---------------------------------------------------------- Kolb-List Digest Archive --- Total Messages Posted Wed 12/17/08: 44 ---------------------------------------------------------- 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 _____________________________________ Time: 04:17:34 AM PST US From: "pj.ladd" Subject: Re: Kolb-List: Re: Kolb Ultrastar: How to take-off Ernest K. Gann.! Of course. Stupid me. Senior moment. Thanks Dana Pat ________________________________ Message 2 _____________________________________ Time: 04:21:13 AM PST US From: "pj.ladd" Subject: Re: Kolb-List: 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 _____________________________________ Time: 04:50:34 AM PST US From: "pj.ladd" 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 . 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 _____________________________________ Time: 05:44:37 AM PST US From: "Jack B. Hart" Subject: Re: Kolb-List: Kolb Ultrastar: How to take-off Time: 12:15:56 PM PST US From: "John Hauck" 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 _____________________________________ Time: 06:49:21 AM PST US From: "Richard & Martha Neilsen" Subject: Re: Kolb-List: 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" 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" > 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 _____________________________________ Time: 06:59:05 AM PST US From: "John Hauck" Subject: Re: Kolb-List: 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 _____________________________________ Time: 07:32:41 AM PST US From: "Richard Girard" Subject: Re: Kolb-List: 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 _____________________________________ Time: 07:34:33 AM PST US From: "VICTOR PETERS" Subject: Re: Kolb-List: 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 _____________________________________ Time: 07:34:35 AM PST US From: "VICTOR PETERS" Subject: Re: Kolb-List: 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 ____________________________________ Time: 07:34:36 AM PST US From: "VICTOR PETERS" Subject: Re: Kolb-List: 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 ____________________________________ Time: 07:50:42 AM PST US From: "Richard Girard" Subject: Re: Kolb-List: Brake lines 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 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 ____________________________________ Time: 08:09:53 AM PST US From: "John Hauck" Subject: Re: Kolb-List: 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 ____________________________________ Time: 08:15:07 AM PST US From: "John Hauck" Subject: Re: Kolb-List: Brake lines 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 ____________________________________ Time: 08:56:25 AM PST US From: "Larry Cottrell" Subject: Kolb-List: 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 ____________________________________ Time: 08:56:29 AM PST US Subject: Kolb-List: Re: choke or primer From: "Thom Riddle" 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 ____________________________________ Time: 09:05:31 AM PST US From: "John Hauck" Subject: Re: Kolb-List: 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 ____________________________________ Time: 09:22:42 AM PST US Subject: Kolb-List: Re: choke or primer From: "Thom Riddle" 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 ____________________________________ Time: 09:35:31 AM PST US From: "John Hauck" Subject: Re: Kolb-List: 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 ____________________________________ Time: 09:40:07 AM PST US From: "John Hauck" Subject: Re: Kolb-List: 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 ________________________________ Message 20 ____________________________________ Time: 09:48:59 AM PST US From: "Ed Chmielewski" Subject: Re: Kolb-List: 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" 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 ____________________________________ Time: 10:55:06 AM PST US From: "pj.ladd" Subject: Re: Kolb-List: 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 ________________________________ Message 22 ____________________________________ Time: 11:45:25 AM PST US From: "Jack B. Hart" Subject: Re: Kolb-List: 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 > > ________________________________ Message 23 ____________________________________ Time: 12:20:57 PM PST US From: robert bean Subject: Re: Kolb-List: 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: > > > 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 >> >> > > ________________________________ Message 24 ____________________________________ Time: 02:43:22 PM PST US From: ElleryWeld@aol.com Subject: Re: Kolb-List: Brake lines 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 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. ________________________________ Message 25 ____________________________________ Time: 02:52:26 PM PST US Subject: Kolb-List: Re: Engine Installation From: "icrashrc" 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 ________________________________ Message 26 ____________________________________ Time: 03:07:48 PM PST US From: Mike Welch Subject: RE: Kolb-List: Brake lines >>>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 ________________________________ Message 27 ____________________________________ Time: 04:38:46 PM PST US From: Dana Hague Subject: Re: Kolb-List: Brake lines 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. ________________________________ Message 28 ____________________________________ Time: 05:18:59 PM PST US From: ElleryWeld@aol.com Subject: Re: Kolb-List: Brake lines 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. ________________________________ Message 29 ____________________________________ Time: 06:27:23 PM PST US From: "John Hauck" Subject: Re: Kolb-List: 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 ________________________________ Message 30 ____________________________________ Time: 06:34:32 PM PST US From: "John Hauck" Subject: Re: Kolb-List: Brake lines 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 ________________________________ Message 31 ____________________________________ Time: 06:52:46 PM PST US Subject: Kolb-List: Re: Engine Installation From: "JetPilot" 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 ________________________________ Message 32 ____________________________________ Time: 07:00:00 PM PST US Subject: Kolb-List: Re: Engine Installation From: "JetPilot" 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 ________________________________ Message 33 ____________________________________ Time: 07:03:01 PM PST US From: "John Hauck" Subject: Re: Kolb-List: 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 ________________________________ Message 34 ____________________________________ Time: 07:08:06 PM PST US Subject: Kolb-List: Re: parts needed for sync of dual carbs From: "JetPilot" [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 ________________________________ Message 35 ____________________________________ Time: 07:09:57 PM PST US From: "John Hauck" Subject: Re: Kolb-List: 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 ________________________________ Message 36 ____________________________________ Time: 07:21:07 PM PST US Subject: Kolb-List: Re: Darndest thing I ever saw!! From: "ThisOne" 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 ________________________________ Message 37 ____________________________________ Time: 07:24:34 PM PST US From: "John Hauck" Subject: Kolb-List: 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 ________________________________ Message 38 ____________________________________ Time: 07:27:49 PM PST US From: "John Hauck" Subject: Re: Kolb-List: 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 ________________________________ Message 39 ____________________________________ Time: 07:31:32 PM PST US From: "John Hauck" 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 ________________________________ Message 40 ____________________________________ Time: 07:42:44 PM PST US From: "John Hauck" Subject: Re: Kolb-List: 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 ________________________________ Message 41 ____________________________________ Time: 07:43:08 PM PST US From: Dana Hague Subject: Re: Kolb-List: Brake lines 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. ________________________________ Message 42 ____________________________________ Time: 08:10:05 PM PST US Subject: Kolb-List: Re: Darndest thing I ever saw!! From: "ThisOne" 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 ____________________________________ Time: 09:20:18 PM PST US From: "John Hauck" Subject: Kolb-List: Update 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 ____________________________________ Time: 11:15:32 PM PST US From: "Tony Oldman" Subject: Re: Kolb-List: 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" 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 > > > ------------------------------------------------------------------------------------- Other Matronics Email List Services ------------------------------------------------------------------------------------- Post A New Message kolb-list@matronics.com UN/SUBSCRIBE http://www.matronics.com/subscription List FAQ http://www.matronics.com/FAQ/Kolb-List.htm Web Forum Interface To Lists http://forums.matronics.com Matronics List Wiki http://wiki.matronics.com Full Archive Search Engine http://www.matronics.com/search 7-Day List Browse http://www.matronics.com/browse/kolb-list Browse Digests http://www.matronics.com/digest/kolb-list Browse Other Lists http://www.matronics.com/browse Live Online Chat! http://www.matronics.com/chat Archive Downloading http://www.matronics.com/archives Photo Share http://www.matronics.com/photoshare Other Email Lists http://www.matronics.com/emaillists Contributions http://www.matronics.com/contribution ------------------------------------------------------------------------------------- These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.