Today's Message Index:
----------------------
1. 02:31 AM - Re: ICOM Radios For Sale (PATRICK LADD)
2. 10:48 AM - Engines (John Williamson)
3. 11:05 AM - Re: Engines (Rusty)
4. 11:26 AM - Re: Engines (John Williamson)
5. 11:35 AM - Re: Engines (Dave & Eve Pelletier)
6. 11:48 AM - Re: Engines (Rusty)
7. 12:31 PM - Re: Engines DO Archive (Denny Rowe)
8. 01:00 PM - Structural efficiencies (Kirk Smith)
9. 02:23 PM - Re: Engines (Larry Bourne)
10. 02:44 PM - Propellers (Larry Bourne)
11. 02:51 PM - Re: Prop Pitch for a Verner (Kirby Dennis Contr MDA/AL)
12. 03:32 PM - VeeDubs (Kirk Smith)
13. 04:07 PM - Re: Re: Prop Pitch for a Verner (Larry Bourne)
14. 04:16 PM - Vortex Generators (Larry Bourne)
15. 04:20 PM - Re: VW engines ... (Steve Kroll)
16. 04:24 PM - Re: VeeDubs (Larry Bourne)
17. 04:25 PM - Re: Vortex Generators (Kirk Smith)
18. 04:38 PM - Re: VW engines ... (Larry Bourne)
19. 04:45 PM - [PLEASE READ NOW] - Addressing Upgrade At Matronics TONIGHT! (dralle@matronics.com (Matt Dralle))
20. 04:56 PM - Re: Propellers (Richard Swiderwski)
21. 06:03 PM - Re: Engines (John Williamson)
22. 06:42 PM - Single rotor rambling (Rusty)
23. 07:17 PM - Re: Re: Alternative Engine Considerations (GeoR38@aol.com)
24. 07:17 PM - Re: Propellers (Larry Bourne)
25. 07:33 PM - Re: Anyone know a good Rotax Mecahnic? (possums)
26. 10:19 PM - Re: Single rotor rambling (Richard Swiderwski)
Message 1
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| Subject: | Re: ICOM Radios For Sale |
--> Kolb-List message posted by: "PATRICK LADD" <pj.ladd@btinternet.com>
I have two ICOM hand held radios. >>
Hi Russ,
you picked up the wrong end of the stick. It is John Hauk who was offering
to sell a radio.
I made him an offer privately but have had no acknowledgement. Hence my
query.
Cheers
Pat
Message 2
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--> Kolb-List message posted by: "John Williamson" <kolbrapilot@comcast.net>
Fellow Kolbers,
I now have a Rotax 912UL (80 horsepower) on top the Kolbra. As soon as the
exhaust gets back from the ceramic coater, it will be back in the air.
I have been reading all the posts about alternative engines to the Rotax
line and even tried putting a Verner 133M on the Kolbra (that did not work
out). I spend some time looking at different engines from a price view and
not to heavy and came up with this analysis:
http://home.comcast.net/~kolbrapilot/Engines.htm
I made some very conservative estimates on the price of the gear that is
need to get them running and did not include the price of any propellers. I
have them listed by "Price per Horsepower."
John Williamson
Arlington, TX
Kolb Kolbra, Rotax 912UL, 708 hours
http://home.comcast.net/~kolbrapilot
Zenith CH701 Project
http://home.comcast.net/~stol_airplane
http://www.zenithair.com/bldrlist/profiles/stol_airplane
do not archive
Message 3
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--> Kolb-List message posted by: "Rusty" <13brv3c@bellsouth.net>
I spend some time looking at different engines from a price view and not to
heavy and came up with this analysis:
http://home.comcast.net/~kolbrapilot/Engines.htm
John Williamson
-----------------------
(RD) Interesting list John. What was your requirement for weight limit?
Did you go off the listed engine weight, or try to estimate what the
complete installed weight would be?
Just curious,
Rusty (the single rotor guy)
Message 4
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--> Kolb-List message posted by: "John Williamson" <kolbrapilot@comcast.net>
Hi Rusty,
I tried to look at engines that weighed less than 200 pounds and that could
be used on a Kolb. This list is no where near inclusive.
http://home.comcast.net/~kolbrapilot/Engines.htm
I looked at a very nice, light weight turbine, but the fuel flow was 240 lbs
per hour.
It's to cold to work at the hangar, so I have to kill the time some how.
John Williamson
Arlington, TX
Kolb Kolbra, Rotax 912UL, 708 hours
http://home.comcast.net/~kolbrapilot
Zenith CH701 Project
http://home.comcast.net/~stol_airplane
http://www.zenithair.com/bldrlist/profiles/stol_airplane
do not archive
Message 5
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--> Kolb-List message posted by: "Dave & Eve Pelletier" <pelletier@cableone.net>
John,
Thanks very much for the comparison list. Also, the links are pretty
helpful too. Your work is appreciated. However, in my humble opinion, this
seems to me like the kinda stuff that ought to be archived. C ya at MV.
AzDave
Do Not Archive
----- Original Message -----
From: "John Williamson" <kolbrapilot@comcast.net>
Subject: Kolb-List: Engines
http://home.comcast.net/~kolbrapilot/Engines.htm
>
>
>
Message 6
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--> Kolb-List message posted by: "Rusty" <13brv3c@bellsouth.net>
I tried to look at engines that weighed less than 200 pounds and that could
be used on a Kolb. This list is no where near inclusive.
-----------------------
(RD) Hi John, Glad to see you're putting your time to good use :-) I was
curious about the weight, because I know how easy it is to quote a light
weight for an engine, only to find out that the entire installation is quite
a bit heavier.
On another subject, I've noticed that you, and several others seem to have
do not archive in your signature. You post so much excellent info that it's
a shame to exclude it form the archive. In the past few months, I've seen a
number of posts on the list that would be quite helpful to someone in the
future, but they're marked do not archive. Just seems like a waste of good
info.
BTW, I'm certainly not picking on you personally, but have been meaning to
mention this before.
Cheers,
Rusty (watch for single rotor ramblings)
Message 7
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| Subject: | Re: Engines DO Archive |
--> Kolb-List message posted by: "Denny Rowe" <rowedl@highstream.net>
Ok,
Hear it is for all time.
Thanks John W, this is a very helpful post.
Sincerely,
Denny Rowe
----- Original Message -----
From: "John Williamson" <kolbrapilot@comcast.net>
Fellow Kolbers,
>
> I now have a Rotax 912UL (80 horsepower) on top the Kolbra. As soon as the
> exhaust gets back from the ceramic coater, it will be back in the air.
>
> I have been reading all the posts about alternative engines to the Rotax
> line and even tried putting a Verner 133M on the Kolbra (that did not work
> out). I spend some time looking at different engines from a price view and
> not to heavy and came up with this analysis:
> http://home.comcast.net/~kolbrapilot/Engines.htm
>
> I made some very conservative estimates on the price of the gear that is
> need to get them running and did not include the price of any propellers.
> I
> have them listed by "Price per Horsepower."
>
>
> John Williamson
> Arlington, TX
>
> Kolb Kolbra, Rotax 912UL, 708 hours
> http://home.comcast.net/~kolbrapilot
> Zenith CH701 Project
> http://home.comcast.net/~stol_airplane
> http://www.zenithair.com/bldrlist/profiles/stol_airplane
>
Message 8
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| Subject: | Structural efficiencies |
--> Kolb-List message posted by: "Kirk Smith" <snuffy@usol.com>
Guys,
Got this article on a website and found it interesting. Kolb is not on the list
but if it was it would be at the top.
Structural Efficiencies
Paul Lamar assembled this list to compare the overall structural efficiencies of
various aircraft. He originally sorted the list by the ratio of the empty weight
divided by the gross weight. I prefer ratios where "higher is better", so
I have calculated the "Payload Percentage": The ratio of useful load vs. gross
weight. The higher the percentage, the more efficient your aircraft is.
GROSS EMPTY USEFUL PAYLOAD
AIRCRAFT WEIGHT WEIGHT LOAD PERCENTAGE
Avid 582 1150 510 640 55
Pulsar 582 1000 460 540 54
Murphy 503 850 395 455 53
Lightning Bug AMW 800 375 425 53
Pulsar XP 912 1060 510 550 51
Z. Zodiac 912 1200 580 620 51
Falconar F-12A 1800 898 902 50
Cessna 185 3350 1687 1663 49
Rutan Varieze 1050 535 515 49
Cozy Mark IV 2050 1050 1000 48
Wag CUB alike 1400 720 680 48
Berkut 2000 1035 965 48
KIS TR-4 2300 1200 1100 47
Cessna 207 3800 1996 1804 47
Dragonfly 1150 610 540 46
Rand KR-2S 980 520 460 46
BD-5 Zenoah 660 355 305 46
Velocity 173 RG 2400 1300 1100 45
Velocity 173 2400 1300 1100 45
GlasStar 1650 900 750 45
Murphy O-235 1650 900 750 45
Grumman Tiger 2400 1311 1089 45
Lancair IV 3200 1750 1450 45
Cozy Classic 1750 960 790 45
Super Emeraude 1545 850 695 44
Dyke Delta 1950 1080 870 44
Velocity 2250 1250 1000 44
Velocity RG 2250 1250 1000 44
E-Racer 1800 1000 800 44
KIS TD O-235 1450 812 638 44
KIS Sup IO-240 1450 820 630 43
BD-4 2000 1140 860 43
Express Loadmaster 3200 1825 1375 42
Lancair ES 2800 1600 1200 42
Glasair II 2100 1200 900 42
Avid O-320 1750 1000 750 42
BD-5 TurboPro 890 510 380 42
Stallion 3300 1900 1400 42
Cessna 182 2950 1717 1233 41
WLAC-1 W.L. 4p 2400 1400 1000 41
Wittman W1 1425 840 585 41
Express FT 2850 1700 1150 40
Mooney 201 2740 1640 1100 40
Glasair II RG 2200 1325 875 39
Questair Sprit 1700 1025 675 39
RV-6 1600 965 635 39
RV-4 1500 905 595 39
BD-6 675 410 265 39
Mustang II 1600 975 625 39
Helio Super Courier 3400 2080 1320 38
Highlander 1165 715 450 38
Acro 1 1222 750 472 38
P51 11600 7125 4475 38
Thorp T-18 1500 923 577 38
Questair Venture 2000 1240 760 38
GP-4 2000 1240 760 38
Cessna 150 1600 1000 600 37
Bonanza V35B 3400 2151 1249 36
Omega II 2100 1350 750 35
Falco 1880 1212 668 35
One Design 1140 740 400 35
Lancair 32 1685 1095 590 35
Glassair III 2500 1625 875 35
Pitts S-1S 1150 750 400 34
Giles G-200 1150 750 400 34
Turner T-40A 1600 1050 550 34
MJ-5 Sirocco 1860 1260 600 32
Midget Mustang 1000 680 320 32
RV-3 1100 750 350 31
BF-109 6090 4180 1910 31
Eagle II 1578 1125 453 28
Stewart S51D 2960 2200 760 25Do not archive
Message 9
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--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
Hi John: Pouring rain in Palm Springs, too, forever, it seems like.
You've gone to a lot of work on our (??) behalf, and it's certainly
interesting, but I do have a question........ since I'm a VW nut, I couldn't
help but notice the huge difference between purchase price and installed
price of the GP VW engines. What could cost nearly $5,000.00 to install
those engines ?? I see other engines have a pretty good disparity, too, but
nothing like the VW's. Curious Lar. Do
not Archive.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
----- Original Message -----
From: "John Williamson" <kolbrapilot@comcast.net>
Subject: Kolb-List: Engines
> --> Kolb-List message posted by: "John Williamson"
> <kolbrapilot@comcast.net>
>
> Fellow Kolbers,
>
> I now have a Rotax 912UL (80 horsepower) on top the Kolbra. As soon as the
> exhaust gets back from the ceramic coater, it will be back in the air.
>
> I have been reading all the posts about alternative engines to the Rotax
> line and even tried putting a Verner 133M on the Kolbra (that did not work
> out). I spend some time looking at different engines from a price view and
> not to heavy and came up with this analysis:
> http://home.comcast.net/~kolbrapilot/Engines.htm
>
> I made some very conservative estimates on the price of the gear that is
> need to get them running and did not include the price of any propellers.
> I
> have them listed by "Price per Horsepower."
>
>
> John Williamson
> Arlington, TX
>
> Kolb Kolbra, Rotax 912UL, 708 hours
> http://home.comcast.net/~kolbrapilot
> Zenith CH701 Project
> http://home.comcast.net/~stol_airplane
> http://www.zenithair.com/bldrlist/profiles/stol_airplane
>
> do not archive
>
>
>
Message 10
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--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
On the engine related theme, on this nasty rainy Friday (my Saturday :-( ) in
Palm Springs, I was settled in to read the new Winter '04 issue of Pilot Getaways
magazine, and found a blurb on page 6 announcing a new hollow composite propeller
from Sensenich, designed especially for 100 - 120 hp engines, and with
a 70 inch 2 blade currently available for the Rotax 912 series engines. Doesn't
say whether the pitch is adjustable, but makes a big thing out of very light
weight. May be worth looking into. Soaking Lar.
Do not Archive.
P.S. Mr. Swiderski, there's also an excellent article on swimming with Manatees
at Crystal River, FL. Kinda makes it a "must do" if I'm able to come that
way this year. Recent changes at work make that a question now, where I did
have it planned for sure. Lar.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
Message 11
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| Subject: | Re: Prop Pitch for a Verner |
--> Kolb-List message posted by: Kirby Dennis Contr MDA/AL <Dennis.Kirby@kirtland.af.mil>
William George wrote: << The desperate search for more performance is a
psychological thing. The Verner is NOT an 80 hp engine. Plain and simple.
The max HP occurs at the redline and if you are propped correctly you will
only touch the red line at WOT in cruise. If you prop to get close to 5000
rpm in the climb you will barely be able to maintain level flight at the
4000 max continuous rpm. >>
Bill, and fellow performance-limited Kolbers -
I agree 100 percent - The Verner-1400 is realistically a 70 hp engine, not
80, as advertised.
70 hp is what it achieves at 4000 rpm.
My current prop setting allows the engine to hit 4200 rpm, WOT, straight &
level flight.
Any power setting above 4000 is limited to 5 minutes.
Since 4000 is the max I can run continuously, I rarely (never?) run higher
than that.
At my current prop setting, I don't believe I'm lugging the engine.
Less prop pitch yield higher rpms, but degrades my cruise speed drastically.
At 12.5 degrees prop pitch, at least I'm still getting 800 fpm climb from my
6500-foot elevation airfield. I was seeing 1000 fpm when prop was pitched
at 9 degrees, but cruise speed sucked.
I've accepted that I'm power-limited with my current setup, and I believe
I've found the optimum tradeoff between climb & cruise performance for this
engine/prop combination. My Mark-III may not be able to keep up with the 85
mph 912 drivers on a cross-country, but I CAN fly all day at 70, while
burning only 2.5 gph. Everything's a tradeoff. Just happy to be flying.
(Didja hear that, Lar? ;-)
Dennis Kirby
1996 Mk-3 Classic, Old Kolb s/n 300
New Mexico
do not archive
Message 12
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--> Kolb-List message posted by: "Kirk Smith" <snuffy@usol.com>
Ok you VW guys, Great Plains says that the new liquid cooled heads on an otherwise
stock 2180cc engine will produce 100hp at 3400 rpm. Now can you run this
engine continuously at this rpm? Is this realistic for a VW? Kirk
Do not archive
Message 13
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| Subject: | Re: Prop Pitch for a Verner |
--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
Huh ?? Whaaaa ?? Oh, ME ?? Flying ?? Shucks. Lately, I've been
water-Bourne. Heading back to Puertocitos, Mexico next Wed...........if the
durned rain ever quits. Do not Archive. :-)
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
----- Original Message -----
From: "Kirby Dennis Contr MDA/AL" <Dennis.Kirby@kirtland.af.mil>
Subject: Kolb-List: Re: Prop Pitch for a Verner
> --> Kolb-List message posted by: Kirby Dennis Contr MDA/AL
> <Dennis.Kirby@kirtland.af.mil>
>
> William George wrote: << The desperate search for more performance is a
> psychological thing. The Verner is NOT an 80 hp engine. Plain and simple.
> The max HP occurs at the redline and if you are propped correctly you will
> only touch the red line at WOT in cruise. If you prop to get close to 5000
> rpm in the climb you will barely be able to maintain level flight at the
> 4000 max continuous rpm. >>
>
> Bill, and fellow performance-limited Kolbers -
>
> I agree 100 percent - The Verner-1400 is realistically a 70 hp engine, not
> 80, as advertised.
> 70 hp is what it achieves at 4000 rpm.
> My current prop setting allows the engine to hit 4200 rpm, WOT, straight &
> level flight.
> Any power setting above 4000 is limited to 5 minutes.
> Since 4000 is the max I can run continuously, I rarely (never?) run higher
> than that.
> At my current prop setting, I don't believe I'm lugging the engine.
> Less prop pitch yield higher rpms, but degrades my cruise speed
> drastically.
>
> At 12.5 degrees prop pitch, at least I'm still getting 800 fpm climb from
> my
> 6500-foot elevation airfield. I was seeing 1000 fpm when prop was pitched
> at 9 degrees, but cruise speed sucked.
>
> I've accepted that I'm power-limited with my current setup, and I believe
> I've found the optimum tradeoff between climb & cruise performance for
> this
> engine/prop combination. My Mark-III may not be able to keep up with the
> 85
> mph 912 drivers on a cross-country, but I CAN fly all day at 70, while
> burning only 2.5 gph. Everything's a tradeoff. Just happy to be flying.
> (Didja hear that, Lar? ;-)
>
> Dennis Kirby
> 1996 Mk-3 Classic, Old Kolb s/n 300
> New Mexico
> do not archive
>
>
>
Message 14
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| Subject: | Vortex Generators |
--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
Hmmmm.............still perusing the new Winter '04 issue of Pilot Getaways, listening
to the Elvis' birthday reminiscing on the local FM oldies station, listening
to the rain fire-hosing on the roof of this tin box I live in, snug in
my warmies, munching chocolate shortbread doughnuts and came across an in-depth
article on vortex generators on page 60. Fascinating stuff, and well presented.
On these and on the props I mentioned earlier, I'm just passing on the news,
not endorsing. Both have been topics lately, and I figured some might be
interested - if you can find the magazine. :-) It's a goodie, and they absorbed
Northern Pilot which absorbed Mountain Flying, which I originally subscribed
to, long ago. Enjoyed and enjoying them all......wonder where the future
will lead..............?? House-bound Lar.
Do not Archive.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
Message 15
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| Subject: | Re: VW engines ... |
--> Kolb-List message posted by: Steve Kroll <muso2080@yahoo.com>
Jerb,
Are you doing any kind of special baffeling on the cyls or heads......like elephant
ears or anything? List....how do you all feel about the oversized bore (94mm)
on the half vw with ni com cylinders. I got one message saying tthat somebody
at Great Plains doesn't believe in boring over 92mm because the cases
have supposedly been known to crack. Wouldn't the NiCom cyls help with this?
Of course Great Plains is a direct competitor to Hummel so maybe, because they
don't build a 94 bore engine, producing 45 hp, they're left out of that market
and they don't like it., 45 hp out of the half VW got to be a rrelatively
new development and if the engine proves to be reliable and produce the same
thrust as the 447...direct drive witha 60 inch two blade Tennessee, Hummel really
has something there. If this proves to be true, then there is definately
one of these little buggars in the future of my Mk2.
Steve Kroll
do not archive
---------------------------------
Message 16
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--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
You're a-gonna run into some controversy on that'n, Kirk. There's those who
don't like to run 'em steady at over 3000 rpm, and others who don't mind
4000. Haven't flown Vamoose yet, but I plan on 3800 cruise. Running my '69
Baja Bug's 2110cc engine (same as Vamoose') in 3rd gear at 4000 sounds kinda
busy back there, but you get used to it, and boy, does it ever have snoose !
! ! Punch it at that speed and you'd best be aimed right. :-) I
understand that the Rotax 912 guys run at 5000 - 5200 cruise........??
Lar. Do not Archive.
P.S. Just heard on the radio (in between all the neat old Elvis
songs).......rain's s'posed to continue thru Monday or beyond. Oh mercy -
maybe no fishing trip after all. Sob.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
----- Original Message -----
From: "Kirk Smith" <snuffy@usol.com>
Subject: Kolb-List: VeeDubs
> --> Kolb-List message posted by: "Kirk Smith" <snuffy@usol.com>
>
> Ok you VW guys, Great Plains says that the new liquid cooled heads on an
> otherwise stock 2180cc engine will produce 100hp at 3400 rpm. Now can you
> run this engine continuously at this rpm? Is this realistic for a VW?
> Kirk
>
> Do not archive
>
>
>
Message 17
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| Subject: | Re: Vortex Generators |
--> Kolb-List message posted by: "Kirk Smith" <snuffy@usol.com>
," listening to the rain fire-hosing on the roof of this tin box I live in,"
What is nice about the winter here. The racket from the snow on the roof
don't drive drive ya nuts.
Do not archive
Message 18
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| Subject: | Re: VW engines ... |
--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
Steve, this is a toughie, and opinions abound. Take a look at the engine
section of Building Vamoose on my website for the reasons I built a 2110cc
engine rather than the more common and better known 2180cc. My opinions are
based on iron cylinders, and I'm not familiar with the aluminum/nicosil
cylinders. Previous learnin' leads me to think they'd probably be thicker
than iron of similar strength, but that's not based on sure knowledge. The
92mm cylinder is a bored out 90.5mm, and the 94mm is a new, thicker part
that can be bored even more. (and takes a bigger cut outa the case to make
it fit) Gettin' perty skimpy on support metal in those size ranges, and I
understand that even if they don't crack, they deform more easily. Mine's a
2110cc because of that - I stayed at 90.5mm for the tiny bit of extra meat,
based on the recommendation of several different local Baja
racers........who've definitely learned the hard way. As far as the
1/2 VW and thrust, I'm a solid believer in a re-drive for these engines.
I'm a little uneasy about the GP redrive for full size V-Dubs, but seems
like it'd be perfect for a 1/2. Light and in-expensive, too.
Lar. Do not Archive.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
----- Original Message -----
From: "Steve Kroll" <muso2080@yahoo.com>
Subject: Re: Kolb-List: VW engines ...
> --> Kolb-List message posted by: Steve Kroll <muso2080@yahoo.com>
>
> Jerb,
>
> Are you doing any kind of special baffeling on the cyls or heads......like
> elephant ears or anything? List....how do you all feel about the
> oversized bore (94mm) on the half vw with ni com cylinders. I got one
> message saying tthat somebody at Great Plains doesn't believe in boring
> over 92mm because the cases have supposedly been known to crack.
> Wouldn't the NiCom cyls help with this? Of course Great Plains is a
> direct competitor to Hummel so maybe, because they don't build a 94 bore
> engine, producing 45 hp, they're left out of that market and they don't
> like it., 45 hp out of the half VW got to be a rrelatively new
> development and if the engine proves to be reliable and produce the same
> thrust as the 447...direct drive witha 60 inch two blade Tennessee, Hummel
> really has something there. If this proves to be true, then there is
> definately one of these little buggars in the future of my Mk2.
>
> Steve Kroll
>
> do not archive
>
>
> ---------------------------------
>
>
>
Message 19
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| Subject: | [PLEASE READ NOW] - Addressing Upgrade At Matronics TONIGHT! |
--> Kolb-List message posted by: dralle@matronics.com (Matt Dralle)
Dear Listers,
Tonight, Friday 1/7/2005 at 7pm PDT, I will be working with my Internet
Service Provider to upgrade to a larger IP subnet. I will be
re-addressing all of the machines on the network including the
Matronics Web Server and Matronics Email Server at that time. Name
Service will be updated at that time as well and most things should
work again pretty quick. There may be some bounced email for a few hours
or even a day or so as the new name-to-ip-address resolutions propagate
into the depths of the Internet.
If you have problems posting a message to one of the Lists or get a
bounced message back, please wait a couple of hours and try sending it
again. Generally, access to the web site should work within 1-hour of
the update or around 8pm PDT.
Hopefully the transition will go smoothly and you'll hardly even
notice! :-)
Thanks for your patience!
Matt Dralle
List Administrator
--
Matt G. Dralle | Matronics | P.O. Box 347 | Livermore | CA | 94551
925-606-1001 Voice | 925-606-6281 FAX | dralle@matronics.com Email
http://www.matronics.com/ W.W.W. | Featuring Products For Aircraft
Message 20
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--> Kolb-List message posted by: "Richard Swiderwski" <rswiderski@earthlink.net>
Hey Lar,
Could you post a web address for that prop? I'm looking for an
alternative to the Ivo inflight adjustable that has a reasonable weight &
price.
Ps: I took our church's high school youth group I we swam/snorkled with a
herd of manatees in the crystal clear spring. It is an awesome experience.
Richard Swiderski
Do not archive
-----Original Message-----
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com] On Behalf Of Larry Bourne
Subject: Kolb-List: Propellers
--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
On the engine related theme, on this nasty rainy Friday (my Saturday :-( )
in Palm Springs, I was settled in to read the new Winter '04 issue of Pilot
Getaways magazine, and found a blurb on page 6 announcing a new hollow
composite propeller from Sensenich, designed especially for 100 - 120 hp
engines, and with a 70 inch 2 blade currently available for the Rotax 912
series engines. Doesn't say whether the pitch is adjustable, but makes a
big thing out of very light weight. May be worth looking into.
Soaking Lar. Do not Archive.
P.S. Mr. Swiderski, there's also an excellent article on swimming with
Manatees at Crystal River, FL. Kinda makes it a "must do" if I'm able to
come that way this year. Recent changes at work make that a question now,
where I did have it planned for sure. Lar.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
Message 21
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--> Kolb-List message posted by: "John Williamson" <kolbrapilot@comcast.net>
Hi Larry and all,
I used $4681 for the other stuff to get a functioning Great Plains engine in
the air. I just went back to their website and added up the costs again and
found that all the GP prices I had were low by $90. The only expense that
changes on the GP engines is the long block price.
GP VW 4-stroke 76hp
2300cc VW Long Block Engine Kit . . . . . . $3095.95
Type 1 Reduction Drive System Series 2 . . . $1495.00
Assembly, Test Run, and Crate . . . . . . . . $850.00
Accessory Package No. 1 . . . . . . . . . . .$1695.70
Accessory Package No. 6 . . . . . . . . . . . $639.95
Universal Exhaust System . . . . . . . . . . $289.95
TOTAL . . . . . . . . . . . . . . . . . . . .$8063.00
I hope this clarifies the method I used so it is totally un-understandable
:)
Thanks Rusty and Denny for the info on "do not archive." It goes on all my
posts and I remove it when I think I have anything important to say (doesn't
happen very often). I will always put it on a post that has a url link in
the message because they tend to disappear.
John Williamson
Arlington, TX
Kolb Kolbra, Rotax 912UL, 708 hours
http://home.comcast.net/~kolbrapilot
Zenith CH701 Project
http://home.comcast.net/~stol_airplane
http://www.zenithair.com/bldrlist/profiles/stol_airplane
do not archive
Message 22
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| Subject: | Single rotor rambling |
0.00 FROM_HAS_MIXED_NUMS From: contains numbers mixed in with letters
--> Kolb-List message posted by: "Rusty" <13brv3c@bellsouth.net>
Greetings,
Now that I'm committed to the single rotor effort for the SS, I figured I'd
pass along a few very preliminary thoughts.
My plan is to start out with almost no weight reduction efforts for the
engine. I'd like to see what it weighs using stock parts first, then I'll
try to reduce it later. My best guess is that the entire engine installation
(coolers, mount, computer, etc) will weigh about 220 lbs. I figure a
complete Rotax 912 installation weighs between 160 and 170 lbs based on
previous list messages. Fortunately, the SS can handle the weight, and the
CG problem is being resolved by ordering a 1050 canister BRS chute, which
will be mounted below the front seat, aiming aft (not my aft, the plane's
aft). Does anyone remember when I was trying to reduce the weight of the
plane :-)
For the record, I just weight everything that goes with the 912S that was on
the SS. This includes the mounts, hoses, oil, coolant, coolers, etc. It
does not include the prop. Total weight is 159 lbs. Quite admirable.
I'll be using the Real World Solutions RD-1C 2.85:1 ratio redrive, which is
44.5 lbs. This is the same one I use on my 200+ HP two rotor engine in the
RV-3. This is way overkill of course, but I don't know of any other
suitable drive at the moment. I could machine off about 5 lbs easily,
without hurting the strength of the drive, but I probably won't do that
initially.
The engine itself will probably initially consist of parts that I have in a
box in the garage. The basic engine weight should be about 120 lbs. This
can be lightened by about 26 lbs by substituting the stock iron side
housings with Racing Beat aluminum housings. The rear housing is available,
but the front housing has been "almost ready" for the past couple years.
They also cost $1200 each!
With the redrive diet, and aluminum housings, the total weight should be
around 190 lbs. This is still without any superhuman efforts to lighten it.
There's already a guy who has an engine lightened to a total installation
weight of 170 lbs, so it can match the 912 weight, but he's done a massive
amount of work to achieve this. Even at 190 lbs, it's close enough for me.
Power would be at least 80 HP if you blindly bolted parts together, and
didn't make any effort at all to tune it. 100 HP should be fairly
attainable with decent tuning, and moderate rpms (7500 or so). Power levels
of 120+ are doable if you don't mind running more rpm, and have a fairly
aggressive porting arrangement. These would not be limited to any length of
time. In other words, you can run 100% power as long as you want. A small
turbo would be dandy, and might not weigh as much as you'd think, since it
would probably eliminate the need for a muffler (which you absolutely must
have on a rotary otherwise).
Considering that the semi-standard for an aircraft engine is 2 lb per HP,
the single rotor looks good. It would really be more promising for a plane
that was normally set up for a small Lycoming or Cont, but I think it can
work in place of a 912UL/ULS for many planes.
I can't really add up the costs, since some of this stuff doesn't exist, but
I'm guessing that buying everything new shouldn't be more than around $9k.
The most expensive item is the redrive, at about $3k, so you can save some
money if you can find a lighter, cheaper drive. If you can handle 26 lbs
more weight, you can save about $1700 by staying with the iron housings. The
fellow that's got the 170 lb engine is using a Hirth G40, which is only
about $1300 I think. The real beauty of the rotary is the lifespan (if you
don't blow an oil cooler), and the low cost of rebuild. The master rebuild
kit for a single rotor is less than $600.
Please keep in mind that this is about all I know at this point. As I
progress with the project, I'll keep the list posted. Anyone who knows me
can tell you that I will post the good, the bad, and the ugly (shut up
Charlie <G>). I would like to reiterate that I'm not trying to sell anyone
on rotary engines. I'm doing this for fun, and will share with the group
for as long as anyone cares to hear it.
Cheers,
Rusty
Message 23
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| Subject: | Re: Alternative Engine Considerations |
--> Kolb-List message posted by: GeoR38@aol.com
In a message dated 1/5/2005 10:57:45 A.M. Eastern Standard Time,
ulflyer@verizon.net writes:
Steve,
I can comment on the 1/2 VW thing - you'll be very disappointed if you go
forward with it unless you and you plane are very light. Got some time
sitting behind one on my hangar partners N3-Pup. Very marginal power - if
we got 150 foot/m rate of climb we were in nose bleed country. This was
the Global with scat heads. He had it set up where we could adjust the
carb mixture to peak it on take off to get max power for climb
out. (Changing to the Scat heads helped but still under powered.) With
direct drive your limited on the rev's and just can't pull the HP out of
it. It would be a screamer with a reduction unit but the power pulses on a
VW two banger will tear most anything up, belts or gear boxes. Now if you
want a screamer go to a 4 banger with a reduction unit, real power there
but at about 185#. By the way, I see Great Plains is having a sale right
now on there engines, (look for the Beetle Flyer) prices are good until Jan
17th. See what Gene & Larry Smith has at Valley Engineering who also now
are the manufacturer of Culver Props.
http://www.greatplainsas.com/
http://www.greatplainsas.com/bf20043.html
http://www.greatplainsas.com/scpg12a.html
http://www.culverprops.com/
jerb
At 06:34 AM 1/4/05 -0800, you wrote:
>--> 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 also have flown an N3 pup for 100 miles on a cross country, sight unseen
before the flight. I wunna tellya, the 1/2 VW is the cutest lil engine this
side of Disneyland, but in the world of reality, that Global most certainly was
underpowered fer gittin over the power lines at the end of the runway..and
the roof of the fellas house just beyond that and the tall West Virginia trees
just beyond that...etc, etc. If the N3 hadn't been such an efficient machine,
I doubt if i would have made it. Found out later that Morrey Hummel insists
on a certain prop to eke out the maximum Hp or thrust ( the puppy only goes
one speed... about 2900 Rpm is all we could get) After some work on it we
could finally get 3050rpm....but that was the old Global!
hope this helps
George Randolph
firestar driver in The Villages, Fl
Message 24
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--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
You bet, it's: www.sensenich.com . If you've been there, done that with
the Manatees, maybe you can be my guide - if I can get the time off work. I
doubt if'n there'll be any more 2 month+ vacations. Not enuf people to
cover for me that long and still give others their time off, too.
Lar. Do not Archive.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
----- Original Message -----
From: "Richard Swiderwski" <rswiderski@earthlink.net>
Subject: RE: Kolb-List: Propellers
> --> Kolb-List message posted by: "Richard Swiderwski"
> <rswiderski@earthlink.net>
>
> Hey Lar,
> Could you post a web address for that prop? I'm looking for an
> alternative to the Ivo inflight adjustable that has a reasonable weight &
> price.
>
> Ps: I took our church's high school youth group I we swam/snorkled with a
> herd of manatees in the crystal clear spring. It is an awesome experience.
>
> Richard Swiderski
Message 25
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| Subject: | Re: Anyone know a good Rotax Mecahnic? |
--> Kolb-List message posted by: possums <possums@mindspring.com>
At 08:15 PM 1/2/2005, you wrote:
>--> Kolb-List message posted by: "dama" <dama@mindspring.com>
>
>I am approaching 250 hours on my Firestar II and the 503 has never been
>opened up. I don't want to mess with a good thing but don't want to push it
>either. It's 4+ years old and has had only spark plugs, clean air filters,
>and precisely mixed oil with Marvels Mystery Oil for maintenance. I am
>thinking that a decarbon with new case seals may take it to 400 or 500
>hours. I know that there are many opinions on this subject that point to
>just flying on but I prefer to invest in reliability, especially over the
>trees of Georgia. I will gladly remove it and ship as it would give an
>opportunity to do a really good inspection on the airframe. Who has a good
>reputation?
>Thanks,
>Kip
I am now 619 hours without a decarbon. Never had the jugs off. I check every
50 hours or so (when I repaint my muffler) with a dental mirror and the
spark plugs out , intake/exhaust manifolds off.
I have a 503 dual-carb with an E-gearbox. This plane and engine is just a
little
over 5 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 Pensoil for that 50. 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.
Mine are still 120 lbs - like new.
These 503's are tougher than you think if you run them a couple of hours a
week.
Message 26
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| Subject: | Single rotor rambling |
--> Kolb-List message posted by: "Richard Swiderwski" <rswiderski@earthlink.net>
Hey Rusty, I'll be cheering for you! I started my turbo G-10 project when I
still had my MK-2 which is basically a FS-2 as far as strength is concerned.
If I had the SlingShot I would have probably went with a turbo EA-81 or a
rotary. The rotary would really be sweet & smooth!
"Happy the man who dreams dreams and has the courage to make them come
true." (a quote from a great theologian whose name I can't spell & don't
want to butcher) ...Richard Swiderski
-----Original Message-----
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com] On Behalf Of Rusty
Subject: Kolb-List: Single rotor rambling
--> Kolb-List message posted by: "Rusty" <13brv3c@bellsouth.net>
Greetings,
Now that I'm committed to the single rotor effort for the SS, I figured I'd
pass along a few very preliminary thoughts.
My plan is to start out with almost no weight reduction efforts for the
engine. I'd like to see what it weighs using stock parts first, then I'll
try to reduce it later. My best guess is that the entire engine installation
(coolers, mount, computer, etc) will weigh about 220 lbs. I figure a
complete Rotax 912 installation weighs between 160 and 170 lbs based on
previous list messages. Fortunately, the SS can handle the weight, and the
CG problem is being resolved by ordering a 1050 canister BRS chute, which
will be mounted below the front seat, aiming aft (not my aft, the plane's
aft). Does anyone remember when I was trying to reduce the weight of the
plane :-)
For the record, I just weight everything that goes with the 912S that was on
the SS. This includes the mounts, hoses, oil, coolant, coolers, etc. It
does not include the prop. Total weight is 159 lbs. Quite admirable.
I'll be using the Real World Solutions RD-1C 2.85:1 ratio redrive, which is
44.5 lbs. This is the same one I use on my 200+ HP two rotor engine in the
RV-3. This is way overkill of course, but I don't know of any other
suitable drive at the moment. I could machine off about 5 lbs easily,
without hurting the strength of the drive, but I probably won't do that
initially.
The engine itself will probably initially consist of parts that I have in a
box in the garage. The basic engine weight should be about 120 lbs. This
can be lightened by about 26 lbs by substituting the stock iron side
housings with Racing Beat aluminum housings. The rear housing is available,
but the front housing has been "almost ready" for the past couple years.
They also cost $1200 each!
With the redrive diet, and aluminum housings, the total weight should be
around 190 lbs. This is still without any superhuman efforts to lighten it.
There's already a guy who has an engine lightened to a total installation
weight of 170 lbs, so it can match the 912 weight, but he's done a massive
amount of work to achieve this. Even at 190 lbs, it's close enough for me.
Power would be at least 80 HP if you blindly bolted parts together, and
didn't make any effort at all to tune it. 100 HP should be fairly
attainable with decent tuning, and moderate rpms (7500 or so). Power levels
of 120+ are doable if you don't mind running more rpm, and have a fairly
aggressive porting arrangement. These would not be limited to any length of
time. In other words, you can run 100% power as long as you want. A small
turbo would be dandy, and might not weigh as much as you'd think, since it
would probably eliminate the need for a muffler (which you absolutely must
have on a rotary otherwise).
Considering that the semi-standard for an aircraft engine is 2 lb per HP,
the single rotor looks good. It would really be more promising for a plane
that was normally set up for a small Lycoming or Cont, but I think it can
work in place of a 912UL/ULS for many planes.
I can't really add up the costs, since some of this stuff doesn't exist, but
I'm guessing that buying everything new shouldn't be more than around $9k.
The most expensive item is the redrive, at about $3k, so you can save some
money if you can find a lighter, cheaper drive. If you can handle 26 lbs
more weight, you can save about $1700 by staying with the iron housings. The
fellow that's got the 170 lb engine is using a Hirth G40, which is only
about $1300 I think. The real beauty of the rotary is the lifespan (if you
don't blow an oil cooler), and the low cost of rebuild. The master rebuild
kit for a single rotor is less than $600.
Please keep in mind that this is about all I know at this point. As I
progress with the project, I'll keep the list posted. Anyone who knows me
can tell you that I will post the good, the bad, and the ugly (shut up
Charlie <G>). I would like to reiterate that I'm not trying to sell anyone
on rotary engines. I'm doing this for fun, and will share with the group
for as long as anyone cares to hear it.
Cheers,
Rusty
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