Kolb-Archive.digest.vol-ii
June 25, 2009 - July 12, 2009
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Cayuna 430 and Pterodactyl |
At 05:41 PM 6/25/2009, Ron @ KFHU wrote:
>Well I am back and well after hanging under that 30+ year old Dacron for
>an hr and some minutes. The Bulb I got from Kolb worked just fine, the old
>Cuyuna worked without once sputtering. Whatever we did took care of the
>issues...
Cool! I'd still suggest getting rid of the bulb and adding a plunger
primer. I have become convinced primer bulbs are evil, and will never
again put one on any aircraft (I still have them on my PPG's, but an engine
out in a PPG is generally a non event, and I'll replace them with plungers
when they wear out).
>One more problem though, on anything more than 60% power it just
>powerfully wants to climb, and I am not about to snap one of them
>connecting roads by forcing the canard down, it already looks like its
>under strain, not to mention my arm pushing forward on the stick.
Just be careful. As I'm sure you know, it's easy to exceed Vne in level
flight in a 'Dac, and a depressing number of pilots have died this
way. (Yes, John, I know this isn't the Pterodactyl list, so I say... do
not archive.)
-Dana
--
In America, anyone can become president. That's one of the risks you take.
________________________________________________________________________________
| From: | "Tony Oldman" <aoldman(at)xtra.co.nz> |
| Subject: | Re: Alvord photo 2009 |
I also have jury struts
Downunder
MK111c
----- Original Message -----
From: Robert Laird
To: kolb-list(at)matronics.com
Sent: Friday, June 26, 2009 6:54 AM
Subject: Re: Kolb-List: Re: Alvord photo 2009
I have jury struts on my MkIII.
-- Robert
On Thu, Jun 25, 2009 at 10:26 AM, John Hauck
wrote:
Those are streamlined 4130 jury struts. When I was building my
MKIII at Old Kolb in 1991, Homer Kolb asked me to install jury struts
that were in the plans. Although the factory MKIII did not have them
installed, Homer asked me to put them on my MKIII. I had not planned on
using them. He told me if I installed them it would encourage others to
install them. Don't think I have ever seen another Kolb with jury
struts. They did save my left lift strut when I wiped out the landing
gear at Muncho Lake, BC, in 2000. When the gear leg/axle socket failed,
the aircraft dropped down with the lift strut landing on top of the left
main tire. The lift strut would have been bent had the jury strut not
been installed.
john h
mkIII
Nice photo, John. What are those straight lines going
from the wing to the halfway point on the wing struts?
Bill Sullivan
get="_blank">http://www.matronics.com/Navigator?Kolb-List
tp://forums.matronics.com
_blank">http://www.matronics.com/contribution
________________________________________________________________________________
| From: | "Denny Rowe" <rowedenny(at)windstream.net> |
| Subject: | Re: Alvord photo 2009 |
me too
D Rowe
----- Original Message -----
From: Robert Laird
To: kolb-list(at)matronics.com
Sent: Thursday, June 25, 2009 2:54 PM
Subject: Re: Kolb-List: Re: Alvord photo 2009
I have jury struts on my MkIII.
-- Robert
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
| Subject: | Re: Alvord Photo 2009 |
It , The pic of miss Pfer , is now my desktop background and I think a lot
of we "Kolbers" should use it as such ,- at least for a while !!!!!!!just
out of respect for the "Hauck" and one FINE- KOLB=0A=0A=0A=0A=0A________
________________________=0AFrom: ces308 <ces308(at)ldaco.com>=0ATo: kolb-list@
matronics.com=0ASent: Thursday, June 25, 2009 8:21:38 PM=0ASubject: Kolb-Li
es308(at)ldaco.com>=0A=0AJohn.....That is a COOL picture ! That one should be
hanging on a wall somewhere!! =0A=0Achris ambrose=0AM3X/jab- 29.0hrs=0A
=0A=0A=0A=0ARead this topic online here:=0A=0Ahttp://forums.matronics.com/v
- - - - - - - - - - - - -Matt Dralle, List Admin.
======0A=0A=0A
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
>
>
>Five or 10 mph in the speed range we land is not going to make a lot of
>difference in surviving the landing or not.
>
John,
Say you touch down at 50 mph verses 40 mph, there is an kinetic energy
reduction of 35 percent for the same gross weight.
If one compares landing at 50 mph at 1000 pound gross weight to 40 mph with
500 pound gross weight, the kinetic energy reduction will be 68
percent.
Now compare the 50 mph at 1000 pound gross weight to 30 mph with 500 gross
weight (FireFly), the kinetic energy reduction will be 82 percent.
Given equal piloting abilities, who do you think is most likely to come out
of a botched up landing in the best shape?
Fly safe.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
> Given equal piloting abilities, who do you think is most likely to come
out
> of a botched up landing in the best shape?
>
> Jack B. Hart FF004
I don't know, Jack.
Probably be pretty hard to find two pilots with the same piloting abilities.
john h
mkIII
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
----- Original Message -----
From: JetPilot
To: kolb-list(at)matronics.com
Sent: Thursday, June 25, 2009 3:25 PM
Subject: Kolb-List: Re: Thank you
John H,
What kind of VG's does Larry have ? The only time I have seen
reports that VG's have had little effect is when they have been made at
home, not the exact same size and shape, or when they have been put on
incorrectly. Like I said, as with anything in aviation, they must be
put on to precise tolerances or they wont work very well.
I had intended to stay out of this windmill jousting since it closely
resembles pissing in the wind, but since my "Shackleford designed" VG's
have been maligned not to mention impugned, I have no recourse other
than to reply.
Mine are made of lexan and the reduction in stall is almost 14 MPH.
You may pay someone to make them for you, but thank, you mine work just
fine. I met Joa at a Alvord fly-in and while he is most likely a very
nice man and an smart one as well, he is still a salesman.
John mentioned an incident wherein I "busted my butt" by getting too
slow and low. This unfortunately is true, but the part that he left out
is that it is my belief that if I had not had my "home made VG's" I
would have impacted the ground nose down rather than in a level
attitude. Unfortunately an early model of axle fitting couldn't take the
strain and snapped off, thus burying my gear leg into the ground. I
remained too modest to make a "BRS claim" of a life saving event due to
my "Shackleford VG's". :-)
John's plane is set up to suit his style of flying and his skill
level. Mine with VG's, and big wheels is setup for mine and my country.
My skill level is in no way comparable to John's, I only have about 460
hours in these airplanes, and the VG's help me make up for some of that.
They are by no means miracle workers for your plane, but they will give
you a bit of a forgiving edge. The primary reason that I want them and
need them is that some of the places that I want to land in do require a
short roll out, and it is my fervent hope that if ever I am forced down
in the Sage again, I will be able to keep the shiny side up.
Having said all that, trying to convince John that he needs them is a
waste of time, he doesn't need them. He has never said that they don't
work, only that "he doesn't need them". Roger Hankins has a KXP that he
took the VG's off of after using them for a while. His plane will still
land shorter without than mine will with. Now whether or not that would
still be true if he were flying my plane and I his, but it still remains
that his plane without VG's performs just as well or better than mine,
with them.
Now all of you should keep in mind that opinions are like "anal
orifices", every body has one, not every body wants two of them. :-)
Larry C
________________________________________________________________________________
| From: | "dalewhelan" <dalewhelan(at)earthlink.net> |
I expect I am the yahoo mentioned in other posts, if you look at my signature you
will see why I am not too bothered by it.
If anyone cares about the opinion of a low time pilot, (only 130 hours flight time)
the reason for me impacting the ground was low airspeed. I was not stalled
and I had good roll control with the ailerons, I was in sink and going too
slow. Just my opinion, but I was there.
I am new to the flying community, in a way.
I find the large number of hostile responses and name calling kind of odd.
I read the purpose of this forum is to promote camaraderie. I don't feel it so
much here. I do like the people I have met in person so far.
--------
Dale Whelan
503 powered Firestar II
Projection, A simple and interesting Psychological concept
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=250098#250098
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
----- Original Message -----
From: dalewhelan
To: kolb-list(at)matronics.com
Sent: Thursday, June 25, 2009 10:25 PM
Subject: Kolb-List: Re: Thank you
I find the large number of hostile responses and name calling kind of
odd.
I read the purpose of this forum is to promote camaraderie. I don't
feel it so much here. I do like the people I have met in person so far.
--------
Dale Whelan
503 powered Firestar II
Projection, A simple and interesting Psychological concept
Hi,
I met you at MV, didn't have much time to get very well acquainted
however. I am having a bit of trouble understanding just what it is that
you are looking for. Actually my perception is that it doesn't take much
to hurt your feelings. I have read every post that you have taken
offence at, and haven't been aware of any hostilities other than yours.
I will agree however that with some on this list there is the tendency
to have trouble with accepting "no thank you, I'll do it my way", but
the only people who generally are met with hostility are the "expert"
types.
Sorry you aren't having fun.
Larry C
________________________________________________________________________________
| From: | Sky Biker Richardson <smlplanet(at)msn.com> |
Like so many others here I have been very happy with my VG's and been flyi
ng over a year with them and installed with the carpet tape and no problems
.
Has any one experimented with them on the tail section to help keep the tai
l from dropping at low stall speeds? I do a lot of short field take off's a
nd landings in cross winds with only one way in and one way out which was t
o tight with out the VG's.
MK111c/912UL
SW Florida
> Subject: Kolb-List: Re: R: VGs
> From: leecannon(at)telus.net
> Date: Thu=2C 25 Jun 2009 07:26:03 -0700
> To: kolb-list(at)matronics.com
>
>
> Kolb Mark II=2C Hks 700 E=2C 550 lbs empty=2C 180 lb pilot=2C 2000'asl. I
nitial flights with no vg's I was surprized and unhappy with my high stall
speed of 38 mph power off. I added vg's as an experiment with low expectati
ons. You should have seen my face when I landed after the first flight with
vg's. Ten dollars worth of hardware store flashing and a days messing arou
nd and my stall dropped minimum 10 mph. That's right TEN mph ! TEN DOLLARS
- TEN MPH. Stall characteristics did not change that much - clean break aro
und 26=2C but will mush along in full control right down to 26.
> The advantages here are obvious. The disadvantages are minuscule. Top spe
ed does not seem affected=2C but my testing would not be very accurate as m
y plane is easily goes over vne=2C and low speed is my focus=2C so I didn't
do very scientific testing. I thought washing the wing would be a hassle b
ut the soft bristle brush I use doesnt seem to notice the vg's.
> If anyone wants to make there own I'll send you a pattern one and instruc
tions. I tested different adhesives and decided upon indoor/outdoor carpet
tape from wallmart. It's sticky shit that is never coming off and is much c
leaner to use than any liquid adhesive ( just happens to come in a roll the
same width as the vg's). I put a rivet in the ones in front of the prop ju
st in case but in hindsite I don't think it was necessary. Try it you'll li
ke it !! Rob Cannon [Laughing]
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=249950#249950
>
>
>
>
>
>
>
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>
>
>
________________________________________________________________________________
| Subject: | Re: Cayuna 430 and Pterodactyl |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Fellow Kolbers,
This discussion about primer types begs the question of what the primer is being
used for and how it is installed. I expect this is going to start a lively discussion
but so be it (or maybe not). Most of the primer installations I've seen
on 2-stroke engines are being used as a manual pump to fill the float bowl,
but that is not what they are intended for.
The intended purpose of a primer is to get fuel into the intake (not the float
bowl), which enables an easy and quick start up when cold. See attached image
from Rotax installation manual. This can also be accomplished with a functional
enricher like Bing carbs have. On my last FS I installed a primer squeeze bulb
from West Marine in the way that ROTAX says to do it, plus a shut-off valve
since I used it only for starting and wanted it completely isolated from the
main fuel delivery system when not being used for a cold start. I used this in
lieu of the enricher. Notice in the Rotax image that the primer is connected
to the carburetor primer fitting, not in line to the float bowl. On Type Certificated
airplanes, the primer line generally go straight to one or more intake
manifold tubes, downstream of the carburetor.
I'm not saying anyone else should do it this way, but Rotax does. In my experience,
once the engine fires off with a bit of raw fuel (primer or enricher) the
engine driven pump will maintain a full float bowl and the engine will start
and run as intended.
--------
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=250115#250115
Attachments:
http://forums.matronics.com//files/primer_188.tif
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
> If anyone cares about the opinion of a low time pilot, (only 130 hours
flight time) the reason for me impacting the ground was low airspeed. I was
not stalled and I had good roll control with the ailerons, I was in sink and
going too slow. Just my opinion, but I was there.
> Dale Whelan
Dale:
One of the fine characteristics of Kolb aircraft is the ability to do
exactly what you describe above, a mush/stall.
You still have roll control because the outboard ends of the wings, that
also have the ailerons attached, have not completely stalled.
When this happens, close to the ground, you are finished flying because
there is not enough altitude to get the nose down to get out of the stall.
You and your girlfriend are very fortunate the nose did not drop.
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Dale:
Where???
I seem to have missed all this hostility and name calling.
We have lively discussions and do not always agree on everything.
Occasionally, we have a new guy, or someone who does not post very
often, raise a little Hell.
I like to share what I do and how I do it, rather than tell folks that
this is the best, worst, or only way to do something.
There is a lot of reinventing of the wheel here. Some of us that have
been messing with Kolbs for a while probably have made the same mistakes
and found cures years ago.
All in all, I think we are a pretty good group, especially when we get
together at a couple of our Kolb flyins.
john h
mkIII
I find the large number of hostile responses and name calling kind
of odd.
I read the purpose of this forum is to promote camaraderie. I don't
feel it so much here. I do like the people I have met in person so far.
--------
Dale Whelan
________________________________________________________________________________
| From: | "Ralph B" <ul15rhb(at)juno.com> |
planecrazzzy wrote:
> Seafoam has Finally met it's match with VG thread...
> .
> .
> Gotta Fly...
> Mike & "Jaz" in MN
Someone mention Seafoam?
My Original Firestar doesn't have VG's and it stalls at 20mph indicated airspeed.
The Kolbra has them and stalls at 45mph solo and 50mph with a passenger. On
landing, there have been times where it drops suddenly if I get it too slow.
The Firestar has more of a mush when it gets into ground effect. I'm not sure
if the VG's were installed right or not as I didn't build it. There are VG's underneath
the elevator just ahead of the hinges. I'm been tempted to remove them.
Ralph
--------
Ralph B
Original Firestar 447
N91493 E-AB
22 years flying it
Kolbra 912UL
N20386
1 year flying it
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=250146#250146
________________________________________________________________________________
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
dalewhelan wrote:
> I find the large number of hostile responses and name calling kind of odd.
>
>
The trick there is to Just Say No to Ad Hominum attacks and stick to the facts
and information. In the last salvo, you were the one who initiated the small amount
of name calling that did go on. I tend to take a no-participation policy
on that to start with and just concentrate on the information at hand in the
thread.
Being well-liked or respected by others as a "real" pilot is not my business anymore.
I don't take chances with my equipment or my life to achieve status anymore,
even tho that rankles some. Too bad.
Just something that works for me, don't necessarily suggest it to you.
>
> I read the purpose of this forum is to promote camaraderie. I don't feel it so
much here. I do like the people I have met in person so far.
Sharing of information that can save your airplane and/or your life takes precedence
over camaraderie by a long, long ways IMO. Speaking personally, I don't
mind tweaking a few noses and perhaps being looked down upon for the way I fly
if I can help keep someones' plane out of the dirt or worse the pilot possibly
out of the hospital. I'd rather we all continue to fly for fun than being well-liked
or well-respected.
But like I said, noone has to believe me. I'm just an old(ish) ultralighter who
has learned a few things about keeping a light aircraft flying and avoiding survival
exercises - I also happen to not be shy about sharing my experience there
when I see someone doing something potentially expensive or even life-threatening.
But that's all it is, a sharing of my experience. Thus it's worth what
you paid for it.
"Just the fact's, ma'am, just the facts"
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=250157#250157
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Boyd:
That could be the reason some folks haul "ballast" in their Kolbs.
john h
mkIII
If you can hover with 3 sets.. Try 4.
The negative airspeed take off and landings must have some
application.
Boyd Young
________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
[quote="lucien"]
dalewhelan wrote:
>
>
> I don't take chances with my equipment or my life to achieve status anymore,
even tho that rankles some. Too bad.
>
> LS
I have been waiting to see videos of Lucien doing loops, rolls, and spins in his
Titan but nothing yet... I also have been wanting to see how the Titan will
handle those 50 MPH gales they have in New Mexico and the extreme flight reports
! We need to get Lucien back in his competitive spirit again ;)
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=250166#250166
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
There are VG's underneath the elevator just ahead of the hinges. I'm been
tempted to remove them.
>
> Ralph
Take them off the horizontal stabilizer and put them on your helmet.
Ask Buford. They worked for him. I think you also need a great big old
cigar to complete the flight suit.
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
I also have been wanting to see how the Titan will handle those 50 MPH
gales they have in New Mexico and the extreme flight reports ! We need to
get Lucien back in his competitive spirit again ;)
>
> Mike
Don't hold your breath. Lucien is too smart to fly in those kinds of winds.
Only uneducated, inexperienced Kolbers from Alabama and Louisiana fly in
those conditions. If we had known better, we would have had the MV flyin in
Mississippi, this year, so we wouldn't have to encounter NM winds.
john h
mkIII - Haven't flown in nearly a month. Hope my mkIII is still in the
hanger. ;-(
________________________________________________________________________________
| From: | "b young" <by0ung(at)brigham.net> |
There are VG's underneath the elevator just ahead of the hinges. I'm been
tempted to remove them.
Ralph
>>>>>>>>>>>>>>>>>>>>>.
I think I would leave them on. The tail plane is designed to create a
downward force in order to keep the plane at the desired attitude. If the
vg's help with a lower airspeed, there would be a decrease in the
effectiveness of the tail plane. (possibly restored by the vg's in this
area) This would be more pronounced at the forward edge of the cg envelope
where more downward force is required.
Boyd Young
________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Lucien,
Good videos of the takeoff and landings ! I had not seen that before. Do you have
a heater in the Titan ? I see snow beside the runway [Shocked]
I am with you on taking it easy, I am one of the first to call it a day and stay
on the ground when it starts to get rough and windy ( unless I am at work and
have to fly ). I do this for fun, and if I'm not having fun I don't fly.
I used to do a lot of aerobatics, I owned a Cessna 150 aerobat, it was a blast,
I would tear it up every time I flew, which was almost every day :) I really
miss aerobatics. I have taught quite a few guys aerobatics and EVERY single
person made the same mistake on the first rolls. When you are starting to
get inverted, and inverted, and until you start to get level, you must push forward
on the stick. Everyone just keeps full aileron in, but just goes neutral
on the elevator, which results in a high speed dive and high speed pullout.
I have seen 160 MPH and 5.5 G's on the pullout when guys fall out of the roll.
Make sure to push that stick forward until you feel yourself hanging in the
belts as soon as you start to get inverted and keep it there so that you don't
fall out the bottom. Once you get the hang of it, you can do a roll with almost
no stress on the airplane, and no negative G's, but everyone screws it up
and tries to keep to much positive G's, and falls out the first time. You will
be fine with even just a little bit of instruction, but instruction is required
!
Keep the videos coming, even though its not Kolb its always great to see the videos,
it beats watching Oprah in the mornings :)
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=250200#250200
________________________________________________________________________________
| From: | "Ron @ KFHU" <captainron1(at)cox.net> |
I remember several people talking about Tennessee Propellers, so for my replacement
I called them up Wednesday Morning early and see if they got a prop for me.
A fellow there Steve was talking with me, gave him all the dimensions and so
on, he called later said he has a prop for me. Placed a rush order on it FEX
O.N. . Well it came in Today a day late, and with the wrong hole pattern. It
seems that they only work there half day as anytime I call after 10am my time,
or noon their time, no one is answering the phone.
The prop is nice it came with a nick on the trailing age near the tip of one blade.
Seems like them boys there are not focused 100% on shop stuff. Is there anyone
else that can do wood props or they are pretty much all we got for vintage wood
props.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
> Those two guys and their remarks have always stuck with me...
>
> Not Kolb related so....
>
>
> LS
Lucien:
A fair weather flyer will remain a fair weather flyer, unless he is trained
and current in other weather conditions.
I would be the last person to encourage others to get into situations that
are beyond their limits. However, the only way to learn and stay
proficient, at other than fair weather, is to get out, learn, and train in
challenging conditions.
The primary reason I try to stay proficient, in all types of weather, is the
chance of getting caught out in it. Very easy to do. If I am not
comfortable in these situations, I am bound to make mistakes.
I have a 25 mph wind limit, but there are times when I have no choice but to
fly in far greater wind conditions. I want to be comfortable and proficient
enough to get home safe and sound.
If I was primarily a local, fair weather flyer, I'd make it a point to get
out and at least do some pattern work, especially during breezy New Mexico
conditions.
Flying is a high risk sport, especially in something one has built in his
basement. I know how my airplanes are built, except when I am flying
others.
If flying was not risky, exciting, challenging, fun, and adventuresome, I'd
stick to dirt bikes, ATVs, and mountain biking.
I had the chance to see some Kolb pilots from Lousiana fly out West, clear
up into Oregon. I watched them encounter weather conditions that most
pilots would only dream about. My two Cajun buddies did an outstanding job
of flying, max gross, for the first time, and surviving, in their Kolb
MKIII's, through deserts and the Rocky Mountains. I have flown out there
many times, and I was screwing up more than they were. ;-) We had a blast.
john h
mkIII
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
Ron=2C
You might call Valley Engineering in Rolla=2C MO. I just met the whole b
unch of them about two weeks ago. They are truly a family operation=2C fro
m Gene=2C the eldest=2C and his wife=2C to his son (I think his name was La
rry)=2C and Larry's sons and daughter-in-laws.
They gave me the dime tour of their entire operation. They fabricate ent
ire airplanes=2C convert VW engines=2C make belt redrive units for VWs and
Generac engines=2C and lastly=3B they bought out Culver Props awhile back
=2C and now they produce them.
One of the daughter-in-laws was laying out maple planks=2C for laminating
a huge 8 foot prop blank for an order that had to go out that day. She sh
owed me the order. I said "hmm=2C mahogany throughout". She said "oh my g
osh=2C I didn't see that. You just saved me from making a maple prop!!" (
cute story=2C not trying to put them down. She would have caught it soon e
nough)
At any rate=2C do an internet search for Valley Engineering. They'll fix
you up with a good wood prop. Tell 'em Mike Welch sent ya.
Mike Welch
> Date: Fri=2C 26 Jun 2009 14:00:31 -0400
> From: captainron1(at)cox.net
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: T.N. Props
>
>
> I remember several people talking about Tennessee Propellers=2C so for my
replacement I called them up Wednesday Morning early and see if they got a
prop for me. A fellow there Steve was talking with me=2C gave him all the
dimensions and so on=2C he called later said he has a prop for me. Placed a
rush order on it FEX O.N. . Well it came in Today a day late=2C and with t
he wrong hole pattern. It seems that they only work there half day as anyti
me I call after 10am my time=2C or noon their time=2C no one is answering t
he phone.
> The prop is nice it came with a nick on the trailing age near the tip of
one blade.
> Seems like them boys there are not focused 100% on shop stuff. Is there a
nyone else that can do wood props or they are pretty much all we got for vi
ntage wood props.
>
===========
===========
===========
===========
>
>
>
_________________________________________________________________
Windows Live=99 SkyDrive=99: Get 25 GB of free online storage.
http://windowslive.com/online/skydrive?ocid=TXT_TAGLM_WL_SD_25GB_062009
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
My old flying buddy called it the "empty the ashtrays" maneuver.
BB
On 26, Jun 2009, at 1:55 PM, JetPilot wrote:
>
> Lucien,
>
> Good videos of the takeoff and landings ! I had not seen that
> before. Do you have a heater in the Titan ? I see snow beside the
> runway [Shocked]
>
> I am with you on taking it easy, I am one of the first to call it a
> day and stay on the ground when it starts to get rough and windy
> ( unless I am at work and have to fly ). I do this for fun, and if
> I'm not having fun I don't fly.
>
> I used to do a lot of aerobatics, I owned a Cessna 150 aerobat, it
> was a blast, I would tear it up every time I flew, which was
> almost every day :) I really miss aerobatics. I have taught
> quite a few guys aerobatics and EVERY single person made the same
> mistake on the first rolls. When you are starting to get inverted,
> and inverted, and until you start to get level, you must push
> forward on the stick. Everyone just keeps full aileron in, but
> just goes neutral on the elevator, which results in a high speed
> dive and high speed pullout. I have seen 160 MPH and 5.5 G's on
> the pullout when guys fall out of the roll. Make sure to push that
> stick forward until you feel yourself hanging in the belts as soon
> as you start to get inverted and keep it there so that you don't
> fall out the bottom. Once you get the hang of it, you can do a
> roll with almost no stress on the airplane, and no negative G's,
> but everyone screws it up and tries to keep to much positive G's,
> and falls !
> out the first time. You will be fine with even just a little bit
> of instruction, but instruction is required !
>
> Keep the videos coming, even though its not Kolb its always great
> to see the videos, it beats watching Oprah in the mornings :)
>
> 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=250200#250200
>
>
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
www.landshorter.com
If you decide to use them on the underside of your horizontal
stabilizer to improve
your flare then you will place them about 1" apart and just in front
of the elevator.
In all cases the VG's are placed at a precise angle to the airstream
and are aligned
and spaced with the included templates
At 01:06 PM 6/26/2009, you wrote:
>
>There are VG's underneath the elevator just ahead of the hinges. I'm been
>tempted to remove them.
>
>Ralph
>
> >>>>>>>>>>>>>>>>>>>>>.
>
>I think I would leave them on. The tail plane is designed to create a
>downward force in order to keep the plane at the desired attitude.
>
>Boyd Young
________________________________________________________________________________
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
Ron, I second the opinion Mike Welch gave you on the Valley Engineering
folks doing Culver Props. About 10 years back I bought a Culver Prop for a
LongEZ project (pre VE Culver). I bought it from a reputable fellow who had
been keeping it under the bed for the day he needed a spare. It had been
designed using the Don Bates "Prop Optimizer" software and was supposed to
be just the ticket for up to 125 HP. Skip ahead a few years and I was
getting ready to move and clearing out old projects. I sold the prop to a
Varieze owner who wanted a spare prop. He mounted it and said it was okay,
just nothing special on his O-235 C1 Lyc at 108 HP. He called Valley
Engineering who had just bought the Culver business and they offered to take
a look at it and see if there was anything that could be done to improve it.
Mike got the prop back, put it on and was amazed to find the prop was not
only perfectly smooth, but his Varieze was now 40 knots faster than before.
Best thing was, all it cost was mailing. VE didn't charge him a dime.Skip
ahead a few years more and I told this story to someone here on the Kolb
list. Forgive me I don't remember who it was, it might have been Grant, but
while he didn't get that level of improvement he did get back an improved
prop for the same cost as Mike paid.
So yeah, the guys at Valley Engineering seem to know what they're doing and
they treat folks right.
Rick
On Fri, Jun 26, 2009 at 1:00 PM, Ron @ KFHU wrote:
>
> I remember several people talking about Tennessee Propellers, so for my
> replacement I called them up Wednesday Morning early and see if they got a
> prop for me. A fellow there Steve was talking with me, gave him all the
> dimensions and so on, he called later said he has a prop for me. Placed a
> rush order on it FEX O.N. . Well it came in Today a day late, and with the
> wrong hole pattern. It seems that they only work there half day as anytime I
> call after 10am my time, or noon their time, no one is answering the phone.
> The prop is nice it came with a nick on the trailing age near the tip of
> one blade.
> Seems like them boys there are not focused 100% on shop stuff. Is there
> anyone else that can do wood props or they are pretty much all we got for
> vintage wood props.
>
>
________________________________________________________________________________
| From: | "Ralph B" <ul15rhb(at)juno.com> |
www.landshorter.com
> If you decide to use them on the underside of your horizontal stabilizer to
improve your flare then you will place them about 1" apart and just in front of
the elevator. In all cases the VG's are placed at a precise angle to the airstream
and are aligned and spaced with the included templates. Boyd
>
> >>>>>>>>>>>>>>>>>>>>
>
> There are VG's underneath the elevator just ahead of the hinges. I've been tempted
to remove them.
>
> Ralph
>
> >>>>>>>>>>>>>>>>>>>>
>
> I think I would leave them on. The tail plane is designed to create a
> downward force in order to keep the plane at the desired attitude.
>
> Boyd Young
Boyd, I'm not sure they are doing any good as I don't know of too many Kolbs that
have VG's underneath the stabilizer. I probably won't remove them, but as I
say "I'm tempted to".
Ralph
--------
Ralph B
Original Firestar 447
N91493 E-AB
22 years flying it
Kolbra 912UL
N20386
1 year flying it
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=250293#250293
________________________________________________________________________________
| From: | Ellery Batchelder Jr <elleryweld(at)aol.com> |
Kolbers ?it looks like I will be headed south soon to pick up a M3-Classic from
Florida I am sure that Plane will do me well
I got burned out Building eveyone elses airplanes and kept working on others instead
of my own and decided that I could buy one all flying Cheaper than Building
my MK3Xtra so I will be selling the kit I have and I will be haunting the
sky's again in a week or so
oh This one doesnt have VG's just the way I like it
Ellery in Maine
-----Original Message-----
From: John Hauck <jhauck(at)elmore.rr.com>
Sent: Fri, Jun 26, 2009 2:58 pm
Subject: Re: Kolb-List: Re: Thank you
?
?
> Those two guys and their remarks have always stuck with me...?
>?
> Not Kolb related so....?
>?
>?
> LS?
?
Lucien:?
?
A fair weather flyer will remain a fair weather flyer, unless he is trained and
current in other weather conditions.?
?
I would be the last person to encourage others to get into situations that are
beyond their limits. However, the only way to learn and stay proficient, at other
than fair weather, is to get out, learn, and train in challenging conditions.?
?
The primary reason I try to stay proficient, in all types of weather, is the chance
of getting caught out in it. Very easy to do. If I am not comfortable in
these situations, I am bound to make mistakes.?
?
I have a 25 mph wind limit, but there are times when I have no choice but to fly
in far greater wind conditions. I want to be comfortable and proficient enough
to get home safe and sound.?
?
If I was primarily a local, fair weather flyer, I'd make it a point to get out
and at least do some pattern work, especially during breezy New Mexico conditions.?
?
Flying is a high risk sport, especially in something one has built in his basement.
I know how my airplanes are built, except when I am flying others.?
?
If flying was not risky, exciting, challenging, fun, and adventuresome, I'd stick
to dirt bikes, ATVs, and mountain biking.?
?
I had the chance to see some Kolb pilots from Lousiana fly out West, clear up into
Oregon. I watched them encounter weather conditions that most pilots would
only dream about. My two Cajun buddies did an outstanding job of flying, max
gross, for the first time, and surviving, in their Kolb MKIII's, through deserts
and the Rocky Mountains. I have flown out there many times, and I was screwing
up more than they were. ;-) We had a blast.?
?
john h?
mkIII ?
?
?
________________________________________________________________________________
| From: | russ kinne <russ(at)rkiphoto.com> |
Ellery
Congratulations man! Good to think you'll be in the air again soon
Fly safe, fair winds,
Russ
On Jun 27, 2009, at 6:01 AM, Ellery Batchelder Jr wrote:
> Kolbers it looks like I will be headed south soon to pick up a M3-
> Classic from Florida I am sure that Plane will do me well
> I got burned out Building eveyone elses airplanes and kept working
> on others instead of my own and decided that I could buy one all
> flying Cheaper than Building my MK3Xtra so I will be selling the
> kit I have and I will be haunting the sky's again in a week or so
> oh This one doesnt have VG's just the way I like it
>
> Ellery in Maine
>
>
> -----Original Message-----
> From: John Hauck <jhauck(at)elmore.rr.com>
> To: kolb-list(at)matronics.com
> Sent: Fri, Jun 26, 2009 2:58 pm
> Subject: Re: Kolb-List: Re: Thank you
>
>
> > Those two guys and their remarks have always stuck with me...
> >
> > Not Kolb related so....
> >
> >
> > LS
>
> Lucien:
>
> A fair weather flyer will remain a fair weather flyer, unless he is
> trained and current in other weather conditions.
>
> I would be the last person to encourage others to get into
> situations that are beyond their limits. However, the only way to
> learn and stay proficient, at other than fair weather, is to get
> out, learn, and train in challenging conditions.
>
> The primary reason I try to stay proficient, in all types of
> weather, is the chance of getting caught out in it. Very easy to
> do. If I am not comfortable in these situations, I am bound to make
> mistakes.
>
> I have a 25 mph wind limit, but there are times when I have no
> choice but to fly in far greater wind conditions. I want to be
> comfortable and proficient enough to get home safe and sound.
>
> If I was primarily a local, fair weather flyer, I'd make it a point
> to get out and at least do some pattern work, especially during
> breezy New Mexico conditions.
>
> Flying is a high risk sport, especially in something one has built
> in his basement. I know how my airplanes are built, except when I
> am flying others.
>
> If flying was not risky, exciting, challenging, fun, and
> adventuresome, I'd stick to dirt bikes, ATVs, and mountain biking.
>
> I had the chance to see some Kolb pilots from Lousiana fly out
> West, clear up into Oregon. I watched them encounter weather
> conditions that most pilots would only dream about. My two Cajun
> buddies did an outstanding job of flying, max gross, for the first
> time, and surviving, in their Kolb MKIII's, through deserts and the
> Rocky Mountains. I have flown out there many times, and I was
> screwing up more than they were. ;-) We had a blast.
>
> john h
> mkIII
>
>
________________________________________________________________________________
| From: | daniel myers <h20maule(at)hotmail.com> |
ellerly=2C what part of florida? I am just north of Orlando.
daniel
fsII amphibian
Subject: Re: Kolb-List: Re: M3-Classic
Date: Sat=2C 27 Jun 2009 06:01:23 -0400
From: elleryweld(at)aol.com
Kolbers it looks like I will be headed south soon to pick up a M3-Classic
from Florida I am sure that Plane will do me well
I got burned out Building eveyone elses airplanes and kept working on other
s instead of my own and decided that I could buy one all flying Cheaper tha
n Building my MK3Xtra so I will be selling the kit I have and I will be hau
nting the sky's again in a week or so
oh This one doesnt have VG's just the way I like it
Ellery in Maine
-----Original Message-----
From: John Hauck <jhauck(at)elmore.rr.com>
Sent: Fri=2C Jun 26=2C 2009 2:58 pm
Subject: Re: Kolb-List: Re: Thank you
> Those two guys and their remarks have always stuck with me...
>
> Not Kolb related so....
>
>
> LS
Lucien:
A fair weather flyer will remain a fair weather flyer=2C unless he is train
ed and current in other weather conditions.
I would be the last person to encourage others to get into situations that
are beyond their limits. However=2C the only way to learn and stay proficie
nt=2C at other than fair weather=2C is to get out=2C learn=2C and train in
challenging conditions.
The primary reason I try to stay proficient=2C in all types of weather=2C i
s the chance of getting caught out in it. Very easy to do. If I am not comf
ortable in these situations=2C I am bound to make mistakes.
I have a 25 mph wind limit=2C but there are times when I have no choice but
to fly in far greater wind conditions. I want to be comfortable and profic
ient enough to get home safe and sound.
If I was primarily a local=2C fair weather flyer=2C I'd make it a point to
get out and at least do some pattern work=2C especially during breezy New M
exico conditions.
Flying is a high risk sport=2C especially in something one has built in his
basement. I know how my airplanes are built=2C except when I am flying oth
ers.
If flying was not risky=2C exciting=2C challenging=2C fun=2C and adventures
ome=2C I'd stick to dirt bikes=2C ATVs=2C and mountain biking.
I had the chance to see some Kolb pilots from Lousiana fly out West=2C clea
r up into Oregon. I watched them encounter weather conditions that most pil
ots would only dream about. My two Cajun buddies did an outstanding job of
flying=2C max gross=2C for the first time=2C and surviving=2C in their Kolb
MKIII's=2C through deserts and the Rocky Mountains. I have flown out there
many times=2C and I was screwing up more than they were. =3B-) We had a bl
ast.
john h
mkIII
_________________________________________________________________
Hotmail=AE has ever-growing storage! Don=92t worry about storage limits.
http://windowslive.com/Tutorial/Hotmail/Storage?ocid=TXT_TAGLM_WL_HM_Tuto
rial_Storage_062009
________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Ralph B wrote:
>
>
> There are VG's underneath the elevator just ahead of the hinges. I've been tempted
to remove them.
>
> Ralph
There are VG's on the Airliners that I fly, and I have also been tempted to remove
them... But its not even legal to fly the airplane without its VG's :(
I'm sure an airliner will fly just fine without its VG's, but the experts keep
saying not to due to reduced handling qualities. What do they know, these companies
only have 70 + years experience building airplanes, thousands of engineers,
and billions of dollars in research behind them. I think the Vortex Generators
these major aircraft manufacturers put on their airplanes are not needed.
I think we should show them how useless VG's really are [Wink]
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=250313#250313
________________________________________________________________________________
| From: | "Ron @ KFHU" <captainron1(at)cox.net> |
| Subject: | Re: Cayuna 430 and Pterodactyl |
Do we have a Dac list here on Matronics? well anyway I am going to go and check
in there, if i can find it. This project will be going on for two more weeks.
I am sure some were grinding their theeth while I was talking about the Dac ( I'd
rather be in a Kolb any Kolb if I could swing it on the budget I have) but
the help I got here was very "safety" valuable, helping a pilot stay alive I think
is always a more overiding concern than turf zone comfort.
I am sure John and everybody else here were awere of it.
Ron @ KFHU
================================================
---- Dana Hague wrote:
============
At 05:41 PM 6/25/2009, Ron @ KFHU wrote:
>Well I am back and well after hanging under that 30+ year old Dacron for
>an hr and some minutes. The Bulb I got from Kolb worked just fine, the old
>Cuyuna worked without once sputtering. Whatever we did took care of the
>issues...
Cool! I'd still suggest getting rid of the bulb and adding a plunger
primer. I have become convinced primer bulbs are evil, and will never
again put one on any aircraft (I still have them on my PPG's, but an engine
out in a PPG is generally a non event, and I'll replace them with plungers
when they wear out).
>One more problem though, on anything more than 60% power it just
>powerfully wants to climb, and I am not about to snap one of them
>connecting roads by forcing the canard down, it already looks like its
>under strain, not to mention my arm pushing forward on the stick.
Just be careful. As I'm sure you know, it's easy to exceed Vne in level
flight in a 'Dac, and a depressing number of pilots have died this
way. (Yes, John, I know this isn't the Pterodactyl list, so I say... do
not archive.)
-Dana
--
In America, anyone can become president. That's one of the risks you take.
--
kugelair.com
________________________________________________________________________________
| From: | "Nick Cassara" <nickc(at)mtaonline.net> |
| Subject: | VG test done on GA airplane, and "Slow flight" with VGS |
FYI Kolb Pilots,
..A GA pilot friend of my Tested VG's on his Scout.Don't do this
yourself.... He taped the VG's on only one wing. His wings where well
balance prior to test. He tested stalling his plane at altitude. The wing
without VGs always stalled first.
Next that he came in low over the runway, in ground effect, and had to use
full aileron to keep the wing without VG's up. Not sure what he would have
done if he ran out of aileron? He now flies with VG's.
As for the question about VG's on the tail.On U-tube there are some great
videos put on by Stlmusic.
If you watch the one call "Kolb in slow flight". IF I remember the post that
was on the list last year, the Kolb you are watching only has VG's on the
Tail.
For what is worth.
Nick Cassara
Palmer , Alaska
Zero hours in a Kolb
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: VG test done on GA airplane, and "Slow flight" with VGS |
Nick:
Your GA pilot friend seems to have less than good judgement.
You forgot to mention a few things in your post:
1-If it took full aileron to keep the VG-less wing up in ground effect,
it probably took full aileron to keep the wing up in any part of the
flight. How did he do when he climbed up to stall the airplane?
2-Requiring full aileron to fly in ground effect, the pilot would have
become aware of this soon as he broke ground, or most likely soon as the
mains started getting light. Seems like at this point of the flight, he
would have been running out of rudder and cajones.
For what it is worth,
john h
mkIII
..A GA pilot friend of my Tested VG's on his Scout.Don't do this
yourself.... He taped the VG's on only one wing. His wings where well
balance prior to test. He tested stalling his plane at altitude. The
wing without VGs always stalled first.
Next that he came in low over the runway, in ground effect, and had to
use full aileron to keep the wing without VG's up. Not sure what he
would have done if he ran out of aileron? He now flies with VG's.
For what is worth.
Nick Cassara
________________________________________________________________________________
| From: | "Ron @ KFHU" <captainron1(at)cox.net> |
Richard I have not seen a post from Mike Welsh on Valley engineering???
I googled yesterday and got a hold of PPG propellers. Later finally got a hold
of someone at T.N. Props and he suggested that I see if the holes line up and
if maybe I can drill holes to get the prop on. As it turned out the hub already
had about 6 frigging holes in it and by pure chance I guess, two actually lined
up with my hub. I took the backing plates off bolted them in on the two lined
up holes, and drilled another two. It is on now fine looking pretty as it
gets, with one caveat all the frigging holes in that hub can't do much for strength.
I got some other things going but if the whirl can stay on at full power
on the Cuyuna then its strong enough. I never use full throttle in that Dack
anyway. I was told that I can get another prop and pass on the cost, so now
I may buy another one just for grins. I still trust the one I repaired a hell
of a lot more than this new one with the cheese hub.
Ron @ KFHU
========================
---- Richard Girard wrote:
============
Ron, I second the opinion Mike Welch gave you on the Valley Engineering
folks doing Culver Props. About 10 years back I bought a Culver Prop for a
LongEZ project (pre VE Culver). I bought it from a reputable fellow who had
been keeping it under the bed for the day he needed a spare. It had been
designed using the Don Bates "Prop Optimizer" software and was supposed to
be just the ticket for up to 125 HP. Skip ahead a few years and I was
getting ready to move and clearing out old projects. I sold the prop to a
Varieze owner who wanted a spare prop. He mounted it and said it was okay,
just nothing special on his O-235 C1 Lyc at 108 HP. He called Valley
Engineering who had just bought the Culver business and they offered to take
a look at it and see if there was anything that could be done to improve it.
Mike got the prop back, put it on and was amazed to find the prop was not
only perfectly smooth, but his Varieze was now 40 knots faster than before.
Best thing was, all it cost was mailing. VE didn't charge him a dime.Skip
ahead a few years more and I told this story to someone here on the Kolb
list. Forgive me I don't remember who it was, it might have been Grant, but
while he didn't get that level of improvement he did get back an improved
prop for the same cost as Mike paid.
So yeah, the guys at Valley Engineering seem to know what they're doing and
they treat folks right.
Rick
On Fri, Jun 26, 2009 at 1:00 PM, Ron @ KFHU wrote:
>
> I remember several people talking about Tennessee Propellers, so for my
> replacement I called them up Wednesday Morning early and see if they got a
> prop for me. A fellow there Steve was talking with me, gave him all the
> dimensions and so on, he called later said he has a prop for me. Placed a
> rush order on it FEX O.N. . Well it came in Today a day late, and with the
> wrong hole pattern. It seems that they only work there half day as anytime I
> call after 10am my time, or noon their time, no one is answering the phone.
> The prop is nice it came with a nick on the trailing age near the tip of
> one blade.
> Seems like them boys there are not focused 100% on shop stuff. Is there
> anyone else that can do wood props or they are pretty much all we got for
> vintage wood props.
>
>
--
kugelair.com
________________________________________________________________________________
| From: | "Ron @ KFHU" <captainron1(at)cox.net> |
Okay here is your post, thanks I think I'll do that.
Sounds like they are 100% on the business. I will say this about T.N. Props that
if we are not rushed and if we send them a template and not shake their world,
than I doubt we can find nicer props than what they make. Marcel Bloch the
one that designed the Mirage combat jets said once that when it comes to aerodynamics
" if it looks pretty it is good, if it looks very pretty it is very good".
T.N. Props are very good looking indeed.
Ron @ KFHU
=======================
---- Mike Welch wrote:
============
Ron,
You might call Valley Engineering in Rolla, MO. I just met the whole bunch of
them about two weeks ago. They are truly a family operation, from Gene, the
eldest, and his wife, to his son (I think his name was Larry), and Larry's sons
and daughter-in-laws.
They gave me the dime tour of their entire operation. They fabricate entire
airplanes, convert VW engines, make belt redrive units for VWs and Generac engines,
and lastly; they bought out Culver Props awhile back, and now they produce
them.
One of the daughter-in-laws was laying out maple planks, for laminating a huge
8 foot prop blank for an order that had to go out that day. She showed me the
order. I said "hmm, mahogany throughout". She said "oh my gosh, I didn't
see that. You just saved me from making a maple prop!!" (cute story, not trying
to put them down. She would have caught it soon enough)
At any rate, do an internet search for Valley Engineering. They'll fix you up
with a good wood prop. Tell 'em Mike Welch sent ya.
Mike Welch
> Date: Fri, 26 Jun 2009 14:00:31 -0400
> From: captainron1(at)cox.net
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: T.N. Props
>
>
> I remember several people talking about Tennessee Propellers, so for my replacement
I called them up Wednesday Morning early and see if they got a prop for
me. A fellow there Steve was talking with me, gave him all the dimensions and
so on, he called later said he has a prop for me. Placed a rush order on it FEX
O.N. . Well it came in Today a day late, and with the wrong hole pattern. It
seems that they only work there half day as anytime I call after 10am my time,
or noon their time, no one is answering the phone.
> The prop is nice it came with a nick on the trailing age near the tip of one
blade.
> Seems like them boys there are not focused 100% on shop stuff. Is there anyone
else that can do wood props or they are pretty much all we got for vintage wood
props.
>
===========
===========
===========
===========
>
>
>
_________________________________________________________________
Windows Live SkyDrive: Get 25 GB of free online storage.
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________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Dynamic Air Pressure Filter Housing |
Kolbers,
This is a follow up. Before taking pressure readings, I moved the high
pressure reference point for the air fuel mixture control to a positive
dynamic pressure tap in the carburetor inlet. By doing this all air
attribute changes are common to both the low and high pressure probes, so
that when I test the scoop, it will effect both probes. Flight testing
has shown that the system works well with this arrangement.
How it was done can be seen as an update on the end of:
http://www.thirdshift.com/jack/firefly/firefly146.html
The testing is complete of the filter housing. Before testing I installed a
static pressure probe into the inside of the filter, and added a static
pressure reference probe to the nose of the FireFly. Then baseline pressure
readings were taken with the housing rotated up so that the scoop was
sensing static pressure. This was followed by successive flights where the
scoop rotated forward to 30, 60, and 90 degrees.
What I found was that the scoop rotated to straight a head can raise the
pressure inside the filter to slightly above the reference static pressure.
By doing so the engine is running as if there was no filter attached to the
carburetor. This more closely approximates test cell conditions and
resulted in a pick up of 200+ rpm at max cruise speed in level flight. I
have added a little more pitch to the propeller. Description of how it was
done can be seen on the bottom update of:
http://www.thirdshift.com/jack/firefly/firefly147.html
I am listing jumps to the my old web site as I can still upload and access
it. I am having trouble with the new one.
I am anxious to get back in the air and revisit the fuel flow study to see
if I can squeeze a little more distance out of a gallon of fuel.
Fly safe.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | Ellery Batchelder Jr <elleryweld(at)aol.com> |
Brooksvill florida but the owner is going to meet me in North Caroliner (M
ARINE) fresh out of Iraq second tour a great time for me to meet with him
Ellery in Maine
-----Original Message-----
From: daniel myers <h20maule(at)hotmail.com>
Sent: Sat, Jun 27, 2009 9:38 am
Subject: RE: Kolb-List: Re: M3-Classic
ellerly, what part of florida? I am just north of=C2-Orlando.
daniel
fsII amphibian
=C2-
Subject: Re: Kolb-List: Re: M3-Classic
Date: Sat, 27 Jun 2009 06:01:23 -0400
From: elleryweld(at)aol.com
Kolbers =C2-it looks like I will be headed south soon to pick up a M3-Cl
assic from Florida I am sure that Plane will do me well
I got burned out Building eveyone elses airplanes and kept working on othe
rs instead of my own and decided that I could buy one all flying Cheaper
than Building my MK3Xtra so I will be selling the kit I have and I will
be haunting the sky's again in a week or so
oh This one doesnt have VG's just the way I like it
Ellery in Maine
-----Original Message-----
From: John Hauck <jhauck(at)elmore.rr.com>
Sent: Fri, Jun 26, 2009 2:58 pm
Subject: Re: Kolb-List: Re: Thank you
=C2-
=C2-
> Those two guys and their remarks have always stuck with me...=C2-
>=C2-
> Not Kolb related so....=C2-
>=C2-
>=C2-
> LS=C2-
=C2-
Lucien:=C2-
=C2-
A fair weather flyer will remain a fair weather flyer, unless he is traine
d and current in other weather conditions.=C2-
=C2-
I would be the last person to encourage others to get into situations that
are beyond their limits. However, the only way to learn and stay proficie
nt, at other than fair weather, is to get out, learn, and train in challen
ging conditions.=C2-
=C2-
The primary reason I try to stay proficient, in all types of weather, is
the chance of getting caught out in it. Very easy to do. If I am not comf
ortable in these situations, I am bound to make mistakes.=C2-
=C2-
I have a 25 mph wind limit, but there are times when I have no choice but
to fly in far greater wind conditions. I want to be comfortable and profi
cient enough to get home safe and sound.=C2-
=C2-
If I was primarily a local, fair weather flyer, I'd make it a point to get
out and at least do some pattern work, especially during breezy New Mexic
o conditions.=C2-
=C2-
Flying is a high risk sport, especially in something one has built in his
basement. I know how my airplanes are built, except when I am flying othe
rs.=C2-
=C2-
If flying was not risky, exciting, challenging, fun, and adventuresome, I'
d stick to dirt bikes, ATVs, and mountain biking.=C2-
=C2-
I had the chance to see some Kolb pilots from Lousiana fly out West, clear
up into Oregon. I watched them encounter weather conditions that most pil
ots would only dream about. My two Cajun buddies did an outstanding job of
flying, max gross, for the first time, and surviving, in their Kolb MKIII
's, through deserts
and the Rocky Mountains. I have flown out there many times, and I was scr
ewing up more than they were. ;-) We had a blast.=C2-
=C2-
john h=C2-
mkIII =C2-
=C2-
=C2-
Hotmail=C2=AE has ever-growing storage! Don=99t worry about storage
limits. Check it out.
========================
===========
-= - The Kolb-List Email Forum -
-= Use the Matronics List Features Navigator to browse
-= the many List utilities such as List Un/Subscription,
-= Archive Search & Download, 7-Day Browse, Chat, FAQ,
-= Photoshare, and much much more:
-
-= --> http://www.matronics.com/Navigator?Kolb-List
-
-========================
========================
===========
-= - MATRONICS WEB FORUMS -
-= Same great content also available via the Web Forums!
-
-= --> http://forums.matronics.com
-
-========================
========================
===========
-= - List Contribution Web Site -
-= Thank you for your generous support!
-= -Matt Dralle, List Admin.
-= --> http://www.matronics.com/contribution
-========================
===============3
D====================
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Dynamic Air Pressure Filter Housing |
> I am anxious to get back in the air and revisit the fuel flow study to
see
> if I can squeeze a little more distance out of a gallon of fuel.
>
> Fly safe.
>
> Jack B. Hart FF004
How do you figure wind into your test for max distance on a gal of fuel?
Wouldn't endurance be more accurate?
john h
mkIII
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
I don't know......maybe it ain't the VGs that would make you a little
light headed?
At 09:08 PM 6/25/2009, you wrote:
>
>Possum:
>
>Think this guy has VGs on his helmet, just like Buford.
>I'd try the helmet VGs but afraid I might get a little light headed.
>john h
________________________________________________________________________________
| From: | Ellery Batchelder Jr <elleryweld(at)aol.com> |
My son is the Marine=C2- I was talking about=C2- in that last post
Ellery in Maine
-----Original Message-----
From: Ellery Batchelder Jr <elleryweld(at)aol.com>
Sent: Sat, Jun 27, 2009 9:42 pm
Subject: Re: Kolb-List: Re: M3-Classic
Brooksvill florida but the owner is going to meet me in North Caroliner (M
ARINE) fresh out of Iraq second tour a great time for me to meet with him
Ellery in Maine
-----Original Message-----
From: daniel myers <h20maule(at)hotmail.com>
Sent: Sat, Jun 27, 2009 9:38 am
Subject: RE: Kolb-List: Re: M3-Classic
ellerly, what part of florida? I am just north of=C2-Orlando.
daniel
fsII amphibian
=C2-
Subject: Re: Kolb-List: Re: M3-Classic
Date: Sat, 27 Jun 2009 06:01:23 -0400
From: elleryweld(at)aol.com
Kolbers =C2-it looks like I will be headed south soon to pick up a M3-Cl
assic from Florida I am sure that Plane will do me well
I got burned out Building eveyone elses airplanes and kept working on othe
rs instead of my own and decided that I could buy one all flying Cheaper
than Building my MK3Xtra so I will be selling the kit I have and I will
be haunting the sky's again in a week or so
oh This one doesnt have VG's just the way I like it
Ellery in Maine
-----Original Message-----
From: John Hauck <jhauck(at)elmore.rr.com>
Sent: Fri, Jun 26, 2009 2:58 pm
Subject: Re: Kolb-List: Re: Thank you
elmore.rr.com>=C2-
=C2-
=C2-
> Those two guys and their remarks have always stuck with me...=C2-
>=C2-
> Not Kolb related so....=C2-
>=C2-
>=C2-
> LS=C2-
=C2-
Lucien:=C2-
=C2-
A fair weather flyer will remain a fair weather flyer, unless he is traine
d and current in other weather conditions.=C2-
=C2-
I would be the last person to encourage others to get into situations that
are beyond their limits. However, the only way to learn and stay proficie
nt, at other than fair weather, is to get out, learn, and train in challen
ging conditions.=C2-
=C2-
The primary reason I try to stay proficient, in all types of weather, is
the chance of getting caught out in it. Very easy to do. If I am not comf
ortable in these situations, I am bound to make mistakes.=C2-
=C2-
I have a 25 mph wind limit, but there are times when I have no choice but
to fly in far greater wind conditions. I want to be comfortable and profi
cient enough to get home safe and sound.=C2-
=C2-
If I was primarily a local, fair weather flyer, I'd ma ke it a point to ge
t out and at least do some pattern work, especially during breezy New Mexi
co conditions.=C2-
=C2-
Flying is a high risk sport, especially in something one has built in his
basement. I know how my airplanes are built, except when I am flying othe
rs.=C2-
=C2-
If flying was not risky, exciting, challenging, fun, and adventuresome, I'
d stick to dirt bikes, ATVs, and mountain biking.=C2-
=C2-
I had the chance to see some Kolb pilots from20Lousiana fly out West, clea
r up into Oregon. I watched them encounter weather conditions that most pi
lots would only dream about. My two Cajun buddies did an outstanding job
of flying, max gross, for the first time, and surviving, in their Kolb MK
III's, through deserts and the Rocky Mountains. I have flown out there man
y times, and I was screwing up more than they were. ;-) We had a blast.=C2
-
=C2-
john h=C2-
mkIII =C2-
=C2-
=C2-
Hotmail=C2=AE has ever-growing storage! Don=99t worry about storage
limits. Check it out.
========================
===========
tronics List Features Navigator to browse
get=_blank>http://www.matronics.com/Navigator?Kolb-List
========================
p://forums.matronics.com
========================
blank>http://www.matronics.com/contribution
========================
A Good Credit Score is 700 or Above. See yours in just 2 easy steps!
========================
===========
-= - The Kolb-List Email Forum -
-= Use the Matronics List Features Navigator to browse
-= the many List utilities such as List Un/Subscription,
-= Archive Search & Download, 7-Day Browse, Chat, FAQ,
-= Photoshare, and much much more:
-
-= --
> http://www.matronics.com/Navigator?Kolb-List
-
-========================
========================
===========
-= - MATRONICS WEB FORUMS -
-= Same great content also available via the Web Forums!
-
-= --> http://forums.matronics.com
-
-========================
========================
===========
-= - List Contribution Web Site -
-= Thank you for your generous support!
-= -Matt Dralle, List Admin.
-= --> http://www.matronics.com/contribution
-========================
========================
===========
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Dynamic Air Pressure Filter Housing |
>
>
>How do you figure wind into your test for max distance on a gal of fuel?
>
>Wouldn't endurance be more accurate?
>
John,
What is important is burn rate. With the air fuel mixture control, I can
run constant EGT for any cruise rpm. So far when flying over a half an
hour, the burn rates for the same EGT and rpm calculate out to with in 0.03
gph of each other. With the burn rate nailed down and calculating
endurance, I can head out to some distant point and by using my stick in
flight timer and the expected arrival time on the GPS to determine if I will
be able to make it. I learned very early to do this when I ran the Rotax
447. I flew to my EAA Chapter meetings 54 miles away. Several times I
could not make it as the head winds were too high. I had to turn around and
put the FireFly in the hangar and drive to the meetings.
When flying the FireFly to Indiana from Southeast Missouri, I had to divert
several times due to high head winds.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | Herb <herbgh(at)nctc.com> |
| Subject: | Re: Dynamic Air Pressure Filter Housing |
Jack
Nice work...might be worth a patent application? Everyone surely
appreciates the ability to hold egts constant...? Or at least dial them in...
May have asked...what is wrong with automating the jet needle to
do same? Herb
At 10:19 PM 6/27/2009, you wrote:
>
> >
> >
> >How do you figure wind into your test for max distance on a gal of fuel?
> >
> >Wouldn't endurance be more accurate?
> >
>
>John,
>
>What is important is burn rate. With the air fuel mixture control, I can
>run constant EGT for any cruise rpm. So far when flying over a half an
>hour, the burn rates for the same EGT and rpm calculate out to with in 0.03
>gph of each other. With the burn rate nailed down and calculating
>endurance, I can head out to some distant point and by using my stick in
>flight timer and the expected arrival time on the GPS to determine if I will
>be able to make it. I learned very early to do this when I ran the Rotax
>447. I flew to my EAA Chapter meetings 54 miles away. Several times I
>could not make it as the head winds were too high. I had to turn around and
>put the FireFly in the hangar and drive to the meetings.
>
>When flying the FireFly to Indiana from Southeast Missouri, I had to divert
>several times due to high head winds.
>
>Jack B. Hart FF004
>Winchester, IN
>
>
>Checked by AVG - www.avg.com
>06/27/09 17:55:00
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Dynamic Air Pressure Filter Housing |
With the burn rate nailed down and calculating
>>endurance, I can head out to some distant point and by using my stick in
>>flight timer and the expected arrival time on the GPS to determine if I
>>will
>>be able to make it. I learned very early to do this when I ran the Rotax
>>447. I flew to my EAA Chapter meetings 54 miles away. Several times I
>>could not make it as the head winds were too high. I had to turn around
>>and
>>put the FireFly in the hangar and drive to the meetings.
>>
>>Jack B. Hart FF004
Jack:
I have flown cross country flights since my first one 41 years ago the same
way with the exception of the GPS, of course.
I nail down fuel burn, on a new aircraft, on my first short cross country.
That figure normally stays the same.
Since I started using GPS in 1993, I punch in my fuel burn and know, at any
time during my cross country flight, how much fuel I will arrive with. As a
minimum I like to have a one hour reserve or 5 gals. Even better, I don't
like getting below a half tank which is 12.5 gal reserve.
I'd have a hard time flying a cross country with a max of 5 gal, although I
started with the US which had 3.5 gal max. Addition of a third go cart tank
and I was up to 5.25 gal. Soon after, Kolb came up with a 6 gal main. Then
I was up to 7.75 gal. Cross country in the US was a lot of fun. Read the
map, memorize the heading, distance, and check points. Fold up the map and
sit on it until the next landing when I could take another look at it. A
little more difficult than navigating with the Garmin 196.
john h
mkIII
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | Re: Dynamic Air Pressure Filter Housing |
A little more difficult than navigating with the Garmin 196.
I remember - but that was what you had to do to get home. BTW getting
home was what got you in trouble.
We had CB's. then aircraft radios, then "the boat things (lorans)
with the wires going back to our tails"
now the GPS system. Fun if you just got there.
Photo shopped of course - but like it was - fly low & don't trust anything.
>Jack:
>
>I have flown cross country flights since my first one 41 years ago
>the same way with the exception of the GPS, of course.
>Cross country in the US was a lot of fun. Read the map, memorize
>the heading, distance, and check points. Fold up the map and sit on
>it until the next landing when I could take another look at it. A
>little more difficult than navigating with the Garmin 196.
>
>john h
________________________________________________________________________________
| From: | "Mark" <mshimei(at)bellsouth.net> |
| Subject: | Re: Cuyuna 430 and Pterodactyl |
Does anyone know the proper belt tension for the 4 belt drive? About how
much flex in the middle in inches(or MM)
My Cuyuna turns up 5750 at T.O. and 5950 max cruise.Ultrastar climbs out
at
700 FPM,cruise 5000 RPM at 50mph,CHT around 290 deg.Takes off in 80'
with a
little headwind on concrete.
I know it needs less pitch(has an Ultraprop 3 blade 48") but it flies
great.
Am I loading it down too much?
Thanks,Mark.....Ultrastar with 30hrs since March
________________________________________________________________________________
| From: | loseyf(at)comcast.net |
T29yYWghDQoNClRoYW5rIGhpbSBmb3IgbWUgZm9yIGhpcyBzZXJ2aWNlIHRvIG91ciBDb3VudHJ5
LCBTZW1wZXIgRmkNClNlbnQgZnJvbSBteSBWZXJpem9uIFdpcmVsZXNzIEJsYWNrQmVycnkNCg0K
LS0tLS1PcmlnaW5hbCBNZXNzYWdlLS0tLS0NCkZyb206IEVsbGVyeSBCYXRjaGVsZGVyIEpyIDxl
bGxlcnl3ZWxkQGFvbC5jb20+DQoNCkRhdGU6IFNhdCwgMjcgSnVuIDIwMDkgMjE6NDI6MTUgDQpU
bzogPGtvbGItbGlzdEBtYXRyb25pY3MuY29tPg0KU3ViamVjdDogUmU6IEtvbGItTGlzdDogUmU6
IE0zLUNsYXNzaWMNCg0KDQoNCg=
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Dynamic Air Pressure Filter Housing |
>
>Jack
>
> Nice work...might be worth a patent application? Everyone surely
>appreciates the ability to hold egts constant...? Or at least dial them in...
>
> May have asked...what is wrong with automating the jet needle to
>do same? Herb
>
Herb,
There is nothing wrong with automating the needle. One could sense the EGT
and use a electrical feedback mechanism and a servo to adjust the needle.
The reason I didn't take this approach is that I am not good at electrical
things and I didn't like the failure mode possibilities, the weight, and the
cost.
What I have come up with is, I believe, simpler to make, costs about $50,
bullet proof, and easy to use. One has to drill two holes in the carburetor
to insert the probes, but no jets or needle has been changed.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "poorboy" <hartungj(at)srt.com> |
I have built several kolbs in the past and now I have a Kolb Firestar project that
I stored poorly last year and picked up a little bit of rivet rust (my faulty
storage). This is an older kit with steel rivets and I will replace some
of the rivets with Stainless Steel rivets, if memory serves me correctly it
seems that some kolb kits came with steel rivets and some came with Stainless
Steel rivets.
My question to the list is what products and procedures are recommended to paint
or coat the steel rivet heads before covering.
I am tempted to replace some of the steel rivets with SS in some high stress areas
as the Stainless Steel rivets are stronger and of coarse they won't rust
but I know that Stainless Steel rivets are a real bugger if you need to remove
them, I'd like to hear the discussion on what rivet (steel or SS) is advantageous
on the kolb, I don't know if my temptation to remove some of the Steel rivets
and replace them with SS is worth the effort.
When removing a rivet I use 7/64 drill bit and remove the head with a chisel,
then knock out the remaining stem before installing a new rivet. That is the
procedure I use, anyone got a better one.
I'd like to hear the lists comments on anti rust products and rivet removal procedures,
I guess I am too lazy a bugger to look up what post posts on the subject
so I hope folks don't mind my reposting this question.
Thanks.... Jim H.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=250424#250424
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Dynamic Air Pressure Filter Housing |
Possum:
I remember those two items. Would have had both on my Ultrastar, but
could not afford the Ultrastar and the luxury of a CB and a LORAN back
then. All the UL Parts Catalogs had them advertised.
It was a great adventure to be able to make it there and back home.
john h
mkIII
I remember - but that was what you had to do to get home. BTW getting
home was what got you in trouble.
We had CB's. then aircraft radios, then "the boat things (lorans) with
the wires going back to our tails"
now the GPS system. Fun if you just got there.
Photo shopped of course - but like it was - fly low & don't trust
anything.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Cuyuna 430 and Pterodactyl |
MessageThe Kolb belt drive used two poly-V belts on the Ultrastar and
Cuyuna ULII02. I don't know about 4 belt drives.
Kits came with a Culver 50X30 prop. This was a near perfect prop for
the US. I imagine Valley Engineering is probably still carving that
particular prop.
john h
mkIII
Does anyone know the proper belt tension for the 4 belt drive? About
how much flex in the middle in inches(or MM)
I know it needs less pitch(has an Ultraprop 3 blade 48") but it flies
great. Am I loading it down too much?
Thanks,Mark.....Ultrastar with 30hrs since March
________________________________________________________________________________
| From: | Ellery Batchelder Jr <elleryweld(at)aol.com> |
I will do just that I think in the future he will be a Kolb Pilot also he wants
me to teach him how to fly when he will be around enough but he is getting married
in another month so it might be a long while?
Ellery in Maine?
-----Original Message-----
From: loseyf(at)comcast.net
Sent: Sun, Jun 28, 2009 7:08 am
Subject: Re: Kolb-List: Re: M3-Classic
Oorah!
Thank him for me for his service to our Country, Semper Fi
Sent from my Verizon Wireless BlackBerry
From: Ellery Batchelder Jr
Date: Sat, 27 Jun 2009 21:42:15 -0400
Subject: Re: Kolb-List: Re: M3-Classic
Brooksvill florida but the owner is going to meet me in North Carolin= er (MARINE)
fresh out of Iraq second tour a great time for me to meet with= him
Ellery in Maine
-----Original Message-----
From: daniel myers <h20maule(at)hotmail.com>
Sent: Sat, Jun 27, 2009 9:38 am
Subject: RE: Kolb-List: Re: M3-Classic
ellerly, what part of florida? I am just north of?Orlando.
daniel
fsII amphibian
?
Subject: Re: Kolb-List: Re: M3-Classic
Date: Sat, 27 Jun 2009 06:01:23 -0400
From: elleryweld(at)aol.com
Kolbers ?it looks like I will be headed south soon to pick up a= M3-Classic from
Florida I am sure that Plane will do me well
I got burned out Building eveyone elses airplanes and kept working on othe= rs
instead of my own and decided that I could buy one all flying Cheaper= than Building
my MK3Xtra so I will be selling the kit I have and I will= be haunting
the sky's again in a week or so
oh This one doesnt have VG's just the way I like it
Ellery in Maine
-----Original Message-----
From: John Hauck <jhauck@elmo= re.rr.com>
Sent: Fri, Jun 26, 2009 2:58 pm
Subject: Re: Kolb-List: Re: Thank you
?
?
> Those two guys and their remarks have always stuck with me...? >?
> Not Kolb related so....?
>?
>?
> LS?
?
Lucien:?
?
A fair weather flyer will remain a fair weather flyer, unless he is traine= d and
current in other weather conditions.?
?
I would be the last person to encourage others to get into situations that= are
beyond their limits. However, the only way to learn and stay proficie= nt, at
other than fair weather, is to get out, learn, and train in challen= ging conditions.?
?
The primary reason I try to stay proficient, in all types of weather, is= the chance
of getting caught out in it. Very easy to do. If I am not comf= ortable
in these situations, I am bound to make mistakes.?
?
I have a 25 mph wind limit, but there are times when I have no choice but= to fly
in far greater wind conditions. I want to be comfortable and profi= cient enough
to get home safe and sound.?
?
If I was primarily a local, fair weather flyer, I'd ma ke it a point to get out
and at least do some pattern work, especially dur= ing breezy New Mexico conditions.?
?
Flying is a high risk sport, especially in something one has built in his= basement.
I know how my airplanes are built, except when I am flying othe= rs.?
?
If flying was not risky, exciting, challenging, fun, and adventuresome, I'= d stick
to dirt bikes, ATVs, and mountain biking.?
?
I had the chance to see some Kolb pilots from Lousiana fly out West, clear= up
into Oregon. I watched them encounter weather conditions that most pil= ots would
only dream about. My two Cajun buddies did an outstanding job of= flying,
max gross, for the first time, and surviving, in their Kolb MKIII= 's, through
deserts and the Rocky Mountains. I have flown out there many= times, and I was
screwing up more than they were. ;-) We had a blast.&nbs= p;
?
john h?
mkIII ?
?
?
Hotmail=C2=AE has ever-growing storage! Don=99t worry about storage= limits. Check
it out.
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________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: Dynamic Air Pressure Filter Housing |
A map and a compass will do the job. -A little more work but
challenging.
Flying in areas like north central Ohio all the little towns look the
same. It can get confusing.
I'm glad I had a windproof cabin at the time, an ultrastar would make
it tough going.
BB
On 28, Jun 2009, at 9:05 AM, John Hauck wrote:
> Possum:
>
> I remember those two items. Would have had both on my Ultrastar,
> but could not afford the Ultrastar and the luxury of a CB and a
> LORAN back then. All the UL Parts Catalogs had them advertised.
>
> It was a great adventure to be able to make it there and back home.
>
> john h
> mkIII
>
>
> I remember - but that was what you had to do to get home. BTW
> getting home was what got you in trouble.
> We had CB's. then aircraft radios, then "the boat things (lorans)
> with the wires going back to our tails"
> now the GPS system. Fun if you just got there.
> Photo shopped of course - but like it was - fly low & don't trust
> anything.
>
>
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
Drilling a second set of mounting holes into the hub, would that not
weaken that area just a mite?
Don't sound right to me, cheese hub prop, I don't like sound of
that. Send it back. Give them the time to do it right or order a
Culver from Valley Engineering.
jerb
At 09:46 AM 6/27/2009, you wrote:
>
>Richard I have not seen a post from Mike Welsh on Valley engineering???
>
>I googled yesterday and got a hold of PPG propellers. Later finally
>got a hold of someone at T.N. Props and he suggested that I see if
>the holes line up and if maybe I can drill holes to get the prop on.
>As it turned out the hub already had about 6 frigging holes in it
>and by pure chance I guess, two actually lined up with my hub. I
>took the backing plates off bolted them in on the two lined up
>holes, and drilled another two. It is on now fine looking pretty as
>it gets, with one caveat all the frigging holes in that hub can't do
>much for strength. I got some other things going but if the whirl
>can stay on at full power on the Cuyuna then its strong enough. I
>never use full throttle in that Dack anyway. I was told that I can
>get another prop and pass on the cost, so now I may buy another one
>just for grins. I still trust the one I repaired a hell of a lot
>more than this new one with the cheese hub.
>
>Ron @ KFHU
>========================
________________________________________________________________________________
| From: | Herb <herbgh(at)nctc.com> |
Some guys just glue maple dowells in the old holes and start over...
Recall that the glue is stronger than the wood...:-)
fwiw...I have a friend who got a prop from a well known co...with
the holes mis aligned... He went down there to show them the problem
and came home shaking his head ...They use an old , in his words;
worn out drill press...to drill the holes.. He plugged the holes and
drilled new ones...Herb
At 09:40 AM 6/28/2009, you wrote:
>
>Drilling a second set of mounting holes into the hub, would that not
>weaken that area just a mite?
>Don't sound right to me, cheese hub prop, I don't like sound of
>that. Send it back. Give them the time to do it right or order a
>Culver from Valley Engineering.
>jerb
>
>
>At 09:46 AM 6/27/2009, you wrote:
>>
>>Richard I have not seen a post from Mike Welsh on Valley engineering???
>>
>>I googled yesterday and got a hold of PPG propellers. Later finally
>>got a hold of someone at T.N. Props and he suggested that I see if
>>the holes line up and if maybe I can drill holes to get the prop
>>on. As it turned out the hub already had about 6 frigging holes in
>>it and by pure chance I guess, two actually lined up with my hub.
>>I took the backing plates off bolted them in on the two lined up
>>holes, and drilled another two. It is on now fine looking pretty as
>>it gets, with one caveat all the frigging holes in that hub can't
>>do much for strength. I got some other things going but if the
>>whirl can stay on at full power on the Cuyuna then its strong
>>enough. I never use full throttle in that Dack anyway. I was told
>>that I can get another prop and pass on the cost, so now I may buy
>>another one just for grins. I still trust the one I repaired a hell
>>of a lot more than this new one with the cheese hub.
>>
>>Ron @ KFHU
>>========================
>
>
>Checked by AVG - www.avg.com
>06/27/09 17:55:00
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
> fwiw...I have a friend who got a prop from a well known co...with the
> holes mis aligned... He went down there to show them the problem and came
> home shaking his head ...They use an old , in his words; worn out drill
> press...to drill the holes.. He plugged the holes and drilled new
> ones...Herb
For the benefit of list members, could you tell us who this well known
company is, please?
john h
mkIII
________________________________________________________________________________
| From: | Herb <herbgh(at)nctc.com> |
I live in Ky...so down there is south...:-) Go fly John!! :-) Herb
At 02:16 PM 6/28/2009, you wrote:
>
>
>> fwiw...I have a friend who got a prop from a well known
>> co...with the holes mis aligned... He went down there to show them
>> the problem and came home shaking his head ...They use an old , in
>> his words; worn out drill press...to drill the holes.. He plugged
>> the holes and drilled new ones...Herb
>
>
>For the benefit of list members, could you tell us who this well
>known company is, please?
>
>john h
>mkIII
>
>
>Checked by AVG - www.avg.com
>06/27/09 17:55:00
________________________________________________________________________________
| Subject: | Penetrating oils |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
One of the guys in our EAA chapter sent me this for the newsletter. I
thought it might me of interest.
Rick
Machinist's Workshop magazine actually tested penetrants for break out
torque on rusted nuts.
Significant results! They are below, as forwarded by an ex-student and
professional machinist, Bud Baker.
Don't forget the April 2007 "Machinist's Workshop" magazine comparison test.
They arranged a subjective test of all the popular penetrants with the
control being the torque required to remove the nut from a "scientifically
rusted" environment.
Penetrating oil ..... Average load
None ...................... 516 pounds
WD-40 .................... 238 pounds
PB Blaster .............. 214 pounds
Liquid Wrench ........ 127 pounds
Kano Kroil ............... 106 pounds
ATF-Acetone mix.......53 pounds
The ATF-Acetone mix was a "home brew" mix of 50 - 50 automatic transmission
fluid and acetone.
Note the "home brew" was better than any commercial product in this one
particular test.
Our local machinist group mixed up a batch and we all now use it with
equally good results.
Note also that "Liquid Wrench" is about as good as "Kroil" for about 20% of
the price.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Penetrating oils |
Liquid Wrench ........ 127 pounds
Kano Kroil ............... 106 pounds
ATF-Acetone mix.......53 pounds
The ATF-Acetone mix was a "home brew" mix of 50 - 50 automatic
transmission fluid and acetone.
Note the "home brew" was better than any commercial product in this one
particular test.
Note also that "Liquid Wrench" is about as good as "Kroil" for about
20% of the price.
Rick:
I am a fan of Kroil. It works miracles. My own personal experience
indicates it is far superior to Liquid Wrench and PB Blaster.
I do a lot of work on 9 antique tractors, some older than me. ;-)
Makes life a lot easier working on these old babies.
I'll give the ATF/acetone mix a try, but will have to be careful using
it in areas of paint and plastics/lexan.
Even though it cost more, I'll stick to Kroil as my primary assistant.
john h
mkIII
________________________________________________________________________________
| Subject: | Re: VG test done on GA airplane, and "Slow flight" with VGS |
| From: | "ronlee" <rlee468(at)comcast.net> |
Good Lord John. Why don't you just try the VGs or quit commenting on the subject.
Maybe you are just trying to stir the pot and have some fun.
--------
Ron Lee
Tucson, Arizona
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=250520#250520
________________________________________________________________________________
| From: | "Ron @ KFHU" <captainron1(at)cox.net> |
Well checked the new prop today at full power for some extended period. That prop
is good!
Cheese hub or not. I could feel the pull of the air into the prop real good. It
looks to me like that hub has enough strength margin to where two more holes
did not bother it at all. Out of curiosity I need to find some serious fish scale
and see what is the difference if any between this T.N prop and the old one.
It sure felt smoother obviously, it was balanced more recently. If that canard
was repaired ( need an eye bolt,, on order) I would have taken it up just
to see what I can see. Iow I am okay with this new cheese hub prop.
==================================
---- Herb wrote:
============
Some guys just glue maple dowells in the old holes and start over...
Recall that the glue is stronger than the wood...:-)
fwiw...I have a friend who got a prop from a well known co...with
the holes mis aligned... He went down there to show them the problem
and came home shaking his head ...They use an old , in his words;
worn out drill press...to drill the holes.. He plugged the holes and
drilled new ones...Herb
At 09:40 AM 6/28/2009, you wrote:
>
>Drilling a second set of mounting holes into the hub, would that not
>weaken that area just a mite?
>Don't sound right to me, cheese hub prop, I don't like sound of
>that. Send it back. Give them the time to do it right or order a
>Culver from Valley Engineering.
>jerb
>
>
>At 09:46 AM 6/27/2009, you wrote:
>>
>>Richard I have not seen a post from Mike Welsh on Valley engineering???
>>
>>I googled yesterday and got a hold of PPG propellers. Later finally
>>got a hold of someone at T.N. Props and he suggested that I see if
>>the holes line up and if maybe I can drill holes to get the prop
>>on. As it turned out the hub already had about 6 frigging holes in
>>it and by pure chance I guess, two actually lined up with my hub.
>>I took the backing plates off bolted them in on the two lined up
>>holes, and drilled another two. It is on now fine looking pretty as
>>it gets, with one caveat all the frigging holes in that hub can't
>>do much for strength. I got some other things going but if the
>>whirl can stay on at full power on the Cuyuna then its strong
>>enough. I never use full throttle in that Dack anyway. I was told
>>that I can get another prop and pass on the cost, so now I may buy
>>another one just for grins. I still trust the one I repaired a hell
>>of a lot more than this new one with the cheese hub.
>>
>>Ron @ KFHU
>>========================
>
>
>Checked by AVG - www.avg.com
>06/27/09 17:55:00
--
kugelair.com
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: Penetrating oils |
I never had much luck with liquid wrench.
PB Blaster is superior and Thrust is good stuff too.
-hard to find though.
BB
On 28, Jun 2009, at 7:04 PM, Richard Girard wrote:
> One of the guys in our EAA chapter sent me this for the newsletter.
> I thought it might me of interest.
>
> Rick
>
> Machinist's Workshop magazine actually tested penetrants for break
> out torque on rusted nuts.
> Significant results! They are below, as forwarded by an ex-student
> and professional machinist, Bud Baker.
>
> Don't forget the April 2007 "Machinist's Workshop" magazine
> comparison test.
>
> They arranged a subjective test of all the popular penetrants with
> the control being the torque required to remove the nut from a
> "scientifically rusted" environment.
>
>
> Penetrating oil ..... Average load
> None ...................... 516 pounds
>
> WD-40 .................... 238 pounds
>
> PB Blaster .............. 214 pounds
>
> Liquid Wrench ........ 127 pounds
>
> Kano Kroil ............... 106 pounds
>
> ATF-Acetone mix.......53 pounds
>
> The ATF-Acetone mix was a "home brew" mix of 50 - 50 automatic
> transmission fluid and acetone.
>
> Note the "home brew" was better than any commercial product in this
> one particular test.
>
> Our local machinist group mixed up a batch and we all now use it
> with equally good results.
>
> Note also that "Liquid Wrench" is about as good as "Kroil" for
> about 20% of the price.
>
>
________________________________________________________________________________
| From: | Brad Stump <sky-king(at)inbox.com> |
Now that IS funny. What is he smokin??
> -----Original Message-----
> From: possums(at)bellsouth.net
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: R: VGs
>
> I don't know......maybe it ain't the VGs that would make you a little
> light headed?
>
> At 09:08 PM 6/25/2009, you wrote:
>>
> >Possum:
>>
> >Think this guy has VGs on his helmet, just like Buford.
> >I'd try the helmet VGs but afraid I might get a little light headed.
> >john h
____________________________________________________________
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________________________________________________________________________________
| Subject: | A different VG question.. |
| From: | "Watkinsdw" <david.watkins0(at)gmail.com> |
Can anyone tell me if the installation of VG's is considerd a "major alteration",
ala FAR Part 43.17? If I were to install them, would I need to file the FAA
form 337?
Note: I'm not the builder of my MKIII-C.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=250572#250572
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: A different VG question.. |
337s are never used on experimentals.
log book entry, weight and balance if necessary, and test flight.
BB
On 29, Jun 2009, at 8:29 AM, Watkinsdw wrote:
>
>
> Can anyone tell me if the installation of VG's is considerd a
> "major alteration", ala FAR Part 43.17? If I were to install them,
> would I need to file the FAA form 337?
> Note: I'm not the builder of my MKIII-C.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=250572#250572
>
>
________________________________________________________________________________
| From: | "Denny Rowe" <rowedenny(at)windstream.net> |
| Subject: | Re: Penetrating oils |
I never had much luck with liquid wrench.
PB Blaster is superior and Thrust is good stuff too.
-hard to find though.
BB
Bob,
I agree, I grew up working on backhoes and dozers as well as old
trucks, WD-40 is not really what I consider a penatrating oil and is
good for many things but breaking loose rusty bolts aint one of them. We
only ever had liquid wrench laying around the shop and before I was 15 I
was convinced it was a good for nothing snake oil! Never once did it
ever seem to loosen anything for us.
Discovered PB Blaster at work 18 years ago and have found it gives
results every time.
I'll have to try the ATF mix some day, right now I am trying to get
the exhaust off my JD 950 farm tractor (spun a rod bearing) and PB
hasn't loosened it yet.
D Rowe
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: Penetrating oils |
As you know already they have to soak overnight.
Then give 'em a whack with a hammer and drift.
Last resort is oxy-acetylene localized heat.
don't burn down the barn :)
BB
On 29, Jun 2009, at 9:38 AM, Denny Rowe wrote:
>
>
> I never had much luck with liquid wrench.
> PB Blaster is superior and Thrust is good stuff too.
> -hard to find though.
> BB
>
> Bob,
> I agree, I grew up working on backhoes and dozers as well as old
> trucks, WD-40 is not really what I consider a penatrating oil and
> is good for many things but breaking loose rusty bolts aint one of
> them. We only ever had liquid wrench laying around the shop and
> before I was 15 I was convinced it was a good for nothing snake
> oil! Never once did it ever seem to loosen anything for us.
> Discovered PB Blaster at work 18 years ago and have found it gives
> results every time.
> I'll have to try the ATF mix some day, right now I am trying to get
> the exhaust off my JD 950 farm tractor (spun a rod bearing) and PB
> hasn't loosened it yet.
>
> D Rowe
>
>
________________________________________________________________________________
| Subject: | Re: A different VG question.. |
| From: | "Watkinsdw" <david.watkins0(at)gmail.com> |
Oh... that's helpful.
Can a non-builder make the logbook entry and document the test flight, or do I
need to get an A&P to sign off?
Thanks,
Dave
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=250591#250591
________________________________________________________________________________
| From: | "The Kuffels" <kuffel(at)cyberport.net> |
| Subject: | Re: A different VG question.. |
Watkinsdw asked:
<< Can anyone tell me if the installation of VG's is considered a "major
alteration", >>
Robert Bean replied:
<< 337s are never used on experimentals.
log book entry, weight and balance if necessary, and test flight. >>
Bob is correct about Experimental-Amateur Built and 337s. But you might
want to take an additional step if you wish to be certain you are on the
approved side of legal. Write a letter to your local FSDO and ask them if
they think adding VGs to your wing/fin/stabilizer/whatever you are planning
is a major alteration. You will get different answers from different FSDOs
but what matters is the opinion of the FSDO for your area.
If they think your change is major the worse they will do is put you back
into Phase I testing for 5/10/20/40 hours. Major or not, be sure to keep
their written response to be able to prove your change is in compliance.
You don't have to be the builder or an A&P or an AI to do any
maintenance/change to an E-AB aircraft. But since you are not the builder
an A&P must do the annual condition inspection. The first time after the
change be sure the mechanic notes he has included inspecting the "condition"
of the change in the log.
Realize this is crossing the "i"s and dotting the "t"s but it will be
invaluable if you ever have to defend yourself, your actions or your
aircraft to the authorities or in court. Dang, I hate lawyers.
Tom Kuffel
Whitefish, MT
Building original Firestar
________________________________________________________________________________
| Subject: | Re: A different VG question.. |
| From: | "Watkinsdw" <david.watkins0(at)gmail.com> |
Thanks, Robert,
I've put in a call to my friendly local FSDO to get a quick read before I commit
my question to writing... The guy there was very helpful last time I had a question.
I appreciate your advice.
Dave
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=250614#250614
________________________________________________________________________________
| Subject: | Re: Penetrating oils |
| From: | "olendorf" <olendorf(at)gmail.com> |
I've had very good luck with PB blaster. It does seem to work 4 times better if
you apply the PB blaster and then heat it up with a propane torch for a minute.
Then add a little more PB. It seems like it is heat activated. Just watch
it because PB is flammable.
--------
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=250660#250660
________________________________________________________________________________
| From: | Jeremy Casey <1planeguy(at)kilocharlie.us> |
| Subject: | VG test done on GA airplane, and "Slow flight" with VGS] |
John, the VG's don't really increase the "lift" of the wing at normal
angles of attack (i.e. less than the normal stall angle of attack of a
VG-less wing)...the difference would have been past that...The VG's
allow the wing to produce lift to a higher AOA before stalling (VG's
energize the boundary layer to keep the airflow attached). So up until
the VG-less wing started to stall the plane probably wouldn't have
handled TOO strangely. If pushed to the point of allowing the VG-less
wing to stall you would have then had asymmetric stalling which is
essentially a spin entry...possibly unrecoverable. Steve Wittman used to
do empirical testing like this...he was also an extremely good pilot who
knew the edges of the envelope not to push too much. The clipped
triangle wingtip of the W10 Tailwind was added like that...on 1 wing
first then some test hops down the runway. From what was written about
it years ago I never understood if he flew it around the pattern or just
a crow-hop, but whatever...he realized the improvement and went and
modified the second wing to match.
The argument about a higher stall speed not being entirely bad does have
some validity. Talked to Randy Schlitter at SnF years ago. He was
looking over my RANS S7 and asked about my VGs...I told him the
improvement they made and he agreed that they helped a good bit, and
like John H., said "I don't like them..." I give him a puzzled look and
he added, "In the land of eternal wind, Kansas...at some point you WANT
it to stall..." Makes sense for him... The majority of the world though
they are going to be an improvement.
Jeremy Casey
John Hauck wrote:
> Nick:
> Your GA pilot friend seems to have less than good judgement.
> You forgot to mention a few things in your post:
> 1-If it took full aileron to keep the VG-less wing up in ground
> effect, it probably took full aileron to keep the wing up in any part
> of the flight. How did he do when he climbed up to stall the airplane?
> 2-Requiring full aileron to fly in ground effect, the pilot would have
> become aware of this soon as he broke ground, or most likely soon as
> the mains started getting light. Seems like at this point of the
> flight, he would have been running out of rudder and cajones.
> For what it is worth,
> john h
> mkIII
>
> .A GA pilot friend of my Tested VGs on his ScoutDont do this
> yourself. He taped the VGs on only one wing. His wings where
> well balance prior to test. He tested stalling his plane at
> altitude. The wing *without* VGs always stalled first.
>
> Next that he came in low over the runway, in ground effect, and
> had to use full aileron to keep the wing without VGs up. Not sure
> what he would have done if he ran out of aileron? He now flies
> with VGs.
>
> For what is worth.
>
> Nick Cassara
>
> *
> *
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________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | new video, Steen's again |
http://owyheeflyer.blogspot.com/
Just up loaded a new bunch of pictures and a video of a flight that I
made this morning to the Steen's hoping to get some clues as to where to
Elk hunt this fall. Didn't find Elk, but had a very enjoyable flight.
Going to have to put some time in on the ground, now that I know where
to go.
Larry C
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: VG test done on GA airplane, and "Slow flight" with VGS] |
> John, the VG's don't really increase the "lift" of the wing at normal
> angles of attack (i.e. less than the normal stall angle of attack of a
> VG-less wing)...the difference would have been past that...The VG's allow
> the wing to produce lift to a higher AOA before stalling (VG's energize
> the boundary layer to keep the airflow attached). So up until the VG-less
> wing started to stall the plane probably wouldn't have handled TOO
> strangely.
>
> Jeremy Casey
Thanks, Jeremy:
That's why I ask questions, to learn.
Seems like many of my questions go unanswered though.
John Williamson tested his forward and aft cg limits in flight. Wish I had
those numbers. They don't agree with the paper weight and balance by any
means. One of the reasons I can fly with a 12 lb tail wheel, 150 lbs of
fuel behind the cg, and 125 lbs of cargo back there too. ;-)
john h
mkIII
________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
| Subject: | Re: Penetrating oils |
- Scott- heaitng it and then spraying probably works because of expansion
and contraction sucking the PB in.- I used to do it at work.- Yup, fla
mmable.- Sometimes spectacular.- Another way is to wrap it in a rag or
paper towel and then saturate with PB.- Go for coffee, or come back tomor
row.- The more time, the better.- Can't rush it.
-
-------------------------
------------------- Bill Sullivan
-------------------------
------------------- Windsor Locks, Ct
.
-------------------------
------------------- FS 447
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | VG test done on GA airplane, and "Slow flight" with |
VGS] Now: Ultimate Flight Testing
> John Williamson tested his forward and aft cg limits in flight. Wish I
had
> those numbers. They don't agree with the paper weight and balance by any
> means. One of the reasons I can fly with a 12 lb tail wheel, 150 lbs of
> fuel behind the cg, and 125 lbs of cargo back there too. ;-)
>
> john h
> mkIII
Too damn hot to think this afternoon. Forgot everything I should have
shared above.
John W kept precise numbers on everything he did, whether it was a local
flight of 10 minutes and a leg of a 60 or 75 hour cross country flight. He
also kept precise numbers of his tests.
During flight testing of maximum and minum forward and aft cgs, John W used
weight in the nose of the aircraft progressively heavier until the airplane
would not leave the ground. He did the same with aft cg by adding weights
progressively, then test flying. He told me when he had gone beyond the aft
cg limit, he did not know it until he stalled the airplane (intentional),
the tail dropped and he could not get out of the stall at idle power. He
had to go full throttle to get enough air flow over the tail to get the
Kolbra flying again... Something folks might remember should they ever find
themselves in a similar situation.
I have never done "ultimate flight testing" with forward and aft cg,
although I thoroughly flight test any time I make a change either way.
john h
mkIIII
________________________________________________________________________________
| Subject: | Re: A different VG question.. |
| From: | "Watkinsdw" <david.watkins0(at)gmail.com> |
Ok, Guys,
You've been a big help. Thanks for all your advice.
Dave
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=250692#250692
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
At 12:46 PM 6/27/2009, Ron @ KFHU wrote:
>I googled yesterday and got a hold of PPG propellers...
If you're talking about <http://www.ppgprops.com/> (Mike Hay) I can say he
does beautiful work and is very highly respected in the PPG community. I
don't know how big a prop he can make but he made a prop for the
Quicksilver I had before I got my UltraStar... he copied it from the
splintered prop I got with the plane when I got it, it looked gorgeous and
performed great too.
-Dana
--
I only drink to make other people more interesting.
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
One thing I've noticed with the original dual tanks on my UltraStar is that
they don't drain evenly. With the plane sitting on the ground they level
out, but in flight the left tank tends to run somewhat lower than the right
(they're plumbed together on the inner side of the valves with the outer
sides tee'd together at the fuel strainer). Anybody else see this?
I presume it's due to minor variation in air pressure at the vented caps,
which could be alleviated by poking holes in the top of the tanks and
running a tube between to let the air balance... thoughts?
-Dana
--
Campaigns to bearproof all garbage containers in some national parka have
been difficult, because as one biologist put it, "There is a considerable
overlap between the intelligence levels of the smartest bears and the
dumbest tourists."
________________________________________________________________________________
| From: | daniel myers <h20maule(at)hotmail.com> |
mine do the same...but i think its because they are different shapes. i ass
ume you have the same size...
Daniel
fs2 amphibian
> Date: Mon=2C 29 Jun 2009 23:04:33 -0400
> To: kolb-list(at)matronics.com=3B KolbUltrastar(at)yahoogroups.com
> From: d-m-hague(at)comcast.net
> Subject: Kolb-List: US tank balance
>
>
> One thing I've noticed with the original dual tanks on my UltraStar is th
at
> they don't drain evenly. With the plane sitting on the ground they level
> out=2C but in flight the left tank tends to run somewhat lower than the r
ight
> (they're plumbed together on the inner side of the valves with the outer
> sides tee'd together at the fuel strainer). Anybody else see this?
>
> I presume it's due to minor variation in air pressure at the vented caps
=2C
> which could be alleviated by poking holes in the top of the tanks and
> running a tube between to let the air balance... thoughts?
>
> -Dana
> --
> Campaigns to bearproof all garbage containers in some national parka ha
ve
> been difficult=2C because as one biologist put it=2C "There is a consider
able
> overlap between the intelligence levels of the smartest bears and the
> dumbest tourists."
>
>
===========
===========
===========
===========
>
>
>
_________________________________________________________________
Windows Live=99: Keep your life in sync.
http://windowslive.com/explore?ocid=TXT_TAGLM_WL_BR_life_in_synch_062009
________________________________________________________________________________
| Subject: | Re: Rotax 503 running problem |
| From: | "dalewhelan" <dalewhelan(at)earthlink.net> |
Back to the original question about the bad running 503
My buddy did check the pulse generators and found one of them to be mounted in
a completely retarded position compared to the other.
I will set the timing with my dial indicator.
This should solve the different speeds with the different Mags.
Have yet to find the cause of the overall Rpm Drop.
I may get to look at it this weekend.
I will let you know if I find the answer.
--------
Dale Whelan
503 powered Firestar II
Projection, A simple and interesting Psychological concept
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=250716#250716
________________________________________________________________________________
| Subject: | Re: new video, Steen's again |
| From: | "R. Hankins" <rphanks(at)grantspass.com> |
Nice video Larry. The still shots were pretty good as well. I'm surprised how
much water is in the lake. Wasn't it dry when we were there for the fly-in?
I have been enjoying the blog, keep it up.
--------
Roger in Oregon
1992 KXP 503 - N1782C
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=250717#250717
________________________________________________________________________________
| Subject: | Re: Rotax 503 running problem |
| From: | "R. Hankins" <rphanks(at)grantspass.com> |
Dale:
The 503 is the workhorse 2-stroke of the ultralight world. They are known for
their ease of operation, long life, and reliability.
I don't think you will find a whole lot of active pilots (especially those who
often fly over harsh terrain) who are willing to risk their health and their airplane
by running the 503 outside of long proven parameters.
I have never experienced so much as a hiccup from my 503. I decarboned it at 119
hrs, changed oil brands and ran it to 450hrs. At that point I tore it down
and replaced every moving part because I happened to have the time and money,
not because the engine was showing signs of being tired. I measured everything.
The only component that was outside wear limits was a small portion of the
cylinder bore, just above the intake port. Even that was less than 0.001" oversize.
I probably could have gotten another couple hundred hours out of it.
The thing is, after spending several years building an airplane, one doesn't
really want to find where the failure point of the engine is. I figured 150%
of TBO was good enough.
There are many, many 503s out there that have flown past 1000hrs without an overhaul,
and literally thousands that have flown to twice TBO. Very few actually
get rebuilt at 300hrs. I guess what I'm getting at is what do you stand to
"gain" by adding more oil? It seems you are trying to solve some perceived "problem"
with the 503 that simply doesn't exist. This is probably why Lucian questioned
your experience. He wasn't saying you don't know your way around engines
in general, he was asking about the 503 in particular because anyone who
has much time flying them knows they are one of the most reliable two-strokes
out there.
My first response when reading your post was "You're running 32:1? , Why?" This
is a great little engine that performs very well. All you have to do is feed
it right and keep the gauges in the green. Treat it kindly and it will return
the favor.
--------
Roger in Oregon
1992 KXP 503 - N1782C
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=250718#250718
________________________________________________________________________________
| From: | "Tony Oldman" <aoldman(at)xtra.co.nz> |
| Subject: | Re: Rotax 503 running problem |
Well said. 2 503s and no problems. First one I overhauled because there was
no reliable history with the engine, it was still performing well at 800 hrs
after the overhaul, no idea how many hours before the overhaul, the second
one only has 350 hours on it from new and going well. I have only ever run
castrol TT mineral oils at 50:1. It would seem that discussing oils is a bit
like discussing VGs ,there are a lot of opinions out there. The people
that make these things say 50:1 and I bet they have built at least a 50%
safety margin into that so I am happy to carry on with what I know works for
me, as for VGs ,while very interested in the change to performance VGs may
give I have been trying to think of when I would need them, or what
advantage they would give me and have to admit I can not think of one. The
Kolb MK111c behaves in a very predictable way and sometimes in marginal
conditions the quick stall onto the ground is not a bad thing and if the
conditions are not marginal it dos not matter . I guess if you needed to get
onto the ground real short and real slow then any advantage is a good
thing,I just have not found myself in the position yet that the MK111c was
not capable of handling . Like most things in life its all about compromise
, in order to gain something you may also loose something.
Keep it safe up there
MK111c
Downunder
original Message -----
From: "R. Hankins" <rphanks(at)grantspass.com>
Sent: Tuesday, June 30, 2009 8:00 PM
Subject: Kolb-List: Re: Rotax 503 running problem
>
> Dale:
> The 503 is the workhorse 2-stroke of the ultralight world. They are known
> for their ease of operation, long life, and reliability.
> I don't think you will find a whole lot of active pilots (especially those
> who often fly over harsh terrain) who are willing to risk their health and
> their airplane by running the 503 outside of long proven parameters.
>
> I have never experienced so much as a hiccup from my 503. I decarboned it
> at 119 hrs, changed oil brands and ran it to 450hrs. At that point I tore
> it down and replaced every moving part because I happened to have the time
> and money, not because the engine was showing signs of being tired. I
> measured everything. The only component that was outside wear limits was
> a small portion of the cylinder bore, just above the intake port. Even
> that was less than 0.001" oversize. I probably could have gotten another
> couple hundred hours out of it. The thing is, after spending several
> years building an airplane, one doesn't really want to find where the
> failure point of the engine is. I figured 150% of TBO was good enough.
>
> There are many, many 503s out there that have flown past 1000hrs without
> an overhaul, and literally thousands that have flown to twice TBO. Very
> few actually get rebuilt at 300hrs. I guess what I'm getting at is what
> do you stand to "gain" by adding more oil? It seems you are trying to
> solve some perceived "problem" with the 503 that simply doesn't exist.
> This is probably why Lucian questioned your experience. He wasn't saying
> you don't know your way around engines in general, he was asking about the
> 503 in particular because anyone who has much time flying them knows they
> are one of the most reliable two-strokes out there.
>
> My first response when reading your post was "You're running 32:1? , Why?"
> This is a great little engine that performs very well. All you have to do
> is feed it right and keep the gauges in the green. Treat it kindly and
> it will return the favor.
>
> --------
> Roger in Oregon
> 1992 KXP 503 - N1782C
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=250718#250718
>
>
>
________________________________________________________________________________
| From: | "Tony Oldman" <aoldman(at)xtra.co.nz> |
| Subject: | Re: new video, Steen's again |
Loved that show .Keep them coming
----- Original Message -----
From: Larry Cottrell
To: kolb-list(at)matronics.com
Sent: Tuesday, June 30, 2009 8:32 AM
Subject: Kolb-List: new video, Steen's again
http://owyheeflyer.blogspot.com/
Just up loaded a new bunch of pictures and a video of a flight that I
made this morning to the Steen's hoping to get some clues as to where to
Elk hunt this fall. Didn't find Elk, but had a very enjoyable flight.
Going to have to put some time in on the ground, now that I know where
to go.
Larry C
________________________________________________________________________________
| Subject: | Thanks - Appreciate differences in VG discussion now! |
| From: | "John Bickham" <gearbender(at)bellsouth.net> |
As much as I chance to add fuel to this fire....
The light finally came on for me regarding the countless threads and strong differences
re VG's. I think I'm starting to grasp the different points of view
on this subject and the reasons for them.
To me, VG's have a place and advantages in light to no wind flying with not a lot
of crosswind component. I think it is accurate to say that most of the strongest
VG proponents have stated they are light wind condition flyers, for the
most part. In smooth conditions, real slow is good.
The other side, tends to fly long XC's in strong winds at times.
I used to be a light wind flyer and enjoyed it. The experiences of the MV-Oregon
flight really challenged me. One of the problems I had was getting the plane
to quite flying in gusting conditions while trying to land. The "four landings"
at Vernon, TX got my attention. I got exactly sync'd with the gust and
touchdown four times ie four bounces. The fellow in the FBO comment was, " I
thought you were going to land in the next county!". I couldn't get the plane
to quite flying. VG's probably would have made the problem worse in those conditions.
In my plane and my with my experience, strong crosswinds challenge
rudder authority first as I slow to land. VG's could slow you down even more
and challenge that rudder authority even more.
So now I have a better understanding of the strong differences in opinions regarding
VG's and there applications. I also have a new respect for the folks with
strong opinions and their differences based on the type of flying they prefer.
For me, I'm an aspiring XC flyer. I enjoy the long flights and especially the
company of fellow Kolb flyers. Seeing this great country from 1000 AGL and below
is a goal that I have set for myself. You have to be ready for strong wind
conditions to do that or you will be sitting at an FBO more than you are flying.
Or worse, you could find the end of a long leg with higher than forecasted
wind conditions. For that reason, VG's might not be the best option for me
and the type of flying that I want to do.
So now I agree with both sides. It is just that we might be talking about two
different approaches to flying conditions and the requirements that those conditions
require. Maybe as I age and slow down, I might be satisfied laps around
the patch or just local flights. Then I might decide to check the VG's out.
My little humble opinion.
--------
Thanks too much,
John Bickham
Mark III-C w/ 912UL
St. Francisville, LA
I know many pilots and a few true aviators. There is a distinct difference that
I have the greatest respect for.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=250729#250729
________________________________________________________________________________
| Subject: | Slingshot question |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Does the Slinghsot have a 5" diameter spar and boom tube like the Firestar or a
6" diameter like the MKIII and Kolbra?
--------
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=250740#250740
________________________________________________________________________________
| Subject: | Re: Thanks - Appreciate differences in VG discussion now! |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
I've never actually weighed in on the VG debate, mostly because I've never tried
them so can't talk about them from an experienced viewpoint.
But I'll toss a couple thoughts out for grins. I tend to mildly be on the non-VG
side myself, if for no other reason than the planes I've flown were all test
flown and developed without them and so all the known territory on their flight
characteristics is without them too.
When you alter the performance envelope of the main wing, it changes a whole bunch
of other stuff that the rest of the plane experiences. I.e. plane stalls at
an increased AoA means the tail is a different attitude with respect to the
relative wind, etc.
Not saying this is bad, but it is a different situation than the rest of the plane
was designed (or at least tested) to deal with. This puts you in unknown territory,
which is usually not a good place to be with an airplane.
Being able to stop the wing from flying during landing is a legitimate concern,
especially out here in the mountains. In my FSII, once the tail came down, I
wanted that main wing to be flying as little as possible so that gusts had as
little chance to pick the plane back up as possible.
In my current plane, landings with less than about 20 degs of flaps can be dicey
as-is with the wing as-is. With no flaps, that sucker is still fully flying
even if I touch the tailwheel down. You just can't get the AoA of the wing high
enough in ground effect without assistance (i.e. flaps) to stop it from flying.
In fact, the only time I encountered conditions where full flaps wasn't a
good idea was a landing I made in NE in 25G40 winds about 30 degs off the right
side of the runway. Otherwise, I need all the help I can get in terms of increased
AoA in the flare and touchdown.
I can see how VG's would change this whole equation and could even introduce some
hazard on both of those planes.
So even us low-wind/low-convective activity/low-dust-devil fliers benefit from
flying planes not altered from the configs in which they were designed and tested.
Or at least, we who don't like to be test-pilots most of the time ;).
JMO,
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=250754#250754
________________________________________________________________________________
| From: | "Ron @ KFHU" <captainron1(at)cox.net> |
| Subject: | Re: Thanks - Appreciate differences in VG discussion now! |
It seems to me that the V.G. discussion is the longest discussion we have here.
:-)
I can convey my view from GenAv flying. Just about all of the large piston twins
that I have flown had them installed. I have flown the large piston twins with
and without them. Without question a C-400 series airplane or the slightly
smaller C-300 series aircraft land and take off much better with them, not to
mention one engine inop' and near stall behavior. They have no discernible negative
performance impact during cruise, so with regard to that I can't see where
a much slower Kolb would either. I only have a few thousand hours on those
twins so take it for what its worth.
On the other hand I am not sure in general why I would need them on my Kolb, however
on the few occasions I may want to fly out of say a river bed I probably
would like to have them.
Ron @ KLSB
---- lucien wrote:
============
I've never actually weighed in on the VG debate, mostly because I've never tried
them so can't talk about them from an experienced viewpoint.
But I'll toss a couple thoughts out for grins. I tend to mildly be on the non-VG
side myself, if for no other reason than the planes I've flown were all test
flown and developed without them and so all the known territory on their flight
characteristics is without them too.
When you alter the performance envelope of the main wing, it changes a whole bunch
of other stuff that the rest of the plane experiences. I.e. plane stalls at
an increased AoA means the tail is a different attitude with respect to the
relative wind, etc.
Not saying this is bad, but it is a different situation than the rest of the plane
was designed (or at least tested) to deal with. This puts you in unknown territory,
which is usually not a good place to be with an airplane.
Being able to stop the wing from flying during landing is a legitimate concern,
especially out here in the mountains. In my FSII, once the tail came down, I
wanted that main wing to be flying as little as possible so that gusts had as
little chance to pick the plane back up as possible.
In my current plane, landings with less than about 20 degs of flaps can be dicey
as-is with the wing as-is. With no flaps, that sucker is still fully flying
even if I touch the tailwheel down. You just can't get the AoA of the wing high
enough in ground effect without assistance (i.e. flaps) to stop it from flying.
In fact, the only time I encountered conditions where full flaps wasn't a
good idea was a landing I made in NE in 25G40 winds about 30 degs off the right
side of the runway. Otherwise, I need all the help I can get in terms of increased
AoA in the flare and touchdown.
I can see how VG's would change this whole equation and could even introduce some
hazard on both of those planes.
So even us low-wind/low-convective activity/low-dust-devil fliers benefit from
flying planes not altered from the configs in which they were designed and tested.
Or at least, we who don't like to be test-pilots most of the time ;).
JMO,
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=250754#250754
--
kugelair.com
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: US tank balance |
Are you sure your flying wings level - be surprised how many pilots
do this and not realize it themselves until it pointed out to them
including myself.
jerb
At 08:04 PM 6/29/2009, you wrote:
>
>One thing I've noticed with the original dual tanks on my UltraStar
>is that they don't drain evenly. With the plane sitting on the
>ground they level out, but in flight the left tank tends to run
>somewhat lower than the right (they're plumbed together on the inner
>side of the valves with the outer sides tee'd together at the fuel
>strainer). Anybody else see this?
>
>I presume it's due to minor variation in air pressure at the vented
>caps, which could be alleviated by poking holes in the top of the
>tanks and running a tube between to let the air balance... thoughts?
>
>-Dana
>--
> Campaigns to bearproof all garbage containers in some national
> parka have been difficult, because as one biologist put it, "There
> is a considerable overlap between the intelligence levels of the
> smartest bears and the dumbest tourists."
>
>
________________________________________________________________________________
| Subject: | "Burping" the oil in a 912 |
| From: | "Kirby, Dennis CTR USAF AFMC MDA/AL" <Dennis.Kirby(at)kirtland.af.mil> |
Here's a question for our Kolb Friends flying the 912 -
When checking the oil level during preflight, how many times must we
turn the engine over in order to get an accurate oil level reading?
The common wisdom regarding checking the oil (including instructions in
the Rotax Maintenance Manual) tell of the need to "burp" the engine,
which we do by turning the prop for several revolutions prior to
checking the oil level. Doing this transfers oil from the engine case
back into the oil tank, thus giving an accurate oil level indication on
the dip stick.
Well, I did this yesterday when I went to fly my Mark-3, but managed to
1) NOT get an accurate oil level reading, resulting in 2) splattering of
overflow oil all over my prop and tail after the flight!
It seems that, as the 912 engine sits idle, oil slowly drains from the
oil tank into the engine case. The longer it sits, the more oil that
drains out. It had been six weeks since the last time I flew
(fortunately, that is not common!), so I suspect THAT is the reason the
oil level indicated so low at first. I rotated the prop at least twenty
revolutions, thinking it was enough. I then checked the oil to find
that it was still reading a bit low. So I added half a quart.
After flying, my tail was soaked with sprayed-out overflow oil. (what a
mess!) I checked my oil level, and found that it was now way too high.
Obviously, I did not get all the oil from the engine to the tank on
preflight, and I got an erroneous "low oil level" reading on the dip
stick.
So back to my question: how many revolutions must the 912 be turned?
Apparently, 20 is not enough!
Dennis Kirby
Cleanin' up my Kolb with rags and 409 in
Cedar Crest, NM
________________________________________________________________________________
| Subject: | Re: "Burping" the oil in a 912 |
| From: | Robert Laird <rlaird(at)cavediver.com> |
Did you stop when it burped? Or did you simply stop at 20?
On Tue, Jun 30, 2009 at 11:59 AM, Kirby, Dennis CTR USAF AFMC MDA/AL <
Dennis.Kirby(at)kirtland.af.mil> wrote:
> Classification: * UNCLASSIFIED***
>
> Here=92s a question for our Kolb Friends flying the 912 '
>
> When checking the oil level during preflight, how many times must we turn
> the engine over in order to get an accurate oil level reading?
>
> The common wisdom regarding checking the oil (including instructions in t
he
> Rotax Maintenance Manual) tell of the need to =93burp=94 the engine, whic
h we do
> by turning the prop for several revolutions prior to checking the oil
> level. Doing this transfers oil from the engine case back into the oil
> tank, thus giving an accurate oil level indication on the dip stick.
>
> Well, I did this yesterday when I went to fly my Mark-3, but managed to 1
)
> NOT get an accurate oil level reading, resulting in 2) splattering of
> overflow oil all over my prop and tail after the flight!
>
>
> It seems that, as the 912 engine sits idle, oil slowly drains from the oi
l
> tank into the engine case. The longer it sits, the more oil that drains
> out. It had been six weeks since the last time I flew (fortunately, that
is
> not common!), so I suspect THAT is the reason the oil level indicated so
low
> at first. I rotated the prop at least twenty revolutions, thinking it wa
s
> enough. I then checked the oil to find that it was still reading a bit
> low. So I added half a quart.
>
>
> After flying, my tail was soaked with sprayed-out overflow oil. (what a
> mess!) I checked my oil level, and found that it was now way too high.
> Obviously, I did not get all the oil from the engine to the tank on
> preflight, and I got an erroneous =93low oil level=94 reading on the dip
stick.
>
>
> So back to my question: how many revolutions must the 912 be turned?
> Apparently, 20 is not enough!
>
>
> Dennis Kirby
>
> Cleanin=92 up my Kolb with rags and 409 in
>
> Cedar Crest, NM
>
> Classification: * UNCLASSIFIED***
>
>
> *
>
===========
===========
===========
===========
> *
>
>
________________________________________________________________________________
| Subject: | Re: "Burping" the oil in a 912 |
| From: | "tlongo" <tlongo(at)tampabay.rr.com> |
Check it after each flight, and if it has been a while and you don't remember start
it and let it run for a couple of minuets then check it.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=250798#250798
________________________________________________________________________________
| Subject: | Re: "Burping" the oil in a 912 |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
[quote="Dennis.Kirby(at)kirtland."]
Heres a question for our Kolb Friends flying the 912
When checking the oil level during preflight, how many times must we turn the engine
over in order to get an accurate oil level reading?
The common wisdom regarding checking the oil (including instructions in the Rotax
Maintenance Manual) tell of the need to burp the engine, which we do by turning
the prop for several revolutions prior to checking the oil level. Doing
this transfers oil from the engine case back into the oil tank, thus giving an
accurate oil level indication on the dip stick.
Well, I did this yesterday when I went to fly my Mark-3, but managed to 1) NOT
get an accurate oil level reading, resulting in 2) splattering of overflow oil
all over my prop and tail after the flight!
It seems that, as the 912 engine sits idle, oil slowly drains from the oil tank
into the engine case. The longer it sits, the more oil that drains out. It
had been six weeks since the last time I flew (fortunately, that is not common!),
so I suspect THAT is the reason the oil level indicated so low at first.
I rotated the prop at least twenty revolutions, thinking it was enough. I then
checked the oil to find that it was still reading a bit low. So I added half
a quart.
After flying, my tail was soaked with sprayed-out overflow oil. (what a mess!)
I checked my oil level, and found that it was now way too high. Obviously,
I did not get all the oil from the engine to the tank on preflight, and I got
an erroneous low oil level reading on the dip stick.
So back to my question: how many revolutions must the 912 be turned? Apparently,
20 is not enough!
Dennis Kirby
Cleanin up my Kolb with rags and 409 in
Cedar Crest, NM
> [b]
Hey Dennis,
A trick for this I initially learnt from Ronnie Smith (and subsequently found is
suggested in the oil check video on rotax-owner.com) is to turn the prop over
slowly instead of popping it through. This allows lots more blowby past the
rings as you go through the compression strokes really slow. That pushes the oil
out to the tank a lot faster.
This way I get the gurgle in I'd say about 10 blades, somewhere in there where
it used to sometimes take enough turns to make my arms tired....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=250801#250801
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: "Burping" the oil in a 912 |
Dennis:
Check your oil level on post flight. The engine is warm/hot and the oil
is pushed out of the crankcase during operation.
If you want to do it during preflight, crank the engine, let it run a
couple minutes, shut down and check.
912's have a great history of not requiring oil to be added between
changes.
I usually end up adding a little too much during oil change. This ends
up on prop and tail section during flight.
They will also blow oil when you get into a severe down draft as oil is
forced up to the top of the tank where crankcase pressure forces it out
the breather tube.
A lot of oil will drain back into the crankcase if the antisiphon valve
is not the best. Over the years, I have found Rotax as well as Fram oil
filters that would leak down. The longer they sit idle, the more oil is
going to drain back.
john h
mkIII
When checking the oil level during preflight, how many times must we
turn the engine over in order to get an accurate oil level reading?
Dennis Kirby
________________________________________________________________________________
| From: | "Denny Rowe" <rowedenny(at)windstream.net> |
| Subject: | Re: Slingshot question |
Slingshots are 6 inches like the MK-3, fireflys are 5 like a Firestar
----- Original Message -----
From: "Thom Riddle" <riddletr(at)gmail.com>
Sent: Tuesday, June 30, 2009 9:38 AM
Subject: Kolb-List: Slingshot question
>
> Does the Slinghsot have a 5" diameter spar and boom tube like the Firestar
> or a 6" diameter like the MKIII and Kolbra?
>
> --------
> 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=250740#250740
>
>
--------------------------------------------------------------------------------
Checked by AVG - www.avg.com
06:10:00
________________________________________________________________________________
| Subject: | Re: Slingshot question |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Thanks, Denny. That is what I thought but needed confirmation.
--------
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=250811#250811
________________________________________________________________________________
| Subject: | Re: Thanks - Appreciate differences in VG discussion now! |
John Bickham wrote:
> As much as I chance to add fuel to this fire....
>
> The light finally came on for me regarding the countless threads and strong differences
re VG's. I think I'm starting to grasp the different points of view
on this subject and the reasons for them.
>
> To me, VG's have a place and advantages in light to no wind flying with not a
lot of crosswind component. I think it is accurate to say that most of the strongest
VG proponents have stated they are light wind condition flyers, for the
most part. In smooth conditions, real slow is good.
>
> The other side, tends to fly long XC's in strong winds at times.
>
> I used to be a light wind flyer and enjoyed it. The experiences of the MV-Oregon
flight really challenged me. One of the problems I had was getting the plane
to quite flying in gusting conditions while trying to land. The "four landings"
at Vernon, TX got my attention. I got exactly sync'd with the gust and
touchdown four times ie four bounces. The fellow in the FBO comment was, "
I thought you were going to land in the next county!". I couldn't get the plane
to quite flying. VG's probably would have made the problem worse in those
conditions. In my plane and my with my experience, strong crosswinds challenge
rudder authority first as I slow to land. VG's could slow you down even more
and challenge that rudder authority even more.
>
> So now I have a better understanding of the strong differences in opinions regarding
VG's and there applications. I also have a new respect for the folks with
strong opinions and their differences based on the type of flying they prefer.
>
> For me, I'm an aspiring XC flyer. I enjoy the long flights and especially the
company of fellow Kolb flyers. Seeing this great country from 1000 AGL and
below is a goal that I have set for myself. You have to be ready for strong wind
conditions to do that or you will be sitting at an FBO more than you are flying.
Or worse, you could find the end of a long leg with higher than forecasted
wind conditions. For that reason, VG's might not be the best option for
me and the type of flying that I want to do.
>
> So now I agree with both sides. It is just that we might be talking about two
different approaches to flying conditions and the requirements that those conditions
require. Maybe as I age and slow down, I might be satisfied laps around
the patch or just local flights. Then I might decide to check the VG's out.
>
> My little humble opinion.
I am a low time pilot and I can get my MKIII to bounce in no wind conditions :D
When I was getting my license in a cub, I was taught to change my landing
style and use the equipment in the aircraft to deal with various conditions.
For example, in a strong crosswind, wheel land it and stick it to the ground by
keeping the tail up then use brakes to slow and throttle if needed to keep enough
rudder authority to keep it on the runway. When well below flying speed,
get the tail down so can then use the tail wheel to keep me on track.
I believe that saying having a lower stall speed will hinder your ability to land
in strong winds is sort of like saying we need a stronger landing gear because
of our airplanes problem called "Kolb quit". As John H likes to say, there
is no Kolb quit but it will stall and if stalled 5 feet above the ground, you
will hit hard.
I do not have VG's and I can keep my MKIII on the ground at 50mph and above if
I keep the tail up. I would be inclined to think that I could also keep my MKIII
on the ground at 50 mph with VG's if I kept the tail up. As I said above,
I have had a few bouncy landings in my MKIII but I do not attribute them to what
speed my plane stalls at, I attribute them to my inability ( on that paticular
landing) to keep up with what the airplane was doing and/or not adjusting
my technique for the conditions.
My $.02 worth
Jason
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=250812#250812
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Thanks - Appreciate differences in VG discussion now! |
John,
Just returned from a mid-day flight in the FireFly. Had to land in a 18 mph
gusting cross wind. Didn't do too bad of a job of it.
One of the good things about VG's is that they do make your ailerons more
effective, and so it is easier to side slip into the wind and to stay on the
runway centerline. When you are at cruise altitude and flying through
turbulent air, the VG enhanced aileron effectiveness helps one cope with out
having to boot in rudder to keep picking up a wing.
If you are having trouble getting down in cross winds, then you need more
practice. Practicing with or without VG's will produce the same result, a
better pilot. But VG's will make your plane a little more roll and side slip
responsive.
As for lighter aircraft landing at lower speeds, it is not a problem if you
keep flying it until you get it down.
There are few days here without wind.
Jack B. Hart FF004
Winchester, IN
>
>As much as I chance to add fuel to this fire....
>
>The light finally came on for me regarding the countless threads and strong differences
re VG's. I think I'm starting to grasp the different points of view
on this subject and the reasons for them.
>
>To me, VG's have a place and advantages in light to no wind flying with not a
lot of crosswind component. I think it is accurate to say that most of the strongest
VG proponents have stated they are light wind condition flyers, for the
most part. In smooth conditions, real slow is good.
>
>The other side, tends to fly long XC's in strong winds at times.
>
>I used to be a light wind flyer and enjoyed it. The experiences of the MV-Oregon
flight really challenged me. One of the problems I had was getting the plane
to quite flying in gusting conditions while trying to land. The "four landings"
at Vernon, TX got my attention. I got exactly sync'd with the gust and
touchdown four times ie four bounces. The fellow in the FBO comment was, " I
thought you were going to land in the next county!". I couldn't get the plane
to quite flying. VG's probably would have made the problem worse in those conditions.
In my plane and my with my experience, strong crosswinds challenge
rudder authority first as I slow to land. VG's could slow you down even more
and challenge that rudder authority even more.
>
>So now I have a better understanding of the strong differences in opinions regarding
VG's and there applications. I also have a new respect for the folks with
strong opinions and their differences based on the type of flying they prefer.
>
>For me, I'm an aspiring XC flyer. I enjoy the long flights and especially the
company of fellow Kolb flyers. Seeing this great country from 1000 AGL and below
is a goal that I have set for myself. You have to be ready for strong wind
conditions to do that or you will be sitting at an FBO more than you are flying.
Or worse, you could find the end of a long leg with higher than forecasted
wind conditions. For that reason, VG's might not be the best option for me
and the type of flying that I want to do.
>
>So now I agree with both sides. It is just that we might be talking about two
different approaches to flying conditions and the requirements that those conditions
require. Maybe as I age and slow down, I might be satisfied laps around
the patch or just local flights. Then I might decide to check the VG's out.
>
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: "Burping" the oil in a 912 |
Why don't they locate the oil tank below the engine?
My suzuki tank is 2 feet below. Gravity does a great job.
BB
On 30, Jun 2009, at 12:59 PM, Kirby, Dennis CTR USAF AFMC MDA/AL wrote:
>
>
>
> Here=92s a question for our Kolb Friends flying the 912 '
>
>
> When checking the oil level during preflight, how many times must
> we turn the engine over in order to get an accurate oil level reading?
>
> The common wisdom regarding checking the oil (including
> instructions in the Rotax Maintenance Manual) tell of the need to
> =93burp=94 the engine, which we do by turning the prop for several
> revolutions prior to checking the oil level. Doing this transfers
> oil from the engine case back into the oil tank, thus giving an
> accurate oil level indication on the dip stick.
>
> Well, I did this yesterday when I went to fly my Mark-3, but
> managed to 1) NOT get an accurate oil level reading, resulting in
> 2) splattering of overflow oil all over my prop and tail after the
> flight!
>
> It seems that, as the 912 engine sits idle, oil slowly drains from
> the oil tank into the engine case. The longer it sits, the more
> oil that drains out. It had been six weeks since the last time I
> flew (fortunately, that is not common!), so I suspect THAT is the
> reason the oil level indicated so low at first. I rotated the prop
> at least twenty revolutions, thinking it was enough. I then
> checked the oil to find that it was still reading a bit low. So I
> added half a quart.
>
> After flying, my tail was soaked with sprayed-out overflow oil.
> (what a mess!) I checked my oil level, and found that it was now
> way too high. Obviously, I did not get all the oil from the engine
> to the tank on preflight, and I got an erroneous =93low oil level=94
> reading on the dip stick.
>
> So back to my question: how many revolutions must the 912 be
> turned? Apparently, 20 is not enough!
>
> Dennis Kirby
> Cleanin=92 up my Kolb with rags and 409 in
> Cedar Crest, NM
>
>
>
________________________________________________________________________________
| From: | "b young" <by0ung(at)brigham.net> |
| Subject: | "Burping" the oil in a 912 |
Here's a question for our Kolb Friends flying the 912 -
When checking the oil level during preflight, how many times must we turn
the engine over in order to get an accurate oil level reading?
Dennis Kirby
>>>>>>>>>>>>>>>>>>>>>>.
Dennis
Remove the oil cap, then rotate the prop until you can hear the blow by
gasses start to sputter, before the sputter it will be pushing back only
oil.. when the sputter starts it will be a mix of oil and air.
Cant tell you how many turns. just till you hear it..
Boyd
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | 2009 Kolb Homecoming Canceled. |
Folks:
Travis informed me this morning, there will be no 2009 Kolb Homecoming at
TNK. This decision was based primarily on the reduced personnel size of the
company. Travis and Dennis are not in a position to take on the added
responsibility and duties of hosting, the formally, annual event.
Hopefully, if the status of the company changes in the future, they may be
able to again host the Kolb Homecoming.
Travis asked me to pass on to the Kolb List, the future of TNK is sound.
They plan on being there for a long time supplying us with Kits and Parts
for our Kolb aircraft.
Our support of this company will help insure they will be there to support
us in the future.
john h
mkIII
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: US tank balance |
At 12:12 PM 6/30/2009, jerb wrote:
>
>Are you sure your flying wings level - be surprised how many pilots do
>this and not realize it themselves until it pointed out to them including
>myself.
Good point, but no, not in this case... there's up to an inch difference in
the level even at the center where the two tanks are practically touching.
-Dana
--
Giving money and power to government is like giving whiskey and car keys
to teenage boys.
________________________________________________________________________________
| Subject: | Re: Thanks - Appreciate differences in VG discussion now! |
| From: | "John Bickham" <gearbender(at)bellsouth.net> |
Jason,
Agree with the "stick it with a wheel landing" technique. Prior to the trip out
west, I was a 99% three pointer. I was forced to develop a much better "wheel
landing technique" rather quickly to survive.
Was faced with every wind variation on both take-offs and landings you can imagine
during the trip. Even got to "sucking the seat up my @#%#" on a take-off
from Grant-Milan, NM. Wind changed from strong crosswind to strong tailwind mid
runway. Think it was a dust devil off to the right. That in combination with
a DA of 9100 ft and I was concentrating real hard on just flying.
Every plane is different as they are built and modified differently. My plane
with the larger tires and longer gear legs has a higher AOA in the three point
stance. If tail lowers with just a little too much speed, she is back in the
air. Just had to adjust. Still get caught every now and then. Homer's original
design (shorter ALUM landing gear) had a flatter AOA on purpose. To keep the
lower HP two strokes from flying too soon with out enough speed.
Still learning everytime I fire her up!
--------
Thanks too much,
John Bickham
Mark III-C w/ 912UL
St. Francisville, LA
I know many pilots and a few true aviators. There is a distinct difference that
I have the greatest respect for.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=250860#250860
________________________________________________________________________________
| Subject: | Re: Thanks - Appreciate differences in VG discussion now! |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
You bring up some very good points John B. about VG's and their possible disadvantages
in high wind landings. What you say makes perfect sense, I tend to agree.
I could not say for sure, because I am one of those light wind flyers you
were talking about. I think the only way we would ever know would be for
me to give John Hauk the keys to my Kolb on a windy day and see if he could land
it [Wink]
I sure would like to hear more about the weather conditions you encountered and
how you adapted to them, I have been meaning to PM you and ask you about it.
I would like to work my up to be able to fly in more weather conditions eventually.
Its been quite a while since I have seen you post here on the list, its
good to see you back.
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=250872#250872
________________________________________________________________________________
| Subject: | FSII N582EF basket case for sale |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
Ed has decided not to try and rebuild his wrecked FSII, he is going to try and
sell it and purchase an older Firestar that is local to this area. Since he is
a flyer and not a builder, I think he is making a wise decision.
But if there anyone on the list who has an airframe that is almost ready for an
engine, instruments, and systems, then maybe he has what you need.
Here is a link to his and my web pages on the airplanes, scroll down and you can
see what his airplane used to look like and how it was made, then click on the
"Salvage" link to see the wreck and what is for sale.
http://www.bcchapel.org/pages/0003/kolb.htm
Richard Pike
MKIII N420P (420ldPoops)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=250896#250896
________________________________________________________________________________
| Subject: | Re: "Burping" the oil in a 912 |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
RE:
.....Heres a question for our Kolb Friends flying the 912
When checking the oil level during preflight, how many times must we turn the engine
over in order to get an accurate oil level reading? ....
To add a bit to what Lucien said, I've found that holding the prop against the
high resistance part of the prop turning process, until the resistance bleeds
down, speeds up the burping process and reduces the number of blade turns required
to hear the burp.
How many turns it takes depends upon how high the tank is relative to the case
and how long it has been sitting. I don't check the oil until I hear the burp,
and have never had a too-much-oil mess.
I can't answer BB's question about why the thank is mounted where it is, but Rotax
is very specific about the acceptable height range.
--------
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=250920#250920
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: "Burping" the oil in a 912 |
> When checking the oil level during preflight, how many times must we turn
the engine over in order to get an accurate oil level reading? ....
Dennis K:
I went over to the airstrip yesterday to see if I still had an airplane.
Decided to check the oil and see if it would crank. It has been sitting
since I landed, the end of May.
Took 21 blades, or 7 complete revolutions of the prop, or 17 crank revs to
get it to burp. Probably a good idea to do the burp maneuver. Should help
prelube the engine before start up.
The 912ULS fired right up and ran well.
Last winter I put a small 2 amp solar panel on my hanger. Keep it plugged
into the mkIII battery. Battery stays hot now during extended periods of
storage. Before the solar panel, the battery would pull down from operation
of the aircraft clock, which is wired direct to the battery. Nice not to
have to jump start the airplane, plus it is much better for the life of the
battery.
john h
mkIII
________________________________________________________________________________
| Subject: | Re: Thanks - Appreciate differences in VG discussion now! |
| From: | "robcannon" <leecannon(at)telus.net> |
It would be interesting to know what the difference in sink rate is (at stall)
with and without vg's. In a previous post I stated that my stall went down from
38 ish to 26 ish. When I say "stall", I am referring to the break, but even
though it is controllable right down to very low airspeeds now, I think the
sink rate is much higher at 26 with vg's than at 38 with now vg's.
IF I am correct in this assumption, then landing with vg's at a lower airspeed
would not increase the risk of bounce? hmmmmmmmm.....
What vg's definatly do, is keep the aircraft controllable at a lower airspeed,
or, give you a larger safety margin at higher airspeeds ( I choose somewhere
in between) The chance of a stall spin turning downwind is reduced, as is
the chance of a wing dropping on final.
Gotta love those VG's !! [Wink]
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=250943#250943
________________________________________________________________________________
| Subject: | Re: "Burping" the oil in a 912 |
| From: | "Ralph B" <ul15rhb(at)juno.com> |
Dennis,
As John and others have said, check the oil level after your flight for an accurate
reading on the dipstick. I would say it takes about 10 revs before hearing
the "burp". Do this with the oil cap off. For some reason, anything over the
lower level on the dipstick is siphoned out of the reservoir and ends up on the
prop. On my Kolbra, I cannot get at the drain plug, so I have to siphon the
oil out with a hand pump vacuum container. It works well, but leaves some oil
in the reservoir. I remove the ring on the oil reservoir and stick a tube down
there.
While on the topic, the oil of choice is Honda HP4 semi-synthetic motorcycle oil
(without moly). This is what I use in my Goldwing too. It's good for the gears
in the 912 as well as the engine.
Ralph B
--------
Ralph B
Original Firestar 447
N91493 E-AB
22 years flying it
Kolbra 912UL
N20386
1 year flying it
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=250946#250946
________________________________________________________________________________
| Subject: | Re: Thanks - Appreciate differences in VG discussion now! |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
robcannon wrote:
> It would be interesting to know what the difference in sink rate is (at stall)
with and without vg's. In a previous post I stated that my stall went down
from 38 ish to 26 ish. When I say "stall", I am referring to the break, but
even though it is controllable right down to very low airspeeds now, I think the
sink rate is much higher at 26 with vg's than at 38 with now vg's.
> IF I am correct in this assumption, then landing with vg's at a lower airspeed
would not increase the risk of bounce? hmmmmmmmm.....
> What vg's definatly do, is keep the aircraft controllable at a lower airspeed,
or, give you a larger safety margin at higher airspeeds ( I choose somewhere
in between) The chance of a stall spin turning downwind is reduced, as
is the chance of a wing dropping on final.
> Gotta love those VG's !! [Wink]
Well remember - we only talk about stall _speeds_ under certain circumstances (i.e.
steady-state conditions like straight-level flight). What VG's alter is the
_angle of attack_ at which the wing stalls (airspeed does not determine stall,
only AoA does), the change in stall speeds is a secondary effect of that.
This change is the unknown element in this case. I.e. how does the kolb react now
when allowed to fly at higher _AoA's_ without stalling? I.e. does the current
tail design, boom tube length, etc., behave in a different way now or ?
I remember with my FSII, 3-pointing it on landing was already quite a challenge
without VG's due to the tail becoming quite ineffective at around the stall.
The wing would generally stall before I could touch the tailwheel down first.
I have no idea how a higher AoA capability of the main wing would affect this.
Could have been great, could have been dangerous. Point being, I didn't know
and I'd have had to do some flight testing to determine that....
And as I hate being a test pilot...... and the plane flew and landed fabulously
already and...... you get my drift ;)......
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=250949#250949
________________________________________________________________________________
| Subject: | Re: Rotax 503 running problem |
| From: | "dalewhelan" <dalewhelan(at)earthlink.net> |
I guess what I'm getting at is what do you stand to "gain" by adding more oil?
It seems you are trying to solve some perceived "problem" with the 503 that simply
doesn't exist.
My first response when reading your post was "You're running 32:1? , Why?"
I guess the best answer is that from my new to Rotax point of view, the engineers
that claim 300 hour TBO also recommended 50:1
So I would have to say you are right, I was trying to solve a problem that does
not really exist. From what I have heard, the motor goes quite beyond 300 hours
on a very regular basis.
--------
Dale Whelan
503 powered Firestar II
Projection, A simple and interesting Psychological concept
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=250958#250958
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Thanks - Appreciate differences in VG discussion |
now!
At 10:42 AM 7/1/2009, robcannon wrote:
>It would be interesting to know what the difference in sink rate is (at
>stall) with and without vg's.
I'd be even more interested in knowing what effect VG's have, if any, on
glide angle.
-Dana
--
Duelling is legal in Paraguay as long as both parties are registered
blood donors.
________________________________________________________________________________
| From: | "b young" <by0ung(at)brigham.net> |
| Subject: | Re: Thanks - Appreciate differences in VG discussion |
now!
>It would be interesting to know what the difference in sink rate is (at
>stall) with and without vg's.
>>>>>>>>>>>>>>>>>>>>
It just seems to me, when I was much younger, that I learned, or at least
was told that at the point of stall. The wing quits flying and starts
falling out of the sky. Now if we are talking sink rate after the wing has
stalled,,, or in other words, the sink rate during the falling out of the
sky portion of flight. Maybe at that point we are referring to the
parachute effect of the wing. Seems to me that it is safer to fly the
plane within an inch or two of the ground, instead of riding a falling leaf
out of the sky. Or better yet, fly to the ground and do a wheel landing.
That way putting the entire flight under my control instead of putting
gravity in the pilot seat... if we are always flying on the edge,,, sooner
or later gravity will win. If you enjoy riding the falling leaf,, best get
some spin training.
Boyd
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
I just completed the installation of the "HACman system" by Jerry @
Green Sky Aviation. Cost plus shipping was $201.00. This is of course
the one for the 912 Rotax and HKS engines. I took it up for only 18
minutes as a short test since I didn't finish the installation until the
thermals were bumping and the temps were climbing. Primarily I wanted to
make sure that I had it working before I take a test trip with it. I had
no problem controlling the EGT's at all. The EGT has been quite low all
along, reading in the low 1200's and should be in the high 1300's to
achieve maximum horsepower and fuel usage.
I made a 3 hour flight with it today and posted the pictures and
findings on my Blog. You are welcome to view it if you would like the
URL is;
http://owyheeflyer.blogspot.com/
Larry C.
________________________________________________________________________________
| Subject: | Re: Thanks - Appreciate differences in VG discussion now! |
| From: | "ronlee" <rlee468(at)comcast.net> |
There is one aspect of VGs that no one has talked about. I fly a 701 Zenith so
this may or may not apply to the Kolb. I removed my slats and installed VGs. One
of the significant differences I found is that at high altitude my attack angle
is considerably less. This was a significant advantage to me as I live in
mountainous country and frequently fly quite high. I get better speed with the
same throttle setting.
--------
Ron Lee
Tucson, Arizona
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=251026#251026
________________________________________________________________________________
| From: | mark rinehart <capt_riney(at)yahoo.com> |
| Subject: | Kiev Prop Still for Sale? |
Mike Bigelow - sorry to keep bugging you about the Kiev prop, but I tried sending
you a PM but got no reply (perhaps I've got the wrong email address). If it's
still for sale, I'm interested. If not, that's okay too.
Mark Rinehart
--- On Fri, 6/19/09, mark rinehart wrote:
> From: mark rinehart <capt_riney(at)yahoo.com>
> Subject: Kiev Prop
> To: kolb-list(at)matronics.com
> Date: Friday, June 19, 2009, 8:00 PM
> Mike Bigelow - is that Kiev prop
> still for sale? I just bought a 582 for my Kolb Mark
> III and am looking for a prop.
>
> Mark Rinehart
> capt_riney(at)yahoo.com
>
>
>
>
________________________________________________________________________________
| Subject: | Changing engines. |
| From: | "Jimmy Young" <jdy100(at)comcast.net> |
After 11 months and 112 hrs of flying with my Generac, I've pulled it off and am
getting a new HKS 700 for my Kolb.
The reason for the change is the fact that I could not get adequate power out of
the Generac to safely fly my Kolb. At 435 lbs. empty, 750 lbs. fully loaded
(220 lbs. of me, 80 lbs. of fuel and a little baggage), I never got a comfortable
climb rate. I think the Generac may work great for a lighter plane like the
Valley Engineering Backyard Flyer, a true Ultralight at 254 lbs., but I was
taxing it beyond it's safe flying capacity with my weights.
Even though it did not work out for me, I can't say enough good things about the
Smith's at Valley Engineering. Together, we tried everything we could to squeeze
out more performance. They bent over backwards trying to help me out sending
me free props to try, and making suggestions such as removing the air cowling
to eliminate the blower fan power draw. I learned much, had fun, & have no
regrets for trying it. I had hit the point where I did not like to fly my plane
because I knew it was not going to get any better, and I became timid about
landing anywhere other than a long strip. I want to be able to fly my Kolb into
an 800' strip and have no concerns about getting out.
I hauled my Kolb down to Jerry Olenik at Greensky two weekends ago and dropped
it off for the engine install. Should be ready in 2 or 3 more weeks, and I'm looking
forward to getting it back and flying again soon. I know they are expensive
little suckers, but I am fortunate enough to be somewhat able to afford it,
(still employed, wife works, kids grown) and flying my Kolb is what I like
to do. When I get it back, I'll post again with photos & info.
--------
Jimmy Young
FS II, soon to have an HKS 700E on it.
Houston TX
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=251048#251048
________________________________________________________________________________
| From: | "ces308" <ces308(at)ldaco.com> |
Hello All !
Now don't beat me up on this...this was my first time doing this,so cut me some
slack...Not sure how to post the site like some of you guys,but it you go to
YouTube and search Kolb,Kolb aircraft,or Kolb Mark 3 Xtra and look for the one
by ces308.I will get some on from our fly-in this weekend too.
Enjoy!
chris ambrose
m3x/JAB
N327CS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=251052#251052
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | Re: Thanks - Appreciate differences in VG discussion |
now!
>The wing quits flying and starts falling out of the sky.
No .....it just try's to keep flying - here's 25+ - mph "on the edge"
nothing big happens - less than before, it just mushes, doesn't break as sharp
mine's a little different than yours though.
http://www.youtube.com/watch?v=yAKPPcoSsxM
>some spin training.or a falling leaf stall ??
VGs make it easier, not harder.
http://video.google.com/videoplay?docid=6787107193246239411
>It would be interesting to know what the difference in sink rate
I don't think it makes any difference? But I don't want to take them
off to see.
http://video.google.com/videoplay?docid=-2887020469201792731
>Boyd, I take it you've never learned to do a falling leaf stall.
>
>On Wed, Jul 1, 2009 at 12:36 PM, b young
><by0ung(at)brigham.net> wrote:
><by0ung(at)brigham.net>
>
>
> >It would be interesting to know what the difference in sink rate is (at
> >stall) with and without vg's.
>
>It just seems to me, when I was much younger, that I learned, or at least
>was told that at the point of stall. The wing quits flying and starts
>falling out of the sky. --snip.. if we are always flying on the edge,,, sooner
>or later gravity will win. If you enjoy riding the falling leaf,, best get
>some spin training.
>
>Boyd
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
took a while to find it:
http://www.youtube.com/watch?v=Vp1q9JAv1I4
looks good
BB
On 1, Jul 2009, at 10:00 PM, ces308 wrote:
>
> Hello All !
> Now don't beat me up on this...this was my first time doing this,so
> cut me some slack...Not sure how to post the site like some of you
> guys,but it you go to YouTube and search Kolb,Kolb aircraft,or Kolb
> Mark 3 Xtra and look for the one by ces308.I will get some on from
> our fly-in this weekend too.
> Enjoy!
>
> chris ambrose
> m3x/JAB
> N327CS
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=251052#251052
>
>
________________________________________________________________________________
| From: | loseyf(at)comcast.net |
Fran.losey(at)alber.com
------Original Message------
From: Chris Ambrose
Sender: owner-kolb-list-server(at)matronics.com
ReplyTo: kolb-list(at)matronics.com
Sent: Jul 1, 2009 10:00 PM
Subject: Kolb-List: New Videos
Hello All !
Now don't beat me up on this...this was my first time doing this,so cut me some
slack...Not sure how to post the site like some of you guys,but it you go to
YouTube and search Kolb,Kolb aircraft,or Kolb Mark 3 Xtra and look for the one
by ces308.I will get some on from our fly-in this weekend too.
Enjoy!
chris ambrose
m3x/JAB
N327CS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=251052#251052
Sent from my Verizon Wireless BlackBerry
________________________________________________________________________________
| Subject: | Re: HACman system |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Larry C.
Thanks for posting your initial results of the HACman. WIth my GA flying background,
it took me a while to get used to not manually adjusting mixture when I
first started flying a 912. I still like the ability to manually adjust mixture
in-flight. When I fly really slow the Bing 64s allow the mixture to get a lot
richer than ideal. When tuned properly, they do a fine job anywhere near normal
cruise power. I may get one these someday. I believe it works on the same
principle that Jack Hart used to rig his own manual mixture control, but not sure.
At the moment, I'm not flying 'cuz one of my partners broke our airplane a month
ago (no injuries) and we're still waiting on the insurance adjuster to do his
thing. It may be totaled, may not.
--------
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=251091#251091
________________________________________________________________________________
| From: | "Watkinsdw" <david.watkins0(at)gmail.com> |
Greetings,
Looking at Larry C's great pictures of his panel and the interesting landscape
he flew over brought to mind a question I've been pondering.
My Kolb MkIII-C isn't equipped with a compass deviation card.
I think that in 'general aviation,' it's required. Does this rule apply to Experimentals?
Thanks,
Dave
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=251095#251095
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: Deviation cards |
Yep!, I had one but it dried up and fell off. The compass actually reads
240 anywhere I go. Been meaning to fix it. :-/
Larry
----- Original Message -----
From: Watkinsdw
To: kolb-list(at)matronics.com
Sent: Thursday, July 02, 2009 6:03 AM
Subject: Kolb-List: Deviation cards
Greetings,
Looking at Larry C's great pictures of his panel and the interesting
landscape he flew over brought to mind a question I've been pondering.
My Kolb MkIII-C isn't equipped with a compass deviation card.
I think that in 'general aviation,' it's required. Does this rule
apply to Experimentals?
Thanks,
Dave
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=251095#251095
-------------------------------------------------------------------------
-----
Checked by AVG - www.avg.com
07/01/09 18:07:00
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: Deviation cards |
depends on how much of a deviate you are.
The rule with certificated (standard) aircraft is that whatever you
have stuck in the panel is supposed to be functional.
If it doesn't work remove it.
Compass card presence has rarely been enforced as evidenced by so
many nearly illegible ones out there.
First thing to do if you are concerned is lay out a temporary compass
rose on the ground using ribbon and
a boy scout compass. Then rotate the plane on it to check accuracy.
I was pleased to discover mine was nearly dead on. At least within a
degree or two.
BB
On 2, Jul 2009, at 8:03 AM, Watkinsdw wrote:
>
>
> Greetings,
> Looking at Larry C's great pictures of his panel and the
> interesting landscape he flew over brought to mind a question I've
> been pondering.
>
> My Kolb MkIII-C isn't equipped with a compass deviation card.
> I think that in 'general aviation,' it's required. Does this rule
> apply to Experimentals?
>
> Thanks,
> Dave
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=251095#251095
>
>
________________________________________________________________________________
| From: | "Jim Kmet" <jlsk1(at)frontiernet.net> |
| Subject: | Re: Deviation cards |
My A & P wants to see it at every condition inspection, so,,,,,,,,,,,,,,,, I
pull it from the logbook, place it in the plane' til he`s signed off
everything, Then I put it back in the log book 'til next year.
.........really.
Jim
----- Original Message -----
From: "Watkinsdw" <david.watkins0(at)gmail.com>
Sent: Thursday, July 02, 2009 7:03 AM
Subject: Kolb-List: Deviation cards
>
> Greetings,
> Looking at Larry C's great pictures of his panel and the interesting
> landscape he flew over brought to mind a question I've been pondering.
>
> My Kolb MkIII-C isn't equipped with a compass deviation card.
> I think that in 'general aviation,' it's required. Does this rule apply to
> Experimentals?
>
> Thanks,
> Dave
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=251095#251095
>
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Deviation cards |
> My A & P wants to see it at every condition inspection, so,,,,,,,,,,,,,,,,
> I pull it from the logbook, place it in the plane' til he`s signed off
> everything, Then I put it back in the log book 'til next year.
> .........really.
> Jim
Be careful! The "deviation card police" are everywhere.
I have tried several times to swing the compass in my mkIII, but can never
get close. It will give you an accurate reading at one point in the compass
rose.
I even used a "real" compass rose at Wetumpka Airport, but that didn't help.
; -)
Primary nav is GPS, which is not 100% reliable. It'll hicough once in a
while and leave me hanging, but only once in a blue moon. If the GPS goes
down, I can still use the whiskey compass to maintain a heading. May not
know what the heading is, but have a general idea. This will get me to a
road, river, railroad, etc. From there I can find a town and an airport.
If I find an interstate highway, it is a simple task to get down on the deck
and read the road signs. Other highways work, but normally their signs
aren't as big as those on the interstate.
My FAA Designee was not interested in my compass card, but he did a thorough
job of inspecting the aircraft, without the mickey mouse BS that some folks
have to contend with.
john h
mkIII
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
Today I flew to the Alvord to test fuel burn close to the ground with
the system. First I marked the front tanks fuel level, so that I could
be at least close to correct. I started and warmed up the plane using
the back tank, and when it was ready to go, I switched to the front
tank, climbing to 500 feet to activate the GPS timing system, then only
maintaining enough altitude to clear the hills between me and the
Alvord. I did not change the throttle position once I established about
5360 RPM's until I set up for a landing here at the house. I did dial in
the EGT to 1350 degrees and changed the setting to match the MSL. Keep
in mind that the higher you go, the richer the fuel mixture, so on
occasion a change was required. All of this including a couple of
video's will be posted to my blog later in the day.
The flight covered one hour and 24 minutes from warm up to landing. I
burned a total of three gallons of fuel from both tanks. I burned 2.3
gallons on the timed front tank flight, and 7 tenths of a gallon on warm
up and the extra 24 minutes.
The OAT was 70 degrees, winds mostly calm, approximately 5 MPH wind out
of the SW. Average speed of 62 MPH. The CHT's were well within limits
at around 306 degrees. A great day for flying, and I am very happy with
the results.
Larry C
________________________________________________________________________________
| Subject: | Re: Deviation cards |
| From: | "Watkinsdw" <david.watkins0(at)gmail.com> |
Thanks, guys,
The great thing about posting questions here is that the answers are either informative,
or entertaining. Sometimes, they're both!
Dave
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=251150#251150
________________________________________________________________________________
| Subject: | New alternate engine on my MKIII |
Well it's a long story but I will try to make it short.
A couple of years ago I finished my MKIII with an BMW R100 (air cooled)
engine on it. After flying it about 50 hours over the last year and a half,
I decided that it was not going to provide the power and reliability I
demanded. I could climb at about 800'/min but fast cruise was 60mph. I
also had teething problems that required me to work on it a lot. There have
been other successful conversions of this engine but I decided it was not
for me.
A couple of weeks ago I finished the installation of a 2005 Yamaha Vector
snowmobile engine with a Rotax 3.47 gearbox. I now have about 5 hours on it
and am ready to say that this engine just might provide me with the
performance I was looking for. My rates of climb are in 1000'/min range at
1000# gross and I can wind the airplane up to 90mph at full throttle in
level flight. I have chosen 70mph as my cruise as that is what feels good
with my airplane. Only time will tell about the reliability but I do have a
good feeling about this engine. Below is a link to a Utube video of the
engine on the airplane.
http://www.youtube.com/watch?v=RHYwVjGNZJc
Jason Omelchuck
Kolb MKIII Yamaha powered
Portland, OR
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: New alternate engine on my MKIII |
Tell us about the engine. Most of us southern boys don't have much
knowledge of snow machines.
john h
mkIII
A couple of weeks ago I finished the installation of a 2005 Yamaha
Vector snowmobile engine with a Rotax 3.47 gearbox.
Jason Omelchuck
________________________________________________________________________________
| Subject: | Re: New alternate engine on my MKIII |
The 2005 Yamaha Vector Snowmobile engine is a liquid cooled 4 stroke 973cc 3 cylinder
carbureted engine. It is rated at 120 HP at 8500 RPM. It has electric
carb heat.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=251175#251175
________________________________________________________________________________
| Subject: | Re: New alternate engine on my MKIII |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
To answer your question about the gearbox noise - that noise is perfectly normal
when running the rk-400 clutch. It's normal gear noise, you'll notice it's more
pronounced when turning the prop one way vs the other, which has to do with
the helical gears. The noise is just the slight amount of lash you normally
have....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=251176#251176
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: New alternate engine on my MKIII |
What RPMs have you been using?
snow can be fun too: http://www.youtube.com/watch?
v=4amTFCen0ZA&feature=related
BB
On 2, Jul 2009, at 2:24 PM, Jason Omelchuck wrote:
> tech.com>
>
> The 2005 Yamaha Vector Snowmobile engine is a liquid cooled 4
> stroke 973cc 3 cylinder carbureted engine. It is rated at 120 HP
> at 8500 RPM. It has electric carb heat.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=251175#251175
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: New alternate engine on my MKIII |
> The 2005 Yamaha Vector Snowmobile engine is a liquid cooled 4 stroke 973cc
> 3 cylinder carbureted engine. It is rated at 120 HP at 8500 RPM. It has
> electric carb heat.
What gear box ratio?
Sounds like a good engine. Yamaha makes good stuff.
Are you able to use all 8500 rpm?
Where does it get its max torque? That will probably be where you want to
cruise this engine.
Convenient with carb heat.
Are you running oil cooler and coolant radiator?
Seems, just from looking at the video, those two coolers are going to be a
big increase in drag. Just guessing. We have good luck mounting the
coolers behind the fuselage. I even have mine piggy backed'
john h
mkIII
________________________________________________________________________________
| Subject: | Re: New alternate engine on my MKIII |
I am cruising at 7000 rpm and have it propped for max level flight RPM of 8100
rpm.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=251181#251181
________________________________________________________________________________
| Subject: | Re: New alternate engine on my MKIII |
John Hauck wrote:
>
> > The 2005 Yamaha Vector Snowmobile engine is a liquid cooled 4 stroke 973cc
> > 3 cylinder carbureted engine. It is rated at 120 HP at 8500 RPM. It has
> > electric carb heat.
> >
> >
>
>
> What gear box ratio?
>
> Sounds like a good engine. Yamaha makes good stuff.
>
> Are you able to use all 8500 rpm?
>
> Where does it get its max torque? That will probably be where you want to
> cruise this engine.
>
> Convenient with carb heat.
>
> Are you running oil cooler and coolant radiator?
>
> Seems, just from looking at the video, those two coolers are going to be a
> big increase in drag. Just guessing. We have good luck mounting the
> coolers behind the fuselage. I even have mine piggy backed'
>
> john h
> mkIII
The gearbox is 3.47 ratio
There is no oil cooler but there is a water to oil heat exchanger build into the
engine.
I know the radiators might be overkill, but I really wanted to design a system
that would cool and not have to dive right back in if it was running too hot.
There is a thermostat in the system and the water temp is running cool now, so
after this summer, I might try just running 1 cooler and see what happens.
Cooling was one of the issues I had with my last engine and it is very gratifying
to be able to operate at full throttle for as long as I want and have the
temperatures remain well in the green.
On a side note. On one of my full throttle level flight tests, the right side
door popped in. I heard it but did not see what had happened until I landed.
I just opened the door and put some slight pressure on the inside and it popped
right back out.
Jason
Kolb MKIII Yamaha
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=251183#251183
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: New alternate engine on my MKIII |
> On a side note. On one of my full throttle level flight tests, the right
side door popped in. I heard it but did not see what had happened until I
landed. I just opened the door and put some slight pressure on the inside
and it popped right back out.
>
> Jason
Are you flying with a slip/skid indicator or yaw string ?
Might have been out of yaw trim, side loading the door.
john h
mkIII
________________________________________________________________________________
| Subject: | Re: New alternate engine on my MKIII |
I fly with a yaw string, and yes it is possible I "wagged my tail" and put a side
load on the door.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=251206#251206
________________________________________________________________________________
| Subject: | Re: New alternate engine on my MKIII |
Howard Shackleford
FS II
SC
In a message dated 7/2/2009 1:22:31 P.M. Eastern Daylight Time,
jason@trek-tech.com writes:
A couple of weeks ago I finished the installation of a 2005 Yamaha Vector
snowmobile engine with a Rotax 3.47 gearbox.
**************Dell Summer Savings: Cool Deals on Popular Laptops =93
Shop
Now!
=http:%2F%2Faltfarm.mediaplex.com%2Fad%2Fck%2F12309%2D81939%2D1629%2D1)
________________________________________________________________________________
| Subject: | Re: New alternate engine on my MKIII |
Is that the 120 hp or the 80 hp?
Howard Shackleford
FS II
SC
In a message dated 7/2/2009 1:22:31 P.M. Eastern Daylight Time,
jason@trek-tech.com writes:
A couple of weeks ago I finished the installation of a 2005 Yamaha Vector
snowmobile engine with a Rotax 3.47 gearbox. I now have about 5 hours on
it and am ready to say that this engine just might
**************Dell Summer Savings: Cool Deals on Popular Laptops =93
Shop
Now!
=http:%2F%2Faltfarm.mediaplex.com%2Fad%2Fck%2F12309%2D81939%2D1629%2D1)
________________________________________________________________________________
| Subject: | Re: New alternate engine on my MKIII |
The Yamaha Vector is a 120 HP engine
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=251232#251232
________________________________________________________________________________
| From: | Herb <herbgh(at)nctc.com> |
| Subject: | Re: New alternate engine on my MKIII |
Didn't find a 2005 Yamaha for sale.. I notice that the snowmobile is
abt 10k .What do you have in the installation? Herb
At 06:45 PM 7/2/2009, you wrote:
>
>The Yamaha Vector is a 120 HP engine
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=251232#251232
>
>
>Checked by AVG - www.avg.com
>07/02/09 05:54:00
________________________________________________________________________________
| Subject: | Twinstar plans needed |
| From: | "geurink" <geurink(at)abwe.cc> |
Long story short: Where can I get a set of plans for the Twinstar? What's the
difference between that and a Mark II?
Here's the story if you're interested: Just bought me a Twinstar project for $3k
which I figured if the airplane was trash would at least get me a good engine
and prop for a decent price. The ad said "I have all plans and drawings".
When I got it home and had time to dive into it, however, all that was in the
plans tube was a full-size rib sheet. I DO have a well-preserved builder's manual
at least, but that doesn't help too much without the plans. Called the seller
up, he said he actually DOESN'T have the plans but that I could get them
on a CD from The New Kolb. Sounded fishy to me, but I didn't really have any
recourse. So I calls TNK, and they, of course, do NOT have a CD with Twinstar
plans on it, but he said I could for sure get plans from someone on The Kolb
List.
SO, I appeal to your collective wisdom and resources. Where, indeed, can such
apparently rare and esoteric information be found?
Ideally, this incomplete kit will be shipped to Brazil where it will be finished
and floated and eventually used in missionary service among remote tribes on
the upper Amazon river. If you could help bring this to pass, I'd really appreciate
it!
Michael Geurink
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=251239#251239
________________________________________________________________________________
| Subject: | Re: Twinstar plans needed |
| From: | "Jean Bilodeau" <bilodeau.jean(at)sympatico.ca> |
I do have a set of plans for my twinstar mkII. But I don't have the builder's /operation
manual.
I don't have the necessary equipment to scan such large pages but I will try the
local copy shop, maybe they can help me. if I can get them scanned, would you
do the same for your builder manual?
That would be very helpful for both of us.
jean
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=251245#251245
________________________________________________________________________________
| Subject: | Re: Twinstar plans needed |
| From: | "geurink" <geurink(at)abwe.cc> |
EXCELLENT! Thank you Jean. I'd love to do that. Contact me at geurink(at)argo(dot)com(dot)br
so we can work out the details.
Anyone else?
Michael
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=251251#251251
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
| Subject: | Re: New alternate engine on my MKIII |
My experience with 4 stroke motorcycles tells me that a 4stroke engine runn
ing at- 7000 rpms is on the edge of explosion- but =0Ai am old and- m
y racing- mcs was in the 70's-- I can live with a 5000 rpm 4 stroke b
ut 7 is just too many movements for me in a minute when I think about a 4 o
r 5 hour cross country stretch!- Chris=0A=0A=0A=0A=0A____________________
____________=0AFrom: Jason Omelchuck <jason@trek-tech.com>=0ATo: kolb-list@
matronics.com=0ASent: Thursday, July 2, 2009 2:54:12 PM=0ASubject: Kolb-Lis
t: Re: New alternate engine on my MKIII=0A=0A--> Kolb-List message posted b
y: "Jason Omelchuck" <jason@trek-tech.com>=0A=0AI am cruising at 7000 rpm a
nd have it propped for max level flight RPM of 8100 rpm.=0A=0A=0A=0A=0ARead
this topic online here:=0A=0Ahttp://forums.matronics.com/viewtopic.php?p
=========================0A
=========================0A
=0A=0A
________________________________________________________________________________
| Subject: | Re: New alternate engine on my MKIII |
You can usually get a 2005 to 2007 snowmobile that has very low miles on it for
around 4K to 5K. After you take out the engine and strip the wire harness, you
can sell the parts for 1K to 1.5K so you have 3K to 4K in the engine. My entire
conversion including the Rotax gearbox was about 7K. I purchased the gearbox
adapter from a guy and I will pass along his contact in a separate post.
Jason
uote]
herbgh(at)nctc.com wrote:
> Didn't find a 2005 Yamaha for sale.. I notice that the snowmobile is
> abt 10k .What do you have in the installation? Herb
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=251274#251274
________________________________________________________________________________
| Subject: | Re: New alternate engine on my MKIII |
I believe you will find that the technology used in these engines is far superior
to what was in the 70's. Only time will tell, but I do remember the people
who were used to flying lycomings said the same thing about the "ticking bomb"
rotax 912's when they came out.
I would be relucent to condem these engines because of expierences of almost 40
years ago. Bus as I said, only time will tell.
[quote="capedavis(at)yahoo.com"]My experience with 4 stroke motorcycles tells me
that a 4stroke engine running at 7000 rpms is on the edge of explosion but
i am old and my racing mcs was in the 70's I can live with a 5000 rpm 4 stroke
but 7 is just too many movements for me in a minute when I think about a 4
or 5 hour cross country stretch! Chris
From: Jason Omelchuck
Sent: Thursday, July 2, 2009 2:54:12 PM
Subject: Re: New alternate engine on my MKIII
I am cruising at 7000 rpm and have it propped for max level flight RPM of 8100
rpm.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=251181=======================
> [b]
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=251275#251275
________________________________________________________________________________
| From: | "Denny Rowe" <rowedenny(at)windstream.net> |
| Subject: | Re: New alternate engine on my MKIII |
----- Original Message -----
Subject: Kolb-List: Re: New alternate engine on my MKIII
>
> You can usually get a 2005 to 2007 snowmobile that has very low miles on
> it for around 4K to 5K. After you take out the engine and strip the wire
> harness, you can sell the parts for 1K to 1.5K so you have 3K to 4K in the
> engine. My entire conversion including the Rotax gearbox was about 7K. I
> purchased the gearbox adapter from a guy and I will pass along his contact
> in a separate post.
>
> Jason
Jason, others,
I noticed four or five years ago that Rotax was building these high
performance three cylinder four strokes like your Yamaha for their
snowmobile and Sea Doo lines.
Been wondering ever since if the cases on the Rotax engines are gearbox
compatable like the older 583 sled engines.
Anybody had a close look at the PTO end of the newer Rotaxen?
Dennis Rowe, Mk-3, PA
________________________________________________________________________________
| Subject: | Re: New alternate engine on my MKIII |
| From: | "FiltranZer" <leastenzer(at)gmail.com> |
To acknowledgment your catechism about the gearbox babble - that babble is altogether
accustomed if active the rk-400 clutch. It's accustomed accessory noise,
you'll apprehension it's added arresting if axis the prop one way vs the other,
which has to do with the circling gears. The babble is just the slight bulk
of baste you commonly have....
_________________
Aprilaire humidifier (http://www.aprilairehumidifierparts.com/)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=251286#251286
________________________________________________________________________________
| From: | Herb <herbgh(at)nctc.com> |
| Subject: | Re: New alternate engine on my MKIII |
Fantastic Jason...
Hopefully the little engine will have reliability and wearability
attributes of the 912s... no reason why it should not...
I notice that Rotax is selling a three cyl, 4 cycle engine with
throttle body injection in the Ski Doo... for similar money...similar
hp.. Herb
At 12:23 AM 7/3/2009, you wrote:
>
>You can usually get a 2005 to 2007 snowmobile that has very low
>miles on it for around 4K to 5K. After you take out the engine and
>strip the wire harness, you can sell the parts for 1K to 1.5K so you
>have 3K to 4K in the engine. My entire conversion including the
>Rotax gearbox was about 7K. I purchased the gearbox adapter from a
>guy and I will pass along his contact in a separate post.
>
>Jason
>
>
>uote]
>herbgh(at)nctc.com wrote:
> > Didn't find a 2005 Yamaha for sale.. I notice that the snowmobile is
> > abt 10k .What do you have in the installation? Herb
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=251274#251274
>
>
>Checked by AVG - www.avg.com
>07/02/09 05:54:00
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: New alternate engine on my MKIII |
How much does your Yamaha weigh?
john h
mkIII
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: HACman system |
I finally managed to post three short video's on my blog. Not sure why
but it took forever to upload the video's even though they were short.
The quality also sucks as well. Can't have every thing I guess.
I made a 3 hour flight with it today and posted the pictures and
findings on my Blog. You are welcome to view it if you would like the
URL is;
http://owyheeflyer.blogspot.com/
Larry C.
-------------------------------------------------------------------------
-----
Checked by AVG - www.avg.com
07/01/09 18:07:00
________________________________________________________________________________
| From: | Dave Kulp <undoctor(at)ptd.net> |
| Subject: | Re: New alternate engine on my MKIII |
*From: * */robert bean <slyck(at)frontiernet.net
>/*
*Subject: * /*_Re: New alternate engine on my MKIII_*/
* What RPMs have you been using? snow can be fun too:
http://www.youtube.com/watch?
Bob, List,
Flying Kolbs is fun, riding Yamaha snow machines is fun. Some folks
combine the two.
*http://www.youtube.com/watch?v=hkjRVTkbt7o
Dave Kulp
Bethlehem, PA
________________________________________________________________________________
| Subject: | Re: New alternate engine on my MKIII |
I did not weigh the engine before install, but I do know the bare engine with carbs
weighs 119#. I do believe the total install with radiators, exhaust, gearbox
came in at about 180#
The new Yamaha snowmobile engines have a little larger displacement (1050cc), are
fuel injected, and weigh a couple pounds less. I chose not to go with the
fuel injection because when you change the intake and exhaust you need to rejet
the carbs. I feel to properly adapt the fuel injection engine, you need to
get a mapable injection system and put it on a dyno with all the instruments to
get the fuel delivery correct. With the carbs, I change the jets and read the
plugs. It is interesting that Yamaha fuel injection does not use a O2 sensor
so once it is set up, it would be ok to use 100LL.
I hooked up with the person who made the gearbox adapter on the rotary forum.
Below is a link to a lengthly thread if you would like additional information.
http://www.rotaryforum.com/forum/showthread.php?t=16100&highlight=yamaha
The contact info for information and plans for the gearbox adapter:
e-mail: razorkisss(at)apl.com
Phone:(719) 499-2378
His name is Todd
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=251309#251309
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: New alternate engine on my MKIII |
Wow! Thanks Dave
BB
On 3, Jul 2009, at 11:16 AM, Dave Kulp wrote:
> From: robert bean
> Subject: Re: New alternate engine on my MKIII What RPMs have you
> been using? snow can be fun too: http://www.youtube.com/watch?
>
> Bob, List,
>
> Flying Kolbs is fun, riding Yamaha snow machines is fun. Some
> folks combine the two.
>
> http://www.youtube.com/watch?v=hkjRVTkbt7o
>
> Dave Kulp
> Bethlehem, PA
>
>
________________________________________________________________________________
| From: | Herb <herbgh(at)nctc.com> |
| Subject: | Re: New alternate engine on my MKIII |
An all up wt of your plane, noting any differences from standard,
would be really helpful....Hope everyone on the list is as interested
as I....Herb
At 10:38 AM 7/3/2009, you wrote:
>
>I did not weigh the engine before install, but I do know the bare
>engine with carbs weighs 119#. I do believe the total install with
>radiators, exhaust, gearbox came in at about 180#
>
>The new Yamaha snowmobile engines have a little larger displacement
>(1050cc), are fuel injected, and weigh a couple pounds less. I
>chose not to go with the fuel injection because when you change the
>intake and exhaust you need to rejet the carbs. I feel to properly
>adapt the fuel injection engine, you need to get a mapable injection
>system and put it on a dyno with all the instruments to get the fuel
>delivery correct. With the carbs, I change the jets and read the
>plugs. It is interesting that Yamaha fuel injection does not use a
>O2 sensor so once it is set up, it would be ok to use 100LL.
>
>I hooked up with the person who made the gearbox adapter on the
>rotary forum. Below is a link to a lengthly thread if you would
>like additional information.
>
>http://www.rotaryforum.com/forum/showthread.php?t=16100&highlight=yamaha
>
>
>The contact info for information and plans for the gearbox adapter:
>e-mail: razorkisss(at)apl.com
>Phone:(719) 499-2378
>His name is Todd
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=251309#251309
>
>
>Checked by AVG - www.avg.com
>07/03/09 05:53:00
________________________________________________________________________________
| Subject: | Re: New alternate engine on my MKIII |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
I doubt the engine would last long at 7000 RPM. On a snowmobile, they use full
throttle in short bursts, very little time is actually spent at 7000 RPM. Think
about it, a 120 HP snowmobile would be up to over 100 MPH in about 5 seconds
at full throttle, most time is spent at far less RPM and power. That being
said, maybe the Yamaha engine would last a long time if it were limited to
100 HP and maybe 5500 RPM on a Kolb. One other thing I really like about this
conversion is the Rotax Gearbox, that should solve a lot of potential problems
right there. This sounds like a very interesting alternative engine, I hope
it works out ! Please keep the information coming, a lot of people will be interested
in how this engine works for you.
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=251391#251391
________________________________________________________________________________
| From: | "frank.goodnight" <frank.goodnight(at)att.net> |
| Subject: | Re: New alternate engine on my MKIII |
Hi,
Re RPM- Seems like I remember from some school I attended a long
time ago , that RPM
doesn't have much to do with engine life . Piston speed is what
counts. Short stroke and
high Rpm equal a certin piston speed and a longer stroke and lower Rpm
can equal the
same piston speed.As long as the engine is balanced and the parts are
built to take the
stress of the piston starting and stopping- No problem. Of course the
valve train is there
to be worried about.
I'm not trying to present the above as a fact, Only thats what I
was taught I don't even
remember what school I was in, some navy school I think. But it made
sense the way it was explaned to me.
Frank Goodnight
FireStar 4 stroke
On Jul 3, 2009, at 8:07 PM, JetPilot wrote:
>
> I doubt the engine would last long at 7000 RPM. On a snowmobile,
> they use full throttle in short bursts, very little time is actually
> spent at 7000 RPM. Think about it, a 120 HP snowmobile would be up
> to over 100 MPH in about 5 seconds at full throttle, most time is
> spent at far less RPM and power. That being said, maybe the Yamaha
> engine would last a long time if it were limited to 100 HP and maybe
> 5500 RPM on a Kolb. One other thing I really like about this
> conversion is the Rotax Gearbox, that should solve a lot of
> potential problems right there. This sounds like a very interesting
> alternative engine, I hope it works out ! Please keep the
> information coming, a lot of people will be interested in how this
> engine works for you.
>
> 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=251391#251391
>
>
________________________________________________________________________________
| Subject: | Re: New alternate engine on my MKIII |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
frank.goodnight(at)att.ne wrote:
> Hi,
>
> Re RPM- Seems like I remember from some school I attended a long
> time ago , that RPM
> doesn't have much to do with engine life . Piston speed is what
> counts. Short stroke and
> high Rpm equal a certin piston speed and a longer stroke and lower Rpm
> can equal the
> same piston speed.As long as the engine is balanced and the parts are
> built to take the
> stress of the piston starting and stopping- No problem. Of course the
> valve train is there
> to be worried about.
>
> I'm not trying to present the above as a fact, Only thats what I
> was taught I don't even
> remember what school I was in, some navy school I think. But it made
> sense the way it was explaned to me.
>
> Frank Goodnight
> FireStar 4 stroke
> On Jul 3, 2009, at 8:07 PM, JetPilot wrote:
>
>
It's probably more how hard you work a lump of metal of a given size. In a very
general way, the more power you try to extract out of an engine, the lower it's
reliability and/or TBO.
This is just a simple function of the extra stresses you impose on it as the power
output goes up. More stress put on the bearings, rods, more sideloads on
the piston against the cylinder walls, etc.
I.e. the 912 series are so reliable because they're generally not nearly as suped
up as they could be in other applications. Even tho they spin at 5000 to 5500
on a continuous basis, they can go all the way out to TBO at those rpms because
they're "only" producing 80 to 90bhp.
Same with the rotax 2-strokes. The original sno-mo 503 that the current 503 was
based on was, IIRC, rated at 75bhp. The 582 was derived from an engine that put
out nearly 100bhp (this is all from old memory so I'm hoping I'm remembering
this right). The current a/c motors, of course are significantly detuned over
the old engines (mainly due to the exhaust used) and are even beefier in the
bottom end. That's partly why they work in a continuous-duty environment.
As for conversions, you can actually get a good bit of continuous-duty reliability
out of them by simply running them less hard than they're capable of assuming
you still have a good power to weight at the lower power settings. I.e. the
mazda rotary conversions are becoming pretty successful because they're tough
as stink to begin with but can also still produce good power/weight ratios at
power settings they can run for a long time at. That's all putting aside the
installation issues, of course.
In fact, the main killer of auto conversions is insurance, not the engines themselves.
The insurance companies are more powerful than FAA when it comes to the
rules of flight we have to fly under; auto conversions that don't have some
person or business behind them that they can dishonorably sue generally can't
get affordable insurance coverage if they can get it at all.
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=251447#251447
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Deviation cards |
My FAA Designee was not interested in my compass card,>>
Hi John,
I have never seen a microlight in the UK with a decent compass let alone a
deviation card. Most have a stick on car compass which may be good to the
nearest 5 degrees. I dont think most light aircraft pilots can fly within 3
degrees anyway and in a very light a/c like ours it is even more difficult.
Difficult, but not impossible to get lost here in the UK. You just lose
height and read the pub signs. Most pilots know every pub within 50 miles.
I have a mate who is a raiIway buff and he will suddenly point and say
"Look at that. That straight hedge is where the old line from Bratchester to
Oxbridge used to run.The line was taken up in 1956 but that town over there
must be....etc..All knowledge is useful.
Cheers
Pat
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
Anyone ever see a fireworks display from the air? (Flak don't count
in this case).
Thinking about flying up the road to tonight/afternoon if it
starts early enough. It's at the horse track west of our field we sometimes
fly around. Should make some good pictures from the air?
"One-of-a-kind Fourth of July celebration, with integrated, simultaneous
fireworks, show horses, pony rides and RC planes all in a rural setting.
If you're planning to attend we will start early, and don't be
in a hurry to leave as it can take an hour or more to clear roadways
after the show. This huge low-level show, which you're not going to see
in a big city skyline, can be much more up close and impressive."
http://www.atlantasteeplechase.org/
________________________________________________________________________________
| Subject: | Lexan windshield question |
| From: | "Rex Rodebush" <rrodebush(at)tema.net> |
I'm fitting up the windshield. Do I just push it down and attach along the sides?
I can do this but it takes a fair amount of pressure. Does anyone use heat
to reduce the tension?
Thanks,
Rex Rodebush
Mark III X-tra
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=251478#251478
________________________________________________________________________________
| Subject: | Re: New alternate engine on my MKIII |
| From: | "dalewhelan" <dalewhelan(at)earthlink.net> |
Some things about the Yamaha motor
It is loosely related to a Yamaha R-1, very loosely.
I have seen a few of those in street trim loose connecting rods.
I have ridden people around race track at speeds of 160MPH with no problems.
The snow mobile motor chosen here is lower RPM that an R-1 or RX-1 snow mobile
motor.
The area I would be worried about is the fact that the motor has a cam chain and
a tensioner for that chain that I have often seen go bad.
Many automatic cam chain tensioners fail, I regularly replace them with APE manual
tensioners.
The valve train is a shim and bucket design, I expect you will never wear out the
valve guides.
You may contact Dyno-Jet for carb tuning components, my experience has been that
you can usually get the motors to run well with th components provided. I you
follow the directions exactly, you will have some tuning to do. Apologies to
the engineers that designed the kits.
I have also found that most often fuel economy is noticeably reduced, throttle
response is better, top end power is similar, mid range power is sometimes increased,
some times the only difference is throttle response.
Just for the record, I used to teach Yamaha snowmobiles, 2 and 4 stroke motor performance
tuning and Dyno Jet operation.
The factors I look at for a motors life are
BMEP, Crank, rods, pins, bearings, cases, cylinder head hold down.
Piston speed, Piston, rings
Piston acceleration, ring flutter
RPM valve train wear
>From what math I have done the people at Yamaha build good stuff. The piston speeds
are higher than what used to be thought possible.
Yamaha has built motors the end up in show rooms with piston speeds in the area
of 4,500 feet per minute.
I am suspect of the 1000 4 cylinder and the 500 twin, I think the triple is the
best choice of those motors and am very interested in how it works for you.
I kinda like the idea of Jet ski motors, the piston to cylinder clearance is Too
high, but the jet pumps only work to about 6,000 RPM so the 2 stroke motors
are tuned for that speed, a good match for the 2.58 Rotax gear box and the prop
I use.
The four stroke boat motors are gear reduced.
The carbs or fuel injection system are far less effected by negative Gs if you
ever got an aerobatic inclination.
--------
Dale Whelan
503 powered Firestar II
Projection, A simple and interesting Psychological concept
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=251479#251479
________________________________________________________________________________
| From: | "Jim Kmet" <jlsk1(at)frontiernet.net> |
2 Years ago, I took my wife & 2 daughters in a C-182 up at dark & circled
slowly while the town`s fireworks display went on for twenty minutes. They
still tell all their friends about how cool it was. I recommend to anyone,
if you get the chance, do it!
Jim Kmet
MK-3C
Cookeville, TN
----- Original Message -----
From: "possums" <possums(at)bellsouth.net>
Sent: Saturday, July 04, 2009 12:26 PM
Subject: Kolb-List: FireWorks
>
> Anyone ever see a fireworks display from the air? (Flak don't count in
> this case).
> Thinking about flying up the road to tonight/afternoon if it
> starts early enough. It's at the horse track west of our field we
> sometimes
> fly around. Should make some good pictures from the air?
>
>
> "One-of-a-kind Fourth of July celebration, with integrated, simultaneous
> fireworks, show horses, pony rides and RC planes all in a rural setting.
> If you're planning to attend we will start early, and don't be
> in a hurry to leave as it can take an hour or more to clear roadways
> after the show. This huge low-level show, which you're not going to see
> in a big city skyline, can be much more up close and impressive."
>
> http://www.atlantasteeplechase.org/
>
>
>
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: Lexan windshield question |
My windshield is non standard but...
Do one side first, (should be zero resistance) then push it down to
the other side and clamp it before drilling.
BB
On 4, Jul 2009, at 1:42 PM, Rex Rodebush wrote:
>
> I'm fitting up the windshield. Do I just push it down and attach
> along the sides? I can do this but it takes a fair amount of
> pressure. Does anyone use heat to reduce the tension?
>
> Thanks,
>
> Rex Rodebush
> Mark III X-tra
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=251478#251478
>
>
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
At 02:09 PM 7/4/2009, you wrote:
>
>2 Years ago, I took my wife & 2 daughters in a C-182 up at dark &
>circled slowly while the town`s fireworks display went on for twenty
>minutes. They still tell all their friends about how cool it was. I
>recommend to anyone, if you get the chance, do it!
>Jim Kmet
That settles it then, what could possible go wrong.
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Lexan windshield question |
Hi Rex=2C
Bob's right about attaching one side first (with clecos). Then=2C bend t
he windshield in place=2C and drill the opposite side. Do NOT use any heat
!! The Lexan is so tough=2C I doubt you could break it by bending it.
A couple pointers=3B
When attaching my Lexan=2C after fastening the first side with clecos=2C
I noticed the opposite side post wanted to deform from it's normal position
when trying to bend the Lexan in place=2C and secure it with clamps. My s
olution was to secure a couple of temporary cross braces between the posts
=2C thereby helping to insure the installation of the Lexan didn't distort
the side posts when clamping it in place.
I decided to predrill the side posts before attaching the Lexan. It is v
ery easy to see the underlying hole in the post=2C and then drill each Lexa
n hole=2C cleco-ing as you go. Since the Lexan hole is supposed to be over
sized anyway=2C there isn't much of a problem if you are off a little with
your Lexan holes.
Mike Welch
MkIII turbo GEO
> Subject: Kolb-List: Lexan windshield question
> From: rrodebush(at)tema.net
> Date: Sat=2C 4 Jul 2009 10:42:44 -0700
> To: kolb-list(at)matronics.com
>
>
> I'm fitting up the windshield. Do I just push it down and attach along th
e sides? I can do this but it takes a fair amount of pressure. Does anyone
use heat to reduce the tension?
>
> Thanks=2C
>
> Rex Rodebush
> Mark III X-tra
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=251478#251478
>
>
>
>
>
>
>
===========
===========
===========
===========
>
>
>
_________________________________________________________________
Hotmail=AE has ever-growing storage! Don=92t worry about storage limits.
http://windowslive.com/Tutorial/Hotmail/Storage?ocid=TXT_TAGLM_WL_HM_Tuto
rial_Storage_062009
________________________________________________________________________________
| Subject: | Re: Lexan windshield question |
| From: | "John Bickham" <gearbender(at)bellsouth.net> |
On my last lexan replacement I used the small ratcheting straps to pull the lexan
down for drilling and clecoing. Of course, you need to use the appropriate
padding to avoid scratches to lexan and damage to fabric. This helped with the
problem that Mike W pointed out with a lot of pressure on clecos and clamps.
Made the one man job a bit easier for me anyway.
Next replacement gotta put clear tape under door hinges. Helps keep the water
out when caught in those light rains on those XC flights. John H and John W trick!
Wouldn't use heat but might do it in the sun!
--------
Thanks too much,
John Bickham
Mark III-C w/ 912UL
St. Francisville, LA
I know many pilots and a few true aviators. There is a distinct difference that
I have the greatest respect for.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=251532#251532
________________________________________________________________________________
| Subject: | Re: New alternate engine on my MKIII |
| From: | "dalewhelan" <dalewhelan(at)earthlink.net> |
Forgot to mention, valve wear has been an issue with many Yamaha 5 valve motors.
Just check the clearance, if they start to tighten up you may want to replace
the valves. They get tighter as they wear and will not make noise.
If you need the valve seats cut I can do that for you.
--------
Dale Whelan
503 powered Firestar II
Projection, A simple and interesting Psychological concept
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=251540#251540
________________________________________________________________________________
| From: | "2danglico" <john.tempest(at)basf.com> |
I had a wonderful flight last night. The conditions were perfect, clear, calm an
almost full moon. When the fireworks began, I throttled back to 4600 rpm in
a 35 mph slow decent from 2500 ft. It was like watching from a helicopter. The
display lasted maybe 20 minutes. I was down to 750 ft. I used solar powered sidewalk
lights turned upside down for runway lights, and they worked great. That
was something I'll not soon forget.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=251562#251562
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
Kolbers, ahh, a nice morning at last. Haven't been to a certain
airport (8NK4) to visit the tirekickers so far this summer.
-about time. This time I'll fill BOTH tanks so I can goof off.
Everything running good, went over the carb recently and
removed the useless choke plate and test run ok. Actually has more
RPM now.
What's wrong with that flopped rudder pedal? Broke spring hook.
Bend and reattach. ok, let's go.
Right crosswind but just a burble from the trees at the exit end.
Climb out. Even turned on the GPS and brought a cell phone.
Just about at a reasonable altitude to leave the area, go to pull
back the power a touch and it slows down by itself.....
Not again! Sure hate those unscheduled landings. -RPM regains
normal and I swing back towards home.
Can't figger. Can't be too hot. Oil pressure good. I land and do
some runup with brake. No problem, except for spooked BB.
Not a-goin' to 8NK4
I run it around the neighborhood trying to replicate. Nope. Keeps
running great. HMMMM, I had switched to the left tank.
Haven't used that for a while. My guess is it had a big slug of air
in the hose that caused the float bowl to get a little low.
I'll mow the strip. Got a basket of timothy on the tail wires.
BB
________________________________________________________________________________
| Subject: | Re: Twinstar plans needed |
| From: | "cristalclear13" <cristalclearwaters(at)gmail.com> |
geurink wrote:
> Long story short: Where can I get a set of plans for the Twinstar? What's the
difference between that and a Mark II?
>
> Here's the story if you're interested: Just bought me a Twinstar project for
$3k which I figured if the airplane was trash would at least get me a good engine
and prop for a decent price. The ad said "I have all plans and drawings".
When I got it home and had time to dive into it, however, all that was in the
plans tube was a full-size rib sheet. I DO have a well-preserved builder's
manual at least, but that doesn't help too much without the plans. Called the
seller up, he said he actually DOESN'T have the plans but that I could get them
on a CD from The New Kolb. Sounded fishy to me, but I didn't really have any
recourse. So I calls TNK, and they, of course, do NOT have a CD with Twinstar
plans on it, but he said I could for sure get plans from someone on The Kolb
List.
>
> SO, I appeal to your collective wisdom and resources. Where, indeed, can such
apparently rare and esoteric information be found?
>
> Ideally, this incomplete kit will be shipped to Brazil where it will be finished
and floated and eventually used in missionary service among remote tribes
on the upper Amazon river. If you could help bring this to pass, I'd really appreciate
it!
>
> Michael Geurink
Michael,
The Twinstar can refer to a Mark II with an open cockpit, a Mark II with an enclosed
cockpit or a Mark III. Do you know which kit you bought?
--------
Cristal Waters
Kolb Mark II Twinstar
Rotax 503 DCSI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=251618#251618
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
-Forgot to mention, I replaced the fuel line since I last flew and
failed to include both tanks in the test run.
yup
BB
On 5, Jul 2009, at 10:55 AM, robert bean wrote:
>
> Kolbers, ahh, a nice morning at last. Haven't been to a certain
> airport (8NK4) to visit the tirekickers so far this summer.
> -about time. This time I'll fill BOTH tanks so I can goof off.
> Everything running good, went over the carb recently and
> removed the useless choke plate and test run ok. Actually has more
> RPM now.
>
> What's wrong with that flopped rudder pedal? Broke spring hook.
> Bend and reattach. ok, let's go.
>
> Right crosswind but just a burble from the trees at the exit end.
> Climb out. Even turned on the GPS and brought a cell phone.
> Just about at a reasonable altitude to leave the area, go to pull
> back the power a touch and it slows down by itself.....
> Not again! Sure hate those unscheduled landings. -RPM regains
> normal and I swing back towards home.
> Can't figger. Can't be too hot. Oil pressure good. I land and do
> some runup with brake. No problem, except for spooked BB.
> Not a-goin' to 8NK4
>
> I run it around the neighborhood trying to replicate. Nope. Keeps
> running great. HMMMM, I had switched to the left tank.
> Haven't used that for a while. My guess is it had a big slug of
> air in the hose that caused the float bowl to get a little low.
>
> I'll mow the strip. Got a basket of timothy on the tail wires.
> BB
>
>
________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
I would be likely to stay over the field and high enough to land power off if my
engine did something like that. You did the smart thing, we fly for fun, and
if there is a doubt about the reliability of your engine, its much better to
test and make sure everything is right before flying cross country.
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=251635#251635
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | strip and fly-in |
Message for Vince Hallam.
The Wiltshire Wizard Fly-in this coming weekend. Camping overnight if
required. Tea/coffee, BBQ all day both days.
Big meal at local pub Saturday night. Wadworths 6X etc. on tap.
Fairly simple competitions if you wish to take part. Liquid prizes.
I think we had around 50 visitors last year.
Fly up the canal between Melksham and Devizes. Strip is 2 fields back
from road on your left. On the Sunday morning there is a Boot Sale in
an adjoining field.
Look up Google Earth at 51. 21 34 47N. 2 05 26 93W for good picture.
hope to see you.
Pat
________________________________________________________________________________
| Subject: | Flying videos from July 4th! |
| From: | "grantr" <grant_richardson25(at)yahoo.com> |
http://www.youtube.com/watch?v=pyam6E_7D8s
http://www.youtube.com/watch?v=83UUbMouO_I
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=251739#251739
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Shell Rotella Full Synthetic |
Morning Gang:
Did a very unscientific experiment during my last flight West. Flew that
flight with Shell Rotella Full Synthetic 5W40 motor oil. Wanted to see if
the engineers at Rotex were completely correct in their guidance of running
a semi-synthetic motor oil when operating on 100LL av gas. They indicate
organic oil better suspends lead than full sythetic, so...semi-synthetic is
the way to go.
Both John W and I operated on many previous flights with Valvoline Durablend
Semi-synthetic. After 60 to 75 hours there was always quite a bit of lead
remaining in the oil tank bottom at oil change.
I flew 60+ hours, primarily on 100LL, this last flight. When I pulled the
oil tank apart, I was surprised to see very little lead residue in the
bottom of the tank.
As I said initially, this was not by any means a scientific test, but I am
satisfied the Rotella was as good as or better than suspending lead as
semi-synthetic motor oil.
Rotex engineers also recommend motorcycle oil for 4 strokes because they
have a gear lube additive and no "super slick stuff" to interfere with
operation of the gear box slip clutch. My theory is, Rotella is used in
very heavy duty diesel engines. Most have huge accessory drive gears which
probably have as much or more stress on them as out little 912 gear boxes.
The original 5 speed Getrag transmission in my old Dodge Cummins ran 300,000
miles on 5W30 motor oil, organic. Don't think I am going to have a gear box
problem on my 912.
This is my own idea. Not trying to sell Rotella. Not saying Rotax
engineers are wrong. Not trying to convince anyone else to do what I do.
However, Rotella Full Synthetic is selling in Walmart for around 19.00 a
gal.
My first 912 was an 80 hp. Flew many, many hours on 100LL with it. Always
ran Mobil I full synthetic. This was from 1994-2000, and 1,200+ hours. No
lead problems with this engine, that I know of. Rotax engineers didn't
recognize the lead problem when operating on 100LL and full synthetic oil
back then, as far as I know.
john h
________________________________________________________________________________
| Subject: | Re: Flying videos from July 4th! |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Good to see videos from you again Grant. Looks like the middle of the day and
no clouds or turbulence, what time was it ? I think the RC plane went into the
trees !
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=251749#251749
________________________________________________________________________________
| Subject: | Re: Shell Rotella Full Synthetic |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
Just for what it's worth, and I've flown many long and ugly sorties into the "oil
wars" both on and offline so don't want to do another: But here's my take.
I always go by the weight and service grade (API generally) of an oil rather than
nebulous stuff like "additives" that seem never to be specified, etc.
I like to use the highest available API service grade oil in any of my engines,
unless there's a specific recommendation. It's always been interesting to me
that the Bill and Ted's Excellent motor oil available at the local auto parts
places have higher API service grades (up to SM now, I believe) than the motorcycle
oils which were at SG last I checked (probably superseded by now).
If one looks at the grading scheme used by the API on their web site, one sees
that it's "backwards compatible" in that newer grades still meet all the specs
of the older ones but also add new lubricating properties in addition. So if
your engine specifies at least grade SG, an SM oil will be acceptable and will
usually lubricate better.
At least in my ground vehicles, Bill And Ted's Excellent oils have always given
fine service with no operational problems. On my bikes I still used the recommended
oils, but I'd not have been surprised of B&T's SM oil worked fine in them
just as the SG grades did.
On my 912, I havn't accumulated enough hours on it to track any difference. I've
used a couple different oils so far and the mag plug has always come out clean
either way at the oil change. I'm now using the Aeroshell stuff since Rotax
recommended it and I have a bunch of it in the hangar.
Prior to that I used the valvoline and JD when he owned the plane used Mobile 1.
Seems like my motor still runs ok and has good compressions, clean mag plug,
etc.
I'd personally not hesitate to go back to the Valvoline if I happened to be out
of the Aeroshell at the time.
Don't run enough 100LL yet to check for sludge. I'm not surprised that the synthetics
work fine with it, tho....
Thanks for the info, very helpful!
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=251748#251748
________________________________________________________________________________
| From: | daniel myers <h20maule(at)hotmail.com> |
| Subject: | Kolb Firestar Amphib for sale |
Kolb Firestar Amphibian (single seat) built originally by Ivor (Jim) Lee. T
he plane was built in 1993 but sat (indoors) most of its life due to the ow
ner passing away. The plane was picked up and got some TLC. NEW: paint=2C c
ables=2C wiring=2C fuel line=2C nose cone=2C floats=2C wheels/tires/brakes
=2C canopy=2C instraments (airspeed=2C altimeter=2C EIS). This plane has a
lot of goodies including an Electric start=2C Electric retractable landing
gear=2C and electric flaperons. Fabric and paint is in great shape. The eng
ine is an overhauled Rotax 582 with 40hrs since top and bottom end overhaul
with a new crank. No damage history and has never been in saltwater. Reaso
n for selling: Need for a bigger plane. The plane holds 8-9 gallons of fuel
with a 5 gal. plastic tank and a metal costom fuel tank. This plane perfor
ms very well and cruises at 80-85 MPH. Any questions call Daniel at 321 356
9544 or email me at h20maule(at)hotmail.com
$14=2C000 OBO
http://www.youtube.com/watch?v=I5-JDJxJluo
http://www.youtube.com/watch?v=G34CQViHgqM&feature=related
http://www.youtube.com/watch?v=nUh7Wei9trk&feature=related
http://www.youtube.com/watch?v=F04y1z3HfyI
http://www.youtube.com/watch?v=F0G6CIIxUwI
http://www.youtube.com/watch?v=HZMYfz54LD0
http://www.youtube.com/watch?v=pPrAbIK-Xsg
_________________________________________________________________
Windows Live=99 SkyDrive=99: Get 25 GB of free online storage.
http://windowslive.com/online/skydrive?ocid=TXT_TAGLM_WL_SD_25GB_062009
________________________________________________________________________________
| Subject: | Re: Flying videos from July 4th! |
| From: | "Jimmy Young" <jdy100(at)comcast.net> |
Grant,
I'm curious how well a 503 performs on a MK III. Could you tell us what your max.
climb rate is with just you in it, and with a passenger on board?
What is the empty weight of your Kolb?
Thanks,
Jimmy Y
--------
Jimmy Young
FS II, soon to have an HKS 700E on it.
Houston TX
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=251752#251752
________________________________________________________________________________
| Subject: | Re: Lexan windshield question |
| From: | "Rex Rodebush" <rrodebush(at)tema.net> |
Thanks guys for the good tips. I've never worked with lexan before so kept waiting
for the loud "CRACK". It's formed around tight now and no problems.
Rex
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=251768#251768
________________________________________________________________________________
| Subject: | Re: Flying videos from July 4th! |
| From: | "grantr" <grant_richardson25(at)yahoo.com> |
I flew from 7 to 8pm so it was not mid day. Wind was 5 to 7mph direct cross wind.
The guy said it was in the corn but I couldn't see it!
I made 4 takeoffs in 95o weather and a Density altitude of 2,800 feet. Climb rates
were 484, 520, 507 and 465 fpm. Field elevation about 468 feet
Empty weight 493 pounds. I weight 155lbs Fuel 60 lbs, ballast 15lbs, camera and
gps 4 lbs. So 727 pounds takeoff weight.
I don't now have any data flying 2. The plane did fine from a 3000 foot runway
when I took my lessons in it. Takeoff weight was about 875lbs with 2 on board.
We flew it in 100o summer temps with no problems.
In cooler air winter time it climbs 600 to 650 FPM
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=251769#251769
________________________________________________________________________________
| From: | russ kinne <russ(at)rkiphoto.com> |
| Subject: | Re: Kolb Firestar Amphib for sale |
Location?
On Jul 6, 2009, at 11:08 AM, daniel myers wrote:
> Kolb Firestar Amphibian (single seat) built originally by Ivor
> (Jim) Lee. The plane was built in 1993 but sat (indoors) most of
> its life due to the owner passing away. The plane was picked up and
> got some TLC. NEW: paint, cables, wiring, fuel line, nose cone,
> floats, wheels/tires/brakes, canopy, instraments (airspeed,
> altimeter, EIS). This plane has a lot of goodies including an
> Electric start, Electric retractable landing gear, and electric
> flaperons. Fabric and paint is in great shape. The engine is an
> overhauled Rotax 582 with 40hrs since top and bottom end overhaul
> with a new crank. No damage history and has never been in
> saltwater. Reason for selling: Need for a bigger plane. The plane
> holds 8-9 gallons of fuel with a 5 gal. plastic tank and a metal
> costom fuel tank. This plane performs very well and cruises at
> 80-85 MPH. Any questions call Daniel at 321 356 9544 or email me
> ath20maule(at)hotmail.com
>
> $14,000 OBO
>
> http://www.youtube.com/watch?v=I5-JDJxJluo
>
> http://www.youtube.com/watch?v=G34CQViHgqM&feature=related
>
> http://www.youtube.com/watch?v=nUh7Wei9trk&feature=related
> http://www.youtube.com/watch?v=F04y1z3HfyI
>
> http://www.youtube.com/watch?v=F0G6CIIxUwI
>
> http://www.youtube.com/watch?v=HZMYfz54LD0
>
> http://www.youtube.com/watch?v=pPrAbIK-Xsg
>
>
> Windows Live=99 SkyDrive=99: Get 25 GB of free online storage. Get it
> on your BlackBerry or iPhone.
>
>
________________________________________________________________________________
| From: | daniel myers <h20maule(at)hotmail.com> |
| Subject: | Kolb Firestar Amphib for sale |
just north of orlando FL @ 3fd9 seaplane base. N815FS
Daniel
From: russ(at)rkiphoto.com
Subject: Re: Kolb-List: Kolb Firestar Amphib for sale
Date: Mon=2C 6 Jul 2009 12:18:45 -0400
Location?
On Jul 6=2C 2009=2C at 11:08 AM=2C daniel myers wrote:
Kolb Firestar Amphibian (single seat) built originally by Ivor (Jim) Lee. T
he plane was built in 1993 but sat (indoors) most of its life due to the ow
ner passing away. The plane was picked up and got some TLC. NEW: paint=2C c
ables=2C wiring=2C fuel line=2C nose cone=2C floats=2C wheels/tires/brakes
=2C canopy=2C instraments (airspeed=2C altimeter=2C EIS). This plane has a
lot of goodies including an Electric start=2C Electric retractable landing
gear=2C and electric flaperons. Fabric and paint is in great shape. The eng
ine is an overhauled Rotax 582 with 40hrs since top and bottom end overhaul
with a new crank. No damage history and has never been in saltwater. Reaso
n for selling: Need for a bigger plane. The plane holds 8-9 gallons of fuel
with a 5 gal. plastic tank and a metal costom fuel tank. This plane perfor
ms very well and cruises at 80-85 MPH. Any questions call Daniel at 321 356
9544 or email me ath20maule(at)hotmail.com
$14=2C000 OBO
http://www.youtube.com/watch?v=I5-JDJxJluo
http://www.youtube.com/watch?v=G34CQViHgqM&feature=related
http://www.youtube.com/watch?v=nUh7Wei9trk&feature=related
http://www.youtube.com/watch?v=F04y1z3HfyI
http://www.youtube.com/watch?v=F0G6CIIxUwI
http://www.youtube.com/watch?v=HZMYfz54LD0
http://www.youtube.com/watch?v=pPrAbIK-Xsg
Windows Live=99 SkyDrive=99: Get 25 GB of free online storage. Get it on yo
ur BlackBerry or iPhone.
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/con
tribution
_________________________________________________________________
Hotmail=AE has ever-growing storage! Don=92t worry about storage limits.
http://windowslive.com/Tutorial/Hotmail/Storage?ocid=TXT_TAGLM_WL_HM_Tuto
rial_Storage_062009
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Lexan windshield question |
> Thanks guys for the good tips. I've never worked with lexan before so
> kept waiting for the loud "CRACK". It's formed around tight now and no
> problems.
>
> Rex
Rex:
Plexiglass is brittle, acrylic more so, but Lexan (polycarbonate) can be put
into a brake and bent 90 degrees without breaking. It is unique for making
small mounts for hand held radios, etc., because of this ability to take a
sharp brake.
john h
mkIII
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
Sounds familiar - got some videos when the give me my cameras back.
At 04:55 PM 7/6/2009, you wrote:
>Possums asks: << Anyone ever see a fireworks display from the air? >>
>
>
>Kolb Friends '
>
>
>It was a warm evening, and the air was dead calm
>' the makings for a very romantic flight. The
>fireworks began, and we made wide circles over
>the Air Force Base, watching the colorful,
>sparkly display below us while avoiding flying
>directly over the fireworks launch area. We
>were well above the pyrotechnics =85 or so we thought.
________________________________________________________________________________
| Subject: | Max Speed with flaps |
| From: | "albertakolbmk3" <cheriebraun(at)xplornet.com> |
What is the max. recommended speed with 1 notch of flaps? I'm using my MKIII to
get my ultralight permit and my instructor wants to know so we can practice some
landings with a bit of flaps.
Tony
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=251853#251853
________________________________________________________________________________
| Subject: | Re: Max Speed with flaps |
| From: | Robert Laird <rlaird(at)cavediver.com> |
My experience is that VFE in the MkIII is 65mph.... VF is 60mph....
On Mon, Jul 6, 2009 at 6:19 PM, albertakolbmk3 wrote:
> cheriebraun(at)xplornet.com>
>
> What is the max. recommended speed with 1 notch of flaps? I'm using my
> MKIII to get my ultralight permit and my instructor wants to know so we can
> practice some landings with a bit of flaps.
>
> Tony
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=251853#251853
>
>
________________________________________________________________________________
| Subject: | Re: Flying videos from July 4th! |
| From: | "ces308" <ces308(at)ldaco.com> |
Great job ! I made a mount for my airplane today and will be trying it out tomorrow...if
it works I will post it too ...I love watching this kind of stuff !
Keep them coming boys !!!
chris ambrose
M3X/Jab A2200
N327CS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=251880#251880
________________________________________________________________________________
| From: | "Tony Oldman" <aoldman(at)xtra.co.nz> |
| Subject: | Re: Shell Rotella Full Synthetic |
While I can not comment on the 4 stroke Rotax on rotella as my Kolb is a 2
stroke I did run Rotella 30 in a 1937 Chev for a long time. Only problem was
keeping the oil in, it tended to leak a lot. I had to replace a oil dipper
on that engine and it was the cleanest old car engine I have ever seen.
There was no sign of lead in the sump {crankcase } I was told at the time
that if your engine was in good condition the Rotella was OK but if it was
well used the Rotella would clean all the cabon out and you could end up
with a oil burner. I also know that when we used lead fuels in our cars and
mineral oils the sumps always had large deposits of lead in them on strip
down.This did not happen with the Rotella.
So I would agree with what John H is saying
Downunder
MK111c
----- Original Message -----
From: "John Hauck" <jhauck(at)elmore.rr.com>
Sent: Tuesday, July 07, 2009 2:17 AM
Subject: Kolb-List: Shell Rotella Full Synthetic
>
> Morning Gang:
>
> Did a very unscientific experiment during my last flight West. Flew that
> flight with Shell Rotella Full Synthetic 5W40 motor oil. Wanted to see if
> the engineers at Rotex were completely correct in their guidance of
> running a semi-synthetic motor oil when operating on 100LL av gas. They
> indicate organic oil better suspends lead than full sythetic,
> so...semi-synthetic is the way to go.
>
> Both John W and I operated on many previous flights with Valvoline
> Durablend Semi-synthetic. After 60 to 75 hours there was always quite a
> bit of lead remaining in the oil tank bottom at oil change.
>
> I flew 60+ hours, primarily on 100LL, this last flight. When I pulled the
> oil tank apart, I was surprised to see very little lead residue in the
> bottom of the tank.
>
> As I said initially, this was not by any means a scientific test, but I am
> satisfied the Rotella was as good as or better than suspending lead as
> semi-synthetic motor oil.
>
> Rotex engineers also recommend motorcycle oil for 4 strokes because they
> have a gear lube additive and no "super slick stuff" to interfere with
> operation of the gear box slip clutch. My theory is, Rotella is used in
> very heavy duty diesel engines. Most have huge accessory drive gears
> which probably have as much or more stress on them as out little 912 gear
> boxes. The original 5 speed Getrag transmission in my old Dodge Cummins
> ran 300,000 miles on 5W30 motor oil, organic. Don't think I am going to
> have a gear box problem on my 912.
>
> This is my own idea. Not trying to sell Rotella. Not saying Rotax
> engineers are wrong. Not trying to convince anyone else to do what I do.
> However, Rotella Full Synthetic is selling in Walmart for around 19.00 a
> gal.
>
> My first 912 was an 80 hp. Flew many, many hours on 100LL with it.
> Always ran Mobil I full synthetic. This was from 1994-2000, and 1,200+
> hours. No lead problems with this engine, that I know of. Rotax
> engineers didn't recognize the lead problem when operating on 100LL and
> full synthetic oil back then, as far as I know.
>
> john h
>
>
>
________________________________________________________________________________
| Subject: | Re: Shell Rotella Full Synthetic |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
John,
A thought occurred to me in regard to your unscientific test of full synthetic
oil vs semi-synthetic you used before. I don't know so I'm just asking the question.
Is it possible that Rotax recommends a semi-synthetic oil when using a
lot of leaded avgas because it extracts the lead and intentionally deposits it
in the bottom of the oil tank? Perhaps that is why they don't recommend the full
synthetic when using avgas because it does NOT extract the lead and deposit
in the bottom of the tank. Maybe the lead at the bottom of the oil tank is a
good thing and it not being there is a bad thing.
This is pure speculation but worth considering maybe?
--------
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=251891#251891
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Shell Rotella Full Synthetic |
> A thought occurred to me in regard to your unscientific test of full
> synthetic oil vs semi-synthetic you used before. I don't know so I'm just
> asking the question. Is it possible that Rotax recommends a semi-synthetic
> oil when using a lot of leaded avgas because it extracts the lead and
> intentionally deposits it in the bottom of the oil tank? Perhaps that is
> why they don't recommend the full synthetic when using avgas because it
> does NOT extract the lead and deposit in the bottom of the tank. Maybe the
> lead at the bottom of the oil tank is a good thing and it not being there
> is a bad thing.
>
> This is pure speculation but worth considering maybe?
>
> --------
> Thom Riddle
Thom:
Ideally, we want all the lead suspended in the motor oil so we can drain it
out with the oil at scheduled changes, or sooner. I usually change sooner.
If lead collects in the bottom of the oil tank, it is also collecting in
other parts and pockets of the engine. In extreme conditions lead can block
oil galleries and cause abnormal wear on the engine.
Sludge in an engine is not lead contamination. I don't have any engines
with sludge, except my old antique tractors that were run on nondetergent
oil many years ago. Some of them have an inch or two of sludge on the
bottom of the oil pan. I run Shell Rotella organic oil in everything I have
except the 912, ATV, and dirt bike. These three run on Rotella Synthetic.
All my engines are spotless inside except the old tractors, but they dump
tons of crap out of them every oil change. The Rotella is working on years
of accumulation.
Recently opened up my little Kubota B6100 engine that is pushing 30 years
old. Operated on Rotella, it was clean as a whistle.
For Tony Oldman: The Rotella hasn't increased leakage or oil burning on any
of the old tractors.
Organic oil suspends lead better than synthetic oil. The reason Rotax
recommend semi-synthetic blend when operating on 100LL is to suspend lead
and do a better job at the 912's higher operating temps.
I have operated my 912 on a 50/50 blend of Rotella and 100LL. Results were
no better, if not as good as the results I discovered on this last flight of
60 hours and 300 gals of 100LL. I was pleasantly surprised at how little
lead remained in the bottom of the oil tank. Only a trace.
We have to remember that this test was conducted under long cross country
flight conditions, a lot of flight time in a short number of days. Legs
were generally two hours length, more or less. These conditions are quite
different from local flying. I use mogas flying locally, but don't do much
local flying any more.
I'll continue to run the 912 on Rotella Syn and see what happens.
john h
mkIII
________________________________________________________________________________
| Subject: | Re: Shell Rotella Full Synthetic |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
aoldman(at)xtra.co.nz wrote:
>
> I was told at the time
> that if your engine was in good condition the Rotella was OK but if it was
> well used the Rotella would clean all the cabon out and you could end up
> with a oil burner. I also know that when we used lead fuels in our cars and
> mineral oils the sumps always had large deposits of lead in them on strip
> down.This did not happen with the Rotella.
> So I would agree with what John H is saying
> Downunder
> MK111c
> ---
This is a wives tale. I have been told this buy countless people, but its just
not true. Full synthetic oil is better, be it an old car, or a new car. If
you want to stop wear and sludge, and give the protection to your engine synthetic
oil is the best way to do it. I do not want to wear the engine in my car
that has 50,000 miles on it any more than I want to wear out a new engine.
ALL my engines get synthetic oil, new or used.
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=251909#251909
________________________________________________________________________________
| Subject: | Re: Shell Rotella Full Synthetic |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
John, I don't have a dog in this fight and can only pass along what Eric
Tucker told the class at Lockwood. Semi synthetic does a better job of
keeping the lead from packing in the gearbox of the 912. It's particularly
important on the 912S with the 30 degree spacing of the drive dogs. Even
with semi synthetic Rotax recommends pulling the gearbox at 600 hours to
inspect for lead packing. Should be simple to make a "degree wheel" to check
the 30 degree spacing while you're checking drive friction torque per
SI-06-1997 Rev 1. Like I said, just passing along what I learned in class.
Rick
On Tue, Jul 7, 2009 at 7:21 AM, John Hauck wrote:
>
>
> A thought occurred to me in regard to your unscientific test of full
>> synthetic oil vs semi-synthetic you used before. I don't know so I'm just
>> asking the question. Is it possible that Rotax recommends a semi-synthetic
>> oil when using a lot of leaded avgas because it extracts the lead and
>> intentionally deposits it in the bottom of the oil tank? Perhaps that is why
>> they don't recommend the full synthetic when using avgas because it does NOT
>> extract the lead and deposit in the bottom of the tank. Maybe the lead at
>> the bottom of the oil tank is a good thing and it not being there is a bad
>> thing.
>>
>> This is pure speculation but worth considering maybe?
>>
>> --------
>> Thom Riddle
>>
>
>
> Thom:
>
> Ideally, we want all the lead suspended in the motor oil so we can drain it
> out with the oil at scheduled changes, or sooner. I usually change sooner.
>
> If lead collects in the bottom of the oil tank, it is also collecting in
> other parts and pockets of the engine. In extreme conditions lead can block
> oil galleries and cause abnormal wear on the engine.
>
> Sludge in an engine is not lead contamination. I don't have any engines
> with sludge, except my old antique tractors that were run on nondetergent
> oil many years ago. Some of them have an inch or two of sludge on the
> bottom of the oil pan. I run Shell Rotella organic oil in everything I have
> except the 912, ATV, and dirt bike. These three run on Rotella Synthetic.
> All my engines are spotless inside except the old tractors, but they dump
> tons of crap out of them every oil change. The Rotella is working on years
> of accumulation.
>
> Recently opened up my little Kubota B6100 engine that is pushing 30 years
> old. Operated on Rotella, it was clean as a whistle.
>
> For Tony Oldman: The Rotella hasn't increased leakage or oil burning on
> any of the old tractors.
>
> Organic oil suspends lead better than synthetic oil. The reason Rotax
> recommend semi-synthetic blend when operating on 100LL is to suspend lead
> and do a better job at the 912's higher operating temps.
>
> I have operated my 912 on a 50/50 blend of Rotella and 100LL. Results were
> no better, if not as good as the results I discovered on this last flight of
> 60 hours and 300 gals of 100LL. I was pleasantly surprised at how little
> lead remained in the bottom of the oil tank. Only a trace.
>
> We have to remember that this test was conducted under long cross country
> flight conditions, a lot of flight time in a short number of days. Legs
> were generally two hours length, more or less. These conditions are quite
> different from local flying. I use mogas flying locally, but don't do much
> local flying any more.
>
> I'll continue to run the 912 on Rotella Syn and see what happens.
>
> john h
> mkIII
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Shell Rotella Full Synthetic |
I do not want to wear the engine in my car that has 50,000 miles on it any
more than I want to wear out a new engine. ALL my engines get synthetic
oil, new or used.
>
> Mike
Mike B:
Organic oil has its place. My 1992 Dodge Cummins with 356,000+ miles
pulling a 30' 5th wheel has survived on Shell Rotella dino oil.
Primary reason for running full syn in my 912 is the high operating temps.
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Shell Rotella Full Synthetic |
Rick G:
I'm also a grad of Eric's 912 course, three times to be exact.
I remember finding lead in the gear box last time I pulled it, two years
ago. Going to pull it again real soon to reseal it. Will be a good
time to check on lead accumulation then. Also found a lot of lead
around the oil pump shaft.
Again, I am only going by what I can see during oil change. No
measurements except my own visual perception. Used to get a fair amount
of dark grey ugly stuff in the bottom of the oil tank. Last change was
a slight amount of off white material. Lots of difference to me.
Again, not trying to convince anyone to use Rotella Syn. Most
especially convince anyone to not follow Rotax instructions for
operation of their 912. Strictly sharing what I am doing.
john h
mkIII
John, I don't have a dog in this fight and can only pass along what
Eric Tucker told the class at Lockwood. Semi synthetic does a better job
of keeping the lead from packing in the gearbox of the 912. It's
particularly important on the 912S with the 30 degree spacing of the
drive dogs. Even with semi synthetic Rotax recommends pulling the
gearbox at 600 hours to inspect for lead packing. Should be simple to
make a "degree wheel" to check the 30 degree spacing while you're
checking drive friction torque per SI-06-1997 Rev 1. Like I said, just
passing along what I learned in class.
Rick
________________________________________________________________________________
| Subject: | Replacing main gear tires |
| From: | "Watkinsdw" <david.watkins0(at)gmail.com> |
Greetings, Gang,
My next question has to do with replacing my Carlisle tires. I have Matco split-rim
wheels. Do I have to split the rim to replace the tires, (seems like a lot
of work--removing the disk brake caliper and rotor, etc.) or can I pry the bead
of the tire over the rim, like you would with a bike or car?
I guess I don't know if the split rim has a diameter that will accomodate stretching
the tire bead to get it off.
Anyone have experience with this?
Dave
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=251915#251915
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: Shell Rotella Full Synthetic |
John, what national chains carry that oil?
BB
On 7, Jul 2009, at 9:14 AM, John Hauck wrote:
> Rick G:
>
> I'm also a grad of Eric's 912 course, three times to be exact.
>
> I remember finding lead in the gear box last time I pulled it, two
> years ago. Going to pull it again real soon to reseal it. Will be
> a good time to check on lead accumulation then. Also found a lot
> of lead around the oil pump shaft.
>
> Again, I am only going by what I can see during oil change. No
> measurements except my own visual perception. Used to get a fair
> amount of dark grey ugly stuff in the bottom of the oil tank. Last
> change was a slight amount of off white material. Lots of
> difference to me.
>
> Again, not trying to convince anyone to use Rotella Syn. Most
> especially convince anyone to not follow Rotax instructions for
> operation of their 912. Strictly sharing what I am doing.
>
> john h
> mkIII
>
>
> John, I don't have a dog in this fight and can only pass along what
> Eric Tucker told the class at Lockwood. Semi synthetic does a
> better job of keeping the lead from packing in the gearbox of the
> 912. It's particularly important on the 912S with the 30 degree
> spacing of the drive dogs. Even with semi synthetic Rotax
> recommends pulling the gearbox at 600 hours to inspect for lead
> packing. Should be simple to make a "degree wheel" to check the 30
> degree spacing while you're checking drive friction torque per
> SI-06-1997 Rev 1. Like I said, just passing along what I learned in
> class.
>
> Rick
>
>
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: Replacing main gear tires |
save the grief, split the rims.
BB
On 7, Jul 2009, at 9:20 AM, Watkinsdw wrote:
>
>
> Greetings, Gang,
> My next question has to do with replacing my Carlisle tires. I have
> Matco split-rim wheels. Do I have to split the rim to replace the
> tires, (seems like a lot of work--removing the disk brake caliper
> and rotor, etc.) or can I pry the bead of the tire over the rim,
> like you would with a bike or car?
>
> I guess I don't know if the split rim has a diameter that will
> accomodate stretching the tire bead to get it off.
>
> Anyone have experience with this?
>
> Dave
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=251915#251915
>
>
________________________________________________________________________________
| Subject: | Re: Replacing main gear tires |
| From: | zeprep251(at)aol.com |
You better split the wheels.It 's not as much trouble as you might think.
G.Aman
-----Original Message-----
From: Watkinsdw <david.watkins0(at)gmail.com>
Sent: Tue, Jul 7, 2009 9:20 am
Subject: Kolb-List: Replacing main gear tires
Greetings, Gang,
My next question has to do with replacing my Carlisle tires. I have Matco
split-rim wheels. Do I have to split the rim to replace the tires, (seems like
a
lot of work--removing the disk brake caliper and rotor, etc.) or can I pry the
bead of the tire over the rim, like you would with a bike or car?
I guess I don't know if the split rim has a diameter that will accomodate
stretching the tire bead to get it off.
Anyone have experience with this?
Dave
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=251915#251915
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Shell Rotella Full Synthetic |
Bob B:
Walmart has it for 19.00 a gal.
Another advantage on long cross country flights, I can get the Fram TG3614
oil filter and Shell Rotella Syn at Wally World, or any of the major auto p
arts houses.
john h
mkIII
John, what national chains carry that oil?
BB
________________________________________________________________________________
| Subject: | Re: Replacing main gear tires |
| From: | "ces308" <ces308(at)ldaco.com> |
....split the rim.....anymore questions??? Next case.
chris ambrose
m3x/jab
N327CS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=251924#251924
________________________________________________________________________________
| Subject: | Re: Replacing main gear tires |
| From: | "Watkinsdw" <david.watkins0(at)gmail.com> |
Got it.
Thanks, guys.
As a matter of fact, since I posted this, I reached Matco (Andy Green). He was
very helpful and pointed me to the service manual download from their website.
They'd been closed yesterday due to the holiday.
Link to manual:
http://matco.veracart.com/pdf/MHWHEELMANUALR4.pdf?Iit=2395&Ict=23
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=251940#251940
________________________________________________________________________________
| From: | "ces308" <ces308(at)ldaco.com> |
Hello all ! I went up again today and tried the new camera mount...it was ok,but
I am going to move it back and up to get more of a picture.
Enjoy for what it's worth!
chris ambrose
M3X/Jab 33.1 hrs
N327CS
http://www.youtube.com/watch?v=BVc1YDsNMH0
I have to shorten the take off one...I will post it later....
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=251974#251974
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
If you can find a wide angle lens that fits your camera, it will look like
you have moved it back a couple of feet. This shot has the camera mounted
beside my head attached under the cross bar of the gap seal. It also makes
the video look a little more like you see it.
http://video.google.com/videoplay?docid=7008845811094869981
At 02:03 PM 7/7/2009, you wrote:
>
>Hello all ! I went up again today and tried the new camera
>mount...it was ok,but I am going to move it back and up to get more
>of a picture.
>Enjoy for what it's worth!
>
>chris ambrose
>M3X/Jab 33.1 hrs
________________________________________________________________________________
| Subject: | Buying Slingshot, probably |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
FYI -The RANS S6S I've been flying was broken by one of my partners on June 28
in a bounced landing and botched recovery (no injuries). The insurance company
finally made the decision to total it, so I've made a deal with Luray Weachter
to buy his Jabiru powered Slingshot, once the insurance company pays us, assuming
that my inspection does not reveal in unpleasant surprises. I'm getting
out of the partnership thing because I've been grounded since June 28 through
not fault of my own. That sucks.
So I'l be an actual Kolber, once again, hopefully soon enough to get a lot of good
flying time in this summer/fall. Attached is a cropped photo of the airplane
which I first saw at Homer's 2007 fly-in. Luray is in the cockpit in this photo,
as he departs(I think) Homer's.
--------
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=252079#252079
Attachments:
http://forums.matronics.com//files/rtfrntqrtrcropped_140.jpg
________________________________________________________________________________
| From: | "Denny Rowe" <rowedenny(at)windstream.net> |
| Subject: | Re: Buying Slingshot, probably |
Thom,
Good Luck with the purchase of Lurays bird, I am sure you will find it to be
better than advertised. Welcome back to the fold!
Dennis Rowe, Mk-3
----- Original Message -----
From: "Thom Riddle"
Subject: Kolb-List: Buying Slingshot, probably
> FYI -The RANS S6S I've been flying was broken by one of my partners on
> June 28 in a bounced landing and botched recovery (no injuries). The
> insurance company finally made the decision to total it, so I've made a
> deal with Luray Weachter to buy his Jabiru powered Slingshot, once the
> insurance company pays us, assuming that my inspection does not reveal in
> unpleasant surprises. I'm getting out of the partnership thing because
> I've been grounded since June 28 through not fault of my own. That sucks.
>
> So I'l be an actual Kolber, once again, hopefully soon enough to get a lot
> of good flying time in this summer/fall. Attached is a cropped photo of
> the airplane which I first saw at Homer's 2007 fly-in. Luray is in the
> cockpit in this photo, as he departs(I think) Homer's.
>
> --------
> Thom Riddle
> Buffalo, NY
> http://riddletr.googlepages.com/sportpilot-cfi
> http://riddletr.googlepages.com/a%26pmechanix
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Bean Field Report |
********************************************************************************
** Report created 7/10/2009 Record ? **
********************************************************************************
IDENTIFICATION
Regis#: ----- Make/Model: Kolb Description: FireFly
Date: 07/03/2009 Time: 1525
Event Type: Incident Highest Injury: None Mid Air: N Missing: N
Damage: None
LOCATION
City: UNION CITY State: OH Country: US
DESCRIPTION
ENGINE QUIT AT 2,500 FT AGL, GLIDED BACK INTO RANDOLPH COUNTY,INDIANA.
LANDED IN BEAN FIELD AT 100 N 800 EAST
INJURY DATA Total Fatal: 0
# Crew: 1 Fat: 0 Ser: 0 Min: 0 Unk:
# Pass: 0 Fat: 0 Ser: 0 Min: 0 Unk:
# Grnd: Fat: 0 Ser: 0 Min: 0 Unk:
WEATHER: VFR
OTHER DATA
Activity: Pleasure Phase: In flight Operation: OTHER
********************************************************************************
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: Bean Field Report |
Jack,
Why was an incident report needed - there were no damage or injuries?
jerb
At 11:38 AM 7/8/2009, you wrote:
>
>********************************************************************************
>** Report created 7/10/2009 Record
>? **
>********************************************************************************
>
>IDENTIFICATION
> Regis#: ----- Make/Model: Kolb Description: FireFly
> Date: 07/03/2009 Time: 1525
>
> Event Type: Incident Highest Injury: None Mid Air: N Missing: N
> Damage: None
>
>LOCATION
> City: UNION CITY State: OH Country: US
>
>DESCRIPTION
> ENGINE QUIT AT 2,500 FT AGL, GLIDED BACK INTO RANDOLPH COUNTY,INDIANA.
> LANDED IN BEAN FIELD AT 100 N 800 EAST
>
>INJURY DATA Total Fatal: 0
> # Crew: 1 Fat: 0 Ser: 0 Min: 0 Unk:
> # Pass: 0 Fat: 0 Ser: 0 Min: 0 Unk:
> # Grnd: Fat: 0 Ser: 0 Min: 0 Unk:
>
>WEATHER: VFR
>
>OTHER DATA
> Activity: Pleasure Phase: In flight Operation: OTHER
>
>********************************************************************************
>
>
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: Bean Field Report |
Jack, were beans the shortest crop available? Balloonists bring
along a bottle of champagne
for the farmer.
BB, lands at Bean field every time I go up.
On 8, Jul 2009, at 2:38 PM, Jack B. Hart wrote:
>
>
> **********************************************************************
> **********
> ** Report created 7/10/2009
> Record ? **
> **********************************************************************
> **********
>
> IDENTIFICATION
> Regis#: ----- Make/Model: Kolb Description: FireFly
> Date: 07/03/2009 Time: 1525
>
> Event Type: Incident Highest Injury: None Mid Air: N
> Missing: N
> Damage: None
>
> LOCATION
> City: UNION CITY State: OH Country: US
>
> DESCRIPTION
> ENGINE QUIT AT 2,500 FT AGL, GLIDED BACK INTO RANDOLPH
> COUNTY,INDIANA.
> LANDED IN BEAN FIELD AT 100 N 800 EAST
>
> INJURY DATA Total Fatal: 0
> # Crew: 1 Fat: 0 Ser: 0 Min: 0 Unk:
> # Pass: 0 Fat: 0 Ser: 0 Min: 0 Unk:
> # Grnd: Fat: 0 Ser: 0 Min: 0 Unk:
>
> WEATHER: VFR
>
> OTHER DATA
> Activity: Pleasure Phase: In flight Operation: OTHER
>
> **********************************************************************
> **********
>
>
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Bean Field Report |
At 02:01 PM 7/8/2009, jerb wrote:
>
>Why was an incident report needed - there were no damage or injuries?
If somebody sees and reports an "airplane crash" and the police arrive, and
the police report it to the FAA, it gets recorded.
What's more surprising is that they recorded an ultralight incident.
-Dana
--
A goverment that fears arms in the hands of it people should also fear ROPE!
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Bean Field Report |
>
>Jack,
>Why was an incident report needed - there were no damage or injuries?
Jerb,
There is no need. I check the reports every day, and copied one out and
changed to fit my current flying status.
I have not taken the top off the engine, so I don't know the extent of
the damage. Hope to be back in the air in a month.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "ces308" <ces308(at)ldaco.com> |
Ok Boys ! Try this one on.....
http://www.youtube.com/watch?v=p8SRGtxfsII
chris ambrose
M3X/Jab A-2200
N327CS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=252194#252194
________________________________________________________________________________
| From: | daniel myers <h20maule(at)hotmail.com> |
man chris=2C that engine purrrsss
Daniel Myers
Kolb FS II amphib
> Subject: Kolb-List: Re: New Videos
> From: ces308(at)ldaco.com
> Date: Wed=2C 8 Jul 2009 16:27:38 -0700
> To: kolb-list(at)matronics.com
>
>
> Ok Boys ! Try this one on.....
>
> http://www.youtube.com/watch?v=p8SRGtxfsII
>
>
> chris ambrose
> M3X/Jab A-2200
> N327CS
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=252194#252194
>
>
>
>
>
>
>
===========
===========
===========
===========
>
>
>
_________________________________________________________________
Windows Live=99 SkyDrive=99: Get 25 GB of free online storage.
http://windowslive.com/online/skydrive?ocid=TXT_TAGLM_WL_SD_25GB_062009
________________________________________________________________________________
| From: | "ces308" <ces308(at)ldaco.com> |
Thanks Dan,
so far I have been real happy with the Jabiru.The prop is noisy ,but I guess they
all are...
chris ambrose
M3X/Jab 34.1 hrs
N327CS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=252197#252197
________________________________________________________________________________
| Subject: | Re: Buying Slingshot, probably |
| From: | "ces308" <ces308(at)ldaco.com> |
Holy Crap ! That thing must be a rocket with the Jabiru !
chris ambrose
M3X/Jab
N327CS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=252198#252198
________________________________________________________________________________
| From: | "Ron @ KFHU" <captainron1(at)cox.net> |
| Subject: | Re: Bean Field Report |
Right!
When I had my forced landing a couple of weeks ago the cops showed up and then
left when they verified that no property damage or other injuries took place.
The paper reported the emergency landing but my name was not mentioned, thank
god for that.
=====================================
---- Dana Hague wrote:
============
At 02:01 PM 7/8/2009, jerb wrote:
>
>Why was an incident report needed - there were no damage or injuries?
If somebody sees and reports an "airplane crash" and the police arrive, and
the police report it to the FAA, it gets recorded.
What's more surprising is that they recorded an ultralight incident.
-Dana
--
A goverment that fears arms in the hands of it people should also fear ROPE!
--
kugelair.com
________________________________________________________________________________
| Subject: | Re: Buying Slingshot, probably |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Good for you Thom, there is nothing better than having your own Kolb, doing whatever
you like with it without having to worry about anyone else ! You will
love 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
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=252224#252224
________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Chris,
They are all REAL noisy ! Even with my 912-S I had to do a lot of sound proofing
to get my plane to be bearable... Its not hard to do, and not expensive, with
a little sound proofing, it is possible to make the MK III Xtra much quieter
than it is in stock condition.
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=252226#252226
________________________________________________________________________________
| From: | "ces308" <ces308(at)ldaco.com> |
Mike,
what all have you done to make it quieter ?
chris ambrose
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=252228#252228
________________________________________________________________________________
| Subject: | 3rd Annual Nauga Field Fly-Around - Dec 4, 5, 6 |
| From: | "John Bickham" <gearbender(at)bellsouth.net> |
Mark your calendars, let your boss/spouse know you need off, whatever you need
to do. If you are one of dem "snowbirds" migrate this way on your way to Florida.
The dates for the 3rd Annual Nauga Field Fly-Around will be the first weekend
in December (4th, 5th, & 6th). This event originated with a phone call
from John W and John H from Sun-n-Fun 2007 when they said "get ready, we're coming
in July".
Decided to move it for a couple of reasons. First is the heat here in July. The
cooks were slowing down and not able to maintain momentum. Things get pretty
miserable here in July and this year has been a record breaker so far. Secondly,
I've been in the catch up mode since my 16 day vacation out west and just
couldn't swing getting things lined up anytime soon. Besides, this will give
Jimmy Y time to get his new HKS dialed in. Also won't have to worry about hurricane
season.
It will still be nice here in early December. If you camp, you will be comfortable.
The planes and pilots should perform a lot better. We can even have a nice
evening around a fire. Can't do that in July.
Been a couple improvements to the facilities since last year:
1) Ronnie logged the trees between the FBO/camp and the creek. Got him to take
out some of the trees on the SE end of the runway. Power line is still there
and marked with orange balls. Makes TO's and landings over that end a little
easier.
2) FBO/camp on parish(county for the other 49 states) water systems. No more high
iron water.
This is just a no-frills gathering of Kolbs and other fans of light planes. We
fly, eat, share stories (both fiction and non-fiction), and generally "pass a
good time". Folks and "characters" from the local community participate and
provide some of the entertainment as well as some good home cooked groceries.
Nauga Field (LS35) is located about 15 nm NW of Baton Rouge (BTR).
The runway is 1550 feet tree line (80 ft) to power line (60 ft). In other words,
obstacles both ends.
www.airnav.com/airport/ls35
DO NOT WANT TO INSULT ANYONE, BUT NEED TO BE CLEAR AND CANDID......
Nauga Field will challenge you if you are used to landing on 2500 to 5000 foot
runways with clear approaches. It can be visually intimidating if you aren't
used to it and proficient on your short field techniques. Start practicing if
you are rusty on your short field techniques. Two person operation is not recommended
unless you are lightly loaded. We don't even think about it in the
hot summer. Just not enough safety margin. This is a Kolb friendly field if you
are proficient and used to tighter spots.
Folks generally start arriving Friday. Saturday, we won't be doing the normal
catfish at False River(HZR). Hurricane Gustav took out the EAA hanger and they
haven't rebuilt it. Maybe we'll do John H's favorite red beans and rice, with
sausage and cornbread. Real good in cooler weather. Ronnie M will probably
cook the wild pig Saturday night as usual. Saturday night is the big social.
My wife and friends do all the cooking. We take care of all the groceries and
drinks. We put out a donation jar and leave it up to you. Let us know if you
have special diet needs. We are known for our good food, not necessarily health
conscious food. As we get closer, let me know if you plan on attending so
we can get the groceries right. Also need a T-shirt size if we get enough interested
folks.
In the past, some folks have opted to drive in and hotel it. We are a small rural
community with limited hotel accommodations. So if that is your plan, don't
wait to long.
This won't replace the TNK Homecoming but it can be a good second choice. Since
I'm not an impartial judge, I'll defer to past participants to share how much
fun they have had.
I'm looking forward to everyone coming and I have met some fine folks at past Kolb
events and sure would hope they could come share the weekend with us. If
you come, we'll do our best to make it a pleasurable weekend for you.
Fly safe.
--------
Thanks too much,
John Bickham
Mark III-C w/ 912UL
St. Francisville, LA
I know many pilots and a few true aviators. There is a distinct difference that
I have the greatest respect for.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=252241#252241
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Bean Field Report |
Balloonists bring along a bottle of champagne>>
I have had to land out two or three times and have always made it a point to
take the farmer a couple of bottles of wine or a bottle of whisky. I have
after all dropped in on them uninvited.
Perhaps its just a left over response from gliding days where, bearing in
mind that if farmers got really nasty and made trouble every time a glider
landed out they could more or less stop x-country glidung in its tracks. The
gliding club made any local farmer who was interested an honorary member and
offered them a flight whenever they showed up at the field. Just good
public relations.
Cheers
Pat
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: 3rd Annual Nauga Field Fly-Around - Dec 4, 5, 6 |
The dates for the 3rd Annual Nauga Field Fly-Around will be the first
weekend in December (4th, 5th, & 6th).
>
> John Bickham
Hi John B/Gang:
I plan on being there with my appetitie.
Large T-Shirt please.
Let me know if I need to bring anything.
john h
mkIII
________________________________________________________________________________
| From: | zeprep251(at)AOL.COM |
Chris, That has a familiar sound track!
? G Aman
-----Original Message-----
From: ces308 <ces308(at)ldaco.com>
Sent: Wed, Jul 8, 2009 7:27 pm
Subject: Kolb-List: Re: New Videos
Ok Boys ! Try this one on.....
http://www.youtube.com/watch?v=p8SRGtxfsII
chris ambrose
M3X/Jab A-2200
N327CS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=252194#252194
________________________________________________________________________________
| Subject: | Re: 3rd Annual Nauga Field Fly-Around - Dec 4, 5, 6 |
| From: | "Jimmy Young" <jdy100(at)comcast.net> |
John,
Sounds great, can't wait. Might even make a test flight over to Cajun Country before
then.
--------
Jimmy Young
FS II, soon to have an HKS 700E on it.
Houston TX
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=252280#252280
________________________________________________________________________________
| Subject: | Michigan fly in's for Sunday 7-12-2009 |
JULY, 12
Hastings
Hastings Airport (9D9) 7:00 a.m.
Fly-in breakfast. Airplane rides, vintage cars.
Sponsored by the Hastings Flying Association. Call Mark Noteboom
269-945-6306.
JULY, 12
Weidman
Ojibwa Airpark (D11) 7:00 a.m. - 11:00 a.m.
Fly-in breakfast.
Sponsored by the Ojibwa Property Owners Association. Call Ray Battle Shaw
989-644-3677. JULY, 12
Chesaning
Howard Nixon Memorial Airport (50G) 6:30 a.m. - 11:00 a.m.
Pancake breakfast. Kickoff to the Chesaning Showboat week.
Sponsored by EAA Chapter 597. Call Gerald Morford 810-513-4255.
_www.eaa597.org_ (http://www.eaa597.org) .
weather permitting I will go the the Hastings Mi fly in. Jim swan
JIM SWAN
firestar ll, 503, N663S
Eaton Rapids, Mi. 48827
PH 517-663-8488 runway 2300' E & W (42-28.58N 084-44.69 W )
**************Looking for love this summer? Find it now on AOL Personals.
(http://personals.aol.com/?ncid=emlcntuslove00000003)
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
I pulled my plugs to see how they looked after flying the HACman system
for three hours or so at the higher EGT readings.
These plugs now have 50 hours on them, and couldn't look better.
I just uploaded a new entry to my blog with a short video on the flight
that I made this morning. Not as long as I would have like as the
weather was a bit cranky.
Larry
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: HACman system |
Larry C:
Is that an iridium plug?
What brand and number is it?
I run them in my Suziki dirt bike and Honda ATV. Never had to change eithe
r.
I need to find a replacement for NGK DRC8E, but Nipondenso doesn't have an
exact exchange. The have one for the DRC7E (912UL), but too hot for the 91
2ULS. If I can ever find an exact swap, I'll spend the bucks for the iridi
um plugs.
50 days more or less until Labor Day weekend. Then I am headed West!!!
john h
I pulled my plugs to see how they looked after flying the HACman system f
or three hours or so at the higher EGT readings.
These plugs now have 50 hours on them, and couldn't look better.
I just uploaded a new entry to my blog with a short video on the flight t
hat I made this morning. Not as long as I would have like as the weather wa
s a bit cranky.
Larry
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: HACman system |
Yup! it is a DENSO 1K24C11. If these do the job then I am sure that
Jerry Olenik @ Green Sky has them. You might talk to him about them. 352
475-5625 or toll free 888 887-5625
> Jerry's cell 352 318-5625
> fax
Larry
----- Original Message -----
From: John Hauck
To: kolb-list(at)matronics.com
Sent: Thursday, July 09, 2009 11:42 AM
Subject: Re: Kolb-List: HACman system
Larry C:
Is that an iridium plug?
What brand and number is it?
I run them in my Suziki dirt bike and Honda ATV. Never had to change
either.
I need to find a replacement for NGK DRC8E, but Nipondenso doesn't
have an exact exchange. The have one for the DRC7E (912UL), but too hot
for the 912ULS. If I can ever find an exact swap, I'll spend the bucks
for the iridium plugs.
50 days more or less until Labor Day weekend. Then I am headed
West!!!
john h
I pulled my plugs to see how they looked after flying the HACman
system for three hours or so at the higher EGT readings.
These plugs now have 50 hours on them, and couldn't look better.
I just uploaded a new entry to my blog with a short video on the
flight that I made this morning. Not as long as I would have like as the
weather was a bit cranky.
Larry
-------------------------------------------------------------------------
-----
Checked by AVG - www.avg.com
07/09/09 05:55:00
________________________________________________________________________________
| From: | "ces308" <ces308(at)ldaco.com> |
zeprep251(at)AOL.COM wrote:
> Chris, That has a familiar sound track!
>
> G Aman
>
>
>
> --
Yeah.....Ain't she sweet !.....lol
chris ambrose
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=252383#252383
________________________________________________________________________________
| From: | daniel myers <h20maule(at)hotmail.com> |
| Subject: | Firestar Weight and Balance |
Anyone know the formula? I've never created one from scratch...
> Subject: Kolb-List: Re: New Videos
> From: ces308(at)ldaco.com
> Date: Thu=2C 9 Jul 2009 16:25:30 -0700
> To: kolb-list(at)matronics.com
>
>
>
> zeprep251(at)AOL.COM wrote:
> > Chris=2C That has a familiar sound track!
> >
> > G Aman
> >
> >
> >
> > --
> Yeah.....Ain't she sweet !.....lol
>
> chris ambrose
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=252383#252383
>
>
>
>
>
>
>
===========
===========
===========
===========
>
>
>
_________________________________________________________________
Hotmail=AE has ever-growing storage! Don=92t worry about storage limits.
http://windowslive.com/Tutorial/Hotmail/Storage?ocid=TXT_TAGLM_WL_HM_Tuto
rial_Storage_062009
________________________________________________________________________________
| From: | "bumhoffer" <abum(at)speednetllc.com> |
| Subject: | Trade for Firefly or Kit |
I sold my Firestar II before the Sport deadline ran out and intended to
buy for a Firefly. I bought an Aerolite 103 instead and have been
flying that the last 2 Summers, but I miss the folding wings. Is
anyone on the list interested in a trade for a flying Firefly or an
unfinished Firefly kit? Al Bumhoffer, Elkton, MI 989-550-2800 or
989-375-2733
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Weight & Balance speadsheet |
Boyd=2C
Thanks for the W & B file. Very nice job!! I look forward to being abl
e to complete it. With my MkIII fully painted=2C and the engine virtually
ready to fire up=2C I'm on the last mile to completion. Now=2C I just need
some time to be able to get back to work on it.
(busy building my house and too tired to give the plane much attention)
Great job!
Mike Welch
_________________________________________________________________
Windows Live=99 SkyDrive=99: Get 25 GB of free online storage.
http://windowslive.com/online/skydrive?ocid=TXT_TAGLM_WL_SD_25GB_062009
________________________________________________________________________________
| Subject: | Pennzoil air cooled oil in Alberta |
| From: | "albertakolbmk3" <cheriebraun(at)xplornet.com> |
Has anyone found a source for pennzoil air cooled premix oil in Alberta?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=252563#252563
________________________________________________________________________________
| Subject: | Allison birthday flyin |
| From: | EmailUser greg <greg(at)skyelink.com> |
Just a reminder allison birthday fly in comming up in virginia. july 25,26
if anyone need direction email or call 8044506200 ask for greg. look forward
to seeing you there.
________________________________________________________________________________
| Subject: | ELSA Kolb MkIIIC w/ 912S for sale |
| From: | Robert Laird <rlaird(at)cavediver.com> |
I am going to be putting my ELSA MkIII Classic on sale in the very near
future, but will give Kolb listers first shot at it before it goes on
Barnstormers.
N553RL
228 hrs TT Airframe, Engine & Prop
100hp Rotax 912ULS
Always hangared.
2 6-gallon tanks
Electric fuel pump
Airspeed gauge
EIS with engine info plus altitude and VSI
Fuel flow gauge
BRS Chute
ICOM radio
Intercom
new Odyssey battery
3-blade Warp Drive prop
hydraulic disc brakes
Titan exhaust
Photos:
http://www.facebook.com/album.php?aid=41&id=500807717&l=40c89cb160
Video showing the unfolding/folding of this MkIII:
http://www.youtube.com/watch?v=uGblkR8cdYE
Price: $22,000
If you buy the aircraft prior to my putting it on Barnstormers, I'll throw
in the $5000 enclosed trailer!
If interested, please contact me at: rlaird(at)cavediver.com
-- Robert
P.S. To answer the inevitable question: I'm selling the Kolb because I've
bought and am now flying a gyro!
________________________________________________________________________________
| Subject: | Re: ELSA Kolb MkIIIC w/ 912S for sale |
| From: | Ellery Batchelder Jr <elleryweld(at)aol.com> |
You put every thing in it there but the price? things sell better with a price
tag on it?
?
Just my thoughts
Ellery soon to be in a MK3Classic
-----Original Message-----
From: Robert Laird <rlaird(at)cavediver.com>
Sent: Sat, Jul 11, 2009 6:26 pm
Subject: Kolb-List: ELSA Kolb MkIIIC w/ 912S for sale
I am going to be putting my ELSA MkIII Classic on sale in the very near future,
but will give Kolb listers first shot at it before it goes on Barnstormers.
N553RL
228 hrs TT Airframe, Engine & Prop
100hp Rotax 912ULS
Always hangared.
2 6-gallon tanks
Electric fuel pump
Airspeed gauge
EIS with engine info plus altitude and VSI
Fuel flow gauge
BRS Chute
ICOM radio
Intercom
new Odyssey battery
3-blade Warp Drive prop
hydraulic disc brakes
Titan exhaust
Photos:
http://www.facebook.com/album.php?aid=41&id=500807717&l=40c89cb160
Video showing the unfolding/folding of this MkIII:
http://www.youtube.com/watch?v=uGblkR8cdYE
Price:? $22,000
If you buy the aircraft prior to my putting it on Barnstormers, I'll throw in the
$5000 enclosed trailer!
If interested, please contact me at:?? rlaird(at)cavediver.com
? -- Robert
P.S.? To answer the inevitable question:? I'm selling the Kolb because I've bought
and am now flying a gyro!
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | ELSA Kolb MkIIIC w/ 912S for sale |
Ellery=2C
You must not have scrolled down far enough. He did list the info you men
tioned.
Mike Welch
Subject: Re: Kolb-List: ELSA Kolb MkIIIC w/ 912S for sale
Date: Sat=2C 11 Jul 2009 22:27:24 -0400
From: elleryweld(at)aol.com
You put every thing in it there but the price things sell better with a pr
ice tag on it
Just my thoughts
Ellery soon to be in a MK3Classic
-----Original Message-----
From: Robert Laird <rlaird(at)cavediver.com>
Sent: Sat=2C Jul 11=2C 2009 6:26 pm
Subject: Kolb-List: ELSA Kolb MkIIIC w/ 912S for sale
I am going to be putting my ELSA MkIII Classic on sale in the very near fut
ure=2C but will give Kolb listers first shot at it before it goes on Barnst
ormers.
N553RL
228 hrs TT Airframe=2C Engine & Prop
100hp Rotax 912ULS
Always hangared.
2 6-gallon tanks
Electric fuel pump
Airspeed gauge
EIS with engine info plus altitude and VSI
Fuel flow gauge
BRS Chute
ICOM radio
Intercom
new Odyssey battery
3-blade Warp Drive prop
hydraulic disc brakes
Titan exhaust
Photos:
http://www.facebook.com/album.php?aid=41&id=500807717&l=40c89cb160
Video showing the unfolding/folding of this MkIII:
http://www.youtube.com/watch?v=uGblkR8cdYE
Price: $22=2C000
If you buy the aircraft prior to my putting it on Barnstormers=2C I'll thro
w in the $5000 enclosed trailer!
If interested=2C please contact me at: rlaird(at)cavediver.com
-- Robert
P.S. To answer the inevitable question: I'm selling the Kolb because I've
bought and am now flying a gyro!
_________________________________________________________________
Insert movie times and more without leaving Hotmail=AE.
http://windowslive.com/Tutorial/Hotmail/QuickAdd?ocid=TXT_TAGLM_WL_HM_Tut
orial_QuickAdd_062009
________________________________________________________________________________
| Subject: | Re: ELSA Kolb MkIIIC w/ 912S for sale |
| From: | Ellery Batchelder Jr <elleryweld(at)aol.com> |
Thanks for pointing that out=C2- my scroller must be sticking on me
Ellery
-----Original Message-----
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Sent: Sat, Jul 11, 2009 10:53 pm
Subject: RE: Kolb-List: ELSA Kolb MkIIIC w/ 912S for sale
Ellery,
=C2-
=C2- You must not have scrolled down far enough.=C2- He did list the
info you mentioned.
=C2-
Mike Welch
=C2-
Subject: Re: Kolb-List: ELSA Kolb MkIIIC w/ 912S for sale
Date: Sat, 11 Jul 2009 22:27:24 -0400
From: elleryweld(at)aol.com
You put every thing in it there but the price=C2- things sell better wit
h a price tag on it=C2-
=C2-
Just my thoughts
Ellery soon to be in a MK3Classic
-----Original Message-----
From: Robert Laird <rlaird(at)cavediver.com>
Sent: Sat, Jul 11, 2009 6:26 pm
Subject: Kolb-List: ELSA Kolb MkIIIC w/ 912S for sale
I am going to be putting my ELSA MkIII Classic on sale in the very near fu
ture, but will give Kolb listers first shot at it before it goes on Barnst
ormers.
N553RL
228 hrs TT Airframe, Engine & Prop
100hp Rotax 912ULS
Always hangared.
2 6-gallon tanks
Electric fuel pump
Airspeed gauge
EIS with engine info plus altitude and VSI
Fuel flow gauge
BRS Chute
ICOM radio
Intercom
new Odyssey battery
3-blade Warp Drive prop
hydraulic disc brakes
Titan exhaust
Photos:
http://www.facebook.com/album.php?aid=41&id=500807717&l=40c89cb160
Video showing the unfolding/folding of this MkIII:
http://www.youtube.com/watch?v=uGblkR8cdYE
Price
:=C2- $22,000
If you buy the aircraft prior to my putting it on Barnstormers, I'll throw
in the $5000 enclosed trailer!
If interested, please contact me at:=C2-=C2- rlaird(at)cavediver.com
=C2- -- Robert
P.S.=C2- To answer the inevitable question:=C2- I'm selling the Kolb
because I've bought and am now flying a gyro!
ttp://www.matronics.com/Navigator?Kolb-List
onics.com
w.matronics.com/contribution
Insert movie times and more without leaving Hotmail=C2=AE. See how.
========================
===========
-= - The Kolb-List Email Forum -
-= Use the Matronics List Features Navigator to browse
-= the many List utilities such as List Un/Subscription,
-= Archive Search & Download, 7-Day Browse, Chat, FAQ,
-= Photoshare, and much much more:
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-
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-= - MATRONICS WEB FORUMS -
-= Same great content also available via the Web Forums!
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-= --> http://forums.matronics.com
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-= - List Contribution Web Site -
-= Thank you for your generous support!
-= 20 -Matt Dralle, List Admin.
-= --> http://www.matronics.com/contribution
-========================
========================
===========
________________________________________________________________________________
| From: | "Denny Rowe" <rowedenny(at)windstream.net> |
| Subject: | Re: ELSA Kolb MkIIIC w/ 912S for sale |
look again Ellery, the price is close to the bottom.
Denny
----- Original Message -----
From: Ellery Batchelder Jr
To: kolb-list(at)matronics.com
Sent: Saturday, July 11, 2009 10:27 PM
Subject: Re: Kolb-List: ELSA Kolb MkIIIC w/ 912S for sale
You put every thing in it there but the price things sell better with
a price tag on it
Just my thoughts
Ellery soon to be in a MK3Classic
-----Original Message-----
From: Robert Laird <rlaird(at)cavediver.com>
To: kolb-list(at)matronics.com
Sent: Sat, Jul 11, 2009 6:26 pm
Subject: Kolb-List: ELSA Kolb MkIIIC w/ 912S for sale
I am going to be putting my ELSA MkIII Classic on sale in the very
near future, but will give Kolb listers first shot at it before it goes
on Barnstormers.
N553RL
228 hrs TT Airframe, Engine & Prop
100hp Rotax 912ULS
Always hangared.
2 6-gallon tanks
Electric fuel pump
Airspeed gauge
EIS with engine info plus altitude and VSI
Fuel flow gauge
BRS Chute
ICOM radio
Intercom
new Odyssey battery
3-blade Warp Drive prop
hydraulic disc brakes
Titan exhaust
Photos:
http://www.facebook.com/album.php?aid=41&id=500807717&l=40c89cb160
Video showing the unfolding/folding of this MkIII:
http://www.youtube.com/watch?v=uGblkR8cdYE
Price: $22,000
If you buy the aircraft prior to my putting it on Barnstormers, I'll
throw in the $5000 enclosed trailer!
If interested, please contact me at: rlaird(at)cavediver.com
-- Robert
P.S. To answer the inevitable question: I'm selling the Kolb because
I've bought and am now flying a gyro!
-------------------------------------------------------------------------
-----
Checked by AVG - www.avg.com
07/11/09 17:56:00
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
| Subject: | Re: ELSA Kolb MkIIIC w/ 912S for sale |
Ellery, The price is a little further down the page ! Chris=0A=0A=0A=0A=0A_
_______________________________=0AFrom: Ellery Batchelder Jr <elleryweld@ao
l.com>=0ATo: kolb-list(at)matronics.com=0ASent: Saturday, July 11, 2009 10:27:
24 PM=0ASubject: Re: Kolb-List: ELSA Kolb MkIIIC w/ 912S for sale=0A=0AYou
put every thing in it there but the price- things sell better with a pric
e tag on it-=0A-=0A=0AJust my thoughts =0AEllery soon to be in a MK3Cla
ssic=0A=0A-----Original Message-----=0AFrom: Robert Laird <rlaird@cavediver
.com>=0ATo: kolb-list(at)matronics.com=0ASent: Sat, Jul 11, 2009 6:26 pm=0ASub
ject: Kolb-List: ELSA Kolb MkIIIC w/ 912S for sale=0A=0A=0A=0AI am going to
be putting my ELSA MkIII Classic on sale in the very near future, but will
give Kolb listers first shot at it before it goes on Barnstormers.=0A=0AN5
53RL=0A=0A228 hrs TT Airframe, Engine & Prop=0A100hp Rotax 912ULS=0AAlways
hangared.=0A2 6-gallon tanks=0AElectric fuel pump=0AAirspeed gauge=0AEIS wi
th engine info plus altitude and VSI=0AFuel flow gauge=0ABRS Chute=0AICOM r
adio=0AIntercom=0Anew Odyssey battery=0A3-blade Warp Drive prop=0Ahydraulic
disc brakes=0ATitan exhaust=0A=0A=0APhotos:=0A=0Ahttp://www.facebook.com/a
lbum.php?aid=41&id=500807717&l=40c89cb160=0A=0A=0AVideo showing the u
nfolding/folding of this MkIII:=0A=0Ahttp://www.youtube.com/watch?v=uGblk
R8cdYE=0A=0A=0APrice:- $22,000=0AIf you buy the aircraft prior to my putt
ing it on Barnstormers, I'll throw in the $5000 enclosed trailer!=0A=0AIf i
nterested, please contact me at:-- rlaird(at)cavediver.com=0A=0A=0A- --
Robert=0A=0AP.S.- To answer the inevitable question:- I'm selling the K
olb because I've bought and am now flying a gyro!=0A=0A=0A=0A=0A=0A=0A=0A
=================0A=0A=0A
________________________________________________________________________________
| From: | "Jim Hauck" <jimh474(at)embarqmail.com> |
Y'all;
I just received a phone call from Clara Kolb, she informed me that Homer
Passed away this morning.
I have no further information as to funeral arrangements or etc.
Jim Hauck
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
IMG_0971