Today's Message Index:
----------------------
1. 02:56 AM - (no subject) (BICUM@aol.com)
2. 03:12 AM - Suggestions for selling a good Mark III - it hurts (BICUM@aol.com)
3. 06:14 AM - Re: first taxi ()
4. 06:17 AM - Re: (no subject) ()
5. 06:32 AM - Flying ()
6. 07:15 AM - MULA flyin (Wayne F.Wilson)
7. 07:38 AM - Parts Alignment, Drag struts (Terry Davis)
8. 09:01 AM - Re: Uv protection (Ben Ransom)
9. 12:42 PM - Re: Flying (Richard Pike)
10. 02:14 PM - Oil Injection (Mike Pierzina)
11. 06:10 PM - one step fwd-two back (Bob Bean)
12. 06:40 PM - Re: Flying (Don Gherardini)
13. 07:27 PM - Re: Oil Injection (Richard Pike)
14. 07:27 PM - Re: Flying ()
15. 07:31 PM - Re: one step fwd-two back ()
16. 07:41 PM - Re: Flying ()
17. 08:36 PM - Re: Flying (Don Gherardini)
18. 09:20 PM - FireFly - Victor 1+ - EAA Chapter 453 Trip (Jack & Louise Hart)
Message 1
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--> Kolb-List message posted by: BICUM@aol.com
Hello List,
I don't want to do it, but it looks like I may have to. I just got back from
Freshmen Orientation at Louisiana Tech. My daughter, who got hooked on
flying in my Mark III, wants to pursue a degree in professional aviation. That
means big $$$$.
It looks like I will need to sell my Mark III to help finance this and pay
for her training.
Don't want to get into the price and stuff right now. Just looking for tips
on selling an experimental. You guys have always had good advice and I'm
turning to you again. Liability is always an issue in this sue your own brother
world. I've heard of selling plane as parts without an "N" number.
Interested in any suggestions or experience.
She is a good ship. I built her for long XC's and she is a blast to fly.
Once I figure out how to sell her, I'll post an ad with the details.
Wish I could win the powerball and keep my little old Mark III.
Thanks again,
John Bickham
St.Francisville, LA
Kolb Mark III - 912
189 hours of fun
Message 2
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| Subject: | Suggestions for selling a good Mark III - it hurts |
--> Kolb-List message posted by: BICUM@aol.com
Hello List,
Sorry for the double message - forgot subject line.
I don't want to do it, but it looks like I may have to. I just got back from
Freshmen Orientation at Louisiana Tech. My daughter, who got hooked on
flying in my Mark III, wants to pursue a degree in professional aviation. That
means big $$$$.
It looks like I will need to sell my Mark III to help finance this and pay
for her training.
Don't want to get into the price and stuff right now. Just looking for tips
on selling an experimental. You guys have always had good advice and I'm
turning to you again. Liability is always an issue in this sue your own brother
world. I've heard of selling plane as parts without an "N" number.
Interested in any suggestions or experience.
She is a good ship. I built her for long XC's and she is a blast to fly.
Once I figure out how to sell her, I'll post an ad with the details.
Wish I could win the powerball and keep my little old Mark III.
Thanks again,
John Bickham
St.Francisville, LA
Kolb Mark III - 912
189 hours of fun
Message 3
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--> Kolb-List message posted by: <rowedl@highstream.net>
Way to go Bob,
Glad to hear you are up and running. I replaced my Mk- 3 tailwheel S-hooks
with the small split link connectors that you thread shut. It only took a
few passes down the strip without the wings on to loose one set of chains
and springs because the S-hooks failed. Had the wings been on, the hard left
turn that resulted would have been a ground loop.
Fly Safe.
Denny Rowe
----- Original Message -----
From: Bob Bean <slyck@frontiernet.net>
Subject: Kolb-List: first taxi
> --> Kolb-List message posted by: Bob Bean <slyck@frontiernet.net>
>
> G'day Kolbers, finally got the plane up to the runway, unfurled the wings,
> hooked up those little pipes that make the flappers & flippers move,
> started it up and moseyed down the grass. Tailwheel authority left
> something to be desired so at the far end I attempted to take up some
> more tension on the chains. Those springs TNK includes with the full
> swivel wheel are junk. Got to head to my favorite hardware store
> monday. I had already heeded someone's recent advice and replaced
> the s-hooks with bolts. Having a tailwheel steering failure upon
> landing and heading into the bushes takes the fun out of a good ride.
> Lots of debugging ahead but it sure felt good to be driving a taildragger
> again. -BB
>
>
Message 4
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| Subject: | Re: (no subject) |
--> Kolb-List message posted by: <rowedl@highstream.net>
John,
I suggest student loans, interest rates have never been lower, keep the
Kolb. :-)
Denny
please do not archive
----- Original Message -----
From: <BICUM@aol.com>
Subject: Kolb-List: (no subject)
> --> Kolb-List message posted by: BICUM@aol.com
>
> Hello List,
>
> I don't want to do it, but it looks like I may have to. I just got back
from
> Freshmen Orientation at Louisiana Tech. My daughter, who got hooked on
> flying in my Mark III, wants to pursue a degree in professional aviation.
That
> means big $$$$.
>
> It looks like I will need to sell my Mark III to help finance this and pay
> for her training.
>
> Don't want to get into the price and stuff right now. Just looking for
tips
> on selling an experimental. You guys have always had good advice and I'm
> turning to you again. Liability is always an issue in this sue your own
brother
> world. I've heard of selling plane as parts without an "N" number.
> Interested in any suggestions or experience.
>
> She is a good ship. I built her for long XC's and she is a blast to fly.
> Once I figure out how to sell her, I'll post an ad with the details.
>
> Wish I could win the powerball and keep my little old Mark III.
>
> Thanks again,
>
> John Bickham
> St.Francisville, LA
> Kolb Mark III - 912
> 189 hours of fun
>
>
Message 5
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--> Kolb-List message posted by: <rowedl@highstream.net>
Kolbers,
I put 2.3 hours on the Mk-3 Saturday, 8 take offs and landings, all landings were
pretty bad except the last one so I quit.
I still have not figured out the jetting just yet but seem to be making progress.
I am only pulling 5300 rpm WOT but she is climbing at 800 fpm so its not going
to be a problem until I start taking passengers. The lack of revs is a problem
with the tuning, not a prop load problem as reducing pitch only gives a
few hundred extra revs before the tuning goes out the window. This engine likes
to be loaded. I am begining to suspect that the 100LL that I am running may
be causing my lack of revs, I have to change the gasket in my ASC gasculator to
one that is compatable with auto fuels before I can try pump gas.
I am amazed at the slow flight capabilities of the Mk-3, the thing will slow down
to powered parachute speeds and hold altitude on absurbly low throttle settings.
Its really a nice handling ship all the way around.
Denny Rowe
Mk-3 N616DR, 690L-70, PA
Message 6
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--> Kolb-List message posted by: "Wayne F.Wilson" <wfwilson1@yahoo.ca>
This message is for Darren with the Firestar and the
40 HP Hirth. Woody and I say you there yesterday and
in all the action I didn't ask you about the 40 HP
Hirth which I am considering. Give us your comments
and thoughts on the engine. How many hours do you
have on it. I am considering it in place of a 447 on
a firefly. Be interested to here from you, and anyone
else with experience with the 40 HP Hirth.
Regards
Wayne F Wilson
Message 7
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| Subject: | Parts Alignment, Drag struts |
--> Kolb-List message posted by: "Terry Davis" <davistcs@eoni.com>
For Ed Bonsell and Kolbers in general,
If the drag strut braces angle isn't right they probably sent you the wrong
parts. I found out they sent me the drag strut braces for a Slingshot after
trying mine for fit, all primed and everything. TNK replaced them free of charge.
The new ones fit perfectly. Don't cobble up those drag strut braces, they
are an important structural part. Give Kolb a shout. Terry Davis FS2,
Painting (forever)
Message 8
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| Subject: | Re: Uv protection |
--> Kolb-List message posted by: Ben Ransom <bwr000@yahoo.com>
--- herbgh@juno.com wrote:
> --> Kolb-List message posted by: herbgh@juno.com
>
> Ben
> The mini max is fabric. I am watching the wings in particular and
> the
> rear portion of the fuselage for cracking in the paint. None after my
> two
> years of ownership. I am going to check with TNK to see what their
Herb,
Whoops, thanks for the correction. Glad to hear then that this really
may be a good alternative paint.
-Ben
do not archive
> preference is. I will be driving by there in a few days.
> I am fairly sure that they use auto paints? If plasticizers are
> available as an additive; then I would use it on my next project.
> Base
> coat/clear coat gives a show finish and is easier to apply than older
> auto painting methods I am told.
> Then, again; it may start cracking tomorrow! :-) Herb
> On Fri, 18 Jul 2003 16:29:16 -0700 (PDT) Ben Ransom
> <bwr000@yahoo.com>
> writes:
> > --> Kolb-List message posted by: Ben Ransom <bwr000@yahoo.com>
> >
> > One possible difference ...the MiniMax is wood, so doesn't flex
> > like
> > fabric coverings. I wonder if that would be enf difference for the
>
> > no
> > cracking? Or, is the Sherwin Williams stuff good for fabric too?
> >
> > I put UV protection in the color coat of my polytone. I have not
> > used
> > a silver (PolySpray) coat. Kolb and the old polyfiber people used
> > to
> > recommend that, and the new polyfiber people are fine with the
> > idea,
> > although it isn't their first pick for getting the best finish
> > possible. I figure I'm saving a couple pounds and some labor.
> > Hmmm,
> > thinking out loud, I almost wish I had put the silver on, as I have
>
> > it
> > just sitting in the garage anyway.
> > -Ben
> > do not archive
> >
> > --- herbgh@juno.com wrote:
> > > --> Kolb-List message posted by: herbgh@juno.com
> > >
> > >
> > > Kolbers
> > > I had an intersting conversation with a PHD ,who works for
> > Eastman
> > > Chemicals in East Tenn., a few days ago. When the conversation
> > got
> > > around to uv protection; he was quite surprised to discover that
> > such
> > > protection on fabric airplanes uses coats of "aluminum paint"
>
> > to
> > > do
> > > the job. His point being that excellent(he called it near
> > absolute)
> > > uv
> > > protection is available in the clear coat that goes over base
> > coat
> > > colors in modern auto's. I was distracted and did not get to
> > ask
> > > about
> > > plasticizers and such. Food for thought! I think that TNK uses
> > auto
> > > paints and they tend to crack after a while?
> > >
> > > I have a 5 year old mini max that was painted this way and
> > except
> > > for
> > > hangar rash I have not seen any cracks develop in it.
> > > Sherwin-Williams
> > > Ultra 7000. Applied over poly brush I think. So slick and shiny
> > > that it
> > > looks like mono cote! I did not build or paint it by the way.
> > > Herb
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> >
> >
> > __________________________________
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
>
>
>
>
>
>
=====
http://mae.ucdavis.edu/~ransom
__________________________________
Message 9
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--> Kolb-List message posted by: Richard Pike <rwpike@charter.net>
Are you sure the tach is right?
If taking pitch out of the prop is causing the tuning to go silly, then
maybe the prop is right, maybe the engine is doing right, and the tach is
wrong? Try an optical tach to calibrate your electrical one?
Might not be a factor but just a thought.
Richard Pike
MKIII N420P (420ldPoops)
At 09:47 AM 7/20/03 -0400, you wrote:
>--> Kolb-List message posted by: <rowedl@highstream.net>
>
>Kolbers,
>I put 2.3 hours on the Mk-3 Saturday, 8 take offs and landings, all
>landings were pretty bad except the last one so I quit.
>I still have not figured out the jetting just yet but seem to be making
>progress. I am only pulling 5300 rpm WOT but she is climbing at 800 fpm so
>its not going to be a problem until I start taking passengers. The lack
>of revs is a problem with the tuning, not a prop load problem as reducing
>pitch only gives a few hundred extra revs before the tuning goes out the
>window. This engine likes to be loaded. I am begining to suspect that the
>100LL that I am running may be causing my lack of revs, I have to change
>the gasket in my ASC gasculator to one that is compatable with auto fuels
>before I can try pump gas.
>I am amazed at the slow flight capabilities of the Mk-3, the thing will
>slow down to powered parachute speeds and hold altitude on absurbly low
>throttle settings. Its really a nice handling ship all the way around.
>Denny Rowe
>Mk-3 N616DR, 690L-70, PA
>
>
Message 10
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--> Kolb-List message posted by: "Mike Pierzina" <planecrazzzy@lycos.com>
Hey Guys,
While routing the cable to the oil injector , I started thinking
about a different linkage to pull the "ARM" from below. Instead of the cable
making a BIG LOOP.... I also thought of making another arm that would mount
on the opposite side......then I thought...Is their anything wrong with turning
the "OIL INJECTION HOUSING" - UPSIDE DOWN ???????
It's just two screws into the pull start housing......
Gotta Fly...
Mike
in MN
Small milestone....
I haven't started it yet , but testing the elec start cranked it over pretty
good.(smile)
---
Sometimes you just have to take the leap
and build your wings on the way down...
Gotta Fly...
Get advanced SPAM filtering on Webmail or POP Mail ... Get Lycos Mail!
Message 11
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| Subject: | one step fwd-two back |
--> Kolb-List message posted by: Bob Bean <slyck@frontiernet.net>
It's a good news/bad news story. My empty weight tipped the scales @ 467
lbs.
-including oil and coolant. That's with a full size brass radiator and
welded-in
1.00" x .050 steel windshield supports and (smaller) nose bowl supports.
The :( news - the battery will
have to go up front. Calculation shows that I could
just squeek by the empty weight CG with a 20 lb weight stuck up front
of the rudder
pedals. Yuck, not my style. So off with the nose bowl and out with the torch
once more, startin' to suffer from Big Lar Syndrome here. -BB do not archive
Message 12
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--> Kolb-List message posted by: "Don Gherardini" <donghe@one-eleven.net>
Roger....This guy posts on the Kolb list...he is the only one of the buch
flying with a 2SI 670L. He has something wrong...I wonder if he has called
you...he needs some good advice.
attached is his last post.
Don
.
Message 13
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| Subject: | Re: Oil Injection |
--> Kolb-List message posted by: Richard Pike <rwpike@charter.net>
In the Rotax manual, if you mount the engine upside down, is there an
instruction that says you need to turn the oil pump over 180 degrees?
If not, then it probably doesn't matter as long as the holes, gears and
everything will line up.
Richard Pike
MKIII N420P (420ldPoops)
At 04:13 PM 7/20/03 -0500, you wrote:
>--> Kolb-List message posted by: "Mike Pierzina" <planecrazzzy@lycos.com>
>
> Hey Guys,
> While routing the cable to the oil injector , I started
> thinking about a different linkage to pull the "ARM" from below. Instead
> of the cable making a BIG LOOP.... I also thought of making another arm
> that would mount on the opposite side......then I thought...Is their
> anything wrong with turning the "OIL INJECTION HOUSING" - UPSIDE DOWN ???????
> It's just two screws into the pull start housing......
>
> Gotta Fly...
>
>Mike in MN
>
> Small milestone....
> I haven't started it yet , but testing the elec start cranked it over
> pretty good.(smile)
>
>---
>Sometimes you just have to take the leap
>and build your wings on the way down...
> Gotta Fly...
>
>
>Get advanced SPAM filtering on Webmail or POP Mail ... Get Lycos Mail!
>
>
Message 14
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--> Kolb-List message posted by: <rowedl@highstream.net>
Richard,
I am sure the EIS tach is correct as it is programmable to the particular
engine you are using, I will try to double check it with an alternative
method but even the climb rate seems to indicate the lack of revs. My plane
is very light and should climb around 1200 fpm solo with this engine, the
800fpm would be about right for 5300 rpms. I bought the Powerfin from a
friend with the same powerplant as mine on a Slingshot that was heavier than
my bird, he climbed 1200fpm and achieved 6500rpms WOT level flight with the
same pitch setting that is giving me 5300rpm. I do have fewer hours on my
engine and seem to be gaining power as she breaks in so we'll see how things
progress.
Denny
do not archive
----- Original Message -----
From: Richard Pike <rwpike@charter.net>
Subject: Re: Kolb-List: Flying
> --> Kolb-List message posted by: Richard Pike <rwpike@charter.net>
>
> Are you sure the tach is right?
> If taking pitch out of the prop is causing the tuning to go silly, then
> maybe the prop is right, maybe the engine is doing right, and the tach is
> wrong? Try an optical tach to calibrate your electrical one?
> Might not be a factor but just a thought.
>
> Richard Pike
> MKIII N420P (420ldPoops)
>
>
> At 09:47 AM 7/20/03 -0400, you wrote:
>
> >--> Kolb-List message posted by: <rowedl@highstream.net>
> >
> >Kolbers,
> >I put 2.3 hours on the Mk-3 Saturday, 8 take offs and landings, all
> >landings were pretty bad except the last one so I quit.
> >I still have not figured out the jetting just yet but seem to be making
> >progress. I am only pulling 5300 rpm WOT but she is climbing at 800 fpm
so
> >its not going to be a problem until I start taking passengers. The lack
> >of revs is a problem with the tuning, not a prop load problem as reducing
> >pitch only gives a few hundred extra revs before the tuning goes out the
> >window. This engine likes to be loaded. I am begining to suspect that the
> >100LL that I am running may be causing my lack of revs, I have to change
> >the gasket in my ASC gasculator to one that is compatable with auto fuels
> >before I can try pump gas.
> >I am amazed at the slow flight capabilities of the Mk-3, the thing will
> >slow down to powered parachute speeds and hold altitude on absurbly low
> >throttle settings. Its really a nice handling ship all the way around.
> >Denny Rowe
> >Mk-3 N616DR, 690L-70, PA
> >
> >
>
>
Message 15
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| Subject: | Re: one step fwd-two back |
--> Kolb-List message posted by: <rowedl@highstream.net>
Bob,
Great job on the weight, I guess you must have a 582 on your bird, you beat
my weight by 8 pounds and I have since added tundra tires to mine. Your
plane is sure going to levitate.
Denny Rowe
----- Original Message -----
From: Bob Bean <slyck@frontiernet.net>
Subject: Kolb-List: one step fwd-two back
> --> Kolb-List message posted by: Bob Bean <slyck@frontiernet.net>
>
> It's a good news/bad news story. My empty weight tipped the scales @ 467
> lbs.
> -including oil and coolant. That's with a full size brass radiator and
> welded-in
> 1.00" x .050 steel windshield supports and (smaller) nose bowl supports.
> The :( news - the battery will
> have to go up front. Calculation shows that I could
> just squeek by the empty weight CG with a 20 lb weight stuck up front
> of the rudder
> pedals. Yuck, not my style. So off with the nose bowl and out with the
torch
> once more, startin' to suffer from Big Lar Syndrome here. -BB do not
archive
>
>
Message 16
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--> Kolb-List message posted by: <rowedl@highstream.net>
Don,
Thanks for the help, I have been talking to Roger and Tom Olenik about my
tuning, we seem to be homing in on things but have not hit the magic combo
just yet. We'll keep trying and also keep the list posted on the progress.
This is a stout powerplant but the database for setting them up is not yet
developed to the level of the Austrian engines. Also compounding my tuning
is my insistance on running 100LL, most folks use 93 pump gas as the manual
calls for 92 octane minimum, but I beleive in using what the FBOs are
selling to help support aviation, it is a huge pain in the behind to travel
anywhere if you are running pump gas, and besides, the price differance is
getting smaller and smaller.
Denny
----- Original Message -----
From: Don Gherardini <donghe@one-eleven.net>
Subject: Re: Kolb-List: Flying
> --> Kolb-List message posted by: "Don Gherardini" <donghe@one-eleven.net>
>
> Roger....This guy posts on the Kolb list...he is the only one of the buch
> flying with a 2SI 670L. He has something wrong...I wonder if he has called
> you...he needs some good advice.
> attached is his last post.
>
> Don
>
>
> .
>
>
Message 17
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--> Kolb-List message posted by: "Don Gherardini" <donghe@one-eleven.net>
Good deal Denny, I sure hope ya get it dialed in pard...That is a very
strong engine that 670 3cyl. I cant wait to hear how it does. Have ya
considered trying 3 mikunis on it...I know its an expense..but they just do
so much better on the 2 cyl 2Si and Cuyunas, (or anything else Ive tried
them on) than the bings that I figgered that they would do likewise on that
3 cyl.
Good Luck
Don
Message 18
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| Subject: | FireFly - Victor 1+ - EAA Chapter 453 Trip |
--> Kolb-List message posted by: Jack & Louise Hart <jbhart@ldd.net>
I have been slowly tweaking the propeller on the FireFly to get the engine speed
up to Simonini specs, and it has paid off. If I had not been recording the
result of trips to the chapter meetings, it would be difficult to believe the
improvement between last month and today. I backed off the prop pitch from 13.25
to 12.5 degrees to get the Victor 1+ to turn over 6,000 rpm. Changed the
idle pilot jet from a 40 to a 30 to try and reduce low speed fuel dribble from
the air cleaner. And I changed the needle to one with a little more taper to
try and reduce some EGT peakiness at higher rpms.
The same 108 mile round trip was made today on .5 gallons less fuel (4.6 -> 4.1)
with an increase in the average ground speed of 4.5 mph (49.1 -> 53.6). And
the fuel burn rate dropped from 2.09 gph to 2.03. Engine rpm was increased
from 4,600 to 5,200 rpm.
5,200 rpm is as fast as I can run the engine and not push the cooling temperatures
above 190 degrees F at altitude. When it gets a little cooler I will run
the engine a little harder to see what happens to the fuel consumption and average
speeds.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart@ldd.net
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