Today's Message Index:
----------------------
1. 12:06 AM - Re: bushings (Larry Bourne)
2. 08:15 AM - Mark III Classic vs Xtra (Leonard S.Voelker)
3. 08:28 AM - Flutter (Leonard S.Voelker)
4. 11:05 AM - Kolb engines ()
5. 12:42 PM - Re: EIS Problem (Richard Swiderski)
6. 01:28 PM - Re: bushings (woody)
7. 01:29 PM - Re: check out (woody)
8. 02:25 PM - Re: Untitled Document (John Hauck)
9. 02:37 PM - Re: bushings (John Hauck)
10. 03:00 PM - Re: Untitled Document ()
11. 03:06 PM - reservation of N number ()
12. 03:36 PM - Re: Mark III Classic vs Xtra (Bill Futrell)
13. 03:38 PM - Re: Untitled Document (Robert Laird)
14. 03:49 PM - alumimun coatings (b young)
15. 04:42 PM - Re: bushings (Larry Bourne)
16. 05:30 PM - thanks to Len (Paul Petty)
17. 05:55 PM - Re: bushings (Larry Bourne)
18. 06:08 PM - Re: thanks to Len (Richard Harris)
19. 06:43 PM - Re: Untitled Document (Christopher Armstrong)
20. 06:50 PM - Re: thanks to Len (Larry Bourne)
21. 07:09 PM - Re: bushings (woody)
22. 07:13 PM - Re: reservation of N number (jerb)
23. 07:25 PM - Re: bushings (John Hauck)
24. 07:59 PM - Re: bushings (John Hauck)
25. 08:37 PM - [ Sandy Hegyi ] : New Email List Photo Share Available! (Email List Photo Shares)
26. 08:39 PM - [ Gregg Waligroski ] : New Email List Photo Share Available! (Email List Photo Shares)
Message 1
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--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
At risk of starting a fire storm, I have to agree. I think I'd want the
pins to be softer, (slightly) since they WOULD be much easier to change
than the bushings. Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose
www.gogittum.com
----- Original Message -----
From: "bob n" <ronoy@shentel.net>
Subject: Re: Kolb-List: bushings
> --> Kolb-List message posted by: bob n <ronoy@shentel.net>
>
> If the bushings are welded in, then if they wear more than the mating
> pins, it's a mess cutting out the worn bushings. Better change the worn
> pins--they are more readily exchanged. Just an idea...
>
> Bob N.
>
>
Message 2
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| Subject: | Mark III Classic vs Xtra |
--> Kolb-List message posted by: "Leonard S.Voelker" <lenvoelker@ccis.com>
Hi, Paul Petty and Kolbers,
I started building the Classic but switched to the Xtra when I ordered the fuselage
kit. I also had to order the bigger horizontal stabilizer kit (which turned
into a shipping fiasco). I will also have to drop the horizontal stabilizer's
forward attach brackets from near the top of the fuselage tube to a point about
half way down. Man do I hate to squeeze those big stainless steel pop rivets.
The fuselage kit that I got was #16, so I'm building one of the twenty or
so early versions of the Xtra. The early version has two control sticks and a
big center console with a little tiny instrument panel up close and personal
instead of way down by your ankles. This arrangement is quite heavy so New Kolb
redesigned it with a single control stick between the pilot and passenger and
perhaps have eliminated much of the center console to save weight. I can't tell
for sure from their pictures exactly what the cockpit is like now. The main
problem that I have had is the lack of comprehensive fuselage cage build up
instructions for the early Xtra. I would guess that New Kolb has rectified that
now with the current Xtra version but I still haven't received much info. for
the early version. On occasion New Kolb did respond via E-mail with photographs
of construction details when queried. New Kolb sez that they haven't drawn
up the appropriate figures for me yet but may get a round tu-it soon. With only
twenty customers or so building this version, I'm not holding my breath.
I had also ordered the 19 gal fuel tank but New Kolb recently recalled it and I'm
now installing the standard two five-gal. tanks using the old Classic instructions.
New Kolb sez that someone in Wyoming has installed four of these tanks
in his Mark III to get the extended range desired. Range suddenly becomes important
here out West when so much of the terrain is desert and mountains, there
are fewer airports and sudden strong headwinds can pop up at any time.
New Kolb advised that it would probably be better to put an 80 hp Rotax 912 engine
on my aircraft rather than the Rotax 582 because of the additional airframe
weight (they sure do push those Rotax engines). I had ordered the 582 mounts
to be welded onto my airframe so I will probably have to change them, too. I
can't afford the Rotax 912 and so I am looking for a lower cost equivalent. New
Kolb didn't like the Verner 1400 and I'm not sure that they even support the
Jabiru any more. I think that the issue with the Jabiru was more related to it
having a direct drive propeller (with less than sterling climb performance)
rather than being unreliable.
I think that my engine requirements should include a 4-stroke, bed-mounted engine
with a PSRU. The installation should not weigh much more than the Rotax 912
and should use auto gas instead of 100LL. As a first time builder with little
power plant smarts I would have liked a fully developed firewall forward engine
installation kit for the Mark III, which I think New Kolb only provides now
for the Rotax 582 and 912. With guidance from the Kolb List the two best alternatives
so far seem to be the VW conversion kit offered by Great Plains and a
BMW conversion. The BMW is a great engine designed with a whopping 75% duty cycle
and is famous around motor cycle racing circles for its high rpm durability.
The BMW is especially popular in England, the rest of Europe and South Africa
in individual light aircraft conversions. It is also cheaper and lighter
in weight than the VW. However, Great Plains has done considerable formal research
and testing of VW conversions for several aircraft but have not looked into
Kolb aircraft applications yet. Their Web site indicates, though, that they
have a redrive configuration that should work well and should be able to be bed-mounted
(most VW conversions are set up for firewall mounting). Oddly though,
while this configuration only has a 7.3:1 instead of 8:1compression ratio,
it can be operated at higher rpms than other VW conversions at Great Plains.
On take off and climb it can produce a whopping 100 hp before going to continuous
80 hp for cruise. Auto gas is preferred and, in fact, 100LL is not recommended.
The complete full up weight including the starter and alternator (and battery?)
but minus the prop, engine mount and exhaust stack for this engine installation
is listed as 191 pounds. This is about 20 pounds more than for the Rotax
912 but tolerable.
The BMW expert on the Kolb list appears to be Hans van Alphen and the VW expert
seems to be Richard Neilsen. Their knowledge and experience on the subject is
certainly impressive.
While New Kolb advertizes max. cruise speeds of 85 mph or more for the Mark III
Xtra most Kolbers seem to prefer slower flight. The Mark III was never intended
to be a great cross country speed machine but John Hauck has been everywhere
with his Classic, even twice to Alaska. John, a main staple on the list, is
without doubt THE leading authority on Kolbs and probably knows more about them
than even New Kolb itself. Me, I'm just a newby and am a long ways from flying
my aircraft yet.
Good luck with whatever you choose.
Len Voelker
Mark III Xtra/?
Message 3
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--> Kolb-List message posted by: "Leonard S.Voelker" <lenvoelker@ccis.com>
Hi, Mark Richardson and Kolbers,
In reviewing old Digests it seems that I totally missed responding to your intriguing
post on Nov. 25. For that I most humbly apologize. No excuse but I'm trying
to make up for it now. You had described a two-second flutter incident seemingly
triggered by encountering wake turbulence from an aircraft ahead and had
asked whether free-play in the lift strut fittings had played a role. That's
a very good question but difficult to answer. Anyway, here goes.
The short answer is "possibly", but I think that it would have taken a really big
air "bump" to get things going. Here's my logic. During flight, lift struts
are normally loaded in really big tension with the whole airplane hanging on
them. The wing root is pinned to the fuselage as well as midspan at the wing strut
fitting. Under these normal conditions the pins are all wonderfully preloaded
and the dynamic situation is predictably linear. There are no free-play effects
and the configuration remains aeroelastically stable. However, I can imagine
that if you encountered a gust that was big enough to, for an instant, simultaneously
unload the fittings (zero g's) as well as "twang" the wing just
right, the wing's normal first bending vibration mode might, just for an instant,
change to a different one effectively pinned only at the wing root. This "new"
mode could couple with the aileron rotation mode at a much lower airspeed
to produce flutter. However, the oscillation amplitudes could only be sustainable
if the dynamic overshoot effects were so big as to unload the wing strut
fittings during part of each cycle of oscillation. Repeatedly getting all of these
initial conditions to occur just right seems highly improbable to me. I would
venture a guess that even if you attempted get it going again by every trick
imaginable you couldn't do it. Probably wouldn't want to, either. Anyway,
your recovery procedure was very effective and exactly right. If by bad luck such
oscillations should ever happen to you again, be comforted by the knowledge
that you know how to stop them before something breaks. As you found out, instant
and proper recovery action is what counts. But don't get too cocky (highly
unlikely, I'm sure). If this had been a case of truly linear classical flutter,
the oscillation amplitudes could have built up to catastrophic proportions
in only a second or so from onset with little chance for recovery by anybody
including steely eyed test pilots with ice water in their veins. Also note that
the above dialog is all purely conjecture since dynamically non-linear effects
on flutter are really not well understood by anybody. So much for possible
wing strut fitting free-play effects on flutter.
What really intrigued me was your mention of a friend who has a plans-built Kitfox
IV with an extreme case of elevator flutter. Now us flutter weenies just
love "extreme" cases (we're a sadistic lot, don't you know). Even so, I would
need a lot more information before I could begin to provide any credible recommendations.
What does the flutter mode look like? Are the elevators moving symmetrically
or antisymmetrically and at what frequency (fast or slow)? What mode
are they coupling with? Is it horizontal stabilizer vertical bending, aft fuselage
torsion or aft fuselage vertical bending? What are the structural details
of the whole empennage and aft fuselage, especially those that may differ
from kit Kitfoxes? Have any kit Kitfoxes (how redundant) had similar occurrences?
At what minimum airspeed does this elevator flutter occur and what triggers
it?
Since there are so many questions, perhaps you could put me in touch with your
friend directly. E-mail is probably the best way but my phone number is (760)
373-3949, just in case he doesn't have a computer.
This reminds me of a story about elevator flutter. Although it didn't happen to
a Kolb aircraft it could have, and so there may be some valuable insight here.
Way back thirty years ago or so, Piper Aircraft had successfully developed a small
twin which was selling like hotcakes. At customer requests a few of these
were modified to include, among other things, an aft fuselage baggage door and
re-routing the empennage flight control cables higher over the expanded baggage
compartment. All of a sudden these modified aircraft were crashing right and
left and Piper was losing customers faster than they could find new ones. In
total desperation to find out why, they secretly came to NASA Dryden Flight Research
Center for answers. Since NASA didn't know what was happening either they
simply outfitted one of these modified aircraft with high-speed movie cameras
all over the place and flew it with a very brave NASA test pilot. All of a
sudden the airplane began to shake violently. The pilot instantly pulled the
throttle and gingerly pitched the aircraft up. The oscillations stopped after
four or five seconds and the pilot was able to return the aircraft to base for
a successful landing. Post flight inspection showed that the horizontal tail
was severely twisted and bent and just barely hanging on. The damage was so severe
that the tail was not repairable and had to be replaced. Review of the movies
showed some of the best airborne photography ever obtained of actual horizontal
tail flutter on a real airplane.
The all-moving horizontal tail's first vertical bending mode was coupling with
aft fuselage first vertical bending. After much study it was deduced that the
modification which caused the problem on the previously flutter-free tail was
the baggage door. Re-routing the control cables had nothing to do with the problem.
Cutting a big hole in the side of the fuselage for this door had seriously
reduced the fuselage's vertical bending stiffness in spite of doublers around
the hole which had been added for more than sufficient strength. As I recall
from reports (this all happened before I got to Dryden), the cure was to add
a single counter balance weight to the stabilizer inside the aft fuselage. Anyway,
Piper was greatly relieved and went on to sell many more of these aircraft
without further incident. The test pilot, with thousands of flight hours in
all kinds of aircraft, told me much later that these flight tests in this relatively
simple aircraft were probably the closest he had ever come to being killed.
The lesson here for Kolb's is to make sure that you don't cut big holes in that
aft fuselage tube or do anything else to significantly reduce its bending or
torsion stiffness. Little dings and dents probably don't matter much unless a
fatigue crack develops but, obviously, big cave-ins could cause a serious problem.
Fly safe and flutter free.
Len Voelker
Mark III Xtra/?
Message 4
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--> Kolb-List message posted by: <rowedl@highstream.net>
Len,
This opinion is worth what you are paying for it.
If reliability and range are your biggest concerns, but the cost of a new 912 is
a problem. I think you should use the time period while you build the airframe
to locate a good used 912.
So many folks are converting over to 100hp 912s that there should be a good many
used 80hps available. Well known Rotax shops like Lockwood, CPS, Greensky,
etc, should have sound used engines setting on their shelves. The Kolb list
and other internet sources should be of great value in locating an engine.
I would think if you shop hard that you will turn up a good deal with all this
time on your side.
80hp is way more than enough for a Mk-3.
In fact the Mk-3 airframe was originally conceived to handle the 65hp 582 because
so many folks were putting 582s on Mk-2s against TOKs recomendations.
I am surprised that Kolb is not concerned about the 100hp engines.
I don't think a better engine exists for this aircraft than the 912.
I myself may someday update to one, when the money is in my pocket.
The 912 is the best way to avoid being a test pilot.
Denny Rowe
MK-3 almost finished
690L-70
Gull wing doors and custom rear enclosure.
Leechburg, PA
Message 5
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--> Kolb-List message posted by: "Richard Swiderski" <swiderski@advanced-connect.net>
Ken,
I had a similar intermitant rpm reading. Mine only happened after
battery bacame fully charged. I put a small load (parking light) on &
problem went away, switched load off & problem came back. Some regulators
apparently are not fully compatible with EIS.
Intermitant RF noise might be regulator going in & out. Are all your
voltage & kill switch wires shielded? Swapping to other yellow wire or
between both, depending if your are uing one or two of the yellow, sometimes
makes a difference ( this does not seem logical as its AC, but it has a
precedent.)
Richard Swiderski
>
> Gentlemen,
>
> I'm having 2 problems>>>>
>
> Second problem, more serious, got EIS RPM indication drift. I
> have a 503 and flying along at or near cruise RPM and never at idle,
> EIS RPM indication is steady. Intermittently, it will go to 0.
> Stays there for a while, sometimes a long time, sometimes short.
> Then, magically goes back to proper reading. If RPM indication is
> steady and I turn my strobes on, the RPM indication will wander from
> proper, down to 1500 (or whatever, never the same), back to proper,
> etc, timed with each strobe flash. If the RPM is reading 0 and I
> turn the flash on, it will wander like before and when I turn the
> strobe off, the RPM goes back to 0. I sent the EIS ack the Grand
> Rapids with another problem a few months ago and they ran a
> diagnostic-- showed the box to be functioning normally (after they
> cleaned the spider and mud dauber nests off the main board). So, the
> EIS box is not the primary suspect.
>
> On top off all this, I get intermittent RF interference that
> varies with actual RPM. Lasts a minute or two, then goes away. Can't
> time the RF with the RPM problem or the strobes. I am running BR8ES
> plugs. RF
> problems show up whether the strobes are off or on. Can't imagine
> what would give intermittent RF-
>
> Have the strobe box tied directly into the battery with a switch
> right by the battery. RPM indication is tied to one of the yellow
> lighting coils. I moved it to the gray wire, but it read 0 all the
> time, so I assume something is wrong with the gray wire. Problem may
> be getting worse, but can't really tell 'cause I've been flying for
> longer periods lately.
>
> Talked to both Kuntzleman and EIS people-
>
> I thought about a short or a bad ground or loose connections, but
> all other EIS indications are stable. Voltage reading is in the 12.5
> volts range idling with no loads applied, tho I haven't looked at it
> when the problems are present.
>
> Could this be a bad lighting coil? Could it be a bad voltage
> regulator? Could the coils be failing and give off all kinds of trashy
> EMF intermittently?
>
> This problem I have to get fixed before I can take "My Mistress"
> out of the area. Even tho I have "learned" my RPM's by sound and
> feel, I don't think I'll take a long cross country till I get this
> ironed out.
>
>
> I had to repitch my prop so that I could keep up with John
> Williamson in his Kolbra. I'm on the firewall and he's barely staying
> in the air...
>
> I need you guy's help with these problems. I've done about all
> that I know to do and these gremlins just won't go away.
>
> I didn't spend good money and all this time and effort to get a
> "Hangar Queen."
>
> --
>
>
> Do Not Archive
>
> *********************
> Ken W. Korenek
>
> ken-foi@attbi.com
>
>
> Kolb FireStar II, "My Mistress"
> Rotax 503, Oil Injected
> 3 Blade Powerfin
> http://home.attbi.com/~KolbraPilot/TX_files/image019.jpg
>
>
> Six Chuter SR7-XL "Elmo"
> Powered Parachute
> Rotax 582, Oil Injected
> 3 Blade PowerFin
> http://home.attbi.com/~KolbraPilot/TX_files/image021.jpg
>
>
> 4906 Oak Springs Drive
> Arlington, Texas 76016
>
> 817-572-6832 voice
> 817-572-6842 fax
> 817-657-6500 cell
> 817-483-8054 home
>
>
Message 6
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--> Kolb-List message posted by: woody <duesouth@govital.net>
At 08:59 PM 12/9/02 -0500, you wrote:
>--> Kolb-List message posted by: bob n <ronoy@shentel.net>
>
>If the bushings are welded in, then if they wear more than the mating
>pins, it's a mess cutting out the worn bushings. Better change the worn
>pins--they are more readily exchanged. Just an idea...
Most bushings I have installed were pressed in. Welding does make
replacing a lot harder to do. Perhaps drilling the holes a bit small and
then heating the fitting you can sweat the bushing in. A bit of warmth and
a hammer will make removal easier next time.
Message 7
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--> Kolb-List message posted by: woody <duesouth@govital.net>
At 11:10 PM 12/9/02 -0600, you wrote:
>--> Kolb-List message posted by: jerb <ulflyer@airmail.net>
>
>If you can fly a tail dragger ag plane, for sure you should be able to
>handle a tri-gear Challenger.
but why would you want to??
Message 8
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| Subject: | Re: Untitled Document |
--> Kolb-List message posted by: John Hauck <jhauck@sw.rr.com>
> Great cook book!
>
> It would seem to me that -- after you finished building it -- if you poured
> in just slightly less than 3/8" inch worth of epoxy and let it harden,
> you'd get rid of 99.9% of the water.
>
> -- Robert
Hi Robert/Gents:
I'm getting older, slower, and dumber.
Please explain the above. I understand the msg
from Richard Pike that you are referencing, but
not the epoxy getting rid of the water.
Thanks,
john h
PS: Does everybody else understand the above, or
is it just me.
Message 9
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--> Kolb-List message posted by: John Hauck <jhauck@sw.rr.com>
> If the bushings are welded in, then if they wear more than the mating
> pins, it's a mess cutting out the worn bushings. Better change the worn
> pins--they are more readily exchanged. Just an idea...
>
> Bob N.
Bob N/Gents:
You are absolutely right.
However, if you attach the lift struts with bolts
and snug them up, there will be no wear of bolt or
bushing.
Clevis pins in bushings will wear, but wear will
be insignificant on a quarter or 5/15 pin. I have
bushings on the leading edge of the horizontal
stabilizer attachments on my MK III. Use 3/16
bolts. What usually happens is the cad plating is
removed rather soon, but the actual wear on the
bolt is negligible. Since I got myself a 12.95
set of calipers, I will measure the wear of the
bolts next time I pull them out and compare with
new bolts.
Take care,
john h
Message 10
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| Subject: | Re: Untitled Document |
--> Kolb-List message posted by: <rowedl@highstream.net>
John,
I think they are using epoxy to fill in the low spot surrounding the drain
hole in the bottom of the homemade gasculator. Thus making sure that water
doesn't collect that cant be drained out.
If this is the case, I understand perfectly, if not, I'm with you. grin.
Denny Rowe
----- Original Message -----
From: John Hauck <jhauck@sw.rr.com>
Subject: Re: Kolb-List: Untitled Document
> --> Kolb-List message posted by: John Hauck <jhauck@sw.rr.com>
>
>
> > Great cook book!
> >
> > It would seem to me that -- after you finished building it -- if you
poured
> > in just slightly less than 3/8" inch worth of epoxy and let it harden,
> > you'd get rid of 99.9% of the water.
> >
> > -- Robert
>
> Hi Robert/Gents:
>
> I'm getting older, slower, and dumber.
>
> Please explain the above. I understand the msg
> from Richard Pike that you are referencing, but
> not the epoxy getting rid of the water.
>
> Thanks,
>
> john h
>
> PS: Does everybody else understand the above, or
> is it just me.
>
>
Message 11
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| Subject: | reservation of N number |
--> Kolb-List message posted by: <rowedl@highstream.net>
YEE Haa!
The mail today brought my confirmation from the FAA that my requested N number
was available and is now reserved and waiting for me.
I'll send out my request tommorow for the issuance of N616DR for our Mk-3.
Oh happy day.
Only took 3 weeks and one day, hopefully the issuance of the number will be as
fast.
This is getting exciting.
Denny
Do not archive
Message 12
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| Subject: | Re: Mark III Classic vs Xtra |
--> Kolb-List message posted by: "Bill Futrell" <Bill-Jo@prodigy.net>
Hi Ken
I have completed kit #7 and have been flying it all summer. I
think you need the larger stabilizer and I hope you got them on. I already
had mine framed up when they advised me to move the horizontal stab about
mid way of the boom tube. I installed the new brackets with the 5 holes and
left the original brackets on. [Glad I did]. When we started test flying we
had to move the horz. stab. up in the top hole which is almost where the
original bracket is. It is within a 1/2 inch of the org. setting. All of
this flying is with zero trim setting. It will probably need a couple
notches of up trim when flying with full tanks and two people. We flew it
with the stab in the second hole from the top and with full fuel and two of
us in the plane,me a 190 and pass 180 and it flew good with one notch of up
trim. The only thing was it was so nose heavy that we could hardly taxi it
around. We were on a sod field and the grass was probably 6 inches. Since
then I have moved the battery from all way out in the nose to just behind
the pass seat. Since making that change I have only flown it solo. I have a
Rotax 912 80 hp and I am glad I was able to afford that engine. The empty
weight was 632 lb.
I had the 19 gal tank in the beginning and I took it back because
I did not think it belong in this aircraft. And I think I talked them out of
ever using it. It was heavy, the fuel pick-up was in the front,it was big
with a flat bottom with no baffles in it and I could see starving for fuel
if you were low on fuel and you had to do a go-around with the nose up
kinda high.
I would like to see the 4 tank setup if you know who the guy is that
has it. I hope this helps a little.
Do Not Archive Bill Futrell----- Original Message -----
From: Leonard S.Voelker <lenvoelker@ccis.com>
Subject: Kolb-List: Mark III Classic vs Xtra
> --> Kolb-List message posted by: "Leonard S.Voelker" <lenvoelker@ccis.com>
>
> Hi, Paul Petty and Kolbers,
>
> I started building the Classic but switched to the Xtra when I ordered the
fuselage kit. I also had to order the bigger horizontal stabilizer kit
(which turned into a shipping fiasco). I will also have to drop the
horizontal stabilizer's forward attach brackets from near the top of the
fuselage tube to a point about half way down. Man do I hate to squeeze those
big stainless steel pop rivets. The fuselage kit that I got was #16, so I'm
building one of the twenty or so early versions of the Xtra. The early
version has two control sticks and a big center console with a little tiny
instrument panel up close and personal instead of way down by your ankles.
This arrangement is quite heavy so New Kolb redesigned it with a single
control stick between the pilot and passenger and perhaps have eliminated
much of the center console to save weight. I can't tell for sure from their
pictures exactly what the cockpit is like now. The main problem that I have
had is the lack of comprehensi!
> ve fuselage cage build up instructions for the early Xtra. I would guess
that New Kolb has rectified that now with the current Xtra version but I
still haven't received much info. for the early version. On occasion New
Kolb did respond via E-mail with photographs of construction details when
queried. New Kolb sez that they haven't drawn up the appropriate figures for
me yet but may get a round tu-it soon. With only twenty customers or so
building this version, I'm not holding my breath.
>
> I had also ordered the 19 gal fuel tank but New Kolb recently recalled it
and I'm now installing the standard two five-gal. tanks using the old
Classic instructions. New Kolb sez that someone in Wyoming has installed
four of these tanks in his Mark III to get the extended range desired. Range
suddenly becomes important here out West when so much of the terrain is
desert and mountains, there are fewer airports and sudden strong headwinds
can pop up at any time.
>
> New Kolb advised that it would probably be better to put an 80 hp Rotax
912 engine on my aircraft rather than the Rotax 582 because of the
additional airframe weight (they sure do push those Rotax engines). I had
ordered the 582 mounts to be welded onto my airframe so I will probably have
to change them, too. I can't afford the Rotax 912 and so I am looking for a
lower cost equivalent. New Kolb didn't like the Verner 1400 and I'm not sure
that they even support the Jabiru any more. I think that the issue with the
Jabiru was more related to it having a direct drive propeller (with less
than sterling climb performance) rather than being unreliable.
>
> I think that my engine requirements should include a 4-stroke, bed-mounted
engine with a PSRU. The installation should not weigh much more than the
Rotax 912 and should use auto gas instead of 100LL. As a first time builder
with little power plant smarts I would have liked a fully developed firewall
forward engine installation kit for the Mark III, which I think New Kolb
only provides now for the Rotax 582 and 912. With guidance from the Kolb
List the two best alternatives so far seem to be the VW conversion kit
offered by Great Plains and a BMW conversion. The BMW is a great engine
designed with a whopping 75% duty cycle and is famous around motor cycle
racing circles for its high rpm durability. The BMW is especially popular
in England, the rest of Europe and South Africa in individual light aircraft
conversions. It is also cheaper and lighter in weight than the VW. However,
Great Plains has done considerable formal research and testing of VW
conversions for several aircr!
> aft but have not looked into Kolb aircraft applications yet. Their Web
site indicates, though, that they have a redrive configuration that should
work well and should be able to be bed-mounted (most VW conversions are set
up for firewall mounting). Oddly though, while this configuration only has a
7.3:1 instead of 8:1compression ratio, it can be operated at higher rpms
than other VW conversions at Great Plains. On take off and climb it can
produce a whopping 100 hp before going to continuous 80 hp for cruise. Auto
gas is preferred and, in fact, 100LL is not recommended. The complete full
up weight including the starter and alternator (and battery?) but minus the
prop, engine mount and exhaust stack for this engine installation is listed
as 191 pounds. This is about 20 pounds more than for the Rotax 912 but
tolerable.
>
> The BMW expert on the Kolb list appears to be Hans van Alphen and the VW
expert seems to be Richard Neilsen. Their knowledge and experience on the
subject is certainly impressive.
>
> While New Kolb advertizes max. cruise speeds of 85 mph or more for the
Mark III Xtra most Kolbers seem to prefer slower flight. The Mark III was
never intended to be a great cross country speed machine but John Hauck has
been everywhere with his Classic, even twice to Alaska. John, a main staple
on the list, is without doubt THE leading authority on Kolbs and probably
knows more about them than even New Kolb itself. Me, I'm just a newby and am
a long ways from flying my aircraft yet.
>
> Good luck with whatever you choose.
>
> Len Voelker
> Mark III Xtra/?
>
>
Message 13
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| Subject: | Re: Untitled Document |
--> Kolb-List message posted by: Robert Laird <rlaird@cavediver.com>
Right you are, Denny. That's what I meant.
If you have a mono-spaced font like Courier, the following is a "ASCII
drawing":
----------------------------
___ --> __________
T gas T
| |
|'''''''''''''''|
| water |
| |
| ( ) |...... water
| | | |...... won't drain
| | | |...... out below
\ | | /...... this
\ | | /
~~~~~ ~~~~
| |______
L_________|
----------------------------
___ --> __________
T gas T
| |
|'''''''''''''''|
| water |
|......( ).....|...water almost completely out
|epoxy | | |
| | | |
\ | | /
\ | | /
~~~~~ ~~~~
| |______
L_________|
At 05:07 PM 12/10/2002, you wrote:
>--> Kolb-List message posted by: <rowedl@highstream.net>
>
>John,
>I think they are using epoxy to fill in the low spot surrounding the drain
>hole in the bottom of the homemade gasculator. Thus making sure that water
>doesn't collect that cant be drained out.
>
>If this is the case, I understand perfectly, if not, I'm with you. grin.
>Denny Rowe
>
>----- Original Message -----
>From: John Hauck <jhauck@sw.rr.com>
>To: <kolb-list@matronics.com>
>Subject: Re: Kolb-List: Untitled Document
>
>
> > --> Kolb-List message posted by: John Hauck <jhauck@sw.rr.com>
> >
> >
> > > Great cook book!
> > >
> > > It would seem to me that -- after you finished building it -- if you
>poured
> > > in just slightly less than 3/8" inch worth of epoxy and let it harden,
> > > you'd get rid of 99.9% of the water.
> > >
> > > -- Robert
> >
> > Hi Robert/Gents:
> >
> > I'm getting older, slower, and dumber.
> >
> > Please explain the above. I understand the msg
> > from Richard Pike that you are referencing, but
> > not the epoxy getting rid of the water.
> >
> > Thanks,
> >
> > john h
> >
> > PS: Does everybody else understand the above, or
> > is it just me.
> >
> >
>
>
-- cell: 713-503-2949
-- fax : 425-928-3369
-- web pages: http://www.rlaird.net http://www.texas-flyer.com
Message 14
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| Subject: | alumimun coatings |
--> Kolb-List message posted by: b young <byoung@brigham.net>
That's my invovement into preserving the aluminum on my FS.
Whether it had any real benefit, who knows?
============================================
just before putting on the fabric i took some epoxy primer
and loaded it up in a syringe... carefully injected some
onto every joint and rivet and let the capillary attraction
pull it into the joints. 2 or 3 ounces of primer did the
entire plane.
boyd
Message 15
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--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
Shouldn't that be the other way 'round ?? Seems like you'd want to HEat the
drilled area, then FReeze the bushing to make it shrink a tad; then push it
into the undersized hole - quickly. You'd want to be pretty close on the
tolerances, too............it wouldn't shrink much. This is real common with
bearings..............and they can be a bear to get back out, too.
Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose
www.gogittum.com
----- Original Message -----
From: "woody" <duesouth@govital.net>
Subject: Re: Kolb-List: bushings
> --> Kolb-List message posted by: woody <duesouth@govital.net>
>
> At 08:59 PM 12/9/02 -0500, you wrote:
> >--> Kolb-List message posted by: bob n <ronoy@shentel.net>
> >
> >If the bushings are welded in, then if they wear more than the mating
> >pins, it's a mess cutting out the worn bushings. Better change the worn
> >pins--they are more readily exchanged. Just an idea...
>
>
> Most bushings I have installed were pressed in. Welding does make
> replacing a lot harder to do. Perhaps drilling the holes a bit small and
> then heating the fitting you can sweat the bushing in. A bit of warmth and
> a hammer will make removal easier next time.
>
>
Message 16
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--> Kolb-List message posted by: "Paul Petty" <ppetty@c-gate.net>
Len,Kolbers
Thanks for the feedback on the Mark III vs X-TRA post.Just the type of information
I have been looking for. I spoke to Linda @ TNK today and asked her how many
folks were building X-tras. She said 38. She also stated that the new X-tras
were over 100 lbs lighter due to the frame changes and a much lighter nose cone.
So for now I have decided to go with the Mark III X / 912S. Looked around
on the net for 912 used units but prices found are higher that the kit prices
and don't include the accessories to mount the thing. This is a great source
of info and I thank you all. The total Kolb price for both kits and 912S is 24.722.00
(ouch)!
However if the aircraft does all that you and others say it will do it will fit
my plans perfect for the type flying I plan to use it for.
Heck if I wanna go fast I'll borrow Dad's RV-8 ZOOMMMM!!!! or if I want to cross
country in a warm cabin in winter the Cessna 150 is there. What more could a
guy ask for? I know..... got one of those too:-) Dang life is good.... BTW I
created a web site of some of our flying. www.harrisfield.0catch.com Can't wait
for Sun n Fun my first.One more thing, If any of you or your buddies are looking
for a Harley or Buell send em my way. Wife says at least one has to go if
I want an airplane!!!
Thanks Folks....
Paul
N4958P
Message 17
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--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
Hmmmmm............................think I shoulda re-read your message a
little closer before I said the same thing as you did. Sorry, Woody.
Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose
www.gogittum.com
----- Original Message -----
From: "Larry Bourne" <biglar@gogittum.com>
Subject: Re: Kolb-List: bushings
> --> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
>
> Shouldn't that be the other way 'round ?? Seems like you'd want to HEat
the
> drilled area, then FReeze the bushing to make it shrink a tad; then push
it
> into the undersized hole - quickly. You'd want to be pretty close on the
> tolerances, too............it wouldn't shrink much. This is real common
with
> bearings..............and they can be a bear to get back out, too.
> Lar.
>
> Larry Bourne
> Palm Springs, CA
> Kolb Mk III - Vamoose
> www.gogittum.com
>
> ----- Original Message -----
> From: "woody" <duesouth@govital.net>
> To: <kolb-list@matronics.com>
> Subject: Re: Kolb-List: bushings
>
>
> > --> Kolb-List message posted by: woody <duesouth@govital.net>
> >
> > At 08:59 PM 12/9/02 -0500, you wrote:
> > >--> Kolb-List message posted by: bob n <ronoy@shentel.net>
> > >
> > >If the bushings are welded in, then if they wear more than the mating
> > >pins, it's a mess cutting out the worn bushings. Better change the worn
> > >pins--they are more readily exchanged. Just an idea...
> >
> >
> > Most bushings I have installed were pressed in. Welding does make
> > replacing a lot harder to do. Perhaps drilling the holes a bit small and
> > then heating the fitting you can sweat the bushing in. A bit of warmth
and
> > a hammer will make removal easier next time.
> >
> >
>
>
Message 18
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| Subject: | Re: thanks to Len |
--> Kolb-List message posted by: "Richard Harris" <rharris@magnolia-net.com>
Paul, I am going to catch a lot of heat for this post... but I can't stand
it.. GO WITH THE 912, you will never regret it,besides the OTHERS have not
been proven. Just bite the bullet and pay the price for an engine that has
a good record on the MK III.. The main man at KOLB in 95, when I bought my
MK III kit ( that would be Homer ) at sun and fun when I had just started my
kit,said the 912 was the best engine for the MK III. He also said to leave
the test pilot thing to folks that are test pilots, and enjoy what we have
proven to work. I don't know how much you know about Homer, but he puts
the grease right on the squeak, let's the chips fall where they may...
sorry BIG LAR just stating what I think...
Richard Harris
MK3 N912RH
Lewisville, Arkansas
do not archive
----- Original Message -----
From: "Paul Petty" <ppetty@c-gate.net>
Subject: Kolb-List: thanks to Len
> --> Kolb-List message posted by: "Paul Petty" <ppetty@c-gate.net>
>
> Len,Kolbers
>
> Thanks for the feedback on the Mark III vs X-TRA post.Just the type of
information I have been looking for. I spoke to Linda @ TNK today and asked
her how many folks were building X-tras. She said 38. She also stated that
the new X-tras were over 100 lbs lighter due to the frame changes and a much
lighter nose cone. So for now I have decided to go with the Mark III X /
912S. Looked around on the net for 912 used units but prices found are
higher that the kit prices and don't include the accessories to mount the
thing. This is a great source of info and I thank you all. The total Kolb
price for both kits and 912S is 24.722.00 (ouch)!
> However if the aircraft does all that you and others say it will do it
will fit my plans perfect for the type flying I plan to use it for.
> Heck if I wanna go fast I'll borrow Dad's RV-8 ZOOMMMM!!!! or if I want to
cross country in a warm cabin in winter the Cessna 150 is there. What more
could a guy ask for? I know..... got one of those too:-) Dang life is
good.... BTW I created a web site of some of our flying.
www.harrisfield.0catch.com Can't wait for Sun n Fun my first.One more thing,
If any of you or your buddies are looking for a Harley or Buell send em my
way. Wife says at least one has to go if I want an airplane!!!
>
> Thanks Folks....
>
> Paul
> N4958P
>
>
Message 19
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| Subject: | Untitled Document |
--> Kolb-List message posted by: "Christopher Armstrong" <cen33475@CenturyTel.net>
PS: Does everybody else understand the above, or
is it just me.
John i think i get it so maybe its just you. by filling the bottom of the
filter cup with the epoxy then the top of the drain tube would be flush with
the bottom of the filter cup not sticking up above it so you would be able
to drain the cup completely not leave the amount below the top of the drain
tube.
topher
Message 20
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| Subject: | Re: thanks to Len |
--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
Sorry for what ?? The 912 is a great engine. Lar.
Do not Archive.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose
www.gogittum.com
----- Original Message -----
From: "Richard Harris" <rharris@magnolia-net.com>
Subject: Re: Kolb-List: thanks to Len
> --> Kolb-List message posted by: "Richard Harris"
<rharris@magnolia-net.com>
>
> Paul, I am going to catch a lot of heat for this post... but I can't
stand
> it.. GO WITH THE 912, you will never regret it,besides the OTHERS have
not
> been proven. Just bite the bullet and pay the price for an engine that
has
> a good record on the MK III.. The main man at KOLB in 95, when I bought my
> MK III kit ( that would be Homer ) at sun and fun when I had just started
my
> kit,said the 912 was the best engine for the MK III. He also said to
leave
> the test pilot thing to folks that are test pilots, and enjoy what we have
> proven to work. I don't know how much you know about Homer, but he puts
> the grease right on the squeak, let's the chips fall where they may...
>
> sorry BIG LAR just stating what I think...
>
> Richard Harris
> MK3 N912RH
> Lewisville, Arkansas
>
> do not archive
> ----- Original Message -----
> From: "Paul Petty" <ppetty@c-gate.net>
> To: <kolb-list@matronics.com>
> Subject: Kolb-List: thanks to Len
>
>
> > --> Kolb-List message posted by: "Paul Petty" <ppetty@c-gate.net>
> >
> > Len,Kolbers
> >
> > Thanks for the feedback on the Mark III vs X-TRA post.Just the type of
> information I have been looking for. I spoke to Linda @ TNK today and
asked
> her how many folks were building X-tras. She said 38. She also stated that
> the new X-tras were over 100 lbs lighter due to the frame changes and a
much
> lighter nose cone. So for now I have decided to go with the Mark III X /
> 912S. Looked around on the net for 912 used units but prices found are
> higher that the kit prices and don't include the accessories to mount the
> thing. This is a great source of info and I thank you all. The total Kolb
> price for both kits and 912S is 24.722.00 (ouch)!
> > However if the aircraft does all that you and others say it will do it
> will fit my plans perfect for the type flying I plan to use it for.
> > Heck if I wanna go fast I'll borrow Dad's RV-8 ZOOMMMM!!!! or if I want
to
> cross country in a warm cabin in winter the Cessna 150 is there. What more
> could a guy ask for? I know..... got one of those too:-) Dang life is
> good.... BTW I created a web site of some of our flying.
> www.harrisfield.0catch.com Can't wait for Sun n Fun my first.One more
thing,
> If any of you or your buddies are looking for a Harley or Buell send em my
> way. Wife says at least one has to go if I want an airplane!!!
> >
> > Thanks Folks....
> >
> > Paul
> > N4958P
> >
> >
>
>
Message 21
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--> Kolb-List message posted by: woody <duesouth@govital.net>
At 05:54 PM 12/10/02 -0800, you wrote:
>--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
>
>Hmmmmm............................think I shoulda re-read your message a
>little closer before I said the same thing as you did. Sorry, Woody.
No Sweat. I don't know for a fact but I would bet that the bushing
material John mentioned is softer than the AN pin that is used. Welding may
not be a good idea.
Message 22
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| Subject: | Re: reservation of N number |
--> Kolb-List message posted by: jerb <ulflyer@airmail.net>
Are you reserving the specific N number or registering an aircraft - Mr.
Tax Man may be calling soon if you registered it. Cost you about $10 year
to hold (reserve) a N number. Don't register it until your near completion
other wise it appears to the state in which you reside that you may have
sales tax or personal property taxes due.
jerb
do not archive
At 06:14 PM 12/10/02 -0500, you wrote:
>--> Kolb-List message posted by: <rowedl@highstream.net>
>
>YEE Haa!
>
>The mail today brought my confirmation from the FAA that my requested N
>number was available and is now reserved and waiting for me.
>I'll send out my request tommorow for the issuance of N616DR for our Mk-3.
>Oh happy day.
>Only took 3 weeks and one day, hopefully the issuance of the number will
>be as fast.
>
>This is getting exciting.
>Denny
>Do not archive
>
>
Message 23
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--> Kolb-List message posted by: John Hauck <jhauck@sw.rr.com>
Welding may
> not be a good idea.
Woody
Woody/Gang:
Why?
Have never had a problem with welded bushings.
Have them both ways. The bushings in the leading
edge of horz stab I made out of 1/4 OD (3/16 ID)
4130. Those I drilled shy and taped in. Working
great.
john h
Message 24
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--> Kolb-List message posted by: John Hauck <jhauck@sw.rr.com>
Those I drilled shy and taped in.
Hi Ya'll:
I think the above should have been spelled
"tapped".
Didn't want you all thinking I taped the bushings
in place. :-)
john h
Message 25
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| Subject: | [ Sandy Hegyi ] : New Email List Photo Share Available! |
--> Kolb-List message posted by: Email List Photo Shares <pictures@matronics.com>
A new Email List Photo Share is available:
Poster: Sandy Hegyi <sandyh@dccnet.com>
Subject: 1986 Kolb Twinstar
http://www.matronics.com/photoshare/sandyh@dccnet.com.12.10.2002/index.html
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Message 26
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| Subject: | [ Gregg Waligroski ] : New Email List Photo Share Available! |
--> Kolb-List message posted by: Email List Photo Shares <pictures@matronics.com>
A new Email List Photo Share is available:
Poster: Gregg Waligroski <fly3g@yahoo.com>
Subject: Prop / Engine Performance Data
http://www.matronics.com/photoshare/fly3g@yahoo.com.12.10.2002/index.html
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