Today's Message Index:
----------------------
1. 03:30 AM - Re: Hot Heads (Beauford)
2. 03:30 AM - Re: Hot Heads (Beauford)
3. 04:46 AM - Re: 912S Rpm question (DCulver701@AOL.COM)
4. 05:25 AM - Re: Hot Heads (Jack & Louise Hart)
5. 06:12 AM - Re: Hot Heads (Don Gherardini)
6. 08:53 AM - Re: Hot Heads--for further confusion ? (Flycrazy8@aol.com)
7. 09:10 AM - low rpm (flykolb)
8. 09:29 AM - Re: low rpm/532 (John Hauck)
9. 09:59 AM - Re: Hot Heads (Thom Riddle)
10. 10:17 AM - Re: Re: Hot Heads (John Hauck)
11. 11:45 AM - Re: low rpm (Benny Bee)
12. 12:21 PM - Re: Re: Hot Heads (N27SB@aol.com)
13. 12:50 PM - Re: low rpm (Richard Pike)
14. 02:40 PM - Oshkosh 2005 Trip Update (John Williamson)
15. 02:42 PM - Re: Re: Hot Heads (Beauford)
16. 03:16 PM - Pitot static (Martin Burns)
17. 03:38 PM - FireFly Forward Slip (Jack & Louise Hart)
18. 04:44 PM - Re: TNK OSHKOSH (Todd Fredricks)
19. 04:53 PM - Re: Pitot static (robert bean)
20. 05:02 PM - Re: Oshkosh 2005 Trip Update (Todd Fredricks)
21. 05:13 PM - Re: Oshkosh 2005 Trip Update (John Hauck)
22. 06:24 PM - Re: Fw: Quiet Landings and then BANG!!! (Mike Matuszczak)
23. 06:39 PM - Re: Hot Heads (possums)
24. 06:43 PM - Re: Pitot static (Daniel Walter)
25. 06:48 PM - Re: Oshkosh 2005 Trip Update (dama)
26. 06:52 PM - Re: Re: Hot Heads (Don Gherardini)
27. 07:03 PM - Re: Re: Hot Heads (Eugene Zimmerman)
28. 07:04 PM - Re: Alternative engines... (Richard Swiderski)
29. 07:11 PM - Re: Hot Heads (Beauford)
30. 07:18 PM - Re: Re: Hot Heads (Beauford)
31. 07:31 PM - Re: Re: Hot Heads (Beauford)
32. 07:35 PM - Oshkosh 2005 PreFlight (Richard & Martha Neilsen)
33. 07:36 PM - Re: Hot Heads (WhiskeyVictor36@aol.com)
34. 08:00 PM - Re: Pitot static (Denny Rowe)
35. 08:43 PM - Re: Pitot static (Richard Pike)
Message 1
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--> Kolb-List message posted by: "Beauford" <beauford@tampabay.rr.com>
Richard:
I normally cruise at 5700 to 5800.... CHT's used to run 335 to 340 at that
power setting. Now it goes to 390 to 400 at 5800.
It climbs at 6250 with WOT. Level WOT gives 6400. CHT's were 360. Now
well over 400 at WOT.
Both EGT's remain unchanged and remain well in normal range for climb and
cruise operations-- 1020 to 1100.
I suppose it is possible that I chafed the thermocouple leads when I had
engine apart, but I doubt it...was pretty
careful with them...and temp increase is uniform across both cylinders.... I
would not have damaged both leads by accident.
I have not had generator section open yet, but I doubt timing is a problem.
I did not unbutton any ignition
areas or components during the decarbon... it is breakerless ignition. Also
the engine turns up just fine... if timing were
retarded, I think I'd notice decay in RPM from earlier operation.
I had planned to probe the rings from the exhaust side when I get the
manifold off. Also planned to check the head torque and re-torque them.
Remember, this engine only has one hour on it since all new gaskets in top
end. Heads were to have been retorqued after
2 or 3 hours anyway. Will pull the jugs back off today only as last resort.
To me, the most puzzling aspect of this is that head temps were 350 or below
at cruise when I put it away a week earlier. It sits
one week without anyone touching it and now they have abruptly jumped up to
almost 400 degrees at same power setting.
Unless the heads have loosened significantly from head gasket crush in one
hour (which I really doubt) I don't see how it
could be anything other than the top rings sticking...
Thanks for the input... I'll inform of developments. I'm headed for the
airstrip... hope it is drier down there today...standing water in much of my
grass
work area yesterday... great "fun" to work in. Trenchfoot at one end and
baked brain (cloudless blue hell all day over the airport) at the other.
Wheee......!
Beauford
FF #076
Brandon, FL
----- Original Message -----
From: "Richard Pike" <richard@bcchapel.org>
Subject: Re: Kolb-List: Hot Heads
> --> Kolb-List message posted by: Richard Pike <richard@bcchapel.org>
>
> Need more data -
> What is your normal cruise RPM?
> What is your normal full throttle climb rpm?
> You refer to being over the airport at 5800 rpm - was that in a climb?
>
> Before you tear the top off the engine, pull the exhaust manifold off and
> attempt to depress the rings with a plastic or wooden probe. If they go in
> and out and you can see oil movement as you move them, they aren't stuck.
>
> Did you chafe the CHT wires during the recent surgery?
>
> Not real up on the 447, but can the magneto timing move?
>
> All I can think of at the moment...
>
> Richard Pike
> MKIII N420P (420ldPoops)
>
> do not archive
>
> At 06:08 PM 7/30/05 -0400, you wrote:
>
>>--> Kolb-List message posted by: "Beauford" <beauford@tampabay.rr.com>
>>
>>Kolbers and Kolbettes...
>>A perplexed and humble Beauford addresses you this evening...
>>
>>Following decarboning and reassembly of the 447's top end, flew it for 45
>>minutes last weekend...
>>CHT's were 340 to 360.... EGT's normal... below 1100...
>>This morning I flew it for a second time... On takeoff, CHT's were
>>immediately about 40 degrees hotter than last flight. Circled
>>over the airstrip at 5800 RPM for 10 minutes... both CHT's stabilized at
>>385 to 390... Landed.
>>Tomorrow, I tear the top back off the engine...
>>
>>To my non-educated Rotax eye, it appears that the rings are stuck
>>again. They were clean and the ring grooves
>>were clean when I put it back together. All 4 rings are installed
>>right-side-up. Heads and cylinders were assembled
>>with new gaskets and torqued properly. Any of you experienced 2- stroke
>>Rotaxers
>>out there have any suggestions as to what might be going on here?
>>
>>Overheated Beauford
>>FF #076
>>Brandon, FL
>>
>>
>
>
>
Message 2
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--> Kolb-List message posted by: "Beauford" <beauford@tampabay.rr.com>
Richard:
I normally cruise at 5700 to 5800.... CHT's used to run 335 to 340 at that
power setting. Now it goes to 390 to 400 at 5800.
It climbs at 6250 with WOT. Level WOT gives 6400. CHT's were 360. Now
well over 400 at WOT.
Both EGT's remain unchanged and remain well in normal range for climb and
cruise operations-- 1020 to 1100.
I suppose it is possible that I chafed the thermocouple leads when I had
engine apart, but I doubt it...was pretty
careful with them...and temp increase is uniform across both cylinders.... I
would not have damaged both leads by accident.
I have not had generator section open yet, but I doubt timing is a problem.
I did not unbutton any ignition
areas or components during the decarbon... it is breakerless ignition. Also
the engine turns up just fine... if timing were
retarded, I think I'd notice decay in RPM from earlier operation.
I had planned to probe the rings from the exhaust side when I get the
manifold off. Also planned to check the head torque and re-torque them.
Remember, this engine only has one hour on it since all new gaskets in top
end. Heads were to have been retorqued after
2 or 3 hours anyway. Will pull the jugs back off today only as last resort.
To me, the most puzzling aspect of this is that head temps were 350 or below
at cruise when I put it away a week earlier. It sits
one week without anyone touching it and now they have abruptly jumped up to
almost 400 degrees at same power setting.
Unless the heads have loosened significantly from head gasket crush in one
hour (which I really doubt) I don't see how it
could be anything other than the top rings sticking...
Thanks for the input... I'll inform of developments. I'm headed for the
airstrip... hope it is drier down there today...standing water in much of my
grass
work area yesterday... great "fun" to work in. Trenchfoot at one end and
baked brain (cloudless blue hell all day over the airport) at the other.
Wheee......!
Beauford
FF #076
Brandon, FL
----- Original Message -----
From: "Richard Pike" <richard@bcchapel.org>
Subject: Re: Kolb-List: Hot Heads
> --> Kolb-List message posted by: Richard Pike <richard@bcchapel.org>
>
> Need more data -
> What is your normal cruise RPM?
> What is your normal full throttle climb rpm?
> You refer to being over the airport at 5800 rpm - was that in a climb?
>
> Before you tear the top off the engine, pull the exhaust manifold off and
> attempt to depress the rings with a plastic or wooden probe. If they go in
> and out and you can see oil movement as you move them, they aren't stuck.
>
> Did you chafe the CHT wires during the recent surgery?
>
> Not real up on the 447, but can the magneto timing move?
>
> All I can think of at the moment...
>
> Richard Pike
> MKIII N420P (420ldPoops)
>
> do not archive
>
> At 06:08 PM 7/30/05 -0400, you wrote:
>
>>--> Kolb-List message posted by: "Beauford" <beauford@tampabay.rr.com>
>>
>>Kolbers and Kolbettes...
>>A perplexed and humble Beauford addresses you this evening...
>>
>>Following decarboning and reassembly of the 447's top end, flew it for 45
>>minutes last weekend...
>>CHT's were 340 to 360.... EGT's normal... below 1100...
>>This morning I flew it for a second time... On takeoff, CHT's were
>>immediately about 40 degrees hotter than last flight. Circled
>>over the airstrip at 5800 RPM for 10 minutes... both CHT's stabilized at
>>385 to 390... Landed.
>>Tomorrow, I tear the top back off the engine...
>>
>>To my non-educated Rotax eye, it appears that the rings are stuck
>>again. They were clean and the ring grooves
>>were clean when I put it back together. All 4 rings are installed
>>right-side-up. Heads and cylinders were assembled
>>with new gaskets and torqued properly. Any of you experienced 2- stroke
>>Rotaxers
>>out there have any suggestions as to what might be going on here?
>>
>>Overheated Beauford
>>FF #076
>>Brandon, FL
>>
>>
>
>
>
Message 3
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| Subject: | Re: 912S Rpm question |
--> Kolb-List message posted by: DCulver701@aol.com
In a message dated 7/30/2005 6:16:59 PM Eastern Standard Time,
kolbrapilot2@comcast.net writes:
--> Kolb-List message posted by: "John Williamson" <kolbrapilot2@comcast.net>
I have pitched the Warp Drive prop on the Kolbra to give me 5500 rpm at full
throttle (aviation term).
The static rpm will depend on the diameter of the prop you have.
At 5500 rpm I get 96 knots on a nice smooth day. That equates to over 6
gallons an hour, so I don't stay their long!
I normally cruise at 4900 rpm which gives me 80 knots. This is about 4.8
gallons per hour.
John Williamson
Arlington, TX
Hi John, your post brings me to another question. Have any of you guys who
do long x-country flights, put in a larger fuel tank for extended range?
Tia, best regards. Dave Culver
Message 4
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--> Kolb-List message posted by: Jack & Louise Hart <jbhart@ldd.net>
Beauford,
Did you check the ring gap by placing a new top ring in the cylinder and
measuring the gap with a feeler gauge?
Jack B. Hart FF004
Winchester, IN
Jack B. Hart
jbhart@ldd.net
Message 5
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--> Kolb-List message posted by: "Don Gherardini" <donghe@one-eleven.net>
Beauford,
Here is a possibility, alky in the fuel, or double oil mix by mistake.????
In the recent few months, we have noticed in our testing of Honda engine
applications that engine temps have been running 30 to 40 degrees higher
than normal. quickly traced back to 20 to 30 % alcohol in the fuel. We are
assuming that due to the recent high gas prices some non-discreet gas
stationowners have not been able to resist the temptation to add more than
normal amounts of corn juice in the fuel tanks no doubt to increase profits.
This results in higher temps , and easily checked by switching fuel sources.
Another possibility is too much mix oil....gives a higher viscosity and of
course a leaner condition...combined with a lower cooling ability of the
oil. (remember these 2 strokes engines are 75%cooled by the fuel)
Just a couple of thoughts to try..
Got back from OshKosh last nite....had a great time. Wife went with me for
the first time ever!..
had her sitting in 2 seaters all over the place. She found a couple she
liked!!!!!
Seeing 3 B-17s and a B-25 flying in low formation being chased around by
P-51,s P-40s, a Bearcat and a couple of Wildcats.. and a Spitfire and a was
a really memorable sight.
Biggest dissapointment was the new Sport plane showcase has only a couple of
birds there that will be available to build....90 % of them only available
as finished certified birds...arghhh...seems to me the manufacturers are
missing the market...but what do I know???
Don Gherardini
FireFly 098
http://www.geocities.com/dagger369th/my_firefly.htm
DO NOT ARCHIVE
Message 6
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| Subject: | Re: Hot Heads--for further confusion ? |
--> Kolb-List message posted by: Flycrazy8@aol.com
Beaford/ and all concerned
According to the Rotax engine book I got with my 447 SCDI the " Normal"
opperating temps for the CHT's is 374 f to 446 f . With the max @ 500 degree's
.
Compared to the Rotax 503 the "normal" opperating temps being 350 to 430 f
and max @ 480 degrees farenheit . ?
I talked to Thomas at South Mississippi Light Aircraft ( Rotax Dealer) and He
said 400 degree cruise CHT was ok this time of the year. You might want to
move your clip on your needle jet to a richer spot and make sure your fan belt
is tight . AnDddddd he recomends using the Penzoil air cooled 50 to 1 only .
Go figure and I say >> Fly High.
Stephen
BamaGa Firefly
Do Not Archive
Message 7
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1.30 DATE_IN_FUTURE_06_12 Date: is 6 to 12 hours after Received: date
--> Kolb-List message posted by: "flykolb" <flykolb@carolina.rr.com>
Kolbers
Need your collective wisdom again.
A couple of weeks ago I had the head removed on my 532, the pistons and rings cleaned,
and then reassembled.
Now it runs rough and will not exceed 1000 rpm. If I add throttle it dies. If I
add a shot of gas with the primer, it dies.
Cleaned the carbs. Has spark and gas at the plugs. Did not change the timing or
touch the crank.
Any ideas?
Jim
Mark III
532
Message 8
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--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
| Now it runs rough and will not exceed 1000 rpm. | Jim
Jim/Gang:
Not an expert on the subject by any means.
Fuel will not burn without a good fire.
532, I assume with point ignition, has to be right on the timing specs
to run.
Same for fuel/air ratio.
If I was committed to the 532 I would start at the beginning and work
off the entire list until complete.
-New coils. They won't run well with bad coils.
-New points and condensers. They won't run well with bad condensers.
-New spark plugs.
-Insure both sets of points are set and ign is timed correctly.
-Set up the carb the way it came from the factory. Float level, main
jet, fuel needle and needle jet, fuel needle height.
-Mechanically synchronize carbs is duals.
Here's a thought: If you removed the pistons??? Did you replace them
correctly? They could be 180 degrees out.
Another thought: Condensers were a pain in the ass. The old had to
be pressed out, and the new pressed in. Easy to screw them up. Make
sure yours are installed correctly.
Isn't there a key on the crank shaft that centers the flywheel. Could
you have failed to replace the key and gotten the flywheel out of
position???
Just brain storming down here in sunny/rainy Alabama. Remember, you
are probably going to fly with this 532 behind you. I wouldn't want
to have any doubts in the back or the front of my mind about whether
or not it is set up perfectly and performing perfectly.
Take care,
john h
Ancient two stroke flyer.
Message 9
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--> Kolb-List message posted by: Thom Riddle <jtriddle@adelphia.net>
One thing I don't recall anyone else mentioning is the CHT probes. When
re-assembling the engine, did you put the CHT probe rings in the same
place as before? If you had them under a head bolt before and then put
them under the spark plug, or vice versa, the readings could be
different without any change at all in the actual temps in the engine.
Thom in Buffalo
Message 10
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--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
| Thom in Buffalo
Thom/Beauford/Gang:
Doesn't OAT effect CHT? Most of the gauges I am familiar with are not
static temp compensating. I believe the Westach temp gauges are
calibrated at 70F. One must compensate for OAT when reading the
gauges.
john h
MKIII/912ULS
Message 11
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--> Kolb-List message posted by: Benny Bee <benny_bee_01@yahoo.com>
It sounds like it runs too rich...
Do you smell gass in exhaust? Black smoke coming from
it?
If you havent touched timing nor changed anything
mechanically i would suspect a carb.
Very often engine mis-behavior claimed to be a
mechanical problem while it's not.Mechanically sound
engine will run like crap if fuel mixture improper.
Check out the carb.Disassemble it and wash in
comercial carburetor cleaner.Thats the kind trhat
comes in a can with a little basket .You let the metal
parts soak for a day or two and then wash off with
water.
Check for bending in float or leakage in float.If it
does leak it's probably full of gas by now thus not
regulate fuel properly(too rich)
blow all passages with compressed air.
Assemble and tune.
--- flykolb <flykolb@carolina.rr.com> wrote:
> --> Kolb-List message posted by: "flykolb"
> <flykolb@carolina.rr.com>
>
> Kolbers
>
> Need your collective wisdom again.
>
> A couple of weeks ago I had the head removed on my
> 532, the pistons and rings cleaned, and then
> reassembled.
>
> Now it runs rough and will not exceed 1000 rpm. If I
> add throttle it dies. If I add a shot of gas with
> the primer, it dies.
>
> Cleaned the carbs. Has spark and gas at the plugs.
> Did not change the timing or touch the crank.
>
> Any ideas?
>
> Jim
> Mark III
> 532
>
>
>
> browse
> Subscriptions page,
> FAQ,
>
>
>
>
>
>
http://www.yahoo.com/r/hs
Message 12
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--> Kolb-List message posted by: N27SB@aol.com
Hey Beaufie, Just got back from flying the chain of lakes around Mt, Dora. I
usually run the 447 that Duane flew at 5900. Today the cht showed barely under
300 deg. It did not matter if I was on the deck over the water at 90 deg OAT
or at 1000 ft/78 Oat. However, just like John H says, if you reduce power the
EGT goes down and the CHT goes up. A week ago I remember it down at 280 or so.
What gives? Maybe it has something to do with the close proximity of Mars
this month. The 447 has 165 hrs on it and was de carbed at about 25 hrs. Duane
said it was because they wanted to check inside for some reason.
I run high test auto gas with 50:1 Pennzoil and a little MMO.
I plan to de carb in a week or so, I will let you know what I find.
Steve
FF#007
Message 13
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--> Kolb-List message posted by: Richard Pike <richard@bcchapel.org>
Jim, John H has already covered about all the bases, but let me add a
couple more - since you cleaned the carbs, is the jet needle below the
nylon cup and not above it?
Are the choke/enrichment cables possibly hung in the on position so that
the little valve is not seating?
Did you remove the rotary valve? And if so, did it go back into the right
setting?
And one final note, the 532 coils are wired opposite to the other older
Rotax engines, the 377/447/503 wiring diagram will have your little blue
coil wires for the 532 primary ignition circuit hooked up backwards. It
will run, but not very well. (Guess how I know this?)
Richard Pike
MKIII N420P (420ldPoops)
At 12:08 AM 8/1/05 -0400, you wrote:
>--> Kolb-List message posted by: "flykolb" <flykolb@carolina.rr.com>
>
>Kolbers
>
>Need your collective wisdom again.
>
>A couple of weeks ago I had the head removed on my 532, the pistons and
>rings cleaned, and then reassembled.
>
>Now it runs rough and will not exceed 1000 rpm. If I add throttle it dies.
>If I add a shot of gas with the primer, it dies.
>
>Cleaned the carbs. Has spark and gas at the plugs. Did not change the
>timing or touch the crank.
>
>Any ideas?
>
>Jim
>Mark III
>532
>
>
Message 14
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| Subject: | Oshkosh 2005 Trip Update |
--> Kolb-List message posted by: "John Williamson" <kolbrapilot2@comcast.net>
Hi All,
Just completed the webpage update for the trip to Oshkosh and beyond I just
completed.
It can be found at the link down below, then click on Flights in 2005.
John Williamson
Arlington, TX
Kolb Kolbra, Rotax 912ULS, 891 hours
http://home.comcast.net/~kolbrapilot
do not archive
Message 15
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--> Kolb-List message posted by: "Beauford" <beauford@tampabay.rr.com>
Thanks to Steve, Don, Jack, John, Ralph and anyone else who offered info and
ideas... It is all much appreciated.
Spent another day baking at the strip again trying to eliminnate possible
causes for high EGT's.
-- Inspected rings thru exhaust ports... probed them with wooden item... all
appear free. Cyls, pistons, etc. look great. Fan and belt tension OK.
-- Did cold retorque on heads, manifolds, George Alexander (his 503 runs
flawlessly), and anything else that got too close while I had the torque
wrench...
-- Flew airplane over strip... EGTs normal... CHT, especially front cyl, ran
away to well over 400 in 30 seconds. Swore. Landed.
-- Inspected plug thermocouples/leads... normal. Swapped thermocouples on
cylinders, front cyl still hottest, so probes are OK.
-- Whined.
-- George disgusted... he departed fix laughing ... went home.
-- Meditated in folding chair in front of trailer... ( proved to be
mistake...)
-- Meditative flash : is Amsoil synthetic preventing rings from
re-seating...? drained Amsoil gas mix (amoco)... mixed fresh Penzoil gas
(amoco)... tied down tail and tried to run break-in protocol on Rotax...
Was unable to complete as written because both cyls went over 430 temp limit
after about 30 seconds on WOT. 2 more hours wasted. Stuffed Kolb back in
trailer.
--Beauford disgusted... put special repeat curse on Austria... departed
fix... went home... unwrapped fresh stogie... mixed Martini...
meditating...
Beauford
----- Original Message -----
From: <N27SB@aol.com>
Subject: Re: Kolb-List: Re: Hot Heads
> --> Kolb-List message posted by: N27SB@aol.com
>
> Hey Beaufie, Just got back from flying the chain of lakes around Mt, Dora.
> I
> usually run the 447 that Duane flew at 5900. Today the cht showed barely
> under
> 300 deg. It did not matter if I was on the deck over the water at 90 deg
> OAT
> or at 1000 ft/78 Oat. However, just like John H says, if you reduce power
> the
> EGT goes down and the CHT goes up. A week ago I remember it down at 280 or
> so.
> What gives? Maybe it has something to do with the close proximity of Mars
> this month. The 447 has 165 hrs on it and was de carbed at about 25 hrs.
> Duane
> said it was because they wanted to check inside for some reason.
> I run high test auto gas with 50:1 Pennzoil and a little MMO.
> I plan to de carb in a week or so, I will let you know what I find.
>
> Steve
> FF#007
>
>
>
Message 16
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--> Kolb-List message posted by: "Martin Burns" <martin_burns@ntlworld.com>
We have a Kolb mk.III Classic with 582 engine and short wings. The pitot
static system is currently open to the interior of the cockpit. This is not
ideal since changes in engine rpm affect the instrument readings. We have
tried several different external positions which all gave huge ASI errors.
Can anyone recommend an external static vent position that works?
Martin Burns
Mk III G-BUZT
Scotland.
Message 17
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| Subject: | FireFly Forward Slip |
--> Kolb-List message posted by: Jack & Louise Hart <jbhart@ldd.net>
Old Subject Re: Kolb-List: Quiet Landings/Practice Dead Stick
At 02:05 PM 7/22/05 -0400, you wrote:
>--> Kolb-List message posted by: "Richard & Martha Neilsen" <NeilsenRM05@comcast.net>
>
<snip>
>flaps. They will not extend your glide but they WILL shorten it. As for
>slips they aren't real effective in our Kolbs.
<snip>
Rick & Kolbers,
Today I turned the FireFly on final over the end of the runway at 1,000 feet
agl, closed the throttle and put on three degrees of flaperon. Then I
pushed the stick forward until the ASI read 50 mph. The VASI read 500 fpm
down. Then I moved the rudder up against the stop and forward slipped at 50
mphi and the VASI read 800 fpm.
I believe this is a significant change in vertical air speed. If I had not
installed VG's the VAS readings would probably have been higher. With 9.75
inch chord ailerons and modified aileron linkage, the FireFly is easily put
into a forward slip.
Jack B. Hart FF004
Winchester, IN
Jack B. Hart
jbhart@ldd.net
Message 18
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--> Kolb-List message posted by: Todd Fredricks <flyingfox@copper.net>
And watching WK fly was a sight to behold. What a fun experience. Thanks
Rick for letting me try out your Mark III. As swoon as the 172 sale is
finalized I am going to London to drop off some cash.
Todd
On 7/30/05 1:46 PM, "Bill Vincent" <emailbill@chartermi.net> wrote:
> --> Kolb-List message posted by: "Bill Vincent" <emailbill@chartermi.net>
>
> Hi Gang
> Just got back from the EAA Oshkosh!
>
> On Thursday, I was at the Kolb trailer and I spoke with Dick, about his engine
> out.
> Dick is very thankful there was a place to land the plane and there was very
> little damage to the plane.
>
> The "unofficial" word so far is:
>
> It may have been the
> Rust on the crank shaft, somehow causing a bearing failure which jammed
> the piston.
> They think the plane has not been flown enough; which could be the
> problem.
> They also recommend running your engine at least once a month to keep it
> lubricated.
>
>
> P.S. My wife Anna is really excited because she met Burt Rutan, and he
> autographed her "Tilley" hat!
> Both the Virgin Atlantic and the SpaceShip One are on display. They were going
> to fly the SpaceShip One on Friday but now it has been changed to Saturday.
>
> Bill Vincent
> FireStar II
> Upper Peninsula of Michigan
> Do Not Archive
>
>
>
>
>
>
Message 19
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| Subject: | Re: Pitot static |
--> Kolb-List message posted by: robert bean <slyck@frontiernet.net>
Paired with the pitot?
Works for me, up to about 65 that is, then my goofy nose (the
airplane's)
seems to cause some kind of turbulence and it stays the same even in a
dive.
In a steep climb it does ok but then my altimeter, static open at the
back,
goes wacko due to the no door configuration. Ask me if I care much.
A static probe is easy, plug the end, drill a couple tiny holes in the
side,
adjust with little orings aft the holes. (or buy one)
-BB do not archive
On 31, Jul 2005, at 6:16 PM, Martin Burns wrote:
> --> Kolb-List message posted by: "Martin Burns"
> <martin_burns@ntlworld.com>
>
> We have a Kolb mk.III Classic with 582 engine and short wings. The
> pitot
> static system is currently open to the interior of the cockpit. This
> is not
> ideal since changes in engine rpm affect the instrument readings. We
> have
> tried several different external positions which all gave huge ASI
> errors.
> Can anyone recommend an external static vent position that works?
> Martin Burns
>
> Mk III G-BUZT
>
> Scotland.
>
>
Message 20
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| Subject: | Re: Oshkosh 2005 Trip Update |
--> Kolb-List message posted by: Todd Fredricks <flyingfox@copper.net>
Just missed you John, but sometime I will get to see that Kolbra.
Todd
On 7/31/05 5:39 PM, "John Williamson" <kolbrapilot2@comcast.net> wrote:
> --> Kolb-List message posted by: "John Williamson" <kolbrapilot2@comcast.net>
>
> Hi All,
>
> Just completed the webpage update for the trip to Oshkosh and beyond I just
> completed.
>
> It can be found at the link down below, then click on Flights in 2005.
>
> John Williamson
> Arlington, TX
>
> Kolb Kolbra, Rotax 912ULS, 891 hours
> http://home.comcast.net/~kolbrapilot
>
> do not archive
>
>
>
>
>
>
Message 21
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| Subject: | Re: Oshkosh 2005 Trip Update |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
beyond I just
| completed.
| John Williamson
Hi John W/All:
Great photos. Made me homesick to fly Lake Superior again.
Especially liked the closeup of the Crisp Light.
john h
Titus, Alabama
DO NOT ARCHIVE
Message 22
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| Subject: | Re: Fw: Quiet Landings and then BANG!!! |
--> Kolb-List message posted by: "Mike Matuszczak" <mmatuszczak@cfl.rr.com>
Dead sticking is a great idea. After 400+ hrs. on my FSII and many many
deadsticks all by choice, I was practicing dead sticks with the greatest of
ease when a slight wind kicked up (downwind), then I said to self, self,
lets try one more before calling it a day. This is the scene. low and slow
with that slight unnoticed DOWNWIND, downwind and all is set, base is
great, turn final and you know the rest. I had and unexpectedly fast descent
and as my buddy said I ran out of ideas and altitude the same time.
I watched my right gear head down the runway without me thinking where do
you think your going? After coming to a sliding stop I thought I'm OK
broke my FSII A LOT!!!! Gear, Wing, bent cage and broken prop. She sure took
a serious beating and allowed me to walk away with not a scratch. Thank you.
Six months later she is looking like a plane again. And like that country
song It just takes money.
It can happen to anyone with lots of experience. One SnF a few years ago I
saw infamous Dick Rahill doing his low and slow final when one wing stopped
flying at about 10 ft. Wingtip hit the ground the FSII bounced and all went
well.
STUFF happens!!
Lesson
I think engine off dead sticking is important so that "screaming silience"
is practiced and manageable.
Do'nt take low and slow for granted and common place. Consider what you are
setting yourself up for, No options.
Pushing the envopelope and it might tear!!
mike matuszczak palm coast FL.
FSII still only 400 hrs
please
do not archive
----- Original Message -----
From: "Dave & Eve Pelletier" <pelletier@cableone.net>
Subject: Kolb-List: Fw: Quiet Landings
> --> Kolb-List message posted by: "Dave & Eve Pelletier"
<pelletier@cableone.net>
>
>
> ----- Original Message -----
> From: JIM HEFNER
> To: Dave Pelletier
> 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
> To: Kolb List
> 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 23
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--> Kolb-List message posted by: possums <possums@mindspring.com>
At 09:14 AM 7/31/2005, you wrote:
>--> Kolb-List message posted by: "Don Gherardini" <donghe@one-eleven.net>
>
>Beauford,
>
>Here is a possibility, alky in the fuel, or double oil mix by mistake.????
I did that about 6 months ago - sort of.
Went to the local gas station to fill up my can on the
way to the airport and it being Saturday morning and me having
a hangover and all, I mistakenly put the
green pump handle in the can and pushed the
button. Of course I had already added the 50 to 1 "Wallmart" oil
to the diesel and filled up my almost empty tank.
I don't know exactly what mixture that would equate to, but
it is decidedly on the heavy side of the "oil quotient".
The engine did start, however - the resultant fog machine
that ensued did not make the neighbors happy.
Except for the smell and all the dead mosquitoes, it seems
no permanent damage was done. It would run but I
couldn't get it to tack up more than about 3000 RPM.
I wouldn't chant to synthetic oil if I was you -- Pensoil, Walmart,
- all about the same ---but that's just me.
Message 24
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|
| Subject: | Re: Pitot static |
--> Kolb-List message posted by: "Daniel Walter" <worrybear@verizon.net>
After fooling around for about a year with different static/pitot positions
I bought a pitot / static tube from Aircraft Spruce and mounted it on the
wing strut about 2 thirds the way up, lots of 1/4" tube and tubing but I
finaly have a reasonable ASI reading.
Dan Walter
Ultrastar with pod and windshield
Palmyra Pa.
----- Original Message -----
From: "Martin Burns" <martin_burns@ntlworld.com>
Subject: Kolb-List: Pitot static
> --> Kolb-List message posted by: "Martin Burns"
<martin_burns@ntlworld.com>
>
> We have a Kolb mk.III Classic with 582 engine and short wings. The pitot
cockpit. This is not
.
>
>
Message 25
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|
| Subject: | Re: Oshkosh 2005 Trip Update |
--> Kolb-List message posted by: "dama" <dama@mindspring.com>
Great job, John! Seems that you complete "adventures of a lifetime" many
times per year! Thanks for sharing...
Kip
http://www.springeraviation.net/
do not archive
----- Original Message -----
From: "John Williamson" <kolbrapilot2@comcast.net>
Subject: Kolb-List: Oshkosh 2005 Trip Update
> --> Kolb-List message posted by: "John Williamson"
<kolbrapilot2@comcast.net>
>
> Hi All,
>
> Just completed the webpage update for the trip to Oshkosh and beyond I
just
> completed.
>
> It can be found at the link down below, then click on Flights in 2005.
>
> John Williamson
> Arlington, TX
>
> Kolb Kolbra, Rotax 912ULS, 891 hours
> http://home.comcast.net/~kolbrapilot
>
> do not archive
>
>
Message 26
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--> Kolb-List message posted by: "Don Gherardini" <donghe@one-eleven.net>
Beauford,
After all that ....it sounds like a simple matter of a lean mixture
now...somehow...it just must be running leaner than it used too....you know
what all to do to richen the carbs....needle/clip, make sure its not sucking
air somewhere...get a can of WD and run at partial throttle and spray the
boots/intake gaskets etc....if it sucks in the WD the engine will respond,
if it doesnt...just makes a little mess
......so from here...it sounds like you should go there!!!!
Good luck pard....and keep your chin up... remember, fooling with an engine
still beats diggin a ditch.
(go check the stool and make sure it still flushin')
Don Gherardini
FireFly 098
http://www.geocities.com/dagger369th/my_firefly.htm
DO NOT ARCHIVE
Message 27
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|
--> Kolb-List message posted by: Eugene Zimmerman <eugenezimmerman@dejazzd.com>
Hey, is it possible you have installed the heads one half turn off.
I believe one side of the head cooling fins are cast at an angle to
allow the air from the fan to enter the fins more easily. The angled
side of the head should be toward the fan side.
Seems like something is blocking the normal flow of cooling air through
the heads.
Beauford wrote:
>--> Kolb-List message posted by: "Beauford" <beauford@tampabay.rr.com>
>
>Thanks to Steve, Don, Jack, John, Ralph and anyone else who offered info and
>ideas... It is all much appreciated.
>
>Spent another day baking at the strip again trying to eliminnate possible
>causes for high EGT's.
>-- Inspected rings thru exhaust ports... probed them with wooden item... all
>appear free. Cyls, pistons, etc. look great. Fan and belt tension OK.
>-- Did cold retorque on heads, manifolds, George Alexander (his 503 runs
>flawlessly), and anything else that got too close while I had the torque
>wrench...
>-- Flew airplane over strip... EGTs normal... CHT, especially front cyl, ran
>away to well over 400 in 30 seconds. Swore. Landed.
>-- Inspected plug thermocouples/leads... normal. Swapped thermocouples on
>cylinders, front cyl still hottest, so probes are OK.
>-- Whined.
>-- George disgusted... he departed fix laughing ... went home.
>-- Meditated in folding chair in front of trailer... ( proved to be
>mistake...)
>-- Meditative flash : is Amsoil synthetic preventing rings from
>re-seating...? drained Amsoil gas mix (amoco)... mixed fresh Penzoil gas
>(amoco)... tied down tail and tried to run break-in protocol on Rotax...
>Was unable to complete as written because both cyls went over 430 temp limit
>after about 30 seconds on WOT. 2 more hours wasted. Stuffed Kolb back in
>trailer.
>--Beauford disgusted... put special repeat curse on Austria... departed
>fix... went home... unwrapped fresh stogie... mixed Martini...
>meditating...
>
>Beauford
>
>----- Original Message -----
>From: <N27SB@aol.com>
>To: <kolb-list@matronics.com>
>Subject: Re: Kolb-List: Re: Hot Heads
>
>
>
>
>>--> Kolb-List message posted by: N27SB@aol.com
>>
>>Hey Beaufie, Just got back from flying the chain of lakes around Mt, Dora.
>>I
>>usually run the 447 that Duane flew at 5900. Today the cht showed barely
>>under
>>300 deg. It did not matter if I was on the deck over the water at 90 deg
>>OAT
>>or at 1000 ft/78 Oat. However, just like John H says, if you reduce power
>>the
>>EGT goes down and the CHT goes up. A week ago I remember it down at 280 or
>>so.
>>What gives? Maybe it has something to do with the close proximity of Mars
>>this month. The 447 has 165 hrs on it and was de carbed at about 25 hrs.
>>Duane
>>said it was because they wanted to check inside for some reason.
>>I run high test auto gas with 50:1 Pennzoil and a little MMO.
>>I plan to de carb in a week or so, I will let you know what I find.
>>
>>Steve
>>FF#007
>>
>>
>>
>>
>>
>
>
>
>
Message 28
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|
| Subject: | Alternative engines... |
--> Kolb-List message posted by: "Richard Swiderski" <rswiderski@earthlink.net>
Mitty,
I am putting a G-10 with turbo on a SlingShot, you can see project
at my website http://www.geocities.com/ib2polish/ . -Richard Swiderski
-----Original Message-----
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com] On Behalf Of Benny Bee
contains.an.underline.and.numbers/letters@roxy.matronics.com
Subject: Kolb-List: Alternative engines...
--> Kolb-List message posted by: Benny Bee <benny_bee_01@yahoo.com>
Good evening 'fellers'!
I was wondering if anyone of y'all flying a geo
conversions or any other alternatives on Kolb?
I know one guy at Fly Geo group has fitted a 3
cylinder geo conversion on one of the Kolbs.Can't
think of a model but he reported a positive results
back then...
Anyone?
Mitty.
Message 29
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--> Kolb-List message posted by: "Beauford" <beauford@tampabay.rr.com>
Brother Possum...
I don't think it was doubled.... I mixed it 80 to 1 in front of amused
Amsoil-skeptic witnesses... and watched it change color in my
semi-transparent 5 gal jug.... and then, as earlier mentioned, later dumped
that in the truck and mixed another batch with Pennzoil
at 50 to 1 to try a breakin trick... No smoke or abnormal performance,
just high CHT's...
Good to hear from you...
Beauford
Do not archive
----- Original Message -----
From: "possums" <possums@mindspring.com>
Subject: Re: Kolb-List: Hot Heads
> --> Kolb-List message posted by: possums <possums@mindspring.com>
>
> At 09:14 AM 7/31/2005, you wrote:
>>--> Kolb-List message posted by: "Don Gherardini" <donghe@one-eleven.net>
>>
>>Beauford,
>>
>>Here is a possibility, alky in the fuel, or double oil mix by mistake.????
>
>
> I did that about 6 months ago - sort of.
> Went to the local gas station to fill up my can on the
> way to the airport and it being Saturday morning and me having
> a hangover and all, I mistakenly put the
> green pump handle in the can and pushed the
> button. Of course I had already added the 50 to 1 "Wallmart" oil
> to the diesel and filled up my almost empty tank.
> I don't know exactly what mixture that would equate to, but
> it is decidedly on the heavy side of the "oil quotient".
> The engine did start, however - the resultant fog machine
> that ensued did not make the neighbors happy.
> Except for the smell and all the dead mosquitoes, it seems
> no permanent damage was done. It would run but I
> couldn't get it to tack up more than about 3000 RPM.
> I wouldn't chant to synthetic oil if I was you -- Pensoil, Walmart,
> - all about the same ---but that's just me.
>
>
>
Message 30
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|
--> Kolb-List message posted by: "Beauford" <beauford@tampabay.rr.com>
Don...
I'll try pulling the needle up a notch... you may have something there.
Needle is running where it has been for the past 130 hours, but the
synthetic oil might have made some difference. If no joy there, will try
the WD...certainly can't hurt. I retorqued the intake manifold on those
new gaskets today, but it made no difference. Also gave the carb mounting
boot a good once over ant tightened it... it is in good shape
Thanks for the input...
Ditch is looking better and better....
Beauford
Do not archive
----- Original Message -----
From: "Don Gherardini" <donghe@one-eleven.net>
Subject: Re: Kolb-List: Re: Hot Heads
> --> Kolb-List message posted by: "Don Gherardini" <donghe@one-eleven.net>
>
> Beauford,
> After all that ....it sounds like a simple matter of a lean mixture
> now...somehow...it just must be running leaner than it used too....you
> know
> what all to do to richen the carbs....needle/clip, make sure its not
> sucking
> air somewhere...get a can of WD and run at partial throttle and spray the
> boots/intake gaskets etc....if it sucks in the WD the engine will respond,
> if it doesnt...just makes a little mess
>
> ......so from here...it sounds like you should go there!!!!
>
> Good luck pard....and keep your chin up... remember, fooling with an
> engine
> still beats diggin a ditch.
> (go check the stool and make sure it still flushin')
>
> Don Gherardini
> FireFly 098
> http://www.geocities.com/dagger369th/my_firefly.htm
>
> DO NOT ARCHIVE
>
>
>
Message 31
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--> Kolb-List message posted by: "Beauford" <beauford@tampabay.rr.com>
Eugene...
They are on right... I even took pains to make sure the front one was put
back on the front cylinder, etc. The cut -off corner is over by the fan..
Good thought, though... and I appreciate it...
The more I fool with this, the more I think the pistons are not unloading
the heat to the cyl walls properly... and that spells rings....
We'll see...
Thanks for the note...
Beauford
Do not archive
----- Original Message -----
From: "Eugene Zimmerman" <eugenezimmerman@dejazzd.com>
Subject: Re: Kolb-List: Re: Hot Heads
> --> Kolb-List message posted by: Eugene Zimmerman
> <eugenezimmerman@dejazzd.com>
>
> Hey, is it possible you have installed the heads one half turn off.
> I believe one side of the head cooling fins are cast at an angle to
> allow the air from the fan to enter the fins more easily. The angled
> side of the head should be toward the fan side.
>
> Seems like something is blocking the normal flow of cooling air through
> the heads.
>
>
> Beauford wrote:
>
>>--> Kolb-List message posted by: "Beauford" <beauford@tampabay.rr.com>
>>
>>Thanks to Steve, Don, Jack, John, Ralph and anyone else who offered info
>>and
>>ideas... It is all much appreciated.
>>
>>Spent another day baking at the strip again trying to eliminnate possible
>>causes for high EGT's.
>>-- Inspected rings thru exhaust ports... probed them with wooden item...
>>all
>>appear free. Cyls, pistons, etc. look great. Fan and belt tension OK.
>>-- Did cold retorque on heads, manifolds, George Alexander (his 503 runs
>>flawlessly), and anything else that got too close while I had the torque
>>wrench...
>>-- Flew airplane over strip... EGTs normal... CHT, especially front cyl,
>>ran
>>away to well over 400 in 30 seconds. Swore. Landed.
>>-- Inspected plug thermocouples/leads... normal. Swapped thermocouples on
>>cylinders, front cyl still hottest, so probes are OK.
>>-- Whined.
>>-- George disgusted... he departed fix laughing ... went home.
>>-- Meditated in folding chair in front of trailer... ( proved to be
>>mistake...)
>>-- Meditative flash : is Amsoil synthetic preventing rings from
>>re-seating...? drained Amsoil gas mix (amoco)... mixed fresh Penzoil gas
>>(amoco)... tied down tail and tried to run break-in protocol on Rotax...
>>Was unable to complete as written because both cyls went over 430 temp
>>limit
>>after about 30 seconds on WOT. 2 more hours wasted. Stuffed Kolb back in
>>trailer.
>>--Beauford disgusted... put special repeat curse on Austria... departed
>>fix... went home... unwrapped fresh stogie... mixed Martini...
>>meditating...
>>
>>Beauford
>>
>>----- Original Message -----
>>From: <N27SB@aol.com>
>>To: <kolb-list@matronics.com>
>>Subject: Re: Kolb-List: Re: Hot Heads
>>
>>
>>
>>
>>>--> Kolb-List message posted by: N27SB@aol.com
>>>
>>>Hey Beaufie, Just got back from flying the chain of lakes around Mt,
>>>Dora.
>>>I
>>>usually run the 447 that Duane flew at 5900. Today the cht showed barely
>>>under
>>>300 deg. It did not matter if I was on the deck over the water at 90 deg
>>>OAT
>>>or at 1000 ft/78 Oat. However, just like John H says, if you reduce power
>>>the
>>>EGT goes down and the CHT goes up. A week ago I remember it down at 280
>>>or
>>>so.
>>>What gives? Maybe it has something to do with the close proximity of
>>>Mars
>>>this month. The 447 has 165 hrs on it and was de carbed at about 25 hrs.
>>>Duane
>>>said it was because they wanted to check inside for some reason.
>>>I run high test auto gas with 50:1 Pennzoil and a little MMO.
>>>I plan to de carb in a week or so, I will let you know what I find.
>>>
>>>Steve
>>>FF#007
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>
>
>
Message 32
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| Subject: | Oshkosh 2005 PreFlight |
--> Kolb-List message posted by: "Richard & Martha Neilsen" <NeilsenRM05@comcast.net>
When I got ready to head home yesterday I incountered a strange situation.
When I did my preflight I found that that the control stick felt like it had
a couple of heavy bungy cords pulling it into a left bank. I did a bunch of
checking and found the the right flap was FULL of water. It was very heavy
and caused the aleron to droop which I noticed from the control stick. I
punched some holes in the flap and the water drained out. About six years
ago I recovered the flap without removing the hinge and likely opened it for
water entry. When we got that MAJOR rain storm Monday night it must have
filled up. It was a very good thing that I did a good preflight.
I hope everyone got home safe and sound.
Rick Neilsen
Redrive VW powered MKIIIc
Message 33
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--> Kolb-List message posted by: WhiskeyVictor36@aol.com
In a message dated 7/30/2005 6:02:34 PM Eastern Standard Time,
beauford@tampabay.rr.com writes:
any suggestions as to what might be going on here
I doubt if the rings could be stuck again within such a short run time.
Check the fan belt?
Bill Varnes
Original Kolb FireStar
Audubon NJ
Message 34
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| Subject: | Re: Pitot static |
--> Kolb-List message posted by: "Denny Rowe" <rowedl@highstream.net>
Mine works good with the Aircraft Spruce pitot static combo right under the
nose cone.
Denny Rowe, Mk-3, PA, not flying this summer due to hanger construction and
other crap.
----- Original Message -----
From: "Martin Burns" <martin_burns@ntlworld.com>
Subject: Kolb-List: Pitot static
> --> Kolb-List message posted by: "Martin Burns"
> <martin_burns@ntlworld.com>
>
> We have a Kolb mk.III Classic with 582 engine and short wings. The pitot
> static system is currently open to the interior of the cockpit. This is
> not
> ideal since changes in engine rpm affect the instrument readings. We have
> tried several different external positions which all gave huge ASI errors.
> Can anyone recommend an external static vent position that works?
> Martin Burns
>
> Mk III G-BUZT
>
> Scotland.
>
>
>
Message 35
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| Subject: | Re: Pitot static |
--> Kolb-List message posted by: Richard Pike <richard@bcchapel.org>
Yep. Reads 3 mph slow at stall, 4 mph fast at 90.
http://www.bcchapel.org/pages/0003/pg7.htm
Richard Pike
MKIII N420P (420ldPoops)
At 11:16 PM 7/31/05 +0100, you wrote:
>--> Kolb-List message posted by: "Martin Burns" <martin_burns@ntlworld.com>
>
>We have a Kolb mk.III Classic with 582 engine and short wings. The pitot
>static system is currently open to the interior of the cockpit. This is not
>ideal since changes in engine rpm affect the instrument readings. We have
>tried several different external positions which all gave huge ASI errors.
>Can anyone recommend an external static vent position that works?
>Martin Burns
>
>Mk III G-BUZT
>
>Scotland.
>
>
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