Today's Message Index:
----------------------
1. 12:28 AM - Re: Re: Scenry from an ultralight (john taylor)
2. 01:45 AM - Re: BRS revisited (flykolb)
3. 03:29 AM - Re: Re: 2 stroke vs 4 stroke (John Codd)
4. 07:37 AM - Re: BRS revisited (jb92563)
5. 08:27 AM - Re: What do you do with a Kolb? (jb92563)
6. 08:33 AM - Re: What do you do with a Kolb? (John Williamson)
7. 08:45 AM - Re: BRS revisited (Richard Girard)
8. 08:49 AM - Re: 2 stroke vs 4 stroke (John Hauck)
9. 09:11 AM - Re: Re: 2 stroke vs 4 stroke (Richard & Martha Neilsen)
10. 09:14 AM - Re: What do you do with a Kolb? (John Hauck)
11. 09:35 AM - Re: BRS revisited (Mike Welch)
12. 12:22 PM - Re: Olden day motors (jb92563)
13. 12:53 PM - Re: Re: Olden day motors (Mike Welch)
14. 01:09 PM - Re: Re: Scenry from an ultralight (chris davis)
15. 01:40 PM - Re: The downside of a great paint job (Kirby Dennis Contr MDA/AL)
16. 01:48 PM - Re: The downside of a great paint job (jb92563)
17. 01:59 PM - Re: BRS revisited (Richard Girard)
18. 02:09 PM - Re: The downside of a great paint job (planecrazzzy)
19. 02:53 PM - Re: Big Twin 4 stroke? (grantr)
20. 04:14 PM - ferguson aircraft?? (grantr)
21. 04:15 PM - Kolb-List Digest: Firestar Rudder Back in the Saddle ? (BMWBikeCrz@aol.com)
22. 04:32 PM - Re: Re: The downside of a great paint job (gary aman)
23. 04:36 PM - Re: BRS revisited (Dana Hague)
24. 04:38 PM - Re: ferguson aircraft?? (possums)
25. 04:57 PM - Re: Re: Scenry from an ultralight (Larry Cottrell)
26. 05:15 PM - Re: ferguson aircraft?? (beauford T)
27. 05:19 PM - Re: Re: Scenry from an ultralight (beauford T)
28. 05:25 PM - Oil Injection Pump (Frank Clyma)
29. 05:53 PM - Re: ferguson aircraft?? (Richard Pike)
30. 06:19 PM - Re: ferguson aircraft?? (Richard Girard)
31. 06:46 PM - Re: ferguson aircraft?? (Mike Welch)
32. 07:04 PM - Re: Jab on A KOLB (ElleryWeld@aol.com)
33. 07:24 PM - Re: Re: Olden day motors (DANIEL WALTER)
34. 07:36 PM - Re: Jab on A KOLB (John Williamson)
35. 07:38 PM - Re: Re: Olden day motors (Mike Welch)
36. 07:39 PM - Re: Re: Olden day motors (Dana Hague)
37. 08:21 PM - Re: Jab on A KOLB (Mike Welch)
38. 08:47 PM - Re: Jab on A KOLB (Mike Welch)
39. 09:08 PM - Re: Jab on A KOLB (Richard & Martha Neilsen)
40. 09:45 PM - Re: Jab on A KOLB (Mike Welch)
Message 1
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| Subject: | Re: Scenry from an ultralight |
A HUGE TNX TO LARRY C & SCOTT FOR MAKING THOSE INCREDIBLE PICS AVAILABLE TO ALL...
john bowman, prairieville, la.
----- Original Message ----
From: icrashrc <icrashrc@aol.com>
Sent: Thursday, November 15, 2007 4:49:04 AM
Subject: Kolb-List: Re: Scenry from an ultralight
For those that missed Larrys mass emailing you can view the pictures here...
http://www.ill-eagleaviation.com/larryc.htm
--------
Scott
www.ill-EagleAviation.com
do not archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=146163#146163
Be a better sports nut! Let your teams follow you
with Yahoo Mobile. Try it now. http://mobile.yahoo.com/sports;_ylt=At9_qDKvtAbMuh1G1SQtBI7ntAcJ
Message 2
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| Subject: | Re: BRS revisited |
I did not see a glider, just a plane that may have been towing a glider
before but was now just another airplane. I don't think there is any
requirement to yield to a "plane that dad been towing a glider", just a reg
to yield to a glider itself.
That said, blame could be spread equally for both pilots failure to "see and
avoid" each other.
Jim
Mark III
----- Original Message -----
From: "Richard Girard" <jindoguy@gmail.com>
Sent: Sunday, November 18, 2007 9:44 PM
Subject: Re: Kolb-List: BRS revisited
>
> Yes, it's impressive. What's more impressive is the way they skip
> right over the fact that the pilot of the deployment aircraft was in
> violation of the FAR's when he failed to yield the right of way to the
> aircraft towing the glider. This guy is completely oblivious to the
> fact that the "accident" was entirely his responsibility to avoid. He
> shouldn't be extolling the virtues of BRS (or whomever), what we ought
> to see is a group of angry fliers demanding that this selfish idiot be
> grounded for life and after having that done, he be prosecuted for
> reckless endangerment and sent to jail. Just my opinion.
>
> Rick
>
>
> On Nov 18, 2007 7:33 PM, Mike Welch <mdnanwelch7@hotmail.com> wrote:
> >
> >
> >
> > Guys,
> >
> > I recently listened to the pros and cons of why we need a whole-plane
ballistic recoverery system. I am still "on the fence", let's say.
> >
> > I think both sides certainly present very valid arguments for their
repective positions. That being said, I just came across this video.
> >
> > Here is one guy's story, and it ain't no b.s. Watch this video, and
let me know what you think.
> >
> > http://www.metacafe.com/watch/738998/ballistic_chute_deployment/
> >
> > I have to admit, this video helps one side of the argument, for sure!!
> >
> > Mike Welch MkIII
> >
> >
> > Do Not Archive
> > _________________________________________________________________
> > Put your friends on the big screen with Windows Vista(R) + Windows
Live.
> >
http://www.microsoft.com/windows/shop/specialoffers.mspx?ocid=TXT_TAGLM_CPC_MediaCtr_bigscreen_102007
> >
> >
> >
> >
> >
>
>
Message 3
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| Subject: | Re: 2 stroke vs 4 stroke |
Hi Rick, here in the UK most of us run Jabiru 2200's with hydraulic lifters
on our Mk3 Xtras and are well satisfied with the performance that we get, I
run a Prince P tip wood/composite propellor on mine, Only one Xtra in the UK
has a Rotax 912 to my knowledge and one has a Rotax 532 on it, I was
wondering what the 'spirited performance' figures are that you say that you
all get from a 912 or a re-drive VW in comparison to what we get from our
Jabiru installations, I had thought sometime ago about a re-drive for the
Jab, in fact I approached Valley Engineering to see if their re-drive could
be adapted for the Jab, they sounded interested in the project but I haven't
as yet taken it further, since that time I have fitted a Prince P tip
propellor from your side of the pond and have seen a distinct improvement in
performance, both climb and cruise and smoothness, as we have quite severe
noise restrictions (we have to have a noise certificate issued by the CAA
for every microlight engine/prop/aircraft combination) we do not usually
prop for max rpm and aim for 2800/2900 with the Jab, this gives 100mph+ and
1000+fpm climb, 2600 rpm gives a comfortable cruise around 80mph, if we do
prop finer with a Prince P tip to 3300 max rpm we get substantially more
performance but exceed the noise levels that we are restricted to, I will
be interested to see the figures for a 912 or VW as we have no experience of
these motors.
John Codd
Mk3Xtra/Jabiru2200/Prince P tip prop.
----- Original Message -----
From: "Richard & Martha Neilsen" <NeilsenRM@comcast.net>
Sent: Monday, November 19, 2007 2:58 AM
Subject: Re: Kolb-List: Re: 2 stroke vs 4 stroke
> <NeilsenRM@comcast.net>
>
> Lucien
>
> I agree we need competition for the Rotax 912. They have gotten way too
> expensive.
>
> I would like to comment on your suggestion about Areo-Vee. This engine is
> a direct drive VW and there is a world of difference between a direct
> drive VW and a reduction drive engine. I flew a Great Plains direct drive
> VW for four years on my MKIII it pushed me along at 65MPH running 80%
> power and was a dog in a climb. The same size VW with a reduction drive
> pushes the same plane 75MPH at 60% power and climbs. The Jabaru engine is
> a slightly slower RPM engine but still turns way too many RPMs to turn a
> large enough prop to give a Kolb the spirited performance we have come to
> expect with a 912 or even a redrive VW.
>
> Rick Neilsen
> Redrive VW powered MKIIIc
>
> ----- Original Message -----
> From: "lucien" <lstavenhagen@hotmail.com>
> To: <kolb-list@matronics.com>
> Sent: Sunday, November 18, 2007 3:56 PM
> Subject: Kolb-List: Re: 2 stroke vs 4 stroke
>
>
>>
>> [quote="mdnanwelch7(at)hotmail.co"]
>>> Lucien, Interesting and thoughtful "take" on the future of Rotax,
>>> and the high prices to own one. While it is true they are probably the
>>> leader in the SLSA & ESLA field , from our experience, anytime a product
>>> raises its prices so high the masses can barely afford it, along comes
>>> competition.And competition is a good thing. Not only does it give us
>>> consumers a choice, finally, but we also get the advantage of the new
>>> technology and improvements, when deciding on a competitive product.Case
>>> in point is the HKS. This engine is taking a small foothold in the Rotax
>>> 503 normally dominated field.As the reliability and ,therefore,
>>> popularity increases, we pilots benefit in being able to choose an
>>> engine that fits our preferences, and this helps hold down the price of
>>> other similar products. The fact is, I would like to see other engine
>>> companies make an engine for the experimental aircraft planes. Companies
>>> like Harley Davidson, Briggs and Stratton, and Honda, etc., etc. An!
>> d I'm not talking about "conversions", where someone "adapts" a redrive
>> unit to an existing motor (like Hog-Air), I'm talking about the engine
>> manufacturer actually producing a 60-100 hp range of true aircraft
>> engines. Much like Jabiru did. Lately I have been looking at some of the
>> other engine choices. Personally, I am NOT looking to get a new engine, I
>> will be staying with my GEO 1.0 liter 3 cyl., turbo, but I do like to see
>> what other alternatives are out there.If I had to do it all over, I think
>> I could have seriously considered a big bore VW based conversion like
>> Great Plains Engines, or Aero-Vee Engines. http://www.greatplainsas.com/
>> (http://www.greatplainsas.com/) http://www.aeroconversions.com/
>> (http://www.aeroconversions.com/) Mike Welch MkIII with GEO turbo Do Not
>> Archive
>>
>>
>> Well there are a couple other complications with this that have to do
>> with the 40 to 50 hp light a/c market (I like to call it).
>>
>> a) As I said before, this market was very slow to adopt the 912 even back
>> when it was reasonably priced - now with its cost is in the ludicrous GA
>> territory its attraction to that market is about nil. The fundamentals
>> for the 912 to penetrate this market are simply NOT there. The money
>> isn't there, the growth of the buying power of those customers won't
>> reach that level in a reasonable amount of time (if ever).
>> This was one of the big expectations of the whole light sport movement
>> and it was a big mistake.
>> The 912 and motors like the HKS aren't quite head to head competitors,
>> since they power different planes for the most part. So really the
>> success of the HKS isn't going to affect much the 912's situation.
>> The jabiru, on the other hand, has an opportunity here, though there are
>> problems with it too (its cost is also going up soon, it's got some
>> installation related bugs here and there, etc.).
>>
>> b) The 40/50 hp light a/c market will NOT simply vanish. The expectation
>> of the LSA movement seems to have been that suddenly everyone would get
>> tired of their single-place UL like planes, small trikes, and other light
>> planes and decide they wanted larger, faster 4-stroke powered planes of
>> the LSA variety. I guess they thought the planes would just sell
>> themselves once the light a/c pilots all woke up and saw the error of
>> their ways.
>> Some would say that this is actually happening now - people are suddenly
>> somehow content to opt for boats or computer games instead of flying an
>> airplane through the air and the whole UL flying thing is imploding for
>> good.
>> I think this is a mistake - true it's in a lull right now, and a deep
>> one, but like I said this is more sensationalism driven by the expiration
>> of gELSA and the hoopla surrounding LSA than it is a sudden shift in the
>> human race away from interest in flying light aircraft.
>> Forgetting this market going forward will be a large error I think.
>>
>> c) Now the 912's competition besides the jab is basically the big iron.
>> It hinges only on the legal issue - its the suitable pwerplant for LSA
>> far more than the big iron that costs about the same.
>> The GA market, that would otherwise be buying used GA airplanes, DOES
>> have the buying power for a 20 grand 912S, and will buy the 100k planes
>> it powers for a while.
>>
>> But the law of supply and demand can NOT support an _increasing_ price
>> when supply continues to meet demand. It just doesn't work that way.
>> Either supply has to tighten to maintain the cost increase (this would be
>> very bad for Rotax) or demand has to rise dramatically, more dramatically
>> than it is now (and I don't see that happening, we're already about in
>> the Good Old Days of LSA at this point).
>> This includes the exchange rate issue which amounts to a huge price
>> hike - Rotax still has to deal with that and yes they truly are in a
>> pickle with it.
>>
>> The market also can't support increasing prices once they reach the level
>> of viable competitors. This is a mixed bag - in some areas, like GA
>> training, even exorbitant prices like 110 grand for an SLSA are far
>> cheaper than the competition (third of a million for a new Cessna). In
>> others, like the experimental market, there'll be trouble. I.e. if you're
>> going to drop 100 grand on a plane, will it be a CTsw SLSA or a Vans RV-8
>> quick build + tools + goodies?
>> Don't know about you, but medical or not, if I have to drop 100 large on
>> an airplane I'm going for the best bang/buck which would be the RV.
>>
>> In any case, the 912 is actually in a more precarious position than it
>> used to be and Rotax will have to do something about it pretty quick. But
>> at the same time, I don't see a permanent disappearance of the market for
>> motors like the 447 and 503, or the HKS, etc.
>>
>> Finally, I don't know about the 582. I might ring up lockwood next week
>> and see what its status is...
>>
>> LS
>>
>> --------
>> LS
>> FS II
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=146936#146936
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 4
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| Subject: | Re: BRS revisited |
Accidents like that happen when some pilots are oblivious to their surroundings
and have no Situational Awareness when flying.
I fly gliders in a shared operation with a skydiving center and the airspace is
a very busy drop zone, plus all the gliders that fly just out side the drop zone.
I can't tell you how many times I've observed a small plane fly directly under
the drop zone seconds after I heard the jump plane call "Jumpers Away" at 14,000'
I myself have been on tow in a glider and had oblivious traffic on a collision
course.....the tow pilot told me to prepare for evasive manuevers and we did fast
90 to avoid a group of ultralights that would not yield us our right of way....a
less experienced student would of had to release which is probably why
there was no glider on the end of that rope in the video.
The tow plane descends immediately after release so there is no other reason why
he would be still climbing like that unless he was still towing the glider moments
before the accident, fortunately the glider saw the situation and released
to avoid a collision.
I concur that the dumb ass pilot flying into the line should be staked to the ground
and given 50 lashes by the tow pilot and the glider pilot who released early,
and have his license revoked.
--------
Ray
Riverside County, CA
Do Not Archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=147100#147100
Message 5
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| Subject: | Re: What do you do with a Kolb? |
I think there was one fellow here that spend a week being a target drone for the
Coast Guard in his Kolb. [Wink]
I have seen some Kolbs at my local Ultralight club dropping balls on bowling pins
from 200'...and they also dropped bean bags on a target on the ground, although
I think they were really aiming for the judges of this contest.
They were also doing carrier landings ???? which I did not get at all, since there
was no ship or water, or tail hook cable anywhere near where they were landing.
--------
Ray
Riverside County, CA
Do Not Archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=147111#147111
Message 6
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| Subject: | Re: What do you do with a Kolb? |
I have some longer videos of the trip on my website.
I'm glad this little video got your attention.
Still having a some fun with the Kolbra.
do not archive
--------
John Williamson
Arlington, TX
Kolbra, 912ULS
http://home.tx.rr.com/kolbrapilot
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=147114#147114
Message 7
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| Subject: | Re: BRS revisited |
Jim, Let's start with the basics, first.
FAR 91.113 Right-of-way rules:Except water operations.
b) General. When weather conditions permit, regardless of whether
an operation is conducted under instrument flight rules or visual flight
rules, vigilance shall be maintained by each person operating an
aircraft so as to see and avoid other aircraft. When a rule of this
section gives another aircraft the right-of-way, the pilot shall give
way to that aircraft and may not pass over, under, or ahead of it unless
well clear.
d) Converging. When aircraft of the same category are converging at
approximately the same altitude (except head-on, or nearly so),* the
aircraft to the other's right has the right-of-way.* If the aircraft are
of different categories--
(1) A balloon has the right-of-way over any other category of
aircraft;
(2) A glider has the right-of-way over an airship, powered
parachute, weight-shift-control aircraft, airplane, or rotorcraft.
(3) An airship has the right-of-way over a powered parachute,
weight-shift-control aircraft, airplane, or rotorcraft.
*However, an aircraft towing or refueling other aircraft has the
right-of-way over all other engine-driven aircraft.
*
*
*The bold text shows the relevant FAR's. In the film, the towing aircraft
comes from the deployment aircraft's right. The towing aircraft has the
right-of -way, even if he wasn't towing. The film says the rope was being
used to tow a glider. The last bold sews it up.
In sum: The deployment aircraft failed to yield the right-of-way to an
aircraft approaching from his right. He failed to yield to an aircraft
towing another aircraft.
The film shows the pilot pulling up when the tow aircraft crossed his path,
and he says, "I pulled up a little".
Now let's look at what the FAR's have to say about how to yield the
right-of-way.
(e) Approaching head-on. When *aircraft* are approaching each other head-on
,
or nearly so, each pilot of each *aircraft* shall alter course to the *righ
t
*.
(f) Overtaking. Each *aircraft* that is being overtaken has the *right*-of-
*
way* and each pilot of an overtaking *aircraft* shall alter course to the *
right* to pass well clear.
We have a bit of a quandry because the FAA doesn't have a strict rule about
aircraft converging on a common point at right angles to each other.
(government under regulation; e gads! :-))
However, in the two cases given, alter course to the right is prescribed.
This pilot chose to climb. Perhaps it was instinct from a previous German
visit to France, but the person alleged to be the pilot in the film doesn't
look quite that old. :-)
Curious that the pilot or his narrator says the rope wrapped around the
propeller, and his first action was to stop the engine. His next was to pul
l
the handle, *NOT*, "then I scanned the aircraft for damage as I attempted t
o
resume normal flight."
Perhaps the French do not have similar rules to the FAR's. If they do,
they're fortunate to have the guillotine, too.
Rick
On Nov 19, 2007 3:46 AM, flykolb <flykolb@wowway.com> wrote:
>
> I did not see a glider, just a plane that may have been towing a glider
> before but was now just another airplane. I don't think there is any
> requirement to yield to a "plane that dad been towing a glider", just a
reg
> to yield to a glider itself.
>
> That said, blame could be spread equally for both pilots failure to "see
and
> avoid" each other.
>
> Jim
> Mark III
>
> ----- Original Message -----
> From: "Richard Girard" <jindoguy@gmail.com>
> To: <kolb-list@matronics.com>
> Sent: Sunday, November 18, 2007 9:44 PM
> Subject: Re: Kolb-List: BRS revisited
>
>
> >
> > Yes, it's impressive. What's more impressive is the way they skip
> > right over the fact that the pilot of the deployment aircraft was in
> > violation of the FAR's when he failed to yield the right of way to the
> > aircraft towing the glider. This guy is completely oblivious to the
> > fact that the "accident" was entirely his responsibility to avoid. He
> > shouldn't be extolling the virtues of BRS (or whomever), what we ought
> > to see is a group of angry fliers demanding that this selfish idiot be
> > grounded for life and after having that done, he be prosecuted for
> > reckless endangerment and sent to jail. Just my opinion.
> >
> > Rick
> >
> >
> >
> >
> > On Nov 18, 2007 7:33 PM, Mike Welch <mdnanwelch7@hotmail.com> wrote:
> > >
> > >
> > >
> > > Guys,
> > >
> > > I recently listened to the pros and cons of why we need a
whole-plane
> ballistic recoverery system. I am still "on the fence", let's say.
> > >
> > > I think both sides certainly present very valid arguments for their
> repective positions. That being said, I just came across this video.
> > >
> > > Here is one guy's story, and it ain't no b.s. Watch this video, an
d
> let me know what you think.
> > >
> > > http://www.metacafe.com/watch/738998/ballistic_chute_deployment/
> > >
> > > I have to admit, this video helps one side of the argument, for
sure!!
> > >
> > > Mike Welch MkIII
> > >
> > >
> > > Do Not Archive
> > > _________________________________________________________________
> > > Put your friends on the big screen with Windows Vista(R) + Windows
> Live=99.
> > >
>
http://www.microsoft.com/windows/shop/specialoffers.mspx?ocid=TXT_TAGLM_C
PC_MediaCtr_bigscreen_102007
> > >
> > >
> > >
> > >
> > >
> >
> >
> >
> >
> >
> >
>
>
===========
===========
===========
===========
>
>
Message 8
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| Subject: | Re: 2 stroke vs 4 stroke |
Morning John C:
I am not aware of any direct drive engine, turning a small diamter prop, that
will compete with a redrive engine that can turn a larger diameter prop at slower
speeds.
Jabiru direct drive engines do not compare favorably with the 912UL and 912ULS
powered Kolbs. This is based on experience flying my 912ULS mkIII with John
W's Jabiru powered Kolbra. John W could answer your question much better than
me, I am sure. He repowered his Kolbra, some time ago, with a 912ULS and turned
the performance chart completely around.
I can not speak for the Xtra, as I have very little experience flying that model.
For my particular mkIII, generally, it is an 85 mph cruise speed airplane
no matter how much hp one tries to push it with. This is based on flying it with
a 582, 912UL, and a 912ULS. I have always used 70" and 72" Warp Drive tapered
three blade props with nickel leading edges with all three engines. Climb
is 1200 to 2000 fpm based on load and weather. Normally, my max gross weight
is 1000 to 1200 lbs. Top speed is 95 mph for 65 to 95 hp (the 912ULS puts
out 95 hp max continuous at 5,500 rpm which my engine is propped). Based on weight
and configuration of the mkIII xtra, I would make a WAG (wild ass guess)
that it is an 85 mph cruise aircraft also.
Cruise speed of the Jab powered Kolbra and my mkIII was about the same. The 912ULS
powered Kolbra is at least 10 mph faster.
Recommend you not fly a mkIII with a 912UL or 912ULS. You will probably not want
to go back to the Jab.
john h
mkIII - 2.700+ hours
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=147122#147122
Message 9
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| Subject: | Re: 2 stroke vs 4 stroke |
John
I fly a ten year old MKIIIC so the comparisons are a bit difficult. My
speeds are about 10 MPH less which is about the expected differences between
the MKIIIC and the Xtra. I have never really done a climb test. I am very
impressed with the figures you posted.
I flew with another Kolb that had a Jabiru on a Kolbra again not a good
comparison but that plane when changed to a 912 was truly transformed. Also
the New Kolb factory once offered the Jabiru on the MKIIIX in the USA and
developed a light version of the plane to better fly with the reduced
thrust. They have since dropped the Jabiru as a recommend option at least in
the USA.
Prop selection can make a large impact on thrust and a plane's performance.
It sounds like you have yours dialed in very well assuming you figures are
accurate. I'm still working on getting my prop dialed in but even without
the best prop tuning the performance is spirited.
Reduction drives are a pain but they do improve performance drastically.
They would allow you to spin that Jabiru up to its rated power and keep the
prop tip speed down where they don't turn horse power into noise. A long
prop turns a greater percentage of a engines power into thrust just like a
glider with long wings is more efficient.
Rick Neilsen
Redrive VW Powered MKIIIC
----- Original Message -----
From: "John Codd" <j.codd@btopenworld.com>
Sent: Monday, November 19, 2007 6:28 AM
Subject: Re: Kolb-List: Re: 2 stroke vs 4 stroke
>
> Hi Rick, here in the UK most of us run Jabiru 2200's with hydraulic
> lifters on our Mk3 Xtras and are well satisfied with the performance that
> we get, I run a Prince P tip wood/composite propellor on mine, Only one
> Xtra in the UK has a Rotax 912 to my knowledge and one has a Rotax 532 on
> it, I was wondering what the 'spirited performance' figures are that you
> say that you all get from a 912 or a re-drive VW in comparison to what we
> get from our Jabiru installations, I had thought sometime ago about a
> re-drive for the Jab, in fact I approached Valley Engineering to see if
> their re-drive could be adapted for the Jab, they sounded interested in
> the project but I haven't as yet taken it further, since that time I have
> fitted a Prince P tip propellor from your side of the pond and have seen a
> distinct improvement in performance, both climb and cruise and smoothness,
> as we have quite severe noise restrictions (we have to have a noise
> certificate issued by the CAA for every microlight engine/prop/aircraft
> combination) we do not usually prop for max rpm and aim for 2800/2900 with
> the Jab, this gives 100mph+ and 1000+fpm climb, 2600 rpm gives a
> comfortable cruise around 80mph, if we do prop finer with a Prince P tip
> to 3300 max rpm we get substantially more performance but exceed the
> noise levels that we are restricted to, I will be interested to see the
> figures for a 912 or VW as we have no experience of these motors.
> John Codd
> Mk3Xtra/Jabiru2200/Prince P tip prop.
>
>
> ----- Original Message -----
> From: "Richard & Martha Neilsen" <NeilsenRM@comcast.net>
> To: <kolb-list@matronics.com>
> Sent: Monday, November 19, 2007 2:58 AM
> Subject: Re: Kolb-List: Re: 2 stroke vs 4 stroke
>
>
>> <NeilsenRM@comcast.net>
>>
>> Lucien
>>
>> I agree we need competition for the Rotax 912. They have gotten way too
>> expensive.
>>
>> I would like to comment on your suggestion about Areo-Vee. This engine is
>> a direct drive VW and there is a world of difference between a direct
>> drive VW and a reduction drive engine. I flew a Great Plains direct drive
>> VW for four years on my MKIII it pushed me along at 65MPH running 80%
>> power and was a dog in a climb. The same size VW with a reduction drive
>> pushes the same plane 75MPH at 60% power and climbs. The Jabaru engine is
>> a slightly slower RPM engine but still turns way too many RPMs to turn a
>> large enough prop to give a Kolb the spirited performance we have come to
>> expect with a 912 or even a redrive VW.
>>
>> Rick Neilsen
>> Redrive VW powered MKIIIc
>>
>> ----- Original Message -----
>> From: "lucien" <lstavenhagen@hotmail.com>
>> To: <kolb-list@matronics.com>
>> Sent: Sunday, November 18, 2007 3:56 PM
>> Subject: Kolb-List: Re: 2 stroke vs 4 stroke
>>
>>
>>>
>>> [quote="mdnanwelch7(at)hotmail.co"]
>>>> Lucien, Interesting and thoughtful "take" on the future of
>>>> Rotax, and the high prices to own one. While it is true they are
>>>> probably the leader in the SLSA & ESLA field , from our experience,
>>>> anytime a product raises its prices so high the masses can barely
>>>> afford it, along comes competition.And competition is a good thing. Not
>>>> only does it give us consumers a choice, finally, but we also get the
>>>> advantage of the new technology and improvements, when deciding on a
>>>> competitive product.Case in point is the HKS. This engine is taking a
>>>> small foothold in the Rotax 503 normally dominated field.As the
>>>> reliability and ,therefore, popularity increases, we pilots benefit in
>>>> being able to choose an engine that fits our preferences, and this
>>>> helps hold down the price of other similar products. The fact is, I
>>>> would like to see other engine companies make an engine for the
>>>> experimental aircraft planes. Companies like Harley Davidson, Briggs
>>>> and Stratton, and Honda, etc., etc. An!
>>> d I'm not talking about "conversions", where someone "adapts" a redrive
>>> unit to an existing motor (like Hog-Air), I'm talking about the engine
>>> manufacturer actually producing a 60-100 hp range of true aircraft
>>> engines. Much like Jabiru did. Lately I have been looking at some of the
>>> other engine choices. Personally, I am NOT looking to get a new engine,
>>> I will be staying with my GEO 1.0 liter 3 cyl., turbo, but I do like to
>>> see what other alternatives are out there.If I had to do it all over, I
>>> think I could have seriously considered a big bore VW based conversion
>>> like Great Plains Engines, or Aero-Vee Engines.
>>> http://www.greatplainsas.com/ (http://www.greatplainsas.com/)
>>> http://www.aeroconversions.com/ (http://www.aeroconversions.com/) Mike
>>> Welch MkIII with GEO turbo Do Not Archive
>>>
>>>
>>> Well there are a couple other complications with this that have to do
>>> with the 40 to 50 hp light a/c market (I like to call it).
>>>
>>> a) As I said before, this market was very slow to adopt the 912 even
>>> back when it was reasonably priced - now with its cost is in the
>>> ludicrous GA territory its attraction to that market is about nil. The
>>> fundamentals for the 912 to penetrate this market are simply NOT there.
>>> The money isn't there, the growth of the buying power of those customers
>>> won't reach that level in a reasonable amount of time (if ever).
>>> This was one of the big expectations of the whole light sport movement
>>> and it was a big mistake.
>>> The 912 and motors like the HKS aren't quite head to head competitors,
>>> since they power different planes for the most part. So really the
>>> success of the HKS isn't going to affect much the 912's situation.
>>> The jabiru, on the other hand, has an opportunity here, though there are
>>> problems with it too (its cost is also going up soon, it's got some
>>> installation related bugs here and there, etc.).
>>>
>>> b) The 40/50 hp light a/c market will NOT simply vanish. The expectation
>>> of the LSA movement seems to have been that suddenly everyone would get
>>> tired of their single-place UL like planes, small trikes, and other
>>> light planes and decide they wanted larger, faster 4-stroke powered
>>> planes of the LSA variety. I guess they thought the planes would just
>>> sell themselves once the light a/c pilots all woke up and saw the error
>>> of their ways.
>>> Some would say that this is actually happening now - people are suddenly
>>> somehow content to opt for boats or computer games instead of flying an
>>> airplane through the air and the whole UL flying thing is imploding for
>>> good.
>>> I think this is a mistake - true it's in a lull right now, and a deep
>>> one, but like I said this is more sensationalism driven by the
>>> expiration of gELSA and the hoopla surrounding LSA than it is a sudden
>>> shift in the human race away from interest in flying light aircraft.
>>> Forgetting this market going forward will be a large error I think.
>>>
>>> c) Now the 912's competition besides the jab is basically the big iron.
>>> It hinges only on the legal issue - its the suitable pwerplant for LSA
>>> far more than the big iron that costs about the same.
>>> The GA market, that would otherwise be buying used GA airplanes, DOES
>>> have the buying power for a 20 grand 912S, and will buy the 100k planes
>>> it powers for a while.
>>>
>>> But the law of supply and demand can NOT support an _increasing_ price
>>> when supply continues to meet demand. It just doesn't work that way.
>>> Either supply has to tighten to maintain the cost increase (this would
>>> be very bad for Rotax) or demand has to rise dramatically, more
>>> dramatically than it is now (and I don't see that happening, we're
>>> already about in the Good Old Days of LSA at this point).
>>> This includes the exchange rate issue which amounts to a huge price
>>> hike - Rotax still has to deal with that and yes they truly are in a
>>> pickle with it.
>>>
>>> The market also can't support increasing prices once they reach the
>>> level of viable competitors. This is a mixed bag - in some areas, like
>>> GA training, even exorbitant prices like 110 grand for an SLSA are far
>>> cheaper than the competition (third of a million for a new Cessna). In
>>> others, like the experimental market, there'll be trouble. I.e. if
>>> you're going to drop 100 grand on a plane, will it be a CTsw SLSA or a
>>> Vans RV-8 quick build + tools + goodies?
>>> Don't know about you, but medical or not, if I have to drop 100 large on
>>> an airplane I'm going for the best bang/buck which would be the RV.
>>>
>>> In any case, the 912 is actually in a more precarious position than it
>>> used to be and Rotax will have to do something about it pretty quick.
>>> But at the same time, I don't see a permanent disappearance of the
>>> market for motors like the 447 and 503, or the HKS, etc.
>>>
>>> Finally, I don't know about the 582. I might ring up lockwood next week
>>> and see what its status is...
>>>
>>> LS
>>>
>>> --------
>>> LS
>>> FS II
>>>
>>>
>>>
>>>
>>> Read this topic online here:
>>>
>>> http://forums.matronics.com/viewtopic.php?p=146936#146936
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>
>
>
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| Subject: | Re: What do you do with a Kolb? |
Morning John W:
Glad to see some folks out there flying their Kolbs rather than beating up on a
two year old video clip of some poor guy across the pond.
Wish I could have been with you and Ken on this flight, but alas, I must continue
my sojourn through the West.
I am sure your 912ULS, as well as the 912ULS powering Ken's Titan, performed as
usual. Recently read a post on this List reference the expensive maintenance
on 912 engines. Was wondering what that was since all I do is oil, filter, spark
plug, and air filter maintenance on a normal schedule.
john h
mkIII
Morgan Hill, CA
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=147127#147127
Attachments:
http://forums.matronics.com//files/golden_gate_2007_609.jpg
Message 11
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Rick,
When I first saw this video, and then suggested everyone look at it, I wasn't
trying to stir up a hornet's nest...again. There is absolutely NO doubt the
deployment aircraft failed to lead the right of way. I mean, how in the hell
can he be surprised that all of a sudden there is an approaching aircraft, dragging
a tow rope? Shouldn't he be scanning for other traffic? He didn't appear
to be.
But, regardless of who was at fault, if the time ever rose, some people feel
certain a BRS can save their life.
Funny thing, though. Although this Goober flew his plane into this rope, and
it appears that all the rope did was stop his prop. Didn't look like any structural
damage. No torns off wings. No significant damage, you'd think then,
why that would merit deployment of the BRS?
Curious. Was this another BRS "life save" in a perfectly flyable glider? (I
say glider, assuming he can't restart his engine. And that makes you wonder...why
DIDN'T he try to restart his engine?)
It appears this guy doesn't watch were he's flying, and when faced with an in-flight
emergency, ignors all the Standard Operating Proceedures to handle an
emergency.
Again, I wasn't trying to ruffle feathers. I just don't know if a BRS is as
warranted as the BRS numbers say.
MIke Welch
________________________________
From: jindoguy@gmail.com
Subject: Re: Kolb-List: BRS revisited
Jim, Let's start with the basics, first.
FAR 91.113 Right-of-way rules:Except water operations.
b) General. When weather conditions permit, regardless of whether
an operation is conducted under instrument flight rules or visual flight
rules, vigilance shall be maintained by each person operating an
aircraft so as to see and avoid other aircraft. When a rule of this
section gives another aircraft the right-of-way, the pilot shall give
way to that aircraft and may not pass over, under, or ahead of it unless
well clear.
d) Converging. When aircraft of the same category are converging at
approximately the same altitude (except head-on, or nearly so), the
aircraft to the other's right has the right-of-way. If the aircraft are
of different categories--
(1) A balloon has the right-of-way over any other category of
aircraft;
(2) A glider has the right-of-way over an airship, powered
parachute, weight-shift-control aircraft, airplane, or rotorcraft.
(3) An airship has the right-of-way over a powered parachute,
weight-shift-control aircraft, airplane, or rotorcraft.
However, an aircraft towing or refueling other aircraft has the
right-of-way over all other engine-driven aircraft.
The bold text shows the relevant FAR's. In the film, the towing aircraft comes
from the deployment aircraft's right. The towing aircraft has the right-of -way,
even if he wasn't towing. The film says the rope was being used to tow a glider.
The last bold sews it up.
In sum: The deployment aircraft failed to yield the right-of-way to an aircraft
approaching from his right. He failed to yield to an aircraft towing another
aircraft.
The film shows the pilot pulling up when the tow aircraft crossed his path, and
he says, "I pulled up a little".
Now let's look at what the FAR's have to say about how to yield the right-of-way.
(e) Approaching head-on. When aircraft are approaching each other head-on, or nearly
so, each pilot of each aircraft shall alter course to the right.
(f) Overtaking. Each aircraft that is being overtaken has the right-of-way and
each pilot of an overtaking aircraft shall alter course to the right to pass well
clear.
We have a bit of a quandry because the FAA doesn't have a strict rule about aircraft
converging on a common point at right angles to each other. (government
under regulation; e gads! :-))
However, in the two cases given, alter course to the right is prescribed.
This pilot chose to climb. Perhaps it was instinct from a previous German visit
to France, but the person alleged to be the pilot in the film doesn't look quite
that old. :-)
Curious that the pilot or his narrator says the rope wrapped around the propeller,
and his first action was to stop the engine. His next was to pull the handle,
NOT, "then I scanned the aircraft for damage as I attempted to resume normal
flight."
Perhaps the French do not have similar rules to the FAR's. If they do, they're
fortunate to have the guillotine, too.
Rick
On Nov 19, 2007 3:46 AM, flykolb <flykolb@wowway.com> wrote:
>
> I did not see a glider, just a plane that may have been towing a glider
> before but was now just another airplane. I don't think there is any
> requirement to yield to a "plane that dad been towing a glider", just a reg
> to yield to a glider itself.
>
> That said, blame could be spread equally for both pilots failure to "see and
> avoid" each other.
>
> Jim
> Mark III
>
> ----- Original Message -----
> From: "Richard Girard" <jindoguy@gmail.com>
> To: <kolb-list@matronics.com>
> Sent: Sunday, November 18, 2007 9:44 PM
> Subject: Re: Kolb-List: BRS revisited
>
>
>>
>> Yes, it's impressive. What's more impressive is the way they skip
>> right over the fact that the pilot of the deployment aircraft was in
>> violation of the FAR's when he failed to yield the right of way to the
>> aircraft towing the glider. This guy is completely oblivious to the
>> fact that the "accident" was entirely his responsibility to avoid. He
>> shouldn't be extolling the virtues of BRS (or whomever), what we ought
>> to see is a group of angry fliers demanding that this selfish idiot be
>> grounded for life and after having that done, he be prosecuted for
>> reckless endangerment and sent to jail. Just my opinion.
>>
>> Rick
>>
>>
>>
>>
>> On Nov 18, 2007 7:33 PM, Mike Welch <mdnanwelch7@hotmail.com> wrote:
>>>
>>>
>>>
>>> Guys,
>>>
>>> I recently listened to the pros and cons of why we need a whole-plane
> ballistic recoverery system. I am still "on the fence", let's say.
>>>
>>> I think both sides certainly present very valid arguments for their
> repective positions. That being said, I just came across this video.
>>>
>>> Here is one guy's story, and it ain't no b.s. Watch this video, and
> let me know what you think.
>>>
>>> http://www.metacafe.com/watch/738998/ballistic_chute_deployment/
>>>
>>> I have to admit, this video helps one side of the argument, for sure!!
>>>
>>> Mike Welch MkIII
>>>
>>>
>>> Do Not Archive
>>> _________________________________________________________________
>>> Put your friends on the big screen with Windows Vista(R) + Windows
> Live.
>>>
> http://www.microsoft.com/windows/shop/specialoffers.mspx?ocid=TXT_TAGLM_CPC_MediaCtr_bigscreen_102007
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
===== ution link below to find out more about ttp://www.matronics.com/contribution sp; -Matt Dralle, Li====================== = Archive Search & Download, 7-Day Browse, Chat, FAQ, http://www.matroni======================== =======================
>
>
_________________________________________________________________
Share life as it happens with the new Windows Live.Download today it's FREE!
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Message 12
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| Subject: | Re: Olden day motors |
JLO bought Cuyuna I thought and now supply the snow mobile engine market.
I just bought the replacement parts for a Cuyuna UL II-02 to replace a seized cylinder.
They are the same parts as the Cuyuna 430 and now JLO 430.
I also have a Cuyuna 430 as a spare.
Same core engines with different accessories.
--------
Ray
Riverside County, CA
Do Not Archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=147163#147163
Message 13
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| Subject: | Re: Olden day motors |
Ray,
The correct order of history is that Cuyuna bought out JLO Rockwell. Then there
was some corporate shifting around, to end up with 2si International. This
is described in this advertisement:
CUYUNA ENGINES
Cuyuna Engines, an evolution of the earlier JLO and Rockwell engines, were used
as a reliable source of power for a variety of recreational, industrial, marine,
and military equipment. Originally a division of Scorpion Snowmobile, Cuyuna
Engines, or their JLO/Rockwell predecessors, have powered Scat Hovercraft,
MAX ATVs, personal watercraft, and other recreational equipment. Currently manufactured
by the AMW-Cuyuna Engine Company as the 2si engine, these engines and
parts are available through our Company.
Mike W
Do not archive
> Subject: Kolb-List: Re: Olden day motors
> From: jb92563@yahoo.com
> Date: Mon, 19 Nov 2007 12:21:30 -0800
> To: kolb-list@matronics.com
>
>
> JLO bought Cuyuna I thought and now supply the snow mobile engine market.
>
> I just bought the replacement parts for a Cuyuna UL II-02 to replace a seized
cylinder.
>
> They are the same parts as the Cuyuna 430 and now JLO 430.
>
> I also have a Cuyuna 430 as a spare.
>
> Same core engines with different accessories.
>
> --------
> Ray
> Riverside County, CA
>
> Do Not Archive
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=147163#147163
>
>
_________________________________________________________________
Connect and share in new ways with Windows Live.
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Message 14
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| Subject: | Re: Scenry from an ultralight |
To Larry, if you are not a pro you should consider it !!!!!!! My uncle made an
excellent years pay for doing what he loved, FLYING ,and you have a fantastic
EYE . and I hope you share more with us in the future. Chris
----- Original Message ----
From: john taylor <jtayloraaf@yahoo.com>
Sent: Monday, November 19, 2007 3:26:58 AM
Subject: Re: Kolb-List: Re: Scenry from an ultralight
A HUGE TNX TO LARRY C & SCOTT FOR MAKING THOSE INCREDIBLE PICS AVAILABLE TO ALL...
john bowman, prairieville, la.
----- Original Message ----
From: icrashrc <icrashrc@aol.com>
Sent: Thursday, November 15, 2007 4:49:04 AM
Subject: Kolb-List: Re: Scenry from an ultralight
For those that missed Larrys mass emailing you can view the pictures here...
http://www.ill-eagleaviation.com/larryc.htm
--------
Scott
www.ill-EagleAviation.com
do not archive
Read this topic online here:
Be a better pen pal.
Text or chat with friends inside Yahoo! Mail. See how. http://overview.mail.yahoo.com/
Message 15
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| Subject: | Re: The downside of a great paint job |
<< My US has a gleaming gloss black paint job on the cage, boom, and
struts. It's such a deep gloss it almost looks powder coated though I
doubt it is. >>
Kolb Friends -
A dark paint job on the cage makes any cracks difficult to spot.
The advice that I heard and heeded was, if you choose to paint or
powedercoat your cage structure, make it a light color. This way, any
weld cracks can be easily detected.
Dennis Kirby
Mark-3 Classic, 912ul in
Cedar Crest, NM
Message 16
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| Subject: | Re: The downside of a great paint job |
I was reading an early Ultrastar advertisement just last evening and it said that
you could purchase welded cages from Kolb.
I believe they came prepainted.
Mine has a very light blue coating with a grey primer underneath.
It is so thin that everything show up well and I can inspect welds.
What is a good primer for the Chromoly cage, I need to do some touch up?
Zinc Chromate is just for aluminum right?
--------
Ray
Riverside County, CA
Do Not Archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=147193#147193
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| Subject: | Re: BRS revisited |
Mike, I hope you don't think any of the comments I made were to criticize
anyone for posting and commenting on this video. Funny thing, though, I hel
d
back commenting on the deployment except upon his decision making. For not
wanting to suffer any comments on my militancy I withheld comment on the
relative lack of damage to the aircraft. I'm glad someone pointed it out.
I believe this film SHOULD cause a stir among pilots. This is brought to yo
u
by the same people who talk of cars losing control on the freeway to
describe an accident. Phony safety arguments are the major product of our
times, but this one is so blatantly phony, it's insulting.
Rick
On Nov 19, 2007 11:33 AM, Mike Welch <mdnanwelch7@hotmail.com> wrote:
>
>
> Rick,
>
> When I first saw this video, and then suggested everyone look at it, I
> wasn't trying to stir up a hornet's nest...again. There is absolutely NO
> doubt the deployment aircraft failed to lead the right of way. I mean, h
ow
> in the hell can he be surprised that all of a sudden there is an approach
ing
> aircraft, dragging a tow rope? Shouldn't he be scanning for other traffi
c?
> He didn't appear to be.
>
> But, regardless of who was at fault, if the time ever rose, some people
> feel certain a BRS can save their life.
>
> Funny thing, though. Although this Goober flew his plane into this rope
,
> and it appears that all the rope did was stop his prop. Didn't look like
> any structural damage. No torns off wings. No significant damage, you'd
> think then, why that would merit deployment of the BRS?
>
> Curious. Was this another BRS "life save" in a perfectly flyable glider
?
> (I say glider, assuming he can't restart his engine. And that makes you
> wonder...why DIDN'T he try to restart his engine?)
>
> It appears this guy doesn't watch were he's flying, and when faced with
> an in-flight emergency, ignors all the Standard Operating Proceedures to
> handle an emergency.
>
> Again, I wasn't trying to ruffle feathers. I just don't know if a BRS i
s
> as warranted as the BRS numbers say.
>
> MIke Welch
>
>
> ________________________________
>
> Date: Mon, 19 Nov 2007 10:44:01 -0600
> From: jindoguy@gmail.com
> To: kolb-list@matronics.com
> Subject: Re: Kolb-List: BRS revisited
>
> Jim, Let's start with the basics, first.
> FAR 91.113 Right-of-way rules:Except water operations.
> b) General. When weather conditions permit, regardless of whether
> an operation is conducted under instrument flight rules or visual flight
> rules, vigilance shall be maintained by each person operating an
> aircraft so as to see and avoid other aircraft. When a rule of this
> section gives another aircraft the right-of-way, the pilot shall give
> way to that aircraft and may not pass over, under, or ahead of it unless
> well clear.
> d) Converging. When aircraft of the same category are converging at
> approximately the same altitude (except head-on, or nearly so), the
> aircraft to the other's right has the right-of-way. If the aircraft are
> of different categories--
> (1) A balloon has the right-of-way over any other category of
> aircraft;
> (2) A glider has the right-of-way over an airship, powered
> parachute, weight-shift-control aircraft, airplane, or rotorcraft.
> (3) An airship has the right-of-way over a powered parachute,
> weight-shift-control aircraft, airplane, or rotorcraft.
> However, an aircraft towing or refueling other aircraft has the
> right-of-way over all other engine-driven aircraft.
>
>
> The bold text shows the relevant FAR's. In the film, the towing aircraft
> comes from the deployment aircraft's right. The towing aircraft has the
> right-of -way, even if he wasn't towing. The film says the rope was being
> used to tow a glider. The last bold sews it up.
> In sum: The deployment aircraft failed to yield the right-of-way to an
> aircraft approaching from his right. He failed to yield to an aircraft
> towing another aircraft.
> The film shows the pilot pulling up when the tow aircraft crossed his
> path, and he says, "I pulled up a little".
>
> Now let's look at what the FAR's have to say about how to yield the
> right-of-way.
>
> (e) Approaching head-on. When aircraft are approaching each other head-on
,
> or nearly so, each pilot of each aircraft shall alter course to the right
.
> (f) Overtaking. Each aircraft that is being overtaken has the right-of-wa
y
> and each pilot of an overtaking aircraft shall alter course to the right
to
> pass well clear.
>
> We have a bit of a quandry because the FAA doesn't have a strict rule
> about aircraft converging on a common point at right angles to each other
.
> (government under regulation; e gads! :-))
> However, in the two cases given, alter course to the right is prescribed.
> This pilot chose to climb. Perhaps it was instinct from a previous German
> visit to France, but the person alleged to be the pilot in the film doesn
't
> look quite that old. :-)
> Curious that the pilot or his narrator says the rope wrapped around the
> propeller, and his first action was to stop the engine. His next was to p
ull
> the handle, NOT, "then I scanned the aircraft for damage as I attempted t
o
> resume normal flight."
> Perhaps the French do not have similar rules to the FAR's. If they do,
> they're fortunate to have the guillotine, too.
>
> Rick
>
>
> On Nov 19, 2007 3:46 AM, flykolb <flykolb@wowway.com> wrote:
> >
> > I did not see a glider, just a plane that may have been towing a glider
> > before but was now just another airplane. I don't think there is any
> > requirement to yield to a "plane that dad been towing a glider", just a
> reg
> > to yield to a glider itself.
> >
> > That said, blame could be spread equally for both pilots failure to "se
e
> and
> > avoid" each other.
> >
> > Jim
> > Mark III
> >
> > ----- Original Message -----
> > From: "Richard Girard" <jindoguy@gmail.com>
> > To: <kolb-list@matronics.com>
> > Sent: Sunday, November 18, 2007 9:44 PM
> > Subject: Re: Kolb-List: BRS revisited
> >
> >
> >>
> >> Yes, it's impressive. What's more impressive is the way they skip
> >> right over the fact that the pilot of the deployment aircraft was in
> >> violation of the FAR's when he failed to yield the right of way to the
> >> aircraft towing the glider. This guy is completely oblivious to the
> >> fact that the "accident" was entirely his responsibility to avoid. He
> >> shouldn't be extolling the virtues of BRS (or whomever), what we ought
> >> to see is a group of angry fliers demanding that this selfish idiot be
> >> grounded for life and after having that done, he be prosecuted for
> >> reckless endangerment and sent to jail. Just my opinion.
> >>
> >> Rick
> >>
> >>
> >>
> >>
> >> On Nov 18, 2007 7:33 PM, Mike Welch <mdnanwelch7@hotmail.com> wrote:
>
> >>>
> >>>
> >>>
> >>> Guys,
> >>>
> >>> I recently listened to the pros and cons of why we need a
> whole-plane
> > ballistic recoverery system. I am still "on the fence", let's say.
> >>>
> >>> I think both sides certainly present very valid arguments for their
> > repective positions. That being said, I just came across this video.
> >>>
> >>> Here is one guy's story, and it ain't no b.s. Watch this video, an
d
> > let me know what you think.
> >>>
> >>> http://www.metacafe.com/watch/738998/ballistic_chute_deployment/
> >>>
> >>> I have to admit, this video helps one side of the argument, for
> sure!!
> >>>
> >>> Mike Welch MkIII
> >>>
> >>>
> >>> Do Not Archive
> >>> _________________________________________________________________
> >>> Put your friends on the big screen with Windows Vista(R) + Windows
> > Live=99.
> >>>
> >
> http://www.microsoft.com/windows/shop/specialoffers.mspx?ocid=TXT_TAGLM
_CPC_MediaCtr_bigscreen_102007
> >>>
> >>>
> >>>
> >>>
> >>>
> >>
> >>
> >>
> >>
> ===== ution link below to find out more about
> ttp://www.matronics.com/contribution sp; -Matt Dralle,
> Li====================== =
Archive Search & Download, 7-Day Browse, Chat,
> FAQ, http://www.matroni================
======== ================
=======
> >
> >
> >
> >
>
>
> _________________________________________________________________
> Share life as it happens with the new Windows Live.Download today it's
> FREE!
>
> http://www.windowslive.com/share.html?ocid=TXT_TAGLM_Wave2_sharelife_11
2007
>
===========
===========
===========
===========
>
>
Message 18
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| Subject: | Re: The downside of a great paint job |
If your gonna put Stitts on it....That means MEK....(melts most paints)
Epoxy primer works best...
I used Zinc Chromate , then 2 part epoxy paint....
Gotta Fly...
Mike & "Jaz" in MN
.
.
.
.
jb92563 wrote:
> I was reading an early Ultrastar advertisement just last evening and it said
that you could purchase welded cages from Kolb.
>
> I believe they came prepainted.
>
> Mine has a very light blue coating with a grey primer underneath.
>
> It is so thin that everything show up well and I can inspect welds.
>
> What is a good primer for the Chromoly cage, I need to do some touch up?
>
> Zinc Chromate is just for aluminum right?
--------
.
.
.
.
.
Do Not Archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=147199#147199
Message 19
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| Subject: | Re: Big Twin 4 stroke? |
I have been emailing back and forth with a guy regarding the Big Twin 38hp engine
and he says this engine is designed to fly a plane up to 1000# gross weight.
Please read the following and make comments.
it kind of sounds reasonable knowing that a heavy piper cub flys well with a 65
hp engine. and a 150 with a 100hp engine.
>
> General rule of thumb is that static thrust must be 20% of gross
> weight. Any more and top speed suffers, any less and climb
> performance suffers.
>
> The Big Twin has been optimized for aircraft with a gross weight of
> up to 1,000 lbs and and optimum top speed of no more than 85-90mph.
>
> All I am saying that the Big Twin would be a good choice for an
> aircraft up to 1,000 lb gross weight with a top level speed of 85-
> 90mph. The Big Twin is a very efficient engine using the reduction
> drive to swing that big ol' 74X58 prop.
>
> A Cessna 150-----
> Cessna 150, Continental O-200(100hp), McCauley 68X ?
> Aircraft Empty weight= 1,111 lbs
> Aircraft Gross weight= 1600 lbs
> Thrust at 2332 rpm = 335 lbs
> Power to weight Ratio = .0625 hp/lb
> Thrust to weight Ratio= .2093 Thrust Lbs/ Aircraft Lbs
> Thrust to hp ratio= 3.35 lbs/hp
> Wing Area= 160 sq ft
> Wing Loading empty = 6.9437 lbs/sq ft
> Wing Loading at Gross= 10 lbs/ sq ft
> Source: http://www.flycorvair.com/thrustjune.html
>
> Thrust to gross weight ratio : 20.9375%
> -----------------------------------------------------------
>
> A Cessna 120-----------
> Cessna 120, C85 (85hp), McCauley 71X46
> Aircraft Empty weight= 900 lbs
> Aircraft Gross weight= 1450 lbs
> Thrust at 2445 rpm = 340 lbs
> Power to weight Ratio = .0586 hp/lb
> Thrust to weight Ratio= .2344 Thrust Lbs/ Aircraft Lbs
> Thrust to hp ratio= 4 lbs/hp
> Wing Area= 167 sq ft
> Wing Loading empty = 5.3892 lbs/sq ft
> Wing Loading at Gross= 8.6826 lbs/ sq ft
> Source: http://www.flycorvair.com/thrustjune.html
>
> THRUST TO GROSS WEIGHT RATIO: 23.44827%
> ------------------------------------------------------------
>
> As you can see the thrust to gross weight ratios are very close to
> the 20% rule of thumb I mentioned. The Cessna 120 has a higher
> percentage of static thrust (from a smaller HP rated engine) which
> explains why it is able to takeoff shorter and climb faster than a
> Cessna 150, AND also explains why it won't fly as fast as a 150.
>
> To get the optimum and most efficient use of your powerplant and
> for best all around performance... the 20% thrust to gross weight
> ratio works pretty well and will get you very close.
>
> Choosing the right propeller is critical in that it must produce
> the minimum static thrust... but still propel you to your aircraft's
> designed (or desired) max level speed.
>
>
>
>
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=147207#147207
Message 20
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| Subject: | ferguson aircraft?? |
http://www.fergusonaircraft.com/home
Is this a knock off of a Kolb?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=147230#147230
Message 21
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| Subject: | Kolb-List Digest: Firestar Rudder Back in the Saddle ? |
OK I am about to make another go at Kolb flying .... First I need some time
in a MK III Or something that Flies like a firestar . Preferably near Lake
City Florida ...
Also need someone real well seasoned in a Firestar to come fly mine and make
an assessment as to what it may need for a low time pilot to fly it .
As I recall I did not have Enough rudder to keep the plane straight along the
runway ...
Thanks ! Dave
**************************************
See what's new at
Message 22
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| Subject: | Re: The downside of a great paint job |
I believe that Kolb wanted us to use epoxy chromate on all the steel tubing H sections
in the wing and fuselage.Don't know how it would respond to top coats
containing MEK for the rest of the steel.
If your gonna put Stitts on it....That means MEK....(melts most paints)
Epoxy primer works best...
I used Zinc Chromate , then 2 part epoxy paint....
Gotta Fly...
Mike & "Jaz" in MN
.
.
.
.
jb92563 wrote:
> I was reading an early Ultrastar advertisement just last evening and it said
that you could purchase welded cages from Kolb.
>
> I believe they came prepainted.
>
> Mine has a very light blue coating with a grey primer underneath.
>
> It is so thin that everything show up well and I can inspect welds.
>
> What is a good primer for the Chromoly cage, I need to do some touch up?
>
> Zinc Chromate is just for aluminum right?
--------
.
.
.
.
.
Do Not Archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=147199#147199
Message 23
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|
| Subject: | Re: BRS revisited |
At the risk of continuing the "is a BRS useful?" debate, anybody know
anything about these?
http://tinyurl.com/ysk2sm
or
http://cgi.ebay.com/ebaymotors/EMERGENCY-RESERVE-ULTRALIGHT-RESCUE-PARACHUTE-NO-BRS_W0QQitemZ180179249875QQihZ008QQcategoryZ26439QQssPageNameZWDVWQQrdZ1QQcmdZViewItem
Of course a less expensive, lighter solution improves the cost/benefit ratio...
-Dana
--
Message 24
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| Subject: | Re: ferguson aircraft?? |
At 07:14 PM 11/19/2007, you wrote:
>
>http://www.fergusonaircraft.com/home
>
>Is this a knock off of a Kolb?
Looks real suspicious to me.
Message 25
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| Subject: | Re: Scenry from an ultralight |
----- Original Message -----
From: chris davis
To: kolb-list@matronics.com
Sent: Monday, November 19, 2007 2:09 PM
Subject: Re: Kolb-List: Re: Scenry from an ultralight
To Larry, if you are not a pro you should consider it !!!!!!! My uncle
made an excellent years pay for doing what he loved, FLYING ,and you
have a fantastic EYE . and I hope you share more with us in the future.
Chris
-------------------------------------------------------------------------
-------------------------------------------------------------------------
-------------
I am very sorry to have to report that the pictures that you are most
likely talking about, were taken by a Powered Parachute driver named "Q"
that is based in Prineville, Oregon. I am sorry that I gave the wrong
impression, I only intended to share the beauty of different spots in
Oregon. Mine were of the lava rocks and the horse.
Larry C
do not archive
Message 26
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| Subject: | Re: ferguson aircraft?? |
...naw... Ferguson made tractors, Possum.....
besides, nobody'd just steal someone else's airplane design....
Beauford
do not archive
----- Original Message -----
Kolb-List message posted by: possums <possums@bellsouth.net>
Looks real suspicious to me.
>Is this a knock off of a Kolb?
Message 27
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| Subject: | Re: Scenry from an ultralight |
Still, it is beautiful stuff that we would never have seen if you had
not made it available.... we
don't get to see things like that in SW Florida....
Thankee, Larry...
Beauford
do not archive
----- Original Message -----
From: Larry Cottrell
To: kolb-list@matronics.com
Sent: Monday, November 19, 2007 7:56 PM
Subject: Re: Kolb-List: Re: Scenry from an ultralight
----- Original Message -----
From: chris davis
To: kolb-list@matronics.com
Sent: Monday, November 19, 2007 2:09 PM
Subject: Re: Kolb-List: Re: Scenry from an ultralight
To Larry, if you are not a pro you should consider it !!!!!!! My
uncle made an excellent years pay for doing what he loved, FLYING ,and
you have a fantastic EYE . and I hope you share more with us in the
future. Chris
-------------------------------------------------------------------------
-------------------------------------------------------------------------
-------------
I am very sorry to have to report that the pictures that you are
most likely talking about, were taken by a Powered Parachute driver
named "Q" that is based in Prineville, Oregon. I am sorry that I gave
the wrong impression, I only intended to share the beauty of different
spots in Oregon. Mine were of the lava rocks and the horse.
Larry C
do not archive
Message 28
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|
| Subject: | Oil Injection Pump |
REF:
Think about this for a while. I have thought about it for a month. This
is the filter that goes in the oil line from the reservoir to the pump,
we took it off, and there was sand and grit on the pump side of the
screen. There was nothing in the oil injection tank or the line to the
filter, or in the upstream side of the filter. Where did the grit come
from? No clue. The filter had sat for a while, unless a mud dauber had
stuffed it with mud while it was tucked away in a box...??? DurnifIknow.
--------------------------------------------------------
Richard,
Appreciate the info. DurnifIknow either, that's a really strange
one. I haven't heard anything about injection pump problems, but I've
kinda wondered about the possibility------.
Anyone else heard of any injection pump problems?
Frankl Clyma
do not archive
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|
| Subject: | Re: ferguson aircraft?? |
Not as much as it used to be back in 1991. The original builder took the
Kolb MKII - MKIII and duplicated himself one as cheaply as possible,
cutting a lot of corners in the process. It looked good from the
outside, so he went into business. Structurally, there was no
comparison, I still have a bunch of old photos I took of the unclothed
structure years ago at Sun N Fun, and from looking at their web page,
they are still using similar techniques now. Not in the same league as a
Kolb. The company has been sold, and now it has been changed somewhat in
appearance. But the general heritage still shows through, doesn't it?
Richard Pike
MKIII N420P (420ldPoops)
grantr wrote:
>
> http://www.fergusonaircraft.com/home
>
> Is this a knock off of a Kolb?
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=147230#147230
>
>
>
Message 30
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| Subject: | Re: ferguson aircraft?? |
How'd they get the tail wheel on the wrong end of the airplane?
Rick
do not archive
On Nov 19, 2007 7:53 PM, Richard Pike <richard@bcchapel.org> wrote:
>
> Not as much as it used to be back in 1991. The original builder took the
> Kolb MKII - MKIII and duplicated himself one as cheaply as possible,
> cutting a lot of corners in the process. It looked good from the
> outside, so he went into business. Structurally, there was no
> comparison, I still have a bunch of old photos I took of the unclothed
> structure years ago at Sun N Fun, and from looking at their web page,
> they are still using similar techniques now. Not in the same league as a
> Kolb. The company has been sold, and now it has been changed somewhat in
> appearance. But the general heritage still shows through, doesn't it?
>
> Richard Pike
> MKIII N420P (420ldPoops)
>
>
> grantr wrote:
> >
> > http://www.fergusonaircraft.com/home
> >
> > Is this a knock off of a Kolb?
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=147230#147230
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
Message 31
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| Subject: | ferguson aircraft?? |
The answer is yes, this is a Kolb copy.
If memory serve correctly, when Ferguson first copied the Kolb TwinStar, the
most notable change one could tell from a distance was that he added a wing strut
to each wing. I can't recall any other alteration, except for having dual
wing struts on his version, and Homer having a single wing strut on the original
design.
I do not know anything about the quality, or lack thereof, of his copies of the
Kolbs. His airplanes were referred to as Fergies.
I didn't know they were still in business, and making nose-draggers, no less!
Mike Welch
_________________________________________________________________
You keep typing, we keep giving. Download Messenger and join the im Initiative
now.
Message 32
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|
| Subject: | Re: Jab on A KOLB |
Well guys I am really leaning on putting a Jabaru engine on my MK3 Xtra the
info I have gathared up seems to have better numbers than a 912-S
a lower fuel burn rate, smoother running starting & shutting down, 2000Hr
TBO , no need to sync one carb, a Lighter engine, Better looking than a Rotax,
Just as reliable as a Rotax with a faster cruise ,& still 1200 fpm climb solo
, better sounding, and I will have $4000 to spend elsewhere on the plane
What do You think ?
is there anything I should be concerned about that I might be mising?
Ellery in Maine
Building MK3Xtra
do not archive
Message 33
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|
| Subject: | Re: Olden day motors |
Mike, You said "our" company, When I tried to contact 2SI to buy a
replacement they would not reply. Can I buy a new 430? or a new 430 long
block?
Dan Walter
Ultrastar
do not archive
----- Original Message -----
From: "Mike Welch" <mdnanwelch7@hotmail.com>
Sent: Monday, November 19, 2007 3:52 PM
Subject: RE: Kolb-List: Re: Olden day motors
>
>
> Ray,
>
> The correct order of history is that Cuyuna bought out JLO Rockwell.
Message 34
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| Subject: | Re: Jab on A KOLB |
Ellery and all,
The Jabiru is a great engine, but not on a Kolb.
I flew the Kolbra with a Jabiru 2200 for 508 hours before I switched to the Rotax
912ULS.
The Kolbra is a clean airplane compared to the MarkIII Classic and Xtra. With the
Jabiru, I could stay with a MarkIII Classic with a 912ULS in level flight
but could only manage a 700 foot per minute climb and the MarkIII Classic left
me in the dust.
The single carb is very susceptible to ice. I used to get it quite frequently but
have never experienced it with the 912ULS.
The Jabriru has dual electronic ignitions but the weak point is the two distributor
caps they send the spark thru. Very high humidity and a heavy dew kept me
from starting the engine until they were disassembled and dried.
The Jabriru 2200 burned 4.0 gph, the same as the Rotax 912UL. The Rotax 912ULS
burns 5.0 gph.
The performance differences between the direct drive Jabiru and the geared Rotax
is more than enough to justify spending the money and getting the engine that
will make the MarkIII Xtra perform like it wants to.
The Jabiru will start off of an 18 AH battery until the OAT gets below 50 degrees
F., then you will need a larger battery. The Rotax will start on that same
18 AH battery down below freezing.
Since we don't fly our Kolbs for hire, the engine TBO is on condition and not the
1500 hours listed in the manuals.
A Jabiru 2200 has to be compared to the Rotax 912UL (85 vs 80 hp). To compare the
Jabiru 2200 to the Rotax 912ULS (85 vs 100 hp) makes any numbers less meaningful.
Good luck with whatever you choose.
do not archive
--------
John Williamson
Arlington, TX
Kolbra, 912ULS
http://home.tx.rr.com/kolbrapilot
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=147321#147321
Message 35
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|
| Subject: | Re: Olden day motors |
Hi Dan,
Slight misunderstanding here. As my reply indicated, that paragraph was taken
from an advertisement. I "copied and pasted" the information. The "our" was
referring to the company people talking about themselves.
Here is the website I got the JLO Cuyuna history from:
http://www.zdenterprises.com/engineindex.htm
I hope they can help you. Mike Welch
> Date: Mon, 19 Nov 2007 22:23:44 -0500
> From: worrybear@verizon.net
> Subject: Re: Kolb-List: Re: Olden day motors
> To: kolb-list@matronics.com
>
>
> Mike, You said "our" company, When I tried to contact 2SI to buy a
> replacement they would not reply. Can I buy a new 430? or a new 430 long
> block?
> Dan Walter
> Ultrastar
>
> do not archive
> ----- Original Message -----
> From: "Mike Welch"
> To:
> Sent: Monday, November 19, 2007 3:52 PM
> Subject: RE: Kolb-List: Re: Olden day motors
>
>
>>
>>
>>
>> Ray,
>>
>> The correct order of history is that Cuyuna bought out JLO Rockwell.
>
>
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Message 36
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| Subject: | Re: Olden day motors |
At 10:23 PM 11/19/2007, DANIEL WALTER wrote:
>...When I tried to contact 2SI to buy a
>replacement they would not reply. Can I buy a new 430? or a new 430 long
>block?
Perhaps, but only if you don't tell them it's for an aircraft. Tell 'em
it's for an airboat. Seems it's a 460 now, though, not a 430. Dunno how
that differs from the UL202. From their website:
"The AMW/ Cuyuna Engine Company Inc. dba as Two Stroke International, is
ceasing all sales and service of engines, components, and parts for use in
manned aircraft applications. The company is seeking parties interested in
purchasing the aircraft portion of the business. A listing of customers
awaiting parts or service will be provided to the new buyer(s) so that they
may begin servicing your needs.
"We regret all inconveniences and delays this will undoubtedly cause in
obtaining the parts that you may need. Hopefully, someone interested in the
Ultralight and Experimental market will jump on this opportunity quickly.
"This decision to discontinue sales for aircraft use is based solely upon
economics. The aircraft market was a minute portion of our overall
business, and was not providing earnings benefits to continue our efforts
in that market. We will continue supplying our engines for military,
commercial, industrial and racing applications."
Of course we all know that's a load of BS and that it's from liability
concerns.
-Dana
--
Congress shall make no law....What part of NO didn't you understand?
Message 37
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Ellery,
When I was trying to decide on which engine to put on my Kolb MkIII, I checked
out the Jabiru, also. And like John H and John W said, the Jabiru doesn't make
a good engine for the Kolbs.
The biggest detriment about the Jabiru is the engines rpm range. 3300 rpm.
This is similar to the VW, or Corvair. 3300 rpm is just WAY TOO FAST to turn
a prop. The tip speed approaches the speed of sound and propeller efficiency
is incredibly poor. If you spin a prop at 3000 rpm, you have to keep the diameter
fairly small. A larger prop would produce more thrust, but you can't spin
a 72 inch prop 3300 rpm. The ideal propeller speed should be around 2000-2200
rpm. The only way a Jabiru could do this is with a redrive unit. If the Jabiru
had a redrive, then it would be a LOT more appropriate.
Like I said a day or two back. If I had it to do again, I would seriously look
at the Great Plains VW based engines, with a reduction drive. Rick Neilsen
responded that he had a direct drive VW, and the performance was terribly limited.
Now, he has a redrive VW, and the improvement is significant. As an example,
read this article from Ultralight News: Read the paragraph at the bottom
of the page.
Somewhere I found a VW based engine builder that sold a completely finished running
TURBO VW ENGINE W/ REDRIVE for $8800. NOW, THAT WOULD BE THE WAY TO GO!!!
I'll keep looking for the website, and send it to you when I find it.
http://www.ultralightnews.com/airv98/airventure_smithvalley.htm
________________________________
From: ElleryWeld@aol.com
Subject: Re: Kolb-List: Jab on A KOLB
Well guys I am really leaning on putting a Jabaru engine on my MK3 Xtra the info
I have gathared up seems to have better numbers than a 912-S
a lower fuel burn rate, smoother running starting & shutting down, 2000Hr TBO
, no need to sync one carb, a Lighter engine, Better looking than a Rotax, Just
as reliable as a Rotax with a faster cruise ,& still 1200 fpm climb solo ,
better sounding, and I will have $4000 to spend elsewhere on the plane
What do You think ?
is there anything I should be concerned about that I might be mising?
Ellery in Maine
Building MK3Xtra
do not archive
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Message 38
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Ellery,
In my opinion, I think you would be a thousand times better off looking at this
Great Plains VW based engine with water cooled heads, 2180 cc redrive 120 hp
engine. The second link has the information, go to the bottom of the page.
http://www.greatplainsas.com/llc2.html
http://www.greatplainsas.com/llc1.html
Mike Welch MkIII with GEO 1.0 liter turbo
________________________________
From: ElleryWeld@aol.com
Subject: Re: Kolb-List: Jab on A KOLB
Well guys I am really leaning on putting a Jabaru engine on my MK3 Xtra the info
I have gathared up seems to have better numbers than a 912-S
a lower fuel burn rate, smoother running starting & shutting down, 2000Hr TBO
, no need to sync one carb, a Lighter engine, Better looking than a Rotax, Just
as reliable as a Rotax with a faster cruise ,& still 1200 fpm climb solo ,
better sounding, and I will have $4000 to spend elsewhere on the plane
What do You think ?
is there anything I should be concerned about that I might be mising?
Ellery in Maine
Building MK3Xtra
do not archive
________________________________
_________________________________________________________________
You keep typing, we keep giving. Download Messenger and join the im Initiative
now.
Message 39
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|
| Subject: | Re: Jab on A KOLB |
Mike
VWs are great engines but a turbo would seem to be a bit too much. You can
get all the power you want in a Kolb with a normally aspirated engine. My VW
is a 2180cc engine but it is a low compression engine 7.8 to 1 and it turns
out 80 HP at 3500 RPMs. If you must have more power one could turn a few
more RPMs and/or higher compression. My engine was estimated to be around a
150HP engine in a dune buggy. The down side would likely be less
reliability. Remember this is a engine based on a 36 HP design.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "Mike Welch" <mdnanwelch7@hotmail.com>
Sent: Monday, November 19, 2007 11:21 PM
Subject: RE: Kolb-List: Jab on A KOLB
>
>
> Ellery,
>
> When I was trying to decide on which engine to put on my Kolb MkIII, I
> checked out the Jabiru, also. And like John H and John W said, the Jabiru
> doesn't make a good engine for the Kolbs.
>
> The biggest detriment about the Jabiru is the engines rpm range. 3300
> rpm. This is similar to the VW, or Corvair. 3300 rpm is just WAY TOO
> FAST to turn a prop. The tip speed approaches the speed of sound and
> propeller efficiency is incredibly poor. If you spin a prop at 3000 rpm,
> you have to keep the diameter fairly small. A larger prop would produce
> more thrust, but you can't spin a 72 inch prop 3300 rpm. The ideal
> propeller speed should be around 2000-2200 rpm. The only way a Jabiru
> could do this is with a redrive unit. If the Jabiru had a redrive, then
> it would be a LOT more appropriate.
>
> Like I said a day or two back. If I had it to do again, I would
> seriously look at the Great Plains VW based engines, with a reduction
> drive. Rick Neilsen responded that he had a direct drive VW, and the
> performance was terribly limited. Now, he has a redrive VW, and the
> improvement is significant. As an example, read this article from
> Ultralight News: Read the paragraph at the bottom of the page.
>
> Somewhere I found a VW based engine builder that sold a completely
> finished running TURBO VW ENGINE W/ REDRIVE for $8800. NOW, THAT WOULD BE
> THE WAY TO GO!!! I'll keep looking for the website, and send it to you
> when I find it.
>
> http://www.ultralightnews.com/airv98/airventure_smithvalley.htm
>
>
> ________________________________
>
> From: ElleryWeld@aol.com
> Date: Mon, 19 Nov 2007 22:04:13 -0500
> Subject: Re: Kolb-List: Jab on A KOLB
> To: kolb-list@matronics.com
>
>
> Well guys I am really leaning on putting a Jabaru engine on my MK3 Xtra
> the info I have gathared up seems to have better numbers than a 912-S
>
> a lower fuel burn rate, smoother running starting & shutting down, 2000Hr
> TBO , no need to sync one carb, a Lighter engine, Better looking than a
> Rotax, Just as reliable as a Rotax with a faster cruise ,& still 1200 fpm
> climb solo , better sounding, and I will have $4000 to spend elsewhere on
> the plane
>
>
> What do You think ?
>
> is there anything I should be concerned about that I might be mising?
>
>
> Ellery in Maine
>
> Building MK3Xtra
>
>
> do not archive
>
>
> ________________________________
>
>
> _________________________________________________________________
> You keep typing, we keep giving. Download Messenger and join the im
> Initiative now.
>
>
>
Message 40
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|
Hi Rick,
And my mistake, too. The VW based engine I was referring to that had the
turbo was made by RevMaster. When I checked out the website, I noticed th
ey are direct drive. Boooo! Then I went back to Great Plains and looked a
t their engines. I think the water-cooled heads, redrive version would be
an awesome way to go.
I think I did see somewhere where you may be able to put on the redrive uni
t from someone else on the RevMaster engine. Like, buy a RevMaster engine,
and put on a Great Plains redrive unit. But, like you said, it may not be
necessary.
Since we are talking about a Kolb installation, it appears the reduction
unit would likely be the 1.6 to 1 version. They say that engine would prod
uce 400 lb. of thrust with a 72 inch prop. That sounds like a lot to me.
Along time a go (5 years) I had my GEO 3 cyl/redrive engine and Ivo Prop
running and fully operational. I did not do any thrust tests on it, but I
can tell you one thing, the forest thought a hurricane was a'blowing. I ha
ve mounted my turbo unit (Garrett 1544) on my homemade tiny exhaust headers
. Cute as a bug's ear! They fit in the palm of your hand....and you can a
lmost see fingers sticking out past them. The turbo is a super small unit,
made especially for 1000 cc size engines. The entire turbo is about the s
ize of a Nerf foam football.
I hope to get back to my engine in about a month. I'm looking forward to
seeing if the turbo shows a noticible difference.
BTW, Rick. You did fly the direct drive VW motor. Yes? And now you hav
e the reduction drive. Is this the same motor, with an added redrive, or a
n altogether new one?
Here is a photo of the turbo in progress.
Mike Welch
> From: NeilsenRM@comcast.net
> To: kolb-list@matronics.com
> Subject: Re: Kolb-List: Jab on A KOLB
> Date: Tue, 20 Nov 2007 00:07:38 -0500
>
>
> Mike
>
> VWs are great engines but a turbo would seem to be a bit too much. You ca
n
> get all the power you want in a Kolb with a normally aspirated engine. My
VW
> is a 2180cc engine but it is a low compression engine 7.8 to 1 and it tur
ns
> out 80 HP at 3500 RPMs. If you must have more power one could turn a few
> more RPMs and/or higher compression. My engine was estimated to be around
a
> 150HP engine in a dune buggy. The down side would likely be less
> reliability. Remember this is a engine based on a 36 HP design.
>
> Rick Neilsen
> Redrive VW powered MKIIIC
> ----- Original Message -----
> From: "Mike Welch"
> To:
> Sent: Monday, November 19, 2007 11:21 PM
> Subject: RE: Kolb-List: Jab on A KOLB
>
>
>>
>>
>>
>> Ellery,
>>
>> When I was trying to decide on which engine to put on my Kolb MkIII, I
>> checked out the Jabiru, also. And like John H and John W said, the Jabir
u
>> doesn't make a good engine for the Kolbs.
>>
>> The biggest detriment about the Jabiru is the engines rpm range. 3300
>> rpm. This is similar to the VW, or Corvair. 3300 rpm is just WAY TOO
>> FAST to turn a prop. The tip speed approaches the speed of sound and
>> propeller efficiency is incredibly poor. If you spin a prop at 3000 rpm,
>> you have to keep the diameter fairly small. A larger prop would produce
>> more thrust, but you can't spin a 72 inch prop 3300 rpm. The ideal
>> propeller speed should be around 2000-2200 rpm. The only way a Jabiru
>> could do this is with a redrive unit. If the Jabiru had a redrive, then
>> it would be a LOT more appropriate.
>>
>> Like I said a day or two back. If I had it to do again, I would
>> seriously look at the Great Plains VW based engines, with a reduction
>> drive. Rick Neilsen responded that he had a direct drive VW, and the
>> performance was terribly limited. Now, he has a redrive VW, and the
>> improvement is significant. As an example, read this article from
>> Ultralight News: Read the paragraph at the bottom of the page.
>>
>> Somewhere I found a VW based engine builder that sold a completely
>> finished running TURBO VW ENGINE W/ REDRIVE for $8800. NOW, THAT WOULD B
E
>> THE WAY TO GO!!! I'll keep looking for the website, and send it to you
>> when I find it.
>>
>> http://www.ultralightnews.com/airv98/airventure_smithvalley.htm
>>
>>
>>
>>
>> ________________________________
>>
>> From: ElleryWeld@aol.com
>> Date: Mon, 19 Nov 2007 22:04:13 -0500
>> Subject: Re: Kolb-List: Jab on A KOLB
>> To: kolb-list@matronics.com
>>
>>
>>
>> Well guys I am really leaning on putting a Jabaru engine on my MK3 Xtra
>> the info I have gathared up seems to have better numbers than a 912-S
>>
>> a lower fuel burn rate, smoother running starting & shutting down, 2000H
r
>> TBO , no need to sync one carb, a Lighter engine, Better looking than a
>> Rotax, Just as reliable as a Rotax with a faster cruise ,& still 1200 fp
m
>> climb solo , better sounding, and I will have $4000 to spend elsewhere o
n
>> the plane
>>
>>
>>
>> What do You think ?
>>
>> is there anything I should be concerned about that I might be mising?
>>
>>
>>
>> Ellery in Maine
>>
>> Building MK3Xtra
>>
>>
>>
>> do not archive
>>
>>
>>
>>
>>
>> ________________________________
>>
>>
>>
>>
>>
>> _________________________________________________________________
>> You keep typing, we keep giving. Download Messenger and join the i=92m
>> Initiative now.
>>
>>
>>
>>
>
>
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