Today's Message Index:
----------------------
0. 12:10 AM - [Please Read] Why I Have A Fund Raiser... (Matt Dralle)
1. 06:13 AM - Re: Jab on A KOLB (Richard Pike)
2. 07:48 AM - Re: Jab on A KOLB (Richard & Martha Neilsen)
3. 08:04 AM - VW on A KOLB (Richard & Martha Neilsen)
4. 08:11 AM - Re: BRS revisited (jb92563)
5. 08:16 AM - Re: Jab on A KOLB (lucien)
6. 08:52 AM - Fw: 2200 on MK III (Denny Rowe)
7. 08:58 AM - Re: Jab on A KOLB (Mike Welch)
8. 09:07 AM - Slingshot gear legs (Denny Rowe)
9. 09:07 AM - Fw: jab 2200 on Kolb aircraft (Denny Rowe)
10. 10:23 AM - Re: Fw: 2200 on MK III (ElleryWeld@aol.com)
11. 11:03 AM - Re: 2200 on MK III (John Williamson)
12. 01:07 PM - Re: Slingshot gear legs (Gene Ledbetter)
13. 01:28 PM - Re: cutting and drilling Lexan (jb92563)
14. 01:29 PM - Re: Re: 2200 on MK III (Denny Rowe)
15. 01:29 PM - Re: Slingshot gear legs (Denny Rowe)
16. 01:43 PM - Re: Re: 2200 on MK III (ElleryWeld@aol.com)
17. 01:54 PM - Re: Re: cutting and drilling Lexan (Mike Welch)
18. 01:54 PM - Re: Re: cutting and drilling Lexan (Mike Welch)
19. 01:54 PM - Re: Re: cutting and drilling Lexan (Mike Welch)
20. 02:07 PM - Re: Slingshot gear legs (gary aman)
21. 02:17 PM - Re: Jab on A KOLB (gary aman)
22. 04:39 PM - Re: ferguson aircraft?? (Wade Lawicki)
23. 05:43 PM - Re: Re: ferguson aircraft?? (Mike Welch)
24. 07:21 PM - Re: GPS selection help? (jb92563)
25. 07:33 PM - Re: Slingshot gear legs (Denny Rowe)
26. 08:20 PM - Mark II is an airworthy ELSA (cristalclear13)
27. 09:06 PM - Re: Mark II is an airworthy ELSA (olendorf)
Message 0
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| Subject: | [Please Read] Why I Have A Fund Raiser... |
Dear Listers,
Each year I like to explain why I have a Fund Raiser and also take the opportunity
to express why I think the List Services here provide a superior experience
over the commercial equivalents.
I use the List Fund Raiser each year to offset the costs involved with running
a high performance email list site such as this one. With the annual support from
the List members through the PBS-like Fund Raiser, I have found I can run
the entire site without having to inflect any of the members with those annoying
banner ads flashing up all the time trying to sell little-blue-pills or other
garbage nobody wants or needs. From the comments I've received over the years
regarding the Lists, the great majority of the members really appreciate the
non-commercialism of my List systems and don't mind my 'go-team-go' banter once
a year during November to encourage members to support the Lists.
I believe that the Lists services that I provide here offer many benefits over
the commercial equivalents in a number of ways. The first feature I believe to
be significant is that you cannot receive a computer v*rus from any of these
Lists directly. Each incoming message is filtered and dangerous attachments stripped
off prior to posting. I also provide a Photo and File Share feature that
allows members to share files and bitmaps with other members and everyone can
be assured that these files will be prescanned for any sort of v*rus before
they are posted. More recently, I have enabled limited posting of a number of
file formats including pictures and PDFs.
Another very important feature of this system in my opinion is the extensive List
Archives that are available for download, browsing, and searching. The Archives
go all the way back to the very beginning of each List and with the very
fast Search Engine, the huge size of some of the Archives is a non-issue in quickly
finding the data you're looking for.
And added just a couple of years ago is the new Email List Forum that allows members who prefer the Web BBS-style of List interaction. The beauty of the new List Forums is that they contain the exact same content that is distributed via email. Messages posted via email are cross-posted to the respective Forum and vice versa. The Forums also allow for another convenient method of sharing pictures and other files (http://forums.matronics.com ). Additionally, added recently is the List Wiki that allows members to build their own "Online List Encyclopedia" of sorts, documenting various aspects of their project for all to share ( http://wiki.matronics.com ).
I've been running email Lists and services under the matronics.com domain since
about 1989 starting with RV-List and 30 guys I knew and who where also building
RVs. It has grown into nearly 70 different aviation-related Email Lists and
an associated web site that receives over 34,000,000 hits each year!! Additionally,
the List Email system forwarded well over 77,000 postings last year, accounting
for an unbelievable 33,000,000 (yes, that's 33 MILLION) email messages
delivered to Matronics List subscribers! I think there's a lot of value in supporting
a service that has gone the long haul and is still providing and improving
a high quality service all _without any advertising budget_!
I have to admit running these Lists is a labor of love and I hope it shows in the
quality of the experience that you receive when you get a List Email Message,
Search the Archives, use the List Browser, or surf the Forums and Wiki sites.
The Lists will be here for a long time to come. If you just want to lurk a
while for free, that's great and I encourage you to do so. If you use, appreciate,
and receive value from these Lists, then please support them during the Annual
List Fund Raiser!
List Contribution Web Site:
http://www.matronics.com/contribution
Thank you,
Matt Dralle
Matronics Email List Administrator
Message 1
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| Subject: | Re: Jab on A KOLB |
With that low compression ratio, can you run 87 octane?
richard Pike
MKIII N420P (420ldPoops)
Richard & Martha Neilsen wrote:
> <NeilsenRM@comcast.net>
>
> 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
>
Message 2
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| Subject: | Re: Jab on A KOLB |
Mike
Yes I flew a direct drive VW. The reduction drive motor is new because the
redrive would not fit on it. The direct drive motors (all of them) have a
extended crank shaft and most have a larger main bearing on the pulley end.
The extended crank and/or main bearing interfere with the Valley/Great
Plains redrive. Redrive engines are basically dune buggy engines. The
advantage is that they are less expensive and available most anywhere.
The water-cooled heads solve the problem of heat build up at higher power
levels. Maybe 80-90HP continuous. A bigger issue with a pusher is heat build
up with extended running on the ground. The down side is weight. Rick Lewis
is building a MKIIIX with water cooled heads and the Nikasil cylinders. Let
see how that goes.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "Mike Welch" <mdnanwelch7@hotmail.com>
Sent: Tuesday, November 20, 2007 12:44 AM
Subject: RE: Kolb-List: Jab on A KOLB
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 they
are direct drive. Boooo! Then I went back to Great Plains and looked at
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 unit
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
produce 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
have 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 almost 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 size 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 have
the reduction drive. Is this the same motor, with an added redrive, or an
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 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"
> 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 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.
>>
>>
>>
>>
>
>
===========
===========
===========
===========
>
>
_________________________________________________________________
Connect and share in new ways with Windows Live.
http://www.windowslive.com/connect.html?ocid=TXT_TAGLM_Wave2_newways_112007
Message 3
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Richard
I can run regular grade auto fuel, that was one of the reasons for the low
compression engine but I usually run midgrade fuel. The other reason is less
engine heat and smoother running.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "Richard Pike" <richard@bcchapel.org>
Sent: Tuesday, November 20, 2007 9:12 AM
Subject: Re: Kolb-List: Jab on A KOLB
>
> With that low compression ratio, can you run 87 octane?
>
> richard Pike
> MKIII N420P (420ldPoops)
>
>
> Richard & Martha Neilsen wrote:
>> <NeilsenRM@comcast.net>
>>
>> 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
>>
>
>
>
Message 4
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| Subject: | Re: BRS revisited |
Sounds like a spring deployed paraglider/hang glider reserve.
These offer more capacity and are even simpler....just grab the handle and throw
over your head(In an Ultrastar).
Annular 30 is rated for ~440 lbs .....Hand thrown.... new $800 includes deployment
bag.
or the APCO Mayday Tandem reserve ~440 lbs new $800 includes deployment bag.
--------
Ray
Riverside County, CA
Do Not Archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=147487#147487
Message 5
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| Subject: | Re: Jab on A KOLB |
Speaking of that, a couple of things I learned a while back that can be considerations
- resale value and insurance.
auto-engine conversions can make it very hard to impossible to get insurance. I
learned this second-hand from some friends of mine in TX who opted for auto conversions
in their planes. In one case, a mazda 20B going into a lancair. The
builder did report that using parts from a known manufacturer helped the situation
somewhat - i.e. he used a redrive, ignition system and apex seals from a
place whose name escapes me at the moment. That seemed to placate the insurance
co (I guess they want someone they can go after in the rare event they can't
weasel out of their commitment).
Also, conversions tend to have lower resale value, tho the situation is better
with known conversions on the market. This I also learned second hand.
As for the jab vs. 912 regarding these issues, I know first-hand that the 912 is
a known quantity to ins. co's, so they're fairly willing to insure planes fitted
with it. I don't know about the jabiru first hand, but I'd assume insuring
a jab equipped plane should be fairly easy as well.
As for resale, it looks almost like a wash, with maybe the jab having slightly
lower resale. The 912 is generally a good investment (apart from the recent cost
increases, a seperate rant altogether) because you get a bit more back at resale
time.
Best thing to do is buy the plane to fly rather than to sell, which will reduce
the impact of poor resale. But stuff happens and you have to sell (like me and
the FS II) so known motors are a good investment in those cases.
LS
--------
LS
FS II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=147489#147489
Message 6
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| Subject: | Fw: 2200 on MK III |
Ellery,
Here is some info on 2200 powered Mk-3s, I believe this gentleman has
since retired, moved and sold his Kolb but I spoke with him several
times and he was pleased with his Jab and operated from a 600 ft field.
Climb was at least as good as a 582 but of course could not compete with
the 912 but cruise is right in there.
Luray Wecter has a 2200 powered Slingshot and loves the engine. The
nicest thing about the Jab is the super clean installation and
simplicity.
Fixed wood props are a must to maximize thrust, and noise is a pretty
high, also the ignition problems that John W outlined are a concern, I
wonder if Jabiru has addressed that issue in the newer engines?
I'll try to dig up some other info and post it.
Denny Rowe
----- Original Message -----
From: Tatham, Willard M.
Sent: Wednesday, August 11, 2004 7:27 AM
Subject: 2200 on MK III
Denny,
I've got over 70 hours on the Jab since last September and like it
better all the time. I'm now approaching 800 hours in Kolbs (except
for the new Mk-3, all on 503 powered craft). This is one reason an
acquaintance came to me a couple years ago as asked for my help in
getting started in aviation. We ended up with a low hour Mk-3 that he
bought without the owner's 582. We decided on the 2200 over the other
choices due to price ($7,700 back then. . . argh), simplicity (clean
installation, air-cooled, no reduction, etc), smoothness and sound
(another friend had one on a Titan) and it was just so stinking
good-looking. I'm just not excited about the 912's.
I was hooked on both the Mark III and the Jab after the first
test-flight. Ended up getting my own and pretty much cloned it off of
my buddy's. I started off with a Sensenich 62x42 which does real well.
WOT about 95 mph with my wife and I.
Lonnie Prince is a friend so I had him cook me up a prop. It is 64x29
and is carbon-fiber wrapped (absolutely gorgeous but a bit higher
price). It is about the same performance although it seems a few mph
faster right in the 2600 - 2700 range while the Sensenich is faster on
the top end.
They want you to run the Jab at around 2600 or above during normal
operation. That is about 60-65 mph with 2 up. For cruise at 80 mph, it
will be about 2850 and around 4 gph.
The biggest downside to the 2200 is the cockpit noise. The experts say
it is prop noise and drumming but I'm not sure I buy that line entirely
since the stacks are right behind you. I put a piece of thin lexan
behind our heads and that helped some. What we've ended up with,
though, is wearing foam earplugs under our old comtronics headsets. We
tried the high dollar 'noise canceling headsets but they weren't any
better than the comtronics.
People balk at having to manually check/set the valves every 25 hours
but it is no big deal and certainly worth the effort for all the
positives. Bottom line is that I like it. You're over in the
Pittsburgh area which isn't that far from Findlay, OH. Maybe you could
stop by sometime and take a look or give a call if you want to discuss.
Hope this helps.
Cheers,
Will
419-423-7075
-------------------------------------------------------------------------
-------
From: Denny Rowe [mailto:rowedl@highstream.net]
Sent: Friday, August 06, 2004 10:58 PM
Subject:
Will,
I was wondering if you could give me all the performance numbers you
have on your Jab powered Mk-3?
Also include your prop type with pitch and diameter specs.
I have a Mk-3 with a 690L-70 engine on her and am considering a 2200, I
would like to find a good used one if possible.
Sincerely,
Dennis (tired of mixing oil) Rowe
Message 7
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Hi Rick,
I think if I had to do it all over again, I might have chosen the combination
you just describe your friend building; a Kolb MkIII Xtra, with the VW Great
Plains engine, redrive, nikasil aluminum cylinders, and water cooled heads. Add
a in-flight adjustable IvopProp, and that would be my Christmas wish list.
Personally, and I know this is just my opinion, I think the MkIII Xtra is the
nicest looking airplane there is.
But, alas, not to be. Instead, I plug along working on my MkIII Classic, and
GEO motor. To paraphrase Popeye's "I yam what I yam"....all I can say is; "I
got's what I gots". I only hope it is as nice as many of the Kolbs I see in
photographs of others on this list.
I'm waiting around for the UPS to deliver a really huge box from TNK, courtesy
of Travis. I'm on the delivery schedule for today. Yay!!
I think I'll go install the windscreen while I wait on the big brown
truck. Mike Welch
Do not archive
> From: NeilsenRM@comcast.net
> To: kolb-list@matronics.com
> Subject: Re: Kolb-List: Jab on A KOLB
> Date: Tue, 20 Nov 2007 10:47:51 -0500
>
>
> Mike
>
> Yes I flew a direct drive VW. The reduction drive motor is new because the
> redrive would not fit on it. The direct drive motors (all of them) have a
> extended crank shaft and most have a larger main bearing on the pulley end.
> The extended crank and/or main bearing interfere with the Valley/Great
> Plains redrive. Redrive engines are basically dune buggy engines. The
> advantage is that they are less expensive and available most anywhere.
>
> The water-cooled heads solve the problem of heat build up at higher power
> levels. Maybe 80-90HP continuous. A bigger issue with a pusher is heat build
> up with extended running on the ground. The down side is weight. Rick Lewis
> is building a MKIIIX with water cooled heads and the Nikasil cylinders. Let
> see how that goes.
>
> Rick Neilsen
> Redrive VW powered MKIIIC
>
> ----- Original Message -----
> From: "Mike Welch"
> To:
> Sent: Tuesday, November 20, 2007 12:44 AM
> Subject: RE: Kolb-List: Jab on A KOLB
>
>
> 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 they
> are direct drive. Boooo! Then I went back to Great Plains and looked at
> 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 unit
> 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
> produce 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
> have 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 almost 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 size 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 have
> the reduction drive. Is this the same motor, with an added redrive, or an
> 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 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"
>> 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 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.
>>>
>>>
>>>
>>>
>>
>>
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>
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Message 8
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| Subject: | Slingshot gear legs |
Kolbers,
My buddy Dave Lewis who recently bought a Slingshot is considering
lowering the gear 2-3" to allow it to fit in and out of his garage door.
I have to think this will be a problem with take offs and landing as you
won't be able to get it to as high an angle of attack.
Also will narrow the stance of the gear.
Any thoughts on this?
Denny Rowe
Message 9
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| Subject: | Fw: jab 2200 on Kolb aircraft |
Ellery,
Here is the rest of the info I have on Jabiru powered Kolbs, keep us
posted on any new info you find.
Sounds like the English folks are having good luck with the engine and
their numbers will be interesting.
Again, these direct drive engines will never climb with a 912 powered
Kolb, but 1000 + ft per minute at sea level is still plenty good for me.
Denny Rowe
----- Original Message -----
From: Jabiru USA
Sent: Tuesday, December 26, 2006 10:28 AM
Subject: RE: jab 2200 on Kolb aircraft
Hello Dennis,
I have several in my customer list. I'll supply those that I have email
addresses for:
Will Tathum wmtatham@juno.com Gordon Saum / Pete Corra
gksaum@jamadots.com Bill Trommater wtrommat@ionia.k12.mi.us
I don't like to give out phone numbers of customers but from this list
you may be able to get email addresses from Kolb:
Leon Lux - Colorado
Holton Smith - Kentucky
Luray Weachter - Pennsylvania
Dennis Inbody - Ohio
Robert Vinklarek - Texas
Let me know if you have any more questions. I do have some Kolb
experience as I built a Mark III and converted it to Jabiru power.
Pete Krotje
Jabiru USA Sport Aircraft, LLC
-------------------------------------------------------------------------
-------
From: Denny Rowe [mailto:rowedl@highstream.net]
Sent: Monday, December 25, 2006 10:38 AM
Subject: jab 2200 on Kolb aircraft
Merry Christmas,
Could you please send me a contact list of folks with 2200s on Kolb
aircraft?
Thank you,
Dennis Rowe, Kolb Mk-3 N616DR
-------------------------------------------------------------------------
-------
Message 10
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| Subject: | Re: Fw: 2200 on MK III |
Denny
There thats reasuring to me that not everyone has tunnel vision on Rotax
Engines
Thats funny I just got off the phone with Lonnie Prince and I really liked
what he told me about his Prop that he makes for the Jab and Kolb Recipe
Thanks for your input on the KOLB & Jabaru Mix
Ellery Building MK3Xtra
do not archive
Message 11
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| Subject: | Re: 2200 on MK III |
Have you ever noticed that whatever engine is on your airplane is the greatest
engine in the world. At least that is what you tell everyone.
Nobody is going to tell you the whole truth about his engine if he is in the market
for something else and will need to sell the present engine.
I more than tried the Jabiru 2200 engine on the Kolbra. 508 hours is a lot of flying.
I now have over 1,050 hours flying a Rotax 912ULS. I also have 5 hours
with a Rotax 912UL on the Kolbra.
Maintenance on the Rotax is way less than on the Jabiru.
If you operate in conditions that let you turn a wooden prop then the Jabiru will
work. A good composite prop with some leading edge protection lets me fly in
any condition: rain, snow, dust or whatever as long as it is VFR.
Define your mission or goals and buy the engine that will fulfill your needs.
Engines are like a piece of candy, you can't please everyone with the same kind.
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=147527#147527
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| Subject: | Re: Slingshot gear legs |
I have a friend who cut 3 inches off his slingshot legs for the same
reason and he didn't notice the difference.
Gene
On Nov 20, 2007, at 12:04 PM, Denny Rowe wrote:
> Kolbers,
> My buddy Dave Lewis who recently bought a Slingshot is considering
> lowering the gear 2-3" to allow it to fit in and out of his garage
> door.
> I have to think this will be a problem with take offs and landing as
> you won't be able to get it to as high an angle of attack.
> Also will narrow the stance of the gear.
>
Message 13
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| Subject: | Re: cutting and drilling Lexan |
Lexan is used on the canopy for a very good reason and you will be glad you installed
Lexan instead of plexi the first time something hits your window or someone
leans up on it for some reason.
Lexan has superb impact resistance.
Plexi will crack unless an expert installed it and even then maybe!
I tried a plexi canopy and had it cracked before I even layed a saw blade on it.....tricky
stuff to work with unless you really know what you are doing.
--------
Ray
Riverside County, CA
Do Not Archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=147548#147548
Message 14
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| Subject: | Re: 2200 on MK III |
John,
I agree that the 912 series gives the best all around performance on the big
Kolbs. I also understand the issues you had with the 2200.
My friend Luray with the 2200 powered Slingshot would NOT say he has the
greatest engine going on his bird, but he does say he is more than happy
with its performance as well as installation. Having had a liquid cooled
engine on the Slingshot previously, he was not excited about installing an
engine with another rad and oil cooler and associated plumbing required. I'm
sure you all saw his bird at Homers this year and have to agree its a nice
performing aircraft.
I know the 912 and its systems are well proven and if I found a lightly used
one in my price range I would replace my 2SI in a heartbeat. (I also do not
think I have the greatest engine going, but for the $2600 bucks I paid for
it, you won't beat it :-))
However, having spent a couple years on the Sonex aircraft Yahoo group and
hearing pireps on the Jabiru engines on Kolbs and Sonex aircraft as they
evolved over the last couple years, I am convinced they are worthy of
consideration as an alternative engine.
There is also a butt load of them on Titan aircraft that perform like a bat
out of hell.
Of course they are not perfectly optimized for these slow aircraft, but they
certainly perform well enough for safe operation.
As I recall, Richard Neilsen saw an Mk-3 Xtra with a new 2200 at a fly in
this summer and was pleasently surprised at its climb performance. When he
mentioned it here, I was surprised nobody commented.
Anyway, I don't mean to try to convince others to buy Jabirus, but I believe
they should be considered as probably the second choice after 912 series for
the big Kolbs. After all, the 912 and the 2200 are the only real airplane
engines available for our birds.
Denny Rowe,
Mk-3, 2si 690L-70
----- Original Message -----
From: "John Williamson" <kolbrapilot1@tx.rr.com>
Sent: Tuesday, November 20, 2007 2:03 PM
Subject: Kolb-List: Re: 2200 on MK III
> <kolbrapilot1@tx.rr.com>
>
> Have you ever noticed that whatever engine is on your airplane is the
> greatest engine in the world. At least that is what you tell everyone.
>
> Nobody is going to tell you the whole truth about his engine if he is in
> the market for something else and will need to sell the present engine.
>
> I more than tried the Jabiru 2200 engine on the Kolbra. 508 hours is a lot
> of flying. I now have over 1,050 hours flying a Rotax 912ULS. I also have
> 5 hours with a Rotax 912UL on the Kolbra.
>
> Maintenance on the Rotax is way less than on the Jabiru.
>
> If you operate in conditions that let you turn a wooden prop then the
> Jabiru will work. A good composite prop with some leading edge protection
> lets me fly in any condition: rain, snow, dust or whatever as long as it
> is VFR.
>
> Define your mission or goals and buy the engine that will fulfill your
> needs.
>
> Engines are like a piece of candy, you can't please everyone with the same
> kind.
>
>
> 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=147527#147527
>
>
> --
> 11/19/2007 7:05 PM
>
>
Message 15
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| Subject: | Re: Slingshot gear legs |
Cool,
I'll let Dave know.
Thanks,
Denny
----- Original Message -----
From: Gene Ledbetter
To: kolb-list@matronics.com
Sent: Tuesday, November 20, 2007 4:06 PM
Subject: Re: Kolb-List: Slingshot gear legs
I have a friend who cut 3 inches off his slingshot legs for the same
reason and he didn't notice the difference.
Gene
On Nov 20, 2007, at 12:04 PM, Denny Rowe wrote:
Kolbers,
My buddy Dave Lewis who recently bought a Slingshot is considering
lowering the gear 2-3" to allow it to fit in and out of his garage door.
I have to think this will be a problem with take offs and landing as
you won't be able to get it to as high an angle of attack.
Also will narrow the stance of the gear.
=
-------------------------------------------------------------------------
-----
11/19/2007 7:05 PM
Message 16
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| Subject: | Re: 2200 on MK III |
This is a long one You might want to delete it before you get started.
I am not on the market for a good deal on a used engine I am going to buy a
New engine what ever my decision ends up being I just want it to be the right
decision,
I have installed and flew more than one 912S Rotax I am not knocking the
preformance of that engine at all it does a super job and I am in progress of
installing a 2200 Jab on another Plane right now the engine looks like it was
really built very well compared to the Casted parts of a 912 it just seems
that if a shop was willing to build a sharp looking machine like that with some
expensive CNC Machining capabilitys that they would have brains enough to put
some engineering into it also. it will be a few weeks before I get to fire
up the Jabaru
I should probably be comparing it to the 582 well if I did, that would be a
short conversation in my book. Dont get mad at me if your running one :o)
I am trying to keep an open mind on all 4 stroke options avaliable all
though I have ruled out the VW engine its just not the one for me.
this is some of the info I received on a Jabaru and a MK3Xtra marriage,
It sure does seem to liven things up a touch when discussing putting a 2200
Jabiru on a Kolb in the USA, I am not in any way trying to influence your
decision on what engine to mount on your Mk3 Xtra, that decision is obviously up
to
you, all that I am doing is providing information regarding the performance
of my Xtra fitted with a Jab (some of the figures also come from my friends
Xtra which has a few hundred hours on it, mine is relatively new with only around
50 hours on it) I am also not attempting to compare the Jab performance with
any other engine as I have no experience with other power plants other than
the 582 on an Xtra, only to say that for me in the UK the Jab has more than
enough performance with excellent short field capabilities, to clean up the
airframe the wheels are fitted with spats and the undercart legs are streamlined
using some of the plastic shaped covering which is used to fair the lift struts,
this alone gives 3 to 4 mph,
I understand and agree with comments from the others that a slower turning
larger diameter prop is theoretically more efficient on a Kolb, I don't know as
I have no practical experience of this, all that I do know is that with very
careful selection of propellor, the 85hp Jabiru produces enough performance
for us in the UK.
You do have to select the correct prop for the Jab in pusher configuration on
a Kolb, as far as I am aware a lot of the adjustable composite prop
manufacturers do not recommend their props as strong enough for a direct drive
engine
on a Kolb, we normally have used GT wood props from Italy but are in the
process of testing and getting approval for the Prince P tip wood/composite props
from the USA, performance with the Prince prop is markedly better than the GT
and they also run a lot smoother with minimum vibration, as I said before
because of restrictive noise limits on microlights in the UK we do not prop the
Jab
to run at 3300 but aim for 2900 max, prop noise isn't too much of a problem in
the cockpit but according to the CAA it could be to those on the ground, the
Prince prop I have on is 62 X 41 and gives a solo climb of 1000 to 1200fpm
depending on the day at a climb speed of 48kts, as I said before maximum straight
and level speed with this prop is 83(95mph)kts without spats etc, and
87kts(100mph) with faired U/C legs and wheel spats, the 87kts is academic here
in the
UK as the Xtra has a VNE of 83kts,the finer pitch props which let the Jab rev
to 3300 are not an option in the UK because of the noise generated, and also
although the wot speed and climb is very good, it is too slow at lower
throttle settings, I haven't measured actual take off distance but it is very short
with first stage of flap,on test flights last week at maximum auw we were
airborne at just over 30kts.
The engine mount is a factory item supplied to the UK Importer by Kolb,
I have read recent comments on the list regarding carb icing and engine
cranking at low temps, the Jab is susceptible to carb icing and to combat this
electric carb body heating is fitted to all of the Jabs that I am aware of, this
cures the problem, and as it warms the carb body and not the incoming air
charge it does not rob the engine of power, I aren't aware of any water problems
stopping the engine from starting, but the Rotax intake silencer that we fit
shields the ignition electrics from rain etc, I can't comment on high humidity
as
we don't have that problem here in the UK, but we do have a lot of rain, as
for cranking the engine when cold, you do need a decent battery, we use car
racing batteries, Varley Red Top 15 is the minimum with 550 amp cranking power
to
ensure good reliable cold weather starting, a RED Top 30 would be better but
is slightly heavier,
The Prince prop is interesting as it varies it's pitch according to load on
the prop disc, twists to finer pitch in the climb, goes back to coarser pitch
in the cruise, the web address for Prince Props is
_http://www.princeaircraft.com/_ (http://www.princeaircraft.com/)
I listen to all of the comments regarding the performance of the Rotax 912
engines on Kolbs and also accept the fact that a slower turning prop produces
more static thrust and theoretically a better climb performance etc than a
direct drive engine, but the fact is that we do like the Jabiru 2200 with the
hydraulic lifters over here , it produces excellent performance at 3000rpm or less
which makes cruising at 70/75knots(81/86mph) reasonably relaxing, the figures
I have quoted are verified test conditions figures backed up by gps results,
with the Prince P tip prop that I have fitted, the test figures that I have
dug out from my documents this afternoon give a wot figure of 87knots(100.2mph)
with a climb of 850/900fpm at max auw, when flown solo with full tanks the wot
speed is slightly more with a climb rate of 1200fpm+ depending on the day, if
we fit the finer pitch Prince P tip prop that we have the wot speed is 95/96
knots(110mph) and the climb rate is substantially higher than before.
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.
Ellery in Maine
do not archive
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Message 17
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| Subject: | Re: cutting and drilling Lexan |
Ray,
As I said, I have LEXAN for the "windshield". Got it from Travis. But, large
size sheets of Lexan are non-existant here in St. George. I have to order it,
and the shipping costs MORE than the piece does.
Ol' Dopey me, I figured I could get by with stupid Plexiglass, just for the doors.
Nope. Ainta gonna happen, no how! I took the one remaining good sheet
of Plexiglass back to Ace Hardware, and went to Home Depot, just to see what
they had. HEY!! They have genuine 3 foot X 6 foot pieces of Lexan. The real
stuff.
Once I got the correct stuff home, I used all those good tips everyone was throwing
at me, and now, one door is complete. I'll install the Lexan on the other
door tomorrow.
Thanks for the concern. There won't be a piece of Plexiglass on my plane.
By the way, in case anyone doesn't know, you CAN NOT clean Lexan with acetone.
Trust me on this one.
Mike Welch
> Subject: Kolb-List: Re: cutting and drilling Lexan
> From: jb92563@yahoo.com
> Date: Tue, 20 Nov 2007 13:28:17 -0800
> To: kolb-list@matronics.com
>
>
> Lexan is used on the canopy for a very good reason and you will be glad you installed
Lexan instead of plexi the first time something hits your window or someone
leans up on it for some reason.
>
> Lexan has superb impact resistance.
>
> Plexi will crack unless an expert installed it and even then maybe!
>
> I tried a plexi canopy and had it cracked before I even layed a saw blade on
it.....tricky stuff to work with unless you really know what you are doing.
>
> --------
> Ray
> Riverside County, CA
>
> Do Not Archive
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=147548#147548
>
>
_________________________________________________________________
Put your friends on the big screen with Windows Vista + Windows Live.
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Message 18
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| Subject: | Re: cutting and drilling Lexan |
Ray,
As I said, I have LEXAN for the "windshield". Got it from Travis. But, large
size sheets of Lexan are non-existant here in St. George. I have to order it,
and the shipping costs MORE than the piece does.
Ol' Dopey me, I figured I could get by with stupid Plexiglass, just for the doors.
Nope. Ainta gonna happen, no how! I took the one remaining good sheet
of Plexiglass back to Ace Hardware, and went to Home Depot, just to see what
they had. HEY!! They have genuine 3 foot X 6 foot pieces of Lexan. The real
stuff.
Once I got the correct stuff home, I used all those good tips everyone was throwing
at me, and now, one door is complete. I'll install the Lexan on the other
door tomorrow.
Thanks for the concern. There won't be a piece of Plexiglass on my plane.
By the way, in case anyone doesn't know, you CAN NOT clean Lexan with acetone.
Trust me on this one.
Mike Welch
> Subject: Kolb-List: Re: cutting and drilling Lexan
> From: jb92563@yahoo.com
> Date: Tue, 20 Nov 2007 13:28:17 -0800
> To: kolb-list@matronics.com
>
>
> Lexan is used on the canopy for a very good reason and you will be glad you installed
Lexan instead of plexi the first time something hits your window or someone
leans up on it for some reason.
>
> Lexan has superb impact resistance.
>
> Plexi will crack unless an expert installed it and even then maybe!
>
> I tried a plexi canopy and had it cracked before I even layed a saw blade on
it.....tricky stuff to work with unless you really know what you are doing.
>
> --------
> Ray
> Riverside County, CA
>
> Do Not Archive
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=147548#147548
>
>
_________________________________________________________________
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Message 19
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| Subject: | Re: cutting and drilling Lexan |
Ray,
As I said, I have LEXAN for the "windshield". Got it from Travis. But, large
size sheets of Lexan are non-existant here in St. George. I have to order it,
and the shipping costs MORE than the piece does.
Ol' Dopey me, I figured I could get by with stupid Plexiglass, just for the doors.
Nope. Ainta gonna happen, no how! I took the one remaining good sheet
of Plexiglass back to Ace Hardware, and went to Home Depot, just to see what
they had. HEY!! They have genuine 3 foot X 6 foot pieces of Lexan. The real
stuff.
Once I got the correct stuff home, I used all those good tips everyone was throwing
at me, and now, one door is complete. I'll install the Lexan on the other
door tomorrow.
Thanks for the concern. There won't be a piece of Plexiglass on my plane.
By the way, in case anyone doesn't know, you CAN NOT clean Lexan with acetone.
Trust me on this one.
Mike Welch
> Subject: Kolb-List: Re: cutting and drilling Lexan
> From: jb92563@yahoo.com
> Date: Tue, 20 Nov 2007 13:28:17 -0800
> To: kolb-list@matronics.com
>
>
> Lexan is used on the canopy for a very good reason and you will be glad you installed
Lexan instead of plexi the first time something hits your window or someone
leans up on it for some reason.
>
> Lexan has superb impact resistance.
>
> Plexi will crack unless an expert installed it and even then maybe!
>
> I tried a plexi canopy and had it cracked before I even layed a saw blade on
it.....tricky stuff to work with unless you really know what you are doing.
>
> --------
> Ray
> Riverside County, CA
>
> Do Not Archive
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=147548#147548
>
>
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Message 20
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| Subject: | Re: Slingshot gear legs |
Denny,
The same angle problems exist with the Mark 3.It's legs are shortest of all.But
it still gets off good.Tell him to try shortening them.
Denny Rowe <rowedenny@windstream.net> wrote: Kolbers,
My buddy Dave Lewis who recently bought a Slingshot is considering lowering the
gear 2-3" to allow it to fit in and out of his garage door.
I have to think this will be a problem with take offs and landing as you won't
be able to get it to as high an angle of attack.
Also will narrow the stance of the gear.
Any thoughts on this?
Denny Rowe
Message 21
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| Subject: | Re: Jab on A KOLB |
Ellery,
I have 200 hrs on my Mark 3- C with 2200 Jabiru.e-mail me direct with any question
you have and I will give you honest response.
ElleryWeld@aol.com wrote: 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 22
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| Subject: | Re: ferguson aircraft?? |
I have one of each, a Firestar 2 and, a Fergy 2a. Other than the looks from the
outside, they are designed differently. I love flying both of them. Many aircraft
are derived from combining ideas from other aircraft. I don't see it as
a copy or as a negative.
Fly Safe,
Wade
do not archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=147592#147592
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| Subject: | Re: ferguson aircraft?? |
Wade,
I agree with you, about not viewing a "clone" or "copy" as a negative. The fact
is, a well-designed aircraft is often copied. Jeesh, look at all the Quicksilver
clones that came about, due the design of that airplane. Some were very
successful and very well made. I can't remember which came first, the Avid
or the Kitfox, but in any event, now there are copies of the copies.
And with each new design, copy or otherwise, there is usually many changes and
improvements. The fact is, when any of us need to fabricate something, we usually
check to see how someone else built theirs.
Just my opinion, Mike Welch
Do Not Archive
> Subject: Kolb-List: Re: ferguson aircraft??
> From: wlawicki@yahoo.com
> Date: Tue, 20 Nov 2007 16:39:29 -0800
> To: kolb-list@matronics.com
>
>
> I have one of each, a Firestar 2 and, a Fergy 2a. Other than the looks from the
outside, they are designed differently. I love flying both of them. Many aircraft
are derived from combining ideas from other aircraft. I don't see it as
a copy or as a negative.
> Fly Safe,
> Wade
> do not archive
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=147592#147592
>
>
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Message 24
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| Subject: | Re: GPS selection help? |
Here is a picture of my UltraStar Panel.
Here is what is in the picture:
On the left a Dell Axim x50v PDA with GPS, I bought from ebay last week ($125)
Still need a mouning bracket for it.
It has the free XC Soar moving map software with the terrain, roads, waypoints
and airspace turned on.
Displays GPS Altitude, distance/course to next waypoint, ETE, ETA, Ground speed,
bearing etc etc and is configurable.
In the middle a Stratomaster E1 engine monitor I bought last week($199) that comes
to life when the engine is on and displays RPM, Hobbs Time(00:55), EGT, CHT
and I am planning to adapt some of the other inputs to display fuel level as
well.
It has settable alarms for all the temp and fuel readings and will flash the display
and the little dummy light below the instrument on the panel if an alarm
point is reached.
Its powered by a 9.6v 2400mah rechargable NiCad battery that should run it for
at least 24 hours of on time.
On the right I have a Flytec 3005 Dual Altimeter and Variometer(Rate of climb)
with audio, powered by internal AA bateries. ($225 on ebay)
Off picture is a Hall Bros. airspeed tube with disc.
More than enough info to keep track of things while enjoying the scenery.
All that light stuff has kept my Ultrastar a part 103 UL at only 246lbs.
Next I need to add some light wheel brakes, and found some small drum brakes online
that should do the trick...probably 4 pounds worth.
Almost ready to go flying.
--------
Ray
Riverside County, CA
Do Not Archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=147625#147625
Attachments:
http://forums.matronics.com//files/us_panel_612.jpg
Message 25
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| Subject: | Re: Slingshot gear legs |
Thanks Gary.
Denny
----- Original Message -----
From: gary aman
To: kolb-list@matronics.com
Sent: Tuesday, November 20, 2007 5:04 PM
Subject: Re: Kolb-List: Slingshot gear legs
Denny,
The same angle problems exist with the Mark 3.It's legs are shortest
of all.But it still gets off good.Tell him to try shortening them.
Denny Rowe <rowedenny@windstream.net> wrote:
Kolbers,
My buddy Dave Lewis who recently bought a Slingshot is considering
lowering the gear 2-3" to allow it to fit in and out of his garage door.
I have to think this will be a problem with take offs and landing as
you won't be able to get it to as high an angle of attack.
Also will narrow the stance of the
-------------------------------------------------------------------------
---
11/19/2007 7:05 PM
Message 26
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| Subject: | Mark II is an airworthy ELSA |
Wanted to share my good news. The Mark II Twinstar I bought at the beginning of
September passed the DAR's inspection today. It was quite the challenge and
not the easy task getting her ready, but well worth it! I have a few squawks
to fix and then she'll be ready and legal to fly!
Now I have to find a CFI who can sign me off in the same make and model (which
may be impossible since I only know one other guy here in the US who has a Mark
II and he isn't a CFI), then I could fly off the 5 hours of Phase 1 myself as
a student pilot. Or I'll have to find a private pilot to fly off the five hours
for me and then find a CFI who will train me in my own Mark II (which also
may be difficult considering I don't want to go broke doing it...shipping someone
to Waycross GA could get expensive). Between the DAR and the plane and
fixing her up and flying lessons (since I've had to rent a Cessna meanwhile) I've
certainly spent more than what I thought I would getting a sport pilot certificate.
I could have had almost two private pilot certificates by now, but
then I wouldn't have a plane to fly either.
But hey, this road of getting a sport pilot certificate has been nothing but one
challenge after another...sure has made my life exciting (and busy) this year.
Can you believe a spectator showed up during my inspection and then told me he
was interested in buying it? Sure guy...I'll do all the work and then just let
you have all the fun. [Rolling Eyes] No way! But I took it as a major compliment.
[Wink]
The DAR said she (I call her "Merry Dawn") looked like a clean plane. I'll attach
a picture of me and "Merry Dawn" this weekend.
Oh happy day! :D
--------
Cristal
Mark II Twinstar
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Message 27
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| Subject: | Re: Mark II is an airworthy ELSA |
I don't think a student pilot can fly off the 5 hours. That is my situation and
I asked the FAA for a 0 hour fly off since the plane has about 400 hours. He
said that would be no problem. We will see on 11/29.
--------
Scott Olendorf
Original Firestar, Rotax 447, Powerfin prop
Schenectady, NY
http://KolbFirestar.googlepages.com
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