Today's Message Index:
----------------------
1. 05:56 AM - water injection (Ted Cowan)
2. 06:20 AM - slow (Paul Petty)
3. 07:06 AM - Re: slow (Masqqqqqqq@aol.com)
4. 07:38 AM - Re: slow (Bob Bean)
5. 08:11 AM - Re: slow (possums)
6. 09:11 AM - Re: slow (Larry Bourne)
7. 09:20 AM - Tim still says no! (artdog1512)
8. 09:31 AM - Re: Fw: need info (Don Gherardini)
9. 09:35 AM - Re: slow (Larry Bourne)
10. 10:12 AM - stall warning (Clay Stuart)
11. 06:21 PM - Re: stall warning (Richard & Martha Neilsen)
12. 09:23 PM - Re: (dixieshack@webtv.net (Mike and Dixie Shackelford))
Message 1
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--> Kolb-List message posted by: Ted Cowan <tcowan1917@direcway.com>
well, aint had any to-dos with actual water injection but you can bet your
life it will take out the carbon. As a basic mechanic for most of my life,
had to keep my cars running using better than I had at the time junk yard
parts. We used to and I still did up to about ten years ago, use water to
clean an engine.(dont try that one at home kiddies unless you are real
careful.) Yep, I would slowly pour water down the carb top with the engine
running high. Do it very slowly and dont let anything lock up or chug
down. It used to clean the valves and piston tops to a polished shine. I
always liked to do this before I did an overhaul. (acually, back then to us
poor people, new rings were about as much as we could aford)
another answer for the guy who wants to know if a cyunna could be a good
engine. Yep, if you watch what you are doing, stay in its perimeter and
dont push it too hard. watch the temps real close and most of all, dont try
to outclimb a rotax!! ted cowan, alabama
Message 2
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RCVD_IN_DYNABLOCK 2.60, RCVD_IN_SORBS 0.10)
--> Kolb-List message posted by: "Paul Petty" <ppetty@c-gate.net>
Hi Kolbers,
I figured being that it is slow here on the list I would post this out there for
some feedback. I have been chatting a bit in yahoo in the room called "The Hanger".
It's under recreation/spots. Have met some pretty cool folks and some
idiots. One fellow became interested in my Kolb project and as we exchanged words,
the ever popular question popped up "What engine are you going to use?".
Well I told him about my rotax and then we moved on to the flight numbers. Weight,stall
speed and such. This guy turned out to be a rather old gent that retired
from flying in 1970! He looked at some photos of Kolb's on the TNK website
and replied "That's one good looking bird!" And then said "Have you ever heard
of Stirling engines?" I replied no. I looked them over on the web for a sec.
And then the older fella started telling me how these engines produce more power
as alt. increases. How one could fly@ 40k feet and 400 knots and make a transatlantic
flight on just a few gallons of fuel. Any of you motor heads out
there know of these engines? The holidays have kept me away from my plane. Having
withdrawals......
pp
do not archive
Message 3
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--> Kolb-List message posted by: Masqqqqqqq@aol.com
Stirling engines........
I'm researching and developing a usable Stirling engine. Don't hold
your breath, it's a long way off, and might never happen.
Right now Stirling engines are available as small toys, and small fans
that sit on top of a woodstove. The only large Stirling engines that put out
any usable horsepower weigh a LOT, and are not anywhere near aircraft
application.
As far as I know, the Stirling aircraft engine exists in theory only at
this time.
It's my intention to build a Stirling engine suitable for my Kolb
UltraStar, successfully fly it, patent it, sell the patent, and retire on my own
south seas island, where I would be King.
Hey, a guy can dream, can't he?
The benefits of a my Stirling engine in an aircraft would be:
*silent operation
*low fuel consumption....about a gallon an hour of light oil, like
kerosene,
fuel oil, jet fuel, diesel.
*increased power with altitude. That's because it relies on a
temperature
differential for power, and the colder the ambient, the better it
runs.
*smooth, vibration free operation.
Take a look at my website. www.iverstuff.com
There's a button labelled "ultralights" with lots of pics of my
UltraStar, and other ultralights.
There is also a button labelled "stirling". The page is blank,
because I don't have any success to show yet.
Check out the webpage
http://users.moscow.com/oiseming/lc_ant_p/lnk_stir.htm
Lots of links to Stirling engine sites.
Message 4
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--> Kolb-List message posted by: Bob Bean <slyck@frontiernet.net>
Masqqqqqqq@aol.com wrote:
>--> Kolb-List message posted by: Masqqqqqqq@aol.com
>
>Stirling engines........
> I'm researching and developing a usable Stirling engine. Don't hold
>your breath, it's a long way off, and might never happen.
> Right now Stirling engines are available as small toys, and small fans
>that sit on top of a woodstove. The only large Stirling engines that put out
>any usable horsepower weigh a LOT, and are not anywhere near aircraft
>application.
>
Here is a good animated link...the Gnome is curious in that it has a
reciprocating effect
without actually reciprocating http://www.keveney.com/Engines.html
The Vickers hydraulic pump was even more ingenious in that it provided
a variable displacement through a swash plate. ---also had no
reciprocating parts
-BB do not archive
>
>
>
>
>
>
>
>
Message 5
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--> Kolb-List message posted by: possums <possums@mindspring.com>
At 10:39 AM 12/27/2003, you wrote:
>--> Kolb-List message posted by: Bob Bean <slyck@frontiernet.net>
>
>Here is a good animated link...the Gnome is curious in that it has a
>reciprocating effect
>without actually reciprocating http://www.keveney.com/Engines.html
>
>The Vickers hydraulic pump was even more ingenious in that it provided
>a variable displacement through a swash plate. ---also had no
>reciprocating parts
>-BB do not archive
I've got one of the little ones - about 12 inches high,
with the jeweled bearings.
Bought it off ebay about a year ago.
It's very easy to impress your friends watching it run off
the heat from their hands or "really crank up" running off
an ice cube. But .... it doesn't put out any more power than
you put in it.
http://www.stirlingengine.com/graphics/MM-6_on_hand.jpg
do not archive
Something else neat are these magnets and graphite.
http://www.physics.ucla.edu/marty/diamag/index.html
Go some of them too - but you need the
<http://www.wondermagnets.com/cgi-bin/edatcat/WMSstore.pl?user_action=list&category=Magnets_and_Magnetism%3BPermanent_Magnets%3BNeodymium>(Neodymium-Iron-Boron)
Magnets to make it work
Message 6
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--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
As I recall, the Stirling engine works by heating one end and keeping the
other end cool. By turning it manually, it'll get hot at one end and cold
at the other. I forget the details now, but apparently they're pretty
efficient. Ford did quite a bit of research 20 or 30 years ago, and had at
least one car running with one, but it never did catch on. Not sure why
not. The research I did made them sound very good, and I came close to
buying a small model..........but was broke all the time then. :-) That's
the time period - late '70's/early '80's when I was driving the Bronco I
talked about yesterday, and falling timber for a living. There's lotsa
stuff about Stirling engines on the 'net. Lar.
Do not Archive.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose N78LB
www.gogittum.com
----- Original Message -----
From: "Paul Petty" <ppetty@c-gate.net>
Subject: Kolb-List: slow
> --> Kolb-List message posted by: "Paul Petty" <ppetty@c-gate.net>
>
> Hi Kolbers,
> I figured being that it is slow here on the list I would post this out
there for some feedback. I have been chatting a bit in yahoo in the room
called "The Hanger". It's under recreation/spots. Have met some pretty cool
folks and some idiots. One fellow became interested in my Kolb project and
as we exchanged words, the ever popular question popped up "What engine are
you going to use?". Well I told him about my rotax and then we moved on to
the flight numbers. Weight,stall speed and such. This guy turned out to be a
rather old gent that retired from flying in 1970! He looked at some photos
of Kolb's on the TNK website and replied "That's one good looking bird!" And
then said "Have you ever heard of Stirling engines?" I replied no. I looked
them over on the web for a sec. And then the older fella started telling me
how these engines produce more power as alt. increases. How one could fly@
40k feet and 400 knots and make a transatlantic flight on just a few gallons
of fuel. A!
> ny of you motor heads out there know of these engines? The holidays have
kept me away from my plane. Having withdrawals......
>
> pp
>
> do not archive
>
>
Message 7
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| Subject: | Tim still says no! |
--> Kolb-List message posted by: artdog1512 <nazz57@yahoo.com>
ime: 04:49:23 AM PST US
From: "bryan green" <lgreen1@sc.rr.com>
Subject: Re: Kolb-List: No to Sport Pilot!
--> Kolb-List message posted by: "bryan green"
<lgreen1@sc.rr.com>
Tim, I hear ya Bro but as a USUA member I am looking
forward to sport
pilot
since my plane weighs 325 and I want more fuel and
brakes. IMHO the
USUA is
not planning on abandoning members that still want to
fly true part 103
planes just changing with the times. This does not
mean that I agree
with
all things in sport pilot, but its gonna happen and
sometime we have to
adapt, overcome and use what we are given. Fly safe
and have fun.
Bryan Green Elgin SC
Firestar I 19LBG 377 BRS>>>>
bryan,
what can i say? i just plain don't think we need
a "new rating" for pilots for the purpose of changing
things like how much fuel we can carry,etc. how much
fuel we can carry, what our gross weight can be, etc.,
these are Part 103 issues not Sport Pilot issues. i
still think the USUA should stick with Part 103 issues
and NOT issues that are better left to other orgs. i
guess i'm "beating a dead horse" over this. the pro's
and con's of Sport Pilot are irrelevant, the USUA was
founded and exsists for ultalighters, the Part 103
people. .... by the way, i had a Firestar with a 377,
finest engine ever made by Rotax ..... tim
do not archive
__________________________________
http://companion.yahoo.com/
Message 8
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| Subject: | Re: Fw: need info |
--> Kolb-List message posted by: "Don Gherardini" <donghe@one-eleven.net>
Srglink,
I am running a ULII-02 Cuyuna on a new FireFly, I have 35 hours or so on it
so far, and it has give me no probs, In fact, I believe it is the easiest
starting engine on the Flightline at the airpark I fly from..never more than
a pull or 2 on the rope and its running. I chose this engine because over
the years, I have had more expierience with it than any other engine
suitable for the Little Kolb, and I trust it.AS long as I get to maintain
it.
38hp at 6200rpms...very little difference between it and a 447. which runs
up to 6600 I think...just dont turn the Cuyuna quite so fast.
I burn 3 gal/hr or a tad less at 60 mph and 5300at cruise with a 2.65 to one
new 2si gearbox. I originally installed a new 2si 2.5 belt drive on it and
cruised at 60 mph at 5000rpms....burning just a little bit less fuel. Climb
performance is about the same it seems. I have a 60" 3 bladeIVOprop (I have
2 actually, a right and a left hand) and used both on the 2 different
drives, but one actually measures a little over 61 inches.. The "sweet spot"
in rpms is right around 5000 give or take a couple hundred, it has a very
nice long , flat torque curve. Prop pitched for 5600 static..I get about 78
mph(corrected) at 6100...there is a link below to my airplane webpages.
Dont be afraid of seeing 1400 on the EGT, as due to the probe placement will
show higher EGT numbers than a Rotax...but watch CHT and treat those
readings the same as any other engine. But 1400 or so should be about your
top limit.
The only failures I have ever had were busting a belt (fan cooled) in flight
once and it got me back to the airpark (about 10 miles) with no problems. I
noticed the temps going way up and turned around..I was at about 3500agl and
worked the throttle alot keeping the trying to keep the temps down on the
way back. AS I had seen some pretty high CHT's I was pretty worried., the
rear cyl was at 480 when I noticed the problem..but upon cylinder
examination later...it didnt hurt a thing.
I dont know which Cuyuna you have on that bird, but the ULII-02 was the King
of ultralight engines several years ago..I ran several on weedhoppers and
ran a Cuyuna 430 in a Scorpion 440 snowmobile for a long time back in the
early 80's .I did burn a hole in a piston on this sled chasing coyotes..but
I never did blame the engine! And fixed it in one afternoon. Those have been
the only 2 failures I have ever had on this engine type in ...jeez..almost
20 years...(gulp!)
The ULII-02 is the engine Cuyuna optimized for ultralight use, and is
slightly different than the oldest 430's and has different pistons and jugs
than the newest 2SI 460's..I think it is the best they ever had, personally.
One really nice thing about this engine, is the cost of the parts...the
support the aftermarket snowmobile industry has for it, and the large
numbers that have been produced. Making cost of overhauls/repairs alot less
than any other 2 stroke I can think of.
Complete gasket sets are 30 bucks or less for instance.
DONT be tempted to "update" this engine with Bing carbs....you cannot get
any better than the Mikuni's that came on them.
IN fact, I know several fellas who have had the newer 2si 460's and replaced
the Bings with Mikuni's...they will all testify that the engine ran
better,,had more power, and better fuel economy. I persinally believe that
this has been a great contributor to the bad reputation that 2si has
recieved. Bing never gave any market support to this application and the
choices of jets and needles and such for Bing equipped/Cuyuna/2si engines is
very poor..particularly when compared to Rotax.(personal opinion
again..probably should keep that to myself I guess)
The manufacturer didnt switch to Bings because they were better...but
because Mikuni went the route that the so many have and let the liability
scare chase them right out of the aircraft engine market, and quit supplying
carbs to any manuf. that was marketing engines for aircraft.
As far as changing it to electric start...it will bring alot of weight with
it. Not in just the starter.. but you must add a flywheel, and a very heavy
flywheel cover plate/starter mount and you cant use a belt drive with this
arrangement, you must use a gearbox...so if you compare the overall weight
of a belt-drive, recoil start..to a electric start gearbox drive...you have
a substantial difference.
And BTW...Welcome to the world of Kolb ownership....they are without a
doubt, great little planes!
Don Gherardini
FireFly 098
http://www.geocities.com/dagger369th/my_firefly.htm
Message 9
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--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
That Keveney page is fascinating. Thank You ! ! ! Lar.
Do not Archive.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose N78LB
www.gogittum.com
----- Original Message -----
From: "Bob Bean" <slyck@frontiernet.net>
Subject: Re: Kolb-List: slow
> --> Kolb-List message posted by: Bob Bean <slyck@frontiernet.net>
>
>
> Masqqqqqqq@aol.com wrote:
>
> >--> Kolb-List message posted by: Masqqqqqqq@aol.com
> >
> >Stirling engines........
> > I'm researching and developing a usable Stirling engine. Don't hold
> >your breath, it's a long way off, and might never happen.
> > Right now Stirling engines are available as small toys, and small
fans
> >that sit on top of a woodstove. The only large Stirling engines that put
out
> >any usable horsepower weigh a LOT, and are not anywhere near aircraft
> >application.
> >
> Here is a good animated link...the Gnome is curious in that it has a
> reciprocating effect
> without actually reciprocating http://www.keveney.com/Engines.html
>
> The Vickers hydraulic pump was even more ingenious in that it provided
> a variable displacement through a swash plate. ---also had no
> reciprocating parts
> -BB do not archive
>
> >
> >
> >
> >
> >
> >
> >
> >
>
>
Message 10
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--> Kolb-List message posted by: "Clay Stuart" <tcstuart@adelphia.net>
I was flying with my brother yesterday during our Christmas visit. He had recently
replaced his stall indicator at his annusal and it was still a little too
sensitive. I was wondering if anyone has such device on their Kolb? Also, does
anyone have the AOA (angle of attack) lights on their plane? After 30 years
of not piloting since getting my SEL license, I was able to take off his Gruman
Cheetah without any assistance. I would be very leery, however, of attempting
a landing without recent instruction.
We now have the family farm airstrip (my brother and parents live there in separate
homes)-2200' grass strip 9 miles east of Owensboro KY. I live about 140
miles east of there. Hope to fly the Kolb there someday. My takeoff yesterday
was from the concrete airport runway, not the grass strip.
Clay Stuart
Danville KY
building Mark IIIXtra
Message 11
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| Subject: | Re: stall warning |
--> Kolb-List message posted by: "Richard & Martha Neilsen" <NeilsenRM@comcast.net>
Clay
Most of us don't have any kind of stall warning. The Kolb airplanes have a
very slow stall speed so you notice when your are close to a stall by the
feel of the controls and the wind noise. The other thing is (personal
opinion) that these airplanes slow down so fast that you would be into the
stall before you would be able to react to most stall warning devices. It's
extremely rare to that any one stalls a Kolb in anything other than landing
flair. These stalls are from the 10-20 ft range and cause bent landing gear
( I really don't want to say how I know this).
I have a 1400 foot strip and it is long by most Kolb people's standards.
That 2200 foot strip will feel like a jet can land there from a Kolb point
of view.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "Clay Stuart" <tcstuart@adelphia.net>
Subject: Kolb-List: stall warning
> --> Kolb-List message posted by: "Clay Stuart" <tcstuart@adelphia.net>
>
> I was flying with my brother yesterday during our Christmas visit. He had
recently replaced his stall indicator at his annusal and it was still a
little too sensitive. I was wondering if anyone has such device on their
Kolb? Also, does anyone have the AOA (angle of attack) lights on their
plane? After 30 years of not piloting since getting my SEL license, I was
able to take off his Gruman Cheetah without any assistance. I would be very
leery, however, of attempting a landing without recent instruction.
>
> We now have the family farm airstrip (my brother and parents live there in
separate homes)-2200' grass strip 9 miles east of Owensboro KY. I live
about 140 miles east of there. Hope to fly the Kolb there someday. My
takeoff yesterday was from the concrete airport runway, not the grass strip.
>
> Clay Stuart
> Danville KY
> building Mark IIIXtra
Message 12
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message of Thu, 25 Dec 2003 23:56:24 -0800
--> Kolb-List message posted by: dixieshack@webtv.net (Mike and Dixie Shackelford)
Every 1200 through 1600 cc. single or dual port VW I ever had the
pleasure of tearing down had steel push rods, Lar. Never saw one with
aluminum push rods... from the factory in Wolfsburg, that is. Setting
the valves up with only .002" clearance doesn't leave much room for
error.....takes a good feel. Older 1200's were .008" on the intakes and
.012" on the exhausts. Late '71 and later dual port 1600's went to
.006" all around and was later revised to .004" about the time unleaded
juice came on the scene, in an attempt at better performance and
emissions reduction.
Worst enemy of the air-cooled VW's is heat and todays unleaded
fuels... the valve seats sinking into the head on daily drivers from the
absence lead as a lubricant.
Personally, I'd stick with .004"....you'll never hear the difference.
Use some Marvel Mystery Oil mixed in the fuel to help lube the valve
guides and seats..IMHO, of course.
ps...that butterfly picture is hanging on the wall, getting comments
from everyone who sees it.
Hillbilly Mike in West Virginia
do not archive
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