home base. Got on the phone, called Little Mike at Old Kolb, for another 1.75 gal tank. Mounted it above the engine. Gravity fed it into the two bottom tanks with a single valve when required. Later, Old Kolb had a 6 gal tank manufactured to fit the same space under the knees as the two go kart tanks. I got one and continued to use the 1.75 gal tank behind me for a reserve. Started out building the Firestar knowing I needed more than 5 gal fuel. Bought a Ken Brock seat tank. Advertised as 9 gal. Real world capacity was more like 8 gal. The normal 5 gal tank in the rear was my reserve tank. I'd fly 2 hours off the clock hit a single valve and gravity feed the 5 gal tank into the 8 gal seat tank. Worked great, most of the time. Did, on a couple occassions, forget to turn on reserve tank at the end of two hours. One forced landing to the ground and one restart just prior to what would have been a disasterous landing in the muck fields near Lake Okachobee, Florida. Mechanically, both US and FS fuel systems worked great. However, the seat tank took up a lot of cockpit space. After putting the FS on its back in a cotton field, after an engine out, with fuel running down my neck into my helmet, I decided it was time to put an overboard fuel vent in the seat tank. Sealed up the vented cap with silicone seal, plumbed the top of the tank for a barbed fitting, ran a vent line down through the bottom of the fuselage. November 1987, cross country flight from Titus, AL, to Miami, FL, engine failure over Sebring, FL. Landed on foot ball field at Sebring Highschool. Discovered little ball of silicone seal had stopped up valve in primer bulb. Last time I ever used silicone seal around any fuel system. Winter 1988-89, during a complete overhaul of the Firestar, built an 18 gal aluminum fuel tank. Mounted it in the area above and behind the bulkhead. Solved my fuel capacity problem. Used the same system, 25 gal aluminum tank, in the MKIII. No fuel capacity problems there either. The one problem with my system of gravity feeding fuel from reserve to main tank is remembering to turn that one little valve on. However, I like that system, for its simplicity, much better than adding additional plumbing/valves/pumps/etc. Take care, john h ________________________________________________________________________________
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: 503 fuel tank
Date: Dec 31, 2004
You might want to do some re-shaping of your seat with Temperfoam. Worth its' weight in gold, and there should be lots in the archives on it. I find that extra lumbar support makes a huge difference for me. No.....not in Vamoose - yet. :-) Lar. Do not Archive. Larry Bourne Palm Springs, CA Building Kolb Mk III N78LB Vamoose www.gogittum.com ----- Original Message ----- From: "Charles & Meredith Blackwell" <wozani(at)optonline.net> Subject: Kolb-List: 503 fuel tank > > > "Another possible solution might be larger gas tanks > for 503s. is anyone carring more than 10 gallons in a > Firestar or Mark II?" > John and other MKII fans: I've been flying with twin 6 gallon tanks, > clearish plastic in the position of the originals. Can do about 4 hours > cruising at roughly 60mph if I wanted to, but my back and butt decide it > is enough by the time I've hit 3 hours, my longest flight. The 503 was > rebuilt before I bought it and has 60 hours on it now. The DCDI is the > original and I want to atleast replace the linkages this spring. So far, > so good. > > Charlie, NJ MKII > > > ________________________________________________________________________________
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Monument Valley Pic
Date: Dec 31, 2004
Surfing the Nikon Talk Forum a minute ago, and ran across this panorama shot that a guy had put together. I like the winter lighting, but not his little buddy in the center of the pic. Anyway, thought folks might enjoy it. Take a look at: http://forums.dpreview.com/forums/read.asp?forum1007&message11640517 Larry Bourne Palm Springs, CA Building Kolb Mk III N78LB Vamoose www.gogittum.com ________________________________________________________________________________
Date: Dec 31, 2004
From: Steve Kroll <muso2080(at)yahoo.com>
Subject: Re: Motorgliders
Vann.....all I learned to fly in glider and there is no doubt, that ASH-25 is a beautiful ship. 60: 1 (good grief!) that angle is dang near flat. Here in Texas in the summer you'd never have to come down with a glide like that....cept to relieve one's bladder. The only thing 'good' about summer in Texas is the thermals. I have a 6 hour flight in my logbook flying a 1-26 (22: 1 glide) I've always considered a mortorglider to be the optimal flying machine but I've never liked the concept of the retractable engine. The engine is often used for saves over hostile terrain and I would want my engine readily available (as in NOT stowed away) at a time like that. Of course, at over a hundred grand a copy for an ASH-25, I would guess they have the retract/extend process pretty well perfected. That pricetag pretty much puts a commercially built motorglider out of my reach but, there are some interesting machines in the homebuilt category....the S2-a and the Windrose being a couple of examples. I have the plans for a 13 meter Windrose if anybody is interested. There is also a 15 meter wing plan available for this ship. Steve Kroll Mk-2 503 SCSI (no archive) ________________________________________________________________________________
From: "woody" <duesouth(at)govital.net>
Subject: Re: Fuel Feed
Date: Dec 31, 2004
> November 1987, cross country flight from Titus, AL, to Miami, FL, > engine failure over Sebring, FL. Landed on foot ball field at Sebring > Highschool. Discovered little ball of silicone seal had stopped up > valve in primer bulb. Last time I ever used silicone seal around any > fuel system. Reminds me of an adventure I had with my Twinstar. On occasion it would run real rough - surging. I checked everything without finding anything. After the second time I decided to tear apart the fuel system. I too had a smaller tank fitted to the big tanks and sealed all vents and the cap with silicone. When I took off the cap I found this big silicone worm. I figure that on occasion it would drift over to the vent hole or fuel line and partially plug it. I won't use silicone inside a tank again. ________________________________________________________________________________
From: "Sean Caranna" <VP2Flyer(at)cfl.rr.com>
Subject: New Kolb forum
Date: Dec 31, 2004
I've started a new aircraft homebuilding forum at http://www.WingsForum.com "They" say that a picture is worth a thousand words. The ability to attach spreadsheets, documents, and CAD files can speak volumes. I am not asking anyone to leave this list. I'm just offering an additional resource that will offer easily accessible photo and data file content intergraded with the message threads. http://www.wingsforum.com also has form based email and private messaging that will nonpublic communications while protecting your email address from SPAM email harvesters. http://www.WingsForum.com was created because the email based groups just can't compete with the forum format for organization of topics, searching information already covered by a group, and relevancy of information presented. I can't tell you how many HOURS of my life have been wasted scrolling through off topic threads and information irrelevant to my search on Yahoo and MSN groups. Lets face it, if you are looking for info on your spar why should you need to scroll through 30 email post on firewalls 5 about rudders and 2 about nothing at all? At http://www.WingsForum.com you will find topics well organized, pictures and relevant files directly attached to their post, private messaging, and more all on one site. Forum membership is, and will always be, FREE. Try in out, it cost nothing, and you just might like it. If you don't like it just let me know how I can improve the site. Email Digest are available for those who prefer them. You can customize them for what forums you want to watch, if you want a short excerpt or full messages of up to 36,000 characters, and what time of day they will be delivered to you. Users just click the Digest link at the top of the page once logged in to enable them. Thanks for your consideration, Sean C. Caranna ________________________________________________________________________________
Date: Jan 01, 2005
From: John Jung <jrjungjr(at)yahoo.com>
Subject: Re: Fuel Feed
Ed and Group, My first ultralight, an Eagle XL, had only a 4 gallon tank up high on the root tube. In order to fly cross-country, I added an unvented seat tank, and let the original tank drain into it. I used no valves, and the original pump took gas from the seat tank. It work good, and got me to Oshkosh and back, when winds would have prevented me from doing so on only 4 gallons. When I didn't need the extra gas, I just filled the seat tank, and let it vent through the top tank. This is very similar to the set-up in my Firestar II, except both tanks are at the same level. The tank that I pump from is vented trough the second tank, so that it draws all the gas out of it before starting to empty. It's a simple setup that has worked perfectly for 150 hours. John Jung Firestar II Surprise, AZ __________________________________ http://mobile.yahoo.com/maildemo ________________________________________________________________________________
From: PaulServaty(at)aol.com
Date: Jan 01, 2005
Subject: Re: Kolb-List Digest: 21 Msgs - 12/31/04
1-1-05 Time:0745EST From: Paul _Servaty(at)AOL.com_ (mailto:Servaty(at)AOL.com) Subj. Aux Fuel Tank For long distance flights I add a 5 gal. fuel tank purchased from Wal-Mart for about $5 2yrs ago. Unavailble now as everything "safety" made. Using light cargo straps I suspend it behind my sling seat using the eng.mount tube for support. It is front of my main tank which is a 6gal. boat waste tank. I hand pump fuel with a squeeze bulb while flying. Good exercise-no way of main draining into aux. & no electrics. Simple & safe.I now have approx. 130 to 180 mile range with fuel to spare. I mounted a small rear-view mirror facing aft to moniter fuel level in main tank. It takes 5 min. to install & 1 min. to remove aux. tank & then have the tank to carry for purchasing more fuel. The aux fuel tank makes you lean forward in the seat and have the stick all the way back on take-off. I have about 30 flights doing this & leave it out for local flights. Hope this helps FLY SAFE HAPPY NEW YEAR Paul "OUTLAW" Servaty ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Fuel Transfer
Date: Jan 01, 2005
> I hand pump fuel with a squeeze bulb while flying. > Good exercise-no way of main draining into aux. & no electrics. > > Paul "OUTLAW" Servaty Good Morning Paul/All: Happy New Year everyone! Man, that is a lot of squeezing. I used a Facet Electronic Fuel Pump in my Firestar, powered with Rotax 447, no battery installed. Wired it right in to the regulator/rectifier, through a toggle switch. Worked great. The pump is very light and reliable. A flip of the switch beats all that exercise to transfer 5 gal of fuel. Take care, john h titus, alabama MKIII/912ULS ________________________________________________________________________________
Date: Jan 01, 2005
From: John Jung <jrjungjr(at)yahoo.com>
Subject: Re: HKS
Vann and Group, I have had an interest in the HKS, and have questioned pilots about fuel burn, etc. The reports that I've gotten are very good, but they are not from Kolbs. Even 503's in Challengers have significantly better fuel burn than Kolbs. Also, 912's and Jabiru's burn a lot of gas in Kolbs when the speeds are up. So, I wonder how much of our fuel burn problems are just part of the Kolb design, and not caused by the engine. My 503 has burned as little as 2 gph at 45 mph, so 503's on Kolbs can be efficient when speeds are right. Plus, I was reminded of my other problem with cross countries. Even if my new seat allows me to comfortably run out the gas tanks, my bladder won't. And I don't even drink coffee! As far as putting an HKS on a Firestar, I would do it if I didn't already have a good 503, and they didn't cost so much. To spend more money, I feel that it needs to be justified, and I have my doubts about that. John Jung Firestar II 503 Surprise, AZ __________________________________ http://my.yahoo.com ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: HKS
Date: Jan 01, 2005
> Also, 912's and Jabiru's burn a > lot of gas in Kolbs when the speeds are up. > John Jung Hi John J/Gang" Mounted in my MKIII, the 912 burned 4 gph at 5,000 rpm producing 85 mph. My 912ULS burns 5 gph at 5,000 rpm producing 85 mph. The 582 burned 5.0 to 5.5 gph at 5,800 rpm producing 85 mph. Course there was significant difference in climb performance, but can not remember what it was without digging out old log books and notes. Also, the above comparison indicates my MKIII is an 85 mph cruise speed airplane. My Firestar, powered with point ign 447 burned 3.5 to 3.75 gph at 5,800 rpm. If I remember correctly, that produced about 70 mph. Again, I'd have to dig out log books to confirm, and I am not at home. The other outstanding attributes of our Kolb aircraft far outweigh less than desireable fuel burn. Hard to beat a 912 for performance, relilability and economy of fuel burn. Take care, john h ________________________________________________________________________________
From: "Steve Garvelink" <link(at)cdc.net>
Subject: HKS
Date: Jan 01, 2005
Guys you just can not get around front plate area.. Kolbs have a lot of drag at higher speeds. If you want great numbers look up Lafayette sportsters. They do 175 to 200 miles per hour on the 912 and the same burn. But you wont fly them to Alaska and see the bush like Mr Hauck. -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of John Hauck Subject: Re: Kolb-List: HKS > Also, 912's and Jabiru's burn a > lot of gas in Kolbs when the speeds are up. > John Jung Hi John J/Gang" Mounted in my MKIII, the 912 burned 4 gph at 5,000 rpm producing 85 mph. My 912ULS burns 5 gph at 5,000 rpm producing 85 mph. The 582 burned 5.0 to 5.5 gph at 5,800 rpm producing 85 mph. Course there was significant difference in climb performance, but can not remember what it was without digging out old log books and notes. Also, the above comparison indicates my MKIII is an 85 mph cruise speed airplane. My Firestar, powered with point ign 447 burned 3.5 to 3.75 gph at 5,800 rpm. If I remember correctly, that produced about 70 mph. Again, I'd have to dig out log books to confirm, and I am not at home. The other outstanding attributes of our Kolb aircraft far outweigh less than desireable fuel burn. Hard to beat a 912 for performance, relilability and economy of fuel burn. Take care, john h ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: New Kolb forum
Date: Jan 01, 2005
| I am not asking anyone to leave this list. I can't tell you how many HOURS of my life have been wasted | scrolling through off topic threads and information irrelevant to my search | on Yahoo and MSN groups. | | At http://www.WingsForum.com you will find topics well organized, pictures | and relevant files directly attached to their post, private messaging, and | more all on one site. Forum membership is, and will always be, FREE. Try | in out, it cost nothing, and you just might like it. If you don't like it | just let me know how I can improve the site. | Thanks for your consideration, | | Sean C. Caranna Hi Sean/Gang: I am not asking you to leave your List either. However, the Kolb Builders List is the best on the internet. Most of us have been on this particular List many years. I don't have time for two Lists, so I stick to the best. Our List is a little cluttered, archives take a little work to get info, but if that fails, all one has to do is ask for the info on the List and they get it. I checked out yours. It was neat, orderly, quick, and contained no info or members. Over the years several folks have tried the same ploy you are using and failed............ Venting my personal feelings again, john h MKIII/912ULS hauck's holler, alabama ________________________________________________________________________________
From: "Sean Caranna" <VP2Flyer(at)cfl.rr.com>
Subject: Re: New Kolb forum
Date: Jan 01, 2005
As I said before, I'm not suggesting that anyone leave matronics, it's a good list. I just want to provide a service that will add some functionality. I think the ability to attach photos, spreadsheets, and PDF files that relate to the kolb will be helpful to many users. The main problem I have with email based list is that they are highly targeted by spammers to harvest email addresses. All post in the archives include the sender's email address. Happy New Year! Sean C. ----- Original Message ----- From: "John Hauck" <jhauck(at)elmore.rr.com> Subject: Fw: Kolb-List: New Kolb forum > > ----- Original Message ----- > From: "John Hauck" <jhauck(at)elmore.rr.com> > To: > Sent: Saturday, January 01, 2005 11:30 AM > Subject: Re: Kolb-List: New Kolb forum > > > | > | | I am not asking anyone to leave this list. > | > | I can't tell you how many HOURS of my life have been wasted > || scrolling through off topic threads and information irrelevant to > my > | search > || on Yahoo and MSN groups. > || > || At http://www.WingsForum.com you will find topics well organized, > | pictures > || and relevant files directly attached to their post, private > | messaging, and > || more all on one site. Forum membership is, and will always be, > | FREE. Try > || in out, it cost nothing, and you just might like it. If you don't > | like it > || just let me know how I can improve the site. > | > || Thanks for your consideration, > || > || Sean C. Caranna > | > | Hi Sean/Gang: > | > | I am not asking you to leave your List either. However, the Kolb > | Builders List is the best on the internet. Most of us have been on > | this particular List many years. I don't have time for two Lists, > so > | I stick to the best. > | > | Our List is a little cluttered, archives take a little work to get > | info, but if that fails, all one has to do is ask for the info on > the > | List and they get it. I checked out yours. It was neat, orderly, > | quick, and contained no info or members. > | > | Over the years several folks have tried the same ploy you are using > | and failed............ > | > | Venting my personal feelings again, > | > | john h > | MKIII/912ULS > | hauck's holler, alabama > | > > ----- Original Message ----- From: "jerb" <ulflyer(at)verizon.net> Subject: Re: Kolb-List: New Kolb forum > Sean, > Not sure what your search problems were for the Kolb list - it's not Yahoo > or MSN operated. Unlike the others, Matronics archives all the post not > so marked otherwise. This is why it is so important for users to update a > message's subject field to relate to the actual topic being discussed. > Don't see where that will change. (If your willing to make a contribution > to the list operator, he'll even send you a CD of the archives of all the > list he host.) I subscribe to several of the list hosted by Matronics > thus support it. Only value I see you might add would be if someone needs > a place quickly post a photo for other to view. Other than that I think > your effect adds more background noise. > Just my opinion, > jerb ________________________________________________________________________________
Date: Jan 01, 2005
From: Steve Kroll <muso2080(at)yahoo.com>
Subject: Re: Motorgliders
Jack...everybody, I have looked at Jim Marske's birds too. My only concern about flying wing designs has always been pitch sensitivity. I don't have a lot to base that concern on, having only flown tailed designs, but the proof would be in the pudding. So far I have not seen any of his designs in the flesh but the Monarch looks interesting. Another concept that appeals to me is the (very) ultralight glider designs like the Goat. At 140lbs, it would be easily towable by a Mk2. Not much in the way of glide ratio but at it's 140 lb weight, would be easy to keep aloft in summer thermals and the build is very similar to any Kolb design. The late Jim Maupin, designer of the Windrose motorglider, also designed a superlight ship called the Carbon Dragon. With claimed empty weights of 110 lbs, this is another ship that could be launched by towing with a Kolb. This ship also has a relatively decent glide ratio (26: 1) but requires some rather high tech building skills with the use of carbon fiber in the construction. The Windrose , on the other hand, uses fairly conventional wood bulkhead and longeron building methods with the exception of the wing itself, which is high density foam core blocks templated on each end of the block and cut with a hot wire to the profile. The blocks are then glued together making for a highly accurate wing profile which is then covered with glass much like a surfboard. Launch power is provided by a Rotax 503 mounted inverted and in the pusher config. within the fuselage driving a tiny (32 inch) prop direct. It would be a relief to the ears to shut this puppy off when reaching the first thermal but, as in almost any design, there are compromises. The 15 meter version is capable of mid- 30's glide ratio powered down which would take some of the sting out of the ear-busting powered launch. It's an odd looking ship compared to conventional glass ships but the beauty comes in it's functionality. Steve Kroll Mk2 503 SCSI --------------------------------- ________________________________________________________________________________
From: "dama" <dama(at)mindspring.com>
Subject: Anyone know a good Rotax Mecahnic?
Date: Jan 02, 2005
I am approaching 250 hours on my Firestar II and the 503 has never been opened up. I don't want to mess with a good thing but don't want to push it either. It's 4+ years old and has had only spark plugs, clean air filters, and precisely mixed oil with Marvels Mystery Oil for maintenance. I am thinking that a decarbon with new case seals may take it to 400 or 500 hours. I know that there are many opinions on this subject that point to just flying on but I prefer to invest in reliability, especially over the trees of Georgia. I will gladly remove it and ship as it would give an opportunity to do a really good inspection on the airframe. Who has a good reputation? Thanks, Kip http://www.springeraviation.net/ ________________________________________________________________________________
From: Cat36Fly(at)aol.com
Date: Jan 02, 2005
Subject: Rotax Mechanic
All of the guys at my airport use Lockwood Aviation, Sebring Fla. One guy trucked his 912 down and stayed to watch them do his overhaul and came back home with it within a week. ________________________________________________________________________________
From: "dama" <dama(at)mindspring.com>
Subject: Re: Rotax Mechanic
Date: Jan 02, 2005
I've thought about Lockwood. They are only one state down. I would love to see it torn down also... Kip http://www.springeraviation.net/ ----- Original Message ----- From: <Cat36Fly(at)aol.com> Subject: Kolb-List: Rotax Mechanic > > All of the guys at my airport use Lockwood Aviation, Sebring Fla. One guy > trucked his 912 down and stayed to watch them do his overhaul and came back home > with it within a week. > > ________________________________________________________________________________
Date: Jan 02, 2005
From: jerb <ulflyer(at)verizon.net>
Subject: Re: Anyone know a good Rotax Mecahnic?
Contact Tom Olenik at http://www.buyitsellitfixit.com Tom has had a very high customer satisfaction for the work he has done in the past. Might give him a call see what he can do for you. jerb > >I am approaching 250 hours on my Firestar II and the 503 has never been >opened up. I don't want to mess with a good thing but don't want to push it >either. It's 4+ years old and has had only spark plugs, clean air filters, >and precisely mixed oil with Marvels Mystery Oil for maintenance. I am >thinking that a decarbon with new case seals may take it to 400 or 500 >hours. I know that there are many opinions on this subject that point to >just flying on but I prefer to invest in reliability, especially over the >trees of Georgia. I will gladly remove it and ship as it would give an >opportunity to do a really good inspection on the airframe. Who has a good >reputation? >Thanks, >Kip > >http://www.springeraviation.net/ > > ________________________________________________________________________________
From: "dama" <dama(at)mindspring.com>
Subject: Re: Anyone know a good Rotax Mecahnic?
Date: Jan 02, 2005
I recieved an email from someone at Olenik that said he was not doing Rotax work anymore. Go figure... Kip http://www.springeraviation.net/ ----- Original Message ----- From: "jerb" <ulflyer(at)verizon.net> Subject: Re: Kolb-List: Anyone know a good Rotax Mecahnic? > > Contact Tom Olenik at http://www.buyitsellitfixit.com > Tom has had a very high customer satisfaction for the work he has done in > the past. Might give him a call see what he can do for you. > jerb > > > > > >I am approaching 250 hours on my Firestar II and the 503 has never been > >opened up. I don't want to mess with a good thing but don't want to push it > >either. It's 4+ years old and has had only spark plugs, clean air filters, > >and precisely mixed oil with Marvels Mystery Oil for maintenance. I am > >thinking that a decarbon with new case seals may take it to 400 or 500 > >hours. I know that there are many opinions on this subject that point to > >just flying on but I prefer to invest in reliability, especially over the > >trees of Georgia. I will gladly remove it and ship as it would give an > >opportunity to do a really good inspection on the airframe. Who has a good > >reputation? > >Thanks, > >Kip > > > >http://www.springeraviation.net/ > > > > > > ________________________________________________________________________________
From: Timandjan(at)aol.com
Date: Jan 02, 2005
Subject: Marvels Mystery Oil
In a message dated 1/2/05 9:17:26 PM, ulflyer(at)verizon.net writes: > >I am approaching 250 hours on my Firestar II and the 503 has never been > >opened up. I don't want to mess with a good thing but don't want to push it > >either. It's 4+ years old and has had only spark plugs, clean air filters, > >and precisely mixed oil with Marvels Mystery Oil for maintenance. I am > >thinking that a decarbon with new case seals may take it to 400 or 500 > >hours. I know that there are many opinions on this subject that point to > >just flying on but I prefer to invest in reliability, especially over the > >trees of Georgia. I will gladly remove it and ship as it would give an > >opportunity to do a really good inspection on the airframe. Who has a good > >reputation? > >Thanks, > >Kip > You have been using marvels in the 503, are you using oil injection or premixed. I use it regularly (marvels) in my Piper Cub Continetal A65 but never in my Rotax 503 on the Firestar 2, I have 220 hours with the oil injection and they are trouble free hours. I have always been told to not use anything that mixes with the oil in the 2 cycle motors except the oil. The MArvels is a godsend with the aircraft engines, what is everyones experience with with Rotaxes? Thanks ________________________________________________________________________________
Date: Jan 02, 2005
From: Jack & Louise Hart <jbhart(at)ldd.net>
Subject: Re: Alternative Engine Considerations
> >Charlie, Jack, Ed...et al > >We've been talking about more power and more 'reliable' power for the Firestar, Mk2, Firestar2 and such. But I wonder if anybody has considered "less" power to be an option in order to gain the dependability , smaller fuel burn, and other advantages of the 4 cycles? I am now considering in particular the half VW conversions. One of the manufacturers of VW kit conversions offers a 38hp model. Considering I only have 46 with my 503 SCSI, that's not a huge drop and I expect the only performance change might be the climb performance and short-field capabilities we now enjoy with our Kolbs. As tough as that might be to give up, the idea of flying at 3000rpm with an engine whose parts are readily available and relatively (to Rotax) inexpensive is appealing. >I'm curious if anybody is flying a Kolb using a half-VW now and what their exprience is with it. Steve, I believe that a direct drive 1/2 Volkswagen engine would do well on a FireFly. Currently, I am using a three blade 54 inch diameter IVO on the Victor 1+. Previously, I ran a two blade of the same diameter. My best climb rate runs from 300 to 500 fpm depending on air temperature. I have to be careful when the air temperature exceeds 80 degrees. When this happens I have to pick up help from thermals around the airport to gain better climb rates. Once one gets to altitude and cooler air there is no problem. The FireFly will cruise well at 55 to 60 mph at just over two gph. I am using the same propeller diameter that is used on many 1/2 Volkswagen engines. Looking at Hummel Engine site, a 37 hp engine weighs 85 pounds. Going from an IVO to a Tennessee wood propeller would save several pounds. Also if one wanted to bust loose for aluminum NiCom cylinders, you could save another six pounds. This would put the engine weight at 79 pounds. Three 1/2 Volkswagen powered MiniMax fly into I02 on the weekends during the summer. They come from some where up close to St. Louis. I have been impressed by how easy they are to start and how quickly they can get off the ground. Jack B. Hart FF004 Jackson, MO Jack & Louise Hart jbhart(at)ldd.net ________________________________________________________________________________
From: "Richard Swiderwski" <rswiderski(at)earthlink.net>
Subject: Fuel Feed & Auxiliary Tanks
Date: Jan 02, 2005
Ed & Group, John's Jungs post below saved me some writing. I used the same technique on my Twinstar & SlingShot, it is a fail safe set up that has served me well for years. On my UltraStar, I put a auxiliary tank above the engine. My Ken Brok seat tank somehow kept the aux tank full, but I forgot how I did that at the moment. I do remember that the Mikuni fuel pump drew fuel from the seat tank & the aux tank had an overflow tube that drained back into the 9 gal tank below & the aux tank fed the twin carbs by gravity feed (I changed the float valves in the carbs to the gravity feed type.) When the seat tank went dry, it no longer would fill the aux tank, & then the aux tank then drained by gravity till empty. It was idiot proof & fail safe. Previous to this installation, I went the route of valving & eventually forgot to turn it & went on one of my 11 engine-out landings. By the way, another one of those 11 engine outs was due to another experiment using auxiliary tanks just as you described where the pump is drawing from two tanks & one goes empty. Well in that configuration the pump did suck air instead of fuel, and it was not at all intuitively obvious. In fact, I was quite puzzled for awhile as to the cause, since it worked fine until I made a long full throttle engine run, on a steep take off & banking to the left. I will not use a valve again, if there is another reasonable alternative. I need the odds stacked in my favor, not against me. By the way, to my knowledge, there is no RTV silicone available that is gas proof. A few are slightly resistant, but all will eventually dissolve. We can never use it where it comes in contact with gasoline or its vapor. Richard Swiderski -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of John Jung Subject: Re: Kolb-List: Fuel Feed Ed and Group, My first ultralight, an Eagle XL, had only a 4 gallon tank up high on the root tube. In order to fly cross-country, I added an unvented seat tank, and let the original tank drain into it. I used no valves, and the original pump took gas from the seat tank. It work good, and got me to Oshkosh and back, when winds would have prevented me from doing so on only 4 gallons. When I didn't need the extra gas, I just filled the seat tank, and let it vent through the top tank. This is very similar to the set-up in my Firestar II, except both tanks are at the same level. The tank that I pump from is vented trough the second tank, so that it draws all the gas out of it before starting to empty. It's a simple setup that has worked perfectly for 150 hours. John Jung Firestar II Surprise, AZ __________________________________ http://mobile.yahoo.com/maildemo ________________________________________________________________________________
Date: Jan 03, 2005
From: bryan green <lgreen1(at)sc.rr.com>
Subject: Re: Anyone know a good Rotax Mecahnic?
D & F Aviation Dwight Edmanson Goldsboro,NC 1-919-778-8816 >. I will gladly remove it and ship as it would give an >opportunity to do a really good inspection on the airframe. Who has a good >reputation? >Thanks, >Kip > >http://www.springeraviation.net/ > > > > ________________________________________________________________________________
From: "dama" <dama(at)mindspring.com>
Subject: Re: Marvels Mystery Oil
Date: Jan 03, 2005
I almost did not mention MM Oil as there is all kinds of advice and opinions but my own experience will keep me running with it. When I had 150 hours I flew to Greenville, SC for a decarbon. The owner of the old Flightworld had his entire day blocked out for my motor and, after looking at it through the top and exhast said "there is no reason to clean this engine". Now, 100 hours later, the rings are still free. Something seems to be working... Pennzoil Air-cooled 50:1 by the way. Regards, Kip http://www.springeraviation.net/ ----- Original Message ----- From: <Timandjan(at)aol.com> Subject: Kolb-List: Marvels Mystery Oil > > > In a message dated 1/2/05 9:17:26 PM, ulflyer(at)verizon.net writes: > > >I am approaching 250 hours on my Firestar II and the 503 has never been > > >opened up. I don't want to mess with a good thing but don't want to push it > > >either. It's 4+ years old and has had only spark plugs, clean air filters, > > >and precisely mixed oil with Marvels Mystery Oil for maintenance. I am > > >thinking that a decarbon with new case seals may take it to 400 or 500 > > >hours. I know that there are many opinions on this subject that point to > > >just flying on but I prefer to invest in reliability, especially over the > > >trees of Georgia. I will gladly remove it and ship as it would give an > > >opportunity to do a really good inspection on the airframe. Who has a good > > >reputation? > > >Thanks, > > >Kip > > > You have been using marvels in the 503, are you using oil injection or > premixed. I use it regularly (marvels) in my Piper Cub Continetal A65 but never in > my Rotax 503 on the Firestar 2, I have 220 hours with the oil injection and > they are trouble free hours. > > I have always been told to not use anything that mixes with the oil in the 2 > cycle motors except the oil. > > The MArvels is a godsend with the aircraft engines, what is everyones > experience with with Rotaxes? > > Thanks > > ________________________________________________________________________________
From: snuffy(at)usol.com
Subject: Re: Alternative Engine Considerations
Date: Jan 03, 2005
> Richard/Gang: > > Model of Kolbs and performance results with the GeoMetro would be > very interesting. Bob Bean has one on his Mark 3. Don't know how well it is performing though. Do not archive ________________________________________________________________________________
From: "flykolb" <flykolb(at)carolina.rr.com>
Subject: Re: Anyone know a good Rotax Mecahnic?
Date: Jan 03, 2005
I have used Dwight and was very pleased. Jim Mark III Charlotte,NC ----- Original Message ----- From: "bryan green" <lgreen1(at)sc.rr.com> Subject: Re: Kolb-List: Anyone know a good Rotax Mecahnic? > > D & F Aviation > Dwight Edmanson > Goldsboro,NC > 1-919-778-8816 > > > >. I will gladly remove it and ship as it would give an > >opportunity to do a really good inspection on the airframe. Who has a good > >reputation? > >Thanks, > >Kip > > > >http://www.springeraviation.net/ > > > > > > > > > > ________________________________________________________________________________
Date: Jan 03, 2005
From: jerb <ulflyer(at)verizon.net>
Subject: Re: Marvels Mystery Oil
Kip, How much MM oil are you adding per gallon of fuel. Thanks, jerb > >I almost did not mention MM Oil as there is all kinds of advice and opinions >but my own experience will keep me running with it. When I had 150 hours I >flew to Greenville, SC for a decarbon. The owner of the old Flightworld had >his entire day blocked out for my motor and, after looking at it through the >top and exhast said "there is no reason to clean this engine". Now, 100 >hours later, the rings are still free. Something seems to be working... >Pennzoil Air-cooled 50:1 by the way. >Regards, >Kip > >http://www.springeraviation.net/ >----- Original Message ----- >From: <Timandjan(at)aol.com> >To: >Subject: Kolb-List: Marvels Mystery Oil > > > > > > > > In a message dated 1/2/05 9:17:26 PM, ulflyer(at)verizon.net writes: > > > >I am approaching 250 hours on my Firestar II and the 503 has never been > > > >opened up. I don't want to mess with a good thing but don't want to >push it > > > >either. It's 4+ years old and has had only spark plugs, clean air >filters, > > > >and precisely mixed oil with Marvels Mystery Oil for maintenance. I am > > > >thinking that a decarbon with new case seals may take it to 400 or 500 > > > >hours. I know that there are many opinions on this subject that point >to > > > >just flying on but I prefer to invest in reliability, especially over >the > > > >trees of Georgia. I will gladly remove it and ship as it would give an > > > >opportunity to do a really good inspection on the airframe. Who has a >good > > > >reputation? > > > >Thanks, > > > >Kip > > > > > You have been using marvels in the 503, are you using oil injection or > > premixed. I use it regularly (marvels) in my Piper Cub Continetal A65 but >never in > > my Rotax 503 on the Firestar 2, I have 220 hours with the oil injection >and > > they are trouble free hours. > > > > I have always been told to not use anything that mixes with the oil in the >2 > > cycle motors except the oil. > > > > The MArvels is a godsend with the aircraft engines, what is everyones > > experience with with Rotaxes? > > > > Thanks > > > > > > ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Marvel Mystery Oil
Date: Jan 03, 2005
| How much MM oil are you adding per gallon of fuel. | Thanks, | jerb jerb/Gang: I have used MM oil for years in everything I own: diesel gas airplane truck boat tractors lawn mowers Normally, use what the directions on the container indicate: 1 qt to 80 to 100 gal. I end up using 8 oz per 25 gal in the 912ULS. Sometimes I double up on the amount of MM oil to really blow them out. Primarily use MM oil in fuel. However, to help clean up hydraulic lifters in my Nissan truck, and to do a clean up job on an old two cylinder JD tractor, I'll dump a qt in the crankcase, run a few hours prior to dumping and adding new oil and filter. I used MM oil exclusively in my fuel for the last flight to Alaska. Probably burned 98% 100LL and 2% auto fuel. The MM oil did as good a job or better than the Alcor TCP I used on the 2001 flight to scavenge lead from the 912ULS. It is much cheaper and less of a toxic hazard than the TCP. Also easy to buy at any Wal*Mart. I used MM oil in my Cuyuna ULII02 and Rotax 447, 582. I believe it helped keep the carbon soft and most of it blown out of the two strokes. Whether it works or not, it has a nice color and smells good. john h ________________________________________________________________________________
Date: Jan 03, 2005
From: "Bob N." <ronoy(at)shentel.net>
Subject: Re: Alternative Engine Considerations
Does anyone know specs (hp, torque, wt ) on the engines in small(er) hybrid cars? Bob N. ________________________________________________________________________________
From: "dama" <dama(at)mindspring.com>
Subject: Re: Marvel Mystery Oil
Date: Jan 03, 2005
Yeah, it's the sweet smell that keeps me a loyal (ab)user. I use what the bottle says. I think I use about 2 oz. per 5 gallons of gas... Kip http://www.springeraviation.net/ ----- Original Message ----- From: "John Hauck" <jhauck(at)elmore.rr.com> Subject: Re: Kolb-List: Marvel Mystery Oil > > | How much MM oil are you adding per gallon of fuel. > | Thanks, > | jerb > > jerb/Gang: > > I have used MM oil for years in everything I own: > > diesel > gas > airplane > truck > boat > tractors > lawn mowers > > Normally, use what the directions on the container indicate: > > 1 qt to 80 to 100 gal. > > I end up using 8 oz per 25 gal in the 912ULS. > > Sometimes I double up on the amount of MM oil to really blow them out. > > Primarily use MM oil in fuel. However, to help clean up hydraulic > lifters in my Nissan truck, and to do a clean up job on an old two > cylinder JD tractor, I'll dump a qt in the crankcase, run a few hours > prior to dumping and adding new oil and filter. > > I used MM oil exclusively in my fuel for the last flight to Alaska. > Probably burned 98% 100LL and 2% auto fuel. The MM oil did as good a > job or better than the Alcor TCP I used on the 2001 flight to scavenge > lead from the 912ULS. It is much cheaper and less of a toxic hazard > than the TCP. Also easy to buy at any Wal*Mart. > > I used MM oil in my Cuyuna ULII02 and Rotax 447, 582. I believe it > helped keep the carbon soft and most of it blown out of the two > strokes. > > Whether it works or not, it has a nice color and smells good. > > john h > > ________________________________________________________________________________
From: "Silver Fern Microlights Ltd" <kiwimick(at)sfmicro.fsnet.co.uk>
Subject: Xtra/Jabiru
Date: Jan 03, 2005
Gidday all, Just a quick update on the progress of our Xtra with a jab 2200 on top. we only have the wings to cover and paint now and she will be complete by the end of January (I hope). Today I ground run the engine for the first time and I am pleased to say that in 48 mins of running at 1200 rpm and the chocks under the wheels not once did the CHT's get near the maximum, so far so good, and boy it sure looks and sounds good. Will try and post some pics soon. Mike G-CDFA Xtra/Jab 2200 Silver Fern Microlights UK/European Kolb Distributor ________________________________________________________________________________
Date: Jan 04, 2005
From: John Jung <jrjungjr(at)yahoo.com>
Subject: Re: Alternative Engine Considerations
Steve and Group, About the 1/2 VW conversions: I may not be up-to-date, but from what I have seen, the 1/2 VWs have always been under-powered. By that I mean that they put out closer to 28 hp than 38 hp. I have seen one insallation that seemed to have real promise. It was a turbocharged two cylinder opposed, swinging a large prop. I can't remember the name of the base engine, but it was similar to the 1/2 VW, only with it's own case and heads. The builder added a turbo unit and installed it on a Fisher ultralight that looks like a Cub (202?). The performance was fantastic, very short take-off, low fuel burn, and relatively low cost to build. The turbo boost was only turned up for takeoff, if I remember correctly. But I lost track of the builder and the project after leaving Wisconsin. John Jung __________________________________ http://my.yahoo.com ________________________________________________________________________________
Subject: decarbon inspection?!
From: Jim Gerken <gerken(at)us.ibm.com>
Date: Jan 04, 2005
01/04/2005 11:51:23 AM 0.51 PLING_QUERY Subject has exclamation mark and question mark >From: "dama" <dama(at)mindspring.com> >Subject: Re: Kolb-List: Marvels Mystery Oil >I almost did not mention MM Oil as there is all kinds of advice and opinions >but my own experience will keep me running with it. When I had 150 hours I >flew to Greenville, SC for a decarbon. The owner of the old Flightworld had >his entire day blocked out for my motor and, after looking at it through the >top and exhast said "there is no reason to clean this engine". Now, 100 >hours later, the rings are still free. Something seems to be working... >Pennzoil Air-cooled 50:1 by the way. >Regards, >Kip Well, there's one guy I wouldn't have do my Rotax service. Looking at the rings from the exhaust port and (I assume you mean) thru the spark plug holes, does not show you the intake port side of the piston. The rings can be completely stuck on the intake side and not stuck anywhere else. Believe me, I know this from experience with a Rotax. The only way to completely confirm it does not need to be decarboned is to pull off the jugs and actually look at the entire ring groove. Jim Gerken ________________________________________________________________________________
From: "Bob and Jenn B" <tabberdd(at)hotmail.com>
Subject: Rotax conversion
Date: Jan 04, 2005
Has anyone converted a 503 points ignition to a CDI? I see there is a kit out there, what are your thoughts on it? Is it worth $300? Bob MkII 503 scsi ________________________________________________________________________________
From: "kfackler" <kfackler(at)ameritech.net>
Subject: Re: Rotax conversion
Date: Jan 04, 2005
I was considering doing so about a year ago. In talking with the local Rotax Guru, he convinced me it wasn't. I wound up buying a new one and am glad I did. Sorry I can't give you more specifics, but if you want to contact the chap I was talking to, his name is Steve and his email is: czkree(at)netzero.net -Ken ----- Original Message ----- From: "Bob and Jenn B" <tabberdd(at)hotmail.com> Subject: Kolb-List: Rotax conversion > > Has anyone converted a 503 points ignition to a CDI? I see there is a kit > out there, what are your thoughts on it? Is it worth $300? > > Bob > MkII 503 scsi > > ________________________________________________________________________________
From: "kfackler" <kfackler(at)ameritech.net>
Subject: Two-stroke engine prices
Date: Jan 04, 2005
FYI... ----- Original Message ----- From: S.A. Subject: Fw: 2 stroke engine prices FYI, This was sent to me today from LEAF. As I warned you retail pricing have gone up. Look at the 503 as we just came out of the $2500 trade in deal. $1995 was the trade in price for the 447. Steve Adamczak STA-Lite Aviation, Inc. Authorized Rotax Repair Station (810) 417-8000 www.staliteaviation.com ----- Original Message ----- From: Leading Edge Air Foils Technical Support Subject: 2 stroke engine prices Here are the new 2-stroke engine prices: Prices Effective - January 1, 2005 Pricing For Rotax Two Stroke Aircraft Engines Models & Configurations Model/ Configuration Suggested List Rotax 447 UL SC SCDI 2704.00 Rotax 447 UL SC SCDI with Type B Gear Reduction Drive 3349.00 Rotax 447 UL SC SCDI with Type C Gear Reduction Drive 3869.00 Rotax 447 UL SC SCDI with Type E Gear Reduction Drive 4369.00 Rotax 447 UL SC SCDI with Type B Gear Reduction Drive & Electric Starter 3939.00 Rotax 447 UL SC SCDI with Type C Gear Reduction Drive & Electric Starter 4459.00 Rotax 503 DC DCDI 3591.00 Rotax 503 DC DCDI with Type B Gear Reduction Drive 4235.00 Rotax 503 DC DCDI with Type C Gear Reduction Drive 4755.00 Rotax 503 DC DCDI with Type E Gear Reduction Drive 5257.00 Rotax 503 DC DCDI with Type B Gear Reduction Drive & Electric Start 4826.00 Rotax 503 DC DCDI with Type C Gear Reduction Drive & Electric Starter 5348.00 Rotax 582 UL Model 99 DCDI 5088.00 Rotax 582 UL Model 99 DCDI with Type B Gear Reduction Drive 5733.00 Rotax 582 UL Model 99 DCDI with Type C Gear Reduction Drive 6253.00 Rotax 582 UL Model 99 DCDI with Type E Gear Reduction Drive 6754.00 Rotax 582 UL Model 99 DCDI with Type B Gear Reduction Drive & Electric Starter 6323.00 Rotax 582 UL Model 99 DCDI with Type C Gear Reduction Drive & Electric Starter 6845.00 ________________________________________________________________________________
From: N27SB(at)aol.com
Date: Jan 04, 2005
Subject: FireFly Trailer
Hello to all, When I purchased Duane the Planes FireFly for the float project it came with a really cool trailer. Nor matter what I do I can not get a FireFly on floats in it. Sooooo,, I am going to sell it. I can pull it with my Toyota with ease and he has made some nice fixtures inside to allow for ease of loading. This is one of the best configurations that I have seen. The asking price is $3000.00. I live in central Fla. He ran the big wheelbarrow tires so it can fit the taller Flys. Steve Boetto WetFly#007 ________________________________________________________________________________
From: HShack(at)aol.com
Date: Jan 04, 2005
Subject: Re: EIS glitches
In a message dated 1/4/2005 8:45:14 PM Eastern Standard Time, richard(at)bcchapel.org writes: I was planning to disconnect the light from the harness and apply twelve volts to it and see if it will light up. Does it have any polarity? Is it an LED and maybe I hooked it up backwards? Suggestions? No polarity to the light. I would bet you have either a bad ground or a bad connection somewhere. Howard Shackleford FS II SC ________________________________________________________________________________
From: WillUribe(at)aol.com
Date: Jan 05, 2005
Subject: EIS glitches
The light you are talking about is sold at Radio Shack. They work like a regular light bulb. Regards, Will Uribe Ran into a problem with the EIS on the Firestar, when the power comes on, the red warning light initially came on for a second and then quit. The EIS seems to work, but no warning light any more, at all, any time, period. I was planning to disconnect the light from the harness and apply twelve volts to it and see if it will light up. Does it have any polarity? Is it an LED and maybe I hooked it up backwards? Suggestions? Also, when I ran the engine up, at full power and max vibration, the EIS jumps pages. Look for loose wires? Or an internal problem? Plan to ship it back? Suggestions? Planning to call Grand Rapid Technologies tomorrow and ask them, but just in case I did somthin' dumb, maybe save them the trouble and me the embarrassment... Richard Pike MKIII N420P FSII N582EF ________________________________________________________________________________
Date: Jan 05, 2005
From: jerb <ulflyer(at)verizon.net>
Subject: Re: FireFly Trailer
Steve, Perhaps you might be willing to take a few pictures of some of the unique attributes of the trailer and post them to the photo section. Anyone wanting to build a trailer, it would give them a head start of what to do. thanks, jerb > >Hello to all, >When I purchased Duane the Planes FireFly for the float project it came with >a really cool trailer. Nor matter what I do I can not get a FireFly on >floats in it. Sooooo,, I am going to sell it. I can pull it with >my Toyota with >ease and he has made some nice fixtures inside to allow for ease of >loading. >This is one of the best configurations that I have seen. The asking price is >$3000.00. I live in central Fla. He ran the big wheelbarrow tires so it can >fit the taller Flys. > >Steve Boetto >WetFly#007 > > ________________________________________________________________________________
Date: Jan 05, 2005
From: Steve Kroll <muso2080(at)yahoo.com>
Subject: Re: Kolb-List Digest: :Engine Alternatives
BB...everyone, The new guy at Hummel engines' name is Scott Casler and he writes: Hi Steve I haven't got a brochure made yet,but he are all the specs on the engine. Bore 94mm Stroke 86mm Carb 29mm Aero Carb or 14992 Zenith Weight 80 lbs Billet Aluminum cylinders w/ NiCom plating.Plating is extremely hard,won,t wear like cast iron.rust resistant Slick Magneto ignition Bed mount or Radial back mount We are getting 220 lbs of static trust with a 60x20 Tennessee propeller. Comparison 447 Rotax produces around 225 lbs of trust. Promising? Steve 503 SCSI --------------------------------- ________________________________________________________________________________
From: "Denny Rowe" <rowedl(at)highstream.net>
Subject: Re: Rotax conversion
Date: Jan 05, 2005
----- Original Message ----- From: "Bob and Jenn B" <tabberdd(at)hotmail.com> Subject: Kolb-List: Rotax conversion > > Has anyone converted a 503 points ignition to a CDI? I see there is a kit > out there, what are your thoughts on it? Is it worth $300? > > Bob > MkII 503 scsi > > Bob, I had Airscrew performance convert my Loehles 503 to cdi some time ago, I had never operated with the points so I can't say if it improved the performance. The beast is not that easy to start so I do not beleive the CDI has improved starting. Also, with Airscrews CDI, you will destroy the CDI unit if you turn the engine over with either of the spark plug leads disconnected. Even if one of your spark plug wires opens while running, the CDI is toast. This feature cost me the chance to fly in the Dayton to KittyHawk UL flight in 2000. Yes, I am still bitter about it! Other than that, the unit has worked well for me. My suggestion is that if your ignition is performing OK, leave it alone, those damn CDI units cost $130 to replace, and the anguish of missing a once in a life time event because you moved your prop while doing a spark plug swap the night before departure is priceless. Denny (Still Bitter) Rowe, Mk-3 N616DR ________________________________________________________________________________
Date: Jan 05, 2005
From: jerb <ulflyer(at)verizon.net>
Subject: Re: Alternative Engine Considerations
Steve, I can comment on the 1/2 VW thing - you'll be very disappointed if you go forward with it unless you and you plane are very light. Got some time sitting behind one on my hangar partners N3-Pup. Very marginal power - if we got 150 foot/m rate of climb we were in nose bleed country. This was the Global with scat heads. He had it set up where we could adjust the carb mixture to peak it on take off to get max power for climb out. (Changing to the Scat heads helped but still under powered.) With direct drive your limited on the rev's and just can't pull the HP out of it. It would be a screamer with a reduction unit but the power pulses on a VW two banger will tear most anything up, belts or gear boxes. Now if you want a screamer go to a 4 banger with a reduction unit, real power there but at about 185#. By the way, I see Great Plains is having a sale right now on there engines, (look for the Beetle Flyer) prices are good until Jan 17th. See what Gene & Larry Smith has at Valley Engineering who also now are the manufacturer of Culver Props. http://www.greatplainsas.com/ http://www.greatplainsas.com/bf20043.html http://www.greatplainsas.com/scpg12a.html http://www.culverprops.com/ jerb > >Steve and Group, > >About the 1/2 VW conversions: I may not be up-to-date, >but from what I have seen, the 1/2 VWs have always >been under-powered. By that I mean that they put out >closer to 28 hp than 38 hp. > >I have seen one insallation that seemed to have real >promise. It was a turbocharged two cylinder opposed, >swinging a large prop. I can't remember the name of >the base engine, but it was similar to the 1/2 VW, >only with it's own case and heads. The builder added a >turbo unit and installed it on a Fisher ultralight >that looks like a Cub (202?). The performance was >fantastic, very short take-off, low fuel burn, and >relatively low cost to build. The turbo boost was only >turned up for takeoff, if I remember correctly. But I >lost track of the builder and the project after >leaving Wisconsin. > >John Jung > > >__________________________________ >http://my.yahoo.com > > ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Kolb-List Digest: :Engine Alternatives
Date: Jan 05, 2005
| We are getting 220 lbs of static trust with a 60x20 Tennessee propeller. Comparison 447 Rotax produces | around 225 lbs of trust. | | Promising? | | Steve 503 SCSI Steve/Gang: There is a tremendous difference between "promising?" and "reality". The test results and specs from the producer are very interesting. Of special note, maybe there was a typo, are the test results of the 1/2 VW and a 447 Rotax. Don't know if he used the same prop to get static thrust for the 447 as he did the VW. When I was flying the point ign 447 I used a Jim Culver 66X30 and 66X32 prop. A GSC 66X32 I flew to Sun and Fun 1989 was pitched too light for the 447. Most folks know how I pitch an airplane. WOT, straight and level flight, just bump the red line, which was 6,500 rpm (max continuous duty). In addition, the Ultrastar came from the factory with a 50X30 Jim Culver prop which was perfect for the Cuyuna 35 hp engine. Propped the Cuyuna for 6,500 rpm WOT, straight and level flight. I guess what I am saying is his comparison of the 1/2 VW with a 447 Rotax may be a little biased in favor of his engine. The 1/2 VW engines have been around a long time. A lot of folks have tried to get them to perform, direct drive, and they just do not do it. I spent a lot of time flying with my buddy who had a N3 Pup powered with the 1/2 VW. I was flying my 447 Firestar. No comparison of performance between the two. I also remember flying with the N3 Pup, when the 1/2 VW broke an exhaust valve spring. Reliability just went out the door as the Pup dead sticked to the nearest hay field. They all quite running, 2 and 4 stroke, sooner or later. Take a look at the FAA Preliminary Accident Reports. Always a buncha Lycomings and Continentals coming apart to the suprise of their pilots. Maybe they can get this little VW to perform if they can get a reliable redrive on it. Direct drive??? Take care, john h ________________________________________________________________________________
From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: Re: Kolb-List Digest: :Engine Alternatives
Date: Jan 05, 2005
Steve / All My full VW has a bore of 92mm and a stroke of 82mm. Steve Bennet at Great Plains Aircraft says that the 94mm cylinders are too large for the VW case and will crack the case prematurely. The 82mm stroke is as large as most people go with VWs. I know there are some custom crankshafts that have the rod journal cut down to the size of a Chevy and use Chevy rods to push the stroke out to 86mm. The VW beetle was built with a 77mm bore and 64mm stroke, this just seems like too much to be reliable even with only 2 cylinders. The aluminum cylinders would save a bunch of weight and IF they prove to be reliable would be a good thing for us full VW users if offered in 92mm. The Slick magneto is very heavy, unreliable (that's why they put two on airplanes), and underpowered. My $.01 worth Rick Neilsen Redrive VW powered MKIIIc ----- Original Message ----- From: "Steve Kroll" <muso2080(at)yahoo.com> Subject: Kolb-List: Re: Kolb-List Digest: :Engine Alternatives > > > BB...everyone, > > The new guy at Hummel engines' name is Scott Casler and he writes: > Hi Steve > > I haven't got a brochure made yet,but he are all the specs > on the engine. > > Bore 94mm > Stroke 86mm > Carb 29mm Aero Carb or 14992 Zenith > Weight 80 lbs > Billet Aluminum cylinders w/ NiCom plating.Plating is extremely hard,won,t > wear like cast iron.rust resistant > Slick Magneto ignition > Bed mount or Radial back mount > We are getting 220 lbs of static trust with a 60x20 Tennessee propeller. > Comparison 447 Rotax produces > around 225 lbs of trust. > > Promising? ________________________________________________________________________________
Date: Jan 05, 2005
From: ray anderson <rsanoa(at)yahoo.com>
Subject: Re: Alternative Engine Considerations
Steve, Don't compare the Global with a properly designed 1/2 VW. It's apples and oranges. I had a genuine Morrie Hummell on my heavy Min Max, and at that time I was heavy, Carried me around easily and reliably for many, many carefree hours. Starts like a dream hot or cold.. I never bothered to measure climb because it was good enough that it never got my attention. I do know there was another Mini Max in the area with a Global, and I always outclimbed him easily when ever we flew out of the same field. My only concern would be using it in pusher configuration because of cooling. jerb wrote: Steve, I can comment on the 1/2 VW thing - you'll be very disappointed if you go forward with it unless you and you plane are very light. Got some time sitting behind one on my hangar partners N3-Pup. Very marginal power - if we got 150 foot/m rate of climb we were in nose bleed country. This was the Global with scat heads. He had it set up where we could adjust the carb mixture to peak it on take off to get max power for climb out. (Changing to the Scat heads helped but still under powered.) With direct drive your limited on the rev's and just can't pull the HP out of it. It would be a screamer with a reduction unit but the power pulses on a VW two banger will tear most anything up, belts or gear boxes. Now if you want a screamer go to a 4 banger with a reduction unit, real power there but at about 185#. By the way, I see Great Plains is having a sale right now on there engines, (look for the Beetle Flyer) prices are good until Jan 17th. See what Gene & Larry Smith has at Valley Engineering who also now are the manufacturer of Culver Props. http://www.greatplainsas.com/ http://www.greatplainsas.com/bf20043.html http://www.greatplainsas.com/scpg12a.html http://www.culverprops.com/ jerb > >Steve and Group, > >About the 1/2 VW conversions: I may not be up-to-date, >but from what I have seen, the 1/2 VWs have always >been under-powered. By that I mean that they put out >closer to 28 hp than 38 hp. > >I have seen one insallation that seemed to have real >promise. It was a turbocharged two cylinder opposed, >swinging a large prop. I can't remember the name of >the base engine, but it was similar to the 1/2 VW, >only with it's own case and heads. The builder added a >turbo unit and installed it on a Fisher ultralight >that looks like a Cub (202?). The performance was >fantastic, very short take-off, low fuel burn, and >relatively low cost to build. The turbo boost was only >turned up for takeoff, if I remember correctly. But I >lost track of the builder and the project after >leaving Wisconsin. > >John Jung > > >__________________________________ >http://my.yahoo.com > > --------------------------------- ________________________________________________________________________________
From: "George Murphy" <Murphy4425(at)bellsouth.net>
Subject: Kevlar parachute cable
Date: Jan 05, 2005
Does anyone know what effect that gasoline may have on a Kevlar parachute cable. When refueling I have spilled gasoline many times on the Kevlar strap to my BRS parachute. Will Gasoline degrade this stuff? I plan to move the cable to a better location to avoid it getting soaked again but I do not know if it has been degraded to the point of being unsafe. Any thoughts? George M.-Original 1986 F.S.-Georgia ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Kevlar parachute cable
Date: Jan 05, 2005
| Any | thoughts? | George M.-Original 1986 F.S.-Georgia Hi George/All: Give BRS a call. They are the experts. john h ________________________________________________________________________________
From: N27SB(at)aol.com
Date: Jan 05, 2005
Subject: Re: FireFly Trailer
In a message dated 1/5/2005 9:52:27 AM Eastern Standard Time, ulflyer(at)verizon.net writes: > Steve, > Perhaps you might be willing to take a few pictures of some of the unique > attributes of the trailer and post them to the photo section. Anyone > wanting to build a trailer, Jerb, I would be happy to but it may take a few days steve ________________________________________________________________________________
Date: Jan 05, 2005
From: bryan green <lgreen1(at)sc.rr.com>
Subject: Re: Kevlar parachute cable
Hi George, e-mail Brent Torgerson at BRS he will be best to answer your question. Bryan Green Elgin SC Firestar 377 BRS 19LBG George Murphy wrote: > >Does anyone know what effect that gasoline may have on a Kevlar parachute >cable. When refueling I have spilled gasoline many times on the Kevlar >strap to my BRS parachute. Will Gasoline degrade this stuff? I plan to >move the cable to a better location to avoid it getting soaked again but I >do not know if it has been degraded to the point of being unsafe. Any >thoughts? >George M.-Original 1986 F.S.-Georgia > > > > ________________________________________________________________________________
From: HShack(at)aol.com
Date: Jan 05, 2005
Subject: Re: Alternative Engine Considerations
In a message dated 1/5/2005 6:27:15 PM Eastern Standard Time, jhauck(at)elmore.rr.com writes: That was probably a McCulloch 4 cyl 2 stroke drone engine. Ken Brock was still flying his McCulloch powered gyro at Osh and S&F up until his recent death. Ran it with four short straight stacks. Extremely loud. Would make the "noise police" on your side of the pond go bezerk. For that matter, it was very annoying at flyins. Yep. Stock engine was 100 cubic inches with 75 hp, if I recall correctly; weight was about 75 lbs. Max rpm was 4,000 so a lot of noise came from the direct drive prop. Replacement jugs & pistons were available to get you 90 hp. Wasn't a very reliable engine even with all the up-grades recommended by Benson. Howard Shackleford FS II SC ________________________________________________________________________________
Date: Jan 05, 2005
From: jerb <ulflyer(at)verizon.net>
Subject: Re: FireFly Trailer
No rush, just thought if you had something that worked well, let's try to document it for everyone's benefit. Thank you for considering taking the time and effort to do so, jerb > >In a message dated 1/5/2005 9:52:27 AM Eastern Standard Time, >ulflyer(at)verizon.net writes: > > > Steve, > > Perhaps you might be willing to take a few pictures of some of the unique > > attributes of the trailer and post them to the photo section. Anyone > > wanting to build a trailer, > >Jerb, > >I would be happy to but it may take a few days > >steve > > ________________________________________________________________________________
From: "Silver Fern Microlights Ltd" <kiwimick(at)sfmicro.fsnet.co.uk>
Subject: Re: Alternative Engine Considerations
Date: Jan 06, 2005
Hi all, Another engine used over this side of the pond mainly on Gyro's was the Arrow engine, they made 2 types. A 2cyl 2 stroke of about 55-60 hp, and a 4 cyl 2 stroke, it was 1000cc horizontal opposed and made 100 hp. From what I can remember it was quite light. They were fitted to the 2 seat VPM, only problem was that it needed 99 of the 100 hp just to stay in level flight and you can not talk to any of the owners with out knowing sign language. Mike Xtra Jab 2200 ----- Original Message ----- From: <HShack(at)aol.com> Subject: Re: Kolb-List: Re: Alternative Engine Considerations > > In a message dated 1/5/2005 6:27:15 PM Eastern Standard Time, > jhauck(at)elmore.rr.com writes: > That was probably a McCulloch 4 cyl 2 stroke drone engine. Ken Brock > was still flying his McCulloch powered gyro at Osh and S&F up until > his recent death. Ran it with four short straight stacks. Extremely > loud. Would make the "noise police" on your side of the pond go > bezerk. For that matter, it was very annoying at flyins. > > Yep. Stock engine was 100 cubic inches with 75 hp, if I recall correctly; > weight was about 75 lbs. Max rpm was 4,000 so a lot of noise came from > the > direct drive prop. Replacement jugs & pistons were available to get you > 90 hp. > Wasn't a very reliable engine even with all the up-grades recommended by > Benson. > > Howard Shackleford > FS II > SC > > > ________________________________________________________________________________
From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: Re: VW engines ...
Date: Jan 06, 2005
Jerb/ All I'm not sure were this came from but let me assure you that I don't have a cooling problem with my VW. That said I have to be careful not to sit too long on the ground with much more than idle power. Once in the air my temps have been on the low side. In fact I installed a oil thermostat so that my oil temps can be maintained high enough to boil off contaminates. Also on the HKS web site they state that the HKS was designed to be used as a pusher. Rick Neilsen Redrive VW powered MKIIIc ----- Original Message ----- From: "jerb" <ulflyer(at)verizon.net> Subject: Re: Kolb-List: VW engines ... > > Have I missed something, there seems to be an opinion that should a VW > engine be mounted as a pusher, it would have cooling problems. If this > were the case the HKS would be toast. Yes they had some growing pains but > once they worked out the configuration, doesn't appear to be much of a > problem so long as the builder follows the basic installation > recommendations. > jerb ________________________________________________________________________________
Date: Jan 06, 2005
From: jerb <ulflyer(at)verizon.net>
Subject: Re: VW engines ...
Rick, All, The H-Power folks associated with the Flightstar were the ones that first brought in the HKS engine. Yes, Flightstars normal engine arrangement is a tractor configuration. Earthstar and the Titan folks were probably the main drive working with H-Power in developing the pusher configuration. As a result there are different exhaust and intake manifolds available to support a pusher configurations. My dream would be souped up 1/2 VW with reduction drive could with stand the stress of the VW power pulses. The closest thing so far I seen that showed some promise was the ThunderChief conversion based upon French Citron engine. It was being developed by Larry Israel formerly associated with Team Aircraft. He was doing good but he alone didn't have the funds to finish the development. It was a small 2-cylinder tuff engine to which he had added a reduction unit that also supported a starter and alternator. Initial cost was going to be around $5K. I almost ordered one for my hangars mates N3-Pup but it wasn't quite ready. I'm have a tuff time wanting to fork over $8K for a heavier two cylinder HKS. The HKS is a good engine but pricey for what you get, $5-6K would be more in line. jerb > > >Jerb/ All > >I'm not sure were this came from but let me assure you that I don't have a >cooling problem with my VW. That said I have to be careful not to sit too >long on the ground with much more than idle power. Once in the air my temps >have been on the low side. In fact I installed a oil thermostat so that my >oil temps can be maintained high enough to boil off contaminates. > >Also on the HKS web site they state that the HKS was designed to be used as >a pusher. > >Rick Neilsen >Redrive VW powered MKIIIc >----- Original Message ----- >From: "jerb" <ulflyer(at)verizon.net> >To: >Subject: Re: Kolb-List: VW engines ... > > > > > > Have I missed something, there seems to be an opinion that should a VW > > engine be mounted as a pusher, it would have cooling problems. If this > > were the case the HKS would be toast. Yes they had some growing pains but > > once they worked out the configuration, doesn't appear to be much of a > > problem so long as the builder follows the basic installation > > recommendations. > > jerb > > ________________________________________________________________________________
From: William George <wgeorge(at)mountainmeadowranch.com>
Subject: Prop Pitch for a Verner
Date: Jan 06, 2005
Aloha Dennis and fellow Kolbers, Dennis, I recommend you stay with the John Hauck method of setting pitch Believe me, it is the optimum solution for best compromise between climb and cruise performance. When I first began flight testing with the Verner I must have changed pitch more than a dozen times. Started off with a 72 inch and ended up with 68". I think it is now at 13 degrees pitch. The desperate search for more performance is a psychological thing. The Verner is NOT an 80 hp engine. Plain and simple. The max HP occurs at the redline and if you are propped correctly you will only touch the red line at WOT in cruise. If you prop to get close to 5000 rpm in the climb you will barely be able to maintain level flight at the 4000 max continuous rpm. It is a great engine. Mine runs very smooth and sips fuel, but the performance is identical to the 582 powered machine. You get more torque and maybe a trickle more HP. Offset that with the added weight and there you have it; identical performance with the 582. Cheers, Bill George Hawaii Kolb Mk-3 Verner 1400 Powerfin On Jan 5, 2005, at 9:56 PM, Kolb-List Digest Server wrote: > From: Kirby Dennis Contr MDA/AL <Dennis.Kirby(at)kirtland.af.mil> > Subject: Kolb-List: Prop Pitch for a Verner > > > > Note: "Subject" line changed for clarity > > Richard Neilsen wrote: << Why don't you pitch your prop for 5000 RPM > on take > off and/or cruise at your torque peak of 3500 assuming you have the > VM1400. > Seems like your most efficient RPM would be at or near your torque > peak. >> > > Richard, and Kolbers - > > You are right - peak torque for the VM-1400 occurs at 3500 rpm, and > this is > where I spend 90 percent of my flying time when cruising in my Mark-3. > > I follow the "John Hauck methodology" for propping this 4-stroke > engine: Set > the prop pitch to achieve max continuous rpm (4000, for the Verner) at > WOT > in level flight. Although the redline is 5000, I am limited to 5 > minutes > MAX at this power setting, so it is not really useable to me. > > I'm afraid if I set takeoff power to achieve 5000 on climbout, my > cruise > speeds will suffer, plus I run the risk of overspeeding the engine if I > operate at full-throttle. > > The Verner likes to run as similar RPMs as a VW. With my current > 2-to-1 > reduction drive and a 72-inch 3-blade prop, I've found that 12.5 > degrees of > prop pitch is pretty much optimum for my setup, and the prop never > exceeds > 2000 rpm. > > Adding pitch could get me a few mph of speed, but, as you suggest, it > may > start lugging the engine. Less pitch (I experimented with prop > settings at > 9 and 11 degrees earlier) was giving me better climb, but my cruise > speeds > were pretty low - like 65 mph at 3600 rpm. I'm now seeing 76 mph at > the > same rpm. > > This clearly shows an advantage the R-912 enjoys over the Verner: Max > continuous RPM for the Rotax is much closer to its redline, giving a > broader > useable power band. ________________________________________________________________________________
From: "PATRICK LADD" <pj.ladd(at)btinternet.com>
Subject: Re: Alternative Engine Considerations
Date: Jan 06, 2005
McCulloch 4 cyl 2 stroke drone engine.>> Hi All, thanks everyone for reminding me. It was of course a McCulloch and had a poor reputation. I remember I went to a Bensen gyro demo by the dealer here many years ago . The blades had not been tracked properly and jerked the stick back and forward with every rotation almost out of the pilots hand. It took forever to start the engine. The pilot, who I think was not an experienced gyro pilot, lurched into the air and did one circuit at about 3/400 feet and banged it back on the runway. He walked away from the machine looking absolutely ashen and refused to fly again. I think that my interest in gyros died at that point and did not revive until I saw L:ittle Nellie. Cheers Pat ________________________________________________________________________________
From: "Silver Fern Microlights Ltd" <kiwimick(at)sfmicro.fsnet.co.uk>
Subject: Pat's Xtra
Date: Jan 06, 2005
Hey Pat, I have got your kit all tucked in, given it a teddy bear to keep it company at night and left soft music playing in the background. See Ya on Sunday. Mike ________________________________________________________________________________
From: pollus <pollus(at)fornerod.nl>
Subject: Re: Pat's Xtra
Date: Jan 06, 2005
Was that really a smart thing to do? Now TWO people can't sleep at night. Pat because he'll be staring at the ceiling thinking about his kit, and you because you'll mis your teddy bear... Pollus Op 6-jan-05 om 22:34 heeft Silver Fern Microlights Ltd het volgende geschreven: > > > Hey Pat, I have got your kit all tucked in, given it a teddy bear to > keep it company at night and left soft music playing in the > background. > See Ya on Sunday. > > Mike > ________________________________________________________________________________
From: "kfackler" <kfackler(at)ameritech.net>
Subject: Re: Prop Pitch for a Verner
Date: Jan 06, 2005
> Dennis, I recommend you stay with the John Hauck method of setting pitch Okay, I'll bite. Just what is John's method? -Ken Fackler Kolb Mark II / A722KWF Rochester MI ________________________________________________________________________________
From: "PATRICK LADD" <pj.ladd(at)btinternet.com>
Subject: Re: ICOM Radios For Sale
Date: Jan 07, 2005
I have two ICOM hand held radios. >> Hi Russ, you picked up the wrong end of the stick. It is John Hauk who was offering to sell a radio. I made him an offer privately but have had no acknowledgement. Hence my query. Cheers Pat ________________________________________________________________________________
From: "Rusty" <13brv3c(at)bellsouth.net>
Subject: Engines
Date: Jan 07, 2005
I spend some time looking at different engines from a price view and not to heavy and came up with this analysis: http://home.comcast.net/~kolbrapilot/Engines.htm John Williamson ----------------------- (RD) Interesting list John. What was your requirement for weight limit? Did you go off the listed engine weight, or try to estimate what the complete installed weight would be? Just curious, Rusty (the single rotor guy) ________________________________________________________________________________
From: "Denny Rowe" <rowedl(at)highstream.net>
Subject: Re: Engines DO Archive
Date: Jan 07, 2005
Ok, Hear it is for all time. Thanks John W, this is a very helpful post. Sincerely, Denny Rowe ----- Original Message ----- From: "John Williamson" <kolbrapilot(at)comcast.net> Fellow Kolbers, > > I now have a Rotax 912UL (80 horsepower) on top the Kolbra. As soon as the > exhaust gets back from the ceramic coater, it will be back in the air. > > I have been reading all the posts about alternative engines to the Rotax > line and even tried putting a Verner 133M on the Kolbra (that did not work > out). I spend some time looking at different engines from a price view and > not to heavy and came up with this analysis: > http://home.comcast.net/~kolbrapilot/Engines.htm > > I made some very conservative estimates on the price of the gear that is > need to get them running and did not include the price of any propellers. > I > have them listed by "Price per Horsepower." > > > John Williamson > Arlington, TX > > Kolb Kolbra, Rotax 912UL, 708 hours > http://home.comcast.net/~kolbrapilot > Zenith CH701 Project > http://home.comcast.net/~stol_airplane > http://www.zenithair.com/bldrlist/profiles/stol_airplane > ________________________________________________________________________________
From: dralle(at)matronics.com (Matt Dralle)
Date: Jan 07, 2005
Subject: [PLEASE READ NOW] - Addressing Upgrade At Matronics TONIGHT!
Dear Listers, Service Provider to upgrade to a larger IP subnet. I will be re-addressing all of the machines on the network including the Matronics Web Server and Matronics Email Server at that time. Name Service will be updated at that time as well and most things should work again pretty quick. There may be some bounced email for a few hours or even a day or so as the new name-to-ip-address resolutions propagate into the depths of the Internet. If you have problems posting a message to one of the Lists or get a bounced message back, please wait a couple of hours and try sending it again. Generally, access to the web site should work within 1-hour of Hopefully the transition will go smoothly and you'll hardly even notice! :-) Thanks for your patience! Matt Dralle List Administrator -- Matt G. Dralle | Matronics | P.O. Box 347 | Livermore | CA | 94551 925-606-1001 Voice | 925-606-6281 FAX | dralle(at)matronics.com Email http://www.matronics.com/ W.W.W. | Featuring Products For Aircraft ________________________________________________________________________________
From: "Rusty" <13brv3c(at)bellsouth.net>
Subject: Single rotor rambling
Date: Jan 07, 2005
Greetings, Now that I'm committed to the single rotor effort for the SS, I figured I'd pass along a few very preliminary thoughts. My plan is to start out with almost no weight reduction efforts for the engine. I'd like to see what it weighs using stock parts first, then I'll try to reduce it later. My best guess is that the entire engine installation (coolers, mount, computer, etc) will weigh about 220 lbs. I figure a complete Rotax 912 installation weighs between 160 and 170 lbs based on previous list messages. Fortunately, the SS can handle the weight, and the CG problem is being resolved by ordering a 1050 canister BRS chute, which will be mounted below the front seat, aiming aft (not my aft, the plane's aft). Does anyone remember when I was trying to reduce the weight of the plane :-) For the record, I just weight everything that goes with the 912S that was on the SS. This includes the mounts, hoses, oil, coolant, coolers, etc. It does not include the prop. Total weight is 159 lbs. Quite admirable. I'll be using the Real World Solutions RD-1C 2.85:1 ratio redrive, which is 44.5 lbs. This is the same one I use on my 200+ HP two rotor engine in the RV-3. This is way overkill of course, but I don't know of any other suitable drive at the moment. I could machine off about 5 lbs easily, without hurting the strength of the drive, but I probably won't do that initially. The engine itself will probably initially consist of parts that I have in a box in the garage. The basic engine weight should be about 120 lbs. This can be lightened by about 26 lbs by substituting the stock iron side housings with Racing Beat aluminum housings. The rear housing is available, but the front housing has been "almost ready" for the past couple years. They also cost $1200 each! With the redrive diet, and aluminum housings, the total weight should be around 190 lbs. This is still without any superhuman efforts to lighten it. There's already a guy who has an engine lightened to a total installation weight of 170 lbs, so it can match the 912 weight, but he's done a massive amount of work to achieve this. Even at 190 lbs, it's close enough for me. Power would be at least 80 HP if you blindly bolted parts together, and didn't make any effort at all to tune it. 100 HP should be fairly attainable with decent tuning, and moderate rpms (7500 or so). Power levels of 120+ are doable if you don't mind running more rpm, and have a fairly aggressive porting arrangement. These would not be limited to any length of time. In other words, you can run 100% power as long as you want. A small turbo would be dandy, and might not weigh as much as you'd think, since it would probably eliminate the need for a muffler (which you absolutely must have on a rotary otherwise). Considering that the semi-standard for an aircraft engine is 2 lb per HP, the single rotor looks good. It would really be more promising for a plane that was normally set up for a small Lycoming or Cont, but I think it can work in place of a 912UL/ULS for many planes. I can't really add up the costs, since some of this stuff doesn't exist, but I'm guessing that buying everything new shouldn't be more than around $9k. The most expensive item is the redrive, at about $3k, so you can save some money if you can find a lighter, cheaper drive. If you can handle 26 lbs more weight, you can save about $1700 by staying with the iron housings. The fellow that's got the 170 lb engine is using a Hirth G40, which is only about $1300 I think. The real beauty of the rotary is the lifespan (if you don't blow an oil cooler), and the low cost of rebuild. The master rebuild kit for a single rotor is less than $600. Please keep in mind that this is about all I know at this point. As I progress with the project, I'll keep the list posted. Anyone who knows me can tell you that I will post the good, the bad, and the ugly (shut up Charlie ). I would like to reiterate that I'm not trying to sell anyone on rotary engines. I'm doing this for fun, and will share with the group for as long as anyone cares to hear it. Cheers, Rusty ________________________________________________________________________________
From: GeoR38(at)aol.com
Date: Jan 07, 2005
Subject: Re: Alternative Engine Considerations
In a message dated 1/5/2005 10:57:45 A.M. Eastern Standard Time, ulflyer(at)verizon.net writes: Steve, I can comment on the 1/2 VW thing - you'll be very disappointed if you go forward with it unless you and you plane are very light. Got some time sitting behind one on my hangar partners N3-Pup. Very marginal power - if we got 150 foot/m rate of climb we were in nose bleed country. This was the Global with scat heads. He had it set up where we could adjust the carb mixture to peak it on take off to get max power for climb out. (Changing to the Scat heads helped but still under powered.) With direct drive your limited on the rev's and just can't pull the HP out of it. It would be a screamer with a reduction unit but the power pulses on a VW two banger will tear most anything up, belts or gear boxes. Now if you want a screamer go to a 4 banger with a reduction unit, real power there but at about 185#. By the way, I see Great Plains is having a sale right now on there engines, (look for the Beetle Flyer) prices are good until Jan 17th. See what Gene & Larry Smith has at Valley Engineering who also now are the manufacturer of Culver Props. http://www.greatplainsas.com/ http://www.greatplainsas.com/bf20043.html http://www.greatplainsas.com/scpg12a.html http://www.culverprops.com/ jerb > >Steve and Group, > >About the 1/2 VW conversions: I may not be up-to-date, >but from what I have seen, the 1/2 VWs have always >been under-powered. By that I mean that they put out >closer to 28 hp than 38 hp. I also have flown an N3 pup for 100 miles on a cross country, sight unseen before the flight. I wunna tellya, the 1/2 VW is the cutest lil engine this side of Disneyland, but in the world of reality, that Global most certainly was underpowered fer gittin over the power lines at the end of the runway..and the roof of the fellas house just beyond that and the tall West Virginia trees just beyond that...etc, etc. If the N3 hadn't been such an efficient machine, I doubt if i would have made it. Found out later that Morrey Hummel insists on a certain prop to eke out the maximum Hp or thrust ( the puppy only goes one speed... about 2900 Rpm is all we could get) After some work on it we could finally get 3050rpm....but that was the old Global! hope this helps George Randolph firestar driver in The Villages, Fl ________________________________________________________________________________
Date: Jan 08, 2005
From: possums <possums(at)mindspring.com>
Subject: Re: Anyone know a good Rotax Mecahnic?
At 08:15 PM 1/2/2005, you wrote: > >I am approaching 250 hours on my Firestar II and the 503 has never been >opened up. I don't want to mess with a good thing but don't want to push it >either. It's 4+ years old and has had only spark plugs, clean air filters, >and precisely mixed oil with Marvels Mystery Oil for maintenance. I am >thinking that a decarbon with new case seals may take it to 400 or 500 >hours. I know that there are many opinions on this subject that point to >just flying on but I prefer to invest in reliability, especially over the >trees of Georgia. I will gladly remove it and ship as it would give an >opportunity to do a really good inspection on the airframe. Who has a good >reputation? >Thanks, >Kip I am now 619 hours without a decarbon. Never had the jugs off. I check every 50 hours or so (when I repaint my muffler) with a dental mirror and the spark plugs out , intake/exhaust manifolds off. I have a 503 dual-carb with an E-gearbox. This plane and engine is just a little over 5 years old. The engine is set up like it came out of the box minus the fuel injection. I used the Wallmart oil (dot 3) for all but 50 hours Pensoil for that 50. The only carbon I see is a little on the piston domes and some around the exhaust port where the gasket sits because the gasket openings are smaller than the port opening. I fixed that problem by cutting the gasket holes a little larger to match the exhaust port hole. Get a compression tester - $25. If your rings are stuck your compression should be down from factory specs. Mine are still 120 lbs - like new. These 503's are tougher than you think if you run them a couple of hours a week. ________________________________________________________________________________
From: "Richard Swiderwski" <rswiderski(at)earthlink.net>
Subject: Single rotor rambling
Date: Jan 07, 2005
Hey Rusty, I'll be cheering for you! I started my turbo G-10 project when I still had my MK-2 which is basically a FS-2 as far as strength is concerned. If I had the SlingShot I would have probably went with a turbo EA-81 or a rotary. The rotary would really be sweet & smooth! "Happy the man who dreams dreams and has the courage to make them come true." (a quote from a great theologian whose name I can't spell & don't want to butcher) ...Richard Swiderski -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Rusty Subject: Kolb-List: Single rotor rambling Greetings, Now that I'm committed to the single rotor effort for the SS, I figured I'd pass along a few very preliminary thoughts. My plan is to start out with almost no weight reduction efforts for the engine. I'd like to see what it weighs using stock parts first, then I'll try to reduce it later. My best guess is that the entire engine installation (coolers, mount, computer, etc) will weigh about 220 lbs. I figure a complete Rotax 912 installation weighs between 160 and 170 lbs based on previous list messages. Fortunately, the SS can handle the weight, and the CG problem is being resolved by ordering a 1050 canister BRS chute, which will be mounted below the front seat, aiming aft (not my aft, the plane's aft). Does anyone remember when I was trying to reduce the weight of the plane :-) For the record, I just weight everything that goes with the 912S that was on the SS. This includes the mounts, hoses, oil, coolant, coolers, etc. It does not include the prop. Total weight is 159 lbs. Quite admirable. I'll be using the Real World Solutions RD-1C 2.85:1 ratio redrive, which is 44.5 lbs. This is the same one I use on my 200+ HP two rotor engine in the RV-3. This is way overkill of course, but I don't know of any other suitable drive at the moment. I could machine off about 5 lbs easily, without hurting the strength of the drive, but I probably won't do that initially. The engine itself will probably initially consist of parts that I have in a box in the garage. The basic engine weight should be about 120 lbs. This can be lightened by about 26 lbs by substituting the stock iron side housings with Racing Beat aluminum housings. The rear housing is available, but the front housing has been "almost ready" for the past couple years. They also cost $1200 each! With the redrive diet, and aluminum housings, the total weight should be around 190 lbs. This is still without any superhuman efforts to lighten it. There's already a guy who has an engine lightened to a total installation weight of 170 lbs, so it can match the 912 weight, but he's done a massive amount of work to achieve this. Even at 190 lbs, it's close enough for me. Power would be at least 80 HP if you blindly bolted parts together, and didn't make any effort at all to tune it. 100 HP should be fairly attainable with decent tuning, and moderate rpms (7500 or so). Power levels of 120+ are doable if you don't mind running more rpm, and have a fairly aggressive porting arrangement. These would not be limited to any length of time. In other words, you can run 100% power as long as you want. A small turbo would be dandy, and might not weigh as much as you'd think, since it would probably eliminate the need for a muffler (which you absolutely must have on a rotary otherwise). Considering that the semi-standard for an aircraft engine is 2 lb per HP, the single rotor looks good. It would really be more promising for a plane that was normally set up for a small Lycoming or Cont, but I think it can work in place of a 912UL/ULS for many planes. I can't really add up the costs, since some of this stuff doesn't exist, but I'm guessing that buying everything new shouldn't be more than around $9k. The most expensive item is the redrive, at about $3k, so you can save some money if you can find a lighter, cheaper drive. If you can handle 26 lbs more weight, you can save about $1700 by staying with the iron housings. The fellow that's got the 170 lb engine is using a Hirth G40, which is only about $1300 I think. The real beauty of the rotary is the lifespan (if you don't blow an oil cooler), and the low cost of rebuild. The master rebuild kit for a single rotor is less than $600. Please keep in mind that this is about all I know at this point. As I progress with the project, I'll keep the list posted. Anyone who knows me can tell you that I will post the good, the bad, and the ugly (shut up Charlie ). I would like to reiterate that I'm not trying to sell anyone on rotary engines. I'm doing this for fun, and will share with the group for as long as anyone cares to hear it. Cheers, Rusty ________________________________________________________________________________
From: "Bob and Jenn B" <tabberdd(at)hotmail.com>
Subject: Engine Choices
Date: Jan 08, 2005
Just my two cents. There are many choices in engines available, but you cannot beat the power to weight ratio of a 2 stroke. They are extremely simple and reliable if proper maintenance is performed (which makes them more expensive). On a 350 lb aircraft, weight is extremely important and adding more horsepower but more weight doesn't always give better performance. I run 4700rpm on my 503 scsi and 2.5 gal/hr at 55mph. It's not fast, but it is an ultralight, not an airliner. Vne is 80 mph so this is close to maneuvering speed and I feel comfortable hitting the bumps. Again, just my two cents, I'm sticking with a "proven" Rotax. Bob Mk II 503 scsi ________________________________________________________________________________
From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: Re: VeeDubs
Date: Jan 08, 2005
Kirk/all I think it is possible to get 100HP at 3400 out of a VW. I trust Steve Bennet at GP he doesn't usually make a claim he can't support. I have the same basic configuration with my engine and I get app 80 HP. Using the liquid cooled heads they are able to raise the compression ratio and likely get better air flow into the combustion chamber. One concern is that the carburetor is put right were the Kolb frame would be with a lowered engine mount. Also the liquid cooled heads with water pump, cooling lines, coolant and radiator have to weigh a bit more than stock heads and VWs with the light reduction drive are all ready app. 30 lbs heaver than a rotax 912. Again I here a negative voice on my reduction drive. The reduction drive was designed for use with two bladed wood props and mine has allot more rotating mass than a wood prop. My reduction drive worked well for 160 hours before it let me down. I know of a heaver supposedly stronger drive that failed in a MUCH shorter time. Valley Engineering has build a stronger drive mount to accommodate heaver props so that my problem shouldn't happen again. The comment was specifically that the drives don't look strong enough for full VW but might work for 1/2 VWs. Well the 1/2 VWs create more problems for the reduction drive than a full VWs. A 1/2 VW have the same power pulses that the full VW has but only once per revolution where the full VW has one every 180 degrees. The harmonics caused by the 1/2 VW have prompted at least one owner to put a sprag clutch on the reduction drive. So far is seems to be working well but could be a failure waiting to happen. My $.02 worth Rick Neilsen Redrive VW powered MKIIIc ----- Original Message ----- From: "Kirk Smith" <snuffy(at)usol.com> Subject: Kolb-List: VeeDubs > > Ok you VW guys, Great Plains says that the new liquid cooled heads on an > otherwise stock 2180cc engine will produce 100hp at 3400 rpm. Now can you > run this engine continuously at this rpm? Is this realistic for a VW? > Kirk > ________________________________________________________________________________
From: Flycrazy8(at)aol.com
Date: Jan 08, 2005
Subject: Fwd: info on Ultrastar For Sale
Refers(at)matronics.com, to(at)matronics.com, a(at)matronics.com, muscle(at)matronics.com, relaxant(at)matronics.com, 0.26(at)matronics.com, is(at)matronics.com, uppercase(at)matronics.com From: "ron wehba" <rwehba(at)cox.net> Subject: Re: info on Ultrastar Date: Thu, 6 Jan 2005 08:20:08 -0600 mine i had to sell cry,,cry!!!----- Original Message ----- From: Flycrazy8(at)aol.com To: rwehba(at)cox.net Sent: Thursday, January 06, 2005 8:16 AM Subject: info on Ultrastar Kolb Ultrastar.... 35 hp UL202 Cuyuna 50 x 30 Tennessee Prop Kolb Pod with ASI, dual CHT, EGT, RPM, Hobbs meter, Compass, Bank indicator BRS Parachute (needs repacking), two strobe's........ Asking Price $ 4500.00.......$ 4000.00 without BRS Parachute... Has a few patched holes on wing but in good flying condition.... Steven Southwest Georgia flycrazy8 @aol.com 334-596-2250 mine i had to sell cry,,cry!!!----- Original Message ----- From: Flycrazy8(at)aol.com To: rwehba(at)cox.net Sent: Thursday, January 06, 2005 8:16 AM Subject: info on Ultrastar Kolb Ultrastar.... 35 hp UL202 Cuyuna 50 x 30 Tennessee Prop Kolb Pod with ASI, dual CHT, EGT, RPM, Hobbs meter, Compass, Bank indicator BRS Parachute (needs repacking), two strobe's........ Asking Price $ 4500.00.......$ 4000.00 without BRS Parachute... Has a few patched holes on wing but in good flying condition.... 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From: "Denny Rowe" <rowedl(at)highstream.net>
Subject: EAA Experimenter/Sport whatever
Date: Jan 08, 2005
Kolbers, I got my EAA mag yesterday and noticed that Miss P'fer made the TOC photo as well as two other pics of her in the article on transitioning your UL to Sport Plane. Congrats to John H! He must have the most photographed Mk-3 on the planet, and he definitly has the best traveled Kolb on the planet. Fly safe everyone. Denny Rowe, Mk-3. PA PS: All us EAA members who subscribe to whatever they are calling Experimenter these days, (I left my copy at work) need to step up to the plate and submit more articles and materials for the mag. Its really getting thin in the skin and I know this list alone has some talented and experienced writers who could offer some interesting material, don't be shy. ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: EAA Experimenter/Sport whatever
Date: Jan 08, 2005
| I got my EAA mag yesterday and noticed that Miss P'fer made the TOC photo as well as two other pics of her in the article on transitioning your UL to Sport Plane. | | Denny Rowe, Mk-3. PA Hi Denny/Gang: Did you also notice my AAA Road Atlas in the left seat? Those photos were probably made at OSH 2003, or maybe earlier. Now is I could figure out a way of getting paid royalties for all those photos................ Take care, john h MKIII/912ULS hauck's holler, alabama ________________________________________________________________________________
From: "David Paule" <dpaule(at)frii.com>
Subject: Motors
Date: Jan 08, 2005
With all the discussion of alternative engines on these pages, I'm surprised that nobody's installing a Continental A65. It gives 65 hp at 2,300 rpm, and weighs about 180 pounds all installed - which sounds heavy, but isn't all that much heavier than some of the engines that are discussed favorably here. I checked Barnstormers.com, and there were several decent ones under $3,000, removed from certified planes for more power. Dave Paule Boulder, CO ________________________________________________________________________________
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: Motors
Date: Jan 08, 2005
When I 1st started my project, oh so long ago, I checked out the Continental 0-200, which is (I think) basically the same engine. I had the same idea that you have. I found that the familiar Cessna 150 engine is the 0-200A, designed for tractor installations, and they are very common and easily available. We would need the 0-200B, which apparently is machined a little differently for the thrust bearing so as to work in a pusher configuration, and is not common at all. Seems to me it should work well - if you could find one......yah, I did boo-boo the other day in stating that an aircraft engine would need a re-drive. Got caught at it, too. :-) Now, that said, several years ago I spoke with Klaus (??) at Light Speed Aviation who - if memory serves me right - is using the 0-200A as a pusher in his planes, (Long EZ's ??) and they're apparently doing very well. Someone explained it to me a long time ago why this could work, but the explanation didn't make much sense to me. Fact remains, he's doing it, and it works. Then, too, Franklin made (makes ??) a little 2 cylinder engine in the 60-70 hp range, with a piston/cylinder kit available to raise it to the 90 hp level. Friend of mine got one for his Bensen Gyro-copter, (and it's a beautiful little engine) but hadn't used it yet, when he moved to Oregon last year. He's still flying with (and tinkering with) the 4 cyl 2 cycle McCulloch drone engine, which is, as has been truthfully said recently, extremely noisy and un-reliable. Lar. Do not Archive. Larry Bourne Palm Springs, CA Building Kolb Mk III N78LB Vamoose www.gogittum.com ----- Original Message ----- From: "David Paule" <dpaule(at)frii.com> Subject: Kolb-List: Motors > > With all the discussion of alternative engines on these pages, I'm > surprised > that nobody's installing a Continental A65. It gives 65 hp at 2,300 rpm, > and > weighs about 180 pounds all installed - which sounds heavy, but isn't all > that much heavier than some of the engines that are discussed favorably > here. > > I checked Barnstormers.com, and there were several decent ones under > $3,000, > removed from certified planes for more power. > > Dave Paule > Boulder, CO > > > ________________________________________________________________________________
From: "John Williamson" <kolbrapilot(at)comcast.net>
Subject: Motors
Date: Jan 08, 2005
Hi Gang, I'm still having fun playing with different numbers for these airplane engines. There is a lot of reasons to go with one engine over the next. My first study was paying the least amount of money for horsepower: http://home.comcast.net/~kolbrapilot/Engines.htm Here is another way to size up the different engines, comparing weight to horsepower: http://home.comcast.net/~kolbrapilot/Engines2.htm Here is a link to a website with lots of good info and links for engines and PSRUs: http://www.wanttaja.com/avlinks/engines.htm John Williamson Arlington, TX Kolb Kolbra, Rotax 912UL, 708 hours http://home.comcast.net/~kolbrapilot Zenith CH701 Project http://home.comcast.net/~stol_airplane http://www.zenithair.com/bldrlist/profiles/stol_airplane ________________________________________________________________________________
Date: Jan 08, 2005
From: Richard Pike <richard(at)bcchapel.org>
Subject: Another Kolb flying
At 3:30 this afternoon N582EF made her first flight at Hawkins County Airport. A 65 horse 582 on a FSII is a real elevator. Flies great, only major glitch, the airspeed indicator is semi-dysfunctional, (at least it always stalls at the same indicated speed) will work on that tomorrow afternoon. Flew if for about a half hour, then let the owner have at it. He flew it several times, then headed back for the barn at Indian Springs Airport's 750' strip. No problems, all involved are totally pleased with how it performs. Don't know what sort of speeds we were flying, but it sure flies good, quiet, and probably without using much gas at 4200 rpm. The pretty thing's picture is here: http://www.bcchapel.org/pages/0003/FSIImods.html Richard Pike FSII N582EF (Ed's Firestar) MKIII N420P (420ldPoops) ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Motors
Date: Jan 09, 2005
| I'm really surprised that some Kolb owner hasn't tried the Cont. 65 on one of the larger Kolbs. Just won't fit my Ultra Star. | Good Morning Ray A/Gang: I think you answered your own question of why we haven't seen a Continental 65 on a MKIII. They just don't fit. The Continental 65 is a slow turning engine and needs a "big" prop that won't fit in a pusher configuration. Jack the engine higher on the airframe and it gets to the point of self defeating itself trying to overcome the high thrust line pushing the nose down. Often wonder how a MKIII would feel with a power plant in the tractor configuration. Would be able to get more performance but would lose most of that nice visibility. I was reminded of how much visibility I have when I flew the Sport 600 at Labhart Field at the last Kolb Home Coming. Think I'll stick with the 912ULS in the pusher configuration. Take care, john h ________________________________________________________________________________
From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: Re: Motors
Date: Jan 09, 2005
Lycoming and Contintal were also on my list engines that I considered before I chose the VW. The primary reason I didn't pursue one of these options was that it would take a change to the engine mount and cage of the MKIII. I now have done the change to my cage and it wasn't that difficult. The biggest problem was finding some one that would do the tig welding. A year ago at Oshkosh I asked one of the New Kolb people about a optional engine mount that would allow engines like Lic., Cont., VW, and GEO. He said that they considered Lic & Cont. but determined that they were just way too heavy. From the posts that we having about their weight you have to wonder were he was coming from. Also a 65HP direct drive general aviation engine would likely produce allot more thrust than a 65HP Rotax if for no other reason than reduction drive power loss. As for the higher thrust line my new engine mount is 5 inches lower than it was before and I could still swing a 74 inch prop with one inch clearance. With the higher mount I did have forward CG issues and likely slower speeds but it now it is so close to a Rotax thrust line it shouldn't be noticeable. I also asked if New Kolb would build me a cage with a custom engine mount. He said they would if I gave them detailed drawings and they weren't too busy. So there you go check out my modifications to cage, modify it to accept a Lyc. or Cont. engine and have Kolb make you a custom kit. Rick Neilsen Redrive VW powered MKIIIc ----- Original Message ----- From: "John Hauck" <jhauck(at)elmore.rr.com> Subject: Re: Kolb-List: Motors > > | I'm really surprised that some Kolb owner hasn't tried the Cont. > 65 on one of the larger Kolbs. Just won't fit my Ultra Star. | > > > Good Morning Ray A/Gang: > > I think you answered your own question of why we haven't seen a > Continental 65 on a MKIII. They just don't fit. The Continental 65 > is a slow turning engine and needs a "big" prop that won't fit in a > pusher configuration. Jack the engine higher on the airframe and it > gets to the point of self defeating itself trying to overcome the high > thrust line pushing the nose down. ________________________________________________________________________________
From: Cat36Fly(at)aol.com
Date: Jan 09, 2005
Subject: Re: Rotax 582 Engine Package for Sale
Just out of curiosity, why are you changing engines (other than 2 cycle to 4 cycle). What kind of performance are you getting with the 582 ? I am building an Extra with a 582 which I hope to launch in the spring and wonder what to expect from it. Thanks Larry ________________________________________________________________________________
From: "George E. Thompson" <eagle1(at)commspeed.net>
Subject: Re: Fwd: info on Ultrastar For Sale
Date: Jan 09, 2005
What is this? ----- Original Message ----- From: <Flycrazy8(at)aol.com> ; ; ; ; ; ; ; ; ; Subject: Kolb-List: Fwd: info on Ultrastar For Sale > > > From: "ron wehba" <rwehba(at)cox.net> > To: > Subject: Re: info on Ultrastar > Date: Thu, 6 Jan 2005 08:20:08 -0600 > > > mine i had to sell cry,,cry!!!----- Original Message ----- > From: Flycrazy8(at)aol.com > To: rwehba(at)cox.net > Sent: Thursday, January 06, 2005 8:16 AM > Subject: info on Ultrastar > > > Kolb Ultrastar.... > 35 hp UL202 Cuyuna > 50 x 30 Tennessee Prop > Kolb Pod with ASI, dual CHT, EGT, RPM, Hobbs meter, Compass, Bank > indicator > BRS Parachute (needs repacking), two strobe's........ > Asking Price $ 4500.00.......$ 4000.00 without BRS Parachute... > Has a few patched holes on wing but in good flying condition.... > > Steven > Southwest Georgia > flycrazy8 @aol.com > 334-596-2250 > > > > > > FONT-FAMILY:=20Arial" bottomMargin7 bgColor#ffffff leftMargin7 > topMargin7 rightMargin7> > mine i had to sell cry,,cry!!!----- Original Message ----- > > From: > Flycrazy8(at)aol.com > To: rwehba(at)cox.net > Sent: Thursday, January 06, 2005 8:16 > AM > Subject: info on Ultrastar > > > Kolb Ultrastar.... > 35 hp UL202 Cuyuna > 50 x 30 Tennessee Prop > Kolb Pod with ASI, dual CHT, EGT, RPM, Hobbs meter, Compass, Bank > indicator > BRS Parachute (needs repacking), two strobe's........ > Asking Price $ 4500.00.......$ 4000.00 without BRS Parachute... > Has a few patched holes on wing but in good flying condition.... > > Steven > Southwest Georgia > flycrazy8 @aol.com > 334-596-2250 > > > name="emailpic.jpg" > filename="emailpic.jpg" > > /9j/4AAQSkZJRgABAAEAlgCWAAD//gAfTEVBRCBUZWNobm9sb2dpZXMgSW5jLiBWMS4wMQD/2wCE > AAMCAgICAgMCAgIDAwMDBAgFBAQEBAkHBwUICwoMDAsKCwsMDhIPDA0RDQsLEBUQERMTFBQUDA8W > GBYUGBIUFBMBAwMDBAQECQUFCRMNCw0TExMTExMTExMTExMTExMTExMTExMTExMTExMTExMTExMT > ExMTExMTExMTExMTExMTE//EAaIAAAEFAQEBAQEBAAAAAAAAAAABAgMEBQYHCAkKCwEAAwEBAQEB > 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From: "Carl Trollope" <flash_too(at)yahoo.co.uk>
Subject: RE:UK Gales
Date: Jan 09, 2005
Hi, The recent gales in the UK have wreaked their havoc I now need a new hangar to keep my Kolb Mk III in...!! It was last seen leaving Staffordshire heading towards Derbyshire.... Fortunately when the hangar departed the Kolb was left pointing into the wind with folded wings..... Remarkably it stayed put but on its way the hangar clipped the aileron on the right wing causing some damage.... worth tying them down even in a hanager....!! I have emailed Mike for spares so hopefully will not be down too long after all now my aircraft is US the sun will come out and the wind will stop...!! Carl ________________________________________________________________________________
From: Cat36Fly(at)aol.com
Date: Jan 09, 2005
Subject: Re: Rotax 582 Engine Package for Sale
Jim, Perhaps we can meet half way for lunch somewhere on the Chesapeake as I am up in Dover, Delaware. I have not selected the prop but it will be a 3 blade and probably a warp also. I just finished covering my tail feathers and plan to start the wings soon. I am also working the instrument stack (radio,xponder,EIS.intercom) in my spare time. The panel is assembled but I need something to hold it up. How far along are you? Larry Tasker N615RT ________________________________________________________________________________
Date: Jan 09, 2005
Subject: [ Steve Kroll ] : New Email List Photo Share Available!
From: Email List Photo Shares <pictures(at)matronics.com>
A new Email List Photo Share is available: Poster: Steve Kroll Subject: Mk2 at sunset http://www.matronics.com/photoshare/muso2080@yahoo.com.01.09.2005/index.html o Main Photo Share Index http://www.matronics.com/photoshare o Submitting a Photo Share If you wish to submit a Photo Share of your own, please include the following information along with your email message and files: 1) Email List or Lists that they are related to: 2) Your Full Name: 3) Your Email Address: 4) One line Subject description: 5) Multi-line, multi-paragraph description of topic: 6) One-line Description of each photo or file: Email the information above and your files and photos to: pictures(at)matronics.com ________________________________________________________________________________
Date: Jan 09, 2005
From: Jack & Louise Hart <jbhart(at)ldd.net>
Subject: Avionics Vest
FireFlyers & Kolbers, AC 103-7 does not give ultra light vehicles any safety weight leeway except for parachutes. Since I hangar at an airport that caters to ga aircraft, it is a safety advantage to use a radio. Also with a limit of five gallons of fuel it increases the importance of a gps to enable one to fly the shortest point to point distance. I did not want to push FireFly empty weigh over 254 pounds so I strapped the radio on one leg and the gps on the other. So I would not have to worry about the batteries running down, I added converters to the seat cheek board. It became cumbersome to get ready to fly because I had to get dressed, carry the radio and gps to the FireFly, get in, and strap the gps and radio to my legs, connect two power connections, and one antenna, microphone, headset, and PPT button connection. Then I could belt in and proceed with engine start up. To organize and speed things up and to reduce FireFly weight, I installed much of the power system into a vest. It is not complete but it is working very well. The vest can be seen at: http://www.thirdshift.com/jack/firefly/firefly117.html Flying weather here has been the pits. Either we have deep snow, or fog and cold, or it rains for days at a time, or the wind is out of the south at gale strength. Maybe tomorrow will be a good enough day. I would like to see the Mississippi River at flood stage from the air. Jack B. Hart FF004 Jackson, MO Jack & Louise Hart jbhart(at)ldd.net ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Kolb Seats and Temperfoam
Date: Jan 10, 2005
| Us unfortunate victums of the CAA who have the pleaseue of owning a Kolb in | the UK have to modify the seats, this includes a 1.6 mm thisk aluminium | sheet which rivets to the cage just under the sling seat, this is to in the | event of a crash stop anything protruding into your butt, then on top of the | sling seat we have to fit a 2" thick square of Dyna Foam whis is a proven | energy absorber, used in the Space shuttle and in all UK helicopters, it | does however make for a very comfortable seat. I geuss this is similar to | the temper foam that john mentioned. | | Mike Good Morning Mike/Gang: Yes, Temperfoam is what I use. Discovered it before I made the 1994 flight to Alaska. Prior to that, I was good for butt cramps and pain after about 30 minutes in the old "Ultrastar Seats and Azusa Seat Cover" with minimum padding. Not a bad idea to use the 1.6mm aluminum sheet. That is about .063". I have never used the sling seats, either in my Firestar or MKIII. I always used hard seats. I also use a trick I learned from the JARS pilots that fly the old Heliocouriers. That is a sheet of aluminum riveted to the 4130 seat frames under the plastic molded seats. This is to prevent me from going through the seat in case of a flat crash. One of the JARS pilots was paralyzed from the waist down as the result of a stall on short final going into a jungle airstrip. From that time on, JARS aircraft had the sheet aluminum installed. In addition, their 4130 seat frames were designed to slowly collapse to absorb energy in a crash. I don't mind adding weight when it may prevent me from getting hurt. BTW, I never had a butt ache since installing Temperfoam. That is until it wore out. Two years ago I started getting uncomfortable in the seat on a flight to OSH 2003. Discovered my Temperfoam had used up its useful life. Bought another piece while at OSH to make the return flight to Alabama. I am not an advocate of the sling seat, although I have flown the factory aircraft with sling seats many times. Take care, john h PS: I took the liberty to change the subject line. ________________________________________________________________________________
From: "PATRICK LADD" <pj.ladd(at)btinternet.com>
Subject: Re: RE:UK Gales
Date: Jan 10, 2005
I now need a new hangar to keep my Kolb Mk III in...!!>> Hi Carl, Hard luck. Hope you manage to get repared and rehangared quickly. I collected my kit from Mike yesterday lunch time and it was blowing then. It had been harder during the night as there was a Jabiru on the airfield which had pulled its mooring and broken a wing in half during the storm. I had a fairly hard trip of 850 miles (and 157, weep for us, America) and it blew and rained almost all the way. Cheers Pat ________________________________________________________________________________
From: "Silver Fern Microlights Ltd" <kiwimick(at)sfmicro.fsnet.co.uk>
Subject: Re: Kolb Seats and Temperfoam
Date: Jan 10, 2005
Hi John/all, Could you tell me what the seats you use are out of, how they are mounted/approx weight each and price. The PFA has been wanting me to do something like this for a while. Mike Xtra/Jabiru 2200 ----- Original Message ----- From: "John Hauck" <jhauck(at)elmore.rr.com> Subject: Kolb-List: Kolb Seats and Temperfoam > > | Us unfortunate victums of the CAA who have the pleaseue of owning a > Kolb in > | the UK have to modify the seats, this includes a 1.6 mm thisk > aluminium > | sheet which rivets to the cage just under the sling seat, this is to > in the > | event of a crash stop anything protruding into your butt, then on > top of the > | sling seat we have to fit a 2" thick square of Dyna Foam whis is a > proven > | energy absorber, used in the Space shuttle and in all UK > helicopters, it > | does however make for a very comfortable seat. I geuss this is > similar to > | the temper foam that john mentioned. > | > | Mike > > Good Morning Mike/Gang: > > Yes, Temperfoam is what I use. Discovered it before I made the 1994 > flight to Alaska. Prior to that, I was good for butt cramps and pain > after about 30 minutes in the old "Ultrastar Seats and Azusa Seat > Cover" with minimum padding. > > Not a bad idea to use the 1.6mm aluminum sheet. That is about .063". > I have never used the sling seats, either in my Firestar or MKIII. I > always used hard seats. I also use a trick I learned from the JARS > pilots that fly the old Heliocouriers. That is a sheet of aluminum > riveted to the 4130 seat frames under the plastic molded seats. This > is to prevent me from going through the seat in case of a flat crash. > One of the JARS pilots was paralyzed from the waist down as the result > of a stall on short final going into a jungle airstrip. From that > time on, JARS aircraft had the sheet aluminum installed. In addition, > their 4130 seat frames were designed to slowly collapse to absorb > energy in a crash. > > I don't mind adding weight when it may prevent me from getting hurt. > > BTW, I never had a butt ache since installing Temperfoam. That is > until it wore out. Two years ago I started getting uncomfortable in > the seat on a flight to OSH 2003. Discovered my Temperfoam had used > up its useful life. Bought another piece while at OSH to make the > return flight to Alabama. > > I am not an advocate of the sling seat, although I have flown the > factory aircraft with sling seats many times. > > Take care, > > john h > > PS: I took the liberty to change the subject line. > > > ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Kolb Seats and Temperfoam
Date: Jan 10, 2005
| Hi John/all, | Could you tell me what the seats you use are out of, how they are | mounted/approx weight each and price. | Mike Hi Mike/Gang: The "Ultrastar Seats" I use are simply soft plastic chair seats. Homer Kolb used these for Ultrastar Kits. When I built the airframe for my MKIII at Homer's in 1991, I was scrounging around up in the attic of the "barn" (Kolb Factory) and found a couple of these plastic chair seats. Homer let us use them for my airplane. Brother Jim Hauck welded up a nice tilting seat frame to attach the seats to. I do not know where one could find these chairs seats now. They weigh practically nothing and would be very inexpensive if one could local a source. I think they would have been used as seats for waiting rooms at medical facilities, etc. Sorry I can be of no further help. However, I'll dig around and see if I can come up with some photos of my seats which I will post on my index page. john h ________________________________________________________________________________
From: "PATRICK LADD" <pj.ladd(at)btinternet.com>
Subject: Re: RE:UK Gales
Date: Jan 10, 2005
<< I had a fairly hard trip of 850 miles (and 157, weep for us, America)>> Whoops, sorry. That should be 157 fuel cost. Pat ________________________________________________________________________________
From: "PATRICK LADD" <pj.ladd(at)btinternet.com>
Subject: Re: Pat's Xtra
Date: Jan 10, 2005
Hi Pollus, Kiwimick says you are considering joining a flight from the UK to Bloise, France in the summer for the fly in. That would be a nice flight. If the building goes well, you never know..... Cheers Pat ________________________________________________________________________________
From: "Denny Rowe" <rowedl(at)highstream.net>
Subject: Re: [ Steve Kroll ] : New Email List Photo Share Available!
Date: Jan 10, 2005
: > > Poster: Steve Kroll > > > Subject: Mk2 at sunset > > > http://www.matronics.com/photoshare/muso2080@yahoo.com.01.09.2005/index.html > > Steve, That is a beutiful Mk-2, thanks for posting the photo. The Mk-2 was my original love and the bird that got me interested in Kolbs many years ago, they still have all the allure they ever had. On the subject of engines, that 503 is as good a 2 stroke as you'll ever find as far as reliability goes, but if you want the 4 stroke to increase your range, I think the best route is the HKS, well proven like the 503 and miserly on the fuel. Tom Olenik could help you with any info about the HKS. Price is the only bummer, but maybe they have some winter discounts going. Take Care, Denny Rowe ________________________________________________________________________________
Date: Jan 10, 2005
From: Richard Pike <richard(at)bcchapel.org>
Subject: Re: Kolb Seats and Temperfoam
Since the FSII that we just finished is owned by a man with back problems, we also had to do some creative seat mods. The pilot seat is a standard Wal Mart plastic boat seat shell, the $26 variety, trimmed along the sides to make it narrower. It rests in a very light steel frame which snaps in and out of the existing framework. It has 2" of Temperfoam in the base area and up the back. It also has a detachable backrest/headrest which comes off to allow flying with a passenger (38.5 hours from now). It is light weight and extremely comfortable. Details/pictures will be posted on the web site after the hangar is finished. Richard Pike FSII N582EF ________________________________________________________________________________
From: Pollus <pollus(at)fornerod.nl>
Subject: Re: Pat's Xtra
Date: Jan 11, 2005
Hi Pat! So you got him! Congrats, your new year started with a bang! Considering the fact that some on this list take YEARS to build the flyer, your plan certainly looks ambitious. But yep, if you manage to get it flying in September you'l meet me halfway the Channel doing interception exercises. I am stil a bit worried about french RT though... Maybe you can post some pics from the building process once in a while. Groet! Pollus Op 10-jan-05 om 22:27 heeft PATRICK LADD het volgende geschreven: > > > Hi Pollus, > Kiwimick says you are considering joining a flight from the UK to > Bloise, > France in the summer for the fly in. > > That would be a nice flight. If the building goes well, you never > know..... > > Cheers > > Pat ________________________________________________________________________________
From: "PATRICK LADD" <pj.ladd(at)btinternet.com>
Subject: Re: Pat's Xtra
Date: Jan 11, 2005
I am stil a bit worried about french RT though...>> Hi, I have managed for years without talking to anyone, but we can always let Kiwimick do the talking... I made it as far as Dover last summer. That 21 miles looks awfully wide. Cheers Pat ________________________________________________________________________________
From: "PATRICK LADD" <pj.ladd(at)btinternet.com>
Subject: Re: RE:UK Gales
Date: Jan 11, 2005
Whoops, sorry. That should be 157 fuel cost.>> Whoops twice. for some reason my comp doesn`t like (pound) signs. Cheers Pat ________________________________________________________________________________
From: "PATRICK LADD" <pj.ladd(at)btinternet.com>
Subject: Re: Pat's Xtra
Date: Jan 11, 2005
Hi Carl Trouble is if you start in French they continue..>> Thats the trouble on the ground too. ..... I flew out of St Nazaire La Baule and Vannes International I flew the Petrel from Vannes Meucon(sp). Great fun. Took of from the field and splashed down in the sea. Did a couple of water circuits and then back to the field. Very nautical. A piece of string with a wooden toggle on put the u/c down. Met the pilot I flew with in a bar when visiting Sun `n` Fun a couple of years later. Mind you being asked to hold at St Nazaire whilst I watched the Eurobus Guppy thing land was tremendous>> Can`t quite match that but landed No 2 to a De Havilland Rapide in the Eurostar when flying in to Duxford last year. ... Is this a UK Kolb trip to France then.....??>> Kiwimick mentioned to me on Sunday that Pollus had expressed interest in joining a group which (presumably) Mick is organising to visit Blois for the Market cum Fly in they have there. I would not have thought it would be exclusively Kolbs, although if there are enough, who knows. Last years fly in was at a different field than other years and according to reports it was chaotic. a/c held in the pattern for long periods. In fact some pilots defected to the old field about 6 miles away. I intended to fly down with my then partner in our Eurostar but we could find nowhere to sleep on the French side and neither of us are camping enthusiasts. We flew into Headcorn and watched some departures and then flew to the coast at Dover and then flew home. Lovely days flying, but no foreign landing. I have made it to the Isle of Wight though, if that counts. Carl ________________________________________________________________________________
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: RE:UK Gales
Date: Jan 11, 2005
Let's see if this works............go to Start/ Programs/ Accessories/ System Tools/ Character Map. (if you're using Windows) Many pages and lots of scrolling to look thru on Character Map, but mostly I use Comic Sans MS. Find the "Pound" sign and single click it to highlight it, then look in the lower right corner and it'll give the keystrokes needed to reproduce it.....in this case Alt 0163. I'll do it here: "". Not sure if'n it'll come thru, since the List doesn't like html. I use this a lot for fractions, etc. Lar. Do not Archive., Larry Bourne Palm Springs, CA Building Kolb Mk III N78LB Vamoose www.gogittum.com ----- Original Message ----- From: "PATRICK LADD" <pj.ladd(at)btinternet.com> Subject: Re: Kolb-List: RE:UK Gales > > Whoops, sorry. That should be 157 fuel cost.>> > > Whoops twice. > for some reason my comp doesn`t like (pound) signs. > > Cheers > > Pat > > > ________________________________________________________________________________
From: "b young" <by0ung(at)brigham.net>
Subject: seats
Date: Jan 11, 2005
| Hi John/all, | Could you tell me what the seats you use are out of, how they are | mounted/approx weight each and price. | Mike Hi all i bought a set of seats out of a piper tomohalk, had to weld in some brackets to hold them in place but they have been much better than the sling seats... also used the forward back adjustment locking pin to make them removeable in just a few seconds. they have an aluminum frame covered with a piece of sheet alum. with about 1 1/2 to 2 inches of foam.... boyd ________________________________________________________________________________
From: "Silver Fern Microlights Ltd" <kiwimick(at)sfmicro.fsnet.co.uk>
Subject: 2005 UK Kolb Meet
Date: Jan 11, 2005
Hi All, Looks to be more UK Kolbers on the group than I first thought. I have mentioned to a few that I will be Flying our Xtra demonstrator to Blois show in france and mentioned that it would be good to have a group of Kolbs together, and others if they wish. I have also been working on putting a Kolb owners group together and arranging organized flyins etc. We will have a dedicated UK meet some where mid season and we could use Blois as another for the more adventurous. Anyone who would like to join us for Blois would be most welcome, please let me know. Any Ideas on venue for the UK meet?, somewhere centralish would be good as the Kolbs are well spread out over the country. Mike Xtra/Jab 2200 G-CDFA ________________________________________________________________________________
From: "Paul Petty" <Lynnp@c-gate.net>
Subject: Ms diixie Kolbra number 012!
Date: Jan 11, 2005
Hi Kolbers., Well we have a have a large weekend here with the Kolbra kit. Kolbra 012 is taking shape! Just thought I would share a few photos. I will archive this post for future Kolb aircraft builders. Matt I just want to say thank you for your E-mail list. As for my buddies at TNK I love you all still building ....... see ya God bless my demo pilot love ya norm....... http://www.c-gate.net/~ppetty/photos/P1110001.JPG http://www.c-gate.net/~ppetty/photos/P1110003.JPG ________________________________________________________________________________
From: "Richard Swiderwski" <rswiderski(at)earthlink.net>
Subject: Avionics Vest
Date: Jan 11, 2005
Jack, You sure are a wealth of information! I sure wish I was your neighbor. Thanks for the great posts. ....Richard Swiderski -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Jack & Louise Hart Subject: Kolb-List: Avionics Vest FireFlyers & Kolbers, AC 103-7 does not give ultra light vehicles any safety weight leeway except for parachutes. Since I hangar at an airport that caters to ga aircraft, it is a safety advantage to use a radio. Also with a limit of five gallons of fuel it increases the importance of a gps to enable one to fly the shortest point to point distance. I did not want to push FireFly empty weigh over 254 pounds so I strapped the radio on one leg and the gps on the other. So I would not have to worry about the batteries running down, I added converters to the seat cheek board. It became cumbersome to get ready to fly because I had to get dressed, carry the radio and gps to the FireFly, get in, and strap the gps and radio to my legs, connect two power connections, and one antenna, microphone, headset, and PPT button connection. Then I could belt in and proceed with engine start up. To organize and speed things up and to reduce FireFly weight, I installed much of the power system into a vest. It is not complete but it is working very well. The vest can be seen at: http://www.thirdshift.com/jack/firefly/firefly117.html Flying weather here has been the pits. Either we have deep snow, or fog and cold, or it rains for days at a time, or the wind is out of the south at gale strength. Maybe tomorrow will be a good enough day. I would like to see the Mississippi River at flood stage from the air. Jack B. Hart FF004 Jackson, MO Jack & Louise Hart jbhart(at)ldd.net ________________________________________________________________________________
From: Pollus <pollus(at)fornerod.nl>
Subject: Re: 2005 UK Kolb Meet
Date: Jan 12, 2005
Hi, could be quite a party! Is there allready a date set for the Blois fly-in? I could only find references to the 2004 edition... Pollus Op 11-jan-05 om 21:39 heeft Silver Fern Microlights Ltd het volgende geschreven: > > > Hi All, > Looks to be more UK Kolbers on the group than I first thought. I have > mentioned to a few that I will be Flying our Xtra demonstrator to > Blois show in france and mentioned that it would be good to have a > group of Kolbs together, and others if they wish. > I have also been working on putting a Kolb owners group together and > arranging organized flyins etc. > We will have a dedicated UK meet some where mid season and we could > use Blois as another for the more adventurous. > Anyone who would like to join us for Blois would be most welcome, > please let me know. > Any Ideas on venue for the UK meet?, somewhere centralish would be > good as the Kolbs are well spread out over the country. > > Mike > Xtra/Jab 2200 > G-CDFA ________________________________________________________________________________
Date: Jan 12, 2005
From: Ted C <trc1917(at)direcway.com>
Subject: Re: kolb roll
guess everyone forgot to put those two washers under the left front engine/mount to counter the roll. my SS /582 rides perfectly straight thru all speeds, no roll. ted cowan, alabama ________________________________________________________________________________
From: "kfackler" <kfackler(at)ameritech.net>
Subject: Re: kolb roll
Date: Jan 12, 2005
What size / thickness? ----- Original Message ----- From: "Ted C" <trc1917(at)direcway.com> Subject: Kolb-List: Re: kolb roll > > guess everyone forgot to put those two washers under the left front engine/mount to counter the roll. my SS /582 rides perfectly straight thru all speeds, no roll. ted cowan, alabama > > ________________________________________________________________________________
From: "Rick Pearce" <rap(at)isp.com>
Subject: Lowrance GPS
Date: Jan 12, 2005
I bought a Lowrance Airmap 300 in 2000 so I could have a portable GPS to use in all three of my planes. I tried to get a up grade to the data base this summer at OSK. Lowrance is already not supporting this product after just four years but they would gladly give me a $100 credit on a new unit. Call me stupid, sure I'm going to turn around and throw good money after bad and buy another Lowrance product. Just a after thought to this bitch secession I though that US law says a company has to support its product for 10 years after a sale. I would just as soon have a up to date Data base because of the rate cell phone towers are popping up it could run a persons day running into one. ________________________________________________________________________________
From: "Denny Rowe" <rowedl(at)highstream.net>
Subject: Re: Lowrance GPS
Date: Jan 12, 2005
----- Original Message ----- From: "Rick Pearce" <rap(at)isp.com> Subject: Kolb-List: Lowrance GPS > I bought a Lowrance Airmap 300 in 2000 so I could have a portable GPS > to use in all three of my planes. I tried to get a up grade to the data > base this summer at OSK. Lowrance is already not supporting this product > after just four years but they would gladly give me a $100 credit on a new > unit. Call me stupid, sure I'm going to turn around and throw good money > after bad and buy another Lowrance product. Just a after thought to this > bitch secession I though that US law says a company has to support its > product for 10 years after a sale. I would just as soon have a up to date > Data base because of the rate cell phone towers are popping up it could > run a persons day running into one. > Rick, That really surprises me that Lowrance will not support the 300. I bought an Airmap 100 new in 03 or 04. When a friend attempted to save the database update that came with my unit to another disk to have a backup before he loaded my unit, he inadvertantly disabled my update disk. [Lowrance only permits their updates to be loaded directly to the serial numbered unit it is meant for, to keep folks from sharing updates.] I finally called Lowrance last summer and explained what happened and requested another update. In short order, I had an update disk that was the latest and greatest, actually a year newer than the disk that came with my Airmap, no charge. The strange thing here is that my 100 is a much older model than your 300, and they were still supporting it last Summer. Seems strange! Maybe a call to Lowrance customer service at 800 324 1356 will help, perhaps the sales man at Oshkosh thought he could land another sale by playing hardball with you. Let us know what they say, I may want another update for my 100 someday. Sincerely, Denny Rowe, Mk-3, PA ________________________________________________________________________________
From: "Denny Rowe" <rowedl(at)highstream.net>
Subject: Re: kolb roll
Date: Jan 12, 2005
----- Original Message ----- From: "Ted C" <trc1917(at)direcway.com> Subject: Kolb-List: Re: kolb roll > > guess everyone forgot to put those two washers under the left front > engine/mount to counter the roll. my SS /582 rides perfectly straight > thru all speeds, no roll. ted cowan, alabama > > Ted, Mk-2 and Mk-3 drivers have the pilot offset problem to overcome when flying solo. (Left roll tendancy) The only non trim way I have heard of to overcome this issue is for the pilot to fly solo from the right seat instead of left. I hope to give that a go this summer. Denny Rowe ________________________________________________________________________________
Date: Jan 12, 2005
From: ray anderson <rsanoa(at)yahoo.com>
Subject: Re: kolb roll
Only wimps read instructions. Kolb drivers don't want to be perceived as wimps. Rowe" ----- Original Message ----- From: "Ted C" Subject: Kolb-List: Re: kolb roll > > guess everyone forgot to put those two washers under the left front > engine/mount to counter the roll. my SS /582 rides perfectly straight > thru all speeds, no roll. ted cowan, alabama > > Ted, Mk-2 and Mk-3 drivers have the pilot offset problem to overcome when flying solo. (Left roll tendancy) The only non trim way I have heard of to overcome this issue is for the pilot to fly solo from the right seat instead of left. I hope to give that a go this summer. Denny Rowe --------------------------------- ________________________________________________________________________________
From: ghaley(at)wt.net
Subject: Kolb Roll
Date: Jan 12, 2005
All, Kolb has an adjustible rear wing attach joint. I used one of these on my right wing and was able to take the left roll out. G ________________________________________________________________________________
Date: Jan 12, 2005
Subject: Re: Lowrance GPS
From: rap(at)isp.com
> I contacted them about a month ago and got the same response. > > ----- Original Message ----- > From: "Rick Pearce" <rap(at)isp.com> > > Subject: Kolb-List: Lowrance GPS > > >> I bought a Lowrance Airmap 300 in 2000 so I could have a portable >> GPS >> to use in all three of my planes. I tried to get a up grade to the data >> base this summer at OSK. Lowrance is already not supporting this product >> after just four years but they would gladly give me a $100 credit on a >> new >> unit. Call me stupid, sure I'm going to turn around and throw good money >> after bad and buy another Lowrance product. Just a after thought to this >> bitch secession I though that US law says a company has to support its >> product for 10 years after a sale. I would just as soon have a up to >> date >> Data base because of the rate cell phone towers are popping up it could >> run a persons day running into one. >> > > Rick, > That really surprises me that Lowrance will not support the 300. > I bought an Airmap 100 new in 03 or 04. When a friend attempted to save > the > database update that came with my unit to another disk to have a backup > before he loaded my unit, he inadvertantly disabled my update disk. > [Lowrance only permits their updates to be loaded directly to the serial > numbered unit it is meant for, to keep folks from sharing updates.] > I finally called Lowrance last summer and explained what happened and > requested another update. > In short order, I had an update disk that was the latest and greatest, > actually a year newer than the disk that came with my Airmap, no charge. > The strange thing here is that my 100 is a much older model than your 300, > and they were still supporting it last Summer. > Seems strange! > Maybe a call to Lowrance customer service at 800 324 1356 will help, > perhaps > the sales man at Oshkosh thought he could land another sale by playing > hardball with you. > Let us know what they say, I may want another update for my 100 someday. > > Sincerely, > Denny Rowe, Mk-3, PA > > ----------------------------------------- ________________________________________________________________________________
From: "Silver Fern Microlights Ltd" <kiwimick(at)sfmicro.fsnet.co.uk>
Subject: Re: 2005 UK Kolb Meet
Date: Jan 12, 2005
The Blois meet is 27/28 August, will need a couple of days either side of the weekend as it will take us 2 days to get there form UK. Mike Xtra/Jab 2200 ----- Original Message ----- From: "Pollus" <pollus(at)fornerod.nl> Subject: Re: Kolb-List: 2005 UK Kolb Meet > > Hi, could be quite a party! Is there allready a date set for the Blois > fly-in? I could only find references to the 2004 edition... > > Pollus > > > Op 11-jan-05 om 21:39 heeft Silver Fern Microlights Ltd het volgende > geschreven: > >> >> >> Hi All, >> Looks to be more UK Kolbers on the group than I first thought. I have >> mentioned to a few that I will be Flying our Xtra demonstrator to >> Blois show in france and mentioned that it would be good to have a >> group of Kolbs together, and others if they wish. >> I have also been working on putting a Kolb owners group together and >> arranging organized flyins etc. >> We will have a dedicated UK meet some where mid season and we could >> use Blois as another for the more adventurous. >> Anyone who would like to join us for Blois would be most welcome, >> please let me know. >> Any Ideas on venue for the UK meet?, somewhere centralish would be >> good as the Kolbs are well spread out over the country. >> >> Mike >> Xtra/Jab 2200 >> G-CDFA > > > ________________________________________________________________________________
From: "John Williamson" <kolbrapilot(at)comcast.net>
Subject: Monument Valley
Date: Jan 12, 2005
Az Dave and everyone else that is interested in the Kolb Gathering at Monument Valley for 2005, I have tallied the votes sent to me and have set May 20-22, 2005 as the days to be at Monument Valley. Here is what folks sent to me: kolbrapilot(at)comcast.net 20-22 May Dennis.Kirby(at)kirtland.af.mil 13-15 May jhauck(at)elmore.rr.com anytime biglar(at)gogittum.com fence-sitter eagle1(at)commspeed.net 20-22 May hefner_jim(at)msn.com 20-22 May ghaley(at)wt.net 20-21 May rp3420(at)freescale.com no date NeilsenRM(at)comcast.net 20-22 May masonclan(at)sbcglobal.net no date wiserguy(at)comcast.net no date lcottrel(at)kfalls.net no date by0ung(at)brigham.net no date Here is the link to Goulding Lodge and Campground at Monument Valley: http://www.gouldings.com/english/index.htm or call (435) 727-3231. Make your reservations early for the best RV or tent campsites. John Williamson Arlington, TX Kolb Kolbra, Rotax 912UL, 708 hours http://home.comcast.net/~kolbrapilot ________________________________________________________________________________
From: "PATRICK LADD" <pj.ladd(at)btinternet.com>
Subject: UK upgrades
Date: Jan 12, 2005
Hi all, had the bumph from the PFA today allocating me a Project Number for the 3x building programme. Also the upgrades which must be done before approval will be given. I expect many of you will have incorporated these into your birds already but this is the list. Uprate Control surface hinges Add. aileron control stops uprate elevator cables to 3mm dia uprate wing struts Fit door stop elevator stop instrument console brace Instrument console edge softening Lexan panels to enclose section to rear of cockpit Seat mod. inc. aluminium seat base and Dyna foam energy absorbing squab. Just thought you may be interested Cheers Pat pj.ladd(at)btinternet.com ________________________________________________________________________________
From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: Re: Engine Choices
Date: Jan 12, 2005
Hey I was looking thru E-bay and ran accross a BMW engine with reduction drive for sale. It is up to $1500.00 but will likely go for more. The reduction drive looks like it can be mount in the down position so that the thrust line will be lower. Check it out at http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&category=26437&item=4518192138&rd=1 Rick Neilsen Redrive VW powered MKIIIc ________________________________________________________________________________
From: "woody" <duesouth(at)govital.net>
Subject: Re: kolb roll
Date: Jan 12, 2005
never heard that one before. > > guess everyone forgot to put those two washers under the left front engine/mount to counter the roll. my SS /582 rides perfectly straight thru all speeds, no roll. ted cowan, alabama > > ________________________________________________________________________________
From: N27SB(at)aol.com
Date: Jan 12, 2005
Subject: Mikuni fuel pump
I just took the dual port Mikuni pump off of the 447 on the WetFly and replacing it with a single unit. It was in the way of the wing fold due to the added height of the floats. The pump is about a year old and I have been flying with it. I hate to throw it out so I will ship it to the first one to respond. No charge. Steve Boetto WetFly #007 ________________________________________________________________________________
From: "Jimmy" <jhankin(at)planters.net>
Subject: Re: Mikuni fuel pump
Date: Jan 12, 2005
If i am first I will take, Jimmy Hankinson 912-863-7384 Firefly 035 JYL (Sylvania) Pegasus Field (Home) 2000 Feet X 100 Feet- Grass Rocky Ford, Georgia James Hankinson 4960 Scarboro Highway Rocky Ford,. Ga. 30455 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: UK upgrades
Date: Jan 12, 2005
Patrick/Gang: You are correct. Some of us have upgraded certain items. | Uprate Control surface hinges Please explain the above requirement. | uprate elevator cables to 3mm dia I upgraded to 3mm (.120" or 1/8") up elevator cable. Left the down elevator cable at 3.32". All the down elevator, on my airplane, does is go along for the ride. The bottom cable is the worker. | Lexan panels to enclose section to rear of cockpit Fully enclosed the fuselage. Not with lexan, but fabric. | Seat mod. inc. aluminium seat base and Dyna foam energy absorbing squab. Installed hard seats on 4130 frames with aluminum sheet riveted to frame under the hard seat. I haven't forgotten about pics of my seats. Still looking. Failed to find any pics last night. john h ________________________________________________________________________________
From: N27SB(at)aol.com
Date: Jan 12, 2005
Subject: Re: Mikuni fuel pump
Hello to all, I got a bunch of people to respond to my offer offlist. if I missed anyone I am sorry. Guy Morgan was the first. I think that I am on to something here. How much stuff do we all have sitting around that we could share with the group. I hate to throw good stuff out. Steve Boetto WetFly #007 ________________________________________________________________________________
Date: Jan 12, 2005
Subject: Re: Mikuni fuel pump
From: Robert Mason <masonclan(at)sbcglobal.net>
> > I just took the dual port Mikuni pump off of the 447 on the WetFly and > replacing it with a single unit. It was in the way of the wing fold due to the > added > height of the floats. The pump is about a year old and I have been flying > with it. I hate to throw it out so I will ship it to the first one to respond. > No charge. > > > Steve Boetto > WetFly #007 > > > > > > Steve, If you still have the pump, I will be glade to take it. Robert mason MK3 xtra ________________________________________________________________________________
From: N27SB(at)aol.com
Date: Jan 13, 2005
Subject: FireFly Fuel Pump Caution
Hi to All, The reason that I switched my Dual Mikuni fuel pump on the FireFly to a single pump was because of poor clearance between the right aileron control horn and the pump fittings. I noticed this prior to a flight by seeing a mist of fuel while pumping up the carb. The control horn had pinched the new tygon fuel line at the output fitting and made a tiny hole. This could have been a real problem. My configuration makes this possible because of the floats that are installed. However if it is possible for your control horn to contact your pump and you fold your plane this could happen. I think TNK ships the dual pump on the new Firefly kits in order to stock just one pump. I will call Travis this morning and mention this to him. Also, Duane tells me that he switched to the dual pump because CPA told him that it had better guts. Can anyone verify this? Steve Boetto FireFly #007 on Floats Skimmin and Grinnin ________________________________________________________________________________
Date: Jan 13, 2005
From: Jack & Louise Hart <jbhart(at)ldd.net>
Subject: Re: FireFly Fuel Pump Caution
> >Hi to All, >The reason that I switched my Dual Mikuni fuel pump on the FireFly to a >single pump was because of poor clearance between the right aileron control horn >and the pump fittings. ................................. >Also, Duane tells me that he switched to the dual pump because CPA told him >that it had better guts. Can anyone verify this? > Steve, Can't verify that the dual pump is better, but I can say that I have 169 hours on a small one. I expect to rebuild it at 200 hours. Jack B. Hart FF004 Jackson, MO Jack & Louise Hart jbhart(at)ldd.net ________________________________________________________________________________
From: "Terry Davis" <davistcs(at)eoni.com>
Subject: Thermocouple Wires
Date: Jan 13, 2005
Kolbers, Since everyone here seems to have more experience than I do. Can I bundle the thermocouple wires for the EIS with the wires from the alternator on my 503? I'm wondering if the AC in the alt wires would interfere with the tiny current in the thermocouple wires Is this a problem?. Mag kill wires should be no problem since they are shielded. I would like to make everything nice and neat in one bundle. Terry Davis FS2 Home Stretch (yeah, right!) ________________________________________________________________________________
From: snuffy(at)usol.com
Subject: Alternate engines
Date: Jan 13, 2005
Look at this one guys...... http://www.sea-plane.com/product_details_turboprop.htm Do not archive ________________________________________________________________________________
From: "PATRICK LADD" <pj.ladd(at)btinternet.com>
Subject: Re: UK upgrades
Date: Jan 13, 2005
| Uprate Control surface hinges Please explain the above requirement.>> Hi John, dunno! Haven`t looked that up yet. No doubt Kiwimick will tell us as he is about at that point with his wing construction. Looks as though the PFA engineering dept and you are on the same wavelength. That gives me comfidence. Cheers Pat ________________________________________________________________________________
From: "Jason Omelchuck" <jason@trek-tech.com>
Subject: e-bay BMW commentary
Date: Jan 13, 2005
A little additional on this kind of BMW engine (I do not know anything about this particular engine). It is a later model BMW with oil cooled heads. The engine is throttle body fuel injected and would need an oil cooler. It should put out between 80 and 85 HP (it does not say on ebay what the displacement is). Parts for this are readily available and there are people who can make it a dual plug engine. I believe the drive is out of Germany and it costs about $1700 when fully configured. The drive incorporates a centrifugal clutch. The entire package should weigh around 170# when installed. I don't believe the drive can be rotated to the down position (but my "C" box is in the up position on my MKIII BMW). All of us on the list (that I know of) are using an older model of BMW that is carbureted and totally air cooled. The engine on e-bay seems like it would be a good deal (if its actually in good shape) if it goes for around $2500, a person could have it flying for an additional $500 to $700. This information is based on me having no experience with this particular type of engine and redrive, but I have been researching BMW's for a long time. It is up to the potential purchaser to cover their own rear end. Information on the reduction drive http://www.takeoff-ul.de/Motoren/info_motor_eng.pdf Jason Omelchuck MKIII Classic BMW R100 W/Rotax "C" box Will run by this spring (like I haven't said that before) From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> Subject: Re: Kolb-List: Engine Choices Hey I was looking thru E-bay and ran accross a BMW engine with reduction drive for sale. It is up to $1500.00 but will likely go for more. The reduction drive looks like it can be mount in the down position so that the thrust line will be lower. Check it out at http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem <http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&category=26437&ite m=4518192138&rd=1> &category=26437&item=4518192138&rd=1 Rick Neilsen Redrive VW powered MKIIIc ________________________________________________________________________________
Date: Jan 13, 2005
Subject: Re: FireFly Fuel Pump Caution
From: herbgh(at)juno.com
Fellers I think the round pump has a mylar diaphram which is pretty much indestructable. the square one has a rubber diaphram which has all of the attributes of rubber. Cracking and drying! Herb > > Hi to All, > The reason that I switched my Dual Mikuni fuel pump on the FireFly > to a > single pump was because of poor clearance between the right aileron > control horn > ________________________________________________________________________________
From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: Re: e-bay BMW commentary
Date: Jan 13, 2005
Jason Actually the web site that the add. directs you to shows that the reduction drive can be mounted up or down. This version of the BMW engine is offered new in 80, 90, and 100HP versions were the only differences are in the RPMs that the engine runs. It looks like quite a deal depending on the bidding. Rick Neilsen Redrive VW powered MKIIIc ----- Original Message ----- From: "Jason Omelchuck" <jason@trek-tech.com> Subject: Kolb-List: e-bay BMW commentary > > A little additional on this kind of BMW engine (I do not know anything > about > this particular engine). It is a later model BMW with oil cooled heads. > The engine is throttle body fuel injected and would need an oil cooler. It > should put out between 80 and 85 HP (it does not say on ebay what the > displacement is). Parts for this are readily available and there are > people > who can make it a dual plug engine. I believe the drive is out of Germany > and it costs about $1700 when fully configured. The drive incorporates a > centrifugal clutch. The entire package should weigh around 170# when > installed. I don't believe the drive can be rotated to the down position > (but my "C" box is in the up position on my MKIII BMW). All of us on the > list (that I know of) are using an older model of BMW that is carbureted > and > totally air cooled. The engine on e-bay seems like it would be a good > deal > (if its actually in good shape) if it goes for around $2500, a person > could > have it flying for an additional $500 to $700. This information is based > on > me having no experience with this particular type of engine and redrive, > but > I have been researching BMW's for a long time. It is up to the potential > purchaser to cover their own rear end. > > > Information on the reduction drive > http://www.takeoff-ul.de/Motoren/info_motor_eng.pdf > > > Jason Omelchuck > > MKIII Classic > > BMW R100 W/Rotax "C" box > > Will run by this spring (like I haven't said that before) > > > > From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> > > Subject: Re: Kolb-List: Engine Choices > > > > > > Hey I was looking thru E-bay and ran accross a BMW engine with reduction > > drive for sale. It is up to $1500.00 but will likely go for more. The > > reduction drive looks like it can be mount in the down position so that > the > > thrust line will be lower. Check it out at > > http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem > <http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&category=26437&ite > m=4518192138&rd=1> &category=26437&item=4518192138&rd=1 > > > Rick Neilsen > > Redrive VW powered MKIIIc > > > ________________________________________________________________________________
From: "Silver Fern Microlights Ltd" <kiwimick(at)sfmicro.fsnet.co.uk>
Subject: Re: UK upgrades
Date: Jan 13, 2005
John/all. The hinges on the UK models has to be changed from the origional rolled type to extruded, this is to eliminate the possibility of the hinge un rolling in the event of flutter or wear. We have TNK supply all this in the kits now, including the roll control stops which are wilded to the aileron torque tube. These are all mods which I had to devise to gain compliance of the BCAR section S requirements. Mike Xtra/Jab 2200 ----- Original Message ----- From: "John Hauck" <jhauck(at)elmore.rr.com> Subject: Re: Kolb-List: UK upgrades > > Patrick/Gang: > > You are correct. Some of us have upgraded certain items. > > | Uprate Control surface hinges > > Please explain the above requirement. > > | uprate elevator cables to 3mm dia > > I upgraded to 3mm (.120" or 1/8") up elevator cable. Left the down > elevator cable at 3.32". All the down elevator, on my airplane, does > is go along for the ride. The bottom cable is the worker. > > | Lexan panels to enclose section to rear of cockpit > > Fully enclosed the fuselage. Not with lexan, but fabric. > > | Seat mod. inc. aluminium seat base and Dyna foam energy absorbing > squab. > > Installed hard seats on 4130 frames with aluminum sheet riveted to > frame under the hard seat. > > I haven't forgotten about pics of my seats. Still looking. Failed to > find any pics last night. > > john h > > > ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: UK upgrades
Date: Jan 13, 2005
| The hinges on the UK models has to be changed from the origional rolled type | to extruded, this is to eliminate the possibility of the hinge un rolling in | the event of flutter or wear. | We have TNK supply all this in the kits now, including the roll control | stops which are wilded to the aileron torque tube. | These are all mods which I had to devise to gain compliance of the BCAR | section S requirements. | | Mike Hi Mike/Gang: That's what I figured. However, based on punishment, i.e., crashes, horsing controls, etc., one will not unroll the normal piano hinge we have been using since day one. All my airplanes were tested, inadvertently, in slight to full flutter of the ailerons. No problems with hinges. I have never been able to get a Kolb to flutter the elevators, however, some pretty severe occillations could be gotten into if half asleep at the controls and too little pressure was kept on the rudder pedals to prevent inadvertent rudder flutter. We put aileron stops on my MKIII. Elevator stops were built into the elevator control mechanism when it hits the tailpost ring, top and bottom. Take care, john h PS: Thanks for the info. ________________________________________________________________________________
Date: Jan 13, 2005
From: "Gary r. voigt" <johndeereantique(at)qwest.net>
kolb-list(at)matronics.com
Subject: DEAR KOLB LIST!!!!!
0.44 FORGED_OUTLOOK_TAGS Outlook can't send HTML in this format 0.00 DRUGS_MUSCLE Refers to a muscle relaxant The pics you see are without the chute and no full inclosure as these were taken a coulpe of years ago. this plane has only been outside for flying time only (90 hours) and i was finished with the build process in 2001 and plane has been flown for only 4 years. i will post more pics with the chute on and full enclosure when the weather warms up. thanks, Gary r. voigt ________________________________________________________________________________
Date: Jan 13, 2005
From: "Gary r. voigt" <johndeereantique(at)qwest.net>
Subject: kolb for sale!!!
0.44 FORGED_OUTLOOK_TAGS Outlook can't send HTML in this format ________________________________________________________________________________
Date: Jan 13, 2005
From: "Gary r. voigt" <johndeereantique(at)qwest.net>
Subject: kolb for sale!!!
Dear kolb list...the past 4 years has been a pleasure to know you fellows and many of you have given me a wealth of information and I can't even begin to mention all the names with the fact that I might miss some names. Ok john h. on planes and big lar on some antique gas engines and I can't forget my flying buddies ralph b. jon l. and turk. First of all I know i'am going to be asked why i'am leaving this sport for now and there are several reasons why. First of all I just plain have too many hobbies and i'am spreading myself too thin. I love my john deere tractors and miss restoring them as I have no time anymore. Also I will be getting a new hunting dog this spring and want to spend more time with it this fall for hunting. Land will be coming up for sale next to our cabin up north and I want to get enough cash together to purchase it for my later years in life to enjoy and work on tractors. (homer would be proud) I have always wanted to fly ultralights in the mid seventies but never had the money and now that I have flown them i'am satisfied. Here is what i'am selling..... 1993 ? Kolb kxp firestar w/447 rotax point ign. 5 gal. gas tank,7 rib wing Hours on airframe and engine.....87 90% full enclosure w/right side door Gauges on panel are: ball and slip compass card 3" asi alt. 1,000 - 10,000...20' inc. cht egt combo rpm & hour meter discs brakes tennessee prop is 66" x 32 kuntzleman dual flash streamlined wing tip strobes...(280.00) I bought this plane in the spring of 2000(yes he was still working on it after 7 years because he would only work in the summer months when it was warm because he had no heat in the shop for winter) 80% finished from an engineer who bought it brand new. He has done all the fabric work on it and he was as engineers are very meticulous. All I had to do is buy gauges and install the engine and gas lines and put a brand new BRS in 2001 of aug. on it. Repack is due aug. of 2007 and rocket is due 2012 of aug. so you see you can fly awhile without spending a lot of money right away. Gauges alone were over 700.00 and I did not buy the cheap ones. The plane has been painted in insignia white and is in very nice cond. It could use another coat on the boom tube in some spots as it was sprayed on light in some areas. The plane has never been wrecked and I have never even had a hard landing with it nor has the legs ever been bent. It flies just as a kolb should with no surprises. Cruises at 60 with the 66" x 32 prop. If you put a IVO prop on this I know you will get 70mph out of her because I have streamlined the full enclosure. As you can see by the hours on this low time kolb I did not fly as much as I would have liked to. It seemed liked when I worked it was always calm outside and when I was off it was lousy weather. Also trying to take care of 200 acres and a cabin was not easy. This will make someone a very nice aircraft and if they want to paint it I have 3 gal. of cub yellow paint #143,1 gal.paint cleaner, 2 gal. reducer, 1 qt. reducer, 1 qt. rejuvenator, 1 qt. polybrush, 1 qt. poly spray. I just bought all these items last year and it came to over 460.00 for it all and if the person who buys the plane wants it he has first choice at that time to buy it for 325.00 otherwise I will sell it to someone on the list if they are interested. I have receipts for any item you wish to look at. I will try and get as many pics of the plane and at any angle you want. I also have a 2000 24' enclosed haulmark tandem dual electric brakes. 3500 lb. Per Axel haulmark. 4' beavertail inside. Curb side door and rear folding ramp door. I'am asking 10,700 for the plane and 9800.00 with out the BRS. If you wish to buy the plane and trailer add 4300.00 or 14,100 with out the B.S. If you wish to purchase just the trailer that is 4500.00 I will deliver this plane with or without trailer purchase for 1.50 a loaded mile up to 500 miles from mpls. I will not sell the trailer before the plane as I have no room to store it as it is my hanger. If you want me to demo the plane for you and you are close to mpls. Please let me know and we can make arrangements. I may put a couple more hours on it as the snow is here and I have my skiis on it right now. If I don't sell it on the list I will then list it on barnstormers and at that point if it still does not sell I will list it on ebay and I plan on not to give it away but I 'am confident someone will buy it on the kolb list or they may know someone who would like a nice kolb kxp model. There may be some of you who are not familiar with the kolb product and if you call me I will tell you more about the features of this ultralight. Please, please, please, if you have any questions about this unit please contact me by phone or email @ johndeereantique(at)qwest.net Thanks, Gary r. voigt ________________________________________________________________________________
Date: Jan 13, 2005
From: "Gary r. voigt" <johndeereantique(at)qwest.net>
Subject: kolb for sale!!!
Dear kolb list...the past 4 years has been a pleasure to know you fellows and many of you have given me a wealth of information and I can't even begin to mention all the names with the fact that I might miss some names. Ok john h. on planes and big lar on some antique gas engines and I can't forget my flying buddies ralph b. jon l. and turk. First of all I know i'am going to be asked why i'am leaving this sport for now and there are several reasons why. First of all I just plain have too many hobbies and i'am spreading myself too thin. I love my john deere tractors and miss restoring them as I have no time anymore. Also I will be getting a new hunting dog this spring and want to spend more time with it this fall for hunting. Land will be coming up for sale next to our cabin up north and I want to get enough cash together to purchase it for my later years in life to enjoy and work on tractors. (homer would be proud) I have always wanted to fly ultralights in the mid seventies but never had the money and now that I have flown them i'am satisfied. Here is what i'am selling..... 1993 ? Kolb kxp firestar w/447 rotax point ign. 5 gal. gas tank,7 rib wing Hours on airframe and engine.....87 90% full enclosure w/right side door Gauges on panel are: ball and slip compass card 3" asi alt. 1,000 - 10,000...20' inc. cht egt combo rpm & hour meter discs brakes tennessee prop is 66" x 32 kuntzleman dual flash streamlined wing tip strobes...(280.00) I bought this plane in the spring of 2000(yes he was still working on it after 7 years because he would only work in the summer months when it was warm because he had no heat in the shop for winter) 80% finished from an engineer who bought it brand new. He has done all the fabric work on it and he was as engineers are very meticulous. All I had to do is buy gauges and install the engine and gas lines and put a brand new BRS in 2001 of aug. on it. Repack is due aug. of 2007 and rocket is due 2012 of aug. so you see you can fly awhile without spending a lot of money right away. Gauges alone were over 700.00 and I did not buy the cheap ones. The plane has been painted in insignia white and is in very nice cond. It could use another coat on the boom tube in some spots as it was sprayed on light in some areas. The plane has never been wrecked and I have never even had a hard landing with it nor has the legs ever been bent. It flies just as a kolb should with no surprises. Cruises at 60 with the 66" x 32 prop. If you put a IVO prop on this I know you will get 70mph out of her because I have streamlined the full enclosure. As you can see by the hours on this low time kolb I did not fly as much as I would have liked to. It seemed liked when I worked it was always calm outside and when I was off it was lousy weather. Also trying to take care of 200 acres and a cabin was not easy. This will make someone a very nice aircraft and if they want to paint it I have 3 gal. of cub yellow paint #143,1 gal.paint cleaner, 2 gal. reducer, 1 qt. reducer, 1 qt. rejuvenator, 1 qt. polybrush, 1 qt. poly spray. I just bought all these items last year and it came to over 460.00 for it all and if the person who buys the plane wants it he has first choice at that time to buy it for 325.00 otherwise I will sell it to someone on the list if they are interested. I have receipts for any item you wish to look at. I will try and get as many pics of the plane and at any angle you want. I also have a 2000 24' enclosed haulmark tandem dual electric brakes. 3500 lb. Per Axel haulmark. 4' beavertail inside. Curb side door and rear folding ramp door. I'am asking 10,700 for the plane and 9800.00 with out the BRS. If you wish to buy the plane and trailer add 4300.00 or 14,100 with out the B.S. If you wish to purchase just the trailer that is 4500.00 I will deliver this plane with or without trailer purchase for 1.50 a loaded mile up to 500 miles from mpls. I will not sell the trailer before the plane as I have no room to store it as it is my hanger. If you want me to demo the plane for you and you are close to mpls. Please let me know and we can make arrangements. I may put a couple more hours on it as the snow is here and I have my skiis on it right now. If I don't sell it on the list I will then list it on barnstormers and at that point if it still does not sell I will list it on ebay and I plan on not to give it away but I 'am confident someone will buy it on the kolb list or they may know someone who would like a nice kolb kxp model. There may be some of you who are not familiar with the kolb product and if you call me I will tell you more about the features of this ultralight. Please, please, please, if you have any questions about this unit please contact me by phone or email @ johndeereantique(at)qwest.net Thanks, Gary r. voigt ________________________________________________________________________________
Date: Jan 13, 2005
From: ray anderson <rsanoa(at)yahoo.com>
Subject: Re: FireFly Fuel Pump Caution
My square Mikuni has a mylar diaphram. Fellers I think the round pump has a mylar diaphram which is pretty much indestructable. the square one has a rubber diaphram which has all of the attributes of rubber. Cracking and drying! Herb > > Hi to All, > The reason that I switched my Dual Mikuni fuel pump on the FireFly > to a > single pump was because of poor clearance between the right aileron > control horn > --------------------------------- ________________________________________________________________________________
Date: Jan 13, 2005
From: "Gary r. voigt" <johndeereantique(at)qwest.net>
Subject: kolb for sale !!!
Dear kolb list.....the past 4 years has been a pleasure to know you fellows and many of you have given me a wealth of information and i can't even begin to mention all the names with the fact that i might miss some names. ok john. h on planes and big lar on antique gas engines. and i can't forget my flying buddies ralph b. jon l. and turk. first of all i know i'am going to be asked why i'am leaving this sport for now and there are several reasons why. i have done more things and have had more hobbies than most people will ever dream of doing at twice my age....hunting, fishing,scuba diving,flying,metal detecting,collectors john deere tractors etc. i'am just spreading myself too thin. i love my john deere tractors and miss restoring them as i have no time anymore. also i wioll be getting a new hunting dog this spring and want to spend more time with it this for hunting. more land will be coming up for sale next to our cabin this fall and i need to get some cash together to purchase it for my later years in life to enjoy and work on tractors (homer would be proud) i have always wanted to fly ultralights in the mid seventies but never had the money and now that i have flown them i'am satisfied. here is what i'am selling... 1993 ? kolb kxp firestar w/ rotax 447 point ign. 5 gal. gas tank, 7 rib wing. hrs. on airfram and engine are 87 90% full enclosure w/ right side door gauges on panel are: ball and slip compass card 3" asi alt 1,000 - 10,000...20' inc. cht egt combo rpm & hour meter discs brakes tennesse prop is 66" x 32 kuntzleman dual flash wingtip strobes....paid $280.00 i bought this plane in the spring of 2000( yes he was still working on it after 7 years because he would only work on it in the summer months because he had no heat in the garage for the winter)80% finished from an engineer who bought it brand new. he has done all the fabri work on it and as you know engineers are very meticulous. all i had to do is buy the gauges and install the engine and gas lines and purchase a brand new brs 500 in 2001 of aug. on it. repack is due in 2007 of aug. and the rocket is due on 2012 of aug. so you see you can fly a while without spending alot of money right away. gauges alone were over 700.00 alone and i did not buy the cheap ones. the plane has been painted in insignia white and is in very nice cond. it could use another coat on some ares of the boom tube because it was sprayed on light. the plane has never been wrecked and i have never even had a hard landing with it nor have the legs ever been bent. it flies just as a kolb should with no surprises. cruises at 60 with the 66" x 32 prop. if you put an ivo prop on this i know you will get 70 mph out of here brcause i have streamlined the full enclosure. as you can see by the hours on this low time kolb i did fly as much as i would have liked to. it seemed like when i worked it was calm outside and when i was off the weather was lousy. also try to take care of 200 acres and a cabin was not easy. this will make someone a very nice aircraft. and if they want to paint it I have 3 gal. of cub yellow paint #143,1 gal.paint cleaner, 2 gal. reducer, 1 qt. reducer, 1 qt. rejuvenator, 1 qt. polybrush, 1 qt. poly spray. I just bought all these items last year and it came to over 460.00 for it all and if the person who buys the plane wants it he has first choice at that time to buy it for 325.00 otherwise I will sell it to someone on the list if they are interested. I have receipts for any item you wish to look at. I will try and get as many pics of the plane and at any angle you want. I also have a 2000 24' enclosed haulmark tandem dual electric brakes. 3500 lb. Per Axel haulmark. 4' beavertail inside. Curb side door and rear folding ramp door. I'am asking 10,700 for the plane and 9800.00 with out the BRS. If you wish to buy the plane and trailer add 4300.00 or 14,100 with out the B.S. If you wish to purchase just the trailer that is 4500.00 I will deliver this plane with or without trailer purchase for 1.50 a loaded mile up to 500 miles from mpls. I will not sell the trailer before the plane as I have no room to store it as it is my hanger. If you want me to demo the plane for you and you are close to mpls. Please let me know and we can make arrangements. I may put a couple more hours on it as the snow is here and I have my skiis on it right now. If I don't sell it on the list I will then list it on barnstormers and at that point if it still does not sell I will list it on ebay and I plan on not to give it away but I 'am confident someone will buy it on the kolb list or they may know someone who would like a nice kolb kxp model. There may be some of you who are not familiar with the kolb product and if you call me I will tell you more about the features of this ultralight. Please, please, please, if you have any questions about this unit please contact me by phone or email @ johndeereantique(at)qwest.net Thanks, Gary r. voigt ________________________________________________________________________________
From: "woody" <duesouth(at)govital.net>
Subject: Re: e-bay BMW commentary
Date: Jan 13, 2005
If nobody else is interested in this engine I will bid on it. If somebody wants it let me know and I will back off. No point of us upping the purchase price needlessly. ----- Original Message ----- From: "Jason Omelchuck" <jason@trek-tech.com> Subject: Kolb-List: e-bay BMW commentary > > A little additional on this kind of BMW engine (I do not know anything about > this particular engine). It is a later model BMW with oil cooled heads. > The engine is throttle body fuel injected and would need an oil cooler. It > should put out between 80 and 85 HP (it does not say on ebay what the > displacement is). Parts for this are readily available and there are people > who can make it a dual plug engine. I believe the drive is out of Germany > and it costs about $1700 when fully configured. The drive incorporates a > centrifugal clutch. The entire package should weigh around 170# when > installed. I don't believe the drive can be rotated to the down position > (but my "C" box is in the up position on my MKIII BMW). All of us on the > list (that I know of) are using an older model of BMW that is carbureted and > totally air cooled. The engine on e-bay seems like it would be a good deal > (if its actually in good shape) if it goes for around $2500, a person could > have it flying for an additional $500 to $700. This information is based on > me having no experience with this particular type of engine and redrive, but > I have been researching BMW's for a long time. It is up to the potential > purchaser to cover their own rear end. > > > Information on the reduction drive

December 21, 2004 - January 13, 2005

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