Kolb-Archive.digest.vol-ib
March 11, 2009 - March 25, 2009
Yes, if you make a sharp turn when turning fast... same as the difference
between the sports car and the SUV in a sharp turn (that IS due to the
higher CG; a separate issue from wind effects). It doesn't effect how you
use your controls for crosswind taxiing; if anything it _reduces_ or slows
the immediate felt effect of a gust (but may require more correction if you
let it go farther).
-Dana
--
A seminar on Time Travel will be held two weeks ago.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: 'Vertical' CG |
Hey Rick:
Way over my head.
Do we have a problem with "vertical CG" on our Kolbs? I don't think I have
ever encountered the phenomenon.
john h
mkIII
I do know that to say categorically it has no effect is ridiculous on it
s face.
Rick
________________________________________________________________________________
| From: | "Jim Hauck" <jimh474(at)embarqmail.com> |
| Subject: | Re: 'Vertical' CG |
Y'all;
Now let me see this from that, All this vertical CG mess.
Seems to me we are strictly hypothetical in what a vertical CG does.
In referring to Bro John's MKIII, of where his fuel tank is located and the
effect of a vertical CG, seems to me is not relevant at all.
Comparing a Cessna with the fuel tanks in the wings to The MKIII Classic
with the fuel tank located on the center line is totally out of kilter. The
fact is that John's fuel tank is located below the wing level and inboard of
the cage. A Cessna has its fuel tanks outboard of the fuselage and at wing
level. I can see where the fuel tanks being located outboard of the fuselage
would make a difference in ground control, but not with the fuel tank
located on the center line below the wings.
If the fuel tank was located above the wing some distance and outboard on
the center of the fuselage, then I could see where the weight of fuel would
effect ground handling.
So if vertical CG is so dang important, How do you compensate for it when
you have a full tank of fuel or an almost empty tank.
Maybe I ain't edumacated enough to figger this out:)
Jim Hauck
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: Fuel tax credit for MOGAS burned in aircraft |
Jon,
Are either you or your wife's cookies going to be in MV this year?
Larry
----- Original Message -----
From: Jon LaVasseur
To: kolb-list(at)matronics.com
Sent: Wednesday, March 11, 2009 1:43 PM
Subject: Kolb-List: Fuel tax credit for MOGAS burned in aircraft
Dear Flying Friends,
Tax time is here again and I just thought a reminder about fuel tax
would be a good idea.
If you use mogas in your plane, the federal folks will issue a tax
credit which means that each dollar of credit reduces your income tax by
one dollar. You just fill out form #4136 and enter the amount on line
68 of your 1040 tax return.
If you live in Minnesota, the state will refund you $.15 for each
gallon you have burned in your plane. The Minnesota form is "PDR-1 AV."
Fill our PDR-1 AV and send it in with the ACTUAL receipts and the nice
folks in St. Paul will send you money back. Be sure you have your form
in by April 15, 2009. Other states probably have similar refunds.
Hope this is helpful to someone
Jon L.
-------------------------------------------------------------------------
-----
Checked by AVG - www.avg.com
03/11/09 08:28:00
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Fuel tax credit for MOGAS burned in aircraft |
Larry C:
Great minds think alike. ;-)
john h
mkIII
Jon,
Are either you or your wife's cookies going to be in MV this year?
Larry
________________________________________________________________________________
| From: | "Jim Hauck" <jimh474(at)embarqmail.com> |
| Subject: | Re: 'Vertical' CG |
Russ;
Naw you ain't opened no can of worms.
But If I remember the center of gravity is the center of mass as applied to
a none moving object or a moving object, but in this case it is a none
moving critter. So in reality, John's center of gravity is at the lower
portion of his fuel tank and should just fine.
Jim Hauck
________________________________________________________________________________
| From: | russ kinne <russ(at)rkiphoto.com> |
| Subject: | Re: 'Vertical' CG |
Jim,
Thanx reply. But the CG is the point that the aircraft rotates around
-- unless i'm nuts (possible) that's the same, moving or not. The
aircraft rotates in, any axis, around the CG. Only way to change the
CG is to move weights around. Fuel tanks & passenger seats are often
located on or near the CG, so no major changes when they're full or
empty. But you know all this.
And I'm sure no problem with John's or any other(?) Kolb .
Russ
On Mar 11, 2009, at 8:35 PM, Jim Hauck wrote:
>
> Russ;
>
> Naw you ain't opened no can of worms.
>
> But If I remember the center of gravity is the center of mass as
> applied to a none moving object or a moving object, but in this
> case it is a none moving critter. So in reality, John's center of
> gravity is at the lower portion of his fuel tank and should just fine.
>
> Jim Hauck
>
>
________________________________________________________________________________
| Subject: | Re: 'Vertical' CG |
| From: | "grantr" <grant_richardson25(at)yahoo.com> |
Gyro planes are sensitive to vertical cg vs thrustline. It really effects the stability
of them. They really need centerline thrust to be considered stable.
Many of the old ones like the original air commands and the RAFs have high thrustlines.
The gyros can be flipped forward in flight due to an effect know as
a power push over. That is where the thrust is so offset above the vertical cg
that it pushes the nose of the gyroplane down thus getting air on top of the
rotor and thats the end of that flight and pilot. Think of the vertical cg location
as the pivot point as the thrust pushes the nose over.
high thrust lines coupled with no horizontal stabs have contributed to many gyroplane
fatal crashes. Even with the addition of H stab they are still not stable
but better than without.
I dont think fixed wing has a problem with vertical cg. If our thrust line gets
to high we offset it with tail incidence. Plus our tail is a lot further back
than a gyro.
The newer center line thrust gyros have some ground handling issue due to the mass being so high up. Check out http://www.rotorflightdynamicsinc.com Dominator or ultrawhite. Its actually a low thrustline design which is very stable in flight. On the ground though it can be easily rolled over.
Airplane generally sit low so I dont see it as an issue there.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=234295#234295
________________________________________________________________________________
| Subject: | Re: Fuel tax credit for MOGAS burned in aircraft |
| From: | "ces308" <ces308(at)ldaco.com> |
It's true! In Michigan we got .16 a gallon back from the state ...you had to send
the original receipt with a form the state gave you then they send you a check!
Feds gave back .14 at tax time for the year.Just put in what you claimed
for the state. It's the road tax you are getting back...don't get caught putting
it in your car though...
chris ambrose
m3x-jab
N327CS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=234299#234299
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: Fuel tax credit for MOGAS burned in aircraft |
I'm surprised that Boyd didn't chip in as well.
Larry
----- Original Message -----
From: John Hauck
To: kolb-list(at)matronics.com
Sent: Wednesday, March 11, 2009 6:29 PM
Subject: Re: Kolb-List: Fuel tax credit for MOGAS burned in aircraft
Larry C:
Great minds think alike. ;-)
john h
mkIII
Jon,
Are either you or your wife's cookies going to be in MV this
year?
Larry
-------------------------------------------------------------------------
-----
Checked by AVG - www.avg.com
03/11/09 08:28:00
________________________________________________________________________________
| From: | "Vic" <vicsv(at)myfairpoint.net> |
| Subject: | Re: Fjuel rtanks |
John
I should have been more specific. I found (boat) bow tanks for a couple
hundred that look
like they would fit pretty well up top behind heads as mine doesn't turn
around that far either.
I can barely reach the flap handle.
Just your oppinion, would an 19 gal wedge shaped tank HAVE to be
baffled? I don't know yet if it is.
Vic
Xtra 912
3.5hrs legal insruction
________________________________________________________________________________
| From: | <jhauck(at)elmore.rr.com> |
| Subject: | Re: Fjuel rtanks |
> Just your oppinion, would an 19 gal wedge shaped tank HAVE to be baffled? I don't
know yet if it is.
>
> Vic
Vic:
I don't know that I can answer that. I don't know how much a "baffleless" tank
would affect flight and handling characteristics.
If it were my airplane, I'd spend the bucks, have an aluminum tank built to order
with baffles.
john h
mkIII
________________________________________________________________________________
| From: | Dave Kulp <undoctor(at)ptd.net> |
| Subject: | Trailer (Kolb) Dolly discounted |
Good morning all,
I want to give a heads-up to anyone who may be interested about a sale
on trailer dollys from Northern Tool. There's been talk and kidding
about moving our Kolbs by hand on the ground, getting old, etc. The
dolly I have now I got with my US and the wheels are solid wagon-type
wheels spaced very close together. As a consequence, the dolly tends
to want to roll on its side when doing a sharp turn.
Northern Tool has an _email subscribers only sale_ for a trailer dolly
with 10" pneumatic wheels with a wider, more stable spacing. It's marked
down from $60 to $40, plus shipping. It comes with a ball for moving
trailers, but it looks like it will be a simple job to remove the ball
and replace it with the tailwheel cradle that's on my dolly. I may even
try to find a way to alter the cradle so I can "scoop" the tailwheel,
rather than lift the tail into the cradle. What's that about getting old?
I'm not sure if it will work if you're not presently a subscriber, but
you may want to go to northerntool.com and subscribe for their email
promos, because this sale price is good until 3/17.
Getting my FF prepped for flying weather here in PA and find myself
frequently whispering thanks as I work, to Don, the genius builder, for
putting together such a fine - and beautiful - FireFly. His workmanship
is meticulous. A huge thank you, Don!!
Dave Kulp
Bethlehem, PA
FireFly 098
________________________________________________________________________________
| From: | "Jim Hauck" <jimh474(at)embarqmail.com> |
| Subject: | Re: Fjuel rtanks |
I do believe that any tank over 10 gallons has to be baffled.
Jim Hauck
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: Trailer (Kolb) Dolly discounted |
Dave, Harbor Freight has the same thing. Sometimes on sale for less.
I have one hooked to my tail right now.
BB
On 12, Mar 2009, at 11:43 AM, Dave Kulp wrote:
> Good morning all,
>
> I want to give a heads-up to anyone who may be interested about a
> sale on trailer dollys from Northern Tool. There's been talk and
> kidding about moving our Kolbs by hand on the ground, getting old,
> etc. The dolly I have now I got with my US and the wheels are
> solid wagon-type wheels spaced very close together. As a
> consequence, the dolly tends to want to roll on its side when
> doing a sharp turn.
>
> Northern Tool has an email subscribers only sale for a trailer
> dolly with 10" pneumatic wheels with a wider, more stable spacing.
> It's marked down from $60 to $40, plus shipping. It comes with a
> ball for moving trailers, but it looks like it will be a simple job
> to remove the ball and replace it with the tailwheel cradle that's
> on my dolly. I may even try to find a way to alter the cradle so I
> can "scoop" the tailwheel, rather than lift the tail into the
> cradle. What's that about getting old?
>
> I'm not sure if it will work if you're not presently a subscriber,
> but you may want to go to northerntool.com and subscribe for their
> email promos, because this sale price is good until 3/17.
>
> Getting my FF prepped for flying weather here in PA and find myself
> frequently whispering thanks as I work, to Don, the genius builder,
> for putting together such a fine - and beautiful - FireFly. His
> workmanship is meticulous. A huge thank you, Don!!
>
> Dave Kulp
> Bethlehem, PA
> FireFly 098
>
>
________________________________________________________________________________
| Subject: | Re: 'Vertical' CG |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Interesting Info Grant,
Which is exactly why I will never be flying a Gyro Plane [Wink] The performance
is pretty incredible but having to depend on moving rotors to keep me from
falling like a rock just does not sound fun...
I know John H spent many hours hanging in the air by rotors and lived through it,
but there is a big difference between a helicopter developed by Bell Helicopters
and flown for millions of hours, and a home made gyrocopter designed and
tested by people with limited resources and funds !
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=234344#234344
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Fjuel rtanks |
Vic
Would you share with us what you found? I'm still looking for a larger
tank that I can put in my MKIIIC. I have been told the New Kolb tanks
will not fit. If a alternative tank looked good and priced right I would
consider one. If the tank didn't have baffles I would install a small
header tank 1-2 gallons below it. The header tank would supply a
constant flow of fuel in spite of any sloshing of fuel in a unbaffled
main tank.
Again worth what you paid for it.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: Vic
To: kolb-list(at)matronics.com
Sent: Thursday, March 12, 2009 10:23 AM
Subject: Re: Kolb-List: Re: Fjuel rtanks
John
I should have been more specific. I found (boat) bow tanks for a
couple hundred that look
like they would fit pretty well up top behind heads as mine doesn't
turn around that far either.
I can barely reach the flap handle.
Just your oppinion, would an 19 gal wedge shaped tank HAVE to be
baffled? I don't know yet if it is.
Vic
Xtra 912
3.5hrs legal insruction
________________________________________________________________________________
| Subject: | Re: 'Vertical' CG |
| From: | Robert Laird <rlaird(at)cavediver.com> |
On Thu, Mar 12, 2009 at 11:50 AM, JetPilot wrote:
> ...home made gyrocopter designed and tested by people with limited
> resources and funds !....
>
Yeah, sort of like a home made Kolb MkIII, built and tested by people with
limited resources and funds !.... Oooo, that's scary! ;-)
-- R
________________________________________________________________________________
| Subject: | Re: Fjuel rtanks |
| From: | Robert Laird <rlaird(at)cavediver.com> |
Rick --
TNK 6 gallon tanks do fit in the MkIII Classic... They did in mine, at
least.
-- Robert
On Thu, Mar 12, 2009 at 1:05 PM, Richard & Martha Neilsen <
NeilsenRM(at)comcast.net> wrote:
> Vic
>
> Would you share with us what you found? I'm still looking for a larger tank
> that I can put in my MKIIIC. I have been told the New Kolb tanks will not
> fit. If a alternative tank looked good and priced right I would consider
> one. If the tank didn't have baffles I would install a small header tank 1-2
> gallons below it. The header tank would supply a constant flow of fuel in
> spite of any sloshing of fuel in a unbaffled main tank.
>
> Again worth what you paid for it.
>
> Rick Neilsen
> Redrive VW powered MKIIIC
>
> ----- Original Message -----
> *From:* Vic
> *To:* kolb-list(at)matronics.com
> *Sent:* Thursday, March 12, 2009 10:23 AM
> *Subject:* Re: Kolb-List: Re: Fjuel rtanks
>
> John
> I should have been more specific. I found (boat) bow tanks for a couple
> hundred that look
> like they would fit pretty well up top behind heads as mine doesn't turn
> around that far either.
> I can barely reach the flap handle.
> Just your oppinion, would an 19 gal wedge shaped tank HAVE to be baffled? I
> don't know yet if it is.
>
> Vic
> Xtra 912
> 3.5hrs legal insruction
>
>
> *
>
> href="http://www.matronics.com/Navigator?Kolb-List">http://www.matronics.com/Navigator?Kolb-List
> href="http://forums.matronics.com">http://forums.matronics.com
>
> href="http://www.matronics.com/contribution">http://www.matronics.com/c*
>
> *
>
> *
>
>
________________________________________________________________________________
| Subject: | Re: Wing Center Section |
| From: | "Kirby, Dennis CTR USAF AFMC MDA/AL" <Dennis.Kirby(at)kirtland.af.mil> |
"icrashrc" wrote: << We made the shape we wanted over the plane, then
made our center section, then made a mold over the center section. There
hasn't been a part pulled from the mold yet. If we decide to offer a few
for sale then that would be next. Scott >>
Scott, and All -
Nice work on your center section.
I have always suspected that this junction on the stock Mark-3 - where
he top of the windshield meets the gap seal - was a MAJOR source of
aerodynamic drag.
I noticed that on the Mark-3 XTra, there is a nifty little fairing that
attaches at this spot, smoothing out the airflow coming up from the
windshield and over the top of the gap seal. When I called Travis at
New Kolb if I could order one, he told me that it only fits on the Xtra,
not the "Classic." Bummer. I have zero composite/fiberglass building
skills.
And so ... Scott - if you do decide to make more than one of these
little beauties, I for one will be happy to buy one from you!
Dennis Kirby
Cedar Crest, NM
________________________________________________________________________________
| Subject: | oldest in-flight video? |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Not Kolb related.... 'cuz it was made before Homer was born. Watch the whole thing
because the last half contains perhaps the oldest in-flight video.
http://www.europafilmtreasures.eu/PY/322/fiche_technique.htm?ID=322
--------
Thom Riddle
Buffalo, NY
http://riddletr.googlepages.com/sportpilot-cfi
http://riddletr.googlepages.com/a%26pmechanix
A complex system that works is invariably found to have evolved from a simple system
that works.
- John Gaule
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=234373#234373
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Fjuel rtanks |
Rick N:
I think the major problem with a larger unbaffled tank is shift of weight m
ore than a problem with fuel starvation.
I may be wrong, but that is my theory.
john h
mkIII
The header tank would supply a constant flow of fuel in spite of any sl
oshing of fuel in a unbaffled main tank.
Rick Neilsen
________________________________________________________________________________
| Subject: | BRS CANISTER or VLS ?? Which one would suit Mark III Xtra?? |
| From: | "faisalasif" <faisal(at)pakcyber.com> |
BRS Canister is the oldest model and has been used on Mark III Xtra yet on BRS
website, they say that:
VLS is "Built specifically for aircraft with limited interior space, the VLS (Vertical
Launch System) installs on top of the wing or fuselage. Upward firing
works well with pusher designed aircraft."
Mark III Xtra is a Pusher Aircraft?
your kind comments / recommendations?
Thanking in advance for your kind responses.
Faisal.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=234376#234376
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Re: Fjuel rtanks |
Rick=2C
A couple of minutes ago I got home from having some heli-arcing done from
a welder I just met. This guy is awesome when it comes to aluminum weldin
g. His quality is excellent=2C and he specializes in aluminum.
I had him remount the intake and outlet tubes on my intercooler=2C plus h
eli-arc all the pieces that make up the TBI intake assembly. Almost 1 1/2
hours of welding....$80. He has welded aluminum for over 25 years.
The point is: If you need someone to make an aluminum tank for you...he
could be your guy. I have a MkIII fuselage=2C same as yours=2C and could f
urnish the dimensions he'd need.
Also=2C I have found an aluminum supplier that's about 100 miles from me (n
ear Valley Engineering in Missouri)=2C that carries 2024T6 sheets.(any thic
kness)
This offer to build tanks is also to The New Kolb Company=2C if they don'
t have an official custom tank builder. I'm NOT trying to take away busine
ss from TNK. If they have tanks that suit your needs=2C by all means go th
rough them.
But=2C if someone is looking for a great aluminum welder=2C I just found
one.
As usual=2C just let me know if I can help.
Mike Welch
MkIII
From: NeilsenRM(at)comcast.net
Subject: Re: Kolb-List: Re: Fjuel rtanks
Date: Thu=2C 12 Mar 2009 14:05:25 -0400
Vic
Would you share with us what you found? I'm still looking for a larger tank
that I can put in my MKIIIC. I have been told the New Kolb tanks will not
fit. If a alternative tank looked good and priced right I would consider on
e. If the tank didn't have baffles I would install a small header tank 1-2
gallons below it. The header tank would supply a constant flow of fuel in s
pite of any sloshing of fuel in a unbaffled main tank.
Again worth what you paid for it.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: Vic
Sent: Thursday=2C March 12=2C 2009 10:23 AM
Subject: Re: Kolb-List: Re: Fjuel rtanks
John
I should have been more specific. I found (boat) bow tanks for a couple hun
dred that look
like they would fit pretty well up top behind heads as mine doesn't turn ar
ound that far either.
I can barely reach the flap handle.
Just your oppinion=2C would an 19 gal wedge shaped tank HAVE to be baffled?
I don't know yet if it is.
Vic
Xtra 912
3.5hrs legal insruction
href="http://www.matronics.com/Navigator?Kolb-List">http://www.matronics.
com/Navigator?Kolb-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
_________________________________________________________________
Hotmail=AE is up to 70% faster. Now good news travels really fast.
http://windowslive.com/online/hotmail?ocid=TXT_TAGLM_WL_HM_70faster_03200
9
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: oldest in-flight video? |
Controlling pitch looked like a busy task.
On 12, Mar 2009, at 4:03 PM, Thom Riddle wrote:
>
> Not Kolb related.... 'cuz it was made before Homer was born. Watch
> the whole thing because the last half contains perhaps the oldest
> in-flight video.
>
> http://www.europafilmtreasures.eu/PY/322/fiche_technique.htm?ID=322
>
> --------
> Thom Riddle
> Buffalo, NY
> http://riddletr.googlepages.com/sportpilot-cfi
> http://riddletr.googlepages.com/a%26pmechanix
>
> A complex system that works is invariably found to have evolved
> from a simple system that works.
> - John Gaule
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=234373#234373
>
>
________________________________________________________________________________
| From: | "Jim Hauck" <jimh474(at)embarqmail.com> |
| Subject: | Re: Fjuel rtanks |
Mike;
I wouldn't use 2024 aluminum for a fuel tank. Use 5052 aluminum. 2024
corrodes real easy and with today's fuel you would be looking at severe
corrosion problems with 2024.
5052 is a marine grade aluminum and is very resistant to corrosion.
Just my 2 cents worth.
Jim H
(I have been welding aluminum for 60 years and still no expert)
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: BRS CANISTER or VLS ?? Which one would suit Mark III |
Xtra??
At 05:08 PM 3/12/2009, faisalasif wrote:
>Mark III Xtra is a Pusher Aircraft?
Yes, all of the Kolb aircraft (except the new Laser) are pushers.
-Dana
--
Capital punishment: people in the Capitol need to be punished...
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Fjuel rtanks |
At 06:12 PM 3/12/2009, Jim Hauck wrote:
>Mike;
>
>I wouldn't use 2024 aluminum for a fuel tank. Use 5052 aluminum. 2024
>corrodes real easy and with today's fuel you would be looking at severe
>corrosion problems with 2024.
>
>5052 is a marine grade aluminum and is very resistant to corrosion.
Also 2024 is not generally considered a weldable alloy.
-Dana
--
Capital punishment: people in the Capitol need to be punished...
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
Jim=2C
(please note corrected spelling of the subject)
Jim=2C
Exellent point re: 5052. I hadn't done any research for the proper alumi
num alloy to use. I had just recently purchased some 2024T6 from these fol
ks=2C and was simply passing that information along that they carried 2024.
My apologies for making it look like I was suggesting 2024 for tanks. Yo
u are correct that the best aluminum alloy for fuel tanks is 5052.
Since Jim points out 5052 is the best alloy=2C anybody care to advise the
best thickness. My guess would be about .0625. Anyone have a tank and kn
ow what thickness you used?
Mike Welch
MkIII
From: jimh474(at)embarqmail.com
Subject: Re: Kolb-List: Re: Fjuel rtanks
Date: Thu=2C 12 Mar 2009 18:12:44 -0400
Mike=3B
I wouldn't use 2024 aluminum for a fuel tank. Use 5052 aluminum. 2024 corro
des real easy and with today's fuel you would be looking at severe corrosio
n problems with 2024.
5052 is a marine grade aluminum and is very resistant to corrosion.
Just my 2 cents worth.
Jim H
(I have been welding aluminum for 60 years and still no expert)
_________________________________________________________________
Windows Live=99 Contacts: Organize your contact list.
http://windowslive.com/connect/post/marcusatmicrosoft.spaces.live.com-Blog-
cns!503D1D86EBB2B53C!2285.entry?ocid=TXT_TAGLM_WL_UGC_Contacts_032009
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
.050"
john h
ISince Jim points out 5052 is the best alloy, anybody care to advise the be
st thickness. My guess would be about .0625. Anyone have a tank and know
what thickness you used?
Mike Welch
________________________________________________________________________________
| From: | "Jim Hauck" <jimh474(at)embarqmail.com> |
Mike;
I use .050, 5052 on all aluminum tanks that I weld up. John's 25 gallon
tank is .050. and cross baffled.
Jim Hauck
________________________________________________________________________________
| From: | "Ed Chmielewski" <edchmiel(at)mindspring.com> |
| Subject: | Re: 'Vertical' CG |
Rick,
Please don't put words in my mouth. No one said 'categorically
it has no effect'. To an engineer, perhaps. To a pilot, it's a moot
point. Fore-and-aft CG change is of primary concern to aircraft, then
lateral, then last (and I would conjecture least) vertical. (We are
still discussing aircraft, not SUV's.) Never heard of an aircraft going
out-of-control due to displaced vertical CG. You're correct in the
engineering sense, but waaay too concerned about something that's not
even touched on in general aviation texts.
I will hand it to you, I could not detect the handling
difference in models of 172's, so perhaps 3,000 hrs. of dual given
hasn't properly prepared me. Never had a check airman bring it up in
the CFI, CFI-AI, MEI, or ATP oral or checkrides. I should get my money
back. And I must've been sleeping through all the and initial and
recurrent training at FlightSafety Int'l. and SimCom in the Cessna
400-series, King Air 200, 300, 350, Merlin IIIB, Piper Cheyenne I & II,
Citation I, II, V, Bravo, obtained over 30-odd years and 15,000+ hours.
The only vertical component available to me is the seat height, and my
comfort trumps the slight concern over handling effect. So vertical
component is (A) never discussed, (B) something we have little-to-no
control over, and (C) of concern in only the most arcane sense.
Vertical CG certainly exists, but is of concern when we have
some control over it. With my RC planes, I can move components to
change it, but in full-size aircraft it's fixed. If it's so windy that
control becomes a concern, I don't fly.
I'll respond BC in the future so's not to further bore our Kolb
brothers and sisters.
Ed in JXN
MkII/503
----- Original Message -----
From: Richard Girard
To: kolb-list(at)matronics.com
Sent: Wednesday, March 11, 2009 5:55 PM
Subject: Re: Kolb-List: Re: 'Vertical' CG
Since the effect of having 300lb of fuel weight 7' above the roll
center of the aircraft (while on the ground the roll center is between
the tires and at the surface) was mentioned repeatedly to me by my
instructor, and on my check ride by the DPE, it seems I was meant to
know about it and take heed.
No, you won't find it in flight manuals, those decisions were made for
you by the designers and engineers and you can't change them like you
can fore and aft weight changes in relation to the aerodynamic center.
By experience I can tell you that on the ground a "K" model 172 with
long range tanks handles differently in a crosswind than a "P" model
with standard tanks (20 gallons and 120 lb. difference). The extra
weight and the difference in landing gear track makes the "K" model more
sensitive to gusts while taxiing, even though there are no other
differences between the aircraft. Yes, the extra mass has more inertia,
but given that both aircraft have the same size ailerons and the pilot
has to have more force to stop the movement of the greater mass once
it's started, the only way to get it is more aileron deflection.
By analogy consider the roll characteristics of an Alfa Romeo Spider
and a GMC Yukon. What happens to either vehicle when they are hit by a
40 mph side wind as when driving out of the wind shadow of a hedge row
along side the highway? Which has the more severe response?
Every object in an aircraft has a center of mass and a moment arm from
the roll, pitch and yaw axis. How those masses are arranged will effect
the handling of the aircraft whether on the ground or in the air.
Whether it is critical to the aircraft depends on the aircraft's
mission.
For instance, how many competetive aerobatic aircraft have you seen
lately that are not a shoulder wing design? If you want fast roll
response you put the center of mass of the wings on the roll axis of the
aircraft.
Now, the question is, does moving the fuel tank upward have an effect
on the aircraft's ground handling?
Yes, you've changed the moment arm through which a mass acts.
Will you notice it?
I don't know.
Will it be critical?
I don't know.
I do know that to say categorically it has no effect is ridiculous on
its face.
Rick
On Wed, Mar 11, 2009 at 2:56 PM, Ed Chmielewski
wrote:
Hi Rick,
I've neither heard of 'vertical' CG, nor found anything in
any manuals. How would one calculate it, and where does this term come
from? CG is just that, a point around which the aircraft rotates in any
axis. Some aircraft are more prone to being displaced during low-speed
taxi, but the most susceptible would have to be light weight coupled
with lots of exposed surface area, which means a Kolb or other
ultralight. Control displacement during taxi in a wind is the same for
high- or low-wing aircraft, but varies if nosedragger or conventional
gear.
Ed in JXN
MkII/503
----- Original Message -----
From: Richard Girard
To: kolb-list(at)matronics.com
Sent: Wednesday, March 11, 2009 6:51 AM
Subject: Re: Kolb-List: Re: Fjuel rtanks
John, While pilots rarely, if ever, calculate the vertical CG
position, it is a component of aircraft ground handling. This is one of
the reasons why GA pilots, particularly those flying high wing aircraft
with tanks in the wings, are taught proper positioning of the controls
during taxi operations.
Rick
On Tue, Mar 10, 2009 at 7:58 PM, John Hauck
wrote:
I've wondered why you have
yours so high? It must reduce the power needed to get fuel to
the engine, but must also raise the CG. Are there any noticeable
handling differences between yours and a 'stock'
Mark III?
Russ
Russ:
My fuel tank is high because where it was located was empty,
open space in the standard mkIII. 25 gals fits that space perfect.
Homer left this space open to have 360 deg visibility. My neck won't
twist that far around.
Getting fuel to the engine with less power had nothing to do
with the location of the tank.
I don't understand "raising the CG". There are no noticeable
handling differences between my mkIII and a stock mkIII.
Location of the tank did not affect fore and aft, or lateral cg.
john h
mkIII
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| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Hi Gang:
Highly recommend sloshing the tank after fabrication. Will eliminate futur
e headaches.
Jim welded up an 18 gal tank for my FS. That was 1987. We did not know ab
out sloshing the tank. Water tested, pressure tested, thought we had it, b
ut down the road it sprung a leak in the most in accessible place.
1991, Jim welded up a 25 gal tank for my mkIII. Water tested, pressure tes
ted, sloshed, and never looked back. That was nearly 2,900 flight hours, a
nd three crashes ago. This tank just keeps on ticking.
john h
mkIII
.050"
john h
________________________________________________________________________________
| From: | LEE CREECH <dcreech3(at)hotmail.com> |
| Subject: | Re: 'Vertical' CG |
If I may add a humble point: the vertical CG affects the pitch axis=2C too
=2C doesn't it? I've always assumed that the high CG of my Firestar II (re
sulting mainly from the engine way up there) is a major factor in its tende
ncy to nose over if not handled carefully in some situations.
Lee
From: edchmiel(at)mindspring.com
Subject: Re: Kolb-List: Re: 'Vertical' CG
Date: Thu=2C 12 Mar 2009 18:56:08 -0400
Rick=2C
Please don't put words in my mouth. No one said 'categorically it
has no effect'. To an engineer=2C perhaps. To a pilot=2C it's a moot poin
t. Fore-and-aft CG change is of primary concern to aircraft=2C then latera
l=2C then last (and I would conjecture least) vertical. (We are still discu
ssing aircraft=2C not SUV's.) Never heard of an aircraft going out-of-contr
ol due to displaced vertical CG. You're correct in the engineering sense
=2C but waaay too concerned about something that's not even touched on in g
eneral aviation texts.
I will hand it to you=2C I could not detect the handling difference
in models of 172's=2C so perhaps 3=2C000 hrs. of dual given hasn't properl
y prepared me. Never had a check airman bring it up in the CFI=2C CFI-AI
=2C MEI=2C or ATP oral or checkrides. I should get my money back. And I m
ust've been sleeping through all the and initial and recurrent training at
FlightSafety Int'l. and SimCom in the Cessna 400-series=2C King Air 200=2C
300=2C 350=2C Merlin IIIB=2C Piper Cheyenne I & II=2C Citation I=2C II=2C V
=2C Bravo=2C obtained over 30-odd years and 15=2C000+ hours. The only ver
tical component available to me is the seat height=2C and my comfort trumps
the slight concern over handling effect. So vertical component is (A) nev
er discussed=2C (B) something we have little-to-no control over=2C and (C)
of concern in only the most arcane sense.
Vertical CG certainly exists=2C but is of concern when we have some
control over it. With my RC planes=2C I can move components to change it
=2C but in full-size aircraft it's fixed. If it's so windy that control be
comes a concern=2C I don't fly.
I'll respond BC in the future so's not to further bore our Kolb bro
thers and sisters.
Ed in JXN
MkII/503
----- Original Message -----
From: Richard Girard
Sent: Wednesday=2C March 11=2C 2009 5:55 PM
Subject: Re: Kolb-List: Re: 'Vertical' CG
Since the effect of having 300lb of fuel weight 7' above the roll center of
the aircraft (while on the ground the roll center is between the tires and
at the surface) was mentioned repeatedly to me by my instructor=2C and on
my check ride by the DPE=2C it seems I was meant to know about it and take
heed.
No=2C you won't find it in flight manuals=2C those decisions were made for
you by the designers and engineers and you can't change them like you can f
ore and aft weight changes in relation to the aerodynamic center.
By experience I can tell you that on the ground a "K" model 172 with long r
ange tanks handles differently in a crosswind than a "P" model with standar
d tanks (20 gallons and 120 lb. difference). The extra weight and the diffe
rence in landing gear track makes the "K" model more sensitive to gusts whi
le taxiing=2C even though there are no other differences between the aircra
ft. Yes=2C the extra mass has more inertia=2C but given that both aircraft
have the same size ailerons and the pilot has to have more force to stop th
e movement of the greater mass once it's started=2C the only way to get it
is more aileron deflection.
By analogy consider the roll characteristics of an Alfa Romeo Spider and a
GMC Yukon. What happens to either vehicle when they are hit by a 40 mph sid
e wind as when driving out of the wind shadow of a hedge row along side the
highway? Which has the more severe response?
Every object in an aircraft has a center of mass and a moment arm from the
roll=2C pitch and yaw axis. How those masses are arranged will effect the h
andling of the aircraft whether on the ground or in the air. Whether it is
critical to the aircraft depends on the aircraft's mission.
For instance=2C how many competetive aerobatic aircraft have you seen latel
y that are not a shoulder wing design? If you want fast roll response you p
ut the center of mass of the wings on the roll axis of the aircraft.
Now=2C the question is=2C does moving the fuel tank upward have an effect o
n the aircraft's ground handling?
Yes=2C you've changed the moment arm through which a mass acts.
Will you notice it?
I don't know.
Will it be critical?
I don't know.
I do know that to say categorically it has no effect is ridiculous on its f
ace.
Rick
On Wed=2C Mar 11=2C 2009 at 2:56 PM=2C Ed Chmielewski <edchmiel@mindspring.
com> wrote:
Hi Rick=2C
I've neither heard of 'vertical' CG=2C nor found anything in any ma
nuals. How would one calculate it=2C and where does this term come from?
CG is just that=2C a point around which the aircraft rotates in any axis. S
ome aircraft are more prone to being displaced during low-speed taxi=2C but
the most susceptible would have to be light weight coupled with lots of ex
posed surface area=2C which means a Kolb or other ultralight. Control displ
acement during taxi in a wind is the same for high- or low-wing aircraft=2C
but varies if nosedragger or conventional gear.
Ed in JXN
MkII/503
----- Original Message -----
From: Richard Girard
Sent: Wednesday=2C March 11=2C 2009 6:51 AM
Subject: Re: Kolb-List: Re: Fjuel rtanks
John=2C While pilots rarely=2C if ever=2C calculate the vertical CG positio
n=2C it is a component of aircraft ground handling. This is one of the reas
ons why GA pilots=2C particularly those flying high wing aircraft with tank
s in the wings=2C are taught proper positioning of the controls during taxi
operations.
Rick
On Tue=2C Mar 10=2C 2009 at 7:58 PM=2C John Hauck wr
ote:
I've wondered why you have
yours so high? It must reduce the power needed to get fuel to the engine
=2C but must also raise the CG. Are there any noticeable handling differen
ces between yours and a 'stock'
Mark III?
Russ
Russ:
My fuel tank is high because where it was located was empty=2C open space i
n the standard mkIII. 25 gals fits that space perfect. Homer left this sp
ace open to have 360 deg visibility. My neck won't twist that far around.
Getting fuel to the engine with less power had nothing to do with the locat
ion of the tank.
I don't understand "raising the CG". There are no noticeable handling diff
erences between my mkIII and a stock mkIII.
Location of the tank did not affect fore and aft=2C or lateral cg.
john h
mkIII
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| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: 'Vertical' CG |
That is more directly a function of center of thrust, referenced to
either the wing or center of drag whichever
most concerns you. Any vertical CG effect caused by the engine
location would have little influence on the
nose down with power tendency. -which, BTW,I pretty much
automatically compensated for by the
time I had an hour on my MkIII.
It turns out to be a beneficial effect for me anyway during landing.
Old antique, high wing tractor taildraggers exhibit
quite a nose up pitch with power added at the last second, sometimes
to your detriment.
The Kolb properly points you in the right direction :)
BB
On 12, Mar 2009, at 8:24 PM, LEE CREECH wrote:
> If I may add a humble point: the vertical CG affects the pitch
> axis, too, doesn't it? I've always assumed that the high CG of my
> Firestar II (resulting mainly from the engine way up there) is a
> major factor in its tendency to nose over if not handled carefully
> in some situations.
>
> Lee
>
>
> From: edchmiel(at)mindspring.com
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Re: 'Vertical' CG
> Date: Thu, 12 Mar 2009 18:56:08 -0400
>
> Rick,
>
> Please don't put words in my mouth. No one said
> 'categorically it has no effect'. To an engineer, perhaps. To a
> pilot, it's a moot point. Fore-and-aft CG change is of primary
> concern to aircraft, then lateral, then last (and I would
> conjecture least) vertical. (We are still discussing aircraft, not
> SUV's.) Never heard of an aircraft going out-of-control due to
> displaced vertical CG. You're correct in the engineering sense,
> but waaay too concerned about something that's not even touched on
> in general aviation texts.
> I will hand it to you, I could not detect the handling
> difference in models of 172's, so perhaps 3,000 hrs. of dual given
> hasn't properly prepared me. Never had a check airman bring it up
> in the CFI, CFI-AI, MEI, or ATP oral or checkrides. I should get
> my money back. And I must've been sleeping through all the and
> initial and recurrent training at FlightSafety Int'l. and SimCom in
> the Cessna 400-series, King Air 200, 300, 350, Merlin IIIB, Piper
> Cheyenne I & II, Citation I, II, V, Bravo, obtained over 30-odd
> years and 15,000+ hours. The only vertical component available to
> me is the seat height, and my comfort trumps the slight concern
> over handling effect. So vertical component is (A) never
> discussed, (B) something we have little-to-no control over, and (C)
> of concern in only the most arcane sense.
> Vertical CG certainly exists, but is of concern when we
> have some control over it. With my RC planes, I can move
> components to change it, but in full-size aircraft it's fixed. If
> it's so windy that control becomes a concern, I don't fly.
> I'll respond BC in the future so's not to further bore our
> Kolb brothers and sisters.
>
> Ed in JXN
> MkII/503
> ----- Original Message -----
> From: Richard Girard
> To: kolb-list(at)matronics.com
> Sent: Wednesday, March 11, 2009 5:55 PM
> Subject: Re: Kolb-List: Re: 'Vertical' CG
>
> Since the effect of having 300lb of fuel weight 7' above the roll
> center of the aircraft (while on the ground the roll center is
> between the tires and at the surface) was mentioned repeatedly to
> me by my instructor, and on my check ride by the DPE, it seems I
> was meant to know about it and take heed.
> No, you won't find it in flight manuals, those decisions were made
> for you by the designers and engineers and you can't change them
> like you can fore and aft weight changes in relation to the
> aerodynamic center.
> By experience I can tell you that on the ground a "K" model 172
> with long range tanks handles differently in a crosswind than a "P"
> model with standard tanks (20 gallons and 120 lb. difference). The
> extra weight and the difference in landing gear track makes the "K"
> model more sensitive to gusts while taxiing, even though there are
> no other differences between the aircraft. Yes, the extra mass has
> more inertia, but given that both aircraft have the same size
> ailerons and the pilot has to have more force to stop the movement
> of the greater mass once it's started, the only way to get it is
> more aileron deflection.
> By analogy consider the roll characteristics of an Alfa Romeo
> Spider and a GMC Yukon. What happens to either vehicle when they
> are hit by a 40 mph side wind as when driving out of the wind
> shadow of a hedge row along side the highway? Which has the more
> severe response?
> Every object in an aircraft has a center of mass and a moment arm
> from the roll, pitch and yaw axis. How those masses are arranged
> will effect the handling of the aircraft whether on the ground or
> in the air. Whether it is critical to the aircraft depends on the
> aircraft's mission.
> For instance, how many competetive aerobatic aircraft have you seen
> lately that are not a shoulder wing design? If you want fast roll
> response you put the center of mass of the wings on the roll axis
> of the aircraft.
> Now, the question is, does moving the fuel tank upward have an
> effect on the aircraft's ground handling?
> Yes, you've changed the moment arm through which a mass acts.
> Will you notice it?
> I don't know.
> Will it be critical?
> I don't know.
> I do know that to say categorically it has no effect is ridiculous
> on its face.
>
> Rick
>
> On Wed, Mar 11, 2009 at 2:56 PM, Ed Chmielewski
> wrote:
> Hi Rick,
>
> I've neither heard of 'vertical' CG, nor found anything in
> any manuals. How would one calculate it, and where does this term
> come from? CG is just that, a point around which the aircraft
> rotates in any axis. Some aircraft are more prone to being
> displaced during low-speed taxi, but the most susceptible would
> have to be light weight coupled with lots of exposed surface area,
> which means a Kolb or other ultralight. Control displacement during
> taxi in a wind is the same for high- or low-wing aircraft, but
> varies if nosedragger or conventional gear.
>
> Ed in JXN
> MkII/503
> ----- Original Message -----
> From: Richard Girard
> To: kolb-list(at)matronics.com
> Sent: Wednesday, March 11, 2009 6:51 AM
> Subject: Re: Kolb-List: Re: Fjuel rtanks
>
> John, While pilots rarely, if ever, calculate the vertical CG
> position, it is a component of aircraft ground handling. This is
> one of the reasons why GA pilots, particularly those flying high
> wing aircraft with tanks in the wings, are taught proper
> positioning of the controls during taxi operations.
>
> Rick
>
> On Tue, Mar 10, 2009 at 7:58 PM, John Hauck
> wrote:
>
>
> I've wondered why you have
> yours so high? It must reduce the power needed to get fuel to the
> engine, but must also raise the CG. Are there any noticeable
> handling differences between yours and a 'stock'
> Mark III?
> Russ
>
>
> Russ:
>
> My fuel tank is high because where it was located was empty, open
> space in the standard mkIII. 25 gals fits that space perfect.
> Homer left this space open to have 360 deg visibility. My neck
> won't twist that far around.
>
> Getting fuel to the engine with less power had nothing to do with
> the location of the tank.
>
> I don't understand "raising the CG". There are no noticeable
> handling differences between my mkIII and a stock mkIII.
>
> Location of the tank did not affect fore and aft, or lateral cg.
>
> john h
> mkIII
>
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________________________________________________________________________________
| From: | LEE CREECH <dcreech3(at)hotmail.com> |
| Subject: | Re: 'Vertical' CG |
I was actually thinking of the time I was taxiing down a rather steep hill
(shortcut from runway to barn) at about 1 mph with the engine idling=2C whe
n the world slowly rotated around me and the plane put its nose on the grou
nd. From then on I went the long way around.
Lee
From: slyck(at)frontiernet.net
Subject: Re: Kolb-List: Re: 'Vertical' CG
Date: Thu=2C 12 Mar 2009 22:27:58 -0400
That is more directly a function of center of thrust=2C referenced to eithe
r the wing or center of drag whichever
most concerns you. Any vertical CG effect caused by the engine location wo
uld have little influence on the
nose down with power tendency. -which=2C BTW=2CI pretty much automatically
compensated for by the
time I had an hour on my MkIII.
It turns out to be a beneficial effect for me anyway during landing. Old a
ntique=2C high wing tractor taildraggers exhibit
quite a nose up pitch with power added at the last second=2C sometimes to y
our detriment.
The Kolb properly points you in the right direction :)
BB
On 12=2C Mar 2009=2C at 8:24 PM=2C LEE CREECH wrote:
If I may add a humble point: the vertical CG affects the pitch axis=2C too
=2C doesn't it? I've always assumed that the high CG of my Firestar II (re
sulting mainly from the engine way up there) is a major factor in its tende
ncy to nose over if not handled carefully in some situations.
Lee
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________________________________________________________________________________
| From: | "Vic" <vicsv(at)myfairpoint.net> |
| Subject: | Re: Fjuel rtanks |
Rick
The tank I found was West Marine, Moeller bow tank. Sender,fill 1
1/2",return and vent $209.
To good to be true. You bet I just went out and removed a side cover on
the Xtra. It wont fit.
O so close. Not baffled.
Thanks for every ones input.
to whomever was asking, I used a bag BRS much shorter, left room in
front of the 912 for the oil tank. You can make a lexan cover to protect
it and fasten it to your gap seal. (rivets and velcro?)
Vic
________________________________________________________________________________
| Subject: | Re: Static rpm - warp drive/912ULS |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
JetPilot wrote:
> I set my prop based on John Haucks advice, which makes perfect sense, to adjust
the pitch so that the engine is running at 5500 RPM wide open throttle, at
max level flight speed. My RPM's are just a hair slower than Johns, I see around
5200 RPM on climbout, and about the same static.
>
FWIW, I got to do some high speed taxi tests last night - it was too windy and
dark to actually take the plane up.
but my jaw dropped when I saw how far the RPM's went down as soon as airflow started
going through the prop disk. At 5300 or so static, by the time the ASI started
indicating, it'd loaded down to nearly 4900 rpm.... good thing I didn't
actually try to blast off.
Took 2 degrees of pitch out and tried again. Now it loads down to about 5290 or
thereabouts on the roll, so that's probably reasonably close to where it should
be.
If I can ever get daylight and reasonable winds to coincide, I have it set well
enough to fly at this point I think.
I should add that once the blades start to "catch", the thrust is significantly
more than I got with the IVO. So it'll be interesting to see what I get once
I get airborne....
LS
--------
LS
Titan II SS
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http://forums.matronics.com/viewtopic.php?p=234437#234437
________________________________________________________________________________
| From: | "olendorf" <olendorf(at)gmail.com> |
Here is the company that made my 8 gal tank. The tank is working great. No leaks. http://www.alumiworx.com/cart/index.php?act=viewProd&productId
--------
Scott Olendorf
Original Firestar, Rotax 447, Powerfin prop
Schenectady, NY
http://KolbFirestar.googlepages.com
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Attachments:
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________________________________________________________________________________
| From: | David Key <dhkey(at)msn.com> |
| Subject: | New Engine Concept |
http://engineeringtv.com/blogs/etv/archive/2008/07/01/opposed-piston-oppose
d-cylinder-engine.aspx
________________________________________________________________________________
| Subject: | Re: Static rpm - warp drive/912ULS |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
That seems like a good place to start Lucien. That RPM is pretty typical for many
different aircraft climbing out on the 912-S with a fixed pitch prop. Once
you get in level flight, open the throttle wide open level flight it gets going
as fast as its going to go, and that should be 5500 RPM.
Since your Titan is fast, your RPM will increase with speed more than ours do on
the Kolbs. My guess is that you might have to pitch the prop a bit more ???
But I would fly it the way it is now and see what you get, the RPM you have
now sounds great for a flight test. I have experimented with different pitches
quite a bit on my 912-S / warpdrive setup. If you dont get it right, the cruise
performance can be very bad, but you would have to be way way off for the
plane not to fly well and scare yourself [Wink] I have heard of some airplanes
being around 5100 RPM or even a bit less on climbout. Hope you get a good
flying day soon, I am anxious to hear your report on how the Warp compares
to the IVO.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=234477#234477
________________________________________________________________________________
| Subject: | Re: BRS CANISTER or VLS ?? Which one would suit Mark III Xtra?? |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
I have the VLS on my Kolb MK III Xtra, and although I have not tried it yet, it
seems very good good for the airplane [Wink] The fit of the VLS pack is
PERFECT for the top of the MK III Xtra, I like it much better than the canister
! I will post some pictures of it in a little while so that you can see for
yourself.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=234481#234481
________________________________________________________________________________
| Subject: | Re: 'Vertical' CG |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
[quote="rlaird"]
Yeah, sort of like a home made Kolb MkIII, built and tested by people with limited
resources and funds !... Oooo, that's scary! ;-)
-- R
> [b]
Yes, its true of our Kolbs also,
But I feel much better with big aluminum tube spars, ribs and fabric, Even I can
get this right ! Hanging by a whirling mass of very highly stressed rotor
components, bearings, and linkages just seems more problematic than the big aluminum
tube spar we hang by. I am just as happy to leave the rotors to Bell
Helicopter ;)
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=234484#234484
________________________________________________________________________________
| Subject: | Re: Static rpm - warp drive/912ULS |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
JetPilot wrote:
> That seems like a good place to start Lucien. That RPM is pretty typical for
many different aircraft climbing out on the 912-S with a fixed pitch prop. Once
you get in level flight, open the throttle wide open level flight it gets
going as fast as its going to go, and that should be 5500 RPM.
>
> Since your Titan is fast, your RPM will increase with speed more than ours do
on the Kolbs. My guess is that you might have to pitch the prop a bit more ???
But I would fly it the way it is now and see what you get, the RPM you have
now sounds great for a flight test. I have experimented with different pitches
quite a bit on my 912-S / warpdrive setup. If you dont get it right, the
cruise performance can be very bad, but you would have to be way way off for
the plane not to fly well and scare yourself [Wink] I have heard of some airplanes
being around 5100 RPM or even a bit less on climbout. Hope you get a
good flying day soon, I am anxious to hear your report on how the Warp compares
to the IVO.
>
> Mike
Well tomorrow we might get a break in the winds, so perhaps I can go around the
patch with it.
Part of the complication is my altitude (7000'MSL), which turns the motor into
about a strong sea-level 582 rather than a 912uls. A regular kick around the patch
sightseeing has me close to 10,000' and the houses and mountains are sometimes
still too big. So even with the IVO when I had it flatted out to 5400 in
level flight it could barely do 100mph indicated (tho about 110 true). So the
speed range isn't too terribly much more than even a Mark III. But I did go with
a 68" to start with, so it would run more pitch and hopefully have more cushion
for speed range.
I'm less concerned about cruise than I am climb, but I don't want the engine to
be able to overspeed in level flight (i.e. if the throttle cable breaks). So
I'll just have to work on it until it's right.
I'm blazing a little bit of a trail since a 68" diameter warp drive hasn't been
tried on a titan yet to my knowledge (only the SS has room for more than a 64").
The thrust when the blades unstall on the ground runs I did last night is significantly
more than the IVO, which starts off strong but then fades as you gather
speed. So hopefully it'll be more efficient in the air also.
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=234487#234487
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: New Engine Concept |
At 04:27 PM 3/13/2009, David Key wrote:
><http://engineeringtv.com/blogs/etv/archive/2008/07/01/opposed-piston-opposed-cylinder-engine.aspx>http://engineeringtv.com/blogs/etv/archive/2008/07/01/opposed-piston-opposed-cylinder-engine.aspx
I'm not holding my breath...
Whenever somebody publicizes a "new" engine concept (which in this case is
_not_ new) before constructing a working prototype, a working prototype
somehow never gets built.
-Dana
--
The strongest reason for the people to retain the right to keep and bear
arms is, as a last resort, to protect themselves against tyranny in
government. - Thomas Jefferson
________________________________________________________________________________
| Subject: | Re: BRS CANISTER or VLS ?? Which one would suit Mark III Xtra?? |
| From: | "faisalasif" <faisal(at)pakcyber.com> |
Thanks Mike, I look forward to the pictures.
and thank you for taking time to respond.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=234494#234494
________________________________________________________________________________
| Subject: | Re: BRS CANISTER or VLS ?? Which one would suit Mark III Xtra?? |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Here are three pictures showing the BRS, the VLS pack just sits in the top of the
MK III like it was built for it !
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
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http://forums.matronics.com//files/ultralightmikefloridaevergladescity06_15_2008_24_200.jpg
http://forums.matronics.com//files/ultralightkolbdetailvg02_18_2008_06_436.jpg
________________________________________________________________________________
| Subject: | Re: oldest in-flight video? |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
That was cool, I have never seen a video from that period that was shot from inside
the plane. Good find .
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=234504#234504
________________________________________________________________________________
| Subject: | Re: Static rpm - warp drive/912ULS |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
The bigger diameter should be much more efficient at that your speed than a 64
inch prop. I have a 70 inch on my prop.
How much clearance do you have left to the tail boom tube with the larger prop
?
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=234505#234505
________________________________________________________________________________
| Subject: | Re: Static rpm - warp drive/912ULS |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
JetPilot wrote:
> The bigger diameter should be much more efficient at that your speed than a 64
inch prop. I have a 70 inch on my prop.
>
> How much clearance do you have left to the tail boom tube with the larger prop
?
>
> Mike
There's still a good 4 or 5". I measured it a while back and found that a 72" could
fit and there'd still be like 2 inches of clearance. I don't know what the
limits of flex are on the mounts and the rest of the plane tho so I'd say 70
is the max safe diameter.
I was thinking about going with a 70" but opted for 68" to allow a little more
pitch for the wider speed range.
I'll have to fly it and see how it does.
I actually had this exact same prop on my FS II (tho it was right hand instead)
and it worked great. It was my first warp drive prop and it was about as perfect
as you can get for the 3.47 C box and that plane.
Still miss it which is why one day I'd like to do a firefly/447....
LS
--------
LS
Titan II SS
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http://forums.matronics.com/viewtopic.php?p=234517#234517
________________________________________________________________________________
| Subject: | Re: Static rpm - warp drive/912ULS |
| From: | "Thomas R. Riddle" <riddletr(at)gmail.com> |
Out Allegro was pitched so that typically the 912UL ran around 4900
rpm during take-off run. In straight and level flight at full throttle
at our typical density altitude it would top out at 5500 rpm and about
125 mph TAS. I expect your Titan will be in this speed range too. The
faster the airplane the more difference you can expect between the
take-off run rpm and Vh rpm.
Our RANS has a fixed pitch (66x52) Tennessee climb prop so we get a
lot higher take-off rpm and can easily run past redline during cruise
if not paying attention, even at high density altitudes.
Thom in Buffalo
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Static rpm - warp drive/912ULS |
> Our RANS has a fixed pitch (66x52) Tennessee climb prop so we get a
> lot higher take-off rpm and can easily run past redline during cruise
> if not paying attention, even at high density altitudes.
>
> Thom in Buffalo
Is there a reason for leaving that prop on the Rans?
john h
mkIII
________________________________________________________________________________
| Subject: | Re: Static rpm - warp drive/912ULS |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
Thom Riddle wrote:
> Out Allegro was pitched so that typically the 912UL ran around 4900
> rpm during take-off run. In straight and level flight at full throttle
> at our typical density altitude it would top out at 5500 rpm and about
> 125 mph TAS. I expect your Titan will be in this speed range too. The
> faster the airplane the more difference you can expect between the
> take-off run rpm and Vh rpm.
>
> Our RANS has a fixed pitch (66x52) Tennessee climb prop so we get a
> lot higher take-off rpm and can easily run past redline during cruise
> if not paying attention, even at high density altitudes.
>
> Thom in Buffalo
Eeeyikes, 4900 strikes me as really lugging it.... That can't be good for the motor.....
Tho I guess if you have that wide of a speed range you probably don't
have much choice ?
My problem is our altitude so I need as much climb as I can possibly get for safety
reasons, even with our mile plus long runways.
With my FSII, I had that sucker turning 6300 on the takeoff roll and in climbout
about 6400. The plane was actually trimmed to fly at about 70 but I kept it
at 60 to 65 with about 5200 to 5400 cruise.
It could have easily overspeeded in level flight, but with a climb rate of about
300 fpm max, I was happy to have that baby putting out max power in a Vy climb
(which IIRC, was about 40 to 45mph?).
At approx 377 power levels, that was ok with me ;).
My current plane I'm perfectly content to cruise along at 90 or even 80 and don't
care a great deal about going really fast. I think it's the UL'er/Kolber in
me....
So I'll just have to see what I get in flight. Winds look low today so I may head
out and have a go here in a bit.
LS
--------
LS
Titan II SS
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http://forums.matronics.com/viewtopic.php?p=234554#234554
________________________________________________________________________________
| Subject: | Re: Static rpm - warp drive/912ULS |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
Just in case anyone's interested in a PIREP on the Warp Drive,
I finally flew around the patch with the new WD. It really does work like a CS
prop! I don't recall this affect as much on my FSII, but on the 912uls it's very
noticeable. Everything in climb between 65 and 80 mph stayed between 5350 and
5420 rpm or thereabouts.
The pleasant surprise was on downwind, when I noticed I was at almost 95mph at
my usual throttle setting but was still only turning just under 5000. (normally
5100 with the IVO unless I add in more pitch). I'd usually just be breaking
85 if I held 5000.
So the speed range is quite a bit wider than the IVO which is really nice. The
performance is slightly better too, especially over a wider range of airspeeds
where it maintains a good load on the motor and good thrust.
The less rotating mass over the IVO is very noticeable, especially at idle which
is much smoother now.
Overall a very good upgrade so far. Still have to do more flying at cruise to see
what I got there...
LS
--------
LS
Titan II SS
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http://forums.matronics.com/viewtopic.php?p=234623#234623
________________________________________________________________________________
| Subject: | Re: Static rpm - warp drive/912ULS |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
John,
We plan to change the climb prop eventually for an adjustable pitch. We've been
doing a lot of other refinements that were more critical but the prop change
is getting closer to the top of the list.
--------
Thom Riddle
Buffalo, NY
http://riddletr.googlepages.com/sportpilot-cfi
http://riddletr.googlepages.com/a%26pmechanix
A complex system that works is invariably found to have evolved from a simple system
that works.
- John Gaule
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http://forums.matronics.com/viewtopic.php?p=234647#234647
________________________________________________________________________________
| Subject: | Re: Static rpm - warp drive/912ULS |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Lucien,
You are right about the speed range not leaving us much choice. That is the bane
of most fixed pitch props on aircraft with a wide speed range. However, 4900
rpm is not really lugging the 912. At full throttle and 4900 rpm, the 912UL is
producing about 92-93% of max continuous cruise power.
Based on what I keep reading about the Warp taper tip, I'm inclined toward that
to replace the Tennessee woody climb prop on our RANS.
--------
Thom Riddle
Buffalo, NY
http://riddletr.googlepages.com/sportpilot-cfi
http://riddletr.googlepages.com/a%26pmechanix
A complex system that works is invariably found to have evolved from a simple system
that works.
- John Gaule
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=234648#234648
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Static rpm - warp drive/912ULS |
> We plan to change the climb prop eventually for an adjustable pitch.
We've been doing a lot of other refinements that were more critical but the
prop change is getting closer to the top of the list.
>
> --------
> Thom Riddle
Which Rans are you guys flying?
Flying at extreme altitudes will pull my WOT rpm down to 5,000 rpm. This
usually happens out West doing mountain flying. Propped correctly for 410
MSL, I'll be over propped by the time I reach West Texas.
I've never flown my 912 powered airplane with anything except a taper tip
Warp Drive. I did fly the 582 with the GSC Prop. It flew good, but was not
the most durable prop I have ever flown with.
john h
mkIII
________________________________________________________________________________
| Subject: | Re: Static rpm - warp drive/912ULS |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
John,
S6-S 912UL taildragger. With the climb prop in the eastern lowlands it gets about
105 mph TAS at 5500 rpm in straight and level flight with some throttle left.
During one of the rare clear sky days we had several weeks ago I took it to
10,500 msl and it would still pull over 5500 rpm but that was a cold day so
it was probably only about 7,000' density altitude.
It is beginning to warm up here with today forecast around 55F so pretty soon we'll
have some close to standard days. I want to see at what DA this prop is optimized
for before we switch it out.
--------
Thom Riddle
Buffalo, NY
http://riddletr.googlepages.com/sportpilot-cfi
http://riddletr.googlepages.com/a%26pmechanix
A complex system that works is invariably found to have evolved from a simple system
that works.
- John Gaule
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=234657#234657
________________________________________________________________________________
| From: | "boyd" <by0ung(at)brigham.net> |
| Subject: | Re: Static rpm - warp drive/912ULS |
John
When I called and talked with Darrell when I ordered my warp drive... he
told me that at my altitude he recommended the 68 inch standard tip for my
912 ul. So I guess I don't know what difference the taper tip would do for
me. Interesting he also mentioned the standard tip was a better choice for
sea planes.
Boyd
MKIIIC
Utah.
4226 ft Msl
>>>>>>>>>>>>>>>>>>>>>>>>>>
I've never flown my 912 powered airplane with anything except a taper tip
Warp Drive. I did fly the 582 with the GSC Prop. It flew good, but was not
the most durable prop I have ever flown with.
john h
mkIII
________________________________________________________________________________
| Subject: | Re: Static rpm - warp drive/912ULS |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
Thom Riddle wrote:
> John,
>
> S6-S 912UL taildragger. With the climb prop in the eastern lowlands it gets about
105 mph TAS at 5500 rpm in straight and level flight with some throttle
left. During one of the rare clear sky days we had several weeks ago I took it
to 10,500 msl and it would still pull over 5500 rpm but that was a cold day so
it was probably only about 7,000' density altitude.
>
> It is beginning to warm up here with today forecast around 55F so pretty soon
we'll have some close to standard days. I want to see at what DA this prop is
optimized for before we switch it out.
For what it's worth, good friend of mine back in TX (hmm.. I should call him and
see if he'd consent to be part of the possible MV Posse) has an S6ES with the
80 horse 912. He runs a WD 2 blade, tho I don't recall if it's the taper tip.
As for altitude, when I moved here to northern NM, I brought the FSII with me.
The only thing I had to change out was the main jets, it still ran at the same
rpms without having to adjust the prop. It also had the WD 68" 3 blade.
I don't recall what I had to change pitch-wise on the titan when I flew it here
from nebraska.
Both planes, tho, experienced huge drops in climb of course. The FSII went down
from about 800-900 fpm to about 300fpm. The titan now does about 900 fpm down
from almost 1800fpm near sea level.
Once in the FSII I made it past pattern altitude to almost 8500 MSL (a typical
kicking-around-the-area altitude of 1500 to 2000 AGL), cliimb was down to about
100 fpm. Still pretty good given that the plane was a little heavy....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=234662#234662
________________________________________________________________________________
| Subject: | Re: Static rpm - warp drive/912ULS |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
Lucien, When you think about lugging the 912, remember, 1, this is a four
stoke engine, much more robust when dealing with prop loading than a 2
stroke, and 2, Rotax designed the 912 series engines to be capable of using
constant speed propellers. Just make sure you keep the CHT's below max. A
new set of heads is over half the cost of the engine.
Rick
On Sun, Mar 15, 2009 at 9:50 AM, lucien wrote:
>
>
> Thom Riddle wrote:
> > John,
> >
> > S6-S 912UL taildragger. With the climb prop in the eastern lowlands it
> gets about 105 mph TAS at 5500 rpm in straight and level flight with some
> throttle left. During one of the rare clear sky days we had several weeks
> ago I took it to 10,500 msl and it would still pull over 5500 rpm but that
> was a cold day so it was probably only about 7,000' density altitude.
> >
> > It is beginning to warm up here with today forecast around 55F so pretty
> soon we'll have some close to standard days. I want to see at what DA this
> prop is optimized for before we switch it out.
>
>
> For what it's worth, good friend of mine back in TX (hmm.. I should call
> him and see if he'd consent to be part of the possible MV Posse) has an S6ES
> with the 80 horse 912. He runs a WD 2 blade, tho I don't recall if it's the
> taper tip.
>
> As for altitude, when I moved here to northern NM, I brought the FSII with
> me. The only thing I had to change out was the main jets, it still ran at
> the same rpms without having to adjust the prop. It also had the WD 68" 3
> blade.
>
> I don't recall what I had to change pitch-wise on the titan when I flew it
> here from nebraska.
>
> Both planes, tho, experienced huge drops in climb of course. The FSII went
> down from about 800-900 fpm to about 300fpm. The titan now does about 900
> fpm down from almost 1800fpm near sea level.
>
> Once in the FSII I made it past pattern altitude to almost 8500 MSL (a
> typical kicking-around-the-area altitude of 1500 to 2000 AGL), cliimb was
> down to about 100 fpm. Still pretty good given that the plane was a little
> heavy....
>
> LS
>
> --------
> LS
> Titan II SS
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=234662#234662
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Static rpm - warp drive/912ULS |
> When I called and talked with Darrell when I ordered my warp drive... he
> told me that at my altitude he recommended the 68 inch standard tip for my
> 912 ul. So I guess I don't know what difference the taper tip would do
> for
> me. Interesting he also mentioned the standard tip was a better choice
> for
> sea planes.
>
> Boyd
I tested both Warp Drive taper and straight blades on my FS. At that time I
was still playing around with aerobatics. I didn't like the way the Warp
Drive, either blade, felt, compared to the Jim Culver two blade fixed pitch
wooden prop.
When I tested the straight blades on the 582 on my mkIII, they did not give
me the "perceived pitch change" I got with the tapered blades. The straight
blades were "straight down the middle" right up to max rpm. Never flown
with anything but tapered blades on the 912 engines.
I've flown 70 and 72 inch props on my 912's. The 72 climbs better and may
cruise a little better, but is much noisier. That is why I went back to a
70 when I changed props last. It is a little quieter. I have been playing
around with going back to a 72 for the Alaska flight. It gives me a little
more performance, which might make a difference if I make a mistake and get
myself into a situation I don't want to be in. I did this on my first
flight to Alaska with the 80 horse. That is why I was so bent on getting a
100 horse for the next flight to Alaska. It does make a difference when the
situation gets tight.
After all the hours with the taper tip blades, it would be interesting to
see what kind of perception I got with staight blades.
Getting closer to MV every day. I'm ready!!!
john h
mkIII
________________________________________________________________________________
| Subject: | Re: Any KOLBs in South Florida? |
| From: | "Watkinsdw" <david.watkins0(at)gmail.com> |
Nice to hear there will be another Kolb in the area. I'm shopping for one, preferring
an already assembled MK3X, or earlier model if it has a 912 to keep at
Pompano airport.
Haven't seen the right one yet by googling, but will be looking at Sun and Fun.
Wish me luck!
Dave
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=234672#234672
________________________________________________________________________________
| Subject: | Re: Static rpm - warp drive/912ULS |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
aslsa.rng(at)gmail.com wrote:
> Lucien, When you think about lugging the 912, remember, 1, this is a four stoke
engine, much more robust when dealing with prop loading than a 2 stroke, and
2, Rotax designed the 912 series engines to be capable of using constant speed
propellers. Just make sure you keep the CHT's below max. A new set of heads
is over half the cost of the engine.
>
> Rick
>
Quite true.... And I tell you what, if I was rich and it was legal for me to do
it, I'd go ahead and fit a CS prop. Yeah, it's more complexity, weight etc.,
but they really make life easy as far as prop loading and etc.
What I try to do on my motor in the meantime is what John suggests, which is to
keep it spun up as much as possible. 5400 rpm for takeoff and 5000 minimum at
cruise. The sweet spot seems to be about 5080 rpm, or it was with the IVO. If
I ever get the weather again, I still need to go out with the WD fitted and see
where th sweet spot is.
I had heard in the past about when the flight schools first started using the 912's
they weren't used to the higher rpm regimes and were trying to run the motor
like the continentals and lycomings lugging them at low RPMs. Apparently,
the motors were coming down with major problems well before TBO.
Once the instructors got trained on the proper rpm's for the 912, all that cleared
up and they're going as long as 3000 hours out in the field.
As far as major repairs, truth is it looks to me like something like repairing
from an overheating event or etc. would cost in the neighborhood of a new motor.
With those parts prices, if I had to do something major I'd probably be better
off buying new and not doing whatever broke the thing again ;).
Fingers crossed that nothing ever happens to this one as I haven't saved up replacement
cost yet. Been too busy buying props ;).
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=234676#234676
________________________________________________________________________________
| Subject: | Re: Any KOLBs in South Florida? |
| From: | "Watkinsdw" <david.watkins0(at)gmail.com> |
Thanks for the tip. It resides in Rochester, NY. I'm in sunny south Florida.
I spoke with the seller, and he seems like a good guy. However, you're right about
the need for upgrades on the 912, and he says it needs sails, too. It currently
has stits(sp?) covering, and he says there's some hangar rash and a poor
paint job. There's also a bit of frame repair needed, which he says is minimal.
It's not currently flyable, so I'm inclined to pass on it.
Thanks again!
dave
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=234694#234694
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Any KOLBs in South Florida? |
> My info, sketchy as it is,.says that the early 80 horse 912 engine
> had problems ...and would cost a bunch to bring up to current AD's..
> Anyone have the skinny...Herb
Basically, the same engine today as it was before I bought my first 912 in
1993.
Like most new products on the market today, user testing detected a few
things that needed changing, i.e., rocker arms and there was a recall on
alternator stators. Rotax picked up the tab on most all the updates, right
on through current editions of the 912UL, 912ULS, and 914.
The stator update was not an absolute necessity, as far as I was concerned.
I already had over 800 hours on my 912 when it came out. It was a
precaution because of a possibility of fire due to type insulation used. I
never heard of anyone experiencing a fire.
The 912ULS, early ones like mine, greatly benefited from the updated starter
and slip clutch. That one was 600.00, but well worth it. Newer 912ULS's
were equipped with these updates.
A lot of stuff has changed on these engines since 1993, but we were still
able to put a lot of hours on them configured the way they were back then.
I'm sure there are some 912's out there that never had a thing done to them
since day one. The 912 on Bruce Chesnet's Bucaneer, the one he got off Ebay
that sits in the hanger at London, is a prime example. ;-)
john h
mkIII
________________________________________________________________________________
| Subject: | Re: Any KOLBs in South Florida? |
| From: | loseyf(at)comcast.net |
I believe Michael Bigelow made reference he is considering selling his...Miami
based. You may wish to check with him directly to be sure.
------Original Message------
From: Watkinsdw
Sender: owner-kolb-list-server(at)matronics.com
ReplyTo: kolb-list(at)matronics.com
Sent: Mar 15, 2009 11:41 AM
Subject: Kolb-List: Re: Any KOLBs in South Florida?
Nice to hear there will be another Kolb in the area. I'm shopping for one, preferring
an already assembled MK3X, or earlier model if it has a 912 to keep at
Pompano airport.
Haven't seen the right one yet by googling, but will be looking at Sun and Fun.
Wish me luck!
Dave
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=234672#234672
Sent from my Verizon Wireless BlackBerry
________________________________________________________________________________
| Subject: | Re: Any KOLBs in South Florida? |
| From: | loseyf(at)comcast.net |
Dave are a member of the Pompano EAA?
I recently joined but have been traveling unable to make a meeting yet. I am about
to take the plunge on a kit.....gulp!
------Original Message------
From: Watkinsdw
Sender: owner-kolb-list-server(at)matronics.com
ReplyTo: kolb-list(at)matronics.com
Sent: Mar 15, 2009 12:53 PM
Subject: Kolb-List: Re: Any KOLBs in South Florida?
Thanks for the tip. It resides in Rochester, NY. I'm in sunny south Florida.
I spoke with the seller, and he seems like a good guy. However, you're right about
the need for upgrades on the 912, and he says it needs sails, too. It currently
has stits(sp?) covering, and he says there's some hangar rash and a poor
paint job. There's also a bit of frame repair needed, which he says is minimal.
It's not currently flyable, so I'm inclined to pass on it.
Thanks again!
dave
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=234694#234694
Sent from my Verizon Wireless BlackBerry
________________________________________________________________________________
| Subject: | Re: BRS CANISTER or VLS ?? Which one would suit Mark III Xtra?? |
| From: | "faisalasif" <faisal(at)pakcyber.com> |
Thanks Mike,
Beautiful bird you have there....
Thanks for taking time to post such excellent pictures.
faisal.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=234732#234732
________________________________________________________________________________
| Subject: | Re: Any KOLBs in South Florida? |
| From: | "Watkinsdw" <david.watkins0(at)gmail.com> |
Hey, you guys and gals,
This is a great conversation, thanks! First of all, the hangaring issue at PMP
is indeed an obstacle. A typical hangar is $625/month, however, I'm in a flying
club that has two Piper Archers based there, and we have a 1/2 "T-hangar" that's
under-utilized. I can store the Kolb there, folded up.
Thanks to the person who supplied the info on the upgrades to the 912.
...and no, I'm not in the Pompano EAA. I may join later, but right now my monthly
dues in the club and other flying related dues keep it from being my priority.
Did I understand the post about the Kolb in Miami correctly, that it has been sold?
If not, how do I contact the person?
Thanks again, everyone!
Dave
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=234738#234738
________________________________________________________________________________
| Subject: | Re: Any KOLBs in South Florida? |
| From: | loseyf(at)comcast.net |
Hello Dave,
This is Fran in Boca Raton. Michael's email is orcabonita(at)hotmail.com. To my
knowledge it is not sold, I would send him an email directly.
Fran Losey
Fran.losey(at)alber.com
------Original Message------
From: Watkinsdw
Sender: owner-kolb-list-server(at)matronics.com
ReplyTo: kolb-list(at)matronics.com
Sent: Mar 15, 2009 6:02 PM
Subject: Kolb-List: Re: Any KOLBs in South Florida?
Hey, you guys and gals,
This is a great conversation, thanks! First of all, the hangaring issue at PMP
is indeed an obstacle. A typical hangar is $625/month, however, I'm in a flying
club that has two Piper Archers based there, and we have a 1/2 "T-hangar" that's
under-utilized. I can store the Kolb there, folded up.
Thanks to the person who supplied the info on the upgrades to the 912.
....and no, I'm not in the Pompano EAA. I may join later, but right now my monthly
dues in the club and other flying related dues keep it from being my priority.
Did I understand the post about the Kolb in Miami correctly, that it has been sold?
If not, how do I contact the person?
Thanks again, everyone!
Dave
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=234738#234738
Sent from my Verizon Wireless BlackBerry
________________________________________________________________________________
| Subject: | Re: Static rpm - warp drive/912ULS |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
Maybe this should go to another thread but... The NM Posse to MV potentially increased
by 1 today. If ya'll dont mind another titan, the other titan, a II S,
on our field may be an additional member.
I spoke to his owner this morning, as he has it down for its annual and he expressed
interest in going to MV.
Guess I better put in for my vacation ASAP....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=234748#234748
________________________________________________________________________________
| Subject: | Re: Any KOLBs in South Florida? |
| From: | "Watkinsdw" <david.watkins0(at)gmail.com> |
Thanks, Fran,
I'll email him tonight!
dave
What are you flying in Boca? I live in Deerfield.
d.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=234752#234752
________________________________________________________________________________
| Subject: | Re: Any KOLBs in South Florida? |
| From: | loseyf(at)comcast.net |
I used to fly a PA-28 201RT (84 Arrow IV TC) but was way too expensive for a hobby....
I am without air transportation at this time, which is why I am considering building
the Kolb. I do miss flying greatly, and hope this potential project will
stop the withdrawals...
Fran
------Original Message------
From: Watkinsdw
Sender: owner-kolb-list-server(at)matronics.com
ReplyTo: kolb-list(at)matronics.com
Sent: Mar 15, 2009 8:38 PM
Subject: Kolb-List: Re: Any KOLBs in South Florida?
Thanks, Fran,
I'll email him tonight!
dave
What are you flying in Boca? I live in Deerfield.
d.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=234752#234752
Sent from my Verizon Wireless BlackBerry
________________________________________________________________________________
| Subject: | Re: Any KOLBs in South Florida? |
| From: | "Watkinsdw" <david.watkins0(at)gmail.com> |
I understand, Fran. Hey, if you're interested in getting access to a couple of
nice Archers, you might consider joining our club at PMP.
Let me know and I'll send details.
I'm signing off now, but will check in tomorrow.
Dave
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=234755#234755
________________________________________________________________________________
| Subject: | Re: Static rpm - warp drive/912ULS |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Your first flight sounds very promising ! Many of the new LSA airplanes with the
912 S and fixed pitch prop take off very close to 5000 RPM, its very normal
for the engine, it just does not develop that last few HP. Guys that fly Air
Cams, including Phil Lockwood I was talking to one year, cruise the with both
the 912-S with less than half power with no problems. The 912 series has undergone
a bunch of changes over the years, many of the early problems don't happen
anymore. I cruise at 4200 RPM and 70 MPH in my Kolb when solo, and around
4300 with my wife, it feels and flys great, using just a bit over 3 GPH.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=234756#234756
________________________________________________________________________________
| Subject: | Re: Static rpm - warp drive/912ULS |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
JetPilot wrote:
> Your first flight sounds very promising ! Many of the new LSA airplanes with
the 912 S and fixed pitch prop take off very close to 5000 RPM, its very normal
for the engine, it just does not develop that last few HP. Guys that fly
Air Cams, including Phil Lockwood I was talking to one year, cruise the with
both the 912-S with less than half power with no problems. The 912 series has
undergone a bunch of changes over the years, many of the early problems don't
happen anymore. I cruise at 4200 RPM and 70 MPH in my Kolb when solo, and around
4300 with my wife, it feels and flys great, using just a bit over 3 GPH.
>
> Mike
Well when I had the IVO I at one point had it set to about 5000 to 5100 on climbout
(this was when I was experimenting and starting to discover that it was a
little overpropped) and it was a pretty anemic climbout of about 500fpm. At 5400,
I do almost twice that at nearly 1000fpm.
So the climb is significantly better for me when spun up. I was doing around 1000fpm
with the WD last night also, so the performance there is similar.
I think with the warp drive I'll be able to get away with this or perhaps another
1/2 degree of pitch added back in. I'll just have to see how it does in cruise
set the way it is.
Also my speed range really isn't that wide. At this altitude, I hit a wall at 100mph
indicated pretty much. I climb at anywhere from 65 to 80 depending on the
conditions so top speed is only 20mph away. So I'm hoping I can probably get
away with a fairly flat setting, as climb is paramount for me up here in the
stratosphere....
And if I can still cruise at 90 to 95 at 5000 rpm I'll be a happy camper as that
was what I was doing before with the IVO. But I'm less concerned about that,
I happily cruise around at 80 if I have nowhere to go and am just sightseeing.
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=234765#234765
________________________________________________________________________________
| From: | "Nick Cassara" <nickc(at)mtaonline.net> |
| Subject: | How many gallons per hour with VW Redrive |
Rick, and any other VW redrives,
How many gallons per hour do burn with your VW Redrive. I read about your
creation in the archives, but I did not see anything regarding GPH and what
type of fuel do use?
I am try to narrow engine choices. that I can afford.
Thanks,
Nick Cassara
Proto-type Kolbra
Palmer, Alaska
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: How many gallons per hour with VW Redrive |
Nick
I burn 4 gallons per hour of regular automotive fuel. I had my engine
built for a 7.8-9 to one compression ratio. Higher compression requires
higher octane.
I have been told the VW engine mount that Kolb makes is too wide for the
Kolbra.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: Nick Cassara
To: kolb-list(at)matronics.com
Sent: Monday, March 16, 2009 12:47 AM
Subject: Kolb-List: How many gallons per hour with VW Redrive
Rick, and any other VW redrives,
How many gallons per hour do burn with your VW Redrive. I read about
your creation in the archives, but I did not see anything regarding GPH
and what type of fuel do use?
I am try to narrow engine choices. that I can afford.
Thanks,
Nick Cassara
Proto-type Kolbra
Palmer, Alaska
________________________________________________________________________________
| Subject: | Repairmen Inspection |
| From: | "ropermike" <ropermike2002(at)yahoo.com> |
Hello fellow Kolb drivers....I an enrolled in a Fixed Wing Airplane 16 hr repairmen
inspection class on March 20-21 in Dallas, Tx given by Rainbow Aviation.
I was wondering if any of you has taken this class and what to expect....Do any
of you have any advise about what I need to be prepared for? Thanks, Mike
--------
The next best thing to playing and winning is playing and losing!...Mike Hillger
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=234811#234811
________________________________________________________________________________
| Subject: | Re: Repairmen Inspection |
| From: | "cristalclear13" <cristalclearwaters(at)gmail.com> |
ropermike wrote:
> Hello fellow Kolb drivers....I an enrolled in a Fixed Wing Airplane 16 hr repairmen
inspection class on March 20-21 in Dallas, Tx given by Rainbow Aviation.
I was wondering if any of you has taken this class and what to expect....Do
any of you have any advise about what I need to be prepared for? Thanks, Mike
Hi Mike,
I took this class with Mike Huffman. He is an excellent teacher. If you pay attention
he stresses the points that will be on the test so if you take good notes
(you can use your notes and books for the test) you can pass it. You probably
already have the handouts/requirements for the class...he is good about
emailing those to you ahead of time. There was one guy in my class of 6 or 7
that didn't pass but he seemed to be struggling with a lot of the concepts and
didn't take any notes.
Mike has probably told you to review the AC 43-13B (here's the link in case you don't have it: http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/0/99C827DB9BAAC81B86256B4500596C4E?OpenDocument&Highlight=ac%2043.13-1b ) You don't have to read everything. Open the contents document and find on the word "inspection" and review those chapters/sections. But like I said he will stress in the class the ones you need to know for the test.
I really liked the hands on practice toward the end of the class. Don't get hung
up too long on one workstation so you can get around to all the workstations
(some take longer than others).
Have fun and enjoy it!
--------
Cristal Waters
Kolb Mark II Twinstar
Rotax 503 DCSI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=234816#234816
________________________________________________________________________________
| Subject: | Re: Repairmen Inspection |
| From: | "olendorf" <olendorf(at)gmail.com> |
I took that class. The instructors are excellent. Take lots of notes though. For
some reason the binder they give you does not contain all the material they
show you via the projector. Perhaps they don't want you to be able to give the
entire course away to someone else who hasn't paid. I don't know why because
you really are paying for the certificate not the knowledge.
I don't think you need to prepare for anything. They go over everything in the
class you will need to pass the test. You may want to bring your airplane documentation
with you, airworthiness, registration, weight and balance.
--------
Scott Olendorf
Original Firestar, Rotax 447, Powerfin prop
Schenectady, NY
http://KolbFirestar.googlepages.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=234817#234817
________________________________________________________________________________
| From: | herb <herbgh(at)nctc.com> |
| Subject: | Re: How many gallons per hour with VW Redrive |
Rick
Sounds as if you are running at near 50
horses...? What redrive ratio and cruise rpms? Cruise speed? Thanks
Herb
At 08:02 AM 3/16/2009, you wrote:
>Nick
>
>I burn 4 gallons per hour of regular automotive
>fuel. I had my engine built for a 7.8-9 to one
>compression ratio. Higher compression requires higher octane.
>
>I have been told the VW engine mount that Kolb
>makes is too wide for the Kolbra.
>
>Rick Neilsen
>Redrive VW powered MKIIIC
>----- Original Message -----
>From: <mailto:nickc(at)mtaonline.net>Nick Cassara
>To: kolb-list(at)matronics.com
>Sent: Monday, March 16, 2009 12:47 AM
>Subject: Kolb-List: How many gallons per hour with VW Redrive
>
>Rick, and any other VW redrives,
>
>
>How many gallons per hour do burn with your VW
>Redrive. I read about your creation in the
>archives, but I did not see anything regarding
>GPH and what type of fuel do use?
>
>
>I am try to narrow engine choices=85 that I can afford.
>
>
>Thanks,
>
>
>Nick Cassara
>
>
>Proto-type Kolbra
>
>Palmer, Alaska
>
>
>href="http://www.matronics.com/Navigator?Kolb-List">http://www.matronics.
com/Navigator?Kolb-List
>
>href="http://forums.matronics.com">http://forums.matronics.com
>
>href="http://www.matronics.com/contribution">http://www.matronics.com/c
>
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: How many gallons per hour with VW Redrive |
Herb
Since it is a custom engine the power is a bit unknown but I cruise at a
greatly reduced power level. I assume you extrapolated the 50 HP from
the fuel burn. You are assuming a lot but might be close. Climb and
cruise are very close to a 80 HP Rotax.
The redrive ratio is 1.6 to 1 and I cruise at 3200 engine RPMs. The
cruise is 75 MPH. I'm currently turning a 71 inch three bladed F model
PowerFin prop.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: herb
To: kolb-list(at)matronics.com
Sent: Monday, March 16, 2009 11:16 AM
Subject: Re: Kolb-List: How many gallons per hour with VW Redrive
Rick
Sounds as if you are running at near 50 horses...? What redrive ratio
and cruise rpms? Cruise speed? Thanks Herb
At 08:02 AM 3/16/2009, you wrote:
Nick
I burn 4 gallons per hour of regular automotive fuel. I had my
engine built for a 7.8-9 to one compression ratio. Higher compression
requires higher octane.
I have been told the VW engine mount that Kolb makes is too wide for
the Kolbra.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: Nick Cassara
To: kolb-list(at)matronics.com
Sent: Monday, March 16, 2009 12:47 AM
Subject: Kolb-List: How many gallons per hour with VW Redrive
Rick, and any other VW redrives,
How many gallons per hour do burn with your VW Redrive. I read
about your creation in the archives, but I did not see anything
regarding GPH and what type of fuel do use?
I am try to narrow engine choices. that I can afford.
Thanks,
Nick Cassara
Proto-type Kolbra
Palmer, Alaska
href="
http://www.matronics.com/Navigator?Kolb-List
">http://www.matronics.com/Navigator?Kolb-List
href="
http://forums.matronics.com">http://forums.matronics.com
href="
http://www.matronics.com/contribution
">http://www.matronics.com/c
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: How many gallons per hour with VW Redrive |
12 hp per gal per hour is a little high for the 912UL.
My experience with the 912UL is 4 gph at 5,000; 4.25 gph at 5,200, 4.5
gph at 5,400 rpm. These figures are based on many hours of cross
country flying, not around the patch fuel consumption figures.
The 912ULS is not nearly as efficient as the old 80. 5 gph at 5,000 and
5.5 gph at 5,000. Got to pay for the extra kick.
I can not remember what type bearing is used for con rods.
Give Ronnie Smith a call.
john h
mkIII
My assumptions are based on a burn of 12 hp per gal per hour .
Herb
ps anyone know if the rods on the 912 use needle bearings ?
________________________________________________________________________________
| From: | herb <herbgh(at)nctc.com> |
| Subject: | Re: How many gallons per hour with VW Redrive |
Knew it was going to be better... Sounds like 16 or so hp per gal
per hr...? Could not find a hp/torque curve in the CPS catalog for
the 100 hp engine.. Thazzz purty gud...
Who is flying the Geo Metro on the list? Might make a good
comparison...Herb
At 12:21 PM 3/16/2009, you wrote:
>12 hp per gal per hour is a little high for the 912UL.
>
>My experience with the 912UL is 4 gph at 5,000; 4.25 gph at 5,200,
>4.5 gph at 5,400 rpm. These figures are based on many hours of
>cross country flying, not around the patch fuel consumption figures.
>
>The 912ULS is not nearly as efficient as the old 80. 5 gph at 5,000
>and 5.5 gph at 5,000. Got to pay for the extra kick.
>
>I can not remember what type bearing is used for con rods.
>
>Give Ronnie Smith a call.
>
>john h
>mkIII
>
>
> My assumptions are based on a burn of 12 hp per gal per hour
> . Herb
>
>
>ps anyone know if the rods on the 912 use needle bearings ?
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: How many gallons per hour with VW Redrive |
> I believe the 912 rods use "regular old" sleeve/bushing type bearings
> which are supported by oil pressure. I don't think they use needle
> bearings.
>
> And I don't want to have to find out. Ever.... ;)
>
> LS
The main bearings are "inserts". I remember that from 912 course, but can
not remember the con rods.
Guess I could do a little research in the heavy maintenance manual, but
don't have time now.
john h
mkIII
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: How many gallons per hour with VW Redrive |
Herb, because the geo is only 1 liter and high compression it does
very well at being frugal.
It also burns low octane gas with no protest. I did notice a slight
loss when they started putting
ethanol in it. I can't give any numbers because I haven't done a
real test. As with any engine though, it
gets thirstier if I push it harder.
Same goes for rate of climb. Never measured it but I think I would
need to look at the hour hand
instead of the minute hand.
Been beautiful flying weather here for the past three days but spring
is a busy time around here
so that's wishful thinking. -besides, I still have to change my legs
over to the new steel jobbers.
Something new every year.
BB
On 16, Mar 2009, at 1:54 PM, herb wrote:
>
> Knew it was going to be better... Sounds like 16 or so hp per gal
> per hr...? Could not find a hp/torque curve in the CPS catalog for
> the 100 hp engine.. Thazzz purty gud...
>
> Who is flying the Geo Metro on the list? Might make a good
> comparison...Herb
>
> At 12:21 PM 3/16/2009, you wrote:
>> 12 hp per gal per hour is a little high for the 912UL.
>>
>> My experience with the 912UL is 4 gph at 5,000; 4.25 gph at 5,200,
>> 4.5 gph at 5,400 rpm. These figures are based on many hours of
>> cross country flying, not around the patch fuel consumption figures.
>>
>> The 912ULS is not nearly as efficient as the old 80. 5 gph at
>> 5,000 and 5.5 gph at 5,000. Got to pay for the extra kick.
>>
>> I can not remember what type bearing is used for con rods.
>>
>> Give Ronnie Smith a call.
>>
>> john h
>> mkIII
>>
>>
>> My assumptions are based on a burn of 12 hp per gal per
>> hour . Herb
>>
>>
>> ps anyone know if the rods on the 912 use needle bearings ?
>>
>>
>
>
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | How many gallons per hour with VW Redrive |
>> Who is flying the Geo Metro on the list? Might make a good comparison
...Herb
Herb=2C
Currently=2C there are two gentlemen presently flying the GEO engine. Bo
b Bean=2C who has his set up with a carburetor=2C and Vic (I think Gibson)
=2C who more than likely has TBI (throttle body fuel injection=2C which pro
bably retains the ECU computer for engine controls).
I am in the final stages of attaching all the extraneous engine items on
my turbocharged GEO 1.0 liter. So far=2C I've got the turbocharger=2C radi
ator=2C intercooler and oil cooler fabrication completed and mounted these
items. Right now=2C I'm working on the finishing touches on my turbo exhau
st.
The exhaust is all built=2C I'm just putting on the O2 bungs=2C etc. I'll
most likely have these exhaust pieces cermicoated.
Recently I received my high performance cam and reworked cam gear back fr
om the Teamswift.net GEO engine guru. This guy has a machine shop=2C and k
nows quite a bit about high performance GEO modifications. There are dozen
s=2C if not hundreds=2C of people that have installed his performance parts
=2C and every one of them rave about how much better their engine's power i
s improved.
My engine now has his "mild" street cam=2C and 6+ degrees advanced cam ge
ar (to be repositioned to the new 6+ degree setting). It is the opinion of
three people I've corresponded with (on that high performance chat group s
ite) that my engine should be putting out around 95-100 HP=2C and around 12
0+ ft lbs of torque.
I make absolutely NO claim whatsoever as to whether it will or not have t
hese perofrmance figures=2C until I fire the engine up and do some testing.
I don't claim a thing until it is proven!!!
I expect I will do a thrust test at some point.
Oh yeah=2C there is one more guy who is building a GEO 1.3 L engine. His
=2C also=2C will be fuel injection=2C but I think it's multi-port=2C IIRC.
Mike Welch
MkIII
_________________________________________________________________
Express your personality in color! Preview and select themes for Hotmail=AE
.
http://www.windowslive-hotmail.com/LearnMore/personalize.aspx?ocid=TXT_MS
GTX_WL_HM_express_032009#colortheme
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: How many gallons per hour with VW Redrive |
> The durn picture on page 46 of the CPS catalog seems to indicate
> that the crank is multiple pieces using big end needle bearings. ??? If
> it used replaceable rods, then it could be re buildable which I think it
> is not..? Herb
Picking up the phone, calling Ronnie Smith, was quicker than looking in the
book.
912 series crankshafts are press fit. Main bearings are split inserts and
the con rods are whole inserts. Crankshafts are not Service Center
rebuildable.
john h
mkIII
________________________________________________________________________________
| From: | herb <herbgh(at)nctc.com> |
| Subject: | Re: How many gallons per hour with VW Redrive |
Thanks John
Interesting concept...not sure that I have seen that
before? Makes me think that at 4k or so for the assy the after
market could make money rebuilding them with different rods
with split big ends.. Herb
At 03:27 PM 3/16/2009, you wrote:
>
>
> > The durn picture on page 46 of the CPS catalog seems to indicate
>>that the crank is multiple pieces using big end needle
>>bearings. ??? If it used replaceable rods, then it could be re
>>buildable which I think it is not..? Herb
>
>
>Picking up the phone, calling Ronnie Smith, was quicker than looking
>in the book.
>
>912 series crankshafts are press fit. Main bearings are split
>inserts and the con rods are whole inserts. Crankshafts are not
>Service Center rebuildable.
>
>john h
>mkIII
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: How many gallons per hour with VW Redrive |
> Interesting concept...not sure that I have seen that
> before? Makes me think that at 4k or so for the assy the after market
> could make money rebuilding them with different rods with split big
> ends.. Herb
Does anyone know why Rotax when the same route with cranks for 4 strokes as
they did for 2 strokes?
Not being an engineer, I have to rely on what little bit of good ole common
sense I inherited. A cursory glance at the crank tells me it may be lighter
and cleaner for turning higher speeds. Might reduce drag, increase
performance.
Just guessing. I don't know.
I do know that the only problem Rotax has experienced with a 912 crank was
oil starvation. A few seconds of oil starvation and the engine is toast.
What is the primary cause of oil starvation? Losing an oil line. Jim Lee,
Sharon, PA, lost his life near Lakeland, FL, when he was flying a Kolb MKIII
with floats. Lost an oil line on a 912, stalled and crashed.
Losing an oil line on a 912 should not happen. The intake line is under
vacuum, pump is pulling oil. The outlet line is under 3 to 5 psi (crankcase
pressure) to push oil out of the crankcase, back to the oil tank.
john h
mkIII
________________________________________________________________________________
| Subject: | Re: How many gallons per hour with VW Redrive |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
The answer is weight. A built up crankshaft weighs less. It also allows the
use of a "folded" (Eric Tucker's terminology) design of the crank throws,
which makes the crank shorter, which makes a smaller, shorter crankcase
which also reduces weight. Incidentally, the folded crank throw doesn't
allow room for rod bolts, so no after market rods are likely.Okay, Dana,
jump in and tell every one weight has absolutely nothing to do with it. :-}
Rick
On Mon, Mar 16, 2009 at 4:15 PM, John Hauck wrote:
>
>
> > Interesting concept...not sure that I have seen that
>
>> before? Makes me think that at 4k or so for the assy the after market
>> could make money rebuilding them with different rods with split big
>> ends.. Herb
>>
>
>
> Does anyone know why Rotax when the same route with cranks for 4 strokes as
> they did for 2 strokes?
>
> Not being an engineer, I have to rely on what little bit of good ole common
> sense I inherited. A cursory glance at the crank tells me it may be lighter
> and cleaner for turning higher speeds. Might reduce drag, increase
> performance.
>
> Just guessing. I don't know.
>
> I do know that the only problem Rotax has experienced with a 912 crank was
> oil starvation. A few seconds of oil starvation and the engine is toast.
> What is the primary cause of oil starvation? Losing an oil line. Jim Lee,
> Sharon, PA, lost his life near Lakeland, FL, when he was flying a Kolb MKIII
> with floats. Lost an oil line on a 912, stalled and crashed.
>
> Losing an oil line on a 912 should not happen. The intake line is under
> vacuum, pump is pulling oil. The outlet line is under 3 to 5 psi (crankcase
> pressure) to push oil out of the crankcase, back to the oil tank.
>
>
> john h
> mkIII
>
>
________________________________________________________________________________
| Subject: | Re: Repairmen Inspection |
| From: | "ropermike" <ropermike2002(at)yahoo.com> |
Thanks Cristal and Scott. My instructors will be Carol and Brian Carpenter. I am
looking forward to the class.
--------
The next best thing to playing and winning is playing and losing!...Mike Hillger
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=234961#234961
________________________________________________________________________________
| Subject: | Re: Repairmen Inspection |
| From: | "cristalclear13" <cristalclearwaters(at)gmail.com> |
ropermike wrote:
> Thanks Cristal and Scott. My instructors will be Carol and Brian Carpenter. I
am looking forward to the class.
Oops, sorry Mike. I was thinking Sport Aviation Specialties, not Rainbow Aviation.
Hopefully it'll be as good. :)
--------
Cristal Waters
Kolb Mark II Twinstar
Rotax 503 DCSI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=234962#234962
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: How many gallons per hour with VW Redrive |
At 07:23 AM 3/17/2009, Richard Girard wrote:
>Okay, Dana, jump in and tell every one weight has absolutely nothing to do
>with it. :-}
Are you kidding? Weight is EVERYTHING! :)
-Dana
--
The first rule of intelligent tinkering is to save all the parts.
________________________________________________________________________________
| From: | "Beauford T" <beauford173(at)verizon.net> |
| Subject: | Re: Repairmen Inspection |
I thought the Carpenters were very good indeed... I won't dare to speak for Mr.
George T. Alexander, eminent member of this list, who sat next to me and managed
to
keep me conscious for most of the class,
(and allowed me to copy from his final exam paper to prevent my total humiliation)
but I thought they were competent and skilled presenters. Time well spent.
beauford
FF-076
Brandon, FL
----- Original Message -----
From: "cristalclear13" <cristalclearwaters(at)gmail.com>
Sent: Tuesday, March 17, 2009 9:29 AM
Subject: Kolb-List: Re: Repairmen Inspection
ropermike wrote:
> Thanks Cristal and Scott. My instructors will be Carol and Brian Carpenter. I
am
> looking forward to the class.
Oops, sorry Mike. I was thinking Sport Aviation Specialties, not Rainbow Aviation.
Hopefully it'll be as good. :)
--------
Cristal Waters
Kolb Mark II Twinstar
Rotax 503 DCSI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=234962#234962
________________________________________________________________________________
| Subject: | Re: Look! It's Chitty-Chitty-Bang-Bang for sale! |
| From: | "cristalclear13" <cristalclearwaters(at)gmail.com> |
cristalclear13 wrote:
> Oh to be a millionaire! I'd have my own Chitty-Chitty-Bang-Bang!
>
> Check it out...This is about the coolest thing I've ever seen. Wonder what Mr.
Policeman would think if I drove my Mark II on the road with the wings folded
back. :D
>
> http://www.terrafugia.com/vehicle.html
> http://www.airventure.org/2006/thurjuly27/terrafugia.html
>
> You guys have probably seen this, but I can't believe they're actually taking
orders. It sure would make my 90-mile one-way work commute trip a whole lot
more enjoyable.
>
> Anybody got 150,000 bucks I could borrow?
Looks like the estimated purchase price of this "roadable aircraft" went up to
almost 200,000 since it actually flies. Check it out:
http://www.youtube.com/watch?v=EHXnLCIgNug&eurl=http://www.avweb.com/avwebflash/exclusivevids/ExclusiveVideo_TerrafugiaTransition_FirstFlight_199980-1.html&feature=player_embedded
--------
Cristal Waters
Kolb Mark II Twinstar
Rotax 503 DCSI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=235073#235073
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | prop comparisons |
You may have seen this but for those who haven't :
http://www.stolspeed.com/props-comparison
BB
________________________________________________________________________________
| Subject: | Zenith 701 for sale on ebay no engine |
| From: | george.mueller(at)aurora.org |
In case anyone on the Kolb list might be interested, I currently have my
701 for sale on ebay without the engine or FWF (I have the hibble to start
a new project, and I plan to keep my Rotax 912UL for the next project.)
The reserve price is set at well below the cost of the parts. NO engine,
prop or FWF included. You can save 1200 hours of building, the cost of
tools, and a few thousand over the cost of the kits. You also have the
full range of engine options for the airframe (there are several used
Rotax engines currently available on Barnstormers for pretty good prices,
people are also seem to be having good luck with the VW engines, which are
really inexpensive). The airframe flew beautifully, very light and
responsive on the controls, straight as an arrow. The ebay number is:
200321407977.
George in Milwaukee
N701GM 60 Hours flying
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Zenith 701 for sale on ebay no engine |
Hibble??
What's a hibble? Is that one of those little furry creatures that looks li
ke a hamster?
Mike Welch
Subject: Kolb-List: Zenith 701 for sale on ebay no engine
From: george.mueller(at)aurora.org
Date: Wed=2C 18 Mar 2009 09:49:17 -0500
In case anyone on the Kolb list might be interested=2C I currently have my
701 for sale on ebay without the engine or FWF (I have the hibble to start
a new project=2C and I plan to keep my Rotax 912UL for the next project.)
The reserve price is set at well below the cost of the parts. NO engine=2C
prop or FWF included. You can save 1200 hours of building=2C the cost of
tools=2C and a few thousand over the cost of the kits. You also have the f
ull range of engine options for the airframe (there are several used Rotax
engines currently available on Barnstormers for pretty good prices=2C peopl
e are also seem to be having good luck with the VW engines=2C which are rea
lly inexpensive). The airframe flew beautifully=2C very light and responsi
ve on the controls=2C straight as an arrow. The ebay number is: 2003214079
77.
George in Milwaukee
N701GM 60 Hours flying
_________________________________________________________________
Hotmail=AE is up to 70% faster. Now good news travels really fast.
http://windowslive.com/online/hotmail?ocid=TXT_TAGLM_WL_HM_70faster_03200
9
________________________________________________________________________________
| Subject: | Re: Zenith 701 for sale on ebay no engine |
| From: | Robert Laird <rlaird(at)cavediver.com> |
No, the furry critter is a tribble (
http://en.wikipedia.org/wiki/The_Trouble_with_Tribbles).
"The hibble" is a combination of a "hankering" for something, but you know
it might mean terrible trouble with the wife. Hankering-terrIBLE
trouble... hibble. ;-)
-- R
On Wed, Mar 18, 2009 at 10:10 AM, Mike Welch wrote
:
> Hibble??
> What's a hibble? Is that one of those little furry creatures that looks
> like a hamster?
>
> Mike Welch
>
> ------------------------------
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: Zenith 701 for sale on ebay no engine
> From: george.mueller(at)aurora.org
> Date: Wed, 18 Mar 2009 09:49:17 -0500
>
>
> In case anyone on the Kolb list might be interested, I currently have my
> 701 for sale on ebay without the engine or FWF (I have the hibble to star
t a
> new project, and I plan to keep my Rotax 912UL for the next project.) Th
e
> reserve price is set at well below the cost of the parts. NO engine, pro
p
> or FWF included. You can save 1200 hours of building, the cost of tools,
> and a few thousand over the cost of the kits. You also have the full ran
ge
> of engine options for the airframe (there are several used Rotax engines
> currently available on Barnstormers for pretty good prices, people are al
so
> seem to be having good luck with the VW engines, which are really
> inexpensive). The airframe flew beautifully, very light and responsive o
n
> the controls, straight as an arrow. The ebay number is: 200321407977.
>
>
> George in Milwaukee
> N701GM 60 Hours flying
>
> *
>
> ttp://www.matronics.com/Navigator?Kolb-Listronics.comww.matronics.com/con
tribution
> *
>
>
> ------------------------------
> Hotmail=AE is up to 70% faster. Now good news travels really fast. Find o
ut
> more.<http://windowslive.com/online/hotmail?ocid=TXT_TAGLM_WL_HM_70fast
er_032009>
>
> *
>
===========
ronics.com/Navigator?Kolb-List
===========
===========
com/contribution
===========
> *
>
>
________________________________________________________________________________
| From: | <smlplanet(at)msn.com> |
| Subject: | Re: Any KOLBs in South Florida? |
Nice to hear there are a few of us Klobers in So Fl. Are any of you
planning flying to S&F this year? If there is maybe some of us can fly up as
a group. I am located in the Clewiston and LaBelle area. MKIIIC/912UL
--------------------------------------------------
From: "Watkinsdw" <david.watkins0(at)gmail.com>
Sent: 2009-03-15 11:41
Subject: Kolb-List: Re: Any KOLBs in South Florida?
>
> Nice to hear there will be another Kolb in the area. I'm shopping for one,
> preferring an already assembled MK3X, or earlier model if it has a 912 to
> keep at Pompano airport.
> Haven't seen the right one yet by googling, but will be looking at Sun and
> Fun. Wish me luck!
> Dave
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=234672#234672
>
>
>
________________________________________________________________________________
| Subject: | Re: prop comparisons |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
That is very good information, makes me very glad I got a Warp Drive prop ! Since
the performance is so close, the warp has the advantage of being far stronger
than all the others.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=235179#235179
________________________________________________________________________________
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
Awhile back I posted a request for information from anyone who had a working
knowledge of Loehle Aircraft's Aero Coating fabric finishing system. There
was only one response. About the same time I called Loehle, spoke with Sandy
(she didn't give a last name) and ordered their book, paying by debit card.
After almost three weeks of waiting to see it grace the mailbox, I emailed
them to request that if the book had not already been sent, please just
cancel the order and refund my money. I never received any sort of reply and
after checking tonight, I see that they never even bothered to take the
payment. I can only wonder what might have transpired if I were deep into
using their product and found I needed another quart of one of their
reducers. Not very impressive customer service.
Rick
________________________________________________________________________________
| Subject: | Re: Look! It's Chitty-Chitty-Bang-Bang for sale! |
| From: | "N111KX (Kip)" <n111kx(at)mindspring.com> |
That thing is UGLY! [Laughing]
--------
Kip
Firestar II, N111KX
Waiex, N111YX
Quickie 1, N111QX
Atlanta
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=235188#235188
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
Rick=2C
Therein lies the problem of every company on this planet. Some are fanta
stic=2C some are absolutely useless. Thanks for alerting everybody about L
oehle's business practices.
For what it's worth=2C you can't get better service for Poly Fiber and Ae
rothane products than Jim and Dondi Miller. "Best there it!!"
When I recently painted my entire plane (two weeks ago)=2C Jim gave me so
me pointers that helped solve a couple of "issues" I was having.
BTW=2C Beaufort=2C you were right. A glass of warm MEK each night really
helped me get past the arduous painting project. I might have to argue ab
out the "kid" comment. At 56=2C I ain't no Spring Chicken.
Mike Welch
Date: Wed=2C 18 Mar 2009 20:22:35 -0500
Subject: Kolb-List: Aero Coatings
From: aslsa.rng(at)gmail.com
Awhile back I posted a request for information from anyone who had a workin
g knowledge of Loehle Aircraft's Aero Coating fabric finishing system. Ther
e was only one response. About the same time I called Loehle=2C spoke with
Sandy (she didn't give a last name) and ordered their book=2C paying by deb
it card. After almost three weeks of waiting to see it grace the mailbox=2C
I emailed them to request that if the book had not already been sent=2C pl
ease just cancel the order and refund my money. I never received any sort o
f reply and after checking tonight=2C I see that they never even bothered t
o take the payment. I can only wonder what might have transpired if I were
deep into using their product and found I needed another quart of one of th
eir reducers. Not very impressive customer service.
Rick
_________________________________________________________________
Windows Live=99 Contacts: Organize your contact list.
http://windowslive.com/connect/post/marcusatmicrosoft.spaces.live.com-Blog-
cns!503D1D86EBB2B53C!2285.entry?ocid=TXT_TAGLM_WL_UGC_Contacts_032009
________________________________________________________________________________
| From: | herb <herbgh(at)nctc.com> |
| Subject: | Re: Aero Coatings |
Rick
Have a story also...but since it happened to a friend I will not
relate it here... I would not deal with them on that account..
Sandy is Mike Loehle's wife... She holds the fort down..
The paint system is a first quality product...judging from a plane
that I saw ... Two part Poly urethane... as I recall... The
system is not their invention to my mind...The all in one sealer/uv
paint is latex perhaps? I am thinking someone out west...Wash state
or Montana? may be the supplier?
The best finish I have ever seen was on my Z Max...Automotive Base
coat-Clear coat...Tremendous gloss and depth... UV protection goes
into the clear coat...The plane I had was 5 years old and showed no
signs of cracking or ring worm.
sherwin williams ultra 7000 ..... Naturally I did not paint it....:-) Herb
At 08:22 PM 3/18/2009, you wrote:
>Awhile back I posted a request for information from anyone who had a
>working knowledge of Loehle Aircraft's Aero Coating fabric finishing
>system. There was only one response. About the same time I called
>Loehle, spoke with Sandy (she didn't give a last name) and ordered
>their book, paying by debit card. After almost three weeks of
>waiting to see it grace the mailbox, I emailed them to request that
>if the book had not already been sent, please just cancel the order
>and refund my money. I never received any sort of reply and after
>checking tonight, I see that they never even bothered to take the
>payment. I can only wonder what might have transpired if I were deep
>into using their product and found I needed another quart of one of
>their reducers. Not very impressive customer service.
>
>Rick
>
________________________________________________________________________________
| From: | "Nick Cassara" <nickc(at)mtaonline.net> |
| Subject: | Anyone have experence with Hirth F-30? |
Hello Folks,
Does anyone have experience with a Hirth F-30 2 cycle; it is now available
with "85hp fuel injected, dual ignition, with high torque version, fan
cooled, G-40 gear box". It sounds like some of the small Hirth are not well
liked, but there is a bit of a cat fight out there on the web between Rotax
and Hirth owners!
I am all ears!
Thanks your thoughts,
Nick Cassara
Proto-type Kolbra
unpowered
________________________________________________________________________________
| From: | "Jim Kmet" <jlsk1(at)frontiernet.net> |
| Subject: | Re: Anyone have experence with Hirth F-30? |
Bradley Stump has a Hirth of some sort on his newly finished MK3X, he
was flying it at TNK homecoming last Sept. I don`t have his contact
info, but I`m sure Travis or Donnie would .
Jim
----- Original Message -----
From: Nick Cassara
To: kolb-list(at)matronics.com
Sent: Wednesday, March 18, 2009 11:56 PM
Subject: Kolb-List: Anyone have experence with Hirth F-30?
Hello Folks,
Does anyone have experience with a Hirth F-30 2 cycle; it is now
available with "85hp fuel injected, dual ignition, with high torque
version, fan cooled, G-40 gear box". It sounds like some of the small
Hirth are not well liked, but there is a bit of a cat fight out there on
the web between Rotax and Hirth owners!
I am all ears!
Thanks your thoughts,
Nick Cassara
Proto-type Kolbra
unpowered
________________________________________________________________________________
| Subject: | Re: Anyone have experence with Hirth F-30? |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Nick,
There is a nearly new CGS Hawk at our airport that has a Hirth in that power range.
I've not seen the owner/builder recently but will keep an eye out for him
when I'm there and try to get an email contact for you. The one time I talked
to him about the engine he had nothing but great things to say about it. Of
course since it is nearly new, that says nothing about its reliability etc. BUT
he did say that its fuel economy was outstanding for a 2-stroke in that power
range compared to the Rotax. All hearsay so this may not have much value.
--------
Thom Riddle
Buffalo, NY
http://riddletr.googlepages.com/sportpilot-cfi
http://riddletr.googlepages.com/a%26pmechanix
A complex system that works is invariably found to have evolved from a simple system
that works.
- John Gaule
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=235216#235216
________________________________________________________________________________
| From: | "Jim Kmet" <jlsk1(at)frontiernet.net> |
| Subject: | Anyone have experence with Hirth F-30? |
I stand corrected. Donnie has retired from TNK, Travis or Dennis may
have brad Stumps contact info. Jim
----- Original Message -----
From: Jim Kmet
Sent: Thursday, March 19, 2009 7:17 AM
Subject: Re: Kolb-List: Anyone have experence with Hirth F-30?
Bradley Stump has a Hirth of some sort on his newly finished MK3X, he
was flying it at TNK homecoming last Sept. I don`t have his contact
info, but I`m sure Travis or Donnie would .
Jim
----- Original Message -----
From: Nick Cassara
To: kolb-list(at)matronics.com
Sent: Wednesday, March 18, 2009 11:56 PM
Subject: Kolb-List: Anyone have experence with Hirth F-30?
Hello Folks,
Does anyone have experience with a Hirth F-30 2 cycle; it is now
available with "85hp fuel injected, dual ignition, with high torque
version, fan cooled, G-40 gear box". It sounds like some of the small
Hirth are not well liked, but there is a bit of a cat fight out there on
the web between Rotax and Hirth owners!
I am all ears!
Thanks your thoughts,
Nick Cassara
Proto-type Kolbra
unpowered
________________________________________________________________________________
| Subject: | Re: prop comparisons |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
JetPilot wrote:
> That is very good information, makes me very glad I got a Warp Drive prop !
Since the performance is so close, the warp has the advantage of being far stronger
than all the others.
>
> Mike
Interesting that he complained about how heavy the warp drive was. I suppose compared
to the others its MOI is higher, especially with the square blades.
My taper tip seems to be light as a feather compared to the IVO medium. perhaps
the removal of the material at the end of the blades reduces the MOI even more.
Still settling in the adustments on mine. I must say, with all those bolts, I do
kind of miss the easy pitch adjust of the IVO (tho that's the only thing I miss
about it).
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=235244#235244
________________________________________________________________________________
| Subject: | Re: prop comparisons |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
The Warp Drive prop takes longer to adjust the pitch on, but once you get it right
you probably wont have to do it again for years. I have not touched mine
since I put it on the plane and got it dialed in. I like the strength, the simplicity,
and the ability to adjust each blade to perfection on the Warp Drive
prop. Like a lot of things, what you get out of it depends on the effort you
put in.
Any updates on your testing Lucien ? Have you done any flying out of the pattern
with it yet ?
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=235248#235248
________________________________________________________________________________
| Subject: | Re: prop comparisons |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
JetPilot wrote:
> The Warp Drive prop takes longer to adjust the pitch on, but once you get it
right you probably wont have to do it again for years. I have not touched mine
since I put it on the plane and got it dialed in. I like the strength, the
simplicity, and the ability to adjust each blade to perfection on the Warp Drive
prop. Like a lot of things, what you get out of it depends on the effort you
put in.
>
> Any updates on your testing Lucien ? Have you done any flying out of the pattern
with it yet ?
>
> Mike
No, still havn't left the pattern ;). The windows where there's flyable winds and
I have time are tiny little slivers in the late afternoon here and there. And
when I do get to go up I like to concentrate on landings to keep the rust off....
I went up again yesteday and recorded between 5350 and 5450 on climbout (that's
varying between Vy of 65mph and about 80mph). But I did try straight-level on
downwind by flying a larger pattern. At 5100 or so I only get a little over 90mph
indicated and it's easy to tell it'd definitely overspeed if I tried WOT.
Seems like that's a little underpropped so just went out over my lunch break and
added 1/2 degree of pitch.
So I'm pretty close to a good pitch setting, hopefully I'll find the sweet spot
soon.
The climb rate is pretty spectacular at Vy with it the way it was, tho. between
900 and 1000fpm sustained at a density altitude of around 8500' MSL.... I'll
have to give a little of that back with the additional pitch but it's still good
climb for where I'm at.
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=235265#235265
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Owyhee Canyon Pictures |
http://www.facebook.com/album.php?aid 12888&id=1002056194&l=358dc
9273a
The weather was good today even though the lighting was a bit flat, so I
flew again in my attempt to break in my HKS before I have to try to keep
up with a bunch of Mark III's this May after MV.
To keep from getting bored with the scenery I went to the Canyon, which
always holds fascination for me. I flew for 1hour and 18 minutes
traveling 79 miles. I flew the first 45 minutes at 5000 RPM's on one
tank and then switched to the rear tank and flew at 5400 RPM"S. The
weird thing about it is that there is no noticeable difference in fuel
burn. Temps are still high and I had to fly with the choke on to keep
the temps under control on my way back. I have 18 hours on the engine
now. At 5000 RPMs the temps were 316 tops. The only trouble with that is
that I don't like to fly that slow. :-)
Larry
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Owyhee Canyon Pictures |
Folks,
The photos don't compare with flying the Owyhee.
First time I flew it I had Arty Trost on board. I think John W had dropped
down in the canyon ahead of me. We were up on the lip. I asked Arty if s
he was game for flying the canyon. Her reply was go for it. We dropped in
and she grinned and yelped the rest of the flight. As big as the canyon i
s, it still feels like your wing tips will hit the sides, once down in the
bottom right over the river.
Had the opportunity to fly it every year since then. Think that was 2006.
john h
mkIII
To keep from getting bored with the scenery I went to the Canyon, which
always holds fascination for me. Larry
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Look! It's Chitty-Chitty-Bang-Bang for sale! |
> Striking similarity in the two pictures here? Could Miss P'fer be a
distant cousin? :D
> Cristal Waters
She ain't no relation! ;-)
john h
mkIII
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | Re: Anyone have experence with Hirth F-30? |
At 12:56 AM 3/19/2009, you wrote:
>Hello Folks,
>
>Does anyone have experience with a Hirth F-30 2 cycle; it is now
>available with "85hp fuel injected, dual ignition, with high torque
>version, fan cooled, G-40 gear box". It sounds like some of the
>small Hirth are not well liked, but there is a bit of a cat fight
>out there on the web between Rotax and Hirth owners!
>
>I am all ears!
We got a 70 HP - with problems - at the farm.
But I wouldn't want to comment on that particular engine on this list.
Oil leaks, gear box problems - engine out (frame damage - lot of work).
But, they say they have fixed them........
I don't like Hirth's, (the old ones or the new ones) so I shouldn't
comment anyway.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Anyone have experence with Hirth F-30? |
> We got a 70 HP - with problems - at the farm.
> But I wouldn't want to comment on that particular engine on this list.
> Oil leaks, gear box problems - engine out (frame damage - lot of work).
> But, they say they have fixed them........
> I don't like Hirth's, (the old ones or the new ones) so I shouldn't
> comment anyway.
Possum:
Thanks for not commenting on the Hirth reputation.
Like a some of the Rotax and Cuyuna engines I owned and flew in front of,
they quit making noise at the most inopportune times. Uncommanded silence.
I don't know anything about them except what I hear or happen to see at a
flyin somewhere. We do not have any in my neck of the woods.
Someone mentioned a mkIIIx at last year's Kolb Homecoming flying with a
Hirth. I did see that one fly. However, I believe it was trailered to
Labhart Field, and trailered home. Good looking Kolb.
john h
mkIII
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Owyhee Canyon Pictures |
Larry
This just doesn't sound right. Your going to have problems when it warms
up. I'm sure you told us before but are you running too lean? What do
your spark plugs look like? What temps are the other Kolb HKSs running?
My VW guru has me jetting my VW on what I would say is on the rich side.
A bit richer than I see on a water cooled engine. Seems like running a
bit rich lowered my VWs oil temps but not my cht. Go figure. My VW CHTs
run on the cool side but when pushed beyond cruise power they warm up.
Are you running with too much prop pitch. Do you notice a large noise
reduction when pulling power back to cruise power? Do you need to
fashion some cooling scoops around those cylinders. My VW needs to have
cooling air forced all the way around the cylinders and thru the heads.
But a HKS has only one cylinder on each side so cooling should fine but?
Most HKSs run with a big fan in front, do you need something extra in
pusher mode.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: Larry Cottrell
To: kolb-list(at)matronics.com
Sent: Thursday, March 19, 2009 9:26 PM
Subject: Kolb-List: Owyhee Canyon Pictures
http://www.facebook.com/album.php?aid 12888&id=1002056194&l=358dc
9273a
The weather was good today even though the lighting was a bit flat, so
I flew again in my attempt to break in my HKS before I have to try to
keep up with a bunch of Mark III's this May after MV.
To keep from getting bored with the scenery I went to the Canyon,
which always holds fascination for me. I flew for 1hour and 18 minutes
traveling 79 miles. I flew the first 45 minutes at 5000 RPM's on one
tank and then switched to the rear tank and flew at 5400 RPM"S. The
weird thing about it is that there is no noticeable difference in fuel
burn. Temps are still high and I had to fly with the choke on to keep
the temps under control on my way back. I have 18 hours on the engine
now. At 5000 RPMs the temps were 316 tops. The only trouble with that is
that I don't like to fly that slow. :-)
Larry
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | Off list - Hirth reputation. |
John This is a new engine with less than 40 hrs. 70HP? - maybe -
Water cooled.
Oil leak...seals fixed
Reed values ..runs hot - fixed
Gear Box - bolt sheared - engine quit - plane crashed.
The old ones were the same way, they work great on those
little race cars that can run them up to 10,000 RPMs and
have gears, but can't handle the constant prop load on a plane.
A lot of engines have the same problem.
Just between you and me and the fence post--
Screw Hirth engines. Bill has tried them several times
over the last 12 years. Along with AMC engines and a few others.
I've got way over what I should have on my 503 "1997 Rotax" engine without
a rebuild and it still runs like a Toyota.
> > We got a 70 HP - with problems - at the farm.
>>But I wouldn't want to comment on that particular engine on this list.
>>Oil leaks, gear box problems - engine out (frame damage - lot of work).
>Possum:
>
>Thanks for not commenting on the Hirth reputation.
>
>
________________________________________________________________________________
| From: | TheWanderingWench <thewanderingwench(at)yahoo.com> |
| Subject: | Vapor Pressure and E-10 mogas |
In this month's issue of Ultraflight magazine, in Rotax Talk by Ronnie Smith, he
says (for those of us using two-strokes and E-10 mogas):
"Remember also that there will be an altitude limit on the use of this 10% [ethanol
gas]. I think it's around 7500 ft. MSL. Why? Well, car gas will start to
vapor lock at higher altitudes so you have to watch this."
He goes on to say that if we're flying about 7500 ft MSL we should use 100LL which
has a lower vapor pressure than auto gas.
Anyone heard of this? Had this happen? I know I'll be flying above 7500 MSL on
my flight to Florida and am curious if any of you other two-strokers have ever
experienced this or heard of it.
Arty Trost
Sandy, Oregon
www.LessonsFromTheEdge.com/uladventure2009.htm
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: Owyhee Canyon Pictures |
----- Original Message -----
From: Richard & Martha Neilsen
To: kolb-list(at)matronics.com
Sent: Thursday, March 19, 2009 10:25 PM
Subject: Re: Kolb-List: Owyhee Canyon Pictures
Larry
This just doesn't sound right. Your going to have problems when it
warms up. I'm sure you told us before but are you running too lean? What
do your spark plugs look like? What temps are the other Kolb HKSs
running? My VW guru has me jetting my VW on what I would say is on the
rich side. A bit richer than I see on a water cooled engine. Seems like
running a bit rich lowered my VWs oil temps but not my cht. Go figure.
My VW CHTs run on the cool side but when pushed beyond cruise power they
warm up. Are you running with too much prop pitch. Do you notice a large
noise reduction when pulling power back to cruise power? Do you need to
fashion some cooling scoops around those cylinders. My VW needs to have
cooling air forced all the way around the cylinders and thru the heads.
But a HKS has only one cylinder on each side so cooling should fine but?
Most HKSs run with a big fan in front, do you need something extra in
pusher mode.
Rick Neilsen
Redrive VW powered MKIIIC
Rick,
I agree, I think that what I am going to try when my first oil
change comes up in7 or so hours is to take the oil cooler off the top of
the wing and install it upside down at the rear of the cage. Perhaps the
cooler is blocking enough air off the engine that it is causing it to
over heat. As for the pitch of the prop, it is set so that I get 6150 at
WOT, that is 50 off the max RPM's.
As you can see the muffler and oil cooler block a lot of air. I am
just not sure if moving the cooler will make that much difference
however. Oh if you are wondering this was the set up that was sucessful
on a Slingshot. I am not convinced that it is going to work on a
Firestar however.
Larry
________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
| Subject: | Re: Kolb List: Anyone have experience with a Hirth F-30? |
- Larry- Have you tried flying without the gap seal?- Maybe it's just t
he angle of the photo, but it looks like almost 1/2 of the cooler's air flo
w os blocked.
-
-------------------------
------------------------
-------------------------
------------------ Bill Sullivan
-------------------------
------------------ Windsor Locks, Ct.
________________________________________________________________________________
| Subject: | Re: Vapor Pressure and E-10 mogas |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
Arty Trost wrote:
> In this month's issue of Ultraflight magazine, in Rotax Talk by Ronnie Smith,
he says (for those of us using two-strokes and E-10 mogas):
>
> "Remember also that there will be an altitude limit on the use of this 10% [ethanol
gas]. I think it's around 7500 ft. MSL. Why? Well, car gas will start to
vapor lock at higher altitudes so you have to watch this."
>
> He goes on to say that if we're flying about 7500 ft MSL we should use 100LL
which has a lower vapor pressure than auto gas.
>
> Anyone heard of this? Had this happen? I know I'll be flying above 7500 MSL
on my flight to Florida and am curious if any of you other two-strokers have ever
experienced this or heard of it.
>
> Arty Trost
> Sandy, Oregon
>
>
> www.LessonsFromTheEdge.com/uladventure2009.htm
I've heard this too, but havn't tried running E10 in anything yet except my pickup.
I often drive in it up to the local ski area, tho, which ends up at a little over
10,000' MSL once I get to the top and havn't had any problems with vapor lock
(tho it's fuel injected which may help?).
In the plane, 7500' MSL is approx. pattern altitude for me and I often bump right
up against 10,000'MSL when I do have time to leave the pattern....
I've been lucky and able to find pure unleaded autogas in town and have no problems
with it at those altitudes. But I'd be a little worried about E10 way up
there.
I flew my FSII here for a while before I sold it and didn't have problems with
vapor lock, but again we hadn't been infiltrated with E10 at the time.
I'd say 100LL would be the safest route for flying at high altitudes if you're
worried about it....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=235349#235349
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Vapor Pressure and E-10 mogas |
> He goes on to say that if we're flying about 7500 ft MSL we should use
100LL which has a lower vapor pressure than auto gas.
>
> Arty Trost
Arty:
During my two stroke cross country days, I used 100LL primarily because that
was normally all that was available. It costs more, but two strokes as well
and four strokes operate well on it.
Only drawback during a long cross country my be lead fouling, which can be
remedied in a few minutes by pulling the spark plugs and cleaning the lead
off the plug with a pen knife or piece of safety wire. It is usually soft
and comes right off.
With dual ignition now days, a plug will let you know when it starts to get
loaded up. Then again, today's two strokes may not be affected.
john h
mkIII
________________________________________________________________________________
| From: | herb <herbgh(at)nctc.com> |
| Subject: | Re: Vapor Pressure and E-10 mogas |
Wondering if a mix of MO. and AV. would do the trick?
by the way...Av gas is a really good degreaser...beats those spray
cans ...Use carefully...and in the open... Works in a chemical sprayer...Herb
and ...I have two buds who run Hirth engines sucessfully...Twin
opposed model....
At 07:56 AM 3/20/2009, you wrote:
>
>
>Arty Trost wrote:
> > In this month's issue of Ultraflight magazine, in Rotax Talk by
> Ronnie Smith, he says (for those of us using two-strokes and E-10 mogas):
> >
> > "Remember also that there will be an altitude limit on the use of
> this 10% [ethanol gas]. I think it's around 7500 ft. MSL. Why?
> Well, car gas will start to vapor lock at higher altitudes so you
> have to watch this."
> >
> > He goes on to say that if we're flying about 7500 ft MSL we
> should use 100LL which has a lower vapor pressure than auto gas.
> >
> > Anyone heard of this? Had this happen? I know I'll be flying
> above 7500 MSL on my flight to Florida and am curious if any of you
> other two-strokers have ever experienced this or heard of it.
> >
> > Arty Trost
> > Sandy, Oregon
> >
> >
> > www.LessonsFromTheEdge.com/uladventure2009.htm
>
>
>I've heard this too, but havn't tried running E10 in anything yet
>except my pickup.
>
>I often drive in it up to the local ski area, tho, which ends up at
>a little over 10,000' MSL once I get to the top and havn't had any
>problems with vapor lock (tho it's fuel injected which may help?).
>
>In the plane, 7500' MSL is approx. pattern altitude for me and I
>often bump right up against 10,000'MSL when I do have time to leave
>the pattern....
>
>I've been lucky and able to find pure unleaded autogas in town and
>have no problems with it at those altitudes. But I'd be a little
>worried about E10 way up there.
>
>I flew my FSII here for a while before I sold it and didn't have
>problems with vapor lock, but again we hadn't been infiltrated with
>E10 at the time.
>
>I'd say 100LL would be the safest route for flying at high altitudes
>if you're worried about it....
>
>LS
>
>--------
>LS
>Titan II SS
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=235349#235349
>
>
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: Vapor Pressure and E-10 mogas |
I don't know the comparative vapor pressures of ethanol and mogas
but auto gas
is blended with higher vapor pressures in the winter for easier cold
weather starting -or at least it was.
Summer blend should be ok at 10K as far as vapor pressure. My
concern is moisture content
which can condense out as carb frost. The quality control of 100LL
would probably be the important factor
to consider when flying over those craggy rocks.
BB
On 20, Mar 2009, at 1:11 AM, TheWanderingWench wrote:
>
>
>
> In this month's issue of Ultraflight magazine, in Rotax Talk by
> Ronnie Smith, he says (for those of us using two-strokes and E-10
> mogas):
>
> "Remember also that there will be an altitude limit on the use of
> this 10% [ethanol gas]. I think it's around 7500 ft. MSL. Why?
> Well, car gas will start to vapor lock at higher altitudes so you
> have to watch this."
>
> He goes on to say that if we're flying about 7500 ft MSL we should
> use 100LL which has a lower vapor pressure than auto gas.
>
> Anyone heard of this? Had this happen? I know I'll be flying above
> 7500 MSL on my flight to Florida and am curious if any of you other
> two-strokers have ever experienced this or heard of it.
>
> Arty Trost
> Sandy, Oregon
>
>
> www.LessonsFromTheEdge.com/uladventure2009.htm
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Owyhee Canyon Pictures |
Looks like more than half of your oil cooler is blocked by the gap seal.
With the muffler positioned where it is, that may also be degrading the oil
cooler's performance.
The oil cooler placed under and rear of the muffler may be kicking air off
of or blocking cooling air from the cylinders.
A couple straight stacks out the rear of the engine would eliminate that bi
g "can" muffler. Got to be disrupting air flow and increasing drag.
I know you want your airplane quiet, and I don't blame you. Wish mine coul
d be put into stealth mode, as my hearing quickly fades away. Very fatigui
ng flying all day in a snare drum like mine.
john h
As you can see the muffler and oil cooler block a lot of air. I am j
ust not sure if moving the cooler will make that much difference however. O
h if you are wondering this was the set up that was sucessful on a Slingsho
t. I am not convinced that it is going to work on a Firestar however.
Larry
________________________________________________________________________________
| Subject: | DHS Initiatives Could "Lock Out" General Aviation |
| From: | "Ralph B" <ul15rhb(at)juno.com> |
March 19, 2009 General aviation is under attack on several fronts in the name
of national security. While the U.S. Department of Homeland Security (DHS) and
its divisions adopt a whatever it takes posture, the people who fly aircraft
for fun, education, philanthropy, and business are asking whether severe restrictions
on freedoms are worth marginal enhancements to security.
When the cost of lost liberties are combined with the significant dollars required
of aviators and airports to comply with these initiatives, an unfavorable
cost-to-benefit ratio becomes strikingly evident. DHS is throwing several security
initiatives at general aviation at once, challenging aircraft operators not
only to differentiate them but also to understand how they interrelate. Accordingly,
EAA has posted an analysis that sorts out the issues and identifies
common themes.
The combined effect of these initiatives would be stifling to general aviation.
Imagine security requirements that would:
o Force aviators to acquire government approval before each flight in certain general
aviation aircraft.
o Require private citizens to develop and implement costly security-compliance
programs.
o Hamstring historic aircraft operations such as EAAs B-17 tour.
o Limit our military-veteran aviators freedom to fly historic airplanes like the
ones that, ironically, they flew in service to defend American freedoms.
o Restrict access to the airport for pilots, owners, and their guests.
o Make it difficult or impossible to conduct certain Young Eagles events.
o Force pilots and passengers to stay in the aircraft when arriving as a transient
flight at an airport until an authorized person becomes available to escort
them from the aircraft.
o Limit the publics access to engage in and support general aviation activities.
o Limit the interactive and social elements of participation in flight that are
so important to a thriving general aviation community.
Members of EAAs Regulatory Affairs staff remind EAAers that these and more consequences
could result if the general aviation community fails to rally to protect
its interests. They encourage you to stay informed, spread the word, and be
prepared to act.
--------
Ralph B
Original Firestar 447
N91493 E-AB
22 years flying it
Kolbra 912UL
N20386
almost 1 year flying it
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=235355#235355
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Re: Vapor Pressure and E-10 mogas |
> I often drive in it up to the local ski area=2C tho=2C which ends up at a
little over 10=2C000' MSL once I get to the top and havn't had any problem
s with vapor lock (tho it's fuel injected which may help?).
--------
> LS
> Titan II SS
Lucien=2C
In your truck=2C you will likely never have a problem using E10 auto gas
=2C even at 18=2C000 MSL.(providing it was built to handle E10) This is be
cause your truck/car is run by a computer ECU=2C using a miriad of sensors
to keep the engine in tune. It uses:
1) a coolant temperature sensor (colder engines get more fuel than warmer e
ngines)
2) MAP (mainfold atmospheric pressure) for incoming combustion air
3) O2 sensor (to determine the Air/Fuel ratio)
4) MAF (mass air flow) to determine the volume of air being consumed
5) FPR (fuel pressure regulator) the computer uses this information to det
ermine the pulse width that the ECU tells the fuel injector to pulse fuel.
(i.e. lower pressure gets more pulse width)
There are many other sensors=2C including those that the engine uses to a
djust the ignition timing=2C fuel enrichment=2C etc.
Comparing an automobile engine's reaction to E10 has nothing to do with h
ow an airplane engine will react=2C unless=2C of course=2C your airplane's
engine is governed by an ECU (electronic computer unit) The ECU monitors a
ll the necessary engine parameters dozens of times a second.
Comparing an airplane engine with a carburetor=2C and a truck using E10 a
utogas=2C is much like comparing an apple with an orange.
Mike Welch
MkIII
_________________________________________________________________
Get quick access to your favorite MSN content with Internet Explorer 8.
http://ie8.msn.com/microsoft/internet-explorer-8/en-us/ie8.aspx?ocid=B037
MSN55C0701A
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Vapor Pressure and E-10 mogas |
>
>Summer blend should be ok at 10K as far as vapor pressure. My
>concern is moisture content
>which can condense out as carb frost. The quality control of 100LL
>would probably be the important factor
>to consider when flying over those craggy rocks.
>BB
Bob,
Given equal handling and storage of E-10 and non E-10 fuel, I would think
that the E-10 would reduce the ice tendency. With the alcohol in the fuel,
it would take up the water and pass it on through to the engine. Any
additional water that can not be held in the alcohol will fall out and
remain in the bottom of the tank or carb bowl and have no effect on carb
icing.
I believe the greatest threat of carb icing come from high humidity air and
not the fuel.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
May I suggest Oshkosh July 27-Aug 2 for another Kolb flyin. Its been
real
lonely in the UL/LSA camp ground the last few years. Last year there was
for
the first time was a Port-o-let in the camp ground. John's friend Karla
(head of the ultralight council) made it clear that it wouldn't be
allowed
ever again. In spite of the cold reception we get there it is a good
time.
It is important that we fly in and show the EAA that there is still some
interest in ultralights and LSAs. I have tried to get it across to the
EAA that Sun N Fun still has a strong showing of ultralights and LSA.
Maybe they are doing something different.
Last year there were only three to four planes in the camp ground and at
times there was no one flying. We were being told the ultralight vendor
area would be changed to antique plane parking.
At the risk of sounding negative I don't want the bastards to win and
completely close down the ultralight area at Airventure (Oshkosh).
Rick Neilsen
Redrive VW powered MKIIIC
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: Kolb List: Anyone have experience with a Hirth F-30? |
Bill,
At least half of the coolers air flow is blocked, but I still have
the rest of the exposed top part taped off to get the oil temps up above
170 degrees. I will remove the tape when I fly today. The oil is plenty
cool, the heads are not.
Larry
----- Original Message -----
From: william sullivan
To: kolb list
Sent: Friday, March 20, 2009 5:28 AM
Subject: Kolb-List: Re: Kolb List: Anyone have experience with a Hirth
F-30?
Larry- Have you tried flying without the gap seal? Maybe it's
just the angle of the photo, but it looks like almost 1/2 of the
cooler's air flow os blocked.
Bill Sullivan
Windsor Locks, Ct.
-------------------------------------------------------------------------
-----
Checked by AVG - www.avg.com
03/19/09 12:26:00
________________________________________________________________________________
| Subject: | Re: Vapor Pressure and E-10 mogas |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
herbgh(at)nctc.com wrote:
> Wondering if a mix of MO. and AV. would do the trick?
>
Blends like this seem to be acceptable by Rotax as they recommend it to get the
octane rating correct if part of the gas is 87 regular.
By that time tho you may as well just run 100LL period as a convenience measure.
I ran my 447 on my trike on pure 100LL for about 100 hours. Turned out the plugs
lasted almost 50 hours before I began to notice any problems. So I think the
fouling issue might not actually be that bad. It wasn't for me.
I ran 100LL a fair bit in my 503's as well (more than 30% of the time for sure
on the one I put on my trike to replace the 447) and didn't start getting a mag
drop for at least 40 hours.
So I'd just run 100LL and install a fresh set of plugs at the start of the trip
to zero them out.
When I go places underneath my 912 I usually put at least some 100LL in the tank
if not a full tank. Gives an extra bit of insurance against vapor lock as I
climb up towards the stratosphere.....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=235366#235366
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Engine monitoring |
Kolbers=2C
Question: Doesn't the Rotax 912 use altitude compensating carbs? It see
ms like I remember hearing that from years ago. Or was it Bing carbs=2C in
general?
Regarding engine monitoring: Are you guys aware that there a slew of gau
ges and sensors "out there" that you can use to know exactly what's going o
n with your engine?
These "gauges & sensors" are stand-alone monitoring devices. That is=2C
they work all by themselves=2C and not dependant of anything else.
Example: a Wideband O2 sensor and digital gauge will tell you EXACTLY wh
at your fuel/air ratio is. The digital gauges have an alarm mode=2C in the
event your engine becomes too lean.
http://cgi.ebay.com/ebaymotors/PLX-DEVICES-SM-AFR-DM-5-52MM-GAUGE-WIDEBAND-
KIT-BLACK_W0QQcmdZViewItemQQcategoryZ6763QQihZ022QQitemZ350177800390QQrdZ1Q
QsspagenameZWDVW
You can also get a digital EGT gauge ( with preset alarm parameters):
http://auberins.com/index.php?main_page=index&cPath=5&zenid=cfe62dc03
26887ee2f3a93405677be5b
I have BOTH of these gauges=2C along with several others=2C to provide de
tailed engine monitoring. Maybe some of us don't care too precisely what i
s going on inside our engines=2C but I do.
Mike Welch
MkIII
_________________________________________________________________
Hotmail=AE is up to 70% faster. Now good news travels really fast.
http://windowslive.com/online/hotmail?ocid=TXT_TAGLM_WL_HM_70faster_03200
9
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Re: Kolb List: Anyone have experience with a Hirth F-30? |
Larry=2C
If your cylinder heads run cool(ish)=2C and the EGTs run hot=2C this may
be a result of too advanced timing. Is there any way to adjust timing to r
etard about 2-3 degrees?
Mike Welch
From: lcottrell(at)fmtcblue.com
Subject: Re: Kolb-List: Re: Kolb List: Anyone have experience with a Hirth
F-30?
Date: Fri=2C 20 Mar 2009 09:04:43 -0600
Bill=2C
At least half of the coolers air flow is blocked=2C but I still have th
e rest of the exposed top part taped off to get the oil temps up above 170
degrees. I will remove the tape when I fly today. The oil is plenty cool=2C
the heads are not.
Larry
----- Original Message -----
From: william sullivan
Sent: Friday=2C March 20=2C 2009 5:28 AM
Subject: Kolb-List: Re: Kolb List: Anyone have experience with a Hirth F-30
?
Larry- Have you tried flying without the gap seal? Maybe it's just the a
ngle of the photo=2C but it looks like almost 1/2 of the cooler's air flow
os blocked.
Bill Sullivan
Windsor Locks=2C Ct.
href="http://www.matronics.com/Navigator?Kolb-List">http://www.matronics.
com/Navigator?Kolb-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
- Release Date: 03/19/09 12:26:00
_________________________________________________________________
Hotmail=AE is up to 70% faster. Now good news travels really fast.
http://windowslive.com/online/hotmail?ocid=TXT_TAGLM_WL_HM_70faster_03200
9
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: Kolb List: Anyone have experience with a Hirth F-30? |
The cylinder heads are bumping redline at any rpm over 5200. (max is
6200 allowable) the EGT's max is 1400. They are 1150.
Larry
----- Original Message -----
From: Mike Welch
To: kolb-list(at)matronics.com
Sent: Friday, March 20, 2009 9:23 AM
Subject: RE: Kolb-List: Re: Kolb List: Anyone have experience with a
Hirth F-30?
Larry,
If your cylinder heads run cool(ish), and the EGTs run hot, this may
be a result of too advanced timing. Is there any way to adjust timing
to retard about 2-3 degrees?
Mike Welch
-------------------------------------------------------------------------
-----
From: lcottrell(at)fmtcblue.com
To: kolb-list(at)matronics.com
Subject: Re: Kolb-List: Re: Kolb List: Anyone have experience with a
Hirth F-30?
Date: Fri, 20 Mar 2009 09:04:43 -0600
Bill,
At least half of the coolers air flow is blocked, but I still have
the rest of the exposed top part taped off to get the oil temps up above
170 degrees. I will remove the tape when I fly today. The oil is plenty
cool, the heads are not.
Larry
----- Original Message -----
From: william sullivan
To: kolb list
Sent: Friday, March 20, 2009 5:28 AM
Subject: Kolb-List: Re: Kolb List: Anyone have experience with a
Hirth F-30?
Larry- Have you tried flying without the gap seal? Maybe
it's just the angle of the photo, but it looks like almost 1/2 of the
cooler's air flow os blocked.
Bill Sullivan
Windsor Locks, Ct.
href="http://www.matronics.com/Navigator?Kolb-List">http://www.matronic
s.com/Navigator?Kolb-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
-------------------------------------------------------------------------
---
- Release Date: 03/19/09 12:26:00
ttp://www.matronics.com/Navigator?Kolb-List
ronics.com
ww.matronics.com/contribution
-------------------------------------------------------------------------
-----
Hotmail=AE is up to 70% faster. Now good news travels really fast.
Find out more.
-------------------------------------------------------------------------
-----
Checked by AVG - www.avg.com
03/20/09 06:59:00
________________________________________________________________________________
| From: | herb <herbgh(at)nctc.com> |
| Subject: | Re: Engine monitoring |
Frugal Herb here...
Mike. I wonder if any of the O2 sensors are
"less" succeptible to leaded gas? 100 octane
is the minuimum analysis...I recall accepting
the delivery of a truck of av gas at a local
airport that had an analysis of 119
octane... . High Octane gas is regular gas with
additives...to slow the burn mainly...everyone knows this I guess?
Maybe the O2 sensor can be brought back to life
with a blow torch? burn the lead off.
In our application...all that is needed is a
single wire sensor with the calibration
curve--ie: micro volts output indicates O2
ratio... This output could be easily amplified
and sent to an analog gauge , calibrated to
indicate the ratio. The Zirconia sensor
crosses to 14.7 ratio at about 400 micro volts
... an analog meter...0 to 1000 micro volts would suffice..
In some applications of auto engines to planes;
the O2 sensor is replaced by an adjustable
voltage source on the instrument panel... Poor
mans Mixture control...set by using the EGT
gauge.. Feed the signal into the computer on the O2 input lines..
Herb
Ps..
Bro Pike
Discovered a good use for our 20 buck noise
reduction head phones...from the aviation dept at
Wally.World... When mowing ,,, no input ..just
turn it on...stick the cable in your shirt
pocket...:-) Good pair of noise muff's cost that much...
At 10:18 AM 3/20/2009, you wrote:
>Kolbers,
>
> Question: Doesn't the Rotax 912 use altitude
> compensating carbs? It seems like I remember
> hearing that from years ago. Or was it Bing carbs, in general?
>
> Regarding engine monitoring: Are you guys
> aware that there a slew of gauges and sensors
> "out there" that you can use to know exactly what's going on with your
engine?
>
> These "gauges & sensors" are stand-alone
> monitoring devices. That is, they work all by
> themselves, and not dependant of anything else.
>
> Example: a Wideband O2 sensor and digital
> gauge will tell you EXACTLY what your fuel/air
> ratio is. The digital gauges have an alarm
> mode, in the event your engine becomes too lean.
>
><http://cgi.ebay.com/ebaymotors/PLX-DEVICES-SM-AFR-DM-5-52MM-GAUGE-WIDEBAND
-KIT-BLACK_W0QQcmdZViewItemQQcategoryZ6763QQihZ022QQitemZ350177800390QQrdZ1Q
QsspagenameZWDVW>http://cgi.ebay.com/ebaymotors/PLX-DEVICES-SM-AFR-DM-5-52MM
-GAUGE-WIDEBAND-KIT-BLACK_W0QQcmdZViewItemQQcategoryZ6763QQihZ022QQitemZ3501
77800390QQrdZ1QQsspagenameZWDVW
>
> You can also get a digital EGT gauge ( with preset alarm parameters):
>
><http://auberins.com/index.php?main_page=index&cPath=5&zenid=cfe62dc0
326887ee2f3a93405677be5b>http://auberins.com/index.php?main_page=index&cPa
th=5&zenid=cfe62dc0326887ee2f3a93405677be5b
>
> I have BOTH of these gauges, along with
> several others, to provide detailed engine
> monitoring. Maybe some of us don't care too
> precisely what is going on inside our engines, but I do.
>
>Mike Welch
>MkIII
>
>
>----------
>Hotmail=AE is up to 70% faster. Now good news
>travels really fast.
><http://windowslive.com/online/hotmail?ocid=TXT_TAGLM_WL_HM_70faster_0320
09>Find
>out more.
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Engine monitoring |
Herb=2C
Nope=2C I don't think ANY of the O2 sensors will work very well with a st
eady diet of leaded gasoline. Eventually=2C you'll get lead buildup.
As far as cleaning them goes=2C I doubt a blow touch would be a good idea
. I haven't done a google search to see if anyone knows how to remove lead
deposits from O2 sensors. The O2 sensor I have says to mount it at least
24" away from the cylinders. It will burn up if exposed to high heat (blow
torch).
Again=2C I haven't done the research=2C but I think some sort of chemical
bath may clean them. Just guessing=2C tho. It's entirely possible that o
nce they clogged with lead=2C they're shot!
For very precise AFR (air/fuel ratio) readings=2C a person would want the
Wideband O2 sensor/gauge. The standard O2 sensor=2C with a voltage range
of 0 to 1 volt=2C just isn't accurate enough for rapid determination of AFR
.
The wideband O2 sensor ranges from 0 to 5 volts. (The sensitivity is muc
h greater than a standard O2 sensor.) The Wideband gauge likely contains a
ll the electronics you mentioned.
Mike
MkIII
Date: Fri=2C 20 Mar 2009 10:59:08 -0500
From: herbgh(at)nctc.com
Subject: Re: Kolb-List: Engine monitoring
Frugal Herb here...
Mike. I wonder if any of the O2 sensors are "less" succeptible to lead
ed gas? 100 octane is the minuimum analysis...I recall accepting the d
elivery of a truck of av gas at a local airport that had an analysis of 119
octane... . High Octane gas is regular gas with additives...to slow the
burn mainly...everyone knows this I guess?
Maybe the O2 sensor can be brought back to life with a blow torch? burn th
e lead off.
In our application...all that is needed is a single wire sensor with the
calibration curve--ie: micro volts output indicates O2 ratio... This o
utput could be easily amplified and sent to an analog gauge =2C calibrated
to indicate the ratio. The Zirconia sensor crosses to 14.7 ratio at ab
out 400 micro volts ... an analog meter...0 to 1000 micro volts would suffi
ce..
In some applications of auto engines to planes=3B the O2 sensor is replace
d by an adjustable voltage source on the instrument panel... Poor mans Mi
xture control...set by using the EGT gauge.. Feed the signal into the compu
ter on the O2 input lines..
Herb
Ps..
Bro Pike
Discovered a good use for our 20 buck noise reduction head phones...from
the aviation dept at Wally.World... When mowing =2C=2C=2C no input ..just
turn it on...stick the cable in your shirt pocket...:-) Good pair of noi
se muff's cost that much...
At 10:18 AM 3/20/2009=2C you wrote:
Kolbers=2C
Question: Doesn't the Rotax 912 use altitude compensating carbs? It see
ms like I remember hearing that from years ago. Or was it Bing carbs=2C in
general?
Regarding engine monitoring: Are you guys aware that there a slew of gau
ges and sensors "out there" that you can use to know exactly what's going o
n with your engine?
These "gauges & sensors" are stand-alone monitoring devices. That is=2C
they work all by themselves=2C and not dependant of anything else.
Example: a Wideband O2 sensor and digital gauge will tell you EXACTLY wh
at your fuel/air ratio is. The digital gauges have an alarm mode=2C in the
event your engine becomes too lean.
http://cgi.ebay.com/ebaymotors/PLX-DEVICES-SM-AFR-DM-5-52MM-GAUGE-WIDEBAND-
KIT-BLACK_W0QQcmdZViewItemQQcategoryZ6763QQihZ022QQitemZ350177800390QQrdZ1Q
QsspagenameZWDVW
You can also get a digital EGT gauge ( with preset alarm parameters):
http://auberins.com/index.php?main_page=index&cPath=5&zenid=cfe62dc03
26887ee2f3a93405677be5b
I have BOTH of these gauges=2C along with several others=2C to provide de
tailed engine monitoring. Maybe some of us don't care too precisely what i
s going on inside our engines=2C but I do.
Mike Welch
MkIII
Hotmail=AE is up to 70% faster. Now good news travels really fast. Find out
more.
_________________________________________________________________
Express your personality in color! Preview and select themes for Hotmail=AE
.
http://www.windowslive-hotmail.com/LearnMore/personalize.aspx?ocid=TXT_MS
GTX_WL_HM_express_032009#colortheme
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: Engine monitoring |
I set my old teakettle solex up with a one wire sensor. They are
reasonably accurate but don't have any
preheat function (reference stabilized voltage) like the gooder ones.
-So to get a reading you have to set up an rpm,
wait for the voltage to stabilize, and write it down. Maybe not too
handy for everyday flight.
In my case I was only using it to set up the three frustrating
variables of the idle, main and economizer jets.
THere was also a full throttle gas-dumper that I blocked off.
-A time consuming, stress inducing job, tail tied down, repeated
throttle range runups, airplane jumping
around,
but, once done, zero maintenance
from then on. The sensor is now on a shelf.
BB
On 20, Mar 2009, at 1:54 PM, Mike Welch wrote:
> Herb,
>
> Nope, I don't think ANY of the O2 sensors will work very well
> with a steady diet of leaded gasoline. Eventually, you'll get lead
> buildup.
> As far as cleaning them goes, I doubt a blow touch would be a
> good idea. I haven't done a google search to see if anyone knows
> how to remove lead deposits from O2 sensors. The O2 sensor I have
> says to mount it at least 24" away from the cylinders. It will
> burn up if exposed to high heat (blow torch).
> Again, I haven't done the research, but I think some sort of
> chemical bath may clean them. Just guessing, tho. It's entirely
> possible that once they clogged with lead, they're shot!
>
> For very precise AFR (air/fuel ratio) readings, a person would
> want the Wideband O2 sensor/gauge. The standard O2 sensor, with a
> voltage range of 0 to 1 volt, just isn't accurate enough for rapid
> determination of AFR.
> The wideband O2 sensor ranges from 0 to 5 volts. (The
> sensitivity is much greater than a standard O2 sensor.) The
> Wideband gauge likely contains all the electronics you mentioned.
>
> Mike
> MkIII
>
> Date: Fri, 20 Mar 2009 10:59:08 -0500
> To: kolb-list(at)matronics.com
> From: herbgh(at)nctc.com
> Subject: Re: Kolb-List: Engine monitoring
>
> Frugal Herb here...
>
> Mike. I wonder if any of the O2 sensors are "less" succeptible
> to leaded gas? 100 octane is the minuimum analysis...I recall
> accepting the delivery of a truck of av gas at a local airport that
> had an analysis of 119 octane... . High Octane gas is regular gas
> with additives...to slow the burn mainly...everyone knows this I
> guess?
>
> Maybe the O2 sensor can be brought back to life with a blow torch?
> burn the lead off.
>
>
> In our application...all that is needed is a single wire sensor
> with the calibration curve--ie: micro volts output indicates O2
> ratio... This output could be easily amplified and sent to an
> analog gauge , calibrated to indicate the ratio. The Zirconia
> sensor crosses to 14.7 ratio at about 400 micro volts ... an analog
> meter...0 to 1000 micro volts would suffice..
>
> In some applications of auto engines to planes; the O2 sensor is
> replaced by an adjustable voltage source on the instrument
> panel... Poor mans Mixture control...set by using the EGT gauge..
> Feed the signal into the computer on the O2 input lines..
>
> Herb
> Ps..
>
>
> Bro Pike
>
> Discovered a good use for our 20 buck noise reduction head
> phones...from the aviation dept at Wally.World... When mowing ,,,
> no input ..just turn it on...stick the cable in your shirt
> pocket...:-) Good pair of noise muff's cost that much...
>
>
> At 10:18 AM 3/20/2009, you wrote:
> Kolbers,
>
> Question: Doesn't the Rotax 912 use altitude compensating
> carbs? It seems like I remember hearing that from years ago. Or
> was it Bing carbs, in general?
>
> Regarding engine monitoring: Are you guys aware that there a
> slew of gauges and sensors "out there" that you can use to know
> exactly what's going on with your engine?
>
> These "gauges & sensors" are stand-alone monitoring devices.
> That is, they work all by themselves, and not dependant of anything
> else.
>
> Example: a Wideband O2 sensor and digital gauge will tell you
> EXACTLY what your fuel/air ratio is. The digital gauges have an
> alarm mode, in the event your engine becomes too lean.
>
> http://cgi.ebay.com/ebaymotors/PLX-DEVICES-SM-AFR-DM-5-52MM-GAUGE-
> WIDEBAND-KIT-
> BLACK_W0QQcmdZViewItemQQcategoryZ6763QQihZ022QQitemZ350177800390QQrdZ1
> QQsspagenameZWDVW
>
> You can also get a digital EGT gauge ( with preset alarm
> parameters):
>
> http://auberins.com/index.php?
> main_page=index&cPath=5&zenid=cfe62dc0326887ee2f3a93405677be5b
>
> I have BOTH of these gauges, along with several others, to
> provide detailed engine monitoring. Maybe some of us don't care
> too precisely what is going on inside our engines, but I do.
>
> Mike Welch
> MkIII
>
> Hotmail=AE is up to 70% faster. Now good news travels really fast.
> Find out more.
> ttp://www.matronics.com/Navigator?Kolb-List
> ronics.com
> ww.matronics.com/contribution
>
>
> Express your personality in color! Preview and select themes for
> Hotmail=AE. See how.
>
>
________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
| Subject: | Warp Drive bolt torque |
- Does anybody know the torque on the bolts that hold a Warp Drive prop t
o the hub flange on a 447?- I called Warp Drive, and they are closed this
week.- Thanks.
-
-------------------------
------------------- Bill Sullivan
-------------------------
------------------- Windsor Locks, Ct
.
-------------------------
------------------- FS 447
________________________________________________________________________________
| Subject: | Headsets & intercom selection for Mark III Xtra! |
| From: | "faisalasif" <faisal(at)pakcyber.com> |
Dear All,
Please can everyone give their feedback with their Headsets,
commonly used Intercom, recommended intercom and recommended Headsets
Please Let me know of the best cost/product compromise.
I have selected ICOM IC-A24 NAV/COM as my radio. Comments/Experiences?
Regards,
faisal (at) Scaled.com.pk
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=235402#235402
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: Warp Drive bolt torque |
175 inch pounds for the hub, 120 for the blades.
Larry C
----- Original Message -----
From: william sullivan
To: kolb list
Sent: Friday, March 20, 2009 1:47 PM
Subject: Kolb-List: Warp Drive bolt torque
Does anybody know the torque on the bolts that hold a Warp
Drive prop to the hub flange on a 447? I called Warp Drive, and they
are closed this week. Thanks.
Bill Sullivan
Windsor Locks, Ct.
FS 447
-------------------------------------------------------------------------
-----
Checked by AVG - www.avg.com
03/20/09 06:59:00
________________________________________________________________________________
| Subject: | Seeking instructor in FL |
| From: | "Watkinsdw" <david.watkins0(at)gmail.com> |
Greetings. I'm hoping to acquire a Kolb in the very near future. Does anyone know
of a CFI with Kolb experience who can provide training and a tailwheel endorsement
in the South Florida area?
I live in Deerfield beach, near Pompano apt (KPMP).
My Cel # is 954 608 5423.
Thanks!
Dave
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=235408#235408
________________________________________________________________________________
| Subject: | Re: Headsets & intercom selection for Mark III Xtra! |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
faisalasif wrote:
> Dear All,
>
> Please can everyone give their feedback with their Headsets,
> commonly used Intercom, recommended intercom and recommended Headsets
>
> Please Let me know of the best cost/product compromise.
>
> I have selected ICOM IC-A24 NAV/COM as my radio. Comments/Experiences?
>
> Regards,
>
> faisal (at) Scaled.com.pk
I have an A24 handheld that I use as a handheld currently (not in the plane). Has
nice big letters on the display that make it easy to see the current frequency.
It also has a queue-like thing that stores the last 10 entered frequencies
and you can rotate through them with the buttons.
The external power jack is a smaller one than the one used on the A22 and others,
so you'd have to rig something up for external power or get Icom's cigarette
lighter adaptor (which would surely be $$$).
It should work ok in a plane, tho turning it on requires pressing/holding the power
button for 3 secs. Stupid, IMO. This may have to be done each time instead
of simply coming on when power is applied (I havent' tried this with mine yet).
As for headsets, I use the Telex stratus 50 digital. Expensive, but still way way
cheaper than a bunch of hearing loss. It has a digital sampling type active
NR, which is VERY effective and over a pretty broad range of frequencies. It's
easily the quietest headset I've ever tried.
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=235415#235415
________________________________________________________________________________
| Subject: | Re: Kolb List: Anyone have experience with a Hirth F-30? |
| From: | zeprep251(at)aol.com |
Larry,
=C2- Have a friend with HKS on a hawk. The cooler is mounted on the fusela
ge tube right behind the bulkhead. That leaves the heads unobstructed and st
ill cools the oil well.The oil tank is just below engine level and about ove
r the rear tank if it was in a Kolb FS.Get as much air to the heads as you c
an.
=C2-=C2- G.Aman
-----Original Message-----
From: Larry Cottrell <lcottrell(at)fmtcblue.com>
Sent: Fri, 20 Mar 2009 10:54 am
Subject: Re: Kolb-List: Re: Kolb List: Anyone have experience with a Hirth
F-30?
The cylinder heads are bumping redline at any rpm
over 5200. (max is 6200 allowable) the EGT's max is 1400. They are 1150.
Larry
----- Original Message -----
From:
Mike
Welch
Sent: Friday, March 20, 2009 9:23
AM
Subject: RE: Kolb-List: Re: Kolb List:
Anyone have experience with a Hirth F-30?
Larry,
=C2-
=C2- If your cylinder heads run
cool(ish), and the EGTs run hot, this may be a result of too advanced
timing.=C2- Is there any way to adjust timing to retard about 2-3
degrees?
=C2-
Mike Welch
=C2-
From: lcottrell(at)fmtcblue.com
Subject:
Re: Kolb-List: Re: Kolb List: Anyone have experience with a Hirth
F-30?
Date: Fri, 20 Mar 2009 09:04:43 -0600
Bill,
=C2-=C2-=C2- At least=2
0half of the coolers air flow
is blocked, but I still have the rest of the exposed top part=C2-taped o
ff
to get the oil temps up above 170 degrees. I will remove the tape when I f
ly
today. The oil is plenty cool, the heads are not.
Larry
----- Original Message -----
From:
william sullivan
Sent: Friday, March 20, 2009 5:28
AM
Subject: Kolb-List: Re: Kolb List:
Anyone have experience with a Hirth F-30?
=C2- Larry- Have you tried flying without the gap seal?=C2-
Maybe it's just the angle of the photo, but it looks like almost 1
/2
of the cooler's air flow os blocked.
=C2-
=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2
-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-
=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2
-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-
=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2
-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-
=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2
-=C2-=C2-=C2-=C2-=C2-
Bill Sullivan
=C2-=C2-=C2-=C2-=C
2=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-
=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2
-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-
=C2-
Windsor Locks, Ct.
href="http://www.matronics.com/Navigator?Kolb-List">http://www.matronics.c
om/Navigator?Kolb-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
- Release Date: 03/19/09 12:26:00
ttp://www.matronics.com/Navigator?Kolb-List
ronics.com
ww.matronics.com/contribution
Hotmail=C2=AE is up to 70% faster. Now good news travels really fast. Find
out more.
href="http://www.matronics.com/Navigator?Kolb-List">http://www.matronics.c
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href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
-
Release
Date: 03/20/09 06:59:00
===
======
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Headsets & intercom selection for Mark III Xtra! |
At 04:00 PM 3/20/2009, faisalasif wrote:
>
>Please can everyone give their feedback with their Headsets,
>commonly used Intercom, recommended intercom and recommended Headsets
>
>Please Let me know of the best cost/product compromise.
>
>I have selected ICOM IC-A24 NAV/COM as my radio. Comments/Experiences?
I have the A24 with a Comtronics helmet and and am happy with the
combination. The Comtronics won't plug directly into the Icom but it's a
straightforward adapter; I wired a homemade one into my plane with a PTT in
the control stick. No intercom; there's nobody to talk to in a single seat
airplane. :)
The only issue is that you can't use the A24 with a headset or helmet
unless you remote the antenna; you get a horrible RF feedback squeal when
you try to transmit. Moving the antenna only two feet away (I mounted the
rubber duck antenna that came with the radio under the cockpit floor,
pointing straight down, with a 6' cord and adapter from Radio Shack) solves
the problem. I've heard that only certain David Clark headsets don't have
this problem, but I already had the helmet so moving the antenna was the
simplest thing. With an intercom in the circuit that may not be an issue.
I can hear just fine and everybody in the pattern says they can hear me
just fine. I did need to go to resistor plugs for the engine.
-Dana
--
"Very funny, Scotty. Now beam down my clothes."
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Engine monitoring |
The Bing 64 is altitude and temperature compensating. How much? I
don't know. John W and I both topped out at 15,000 feet MSL with the
912ULS engines.
I use basic engine instruments on my 912 engines:
Tach
Oil Press
Oil Temp
CHT
Volt Meter
These basic instruments have been all that was necessary to operate the
912 engines safely.
I like to keep my airplane as simple as possible.
john h
mkIII
Question: Doesn't the Rotax 912 use altitude compensating carbs?
It seems like I remember hearing that from years ago. Or was it Bing
carbs, in general?
Regarding engine monitoring: Are you guys aware that there a slew
of gauges and sensors "out there" that you can use to know exactly
what's going on with your engine?
Mike Welch
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Engine monitoring |
John=2C
Using the basic gauges you stated is probably all that's necessary in a w
ell-proven engine like the 912.
But=2C if a person has unique tuning problems=2C like AFRs causing lean m
ixtures=2C overheating issues=2C and such=2C then there are some excellent
guages available.
For a select few=2C who aren't sure about how their engine is running=2C
additional gauges may be helpful to allow them to dial-in their engine's ad
justments.
A Rotax 912 does it own density altitude adjustments. A valuable feature
=2C indeed=2C but few other engines are so sophisticated.
Even my Cessna 172 didn't do "automatic leaning". I had to turn the mixt
ure control manaully=2C if I wanted to lean out the engine at altitude. I
sold it last June.
Can a 2 cycle or 4 cycle motor=2C tuned at sea level=2C become way too le
an=2C if a person were to fly it at 10=2C000+ feet? If it is possible for
this to happen (climb into a lean condition)=2C at least there are gauges t
hat may help them take a different tuning approach.
Mike Welch
From: jhauck(at)elmore.rr.com
Subject: Re: Kolb-List: Engine monitoring
Date: Fri=2C 20 Mar 2009 18:44:05 -0500
The Bing 64 is altitude and temperature compensating. How much? I don't k
now. John W and I both topped out at 15=2C000 feet MSL with the 912ULS eng
ines.
I use basic engine instruments on my 912 engines:
Tach
Oil Press
Oil Temp
CHT
Volt Meter
These basic instruments have been all that was necessary to operate the 912
engines safely.
I like to keep my airplane as simple as possible.
john h
mkIII
Question: Doesn't the Rotax 912 use altitude compensating carbs? It se
ems like I remember hearing that from years ago. Or was it Bing carbs=2C i
n general?
Regarding engine monitoring: Are you guys aware that there a slew of gau
ges and sensors "out there" that you can use to know exactly what's going o
n with your engine?
Mike Welch
_________________________________________________________________
Hotmail=AE is up to 70% faster. Now good news travels really fast.
http://windowslive.com/online/hotmail?ocid=TXT_TAGLM_WL_HM_70faster_03200
9
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Engine monitoring |
I doubt you'll ever find an engine leaning out at altitude. Normally,
they get richer because of less oxygen/air.
john h
mkIII
Can a 2 cycle or 4 cycle motor, tuned at sea level, become way too
lean, if a person were to fly it at 10,000+ feet? If it is possible for
this to happen (climb into a lean condition), at least there are gauges
that may help them take a different tuning approach.
Mike Welch
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Engine monitoring |
Oops! Didn't think that one through. Yeah=2C I guess they would get riche
r. Duh.
From: jhauck(at)elmore.rr.com
Subject: Re: Kolb-List: Engine monitoring
Date: Fri=2C 20 Mar 2009 19:47:07 -0500
I doubt you'll ever find an engine leaning out at altitude. Normally=2C th
ey get richer because of less oxygen/air.
john h
mkIII
Can a 2 cycle or 4 cycle motor=2C tuned at sea level=2C become way too l
ean=2C if a person were to fly it at 10=2C000+ feet? If it is possible for
this to happen (climb into a lean condition)=2C at least there are gauges
that may help them take a different tuning approach.
Mike Welch
_________________________________________________________________
Hotmail=AE is up to 70% faster. Now good news travels really fast.
http://windowslive.com/online/hotmail?ocid=TXT_TAGLM_WL_HM_70faster_03200
9
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Folks:
Thought Homer and Clara Kolb were going to be with us at MV this year, but
alas, something has come up that takes precedence over MV. Homer will not
be there.
I told him how special it would be for our small MV group to have the
previlege of spending some quality time with the man that is responsible for
our sport.
Hopefully, he will be able to make it next year.
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Engine monitoring |
I knew what you meant. ;-)
How is your mkIII coming along?
Do you have someone lined up to teach you how to fly a mkIII?
john h
mkIII
----- Original Message -----
From: Mike Welch
To: kolb-list(at)matronics.com
Sent: Friday, March 20, 2009 8:01 PM
Subject: RE: Kolb-List: Engine monitoring
Oops! Didn't think that one through. Yeah, I guess they would get
richer. Duh.
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Engine monitoring |
MkIII is coming along very well=2C thank you.
The entire plane is painted=2C except for striping. I'm waiting to put on
all the wing & hor. stabs.=2C before I get around to any decorative stripe
s.
All Lexan is cut and ready. Just waiting on brakes to get done=2C before I
can even think of locking myself out of easy access to the front end.
Doors are finished=2C painted=2C and Lexaned.
Engine is mounted. Prop is remounted=2C and properly torqued the bolts. A
ll miscellaneous thinks like radiator=2C intercooler=2C etc=2C mounts are m
ade=2C items are secured in place. I may be a week or so away from firing
up the motor.
What's really weird is=2C I can almost see light at the end of the tunnel.
After 10 years=2C I'm treading on new ground. Kind of neat to finally see
an "almost airplane".
No=2C I haven't got anyone lined up yet=2C for training. I talked to Jim K
met last summer. I doubt I need much training=2C just an orientation type
flight. I've got 700 hrs in Cessnas=2C and about 15 hours in dual ultralig
ht trainers (QS MX II=2C and FlightStar).
Youngest son is on his way home (right now). Heading to Gulf Shores=2C AL
=2C next week. Visiting the grandkids.
Mike Welch
MkIII
From: jhauck(at)elmore.rr.com
Subject: Re: Kolb-List: Engine monitoring
Date: Fri=2C 20 Mar 2009 20:14:39 -0500
I knew what you meant. =3B-)
How is your mkIII coming along?
Do you have someone lined up to teach you how to fly a mkIII?
john h
mkIII
----- Original Message -----
From: Mike Welch
Sent: Friday=2C March 20=2C 2009 8:01 PM
Subject: RE: Kolb-List: Engine monitoring
Oops! Didn't think that one through. Yeah=2C I guess they would get riche
r. Duh.
_________________________________________________________________
Windows Live=99 SkyDrive: Get 25 GB of free online storage.
http://windowslive.com/online/skydrive?ocid=TXT_TAGLM_WL_skydrive_032009
________________________________________________________________________________
| Subject: | Re: AirVenture 2009 |
| From: | "ces308" <ces308(at)ldaco.com> |
I should keep my mouth shut,but the UL-LSA just doesn't turn enough money for Uncle
TOM for them to bother with us! I used to like and even belong to EAA,but
since Uncle Tom took over it's turned into this GIANT money making machine /
party for the rich and famous .Maybe we should start our own UL/LSA flyin ,invite
the MFG's to come knowing there will be no charge for them to try and sell
their wares and have an affordable weekend for all!
Sorry.....just not fond of the King Tommys EAA
chris ambrose
m3x-jabiru
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=235456#235456
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: AirVenture 2009 |
> Maybe we should start our own UL/LSA flyin ,invite the MFG's to come
knowing there will be no charge for them to try and sell their wares and
have an affordable weekend for all!
>
> chris ambrose
Chris/Gang:
We have had an annual Kolb Flyin for the past 6 years. Next one is a couple
months away. Beats anything EAA can put out at S&F or OSH. The price is
right.
Also the Kolb Homecoming is an annual and also beats anything anybody else
can come up with.
That puts one in the West and one in the East.
Most of us are interested primarily in Kolbs because that is what we are
building, flying, or wishing for. We tolerate "others" and find most of
them pretty darn good folks too.
They are my two favorite flyins, along with our annual flight to the Rock
House in SE Oregon in conjuction with MV.
john h
mkIII
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)msbit.net> |
| Subject: | Re: Off list - Hirth reputation. |
X-mailer: Pegasus Mail for Windows (4.41)
X-SpamReason %%SpamReason%%:
From: possums <possums(at)bellsouth.net>
Subject: Kolb-List: Off list - Hirth reputation.
Send reply to: kolb-list(at)matronics.com
> A lot of engines have the same problem.
> Just between you and me and the fence post--
> Screw Hirth engines. Bill has tried them several times
> over the last 12 years. Along with AMC engines and a few others.
>
> I've got way over what I should have on my 503 "1997 Rotax" engine without
> a rebuild and it still runs like a Toyota.
450 hrs on my Hirth without problems. Guess I didn't listen to the
fence post.....
Jim Baker
580.788.2779
405. 426.5377 cell
Elmore City, OK
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Off list - Hirth reputation. |
> 450 hrs on my Hirth without problems. Guess I didn't listen to the
> fence post.....
>
>
> Jim Baker
That's great.
May be a record.
What airplane are you flying it with, Jim? And which one is it?
I never got any where near that much time on one of my two strokes.
Something would break or wear out, except the 582. It didn't have time to
wear out. It simply seized.
john h
mkIII
________________________________________________________________________________
| Subject: | Re: AirVenture 2009 |
| From: | "ces308" <ces308(at)ldaco.com> |
This sounds really cool ! I wish I could make the MV tour,but there is no way..However,when
is the Homecoming in Kentucky? I would sure like to plan on that
one ....
chris ambrose
m3x-jabiru
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=235470#235470
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: AirVenture 2009 |
> This sounds really cool ! I wish I could make the MV tour,but there is
no way..However,when is the Homecoming in Kentucky? I would sure like to
plan on that one ....
>
> chris ambrose
Last year it was held the third weekend of September.
Have not heard if and when the Kolb Homecoming will be this year.
john h
mkIII
________________________________________________________________________________
| Subject: | Re: AirVenture 2009 |
| From: | "ces308" <ces308(at)ldaco.com> |
Thanks John,I hope so...that would work great for me...anyone interested in coming
up to northern Michigan ?? 5Y2 Houghton Lake State airport to be exact....
chris ambrose
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=235474#235474
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: AirVenture 2009 |
> Thanks John,I hope so...that would work great for me...anyone interested
in coming up to northern Michigan ?? 5Y2 Houghton Lake State airport to
be exact....
>
> chris ambrose
I'm pretty sure I have been into 5Y2 on one of my flight up north, just
south of Grayling.
john h
mkIII
________________________________________________________________________________
| Subject: | Re: AirVenture 2009 |
| From: | "N111KX (Kip)" <n111kx(at)mindspring.com> |
Wow. It's too bad that OSH has sunk to this level regarding ultralights. In the
mid-eighties and nineties there was such a buzz over in the UL area. To me, it
was about the only reason to go to make the 8 hour drive...
Kip
--------
Kip
Firestar II, N111KX
Waiex, N111YX
Quickie 1, N111QX
Atlanta
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=235507#235507
________________________________________________________________________________
| Subject: | Re: AirVenture 2009 |
| From: | "ces308" <ces308(at)ldaco.com> |
John Hauck wrote:
> > Thanks John,I hope so...that would work great for me...anyone interested
> in coming up to northern Michigan ?? 5Y2 Houghton Lake State airport to
> be exact....
>
> >
> > chris ambrose
> > That's the one John....best little airport in the north!
> >
> > chris ambrose
> >
> >
>
> I'm pretty sure I have been into 5Y2 on one of my flight up north, just
> south of Grayling.
>
> john h
> mkIII
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=235508#235508
________________________________________________________________________________
| From: | "boyd" <by0ung(at)brigham.net> |
| Subject: | Engine monitoring |
Mike. I wonder if any of the O2 sensors are "less" succeptible to
leaded gas? 100 octane is the minuimum analysis...I recall accepting
the delivery of a truck of av gas at a local airport that had an analysis of
119 octane... . High Octane gas is regular gas with additives...to slow
the burn mainly...everyone knows this I guess?
>>>>>>>>>>>>>>>>>>>>>
>From what I know.. Which I will admit is not enough... may not be totally
accurate. My friend drives a gas delivery truck and has done so for over
40 years. he has been in the refineries, as well as the pipeline
terminals... and he has told me that there is what is called " house
gas" which comes in regular "house gas" and premium "house gas" .
Example, Texaco refineries do not refine Texaco gas. They refine "house
gas" when the gas hauler pulls up to the loading dock and inserts his load
card and enters the amount to load.. The computers will mix in the
additives into the house gas specified by Texaco then it becomes Texaco
gas. Auto fuel does not sit in tanks for months and months... it is
designed to run through the system and be consumed within a couple weeks.
Av gas on the other hand because it sits in the tanks for much longer times
has to be refined in such a manner that more of the impurities are removed.
This extra refining is in large part responsible for the additional cost.
That added to the supply and demand at the local airport,,,, the fbo has
it and you need it,,, and generally there is not an av gas station on each
and every corner,, so the competition or large volumes discounts is not
there.
Boyd
________________________________________________________________________________
| From: | "boyd" <by0ung(at)brigham.net> |
| Subject: | Headsets & intercom selection for Mark III Xtra! |
Please can everyone give their feedback with their Headsets,
>>>>>>>>>
I use the sigtronics spo22 "N" intercom the "N" is for high noise
environment
My headsets are Telex Echelon anr 150 the mikes on these headsets are
real sensitive, and picked up too much background noise so I called telex
and they gave me instructions to turn down the mike gain now they work quite
well.
Boyd
________________________________________________________________________________
| From: | "boyd" <by0ung(at)brigham.net> |
| Subject: | Warp Drive bolt torque |
Does anybody know the torque on the bolts that hold a Warp Drive prop
to
the hub flange on a 447? I called Warp Drive, and they are closed this
week. Thanks.
Bill Sullivan
Windsor Locks, Ct.
FS 447
>>>>>>>>>>.
I am not sure if there is different torque values for different
engines,,,,,
My instructions say to torque the =BC inch bolts to 120 inch pounds
or 10
foot pounds,,, in increments of 20 inch pounds up to the full
recommended
torque.
Torque the 8 mm or 5/16 mounting bolts to 175 inch pounds or 15 ft
pounds
Torque the 3/8 mounting bolts to 35 ft pounds
Re torque after 1 hour of operation then every 5 to 10 hours as a part
of
regular maintenance.
I am just guessing here,,, I think the difference between the 5/16 /
8mm
and the 3/8 mounting bolts will depend on what hub you have.
Boyd
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | 100LL fuel additive |
Kolb people=2C
Is anyone familiar with this product that reduces lead deposit buildup=2C
when using low-lead fuel.
http://www.skygeek.com/73122.html
My engine is designed to run on auto gas (it oughta=2C since it came from
an auto!). It is NOT designed to run on low-lead. Yet=2C I can imagine i
t is possible that the only fuel available on a long distance cross country
flight might be airport fuel....100LL.
Has anyone ever used this stuff=2C and can give a report on it's effectiv
eness?
Mike Welch
MkIII
_________________________________________________________________
Internet Explorer 8 ' Now Available. Faster=2C safer=2C easier.
________________________________________________________________________________
| From: | <apilot(at)surewest.net> |
| Subject: | Re: 100LL fuel additive |
I have heard that Marvel Mystery oil used in the gas and the oil prevents lead
build up. Have not been able to confirm if it will make the use of 100LL practical
in engines designed to use auto fuel.
________________________________________________________________________________
| From: | "Jim Kmet" <jlsk1(at)frontiernet.net> |
| Subject: | Re: Headsets & intercom selection for Mark III Xtra! |
Afetr using several different intercoms, I`ve had the best luck with this
same model, the SPO-22N, with any kind of headset, works well.
Jim Kmet
Cookeville, TN
MK-3C now 912 powered & condition inspection done as of today!
----- Original Message -----
From: "boyd" <by0ung(at)brigham.net>
Sent: Saturday, March 21, 2009 10:16 AM
Subject: RE: Kolb-List: Headsets & intercom selection for Mark III Xtra!
>
> Please can everyone give their feedback with their Headsets,
>>>>>>>>>>
>
> I use the sigtronics spo22 "N" intercom the "N" is for high noise
> environment
> My headsets are Telex Echelon anr 150 the mikes on these headsets are
> real sensitive, and picked up too much background noise so I called telex
> and they gave me instructions to turn down the mike gain now they work
> quite
> well.
>
> Boyd
>
>
>
________________________________________________________________________________
| From: | "Jim Kmet" <jlsk1(at)frontiernet.net> |
| Subject: | Re: Warp Drive bolt torque |
Warps website has a page that has this info.
Jim
----- Original Message -----
From: boyd
To: kolb-list(at)matronics.com
Sent: Saturday, March 21, 2009 10:16 AM
Subject: RE: Kolb-List: Warp Drive bolt torque
Does anybody know the torque on the bolts that hold a Warp Drive
prop to the hub flange on a 447? I called Warp Drive, and they are
closed this week. Thanks.
Bill Sullivan
Windsor Locks, Ct.
FS 447
>>>>>>>>>>.
I am not sure if there is different torque values for different
engines,,,,,
My instructions say to torque the =BC inch bolts to 120 inch pounds
or 10 foot pounds,,, in increments of 20 inch pounds up to the full
recommended torque.
Torque the 8 mm or 5/16 mounting bolts to 175 inch pounds or 15 ft
pounds
Torque the 3/8 mounting bolts to 35 ft pounds
Re torque after 1 hour of operation then every 5 to 10 hours as a part
of regular maintenance.
I am just guessing here,,, I think the difference between the 5/16
/ 8mm and the 3/8 mounting bolts will depend on what hub you have.
Boyd
________________________________________________________________________________
| From: | herb <herbgh(at)nctc.com> |
| Subject: | Re: 100LL fuel additive |
Reading on the net...appears that MMO has phosphorous as its active
ingredient... Dump a few ozs in the tank and carbon and sticky rings
are a thing of the past...I also toss one oz over my left
shoulder... :-) Herb
WHAT IS IT?
My own understanding from earlier articles on the subject is that
Marvel Mystery Oil is a light viscosity oil, roughly equivalent to an
SAE 3W, containing (among other things) about 20 percent solvent
(probably mineral spirits), dye, wintergreen for smell, and 790 PPM
of a phosphorous additive.
At 01:40 PM 3/21/2009, you wrote:
>
>I have heard that Marvel Mystery oil used in the gas and the oil
>prevents lead build up. Have not been able to confirm if it will
>make the use of 100LL practical in engines designed to use auto fuel.
>
________________________________________________________________________________
| Subject: | And now for something completely different |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
http://www.fanwing.com/
Rick
________________________________________________________________________________
| From: | "boyd" <by0ung(at)brigham.net> |
| Subject: | Engine monitoring |
Can a 2 cycle or 4 cycle motor, tuned at sea level, become way too lean,
if a person were to fly it at 10,000+ feet? If it is possible for this to
happen (climb into a lean condition), at least there are gauges that may
help them take a different tuning approach.
Mike Welch
>>>>>>>>>>>>>>
If tuned for sea level.. And you go to 10,000 ft. it will be running
rich,,,, however if you are at 5,000 ft and tuned up nice and go to sea
level. then you will be lean.
Boyd
________________________________________________________________________________
| Subject: | Re: Engine monitoring |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
Boyd, The primary reason that avgas costs more than mogas is due to shippin
g
costs. Mogas can go through the pipeline system, avgas has to be transporte
d
by truck because of the lead.
Rick
On Sat, Mar 21, 2009 at 10:16 AM, boyd wrote:
> Mike. I wonder if any of the O2 sensors are "less" succeptible to
> leaded gas? 100 octane is the minuimum analysis...I recall accepting
> the delivery of a truck of av gas at a local airport that had an analysis
of
> 119 octane... . High Octane gas is regular gas with additives...to slow
> the burn mainly...everyone knows this I guess?
>
> >>>>>>>>>>>>>>>>>>>>>
>
>
> From what I know=85. Which I will admit is not enough=85.. may not be
> totally accurate. My friend drives a gas delivery truck and has done
so
> for over 40 years=85 he has been in the refineries, as well as the
> pipeline terminals=85.. and he has told me that there is what is ca
lled
> =93 house gas=94 which comes in regular =93house gas=94 and premium
=93house gas=94
> . Example, Texaco refineries do not refine Texaco gas. They refine
> =93house gas=94 when the gas hauler pulls up to the loading dock and in
serts
> his load card and enters the amount to load=85. The computers will mix i
n the
> additives into the house gas specified by Texaco then it becomes Texaco
> gas. Auto fuel does not sit in tanks for months and months=85.. it i
s
> designed to run through the system and be consumed within a couple weeks.
> Av gas on the other hand because it sits in the tanks for much longer tim
es
> has to be refined in such a manner that more of the impurities are
> removed. This extra refining is in large part responsible for the
> additional cost. That added to the supply and demand at the local
> airport,,,, the fbo has it and you need it,,, and generally there is
not
> an av gas station on each and every corner,, so the competition or large
> volumes discounts is not there.
>
>
> Boyd
>
>
===========
===========
===========
===========
> *
>
>
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: 100LL fuel additive |
Not a scientific test you understand, but when Arty and I took our Texas
trip a couple of years ago. I had a 503 and used MMO in my fuel. We flew
for 40 some hours, using 100 LL when it was available which was most of
the time. Just a WAG on my part but I believe we used in excess of 120
gallons of the stuff. We flew for 2600 miles total. I changed the spark
plugs when we returned and there was enough lead on the plugs that my
mag checks showed a noticeable change. Not enough to be concerned about,
but there was a small build up. Of course the recommended change time
frame is 25 hours I believe, so it was no real surprise that they were
showing wear.
Now having said that, that same engine when I sold it at 185 hours
showed no carbon at all on the pistons and no wear on the cylinder
walls. It had never been decarboned. I had always used MMO in my fuel,
and will continue to do so. It damn sure doesn't hurt and I believe that
it helps a lot.
Larry C
----- Original Message -----
From: apilot(at)surewest.net
To: kolb-list(at)matronics.com
Sent: Saturday, March 21, 2009 12:40 PM
Subject: Re: Kolb-List: 100LL fuel additive
I have heard that Marvel Mystery oil used in the gas and the oil
prevents lead build up. Have not been able to confirm if it will make
the use of 100LL practical in engines designed to use auto fuel.
-------------------------------------------------------------------------
-----
Checked by AVG - www.avg.com
03/20/09 19:01:00
________________________________________________________________________________
| From: | Brad Stump <sky-king(at)inbox.com> |
| Subject: | Re: Anyone have experence with Hirth F-30? |
I fly a mk3 with a Hirth 3503 EFI,so far,35hrs.The engine performes well.The only
issue Ive had is oil leaking out air filter.The reed valve was not sealing
correctly,replaced with a new one,still have a small leak.I don't like having
to wipe oil off the prop every time i land.Can't afford to replace engine,I hope
that time and use will solve this neusance.
> -----Original Message-----
> From: jhauck(at)elmore.rr.com
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Anyone have experence with Hirth F-30?
>
>
>
> > We got a 70 HP - with problems - at the farm.
>> But I wouldn't want to comment on that particular engine on this list.
>> Oil leaks, gear box problems - engine out (frame damage - lot of work).
>> But, they say they have fixed them........
>> I don't like Hirth's, (the old ones or the new ones) so I shouldn't
>> comment anyway.
>
>
> Possum:
>
> Thanks for not commenting on the Hirth reputation.
>
> Like a some of the Rotax and Cuyuna engines I owned and flew in front of,
> they quit making noise at the most inopportune times. Uncommanded
> silence.
>
> I don't know anything about them except what I hear or happen to see at a
> flyin somewhere. We do not have any in my neck of the woods.
>
> Someone mentioned a mkIIIx at last year's Kolb Homecoming flying with a
> Hirth. I did see that one fly. However, I believe it was trailered to
> Labhart Field, and trailered home. Good looking Kolb.
>
> john h
> mkIII
>
>
____________________________________________________________
FREE 3D MARINE AQUARIUM SCREENSAVER - Watch dolphins, sharks & orcas on your desktop!
Check it out at http://www.inbox.com/marineaquarium
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: 100LL fuel additive |
At 12:23 PM 3/21/2009, Mike Welch wrote:
>Kolb people,
>
> Is anyone familiar with this product that reduces lead deposit buildup,
> when using low-lead fuel.
>
><http://www.skygeek.com/73122.html>http://www.skygeek.com/73122.html
>
> My engine is designed to run on auto gas (it oughta, since it came from
> an auto!). It is NOT designed to run on low-lead. Yet, I can imagine it
> is possible that the only fuel available on a long distance cross country
> flight might be airport fuel....100LL.
>
> Has anyone ever used this stuff, and can give a report on it's
> effectiveness?
I've never used it, but it was quite popular and a lot of guys used it
religiously in older airplanes when 100LL first came out and 80 was hard to
find... a lot of aircraft engines had trouble with lead fouling the
valves. Me, I just ran mogas instead (leaded regular and no ethanol then).
-Dana
--
Ever notice how fast Windows runs? Neither did I.
________________________________________________________________________________
| Subject: | Future Kolb pilot |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
We had the grandson over for the afternoon and he just had to see grandpa's
airplane. Almost took tools to pry him out when it was time to go home.
There are PIC issues in my future, I'm sure.
Rick
________________________________________________________________________________
| From: | "Beauford T" <beauford173(at)verizon.net> |
| Subject: | Re: 100LL fuel additive |
Mike:
TCP was developed during WWII to control lead fouling in high
performance Av-engines using 115-145 octane heavily leaded high-test
gasoline....
I believe Shell Oil marketed it first after the war. I ran a 165 hp.
Franklin on 100 LL for 9 years...This engine was low compression and was
designed in the 1930's for 80/87 octane gas. The Alcor TCP was the only
way I could keep from having to pull and scrape the bottom plugs every
20 hours (the Franklin used 14mm automotive type plugs and the
electrodes were prone to fouling.) With the TCP, they would go 100
hours plus on the 100 LL.
TCP makes the lead ball up into globules and blow out the exhaust, vice
depositing on the plugs, valves, piston crown, or whatever.
Not sure what it would do in a 2-stroke or Rotax 4 stroke engine...
Worth what ye paid fer it..
beauford
FF-076
Brandon, FL
----- Original Message -----
From: Mike Welch
To: kolb-list(at)matronics.com
Sent: Saturday, March 21, 2009 12:23 PM
Subject: Kolb-List: 100LL fuel additive
Kolb people,
Is anyone familiar with this product that reduces lead deposit
buildup, when using low-lead fuel.
http://www.skygeek.com/73122.html
My engine is designed to run on auto gas (it oughta, since it came
from an auto!). It is NOT designed to run on low-lead. Yet, I can
imagine it is possible that the only fuel available on a long distance
cross country flight might be airport fuel....100LL.
Has anyone ever used this stuff, and can give a report on it's
effectiveness?
Mike Welch
MkIII
-------------------------------------------------------------------------
-----
Internet Explorer 8 ' Now Available. Faster,
saferrget='_new'>Download FREE now!
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: 100LL fuel additive |
Me too!
In fact I use it in everything I own, except the weed eater and chain
saw two strokes.
Got sponsored by Alcor TCP on my 2001 flight to Alaska. It worked well,
but was hard to handle. Warnings on the can was enough to scare me. It
is very expensive.
No sponsorship in 2004 when I flew back to Alaska. This flight I used
MMO. It worked well, smelled good, and had not scarly warnings on the
can. Was relatively cheap, available at Walmart, so resupply was not a
problem. Did not have to haul enough for the entire flight.
Does it work. I think so. It has been used by aviators and a lot of
other folks since 1933. I have seen miracles happen with some of my old
tractors that are a few years older than me. Back in the old days, I
have watched crop dusters dump it in the fuel tank by the gallons.
john h
mkIII
Now having said that, that same engine when I sold it at 185 hours
showed no carbon at all on the pistons and no wear on the cylinder
walls. It had never been decarboned. I had always used MMO in my fuel,
and will continue to do so. It damn sure doesn't hurt and I believe that
it helps a lot.
Larry C
________________________________________________________________________________
| Subject: | Broken exhaust bracket |
| From: | "cristalclear13" <cristalclearwaters(at)gmail.com> |
I don't know how many of you read the Rotax forum also, but if you do you'll remember
that I have an exhaust leak. Here's the thread:
http://forums.matronics.com/viewtopic.php?t=55938
I first tried to simply replace the outside exhaust gaskets. That didn't stop
the leak. So today I replaced the inside exhaust gaskets.
Since Lucien also mentioned checking the support and since I had been noticing
lately that the rubber bushings on my exhaust mount were looking pretty worn AND
since I had it all apart anyways to replace the inner exhaust gaskets (those
were a challenge to scrape off the cowl), I decided to go ahead and take the
mount apart and inspect it. Should have done that sooner! I attached a picture
of what I found. The rubber bushings were useless and the bracket (or plate?
whatever it's called) on the exhaust has cracked all the way through.
I've also attached a picture of my exhaust with the mount with some letters pointing
to various places.
The male rubber bushing was currently where letter A is pointing (actually inside
the exhaust bracket or plate).
The female rubber bushing was currently where letter C is pointing.
The people helping me say that the male bushing should be where letter B is pointing
(between the exhaust bracket and the exhaust mount).
If it is currently set up wrong that might have further aggravated and caused the
crack (besides the bushings being rotten).
I know there aren't many of you out there that have a 503 anymore and probably
don't even have the same set up for the exhaust if you do have a 503, but if you
have something similar could you please post a picture and/or diagram?
The CPS catalogue shows a mounting kit that uses a bolt-driven mounting clamp...does
anyone use that?
--------
Cristal Waters
Kolb Mark II Twinstar
Rotax 503 DCSI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=235582#235582
Attachments:
http://forums.matronics.com//files/exhaust_mount_rubber_bushings_188.jpg
http://forums.matronics.com//files/crack_in_exhaust_bracket_195.jpg
________________________________________________________________________________
| Subject: | Re: Broken exhaust bracket |
| From: | "Ralph B" <ul15rhb(at)juno.com> |
Cristal, a couple of things I see in the pictures:
1) the reason it cracked is that you have the old style single-jointed muffler
with one set of 3 springs. These older mufflers are prone to cracking.
2) it looks like the previous owner may have welded a washer to the muffler where
it cracked. Maybe the weld job had the opposite effect and weakening it instead
of making it stronger.
Ralph B
--------
Ralph B
Original Firestar 447
N91493 E-AB
22 years flying it
Kolbra 912UL
N20386
almost 1 year flying it
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=235584#235584
________________________________________________________________________________
| Subject: | Re: 100LL fuel additive |
| From: | "Dwight" <haydend(at)charter.net> |
So, for those who use it, what is the mix ratio? When using the MMO .
1 oz per gal, 1oz per 5gal?? And do you add it over and above your regular oil
mix or substitute the oz or so of MMO for part of the oil??
I've used it as a fogger for winterizing boats etc for years and had great results
with it in that application.
Thanks
Dwight
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=235585#235585
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: 100LL fuel additive |
John Hauck told me to use 2 oz per five gallons in addition to the
regular oil. I also use two oz of Sta-bil as well. If you don't fly that
often mixed gas goes bad quicker than regular gasoline. Keep in mind
that if you are using Ethanol there is a Marine grade of Sta-bil for
Ethanol, and that is one oz per 5 gallons.
Larry C
----- Original Message -----
From: Dwight
To: kolb-list(at)matronics.com
Sent: Saturday, March 21, 2009 10:54 PM
Subject: Kolb-List: Re: 100LL fuel additive
So, for those who use it, what is the mix ratio? When using the MMO .
1 oz per gal, 1oz per 5gal?? And do you add it over and above your
regular oil mix or substitute the oz or so of MMO for part of the oil??
I've used it as a fogger for winterizing boats etc for years and had
great results with it in that application.
Thanks
Dwight
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=235585#235585
-------------------------------------------------------------------------
-----
Checked by AVG - www.avg.com
03/21/09 17:58:00
________________________________________________________________________________
| From: | "Jim Hauck" <jimh474(at)embarqmail.com> |
| Subject: | Re: Broken exhaust bracket |
Good morning Cristal;
Yes, the rubber bushings should be on the muffler bracket and not on one
side of the muffler bracket and on half on the back side of the support
angle.
The cracked bracket could be contributed to the set up and also could just
be fair wear and tear from vibration.
I would suggest grinding the washer off the muffler bracket and welding an
1/8" thick plate the full length of the bracket where the washer is located
now. Just weld the sides of the muffler bracket, not across the top or
bottom as that will cause a stress point where the bracket bends.
Ha, you live to far away or I would weld it up for you.:)
Jim
________________________________________________________________________________
| Subject: | Re: Broken exhaust bracket |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
Ralph B wrote:
>
> 1) the reason it cracked is that you have the old style single-jointed muffler
with one set of 3 springs. These older mufflers are prone to cracking.
> Ralph B
This is a good point. These older style mufflers had only one point in the tubing
where they could flex. A common area of cracking on these is in an almost perfect
circle right at the seam where the main expansion tube goes into the can.
I had an eipper style one of these older mufflers on my quicksilver that gave this
exact circle-wise cracking in that area. Got a friend to TIG weld a new bead
around there which fixed it.
But you have to pay very close attention to the tension of the springs and the
muffler mounting with the old style. They can't be too tight to where they prevent
movement of the joint, a common installation problem. Anti-sieze on the parts
during assembly helps a bit as well.
But the new style with the seperate elbow is a lot better as it has 2 joints where
the whole works can move and better isolates the vibration of the motor from
the muffler.
The Kolb mounting design with the bracket bolted to the heads is actually very
secure and gives good support for the can (mine would hold the muffler can perfectly
in place even with no elbow installed yet) so repairing the bracket may
be all you need to do.
But if it keeps cracking, you might want to replace the muffler with the new style......
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=235618#235618
________________________________________________________________________________
| Subject: | Re: 100LL fuel additive |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
I just visited the MMO website
http://www.marvelmysteryoil.com/index.php/site/products/
and they have multiple products, or at least it seems that way. Which of these
are you MMO aficionados using? The first one listed on their site comes in 16
oz to 55 gallon sizes and they suggest using this one in gasoline and oil. The
2nd is for diesel. The 3rd listing is called Marvel Super Gas Treatment and it
shows only 12 oz containers.
--------
Thom Riddle
Buffalo, NY
http://riddletr.googlepages.com/sportpilot-cfi
http://riddletr.googlepages.com/a%26pmechanix
A complex system that works is invariably found to have evolved from a simple system
that works.
- John Gaule
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=235626#235626
________________________________________________________________________________
| Subject: | Re: 100LL fuel additive |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
The MMO FAQ has a lot of info pertinent to its use, including the following excerpts:
Can I use MMO in 2-cycle engines?
Yes, MMO is safe for use in 2-cycle engines. Replace 25% of the 2-cycle oil with
MMO. For example, if use 8oz of 2-cycle oil, replace 2oz of 2-cycle with 2oz
of MMO at oil change.
Can I use MMO for winter storage as a fuel stabilizer?
Yes, you can use MMO as a fuel stabilizer. Use 4ozs of Marvel for every 10 gallons
of fuel.
Can I use MMO in my air tools such as a nail gun?
Yes, you can use MMO in your air tools. However, we recommend you use Marvel Air
Tool oil for longer term use. The formulation of the Air Tool Oil is nearly
identical to the original MMO but also includes a heavy-duty corrosion inhibitor
to protect the tool in the high-moisture environment of air tools.
--------
Thom Riddle
Buffalo, NY
http://riddletr.googlepages.com/sportpilot-cfi
http://riddletr.googlepages.com/a%26pmechanix
A complex system that works is invariably found to have evolved from a simple system
that works.
- John Gaule
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=235630#235630
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: 100LL fuel additive |
> and they have multiple products, or at least it seems that way. Which of
these are you MMO aficionados using? The first one listed on their site
comes in 16 oz to 55 gallon sizes and they suggest using this one in
gasoline and oil. The 2nd is for diesel. The 3rd listing is called Marvel
Super Gas Treatment and it shows only 12 oz containers.
>
> --------
> Thom Riddle
The one I use is the only one available at stores I frequent, the first one
listed for gas and diesel engines.
I believe it recommends one quart for 80 to 100 gals. That is normally the
ratio I mix, sometimes more than recommended. I am not too particular.
Never had a fouled plug or stuck valve in a 912 while using MMO.
In 1994, I flew 232 hours in 41 days with a 912UL. I did not use MMO.
About every 75 hours, operating on a steady diet of 100LL, at least one plug
will start fouling. Indication was a slight thumping/tapping felt in the
airframe. Really gets your attention when flying over inhospitable terrain.
I'd land at the next available airport, pull the plugs, clean them with my
knife and the wire on my spark plug gap gauge. Good for another 75 hours.
The 912 was being operated at 5,000 rpm cruise.
Don't have that problem with the 912ULS, normally. I did go through some
engine missing and power problems last year on my flight out West. I think
some of that was carb icing. Was flying with John W. His 912ULS was not
experiencing any problems. May have been a gremlin. Have not had that
problem since.
john h
mkIII
________________________________________________________________________________
| From: | david watkins <david.watkins0(at)gmail.com> |
Can anyone explain to me how the maximum gross weight is set for a MIII? I'm
told it's set by the builder, not Kolb.
Thanks,
Dave
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: 100LL fuel additive |
> Can I use MMO in 2-cycle engines?
> Yes, MMO is safe for use in 2-cycle engines. Replace 25% of the 2-cycle
> oil with MMO. For example, if use 8oz of 2-cycle oil, replace 2oz of
> 2-cycle with 2oz of MMO at oil change.
> --------
> Thom Riddle
I would not replace two stroke oil with MMO, but add it in addition to the
recommended amount of two stroke oil.
Personal opinion and gut feeling only.
I use regular MMO in my air tools. Haven't worn one out yet.
john h
mkIII
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
Dave
The builder does set the maximum gross weight along with a bunch of
other stuff. The same regulations are there for original designs. The
Kolb MKIII has a factory recommended max gross weight of 1000 lbs. set
by a structural engineer. It was based on the design limits of the
standard airframe with some leeway for less than quality workmanship.
At least one of our group has increased the limit by making a bunch of
structural changes and has proven its strength. If you do quality work
and built the plane exactly like John H built his it would appear the
limit can be safely increased to 1200 lbs. If your not a structural
engineer any deviations from John's proven modifications could put the
airframe at risk at this higher limit. John is the test pilot of his
design modifications and continues to be.
Another way of answering the question would be to say you as the builder
can set the limit at 2,000 lbs and are killed in a crash you will not be
cited by the FAA for violating experimental regulations.
As always worth what you paid for it.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: david watkins
To: Kolb messages
Sent: Sunday, March 22, 2009 10:18 AM
Subject: Kolb-List: Max Gross
Can anyone explain to me how the maximum gross weight is set for a
MIII? I'm told it's set by the builder, not Kolb.
Thanks,
Dave
________________________________________________________________________________
| From: | "Watkinsdw" <david.watkins0(at)gmail.com> |
Thanks, Rick.
I'm in the process of buying a 2001 MKIII powered by a 912s. The builder, who is
described as a very meticulous craftsman, has set the max gross at 1050#. I
can live with that, but since I weigh 190, and my partner 170, we'll have to carry
less than full fuel in the 20 gal. tank. The empty weight is 594#, probably
in part due to the 912s, and the BRS.
I'd heard about John's increase, and wondered how much flexibility I had, especially
since I fantasize about installing floats, down the road.
Are you there, John, and do you have any suggestions?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=235657#235657
________________________________________________________________________________
| Subject: | Re: 100LL fuel additive |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
Thom, I use the original MMO in the HKS in the gas only since HKS specs a
full synthetic oil and I don't want to mix.
Rick
On Sun, Mar 22, 2009 at 8:33 AM, Thom Riddle wrote:
>
> I just visited the MMO website
>
> http://www.marvelmysteryoil.com/index.php/site/products/
>
> and they have multiple products, or at least it seems that way. Which of
> these are you MMO aficionados using? The first one listed on their site
> comes in 16 oz to 55 gallon sizes and they suggest using this one in
> gasoline and oil. The 2nd is for diesel. The 3rd listing is called Marvel
> Super Gas Treatment and it shows only 12 oz containers.
>
> --------
> Thom Riddle
> Buffalo, NY
> http://riddletr.googlepages.com/sportpilot-cfi
> http://riddletr.googlepages.com/a%26pmechanix
>
> A complex system that works is invariably found to have evolved from a
> simple system that works.
> - John Gaule
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=235626#235626
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: 100LL fuel additive |
Ricks msg reminded me I probably should have indicated I do not use MMO
in the crankcase of the 912ULS. However, it might not be a bad idea to
add some just prior to oil change to help stir up and get more lead into
suspension.
On antique tractors, as soon as I get one, I put a quart of MMO in the
gas tank and another in the crankcase. I helps loosen up a lot of
sludge and crap from years of nondetergent oil. However, that ain't got
nothing to do with airplane engines. ;-)
john h
mkIII
Thom, I use the original MMO in the HKS in the gas only since HKS
specs a full synthetic oil and I don't want to mix.
Rick
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
> I'd heard about John's increase, and wondered how much flexibility I had,
> especially since I fantasize about installing floats, down the road.
>
> Are you there, John, and do you have any suggestions?
I can't tell you what to do, but I, personally, would not hesitate to fly
this particular mkIII at more than the recommended 1,000 lbs gross weight.
As far as floats are concerned, I have no ideas and can not comment on them.
There are no major improvements on the fuselage of my mkIII from a standard
mkIII. Most of the changes Brother Jim made to my fuselage at the Kolb
Factory, were automatically incorporated in standard mkIII fuselages, little
things most folks don't know about. I guess the biggest change I made was
reinforcing the noses of all main ribs and the tails of the four outboard
main ribs, additional bracing on the bowtip and increased lateral bracing on
the leading edge of the wing.
Redesigning the main gear did nothing for increasing gross weight
capability.
Flight characteristics and capability don't change much with Homer's big
straight wings. They love to haul stuff!
The main reason I upgraded the wings was based primarily on the type flying
I knew my mkIII would be subjected to, and personal preference of the way I
like things to be in my airplane.
If anyone chooses to fly a Kolb aircraft over the recommended maximum gross
weight, it is their decision to do so, not mine. I don't recommend other
folks fly their Kolbs the way I fly mine.
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | MKIII Performance |
Got out and enjoyed an hour of wonderful last light flight yesterday.
Perfect day for flying. Spring is bursting out, air was clear and cool,
about 65F.
912ULS was turning 5,500 RPM WOT straight and level flight.
Climbed 1,500 FPM at 70 mph indicated, 5400 RPM.
Climbed 1,800 FPM at 50 mph indicated, 5300 RPM.
Floated halfway down Gantt International Airport in ground effect with 40
degrees of flaps. Demonstrated no threat of deadly Kolb Quit.
Had 10 gals fuel on board, solo.
john h
mkIII
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | MKIII Performance |
> Climbed 1=2C800 FPM at 50 mph indicated=2C 5300 RPM.
> john h
> mkIII
John=2C
Can't say I've ever heard of such climb out perfromance on a Kolb!! Must
have felt like an elevator!! 1800 FPM?!! Must have been a sight to watch
from the ground.
Mike Welch
_________________________________________________________________
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________________________________________________________________________________
| From: | "Jim Hauck" <jimh474(at)embarqmail.com> |
Rick;
I would never use silver solder on that type of repair, unless I was
40,000 miles from no where and that was all I had. No again on brazing.
If a plate was welded up the way I suggested it will last a very long
time.
I do agree with you on making sure that there is no stress points from
misalignment of bolts and etc.
Jim H
________________________________________________________________________________
| Subject: | Re: MKIII Performance |
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Not bad for an old bird.
Those are "indicated speeds and climb rates". How accurate are they? I don't
have a clue, but probably pretty close, close enough for me.
I thought they all climbed like that with 912ULS.
John Bickham has a mkIII that climbs like that with a 912UL. I had a hard time
keeping up with him last year at the Nauga Flyin.
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=235678#235678
________________________________________________________________________________
| From: | "Watkinsdw" <david.watkins0(at)gmail.com> |
Thanks, John,
Your comments are accepted in the spirit in which they were offered-"information",
not "recommendation".
I appreciate your steering me to the Kolb in question.
I've been very impressed with the integrity of the the builder, and look forward
to flying the plane.
Finally, I look forward to learning more from you as time goes by.
Dave
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=235679#235679
________________________________________________________________________________
| Subject: | Re: MKIII Performance |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
John Hauck wrote:
> Not bad for an old bird.
>
> Those are "indicated speeds and climb rates". How accurate are they? I don't
have a clue, but probably pretty close, close enough for me.
>
> I thought they all climbed like that with 912ULS.
>
> John Bickham has a mkIII that climbs like that with a 912UL. I had a hard time
keeping up with him last year at the Nauga Flyin.
For what it's worth, my FSII would do around 900fpm sustained at sea level, which
was pretty good considering it had come out at a rather heavy 440lbs empty
weight for the original builder. Part of that was the C box with clutch he'd opted
for for the 3 blade warp drive prop. This had prompted the addition of 10lbs
of ballast to the nose to get the CG to come out right.
Even out here before I sold it it could do between 300 and 400 fpm climb. Again
pretty impressive given the 503 is about a 377 at this altitude.
The Kolb wing is definitely made for lifting.
As for the 912ULS, I think it's about the best you can do for a 100hp engine period.
The only other aircraft motor Rotax made that could beat it (and smoke it
too) was the 618 and (unfortunately IMO) it's not in production anymore. And
it couldn't do it for 2000 hours + either besides.
Since this is the Kolb forum I don't want to brag about other planes, but my 912ULS
gives me similar performance, I'll just say that.
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=235688#235688
________________________________________________________________________________
| Subject: | Re: Broken exhaust bracket |
| From: | "cristalclear13" <cristalclearwaters(at)gmail.com> |
jimh474(at)embarqmail.com wrote:
> Yes, the rubber bushings should be on the muffler bracket and not on one
> side of the muffler bracket and on half on the back side of the support
> angle.
>
> Jim
I found what I think is the rubber bushings that was used originally. In the CPS
catalogue I found part numbers 9406 (male bushing) and 9408 (female bushing):
http://www.rotaxparts.net/scripts/prodView.asp?idproduct=838
However a friend mentioned that I should probably use barry mount isolators:
http://www.greenskyadventures.com/Installation_items/vibmntimages.htm
However it looks like there are various ones to choose from (according to the chart
at the bottom of that webpage). Has anyone used these and if so, which ones
(what series and color)?
--------
Cristal Waters
Kolb Mark II Twinstar
Rotax 503 DCSI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=235691#235691
________________________________________________________________________________
| Subject: | Re: Broken exhaust bracket |
| From: | "George Alexander" <gtalexander(at)att.net> |
cristalclear13 wrote:
>
>
> - - - snip- - -
>
> I know there aren't many of you out there that have a 503 anymore and probably
don't even have the same set up for the exhaust if you do have a 503, but if
you have something similar could you please post a picture and/or diagram?
>
> - - - snip- - -
>
>
Cristal:
Know you've gotten lots of input since the posting..... but here's a picture of
my set up on my FSII. (R503).
If you go with the recommended bushings from CPS, don't forget the backing washers.
--------
George Alexander
FS II R503 N709FS
http://gtalexander.home.att.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=235696#235696
Attachments:
http://forums.matronics.com//files/503_muffler_mount_003_small_423.jpg
________________________________________________________________________________
| Subject: | Re: Rotax 912 UL for sale |
| From: | "Watkinsdw" <david.watkins0(at)gmail.com> |
Hey, George,
What kind of airplane are you putting the floats on? I'm fantasizing about the
same modification on a Kolb MKIII w/ 912s.
Dave
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=235698#235698
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
There are different grades of silver solder. If the right one is
used it is as good as a weld.
Brazing has low strength and prone to cracking easily under flex.
There is a big difference between the two.
BB, lots of experience fabricating hi-vac ultra thin wall stainless
lab equipment with it.
The stuff I used cost big bucks and had to be bought from a specialty
manufacturer.
-But then the department of energy has deep pockets :)
On 22, Mar 2009, at 2:03 PM, Jim Hauck wrote:
> Rick;
>
> I would never use silver solder on that type of repair, unless I
> was 40,000 miles from no where and that was all I had. No again on
> brazing.
>
> If a plate was welded up the way I suggested it will last a very
> long time.
>
> I do agree with you on making sure that there is no stress points
> from misalignment of bolts and etc.
>
> Jim H
>
>
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Broken exhaust bracket |
> I've also attached a picture of my exhaust with the mount with some lette
rs pointing to various places.
> Cristal Waters
> Kolb Mark II Twinstar
> Rotax 503 DCSI
Cristal=2C
It seems to me Jim H. has suggested the best way to repair the bracket.
A TIG weld as he described should last a long time.
If you have the room on your support bracket=2C you might consider adding
a duplicate bracket=2C while the muffler is being welded=2C anyway.
By distributing the vibration load between 2 mounting locations=2C you ma
y not have a problem for a very long time.
Just an idea....
Mike Welch
MkIII
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________________________________________________________________________________
| Subject: | Re: Off list - Hirth reputation. |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Its always possible to have good results with a bad engine, but that makes it an
exception. When choosing an engine, I would consider the record of the all
of the engines of that make and model, not ONE... I would never make an engine
choice based on just one exceptional case.
That being said, I have seen from many sources the same as posted earlier, Hearth
engines are horrible for reliability and don't last long. I would never use
one. From what Jim reports ,his experience is very good, but that does not
change the MANY with bad experiences with Hirth engines. Do your research before
deciding on an engine for an airplane !
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=235713#235713
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: 100LL fuel additive |
Gang,
When I used it in my 503 I added it to the regular amount of two
stroke oil, My plugs showed no indication that it was getting too much
oil.
Larry C
----- Original Message -----
From: John Hauck
To: kolb-list(at)matronics.com
Sent: Sunday, March 22, 2009 8:30 AM
Subject: Re: Kolb-List: Re: 100LL fuel additive
> Can I use MMO in 2-cycle engines?
> Yes, MMO is safe for use in 2-cycle engines. Replace 25% of the
2-cycle
> oil with MMO. For example, if use 8oz of 2-cycle oil, replace 2oz of
> 2-cycle with 2oz of MMO at oil change.
> --------
> Thom Riddle
I would not replace two stroke oil with MMO, but add it in addition to
the
recommended amount of two stroke oil.
Personal opinion and gut feeling only.
I use regular MMO in my air tools. Haven't worn one out yet.
john h
mkIII
-------------------------------------------------------------------------
-----
Checked by AVG - www.avg.com
03/21/09 17:58:00
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)msbit.net> |
| Subject: | Re: Off list - Hirth reputation. |
X-mailer: Pegasus Mail for Windows (4.41)
X-SpamReason %%SpamReason%%:
> When choosing an engine, I would
> consider the record of the all of the engines of that make and
> model, not ONE.
...and a great deal of grief can be heard from Rotax, Lycoming,
Continental, AMW, MZ, VW, , etc....Very seldom do we routinely and
continually hear about the successes, just the failures. "Hey, didja
hear that so-and-so made an entirely uneventful flight?"
> That being said, I have seen from many sources the same as posted
> earlier, Hearth engines are horrible for reliability and don't
> last long
I've also heard that Hearth engines suck..... ; )
. I would never use one. From what Jim reports ,his
> experience is very good, but that does not change the MANY with
> bad experiences with Hirth engines. Do your research before
> deciding on an engine for an airplane !
Absolutely, do your research. Consider the source, talk to owners,
don't just listen to detractors, get facts......
That said, I'm not an advocate for or against Hirth. All I know is
that my engine, appparently the only known success story for this
marque, has served me well, without problems. Were it not for Hirth
(or at least my model of Hirth), I'd most likely have a Rotax. Are
Hirth without problems? Nope. The 2706 was a problematic engine that
had several vices, none of them forgiving. Are there bad Hirth
engines? Some of the reputation is undeserved because Jim Bede
ordered a boat load of short block Hirth engines (without intake,
carbs, or exhaust) for the BD-5 and when that didn't pan out,
untested and incomplete engines were dumped on the market. Some can
still be obtained. Cobbled up two stroke engines, particularly with
unknown lineage exhaust systems, aren't pretty.
On the other side of this equation are owners, some of whom should
never own two stroke engines. They don't understand them, aren't
willing to learn how to make them happy, treat them like four
strokes, and just generally cause havoc through ignorance. As the
Bard once said,
Ignorance is the curse of God, Knowledge the wing wherewith we fly to
heaven.
On that note......
Jim Baker
580.788.2779
405. 426.5377 cell
Elmore City, OK
________________________________________________________________________________
| From: | Brad Stump <sky-king(at)inbox.com> |
| Subject: | Re: Off list - Hirth reputation. |
I flew ultra lites for a lot of years with Cyuna engines,two engine outs,one right
after take-off,If not for my first flight instructor beating in my head emergency
procedures,it could have been a nasty outcome.All engine outs were from
cold seizure,The Hirth engine is suppost to be immune.As for longevity only
time will tell.
> -----Original Message-----
> From: jlbaker(at)msbit.net
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Re: Off list - Hirth reputation.
>
>
> X-SpamReason %%SpamReason%%:
>
>> When choosing an engine, I would
>> consider the record of the all of the engines of that make and
>> model, not ONE.
>
> ...and a great deal of grief can be heard from Rotax, Lycoming,
> Continental, AMW, MZ, VW, , etc....Very seldom do we routinely and
> continually hear about the successes, just the failures. "Hey, didja
> hear that so-and-so made an entirely uneventful flight?"
>
>> That being said, I have seen from many sources the same as posted
>> earlier, Hearth engines are horrible for reliability and don't
>> last long
>
> I've also heard that Hearth engines suck..... ; )
>
> . I would never use one. From what Jim reports ,his
>> experience is very good, but that does not change the MANY with
>> bad experiences with Hirth engines. Do your research before
>> deciding on an engine for an airplane !
>
> Absolutely, do your research. Consider the source, talk to owners,
> don't just listen to detractors, get facts......
>
>
> That said, I'm not an advocate for or against Hirth. All I know is
> that my engine, appparently the only known success story for this
> marque, has served me well, without problems. Were it not for Hirth
> (or at least my model of Hirth), I'd most likely have a Rotax. Are
> Hirth without problems? Nope. The 2706 was a problematic engine that
> had several vices, none of them forgiving. Are there bad Hirth
> engines? Some of the reputation is undeserved because Jim Bede
> ordered a boat load of short block Hirth engines (without intake,
> carbs, or exhaust) for the BD-5 and when that didn't pan out,
> untested and incomplete engines were dumped on the market. Some can
> still be obtained. Cobbled up two stroke engines, particularly with
> unknown lineage exhaust systems, aren't pretty.
>
> On the other side of this equation are owners, some of whom should
> never own two stroke engines. They don't understand them, aren't
> willing to learn how to make them happy, treat them like four
> strokes, and just generally cause havoc through ignorance. As the
> Bard once said,
>
> Ignorance is the curse of God, Knowledge the wing wherewith we fly to
> heaven.
>
> On that note......
>
> Jim Baker
> 580.788.2779
> 405. 426.5377 cell
> Elmore City, OK
>
>
________________________________________________________________________________
| Subject: | Re: Off list - Hirth reputation. |
| From: | "N111KX (Kip)" <n111kx(at)mindspring.com> |
While I have flown behind a Hirth for 15 minutes or so and, it ran fine, I'd hate
to be a dealer that has to sell the "2000 hour TBO" I see in the ad's... [Rolling
Eyes]
--------
Kip
Firestar II, N111KX
Waiex, N111YX
Quickie 1, N111QX
Atlanta
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=235753#235753
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: Off list - Hirth reputation. |
Mike and all,
Some time back I had much the same opinion as you regarding
Hirths. My wing man went down twice - the second rebuild they
changed both the crank & the case. That seemed to cure the problem.
Matt at Recreational Power Engineering has made a lot of progress
with Hirth improving the quality of engine they turn out. Last I new
my friend has run it well over 400 hours and it's still going. The
new model engines appear to be much more reliable. There are some
advantages of running their lower RPM, higher torque engine, not as
noisy and better fuel economy.
jerb
At 05:08 PM 3/22/2009, you wrote:
>
>Its always possible to have good results with a bad engine, but that
>makes it an exception. When choosing an engine, I would consider
>the record of the all of the engines of that make and model, not
>ONE... I would never make an engine choice based on just one exceptional case.
>
>That being said, I have seen from many sources the same as posted
>earlier, Hearth engines are horrible for reliability and don't last
>long. I would never use one. From what Jim reports ,his experience
>is very good, but that does not change the MANY with bad
>experiences with Hirth engines. Do your research before deciding on
>an engine for an airplane !
>
>Mike
>
>--------
>"NO FEAR" - If you have no fear you did not go as fast as
>you could have !!!
>
>Kolb MK-III Xtra, 912-S
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=235713#235713
>
>
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)msbit.net> |
| Subject: | Re: Off list - Hirth reputation. |
X-mailer: Pegasus Mail for Windows (4.41)
X-SpamReason %%SpamReason%%:
>All engine outs were from cold seizure,The
> Hirth engine is suppost to be immune.
If there were a consensus about what precicely constituites a cold
seizure, I might agree. As for immunity....perhaps better than an
iron sleeved cylinder that grows at a rate lower than the piston's
growth....but still subject to the vagaries of overly lean mixture
and lubrication film failure.
Shoot, Rotax said it best in their literature......
"This engine, by its design, is subject to sudden stoppage."
Jim Baker
580.788.2779
405. 426.5377 cell
Elmore City, OK
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)msbit.net> |
| Subject: | Re: Off list - Hirth reputation. |
X-mailer: Pegasus Mail for Windows (4.41)
X-SpamReason %%SpamReason%%:
> I'd hate to be a dealer that has to sell the "2000 hour TBO" I see in the ad's...
[Rolling Eyes]
I'm more than a bit skeptical, as well. Examples of 1200-1500 hrs
have been reported for other UL two stroke cranks, so perhaps the
margins are reachable....
Jim Baker
580.788.2779
405. 426.5377 cell
Elmore City, OK
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
| Subject: | Re: Off list - Hirth reputation. |
In a message dated 3/22/2009 10:09:15 P.M. Central Daylight Time,
jlbaker(at)msbit.net writes:
Shoot, Rotax said it best in their literature......
"This engine, by its design, is subject to sudden stoppage."
Jim,
I think that statement was made to cover their hind end. If
something happens to a Rotax you cant say they did not warn You! I have been
around Ultralights since the early 80.s I never met a happy Hirth owner! As
long as they have been around they should get it right. Hopefully the guy
that was flying at the New Kolb Homecoming is happy! His Hirth sound ed fairly
good from the ground
Ed Diebel FF 62
**************Feeling the pinch at the grocery store? Make dinner for $10 or
less. (http://food.aol.com/frugal-feasts?ncid=emlcntusfood00000001)
________________________________________________________________________________
| Subject: | Re: Broken exhaust bracket |
| From: | "cristalclear13" <cristalclearwaters(at)gmail.com> |
George Alexander wrote:
> Cristal:
> Know you've gotten lots of input since the posting..... but here's a picture
of my set up on my FSII. (R503).
> If you go with the recommended bushings from CPS, don't forget the backing washers.
Thank you for the picture George. The more I think about it the more I think perhaps
me and my friends remembered incorrectly. I wrote down everything I did
as I took everything apart and laid things out in order as I took them apart,
but when I took this piece apart it drew a lot of attention and I believe things
may have gotten out of order (physically and in our minds). From now on
I'll be taking pictures before I take things apart. :)
I have a friend of a friend welding it for me since I don't weld. I'm sure he'll
do a good job.
Thanks for everyone's input and help. Again if anyone has used those barry mounts
please let me know how it goes and what type/size should be used. Otherwise
I suppose I'll go with the male/female rubber bushings I found in the CPS catalogue
(with the backing washers).
It may be time to replace my muffler springs as well. They are looking pretty
rusty and I saw in the CPS catalogue where it says to replace them every 75 hours
(Mark II manual says 100 hrs). My engine has almost 70 hours on it (don't
know how old the muffler or springs are however). That doesn't look like an
easy job. Maybe I should wait until after my Rotax class in a couple weeks to
tackle that. I don't know how much anti-seize to put on the joint or where exactly.
I don't suppose I'll be making it to that Ashburn fly-in this weekend. :(
--------
Cristal Waters
Kolb Mark II Twinstar
Rotax 503 DCSI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=235789#235789
________________________________________________________________________________
| Subject: | Do you have to have a current chart and AFD for X country? |
| From: | "grantr" <grant_richardson25(at)yahoo.com> |
I do not recall seeing any requirements in the FAR/AIM regarding having a current
chart and AFD when flying cross country. I am planning on making the short
hop over to Ashburn to the fire ant festival on the 28th.
I just want to be legal just in case someone is checking. I have an old chart
that went out of date 6 months ago and an old AFD from September 08.
In my area things pretty much stay the same so I don't see a need to update that
often.
Grant
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=235792#235792
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Do you have to have a current chart and AFD for X country? |
> I do not recall seeing any requirements in the FAR/AIM regarding having a
current chart and AFD when flying cross country. I am planning on making
the short hop over to Ashburn to the fire ant festival on the 28th.
>
> Grant
My understanding to be current for cross country VFR flights is either a
current sectional or a current Jeppesen Data Base in your GPS.
If you have an outdated sectional in the cockpit, then have a current
Jeppesen Data Base.
If the current Jeppesen Data Base is outdated, then have a current
sectional.
All my sectional charts are outdated, so I keep the Jeppesen Data Base
current in my GPS.
Currency is important. Over the years I flew into two airports that were
indicated as uncontrolled fields on my outdated charts, when in fact they
had been changed over to tower controlled fields. Greenwood, MS, was one.
The other was Galveston, TX. I was flying my FS when I went into Greenwood
about 5 minutes before time for the tower to close at 1800. Tower operator
was kind enough to come down to the ramp to chat with me. Tower had
recently been opened. Galveston was another story. There were four of us
in that flight. John W was leading. We had checked NOTAMS, which did not
include recent opening of the tower. John W went up to the tower to talk to
the operators. We were not bound and gagged, and hauled off the jail, but
continued our flight low level down the beach to Mexico.
Probably clear as mud, but I have only had one cup of coffee so far this
morning.
john h
mkIII
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Do you have to have a current chart and AFD for X country? |
> In my area things pretty much stay the same so I don't see a need to upda
te that often.
>
> Grant
Grant=2C
A person takes a mighty big gamble flying cross-country with old charts.
Example: When I was on my "long distance cross-country" several years ag
o=2C for my private pilot license=2C I used old charts to plot a 300+ mile
course=2C dropping in on various northern California airports.
Imagine my surprise=2C when I did an airport fly-over=2C prior to landing
=2C and saw bulldozers=2C and graders on Nevada County Airport. (they were
extending the runway)
So there I was=2C 1500' AGL=2C can't land=2C and fully unprepared to fly
toward some unscheduled airport (and this was a scheduled fuel stop for me)
. Very sobering for a very low time pilot. Thankfully=2C I used to live n
ear this airport=2C and I knew the proper highway to follow that would lead
me to Auburn Airport 17 miles away. I landed there=2C and said I'll NEVER
ASSUME that all the airports ahead of me are just waiting for my arrival.
This was a big learning lesson for me!!
Said all that to say this!! Not only should you have current charts=2C b
ut you should also check the NOTAMs for your intended route. To say "thing
s stay pretty much the same" is a hellava big assumption. What happens if
you're wrong?
What if the airport a person planned on stopping for fuel is having their
fuel pumps replaced that day? What if the runway is being seal-coated=2C
and closed for the day? There can be all kinds of reasons that ruin your d
ay=2C and they don't all have to be catastrophic=2C some may be just inconv
enient.
For safe flying=2C with less worrying=2C be prepared! A proper flight pl
an=2C with current information=2C allows you to enjoy the cross-country fli
ght as it should be....a fantastic event-free flight!!
Just my thoughts.....
Mike Welch
MkIII
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________________________________________________________________________________
| Subject: | Re: Broken exhaust bracket |
| From: | "Ralph B" <ul15rhb(at)juno.com> |
cristalclear13
>
>
> It may be time to replace my muffler springs as well. They are looking pretty
rusty and I saw in the CPS catalogue where it says to replace them every 75
hours (Mark II manual says 100 hrs). My engine has almost 70 hours on it (don't
know how old the muffler or springs are however). That doesn't look like an
easy job. Maybe I should wait until after my Rotax class in a couple weeks
to tackle that. I don't know how much anti-seize to put on the joint or where
exactly.
>
>
Cristal, On the muffler joint, clean it with lacquer thinner and apply a thin
coating of anti-seize compound, on each side of the joint. It's easy to install
the springs. Just don't use any pliers when putting them in. Hook one end of
the spring to the muffler and hook the other end with a small screwdriver and
pull it over the other muffler hook. Using pliers can create stress points on
the brittle spring steel and it can cause it to break. After the springs are
installed, be sure and use safety wire between the muffler hooks. After that,
clean the springs with lacquer thinner (to get rid of the oil on the outside)
and apply two beads of the red high temp gasket sealer along the side of each
spring.
Ralph
--------
Ralph B
Original Firestar 447
N91493 E-AB
22 years flying it
Kolbra 912UL
N20386
almost 1 year flying it
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=235797#235797
________________________________________________________________________________
| Subject: | Re: Broken exhaust bracket |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
cristalclear13 wrote:
>
> It may be time to replace my muffler springs as well. They are looking pretty
rusty and I saw in the CPS catalogue where it says to replace them every 75
hours (Mark II manual says 100 hrs). My engine has almost 70 hours on it (don't
know how old the muffler or springs are however). That doesn't look like an
easy job. Maybe I should wait until after my Rotax class in a couple weeks
to tackle that. I don't know how much anti-seize to put on the joint or where
exactly.
>
> I don't suppose I'll be making it to that Ashburn fly-in this weekend. :(
The muffler springs can be easily replaced but it's crucial that you use the right
tool. Never use pliers - they gouge the spring, increasing the likelihood
of future breakage.
A tool is easy to make, tho. A piece of safety wire in a loop with the ends attached
to a screwdriver or other metal rod (something strong that's easy to grip)
works fine (I got em kind of all over the place in the hangar still).
You can then thread the loop into the hook of the spring and pull, easily popping
the spring off. Same with installation - put the loop in the hook and pull
the sucker over the fitting on the muffler.
As for anti-sieze, put a thin film around the area on the elbows where they make
contact. You don't need much, a very thin film on both surfaces is all you need.
Once heated, the stuff will boil off but a kind of dust will remain and act
like a lubricant. Stays there quite a while, I've seen the lubricant dust still
there after 100 hours in some cases. So a good interval is every 50 to 75
hours I'd say.
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=235799#235799
________________________________________________________________________________
| From: | "Vic" <vicsv(at)myfairpoint.net> |
| Subject: | Re: Do you have to have a current chart and AFD for X country? |
I thought you were supposed to have alternate air fields in your planned
flight
just in case.
Vic
________________________________________________________________________________
| Subject: | Re: Broken exhaust bracket |
It is well worth it to buy a "spring hook" or to make one out of a piece of
coat hanger & a short piece of broom handle; makes the job a lot easier.
Howard Shackleford
FS II
SC
In a message dated 3/23/2009 10:04:00 A.M. Eastern Daylight Time,
ul15rhb(at)juno.com writes:
Hook one end of the spring to the muffler and hook the other end with a
small screwdriver and pull it over the other muffler hook.
**************A Good Credit Score is 700 or Above. See yours in just 2 easy
steps!
%3D62%26bcd%3DMarchfooterNO62)
________________________________________________________________________________
| From: | Dave Kulp <undoctor(at)ptd.net> |
| Subject: | Aero Electric Connection CD |
Folks,
I contributed to the Kolb list and signed up for a bonus Aero Electric
Connection DVD. After receiving an apology from Matronics about taking
so long, it finally arrived.
Breathless, I rushed to my DVD player, put it in the drawer and hit
play... only to discover what is behind the Aero Electric Connection
label is an audio narrative of Thomas Paine's _Common Sense_. Although
it was written in 1776, it is certainly applicable even today.
But it doesn't help me with adding a strobe, etc., on my FireFly.
Has anyone else had the same experience; or does anyone know how to get
a response to a question from the list's administration? I've tried on
a couple of occasions about a couple of things and, except for donating,
have never been successful connecting with them.
A safe and fun flying season to all!! (And for rainy days, you might
want to pick up a copy of _Common Sense_ and enjoy that.)
Dave Kulp
Bethlehem, PA
FireFly 098
________________________________________________________________________________
| Subject: | Re: Aero Electric Connection CD |
| From: | "Matt Dralle" <dralle(at)matronics.com> |
Please use dralle(at)matronics.com to contact Matt Dralle off-list.
The AeroElectric CDs are produced and shipped directly from Bob Nuckolls. Did
you try putting the disc into your computer and looking for the PDF document(s)?
Matt Dralle
List Admin
--------
Matt Dralle
Matronics Email List Administrator
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=235810#235810
________________________________________________________________________________
| Subject: | Re: Broken exhaust bracket |
| From: | zeprep251(at)aol.com |
The stainless springs from JBM last forever.
? G Aman
-----Original Message-----
From: lucien <lstavenhagen(at)hotmail.com>
Sent: Mon, 23 Mar 2009 9:09 am
Subject: Kolb-List: Re: Broken exhaust bracket
cristalclear13 wrote:
>
> It may be time to replace my muffler springs as well. They are looking pretty
rusty and I saw in the CPS catalogue where it says to replace them every 75
hours (Mark II manual says 100 hrs). My engine has almost 70 hours on it (don't
know how old the muffler or springs are however). That doesn't look like an
easy job. Maybe I should wait until after my Rotax class in a couple weeks to
tackle that. I don't know how much anti-seize to put on the joint or where
exactly.
>
> I don't suppose I'll be making it to that Ashburn fly-in this weekend. :(
The muffler springs can be easily replaced but it's crucial that you use the
right tool. Never use pliers - they gouge the spring, increasing the likelihood
of future breakage.
A tool is easy to make, tho. A piece of safety wire in a loop with the ends
attached to a screwdriver or other metal rod (something strong that's easy to
grip) works fine (I got em kind of all over the place in the hangar still).
You can then thread the loop into the hook of the spring and pull, easily
popping the spring off. Same with installation - put the loop in the hook and
pull the sucker over the fitting on the muffler.
As for anti-sieze, put a thin film around the area on the elbows where they make
contact. You don't need much, a very thin film on both surfaces is all you need.
Once heated, the stuff will boil off but a kind of dust will remain and act like
a lubricant. Stays there quite a while, I've seen the lubricant dust still there
after 100 hours in some cases. So a good interval is every 50 to 75 hours I'd
say.
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=235799#235799
________________________________________________________________________________
| From: | russ kinne <russ(at)rkiphoto.com> |
| Subject: | Re: Broken exhaust bracket |
Cristal
It seems obvious, but many people seem to forget that with a pusher
aircraft, ANYTHING that gets loose will go thru the prop. And usually
cause some damage. Replace anything that looks iffy, no matter how
many hours it has.
You can hardly go wrong with anti-seize; simply put it on threads
or mating surfaces, just enough to coat the surfaces. Any excess will
just paint a stripe on your prop, if you don't wipe it off.
Russ
On Mar 23, 2009, at 8:53 AM, cristalclear13 wrote:
>
>
>
> George Alexander wrote:
>> Cristal:
>> Know you've gotten lots of input since the posting..... but here's
>> a picture of my set up on my FSII. (R503).
>> If you go with the recommended bushings from CPS, don't forget the
>> backing washers.
>
>
> Thank you for the picture George. The more I think about it the
> more I think perhaps me and my friends remembered incorrectly. I
> wrote down everything I did as I took everything apart and laid
> things out in order as I took them apart, but when I took this
> piece apart it drew a lot of attention and I believe things may
> have gotten out of order (physically and in our minds). From now
> on I'll be taking pictures before I take things apart. :)
>
> I have a friend of a friend welding it for me since I don't weld.
> I'm sure he'll do a good job.
>
> Thanks for everyone's input and help. Again if anyone has used
> those barry mounts please let me know how it goes and what type/
> size should be used. Otherwise I suppose I'll go with the male/
> female rubber bushings I found in the CPS catalogue (with the
> backing washers).
>
> It may be time to replace my muffler springs as well. They are
> looking pretty rusty and I saw in the CPS catalogue where it says
> to replace them every 75 hours (Mark II manual says 100 hrs). My
> engine has almost 70 hours on it (don't know how old the muffler or
> springs are however). That doesn't look like an easy job. Maybe I
> should wait until after my Rotax class in a couple weeks to tackle
> that. I don't know how much anti-seize to put on the joint or
> where exactly.
>
> I don't suppose I'll be making it to that Ashburn fly-in this
> weekend. :(
>
> --------
> Cristal Waters
> Kolb Mark II Twinstar
> Rotax 503 DCSI
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=235789#235789
>
>
________________________________________________________________________________
| Subject: | Re: Broken exhaust bracket |
| From: | "cristalclear13" <cristalclearwaters(at)gmail.com> |
Just ordered the rubber bushings from Travis at Kolb (he's so nice). Gonna pick
up my muffler from the friend who welded it for me tonight.
Talked to Ronnie Smith at South MS Light Aircraft and he said it would be ok to
bring my muffler along to the Rotax class I'm taking the weekend after next and
we'll change out the springs right there in his shop.
--------
Cristal Waters
Kolb Mark II Twinstar
Rotax 503 DCSI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=235830#235830
________________________________________________________________________________
| Subject: | Re: Do you have to have a current chart and AFD for X country? |
| From: | "cristalclear13" <cristalclearwaters(at)gmail.com> |
grantr wrote:
> I do not recall seeing any requirements in the FAR/AIM regarding having a current
chart and AFD when flying cross country. I am planning on making the short
hop over to Ashburn to the fire ant festival on the 28th.
>
> I just want to be legal just in case someone is checking. I have an old chart
that went out of date 6 months ago and an old AFD from September 08.
>
> In my area things pretty much stay the same so I don't see a need to update
that often.
>
> Grant
Grant,
I knew I read something about this before and I found it again on the AOPA Flight
Training website. If you have trouble getting to it let me know:
http://flighttraining.aopa.org/cfi_tools/publications/inst_reports2.cfm?article=5846
--------
Cristal Waters
Kolb Mark II Twinstar
Rotax 503 DCSI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=235840#235840
________________________________________________________________________________
| Subject: | Re: Do you have to have a current chart and AFD for X country? |
| From: | "grantr" <grant_richardson25(at)yahoo.com> |
I always check DUATS prior to going out. So i get an update on the notams.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=235854#235854
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: MKIII Performance |
> I didn't know I could do that. I thought you were just trailing in
> formation, holding back. You and John W always stuck me out front so you
> could hang back, laugh, and keep a good eye on me.
>
> John Bickham
Folks:
Meet John B, the new flight lead for our flight to MV, the Rock House, and
other far flung parts of the world. ;-)
Better watch out now. I talked to Daryl at Warp Drive this morning. We
were going to recondition my blades, but I asked him for new 72" blades
instead. Now you gonna really see old Miss P'fer climb her heart out with
the big prop. It will be somewhat noisier, but will climb and cruise a
little better. Adding an inch to the tiny taper tips doesn't make much
difference in weight, but it does in performance.
john h
mkIII
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)msbit.net> |
| Subject: | Re: Broken exhaust bracket |
X-mailer: Pegasus Mail for Windows (4.41)
X-SpamReason %%SpamReason%%:
> > It may be time to replace my muffler springs as well.
snip.....
> The muffler springs can be easily replaced but it's crucial that you use the
right tool.
Rid yourself of the springs.
http://www.rotaxparts.net/scripts/prodView.asp?idproduct=324
You'll never look back and wonder if a spring is going to go thru the
prop (well, at least for pushers). A bit pricy but well worth the
expense. I've had two for several years.
Jim Baker
580.788.2779
405. 426.5377 cell
Elmore City, OK
________________________________________________________________________________
| From: | "Denny Rowe" <rowedenny(at)windstream.net> |
| Subject: | Re: Broken exhaust bracket |
The stainless springs from JBM last forever.
G Aman
Gary,
What and where is JBM?
Denny Rowe
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Alaska 2009 Flight Plans Postponed |
Decided to postpone plans for a return flight to Alaska this Summer.
Instead, Nell and I are going to pull the 5th wheel to Alaska, something we
have not been able to do since 1997.
Plans were already made to make a long flight to and from Monument Valley
with Gary H, John B, and Bruce C., prior to making the decision to fly to
Alaska this year. To complete that flight, fly back to Alabama, turn around
and head out for Alaska, was more than I wanted to do this year.
In 2004, I flew to Monument Valley and directly back to Alabama before
departure to Alaska. That worked out pretty good, cutting my time in the
air by many hours.
I'll consider flying back to Alaska next year, if I am up to it. If it does
not look like fun, I doubt I'll make the flight.
john h
mkIII
________________________________________________________________________________
| From: | "N111KX (Kip)" <n111kx(at)mindspring.com> |
I just read about Arty's trip in Sport Pilot. In case you missed here is a link.
http://www.lessonsfromtheedge.com/uladventure2009.htm
Hopefully we can "meet up" if/when she comes through Georgia.
Sounds like lot's of fun...!
Kip
--------
Kip
Firestar II, N111KX
Waiex, N111YX
Quickie 1, N111QX
Atlanta
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=235936#235936
________________________________________________________________________________
| Subject: | Re: Broken exhaust bracket |
| From: | zeprep251(at)aol.com |
Find JBM on e-bay .He is a custom rubber molder,makes carb mounting boots for
all rotax applications including HKS, 912 and some special stuff like a rotax
to mikuni socket.He is one of the founders of our club, North Coast Lite Flyers.He
flies a Chinook 2 with 582.He ships next day.330-678-9537,is his phone.
??????????????????? G Aman MK-3C Jabiru 2200A- 430 hrs
-----Original Message-----
From: Denny Rowe <rowedenny(at)windstream.net>
Sent: Tue, 24 Mar 2009 5:38 am
Subject: Re: Kolb-List: Re: Broken exhaust bracket
?
?
The stainless springs from JBM
last forever.
? G Aman
?
?
Gary,
What and where is JBM?
?
Denny Rowe
________________________________________________________________________________
| Subject: | Re: Alaska 2009 Flight Plans Postponed |
| From: | "Ralph B" <ul15rhb(at)juno.com> |
John,
Just think of all the wear and tear you will be saving on your 912. Alaska is a
pretty place to fly, but very unforgiving as you well know. Another way to think
of it is you can have a lot of fun traveling on the ground without the worry
of the weather, and be able to show Nell some of the places you've been.
Ralph
--------
Ralph B
Original Firestar 447
N91493 E-AB
22 years flying it
Kolbra 912UL
N20386
almost 1 year flying it
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=235950#235950
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Alaska 2009 Flight Plans Postponed |
> Just think of all the wear and tear you will be saving on your 912. Alaska
> is a pretty place to fly, but very unforgiving as you well know. Another
> way to think of it is you can have a lot of fun traveling on the ground
> without the worry of the weather, and be able to show Nell some of the
> places you've been.
>
> Ralph
Thanks, Ralph:
The engine can take it better than I can. ;-)
The Alaska flight in 2004, was fully funded by hauck's holler aviation (me),
as the 2009 flight would have been. Rather spend the money on Nell and I
and a summer in Alaska this year.
If I get fired up about it next year, I'll hop in Miss P'fer and make my
fourth flight to Alaska.
Nell will get to meet most of my friends on the way and in Alaska that were
made because of the Kolb airplane. We plan to drive the Dalton Highway to
Deadhorse/Purdhoe Bay. Jim Helmericks will fly over in his 206 and take us
the 40 sm back to Colville Village, his home on an island in the Colville
River Delta on the Artic Ocean, NW of Deadhorse. I have spent time with Jim
and Teanna Helmericks the last two flights to Alaska. Jim's Dad was Bud
Helmericks, an accomplished Alaska Bush Pilot and Author. Him Mom is also
an author. They both wrote about Alaska and the North Country around the
Brooks Range and the North Slope.
Then there is Jack Reakoff, a trapper in Wiseman, Alaska, north of Coldfoot,
AK, in the Arctic. I met Jack on the 1994 flight. I have been fortunate to
visit him every flight. Nell and I stopped in to see him at Wiseman in
1997, but he and the family had gone south to fish commercially for salmon.
Sure was sorry we missed him, but did get to visit with June Reakoff, his
Mom.
There's a string of other folks from Alabama to Alaska and back that I want
to stop and visit with. Folks that were friendly and hospitable to a guy
from Alabama in a little bitty airplane a long way from home.
Not upset or disappointed I am not going this year. Just could not get that
"fire in the pit of my stomach" urge to go.
Maybe next year.
john h
mkIII
________________________________________________________________________________
| Subject: | Re: Do you have to have a current chart and AFD for X country? |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
grantr wrote:
> I do not recall seeing any requirements in the FAR/AIM regarding having a current
chart and AFD when flying cross country. I am planning on making the short
hop over to Ashburn to the fire ant festival on the 28th.
>
> I just want to be legal just in case someone is checking. I have an old chart
that went out of date 6 months ago and an old AFD from September 08.
>
> In my area things pretty much stay the same so I don't see a need to update
that often.
>
> Grant
I've gone places before without current charts and I'll never do that again ;).
Even local flights you want the updated chart or GPS database. My GPS database
is something like 3 years old, and I lost the connector thing to update it.
So I always have a current chart at the very least and a current AFD if I can find
one (that's needed to be legal as well).
One of the local airports suddenly became towered just recently. I was flying with
a friend of mine in his RV on a trip and on the return trip we noticed a tower
directing traffic there on the comm....
My chart in my plane had expired only a couple weeks before, so after we landed
I went and got an updated one. Sure enough, there was the towered field on it.....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=236017#236017
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Do you have to have a current chart and AFD for X |
country?
At 05:06 PM 3/24/2009, lucien wrote:
>...So I always have a current chart at the very least and a current AFD if
>I can find one (that's needed to be legal as well).
>
>One of the local airports suddenly became towered just recently. I was
>flying with a friend of mine in his RV on a trip and on the return trip we
>noticed a tower...
Still, lots of changes will take effect _before_ the next chart cycle shows
it. That's why you're always "supposed" to get a briefing before every
flight (yeah, I know).
When I had the T-Craft, I didn't always bring along a chart (which may or
may not have been the very latest). However, whenever I bought a new chart
I would stick the next oldest one beneath the seat cushion, so I'd always
have _something_ just in case.
-Dana
--
A truly wise man never plays leapfrog with a unicorn.
________________________________________________________________________________
| Subject: | Re: Aero Electric Connection CD |
| From: | "nuckollsr" <bob.nuckolls(at)aeroelectric.com> |
The compact disc offered from the AeroElectric Connection website is an electronic
text (Adobe PDF) version of the book . . . plus a bonus pak of articles from
our website and other references. For a more complete description see:
https://matronics.com/aeroelectric/Catalog/pub/pub.html#CD-Book
This product is designed to be read in a Windows compatible computer using Adobe
Reader which is free at:
http://get.adobe.com/reader/
Some DVD players will find and play a collection of free audio books MP3 files
that are on the CD but a small part of the total data package.
I don't monitor this list-server so any questions or responses to this posting
should be sent to me directly at:
bob.nuckolls(at)matronics.com
Hope this clears up any misunderstandings!
Bob . . .
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=236060#236060
________________________________________________________________________________
| Subject: | Flying videos thermals! |
| From: | "grantr" <grant_richardson25(at)yahoo.com> |
I guess I am hard headed but I always wind up going out to fly in mid day conditions.
I hate getting up early and I hate going out late and getting home late
especially with the time change having it get dark around 8 so I choose to fly
in mid day conditions.
I don't know how rough it is in larger planes but it sure gives me a workout keeping
the wings level and the airspeed and altitude constant. The winds were not
bad at 5 to 10mph but thermals were!
Its fun though and I can climb over it. It has helped me flying in these conditions
to become more comfortable with the airplane. The rough air still makes
me a little nervous at times especially low on final when I get a good toss.
I have posted 21 videos! WOW I didnt realize I was enjoying this camera so much.:D
http://www.youtube.com/watch?v=i83zmWxqpZM&fmt=18
http://www.youtube.com/watch?v=3Gvs3PaElJM&fmt=18
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=236075#236075
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: Flying videos thermals! |
That kind of air brings up my only complaint regarding my Kolb.
Strong up/down drafts involve
what I consider to be excessive pitch changes and corrections.
Whether it is a symptom
of only my individual airplane is open to question. I would prefer
that the result of a
sudden boost from below would involve less noticeable speed and pitch
changes.
Wing leveling corrections are understandable and are common to all
craft but
watching the ASI go from 40 to 80 in a matter of seconds is not
comfortable.
BB, always bitchin about sumthin
I
On 25, Mar 2009, at 8:33 AM, grantr wrote:
>
>
> I guess I am hard headed but I always wind up going out to fly in
> mid day conditions. I hate getting up early and I hate going out
> late and getting home late especially with the time change having
> it get dark around 8 so I choose to fly in mid day conditions.
>
> I don't know how rough it is in larger planes but it sure gives me
> a workout keeping the wings level and the airspeed and altitude
> constant. The winds were not bad at 5 to 10mph but thermals were!
>
> Its fun though and I can climb over it. It has helped me flying in
> these conditions to become more comfortable with the airplane. The
> rough air still makes me a little nervous at times especially low
> on final when I get a good toss.
>
> I have posted 21 videos! WOW I didnt realize I was enjoying this
> camera so much.:D
>
> http://www.youtube.com/watch?v=i83zmWxqpZM&fmt=18
>
> http://www.youtube.com/watch?v=3Gvs3PaElJM&fmt=18
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=236075#236075
>
>
________________________________________________________________________________
| From: | "Ed Chmielewski" <edchmiel(at)mindspring.com> |
| Subject: | Re: 100LL fuel additive |
Hi,
I used Marvel in the fuel of British sports cars in the '70's.
Seemed to prevent sticking valves, didn't seem to hurt. I use their Air
Tool oil as an after-run oil on RC 2-strokes, works great.
Ed in JXN
----- Original Message -----
From: herb
To: kolb-list(at)matronics.com
Sent: Saturday, March 21, 2009 4:49 PM
Subject: Re: Kolb-List: 100LL fuel additive
Reading on the net...appears that MMO has phosphorous as its active
ingredient... Dump a few ozs in the tank and carbon and sticky rings are
a thing of the past...I also toss one oz over my left shoulder... :-)
Herb
WHAT IS IT?
My own understanding from earlier articles on the subject is that
Marvel Mystery Oil is a light viscosity oil, roughly equivalent to an
SAE 3W, containing (among other things) about 20 percent solvent
(probably mineral spirits), dye, wintergreen for smell, and 790 PPM of a
phosphorous additive.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Flying videos thermals! |
> Wing leveling corrections are understandable and are common to all
> craft but
> watching the ASI go from 40 to 80 in a matter of seconds is not
> comfortable.
> BB, always bitchin about sumthin
Hey Bob!
Might be that unconventional power plant. ;-)
Seriously, and I'll try my best to be, that is not a common problem with
Kolb aircraft, of any model, that I am aware of.
I don't like rough air either, but in most cases, if you are going to get
where you are going, ya gotta fly...
John W and I had a unwritten law of anything over 25 mph ground speed was
reason for staying on the ground. We demonstrated that May 2008, when we
spent three days waiting for the wind to subside at Ontario, OR. The wind
averaged about 45 mph for all three days and nights. Got used to walking
around at odd angles.
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Flying videos thermals! |
> John W and I had a unwritten law of anything over 25 mph wind speed on
the ground was
> reason for staying on the ground. We demonstrated that May 2008, when we
> spent three days waiting for the wind to subside at Ontario, OR. The wind
> averaged about 45 mph for all three days and nights. Got used to walking
> around at odd angles.
>
> john h
> mkIII
The above is what I meant, but not what I wrote in my original post.
john h
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: Flying videos thermals! |
I am guilty of flying too low also. 25 mph wind over the flatlands
is fine.
When the terrain is bumpy it's time to climb.
The lumpiest part of most of my rides is when I descend to the
rolling hillsides
returning to my home strip.
BB
On 25, Mar 2009, at 10:32 AM, John Hauck wrote:
March 11, 2009 - March 25, 2009
Kolb-Archive.digest.vol-ib