Kolb-Archive.digest.vol-kz
December 29, 2010 - January 20, 2011
________________________________________________________________________________
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
Ted, Sounds like you have most of the bases covered already. I hope you
don't find any metal transfer when you look at the exhaust side of the
piston. All I can think to add is carb ice or a split in the carb connector.
Good luck.
Rick Girard
On Wed, Dec 29, 2010 at 5:35 AM, Ted Cowan wrote:
>
> hello all, hope you had a great holiday season so far. got a question for
> someone smarter than I. I know and understand rotax engines but this is
> more for a hirth 3503. Friend has one that ran great and then after several
> times just taxiing, started acting up. first it would just stop and then
> get where it required the enrichers to be on. it will not go past 3000 rpm
> which should be more at 6000. I picked up the carb needles and it would run
> without the enrichers being on, idle also. helped but not cure. we are
> going to put the old larger main jets in and see. it feels as though the
> prop is pitched too high, dead throttle the last quarter. if it were a
> rotax, I would suspect stuck rings. checked plugs which were black soot and
> wet, no carbon build up. it ran great in the air before then but I suspect
> he might have overheated it on the ground taxiing. gauges did not work well
> so I really dont know. got to pull the exhaust and see what I see and of
> course, do a comp test today. any more ideas? dont want to tear this piece
> of work down. if it were up to me to send it somewhere, it would be to the
> dump. my good friend cannot afford a new engine or another engine or to
> rebuild this on. I love my little 912 even with the rum rum. all ideas
> welcome even off list. by the way, I get about the same rpm and speed that
> the jabiru SS does. we should fly together and see one day. ted cowan,
> slingshot, 912ul, rum rum.
>
>
--
Zulu Delta
Kolb Mk IIIC
582 Gray head
4.00 C gearbox
3 blade WD
Thanks, Homer GBYM
It is not bigotry to be certain we are right; but it is bigotry to be unable
to imagine how we might possibly have gone wrong.
- G.K. Chesterton
________________________________________________________________________________
| From: | "Pat Ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Christmas Day flight |
Hi Eddie,
Great pics. Nice looking plane. I like the red struts. They really pick
out the line.
Mine is red/white also but not as neat as yours.
The weather has broken down here in the south. Roads are clear and all
snow is gone. Floods to look forward to now I suppose. Not forgetting
the fact that we shall probably get the tailend of the snow now falling
in American East Coast in about a week.
Cheers and have a good New Year
Pat
By the way did you read my `Parlez-vous franglais` letter in Microlight
Flying?. Caused a few chuckles on my field.
________________________________________________________________________________
| Subject: | Re: 912 Tach Malfunction |
| From: | "Kirby, Dennis Civ USAF AFMC AFNWC/EN" <Dennis.Kirby(at)kirtland.af.mil> |
<< The tach needle was jumping around erratically on my Mark-3 >>
Kolb Friends -
Here's a quick update on my erratic tach situation: It turned out to be
a simple matter of corrosion on the tach terminals. Easy fix - I just
pulled off each of the three electrical terminals on the back of the
tachometer, then re-attached them to achieve positive contact again. On
close inspection of the terminal posts, I could see a slight surface
coating of corrosion - probably leftover from my salt flats landing in
2006. (ugh)
Flew the airplane, and the tach worked just fine. Am glad I did not
have to open up to instrument to investigate the innards.
My thanks to Dana, Rick G, Mike W, Boyd and Cap'n Ron for your various
ideas and thoughts. It's what makes this List so valuable.
Dennis K.
New Mexico
________________________________________________________________________________
| Subject: | Re: Sonex or GP VW |
| From: | Rick Neilsen <neilsenrm(at)gmail.com> |
George
I don't think the direct drive Generac option is a good choice for at least
two reasons. First, it doesn't sound like you will be happy with the
performance if it will even fly.
Another reason is the ability of that engine to accept a direct drive prop.
My experience with the VW conversion indicates that there was a long and
checkered development process in getting a reliable engine. The first
concern is a prop hub attachment. Does anyone make a prop hub for direct
attachment to the Generac?
Next is how will the Generac handle the gyroscopic and harmonic loads of a
direct drive prop? VWs had to change to forged crankshafts with a hardened
key way and a custom deep drilled and taped prop mounting bolt hole to
handle the harmonic loads and then they require only wood props. Also this
is with a engine that has fairly even firing pulses. The Generac has two
cylinders in a V configuration. This is not a good choice for driving a
prop. I know Valley had to develop a custom one way slipping redrive to
handle the Generac's nasty harmonics. To handle the gyroscopic loads most VW
engines now use a custom main bearing machined into the prop end of the
engine case. It is four or five times the surface area of the original. Oh
yes and one final issue is the thrust loading on the crank.
Besides that no big deal go for it.
Again as always worth what you paid for it.
Rick Neilsen
1st Redrive VW powered MKIIIC
On Wed, Dec 29, 2010 at 5:15 AM, George Bearden wrote:
>
> > Direct drive Kolbs do not do well and have never performed well on any
> model Kolb.
>
> I hear you, but would like a few more details. I have been following this
> thread because I have a Kolb FS-1. I read about the Kolb powered by the
> Generac, and the struggles Mr. young had. He said his plane (FSII) weighed
> in at 435 dry and empty. I *think* mine will come in between 280-300# with
> Generac (if I go that way). I have been considering trying out the Generac
> direct-drive on there.
>
> > When compared to an engine with a reduction drive, there is a marked
> performance increase with reduction drives.
>
> I understand that this will cost me performance. I am just wondering how
> much. I can/probably will get a PSRU, but want to look at direct-drive
> before giving up on it. Would any of you care to throw out some guesses as
> to how it would perform? I weigh a lil more than 210# but getting lighter
> as
> we speak.
>
> > As a direct drive Kolbster,I could not agree with you more.
> > G.Aman
>
> Mr. Aman! What kind of setup do you have?
>
> > Faith is believing what you know ain't so - Mark Twain
>
> Mark Twain had a lot of things right, but a man such as himself isn't
> qualified to speak on 'faith'. He doesn't know diddly about it. But I
> respect your right to quote him, and would fight to the death to protect my
> right to needle you about it a lil bit. :-)
>
> "Faith is taking the first step even when you don't see the whole
> staircase".
> - Martin Luther King, Jr.
>
> And I would add, "particularly when you know who built it"
>
> GeoB
>
>
________________________________________________________________________________
| Subject: | Re: Sonex or GP VW |
| From: | zeprep251(at)aol.com |
George,
Had a FS2 with 503 which of course is redrive equipped.I now fly a MK3C jab
iru 2200a direct drive w/Sensenich wood prop.It is slower than a redrive mk
3 912ul although both are 80 hp.I love this engine but it makes a lot of no
ise.My most desired setup would be Jabiru w/PSRU which Jabiru could do beca
use the case is CNC milled from billet stock,they could put attach surfaces
on the case easily IMHO.
G.Aman MK-3-C Jabiru 2200A Sensenich 600hrs
-----Original Message-----
From: George Bearden <gab16(at)sbcglobal.net>
Sent: Wed, Dec 29, 2010 5:23 am
Subject: Kolb-List: Re: Sonex or GP VW
> Direct drive Kolbs do not do well and have never performed well on any
model Kolb.
I hear you, but would like a few more details. I have been following this
thread because I have a Kolb FS-1. I read about the Kolb powered by the
Generac, and the struggles Mr. young had. He said his plane (FSII) weighed
in at 435 dry and empty. I *think* mine will come in between 280-300# with
Generac (if I go that way). I have been considering trying out the Generac
direct-drive on there.
> When compared to an engine with a reduction drive, there is a marked
performance increase with reduction drives.
I understand that this will cost me performance. I am just wondering how
much. I can/probably will get a PSRU, but want to look at direct-drive
before giving up on it. Would any of you care to throw out some guesses as
to how it would perform? I weigh a lil more than 210# but getting lighter a
s
we speak.
> As a direct drive Kolbster,I could not agree with you more.
> G.Aman
Mr. Aman! What kind of setup do you have?
> Faith is believing what you know ain't so - Mark Twain
Mark Twain had a lot of things right, but a man such as himself isn't
qualified to speak on 'faith'. He doesn't know diddly about it. But I
respect your right to quote him, and would fight to the death to protect my
right to needle you about it a lil bit. :-)
"Faith is taking the first step even when you don't see the whole
staircase".
- Martin Luther King, Jr.
And I would add, "particularly when you know who built it"
GeoB
________________________________________________________________________________
| From: | zeprep251(at)aol.com |
Ted,
Check exhaust system.
-----Original Message-----
From: Ted Cowan <tc1917(at)bellsouth.net>
Sent: Wed, Dec 29, 2010 6:39 am
Subject: Kolb-List: power loss
hello all, hope you had a great holiday season so far. got a question for
someone smarter than I. I know and understand rotax engines but this is
more for a hirth 3503. Friend has one that ran great and then after severa
l
times just taxiing, started acting up. first it would just stop and then
get where it required the enrichers to be on. it will not go past 3000 rpm
which should be more at 6000. I picked up the carb needles and it would ru
n
without the enrichers being on, idle also. helped but not cure. we are
going to put the old larger main jets in and see. it feels as though the
prop is pitched too high, dead throttle the last quarter. if it were a
rotax, I would suspect stuck rings. checked plugs which were black soot an
d
wet, no carbon build up. it ran great in the air before then but I suspect
he might have overheated it on the ground taxiing. gauges did not work wel
l
so I really dont know. got to pull the exhaust and see what I see and of
course, do a comp test today. any more ideas? dont want to tear this piec
e
of work down. if it were up to me to send it somewhere, it would be to the
dump. my good friend cannot afford a new engine or another engine or to
rebuild this on. I love my little 912 even with the rum rum. all ideas
welcome even off list. by the way, I get about the same rpm and speed that
the jabiru SS does. we should fly together and see one day. ted cowan,
slingshot, 912ul, rum rum.
________________________________________________________________________________
| Subject: | Re: to Kolb/Jabiru guys... |
| From: | "Frankd" <frankd(at)foundrynet.com> |
HI Guys,
I got my Jabiru 2200 started yesterday for the first time since I purchased it-
3 years ago!. YEAH..
But, I had fuel going from the carb clear line into the air filter and then dripping
out onto the plane , so the engine run was short.
Can someone confirm that this line is the overflow from the bowl as the schematics
I have don't show it.
I believe that this is just like the issue Chris had where the float needle valve
is not functioning correctly and overflowing the float bowl.
I have the Bing 94/40, standard for engine # 902. I think that sitting around for
three years may have gummed up the float needle valve, and will take it apart
and clean it and also check for wear like chris suggested. I'll look for
a pink tip.
Any other advise?? while I'm doing this.
The solenode issue was solved and once started the Jab ran smoothly at idle power.
I did not get to run it up due to the fuel drip issue.
One step closer to flight!
Frank D
M3X , 0hrs, Jab 2200 started!
Fuel dripping.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=324930#324930
________________________________________________________________________________
| Subject: | Re: to Kolb/Jabiru guys... |
| From: | zeprep251(at)aol.com |
Frank,
That line is a bowl vent.It insures that the atmospheric pressure on the fu
el in the bowl is the same as the pressure of the air at the carb air inlet
.If fuel comes out of that line, the the seal at needle and seat is faulty.
A microscopic fiber can cause the problem.Keep a good filter between fuel t
ank and carb and a soft tipped needle if you still have a brass one.
G.Aman
-----Original Message-----
From: Frankd <frankd(at)foundrynet.com>
Sent: Wed, Dec 29, 2010 1:08 pm
Subject: Kolb-List: Re: to Kolb/Jabiru guys...
HI Guys,
I got my Jabiru 2200 started yesterday for the first time since I purchased
it-
3 years ago!. YEAH..
But, I had fuel going from the carb clear line into the air filter and then
dripping out onto the plane , so the engine run was short.
Can someone confirm that this line is the overflow from the bowl as the
schematics I have don't show it.
I believe that this is just like the issue Chris had where the float needle
valve is not functioning correctly and overflowing the float bowl.
I have the Bing 94/40, standard for engine # 902. I think that sitting arou
nd
for three years may have gummed up the float needle valve, and will take
it
apart and clean it and also check for wear like chris suggested. I'll look
for
a pink tip.
Any other advise?? while I'm doing this.
The solenode issue was solved and once started the Jab ran smoothly at idle
power. I did not get to run it up due to the fuel drip issue.
One step closer to flight!
Frank D
M3X , 0hrs, Jab 2200 started!
Fuel dripping.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=324930#324930
________________________________________________________________________________
| From: | Charlie England <ceengland(at)bellsouth.net> |
| Subject: | Re: Sonex or GP VW |
One of the Generac's attractions for me is that it's designed from the
start as an industrial, run all day at rated power, almost any kind of
load type of engine. While the power pulses are uneven & may give a
reduction drive fits, the engine & in particular the crank should handle
almost anything short of a serious resonance issue. VW & other auto
engines were never designed to take side loads on the end of the crank,
but the Generac crank has a pulley mounted to it in many applications
(exception would be direct drive generators).
I could be wrong, but I would think that a wood prop on a direct drive
Generac would present less load than the crank sees while driving 4 feet
of steel blades through ant hills, small logs, etc with the load
transferred to the crank through a cantilevered pulley.
FWIW,
Charlie
On 12/29/2010 10:06 AM, Rick Neilsen wrote:
> George
> I don't think the direct drive Generac option is a good choice for at
> least two reasons. First, it doesn't sound like you will be happy with
> the performance if it will even fly.
> Another reason is the ability of that engine to accept a direct drive
> prop. My experience with the VW conversion indicates that there was a
> long and checkered development process in getting a reliable engine.
> The first concern is a prop hub attachment. Does anyone make a prop
> hub for direct attachment to the Generac?
> Next is how will the Generac handle the gyroscopic and harmonic loads
> of a direct drive prop? VWs had to change to forged crankshafts with a
> hardened key way and a custom deep drilled and taped prop mounting
> bolt hole to handle the harmonic loads and then they require only wood
> props. Also this is with a engine that has fairly even firing pulses.
> The Generac has two cylinders in a V configuration. This is not a good
> choice for driving a prop. I know Valley had to develop a custom one
> way slipping redrive to handle the Generac's nasty harmonics. To
> handle the gyroscopic loads most VW engines now use a custom main
> bearing machined into the prop end of the engine case. It is four or
> five times the surface area of the original. Oh yes and one final
> issue is the thrust loading on the crank.
> Besides that no big deal go for it.
> Again as always worth what you paid for it.
> Rick Neilsen
> 1st Redrive VW powered MKIIIC
>
> On Wed, Dec 29, 2010 at 5:15 AM, George Bearden > wrote:
>
> >
>
> > Direct drive Kolbs do not do well and have never performed well
> on any
> model Kolb.
>
> I hear you, but would like a few more details. I have been
> following this
> thread because I have a Kolb FS-1. I read about the Kolb powered
> by the
> Generac, and the struggles Mr. young had. He said his plane (FSII)
> weighed
> in at 435 dry and empty. I *think* mine will come in between
> 280-300# with
> Generac (if I go that way). I have been considering trying out the
> Generac
> direct-drive on there.
>
> > When compared to an engine with a reduction drive, there is a marked
> performance increase with reduction drives.
>
> I understand that this will cost me performance. I am just
> wondering how
> much. I can/probably will get a PSRU, but want to look at direct-drive
> before giving up on it. Would any of you care to throw out some
> guesses as
> to how it would perform? I weigh a lil more than 210# but getting
> lighter as
> we speak.
>
> > As a direct drive Kolbster,I could not agree with you more.
> > G.Aman
>
> Mr. Aman! What kind of setup do you have?
>
> > Faith is believing what you know ain't so - Mark Twain
>
> Mark Twain had a lot of things right, but a man such as himself isn't
> qualified to speak on 'faith'. He doesn't know diddly about it. But I
> respect your right to quote him, and would fight to the death to
> protect my
> right to needle you about it a lil bit. :-)
>
> "Faith is taking the first step even when you don't see the whole
> staircase".
> - Martin Luther King, Jr.
>
> And I would add, "particularly when you know who built it"
>
________________________________________________________________________________
| From: | "Ted Cowan" <tc1917(at)bellsouth.net> |
| Subject: | Re: Kolb-List Digest: 12 Msgs - 12/29/10 |
loss of power and squirting gas on the block on hirth 3503. replaced main
jets to original larger jets, checked comp pressure, 150 psi each cylinder,
changed spark plugs and removed badly stretched cht ring. engine ran good,
right to max rpm. dont know for sure which one did it but it is done. I
suspect the compression was being lost on front cyl. to the extent that it
was being dragged and could not produce enough power after 3000 rpm.
anyway, you can put those results in your mind next time you have a problem
and think you lost the rings or whatever in your kolb. I know my old 447
had ice once and I thought I messed up a piston but it was just carb ice.
hit the carb enricher and it bucked and coughed but cleared it. buddy said
it sounded like hell from the ground but I think he was talking about my
heart! anyway, thanks for listening. things might not be what they seem
sometimes. ted cowan, SS 912UL zoom zoom
________________________________________________________________________________
| Subject: | Re: to Kolb/Jabiru guys... |
| From: | "ces308" <ces308(at)ldaco.com> |
Hi Everyone,
I got her going yesterday with the new float needle valve and she seems to run
good....taxiing out I thought it stumbled for a second and returned to the hangar
to run it up again,but all sounded good, so up I went. I ended up taking the
carb off to install the new needle and will remove if it has to be done again
later on ( hopefully not) !
The pink one is the old one...black tip is the new......the video was part of
the test flight yesterday...
Happy new year to all and have a safe weekend !
http://www.youtube.com/watch?v=r5fLA9byUdQ
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=324999#324999
Attachments:
http://forums.matronics.com//files/takeoff_1_982x654_130.jpg
http://forums.matronics.com//files/img_1610_1024x768_438.jpg
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: to Kolb/Jabiru guys... |
Happy new year to all and have a safe weekend !
http://www.youtube.com/watch?v=r5fLA9byUdQ
Morning Folks:
Glad you got your engine problem corrected. The Jabiru sounded good. Don't
you have a two blade prop? I like the sound of a two blade prop. People
used to tell me my Firestar with 447 and wooden two blade prop sounded
almost like a "real airplane."
You were getting a little frisky on the throttle during taxi after landing.
;-)
You are flying out of Houghton Lake State? Landed there in 2003, on the way
to Gaylord, home of my Army helicopter Instructor Pilot who soloed me in
1968. Then on to St Ignace to meet John Williamson and fly up to Sault
Saint Marie and west along the south shore of Lake Superior. Eventually, we
wound up at Scott Trask's in Iron Mountain, MI, where we met Rick Neilsen
and Bill (has a FS), before we all flew down to Oshkosh. If I remember
correctly, Houghton was grass.
Longing to get some decent weather and get back on the cross country trail
again soon.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| Subject: | Re: Sonex or GP VW |
| From: | Rick Neilsen <neilsenrm(at)gmail.com> |
Charlie/All
Ok.... Lets just assume for a moment that the Generac will handle the
harmonic, gyroscopic, and thrust loads. The engine is designed as a
industrial engine which is a good thing except for weight and power.
Valley Engineering souped up the Generac engine, lightened it a bit, added
their reduction drive and put it on Jimmy Young's Kolb FS. Jimmy even had to
opportunity to fly the plane with the engine installed and choose the best
prop by flying a selection of props. With all that it was found to be
inadequate for Jimmy. Imagine now that a stock Generac with a dirict drive
prop is installed on what George feels is a much lighter FS. Lets also
assume that George will get the prop selection perfect and will get
conservatively as much as 80% of the thrust of a reduction drive Generec.
Jimmy or anyone how well would the plane fly?
I'm not a engineer and I could be way off base. I was only able to get maybe
60-70% of the reduction drive thrust from my direct drive VW engine.
I can't find the rated RPM for the 32-33 HP Generac. Lower RPMs closer to
2000-2200 RPM would make for a better direct drive engine. RPMs in the
3200-3600 range like a VW make much better reduction drive engines.
Again worth what you paid for it.
Rick Neilsen
Redrive VW Powered MKIIIC
On Wed, Dec 29, 2010 at 10:33 PM, Charlie England
wrote:
> One of the Generac's attractions for me is that it's designed from the
> start as an industrial, run all day at rated power, almost any kind of load
> type of engine. While the power pulses are uneven & may give a reduction
> drive fits, the engine & in particular the crank should handle almost
> anything short of a serious resonance issue. VW & other auto engines were
> never designed to take side loads on the end of the crank, but the Generac
> crank has a pulley mounted to it in many applications (exception would be
> direct drive generators).
>
> I could be wrong, but I would think that a wood prop on a direct drive
> Generac would present less load than the crank sees while driving 4 feet of
> steel blades through ant hills, small logs, etc with the load transferred to
> the crank through a cantilevered pulley.
>
> FWIW,
>
> Charlie
>
> On 12/29/2010 10:06 AM, Rick Neilsen wrote:
>
> George
>
> I don't think the direct drive Generac option is a good choice for at least
> two reasons. First, it doesn't sound like you will be happy with the
> performance if it will even fly.
>
>
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Sonex or GP VW |
Date: Thu, 30 Dec 2010 11:32:51 -0500
From: Rick Neilsen <neilsenrm(at)gmail.com>
Charlie/All
>
..............
Lets also assume that George will get the prop selection perfect and will
get conservatively as much as 80% of the thrust of a reduction drive
Generec. Jimmy or anyone how well would the plane fly?
...............
>
Rick/All
Propeller selection can be a pain too. On the FireFly with the MZ34
mounted, I have run two different IVO propellers. Both have been cut to
about the same radius.
Med pitch 50" prop @ 14.0 deg - 5,500 rpm -> 23.0 hp @ 55 mphi
Low pitch 54" prop @ 8.25 deg - 5,800 rpm -> 24.8 hp @ 40 mphi
Low pitch 52" prop @ 8.25 deg - 6,000 rpm -> 26.0 hp @ 40 mphi
This indicates to me that the low pitch IVO is not a very efficient
propeller for the MZ34/FireFly combination. It is beating the air like
crazy, but it is not passing enough air through the propeller arc to produce
thrust at speed. I have cut the medium pitch IVO down to the limit, and
with it set to minimum pitch, I can not get the engine up to speed. Called
Compact Engines and they do not offer a larger ratio than 2.34 to 1. Called
a propeller fellow and he said he could make a propeller that would do the
job for $700+. Thought about it some more and decided to re-work the
propeller hub and sheave combination to get a 2.60 to one reduction. I
figure this ratio may do the trick. If not, I will go back to the propeller
carvers.
As it flew very well with the medium IVO, I could have left it the way it
was, but there is something about leaving the last four horses in the barn.
Should receive the new sheave next week.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| Subject: | Re: Sonex or GP VW |
| From: | "Jimmy Young" <jdy100(at)comcast.net> |
> Valley Engineering souped up the Generac engine,lightened it a bit, added their
reduction driveand put it on Jimmy Young's Kolb FS. Jimmyeven had to opportunity
to fly the plane with the engine installed and choose the best prop by flying
a selection of props. With all that it was found to be inadequate for Jimmy.
Imagine now that a stock Generac with a dirict drive prop is installed on
what George feels is a much lighter FS. Lets also assume that George will get
the prop selection perfect and will get conservatively as much as 80% of the
thrust of a reduction drive Generec. Jimmy or anyone how well would the plane
fly?
George/Rick/All;
Here's the way I see it. The Generac (Valley Engineering's version) needs to turn
3600 rpm to develop what was supposedly 38-40 hp. It didn't have enough power
to safely fly my FS after 112 hrs of test flying with 4 different props. With
the adjustable 72" 3 blade IVO, I pitched it so I was turning over 3800 rpm
S&L flight and it was still a dog. It was ok on cool, still, stable early morning
air, but heck I fly all the time in all kinds of air and it could not safely
cut it at mid-day taking off with a crosswind and 95 degree humid air. It
may fly someone else's plane that is much lighter or in a tractor config, but
not my 435 lb dry & empty FS, and @ 750 lbs full fuel/me/& 20 lbs of baggage.
I now have the 60 hp @ 6200 rpm HKS. Based on that, I should get 50% better performance
with it over the Generac. It's more like 90% to 100% better. I'm not
so sure the Generac ever developed 40 hp for me.
Valley puts it on their tractor-pull 254 lb backyard flyer and apparently it works
well for that plane. Tractor-pull aircraft are more efficient than our pusher-type
Kolbs. They know more about the Generac & how to adapt it to aircraft
than anyone around.
I've done all the experimenting I care to do with aircraft engines and plan to
stick only to a proven design from here on out. More power is more better, time
tested proven designs trump what-ifs and how-abouts. Hoping you're going to
make it over those trees on take off is not my idea of fun. I scraped the left
side gear off my FS 2 years ago because I could not get enough climb taking off
in a 90 deg. crosswind blowing over the hangars on a hot day. I aborted the
take-off and made a perfect landing. As others have said before on this List,
the only problem was I was 15 ft over the runway when I made it. Pilot error
was the cause, not the engine, but it was a contributing factor.
Do what you wish, but to go Generac-powered direct drive & a 56" prop in a FS could
only be a worse scenario than what I tried, & I would highly discourage anyone
from attempting it.
--------
Jimmy Young
Missouri City, TX
Kolb FS II/HKS 700
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=325045#325045
________________________________________________________________________________
| From: | "mark.shimei" <mark.shimei(at)gmail.com> |
| Subject: | Direct drive Generac |
I have been working on the direct drive Generac for over a year now...on
and
off.
taking off the flywheel and installing a lighter part(made from the hub
of
the old flywheel) to hold the magnets/counterweight leaving the coils in
place. Hub is mounted on the PTO end. May get it running in the next
month
or 2,trying to get the timing down.
Engine will be installed on the Ultrastar which has the old
Cuyuna....courtesy of Ted Cowan.
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Sonex or GP VW |
Jack, you give rpm at different speeds (level flight I presume). Did you
measure the full throttle rate of climb at Vy for each prop? For ma y of
us, that would be more meaningful than cruise performance. Rate of climb
also directly proportional to power changes.
-Dana
At 02:27 PM 12/30/2010, Jack B. Hart wrote:
>Propeller selection can be a pain too. On the FireFly with the MZ34
>mounted, I have run two different IVO propellers. Both have been cut to
>about the same radius.
>
> Med pitch 50" prop @ 14.0 deg - 5,500 rpm -> 23.0 hp @ 55 mphi
> Low pitch 54" prop @ 8.25 deg - 5,800 rpm -> 24.8 hp @ 40 mphi
> Low pitch 52" prop @ 8.25 deg - 6,000 rpm -> 26.0 hp @ 40 mphi
>
>This indicates to me that the low pitch IVO is not a very efficient
>propeller...
--
HAL 9000: Dave. Put down those Windows disks, Dave. DAVE!
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Direct drive Generac |
At 03:53 PM 12/30/2010, mark.shimei wrote:
>
>I have been working on the direct drive Generac..
> Engine will be installed on the Ultrastar which has the old
> Cuyuna....courtesy of Ted Cowan.
I'm looking forward to hearing about your results. I have the Cuyuna on my
US now, but my friend complains it's too loud so he's giving me a fresh
rebuilt 447 (he replaced it with a HKS on his GT400) while will probably go
on my plane this winter. I'm looking forward to a significant takeoff and
climb improvement...
-Dana
--
Illegal aliens have always been a problem in the United States. Ask any
Indian.
________________________________________________________________________________
| From: | Charlie England <ceengland(at)bellsouth.net> |
| Subject: | Re: Sonex or GP VW |
Hi Rick,
Most industrial engines have a design rpm of 3600 (works for 60hz
generator). A friend has built up a direct drive 992cc Generac & IIRC,
the all up weight is a little under 80 lbs. That would mean about the
same pwr/wt ratio as a traditional 4 stroke a/c engine.
I wholeheartedly agree that 32-36hp is woefully inadequate for a 700+
lb, very high drag airframe, reduction drive or not. A long, paved strip
might make it doable, but not much fun. I'd also agree that prop rpm
lower than 3200-3600 would be much better for a high drag, low speed
airframe, but I don't see any need to go as low as 2200rpm unless
there's room to swing a 6.5-7 foot diameter prop, like the Valley guys
are doing on their psru engines. Regular a/c engines swing 72"-74"
diameter props at 2700 rpm with excellent efficiency. For efficiency,
tip speed is tip speed (determined by diameter & rpm+minor addition for
airspeed), & the variable for higher/lower hp is blade area.
A lighter, lower drag airframe is a different story. The Europeans are
flying several different designs with decent performance on 20+ hp
industrial engines that aren't any lighter than the 36hp Generac.
I think that you're absolutely correct in the context of underpowering
particular airframes, but don't see a valid reason for a general
dismissal of the industrial engines.
Congrats on your successful VW install. Having had my share of grief
with a direct drive VW, I'm glad to see VW's running successfully with
reduction drives.
Charlie
On 12/30/2010 10:32 AM, Rick Neilsen wrote:
> Charlie/All
> Ok.... Lets just assume for a moment that the Generac will handle the
> harmonic, gyroscopic, and thrust loads. The engine is designed as a
> industrial engine which is a good thing except for weight and power.
> Valley Engineering souped up the Generac engine, lightened it a bit,
> added their reduction drive and put it on Jimmy Young's Kolb FS.
> Jimmy even had to opportunity to fly the plane with the engine
> installed and choose the best prop by flying a selection of props.
> With all that it was found to be inadequate for Jimmy. Imagine now
> that a stock Generac with a dirict drive prop is installed on what
> George feels is a much lighter FS. Lets also assume that George will
> get the prop selection perfect and will get conservatively as much as
> 80% of the thrust of a reduction drive Generec. Jimmy or anyone how
> well would the plane fly?
> I'm not a engineer and I could be way off base. I was only able to get
> maybe 60-70% of the reduction drive thrust from my direct drive VW engine.
> I can't find the rated RPM for the 32-33 HP Generac. Lower RPMs
> closer to 2000-2200 RPM would make for a better direct drive engine.
> RPMs in the 3200-3600 range like a VW make much better reduction drive
> engines.
> Again worth what you paid for it.
> Rick Neilsen
> Redrive VW Powered MKIIIC
>
> On Wed, Dec 29, 2010 at 10:33 PM, Charlie England
> > wrote:
>
> One of the Generac's attractions for me is that it's designed from
> the start as an industrial, run all day at rated power, almost
> any kind of load type of engine. While the power pulses are uneven
> & may give a reduction drive fits, the engine & in particular the
> crank should handle almost anything short of a serious resonance
> issue. VW & other auto engines were never designed to take side
> loads on the end of the crank, but the Generac crank has a pulley
> mounted to it in many applications (exception would be direct
> drive generators).
>
> I could be wrong, but I would think that a wood prop on a direct
> drive Generac would present less load than the crank sees while
> driving 4 feet of steel blades through ant hills, small logs, etc
> with the load transferred to the crank through a cantilevered pulley.
>
> FWIW,
>
> Charlie
>
> On 12/29/2010 10:06 AM, Rick Neilsen wrote:
>> George
>> I don't think the direct drive Generac option is a good choice
>> for at least two reasons. First, it doesn't sound like you will
>> be happy with the performance if it will even fly.
>
>
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Sonex or GP VW |
Date: Thu, 30 Dec 2010 17:14:20 -0500
From: Dana Hague <d-m-hague(at)comcast.net>
>
Jack, you give rpm at different speeds (level flight I presume). Did you
measure the full throttle rate of climb at Vy for each prop? For many of
us, that would be more meaningful than cruise performance. Rate of climb
also directly proportional to power changes.
>
Dana,
An amended data table follows:
Climb Rate of
Speed Climb
Med pitch 50" @ 14.0 deg - 5,500 rpm -> 23.0 hp @ 55 mphi 45 mphi 300 fpm
Low pitch 54" @ 8.25 deg - 5,800 rpm -> 24.8 hp @ 40 mphi 40 mphi ???
Low pitch 52" @ 8.25 deg - 6,000 rpm -> 26.0 hp @ 40 mphi 40 mphi ???
The low pitch propeller flights were very short and the engine speed did not
vary until the FireFly was once again over the runway.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | Mike Schnabel <tnfirestar2(at)yahoo.com> |
| Subject: | Re: Photos For New Web Site |
Hello Kolb Gang and Travis,
-
It has been a very long time since I wrote to the group here. I have really
missed you all, and want to thank you for-being so dedicated to the spor
t we all love.
-
Here is a photo of-my family's-beloved FireStar 2, factory built back i
n 2001 or so. I am sure that Travis offered-much to the construction for
the original owner (now deceased)-Jesse Saxon and his lovely wife Mary Li
b-who both-loved Kolb aircraft so very-much.
-
For now-this beautiful bird-rests gently in her trailer. NMS503 is her
official-FAA name, but to my wife and I, we have named her "Izzy" in hono
r of our recently deceased infant-daughter Isabella who was called back t
o God on December 1 2010, 19 days after she was born. We do not know why Go
d took her so soon, all we know is that His will shall be done, and someday
we will fully understand. But for now, we know we have a Saint in Heaven t
o intercede for us and to pray for us.
-
Happy New Year and blessings of happiness to all.
-
Michael and Pin Schnabel
--- On Tue, 12/21/10, John Hauck wrote:
From: John Hauck <jhauck(at)elmore.rr.com>
Subject: Re: Kolb-List: Photos For New Web Site
Date: Tuesday, December 21, 2010, 9:15 AM
---We are building a new web site and would like to ask all the membe
rs here
to submit a good picture of your Kolb aircraft
Travis
Kolb CO.
Travis/Gang:
Thanks for the new web site.- I always enjoy looking at everyone's Kolbs.
Maybe you all could put a photo of the pilot/builder with the photo of his
airplane also.
Thanks for being there when we need you all.- Hopefully, Kolb folks will
realize the importance of supporting Kolb Aircraft now and in the future.
Life would be very difficult without you all providing kits, parts,
technical support, and your friendship.
Merry Christmas and Happy New Year from hauck's holler, alabama.
john h
mkIII - Miss P'fer
Titus, Alabama
=0A=0A=0A
________________________________________________________________________________
| From: | Mike Schnabel <tnfirestar2(at)yahoo.com> |
| Subject: | Re: Photos For New Web Site |
My wife noticed a mistake-I made in-my last message-and insisted-I
correct it...
-
Our FireStar 2 is not NMS503, but actually N503MS. Her nickname is still Iz
zy. Thanks to all, and hoping everyone has a wonderful New Year!
-
Mike and Pin Schnabel
--- On Fri, 12/31/10, Mike Schnabel wrote:
From: Mike Schnabel <tnfirestar2(at)yahoo.com>
Subject: Re: Kolb-List: Photos For New Web Site
Date: Friday, December 31, 2010, 1:01 PM
Hello Kolb Gang and Travis,
-
It has been a very long time since I wrote to the group here. I have really
missed you all, and want to thank you for-being so dedicated to the spor
t we all love.
-
Here is a photo of-my family's-beloved FireStar 2, factory built back i
n 2001 or so. I am sure that Travis offered-much to the construction for
the original owner (now deceased)-Jesse Saxon and his lovely wife Mary Li
b-who both-loved Kolb aircraft so very-much.
-
For now-this beautiful bird-rests gently in her trailer. NMS503 is her
official-FAA name, but to my wife and I, we have named her "Izzy" in hono
r of our recently deceased infant-daughter Isabella who was called back t
o God on December 1 2010, 19 days after she was born. We do not know why Go
d took her so soon, all we know is that His will shall be done, and someday
we will fully understand. But for now, we know we have a Saint in Heaven t
o intercede for us and to pray for us.
-
Happy New Year and blessings of happiness to all.
-
Michael and Pin Schnabel
--- On Tue, 12/21/10, John Hauck wrote:
From: John Hauck <jhauck(at)elmore.rr.com>
Subject: Re: Kolb-List: Photos For New Web Site
Date: Tuesday, December 21, 2010, 9:15 AM
---We are building a new web site and would like to ask all the membe
rs here
to submit a good picture of your Kolb aircraft
Travis
Kolb CO.
Travis/Gang:
Thanks for the new web site.- I always enjoy looking at everyone's Kolbs.
Maybe you all could put a photo of the pilot/builder with the photo of his
airplane also.
Thanks for being there when we need you all.- Hopefully, Kolb folks will
realize the importance of supporting Kolb Aircraft now and in the future.
Life would be very difficult without you all providing kits, parts,
technical support, and your friendship.
Merry Christmas and Happy New Year from hauck's holler, alabama.
john h
mkIII - Miss P'fer
Titus, Alabama
=0A=0A=0A
________________________________________________________________________________
| Subject: | Re: Photos For New Web Site |
| From: | "Watkinsdw" <david.watkins0(at)gmail.com> |
Hi, Folks,
Is the new "Kolb Company" website viewable yet? I'm looking forward to seeing everyone's
airplanes.
Happy New Year from S. Florida.
Dave
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=325184#325184
Attachments:
http://forums.matronics.com//files/dandd_kolb_152.jpg
________________________________________________________________________________
| From: | "Ron @ KFHU" <captainron1(at)cox.net> |
| Subject: | Big motor, big problem? |
Has anyone thought of trying to install an O-200 Conti on an M3X. with my modified
rail Mount I could paste one there, the oil tank will not be in the way. However
it's a big sucker, and heavy, but,,, about the same weight as the DBL cam
16 valve 1.3 litr zuki I have sitting there now.
I think it was Williams that had a Hirth on his M3X he went over to a 912 later
on. Still not clear why he did not stay with the Hirth. the specs look mighty
good on it.
I see some of them Conti O-200 pretty affordable.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Big motor, big problem? |
I think it was Williams that had a Hirth on his M3X he went over to a 912
later on. Still not clear why he did not stay with the Hirth. the specs look
mighty good on it.
******************************
John Williamson never flew with a Hirth or any other two stroke on his
Kolbra.
Jabiru
Verner
912UL
912ULS
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | "Ron @ KFHU" <captainron1(at)cox.net> |
| Subject: | Re: Big motor, big problem? |
yes that's right I remember the Verner and the vibration, I also now remember the
jabi, that was over heating iirc. So who had the big Hirth on his ride?
As I am told its not the memory, its that I have too many things on my mind as
some chick once told me who of course I forgot her name and who she was. Laughing....
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | New Year's day flying |
Today was a strange one. Weird, weather, careless damage, and almost a
forced landing.
A week after the Christmas blizzard, forecast was for upper 40s and light &
variable. All the snow melted or blew off our grass strip, looked like a
good day, everybody was there.
The strip was here, but I had to dig out the snow behind my trailer to get
the plane out. Then the first hitch, maneuvering the plane around a
snowdrift I got careless and let a tree branch slice a foot long rip in the
elevator fabric. AAAARGH! I'll fix it properly, of course, but some
ripstop tape takes care of it for the moment. Not as bad as my buddy's
Firestar; the storm blew his canvas shed down and sliced his wing pretty
good... duct tape fixed him up for the moment, too.
Started out a beautiful flight. Temperature inversion, snow nearly
everywhere, upper 40s on the ground but 65 at 2000! This is a rare winter
treat. Engine hesitated a bit going from mid to full throttle, but top rpm
and temps OK. Flew out across the river, but my engine didn't want to hold
cruise rpm... would fall off or increase. Then the rpm dropped to around
3500, which isn't enough to maintain altitude. Kept jockeying the throttle
but it just wouldn't "catch". Tried a shot of prime but that nearly killed
it. I kept circling over a couple of short farm fields, deciding between
the one near the road with horses, or the empty one farther out. I was
down to about 500', setting up for landing, when the rpm finally came back
up, and I was able to climb to 2500', high enough to make it back home,
keeping a potential landing site in reach, though it continued to run fine
at full throttle.
Back on the ground, the same problem was intermittent. CHT OK and EGT on
the low side. Running at 4000, it was hesitant to speed up, so I killed it
and pulled the plugs... looked OK. Fiddled with it until it happened
again, full throttle and it sagged until it quit. Pulled the rear plug and
this time it was black. My guess is it's flooding, perhaps a bad float
needle, this is supported by fuel dripping from the carb onto my leg as I
was pulling the plugs. Took the carb off and brought it home, though I
haven't opened it up yet. Time to order a needle and gasket set, I guess...
-Dana
--
If one synchronized swimmer drowns, do the rest have to drown too?
________________________________________________________________________________
| Subject: | Re: New Year's day flying |
| From: | "ces308" <ces308(at)ldaco.com> |
Dana,
It must be the season...My Jabiru did the same thing 2 weeks ago and forced me
down in a golf course...Changed the needle and all is well again... Glad yours
stayed running....
chris ambrose
M3X/Jab
N327CS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=325258#325258
________________________________________________________________________________
| Subject: | What Should be Max Pilot Size in a FS2? |
| From: | "JeffG" <jeff_gerlach(at)yahoo.com> |
Hello all! I've been studying this neat little flying machine for about 6 weeks
now and I'm about ready to buy one. I'm 6'1" tall, 270 lbs. Called Kolb several
times and spoke with Travis (His responsiveness and having someone actually
pick up the phone is another reason I'm choosing Kolb) and even spoke to him
about putting a big guy like myself in a FS2. He said "no problem, lot's of
big pilots fly them". Unfortunately I have not been able to locate any big
pilots to talk with about this. Performed the W&B with full and empty fuel and
I still end up within weight limits and within CG limits.
Are there any big pilots like myself that can give me advise and first hand experience?
My first task I plan to do is remove the 2nd seat and replace that little front
seat with something more accommodating.
--------
Jeff
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=325266#325266
________________________________________________________________________________
| Subject: | Happy Kolb New Year |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
While the rest of the country is snowed under, flooding, or hitchhiking to
Oz, Kansas is under a range fire warning even with below freezing
temperatures. Go figure.
By three o'clock the thermometer finally made it up to freezing and I rolled
Zulu Delta out of the hangar and fueled up. Took a long time to get the 582
up to temp even with part of the radiator blocked off, but the needle of the
coolant temp gauge finally crawled up into the green arc and we were off. In
the cold dry air I was getting 1000 feet per minute so I throttled back and
cruise climbed once I hit 500 feet, stayed low and tried to make shallow
power on approaches to keep the engine warm. I had on enough to stay nice
and warm, but I didn't like throttling up on a touch and go with the temp
needle down around 120 so I made one of each flap setting, did a lap around
the Duchy and called it a day. Not a bad week for winter. I got in an hour
on Thursday to close out 2010 flying in shirtsleeve weather into a beautiful
sunset. Two days later it's a clear blue sky thanks to a polar air mass that
brought temps down to single digits for New Years Eve. Got the year off to a
good start, though.
Rick Girard
--
Zulu Delta
Kolb Mk IIIC
582 Gray head
4.00 C gearbox
3 blade WD
Thanks, Homer GBYM
It is not bigotry to be certain we are right; but it is bigotry to be unable
to imagine how we might possibly have gone wrong.
- G.K. Chesterton
________________________________________________________________________________
| From: | "Nick Cassara" <nickc(at)mtaonline.net> |
| Subject: | Key West Tach...anyone want one...0 to 4000rpm |
Hello Kolb / Jabiru flyers,
I just pulled a Key West Tachometer P/N: ED-9704B out of the panel of
Kolbra #1. Looks fine but don't know anything about it. I will not be
running a Jabiru and so will need a Tac with a higher top end. Contact me
off list, if you want it.
Thanks,
Nick Cassara
Building wings for Kolbra #1
Please don't archive
________________________________________________________________________________
| Subject: | Re: What Should be Max Pilot Size in a FS2? |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
Since it's good to haul two people, it will do fine with one big one. And here's
one way to improve the seat. This was done when N582EF was still a 2-seater,
if you don't have a passenger, the seat would not need to be narrowed. And if
you left off the back rest (my preference) it would have been even easier.
http://www.bcchapel.org/pages/0003/FSII%20seat%20page.html
Richard Pike
MKIII N420P (420ldPoops)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=325281#325281
________________________________________________________________________________
| Subject: | Re: Key West Tach...anyone want one...0 to 4000rpm |
| From: | Ellery Batchelder Jr <elleryweld(at)aol.com> |
Nick
where did the Jabire engine go that was attached to that Tac?
Ellery Batchelder Jr.
-----Original Message-----
From: Nick Cassara <nickc(at)mtaonline.net>
Sent: Sun, Jan 2, 2011 1:38 am
Subject: Kolb-List: Key West Tach...anyone want one...0 to 4000rpm
Hello Kolb / Jabiru flyers,
I just pulled a Key West Tachometer P/N: ED-9704B out of the panel of Kol
bra #1. Looks fine but don=99t know anything about it. I will not be
running a Jabiru and so will need a Tac with a higher top end. Contact me
off list, if you want it.
Thanks,
Nick Cassara
Building wings for Kolbra #1
Please don=99t archive
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-= the many List utilities such as List Un/Subscription,
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________________________________________________________________________________
| From: | "b young" <by0ung(at)brigham.net> |
| Subject: | Re: Big motor, big problem? |
Has anyone thought of trying to install an O-200 Conti on an M3X. with
my modified rail Mount I could paste one there, the oil tank will not be
in the way. However it's a big sucker, and heavy, but,,, about the same
weight as the DBL cam 16 valve 1.3 litr zuki I have sitting there now.
I think it was Williams that had a Hirth on his M3X he went over to a
912 later on. Still not clear why he did not stay with the Hirth. the
specs look mighty good on it.
I see some of them Conti O-200 pretty affordable.
>>>>>>>>>>>>>>>>>>>>>>>>>
according to larry borne,,, that was going to be his original plan,,,,
when people told him it was too heavy he started on the vw with psru.
then the chain in the psur exploded he caned the vw idea, once again
considered the o 200. i think he mentioned a B model, to be in a pusher
configuration. then he sold everything. to my knowledge that is the
only mention of o 200 i iknow of.
boyd young mkiii utah
________________________________________________________________________________
| Subject: | Re: Big motor, big problem? |
| From: | Rick Neilsen <neilsenrm(at)gmail.com> |
Ron
Early on I wanted too put a Lycoming or Continental on my MKIIIC. I was told
by Kolb that it was too heavy so I never really went any further with it. My
VW is a bit heavy but with with some effort I was able to keep the empty
weight of my MKIIIC just below 600 Lbs. The two major concerns with engine
selection is thrust and weight. After that you need to address cost, fuel
consumption, reliability, physical size, vibration and a host of other
things.
I really don't have a clue what a "0-200 or a 1.3 zuki" weigh. I do know at
almost 600 lbs empty weight I very quickly hit gross weight limits in my
airplane with two passengers. If you put a heavy engine on a Kolb you could
end up with a single passenger airplane. The factory has and to my knowledge
still recommends 1000 Lbs gross weight limit. I have done some modifications
and set my gross weight limit at 1050. Some have gone even higher and have
made extensive modifications to get a higher limit. Bottom line anything
over the factory limits and you are the test pilot and a mistake in this
area can be something you can't live with.
Again worth what you paid for it.
Rick Neilsen
Redrive VW powered MKIIIC
On Sun, Jan 2, 2011 at 10:18 AM, b young wrote:
>
> Has anyone thought of trying to install an O-200 Conti on an M3X. with my
> modified rail Mount I could paste one there, the oil tank will not be in the
> way. However it's a big sucker, and heavy, but,,, about the same weight as
> the DBL cam 16 valve 1.3 litr zuki I have sitting there now.
> I think it was Williams that had a Hirth on his M3X he went over to a 912
> later on. Still not clear why he did not stay with the Hirth. the specs look
> mighty good on it.
>
> I see some of them Conti O-200 pretty affordable.
>
> >>>>>>>>>>>>>>>>>>>>>>>>>
>
> according to larry borne,,, that was going to be his original plan,,,,
> when people told him it was too heavy he started on the vw with psru. then
> the chain in the psur exploded he caned the vw idea, once again considered
> the o 200. i think he mentioned a B model, to be in a pusher
> configuration. then he sold everything. to my knowledge that is the only
> mention of o 200 i iknow of.
>
> boyd young mkiii utah
>
> *
>
> *
>
>
________________________________________________________________________________
| Subject: | Re: Photos For New Web Site |
| From: | zeprep251(at)aol.com |
Travis,
Do you have a web site yet?
G.Aman
-----Original Message-----
From: kolbaircraft <customersupport(at)tnkolbaircraft.com>
Sent: Tue, Dec 21, 2010 9:36 am
Subject: Kolb-List: Photos For New Web Site
raft.com>
Hey Everyone
We are building a new web site and would like to ask all the members here
to
submit a good picture of your Kolb aircraft
Please email your picture to morgantechnical(at)yahoo.com
Thanks to everyone on this awesome list and Merry Christmas to each and eve
ryone
of you.
Kind Regards
Travis
Kolb CO.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=324011#324011
________________________________________________________________________________
| From: | "Ron @ KFHU" <captainron1(at)cox.net> |
| Subject: | Re: Big motor, big problem? |
I have thought about it since my first pondering about which motor. I think I mentioned
it back in 2001 thereabouts. Since I have changed the mount to my rail
design that problem of how to accommodate the oil tank has gone away. I need
some free time to maybe go and buy one. I have no problems with aircraft engines
( I am A&P) so it should be a straight job of getting it running. The only
thing I am troubling about is a bad mount design for the O-200. I have a friend
with a Vereze that has an O200 so I need to look at it some more to see if
I want to do it. I may just stay with the Suzuki as I am 90% there; just fed up
with the complexity of the installation.
________________________________________________________________________________
| From: | "George Bearden" <gab16(at)sbcglobal.net> |
| Subject: | Re: Sonex or GP VW |
> From: "Jimmy Young" <jdy100(at)comcast.net>
> Here's the way I see it. The Generac (Valley Engineering's version) needs
> to turn 3600 rpm to develop what was supposedly 38-40 hp.
Thanks for your comments Jimmy. I am thinking you may be right on, but I
lack the aircraft experience to even guess.
I have not heard that VE hopped up the Generac engine. I would really like
to know what mods they performed for you to get the performance that you did
get (if any mods at all).
I originally bought the Generac before I had my Kolb. It isn't the end of
the world if I don't use the Generac on there. I have a new 503 DCDI in the
garage. My experience is in engine building and modifications. I have
enjoyed pleasing results, some surprisingly good, but am NOT saying I am
anybody's idea of a professional. My interest is/was in seeing how close to
a good aircraft engine I could convert the Generac into. With the torque
peak at +/- 2200 rpm I feel that there remains considerable power and torque
potential remaining untouched here. I have no idea what I will decide to do-
but so far I have been investigating high-torque cams, with my desktop Dyno.
More to go on that. I kinda anticipate doing some manifold and head work.
Not sure the carb yet. I may lower compression some, may mod/replace the
ignition. I think 36 degrees is too much advance for my taste. The gasoline
flywheel has a more reasonable advance. Mine is a propane model.
Jimmy, suppose I had your exact engine, PSRU and a good prop match on my
lighter FS1. Do you have any wild guess what the performance might be then?
You think VE folks could give experienced feedback on that?
GeoB
________________________________________________________________________________
| From: | "Gene & Tammy" <zharvey(at)bentoncountycable.net> |
| Subject: | Re: Sonex or GP VW |
Hi George.
Love the sound of the VE Generac! I have quite a few trouble hours behind
Rotax 2 strokes (well over 400 hours) but only a few in a Kolb (Firestar
XKP)and I'm wondering if there seems to be issues with the two? Are there
still a lot of folks using the 503 on the Kolb or for some reason is
everyone searching for something else for a given reason? I've been away
from the 2 stroke scene for a goodly number of years, so things may have
changed. Last 2 stroke I had was a 618. A wonderful engine. Any info you
can share with me on the 503 and Kolb Firestar would be much appreciated.
Gene
N71RB Kolb XKP with 503
________________________________________________________________________________
| From: | "Gene & Tammy" <zharvey(at)bentoncountycable.net> |
| Subject: | Re: Sonex or GP VW |
Should have read "trouble FREE hours"
Gene
--------------------------------------------------
From: "Gene & Tammy" <zharvey(at)bentoncountycable.net>
Sent: Monday, January 03, 2011 12:42 AM
Subject: Re: Kolb-List: Re: Sonex or GP VW
>
>
> Hi George.
> Love the sound of the VE Generac! I have quite a few trouble hours behind
> Rotax 2 strokes (well over 400 hours) but only a few in a Kolb (Firestar
> XKP)and I'm wondering if there seems to be issues with the two? Are there
> still a lot of folks using the 503 on the Kolb or for some reason is
> everyone searching for something else for a given reason? I've been away
> from the 2 stroke scene for a goodly number of years, so things may have
> changed. Last 2 stroke I had was a 618. A wonderful engine. Any info
> you can share with me on the 503 and Kolb Firestar would be much
> appreciated.
> Gene
> N71RB Kolb XKP with 503
>
>
>
________________________________________________________________________________
| From: | McCarthy Tom <mccarthy(at)jefnet.com> |
> I thought I would show some pictures of my Slingshot. Without even
searching, I found a 2.58 HKS gearbox on Ebay, and with a low bid, won
it. I looked it over, and everything seems good, and complete. I think
I'll wait for warmer days to do any more experimenting, and for now just
play with it as is. I'll be flying down to Texas (commercial) next
week to visit family and friends, and hope to have time to meet a few
fellow Kolbers, and visit a few airparks as well.
>
> Tom McCarthy
>
> N514TM Zenith 601HD
> N441TM Kolb Firestar
> N863GB Kolb Slingshot
Seem's that I have a problem sending pictures as a attachment. I'll try
again later
________________________________________________________________________________
| From: | "Gene & Tammy" <zharvey(at)bentoncountycable.net> |
| Subject: | Re: Kolb SS pic's |
Looking forward to your photos
From: McCarthy Tom
Sent: Monday, January 03, 2011 7:45 AM
Subject: Kolb-List: Kolb SS pic's
I thought I would show some pictures of my Slingshot. Without even
searching, I found a 2.58 HKS gearbox on Ebay, and with a low bid, won
it. I looked it over, and everything seems good, and complete. I think
I'll wait for warmer days to do any more experimenting, and for now just
play with it as is. I'll be flying down to Texas (commercial) next
week to visit family and friends, and hope to have time to meet a few
fellow Kolbers, and visit a few airparks as well.
Tom McCarthy
N514TM Zenith 601HD
N441TM Kolb Firestar
N863GB Kolb Slingshot
Seem's that I have a problem sending pictures as a attachment. I'll try
again later
________________________________________________________________________________
| Subject: | Re: Photos For New Web Site |
| From: | "Dennis Thate" <retroman(at)frontier.com> |
http://kolbsport.com/
--------
Both optimists and pessimists contribute to our society. The optimist invents
the airplane and the pessimist the parachute. ~Gil Stern
Faith is believing what you know ain't so - Mark Twain
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=325429#325429
________________________________________________________________________________
| Subject: | Re: Sonex or GP VW |
| From: | "Jimmy Young" <jdy100(at)comcast.net> |
> I have not heard that VE hopped up the Generac engine. I would really like
> to know what mods they performed for you to get the performance that you did
> get (if any mods at all).
GeoB,
The only mods that mine had were an Empi carb, a custom intake manifold, and a
custom exhaust. Your best bet would be to call Larry @ VE & discuss the engine
with him regarding what they have done since then. They are very much a customer-service
oriented family biz and are great to deal with.
> suppose I had your exact engine, PSRU and a good prop match on my
> lighter FS1. Do you have any wild guess what the performance might be then?
> You think VE folks could give experienced feedback on that?
I would guess a sustainable climb rate of 300-450 fpm. My cruise was the same as
with the 503. What did not work for me was very poor & even negative climb rates
in hot summer air while trying to overcome the sinks & downdrafts. On nice
cool mornings it flew decent, but in mid-day summer air there just wasn't enough
power to safely fly the plane IMO.
If I had only a choice between a 503 & a Generac on a FS, I'd take the 503 hands
down.
Good luck with your project -
--------
Jimmy Young
Missouri City, TX
Kolb FS II/HKS 700
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=325459#325459
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Photos For New Web Site |
http://kolbsport.com/
Dennis T/Gang:
Close...but you don't get a prize.
That is the web site of The New Kolb Aircraft Company that is no longer in
existence.
We are still waiting on Kolb Aircraft Company to publish their "new" web
page.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Photos For New Web Site |
At 02:33 PM 1/3/2011, John Hauck wrote:
>That is the web site of The New Kolb Aircraft Company that is no longer in
>existence.
>
>We are still waiting on Kolb Aircraft Company to publish their "new" web
>page.
John, I must've missed something. Why the name change? Did the company
ownership change again?
-Dana
--
Be wary of strong drink. It can make you shoot at tax collectors-- and miss.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Photos For New Web Site |
John, I must've missed something. Why the name change? Did the company
ownership change again?
-Dana
Bruce Chesnut sold The New Kolb Aircraft Company to Brian Milburn
(Milborn)(Milborne)(sp), who in turn changed the name to Kolb Aircraft
Company, as it was in the beginning.
Brian's (Bryan)(sp) desire is to go back to the Homer Kolb roots. Emphasize
Homer's designs and not the fancy LSA type aircraft that most of us could
not afford even if we liked that kind of airplane.
Kolb Aircraft is a very small company and needs everyones help to stay in
business. It is to our advantage to support them. Kolb is our only source
of parts. Parts that are no longer available can be fabricated at Kolb
Aircraft. Kolb Aircraft is a very valuable resource for us all.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| Subject: | Looking for FS2 Close To VA |
| From: | "JeffG" <jeff_gerlach(at)yahoo.com> |
Looking for an "OK" FS2 close to VA that has an "N" number that is priced reasonable.
Please let me know if you have one or know of someone who does.
--------
Jeff
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=325608#325608
________________________________________________________________________________
| Subject: | Re: Looking for FS2 Close To VA |
| From: | "209GS" <guebbing(at)aol.com> |
Did the Florida FS fall through?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=325616#325616
________________________________________________________________________________
| From: | Jeff Gerlach <jeff_gerlach(at)yahoo.com> |
| Subject: | Re: Looking for FS2 Close To VA |
The shipper now wants $1,200 to ship it 950 miles.- I may reconsider by t
his weekend.- There are 3 at Beaverdam Airpark (VA33) where I plan to kee
p mine and the owner of the field is contacting them to see if any want to
sell.- I'm finding out there are actually a lot of Firestars in VA.- If
I get the one from FL I plan to recover and repower it (I guess you can sa
y a full restoration) with an HKS-700E if I can afford it.- There is one
for sale on Barnstormers now for about $5k.- It will be a project.
-
On a side note, the red prototype Serial# 1 Slingshot that you see in all t
he Kolb advertisements and YouTube videos is for sale here in VA.- I spok
e to the guy and he's letting it go for a very good price.- I'm afraid I
would kill myself in that thing.- He's the same size as I am and he has a
50+ mile stall speed in it.- He hits the numbers at about-65 and slowl
y idles back.- Needs all of 1000 - 1200 feet.
-
I've been here several times and it's real fun.- Only problem is I have t
o cross 14 miles of the Chesapeake Bay to get there.- I'll feel much bett
er doing it with an HKS.- I know many say don't fly over anything you can
't land on but if that was the case I would just stick with my car.- And
besides, water is softer then trees or mountains and I can swim.
-
http://www.campbellfieldairport.com/
-
Scroll down and check out the firestar.- I hope I'm still doing this at t
hat age.
--- On Tue, 1/4/11, 209GS wrote:
From: 209GS <guebbing(at)aol.com>
Subject: Kolb-List: Re: Looking for FS2 Close To VA
Date: Tuesday, January 4, 2011, 9:03 PM
Did the Florida FS fall through?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=325616#325616
le, List Admin.
=0A=0A=0A
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Looking for FS2 Close To VA |
From: "Jeff Gerlach" <jeff_gerlach(at)yahoo.com>
On a side note, the red prototype Serial# 1 Slingshot that you see in all
the Kolb advertisements and YouTube videos is for sale here in VA. He's the
same size as I am and he has a 50+ mile stall speed in it. He hits the
numbers at about 65 and slowly idles back. Needs all of 1000 - 1200 feet.
^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^
Jeff G/Gang:
My perception of the Slingshots are a little different from yours.
If that is the original Slingshot from Old Kolb Co, I flew it when it was
brand new at Oshkosh. May have been 1996. Not sure. would have to look in
my log book. It stalled at 43 mph clean and 38 mph with full flaperons,
indicated airspeed.
The following Sun and Fun I flew a gentleman with a very large commercial
video camera in the same SS. Don't know what the stall speeds were, but if
they had been unusually high, I think I would have remembered it. I was
flying during the in cockpit shots south of Lakeland through the scrub oaks,
palmetto palms, and cow pastures, that are on Youtube.
Bruce Chesnut, owner of The New Kolb Aircraft Company, had a red SS with a
912ULS. It flew like the old original SS but with more get up and go. The
original was powered with a 582 Rotax.
The SS and Firefly share the same dimension wings (length, width, cord, and
airfoil). Flaperon dimensions are different. Please correct me if I am
wrong. The 22' wing span flies much the same as the 27' and 30' wings, with
the exception of a much quicker roll rate. I like flying both the SS and
the FF. They are quick, nimble little hot rods. Be fun to fly a 912ULS
powered SS to Alaska, if I could find a place to stow my gear.
Your friend is burning up too much runway. The SS lands much shorter than
1000-1200 feet.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| Subject: | Re: Looking for FS2 Close To VA |
| From: | "209GS" <guebbing(at)aol.com> |
I had originally planned on the HKS for my Firestar, and had the engine ordered
but due to an unfortunate glitch, didn't have enough money to go ahead with the
purchase. Ended up going with the 503 with hopes of eventually getting the
HKS sometime in the future. I think it would be a good combo together and like
the idea of a 4 stroker in the back when I'm over the mountains.
Gerry
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=325628#325628
________________________________________________________________________________
| Subject: | the Kolberee begins |
| From: | Robert Dresden <bdres(at)zirkel.us> |
Kolbers and all, I finally got the Kolb in the shop! Changes are in store
for her. New cage and an HKS motor. Already took a hacksaw to the cage,
hack is a good name for that saw. Traumatic experience. Cutting up my
baby. First up was the motor mount upgrade. Thanks Frank for the heads
up. Next up were the Rudder pedals, moved them back 4", added a battery
mount in front for a 12 1/2 Lb battery. WWAAAA Balance rules. However, I
pulled out 17 Lb of steel plate. And so it is. The Biggest challenge I see
next is rigging old wings to a new cage. I know there are flyers that have
faced this task. Any Hints / Suggestions ? I'm going to put a pointy
thing on the back of the cage, are there any HKS's w/4" extension out there
that could give me a number? Cage to prop. I'm making strut fairings,
steel legs, moving gas to the rear seat, and locking storage. Huge
electrical system, battery and start and whatnot. Looks like a happy new
year coming up! Busy anyway.
Live long and prosper!! Bob Dresden Colorado
Rockies
________________________________________________________________________________
| From: | "Ted Cowan" <tc1917(at)bellsouth.net> |
| Subject: | Re: Kolb-List Digest: 6 Msgs - 01/04/11 |
I am going to agree with Mr. Hauck on this SS thing. My little SlingShot
912ul breaks clean at 48. Power on and it is just a little low bump and low
power dives slowly for maybe fifty feet until it gets up speed again. I
take off in about three hundred feet and can land easily in five hundred. I
usually only use up about three fifty. Mine weights in at five hundred
pounds which is somewhat heavy I think. By the way, I have finally almost
eliminated my rum rum from the sound. I have been working on the after
muffler for a year or so now and it is working great. It has been a tedious
and expensive chase. It now sounds like an airplane, not a train. Hope
everyone had a great holiday. Ted Cowan, SS 912 UL zoom zoom.
________________________________________________________________________________
| From: | McCarthy Tom <mccarthy(at)jefnet.com> |
| Subject: | Re: Looking for FS2 Close To VALooking for FS2 Close To |
VA
On a side note, the red prototype Serial# 1 Slingshot that you see in
all t
he Kolb advertisements and YouTube videos is for sale here in VA.- I
spok
e to the guy and he's letting it go for a very good price.- I'm afraid I
would kill myself in that thing.- He's the same size as I am and he has
a
50+ mile stall speed in it.- He hits the numbers at about-65 and slowl
y idles back.- Needs all of 1000 - 1200 feet.
WOW--That is a lot of runway for a Sling shot. One thing I learn over
and over when reading posts is that too many people use "indicated"
rather than actual airspeeds.
In the original Kolb info, it lists 41 as the stall, my SS is around 44
clean "actual". I have not tried landing as short as I can, but I think
it lands as short or shorter than my Firestar will. The only real
difference in performance is take off distance with the HKS is longer,
and the sink rate is much higher power off.
Now that you mentioned that there is a SS for sale, I bet it will show
interest. If I already did not own one, I would be interested.
> Tom McCarthy
> 61C Fort Atkinson, WI
> N514TM Zenith 601HD
> N441TM Kolb Firestar
> N863GB Kolb Slingshot
________________________________________________________________________________
| Subject: | Re: Looking for FS2 Close To VA |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
I agree with John H on the Slingshot. Mine is a good bit heavier than one equipped
with a 582 and its stall speed clean was 45 mph but about the same 38 with
full flaperons. And it does not take 1000' to land or take-off.
That was before I added home-made VGs to the wings. Now, without flaps, I run out
of elevator travel at 42 mph without it reaching stall AOA. With half flaps,
it now stalls at 35. I've never tested stall speed with full flaps after adding
the VGs but suspect it may be a couple mph less.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
Everyone is entitled to his own opinion, but not his own facts.
Daniel Patrick Moynihan
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=325646#325646
________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
- I thought I did enought to store the Firestar for the winter.- Wrong.
- I have it folded on a trailer, tarped, and out in the middle of the yar
d so the trees won't drop branches on it.- The high winds from the blizza
rd caused the tarp rope to chafe a small hole in the middle of a wing.- M
ore work for spring.
-
-------------------------
---------------------- Bill Sul
livan
-------------------------
---------------------- Windsor
Locks, Ct.
-------------------------
---------------------- FS 447
________________________________________________________________________________
| Subject: | Re: the Kolberee begins |
| From: | "Dennis Thate" <retroman(at)frontier.com> |
Experi-Mental
Bob , ...All in good humor !
--------
Both optimists and pessimists contribute to our society. The optimist invents
the airplane and the pessimist the parachute. ~Gil Stern
Faith is believing what you know ain't so - Mark Twain
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=325670#325670
Attachments:
http://forums.matronics.com//files/cid_bcfec44202f7433386faac8bf7fae5d3thate_125.jpg
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Looking for FS2 Close To VALooking for FS2 Close To |
VA
One thing I learn over and over when reading posts is that too many people
use "indicated" rather than actual airspeeds.
> Tom McCarthy
Tom M/Gang:
I use IAS because that is the only airspeed instrument I have.
Where do you get your "acutal" airspeed?
Just curious.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Looking for FS2 Close To VA |
I've never tested stall speed with full flaps after adding the VGs but
suspect it may be a couple mph less.
--------
Thom Riddle
Thom R/Gang:
Why haven't you tested full flaperon stall?
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| Subject: | Re: Looking for FS2 Close To VA |
| From: | "cristalclear13" <cristalclearwaters(at)gmail.com> |
JeffG wrote:
> The shipper now wants $1,200 to ship it 950 miles.
> http://www.campbellfieldairport.com/ (http://www.campbellfieldairport.com/)
>
> Scroll down and check out the firestar. I hope I'm still doing this at that
age.
>
It cost me nearly a thousand to go pick up my Mark II a little closer than that
distance when I bought it (between renting the truck and gas, lodging, etc.).
I love that airport and the activities they do...and that Piper dog is the cutest!!
I wish our airport would have more participants. Maybe if we found human
bones on our airport it might peek people's interest. :D
--------
Cristal Waters
Kolb Mark II Twinstar
Rotax 503 DCSI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=325700#325700
________________________________________________________________________________
| Subject: | Re: Winter damage |
| From: | "cristalclear13" <cristalclearwaters(at)gmail.com> |
williamtsullivan(at)att.n wrote:
> I thought I did enought to store the Firestar for the winter. Wrong. I have
it folded on a trailer, tarped, and out in the middle of the yard so the trees
won't drop branches on it. The high winds from the blizzard caused the tarp
rope to chafe a small hole in the middle of a wing. More work for spring.
>
> Bill Sullivan
> Windsor Locks, Ct.
> FS 447
>
Seems like there is always something! [Rolling Eyes]
Sometimes I just wish I could fly whenever I wanted to (but then again having something
to work on can be fun too). [Wink]
But more flying and less working is BEST!
--------
Cristal Waters
Kolb Mark II Twinstar
Rotax 503 DCSI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=325706#325706
________________________________________________________________________________
| Subject: | Bing 54 jets - cleaning? |
| From: | "cristalclear13" <cristalclearwaters(at)gmail.com> |
I know it is not recommended to clean the idle and main jets, but was wondering
if anyone has ever done it after they were gummed up and used them again (and
lived to tell about it)? :D
--------
Cristal Waters
Kolb Mark II Twinstar
Rotax 503 DCSI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=325709#325709
________________________________________________________________________________
| Subject: | Re: Bing 54 jets - cleaning? |
| From: | "George Alexander" <gtalexander(at)att.net> |
cristalclear13 wrote:
> I know it is not recommended to clean the idle and main jets, = = = snip= =
Cristal:
Do you have a source for that recommendation? I could understand that you would
not want to use anything (tool/chemical/process) that would change (enlarge)
the orifice(s), but don't know why cleaning otherwise wouldn't be OK.
--------
George Alexander
FS II R503 N709FS
http://www.oh2fly.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=325712#325712
________________________________________________________________________________
| Subject: | Re: Bing 54 jets - cleaning? |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
Cristal, Why wouldn't you clean them? As long as you don't use something
that changes the jet size, no problemo. I used a small sewing needle to
clean out the idle passages and the jets in the Bing 54's on my 582 last
year after they gummed up during a protracted rebuild of the airplane. Soak
in carb cleaner, work out the softened gum with the needle, repeat until
clean. After the carbs were balanced they work as good as they ever have.
Rick Girard
On Wed, Jan 5, 2011 at 3:17 PM, cristalclear13 wrote:
> cristalclearwaters(at)gmail.com>
>
> I know it is not recommended to clean the idle and main jets, but was
> wondering if anyone has ever done it after they were gummed up and used them
> again (and lived to tell about it)? :D
>
> --------
> Cristal Waters
> Kolb Mark II Twinstar
> Rotax 503 DCSI
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=325709#325709
>
>
--
Zulu Delta
Kolb Mk IIIC
582 Gray head
4.00 C gearbox
3 blade WD
Thanks, Homer GBYM
It is not bigotry to be certain we are right; but it is bigotry to be unable
to imagine how we might possibly have gone wrong.
- G.K. Chesterton
________________________________________________________________________________
| From: | frank goodnight <frank.goodnight(at)att.net> |
| Subject: | Re: Bing 54 jets - cleaning? |
Hi,=0A=0AIf I thought I might damage the jet---( I don't think anything use
d with =0Areasonable care would hurt them)--=0AI would use a jewlers ultras
onic cleaner, they are cheap and you can clean =0Ajewlery with them later.
(multitask).=0AFrank=0A=0A-=0A=0A=0A=0A________________________________
=0AFrom: cristalclear13 <cristalclearwaters(at)gmail.com>=0ATo: kolb-list@matr
onics.com=0ASent: Wed, January 5, 2011 3:17:16 PM=0ASubject: Kolb-List: Bin
" =0A=0AI know it is not recommended to clean
the idle and main jets, but was wondering =0Aif anyone has ever done it af
ter they were gummed up and used them again (and =0Alived to tell about it)
? :D=0A=0A--------=0ACristal Waters=0AKolb Mark II Twinstar=0ARotax 503 DCS
I=0A=0A=0A=0A=0ARead this topic online here:=0A=0Ahttp://forums.matronics.c
-========================
- - - - - - - - - - - - - -Matt Dralle, List Admi
====
________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
| Subject: | Re: Bing 54 jets - cleaning? |
- Somebody recently suggested using a copper wire, obtained from strippin
g some stranded wire (like a piece of 14 gauge automotive wire).- Soft en
ough not to scratch the ports.
-
-------------------------
---------------- Bill Sullivan
-------------------------
---------------- Windsor Locks, Ct.
-------------------------
-----------------FS 447
--- On Wed, 1/5/11, cristalclear13 wrote:
I know it is not recommended to clean the idle and main jets, but was wonde
ring if anyone has ever done it after they were gummed up and used them aga
in (and lived to tell about it)? :D
--------
Cristal Waters
Kolb Mark II Twinstar
Rotax 503 DCSI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=325709#325709
le, List Admin.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Bing 54 jets - cleaning? |
I know it is not recommended to clean the idle and main jets, but was
wondering if anyone has ever done it after they were gummed up and used them
again (and lived to tell about it)? :D
--------
Cristal Waters
Hi Cristal W/Gang:
I was always taught to use a piece of copper wire to clean carb jets.
Copper is softer than brass. Scrap multistrand copper wiring is a good
source for the right size.
Don't use anything that would scratch and enlarge the jet.
Along with some carb cleaner and a good air hose. Becareful with the air
hose though. It will launch a jet into never never land.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| Subject: | Re: Bing 54 jets - cleaning? |
| From: | "cristalclear13" <cristalclearwaters(at)gmail.com> |
rickofudall wrote:
> Cristal, Why wouldn't you clean them? As long as you don't use something that
changes the jet size, no problemo. I used a small sewing needle to clean out
the idle passages and the jets in the Bing 54's on my 582 last year after they
gummed up during a protracted rebuild of the airplane. Soak in carb cleaner,
work out the softened gum with the needle, repeat until clean. After the carbs
were balanced they work as good as they ever have.
>
> Rick Girard
>
I was getting my information from
http://www.ultralightnews.ca/bing/bingjetchart.html
under the sections titled Bing Main Jets and Bing Idler Jets.
It says:
... jets on the Bing carb are replaceable. It is recommended that they be replaced
if they are found to be plugged. This can happen when the carb is left with
fuel in it for long periods of time. The fuel turns to sludge which plugs the
jet. In this situation it is NOT recommended that the jet be cleaned and reused.
But on another page it talks about cleaning them with solution and air compressor.
http://www.ultralightnews.com/enginetroublshooting/techtips/techtips2.htm
--------
Cristal Waters
Kolb Mark II Twinstar
Rotax 503 DCSI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=325722#325722
________________________________________________________________________________
| Subject: | Re: Looking for FS2 Close To VA |
| From: | Ellery Batchelder Jr <elleryweld(at)aol.com> |
he must be in phase one test flying .......LOL
Ellery Batchelder Jr.
-----Original Message-----
From: John Hauck <jhauck(at)elmore.rr.com>
Sent: Wed, Jan 5, 2011 1:10 pm
Subject: Re: Kolb-List: Re: Looking for FS2 Close To VA
I've never tested stall speed with full flaps after adding the VGs but
uspect it may be a couple mph less.
--------
hom Riddle
hom R/Gang:
Why haven't you tested full flaperon stall?
john h
kIII
itus, Alabama
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________________________________________________________________________________
| Subject: | Re: Bing 54 jets - cleaning? |
| From: | zeprep251(at)aol.com |
Listers,
Compressed air cleans the important parts of your carb.
-----Original Message-----
From: cristalclear13 <cristalclearwaters(at)gmail.com>
Sent: Wed, Jan 5, 2011 5:42 pm
Subject: Kolb-List: Re: Bing 54 jets - cleaning?
.com>
rickofudall wrote:
> Cristal, Why wouldn't you clean them? As long as you don't use something
that
changes the jet size, no problemo. I used a small sewing needle to clean ou
t the
idle passages and the jets in the Bing 54's on my 582 last year after they
gummed up during a protracted rebuild of the airplane. Soak in carb cleaner
,
work out the softened gum with the needle, repeat until clean. After the ca
rbs
were balanced they work as good as they ever have.
>
> Rick Girard
>
I was getting my information from
http://www.ultralightnews.ca/bing/bingjetchart.html
under the sections titled Bing Main Jets and Bing Idler Jets.
It says:
... jets on the Bing carb are replaceable. It is recommended that they be
replaced if they are found to be plugged. This can happen when the carb is
left
with fuel in it for long periods of time. The fuel turns to sludge which pl
ugs
the jet. In this situation it is NOT recommended that the jet be cleaned an
d
reused.
But on another page it talks about cleaning them with solution and air
compressor.
http://www.ultralightnews.com/enginetroublshooting/techtips/techtips2.htm
--------
Cristal Waters
Kolb Mark II Twinstar
Rotax 503 DCSI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=325722#325722
________________________________________________________________________________
| Subject: | Re: the Kolberee begins |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
Bob Dresden wrote:
>
> 'm going to put a pointy thing on the back of the cage, are there any HKS's w/4"
extension out there that could give me a number? Cage to prop.
>
Whatever you put on the back of the cage, think in terms of the prop making it
flex a lot. As in - a lot. Extra finishing tape, tie it to something solid, etc.
or the prop pulses will cause paint cracks.
Richard Pike
MKIII N420P (420ldPoops)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=325731#325731
________________________________________________________________________________
| Subject: | Re: Bing 54 jets - cleaning? |
| From: | "cristalclear13" <cristalclearwaters(at)gmail.com> |
John Hauck wrote:
> Becareful with the air
> hose though. It will launch a jet into never never land.
>
> john h
> mkIII
> Titus, Alabama
That might be kind of funny (if the part didn't cost so much)! :D
I could tell people I'm flying jets now. :D
--------
Cristal Waters
Kolb Mark II Twinstar
Rotax 503 DCSI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=325737#325737
________________________________________________________________________________
| From: | Jeff Gerlach <jeff_gerlach(at)yahoo.com> |
| Subject: | Re: Looking for FS2 Close To VALooking for FS2 Close To |
VA
Not sure if I mentioned this or not but he weighs about 280lbs and lands on
asphalt in Blacksburg VA.- The stall listed in the specs is based on a s
tandard issue FAA pilot of 170 lbs.
--- On Wed, 1/5/11, McCarthy Tom wrote:
From: McCarthy Tom <mccarthy(at)jefnet.com>
Subject: Re: Kolb-List: Re: Looking for FS2 Close To VALooking for FS2 Clos
e To VA
Date: Wednesday, January 5, 2011, 7:13 AM
On a side note, the red prototype Serial# 1 Slingshot that you see in all t
he Kolb advertisements and YouTube videos is for sale here in VA.- I spok
e to the guy and he's letting it go for a very good price.- I'm afraid I-
would kill myself in that thing.- He's the same size as I am and he has a
50+ mile stall speed in it.- He hits the numbers at about-65 and slowl
y idles back.- Needs all of 1000 - 1200 feet.
WOW--That is a lot of runway for a Sling shot. -One thing I learn over an
d over when reading posts is that too many people use "indicated" rather th
an actual airspeeds.
In the original Kolb info, it lists 41 as the stall, my SS is around 44 cle
an "actual". I have not tried landing as short as I can, but I think it lan
ds as short or shorter than my Firestar will. The only real difference in p
erformance is take off distance with the HKS is longer, and the sink rate i
s much higher power off.
Now that you mentioned that there is a SS for sale, I bet it will show inte
rest. -If I already did not own one, I would be interested.
Tom McCarthy
61C Fort Atkinson, WI
N514TM Zenith 601HD
N441TM Kolb Firestar
N863GB Kolb Slingshot
=0A=0A=0A
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: the Kolberee begins |
Whatever you put on the back of the cage, think in terms of the prop making
it flex a lot. As in - a lot. Extra finishing tape, tie it to something
solid, etc. or the prop pulses will cause paint cracks.
Richard Pike
Richard P/Gang:
I had a fabric faring on the rear of my mkIII fuselage for the first 100
hours. Then it disentegrated. Replaced it with a .025" aluminum faring and
it is still trucking after 3,000 hours.
Had a fabric faring on the FS and never had a problem. Lots of difference
between the drumming from a 447 and a 582.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| Subject: | Re: Bing 54 jets - cleaning? |
| From: | "209GS" <guebbing(at)aol.com> |
Cristal,
To avoid that problem next time, empty your carb bowls if its going to sit idle
any length of time. It only takes a couple of minutes to do, and saves alot of
time and effort cleaning up later. (talking from experience):)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=325744#325744
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: the Kolberee begins |
>
>
> Whatever you put on the back of the cage, think in terms of the prop making
>it flex a lot. As in - a lot. Extra finishing tape, tie it to something
>solid, etc. or the prop pulses will cause paint cracks.
>
If you use light foam to fabricate the desired shape, you can cover it with
almost anything and it will take the propeller battering. This can be seen
at:
http://jackbhart.com/firefly/firefly93.html
It flew 186 air hours and I took it off after mounting the MZ 34.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| Subject: | Re: Bing 54 jets - cleaning? |
| From: | "cristalclear13" <cristalclearwaters(at)gmail.com> |
209GS wrote:
> Cristal,
>
> To avoid that problem next time, empty your carb bowls if its going to sit idle
any length of time. It only takes a couple of minutes to do, and saves alot
of time and effort cleaning up later. (talking from experience):)
Hi Gerard,
Welcome to the Kolb list. I've been out of commission for almost a year having
a baby (she came too early which caused me to not get my plane ready for long
storage like I should have).
Did you know you can place your information in your signature line of your profile
so that we can always know who 209GS is and what he flies (or plans to fly)?
:)
--------
Cristal Waters
Kolb Mark II Twinstar Rotax 503 DCSI Sept 2007
Private Pilot Aug 2008
ELSA Repairman for N193Y April 2008
Rotax 2 stroke maintenance April 2009
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=325750#325750
________________________________________________________________________________
| Subject: | Re: Looking for FS2 Close To VA |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
"Why haven't you tested full flaperon stall?
john h"
I did not test the full flaperon stall speed because the half flaperon stall speed
is slow enough(35)... same stall speed as my last Firestar with no flaps.
I usually land with 1/2 flaperons in 3-point and make the first turn-off (which
is 550' from the numbers) on our paved runway.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
Everyone is entitled to his own opinion, but not his own facts.
Daniel Patrick Moynihan
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=325777#325777
Attachments:
http://forums.matronics.com//files/k9g0_600.jpg
________________________________________________________________________________
| From: | Malcolm Brubaker <brubakermal(at)yahoo.com> |
- only $3,500- a real deal- needs N# and motor--- only 60 hrs s
ince new in 2004- =0Amal=0A-Malcolm Brubaker =0AMichigan Sport=0APilot
Repair =0ALSRM-A, PPC, WS=0A(989)513-3022 =0A=0A=0A=0A=0A__________________
______________=0AFrom: John Hauck <jhauck(at)elmore.rr.com>=0ATo: kolb-list@ma
tronics.com=0ASent: Wed, January 5, 2011 1:00:24 PM=0ASubject: Re: Kolb-Lis
t: Re: Looking for FS2 Close To VALooking for FS2 Close To =0AVA=0A=0A--> K
olb-List message posted by: "John Hauck" =0A=0A=0A-
One thing I learn over and over when reading posts is that too many people
=0Ause "indicated" rather than actual airspeeds.=0A=0A> Tom McCarthy=0A=0A
Tom M/Gang:=0A=0AI use IAS because that is the only airspeed instrument I h
ave.=0A=0AWhere do you get your "acutal" airspeed?=0A=0AJust curious.=0A=0A
====0A=0A=0A
________________________________________________________________________________
| Subject: | Special Airworthiness Information Bulletin for VW Engines |
| From: | Rick Neilsen <neilsenrm(at)gmail.com> |
I just got this from the latest EAA News Letter. It's a Special
Airworthiness Information Bulletin that recommends you retorque VW Heads.
http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgSAIB.nsf/dc7bd4f27e5f1
07486257221005f069d/4a6335de983cb8b68625734c006353bc/$FILE/CE-07-43.pdf
I don't know if this has been posted before, it was based on an accident in
2006. I use the Great Plains engine manual as the operating guide for my
engine and they recommend you retorque the heads every year as part of the
annual inspection. I had the exact thing happen as described in the bulleti
n
on a old VW camper bus years back so I know from personal experience that
the head bolts can loosen with age (or maybe the studs stretch?) so I
retorque my heads every year. I asked my VW expert that built my engine a
while back and he didn't recommend you retorque the heads. He said that mos
t
people like to see bolts or nuts turn when they retorque, they cause more
problems than they solve. I just bring the torque wrench up to the rated
torque and stop. Most of the time the head bolts don't turn but some times
they do. I have also had the oil pump nuts turn a bit when checking things.
It=92s not a bad idea to check as many other engine bolts as you can easily
get to every year also. Just don't over torque anything.
Rick Neilsen
Redrive VW Powered MKIIIC
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Special Airworthiness Information Bulletin for VW Engines |
just bring the torque wrench up to the rated
torque and stop. Most of the time the head bolts don't turn but some times
they do.
Rick Neilsen
Rick N/Folks:
I thought you had to back off a nut or bolt, especially one that has been
torqued for a while, then retorque to get an accurate reading???
If you try to torque without backing off, you may be working against
seizure/friction caused by age???
john h
Titus, Alabama
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Looking for FS2 Close To VA |
I did not test the full flaperon stall speed because the half flaperon
stall speed is slow enough(35)... same stall speed as my last Firestar with
no flaps.
I usually land with 1/2 flaperons in 3-point and make the first turn-off
(which is 550' from the numbers) on our paved runway.
--------
Thom Riddle
Thom R/Folks:
Probably not going to be much difference, if any, between half and full
flaperons. Flaperons don't do a whole lot on the SS or FF, compared to the
flaps on the MKIII.
However, if it was me, I'd want to explore and become proficient flying my
airplane in all configurations to insure I was familiar with what to expect
when and if I had to.
I am so rusty now, 3 short flights last month, since I had my accident last
May. Be glad to get some decent weather and time to go do some serious
flying and learn how to fly my mkIII again. Times a flying. Three months
to Sun and Fun. Just looked at the Sun and Fun web site. Surprise! Sun
and Fun is 29 Mar - 3 Apr this year. Less than three months to go. Better
get my plane washed before then. If I don't, it will be a record for length
of time between washings.
john h
Titus, Alabama
________________________________________________________________________________
| Subject: | Re: Bing 54 jets - cleaning? |
| From: | "Frankd" <frankd(at)foundrynet.com> |
Hi Cristal/Guys,
I like your thoughts about JET flying... I'd log it if it happens:)
On the topic, I just took apart my Bing 94/40 on my Jabiru 2200 due to fuel overflow
during start after sitting for three years. Chris Ambrose had an issue
with the float needle and I found I had the same "Pink" needle , which was recommended
to be changed to the "Black" tipped one which has a stronger spring
to facilitate a better seal. (Info for the Jab guys) I have one on order and my
engine # is 902.
I had a friend who worked as a car maintenance manager and he brought along Pipe
cleaners and used those to clean out the overflow conduit and fuel intake couduit.
Worked great on these bigger bores. He also suggested standard car Carb
cleaner in a can. We did not touch the jets but I'd not hesitate to clean
those gently and using fine copper wire for the smaller bores is now in my bag
of tricks for the future.
Just adding my 2 cents.
frankD
MX3, 0 Hrs
Started engine.
Learning about Carbs.
Holister, Ca
Trying to get to airworthy state.
PS, Congrats on your baby.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=325804#325804
________________________________________________________________________________
| Subject: | Re: Special Airworthiness Information Bulletin for VW Engines |
| From: | "Rick Lewis" <cktman(at)hughes.net> |
Rick there even a more serious AD out on the VW engine. I was notified from Great
Planes that the wrist pin keepers may be the wrong part and therefore to small.
When the engine heats up the pistons allow the keepers to fall out and
scar the cylinder walls, a real bummer. He sent me a new set and I pulled the
cylinders off to check and sure enough, mine had the wrong keepers installed.
I called Steve, of Great Planes, and thanked him for possibly saving my engine
and life. This AD note covered about a five year time period but don't remember
the exact dates. Anyone that has buildt up one of these engines from them
should call and find out if there engine might be at risk.
--------
Rick Lewis
(VW Watercooled Engine)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=325860#325860
________________________________________________________________________________
| From: | Malcolm Brubaker <brubakermal(at)yahoo.com> |
| Subject: | Re: FS2 for sale |
I=C2-have a nice fs2 for sale its=C2-near Valley Forge=C2- PA=C2-
=0A$6,500=C2-its realy in very nice shape and has quite a bit of history
behind it.=0Aplease contact me off list=C2-=C2- call anytime=C2- for
a link to some pics=C2-=C2-=C2- mal =0AMalcolm Brubaker =0A=0AMichiga
n Sport=0APilot Repair =0ALSRM-A, PPC, WS=0A(989)513-3022 =0A=0A=0A=0A=0A__
______________________________=0AFrom: Thom Riddle <riddletr(at)gmail.com>=0AT
o: kolb-list(at)matronics.com=0ASent: Thu, January 6, 2011 8:28:46 AM=0ASubjec
t: Kolb-List: Re: Looking for FS2 Close To VA=0A=0A--> Kolb-List message po
sted by: "Thom Riddle" =0A=0A"Why haven't you tested fu
ll flaperon stall? =0A=0Ajohn h"=0A=0AI did not test the full flaperon stal
l speed because the half flaperon stall =0Aspeed is slow enough(35)... same
stall speed as my last Firestar with no flaps. =0A=0A=0AI usually land wit
h 1/2 flaperons in 3-point and make the first turn-off (which =0Ais 550' fr
om the numbers) on our paved runway.=0A=0A--------=0AThom Riddle=0ABuffalo,
NY (9G0)=0AKolb Slingshot SS-021=0AJabiru 2200A #1574=0ATennessee Prop 64x
32=0A=0A=0A=9CEveryone is entitled to his own opinion, but not his ow
n facts.=9D=0ADaniel Patrick Moynihan=0A=0A=0A=0A=0ARead this topic o
nline here:=0A=0Ahttp://forums.matronics.com/viewtopic.php?p=325777#32577
7=0A=0A=0A=0A=0AAttachments: =0A=0Ahttp://forums.matronics.com//files/k9g0_
=C2- =C2- =C2- =C2- =C2- =C2- =C2- -Matt Dralle, List Admin.
=======0A=0A=0A
________________________________________________________________________________
| From: | "George Bearden" <gab16(at)sbcglobal.net> |
| Subject: | Bing 54 jets - cleaning? |
> I know it is not recommended to clean the idle and main jets
even with the fine copper strand, be careful.
> but was wondering if anyone has ever done it after they were gummed up
Sometimes the motorcycle jets I work on are too blame small for carb cleaner
to do much. Plus idle jets seem to be the ones that plug up first, being the
smallest.
I use a propane torch on them, holding them lightly but firmly with
needle-nose vide-grips. After getting them very hot I can usually blow out a
small amount of ash and have a clean idle jet.
GeoB
________________________________________________________________________________
| Subject: | Re: Special Airworthiness Information Bulletin for VW Engines |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Rick and John,
I know this is about VW engines but...
Jabiru specifies a head torque CHECK (not re-torque) after first 5 hours, 10 hours
and 25 hours. Afterwards at 100 hour or annual. The purpose of the CHECK is
to determine if there has been any loosening. Jabiru says NOT to loosen the
head bolts and re-torque them, unless they are loose at proper torque setting.
If loose, no need to loosen them, just torque up to spec.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
Everyone is entitled to his own opinion, but not his own facts.
Daniel Patrick Moynihan
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=325883#325883
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Special Airworthiness Information Bulletin for VW Engines |
Jabiru specifies a head torque CHECK (not re-torque) after first 5 hours,
10 hours and 25 hours. Afterwards at 100 hour or annual. The purpose of the
CHECK is to determine if there has been any loosening. Jabiru says NOT to
loosen the head bolts and re-torque them, unless they are loose at proper
torque setting. If loose, no need to loosen them, just torque up to spec.
--------
Thom Riddle
Glad we don't have to go through that drill with the 912 series engines.
However, I did have a cylinder head loosen and leak on my first 912UL, a
1993 model. My other two engines, 912ULS, have not had that problem. Don't
know of anyone else that experienced a loose head back then.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| Subject: | Re: Special Airworthiness Information Bulletin for VW Engines |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
...I did have a cylinder head loosen and leak on my first 912UL...
On the two Jabiru 2200 engines I have maintenance experience with, so far the head
bolt torque checks I have performed have not found any loosening.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
Everyone is entitled to his own opinion, but not his own facts.
Daniel Patrick Moynihan
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=325889#325889
________________________________________________________________________________
| Subject: | Re: Special Airworthiness Information Bulletin for VW Engines |
| From: | Rick Neilsen <neilsenrm(at)gmail.com> |
Rick
My engine builder installed those teflon plugs instead of the wrist pin
keepers. I have heard good and bad about the plugs but at least I don't have
to work about my batch of keepers being too small.
Rick Neilsen
Redrive VW Powered MKIIIC
On Thu, Jan 6, 2011 at 7:13 PM, Rick Lewis wrote:
>
> Rick there even a more serious AD out on the VW engine. I was notified
> from Great Planes that the wrist pin keepers may be the wrong part and
> therefore to small. When the engine heats up the pistons allow the keepers
> to fall out and scar the cylinder walls, a real bummer. He sent me a new
> set and I pulled the cylinders off to check and sure enough, mine had the
> wrong keepers installed. I called Steve, of Great Planes, and thanked him
> for possibly saving my engine and life. This AD note covered about a five
> year time period but don't remember the exact dates. Anyone that has buildt
> up one of these engines from them should call and find out if there engine
> might be at risk.
>
> --------
> Rick Lewis
>
> (VW Watercooled Engine)
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=325860#325860
>
>
________________________________________________________________________________
| Subject: | Re: Special Airworthiness Information Bulletin for VW Engines |
| From: | Rick Neilsen <neilsenrm(at)gmail.com> |
John makes a real good point. Should we be backing off a bit and then
retorqe? My concern is that VW heads are assembled without any head gaskets.
The last thing I would want to do is allow the cylinders to move within the
head some and cause a leak that didn't before. Maybe only back off enough to
get the nut or bolt to move? Another concern is a nut under a valve cover
might become lubricated and be over torqued as a result (seems like torque
specks are normally defined as dry unless specified as lubricated). Any
thoughts out there????
Rick Neilsen
Redrive VW Powered MKIIIC
On Thu, Jan 6, 2011 at 9:49 AM, John Hauck wrote:
>
>
> just bring the torque wrench up to the rated
> torque and stop. Most of the time the head bolts don't turn but some times
> they do.
>
> Rick Neilsen
>
>
> Rick N/Folks:
>
> I thought you had to back off a nut or bolt, especially one that has been
> torqued for a while, then retorque to get an accurate reading???
>
> If you try to torque without backing off, you may be working against
> seizure/friction caused by age???
>
> john h
> Titus, Alabama
>
>
________________________________________________________________________________
| From: | "Ron @ KFHU" <captainron1(at)cox.net> |
| Subject: | Re: Bing 54 jets - cleaning? |
I have been using an Ultrasonic cleaner for years, they are good for anything including
the fuel injectors on my Beech. It works good. Instead of water you can
fill it up with Kerosine or any potion that you want and they will do their
magic. Strongly recommended as something that works. Besides once you remove
your Kerosine you can put water and clean anything else that you want that fits
there. I did a quick search and found a unit on amazon for about 36 bucks. Well,
worth it.
------ http://www.amazon.com/Haier-HU335W-Ultrasonic-Cleaner/dp/B0000BVGNJ ------
I couldn't find the model I have but the above is pretty close in size to mine.
It does not take long for the gizmo to get the shmutz out, if you look carefully
you will see a little cloud come out when it first comes on vibrating. The
injectors on an IO-360 are a bit bigger than the carb ones so they have more
crap in them, I get a bigger visual effect than the Carb jets I would guess.
Ron @ FHU
=======================
============
> I know it is not recommended to clean the idle and main jets
even with the fine copper strand, be careful.
> but was wondering if anyone has ever done it after they were gummed up
Sometimes the motorcycle jets I work on are too blame small for carb cleaner
to do much. Plus idle jets seem to be the ones that plug up first, being the
smallest.
I use a propane torch on them, holding them lightly but firmly with
needle-nose vide-grips. After getting them very hot I can usually blow out a
small amount of ash and have a clean idle jet.
GeoB
I have been cleaning the injectors on my Beech for a few years using a sonic cleaner.
I did a quick G-search and here is a cheap one from Amazon ---
--
kugelair.com
________________________________________________________________________________
| Subject: | Re: Bing 54 jets - cleaning? |
| From: | "209GS" <guebbing(at)aol.com> |
Thanks for the info and link
--------
Firestar II 503 b-box
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326006#326006
________________________________________________________________________________
| From: | "George Bearden" <gab16(at)sbcglobal.net> |
| Subject: | Bing 54 jets - cleaning? |
> I have been using an Ultrasonic cleaner for years
A wonderful idea. One would have thought *I* would have come up with it. :-)
I used to use one to clean my pen points when I was a draftsman long years
ago.
GeoB
________________________________________________________________________________
| From: | "George Bearden" <gab16(at)sbcglobal.net> |
| Subject: | Re: Special Airworthiness Information Bulletin for VW Engines |
> My engine builder installed those teflon plugs
Can't you use both together?
I have had engines mysteriously lose keepers. Totally ruins the cylinder
reeeel fast.
GeoB
________________________________________________________________________________
| From: | "George Bearden" <gab16(at)sbcglobal.net> |
| Subject: | RE: Special Airworthiness Information Bulletin for VW Engines |
> John makes a real good point. Should we be backing off a bit and then
retorqe?
It worries me too to not retorque. The VW engine likes to be torqued
properly. Some folks on assembly do the final torque of the heads AND the
block at the same time. My engines have held together a purdy good without
this though.
GeoB
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: RE: Special Airworthiness Information Bulletin for VW Engines |
The VW engine likes to be torqued
properly. Some folks on assembly do the final torque of the heads AND the
block at the same time. My engines have held together a purdy good without
this though.
GeoB
GeoB/Folks:
Were those engines used in an aircraft application?
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| Subject: | Inflight emergencies/ Just curious |
| From: | "Dennis Thate" <retroman(at)frontier.com> |
Anyone ever saved his Kolb with an in-flight repair ?
--------
Both optimists and pessimists contribute to our society. The optimist invents
the airplane and the pessimist the parachute. ~Gil Stern
Faith is believing what you know ain't so - Mark Twain
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326024#326024
Attachments:
http://forums.matronics.com//files/lolcaption_funny_fail_pics_climbing_out_of_a_plane_in_mid_air_pilot_flying_lol_113.jpg
________________________________________________________________________________
| Subject: | Re: Bing 54 jets - cleaning? |
| From: | "dalewhelan" <dalewhelan(at)earthlink.net> |
While it is possible to damage jets I have found it easier to use wire to clean
jets without damaging them then I have been able to clean my own rear with just
toilet paper. [Laughing]
For those that don't want to clean your dirty jet, send them to me, I will pay
postage
--------
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=326028#326028
________________________________________________________________________________
| Subject: | Re: RE: Special Airworthiness Information Bulletin for VW Engines |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
"Some folks" aren't very bright. You torque the case while rotating the
crank to make sure a main bearing hasn't jumped off it's locating dowel pin.
Piston drag will mask the symptom until damage is done. Good way to ruin
parts without even running the engine.
Rick Girard
On Sat, Jan 8, 2011 at 11:14 AM, George Bearden wrote:
>
> > John makes a real good point. Should we be backing off a bit and then
> retorqe?
>
> It worries me too to not retorque. The VW engine likes to be torqued
> properly. Some folks on assembly do the final torque of the heads AND the
> block at the same time. My engines have held together a purdy good without
> this though.
>
> GeoB
>
>
--
Zulu Delta
Kolb Mk IIIC
582 Gray head
4.00 C gearbox
3 blade WD
Thanks, Homer GBYM
It is not bigotry to be certain we are right; but it is bigotry to be unable
to imagine how we might possibly have gone wrong.
- G.K. Chesterton
________________________________________________________________________________
| Subject: | throttle cable splitter failure |
| From: | "Jimmy Young" <jdy100(at)comcast.net> |
Kolb List,
Yesterday afternoon I took my Firestar out of the hangar for a good cleaning and
had plans for a short flight. After a good pre-flight check I took off to the
south. I was full throttle and about 400' agl when the engine went to idle.
By the time I determined my throttle cable had broken, a 180 turn to the field
was not an option so I picked an opening in a field straight ahead and landed.
After a walk to the highway and a couple of calls, I had some help show up. We
got the plane out by folding her up and setting the tail on the truckbed for the
ride back to the airport.
I discovered the main throttle cable had not broken, but the soldered ferrule on
the end of the main cable inside the splitter had failed.
After seeing how the cable splitter works, (I had never opened one up before this)
I am interested if anyone else on the Kolb list has ever had this happen?
It's something you will not catch on a pre-flight.
--------
Jimmy Young
Missouri City, TX
Kolb FS II/HKS 700
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326058#326058
Attachments:
http://forums.matronics.com//files/photo_0045_181.jpeg
________________________________________________________________________________
| Subject: | Re: throttle cable splitter failure |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
Jimmy, I take it that the ferrule slipped right off the cable. Was the
ferrule soldered, swedged, or molded? If it was soldered, can you tell if
it's a cold solder joint? Do you know who supplied them?
Rick Girard
On Sat, Jan 8, 2011 at 6:15 PM, Jimmy Young wrote:
>
> Kolb List,
>
> Yesterday afternoon I took my Firestar out of the hangar for a good
> cleaning and had plans for a short flight. After a good pre-flight check I
> took off to the south. I was full throttle and about 400' agl when the
> engine went to idle. By the time I determined my throttle cable had broken,
> a 180 turn to the field was not an option so I picked an opening in a field
> straight ahead and landed.
>
> After a walk to the highway and a couple of calls, I had some help show up.
> We got the plane out by folding her up and setting the tail on the truckbed
> for the ride back to the airport.
>
> I discovered the main throttle cable had not broken, but the soldered
> ferrule on the end of the main cable inside the splitter had failed.
>
> After seeing how the cable splitter works, (I had never opened one up
> before this) I am interested if anyone else on the Kolb list has ever had
> this happen? It's something you will not catch on a pre-flight.
>
> --------
> Jimmy Young
> Missouri City, TX
> Kolb FS II/HKS 700
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=326058#326058
>
>
> Attachments:
>
> http://forums.matronics.com//files/photo_0045_181.jpeg
>
>
--
Zulu Delta
Kolb Mk IIIC
582 Gray head
4.00 C gearbox
3 blade WD
Thanks, Homer GBYM
It is not bigotry to be certain we are right; but it is bigotry to be unable
to imagine how we might possibly have gone wrong.
- G.K. Chesterton
________________________________________________________________________________
| Subject: | Kolb/Jabiru carb overflow |
| From: | "Frankd" <frankd(at)foundrynet.com> |
Hi guys,
looking for suggestions here about the 94/40 Bing Carb on the Jabiru 2200 engine.
I have started my engine but am getting fuel overflow at idle. I switched out
the float needle valve as recommended with the black tipped one and cleaned out
everything I could around the needle valve area.
It still overflows at idle.
Any ideas on how to fix this and what the issue may be?
My thoughts are:- a/ the floats are getting stuck somehow in the bowl.
b/ The needle valve seat still has some microscopic fibers or something I can't
see.
c/ There is a blockage of vents causing an air pocket and the floats are not fully
lifting (one would think the overflow vent would stop this)
Any ideas and suggestions for a fix are welcome
Thanks
Frankd
M3X
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326078#326078
________________________________________________________________________________
| Subject: | Re: Kolb/Jabiru carb overflow |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
Frank, have you checked to make sure the float arm is parallel to the base
of the carburetor body when the needle valve is seated? If it is past
parallel, i.e. the ends of the arms are closer to the body than the pivot
the fuel level will be too high and let fuel overflow.
Have you checked the fuel pressure?
Are you running a boost pump? Is it the correct model that limits fuel
pressure to less than 4 psi? Assuming you have a boost pump, remove the
float bowl and see if you can shut off the fuel flow by pushing lightly on
the needle, then try the same by pushing on the float arms you could have
something keeping the float arms from swinging freely.
I looked at the picture of the pink tipped needle that you posted and it
appears by the marks on it that it is seated properly, but all it takes is
one imperfection to make it leak. Get a magnifying glass and look the brass
seat over carefully. If in doubt replace it.
Rick Girard
On Sat, Jan 8, 2011 at 10:29 PM, Frankd wrote:
>
> Hi guys,
> looking for suggestions here about the 94/40 Bing Carb on the Jabiru 2200
> engine.
>
> I have started my engine but am getting fuel overflow at idle. I switched
> out the float needle valve as recommended with the black
> tipped one and cleaned out everything I could around the needle valve area.
>
> It still overflows at idle.
> Any ideas on how to fix this and what the issue may be?
>
> My thoughts are:- a/ the floats are getting stuck somehow in the bowl.
> b/ The needle valve seat still has some microscopic fibers or something I
> can't see.
> c/ There is a blockage of vents causing an air pocket and the floats are
> not fully lifting (one would think the overflow vent would stop this)
>
> Any ideas and suggestions for a fix are welcome
> Thanks
> Frankd
>
> M3X
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=326078#326078
>
>
--
Zulu Delta
Kolb Mk IIIC
582 Gray head
4.00 C gearbox
3 blade WD
Thanks, Homer GBYM
It is not bigotry to be certain we are right; but it is bigotry to be unable
to imagine how we might possibly have gone wrong.
- G.K. Chesterton
________________________________________________________________________________
| Subject: | Re: Kolb/Jabiru carb overflow |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Rick's recommendations are good ones and hitting on the most probable causes. However,
the Jabiru installation manual states that the acceptable maximum fuel
pressure is only 3 psi.
>From Jabiru Installation manual:
4.4 Pressure to Carburettor (above ambient)
Maximum 20 kPa (3 psi)
Minimum 5 kPa (0.75 psi)
and
11.3 Mechanical Fuel Pump
The mechanical fuel pump is mounted on the engine crankcase and is camshaft driven.
It is
designed to supply fuel at the pressure described in the following paragraph. If
fitted, the
electrical boost pump must also fulfill the fuel input criteria for the carburettor,
given below.
11.4 Carburettor
A Bing constant depression type 94/40 is used. This carburettor has a minimum delivery
pressure of 5 kPa (0.75 Psi) and a maximum pressure of 20 kPa (3 psi). To confirm
that the
fuel system is capable of delivering this pressure a fuel flow test must be performed.
To check pressure, insert a T piece between the mechanical pump and the carby.
Test boost pump with engine off, then mechanical fuel pump with engine on, then
combine with electrical boost pump as well, before first flight.
A method for performing a fuel flow test is available from Jabiru if required.
A drip deflector
to deflect overflowing fuel from the exhaust system is supplied as standard equipment
on the
engine.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
Everyone is entitled to his own opinion, but not his own facts.
Daniel Patrick Moynihan
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326089#326089
________________________________________________________________________________
| Subject: | Re: throttle cable splitter failure |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
If you make up your own cables, you can easily guarantee that the cables will not
pull out of the swedge. There is a countersunk end on the swedge, push the
cable through so that the countersunk end is at the cable end. Push about 3/32"
of cable through and then rat tail it severely with a small tool, and then pull
it back in as far as it will go, it should be physically impossible to pull
it through. If that is the case, then solder it.
The attached pictures ought to give you the idea.
Richard Pike
MKIII N420P (420ldPoops)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326090#326090
Attachments:
http://forums.matronics.com//files/solderswage1_147.jpg
http://forums.matronics.com//files/solderswage2_192.jpg
http://forums.matronics.com//files/solderswage3_187.jpg
http://forums.matronics.com//files/solderswage4_155.jpg
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Kolb/Jabiru carb overflow |
At 12:18 AM 1/9/2011, Richard Girard wrote:
>...but all it takes is one imperfection to make it leak. Get a magnifying
>glass and look the brass seat over carefully. If in doubt replace it.
How often should one replace the float needle/seat? Or put another way,
how often do they fail?
Not the same engine or carb, (mine is a Cuyuna with Mikuni carb), but I had
what appears to be the same thing, engine flooding while running, after it
had been running fine all year. Happened once before, a few years back,
and although the needle/seat didn't look bad then, I replaced it and the
problem didn't happen again (until now). This time it almost put me down
in a farm field. I haven't taken the carb apart yet,but I've ordered a
Viton tipped needle (the old one was steel).
-Dana
--
Society is like a stew. If you don't keep it stirred up, you get a lot of
scum on top.
________________________________________________________________________________
| Subject: | Re: Kolb/Jabiru carb overflow |
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
Fuel venting causes:
1. float arms not adjusted properly. Fuel level to high in the bowl. (number
one cause and an easy fix)
2. rough running engine or poor engine mounts causing the engine to shake
so the floats can't properly control the level.
3. boost pump in series and running all the time and has too much fuel
pressure to the carb. (not always a problem, but needs to be ruled out)
4. carb not mounted straight. Tilted to one side or the other too much.
5. debris around the carb needle and not effectively controlling fuel flow.
Go after number 1 first and make sure your carb is not tilted.
--------
Roger Lee
Tucson, Az.
Light Sport Repairman - Maintenance Rated
Rotax Repair Center
Home 520-574-1080 TRY HOME FIRST
Cell 520-349-7056
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326096#326096
________________________________________________________________________________
| Subject: | Re: Kolb/Jabiru carb overflow |
| From: | "Frankd" <frankd(at)foundrynet.com> |
Hi guys,
thanks for the suggestions.
I do have an electric pump mounted at the bottom level of the tanks and it is a
Facet (P/N4015) 4.5Max PSI , but I did not have it on while I get this condition.
I now see that Aircraft spruce have a lower PSI pump (!).
I have checked that the carb is not tilting side to side and one thing that came
to mind is that it does tilt front to back due to the angle of the whole airframe
so I can adjust the floats to close sooner. The overflow holes are towards
the rear of the bowl.
Engine Vibration appears normal, actually quite smooth so this is not a concern.
I will double check the fuel pressure from the mechanical pump if adjusting the
floats to close sooner does not work. I will also test both pumps operating
in sequence to see if this causes a problem.
Replacing the brass insert is on the list if none of the above works.
Lots to do, thanks again for the pointers.
FrankD
Soon to be fixed M3X
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326108#326108
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Kolb/Jabiru carb overflow |
thanks for the suggestions.
FrankD
Frank D/Folks:
Correct float bowl level is critical to proper carb operation, as is the
fuel float bowl static port and the static port in the intake lip of the
carb.
Float level to high, engine runs rich. Float level to low, engine runs
lean. Set the level per your engine manufacturer's specs.
Correct length and location of the float bowl chamber static port tubing is
also very important. The engine manufacturer or Bing should be able to
provide that information.
That little port and tube are not vents, but static ports. The front and
float bowl chamber static ports should read the same static pressure in
order to operate correctly.
The configuration of the Bing carbs on the 912 series engines, the way they
are delivered new is the correct set up, per the Rotax folks. However, I
discovered that configuration of accessories and location can affect airflow
and the proper static pressure. To preclude this I run my float bowl
chamber static port tube to the inside of my carb air filter covers. This
has proven to work well on my airplane.
What works for N101AB, may not work for you.
john h
mkIII
Titus, Alabama - Already up to 30F from a low of 24 last night. Forecast is
snow and cold for the next week. Ugh!!!
________________________________________________________________________________
| Subject: | Re: throttle cable splitter failure |
| From: | "Jimmy Young" <jdy100(at)comcast.net> |
List,
I think my problem was I did not have my throttle stop positioned properly. At
full throttle I still had about 3/8" to go to get to the throttle stop, so I've
probably been flying around for the past year & a half over-stressing the cable.
I'll take car of that.
Rick, The ferrule was soldered. The only kind of soldering I know of is hot, don't
know what cold soldered is. Guess I should learn though.
Rev. Pike, thanks for the photos and tip. I'll do that as well.
Frank Goodnight suggested I set the throttle cable at the carbs to go to full throttle
upon any cable failure and explained how to do it, probably will do that
too.
Thanks for the help-
--------
Jimmy Young
Missouri City, TX
Kolb FS II/HKS 700
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326123#326123
________________________________________________________________________________
| Subject: | Re: throttle cable splitter failure |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
Jimmy, A cold solder joint is a defective one. Instead of bright and shiny,
the solder looks dull and leaden.
Rick
On Sun, Jan 9, 2011 at 12:38 PM, Jimmy Young wrote:
>
> List,
>
> I think my problem was I did not have my throttle stop positioned properly.
> At full throttle I still had about 3/8" to go to get to the throttle stop,
> so I've probably been flying around for the past year & a half
> over-stressing the cable. I'll take car of that.
>
> Rick, The ferrule was soldered. The only kind of soldering I know of is
> hot, don't know what cold soldered is. Guess I should learn though.
>
> Rev. Pike, thanks for the photos and tip. I'll do that as well.
>
> Frank Goodnight suggested I set the throttle cable at the carbs to go to
> full throttle upon any cable failure and explained how to do it, probably
> will do that too.
>
> Thanks for the help-
>
> --------
> Jimmy Young
> Missouri City, TX
> Kolb FS II/HKS 700
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=326123#326123
>
>
--
Zulu Delta
Kolb Mk IIIC
582 Gray head
4.00 C gearbox
3 blade WD
Thanks, Homer GBYM
It is not bigotry to be certain we are right; but it is bigotry to be unable
to imagine how we might possibly have gone wrong.
- G.K. Chesterton
________________________________________________________________________________
| Subject: | Re: Kolb/Jabiru carb overflow |
| From: | zeprep251(at)aol.com |
Frank,
I had this issue as well.it would happen occasionally,and I dropped the bow
l removed the needle and flushed the seat using the aux pump.It would be OK
for a while ,then flood again,even after the new needle.When it happened,
I could shut off the fuel run the engine till it leaned out which let the f
loat drop and the needle pull off the seat, then open the fuel valve and it
flushed the trash off the needle and seat and it would run fine for a few
days.Some microscopic fuzz can do it.
Starting at the tanks,new paper element filter,new lines all the way throu
gh the gascolater,aux pump to the engine driven pump and to the carb, which
IS tilted 20 degrees to even up the exhaust temps.No more problems even id
le all the time.
G.Aman MK-3C Jabiru 2200a 600hrs
-----Original Message-----
From: Frankd <frankd(at)foundrynet.com>
Sent: Sat, Jan 8, 2011 11:32 pm
Subject: Kolb-List: Kolb/Jabiru carb overflow
Hi guys,
looking for suggestions here about the 94/40 Bing Carb on the Jabiru 2200
engine.
I have started my engine but am getting fuel overflow at idle. I switched
out
the float needle valve as recommended with the black tipped one and cleaned
out
everything I could around the needle valve area.
It still overflows at idle.
Any ideas on how to fix this and what the issue may be?
My thoughts are:- a/ the floats are getting stuck somehow in the bowl.
b/ The needle valve seat still has some microscopic fibers or something I c
an't
see.
c/ There is a blockage of vents causing an air pocket and the floats are no
t
fully lifting (one would think the overflow vent would stop this)
Any ideas and suggestions for a fix are welcome
Thanks
Frankd
M3X
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326078#326078
________________________________________________________________________________
| Subject: | Re: throttle cable splitter failure |
| From: | "George Alexander" <gtalexander(at)att.net> |
Without trying to refute what some of our learned colleagues have said about soldering
cable ends.......
For another view, here is the contents of a post April 2006:
George Alexander wrote:
> MAY BE A DUPLICATE RESPONSE... but anyway
> Although nico sleeves weren't involved, from a personal experience, I would like
to support what Ted said about heating the cable.
>
> In my case, the throttle cable was heated and solder applied to keep it from
slipping through the connector to the throttle lever. The good news is that it
snapped, on the ground, as part of my regular preflight. (Open the throttle to
full and close it listening for the infamous "click" of the slides as they return
home. They certainly clicked this time when the cable let go and they went
home in a hurry!)
>
> On examination, there was noticeable discoloration from the point that was soldered,
back about 1". The general consensus, of those that examined it, was that
the break was caused by the effect on the cable of the heat application. (The
failure may have been accelerated by the humid conditions here in FL.) The
cable actually rusted through. Miffed that I didn't see the rust before it broke.
Some of the discoloration/rust protruded from the connector enough to be
seen. Conceptually a good idea, with not so good results.
tc1917(at)hughes.net wrote:
> I would like to add something to the 'solder the end of the cable to keep it
> from slipping through the nico' discussion.
>
> If you heat a steel/SS cable even to solder it, it seems to lose its ability
to flex and will become brittle and break upon bending.
--------
George Alexander
FS II R503 N709FS
http://www.oh2fly.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326148#326148
________________________________________________________________________________
| From: | "b young" <by0ung(at)brigham.net> |
| Subject: | Re: throttle cable splitter failure |
After seeing how the cable splitter works, (I had never opened one up
before this) I am interested if anyone else on the Kolb list has ever
had this happen? It's something you will not catch on a pre-flight.
--------
the best prevention for this happening is to have a throtle quadrant
stop,, adjusted so the cable can't be over tight when pulled to idle for
the 912's or WOT on the 2 strokes.
boyd young
mkiii
________________________________________________________________________________
| From: | frank goodnight <frank.goodnight(at)att.net> |
| Subject: | Re: throttle cable splitter failure |
Hi George,=0AI believe- accepted procedure is to dip the cable in molten
solder rather than =0Aheating the cable.=0AThat way the cable never gets ov
er 300 degrees or whatever temp the solder is. I =0Adon't think the cable
=0A=0Ais affected when it's done this way.I have also had a cable corode un
till it =0Abroke ( I live near salt water & =0A=0Athe salty air got it) , n
ot visable on even a good preflight only wa-to check is =0Ato desolder th
e cable and remove=0Ait from the housing and resolder afterwards---I do it
-2 times a year, takes less =0Athan an hour, worth it to me.=0AFor-what
its worth.=0AFrank Goodnight-=0A=0A=0A=0A=0A____________________________
____=0AFrom: George Alexander <gtalexander(at)att.net>=0ATo: kolb-list@matroni
cs.com=0ASent: Sun, January 9, 2011 4:28:14 PM=0ASubject: Kolb-List: Re: th
Alexander" =0A=0AWithout trying to refute what some o
f our learned colleagues have said about =0Asoldering cable ends.......=0A
=0AFor another view, here is the contents of a post April 2006:=0A=0AGeorge
Alexander wrote:=0A=0A> MAY BE A DUPLICATE RESPONSE... but anyway =0A> Alt
hough nico sleeves weren't involved, from a personal experience, I would
=0A>like to support what Ted said about heating the cable. =0A>=0A> =0A> In
my case, the throttle cable was heated and solder applied to keep it from
=0A>slipping through the connector to the throttle lever. The good news is
that it =0A>snapped, on the ground, as part of my regular preflight. (Open
the throttle to =0A>full and close it listening for the infamous "click" of
the slides as they =0A>return home. They certainly clicked this time when
the cable let go and they =0A>went home in a hurry!) =0A>=0A> =0A> On exami
nation, there was noticeable discoloration from the point that was =0A>sold
ered, back about 1". The general consensus, of those that examined it, was
=0A>that the break was caused by the effect on the cable of the heat applic
ation. =0A>(The failure may have been accelerated by the humid conditions h
ere in FL.) The =0A>cable actually rusted through. Miffed that I didn't see
the rust before it =0A>broke. Some of the discoloration/rust protruded fro
m the connector enough to be =0A>seen. Conceptually a good idea, with not s
o good results. =0A>=0A=0A=0Atc1917(at)hughes.net wrote: =0A=0A> I would li
ke to add something to the 'solder the end of the cable to keep it =0A> fro
m slipping through the nico' discussion. =0A>- =0A> If you heat a steel/S
S cable even to solder it, it seems to lose its ability to =0A>flex and wil
l become brittle and break upon bending.=0A=0A=0A--------=0AGeorge Alexande
r=0AFS II R503- N709FS=0Ahttp://www.oh2fly.net=0A=0A=0A=0A=0ARead this to
pic online here:=0A=0Ahttp://forums.matronics.com/viewtopic.php?p=326148#
====================
________________________________________________________________________________
| Subject: | Re: Kolb/Jabiru carb overflow |
| From: | "ces308" <ces308(at)ldaco.com> |
Hi Jabbers..
As you all know I had the problem with the float needle too and after replacing
the needle had the same problem...after 3 successful forced landings in 3 weeks,we
finally fixed it today...I'm not so sure it was even the float needle to
start with...today I got a fuel pressure reading and it was putting out 7 lbs
of pressure ! Disconnected the mechanical pump and ran it on the electric pump
that was putting out 2-3.2 lbs and it ran perfect ! I removed the mechanical
pump,placed an extra .030 gasket between the pump and the engine and the fuel
pressure went from 7 lbs to 3.2 and stayed right there and ran great...
Why it started pumping so much more gas I have no idea...
chris ambrose
M3X/jabiru A-2200
N327CS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326153#326153
________________________________________________________________________________
| From: | "George Bearden" <gab16(at)sbcglobal.net> |
| Subject: | RE: Special Airworthiness Information Bulletin for VW Engines |
> "Some folks" aren't very bright.
You have passed judgment already?
> You torque the case while rotating the crank to make sure a main bearing
hasn't jumped off it's locating dowel pin.
If "some folks" are fairly resourceful and careful, might they not have
anticipated this need and provided for it?
> Piston drag will mask the symptom until damage is done.
Unless someone has anticipated the problem and provided for it.
These VW engines were not used in aircraft applications.
> Good way to ruin parts without even running the engine.
I bought an expensive Pontiac someone had rebuilt and locked up this way.
When it wouldn't turn over after engine installation they let it sit for a
coupla years then sold it to me for a fraction of its value. WITH an engine
full of new parts. :-)
Ran good after reassembly.
GeoB
________________________________________________________________________________
| Subject: | Re: RE: Special Airworthiness Information Bulletin for VW Engines |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
George, Build four or five VW engines and report back.
Rick
On Sun, Jan 9, 2011 at 8:11 PM, George Bearden wrote:
>
> > "Some folks" aren't very bright.
>
> You have passed judgment already?
>
> > You torque the case while rotating the crank to make sure a main bearing
> hasn't jumped off it's locating dowel pin.
>
> If "some folks" are fairly resourceful and careful, might they not have
> anticipated this need and provided for it?
>
> > Piston drag will mask the symptom until damage is done.
>
> Unless someone has anticipated the problem and provided for it.
>
> These VW engines were not used in aircraft applications.
>
> > Good way to ruin parts without even running the engine.
>
> I bought an expensive Pontiac someone had rebuilt and locked up this way.
> When it wouldn't turn over after engine installation they let it sit for a
> coupla years then sold it to me for a fraction of its value. WITH an engine
> full of new parts. :-)
>
> Ran good after reassembly.
>
> GeoB
>
>
--
Zulu Delta
Kolb Mk IIIC
582 Gray head
4.00 C gearbox
3 blade WD
Thanks, Homer GBYM
It is not bigotry to be certain we are right; but it is bigotry to be unable
to imagine how we might possibly have gone wrong.
- G.K. Chesterton
________________________________________________________________________________
| Subject: | Interesting video |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
If you remember when one of the boys from the A/V dept brought the projector
to class and set it up to run, you'll love this.
Rick Girard
--
Zulu Delta
Kolb Mk IIIC
582 Gray head
4.00 C gearbox
3 blade WD
Thanks, Homer GBYM
It is not bigotry to be certain we are right; but it is bigotry to be unable
to imagine how we might possibly have gone wrong.
- G.K. Chesterton
________________________________________________________________________________
| Subject: | Re: Kolb/Jabiru carb overflow |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Chris,
Very glad to hear you found the actual problem. It IS a mystery as to why it changed
over time.
A couple questions:
1- Had you done any fuel pump maintenance before this happened? What is the total
gasket thickness now?
2- Are your electric and mechanical fuel pumps in series or parallel?
3- Do you normally run the electric during all phases of flight?
FWIW, my electric pump is plumbed in parallel with the mechanical and I use the
electric to fill the float bowl before starting and during approach and take-off.
I know the Facet is a 100% duty cycle pump which could be run full time but
it is an old habit of mine not to use it except as stated.
Also, I've never removed my fuel pump so don't know how much gasket is there and
I don't have a fuel pressure gage installed so don't know what it is producing.
I think I'll ckeck it out during next condition inspection.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
Everyone is entitled to his own opinion, but not his own facts.
Daniel Patrick Moynihan
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326229#326229
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: Interesting video |
Did I miss something here?
At 09:25 PM 1/9/2011, you wrote:
>If you remember when one of the boys from the A/V dept brought the
>projector to class and set it up to run, you'll love this.
>
>Rick Girard
>
>--
>Zulu Delta
>Kolb Mk IIIC
>582 Gray head
>4.00 C gearbox
>3 blade WD
>Thanks, Homer GBYM
>
>It is not bigotry to be certain we are right; but it is bigotry to
>be unable to imagine how we might possibly have gone wrong.
> - G.K. Chesterton
>
>
________________________________________________________________________________
| Subject: | Re: Interesting video |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
No, but I did.
http://www.youtube.com/watch?v=ftq8jTQ8ANE
<http://www.youtube.com/watch?v=ftq8jTQ8ANE>Rick
On Sun, Jan 9, 2011 at 9:25 PM, Richard Girard wrote:
> If you remember when one of the boys from the A/V dept brought the
> projector to class and set it up to run, you'll love this.
>
> Rick Girard
>
> --
> Zulu Delta
> Kolb Mk IIIC
> 582 Gray head
> 4.00 C gearbox
> 3 blade WD
> Thanks, Homer GBYM
>
> It is not bigotry to be certain we are right; but it is bigotry to be
> unable to imagine how we might possibly have gone wrong.
> - G.K. Chesterton
>
>
> *
>
> *
>
>
--
Zulu Delta
Kolb Mk IIIC
582 Gray head
4.00 C gearbox
3 blade WD
Thanks, Homer GBYM
It is not bigotry to be certain we are right; but it is bigotry to be unable
to imagine how we might possibly have gone wrong.
- G.K. Chesterton
________________________________________________________________________________
| Subject: | 912S engine start |
| From: | "Rex Rodebush" <jrrodebush(at)gmail.com> |
Started my engine for the first time yesterday. It had been sitting in the basement
for about a year but started immediately and sounded great. Have to do
some throttle adjustments and prop pitch changes. I had about 5700 rpm and still
had some throttle to go. I used 10 degree angle on a 70" three blade warp
prop. Will try 12 degrees and see how that works.
Rex
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326253#326253
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: 912S engine start |
Started my engine for the first time yesterday. It had been sitting in the
basement for about a year but started immediately and sounded great. Have
to do some throttle adjustments and prop pitch changes. I had about 5700
rpm and still had some throttle to go. I used 10 degree angle on a 70"
three blade warp prop. Will try 12 degrees and see how that works.
Rex
Rex R/Gang:
I prop for 5400 static WOT.
That gives me 5500 WOT straight and level with my MKIII.
john h
mkIII
912ULS
71" Warp Drive 3 Blade Fast Taper
Titus, Alabama - Freezing rain. Woke up to 32F. Now 33F. Think I'll stay
inside today.
________________________________________________________________________________
| From: | daniel myers <h20maule(at)hotmail.com> |
| Subject: | 912ULS and IVO prop for sale |
For anyone who's interested=2C I have a 2007 912s for sale with 330 hrs. so
ft start=2C slipper clutch=2C etc. runs perfectly. lots of new stuff instal
led. 100 hrs on 68inch IVO$13=2C999Daniel Myersh20maule(at)hotmail.com407 920
7700
________________________________________________________________________________
| Subject: | Re: 912S engine start |
| From: | "Rex Rodebush" <jrrodebush(at)gmail.com> |
Thanks John. Do you remember what angle you used?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326268#326268
________________________________________________________________________________
| Subject: | Re: Interesting video |
| From: | "Dennis Thate" <retroman(at)frontier.com> |
Rick,
Thanks for that video post. My Firestar does not have the aerodynamic wing strut
fiberglass shell installed. This will be one of the first things I do before
I fly it.
Thanks
Dennis
Good [Idea] !
--------
Both optimists and pessimists contribute to our society. The optimist invents
the airplane and the pessimist the parachute. ~Gil Stern
Faith is believing what you know ain't so - Mark Twain
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326275#326275
________________________________________________________________________________
| Subject: | Re: 912S engine start |
| From: | Rick Neilsen <neilsenrm(at)gmail.com> |
John
The manual for the SportCruiser says that Rotax 912 ULS should be operated
normal cruise at 4,800-5,300 but with 100LL 5,000-5,300. I assume this is to
deal with the high lead content of 100LL. Interesting.
Rick Neilsen
Redrive VW Powered MKIIIC
On Mon, Jan 10, 2011 at 11:55 AM, John Hauck wrote:
>
>
> Started my engine for the first time yesterday. It had been sitting in
> the
> basement for about a year but started immediately and sounded great. Have
> to do some throttle adjustments and prop pitch changes. I had about 5700
> rpm and still had some throttle to go. I used 10 degree angle on a 70"
> three blade warp prop. Will try 12 degrees and see how that works.
>
> Rex
>
>
> Rex R/Gang:
>
> I prop for 5400 static WOT.
>
> That gives me 5500 WOT straight and level with my MKIII.
>
> john h
> mkIII
> 912ULS
> 71" Warp Drive 3 Blade Fast Taper
> Titus, Alabama - Freezing rain. Woke up to 32F. Now 33F. Think I'll stay
> inside today.
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: 912S engine start |
The manual for the SportCruiser says that Rotax 912 ULS should be operated
normal cruise at 4,800-5,300 but with 100LL 5,000-5,300. I assume this is to
deal with the high lead content of 100LL. Interesting.
Rick Neilsen
Rick N/Folks:
Yes, I'd think it had to do with lots of lead.
john h
mkIII
Titus, AL
________________________________________________________________________________
| Subject: | Re: throttle cable splitter failure |
| From: | "Kirby, Dennis Civ USAF AFMC AFNWC/EN" <Dennis.Kirby(at)kirtland.af.mil> |
<< Push about 3/32" of cable through and then rat tail it severely with
a small tool ... then solder it. >>
Jimmy -
The exact thing happened to me a few years ago, on my Mark-3. Throttle
cable slipped thru the ferrule. Fortunately for me, on the 912, the
carbs spring to full throttle if the cable lets go. This gave me the
fortunate opportunity to fly back to my airport, enter the pattern, and
shut down the engine on downwind, making for and easy deadstick pattern
and landing.
Richard Pike shared the same advice with me (above) at the time , on
fixing the cable/ferrule interface. It's an excellent solution -
guaranteed not to ever pull thru again. That's how I fixed it on my
Kolb.
Glad to hear you exercised excellent judgment, and made a safe landing
without damage to you or your Firestar.
Dennis Kirby
Mark-III, 912ul,
Sandia Park, NM
________________________________________________________________________________
| From: | "George Bearden" <gab16(at)sbcglobal.net> |
| Subject: | RE: Special Airworthiness Information Bulletin for VW Engines |
> George, Build four or five VW engines and report back.
Reporting as requested sir.
Been there, done that. Some I built as hot-rods, some as mpg champs, once as
a wedding gift, always with care.
GeoB
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: 912S engine start |
Thanks John. Do you remember what angle you used?
**********************************
Not for sure.
12 to 12.5 sounds pretty good. Each engine and prop will have its own
setting. Main thing when you get it dialed in close is to insure all three
blades are set the same, even if it was over or under 5500 WOT straight and
level flight, by just a little bit. I doubt most of our tachs are all that
accurate anyhow. I usually do a prop tach check when I adjust my prop to
insure my engine tach is close.
john h
mkIII
Titus, AL
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
| Subject: | Re: Interesting video |
Richard , I am amazed at how much difference there is , I built my-KXP wi
th =0Astreamlined wing struts but didnt realize how munch difference it mad
!-Thanks =0Afor that link and I think there is more to learn on that sam
e Youtube page-Chris =0ADavis=0AKXP 503 492 hrs=0AGlider Pilot=0ADisabled
from crash building Firefly =0A=0A=0A=0A=0A_______________________________
_=0AFrom: Richard Girard <aslsa.rng(at)gmail.com>=0ATo: kolb-list(at)matronics.co
m=0ASent: Mon, January 10, 2011 11:35:05 AM=0ASubject: Re: Kolb-List: Inter
esting video=0A=0ANo, but I did. =0A=0Ahttp://www.youtube.com/watch?v=ftq
8jTQ8ANE=0A=0ARick=0A=0A=0AOn Sun, Jan 9, 2011 at 9:25 PM, Richard Girard <
aslsa.rng(at)gmail.com> wrote:=0A=0AIf you remember when one of the boys from
the A/V dept brought the projector to =0Aclass and set it up to run, you'll
love this. =0A=0A>=0A>=0A>Rick Girard=0A>=0A>-- =0A>=0A>Zulu Delta=0A>Kolb
Mk IIIC=0A>582 Gray head=0A>4.00 C gearbox=0A>3 blade WD=0A>Thanks, Homer
GBYM=0A>=0A>=0A>It is not bigotry to be certain we are right; but it is big
otry to be unable to =0A>imagine how we might possibly have gone wrong.=0A>
---G.K. Chesterton=0A>=0A>=0A>=0A> get="_blank">http://www.matroni
cs.com/Navigator?Kolb-List =0A>tp://forums.matronics.com _blank">http://w
ww.matronics.com/contribution =0A>=0A=0A=0A-- =0A=0AZulu Delta=0AKolb Mk
IIIC=0A582 Gray head=0A4.00 C gearbox=0A3 blade WD=0AThanks, Homer GBYM=0A
=0AIt is not bigotry to be certain we are right; but it is bigotry to be un
able to =0Aimagine how we might possibly have gone wrong.=0A---G.K. Che
=0A=0A=0A=0A
________________________________________________________________________________
| Subject: | Re: 912S engine start |
| From: | "Rex Rodebush" <jrrodebush(at)gmail.com> |
I'll try 12 degrees and see what happens. I have an E.I.S. and also a tach guage.
They were within about 25 rpm of each other as best I could see so I'm comfortable
that it's a good reading.
The Rotax manual that I have ok's a max. continuous speed of 5500 rpm but 5 minutes
only at 5800 rpm.
Rex
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326316#326316
________________________________________________________________________________
| Subject: | Re: Kolb/Jabiru carb overflow |
| From: | "ces308" <ces308(at)ldaco.com> |
Ok...Chapter 14....I thought I had the problem solved ,then I flew it today...stayed
over the airport for about 10 minutes and it seemed to run fine...headed
out over the lake,throttled down to loose some altitude and it started all over
again...I headed back to the airport and it sounded like it was going to quit
again...I kept the throttle wide open and luckily it started to clear out
and kept running....land ... Called Pete at Jabiru ,told him about spacing the
pump out .030 and it seemed to be ok....his thought now was the spring in the
pump needed replacing...I removed the spring...took about 7/16 off the spring
put it back on the plane with a fuel pressure Gage and at idle I had 1.7 and
it went to almost 3lbs wide open....when I GET THE NEW SPRING ,i WILL PUT IT IN
AND TAKE ANOTHER pressure reading....
stay tuned...
chris ambrose
M3X/jabiru
N327CS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326322#326322
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Interesting video |
Richard , I am amazed at how much difference there is , I built my KXP with
streamlined wing struts but didnt realize how munch difference it mad !
Chris
Davis
Chris D/Gang:
1987, I was flying my brand new FS without brakes and with standard round
lift struts out of Gantt IAP, all 600 feet of it.
I finally saved up enough money to buy 4130 streamlined tubing for new lift
struts. Brother Jim welded them up for me, I got them prepped, painted, and
installed.
On my first test flight I was amazed at how stable and solid the FS felt.
The round aluminum struts were constantly dancing in flight. On my first
landing I had to go around. I ran out of airstrip. With no brakes to slow
me down, and a hefty increase in glide and reduction in drag, I had to
rethink my landings. Was time for brakes. ;-( By Spring 1988, I had
brakes and longer heat treated 4130 gear legs, 35.5" long. I chose that
length because Lindberg Heat Treating in Orlando, FL, could only go 36". By
being able to get the nose higher during landing and roll out I was able to
use the bottom of the wing to help slow me down, plus my new Hegar Brakes.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: 912S engine start |
The Rotax manual that I have ok's a max. continuous speed of 5500 rpm but 5
minutes only at 5800 rpm.
Rex
Rex/Gang:
That is why we pitch for 5500 straight and level WOT with a fixed pitch or
ground adjustable prop. If we pitch for 5800 we have terrific climb and
poor cruise. Pitch for 5500 and we get the best climb and cruise combo.
5800 could be used for 5 min if you had an inflight adjustable prop, which
would be a nice toy, but not really necessary to have fun and fly where you
want to. I have never had a problem being pitched for 5500.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
| Subject: | Re: Interesting video |
- John- Very interesting info about your Firestar.- I have a set of ste
el (!) streamlined struts, almost 10 pounds for the pair.- I intended to
swap them out for round aluminum to cut some weight.- Once they are off,
I will probably put them up for grabs.- Your comment about your 600 foot
field got my attention.- My spot for a field at my place in Vt. is about
600 to 700 feet long.- It's on top of a small hill, with the ground being
lower at both ends.- The prevailing wind is aligned with the runway.-
I was wondering about the necessity of brakes, and now I know.- I wonder
if Richard Pike still has the old FS brakes he mentioned.-
-
-------------------------
-------------------------
------- Bill Sullivan
-------------------------
-------------------------
------- Windsor Locks, Ct.
-------------------------
-------------------------
------- FS 447
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Interesting video -> Drag Reduction |
Date: Mon, 10 Jan 2011 11:34:24 -0800 (PST)
From: chris davis <capedavis(at)yahoo.com>
>
Richard , I am amazed at how much difference there is , I built my KXP with
streamlined wing struts but didnt realize how munch difference it mad !
Thanks for that link and I think there is more to learn on that same Youtube
page
>
Chris,
If you are interested in drag reduction, see:
http://jackbhart.com/firefly/pdrag.html
And everything under "Drag Reduction" on the following:
http://jackbhart.com/firefly/fireflyindex.html
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Interesting video |
John- Very interesting info about your Firestar. I have a set of steel (!)
streamlined struts, almost 10 pounds for the pair. I intended to swap them
out for round aluminum to cut some weight. Once they are off, I will
probably put them up for grabs.
Bill Sullivan
Windsor Locks, CT.
FS 447
Bill S/Gang:
I think the reduction in drag, absence of vibration, and good solid feel of
the steel streamlined struts will far outweigh the difference in weight,
which probably will not be that much. Definitely not progressing going
round aluminum.
john h
mkIIUI
Titus, Alabama
________________________________________________________________________________
| Subject: | FW: Type certificate for KOLB MARK II TWINSTAR/ Rotax 582 |
Hallo Everybody!
Can somebody send me a type certificate by copy for my KOLB MARK II
TWINSTAR/with Rotax 582/?
It would be the best in english language, or in others.
Please to help for a " poor" kolb pilot!!!!!!!!!!!!!!!!!!!
Thank's.
Zolt=E1n Tibor
KOLB Twinstar/R582
zetebete@t-online.hu
________________________________________________________________________________
| From: | "b young" <by0ung(at)brigham.net> |
| Subject: | Re: Kolb/Jabiru carb overflow |
Ok...Chapter 14....I thought I had the problem solved ,then I flew it
today...stayed over the airport for about 10 minutes and it seemed to
run fine...headed out over the lake,throttled down to loose some
altitude and it started all over again...I headed back to the airport
and it sounded like it was going to quit again...I kept the throttle
wide open and luckily it started to clear out and kept running....land
... Called Pete at Jabiru ,told him about spacing the pump out .030 and
it seemed to be ok....his thought now was the spring in the pump needed
replacing...I removed the spring...took about 7/16 off the spring put it
back on the plane with a fuel pressure Gage and at idle I had 1.7 and it
went to almost 3lbs wide open....when I GET THE NEW SPRING ,I WILL PUT
IT IN AND TAKE ANOTHER pressure reading....
stay tuned...
chris ambrose
>>>>>>>>>>>>>>>
seems that springs loose tension after time.... I am puzzled on how you
would get an increase of pressure.... is there any chance at a reduced
power setting there is a vibration that is putting enough bubbles in the
float bowl that the float wont sense the correct level?
boyd young
mkiii
________________________________________________________________________________
| Subject: | Re: Kolb/Jabiru carb overflow |
| From: | "ces308" <ces308(at)ldaco.com> |
OK..
Our theory on the spring is this....as the spring gets rusty from condensation
it gets more brittle and harder thusly,making more pressure as it pushes the
fuel into the carb...cutting it off,making it shorter also made the spring weaker
and reducing the pressure...you think ???When I get the new spring ,I am
going to rust proof it just for the heck of it then re-install it and take another
pressure reading....
chris ambrose
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326355#326355
________________________________________________________________________________
| From: | <rmurrill(at)cox.net> |
| Subject: | Re: Kolb/Jabiru carb overflow |
Contrary view...Wow there are thousands of those engines in service, lots with
very high hours, and yours is the first to suffer "rusty fuel pump spring hardness"?
I am unaware of the metallurgy that leads to increased elastic modulus
from rusted steel surface damage. Maybe something hangs up on the spring movement
or a diaphragm movement......I think I would look again for maybe a vacuum
or vent leak in the induction systems that develops with temperature differential.
Best of luck..
Bob
---- ces308 wrote:
>
> OK..
>
> Our theory on the spring is this....as the spring gets rusty from condensation
it gets more brittle and harder thusly,making more pressure as it pushes the
fuel into the carb...cutting it off,making it shorter also made the spring
weaker and reducing the pressure...you think ???When I get the new spring ,I
am going to rust proof it just for the heck of it then re-install it and take
another pressure reading....
>
> chris ambrose
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=326355#326355
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: FW: Type certificate for KOLB MARK II TWINSTAR/ Rotax |
582
Kolbs (in the US at least) don't have type certificates, which are only for
factory produced aircraft. Kolbs here are certificated in the
Experimental category, with only an airworthiness certificate.
-Dana
At 04:08 PM 1/10/2011, zetebete wrote:
>
>Can somebody send me a type certificate by copy for my KOLB MARK II
>TWINSTAR/with Rotax 582/?
>
>It would be the best in english language, or in others.
--
But, Officer, a broadsword is hardly a concealed weapon!
________________________________________________________________________________
| From: | Malcolm Brubaker <brubakermal(at)yahoo.com> |
yes i need a 3 in egt-gage-- please reply off list ell send cash fast
mal=0A-Malcolm Brubaker =0AMichigan Sport=0APilot Repair =0ALSRM-A, PPC,
WS=0A(989)513-3022 =0A=0A=0A=0A=0A________________________________=0AFrom:
daniel myers =0ATo: kolb-list(at)matronics.com=0ASent:
Mon, January 10, 2011 11:55:04 AM=0ASubject: Kolb-List: 912ULS and IVO prop
for sale=0A=0A=0AFor anyone who's interested, I have a 2007 912s for sale
with 330 hrs. soft =0Astart, slipper clutch, etc. runs perfectly. lots of n
ew stuff installed. 100 hrs =0Aon 68inch IVO =0A=0A$13,999=0ADaniel Myers
=0A=0A=0A=0A
________________________________________________________________________________
| From: | Jon LaVasseur <firestar503(at)yahoo.com> |
| Subject: | Firestar winter flying video |
Friends,
I recently uploaded a video, made years ago, to YouTube. It was my first
attempt at video and isn't that great or sharp but it does give an idea of how
flying is done up north in winter.
http://www.youtube.com/watch?v=-a834qGn-OU
Enjoy, I hope.
Jon L
Minnesota
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell1020(at)hughes.net> |
| Subject: | Re: Firestar winter flying video |
Very nice Jon.
Larry
Note: If you forward this email, please delete the forwarding history,
which includes my email address.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Firestar winter flying video |
Very nice Jon.
Larry
Even the sun looks cold up there in the Far North.
Very nice flying and video.
Be glad when the weather straightens itself out down here in the sunny south
and I can go fly a little.
john h
mkIII
Titus, AL
________________________________________________________________________________
| Subject: | Re: Firestar winter flying video |
| From: | "Dennis Thate" <retroman(at)frontier.com> |
Thanks Jon from Minnesota ...." Hi Mom !" :) Very enjoyable footage.
--------
Both optimists and pessimists contribute to our society. The optimist invents
the airplane and the pessimist the parachute. ~Gil Stern
Faith is believing what you know ain't so - Mark Twain
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326443#326443
________________________________________________________________________________
| Subject: | Re: Firestar winter flying video |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Jon,
Great video!
Here in Buffalo, we get a good bit more snow than you but it does not get as cold
as it does there in MN, compliments of the Lakes Eire and Ontario. Unfortunately,
our winter flying conditions are generally poor because of the nearly constant
low overcast and high winter winds, also compliments of being downwind
from the Lakes.
In the past week we have had unusually nice conditions, colder than normal but
some sunshine and rather low winds but my Slingshot is moth-balled for the winter.
If climate change continues on its current trajectory, I might not moth-ball
it next winter.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
Everyone is entitled to his own opinion, but not his own facts.
Daniel Patrick Moynihan
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326467#326467
________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
| Subject: | Re: Firestar winter flying video |
- Nice video, but it raises a couple of questions.- What about the tail
wheel?- Does it sink in and drag, or do you have a short ski hooked to i
t?- How do you cross the bare spots on the pavement?- Get into the hang
er?- Just curious.
-
-------------------------
-------------------- Bill Sullivan
-------------------------
-------------------- Windsor Locks,
Ct.
-------------------------
-------------------- FS 447
________________________________________________________________________________
| Subject: | Re: Interesting video |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
[quote="williamtsullivan(at)att.n"]
I was wondering about the necessity of brakes, and now I know. I wonder if Richard
Pike still has the old FS brakes he mentioned.
Bill Sullivan
Windsor Locks, Ct.
FS 447
[quote]
Sitting in the hangar, give me a call, 423-323-9441 or richard (at) bcchapel.org
Richard Pike
MKIII N420P (420ldPoops)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326484#326484
________________________________________________________________________________
| Subject: | FW: Type certificate for KOLB MARK II TWINSTAR/ Rotax |
582
Hallo Dana
Thank You very-very much, for your urgent reply!
I understand, you wrote me.So I must tell, I need an airworthiness
certificata of KOLB MARK II.TWINSTAR/R582.
Would You be so kinde to help me to receive a copy.
It's my problem, my KOLB is forbided by the aviation authority.Namely, my
KOLB is the one single KOLB plane in Hungary, and so the authority does'n
know this type.
Regards
Tibi
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Dana Hague
Sent: Monday, January 10, 2011 11:53 PM
Subject: Re: Kolb-List: FW: Type certificate for KOLB MARK II TWINSTAR/
Rotax 582
Kolbs (in the US at least) don't have type certificates, which are only for
factory produced aircraft. Kolbs here are certificated in the Experimental
category, with only an airworthiness certificate.
-Dana
At 04:08 PM 1/10/2011, zetebete wrote:
Can somebody send me a type certificate by copy for my KOLB MARK II
TWINSTAR/with Rotax 582/?
It would be the best in english language, or in others.
--
But, Officer, a broadsword is hardly a concealed weapon!
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | FW: Type certificate for KOLB MARK II TWINSTAR/ Rotax |
582
Personally=2C if "I" had an airworthiness certificate=2C I'd send him a c
opy.
What he does with it is up to him.
Mike Welch
From: zetebete@t-online.hu
Subject: RE: Kolb-List: FW: Type certificate for KOLB MARK II TWINSTAR/ Rot
ax 582
Date: Tue=2C 11 Jan 2011 21:00:11 +0100
Hallo Dana
Thank You very-very much=2C for your urgent reply!
I understand=2C you wrote me.So I must tell=2C I need an airworthiness cer
tificata of KOLB MARK II.TWINSTAR/R582.
Would You be so kinde to help me to receive a copy.
It=92s my problem=2C my KOLB is forbided by the aviation authority.Namely
=2C my KOLB is the one single KOLB plane in Hungary=2C and so the authority
does=92n know this type.
Regards
Tibi
From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server@m
atronics.com] On Behalf Of Dana Hague
Sent: Monday=2C January 10=2C 2011 11:53 PM
Subject: Re: Kolb-List: FW: Type certificate for KOLB MARK II TWINSTAR/ Rot
ax 582
Kolbs (in the US at least) don't have type certificates=2C which are only f
or factory produced aircraft. Kolbs here are certificated in the Experime
ntal category=2C with only an airworthiness certificate.
-Dana
At 04:08 PM 1/10/2011=2C zetebete wrote:
Can somebody send me a type certificate by copy for my KOLB MARK II TWINSTA
R/with Rotax 582/?
It would be the best in english language=2C or in others.
--
But=2C Officer=2C a broadsword is hardly a concealed weapon! http://www.ma
tronics.com/Navigator?Kolb-Listhttp://forums.matronics.comhttp://www.matron
ics.com/contribution
________________________________________________________________________________
| Subject: | Re: FW: Type certificate for KOLB MARK II TWINSTAR/ Rotax 582 |
| From: | Rick Neilsen <neilsenrm(at)gmail.com> |
Tibi
Maybe some one in England or one of the other countries that requires one
can send you what they have. If you really have a MKII there may not be any
type certificates anywhere. If you have a MKIII maybe a certificate from a
country that requires one can send you what they have. How about it out
there?
Again most of us are in the United States and we aren't required to have on
e
so none of us have one to send you.
Rick Neilsen
Redrive VW Powered MKIIIC
On Tue, Jan 11, 2011 at 3:08 PM, Mike Welch wrote
:
> Personally, if "*I*" had an airworthiness certificate, I'd send him a
> copy.
>
> What he does with it is up to him.
>
> Mike Welch
>
> ------------------------------
> From: zetebete@t-online.hu
>
> To: kolb-list(at)matronics.com
> Subject: RE: Kolb-List: FW: Type certificate for KOLB MARK II TWINSTAR/
> Rotax 582
> Date: Tue, 11 Jan 2011 21:00:11 +0100
>
>
> Hallo Dana
>
>
> Thank You very-very much, for your urgent reply!
>
> I understand, you wrote me.So I must tell, I need an airworthiness
> certificata of KOLB MARK II.TWINSTAR/R582.
>
> Would You be so kinde to help me to receive a copy.
>
> It=92s my problem, my KOLB is forbided by the aviation authority.Namely,
my
> KOLB is the one single KOLB plane in Hungary, and so the authority does
=92n
> know this type.
>
> Regards
>
> Tibi
>
>
> *From:* owner-kolb-list-server(at)matronics.com [mailto:
> owner-kolb-list-server(at)matronics.com] *On Behalf Of *Dana Hague
> *Sent:* Monday, January 10, 2011 11:53 PM
> *To:* kolb-list(at)matronics.com
> *Subject:* Re: Kolb-List: FW: Type certificate for KOLB MARK II TWINSTAR/
> Rotax 582
>
>
> Kolbs (in the US at least) don't have type certificates, which are only f
or
> factory produced aircraft. Kolbs here are certificated in the Experimen
tal
> category, with only an airworthiness certificate.
>
> -Dana
>
> At 04:08 PM 1/10/2011, zetebete wrote:
>
>
> Can somebody send me a type certificate by copy for my KOLB MARK II
> TWINSTAR/with Rotax 582/?
>
> It would be the best in english language, or in others.
>
>
> --
>
> But, Officer, a broadsword is hardly a concealed weapon!
>
> * *
>
> * *
>
> **
>
> **
>
> **
>
> **
>
> **
>
> **
>
> *http://www.matronics.com/Navigator?Kolb-List*
>
> **
>
> **
>
> **
>
> *http://forums.matronics.com*
>
> **
>
> **
>
> **
>
> **
>
> *http://www.matronics.com/contribution*
>
> **
>
> * *
>
> *
>
> arget=_blank>http://www.matronics.com/Navigator?Kolb-List
> ttp://forums.matronics.com
> =_blank>http://www.matronics.com/contribution
> *
>
> *
>
===========
===========
===========
===========
> *
>
>
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | FW: Type certificate for KOLB MARK II TWINSTAR/ Rotax |
582
At 03:00 PM 1/11/2011, zetebete wrote:
>I understand, you wrote me.So I must tell, I need an airworthiness
>certificata of KOLB MARK II.TWINSTAR/R582.
>
>Would You be so kinde to help me to receive a copy.
>
>It s my problem, my KOLB is forbided by the aviation authority.Namely, my
>KOLB is the one single KOLB plane in Hungary, and so the authority does n
>know this type.
I can't help you; my Kolb doesn't have an airworthiness certificate (it's
not required) and it's not a Twinstar anyway.
In the US, every Kolb is amateur built, so each one is (legally)
different. The manufacturer is not "Kolb", but whoever actually builds the
plane. The design itself is not certificated.
Did you build it yourself, or did you buy it from outside of the
country? If the latter, the seller should have something, no?
-Dana
--
Question Authority and the authorities will question you!
________________________________________________________________________________
| From: | "Ron @ KFHU" <captainron1(at)cox.net> |
| Subject: | FW: Type certificate for KOLB MARK II TWINSTAR/ Rotax |
582
I agree with Mike W, I would send him my certificate scanned or otherwise if I
had one. I guess the G-robots there need something to show them that this type
of craft is Really really certificated in the big world outside of their domain.
and if it comes from Uncle Sam its good, its even better for the Euro mentality
if it would be a UK certificate.
________________________________________________________________________________
| From: | "Nick Cassara" <nickc(at)mtaonline.net> |
| Subject: | Air foil for cable... |
Kolber's,
A year or two ago someone posted drag values for parts of a Kolb, if I
remember right. I was amazed at the drag values for the cables on the tail.
One of you, with a lot more skill than me, can probable come up with an
airfoil for a cable!
Winter is not over yet, what do you think?
Thanks as all ways for all your knowledge!
Nick Cassara
Palmer, Alaska
Kolbra #1
________________________________________________________________________________
| From: | George Bearden <gab16(at)sbcglobal.net> |
| Subject: | Re: Air foil for cable... |
> I was amazed at the drag values for the cables on the tail.
I would like to see the drag values too.
I have been thinking about this issue- now, I am not any kind of aircraft guru,
completely new to aircraft- so I am just 'seeding' the discussion with an idea.
Have you ever used Shoo-goo? Great stuff. Much stronger and tougher than silicone
seal, yet comes in a squeeze tube.
I wish the feller in the lab coat in the video had demonstrated the drag of a tube
faired on only one side, because that is what I am thinking- run a bead of
shoo-goo down a cable, shape it into a 'V' between your fingers somehow.
A Kolber posted pics somewhere showing aluminum v-shaped fairings he had a sheet
metal shop brake for him. They were rivited to the sides, forming a trailing
edge streamlined shape. Don't know how effective they are (he had no test data
either) but it gave me the idea on the cable streamlining.
________________________________________________________________________________
| From: | "Pat Ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Air foil for cable... |
With all the current excitement about cutting drag it occurs to me that
most of the examples shown have been for much higher speeds that the
ones we generally fly at.
I forget the maths now but doesn`t drag increase at the square of the
speed or something like that?
Streamling lift struts etc might be worth it, and it looks nice, but is
it worth it for cables at speeds of 50 to 70?
WW1 biplanes used tear drop shaped cables certainly but they were
operating at around 100mph and few of us reach that and live to tell the
tale.
Just a thought
Pat
________________________________________________________________________________
| Subject: | Re: Kolb/Jabiru carb overflow |
| From: | "racerjerry" <gki(at)suffolk.lib.ny.us> |
All the thoughts expressed here are right on target, but dont forget the common
simple/basic cause of carb flooding which is HEAVY FLOAT. With metal floats
- a leak/pinhole or with composite floats - soggy/porous.
--------
Jerry King
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326654#326654
________________________________________________________________________________
| From: | "Pat Ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: FW: Type certificate for KOLB MARK II TWINSTAR/ Rotax |
582
If the person requireing a C of A for a Kolb will contact me I am happy
to e-mail or fax a copy of the Permit to Fly issued by the CAA in the
UK. It is valid until Mar 15th which may or may not be of significance.
If it will help I can supply a copy of the Form completed by my
Inspector last March.
Authority likes to have a form even if they do not understand what it is
for.
Pat Ladd
________________________________________________________________________________
| Subject: | Air foil for cable... |
| From: | "elleryweld(at)aol.com" <elleryweld(at)aol.com> |
-----Original Message-----
Date: Wednesday, January 12, 2011 2:36:20 am
From: "Nick Cassara" <nickc(at)mtaonline.net>
Subject: Kolb-List: Air foil for cable...
Kolber's,
would it reduce drag if you was to fold a peice of vinal tape in half over the
cable to give it at least a 3/4 inch trailing edge reduce drag?
A year or tw
o ago someone posted drag values for parts of a Kolb, if I
remember right. I was amazed at the drag values for the cables on the tail.
One of you, with a lot more skill than me, can probable come up with an
airfoil for a cable!
Winter is not over yet, what do you think?
Thanks as all ways for all your knowledge!
Nick Cassara
Palmer, Alaska
Kolbra #1
________________________________________________________________________________
| Subject: | Air foil for cable... |
| From: | "elleryweld(at)aol.com" <elleryweld(at)aol.com> |
would it reduce drag on a cable if you was to fold a peice of vinal tape in half
to leave a 3/4 inch trailing edge? let the testing begin
-----Original Message-----
Date: Wednesday, January 12, 2011 2:36:20 am
From: "Nick Cassara" <nickc(at)mtaonline.net>
Subject: Kolb-List: Air foil for cable...
Kolber's,
A year or two ago someone posted drag values for parts of a Kolb, if I
remember right. I was amazed at the drag values for the cables on the tail.
One of you, with a lot more skill than me, can probable come up with an
airfoil for a cable!
Winter is not over yet, what do you think?
Thanks as all ways for all your knowledge!
Nick Cassara
Palmer, Alaska
Kolbra #1
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Air foil for cable... |
At 02:26 AM 1/12/2011, Nick Cassara wrote:
>One of you, with a lot more skill than me, can probable come up with an
>airfoil for a cable!
Streamlined wires have long been used in aircraft. There are a couple of
companies that still make them today. They're solid wire, rolled to the
streamline shape, then threads have to be formed at the ends... they're
special order, of course, made to the specific length you need... and
expensive.
Years ago, in U-control (control line) model airplane racing (these models
can go 200+ mph, on 60' cables of around .015 diameter), somebody figured
out that the lines were 80% or more of the drag, and came up with what was
termed "funny lines"... basically a streamlined enclosure to hold the two
lines close together, one behind the other. The original was a thin wall
tube slipped over the front wire, and a bit of tap wrapped around and stuck
to itself forming a tab in back, forming a crude airfoil shape. The rear
wire ran through the gap in the tape immediately behind the tube. Later,
molded plastic shapes were used. IIRC, they cleaned up in the speed events
at the Nationals that year... and funny lines were promptly banned
immediately afterwards.
-Dana
--
Beam me up, Scotty, it ate my phaser.
________________________________________________________________________________
| Subject: | Re: Air foil for cable... |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
This is overexposed, but you get the idea: OD 5/16" X 5/32" X 35", ID 1/8" X 1/4".
Got it at the local RC hobby shop, thinwall aluminum, weight 1/2 oz. Ought
to be able to slip a tail brace wire through it during cable assembly, Goop it
to an end fitting to keep it from pivoting. Use 2 pieces, each one attached
at an end fitting, leave the middle of the wire uncovered so you could still fold
the tail? Maybe squeeze it thinner so that it has less cross section?
Food for thought...
Richard Pike
MKIII N420P (420ldPoops)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326673#326673
Attachments:
http://forums.matronics.com//files/sl_125.jpg
________________________________________________________________________________
| Subject: | Re: Air foil for cable... |
| From: | Duane Ransdell <radiobluebook(at)gmail.com> |
Regarding drag; this is an interesting video that has been circulating on
other groups.
http://www.youtube.com/watch?v=ftq8jTQ8ANE
On Wed, Jan 12, 2011 at 2:53 AM, George Bearden wrote:
>
> > I was amazed at the drag values for the cables on the tail.
>
> I would like to see the drag values too.
>
> I have been thinking about this issue- now, I am not any kind of aircraft
> guru, completely new to aircraft- so I am just 'seeding' the discussion with
> an idea.
>
> Have you ever used Shoo-goo? Great stuff. Much stronger and tougher than
> silicone seal, yet comes in a squeeze tube.
>
> I wish the feller in the lab coat in the video had demonstrated the drag of
> a tube faired on only one side, because that is what I am thinking- run a
> bead of shoo-goo down a cable, shape it into a 'V' between your fingers
> somehow.
>
> A Kolber posted pics somewhere showing aluminum v-shaped fairings he had a
> sheet metal shop brake for him. They were rivited to the sides, forming a
> trailing edge streamlined shape. Don't know how effective they are (he had
> no test data either) but it gave me the idea on the cable streamlining.
>
>
________________________________________________________________________________
| Subject: | Re: Air foil for cable... |
| From: | "Rex Rodebush" <jrrodebush(at)gmail.com> |
The experiment we saw on the video and many others are explained in the book "Shape
and Flow, the Fluid Dynamics of Drag" by Ascher H. Shapiro, published by
Doubleday Anchor. It's out of print but I got a copy via the internet.
Rex
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326709#326709
________________________________________________________________________________
| Subject: | Re: Interesting video |
| From: | "Rex Rodebush" <jrrodebush(at)gmail.com> |
The experiment we saw on the video and many others are explained in the book "Shape
and Flow, the Fluid Dynamics of Drag" by Ascher H. Shapiro, published by
Doubleday Anchor. It's out of print but I got a copy via the internet.
Rex
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326710#326710
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Air foil for cable... |
> would it reduce drag on a cable if you was to fold a peice of vinal tape
in half to leave a 3/4 inch trailing edge? let the testing begin
>Ellery
Ellery=2C
Yes=2C I bet it would....a lot.
What about this idea? I have a roll of heavy thickness aluminum tape=2C
the
kind air conditioning installers use (that's who I go it from!!). It has a
protective
tape on it.
What if we cut the tape to length=2C then bent it lengthwise=2C down the
middle?
Then we pulled off the protective tape. Next=2C carefully (!!) stick a len
gth of
nylon string exactly down the center on the crease-line (this to hold the a
luminum
tape back a bit from the blunt edge=2C sort of trying to maintain the airfo
il shape).
Now=2C with the cable good & tight=2C try to accurately adhere the tape o
nto one
edge of cable. Once you have the orientation accurate=2C begin pinching th
e two
sides of the tape.
It may take a couple of practice runs=2C but I bet a guy could make a rea
lly good
looking aluminum tape cable airfoils.
Mike Welch
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Air foil for cable... |
It may take a couple of practice runs, but I bet a guy could make a
really good
looking aluminum tape cable airfoils.
Mike Welch
How much drag reduction to you expect to receive from streamlining 8 to 10
feet of 3/32" cable?
Doubt you or your Kolb would ever notice the difference.
The following does not pertain to cable air foils, but it does have
something to do with reducing drag and improving air flow to the prop on a
MKIII.
The first modification we made to my MKIII fuselage was replace the 7/16" or
1/2" round 4130 tubes with streamlined 4130 tubes at the rear of the
fuselage that brace the lower side of the rear engine mount. Don't know how
much good that did, but was bound to make some improvement removing that
drag and air turbulence right before it was fed into the cleanest part of
the prop arch.
Another thing we did that reduced drag was the main landing gear legs. Only
18" of .125" gear leg are exposed to the air stream.
Permanently enclosing the upper rear of the fuselage also reduced drag, as
did the keel faring on the bottom of the fuselage. The keel faring also
cleaned up air going to the prop.
Still the quickest MKIII until someone comes along that can out run me, side
by side.
Last race I had was at the Kolb Homecoming a couple years back with Steven
Green and his MKIII powered with a 912ULS. I beat hands down. ;-)
If only I could have out run John Williamson and his 912ULS powered Kolbra.
John was 10 mph quicker than Miss P'fer. Skinny Kolbs are faster than fat
ones.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| Subject: | FW: Type certificate for KOLB MARK II TWINSTAR/ Rotax |
582
For Mr. Pat Ladd
Hy Pat,
Many thank four your offer.
It would be very good, if you can send me a copy of your Kolb
certificate.
I don't know, it's accetable or not for the aviation authority.In any
case-
it' more,thann nothing.
I'm awaiting the copy to my address.: zetebete@t-online.hu
Many-many thank's for your help!
By Zolt=E1n Tibi
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Pat Ladd
Sent: Wednesday, January 12, 2011 12:26 PM
Subject: Re: Kolb-List: FW: Type certificate for KOLB MARK II TWINSTAR/
Rotax 582
If the person requireing a C of A for a Kolb will contact me I am happy
to
e-mail or fax a copy of the Permit to Fly issued by the CAA in the UK.
It is
valid until Mar 15th which may or may not be of significance.
If it will help I can supply a copy of the Form completed by my
Inspector
last March.
Authority likes to have a form even if they do not understand what it is
for.
Pat Ladd
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Type certificate for KOLB MARK II TWINSTAR |
Pat=2C John Brown=2C or any of our other British friends with Kolbs=2C
I was looking through all my original Kolb paperwork to see if I had anyt
hing that could
help out our buddy Tibi=2C and came across a statement in the Kolb sales br
ochure bragging
how safe=2C wonderful etc.=2C the MkIII is.
In this Kolb Aircraft Company letter=2C it brags about how the MkIII has
been CERTIFIED
(note the magic word certifed!!) to the "rigorous BCAR-s standard" in the U
.K. Wow!!
Now=2C I don't exactly know what that means=2C but it sure sounds officia
l to me.
The fact of the matter is=2C Tibi is probably being forced to come up wit
h some kind
of dumbass useless paperwork for some lard-ass desk jockey. (oops=2C my an
ti-government
feelings just slipped out)
Question for you helpful British blokes=3B can one of you really nice gu
ys dig up one of those
"certified BCAR-s standards" for this chap? It would probably be especiall
y helpful if it
had the word 'KOLB MkIII' on the form=2C I'd bet. How about help
ing this lad out??
Mike Welch
MkIII=2C but no certified paperwork=2C not yet=2C at least.
From: zetebete@t-online.hu
Subject: RE: Kolb-List: FW: Type certificate for KOLB MARK II TWINSTAR/ Rot
ax 582
Date: Wed=2C 12 Jan 2011 21:36:53 +0100
For Mr. Pat Ladd
Hy Pat=2C
Many thank four your offer.
It would be very good=2C if you can send me a copy of your Kolb certificate
.
I don=92t know=2C it=92s accetable or not for the aviation authority.In any
case- it=92 more=2Cthann nothing.
I=92m awaiting the copy to my address.: zetebete@t-online.hu
Many-many thank=92s for your help!
By Zolt=E1n Tibi
From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server@m
atronics.com] On Behalf Of Pat Ladd
Sent: Wednesday=2C January 12=2C 2011 12:26 PM
Subject: Re: Kolb-List: FW: Type certificate for KOLB MARK II TWINSTAR/ Rot
ax 582
If the person requireing a C of A for a Kolb will contact me I am happy to
e-mail or fax a copy of the Permit to Fly issued by the CAA in the UK. It i
s valid until Mar 15th which may or may not be of significance.
If it will help I can supply a copy of the Form completed by my Inspector l
ast March.
Authority likes to have a form even if they do not understand what it is fo
r.
Pat Ladd http://www.matronics.com/Navigator?Kolb-Listhttp://forums.matroni
cs.comhttp://www.matronics.com/contribution
________________________________________________________________________________
| From: | Malcolm Brubaker <brubakermal(at)yahoo.com> |
| Subject: | zenair floats plans. |
several years aho i sold a set of plans for the zenair floats to a-Kolber
=0A-can anyone rember buying a set?-- i lost my copy and need anothe
r- mal=0A-Malcolm Brubaker =0AMichigan Sport=0APilot Repair =0ALSRM-A,
PPC, WS=0A(989)513-3022 =0A=0A=0A=0A=0A________________________________=0AF
rom: "elleryweld(at)aol.com" =0ATo: kolb-list(at)matronics.co
m=0ASent: Wed, January 12, 2011 7:43:44 AM=0ASubject: RE: Kolb-List: Air fo
=0A=0Awould it reduce drag on a cable if you was to fol
d a peice of vinal tape in half =0Ato leave a 3/4 inch trailing edge?- le
t the testing begin =0A=0A-----Original Message-----=0ADate: Wednesday, Jan
uary 12, 2011 2:36:20 am=0ATo: <kolb-list(at)matronics.com>=0AFrom: "Nick Cass
ara" =0ASubject: Kolb-List: Air foil for cable...=0A
=0AKolber's,=0A=0A=0A=0AA year or two ago someone posted drag values for pa
rts of a Kolb, if I=0Aremember right. I was amazed at the drag values for t
he cables on the tail.=0A=0A=0A=0AOne of you, with a lot more skill than me
, can probable come up with an=0Aairfoil for a cable! =0A=0A=0A=0AWinter is
not over yet, what do you think?=0A=0A=0A=0AThanks as all ways for all you
r knowledge!=0A=0A=0A=0ANick Cassara=0A=0APalmer, Alaska=0A=0A=0A=0AKolbra
======================0A=0A=0A
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Type certificate for KOLB MARK II TWINSTAR |
Subject: Kolb-List: Type certificate for KOLB MARK II TWINSTAR
I was looking through all my original Kolb paperwork to see if I had
anything that could
help out our buddy Tibi, and came across a statement in the Kolb sales
brochure bragging
how safe, wonderful etc., the MkIII is.
Mike Welch
MkIII, but no certified paperwork, not yet, at least.
He has a MKII, not a MKIII.
john h
MKII
Titus, Alabama
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Type certificate for KOLB MARK II TWINSTAR |
Yeah=2C uh huh=2C a simple keystroke.
> He has a MKII=2C not a MKIII.
>
> john h
> MKII
> Titus=2C Alabama
________________________________________________________________________________
| Subject: | zenair floats plans. |
| From: | "elleryweld(at)aol.com" <elleryweld(at)aol.com> |
-----Original Message-----
Date: Wednesday, January 12, 2011 5:53:36 pm
From: "Malcolm Brubaker" <brubakermal(at)yahoo.com>
Subject: Kolb-List: zenair floats plans.
several years aho i sold a set of plans for the zenair floats to aKolber
can anyone rember buying a set? i lost my copy and need another mal
Malcolm Brubaker
Michigan Sport
Pilot Repair
LSRM-A, PPC, WS
(989)513-3022
malcolm i am the one that got the plans for the floats from you i will see about
getting a copy made up i will let you know when i have that done i think i
remember where i last had them
________________________________
From: "elleryweld(at)aol.com" <elleryweld(at)aol.com>
Sent: Wed, January 12, 2011 7:43:44 AM
Subject: RE: Kolb-List: Air foil for cable...
would it reduce drag on a cable if you was to fold a peice of vinal tape in half
to leave a 3/4 inch trailing edge? let the testing begin
-----Original Message-----
Date: Wednesday, January 12, 2011 2:36:20 am
From: "Nick Cassara" <nickc(at)mtaonline.net>
Subject: Kolb-List: Air foil for cable...
Kolber's,
A year or two ago someone posted drag values for parts of a Kolb, if I
remember right. I was amazed at the drag values for the cables on the tail.
________________________________________________________________________________
| Subject: | Re: Kolb/Jabiru carb overflow |
| From: | "ces308" <ces308(at)ldaco.com> |
Hi Jabbernuts !
Did anyone here know there are 2 different springs?? The silver one is the one
we are supposed to have ..it puts out 2-3 lbs....the gold spring puts out 7 lbs....and
some of the engines "got out" with the gold springs.....Imagine that.....Mine
was to rusted to see what color ( seee picture) even after we cleaned
it up...
chris ambrose
M3X/Jabiru
N327cs
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326776#326776
________________________________________________________________________________
| Subject: | Re: Kolb/Jabiru carb overflow |
| From: | "ces308" <ces308(at)ldaco.com> |
sorry...forgot the pictures...
chris ambrose
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326777#326777
Attachments:
http://forums.matronics.com//files/img_1640_831.jpg
http://forums.matronics.com//files/img_1639_193.jpg
http://forums.matronics.com//files/img_1638_138.jpg
________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
| Subject: | Re: Kolb/Jabiru carb overflow |
- Chris- looks like condensation from somewhere.
-
-------------------------
----------------- Bill Sullivan
-------------------------
----------------- Windsor Locks, Ct.
-------------------------
----------------- FS 447
--- On Wed, 1/12/11, ces308 wrote:
From: ces308 <ces308(at)ldaco.com>
Subject: Kolb-List: Re: Kolb/Jabiru carb overflow
Date: Wednesday, January 12, 2011, 8:21 PM
sorry...forgot the pictures...
chris ambrose
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326777#326777
Attachments:
http://forums.matronics.com//files/img_1640_831.jpg
http://forums.matronics.com//files/img_1639_193.jpg
http://forums.matronics.com//files/img_1638_138.jpg
le, List Admin.
________________________________________________________________________________
| From: | Malcolm Brubaker <brubakermal(at)yahoo.com> |
| Subject: | Re: zenair floats plans. |
i thot that was you elery i may hve a set of of 950 for sale did you ever b
uild =0Aa set?--- would like to build the amphibs if i sell my streai
ght- set- mal=0A-Malcolm Brubaker =0AMichigan Sport=0APilot Repair
=0ALSRM-A, PPC, WS=0A(989)513-3022 =0A=0A=0A=0A=0A_________________________
_______=0AFrom: "elleryweld(at)aol.com" <elleryweld(at)aol.com>=0ATo: kolb-list@m
atronics.com=0ASent: Wed, January 12, 2011 7:04:50 PM=0ASubject: RE: Kolb-L
(at)aol.com" =0A=0A=0A-----Original Message-----=0ADate: W
ednesday, January 12, 2011 5:53:36 pm=0ATo: kolb-list(at)matronics.com=0AFrom:
"Malcolm Brubaker" =0ASubject: Kolb-List: zenair fl
oats plans.=0A=0Aseveral years aho i sold a set of plans for the zenair flo
ats to a-Kolber =0A-can anyone rember buying a set?-- i lost my cop
y and need another- mal=0A-Malcolm Brubaker =0AMichigan Sport=0APilot R
epair =0ALSRM-A, PPC, WS=0A(989)513-3022 =0A=0Amalcolm i am the one that go
t the plans for the floats from you i will see about =0Agetting a copy made
up i will let you know when i have that done i think i =0Aremember where i
last had them=0A=0A=0A________________________________=0AFrom: "elleryweld
(at)aol.com" =0ATo: kolb-list(at)matronics.com=0ASent: Wed, J
anuary 12, 2011 7:43:44 AM=0ASubject: RE: Kolb-List: Air foil for cable...
.com>=0A=0Awould it reduce drag on a cable if you was to fold a peice of vi
nal tape in half =0A=0Ato leave a 3/4 inch trailing edge?- let the testin
g begin =0A=0A-----Original Message-----=0ADate: Wednesday, January 12, 201
1 2:36:20 am=0ATo: <kolb-list(at)matronics.com>=0AFrom: "Nick Cassara" <nickc@
mtaonline.net>=0ASubject: Kolb-List: Air foil for cable...=0A=0AKolber's,
=0A=0A=0A=0AA year or two ago someone posted drag values for parts of a Kol
b, if I=0Aremember right. I was amazed at the drag values for the cables on
==================0A=0A=0A
________________________________________________________________________________
| Subject: | Re: Kolb/Jabiru carb overflow |
| From: | "ces308" <ces308(at)ldaco.com> |
"Wow..."got out"....we used to call that an "escapement " in the DoD universe.
Sounds like you are very close to getting back to a highly reliable powerplant!
"
This really has been a very reliable engine and other than this,I could be
happier with this engine ! It should be all better next week....then look out
for the new videos !!! lol
chris ambrose
M3X/jabiru A-2200
N327CS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326809#326809
Attachments:
http://forums.matronics.com//files/img_1635_185.jpg
________________________________________________________________________________
| From: | "Pat Ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Type certificate for KOLB MARK II TWINSTAR |
He has a MKII, not a MKIII.>>
Hi John,
If all he is tryng to do is establish the fact that the Kolb is an
established aircraft it probably wont make much difference.
I am willing to send him a copy of my Permit to Fly and of the form which my
Inspector filled out last March if it will help the guy out.
Pat
________________________________________________________________________________
| Subject: | Re: Kolb/Jabiru carb overflow |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Chris,
Thanks for the update about two different springs. That was news to me and very
much worth knowing. I've not taken my fuel pump apart but will next condition
inspection just to see what is what.
I hope you will post this information on the JabiruEngines Yahoo group since that
seems to be the busiest of the Jabiru lists.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
Everyone is entitled to his own opinion, but not his own facts.
Daniel Patrick Moynihan
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326847#326847
________________________________________________________________________________
| From: | Lanny Fetterman <donaho1(at)verizon.net> |
| Subject: | Video producers please school me. |
Hi all, I really enjoy watching the various videos that are posted.
It is interesting to see the scenery and terrain that fellow Kolbers
fly over. I would also like to learn to post videos of some of my
local flights. What video cameras and mounts are you guys using to
make these videos? My computer skills are limited and I need
something very user friendly and not real expensive. If you feel this
topic this isn`t worthy of the list, please e-mail me off list at
donaho1(at)verizon.net Lanny N598LF
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Type certificate for KOLB MARK II TWINSTAR |
If all he is tryng to do is establish the fact that the Kolb is an
established aircraft it probably wont make much difference.
Pat
No problem here.
Didn't know if Mike W had caught that, or if it would make any difference.
john h - 17F (no flying today)
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Re: Kolb/Jabiru carb overflow |
Chris=2C
In viewing the photos of the inside of your fuel pump=2C it appears to
me that you have a significant amount of water getting into your fuel
system. Either by condensation=2C fuel container transfer=2C or something
=2C
it looks like an issue you should address.
I don't recall seeing anywhere how many hours you have on your
engine=2C but it can't be a tremendous amount. I'm just wondering how
an area that is supposed to have zero (!!) moisture=2C is somehow getting
so much. Maybe I'm not seeing the photos clearly=2C but that's what I see.
In my opinion=2C if your fuel system is well designed=2C and you don't ha
ve any
"obvious" culprits=2C at the very least I'd consider using a 'water separat
or'
style funnel. I'm not a fuel expert=2C or anything like that=2C but it jus
t seems
to me there is something you need to fix!!
I'm curious......do you fill up your fuel tank(s) in your plane EVERY tim
e
you park it? According to what I heard once=2C you are supposed to fill u
p
your tanks after you fly the plane. Full tanks have very little room for a
ir
to deposit moisture on the inside walls of your fuel tank.
Do you have a 'well placed' moisture trap?? I mean=2C one that does a gr
eat
job of letting ALL the water settle into it=2C and allows for easy and thor
ough
drainage. I think this is something you REALLY need to be confident of!!
Let's keep the off-airport landings to a minimum!
Mike Welch
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Kolb/Jabiru carb overflow |
In viewing the photos of the inside of your fuel pump, it appears to
me that you have a significant amount of water getting into your fuel
system.
Mike Welch
Mike W/Gang:
The corrosion seems to be on the crank case side of the pump, not the fuel
side.
The engine oil is probably not getting hot enough to cook off condensation,
which collects where ever it can find a home, e.g., the cavity in the fuel
pump and many other places inside the engine.
I do not know about the Jabiru, but 912 engine oil must get at least 190F,
during a flight, to be hot enough to burn off condensation. An easy check
is remove the oil tank cap, after a flight, to see if there is a milky
substance covering the bottom of the cap. If it is, it isn't running hot
enough.
For me, that much corrosion in the fuel pump would be cause to wonder about
the rest of the engine.
Chris has been flying in some very cold weather this year.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Kolb/Jabiru carb overflow |
From: Mike Welch <mdnanwelch7(at)hotmail.com>
Date: Thu, 13 Jan 2011 06:26:37 -0800
>
In viewing the photos of the inside of your fuel pump, it appears to
me that you have a significant amount of water getting into your fuel
system. Either by condensation, fuel container transfer, or something,
it looks like an issue you should address.
>
Mike,
Every engine has combustion blow-by from the combustion chamber that passes
the rings and piston and on into the crankcase. And, since a high
percentage of the combustion products is water vapor, it is not surprising
to find it accumulating and condensing on things inside the crankcase. In
most cases, if you can keep the crankcase and the parts in side it at or
above 180 degrees F, most of the moisture will not condense inside the case
and will blow on out the vent as vapor. Fortunately for us two strokers
this is not much of problem as the crankcase is constantly purged with fresh
air, fuel, and lubricant.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| Subject: | Re: Kolb/Jabiru carb overflow |
| From: | "ces308" <ces308(at)ldaco.com> |
Mike and John,hello,
The fuel pump is on the side of the engine,right in the slipstream and hangs upside
down and tilted...it looks like oil for lubrication comes from just enough
clearance around the push-rod to drip on the pump actuator and then a small
,about an 1/8 " hole at the bottom for an oil return to the crank case...there
is a cavity above that where the return spring is that has no air going through
it or oil getting to it,so with the slipstream of cold air going over the hot/warm
pump case it has to be making some moisture there....I don't think it's
a lot ,but enough to collect on the spring and the bottom of the diaphragm.I
have never seen moisture in the oil fill tube or the dipstick...Oil temps in
the winter...at 16* is 160-185...I have never found any water in my fuel system...
I'll get a picture of where the pump goes on so you can see what I'm talking about...
chris ambrose
M3X/Jabiru A-2200 172. hrs TT
N327CS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326879#326879
________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
- Something just occurred to me.- John has 17 degrees, and we have 20 d
egrees up in Ct.- Do any of you Kolbers with liquid cooled engines (espec
ially down south) bother to check the freeze point on your coolant?- Ever
ybody talks about engine running temps, but not frozen engines.
-
-------------------------
-------------------------
-- Bill Sullivan
-------------------------
-------------------------
-- Windsor Locks, Ct.
-------------------------
-------------------------
-- FS 447
-
-------------------------
---------
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Freeze point |
Something just occurred to me. John has 17 degrees, and we have 20 degrees
up in Ct. Do any of you Kolbers with liquid cooled engines (especially down
south) bother to check the freeze point on your coolant? Everybody talks
about engine running temps, but not frozen engines.
Bill Sullivan
I do that when I replace the antifreeze, normally 50/50 with distilled
water.
Change it out about once every year or two.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Re: Kolb/Jabiru carb overflow |
> The corrosion seems to be on the crank case side of the pump=2C not the f
uel
> side.
> Chris has been flying in some very cold weather this year.
>
> john h
> mkIII
> Titus=2C Alabama
John=2C guys=2C
Thanks for the clarification. You can see I'm no Jabiru fuel pump expert
.
One thing I do know=2C tho=2C is that simply reaching 180-190 degrees F isn
't
all there is to moisture in your crankcase.
Once you've achieved a steady-state warm engine=2C let's say 190 F=2C you
have
to maintain that temperature long enough to do some good. How long? Well
=2C
that depends on a lot of factors=2C like engine design=2C ventilation=2C et
c. The condensation
is going to take a while to be able to 'escape' through a breather cap or v
ent=2C
or whatever. Just getting the engine to 190F and shutting it off=2C isn't
going to
eliminate moisture. In fact=2C it'll make it worse=2C because it is the co
oling down effect
that causes condensation.
Seeing as how the moisture is a product of Chris's crankcase (and not his
fuel
delivery system)=2C then this would possibly be a characteristic of his fly
ing conditions=2C
or flying habits=2C wouldn't it? Possibly due to the cold=2C northern cli
mate=2C or the duration
of his flights=2C or maybe even the wrong thermostat for his conditions=2C
clearly something
needs to be remedied.
Without a doubt=2C Chris needs to make his flights a lot longer=2C or cer
tainly long
enough to achieve a dryer moisture level inside his engine's crankcase.....
'cause what he
has at the present is causing some risky landings!!
Simple question=2C Chris=3B How long would you say your typical flight
is? 15 minutes?
30?? Also=2C can you get a higher temp rated thermostat? This might help
a lot.
Mike Welch
________________________________________________________________________________
| Subject: | Re: Kolb/Jabiru carb overflow |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Attached is a photo of the Jabiru 2200 fuel pump from the Installation Manual.
You can't see it in this photo but the fuel line FROM the pump to the carb is
behind the supply line with the fire sleeve to the pump.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
Don't accept your dog's admiration as conclusive evidence that you are wonderful.
Ann Landers
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326888#326888
Attachments:
http://forums.matronics.com//files/jab2200_fuel_pump_997.jpg
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Kolb/Jabiru carb overflow |
Thanks for the clarification. You can see I'm no Jabiru fuel pump
expert.
One thing I do know, tho, is that simply reaching 180-190 degrees F isn't
all there is to moisture in your crankcase.
Mike Welch
Mike W/Folks:
I went back and looked at the new Owners Manual, 912 series engines:
- Eng Oil Temp operating range 190 to 230F (This temp is read at the outlet
end of the oil pump, but before it goes back through the engine. This is
oil fresh from the oil cooler.)
- The manual also states eng oil temp should attain at least 212F some time
during flight each day. It does not explain if this is 212F at the eng oil
temp sender on the aft end of the oil pump, or oil temp when blow by gases
push the oil out the crankcase on its way to the oil tank after it has been
heated inside the engine.
My experience has worked out well using the old spec which was attain 190F
during the flight. No time at or above that temp specified. If I comply
with this, I have a nice clean oil tank cap on the inside. If I don't get
the eng oil to 190F (indicated), I'll have the tale tell milky looking oil
residue inside the cap.
My experience has also been that condensation converts to steam well below
the boiling point of 212F. I also know there is 3 to 5 psi crankcase
pressure constantly purging the crankcase of steam/contaminents, pushing oil
out of the crankcase and back to the oil tank. The condensation does not
have to be boiled out of the crankcase.
About the only way one could get the engine oil temp to 190F on the ground
(912) would be bypass the eng oil cooler and tape up the radiator.
Difficult to get 120F, as required, prior to going full throttle, especially
when it is cold.
Don't think it is the cooling down that causes condensation in the 912
engines, but the by product of combustion. There is a lot of water in the
air, especially here in the SE.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Kolb/Jabiru carb overflow |
Attached is a photo of the Jabiru 2200 fuel pump from the Installation
Manual. You can't see it in this photo but the fuel line FROM the pump to
the carb is behind the supply line with the fire sleeve to the pump.
--------
Thom Riddle
Thom R/Folks:
The way the pump is mounted, inverted and canted, seems to be a built in
situation to trap condensation.
The 912 eng driven fuel pump is a "run of the mill" Pierburg pump, about the
same as used on the old Opels. It is a throwaway pump that can not be
disassembled. It is mounted on the gearbox and driven off a lobe on the
prop shaft. Maybe this location reduces the amount of condensation it is
exposed to, maybe not. ;-)
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| Subject: | Re: Kolb/Jabiru carb overflow |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
My Jabiru engine has its fuel pump located as shown in the photo I posted. I have
an oil breather "catch can" that I empty after each flight by opening the petcock
in the catch can drain line. It always drains out several drops of muddy/wet
looking oil/water muck. This air/oil separator must be catching most, if
not all, of the moisture in the oil system because the oil dip stick never shows
any signs of this excrement or condensation, nor is there any when I change
the oil.
On my pusher configuration, with the engine hanging out in the breeze, and me living
in the north with mild summers, it does not need an oil cooler and therefore
does not have one installed. I rarely if ever fly in winter so the oil temps
always manage to get up to the 170F minimum (at return line to engine) specified
by Jabiru, as long as I don't baby the engine during climb. I doubt seriously,
that the oil temp would get up to minimum in this weather without closing
down some of the air scoop, but I could be wrong, since the CHTs get up to
normal in cold weather.
18F currently (Thursday 1PM) and still snowing... almost continuously since Tuesday
around noon. Beautiful to behold, if you are dressed properly.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
Don't accept your dog's admiration as conclusive evidence that you are wonderful.
Ann Landers
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326895#326895
________________________________________________________________________________
| From: | "Ron @ KFHU" <captainron1(at)cox.net> |
| Subject: | Re: Type certificate for KOLB MARK II TWINSTAR |
Folks the fact is and unless he has already told them in writing, they would not
be able to tell Kolb Firestar from a Kolb Sputnik to a Kolb M3X. all he has
to do is show the G-Robots a piece of paper and say here is the certificate for
this airplane and he be done. They do their inspection certify it and off he
goes flying a Kolb and opening a whole new market. . Everybody is happy there
in Hungaria. :-)
I can imagine when the next kolb shows up and providing they wonder why both of
these have the same model and look different, well by then it has been inspected
and certified. G-Robots don't mess with stuff they already certify, the next
guy may have to do some contortions but Zoltan will be certified in his now
M3 under *its* Hungarian model designation in Hungary. Lol
That's the way it works.
Zolta say nothing to those G-Robots just give them the paper show them your airplane
and keep quite.
________________________________________________________________________________
| From: | "b young" <by0ung(at)brigham.net> |
| Subject: | Re: Kolb/Jabiru carb overflow |
the crankcase is probably doing ok... if the fuel pump is out in the
open like the fuel pump on the 912,,, it will have a lot more cooling
air around it,,, and even if the crankcase is 200 deg c the fuel pump
may stay 160 or so.. remember there is very little movement of oil
or gases inside the fuel pump.. it is sepperated from the case with a
gasket. all which limit the heat saturation into the pump.
boyd
<<<<<<<<<<<<<<<<<<
Seeing as how the moisture is a product of Chris's crankcase (and not
his fuel
delivery system), then this would possibly be a characteristic of his
flying conditions,
or flying habits, wouldn't it? Possibly due to the cold, northern
climate, or the duration
of his flights, or maybe even the wrong thermostat for his conditions,
clearly something
needs to be remedied.
Without a doubt, Chris needs to make his flights a lot longer, or
certainly long
enough to achieve a dryer moisture level inside his engine's
crankcase.....'cause what he
has at the present is causing some risky landings!!
Simple question, Chris; How long would you say your typical flight
is? 15 minutes?
30?? Also, can you get a higher temp rated thermostat? This might
help a lot.
Mike Welch
________________________________________________________________________________
| Subject: | Re: Kolb/Jabiru carb overflow |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Mike,
Jabiru engines are entirely air-cooled therefore there is no thermostat to change.
I always climb hard after take-off to get the temps up, even climb higher
than I really want to go, if necessary for just this purpose. The air/oil separator
also does a good job of getting rid of most of the moisture.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
Don't accept your dog's admiration as conclusive evidence that you are wonderful.
Ann Landers
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326930#326930
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Re: Kolb/Jabiru carb overflow |
> Jabiru engines are entirely air-cooled therefore there is no thermostat t
o change. > --------
> Thom Riddle
Thom & Chris=2C and all other Jabiru drivers=2C
I forgot the air-cooled part.......doh!! In that case=2C the the an
swer is
simple!! You guys need to fly your planes more!!
Evidently the old adage=3B TIME SPENT FLYING IS NOT DEDUCTED FROM
ONE'S LIFE!! =2C has a corollary=3B TIME SPENT FLYING YOUR JABIRU ENGINE
IS GOOD FOR IT=2C IN FACT=2C THE MORE THE BETTER!
: )
Mike Welch
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Rocky Mountain Lodge Airstrip |
Hi Folks:
July 1, 2000, I crashed on landing at the airstrip across the Alaska Highway
from the Rocky Mountain Lodge, on Muncho Lake, British Columbia, just south
of the Yukon Territory Border. The strip was rocky and rougher than I
anticipated. I was about 25 lbs less than max gross weight for my MKIII,
1,200 lbs.
Soon after touch down the left gear leg/axle socket failed, which triggered
a chain reaction of damaging both main landing gear, left wing and aileron.
I was 2,470 miles from home with an airplane that was not repairable in the
field.
Tonight, while looking for a video of a Zenith CH-701 with turboprop engine,
I discovered this video of a Twin Otter that crashed in Northern British
Columbia. As I watched the video I felt like I was familiar with the
location of that strip. By the time the Twin Otter crashed on takeoff, I
knew it was the same strip I had crashed on, landing to the south. The Twin
Otter is taking off to the north. At the beginning of the clip you can see
fuel drums on the ground on the other side of the airstrip. That is where I
ended up after ground looping, barely missing a full fuel drum, over into
the edge of the bush. The airstrip has been extensively upgraded since I
was there. Where the cameraman was located is on the two track that crosses
the airstrip. It used to be two deep ruts. Those ruts are what initially
took out the left main gear.
http://www.youtube.com/watch?v=e0DEb0M6wt4&feature=related
I flew over the Lodge and airstrip the next year, 2001, on my way to a
successful flight to Point Barrow, Alaska, my intended destination the year
before. Nope, had no desire to land there then, but would have no problem
landing there now. We upgraded the main gear, welding the axle socket to
the gear leg before having them heat treated. Bother Jim wanted to make the
gear this way initially, but I talked him out of it because it was easier to
line up the main gear when building. My bad. ;-(
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | "PCKing" <pc.king(at)comcast.net> |
John,
These are several videos of the turbine 701
PCKing
Turbine Zenith 701
Scott Ehni (Texas) scratch built a Zenith 701 with a 90 hp Garrett JFS
100-13A Turboshaft in the nose. He's going to put another one in a
Zenith 601. Don't look for one of these on every homebuilt any time
soon. This one burns 12 gph at cruise.
http://www.zenithair.com/misc/turbine-power.html
Video of the second flight. Listen to the engine sound as he lands.
http://www.zenith.aero/video/second-flight-turbine-powered
Tab down to Scott's build pictures. He does nice work. He runs a
fabrication company, which explains the jigs and fixtures. He owns a lot
of Clecos.
http://www.zenith.aero/profile/ScottEhni
----- Original Message -----
From: John Hauck
To: kolb-list(at)matronics.com
Sent: Thursday, January 13, 2011 9:11 PM
Subject: Kolb-List: Rocky Mountain Lodge Airstrip
Hi Folks:
July 1, 2000, I crashed on landing at the airstrip across the Alaska
Highway
from the Rocky Mountain Lodge, on Muncho Lake, British Columbia, just
south
of the Yukon Territory Border. The strip was rocky and rougher than I
anticipated. I was about 25 lbs less than max gross weight for my
MKIII,
1,200 lbs.
Soon after touch down the left gear leg/axle socket failed, which
triggered
a chain reaction of damaging both main landing gear, left wing and
aileron.
I was 2,470 miles from home with an airplane that was not repairable
in the
field.
Tonight, while looking for a video of a Zenith CH-701 with turboprop
engine,
I discovered this video of a Twin Otter that crashed in Northern
British
Columbia. As I watched the video I felt like I was familiar with the
location of that strip. By the time the Twin Otter crashed on
takeoff, I
knew it was the same strip I had crashed on, landing to the south.
The Twin
Otter is taking off to the north. At the beginning of the clip you
can see
fuel drums on the ground on the other side of the airstrip. That is
where I
ended up after ground looping, barely missing a full fuel drum, over
into
the edge of the bush. The airstrip has been extensively upgraded
since I
was there. Where the cameraman was located is on the two track that
crosses
the airstrip. It used to be two deep ruts. Those ruts are what
initially
took out the left main gear.
http://www.youtube.com/watch?v=e0DEb0M6wt4&feature=related
I flew over the Lodge and airstrip the next year, 2001, on my way to a
successful flight to Point Barrow, Alaska, my intended destination the
year
before. Nope, had no desire to land there then, but would have no
problem
landing there now. We upgraded the main gear, welding the axle socket
to
the gear leg before having them heat treated. Bother Jim wanted to
make the
gear this way initially, but I talked him out of it because it was
easier to
line up the main gear when building. My bad. ;-(
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Rocky Mountain Lodge Airstrip |
These are several videos of the turbine 701
PCKing
I'm sorry. I wasn't looking for info on that airplane. Mentioned I was
looking for a video from EAA when I discovered the Twin Otter crash at
Muncho Lake, BC, and the airstrip I crashed on 10 years ago.
Thanks any how. Don't think I could feed a 12 gph engine. ;-)
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| Subject: | Type certificate for KOLB MARK II TWINSTAR |
Hallo all, but mostly Ron, Pat, Mike and John!
I think all you are in a big misunderstanding.
Now I try to explain you, why I asked your help some days before.
My KOLB have had a permit of my instructor four years befor, but it is
too few for our authority.
The hungarien aviation low doesn't know the "ultralight experimental"
category. ((becouse, it is an old low - still from the socialist
system))
Forthere, tehere is no separetly rul for this category.The experimental
planes is managed by the same rule, like a big plane./forinstance Jumbo
747/
The rule is rule!Must keep, but we know it is wrong.The handmade
producing is als=C3=B3 very complicate, like other office work.
forinstanc an interesting affair.:Peter Bessenyei(he is a hungarian No.
1 pilot) who have made the RED BULL AIR RACE world chanpionship up -
and he have won it more times.He obtained a hungarian produced CORVUS
type, wonderfool race plane - and now listen!!! The plane is registered
in the USA - becouse he could not register here, at home.( You will see
him to fly-and I hope to win- this year on the RBAR.)
The aviation authority is too difficult and the low is not
"up-to-date.It is the estate of the socialist system too.
Our contry is a very small one.Here must keep the rules.
Maybe,it will be a new up-to-date aviation low in this year, and the
problems "fly" away.
I want to calm down everybody, I don't want to cheating, to steal,to
falsify, to make a new type hungarian kolb, I don't need any new kolb
part,and I haven' got a long dark-grey trenchcoat, and so
on...................................! And Mike, mustn't close your
door, nobady knoks there.
I had got a complete plane set and weight and ballance report four
years before, from an american kolbers and he didn't mention closed
door, and now, there is no other kolb in Hungary.
I passed 66 and I want ONLY FLY by my KOLB.And I am very grateful to Mr
KOLB, that he gave so good plane for the people.
And now I very ask everybody, don't send me a n y t h i n g N E V E
R !!!!!
So, I thank you very-very much for everything!!!!Your correspondences
were very instructive.
Finally, You can see the single hungarian kolb and me - without dark
view.
Excuse me my poor english!!
Thank you.
Hi for all. Zolt=C3=A1n Tibi
>From Hungary
KOLB TWINSTAR MARK II/R582/
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Ron @ KFHU
Sent: Thursday, January 13, 2011 9:22 PM
Subject: Re: Kolb-List: Type certificate for KOLB MARK II TWINSTAR
Folks the fact is and unless he has already told them in writing, they
would not be able to tell Kolb Firestar from a Kolb Sputnik to a Kolb
M3X. all he has to do is show the G-Robots a piece of paper and say here
is the certificate for this airplane and he be done. They do their
inspection certify it and off he goes flying a Kolb and opening a whole
new market. . Everybody is happy there in Hungaria. :-) I can imagine
when the next kolb shows up and providing they wonder why both of these
have the same model and look different, well by then it has been
inspected and certified. G-Robots don't mess with stuff they already
certify, the next guy may have to do some contortions but Zoltan will be
certified in his now M3 under *its* Hungarian model designation in
Hungary. Lol That's the way it works.
Zolta say nothing to those G-Robots just give them the paper show them
your airplane and keep quite.
________________________________________________________________________________
| Subject: | Re: Kolb Firestar II for sale in Florida. |
| From: | "gotime242" <dylanshine(at)gmail.com> |
Still for sale!
New barnstormers ad:
http://www.barnstormers.com/classified_504706_KOLB+FIRESTAR+II.html
Price - 6800 airplane, 700 trailer.
Price is negotiable! Need to sell!
Thanks
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=327040#327040
________________________________________________________________________________
| From: | "Eddie" <e.bayliss(at)blueyonder.co.uk> |
| Subject: | Re: FW: Type certificate for KOLB MARK II TWINSTAR/ Rotax 582 |
In the uk we too do not have airworthiness certificate as we operate on
a permit to fly. I have a mk 111 and could let him have a copy of that
if it will do. Better for him or his own governing body to contact the
Light aircraft association for details of the standards that we operate
under maybe ?
________________________________________________________________________________
| From: | "b young" <by0ung(at)brigham.net> |
| Subject: | Re: Type certificate for KOLB MARK II TWINSTAR |
So, I thank you very-very much for everything!!!!Your correspondences
were very instructive.
Finally, You can see the single hungarian kolb and me - without dark
view.
Excuse me my poor english!!
Thank you.
Hi for all. Zolt=C3=A1n Tibi
>From Hungary
KOLB TWINSTAR MARK II/R582/
I would never look at you and your plane with a dark view... and your
English is far better than my Hungarian.
boyd young
mkiii
________________________________________________________________________________
| From: | Malcolm Brubaker <brubakermal(at)yahoo.com> |
| Subject: | Re: zenair floats plans. |
$2000 firm on the price they are prety nice floats i lost all my pics onthe
=0Acomputer so no build pics but i could take some of them they are wraped
in =0A=0Aphome and suran hanging in my hanger-- they are 12 ft long-
950 displacement w =0Aone rutter no rigging =0A=0A-Malcolm Brubaker =0AM
ichigan Sport=0APilot Repair =0ALSRM-A, PPC, WS=0A(989)513-3022 =0A=0A=0A
=0A=0A________________________________=0AFrom: "elleryweld(at)aol.com" <ellery
weld(at)aol.com>=0ATo: kolb-list(at)matronics.com=0ASent: Wed, January 12, 2011 7
:04:50 PM=0ASubject: RE: Kolb-List: zenair floats plans.=0A=0A--> Kolb-List
message posted by: "elleryweld(at)aol.com" =0A=0A=0A-----
Original Message-----=0ADate: Wednesday, January 12, 2011 5:53:36 pm=0ATo:
kolb-list(at)matronics.com=0AFrom: "Malcolm Brubaker" <brubakermal(at)yahoo.com>
=0ASubject: Kolb-List: zenair floats plans.=0A=0Aseveral years aho i sold a
set of plans for the zenair floats to a-Kolber =0A-can anyone rember b
uying a set?-- i lost my copy and need another- mal=0A-Malcolm Brub
aker =0AMichigan Sport=0APilot Repair =0ALSRM-A, PPC, WS=0A(989)513-3022
=0A=0Amalcolm i am the one that got the plans for the floats from you i wil
l see about =0Agetting a copy made up i will let you know when i have that
done i think i =0Aremember where i last had them=0A=0A=0A__________________
______________=0AFrom: "elleryweld(at)aol.com" <elleryweld(at)aol.com>=0ATo: kolb
-list(at)matronics.com=0ASent: Wed, January 12, 2011 7:43:44 AM=0ASubject: RE:
leryweld(at)aol.com" =0A=0Awould it reduce drag on a cable
if you was to fold a peice of vinal tape in half =0A=0Ato leave a 3/4 inch
trailing edge?- let the testing begin =0A=0A-----Original Message-----
=0ADate: Wednesday, January 12, 2011 2:36:20 am=0ATo: <kolb-list@matronics.
com>=0AFrom: "Nick Cassara" <nickc(at)mtaonline.net>=0ASubject: Kolb-List: Air
foil for cable...=0A=0AKolber's,=0A=0A=0A=0AA year or two ago someone post
ed drag values for parts of a Kolb, if I=0Aremember right. I was amazed at
====0A=0A=0A
________________________________________________________________________________
| From: | "Ron @ KFHU" <captainron1(at)cox.net> |
| Subject: | Type certificate for KOLB MARK II TWINSTAR |
Hi Zoltan
I can assure you that I and the rest here on this list only meant the best and
were trying to be helpful. We use humor a lot but none of that humor in any way
is intended to disparage you, Its just our way of not being too serious or dark.
In any event we all know more about your situation and I wish you the best
of luck.
I for one was not aware from your initial message that you had your craft already
registered or the whole story. Thus were the comments.
________________________________________________________________________________
| Subject: | Re: Kolb/Jabiru carb overflow |
| From: | "ces308" <ces308(at)ldaco.com> |
Hello all..
Here is an update on the fuel pump delema...last Saturday we eliminated the mechanical
pump all together and flew it on just the electric pump at 2- lbs of pressure
and flew it for 20 minutes and all was fine...ok..then it was suggested
we cut some of the spring off and that would lower the pressure...we did and
it did...ran it for about 6 minutes and all was good...I talked to Jim from
Jabiru in CA ,told him what we did and he said if it worked to leave it alone,try
it,if it works ,fly it....ok...I tested it and it was fine...then I flew
it...it was good for just over 6 minutes,then it started flooding out again...it
did keep running allbeit not very good and I made a safy landing...when I got
to the hangar I placed the pressure guage back on and it went right to 7+ lbs...why??
Here is what I think happened...Saturday we cut off the spring ,started it up and
the pressure went to 2-3 lbs...It only ran for a few minutes...
Today,after Jim said if it works ,check it and fly it....
I checked it,ran it for 6 minutes and it seemed ok...it got to about 3.2 # and
seemed to be steady ...
then I flew it for just over 6 minutes and then it started flooding again...
What I think is happening is when we cut it off it just took longer for the fuel
to build up pressure and once everything was full of gas,the spring was still
working and although it wasn't going up as far, when it did push up,it was still
pushing at 7# psi...we only shortened the spring...not relieve any tension......do
you see what I mean??? does it make any sense??? I hope so...cause
I'm going nutts !!!! LOL
Frank is sending me his NEW silver spring which is supposed to be 2-3 lbs...if
that does not work I will put a regulator on and set it to 2-3 lbs..
Again..Thank you Frank !
chris ambrose
M3X/Jabiru A-2200 172.0hrs
N327CS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=327077#327077
________________________________________________________________________________
| From: | <aoldman(at)xtra.co.nz> |
| Subject: | Re: Kolb/Jabiru carb overflow |
ARE YOUR TANKS VENTING CORRECTLY?
________________________________________________________________________________
| From: | "Ron @ KFHU" <captainron1(at)cox.net> |
| Subject: | Re: Kolb/Jabiru carb overflow |
Is there supposed to be a fuel return line or something like that, that may be
plugged up? I am trying to remember from the Mikuni iirc on the Cuyana I flew
last year. But it had a pulse pump and very little pressure I guess. Why is yours
flooding is not making any sense.
It may not be flooding at all. and in fact it may be too lean. I would check and
make sure there are no cracks in the fuel lines. I had to put down the Pterodactyl
on my maiden flight next to a MacDonald restaurant because of a crack in
the fuel primer pump nipple. It displayed the symptoms of too rich, poor throttle
response and chocking at full throttle, and it progressively got worse till
I could not maintain altitude.
Check all of your lines for cracks anything from the fuel tank to the Carb.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Kolb/Jabiru carb overflow |
I hope so...cause I'm going nutts !!!! LOL
chris ambrose
Chris A/Folks:
If it was mine, I would have already replaced the fuel pump with a new
serviceable pump. Not worth the chance of getting hurt and/or ruining your
airplane being a test pilot.
How much does a new pump cost?
Of course, as I age I am not nearly as bold as I used to be. ;-)
john h
mkIII
hauck's holler
Titus, Alabama
________________________________________________________________________________
| Subject: | Re: zenair floats plans. |
| From: | Ellery Batchelder Jr <elleryweld(at)aol.com> |
My Grosse weight is 1250 I would probably sink them
Ellery Batchelder Jr.
-----Original Message-----
From: Malcolm Brubaker <brubakermal(at)yahoo.com>
Sent: Fri, Jan 14, 2011 7:46 pm
Subject: Re: Kolb-List: zenair floats plans.
$2000 firm on the price they are prety nice floats i lost all my pics onth
e computer so no build pics but i could take some of them they are wraped
in
phome and suran hanging in my hanger they are 12 ft long 950 displaceme
nt w one rutter no rigging
Malcolm Brubaker
Michigan Sport
Pilot Repair
LSRM-A, PPC, WS
(989)513-3022
From: "elleryweld(at)aol.com" <elleryweld(at)aol.com>
Sent: Wed, January 12, 2011 7:04:50 PM
Subject: RE: Kolb-List: zenair floats plans.
-----Original Message-----
Date: Wednesday, January 12, 2011 5:53:36 pm
From: "Malcolm Brubaker" <brubakermal(at)yahoo.com>
Subject: Kolb-List: zenair floats plans.
several years aho i sold a set of plans for the zenair floats to a Kolber
can anyone rember buying a set? i lost my copy and need another mal
Malcolm Brubaker
Michigan Sport
Pilot Repair
LSRM-A, PPC, WS
(989)513-3022
malcolm i am the one that got the plans for the floats from you i will see
about getting a copy made up i will let you know when i have that done i
think i remember where i last had them
________________________________
From: "elleryweld(at)aol.com" <elleryweld(at)aol.com>
Sent: Wed, January 12, 2011 7:43:44 AM
Subject: RE: Kolb-List: Air foil for cable...
would it reduce drag on a cable if you was to fold a peice of vinal tape
in half
to leave a 3/4 inch trailing edge? let the testing begin
-----Original Message-----
Date: Wednesday, January 12, 2011 2:36:20 am
From: "Nick Cassara" <nickc(at)mtaonline.net>
Subject: Kolb-List: Air foil for cable...
Kolber's,
A year or two ago someone posted drag values for parts of a Kolb, if I
remember right. I was amazed at the drag values for the cables on the p;
-Matt Drall===========
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________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Kolb/Jabiru carb overflow |
>
>Hello all..
...........................>
>
>What I think is happening is when we cut it off it just took longer for the
fuel to build up pressure and once everything was full of gas,the spring was
still working and although it wasn't going up as far, when it did push up,it
was still pushing at 7# psi...we only shortened the spring...not relieve any
tension......do you see what I mean??? does it make any sense??? I hope
so...cause I'm going nutts !!!! LOL
>
Chris,
The force (F) exerted by the fuel pump spring is equal to the change in
spring length (L) times the spring constant (K). Or F = L x K. L is
predetermined by the cam lobe in the engine. The spring constant is
determined by type of material and diameter of the spring wire.
So you are correct when you do not see any change due to cutting the spring.
You did not change the pump stroke or the wire spring constant. The only
way to reduce pump stroke (L) is to add gasket material to the point that
the cam follower does not remain in contact with the cam. The only other
option is to replace the spring with one that is the same physical size but
wound from smaller diameter wire thereby reducing the spring constant (K).
If your new silver spring does not do the job, and pressure remains too
high, purchase a new spring that is close to the same length and outside
diameter, but with smaller diameter wire. Springs can be purchased over the
web and in some cases from your local hardware store.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | frank goodnight <frank.goodnight(at)att.net> |
| Subject: | Re: Kolb/Jabiru carb overflow |
Hi , never having seen your fuel pump or the spring that controls the presu
re , =0Ai'd like to hazzard=0Aa guess. Hopefully if I' wrong some of the mo
re knoweledgabe folks on- the the =0Alist can correct=0Ame before any dam
age is done.-I have always thought that if a spring was made =0Ashorter (
cut ) that=0Awould make-the spring-stiffer ---easy to check, just cut a
n old spring and see =0Awhat happens---.=0ALooks to me like that would rais
e the fuel presure, could be you need a longer =0A(stretched ?)sprnig=0Aor
one with thiner wire.=0AFrank Goodnight-=0A=0A=0A=0A=0A=0A=0A____________
____________________=0AFrom: Jack B. Hart <jbhart(at)onlyinternet.net>=0ATo: k
olb-list(at)matronics.com=0ASent: Sat, January 15, 2011 9:08:06 AM=0ASubject:
Re: Kolb-List: Re: Kolb/Jabiru carb overflow=0A=0A--> Kolb-List message pos
ted by: "Jack B. Hart" =0A=0AAt 10:25 PM 1/14/11 -
.com>=0A>=0A>Hello all..=0A...........................>=0A> =0A>What I thin
k is happening is when we cut it off it just took longer for the =0Afuel to
build up pressure and once everything was full of gas,the spring was =0Ast
ill working and although it wasn't going up as far, when it did push up,it
=0Awas still pushing at 7# psi...we only shortened the spring...not relieve
any =0Atension......do you see what I mean???- does it make any sense???
- I hope =0Aso...cause I'm going nutts !!!!- LOL=0A>=0A=0AChris,=0A=0AT
he force (F) exerted by the fuel pump spring is equal to the change in =0As
pring length (L) times the spring constant (K).- Or F = L x K.- L is
=0Apredetermined by the cam lobe in the engine.- The spring constant is
=0Adetermined by type of material and diameter of the spring wire.=0A=0ASo
you are correct when you do not see any change due to cutting the spring.
=0AYou did not change the pump stroke or the wire spring constant.- The o
nly =0Away to reduce pump stroke (L) is to add gasket material to the point
that =0Athe cam follower does not remain in contact with the cam.- The o
nly other =0Aoption is to replace the spring with one that is the same phys
ical size but =0Awound from smaller diameter wire thereby reducing the spri
ng constant (K).=0A=0AIf your new silver spring does not do the job, and pr
essure remains too =0Ahigh, purchase a new spring that is close to the same
length and outside =0Adiameter, but with smaller diameter wire.- Springs
can be purchased over the =0Aweb and in some cases from your local hardwar
- - - - - - - - - - - - - - - -Matt Dralle, L
=======
________________________________________________________________________________
| Subject: | Re: Kolb/Jabiru carb overflow |
ces308 wrote:
>
> Frank is sending me his NEW silver spring which is supposed to be 2-3 lbs...if
that does not work I will put a regulator on and set it to 2-3 lbs..
> Again..Thank you Frank !
>
> chris ambrose
> M3X/Jabiru A-2200 172.0hrs
> N327CS
Hello Chris,
Be careful that the fuel pressure regulator you use does not restrict flow. I
put one of those round silver types with a dial on my airplane and at extended
high power settings it would not allow enough fuel to flow. It caused an engine
out on my first flight in my MKIII.
Regards
Jason
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=327117#327117
________________________________________________________________________________
| Subject: | Re: Kolb/Jabiru carb overflow |
| From: | robert bean <slyck(at)frontiernet.net> |
As one who has had experience with those "round silver" regulators.......
They are not all created equal. The one from NAPA will work. Others can be junk
even though they appear similar.
I recommend simply using the lowest pressure output facet from AC spruce with no
regulator.
Why? because if the diaphragm in the regulator fails, it fails closed.
BB
MKIII, suzuki
On 15, Jan 2011, at 1:11 PM, Jason Omelchuck wrote:
>
>
> ces308 wrote:
>>
>> Frank is sending me his NEW silver spring which is supposed to be 2-3 lbs...if
that does not work I will put a regulator on and set it to 2-3 lbs..
>> Again..Thank you Frank !
>>
>> chris ambrose
>> M3X/Jabiru A-2200 172.0hrs
>> N327CS
>
>
> Hello Chris,
>
> Be careful that the fuel pressure regulator you use does not restrict flow.
I put one of those round silver types with a dial on my airplane and at extended
high power settings it would not allow enough fuel to flow. It caused an engine
out on my first flight in my MKIII.
>
> Regards
> Jason
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=327117#327117
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Pitot static port location |
Guys,
I'm VERY close to being able to permanently install my front instrument panel/console.
I have already installed the overhead panel. Next will be the task
of hooking up the various sending units, loose wires, etc., the stuff you can't
do until the panel gets installed into the plane. As far as all the wires
between the two panels is concerned, this is simply a matter of plugging together
two DB15 plugs.
As many of you may recall, I recently installed my airspeed indicator pitot (under
the front edge of the nosecone).
Yesterday, I made the static pitot fitting (for the unpressurized static source)
Here's my question; Do any of you have a recommended place on the nosecone
for the static pitot fitting? Or is it okay to locate it ANYWHERE on the side
of the nosecone? The inlet hole for the static air is a drilled hole about
.025 dia. (It is TINY!!!!!, just slightly larger around than a pin)
Here is a second question! To make sure that the exterior fitting doesn't get
either higher or lower pressure than static, would it be a good idea to drill
an EXTRA hole into one of the interior static line "T's? (the static line
supplies air to 3 instruments)
By drilling an extra hole into an interior T, I would be allowing for BOTH static
air inside and outside of the cabin.
I know you are not supposed to rely ONLY on inside static air, because it is
possible that the inside cabin MAY have slightly higher or lower static air, due
to cabin design.
Anyone have some training on the pitot system, and at this point, the static
part of it?
Thanks for any advice,
Mike Welch
MkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Pitot static port location |
Anyone have some training on the pitot system, and at this point, the
static part of it?
Thanks for any advice,
Mike Welch
Mike W/Gang:
I have no training on the the pitot/static system, only practical experience
that works for me.
If I was going to use a system similar to yours, I would use a static port
on each side of the nose cone, combine these two ports into a T fitting,
then into your instruments. By doing this, you eliminate the pressurization
or vacuum of a single port when the aircraft is not quite in yaw trim, one
side or the other.
Once flying, the static ports can be calibrated by taking a tiny bit of
material off the aft side of each static port, if they are pressurizing, or
off the forward side of the hole if it is creating a vacuum.
The reason I settled on this system for my Firestar is because I tried it
single first, then found it to be a more workable solution with two ports.
BTW: I used 1/16" ID ports.
john h
mkIII
hauck's holler
Titus, Alabama
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Pitot static port location |
> If I was going to use a system similar to yours=2C I would use a static p
ort
> on each side of the nose cone=2C combine these two ports into a T fitting
=2C
> then into your instruments. By doing this=2C you eliminate the pressuriza
tion
> or vacuum of a single port when the aircraft is not quite in yaw trim=2C
one
> side or the other.
>
> Once flying=2C the static ports can be calibrated by taking a tiny bit of
> material off the aft side of each static port=2C if they are pressurizing
=2C or
> off the forward side of the hole if it is creating a vacuum.
>
> The reason I settled on this system for my Firestar is because I tried it
> single first=2C then found it to be a more workable solution with two por
ts.
>
> BTW: I used 1/16" ID ports.
>
> john h
> mkIII
> hauck's holler
> Titus=2C Alabama
John=2C
I clearly see the logic in the "each side" of the fuselage idea. It seem
s as
though if one side were being slightly pressurized=2C for the most part=2C
the opposite
side would equally 'depressurized'. I need to get another 'T'.
What about the interior hole through one of the 'T's'=2C which would incl
ude the
inside of the cabin into the static system? A small hole into one of the '
T's'
(in the static source) would then be giving you three locations of "suppose
dly"
unpressurized air=3B left side fuselage=2C right side fuselage=2C interior
fuselage.
Is this unnecessary=2C would it help any? Opinions???
I did a quick check of A/C Spruce=2C and this is vitually identical to wh
at I made=2C except that
my circular flat part is MUCH thinner than theirs=3B
http://www.aircraftspruce.com/catalog/inpages/alumstaticports.php
Also=2C from the looks of it in the photo=2C my drilled hole appears to b
e the exact
same size as in the photo. I'm trying to keep the inlet hole as small as p
ossible=2C to
reduce any "ram air" affect. I'll do some more research on the inlet hole
size.
Thanks for the pointers.....especially the 'each side of the fuselage' pa
rt.
Mike Welch
________________________________________________________________________________
| From: | "b young" <by0ung(at)brigham.net> |
| Subject: | Re: Kolb/Jabiru carb overflow |
I recommend simply using the lowest pressure output facet from AC spruce
with no regulator.
Why? because if the diaphragm in the regulator fails, it fails closed.
BB
MKIII, suzuki
>>>>>>>>>>>>>>>>>
I don't have any experience with this regulator. But all the regulators
I've been familiar with, when they fail, they fail open. From my
experience all regulators are all open until the outlet pressure reaches
the set point, then the outlet pressure presses against the diaphragm
working against the spring pressure to close them. as the gas is burned
off,, the pressure on the diafram drops and the valve opens to let
more gas through till the set point is reached and it is again off....
a continual small use through the carbs (the engine is running) will
set up a small flow through the regulator to keep up with the rate of
burn. if the top of the diafram is vented,, and the diafram leaks the
device will leak. i have rarely seen a regulator stick shutt. it is
normaly caused by something jaming or sticking in the valve.
Boyd young
mkiii
using the lowest setting faucett pump in serries with the engine driven
pump on a 912
________________________________________________________________________________
| From: | "b young" <by0ung(at)brigham.net> |
| Subject: | Re: Pitot static port location |
Here's my question; Do any of you have a recommended place on the
nosecone for the static pitot fitting? Or is it okay to locate it
ANYWHERE on the side of the nosecone? The inlet hole for the static air
is a drilled hole about .025 dia. (It is TINY!!!!!, just slightly
larger around than a pin)
>>>>>>>>>>>>>>
sorry about the drawing... this is what i did.
boyd young
mkiii
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Pitot static port location |
Hi Boyd=2C
Thanks for the drawing=2C your drawing is plenty good enough
for us to get the idea of what you have.
But=2C I would prefer to use those flush-mount type of static ports like
I previously showed the link of=3B the ones that look like this=3B
http://www.aircraftspruce.com/catalog/inpages/alumstaticports.php
From what I've been researching=2C I think John has me headed in
the right direction=2C namely a port on each side of the fuselage.
I'm afraid that if I had a port on the underside of the Xtra nosecone
it would definitely be getting slightly pressurized air with the flush
mounted type ports.
I still not sure about the interior vent hole through one of the "T's"=2C
though.
>From what I've been reading=2C it may not be all that necessary=2C
especially if a guy went with two side ports!
I did find that a Cessna 150 uses a .040" static hole (the guy said 1mm
=2C
which is .040") Cessna also has only one outside port=2C too. Some
of them have an inside port=2C which I guess you can open by way of a knob
or something=2C if you thought the outside was plugged=2C iced over=2C or w
hatever.
Thanks for the input=2C guys. I think I have enough good information to
go
ahead and finish the static line installation.
Mike Welch
MkIII
________________________________________________________________________________
| From: | Malcolm Brubaker <brubakermal(at)yahoo.com> |
| Subject: | Re: zenair floats plans. |
at grose you would.mine atre best suted for a singleseat or firestar--
--- -i =0Ahave a set of aeroset floats for $5,000=0A-Malcolm Brub
aker =0AMichigan Sport=0APilot Repair =0ALSRM-A, PPC, WS=0A(989)513-3022
=0A=0A=0A=0A=0A________________________________=0AFrom: Ellery Batchelder J
r =0ATo: kolb-list(at)matronics.com=0ASent: Sat, January 1
5, 2011 9:56:18 AM=0ASubject: Re: Kolb-List: zenair floats plans.=0A=0AMy G
rosse weight is 1250 I would probably sink them =0A=0A=0AEllery Batchelder
Jr.=0A=0A=0A-----Original Message-----=0AFrom: Malcolm Brubaker <brubakerma
l(at)yahoo.com>=0ATo: kolb-list(at)matronics.com=0ASent: Fri, Jan 14, 2011 7:46 p
m=0ASubject: Re: Kolb-List: zenair floats plans.=0A=0A=0A$2000 firm on the
price they are prety nice floats i lost all my pics onthe =0Acomputer so no
build pics but i could take some of them they are wraped in =0A=0Aphome an
d suran hanging in my hanger-- they are 12 ft long- 950 displacement
w =0Aone rutter no rigging =0A=0A-Malcolm Brubaker =0AMichigan Sport=0APi
lot Repair =0ALSRM-A, PPC, WS=0A(989)513-3022 =0A=0A=0A=0A=0A______________
__________________=0AFrom: "elleryweld(at)aol.com" <elleryweld(at)aol.com>=0ATo:
kolb-list(at)matronics.com=0ASent: Wed, January 12, 2011 7:04:50 PM=0ASubject:
"elleryweld(at)aol.com" =0A=0A=0A-----Original Message----
-=0ADate: Wednesday, January 12, 2011 5:53:36 pm=0ATo: kolb-list@matronics.
com=0AFrom: "Malcolm Brubaker" <brubakermal(at)yahoo.com>=0ASubject: Kolb-List
: zenair floats plans.=0A=0Aseveral years aho i sold a set of plans for the
zenair floats to a-Kolber =0A-can anyone rember buying a set?-- i
lost my copy and need another- mal=0A-Malcolm Brubaker =0AMichigan Spor
t=0APilot Repair =0ALSRM-A, PPC, WS=0A(989)513-3022 =0A=0Amalcolm i am the
one that got the plans for the floats from you i will see about =0Agetting
a copy made up i will let you know when i have that done i think i =0Aremem
ber where i last had them=0A=0A=0A________________________________=0AFrom:
"elleryweld(at)aol.com" =0ATo: kolb-list(at)matronics.com=0AS
ent: Wed, January 12, 2011 7:43:44 AM=0ASubject: RE: Kolb-List: Air foil fo
ryweld(at)aol.com>=0A=0Awould it reduce drag on a cable if you was to fold a p
eice of vinal tape in half =0A=0Ato leave a 3/4 inch trailing edge?- let
the testing begin =0A=0A-----Original Message-----=0ADate: Wednesday, Janua
ry 12, 2011 2:36:20 am=0ATo: <kolb-list(at)matronics.com>=0AFrom: "Nick Cassar
a" =0ASubject: Kolb-List: Air foil for cable...=0A=0AK
olber's,=0A=0A=0A=0AA year or two ago someone posted drag values for parts
of a Kolb, if I=0Aremember right. I was amazed at the drag values for the c
ables on the p; - - - - =0A- - - - - - -Matt Drall=
============0A=0A=0A=0A=0A=0A =======
==== =0Arget=_blank>http://www.matronics.com/Navigator?Kolb-List
============0A tp://forums.matronics.com ====
======= =0A_blank>http://www.matronics.com/contribution==
======================= =0A
=0A=0A=0A
________________________________________________________________________________
| Subject: | Re: Pitot static port location |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
Mike, I'd recommend you do either static ports or just vent them into the
cockpit, not both, for the simple reason I think you'll play heck trying to
tune the system if you have both.
Yes, some Cessnas have an alternate static source valve with a knob on the
panel to actuate it, for those that don't, student pilots are taught that
should ice fowl the static ports the solution is to break the glass face of
the VSI and vent the system that way.
Rick Girard
On Sat, Jan 15, 2011 at 3:41 PM, Mike Welch wrote:
> Hi Boyd,
>
> Thanks for the drawing, your drawing is plenty good enough
> for us to get the idea of what you have.
>
> But, I would prefer to use those flush-mount type of static ports like
> I previously showed the link of; the ones that look like this;
>
> http://www.aircraftspruce.com/catalog/inpages/alumstaticports.php
>
> From what I've been researching, I think John has me headed in
> the right direction, namely a port on each side of the fuselage.
> I'm afraid that if I had a port on the underside of the Xtra nosecone
> it would definitely be getting slightly pressurized air with the flush
> mounted type ports.
>
> I still not sure about the interior vent hole through one of the "T's",
> though.
> >From what I've been reading, it may not be all that necessary,
> especially if a guy went with two side ports!
>
> I did find that a Cessna 150 uses a .040" static hole (the guy said 1mm,
> which is .040") Cessna also has only one outside port, too. Some
> of them have an inside port, which I guess you can open by way of a knob
> or something, if you thought the outside was plugged, iced over, or
> whatever.
>
> Thanks for the input, guys. I think I have enough good information to go
> ahead and finish the static line installation.
>
> Mike Welch
> MkIII
>
>
> *
>
> *
>
>
--
Zulu Delta
Kolb Mk IIIC
582 Gray head
4.00 C gearbox
3 blade WD
Thanks, Homer GBYM
It is not bigotry to be certain we are right; but it is bigotry to be unable
to imagine how we might possibly have gone wrong.
- G.K. Chesterton
________________________________________________________________________________
| Subject: | Re: Kolb/Jabiru carb overflow |
| From: | zeprep251(at)aol.com |
Chris,
Any possibility of high crankcase pressure pulsing the fuel pump diaphram?
Is the vent system open to atmospheric pressure?
I just think the spring failing is a stretch.
Thanks G.Aman
-----Original Message-----
From: ces308 <ces308(at)ldaco.com>
Sent: Thu, Jan 13, 2011 10:53 am
Subject: Kolb-List: Re: Kolb/Jabiru carb overflow
Mike and John,hello,
The fuel pump is on the side of the engine,right in the slipstream and hang
s
upside down and tilted...it looks like oil for lubrication comes from just
enough clearance around the push-rod to drip on the pump actuator and then
a
small ,about an 1/8 " hole at the bottom for an oil return to the crank
case...there is a cavity above that where the return spring is that has no
air
going through it or oil getting to it,so with the slipstream of cold air go
ing
over the hot/warm pump case it has to be making some moisture there....I do
n't
think it's a lot ,but enough to collect on the spring and the bottom of the
diaphragm.I have never seen moisture in the oil fill tube or the dipstick..
.Oil
temps in the winter...at 16* is 160-185...I have never found any water in m
y
fuel system...
I'll get a picture of where the pump goes on so you can see what I'm talkin
g
about...
chris ambrose
M3X/Jabiru A-2200 172. hrs TT
N327CS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326879#326879
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Pitot static port location |
>Mike=2C I'd recommend you do either static ports or just vent them into th
e cockpit=2C not both=2C for the simple reason I think you'll play heck >tr
ying to tune the system if you have both.
>>Rick Girard
Hi Rick=2C
I'd say at this point I agree with you and John=2C I ought to go with jus
t the
two side ports.
I'm just thinking out-loud here........
At the risk of over-thinking this I was just wondering=2C since the main
objective of the 'static' source is simply that=2C "static" =2C what we wa
nt is
absolutely uncharged=2C unpressurized air. I definitely see the logic in J
ohn's
suggestion of the two side ports=2C but just the fact that the air is rushi
ng past
a nosecone has GOT to have some kind of slight pressurization=2C whether it
be positive or negative=2C however slight it may be.
When I try to wrap my mind around the objective of getting an "ambient"
static air source=2C I can't picture how having both (two side port fitting
s and
an inside hole in a fitting 'T') would do anything but create an even bette
r
balance to having zero pressure.
I'm not arguing with you=2C I just don't see it intuitively. You might b
e absolutely
correct.
It was my intention all along to try out the whole airspeed indicator(s)
system
in the car. Since my entire panel is somewhat portable at this point=2C an
d I do have
the entire pitot system 100% built=2C hoses=2C tubes=2C fittings and all=2C
I could set the
entire arrangement on the seat of my truck=2C and go buzzing down the highw
ay.
I could try a couple of pitot designs and try to get a feel for what might
work best in
my situation.
I think the thing I'm trying to get a good handle on is if the airspeed i
ndicator is
going to be 'reasonably' accurate on my first time out. I don't expect it
to be
gnat's ass perfect=2C but then I'd rather it wasn't off by 25 mph=2C either
. Maybe taking
it for a spin down the highway will give me a little indication of it's app
roximate
accuracy.
(BTW=2C I do realize that when flight testing the plane=2C the important
point is
to know what the airspeed indicator says for certain flight functions (like
stall
speed=2C for instance)=2C and learn those readings=2C regardless of how acc
urate they
are. In other words=2C if the ASI says stall happens at 37 mph=2C then nev
er try to
fly less than 37 mph.....period!!!
Hey=2C thanks for the help=2C guys. I'm going to try to get some 'down t
he highway'
readings. I'll let you know what I come up with. I also include various s
tatic
pitot source designs. More later.......
Mike Welch
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Pitot static port location |
When I try to wrap my mind around the objective of getting an "ambient"
static air source, I can't picture how having both (two side port fittings
and
an inside hole in a fitting 'T') would do anything but create an even better
balance to having zero pressure.
Mike Welch
Mike W/Gang:
That is why I said you can fine tune the static ports after you fly the
airplane by taking a little material off the fore or aft side of the port,
depending on whether the ASI is reading high or low, pressure or vacuum.
There are also other ways to fine tune the static system. Use your
imagination.
You are looking for one static source that will read the same air pressure
as the pitot tube is flying in.
Testing your ASI in your truck will do nothing for the installation in your
airplane.
If you take a static source inside the cockpit of a MKIII or FS, it will be
low pressure. It is the nature of the nose pod flying through the air.
What I shared with you is a proven system that worked well for me.
john h
mkIII
hauck's holler
Titus, Alabama
________________________________________________________________________________
| Subject: | Re: Pitot static port location |
| From: | b d <gpabruce(at)gmail.com> |
Nice drawing of a vulture with whiskers . . . just kidding . . .
On Sat, Jan 15, 2011 at 1:05 PM, b young wrote:
>
> Here's my question; Do any of you have a recommended place on the
> nosecone for the static pitot fitting? Or is it okay to locate it ANYWHERE
> on the side of the nosecone? The inlet hole for the static air is a drilled
> hole about .025 dia. (It is TINY!!!!!, just slightly larger around than a
> pin)
>
>
> >>>>>>>>>>>>>>
>
> sorry about the drawing... this is what i did.
> boyd young
> mkiii
>
>
________________________________________________________________________________
| Subject: | Re: Kolb/Jabiru carb overflow |
| From: | "ces308" <ces308(at)ldaco.com> |
Gary,
The vent is good...today while waiting for the spring from Frank, I went to the
hardware store and bought a spring of the same diameter,but had less tension
than the gold spring Pete sent me and it seems to work fine...I will run it wide
open tomorrow,but it looks good so far ! 1.5 lbs at idle and 2 at 1400 rpm's.
I wish I would have taken a fuel pressure reading at my condition inspection...I
also have a fuel pressure sensor coming from GR Tech to keep checking
the pressure...Now I will have something to go by...
chris ambrose
M3X/Jab
N327CS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=327164#327164
________________________________________________________________________________
| Subject: | Re: Kolb/Jabiru carb overflow |
| From: | "ces308" <ces308(at)ldaco.com> |
Jab guys...
Also did any of you know about this?? Got this from Lynn Matteson...
With all this talk about the float needle, let's remember that there
are black-tipped needles (the rubber end is black) and needles with
silver, gold, and *black* springs, (or at least a silver, gold, or
black colored spring end, which is a code for the strength of the
spring within the needle) and make sure you know which one you're
referring to.
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062
Sensenich 62"x 55.5 Wood (winter) until the Prince prop arrives
Electroair direct-fire ignition system
Rotec TBI-40 injection
Status: flying...1078+ hrs (since 3-27-2006)
As Rosann Rosanna Danna always said," It just goes to show you...It's always
something ! " lol
And you thought this was a simple engine ! lol
chris ambrose
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=327169#327169
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Pitot static port location |
John=2C
Okay!! I got the message! I'll proceed as you suggested.
Two side ports=2C 1/16" fitting holes=2C adjust as needed. Got it.
Thanks=2C
Mike W
________________________________________________________________________________
| From: | "The Kuffels" <kuffel(at)cyberport.net> |
| Subject: | Re: Pitot static port location |
Mike,
Strongly endorse Hauck's suggestions for a static system of two side ports
connected by a T. It has been a well proven industry standard for many
years.
To expand slightly:
Put the ports as far aft on the nose cone as reasonable. You want the air
at the port to be going parallel to the surface, not accelerating around a
curve.
<< Once flying, the static ports can be calibrated by taking a tiny bit of
material off the aft side of each static port, if they are pressurizing, or
off the forward side of the hole if it is creating a vacuum. >>
There is a simpler way of determining which way to trim the ports than
airspeed error. Go to a long, level runway and make a takeoff keeping the
aircraft planted on the runway as long as possible. Just before liftoff
note any change in *altitude*. If the altimeter goes up you have a vacuum,
if it goes down you have static pressurization. This maneuver does take
some practice and should be repeated several times to be sure of correct
indication.
Instead of removing material you can add wedges on the other side: front
side if static is high, back side if static is low. You can also buy static
ports with a wedge built in. Much more professional looking than balsa
wedges glued on. These you rotate to get most accurate readings.
Tom Kuffel
________________________________________________________________________________
| Subject: | Re: zenair floats plans. |
| From: | Ellery Batchelder Jr <elleryweld(at)aol.com> |
straight floats ? if I had the money I would be interested might be in th
e spring
Ellery Batchelder Jr.
-----Original Message-----
From: Malcolm Brubaker <brubakermal(at)yahoo.com>
Sent: Sat, Jan 15, 2011 6:33 pm
Subject: Re: Kolb-List: zenair floats plans.
at grose you would.mine atre best suted for a singleseat or firestar
i have a set of aeroset floats for $5,000
Malcolm Brubaker
Michigan Sport
Pilot Repair
LSRM-A, PPC, WS
(989)513-3022
From: Ellery Batchelder Jr <elleryweld(at)aol.com>
Sent: Sat, January 15, 2011 9:56:18 AM
Subject: Re: Kolb-List: zenair floats plans.
My Grosse weight is 1250 I would probably sink them
Ellery Batchelder Jr.
-----Original Message-----
From: Malcolm Brubaker <brubakermal(at)yahoo.com>
Sent: Fri, Jan 14, 2011 7:46 pm
Subject: Re: Kolb-List: zenair floats plans.
$2000 firm on the price they are prety nice floats i lost all my pics onth
e computer so no build pics but i could take some of them they are wraped
in
phome and suran hanging in my hanger they are 12 ft long 950 displaceme
nt w one rutter no rigging
Malcolm Brubaker
Michigan Sport
Pilot Repair
LSRM-A, PPC, WS
(989)513-3022
From: "elleryweld(at)aol.com" <elleryweld(at)aol.com>
Sent: Wed, January 12, 2011 7:04:50 PM
Subject: RE: Kolb-List: zenair floats plans.
-----Original Message-----
Date: Wednesday, January 12, 2011 5:53:36 pm
From: "Malcolm Brubaker" <brubakermal(at)yahoo.com>
Subject: Kolb-List: zenair floats plans.
several years aho i sold a set of plans for the zenair floats to a Kolber
can anyone rember buying a set? i lost my copy and need another mal
Malcolm Brubaker
Michigan Sport
Pilot Repair
LSRM-A, PPC, WS
(989)513-3022
malcolm i am the one that got the plans for the floats from you i will see
about getting a copy made up i will let you know when i have that done i
think i remember where i last had them
________________________________
From: "elleryweld(at)aol.com" <elleryweld(at)aol.com>
Sent: Wed, January 12, 2011 7:43:44 AM
Subject: RE: Kolb-List: Air foil for cable...
would it reduce drag on a cable if you was to fold a peice of vinal tape
in half
to leave a 3/4 inch trailing edge? let the testing begin
-----Original Message-----
Date: Wednesday, January 12, 2011 2:36:20 am
From: "Nick Cassara" <nickc(at)mtaonline.net>
Subject: Kolb-List: Air foil for cable...
Kolber's,
A year or two ago someone posted drag values for parts of a Kolb, if I
remember right. I was amazed at the drag values for the cables on the p;
-Matt Drall===========
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________________________________________________________________________________
| Subject: | Re: Kolb/Jabiru carb overflow |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Chris,
The spring internal to the float valve in the Bing Carb that Lynn is talking about
has nothing to do with the fuel pressure being too high. The spring internal
to the float valve performs a single function, to dampen/absorb the vibrations
that occur in the float system on a running engine. So, different internal
float valve springs perform that function slightly differently but have no effect
on the fuel pressure nor the pressure between the float valve tip and the
seat/orifice, nor the ability to resist the pressure applied by the fuel pump
while the engine is running.
Bottom line is that this internal float valve spring can be ignored in thinking
about your current high pressure situation. Having a float valve with a tip in
good condition is important and you've already tended to that.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
Don't accept your dog's admiration as conclusive evidence that you are wonderful.
Ann Landers
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=327181#327181
________________________________________________________________________________
| Subject: | Re: Pitot static port location |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
Boyd's drawing looks like what I am using. One is the pitot, the other is static
port, both are out away from the airframe in clean air, seems to make life simpler.
Worked right the first time, needed no tuning. Your results may vary...
Details here:
http://www.bcchapel.org/pages/0003/pg7.htm
Richard Pike
MKIII N420P (420ldPoops)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=327182#327182
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Re: Pitot static port location |
> Boyd's drawing looks like what I am using.
> Richard Pike
> MKIII N420P (420ldPoops)
Bro. Richard=2C
Although I do agree Boyd's and your suggestion of the static inlet
works well out on an extended tube=2C I would prefer to go with the
type of fitting that mounts on the surface of the fuselage. But=2C thanks
for your input!!
At this point=2C I concede I know when I'm given good advice. John H
was generous enough to offer what says worked well for him. Although
I did agree=2C I was curious if a slight (unnecessary) modification would b
e
better. He=2C Rick G=2C and Ted K didn't think so!! (probably others=2C t
oo)
That's good enough for me!!
I appreciate everyone's input=2C and value the advice I have been given.
I think I'll go with the two=2C side fuselage=2C surface mount ports=2C no
inside
cabin venting=2C and 1/16" vent holes.
Thanks=2C guys.
Mike Welch
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Pitot static port location |
Mike,
I'm coming into this discussion late, sounds like you already have a plan,
but I'll add my two cents:
Putting ports on both sides helps to cancel out any variation as the
aircraft yaws. On the bottom wouldn't be good as it'd change as AOA
changes. Inside the cockpit is a bad place because the air inside is
nearly always _not_ at static pressure.
I built a concentric pitot/static tube, with the inner tube for the pitot
and the outer one (sealed at front and back) with four holes spaced around
the center for static air. Mounted on the nose such a system will give
very good undisturbed static air.
-Dana
--
Congress shall make no law....What part of NO didn't you understand?
________________________________________________________________________________
| Subject: | Re: Pitot static port location |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
I have had good success in changing the pressure seen by the static ports using
a dab of RTV either fore or aft of the port.
My current Slingshot setup has the dural pitot/static tubes mounted below the nose
cone with an extender for the pitot mounted flexibly and going out about six
inches forward of the nose. My static tube has a Tee in side the cockpit so
it is sensing both the pressure outside the at the static port and under the
panel. With this setup, it reads TAS on the ASI at about 2,000' - 2,500' density
altitude.
Speaking of density altitude, I calculated it this morning and here at KBUF, the
DA at 7 AM was -3,675'. Coldest yet this winter here at 1 degree.... but clear
skies for a change and low winds. About -4F at my house.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
Don't accept your dog's admiration as conclusive evidence that you are wonderful.
Ann Landers
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=327273#327273
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Re: Pitot static port location |
> Speaking of density altitude=2C I calculated it this morning and here at
KBUF=2C the DA at 7 AM was -3=2C675'. >
> --------
> Thom Riddle
> Buffalo=2C NY (9G0)
> Kolb Slingshot SS-021
> Jabiru 2200A #1574
> Tennessee Prop 64x32
Hi Thom=2C
Thanks for the pitot info.
-3=2C675' density altitude?? I think even Capt Nemo would have trouble f
lying
at that level!! (think about it=2C it'll come to you)
BTW=2C thanks for the pitot comments=2C everyone=2C but I think I'll pro
ceed with
what I mentioned previously (2 side ports=2C etc=2C etc.) If that design n
eeds some adjustment=2C
then I'll work on it later. Cheers!!
Mike Welch
________________________________________________________________________________
| Subject: | Flying the Tallapoosa |
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Hi Folks:
I sent some posts to the Kolb List earlier, each with a photo attached. That was
three hours ago. Still no posts.
If I resend, the old posts will arrive.
*****************************************************
Hi Folks:
Got to fly a little yesterday, in addition to washing Miss P'fer for the
first time in 9 months. She is 50 lbs lighter now.
Was a beautiful Sunday afternoon, just a little wind out of the NW. I flew
the Tallapoosa River, not far from Wetumpka Airport. My son, Mike, was
going to be running the river in his jon boat. Found Mike and his buddy on
a short, rough sand bar. Too short and rough, I chose a gravel bar up
stream about a half mile. Now that I have the first gravel bar out of the
way, the next one will be a lot more fun and not nearly as intimidating as
this one was.
That was my first off field landing since the first part of last year. I
have only logged 3 hours air time since 10 May 2010.
Does my mkIII fly any better clean? Couldn't really tell any difference.
john h
mkIII - 3,012.8 hours (airframe)
912ULS - 444.3 hours (engine)
hauck's holler
Titus, Alabama
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=327349#327349
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http://forums.matronics.com//files/picture037_1_112.jpg
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
| Subject: | Re: Flying the Tallapoosa |
Nice pics John, makes me wish I was down south ,23 degrees for a high here
today 65 in O'brien looks like it finally warmed up where you are ? Chris
Chris Davis
KXP 503 492 hrs
Glider Pilot
Disabled from crash building Firefly
----- Original Message ----
From: John Hauck <jhauck(at)elmore.rr.com>
Sent: Mon, January 17, 2011 7:23:36 PM
Subject: Kolb-List: Flying the Tallapoosa
Hi Folks:
I sent some posts to the Kolb List earlier, each with a photo attached. That
was three hours ago. Still no posts.
If I resend, the old posts will arrive.
*****************************************************
Hi Folks:
Got to fly a little yesterday, in addition to washing Miss P'fer for the
first time in 9 months. She is 50 lbs lighter now.
Was a beautiful Sunday afternoon, just a little wind out of the NW. I flew
the Tallapoosa River, not far from Wetumpka Airport. My son, Mike, was
going to be running the river in his jon boat. Found Mike and his buddy on
a short, rough sand bar. Too short and rough, I chose a gravel bar up
stream about a half mile. Now that I have the first gravel bar out of the
way, the next one will be a lot more fun and not nearly as intimidating as
this one was.
That was my first off field landing since the first part of last year. I
have only logged 3 hours air time since 10 May 2010.
Does my mkIII fly any better clean? Couldn't really tell any difference.
john h
mkIII - 3,012.8 hours (airframe)
912ULS - 444.3 hours (engine)
hauck's holler
Titus, Alabama
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=327349#327349
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________________________________________________________________________________
| Subject: | Re: Flying the Tallapoosa |
| From: | Ellery Batchelder Jr <elleryweld(at)aol.com> |
Looks great John Glad to see you back in the saddle again posting all the
great pics of all your flying adventures
But I have to ask where did you ditch the 50 lbs I hope it wasn't just the
grime you washed off your airplane
Cold weather is really biting us here in Maine now so I probably wont be
flying for a while -15 degrees this morning
Ellery Batchelder Jr.
-----Original Message-----
From: John Hauck <jhauck(at)elmore.rr.com>
Sent: Mon, Jan 17, 2011 7:23 pm
Subject: Kolb-List: Flying the Tallapoosa
Hi Folks:
I sent some posts to the Kolb List earlier, each with a photo attached.
That
as three hours ago. Still no posts.
If I resend, the old posts will arrive.
*****************************************************
Hi Folks:
Got to fly a little yesterday, in addition to washing Miss P'fer for the
irst time in 9 months. She is 50 lbs lighter now.
Was a beautiful Sunday afternoon, just a little wind out of the NW. I fle
w
he Tallapoosa River, not far from Wetumpka Airport. My son, Mike, was
oing to be running the river in his jon boat. Found Mike and his buddy on
short, rough sand bar. Too short and rough, I chose a gravel bar up
tream about a half mile. Now that I have the first gravel bar out of the
ay, the next one will be a lot more fun and not nearly as intimidating as
his one was.
hat was my first off field landing since the first part of last year. I
ave only logged 3 hours air time since 10 May 2010.
Does my mkIII fly any better clean? Couldn't really tell any difference.
john h
kIII - 3,012.8 hours (airframe)
12ULS - 444.3 hours (engine)
auck's holler
itus, Alabama
--------
ohn Hauck
KIII/912ULS
auck's holler, alabama
ead this topic online here:
http://forums.matronics.com/viewtopic.php?p=327349#327349
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-========================
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________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Flying the Tallapoosa |
Looks great John Glad to see you back in the saddle again posting all the
great pics of all your flying adventures
But I have to ask where did you ditch the 50 lbs I hope it wasn't just the
grime you washed off your airplane
Ellery Batchelder Jr.
Ellery B/Chris D/Gang:
Weather got better here for a few days. Supposed to start raining tonight
and get cold again here. Glad I was able to get out and do some flying
while it was nice.
Washed 50 lbs of crud off the mkIII after sitting in the hanger on the farm
for 9 months. Last time I washed her was just before Sun and Fun 2010.
Got word it was in the 50's at Larry Cottrell's Rock House. Looks like
warmer days are coming for Alabama. ;-)
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| Subject: | Re: Kolb/Jabiru carb overflow |
| From: | "ces308" <ces308(at)ldaco.com> |
Gary and Thom....
I think you hit the nail on the head with crank case pressure....I thought it
was ok,then I got thinking last night ( I work nights so I had 12 hrs to think
about it ) and I got looking at the videos I made and the dates I made them,then
went to the weather channel and matched up outside temps for the days it flew
and the days it quit and the days it ran good the temps were 32+ and the days
it quit temps were 10 - 18 *.With a closer look today I believe the vent tube
was freezing up blocking off the venting of the case,The original catch cup
I had was loose fitting and starting to come apart so this summer I made a
new one with fittings in the top and a screw on cap for security and it worked
great in warmer temps ,but maybe not so good in the winter months.I will try
to run it tomorrow and will let you know how it goes...It all makes sense now
and why after everything we did it all came back to the same thing !
Thanks Thom and Gary ! I would not have considered this Knowing how simple the
system is...from now on I check this first, fuel pressure will now be monitored
all the time now.... and I should have known this too!
I will let you know for sure tomorrow!
ps...this is the picture of the catch can...i removed the Brillo pad that was getting
deteriorated and replaced it with paper toweling to soak up any moisture
and oil...I am back using A Brillo coarse mesh pad again and I think I'm going
to use larger diameter tubing too..when I took it apart you could see where
the toweling was right up against the in-coming and out going openings...
chris ambrose
M3X/Jabiru
N327CS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=327369#327369
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________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Kolb/Jabiru carb overflow |
ps...this is the picture of the catch can
chris ambrose
M3X/Jabiru
Chris A/Gang:
Is it mandatory to use a large catch can? or can you configure the breather
hose to dump overboard?
Does the engine blow that much oil through the breather? or is the catch
can also the air/oil seperator?
john h
mkIII
titus, alabama
________________________________________________________________________________
| Subject: | Re: Kolb/Jabiru carb overflow |
| From: | "ces308" <ces308(at)ldaco.com> |
John,
It's more of an air/oil separator...this is where the moisture gets out of the
engine and without it it would make an annoying mess on the tail...the one I
had on last year had the Brillo pad in it and was not as tight as this one is...maybe
I made it too good !
chris ambrose
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=327372#327372
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Kolb/Jabiru carb overflow |
It's more of an air/oil separator...this is where the moisture gets out of
the engine and without it it would make an annoying mess on the tail...the
one I had on last year had the Brillo pad in it and was not as tight as this
one is...maybe I made it too good !
chris ambrose
Chris A:
Does Jabiru provide an air/oil seperator? or do you have to provide one of
your own design?
john h
mkIII
Titus, AL
________________________________________________________________________________
| Subject: | Re: Kolb/Jabiru carb overflow |
| From: | "ces308" <ces308(at)ldaco.com> |
John,
make your own...
chris ambrose
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=327374#327374
________________________________________________________________________________
| Subject: | Re: Kolb/Jabiru carb overflow |
| From: | Ellery Batchelder Jr <elleryweld(at)aol.com> |
Chris I have installed and flown two of the same Jabiru engines you have
the 2200 I didnt get a big mess out of them and I would run that tube dow
n through the tail boom and out to the end of the rudder it if was making
that kind of a mess on the tail or
I am willing to make you an aluminum Can just for that crank case vent if
you would like with a petcock in the bottom of it so you can drain it on
pre flights
Ellery Batchelder Jr.
-----Original Message-----
From: ces308 <ces308(at)ldaco.com>
Sent: Mon, Jan 17, 2011 11:22 pm
Subject: Kolb-List: Re: Kolb/Jabiru carb overflow
John,
make your own...
chris ambrose
ead this topic online here:
http://forums.matronics.com/viewtopic.php?p=327374#327374
========================
===========
-= - 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
-
-========================
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-= - MATRONICS WEB FORUMS -
-= Same great content also available via the Web Forums!
-
-= --> http://forums.matronics.com
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-========================
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________________________________________________________________________________
| From: | "Pat Ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Flying the Tallapoosa |
Nice to see you in the air again, John.
Looks as though you have some good weather as well.
Pat
________________________________________________________________________________
| Subject: | Re: Kolb/Jabiru carb overflow |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
Chris, An old Lycosaurus trick is to put a slit in the breather tube so that
if there is any obstruction in the end of the tube the pressure will push
the slit open and allow the engine to vent.
Rick Girard
On Mon, Jan 17, 2011 at 9:28 PM, ces308 wrote:
>
> Gary and Thom....
>
> I think you hit the nail on the head with crank case pressure....I thought
> it was ok,then I got thinking last night ( I work nights so I had 12 hrs to
> think about it ) and I got looking at the videos I made and the dates I made
> them,then went to the weather channel and matched up outside temps for the
> days it flew and the days it quit and the days it ran good the temps were
> 32+ and the days it quit temps were 10 - 18 *.With a closer look today I
> believe the vent tube was freezing up blocking off the venting of the
> case,The original catch cup I had was loose fitting and starting to come
> apart so this summer I made a new one with fittings in the top and a screw
> on cap for security and it worked great in warmer temps ,but maybe not so
> good in the winter months.I will try to run it tomorrow and will let you
> know how it goes...It all makes sense now and why after everything we did it
> all came back to the same thing !
>
> Thanks Thom and Gary ! I would not have considered this Knowing how simple
> the system is...from now on I check this first, fuel pressure will now be
> monitored all the time now.... and I should have known this too!
> I will let you know for sure tomorrow!
>
> ps...this is the picture of the catch can...i removed the Brillo pad that
> was getting deteriorated and replaced it with paper toweling to soak up any
> moisture and oil...I am back using A Brillo coarse mesh pad again and I
> think I'm going to use larger diameter tubing too..when I took it apart you
> could see where the toweling was right up against the in-coming and out
> going openings...
>
> chris ambrose
> M3X/Jabiru
> N327CS
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=327369#327369
>
>
> Attachments:
>
> http://forums.matronics.com//files/img_1291_214.jpg
>
>
--
Zulu Delta
Kolb Mk IIIC
582 Gray head
4.00 C gearbox
3 blade WD
Thanks, Homer GBYM
It is not bigotry to be certain we are right; but it is bigotry to be unable
to imagine how we might possibly have gone wrong.
- G.K. Chesterton
________________________________________________________________________________
| Subject: | Re: Flying the Tallapoosa |
| From: | "John Bickham" <gearbender(at)bellsouth.net> |
Man,
Too bad we can't scrub the weight off our little tummy's!!! Good to see you ya
with the Kolb grin again.
You oughta come visit when it warms a bit.
--------
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=327401#327401
________________________________________________________________________________
| Subject: | Re: Kolb/Jabiru carb overflow |
| From: | zeprep251(at)aol.com |
John,
The oil fill tube,dip stick guide,crankcase vent are one and the same.About
3/4 in ID with the base of the tube not far enough above the oil level.The
later model engines have a deeper oil pan,but it really should have a wind
age tray like we used in VWs .I have built a separator mounted on top of th
e engine with 5 vanes in it that cause the vent gases to make sharp turns w
hen leaving the case that SEEMS to help,and have used a PCV valve to try to
hold a negative pressure in the case, but the venting system needs a redes
ign IMHO.If I still have it at the 2000hr TBO,I would try to modify it.It i
s such a sweet engine in other respects.
G.Aman MK-3C Jabiru 2200a 600hrs
PS welcome back!
!
-----Original Message-----
From: John Hauck <jhauck(at)elmore.rr.com>
Sent: Mon, Jan 17, 2011 10:51 pm
Subject: Re: Kolb-List: Re: Kolb/Jabiru carb overflow
ps...this is the picture of the catch can
chris ambrose
M3X/Jabiru
Chris A/Gang:
Is it mandatory to use a large catch can? or can you configure the breathe
r
hose to dump overboard?
Does the engine blow that much oil through the breather? or is the catch
can also the air/oil seperator?
john h
mkIII
titus, alabama
________________________________________________________________________________
| Subject: | Re: Kolb/Jabiru carb overflow |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Chris,
Glad you found the culprit!
My rather small air/oil separator has one inlet and two outlets. The top outlet
goes via flex hose directly overboard. The bottom outlet goes to a petcock and
from there it also goes overboard. After every flight, I drain the several drops
of the muck that collects in the bottom using the petcock. As long as I never
let the separator fill up (drain after every flight), no oil or muck comes
out of the upper outlet and the tail stays nice and clean.
I add no more than a 1/2 pint or so of oil between 50 hour changes, so most of
what comes out of the separator is oily water.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
Don't accept your dog's admiration as conclusive evidence that you are wonderful.
Ann Landers
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=327409#327409
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Flying the Tallapoosa |
Nice to see you in the air again, John.
Looks as though you have some good weather as well.
Pat
Thanks, Patrick:
Good to be back up again. Now I have to learn how to fly.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Kolb/Jabiru carb overflow |
If I still have it at the 2000hr TBO,I would try to modify it.It is such a
sweet engine in other respects.
G.Aman MK-3C Jabiru 2200a 600hrs
PS welcome back!
!
Gary A/Gang:
Thanks for that info. I have a better understanding of what the Jabiru
folks problem is now.
Is the Jabiru Factory doing anything to help with this problem?
Hopefully, you all can come up with a good solution.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | "b young" <by0ung(at)brigham.net> |
| Subject: | Re: Kolb/Jabiru carb overflow |
ps...this is the picture of the catch can...i removed the Brillo pad
that was getting deteriorated and replaced it with paper toweling to
soak up any moisture and oil...I am back using A Brillo coarse mesh pad
again and I think I'm going to use larger diameter tubing too..when I
took it apart you could see where the toweling was right up against the
in-coming and out going openings...
chris ambrose
M3X/Jabiru
N327CS
>>>>>>>>>>>>>>>
if there was someway that you could put some insulation around the
seperator / tubing, it would keep it warm enough it could not ice over.
just thinking outloud here, i have seen some foam tape that would
keep things a bit warmer. as to paper or corse mesh pad... when
working with pnumataic thermostats and controls,, one of the best
filter housings ive seen used a roll of toilet paper as a filter
element. it worked as a filter dryer. and cheap to replace.
boyd young
mkiii
________________________________________________________________________________
| Subject: | Birds of a Feather |
| From: | "Dennis Thate" <retroman(at)frontier.com> |
Birds of a Feather
--------
Both optimists and pessimists contribute to our society. The optimist invents
the airplane and the pessimist the parachute. ~Gil Stern
Faith is believing what you know ain't so - Mark Twain
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=327484#327484
Attachments:
http://forums.matronics.com//files/aerodynamics_101_843.jpg
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | MkIII Xtra V speeds |
Kolb guys=2C and especially Travis=2C
I am in the process of rounding up information for my
Operator Limitations manual for my plane. Could I get a few
of you Xtra owners to post your "V" speeds below in the list I
have provided.
Also=2C Travis=2C would you be kind enough to post the factory
recommended speeds for these catagories=2C please?
1) Vso--(stall speed=2C or min. flight speed in 'landing' configuration {fl
aps down})_________________
2) Vs--(min. controllable airspeed in steady state flight {flaps up}_______
_____________
3) Vfe--(maximun 'flap extended' stall speed)______________________________
______
4) Vno--(max speed for 'normal' operations)________________________________
_
5) Vne--(never exceed speed)_____________________________________________
The Kolb factory states that the MkIII Xtra has a 35 mph stall speed=2C a
nd 26 mph
stall speed with flaps extended. Is this pretty close to what you Xtra own
ers are
experiencing?
You response is appeciated. Thanks!!!
Mike Welch
MkIII
________________________________________________________________________________
| From: | "Pat Ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: MkIII Xtra V speeds |
Hi Mike
Stats are.
Mk3xtra with Jab 2200. MAUV 943 lbs
Stall flaps up.engine off 35mph
Flaps down. 5mph less
Cruise happily 50 to 80.
I usually use around 70 to 75mph
Ticketed at Vne 95mph
Ticketed. Flaps down 60mph
Min pilot weight with no ballast. 170 lbs.
I usually take off single stage flap/climb out around 50mph.
Land . Flaps down, engine idle around 50. bleed the speed over the
hedge.
Cheers
Pat
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Monument Valley 2011 |
Hi Kolbers:
Anyone interested in Monument Valley 2011?
Mothers Day is 8 May.
Memorial Day is 30 May.
Looking at the calendar, 19-22 May 2011 (Thu thru Sun), looks like our
normal time frame to have the 2011 Kolb Unplanned/Unorganized Monument
Valley Flyin.
For an alternate date we can use 12-15 May.
Usually, we arrive on Thu and depart Sun morning, giving us two full days,
Fri and Sat at Gouldings.
We encourage everyone to attend whether flying, driving, hitch hiking, or
whatever.
Let me know what you all think.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | frank goodnight <frank.goodnight(at)att.net> |
| Subject: | Re: Monument Valley 2011 |
Hi John,=0AAlways interested in M.V. and Kolbers. Hope to see you and other
s there. It's =0Acold in ARK.=0AFrank Goodnight=0A=0A=0A=0A=0A_____________
___________________=0AFrom: John Hauck <jhauck(at)elmore.rr.com>=0ATo: kolb-li
st(at)matronics.com=0ASent: Wed, January 19, 2011 4:08:23 PM=0ASubject: Kolb-L
" =0A=0AHi Kolbers:=0A=0AAnyone interested in Monumen
t Valley 2011?=0A=0AMothers Day is 8 May.=0A=0AMemorial Day is 30 May.=0A
=0ALooking at the calendar, 19-22 May 2011 (Thu thru Sun), looks like our
=0Anormal time frame to have the 2011 Kolb Unplanned/Unorganized Monument
=0AValley Flyin.=0A=0AFor an alternate date we can use 12-15 May.=0A=0AUsua
lly, we arrive on Thu and depart Sun morning, giving us two full days, =0AF
ri and Sat at Gouldings.=0A=0AWe encourage everyone to attend whether flyin
g, driving, hitch hiking, or =0Awhatever.=0A=0ALet me know what you all thi
-========================
- - - - - - - - - - - - - -Matt Dralle, List Admi
====
________________________________________________________________________________
| Subject: | Re: MkIII Xtra V speeds |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Mike,
Using Pat's numbers you can come up with pretty accurate stall speed estimates
at different flying weights by using the fact that a change in stall speed varies
with the square root of the change in weight.
Baseline
Flying weight of 943 lbs
Stall speeds 35 and 30
Examples:
If flying 10% heavier, 1.1 x 943 = 1,037 lbs...
Stall speeds should be 1.1^.5 = 1.049 ==>> 36.7 and 31.5
If flying 15% lighter, .85 x 943 = 802 lbs...
Stall speeds should be .85^.5 = .922 ==>> 32.3 and 27.7
Vfe and Vne don't vary with flying weight.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
December 29, 2010 - January 20, 2011
Kolb-Archive.digest.vol-kz