Today's Message Index:
----------------------
1. 05:57 AM - Re: M-IIIC Drivers in Iowa (woody)
2. 08:10 AM - Re: Re: Two Stroke Oil - personal ruin (Dale Sellers)
3. 08:46 AM - Re: Re: Two Stroke Oil - personal ruin (Herb Gayheart)
4. 09:47 AM - Re: Re: Two Stroke Oil - personal ruin (Beauford)
5. 10:43 AM - Re: Re: Two Stroke Oil - personal ruin (possums)
6. 10:57 AM - Re: Re: Two Stroke Oil - personal ruin (Herb Gayheart)
7. 01:19 PM - Re: M-IIIC Drivers in Iowa (Chuck Stonex)
8. 02:19 PM - Re: Re: Two Stroke Oil - personal ruin (woody)
9. 03:46 PM - Fw: Quiet Landings (Dave & Eve Pelletier)
10. 04:08 PM - Re: Fw: Quiet Landings/Practice Dead Stick (John Hauck)
11. 04:48 PM - Re: Re: Two Stroke Oil - personal ruin (Dale Sellers)
12. 06:01 PM - OSH (Paul Petty)
13. 06:26 PM - Re: Re: Two Stroke Oil - personal ruin (John Hauck)
14. 07:38 PM - Re: Synthetic 447 Sin (David L. Bigelow)
15. 07:49 PM - Wal*Mart Stuff (John Hauck)
16. 08:32 PM - Re: OSH (Richard & Martha Neilsen)
17. 08:57 PM - Re: Synthetic 447 Sin (HShack@aol.com)
18. 09:01 PM - Re: Synthetic 447 Sin (HShack@aol.com)
19. 09:58 PM - Re: Fw: Quiet Landings (roger lee)
20. 10:06 PM - Re: Wal*Mart Stuff (roger lee)
Message 1
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| Subject: | Re: M-IIIC Drivers in Iowa |
--> Kolb-List message posted by: "woody" <duesouth@govital.net>
If you are flying a Challenger you will need medical assistance to wipe
the smile off your face after the first flight in a Kolb. No more chasin
your nose around the sky and rudders are reduced to almost an option for
flight. Everybody makes a big issue out of the Kolb being a tail dragger. It
rapidly becomes a non issue after the first flight. I transitioned myself
from a Cessna to a Kolb Flyer with just a tail skid ( No wheel). I just kept
it on the ground for 2 days of taxi tests until I was very familiar with the
ground handling. First flight was perfect. I have a friend that on his first
attempt at taxiing a Firestar managed to get airborne. He didn't panic just
remembered what I had told him. First words to me after he landed was " The
tail dragger part really is a non issue". Like I would lie to him :).
PS Your results may vary.
> Hello everyone. I have been reading the list for a while and I think I
have
> finally got a good lead on a M-III of my own. I am hoping to find someone
in
> the Des Moines Iowa area to look at it and give their opinion and also to
> help me transistion into it. I have experiance with T bird and Challenger
> with tricycle gear but no tail experiance. Any assistance would be greatly
> appreciated.
> Thanks
> Chuck Stonex
> N28JL
Message 2
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| Subject: | Re: Two Stroke Oil - personal ruin |
--> Kolb-List message posted by: "Dale Sellers" <dsel1@bellsouth.net>
Tom,
Elaborate, if you will, on preventive as well as periodic proceedures and
short falls of the Cuyuna II-02. I am particularly interested in weaknesses
and pressure testing the crankcase.
Any other things that I should look out for. The factory reccomendation on
mixture is 40:to 1. I've noticed that most who run them have changed to
50:1. What is your feeling on this?
Dale Sellers
Georgia UltraStar
----- Original Message -----
From: "possums" <possums@mindspring.com>
Subject: Re: Kolb-List: Re: Two Stroke Oil - personal ruin
> --> Kolb-List message posted by: possums <possums@mindspring.com>
>
> At 08:16 PM 7/20/2005, you wrote:
>>--> Kolb-List message posted by: "Beauford" <beauford@tampabay.rr.com>
>>
>>OK, Possum.... Smarty... go ahead... I'm down...kick me again... I can
>>take
>>it... Hell, I've been married 40 years this summer.... I can take
>>anything....
>>
>>OK, Possum... you have my undivided, if somewhat inadequate, attention...
>>Where did I fail...? What was the grand omission or commission that
>>reduced me to this...? I pay my taxes.... I don't buy cheap cigars or
>>cheap gin... What could I have done differently to get 646, hell even
>>246
>>hours out of this miserable apparatus without being reduced to the smoking
>>shell of a man you see prostrate before you tonight....? Hell, I'll drink
>>the oil myself...! I beseech you, Sir.... Share..!
>>
>>Shattered Beauford...
>>FireFly lawn chair #076
>
> Just lucky I guess. I used to have trouble with my old 447 too,
> if it makes you feel any better.
> --------------------
> >Tom - Should I decarbon the engine if I can't see any carbon.
> What's the best way to check the rings??
>
> From: "Tom Olenik" <olenik-aviation@buyitsellitfixit.com>
> To: "possums" <possums@mindspring.com
>
>
> I usually reach in and push in on them with my finger. You should feel
> them
> move. Really though, with that much time on it without any kind of
> teardown, the engine doesn't owe you much. Since the time has been put on
> fast, you have been able to do that long but even engines that get time
> fast
> like that are probably likely to need at least some attention by 500.
>
> I just talked to someone with a Drifter 503 this week who had a crank fail
> at 500 hours and crack the crank case. The engine had never been apart
> and
> all he ever did was run it. He and all his friends were speculating at
> what
> could have caused the failure. To me it's pretty simple. Wear. His
> buddies were going to be ragging him for forgetting his oil or something,
> but the pistons were A ok, and the pistons will almost always fail in a
> lubrication failure before the bearings.
>
> If I was the one writing the TBO for the 503 I would put it at 450 because
> that is about where I start seeing crank failures even with well kept
> engines. Of course I see some with as little as 130 hours, but those are
> either from a lot of storage or from constant over revving.
>
> If I were to write it for the 447, it would be 600 hours and it would be
> closer to 900 hours for the 377. I'm one that things the 300 hours is
> about
> right for the 582 though. If you have had the opportunity to look at
> various crankshafts in 2-stroke engines of this size you will notice that
> the lower rod area on the Rotax crankshaft has much less slop side to side
> and less of an area for lubrication to make it into the bearing. The 377
> and 447 have a slit on either side of the lower rod, but the 503 and 582
> only have a slit on one side. If you compare that to a Cuyuna 430 or some
> other 2-stroke, the other two stroke will usually have more of the bearing
> exposed to allow for better lubrication.
>
> Now don't get me wrong. The Rotax engines are good engines and well
> proven,
> but most things can be made better, and the crank seals, and lower rod
> design is one area that could use improvement in my opinion.
>
> Tom Olenik
> Olenik Aviation
> http://www.buyitsellitfixit.com/rotax.htm
> http://www.buyitsellitfixit.com/2si-engines.htm
>
>
>
Message 3
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| Subject: | Re: Two Stroke Oil - personal ruin |
--> Kolb-List message posted by: Herb Gayheart <herbgh@juno.com>
Group
Some time ago I searched the net and found that there are not that
many folks making 2 cycle mineral oil in this country. Many of them are
relablers. If that be true; How would we know when a bad batch of oil
is made? It could happen! Herb (sitting on his 447 that will not swing
a three blade 60 inch ivo--no matter the pitch. )
Message 4
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| Subject: | Re: Two Stroke Oil - personal ruin |
--> Kolb-List message posted by: "Beauford" <beauford@tampabay.rr.com>
Herb...
I believe this was discussed, but did you ever actually check the
compression on those cylinders?
Beauford
Do Not Archive
----- Original Message -----
From: "Herb Gayheart" <herbgh@juno.com>
Subject: Re: Kolb-List: Re: Two Stroke Oil - personal ruin
> --> Kolb-List message posted by: Herb Gayheart <herbgh@juno.com>
>
>
> Group
>
> Some time ago I searched the net and found that there are not that
> many folks making 2 cycle mineral oil in this country. Many of them are
> relablers. If that be true; How would we know when a bad batch of oil
> is made? It could happen! Herb (sitting on his 447 that will not swing
> a three blade 60 inch ivo--no matter the pitch. )
>
>
>
Message 5
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| Subject: | Re: Two Stroke Oil - personal ruin |
--> Kolb-List message posted by: possums <possums@mindspring.com>
At 11:10 AM 7/21/2005, you wrote:
>--> Kolb-List message posted by: "Dale Sellers" <dsel1@bellsouth.net>
>
>Tom,
>
>Elaborate, if you will, on preventive as well as periodic proceedures and
>short falls of the Cuyuna II-02. I am particularly interested in weaknesses
>and pressure testing the crankcase.
>Any other things that I should look out for. The factory reccomendation on
>mixture is 40:to 1. I've noticed that most who run them have changed to
>50:1. What is your feeling on this?
>
>Dale Sellers
>Georgia UltraStar
I don't know if Tom is still on the list.
Message 6
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| Subject: | Re: Two Stroke Oil - personal ruin |
--> Kolb-List message posted by: Herb Gayheart <herbgh@juno.com>
Beauford
Just went to my sent message file and see that I reported 117 and
120. My rotax bible is the CPS catalog and you guys. I did not see
compression figures in there??
I am down to seals--started to make tools for checking and decided it
would be easier to just replace ! Herb
On Thu, 21 Jul 2005 12:53:35 -0400 "Beauford" <beauford@tampabay.rr.com>
writes:
> --> Kolb-List message posted by: "Beauford"
> <beauford@tampabay.rr.com>
>
> Herb...
> I believe this was discussed, but did you ever actually check the
> compression on those cylinders?
> Beauford
> Do Not Archive
> ----- Original Message -----
> From: "Herb Gayheart" <herbgh@juno.com>
> To: <kolb-list@matronics.com>
> Subject: Re: Kolb-List: Re: Two Stroke Oil - personal ruin
>
>
> > --> Kolb-List message posted by: Herb Gayheart <herbgh@juno.com>
> >
> >
> > Group
> >
> > Some time ago I searched the net and found that there are not
> that
> > many folks making 2 cycle mineral oil in this country. Many of
> them are
> > relablers. If that be true; How would we know when a bad batch
> of oil
> > is made? It could happen! Herb (sitting on his 447 that will
> not swing
> > a three blade 60 inch ivo--no matter the pitch. )
> >
> >
> >
>
>
>
>
>
>
>
>
Message 7
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| Subject: | Re: M-IIIC Drivers in Iowa |
--> Kolb-List message posted by: "Chuck Stonex" <cstonex@msn.com>
I know what u mean Woody.
--> Kolb-List message posted by: "woody" <duesouth@govital.net>
If you are flying a Challenger you will need medical assistance to wipe
the smile off your face after the first flight in a Kolb. No more chasin
your nose around the sky and rudders are reduced to almost an option for
flight. Everybody makes a big issue out of the Kolb being a tail dragger. It
rapidly becomes a non issue after the first flight. I transitioned myself
from a Cessna to a Kolb Flyer with just a tail skid ( No wheel). I just kept
it on the ground for 2 days of taxi tests until I was very familiar with the
ground handling. First flight was perfect. I have a friend that on his first
attempt at taxiing a Firestar managed to get airborne. He didn't panic just
remembered what I had told him. First words to me after he landed was " The
tail dragger part really is a non issue". Like I would lie to him :).
PS Your results may vary.
> Hello everyone. I have been reading the list for a while and I think I
have
> finally got a good lead on a M-III of my own. I am hoping to find someone
in
> the Des Moines Iowa area to look at it and give their opinion and also to
> help me transistion into it. I have experiance with T bird and Challenger
> with tricycle gear but no tail experiance. Any assistance would be
greatly
> appreciated.
> Thanks
> Chuck Stonex
> N28JL
Message 8
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| Subject: | Re: Two Stroke Oil - personal ruin |
--> Kolb-List message posted by: "woody" <duesouth@govital.net>
The old Beauford is back, I've missed your scarcastic wit and way with the
words. Keep up the good work. If you make it to Kentucky this Sept I will
have some Cuban cigars for ya.
>
> Compression tester you say... ? I had so much carbon in my cylinders I
> couldn't screw a compression tester into the holes with a sledge hammer
to
> get it started in the threads.... when light went into the hole it was
> absorbed and vanished....dental tools were bitten off at the handle when
> poked into those plug holes... when I removed the bolts, little black
> carbon
> fingers emerged from the ports and held the manifolds in place... NASA
has
> put out feelers to me as a prime source of re-entry heat shield
materials..
>
>
Message 9
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| Subject: | Fw: Quiet Landings |
--> Kolb-List message posted by: "Dave & Eve Pelletier" <pelletier@cableone.net>
----- Original Message -----
From: JIM HEFNER
Subject: Quiet Landings
Dave, for some reason I am not able to post this to the Kolb list... tried many
times yesterday to no avail. Spam filter keeps kicking it out and I couldn't
reach Matt to find out why. Could you please post this for me?
Thanks much, Jim
----- Original Message -----
From: JIM HEFNER
Subject: Quiet Landings
Folks,
I thought I would share my first attempts at real dead stick landing practice in
my Firefly with the list. Last Saturday morning I flew for the first time since
flying in Moab in late May. It was a beautiful morning with very light winds,
maybe 1 knot from the south. Plane started right up, warmed up and took
off. Did a couple touch and go passes just to brush up, which usually isn't
necessary since the FF is so easy to land for me. Full flaperons at idle is how
I always land.
I then flew over the San Manuel open pit copper mine, which is shut down, but has
lots of environmental related heavy equipment moving dirt around. After buzzing
around there for quite a few passes, I headed back to my airport.
As I approached the pattern upon my return, I decided to try my hand at a real
dead-stick landing, since there were no other planes flying that early at 6:30
am. Since I have to get out of the plane to restart after landing, this is not
something I wanted to practice when the pattern is busy with planes so this
looked like a good opportunity. I had been intending to practice dead stick
landings for quite a while but had never had the right situation or the nerve
before.
I climbed to 800' AGL, and entered the downwind leg of the pattern. As I cleared
the end of the runway, flying parallel to it, I pulled the throttle back to
idle, nosed it down into a 45 mph glide. It felt like I had a drag brake set
with prop spinning at 2100 rpm at idle. I then switched the 2 kill switches
to off. The silence was deafening!! I was approaching the end of the runway
at that point so I played with the attitude to find the best glide speed that
if felt comfortable with and was surprised that it was very happy gliding at 40mph
with minimum negative VSI reading. I've seen discussion about the difference
in glide with engine at idle vs stopped and I'm now a believer that the FF
glides much better with the engine off. It felt like I had released the brake
that I was feeling before. After being well clear of the end of the runway
at that point, I turned on left base and short final. After making the runway
I applied full flaperons, flared at a couple feet and eased it on down to a nice,
soft touch-down, with the tailwheel touching just before mains. The plane
coasted a good ways and as it was slowing I braked the last part, unbuckled,
switched ignition switches on, one pull and I was going again. I took off and
repeated this scenario 2 more times and thoroughly enjoyed it. I was not nervous
at all after the first one. I really enjoyed hearing the wind and silence
as I glided down. Talk about clear radio communications. Of course I was
talking to noone but myself at that hour so I could really hear myself clear!
Now that I have practiced this, I will know what to expect if the silence happens
unexpectedly and I won't panic. I now know the plane glides and handles great
with engine off. I plan to practice spot landings with dead stick next.
Where I fly in the desert, that practice might come in handy. Since the plane
glides further with engine off, I would likely panic and not loose enough altitude
and overshoot the spot I'm aiming for. Practice really is the only way
to be prepared when the unexpected happens and with 2 cycle's it's a matter of
time we've all heard.
I encourage all of you 2 cycle fliers that haven't practiced this, to do it. It's
really valuable practice and once you've done one, it is actually quite fun.
For us rope starter guys, pick times that won't upset others that are trying
to use the facility. Early morning usually works well at my airport and the
winds are usually very light then. If you have wind, I would suggest you make
your base turn, not much beyond the end of the runway, so that when you turn
final, you will be assured of making the runway into a headwind. Don't come
up short!! You won't make as much distance as you might think into the wind
with the glide angle of a 22' wingspan FF. Once you are used to how the plane
handles with engine off, you can experiment, but take small steps in your practice
attempts and be careful!
Thought I would share my experience to help others get over their fears of trying
this. It took me quite a while to finally get up the nerve to switch that
2nd kill switch off, knowing restart while sitting in the plane is not possible.
When that purr stops and the silence sinks in, it's quite a rush the first
time.
Would like to hear about others experiences, perspectives and advice.
Jim Hefner
Tucson, AZ
FF #022 215 hrs
Do Not Archive
Message 10
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| Subject: | Re: Fw: Quiet Landings/Practice Dead Stick |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
silence happens unexpectedly and I won't panic. I now know the plane
glides and handles great with engine off. | Jim Hefner
Hi Jim H/Gang:
I agree with you 100%.
Thanks for sharing your practice.
I forget who wrote this on the Kolb List, but it was to the effect
that they would not take a chance practicing a dead stick landing,
possibly breaking the airplane. They would wait until it happened and
handle the emergency situation for the first time in an actual
situation with no prior experience. Ever since I read that I have
thought about it many times. I still think about it.
Much easier to practice dead stick landings at a 3,000 ft paved
airstrip than during the first actual unannounced engine out some
place a lot less desireable.
Take care,
john h
Message 11
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| Subject: | Re: Two Stroke Oil - personal ruin |
--> Kolb-List message posted by: "Dale Sellers" <dsel1@bellsouth.net>
he was yesterday.
----- Original Message -----
From: "possums" <possums@mindspring.com>
Subject: Re: Kolb-List: Re: Two Stroke Oil - personal ruin
> --> Kolb-List message posted by: possums <possums@mindspring.com>
>
> At 11:10 AM 7/21/2005, you wrote:
>>--> Kolb-List message posted by: "Dale Sellers" <dsel1@bellsouth.net>
>>
>>Tom,
>>
>>Elaborate, if you will, on preventive as well as periodic proceedures and
>>short falls of the Cuyuna II-02. I am particularly interested in
>>weaknesses
>>and pressure testing the crankcase.
>>Any other things that I should look out for. The factory reccomendation
>>on
>>mixture is 40:to 1. I've noticed that most who run them have changed to
>>50:1. What is your feeling on this?
>>
>>Dale Sellers
>>Georgia UltraStar
>
>
> I don't know if Tom is still on the list.
>
>
>
Message 12
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|
required 4.6, BAYES_44 -0.00, HTML_MESSAGE 0.25)
--> Kolb-List message posted by: "Paul Petty" <Lynnp@c-gate.net>
Kolbers,
My nice accommodations at OSH went up in flames this afternoon as my so called
retired father-n-law got a call to fly a jet around the planet for the next 45
days. I plan to camp with a group from the yahoo chat room "The Hanger" in the
back forty area however I hear it's limited to 2 tents per airplane :-( What
is the tent pitching like around the UL area? Looking forward to seeing the
other 2 Kolbras there :-) What is every one doing?
Paul Petty
Building Ms. Dixie
Kolbra/912UL/Warp
do not archive
Message 13
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| Subject: | Re: Two Stroke Oil - personal ruin |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
| --> Kolb-List message posted by: "Dale Sellers"
<dsel1@bellsouth.net>
|
| he was yesterday.
Dale S/Gang:
Tom O hasn't been on the Kolb List for some time now. Last known post
in the Kolb Archives, that I can find, is Aug 2004.
His engine repair business is now defunct. He is pursuing a
semi-similar, but different line of work.
Maybe if you holler a little louder he will hear you.
john h
MKIII/912ULS
hauck's holler, alabama
DO NOT ARCHIVE
Message 14
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| Subject: | Synthetic 447 Sin |
--> Kolb-List message posted by: "David L. Bigelow" <dlbigelow@verizon.net>
Anyone using AV2 synthetic blend from California Power Systems? They advertise
it as being designed for Rotax engines, and approved by Rotax at 50:1 premix
or injected. The info mentions that it is formulated for use in "Dykes" ring
equipped Rotax engines. It's a proprietory 50/50 mix of synthetic and mineral
base. I've been using it in my injected 503, but only have 40 hours on the engine.
From what I can tell so far from plug condition, I'm not seeing much carbon
buildup.
Dave Bigelow
FS2, 503 DCDI
Kamuela, Hawaii
Message 15
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--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
Hi Folks:
During a quick trip through Wal*Mart today, I spied a gal jug of
Mercury Quicksilver Full Synthetic Two Stroke Oil for PWC (personal
water craft). Price was $23.00 and a little change. If I was still
two stroking my flying machine I would give this oil a try. The OB
and PWC industry has had their problems with coked/stuck rings and
scored cylinders. If this oil works for them, maybe it will work for
us.
john h
MKIII
DO NOT ARCHIVE
Message 16
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--> Kolb-List message posted by: "Richard & Martha Neilsen" <NeilsenRM05@comcast.net>
Paul
Come on over the camping is fine in the UL area. Normally there are no trash
cans, porta potties, or showers but good company and lots of talk.
I talked to Steve Green a few hours ago. He, Steve's friend, and Gary Haley
are at London KY (New Kolb) for the night and will be here in mid Michigan
sometime in the afternoon. They will RON here and we will head out for the
UP of Michigan Saturday AM. We plan to be flying in to OSH sometime Monday.
Rick Neilsen
Redrive VW powered MKIIIc
Do Not Archive
----- Original Message -----
From: "Paul Petty" <Lynnp@c-gate.net>
Subject: Kolb-List: OSH
> --> Kolb-List message posted by: "Paul Petty" <Lynnp@c-gate.net>
>
> Kolbers,
> My nice accommodations at OSH went up in flames this afternoon as my so
> called retired father-n-law got a call to fly a jet around the planet for
> the next 45 days. I plan to camp with a group from the yahoo chat room
> "The Hanger" in the back forty area however I hear it's limited to 2 tents
> per airplane :-( What is the tent pitching like around the UL area?
> Looking forward to seeing the other 2 Kolbras there :-) What is every one
> doing?
>
> Paul Petty
> Building Ms. Dixie
> Kolbra/912UL/Warp
>
>
> do not archive
>
>
>
Message 17
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| Subject: | Re: Synthetic 447 Sin |
--> Kolb-List message posted by: HShack@aol.com
In a message dated 7/21/2005 10:38:45 PM Eastern Standard Time,
dlbigelow@verizon.net writes:
Anyone using AV2 synthetic blend from California Power Systems?
My partner & I have both been using AV2 for about 50 hours each. Mine is a
503 & his is a 582. Both are Firestar II's. No problems yet.
On the "Fly-UL" list there were a couple of experts who sais AV2 is not good.
We will continue to run it.
Howard Shackleford
FS II
SC
Message 18
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| Subject: | Re: Synthetic 447 Sin |
--> Kolb-List message posted by: HShack@aol.com
In a message dated 7/21/2005 11:58:03 PM Eastern Standard Time,
HShack@aol.com writes:
On the "Fly-UL" list there were a couple of experts who sais AV2 is not good.
We will continue to run it.
Howard Shackleford
FS II
SC
"said"
Howard Shackleford
FS II
SC
Message 19
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| Subject: | Re: Fw: Quiet Landings |
--> Kolb-List message posted by: roger lee <ssadiver1@yahoo.com>
Jim,
Now fly up to 8k-10k ft. and kill the engine. It's even more fun.
You will stay up for quite some time. Take a coat it's cold.
We used to do this all the time.
Roger Lee
Dave & Eve Pelletier <pelletier@cableone.net> wrote:--> Kolb-List message posted
by: "Dave & Eve Pelletier"
----- Original Message -----
From: JIM HEFNER
Subject: Quiet Landings
Dave, for some reason I am not able to post this to the Kolb list... tried many
times yesterday to no avail. Spam filter keeps kicking it out and I couldn't
reach Matt to find out why. Could you please post this for me?
Thanks much, Jim
----- Original Message -----
From: JIM HEFNER
Subject: Quiet Landings
Folks,
I thought I would share my first attempts at real dead stick landing practice in
my Firefly with the list. Last Saturday morning I flew for the first time since
flying in Moab in late May. It was a beautiful morning with very light winds,
maybe 1 knot from the south. Plane started right up, warmed up and took off.
Did a couple touch and go passes just to brush up, which usually isn't necessary
since the FF is so easy to land for me. Full flaperons at idle is how I
always land.
I then flew over the San Manuel open pit copper mine, which is shut down, but has
lots of environmental related heavy equipment moving dirt around. After buzzing
around there for quite a few passes, I headed back to my airport.
As I approached the pattern upon my return, I decided to try my hand at a real
dead-stick landing, since there were no other planes flying that early at 6:30
am. Since I have to get out of the plane to restart after landing, this is not
something I wanted to practice when the pattern is busy with planes so this
looked like a good opportunity. I had been intending to practice dead stick landings
for quite a while but had never had the right situation or the nerve before.
I climbed to 800' AGL, and entered the downwind leg of the pattern. As I cleared
the end of the runway, flying parallel to it, I pulled the throttle back to
idle, nosed it down into a 45 mph glide. It felt like I had a drag brake set with
prop spinning at 2100 rpm at idle. I then switched the 2 kill switches to
off. The silence was deafening!! I was approaching the end of the runway at that
point so I played with the attitude to find the best glide speed that if felt
comfortable with and was surprised that it was very happy gliding at 40mph
with minimum negative VSI reading. I've seen discussion about the difference in
glide with engine at idle vs stopped and I'm now a believer that the FF glides
much better with the engine off. It felt like I had released the brake that
I was feeling before. After being well clear of the end of the runway at that
point, I turned on left base and short final. After making the runway I applied
full flaperons, flared at a couple feet a!
nd eased it on down to a nice, soft touch-down, with the tailwheel touching just
before mains. The plane coasted a good ways and as it was slowing I braked the
last part, unbuckled, switched ignition switches on, one pull and I was going
again. I took off and repeated this scenario 2 more times and thoroughly enjoyed
it. I was not nervous at all after the first one. I really enjoyed hearing
the wind and silence as I glided down. Talk about clear radio communications.
Of course I was talking to noone but myself at that hour so I could really
hear myself clear!
Now that I have practiced this, I will know what to expect if the silence happens
unexpectedly and I won't panic. I now know the plane glides and handles great
with engine off. I plan to practice spot landings with dead stick next. Where
I fly in the desert, that practice might come in handy. Since the plane glides
further with engine off, I would likely panic and not loose enough altitude
and overshoot the spot I'm aiming for. Practice really is the only way to be
prepared when the unexpected happens and with 2 cycle's it's a matter of time
we've all heard.
I encourage all of you 2 cycle fliers that haven't practiced this, to do it. It's
really valuable practice and once you've done one, it is actually quite fun.
For us rope starter guys, pick times that won't upset others that are trying
to use the facility. Early morning usually works well at my airport and the winds
are usually very light then. If you have wind, I would suggest you make your
base turn, not much beyond the end of the runway, so that when you turn final,
you will be assured of making the runway into a headwind. Don't come up short!!
You won't make as much distance as you might think into the wind with the
glide angle of a 22' wingspan FF. Once you are used to how the plane handles
with engine off, you can experiment, but take small steps in your practice attempts
and be careful!
Thought I would share my experience to help others get over their fears of trying
this. It took me quite a while to finally get up the nerve to switch that 2nd
kill switch off, knowing restart while sitting in the plane is not possible.
When that purr stops and the silence sinks in, it's quite a rush the first time.
Would like to hear about others experiences, perspectives and advice.
Jim Hefner
Tucson, AZ
FF #022 215 hrs
Do Not Archive
Message 20
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| Subject: | Re: Wal*Mart Stuff |
--> Kolb-List message posted by: roger lee <ssadiver1@yahoo.com>
Hi John and Gang,
I have used Yamalube, part synthetic, for 30 plus years. Never any excess wear,
stuck rings, cylinder scoring, carbon deposits, plug fouling or dry inner parts.
This is also a marine recommended oil. I still use it at 50:1 in every two
stroke I own. Doesn't smoke either.
Just my 2 cents. Oil recommendations has many different faces in talk groups and
that's ok.
Roger Lee
John Hauck <jhauck@elmore.rr.com> wrote: --> Kolb-List message posted by: "John
Hauck"
Hi Folks:
During a quick trip through Wal*Mart today, I spied a gal jug of
Mercury Quicksilver Full Synthetic Two Stroke Oil for PWC (personal
water craft). Price was $23.00 and a little change. If I was still
two stroking my flying machine I would give this oil a try. The OB
and PWC industry has had their problems with coked/stuck rings and
scored cylinders. If this oil works for them, maybe it will work for
us.
john h
MKIII
DO NOT ARCHIVE
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