Today's Message Index:
----------------------
1. 06:04 AM - TNK at Sun and Fun (John Hauck)
2. 06:25 AM - Re: Re: Gasohol (possums)
3. 06:43 AM - Re: Re: Gasohol (John Hauck)
4. 08:25 AM - Re: TNK at Sun and Fun (Roger Lee)
5. 08:33 AM - Re: Gasohol (Roger Lee)
6. 09:20 AM - Re: The Perfect Engine (Kirby Dennis Contr MDA/AL)
7. 12:26 PM - Trim system/Kolbra/Ms Dixie (Paul Petty)
8. 12:59 PM - Balancing Carbs on a 912 (John Hauck)
9. 01:05 PM - Re: Re: Gasohol (John Hauck)
10. 01:14 PM - Re: Balancing Carbs on a 912 (Roger Lee)
11. 01:16 PM - Re: Balancing Carbs on a 912 (Roger Lee)
12. 01:21 PM - Re: Gasohol (Roger Lee)
13. 01:28 PM - Re: Re: Balancing Carbs on a 912 (David Lehman)
14. 01:32 PM - Re: Re: Balancing Carbs on a 912 (John Hauck)
15. 02:46 PM - Re: Balancing Carbs on a 912 (John Williamson)
16. 02:49 PM - I've come to a decision! (Mike Welch)
17. 03:02 PM - BRS for Ultrastar? (Dana Hague)
18. 04:21 PM - Re: Sun and Fun 2007 NOTAM (N111KX (Kip))
19. 04:39 PM - Re: Balancing Carbs on a 912 (Roger Lee)
20. 05:46 PM - Re: Re: Balancing Carbs on a 912 (DANIEL WALTER)
21. 06:36 PM - Re: Re: Balancing Carbs on a 912 (John Hauck)
22. 07:47 PM - Re: Balancing Carbs on a 912 (icrashrc)
23. 08:00 PM - Sun and Fun 2007 (John Hauck)
24. 08:31 PM - Re: Re: Balancing Carbs on a 912 (ElleryWeld@aol.com)
25. 08:53 PM - Re: Re: Gasohol (WhiskeyVictor36@aol.com)
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| Subject: | TNK at Sun and Fun |
Morning Gang:
Talked to Travis yesterday about 1300. Said they were all set up and
ready for Sun and Fun to start this morning.
I plan to depart Gantt International Airport in the morning, arriving
Lakeland after 1730 EST, when the air show is over.
MKIII went back together good. Center section fit like a glove.
Still have to calibrate the tach using the prop tach. I bought a
little RC prop tach a few years ago for about $25.00 that works good
for this job.
Will mechanically sychronize the carbs.
By that time, I will have enough time on the engine to know if
everything is ok to fly.
Got a ton of dirt, dust, and pollen to wash off the old bird. Then I
will be ready to load it and head out for Lakeland in the morning.
john h
mkIII
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At 12:31 AM 4/16/2007, you wrote:
>In a message dated 4/14/2007 8:04:56 PM Central Standard Time,
>jhauck@elmore.rr.com writes:
>
>
>>My biggest concern operating a 2 stroke on ethanol laced fuel is
>>moisture in the crank case.
>>john h
>>mkIII
>
>
> John,
>
> I feel the same way as I live where the humidity is seldom less than 70%.
> Ed Diebel
Me too.
do not archive
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Possum:
You flying to Lakeland?
Do the lakes in Georgia have alcohol in them?
john h
mkIII
DO NOT ARCHIVE
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| Subject: | Re: TNK at Sun and Fun |
Hi John,
When you say mechanically sync the carbs you mean only with the .004 feeler gage?
That just gives you are starting point on each carb to continue the pneumatic part
of the sync process. When you run your engine up to cruise speed the carbs
will try and run each bank of cylinders at different rpms. Even with the cross
over tube that tries to help equalize each side it only helps, but won't make
them equal. Not good for the engine to have one side trying to run at 5000 rpm
and the other at 5050 rpm or worse. Why not take an extra 30 min. and set the
sync during a run? Especially since you are flying long hours for this flight.
--------
Roger Lee
Tucson, Az.
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http://forums.matronics.com/viewtopic.php?p=107546#107546
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Hi Steve,
There are other countries in the world that use up to 18% ethanol. When I was in
the Rotax class Eric Tucker said not to worry about it unless you were flying
over 8K in altitude because they worried about some phase seperation. The Ethanol
in the USA typically runs between 5.5-10%. He said the amount of alcohol
we have in our fuels have not really caused any problems. Unless you have a lot
of water in the fuel and fly at 10K for extended periods I don't think I would
worry a lot about it.
I wouldn't worry about corrosion unless you knownly have a lot of water in your
fuel or you let it sit without starting it on a regular basis. Regular running
is a key element here and making sure you build up the proper engine temps while
flying.
--------
Roger Lee
Tucson, Az.
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http://forums.matronics.com/viewtopic.php?p=107548#107548
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| Subject: | Re: The Perfect Engine |
<< In regards to a MkIII.... what is the best engine power system you
feel is the absolute best for a Kolb....all things considered?? Mike >>
My vote goes to the 912 for the best-suited engine for a Mark-III. Been
flying my Mark-3 with a 912ul (80 hp) since summer, 2005, and have been
very happy with it. Tried a Verner (also 80 hp) before the 912, but
that didn't work out (reliability issues).
In the mid-90's, Old Kolb advertised that the 912ul (80 hp) was the
biggest engine recommended for the Mark-3, which previously was selling
with mostly 582s. Since then, of course, lot of folks are now flying
'em with the 912S (100 hp) with excellent results. But the 80 hp 912
still gives the airplane plenty of spunk and fun to fly.
I found a used 912 on Barnstormers (under 25 hrs) that I paid $8500 for.
These come up for sale occasionally - you can save quite a bit $ over a
new engine! Took me a weekend to install the 912 ... a truly "plug &
play" engine for the Mark-3, no modifications or quirky installation
tricks needed. (Didja catch that, Big Lar?!)
I've seen lots of replies suggesting the Suzuki (Geo) engines, and
indeed, these are becoming more & more common as homebuilders strive to
find cost-saving four stroke alternatives to the pricy 912 engines.
Although I have heard several favorable reports on the performance of
these engines (with the Raven redrive), a common caveat I also hear is
that the builder must be very mechanically savvy and be willing to
tinker a lot in getting the engine installed & set up properly. As for
me, I prefer the simplicity of a plug and play engine.
The other two 4-stroke alternates that seem to be most popular on the
Mark-3 are the VW-based engines (like Great Plains - but be sure to get
one with a redrive rather than direct drive, as recommended by Rick
Neilsen), and the BMW moto engine. I would've considered either of
these engines if I could not have found a 912 for a good price. Good
luck in your decision process!
Dennis Kirby
Mark-III, 912ul, 65 hrs tt (40 hrs of it on the 912)
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| Subject: | Trim system/Kolbra/Ms Dixie |
Hi gang,
Finished up the eletric flap and elevator trim system last night. Thought I might
share some photos. Headed to sun-n-fun tomorrow for the day then back to work
thursday. With some good luck and few interuptions we may move her to LUL this
weekend!
do not archive
--------
Paul Petty
Kolbra #12
Ms Dixie
Final assembly!
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| Subject: | Balancing Carbs on a 912 |
.004 feeler gage?
Why not take an extra 30 min. and set the sync during a run?
Especially since you are flying long hours for this flight.
| Roger Lee
Roger:
No, I didn't use a .004" feeler gauge. I used a .030".
Probably take me longer than 30 minutes to balance the carbs with a
vacuum system, since I do not own one.
I don't consider 5 hours to Lakeland a long flight.
I have never balanced my 912 series engines with vacuum gauges.
Maybe, one of these days I will. First, I have to balance my new Warp
Drive.
How about a set of those gauges for my birthday? :-)
I think before I do any more adjusting to the new engine and old
airplane, I will make the flight to Lakeland and back. What I fly on
the trip plus time at Lakeland should give the engine a chance to run
in a bit, along with the new throttle cables.
Thanks for the info. I am a three time happy graduate of the Rotax
912 School. Took me three times to pass it. ;-)
john h
mkIII
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water in your fuel or you let it sit without starting it on a regular
basis. Regular running is a key element here and making sure you build
up the proper engine temps while flying.
|
| --------
| Roger Lee
Roger:
You didn't mention water in the carb fuel bowls.
Based on personal experience, a drop of water in the float bowls for
30 days will create crud, flaking, and lots of corrosion where that
drop of water lives. Doesn't matter if you are flying regularly or
not.
There is a water fence around the main jet well in the float bowl.
This keep water in the bowl, until it can hop over the fence. While
it is in the bowl it is steadily eating away at the pot metal.
One of those little tiny flakes of crap is enough to cause engine
failure. Been there and done that with my 912 and the 912 on the
factory Sling Shot 912.
john h
mkIII
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| Subject: | Re: Balancing Carbs on a 912 |
Hi John,
I guarantee you that your carbs then are out of sync. I can send you a picture
of a set of gages that you can make from an auto store for $30-$40. All you need
is 2 vac. gages and, two fittings and some tubing. They will last forever and
once you use it you'll find it's actually quite easy. Just takes a little time,
but well worth it. It isn't good to fly with one set of cylinders fighting
the other side for rpm. I'd be happy to talk you through the first one, too.
This is fairly important. Your plane will be smoother with vibration.
--------
Roger Lee
Tucson, Az.
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http://forums.matronics.com/viewtopic.php?p=107595#107595
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| Subject: | Re: Balancing Carbs on a 912 |
Hi John,
Just a thought. If you have a new engine then this sync step would be a really
important process for a new engine.
--------
Roger Lee
Tucson, Az.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=107597#107597
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If you have that kind of an issue with water then you should pop the carb bowl
off once in a while to check them. Why would anyone leave a bowl with water in
it. I live in a dry climate and water is not a problem, but if I lived where
you do then I would check it once in a while and use a water trapping filter to
put fuel into my plane. May not be a cure all, but it couldn't hurt. Install
a float bowl manual drain and drain them every so often then you'll know for
sure.
--------
Roger Lee
Tucson, Az.
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http://forums.matronics.com/viewtopic.php?p=107598#107598
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| Subject: | Re: Balancing Carbs on a 912 |
I have a 4-set that I bought to set up my Yamahaha V-Max carbs... Is this
something that needs to be accomplished on a 2 carb. 503 too?...
DVD
do not archive
On 4/17/07, Roger Lee <ssadiver1@yahoo.com> wrote:
>
>
> Hi John,
>
> I guarantee you that your carbs then are out of sync. I can send you a
> picture of a set of gages that you can make from an auto store for $30-$40.
> All you need is 2 vac. gages and, two fittings and some tubing. They will
> last forever and once you use it you'll find it's actually quite easy. Just
> takes a little time, but well worth it. It isn't good to fly with one set of
> cylinders fighting the other side for rpm. I'd be happy to talk you through
> the first one, too. This is fairly important. Your plane will be smoother
> with vibration.
>
> --------
> Roger Lee
> Tucson, Az.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=107595#107595
>
>
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| Subject: | Re: Balancing Carbs on a 912 |
| I guarantee you that your carbs then are out of sync. | Roger Lee
Roger:
Thanks for the info.
Been flying three 912's just like I am flying this one.
Would like to have a nice vacuum set up, one of these days, but for
now I don't have time to mess with it, and don't want to spend the
money. Gotta buy a lot of gas to get to Lakeland, MV, Salt Lake City,
The Rock House, and points West. ;-)
john h
mkIII
912ULS with 15 minutes flight time. Love it!
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| Subject: | Re: Balancing Carbs on a 912 |
I put the first 200 hours on my 912ULS with just the mechanical carb balance out
of the book. Lockwood finally sent me the Carb Synchronization Kit so I did
the pneumatic synchronization by the book.
The first time took close to an hour and had to get a second person to help with
the process.
When you are talking about 2 or 3 flats on an adjusting screw and nut, you notice
no difference in the engine. If the sync helps with your peace of mind, by
all means do it. I haven't noticed any difference in how the 912ULS runs, performs
or burns fuel fo the last 500 hours.
It seems that the balance tube between the intake manifolds does a very good job
if you do a proper mechanical balance.
do not archive
--------
John Williamson
Arlington, TX
Kolbra, 912ULS
http://home.tx.rr.com/kolbrapilot
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| Subject: | I've come to a decision! |
To All the Guys that took the time to give their opinion regarding "The
Perfect Engine"
First of all, thanks!! I really do value your experience and opinion.
Basically, it appears as though most of you recommend the Rotax 912 (UL...at
least). So in other words, at least 80 HP.
As I stated, though, I already have an engine/prop combination. (GEO 3
cyl w/ Raven Redrive)What you have given me is the feeling I would be MUCH
better off with the "Bolt-On Turbo" Jeron, at Raven Redrives, has done all
the "legwork" and fabricating for the turbo to simply bolt right on the 1000
CC 3 cylinder. By putting the turbo on the GEO it will be more like the
912UL than the 582, which is its closest "comparison" right now.
I began building my MkIII back in 1999. ( I got side-tracked!!) I have
had my engine/prop running a few years ago. It really does "kick butt".
But, as I also stated, I never finished actually building the plane. About
all I have left to do is install fabric. And now, since I've let it sit so
long, I have to replace the Lexan, do some paint touch up, etc.
As some of you will recall, when I joined this "Group" about 4 months
ago, I mentioned I am changing my new home A LOT!!! (Yeah, me personally.)
I have hauled 35 dump truck loads of grass, old concrete, and dirt away.
I have been building a swimming pool (I'll finish it this week), poured 50
yards of concrete for my RV parking, (done), poured the foundation for the
airplane shop (20' X 32'). I am within a few days of beginning the
framing on my shop. I anticipate one and a half months to finish the
shop. I said all that to say this; As soon as my shop is
finished I am going to get back to working on my Kolb. Yay!!!
I look forward to seeing many of you at Monument Valley. (I'll be taking
photos of your neat ideas, and incorporating them in my MkIII). I should
be able to get back to working on the MkIII soon after I get back. And
then, I don't have to be a fence hanger anymore!!!
Again, thanks for your input re: the engine. It is evident to me I will
want 80 or so HP for my MkIII.
Mike in SW Utah (with a soon to be
finished shop for my airplanes!!)
_________________________________________________________________
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| Subject: | BRS for Ultrastar? |
Guys,
I've been offered a BRS from a guy who got it with some estate goods. It's
a BRS-4-UL1, which is all I know (so far). Would that be suitable for my
Ultrastar? Any idea of repack cost?
Supposedly the guy I got my plane from has the BRS from it, but I think
it's a Second Chantz, which I understand can't be repacked?
-Dana
--
--
My software never has bugs. It just develops random features.
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| Subject: | Re: Sun and Fun 2007 NOTAM |
On my only trip to SnF by air a few years ago I had flown 8 hours and arrived from
the SW only to see all powered parachutes in the air only. I held a few miles
out for 45 minutes (the last thing that I wanted to do was fly around). But
the sun was going down so I headed in in between the chutes. I landed and got
cussed out by the Quadrunner Runway Nazi. I told him the chute flight window
was not in the NOTAM and he said that it was [Rolling Eyes]
He did not have time to show me his copy... [Twisted Evil]
Kip
See you there...
--------
Kip
Firestar II (born September 2000)
Atlanta, GA
N111KX
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| Subject: | Re: Balancing Carbs on a 912 |
Hi Guys,
This is really important.
The mechanical sync only gets you close and down around the idle area. When you
do a mechanical sync you advance the throttle up off the idle stop. You are suppose
to have the cross over tube disconnected. You can hook up your gages on
the tube and the open end of the carb where the tube came off of. The cross over
can only correct so much, it helps, but that's all it can do. It can't correct
when carbs are off very much. You have two carbs that feed two different
cylinders each. That's how the
912 uls makes its Horse power. If one is set different from the other then each
bank of cylinders (left v.s. right) fight each other. This is not a good state
for any engine to be in. I would never run a new engine out of sync. It's just
not good for the moving internal parts to be at war with each other.
The gage set is easy to put together (automotive store and hardware parts) and
the procedure is relatively easy to do if someone talks you through it once. It
might take longer if you only read the manual, but it is easier if someone explains
it to you. Once you do it once or twice you can do a mechanical and pneumatic
sync from start to finish in 40 min.
--------
Roger Lee
Tucson, Az.
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| Subject: | Re: Balancing Carbs on a 912 |
----- Original Message -----
From: "Roger Lee" <ssadiver1@yahoo.com>
Sent: Tuesday, April 17, 2007 7:39 PM
Subject: Kolb-List: Re: Balancing Carbs on a 912
>
> Hi Guys,
>
> This is really important.
In my old life as a plant maintenance supervisor I purchased a box of 10
pressure gauges from a reputable manufacture. After 8 were used on fuel oil
burners the mechanics were complaining they were still having trouble
getting the burners adjusted. We hooked 4 at a time to a manifold and none
were at the same pressure.
Just to say, before balancing the carbs hook both gauges to a T and make
sure they read the same.
Dan Walter
Ultrastar
Palmyra PA
do not archive
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| Subject: | Re: Balancing Carbs on a 912 |
and make
| sure they read the same.
|
| Dan Walter
Hi Dan:
Very, very good point.
Also, to keep in mind, our engine instruments we use on our
ultralights and light planes are not precision. To get wrapped around
the axle trying to get your two or four stroke to comply with an
instrument that is incorrectly calibrated at the factory gets you no
where in a hurry.
john h
mkIII/912ULS (1.5 hours)
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| Subject: | Re: Balancing Carbs on a 912 |
John,
5:36pm? And only 1.5 hours on the new engine? I guess that explains why I hadn't
seen you arrive at Paradise City when i walked out around 7pm. Gonna make the
flight tomorrow or are you having problems?
--------
Scott
www.ill-EagleAviation.com
do not archive
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| Subject: | Sun and Fun 2007 |
Scott:
I'm getting older and slower, but still having fun.
I plan to get out of here tomorrow. Should arrive Lakeland right
after the close of the air show at 1730. That is the earliest the
field will open. No way I could get up and out of here early enough
to beat the air show window at 1345. I lose an hour when I go from
Central to Eastern time. About a 5+30 flight with no wind.
Aircraft and engine are running and flying great.
See you at Lakeland.
john h
mkIII
DO NOT ARCHIVE
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| Subject: | Re: Balancing Carbs on a 912 |
ok I am ready to see the picture of your vacume guage setup. and to make this
a legal post " to use on a KOLB" Vic's if he ever gets it done "soon "
Ellery in Maine
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**************************************
See what's free at
http://www.aol.com.
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Hi Guys,
FYI
Here in NJ we have up to 10% Ethanol in all grades of auto fuel. Along with
everyone else, I have been concerned about the Ethanol (being laced with
water), causing rust in the bearings and cylinders, etc.
I have just disassembled my Rotax 447 two-stroke engine because it had lost
300 RPM during takeoff. I was happy to find "no evidence of rust" in the
crankshaft/connecting rod/cylinder area. It was all clean and shiny. This
engine has been run infrequently since October 2006 and I did not take any
special steps to prepare it for storage, other than to use the enrichener (choke)
during shutdown. Not the best of care, I must admit.
The cause of the power loss was due to poor piston ring seating. I had
purchased this engine used and it performed OK for awhile, but over time it began
to loose RPM. The cylinder linings had to be honed to renew the cross hatch
and then I installed new rings. The clearances are still within close specs
so I did not have to over bore.
Bill Varnes
Original Kolb FireStar
Audubon NJ
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