Today's Message Index:
----------------------
1. 05:12 AM - Comm Check (John Hauck)
2. 05:28 AM - Re: Comm Check (Bruce n' Kathy)
3. 05:29 AM - Re: Comm Check (Peter Volum)
4. 05:48 AM - Re: Comm Check (jam'n)
5. 05:48 AM - Re: Comm Check (jam'n)
6. 06:00 AM - parts (Bob Bean)
7. 06:26 AM - Re: Comm Check (John Hauck)
8. 09:44 AM - Engine (Paul Petty)
9. 10:11 AM - (no subject) (T. K. Frantz)
10. 10:59 AM - Re: Engine (Don Gherardini)
11. 11:05 AM - Mark III Vertical Stabilizer (John Hauck)
12. 11:10 AM - Re: Engine (Kirk Smith)
13. 11:24 AM - Re: Engine (jam'n)
14. 11:29 AM - Re: Engine (CaptainRon)
15. 11:34 AM - Re: Engine (jam'n)
16. 12:07 PM - Re: Engine (Don Gherardini)
17. 12:16 PM - Re: Engine (Don Gherardini)
18. 02:28 PM - Re: Engine (Paul Petty)
19. 03:33 PM - Re: Engine (CaptainRon)
20. 03:57 PM - VW (Paul Petty)
21. 04:26 PM - Re: VW (jam'n)
22. 04:40 PM - Re: VW (Rick & Martha Neilsen)
23. 04:40 PM - Re: Engine (woody)
24. 04:41 PM - Re: Comm Check (woody)
25. 04:53 PM - Re: VW (John Hauck)
26. 04:56 PM - Re: Comm Check (Beauford Tuton)
27. 05:19 PM - Re: VW (jam'n)
28. 05:19 PM - Oil Injection (VIC)
29. 05:25 PM - Re: VW (CaptainRon)
30. 05:38 PM - Re: Comm Check (woody)
31. 05:51 PM - Re: Engine (Bob Bean)
32. 06:01 PM - Re: Engine (Larry Bourne)
33. 07:38 PM - Re: VW (John Hauck)
34. 08:01 PM - FireFly Wing Folding (WhiskeyVictor36@aol.com)
35. 10:22 PM - KolbPilot Website (Jon Croke)
36. 11:51 PM - Re: Mark III Vertical Stabilizer (Vincehallam@aol.com)
Message 1
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--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
Morning Gang:
Have not received any Kolb traffic since 1359
yesterday.
This is a check to see if I am still operational.
john h
DO NOT ARCHIVE
Message 2
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--> Kolb-List message posted by: "Bruce n' Kathy" <n3nrr@erols.com>
Careful! not to kick sleeping dogs!!
--
Bruce n' Kathy
Come and visit us at http://www.frugalbee.com
DO NOT ARCHIVE
Message 3
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--> Kolb-List message posted by: "Peter Volum" <peterv@etsmiami.com>
How 'bout this for some traffic John?
Dear Flying Fan:
Miami's LAFA (Light Aircraft Flyer's Association) is sponsoring a Pig
Roast & Fly-in at Homestead General Airport X51) on Saturday March 8th,
2003.
Address: 28700 SW 217th Ave, Homestead, FL
Web Site: www.lafa.com
During this all-day event, we will have a number of activities
including:
* Introductory flying lessons in ultralight trainers.
* Ultralight Formation Fly-by's.
* Bomb drop (bean bag) competitions.
* Carrier landing competitions.
* Torpedo (baseball) runs.
* Aviation Flea Market (come for bargains or bring anything you want
to sell).
* Raffles and Prizes.
.and of course.
* . at about 1:00pm, a PIG ROAST! (Actually, two or three pigs will
be roasted!).
Free Admittance!
Fly in or drive - all are welcome! , but please. to assist us in our
planning, complete the RSVP form on-line at: http://www.lafa.com/Pig.htm
Questions? Please send an email to: pig@lafa.com or call the LAFA
hotline at (305) 242-0019.
Bring your kids and bring your appetites - We look forward to seeing
you!
Please remember to RSVP by replying to this message or by going online
Thank you!!
LAFA
Do not archive
-----Original Message-----
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com] On Behalf Of John Hauck
Subject: Kolb-List: Comm Check
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
Morning Gang:
Have not received any Kolb traffic since 1359
yesterday.
This is a check to see if I am still operational.
john h
DO NOT ARCHIVE
Message 4
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--> Kolb-List message posted by: "jam'n" <jghunter@nol.net>
checks good on deck here...
----- Original Message -----
From: "John Hauck" <jhauck@elmore.rr.com>
Subject: Kolb-List: Comm Check
> --> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
>
> Morning Gang:
>
> Have not received any Kolb traffic since 1359
> yesterday.
>
> This is a check to see if I am still operational.
>
> john h
>
> DO NOT ARCHIVE
>
>
>
>
>
>
>
Message 5
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--> Kolb-List message posted by: "jam'n" <jghunter@nol.net>
can we get a plate to go....?
----- Original Message -----
From: "Peter Volum" <peterv@etsmiami.com>
Subject: RE: Kolb-List: Comm Check
> --> Kolb-List message posted by: "Peter Volum" <peterv@etsmiami.com>
>
> How 'bout this for some traffic John?
>
> Dear Flying Fan:
>
> Miami's LAFA (Light Aircraft Flyer's Association) is sponsoring a Pig
> Roast & Fly-in at Homestead General Airport X51) on Saturday March 8th,
> 2003.
>
> Address: 28700 SW 217th Ave, Homestead, FL
>
> Web Site: www.lafa.com
>
> During this all-day event, we will have a number of activities
> including:
>
> * Introductory flying lessons in ultralight trainers.
> * Ultralight Formation Fly-by's.
> * Bomb drop (bean bag) competitions.
> * Carrier landing competitions.
> * Torpedo (baseball) runs.
> * Aviation Flea Market (come for bargains or bring anything you want
> to sell).
> * Raffles and Prizes.
> .and of course.
> * . at about 1:00pm, a PIG ROAST! (Actually, two or three pigs will
> be roasted!).
>
> Free Admittance!
>
> Fly in or drive - all are welcome! , but please. to assist us in our
> planning, complete the RSVP form on-line at: http://www.lafa.com/Pig.htm
>
> Questions? Please send an email to: pig@lafa.com or call the LAFA
> hotline at (305) 242-0019.
>
> Bring your kids and bring your appetites - We look forward to seeing
> you!
>
> Please remember to RSVP by replying to this message or by going online
> to: http://www.lafa.com/Pig.htm
>
> Thank you!!
>
> LAFA
>
> Do not archive
> -----Original Message-----
> From: owner-kolb-list-server@matronics.com
> [mailto:owner-kolb-list-server@matronics.com] On Behalf Of John Hauck
> To: Kolb List
> Subject: Kolb-List: Comm Check
>
> --> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
>
> Morning Gang:
>
> Have not received any Kolb traffic since 1359
> yesterday.
>
> This is a check to see if I am still operational.
>
> john h
>
> DO NOT ARCHIVE
>
>
>
>
>
>
>
Message 6
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--> Kolb-List message posted by: Bob Bean <slyck@frontiernet.net>
Fellow mechanics, doing some safety wiring on my intake manifold ,
gave me a little chuckle. -The wire is still left overs from my old AF
toolbox that managed to go out the gate with me. Even though drilling
all those little holes is a pain it sure looks pretty when it's finished and
gives some feeling that's a few less parts will go through the fan.
I've managed also to go through the majority of my ancient stash of
adel clamps and the hardware that holds them on, some of which went
mach 1.7 forty years ago. Recycling is a pleasure. -BB do not archive
Message 7
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--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> Miami's LAFA (Light Aircraft Flyer's Association) is sponsoring a Pig
> Roast & Fly-in at Homestead General Airport X51) on Saturday March 8th,
> 2003.
Peter/Gang:
Might make some of these flyins if enough advance
notice is given.
Less than a month until Sun and Fun.
john h
DO NOT ARCHIVE
Message 8
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SPAM_PHRASE_00_01, USER_AGENT_OE, USER_IN_WHITELIST)
--> Kolb-List message posted by: "Paul Petty" <ppetty@c-gate.net>
Slow day so I will throw this out there. My engine project is ready to make the
PSRU. I have all the material and was ready to start last night but put it on
hold because Mr. Hans vanAlphen posted an interesting note about this thing may
having enough torque to pull the prop at say 2000 rpm without a PSRU. This
would be great because this way I could make a hub to cover the Vibration dampener
and fill it with oil to keep it lubed then bolt the prop right on to the
hub! This would chop gobs of weight and lots of work.
Any Idea's?
pp..
Message 9
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--> Kolb-List message posted by: "T. K. Frantz" <tkrolfe@usadatanet.net>
John,
Was wondering what you attribute your vertical stab leading edge break
to? If I understand correctly, you said this is the second time it
broke, this time right above the previous repair. Is this residual
damage from you incident two years ago in Alaska. Just curious.
Terry FireFly #95
Message 10
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--> Kolb-List message posted by: "Don Gherardini" <donghe@one-eleven.net>
Slow here to Paul.
Lemme discuss some stuff about that harley project, because im very
interested in it also.
you posted a those stats awhile back on that engine...80some hp I think.
I dunno what redline is on a new evo HD...but that hp rating would be
somewhere near the top im sure..
with peak torque falling below that likely a couple a thosand rpms less
right?
Peak torque will always be at the rpm level at which the cylinder filling
effieciency is the best.
This is decided by the cam grind..and the breathing ability of the ports and
valves.
I am sure to take advantage of the horsepower and torque of that engine, you
are gonna need a PSRU...even if you custom grind a cam, which by the way
will likely really help, and should be easy to accomplish since so many cam
grinders do HD cams already, this will make it more economical for sure.
If we look at all the current lightweight 4 strokes being manufactured for
the exp aircraft market...they just about all use PSRU's due the the need
to swing a large prop for best thrust, anyone who has used a VW will aslo
tell ya that it never did have any poop untill the installed a redrive and
ran the rpms up to 4 grand or better.
If you can somehow find a HP/torque curve chart/graph on that HD...then you
will be able to simply look at max rpms you can use with the prop you want
to swing, by the max tip speed allowed,and then see where the torque falls
on the graph...I bet it will be awfully low, and if you do this you will
always wonder just how much prop it would swing up there at an rpm level
where it will make some power!
I also have a question....this engine used the old fashioned master rod
slave rod configuration that HD has had for a long time right?...are there
any HD engines that do NOT use this config?...where both rods connect
directly to the crank independantly of each other on a single journal?
http://www.geocities.com/dagger369th/my_firefly.htm
Don Gherardini-
FireFly 098
Message 11
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| Subject: | Mark III Vertical Stabilizer |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
Hi Terry/Gang:
Let's see if I can answer your questions:
> Was wondering what you attribute your vertical stab leading edge break
> to?
About 5 years and 700 flight hours ago, I began
experimenting with overcoming some adverse yaw
characteristics of my MK III. Started with 3/4"
deflection, then increased to 1 3/8" deflection.
A couple years later, the upper vertical
stabilizer leading edge tube broke where the
internal brace gusset is drilled and riveted to
it. Repaired with an overcenter cut saddle cut
from .058 1 1/8" 6061 tube. Last Sunday
discovered it had broken again, about 1" Forward
of the trailing end of the repair saddle. A
couple years ago I discovered the offset in the
leading edge was not profitable. Moved the
leading edge back to the center position.
Possible causes for failure:
1) Fatigue from flight hours accumulated.
2) Tail section takes a terrific beating from
prop.
> Is this residual
> damage from you incident two years ago in Alaska.
Don't think so. There was no observed damage to
the tail section from the accident at Muncho Lake,
BC.
I built the tail section from .058 material
initially. So it was a little more sturdy that
the .035 called for in the plans.
The repaired upper vertical stabilizer will have a
12 to 24 inch .058 7/8" sleeve, similar to the
sleeve in the tail post and horizontal stabs for
wire brace attachment. When I initially built the
horizontal stabs I also included sleeves in their
leading edges, in case I decided to also include
wire bracing here as well as what the plans call
for. These sleeves may have spread the load in
this area of the leading edges of the horizontal
stabs and prevented failure here also. Just a
guess.
Both times the leading edge tube, upper vertical
stab broke, the fabric and trim tape kept the tube
in place. Both breaks were above the internal
brace attach point.
To make the repair correctly will require pulling
the fabric. That will be the most work intensive
part of the repair. Also will have to remove the
entire tail section again, after removing it last
July for lower tail post repair.
Hope that answers your questions. I have not
removed the tail section or started repairs. I
have a commitment to fly for a Boy Scout Jamboree
15 Mar. I will wait until after 15 Mar to start
the repairs. That will still give me time to
finish it up for Sun and Fun. Don't think I can
get the fabric and painting done before the 15th
though.
Take care,
john h
Message 12
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--> Kolb-List message posted by: "Kirk Smith" <snuffy@usol.com>
I never understood what the torque ratings were stating. Is it peak torque,
average torque? Could make a lot of difference. Snuff
----- Original Message -----
From: "Paul Petty" <ppetty@c-gate.net>
Subject: Kolb-List: Engine
> --> Kolb-List message posted by: "Paul Petty" <ppetty@c-gate.net>
>
> Slow day so I will throw this out there. My engine project is ready to
make the PSRU. I have all the material and was ready to start last night but
put it on hold because Mr. Hans vanAlphen posted an interesting note about
this thing may having enough torque to pull the prop at say 2000 rpm without
a PSRU. This would be great because this way I could make a hub to cover the
Vibration dampener and fill it with oil to keep it lubed then bolt the prop
right on to the hub! This would chop gobs of weight and lots of work.
>
> Any Idea's?
>
>
> pp..
DO NOT ARCHIVE
Message 13
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--> Kolb-List message posted by: "jam'n" <jghunter@nol.net>
> Peak torque will always be at the rpm level at which the cylinder filling
> effieciency is the best.
actually level where piston pressure... is best... as in more ability to do
work
> This is decided by the cam grind..and the breathing ability of the ports
and
> valves.
and ignition capability/capacity given flame front probagation integrity and
characteristics...
Message 14
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--> Kolb-List message posted by: CaptainRon <CaptainRon@theriver.com>
Torque is fine at 2000 rpms but just how much thrust will you get out of it
driven directly from the crank? Probably 40% on a 5000 rpm motor. You need
your peak HP at maxx RPM for maxx thrust. Find out what is the maxx rpm for
peak Hp for the Harley and then you'd know if you can use it directly from
the crank to the prop. If peak HP happens at 5000 rpms you'd need a
reduction drive, you'd need to step it down to where prop tips don't exceed
the speed of sound. Someone here maybe able to steer you to that site where
you plug in the RPM's and prop length and you will get prop tip speed.
I think I already mentioned that to you in a previous offline mail.
Most aviation props turn between 2.5K and 2.7K. As I said before to make
everything simple choose one speed and let the rest of the world accomodate
by buying the proper length prop/blades. You won't go wrong by making your
RDU turn your RPM's at 2500 at the hub at maxx rpm.
=======================================
> --> Kolb-List message posted by: "Paul Petty" <ppetty@c-gate.net>
>
> Slow day so I will throw this out there. My engine project is ready to make
> the PSRU. I have all the material and was ready to start last night but put it
> on hold because Mr. Hans vanAlphen posted an interesting note about this thing
> may having enough torque to pull the prop at say 2000 rpm without a PSRU. This
> would be great because this way I could make a hub to cover the Vibration
> dampener and fill it with oil to keep it lubed then bolt the prop right on to
> the hub! This would chop gobs of weight and lots of work.
>
> Any Idea's?
>
>
> pp..
>
>
Message 15
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--> Kolb-List message posted by: "jam'n" <jghunter@nol.net>
generally unless you have a torque curve graph to see output vs rpm... most
torque statements are peak... as in truck advertising for example to look
best in market you oft see a number that is going to 'excite' more than
comment...
for... 'it made 235 ft lbs torque @ 3800 rpm'
> I never understood what the torque ratings were stating. Is it peak
torque,
> average torque? Could make a lot of difference. Snuff
DO NOT ARCHIVE
Message 16
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--> Kolb-List message posted by: "Don Gherardini" <donghe@one-eleven.net>
I got so interested in those harley specs, I did a quick search on the net
for some charts...1st really interesting site i found was night rider
somethin or other....performance stuff...there are alot of numbers
here...and several hp/torque graphs....now I always knew that HD had a lot
of torque...and a fairly flat torque curve....but I didnt know it was THAT
flat! I can see why a fella might be tempted to try it without a PSRU just
tp see how it will pull. here is a link..I suspect Paul already knows this
stuff...but for the rest of you engine buffs....pretty interesting.
http://www.nightrider.com/biketech/hplist_evo80.htm
BTW...80 some hp is a pretty strung out HD it looks like....and I tried
searching the archives for the post when you mentioned Paul just which
engine you had, and those HP specs ..but couldnt find it...matbe not in
there...could you tell me again just what engine it is, and what mods have
been done.
I might add also that a mulit cylinder radial useing HD jugs is very
interesting to me also...
I have these dreams of the BIG MONEY in the light aircraft engine biz by
using exsisting high production (low cost) cylinder and piston assemblies on
a custom caseLOL///,,...course... they are prob just nightmares that i dont
recognize!
Never the less...
opposed twins....opposed 4 cylinders....3 cylinder radials....6 cylinder
double row(twin rows 3 cylinder each) offset for airflow... the right
combination of easy and economical to procure parts has jus got to be out
there..in already made high production engines.
also...Rotax is getting those high prices because they dont sell these
engines in any other market, and they aint gonna just build us engines
oughtta gratitude. Volume = cost reduction..If Bombardier aint gonna make
money at it...they aint gonna do it.period. They are an awful big company
with alot of overhead...and the day that Board of directors decides that it
aint worth it anymore....BOOM.....they will shut those lines down.
Thats why you can get a new 150 hp rotax powered snowmobile for what a 582
costs....cause ey make a zillion of em.
Somebody dissed 2si and said they are interested in them big goverment
contracts and not the ultralight industry...Well...ya oughtta be thankful
they are..cause if they were not sellin all those engines that are about the
same to the gov....their volume would be so small that they would be askin
rotax prices too.
This may seem a little off Pauls subject,, But it is not... here is a
prediction from a fella who has spent a large part of his life in the
wholesale/OEM engine distribution biz men....if somebody like Paul Petty
here dont find a way to get an existing production/high volume engine built
for some other market to work good on a light aircraft..its gonna be a 6500
to 10 grand engine or nothing fer all of us!
Message 17
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--> Kolb-List message posted by: "Don Gherardini" <donghe@one-eleven.net>
Jam'n.....right you are...I was simplifing.
Infact the difference between rpm level at best Volumetric efficiency and
the BMEP.(max presseur), which are usually pretty close,,, are in fact due
to the
<snip....ignition capability/capacity given flame front probagation
integrity and
characteristics...> as you put it...
and parisitic loads, frictions, and other relativly small influences.
Don
Message 18
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REFERENCES, SPAM_PHRASE_01_02, SUBJECT_IS_LIST, USER_AGENT_OE,
USER_IN_WHITELIST)
--> Kolb-List message posted by: "Paul Petty" <ppetty@c-gate.net>
WAAAAAYYYY over my head. However here are a few numbers that I have been
told.
5500 rpm is max. My engine is a 80 CID EVO V2 1993 model with no mods.
Harley says the engine produces 80 hp at the crank at 4800 rpm. And Don is
right the torque curve is very flat. Calling from memory from a chat I was
looking at last night, the lowest rpm on the chart was like 1500 and the
torque curve line started way up the scale at like 60 ft lbs and rises as
rpm's increased to only like mid 80's
I think I am going to go straight off the crank for a test then build the
PSRU and see. I got a better carb today (stock CV) and are wanting to blow
some air with this thing. I have a digital Video cam corder and should have
some footage with sound by this Sunday. If this bad weather breaks I off to
the airport! It has been bad for the past three weekends.
Thanks for all good info
pp
----- Original Message -----
From: "Don Gherardini" <donghe@one-eleven.net>
Subject: Re: Kolb-List: Engine
> --> Kolb-List message posted by: "Don Gherardini" <donghe@one-eleven.net>
>
> Jam'n.....right you are...I was simplifing.
> Infact the difference between rpm level at best Volumetric efficiency and
> the BMEP.(max presseur), which are usually pretty close,,, are in fact due
> to the
> <snip....ignition capability/capacity given flame front probagation
> integrity and
> characteristics...> as you put it...
>
> and parisitic loads, frictions, and other relativly small influences.
>
>
> Don
>
>
Message 19
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--> Kolb-List message posted by: CaptainRon <CaptainRon@theriver.com>
3/6/03 15:27Paul Petty
> WAAAAAYYYY over my head. However here are a few numbers that I have been
> told.
=================
Just be happy you don't know that much. If you just go and build a case to
which you can mate some standard Harley cylinders, you will more than just
make yourself a name in the anals of aviation.
Have the hub turn at 2500 rpm's at max Hp, thats all you really gotta know.
:-)
Keep us posted.
Message 20
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HTML_50_70, SPAM_PHRASE_00_01, USER_AGENT_OE, USER_IN_WHITELIST)
--> Kolb-List message posted by: "Paul Petty" <ppetty@c-gate.net>
Captain Ron/Kolbers
What are the downsides to using VW engines and what is a 1/2 VW?
pp..
Message 21
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--> Kolb-List message posted by: "jam'n" <jghunter@nol.net>
and what is a 1/2 VW?
it is a as stated 1/2 vdub engine cut in half... you see them in the 'legal
eagle' - and u/l ac design out of texas... for example. it is a 4cycle
engine and maint may be easier for some than 2s. vdub relatively easy to
work on. it is reliable. etc etc uses conventional ignition... usually hand
proped...
regards
jam'n
Message 22
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--> Kolb-List message posted by: "Rick & Martha Neilsen" <neilsenrm@cs.com>
The main down side is there is no developed kit, the thrust line is a few
inches higher than ideal and the engine weighs app. 15lbs more than a Rotax
912. The up side is that it can be installed for $3500-5500 and the rebuild
costs are a fraction of Rotax costs.
Rick Neilsen
Redrive VW powered MKIII
-----Original Message-----
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com]On Behalf Of Paul Petty
Subject: Kolb-List: VW
--> Kolb-List message posted by: "Paul Petty" <ppetty@c-gate.net>
Captain Ron/Kolbers
What are the downsides to using VW engines and what is a 1/2 VW?
pp..
Message 23
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--> Kolb-List message posted by: woody <duesouth@govital.net>
At 11:43 AM 3/6/2003 -0600, you wrote:
>--> Kolb-List message posted by: "Paul Petty" <ppetty@c-gate.net>
>
>Slow day so I will throw this out there. My engine project is ready to
>make the PSRU. I have all the material and was ready to start last night
>but put it on hold because Mr. Hans vanAlphen posted an interesting note
>about this thing may having enough torque to pull the prop at say 2000 rpm
>without a PSRU. This would be great because this way I could make a hub to
>cover the Vibration dampener and fill it with oil to keep it lubed then
>bolt the prop right on to the hub! This would chop gobs of weight and lots
>of work.
>
>Any Idea's?
I read over the numbers you sent me I think if you derated the engine to
65 hp you can spin the prop to 4000 rpm max. Torque will still be about 75%
more than a Rotax ( check this months Kitplanes ) Go direct drive for now
and then build the redrive at your leisure.
Message 24
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--> Kolb-List message posted by: woody <duesouth@govital.net>
At 07:11 AM 3/6/2003 -0600, you wrote:
>--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
>
>Morning Gang:
>
>Have not received any Kolb traffic since 1359
>yesterday.
>
>This is a check to see if I am still operational.
Sorry John that one did not come through. Please try again.
Message 25
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--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> it is a 4cycle
> engine and maint may be easier for some than 2s. vdub relatively easy to
> work on. it is reliable. etc etc uses conventional ignition... usually hand
> proped...
> jam'n
jam'n/Gang:
Forgot to mention one important characteristic of
the 1/2 VW:
Down on power.
john h
DO NOT ARCHIVE
Message 26
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--> Kolb-List message posted by: "Beauford Tuton" <beauford@tampabay.rr.com>
got ya fivers here, Woody... Personally, I suspect that nobody else on the
list likes ya...
Regards from 83 degree Tampa,
yore friend, Beauford
Do Not Archive
----- Original Message -----
From: "woody" <duesouth@govital.net>
Subject: Re: Kolb-List: Comm Check
> --> Kolb-List message posted by: woody <duesouth@govital.net>
>
> At 07:11 AM 3/6/2003 -0600, you wrote:
> >--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> >
> >Morning Gang:
> >
> >Have not received any Kolb traffic since 1359
> >yesterday.
> >
> >This is a check to see if I am still operational.
>
>
> Sorry John that one did not come through. Please try again.
>
>
Message 27
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--> Kolb-List message posted by: "jam'n" <jghunter@nol.net>
well... yes you are right...
also requires machine work/welding to set up
but:
works fine for the legal eagles...
usually requires a redrive to get piston speed to make torque
can be hopped up
works swell in a light 103... may not be hot in a cub...
and all air craft performance is function of weight/power ratio...
any way... if you needed one for your application... and had a good one...
you'd be
jam'n
----- Original Message -----
From: "John Hauck" <jhauck@elmore.rr.com>
Subject: Re: Kolb-List: VW
> --> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
>
>
> > it is a 4cycle
> > engine and maint may be easier for some than 2s. vdub relatively easy to
> > work on. it is reliable. etc etc uses conventional ignition... usually
hand
> > proped...
>
> > jam'n
>
> jam'n/Gang:
>
> Forgot to mention one important characteristic of
> the 1/2 VW:
>
> Down on power.
>
> john h
>
> DO NOT ARCHIVE
>
>
Message 28
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--> Kolb-List message posted by: "VIC" <vicw@vcn.com>
I have a 503 single carb with oil injection. There are two lines that run
from the pump to the intake manifold. When originally connected the lines
were full. Now the front line has an air bubble in the manifold end that is
about 3/8 of an inch. The rear line is full. There are not apparent oil
leaks (no oil shows) I don't know how long it has been this way because it
is rather hard to see the lines where they enter the manifold. The engine
runs great and both cylinders are running almost the same temps. Is this a
problem.
Vic
Message 29
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--> Kolb-List message posted by: CaptainRon <CaptainRon@theriver.com>
3/6/03 16:58Paul Petty
> What are the downsides to using VW engines and what is a 1/2 VW?
>
> pp..
===================
Well you might as well trade that .5 VW for a good set of pedals with a 10
speed transmission, you will get about the same performance (well just
kidding), iirc its only about 30hp on the castrated VW.
You are making me nervous thinking about that other stuff, stay with your
original plan make everybody happy and yourself rich. :-)
Message 30
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--> Kolb-List message posted by: woody <duesouth@govital.net>
At 07:57 PM 3/6/2003 -0500, you wrote:
>--> Kolb-List message posted by: "Beauford Tuton" <beauford@tampabay.rr.com>
>
>got ya fivers here, Woody... Personally, I suspect that nobody else on the
>list likes ya...
>Regards from 83 degree Tampa,
>yore friend, Beauford
>Do Not Archive
>-
oops sorry for offending any one I will shut up now ;(
Message 31
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--> Kolb-List message posted by: Bob Bean <slyck@frontiernet.net>
woody wrote:
>>
>>
>>
>>
>>Any Idea's?
>>
>>
>
>
> I read over the numbers you sent me I think if you derated the engine to
>65 hp you can spin the prop to 4000 rpm max. Torque will still be about 75%
>more than a Rotax ( check this months Kitplanes ) Go direct drive for now
>and then build the redrive at your leisure.
>
The derating is important, first attention is to lowering the
compression ratio
if it is over 7:1 --low rpm and hi comp while turning a prop at 75% are not
compatible. Check out the ratios on the non internally supercharged
radials. -BB
do not archive
>
>
>
>
Message 32
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--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
Go ahead and do your direct drive run for a comparison base, but be sure to
build that PSRU. It's been amply demonstrated that our planes perform best
with a comparatively large, slow turning prop. Smaller, faster planes, like
the Sonex, or KR series do well with a direct drive with a small, fast
turning prop...........up to about 3300 rpm. Rick Neilsen flew his Mk III
for quite a while with a direct drive VW, and got tired of 912's running
away from him, even tho' they're in the same horsepower range. He then put
a PSRU on his V-Dub, with a bigger prop, and has never looked back. Your HD
engine will fall into the same general range. It would be a shame to
strangle it at low rpm, and not give it a chance to run.
Gogittum Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose
www.gogittum.com
----- Original Message -----
From: "Paul Petty" <ppetty@c-gate.net>
Subject: Re: Kolb-List: Engine
> --> Kolb-List message posted by: "Paul Petty" <ppetty@c-gate.net>
>
> WAAAAAYYYY over my head. However here are a few numbers that I have been
> told.
>
> 5500 rpm is max. My engine is a 80 CID EVO V2 1993 model with no mods.
> Harley says the engine produces 80 hp at the crank at 4800 rpm. And Don is
> right the torque curve is very flat. Calling from memory from a chat I was
> looking at last night, the lowest rpm on the chart was like 1500 and the
> torque curve line started way up the scale at like 60 ft lbs and rises as
> rpm's increased to only like mid 80's
> I think I am going to go straight off the crank for a test then build the
> PSRU and see. I got a better carb today (stock CV) and are wanting to blow
Message 33
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--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> works fine for the legal eagles...
> usually requires a redrive to get piston speed to make torque
> can be hopped up
> jam'n
jam'n/Gang:
Don't think I have ever seen one with a redrive.
Also thought they were about as hopped up as they
could get. If they could have produced more
power, I am sure a lot of folks would have loved
to have had that capability, back in the good ole
days.
john h
DO NOT ARCHIVE
Message 34
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| Subject: | FireFly Wing Folding |
--> Kolb-List message posted by: WhiskeyVictor36@aol.com
Can someone tell me how you fold the wings on a FireFly? Can one person do
it?
I have an Original FireStar and fold the wings by myself for every flight. I
support the wing with my shoulder and using both hands, hold the upper end of
the strut and pull the pin from the top mount. I then lower the strut to the
top of my foot, then lower that to the ground. I then work my way out to the
end of the wing and lower it to the ground, turning the aileron up in the
process.
The FireFly has two struts that do not disconnect from the wing. So how do
you support the wing while removing the pin from the fuselage attach point?
Bill Varnes
Original FireStar
Audubon NJ
Message 35
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| Subject: | KolbPilot Website |
--> Kolb-List message posted by: "Jon Croke" <Jon@joncroke.com>
Hello Everyone!
I will take this opportunity in the lull of traffic here to request your
review of the current status of
www.KolbPilot.com
It has been a while since a lot of the information has been updated and we
need your feedback to keep the site up-to-date. In particular, the page
listing pilot's links may have missing/incorrect website addresses.... let
me know and I'll add, remove or change the info as you desire.
And for those of you who dont have a website... send those pictures in and
we'll try to find space... always looking for interesting material to share
with the Kolb pilot community! Dont be shy.. some of those pictures are from
years ago and need to be removed and replaced with new material...!! BE
creative....
I'll start a page listing those of us who are planning attending Sun n
Fun... just email the moderator listed on the site.
Go for it,
Jon
near Green Bay (frozen solid)
Firestar (folded in hibernation)
www.joncroke.com
do not archive
Message 36
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| Subject: | Re: Mark III Vertical Stabilizer |
--> Kolb-List message posted by: Vincehallam@aol.com
Dear john
I hope you will cut the end of any inner or outer sleeve either diagonally
or with an end slit so as to relieve the stress ie spread the loads at that
point
Vnz
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