Kolb-Archive.digest.vol-lz
November 22, 2011 - December 26, 2011
can find no reason that my email program would be
"double spaced and too wide for the screen."
Do you have any suggestions for me to correct this
situation?
john h
mkIll
Titus, Alabama
________________________________________________________________________________
| From: | Phil <phactor9(at)yahoo.com> |
| Subject: | Premeasuring oil for flights |
At a 50:1 ratio, five gallons of gas requires 12.8 fl oz of two-stroke oil.
Therefore, here's my plan for in-trip (as well as pre-trip) refueling.
Buy a six-pack of plastic 16.9 fl oz softdrink bottles. Drink contents. Cle
an and dry bottles thoroughly. Remove labels. Mark gradients very carefully
onto the outside surface of the bottles; preferably in one-fl-oz graduatio
ns (but essentially, in 1/8th graduations in the case you decide to top off
with gas, described next). Measure out exactly 12.8 fl oz into each bottle
and top off with one or two fl oz of gas. Throw bottles into your gunny sa
ck before flying.
Now, if you have decided to top off each bottle with one-to-two fl oz of ga
s, then the gradients you mark on the sides of the bottles should allow for
that. Topping off each bottle does two things:-1) it reduces the viscosi
ty of the oil so it pours easily, and 2) it hopefully enhances the premixin
g of the oil with the rest of the gas in your tank.
Then, when you put five gallons of gas into your tank, just empty one of th
ese bottles into it and you're good to go. If you just partially top off yo
ur tank, then pour in only the quantity from one of the bottles that makes
up the 50:1 ratio (hopefully both your fuel tank and your bottles are marke
d well and accurately, and you old folk brought your calculator with you).
Comments?
Phil H.
-
________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
- Larry- Yours came through too wide, too.
do nt archive
--- On Tue, 11/22/11, Larry Cottrell wrote:
From: Larry Cottrell <lcottrell1020(at)gmail.com>
Subject: Re: Kolb-List: Mz 201
Date: Tuesday, November 22, 2011, 9:48 AM
=0A=0A =0A =0A=0ABoth yours and John's went out of sight with the same =0Ap
roblem. John says that his is set to Plain text. I checked the tool bar on
this =0Amessage and there is a tool called "format" on this message, and it
is set to =0A"Rich Text (html). The funny part about it is that this is th
e only message in =0Aall of my email that gives me the option of changing t
he "Format" on the tool =0Abar.=0Afor what it is worth,=0ALarry=0A-=0ANot
e: If you forward this email, please delete the =0Aforwarding history, whic
h includes my email address.=0A=0A ----- Original Message ----- =0A From:
=0A william sullivan =0A To: kolb-list(at)matronics.com =0A Sent: Tuesday,
November 22, 2011 7:15 =0A AM=0A Subject: RE: Kolb-List: Mz 201=0A
=0A =0A =0A =0A - John- I think it's the Matronics computer.
- =0A When I enter something, my font stays the same.- The line
length =0A changes when I get it back.- Regular e-mails from me to
others =0A don't do it.- Maybe Matt knows why.
do not =0A archive
-------------------------
------------------- =0A Bill S
ullivan
--- On Tue, 11/22/11, John Hauck =0A wrote:
=0A
From: =0A John Hauck <jhauck(at)elmore.rr.com>
Subject: RE: Kolb-List: Mz =0A 201
Date: Tuesday, November 22, =0A 2011, 8:56 AM
=0A =0A #yiv1082414020 UNKNOWN {=0AFONT-FAMILY:"Cambria M
ath";panose-1:2 4 5 3 5 4 6 3 2 4;}=0A#yiv1082414020 UNKNOWN {=0AFONT-FAMIL
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-FAMILY:Tahoma;panose-1:2 11 6 4 3 5 4 4 2 4;}=0A#yiv1082414020 UNKNOWN {
=0AFONT-FAMILY:Consolas;panose-1:2 11 6 9 2 2 4 3 2 4;}=0A#yiv1082414020
P.yiv1082414020MsoNormal {=0AFONT-SIZE:12pt;MARGIN:0in 0in 0pt;FONT-FAMILY:
"serif";}=0A#yiv1082414020 LI.yiv1082414020MsoNormal {=0AFONT-SIZE:12pt;MA
RGIN:0in 0in 0pt;FONT-FAMILY:"serif";}=0A#yiv1082414020 DIV.yiv1082414020M
soNormal {=0AFONT-SIZE:12pt;MARGIN:0in 0in 0pt;FONT-FAMILY:"serif";}=0A#yiv
1082414020 A:link {=0ACOLOR:blue;TEXT-DECORATION:underline;}=0A#yiv1082414
020 SPAN.yiv1082414020MsoHyperlink {=0ACOLOR:blue;TEXT-DECORATION:underlin
e;}=0A#yiv1082414020 A:visited {=0ACOLOR:purple;TEXT-DECORATION:underline;
}=0A#yiv1082414020 SPAN.yiv1082414020MsoHyperlinkFollowed {=0ACOLOR:purple
;TEXT-DECORATION:underline;}=0A#yiv1082414020 PRE {=0AFONT-SIZE:10pt;MARGI
N:0in 0in 0pt;FONT-FAMILY:"Courier New";}=0A#yiv1082414020 SPAN.yiv1082414
020HTMLPreformattedChar {=0AFONT-FAMILY:Consolas;}=0A#yiv1082414020 SPAN.y
iv1082414020EmailStyle19 {=0AFONT-WEIGHT:normal;COLOR:black;FONT-STYLE:norm
al;FONT-FAMILY:"sans-serif";LETTER-SPACING:0pt;}=0A#yiv1082414020 .yiv1082
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=0A =0A -=0A -=0A =0A
=0A John,=0A =0A Although the size =0A
of the font is OK your posts are double spaced and still too wide for
=0A the screen.=0A =0A Everyone else's =0A
posts are OK.=0A =0A -=0A =0A Pat
- -Patrick/Kolbers: -Glad I got one thing right, the font. -I am
using "plain text", automatic word wrap with 60 space lines. -My email is
Outlook 2007, with current updates. -Other than that, I have checked all
my "stuff" and can find no reason that my email program would be "double s
paced and too wide for the screen." -Do you have any suggestions for me
=0A to correct this situation? -john hmkIllTitus, Alabama - - -wwww
w.matronics.com/contribution">http://www.matronics.com/cmatronics.com/Navig
ator?Kolb-List">http://www.matronics.com/Navigator?Kolb-ofollow" target="
_blank" href="http://www.matronics.com/contribution">h=0A=0A=0A=0Ahref=
"http://www.aeroelectric.com">www.aeroelectric.com=0Ahref="http://www.bui
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m">www.homebuilthelp.com=0Ahref="http://www.matronics.com/contribution">h
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tronics.com">http://forums.matronics.com=0Ahref="http://www.matronics.com
=================0A=0A
________________________________________________________________________________
| From: | "Thumper" <dlong1957(at)yahoo.com> |
I believe your choice of the MZ201/2 will be a good one. My only reservation is
the single diaphram carb. The MZ201 is just the MZ202 with a different intake
manifold and Tillotson carb plus limit the rpm to 4800rpm. I used many of those
carbs over the years and don't consider them reliable enough to fly with.
Too much fiddling required as per Jack Harts blog, thanks Jack. If you could
make a single carb manifold and use a Bing or Mikuni float style then you would
be safer to fly. Either version you will have RPM options since you can limit
it to 45hp or let it spin up to 60hp with nothing breaking. I want to install
that engine on a Firestar II in the future (once I get my Mark III sold).
It is not much heavier with the twin carb arrangement maybe you should think
about that. I might know someone who has a manifold for the dual carb you could
buy without having to pay for new. The MZ201 is just a de-rated 202. I like
the fan cooling that doesn't use a belt, reed valve induction for good crankcase
stuffing (simpler than rotary valve) and the MZ202 has almost the same HP
as a Rotax 583 but weights 43# less because lighter block and no water cooling
weight. Prices are less too. I would guess that you will like the MZ201 or
202 for thrust. I did talk to a fellow once who had the 201 on a twinstar and
said it flew great. He did not like the carb much though and was working on
inflight mixture control. His brakes would not hold it on the ground so he
could not do the required full throttle run up required each time to set the carb
needles as recommended. I think Leon at compactradialengines.com/ can give
you his name also. PS how much lighter was it with only the single ignition
over dual ignition? I like the thought of dual ignition with todays solid state
circuits. In the old points 447 it usually would not just quit, it would just
run bad and still get you home, most of the time solid state just quits with
no warning.
Dennis Long
--------
Dennis Long
Oakland TN
2001 Kolb Mark IIIC
110+ hours since March 2011
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=358811#358811
________________________________________________________________________________
| Subject: | Re: Premeasuring oil for flights |
| From: | "SS568" <david(at)PaulowniaTrees.com> |
Phactor,
I would be Leary of using drink bottles (cheap plastic) for the storage of petroleum
products. Many drink and water bottles are made to dissolve in a few months.
David d.
--------
Kolb Mark IIIX 582 Blue head
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=358812#358812
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Premeasuring oil for flights |
Buy a six-pack of plastic 16.9 fl oz softdrink
bottles. Drink contents. Clean and dry bottles
thoroughly. Remove labels. Mark gradients very
carefully onto the outside surface of the bottles;
preferably in one-fl-oz graduations (but
essentially, in 1/8th graduations in the case you
decide to top off with gas, described next).
Measure out exactly 12.8 fl oz into each bottle
and top off with one or two fl oz of gas. Throw
bottles into your gunny sack before flying.
Comments?
Phil H.
Phil H/Kolbers:
Whatever works for you should be just fine.
I did a lot of long two stroke cross country
flights in my US, FS, and MKIII. Remember loading
12 qts of Pennzoil for air cooled engines in the
FS, because that oil was impossible to find, on
the road, back in the 1980's.
Normally, I estimated how much fuel I was going to
add to the tank, then poured in the oil right from
the original 1 qt container. Topped off with
fuel. Then rocked the aircraft fore and aft to
mix the oil. Once at Norwich, NY, I forgot to
rock the FS. Took off and started losing power.
Figured out what was wrong, pulled the enricher
wide open and regained enough power to land. If I
had not pulled the enricher, the engine would have
died before I got back on the ground. My float
bowl and lines were mostly Pennzoil.
Two stroke oil is already cut with a solvent, if I
am remembering correctly.
I believe engine manufacturers take into
consideration the user will not be able to mix
fuel and oil precisely, giving us some leeway on
each side of 50 to 1.
Keep it simple.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
>
>I believe your choice of the MZ201/2 will be a good one. My only
reservation is the single diaphram carb. The MZ201 is just the MZ202 with a
different intake manifold and Tillotson carb plus limit the rpm to 4800rpm.
I used many of those carbs over the years and don't consider them reliable
enough to fly with. Too much fiddling required as per Jack Harts blog,
thanks Jack. If you could make a single carb manifold and use a Bing or
Mikuni float style then you would be safer to fly.
>
......................
Dennis,
One of the things I discovered in adding air/fuel mixture controls to the
Bing and the Tillotson carburetors is that it seems to calm things down. By
that I mean one can set it and change AOA with no throttle change and the
EGT remains pretty much constant. I believe the reason for such good
results are due to the air pressure over the float bowl and under the
control diaphragm is held constant, where the non controlled vents are
subjected the pressure environment at the engine. In a pusher the air is
being sucked into the propeller and so the carburetor vents see different
pressures that are a combination of propeller/engine speed, relative wind,
and altitude. By connecting the vent to a tube and bringing it into the
cockpit area to a true static pressure port, the speed and relative wind
influence portions are removed. I wish I had thought of this with the
Rotax 447.
I had problems with the Tillotson, but after receiving good information for
initial setup, it seems to be quite stable. I like being able to prime it
and to draw fuel up to the carburetor with a simple push bulb. One must
balance out the low and high speed needles to maintain a flat EGT over the
throttle range. Once this is done, one can prime the engine and the engine
will start with the throttle closed. A huge plus for this carburetor is
that one does not have to open the carburetor to change jets and needles and
it comes with fuel pump built in.
The only real problem with the Tillotson carburetor is the same as with the
Bing, carburetor ice. I have fitted a stud heater to the bottom engine side
of the Tillotson to try and compensate for the problem. I have not had a
chance to check it out.
I have been fortunate in that I mounted the MZ 34 inverted so that the
carburetor needles can be accessed from the front. This allowed me to
attach extension tubes to the needles and to manipulate them with the engine
running and the FireFly tied down. It would be great if Tillotson would
build a mirror image carburetor so that the same could be said for an
upright engine.
At this point I will take the Tillotson over the Bing, but it is going to
take another season of flying to see it that holds true.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| Subject: | Re: Premeasuring oil for flights |
| From: | "olendorf" <olendorf(at)gmail.com> |
That idea sounds really inconvenient. You will be carrying fuel you don't need
and less oil that you might need. Since you have already marked gradients on
one of the bottles it is a simple matter to measure just the right amount of
oil and dump it in when you get gas. I wouldn't mark in 1 ounce gradients though,
I mark mine in gallons. Then you don't have to do the math. You fill up
and get 4 gallons then you add oil to the 4 gallon mark and dump it in. Can't
get any easier.
I used a Prestone antifreeze container to hold my 2 stroke oil for my long trips.
It's nice and slim for storage.
--------
Scott Olendorf
Original Firestar, Rotax 447, Powerfin prop
Schenectady, NY
http://sites.google.com/site/kolbfirestar/
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=358895#358895
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Premeasuring oil for flights |
At 07:43 PM 11/22/2011, olendorf wrote:
>
>That idea sounds really inconvenient. You will be carrying fuel you
>don't need and less oil that you might need. Since you have already
>marked gradients on one of the bottles it is a simple matter to measure
>just the right amount of oil and dump it in when you get gas. I wouldn't
>mark in 1 ounce gradients though, I mark mine in gallons. Then you don't
>have to do the math. You fill up and get 4 gallons then you add oil to the
>4 gallon mark and dump it in. Can't get any easier.
I use a large syringe, I think it's 250cc or so, with a label calibrated in
gallons at the appropriate mix ratio. Knowing approximately how much fuel
I'll need, I fill the syringe to that amount and squirt it into the tank as
I'm pumping the gas, repeat as necessary. I fill the syringe from a
Nalgene bottle of oil to into whose cap I've mounted a Luer fitting (the
standard syringe connection) and suck in the amount of oil I'll need.
At home I just premix in the can, of course.
-Dana
--
A conclusion is the place where you get tired of thinking.
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Contributions Down By 20%... |
Dear Listers,
As of today, Contributions to the Matronics List Fund Raiser are lagging behind
last year at this time by roughly 20%. I have a Fund Raiser each year simply
to cover my operating costs for the Lists. I *do not* accept any advertising
income to support the Lists and rely solely on the Contributions of members to
keep the expenses paid.
I run all of my own servers and they are housed here locally, and the Internet
connection is a commercial-grade, T1 connection with public address space. I
also maintain a full backup system that does nightly backups of all List-related
data so that in the event of a server crash, all of the Lists and the many
years of List archive data could be restored onto a new server in a matter of
hours.
All of this costs a fair amount of money, not to mention a significant amount of
my personal time. I have a Fund Raiser each year to cover these costs and I
ask that members that feel they receive a benefit from my investments make a
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If you enjoy the Lists, please make a Contribution today. I also offer some incentive
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Or, drop a personal check in the mail to:
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Livermore CA 94550
Thank you for your support!
Matt Dralle
Matronics Email List Administrator
________________________________________________________________________________
| From: | Bob Green <bgreen(at)bimi.org> |
| Subject: | RE: Kolb-List Digest: 16 Msgs - 11/22/11 |
Gang:
All the emails (John and Larry's) come through just fine for me.
It could be on the "receiving end and not the sender's end".
Bob
________________________________________________________________________________
| Subject: | ruffle a few feathers |
| From: | "Dennis Thate" <retroman(at)frontier.com> |
This may ruffle a few feathers here, ... but let's hope it helps get the contributions
back up for a great forum !
http://youtu.be/4uZjGHcr3oQ :D
--------
Both optimists and pessimists contribute to our society. The optimist invents
the airplane and the pessimist the parachute. ~Gil Stern
These flying machines are just a fad and will never catch on Unknown
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=359023#359023
________________________________________________________________________________
| From: | Charlie England <ceengland(at)bellsouth.net> |
| Subject: | Re: ruffle a few feathers |
On 11/23/2011 12:32 PM, Dennis Thate wrote:
> --> Kolb-List message posted by: "Dennis Thate"
>
> This may ruffle a few feathers here, ... but let's hope it helps get the contributions
back up for a great forum !
>
> http://youtu.be/4uZjGHcr3oQ :D
>
> --------
> Both optimists and pessimists contribute to our society. The optimist invents
the airplane and the pessimist the parachute. ~Gil Stern
>
> These flying machines are just a fad and will never catch on Unknown
>
Catch 22, anyone????
________________________________________________________________________________
| Subject: | Re: ruffle a few feathers |
| From: | "Dennis Thate" <retroman(at)frontier.com> |
Maybe a catchier title
Lower than a Snake's Belly in a Wagon Rut [Wink]
--------
Both optimists and pessimists contribute to our society. The optimist invents
the airplane and the pessimist the parachute. ~Gil Stern
These flying machines are just a fad and will never catch on Unknown
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=359048#359048
________________________________________________________________________________
| Subject: | Kolbra near Portland, OR? |
| From: | Martin Koxxy <martinkoxxy(at)gmail.com> |
Is anyone flying or building a Kolbra in the Portland, Oregon vicinity?
Martin
503-810-4804
________________________________________________________________________________
| Subject: | Re: Where to buy two stroke oil? |
| From: | "flyingfischead" <flyingfischead(at)yahoo.com> |
If he is still in business, Danny Day of Colorado Ultralights ( can't remember
the Address) used to sell 2 stroke oil CUA 101 a synthetic that I used in a Rotax
503 for 20 years. I started with a new 503 single carb and did the break in
with the oil sent with the engine. After about 20 hrs., I switched to CUA 101
and immediately dropped my cyl. head temps 30 degrees and they stayed there
from then on. Some type of technology that smooths the pores of the cylinder wall
metal. Great stuff. They also make Gear Aid which is an additive for the gearbox.
This too is a great product. When I pulled the heads to decarb there was
very little carbon buildup anywhere which I think is the result of this oil.
Might be worth checking out. I still have half a gallon of this oil which I
plan on using in a 447 Kolb Firestar when it gets ready to fly. :D
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=359138#359138
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Just A Few More Days To Make Your List Contribution... |
There is less than a week left in this year's List Fund Raiser and only a few short
days to grab one of the great Contribution Gifts available this year. Support
is still significantly lagging behind last year at this point but hopefully
it will pick up here towards the end. Please remember that it is solely the
Contributions of List members that keeps the Lists up and running as there
is no commercialism or advertising on the Matronics Lists and Forums.
The List Contribution web site is secure, fast, and easy and you can use a credit
card, Paypal:
http://www.matronics.com/contribution
Or, drop a personal check in the mail to:
Matt Dralle / Matronics
581 Jeannie Way
Livermore CA 94550
I want to thank everyone that has already made a generous contribution to support
the Lists!
Thank you!
Matt Dralle
Matronics EMail List and Forum Administrator
________________________________________________________________________________
| From: | "Jerry Deckard" <flypoker(at)windstream.net> |
| Subject: | Re: Where to buy two stroke oil? |
I used to buy stuff from Danny Day. I haven't heard anything from him in a
few years or any advertisements in several years. I don't know if he is
still around.
Jerry
----- Original Message -----
From: "flyingfischead" <flyingfischead(at)yahoo.com>
Sent: Thursday, November 24, 2011 7:34 PM
Subject: Kolb-List: Re: Where to buy two stroke oil?
>
>
> If he is still in business, Danny Day of Colorado Ultralights ( can't
> remember the Address) used to sell 2 stroke oil CUA 101 a synthetic that I
> used in a Rotax 503 for 20 years. I started with a new 503 single carb and
> did the break in with the oil sent with the engine. After about 20 hrs., I
> switched to CUA 101 and immediately dropped my cyl. head temps 30 degrees
> and they stayed there from then on. Some type of technology that smooths
> the pores of the cylinder wall metal. Great stuff. They also make Gear Aid
> which is an additive for the gearbox. This too is a great product. When I
> pulled the heads to decarb there was very little carbon buildup anywhere
> which I think is the result of this oil. Might be worth checking out. I
> still have half a gallon of this oil which I plan on using in a 447 Kolb
> Firestar when it gets ready to fly. :D
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=359138#359138
>
>
>
________________________________________________________________________________
| From: | "SS568" <david(at)PaulowniaTrees.com> |
I hope all had a good turkey day. We have a lot to be thankful for.
I am about to change all water hoses and fuel lines (582-99). Looking up part #s
and prices,, all was fine until I got to the molded hoses. Is there an alternative
place to order them. Of course they must be of equal or better quality
than the original.
Any recommendations appreciated.
David d.
--------
Kolb Mark IIIX 582 Blue head
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=359232#359232
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
I am about to change all water hoses and fuel lines
(582-99). Looking up part #s and prices,, all was fine until
I got to the molded hoses. Is there an alternative place to
order them
David d.
Kolbers:
Most auto parts stores will let you go behind the counter to
shop rubber hoses if you ask them. That is what I do when I
shop for hoses for my 912ULS, antique tractors, and other
projects. Many times there will be a hose with the right
dimensions and curves that you are looking for, and much
cheaper than Rotax prices.
john h
mkIII
Mobile, Alabama
________________________________________________________________________________
| Subject: | Re: Molded Hoses |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
I use silicon racing hose from Pegasus Racing. Cheaper than Rotax and last
forever (or thereabout :-})
https://www.pegasusautoracing.com/
Rick Girard
On Fri, Nov 25, 2011 at 7:41 AM, SS568 wrote:
>
> I hope all had a good turkey day. We have a lot to be thankful for.
>
> I am about to change all water hoses and fuel lines (582-99). Looking up
> part #s and prices,, all was fine until I got to the molded hoses. Is
> there an alternative place to order them. Of course they must be of equal
> or better quality than the original.
> Any recommendations appreciated.
>
> David d.
>
> --------
> Kolb Mark IIIX 582 Blue head
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=359232#359232
>
>
--
Zulu Delta
Mk IIIC
Thanks, Homer GBYM
It isn't necessary to have relatives in Kansas City in order to be unhappy.
- Groucho Marx
________________________________________________________________________________
| Subject: | Re: Firefly under 254 - How did you do it? |
I did...built to plans except for extra rib braceing..done with aluminum angle...came
in at 252 dry. and I had alot of paint on it most wouldnt have.. you might
have seen it here known as the Flagfly. AND..that was with full enclosure
windscreen BYW..
wasnt long though before I added bigger tires and wheels and brakes and various
other things. I had trouble with the go-kart brakes..
If you convert to single streamlined struts BTW...you will save weight over plans
built, and gain much performance. I used aluminum streamlined tubing from Wicks.
AS for the size..I cant remember but it was the same size as a Challenger
uses...it will save several lbs over the twin cromemoly struts.
I believe a Fly could be built under 246 or 247 pretty easy tho...and with a 447....
--------
Don G.
Central Illinois
Kitfox IV Speedster
Luscombe 8A
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=359244#359244
________________________________________________________________________________
| From: | "Dennis Souder" <flykolb(at)pa.net> |
| Subject: | Re: Firefly under 254 - How did you do it? |
AC 103-7 be used to show compliance for the FF 103 status. If you change to
single struts, the FF top speed will be too fast according to 103-7.
Some would say this is not something I am going to worry about.
I received a call from the attorney of a FF owner who was having is private
license revoked because he was flying his FF illegally. A neighbor had
complained about his flying operations and the FAA became involved and
determined he did not have a legal UL and therefore he was flying an
unregistered aircraft. Because he had private license, they revoked that
too along with shutting down his unregistered airstrip. The attorney called
me because he was trying to get his clients private reinstated. He wanted
to know if it could be proven that the FF was a legal ul. If it could be
proven then his client could get his license back. I said sure AC 103-7
shows it to be legal as far as stall speed and top speeds are concerned.
Weight of course would need to be determined by weighing. The attorney said
there was a little glitch because the FF had only one strut on each side
.... was there any other way to prove it was a legal ul. I said
unfortunately no, AC 103-7 will not work if the FF only has one strut. With
a 447 the FF has a higher top speed than 63 mph, so a speed test cannot be
used. So the guy was out of his license and out of options.
Dennis
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Don G
Sent: Friday, November 25, 2011 2:30 PM
Subject: Kolb-List: Re: Firefly under 254 - How did you do it?
I did...built to plans except for extra rib braceing..done with aluminum
angle...came in at 252 dry. and I had alot of paint on it most wouldnt
have.. you might have seen it here known as the Flagfly. AND..that was with
full enclosure windscreen BYW..
wasnt long though before I added bigger tires and wheels and brakes and
various other things. I had trouble with the go-kart brakes..
If you convert to single streamlined struts BTW...you will save weight over
plans built, and gain much performance. I used aluminum streamlined tubing
from Wicks. AS for the size..I cant remember but it was the same size as a
Challenger uses...it will save several lbs over the twin cromemoly struts.
I believe a Fly could be built under 246 or 247 pretty easy tho...and with a
447....
--------
Don G.
Central Illinois
Kitfox IV Speedster
Luscombe 8A
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=359244#359244
________________________________________________________________________________
| Subject: | Re: Firefly under 254 - How did you do it? |
Yup..definately will fly faster than 63...alot faster...heck I used to cruise at
60 to 65 at 4800 to 5000 rpms.. course..I had the prop set for top end.
--------
Don G.
Central Illinois
Kitfox IV Speedster
Luscombe 8A
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=359256#359256
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | end of the season, a day early... |
Grrrrr..... Sunny, 60's, light winds, probably the last good day... was
gonna spend all day flying before trailering my plane home for the
winter. Flew a bit today and the engine wasn't behaving
properly. Couldn't hold cruise rpm on the Cuyuna, set if at 5500, rpm
falls off to maybe 4000, I increase it to 5500, starts increasing by itself
over a minute of so to 6000+, back off to 5500, same cycle. Did the same
thing last time I flew a couple of weeks ago; I attributed it to an air
leak in the fuel line, fixed that, but obviously it didn't solve the
problem. Temps OK... EGT follows the rpm, but not over limit.
Landed back at the airport, ran it at cruise rpm on the ground, seemed a
bit better, fuel pressure on the low side, around 1.5 psi... then it just
suddenly quit. Pulled the plugs, the back plug shows signs of lean
running. Closer inspection shows evidence of leakage at the rear seal, so
I guess that's it (though I'm not clear on why the rpm was varying as it
did); today instead of tomorrow was my last flight for the year.
-Dana
--
No trees were harmed in the transmission of this message. However, a rather
large number of electrons were temporarily inconvenienced.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Firefly under 254 - How did you do it? |
I'm also quite content to have my little grass strip NOT be
an airport. Merely my personal entrance and exit
to my property. -----for the last 39 years,
BB
Me too!
I am the regulator. ;-)
For the last 27 years.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | "George Bearden" <gab16(at)sbcglobal.net> |
| Subject: | Re: Where to buy two stroke oil? |
A quick search reveals an old 2007 post;
Colorado Unlimited Adventure Corp.
P.O. box 100 Tumacacori, AZ. 85640 (520)398-8311
CUA-101 Engine Lubricant 1-GAL 43$
I haven't tried it to see if it works.
GeoB
________________________________________________________________________________
| Subject: | Re: Firefly under 254 - How did you do it? |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
slyck(at)frontiernet.net wrote:
> I'm quite happy to not have read such gibberish. -IRS is bad enough.
>
> I'm also quite content to have my little grass strip NOT be an airport. Merely
my personal entrance and exit
> to my property. -----for the last 39 years,
>
> BB
>
Gibberish you say? Reminds me of my nephew who refuses to read - and a man who
won't read is no better off than a man who can't read - but I digress...
Back in 1983 when I first started flying my Hummer out of the cow pasture behind
me, I registered the airstrip with the FAA based on this FAR, and I still have
the original paperwork, and the copies of the update documents that the FAA
sends me every couple of years. Which means that if any local curmudgeon tries
to get my airport declared illegal, or if the city of Kingsport sneaks out at
2 AM and extends the city limit boundaries a bit further (and landing strips
are illegal inside city limits) then I have 28 years of legal precedent demonstrating
that I have a completely legal airport.
Know the regs and use them for your benefit. Bureaucrats are less of a threat when
you can outflank them with their own rules.
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
richard (at) bcchapel(dot)org
Kingsport, TN 3TN0
Now faith is the substance of things hoped for, the evidence of things not seen.
Hebrews 11:1
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=359301#359301
________________________________________________________________________________
| From: | "Ron @ KFHU" <captainron1(at)cox.net> |
| Subject: | Re: Nauga 2011 (video link inside) |
Now that's a cool video, must be from the 80's back when people were skinny, nowadays
most of us a are bit on the porky side. hehehehe, that's when I used to
dream about having a Kolb not much changed as mine is still under construction,
11 years and counting. :-)
Ron @ KFHU
=========================
---- David Kulp wrote:
============
Gang,
After I watched Jimmy Young's video, the following one presented itself
on the site. Bunch of Ultrastars having fun! Anyone know the age or
location of the video, or seen it before?
http://www.youtube.com/watch?v=5NVT1VkBDWE
Dave Kulp
Bethlehem, PA
FireFly 11DMK
On 11/14/2011 5:42 AM, Jimmy Young wrote:
> --> Kolb-List message posted by: "Jimmy Young"
>
> The two best Fly-Ins I've ever been to were both at Nauga Field. The slogan
"many bigger, non better" is a perfect description, thanks to the effort of Sandie&
John Bickham and the rest of the Starhill gang. It was good to see friends
again and meet new ones like Travis Bennett, the youngster of the group at
37, and Larry Cottrell, who I've spoken with many times but never met in person.
>
> John B - regarding my trip home, I don't qualify for any "iron man" status in
the world of Kolb flying but I'll accept a "bladder man" award. I believe my
body weight gain while at Nauga slowed me down as much as that headwind.
>
> I did a little scud-running to get home quicker. The higher I flew the stronger
the headwinds,& down low it was a bumpy ride home. I picked speed over comfort.
In my boredom I made a quick, poor-quality video cruising the Intercoastal
between Port Arther and Galveston.
>
> Thanks for a great weekend -
>
> http://youtu.be/0AIjHmsbaUc
>
> --------
> Jimmy Young
> Missouri City, TX
> Kolb FS II/HKS 700
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=357796#357796
>
>
--
kugelair.com
________________________________________________________________________________
| From: | "Ron @ KFHU" <captainron1(at)cox.net> |
| Subject: | Re: Ultralight History |
the damn thing barely flew, cool looking though,
---- John Hauck wrote:
============
Folks:
Never thought I would see this Lazair on floats fly again, but found it
after watching the Ultrastars fly at S&F 1984.
http://www.youtube.com/user/OldChuckie#p/a/u/2/CaVLBrv4eQQ
At the same S&F 1984, there was an ultralight ditch filled with water that
served at the UL Seaplane Base in the UL area. One of the prettiest of the
float equipped ULs was an Ultrastar, red and white sunburst, on fiberglass
floats.
There was also this 4 engine Lazair on floats. As you will see, the pilot
flew barefooted with his britches legs rolled up. He must have had a little
of Dick Rahill's (Kolb Firestar Factory Pilot) blood in him because he flew
almost continually. Take off, very short circuit and plop back down in the
ditch, just to take off again.
Those were extremely good days.
john h
mkIII
Titus, Alabama
--
kugelair.com
________________________________________________________________________________
| From: | "Ron @ KFHU" <captainron1(at)cox.net> |
| Subject: | Re: Nose wheel on a Kolb MK3X |
Yes I am very interested in seeing how he moved the main gear back. I have been
toying with that for a while. My best idea was to have a new steel main that
is attached the same way however bent back about a foot and then spread out as
usual. But Have no time for work on the Kolb so that and other Kolb things to
do are in suspension.
The nose gear should not present a problem as we have plenty of structure to weld
a tube into which the nose gear tube can be inserted into. those with heavy
motors like me may find that as a good W&B solution, in addition to the nose
gear configuration and its advantages.
Ron @ KFHU
===================
---- Rick Lewis wrote:
============
Thanks Mike for the reply. Kolb has NOT afford an option for the MKX, as far as
I know, but they have impressed me with what they have done so far on this.
I talked to Brian today about this modification on the MKX and I will be going
to see them in a fews days to look at a prototype. If others are interested
in this I will submit pictures that I take. I Will be looking for other positive
replies on this.
--------
Rick Lewis
(VW Watercooled Engine)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=357887#357887
--
kugelair.com
________________________________________________________________________________
| From: | TheWanderingWench <thewanderingwench(at)yahoo.com> |
| Subject: | Re: Kolbra near Portland, OR? |
Hi Martin,=0A=0AMy hangar mate, Ron Barnes, has a Kolbra. We hangar at Sand
y River Airport in Sandy, Oregon. You can reach Ron @ 503.545.4076.=0A=0AAl
so - consider joining us at the next UFO (Ultralight Flyers Organization) m
eeting on Tuesday, Dec. 6 @ 7:00 p.m. at The Bomber Restaurant on Hwy. 99 i
n Milwaukie. Folks usually start gathering @ 6:30 p.m. for dinner.=0A=0AArt
y Trost=0ASandy, OR=0A-=0Awww.LessonsFromTheEdge.com/oshkosh/=0A=0A"Life'
s a daring adventure or nothing"=0AHelen Keller=0A=0A=0A"I refuse to tip to
e through life just to arrive safely at death."=0A=0A=0A___________________
_____________=0A From: Martin Koxxy <martinkoxxy(at)gmail.com>=0ATo: kolb-list
@matronics.com =0ASent: Wednesday, November 23, 2011 3:56 PM=0ASubject: Kol
b-List: Kolbra near Portland, OR?=0A =0A=0AIs anyone flying or building a K
=================
________________________________________________________________________________
| From: | TheWanderingWench <thewanderingwench(at)yahoo.com> |
| Subject: | Re: Premeasuring oil for flights |
Easiest way I found - go to a marine supply store and buy a plastic bottle
(with lid) that has all the measurements on it. By ALL I mean that it shows
mixing ratios AND ounces. Ratios (50:1 ratios, 25:1, 75:1 and 100-1 are on
the horizontal,=0A=0AOz. are marked on the vertical. They're pretty inexpe
nsive. Out here in Oregon, we used to have a store called G.I.Joes - a spor
ting goods store - and you could also buy them there.=0A=0AArty Trost=0ASan
dy, OR=0A=0A-=0Awww.LessonsFromTheEdge.com/oshkosh/=0A=0A=0A"Life's a dar
ing adventure or nothing"=0AHelen Keller=0A=0A=0A"I refuse to tip toe throu
gh life just to arrive safely at death."=0A=0A=0A__________________________
______=0A From: Phil <phactor9(at)yahoo.com>=0ATo: kolb-list(at)matronics.com =0A
Sent: Tuesday, November 22, 2011 6:35 AM=0ASubject: Kolb-List: Premeasuring
oil for flights=0A =0A=0AAt a 50:1 ratio, five gallons of gas requires 12.
8 fl oz of two-stroke oil. Therefore, here's my plan for in-trip (as well a
s pre-trip) refueling.=0A=0ABuy a six-pack of plastic 16.9 fl oz softdrink
bottles. Drink contents. Clean and dry bottles thoroughly. Remove labels. M
ark gradients very carefully onto the outside surface of the bottles; prefe
rably in one-fl-oz graduations (but essentially, in 1/8th graduations in th
e case you decide to top off with gas, described next). Measure out exactly
12.8 fl oz into each bottle and top off with one or two fl oz of gas. Thro
w bottles into your gunny sack before flying.=0A=0ANow, if you have decided
to top off each bottle with one-to-two fl oz of gas, then the gradients yo
u mark on the sides of the bottles should allow for that. Topping off each
bottle does two things:-1) it reduces the viscosity of the oil so it pour
s easily, and 2) it hopefully enhances the premixing of the oil with the re
st of the gas in your tank.=0A=0AThen, when you put five gallons of gas int
o your tank, just empty one of these bottles into it and you're good to go.
If you just partially top off your tank, then pour in only the quantity fr
om one of the bottles that makes up the 50:1 ratio (hopefully both your fue
l tank and your bottles are marked well and accurately, and you old folk br
===============
________________________________________________________________________________
| Subject: | Re: Premeasuring oil for flights |
| From: | "Ozarkflyer" <lragan(at)hotmail.com> |
West Marine has 1 qt. size premeasuring containers for about $5.
www.westmarine.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=359337#359337
________________________________________________________________________________
| From: | "Jim Baker" <jim.baker(at)windstream.net> |
| Subject: | Re: Where to buy two stroke oil? |
X-mailer: Pegasus Mail for Windows (4.61)
The CUA 101 was, in fact, a repackaged product called Optimol, now
called Opti-2
http://www.opti2-4.com/html/opti-2.html
I've been running 100:1 using this product for over 450 hours, no
decarbon, no plug changes. Am I pushing this oil? No! I am, however,
an advocate of 100:1 oil for the reasons stated above. One of the
little known facts of "50:1" oils is that they are pre-cut with a
diluent, such as Stoddards Solvent, to aid in miscibility. Such
dilution renders the mix less than 50:1 right from the outset. Fact
is, unless you know precisely the amount of base stock and the other
constituents, your 50:1 estimation is strictly by volume and has
little relation to lubrication quantity.
Does that mean 50:1 oils are bad? Nope. All it means is that I prefer
something else. That's all it means......
From: "George Bearden" <gab16(at)sbcglobal.net>
Subject: Kolb-List: Re: Where to buy two stroke oil?
Send reply to: kolb-list(at)matronics.com
>
> A quick search reveals an old 2007 post;
>
> Colorado Unlimited Adventure Corp.
> P.O. box 100 Tumacacori, AZ. 85640 (520)398-8311
> CUA-101 Engine Lubricant 1-GAL 43$
>
Jim Baker
Elmore City, OK
580.788.2779
405. 426.5377 cell
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Please Make A Contribution Today... |
Dear Listers,
A quick reminder that November is the annual List Fund Raiser and the List of Contributors
is quickly approching. The Matronics Lists are 100% member supported
and all of the operational costs are provided for by your Contributions during
this time of the year.
Your personal Contribution makes a big difference and keeps all of the Matronics
Email Lists and Forums completely ad-free.
Please make your Contribution today to keep these services up and running!
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or by dropping a personal check in the mail to:
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Livermore CA 94550
Thank you in advance!
Matt Dralle
Matronics Email List and Forum Administrator
________________________________________________________________________________
| From: | "Pat Ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: end of the season, a day early... |
Sunny, 60's, light winds, probably the last good day... >>
Hi Dana,
I took my plane out of the air for the winter about 10 days ago. It was
a lovely day but cold winds and rain were forecast. After all it is
nearly the end of November, much late than usual and I have had enough
unscrewing nuts and bolts with freezing fingers so I took the decision.
Every day since has been flyable with little or no wind, it has not been
cold yet and it has been sunny.( My new solar panels have generated 40
Kw in this period)
You just have to call `em like you see `em and make a decision. I was
wrong.
Heigh Ho
Pat.
________________________________________________________________________________
| From: | "Ron @ KFHU" <captainron1(at)cox.net> |
| Subject: | Re: Some success at last |
Has someone ever tried a V tail on a Kolb
I have been designing a mixer box for a V tail configuration for my M3X in Idle
moments to ward off boredom. But I wonder if it would bring any benefits besides
P torque elimination....
It certainly would be different!!!! So for you Kolbers that would be *the* sensation
at the next gathering here is a challenge. :-)
to make it easier the mixer box can be patterned after the one in the Sonex.
Ron @ KFHU
=====================================
---- Rick Neilsen wrote:
============
Rick
Keep looking for that cure I don't think this is it. During primary
training I was trained to keep the ball centered at all times especially in
stall. In less I'm miss interpreting your description I have to believe you
were allowing the plane with the trim tab to yaw when going into stall.
I currently have the leading edge of my vertical stabilizer off set by
about an inch. I really couldn't tell any difference but it has to help the
trim tab do its work. My trim tab is defected about 45 degrees and seems to
be about right. I add left rudder under full power climb, right rudder
power off and just a bit left in cruise.
Big high thrust props flying at a high angles of attack produce lots of
asymmetrical thrust referred to a P factor. No thrust, no P factor. Your
photo was taken from one side so it will naturally look like it is
defected.
Rick Neilsen
Redrive VW Powered MKIIIC
On Wed, Nov 16, 2011 at 9:35 AM, Richard Girard wrote:
> Thanks, John. My Mk III is completely different from yours apparently. It
> has almost no trim tab and the tab has almost no bend in it, maybe 10
> degrees. The plane needs just a smidgeon of left rudder in climb and the
> same amount of right rudder in cruise. No comparison to yours and none at
> all to Ken's X.
> I was pretty tired when I wrote last night and I got the wrong photo for
> number 3. Here's the correct photo.
>
> Rick
>
> On Wed, Nov 16, 2011 at 6:29 AM, John Hauck wrote:
>
>> ** **
>>
>> ** **
>>
>> * *****
>>
>> I still have no idea why P factor is so strong in this airplane. ****
>>
>> ** **
>>
>> Anyway, I think the airplane is much safer, although I can only fly it
>> for about 30 minutes before I get a cramp in my left calf.****
>>
>> ** **
>>
>> Rick Girard****
>>
>> ** **
>>
>> ** **
>>
>> ** **
>>
>> Rick G/Kolbers:****
>>
>> ** **
>>
>> Before I doubled the size of my rudder trim tab my mkIII flew about 1/2
>> bubble out of trim. Other than bugging me because it was not perfect, the
>> mkIII flew great that way. In fact, I flew the 17,400 mile flight in 1994,
>> that way.****
>>
>> ** **
>>
>> I decided to experiment to correct this problem by offsetting the leading
>> edge of the upper vertical stabilizer. Moved it three times in 1/2"
>> increments. Each time there was insignificant improvement in the adverse
>> yaw. ****
>>
>> ** **
>>
>> After the experiment was over, I returned the upper vertical stabilizer
>> to its centered position and doubled the length of the rudder trim tab,
>> from one rib bay to two. That fixed the adverse yaw problem. Now my mkIII
>> flies in yaw trim with my feet off the pedals.****
>>
>> ** **
>>
>> I believe the adverse yaw problem is caused by the way the rotating prop
>> blast hits the tail section. My prop turns counter clockwise when observed
>> from the rear. All the oil that is blown from the oil tank breather hose
>> hits the left side of the upper vertical stabilizer and the top of the left
>> horizontal stabilizer. My rudder trim tab counteracts this force.****
>>
>> ** **
>>
>> That big pusher prop does a lot of weird things to some Kolbs.****
>>
>> ** **
>>
>> john h****
>>
>> mkIII****
>>
>> Titus, Alabama****
>>
>> ** **
>>
>> ** **
>>
>>
>> ****
>>
>> ** **
>>
>> *
>>
>> _blank">www.aeroelectric.com
>> .com" target="_blank">www.buildersbooks.com
>> ="_blank">www.homebuilthelp.com
>> _blank">http://www.matronics.com/contribution
>> get="_blank">http://www.matronics.com/Navigator?Kolb-List
>> tp://forums.matronics.com
>> _blank">http://www.matronics.com/contribution
>> *
>>
>>
>
>
> --
> Zulu Delta
> Mk IIIC
> Thanks, Homer GBYM
>
> It isn't necessary to have relatives in Kansas City in order to be unhappy.
> - Groucho Marx
>
>
--
kugelair.com
________________________________________________________________________________
| From: | "Pat Ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Firefly under 254 - How did you do it? |
legal as far as stall speed and top speeds are concerned>>
You have a limiting top speed? Come to Merrie England. We may ha a few
hoops to go through but there are several types flying here with top speeds
well into the hundreds. The plane in which I used to have a partnership used
to CRUISE at 100mph..
Cheers
Pat
________________________________________________________________________________
| Subject: | Re: Kolbra near Portland, OR? |
| From: | Martin Koxxy <martinkoxxy(at)gmail.com> |
Thanks, Arty. I could not make it to the UFO meeting last month, but will
try real hard to come out for the December meeting. I am really close to
deciding on a project - a sanity check would be good.
Good to hear we have a Kolbra relatively close by (even when using the land
route). I'll set something up with Ron.
Martin
On Sat, Nov 26, 2011 at 9:42 AM, TheWanderingWench <
thewanderingwench(at)yahoo.com> wrote:
> Hi Martin,
>
> My hangar mate, Ron Barnes, has a Kolbra. We hangar at Sandy River Airport
> in Sandy, Oregon. You can reach Ron @ 503.545.4076.
>
> Also - consider joining us at the next UFO (Ultralight Flyers
> Organization) meeting on Tuesday, Dec. 6 @ 7:00 p.m. at The Bomber
> Restaurant on Hwy. 99 in Milwaukie. Folks usually start gathering @ 6:30
> p.m. for dinner.
>
> Arty Trost
> Sandy, OR
>
> www.LessonsFromTheEdge.com/oshkosh/
> "Life's a daring adventure or nothing"
> Helen Keller
>
>
> "I refuse to tip toe through life just to arrive safely at death."
> ------------------------------
> *From:* Martin Koxxy
> *To:* kolb-list(at)matronics.com
> *Sent:* Wednesday, November 23, 2011 3:56 PM
> *Subject:* Kolb-List: Kolbra near Portland, OR?
>
> Is anyone flying or building a Kolbra in the Portland, Oregon vicinity?
>
> Martin
> 503-810-4804
>
> *http://www.matronics.com/contrib==============
> *
>
>
> *
>
> *
>
>
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell1020(at)gmail.com> |
| Subject: | Re: Firefly under 254 - How did you do it? |
Thanks, I think I will pass.
Larry
Note: If you forward this email, please delete the forwarding history,
which includes my email address.
----- Original Message -----
From: Pat Ladd
To: kolb-list(at)matronics.com
Sent: Sunday, November 27, 2011 9:14 AM
Subject: Re: Kolb-List: Re: Firefly under 254 - How did you do it?
legal as far as stall speed and top speeds are concerned>>
You have a limiting top speed? Come to Merrie England. We may ha a
few
hoops to go through but there are several types flying here with top
speeds
well into the hundreds. The plane in which I used to have a
partnership used
to CRUISE at 100mph..
Cheers
Pat
________________________________________________________________________________
| From: | "Ron @ KFHU" <captainron1(at)cox.net> |
| Subject: | Where to buy two stroke oil? |
I know it ain't fancy and glamorous but I used the full synthetic 2 cycle oil from
Walmart in my recent Cuyana adventure, and it was very smooth running and
no plug fouling and inexpensive. Still have plenty left I was using it in 40 to
1 if I remember it right. Back in my Yamaha motorcycle 2 stroke days I used
whatever cheap 2 cycle oil I could find mostly because I had no idea about one
oil from another. Sometime in the 70's I switched over to synthetic oil and was
surprised at the lack of smoke and the improved smoothness. Nowadays when the
occasion arises I use only 2 stroke synthetic lube and am happy with it. I
need to add I never had a 2 cycle motor failure,, ever!!!!
I think the Walmart brand is called Super Tech oil, I doubt we would find anything
better at 3 times the price, and its probably down the street from all of
us, excluding Pat; poor fellow no Walmart in Britannia.
Ron @ KFHU
=========================
---- John Hauck wrote:
============
http://www.conocophillipslubricants.com/brands-products/Single.aspx?pid=39&b
rand
That ought to fill the bill for Rotax air cooled engines.
That is as far as I looked.
john h
mkIII
Titus, Alabama
--
kugelair.com
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Some success at last |
Has someone ever tried a V tail on a Kolb
Ron @ KFHU
For what?
I'd recommend flying a Kolb first. Then...if it doesn't fly like you think it
should fly...change it to your satisfaction.
Kolbs have been flying for many, many safe, enjoyable hours, as they were designed
by Homer Kolb and Dennis Souder.
I made changes on my Kolbs based on flight experience in that particular model.
My first Kolb was an Ultrastar. The only changes I made to it were progressively
heavier wall tubing for its rigid landing gear, because, at times, I blew
landings, usually landing on one gear leg and bending it.
The Firestar, we went to heat treated 4130 gear legs much longer than stock gear
legs. This put the FS in a good 3 point position for taking off and landing.
Also helped some to keep it off its nose. and helped me get it slowed down
on my 600 foot airstrip because I had no brakes. BTW: I made a flight in the
FS in 1988, with no brakes, from Alabama to Monterey, NY, to the Flight Farm.
Had no problems, but had to stay well ahead of the FS in all taxi situations,
especially when the fuel pumps were at the bottom of a slope. When that happened,
I'd get out and walk the FS to the pump.
We made changes to the MKIII based on 1185.0 hours flying the US and FS, and what
we needed to make extended cross country flights. Based on flight experience
in the new factory MKIII, I decided to reduce the size of the ailerons and
flaps. The easy way to do that was snap a line from the stock inboard aft corner
of the flap to a point a few inches short of the stock aileron aft outboard
corner. This way I reduced more aileron and lost less flap area.
Putting more weight on the tail wheel by moving the main gear forward was insurance
during off field landings to keep the mkIII off its nose.
Other than tuning horizontal stabilizer leading edge positions, I never changed
any of Homer's flying surfaces.
With more than 3,100.0 flight hours and nearly 20 years, my mkIII and the few changes
we made to satisfy me, have worked out well.
I see nothing wrong with wanting a V tail Kolb and nose gear. What it will accomplish
to make it a better airplane than the stock configuration, I have no idea,
other than to satisfy the builder/flyer.
I still think it is a good idea to fly your airplane a significant amount of time
before you decide it needs changing. You may find that it is a great little
airplane in its stock configuration.
john h
mkIII
Titus, Alabama - On a rainy Sunday morning.
________________________________________________________________________________
| From: | "Ron @ KFHU" <captainron1(at)cox.net> |
| Subject: | Re: Some success at last |
Yup !!!
---- Pat Ladd wrote:
============
John,
your post is coming through too large to fit on the scheme, large font and blue
in colour..
Have you inadvertently changed a setting somewhere?
Anyone else with the same problem or is it me?.
Pat
--
kugelair.com
________________________________________________________________________________
| From: | "Ron @ KFHU" <captainron1(at)cox.net> |
| Subject: | Re: Some success at last |
Pat think of the angle of attack as it changes relative to each blade in a climb
and the relative wind. If the nose of the airplane is pointed at 45 degrees
the airplane does not climb at 45, it climbs at 8 degrees or so (I am sawgging)
so the relative wind is not impacting the blades straight on. Its impacting
the blades from say 37 degrees. So the blade coming down hits the oncoming air
at 37+whatever angle it has, and the ascending blade is climbing at 37- whatever
angle your blades are dialed in for.
Make sense?
Ron @ KFHU
================
---- Pat Ladd wrote:
============
<>
Thanks Dana,
Humm!. Not completely happy with that. If you have enough power to climb and NOT
slow up, what happens then? As far as I can see the airflow direction in
relation to the plane (what in sailing circles is called the apparent wind) is
still directly on the nose. In that case it would appear that it is a matter
of airspeed, not attitude. Therefore the P factor should change as you throttle
back in the cruise. Does it?
Still curious
Pat
--
kugelair.com
________________________________________________________________________________
| From: | "Ron @ KFHU" <captainron1(at)cox.net> |
| Subject: | Re: Contributions Down By 20%... |
Okay even though I don't use the list a lot I value it very much, so check in the
mail.
Ron @ KFHU
Matt are there any statistics of member participation, such as how many posts or
visits and stuff like that.
================
---- Matt Dralle wrote:
============
Dear Listers,
As of today, Contributions to the Matronics List Fund Raiser are lagging behind
last year at this time by roughly 20%. I have a Fund Raiser each year simply
to cover my operating costs for the Lists. I *do not* accept any advertising
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I run all of my own servers and they are housed here locally, and the Internet
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All of this costs a fair amount of money, not to mention a significant amount of
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If you enjoy the Lists, please make a Contribution today. I also offer some incentive
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Thank you for your support!
Matt Dralle
Matronics Email List Administrator
--
kugelair.com
________________________________________________________________________________
| From: | "Ron @ KFHU" <captainron1(at)cox.net> |
| Subject: | Some success at last |
Hell John the Kolb is good as it is, no dispute there. Just tinkering (or is it
thinkering) I have it in my hanger mostly complete but no time to complete. Will
it be better, don't know will it fly different don't know, will it look different
sure. Why do it,,, well because, well just because.... hehehehe.
Why are we in aviation to begin with? to have fun I guess, well for me its actually
an attempt to earn a living, sometimes I even succeed.
I think that's my approach.
Happy thanksgiving bro!
Ron
===================
---- John Hauck wrote:
============
Has someone ever tried a V tail on a Kolb
Ron @ KFHU
For what?
I'd recommend flying a Kolb first. Then...if it doesn't fly like you think it
should fly...change it to your satisfaction.
Kolbs have been flying for many, many safe, enjoyable hours, as they were designed
by Homer Kolb and Dennis Souder.
I made changes on my Kolbs based on flight experience in that particular model.
My first Kolb was an Ultrastar. The only changes I made to it were progressively
heavier wall tubing for its rigid landing gear, because, at times, I blew
landings, usually landing on one gear leg and bending it.
The Firestar, we went to heat treated 4130 gear legs much longer than stock gear
legs. This put the FS in a good 3 point position for taking off and landing.
Also helped some to keep it off its nose. and helped me get it slowed down
on my 600 foot airstrip because I had no brakes. BTW: I made a flight in the
FS in 1988, with no brakes, from Alabama to Monterey, NY, to the Flight Farm.
Had no problems, but had to stay well ahead of the FS in all taxi situations,
especially when the fuel pumps were at the bottom of a slope. When that happened,
I'd get out and walk the FS to the pump.
We made changes to the MKIII based on 1185.0 hours flying the US and FS, and what
we needed to make extended cross country flights. Based on flight experience
in the new factory MKIII, I decided to reduce the size of the ailerons and
flaps. The easy way to do that was snap a line from the stock inboard aft corner
of the flap to a point a few inches short of the stock aileron aft outboard
corner. This way I reduced more aileron and lost less flap area.
Putting more weight on the tail wheel by moving the main gear forward was insurance
during off field landings to keep the mkIII off its nose.
Other than tuning horizontal stabilizer leading edge positions, I never changed
any of Homer's flying surfaces.
With more than 3,100.0 flight hours and nearly 20 years, my mkIII and the few changes
we made to satisfy me, have worked out well.
I see nothing wrong with wanting a V tail Kolb and nose gear. What it will accomplish
to make it a better airplane than the stock configuration, I have no idea,
other than to satisfy the builder/flyer.
I still think it is a good idea to fly your airplane a significant amount of time
before you decide it needs changing. You may find that it is a great little
airplane in its stock configuration.
john h
mkIII
Titus, Alabama - On a rainy Sunday morning.
--
kugelair.com
________________________________________________________________________________
| Subject: | Re: Some success at last |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
I think maybe I've got it - it is the relationship of the wing and the prop, and
the relative airflow as it leaves the wing and goes into the prop.
With the Kolb in level flight, the wing will be at an angle of attack somewhere
between 5 and 10 degrees, depending on airspeed, trim and any number of variables,
but in any event, it will be at some angle of attack relative to the airflow
in level flight.
Engine mounting typically has the engine adjusted so that the prop is perpendicular
or at 90 degrees to the airflow at level flight. Some have tinkered, for
varying reasons with varying results, but just for the sake of argument, let's
say that 90 degrees is probably typical.
The airflow as it departs the aft section of the wing into the prop will not be
at 90 degrees relative to the prop, even though the prop might be mounted 90
degrees relative to straight and level flight, because the airflow coming off
that wing is going to be descending for several feet before it returns to being
true relative wind and regains it's normal horizontal, or undisturbed flow.
This descending angle could be further compounded by the airflow coming off the
top of the wing within that prop area - or maybe not, depending on how bad the
engine messes it up. In any event, you have a downward vector of airflow for
several feet behind the wing, and that is what the prop is slicing through.
I went out to the hangar and turned the 2 blade prop horizontal and looked at it
from one side to see it's apparent angle of attack to the visualized descending
airflow off the wing, and then went around and looked at it from the other
side. The downward moving blade would be slicing through the airflow off the
wing at almost zero angle of attack, while the upward moving blade will be going
through that air at a very large angle of attack. Since I am running a 582,
then the right blade effectively has a very fine pitch, while the left blade
will have a comparatively coarse pitch, biting out a bigger hunk.
Bearing in mind that the prop center line is several inches above the trailing
edge of the wing, this is not a clear cut situation by any means, the descending
blade is starting to sweep down and left, the ascending blade is going up and
left through the wing-redirected airflow, but it will still be true to an extent.
Which means that the lower left side of the prop is pushing harder than the lower
right side with the net effect being that it will push the nose to the right.
Which agrees with me needing a trim tab sticking out the right side of the
rudder, to push the rudder left, to push the nose left, to counteract the left
side of the prop pushing harder. If you had a 4-stroke Rotax, then the rudder
tab needs to go on the other side, for all the same reasons.
If it were possible to modify the Kolb center section so that the airflow just
ahead of the prop was not receiving a downward vector, then (if this theory is
correct) the need for a rudder trim tab would pretty much go away.
This is just a theory, and like all theories, I have probably overlooked something.
So have at it - this is an interesting thread
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
richard (at) bcchapel(dot)org
Kingsport, TN 3TN0
Now faith is the substance of things hoped for, the evidence of things not seen.
Hebrews 11:1
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=359488#359488
________________________________________________________________________________
| Subject: | Re: Contributions Down By 20%... |
| From: | "Ozarkflyer" <lragan(at)hotmail.com> |
I do read the forum almost daily and depend on it for current and archived information.
I have learned more about Kolbs from this forum than any other source.
Well worth the donation that I made. I encourage all to contribute so that
we can maintain this valuable source of information, camaraderie, and things
Kolb related.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=359504#359504
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Some success at last |
>
>I think maybe I've got it - it is the relationship of the wing and the prop, and
the relative airflow as it leaves the wing and goes into the prop.
>
>--------
Richard,
I agree with most of what you have written. A tractor engine mount gives
the propeller clean air as apposed to trashy air flow entering the pusher
propeller. That is why it so important to trim the wings level and then
start washering the engine to move the ball or string slip indicator toward
the center. At some point you will not be able to gain additional
improvement from further washering and then you must tab the rudder to
remove the remaining slip. You can only get it right for one desired
aircraft loading and cruise speed while in level flight. For all other
cases, slip and power factor will creep back in.
With the ultrastar, firestars, kobras and the firefly it is a little easier,
because wing loading due to fuel, pilot and passenger is symmetrical. But
with the mark III's this will not be the case if one trims out for single
seat flying. It seems that if one trimed out for this condition, a
different aileron and rudder trim would be required when piloting from the
right or left seat. And again it seem like it would be different when
carrying a passenger. Have you noticed that is the case with your aircraft?
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "b young" <byoungplumbing(at)gmail.com> |
| Subject: | NO end of the season, a day early... |
what is this end of the season talk,,,, my wife and I took to the air
for 1.5 hours yesterday, we left Brigham and flew out around the end
of promontory point in the great salt lake, then on to the spiral jetty
on the north west arm, flying out was quite warm as the sun was coming
in the windows, on the way back home it got bit cool. this week is
forecast to be a bit warmer, and we may go again, say Tuesday. we may
fly north till we get cool, then turn back south and warm up before we
land. usually I can find a 40 deg day even through the winter months
till it warms up again,,, I use to go at 20 deg, but I am getting
older and wiser.
boyd young
mkiii ut
________________________________________________________________________________
| Subject: | Re: Some success at last |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
jbhart(at)onlyinternet.ne wrote:
> It seems that if one trimmed out for this condition, a different aileron and
rudder trim would be required when piloting from the right or left seat. And
again it seem like it would be different when carrying a passenger. Have you
noticed that is the case with your aircraft?
>
> Jack B. Hart FF004
> Winchester, IN
Yes. My trim tab on the right aileron is adjustable, and I set it different when
I am solo vs carrying a passenger.
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
richard (at) bcchapel(dot)org
Kingsport, TN 3TN0
Now faith is the substance of things hoped for, the evidence of things not seen.
Hebrews 11:1
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=359525#359525
________________________________________________________________________________
| From: | "Pat Ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Some success at last |
Hi,
trimming out for passenger/no passenger in the Xtra is simply achieved by
applying the patented John Hauck method.
Take a bungee. Anchor one end to the base of the passengers seat near the
door. Take 2 turns around the stick and anchor the free end to the same
place. Use a length of bungee such that there is tension applied
The amount of trim required to take the weight off the stick to compensate
for varying passenger load is simply adjusted by sliding the loop of bungee
up or down the stick to increase or decrease the tension.
I have used this ever since John brought the system to my attention when I
first acquired my Xtra and it has worked like a charm.
Good luck
Pat
________________________________________________________________________________
| Subject: | Re: NO end of the season, a day early... |
| From: | Gary Aman <zeprep251(at)aol.com> |
Boyd,
We consider the heating system in our MK3 to be "Passive Solar".Northern he
adings this time of year.are always cooler.
Gary& Marj
-----Original Message-----
From: b young <byoungplumbing(at)gmail.com>
Sent: Sun, Nov 27, 2011 10:15 pm
Subject: Kolb-List: NO end of the season, a day early...
what is this end of the season talk,,,, my wife and I took to the air fo
r 1.5 hours yesterday, we left Brigham and flew out around the end of pro
montory point in the great salt lake, then on to the spiral jetty on the n
orth west arm, flying out was quite warm as the sun was coming in the wind
ows, on the way back home it got bit cool. this week is forecast to be
a bit warmer, and we may go again, say Tuesday. we may fly north till we
get cool, then turn back south and warm up before we land. usually I can
find a 40 deg day even through the winter months till it warms up again,,,
I use to go at 20 deg, but I am getting older and wiser.
boyd young
mkiii ut
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Some success at last |
>
>
>Yes. My trim tab on the right aileron is adjustable, and I set it different
when I am solo vs carrying a passenger.
>
>--------
Richard & Pat,
If you have retrimmed your aircraft in roll for carrying a passenger and in
level flight, what change is there in rudder pedal pressure and the ball or
string slip indicator when flying with no passenger?
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| Subject: | Re: Some success at last |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
jbhart(at)onlyinternet.ne wrote:
>
> >
> >
> > Yes. My trim tab on the right aileron is adjustable, and I set it different
> > when I am solo vs carrying a passenger.
> >
>
>
> Richard & Pat,
>
> If you have retrimmed your aircraft in roll for carrying a passenger and in
> level flight, what change is there in rudder pedal pressure and the ball or
> string slip indicator when flying with no passenger?
>
> Jack B. Hart FF004
> Winchester, IN
My trim tab is not big enough, so I am pushing with the left foot no matter what
I do. Winter project: new trim tab.
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
richard (at) bcchapel(dot)org
Kingsport, TN 3TN0
Now faith is the substance of things hoped for, the evidence of things not seen.
Hebrews 11:1
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=359580#359580
________________________________________________________________________________
| From: | "Nick Cassara" <nickc(at)mtaonline.net> |
| Subject: | Snapping a line.....? |
Hello John,
When you snapped that line, reducing the area, across the back of your flap
and aileron what were you hoping to gain, or change, and did you get the
desired effect?
I how everyone who reads this post will give what they can, so we all can
continue to learn about and enjoy these great planes!
Thank you for all you have shared with us, John.
Thanks,
Nick Cassara
Palmer, Alaska
N607AK
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Snapping a line.....? |
When you snapped that line, reducing the area, across the back of your flap
and aileron what were you hoping to gain, or change, and did you get the
desired effect?
Nick Cassara
Nick C/Gang:
In addition to a bright blue chalk line.;-)., I reduced the area of the
aileron, kept a nice straight line for the trailing edge of the aileron and
the flap. From the experience I gained flying off the test hours on the
factory Kolb MKIII in 1991, I knew I did not need that much aileron on my
MKIII. The reduction worked great and I have never run out of aileron. I
was trying to reduce the load on the ailerons and lighten stick forces a
bit. They still load up at speeds over 65 or 70 mph hour. I complained to
Homer Kolb about the heavy ailerons on my FS. He told me to be gentle with
it and it would roll. He was right.
I did run out of aileron on the factory FF at Lakeland one year. Was on
short final, direct cross wind out of the south, terrible turbulence. I was
slow, but well above stall speed when I hit the aileron stop. Not a good
feeling.
Nick: Do you know Jim Stocker? He has a place on the Knik River, just
downstream from the old Glenn Highway bridge. It is a gravel strip on the
north river bank. I spent a week with him and his wife, Beverly, on my last
flight to Alaska in 2004. The name of the strip on Google Earth is Shelby
Strip.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Just Two Days Left - Still Way Behind... |
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==================== A Few List Member Comments =====================
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________________________________________________________________________________
| From: | "Pat Ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Some success at last |
what change is there in rudder pedal pressure and the ball or
> string slip indicator when flying with no passenger?>>
Hi Richard.
not enough to notice. She will trim out to fly no hands for some minutes.
After that she can be kept reasonably straight with rudder only for a
while. Certainly long enough to sort out a map. Not perfect but as with so
many other things attaining that last few per cent is the difficult bit and
I for one won`t bother to refine things any further.
Cheers
Pat
>
________________________________________________________________________________
| From: | "b young" <byoungplumbing(at)gmail.com> |
| Subject: | Re: Kolb-List Digest: 6 Msgs - 11/28/11 |
My trim tab is not big enough, so I am pushing with the left foot no matter
what
I do. Winter project: new trim tab.
--------
Richard Pike
>>>>>>>>>>>>>>>>>>>>>>>>>>
i have mentioned this before so someone and they replied they would rather
have a trim tab,,,, but my mkiii has springs that pull the rudder pedals
forward,,, just put more tension or a bit heavier spring on the left
peddle. that way you don't have to install a tab, down side,,, when
parked the rudder will be slightly deflected when sitting on the ramp.
boyd
________________________________________________________________________________
| Subject: | Re: Some success at last |
| From: | "Frankd" <FDucker(at)aol.com> |
Hi Guys,
great suggestions about the Bungee to trim for a passenger, thanks!
Its fog time here in San Jose, but yesterday it cleared up in Hollister about
11.00AM and was calm and the airport was empty, so I went up for an hour. I
have two trim questions.
1/ I agree with John H about the prop wash on the tail for which I have to put
in Right rudder to compensate for. I topped up with a tad too much oil and the
left side of the rudder and top of the left HS was spattered. How big is your
trim tab , John? two rib bays long but how wide? 3 inches??
I think that will help eliminate yaw and right rudder input.
2/ I added an aerodynamic elevator trim tab and it works wonderfully. But I still
find that my M3X is unstable in pitch, ie, I cannot take my hands off the
stick for long as it will start to either dive or climb, depending on the
power setting and trim setting, and will not recover by itself. Is there a
way to set up the plane so that it will fly hands off? (in pitch)
Any suggestions are appreciated.
FrankD
PS, My engine is now running well, max CHTs around 310 Deg F, and oil temps
around 200, with EGT's below 1400.
Now I'm trying to get the radio noise eliminated!
M3 Xtra, Jabiru 2200,
8Hrs logged, Hollister Ca.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=359723#359723
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Some success at last |
1/ I agree with John H about the prop wash on the tail for which I have to
put in Right rudder to compensate for. I topped up with a tad too much oil
and the left side of the rudder and top of the left HS was spattered. How
big is your trim tab , John? two rib bays long but how wide? 3 inches??
I think that will help eliminate yaw and right rudder input.
FrankD
Frank D/Kolbers:
Here are some pics with a spare rudder trim tab I made. Same, same what I
have on my MKIII, except I rounded the corners more than depicted on this
piece. This was also the first tab I tested, which covered 3 rib bays, and
moved adverse yaw the opposite direction in the same amount as it flew
without a trim tab. After I cut it one rib bay and to the dimensions
indicated below, it flew with the ball centered and feet off the rudder
pedals.
Dimensions are marked on the trim tab, but in case you cannot read them,
here they are:
Width: 14 3/4"
Length: 1 7/8" to the bend (35 degrees) with a 3 1/8 trailing edge.
Short side is riveted to the ribs with large flange aluminum fabric rivets.
I use aluminum rivets (hardware store quality) for anything that is not
structural because they are much easier to remove when it comes time to
change a component.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Some success at last |
At 11:31 AM 11/29/2011, Frankd wrote:
>2/ I added an aerodynamic elevator trim tab and it works
>wonderfully. But I still find that my M3X is unstable in pitch, ie, I
>cannot take my hands off the stick for long as it will start to either
>dive or climb, depending on the power setting and trim setting, and will
>not recover by itself. Is there a way to set up the plane so that it will
>fly hands off? (in pitch)
Pitch stability is primarily a matter of CG. If the CG is aft, the
airplane will not be stable in pitch. Get too far aft of the neutral point
and the aircraft becomes violently unstable.
I took a different approach. When I bought my Ultrastar, letting go of the
stick meant a nose dive. I added elevator trim tabs to get the trim speed
to about 40mph (reasoning that it _might_ be survivable an elevator cable
or something broke). I also have a bungee to pull more nose down trim, up
to a cruise speed of approximately 55 mph.
-Dana
--
Shaw's principle: Build a machine that a fool can use, and only a fool
will want to use it.
________________________________________________________________________________
| Subject: | Re: Firefly under 254 - How did you do it? |
| From: | "Tom Stephens" <tom(at)planeaday.com> |
Don G wrote:
> I believe a Fly could be built under 246 or 247 pretty easy tho...and with a
447....
Don,
Thanks for the reply! So you think pretty easy with a 447? How? Done per plans?
Tom
--------
Tom Stephens
www.planeaday.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=359784#359784
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | [Please Read] - Last Official Day of List Fund Raiser! |
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________________________________________________________________________________
| From: | "Pat Ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Some success at last |
Now I'm trying to get the radio noise eliminated!>>
Let the list know how you get on with that. Please
Pat
________________________________________________________________________________
| Subject: | Primer Kit Installed |
| From: | "Dennis Thate" <retroman(at)frontier.com> |
503 Rotax Kolb Firestar
[Arrow]
--------
Both optimists and pessimists contribute to our society. The optimist invents
the airplane and the pessimist the parachute. ~Gil Stern
These flying machines are just a fad and will never catch on Unknown
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=359948#359948
Attachments:
http://forums.matronics.com//files/dsc03384_458.jpg
http://forums.matronics.com//files/dsc03388_199.jpg
________________________________________________________________________________
| Subject: | Re: Primer Kit Installed |
| From: | "SS568" <david(at)PaulowniaTrees.com> |
Hi Dennis,
Was your 503 hard to start?
Does it also have a choke?
Thanks,
David d.
--------
Kolb Mark IIIX 582 Blue head
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=359955#359955
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Primer Kit Installed |
Was your 503 hard to start?
Does it also have a choke?
Thanks,
David d.
David D/Kolbers:
Don't think the 503 has choke, but an enricher.
The enricher does primarily the same thing a primer does, shoots a rich load
of fuel into the intake.
There is an enricher jet and an enricher well built into the float bowl of
the Bing carb. With the throttle closed and enricher pulled full on, the
idle circuit is bypassed. As soon as the engine turns over, the contents of
the enricher well are sucked into the engine and the engine will operate at
a richer mixture through the enricher jet. If the throttle is not closed,
the charge in the enricher well will not be sucked into the engine.
If you don't read the operators manual and use the proper procedure the 503
will be difficult to start without a primer in cold weather. However, do it
correctly, and she will crank every time.
Bing uses the same basic enricher system for all the Rotax two strokes and
four strokes.
Personally, I don't want any fuel lines routed into the cockpit.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | "b young" <byoungplumbing(at)gmail.com> |
| Subject: | Re: Primer Kit Installed |
If you don't read the operators manual and use the proper procedure the 503
will be difficult to start without a primer in cold weather. However, do it
correctly, and she will crank every time.
>>>>>>>>>>>>>>>>>>>>>.
another thing that helps in cold weather. I pull the enrichener and close
the throttle,,,, then when I do a walk around,,, I hand prop a few
blades... that will empty the enrichener bowl into the manifold and
cylinders. when I get in and start the engine,,, I get a second burst of
fuel, and with everything primed, it starts up extremely quick. the
other thing that helps is make sure the plugs are gaped properly.
boyd
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Primer Kit Installed |
another thing that helps in cold weather. I pull the enrichener and close
the throttle,,,, then when I do a walk around,,, I hand prop a few
blades... that will empty the enrichener bowl into the manifold and
cylinders. when I get in and start the engine,,, I get a second burst of
fuel, and with everything primed, it starts up extremely quick. the
other thing that helps is make sure the plugs are gaped properly.
boyd
Boyd Y/Kolbers:
That is a good idea. Glad you shared that with us.
On my 912ULS, if I have a problem starting in cold weather, and so far I
have not had a problem starting with the enricher well below freezing, I
could wait a few seconds with the electric boost pump on to refill the bowl
and the enricher well, then hit it again to attempt to start.
It is better to go to close with the spark plug gap than what the book calls
for, or to wide. The 912ULS calls for .028". I gap for .020 to .025". If
the gap gets too big, it will not fire across them at start up, although it
will run just fine if you luck up and get it started.
john h
mkIII
Titus, Alabama - 28F and dropping.
________________________________________________________________________________
| From: | "b young" <byoungplumbing(at)gmail.com> |
| Subject: | Re: Primer Kit Installed |
another thing that helps in cold weather. I pull the enrichener and close
the throttle,,,, then when I do a walk around,,, I hand prop a few
blades... that will empty the enrichener bowl into the manifold and
cylinders. when I get in and start the engine,,, I get a second burst of
fuel, and with everything primed, it starts up extremely quick. the
other thing that helps is make sure the plugs are gaped properly.
boyd
maybe I should explain,,, when I say I pull a few blades... make sure the
ignition switches are off,,, I stand behind the prop arc, then I put my
left hand on the descending blade, and my right hand on the ascending
blade,,, and when I pull it through I do it as quickly as I can,,, I
usually get 3 and sometimes 4 compression per pull. I have used this
method to start the engine when the battery was dead.
boyd y
________________________________________________________________________________
| Subject: | Re: Primer Kit Installed |
my firestar with the 503 now starts very good with a pull starter...some
people convinced me to do away with the enricher and use a primer which I
did...the 503 starts the first pull when primed correctly....and I keep it
running at times with the primer until it is warmed up...however my original
problem with starting in the beginning was bad plug wires and carbs not set
up right. I now I sort of think that with everything correct the enrichers
should do the job and have some advantages...for what it is worth....jim
swan just put the firestar away for the winter.....lots of snow up here
now... another thought I suspect the enricher may need maintence more often
for proper seal if used...
Jim Swan Kolb Firestar ll, 503 Rotax , 6147 Wilcox Rd., Eaton Rapids, Mi
48827 ph 517-663-8488 GPS GPS FOR MY RUNWAY N 42 deg 28.581 W084deg 44.825
In a message dated 12/1/2011 12:27:46 A.M. Eastern Standard Time,
jhauck(at)elmore.rr.com writes:
--> Kolb-List message posted by: "John Hauck"
another thing that helps in cold weather. I pull the enrichener and
close
the throttle,,,, then when I do a walk around,,, I hand prop a few
blades... that will empty the enrichener bowl into the manifold and
cylinders. when I get in and start the engine,,, I get a second burst
of
fuel, and with everything primed, it starts up extremely quick. the
other thing that helps is make sure the plugs are gaped properly.
boyd
Boyd Y/Kolbers:
That is a good idea. Glad you shared that with us.
On my 912ULS, if I have a problem starting in cold weather, and so far I
have not had a problem starting with the enricher well below freezing, I
could wait a few seconds with the electric boost pump on to refill the bowl
and the enricher well, then hit it again to attempt to start.
It is better to go to close with the spark plug gap than what the book
calls
for, or to wide. The 912ULS calls for .028". I gap for .020 to .025". If
the gap gets too big, it will not fire across them at start up, although it
will run just fine if you luck up and get it started.
john h
mkIII
Titus, Alabama - 28F and dropping.
________________________________________________________________________________
| Subject: | Re: Primer Kit Installed |
| From: | JC Gilpin <j.gilpin(at)bigpond.com> |
*
<...If the throttle is not closed, the charge in the enricher well will not
be sucked into the engine....>
Boy, isn't that the truth!
How many times have you seen someone can't get a Rotax 2-stroke to start
until you insist that they hold the throttle completely closed, then it
fires next pull.....
JG
*
________________________________________________________________________________
| From: | "Ted Cowan" <tc1917(at)bellsouth.net> |
Howdy everyone. Been lurking and learning. Have a need for some 912 carb
parts. Friend is mounting a 912 from a Pelican (which was sold by Kolb) and
is in need of the parts that hold the throttle cables, two (left and right)
plates, the little right angle tube for the cable and the nuts and bolts and
stuff that hold the other cable. The Pelican was a tractor and is being
mounted on a pusher, old Mk III and he is in dire needs for these parts. Of
course. Was hoping someone had a generous heart and was willing to help
this guy out. Thanks. Ted Cowan, 912 UL zoom zoom
________________________________________________________________________________
| Subject: | Re: Primer Kit Installed |
| From: | "SS568" <david(at)PaulowniaTrees.com> |
While we are on this starting issues.
If I have a balky starting engine on any of my gadgets. Chain saws, weed eater,
tractor etc. I do not wear out the starter nor pull the cord out by the roots.
Just a small shot of starter fluid or raw gas.
Therefore just a question. Do you use starting fluid on your airplane engine?
I have not and probably will not. But I have not seen this mentioned on any of
the forums.
David d.
--------
Kolb Mark IIIX 582 Blue head
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=359994#359994
________________________________________________________________________________
| From: | Michael Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Re: Primer Kit Installed |
>
> Therefore just a question. Do you use starting fluid on your airplane engine?
> --------
> Kolb Mark IIIX 582 Blue head
Starting fluid has NO place anywhere near an airplane engine, unless you are going
to wash
parts in it (ether). Starting fluid places a tremendous strain on an engine, and
there is NO
way you can determine how much strain you are actually doing to it.
If you have to depend on starting fluid to get an airplane motor running, then
the fuel
delivery system is not set up correctly, or at least the choke/primer is NOT correct.
Keep the starting fluid around for your tractor. Keep it away from an airplane.
Just my opinion.
Mike Welch
________________________________________________________________________________
| From: | "b young" <byoungplumbing(at)gmail.com> |
| Subject: | Re: Primer Kit Installed |
Therefore just a question. Do you use starting fluid on your airplane
engine?
I have not and probably will not. But I have not seen this mentioned on any
of the forums.
David d.
>>>>>>>>>>>..
No,,,, i dont own a can of starting fluid... ive heard of people blowing
head gaskets using the stuff.
boyd
________________________________________________________________________________
| Subject: | Re: Primer Kit Installed |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
Mike, I'll take the alternate view. I use starting fluid on any bulky
starting engine regardless of what it powers, BUT, I only fog it around the
aircleaner or, if the intake tract is restrictive, I'll pull the air
cleaner cap and fog it, then close up and start. The key is using good
sense. If you spray down the carb throat and wash the oil off the cylinders
you deserve the damage you'll get. As with most things in life, moderation
is the key.
Rick Girard
On Thu, Dec 1, 2011 at 7:13 AM, Michael Welch wrote:
>
> >
> > Therefore just a question. Do you use starting fluid on your airplane
> engine?
> > --------
> > Kolb Mark IIIX 582 Blue head
>
>
> Starting fluid has NO place anywhere near an airplane engine, unless you
> are going to wash
> parts in it (ether). Starting fluid places a tremendous strain on an
> engine, and there is NO
> way you can determine how much strain you are actually doing to it.
>
> If you have to depend on starting fluid to get an airplane motor running,
> then the fuel
> delivery system is not set up correctly, or at least the choke/primer is
> NOT correct.
>
> Keep the starting fluid around for your tractor. Keep it away from an
> airplane. Just my opinion.
>
> Mike Welch
>
>
--
Zulu Delta
Mk IIIC
Thanks, Homer GBYM
It isn't necessary to have relatives in Kansas City in order to be unhappy.
- Groucho Marx
________________________________________________________________________________
| Subject: | Re: Primer Kit Installed |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
Before I peeled off the left landing gear of dear old Zulu Delta, I had a
chance to test which works best, primer or starting carbs (enrichners, but
they really are small separate carb that only work when the throttle is
completely closed as noted). Whereever my 582 ends up, most probably on my
old Firestar, it's will have enrichners and no primer. Ken's 582 starts
much easier than mine, especially in cold weather.
Rick Girard
On Wed, Nov 30, 2011 at 8:12 PM, SS568 wrote:
>
> Hi Dennis,
>
> Was your 503 hard to start?
>
> Does it also have a choke?
>
> Thanks,
> David d.
>
> --------
> Kolb Mark IIIX 582 Blue head
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=359955#359955
>
>
--
Zulu Delta
Mk IIIC
Thanks, Homer GBYM
It isn't necessary to have relatives in Kansas City in order to be unhappy.
- Groucho Marx
________________________________________________________________________________
| From: | Jack <pcarillonsr(at)neo.rr.com> |
| Subject: | Re: Primer Kit Installed |
On 12/1/2011 4:40 PM, Richard Girard wrote:
> Before I peeled off the left landing gear of dear old Zulu Delta, I
> had a chance to test which works best, primer or starting carbs
> (enrichners, but they really are small separate carb that only work
> when the throttle is completely closed as noted). Whereever my 582
> ends up, most probably on my old Firestar, it's will have enrichners
> and no primer. Ken's 582 starts much easier than mine, especially in
> cold weather.
>
>
A side note to using the primer with an oil injection engine
is your probably shooting raw gas into the cylinders at start up. I
don't know if this little bit of raw gas will hurt any thing or not, but
might be something to think about. Anybody know the answer?
Jack Carillon Akron Oh. FS II
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=359955#359955
>
>
> ==========
> ="_blank">www.aeroelectric.com
> ooks.com" target="_blank">www.buildersbooks.com
> et="_blank">www.homebuilthelp.com
> ="_blank">http://www.matronics.com/contribution
> le, List Admin.
> ==========
> arget="_blank">http://www.matronics.com/Navigator?Kolb-List
> ==========
> http://forums.matronics.com
> ==========
> le, List Admin.
> ="_blank">http://www.matronics.com/contribution
> ==========
>
>
> --
> Zulu Delta
> Mk IIIC
> Thanks, Homer GBYM
>
> It isn't necessary to have relatives in Kansas City in order to be
> unhappy.
> - Groucho Marx
>
>
> *
>
>
> *
________________________________________________________________________________
| Subject: | 2011 and Christmas lights to music on the Kolb again ! |
| From: | "twoplanekid" <hackery(at)ctcn.net> |
For this year, I have added a Christmas tree rotating beacon (military field -
blue and white) to honor all veterans
http://vimeo.com/32912245
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=360040#360040
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | 2011 and Christmas lights to music on the Kolb again ! |
For this year, I have added a Christmas tree rotating beacon (military field
- blue and white) to honor all veterans
http://vimeo.com/32912245
Thanks.
Merry Xmas, Kolbers!!!
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| Subject: | Re: Primer Kit Installed |
| From: | kinne russ <russk50(at)gmail.com> |
Mike, I agree completely. I've seen a generator's camshaft broken by use of ether.
I do use it, but only on a cheapie leaf-blower that was wearing out my right
shoulder -- if it dies, no big deal.
NOT for any aircraft engine use.
Russ K
On Dec 1, 2011, at 8:13 AM, Michael Welch wrote:
>
>>
>> Therefore just a question. Do you use starting fluid on your airplane engine?
>> --------
>> Kolb Mark IIIX 582 Blue head
>
>
> Starting fluid has NO place anywhere near an airplane engine, unless you are
going to wash
> parts in it (ether). Starting fluid places a tremendous strain on an engine,
and there is NO
> way you can determine how much strain you are actually doing to it.
>
> If you have to depend on starting fluid to get an airplane motor running, then
the fuel
> delivery system is not set up correctly, or at least the choke/primer is NOT
correct.
>
> Keep the starting fluid around for your tractor. Keep it away from an airplane.
Just my opinion.
>
> Mike Welch
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Kolb-List Digest: 6 Msgs - 11/28/11 |
| From: | Gary Aman <zeprep251(at)aol.com> |
Boyd,
I moved the throttle from the center to the left side right after I bought
the MK3.That left me the center mounting pivot for the old throttle availab
le for a rudder trim system handle.I used a copper bug nut to clamp a cable
to the rudder cable then to a spring attached to a newly fabricated handle
that allowed me to apply tension on that cable for trim adjustments.It wor
ked but I went back to a fixed tab because it always needed the same amount
of trim at cruise.
G.Aman
-----Original Message-----
From: b young <byoungplumbing(at)gmail.com>
Sent: Tue, Nov 29, 2011 10:49 am
Subject: Kolb-List: Re: Kolb-List Digest: 6 Msgs - 11/28/11
My trim tab is not big enough, so I am pushing with the left foot no matter
what
I do. Winter project: new trim tab.
--------
Richard Pike
>>>>>>>>>>>>>>>>>>>>>>>>>>
i have mentioned this before so someone and they replied they would rather
have a trim tab,,,, but my mkiii has springs that pull the rudder pedals
forward,,, just put more tension or a bit heavier spring on the left
peddle. that way you don't have to install a tab, down side,,, when
parked the rudder will be slightly deflected when sitting on the ramp.
boyd
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Primer Kit Installed |
Kolbers,
When the FireFly was pushed around by the Rotax 447, I used the enricher to
get it started. It was a pain in that in cold weather, it took too many
pulls to get the engine started. Even though I pumped the carb bowl full of
gas, a few times, I pushed the FireFly back in the hangar because I could
not get it started. After reading up about the engine, I found that the 447
spark jumps both plugs at the same time. I re gapped the plug to a lesser
gap and things improved.
When I changed to the Victor 1+, I had the same carburetor, a Bing. I
mounted a push bulb on the float bowl. While the FireFly was in the hangar,
I would open the valve, squeeze the press bulb two times, close the valve,
and then pull the propeller through two compressions. Then I would pull the
plane out of the hangar, get into my gear and into the cockpit. By priming
early, it gives the gas plenty of time to vaporize inside the crank case and
the cylinder. Never fail, the engine would fire up on the first or second
turn of the crank. The nice thing about this primer installation is that
there are no long connecting tubes to the cockpit.
With the MZ 34, I installed the same system on the Tillotson carburetor.
This time I used a ready made push bulb rather than one scavenged from a
dead weed wacker. The start process is the same as described above, and the
engine fires the first time over.
If you would like to see these setups the Bing primer may be found at:
http://jackbhart.com/firefly/firefly89.html
And the Tillotson at:
http://jackbhart.com/firefly/firefly153.html
I do not believe there is any need for concern about shooting enough gas to
prime an oil injected engine. The amount is quite minuscule. Also, when I
tore down the 447 and the Victor 1+, I was amazed as to how much oil was
inside the engine.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Primer Kit Installed |
Also, when I tore down the 447 and the Victor 1+, I was amazed as to how
much oil was inside the engine.
Jack B. Hart FF004
Jack H/Kolbers:
Got to turn the engines to clear the crankcases.
Low rpm's on a two stroke is murder on them. They like to turn.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | David Kulp <undoctor(at)ptd.net> |
| Subject: | Re: Primer Kit Installed |
Kolbers,
I generally allow my FF to idle for a minute or two after landing to
cool it down. Is this counter-productive? I like my engine and want to
treat it with as much kindness as I can.
Dave Kulp
Bethlehem, PA
FireFly 11DMK
On 12/1/2011 10:21 PM, John Hauck wrote:
> --> Kolb-List message posted by: "John Hauck"
>
>
> Also, when I tore down the 447 and the Victor 1+, I was amazed as to how
> much oil was inside the engine.
>
> Jack B. Hart FF004
>
>
> Jack H/Kolbers:
>
> Got to turn the engines to clear the crankcases.
>
> Low rpm's on a two stroke is murder on them. They like to turn.
>
> john h
> mkIII
> Titus, Alabama
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Primer Kit Installed |
I generally allow my FF to idle for a minute or two after landing to cool it
down. Is this counter-productive? I like my engine and want to treat it
with as much kindness as I can.
Dave Kulp
Dave K/Kolbers:
Engine has probably cooled down during decent and taxi to tie down.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | David Kulp <undoctor(at)ptd.net> |
| Subject: | Re: Primer Kit Installed |
Good to know. Thanks, John.
Dave
On 12/1/2011 10:50 PM, John Hauck wrote:
> --> Kolb-List message posted by: "John Hauck"
>
>
> I generally allow my FF to idle for a minute or two after landing to cool it
> down. Is this counter-productive? I like my engine and want to treat it
> with as much kindness as I can.
>
> Dave Kulp
>
>
> Dave K/Kolbers:
>
> Engine has probably cooled down during decent and taxi to tie down.
>
> john h
> mkIII
> Titus, Alabama
>
>
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Primer Kit Installed |
>
>Jack H/Kolbers:
>
>Got to turn the engines to clear the crankcases.
>
>Low rpm's on a two stroke is murder on them. They like to turn.
>
>john h
Kolbers,
>From the above, the implication is that I run my engines too slow. The 447
was running wide open when it seized on climb out due to contaminated
Amsoil. The Victor 1+ was flown for a half an hour at cruise speed and then
I returned to the airport, landed, taxied back to the hangar and shut it
down. Upon pulling it into the hangar I found a coolant leak. Fried the
cylinder and piston but not to the point of seizer.
Think about it, the non volatile oil is splashed all through out the case by
the rotating and oscillating parts where it adheres to the case wall and all
other parts. Some proceeds on through into the combustion chamber were it
burns and is blown out the exhaust. After shut down, the oil that has been
plastered against the case and clinging to other parts, by gravity flows or
drips downward to the bottom of the case.
The other implication of John's statement is that you should run your two
stroke wide open to prevent lubrication problems. If you run your engine
within the range published by the engine manufacturer, and you properly set
up your injection system and/or mix your fuel correctly you will not have
any lubrication problems.
If you would like to check out how much oil remains in the case, take the
cover off you two stroke weed wacker and take a peek. You will find the
parts well coated with oil.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "b young" <byoungplumbing(at)gmail.com> |
| Subject: | Re: Kolb-List Digest: 17 Msgs - 12/01/11 |
From: Gary Aman <zeprep251(at)aol.com>
Boyd,
I moved the throttle from the center to the left side right after I bought
the MK3.That left me the center mounting pivot for the old throttle availab
le for a rudder trim system handle.I used a copper bug nut to clamp a cable
to the rudder cable then to a spring attached to a newly fabricated handle
that allowed me to apply tension on that cable for trim adjustments.It wor
ked but I went back to a fixed tab because it always needed the same amount
of trim at cruise.
G.Aman
>>>>>>>>>>>>>>>>>>>>>>
gary
that is why i mentioned put a stiffer spring, for one side only, in the
nose cone, pulling on one rudder peddle harder than the other. as for
me, my flying shoes has a sole that extends out a bit,,, i push on the
right peddle and shove the lip of my shoe under the copilot left peddld.
that works out just about right.
boyd
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Primer Kit Installed |
The other implication of John's statement is that you should run your two
stroke wide open to prevent lubrication problems. If you run your engine
within the range published by the engine manufacturer, and you properly set
up your injection system and/or mix your fuel correctly you will not have
any lubrication problems.
Jack B. Hart FF004
Jack H/Gang:
Should have done a better job on my last post.
Yes, run the two stroke wide open on takeoff and at other times when deemed
necessary.
I was thinking more in the way of keeping the engine cleared out by
operating at the manufacturer's recommended power setting for an airplane.
The slower a two stroke is operated, the more oil will be retained in the
engine.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | "Ron @ KFHU" <captainron1(at)cox.net> |
| Subject: | Re: Primer Kit Installed |
My take on idle is that John is right, about the idle being a motor destructor
on a 2cycle, all the more so when people use 100/1 ratio. there is simply not
enough oil at these low rpm's to coat the cyl walls, surfaces effectively, at
higher revs plenty of fuel/oil are running through and there is enough residual
oil left to keep everything lubed, too little in my opinion but I keep hearing
about that phenomenal ratio so I have to believe it be true.
Anyway I do 40/1 and if it starts being too gooi than 45/1 till I get as much oil
in there as I can without fouling, the caveat is synthetic oil. Oh yes I also
usually use a hotter plug.
Ron @ KFHU
=======================
---- David Kulp wrote:
============
Kolbers,
I generally allow my FF to idle for a minute or two after landing to
cool it down. Is this counter-productive? I like my engine and want to
treat it with as much kindness as I can.
Dave Kulp
Bethlehem, PA
FireFly 11DMK
On 12/1/2011 10:21 PM, John Hauck wrote:
> --> Kolb-List message posted by: "John Hauck"
>
>
> Also, when I tore down the 447 and the Victor 1+, I was amazed as to how
> much oil was inside the engine.
>
> Jack B. Hart FF004
>
>
> Jack H/Kolbers:
>
> Got to turn the engines to clear the crankcases.
>
> Low rpm's on a two stroke is murder on them. They like to turn.
>
> john h
> mkIII
> Titus, Alabama
>
>
--
kugelair.com
________________________________________________________________________________
| From: | "Beauford " <beauford173(at)verizon.net> |
| Subject: | Primer Kit Installed |
Brother Hart:
I enjoyed your detailed items on primer-bulb plumbing... Very instructive,
sir... Thanks for those.
You mentioned that the cause for your 447 problem was "contaminated
Amsoil"... Would you mind elaborating on how that
Amsoil problem occurred? Was it due to the age of the oil, or some other
factor(s)...?
Appreciate it...
Curious beauford
FF-076
Brandon, FL
-----Original Message-----
Subject: RE: Kolb-List: Primer Kit Installed
(snip)
> The 447 was running wide open when it seized on climb out due to
contaminated
Amsoil.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| Subject: | Re: Primer Kit Installed |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
beauford wrote:
> Brother Hart:
>
> You mentioned that the cause for your 447 problem was "contaminated
> Amsoil"... Would you mind elaborating on how that
> Amsoil problem occurred? Was it due to the age of the oil, or some other
> factor(s)...?
> Appreciate it...
> Curious beauford
> FF-076
> Brandon, FL
> --
Has something gotten lost in the translation here? Contaminated Amsoil?
I was told to use Amsoil in my Rotax 277 back in the Hummer/1983 days, and the
277 was not happy at 100:1. I broke it in at 50:1, then went to 75:1, and everything
was lovely. Went to 100:1 and after about an hour in flight, the thing
started to rattle! I nursed it home, dreading the worst. The next day, since I
figured it was toast anyway, decided to see what would happen if I took it back
to 50:1 for a bit - started it up at 50:1 and in just a few seconds the rattle
went away, and many years later it had 750 hours on it when I sold it. It
was on it's second piston/ring set.
Concerning using ether to start an engine: the 532 I had on my Anglin J-6 was always
the most contrary starting engine I have ever had - don't know why - but
when cold it required ether to start. Sprayed a shot of ether on the air cleaner
and pulled the rope and away she would go. Never had any problems that could
have been related to using ether.
On the MKIII/582, I do not have starting problems, but if it gets contrary, I have
no qualms at all about using a shot of ether on the air cleaner. OTOH, I can
see where giving it a shot down the carb throat into the crank could be a short
trip to a quick engine death... Years ago I had a VW Dasher diesel, and on
one occasion when it was below freezing and the stupid car would not start,
I gave it a shot of ether. It survived - barely - but I will NEVER do that again...
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
richard (at) bcchapel(dot)org
Kingsport, TN 3TN0
Now faith is the substance of things hoped for, the evidence of things not seen.
Hebrews 11:1
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=360086#360086
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Primer Kit Installed |
>
>
>Brother Hart:
>
>I enjoyed your detailed items on primer-bulb plumbing... Very instructive,
>sir... Thanks for those.
>
>You mentioned that the cause for your 447 problem was "contaminated
>Amsoil"... Would you mind elaborating on how that
>Amsoil problem occurred? Was it due to the age of the oil, or some other
>factor(s)...?
>
>Appreciate it...
>
>Curious beauford
Beauford,
>From my flight log: June 25, 2001 Flight 144 - 3 minutes, 57:36 tt. Tried
the aluminum foil and acrylic glue on the axles and it seemed to work.
Pulled it out and went flying. Took off to the south on the center taxiway.
Climbed at 6400 rpm at 50 mphi. Just about 1500 agl the engine rpm dropped
200, and I jiggled the throttle and it quit. Banked 180 and headed for the
airport at 40 mphi. I jigged a little to see if there was something under
me that I could land on, but it was all tall corn and beans. I made it to
with in 100 yards of the airport and landed in a bean field with the rows
where the beans were about six inches high............................
On tear down, I discovered the inside head and top piston surfaces glazed
with hard carbon that look almost like black glass. It was very difficult
to remove. Also the same material was found under the piston rings. I
believe this is what caused the seizure. The rings could not expand, move
and collapse back into the piston slot. Running the engine hard with the
aluminum pistons expanding faster than the steel cylinder liners generated
too much heat and scored the piston. At the time I was running with just
one EGT and it of course was on the cylinder that did not seize. I looked
at everything that I thought could have caused the problem. Finally, I
checked out my oil.
Early on I had decided to use Amsoil and I purchased a case in late 1998 and
stored it in my hangar in the Mississippi River bottoms. So the oil had
been in an essentially 100% humidity environment for 2.5 years. When I
dumped the remaining oil out of the last bottle opened, I found a black
residue in the bottom of the bottle. So then I opened a bottle from the
bottom of the case that had been setting on the gravel hangar floor and
poured it over into the bottle I had just emptied. There was about a half
inch of jelled material in the bottom of the bottle. I called Amsoil and
explained what I was seeing. After a bit of silence, I was asked what was
the tint of the plastic bottle. Then I found out that they had been using a
plastic that that held the oil in but did not keep the moisture out. Amsoil
likes to adsorb water, which changes its composition. He said they had
changed plastics and it was no longer a problem.
I recycled the last of the oil and purchase a new case. But after I got the
447 running again, I found I had lost faith in the product. I sold what
remained of the new case to a retailer and I changed to Opti-2.
So if you use Amsoil, keep it capped tight after opening the bottle for the
first time.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| Subject: | Re: Primer Kit Installed |
| From: | robert bean <slyck(at)frontiernet.net> |
Sad but true, plastic containers transfer atmosphere and moisture over time.
urethanes and, I suppose, other
like pigments will congeal over time. Metal or glass is the only way to go.
BB
mkIII, suzuki
On 2, Dec 2011, at 10:39 PM, Jack B. Hart wrote:
>
>>
>>
>> Brother Hart:
>>
>> I enjoyed your detailed items on primer-bulb plumbing... Very instructive,
>> sir... Thanks for those.
>>
>> You mentioned that the cause for your 447 problem was "contaminated
>> Amsoil"... Would you mind elaborating on how that
>> Amsoil problem occurred? Was it due to the age of the oil, or some other
>> factor(s)...?
>>
>> Appreciate it...
>>
>> Curious beauford
>
> Beauford,
>
>> From my flight log: June 25, 2001 Flight 144 - 3 minutes, 57:36 tt. Tried
> the aluminum foil and acrylic glue on the axles and it seemed to work.
> Pulled it out and went flying. Took off to the south on the center taxiway.
> Climbed at 6400 rpm at 50 mphi. Just about 1500 agl the engine rpm dropped
> 200, and I jiggled the throttle and it quit. Banked 180 and headed for the
> airport at 40 mphi. I jigged a little to see if there was something under
> me that I could land on, but it was all tall corn and beans. I made it to
> with in 100 yards of the airport and landed in a bean field with the rows
> where the beans were about six inches high............................
>
> On tear down, I discovered the inside head and top piston surfaces glazed
> with hard carbon that look almost like black glass. It was very difficult
> to remove. Also the same material was found under the piston rings. I
> believe this is what caused the seizure. The rings could not expand, move
> and collapse back into the piston slot. Running the engine hard with the
> aluminum pistons expanding faster than the steel cylinder liners generated
> too much heat and scored the piston. At the time I was running with just
> one EGT and it of course was on the cylinder that did not seize. I looked
> at everything that I thought could have caused the problem. Finally, I
> checked out my oil.
>
> Early on I had decided to use Amsoil and I purchased a case in late 1998 and
> stored it in my hangar in the Mississippi River bottoms. So the oil had
> been in an essentially 100% humidity environment for 2.5 years. When I
> dumped the remaining oil out of the last bottle opened, I found a black
> residue in the bottom of the bottle. So then I opened a bottle from the
> bottom of the case that had been setting on the gravel hangar floor and
> poured it over into the bottle I had just emptied. There was about a half
> inch of jelled material in the bottom of the bottle. I called Amsoil and
> explained what I was seeing. After a bit of silence, I was asked what was
> the tint of the plastic bottle. Then I found out that they had been using a
> plastic that that held the oil in but did not keep the moisture out. Amsoil
> likes to adsorb water, which changes its composition. He said they had
> changed plastics and it was no longer a problem.
>
> I recycled the last of the oil and purchase a new case. But after I got the
> 447 running again, I found I had lost faith in the product. I sold what
> remained of the new case to a retailer and I changed to Opti-2.
>
> So if you use Amsoil, keep it capped tight after opening the bottle for the
> first time.
>
> Jack B. Hart FF004
> Winchester, IN
>
>
>
>
>
________________________________________________________________________________
| Subject: | Sorry took so long getting back to you. Primer Kit |
| From: | "Dennis Thate" <retroman(at)frontier.com> |
Hi Dennis,
Was your 503 hard to start?
Does it also have a choke?
Thanks,
David d.
.....Dave..
Once again my thread seemed to get hijacked and stuffed with random conjecture.
The primer kit did not solve the problem, but there is a host of other things I
have to check also. But it's damned cold and my hangar is not heated.
503's are usually very easy to start, so something is wrong. If the engine set
up is good, by that I mean carb settings, compression, plugs etc, the usual problem
for hard starting is the stator having become weak.... or too, trigger
coils breaking down ,... or the primer will not be so effective if the idle is
set too high....or maybe,... is the pulse pump working properly? and /or is the
pulse pump installed correctly.
All things I will go methodically check out, and post my findings so others lurking
may benefit from it............
Regards,
Dennis
--------
Both optimists and pessimists contribute to our society. The optimist invents
the airplane and the pessimist the parachute. ~Gil Stern
These flying machines are just a fad and will never catch on Unknown
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=360101#360101
________________________________________________________________________________
| Subject: | Re: Sorry took so long getting back to you. Primer Kit |
| From: | "SS568" <david(at)PaulowniaTrees.com> |
Dennis,
Yep it was hijacked a bit, but all was relevant.
John Hauk made a good suggestion about spark plug gap. Could be something that
you could also check.
Lots of trouble shooters look for very complex problems, when it may be something
very simple and easily overlooked.
Good luck on your findings in that cold hangar.
David d.
--------
Kolb Mark IIIX 582 Blue head
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=360111#360111
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Sorry took so long getting back to you. Primer Kit |
Lots of trouble shooters look for very complex problems, when it may be
something very simple and easily overlooked.
David d.
Kolbers:
Engines and their related systems change little from the time you shut them
down, operating normally, until the next time one tries to start and operate
them.
Electronic ignition modules and related parts usually do not fail when the
engine is not operating.
Once started, a Rotax will operate normally with excessive spark plug gap.
However, after shut down, the engine may not restart, not even fire a single
cylinder, giving the operator the feeling his ignition module has failed.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Hardware Failure - Matronics Web Servers Currently Offline |
failure and is currently not available. Replacement hardware has been ordered
and should arrive on Tuesday 12/6/2011. All services should be restored
shortly there after.
During the outage, the Matronics Forums, Wiki, and other web-based List services
will NOT be available.
However, during the outage, all normal EMAIL based sevices WILL be available so
you may continue to post messages to the various lists without an issue.
I am so sorry for any inconvenience this web server outage has caused...
Matt Dralle
Matronics Email List Administrator
________________________________________________________________________________
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
After reading, and rereading Jack Hart's response to my last post about the
IIIX I'm trying to fix, I decided to try changing the thrust line as a way
of either ameliorating, or eliminating the right yawing tendency of the
aircraft. We had a pretty good winter rain storm starting on Friday so
while my grandson played with his new Wii, I loaded up the engine mount
drawing into DraftSight and started dinking around. After a bit I figured I
could twist the thrust line 3 degrees left without having to redo radiator
mounting or lines again (this would have made the 4th time). About an hour
after that I had all the holes drilled in a piece of plate and was ready to
saw it out and finish. Yesterday, I moved the hoist over the engine and
installed it and today, with clear skies and warm weather, by December
standards, anyway, I flew it.
On take off it was obvious that the change hadn't eliminated the yaw, but
it wasn't causing my left leg to cramp either so I climbed up to 3,000 feet
to check it fully. Once I leveled out and adjusted power to cruise, I took
my feet off the rudder peddles. To my surprise, the aircraft didn't yaw
less, it yawed more, quite a bit more. Enough more that the airplane would
not fly level without aileron input to hold up the right wing.
Obviously the old motor mount plate goes back on in the morning, and I have
to look elsewhere for the source of the excessive yaw.
Rick Girard
--
Zulu Delta
Mk IIIC
Thanks, Homer GBYM
It isn't necessary to have relatives in Kansas City in order to be unhappy.
- Groucho Marx
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Some success at last |
Richard G/Kolbers:
Don't know if Richard got this email or not, with a couple photos of my
rudder trim tab.
However, this particular rudder trim tab design has fixed adverse yaw on a
lot of MKIII and MKIIIx aircraft, to include the newest iteration of the
MKIIIx I tested several years ago. Before the rudder trim tab was
installed, that was the most God awful feeling airplane I have ever flown.
After rudder trim tab installation, this MKIIIx flew just like a Kolb.
If you haven't tried the trim tab on the critter you are trying to tame,
tape one on with duct tape and go fly.
john h
mkIII
Titus, Alabama
-----Original Message-----
From: John Hauck [mailto:jhauck(at)elmore.rr.com]
Sent: Tuesday, November 29, 2011 12:10 PM
Subject: RE: Kolb-List: Re: Some success at last
1/ I agree with John H about the prop wash on the tail for which I have to
put in Right rudder to compensate for. I topped up with a tad too much oil
and the left side of the rudder and top of the left HS was spattered. How
big is your trim tab , John? two rib bays long but how wide? 3 inches??
I think that will help eliminate yaw and right rudder input.
FrankD
Frank D/Kolbers:
Here are some pics with a spare rudder trim tab I made. Same, same what I
have on my MKIII, except I rounded the corners more than depicted on this
piece. This was also the first tab I tested, which covered 3 rib bays, and
moved adverse yaw the opposite direction in the same amount as it flew
without a trim tab. After I cut it one rib bay and to the dimensions
indicated below, it flew with the ball centered and feet off the rudder
pedals.
Dimensions are marked on the trim tab, but in case you cannot read them,
here they are:
Width: 14 3/4"
Length: 1 7/8" to the bend (35 degrees) with a 3 1/8 trailing edge.
Short side is riveted to the ribs with large flange aluminum fabric rivets.
I use aluminum rivets (hardware store quality) for anything that is not
structural because they are much easier to remove when it comes time to
change a component.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
After reading, and rereading Jack Hart's response to my last post about the
IIIX I'm trying to fix, I decided to try changing the thrust line as a way
of either ameliorating, or eliminating the right yawing tendency of the
aircraft.
Rick Girard
Rick G:
I experimented with changing thrust lines 25 years ago on my Firestar. I
tried changing left, right, up and down. Flew better just like Homer
designed it.
When I build the MKIII 20 years ago, I decided changing thrust line was not
going to help it. What tweaking I had to do I did with adjustable leading
edge of the horizontal stabilizers and rudder trim tab.
I did experiment with offsetting the leading edge of the upper vertical
stabilizer. After three or four progressively more offsets, I put her back
where Homer said put it in his plans, centered.
What I share about my experimentations with my three Kolbs may not work for
you, but it works for me.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
Date: Sun, 4 Dec 2011 19:27:11 -0600
From: Richard Girard <aslsa.rng(at)gmail.com>
>After reading, and rereading Jack Hart's response to my last post about the
IIIX I'm trying to fix, I decided to try changing the thrust line as a way
of either ameliorating, or eliminating the right yawing tendency of the
aircraft.
>......................
Rick,
Since you have done all this work to make a new plate, can you flip it over
and use it again to rotate the engine to the opposite side?
One of the problems with rotating the engine on a pusher is that the
vertical center of the engine may be behind the cg and the moment arm is
much smaller than on a tractor setup. If you can flip the plate and use it
again, the results may be better.
I tried wallowing out the mounting plate holes for the 447 to try swiveling
the engine and I did not have much luck. Due to the fact that you were able
to make it much worse is encouraging. I did not try it with the Victor 1+
because I could off set the thrust line by rotating the reduction unit.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
Jack, I was feeling pretty low when I wrote last night, and I must have
really worked it over in my sleep as I awoke with a "dope slap" moment. I
was thinking direction of prop blast when I should have been thinking of
its center. I moved the blast left and got more right yaw. Doh! So, yeah,
flip the motor mount plate and move the blast to the right. Off to the
hangar.
Thank goodness the wind is from the north so I won't be in it while I work.
With wind chill it's 21 out there. I guess winter has come to Kansas.
Ya'll stay warm out there.
Rick
On Mon, Dec 5, 2011 at 6:57 AM, Jack B. Hart wrote:
>
> Date: Sun, 4 Dec 2011 19:27:11 -0600
> From: Richard Girard <aslsa.rng(at)gmail.com>
>
> >After reading, and rereading Jack Hart's response to my last post about
> the
> IIIX I'm trying to fix, I decided to try changing the thrust line as a way
> of either ameliorating, or eliminating the right yawing tendency of the
> aircraft.
> >......................
>
> Rick,
>
> Since you have done all this work to make a new plate, can you flip it over
> and use it again to rotate the engine to the opposite side?
>
> One of the problems with rotating the engine on a pusher is that the
> vertical center of the engine may be behind the cg and the moment arm is
> much smaller than on a tractor setup. If you can flip the plate and use it
> again, the results may be better.
>
> I tried wallowing out the mounting plate holes for the 447 to try swiveling
> the engine and I did not have much luck. Due to the fact that you were
> able
> to make it much worse is encouraging. I did not try it with the Victor 1+
> because I could off set the thrust line by rotating the reduction unit.
>
> Jack B. Hart FF004
> Winchester, IN
>
>
--
Zulu Delta
Mk IIIC
Thanks, Homer GBYM
It isn't necessary to have relatives in Kansas City in order to be unhappy.
- Groucho Marx
________________________________________________________________________________
| From: | <aoldman(at)xtra.co.nz> |
| Subject: | Re: in-flight video |
For those that may be interested in alternative Kolb Hp. Have a look at '
Toms Albatros takeoff ' on utube. This aircraft is powered by Toyota corolla
1600 engine giving about 120Hp working through a re drive. This aircraft is
a registed microlight in New Zealand
Regards
Downunder
MK111c
-----Original Message-----
From: Thom Riddle
Sent: Sunday, November 13, 2011 11:02 AM
Subject: Kolb-List: in-flight video
This could be the most spectacular in-flight video you'll ever see. NOT
taken from a Kolb, therefore not Kolb precisely Kolb related
http://vimeo.com/32001208
Be sure to go to full screen, the bigger the better.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
Truth is what stands the test of experience.
- Albert Einstein
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=357759#357759
________________________________________________________________________________
| From: | "Ron @ KFHU" <captainron1(at)cox.net> |
| Subject: | Re: in-flight video |
Need the link...
there is a server problem with Matronics, so if you can post it in the body of
your message we'll be able to see it.
Thanks
Ron@KFHU
===============================================
---- aoldman(at)xtra.co.nz wrote:
============
For those that may be interested in alternative Kolb Hp. Have a look at '
Toms Albatros takeoff ' on utube. This aircraft is powered by Toyota corolla
1600 engine giving about 120Hp working through a re drive. This aircraft is
a registed microlight in New Zealand
Regards
Downunder
MK111c
-----Original Message-----
From: Thom Riddle
Sent: Sunday, November 13, 2011 11:02 AM
Subject: Kolb-List: in-flight video
This could be the most spectacular in-flight video you'll ever see. NOT
taken from a Kolb, therefore not Kolb precisely Kolb related
http://vimeo.com/32001208
Be sure to go to full screen, the bigger the better.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
Truth is what stands the test of experience.
- Albert Einstein
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=357759#357759
--
kugelair.com
________________________________________________________________________________
| From: | Dan <dan42101(at)yahoo.com> |
| Subject: | Re: in-flight video |
The key words were "on utube"... (youtube)-
Go here: http://www.youtube.com/v/KPN7tDxjO5k&hd=1
- DjD
--- On Tue, 12/6/11, aoldman(at)xtra.co.nz wrote:
From: aoldman(at)xtra.co.nz <aoldman(at)xtra.co.nz>
Subject: Re: Kolb-List: in-flight video
Date: Tuesday, December 6, 2011, 10:27 PM
For those that may be interested in alternative Kolb Hp. Have a look at ' T
oms Albatros takeoff ' on utube. This aircraft is powered by Toyota corolla
1600 engine giving about 120Hp working through a re drive. This aircraft i
s a registed microlight in New Zealand
Regards
- - - - Downunder
- - - - MK111c
-----Original Message----- From: Thom Riddle
Sent: Sunday, November 13, 2011 11:02 AM
Subject: Kolb-List: in-flight video
This could be the most spectacular in-flight video you'll ever see. NOT tak
en from a Kolb, therefore not Kolb precisely Kolb related
http://vimeo.com/32001208
Be sure to go to full screen, the bigger the better.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
Truth is what stands the test of experience.
- Albert Einstein
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=357759#357759
le, List Admin.
le, List Admin.
________________________________________________________________________________
| Subject: | Re: in-flight video |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
Just cut and paste "Toms Albatros takeoff" into the search line on You
Tube. I got it first try that way. There's also some footage of a landing
and a fly by.
Rick Girard
On Tue, Dec 6, 2011 at 11:58 AM, Ron @ KFHU wrote:
>
> Need the link...
> there is a server problem with Matronics, so if you can post it in the
> body of your message we'll be able to see it.
> Thanks
>
> Ron@KFHU
> ===============================================
> ---- aoldman(at)xtra.co.nz wrote:
>
> ============
>
> For those that may be interested in alternative Kolb Hp. Have a look at '
> Toms Albatros takeoff ' on utube. This aircraft is powered by Toyota
> corolla
> 1600 engine giving about 120Hp working through a re drive. This aircraft is
> a registed microlight in New Zealand
>
> Regards
> Downunder
> MK111c
>
> -----Original Message-----
> From: Thom Riddle
> Sent: Sunday, November 13, 2011 11:02 AM
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: in-flight video
>
>
> This could be the most spectacular in-flight video you'll ever see. NOT
> taken from a Kolb, therefore not Kolb precisely Kolb related
>
> http://vimeo.com/32001208
>
> Be sure to go to full screen, the bigger the better.
>
> --------
> Thom Riddle
> Buffalo, NY (9G0)
> Kolb Slingshot SS-021
> Jabiru 2200A #1574
> Tennessee Prop 64x32
>
> Truth is what stands the test of experience.
> - Albert Einstein
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=357759#357759
>
>
> --
> kugelair.com
>
>
--
Zulu Delta
Mk IIIC
Thanks, Homer GBYM
It isn't necessary to have relatives in Kansas City in order to be unhappy.
- Groucho Marx
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Matronics Web Services Restored! |
Dear Listers,
web services have been fully restored including the Web Forums, List Browse,
Archive Search, Wiki, and AeroElectric web sites. It was quite an ordeal getting
the replacement boards for the server, but things went back together tonight
and are up and running nicely. The first company I ordered the boards from
originally called me a day later to say that, whoops, they really didn't have
them in stock after all... Fortunately, I was able to locate some through
a different source and had then over-nighted and they arrived today.
Thank you for your patience and consideration though the whole thing!
The List Contribution web site is also back on line for those wishing to make a
donation to the effort:
http://www.matronics.com/contribution
Best regards,
Matt Dralle
Matronics List Administrator
________________________________________________________________________________
| Subject: | Re: Some success at last |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
John Hauck wrote:
> Richard G/Kolbers:
> Don't know if Richard got this email or not, with a couple photos of my
> rudder trim tab.
>
> john h
> mkIII
> Titus, Alabama
> --
Yep, thanks. I'll one about 1 1/2" longer, and 1 1/2" wider and see what happens.
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
richard (at) bcchapel(dot)org
Kingsport, TN 3TN0
Now faith is the substance of things hoped for, the evidence of things not seen.
Hebrews 11:1
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=360446#360446
________________________________________________________________________________
| From: | "logbook44" <mojurv(at)hotmail.com> |
Hi there, we are visiting the Valdosta, GA and would like to see and talk with
the pilot of a Kolb. I'm interested in this aircraft because the wings fold and
storage in an enclosed trailer is what I would need to do. Thanks to any and
all that responds. PS..we have to leave this area on Dec 15.
Morris
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=360472#360472
________________________________________________________________________________
| From: | "logbook44" <mojurv(at)hotmail.com> |
Thanks for the lead, I sent an e-mail. Do hope I get a response.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=360501#360501
________________________________________________________________________________
| From: | "cristalclear13" <cristalclearwaters(at)gmail.com> |
Ozarkflyer wrote:
> Do a Matronics search for Cristalclear13. She lived in Waycross and flew a MkIIIC,
I believe. Waycross is about 65 to 70 miles NE of Valdosta. Good highway.
Thanks for thinking of me. I am still flying my Mark II Twinstar out of Waycross
when I get a spare moment. And I did get Morris' message. Thanks.
--------
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=360504#360504
________________________________________________________________________________
| Subject: | Re: Matronics Web Services Restored! |
| From: | "Dennis Thate" <retroman(at)frontier.com> |
Hi Matt,
Many forums have an 'Ignore feature' for the 'few' who always seem to become
forum pest. I might consider donating if this feature existed on your forum. I
came here to share knowledge and make new friends, not to be publicly bashed!
Regards,
Dennis Thate
Kolb Firestar II
--------
Both optimists and pessimists contribute to our society. The optimist invents
the airplane and the pessimist the parachute. ~Gil Stern
These flying machines are just a fad and will never catch on Unknown
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=360537#360537
________________________________________________________________________________
| Subject: | Kolbra project for sale? |
| From: | Martin Koxxy <martinkoxxy(at)gmail.com> |
Is anyone interested in selling me their Kolbra project? Must be in early
stages (I want to build most of it). Pacific NW preferred - need to see it
before committing.
________________________________________________________________________________
| From: | Charlie England <ceengland(at)bellsouth.net> |
| Subject: | Re: Matronics Web Services Restored! |
On 12/09/2011 11:49 AM, Dennis Thate wrote:
> --> Kolb-List message posted by: "Dennis Thate"
>
> Hi Matt,
>
> Many forums have an 'Ignore feature' for the 'few' who always seem to become
forum pest. I might consider donating if this feature existed on your forum.
I came here to share knowledge and make new friends, not to be publicly bashed!
>
> Regards,
> Dennis Thate
> Kolb Firestar II
Hi Dennis,
The Thunderbird email software has this feature built in, if you use
email instead of the web forum to read the Kolb list. I suspect that
most of the other email clients do this, as well.
I know it works, because I 'banned' the one frequently obnoxious poster
here on the Kolb list years ago, & the only time I see what he writes is
if it's quoted in someone's reply.
Charlie
________________________________________________________________________________
| From: | "mlblank" <mlblank(at)yahoo.com> |
I ordered a firefly quick build 2 weeks ago, and I have yet to decide which engine
I am going to use.
I am considering using a mz201 because of the dual ignition and less weight than
the 447.
Does anyone use this engine on a pusher, or know of anyone that has some hours
experience with the engine.
I was told by someone to just go with a 503 because of the dual ignition, so I
talked with Travis at kolb about it and He said guys have put 503's on firefly's
, but I probably won't stay under the legal weight for an ultralight.
So I need to hear some more pro and cons about the mz201 .
Thanks, Michael Blank
Gap Pa
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=360577#360577
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
Michael, I am in the same boat you are have a Firefly half built and I flew
a firestar with a 503 for 10 years trouble free and I am fond of the dual
spark Travis tells mre they are working on an engine mount for a- mz 201
,- maybe for you but the engine sounds good weight wise and power wise I
have been looking for someone that has been using it for about a month with
no luck ! its expensive but so are the 447 and the 503 ! I am trying to sa
ve weight as I will need extra controls as I cant use my feet . Stay in tou
ch, Im here every day . Chris-=0AChris Davis=0AKXP 503 492 hrs=0AGlider P
ilot=0ADisabled from crash building Firefly=0A=0A=0A_______________________
_________=0AFrom: mlblank <mlblank(at)yahoo.com>=0ATo: kolb-list(at)matronics.com
=0ASent: Friday, December 9, 2011 6:56 PM=0ASubject: Kolb-List: Re: Mz 201
ordered a firefly quick build 2 weeks ago, and I have yet to decide which
engine I am going to use.=0A=0AI am considering using a mz201 because of th
e dual ignition and less weight than the 447.=0A=0ADoes anyone use this eng
ine on a pusher, or know of anyone that has some hours experience with the
engine.=0A=0AI was told by someone to just go with a 503 because of the dua
l ignition, so I talked with Travis at kolb about it and He said guys have
put 503's on firefly's , but I probably won't stay under the legal weight f
or an ultralight.=0A=0ASo I need to hear some more pro and cons about the m
z201 .=0AThanks, Michael Blank=0AGap Pa=0A=0A=0A=0A=0ARead this topic onlin
e here:=0A=0Ahttp://forums.matronics.com/viewtopic.php?p=360577#360577=0A
====================
________________________________________________________________________________
| From: | Phil <phactor9(at)yahoo.com> |
I just got my mz201; a gorgeous little engine. I'm building my 103-legal Fi
refly over the Winter and I plan on flying this Spring. Stay tuned.
http://phactor.com/Kolb/TestStand2.jpg
Phil H.
--- On Fri, 12/9/11, mlblank wrote:
From: mlblank <mlblank(at)yahoo.com>
Subject: Kolb-List: Re: Mz 201
Date: Friday, December 9, 2011, 6:56 PM
I ordered a firefly quick build 2 weeks ago, and I have yet to decide which
engine I am going to use.
I am considering using a mz201 because of the dual ignition and less weight
than the 447.
Does anyone use this engine on a pusher, or know of anyone that has some ho
urs experience with the engine.
I was told by someone to just go with a 503 because of the dual ignition, s
o I talked with Travis at kolb about it and He said guys have put 503's on
firefly's , but I probably won't stay under the legal weight for an ultrali
ght.
So I need to hear some more pro and cons about the mz201 .
Thanks, Michael Blank
Gap Pa
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=360577#360577
le, List Admin.
le, List Admin.
________________________________________________________________________________
| Subject: | Re: Matronics Web Services Restored! |
| From: | "Dennis Thate" <retroman(at)frontier.com> |
[Rolling Eyes] You mean, I'm not the only one !!!
That's one inbred cat ....
--------
Both optimists and pessimists contribute to our society. The optimist invents
the airplane and the pessimist the parachute. ~Gil Stern
These flying machines are just a fad and will never catch on Unknown
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=360584#360584
Attachments:
http://forums.matronics.com//files/377539_215287418541723_208877045849427_509760_611511678_n_178.jpg
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
Phil----Thanks for the comeback , is it as light as they claim? I h
ope so talktoyou more as time goes on . Chris=0A=0A=0AChris Davis=0AKXP 503
492 hrs=0AGlider Pilot=0ADisabled from crash building Firefly=0A=0A=0A____
____________________________=0AFrom: Phil <phactor9(at)yahoo.com>=0ATo: kolb-l
ist(at)matronics.com =0ASent: Friday, December 9, 2011 8:17 PM=0ASubject: Re:
Kolb-List: Re: Mz 201=0A=0AI just got my mz201; a gorgeous little engine. I
'm building my 103-legal Firefly over the Winter and I plan on flying this
Spring. Stay tuned.=0Ahttp://phactor.com/Kolb/TestStand2.jpg=0A=0APhil H.
=0A=0A--- On Fri, 12/9/11, mlblank wrote:=0A=0A=0A>From
: mlblank =0A>Subject: Kolb-List: Re: Mz 201=0A>To: kolb
-list(at)matronics.com=0A>Date: Friday, December 9, 2011, 6:56 PM=0A>=0A>=0A>-
refly quick build 2 weeks ago, and I have yet to decide which engine I am g
oing to use.I am considering using a mz201 because of the dual ignition and
less weight than the 447.Does anyone use this engine on a pusher, or know
of anyone that has some hours experience with the engine.I was told by some
one to just go with a 503 because of the dual ignition, so I talked with Tr
avis at kolb about it and He said guys have put 503's on firefly's , but I
probably won't stay under the legal weight for an ultralight.So I need to h
ear some more pro and cons about the mz201 .Thanks, Michael BlankGap PaRead
this topic online here:http://forums.matronics.com/viewtopic.php?p=36057
7#360577http://www.matronics.com/contribution http://www.matronics.com/Navi
gator?Kolb-List http:==================
========================
========================
======
________________________________________________________________________________
| Subject: | Perplexed turns to Bummed |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
I flipped the motor mount over and had high hopes that I would at least get
some response in changing the right yaw, and take some of the pressure off
my poor beleaguered left leg. No such luck, no improvement whatsoever, so
the straight motor mount and the big trim tab have to go back on. Maybe
with the yaw string, I'll be able to keep it trimmed up (no pun intended)
and do a nice Kolb like approach stall. We'll see.
One thing the yaw string has done is make it much easier to keep the
airplane flying as it should. Yesterday I finally had confidence enough to
try a full flap landing. I had forgotten just how much I missed doing them.
It is just so sweet to bring a Kolb in on three and grease it on. Its one
of the Kolb MkIII's (C or X) endearing qualities. So, I'll keep on trying
to get Ken a nice safe airplane and hang on to that last landing to keep my
spirits up while I'm at it.
Rick Girard
--
Zulu Delta
Mk IIIC
Thanks, Homer GBYM
It isn't necessary to have relatives in Kansas City in order to be unhappy.
- Groucho Marx
________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
| Subject: | Re: Perplexed turns to Bummed |
- Rick- I just had an odd thought, but I don't know if it would help.-
By any chance, the last time the plane was folded did the wing struts get s
wiched side to side?- My Firestar came through with two sets of struts, a
nd they weren't marked.- They are slightly different in length, and if it
got by unnoticed it might do something.- Stranger things have happened.
- When I found out which was which, I marked them.
-------------------------
---------------- Bill Sullivan
-------------------------
---------------- Windsor Locks, Ct.
--- On Fri, 12/9/11, Richard Girard wrote:
From: Richard Girard <aslsa.rng(at)gmail.com>
Subject: Kolb-List: Perplexed turns to Bummed
Date: Friday, December 9, 2011, 9:44 PM
I flipped the motor mount over and had high hopes that I would at least get
some response in changing the right yaw, and take some of the pressure off
my poor beleaguered left leg. No such luck, no improvement whatsoever, so
the straight motor mount and the big trim tab have to go back on. Maybe wit
h the yaw string, I'll be able to keep it trimmed up (no pun intended) and
do a nice Kolb like approach stall. We'll see.=0AOne thing the yaw string h
as done is make it much easier to keep the airplane flying as it should. Ye
sterday I finally had confidence enough to try a full flap landing. I had f
orgotten just how much I missed doing them. It is just so sweet to bring a
Kolb in on three and grease it on. Its one of the Kolb MkIII's (C or X) end
earing qualities. So, I'll keep on trying to get Ken a nice safe airplane a
nd hang on to that last landing to keep my spirits up while I'm at it.=0A
Rick Girard
--
Zulu DeltaMk IIICThanks, Homer GBYM
It isn't necessary to have relatives in Kansas City in order to be unhappy.
=0A- - Groucho Marx
=========================0A
=0A
________________________________________________________________________________
| Subject: | Re: Kolbra project for sale? |
| From: | "tkben002" <tkben002(at)bellsouth.net> |
Best of luck in your search and I hope you find one, just remember there were only
28 Kolbras ever sold.
Travis Bennett
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=360588#360588
________________________________________________________________________________
| Subject: | Re: Matronics Web Services Restored! |
| From: | Larry Cottrell <lcottrell1020(at)gmail.com> |
Now why would you want to ban yourself? Sorry, couldn't help myself. I
somehow missed the email that "bashed" you. Not knowing just what happened
or seen the email that caused it, unless it was the cat with its head stuck
through a piece of bread, I might venture a guess why some on the list
would have cause to be aggravated by your posts.
It is very hard to follow your frequent post because you only post your
answer, hardly ever to what you are replying or posting about. (Like the
one that I have included with my email. see below) When I have to go back
and hunt for the reason that you are replying it does on occasion cause a
few cuss words on my part. Did I mention that several people have rather
politely, I thought, asked you to keep your jokes to yourself, and stick to
Kolb related items? You generally endear your self to the list by posting a
smart assed remark. Hope I didn't hurt your feelings there, but most people
on this list are pretty serious about Kolbs, and get quite enough inane
jokes from the people that we know and like.
repectfully
Larry Cottrell
On Fri, Dec 9, 2011 at 10:49 AM, Dennis Thate wrote
:
>
> Hi Matt,
>
> Many forums have an 'Ignore feature' for the 'few' who always seem to
> become forum pest. I might consider donating if this feature existed on
> your forum. I came here to share knowledge and make new friends, not to b
e
> publicly bashed!
>
> Regards,
> Dennis Thate
> Kolb Firestar II
>
> --------
> Both optimists and pessimists contribute to our society. The optimist
> invents the airplane and the pessimist the parachute. ~Gil Stern
>
> =85=94These flying machines are just a fad and will never catch on=85=94
Unknown
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=360537#360537
>
>
===========
===========
===========
===========
===========
>
>
--
*If you forward this email, or any part of it, please remove my email
address before sending.*
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Perplexed turns to Bummed |
I flipped the motor mount over and had high hopes that I would at least get
some response in changing the right yaw, and take some of the pressure off
my poor beleaguered left leg. No such luck, no improvement whatsoever
Rick Girard
I believe the long, wide nose pod on the Xtra adversely affects yaw when not
kept exactly in yaw trim.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| Subject: | RE: aileron hinge wire |
Hi all,
It has turned winter up here in Michigan and the other day I decided
to take the firestar out of the hangar and fold it up and store it in the
pole barn for the winter...when I laid the tip of the left wing on the ground
I noticed the outboard aileron hinge seemed to move alot...when I looked
at it to my surprise the wire was gone from the hinge.....this made me
nervous even thou I was standing on the ground...when constructed each end of
the
hinge had been compressed to hold the hinge wire in place....I always do a
preflight inspection but may have missed it....the last time I flew I did
not notice any problem.....the wire may have come out it the air ...or
after I landed when taxing back to the hangar....who knows...just thought I
would pass this info on to show you how important preflight inspection is...or
can be....jswan
Jim Swan Kolb Firestar ll, 503 Rotax , 6147 Wilcox Rd., Eaton Rapids, Mi
48827 ph 517-663-8488 GPS GPS FOR MY RUNWAY N 42 deg 28.581 W084deg 44.825
________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
| Subject: | Re: RE: aileron hinge wire |
- Jim- Whoever built my old Firestar drilled and safety wired both ends o
f the hinges.- I don't know which way is recommended.- Lucky catch!
-------------------------
------------------- Bill Sullivan
-------------------------
------------------- Windsor locks, Ct
.
-------------------------
------------------- FS 447
--- On Fri, 12/9/11, Arksey(at)aol.com wrote:
From: Arksey(at)aol.com <Arksey(at)aol.com>
Subject: Kolb-List: RE: aileron hinge wire
Date: Friday, December 9, 2011, 11:25 PM
=0A=0A =0A =0A=0AHi all,=0A--- It has turned winter up here in Michig
an and the other =0Aday I decided to take the firestar out of the hangar an
d fold it up and store it =0Ain the pole barn for the winter...when I laid
the tip of the left wing on the =0Aground I noticed the outboard aileron hi
nge seemed to move alot...when I looked =0Aat it to my surprise the wire wa
s gone from the hinge.....this made me nervous =0Aeven thou I was standing
on the ground...when constructed each end of the hinge =0Ahad been compress
ed to hold the hinge wire in place....I always do a preflight =0Ainspection
but may have missed it....the last time I flew I did not notice any =0Apro
blem.....the wire may have come out it the air ...or after I landed when
=0Ataxing back to the hangar....who knows...just thought I would pass this
info on =0Ato show you how important preflight inspection is...or can be...
.jswan=0A-=0AJim Swan Kolb =0AFirestar ll, 503 Rotax , 6147 Wilcox Rd., E
aton Rapids, Mi 48827 ph 517-663-8488 =0AGPS GPS FOR MY RUNWAY N 42 deg 28.
======0A=0A
________________________________________________________________________________
| From: | Herb Gayheart <herbgh(at)nctc.com> |
Wonder how it will cool in a pusher configuration? Herb
At 07:03 PM 12/9/2011, you wrote:
>Michael, I am in the same boat you are have a Firefly half built and
>I flew a firestar with a 503 for 10 years trouble free and I am fond
>of the dual spark Travis tells mre they are working on an engine
>mount for a mz 201 , maybe for you but the engine sounds good
>weight wise and power wise I have been looking for someone that has
>been using it for about a month with no luck ! its expensive but so
>are the 447 and the 503 ! I am trying to save weight as I will need
>extra controls as I cant use my feet . Stay in touch, Im here every
>day . Chris
>Chris Davis
>KXP 503 492 hrs
>Glider Pilot
>Disabled from crash building Firefly
>From: mlblank <mlblank(at)yahoo.com>
>To: kolb-list(at)matronics.com
>Sent: Friday, December 9, 2011 6:56 PM
>Subject: Kolb-List: Re: Mz 201
>
><mlblank(at)yahoo.com>
>
>I ordered a firefly quick build 2 weeks ago, and I have yet to
>decide which engine I am going to use.
>
>I am considering using a mz201 because of the dual ignition and less
>weight than the 447.
>
>Does anyone use this engine on a pusher, or know of anyone that has
>some hours experience with the engine.
>
>I was told by someone to just go with a 503 because of the dual
>ignition, so I talked with Travis at kolb about it and He said guys
>have put 503's on firefly's , but I probably won't stay under the
>legal weight for an ultralight.
>
>So I need to hear some more pro and cons about the mz201 .
>Thanks, Michael Blank
>Gap Pa
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtder's Bookstore
><http://www.buildersbooks.com/>wttp://www.homebuilthelp.com/"
>target=_blank>www.homebuilthelp.com
>nbsp; ========================
>Builder's Bookstore
>HomebuiltHELP <http://www.homebuilthelp.com>www.homebuilthelp.com
><http://www.matronics.com/contribution>http://www.matronics.com/contribution
><http://www.matronics.com/Navigator?Kolb-List>http://www.matronics.com/Navigator?Kolb-List
><http://www.matronics.com/contribution>http://www.matronics.com/contribution
________________________________________________________________________________
| From: | "Ted Cowan" <tc1917(at)bellsouth.net> |
Friend is putting an older 912 on his plane and purchased a Falcon Dual Oil
Pressure guage. Apparently it has both temp and pressure on one guage. One
wire is for the pressure sending unit and it has a marked volt inlet swith
wire. It also has three other wires, red, black and yellow. Does anyone
know how these three other wires hook up? Any help would be appreciated.
Ted Cowan, Slingshot, 912 UL zoom zoom
________________________________________________________________________________
| From: | Lanny Fetterman <donaho1(at)verizon.net> |
| Subject: | aileron hinge wire |
When I constructed my Firestar II. I cut the hinge wire 1/2 inch
shorter then the hinge, then pinched each end of the hinge closed
with a pair of pliers. I`m sure that information was in the
blueprints. That wire isn`t going anywhere, except where it belongs.
Lanny N598LF
________________________________________________________________________________
| From: | Clyde MacQuarrie <clydemacquarrie(at)eastlink.ca> |
| Subject: | Re: aileron hinge wire |
I installed cotter pins in my hinges which makes it easy to remove the wire
later on if needed.
Clyde MacQuarrie, Mark 111, 582
--------------------------------------------------
From: "Lanny Fetterman" <donaho1(at)verizon.net>
Sent: Saturday, December 10, 2011 7:36 AM
Subject: Kolb-List: aileron hinge wire
>
> When I constructed my Firestar II. I cut the hinge wire 1/2 inch shorter
> then the hinge, then pinched each end of the hinge closed with a pair of
> pliers. I`m sure that information was in the blueprints. That wire isn`t
> going anywhere, except where it belongs. Lanny N598LF
>
>
>
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: aileron hinge wire |
At 06:36 AM 12/10/2011, Lanny Fetterman wrote:
>
>When I constructed my Firestar II. I cut the hinge wire 1/2 inch shorter
>then the hinge, then pinched each end of the hinge closed with a pair of
>pliers. I`m sure that information was in the blueprints. That wire isn`t
>going anywhere, except where it belongs. Lanny N598LF
On my Ultrastar, the wire is longer than the hinges, and simply bent a bit
on each end so it can't move.
-Dana
--
Blow your mind, smoke gunpowder.
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Perplexed turns to Bummed |
Angling the thrust line will do little on a pusher like a Kolb, because the
engine is so close to the center of the aircraft.
One thing that will affect yaw trim is if the wing and stabilizer aren't
level with respect to each other. If, for example, the left side of the
stabilizer is too high, the aircraft will tend to yaw to the right, and
vice versa. The solution may be as simple as adjusting your tail
wires. Unequal length wing struts will cause this, if they're on the wrong
side. If the right strut is longer than the left, it's the same effect
(the left side of the stabilizer will be high relative to the wings) I got
some noticeable improvement in yaw trim on my US when I swapped the struts.
If course, even if your tail is straight, adjusting the tail wires (so it's
not straight) might fix your yaw problem.
On the first successful human powered airplane (the Gossamer Condor),
tilting the stabilizer was actually the primary yaw control, since it
caused less drag than moving the rudder.
-Dana
At 11:12 PM 12/9/2011, John Hauck wrote:
> I flipped the motor mount over and had high hopes that I would at least
> get some response in changing the right yaw, and take some of the
> pressure off my poor beleaguered left leg. No such luck, no improvement
> whatsoever
>
>
>Rick Girard
>
>
>I believe the long, wide nose pod on the Xtra adversely affects yaw when
>not kept exactly in yaw trim.
>
>john h
>mkIII
>Titus, Alabama
>
>www.aeroelectric.com
><http://www.buildersbooks.com>www.buildersbooks.com
><http://www.matronics.com/contribution>http://www.matronics.com/contribution
><http://www.matronics.com/Navigator?Kolb-List>http://www.matronics.com/Navigator?Kolb-List
><http://www.matronics.com/contribution>http://www.matronics.com/contribution
>
--
Blow your mind, smoke gunpowder.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Friend is putting an older 912 on his plane and purchased a Falcon Dual Oil
Pressure guage. Apparently it has both temp and pressure on one guage. One
wire is for the pressure sending unit and it has a marked volt inlet swith
wire. It also has three other wires, red, black and yellow. Does anyone
know how these three other wires hook up? Any help would be appreciated.
Ted Cowan, Slingshot, 912 UL zoom zoom
Ted C/Gang:
Do a Google search for "Falcon Dual Oil Pressure Gauge".
Here are instructions for a single gauge:
http://www.falcongauge.com/PDFs/instructions/oil%20pressure%20sender.pdf
john h
MKIII
Titus, Alabama
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Here are instructions for a single gauge:
http://www.falcongauge.com/PDFs/instructions/oil%20pressure%20sender.pdf
I didn't scroll down far enough. Instructions for the dual gauge are at the
bottom of the page.
Amazing what we can pull out of a Google search for stuff like this. No way
we could have done in earlier years.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
Ted, here's a guess. Yellow is usually for instrument lights. Red would be power
(+). Black gnd (-)
Sending units operate by grounding at the unit via variable resistance. Be sure
of continuity between
sending unit bases and panel.
BB
mkIII, suzuki
On 10, Dec 2011, at 5:50 AM, Ted Cowan wrote:
>
> Friend is putting an older 912 on his plane and purchased a Falcon Dual Oil Pressure
guage. Apparently it has both temp and pressure on one guage. One wire
is for the pressure sending unit and it has a marked volt inlet swith wire.
It also has three other wires, red, black and yellow. Does anyone know how
these three other wires hook up? Any help would be appreciated. Ted Cowan, Slingshot,
912 UL zoom zoom
>
>
>
>
>
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
OOOPS, color me wrong.
Thanks John. Some manufacturers go against the grain and use their own rules.
My Kolb is set up so a car mechanic would be familiar with it.
BB
On 10, Dec 2011, at 9:08 AM, John Hauck wrote:
>
>
>
>
> Here are instructions for a single gauge:
>
> http://www.falcongauge.com/PDFs/instructions/oil%20pressure%20sender.pdf
>
>
>
>
> I didn't scroll down far enough. Instructions for the dual gauge are at the
> bottom of the page.
>
> Amazing what we can pull out of a Google search for stuff like this. No way
> we could have done in earlier years.
>
> john h
> mkIII
> Titus, Alabama
>
>
>
>
>
>
________________________________________________________________________________
| From: | Phil <phactor9(at)yahoo.com> |
I have so far arrived at the following weights. I will verify these against
another scale soon. I will be able to speak more informatively on engine a
nd exhaust mounting in the coming weeks. The belt reduc is indeed 1.77:1 -
two crank rotations gave ~406 degrees on the PTO and one PTO rotation gave
~636 degrees on the crank.
http://phactor.com/Kolb/201/201.htm
I do not have weights for the following, yet.
prop (wooden TN 60x24 x 1.75hub on order - (931) 455-4516 - talk to Steve!)
prop crush plate
prop bolts
12v battery
engine mounting plate + bolts
muffler mounting h/w + bolts
Phil H.
--- On Fri, 12/9/11, chris davis wrote:
From: chris davis <capedavis(at)yahoo.com>
Subject: Re: Kolb-List: Re: Mz 201
Date: Friday, December 9, 2011, 9:28 PM
Phil----Thanks for the comeback , is it as light as they claim? I h
ope so talktoyou more as time goes on . Chris
-
Chris Davis
KXP 503 492 hrs
Glider Pilot
Disabled from crash building Firefly
From: Phil <phactor9(at)yahoo.com>
Sent: Friday, December 9, 2011 8:17 PM
Subject: Re: Kolb-List: Re: Mz 201
I just got my mz201; a gorgeous little engine. I'm building my 103-legal Fi
refly over the Winter and I plan on flying this Spring. Stay tuned.
http://phactor.com/Kolb/TestStand2.jpg
Phil H.
--- On Fri, 12/9/11, mlblank wrote:
From: mlblank <mlblank(at)yahoo.com>
Subject: Kolb-List: Re: Mz 201
Date: Friday, December 9, 2011, 6:56 PM
firefly quick build 2 weeks ago, and I have yet to decide which engine I am
going to use. I am considering using a mz201 because of the dual ignition
and less weight than the 447. Does anyone use this engine on a pusher, or k
now of anyone that has some hours experience with the engine. I was told by
someone to just go with a 503 because of the dual ignition, so I talked wi
th Travis at kolb about it and He said guys have put 503's on firefly's , b
ut I probably won't stay under the legal weight for an ultralight. So I nee
d to hear some more pro and cons about the mz201 . Thanks, Michael Blank Ga
p Pa Read this topic online here: http://forums.matronics.com/viewtopic.php
?p=360577#360577http://www.matronics.com/contribution http://www.matronic
s.com/Navigator?Kolb-List http:==============
=========
ollow target=_blank>www.aeroelectric.com
/" rel=nofollow target=_blank>www.buildersbooks.com
ofollow target=_blank>www.homebuilthelp.com
llow target=_blank>http://www.matronics.com/contribution
=nofollow target=_blank>http://www.matronics.com/Navigator?Kolb-List
llow target=_blank>http://www.matronics.com/contribution
________________________________________________________________________________
| Subject: | Re: Perplexed turns to Bummed |
| From: | "Frankd" <FDucker(at)aol.com> |
Hi Rick/Kolbers,
On Tuesday I attached a rudder trim tab , per John H's specifications, to get
rid of the need for right rudder input in cruise flight and take-off.
2 things.
a/ I had guessed at the angle and had too much in, so when I flew I had to apply
LEFT rudder to keep the string centered. Landed, unbent the tab a little
and next flight was good with my feet off the pedals.
b/ I did not measure the actual rib spacing on my rudder, just looked up the plans
that specified 7 inches between the ribs.. So 14 3/4 inches in length should
have been Ok.. NOT. For some reason I spaced my ribs at 7 1/2 inches
apart, so the trim tab did not fully span two ribs bays. It still worked wonderfully
as I attached it to the Trailing edge as well, but its something to
watch for.
My engine thrust line is right on the centerline. I cannot mess with that.
>From the post I would recheck all angles of incidence of each wing to each other
and each Horizontal stab to each other. Having cramps in your left foot sounds
just wrong.. I believe something may not be aligned right.
I still have a tad of roll to the right ,but its very minor, which I'm going to
adjust with bungees to the stick, at first.
I also think that the big nose pod on the Xtra has an effect on fore and aft trim.
I find I need to constantly adjust elevator to keep straight and level,
I cannot fly hands off for very long before it dives or climbs. But thats fine,
I like to fly. Its not a big issue.
I also wrapped some tinfoil around part of the sparkplug wires on my Jabiru to
see if the radio noise was reduced. It did seem to work some. So now I'm going
to get some stainless steel braided sleeving and completely cover all the ignition
wires with that (with tinfoil inside) to see if my radio reception improves.
At full power I cannot hear anything clearly, I have to reduce to about
2000 rpm to hear the traffic.
I will keep posting my results on these issues but if I see any funny cat pictures
I may throw those in for fun. :)
My 2 cents
FrankD
M3X, N1014S, 8 hrs logged
Hollister, Ca
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=360624#360624
________________________________________________________________________________
| From: | "mlblank" <mlblank(at)yahoo.com> |
Thank you for posting the pictures,The engine looks great!
I guess you are going without the cooling fan and shroud, would it be possible
to mount the cooling fan on later if needed?
I won't get my firefly quick build for a couple months yet,So I hope you keep us
updated on your progress!
Michael Blank
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=360625#360625
________________________________________________________________________________
| Subject: | Re: Perplexed turns to Bummed |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
Bill, Dana, yes the OB made the struts different lengths. They are marked
and on the correct side (on is 1/2" longer than the other and it's obvious
if you get them wrong. I did it deliberately once so I could see it for
myself. One wing is flat, no dihedral at all, the other is cranked way up.
As I told Mike Welch, the tail wires are new, made by me, and as precise as
I could make them, to the point that they are interchangeable side to side
and they twang when plucked.
I long ago fixed the OB's poor installation of the horizontal stabilizer
brackets. The attached pictures show how they were when I got the airplane
and how they are now (although the HS's are in the bottom holes of the
brackets now).
Dana, When I put the offset motor mount on with the motor twisted to the
left and the thrust center offset about an inch, it DOUBLED the amount of
yaw to the right.
Rick
On Sat, Dec 10, 2011 at 6:41 AM, Dana Hague wrote:
> Angling the thrust line will do little on a pusher like a Kolb, because
> the engine is so close to the center of the aircraft.
>
> One thing that *will* affect yaw trim is if the wing and stabilizer
> aren't level with respect to each other. If, for example, the left side of
> the stabilizer is too high, the aircraft will tend to yaw to the right, and
> vice versa. The solution may be as simple as adjusting your tail wires.
> Unequal length wing struts will cause this, if they're on the wrong side.
> If the right strut is longer than the left, it's the same effect (the left
> side of the stabilizer will be high relative to the wings) I got some
> noticeable improvement in yaw trim on my US when I swapped the struts.
>
> If course, even if your tail *is* straight, adjusting the tail wires (so
> it's *not* straight) might fix your yaw problem.
>
> On the first successful human powered airplane (the Gossamer Condor),
> tilting the stabilizer was actually the primary yaw control, since it
> caused less drag than moving the rudder.
>
> -Dana
>
>
> At 11:12 PM 12/9/2011, John Hauck wrote:
>
> I flipped the motor mount over and had high hopes that I would at least
> get some response in changing the right yaw, and take some of the pressure
> off my poor beleaguered left leg. No such luck, no improvement whatsoever
>
>
> Rick Girard
>
>
> I believe the long, wide nose pod
> on the Xtra adversely affects yaw when not kept exactly in yaw
> trim.
>
>
> john
> h
>
>
> mkIII
>
>
> Titus,
> Alabama
>
>
> www.aeroelectric.comwww.buildersbooks.comwww.homebuilthelp.comhttp://www.matronics.com/contribution
> -Matt Dralle, List Admin.
> Email Forum -http://www.matronics.com/Navigator?Kolb-List
>
> - MATRONICS WEB FORUMS -
> http://forums.matronics.com
> - List Contribution Web Site -
> -Matt Dralle, List Admin.http://www.matronics.com/contribution
>
>
> --
> Blow your mind, smoke gunpowder.
>
> *
>
> *
>
>
--
Zulu Delta
Mk IIIC
Thanks, Homer GBYM
It isn't necessary to have relatives in Kansas City in order to be unhappy.
- Groucho Marx
________________________________________________________________________________
| From: | Phil <phactor9(at)yahoo.com> |
I don't know if you can have all three: pull starter, electric starter, and
fan/shroud. My mz201 has pull and elec starter, but no fan/shroud. The mz2
02 has electric start and fan/shroud. But my old Rotax 503 had pull starter
and fan/shroud. Anyone know?
You should be able to make any mods you want after-the-fact, assuming they'
ll fit (see first paragraph), you've left room around your aileron push-pul
l linkages, exhaust system, etc., and you have the $bucks.
--- On Sat, 12/10/11, mlblank wrote:
From: mlblank <mlblank(at)yahoo.com>
Subject: Kolb-List: Re: Mz 201
Date: Saturday, December 10, 2011, 12:20 PM
Thank you for posting the pictures,The engine looks great!
I guess you are going without the cooling fan and shroud, would it be possi
ble to mount the cooling fan on later if needed?
I won't get my firefly quick build for a couple months yet,So I hope you ke
ep us updated on your progress!
Michael Blank
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=360625#360625
le, List Admin.
le, List Admin.
________________________________________________________________________________
| Subject: | Re: Perplexed turns to Bummed |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
Frankd wrote:
> Hi Rick/Kolbers,
>
> I also wrapped some tinfoil around part of the sparkplug wires on my Jabiru to
see if the radio noise was reduced. It did seem to work some. So now I'm going
to get some stainless steel braided sleeving and completely cover all the
ignition wires with that (with tinfoil inside) to see if my radio reception improves.
At full power I cannot hear anything clearly, I have to reduce to about
2000 rpm to hear the traffic.
>
> FrankD
> M3X, N1014S, 8 hrs logged
> Hollister, Ca
Where is your antenna located?
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
richard (at) bcchapel(dot)org
Kingsport, TN 3TN0
Now faith is the substance of things hoped for, the evidence of things not seen.
Hebrews 11:1
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=360636#360636
________________________________________________________________________________
| From: | Charlie England <ceengland(at)bellsouth.net> |
| Subject: | Re: Perplexed turns to Bummed |
For a baseline, what does it do if you climb to altitude & pull power to
idle, & allow the plane to maintain airspeed? (I mean in terms of
yaw/roll; not decent rate...)
How does that compare to power off to other similar models in the same
idle-power conditions?
I have no experience with Kolbs, but I do know that for RV-x's (they are
both airplanes, right?), testing involves checking incidence of each
wing, how the gear leg fairings are installed (can have as much effect
as the rudder), even how sharp the trailing edges of the aluminum
ailerons are folded; all have major effects on the yaw/roll
characteristics. The RV's have significant vertical stab offset built
into the design, & most still need a trim tab on the rudder.
Anyway, the reason for the question is to figure out whether you have
problem with engine installation or an airframe alignment issue.
Charlie
On 12/10/2011 11:28 AM, Richard Girard wrote:
> Bill, Dana, yes the OB made the struts different lengths. They are
> marked and on the correct side (on is 1/2" longer than the other and
> it's obvious if you get them wrong. I did it deliberately once so I
> could see it for myself. One wing is flat, no dihedral at all, the
> other is cranked way up.
> As I told Mike Welch, the tail wires are new, made by me, and as
> precise as I could make them, to the point that they are
> interchangeable side to side and they twang when plucked.
> I long ago fixed the OB's poor installation of the horizontal
> stabilizer brackets. The attached pictures show how they were when I
> got the airplane and how they are now (although the HS's are in the
> bottom holes of the brackets now).
> Dana, When I put the offset motor mount on with the motor twisted to
> the left and the thrust center offset about an inch, it DOUBLED the
> amount of yaw to the right.
>
> Rick
>
> On Sat, Dec 10, 2011 at 6:41 AM, Dana Hague > wrote:
>
> Angling the thrust line will do little on a pusher like a Kolb,
> because the engine is so close to the center of the aircraft.
>
> One thing that /will/ affect yaw trim is if the wing and
> stabilizer aren't level with respect to each other. If, for
> example, the left side of the stabilizer is too high, the aircraft
> will tend to yaw to the right, and vice versa. The solution may
> be as simple as adjusting your tail wires. Unequal length wing
> struts will cause this, if they're on the wrong side. If the
> right strut is longer than the left, it's the same effect (the
> left side of the stabilizer will be high relative to the wings) I
> got some noticeable improvement in yaw trim on my US when I
> swapped the struts.
>
> If course, even if your tail /is/ straight, adjusting the tail
> wires (so it's /not/ straight) might fix your yaw problem.
>
> On the first successful human powered airplane (the Gossamer
> Condor), tilting the stabilizer was actually the primary yaw
> control, since it caused less drag than moving the rudder.
>
> -Dana
>
>
> At 11:12 PM 12/9/2011, John Hauck wrote:
>
>> I flipped the motor mount over and had high hopes that I would at
>> least get some response in changing the right yaw, and take some
>> of the pressure off my poor beleaguered left leg. No such luck,
>> no improvement whatsoever
>>
>>
>> Rick Girard
>>
>>
>>
>> I believe the long, wide nose pod
>> on the Xtra adversely affects yaw when not kept exactly in yaw
>> trim.
>>
>>
>> john
>> h
>>
>> mkIII
>>
>> Titus,
>> Alabama
>>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Perplexed turns to Bummed |
Anyway, the reason for the question is to figure out whether you have
problem with engine installation or an airframe alignment issue.
Charlie
Charlie E/Gang:
I believe an RV is a tractor and a Kolb is a pusher. Both fly much the same
with the engine off, but bring in the power and they are two different
animals.
In my limited experience with Kolbs, trim problems are caused by prop wash
and a high thrust line. When I pull off the power of my mkIII, I don't need
forced trim or trim tabs to trim up perfectly. But, when I bring the power
back up to cruise, I do.
The addition of a very long flat nose to the MKIII, to call it a MKIIIx,
created a lot of problems. Not only does relative wind grab the nose when
it gets out of yaw trim, it also changes relative wind over the tail
section.
Brother Jim designed and fabricated adjustable brackets for the leading edge
of the horizontal stabilizers on my MKIII when we were building it in 1991.
My intended purpose for these brackets was to be able to reduce nose down
pitching forces caused by the high thrust line. During experimentation I
discovered a sweet spot when the center hole of the bracket is used. That
is where the leading edge stays, primarily because that is where my MKIII
settles down in pitch at cruise power. If I go up or down a hole, flying at
cruise is much like trying to balance on a ball. The MKIII wants to fall
off the back side or pitch over on its nose. Center hole, she settles down
in cruise attitude.
Kolb aircraft are happy whether rigged perfectly, if there is such a thing,
or not rigged so perfectly. The sheer number of Kolbs happily flying around
all over the world is testament to that fact. I think I flew my MKIII half
a ball out of yaw trim for the first 8 or 10 years. That included some very
long cross country flights and a couple thousand hours. Finally came up
with a trim tab that worked, keeping the ball centered. Could I tell the
difference in the way my MKIII flew? Don't think so.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | "b young" <byoungplumbing(at)gmail.com> |
| Subject: | Re: Perplexed turns to Bummed |
For a baseline, what does it do if you climb to altitude & pull power to
idle, & allow the plane to maintain airspeed? (I mean in terms of
yaw/roll; not decent rate...)
I have no experience with Kolbs, but I do know that for RV-x's (they are
both airplanes, right?),
Anyway, the reason for the question is to figure out whether you have
problem with engine installation or an airframe alignment issue.
Charlie
>>>>>>>>>>>>>>>>>.
Charlie
with the 912 on my mkiii I need right rudder in powered flight..
when pulled to idle and up to speed, I need a small amount of left
rudder.
the difference is the way the air swirls off the prop when it is being
driven, or the swirling air changes direction when the plane is at idle
and the air is wind milling the prop. it seems to me if I make an
approach at 3200 rpm, plus or minus,,, no rudder input is necessary.
yes the kolbs and rv's are both airplanes,,, but in a design
standpoint,,, the rv's,, the ones I know of all use an engine that
turns clockwise when looking from the back. so trim issues can be built
into the design, also the rv's are tractor, and the long fuselage can
help straighten the prop blast so it has less affect on the tail, than
the kolbs do because of the short open distance between the prop and
tail. the other factor is that some kolbs are built with 2 strokes,
clockwise when looking from the rear, and the 912 series, that turns
counter clock in the pusher configuration. so modifying the airframe
would be dependent on the engine used, by building things straight,
the mod needed is the rudder trim, left or right depending on the
engine used.
I hope this made sense, my mind was clear when my fingers started on
the keyboard. and because my mind works faster than my fingers,,,
sometimes what comes out is less clear than I would like.
yes they are both airplanes,, comparing to fruit,,, they are both
fruit but the apple and orange differences are still present.
boyd young
mkiii utah
________________________________________________________________________________
| From: | Charlie England <ceengland(at)bellsouth.net> |
| Subject: | Re: Perplexed turns to Bummed |
On 12/10/2011 04:52 PM, John Hauck wrote:
>
> **Anyway, the reason for the question is to figure out whether you
> have problem with engine installation or an airframe alignment issue.
>
> Charlie
>
> Charlie E/Gang:
>
> I believe an RV is a tractor and a Kolb is a pusher.Both fly much the
> same with the engine off, but bring in the power and they are two
> different animals.
>
> In my limited experience with Kolbs, trim problems are caused by prop
> wash and a high thrust line.When I pull off the power of my mkIII, I
> don't need forced trim or trim tabs to trim up perfectly.But, when I
> bring the power back up to cruise, I do.
>
> The addition of a very long flat nose to the MKIII, to call it a
> MKIIIx, created a lot of problems.Not only does relative wind grab the
> nose when it gets out of yaw trim, it also changes relative wind over
> the tail section.
>
> Brother Jim designed and fabricated adjustable brackets for the
> leading edge of the horizontal stabilizers on my MKIII when we were
> building it in 1991.My intended purpose for these brackets was to be
> able to reduce nose down pitching forces caused by the high thrust
> line.During experimentation I discovered a sweet spot when the center
> hole of the bracket is used.That is where the leading edge stays,
> primarily because that is where my MKIII settles down in pitch at
> cruise power.If I go up or down a hole, flying at cruise is much like
> trying to balance on a ball.The MKIII wants to fall off the back side
> or pitch over on its nose.Center hole, she settles down in cruise
> attitude.
>
> Kolb aircraft are happy whether rigged perfectly, if there is such a
> thing, or not rigged so perfectly.The sheer number of Kolbs happily
> flying around all over the world is testament to that fact.I think I
> flew my MKIII half a ball out of yaw trim for the first 8 or 10
> years.That included some very long cross country flights and a couple
> thousand hours.Finally came up with a trim tab that worked, keeping
> the ball centered.Could I tell the difference in the way my MKIII
> flew?Don't think so.
>
> john h
>
> mkIII
>
> Titus, Alabama
>
> * *
*We could probably split hairs on what's a real 'pusher', when it comes
to flying characteristics. :-) The vertical stab is still in the prop
wash on a Kolb, right?
His problems seem more related to yaw/roll than pitchover.
The point of my question is to ask whether that particular airframe
flies differently from other airframes of the same model. It seems
obvious, at least to Rick, that it's power-on cruise performance is
quite different from what others are experiencing. So that begs the
question:
Is it engine installation related, or is it airframe alignment related?
I haven't followed every single post in this thread; is Rick flying the
same or similar motor as typical for this airframe design, and does the
prop turn the same direction, and is the diameter significantly larger
or smaller than typical for this design? Any or all of the above would
have an effect.
Charlie
*
________________________________________________________________________________
| Subject: | Re: aileron hinge wire |
Some years back, I discovered a hinge pin missing from the aileron on my FS
II, For some reason, the aileron would not move. It was the inner one.
When I replaced the pin, I just cut it about 3/4" long and bent the ends
90*. That makes it easy to see if the pin is in at preflight.
Shack
In a message dated 12/10/2011 6:38:48 A.M. Eastern Standard Time,
donaho1(at)verizon.net writes:
When I constructed my Firestar II. I cut the hinge wire 1/2 inch
________________________________________________________________________________
| Subject: | Re: Perplexed turns to Bummed |
| From: | Gary Aman <zeprep251(at)aol.com> |
Frank,
Bought some ferrite chokes at Radio shack and snapped them on at different
places on the antenna coax.This seems to have helped get the ignition noise
out of the radio,Will try some chokes on the ignition wires going to the s
witch next.Let you know if it helps any.
G.Aman MK3C Jabiru 2200A
-----Original Message-----
From: Frankd <FDucker(at)aol.com>
Sent: Sat, Dec 10, 2011 12:07 pm
Subject: Kolb-List: Re: Perplexed turns to Bummed
Hi Rick/Kolbers,
On Tuesday I attached a rudder trim tab , per John H's specifications, to
get
rid of the need for right rudder input in cruise flight and take-off.
2 things.
a/ I had guessed at the angle and had too much in, so when I flew I had to
apply LEFT rudder to keep the string centered. Landed, unbent the tab a
little and next flight was good with my feet off the pedals.
b/ I did not measure the actual rib spacing on my rudder, just looked up t
he
plans that specified 7 inches between the ribs.. So 14 3/4 inches in lengt
h
should have been Ok.. NOT. For some reason I spaced my ribs at 7 1/2 in
ches
apart, so the trim tab did not fully span two ribs bays. It still worked
wonderfully as I attached it to the Trailing edge as well, but its somethi
ng to
watch for.
My engine thrust line is right on the centerline. I cannot mess with that.
>From the post I would recheck all angles of incidence of each wing to eac
h
other and each Horizontal stab to each other. Having cramps in your left f
oot
sounds just wrong.. I believe something may not be aligned right.
I still have a tad of roll to the right ,but its very minor, which I'm goin
g to
adjust with bungees to the stick, at first.
I also think that the big nose pod on the Xtra has an effect on fore and a
ft
trim. I find I need to constantly adjust elevator to keep straight and lev
el, I
cannot fly hands off for very long before it dives or climbs. But thats fi
ne,
I like to fly. Its not a big issue.
I also wrapped some tinfoil around part of the sparkplug wires on my Jabiru
to
see if the radio noise was reduced. It did seem to work some. So now I'm
going
to get some stainless steel braided sleeving and completely cover all the
ignition wires with that (with tinfoil inside) to see if my radio reception
improves. At full power I cannot hear anything clearly, I have to reduce t
o
about 2000 rpm to hear the traffic.
I will keep posting my results on these issues but if I see any funny cat
pictures I may throw those in for fun. :)
My 2 cents
FrankD
M3X, N1014S, 8 hrs logged
Hollister, Ca
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=360624#360624
________________________________________________________________________________
| From: | Phil <phactor9(at)yahoo.com> |
| Subject: | Inflight fuel mixture |
Hi Jack: (Jack Hart)
I've been looking with great interest at your in-flight mixture control apparatus
for many months now. I finally have my Tillotson in-hand and have it apart
studying it alongside the manual and your pages. My Tillotson, of course, goes
to my CRE mz201, which I hope to fly this Spring in my new Firefly (building
over the winter months).
I'm sure I'll fly for quite some time and monitor the plugs before I attempt any
work on the carb, but it's fascinating to do the study now.
1. Your new vent connection opens to the chamber as indicated by the blue arrows
in these photos?
Yours:
http://phactor.com/Hart/fly153bbBlueArrow.jpg
Mine:
http://phactor.com/Hart/flow.jpg
2. Were your Dynamic Pressure Probes meant only for monitoring, or did you continue
work that made them actively participate in your carb's fuel mixture?
Regards!
Phil H.
________________________________________________________________________________
| Subject: | Re: aileron hinge wire |
| From: | Rick Neilsen <neilsenrm(at)gmail.com> |
When I built my MKIIIC I drilled the ends of all hinges so that I could
install safety wires to hold the hinge pins in place. I figured that
someday I might want to remove the hinge pins, the safety wires
are easily removable, and are secure although I inspect them regularly.
Rick Neilsen
Redrive VW Powered MKIIIC
On Sat, Dec 10, 2011 at 9:11 PM, wrote:
> **
> Some years back, I discovered a hinge pin missing from the aileron on my
> FS II, For some reason, the aileron would not move. It was the inner one.
>
> When I replaced the pin, I just cut it about 3/4" long and bent the ends
> 90*. That makes it easy to see if the pin is in at preflight.
>
> Shack
>
> In a message dated 12/10/2011 6:38:48 A.M. Eastern Standard Time,
> donaho1(at)verizon.net writes:
>
> When I constructed my Firestar II. I cut the hinge wire 1/2 inch
>
> *
>
>
> *
>
>
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Inflight fuel mixture |
Date: Sun, 11 Dec 2011 08:36:15 -0800 (PST)
From: Phil <phactor9(at)yahoo.com>
>..................................
I've been looking with great interest at your in-flight mixture control
apparatus for many months now. I finally have my Tillotson in-hand and have
it apart studying it alongside the manual and your pages. My Tillotson, of
course, goes to my CRE mz201, which I hope to fly this Spring in my new
Firefly (building over the winter months).
I'm sure I'll fly for quite some time and monitor the plugs before I attempt
any work on the carb, but it's fascinating to do the study now.
1. Your new vent connection opens to the chamber as indicated by the blue
arrows in these photos?
Yours: http://phactor.com/Hart/fly153bbBlueArrow.jpg
Mine: http://phactor.com/Hart/flow.jpg
2. Were your Dynamic Pressure Probes meant only for monitoring, or did you
continue work that made them actively participate in your carb's fuel
mixture?
>
Phil,
#1. -> We agree on the vent location.
#2. -> The current set up is to use the +/- dynamic pressure probes to
establish a controlled pressure below the carburetor control diaphragm.
Currently this is the way the MZ 34 is set up. It is ready for tie-down
testing to see if it will work properly. When they get the control for
my hangar door mounted out of the way and a warm day comes along, I will
be testing it, and I can give you a better idea of how it works.
I am excited about your choice of the MZ 201 for a FireFly. I am a great
believer in reed valve engines with ceramic coated aluminum cylinders. They
will take much more abuse than the steel liners with aluminum pistons.
>From past experience with a Rotax 447, I encourage you to run and monitor
dual EGT and CHT's. In my case the cylinder that gave the trouble was not
the one monitored.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | In-flight fuel mixture |
I am a great believer in reed valve engines with ceramic coated aluminum
cylinders. They will take much more abuse than the steel liners with
aluminum pistons.
Jack B. Hart FF004
Jack H/Kolbers:
Hope the new engines work out ok. Rotax could use a little competition.
Reed valves were very popular back in the 60's and 70's on two stroke dirt
bikes. Made those little two strokes scream, until they swallowed a reed.
I believe it was Polson that came up with a non-metallic reed valve to
preclude destroying an engine when a reed valve broke and went through it.
I am not familiar with "ceramic coated aluminum cylinders". The 912's use a
metallic coated cylinder that comes out of the factory with .000" to .001"
cylinder wall to piston clearance. That's tight.
Was interested in your statement above, "They will take much more abuse than
the steel liners with aluminum pistons." Is the ceramic coating more
durable than nikasil and other metallic cylinder wall coatings?
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | In-flight fuel mixture |
-----Original Message-----
Was interested in your statement above, "They will take much more abuse than
the steel liners with aluminum pistons." Is the ceramic coating more
durable than nikasil and other metallic cylinder wall coatings?
Forgot to ask: Is the ceramic coated aluminum cylinder tougher than steel
liners? If so, how?
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | Phil <phactor9(at)yahoo.com> |
| Subject: | Re: Inflight fuel mixture |
#1 - yay!
#2 - Looking forward to your test reports.
Over the past year, I've been looking at many engines by Simonini, Hirth, R
otax and CRE. For me the mz201 wins hands-down on paper: 4,700 max RPM enab
ling me to order a 60x24 wooden TN prop (talk to Steve at 931.455-4516!) wi
th a 1.77:1 belt reduc, close to 75-77 lb fly-weight (I'll have final figur
es soon), dual CDI ignition, supposedly higher TBO, and a nice hefty 45HP;
I should rarely need 45HP, but it will hopefully translate to favorable gas
consumption.
I bought dual Falcon CHT (CR-002) and EGT (ER-002) gauges from Aircraft Spr
uce, also a Hobbs meter and TinyTach. I plan to use my Garmin eTrex for air
speed and altitude. I might get a Halls windmeter if I can figure out where
to mount it on a Firefly.
Phil H - FF???
Hixson, TN
--- On Sun, 12/11/11, Jack B. Hart wrote:
From: Jack B. Hart <jbhart(at)onlyinternet.net>
Subject: Re: Kolb-List: Inflight fuel mixture
Date: Sunday, December 11, 2011, 12:52 PM
Date: Sun, 11 Dec 2011 08:36:15 -0800 (PST)
From: Phil <phactor9(at)yahoo.com>
>..................................
I've been looking with great interest at your in-flight mixture control
apparatus for many months now. I finally have my Tillotson in-hand and have
it apart studying it alongside the manual and your pages. My Tillotson, of
course, goes to my CRE mz201, which I hope to fly this Spring in my new
Firefly (building over the winter months).
I'm sure I'll fly for quite some time and monitor the plugs before I attemp
t
any work on the carb, but it's fascinating to do the study now.
1. Your new vent connection opens to the chamber as indicated by the blue
arrows in these photos?
Yours: http://phactor.com/Hart/fly153bbBlueArrow.jpg
Mine: http://phactor.com/Hart/flow.jpg
2. Were your Dynamic Pressure Probes meant only for monitoring, or did you
continue work that made them actively participate in your carb's fuel
mixture?
>
Phil,
#1. -> We agree on the vent location.
#2. -> The current set up is to use the +/- dynamic pressure probes to
establish a controlled pressure below the carburetor control diaphragm.-
Currently this is the way the MZ 34 is set up.- It is ready for tie-down
testing to see if it will work properly.- When they get the control for
my hangar door mounted out of the way and a warm day comes along, I will
be testing it, and I can give you a better idea of how it works.
I am excited about your choice of the MZ 201 for a FireFly.- I am a great
believer in reed valve engines with ceramic coated aluminum cylinders.- T
hey
will take much more abuse than the steel liners with aluminum pistons.
>From past experience with a Rotax 447, I encourage you to run and monitor
dual EGT and CHT's.- In my case the cylinder that gave the trouble was no
t
the one monitored.
Jack B. Hart FF004
Winchester, IN
le, List Admin.
le, List Admin.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Inflight fuel mixture |
I plan to use my Garmin eTrex for airspeed and altitude. I might get a
Halls windmeter if I can figure out where to mount it on a Firefly.
Phil H - FF???
Phil H/Kolbers:
Garmin Etrex GPS is great for a pickup truck to determine speed, but it will
not give you airspeed. GPS gives you ground speed which doesn't take wind
into consideration.
Recommend flying your Kolb with an airspeed indicator, as a minimum. The
airspeed indicator is the most important of all instruments in an airplane.
Something to give you stall and VNE speeds.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | Phil <phactor9(at)yahoo.com> |
| Subject: | Inflight fuel mixture |
All true. I will be getting an AIS of some type. If I can't find something
under $75 or so, then Halls it is.
--- On Sun, 12/11/11, John Hauck wrote:
From: John Hauck <jhauck(at)elmore.rr.com>
Subject: RE: Kolb-List: Inflight fuel mixture
Date: Sunday, December 11, 2011, 3:34 PM
- I plan to use my Garmin eTrex for airspeed and altitude. I might get a
Halls windmeter if I can figure out where to mount it on a Firefly.
Phil H - FF???
Phil H/Kolbers:
Garmin Etrex GPS is great for a pickup truck to determine speed, but it wil
l
not give you airspeed.- GPS gives you ground speed which doesn't take win
d
into consideration.
Recommend flying your Kolb with an airspeed indicator, as a minimum.- The
airspeed indicator is the most important of all instruments in an airplane.
Something to give you stall and VNE speeds.
john h
mkIII
Titus, Alabama
le, List Admin.
le, List Admin.
________________________________________________________________________________
| Subject: | Re: Inflight fuel mixture |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
phactor9 wrote:
> All true. I will be getting an AIS of some type. If I can't find something under
$75 or so, then Halls it is.
>
Back in the Old Days, I had an 80 mph Hall meter on my Hummer, and I had it mounted
in the panel. Wish I had some pictures, but I don't so I'll try and describe
it.
My Hummer had a sort of Firefly-ish nose cone fairing on it, and I took a length
of 1" OD PVC pipe and heated it and s-curved it so that it poked out the front
of the fairing. At the cockpit end, it came just barely through the panel and
I shaped the panel end with a Moto-tool so that it matched the curve of the
bottom ram air side of the Hall meter.
Glued/safety wired it to the Hall meter and began to flight test it against another
Hall meter mounted out in clear our alongside the fuselage. Adjusted the
cockpit one by over sleeving the front intake end of the pvc pipe until it got
the right amount of ram air to make it accurate.
Theoretically the Hall needs air flowing across the top to suck the disc up as
the ram air blows in the bottom, but if you make the ram air tube the right size,
it doesn't need it.
Looked like I had a 20MM cannon coming out the front of the nose cone, but it worked
quite well, and I didn't have much money in it.
Oh yeah - as part of the pre flight, make sure the teensy-weensy spider hasn't
built a web inside the Hall around the float disc, because if she has, it won't
work. Guess how I know this?
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
richard (at) bcchapel(dot)org
Kingsport, TN 3TN0
Now faith is the substance of things hoped for, the evidence of things not seen.
Hebrews 11:1
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=360726#360726
________________________________________________________________________________
| From: | "cristalclear13" <cristalclearwaters(at)gmail.com> |
Ozarkflyer wrote:
> You're welcome. Waycross was my first stop on my cross-country flight as a student
pilot. I was flying out of Herlong Field in Jax. at the time. Speaking
of which, I'm going to be in Jax over the holidays. Any Kolbs in the N. Florida
area?
I'm not aware of any in the Jacksonville area.
I have not heard back from Morris. I hope he is ok.
--------
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=360754#360754
________________________________________________________________________________
| Subject: | Re: Perplexed turns to Bummed |
| From: | "Frankd" <FDucker(at)aol.com> |
Hi Gary/Rick,
I have attached a choke to the antenna coax. My antenna is mounted inside the nose
cone and the coax runs about two feet back to the built-in radio. That may
have helped. Tkx I think I'll attach more.
I am trying ALL suggestions to reduce radio noise, as I like to hear traffic and
control towers,
a/ Ferrite chokes on the Antenna. Antenna in nose cone (Shortest route to radio)
b/ Reduced the wiring to the headset plugs, Used shielded wiring.
c/ Am covering the sparkplug leads to shield them.
d/ I have not yet directly attached the Radio positive and neg to the battery
but I have attached ferrite chokes along the power cable.
e/ I am using a Noise cancelling headset but earbuds may also help.
Any other suggestions??
Always learning
FrankD
N1014S, M3X
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=360762#360762
________________________________________________________________________________
| Subject: | Skywriting in a Kolb? |
| From: | "cristalclear13" <cristalclearwaters(at)gmail.com> |
I saw a picture recently of some skywriting and I was wondering if anyone has ever
written in the sky with a Kolb?
--------
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=360769#360769
________________________________________________________________________________
| From: | "Ron @ KFHU" <captainron1(at)cox.net> |
| Subject: | Inflight fuel mixture |
Hall is good, was accurate and easy to mount I have a new one if you want to buy
it not sure where it is but will look for it if you want it.
I ended up with two after ordering one which must have been shipped on a mule,
so out of urgency I ordered another one, ergo two. Of course they were both delivered
on the same day by UPS, one after two weeks on the road and the next one
after three days on the road.
go figure!
Ron @ KFHU
=================================================
---- Phil wrote:
============
All true. I will be getting an AIS of some type. If I can't find something under
$75 or so, then Halls it is.
--- On Sun, 12/11/11, John Hauck wrote:
From: John Hauck <jhauck(at)elmore.rr.com>
Subject: RE: Kolb-List: Inflight fuel mixture
Date: Sunday, December 11, 2011, 3:34 PM
I plan to use my Garmin eTrex for airspeed and altitude. I might get a
Halls windmeter if I can figure out where to mount it on a Firefly.
Phil H - FF???
Phil H/Kolbers:
Garmin Etrex GPS is great for a pickup truck to determine speed, but it will
not give you airspeed. GPS gives you ground speed which doesn't take wind
into consideration.
Recommend flying your Kolb with an airspeed indicator, as a minimum. The
airspeed indicator is the most important of all instruments in an airplane.
Something to give you stall and VNE speeds.
john h
mkIII
Titus, Alabama
le, List Admin.
le, List Admin.
--
kugelair.com
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Skywriting in a Kolb? |
At 02:26 PM 12/12/2011, cristalclear13 wrote:
>
>
>I saw a picture recently of some skywriting and I was wondering if anyone
>has ever written in the sky with a Kolb?
Can't see why not, if you put a smoke system on your motor. Might make a
mess on the prop though, most planes with smoke systems are tractors.
-Dana
--
I don't like the idea of term limits for politicians. I think they should
get the same sentence as all other criminals.
________________________________________________________________________________
| Subject: | Re: Skywriting in a Kolb? |
| From: | "cristalclear13" <cristalclearwaters(at)gmail.com> |
Dana wrote:
> Might make a mess on the prop though, most planes with smoke systems are tractors.
>
>
I get a smoky mess on my prop anyways, but wondered if the prop would mess up the
writing itself.
Also wondering if it requires any special training and/or aerobatic maneuvers.
--------
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=360782#360782
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Skywriting in a Kolb? |
At 05:05 PM 12/12/2011, cristalclear13 wrote:
>I get a smoky mess on my prop anyways, but wondered if the prop would mess
>up the writing itself.
>
>Also wondering if it requires any special training and/or aerobatic maneuvers.
Shouldn't require any aerobatics, except tight turns perhaps. I know it
requires careful planning (time and turns) though modern GPS would probably
make it a lot easier.
-Dana
--
Anyone who cannot cope with mathematics is not fully human. At best he is
a tolerable subhuman who has learned to wear shoes, bathe, and not make
messes in the house. - RAH
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | In-flight fuel mixture |
>-----Original Message-----
>
>Was interested in your statement above, "They will take much more abuse than
>the steel liners with aluminum pistons." Is the ceramic coating more
>durable than nikasil and other metallic cylinder wall coatings?
>
>
>Forgot to ask: Is the ceramic coated aluminum cylinder tougher than steel
>liners? If so, how?
>
John,
Nikasil is a trade name for silicon carbide (a ceramic) particles that are
fused to the aluminum cylinder wall in a nickel (a metal) matrix. The
silicon carbide gives very good wear properties, and the nickel provides
very good thermal conductivity. The total coating thickness can be any
where from 0.002 to 0.004 inches thick.
With improved heat transfer through the coating to the aluminum cylinder,
one can run very tight piston to bore clearances with less fear of cold
seizure. Also one can run higher EGT with out fear of melting the pistons.
With reduced piston to wall clearances, one can run simple very thin, light
and inexpensive piston rings. When I purchased the Victor 1+, which has a
Nikasil coated cylinder, I asked about TBO. I was told to replace the
piston rings after 600 hours, at 1,200 hours replace the piston and rings,
at 1,800 hours replace the rings, and at 2,400 hours to replace the
cylinder, piston and rings.
As to if ceramic is tougher than steel, carbide ceramic tool bits are used
to machine steel and cast iron parts.
I hope this helps.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| Subject: | Re: Skywriting in a Kolb? |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
I used to have a smoke system on my Hummer with a Rotax 277. If there is any interest,
I'll go into the details of how to make one.
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
richard (at) bcchapel(dot)org
Kingsport, TN 3TN0
Now faith is the substance of things hoped for, the evidence of things not seen.
Hebrews 11:1
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=360793#360793
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | In-flight fuel mixture |
Also one can run higher EGT with out fear of melting the pistons.
With reduced piston to wall clearances, one can run simple very thin, light
and inexpensive piston rings.
When I purchased the Victor 1+, which has a Nikasil coated cylinder, I asked
about TBO. I was told to replace the piston rings after 600 hours, at 1,200
hours replace the piston and rings, at 1,800 hours replace the rings, and at
2,400 hours to replace the cylinder, piston and rings.
Jack B. Hart FF004
Jack H/Kolbers:
Can you run higher EGT because the pistons are also coated?
The TBO figures are quite impressive. Do you have knowledge of an owner
that has attained this much time on a Victor?
I wonder if those figures are for the user or lab environment?
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | In-flight fuel mixture |
>
Jack H/Kolbers:
>
>Can you run higher EGT because the pistons are also coated?
>
>The TBO figures are quite impressive. Do you have knowledge of an owner
>that has attained this much time on a Victor?
>
>I wonder if those figures are for the user or lab environment?
>
John,
There are other ceramic coatings that are used as thermal barriers that can
be applied to the top of the piston, the head inner surface and the exhaust
ports. When these have been applied, one can run higher EGT's.
I do not know of anyone who has run a Victor 1+ up to these hours. 600 hours
for a ring replacement is not all that high when little four cycle diesel
engines run several thousand hours with no ring replacement. Also in
searching the web I found:
http://www.ncccoat.com/PDF/NCCSAEtechnicalpaper.pdf
and:
http://www.mt-llc.com/tour/98winter_snowtech_article.pdf
The first is pretty technical. The second describes repair.
I suspect these hours were found by running an engine for a given number of
hours and then the engine was torn down and measurements were taken of the
rings, piston, and cylinder. And then from the wear found, extrapolations
were made to come up for the TBO, ring, piston, and cylinder replacement.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | In-flight fuel mixture |
I do not know of anyone who has run a Victor 1+ up to these hours. 600 hours
for a ring replacement is not all that high when little four cycle diesel
engines run several thousand hours with no ring replacement
Jack B. Hart FF004
Jack H/Kolbers:
Not really any comparison between longevity of a diesel four stroke and a
gasoline two stroke.
There is a facility in Auburn, Alabama, that recoats cylinders. I rebuilt
my son's 450 Yamaha MX engine. The cylinder was really buggered up. They
did a good job, but it was expensive.
Good luck with the Victor.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| Subject: | Re: In-flight fuel mixture |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Jack,
The second link you posted regarding repair, came up fine but when clicking on
the first link all I go was several blank pages. They are both .pdf files so I
know that is not the problem. I would very much like to read the first document.
Any chance there might be another way to get to it?
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
Truth is what stands the test of experience.
- Albert Einstein
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=360838#360838
________________________________________________________________________________
| Subject: | Re: Skywriting in a Kolb? |
| From: | "cristalclear13" <cristalclearwaters(at)gmail.com> |
Thanks guys! Now to find some time to study up on it. :)
--------
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=360873#360873
________________________________________________________________________________
| From: | "b young" <byoungplumbing(at)gmail.com> |
| Subject: | Re: Skywriting in a Kolb? |
Thanks guys! Now to find some time to study up on it. :)
--------
Cristal Waters
>>>>>>>>>>>>>>>>
i can remember sometime back,,, 12 years plus or minus,,, kit planes had
some information on smoke,,, seems it was in the Dick Starks,, Dawn Patrol
series. some of those old articles were good reading, weather you found
smoke or not. i don't know if the old issues were on the internet or not.
boyd
________________________________________________________________________________
| From: | "SS568" <david(at)PaulowniaTrees.com> |
Morris came last Sat. and spent the afternoon in Fitzgerald Ga. I have the markiii
down doing some maintenance. But we talked and looked for a good while.
He is a super nice guy. He is looking to buy a Kolb because of the folding wings
and trailer storage. He may visit back on this forum.
David d
--------
Kolb Mark IIIX 582 Blue head
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=360880#360880
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | In-flight fuel mixture |
>
>Jack H/Kolbers:
>
>Not really any comparison between longevity of a diesel four stroke and a
>gasoline two stroke.
>
John,
True, but the piston rings, the piston, and cylinder system is common to
both two and four stroke engines. The one difference is one power stroke
per one revolution versus two revolutions. With time, technology has
marched forward and all engines are much more reliable. I have an Impala
with 240,000 miles and a Ford van with 330,000 miles. No oil has to be
added to either between oil changes. I estimate the conservative running
time (miles/60 mph) to be 4,000 hours on the Impala and 5,500 hours on the
Ford.
These figures lead me to believe that a 600 hour ring life time for the
Victor 1+ may be conservative. Also, I believe there are many Rotax two
cycle engines flying that have long passed the 300 hour TBO period.
All it takes to beat these TBO times is to use a good oil, and not too much
of it, and keep the engine head and exhaust gas temperatures below the
manufacturer's recommended maximums.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | In-flight fuel mixture |
All it takes to beat these TBO times is to use a good oil, and not too much
of it, and keep the engine head and exhaust gas temperatures below the
manufacturer's recommended maximums.
Jack B. Hart FF004
I agree.
Also, Rotax TBO for other than certified engines, is recommended TBO. Not
mandatory to tear down a good engine just because it has reached
"recommended TBO".
I pull with a 1992 Dodge/Cummins with approximately 6,500 hours on it. That
is 388,000+ miles. Engine is still as strong now as it was when new.
Sitting here patiently waiting for some of you Kolbers to get out there and
start putting some serious time on your engines, especially two strokes, no
matter what make or model.
The only way we are going to know if manufacturers of ultralight engines are
telling us the truth or blowing smoke is to get out there and fly.
john h
mkIII-3,100+ hours
912ULS-560.0+ hours
________________________________________________________________________________
| From: | "cristalclear13" <cristalclearwaters(at)gmail.com> |
SS568 wrote:
> Morris came last Sat. and spent the afternoon in Fitzgerald Ga. I have the markiii
down doing some maintenance. But we talked and looked for a good while.
He is a super nice guy. He is looking to buy a Kolb because of the folding wings
and trailer storage. He may visit back on this forum.
>
> David d
Thanks for the update David. I was beginning to wonder why I wasn't hearing anything
back from him. :?
--------
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=360888#360888
________________________________________________________________________________
| From: | "Richard Pike" <richard(at)bcchapel.org> |
I think I spent $10 when I built mine back in 1985. Worked fine.
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
richard (at) bcchapel(dot)org
Kingsport, TN 3TN0
Now faith is the substance of things hoped for, the evidence of things not seen.
Hebrews 11:1
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=360953#360953
________________________________________________________________________________
| From: | "FIRESTARII" <CCMFarms(at)aol.com> |
:D Ok guys and gals ya'all got me thinking.... I know next to nothing about the
MZ engines and have been seriously considering a re-power of my DCDI-503 powered
FSII simply because the engine has very near 300 hours TT. NOW, when I
posted that I was considering a Hirth some of you got all abrasive [Rolling Eyes]
Is, in your opinion, the MZ a better/same/worse choice than the Hirth?
Or do you die hard Rotax folks think I am simply better off having the 503 rebuilt
and sticking with what I have??? :? I am not trying to rock the boat again
just wondering how the MZ compares to the Hirth and the Rotax?
--------
Low and Slow FireStar II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=360964#360964
________________________________________________________________________________
| From: | Phil <phactor9(at)yahoo.com> |
I decided on the mz201 for my Firefly. I only know what I've studied online
about Simonini, Hirth, Rotax (used to own a 503 on my past Twinstar), and
the mz line. I will know a lot more once I get my Firefly built and start r
unning my mz201 on it (in the Spring).
My mz201 weighs in at 75lbs total fly-weight without the mounting plates an
d h/w for the engine and exhaust system, but including everything else; bel
t reduc, air filter, carb, muffler, elec and pull starters, all ignition co
mponents (harness, dual CDI, dual plugs). I thought it would weigh a few po
unds less, but as far as I can tell, this is still 15-19 lbs less than the
447, with 4-5 HP more.
Phil H.
--- On Thu, 12/15/11, FIRESTARII wrote:
From: FIRESTARII <CCMFarms(at)aol.com>
Subject: Kolb-List: Re: Mz 201
Date: Thursday, December 15, 2011, 12:38 PM
:D Ok guys and gals- ya'all got me thinking.... I know next to nothing ab
out the MZ engines and have been seriously considering a re-power of my DCD
I-503 powered FSII simply because the engine has very near 300 hours TT.-
NOW,- when I posted that I was considering a Hirth some of you got all a
brasive [Rolling Eyes]---Is, in your opinion, the MZ a better/same/wo
rse choice than the Hirth?- Or do you die hard Rotax folks think I am sim
ply better off having the 503 rebuilt and sticking with what I have??? :?
---I am not trying to rock the boat again just wondering how the MZ c
ompares to the Hirth and the Rotax?
--------
Low and Slow FireStar II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=360964#360964
le, List Admin.
le, List Admin.
________________________________________________________________________________
| From: | "cristalclear13" <cristalclearwaters(at)gmail.com> |
I just wonder where would be the best place to put the container holding the oil
in my little plane. I don't think I'd want something permanent because of the
weight. And I wouldn't want to throw myself out of balance.
It sounds like some training from an experienced person might be in order if there
is a possibility of the oil catching on fire if you turn it on or off at the
wrong time.
It just doesn't sound as easy as I had imagined. I guess I thought maybe something
already built could just be attached. I'm not much of a builder.
And would the speed of the plane matter? I would think it would.
--------
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=360971#360971
________________________________________________________________________________
| From: | Gary Aman <zeprep251(at)aol.com> |
I really believe my 503dcdi can't be the only one to run over 650 hrs.Do a
de-carbon if you want to but I'd never overhaul a good running 503 at 300hr
s.
G.Aman
-----Original Message-----
From: FIRESTARII <CCMFarms(at)aol.com>
Sent: Thu, Dec 15, 2011 12:41 pm
Subject: Kolb-List: Re: Mz 201
:D Ok guys and gals ya'all got me thinking.... I know next to nothing abou
t the
MZ engines and have been seriously considering a re-power of my DCDI-503 po
wered
FSII simply because the engine has very near 300 hours TT. NOW, when I po
sted
that I was considering a Hirth some of you got all abrasive [Rolling Eyes]
Is,
in your opinion, the MZ a better/same/worse choice than the Hirth? Or do y
ou
die hard Rotax folks think I am simply better off having the 503 rebuilt an
d
sticking with what I have??? :? I am not trying to rock the boat again ju
st
wondering how the MZ compares to the Hirth and the Rotax?
--------
Low and Slow FireStar II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=360964#360964
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
I really believe my 503dcdi can't be the only one to run over 650 hrs.Do a
de-carbon if you want to but I'd never overhaul a good running 503 at
300hrs.
G.Aman
Gary A/Gang:
I'm with Gary on this one. The Rotax TBO for ultralight and experimental
aircraft engines is "recommended" only. Not required. It doesn't mean you
must go with a new crank, pistons, rings, etc. What it means is to look and
verify if a component is out of spec and needs replacing.
If it was my engine, I'd run it, like I have all my two strokes and four
strokes, run them until they start to tell me they are getting tired or give
me some other indication they don't feel well.
Establishing a base line compression test when the engine is new might be a
good idea to tell you if it is getting tired later on in life.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
John im with you on this and most everything else aircrasft wise . I flew m
yRotax 503, -492 hrs just checked the rings every year and used the right
amount of oil and before it was sold i sent it to be rebuilt the report fr
om "LOCKHEAD' was the engine was in very good condition .I never decarboned
the engine as I believed I would do more damage taking it apart and puttin
g it back together ! and i am an LA tech trained motorcycle mechanic Im not
saying that the average used and somtimes abused rotax 503 shouldnt be tak
en care of by the numbers but those numbers are "recomended " not etched in
chromemoly . Chris
Chris Davis
KXP 503 492 hrs
Glider Pilot
Disabled from crash building Firefly
--- On Thu, 12/15/11, John Hauck wrote:
From: John Hauck <jhauck(at)elmore.rr.com>
Subject: RE: Kolb-List: Re: Mz 201
Date: Thursday, December 15, 2011, 5:09 PM
I really believe my 503dcdi can't be the only one to run over 650 hrs.Do a
de-carbon if you want to but I'd never overhaul a good running 503 at
300hrs.
G.Aman
Gary A/Gang:
I'm with Gary on this one.- The Rotax TBO for ultralight and experimental
aircraft engines is "recommended" only.- Not required.- It doesn't mean
you
must go with a new crank, pistons, rings, etc.- What it means is to look
and
verify if a component is out of spec and needs replacing.
If it was my engine, I'd run it, like I have all my two strokes and four
strokes, run them until they start to tell me they are getting tired or giv
e
me some other indication they don't feel well.
Establishing a base line compression test when the engine is new might be a
good idea to tell you if it is getting tired later on in life.
john h
mkIII
Titus, Alabama
le, List Admin.
le, List Admin.
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
Phil , Did you happen to ask what the weight of the fan cooling system woul
d be?I am Only concerned Bryan at Kolb was worried about cooling .- Why n
ot take off the pullstart and add the fan cooling I think that would be a e
ven trade. I am going to Email the factory and ask the questiion tonight. I
will let you know as soon as I get an answer Chris
Chris Davis
KXP 503 492 hrs
Glider Pilot
Disabled from crash building Firefly
--- On Thu, 12/15/11, Phil wrote:
From: Phil <phactor9(at)yahoo.com>
Subject: Re: Kolb-List: Re: Mz 201
Date: Thursday, December 15, 2011, 1:39 PM
I decided on the mz201 for my Firefly. I only know what I've studied online
about Simonini, Hirth, Rotax (used to own a 503 on my past Twinstar), and
the mz line. I will know a lot more once I get my Firefly built and start r
unning my mz201 on it (in the Spring).
My mz201 weighs in at 75lbs total fly-weight without the mounting plates an
d h/w for the engine and exhaust system, but including everything else; bel
t reduc, air filter, carb, muffler, elec and pull starters, all ignition co
mponents (harness, dual CDI, dual plugs). I thought it would weigh a few po
unds less, but as far as I can tell, this is still 15-19 lbs less than the
447, with 4-5 HP more.
Phil H.
--- On Thu, 12/15/11, FIRESTARII wrote:
From: FIRESTARII <CCMFarms(at)aol.com>
Subject: Kolb-List: Re: Mz 201
Date: Thursday, December 15, 2011, 12:38 PM
:D Ok guys and gals- ya'all got me thinking.... I know next to nothing ab
out the MZ engines and have been seriously considering a re-power of my DCD
I-503 powered FSII simply because the engine has very near 300 hours TT.-
NOW,- when I posted that I was considering a Hirth some of you got all a
brasive [Rolling Eyes]---Is, in your opinion, the MZ a better/same/wo
rse choice than the Hirth?- Or do you die hard Rotax folks think I am sim
ply better off having the 503 rebuilt and sticking with what I have??? :?
---I am not trying to rock the boat again just wondering how the MZ c
ompares to the Hirth and the Rotax?
--------
Low and Slow FireStar II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=36="http://www.matronics.co
m/contribution" target=_blank>http://www.matro- - - - - - -
- - - -Mattvigator?Kolb-List" sp;--> http://f=- - - - -
---- List Contributionsp; - - - - - - - - - - &bs
p;-->
________________________________________________________________________________
| From: | "Richard Pike" <richard(at)bcchapel.org> |
cristalclear13 wrote:
> I just wonder where would be the best place to put the container holding the
oil in my little plane. I don't think I'd want something permanent because of
the weight. And I wouldn't want to throw myself out of balance.
> It sounds like some training from an experienced person might be in order if
there is a possibility of the oil catching on fire if you turn it on or off at
the wrong time.
> It just doesn't sound as easy as I had imagined. I guess I thought maybe something
already built could just be attached. I'm not much of a builder.
> And would the speed of the plane matter? I would think it would.
It really is as easy as you imagine, I think too many people make it too complicated.
I like the idea of using a pump up sprayer for the oil tank. Back in the
day I used a 2 liter bottle with a grommet in the cap and a 1/4" copper tube
to the bottom. Soldered a metal valve stem into the line a few inches outside
of the bottle, and then ran the line on up to the cockpit.
Soldered an off/on valve into the line. On the downstream (low pressure) side of
the off/on valve I used fish tank air line to run back to the engine. At the
engine I took a hose clamp and drilled a hole in it, took a length of metal brake
line and brazed a washer on it and poked it through the hose clamp so that
I could clamp the hose clamp around the exhaust pipe and the washer kept the
steel tube tight to the exhaust. Make the steel tube long enough that it won't
get hot enough to melt the plastic tube.
I was using a Rotax 277, and I drilled a hole in the middle section of the exhaust,
the part with a ball joint at each end. Pressurized the 2 liter bottle from
the air hose, the tube fit tight enough in the grommet that it wouldn't leak
down. 75 psi worked real well.
Once the engine got up to temperature, when you opened the valve, the corvis oil
would pour big clouds of smoke out the exhaust pipe. A liter of oil lasted a
long time in use. I searched the archives to see if I could find it, but couldn't.
I remember discussing this on the list years ago because when I did, somebody
took me to task for being a terrible environmentalist...
Anyway, I like the idea of using a pump up sprayer and then just rigging an off/on
valve and a nozzle - much less work and lower pressure. I never worried about
what would happen if you turned the oil on with the engine not running - that's
easy. It will fill your muffler up with oil and make one heck of a mess.
Something that was interesting is that after a few uses, you could see the pressure
pulse wave pattern in the paint, as the paint burned off in some places but
not in others. A couple years later one of the baffles in the muffler came
loose, and when I cut the can apart to weld it back, there was no mung or carbon
in the canister. Also, when you turned the oil on, the RPM went up by about
50. Must not have hurt anything, the last time I heard, that 277 had 750 hours
on the original bottom end and the second piston & rings.
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
richard (at) bcchapel(dot)org
Kingsport, TN 3TN0
Now faith is the substance of things hoped for, the evidence of things not seen.
Hebrews 11:1
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=361000#361000
________________________________________________________________________________
I have stories I could tell, but they are from several years back; so I
won't
I did hear that Zanzotera founders were PO'd Hirth people and that it is
essentially the same engine.
I would rather have a 300 hr, 503 than a new MZ.
In a message dated 12/15/2011 7:17:55 P.M. Eastern Standard Time,
capedavis(at)yahoo.com writes:
I am not trying to rock the boat again just wondering how the MZ compares
to the Hirth and the Rotax?
________________________________________________________________________________
| From: | Phil <phactor9(at)yahoo.com> |
It is suggested that the 202 needs the fan, but not the 201. Time will tell
. Let us know what the reply to your inquiry is.
-
Phil H.
--- On Thu, 12/15/11, chris davis wrote:
From: chris davis <capedavis(at)yahoo.com>
Subject: Re: Kolb-List: Re: Mz 201
Date: Thursday, December 15, 2011, 7:15 PM
Phil , Did you happen to ask what the weight of the fan cooling system woul
d be?I am Only concerned Bryan at Kolb was worried about cooling .- Why n
ot take off the pullstart and add the fan cooling I think that would be a e
ven trade. I am going to Email the factory and ask the questiion tonight. I
will let you know as soon as I get an answer Chris
Chris Davis
KXP 503 492 hrs
Glider Pilot
Disabled from crash building Firefly
--- On Thu, 12/15/11, Phil wrote:
From: Phil <phactor9(at)yahoo.com>
Subject: Re: Kolb-List: Re: Mz 201
Date: Thursday, December 15, 2011, 1:39 PM
I decided on the mz201 for my Firefly. I only know what I've studied online
about Simonini, Hirth, Rotax (used to own a 503 on my past Twinstar), and
the mz line. I will know a lot more once I get my Firefly built and start r
unning my mz201 on it (in the Spring).
My mz201 weighs in at 75lbs total fly-weight without the mounting plates an
d h/w for the engine and exhaust system, but including everything else; bel
t reduc, air filter, carb, muffler, elec and pull starters, all ignition co
mponents (harness, dual CDI, dual plugs). I thought it would weigh a few po
unds less, but as far as I can tell, this is still 15-19 lbs less than the
447, with 4-5 HP more.
Phil H.
--- On Thu, 12/15/11, FIRESTARII wrote:
From: FIRESTARII <CCMFarms(at)aol.com>
Subject: Kolb-List: Re: Mz 201
Date: Thursday, December 15, 2011, 12:38 PM
:D Ok guys and gals- ya'all got me thinking.... I know next to nothing ab
out the MZ engines and have been seriously considering a re-power of my DCD
I-503 powered FSII simply because the engine has very near 300 hours TT.-
NOW,- when I posted that I was considering a Hirth some of you got all a
brasive [Rolling Eyes]---Is, in your opinion, the MZ a better/same/wo
rse choice than the Hirth?- Or do you die hard Rotax folks think I am sim
ply better off having the 503 rebuilt and sticking with what I have??? :?
---I am not trying to rock the boat again just wondering how the MZ c
ompares to the Hirth and the Rotax?
--------
Low and Slow FireStar II
Read this topic online here:
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ollow target=_blank>www.aeroelectric.com
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et=_blank>http://forums.matronics.com
llow target=_blank>http://www.matronics.com/contribution
________________________________________________________________________________
| From: | Larry Cottrell <lcottrell1020(at)gmail.com> |
I find all of this conversation about having a smoke system on a Kolb to be
very interesting. I can just picture me flying down the Owyhee Canyon
leaving a smoke trail or actually more realistically, enveloped in a cloud
of smoke. Mine doesn't fly so fast that I might be able to be able to
actually see the landscape. Then of course the next question would be to
have a speed dial for the emergency services people that would be making
the 2 hour drive to get to where they thought I had gone down. Then of
course there is always the question of the artistic value of a straight
line of smoke, or if I get really frisky and throw a couple of left and
right turns in there to spice it up. I can just imagine the oohs and aaws
of the local population when I lumber by stinking up the landscape, and
getting the whole rear end of my lovely little Firestar greased up. Then
again perhaps the bullshit might slide off a little easier.
Larry
On Thu, Dec 15, 2011 at 7:00 PM, Richard Pike wrote:
>
>
> cristalclear13 wrote:
> > I just wonder where would be the best place to put the container holding
> the oil in my little plane. I don't think I'd want something permanent
> because of the weight. And I wouldn't want to throw myself out of balance.
> > It sounds like some training from an experienced person might be in
> order if there is a possibility of the oil catching on fire if you turn it
> on or off at the wrong time.
> > It just doesn't sound as easy as I had imagined. I guess I thought
> maybe something already built could just be attached. I'm not much of a
> builder.
> > And would the speed of the plane matter? I would think it would.
>
>
> It really is as easy as you imagine, I think too many people make it too
> complicated. I like the idea of using a pump up sprayer for the oil tank.
> Back in the day I used a 2 liter bottle with a grommet in the cap and a
> 1/4" copper tube to the bottom. Soldered a metal valve stem into the line a
> few inches outside of the bottle, and then ran the line on up to the
> cockpit.
>
> Soldered an off/on valve into the line. On the downstream (low pressure)
> side of the off/on valve I used fish tank air line to run back to the
> engine. At the engine I took a hose clamp and drilled a hole in it, took a
> length of metal brake line and brazed a washer on it and poked it through
> the hose clamp so that I could clamp the hose clamp around the exhaust
> pipe and the washer kept the steel tube tight to the exhaust. Make the
> steel tube long enough that it won't get hot enough to melt the plastic
> tube.
>
> I was using a Rotax 277, and I drilled a hole in the middle section of the
> exhaust, the part with a ball joint at each end. Pressurized the 2 liter
> bottle from the air hose, the tube fit tight enough in the grommet that it
> wouldn't leak down. 75 psi worked real well.
>
> Once the engine got up to temperature, when you opened the valve, the
> corvis oil would pour big clouds of smoke out the exhaust pipe. A liter of
> oil lasted a long time in use. I searched the archives to see if I could
> find it, but couldn't. I remember discussing this on the list years ago
> because when I did, somebody took me to task for being a terrible
> environmentalist...
>
> Anyway, I like the idea of using a pump up sprayer and then just rigging
> an off/on valve and a nozzle - much less work and lower pressure. I never
> worried about what would happen if you turned the oil on with the engine
> not running - that's easy. It will fill your muffler up with oil and make
> one heck of a mess.
>
> Something that was interesting is that after a few uses, you could see the
> pressure pulse wave pattern in the paint, as the paint burned off in some
> places but not in others. A couple years later one of the baffles in the
> muffler came loose, and when I cut the can apart to weld it back, there was
> no mung or carbon in the canister. Also, when you turned the oil on, the
> RPM went up by about 50. Must not have hurt anything, the last time I
> heard, that 277 had 750 hours on the original bottom end and the second
> piston & rings.
>
> --------
> Richard Pike
> Kolb MKIII N420P (420ldPoops)
> richard (at) bcchapel(dot)org
> Kingsport, TN 3TN0
> Now faith is the substance of things hoped for, the evidence of things not
> seen.
> Hebrews 11:1
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=361000#361000
>
>
--
*If you forward this email, or any part of it, please remove my email
address before sending.*
________________________________________________________________________________
| From: | "Richard Pike" <richard(at)bcchapel.org> |
lcottrell wrote:
> Then of course the next question would be to have a speed dial for the emergency
services people that would be making the 2 hour drive to get to where they
thought I had gone down.
That brings back memories - When the Hummer had the smoke system, we had a supervisor
at the tower who was a real ding-dong. If it was on a weekend when the
races were running at Bristol, I would fly over the track at altitude, put the
smoke on, and then descend and disappear behind the next ridge over, knowing
that Milt the Moron was getting bombarded by people calling the tower telling
him that they thought they had seen a plane go down.
That was before I started preaching - now I don't get to do that stuff anymore;
I have to behave.
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
richard (at) bcchapel(dot)org
Kingsport, TN 3TN0
Now faith is the substance of things hoped for, the evidence of things not seen.
Hebrews 11:1
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=361006#361006
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
At 10:32 PM 12/15/2011, Larry Cottrell wrote:
>...Then of course the next question would be to have a speed dial for the
>emergency services people that would be making the 2 hour drive to get to
>where they thought I had gone down...
Ah, but just think... when you make that off airport landing just for fun
somewhere you're not supposed to, you can always make the excuse of engine
trouble more believable... :)
-Dana
--
Whiplash injuries: Research has shown that the rate of return to work was
five times greater amongst those who did not see a lawyer compared with
those who did.
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
Phill ,Got an email from Leon at the MZ factory . He says that in order to
have the fan cooling that thepullstart has to be removed and the weight gai
n would be 1 to 2 lbs, he is going to give me a final weight for the engine
with dual cdi and belt reduction and the Price later today I think .=0A-
-- 1 to 2 lbs for the safe.cooling of a $5000 engine is a minor weight
-=0AIm sorry to ask but I have lost track of who has-gain in my opinion
=0A-,Is- it your engine they have in the Kolb shop It would be interes
ting to see what Bryan says. Chris=0A-=0A-=0AChris Davis=0AKXP 503 492
hrs=0AGlider Pilot=0ADisabled from crash building Firefly=0A=0A=0A_________
_______________________=0AFrom: Phil <phactor9(at)yahoo.com>=0ATo: kolb-list@m
atronics.com =0ASent: Thursday, December 15, 2011 10:09 PM=0ASubject: Re: K
olb-List: Re: Mz 201=0A=0AIt is suggested that the 202 needs the fan, but n
ot the 201. Time will tell. Let us know what the reply to your inquiry is.
=0A=0APhil H.--- On Thu, 12/15/11, chris davis wrote:
=0A=0A>From: chris davis <capedavis(at)yahoo.com>=0A>Subject: Re: Kolb-List: R
e: Mz 201=0A>To: kolb-list(at)matronics.com=0A>Date: Thursday, December 15, 20
11, 7:15 PM=0A>=0A>=0A>Phil , Did you happen to ask what the weight of the
fan cooling system would be?I am Only concerned Bryan at Kolb was worried a
bout cooling .- Why not take off the pullstart and add the fan cooling I
think that would be a even trade. I am going to Email the factory and ask t
he questiion tonight. I will let you know as soon as I get an answer Chris
=0A>Chris DavisKXP 503 492 hrsGlider PilotDisabled from crash building Fire
fly--- On Thu, 12/15/11, Phil <phactor9(at)yahoo.com> wrote:=0A>=0A>>From: Phi
l =0A>>Subject: Re: Kolb-List: Re: Mz 201=0A>>To: kolb-
list(at)matronics.com=0A>>Date: Thursday, December 15, 2011, 1:39 PM=0A>>=0A>>
=0A>>I decided on the mz201 for my Firefly. I only know what I've studied o
nline about Simonini, Hirth, Rotax (used to own a 503 on my past Twinstar),
and the mz line. I will know a lot more once I get my Firefly built and st
art running my mz201 on it (in the Spring).=0A>>My mz201 weighs in at 75lbs
total fly-weight without the mounting plates and h/w for the engine and ex
haust system, but including everything else; belt reduc, air filter, carb,
muffler, elec and pull starters, all ignition components (harness, dual CDI
, dual plugs). I thought it would weigh a few pounds less, but as far as I
can tell, this is still 15-19 lbs less than the 447, with 4-5 HP more.=0A>>
Phil H.--- On Thu, 12/15/11, FIRESTARII wrote:=0A>>=0A>>
>From: FIRESTARII <CCMFarms(at)aol.com>=0A>>>Subject: Kolb-List: Re: Mz 201=0A
>>>To: kolb-list(at)matronics.com=0A>>>Date: Thursday, December 15, 2011, 12:3
ms(at)aol.com>:D Ok guys and gals- ya'all got me thinking.... I know next to
nothing about the MZ engines and have been seriously considering a re-powe
r of my DCDI-503 powered FSII simply because the engine has very near 300 h
ours TT.- NOW,- when I posted that I was considering a Hirth some of yo
u got all abrasive [Rolling Eyes]---Is, in your opinion, the MZ a bet
ter/same/worse choice than the Hirth?- Or do you die hard Rotax folks thi
nk I am simply better off having the 503 rebuilt and sticking with what I h
ave??? :?---I am not trying to rock the boat again just wondering how
the MZ compares to the Hirth and the Rotax?--------Low and Slow FireStar I
IRead this topic online here:http://forums.matronics.com/viewtopic.php?p=
36="http://www.matronics.com/contribution" target=_blank>http://www.mat
ro- - - - - - - - - - -Mattvigator?Kolb-List" sp;--> ht
tp://f=- - - - - ---- List
Contributionsp; - - - - - - - - - - &bsp;--> =0A>>>=0A
>>>=0A>>> =0A>>ollow target=_blank>www.aeroelectric.com /" rel=nofollow
target=_blank>www.buildersbooks.com ofollow target=_blank>www.homebuil
thelp.comllow target=_blank>http://www.matronics.com/contribution
=nofollow target=_blank>http://www.matronics.com/Navigator?Kolb-List
et=_blank>http://forums.matronics.comllow target=_blank>http://www.m
atronics.com/contribution =0A>ollow target=_blank>www.aeroelectric.com
/" rel=nofollow target=_blank>www.buildersbooks.comofollow target
=_blank>www.homebuilthelp.comllow target=_blank>http://www.matronics
.com/contribution=nofollow target=_blank>http://www.matronics.com/Na
vigator?Kolb-Listet=_blank>http://forums.matronics.comllow target
Day
=====
________________________________________________________________________________
| From: | Phil <phactor9(at)yahoo.com> |
1 to 2 extra lbs sounds about right. Let us know what you find out about th
e total weight and price.
-
Phil H.
--- On Fri, 12/16/11, chris davis wrote:
From: chris davis <capedavis(at)yahoo.com>
Subject: Re: Kolb-List: Re: Mz 201
Date: Friday, December 16, 2011, 7:39 AM
Phill ,Got an email from Leon at the MZ factory . He says that in order to
have the fan cooling that thepullstart has to be removed and the weight gai
n would be 1 to 2 lbs, he is going to give me a final weight for the engine
with dual cdi and belt reduction and the Price later today I think .
--- 1 to 2 lbs for the safe.cooling of a $5000 engine is a minor weig
ht-
Im sorry to ask but I have lost track of who has-gain in my opinion
-,Is- it your engine they have in the Kolb shop It would be interesting
to see what Bryan says. Chris
-
-
Chris Davis
KXP 503 492 hrs
Glider Pilot
Disabled from crash building Firefly
From: Phil <phactor9(at)yahoo.com>
Sent: Thursday, December 15, 2011 10:09 PM
Subject: Re: Kolb-List: Re: Mz 201
It is suggested that the 202 needs the fan, but not the 201. Time will tell
. Let us know what the reply to your inquiry is.
-
Phil H. --- On Thu, 12/15/11, chris davis wrote:
From: chris davis <capedavis(at)yahoo.com>
Subject: Re: Kolb-List: Re: Mz 201
Date: Thursday, December 15, 2011, 7:15 PM
Phil , Did you happen to ask what the weight of the fan cooling system woul
d be?I am Only concerned Bryan at Kolb was worried about cooling .- Why n
ot take off the pullstart and add the fan cooling I think that would be a e
ven trade. I am going to Email the factory and ask the questiion tonight. I
will let you know as soon as I get an answer Chris
Chris Davis KXP 503 492 hrs Glider Pilot Disabled from crash building Firef
ly --- On Thu, 12/15/11, Phil wrote:
From: Phil <phactor9(at)yahoo.com>
Subject: Re: Kolb-List: Re: Mz 201
Date: Thursday, December 15, 2011, 1:39 PM
I decided on the mz201 for my Firefly. I only know what I've studied online
about Simonini, Hirth, Rotax (used to own a 503 on my past Twinstar), and
the mz line. I will know a lot more once I get my Firefly built and start r
unning my mz201 on it (in the Spring).
My mz201 weighs in at 75lbs total fly-weight without the mounting plates an
d h/w for the engine and exhaust system, but including everything else; bel
t reduc, air filter, carb, muffler, elec and pull starters, all ignition co
mponents (harness, dual CDI, dual plugs). I thought it would weigh a few po
unds less, but as far as I can tell, this is still 15-19 lbs less than the
447, with 4-5 HP more.
Phil H. --- On Thu, 12/15/11, FIRESTARII wrote:
From: FIRESTARII <CCMFarms(at)aol.com>
Subject: Kolb-List: Re: Mz 201
Date: Thursday, December 15, 2011, 12:38 PM
and gals- ya'all got me thinking.... I know next to nothing about the MZ
engines and have been seriously considering a re-power of my DCDI-503 powe
red FSII simply because the engine has very near 300 hours TT.- NOW,- w
hen I posted that I was considering a Hirth some of you got all abrasive [R
olling Eyes]---Is, in your opinion, the MZ a better/same/worse choice
than the Hirth?- Or do you die hard Rotax folks think I am simply better
off having the 503 rebuilt and sticking with what I have??? :?---I a
m not trying to rock the boat again just wondering how the MZ compares to t
he Hirth and the Rotax? -------- Low and Slow FireStar II Read this topic o
nline here:http://forums.matronics.com/viewtopic.php?p=36="http://www.m
atronics.com/contribution" target=_blank>http://www.matro- - - -
- - - - - - -Mattvigator?Kolb-List" sp;--> http://f=- -
- - - ---- List
Contributionsp; - - - - - - - - - - &bsp;-->
ollow target=_blank>www.aeroelectric.com
/" rel=nofollow target=_blank>www.buildersbooks.com
ofollow target=_blank>www.homebuilthelp.com
llow target=_blank>http://www.matronics.com/contribution
=nofollow target=_blank>http://www.matronics.com/Navigator?Kolb-List
et=_blank>http://forums.matronics.com
llow target=_blank>http://www.matronics.com/contribution
ollow target=_blank>www.aeroelectric.com
/" rel=nofollow target=_blank>www.buildersbooks.com
ofollow target=_blank>www.homebuilthelp.com
llow target=_blank>http://www.matronics.com/contribution
=nofollow target=_blank>http://www.matronics.com/Navigator?Kolb-List
et=_blank>http://forums.matronics.com
llow target=_blank>http://www.matronics.com/contribution
ollow target=_blank>www.aeroelectric.com
/" rel=nofollow target=_blank>www.buildersbooks.com
ofollow target=_blank>www.homebuilthelp.com
llow target=_blank>http://www.matronics.com/contribution
=nofollow target=_blank>http://www.matronics.com/Navigator?Kolb-List
et=_blank>http://forums.matronics.com
llow target=_blank>http://www.matronics.com/contribution
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
-
-
Phil, Will do . Sorry about the sentence screwup on my last post but I gues
s you got the point .
Chris Davis
KXP 503 492 hrs
Glider Pilot
Disabled from crash building Firefly
--- On Fri, 12/16/11, Phil wrote:
From: Phil <phactor9(at)yahoo.com>
Subject: Re: Kolb-List: Re: Mz 201
Date: Friday, December 16, 2011, 9:48 AM
1 to 2 extra lbs sounds about right. Let us know what you find out about th
e total weight and price.
-
Phil H.
--- On Fri, 12/16/11, chris davis wrote:
From: chris davis <capedavis(at)yahoo.com>
Subject: Re: Kolb-List: Re: Mz 201
Date: Friday, December 16, 2011, 7:39 AM
Phill ,Got an email from Leon at the MZ factory . He says that in order to
have the fan cooling that thepullstart has to be removed and the weight gai
n would be 1 to 2 lbs, he is going to give me a final weight for the engine
with dual cdi and belt reduction and the Price later today I think .
--- 1 to 2 lbs for the safe.cooling of a $5000 engine is a minor weig
ht-
Im sorry to ask but I have lost track of who has-gain in my opinion
-,Is- it your engine they have in the Kolb shop It would be interesting
to see what Bryan says. Chris
-
-
Chris Davis
KXP 503 492 hrs
Glider Pilot
Disabled from crash building Firefly
From: Phil <phactor9(at)yahoo.com>
Sent: Thursday, December 15, 2011 10:09 PM
Subject: Re: Kolb-List: Re: Mz 201
It is suggested that the 202 needs the fan, but not the 201. Time will tell
. Let us know what the reply to your inquiry is.
-
Phil H. --- On Thu, 12/15/11, chris davis wrote:
From: chris davis <capedavis(at)yahoo.com>
Subject: Re: Kolb-List: Re: Mz 201
Date: Thursday, December 15, 2011, 7:15 PM
Phil , Did you happen to ask what the weight of the fan cooling system woul
d be?I am Only concerned Bryan at Kolb was worried about cooling .- Why n
ot take off the pullstart and add the fan cooling I think that would be a e
ven trade. I am going to Email the factory and ask the questiion tonight. I
will let you know as soon as I get an answer Chris
Chris Davis KXP 503 492 hrs Glider Pilot Disabled from crash building Firef
ly --- On Thu, 12/15/11, Phil wrote:
From: Phil <phactor9(at)yahoo.com>
Subject: Re: Kolb-List: Re: Mz 201
Date: Thursday, December 15, 2011, 1:39 PM
I decided on the mz201 for my Firefly. I only know what I've studied online
about Simonini, Hirth, Rotax (used to own a 503 on my past Twinstar), and
the mz line. I will know a lot more once I get my Firefly built and start r
unning my mz201 on it (in the Spring).
My mz201 weighs in at 75lbs total fly-weight without the mounting plates an
d h/w for the engine and exhaust system, but including everything else; bel
t reduc, air filter, carb, muffler, elec and pull starters, all ignition co
mponents (harness, dual CDI, dual plugs). I thought it would weigh a few po
unds less, but as far as I can tell, this is still 15-19 lbs less than the
447, with 4-5 HP more.
Phil H. --- On Thu, 12/15/11, FIRESTARII wrote:
From: FIRESTARII <CCMFarms(at)aol.com>
Subject: Kolb-List: Re: Mz 201
Date: Thursday, December 15, 2011, 12:38 PM
and gals- ya'all got me thinking.... I know next to nothing about the MZ
engines and have been seriously considering a re-power of my DCDI-503 powe
red FSII simply because the engine has very near 300 hours TT.- NOW,- w
hen I posted that I was considering a Hirth some of you got all abrasive [R
olling Eyes]---Is, in your opinion, the MZ a better/same/worse choice
than the Hirth?- Or do you die hard Rotax folks think I am simply better
off having the 503 rebuilt and sticking with what I have??? :?---I a
m not trying to rock the boat again just wondering how the MZ compares to t
he Hirth and the Rotax? -------- Low and Slow FireStar II Read this topic o
nline here:http://forums.matronics.com/viewtopic.php?p=36="http://www.m
atronics.com/contribution" target=_blank>http://www.matro- - - -
- - - - - - -Mattvigator?Kolb-List" sp;--> http://f=- -
- - - ---- List
Contributionsp; - - - - - - - - - - &bsp;-->
ollow target=_blank>www.aeroelectric.com
/" rel=nofollow target=_blank>www.buildersbooks.com
ofollow target=_blank>www.homebuilthelp.com
llow target=_blank>http://www.matronics.com/contribution
=nofollow target=_blank>http://www.matronics.com/Navigator?Kolb-List
et=_blank>http://forums.matronics.com
llow target=_blank>http://www.matronics.com/contribution
ollow target=_blank>www.aeroelectric.com
/" rel=nofollow target=_blank>www.buildersbooks.com
ofollow target=_blank>www.homebuilthelp.com
llow target=_blank>http://www.matronics.com/contribution
=nofollow target=_blank>http://www.matronics.com/Navigator?Kolb-List
et=_blank>http://forums.matronics.com
llow target=_blank>http://www.matronics.com/contribution
ollow target=_blank>www.aeroelectric.com
/" rel=nofollow target=_blank>www.buildersbooks.com
ofollow target=_blank>www.homebuilthelp.com
llow target=_blank>http://www.matronics.com/contribution
=nofollow target=_blank>http://www.matronics.com/Navigator?Kolb-List
et=_blank>http://forums.matronics.com
llow target=_blank>http://www.matronics.com/contribution
ollow target=_blank>www.aeroelectric.com
/" rel=nofollow target=_blank>www.buildersbooks.com
ofollow target=_blank>www.homebuilthelp.com
llow target=_blank>http://www.matronics.com/contribution
=nofollow target=_blank>http://www.matronics.com/Navigator?Kolb-List
et=_blank>http://forums.matronics.com
llow target=_blank>http://www.matronics.com/contribution
________________________________________________________________________________
| From: | "cristalclear13" <cristalclearwaters(at)gmail.com> |
lcottrell wrote:
> I find all of this conversation about having a smoke system on a Kolb to be very
interesting. I can just picture me flying down the Owyhee Canyon leaving a
smoke trail or actually more realistically, enveloped in a cloud of smoke. Mine
doesn't fly so fast that I might be able to be able to actually see the landscape.
Then of course the next question would be to have a speed dial for the
emergency services people that would be making the 2 hour drive to get to where
they thought I had gone down. Then of course there is always the question of
the artistic value of a straight line of smoke, or if I get really frisky and
throw a couple of left and right turns in there to spice it up. I can just imagine
the oohs and aaws of the local population when I lumber by stinking up
the landscape, and getting the whole rear end of my lovely little Firestar greased
up. Then again perhaps the bullshit might slide off a little easier.
> Larry
>
>
Richard Pike wrote:
>
>
> That brings back memories - When the Hummer had the smoke system, we had a supervisor
at the tower who was a real ding-dong. If it was on a weekend when the
races were running at Bristol, I would fly over the track at altitude, put
the smoke on, and then descend and disappear behind the next ridge over, knowing
that Milt the Moron was getting bombarded by people calling the tower telling
him that they thought they had seen a plane go down.
>
> That was before I started preaching - now I don't get to do that stuff anymore;
I have to behave.
Oh, you guys are really funny and all I can do is laugh when reading the scenarios
you are describing. Sure, smash a girl's dream of writing "I love you" or
"Happy Birthday" in the sky. Ok, forget smoke...how about a big bubble machine?
Can you picture me flying overhead leaving a trail of nice big bubbles to
entertain the kids? Ok, maybe I've been watching too many Disney movies. ;)
--------
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=361039#361039
________________________________________________________________________________
| From: | "Richard Pike" <richard(at)bcchapel.org> |
cristalclear13 wrote:
>
>
> Oh, you guys are really funny and all I can do is laugh when reading the scenarios
you are describing. Sure, smash a girl's dream of writing "I love you"
or "Happy Birthday" in the sky. Ok, forget smoke...how about a big bubble machine?
Can you picture me flying overhead leaving a trail of nice big bubbles
to entertain the kids? Ok, maybe I've been watching too many Disney movies. ;)
If you still have or can mooch an old Playstation 2 system, pick up a copy of "Sky
Odyssey" - they are cheap now days - and one of the things you can do is practice
skywriting. You have to maintain altitude and be able to visualize where
you are relative to where you have been. It is initially very difficult, but
after a while it starts to make sense, and it is surprisingly realistic - or
so it seemed to me. Give it a shot.
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
richard (at) bcchapel(dot)org
Kingsport, TN 3TN0
Now faith is the substance of things hoped for, the evidence of things not seen.
Hebrews 11:1
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=361066#361066
________________________________________________________________________________
| From: | Clyde MacQuarrie <clydemacquarrie(at)eastlink.ca> |
Check out this flight. Clyde MacQuarrie
From: Sent: http://youtu.be/81XqGyZVRjw
________________________________________________________________________________
| From: | "AtomicDog" <MStudio828(at)aol.com> |
wow! can the Kolb firestar I am building do that ???
--------
Building Firestar II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=361122#361122
________________________________________________________________________________
| From: | kinne russ <russk50(at)gmail.com> |
Don't try it without some altitude and a parachute! -- and some insurance?
On Dec 18, 2011, at 1:33 AM, AtomicDog wrote:
>
> wow! can the Kolb firestar I am building do that ???
>
> --------
> Building Firestar II
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=361122#361122
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
Hey KOLBERS kind of quiet around here seems like OSHKOSH week-
MERRY-CHRISTMAS to all
-
Chris Davis
KXP 503 492 hrs
Glider Pilot
Disabled from crash building Firefly
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Hey KOLBERS kind of quiet around here seems like OSHKOSH week
MERRYCHRISTMAS to all
Chris Davis
Merry Christmas everyone.
If it gets a little warmer, I will try and make a Christmas flight. A
beautiful day at hauck's holler, but a little nippy right now. Supposed to
get up to about 60F this afternoon.
Looking forward to Spring and a few flying adventures.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | "Pat Ladd" <pj.ladd(at)btinternet.com> |
I hope he doesn`t let his insurance company see that film. If I was his
wife I would double his cover.
What was that about old bold pilots?.
Incidentally, what was the plane and was it beefed up? Seems to me that
most ultralights wouldn`y take that treatment.
Merry Christmas
Pat
________________________________________________________________________________
| From: | Daniel Myers <h20maule(at)hotmail.com> |
You're assuming two things. First, that he has insurance. Secondly, that he i
s married...anyone know if this guy is still alive?
Thanks,
Daniel Myers
Cell: 407 920 7700
SouthEastAmphibs.com
On Dec 18, 2011, at 12:52 PM, "Pat Ladd" wrote:
> I hope he doesn`t let his insurance company see that film. If I was his wi
fe I would double his cover.
>
> What was that about old bold pilots?.
> Incidentally, what was the plane and was it beefed up? Seems to me that m
ost ultralights wouldn`y take that treatment.
>
> Merry Christmas
>
> Pat
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
________________________________________________________________________________
| From: | JC Gilpin <j.gilpin(at)bigpond.com> |
*
http://youtu.be/81XqGyZVRjw
That's a Spectrum Beaver, flown by factory test pilot Dennis Maland, about
20 years ago....
*
________________________________________________________________________________
| From: | "Ron @ KFHU" <captainron1(at)cox.net> |
truly impressive flying. I like it.
Ron @ KFHU
===============================
---- JC Gilpin wrote:
============
*
http://youtu.be/81XqGyZVRjw
That's a Spectrum Beaver, flown by factory test pilot Dennis Maland, about
20 years ago....
*
--
kugelair.com
________________________________________________________________________________
| From: | David Kulp <undoctor(at)ptd.net> |
There must be something about the name Dennis...
On 12/18/2011 6:35 PM, Ron @ KFHU wrote:
> --> Kolb-List message posted by: "Ron @ KFHU"
>
> truly impressive flying. I like it.
>
> Ron @ KFHU
> ===============================
> ---- JC Gilpin wrote:
>
> ============
> *
>
> http://youtu.be/81XqGyZVRjw
>
> That's a Spectrum Beaver, flown by factory test pilot Dennis Maland, about
> 20 years ago....
>
> *
>
> --
> kugelair.com
>
>
________________________________________________________________________________
| From: | "Ted Cowan" <tc1917(at)bellsouth.net> |
I would like to let the Kolbers know that Mr. Ronnie Smith of Miss. Lite
Aviation, has gone above and beyond. He knew of the rum rum harmonics of my
912UL and took action. He contacted Rotax and Rotax agreed that it very
well might be the gears in my engine making the noise. They send the gears
on warranty and we finally took the plane to Lucedale, Ms and he installed
them. I want to tell you, that made a big difference. I can turn the prop
now and actually feel and hear the pistons moving, a little gear noise but
pulls a whole lot easier. Up on top, there is a little engine harmonics but
that is probably just he engine, hear some do this. But, there is not the
harsh rum rum constantly as it was before. Much, much better. I thank Miss
Lite for their willingness to put forth the effort for their fellow flyers.
That is what makes life so much better. Now I can honestly say I have one
of the best aircraft in the world, Kolb Slingshot. That 912 makes it sing
instead of growl. If you ever need anything, go to Ronnie Smith. He runs
some great Rotax schools and I am sure his teaching is premier amongst the
schools. Thanks to all who put forth ideas to help the noise. I appreciate
it and I tried most everything that came across. It did end up being the
gears as I said all along. You can talk about your little engines all day
long, trying to find something cheaper and lighter and maybe stronger but I
really believe you are not going to find anything in the categories needed,
as strong and reliable as a Rotax. Am happy now. Ted Cowan, Slingshot,
912UL zoom zoom. p.s. now I can push it up to a hundred mph and not be
driven off the planet with the noise. 100 mph @ 5400 rpm max push flat and
level 85 @ 4700. still only burning 3 gals an hour.
________________________________________________________________________________
| From: | 1planeguy <1planeguy(at)kilocharlie.us> |
GREAT NEWS TED!!!
Jeremy
On 12/19/2011 7:10 AM, Ted Cowan wrote:
>
>
> I would like to let the Kolbers know that Mr. Ronnie Smith of Miss.
> Lite Aviation, has gone above and beyond. He knew of the rum rum
> harmonics of my 912UL and took action. He contacted Rotax and Rotax
> agreed that it very well might be the gears in my engine making the
> noise. They send the gears on warranty and we finally took the plane
> to Lucedale, Ms and he installed them. I want to tell you, that made
> a big difference. I can turn the prop now and actually feel and hear
> the pistons moving, a little gear noise but pulls a whole lot easier.
> Up on top, there is a little engine harmonics but that is probably
> just he engine, hear some do this. But, there is not the harsh rum
> rum constantly as it was before. Much, much better. I thank Miss
> Lite for their willingness to put forth the effort for their fellow
> flyers. That is what makes life so much better. Now I can honestly
> say I have one of the best aircraft in the world, Kolb Slingshot.
> That 912 makes it sing instead of growl. If you ever need anything,
> go to Ronnie Smith. He runs some great Rotax schools and I am sure
> his teaching is premier amongst the schools. Thanks to all who put
> forth ideas to help the noise. I appreciate it and I tried most
> everything that came across. It did end up being the gears as I said
> all along. You can talk about your little engines all day long,
> trying to find something cheaper and lighter and maybe stronger but I
> really believe you are not going to find anything in the categories
> needed, as strong and reliable as a Rotax. Am happy now. Ted Cowan,
> Slingshot, 912UL zoom zoom. p.s. now I can push it up to a hundred
> mph and not be driven off the planet with the noise. 100 mph @ 5400
> rpm max push flat and level 85 @ 4700. still only burning 3 gals an
> hour.
> *//*
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
>
Ted,
It is rewarding to hear that tenacity and perseverance has won out.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | russ kinne <russkinne(at)mac.com> |
Ted
DEE-lighted you got rid of your rum-rum. (now if that were only Bacardi --)
I'm sure it was finally worth all the aggravation. Glad your flying will be more
silent for you now.
Fair winds,
Russ
On Dec 19, 2011, at 7:10 AM, Ted Cowan wrote:
>
> I would like to let the Kolbers know that Mr. Ronnie Smith of Miss. Lite Aviation,
has gone above and beyond. He knew of the rum rum harmonics of my 912UL
and took action. He contacted Rotax and Rotax agreed that it very well might
be the gears in my engine making the noise. They send the gears on warranty
and we finally took the plane to Lucedale, Ms and he installed them. I want to
tell you, that made a big difference. I can turn the prop now and actually
feel and hear the pistons moving, a little gear noise but pulls a whole lot easier.
Up on top, there is a little engine harmonics but that is probably just
he engine, hear some do this. But, there is not the harsh rum rum constantly
as it was before. Much, much better. I thank Miss Lite for their willingness
to put forth the effort for their fellow flyers. That is what makes life so
much better. Now I can honestly say I have one of the best aircraft in the world,
Kolb Slingshot. That 912 makes it sing instead of growl. If you ever need
anything, go to Ronnie Smith. He runs some great Rotax schools and I am sure
his teaching is premier amongst the schools. Thanks to all who put forth
ideas to help the noise. I appreciate it and I tried most everything that came
across. It did end up being the gears as I said all along. You can talk about
your little engines all day long, trying to find something cheaper and lighter
and maybe stronger but I really believe you are not going to find anything
in the categories needed, as strong and reliable as a Rotax. Am happy now.
Ted Cowan, Slingshot, 912UL zoom zoom. p.s. now I can push it up to a hundred
mph and not be driven off the planet with the noise. 100 mph @ 5400 rpm max
push flat and level 85 @ 4700. still only burning 3 gals an hour.
>
>
>
>
>
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | 2011 List of Contributors |
Dear Listers,
The 2011 Matronics Email List and Forum Fund Raiser officially ended a couple of
weeks ago and its time that I publish this year's List of Contributors. Its
the people on this list that directly make the Email Lists and Forums possible.
Their generous contributions keep the servers and Internet connection up and
running!
You can still show your support this year and pick up a great gift at the same
time. The Contribution Web Site is fast, easy, and secure:
http://www.matronics.com/contribution
Or, by dropping a personal check in the mail to:
Matt Dralle / Matronics
581 Jeannie Way
Livermore CA 94550
I also want to thank Bob, Jon, and Andy for their generous support through the
supply of great gifts this year!! These guys have some great products and I encourage
you to visit their respective web sites:
Bob Nucklolls - AeroElectric - http://www.aeroelectric.com
Jon Croke - HomebuiltHELP - http://www.homebuilthelp.com
Andy Gold - The Builder's Bookstore - http://www.buildersbooks.com
And finally, I'm proud to present The 2011 Fund Raiser List of Contributors:
http://www.matronics.com/loc/2011.html
Thanks again to everyone that made a Contribution this year!!
Matt Dralle
Matronics Email List and Forum Administrator
________________________________________________________________________________
| From: | frank goodnight <frank.goodnight(at)att.net> |
| Subject: | time on 80 hp rotax |
Hi all and merry xmas with happy holidays!!
About to buy a 80 hp rotax , runs good but has 700 hrs.New in2004
hopefully some of you that fly these engines will share your thoughts with me,as
to what you think the value is, and assuming it's a good engine and I treat it
right
when will I need to worry about a overhaul.I know nothing about Rotax 4 strokes
other than
they have a good rep. And Kolbers seem to love both the 100 & 80 hp versions.
Any thoughts and info. will be well used and much appreciated.
Thanks Frank
firestar 2
HKS
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | time on 80 hp Rotax |
hopefully some of you that fly these engines will share your thoughts with
me,as
to what you think the value is, and assuming it's a good engine and I treat
it right
when will I need to worry about a overhaul. .
Thanks Frank
firestar 2
HKS
Frank G/Gang:
Give Ronnie Smith at South Mississippi Light Aircraft a call. He should be
able to answer your questions.
I have no idea about what its value is, so can't help you there.
When to overhaul? When it gets tired or tells you it has a problem. I'd do
a compression check initially, so I have a base line. Tachometer will also
tell you if the engine is getting tired. However, I don't think you will
have to worry about overhaul. Items that wear out soonest are carb parts
and spark plug connectors.
I have had an 80 HP and a 100 HP Rotax prior to the 912ULS (456.5 hours) I
now have. Both had between 1200 and 1300 hours on them when sold. Neither
had any problems and ran just as strong when sold as when new.
912 series engines are low maintenance. Change the oil and filter, spark
plugs, and clean the air filters. Check or change fuel filter. Check float
bowls once a month for any accumulated moisture.
No tinkering with carb adjustment except adjusting the fuel needles a notch
up or down in really cold weather if required. No experimentation with
jetting or spark plug heat ranges. It is nice to know the 912 is going to
perform well every time the airplane is pushed out of the hanger.
In 1994 I replace the 582 in my MKIII with a 912UL. That engine completely
changed the character/feel of my airplane.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | frank goodnight <frank.goodnight(at)att.net> |
| Subject: | Re: time on 80 hp Rotax |
HI John
Thanks for your thoughts.
It's a bunch colder here in north Arkansas than it was in Brownsville ,TX.
I Fly quite a bit more because my hanger is only 12 min from my house --
it was hour and 10 min in south Texas.
Stay warm and dry and Merry Xmas.
Frank
________________________________
From: John Hauck <jhauck(at)elmore.rr.com>
Sent: Wed, December 21, 2011 9:28:22 AM
Subject: RE: Kolb-List: time on 80 hp Rotax
hopefully some of you that fly these engines will share your thoughts with me,as
to what you think the value is, and assuming it's a good engine and I treat it
right
when will I need to worry about a overhaul..
Thanks Frank
firestar 2
HKS
Frank G/Gang:
Give Ronnie Smith at South Mississippi Light Aircraft a call. He should be able
to answer your questions.
I have no idea about what its value is, so can't help you there.
When to overhaul? When it gets tired or tells you it has a problem. I'd do a
compression check initially, so I have a base line. Tachometer will also tell
you if the engine is getting tired. However, I don't think you will have to
worry about overhaul. Items that wear out soonest are carb parts and spark plug
connectors.
I have had an 80 HP and a 100 HP Rotax prior to the 912ULS (456.5 hours) I now
have. Both had between 1200 and 1300 hours on them when sold. Neither had any
problems and ran just as strong when sold as when new.
912 series engines are low maintenance. Change the oil and filter, spark plugs,
and clean the air filters. Check or change fuel filter. Check float bowls once
a month for any accumulated moisture.
No tinkering with carb adjustment except adjusting the fuel needles a notch up
or down in really cold weather if required. No experimentation with jetting or
spark plug heat ranges. It is nice to know the 912 is going to perform well
every time the airplane is pushed out of the hanger.
In 1994 I replace the 582 in my MKIII with a 912UL. That engine completely
changed the character/feel of my airplane.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | time on 80 hp Rotax |
From: "John Hauck" <jhauck(at)elmore.rr.com>
Date: Wed, 21 Dec 2011 09:28:22 -0600
>Frank G/Gang:
.................
>I have had an 80 HP and a 100 HP Rotax prior to the 912ULS (456.5 hours) I
now have. Both had between 1200 and 1300 hours on them when sold. Neither
had any problems and ran just as strong when sold as when new.
.................
>
John,
Why did you decided to change to a new engine when the prior engine was
running so well?
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | time on 80 hp Rotax |
Why did you decided to change to a new engine when the prior engine was
running so well?
Jack B. Hart FF004
Jack H/Kolbers:
1200 hours was a mid-time engine for the "recommended" TBO. Figured we
could get the best price for them.
I have to thank Bruce Chesnut, owner of The New Kolb Aircraft Company, for
both my 912ULS engines. It was Bruce's way of expressing his appreciation
for the exposure I have given Kolb since 1984.
If I had not gotten support from Kolb, I would probably still be flying the
original 912 I bought in 1993.
Back in the old days when I was preparing for my first flight to Alaska, I
seized the 582 on my MKIII shortly after returning from Oshkosh 1993. Homer
Kolb, and everyone else close me, expressed I should get a 912 (there was no
912UL and 912ULS back then) to make the Alaska flight. However, no one was
offering to help me buy one. I was broke from rebuilding the MKIII that I
had destroyed during testing the previous year. I rebuilt the 582, got a
credit card, which I called my 912 card, traded the 582 to Ronnie Smith,
South Mississippi Light Aircraft, for a 912. Ronnie gave me a good trade in
for the 582. The balance was charged to the 912 credit card and eventually
paid off. With the help of these folks plus many, many Kolb people, and
others, I was able to make that 17,400 miles flight. I will be forever
appreciative of these people who gave so generously to make that flight
possible. BTW: No one has ever bettered that record made more than 17
years ago:
17,400 miles in 41 days, 232.0 flight hours, two sets of spark plugs, and
two oil changes. This flight demonstrated the Kolb MKIII was not just
another ultralight, and the 912 was not just another ultralight engine.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| Subject: | MK3x wings leading edge |
| From: | "Rick Lewis" <cktman(at)hughes.net> |
My intentions this summer was to cover my wings but everything else got in the
way so nothing happened. Now it's cold weather and I will be bringing my uncovered
wings back home to work on. That's really pittiful if you stop and think
about it. It took me only 3 weeks to build them and now it's been over a years
since I've touched them. [Embarassed]
I have had two mechanics ask me if I was planning on sheeting the leading
edge of the wings several inches back, before covering. I told them no but it
has gotten me to thinking about this. I can see some reasons for this but what
do you guy's think. It would be easy enough to do and would add very little
weight. This would also make and easy bonding area for the cloth.
--------
Rick Lewis
(VW Watercooled Engine)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=361420#361420
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | MK3x wings leading edge |
I have had two mechanics ask me if I was planning on sheeting the
leading edge of the wings several inches back
Rick Lewis
Rick L/Kolbers:
Based on observation of others that have, it will not improve performance.
I don't know if it will degrade the wing's capabilities or not.
I have never used a sheet metal leading edge on a Kolb. Homer did a good
job designing the wing. I fly it like Homer intended.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| Subject: | Short Short field take off and Landing |
| From: | "David d." <david(at)PaulowniaTrees.com> |
I found this to be of interest. Not Kolbs but could be maybe??
http://freedom4um.com/cgi-bin/readart.cgi?ArtNum=133255
David d.
--------
Kolb Mark IIIX 582 Blue head
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=361435#361435
________________________________________________________________________________
| From: | "Ron @ KFHU" <captainron1(at)cox.net> |
| Subject: | Re: MK3x wings leading edge |
Amazing!!! this is one of the things I have been thinking about, my latest iteration
of it is the have fiberglass cloth stretched over it, seems pretty simple
and easy, wet it first have it spread between two 1x1 planks of wood and stretch
it over the leading edges and secure the planks with bungi cords till it
cures. Should have a perfect fit. However I do remember a thread from a few years
ago when that was discussed and the consensus was to not do it as it would
contribute nothing!!! So I don't know which way to go on this topic.
=======================
---- Rick Lewis wrote:
============
My intentions this summer was to cover my wings but everything else got in the
way so nothing happened. Now it's cold weather and I will be bringing my uncovered
wings back home to work on. That's really pittiful if you stop and think
about it. It took me only 3 weeks to build them and now it's been over a years
since I've touched them. [Embarassed]
I have had two mechanics ask me if I was planning on sheeting the leading
edge of the wings several inches back, before covering. I told them no but it
has gotten me to thinking about this. I can see some reasons for this but what
do you guy's think. It would be easy enough to do and would add very little
weight. This would also make and easy bonding area for the cloth.
--------
Rick Lewis
(VW Watercooled Engine)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=361420#361420
--
kugelair.com
________________________________________________________________________________
| From: | "Pat Ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Short Short field take off and Landing |
While in Fairbanks a few years ago, I went on a river .trip The captain
stopped in midstream and called up on a loud hailer a guy sitting next to a
Supercub in his riverside back lot. This guy had taken down the fence
between his property and his neighbours to make a usable strip.
The SuperCub was run up, the pilot opened the throttle and stood the plane
on the mains only. He released the brakes, leapt into the air and did the
tightest circuit imaginable and landed again. I timed it and as far as I
remember the time was about 90 seconds between releasing the brakes and
landing again. Incredible
Merry Christmas everyone
Pat
________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
| Subject: | Re: MK3x wings leading edge |
- Rick- The discussion of putting metal on the leading edge was about two
years ago.- I had asked about it, because my Firestar came with two sets
of wings.- One had the first 15" or so with a flashing thickness of alum
inum under the Stits.- There is no gain to it, and it only adds weight an
d additional labor.- John's advice is solid- they work best as Homer desi
gned them.- Save yourself the time, weight, money, and labor, and just go
stock.
- You might find the comments in the archives under "Firestar rebuild".
-------------------------
-------------------------
--- Bill Sullivan
-------------------------
-------------------------
--- Windsor Locks, Ct.
-------------------------
-------------------------
--- FS 447
--- On Thu, 12/22/11, Ron @ KFHU wrote:
From: Ron @ KFHU <captainron1(at)cox.net>
Subject: Re: Kolb-List: MK3x wings leading edge
Date: Thursday, December 22, 2011, 1:53 AM
Amazing!!! this is one of the things I have been thinking about, my latest
iteration of it is the have fiberglass cloth stretched over it, seems prett
y simple and easy, wet it first have it spread between two 1x1 planks of wo
od and stretch it over the leading edges and secure the planks with bungi c
ords till it cures. Should have a perfect fit. However I do remember a thre
ad from a few years ago when that was discussed and the consensus was to no
t do it as it would contribute nothing!!! So I don't know which way to go o
n this topic.
=======================
---- Rick Lewis wrote:
============
My intentions this summer was to cover my wings but everything else got in
the way so nothing happened.- Now it's cold weather and I will be bringin
g my uncovered wings back home to work on.- That's really pittiful if you
stop and think about it.- It took me only 3 weeks to build them and now
it's been over a years since I've touched them.- - [Embarassed]--
-
- ---I have had two mechanics ask me if I was planning on sheeting
the leading edge of the wings several inches back, before covering.- I to
ld them no but it has gotten me to thinking about this.- I can see some r
easons for this but what do you guy's think.- It would be easy enough to
do and would add very little weight.- This would also make and easy bondi
ng area for the cloth.
--------
Rick Lewis
(VW Watercooled Engine)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=361420#361420
--
kugelair.com
le, List Admin.
le, List Admin.
________________________________________________________________________________
| Subject: | Re: MK3x wings leading edge |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
Rick Lewis wrote:
> I have had two mechanics ask me if I was planning on sheeting the leading
edge of the wings several inches back, before covering. I told them no but
it has gotten me to thinking about this. I can see some reasons for this but
what do you guy's think. It would be easy enough to do and would add very little
weight. This would also make and easy bonding area for the cloth.
Total waste of time and money. If it only adds 2 pounds, it's still a waste of
time and money. As far as bonding area for the cloth - you will get all the bonding
area you need when you wrap the cloth around the leading edge.
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
richard (at) bcchapel(dot)org
Kingsport, TN 3TN0
Now faith is the substance of things hoped for, the evidence of things not seen.
Hebrews 11:1
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=361466#361466
________________________________________________________________________________
| From: | Eugene Zimmerman <etzimm(at)gmail.com> |
| Subject: | Re: MK3x wings leading edge |
Yup, and not only that , but even the slightest little bump and you have
a permanent unsightly ding.
On Dec 22, 2011, at 8:40 AM, Richard Pike wrote:
> Total waste of time and money. If it only adds 2 pounds, it's still a
waste of time and money. As far as bonding area for the cloth - you will
get all the bonding area you need when you wrap the cloth around the
leading edge.
>
> --------
> Richard Pike
> Kolb MKIII N420P (420ldPoops)
> richard (at) bcchapel(dot)org
> Kingsport, TN 3TN0
> Now faith is the substance of things hoped for, the evidence of things
not seen.
> Hebrews 11:1
________________________________________________________________________________
| Subject: | Fwd: Brain Study |
| From: | Gary Aman <zeprep251(at)aol.com> |
I figure every Kolb owner/operator can do this if he can read a weather br
ief.
Brain Study....
Wow! It took me a few seconds, but then I got the hang of it...
I=99ve seen this with the letters out of order, but this is the first
time I=99ve seen it with numbers.
F1gur471v3ly 5p34k1ng?
Good example of a Brain Study: If you can read this you have a strong mind:
7H15 M3554G3 53RV35 7O PR0V3 H0W 0UR M1ND5 C4N D0 4M4Z1NG 7H1NG5! 1MPR3551V
3 7H1NG5! 1N 7H3 B3G1NN1NG 17 WA5 H4RD BU7 N0W, 0N 7H15 LIN3 Y0UR M1ND 1S R
34D1NG 17 4U70M471C4LLY W17H 0U7 3V3N 7H1NK1NG 4B0U7 17, B3 PROUD! 0NLY C3R
741N P30PL3 C4N R3AD 7H15.
PL3453 F0RW4RD 1F U C4N R34D 7H15.
________________________________________________________________________________
| From: | David Kulp <undoctor(at)ptd.net> |
| Subject: | Rotax 447 fan holding tool |
I need to adjust the fan belt on my 447 and need a $20 plus S&H fan
holding tool to loosen the bolt. I also must wait for delivery and may
miss the few remaining flying days before the deep freeze and snow
drifts bring it to an end. Has anyone devised a homemade tool to hold
the fan? If so I'd sure appreciate knowing how you did it.
Thanks,
Dave Kulp
Bethlehem, PA
FireFly 11DMK
________________________________________________________________________________
| From: | "Ron @ KFHU" <captainron1(at)cox.net> |
| Subject: | Re: Fwd: Brain Study |
1ats k8uht
Ron @ KFHU
================
---- Gary Aman wrote:
============
I figure every Kolb owner/operator can do this if he can read a weather brief.
Brain Study....
Wow! It took me a few seconds, but then I got the hang of it...
Ive seen this with the letters out of order, but this is the first time Ive seen
it with numbers.
F1gur471v3ly 5p34k1ng?
Good example of a Brain Study: If you can read this you have a strong mind:
7H15 M3554G3 53RV35 7O PR0V3 H0W 0UR M1ND5 C4N D0 4M4Z1NG 7H1NG5! 1MPR3551V3 7H1NG5!
1N 7H3 B3G1NN1NG 17 WA5 H4RD BU7 N0W, 0N 7H15 LIN3 Y0UR M1ND 1S R34D1NG
17 4U70M471C4LLY W17H 0U7 3V3N 7H1NK1NG 4B0U7 17, B3 PROUD! 0NLY C3R741N P30PL3
C4N R3AD 7H15.
PL3453 F0RW4RD 1F U C4N R34D 7H15.
--
kugelair.com
________________________________________________________________________________
| Subject: | Re: MK3x wings leading edge |
| From: | "Jimmy Young" <jdy100(at)comcast.net> |
Would an alum. sheet leading edge offer much in the way of leading edge protection,
say in the event of a bird strike? It seems to me it may.
I recall reading a post about John H. having a leading edge failure years back.
Jimmy Young
Kolb FS II, HKS propelled
Houston, TX
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=361523#361523
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: MK3x wings leading edge |
Leading edge sheeting is generally used in aircraft with a full depth flat
spar, not a tube spar like our Kolbs. When you sheet the leading edge and
attach it top and bottom to a flat spar, it forms a "D-tube" and provides a
great deal of torsional rigidity (which is provided on Kolbs by the large
tube spar).
I suspect a sheeted leading edge would be damaged more by a bird strike
than fabric... and harder to repair, too.
John H's leading edge failure was, I believe, caused by failure of the
internal diagonal bracing inside the wing.
As soon as you add rigid structure to an aircraft you essentially have a
new design, and need to have the ability to do a full structural analysis
of the new structure. Adding structure to make one area stronger can move
the load paths and actually make the total structure weaker.
-Dana
At 05:37 AM 12/23/2011, Jimmy Young wrote:
>
>Would an alum. sheet leading edge offer much in the way of leading edge
>protection, say in the event of a bird strike? It seems to me it may.
>
>I recall reading a post about John H. having a leading edge failure years
>back.
--
Why are hemorrhoids called "hemorrhoids" instead of "assteroids"?
________________________________________________________________________________
| From: | "Jmmy Hankinson" <jhankin(at)planters.net> |
Would someone post or e-mail me the New Kolb web address.
Thanks.
Jimmy Hankinson
Rocky Ford, Ga.
912 863 7384
N6007L, Firefly
Oge9 rocky ford
jhankin(at)planters.net
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Would someone post or e-mail me the New Kolb web address.
Thanks.
Jimmy Hankinson
Jimmy H/Kolbers:
Here ya go: http://www.kolbaircraft.com/index.html
Merry Christmas to every Kolber and their families. May we all have a
wonderful, safe New Year.
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | gliderx5(at)comcast.net |
| Subject: | Re: Rotax 447 fan holding tool |
Dave
I made my own from 1/16 steel, with an arm to engage the housing and 3 tabs to
hold the fan. Also made a tool to hold the flywheel from 1/4 aluminum. I am trying
to attach a photo, but it may not work (never been successful in the past.
Malcolm Morrison
Port Matilda, PA
http://home.comcast.net/~mmorrison123/
----- Original Message -----
From: "David Kulp" <undoctor(at)ptd.net>
Sent: Thursday, December 22, 2011 5:23:20 PM
Subject: Kolb-List: Rotax 447 fan holding tool
I need to adjust the fan belt on my 447 and need a $20 plus S&H fan
holding tool to loosen the bolt. I also must wait for delivery and may
miss the few remaining flying days before the deep freeze and snow
drifts bring it to an end. Has anyone devised a homemade tool to hold
the fan? If so I'd sure appreciate knowing how you did it.
Thanks,
Dave Kulp
Bethlehem, PA
FireFly 11DMK
________________________________________________________________________________
| From: | David Kulp <undoctor(at)ptd.net> |
| Subject: | Re: Rotax 447 fan holding tool |
________________________________________________________________________________
| From: | David Kulp <undoctor(at)ptd.net> |
| Subject: | Re: Rotax 447 fan holding tool |
________________________________________________________________________________
| From: | "George Bearden" <gab16(at)sbcglobal.net> |
> I suspect a sheeted leading edge would be damaged more by a bird strike
than fabric...
In the event of a bird strike I think I would be thinking more about how in
other cases bird strikes have perforated the leading edge of wings,
introducing a 'ram-air' effect that puffs the fabric out like a balloon and
strips it off of the ribs and brings about death of the pilot. But then I'm
just a novice...
It wasn't a Kolb it happened to, and the dead pilot didn't have rib
stitching or rivets, but I think those thoughts would still go through my
mind.
GeoB
________________________________________________________________________________
| Subject: | Re: bird strikes |
| From: | "FIRESTARII" <CCMFarms(at)aol.com> |
:D Just imagine what went through the birds head!!! Happy Holidays everybody!
Fly Safe!
--------
Low and Slow FireStar II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=361598#361598
________________________________________________________________________________
| From: | "Pat Ladd" <pj.ladd(at)btinternet.com> |
Merry Christmas to Big Lar wherever you are
from
Pat and Wendy in a warmish but wet UK.
________________________________________________________________________________
| Subject: | Re: bird strikes |
| From: | "Ralph B" <rstar447(at)gmail.com> |
I had a bird strike during a takeoff in my Firestar. This happened years ago and
I didn't know what happened at first because the Firestar had a slight vibration
and it was yawing to the left. I was 36 miles from home and was ready to
put into a field, but the vibration wasn't getting worse and I used right rudder
to keep it flying straight. I flew the 36 miles home and made a good landing.
I got out and found a dent in the top left wing at the last rib. The bird had
pushed it in about a half inch. I remember seeing a large bird off my left
wing and thought I missed it. I made the repairs to the wing and have been flying
it for many years. I was fortunate that it didn't strike the leading edge
as that would have been more serious. Most of the time birds get out of the way,
but I have noticed that hawks and eagles seem to think they own the sky and
don't want to move out of the way.
Ralph
--------
Ralph B
Original Firestar 447
N91493 E-AB
1000 hours
24 years flying it
Kolbra 912UL (engine and avionics stolen on 5/17/11. Hanger break-in)
N20386
done flying it
150 hrs
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=361622#361622
________________________________________________________________________________
| From: | Jon LaVasseur <firestar503(at)yahoo.com> |
Kolb folks,=0A-=0AMERRY CHRISTMAS EVERYONE!=0A-=0ARemember the reason f
or the season.=0A-=0AJon L=0AMinnesota
________________________________________________________________________________
| From: | "Ron @ KFHU" <captainron1(at)cox.net> |
| Subject: | Re: Merry Christmas |
Merry Christmas and a Happy New Year everybody.
Is it just me or has some sort of transformation taken place, I hardly anymore
see the Happy New Year being added as a standard Holiday Greeting. Back in the
day that was always said.
Ron @ KFHU
________________________________________________________________________________
| Subject: | Re: Merry Christmas |
| From: | "ces308" <ces308(at)ldaco.com> |
Merry Christmas to everyone ! Have a safe year flying !
chris ambrose
Kolb Mark 3 Xtra / Jabiru A-2200
N327CS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=361659#361659
________________________________________________________________________________
| From: | Phil <phactor9(at)yahoo.com> |
| Subject: | Paint sprayer recommendations? |
I'm in the market for a paint sprayer. I'm leaning toward a low-end HVLP, h
opefully not exceeding $300-ish. Lowe's has three models; HV1900USG, HV2900
USG and HV3900USG ($90 to $150). Sears has a couple (Campbell Hausfeld HV20
02 -$200 and HV2500 - $300). Then there's Harbor Freight ($100).
So, what experiences does everyone have?
http://www.sears.com/shc/s/p_10153_12605_00988586000P?prdNo=1
http://www.lowes.com/ProductDisplay?partNumber=326055-89183-HV3900USG
http://www.harborfreight.com/high-volume-low-pressure-spray-gun-kit-44677.h
tml
Phil H.
-
________________________________________________________________________________
| From: | Michael Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Re: Paint sprayer recommendations? |
Hey big Phil,
I have the Sears Campbell Hausfeld one. I like it a lot. Easy to use, easy
to adjust. Works good for me.
Mike Welch
________________________________________________________________________________
| Subject: | Re: Paint sprayer recommendations? |
| From: | David Kulp <undoctor(at)ptd.net> |
Phil,
Be sure to consider the type that has the paint canister on top.
My next one will, for sure.
Dave Kulp
Bethlehem, PA
FireFly11DMK
Sent from my iPhone
On Dec 26, 2011, at 12:24 PM, Phil wrote:
> I'm in the market for a paint sprayer. I'm leaning toward a low-end HVLP, h
opefully not exceeding $300-ish. Lowe's has three models; HV1900USG, HV2900U
SG and HV3900USG ($90 to $150). Sears has a couple (Campbell Hausfeld HV2002
-$200 and HV2500 - $300). Then there's Harbor Freight ($100).
>
> So, what experiences does everyone have?
>
> http://www.sears.com/shc/s/p_10153_12605_00988586000P?prdNo=1
> http://www.lowes.com/ProductDisplay?partNumber=326055-89183-HV3900USG
> http://www.harborfreight.com/high-volume-low-pressure-spray-gun-kit-44677.
html
>
> Phil H.
>
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
________________________________________________________________________________
| From: | Phil <phactor9(at)yahoo.com> |
| Subject: | Re: Paint sprayer recommendations? |
Right - gravity feed. I heard they use all the paint but are typically pint
-capacity, whereas the siphon feeds leave some at the bottom and are usuall
y quart capacity. I still would prefer the gravity feed.
I also just found the Fuji line of Mini-Mite 3-stage and 4-stage systems (s
ee http://hvlp.net/ and http://hvlpsales.com/). Isn't it funny how you shel
l out a few thousand for the covering kit and paint, and then try to get ch
eap when it comes to buying the equipment to apply it?
-
Phil
--- On Mon, 12/26/11, David Kulp wrote:
From: David Kulp <undoctor(at)ptd.net>
Subject: Re: Kolb-List: Paint sprayer recommendations?
Date: Monday, December 26, 2011, 3:24 PM
Phil,
Be sure to consider the type that has the paint canister on top.
My next one will, for sure.-
Dave Kulp
Bethlehem, PA
FireFly11DMK
Sent from my iPhone
On Dec 26, 2011, at 12:24 PM, Phil wrote:
I'm in the market for a paint sprayer. I'm leaning toward a low-end HVLP, h
opefully not exceeding $300-ish. Lowe's has three models; HV1900USG, HV2900
USG and HV3900USG ($90 to $150). Sears has a couple (Campbell Hausfeld HV20
02 -$200 and HV2500 - $300). Then there's Harbor Freight ($100).
So, what experiences does everyone have?
http://www.sears.com/shc/s/p_10153_12605_00988586000P?prdNo=1
http://www.lowes.com/ProductDisplay?partNumber=326055-89183-HV3900USG
http://www.harborfreight.com/high-volume-low-pressure-spray-gun-kit-44677.h
tml
Phil H.
-
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3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
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3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
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3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
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3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
________________________________________________________________________________
| From: | Bob Green <bgreen(at)bimi.org> |
| Subject: | RE: Kolb-List Digest: 1 Msgs - 12/25/11 |
Merry Christmas and Happy New Year to you too Chris.
Bob Green
MKIIIX project
N830PB
________________________________________________________________________________
| From: | David Kulp <undoctor(at)ptd.net> |
| Subject: | Re: Paint sprayer recommendations? |
Ahhh, for sure. That's the nature of the beast... The human beast!
A blessed and prosperous year to all Kolbers and those you love!
Dave Kulp
Bethlehem, PA
FireFly 11DMK
On 12/26/2011 4:01 PM, Phil wrote:
November 22, 2011 - December 26, 2011
Kolb-Archive.digest.vol-lz