Today's Message Index:
----------------------
1. 07:49 AM - Re: Subaru Engine (John Hauck)
2. 08:12 AM - Re: Subaru Engine (Jerry Curtin)
3. 08:50 AM - Changed, "Subaru Engine" to "Rotax Engine Weights, 2 and 4 Stroke" (John Hauck)
4. 08:50 AM - Re: 912S and 2180 VW weights was Subaru Engine (Rusty)
5. 09:24 AM - Re: 912S and 2180 VW weights was Subaru Engine (Richard & Martha Neilsen)
6. 10:06 AM - Re: 912S and 2180 VW weights was Subaru Engine (John Hauck)
7. 10:52 AM - Re: 912S and 2180 VW weights was Subaru Engine (Todd Fredricks)
8. 11:19 AM - How to repair torn ceconite? (pollus)
9. 12:37 PM - Re: 912ULS over the 912UL (John Hauck)
10. 01:03 PM - Re: How to repair torn ceconite? (DAquaNut@aol.com)
11. 01:31 PM - Re: How to repair torn ceconite? (bryan green)
12. 01:59 PM - Re: Kolb-List Digest: 19 Msgs - 06/22/05 !STAMP:050623215848:3469| (clive_hatcher@connectfree.co.uk)
13. 02:20 PM - Re: Re: Kolb-List Digest: 19 Msgs - 06/22/05 (Todd Fredricks)
14. 02:26 PM - Re: 912ULS over the 912UL (Todd Fredricks)
15. 03:51 PM - Re: 912ULS over the 912UL (John Hauck)
16. 04:41 PM - Re: 912ULS over the 912UL (Todd Fredricks)
17. 06:44 PM - Re: Kolb-List Digest: 37 Msgs - 06/21/05 (Skywaylodge@aol.com)
18. 06:54 PM - Re: Re: Kolb-List Digest: 37 Msgs - 06/21/05 (Rusty)
19. 07:13 PM - Re: How to repair torn ceconite? (Denny Rowe)
20. 07:29 PM - Recent Trip (John Williamson)
21. 07:59 PM - Re: 912ULS over the 912UL (Denny Rowe)
22. 07:59 PM - Re: Recent Trip (John Hauck)
23. 08:03 PM - Re: 912ULS over the 912UL (John Hauck)
24. 08:08 PM - Inflight Fuel Mixture Adjustment (John Hauck)
25. 08:10 PM - Kolb Twinstar (jctuck3@excite.com)
26. 08:13 PM - Re: 912ULS over the 912UL (Todd Fredricks)
27. 08:20 PM - Re: Inflight Fuel Mixture Adjustment (Todd Fredricks)
28. 08:45 PM - Re: Inflight Fuel Mixture Adjustment (John Hauck)
29. 08:52 PM - Re: Inflight Fuel Mixture Adjustment (Todd Fredricks)
30. 09:08 PM - Re: Subaru Engine (Richard Swiderwski)
31. 09:49 PM - Re: Re: Kolb-List Digest: 19 Msgs - 06/22/05 (Richard Pike)
32. 11:18 PM - Re: How to repair torn ceconite? (pollus)
33. 11:50 PM - Re: Subaru Engine (Ron)
Message 1
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| Subject: | Re: Subaru Engine |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
It states the installed weight as approx 327lbs. Much too heavy for
| the Kolb I would think. www.eggenfellneraircraft.com
| Jerry.
Jerry/Richard/Gang:
Here's another cut and paste from the same web site. I know nothing
of Subaru engines or "real" airplane engines, but this seems to be a
good comparison for firewall forward weights of the different
packages.
QUESTION: What is the weight FWF (sans prop) weights for the various
engines? Subaru 2.5 XT, H-6 (212hp), H-6 (250H), etc (Jan's offerings)
Lycoming (I) O320, (I)O360, (I)O540, etc?
ANSWER:
2004 and 2005 2.5 STI engines are 345 without supercharger ready
to fly with mount etc.
2004 and 2005 2.5 STI engines are 365 with the supercharger and
200 HP.
2004 3.0 H-6 engines are 430 ready to fly - 190 HP.
2005 3.0 H-6 engines are 445 ready to fly - 200 HP - variable
valve timing
IO-360 firewall package - 180 HP - that came off the RV-6A was
415 lb
I wish I knew what the all up weight of my 912S is, but unfortunately
I don't have that info. However, I am satisfied with its performance,
durability, reliability, and ease of maintenance. I am not satisfied
with the initial price of the engine or replacement parts, but my butt
is worth every penny I spend on the 912S to make my flying comfortable
and enjoyable, especially on long cross country flights.
john h
Message 2
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| Subject: | Re: Subaru Engine |
--> Kolb-List message posted by: "Jerry Curtin" <jcurtin@cableone.net>
Hi John, probably preaching to the choir but check out this site.
www.kodiakbs.com
Jerry
do not archive
----- Original Message -----
From: "John Hauck" <jhauck@elmore.rr.com>
Subject: Re: Kolb-List: Subaru Engine
> --> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
>
> It states the installed weight as approx 327lbs. Much too heavy for
>
> Jerry/Richard/Gang:
>
> Here's another cut and paste from the same web site. I know nothing
> of Subaru engines or "real" airplane engines, but this seems to be a
> good comparison for firewall forward weights of the different
> packages.
>
>
> QUESTION: What is the weight FWF (sans prop) weights for the various
> engines? Subaru 2.5 XT, H-6 (212hp), H-6 (250H), etc (Jan's offerings)
> Lycoming (I) O320, (I)O360, (I)O540, etc?
>
> ANSWER:
>
> 2004 and 2005 2.5 STI engines are 345 without supercharger ready
> to fly with mount etc.
>
> 2004 and 2005 2.5 STI engines are 365 with the supercharger and
> 200 HP.
>
> 2004 3.0 H-6 engines are 430 ready to fly - 190 HP.
>
> 2005 3.0 H-6 engines are 445 ready to fly - 200 HP - variable
> valve timing
>
> IO-360 firewall package - 180 HP - that came off the RV-6A was
> 415 lb
>
>
> I wish I knew what the all up weight of my 912S is, but unfortunately
> I don't have that info. However, I am satisfied with its performance,
> durability, reliability, and ease of maintenance. I am not satisfied
> with the initial price of the engine or replacement parts, but my butt
> is worth every penny I spend on the 912S to make my flying comfortable
> and enjoyable, especially on long cross country flights.
>
> john h
>
>
Message 3
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|
| Subject: | Changed, "Subaru Engine" to "Rotax Engine Weights, 2 and 4 |
Stroke"
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
| www.kodiakbs.com
| Jerry
Hi Jerry/Gang:
Thanks for the info. Did not realize Rotax had some installed weights
available for all engines:
http://www.kodiakbs.com/2intro.htm
http://www.kodiakbs.com/4intro.htm
I have run the gambit from 582, 912 nd 912S installed on my old MKIII:
110.6 lbs w/C gearbox
134.2 lbs 912UL
140.6 lbs 912ULS
john h
MKIII/912ULS
Titus, Alabama
Message 4
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| Subject: | 912S and 2180 VW weights was Subaru Engine |
--> Kolb-List message posted by: "Rusty" <13brv3c@bellsouth.net>
I wish I knew what the all up weight of my 912S is, but unfortunately
I don't have that info.
------------------
Hi John,
Before the 912S left, I weighed everything that went with the engine. This
is what I would consider the total, installed weight, including oil and
coolant, mounts, oil reservoir, coolers, etc. Total weight was 159 lbs,
which is pretty good. Gonna be impossible to beat that with a single rotor,
but there could be plenty more power.
I recently sold a 2180 VW engine as well, and weight it too.
- Great Plains 2180, Diehl case, 1' exhaust pipes, short intakes on heads,
secondary ignition, force one prop hub - 150 lbs
- Spacers to mount Diehl case to airframe- 4 lbs
- Starter- 11 lbs
- Magneto- 5.5 lbs
- Stock oil cooler- 1.5 lbs
- Zenith carb and horrible adapter- 4.5 lbs
Total weight above- 176.5
A carb mount, and tubing to connect the carb to the intakes on the heads,
plus oil would have to be added, along with coils and wires for the
secondary ignition, and baffles for cylinder cooling. Realistically, this
would end up weighing around 185-190 lbs with all that added. Power is
rated at 70 hp continuous, and 76 hp for takeoff.
FWIW, I don't know much about Subaru engines, but I think they have much
lighter versions, more in line with what a Kolb would need.
Cheers,
Rusty
Message 5
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| Subject: | Re: 912S and 2180 VW weights was Subaru Engine |
--> Kolb-List message posted by: "Richard & Martha Neilsen" <NeilsenRM05@comcast.net>
Good info Guys
I took some time in cutting and drilling to lighten my VW (mostly on the
diehl case). Also didn't use that heavy under powered unreliable magneto.
Also added the Valley Reduction drive 8 lbs but doesn't have the direct
drive parts so it adds maybe only 5 lbs.
My VW would weigh some where around 165-170 lbs. my empty weight of my
MKIIIc is 587 lbs empty. The reduction drive VW due to higher climb RPMs
(3800) is rated around 85 HP.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "Rusty" <13brv3c@bellsouth.net>
Subject: RE: Kolb-List: 912S and 2180 VW weights was Subaru Engine
> --> Kolb-List message posted by: "Rusty" <13brv3c@bellsouth.net>
>
>
> I wish I knew what the all up weight of my 912S is, but unfortunately
> I don't have that info.
> ------------------
>
>
> Hi John,
>
> Before the 912S left, I weighed everything that went with the engine.
> This
> is what I would consider the total, installed weight, including oil and
> coolant, mounts, oil reservoir, coolers, etc. Total weight was 159 lbs,
> which is pretty good. Gonna be impossible to beat that with a single
> rotor,
> but there could be plenty more power.
>
>
> I recently sold a 2180 VW engine as well, and weight it too.
>
> - Great Plains 2180, Diehl case, 1' exhaust pipes, short intakes on heads,
> secondary ignition, force one prop hub - 150 lbs
> - Spacers to mount Diehl case to airframe- 4 lbs
> - Starter- 11 lbs
> - Magneto- 5.5 lbs
> - Stock oil cooler- 1.5 lbs
> - Zenith carb and horrible adapter- 4.5 lbs
>
> Total weight above- 176.5
>
> A carb mount, and tubing to connect the carb to the intakes on the heads,
> plus oil would have to be added, along with coils and wires for the
> secondary ignition, and baffles for cylinder cooling. Realistically, this
> would end up weighing around 185-190 lbs with all that added. Power is
> rated at 70 hp continuous, and 76 hp for takeoff.
>
> FWIW, I don't know much about Subaru engines, but I think they have much
> lighter versions, more in line with what a Kolb would need.
Message 6
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|
| Subject: | Re: 912S and 2180 VW weights was Subaru Engine |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
my
| MKIIIc is 587 lbs empty. The reduction drive VW due to higher climb
RPMs
| (3800) is rated around 85 HP.
|
| Rick Neilsen
Hi Rick/Gang:
That's getting the weight down quite a bit.
Would be tickled pink to see a good alternative auto/aircraft engine
give Rotax a run for their money. However, primary to me, above all
else is reliability. After all, it is me up there in an unfriendly,
unforgiving environment. Based not only on inhospitable places I find
myself and my MKIII, is the everyday local flight around the patch
that usually gets folks. Take the example of the loss of a really
good friend a few days ago. Al Reay had a reputation of flying his
utralights and lightplanes wherever he wanted to go. His latestest
long flight was up to Alaska last summer. I missed him at Watson
Lake, Yukon Territory, by 7 days. The fuel man, who I have known for
a long time now, told me Al said to tell Hauck hello, then pointed out
the photo on the bulletin board in the fuel shack of Al and his
beautiful Titan Tornado. For those that did not know, Al died in the
crash of his Titan near his home base of Winsted, Minnesota. I have
known Al since the early days. He made some significant flights in
his single place Buccaneeer, The Mississippi Queen, back in the 80's.
He and a friend also built and were awarded the 1985 (I may be wrong
on the year) Oshkosh Grand Champion Ultralight, a Kolb Twinstar. I
had just received a reply from Al after I had sent him the url of my
MV web page George Alexander posted. He replied in CAPS that he would
love to make the MV flight next year. I have invited him out each
year we have had it, except the first one.
For me, what it boils down to is reliability first. Not worth the
aggrevation of trying to make a system work at the risk of getting the
airplane and me hurt. Getting too old for that. Will let you younger
guys get out there and prove some of these newer and older systems.
Good luck and I hope you all can find something that will give Rotax
some "real" competion in performance, reliability, and price.
Take care,
john h
MKIII/912ULS
Titus, Alabama
PS: Except for one, all of my significant crashes and engine failures
have been at home. Well, make that two. I forgot about the one at
Grand Island, NY, 1988. ;-)
Message 7
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| Subject: | Re: 912S and 2180 VW weights was Subaru Engine |
--> Kolb-List message posted by: Todd Fredricks <flyingfox@copper.net>
What are the essential differences that make the 912 ULS preferable over the
912?
Todd
On 6/23/05 1:05 PM, "John Hauck" <jhauck@elmore.rr.com> wrote:
> --> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
>
> | My VW would weigh some where around 165-170 lbs. my empty weight of
> my
> RPMs
>
> Hi Rick/Gang:
>
> That's getting the weight down quite a bit.
>
> Would be tickled pink to see a good alternative auto/aircraft engine
> give Rotax a run for their money. However, primary to me, above all
> else is reliability. After all, it is me up there in an unfriendly,
> unforgiving environment. Based not only on inhospitable places I find
> myself and my MKIII, is the everyday local flight around the patch
> that usually gets folks. Take the example of the loss of a really
> good friend a few days ago. Al Reay had a reputation of flying his
> utralights and lightplanes wherever he wanted to go. His latestest
> long flight was up to Alaska last summer. I missed him at Watson
> Lake, Yukon Territory, by 7 days. The fuel man, who I have known for
> a long time now, told me Al said to tell Hauck hello, then pointed out
> the photo on the bulletin board in the fuel shack of Al and his
> beautiful Titan Tornado. For those that did not know, Al died in the
> crash of his Titan near his home base of Winsted, Minnesota. I have
> known Al since the early days. He made some significant flights in
> his single place Buccaneeer, The Mississippi Queen, back in the 80's.
> He and a friend also built and were awarded the 1985 (I may be wrong
> on the year) Oshkosh Grand Champion Ultralight, a Kolb Twinstar. I
> had just received a reply from Al after I had sent him the url of my
> MV web page George Alexander posted. He replied in CAPS that he would
> love to make the MV flight next year. I have invited him out each
> year we have had it, except the first one.
>
> For me, what it boils down to is reliability first. Not worth the
> aggrevation of trying to make a system work at the risk of getting the
> airplane and me hurt. Getting too old for that. Will let you younger
> guys get out there and prove some of these newer and older systems.
> Good luck and I hope you all can find something that will give Rotax
> some "real" competion in performance, reliability, and price.
>
> Take care,
>
> john h
> MKIII/912ULS
> Titus, Alabama
>
> PS: Except for one, all of my significant crashes and engine failures
> have been at home. Well, make that two. I forgot about the one at
> Grand Island, NY, 1988. ;-)
>
>
>
>
>
>
Message 8
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| Subject: | How to repair torn ceconite? |
--> Kolb-List message posted by: pollus <pollus@fornerod.nl>
Guys,
Some anonymous jerk fooled around in the hangar last week or so, and
rotated my 3-blade prop, shoving it right through the fabric of the
folded right wing of my MK3. Now I am faced with a torn wing for over
ca 5 inch on the bottom side of the wing. The opening itself is not
much, ca 0,04 inch.
Apart from the rage because this fool did not leave a message (Sorry
I damaged your wing. Do not fly) leaving it for me to happen to see
it while preflighting (which thank god I did), I am now to do some
repair work. Simple maybe if you built the plane yourself, but
remember, I bought her second hand.
From the accompanying papers I figured out the wing is finished with
Stitts Poly Brush products. At my local flight shop I was advised to
buy some Ceconite 101 and a quarter Rand-O-Bond cement and diluting
fluid.
Problem: the manual they handed me (and which I now read at home)
covers the covering of a wing, but not the repair of a torn section.
I read some things on the internet but I'd like some expert advice.
What am I to do? Just glue a piece of ceconite over the secion? Do I
have to remove the paint? Do I have to stich it first? Where is the
diluting fluid for? To clean the brush afterward of do I have to
dilute the cement?
So... err... help...
Greetings from a hot and sunny Holland!
Pollus
Message 9
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| Subject: | Re: 912ULS over the 912UL |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
over the
| 912?
|
| Todd
Todd/All:
912ULS is a "whole" new engine based on the well proved 912UL. It is
not a hopped up 912UL and some folks think.
The 912ULS is the result of user testing of the 912UL, as of January
2000, 7,000 912UL and 11 years experience with that engine.
The 912ULS is heavy duty in every way, heavier cases, crank,
connecting rods, etc., than the 912UL. The intake system was cleaned
up to perform better. Compression was increased from 9.0 to 10.5 to
1. Max continuous hp is 79 at 5500 for the 912UL and 95 hp at 5500
for the 912ULS. What that means is both engines can be operated
continuously at WOT provided they are pitched not to pull more than
5,500 rpm. I have done this many times with my 912ULS which now has
more than 1,020.0 hours.
Disadvantages of the 912ULS over the 912UL is:
More fuel consumption.
One half the time before replacement of spark plugs.
Advantages are:
Stronger built engine.
More power, 95 or 79 hp max continuous.
I enjoy my 912ULS over the 912UL I had previously flown on the MKIII
for 1135.0 hours primarily for the increase in power giving me the
ability to do a few more things better. It should be noted that the
912ULS with slipper clutch is also a smoother engine at cruise than
the 912UL which is also a very smooth engine.
Hope I have answered some of your questions. If not, give me a shout.
john h
Message 10
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| Subject: | Re: How to repair torn ceconite? |
--> Kolb-List message posted by: DAquaNut@aol.com
Pollus,
I had to patch my Kolb before I even finnished as a piece of steel fell
off the wall rack and poked a hole in the dacron fabric. I just took siccors
and cut out the jagged edge. Took MEK and wipped the surface until I saw the
original fabric Then I cut a piece of fabric about 2 " bigger than the cut out
area and applied Poly Tak and smoothed it out. Carefully shrank it with an
iron set at about 275 deg. Then put on several coats of poly brush, poly spray
and poly tone. I guess you should find out If it originally had Polytone
or Aerothane. Aerothane is a bit more involved and some one on the list will
probably tell how if need be. I dont think other product are recommended
to be used in patching over stits products.
You can try Air Craft Technical Support for advice And repair Stits
products. Jim Miller will be most helpfull. # (614)8773334
Hope this Helps
Ed
Message 11
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| Subject: | Re: How to repair torn ceconite? |
--> Kolb-List message posted by: bryan green <lgreen1@sc.rr.com>
Hi Pollus, I'm no expert on anything but FWIW here goes.
Make you a frame from scrap wood say three or four times the size of
the tear. Use some of the glue and attach a piece of ceconite to the
frame, when dry iron it with a 275 deg. F iron this will pre-shrink the
fabric some then cut a patch out bigger by about 2" all around then the
tear make it round or oval no corners.
Next try a small amount of the reducer on the tear hopefully it will
remove the paint if so clean the paint off big enough for the patch. If
that does not work you will have to sand it off, once you get down to
the fabric glue your patch on, let it dry then iron it with a 325 deg F
iron. Dilute some of the glue slightly with the reducer then paint over
the whole patch after this dries you can put on your UV protection then
paint back to match.
Bryan Green Elgin SC
Firestar 447 BRS
pollus wrote:
>--> Kolb-List message posted by: pollus <pollus@fornerod.nl>
>
>Guys,
>
>Some anonymous jerk fooled around in the hangar last week or so, and
>rotated my 3-blade prop, shoving it right through the fabric of the
>folded right wing of my MK3. Now I am faced with a torn wing for over
>ca 5 inch on the bottom side of the wing. The opening itself is not
>much, ca 0,04 inch.
>
>Apart from the rage because this fool did not leave a message (Sorry
>I damaged your wing. Do not fly) leaving it for me to happen to see
>it while preflighting (which thank god I did), I am now to do some
>repair work. Simple maybe if you built the plane yourself, but
>remember, I bought her second hand.
>
> From the accompanying papers I figured out the wing is finished with
>Stitts Poly Brush products. At my local flight shop I was advised to
>buy some Ceconite 101 and a quarter Rand-O-Bond cement and diluting
>fluid.
>
>Problem: the manual they handed me (and which I now read at home)
>covers the covering of a wing, but not the repair of a torn section.
>
>I read some things on the internet but I'd like some expert advice.
>What am I to do? Just glue a piece of ceconite over the secion? Do I
>have to remove the paint? Do I have to stich it first? Where is the
>diluting fluid for? To clean the brush afterward of do I have to
>dilute the cement?
>
>So... err... help...
>
>Greetings from a hot and sunny Holland!
>
>Pollus
>
>
>
>
Message 12
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| Subject: | RE: Kolb-List Digest: 19 Msgs - 06/22/05 !STAMP:050623215848:3469| |
--> Kolb-List message posted by: "clive_hatcher@connectfree.co.uk" <clive_hatcher@connectfree.co.uk>
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Message 13
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!STAMP:050623215848:3469|
| Subject: | Re: RE: Kolb-List Digest: 19 Msgs - 06/22/05 |
!STAMP:050623215848:3469|
--> Kolb-List message posted by: Todd Fredricks <flyingfox@copper.net>
On 6/23/05 4:59 PM, "clive_hatcher@connectfree.co.uk"
<clive_hatcher@connectfree.co.uk> wrote:
> --> Kolb-List message posted by: "clive_hatcher@connectfree.co.uk"
> <clive_hatcher@connectfree.co.uk>
>
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Message 14
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| Subject: | Re: 912ULS over the 912UL |
--> Kolb-List message posted by: Todd Fredricks <flyingfox@copper.net>
John;
How is the fuel consumption and can you lean it out or is it an automatic
mixture? As well are you running autofuel or AVGAS?
I was directed to ask you specifically about the best prop exhaust systems
to maximize noise suppression in the engine installation so there it is, I
am asking. I would love to have something akin to a YO-3 in terms of quiet
but at 5500 rpm unless I had a substantial reduction gear and a variable
pitch prop I doubt that is going to happen.
My 172 is pert near sold so the cash is available and I am going to take a
trip to London as soon as work allows and sit in a Mark IIIX. I am 6'3" and
240 and an OH-58 is a comfy fit. The Kolb people thought that they might
have a demonstrator built up around the time of OSH so I am hoping I can get
a chance to go check it out.
Any thoughts or comments are welcome. I am going to buy the quick build
option and I think your tire set up will also do the bill since I am
operating off my own air strip. I just wish I could get taller gear on the
Mark IIIX
Todd
On 6/23/05 3:37 PM, "John Hauck" <jhauck@elmore.rr.com> wrote:
> --> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
>
> | What are the essential differences that make the 912 ULS preferable
> over the
>
> Todd/All:
>
> 912ULS is a "whole" new engine based on the well proved 912UL. It is
> not a hopped up 912UL and some folks think.
>
> The 912ULS is the result of user testing of the 912UL, as of January
> 2000, 7,000 912UL and 11 years experience with that engine.
>
> The 912ULS is heavy duty in every way, heavier cases, crank,
> connecting rods, etc., than the 912UL. The intake system was cleaned
> up to perform better. Compression was increased from 9.0 to 10.5 to
> 1. Max continuous hp is 79 at 5500 for the 912UL and 95 hp at 5500
> for the 912ULS. What that means is both engines can be operated
> continuously at WOT provided they are pitched not to pull more than
> 5,500 rpm. I have done this many times with my 912ULS which now has
> more than 1,020.0 hours.
>
> Disadvantages of the 912ULS over the 912UL is:
>
> More fuel consumption.
> One half the time before replacement of spark plugs.
>
> Advantages are:
>
> Stronger built engine.
> More power, 95 or 79 hp max continuous.
>
> I enjoy my 912ULS over the 912UL I had previously flown on the MKIII
> for 1135.0 hours primarily for the increase in power giving me the
> ability to do a few more things better. It should be noted that the
> 912ULS with slipper clutch is also a smoother engine at cruise than
> the 912UL which is also a very smooth engine.
>
> Hope I have answered some of your questions. If not, give me a shout.
>
> john h
>
>
>
>
>
>
Message 15
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| Subject: | Re: 912ULS over the 912UL |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
Hi Todd/All:
automatic
| mixture? As well are you running autofuel or AVGAS?
912 at 5,000 rpm burned 4.0 gph, 5,200 rpm 4.25 gph, 5,400 rpm 4.5
gph.
912S at 5,000 burns 5.0 gph
I burn MoGas when available, AVGAS otherwise.
Can't help you with noise suppression. I build, rig, and tune, my
airplanes for maximum performance and reliability.
I use Titan SS Exhaust System and Warp Drive Props.
I prefer the MKIII Classic, which I have been flying for some time
now, over the newer MKIII Extra. That's why I fly what I fly. If I
was going to build anything else, it would be a Kolbra with 20 and 40
degrees of flaps, Hauck landing gear and Alaska Tundra Tires.
| I just wish I could get taller gear on the
| Mark IIIX
Sometimes you have to do some design and fabrication work on your own
to get exactly what you want.
Take care,
john h
MKIII/912ULS
Titus, Alabama
Message 16
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| Subject: | Re: 912ULS over the 912UL |
--> Kolb-List message posted by: Todd Fredricks <flyingfox@copper.net>
I suppose I need to speak to Williams about the fit of the Kolbra for the
front and rear seater. Any specific reason why the preference of the IIIC
versus the IIIX?
On 6/23/05 6:52 PM, "John Hauck" <jhauck@elmore.rr.com> wrote:
> --> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
>
> Hi Todd/All:
>
> | How is the fuel consumption and can you lean it out or is it an
> automatic
>
> 912 at 5,000 rpm burned 4.0 gph, 5,200 rpm 4.25 gph, 5,400 rpm 4.5
> gph.
>
> 912S at 5,000 burns 5.0 gph
>
> I burn MoGas when available, AVGAS otherwise.
>
> Can't help you with noise suppression. I build, rig, and tune, my
> airplanes for maximum performance and reliability.
>
> I use Titan SS Exhaust System and Warp Drive Props.
>
> I prefer the MKIII Classic, which I have been flying for some time
> now, over the newer MKIII Extra. That's why I fly what I fly. If I
> was going to build anything else, it would be a Kolbra with 20 and 40
> degrees of flaps, Hauck landing gear and Alaska Tundra Tires.
>
>
> Sometimes you have to do some design and fabrication work on your own
> to get exactly what you want.
>
> Take care,
>
> john h
> MKIII/912ULS
> Titus, Alabama
>
>
>
>
>
>
Message 17
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| Subject: | Re: Kolb-List Digest: 37 Msgs - 06/21/05 |
--> Kolb-List message posted by: Skywaylodge@aol.com
Friends,
How do I remove my name from the Kolb list? I no longer own a Kolb.
Thanks
Message 18
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|
| Subject: | Re: Kolb-List Digest: 37 Msgs - 06/21/05 |
--> Kolb-List message posted by: "Rusty" <13brv3c@bellsouth.net>
How do I remove my name from the Kolb list? I no longer own a Kolb.
---------------
I'm sorry, but you'll just have to buy another one :-)
Here's the subscription/un-subscription page:
http://www.matronics.com/subscription/
Cheers,
Rusty
Do not archive or sell your Kolb
Message 19
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|
| Subject: | Re: How to repair torn ceconite? |
--> Kolb-List message posted by: "Denny Rowe" <rowedl@highstream.net>
Pollus,
Call Jim and Dondi Miller at Aircraft Tech Support (877-877-3334) and tell
them your story, they have exactly what you need and an excellent Polyfiber
manual to make sure you do the job right.
You will be shocked at how easy it is.
also at www.aircrafttecksupport.com
Denny Rowe
PS: I would not mix brands of covering, sounds like your bird is all
Polyfiber, stick with it.
Message 20
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|
--> Kolb-List message posted by: "John Williamson" <kolbrapilot2@comcast.net>
Just got back from Big Bend area of Texas. Gary H. and I had a great time.
It wasn't quite as primitive as I was ready for. I know John H. was worried
about me not getting my milk and donuts for breakfast, so check out this
picture of breakfast this morning:
http://home.comcast.net/~kolbrapilot/100_3882.JPG.
I will have a complete update on the trip in a day or two.
John Williamson
Arlington, TX
Kolb Kolbra, Rotax 912ULS, 836 hours
http://home.comcast.net/~kolbrapilot
do not archive
Message 21
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| Subject: | Re: 912ULS over the 912UL |
--> Kolb-List message posted by: "Denny Rowe" <rowedl@highstream.net>
----- Original Message -----
: "Todd Fredricks" Asked John H......
. Any specific reason why the preference of the IIIC
> versus the IIIX?
Johns a little dude. :-)
Denny Rowe,
Mk-3C
>
>
Message 22
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--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
great time.
John W/Gary H/Gang:
Where were you when the photo was taken? and where did the milk and
little white powdered sugar donut come from?
You guys ain't learned how to rough it yet! ;-)
Glad you had a good, safe flight.
Take care,
john h
DO NOT ARCHIVE
Message 23
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|
| Subject: | Re: 912ULS over the 912UL |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
Any specific reason why the preference of the IIIC
| versus the IIIX?
Todd/All:
Yes, my MKIII flies much better, to me, than the MKIIIx. I don't have
much time in the MKIIIx, but enough to know I would rather fly my
MKIII.
Specifically, I like the way mine feels and responds to control
inputs. May be that after 2,366 hours flying my MKIII during the past
13 years, nothing will feel as good or take its place. ;-)
john h
Message 24
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|
| Subject: | Inflight Fuel Mixture Adjustment |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
Todd/All:
Forgot to mention the 912's have automatic mixture control, altitude
and temperature compensating.
Works good.
Mine has been to 14,500 feet ASL several times crossing the Rockies.
John W's has been over 15,000 feet. Both worked well at those
altitudes based on the fact they are normally aspirated.
john h
Message 25
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|
--> Kolb-List message posted by: "jctuck3@excite.com" <jctuck3@excite.com>
Greetings all! I am new to the bulletin board and have recently purchased a Kolb
Mark II Twinstar; it was originally built by W.C. Ferguson, the designer of
the Fergy. Does anyone on the list have access to the original owner's construction/service
manual for this model? The New Kolb Aircraft company does not
offer support for models this old, and I have not been successful in searching
the Kolb list archives regarding the matter. Any assistance would be greatly
appreciated. Thank you. JulianTS 0142
Message 26
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| Subject: | Re: 912ULS over the 912UL |
--> Kolb-List message posted by: Todd Fredricks <flyingfox@copper.net>
Sadly I am not. ;) all this size and no basketball talent just an obscession
with flying. I do like the Kiowa over the Blackhawk though. Just feels
better wedged in that thing.
Todd
On 6/23/05 10:25 PM, "Denny Rowe" <rowedl@highstream.net> wrote:
> --> Kolb-List message posted by: "Denny Rowe" <rowedl@highstream.net>
>
>
> ----- Original Message -----
> : "Todd Fredricks" Asked John H......
> . Any specific reason why the preference of the IIIC
>> versus the IIIX?
>
> Johns a little dude. :-)
>
> Denny Rowe,
> Mk-3C
>>
>>
>
>
>
>
>
>
Message 27
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|
| Subject: | Re: Inflight Fuel Mixture Adjustment |
--> Kolb-List message posted by: Todd Fredricks <flyingfox@copper.net>
Poor man's FADEC. Nice.
Any courses or workshops on flattening the learning curve of the 912
engines?
Todd
On 6/23/05 11:09 PM, "John Hauck" <jhauck@elmore.rr.com> wrote:
> --> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
>
> Todd/All:
>
> Forgot to mention the 912's have automatic mixture control, altitude
> and temperature compensating.
>
> Works good.
>
> Mine has been to 14,500 feet ASL several times crossing the Rockies.
> John W's has been over 15,000 feet. Both worked well at those
> altitudes based on the fact they are normally aspirated.
>
> john h
>
>
>
>
>
>
>
> >
>
>
>
>
>
Message 28
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|
| Subject: | Re: Inflight Fuel Mixture Adjustment |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
912
| engines?
|
| Todd
Todd/All:
Ronnie Smith, South Mississippi Light Aircraft, Lucedale, Mississippi,
sponsors a 912 School presented by Eric Tucker of Rotax, usually
around the first of February each year. You can check with Ronnie for
sign up and course dates:
http://www.flysmla.com/contact.htm
I have had the opportunity to attend the 912 School at Lucedale in
2000 and 2004. A very informative school. Tear down and rebuild the
engine all the way to the crank shaft.
A lot is learned by flying in front of them for a good while.
Maintenance is very low, and if keep current, the engines continue to
perform just like the day they came out of the box.
john h
Message 29
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|
| Subject: | Re: Inflight Fuel Mixture Adjustment |
--> Kolb-List message posted by: Todd Fredricks <flyingfox@copper.net>
That is a great thing. I believe I will try to attend.
Thanks, John
On 6/23/05 11:45 PM, "John Hauck" <jhauck@elmore.rr.com> wrote:
> --> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
>
> | Any courses or workshops on flattening the learning curve of the
> 912
>
> Todd/All:
>
> Ronnie Smith, South Mississippi Light Aircraft, Lucedale, Mississippi,
> sponsors a 912 School presented by Eric Tucker of Rotax, usually
> around the first of February each year. You can check with Ronnie for
> sign up and course dates:
>
>
> http://www.flysmla.com/contact.htm
>
> I have had the opportunity to attend the 912 School at Lucedale in
> 2000 and 2004. A very informative school. Tear down and rebuild the
> engine all the way to the crank shaft.
>
> A lot is learned by flying in front of them for a good while.
>
> Maintenance is very low, and if keep current, the engines continue to
> perform just like the day they came out of the box.
>
> john h
>
>
>
>
>
>
>
> >
>
>
>
>
>
Message 30
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|
--> Kolb-List message posted by: "Richard Swiderwski" <rswiderski@earthlink.net>
Jerry, the FAQ you referenced is not talking about an E
81. The RV's use a bigger engine. ...Richard Swiderski
-----Original Message-----
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com] On Behalf Of Jerry Curtin
Subject: Re: Kolb-List: Subaru Engine
--> Kolb-List message posted by: "Jerry Curtin" <jcurtin@cableone.net>
Hello Richard and all, Re: weight of a Subaru install, here is a web site
that builds them for RV's. The installation can vary but the weight should
be pretty close. Click on engines, then FAQ and look at the fourth question
down. It states the installed weight as approx 327lbs. Much too heavy for
the Kolb I would think. www.eggenfellneraircraft.com
Jerry.
do not archive
----- Original Message -----
From: "Richard Swiderwski" <rswiderski@earthlink.net>
Subject: RE: Kolb-List: Subaru Engine
> --> Kolb-List message posted by: "Richard Swiderwski"
<rswiderski@earthlink.net>
>
> The Suburu E81 with redrive & starter will weigh in at 200 lb & up & get
you
> 90-100hp. Being a flat 4, there are no resonance issues & they have proven
> themselves in aircraft for going on 20yrs. The Geo Metro (Suzuki) 3cyl
will
> weigh as little 145lb & put out 55-64hp (90-100hp turbocharged & 180 lbs.)
> The 4 cyl version is about 180lbs & 80-90hp. There are conversion kits
for
> the Suzuki's for about $2300. My SPG-2 gear reduction is rated at 135hp
> (4-stroke) & will work on either the 3 or 4 cyl as is, & on the Suburu
with
> a different adapter. The Suzuki's are fuel injected & have a bullet proof
> reputation, though they will not have the smoothness of a flat 4.
>
> Richard Swiderski
> Seeing the light at the end of the tunnel & gaining on Big Lar
>
>
> -List: Subaru Engine
>
>
> Ron
> I looked at Subaru engines when I was considering engines for my MKIIIc.
My
> view of the engine is that it is one of the best automotive engines
> available for aircraft use. I talked to a guy that put a direct drive
Subaru
>
> on his MKIIIc. He said he was happy with the setup but he sold the
airplane
> and the first thing the buyer did was put a rotax on it. Sometimes
builders
> overlook the negatives of their creations? I really considered the engine
> but it just seemed to be too heavy. My VW is heaver than the 912 Rotaxes a
nd
>
> that has caused me some issues with weight and balance but I'm happy with
> the setup. I don't remember the installed weight of the Subaru but it seem
> like it is 30-50 lbs more than the VW and that just seemed to be too much
> for any of the big Kolbs.
>
> My $.02 worth
>
> Rick Neilsen
> Redrive VW powered MKIIIc
>
> ----- Original Message -----
> From: "Ron" <CaptainRon1@cox.net>
> To: <kolb-list@matronics.com>
> Subject: Kolb-List: Subaru Engine
>
>
> > --> Kolb-List message posted by: Ron <CaptainRon1@cox.net>
> >
> >> Are there any Kolbers with a Subaru motor on an M3. If there are I'd
> >> like any feedback that you may have. I found a great deal on an RDU
> >> for the Subaru, the motor itself is inexpensive and I am told that it
> >> will fit the Rotax mount on an Mark III Xtra.
> >
> > Ron
> > Sierra Vista Arizona
> >
> >
> >
>
>
Message 31
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|
| Subject: | Re: RE: Kolb-List Digest: 19 Msgs - 06/22/05 |
!STAMP:050623215848:3469|
--> Kolb-List message posted by: Richard Pike <richard@bcchapel.org> !STAMP:050623215848:3469|
At 09:59 PM 6/23/2005 +0100, you wrote:
>--> Kolb-List message posted by: "clive_hatcher@connectfree.co.uk"
><clive_hatcher@connectfree.co.uk>
>
>Your email to clive_hatcher@connectfree.co.uk
>(clive_hatcher@connectfree.co.uk) with the subject of 'Kolb-List Digest:
>19 Msgs - 06/22/05' is being analysed by emailAI a new SPAM control system
>that eliminates spam. To ensure your email is delivered, please reply to
>this email and send it. Do not modify the email at all. This is a once
>only check. Future emails from you to clive_hatcher@connectfree.co.uk will
>be accepted automatically from your email kolb-list-digest@matronics.com.
>
>For more information regarding emailAI please visit http://www.emailAI.com
>
>---
>emailAI (Artificial Intelligence for Your Email) -
>http://www.SpamResearchCenter.com - emailAI is a Software Development
>Project - http://www.SoftwareDevelopment.net.au
>
>
>!STAMP:050623215848:3469|
>!ID:150616220422|
>
>
Message 32
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|
| Subject: | Re: How to repair torn ceconite? |
--> Kolb-List message posted by: pollus <pollus@fornerod.nl>
Dennis / all
Thanks for all the tips. I am thinking about a quick fix now (wanna
fly!) and a more esthetically sound repair job when the storm and
rain seasons have begun.
That website you mentioned http://www.aircrafttechsupport.com (the h
does the trick) really is great! ALL the answers are there!
Greetings from Holland. Stil hot and sunny!
Pollus
Op 24-jun-2005, om 4:13 heeft Denny Rowe het volgende geschreven:
> --> Kolb-List message posted by: "Denny Rowe" <rowedl@highstream.net>
>
> Pollus,
> Call Jim and Dondi Miller at Aircraft Tech Support (877-877-3334)
> and tell
> them your story, they have exactly what you need and an excellent
> Polyfiber
> manual to make sure you do the job right.
> You will be shocked at how easy it is.
> also at www.aircrafttecksupport.com
>
> Denny Rowe
> PS: I would not mix brands of covering, sounds like your bird is all
> Polyfiber, stick with it.
>
>
Message 33
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|
| Subject: | Re: Subaru Engine |
--> Kolb-List message posted by: Ron <CaptainRon1@cox.net>
Hi Jerry
Nice site very impressive engine. One thing though I think unless I
missed something that he was talking about the 6 cylinder version. I
wonder about the 4 cylinder motor, as it will be what we can use on the
kolb. Anyway I book marked this site as who knows what I mat want to
build in the future. the price comparison chart is really an eye
opener, great performance at reasonable prices.
Ron
sierra Vista Arizona
======================
On Jun 22, 2005, at 11:41 PM, Jerry Curtin wrote:
> --> Kolb-List message posted by: "Jerry Curtin" <jcurtin@cableone.net>
>
> Hello Richard and all, Re: weight of a Subaru install, here is a web
> site
> that builds them for RV's. The installation can vary but the weight
> should
> be pretty close. Click on engines, then FAQ and look at the fourth
> question
> down. It states the installed weight as approx 327lbs. Much too heavy
> for
> the Kolb I would think. www.eggenfellneraircraft.com
> Jerry.
> do not archive
> ----- Original Message -----
> From: "Richard Swiderwski" <rswiderski@earthlink.net>
> To: <kolb-list@matronics.com>
> Subject: RE: Kolb-List: Subaru Engine
>
>
>> --> Kolb-List message posted by: "Richard Swiderwski"
> <rswiderski@earthlink.net>
>>
>> The Suburu E81 with redrive & starter will weigh in at 200 lb & up &
>> get
> you
>> 90-100hp. Being a flat 4, there are no resonance issues & they have
>> proven
>> themselves in aircraft for going on 20yrs. The Geo Metro (Suzuki) 3cyl
> will
>> weigh as little 145lb & put out 55-64hp (90-100hp turbocharged & 180
>> lbs.)
>> The 4 cyl version is about 180lbs & 80-90hp. There are conversion
>> kits
> for
>> the Suzuki's for about $2300. My SPG-2 gear reduction is rated at
>> 135hp
>> (4-stroke) & will work on either the 3 or 4 cyl as is, & on the Suburu
> with
>> a different adapter. The Suzuki's are fuel injected & have a bullet
>> proof
>> reputation, though they will not have the smoothness of a flat 4.
>>
>> Richard Swiderski
>> Seeing the light at the end of the tunnel & gaining on Big Lar
>>
>>
>> -List: Subaru Engine
>>
>>
>> Ron
>> I looked at Subaru engines when I was considering engines for my
>> MKIIIc.
> My
>> view of the engine is that it is one of the best automotive engines
>> available for aircraft use. I talked to a guy that put a direct drive
> Subaru
>>
>> on his MKIIIc. He said he was happy with the setup but he sold the
> airplane
>> and the first thing the buyer did was put a rotax on it. Sometimes
> builders
>> overlook the negatives of their creations? I really considered the
>> engine
>> but it just seemed to be too heavy. My VW is heaver than the 912
>> Rotaxes a
> nd
>>
>> that has caused me some issues with weight and balance but I'm happy
>> with
>> the setup. I don't remember the installed weight of the Subaru but it
>> seem
>> like it is 30-50 lbs more than the VW and that just seemed to be too
>> much
>> for any of the big Kolbs.
>>
>> My $.02 worth
>>
>> Rick Neilsen
>> Redrive VW powered MKIIIc
>>
>> ----- Original Message -----
>> From: "Ron" <CaptainRon1@cox.net>
>> To: <kolb-list@matronics.com>
>> Subject: Kolb-List: Subaru Engine
>>
>>
>>> --> Kolb-List message posted by: Ron <CaptainRon1@cox.net>
>>>
>>>> Are there any Kolbers with a Subaru motor on an M3. If there are I'd
>>>> like any feedback that you may have. I found a great deal on an RDU
>>>> for the Subaru, the motor itself is inexpensive and I am told that
>>>> it
>>>> will fit the Rotax mount on an Mark III Xtra.
>>>
>>> Ron
>>> Sierra Vista Arizona
>>>
>>>
>>>
>>
>>
>
>
Have a great day!
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