Today's Message Index:
----------------------
1. 06:35 AM - Re: Alternative Engine Considerations (John Jung)
2. 07:21 AM - Re: Alternative Engine Considerations (Kirby Dennis Contr MDA/AL)
3. 09:49 AM - Re: Re: Alternative Engine Considerations (Richard & Martha Neilsen)
4. 09:51 AM - decarbon inspection?! (Jim Gerken)
5. 12:19 PM - Re: Re: Alternative Engine Considerations (PATRICK LADD)
6. 12:42 PM - Re: Alternative Engine Considerations (Steve Kroll)
7. 12:56 PM - Re: Alternative Engine Considerations (robert bean)
8. 01:39 PM - Re: Alternative Engine Considerations (Richard & Martha Neilsen)
9. 02:49 PM - Rotax conversion (Bob and Jenn B)
10. 02:59 PM - egt problem solved! (WADE LAWICKI)
11. 03:37 PM - Re: Rotax conversion (kfackler)
12. 03:49 PM - Two-stroke engine prices (kfackler)
13. 05:44 PM - EIS glitches (Richard Pike)
14. 05:53 PM - FireFly Trailer (N27SB@aol.com)
15. 07:15 PM - terrorist watches (Bob N.)
16. 07:19 PM - Re: EIS glitches (HShack@aol.com)
17. 07:36 PM - Re: Kolb-List Digest: 17 Msgs - 01/03/05 (dixieshack@webtv.net (Mike and Dixie Shackelford))
18. 09:16 PM - Re: terrorist watches (Edward Chmielewski)
19. 10:50 PM - Re: EIS glitches (WillUribe@aol.com)
Message 1
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| Subject: | Re: Alternative Engine Considerations |
--> Kolb-List message posted by: John Jung <jrjungjr@yahoo.com>
Steve and Group,
About the 1/2 VW conversions: I may not be up-to-date,
but from what I have seen, the 1/2 VWs have always
been under-powered. By that I mean that they put out
closer to 28 hp than 38 hp.
I have seen one insallation that seemed to have real
promise. It was a turbocharged two cylinder opposed,
swinging a large prop. I can't remember the name of
the base engine, but it was similar to the 1/2 VW,
only with it's own case and heads. The builder added a
turbo unit and installed it on a Fisher ultralight
that looks like a Cub (202?). The performance was
fantastic, very short take-off, low fuel burn, and
relatively low cost to build. The turbo boost was only
turned up for takeoff, if I remember correctly. But I
lost track of the builder and the project after
leaving Wisconsin.
John Jung
__________________________________
http://my.yahoo.com
Message 2
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| Subject: | Re: Alternative Engine Considerations |
--> Kolb-List message posted by: Kirby Dennis Contr MDA/AL <Dennis.Kirby@kirtland.af.mil>
Steve Kroll wrote: << ... the idea of flying at 3000rpm with an engine whose
parts are readily available and relatively (to Rotax) inexpensive is
appealing. I'm curious if anybody is flying a Kolb using a half-VW now and
what their exprience is with it. >>
Steve, and Kolb Friends -
Although not as cheap as a half-VW, but similar in design, I've been very
happy flying my Mark-III with the Czech-made Verner 2 cylinder (4-stroke)
engine. It will fly all day long at 3000 RPM (1500 prop RPM) if you are in
no hurry (48 mph). Makes for a quiet, nieghbor-friendly airplane. (Didja
hear that, Patt Ladd? Sometimes we Yanks DO try to keep our airplane noise
down to reasonable levels!) Average fuel burn is 2 to 2.5 gph. So far,
I've had no trouble getting parts. My only complaint is speed. At its max
continuous power setting of 4000 RPM, I've set my prop pitch to achieve this
RPM at wide open throttle. This yields about 75 mph. And the 72-inch
Powerfin is still only turning 2000 RPM. My cruise speeds would be higher
if I could turn the prop a few hundred RPMs more, but ... everything's a
tradeoff, I guess! I may look into an altertate reduction drive ratio from
Verner.
Dennis Kirby
Cedar Crest, NM
do not archive
Message 3
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| Subject: | Re: Alternative Engine Considerations |
--> Kolb-List message posted by: "Richard & Martha Neilsen" <NeilsenRM@comcast.net>
Dennis
Why don't you pitch your prop for 5000 RPM on take off and/or cruise at your
torque peak of 3500 assuming you have the VM1400. If you have the 133M why
not 5500 RPM for take off and 4000 cruise. Seems like your most efficient
RPM would be at or near your torque peak. I don't know much about these
engines just what I read on the factory web site. Also seems like at the
current prop pitch setting you might be lugging that engine and below the
sweet spot with your prop. I may be out in left field on this but it seems
like you might gain some cruise MPH with out much if any fuel penalty. Also
you might be doing your engine a favor.
I have been impressed with those engines as good alternative to the big buck
Rotax but I haven't seen many flying on a Kolb. The Verner and BMW were on
my short list of engine choices before I decided on a VW for my MKIIIc.
My $.02 from the peanut gallery
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "Kirby Dennis Contr MDA/AL" <Dennis.Kirby@kirtland.af.mil>
Subject: Kolb-List: Re: Alternative Engine Considerations
> --> Kolb-List message posted by: Kirby Dennis Contr MDA/AL
> <Dennis.Kirby@kirtland.af.mil>
>
> Steve Kroll wrote: << ... the idea of flying at 3000rpm with an engine
> whose
> parts are readily available and relatively (to Rotax) inexpensive is
> appealing. I'm curious if anybody is flying a Kolb using a half-VW now
> and
> what their exprience is with it. >>
>
> Steve, and Kolb Friends -
>
> Although not as cheap as a half-VW, but similar in design, I've been very
> happy flying my Mark-III with the Czech-made Verner 2 cylinder (4-stroke)
> engine. It will fly all day long at 3000 RPM (1500 prop RPM) if you are
> in
> no hurry (48 mph). Makes for a quiet, nieghbor-friendly airplane. (Didja
> hear that, Patt Ladd? Sometimes we Yanks DO try to keep our airplane
> noise
> down to reasonable levels!) Average fuel burn is 2 to 2.5 gph. So far,
> I've had no trouble getting parts. My only complaint is speed. At its
> max
> continuous power setting of 4000 RPM, I've set my prop pitch to achieve
> this
> RPM at wide open throttle. This yields about 75 mph. And the 72-inch
> Powerfin is still only turning 2000 RPM. My cruise speeds would be higher
> if I could turn the prop a few hundred RPMs more, but ... everything's a
> tradeoff, I guess! I may look into an altertate reduction drive ratio
> from
> Verner.
>
> Dennis Kirby
> Cedar Crest, NM
> do not archive
>
>
>
Message 4
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| Subject: | decarbon inspection?! |
01/04/2005 11:51:23 AM
0.51 PLING_QUERY Subject has exclamation mark and question mark
--> Kolb-List message posted by: Jim Gerken <gerken@us.ibm.com>
>Time: 05:05:32 AM PST US
>From: "dama" <dama@mindspring.com>
>Subject: Re: Kolb-List: Marvels Mystery Oil
>--> Kolb-List message posted by: "dama" <dama@mindspring.com>
>I almost did not mention MM Oil as there is all kinds of advice and
opinions
>but my own experience will keep me running with it. When I had 150 hours I
>flew to Greenville, SC for a decarbon. The owner of the old Flightworld
had
>his entire day blocked out for my motor and, after looking at it through
the
>top and exhast said "there is no reason to clean this engine". Now, 100
>hours later, the rings are still free. Something seems to be working...
>Pennzoil Air-cooled 50:1 by the way.
>Regards,
>Kip
Well, there's one guy I wouldn't have do my Rotax service. Looking at the
rings from the exhaust port and (I assume you mean) thru the spark plug
holes, does not show you the intake port side of the piston. The rings can
be completely stuck on the intake side and not stuck anywhere else.
Believe me, I know this from experience with a Rotax. The only way to
completely confirm it does not need to be decarboned is to pull off the
jugs and actually look at the entire ring groove.
Jim Gerken
Message 5
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| Subject: | Re: Alternative Engine Considerations |
--> Kolb-List message posted by: "PATRICK LADD" <pj.ladd@btinternet.com>
<< Makes for a quiet, nieghbor-friendly airplane. (Didja
hear that, Patt Ladd? Sometimes we Yanks DO try to keep our airplane noise
down to reasonable levels!)>>
I hear y` talkin`.
Pat
do not archive
Message 6
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| Subject: | Re: Alternative Engine Considerations |
--> Kolb-List message posted by: Steve Kroll <muso2080@yahoo.com>
<<<< It has been my thoughts on the 1/2 VW's that they offer their 38 horses
at
to high an rpm to be used with any good prop choices. 3400 rpms on the hub
makes for a terribly small prop. For our kolbs..>>>>>
Don, Bob, Ray and all involved in the Half VW discussion,
My research on the Half VW has taken me to two sites, Great Plains, and Morry Hummel
primarily. The most HP offered by Great Plains is 38. Interestingly, though,
the guy that evidently took over Morry Hummels engine business offers a
45 HP model (w/ aluminum Ni-Com cylinders) that weighs in at 79 lbs with direct
drive. I don't have any information yet on just how he tweaks that engine
to get the extra HP but at 45, we're now getting into a usable area for a lot
of Kolbs. My setup now (503 SCSI) runs right at 2500 prop speed at full power
running a 2-blade wood Tennessee of 66 inch diameter with a 2.58:1 reduction
drive and producing 46 HP. A little arithmatic shows that the VW needs just a
little reduction to drive the same size prop which might give very similar performance
specs at full power (3400 RPM engine speed) The engine ain't cheap
at 4200 bucks but it's brand new, test run and ready to fly with a 54 inch Tennessee
running direct(250 bucks extra) It seems to m
e that a
nice tidy little belt drive hub would not add much extra to the 79 lb weight of
the engine making it almost a direct swap for the 503 including the prop. It's
also 'bed' mountable. One of my concerns would be cooling this little guy
in a pusher config.
Any comments on this engine and it's performance capabilities for Kolbs?
Steve Kroll Mk2 (still 503)
(do not archive)
---------------------------------
Message 7
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| Subject: | Re: Alternative Engine Considerations |
--> Kolb-List message posted by: robert bean <slyck@frontiernet.net>
My guess is the guy uses aftermarket big bore(alloy) jugs to achieve
45 hp
combined with RPM. A redrive would be essential for a Kolb application.
It is doable. Large aluminum pillow block bearings are available,
mated with a 3 or 4 groove aluminum sheave pair would have you
in the park. -BB do not archive
On 4, Jan 2005, at 3:42 PM, Steve Kroll wrote:
> --> Kolb-List message posted by: Steve Kroll <muso2080@yahoo.com>
>
> <<<< It has been my thoughts on the 1/2 VW's that they offer
> their 38 horses at
> to high an rpm to be used with any good prop choices. 3400 rpms
> on the hub
> makes for a terribly small prop. For our kolbs..>>>>>
>
> Don, Bob, Ray and all involved in the Half VW discussion,
>
> My research on the Half VW has taken me to two sites, Great Plains,
> and Morry Hummel primarily. The most HP offered by Great Plains is
> 38. Interestingly, though, the guy that evidently took over Morry
> Hummels engine business offers a 45 HP model (w/ aluminum Ni-Com
> cylinders) that weighs in at 79 lbs with direct drive. I don't have
> any information yet on just how he tweaks that engine to get the extra
> HP but at 45, we're now getting into a usable area for a lot of Kolbs.
> My setup now (503 SCSI) runs right at 2500 prop speed at full power
> running a 2-blade wood Tennessee of 66 inch diameter with a 2.58:1
> reduction drive and producing 46 HP. A little arithmatic shows that
> the VW needs just a little reduction to drive the same size prop which
> might give very similar performance specs at full power (3400 RPM
> engine speed) The engine ain't cheap at 4200 bucks but it's brand
> new, test run and ready to fly with a 54 inch Tennessee running
> direct(250 bucks extra) It seems to m
> e that a
> nice tidy little belt drive hub would not add much extra to the 79 lb
> weight of the engine making it almost a direct swap for the 503
> including the prop. It's also 'bed' mountable. One of my concerns
> would be cooling this little guy in a pusher config.
>
> Any comments on this engine and it's performance capabilities for
> Kolbs?
>
> Steve Kroll Mk2 (still 503)
>
> (do not archive)
>
>
> ---------------------------------
>
>
Message 8
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| Subject: | Re: Alternative Engine Considerations |
--> Kolb-List message posted by: "Richard & Martha Neilsen" <NeilsenRM@comcast.net>
The redrive that is on my full VW
http://members.sockets.net/~ranchair/quick.htm (also sold by Great Plains)
will fit on a half VW and it weighs 7-8 lbs. depending on the reduction
ratio. No sense on reinventing it. I understand the guys that run the half
VWs with the reduction drive have some vibration issues. The engine
manufactures like this play a game were they all brag about big horse power.
They may or may not get it and will it be at the cost of reliability. Also
it isn't HP that gets you flying its thrust.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "robert bean" <slyck@frontiernet.net>
Subject: Re: Kolb-List: Alternative Engine Considerations
> --> Kolb-List message posted by: robert bean <slyck@frontiernet.net>
>
> My guess is the guy uses aftermarket big bore(alloy) jugs to achieve
> 45 hp
> combined with RPM. A redrive would be essential for a Kolb application.
> It is doable. Large aluminum pillow block bearings are available,
> mated with a 3 or 4 groove aluminum sheave pair would have you
> in the park. -BB do not archive
>
Message 9
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| Subject: | Rotax conversion |
--> Kolb-List message posted by: "Bob and Jenn B" <tabberdd@hotmail.com>
Has anyone converted a 503 points ignition to a CDI? I see there is a kit
out there, what are your thoughts on it? Is it worth $300?
Bob
MkII 503 scsi
Message 10
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| Subject: | egt problem solved! |
--> Kolb-List message posted by: WADE LAWICKI <wlawicki@yahoo.com>
group,
problem solved on my fs 2, id like to say it was something other than what it was
"pilot error" drew all my wiring out before i started, thought i had checked
and rechecked everything but, still i had ground leads crossed between cht`s
and egt`s. my clue was when i put a torch on the egt senders i was getting feedback
through cht. now im one step closer to first flight. thanks for the checklists
also.
wade
fs 2 #1030
do not archive
---------------------------------
Message 11
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| Subject: | Re: Rotax conversion |
--> Kolb-List message posted by: "kfackler" <kfackler@ameritech.net>
I was considering doing so about a year ago. In talking with the local Rotax
Guru, he convinced me it wasn't. I wound up buying a new one and am glad I
did. Sorry I can't give you more specifics, but if you want to contact the
chap I was talking to, his name is Steve and his email is:
czkree@netzero.net
-Ken
----- Original Message -----
From: "Bob and Jenn B" <tabberdd@hotmail.com>
Subject: Kolb-List: Rotax conversion
> --> Kolb-List message posted by: "Bob and Jenn B" <tabberdd@hotmail.com>
>
> Has anyone converted a 503 points ignition to a CDI? I see there is a kit
> out there, what are your thoughts on it? Is it worth $300?
>
> Bob
> MkII 503 scsi
>
>
Message 12
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| Subject: | Two-stroke engine prices |
--> Kolb-List message posted by: "kfackler" <kfackler@ameritech.net>
FYI...
----- Original Message -----
From: S.A.
Subject: Fw: 2 stroke engine prices
FYI, This was sent to me today from LEAF. As I warned you retail pricing have gone
up. Look at the 503 as we just came out of the $2500 trade in deal. $1995
was the trade in price for the 447.
Steve Adamczak
STA-Lite Aviation, Inc.
Authorized Rotax Repair Station
(810) 417-8000
www.staliteaviation.com
----- Original Message -----
From: Leading Edge Air Foils Technical Support
Subject: 2 stroke engine prices
Here are the new 2-stroke engine prices:
Prices Effective - January 1, 2005
Pricing For Rotax Two Stroke Aircraft Engines Models & Configurations
Model/
Configuration Suggested List
Rotax 447 UL SC SCDI 2704.00
Rotax 447 UL SC SCDI with Type B Gear Reduction Drive 3349.00
Rotax 447 UL SC SCDI with Type C Gear Reduction Drive 3869.00
Rotax 447 UL SC SCDI with Type E Gear Reduction Drive 4369.00
Rotax 447 UL SC SCDI with Type B Gear Reduction Drive & Electric Starter
3939.00
Rotax 447 UL SC SCDI with Type C Gear Reduction Drive & Electric Starter
4459.00
Rotax 503 DC DCDI 3591.00
Rotax 503 DC DCDI with Type B Gear Reduction Drive 4235.00
Rotax 503 DC DCDI with Type C Gear Reduction Drive 4755.00
Rotax 503 DC DCDI with Type E Gear Reduction Drive 5257.00
Rotax 503 DC DCDI with Type B Gear Reduction Drive & Electric Start 4826.00
Rotax 503 DC DCDI with Type C Gear Reduction Drive & Electric Starter 5348.00
Rotax 582 UL Model 99 DCDI 5088.00
Rotax 582 UL Model 99 DCDI with Type B Gear Reduction Drive 5733.00
Rotax 582 UL Model 99 DCDI with Type C Gear Reduction Drive 6253.00
Rotax 582 UL Model 99 DCDI with Type E Gear Reduction Drive 6754.00
Rotax 582 UL Model 99 DCDI with Type B Gear Reduction Drive & Electric Starter
6323.00
Rotax 582 UL Model 99 DCDI with Type C Gear Reduction Drive & Electric Starter
6845.00
Message 13
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--> Kolb-List message posted by: Richard Pike <richard@bcchapel.org>
Ran into a problem with the EIS on the Firestar, when the power comes on,
the red warning light initially came on for a second and then quit. The EIS
seems to work, but no warning light any more, at all, any time, period. I
was planning to disconnect the light from the harness and apply twelve
volts to it and see if it will light up. Does it have any polarity? Is it
an LED and maybe I hooked it up backwards? Suggestions?
Also, when I ran the engine up, at full power and max vibration, the EIS
jumps pages. Look for loose wires? Or an internal problem? Plan to ship it
back? Suggestions?
Planning to call Grand Rapid Technologies tomorrow and ask them, but just
in case I did somthin' dumb, maybe save them the trouble and me the
embarrassment...
Richard Pike
MKIII N420P
FSII N582EF
do not archive
Message 14
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--> Kolb-List message posted by: N27SB@aol.com
Hello to all,
When I purchased Duane the Planes FireFly for the float project it came with
a really cool trailer. Nor matter what I do I can not get a FireFly on
floats in it. Sooooo,, I am going to sell it. I can pull it with my Toyota with
ease and he has made some nice fixtures inside to allow for ease of loading.
This is one of the best configurations that I have seen. The asking price is
$3000.00. I live in central Fla. He ran the big wheelbarrow tires so it can
fit the taller Flys.
Steve Boetto
WetFly#007
Message 15
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| Subject: | terrorist watches |
--> Kolb-List message posted by: "Bob N." <ronoy@shentel.net>
The tsa (I will not honor them with capitals) has figgered out that
watches with altitude readout may be used by terrorists! So y'all with
these chronos, take heed and keep offen them beeg aeroplanes.
Bob N.
do not archive
Message 16
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| Subject: | Re: EIS glitches |
--> Kolb-List message posted by: HShack@aol.com
In a message dated 1/4/2005 8:45:14 PM Eastern Standard Time,
richard@bcchapel.org writes:
I
was planning to disconnect the light from the harness and apply twelve
volts to it and see if it will light up. Does it have any polarity? Is it
an LED and maybe I hooked it up backwards? Suggestions?
No polarity to the light. I would bet you have either a bad ground or a bad
connection somewhere.
Howard Shackleford
FS II
SC
Message 17
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| Subject: | Re: Kolb-List Digest: 17 Msgs - 01/03/05 |
message of Mon, 3 Jan 2005 23:56:40 -0800
--> Kolb-List message posted by: dixieshack@webtv.net (Mike and Dixie Shackelford)
Hey, gang....Hi, George...
MMO works also as a replacement for lead in unleaded auto fuel. I know
a fella in Dunnellon, Florida that flew all his aircraft (80 octane
engines) using MMO at 1 quart per100 gallons of 87 octane mogas (he had
STC's for all). He was an A&P and did his own work on his small fleet
and could see the internal results first hand. Had zero valve train
problems.
He got me to try it in an old Tojo van that I used to commute from
WV to Florida. I was careful to compare apples to apples and tried it
when traveling alone and with an empty van, freshly washed. Mileage
went from just over 26 to just under 29 using the same brand of fuel and
going in the same direction during the month of July. Never believed in
snake oil. My guess was it reduced friction at the valve guides, which
lead previously did. Results weren't always that consistent, but
neither were my driving conditions... but MMO always reflected an
improvement. Goes to show ya that any little thing you do is refected
on 88 screamin' Toyota horespower! Now, if I could just lose some
weight......
Firestar-less Hillbilly Mike
do not archive
Message 18
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| Subject: | Re: terrorist watches |
--> Kolb-List message posted by: "Edward Chmielewski" <edchmiel@mindspring.com>
Bob,
Thanks for the heads-up. What a boondoggle.
Thousands
Standing
Around
Ed in JXN
MkII/503
Do not archive.
----- Original Message -----
From: "Bob N." <ronoy@shentel.net>
Subject: Kolb-List: terrorist watches
> --> Kolb-List message posted by: "Bob N." <ronoy@shentel.net>
>
> The tsa (I will not honor them with capitals) has figgered out that
> watches with altitude readout may be used by terrorists! So y'all with
> these chronos, take heed and keep offen them beeg aeroplanes.
>
> Bob N.
>
> do not archive
Message 19
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--> Kolb-List message posted by: WillUribe@aol.com
The light you are talking about is sold at Radio Shack. They work like a
regular light bulb.
Regards,
Will Uribe
--> Kolb-List message posted by: Richard Pike <richard@bcchapel.org>
Ran into a problem with the EIS on the Firestar, when the power comes on,
the red warning light initially came on for a second and then quit. The EIS
seems to work, but no warning light any more, at all, any time, period. I
was planning to disconnect the light from the harness and apply twelve
volts to it and see if it will light up. Does it have any polarity? Is it
an LED and maybe I hooked it up backwards? Suggestions?
Also, when I ran the engine up, at full power and max vibration, the EIS
jumps pages. Look for loose wires? Or an internal problem? Plan to ship it
back? Suggestions?
Planning to call Grand Rapid Technologies tomorrow and ask them, but just
in case I did somthin' dumb, maybe save them the trouble and me the
embarrassment...
Richard Pike
MKIII N420P
FSII N582EF
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