Today's Message Index:
----------------------
1. 04:46 AM - Re: FireFly Wing Swivel Joint Repair (Eugene Zimmerman)
2. 06:17 AM - First Flight (Edward Steuber)
3. 06:47 AM - Re: FireFly Wing Swivel Joint Repair (Jack B. Hart)
4. 08:15 AM - Re: First Flight (Herb Gayheart)
5. 08:23 AM - Re: Large Stab xtra (Vic Peters)
6. 08:35 AM - Ultrastar re-drive (Rick Miles)
7. 08:56 AM - Re: First Flight (Ralph Hoover)
8. 09:28 AM - Re:FireFly Wing Swivel Joint Repair (Thom Riddle)
9. 09:40 AM - Re: Large Stab xtra (David Key)
10. 09:42 AM - AZUSA Breaks (John Murr)
11. 09:52 AM - Re: FireFly Wing Swivel Joint Repair (Eugene Zimmerman)
12. 11:15 AM - Fuel Pressure Ghosts (c b)
13. 11:44 AM - Re: Fuel Pressure Ghosts (John Hauck)
14. 11:51 AM - Re: FireFly Wing Swivel Joint Repair (Jack B. Hart)
15. 11:51 AM - Re: Fuel Pressure Ghosts (Blumax008@aol.com)
16. 12:05 PM - Re: FireFly Wing Swivel Joint Repair (Jack B. Hart)
17. 12:08 PM - Gasoline (William Herren)
18. 12:36 PM - Re: Re:FireFly Wing Swivel Joint Repair (Jeremy Casey)
19. 12:38 PM - Re: FireFly Wing Swivel Joint Repair (John Hauck)
20. 12:48 PM - Re: AZUSA Breaks (HShack@aol.com)
21. 01:36 PM - Re: AZUSA Breaks (planecrazzzy)
22. 01:54 PM - spirit boob (tc1917)
23. 02:55 PM - Re: Fuel Pressure Ghosts (c b)
24. 03:53 PM - Re: Gasoline (Ron)
25. 04:25 PM - Re: FireFly Wing Swivel Joint Repair (robert bean)
26. 05:18 PM - Re: Large Stab xtra (Vic Peters)
27. 05:22 PM - Re: AZUSA Breaks (Vic Peters)
28. 05:37 PM - Re: spirit boob (Kirk Smith)
29. 05:42 PM - Re: Re: Fuel Pressure Ghosts (John Hauck)
30. 05:43 PM - Re: spirit boob (John Hauck)
31. 05:47 PM - Re: FireFly Wing Swivel Joint Repair (Jack B. Hart)
32. 06:09 PM - Re: FireFly Wing Swivel Joint Repair (John Hauck)
33. 06:09 PM - Re: Gasoline (Richard Pike)
34. 06:26 PM - Re: spirit boob (Ralph Hoover)
35. 06:32 PM - Re: FireFly Wing Swivel Joint Repair (Eugene Zimmerman)
36. 06:47 PM - Re: Re: spirit boob (Herb Gayheart)
37. 07:00 PM - Re: spirit boob (Flycrazy8@aol.com)
38. 07:29 PM - Re: Re: spirit boob (possums)
39. 07:57 PM - Re: Re: spirit boob (David Lehman)
40. 08:17 PM - duty calls (john s. flannery)
41. 08:33 PM - Re: duty calls (David Lehman)
42. 08:49 PM - Re: duty calls (john s. flannery)
43. 09:30 PM - Re: Gasoline (Ron)
44. 09:48 PM - Re: Fuel Pressure Ghosts (Roger Lee)
45. 09:50 PM - For Matt (Roger Lee)
46. 10:02 PM - Re: AZUSA Breaks (jerb)
Message 1
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| Subject: | Re: FireFly Wing Swivel Joint Repair |
--> Kolb-List message posted by: Eugene Zimmerman <etzim62@earthlink.net>
John / Kolb Folks,
I also believe that Jack Hart's swivel joint repair is not one of his
characteristically good ideas.
In my humble opinion removing metal to install bushings and o-rings
in the swivel joint is NOT a GOOD idea or actual improvement.
Finding and correcting the cause and replacing the worn parts would
much better.
Worn swivel joints is not a common problem on Kolb planes.
Could it be possible that some of Jack's other modifications
contributed to the unusual wear of these parts?
His engine/redrive may well have a different vibration profile than
the standard 447 Rotax.
On Jun 21, 2006, at 12:40 AM, John Hauck wrote:
> --> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
>
> Eugene Zimmerman <etzim62@earthlink.net>
>
>
> Shoot'n blanks.............
>
> john h
>
> PS: A msg I posted yesterday afternoon came strolling across my
> monitor late tonight. Always better the second time around. Maybe it
> was a shadow.
>
>
Message 2
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--> Kolb-List message posted by: "Edward Steuber" <esteuber@rochester.rr.com>
Pat,
Good Show Old Chap ! Sorry , I could not resist the remark !
I think you will find the Kolb in comparison to the Challenger has a more
balanced feel in relation to the way the rudder and aileron ratio is , although
the Challenger flys well .
Now ...if I can just get the last coat of dope on the Ultrastar I too can
have some fun ...although I was working my AgCat this morning spraying the
top of a 30 acre greenhouse with water soluble paint...(filter light for light
sensitive crops)..but that's not the same...that's work !
Have fun with your new toy...
Ed
in Western NY
Message 3
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| Subject: | Re: FireFly Wing Swivel Joint Repair |
--> Kolb-List message posted by: "Jack B. Hart" <jbhart@onlyinternet.net>
At 07:43 AM 6/21/06 -0400, you wrote:
>--> Kolb-List message posted by: Eugene Zimmerman <etzim62@earthlink.net>
Eugene and Kolbers,
First of all, I apologize to all who I have offended, BUT what is wrong with
providing a bearing material in a rotating joint? Since a rotating joint of
similar material is always going to show greater wear than if one surface is
made of a bearing material, why not change it? For less than four dollars,
I have the equivalent of a new and improved swivel joint.
As for strength, I sent the following to another Kolber:
"I know it looks bad but we are fortunate that Homer and/or Dennis gave us a
very robust design in this area. The steel is 0.125 inches thick.
........................................ To check out the worst case, the
tangs for the clevis that attaches to the wing attachment point is only
0.875 inches wide. By drilling the 5/16 inch ID out to 7/16 of an inch you
have a cross sectional area to support tension or compression of 7/16 times
1/8. Or the equivalent of 0.055 square inches. Unhardened 4130 has a yield
stress of 95,000 psi, so each tang will support (95,000 x -.055) 5,195
pounds or the modified clevis will support over five tons before yielding."
Jack B. Hart FF004
Winchester, IN
Message 4
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| Subject: | Re: First Flight |
--> Kolb-List message posted by: Herb Gayheart <herbgh@juno.com>
Ed
margiewanna that light sensitive?? :-) sorry, could not resist..!!
My good wishes to Pat and his Extra also.. Many great hours of
aviating...
I would like to have Pat give us a flight comparison between his
Challenger and the Extra. Herb
Do not archive.
On Wed, 21 Jun 2006 09:15:14 -0400 "Edward Steuber"
<esteuber@rochester.rr.com> writes:
> --> Kolb-List message posted by: "Edward Steuber"
> <esteuber@rochester.rr.com>
>
> Pat,
> Good Show Old Chap ! Sorry , I could not resist the remark !
> I think you will find the Kolb in comparison to the Challenger
> has a more balanced feel in relation to the way the rudder and
> aileron ratio is , although the Challenger flys well .
> Now ...if I can just get the last coat of dope on the
> Ultrastar I too can have some fun ...although I was working my AgCat
> this morning spraying the top of a 30 acre greenhouse with water
> soluble paint...(filter light for light sensitive crops)..
Message 5
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| Subject: | Re: Large Stab xtra |
--> Kolb-List message posted by: "Vic Peters" <vicsvinyl@verizon.net>
I have a large stab xtra and wanted to know where to attach the guide wires
Hey David,
I bought a MK3 classic in 93' then changed the 2nd kit to a MK 3 Extra.
The Horizontal Stbs are the same 50''x33.25".
New plans say 18" in and 7 5/16" down the vertical.
I'll trade this info for mounting plans for a BRS soft pack.
Vic
912UL
Maine
--
Message 6
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| Subject: | Ultrastar re-drive |
--> Kolb-List message posted by: Rick Miles <ultrastarrick@yahoo.com>
I have purchased a spare engine for my US and was wondering if any body on the
list would have a re-drive for sale. Thank you
Rick
ultrastar
Lompoc CA.
---------------------------------
Everyone is raving about the all-new Yahoo! Mail Beta.
Message 7
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| Subject: | Re: First Flight |
--> Kolb-List message posted by: "Ralph Hoover" <flht99reh@Columbus.rr.com>
Amazing. "herbgh" asked the same question I wanted answers too also! Comparison
of Challenger to Kolb. But even better, a NEW Kolb flier. You would be more
sensitive to the variations.
Ohio ralph
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=42062#42062
Message 8
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| Subject: | re:FireFly Wing Swivel Joint Repair |
--> Kolb-List message posted by: Thom Riddle <jtriddle@adelphia.net>
Jack,
As a fellow retired mechanical engineer and machine designer, I don't
see a thing wrong with your use of hi-strength close tolerance pins and
oilite bushings. I can't count the number of times I've used oilite
bushings and hi-strength pins in machine designs subject to extreme
vibration and impact loads in shear with no failures ever. Not sure I
would have put o-rings there because they will compress, as you stated,
but since the longitudinal loads on these pins are minimal, probably
not much of an issue.
Thom in Buffalo
Message 9
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| Subject: | Re: Large Stab xtra |
--> Kolb-List message posted by: "David Key" <dhkey@msn.com>
wait!!! I have no BRS plans, I was just going to be good and say my prayers.
Those are the right measurements of my stab.
Thanks,
David
do not archive
>From: "Vic Peters" <vicsvinyl@verizon.net>
>To: <kolb-list@matronics.com>
>Subject: Re: Kolb-List: Large Stab xtra
>Date: Wed, 21 Jun 2006 11:17:42 -0400
>
>--> Kolb-List message posted by: "Vic Peters" <vicsvinyl@verizon.net>
>
>I have a large stab xtra and wanted to know where to attach the guide wires
>
>Hey David,
>I bought a MK3 classic in 93' then changed the 2nd kit to a MK 3 Extra.
>The Horizontal Stbs are the same 50''x33.25".
>New plans say 18" in and 7 5/16" down the vertical.
>I'll trade this info for mounting plans for a BRS soft pack.
>
>Vic
>912UL
>Maine
>
>
>--
>
>
>http://www.matronics.com/Navigator?Kolb-List
>http://wiki.matronics.com
>
>
Message 10
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--> Kolb-List message posted by: "John Murr" <jdm@wideworld.net>
I need to replace the brakes assembly on my original Firestar because I am
less than satisfied with the 15 year old brakes despite tinkering with them.
I'm looking at the AZUSA 5" brakes and wheels. Does anyone have any
experience with theses?
I read comments in the past about MATCO hydraulic break for the Mark III,
etc, but I think this would be over kill on a Firestar.
Any other suggestions?
Thanks.
John Murr
Message 11
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| Subject: | Re: FireFly Wing Swivel Joint Repair |
--> Kolb-List message posted by: Eugene Zimmerman <etzim62@earthlink.net>
Jack,
The main concern I have is your ,,,,, "If I had it to do over again,
I would try this approach on the cage pivot stud." ,,, web page diagram.
Why do you think that would be an improvement?
On Jun 21, 2006, at 10:50 AM, Jack B. Hart wrote:
> --> Kolb-List message posted by: "Jack B. Hart"
> <jbhart@onlyinternet.net>
>
> At 07:43 AM 6/21/06 -0400, you wrote:
>> --> Kolb-List message posted by: Eugene Zimmerman
>> <etzim62@earthlink.net>
>
> Eugene and Kolbers,
>
> First of all, I apologize to all who I have offended, BUT what is
> wrong with
> providing a bearing material in a rotating joint? Since a rotating
> joint of
> similar material is always going to show greater wear than if one
> surface is
> made of a bearing material, why not change it? For less than four
> dollars,
> I have the equivalent of a new and improved swivel joint.
>
> As for strength, I sent the following to another Kolber:
>
> "I know it looks bad but we are fortunate that Homer and/or Dennis
> gave us a
> very robust design in this area. The steel is 0.125 inches thick.
> ........................................ To check out the worst
> case, the
> tangs for the clevis that attaches to the wing attachment point is
> only
> 0.875 inches wide. By drilling the 5/16 inch ID out to 7/16 of an
> inch you
> have a cross sectional area to support tension or compression of
> 7/16 times
> 1/8. Or the equivalent of 0.055 square inches. Unhardened 4130 has
> a yield
> stress of 95,000 psi, so each tang will support (95,000 x -.055) 5,195
> pounds or the modified clevis will support over five tons before
> yielding."
>
> Jack B. Hart FF004
> Winchester, IN
>
>
Message 12
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| Subject: | Fuel Pressure Ghosts |
--> Kolb-List message posted by: "c b" <seedeebee@hotmail.com>
All,
I have been experiencing a problem with fuel pressure and I was wondering if
you all had any suggestions.
First, I have a 912UL with a parallel fuel system. An electric pump is
inline with the output of the engine driven pump. A separate line feeds the
engine driven unit. The fuel pressure sender is located after the electric
pump (and after a check valve) in the output line that "T"'s with the output
of the engine driven pump.
At idle, I show 5.6 psi with the engine pump. Switching the electric pump on
and off does not change the fuel pressure reading.
At wide open throttle, the pressure slowly drops to 0.0 on the engine pump
alone. Adding the electric pump back in brings it to between 0.8 and 2.0.
Reducing throttle brings the pressure reading slowly back to 5 psi or so
regardless of whether the electric pump is on. At mid throttle, 4500 rpm, I
can't get more than 3.5 psi. In essence, the fuel pressure varies inversely
with throttle setting (assuming this is not indicator error).
I haven't gone for very long at 0.0, but the engine never coughed or slowed
with that reading.
This is a new phenomenon.
Any advice or ideas?
Thanks,
Chris Banys
Mark III 912UL
10FR
Message 13
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| Subject: | Re: Fuel Pressure Ghosts |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
engine pump
| alone.
| Any advice or ideas?
|
| Chris Banys
| Mark III 912UL
Chris:
One thing for sure, if the fuel pressure is "actually" zeroing out for
more than a few seconds at WOT and the engine does not quit, then it
ain't fuel pressure, but sender.
I am not an advocate of parallel fuel systems. Believe the electric
pump in series with the engine driven pump is the best way to go. Not
much else I can say about it, but I have flown 2,500+ hours in the
MKIII and 750+ in the FS with pumps in series.
I don't have a fuel pressure monitor, so I have no idea what the
pressure is. However, the 912S has flown many hours on end at WOT and
altitudes up to 15,000 feet with out a burp.
Sometimes we tend to complicate a very simple system.
john h
mkIII (looking for a simpler way)
Message 14
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| Subject: | Re: FireFly Wing Swivel Joint Repair |
--> Kolb-List message posted by: "Jack B. Hart" <jbhart@onlyinternet.net>
At 12:52 PM 6/21/06 -0400, you wrote:
>--> Kolb-List message posted by: Eugene Zimmerman <etzim62@earthlink.net>
>
>Jack,
>The main concern I have is your ,,,,, "If I had it to do over again,
>I would try this approach on the cage pivot stud." ,,, web page diagram.
>Why do you think that would be an improvement?
>
Eugene,
I have used this method to get all of the play out of the aileron control up
next to the stick. The reason, I believe, it would be better is that it is
simpler than what I have done. The trick is to make the chamfer just large
enough so that when the nut is compressed up to the plate the "O" ring is
completely contained in the chamfer space. This gives some compliance for
the "O" ring to keep the clevis centered on the stud, but does not keep the
clevis from being rotated. And better yet, as the mating surface between
the clevis and the cage wear, the "O" ring acts as a compressive spring and
maintains joint tightness. Also, if the "O" ring keeps the stud from
touching the hole ID, there can be no wear between the stud and the clevis
hole.
The thing to remember is that during flight these two vertical surfaces are
in compression (drag force) and most of the lifting force is handled by the
main spar connector and the struts, so it takes very little compressive "O"
ring force to keep the rear spar centered/located.
Jack B. Hart FF004
Winchester, IN
Message 15
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| Subject: | Re: Fuel Pressure Ghosts |
--> Kolb-List message posted by: Blumax008@aol.com
In a message dated 6/21/2006 2:45:24 PM Eastern Standard Time,
jhauck@elmore.rr.com writes:
Sometimes we tend to complicate a very simple system.
I second that emotion...to the Nth. degree!
Message 16
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| Subject: | Re: FireFly Wing Swivel Joint Repair |
--> Kolb-List message posted by: "Jack B. Hart" <jbhart@onlyinternet.net>
At 01:27 PM 6/19/06 -0500, you wrote:
>--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
>
..............
>
>If the bolts are snugged up tight after the wings are repositioned
>from storage to flight position, wear on these bolts and holes will
>certainly be discouraged. If I had to fold my airplane after each
>flying session, I would insure the bolts in the universal joints were
>loose during the flight prep process, snugging them up tight prior to
>flight. When time came to fold the airplane, a second or two to
>loosen these bolts prior to folding the wings.
>
John,
Page 15 of the FireFly assembly instruction manual, it shows the Wing
Folding Mechanism, and it states "Do not overtighten AN5-16A bolts as
they must be free to rotate."
Jack B. Hart FF004
Winchester, IN
Message 17
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--- MIME Errors - No Plain-Text Section Found ---
A message with no text/plain MIME section was received.
The entire body of the message was removed. Please
resend the email using Plain Text formatting.
HOTMAIL is notorious for only including an HTML section
in their client's default configuration. If you're using
HOTMAIL, please see your email application's settings
and switch to a default mail option that uses "Plain Text".
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Message 18
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| Subject: | re:FireFly Wing Swivel Joint Repair |
--> Kolb-List message posted by: "Jeremy Casey" <n79rt@kilocharlie.us>
Jack,
Got to take issue with the O-rings. (Don't like the pins either, no
worries on the strength issue just risk of breaking a cotter pin during
fold/unfold seems unnecessary considering the minuscule weight
savings...)
In Bruhn's "Analysis and design of Flight Vehicle structures" he has an
excellent example of a wing drag strut where he demonstrates that under
quite normal flight loads (high angle of attack) the drag strut will
actually be in TENSION not compression. The forward component (in
relation to the airplane centerline)of the lift force (perpendicular to
the ground) greatly exceeds the drag component (relative to the
airplane centerline). So the wing is actually pulling forward (i.e. drag
strut in tension) So your o-rings are being further compressed from
actual flight loads, not just from the nut. IF/WHEN they ever break and
fall out you will have much movement in that joint.
Jeremy
Message 19
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| Subject: | Re: FireFly Wing Swivel Joint Repair |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
| >from storage to flight position, wear on these bolts and holes will
| >certainly be discouraged. If I had to fold my airplane after each
| >flying session, I would insure the bolts in the universal joints
were
| >loose during the flight prep process, snugging them up tight prior
to
| >flight. When time came to fold the airplane, a second or two to
| >loosen these bolts prior to folding the wings.
| >
| John,
|
| Page 15 of the FireFly assembly instruction manual, it shows the
Wing
| Folding Mechanism, and it states "Do not overtighten AN5-16A bolts
as
| they must be free to rotate."
|
| Jack B. Hart FF004
| Winchester, IN
Jack:
Please reread what I wrote above.
If I was a wing folder, i.e., had to fold and unfold my Kolb to fly
each time, I would:
-Loosen the two bolts in each universal joint during the folding and
unfolding process. However, I would snug them up tight once the wings
are in position. This will preclude the bolts and holes from wearing
and enlarging. Time to fold it back up. Loosen the bolts again.
-The clevis fitting on the cage can be adjusted properly with use of
thin and thick AN washers as required.
I can assure you, the trailing edge of the wing and the universal
joints and clevis attachment get a work out in flight, during
acceleration, deceleration, operation of ailerons/flaps, and when
flying in turbulence. Probably the most load and wear will come from
ground ops.
Another thing to think about is wear from vibration. Loose fittings
tend to encourage accelerated wear.
A few things that we did to prevent this wear, based on a lot more
than 200 hours flight time, were:
Welded steel bushings in the lift struts to fit snug in the lift strut
attachments. Then bolted tight to prevent wear.
No clevis pins in the wings and controls. All bolts and nuts.
200 hours is mighty early to experience the problems you are
experiencing with your Kolb.
One thing I have learned from building and flying these little Kolb
airplanes, is to listen "carefully" to what others have to say, digest
it, then either use it, store it, or throw it away. I have learned an
awful lot from those that have gone before me and those that have come
after me. I still have a lot to learn about these little Kolb
airplanes I build, fly, and maintain. I especially learn a lot about
Kolbs from reading your posts.
Keep it simple.
john h
mkIII
Message 20
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| Subject: | Re: AZUSA Breaks |
--> Kolb-List message posted by: HShack@aol.com
In a message dated 6/21/2006 12:43:53 PM Eastern Standard Time,
jdm@wideworld.net writes:
I read comments in the past about MATCO hydraulic break for the Mark III,
etc, but I think this would be over kill on a Firestar.
Matco's are not overkill on a Firestar.
Howard Shackleford
FS II
SC
Message 21
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| Subject: | Re: AZUSA Breaks |
--> Kolb-List message posted by: "planecrazzzy" <planecrazzzy@yahoo.com>
I have 5" azusa brakes on my Firestar...
http://www.geocities.com/planecrazzzy/LSXIII.html
They fit with the "stock" wheels from Kolb
They do the job...
Gotta Fly...
Mike in MN
--------
.
.
.
.
.
Do Not Archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=42117#42117
Message 22
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--> Kolb-List message posted by: "tc1917" <tc1917@hughes.net>
(quite Kolb related) Took my oral and proficiency exam today and now I is a
full fledged Spirt Plop -- Spirt Plob -- Sprit Blob -- Sport Pilot, yeah,
thats that ticket!!! I am glad it is over and now my little SlingShot and I
are both LEGAL. Feels good but I AM tired. Just thought my friends on the
list should know if a dummy like me can get the job done, you all got no
excuses and time is running out. happy days. Ted Cowan, Alabama
Message 23
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| Subject: | Re: Fuel Pressure Ghosts |
--> Kolb-List message posted by: "c b" <seedeebee@hotmail.com>
John,
Thanks for the advice. I agree that systems should be simple, but they
should also be redundant where possible.
What is the failure mode of the engine driven pump? Is it possible for it to
fail in a way that would block flow from the electric pump if the two are in
series?
Thanks again,
Chris Banys
MK III
>I am not an advocate of parallel fuel systems. Believe the electric
pump in series with the engine driven pump is the best way to go. Not
much else I can say about it, but I have flown 2,500+ hours in the
MKIII and 750+ in the FS with pumps in series.
>Sometimes we tend to complicate a very simple system.
>john h
>mkIII (looking for a simpler way)
Message 24
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--> Kolb-List message posted by: "Ron" <captainron1@cox.net>
All of you folks that want to know about E-85 here is a link. I think it
will answer all of your questions, including that of power and such.
http://en.wikipedia.org/wiki/E-85#Power_output_and_usage_in_Racing
Ron
Arizona
_____
[mailto:owner-kolb-list-server@matronics.com] On Behalf Of William Herren
Sent: Wednesday, June 21, 2006 12:09 PM
After I left Monument Valley I went on out to Calif to see my brother. I
attended the Watsonville fly-in and watched Chris Byngs (sp) win the spot
landing contest in his MKIII. He would have had the bomb drop too but they
allowed a helicopter drop from a hover. Being from LA I got the long dist
award. I added up the mileage for the trip, not including sightseeing at
2301 mi at Watsonville, CA. They had something that I didn't know existed
anymore, 80 octane av gas. Since my Luscombe's Cont 65 was designed to burn
it I bought a load. As I expected, I found no difference in power or
mileage, I was using the gas the engine was designed to use. I can't figure
out how you can get the same mileage on 2/3 the BTUs. You can get the power
by burning more ethanol. Bill in Lousyana
Message 25
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| Subject: | Re: FireFly Wing Swivel Joint Repair |
--> Kolb-List message posted by: robert bean <slyck@frontiernet.net>
On my MkIII I have an aluminum shim at the universal joint/cabin
interface to correct a slight sweep inaccuracy (left wing only). Last
year I noticed
a slight wiggle during preflight and in the spring removed it for
inspection, dabbed in a touch of anti-seize and snugged it back down.
The trick, at least on the mKIII, is to get a happy medium on tightness
due to the cotter pin hole. The aluminum had conformed a bit to
the mating surfaces and needed a little correction. Paint/epoxy on
the same surfaces will do the same thing. Crank it down
pretty good and back it off to the hole and you will be fine.
I have a few hours on it since and all looks and feels well.
I don't intend to be doing a seasonal loosening/tightening exercise
with one fold per season.
-BB
On 21, Jun 2006, at 3:40 PM, John Hauck wrote:
> --> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
>
>
> | >If the bolts are snugged up tight after the wings are repositioned
> were
> to
> Wing
> as
>
> Jack:
>
> Please reread what I wrote above.
>
> If I was a wing folder, i.e., had to fold and unfold my Kolb to fly
> each time, I would:
>
> -Loosen the two bolts in each universal joint during the folding and
> unfolding process. However, I would snug them up tight once the wings
> are in position. This will preclude the bolts and holes from wearing
> and enlarging. Time to fold it back up. Loosen the bolts again.
>
> -The clevis fitting on the cage can be adjusted properly with use of
> thin and thick AN washers as required.
>
> I can assure you, the trailing edge of the wing and the universal
> joints and clevis attachment get a work out in flight, during
> acceleration, deceleration, operation of ailerons/flaps, and when
> flying in turbulence. Probably the most load and wear will come from
> ground ops.
>
> Another thing to think about is wear from vibration. Loose fittings
> tend to encourage accelerated wear.
>
> A few things that we did to prevent this wear, based on a lot more
> than 200 hours flight time, were:
>
> Welded steel bushings in the lift struts to fit snug in the lift strut
> attachments. Then bolted tight to prevent wear.
>
> No clevis pins in the wings and controls. All bolts and nuts.
>
> 200 hours is mighty early to experience the problems you are
> experiencing with your Kolb.
>
> One thing I have learned from building and flying these little Kolb
> airplanes, is to listen "carefully" to what others have to say, digest
> it, then either use it, store it, or throw it away. I have learned an
> awful lot from those that have gone before me and those that have come
> after me. I still have a lot to learn about these little Kolb
> airplanes I build, fly, and maintain. I especially learn a lot about
> Kolbs from reading your posts.
>
> Keep it simple.
>
> john h
> mkIII
>
>
Message 26
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| Subject: | Re: Large Stab xtra |
--> Kolb-List message posted by: "Vic Peters" <vicsvinyl@verizon.net>
wait!!! I have no BRS plans, I was just going to be good and say my prayers.
There is no reason to be good at this point and by the time you wish you had
a shute you probably won't have time for a prayer.
Our stabs must be large only comparativly speaking, if there are larger ones
I'd might like to know where and why.
Vic
Maine
--
Message 27
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| Subject: | Re: AZUSA Breaks |
--> Kolb-List message posted by: "Vic Peters" <vicsvinyl@verizon.net>
Buy one of the complete kits available, you'll be better off, money- time.
Matco, Hegar, Azusa all have different options. Some include tires and all.
Vic
Maine
--
Message 28
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--> Kolb-List message posted by: "Kirk Smith" <snuffy@usol.com>
-- Sport Pilot, yeah,
> thats that ticket!!! I am glad it is over and now my little SlingShot and
I
> are both LEGAL.
Jolly good show old chap!
Message 29
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| Subject: | Re: Fuel Pressure Ghosts |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
for it to
| fail in a way that would block flow from the electric pump if the
two are in
| series?
|
| Thanks again,
|
| Chris Banys
| MK III
Chris:
Guess the engine driven pump on a 912 could fail in several different
modes:
1-Prop shaft fail. Not likely.
2-Eccentric lobe on prop shaft fail. Not likely.
3-In and out check valves fail. Maybe, but not likely.
4-Diaphram fail. Maybe.
5-Spring on fuel pump arm fail. Maybe.
6-Fuel lines fail. Maybe.
Only way I could see a failure of the engine pump itself would be a
very large hole in the diaphram. The pump is a Pierburg manufactured
in Germany for automobiles. Seldom, if ever, see a pump failure on an
auto.
With the electric pump to back it up, seems one would be in pretty
good shape to make it to the next field to make necessary repairs.
I, personally, do not like the idea of doubling up on fuel lines,
adding more check valves to the system, more fittings, etc.
Is my system complete fail safe. Nope. Just like anything else in
this world, there is always the possibility that it will break.
However, I think it is the best system for me and my airplane.
Take care,
john h
mkIII
Message 30
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--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
I am glad it is over and now my little SlingShot and I
| are both LEGAL. Ted Cowan, Alabama
Good on ya Ted.
Good to have a neighbor that is legal. ;-)
john h
mkIII
Message 31
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| Subject: | Re: FireFly Wing Swivel Joint Repair |
--> Kolb-List message posted by: "Jack B. Hart" <jbhart@onlyinternet.net>
At 02:40 PM 6/21/06 -0500, you wrote:
>--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
>
John,
All I am trying to do is improve the swivel joint so that it will not
experience significant wear in the way I believe Homer and/or Dennis
intended the joint to be used. It may take another 200 or more hours to
determine if I have indeed made an improvement or not.
In spite of your good luck at hard bolting, I am not comfortable with the
concept. If things are not matched up perfectly, it is possible to induce
hidden stress by hard bolting. I will remain with pins at all wing and
strut attachment points. I believe the added compliance will reduce stress
levels in the wings, struts, and the cage. I may have some wear problems
but a few dollars of bushings and "O" rings will make it as good as new, and
I can fold the wing without using a wrench.
Jack B. Hart FF004
Winchester, IN
Message 32
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| Subject: | Re: FireFly Wing Swivel Joint Repair |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
Hi Jack:
not
| experience significant wear in the way I believe Homer and/or Dennis
| intended the joint to be used. It may take another 200 or more
hours to
| determine if I have indeed made an improvement or not.
Did not realize there was a problem in this area. Anyone else
experiencing wallowed out holes and worn bolts in the wing fold
universal joints?
| In spite of your good luck at hard bolting, I am not comfortable
with the
| concept. If things are not matched up perfectly, it is possible to
induce
| hidden stress by hard bolting.
You are way over my head on the above. Once before when I shared with
the Kolb List the way we welded steel bushings in the lift struts to
fit snug and bolt down tight, you mentioned the "induction of hidden
stress by hard bolting" phenomenon. Do not have a clue what you are
talking about.
Most everything on my airplane is riveted hard or hard bolted to keep
it together, to prevent vibration damage. Please explain in
"layman's" terms what you are talking about. After 2500+ hours on the
mkIII I am afraid I am going to lose a wing because I used bushings
and bolts on the lift strut and snug the bolts down on my universal
joints on the drag strut.
Thanks in advance.
john h
mkIII
Message 33
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--> Kolb-List message posted by: Richard Pike <richard@bcchapel.org>
Who is the author, and what are his credentials?
Wikipedia is all well and good, except that anyone can be an expert on
anything for a while, until the peer-review process shows it to bogus.
In the comments section of the article, not everyone is impressed with
the author's data.
And while all this may in fact be true for the 912, have you ever
actually mixed gasoline with ethanol and 2-stroke oil and watched what
happens? It's not pretty. Did you ever run a 503 on it? The EGT's went
nuts.
If you want to run it in your weed-eater, fine, but please not in my 582.
Richard Pike
MKIII N420P (420ldPoops)
Ron wrote:
> --> Kolb-List message posted by: "Ron" <captainron1@cox.net>
>
> All of you folks that want to know about E-85 here is a link. I think it
> will answer all of your questions, including that of power and such.
>
>
>
> http://en.wikipedia.org/wiki/E-85#Power_output_and_usage_in_Racing
>
>
>
> Ron
>
> Arizona
>
>
>
>
>
> _____
>
> [mailto:owner-kolb-list-server@matronics.com] On Behalf Of William Herren
> Sent: Wednesday, June 21, 2006 12:09 PM
>
>
>
> After I left Monument Valley I went on out to Calif to see my brother. I
> attended the Watsonville fly-in and watched Chris Byngs (sp) win the spot
> landing contest in his MKIII. He would have had the bomb drop too but they
> allowed a helicopter drop from a hover. Being from LA I got the long dist
> award. I added up the mileage for the trip, not including sightseeing at
> 2301 mi at Watsonville, CA. They had something that I didn't know existed
> anymore, 80 octane av gas. Since my Luscombe's Cont 65 was designed to burn
> it I bought a load. As I expected, I found no difference in power or
> mileage, I was using the gas the engine was designed to use. I can't figure
> out how you can get the same mileage on 2/3 the BTUs. You can get the power
> by burning more ethanol. Bill in Lousyana
>
>
>
>
>
>
>
>
Message 34
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--> Kolb-List message posted by: "Ralph Hoover" <flht99reh@Columbus.rr.com>
Alabama! And you can fly? Wow, That is something. that means that "even I, here
in Ohio can learn to fly"!
But I gotta ask ya a personal question, and nobody on the Kolb site will know I
asked you or what your answer was but you and me.
Did ya put it up on blocks in the back yard after ya landed? Cause my next door
neighbor says that anybody from Alabama or Arkansas ussed to put their wheeled
vehicles in their backyard on block and remove the wheels, afoore some critter
done runned off with them! I'll bet "Possum" knows what I'm-a talkin here.
Good for you ,and by the way, don't be no guest, be family. Join our site and share
your escapades (thats American for adventures). Ha, HA!
Get some hours on that airscooter!
Ohio Ralph
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=42172#42172
Message 35
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|
| Subject: | Re: FireFly Wing Swivel Joint Repair |
--> Kolb-List message posted by: Eugene Zimmerman <etzim62@earthlink.net>
Thanks Jack,
I understand your explanation and rationale. We are fortunate to
have conservatively designed Kolb planes to fly and tinker with.
I have certainly done my share of modifying too. I suppose it is
normal for each guy to prefer his own modifications over someone else's.
Please do keep sharing your ideas and EXPERIMENTS.
That is what this sport is all about.
The fun we have flying our little EXPERIMENTS is just one of the
consequences. ; )
Gene
On Jun 21, 2006, at 3:54 PM, Jack B. Hart wrote:
> --> Kolb-List message posted by: "Jack B. Hart"
> <jbhart@onlyinternet.net>
>
> At 12:52 PM 6/21/06 -0400, you wrote:
>> --> Kolb-List message posted by: Eugene Zimmerman
>> <etzim62@earthlink.net>
>>
>> Jack,
>> The main concern I have is your ,,,,, "If I had it to do over again,
>> I would try this approach on the cage pivot stud." ,,, web page
>> diagram.
>> Why do you think that would be an improvement?
>>
>
> Eugene,
>
> I have used this method to get all of the play out of the aileron
> control up
> next to the stick. The reason, I believe, it would be better is
> that it is
> simpler than what I have done. The trick is to make the chamfer
> just large
> enough so that when the nut is compressed up to the plate the "O"
> ring is
> completely contained in the chamfer space. This gives some
> compliance for
> the "O" ring to keep the clevis centered on the stud, but does not
> keep the
> clevis from being rotated. And better yet, as the mating surface
> between
> the clevis and the cage wear, the "O" ring acts as a compressive
> spring and
> maintains joint tightness. Also, if the "O" ring keeps the stud from
> touching the hole ID, there can be no wear between the stud and the
> clevis
> hole.
>
> The thing to remember is that during flight these two vertical
> surfaces are
> in compression (drag force) and most of the lifting force is
> handled by the
> main spar connector and the struts, so it takes very little
> compressive "O"
> ring force to keep the rear spar centered/located.
>
> Jack B. Hart FF004
> Winchester, IN
>
>
Message 36
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--> Kolb-List message posted by: Herb Gayheart <herbgh@juno.com>
All right already... There is a plain and simple splanation as to why
my auto is on blocks...!!
My friend needs the tires so's she can pass the auto inspection
tomorrow.. Gosh!!! :-) Oncts ya crosses the hi O river ---nothing gets
better!! :-)
Herb
On Wed, 21 Jun 2006 18:25:00 -0700 "Ralph Hoover"
<flht99reh@columbus.rr.com> writes:
> --> Kolb-List message posted by: "Ralph Hoover"
> <flht99reh@Columbus.rr.com>
>
> Alabama! And you can fly? Wow, That is something. that means that
> "even I, here in Ohio can learn to fly"!
>
> But I gotta ask ya a personal question, and nobody on the Kolb site
> will know I asked you or what your answer was but you and me.
>
> Did ya put it up on blocks in the back yard after ya landed? Cause
> my next door neighbor says that anybody from Alabama or Arkansas
> ussed to put their wheeled vehicles in their backyard on block and
> remove the wheels, afoore some critter done runned off with them!
> I'll bet "Possum" knows what I'm-a talkin here.
>
> Good for you ,and by the way, don't be no guest, be family. Join our
> site and share your escapades (thats American for adventures). Ha,
> HA!
>
> Get some hours on that airscooter!
>
> Ohio Ralph
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=42172#42172
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
Message 37
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|
--> Kolb-List message posted by: Flycrazy8@aol.com
Way to GO Ted ( greazed lightning) Cowan !!!!!
Something I can bounce my granKids on my knee and say that I'm SO glad that
I actually know a real and forsure goodness "Sport Pilot" .... Tell us all
how the test went !!.... Enquiring minds are dying to know......
Are you the Kolb's first legal Sport Pilot ?
Stephen
Firefly
Message 38
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|
--> Kolb-List message posted by: possums <possums@mindspring.com>
At 09:25 PM 6/21/2006, you wrote:
>--> Kolb-List message posted by: "Ralph Hoover" <flht99reh@Columbus.rr.com>
>
>Alabama! And you can fly? Wow, That is
>something. that means that "even I, here in Ohio can learn to fly"!
>
>But I gotta ask ya a personal question, and
>nobody on the Kolb site will know I asked you or
>what your answer was but you and me.
>
>Did ya put it up on blocks in the back yard
>after ya landed? Cause my next door neighbor
>says that anybody from Alabama or Arkansas ussed
>to put their wheeled vehicles in their backyard
>on block and remove the wheels, afoore some
>critter done runned off with them! I'll bet
>"Possum" knows what I'm-a talkin here
>The woods of Alabama are full of peril....
>rattlesnakes and water moccasins and nests of
>copperheads; bobcats, bears, coyotes, wolves,
>and wild boar; hillbillies destabilized by gross
>quantities of impure corn liquor and generations
>of profoundly unbiblical sex; rabies-crazed
>skunks, raccoons, and squirrels; merciless fire
>ants and ravening blackfly; poison ivy, poison
>sumac, poison oak, and poison salamanders; even
>a scattering of moose lethally deranged by a
>parasitic worm that burrows a nest in their
>brains and befuddles them into chasing hapless
>campers through remote, sunny meadows to their
>death stories of fliers abruptly vaporized
>("tweren't nothing left of him but a scorch
>mark") by tree trunk-sized bolts of lightning
>when caught in sudden storms and sent spinning
>on to distant valley floors. If you're lucky you
>can hope to spend the rest of your life propped
>in a chair with a bib around your neck.
Message 39
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|
--> Kolb-List message posted by: "David Lehman" <david@davidlehman.net>
Hey Ralph, you've met your match... ;-)
On 6/21/06, possums <possums@mindspring.com> wrote:
>
> --> Kolb-List message posted by: possums <possums@mindspring.com>
>
> At 09:25 PM 6/21/2006, you wrote:
> >--> Kolb-List message posted by: "Ralph Hoover" <
> flht99reh@Columbus.rr.com>
> >
> >Alabama! And you can fly? Wow, That is
> >something. that means that "even I, here in Ohio can learn to fly"!
> >
> >But I gotta ask ya a personal question, and
> >nobody on the Kolb site will know I asked you or
> >what your answer was but you and me.
> >
> >Did ya put it up on blocks in the back yard
> >after ya landed? Cause my next door neighbor
> >says that anybody from Alabama or Arkansas ussed
> >to put their wheeled vehicles in their backyard
> >on block and remove the wheels, afoore some
> >critter done runned off with them! I'll bet
> >"Possum" knows what I'm-a talkin here
>
>
> >The woods of Alabama are full of peril....
> >rattlesnakes and water moccasins and nests of
> >copperheads; bobcats, bears, coyotes, wolves,
> >and wild boar; hillbillies destabilized by gross
> >quantities of impure corn liquor and generations
> >of profoundly unbiblical sex; rabies-crazed
> >skunks, raccoons, and squirrels; merciless fire
> >ants and ravening blackfly; poison ivy, poison
> >sumac, poison oak, and poison salamanders; even
> >a scattering of moose lethally deranged by a
> >parasitic worm that burrows a nest in their
> >brains and befuddles them into chasing hapless
> >campers through remote, sunny meadows to their
> >death stories of fliers abruptly vaporized
> >("tweren't nothing left of him but a scorch
> >mark") by tree trunk-sized bolts of lightning
> >when caught in sudden storms and sent spinning
> >on to distant valley floors. If you're lucky you
> >can hope to spend the rest of your life propped
> >in a chair with a bib around your neck.
>
>
--
"Attitude is everything ~ Pick a good one"...
Message 40
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|
Each day since this bird came up the road from Texas on a trailer a couple
weeks ago, there have been myriad blanks to fill. A gift of curses perhaps.
Each remedy brings discovery. Righted steps produce revelation of wrong pr
evious steps by unknowns. No fear of flying on my part; mainly fear of the
past life of this 480+/- pound simplified complexity is the cue to awarene
ss, caution and approach. Who did what to her and how badly was she treated
in her earlier life? A red-slathered fledermaus, her honesty and past hid
den by paint like an aging whore, but one probably good for a lot more ride
s.
Today I heard the first encouraging words from a Canadian who has worked on
the Kolbs since 2002 and with his and perhaps others advice and help from
those who produce, modify and fly this brand of aircraft, perhaps she can
reach the status other Kolbs hold. Trustworthy, hands-off flier. One hundre
d eighty degrees from where she has been in our aerial rodeos. Meanwhile I
spend hours working from one end to the other, off the street corners defin
itely, but not enough time enjoying being above it all. Learning; earning.
jsf
Attachment: http://www.matronics.com/enclosures/0bc34dab43120e205ba41122a18eb2f494dbf10a.jpg
Message 41
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--> Kolb-List message posted by: "David Lehman" <david@davidlehman.net>
Looks good from here... Was this the one on eBay?...
DVD
On 6/21/06, john s. flannery <jflan@zianet.com> wrote:
>
> Each day since this bird came up the road from Texas on a trailer a couple
> weeks ago, there have been myriad blanks to fill. A gift of curses perhaps.
> Each remedy brings discovery. Righted steps produce revelation of wrong
> previous steps by unknowns. No fear of flying on my part; mainly fear of the
> past life of this 480+/- pound simplified complexity is the cue to
> awareness, caution and approach. Who did what to her and how badly was she
> treated in her earlier life? A red-slathered fledermaus, her honesty and
> past hidden by paint like an aging whore, but one probably good for a lot
> more rides.
>
> Today I heard the first encouraging words from a Canadian who has worked
> on the Kolbs since 2002 and with his and perhaps others advice and help from
> those who produce, modify and fly this brand of aircraft, perhaps she can
> reach the status other Kolbs hold. Trustworthy, hands-off flier. One hundred
> eighty degrees from where she has been in our aerial rodeos. Meanwhile I
> spend hours working from one end to the other, off the street corners
> definitely, but not enough time enjoying being above it all. Learning;
> earning.
>
> jsf
>
> Attachment:
> http://www.matronics.com/enclosures/0bc34dab43120e205ba41122a18eb2f494dbf10a.jpg
>
>
--
"Attitude is everything ~ Pick a good one"...
Message 42
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--> Kolb-List message posted by: "john s. flannery" <jflan@zianet.com>
Nope, Barnstormers. Really doggy in a lot of ways. I'm a sucker for flying
junk. Should have put a few more dollars into something closer to cherry.
jsf
----- Original Message -----
Sent: Wednesday, June 21, 2006 8:31 PM
> --> Kolb-List message posted by: "David Lehman" <david@davidlehman.net>
>
> Looks good from here... Was this the one on eBay?...
>
> DVD
>
>
> On 6/21/06, john s. flannery <jflan@zianet.com> wrote:
>>
>> Each day since this bird came up the road from Texas on a trailer a
>> couple
>> weeks ago, there have been myriad blanks to fill. A gift of curses
>> perhaps.
>> Each remedy brings discovery. Righted steps produce revelation of wrong
>> previous steps by unknowns. No fear of flying on my part; mainly fear of
>> the
>> past life of this 480+/- pound simplified complexity is the cue to
>> awareness, caution and approach. Who did what to her and how badly was
>> she
>> treated in her earlier life? A red-slathered fledermaus, her honesty and
>> past hidden by paint like an aging whore, but one probably good for a lot
>> more rides.
>>
>> Today I heard the first encouraging words from a Canadian who has worked
>> on the Kolbs since 2002 and with his and perhaps others advice and help
>> from
>> those who produce, modify and fly this brand of aircraft, perhaps she
>> can
>> reach the status other Kolbs hold. Trustworthy, hands-off flier. One
>> hundred
>> eighty degrees from where she has been in our aerial rodeos. Meanwhile I
>> spend hours working from one end to the other, off the street corners
>> definitely, but not enough time enjoying being above it all. Learning;
>> earning.
>>
>> jsf
>>
>> Attachment:
>> http://www.matronics.com/enclosures/0bc34dab43120e205ba41122a18eb2f494dbf10a.jpg
>>
>>
>>
>
>
> --
> "Attitude is everything ~ Pick a good one"...
>
>
> http://www.matronics.com/Navigator?Kolb-List
> http://wiki.matronics.com
>
>
>
Message 43
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--> Kolb-List message posted by: "Ron" <captainron1@cox.net>
Well I am glad you brought it up. I certainly second your comment, so as not
to use Ethanol in a 2 cycle motor without further testing. As I observed and
my test revealed its not easy to mix oil and ethanol together, and there is
at least in my mind a question about proper lubrication. My experience is
only with the aforementioned 4 cycle motors. As for the Wiki explanation,
you are right its not the final word, my experience with MPG is very
different from what he wrote. But, I am willing to test my mileage again in
the Cavalier 2.4 liter 16 valve OHC, by running two fuel tanks on mogas
before taking a mpg reading comparison. I want to know about that stuff as
accurately as anybody.
I can without reservations say that both vehicles (Yukon 5.7 liter Vortec
motor, and Cavalier) are running great, and smooth on the E-85.
Ron
Arizona
========================
-----Original Message-----
[mailto:owner-kolb-list-server@matronics.com] On Behalf Of Richard Pike
Sent: Wednesday, June 21, 2006 6:08 PM
--> Kolb-List message posted by: Richard Pike <richard@bcchapel.org>
Who is the author, and what are his credentials?
Wikipedia is all well and good, except that anyone can be an expert on
anything for a while, until the peer-review process shows it to bogus.
In the comments section of the article, not everyone is impressed with
the author's data.
And while all this may in fact be true for the 912, have you ever
actually mixed gasoline with ethanol and 2-stroke oil and watched what
happens? It's not pretty. Did you ever run a 503 on it? The EGT's went
nuts.
If you want to run it in your weed-eater, fine, but please not in my 582.
Richard Pike
MKIII N420P (420ldPoops)
Ron wrote:
> --> Kolb-List message posted by: "Ron" <captainron1@cox.net>
>
> All of you folks that want to know about E-85 here is a link. I think it
> will answer all of your questions, including that of power and such.
>
>
>
> http://en.wikipedia.org/wiki/E-85#Power_output_and_usage_in_Racing
>
>
>
> Ron
>
> Arizona
>
>
>
>
>
> _____
>
> [mailto:owner-kolb-list-server@matronics.com] On Behalf Of William Herren
> Sent: Wednesday, June 21, 2006 12:09 PM
>
>
>
> After I left Monument Valley I went on out to Calif to see my brother. I
> attended the Watsonville fly-in and watched Chris Byngs (sp) win the spot
> landing contest in his MKIII. He would have had the bomb drop too but they
> allowed a helicopter drop from a hover. Being from LA I got the long
dist
> award. I added up the mileage for the trip, not including sightseeing at
> 2301 mi at Watsonville, CA. They had something that I didn't know existed
> anymore, 80 octane av gas. Since my Luscombe's Cont 65 was designed to
burn
> it I bought a load. As I expected, I found no difference in power or
> mileage, I was using the gas the engine was designed to use. I can't
figure
> out how you can get the same mileage on 2/3 the BTUs. You can get the
power
> by burning more ethanol. Bill in Lousyana
>
>
>
>
>
>
>
>
Message 44
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| Subject: | Re: Fuel Pressure Ghosts |
--> Kolb-List message posted by: "Roger Lee" <ssadiver1@yahoo.com>
You probably don't have any problem. This is a volume issue that translates to
pressure on the gage.
You need to consider volume along with pressure like we do in the fire service
pumping water. I also manufacture diving compressors and this is the same theory
we use for air volume and pressure with a surface supplied air system. When
you are at idle your engine does not require a large volume of fuel so there
is a back pressure (so to speak) that you get measured on the pressure gage. When
you throttle up to max throttle then your engine is requiring all the volume
that your pump delivers and there is no pressure left because the engine is
using all the volume that the pump puts out. As you throttle back the engine
needs less fuel and you have a slight excess volume which also shows that you
have some available volume which reads on your gage as pressure. When you add
the second pump it delivers more volume than the engine can use and it shows up
as some pressure on the gage. Being at 0.0 pressure is not bad at wide open
unless you need additional fuel for more rpm. If you had a larger volume pump
it would show some pressure at the high rpms.
--------
Roger Lee
Tucson, Az.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=42206#42206
Message 45
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--> Kolb-List message posted by: "Roger Lee" <ssadiver1@yahoo.com>
Hi Matt,
Is it possible to put a spell check feature in the system?
Thanks,
Roger lee
--------
Roger Lee
Tucson, Az.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=42207#42207
Message 46
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| Subject: | Re: AZUSA Breaks |
--> Kolb-List message posted by: jerb <ulflyer@verizon.net>
John,
Couple options, going to band brakes, they may work better than
expansion brakes. Next check out Tracy O'Brien hydraulic brakes. A
friend put them on his Hawk and they worked really well.
http://www.tracyobrien.com/moreinfo.asp?id=47
He has a nose dragger so he didn't use them in a differential
fashion, you may want to with a tail dragger. With band brakes there
would be minimum change, may require adding a flange to the axle
bracket to mounting the band to and reuse the existing cables and
activator. May have to add a flange for the O'Brien brakes also. On
his Hawk, all he had to do was drill two holes into the existing
flange on each axle bracket. Bleeding them out properly required
more attention. Once properly bled out, they have worked great and
have plenty of holding power for his plane.
jerb
At 11:41 AM 6/21/2006, you wrote:
>--> Kolb-List message posted by: "John Murr" <jdm@wideworld.net>
>
>I need to replace the brakes assembly on my original Firestar
>because I am less than satisfied with the 15 year old brakes despite
>tinkering with them.
>
>I'm looking at the AZUSA 5" brakes and wheels. Does anyone have any
>experience with theses?
>
>I read comments in the past about MATCO hydraulic break for the Mark
>III, etc, but I think this would be over kill on a Firestar.
>
>Any other suggestions?
>
>Thanks.
>
>John Murr
>
>
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