Today's Message Index:
----------------------
1. 04:34 AM - Re: Re: Twin Kolb Mark IV (Richard Pike)
2. 05:01 AM - Re: Re: Twin Kolb Mark IV (BKlebon@aol.com)
3. 05:29 AM - Multi-engine Kolbs (Comcast)
4. 07:10 AM - NTSB findings on Labhart crash (Clay Stuart)
5. 07:40 AM - Re: NTSB findings on Labhart crash (ray anderson)
6. 07:57 AM - Re: Tail boomTail boom (owner-kolb-list-server@matronics.com)
7. 08:36 AM - Re: Re: q (Dave & Eve Pelletier)
8. 08:42 AM - Re: Re: Twin Kolb Mark IV (William George)
9. 08:58 AM - Re: Re: Twin Kolb Mark IV (Rusty)
10. 09:50 AM - Re: Re: q (ray anderson)
11. 11:26 AM - FW: Fuel cited in fatal plane crash (Chuck Stonex)
12. 12:32 PM - Labhart Crash (John Hauck)
13. 01:16 PM - Re: Labhart Crash (Todd Fredricks)
14. 01:21 PM - Re: Re: Twin Kolb Mark IV (Todd Fredricks)
15. 01:30 PM - Re: Multi-engine Kolbs (Todd Fredricks)
16. 01:39 PM - Re: Labhart Crash (flykolb)
17. 01:51 PM - Fuel Contamination (John Hauck)
18. 02:38 PM - Twin Engine Firestar (David L. Bigelow)
19. 02:53 PM - Re: Labhart Crash (Todd Fredricks)
20. 03:20 PM - Fuel contamination (topic modified) (Richard Pike)
21. 03:26 PM - KOLB-RELATED QUESTION (russ kinne)
22. 03:55 PM - Re: KOLB-RELATED QUESTION (John Hauck)
23. 04:03 PM - Routes (David Paule)
24. 04:23 PM - Re: KOLB-RELATED QUESTION (russ kinne)
25. 04:51 PM - Re: Twin Engine Firestar (Todd Fredricks)
26. 04:53 PM - Re: Fuel contamination (topic modified) (Todd Fredricks)
27. 05:58 PM - Re: Twin Engine Firestar (Vince Nicely)
28. 06:30 PM - Re: Gaffers Tape (woody)
29. 06:30 PM - osh (woody)
30. 07:02 PM - Re: Multi-engine Kolbs (woody)
31. 07:10 PM - Re: survived Dennis was Re: Twin Kolb Mark IV (Rusty)
32. 07:12 PM - Rotax 503 & 447 Reliabllity (David L. Bigelow)
33. 07:16 PM - Re: Gap seal / Tape (Larry Bourne)
34. 07:35 PM - Re: osh (Richard & Martha Neilsen)
35. 07:38 PM - Re: Twin Engine Firestar (David L. Bigelow)
36. 07:56 PM - Re: Fuel contamination (topic modified) (Richard Pike)
37. 08:13 PM - Re: [SPAM]Re: Twin Engine Firestar (George Bass)
38. 08:14 PM - Re: OSH (Richard & Martha Neilsen)
Message 1
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| Subject: | Re: Twin Kolb Mark IV |
--> Kolb-List message posted by: Richard Pike <richard@bcchapel.org>
Interesting about the one engine melting down. I suspect that having
counter rotating props would make it unusually difficult to get the prop
loads and EGT's to stabilize using a 2 stroke. The one prop ahead of the
other prop would make the engine loads - and the EGT's associated with
those constantly varying loads - a real bear to try and sort out. And then
imagine having to deal with a customer who was having trouble doing that -
you made a wise decision not to try two Cuyuna's.
Now maybe a couple of those Honda GPU's on counter rotating props...
Or on a common shaft with one variable pitch prop...
Richard Pike
MKIII N420P (420ldPoops)
do not archive
At 11:39 PM 7/9/05 -0400, you wrote:
>--> Kolb-List message posted by: "Dennis Souder" <flykolb@pa.net>
>
>Twinners,
>
>Actually we built and flew 3 different twins during the Kolb years. The
>Flyer was one. Flyers were powered with a variety of engines. The Chryslers
>were used as direct drive engines and these were just okay with light
>pilots. Then we added tuned expansion chambers and this helped noticeably.
>Then we tried Chryslers with belt reductions and while these made much more
>power, we really did not like the complexity of 2 added belt drives. So we
>switched to direct drive 209 Solos and these were the most practical
>arrangement.
> The next twin also had 2 Solo engines mounted to the leading edge of
>the wing. We flew this one very briefly but did not pursue it as it had an
>unconventional control system and we did not like the way it handled.
> The third twin was the SlingShot with 2si (430 Cuyuna) engines,
>driving counter-rotating props. This flew very well and handled very well
>and this would be one way to retro-fit a twin engine package to a Kolb ...
>if you were a machinist. The one negative was that the drive system was not
>totally redundant; the counter-rotating shafts shared common bearings. If
>the bearing failed, you could loose all power. Probably not a likely
>scenario - but still a possibility. The counter-rotating props were torque
>canceling and of course they provided centerline thrust. Weight was
>reasonable. I recall that at the static run-up how ferocious the thrust was.
>It was tied to a tree but it seemed like it wanted to just jump off the
>ground. It was powerful for a very short period of time. I lost an engine
>on one of the first flights and when I landed the engine could not be
>restarted. Upon pulling it apart, the piston was melted so badly that you
>could almost slip a pencil under the rings at the exhaust port! I think
>this twin engine package could have been developed as a reasonable
>powerplant, but it would have taken a lot of work to de-bug and while some
>would undoubtedly have been sold, most would probably opted for the 912.
>
>Dennis
>
>
Message 2
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| Subject: | Re: Twin Kolb Mark IV |
--> Kolb-List message posted by: BKlebon@aol.com
It's nice to see Dennis bringing his expertise to the list. Talk about a
wealth of knowledge. Anyone who was at Sun N Fun back in 1997 should remember
seeing the twin 2si Slingshot. As I recall, it needed a considerable amount of
weight in the nose to balance the added weight behind the CG,
Message 3
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| Subject: | Multi-engine Kolbs |
--> Kolb-List message posted by: Comcast <davis207@comcast.net>
Dennis,
What's the story with the 4-engined plane hanging in Homer's barn? Next to the
Flyer.
Chuck
Time: 08:39:30 PM PST US
From: "Dennis Souder" <flykolb@pa.net>
Subject: RE: Kolb-List: Re: Twin Kolb Mark IV
--> Kolb-List message posted by: "Dennis Souder" <flykolb@pa.net>
Twinners,
Actually we built and flew 3 different twins during the Kolb years. The
Flyer was one. Flyers were powered with a variety of engines. The Chryslers
were used as direct drive engines and these were just okay with light
pilots. Then we added tuned expansion chambers and this helped noticeably.
Then we tried Chryslers with belt reductions and while these made much more
power, we really did not like the complexity of 2 added belt drives. So we
switched to direct drive 209 Solos and these were the most practical
arrangement.
Message 4
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| Subject: | NTSB findings on Labhart crash |
--> Kolb-List message posted by: "Clay Stuart" <tcstuart@adelphia.net>
http://www.kentucky.com/mld/kentucky/news/state/12091317.htm
Clay Stuart
Danville KY
Message 5
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| Subject: | Re: NTSB findings on Labhart crash |
--> Kolb-List message posted by: ray anderson <rsanoa@yahoo.com>
<Officials investigating the crash found contamination -- including insect remains
-- in both 5-gallon fuel tanks and in the fuel lines, the filter and the carburetor
bowls. Tests also showed water in samples of gasoline from the fuel
tanks after the crash.
The two-seat, single-engine Kolb Twinstar Mark III plane did not have a fuel strainer
installed.>
Ray -- Kolb UltraStar, Bell Buckle,TN, rsanoa@yahoo.com
DO NOT ARCHIVE
Clay Stuart <tcstuart@adelphia.net> wrote:
--> Kolb-List message posted by: "Clay Stuart"
http://www.kentucky.com/mld/kentucky/news/state/12091317.htm
Clay Stuart
Danville KY
---------------------------------
Message 6
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| Subject: | Re: Tail boomTail boom |
--> Kolb-List message posted by:
you can sea my bird on that link, before and after crash
http://www.kodakgallery.com/I.jsp?c7qw4ih1.32lpy951&x1&y81y59b
Bi=F0 a=F0 heilsa.
J=F3hannes Gunnar
Message 7
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--> Kolb-List message posted by: "Dave & Eve Pelletier" <pelletier@cableone.net>
CAUTION NOT KOLB RELATED - HIT DELETE BEFORE READING
Just can't resist passing this on since the discussion is landing on
highways. 25 years ago I was working with Northrop in Saudi Arabia. We
were teaching the Saudis how to fly and maintain F-5s. We got a report that
an F-5 from Taif Air Base had crashed. Later, a report came in that it had
had a head-on crash with a taxicab (He hit a what?). The final report came
in that it was shooting touch-and-go's on the highway and playing "chicken"
with cars. We later heard that Saudi pilots played this game more than
once. Now, if any of you have been in that part of the world, you know what
that taxi driver did when he saw a jet fighter on the ground barreling
towards him at 150 knots. BEEP, BEEEEEP,BEEEEEEEEEEEP!!!
AzDave
For heaven's sake, Do Not Archive
----- Original Message -----
From: "ray anderson" <rsanoa@yahoo.com>
Subject: Kolb-List: Re: q
> --> Kolb-List message posted by: ray anderson <rsanoa@yahoo.com>
>
> <Did I read correctly you'd consider landing AGAINST the traffic? Now
> that really scares me -->
Message 8
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| Subject: | Re: Twin Kolb Mark IV |
--> Kolb-List message posted by: William George <wgeorge@mountainmeadowranch.com>
Well put Todd. Excellent post.
do not archive
Bill George
Hawaii
Kolb Mk-3 Verner 1400 Powerfin
On Jul 9, 2005, at 8:56 PM, Kolb-List Digest Server wrote:
> Time: 03:35:42 PM PST US
> Subject: Re: Kolb-List: Re: Twin Kolb Mark IV
> From: Todd Fredricks <flyingfox@copper.net>
>
> --> Kolb-List message posted by: Todd Fredricks <flyingfox@copper.net>
>
> Dennis:
>
> The differences between twins and singles are well noted, however, when
> dealing with aircraft like the AirCam specifically you are dealing
> with a
> twin with 100% redundancy. That is, the aircraft can fly its mission
> entirely on a single engine alone. I have personally done this by
> departing
> flying and landing all on a single engine in the AirCam at gross
> weight.
Message 9
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| Subject: | Re: Twin Kolb Mark IV |
--> Kolb-List message posted by: "Rusty" <13brv3c@bellsouth.net>
But buying a twin light aircraft like an AirCam is not for performance like
that of a Seneca, it can cruise barely fast enough to get out of its own
way, it is specifically for Phil Lockwood's purpose which is to have a
machine that allows for significant piece of mind when you are plowing
around 30 feet off of the surface of the forest canopy or threading mountain
passes while your front seater is buzzing away with an IMAX camera.
------------------
This is really my idea of what a twin should be. I'd love to fly at night,
or just over the pine trees, and not have to worry about an engine failure.
Scaling this down to Kolb size would be possible, but only using light 2
strokes, or maybe some of the vaporware engines that are being developed now
(we hope). Who knows, maybe after hurricane Dennis destroys my RV-3 and SS
in the next few hours, I'll get to start over with a clean slate.
Cheers,
Rusty (amazingly, still have power, but not for long)
Message 10
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--> Kolb-List message posted by: ray anderson <rsanoa@yahoo.com>
True, not directly Kolb related, but relevant to current events. My oldest son
taught at the FAA Academy in Ok. City for a number of years and he said this is
a true story. They had some Saudi pilots taking refresher courses on the simulators.
He was giving advanced instruction and putting them through some hairy
emergency maneuvers when one of the AirLine pilots couldn't seem to get control
and simply threw up his hands and shouted "Take it Allah, take it !!" Lets
go fly Saudi Airline or some other Arab airline with Muslim pilots.
<We later heard that Saudi pilots played this game more than
once. Now, if any of you have been in that part of the world, you know
what
that taxi driver did when he saw a jet fighter on the ground barreling
towards him at 150 knots.>
Ray --- Ultra Star
Do Not Archive
Dave & Eve Pelletier <pelletier@cableone.net> wrote:
--> Kolb-List message posted by: "Dave & Eve Pelletier"
CAUTION NOT KOLB RELATED - HIT DELETE BEFORE READING
Just can't resist passing this on since the discussion is landing on
highways. 25 years ago I was working with Northrop in Saudi Arabia. We
were teaching the Saudis how to fly and maintain F-5s. We got a report that
an F-5 from Taif Air Base had crashed. Later, a report came in that it had
had a head-on crash with a taxicab (He hit a what?). The final report came
in that it was shooting touch-and-go's on the highway and playing "chicken"
with cars. We later heard that Saudi pilots played this game more than
once. Now, if any of you have been in that part of the world, you know what
that taxi driver did when he saw a jet fighter on the ground barreling
towards him at 150 knots. BEEP, BEEEEEP,BEEEEEEEEEEEP!!!
AzDave
For heaven's sake, Do Not Archive
----- Original Message -----
From: "ray anderson"
Subject: Kolb-List: Re: q
> --> Kolb-List message posted by: ray anderson
>
> > that really scares me -->
Message 11
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|
bobdorly@aircraftsuper-market.com, rt51job@comcast.net,
LedbStev@aol.com, kolb-list@matronics.com, raeburn@direcway.com,
tomrahe@glasscity.net, glenr@keymaker.com
| Subject: | FW: Fuel cited in fatal plane crash |
--> Kolb-List message posted by: "Chuck Stonex" <cstonex@msn.com>
From: c_stonex@yahoo.com
Subject: Fuel cited in fatal plane crash
This Story has been sent to you by : c_stonex@yahoo.com
Fuel cited in fatal plane crashFuel contamination stopped the engine of an ultralight
airplane that crashed last year near London, killing the pilot, the National
Transportation Safety Board has concluded.
The full article will be available on the Web for a limited time:
http://www.kentucky.com/mld/kentucky/news/state/12091317.htm
(c) 2005 Lexington Herald-Leader and wire service sources. All Rights Reserved.
Message 12
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--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
Folks:
All these newspaper reports are coming from the NTSB "full narative"
report:
http://www.ntsb.gov/ntsb/brief2.asp?ev_id=20041123X01859&ntsbno=NYC05LA017&akey=1
This one will be the most accurate. The others are usually
embellished somewhat by the authors.
john h
MKIII/912ULS
DO NOT ARCHIVE
Message 13
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| Subject: | Re: Labhart Crash |
--> Kolb-List message posted by: Todd Fredricks <flyingfox@copper.net>
I heard about this accident while I was still in the Balkans. Thanks for
getting the objective report out John. Sadly, the Phenytoin that was found
in his system would be immediately disqualifying on FAA medical exam though
it would appear to have played no part in the accident.
It vindicates the airplane and powerplant, which is good.
What measures do you take to reduce fuel contamination in the lines?
Filters?
Todd
On 7/10/05 3:32 PM, "John Hauck" <jhauck@elmore.rr.com> wrote:
> --> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
>
> Folks:
>
> All these newspaper reports are coming from the NTSB "full narative"
> report:
>
> http://www.ntsb.gov/ntsb/brief2.asp?ev_id=20041123X01859&ntsbno=NYC05LA017&ake
> y=1
>
> This one will be the most accurate. The others are usually
> embellished somewhat by the authors.
>
> john h
> MKIII/912ULS
>
> DO NOT ARCHIVE
>
>
>
>
>
>
Message 14
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| Subject: | Re: Twin Kolb Mark IV |
--> Kolb-List message posted by: Todd Fredricks <flyingfox@copper.net>
You are not going to fly them out of there?
On 7/10/05 11:58 AM, "Rusty" <13brv3c@bellsouth.net> wrote:
> --> Kolb-List message posted by: "Rusty" <13brv3c@bellsouth.net>
>
> But buying a twin light aircraft like an AirCam is not for performance like
> that of a Seneca, it can cruise barely fast enough to get out of its own
> way, it is specifically for Phil Lockwood's purpose which is to have a
> machine that allows for significant piece of mind when you are plowing
> around 30 feet off of the surface of the forest canopy or threading mountain
> passes while your front seater is buzzing away with an IMAX camera.
> ------------------
>
>
> This is really my idea of what a twin should be. I'd love to fly at night,
> or just over the pine trees, and not have to worry about an engine failure.
> Scaling this down to Kolb size would be possible, but only using light 2
> strokes, or maybe some of the vaporware engines that are being developed now
> (we hope). Who knows, maybe after hurricane Dennis destroys my RV-3 and SS
> in the next few hours, I'll get to start over with a clean slate.
>
> Cheers,
> Rusty (amazingly, still have power, but not for long)
>
>
>
>
>
>
>
> >
>
>
>
>
>
Message 15
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| Subject: | Re: Multi-engine Kolbs |
--> Kolb-List message posted by: Todd Fredricks <flyingfox@copper.net>
So Dennis:
It would not be entirely out of character to find a Kolb Mark IIIX with two
Rotax 912 ULS's would it then?
Man I am drooling.
Todd
On 7/10/05 8:28 AM, "Comcast" <davis207@comcast.net> wrote:
> --> Kolb-List message posted by: Comcast <davis207@comcast.net>
>
> Dennis,
>
> What's the story with the 4-engined plane hanging in Homer's barn? Next to
> the Flyer.
>
> Chuck
>
>
> Time: 08:39:30 PM PST US
> From: "Dennis Souder" <flykolb@pa.net>
> Subject: RE: Kolb-List: Re: Twin Kolb Mark IV
>
> --> Kolb-List message posted by: "Dennis Souder" <flykolb@pa.net>
>
> Twinners,
>
> Actually we built and flew 3 different twins during the Kolb years. The
> Flyer was one. Flyers were powered with a variety of engines. The Chryslers
> were used as direct drive engines and these were just okay with light
> pilots. Then we added tuned expansion chambers and this helped noticeably.
> Then we tried Chryslers with belt reductions and while these made much more
> power, we really did not like the complexity of 2 added belt drives. So we
> switched to direct drive 209 Solos and these were the most practical
> arrangement.
>
>
>
>
>
>
Message 16
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| Subject: | Re: Labhart Crash |
--> Kolb-List message posted by: "flykolb" <flykolb@carolina.rr.com>
Todd/All
Would not the Kolb qualify as a sport plane and therefore he would not need
an FAA medical?
Jim M
----- Original Message -----
From: "Todd Fredricks" <flyingfox@copper.net>
Subject: Re: Kolb-List: Labhart Crash
> --> Kolb-List message posted by: Todd Fredricks <flyingfox@copper.net>
>
> I heard about this accident while I was still in the Balkans. Thanks for
> getting the objective report out John. Sadly, the Phenytoin that was found
> in his system would be immediately disqualifying on FAA medical exam
though
> it would appear to have played no part in the accident.
>
> It vindicates the airplane and powerplant, which is good.
>
> What measures do you take to reduce fuel contamination in the lines?
> Filters?
>
> Todd
>
>
> On 7/10/05 3:32 PM, "John Hauck" <jhauck@elmore.rr.com> wrote:
>
> > --> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
> >
> > Folks:
> >
> > All these newspaper reports are coming from the NTSB "full narative"
> > report:
> >
> >
http://www.ntsb.gov/ntsb/brief2.asp?ev_id=20041123X01859&ntsbno=NYC05LA017&ake
> > y=1
> >
> > This one will be the most accurate. The others are usually
> > embellished somewhat by the authors.
> >
> > john h
> > MKIII/912ULS
> >
> > DO NOT ARCHIVE
> >
> >
> >
> >
> >
> >
>
>
Message 17
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| Subject: | Fuel Contamination |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
lines?
| Filters?
|
| Todd
Todd/All:
No matter how realiable our engines and airplanes are, contaminated
fuel will put you on the ground.
I have a finger strainer in the outlet of my fuel tank which is the
lowest part of the tank. From there it goes through a homemade sump
that can be drained off daily into a clear glass container (maynaise
jar's are good if you can find a glass one), thru electric boost
pump, fuel filter in line prior to engine driven pump.
I have mentioned on the Kolb List before to check float bowls on
carbs, both 2 and 4 stroke engines. I try to do it at least once a
month or more. Usually I find a couple drops of water which is
turning into some kind of brown colored crap. A drop of water in the
zamack (pot metal) float bowl will begin corroding almost immediately.
Little flakes of crud are created. The fence around the main jet well
in the float bowl will keep things going for a while. Eventually, the
crap in the bottom of the float bowl will spill over into the main jet
well. At the same time the idle jet is also being restricted.
Doesn't take much to get a rough weak engine or total failure under
these conditions.
What we don't see can hurt us.
john h
MKIII/912ULS
Message 18
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| Subject: | Twin Engine Firestar |
--> Kolb-List message posted by: "David L. Bigelow" <dlbigelow@verizon.net>
Several years ago, I looked into the idea of building a twin engine Firestar.
The first order of business was to determine just how much thrust would be needed
to maintain flight in a Firestar. Dave Starbuck determined the minimum RPM
needed to maintain level flight in his Firestar 2. We then attached the tail
to a fish scale and measured the static thrust at the same RPM. The thrust
needed for minimum level flight was 135 lb. I looked at a number of engines,
looking for light weight and reasonable reliability. The one I liked best was
the single cylinder Hirth F-33, 28 HP that weighs 42 lb. with redrive. This
engine is capable of putting out 175 lb of thrust, and two of them weigh roughly
the same as a Rotax 503. Thrust of 175 lb is enough to maintain a climb of
several hundred feet per minute in a Firestar 2.
I planned on mounting a beam on the existing Firestar motor mount, and then mounting
the F-33's on either end of the beam with an overlap of the props. The
main engineering problem is to make sure the props can never interfere with each
other when the motors are torqued in their mounts. Also, depending on prop
size and overlap, the ailerons may need to be shortened a bit to provide clearance.
Single engine operation would not be centerline, but is close enough so
yaw could be easily controlled with available rudder.
With the overlapping props, both engines could be taken out if anything comes off
of one, like shedding a belt or muffler part. Careful engineering could reduce
the chances of this happening to a minimum. One of these days when I'm feeling
ambitious, I may go ahead and acquire the engines and do the conversion.
Dave Bigelow
FS 2, 503 DCDI
Kamuela, HI
Message 19
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| Subject: | Re: Labhart Crash |
--> Kolb-List message posted by: Todd Fredricks <flyingfox@copper.net>
Well there is the loophole right? in order to exercise the provisions of
Sport Pilot you need to have a valid "last" medical and THEN you can fly
under self cert with a valid state driver's license. Unfortunately I meet a
lot of people who 'forget' to report medications or who have conditions that
would not even avail them of a driver's license. The most notorious fellow I
had used three different physicians across the country for various problems
and his AME who was doing his Class I for his job with a major Charter
Carrier who used L1011s at the time had no idea he was doing it. All three
of the drugs he was on were disqualifying.
It matters not since it would appear that this accident was due to fuel
contamination and engine failure but in psychological autopsies you start
looking at the pilot's frame of mind; did the meds lower his alertness level
or make him tend to distract easily such that he missed items on pre-flight?
This is one of the major problems with the anti-depressants like Prozac.
There are a lot of pilots flying on the stuff illegally and all of us
including the OK City folks know it and we also know that those drugs mellow
you out so much that it is possible to reduce alertness and for a pilot to
miss critical things, even though they feel so much better on the drugs.
There is a healthy does of anxiety associated with being a safe pilot, it
causes you to listen look and feel carefully. Take that away and a pilot
might tend to throw caution to the wind because they feel so level about the
entire day and their life in general.
So these things which seem on the surface to the lay person to be so much
BIG GOVERNMENT FAA trying to rain on my parade are really founded in fact
and careful consideration by large numbers of doctors who really do care
about safety of flight and consider the what-ifs before they start the rain
storm.
Just some thoughts. As far as this accident is concerned, only the pilot
knows what they did or did not do, but unless they were flying through
torrential showers, that water didn't get in the tanks in flight, so where
was the break in the chain that led to the accident? Did the Phenytoin
(Dilantin ) led to a lowered attentiveness that caused the oversight of the
water in the tanks which led to the fuel line contamination and consequent
engine failure?
I wasn't there, I don't know, but my advice is that as pilots age and elect
to utilize Sport Pilot, it would be money well spent to sit down once a year
with their AME, review their meds and history and just ask about what
problems they might encounter. They do not need a medical exam to do this
and I as an AME would be thrilled to see such proactivity. A lot of people
seem to think that Sport Pilot is a license to drive off with abandon, throw
the finger to the FAA and the AME, but here is the rub, the FAA made it an
issue of self-certification, as soon as you learn of or are diagnosed with a
condition that could threaten the safety of flight, you are very much liable
and frankly illegal to continue to operate under the Sport Pilot provision.
As this rule is utilized I can see more and more tort exercised which will
balance on just this fact.
Point is, don't burn your AME's phone number just yet. You might need his or
her advice from time to time.
Todd
On 7/10/05 4:50 PM, "flykolb" <flykolb@carolina.rr.com> wrote:
> --> Kolb-List message posted by: "flykolb" <flykolb@carolina.rr.com>
>
> Todd/All
>
> Would not the Kolb qualify as a sport plane and therefore he would not need
> an FAA medical?
>
> Jim M
> ----- Original Message -----
> From: "Todd Fredricks" <flyingfox@copper.net>
> To: <kolb-list@matronics.com>
> Subject: Re: Kolb-List: Labhart Crash
>
>
>> --> Kolb-List message posted by: Todd Fredricks <flyingfox@copper.net>
>>
>> I heard about this accident while I was still in the Balkans. Thanks for
>> getting the objective report out John. Sadly, the Phenytoin that was found
>> in his system would be immediately disqualifying on FAA medical exam
> though
>> it would appear to have played no part in the accident.
>>
>> It vindicates the airplane and powerplant, which is good.
>>
>> What measures do you take to reduce fuel contamination in the lines?
>> Filters?
>>
>> Todd
>>
>>
>> On 7/10/05 3:32 PM, "John Hauck" <jhauck@elmore.rr.com> wrote:
>>
>>> --> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
>>>
>>> Folks:
>>>
>>> All these newspaper reports are coming from the NTSB "full narative"
>>> report:
>>>
>>>
> http://www.ntsb.gov/ntsb/brief2.asp?ev_id=20041123X01859&ntsbno=NYC05LA017&ake
>>> y=1
>>>
>>> This one will be the most accurate. The others are usually
>>> embellished somewhat by the authors.
>>>
>>> john h
>>> MKIII/912ULS
>>>
>>> DO NOT ARCHIVE
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>
>
>
>
>
>
Message 20
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| Subject: | Fuel contamination (topic modified) |
--> Kolb-List message posted by: Richard Pike <richard@bcchapel.org>
At 04:16 PM 7/10/05 -0400, you wrote:
>--> Kolb-List message posted by: Todd Fredricks <flyingfox@copper.net>
><snip>
>What measures do you take to reduce fuel contamination in the lines?
>Filters?
>
>Todd
A 12.5 main fuel tank in the gap seal area, under and in front of the
engine that feeds into a 2.5 gallon hopper tank behind the passenger. The
lowest point in the tank is where the fuel drain is located, 2.5 inches
higher up from there is the actual fuel pickup, which due to the pointed
bottom of the fuel tank gives me about .5 pint of unusable fuel. The fuel
pickup has a very large nylon finger strainer on it. I need to get almost a
half pint of water into the system before it will make it's way to the fuel
pickup.
Details here:
http://www.bcchapel.org/pages/0003/pg1.htm
Richard Pike
MKIII N420P (420ldPoops)
Message 21
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| Subject: | KOLB-RELATED QUESTION |
--> Kolb-List message posted by: russ kinne <kinnepix@earthlink.net>
John H
Do you think there are any alcohol "Dry-Gas" type fuel additives that
are SAFE to use in Kolb fuel systems, to avoid water-contamination
problems?
Russ Kinne
Do Not Archive
Message 22
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| Subject: | Re: KOLB-RELATED QUESTION |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
| Do you think there are any alcohol "Dry-Gas" type fuel additives
that
| are SAFE to use in Kolb fuel systems, to avoid water-contamination
| problems?
| Russ Kinne
Russ K/Gang:
I don't know.
Doesn't alcohol act to place the water into suspension in the
gasoline?
I think the best method is to build your fuel system to have a sump
that can be drained prior to each day's flight, frequent inspections
of fuel filter and carb float bowls.
john h
MKIII/912ULS
Message 23
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--> Kolb-List message posted by: "David Paule" <dpaule@frii.com>
I follow roads in the FS II. Sometimes I don't.
I go direct in the Skywagon. Sometimes I follow roads or other terrain
features.
I always go VFR since I'm not instrument rated. Sometimes I don't go at all
because the weather's bad.
A pilot must assess the conditions and determine the appropriate, safe
route. I use a simple motto: "Arrive alive." As I get older, I tend to be
more careful because I've learned more ways that circumstances can hurt me.
One useful tool I've learned is to make a clearance decision in real time,
when approaching a difficult spot. I make an assessment of local conditions
at the actual decision point. Here's two examples:
As I approach the Continental Divide, I'll decide whether the winds are
acceptable to cross it. The decision usually gives me "clear to cross."
Sometimes I need to abort.
For some mountainous airports, when I'm above the field, I'll be looking
over the field and the local terrain. I'll decide then when I need to make a
go-around. Often I can't make a go-around from the runway or even on short
final because of rising terrain or other conditions past the runway. As I
approach the decision point, I'll either commit to the landing or go around.
"Clear to land" is what I'd like; sometimes I'm not at the right altitude or
there's some other factor like wind to affect the decision. Once I pass the
point where the decision to land is made, a go-around is impossible and I'm
committed to landing.
David Paule
Boulder, CO
Message 24
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| Subject: | Re: KOLB-RELATED QUESTION |
--> Kolb-List message posted by: russ kinne <kinnepix@earthlink.net>
John, you're right as usual
BUT as a belt-and-suspenders approach; drain sumps for sure, but if you
also add alcohol to fuel, it combines with water & both burn. Damage to
seals & hoses is a concern though. This must be checked!
Russ K
Do Not Archive
On Jul 10, 2005, at 6:54 PM, John Hauck wrote:
> --> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
>
> | John H
> that
>
> Russ K/Gang:
>
> I don't know.
>
> Doesn't alcohol act to place the water into suspension in the
> gasoline?
>
> I think the best method is to build your fuel system to have a sump
> that can be drained prior to each day's flight, frequent inspections
> of fuel filter and carb float bowls.
>
> john h
> MKIII/912ULS
>
>
Message 25
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| Subject: | Re: Twin Engine Firestar |
--> Kolb-List message posted by: Todd Fredricks <flyingfox@copper.net>
It would be interesting to see a dual engine dual shaft counter-rotating
prop application. There is an obvious beauty to separate engine/prop
combinations but a common transmission fed with two powerplants driving
either a single or counter-rotating prop would be very interesting.
I suppose it is depdendent only upon money and imagination.
On 7/10/05 5:37 PM, "David L. Bigelow" <dlbigelow@verizon.net> wrote:
> --> Kolb-List message posted by: "David L. Bigelow" <dlbigelow@verizon.net>
>
> Several years ago, I looked into the idea of building a twin engine Firestar.
> The first order of business was to determine just how much thrust would be
> needed to maintain flight in a Firestar. Dave Starbuck determined the
> minimum RPM needed to maintain level flight in his Firestar 2. We then
> attached the tail to a fish scale and measured the static thrust at the same
> RPM. The thrust needed for minimum level flight was 135 lb. I looked at a
> number of engines, looking for light weight and reasonable reliability. The
> one I liked best was the single cylinder Hirth F-33, 28 HP that weighs 42 lb.
> with redrive. This engine is capable of putting out 175 lb of thrust, and two
> of them weigh roughly the same as a Rotax 503. Thrust of 175 lb is enough to
> maintain a climb of several hundred feet per minute in a Firestar 2.
>
> I planned on mounting a beam on the existing Firestar motor mount, and then
> mounting the F-33's on either end of the beam with an overlap of the props.
> The main engineering problem is to make sure the props can never interfere
> with each other when the motors are torqued in their mounts. Also, depending
> on prop size and overlap, the ailerons may need to be shortened a bit to
> provide clearance. Single engine operation would not be centerline, but is
> close enough so yaw could be easily controlled with available rudder.
>
> With the overlapping props, both engines could be taken out if anything comes
> off of one, like shedding a belt or muffler part. Careful engineering could
> reduce the chances of this happening to a minimum. One of these days when I'm
> feeling ambitious, I may go ahead and acquire the engines and do the
> conversion.
>
> Dave Bigelow
> FS 2, 503 DCDI
> Kamuela, HI
>
>
>
>
>
>
Message 26
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| Subject: | Re: Fuel contamination (topic modified) |
--> Kolb-List message posted by: Todd Fredricks <flyingfox@copper.net>
I was surfing this just last night. How do I go about getting your plans?
Todd
On 7/10/05 6:19 PM, "Richard Pike" <richard@bcchapel.org> wrote:
> --> Kolb-List message posted by: Richard Pike <richard@bcchapel.org>
>
> At 04:16 PM 7/10/05 -0400, you wrote:
>
>> --> Kolb-List message posted by: Todd Fredricks <flyingfox@copper.net>
>> <snip>
>> What measures do you take to reduce fuel contamination in the lines?
>> Filters?
>>
>> Todd
>
> A 12.5 main fuel tank in the gap seal area, under and in front of the
> engine that feeds into a 2.5 gallon hopper tank behind the passenger. The
> lowest point in the tank is where the fuel drain is located, 2.5 inches
> higher up from there is the actual fuel pickup, which due to the pointed
> bottom of the fuel tank gives me about .5 pint of unusable fuel. The fuel
> pickup has a very large nylon finger strainer on it. I need to get almost a
> half pint of water into the system before it will make it's way to the fuel
> pickup.
>
> Details here:
> http://www.bcchapel.org/pages/0003/pg1.htm
>
> Richard Pike
> MKIII N420P (420ldPoops)
>
>
>
>
>
>
Message 27
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| Subject: | Re: Twin Engine Firestar |
--> Kolb-List message posted by: " Vince Nicely" <vincenic@xtn.net>
Dave,
How about having a dual engine with a single prop? Could you mount the pair
of engines so they each or both could drive the engine through a mechanism,
such as a centrifugal clutch. This might solve the concern about engine
reliability if the drive mechanism we sufficiently reliable.
Vince Nicely
Firestar II, 503
do not archive
> I planned on mounting a beam on the existing Firestar motor mount, and
then mounting the F-33's on either end of the beam with an overlap of the
props. The main engineering problem is to make sure the props can never
interfere with each other when the motors are torqued in their mounts.
Also, depending on prop size and overlap, the ailerons may need to be
shortened a bit to provide clearance. Single engine operation would not be
centerline, but is close enough so yaw could be easily controlled with
available rudder.
> Dave Bigelow
> FS 2, 503 DCDI
> Kamuela, HI
Message 28
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| Subject: | Re: Gaffers Tape |
--> Kolb-List message posted by: "woody" <duesouth@govital.net>
Why does everybody ignore the advice in the instruction manual to use some
of the
extra stits fabric you have already cut off or some stits reinforcing tape?
It's free and dosn't have to be ordered.
I have always used it and I don't have to replace it every few years and it
can be painted with the airplane. KISS
----- Original Message -----
From: "Mike Pierzina" <planecrazzzy@yahoo.com>
Subject: Kolb-List: Gaffers Tape
> --> Kolb-List message posted by: Mike Pierzina <planecrazzzy@yahoo.com>
>
> Hey Guys,
> I was going to order some of that gaffers tape in white
for my aileron Gap seal.....But I don't put my credit
> card number on the computer.....So I called them , single rolls HAVE TO BE
ORDERED BY COMPUTER....
> Phone orders are a minimum of 6 rolls......
> If I did order 1 roll ....after shipping and handling it would be $20
bucks ( 1 ROLL )
>
> I'll be lookin for a different way to do this......Painting Duct tape
doesn't sound so bad right now...
>
> Gotta Fly...
> Mike
in MN
>
> do not archive
>
>
> My Web Site:
> http://www.geocities.com/planecrazzzy/Planecrazzzy.html
>
>
> Sometimes you just have to take the leap and build your wings on the way
down...
>
>
> --
>
>
Message 29
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--> Kolb-List message posted by: "woody" <duesouth@govital.net>
I have always used the camp grounds across the road from the ultralight
barn. Good prices and easy to sneak into the EAA showers.
>
> I plan to be at OSK again this year, in the campground area. Anyone else
going?
>
>
Message 30
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| Subject: | Re: Multi-engine Kolbs |
--> Kolb-List message posted by: "woody" <duesouth@govital.net>
I believe that was Homers first "lighter than man" aircraf and great
grandfather to his first comercial kit plane..
----- Original Message -----
From: "Comcast" <davis207@comcast.net>
Subject: Kolb-List: Multi-engine Kolbs
> --> Kolb-List message posted by: Comcast <davis207@comcast.net>
>
> Dennis,
>
> What's the story with the 4-engined plane hanging in Homer's barn? Next
to the Flyer.
>
> Chuck
>
>
> Time: 08:39:30 PM PST US
> From: "Dennis Souder" <flykolb@pa.net>
> Subject: RE: Kolb-List: Re: Twin Kolb Mark IV
>
> --> Kolb-List message posted by: "Dennis Souder" <flykolb@pa.net>
>
> Twinners,
>
> Actually we built and flew 3 different twins during the Kolb years. The
> Flyer was one. Flyers were powered with a variety of engines. The
Chryslers
> were used as direct drive engines and these were just okay with light
> pilots. Then we added tuned expansion chambers and this helped
noticeably.
> Then we tried Chryslers with belt reductions and while these made much
more
> power, we really did not like the complexity of 2 added belt drives. So
we
> switched to direct drive 209 Solos and these were the most practical
> arrangement.
>
>
> --
>
>
Message 31
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| Subject: | Re: survived Dennis was Re: Twin Kolb Mark IV |
--> Kolb-List message posted by: "Rusty" <13brv3c@bellsouth.net>
You are not going to fly them out of there?
-------------------------
The SS is at home, and in the project stage, so it's not flying anywhere.
The RV-3 is flying fine, but the logistics of trying to fly it out, and get
back home, made it not worthwhile. There's a curfew until noon tomorrow, at
which time I hope to make it up to the airport.
The eye passed about 5 miles to the West of us, and we had some pretty
intense wind, but only for an hour or so, then just tropical storm type
winds. That was long enough to blow down our screen room pool enclosure
(just rebuild for the 3rd time a couple months ago), a live oak tree (on the
pool filter), and part of the vinyl privacy fence that was being rebuilt
from Ivan. Fortunately, the house is structurally perfect, as is my new
post-Ivan roof.
Cheers,
Rusty (getting really tired of dealing with contractors and insurance
companies)
Do not archive
Message 32
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| Subject: | Rotax 503 & 447 Reliabllity |
--> Kolb-List message posted by: "David L. Bigelow" <dlbigelow@verizon.net>
This is going to be a long post - been researching and thinking about two stroke
reliability for a long time. I started out with ultralights in the 70's, my
first being an Icarus 5 rigid wing hang glider with a Mac 101 go cart engine.
Been through a number of ultralights and two stroke engines since. I'm concentrating
on the 503 and 447, since they are the most recent engines that I'm
most familiar with, although what I have to say does apply to other two strokes.
The failures I've had and others that I know about fall into four categories:
1. INTERNAL ENGINE COMPONENT FAILURE
These are actually pretty rare. I had a rod needle bearing fail in a Koenig three
cylinder engine. The engine continued to run on the other two cylinders,
and got me home. I also had a Hirth engine with a pinhole casting defect in the
crankcase that gradually opened up and slowly leaned the mixture. There's
not much you can do to prevent this type of failure other than selecting a good
engine, doing overhauls at the appropriate time, and keeping a close eye on
performance gauges.
2. EXTERNAL PARTS COMING OFF THE ENGINE AND GOING THROUGH THE PROPELLER
This is pretty common with pusher installations. I've had part of a muffler fatigue,
break off, and go through the prop - also had a drive belt fail. Things
like muffler springs and items not well secured will find their way to the prop.
This type of failure is easily preventable through good installation procedure
and just some careful contemplation of your engine installation. Careful
attention to prop balance and other vibration sources helps minimize the vibration
that causes parts to shed. The Rotax gearbox has eliminated the problem
of belts coming off.
3. IGNITION FAILURE
This used to be a pretty common source of engine failure when single ignition systems
with points were used. The dual solid state ignition systems on the Rotax
engines have for all practical purposes eliminated ignition failure. The
ignition systems are also fail safe in that the master switch must be grounded
to stop the engine. Spark plugs have a much shorter life than in four cycle
engines, but are not a problem when changed regularly.
4. FUEL RELATED FAILURES
This is the big one! The great majority of engine failure are directly attributable
to fuel starvation or improper mixture. Most of the items here also apply
to four cycle engines too. The two subjects are the fuel delivery system and
the fuel mixture system.
A. Fuel Delivery
First is ensuring that only clean uncontaminated fuel goes into your tanks. A
really good way to make sure this happens is to purchase a "Mr. Funnel" and carry
it with you in the airplane. This funnel has a fine stainless steel filter
that will not pass water and will filter particles of a size that will foul
a carburetor. It also has a small sump, so you can see any bad stuff that you
have tried to pour into your tanks.
Design the fuel system so the pickups are above the bottom of the tank, so any
water that does end up in the tank will not be picked up. Empty and inspect the
tanks for contamination at regular intervals. Use fuel lines that do not harden
and crack. The only plastic line I've used that remains flexible is the
blue type sold by California Power Systems. Even that will harden over time
and should be replaced periodically. It's also worth the extra effort to clamp
every junction with a stainless hose clamp.
Make sure to have a good sized cartridge type fuel filter mounted just before the
carburetors. Replace it regularly, whether it needs it or not. It's not a
bad idea to route your fuel lines to a sump with a valve at a low point in the
fuel system. This will trap any water that makes it's way into the fuel lines.
Drain it before every flight. As John Hauck says, "Take off the carburetor
fuel bowls regularly and check for junk in the bottom." If you find any, it's
a good time to drain your tanks and change the fuel filter.
Most of the time, the diaphragm operated pulse fuel pumps work OK, but there are
a number of mysterious in-flight failures that are traceable to a pulse pump
not working well enough. If you think about it, you are asking a lot of a pump
at engine level to suck a steady supply of fuel from a source three feet below
the engine. Cracked or too flexible pulse lines from the engine crank case
are a common source of fuel starvation.
It's worth the extra trouble to install an electric fuel pump in parallel with
the pulse pump. The electric pump should be mounted at or below tank level.
Both pumps have built in check valves, so either one alone will provide fuel if
the other fails or is off. The electric pump also allows you to eliminate the
fuel primer bulb, which is another classic source of fuel starvation. It's
not difficult to set up a simple electrical system with a "Key West" regulator
and small sealed lead acid battery. The Rotax manual shows how to do the wiring.
Be sure to fuse the battery and the pump. California Power Systems sells
both the electric pump and the regulator.
B. Fuel Mixture
Proper mixture is the achilles heel of two cycle engines. Give them clean fuel
with the proper mixture of oxygen and oil, and they will run forever. The oil
injection system on the newer Rotax engines seems to work very well. You do
need to inspect the oil lines from the tank to the pump, and from the pump to
the carburetor regularly. Some people (like myself) still prefer to premix a
synthetic two stroke oil at 150:1 with the gas as a backup in case the injection
system doesn't deliver properly.
Lack of oxygen (too lean) will heat up a two stroke engine rapidly and cause it
to seize. Good instrumentation allows a pilot to see problems developing before
an engine overheats and seizes. Rotax has standardized the EGT pickup position,
so the proper temperatures are well known. The main jet, needle jet, and
jet needle sizes for various altitudes and temperatures are tabulated by Rotax.
You should pick the jet sizes based on the lowest altitude and coldest temperature
you are likely to encounter. Higher altitude and higher temperatures
than you are jetted for will cause a richer mixture. Too rich a mixture will
cause carbon buildup, plug fouling, and rough running. The proper EGT for
full throttle operation should be near 1,000 degrees F. At mid-range throttle
operation (5,000 - 5,900 rpm), the normal EGT is about 50-75 degrees higher.
If you fly through a wide range of altitudes and temperatures, consider a high
altitude compensating carburetor. I'm using HAC's, and there is very little
change in EGT from sea level to over 10,000 feet. They are a Rotax product and
can be purchased from Lockwood Aviation.
Cylinder head temperature although related to EGT is more an indication of how
your cooling system is doing. The 503 and 447 fan cooling seems to work very
well, and I've heard of very few problems. You can check belt tension quickly
by sticking a screw driver through the fan guard, hold the prop, and push on
the fan blades. They should not move. Take off the fan guard and check the belt
condition and tension periodically.
A "get home" hint - if you see an abnormally high EGT at cruise, don't reduce power.
Add enough power to get into the main jet range. Slowly open the fuel
enrichment lever (starting circuit) to add additional fuel to the mixture. This
does work, but can flood the engine if you are overly enthusiastic with the
lever. I've tried it at altitude over the runway, and it will reduce the EGT.
The last fuel related failure prevention item is to periodically overhaul the carburetors
and replace all the movable parts except the slide. Engine vibration
does wear out float valves and jet needles over time.
Hope this is an aid to worry free flying with the two strokes - I believe they
really are quite reliable when all the peripheral stuff is taken care of. Last
but not least - listen to John Hauck! He's got a wealth of experience, and
is willing to take the time to share it.
Dave Bigelow
Firestar 2, 503 DCDI
Kamuela, HI
Message 33
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| Subject: | Re: Gap seal / Tape |
--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
I'd take a long, close look at duct tape before I used it on a plane. It
doesn't take too long for it to begin delaminating and falling apart. Of
course, that may be due in part to the delicate warmth of the climate in
Furnace Springs. :-) Lar.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
----- Original Message -----
From: "Mike Pierzina" <planecrazzzy@yahoo.com>
Subject: Kolb-List: Gap seal / Tape
> --> Kolb-List message posted by: Mike Pierzina <planecrazzzy@yahoo.com>
>
>
> Hey Guys,
>
> I have an address that K Fackler posted along time
> ago....it's a detail of the gap seal approved by Jim Miller of Aircraft
> Technical Support...The Poly-fiber experts...
>
> http://www.matronics.com/photoshare/kfackler@ameritech.net.10.03.2002/gap_seals.gif
>
> I found some 3M vinyl tape(white) that I'm gonna try.....otherwise I'll
> look for the colored duct tape at Walmart like somebody suggested on the
> "list"
>
> Gotta Fly...
>
> Mike in MN
>
> do not archive
>
> SNIP>>>>>>>>>>>--> Kolb-List message posted by: Mhqqqqq@aol.comlook
> around, you can find white duct tape. BUT I found some strong clear tape
> at mills fleet farm that worked well. what I did was put the tape on
> forthe gapseal and then put some tape on the other side of that (sticky
> side together) to keep the dirt from sticking to it.
>
>
> My Web Site:
> http://www.geocities.com/planecrazzzy/Planecrazzzy.html
>
>
> Sometimes you just have to take the leap and build your wings on the way
> down...
>
>
> ---------------------------------
>
>
>
Message 34
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--> Kolb-List message posted by: "Richard & Martha Neilsen" <NeilsenRM05@comcast.net>
Woody/All
Woody good to hear you are going to be there again.
I guess I didn't respond when someone asked who would be a Oshkosh this
year. I will be there along with something like five other Kolbs and their
pilots. We will be camping next to our planes on the far side of the
ultralight strip. I will be there most of the week. It seems we will be
joined by at least one of the Kolb factory planes because they will not have
their usual spot in the ultralight sales area. Since we will not have the
usual Kolb trailer as the meeting spot why don't we just meet at our planes?
Also Keith I just remembered you said you will be there with your fine ex
champion MKIIIc. The current plans are to fly in on Monday morning. One of
the group has already indicated that they will be flying in separately to
maybe avoid getting yelled at by the FAA like they did at Sun-N-Funds
(opps.... Fun). So may be it wouldn't be a good idea to try to darken the
sky with a mass Kolb arrival.
Do Not Archive
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "woody" <duesouth@govital.net>
Subject: Kolb-List: osh
> --> Kolb-List message posted by: "woody" <duesouth@govital.net>
>
>
> I have always used the camp grounds across the road from the ultralight
> barn. Good prices and easy to sneak into the EAA showers.
>
>
>>
>> I plan to be at OSK again this year, in the campground area. Anyone else
> going?
>>
>>
>
>
>
Message 35
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| Subject: | Re: Twin Engine Firestar |
--> Kolb-List message posted by: "David L. Bigelow" <dlbigelow@verizon.net>
Vince,
The problem with a single shaft prop is prop pitch. If you optimize the pitch
for a single engine, it will not be efficient when both engines are running.
You could make it work with an in-flight adjustible prop, but resetting the pitch
after an engine failure adds a lot of work to what is already a tight situation.
The nicest solution from an engineering standpoint is to have each engine drive
counter rotating shafts and props - one shaft inside of the other. See Dennis
Souder's recent post. The Para Plane, one of the first powered parachutes used
this method with two small Solo engines. John Pitre and I borrowed the installation
and did thrust tests with both engines, front engine only, and back
engine only to see how the counter rotating props affected one another. There
was very little interaction.
I did a set of basic engineering drawings of a pair of Rotax 503's installation
to go on John's Twin Star on floats, but we didn't ever get around to building
it. It would have been very heavy. A single 912 is a better solution.
Dave Bigelow
Firestar 2, 503 DCDI
Kamuela, HI
"Dave,
How about having a dual engine with a single prop? Could you mount the pair
of engines so they each or both could drive the engine through a mechanism,
such as a centrifugal clutch"
Message 36
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| Subject: | Re: Fuel contamination (topic modified) |
--> Kolb-List message posted by: Richard Pike <richard@bcchapel.org>
There are no plans. What you saw on the web page is what happened. I built
a disposable mold and laid the bottom half of the tank up in it. Then I
sawed it off all around the top edges even with where the top of the wing
would line up and attached a top to it.
If you are serious about building one, give me a call, I'll talk you
through it - email me first, we are on vacation this week, I don't plan to
be home as much as usual.
Richard Pike
MKIII N420P (420ldPoops)
do not archive
At 07:52 PM 7/10/05 -0400, you wrote:
>--> Kolb-List message posted by: Todd Fredricks <flyingfox@copper.net>
>
>I was surfing this just last night. How do I go about getting your plans?
>
>Todd
>
>
>On 7/10/05 6:19 PM, "Richard Pike" <richard@bcchapel.org> wrote:
>
> > --> Kolb-List message posted by: Richard Pike <richard@bcchapel.org>
> >
> > At 04:16 PM 7/10/05 -0400, you wrote:
> >
> >> --> Kolb-List message posted by: Todd Fredricks <flyingfox@copper.net>
> >> <snip>
> >> What measures do you take to reduce fuel contamination in the lines?
> >> Filters?
> >>
> >> Todd
> >
> > A 12.5 main fuel tank in the gap seal area, under and in front of the
> > engine that feeds into a 2.5 gallon hopper tank behind the passenger. The
> > lowest point in the tank is where the fuel drain is located, 2.5 inches
> > higher up from there is the actual fuel pickup, which due to the pointed
> > bottom of the fuel tank gives me about .5 pint of unusable fuel. The fuel
> > pickup has a very large nylon finger strainer on it. I need to get almost a
> > half pint of water into the system before it will make it's way to the fuel
> > pickup.
> >
> > Details here:
> > http://www.bcchapel.org/pages/0003/pg1.htm
> >
> > Richard Pike
> > MKIII N420P (420ldPoops)
> >
> >
> >
> >
> >
> >
>
>
Message 37
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| Subject: | Re: Twin Engine Firestar |
--> Kolb-List message posted by: "George Bass" <gtb@commspeed.net>
Todd;
You might try the link below and research this
aircraft for the inherant problems with such a
system as the counter-rotating propellors.
http://www.strange-mecha.com/aircraft/VTOL/USN-XV.htm
I remember others, but, this one and the famous
Russian aircraft used during the Cold War are
the two that come to mind. It was like a large
bomber-type, surveillance aircraft.
George
Message 38
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--> Kolb-List message posted by: "Richard & Martha Neilsen" <NeilsenRM05@comcast.net>
Ken
I think I have the sort of firm info on the flight of Kolbs through lower
Michigan. There will be a flight of three Kolbs that are planning to land at
my strip at Grand Ledge, MI on July 22. John Hauck, Gary Haley, and Steve
Green will be flying in for a over night stop. On Saturday morning the 23
four of us will (weather permitting) head out for the UP to join up with
John Williamson and Scott Trask then on to Oshkosh on the 25th. Let me know
if you want to fly in, I will send you coordinates and mow another parking
spot.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "kfackler" <kfackler@ameritech.net>
Subject: Re: Kolb-List: OSH
> --> Kolb-List message posted by: "kfackler" <kfackler@ameritech.net>
>
> John Williamson et all:
>
> If you decide to come through Michigan, please keep me advised. While I
> won't be going to OSH, I would certainly love to rendezvous with some
> fellow
> Kolbers.
>
> -Ken Fackler
> Kolb Mark II / A722KWF
> Rochester MI
>
> do not archive
>
>
>
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