Today's Message Index:
----------------------
1. 03:06 AM - Re: fuel tank (Jim Ballenger)
2. 03:12 AM - Re: Fuel Tanks (snuffy@usol.com)
3. 03:14 AM - Fuel Tanks (Jim Ballenger)
4. 04:21 AM - Ultrasrar progress (Ed Steuber)
5. 06:01 AM - Re: Fuel Tanks (johnjung@compusenior.com)
6. 06:13 AM - Re: cg (John Hauck)
7. 06:20 AM - fuel tanks (Clay Stuart)
8. 06:23 AM - Re: Shock absorbers (John Hauck)
9. 07:21 AM - Re: Fuel Tanks (John Hauck)
10. 07:58 AM - Mk3 912 / touchy throttle/mod? (H MITCHELL)
11. 08:27 AM - Re: Mk3 912 / touchy throttle/mod? (John Hauck)
12. 08:31 AM - Re: Shock absorbers (Kirk Smith)
13. 08:54 AM - Re: Shock absorbers (John Hauck)
14. 09:13 AM - Fuel tanks (jrodebush)
15. 09:19 AM - Re: fuel tanks (Mark German)
16. 09:29 AM - Re: Mk3 912 / touchy throttle/mod? (Mark German)
17. 10:02 AM - turnbuckle components (Erich_Weaver@URSCorp.com)
18. 11:32 AM - Re: Shock absorbers (Kirk Smith)
19. 12:01 PM - Re: turnbuckle components (Richard Pike)
20. 01:01 PM - Alternative Instruments... (Alderson, James)
21. 01:14 PM - Re: fuel tanks (John Hauck)
22. 01:20 PM - Re: Mk3 912 / touchy throttle/mod? (John Hauck)
23. 01:29 PM - Rotax 912 school (Jon Croke)
24. 01:40 PM - Re: Alternative Instruments... (TAILDRAGGER503@aol.com)
25. 01:56 PM - Re: Rotax 912 school (John Hauck)
26. 03:04 PM - Tail to boom tube attachment (Ed Steuber)
27. 05:21 PM - Re: Kolb-List Digest: 31 Msgs - 02/14/03 (Scott Olendorf)
28. 05:39 PM - Re: turnbuckle components (possums)
29. 05:59 PM - Re: Rotax 912 school (John Cooley)
30. 07:17 PM - Fire in de hole! ()
31. 07:37 PM - Re: turnbuckle components (woody)
32. 07:51 PM - Re: Fire in de hole! (Hugh)
33. 07:52 PM - Re: Alternative Instruments... (Kenny)
34. 08:51 PM - MGL Smart singles (DAVID STROBERG)
Message 1
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--> Kolb-List message posted by: "Jim Ballenger" <ulpilot@cavtel.net>
Bob
Thanks. 11 lbs is not to much and the price is reasonable.
Jim Ballenger
Flying a FS KXP 447
Building a MK III X
Virginia Beach, VA
DO NOT ARCHIVE
----- Original Message -----
From: <Airgriff2@aol.com>
Subject: Re: Kolb-List: fuel tank
> --> Kolb-List message posted by: Airgriff2@aol.com
>
>
> >
> > >>
> >> Bob
> >> Thanks for the information. How much does the tank weigh?
> >> Jim Ballenger
> >>
> >
> Jim, my tank arrived yesterday. 16 gal, black poly, just under 11lbs.
> Fly safe
> Bob griffin
>
>
>
>
>
>
Message 2
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--> Kolb-List message posted by: snuffy@usol.com
>
> Hi
> Is there any type of safely fuel proof foam that could go into a
> horizontally mounted 10 inch tube fuel tank for anti slosh?
> Vnz
Vnz,
Here's some.........
http://www.foamex.com/technical/safetyfoam.asp Kirk
DO NOT
ARCHIVE
Message 3
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--> Kolb-List message posted by: "Jim Ballenger" <ulpilot@cavtel.net>
Kolb Gang
Thanks for all the ideas and web sites on optional fuel tanks. This gives me lots
of food for thought.
Jim Ballenger
Flying a FS KXP 447
Building a MK III X
Virginia Beach, VA
DO NOT ARCHIVE
Message 4
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| Subject: | Ultrasrar progress |
--> Kolb-List message posted by: "Ed Steuber" <esteuber@rochester.rr.com>
I have been working on the modified US when not clearing snow or repairing heaters
or some such nonsense necessary for surviving this" winter wonderland".
I just put the new aluminum FS 2 (1.25 inch) gear legs on and mounted the 6
inch Azusa wheels and brakes. Problems include wheels that wobble because of poor
workmanship in manufacture that I was able to minimize by matching different
wheel halves and reassembling on an axle stub......and a very difficult cockpit
access caused by the longer gear legs. I now have 20 inches of prop clearance
with the tail in the flying position. I can cut the gear legs but need some
input from the "experienced" US drivers as to what would be acceptable in sod
operations. I know my last machine with the stock gear and 18 inch tires would
cut grass at times.
The Ken Brock seat tank is intalled and the nose fairing fabricated from
aluminum tubing.That fiberglass nose pod was rather heavy and I am trying to save
some weight .I am about to add a 5 gallon plastic tank above the engine as
I had on the previous US but this one will be removable and will be used with
a fuel vent system for drawing into the seat tank . It will only be installed
for trips. The forward fuselage section is now streamlined wth the tail as with
the Firefly and looks much better. Centerline stick is in and all pulleys ready
for cable...all the pushrods are replaced by cable up to the aileron push
tubes... I have decided not to install the flaperon control due to the full length
ailerons on this model..... the last US flew slow enough and with the extra
ailerons this one should be slower.
I will begin mating the new boom tube to the fuselage and installing the
H sections today. I will be posting some pictures soon. I think this thing will
look like a Firefly with the boom reversed.
Ed in Western Siberia
Message 5
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--> Kolb-List message posted by: "johnjung@compusenior.com" <johnjung@compusenior.com>
John H.,
I have a question regarding your "no cg problem" message below:
Are you saying just that the plane flew O.K., or that you checked
the actual cg and it was within limits?
You may have answered this in the past, but I think that the members
that just read you post should know the answer.
John J.
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com <mailto:jhauck@elmore.rr.com>>
Rex/Gang:
I have never built, loaded down, and flown a Kolb
aircraft that had a CG problem. I have mentioned
this a time or two on this List.
On my MK III I put 150 lbs of fuel behind the cg.
Then I put another 100 lbs of gear, give or take a
few lbs, behind the cg. On top of that, I have
flown with 8" diameter pneumatic Maul tailwheels,
6" Scott solid TWs, and am presently flying with a
6" Maul solid TW. I also pushed that heavy 70"
Warp Drive 3 bladed prop 4" behind the Rotax prop
flange. My battery sits on the cg in its orginal
location, except it is on the left side rather
than the right.
Oh, the only additional thing in the nose of the
MK III is my feet and boots.
No cg problem on my airplane.
Message 6
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--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> I don't have more time to chat about it now. Got
> to take Nell out for Valentines Day, but be glad
> to talk about it tomorrow.
> john h
Morning Gang:
In reference to the cg thing vs high thrust line,
the horizontal stabilizer can also be adjusted to
help compenstate. I forgot to mention that
yesterday. Jim and I came up with an adjustable
leading edge bracket with three different
positions on it, all lower than what the plans
indicated as the position to mount. I ended up
using the middle position which is about 1" lower
than standard. Any lower and the aircraft flew
like it was trying to balance on a ball. Would
not settle down. Either fell off the back or the
front.
Flaps and ailerons, as Richard P mentioned can be
relexed. This alone makes a lot of difference in
stick pressures. You can get an idea of the
change is stick pressures by pulling on the flaps
and then pushing them back up again. My flaps
have drooped enough to cause more nose drop
because the hours have worn the flap control
mechanism and allowed them to droop a little. My
airplane has a natural tendancy to push the flaps
and ailerons down in flight.
Still, when you strap in a 200+ lb sack of feed in
the other seat, it is going to make a lot of
difference in stick pressure. Hydraulics would be
nice.
Take care,
john h
Message 7
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--> Kolb-List message posted by: "Clay Stuart" <tcstuart@adelphia.net>
I posted some of this recently and I have since ordered a custom length length
spiral-action fuel gauge directly from the manufacturer. It is the same gauge
that Aircraft Spruce sells for about $70. It cost $125.00 to have it custom
made to my length. It is sealed and the gauge dial works through a magnet with
no mechanical connection.
I have completed the cardboard mock-up of my gas tanks for my Mark IIIXtra. The
maximum size I can place without cutting any fuselage tubing is 9" deep x 13"
tall and 18 1/2" wide tapering to 13 1/2" wide to the rear. That calculates
to 8.1 gal per tank. I used a tie down strap between the motor mount area and
the diagonal tube that slightly interferes with placement. By tightening the
strap, I could flex the tube up an inch or so to allow placement of the tank.
The only thing I had to cut so far are the lateral containment tubes that went
on the outside of the stock 5-gal tanks. I left the inner two positioning
tubes intact.
I have custom ordered from Rochester gauges
this direct-view fuel gauge that I will install on one tank.
http://www.rochestergauges.com/Pages/PDFs/8600.pdf
I will be able to look over my shoulder and see the side-view gauge through
the Lexan that will separate the cockpit from the gas tank area.. I only
need one gauge since both tanks will feed down to a gascolator (with drain)
and will draw equally.
I have received my 4 x 8 sheet of 5052H32 0.050 aluminum. My local welder sent
me to a metal fabricator to bend the tank. I talked to one of his men and they
were also going to weld the tank. Yesterday, they called and didn't want to
do it, said it wasn't safe, too thin-walled, blah, blah.
Here is my question to Mark on the bending of the aluminum. I was planning to
make the sides out of one piece, with the corner bends all being across the grain.
The separate tops and bottoms would be have flanges of about 1/4" overlapping
the sides for welding. Of course, half the flanges would be bent with the
grain, but the weld will be above these possible weakened areas. I have a
metal brake and may try to form the tanks myself. Is it important to bend the
aluminum with a radius, or is OK to have a right angle bend across the grain?
Mark, how do your construct techniques differ from this?
Here is link by Tony Bingelis about aluminum tank construction:
http://members.eaa.org/home/homebuilders/authors/bingelis/How%20About%20An%20Aluminum%20Fuel%20Tank_.html#TopOfPage
Sorry for the long post.
Clay Stuart
building Mark IIIXtra
Message 8
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| Subject: | Re: Shock absorbers |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> I have never flown a mark 3 but i see no reason to add that item. just fly
the thing to the ground like one is suppose to.
>
> thanks,
> Gary r. voigt
Gary/Gang:
I sit here at the computer, early Saturday
morning, alone, chuckling to myself. No, I
laughed right out loud, then looked around to see
if anyone was looking.
Wish I could have thought up that response all by
myself.
Short and sweet.
Folks, remember the KISS principle.
john h
DO NOT ARCHIVE
Message 9
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--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> I have a question regarding your "no cg problem" message below:
>
> Are you saying just that the plane flew O.K., or that you checked
> the actual cg and it was within limits?
> You may have answered this in the past, but I think that the members
> that just read you post should know the answer.
>
> John J.
John J/Gents:
My previous comments on Kolb CG were based on
actual flight in those load configurations, i.e.,
flight tests in many configurations, geographic
areas, and meteorological conditions.
I have no idea what the numbers are. I don't fly
the numbers. I fly the airplane.
I am not suggesting that anyone go out, load their
airplanes like I load mine, and commit aviation.
I am merely saying the Kolb has an extremely wide
cg range and an extremely high thrust line. When
we add a lot of power to the high thrust line, we
are going to get a pitch down attitude that
requires a lot of trim, rigging, or otherwise to
correct.
If your airplane does not respond as mine does is
probably because it is not built and rigged as
mine is.
To qualify myself and my comments: I speak only
for myself. I have no right to tell someone else
how to fly and configure their aircraft. That is
strictly their decision. Normally, I speak from
actual experience, not conjecture.
john h
Message 10
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| Subject: | Mk3 912 / touchy throttle/mod? |
--> Kolb-List message posted by: "H MITCHELL" <mitchmnd@msn.com>
During test run ups of my 912 UL engine it seems that the throttle is either at
idle or roaring wide open. I used the standard fail-wide-open throttle set up
which works AOK but I am not satisfied with the throttle/RPM response. My next
move will be to drill a new throttle cable attach point a little closer to the
control lever pivot point. This change in geometry will reduce the amount the
cable moves in response to movement of the lever.
In case I'm wrong it will be easy to put it all back to the original configuration.
I'll admit that this touchy throttle may be a result of my being used to my Firefly's
little 447 compared to the 912's output.
Is there a mod of this control that I have not heard about?
Duane the plane, Tallahassee, FL, FireFly, Mk3/912
do not archive
Message 11
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| Subject: | Re: Mk3 912 / touchy throttle/mod? |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
Duane/Gang:
> During test run ups of my 912 UL engine it seems that the throttle is either
at idle or roaring wide open.
I think you are on the right track. I'd increase
throttle lever throw until I got it where it was
comfortable for me.
Main point to remember is to insure both throttles
are opening fully, and closing fully.
john h
Message 12
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| Subject: | Re: Shock absorbers |
--> Kolb-List message posted by: "Kirk Smith" <snuffy@usol.com>
> > I have never flown a mark 3 but i see no reason to add that item.
just fly the thing to the ground like one is suppose to.
> >
> > thanks,
> > Gary r. voigt
>
> Gary/Gang:
>
> I sit here at the computer, early Saturday
> morning, alone, chuckling to myself. No, I
> laughed right out loud, then looked around to see
> if anyone was looking.
>
> Wish I could have thought up that response all by
> myself.
>
> Short and sweet.
>
> Folks, remember the KISS principle.
>
> john h
Good idea John. Is there a particular reason why you added a heavier duty
landing gear to Miss Pfer? Looking for my waders...........Snuf
DO NOT ARCHIVE
Message 13
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| Subject: | Re: Shock absorbers |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> Good idea John. Is there a particular reason why you added a heavier duty
> landing gear to Miss Pfer? Looking for my waders...........Snuf
Morning Snuf:
Different main landing gear were designed and
installed on my Mark III to make increase its
capability to get him there and back home. Based
on observations of the Mark III landing, with the
designer Homer Kolb flying, accompanied by a small
passenger, as the Mark III went up on its nose, it
was decided by Brother Jim and I to move the main
gear forward 8". This put aprx'ly 100 lbs on the
tailwheel. Based on flying Homer's Firestar and
observing that the Mark III seemed to sit in an
even more level attitude on the ground, it was
decided between my Brother and me to raise the
nose of the aircraft with the main gear mod. The
Hauck main gear is lighter than the stock main
gear. Widens the operational capability of the
Mark III by placing more weight on the tailwheel
and putting the aircraft in a good three point
stance. My Mark III lands and takes off in the
position it sits on the ground. I can land
slower, stop quicker because the bottom of the
wings can be turned up into the relative wind at a
much higher angle. I can also take off shorter
because I can rotate as soon as the tail comes
up. I can operate on much rougher unimproved
fields under much more adverse conditions than the
standard Mark III.
That is why we designed different main gear. I
might add they weigh less, are more flexible,
stronger, and a Hell of a lot cheaper to build
than stock aluminum gear.
Any other questions. :-)
john h
Message 14
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--> Kolb-List message posted by: "jrodebush" <jrodebush@cinci.rr.com>
>Time: 02:27:40 PM PST US
From: John Hauck <jhauck@elmore.rr.com>
Subject: Re: Kolb-List: Fuel Tanks
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
I think someone from the factory also mentioned
C.G concerns.
> Rex Rodebush
Rex/Gang:
I have never built, loaded down, and flown a Kolb
aircraft that had a CG problem. I have mentioned
>this a time or two on this List.
Thanks John, good information to have.
I make a 10 X 30 tube mock up. Two tubes will fit but require a fair amount of
cage modification. It may be simpler to make a custom tank & try to use the
existing cage tank supports. The tubes would require modification anyway for
fill & outlet, vents, level indication, balance line, etc.
Rex Rodebush
Message 15
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--> Kolb-List message posted by: "Mark German" <aerofab@worldnet.att.net>
Clay:
To answer your question on grain. I like to use 5052-H32 because it is 1/4
hard and bending can be in any direction with good results. The web site
you attached is good, if your contemplating building a tank use these
recommendations and you will end up with a quality tank. I prefer to use
lap joints. but can do any stile as long as enough filler rod is used.
----- Original Message -----
From: "Clay Stuart" <tcstuart@adelphia.net>
Subject: Kolb-List: fuel tanks
> --> Kolb-List message posted by: "Clay Stuart" <tcstuart@adelphia.net>
>
> I posted some of this recently and I have since ordered a custom length
length spiral-action fuel gauge directly from the manufacturer. It is the
same gauge that Aircraft Spruce sells for about $70. It cost $125.00 to
have it custom made to my length. It is sealed and the gauge dial works
through a magnet with no mechanical connection.
>
> I have completed the cardboard mock-up of my gas tanks for my Mark
IIIXtra. The maximum size I can place without cutting any fuselage tubing
is 9" deep x 13" tall and 18 1/2" wide tapering to 13 1/2" wide to the rear.
That calculates to 8.1 gal per tank. I used a tie down strap between the
motor mount area and the diagonal tube that slightly interferes with
placement. By tightening the strap, I could flex the tube up an inch or so
to allow placement of the tank. The only thing I had to cut so far are the
lateral containment tubes that went on the outside of the stock 5-gal tanks.
I left the inner two positioning tubes intact.
>
> I have custom ordered from Rochester gauges
> this direct-view fuel gauge that I will install on one tank.
>
> http://www.rochestergauges.com/Pages/PDFs/8600.pdf
>
> I will be able to look over my shoulder and see the side-view gauge
through
> the Lexan that will separate the cockpit from the gas tank area.. I only
> need one gauge since both tanks will feed down to a gascolator (with
drain)
> and will draw equally.
>
> I have received my 4 x 8 sheet of 5052H32 0.050 aluminum. My local welder
sent me to a metal fabricator to bend the tank. I talked to one of his men
and they were also going to weld the tank. Yesterday, they called and
didn't want to do it, said it wasn't safe, too thin-walled, blah, blah.
>
> Here is my question to Mark on the bending of the aluminum. I was
planning to make the sides out of one piece, with the corner bends all being
across the grain. The separate tops and bottoms would be have flanges of
about 1/4" overlapping the sides for welding. Of course, half the flanges
would be bent with the grain, but the weld will be above these possible
weakened areas. I have a metal brake and may try to form the tanks myself.
Is it important to bend the aluminum with a radius, or is OK to have a right
angle bend across the grain? Mark, how do your construct techniques differ
from this?
>
> Here is link by Tony Bingelis about aluminum tank construction:
>
>
http://members.eaa.org/home/homebuilders/authors/bingelis/How%20About%20An%2
0Aluminum%20Fuel%20Tank_.html#TopOfPage
>
> Sorry for the long post.
>
> Clay Stuart
> building Mark IIIXtra
>
>
Message 16
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| Subject: | Re: Mk3 912 / touchy throttle/mod? |
--> Kolb-List message posted by: "Mark German" <aerofab@worldnet.att.net>
Duane:
I have the same problem your having. My throttle is to sensitive I move it
1/2" and it goes form idle to 4500rpm. I have tried to change the attach
point but still have not resolved? It also looks like cable splitter is not
providing enough travel for the crabs.
Mark G.
Kolbra-912
----- Original Message -----
From: "H MITCHELL" <mitchmnd@msn.com>
Subject: Kolb-List: Mk3 912 / touchy throttle/mod?
> --> Kolb-List message posted by: "H MITCHELL" <mitchmnd@msn.com>
>
> During test run ups of my 912 UL engine it seems that the throttle is
either at idle or roaring wide open. I used the standard fail-wide-open
throttle set up which works AOK but I am not satisfied with the throttle/RPM
response. My next move will be to drill a new throttle cable attach point a
little closer to the control lever pivot point. This change in geometry will
reduce the amount the cable moves in response to movement of the lever.
> In case I'm wrong it will be easy to put it all back to the original
configuration.
> I'll admit that this touchy throttle may be a result of my being used to
my Firefly's little 447 compared to the 912's output.
>
> Is there a mod of this control that I have not heard about?
>
>
> Duane the plane, Tallahassee, FL, FireFly, Mk3/912
>
> do not archive
>
>
Message 17
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| Subject: | turnbuckle components |
02/15/2003 12":59:44.PM@matronics.com,
MIME-CD complete at 02/15/2003 12:59:44.PM@matronics.com,
Serialize by Router on SMTP102/URSCorp(Release 5.0.11 |July 24, 2002) at
02/15/2003 01:00:50.PM@matronics.com
--> Kolb-List message posted by: Erich_Weaver@URSCorp.com
Greetings all
Im finally ready to give up on twisting the cables on my horizontal
stabilizer to get them snug. Per past advice of John H., I plan on
installing turnbuckles on the lower set of cables. On page 136 of the
2001/2002 Aircraft Spruce catalog, a clip-locking turnbuckle is listed,
which I presume means that additional safety wire is not required. Various
end pieces for the turnbuckle are offered, including the standard fork and
cable eye ends that I am familiar with. What caught my eye was an
additional end piece referred to as a cable swage end. That
seems to indicate a direct connection from the cable to the turnbuckle end
piece, rather than looping the cable and using a nicopress. Anybody with
any experience with these? Is this cable swage end an option
for me, or is a special (expensive) swage tool required for this type of
turnbuckle end piece?
Probably another case of me trying to make a simple thing difficult...
regards
Erich Weaver
erich_weaver@urscorp.com
Message 18
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| Subject: | Re: Shock absorbers |
--> Kolb-List message posted by: "Kirk Smith" <snuffy@usol.com>
> Any other questions. :-)
>
> john h
Just one John. Do all these mods fall under the KISS theory that you are so
fond of?? :o) Snuf
Message 19
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| Subject: | Re: turnbuckle components |
--> Kolb-List message posted by: Richard Pike <rwpike@charter.net>
Those are done with a rotary swaging tool. Moody Aviation in Elizabethton
is the only place locally that has one, they are about 5 grand new.
(!) You need to give whoever is doing the job the length desired of the
finished assembly, and they make them for you.
Richard Pike
MKIII N420P (420ldPoops)
At 12:59 PM 2/15/03 -0500, you wrote:
>--> Kolb-List message posted by: Erich_Weaver@URSCorp.com
>
>
>Greetings all
>
>Im finally ready to give up on twisting the cables on my horizontal
>stabilizer to get them snug. Per past advice of John H., I plan on
>installing turnbuckles on the lower set of cables. On page 136 of the
>2001/2002 Aircraft Spruce catalog, a clip-locking turnbuckle is listed,
>which I presume means that additional safety wire is not required. Various
>end pieces for the turnbuckle are offered, including the standard fork and
>cable eye ends that I am familiar with. What caught my eye was an
>additional end piece referred to as a cable swage end. That
>seems to indicate a direct connection from the cable to the turnbuckle end
>piece, rather than looping the cable and using a nicopress. Anybody with
>any experience with these? Is this cable swage end an option
>for me, or is a special (expensive) swage tool required for this type of
>turnbuckle end piece?
>
>Probably another case of me trying to make a simple thing difficult...
>
>regards
>
>Erich Weaver
>erich_weaver@urscorp.com
>
>
Help Stop Spam!
Delete all address information (especially mine) off everything you
forward, and make Blind Carbon Copy a way of life.
Thanks! And have a blessed day.
rp
Message 20
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| Subject: | Alternative Instruments... |
--> Kolb-List message posted by: "Alderson, James" <James_Alderson@jdedwards.com>
Here goes my first small attempt at adding instead of taking from the list.
I searched the archives to see if this has been discussed before and I
couldn't find anything. My Kolb has an EIS in it, however when I owned a
trike and was looking at putting in new instruments, the following were way
up high on my list as an alternatives. They have everything you could
possibly want for your panel and more available.
Anyway, Lucien Bartosik is a big name in the triking community and he is out
of Kentucky, Hopkinsville to be exact. I am surprised he hasn't had any
contact with the Kolb factory there. He sells these new Smart Singles
instruments along with multiple other fairly good options for full engine
and flying instruments like the EIS.
http://www.aerialadventure.net/smart_singles.htm
or if you want to see all of the options,
http://www.aerialadventure.net/ and click on instruments.
PS - Please tell him I sent ya'll....
James Alderson
Message 21
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--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> To answer your question on grain. I like to use 5052-H32 because it is 1/4
> hard and bending can be in any direction with good results.
Mark/Clay/Gang:
5052 .050 is normal aviation fuel tank material.
I think I mentioned in earlier posts that our
secret to satisfactory welded fuel tanks was
Randolph Aviation/Auto Fuel Tank Slosh Sealer. I
sloshed my last tank four times in 1991. Got
1,750+ hours and two pretty good crashes on it.
Never leaked, weeped, or seeped a drop of fuel,
100LL or MOGAS.
We welded one up for the Firestar. Did not slosh
seal it. I was plagued with weeps and seeps for
the life of the tank. Scrapped it when I scrapped
the Firestar. If I had it to do over again I
would have saved it. Slosh sealed it. Then sold
it to the highest bidder or built me another
Firestar.
john h
Message 22
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| Subject: | Re: Mk3 912 / touchy throttle/mod? |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> I have the same problem your having. My throttle is to sensitive I move it
> 1/2" and it goes form idle to 4500rpm. I have tried to change the attach
> point but still have not resolved? It also looks like cable splitter is not
> providing enough travel for the crabs.
> Mark G.
Mark/Gang:
Unless the throttle arms on the Bing carbs have
been shortened, the splitters should have enough
travel. Unless the splitters have less travel
than what I am using, which is the standard setup
from Kolb.
If it will help, and I can remember to do it, I
will get the measurements off my Mark III throttle
and post them. May have to remind me a couple
times if I forget. Am in the middle of gal friend
honey doo's. Just as bad as being married honey
doo's.
john h
DO NOT ARCHIVE
Message 23
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| Subject: | Rotax 912 school |
--> Kolb-List message posted by: "Jon Croke" <Jon@joncroke.com>
Just returned this week from the Rotax 912 repair school (Lucedale,
Mississippi) at South MS Lite Aircraft. The 3 day workshop was conducted by
Eric Tucker who works for Kodiak (which is the distributor for Rotax in
N.A.)
Boy, was this great! Eric has been repairing/supporting this engine from
the beginning and really knows his stuff. We had a 912 torn down to every
single part on the workbench. And then put it all back together! While none
of us in attendance (about 15 students) would ever completely overhaul a 912
(tools, fixtures, and the experience to do it right must be on hand!) it was
still and incredibly valuable experience to know how this thing is put
together, and what some of the common failures are caused by. Also, we got a
history lesson about Rotax and some background on their manufacturing.
After finishing the 3 days, you realize that the engine is relatively
simple, and become a heck of a lot less afraid of it!
I know the class is 'expensive' ($450), but in the scheme of things, it is a
great investment and you cant really put a price tag on getting that kind of
knowledge! One (maybe obvious) detail that I would like to pass along to
all that own this engine is that the HEAVY MAINTENANCE manual along with the
Illustrated PARTS manual is ONLINE and downloadable/printable from their
website http://www.kodiakbs.com These are the latest versions as I noticed
that the one I had from my engine was way outta date. Also, the LINE
Maintenance, Installation, and Operator manuals are there, too. These
manuals contain so much valuable info.... Also, of course, the service
bulletins.
Got the scoop on the oil, coolant and fuel types to be used as far as the
factory is concerned. Finally now understand why a lot of the Loctite
numbers used in the Rotax manuals are darn hard to find around here... they
are European versions! Did you know that the 912 series is designed for a
1800 TBO, with a block life design of 3600 hours ? Yes, I know the official
TBO is 1200. Also, interesting discussions between the 912 and the 'S'
version... more than meets the eye there!
Many of you already know this too: the certified versions (F, etc) are the
SAME engines we use as UL uncertified and they all get tested at the
factory. There are different options for these, of course, but they make no
distinction in manufacturing. The extra several GRAND $$$ for certified is
the paper trail to track all the parts... etc. I'm sure that's money well
spent ;)
Now I still love my 503, (Firestar) and would like to attend the parallel
course on 2 cycle repair, but that would be another $450 and another day. My
701 project is using a used 912, and I still shudder at the price of that
thing (even used!) It seems that these ridiculous prices for parts on the
912 all boil down to limited production numbers.... same ol story.
Of course, you cant leave Lucedale, MS (now there's a big town!) without
traveling the Florida panhandle... camped at St Joe Island, St George...
etc. Paradise down there..... now its back to the Green Bay, Wi weather...
burrrr...
If you get the chance to go to one of these workshops, IMHO you will not be
dissapointed... we made some good friends with the other students... as
everyone in attendance was a 912 owner with something interesting attached
to it!
Jon
Firestar
Zenith 701 80%
www.joncroke.com
Message 24
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| Subject: | Re: Alternative Instruments... |
--> Kolb-List message posted by: TAILDRAGGER503@aol.com
Guys, I bought the Stratomaster Extreme from Lucian for my FSII and am very
satisfied with it. Fits real nice in the small dash and is very light. It has
a lot of functions and even has memory for us old farts.
David Snyder
Building FSII
Lakewood, N.J.
Message 25
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| Subject: | Re: Rotax 912 school |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> Just returned this week from the Rotax 912 repair school (Lucedale,
> Mississippi) at South MS Lite Aircraft. The 3 day workshop was conducted by
> Eric Tucker who works for Kodiak (which is the distributor for Rotax in
> N.A.)
>
> Jon
Jon/Gang:
If you drove I65 you were within 25 miles by road
and about 10 miles as the crow flies from my
house. Wish you would have called.
I was privileged to attend the 912 School put on
at Lucedale by Eric Tucker, January 2000, in
conjunction with picking up my new 912S. It was
just as Jon related in his post. An outstanding
school. Learned a lot about the 912 and in
particular the 912S, which is not a high
compression 912, but an entirely new engine. Much
huskier and cleaned up in most areas.
Good to learn about the 1,800 hr unofficial TBO,
and 3,600 hr case life. I like that. I had no
intentions of overhauling my 912 at 600 hr TBO or
the 912S at the 1,200 hr TBO. Had planned to fly
it until something started getting sick. Was able
to get 1,135 hours out of the 912 before I traded
it to Ronnie Smith, Lucedale, MS, for the 912S.
Thanks for the update.
john h
DO NOT ARCHIVE
Message 26
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| Subject: | Tail to boom tube attachment |
--> Kolb-List message posted by: "Ed Steuber" <esteuber@rochester.rr.com>
I need to find out how the steel ring is attached to the end of the boom tube at
the tailpost. I think all of the later Kolbs have this ring for stiffening the
tail surfaces. I recently ordered this ring and the butt rib rings that stiffen
the end of the wings but can not find a good picture in any of the builders
web sites that I have. Does any one have a picture or can explain how this
ring attaches as far as how far the tube is inserted into the ring and what the
rivet spacing would be. This is going on the modified Ultrastar I described
earlier this morning....
Thanks,
Ed in Western NY
Message 27
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| Subject: | Re: Kolb-List Digest: 31 Msgs - 02/14/03 |
--> Kolb-List message posted by: "Scott Olendorf" <solendor@nycap.rr.com>
I would put the engine into an RPM range that I know has the lowest EGT
reading normally. Then I would raise the nose to lower EGT. Then I would
start adding choke. All the while I would be looking for some place to put
it down. This might be enough to get you where you want to go.
Keep in mind that doing these things could cause you to stall the plane or
kill the engine. Do what you think is best. If it keeps running good but
the EGT is way off then probably a bad gauge or sender.
Scott Olendorf
Original Firestar
Schenectady, NY USA
----- Original Message -----
From: "Kolb-List Digest Server" <kolb-list-digest@matronics.com>
Subject: Kolb-List Digest: 31 Msgs - 02/14/03
Yet another question for ya'll.....
I keep hearing about engine temps that go either one way or another. I flew
a 503 that ran perfectly within spec the entire time I had it on my trike,
and there is a 503 on my new FSII. I guess I have never thought of what to
do if the temps go way up, but if they do, what is the proper sequence of
events to follow? So, for example, I am flying along and one of the EGT's
spikes wayyyy up. Do I find a place to land and just let the engine sit at
idle so the fan keeps running and I have power if I need it, or do I shut
the engine off so it doesn't seize while I am trying to land?
James Alderson
>
Message 28
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| Subject: | Re: turnbuckle components |
--> Kolb-List message posted by: possums <possums@mindspring.com>
At 03:00 PM 2/15/2003 -0500, you wrote:
>--> Kolb-List message posted by: Richard Pike <rwpike@charter.net>
>
>Those are done with a rotary swaging tool. Moody Aviation in Elizabethton
>is the only place locally that has one, they are about 5 grand new.
>(!) You need to give whoever is doing the job the length desired of the
>finished assembly, and they make them for you.
>
>Richard Pike
>MKIII N420P (420ldPoops)
I had all my cables swaged this way ( elevator, rudder and tail wires)
by a guy near Aircraft Spruce in Griffin Ga.
He supplies the cables and fittings.
Did not cost as much as you think and looks real clean.
He does need to know the length from "hole to hole" on the attachment
points and they are only adjustable about an inch before you'll have to
start twisting the cables again. There is only a turnbuckle on one end.
I'm sure there are people like him all over the country.
http://www.mindspring.com/~possums/Modtail&swagedwires.jpg
Message 29
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| Subject: | Re: Rotax 912 school |
--> Kolb-List message posted by: "John Cooley" <johnc@datasync.com>
Hi Jon,
What days where you at Ronnie's place? I flew over there Wednesday around
2:30 or so in my Firestar. I only live a mile or so from Ronnie as the crow
flies. Always like to meet Kolbers.
"do not archive"
John Cooley
> --> Kolb-List message posted by: "Jon Croke" <Jon@joncroke.com>
>
>
> Just returned this week from the Rotax 912 repair school (Lucedale,
> Mississippi) at South MS Lite Aircraft. The 3 day workshop was conducted
by
> Eric Tucker who works for Kodiak (which is the distributor for Rotax in
> N.A.)
Message 30
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| Subject: | Fire in de hole! |
--> Kolb-List message posted by: <rowedl@highstream.net>
Today I fired up N616DR for the first time.
25 degrees and no precipitation so I figured what the heck, thats as good as the
weather has been since before Christmas.
Had the big roll out ceremony filmed by Linda as I lifted the garage door and started
pushing her out. Thats when we realized the tail was 3 inches too wide
to fit out the door. Had to fold one side up slightly.
Tied the tailwheel off to the trailer hitch on the Dodge with a motorcycle tie
down and commenced to commit ignition.
The 690L is a little on the cold blooded side and I only ran it for about 5 minutes
total because the EIS is totally flaking out. Everything seems kosher mechanically
and it sounds awesome. Kinda like a 912.
I hope to build a carb synchronizer in the next couple of days and get things
balanced perfectly on the supply side.
On the subject of the EIS, I seem to have an electrical noise problem, the tach
is not reading at all, and the unit will totally blank out and than after a while
come back up only to blank out a few seconds later. When it is displaying,
the temps and volts all look good but I'm getting a big zero in the tach column.
I figured with no reliable engine info, I had better shut her down and talk to
Grand Rapids on monday.
Over and out,
Denny Rowe
Mk-3 2SI 690L-70
2.65 to 1 gearbox / 68" 3 blade F model Powerfin
Message 31
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| Subject: | Re: turnbuckle components |
--> Kolb-List message posted by: woody <duesouth@govital.net>
At 12:59 PM 2/15/03 -0500, you wrote:
>--> Kolb-List message posted by: Erich_Weaver@URSCorp.com
>
>
>Greetings all
>
>Im finally ready to give up on twisting the cables on my horizontal
>stabilizer to get them snug.
Twisting a cable or chain to snug them up is never a good idea. My set
up does seem to keep things tight. Instead of the one bolt holding the
bottom tail wires I keep the tangs bolted there but I attach the cables to
them separately will small shackles. It works and the wires are the
tightest I have seen on a foldable Kolb.
Message 32
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| Subject: | Re: Fire in de hole! |
--> Kolb-List message posted by: "Hugh" <hmhumes@attbi.com>
Congratulations Denny!
I just love following the different projects as they progress. Please keep
those reports coming.
Hugh
do not archive
----- Original Message -----
From: <rowedl@highstream.net>
Subject: Kolb-List: Fire in de hole!
> --> Kolb-List message posted by: <rowedl@highstream.net>
>
> Today I fired up N616DR for the first time.
> 25 degrees and no precipitation so I figured what the heck, thats as good
as the weather has been since before Christmas.
> Had the big roll out ceremony filmed by Linda as I lifted the garage door
and started pushing her out. Thats when we realized the tail was 3 inches
too wide to fit out the door. Had to fold one side up slightly.
> Tied the tailwheel off to the trailer hitch on the Dodge with a motorcycle
tie down and commenced to commit ignition.
> The 690L is a little on the cold blooded side and I only ran it for about
5 minutes total because the EIS is totally flaking out. Everything seems
kosher mechanically and it sounds awesome. Kinda like a 912.
> I hope to build a carb synchronizer in the next couple of days and get
things balanced perfectly on the supply side.
> On the subject of the EIS, I seem to have an electrical noise problem, the
tach is not reading at all, and the unit will totally blank out and than
after a while come back up only to blank out a few seconds later. When it
is displaying, the temps and volts all look good but I'm getting a big zero
in the tach column.
> I figured with no reliable engine info, I had better shut her down and
talk to Grand Rapids on monday.
>
> Over and out,
>
> Denny Rowe
> Mk-3 2SI 690L-70
> 2.65 to 1 gearbox / 68" 3 blade F model Powerfin
>
>
Message 33
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| Subject: | Re: Alternative Instruments... |
--> Kolb-List message posted by: "Kenny " <kenandmona@earthlink.net>
Are you powering it off a battery or off the lighting coil and a rectifier?
I looked at it closely but I don't want to add a battery.
> [Original Message]
> From: <TAILDRAGGER503@aol.com>
> To: <kolb-list@matronics.com>
> Date: 2/15/2003 9:39:25 AM
> Subject: Re: Kolb-List: Alternative Instruments...
>
> --> Kolb-List message posted by: TAILDRAGGER503@aol.com
>
> Guys, I bought the Stratomaster Extreme from Lucian for my FSII and am
very
> satisfied with it. Fits real nice in the small dash and is very light. It
has
> a lot of functions and even has memory for us old farts.
>
> David Snyder
>
> Building FSII
> Lakewood, N.J.
>
>
Message 34
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| Subject: | MGL Smart singles |
--> Kolb-List message posted by: "DAVID STROBERG" <dgstro@greenvillenc.com>
Listers,
I acquired a couple of the singles for my MarkIII project. Very light, apparently
very rugged with neat functions and memory storage. Found out they will not
fit "in" a 2 1/4" hole due to the squarish shape of the case. Either have
to file out the hole or mount from the back of the panel. Face of it shows ok
through a 2 1/4 hole. Have to hold up on the project till the neurosurgeon gets
this plumb size lump out of my head. Seems extra lumps in the right side
of the brain cause all kinds of hate and discontent on the left side of the body.
Oh well, one of life's little vicissitudes. Hope to see youall about the
end of March.
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