Today's Message Index:
----------------------
1. 12:15 AM - Re: Props (Vincehallam@aol.com)
2. 05:01 AM - Re: Props ()
3. 05:09 AM - Re: Tire retailer (Dave Rains)
4. 05:15 AM - Re: Vertical Stabilizer & Yaw Compensation (Jack & Louise Hart)
5. 06:01 AM - Re: Vertical Stabilizer & Yaw Compensation (Bob Bean)
6. 06:24 AM - Re: Tire retailer (Joe Allman)
7. 06:41 AM - 912 Prop Pitch / Best Cruising Performance (Charles White)
8. 06:47 AM - Re: Tire retailer (Bob Bean)
9. 07:07 AM - Re: Sun n Fun Mogas Enroute (J.D. Stewart)
10. 07:16 AM - Re: Props (Richard Pike)
11. 08:09 AM - Re: 912 Prop Pitch / Best Cruising Performance (John Hauck)
12. 08:13 AM - Re: Sun n Fun Mogas Enroute (John Hauck)
13. 08:14 AM - kolb mag switches (boyd young)
14. 08:40 AM - Test Run (Paul Petty)
15. 08:41 AM - 912S startup (Erich_Weaver@URSCorp.com)
16. 08:52 AM - Re: 912 Prop Pitch / Best Cruising Performance (Jack & Louise Hart)
17. 09:03 AM - Re: 912 Prop Pitch / Best Cruising Performance (Don Gherardini)
18. 09:26 AM - Asusalite wheels? (Don Gherardini)
19. 09:29 AM - Re: Tire retailer (Bob Noyer)
20. 09:30 AM - Re: Test Run (Peter Volum)
21. 09:33 AM - Re: 912 Prop Pitch / Best Cruising Performance ()
22. 09:39 AM - Re: Test Run (Rayfield, Bill)
23. 09:44 AM - Re: Sun n Fun Mogas Enroute (J.D. Stewart)
24. 10:13 AM - Re: Test Run (WillUribe@aol.com)
25. 10:28 AM - Re: Test Run (Paul Petty)
26. 10:44 AM - Re: 912 Prop Pitch / Best Cruising Performance (Richard Pike)
27. 11:05 AM - Honda? for Don Gherardini (Eugene Zimmerman)
28. 11:16 AM - Re: Asusalite wheels? (Dwight.Kottke@hti.htch.com)
29. 11:38 AM - Re: 912 Prop Pitch / Best Cruising Performance (John Hauck)
30. 11:51 AM - Re: Asusalite wheels? (Johann G.)
31. 11:54 AM - Re: 912 Prop Pitch / Best Cruising Performance (John Hauck)
32. 11:58 AM - Re: Sun n Fun Mogas Enroute (John Hauck)
33. 12:33 PM - Re: 912 Prop Pitch / Best Cruising Performance (Jack & Louise Hart)
34. 12:45 PM - Re: Test Run (Rayfield, Bill)
35. 12:45 PM - Re: Sun n Fun Mogas Enroute (J.D. Stewart)
36. 01:11 PM - Re: 912 Prop Pitch / Best Cruising Performance (Richard Pike)
37. 01:40 PM - Re: 912 Prop Pitch / Best Cruising Performance (John Hauck)
38. 01:44 PM - Re: 912 Prop Pitch / Best Cruising Performance (Don Gherardini)
39. 01:44 PM - Re: Asusalite wheels? (Jack & Louise Hart)
40. 02:05 PM - Re: Honda? for Don Gherardini (Don Gherardini)
41. 02:09 PM - Re: Asusalite wheels? (Don Gherardini)
42. 02:19 PM - Re: Sun n Fun Mogas Enroute (Don Gherardini)
43. 02:20 PM - HD (Paul Petty)
44. 02:28 PM - Ignition Switch (Dave & Eve Pelletier)
45. 03:14 PM - Re: Sun n Fun Mogas Enroute (Jack & Louise Hart)
46. 03:40 PM - Re: Sun n Fun Mogas Enroute (John Hauck)
47. 03:47 PM - Re: 912 Prop Pitch / Best Cruising Performance (possums)
48. 04:48 PM - Re: 912 Prop Pitch / Best Cruising Performance (CaptainRon)
49. 04:52 PM - Re: Ignition Switch (Martin Trusty)
50. 04:55 PM - Re: Honda? for Don Gherardini (Martin Trusty)
51. 05:28 PM - Re: HD (Rick & Martha Neilsen)
52. 06:24 PM - Re: HD (woody)
53. 07:00 PM - Re: HD (Paul Petty)
54. 07:18 PM - Re: Sun n Fun Mogas Enroute ()
55. 08:15 PM - Re: Sun n Fun Mogas Enroute (possums)
56. 08:17 PM - Re: Ignition Switch (Dave & Eve Pelletier)
Message 1
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--> Kolb-List message posted by: Vincehallam@aol.com
HI
Tell us about Chuck Zksx??s redrive
Vnz
Message 2
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--> Kolb-List message posted by: <rowedl@highstream.net>
Vince,
I know this question was not directed at me but I thought I could give you a
quick reply.
Chuck S was the first UL pioneer to addapt a reduction drive to UL engines.
At the time everyone was swinging 36" props at over 6k rpm full throttle.
Adding the redrive (belted) doubled the available thrust and cut the noise
output of the blade just as much. The resultant performance gains are
awesome.
As far as what his original drives were like, I beleive they were 4 v-belt
systems similar to what some folks still use today. These redrives saw
extensive use on CGS Hawks, Quiks, Pterodactyls, and many other early ULs
and are still in wide use today. They are most widly used on engines under
35hp such as Kawasakis,and Cuyunas.
The bigger engines usually go with dampened geardrives.
I hope this answers your question.
Denny Rowe
do not archive
----- Original Message -----
From: <Vincehallam@aol.com>
Subject: Re: Kolb-List: Props
> --> Kolb-List message posted by: Vincehallam@aol.com
>
> HI
> Tell us about Chuck Zksx??s redrive
> Vnz
>
>
Message 3
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--> Kolb-List message posted by: Dave Rains <rr@htg.net>
Get Aero Trainers from Aircraft Spruce!!! They are inexpensive, are FAA PMA and
wear like iron.
do not archive
Dave Rains
-----Original Message-----
From: rowedl@highstream.net [SMTP:rowedl@highstream.net]
Subject: Re: Kolb-List: Tire retailer
--> Kolb-List message posted by: <rowedl@highstream.net>
----- Original Message -----
From: Jim Gerken <gerken@us.ibm.com>
Subject: Kolb-List: Tire retailer
> --> Kolb-List message posted by: "Jim Gerken" <gerken@us.ibm.com>
>
> What's the name and phone number of the aircraft tire retailer you guys
> have talked about? Time for the Cheng Chins to go on the burning pile.
> The size they read is 15x6.00-6, I assume there is a real aircraft tire of
> same size. Thanks.
>
> Jim Gerken
>
> Jim,
Try Tom Olenik right here on the list, he has a wide variety of tires on his
web page.
olenik-aviation@buyitsellitfixit.com
Denny Rowe
>
>
Message 4
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| Subject: | Re: Vertical Stabilizer & Yaw Compensation |
--> Kolb-List message posted by: Jack & Louise Hart <jbhart@ldd.net>
At 04:26 PM 3/24/03 -0600, you wrote:
>--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
>
John,
>
>> You are correct in that in cruise uncompensated yaw probably does on make much
of a difference. But uncompensated yaw can make quite a difference in one's
ability to side slip the plane for cross wind landings.
>> Jack B. Hart FF004
>
>Jack/Gang:
>
>Shouldn't make any difference with power off.
>There is no yaw problem when power is reduced,
>only when I am making power. In fact, dead stick
>I could get away with no pitch or yaw trim.
>Aircraft is trimmed perfectly in these axis's.
>
>Don't know why you have a difference unless:
>
>-You are landing with power.
On gusty cross wind approaches, I use power.
>
>-More rudder travel one direction over the other.
Rudder travel limits are the same. As I said before:
"For some reason, I did not have a problem with the FireFly until I changed engines,
and mounted a larger propeller that rotates in the opposite direction.
Currently, it is very easy to run out of rudder when slipping to the left compared
to slipping to the right."
>
>john h
>
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart@ldd.net
Message 5
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| Subject: | Re: Vertical Stabilizer & Yaw Compensation |
--> Kolb-List message posted by: Bob Bean <slyck@frontiernet.net>
>>
>>
>>
>
>
>
>>>
>>>
>>
>>
>
>
>>
>>
> Currently, it is very easy to run out of rudder when slipping to the left compared
to slipping to the right."
>
>
>
>>-Then I would slip it to the right :) -BB do not archive
>>
>>
>>
>
>Jack B. Hart FF004
>Jackson, MO
>
>
>Jack & Louise Hart
>jbhart@ldd.net
>
>
>
>
Message 6
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--> Kolb-List message posted by: "Joe Allman" <fisherallman@earthlink.net>
How much do they weigh? Someone once told me the certified tires were
very heavy. Is this true?
Thanks,
Joe
do not archive
-----Original Message-----
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com]On Behalf Of Dave Rains
Subject: RE: Kolb-List: Tire retailer
--> Kolb-List message posted by: Dave Rains <rr@htg.net>
Get Aero Trainers from Aircraft Spruce!!! They are inexpensive, are FAA PMA
and wear like iron.
do not archive
Dave Rains
-----Original Message-----
From: rowedl@highstream.net [SMTP:rowedl@highstream.net]
Subject: Re: Kolb-List: Tire retailer
--> Kolb-List message posted by: <rowedl@highstream.net>
----- Original Message -----
From: Jim Gerken <gerken@us.ibm.com>
Subject: Kolb-List: Tire retailer
> --> Kolb-List message posted by: "Jim Gerken" <gerken@us.ibm.com>
>
> What's the name and phone number of the aircraft tire retailer you guys
> have talked about? Time for the Cheng Chins to go on the burning pile.
> The size they read is 15x6.00-6, I assume there is a real aircraft tire of
> same size. Thanks.
>
> Jim Gerken
>
> Jim,
Try Tom Olenik right here on the list, he has a wide variety of tires on his
web page.
olenik-aviation@buyitsellitfixit.com
Denny Rowe
>
>
Message 7
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| Subject: | 912 Prop Pitch / Best Cruising Performance |
--> Kolb-List message posted by: "Charles White" <c.f.white@att.net>
John H./Fellow Kolbers
Need some help please... For several days now I have read everyone's posts
on the theoretical performance of large vs. shorter dia. props - running
your engine to develop it's max. power curve, 100% duty cycle, etc. All very
interesting and helpful in understanding the theory of converting H.P to
thrust.
Here's my question/ problem:
My friend Gary Haley and I are both flying our MK3/912's over to Lakeland
from Houston next week and while flying together recently discovered his
plane is considerably faster at cruise than mine. Same prop (Ivo3), same
engine, etc. I just assumed it was my prop pitch and began adjusting it for
more top speed. Naturally, as I increase the pitch the max. available RPMs
come down, but it appears to have increased my speed considerably. Before, I
had it pitched to produce 5800 max. @ take-off, but even when cruising at
5500, his plane running at 5000 is faster than mine. If I increase my pitch
all the way up to max. only 5200 @(take-off) backing off to 5000 we both
seem to run about the same speed - although I feel like I am running my
engine at almost full throttle... pretty scary!
Please... what am I missing here, your thoughts on proper pitch/RPMs and why
would my plane be so much slower than his? As far as workmanship or weight
goes - let's just say there's no issue here either :)
Any and all help would be greatly appreciated. It's a long way to Lakeland
and hearing him tell me to "speed-up" for 800 miles each way, doesn't do
much for me either!
Charles White
N970CW
Message 8
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| Subject: | Re: Tire retailer |
--> Kolb-List message posted by: Bob Bean <slyck@frontiernet.net>
I just steal the ones placed around other people's tie-downs. It takes
a little work to scrape off the yellow paint. -BB do not archive
Joe Allman wrote:
>--> Kolb-List message posted by: "Joe Allman" <fisherallman@earthlink.net>
>
>How much do they weigh? Someone once told me the certified tires were
>very heavy. Is this true?
>
>Thanks,
>
>Joe
>
>do not archive
>
>-----Original Message-----
>From: owner-kolb-list-server@matronics.com
>[mailto:owner-kolb-list-server@matronics.com]On Behalf Of Dave Rains
>To: 'kolb-list@matronics.com'
>Subject: RE: Kolb-List: Tire retailer
>
>
>--> Kolb-List message posted by: Dave Rains <rr@htg.net>
>
>Get Aero Trainers from Aircraft Spruce!!! They are inexpensive, are FAA PMA
>and wear like iron.
>do not archive
>Dave Rains
>
>-----Original Message-----
>From: rowedl@highstream.net [SMTP:rowedl@highstream.net]
>To: kolb-list@matronics.com
>Subject: Re: Kolb-List: Tire retailer
>
>--> Kolb-List message posted by: <rowedl@highstream.net>
>
>
>----- Original Message -----
>From: Jim Gerken <gerken@us.ibm.com>
>To: <kolb-list@matronics.com>
>Subject: Kolb-List: Tire retailer
>
>
>
>
>>--> Kolb-List message posted by: "Jim Gerken" <gerken@us.ibm.com>
>>
>>What's the name and phone number of the aircraft tire retailer you guys
>>have talked about? Time for the Cheng Chins to go on the burning pile.
>>The size they read is 15x6.00-6, I assume there is a real aircraft tire of
>>same size. Thanks.
>>
>>Jim Gerken
>>
>>Jim,
>>
>>
>Try Tom Olenik right here on the list, he has a wide variety of tires on his
>web page.
>olenik-aviation@buyitsellitfixit.com
>Denny Rowe
>
>
>>
>>
>
>
>
>
Message 9
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| Subject: | Sun n Fun Mogas Enroute |
--> Kolb-List message posted by: "J.D. Stewart" <jstewart@inebraska.com>
Change your plugs pretty often while using 100LL.
On my last Oshkosh trip (1155 miles), I used 100LL gas everywhere but OSH
itself. A few days after getting home, I had a cylinder overheat on the way
back from a fly-in, and put me down on a road a couple of times. I could
keep it under control but not maintain altitude at 4500 rpms, so I'd climb
up a thousand feet, and gradually end up landing about every 10 miles. I'd
taxi down the country road for a mile or so (rural Nebraska roads are
deserted and flat) to let it cool down, and take off for another leg.
http://challenger.inebraska.com/503_decarbon.htm shows what I found when
I
took the heads off.
J.D. Stewart
UltraFun AirSports
http://www.ultrafunairsports.com
Challenger Owners E-mail list and Website Administrator
http://challenger.inebraska.com
<Snip>If you think that 30 gallons of 100LL won't hurt the
> 503, I'd much
> rather go that route.
> Kip
>
Message 10
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--> Kolb-List message posted by: Richard Pike <rwpike@charter.net>
Chuck was building redrives to fit Chrysler/West bend engines, then he made
one to fit the Zenoah 250, and he patented the ultralight reduction drive
concept. (This is back when the CGS Hawk company was still Chuck's Glider
Supplies - now you know what the CGS stands for in the Hawk brand name)
Every light aircraft that uses a belt drive is technically using what he
successfully patented.
I used to get Ultralight Flying magazine, (back when it was called Glider
Rider) and if you can round up an issue from around 1981, there is an
article about it. He said he did not intend to attempt to collect royalties
off his patent, he just thought it was cool to do it.
Richard Pike
MKIII N420P (420ldPoops)
Do Not Archive
At 03:14 AM 3/25/03 -0500, you wrote:
>--> Kolb-List message posted by: Vincehallam@aol.com
>
> HI
> Tell us about Chuck Zksx??s redrive
> Vnz
>
>
Message 11
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| Subject: | Re: 912 Prop Pitch / Best Cruising Performance |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> My friend Gary Haley and I are both flying our MK3/912's over to Lakeland
> from Houston next week and while flying together recently discovered his
> plane is considerably faster at cruise than mine.
> Any and all help would be greatly appreciated.
> Charles White
Charles/Gang:
OK. Here goes.
I prop airplanes, the kind I build and fly, just
like I prop a boat with a fixed pitch or ground
adjustable pitch prop. WOT, straight and level
flight, just bump the red line. Plain and
simple. Other people may do it different, but
that is the way I do it with my boat, and all my
different airplane engine combonations. By using
that method, I get the best cruise and climb
performance from my airplanes and boats. Well, my
boats don't climb, but ya know what I mean. :-)
If I were you, I would forget about your buddy's
airplane and concentrate on your own airplane.
My MK III with a 912S proped to turn 5,500 rpm WOT
straight and level flight, turns about 5400
static, and about 5200 to 5300 rpm once the
airplane starts rolling. I have a 70" 3 blade
tapered Warp Drive Prop.
I do not know what else to say. Have at it.
Oh, I cruised the 912 at 5,000, 5,200, and 5,400
rpm. I cruise the 912S 5,000. On the last Alaska
flight I cruised 5,200 rpm for the entire flight,
135 hours I think.
Each airplane, engine, and pilot combo has a sweet
spot where everything comes together. That is
where the airplane and pilot want to fly.
Everybody is happy. One reason why it is
difficult for me to fly with others on long cross
country flights. No two airplanes want to fly the
same way.
Hope this helps. I think it will if you try it.
john h
PS: That is the way I do it and have done it for
the last 19 years playing with these little
airplanes and cross countrying.
Message 12
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| Subject: | Re: Sun n Fun Mogas Enroute |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> A few days after getting home, I had a cylinder overheat on the way
> back from a fly-in, and put me down on a road a couple of times.
> J.D. Stewart
JD/Gang:
What rpm do you cruise and what engine are you
running?
john h
Message 13
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<James_Alderson@jdedwards.com>
| Subject: | kolb mag switches |
--> Kolb-List message posted by: "boyd young" <by0ung@brigham.net>
I could not
reach the mags key to turn off the engine in the air in order to deploy the
BRS
James Alderson
check my pages at http://www.brigham.net/~byoung/gapseal.html the last
photo has a picture of a black box mounted on the front of the windshield bow.
it containes the master switch, start switch, eis switch, fuel pump, mags-
cdi, and remote switches for the eis. the photo is taken from inside the nosecone.
boyd
Message 14
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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>
Ok Guy's,
For those of you that wish to see the first test run of the Harley project here
it is!
Be patient while it downloads it's 15 megs! enjoy!
http://c-gate.net/~ppetty/
pp.
Message 15
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03/25/2003 11:38:20 AM
--> Kolb-List message posted by: Erich_Weaver@URSCorp.com
John H and others:
I have not yet experienced the start-up problem you describe on the 912S,
but a buddy of mine has. The folks at Lockwood aviation indicated that
for a temporary solution, one can keep the starter motor going a little
longer than you normally would, which results in a slightly higher RPM to
get you through the rough period. The ultimate solution is to replace the
starter with the newer, faster spinning model which I believe Rotax is
supplying for replacement purposes at a "discounted" price of $400. It is
my understanding that if you buy a new 912S today, it comes with the new
model starter. I m not sure if the same is true for the standard 912 or
not. Guess I'll wait till this problem finds me ....
Happy motoring..
Erich Weaver
erich_weaver@urscorp.com
Message 16
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| Subject: | Re: 912 Prop Pitch / Best Cruising Performance |
--> Kolb-List message posted by: Jack & Louise Hart <jbhart@ldd.net>
At 08:41 AM 3/25/03 -0500, you wrote:
>--> Kolb-List message posted by: "Charles White" <c.f.white@att.net>
Charles,
It all has to do with what Richard Pike has alluded to. If you set your prop as
John says, you are very limited in the cruise range. On the FireFly, I found
the same thing. I could sacrifice climb and I got a lot better cruise, at much
lower engine speeds and in my case more stable EGT's.
I found a pretty good site that explains much of this at:
http://www.allstar.fiu.edu/aero/BA-Background.htm
Basically what happens is, that if you pitch for climb and fly WOT at cruise the
pitch is too flat and you fall off the prop efficiency curve, and so you put
a fair amount of horsepower and gas into beating air but not getting any where.
If you add a little more pitch to the prop, you will sacrifice climb and static
thrust, but at cruise with WOT, you will move up on the prop efficiency
curve so that the prop can produce a greater velocity change (thrust) at speed
and you fly faster, at lower rpm and HP burning less fuel and less wear and tear
on your engine for the distance flown and the time in the air. It sounds
like your buddy has it figured out.
Jack B. Hart FF004
Jackson, MO
>
>Here's my question/ problem:
>
>My friend Gary Haley and I are both flying our MK3/912's over to Lakeland
>from Houston next week and while flying together recently discovered his
>plane is considerably faster at cruise than mine. Same prop (Ivo3), same
>engine, etc. I just assumed it was my prop pitch and began adjusting it for
>more top speed. Naturally, as I increase the pitch the max. available RPMs
>come down, but it appears to have increased my speed considerably. Before, I
>had it pitched to produce 5800 max. @ take-off, but even when cruising at
>5500, his plane running at 5000 is faster than mine. If I increase my pitch
>all the way up to max. only 5200 @(take-off) backing off to 5000 we both
>seem to run about the same speed - although I feel like I am running my
>engine at almost full throttle... pretty scary!
>
>Please... what am I missing here, your thoughts on proper pitch/RPMs and why
>would my plane be so much slower than his? As far as workmanship or weight
>goes - let's just say there's no issue here either :)
>
>Any and all help would be greatly appreciated. It's a long way to Lakeland
>and hearing him tell me to "speed-up" for 800 miles each way, doesn't do
>much for me either!
>
Jack & Louise Hart
jbhart@ldd.net
Message 17
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| Subject: | Re: 912 Prop Pitch / Best Cruising Performance |
--> Kolb-List message posted by: "Don Gherardini" <donghe@one-eleven.net>
Charles....think of what you are doing like this...
if you let the load dictate max rpms..lets say 5800 is max.(if thes is
factory recommended 100% continuous duty rpm)..then when you throttle back
to 5000 you are running the engine at 90% duty cycle.
If you let the LOAD reduce the rpms to 5000, you are running the engine at
110% duty cycle, that is why you "feel "like you are running you engine
hard...ARE....I like to say it like this..."Listen, that baby is just about
loaded to its knees"
You are actually running the powerplant at a level that would compare with
110% max rpms under load..not exactly..but close...This is whay we use the
terms "Duty cycle" in the engine biz, because it takes rpms, throttle
position (hence fuel quantity thru the engine), and Load to determine how
"hard "and engine is running........NOT simply rpms as so many believe.
Don Gherardini
sales/engineering dept
American Honda Engines
Power Equipment Company
800- 626- 7326
btw men...Just got the authorization to Sun,n, Fun on expenses!!!!! Thankyou
American Honda!
I wont be there Sat nite for the get together...couldnt get em to go that
many days, but I will be there thurs an fri!
Looking forward to shaking a few hands and expressing personal gratitude for
the help I have recieved here.
Message 18
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| Subject: | Asusalite wheels? |
--> Kolb-List message posted by: "Don Gherardini" <donghe@one-eleven.net>
I have seen a few planes wth those nylon Asusa wheels and i winder if anyone here
has any experience with them on something lite..like a FireFly??. There wheelbarrow
wheels and tires that came with it..well..they are light, but the tire
quality looks pretty cheesy, one of em never has held air more than 2 days sittin
on the shelf and no way to put brakes on em easily. Ive been considering
these nylon wheels ..
MTOW should be around 500 lbs I think on this bird.
Don G
Message 19
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| Subject: | Re: Tire retailer |
--> Kolb-List message posted by: Bob Noyer <ronoy@shentel.net>
re: stolen tires
I just paint them yella all over!
Bob N.
do not archive
Message 20
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--> Kolb-List message posted by: "Peter Volum" <peterv@etsmiami.com>
Awesome sound Paul.
No "high RPM's yet huh?"
PV
Do not archive
-----Original Message-----
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com] On Behalf Of Paul Petty
Subject: Kolb-List: Test Run
--> Kolb-List message posted by: "Paul Petty" <ppetty@c-gate.net>
Ok Guy's,
For those of you that wish to see the first test run of the Harley
project here it is!
Be patient while it downloads it's 15 megs! enjoy!
http://c-gate.net/~ppetty/
pp.
Message 21
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| Subject: | Re: 912 Prop Pitch / Best Cruising Performance |
--> Kolb-List message posted by: ":-)" <captainron@theriver.com>
on 3/25/03 6:41 AM, Charles White at c.f.white@att.net wrote:
> although I feel like I am running my
> engine at almost full throttle... pretty scary!
==================
I fly my aircraft full throttle all the time. I adjust my power by varying
my prop rpm's and mixture to give me about 65% power. You seem to have done
it by setting your fixed prop pitch for that. Full throttle only means that
you opened your carb full open, but not maxxing everything out. Your buddy
is probably doing the same thing but not telling you. :-) Presuming all else
is the same. If your temps and all the rest is within limits, and you wanna
keep up with him then just do it.
By the way what is your indicated air speed at 5000ft when you got it all
maxxed out?
I would like to have some idea what to expect with my M3X have no idea what
it is supposed to do. John is the only one that mentions that and he's is
around 75-80 mph with an original M3.
Message 22
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--> Kolb-List message posted by: "Rayfield, Bill" <brayfield@kcc.com>
I can't view the movie - says path not valid.
-----Original Message-----
From: Paul Petty [mailto:ppetty@c-gate.net]
Subject: Kolb-List: Test Run
--> Kolb-List message posted by: "Paul Petty" <ppetty@c-gate.net>
Ok Guy's,
For those of you that wish to see the first test run of the Harley project
here it is!
Be patient while it downloads it's 15 megs! enjoy!
http://c-gate.net/~ppetty/
pp.
This e-mail is intended for the use of the addressee(s) only and may contain privileged,
confidential, or proprietary information that is exempt from disclosure
under law. If you have received this message in error, please inform us promptly
by reply e-mail, then delete the e-mail and destroy any printed copy.
Thank you.
==============================================================================
Message 23
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| Subject: | Sun n Fun Mogas Enroute |
--> Kolb-List message posted by: "J.D. Stewart" <jstewart@inebraska.com>
503 DCDI, running normally around 57~5800.
This is the only time it's happened, as I've made the trip before. Temps
went up towards 425, whereas they're normally 310. I was able to keep them
down below 375 with a 4500 cruise. New plugs solved the problem, but only
after I tore the top end off to make sure it wasn't something else.
J.D.
>
> > A few days after getting home, I had a cylinder overheat on the way
> > back from a fly-in, and put me down on a road a couple of times.
> > J.D. Stewart
>
> JD/Gang:
>
> What rpm do you cruise and what engine are you
> running?
>
> john h
>
Message 24
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--> Kolb-List message posted by: WillUribe@aol.com
Try downloading it first, right click on the file then select save as. It
should play after you download it. I had the same problem but this is the
way I got it to work.
Engine sounds good but it looks like the engine is pushing the wind the wrong
way for a Kolb.
Regards,
Will Uribe
El Paso, TX
FireStar II N4GU
C-172 N2506U
http://home.elp.rr.com/airplane/
do not archive
> --> Kolb-List message posted by: "Rayfield, Bill" <brayfield@kcc.com>
>
> I can't view the movie - says path not valid.
>
> -----Original Message-----
> From: Paul Petty [mailto:ppetty@c-gate.net]
> To: kolb-list@matronics.com
> Subject: Kolb-List: Test Run
>
>
> --> Kolb-List message posted by: "Paul Petty" <ppetty@c-gate.net>
>
> Ok Guy's,
> For those of you that wish to see the first test run of the Harley project
> here it is!
> Be patient while it downloads it's 15 megs! enjoy!
>
> http://c-gate.net/~ppetty/
>
> pp.
Message 25
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|
USER_IN_WHITELIST)
--> Kolb-List message posted by: "Paul Petty" <ppetty@c-gate.net>
Yeah Peter awesome ain't it. Didn't film the second test run but ran it up
to 2500rpm's Want to go easy and retorque everything in between. I now have
to reshim the starter and prop shaft to tighten the chain.
pp....
N4958P
Do not archive
----- Original Message -----
From: "Peter Volum" <peterv@etsmiami.com>
Subject: RE: Kolb-List: Test Run
> --> Kolb-List message posted by: "Peter Volum" <peterv@etsmiami.com>
>
> Awesome sound Paul.
>
> No "high RPM's yet huh?"
>
> PV
>
> Do not archive
>
>
> -----Original Message-----
> From: owner-kolb-list-server@matronics.com
> [mailto:owner-kolb-list-server@matronics.com] On Behalf Of Paul Petty
> To: kolb-list@matronics.com
> Subject: Kolb-List: Test Run
>
> --> Kolb-List message posted by: "Paul Petty" <ppetty@c-gate.net>
>
> Ok Guy's,
> For those of you that wish to see the first test run of the Harley
> project here it is!
> Be patient while it downloads it's 15 megs! enjoy!
>
> http://c-gate.net/~ppetty/
>
> pp.
>
>
Message 26
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| Subject: | Re: 912 Prop Pitch / Best Cruising Performance |
--> Kolb-List message posted by: Richard Pike <rwpike@charter.net>
I am adding a manifold pressure gauge to my panel. I do not have a
constant speed or inflight variable pitch prop, however it is ground
adjustable, so after adjusting I can go up and note readings at various
speeds and RPMs.
Question: If you prop your engine so that it will not pull into it's proper
RPM range, if it is overpropped, and then you run high throttle settings,
would that not indicate similarly to a conventional aircraft engine with a
constant speed prop, and the prop pitch is too coarse?
Would you not get indications on your manifold pressure gauge when you were
running the engine at a higher than normal duty cycle at a lower (prop
overloaded) RPM?
I am expecting the gauge to tell me of the correlation between prop load
and throttle settings at various RPMs, and I think what you are describing
in your post is saying the same thing. What I hope to do is to be able to
assign hard data to it with a gauge. Opinion?
Richard Pike
MKIII N420P (420ldPoops)
Do Not Archive
At 11:07 AM 3/25/03 -0600, you wrote:
>--> Kolb-List message posted by: "Don Gherardini" <donghe@one-eleven.net>
>
>Charles....think of what you are doing like this...
>
>if you let the load dictate max rpms..lets say 5800 is max.(if thes is
>factory recommended 100% continuous duty rpm)..then when you throttle back
>to 5000 you are running the engine at 90% duty cycle.
>
>If you let the LOAD reduce the rpms to 5000, you are running the engine at
>110% duty cycle, that is why you "feel "like you are running you engine
>hard...ARE....I like to say it like this..."Listen, that baby is just about
>loaded to its knees"
>You are actually running the powerplant at a level that would compare with
>110% max rpms under load..not exactly..but close...This is whay we use the
>terms "Duty cycle" in the engine biz, because it takes rpms, throttle
>position (hence fuel quantity thru the engine), and Load to determine how
>"hard "and engine is running........NOT simply rpms as so many believe.
>
>Don Gherardini
>sales/engineering dept
>American Honda Engines
>Power Equipment Company
>800- 626- 7326
>
>
>btw men...Just got the authorization to Sun,n, Fun on expenses!!!!! Thankyou
>American Honda!
>I wont be there Sat nite for the get together...couldnt get em to go that
>many days, but I will be there thurs an fri!
>Looking forward to shaking a few hands and expressing personal gratitude for
>the help I have recieved here.
>
>
Message 27
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| Subject: | Honda? for Don Gherardini |
--> Kolb-List message posted by: Eugene Zimmerman <eugenezimmerman@dejazzd.com>
Hey Don,
Would a GX 670 Honda industrial be a suitable ultralight engine? Doesn't
Honda make engines with built-in 2:1 gear reduction? I know it would not
be a powerhouse but it is close to the same hp as a 277 Rotax. The fuel
economy should be great. Perhaps if they made a 4 cylinder version of it?
dreaming,
Gene
Message 28
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|
| Subject: | Re: Asusalite wheels? |
03/25/2003 01:13:42 PM,
Serialize complete at 03/25/2003 01:13:42 PM,
Itemize by SMTP Server on HUDOMGW1/HTI(Release 5.0.12 |February 13, 2003)
at
03/25/2003 01:15:11 PM,
Serialize by Router on HUDOMGW1/HTI(Release 5.0.12 |February 13, 2003)
at
03/25/2003 01:15:49 PM,
Serialize complete at 03/25/2003 01:15:49 PM
--> Kolb-List message posted by: Dwight.Kottke@hti.htch.com
Hey Don, when will Honda come with an engine for Ultralight use??
DO NOT ARCHIVE
"Don Gherardini" <donghe@one-eleven.net>
Sent by: owner-kolb-list-server@matronics.com
03/25/2003 11:31 AM
Please respond to kolb-list
To: <kolb-list@matronics.com>
cc: (bcc: Dwight Kottke/CNTR/HUT/HTI)
Subject: Kolb-List: Asusalite wheels?
--> Kolb-List message posted by: "Don Gherardini" <donghe@one-eleven.net>
I have seen a few planes wth those nylon Asusa wheels and i winder if
anyone here has any experience with them on something lite..like a
FireFly??. There wheelbarrow wheels and tires that came with
it..well..they are light, but the tire quality looks pretty cheesy, one of
em never has held air more than 2 days sittin on the shelf and no way to
put brakes on em easily. Ive been considering these nylon wheels ..
MTOW should be around 500 lbs I think on this bird.
Don G
Message 29
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| Subject: | Re: 912 Prop Pitch / Best Cruising Performance |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> If you set your prop as John says, you are very limited in the cruise range.
> Jack B. Hart FF004
Jack/Gang:
How about explaining this so I can understand. I
certainly do not feel I am limited in my cruise
range. I am cruising exactly like I want to be
cruising.
What is your Fire Fly cruise speed?
What is Richard Pike's MK III cruise speed?
Thanks,
john h
Message 30
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| Subject: | Asusalite wheels? |
--> Kolb-List message posted by: "Johann G." <johann-g@talnet.is>
Hi Don.
I am using the Tri-Star Wheel 5/8 Axle, 6x4 Azusa wheels. Also the C-90
Hydraulic Disc Brakes for Cub Style Gear
from Tracy O'Brian. Very happy with the set-up.
Here is also a link to their home page.
http://www.tracyobrien.com/
Best wishes,
Johann G.
Iceland.
Firestar II.
-----Original Message-----
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com]On Behalf Of Don Gherardini
Subject: Kolb-List: Asusalite wheels?
--> Kolb-List message posted by: "Don Gherardini" <donghe@one-eleven.net>
I have seen a few planes wth those nylon Asusa wheels and i winder if anyone
here has any experience with them on something lite..like a FireFly??. There
wheelbarrow wheels and tires that came with it..well..they are light, but
the tire quality looks pretty cheesy, one of em never has held air more than
2 days sittin on the shelf and no way to put brakes on em easily. Ive been
considering these nylon wheels ..
MTOW should be around 500 lbs I think on this bird.
Don G
Message 31
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| Subject: | Re: 912 Prop Pitch / Best Cruising Performance |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> By the way what is your indicated air speed at 5000ft when you got it all
> maxxed out?
>
> I would like to have some idea what to expect with my M3X have no idea what
> it is supposed to do. John is the only one that mentions that and he's is
> around 75-80 mph with an original M3.
Ron
Ron/Gang:
What do you mean 5,000 feet? We fly at 500 or
less.
Between 1,100 and 1,200 lbs, two years ago on the
Alaska flight, 5,200 rpm, 85 mph, 5.0 to 5.5 gph
on 100ll. At 5,000 feet and higher when terrain
and winds dictated.
Loaded with 10 gal fuel, pilot, 5,000 rpm equals
about 88 mph, give or take a mile an hour here or
there.
john h
john h
Message 32
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| Subject: | Re: Sun n Fun Mogas Enroute |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> New plugs solved the problem, but only
> after I tore the top end off to make sure it wasn't something else.
>
> J.D.
JD/Gang:
Strange indeed. Would never have figured that a
lead fouled plug would raise the CHT. Would think
it would have the opposite effect.
My 1994 flight I would start get a little thump in
the airframe every now and then after about 75
hours on straight 100ll. The 2000 and 2001 flight
I used Alcor TCP and never fouled a plug.
You would think if the plug was actually
misfiring, it would not be generating as much heat
as when it was doing its normal duty.
john h
Message 33
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| Subject: | Re: 912 Prop Pitch / Best Cruising Performance |
--> Kolb-List message posted by: Jack & Louise Hart <jbhart@ldd.net>
John,
The best way to explain it is to do it and see if it works. If you have a ground
adjustable propeller, try it, you may like it. If you don't like it, you can
always put it back.
Jack B. Hart FF004
Jackson, MO
At 01:37 PM 3/25/03 -0600, you wrote:
>--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
>
>
>> If you set your prop as John says, you are very limited in the cruise range.
>> Jack B. Hart FF004
>
>Jack/Gang:
>
>How about explaining this so I can understand. I
>certainly do not feel I am limited in my cruise
>range. I am cruising exactly like I want to be
>cruising.
>
Jack & Louise Hart
jbhart@ldd.net
Message 34
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--> Kolb-List message posted by: "Rayfield, Bill" <brayfield@kcc.com>
Finally got to view this...Awesome. This will be the coolest sounding Kolb
ever.
Do not archive
-----Original Message-----
From: Paul Petty [mailto:ppetty@c-gate.net]
Subject: Kolb-List: Test Run
--> Kolb-List message posted by: "Paul Petty" <ppetty@c-gate.net>
Ok Guy's,
For those of you that wish to see the first test run of the Harley project
here it is!
Be patient while it downloads it's 15 megs! enjoy!
http://c-gate.net/~ppetty/
pp.
This e-mail is intended for the use of the addressee(s) only and may contain privileged,
confidential, or proprietary information that is exempt from disclosure
under law. If you have received this message in error, please inform us promptly
by reply e-mail, then delete the e-mail and destroy any printed copy.
Thank you.
==============================================================================
Message 35
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| Subject: | Sun n Fun Mogas Enroute |
--> Kolb-List message posted by: "J.D. Stewart" <jstewart@inebraska.com>
Yes it was strange, and I would have never thought to look at the plugs
then. Someone else on the Challenger list had the same thing happen to him
and told me to pull the plugs. Sure enough, the gap was almost closed off.
The only thing I can think of was that the lead was getting superhot somehow
and affecting the whole cylinder. The other cylinder was normal the whole
time. Both EGTs were OK, too.
J.D.
>
> JD/Gang:
>
> Strange indeed. Would never have figured that a
> lead fouled plug would raise the CHT. Would think
> it would have the opposite effect.
>
> My 1994 flight I would start get a little thump in
> the airframe every now and then after about 75
> hours on straight 100ll. The 2000 and 2001 flight
> I used Alcor TCP and never fouled a plug.
>
> You would think if the plug was actually
> misfiring, it would not be generating as much heat
> as when it was doing its normal duty.
>
> john h
>
Message 36
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| Subject: | Re: 912 Prop Pitch / Best Cruising Performance |
--> Kolb-List message posted by: Richard Pike <rwpike@charter.net>
At 01:37 PM 3/25/03 -0600, you wrote:
>--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
>
>What is Richard Pike's MK III cruise speed?
>
>Thanks,
>
>john h
Currently about 65 at 5200 RPM, 70 at 5400 RPM, 75 at 5600 RPM,
80 at around 5800 RPM, top end is around 88-90 at 64-6500 RPM.
That was with a 532 and 66" Ivo 2-blade prop.
I had more top end before I modified my upper fuselage/cabin last year,
so this year I am undoing/revising the upper fuselage just above and
behind the windshield.
Tinker, tinker, tinker....
Richard Pike
MKIII N420P (420ldPoops)
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 37
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| Subject: | Re: 912 Prop Pitch / Best Cruising Performance |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> The best way to explain it is to do it and see if it works. If you have a ground
adjustable propeller, try it, you may like it. If you don't like it, you
can always put it back.
>
> Jack B. Hart FF004
Jack/Gang:
Thanks for the advice. However, I have already
gone through the experimentation cycle with fixed
pitch and ground adjustable props for the last 19
years on my Kolb aircraft.
I don't tune my airplane for anyone else but
myself. If I like it fine. If someone else likes
it. That is also fine. If they don't like it,
then they can do it another way.
Personally, I do not like the feeling of an
overloaded engine on takeoff. It really cuts my
options if I have an emergency. I might mention
that I do not fly out of 3,000 ft airfields. I
like small unimproved field, confined areas,
fields that are a challenge. Propping the way I
have always done gives me the best of both worlds,
climb and cruise. My own extensive
experimentation in this area proves to me that I
am not being penalized in either. That said, I
will be more than happy to put my old 1991 Mark
III up against any Kolb out there to compare
performance in all areas, except super slow cross
countries. Those are a drag. hehehe
The reason I asked what airspeed you and Richard
flew on cross countries is to compare you bogged
down over pitched props and airspeed to mine and a
freed up engine prop combination that performs.
Take care,
john h
Message 38
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| Subject: | Re: 912 Prop Pitch / Best Cruising Performance |
--> Kolb-List message posted by: "Don Gherardini" <donghe@one-eleven.net>
Richard..that does sound like a marvelous idea!!!!
It brings to mind all kinds of ideas...like...the ability to tell when a 2
cycle engine gets leaned out from overpropping...due to wot position and low
rpms...slowing down the velocity of the air thru the carb and picking up
less fuel than it is calibrated for.....maybe a fella who is determined to
run in this condition might be better served to run a smaller carb....ya
gopt me thinking of all kinds of dif stuff!
Don
Message 39
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| Subject: | Re: Asusalite wheels? |
--> Kolb-List message posted by: Jack & Louise Hart <jbhart@ldd.net>
At 11:31 AM 3/25/03 -0600, you wrote:
>--> Kolb-List message posted by: "Don Gherardini" <donghe@one-eleven.net>
>
>I have seen a few planes wth those nylon Asusa wheels and i winder if anyone here
has any experience with them on something lite..like a FireFly??. There wheelbarrow
wheels and tires that came with it..well..they are light, but the tire
quality looks pretty cheesy, one of em never has held air more than 2 days
sittin on the shelf and no way to put brakes on em easily. Ive been considering
these nylon wheels ..
>MTOW should be around 500 lbs I think on this bird.
>
>Don G
>
Don,
I have been using Asusa wheels with the original CHENG SHIN tires on my FireFly.
They have 300+ take off/landings and are holding up well. I had some bearing
problems at first, but when I got the camber set correctly the bearing problems
disappeared. I replaced the original bearings with Boca Bearing, RF1222-14PP,
precision bearing with seals, $13.95 each, 1-800-332-3256, 7040 W. Palmetto
Park Rd., Suite 2304, Boca Raton, FL 33433, bearing@gate.net. They are pricey,
but I have not had to replace one. It is important to keep end play along
the axle to a minimum or the bearings will work inside the wheel bores.
I have installed band brakes on these wheels, and they work quite well. I started
out with leather brake linings and currently the bands are lined with a high
coefficient braking material. The design/build progression can be seen at:
http://www.thirdshift.com/jack/firefly/firefly34.html
and
http://www.thirdshift.com/jack/firefly/firefly44.html
I have made recent changes to make them more robust, but I have not put up any
new pictures to reflect these changes.
If I had it to do over, I would use a modified mountain bike disk brake. Again
they are a little pricey, but it would save a lot of time.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart@ldd.net
Message 40
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| Subject: | Re: Honda? for Don Gherardini |
--> Kolb-List message posted by: "Don Gherardini" <donghe@one-eleven.net>
oh Yes Gene....I personally believe the the GX670, (670 cc's) which has an
very unusual cam grind that in effect continues to increase the horsepower
when the governer is disabled....all the way up to 55 hp at
6000rpms.(basically it is a camshaft ground for a 6500rpm engine)
the big question is...how long would it last at that rate?....I know they
last for 2500 hours at 3800, what I dont know is how how long they will last
at ...say....4500? , where it approachs 40 hp.
We do not make any v-twins with a reduction...only smaller singles...2:1 and
6:1
I can also tell you this, my son and I ran a GX 620 (20hp) , older version,
custom cam pon alcohol for 2 years in a Pulling tractor. Stock bottom end,
dyno tested at 60 hp at 6500. We ran this engine for 2 solid years untill
they outlawed it....basically because nobody could beat it. After, I pulled
the engine and replaced the governer,cam, heads and intake with the stock
components...put it in a mower and it has been mowing my 3 acres now for 3
years, all on the exact same bottom end! (bearings included).
I will bet you fellas this, if back in the early 70's, we would have had the
light aluminum v-twin 4 cycles that we have today, the eveloution of which
powerplants we are using would have went down a different road!!
BTW...weight of a new GX670 WITH electric start, heavy flywheel and
Industrial air filtration is 90 lbs.and cost about 1200 bucks anywhere!
..Scott Perkins just sent me a pic of a 470lb aircraft witha pair of 20 hp
vtwins on it....direct drive tho....that FLYS!
Owner is working on a redrive now..for better performance!
I really dont think we are very far away from having some Vtwins that will
be very usable fellas...Honda has the 24hp....Kohler has a
26...Generac/Nagoya has a 30hp...all aircooled v-twins. And it will be Just
in time...cause them 2 strokes are being outlawed everywhere ya look!
http://www.geocities.com/dagger369th/my_firefly.htm
Don Gherardini-
FireFly 098
Message 41
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| Subject: | Re: Asusalite wheels? |
--> Kolb-List message posted by: "Don Gherardini" <donghe@one-eleven.net>
Dwight
Honda will give is flyboys an engine when the market is big enuff for them
to pay attention to it.
At this point....I would speculate that the total Ultralite engine market in
the entire world would have to grow by about....hmmm......6 times it current
size.....and then only is some sales crew promised we could get 50% of it.
Don
Message 42
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| Subject: | Re: Sun n Fun Mogas Enroute |
--> Kolb-List message posted by: "Don Gherardini" <donghe@one-eleven.net>
Strange is right JD....got me to thinking tho....where is the CHT sending
unit?...is it a ring/washer under the spark plug?...Could there be any
indication that the entire head was NOT getting hot...only the plug?
you statement about normal EGT kinda suggests this.......not sure how you
could tell..other than the color of the carbon upon dissambly maybe?
Don G
Message 43
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SPAM_PHRASE_01_02, USER_AGENT_OE, USER_IN_WHITELIST)
--> Kolb-List message posted by: "Paul Petty" <ppetty@c-gate.net>
Will,Gents,
The prop I have for testing is blowing the wrong way. I would like to hear some
ideas about a good prop for this for a Kolb. Perhaps one that I could use direct.
My engineer friend has a real neat idea that will allow direct drive.
pp
Message 44
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--> Kolb-List message posted by: "Dave & Eve Pelletier" <pelletier@cableone.net>
Kolbers,
My Mark III ignition switch is on the "roof" over my right shoulder. (I just
know one of these days the keys are gonna fall out.) Anyway, I don't like
it there so I'm repositioning it to the dash, which I can reach while strapped
in. Presently, right next to the ignition switch is a rocker switch that controls
the water temp gauge and the Hobbs. This switch gets its power directly
from the battery. I'm at a loss as to why the original (?) builder ran a 4'
wire from the battery to this rocker switch when he could have gotten power a
couple of inches away at the ignition switch. I am planning to do away with the
rocker and run right off the ignition switch. Do you guys know of any reason
why I should NOT do this.
Thanks,
Arizona Dave
Message 45
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| Subject: | Re: Sun n Fun Mogas Enroute |
--> Kolb-List message posted by: Jack & Louise Hart <jbhart@ldd.net>
At 01:58 PM 3/25/03 -0600, you wrote:
>--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
>
>
>> New plugs solved the problem, but only
>> after I tore the top end off to make sure it wasn't something else.
>>
>> J.D.
>
>JD/Gang:
>
>Strange indeed. Would never have figured that a
>lead fouled plug would raise the CHT. Would think
>it would have the opposite effect.
>
John,
Lead fouling can act as a glow plug. If so, this might act as a timing advance
which would explain the CHT increase.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart@ldd.net
Message 46
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| Subject: | Re: Sun n Fun Mogas Enroute |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> Lead fouling can act as a glow plug. If so, this might act as a timing advance
which would explain the CHT increase.
>
> Jack B. Hart FF004
Jack B/Gang:
You may have something there Jack. Good thinking.
john h
DO NOT ARCHIVE
Message 47
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| Subject: | Re: 912 Prop Pitch / Best Cruising Performance |
--> Kolb-List message posted by: possums <possums@mindspring.com>
At 03:40 PM 3/25/2003 -0600, you wrote:
>--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
>
>
> > The best way to explain it is to do it and see if it works. If you
> have a ground adjustable propeller, try it, you may like it. If you
> don't like it, you can always put it back.
> >
> > Jack B. Hart FF004
>
>Jack/Gang:
Thanks for the advice. However, I have already
gone through the experimentation cycle with fixed
pitch and ground adjustable props for the last 19
years on my Kolb aircraft.
I've also have done some experiments with ground adjustable props in the
last 20 years. In my old Firestar XP we were advised by Homer and the
gang not to put 503 engines on them because the cages weren't built to
handle the vibration. I guessing here.
So I didn't - and - my friend did. Well I also got tired of hearing the
Speed it up song and dance on the trips while flying with him. So to
make a long story long I dialed up the pitch on my prop 1 1/2 degrees on
one of the trips without testing it. I could hardly climb 300 fpm but
once I got up I could hit almost 90mph at 5500 rpm, which was all it would
turn anyway. Needless to say, I adjusted the pitch at the next stop.
Message 48
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| Subject: | Re: 912 Prop Pitch / Best Cruising Performance |
--> Kolb-List message posted by: CaptainRon <captainron@theriver.com>
on 3/25/03 12:54 PM, John Hauck at jhauck@elmore.rr.com wrote:
> What do you mean 5,000 feet? We fly at 500 or
> less.
==============
MSL 5K anything less and I am plowing corpses out of the ground at the
cemetery out here.
Message 49
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| Subject: | Re: Ignition Switch |
--> Kolb-List message posted by: "Martin Trusty" <martintr@earthlink.net>
Dave:
Hi, do you have enough "knee" room for your legs and can you get to the
pedals with comfort? Martin
Message 50
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| Subject: | Re: Honda? for Don Gherardini |
--> Kolb-List message posted by: "Martin Trusty" <martintr@earthlink.net>
Richard:
In your Kolb when seated, do you have enough knee room and are the pedal
locations comfortable? Martin
Message 51
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--> Kolb-List message posted by: "Rick & Martha Neilsen" <neilsenrm@cs.com>
Thanks the video it was neat. It also appeared that it ran with little
vibration was that the case??? I wouldn't have expected that from a V twin.
Keep looking for a good reduction drive. This could really turn out to be a
good aircraft engine. For now don't worry which way the wind blows it will
keep that engine cool.
With my experience with a direct drive VW I can say that running that 80HP
HD with a direct drive prop will likely give you the thrust of a good 40-50
HP reduction drive engine. You will not be happy.
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: HD
--> Kolb-List message posted by: "Paul Petty" <ppetty@c-gate.net>
Will,Gents,
The prop I have for testing is blowing the wrong way. I would like to hear
some ideas about a good prop for this for a Kolb. Perhaps one that I could
use direct. My engineer friend has a real neat idea that will allow direct
drive.
Message 52
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--> Kolb-List message posted by: woody <duesouth@govital.net>
At 04:21 PM 3/25/2003 -0600, you wrote:
>--> Kolb-List message posted by: "Paul Petty" <ppetty@c-gate.net>
>
>Will,Gents,
>The prop I have for testing is blowing the wrong way. I would like to hear
>some ideas about a good prop for this for a Kolb. Perhaps one that I could
>use direct. My engineer friend has a real neat idea that will allow direct
>drive.
>
>pp
I calculated 51 x 28 for direct drive 4000 rpm 65 hp. If your buddy is
thinking of putting it on the cam shaft somehow be sure there is a lot of
isolation between the prop shaft and the cam or the cam will soon break (
from what I have heard )
Message 53
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USER_IN_WHITELIST)
--> Kolb-List message posted by: "Paul Petty" <ppetty@c-gate.net>
Vibration was not to bad. Considering the mount, and the frame in witch I
have it mounted in. This is redneck ground up testing folks. If you notice,
I was in a ready to duck and run position at all times!!!! Woody (the young
stud horse) said I'm out'a'here if that was caught in the video.
I spent 3 hours this evening in the shop trying to get the starter in line
and I am going to have to scrap the current configuration. May just have to
hand prop the thing until I come up with the
"Plate/redrive/belt/configuration" At any rate it sure is cool to hear the
HD rumble and roar with a prop attached. Currently working with my ISP to
launch a website that I can upload everything to (bare with me) but... This
may turn out to be a great engine for light aircraft... who knows?
Charley is leaving out Thursday for SnF and I am looking forward to meeting
you all and talking shop.
One thing is for sure, At times I feel that I can relate to the early
pioneers of aviation, in respect to what if.....
The first test was in my mind a success. At least I haven't bought John
Cooley's prop yet.....
be cool.....
pp....
N4958P
Do not archive
----- Original Message -----
From: "Rick & Martha Neilsen" <neilsenrm@cs.com>
Subject: RE: Kolb-List: HD
> --> Kolb-List message posted by: "Rick & Martha Neilsen"
<neilsenrm@cs.com>
>
> Thanks the video it was neat. It also appeared that it ran with little
> vibration was that the case??? I wouldn't have expected that from a V
twin.
> Keep looking for a good reduction drive. This could really turn out to be
a
> good aircraft engine. For now don't worry which way the wind blows it will
> keep that engine cool.
>
> With my experience with a direct drive VW I can say that running that 80HP
> HD with a direct drive prop will likely give you the thrust of a good
40-50
> HP reduction drive engine. You will not be happy.
>
> 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
> To: kolb-list@matronics.com
> Subject: Kolb-List: HD
>
>
> --> Kolb-List message posted by: "Paul Petty" <ppetty@c-gate.net>
>
> Will,Gents,
> The prop I have for testing is blowing the wrong way. I would like to hear
> some ideas about a good prop for this for a Kolb. Perhaps one that I could
> use direct. My engineer friend has a real neat idea that will allow direct
> drive.
>
>
Message 54
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| Subject: | Re: Sun n Fun Mogas Enroute |
--> Kolb-List message posted by: <buckeridge1@mindspring.com>
Agree with John but swear that after the second top-off with 100LL on a
cross country the engine sounds different...especially over trees. Yes,
check your plugs when you burn it. And another thing, remember that the
100LL
does not have the same efficiency as auto gas. It will burn faster. I do
not have a fuel gage and on cross countries use a stopwatch and the GPS ETA
to estimate fuel. Forgot that once a while back and almost had the big one
when I checked the tank after I landed...about a half inch remained in the
bottom. I now figure that if the tank is half or more 100LL
the gas is LESS than 4.5 gallons when full.
Buck Firestar/447/600+hrs
----- Original Message -----
From: "John Hauck" <jhauck@elmore.rr.com>
Subject: Re: Kolb-List: Sun n Fun Mogas Enroute
> --> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
>
>
> > If you think that 30 gallons of 100LL won't hurt the 503, I'd much
> > rather go that route.
> > Kip
>
> Kip/Gang:
>
> 100LL never gave my two strokes a problem. I
> burned a lot more than 30 gals too.
>
> I use auto fuel when it is available, but 100LL on
> cross countries and avoid the hassle of
> procurement.
>
> john h
>
> DO NOT ARCHIVE
>
>
Message 55
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| Subject: | Re: Sun n Fun Mogas Enroute |
--> Kolb-List message posted by: possums <possums@mindspring.com>
At 09:17 PM 3/25/2003 -0600, you wrote:
>--> Kolb-List message posted by: <buckeridge1@mindspring.com>
>
>Agree with John but swear that after the second top-off with 100LL on a
>cross country the engine sounds different...especially over trees. Yes,
>check your plugs when you burn it. And another thing, remember that the
>100LL
>does not have the same efficiency as auto gas. It will burn faster.
It will burn cooler too. My plugs only last about 30 hours on AVgas.
I CHANGE MY PLUGS EVERY 30 HOURS ANYWAY. I use the
Gold/ $4.00 plugs - so it cost me x 4!!
The EGT's will drop noticeably. Last year we compared plugs after
using mostly 100LL down and back - and like you - found plugs almost
closed with lead deposits on Ben Methvin's plane and "getting there" on mine.
If you are going to do cross country - you are going too have to use
AVgas - just changing your plugs more often - will generally fix the problem.
Message 56
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| Subject: | Re: Ignition Switch |
--> Kolb-List message posted by: "Dave & Eve Pelletier" <pelletier@cableone.net>
Yep, plenty of Knee room and I can reach the dials and switches on the dash.
No sweat on the pedals, they're comfortably placed.
AzDave
Do Not Archive
----- Original Message -----
From: "Martin Trusty" <martintr@earthlink.net>
Subject: Re: Kolb-List: Ignition Switch
> --> Kolb-List message posted by: "Martin Trusty" <martintr@earthlink.net>
>
> Dave:
> Hi, do you have enough "knee" room for your legs and can you get to the
> pedals with comfort? Martin
>
>
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