Today's Message Index:
----------------------
1. 04:13 AM - Re: First Firestar Flight (bryan green)
2. 05:23 AM - Possible used Kolb purchase (James, Ken)
3. 05:37 AM - {Spam?} Re: {Spam?} Possible used Kolb purchase (ron wehba)
4. 06:19 AM - Re: {Spam?} Re: {Spam?} Possible used Kolb purchase (Dwight.Kottke@hti.htch.com)
5. 06:20 AM - Re: Possible used Kolb purchase (BMWBikeCrz@aol.com)
6. 06:35 AM - A084 engine (Rayfield, Bill)
7. 06:40 AM - Re: Hurling at the ground??? (Richard Pike)
8. 07:20 AM - Engine Position (John Hauck)
9. 07:29 AM - Re: back in the saddle (Kirby Dennis Contr ASC/TM)
10. 07:46 AM - Re: Engine Position (Jon Croke)
11. 08:05 AM - Re: Kolb-List Digest: 33 Msgs - 09/15/03 (William George)
12. 08:35 AM - Re: Engine Position (Larry Bourne)
13. 09:31 AM - filters (Paul Petty)
14. 10:26 AM - Re: Engine Position (Ben Ransom)
15. 10:33 AM - 2 Cycle Engine Oils (J.L.Turner)
16. 10:35 AM - Re: Engine Position (John Hauck)
17. 10:42 AM - Re: Engine Position (John Hauck)
18. 10:45 AM - Re: filters (John Hauck)
19. 10:52 AM - Re: Engine Position (John Hauck)
20. 10:55 AM - Re: Engine Position (John Hauck)
21. 11:01 AM - Re: 2 Cycle Engine Oils (BMWBikeCrz@aol.com)
22. 11:04 AM - Re: Kolb technique (johnjung@compusenior.com)
23. 11:10 AM - Re: Engine Position (Jack & Louise Hart)
24. 11:34 AM - Re: 2 Cycle Engine Oils (John Hauck)
25. 11:39 AM - Manual (Paul Petty)
26. 11:43 AM - Re: 2 Cycle Engine Oils ()
27. 12:06 PM - Re: 2 Cycle Engine Oils (Harry Wingert)
28. 12:26 PM - Re: filters (Bruce n' Kathy)
29. 12:34 PM - Re: 2 Cycle Engine Oils (WillUribe@aol.com)
30. 12:38 PM - Re: 2 Cycle Engine Oils (Harry Wingert)
31. 01:15 PM - Re: 2 Cycle Engine Oils (Richard Pike)
32. 01:30 PM - Re: 2 Cycle Engine Oils (Richard Pike)
33. 02:00 PM - Re: {Spam?} Re: {Spam?} Possible used Kolb purchase (HShack@aol.com)
34. 02:11 PM - Re: 2 Cycle Engine Oils (Jim)
35. 02:40 PM - First part (Paul Petty)
36. 02:52 PM - Re: First part (SGreenpg@aol.com)
37. 03:16 PM - Re: First part (Paul Petty)
38. 04:00 PM - Re: 2 Cycle Engine Oils (Eugene Zimmerman)
39. 04:33 PM - Re: 2 Cycle Engine Oils (possums)
40. 04:34 PM - Re: 2 Cycle Engine Oils (John Hauck)
41. 04:38 PM - Re: 2 Cycle Engine Oils (John Hauck)
42. 04:43 PM - Re: First part (John Hauck)
43. 04:44 PM - Re: 2 Cycle Engine Oils (Jim Baker)
44. 04:46 PM - Re: 2 Cycle Engine Oils (John Hauck)
45. 04:49 PM - Re: filters (John Hauck)
46. 04:55 PM - Re: 2 Cycle Engine Oils (John Hauck)
47. 05:24 PM - filter (Bob Bean)
48. 05:32 PM - New Thread: "Lessons Learned" (John Hauck)
49. 05:34 PM - Re: 2 Cycle Engine Oils (Jim Baker)
50. 05:38 PM - Re: 2 Cycle Engine Oils (Kirk Smith)
51. 05:51 PM - Re: 2 Cycle Engine Oils (Kirk Smith)
52. 06:10 PM - Re: {Spam?} Re: {Spam?} Re: {Spam?} Possible used Kolb purchase (ron wehba)
53. 06:12 PM - Fly-in campout: Oct. 20, 2003 (Fackler, Ken)
54. 06:22 PM - Engine Oil Filters (Beauford)
55. 07:36 PM - Cleaning up the FireFly Continues (Jack & Louise Hart)
56. 07:53 PM - Re: Engine Position (DAquaNut@aol.com)
57. 07:57 PM - Re: First part (Woody)
58. 07:57 PM - 3 mods (Woody)
59. 08:02 PM - Re: 2 Cycle Engine Oils (Richard Pike)
60. 08:04 PM - Re: 2 Cycle Engine Oils (Richard Pike)
61. 08:10 PM - Re: Engine Oil Filters (John Hauck)
62. 08:26 PM - Re: 2 Cycle Engine Oils (FIXERJONES@aol.com)
63. 09:08 PM - Re: Manual (WillUribe@aol.com)
64. 09:29 PM - Re: First part (Christopher J Armstrong)
Message 1
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| Subject: | Re: First Firestar Flight |
--> Kolb-List message posted by: "bryan green" <lgreen1@sc.rr.com>
Sounds like a great flight Jim the amount of rudder that I have to hold on
mine is so little that I do not have a trim tab. I don't have anywhere else
to put my big feet anyway, fly safe and have fun.
Bryan Green Elgin SC
Firestar I 377 BRS
----- Original Message -----
From: "J.L.Turner" <jimturner@mwt.net>
Subject: Kolb-List: First Firestar Flight
> --> Kolb-List message posted by: "J.L.Turner" <jimturner@mwt.net>
>
> Fellow Kolbers:
>
> Last week I posted an inquiry regarding whether I needed additional flight
training to fly my Firestar 1. Although I had completed my private pilot 40
hours of classroom, 15 hours in a Cessna 172, 150+ hours in a powered
parachute, and had my Basic Flight Instructor rating in Powered Parachutes,
the previous owner insisted that the Kolb was difficult to fly and that I'd
better take additional lessons.
>
> This evening I went back to the airport, rolled the Firestar out, and was
prepared to once again just practice high speed taxi runs. This got old
pretty quick! The 3 mph wind was coming right down runway two niner. So I
completed a tax run back to the threshold of two niner, turned the nose
around and pointed the nose into the breeze. One more check of my
instruments, a scan around me for other aircraft and it was time to roll.
Reading about frequent nose overs in Kolbs made me very hesitant, but I
built speed up slowly, feeling the tail getting lighter and lighter. A
quick glance to the airspeed indicator showed 25 mph and climbing. The
Firestar was pointed perfectly straight and I poured the coals to the 377.
Once I was certain I was past stall speed, I eased the stick back. WOW! Do
these Kolbs climb like a rocket!!! The first inclination is to cut the
throttle back. But I knew better and dropped the nose a tad and kept my
airspeed at 55 mph. Once I'd gotten !
> to 1000' AGL, I leveled out and eased back on the throttle until I was
maintaining 50 mph in level flight. For an hour straight I practiced turns
and just got used to the responsive handling of the Kolb. You guys were
right.....the Kolb scrubs off speed very fast and I consciously lowered the
nose a little while in turns.
>
> Finally it was time to test my skills by seeing if I could set the
traildragger down for the first time. Landing procedures I'd read on the
list flooded through my head. I knew I was supposed to fly it to the ground
and keep the speed up. I turned on my final for two niner, lowered the
nose, and cut back a little on the power. I passed the runway threshold at
about 75' AGL, but I knew I had about 3200' to eat up, if I had to. I kept
the airspeed at about 40 mph, flew it to about 3' AGL, slowly cutting back
the power, and then did a gentle flare, bringing the Kolb down for a perfect
landing.
>
> So it was rewarding evening. Everything I'd heard about the Kolb was
true....that it's a great little plane. The only thing I found was that I
had to keep just a little left rudder into it at all times. Anybody else
have this experience? Did you install a trim tab on the rudder?
>
> Thanks to all on the list who offered words of encouragement to me. I've
enjoyed reading on the posts and hope to join the Kolb Caravan next year!
>
> Regards,
>
> Jim Turner
> Viroqua, WI
>
>
Message 2
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| Subject: | Possible used Kolb purchase |
HTML_MESSAGE
--> Kolb-List message posted by: "James, Ken" <KDJames@berkscareer.com>
Ok guy's gear up the e-mails, while I'm building a MKIII, I have been
wanting to still fly. Anyway I found a Used 1983 Factory building Kolb
Ultrastar for sale in my back yard. It has 150 hr Cuyuna 430 35Hp two blade
wooden prop. Trailer and chute basic EGT and Alt, new rubber and a 5 Gals
tank. $4500 _ I going to have the local API who fly's a UL Drift look it
over for airworthiness
First Question.Does anyone out there have comments of how this ship fly's?
Second. How about the engine anycomment there?
Third. My weight is 215 wet ( I'll get commment on that from my wife
:-) )
Any thoughts
Thanks
Ken James
Kjamesdesign@yahoo.com
Message 3
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| Subject: | Re: Possible used Kolb purchase |
QUOTED_EMAIL_TEXT, RCVD_IN_ORBS, RCVD_IN_OSIRUSOFT_COM, REFERENCES)
--> Kolb-List message posted by: "ron wehba" <rwehba@wtxs.net>
I got one, it flys just great I weigh 175, and mine has flown several times
with a 250 pounder in it.same engine, it is o.k. I just don't like two
strokes,, my other plane is a ison minimax with a surplus ao-84 in it a
35-40 horse 4 cyl. 4 stroke it can be seen here.
http://photos.yahoo.com/rwehba
ps do you have a picture of it and the trailer as i need to build a trailer
for long trips.
----- Original Message -----
From: "James, Ken" <KDJames@berkscareer.com>
Subject: {Spam?} Kolb-List: Possible used Kolb purchase
> --> Kolb-List message posted by: "James, Ken" <KDJames@berkscareer.com>
>
>
> Ok guy's gear up the e-mails, while I'm building a MKIII, I have been
> wanting to still fly. Anyway I found a Used 1983 Factory building Kolb
> Ultrastar for sale in my back yard. It has 150 hr Cuyuna 430 35Hp two
blade
> wooden prop. Trailer and chute basic EGT and Alt, new rubber and a 5 Gals
> tank. $4500 _ I going to have the local API who fly's a UL Drift look it
> over for airworthiness
>
> First Question.Does anyone out there have comments of how this ship fly's?
>
> Second. How about the engine anycomment there?
>
> Third. My weight is 215 wet ( I'll get commment on that from my wife
> :-) )
>
>
> Any thoughts
>
> Thanks
>
> Ken James
> Kjamesdesign@yahoo.com
>
>
Message 4
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| Subject: | Re: Possible used Kolb purchase |
09/16/2003 08:19:07 AM,
Serialize complete at 09/16/2003 08:19:07 AM,
Itemize by SMTP Server on HUDOMGW1/HTI(Release 5.0.12 |February 13, 2003)
at
09/16/2003 08:18:48 AM,
Serialize by Router on HUDOMGW1/HTI(Release 5.0.12 |February 13, 2003)
at
09/16/2003 08:18:50 AM,
Serialize complete at 09/16/2003 08:18:50 AM
HTML_MESSAGE, NO_REAL_NAME, QUOTED_EMAIL_TEXT
--> Kolb-List message posted by: Dwight.Kottke@hti.htch.com
Ron, where can I get more info on your AO-84 engine? I fly a Firestar
with a 377 and would like to go 4-stroke.
Dwight Kottke
The Flying Farmer
do not archive
"ron wehba" <rwehba@wtxs.net>
Sent by: owner-kolb-list-server@matronics.com
09/16/2003 07:34 AM
Please respond to kolb-list
To: <kolb-list@matronics.com>
cc: (bcc: Dwight Kottke/CNTR/HUT/HTI)
Subject: {Spam?} Re: {Spam?} Kolb-List: Possible used Kolb purchase
--> Kolb-List message posted by: "ron wehba" <rwehba@wtxs.net>
I got one, it flys just great I weigh 175, and mine has flown several
times
with a 250 pounder in it.same engine, it is o.k. I just don't like two
strokes,, my other plane is a ison minimax with a surplus ao-84 in it a
35-40 horse 4 cyl. 4 stroke it can be seen here.
http://photos.yahoo.com/rwehba
ps do you have a picture of it and the trailer as i need to build a
trailer
for long trips.
----- Original Message -----
From: "James, Ken" <KDJames@berkscareer.com>
Subject: {Spam?} Kolb-List: Possible used Kolb purchase
> --> Kolb-List message posted by: "James, Ken" <KDJames@berkscareer.com>
>
>
> Ok guy's gear up the e-mails, while I'm building a MKIII, I have been
> wanting to still fly. Anyway I found a Used 1983 Factory building Kolb
> Ultrastar for sale in my back yard. It has 150 hr Cuyuna 430 35Hp two
blade
> wooden prop. Trailer and chute basic EGT and Alt, new rubber and a 5
Gals
> tank. $4500 _ I going to have the local API who fly's a UL Drift look it
> over for airworthiness
>
> First Question.Does anyone out there have comments of how this ship
fly's?
>
> Second. How about the engine anycomment there?
>
> Third. My weight is 215 wet ( I'll get commment on that from my wife
> :-) )
>
>
> Any thoughts
>
> Thanks
>
> Ken James
> Kjamesdesign@yahoo.com
>
>
Message 5
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| Subject: | Re: Possible used Kolb purchase |
--> Kolb-List message posted by: BMWBikeCrz@aol.com
Great price !
Get a 503 Rotax with a 258 gear box If you have less than a 3500 Foot strip
... Get some UL Dual ... I did not ... But now I am ! ....
Dave
In a message dated 9/16/03 8:24:14 AM Eastern Daylight Time,
KDJames@berkscareer.com writes:
<< Subj: Kolb-List: Possible used Kolb purchase
Date: 9/16/03 8:24:14 AM Eastern Daylight Time
From: KDJames@berkscareer.com (James, Ken)
Sender: owner-kolb-list-server@matronics.com
Reply-to: kolb-list@matronics.com
To: kolb-list@matronics.com ('kolb-list@matronics.com')
--> Kolb-List message posted by: "James, Ken" <KDJames@berkscareer.com>
Ok guy's gear up the e-mails, while I'm building a MKIII, I have been
wanting to still fly. Anyway I found a Used 1983 Factory building Kolb
Ultrastar for sale in my back yard. It has 150 hr Cuyuna 430 35Hp two blade
wooden prop. Trailer and chute basic EGT and Alt, new rubber and a 5 Gals
tank. $4500 _ I going to have the local API who fly's a UL Drift look it
over for airworthiness
First Question.Does anyone out there have comments of how this ship fly's?
Second. How about the engine anycomment there?
Third. My weight is 215 wet ( I'll get commment on that from my wife
:-) )
Any thoughts
Thanks
Ken James
Kjamesdesign@yahoo.com
Message 6
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--> Kolb-List message posted by: "Rayfield, Bill" <brayfield@kcc.com>
Try the surplusengines group on yahoo.
http://groups.yahoo.com/group/surplusengines/
Lots of info on there.
-----Original Message-----
From: Dwight.Kottke@hti.htch.com [mailto:Dwight.Kottke@hti.htch.com]
Subject: Re: {Spam?} Re: {Spam?} Kolb-List: Possible used Kolb purchase
--> Kolb-List message posted by: Dwight.Kottke@hti.htch.com
Ron, where can I get more info on your AO-84 engine? I fly a Firestar
with a 377 and would like to go 4-stroke.
Dwight Kottke
The Flying Farmer
do not archive
"ron wehba" <rwehba@wtxs.net>
Sent by: owner-kolb-list-server@matronics.com
09/16/2003 07:34 AM
Please respond to kolb-list
To: <kolb-list@matronics.com>
cc: (bcc: Dwight Kottke/CNTR/HUT/HTI)
Subject: {Spam?} Re: {Spam?} Kolb-List: Possible used Kolb
purchase
--> Kolb-List message posted by: "ron wehba" <rwehba@wtxs.net>
I got one, it flys just great I weigh 175, and mine has flown several
times
with a 250 pounder in it.same engine, it is o.k. I just don't like two
strokes,, my other plane is a ison minimax with a surplus ao-84 in it a
35-40 horse 4 cyl. 4 stroke it can be seen here.
http://photos.yahoo.com/rwehba
ps do you have a picture of it and the trailer as i need to build a
trailer
for long trips.
----- Original Message -----
From: "James, Ken" <KDJames@berkscareer.com>
Subject: {Spam?} Kolb-List: Possible used Kolb purchase
> --> Kolb-List message posted by: "James, Ken" <KDJames@berkscareer.com>
>
>
> Ok guy's gear up the e-mails, while I'm building a MKIII, I have been
> wanting to still fly. Anyway I found a Used 1983 Factory building Kolb
> Ultrastar for sale in my back yard. It has 150 hr Cuyuna 430 35Hp two
blade
> wooden prop. Trailer and chute basic EGT and Alt, new rubber and a 5
Gals
> tank. $4500 _ I going to have the local API who fly's a UL Drift look it
> over for airworthiness
>
> First Question.Does anyone out there have comments of how this ship
fly's?
>
> Second. How about the engine anycomment there?
>
> Third. My weight is 215 wet ( I'll get commment on that from my wife
> :-) )
>
>
> Any thoughts
>
> Thanks
>
> Ken James
> Kjamesdesign@yahoo.com
>
>
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
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Message 7
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| Subject: | Re: Hurling at the ground??? |
--> Kolb-List message posted by: Richard Pike <rwpike@charter.net>
Sounds like a remark a US Air pilot made to me a number of years ago when I
worked at TRI approach:
"We ain't left one up here yet..."
Richard Pike
MKIII N420P (420ldPoops)
At 10:27 PM 9/15/03 -0500, you wrote:
>--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
>
>
> > Bob, a MKIII with full flaps and idle power HAS to hurled toward the
> ground,
> > or the airspeed goes away... <grin>
> >
> > Richard Pike
>
>Richard/All:
>
>That's because you made all those modifications to it. I
>have no problem persuading Miss P'fer ("P" fer plane), to
>find the ground, whether I am in charge or not.
>
>john h
>
>DO NOT ARCHIVE
>
>
Message 8
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--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
Morning Gang:
Just a quick note before I go work on and fly my MK III a
little bit on a beautiful 65F morning in central Alabama.
During my maintenance session yesterday, I pulled the 5/8"
spacers from on top of the Lord Mounts on the front of my
912S. I have flown in this configuration for most of the
life of my MK III, 1,899.0 hours. I flew about a half hour
yesterday afternoon late. Noticed the following changes:
1) Reduced nose down pitch. Doesn't require quite as much
nose up trim.
2) May (?) have increased cruise a little. I am going to
fly again this morning and see if I can get some more
numbers. Yesterday the air was lumpy and my old mind and
body were trying to get accustomed to the changes made with
the engine mounts.
3) May (?) have reduced prop noise a tad by moving the
bottom of the arc away from the rear of the fuselage. I
don't know about this one, but it may have helped a little.
The reason I decided to remove the spacers and put the
engine back into the stock position was from a profile
picture that John Williamson took of my airplane between
Iron Mountain, MI, and OSH. From that pic I determined that
what I thought was happening, was not. Of course, I was
also under less cruise power than normal. At the time of
the pic I was flying about 70 to 75 mph, instead of 80 to 85
mph. Anyhow, the prop was perpendicular to the bottom of
the wing. I did not want this. I wanted it to be
perpendicular to the line of flight.
I don't know if it is me or the airplane, but the change has
me feeling like the airplane is squatting a little more at
power off and low power settings. Maybe I can confirm that
this morning, along with the little bit of increased cruise
speed.
I changed oil and filter. I use the Fram TG3614 filter from
Wal*Mart for less than $5.00. It has a anti-siphon valve,
98% first pass filtration capability. A TG3600 will also
fit and has about 1/4 more capacity than the TG3614, but
comes pretty close to the number 3 exhaust outlet. I have
run both sizes. The TG 3614 is about the same size as the
$25.00 filter Rotax insists we use.
After 553.8 hours using Mobil I 15W50 full synthetic (since
day one on the 912S)(nope, did not run organic oil the first
25 hours to break in the new engine), I have switched to
Shell Rotella T 5W40 full synthetic. Again, Wal*Mart
stores, for the most part, stock this oil in gallons for
less than $13.00. Comparing the numbers between Mobil I and
Rotella Syn, the Rotella came out slightly ahead, especially
in the Flash Point measurement. I have been running Rotella
Syn in my DRZ400E thumper for the last 64 hours with good
results. It gets run hard, especially in real technical
stuff where airflow through the radiators (2) is negligible
and the engine is working hard. Produces high temps, but
don't have the slightest of what they are. Not nary an
instrument on this bike. Sinful, ain't it? :-)
Got to go. Times a wasting.
john h
Message 9
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| Subject: | Re: back in the saddle |
--> Kolb-List message posted by: Kirby Dennis Contr ASC/TM <Dennis.Kirby@kirtland.af.mil>
Will Uribe wrote: << I remember when I was building my
FireStar I would look at your web page and dream of the time when I would
have the same adventure you had in your FireStar. Your webpage was a big
motivator during the long building period. >>
Ben -
Ditto on what Will says. Seeing your pictures on your website in the late
90's also motivated me toward finishing & flying my Kolb.
Glad to hear you are back in the air!
Dennis Kirby
Mark-3
New Mexico
Message 10
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| Subject: | Re: Engine Position |
--> Kolb-List message posted by: "Jon Croke" <jon@joncroke.com>
> I changed oil and filter. I use the Fram TG3614 filter from
> Wal*Mart for less than $5.00.
> run both sizes. The TG 3614 is about the same size as the
> $25.00 filter Rotax insists we use.
>
Hi John,
The official oil filter (825-701) for the 912 is just $9.00 from Lockwood
and CPS ($10.00)
The factory Rotax service rep makes a point in his seminars that the 'other'
filters that fit have a higher pressure bypass relief valve that wont let
the oil bypass the filter when it is clogged or the oil is too thick (cold).
He says it may be false economy to save literally a couple dollars and not
use this filter that was designed for the 912.
Just passing along his message.....
Jon
near Green Bay
FSII
CH701/912 waiting for inspection
Message 11
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| Subject: | Re: Kolb-List Digest: 33 Msgs - 09/15/03 |
--> Kolb-List message posted by: William George <wgeorge@mountainmeadowranch.com>
Way to go Ben!!. Glad all the hard work paid off. The list has missed your
input.
Have fun.
do not archive
Bill George
Kolb Mk-3/Verner1400SVS/Powerfin 68" "F"
> From: Kolb-List Digest Server <kolb-list-digest@matronics.com>
> Reply-To: kolb-list@matronics.com
> Date: Mon, 15 Sep 2003 23:56:28 -0700
> To: Kolb-List Digest List <kolb-list-digest@matronics.com>
> Subject: Kolb-List Digest: 33 Msgs - 09/15/03
>
> Hi folks,
> Happy to report that my Firestar KXP is back in the air. :))
Message 12
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| Subject: | Re: Engine Position |
--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
I realize it's a different application, and all; but just for interest'
value................Dodge will no longer warranty it's Cummins diesel
engines if they find a Fram filter on them. I know, I know, you been usin'
'em for years, etc., but it still kinda makes ya think..................??
Lar. Do not Archive.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose N78LB
www.gogittum.com
----- Original Message -----
From: "John Hauck" <jhauck@elmore.rr.com>
Subject: Kolb-List: Engine Position
> --> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
>
> Morning Gang:
>
> Just a quick note before I go work on and fly my MK III a
> little bit on a beautiful 65F morning in central Alabama.
>
> During my maintenance session yesterday, I pulled the 5/8"
> spacers from on top of the Lord Mounts on the front of my
> 912S. I have flown in this configuration for most of the
> life of my MK III, 1,899.0 hours. I flew about a half hour
> yesterday afternoon late. Noticed the following changes:
>
> 1) Reduced nose down pitch. Doesn't require quite as much
> nose up trim.
>
> 2) May (?) have increased cruise a little. I am going to
> fly again this morning and see if I can get some more
> numbers. Yesterday the air was lumpy and my old mind and
> body were trying to get accustomed to the changes made with
> the engine mounts.
>
> 3) May (?) have reduced prop noise a tad by moving the
> bottom of the arc away from the rear of the fuselage. I
> don't know about this one, but it may have helped a little.
>
> The reason I decided to remove the spacers and put the
> engine back into the stock position was from a profile
> picture that John Williamson took of my airplane between
> Iron Mountain, MI, and OSH. From that pic I determined that
> what I thought was happening, was not. Of course, I was
> also under less cruise power than normal. At the time of
> the pic I was flying about 70 to 75 mph, instead of 80 to 85
> mph. Anyhow, the prop was perpendicular to the bottom of
> the wing. I did not want this. I wanted it to be
> perpendicular to the line of flight.
>
> I don't know if it is me or the airplane, but the change has
> me feeling like the airplane is squatting a little more at
> power off and low power settings. Maybe I can confirm that
> this morning, along with the little bit of increased cruise
> speed.
>
> I changed oil and filter. I use the Fram TG3614 filter from
> Wal*Mart for less than $5.00. It has a anti-siphon valve,
> 98% first pass filtration capability. A TG3600 will also
> fit and has about 1/4 more capacity than the TG3614, but
> comes pretty close to the number 3 exhaust outlet. I have
> run both sizes. The TG 3614 is about the same size as the
> $25.00 filter Rotax insists we use.
>
> After 553.8 hours using Mobil I 15W50 full synthetic (since
> day one on the 912S)(nope, did not run organic oil the first
> 25 hours to break in the new engine), I have switched to
> Shell Rotella T 5W40 full synthetic. Again, Wal*Mart
> stores, for the most part, stock this oil in gallons for
> less than $13.00. Comparing the numbers between Mobil I and
> Rotella Syn, the Rotella came out slightly ahead, especially
> in the Flash Point measurement. I have been running Rotella
> Syn in my DRZ400E thumper for the last 64 hours with good
> results. It gets run hard, especially in real technical
> stuff where airflow through the radiators (2) is negligible
> and the engine is working hard. Produces high temps, but
> don't have the slightest of what they are. Not nary an
> instrument on this bike. Sinful, ain't it? :-)
>
> Got to go. Times a wasting.
>
> john h
>
>
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--> Kolb-List message posted by: "Paul Petty" <ppetty@c-gate.net>
My 2 cents,
Fram is the one of the worst filters on the market. In my 23 years of selling auto
parts I have heard of more than several customers complain of the filter media
coming lose in the filter and stopping the oil flow and burning up engines.I
believe Wix to rank among the best.
Paul Petty
Building King Kolbra #12
"The Screaming Eagle"
www.c-gate.net/~ppetty
do not archive
Message 14
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| Subject: | Re: Engine Position |
--> Kolb-List message posted by: Ben Ransom <bwr000@yahoo.com>
John,
Wonder if you might also notice some yaw difference with the difference
in prop thrust. (Because top and bottom halves of the prop wash are
yaw forces in opposite directions.)
-Ben
--- John Hauck <jhauck@elmore.rr.com> wrote:
> --> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
>
> Morning Gang:
>
> Just a quick note before I go work on and fly my MK III a
> little bit on a beautiful 65F morning in central Alabama.
>
> During my maintenance session yesterday, I pulled the 5/8"
> spacers from on top of the Lord Mounts on the front of my
> 912S. I have flown in this configuration for most of the
> life of my MK III, 1,899.0 hours. I flew about a half hour
> yesterday afternoon late. Noticed the following changes:
=====
http://mae.ucdavis.edu/~ransom
__________________________________
http://sitebuilder.yahoo.com
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| Subject: | 2 Cycle Engine Oils |
HTML_MESSAGE
--> Kolb-List message posted by: "J.L.Turner" <jimturner@mwt.net>
Anybody have specific brand recommendations for 2-cycle engine oils? A friend
uses synthetic Blue Max 100:1 in his Hirth and claims that is what the distributor
recommends. From my point of view, that's just too little oil in the pre-mix.
How about it Kolbers, any brand recommendations out there?
Message 16
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| Subject: | Re: Engine Position |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> The official oil filter (825-701) for the 912 is just
> $9.00 from Lockwood and CPS ($10.00)
> The factory Rotax service rep makes a point in his
> seminars that the 'other' filters that fit have a higher
> pressure bypass relief valve that wont let the oil bypass
> the filter when it is clogged or the oil is too thick
> (cold). He says it may be false economy to save literally
> a couple dollars and not use this filter that was
> designed for the 912.
> Jon near Green Bay FSII CH701/912 waiting for inspection
Hi Jon/All:
Good to hear from you. Missed you at OSH this year. If I
had had more time and not in a flight of five coming into
OSH I would have dropped in on your airstrip. I haven't
been there yet, but I know from the location that it has to
be beautiful up there.
When 912s came on the scene the ROTAX oil filter was listed
at $25.00. I have only run two in my two engines, 912 and
912S. Those were the one that came on them from the factory.
Back then, to run anything but the Rotax oil filter would
ruin your engine because the Rotax filter was designed for
airplane engines.
Now Lockwood is preaching it is because of the bypass valve
pressure release point.
I have run nothing but Fram on the two 912s. Used the run
the old $2.97 filter before the Tuff Guard came out.
If my oil filter won't bypass at 40 to 70 psi, then I guess
I'll ruin my engine, but don't think so. Oil changes are
done at 50 hour intervals and less most of the time. On
long cross countries where I will get 100 hours in a couple
weeks, I'll go to the normal maintenance interval. Don't
foresee having oil that contaminated that it would block the
oil filter. If it happens, I have done a lot more wrong
than run the incorrect oil filter.
Thanks for the information though. I will keep it in mind.
BTW: The old 912 ended up with 935 hours when I swapped it
for the 912S. The new owner tore it down and found it was
still like brand new inside.
john h
Message 17
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| Subject: | Re: Engine Position |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> I realize it's a different application, and all; but just for interest'
> value................Dodge will no longer warranty it's Cummins diesel
> engines if they find a Fram filter on them. I know, I know, you been usin'
> 'em for years, etc., but it still kinda makes ya think..................??
> Lar.
Larry/All:
I'll bet if you could find out for sure, there have been
other filter failures, other brands besides Fram, that have
come apart and ruined engines.
In our case, the Cummins diesel, the pistons are cooled by
oil sprayed on the inside of the piston. There are six tiny
nozzles that do that job. If something clogs one of those
nozzles, the engine is going to die. One of the worst
culprits of that is the aluminum foil that seals oil
containers accidentally getting into the oil system.
To remedy the problem of a couple Fram filters coming apart,
Fram redesigned the Cummins filter and added an "A" at the
end of the part number to indicate it is an updated filter.
Yep, you are right. I have been using Frams in the old
Dodge/Cummins for the last 270,000+ miles with excellent
results. If Wal*Mart or some other auto parts store, i.e.,
NAPA, were close by and could compete with the prices, I'd
probably use their filters. The Cummins folks say their
Fleet filters are the best because they make them. I don't
know.
Take care,
john h
DO NOT ARCHIVE
Message 18
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--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
2 cents,
> Fram is the one of the worst filters on the market. In my
> 23 years of selling auto parts I have heard of more than
> several customers complain of the filter media coming
> lose in the filter and stopping the oil flow and burning
> up engines.I believe Wix to rank among the best.
>
> Paul Petty Building King Kolbra #12 "The Screaming Eagle"
Paul/All:
See my reply to Larry Bourne's post.
If Fram was all that bad, I am sure we would be seeing a lot
of accounts of the problem in the news media. They would
love to jump on something like that.
If I have a Fram come apart and ruin an $11,000.00 engine,
then you guys can say, "I told you so."
john h
DO NOT ARCHIVE
Message 19
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| Subject: | Re: Engine Position |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> Wonder if you might also notice some yaw difference with the difference
> in prop thrust. (Because top and bottom halves of the prop wash are
> yaw forces in opposite directions.)
> -Ben
Hi Ben/All:
Good to hear from you.
I just got home from flying. Air got rough by the time I
got up. Short flights are difficult to pin down what the
airplane is really doing. I find the best time to get to
know what the airplane is doing is on long cross country
flights. I'll get a shot at some hours next week.
It seems to be a tad higher in cruise, needs less nose up
trim, and I didn't really pay much attention to yaw except
keep the ball centered.
I am looking forward to the new 72" Warp, slip clutch, and
heavy duty starter. Hope to see some good numbers and
reduced vibes and noise come from this combo. However, in
2000 when I was flying the 72" Warp with a 2" prop
extension, the 72" was much louder than the already loud
70". Hopefully, moving the big prop an additional 2" back
will help cure some of the prop noise problem.
I also have two 5" diameter holes in the bottom of the
center section, right over the pilot and copilot's heads.
That is a direct conduit from the prop to the passengers. I
think I will try plugging up those holes and see if I get a
reduction in prop noise inside the cockpit. Without
significant insulation on the bulkhead fabric, it is acting
like a drum, probably magnifying the prop noise inside.
Take care,
john h
Message 20
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| Subject: | Re: Engine Position |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> BTW: The old 912 ended up with 935 hours when I swapped it
> for the 912S. The new owner tore it down and found it was
> still like brand new inside.
Ya'll:
The above should have read 1,135 hours instead of 935 hours.
Makes a difference.
john h
Message 21
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| Subject: | Re: 2 Cycle Engine Oils |
--> Kolb-List message posted by: BMWBikeCrz@aol.com
Penzoil air cooled in ammoco super 50:1
In a message dated 9/16/03 1:33:39 PM Eastern Daylight Time,
jimturner@mwt.net writes:
<< Subj: Kolb-List: 2 Cycle Engine Oils
Date: 9/16/03 1:33:39 PM Eastern Daylight Time
From: jimturner@mwt.net (J.L.Turner)
Sender: owner-kolb-list-server@matronics.com
Reply-to: kolb-list@matronics.com
To: kolb-list@matronics.com
--> Kolb-List message posted by: "J.L.Turner" <jimturner@mwt.net>
Anybody have specific brand recommendations for 2-cycle engine oils? A
friend uses synthetic Blue Max 100:1 in his Hirth and claims that is what the
distributor recommends. From my point of view, that's just too little oil in the
pre-mix.
How about it Kolbers, any brand recommendations out there?
>>
Message 22
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| Subject: | Re: Kolb technique |
USER_AGENT_MOZILLA_UA, X_ACCEPT_LANG
--> Kolb-List message posted by: "johnjung@compusenior.com" <johnjung@compusenior.com>
Ben and Group,
First, it is good to hear that you are flying again. You
have been missed on the list.
About the tail first landing technique:
I have 7 years experience flying Firestars and in my
opinion, the tail will touch first in a "good" landing.
If I slow down enough for the tail to touch, the main will
be on the ground immediately after and the plane will stay
down and be easy to control.
John Jung
Message 23
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| Subject: | Re: Engine Position |
--> Kolb-List message posted by: Jack & Louise Hart <jbhart@ldd.net>
At 10:26 AM 9/16/03 -0700, you wrote:
>--> Kolb-List message posted by: Ben Ransom <bwr000@yahoo.com>
>
>John,
>Wonder if you might also notice some yaw difference with the difference
>in prop thrust. (Because top and bottom halves of the prop wash are
>yaw forces in opposite directions.)
>-Ben
>
Ben,
I believe you will find that propeller yaw forces are caused by the propeller not
being perpendicular to the direction the plane is flying. It is the difference
in thrust generated by the propeller blade on the down swing as to the up
swing (P-Factor) that generates the yaw force or moment. Additional info can
be found at:
http://www.thirdshift.com/jack/firefly/firefly56.html
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart@ldd.net
Message 24
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| Subject: | Re: 2 Cycle Engine Oils |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
BMWBikeCrz@aol.com wrote:
> Penzoil air cooled in ammoco super 50:1
Ya'll:
Min octane requirement for all Rotax two strokes and the 912
is 87. Anything over that is a waste of money. I wasted a
lot of money on all those hours, right through the 912.
No increase in performance is recognized by burning a higher
than required octane fuel, as far as this central Alabama
flyer is aware of.
The 912S requires 91 min.
I tended to use the oil/fuel recommendation of the
manufacturer. Not a "witch doctor" oil salesman trying to
turn a buck.
To each his own.
john h
Message 25
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HTML_MESSAGE
--> Kolb-List message posted by: "Paul Petty" <ppetty@c-gate.net>
Kolbers,
UPS just delivered my construction manual. WOW this is awesome. Everything is in
3-D and very well laid out.Super job Linda!
Paul Petty
Building King Kolbra #12
"The Screaming Eagle"
www.c-gate.net/~ppetty
do not archive
Message 26
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| Subject: | Re: 2 Cycle Engine Oils |
--> Kolb-List message posted by: <rowedl@highstream.net>
> Anybody have specific brand recommendations for 2-cycle engine oils? A
friend uses synthetic Blue Max 100:1 in his Hirth and claims that is what
the distributor recommends. From my point of view, that's just too little
oil in the pre-mix.
>
> How about it Kolbers, any brand recommendations out there?>
Rotax and Pennzoil recomend Pennzoil Air Cooled two cycle oil at 50 to 1.
I bought two cases last week, 48 pints for $50 from the local 10 minute oil
change shop.
You have to use Wal Mart oil to beat that deal.
Denny Rowe
Mark -3 N616DR , 2SI 690L-70, 22.4 hrs, Loehle Sport Parasol, Rotax 503
Leechburg PA
Message 27
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| Subject: | Re: 2 Cycle Engine Oils |
--> Kolb-List message posted by: "Harry Wingert" <Geezertwo@cox.net>
Hello Jim,
I have been using AmsOil for over 15 years. First in a Kowsaki on my
Phantom Ultralight. I mixed an 8 oz. bottle to 6 gal. of gas. That is a
little less than the 100/1 mixture recommended. I never had a problem and
flew it for about 200 hours before selling it. I now have a MKIII 582 and
am using the AmsOil 2000 racing oil. With the oil injected, I don't have to
mix it anymore. I recommend AmsOil to all my flying friends in the Omaha
area. A couple of PPG flyers are also using it and have had no problems at
all.
Hope this helps.
Regards,
Harry Wingert
----- Original Message -----
From: "J.L.Turner" <jimturner@mwt.net>
Subject: Kolb-List: 2 Cycle Engine Oils
> --> Kolb-List message posted by: "J.L.Turner" <jimturner@mwt.net>
>
> Anybody have specific brand recommendations for 2-cycle engine oils? A
friend uses synthetic Blue Max 100:1 in his Hirth and claims that is what
the distributor recommends. From my point of view, that's just too little
oil in the pre-mix.
>
> How about it Kolbers, any brand recommendations out there?
>
>
Message 28
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--> Kolb-List message posted by: "Bruce n' Kathy" <n3nrr@erols.com>
Thanks Paul on that PHRAM input,
I had an engine go bad because of those filters/ My 3 Cents worth,
I like napa GOLD most of the time, for my cars, but I do not change
my filter every time, only Every other time. Because of the Large
pariticles that can be intruduced from a new filter.
every time I open a filter(ANY), I find either lint or metal shavings,
Even one little piece of lint right to the crankshaft is dangerous. so
I inspect the filter, Blow it out with a air hose, then blow through it
to check the stop and one way valves. I also have cut open many, 1 in
5 filters. it is the cheepest insureance to detect quality and flaws.
--
Bruce n' Kathy
Do NOT archive
Message 29
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| Subject: | Re: 2 Cycle Engine Oils |
NO_REAL_NAME@matronics.com, QUOTED_EMAIL_TEXT@matronics.com
--> Kolb-List message posted by: WillUribe@aol.com
Pennzoil Marine 100% Synthetic outboard 2-cycle oil.
IMHO anything else is just snake oil.
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: "J.L.Turner" <jimturner@mwt.net>
>
> Anybody have specific brand recommendations for 2-cycle engine oils?=A0 A
friend uses synthetic Blue Max 100:1 in his Hirth and claims that is what the
distributor recommends.=A0 From my point of view, that's just too little oil in
the
pre-mix.
>
> How about it Kolbers, any brand recommendations out there?
Message 30
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| Subject: | Re: 2 Cycle Engine Oils |
--> Kolb-List message posted by: "Harry Wingert" <Geezertwo@cox.net>
Hello Jim,
I have been using AmsOil for over 15 years. First in a Kowsaki on my
Phantom Ultralight. I mixed an 8 oz. bottle to 6 gal. of gas. That is a
little less than the 100/1 mixture recommended. I never had a problem and
flew it for about 200 hours before selling it. I now have a MKIII 582 and
am using the AmsOil 2000 racing oil. With the oil injected, I don't have to
mix it anymore. I recommend AmsOil to all my flying friends in the Omaha
area. A couple of PPG flyers are also using it and have had no problems at
all. It's not cheap but when it comes to oil and other maintenance that
isn't my main concern.
Hope this helps.
Regards,
Harry Wingert
----- Original Message -----
From: <rowedl@highstream.net>
Subject: Re: Kolb-List: 2 Cycle Engine Oils
> --> Kolb-List message posted by: <rowedl@highstream.net>
>
> > Anybody have specific brand recommendations for 2-cycle engine oils? A
> friend uses synthetic Blue Max 100:1 in his Hirth and claims that is what
> the distributor recommends. From my point of view, that's just too little
> oil in the pre-mix.
> >
> > How about it Kolbers, any brand recommendations out there?>
>
>
> Rotax and Pennzoil recomend Pennzoil Air Cooled two cycle oil at 50 to 1.
> I bought two cases last week, 48 pints for $50 from the local 10 minute
oil
> change shop.
> You have to use Wal Mart oil to beat that deal.
> Denny Rowe
> Mark -3 N616DR , 2SI 690L-70, 22.4 hrs, Loehle Sport Parasol, Rotax 503
> Leechburg PA
>
>
Message 31
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| Subject: | Re: 2 Cycle Engine Oils |
--> Kolb-List message posted by: Richard Pike <rwpike@charter.net>
Correction: not all Rotax two strokes tolerate 87 octane.
The 532 requires 91.5 octane minimum.
Richard Pike
MKIII N420P (420ldPoops)
At 01:33 PM 9/16/03 -0500, you wrote:
>--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
>
>
>BMWBikeCrz@aol.com wrote:
>
> > Penzoil air cooled in ammoco super 50:1
>
>Ya'll:
>
>Min octane requirement for all Rotax two strokes and the 912
>is 87. Anything over that is a waste of money. I wasted a
>lot of money on all those hours, right through the 912.
>
>No increase in performance is recognized by burning a higher
>than required octane fuel, as far as this central Alabama
>flyer is aware of.
>
>The 912S requires 91 min.
>
>I tended to use the oil/fuel recommendation of the
>manufacturer. Not a "witch doctor" oil salesman trying to
>turn a buck.
>
>To each his own.
>
>john h
>
>
Message 32
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| Subject: | Re: 2 Cycle Engine Oils |
--> Kolb-List message posted by: Richard Pike <rwpike@charter.net>
I tried Amsoil 100:1 premix in my Rotax 277 and got to hear the bearings
rattle. It survived. IMHO 100:1 in an engine where the manufacturer wants
50:1 is asking for trouble.
I like Phillips Injex at 50:1 in premix.
Used it premixed for 20 years with no problems, now using oil injection.
Tried Pennzoil, but it was dirtier.
Richard Pike
MKIII N420P (420ldPoops)
At 12:31 PM 9/16/03 -0500, you wrote:
>--> Kolb-List message posted by: "J.L.Turner" <jimturner@mwt.net>
>
>Anybody have specific brand recommendations for 2-cycle engine oils? A
>friend uses synthetic Blue Max 100:1 in his Hirth and claims that is what
>the distributor recommends. From my point of view, that's just too little
>oil in the pre-mix.
>
>How about it Kolbers, any brand recommendations out there?
>
>
Message 33
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| Subject: | Re: Possible used Kolb purchase |
MIME_LONG_LINE_QP@matronics.com, NO_REAL_NAME@matronics.com,
QUOTED_EMAIL_TEXT@matronics.com
--> Kolb-List message posted by: HShack@aol.com
In a message dated 9/16/03 9:19:46 AM Eastern Daylight Time,
Dwight.Kottke@hti.htch.com writes:
> Ron, where can I get more info on your AO-84 engine? I fly a Firestar
> with a 377 and would like to go 4-stroke.
>
> Dwight Kottke
> The Flying Farmer
>
> do not archive
>
>
>
I think you'll find the 084 stripped down & ready to fly is 0ver 120 lbs-
probably too heavy for a Firestar.
Shack
FS II
SC
Message 34
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| Subject: | Re: 2 Cycle Engine Oils |
--> Kolb-List message posted by: "Jim" <flykolb@carolina.rr.com>
Richard,
I have been using 87 octane in my 532 with no problems.
Jim
Mark III
Charlotte, NC
----- Original Message -----
From: "Richard Pike" <rwpike@charter.net>
Subject: Re: Kolb-List: 2 Cycle Engine Oils
> --> Kolb-List message posted by: Richard Pike <rwpike@charter.net>
>
> Correction: not all Rotax two strokes tolerate 87 octane.
> The 532 requires 91.5 octane minimum.
>
> Richard Pike
> MKIII N420P (420ldPoops)
>
>
> At 01:33 PM 9/16/03 -0500, you wrote:
>
> >--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> >
> >
> >BMWBikeCrz@aol.com wrote:
> >
> > > Penzoil air cooled in ammoco super 50:1
> >
> >Ya'll:
> >
> >Min octane requirement for all Rotax two strokes and the 912
> >is 87. Anything over that is a waste of money. I wasted a
> >lot of money on all those hours, right through the 912.
> >
> >No increase in performance is recognized by burning a higher
> >than required octane fuel, as far as this central Alabama
> >flyer is aware of.
> >
> >The 912S requires 91 min.
> >
> >I tended to use the oil/fuel recommendation of the
> >manufacturer. Not a "witch doctor" oil salesman trying to
> >turn a buck.
> >
> >To each his own.
> >
> >john h
> >
> >
>
>
>
>
>
>
Message 35
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HTML_MESSAGE
--> Kolb-List message posted by: "Paul Petty" <ppetty@c-gate.net>
Ok guy's,
Have read the fist section on making the horz. stabs. Plan to lay out the first
parts this evening. Already have a question. I'm pretty sure where the tubes
meet at the two corners of the leading edge of the stab. should be cut at a angle
to make a point, but how much the plans are not clear on how the tubes should
look prior to riveting the gusset. wondering if they should be rounded out
so they fit perfect or close. Have looked through builders sites but have not
seen any photos of how that looks.
thanks
pp
Message 36
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MIME_LONG_LINE_QP@matronics.com, NO_REAL_NAME@matronics.com,
QUOTED_EMAIL_TEXT@matronics.com
--> Kolb-List message posted by: SGreenpg@aol.com
In a message dated 9/16/03 5:40:46 PM Eastern Daylight Time,
ppetty@c-gate.net writes:
> . wondering if they should be rounded out so they fit perfect or close.
Paul,
The strength of the joint is in the gusset that joins the two pieces of
tubing. I preferred to not have the tubes fitted as if they were going to be
welded. Just more work and little if any gain. I did cut the leading edge tube
on
an angle on the inboard end to match the edge of the longeron or root tube of
the horizontal stab. Hope that isn't too confusing.
Steven Green
do not archive
Message 37
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--> Kolb-List message posted by: "Paul Petty" <ppetty@c-gate.net>
Thanks Steven, That helps. I guess the main thing is to obtain the outside
dimensions.
do not archive
----- Original Message -----
From: <SGreenpg@aol.com>
<MIME_LONG_LINE_QP@matronics.com>; <NO_REAL_NAME@matronics.com>;
<QUOTED_EMAIL_TEXT@matronics.com>
Subject: Re: Kolb-List: First part
> --> Kolb-List message posted by: SGreenpg@aol.com
>
> In a message dated 9/16/03 5:40:46 PM Eastern Daylight Time,
> ppetty@c-gate.net writes:
>
> > . wondering if they should be rounded out so they fit perfect or close.
>
> Paul,
>
> The strength of the joint is in the gusset that joins the two pieces of
> tubing. I preferred to not have the tubes fitted as if they were going to
be
> welded. Just more work and little if any gain. I did cut the leading
edge tube on
> an angle on the inboard end to match the edge of the longeron or root tube
of
> the horizontal stab. Hope that isn't too confusing.
>
> Steven Green
> do not archive
>
>
Message 38
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| Subject: | Re: 2 Cycle Engine Oils |
--> Kolb-List message posted by: Eugene Zimmerman <eugenezimmerman@dejazzd.com>
snip
> You have to use Wal Mart oil to beat that deal.
> Denny Rowe
> Mark -3 N616DR , 2SI 690L-70, 22.4 hrs, Loehle Sport Parasol, Rotax 503
> Leechburg PA
>
Yep, cheapest Wal Mart is just as good. Over 300 hr on my 377 and never
had it opened. Still going strong too. Probably should do a ring carbon
clean up this winter though.
E.Z. fully snake oil resistant,
Message 39
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| Subject: | Re: 2 Cycle Engine Oils |
HTML_MESSAGE, IN_REP_TO
--> Kolb-List message posted by: possums <possums@mindspring.com>
I am trying to go 600 hours hours without a decarbon - got 510 so far. I
check every
50 hours or so when I repaint my muffler with a dental mirrow and the
intake/ehaust manifolds
off.
I imagine the crank shaft will
eventually break if I don't have it rebuilt.
I have a 503 dual-carb with an E-gearbox. This plane and engine is just a
little
over 4 years old. The engine is set up like it came out of the box minus
the fuel injection. I used the
Wallmart oil (dot 3) for all but 50 hours. The only carbon I see is a
little on the piston domes and some around the exhaust port where the
gasket sits because the gasket openings are smaller than the port opening.
I fixed that problem by cutting the gasket holes a little larger to match
the exhaust port hole.
Get a compression tester - $25. If your
rings are stuck your compression should be down from factory specs
120 lbs - like new.
>Yep, cheapest Wal Mart is just as good. Over 300 hr on my 377 and never
>had it opened. Still going strong too. Probably should do a ring carbon
>clean up this winter though.
>
>E.Z. fully snake oil resistant,
Message 40
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| Subject: | Re: 2 Cycle Engine Oils |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> Hello Jim, I have been using AmsOil for over 15 years.
> First in a Kowsaki on my Phantom Ultralight. I mixed an
> 8 oz. bottle to 6 gal. of gas. That is a little less
> than the 100/1 mixture recommended. Harry Wingert
Harry/All:
What ratio are you running the AmsOil in your 582?
john h
Message 41
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| Subject: | Re: 2 Cycle Engine Oils |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> Correction: not all Rotax two strokes tolerate 87 octane.
> The 532 requires 91.5 octane minimum.
>
> Richard Pike
Richard/All:
My sincere apologies. I should have indicated Rotax two
strokes that are listed in current publications. I forgot
about the 532. You have mentioned this fuel requirement
previously.
For vintage class Rotax two strokes I will defer all
questions to my friend Richard.
john h
Message 42
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--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> Ok guy's, Have read the fist section on making the horz.
> stabs. Plan to lay out the first parts this evening.
> Already have a question. I'm pretty sure where the tubes
> meet at the two corners of the leading edge of the stab.
> should be cut at a angle to make a point, but how much
> the plans are not clear on how the tubes should look
> prior to riveting the gusset. wondering if they should be
> rounded out so they fit perfect or close. Have looked
> through builders sites but have not seen any photos of
> how that looks.
>
> thanks
>
> pp
Hey Gang:
We are gonna have fun with this new builder. He hasn't cut
the first tube of popped the first rivet and already on the
List begging for help. hehehe
Paul, you can answer than one yourself. What do you want
when you have finished your airplane?
Do the best you can, the best you are satisfied with, have
others look at it, and have fun building it.
If it were my horizontal stabilizer, I would cut that sucker
so that the angles fit. I want the best fit so it will be
the strongest joint.
john h
Message 43
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| Subject: | Re: 2 Cycle Engine Oils |
--> Kolb-List message posted by: "Jim Baker" <jlbaker@telepath.com>
> Min octane requirement for all Rotax two strokes and the 912
> is 87. Anything over that is a waste of money. I wasted a
> lot of money on all those hours, right through the 912.
John's right....do the research and become a believer.
J.Baker
Message 44
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| Subject: | Re: 2 Cycle Engine Oils |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> Yep, cheapest Wal Mart is just as good. Over 300 hr on my
> 377 and never had it opened. Still going strong too.
> Probably should do a ring carbon clean up this winter
> though.
>
> E.Z. fully snake oil resistant,
EZ/All:
I still have 5 gal of Wal*Mart two stroke oil I bought for
my 582. 582 was replaced with the 912 10 years ago. It
takes a long time to burn up a gal of two stroke oil in a
25cc weed eater.
john h
Message 45
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--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> Thanks Paul on that PHRAM input,
> I had an engine go bad because of those filters/ My 3 Cents worth,
Bruce/All:
For my own info, how long ago did you have "an engine go bad
because of those filters (Fram)"?
What happened to cause the engine failure?
Just curious,
john h
DO NOT ARCHIVE
Message 46
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| Subject: | Re: 2 Cycle Engine Oils |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> John's right....do the research and become a believer.
>
> J.Baker
Jim/All:
I wonder why they (Rotax) let us burn all that high octane
fuel before they informed us we could run 87 octane?
I think a lot had to do with the way it was written in the
operators manuals, MON and RON.
I learned about fuel requirements January 2000, when I went
through Eric Tucker's 912 School. He explained how to get
US type octane numbers from the European numbers. Add MON
and RON, then divide by two.
john h
Message 47
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--> Kolb-List message posted by: Bob Bean <slyck@frontiernet.net>
I put on one of those purty yaller Penske filters from Kmart cause I liked
the color. Oil- fillerup with 5-30 valvoline durablend 5w-300 and
fuggettaboutit
for a couple years. -BB do not archive
Message 48
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| Subject: | New Thread: "Lessons Learned" |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
Hi Ya'll:
Let's start a new thread, subject: Lessons Learned.
If you have something to add to the Lessons Learned list,
simply use "Lessons Learned for the subject to your post to
the Kolb List. Then all we have to do is a search for
lessons learned and check'em out. Now that is pretty
elementary, but I am an elementary type guy when it comes to
the computer. If someone knows the correct way, or better
way to set this up, step forward and have at it.
Spent the last couple days getting my bird ready to fly with
John Williamson and John Bickham to Kitty Hawk. Learned a
few things that I will add to the "Lessons Learned" list:
1. Spark plug end caps on 912 series engines use the
threaded spark plug post for attachment. Inside the cap is
a socket with a hardened spring loaded wire that seats in
one of the slots of the threaded post on the plug. During
my plug change at 550 hours, discovered two of the locking
wires unserviceable. The only thing holding them on the
plug was the suction and friction of the rubber boot. Not good.
2. Check float bowls often, two and four stroke. When
everything is working good it is easy to overlook the float
bowls. Water collects in them readily. If left for a long
period of time the water attacks the pot metal float bowl.
Also, if enough water gets in the bowl it can flow over the
lip around the main jet sump. When this happens it can
either cause power loss/reduction, or total power loss.
3. Use the correct size black neoprene fuel line for the
fitting. I have been using 1/4" ID Gates fuel line. The
fitting on the engine driven fuel pump is metric, but
probably 5/16" there abouts. In a matter of months, just
inside the SS hose clamp, the outside rubber layer splits
all the way around the hose. I have the same Gates fuel
line on 1/4" fittings that have been up there on top the
912S for the last 3 years and are still serviceable, no splits.
4. Oil Filters for 912 series engines. hehehe Forget it.
I have said enough about them. :-)
Take care,
john h
Message 49
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| Subject: | Re: 2 Cycle Engine Oils |
--> Kolb-List message posted by: "Jim Baker" <jlbaker@telepath.com>
Date sent: Tue, 16 Sep 2003 18:55:17 -0500
From: John Hauck <jhauck@elmore.rr.com>
Subject: Re: Kolb-List: 2 Cycle Engine Oils
Send reply to: kolb-list@matronics.com
> --> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
>
>
> > John's right....do the research and become a believer.
> >
> > J.Baker
> I wonder why they (Rotax) let us burn all that high octane
> fuel before they informed us we could run 87 octane?
>
> I think a lot had to do with the way it was written in the
> operators manuals, MON and RON.
>
> I learned about fuel requirements January 2000, when I went
> through Eric Tucker's 912 School.
I would recommend that anyone requiring proof should consult the
GASOLINE FAQ on any of several list sites....just plug those two
words into your favorite search engine and you'll find it. I did the
research back in 1977 when we were running Japanese Suzuki two-
stroke, three cylinder, water cooled, ghymkahna cars.....even then
gas was pretty expensive (relative) in Japan.
J.Baker
Message 50
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| Subject: | Re: 2 Cycle Engine Oils |
--> Kolb-List message posted by: "Kirk Smith" <snuffy@usol.com>
> > Correction: not all Rotax two strokes tolerate 87 octane.
> > The 532 requires 91.5 octane minimum.
> >
> > Richard Pike
My 447 manual says R.O.N. 90 or M.O.N. 83 ????? Kirk
Do not archive
Message 51
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| Subject: | Re: 2 Cycle Engine Oils |
--> Kolb-List message posted by: "Kirk Smith" <snuffy@usol.com>
. Add MON
> and RON, then divide by two.
>
> john h
Answers my question. Weird.......Kirk
Do not archive
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| Subject: | Re: Possible used Kolb purchase |
QUOTED_EMAIL_TEXT, RCVD_IN_ORBS, REFERENCES)
--> Kolb-List message posted by: "ron wehba" <rwehba@wtxs.net>
at the surplusengine group at yahoo
http://groups.yahoo.com/group/surplusengines/
here it is
----- Original Message -----
From: <HShack@aol.com>
<HTML_TAG_BALANCE_BODY@matronics.com>; <MIME_LONG_LINE_QP@matronics.com>;
<NO_REAL_NAME@matronics.com>; <QUOTED_EMAIL_TEXT@matronics.com>
Subject: {Spam?} Re: {Spam?} Re: {Spam?} Kolb-List: Possible used Kolb
purchase
> --> Kolb-List message posted by: HShack@aol.com
>
> In a message dated 9/16/03 9:19:46 AM Eastern Daylight Time,
> Dwight.Kottke@hti.htch.com writes:
>
>
> > Ron, where can I get more info on your AO-84 engine? I fly a Firestar
> > with a 377 and would like to go 4-stroke.
> >
> > Dwight Kottke
> > The Flying Farmer
> >
> > do not archive
> >
> >
> >
>
> I think you'll find the 084 stripped down & ready to fly is 0ver 120 lbs-
> probably too heavy for a Firestar.
>
> Shack
> FS II
> SC
>
>
Message 53
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| Subject: | Fly-in campout: Oct. 20, 2003 |
--> Kolb-List message posted by: "Fackler, Ken" <kfackler@ameritech.net>
Fellow Kolbers:
Again for those of you in or near the SE Michigan area, please consider the
event below. If you plan to attend, it would be greatly appreciated if you'd
email me (kfackler@ameritech.net) or Steve Adamczak (czkree@netzero.net)
with an RSVP so we can properly organize the lunch.
-Ken Fackler
Mark II / Rotax 503 (for now)
Rochester MI
8<--------------------------- cut
here --------------------------------------------
You are all invited to GTUF's Fall Event at Colombiaville (Kirk Smiths
place). See Below
Greater Thumb Ultralight Flyers (GTUF) / Michigan Ultralight Association
(MULA)
Colombiaville Fly-In
September 20-21, 2003
Location:
Kirk Smiths Home - Mini Max
5191 Lonsberry Road, Colombiaville
1 mile south of Rt 90 near Barnes Lake/Miller Lake
GPS - N43 10.800
W083 21.010
Elevation 844
Runway = E/W - 2,500 ft. Sock at mid field
Caution: check for deer and turkeys before landing
Look for circular running track on next door neighbors land.
Time: 11:00 AM till you must leave.
Activities:
Bring overnight gear, food for dinner & breakfast and drink
if you intend to camp out. Kirk will build a campfire. He
says the bugs are down now.
Fly-in BS sessions.
We will attempt to practice games such as: a bean bag drop and spot
landings for those who want to participate.
Bring a fishing rod if you want to try and catch some bass in Kirk's
lake. Catch and release only.
Kirk says he has a really nice nature trail about 3 miles long for those
who want to try it.
Fuel:
We will have a fuel truck available, bring your own oil and mix can.
Food:
Steve Adamczak will bring food for lunch courtesy of GTUF. Hot
dogs, buns, condiments, chips, pop and water. If you want Beer
bring your own.
Weather:
Pray for flyable weather BUT, if not, drive up with a buddy and
enjoy the day anyway!
8<--------------------------- cut
here --------------------------------------------
Message 54
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| Subject: | Engine Oil Filters |
HTML_MESSAGE
--> Kolb-List message posted by: "Beauford" <beauford@tampabay.rr.com>
Kolbers:
This is a useful thread...As some of you undoubtedly know, there is some fascinating
info out on the net on the subject of oil filters...good, and apparently
not so good. The guy who runs the link below seems to have put a lot of thought
into it... and has another site where he has done some research...
Could find nothing specifically about the filters used on the 912's or 914, but
a lot scattered across the net about Fram in general... and some interesting
poop in this link about the MOPAR item used on the Cummins as recently discussed...
Worth what ye paid fer it...
Beauford
DO NOT ARCHIVE
http://people.msoe.edu/~yoderw/oilfilterstudy/oilfilters.html
Message 55
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| Subject: | Cleaning up the FireFly Continues |
--> Kolb-List message posted by: Jack & Louise Hart <jbhart@ldd.net>
FireFlyers,
I have mounted fairings on the aileron push/pull tubes and the aileron torque tubes
and the tapered vertical area from the aileron trailing edge to the torque
tube. Both of these together reduce the hp required to fly at 55 mph by .81
hp.
Info on the aileron fairings starts at:
http://www.thirdshift.com/jack/firefly/firefly95.html
I have been asked by several off list to explain how to make vortex generators.
I made a holding/bending fixture for the making of vortex generators. I made
a bunch of them and I placed some on the sides and the bottom of the fuselage
to help smooth the air around the back part of the fuselage.
The new addition to VG's starts at:
http://www.thirdshift.com/jack/firefly/firefly19a.html
The radiator for the Victor 1+ is placed back and quite low on the wing. At high
angles of attack, it appears that the air is burbling early as the gap seal
bulges upward. This keeps the air flow rate through the bottom of the radiator
very low. So on hot days, I have to make cruise climbs to keep the angle of
attack low to get good cooling. Once I get to altitude and cooler air, I can
advance the throttle and not over run the radiator cooling capacity. I thought
of several ways to improve air flow through the radiator, but all involved
additional structure. Then I thought about vortex generators. They are simple
and weigh very little. So, I made some more that can be used on the wing soft
gap seal.
With all of these mounted, I was able to test fly for about an hour this past Monday.
I got the best performance so far. With the engine turning 5,000 rpm,
gps average speed of up and down wind was 55 mph, and fuel consumption rate was
1.85 gph. The FireFly seems to be quieter too.
This is fun! In still air this would be 29.7 mpg. A little more work, and may
be I can get it to 30+ mpg. This weekend, I will get to fly twice to my EAA
chapter field. Saturday for a breakfast, and Sunday for the EAA Chapter 453 meeting.
I can make the 108 mile round trip on one tank of gas.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart@ldd.net
Message 56
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| Subject: | Re: Engine Position |
--> Kolb-List message posted by: DAquaNut@aol.com
In a message dated 9/16/03 9:35:38 AM Central Standard Time,
biglar@gogittum.com writes:
<< value................Dodge will no longer warranty it's Cummins diesel
engines if they find a Fram filter on them. I know, I know, you been usin'
'em for years, etc., but it still kinda makes ya think..................??
Lar. Do not Archive.
>>
Message 57
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--> Kolb-List message posted by: "Woody" <duesouth@govital.net>
Just remember what I tell my apprentises, "You ain't building a watch".
You can spend years building a perfect plane making sure every tube is
exactly the right length or that every rivit is exactly .5000 " from the
last one. There is a time to be exact and a time where it is not critical.
You will have to learn for yourself what you consider critical. To me it is
wing alignment. Other than that I am pretty lax. you can still maintain
strength and integrity by having parts a bit off but to fly right you need
every things aligned.
Perfectionists build airplanes. Builders build and fly airplanes
> Thanks Steven, That helps. I guess the main thing is to obtain the outside
> dimensions.
>
>
Message 58
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--> Kolb-List message posted by: "Woody" <duesouth@govital.net>
To the new builders and some of the old ones. There are 3 modifications I
think should be included on each new Kolb built and the old ones
retrofitted. These are no cost or low cost mods that greatly improve our
planes
Padre Pikes idea about moving the aileron rods inward by drilling new
holes in the torque tube bracket.
Rick Neilson has a great way of attaching his gap seal. He uses a slightly
longer bolt on the universal joint on the wing fold pivot. These bolts
protude up through the rear of the gap seal and a wing nut and safety pin
hold it all together.
I hold my tail wires to the bottom post with clevises. The tangs are
bolted permanently to the rudder post. It is a lot easier than trying to
screw that wing nut on while it tightens the tail cables.
Message 59
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| Subject: | Re: 2 Cycle Engine Oils |
--> Kolb-List message posted by: Richard Pike <rwpike@charter.net>
Sounds reasonable. The 532 owners manual says MON 87, RON 96,
and so does the shop manual,
the 582 shop manual says MON 83 and RON 91.
Richard Pike
MKIII N420P (420ldPoops)
At 08:40 PM 9/16/03 -0500, you wrote:
>--> Kolb-List message posted by: "Kirk Smith" <snuffy@usol.com>
>
> > > Correction: not all Rotax two strokes tolerate 87 octane.
> > > The 532 requires 91.5 octane minimum.
> > >
> > > Richard Pike
>
>
>My 447 manual says R.O.N. 90 or M.O.N. 83 ????? Kirk
>
>Do not archive
>
>
Message 60
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| Subject: | Re: 2 Cycle Engine Oils |
--> Kolb-List message posted by: Richard Pike <rwpike@charter.net>
I ran it one time in mine with no problems either,
but I didn't make a habit out of it.
Richard Pike
MKIII N420P (420ldPoops)
do not archive
At 05:15 PM 9/16/03 -0700, you wrote:
>--> Kolb-List message posted by: "Jim" <flykolb@carolina.rr.com>
>
>Richard,
>
>I have been using 87 octane in my 532 with no problems.
>
>Jim
>Mark III
>Charlotte, NC
>----- Original Message -----
>From: "Richard Pike" <rwpike@charter.net>
>To: <kolb-list@matronics.com>
>Subject: Re: Kolb-List: 2 Cycle Engine Oils
>
>
> > --> Kolb-List message posted by: Richard Pike <rwpike@charter.net>
> >
> > Correction: not all Rotax two strokes tolerate 87 octane.
> > The 532 requires 91.5 octane minimum.
> >
> > Richard Pike
> > MKIII N420P (420ldPoops)
Message 61
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| Subject: | Re: Engine Oil Filters |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
Beauford
>
> http://people.msoe.edu/~yoderw/oilfilterstudy/oilfilters.html
Beauford/All:
I had read this web site recently. Confirmed what I felt
about the Fram issue. I agree Fram is not the company that
it was when we were kids. Fram sponsored a lot of the
racing world back in those days.
The Fram Extra Guard may be crap in the author's opinion,
but the improved Extra Guard I use in my Dodge Cummins has
been doing something, or the Cummins has survived 270,000+
miles on oil not properly filtered. I seriously doubt that.
The Tough Guard is a big improvement over the Extra Guard.
The AntiSiphon Valve does a good job in the 912 and 912S
engines. I could tell the difference right away. With the
Extra Guard (no antisiphon valve) the oil would slowly
siphon out of the remote oil tank and into the engine crank
case. With the Tough Guard and its antisiphon valve, the
oil level stays pretty much the same on the stick after an
extended down time.
Don't guess we could get this guy to do a test on the Rotax
912 oil filter, could we?
I think on important note is, this study is being done by an
electrical engineer, using his common sense to see which oil
filters are well constructed and which aren't. He does no
actual testing to see if they do the job or not. What is
all this work worth? I don't know. Maybe the biggest
benefit is I know what company makes other company's oil
filters.
Take care,
john h
DO NOT ARCHIVE
Message 62
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| Subject: | Re: 2 Cycle Engine Oils |
MIME_LONG_LINE_QP@matronics.com, NO_REAL_NAME@matronics.com
--> Kolb-List message posted by: FIXERJONES@aol.com
i also have running amsoil for years in 2 strokes& found it to burn
cleaner,,less carbon buildup mixing at 80 to1,,& had no lube/wear problems ever,
my
cuyuna&503 run great on it,,,steve jones
Message 63
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NO_REAL_NAME@matronics.com, QUOTED_EMAIL_TEXT@matronics.com
--> Kolb-List message posted by: WillUribe@aol.com
Paul,
I think we also have John Williamson to thank for an outstanding builders
manual. Last year, at the Kolb fly-in, Kolb gave John an award for helping them
write the builders manual for the Kolbra.
I'll be in your neck of the woods around January. I hope to get the chance to
see how much you have done. Remind me to take a copy of the builders pictures
I have collected though the years.
Regards,
Will Uribe
El Paso, TX but still stuck in Indy
FireStar II N4GU
C-172 N2506U
http://home.elp.rr.com/airplane/
do not archive
> --> Kolb-List message posted by: "Paul Petty" <ppetty@c-gate.net>
>
> Kolbers,
> UPS just delivered my construction manual. WOW this is awesome. Everything
is in 3-D and very well laid out.Super job Linda!
>
> Paul Petty
Message 64
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--> Kolb-List message posted by: "Christopher J Armstrong" <tophera@centurytel.net>
> Ok guy's, Have read the fist section on making the horz.
> stabs. Plan to lay out the first parts this evening.
> Already have a question. I'm pretty sure where the tubes
> meet at the two corners of the leading edge of the stab.
> should be cut at a angle to make a point, but how much
> the plans are not clear on how the tubes should look
> prior to riveting the gusset. wondering if they should be
> rounded out so they fit perfect or close. Have looked
> through builders sites but have not seen any photos of
> how that looks.
>
> thanks
>
I took the time to fishmouth the ends of the tubes, to make a nice fit.
But I dont think that it is called for in the plans and is probably
overkill. I figured it would only take a bit longer and would be ever so
slightly stronger, and I think it looks better, though no one will see
it under the fabric.
Topher
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