Today's Message Index:
----------------------
1. 04:17 AM - Re: Re: Kolb Ultrastar: How to take-off (pj.ladd)
2. 04:21 AM - Re: Re: Kolb Ultrastar: How to take-off (pj.ladd)
3. 04:50 AM - Re: Re: Kolb Ultrastar: How to take-off (pj.ladd)
4. 05:44 AM - Re: Kolb Ultrastar: How to take-off (Jack B. Hart)
5. 06:49 AM - Re: Kolb Ultrastar: How to take-off (Richard & Martha Neilsen)
6. 06:59 AM - Re: Kolb Ultrastar: How to take-off (John Hauck)
7. 07:32 AM - Re: Re: choke or primer (Richard Girard)
8. 07:34 AM - Re: Engine Installation (VICTOR PETERS)
9. 07:34 AM - Re: Kolb Ultrastar: How to take-off (VICTOR PETERS)
10. 07:34 AM - Re: Kolb Ultrastar: How to take-off (VICTOR PETERS)
11. 07:50 AM - Re: Brake lines (Richard Girard)
12. 08:09 AM - Re: Engine Installation (John Hauck)
13. 08:15 AM - Re: Brake lines (John Hauck)
14. 08:56 AM - parts needed for sync of dual carbs (Larry Cottrell)
15. 08:56 AM - Re: choke or primer (Thom Riddle)
16. 09:05 AM - Re: Re: choke or primer (John Hauck)
17. 09:22 AM - Re: choke or primer (Thom Riddle)
18. 09:35 AM - Re: Re: choke or primer (John Hauck)
19. 09:40 AM - Re: parts needed for sync of dual carbs (John Hauck)
20. 09:48 AM - Re: Re: Kolb Ultrastar: How to take-off (Ed Chmielewski)
21. 10:55 AM - Re: Re: Kolb Ultrastar: How to take-off (pj.ladd)
22. 11:45 AM - Re: Kolb Ultrastar: How to take-off - Cross Wind Landings (Jack B. Hart)
23. 12:20 PM - Re: Kolb Ultrastar: How to take-off - Cross Wind Landings (robert bean)
24. 02:43 PM - Re: Brake lines (ElleryWeld@aol.com)
25. 02:52 PM - Re: Engine Installation (icrashrc)
26. 03:07 PM - Re: Brake lines (Mike Welch)
27. 04:38 PM - Re: Brake lines (Dana Hague)
28. 05:18 PM - Re: Brake lines (ElleryWeld@aol.com)
29. 06:27 PM - Re: Re: Engine Installation (John Hauck)
30. 06:34 PM - Re: Brake lines (John Hauck)
31. 06:52 PM - Re: Engine Installation (JetPilot)
32. 07:00 PM - Re: Engine Installation (JetPilot)
33. 07:03 PM - Re: Kolb Ultrastar: How to take-off - Cross Wind Landings (John Hauck)
34. 07:08 PM - Re: parts needed for sync of dual carbs (JetPilot)
35. 07:09 PM - Re: Re: Engine Installation (John Hauck)
36. 07:21 PM - Re: Darndest thing I ever saw!! (ThisOne)
37. 07:24 PM - Antifreeze vs Waterless Coolant (John Hauck)
38. 07:27 PM - Re: Re: parts needed for sync of dual carbs (John Hauck)
39. 07:31 PM - Re: Re: Engine Installation (John Hauck)
40. 07:42 PM - Re: Re: Darndest thing I ever saw!! (John Hauck)
41. 07:43 PM - Re: Brake lines (Dana Hague)
42. 08:10 PM - Re: Darndest thing I ever saw!! (ThisOne)
43. 09:20 PM - Update (John Hauck)
44. 11:15 PM - Re: Re: Engine Installation (Tony Oldman)
Message 1
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Subject: | Re: Kolb Ultrastar: How to take-off |
Ernest K. Gann.!
Of course. Stupid me. Senior moment. Thanks Dana
Pat
Message 2
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Subject: | Re: Kolb Ultrastar: How to take-off |
I'm sure you're talking about Ernest K. Gann,>>
Hi Russ,
quite right. Just me being thick. The High and the Mighty was the film
which I had in mind,. Thanks for the list of books, there were a few there
I hadn`t read.
Cheers
Pat
Message 3
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Subject: | Re: Kolb Ultrastar: How to take-off |
Agreed. If you haven't read it, do it. So real you will feel you are
there.>>
Hi Robert,
I remember there was a passage in one book describing a flight into a fijord
in Iceland(?) during a transatlantic flight. Clag closed the top and the
Airforce base was right at the inland end . There were a couple of bad
direction changes to be negotiated and the it was straight into the
airstrip with no room to turn round and try again. One try only. It had me
on the edge of my seat. great stuff.
thanks for putting me right on the initials, everybody
Pat
Message 4
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Subject: | Re: Kolb Ultrastar: How to take-off |
Time: 12:15:56 PM PST US
From: "John Hauck" <jhauck@elmore.rr.com>
Subject: Re: Kolb-List: Kolb Ultrastar: How to take-off
>
>I'd like to watch you demonstrate those maneuvers for me, as soon as I
>finish making double tie downs on my mkIII.
<
John,
I am some what puzzled by your cross wind problem. I have thought about it
a little and may be I can help out a little.
You have said you are self taught and I wonder if you are proficient at
cross controlled flying especially side slipping? I assume you are.
Not all Kolbs are the same and this includes your MKIIIC. There are several
changes that you have done to your plane that make it more yaw sensitive.
First, you have moved your main gear forward. This moves the cg further
behind the main gear. What you gained in nose over prevention you lost in
making the plane more squirrelly in yaw on the ground. To compound this you
have added additional fuel capacity and weight. If you do not have baffles
in the tank, fuel sloshing while making a take off run in a gusty cross wind
will cause yaw problems.
With your admitted aft cg and flying heavy, you will lose some roll
authority at low speed, and this will reduce ones ability to hold the plane
steady in gusty cross wind on take off. VG's can help overcome this
situation, in that, they will improve aileron effectiveness at low speed,
and they will move the center of lift back from the cg.
A couple of other factors that can make your plane less ground yaw stable is
incorrect toe in, camber and tire pressure. If the toe in is not neutral
and/or camber is not positive under load, the plane will be squirrely on a
gusty cross wind take off. If you are running low pressure tires the
rolling resistance is a function of the load, and so as the plane rocks from
side to side it will want to turn in that direction.
For what it is worth.
Fly safe!
Jack B. Hart FF004
Winchester, IN
Message 5
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Subject: | Re: Kolb Ultrastar: How to take-off |
Jack
I think you have misunderstood John's message. First let me assure you John
and his plane are more than up to the task of handling the upper limits of
any Kolb cross wind landing.
Two things. First, we all need to be very careful not to overstate the
capabilities of our airplanes so that less experienced pilots will not try
to handle weather they think is safe because someone has said it was safe.
Second, less experienced pilots tend to over estimate the actual cross wind
component that they have landed in.
I think we should follow John's lead in reporting accurate limits of our
aircraft. Pounding our chests and stating "I can land in a higher cross
wind" isn't a good thing to do here.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "Jack B. Hart" <jbhart@onlyinternet.net>
Sent: Wednesday, December 17, 2008 8:44 AM
Subject: Re: Kolb-List: Kolb Ultrastar: How to take-off
>
> Time: 12:15:56 PM PST US
> From: "John Hauck" <jhauck@elmore.rr.com>
> Subject: Re: Kolb-List: Kolb Ultrastar: How to take-off
>
>>
>>I'd like to watch you demonstrate those maneuvers for me, as soon as I
>>finish making double tie downs on my mkIII.
> <
>
> John,
>
> I am some what puzzled by your cross wind problem. I have thought about
> it
> a little and may be I can help out a little.
>
> You have said you are self taught and I wonder if you are proficient at
> cross controlled flying especially side slipping? I assume you are.
>
> Not all Kolbs are the same and this includes your MKIIIC. There are
> several
> changes that you have done to your plane that make it more yaw sensitive.
> First, you have moved your main gear forward. This moves the cg further
> behind the main gear. What you gained in nose over prevention you lost in
> making the plane more squirrelly in yaw on the ground. To compound this
> you
> have added additional fuel capacity and weight. If you do not have
> baffles
> in the tank, fuel sloshing while making a take off run in a gusty cross
> wind
> will cause yaw problems.
>
> With your admitted aft cg and flying heavy, you will lose some roll
> authority at low speed, and this will reduce ones ability to hold the
> plane
> steady in gusty cross wind on take off. VG's can help overcome this
> situation, in that, they will improve aileron effectiveness at low speed,
> and they will move the center of lift back from the cg.
>
> A couple of other factors that can make your plane less ground yaw stable
> is
> incorrect toe in, camber and tire pressure. If the toe in is not neutral
> and/or camber is not positive under load, the plane will be squirrely on
> a
> gusty cross wind take off. If you are running low pressure tires the
> rolling resistance is a function of the load, and so as the plane rocks
> from
> side to side it will want to turn in that direction.
>
> For what it is worth.
> Fly safe!
>
> Jack B. Hart FF004
> Winchester, IN
>
>
>
Message 6
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Subject: | Re: Kolb Ultrastar: How to take-off |
> I am some what puzzled by your cross wind problem. I have thought about
> it
> a little and may be I can help out a little.
>
> Jack B. Hart FF004
Hi Jack:
All aircraft have a ultimate cross wind component limit. I don't know what
Kolbs limits are, but probably around 15 mph in a direct cross wind. After
that there just ain't enough rudder to align the aircraft with the runway.
Landing is much more critical than takeoff in high cross wind conditions,
probably because there is much less air moving over the rudder, and other
flight controls, during landings. I have found it helpful to use short
burst of power to help align the aircraft just prior to and during touch
down, especially on paved strips. Grass and gravel strips are much more
forgiving when touching down or taking off while crabbing.
If all cross winds were steady, it would make operating in them much easier.
But, normally, they are not. Gusty wind conditions play havoc on very light
aircraft. Many times we find ourselves, momentarily, in a "along for the
ride" condition.
I find my modified Kolb as good or better handling rough air and cross winds
than the standard Kolbs I fly. Maintaining runway alignment during takeoffs
is not a problem, normally.
I do a lot better negotiating rough air and cross winds the more I fly.
Lately, I haven't been flying much. In fact, I'm pushing three months since
my last flight, returning from the Kolb Homecoming in Kentucky.
john h
mkIII
Message 7
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Subject: | Re: choke or primer |
Cristal, Get yourself a free copy of the Rotax Illustrated Parts Catalog
at:
http://www.rotax-owner.com/
Click on support, find engine manuals. While it won't necessarily give you a
procedure, the break down drawing should give you a good idea about how it
all goes together. You'll certainly get all the current part numbers, at
least.
Rick
On Tue, Dec 16, 2008 at 9:16 AM, cristalclear13 <
cristalclearwaters@gmail.com> wrote:
> cristalclearwaters@gmail.com>
>
>
> > [quote="beauford"]On the Bing enrichment circuit:
> >
> > The small enrichment piston which is raised by either a lever on the
> carb, or by a cable to a remote
> > "choke" lever has a small nitrile rubber insert set in a cavity in the
> base. The rubber insert will gradually
> > deteriorate and deform with age, thereby allowing additional
> (excessive) fuel to leak through the enrichment circuit and dump into the
> engine.
> >
> > This occurs gradually over many hours and may not be detected until
> excessive carbon shows up in the top end
> > of the engine, possibly causing stuck rings and potentially serious
> problems.
> >
> > Some of you Listers may recall Beauford's fun with this problem in the
> Nazi 447 a few years back... In my ignorance about what was happening, I
> ended up chasing back and forth with metering rod adjustments, jetting
> changes,
> > fouled plugs, etc.... I had repeatedly checked the enrichment piston's
> function, verifying that it was bottoming into the seat properly...the
> problem was that the rubber insert had receded up into the base of the
> thing and I did not notice it. because it looked fine...the rubber was not
> obviously cracked or split.
> >
> > Long story, short... The guys over at Lockwood took one look and
> immediately diagnosed the problem...said that they had seen a number of
> Rotax 2-strokes trashed with this... and that the Bing enrichment piston
> ought to be replacd every 2 years or so as a matter of routine
> maintenance....especially with PREMIXED fuel which attacked the nitrile
> faster than straight gas... One can only wonder what the ethanol is doing
> to these things. As I recall, the part cost under $10.... which was
> certainly substantially less than the two new pistons I had to buy after
> the carbon had seized the rings...
> >
> > I now keep an extra enrichment piston on hand...
> >
> > ...worth what ye paid fer it...
> >
> > beauford
> > FF-076
> > Brandon, FL
> >
> >
> >
> >
> > ---
>
>
> Beauford,
> Is there a website or article in the CPS catalogue that talks about
> replacing the parts you are talking about (or did you just get the
> information by word of mouth from Lockwood)? I would like to read more
> about it. Can you look at your old receipts and tell me what part(s) I
> would need to order?
>
> All,
> We got my choke cables working correctly now. The choke wasn't stuck
> on...it was never opened. There was a washer (that prevented the cable
> housing from sliding into the metal tube) that hadn't been replaced when we
> put everything back together. (But this doesn't help me solve the mystery
> of the excessive smoking when we first started it up...but that could be
> another thread on the forum.)
>
> Thanks for everyone's input and advice.
>
> --------
> Cristal Waters
> Kolb Mark II Twinstar
> Rotax 503 DCSI
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=219590#219590
>
>
Message 8
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Subject: | Re: Engine Installation |
That install looks good. i had a chute to contend with up front. I don't
know about the 100 hp
but John was right when he said the 912ul runs cool. Just before that i
had removed my oil cooler
and saw 190 deg for the first time. He also mentioned (John H.) quite
awhile back that the 912 didn't like conical filters. Maybe he could
comment on that again as I have forgotten.
Vic
Xtra 912ul
conical filters
Message 9
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Subject: | Re: Kolb Ultrastar: How to take-off |
Hey Jack,
As a novice with 3.5 legal hrs. with Instructor and only 6 seconds of
solo I don't under stand Why you would crab into the wind on take off
if you already weather vaned into it.
"After it leaves the ground, you can let it weather vane into the wind,
level
the wings and crab into the wind on climb out."
How do you slip and crab simu, simul, together?
"If the wind blows you off, then you have to decide whether to use a
combination of side alip and a crab to get to the runway, and at the
last "
Thanks in advance for the free instruction.
Vic
Message 10
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Subject: | Re: Kolb Ultrastar: How to take-off |
Jack
That reminds me of another question, Pats brain cramps are catching.
I noticed while taxying with a cross wind if rudder input was not
enough, aileron in the opposite
direction would bring it in line. Soooo how would you (I) be able to
keep a wing down into the x wind?
Vic
Message 11
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Mike, You'll need to put a UV shield over it where it's out in the light and
it's good for 20 years.
Rick
On Tue, Dec 16, 2008 at 2:34 PM, Mike Welch <mdnanwelch7@hotmail.com> wrote:
>
>
> John H.,
>
> The brake lines furnished to me for free from Bonaco, Inc were their
> offering, not my choice. He asked for dimensions and these were what I
> got.
> I agree these would be more appropriate to put on my GlaStar (when I get
> back
> to working on it someday).
>
> The truth is I intended to use plastic tubing, like you have, until this
> offer came about.
>
> I have looked for the 1/4" plastic tubing, but I'm not sure what I have
> found is
> appropriate for brake lines. Icemaker water line just doesn't sound
> right!!!!
>
> Does anyone know where to get the CORRECT 1/4" plastic tubing, that would
> work well
> for brake lines on Matco calipers? (Yes, I need 1/4", that's the size of
> my fittings).
>
> Mike Welch
> MkIII
>
> Still, it was a hellava nice present for free.
>
>
> _________________________________________________________________
> Suspicious message? There's an alert for that.
>
> http://windowslive.com/Explore/hotmail?ocid=TXT_TAGLM_WL_hotmail_acq_broad2_122008
>
>
Message 12
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Subject: | Re: Engine Installation |
Hi Vic:
The 100 horse generates much more heat than the 80.
My understanding is the Bing carbs on the 912's were not designed to operat
ed in the pusher configuration, air stream blasting the air filters and car
b intakes head on. Frank Reyen designed a way to reverse the intake manifo
lds and fly his carbs on the back side of the engine. On BMW two cylinder
engines, the carbs are mounted on the back side of the cylinders. The Bing
has two static ports is it reading to decide where the piston will be loca
ted, in conjunction with the throttle valve, to adjust mixture. One port i
s what is commonly referred to as the float chamber vent tube and the other
is a port on the lip of the carb intake. These ports need to be reading u
ndisturbed static pressure in order to do their jobs correctly. John W ove
rcame this by running the flat (cake pan) type K&N filters. I did it with
filter covers that came with a carb heat system I purchased some time back.
Before I installed the covers, airflow would blown the fuel vapor stand o
ff at the mouth of the carb out the side of the filter and on the carb and
engine. My 912 engines ran ok with conical filters, but made a mess of bro
wn fuel stain on them. One of these days I will remove the filter covers a
nd see if I can detect any difference in performance.
john h
mkIII
That install looks good. i had a chute to contend with up front. I don't
know about the 100 hp
but John was right when he said the 912ul runs cool. Just before that i h
ad removed my oil cooler
and saw 190 deg for the first time. He also mentioned (John H.) quite awh
ile back that the 912 didn't like conical filters. Maybe he could comment o
n that again as I have forgotten.
Vic
Message 13
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Rick:
If you are referring to the clear plastic brake line like I am using, mine
has no UV shield and it is pushing 18 years service.
john h
mkIII
-----
Mike, You'll need to put a UV shield over it where it's out in the light
and it's good for 20 years.
Rick
Message 14
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Subject: | parts needed for sync of dual carbs |
I notice that Lockwood has a dual carb sync kit for around $79.00, Seems
like a lot of money for a one time use. Would it be worthwhile to build
one from available parts? Any body done it?
Minus 6 this morning. BRRRRRR
Larry C
Message 15
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Subject: | Re: choke or primer |
Why Choke (enricher) OR Primer? Why not both, each performing a separate function?
When I bought my FS1 w/447, it was very hard starting. It had only the enricher
circuit, which for reasons I'm still not sure of, was not much help in getting
it started when cold. It would take 6-8 pulls before it would get rich enough
to fire. Yes, it has an electric fuel pump used to make sure there is fuel in
the float chambers before attempting a start.
My hard starting fix was to install a squeeze bulb primer teed off the main fuel
supply line and plumbed to the nipple (designed for this purpose) just downstream
of the butterfly valve. To start I give the bulb one squeeze to give the
carb throat a little raw fuel, shut off the valve to this branch of the line
and start it with a single pull of the rope. The squeeze bulb primer is used only
for a starting squirt and then isolated from the rest of the fuel system during
running. The shut-off valve is important because this branch is located
on the suction side of the mechanical pump. Without the shut-off valve, the mechanical
pump could draw air thru this branch from the carburetor if the check
valve in the squeeze bulb failed.
Once started, the enricher can be shut down as the engine warms up. It is simpler
than it sounds when I read this description and works perfectly.
--------
Thom Riddle
N1208P RANS S6S, Tailwheel, 912UL
N197BG FS1/447
--------------------
It is by universal misunderstanding that all agree. For if, by ill luck, people
understood each other, they would never agree.
- Charles Baudelaire
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=219793#219793
Message 16
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Subject: | Re: choke or primer |
> Why Choke (enricher) OR Primer? Why not both, each performing a separate
function?
>
> --------
> Thom Riddle
Thom:
I've had excellent results with enrichers on two and four stroke Rotax
engines.
If the engine and carb is set up correctly, and the enricher circuit is in
good shape, it'll fire right up in many different climatic conditions. If
not, then there is something wrong with enricher system and/or engine.
johnh
mkIII
Message 17
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Subject: | Re: choke or primer |
I'm sure you are right, John. I didn't take the carb apart to check out the enricher.
Instead I did what I said, which is something I had intended to do anyway.
--------
Thom Riddle
N1208P RANS S6S, Tailwheel, 912UL
N197BG FS1/447
--------------------
It is by universal misunderstanding that all agree. For if, by ill luck, people
understood each other, they would never agree.
- Charles Baudelaire
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=219800#219800
Message 18
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Subject: | Re: choke or primer |
> I'm sure you are right, John. I didn't take the carb apart to check out
the enricher. Instead I did what I said, which is something I had intended
to do anyway.
>
> --------
> Thom Riddle
Thom:
I'm sorry. I misunderstood your msg. Thought you put the primer on because
you couldn't get your 447 to start with the enricher.
"When I bought my FS1 w/447, it was very hard starting. It had only the
enricher circuit, which for reasons I'm still not sure of, was not much help
in getting it started when cold. It would take 6-8 pulls before it would get
rich enough to fire. Yes, it has an electric fuel pump used to make sure
there is fuel in the float chambers before attempting a start."
I was trying to emphasize enrichers work if set up and operated correctly.
john h
mkIII
Message 19
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Subject: | Re: parts needed for sync of dual carbs |
Larry:
Its 66F at hauck's holler. Sun is trying to burn off this crud and I'm goi
ng to commit aviation.
After all the talk of sync'ing carbs with vacuum gauges, I purchased to hig
h quality, viscous dampened vaacuum gauges. Made me a carb sync board and
did a job on the 912ULS. My mechanical settings were as close as the vacuu
m gauges could get. Accidently broke one gauge, put it into the prop ;-(,
and am back to mechanical sync'ing again. I am satisfied with the results.
I bet you can sync the HKS carbs mechanically using the procedure in the 91
2 maint manual.
Don't intend to spend any more money on vacuum gauges.
john h
mkIII
I notice that Lockwood has a dual carb sync kit for around $79.00, Seems
like a lot of money for a one time use. Would it be worthwhile to build one
from available parts? Any body done it?
Minus 6 this morning. BRRRRRR
Larry C
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Subject: | Re: Kolb Ultrastar: How to take-off |
Hi,
IIRC, it was Narssarssuaq (sp?) in Greenland. An ADF approach with
4 or 5 heading changes, all the while descending with granite on both sides.
Had to go in there about 10 years ago in a Cessna 421, fortunately it was
VFR. Quite the graveyard back in the day, I understand.
BTW, why are we teaching folks to fly via the interweb? My HP
laptop doesn't do well in ground effect, so I leave the flight instructin'
to the airdrome.
Ed in JXN
MkII/503
Do not archive.
----- Original Message -----
From: "pj.ladd" <pj.ladd@btinternet.com>
Sent: Wednesday, December 17, 2008 7:50 AM
Subject: Re: Kolb-List: Re: Kolb Ultrastar: How to take-off
>
> Agreed. If you haven't read it, do it. So real you will feel you are
> there.>>
>
> Hi Robert,
> I remember there was a passage in one book describing a flight into a
> fijord in Iceland(?) during a transatlantic flight. Clag closed the top
> and the Airforce base was right at the inland end . >
Message 21
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Subject: | Re: Kolb Ultrastar: How to take-off |
Narssarssuaq (sp?) in Greenland.>>
Yeah. Well I knew it was partway across the Atlantic
Thanks. Must 30 years since I read that book
Cheer
Pat
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Subject: | Re: Kolb Ultrastar: How to take-off - Cross Wind Landings |
Richard,
If I have not made my self clear on this List, then I apologize. I feel
like I always recommend practice and training. I make no apology for
recommending that fellow FireFlyers and/or Kolbers practice cross wind
landings. I have gotten caught on return trips where the wind was too high
to make a cross wind landing. It is easily detected by setting up a side
slip on final approach. If you drift off you have to take a different
approach. I assume the FireFly has the advantage in this case because one
can turn into the wind and land on a cross taxiway or a ramp with very low
ground touch down speed. The MKIIIC can be flown the same way but the roll
out would be longer due to the higher stall/approach speed.
I do worry about inexperienced pilots being told that all Kolb models fly
the same, they don't. I worry about the inexperienced being told that aft
cg is unimportant. Is this chest pounding? Well, I guess it is.
This List is a good forum for telling it like it is. Several people on this
list have had accidents, and they have come forward and told it like was, so
that we all could learn from their experience. In the last few years some
"good and experienced" Kolb pilots have been killed. The last was John W.
Several people on this list were present, but we have not seen a good
description of what they saw, if they saw anything. Was he flying through a
down draft on the back of a mountain? Did he have medical emergency? Since
he was camping was he flying with an aft cg? Most likely we will never
know. Most likely what will injure or kill you is what you didn't know until it
is too
late. So practice and practice.
So lets keep it safe.
Jack B. Hart FF004
Winchester, IN
At 09:48 AM 12/17/08 -0500, you wrote:
>
>Jack
>
>I think you have misunderstood John's message. First let me assure you John
>and his plane are more than up to the task of handling the upper limits of
>any Kolb cross wind landing.
>
>Two things. First, we all need to be very careful not to overstate the
>capabilities of our airplanes so that less experienced pilots will not try
>to handle weather they think is safe because someone has said it was safe.
>Second, less experienced pilots tend to over estimate the actual cross wind
>component that they have landed in.
>
>I think we should follow John's lead in reporting accurate limits of our
>aircraft. Pounding our chests and stating "I can land in a higher cross
>wind" isn't a good thing to do here.
>
>Rick Neilsen
>Redrive VW powered MKIIIC
>
>
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Subject: | Re: Kolb Ultrastar: How to take-off - Cross Wind Landings |
If I had a steady 30 MPH crosswind to land in there would be little
trouble. The key word is STEADY.
The problem here is 30 MPH translates into gusts over 40 and sudden
calm thus setting up the
clenched grip, sweat-inducing, heart-palpitating hope for good luck.
I was the grateful recipient of a piece of that luck one time this
summer in my stubborn insistence
to land back at my home field. If I had it on video you wouldn't
believe it.
Drive a man to drink. (or at least one reason)
BB
On 17, Dec 2008, at 2:44 PM, Jack B. Hart wrote:
> <jbhart@onlyinternet.net>
>
> Richard,
>
> If I have not made my self clear on this List, then I apologize. I
> feel
> like I always recommend practice and training. I make no apology for
> recommending that fellow FireFlyers and/or Kolbers practice cross wind
> landings. I have gotten caught on return trips where the wind was
> too high
> to make a cross wind landing. It is easily detected by setting up
> a side
> slip on final approach. If you drift off you have to take a different
> approach. I assume the FireFly has the advantage in this case
> because one
> can turn into the wind and land on a cross taxiway or a ramp with
> very low
> ground touch down speed. The MKIIIC can be flown the same way but
> the roll
> out would be longer due to the higher stall/approach speed.
>
> I do worry about inexperienced pilots being told that all Kolb
> models fly
> the same, they don't. I worry about the inexperienced being told
> that aft
> cg is unimportant. Is this chest pounding? Well, I guess it is.
>
> This List is a good forum for telling it like it is. Several
> people on this
> list have had accidents, and they have come forward and told it
> like was, so
> that we all could learn from their experience. In the last few
> years some
> "good and experienced" Kolb pilots have been killed. The last was
> John W.
> Several people on this list were present, but we have not seen a good
> description of what they saw, if they saw anything. Was he flying
> through a
> down draft on the back of a mountain? Did he have medical
> emergency? Since
> he was camping was he flying with an aft cg? Most likely we will
> never
> know. Most likely what will injure or kill you is what you didn't
> know until it is too
> late. So practice and practice.
>
> So lets keep it safe.
>
> Jack B. Hart FF004
> Winchester, IN
>
> At 09:48 AM 12/17/08 -0500, you wrote:
>> <NeilsenRM@comcast.net>
>>
>> Jack
>>
>> I think you have misunderstood John's message. First let me assure
>> you John
>> and his plane are more than up to the task of handling the upper
>> limits of
>> any Kolb cross wind landing.
>>
>> Two things. First, we all need to be very careful not to overstate
>> the
>> capabilities of our airplanes so that less experienced pilots will
>> not try
>> to handle weather they think is safe because someone has said it
>> was safe.
>> Second, less experienced pilots tend to over estimate the actual
>> cross wind
>> component that they have landed in.
>>
>> I think we should follow John's lead in reporting accurate limits
>> of our
>> aircraft. Pounding our chests and stating "I can land in a higher
>> cross
>> wind" isn't a good thing to do here.
>>
>> Rick Neilsen
>> Redrive VW powered MKIIIC
>>
>>
>
>
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Aircraft Brake fluid is not transmission oil it is MIL-H-5606 A not anywhere
near the same stuff just because it is red in color, some brake systems have
seals that cannot take to oil like ATF it will swell the seals up and make
them fail
Use the right fluid for manufacture recommendation with the brake system you
have
do not archive
Ellery
In a message dated 12/16/2008 9:31:41 P.M. Eastern Standard Time,
ulflyer@verizon.net writes:
--> Kolb-List message posted by: jerb <ulflyer@verizon.net>
Aircraft Spruce sells the stuff you need, line & connectors. You are
aware that most aircraft brake assembles use red transmission fluid
not the very corrosive clear hydraulic fluid like used in
automobiles. They package cans labeled for aircraft use.
jerb
At 06:31 PM 12/16/2008, you wrote:
>
>At 03:34 PM 12/16/2008, Mike Welch wrote:
>>
>> I have looked for the 1/4" plastic tubing, but I'm not sure what
>> I have found is
>>appropriate for brake lines. Icemaker water line just doesn't
>>sound right!!!!
>>
>> Does anyone know where to get the CORRECT 1/4" plastic tubing,
>> that would work well
>>for brake lines on Matco calipers? (Yes, I need 1/4", that's the
>>size of my fittings).
>
>No, icemaker tubing is usually polyethylene. You want the hard
>nylon tubing, which is rated for much higher pressure... I got mine
>from McMaster-Carr. You need to know the inside diameter too; they
>have it in several different ID's.
>
>-Dana
>--
> "The difference between death and taxes is death doesn't get worse every
>time Congress meets." -- Will Rogers
>
>
**************One site keeps you connected to all your email: AOL Mail,
Gmail, and Yahoo Mail. Try it now.
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Subject: | Re: Engine Installation |
John,
I noticed your filter covers as a new addition and have been meaning to ask about
them. Now i know!
My Rotax 912 operators manual has specs for coolant temp. It says in part that
coolant temp max[exit temp] 120c [248f]. It also says permanent monitoring of
coolant temp and cylinder temp is necessary. I can make the .PDF of my operators
manual available for download from my website if you want.
--------
Scott
www.ill-EagleAviation.com
do not archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=219857#219857
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>>>Aircraft Brake fluid is not transmission oil it is MIL-H-5606
do not archive
Ellery>>>
Ellery,
Important point, and you are correct. Just because it's red, doesn't mean it
is
okay to use as aircraft brake fluid. As I stated, though, I do have the correct
brake fluid
for certified aircraft. Expensive stuff...(always is!!)
But, your best advice of all is to call the manufacturer and ask what they recommend.
I have Matco hydraulic brakes and cylinders, and will call them tomorrow. Thanks.
Mike Welch
MkIII
_________________________________________________________________
Send e-mail faster without improving your typing skills.
http://windowslive.com/Explore/hotmail?ocid=TXT_TAGLM_WL_hotmail_acq_speed_122008
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At 05:42 PM 12/17/2008, ElleryWeld@aol.com wrote:
>Aircraft Brake fluid is not transmission oil it is MIL-H-5606 A not
>anywhere near the same stuff just because it is red in color, some brake
>systems have seals that cannot take to oil like ATF it will swell the
>seals up and make them fail
>Use the right fluid for manufacture recommendation with the brake system
>you have
Part of the confusion may be from the fact that some non certified aircraft
brakes (like the Free Bird brakes on my UltraStar) do indeed specify Dexron
II or III automatic transmission fluid, which is also red. ATF must also
be compatible with the Hegar master cylinders that control the brakes on my
plane, since I've had no trouble. I can't speak for other types.
-Dana
--
Clothes make the man. Naked people have little or no influence on society.
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I know that, that is why i said this
In a message dated 12/17/2008 7:38:58 P.M. Eastern Standard Time,
d-m-hague@comcast.net writes:
Use the right fluid for manufacture recommendation with the brake system you
have
do not archive
Ellery
**************One site keeps you connected to all your email: AOL Mail,
Gmail, and Yahoo Mail. Try it now.
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Subject: | Re: Engine Installation |
> My Rotax 912 operators manual has specs for coolant temp.
>
> --------
> Scott
Hi Scott:
Must be something new.
I can take a gander at the manual on Kodiak.
Thanks,
john h
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Part of the confusion may be from the fact that some non certified aircraf
t brakes (like the Free Bird brakes on my UltraStar) do indeed specify Dexr
on II or III automatic transmission fluid, which is also red. ATF must als
o be compatible with the Hegar master cylinders that control the brakes on
my plane, since I've had no trouble. I can't speak for other types.
-Dana
Dana:
I have always used ATF in Hegar and Matco brakes. However, recently I saw
a spec sheet that called for aviation red fluid for Matco. I have never ha
d a problem with the ATF, but that is what both systems called for when I i
nstalled them some time ago.
john h
mkIII
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Subject: | Re: Engine Installation |
John H.
I really like your conical covers for the K&N air filters that come on the 912.
I also have the fuel stains you describe on my engine. I wonder even more what
going through heavy rain would do to the filters, if flying through heavy
rain could get them soaked enough to induce an engine failure ? Do you know where
I can get a set of the covers that you have ?
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=219893#219893
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Subject: | Re: Engine Installation |
Scott,
I really like what you did with the radiators on your Kolb, I have always thought
about moving my radiators away from behind the cage, and putting a sharp V
aluminum fairing back there like John H has. I was just not sure where to move
the radiators to... On front of the engine would be almost no drag, and keep
clean air in the prop. Where did you get the hardware to mount the radiators
on the front of the engine ? I looked at your pictures, could you post a few
pictures showing more of the mounting details ?
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=219895#219895
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Subject: | Re: Kolb Ultrastar: How to take-off - Cross Wind Landings |
Jack:
> I do worry about inexperienced pilots being told that all Kolb models fly
> the same, they don't.
Have you flown all the Kolb models?
Except for a little difference in size, weight, and power, they all fly the
same. If I remember correctly, you have only flown your FF. However, you
could crawl in a MKIII, FS, US, or Kolbra, and feel right at home after a
few take offs and landings.
> I worry about the inexperienced being told that aft
> cg is unimportant. Is this chest pounding? Well, I guess it is.
Who said that?
On several occassions I have stated paper weight and balance and reality are
not always the same when it comes to Kolb aircraft. If it was, my airplane
would not fly. I didn't put the 11+ lb Maule Tundra Tailwheel on my mkIII
to prove this point, I needed a better tail wheel, but it sort of
demonstrates that paper and actuality do not agree.
>In the last few years some
> "good and experienced" Kolb pilots have been killed. The last was John W.
> Several people on this list were present, but we have not seen a good
> description of what they saw, if they saw anything.
John Williamson was my best flying buddy. We spent some great time together
flying cross country all over the lower 48. Our flight last May was the
best yet.
Here is the final NTSB report on John's accident. It was compiled from what
Larry Cottrell, Roger Hankins, and I saw and heard that Sunday morning, 25
May 2008. However, probable cause was determined by the NTSB agent. The
four of us have flown extensively together in this part of Oregon. To
understand what a unique experience this was, one would have to have been a
participant. We have been doing this since our first on the Alvord Desert
in 2005.
http://www.ntsb.gov/ntsb/brief.asp?ev_id 080530X00757&key=1
john h
mkIII
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Subject: | Re: parts needed for sync of dual carbs |
[quote="John Hauck"]
Accidently broke one gauge, put it into the prop ;-(, and am back to mechanical
sync'ing again. I am satisfied with the results.
I bet you can sync the HKS carbs mechanically using the procedure in the 912
maint manual.
Don't intend to spend any more money on vacuum gauges.
john h
mkIII
[quote]
John,
That is funny, just because I thought I was the only one to have ever done that
[Wink] Thank Goodness I have a Warp Drive prop, anything less would have
shattered into a million pieces. The guage was less fortunate...
I am also back to mechanical adjustment, but I am not sure how close I am getting.
Given your accuracy with mechanical sync, could you post your technique
?
Thanks,
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=219897#219897
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Subject: | Re: Engine Installation |
> I really like your conical covers for the K&N air filters that come on
the 912. I also have the fuel stains you describe on my engine. I wonder
even more what going through heavy rain would do to the filters, if flying
through heavy rain could get them soaked enough to induce an engine failure
? Do you know where I can get a set of the covers that you have ?
>
> Mike
Mike:
I have spent days flying in heavy rain with never a hint of engine miss fire
or failure with the conical K&N filters.
Did nearly lose the engine on my FS, Rotax 447, after flying through a rain
storm. It did result in a precautionary landing and I was losing power when
I turned to final in a drainage ditch south of Crystal River, Florida, in
Hernando County. Also ate up an unprotected wood prop. ;-(
I paid 385.00 for a hot water carb heat system which included the covers. I
flew with the carb heat system for a few years, then uninstalled everything
except the filter covers.
I bought them through a guy that was selling 912 powered trikes at Lakeland
about 2001.
Should be able to lay up a couple in glass if you have that particular
expertise.
john h
mkIII
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Subject: | Re: Darndest thing I ever saw!! |
First may I say "Mike...I'm happy you now have your lines. And Thank You for your
help.
I have been providing brake/fuel lines to home builders for years now, and now
and then I like to "fill in the blanks" (as it were) so that when a builder calls
me with a build I am not familiar with i can lend a hand.
Now I know full well that there are those who prefer the poly tubing due mostly
the weight (FYI: the -3 Teflon lines Mike has weigh .055 lbs per Ft.), and there
are those who use the poly line as that whats what was provided in the build.
And lastly there are builders who when they see what is given to them for
brake lines say "I'm going to trust that to stop me"?.
Now as holder of a SEL lic, I am well aware of weight and its affects. But when
I see builds like say a CH701 that are to be built and then flown in to some
rough areas.....well if it were my build I would not want poly lines (but this
is just my personal thought).
So if you are happy with the lines you have great....fly till you drop. Because
that is why you built your baby in the first place right?
But there are options. And I am always seeking those who are willing to help me.."fill
in the blanks"
Again "Thank you Mike"
Best regards to all....
Brett
Bonaco, Inc.
brett at bonacoinc.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=219901#219901
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Subject: | Antifreeze vs Waterless Coolant |
Scott:
Looks like they made a change to the Op Man:
Antifreeze: Monitor coolant and cylinder head temps.
Waterless Coolant: Monitor CHT.
Antifreeze is red lined at 245F and Waterless at 275.
John W and I chose to use Antifreeze. It is much cheaper than Waterless
Coolant and cools better. I've been using antifreeze since 1994 in the
912's. No problem and no coolant temp gauge. If this requirement had been
initiated back when I mounted the first 912, I probably would have stuck a
coolant temp sender in the system somewhere. I think the book said measured
at the pump outlet, but I may be wrong.
john h
mkIII
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Subject: | Re: parts needed for sync of dual carbs |
> I am also back to mechanical adjustment, but I am not sure how close I am
getting. Given your accuracy with mechanical sync, could you post your
technique ?
>
> Thanks,
>
> Mike
Mike:
It is in the maintenance book on the Kodiak web site. I do it like the book
describes. It works for me.
john h
mkIII
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Subject: | Re: Engine Installation |
> I have spent days flying in heavy rain with never a hint of engine miss
fire
> or failure with the conical K&N filters.
Mike:
Need to add: The K&N filters were not covered when I was doing the flying
in heavy rain. Most of that was in Yukon Territory and British Columbia
during my 1994 flight to Alaska.
john h
mkIII
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Subject: | Re: Darndest thing I ever saw!! |
> But when I see builds like say a CH701 that are to be built and then
flown in to some rough areas.....well if it were my build I would not want
poly lines (but this is just my personal thought).
>
> Brett
Hi Brett:
My Kolb MKIII was built specifically to fly in very rough, sparsely
populated areas.
It has 2,800+ hours on the airframe, flights to the northernmost point of
the North American Continent in the US and Canada, Point Barrow, Alaska, and
Tuktoyaktuk, North West Territory, plus another flight to Dead Horse/Prudhoe
Bay, and numerous adventures all over the lower 48 landing in the desert,
gravel beds, roads, and even dirt airstrips.
Poly lines have been working well for me the last 2,800+ hours.
How much would a set of lines for my MKIII cost?
What is the OD and ID of your lines?
How much do Mike Welch's MKIII lines weigh?
john h
mkIII
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At 09:34 PM 12/17/2008, John Hauck wrote:
>
>I have always used ATF in Hegar and Matco brakes. However, recently I saw
>a spec sheet that called for aviation red fluid for Matco. I have never
>had a problem with the ATF, but that is what both systems called for when
>I installed them some time ago.
Both MIL-H-5606 aviation hydraulic fluid and Dexron III ATF are petroleum
based fluids (the MSDS's list them as "highly refined oils" with
additives). Both are compatible with Buna-N seals (the most common generic
seal material), although there may be other reasons not to use one or the
other. However, there are other types of ATF (ATF+4, Ford Type F, and
others) that may have a different base, I don't know. OTOH, DOT3 and DOT4
automotive brake fluids are a mixture of various glycols, which don't like
Buna but are compatible with EPDM rubber seals (but EPDM doesn't like
petroleum oils), while DOT5 brake fluid is a silicone base fluid (I once
owned a surplus postal Jeep that used DOT5). Older British cars used a
mineral based brake fluid and you could screw them up by using DOT3.
-Dana
--
The greatest threat to western civilization are people whose fear of
other people's liberty exceeds the love of their own.
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Subject: | Re: Darndest thing I ever saw!! |
John,
Well sir you have an outstanding aircraft there, and with the TT you have on her
I would assume that she is well taken care of as well.
I can only provide you a cost based on the lengths that Mike gave me for his build
(so I am not certain that that they would apply to yours).
-3 Teflon w/clear coat St to St 103" OVL $38.20
-3 Teflon w/clear coat St st St 90" OVL $33.30
The OD of this hose is .2995. The ID is 3/16".
Now I gave Mike several adapters (816-3D and 822-3D) not knowing just how He would
be routing the lines. If your build (or others) have -4 fittings, I can build
-3 lines with -4 nuts (with this you would not have change anything on your
build). As I had said the hose weights .055 lbs per ft.
I hope that you found this some what helpful, if you have any questions at all
please feel free to ask, or drop me a line.
Regards,
Brett
brett at bonacoinc.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=219909#219909
Message 43
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Hey Guys:
Got an hour flight time in today, first in nearly three months. Felt good.
Airplane did good. OAT was 70F at 2,500 feet.
Now have 301.2 hours on the new 912ULS. It is running good.
While I was roaming around out West, we had two new additions to the Gantt
International Airport family. The two resident mama burros had two little
baby burros. It is worth the effort to go over to the farm just to watch
these two clowns perform. Don't know how old they are, but not more than
two months.
These are genuine airport jackasses. They fit right in.
john h
mkIII
Message 44
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Subject: | Re: Engine Installation |
I to have used the K&N filters in rain. No problems while at cruse RPM. I
have had trouble after sitting on the ground waiting on light rain or misty
weather to clear with the engine not running up to full take off RPM. This
has happened on two occasions. Both times I removed the filters , the engine
ran to correct RPM. On these occasions I returned to my home airport without
problem. When the filters dried out I put them back on , no problems . The
way I see it when the engine is pulling plenty of air it will keep the
filter pods clear. When left sitting the water build up will prevent
sufficent air to pass though the filters reducing HP . Flying in rain is no
fun and it chews up those wooden props fast.
Tony
Downunder
MK111c 503
----- Original Message -----
From: "John Hauck" <jhauck@elmore.rr.com>
Sent: Thursday, December 18, 2008 4:28 PM
Subject: Re: Kolb-List: Re: Engine Installation
>
>
> > I have spent days flying in heavy rain with never a hint of engine miss
> fire
>> or failure with the conical K&N filters.
>
>
> Mike:
>
> Need to add: The K&N filters were not covered when I was doing the flying
> in heavy rain. Most of that was in Yukon Territory and British Columbia
> during my 1994 flight to Alaska.
>
> john h
> mkIII
>
>
>
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