Today's Message Index:
----------------------
1. 06:41 AM - Re: Re: Viscosity (Denny Rowe)
2. 06:42 AM - Re: C G location for Mk III (Denny Rowe)
3. 07:36 AM - Re: C G location for Mk III (Richard Pike)
4. 08:04 AM - MKIII serial # (Giovanni Day)
5. 08:05 AM - Reply to Howard Shackleford cg for amphib floats (N27SB@aol.com)
6. 08:38 AM - Mark 3 on floats (Kirk Smith)
7. 09:09 AM - Re: [***SPAM*** Score/Req: 04.00/04.00] Re: Re: Viscosity (Kelvin Kurkowski)
8. 09:13 AM - MV Attendees (Dave & Eve Pelletier)
9. 09:31 AM - synthetics are good for your engine (ul15rhb@juno.com)
10. 10:15 AM - MKII weight and balance (Charles & Meredith Blackwell)
11. 10:47 AM - Re: synthetics are good for your engine (Jack & Louise Hart)
12. 11:20 AM - synthetics are good for your engine (jam'n)
13. 11:35 AM - Re: C G location for Mk III (HShack@aol.com)
14. 11:41 AM - Re: Reply to Howard Shackleford cg for amphib floats (HShack@aol.com)
15. 11:43 AM - Re: Reply to Howard Shackleford cg for amphib floats (HShack@aol.com)
16. 11:45 AM - Re: synthetics are good for your engine (ul15rhb@juno.com)
17. 12:18 PM - Re: synthetics are good for your engine (jam'n)
18. 12:42 PM - - 032 Viton o-ring (Denny Rowe)
19. 01:10 PM - Re: C G location for Mk III (Richard Pike)
20. 01:58 PM - Re: Reply to Howard Shackleford cg for amphib floats (Frank Reynen)
21. 03:30 PM - Synthetics are good for your engine (H MITCHELL)
22. 05:00 PM - Re: MKIII serial # (Richard & Martha Neilsen)
23. 05:43 PM - Re: [***SPAM*** Score/Req: 04.00/04.00] Re: Re: Viscosity (Charlie England)
24. 06:55 PM - Re: MKIII serial # (Denny Rowe)
25. 07:09 PM - Re: MKIII serial # (Bob Bean)
26. 09:17 PM - Re: Viscosity (DAquaNut@aol.com)
Message 1
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--> Kolb-List message posted by: "Denny Rowe" <rowedl@highstream.net>
>
> Ralph,
>
> You replied that I had the right oil when I said I had mobile 1
> Synthetic gear lubricant 75w-90. Do you know for sure that is the same
viscosity you
> used? Rotax calls for 85W-140EP. How bout it fellers, Anybody else
using
> 75W-90 Mobile 1 synthetic gear lube for any length of time with success?
Ive
> looked over half of Houston for the 75- 140 Mobil 1synthetic lube with no
luck.
> Couldnt find nuttin in the archives on it either.
>
> Ed (in houston)
>
>
> do not archive
Ed,
I use 75w-90 GL-5 Pennzoil in my Mk-3s 2SI gearbox and in the Rotax gearbox
on my Loehle.
The Rotax box seems to be very easy on the gear oil, but the oil in the 2SI
gearbox looks thrashed after 25 hrs, so from here out I am going to change
it every 20 hrs.
I saw the Mobile 1 synthetic GL-5 oil you are asking about at a local
discount store recently and am considering changing over to that at my next
20hr interval to see if the synthetics hold up better in the 2SI gearbox,
I'll let you folks know how it goes if I do switch over.
Denny Rowe, PA
PS: 2SI calls for 75w-90 GL-5 gear oil in their gearboxes
Message 2
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| Subject: | Re: C G location for Mk III |
--> Kolb-List message posted by: "Denny Rowe" <rowedl@highstream.net>
by: HShack@aol.com
>
> Can someone please tell me the fore & aft dimensions? We are installing
> amphib. floats.
>
>
> Howard Shackleford
> FS II
> SC
>
> do not archive
Howard,
My weight & balance sheets are in my plane at the airport, I'll get em later
today and post the correct numbers.
Denny
Message 3
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| Subject: | Re: C G location for Mk III |
--> Kolb-List message posted by: Richard Pike <richard@bcchapel.org>
As a percentage of the distance back from the leading edge of the wing,
MKIII CG should be greater than 20% and less than 37%
That is with the wing at a 9 degree angle of attack.
Richard Pike
MKIII N420P (420ldPoops)
At 11:09 PM 5/11/2004 -0400, you wrote:
>--> Kolb-List message posted by: HShack@aol.com
>
>Can someone please tell me the fore & aft dimensions? We are installing
>amphib. floats.
>
>
>Howard Shackleford
>FS II
>SC
>
>
Message 4
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--> Kolb-List message posted by: "Giovanni Day" <gde01@bellsouth.net>
Hello all,
I have a MKIII that was purchased in late 95. Still not done. Anyway
there is a number on the end of the root tube m1081. Is this the serial
#? I was under the impression that it was not for some reason. Seems I
got a different number like m3-248 from some place. Can some one with a
MKIII from that time tell me which sounds correct? Thanks
Giovanni Day
Wings should get covered in the next 30 days
Do not archive
Message 5
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| Subject: | Reply to Howard Shackleford cg for amphib floats |
--> Kolb-List message posted by: N27SB@aol.com
Howard
You wrote: What is cg on mkiii for amphib floats
What kind of floats are they?
I have been working on a fiberglass amphib float for TNK since jan 03. The
prototype was at sun n fun 04. It is now at kolb for flight testing. The
floats were made by Slipstream and modified. WE learned alot about cg placement
on
the MKIII extra. Bryan at Kolb will be flight testing our numbers in the next
few weeks. That may help you alot. I also know someone who is ready to test a
KEY WEST float on a MKIII.
Mike Puhl at Slipstream uses both cg and cl for this calculation but he puts
more emphasis on cl and modifies it based on cg.
You will also need to have a starting point for your angle of attack in ref
to your floats.
I have pictures of the config for kolb if anyone is interested.
Steve Boetto
working on MKIII
and Amphib floats for Kolb
N27SB@AOL.com
Message 6
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| Subject: | Mark 3 on floats |
--> Kolb-List message posted by: "Kirk Smith" <snuffy@usol.com>
Here's the guy to talk to about floats on a Mark 3. http://www.webcom.com/reynen/
Do not archive
Message 7
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(not processed: message from valid local sender)
--> Kolb-List message posted by: "Kelvin Kurkowski" <kkurkow@chase3000.com>
Guys, for what its worth, and remember that I am somewhat of an outlaw, and
an experimenter, but we have been using Amsoil synthetic lubes almost
totally since 1977 in our vehicles, farm equipment, and Unimogs. Amsoil
uses what is referred to as a diester base stock. It's animal and vegetable
fats, not connected to petroleum price fluctuations.
I have done no deep research for several years, but the reasons we
picked this product over other synthetics is, it is totally compatible with
petroleum lube, if you are away from home and need to add oil you can "top
off" with whatever is available with no problems. We routinely mix 15w40
Rotella with Amsoil AME 15w40 to help keep cost down in our older engines,
and gain most of the enhanced protection benifits of a full synthetic, and
we usually get 10-15% improvement in fuel economy with synthetics in the
entire powertrain. We have also run their 2cycle oil at 100to1 in all our 2
strokes for all these years, but I'm still not convinced 2 stokes are a
cross country airplane engine.
Don G's recent post made me shiver, that beautiful little bird. I hope he
gets it back in the air soon. ..... My experience is with 2 strokes and
automatic transmissions, its not a matter of if they will fail, but when.
My analogy is this, the secret to synthetics is, all molecules are
synthetically "assembled" to be exactly the same. If you magnify the idea,
picture rolling a piano across the floor on a 4x8 of plywood, using balls
(lube molecules) as your bearing rollers. A petroleum lube is fractionally
distilled, so the end product will always be a range of random molecule
sizes, i.e. balls under your plywood varying from tennis balls to
basketballs. When the load becomes too heavy for the largest molecules they
break down and the next level carries the load till they can't take the
pressures anymore and so on till you have a spun rod or a gear tooth starts
flaking, etc. This is why the synthetics can rightfully claim, several times
more "shear strength rating" than petroleum. My understanding is synthetics
were first developed for jet engines, for temperature stability, with the
front bearing running at high altitude, maybe 50 or 60 degrees below zero
and the rear bearing running almost in the flame of the engine. In fact the
president and founder of Amsoil was a jet fighter pilot in Korea and was so
amazed by the synthetics usedin his aircraft, he founded Amsoil to bring the
advantages to the ground. It is so much more stable product, that it mostly
resists "combining" with water or contaminates to form the sludge that
causes us to drain oil regularly or risk the damage from the contamination.
This is why they can run extended drain entervals.
All that, to say that most of the equipment world, ag tractors,
construction equipment, etc, now use a powertrain fluid for all functions
except the engine. This hydraulic/transmission fluid is generally not
viscosity rated, but Amsoil ATH fluid is called a 30w, but I think only for
comparison purposes. These fluids serve power steering, brakes, wet clutch
lube, transmission lubrication and pressure function(power shift
mechanisms), ring and pinion and final drives, planetary or bull gear types.
We are talking about some of the most demanding lube application anywhere
and this one fluid does it all. High temps, extreme gear loads, antifoaming
for high pressure hydraulics, and verosity (egg beater effect) of high speed
gears, contamination resistance, its amazing stuff.
I have been using this ATH fluid in my last four diesel powered 1 ton 4x4
trucks in both the manual transmission and transfercase, (automatics can't
cut it with these loads) and I have 348,000mi on the current Cummins powered
Ford and it does mostly trailering duty hauling Unimogs all over the midwest
loaded to weights I don't even want to think about. Never had a gear train
problem since I started using it. Ford had big problems with overdrive
failures in the early 90s and admonished me, "do not tow in overdrive", "the
bearings WILL fail". My response was ATF fluid is like water at high temp,
what do you expect. I drove that 94 Ford with 4.10 ratios (use overdrive or
be happy with 63mph) to 227,000 and then lost it in an accident, but no
tranny problems. A good friend of mine here uses a Dodge in very heavy
service and has used Dodge spec synthetic in his 5 spd and has had two
tranny failure in 150,000 mi (maybe related to not monitoring levels well
enough,) but the great thing about synthetics is the ability to protect
componentes under abnormal extreme conditions.
Sorry to be so long winded, but, I have solved almost all cronic
mechanial, lube related problems in my world with synthetic lube. Amsoil has
a full line of powertrain lubes including, I think AGL 75w85 and 75w140, but
if it was my airplane gearbox I would try the ATH 30w because of its
abillity to cope with speed, temp, and verosity.
Now you trained engineers and mechanical failure analyzers, and assorted
aircraft nuts, who think "way" out of the box, in the aircraft world, fill
me in on why it won't work for my Kolb.
Kelvin K Grant NE (ever closer to a Mark III)
do not archive
----- Original Message -----
From: "Denny Rowe" <rowedl@highstream.net>
Subject: [***SPAM*** Score/Req: 04.00/04.00] Re: Kolb-List: Re: Viscosity
> --> Kolb-List message posted by: "Denny Rowe" <rowedl@highstream.net>
>
>
> >
> > Ralph,
> >
> > You replied that I had the right oil when I said I had mobile 1
> > Synthetic gear lubricant 75w-90. Do you know for sure that is the same
> viscosity you
> > used? Rotax calls for 85W-140EP. How bout it fellers, Anybody else
> using
> > 75W-90 Mobile 1 synthetic gear lube for any length of time with success?
> Ive
> > looked over half of Houston for the 75- 140 Mobil 1synthetic lube with
no
> luck.
> > Couldnt find nuttin in the archives on it either.
> >
> > Ed (in houston)
> >
> >
> > do not archive
>
> Ed,
> I use 75w-90 GL-5 Pennzoil in my Mk-3s 2SI gearbox and in the Rotax
gearbox
> on my Loehle.
> The Rotax box seems to be very easy on the gear oil, but the oil in the
2SI
> gearbox looks thrashed after 25 hrs, so from here out I am going to change
> it every 20 hrs.
> I saw the Mobile 1 synthetic GL-5 oil you are asking about at a local
> discount store recently and am considering changing over to that at my
next
> 20hr interval to see if the synthetics hold up better in the 2SI gearbox,
> I'll let you folks know how it goes if I do switch over.
>
> Denny Rowe, PA
> PS: 2SI calls for 75w-90 GL-5 gear oil in their gearboxes
>
>
Message 8
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--> Kolb-List message posted by: "Dave & Eve Pelletier" <pelletier@cableone.net>
Hey Guys,
A slight change in the Saturday night feed plans. We just got word that Eve's
Mom is failing and Eve will not be going to MV. Since I am the most non-cook
in the world, the Saturday night plans are off, though we may have a supply
of beans and franks or something like that - things happening too fast right
now to say one way or another. George and I still plan to be there and will
be arriving sometime Thursday pm.
Later,
AzDave
Do Not Archive
Message 9
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| Subject: | synthetics are good for your engine |
--> Kolb-List message posted by: ul15rhb@juno.com
Kelvin,
I have used synthetic oil in my 2-stroke and gearbox for amost 6 years now and
I wouldn't have it any other way. It does work well.
Doesn't John Hauck use synthetic oil in his 912?
Thanks for you post. It says quite a bit about synthetics.
Ralph
Original Firestar
17 years flying it
-- "Kelvin Kurkowski" <kkurkow@chase3000.com> wrote:
Now you trained engineers and mechanical failure analyzers, and assorted
aircraft nuts, who think "way" out of the box, in the aircraft world, fill me in
on why it won't work for my Kolb.
Kelvin K Grant NE (ever closer to a Mark III)
Message 10
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| Subject: | MKII weight and balance |
--> Kolb-List message posted by: Charles & Meredith Blackwell <wozani@optonline.net>
Daryl;
I will give you what the build book says. And remember to weigh it in flight
attitude, which requires the tail to be raised some.
Wing chord is 64" average and center of gravity is safe to fly if between 20% and
40% as measured from the leading edge. 20% is 12.8" aft of the leading edge
and 40% is 25.6". For reference they give that the mounting tab for the main
spar is 18" aft of the leading edge. They point out and I have experienced
that the main trouble comes from heavy fuel and light single pilot.
Sorry that I can't dig up my w&b sheet right now, but I am out for a few weeks
of vacation tonight and rushed. Maybe someone else on the list can give you
a sample sheet to compare.
Factory gave empty weight of 320# and gross of 750#
Charlie in NJ, MKII 503
Message 11
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| Subject: | Re: synthetics are good for your engine |
--> Kolb-List message posted by: Jack & Louise Hart <jbhart@ldd.net>
At 10:07 AM 5/12/04 -0600, you wrote:
>--> Kolb-List message posted by: "Kelvin Kurkowski" <kkurkow@chase3000.com>
>
>Guys, for what its worth, and remember that I am somewhat of an outlaw, and
>an experimenter, but we have been using Amsoil synthetic lubes almost
............
>entire powertrain. We have also run their 2cycle oil at 100to1 in all our 2
>strokes for all these years, but I'm still not convinced 2 stokes are a
>cross country airplane engine.
...................
>advantages to the ground. It is so much more stable product, that it mostly
>resists "combining" with water or contaminates to form the sludge that
>causes us to drain oil regularly or risk the damage from the contamination.
>This is why they can run extended drain entervals.
...............
Kelvin and Kolbers,
Be careful when using AMSOIL for two strokes. It is a good oil but it has
one important fault. It loves water. If a bottle is left with the cap
loose, it will suck up water from the atmosphere and change the oil
composition to the point that it will jell. This was the reason AMSOIL
changed from the white opaque plastic bottles to a gray plastic bottle. If
a case of oil was stored in a high humidity environment, the oil absorbed
water through the white bottle.
In my case the degraded oil caused excessive glass hard like carbon to form
under the rings, and on the piston and head surfaces. Upon a full throttle
climb out with good CHT and EGT readings, the build up under the rings
caused one piston to seize and put me into a bean field. I had been
checking the rings to see if they were stuck. When the engine was cold, they
were loose. If I had followed Rotax decarb schedule, I would have caught it.
But I was using a super oil that was supposed to take care of these
problems.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart@ldd.net
Message 12
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| Subject: | synthetics are good for your engine |
--> Kolb-List message posted by: "jam'n" <jghunter@nol.net>
on the issue of 2-stroke oil and ratio... i took serious notice last week
when i got some more MAXI-lube for my stihl chain saws. i tried to get some
2 stroke oil after hours and got some quaker state. but my stihl owners
manual stated rating and type and ratio. decided not to use the QS. so when
i got the maxi lube which i use in all my 2-stroke tools per my serive
center, i was advised the ratio mix we use is 100:1. i asked the shop which
is a major mower/landscaping supply house here in houston and services many
of the commercial operations here... about the stihl statement-use 50:1
ratio and why 100:1 with MAXI-lube then is ok or suggested. owner said it is
to cover those who are numerous out there in the flield that wont use the
right oil. i was concerned about the quaker state as it was... 99-cents 8
oz... and my saws cost in the 800 range for both... and the oak tree i was
headed to get wasnt worth the loss of the saws due to siezure... especially
since the stilhs are turning 12,000 rpms...
so i thot... hmmm 12,000 rpms at 100:1 goes in line with others trying 80:1
ratios and while i will continue to use the pennzoil air cooled 2 stroke oil
in my 503, it does appear that the 100:1 ratio is safe... and it would use
less oil at the 1% vs 2% ratio...
ymmv...
regards
jg
Subject: Re: Kolb-List: synthetics are good for your engine
> --> Kolb-List message posted by: Jack & Louise Hart <jbhart@ldd.net>
>
> At 10:07 AM 5/12/04 -0600, you wrote:
> >--> Kolb-List message posted by: "Kelvin Kurkowski"
<kkurkow@chase3000.com>
> >
> >Guys, for what its worth, and remember that I am somewhat of an outlaw,
and
> >an experimenter, but we have been using Amsoil synthetic lubes almost
> ............
> >entire powertrain. We have also run their 2cycle oil at 100to1 in all our
2
> >strokes for all these years, but I'm still not convinced 2 stokes are a
> >cross country airplane engine.
> ...................
>
> >advantages to the ground. It is so much more stable product, that it
mostly
> >resists "combining" with water or contaminates to form the sludge that
> >causes us to drain oil regularly or risk the damage from the
contamination.
> >This is why they can run extended drain entervals.
>
> ...............
>
> Kelvin and Kolbers,
>
> Be careful when using AMSOIL for two strokes. It is a good oil but it has
> one important fault. It loves water. If a bottle is left with the cap
> loose, it will suck up water from the atmosphere and change the oil
> composition to the point that it will jell. This was the reason AMSOIL
> changed from the white opaque plastic bottles to a gray plastic bottle.
If
> a case of oil was stored in a high humidity environment, the oil absorbed
> water through the white bottle.
>
> In my case the degraded oil caused excessive glass hard like carbon to
form
> under the rings, and on the piston and head surfaces. Upon a full
throttle
> climb out with good CHT and EGT readings, the build up under the rings
> caused one piston to seize and put me into a bean field. I had been
> checking the rings to see if they were stuck. When the engine was cold,
they
> were loose. If I had followed Rotax decarb schedule, I would have caught
it.
> But I was using a super oil that was supposed to take care of these
> problems.
>
> Jack B. Hart FF004
> Jackson, MO
>
>
> Jack & Louise Hart
> jbhart@ldd.net
>
>
Message 13
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| Subject: | Re: C G location for Mk III |
--> Kolb-List message posted by: HShack@aol.com
In a message dated 5/12/2004 10:37:17 AM Eastern Standard Time,
richard@bcchapel.org writes:
As a percentage of the distance back from the leading edge of the wing,
MKIII CG should be greater than 20% and less than 37%
That is with the wing at a 9 degree angle of attack.
Richard Pike
Are the flaps /ailerons included in the measurement?
Howard Shackleford
FS II
SC
Message 14
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| Subject: | Re: Reply to Howard Shackleford cg for amphib floats |
--> Kolb-List message posted by: HShack@aol.com
Howard
You wrote: What is cg on mkiii for amphib floats
What kind of floats are they?
They are "Full Lotus" floats that were included when the plane was purchased
[used]. No retracts were included. The owner has purchased a retract system
named "Quick-tract" [I think" ] that we are trying to adapt. It seems it was
designed specifically for Quicksilver-type planes & will need a lot of work.
Howard Shackleford
FS II
SC
Message 15
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| Subject: | Re: Reply to Howard Shackleford cg for amphib floats |
--> Kolb-List message posted by: HShack@aol.com
In a message dated 5/12/2004 11:06:24 AM Eastern Standard Time, N27SB@aol.com
writes:
I have pictures of the config for kolb if anyone is interested.
Steve Boetto
working on MKIII
and Amphib floats for Kolb
N27SB@AOL.com
Yeah, I'd like the pics.
Howard Shackleford
FS II
SC
Message 16
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| Subject: | Re: synthetics are good for your engine |
--> Kolb-List message posted by: ul15rhb@juno.com
Jack and others,
This is interesting. I have Klotz oil that is over a year old and have not seen
this problem. The bottles are capped.
Klotz recommends 50:1 for their oils. I have always been a little hesitant about
the Amsoil 100:1 mix.
I used Amsoil in my new motorcycle (Honda 4-stroke) and it turned the oil dark
brown. I drained it and used fresh Amsoil. It did the same thing. I didn't like
this, so a switched to Mobil 1. It doesn't turn dark like that.
Ralph
Original Firestar
17 years flying it
-- Jack & Louise Hart <jbhart@ldd.net> wrote:
Kelvin and Kolbers,
Be careful when using AMSOIL for two strokes. It is a good oil but it has
one important fault. It loves water. If a bottle is left with the cap
loose, it will suck up water from the atmosphere and change the oil
composition to the point that it will jell. This was the reason AMSOIL
changed from the white opaque plastic bottles to a gray plastic bottle. If
a case of oil was stored in a high humidity environment, the oil absorbed
water through the white bottle.
In my case the degraded oil caused excessive glass hard like carbon to form
under the rings, and on the piston and head surfaces. Upon a full throttle
climb out with good CHT and EGT readings, the build up under the rings
caused one piston to seize and put me into a bean field. I had been
checking the rings to see if they were stuck. When the engine was cold, they
were loose. If I had followed Rotax decarb schedule, I would have caught it.
But I was using a super oil that was supposed to take care of these
problems.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart@ldd.net
Message 17
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| Subject: | Re: synthetics are good for your engine |
--> Kolb-List message posted by: "jam'n" <jghunter@nol.net>
hi jack-
if you dont mind me asking... how long do/did you let your engine heat soak
during the warm up?
A:
do you let it heat soak for 5-7 min or less?
A:
prior to T/O do you run the engine at mid to WOT for at least 30 sec?
A:
my personal plans are to use only pennzoil for aircooled engines at 50:1 and
follow the decarb sched... actually i did it one better... :) and just
bought a new 503 rotax... cant get a better 'decarb' than that. -eh-!!? ;) i
will then get into my other 503. i plan to modify the 250 hr 503 to
noticeably improve the cylinder filling capability/characteristic without
sacrificing durability or reliability...
but before you would/should hang up on amsoil... it is worth noting that in
the northern climates where snowmobiles in their current state of high
tech... useage for rec and racing... many and i mean many choose to use the
amsoil product. you cant discount that. and they have done it for years. and
those of them that fly 2-strokes use it there too.
you just have to take notice of any such group racing hard over the long
haul... and recognize their success in the oil they choose to use. NONE
would race per se if the oil they use offered any compromise to the internal
componets relational integrity... to win in racing demands the best of the
lube and the components along with a bit of good ol fashion luck.
me? the yellow bottle is just fine for me... ymmv lol!! -eh-!!?
seek out the group you choose and see what they are doing and how and why...
there is solid reason to follow the success of any such group.
sure did enjoy that link to the kolb on the lotus floats... :) nice!!
regards
jg
Upon a full throttle
> climb out with good CHT and EGT readings, the build up under the rings
> caused one piston to seize and put me into a bean field. I had been
> checking the rings to see if they were stuck. When the engine was cold,
they
> were loose. If I had followed Rotax decarb schedule, I would have caught
it.
> But I was using a super oil that was supposed to take care of these
> problems.
>
> Jack B. Hart FF004
> Jackson, MO
Message 18
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| Subject: | - 032 Viton o-ring |
--> Kolb-List message posted by: "Denny Rowe" <rowedl@highstream.net>
Kolbers,
I need a dash 032 Viton o-ring for the gascolator on my Mk-3.
The only place I have been able to find them is McMaster Carr and I will have to
oreder a pack of 25.
Since I only need one and a spare, I would appreciate it if anyone has a source
for em.
A dash 032 is 1 7/8" ID x 2" OD (Viton)
Denny Rowe, PA
Message 19
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| Subject: | Re: C G location for Mk III |
--> Kolb-List message posted by: Richard Pike <richard@bcchapel.org>
I did mine that way, works fine.
Richard Pike
MKIII N420P (420ldPoops)
At 02:32 PM 5/12/2004 -0400, you wrote:
>--> Kolb-List message posted by: HShack@aol.com
>
>In a message dated 5/12/2004 10:37:17 AM Eastern Standard Time,
>richard@bcchapel.org writes:
>As a percentage of the distance back from the leading edge of the wing,
>MKIII CG should be greater than 20% and less than 37%
>
>That is with the wing at a 9 degree angle of attack.
>
>Richard Pike
>
>Are the flaps /ailerons included in the measurement?
>
>Howard Shackleford
>FS II
>SC
>
>
Message 20
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| Subject: | Re: Reply to Howard Shackleford cg for amphib floats |
--> Kolb-List message posted by: "Frank Reynen" <frank_reynen@ix.netcom.com>
Howard,
As Dennis already mentioned,
I have flown 800 hrs on amphib Full Lotus floats under my MKIII
and I am willing to help with the placing of the floats.
Let me know how I can be of help.
See my website for general info on float mounting.
I have all the Full Lotus mounting data.
I will be on the road for the next three weeks(incl MV).
www.webcom.com/reynen
----- Original Message -----
From: <HShack@aol.com>
Subject: Re: Kolb-List: Reply to Howard Shackleford cg for amphib floats
> --> Kolb-List message posted by: HShack@aol.com
>
>
> Howard
> You wrote: What is cg on mkiii for amphib floats
>
> What kind of floats are they?
> They are "Full Lotus" floats that were included when the plane was
purchased
> [used]. No retracts were included. The owner has purchased a retract
system
> named "Quick-tract" [I think" ] that we are trying to adapt. It seems it
was
> designed specifically for Quicksilver-type planes & will need a lot of
work.
>
> Howard Shackleford
> FS II
> SC
>
>
Message 21
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| Subject: | Synthetics are good for your engine |
Seal-Send-Time: Wed, 12 May 2004 18:27:40 -0400
--> Kolb-List message posted by: "H MITCHELL" <mitchmnd@msn.com>
Lordy, Lordy, the old OIL monster has reared its' ugly head again!!! Maybe it's
the summer heat that keeps bringing it back. I'll bet that if you search the
archives the number of hits would show the sign for infinity.
Duane the plane Mitchell, Tallahassee, FL, Mk3/912
Message 22
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| Subject: | Re: MKIII serial # |
--> Kolb-List message posted by: "Richard & Martha Neilsen" <NeilsenRM@comcast.net>
Giovanni
I'm not sure what help this will be for you but the number on my cage is
1044 and the serial number Dennis Souder assigned to me is M3-174. My plane
was sold to me 1st kit in April of 94. I may have purchased the cage as late
as summer of 95.
Rick Neilsen
Redrive VW Powered MKIIIc
----- Original Message -----
From: "Giovanni Day" <gde01@bellsouth.net>
Subject: Kolb-List: MKIII serial #
> --> Kolb-List message posted by: "Giovanni Day" <gde01@bellsouth.net>
>
> Hello all,
>
> I have a MKIII that was purchased in late 95. Still not done. Anyway
> there is a number on the end of the root tube m1081. Is this the serial
> #? I was under the impression that it was not for some reason. Seems I
> got a different number like m3-248 from some place. Can some one with a
> MKIII from that time tell me which sounds correct? Thanks
>
> Giovanni Day
> Wings should get covered in the next 30 days
>
> Do not archive
>
>
Message 23
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--> Kolb-List message posted by: Charlie England <ceengland@bellsouth.net>
Kelvin Kurkowski wrote:
>--> Kolb-List message posted by: "Kelvin Kurkowski" <kkurkow@chase3000.com>
>
>Guys, for what its worth, and remember that I am somewhat of an outlaw, and
>an experimenter, but we have been using Amsoil synthetic lubes almost
>totally since 1977 in our vehicles, farm equipment, and Unimogs. Amsoil
>uses what is referred to as a diester base stock. It's animal and vegetable
>fats, not connected to petroleum price fluctuations.
> I have done no deep research for several years, but the reasons we
>picked this product over other synthetics is, it is totally compatible with
>petroleum lube, if you are away from home and need to add oil you can "top
>off" with whatever is available with no problems. We routinely mix 15w40
>Rotella with Amsoil AME 15w40 to help keep cost down in our older engines,
>and gain most of the enhanced protection benifits of a full synthetic, and
>we usually get 10-15% improvement in fuel economy with synthetics in the
>entire powertrain. We have also run their 2cycle oil at 100to1 in all our 2
>strokes for all these years, but I'm still not convinced 2 stokes are a
>cross country airplane engine.
>Don G's recent post made me shiver, that beautiful little bird. I hope he
>gets it back in the air soon. ..... My experience is with 2 strokes and
>automatic transmissions, its not a matter of if they will fail, but when.
> My analogy is this, the secret to synthetics is, all molecules are
>synthetically "assembled" to be exactly the same. If you magnify the idea,
>picture rolling a piano across the floor on a 4x8 of plywood, using balls
>(lube molecules) as your bearing rollers. A petroleum lube is fractionally
>distilled, so the end product will always be a range of random molecule
>sizes, i.e. balls under your plywood varying from tennis balls to
>basketballs. When the load becomes too heavy for the largest molecules they
>break down and the next level carries the load till they can't take the
>pressures anymore and so on till you have a spun rod or a gear tooth starts
>flaking, etc. This is why the synthetics can rightfully claim, several times
>more "shear strength rating" than petroleum. My understanding is synthetics
>were first developed for jet engines, for temperature stability, with the
>front bearing running at high altitude, maybe 50 or 60 degrees below zero
>and the rear bearing running almost in the flame of the engine. In fact the
>president and founder of Amsoil was a jet fighter pilot in Korea and was so
>amazed by the synthetics usedin his aircraft, he founded Amsoil to bring the
>advantages to the ground. It is so much more stable product, that it mostly
>resists "combining" with water or contaminates to form the sludge that
>causes us to drain oil regularly or risk the damage from the contamination.
>This is why they can run extended drain entervals.
> All that, to say that most of the equipment world, ag tractors,
>construction equipment, etc, now use a powertrain fluid for all functions
>except the engine. This hydraulic/transmission fluid is generally not
>viscosity rated, but Amsoil ATH fluid is called a 30w, but I think only for
>comparison purposes. These fluids serve power steering, brakes, wet clutch
>lube, transmission lubrication and pressure function(power shift
>mechanisms), ring and pinion and final drives, planetary or bull gear types.
>We are talking about some of the most demanding lube application anywhere
>and this one fluid does it all. High temps, extreme gear loads, antifoaming
>for high pressure hydraulics, and verosity (egg beater effect) of high speed
>gears, contamination resistance, its amazing stuff.
> I have been using this ATH fluid in my last four diesel powered 1 ton 4x4
>trucks in both the manual transmission and transfercase, (automatics can't
>cut it with these loads) and I have 348,000mi on the current Cummins powered
>Ford and it does mostly trailering duty hauling Unimogs all over the midwest
>loaded to weights I don't even want to think about. Never had a gear train
>problem since I started using it. Ford had big problems with overdrive
>failures in the early 90s and admonished me, "do not tow in overdrive", "the
>bearings WILL fail". My response was ATF fluid is like water at high temp,
>what do you expect. I drove that 94 Ford with 4.10 ratios (use overdrive or
>be happy with 63mph) to 227,000 and then lost it in an accident, but no
>tranny problems. A good friend of mine here uses a Dodge in very heavy
>service and has used Dodge spec synthetic in his 5 spd and has had two
>tranny failure in 150,000 mi (maybe related to not monitoring levels well
>enough,) but the great thing about synthetics is the ability to protect
>componentes under abnormal extreme conditions.
> Sorry to be so long winded, but, I have solved almost all cronic
>mechanial, lube related problems in my world with synthetic lube. Amsoil has
>a full line of powertrain lubes including, I think AGL 75w85 and 75w140, but
>if it was my airplane gearbox I would try the ATH 30w because of its
>abillity to cope with speed, temp, and verosity.
> Now you trained engineers and mechanical failure analyzers, and assorted
>aircraft nuts, who think "way" out of the box, in the aircraft world, fill
>me in on why it won't work for my Kolb.
>Kelvin K Grant NE (ever closer to a Mark III)
>do not archive
>
Data point:
Tracy Crook, who flies a Mazda rotary with reduction drive on an RV-4,
runs Mobil 1 synthetic. He says that he uses it because the gearbox
'feels much smoother' (engine oil feeds the gearbox). He believes the
same as you: higher shear strength of the oil is the reason. (He also
owns a Kolb.)
Charlie
(Building an RV-7 & wishing for a Kolb to play with while I build.)
Message 24
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| Subject: | Re: MKIII serial # |
--> Kolb-List message posted by: "Denny Rowe" <rowedl@highstream.net>
> Hello all,
>
> I have a MKIII that was purchased in late 95. Still not done. Anyway
> there is a number on the end of the root tube m1081. Is this the serial
> #? I was under the impression that it was not for some reason. Seems I
> got a different number like m3-248 from some place. Can some one with a
> MKIII from that time tell me which sounds correct? Thanks
>
> Giovanni Day
> Wings should get covered in the next 30 days
>
> Do not archive
>
Giovanni,
m3-248 would be the correct serial number.
Denny Rowe, m3-90, bought by original owner in 1991, finished by me just
last year, she is the oldest new Kolb around. grin
Message 25
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| Subject: | Re: MKIII serial # |
--> Kolb-List message posted by: Bob Bean <slyck@frontiernet.net>
Dennis Souder has reported in the past that the number stamped on the
cage is only in reference to the cage itself. A good way to come up
with a number is to visit the FAA page for aircraft certification
and look through the numbers for Kolbs. After going this route I
picked a number not in use and used it for registration. The same
number may be concurrently being used for other makes of aircraft
but you may still use it anyway. Happy exploration -BB
Giovanni Day wrote:
>--> Kolb-List message posted by: "Giovanni Day" <gde01@bellsouth.net>
>
>Hello all,
>
>I have a MKIII that was purchased in late 95. Still not done. Anyway
>there is a number on the end of the root tube m1081. Is this the serial
>#? I was under the impression that it was not for some reason. Seems I
>got a different number like m3-248 from some place. Can some one with a
>MKIII from that time tell me which sounds correct? Thanks
>
>Giovanni Day
>Wings should get covered in the next 30 days
>
>Do not archive
>
>
>
>
Message 26
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--> Kolb-List message posted by: DAquaNut@aol.com
In a message dated 5/12/04 4:31:28 PM Central Standard Time, mitchmnd@msn.com
writes:
<< summer heat that keeps bringing it back. I'll bet that if you search the
archives the number of hits would show the sign for infinity.
Duane the plane Mitchell, Tallahassee, FL, Mk3/912
>>
Duane,
I dont mean to stir up an oil debate. I saw on the list where some
guys are having good luck with Mobile 1 synthetic in their gear boxes. But
as of yet, I have not concluded if 75w- 90 is the best viscosity to use in the
gear box. I cant find anything in the archives about Mobil 1 synthetic gear
lube and which viscosity is best. Maybe you can help us get off the subject.
Is any gear lube rated GL-5
good enough. The archives didnt help.
Ed ( Houston)
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