Today's Message Index:
----------------------
1. 12:37 AM - Re: Corrosion in 912 engines (b young)
2. 12:51 AM - Re: Re: Aluminum Fuel Tank for MIII (ross richardson)
3. 05:21 AM - Re: mildew on fabric (cristalclear13)
4. 07:28 AM - Re: Re: Aluminum Fuel Tank for MIII (John Hauck)
5. 07:30 AM - Re: Corrosion in 912 engines (lucien)
6. 07:54 AM - Re: Re: Aluminum Fuel Tank for MIII (b young)
7. 08:11 AM - Re: mildew on fabric (Beauford T)
8. 08:36 AM - Re: mildew on fabric (Richard Girard)
9. 12:20 PM - Back in the air! (grantr)
10. 02:38 PM - Re: Corrosion (russ kinne)
11. 02:56 PM - Re: Re: Aluminum Fuel Tank for MIII (Denny Rowe)
12. 04:11 PM - Re: Re: Rotax Operating Parameters (Dana Hague)
13. 05:03 PM - Flight report (grantr)
14. 05:46 PM - Kolb Twinstar MK II for sale ... (=?ISO-8859-1?Q?No=EBl_Bouchard?=)
15. 05:52 PM - Re: Re: Rotax Operating Parameters (John Hauck)
16. 06:43 PM - electric horz stablizer trim (elleryweld@aol.com)
Message 1
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| Subject: | Corrosion in 912 engines |
I have been considering buying a Mk III Extra that I like but which
currently has a 582 on it and then converting it to a 912. There are a
number of mid time engines for sale but I wonder how long they can sit
without starting to corrode. I have had to replace cams and lifters on
Lycomings that sat too long and would like to avoid it.
Jim Van Laak
>>>>>>>>>>>>>>>..
Jim the time since it has run depends somewhat on what kind of oil used.
a good mineral oil coats better than a full synthetic, and will keep the
rust at bay better. Jim Hefner told me that he bought an engine that had
been poured full of oil after a rebuild YEARS ago, and seemed to be in
perfect condition. So it also will depend on what has been done since it
last run.
Good luck
Boyd Young
Message 2
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| Subject: | Re: Aluminum Fuel Tank for MIII |
I am wanting to build a larger gas tank also but one thing I haven't seen o
r addressed is W&B with more weight being shifted to the rear. I have a Mar
k IIIC with a 912 UL and the factory two 5 gal tanks and had to install th
e adjustable forward horz stablizer brkts for duel flight. I am installing
an electric horz stablizer trim system now so as not to have to change the
pin locations for solo and duel operations. That have you had to do to addr
ess this problem with the larger gas tanks?
> Subject: Kolb-List: Re: Aluminum Fuel Tank for MIII
> From: icrashrc@aol.com
> Date: Tue=2C 26 May 2009 00:49:45 -0700
> To: kolb-list@matronics.com
>
>
> Here's how we did it.
>
> http://www.ill-eagleaviation.com/fuel_tank.htm
>
> --------
> Scott
>
> www.ill-EagleAviation.com
>
> do not archive
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=245368#245368
>
>
>
>
>
>
>
===========
===========
===========
===========
>
>
>
Message 3
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| Subject: | Re: mildew on fabric |
WhiskeyVictor36(at)aol.co wrote:
>
> DampRid. Available in a spray bottle (like a kitchen cleaner) in the paint
department at Lowes and Home Depot.
>
Thanks Bill. I'll have to see if I can find some here.
--------
Cristal Waters
Kolb Mark II Twinstar
Rotax 503 DCSI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=247274#247274
Message 4
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| Subject: | Re: Aluminum Fuel Tank for MIII |
For what it is worth, I have a 25 gal aluminum fuel tank in my mkIII.
Don't know how much the tank weighs, but it carries 150 lbs of fuel. In
addition to that, I carry aprx'ly 125 lbs of gear under the fuel tank in
my cargo compartment. To top it off, I have a 12 lb Maule Tundra
Tailwheel, 8" pneumatic, mounted, in addition to a 912ULS with a 4" prop
extension and a 3 blade WD Prop with nickle steel leading edges.
My mkIII flies well. Extreme testing in every attitude, normal and
unusual, I could think of indicates it does not have an aft cg problem.
Just completed a 60.2 hour flight over 18 days in some of the most
difficult flying conditions I have encountered in 25 years of doing
serious cross country flights in Kolb aircraft. Extreme cross winds,
6500 ft field elevations, 9300 ft density altitude, and dust devils, all
encountered at the same time by three intrepid Kolb mkIII adventurers in
Grants, NM. I might add, my mkIII was at its max gross weight of 1200
lbs during this time frame.
The leading edge of my horizontal stabilizer is positioned below the
standard position in the plans. Experimentation indicates it is now in
a "sweet spot" for best cruise flight with or without a passenger. We
installed adjustable attachments to accomplish this during the
fabrication phase of the fuselage at the Kolb Factory in 1991, along
with the 25 gal fuel tank.
The major difference between my mkIII and a plans built mkIII is
position of the main landing gear, which places the axles 8" forward of
the stock location. This will offset aft cg a tad, but not much at its
location near the cg.
I emphasize, this is how I configured my mkIII and it works great for
me. I don't recommend others follow suit.
john h
mkIII
From: ross richardson
I am wanting to build a larger gas tank also but one thing I haven't
seen or addressed is W&B with more weight being shifted to the rear. I
have a Mark IIIC with a 912 UL and the factory two 5 gal tanks and had
to install the adjustable forward horz stablizer brkts for duel flight.
I am installing an electric horz stablizer trim system now so as not to
have to change the pin locations for solo and duel operations. That have
you had to do to address this problem with the larger gas tanks?
Message 5
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| Subject: | Re: Corrosion in 912 engines |
by0ung(at)brigham.net wrote:
>
> Jim the time since it has run depends somewhat on what kind of oil used
a good mineral oil coats better than a full synthetic, and will keep the rust
at bay better. Jim Hefner told me that he bought an engine that had been
poured full of oil after a rebuild YEARS ago, and seemed to be in perfect condition.
So it also will depend on what has been done since it last run.
>
> Good luck
>
> Boyd Young
>
>
Friend of mine back in TX stored an A-65 by completely submerging the complete
long block in a 55gal barrell of engine oil. He kept it like that for over 10
years while he waited for a plane to put it in.
Finally took it out for checkup and as you might expect there was zero corrosion
anywhere on the engine, it was in same condition as when he dunked it........
Cleanup took a little while tho.......
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=247293#247293
Message 6
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| Subject: | Re: Aluminum Fuel Tank for MIII |
I am wanting to build a larger gas tank also but one thing I haven't seen or
addressed is W&B with more weight being shifted to the rear. I have a Mark
IIIC with a 912 UL and the factory two 5 gal tanks and had to install the
adjustable forward horz stablizer brkts for duel flight. I am installing an
electric horz stablizer trim system now so as not to have to change the pin
locations for solo and duel operations. That have you had to do to address
this problem with the larger gas tanks?
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
I bought the 16 gal alum fuel tank that was a factory option in 1998. when
doing W&B on my mkIIIC I determined the cg of the fuel tank is verrrrry
close to the rear cg limit. When flying solo I am near the rear cg,
from full to empty fuel, the cg does not move more than a quarter inch.
When I am flying with a passenger, my cg is closer to the center of the
range, and as I burn off fuel the cg will creep forward. Even at empty
tanks I am well within the limits, so to answer your question "That have
you had to do to address this problem with the larger gas tanks? " there is
no problem with my set up. Now if your fuel tank installs further aft
than mine does. You will have to do the math.
Boyd young
Message 7
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| Subject: | Re: mildew on fabric |
Miss Cristal:
Before you go spraying calcium chloride (damp-rid) on yer machine, you
might want to take a look at
the MSDS sheet for that particular solution... para 10 of the MSDS is
shown below...I invite your attention to the
last two sentences in the "Incompatibilities" portion.
I have had pretty fair luck using a half and half solution of
isopropyl alcohol and water on stits mildew... as near
as I can determine, it isn't corrosive to the airframe metals and does
not attack the polyfiber products.
Worth what ye paid fer it...
beauford
FF-076
Brandon, FL
-------------MSDS excerpt; Calcium chloride---------------------
10. Stability and Reactivity
Stability:
Stable under ordinary conditions of use and storage. Substance will
pick up moisture from the air and go into solution if exposed in open
containers.
Hazardous Decomposition Products:
Emits toxic chlorine fumes when heated to decomposition. May form
hydrogen chloride in presence of sulfuric or phosphoric acids or with
water at elevated temperatures.
Hazardous Polymerization:
Will not occur.
Incompatibilities:
Methyl vinyl ether, water, zinc, bromine trifluoride, mixtures of
lime and boric acid, barium chloride, and 2-furan percarboxylic acid.
Metals will slowly corrode in aqueous calcium chloride solutions.
Aluminum (and alloys) and yellow brass will be attacked by calcium
chloride.
Conditions to Avoid:
Incompatibles.
--------------------unquote ------------------------------
<cristalclearwaters@gmail.com>
WhiskeyVictor36(at)aol.co wrote:
>
> DampRid. Available in a spray bottle (like a kitchen cleaner)
> in the paint department at Lowes and Home Depot.
>
Thanks Bill. I'll have to see if I can find some here.
--------
Cristal Waters
Kolb Mark II Twinstar
Rotax 503 DCSI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=247274#247274
Message 8
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| Subject: | Re: mildew on fabric |
>From the Poly Fiber manual Appendix H: Dealing with stains: To remove
stains. First try good old Clorox laundry bleach. Work it in with a sponge
the flush with lots of water.While the PF manual is dealing with fuel and
bird stains, I've used dilute Clorox (or any generic bleach) to take black
mold off wall board, stone, and dacron sail cloth. Chlorine kills
everything, even housewives who mix it with ammonia to clean the toilet, so
use it in a well ventilated area or have an air supply.
Rick
On Mon, Jun 8, 2009 at 9:38 AM, Beauford T <beauford173@verizon.net> wrote:
>
> Miss Cristal:
> Before you go spraying calcium chloride (damp-rid) on yer machine, you
> might want to take a look at
> the MSDS sheet for that particular solution... para 10 of the MSDS is
> shown below...I invite your attention to the
> last two sentences in the "Incompatibilities" portion.
>
> I have had pretty fair luck using a half and half solution of
> isopropyl alcohol and water on stits mildew... as near
> as I can determine, it isn't corrosive to the airframe metals and does
> not attack the polyfiber products.
>
> Worth what ye paid fer it...
> beauford
> FF-076
> Brandon, FL
>
> -------------MSDS excerpt; Calcium chloride---------------------
> 10. Stability and Reactivity
> Stability:
> Stable under ordinary conditions of use and storage. Substance will
> pick up moisture from the air and go into solution if exposed in open
> containers.
> Hazardous Decomposition Products:
> Emits toxic chlorine fumes when heated to decomposition. May form
> hydrogen chloride in presence of sulfuric or phosphoric acids or with
> water at elevated temperatures.
> Hazardous Polymerization:
> Will not occur.
> Incompatibilities:
> Methyl vinyl ether, water, zinc, bromine trifluoride, mixtures of
> lime and boric acid, barium chloride, and 2-furan percarboxylic acid.
> Metals will slowly corrode in aqueous calcium chloride solutions.
> Aluminum (and alloys) and yellow brass will be attacked by calcium
> chloride.
> Conditions to Avoid:
> Incompatibles.
> --------------------unquote ------------------------------
>
> <cristalclearwaters@gmail.com>
>
>
> WhiskeyVictor36(at)aol.co wrote:
> >
> > DampRid. Available in a spray bottle (like a kitchen cleaner)
> > in the paint department at Lowes and Home Depot.
> >
>
>
> Thanks Bill. I'll have to see if I can find some here.
>
> --------
> Cristal Waters
> Kolb Mark II Twinstar
> Rotax 503 DCSI
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=247274#247274
>
>
Message 9
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| Subject: | Back in the air! |
March 22nd was the last time I flew my Kolb until yesterday afternoon. WOW nearly
3 months. I was getting a tad worried that I might be rusty and not do too
good. Well to my surprise I did even better than I did on March 22nd. No rust
to report! I have a detailed flight report I am working on to post later. I
took my camera but forgot the mount plate so I couldn't shoot any video :( It
would have been nice to because I did some low level flying over some corn,
peanut, cotton and wheat fields. And even landed on a private grass strip.
I will be listing my kolb for sale soon. I have moved over to gyroplanes. I am
currently training and hope to get my SP add on soon. I already have a gyroplane
so I really don't need 2 aircraft.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=247337#247337
Message 10
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FWIW I used to completely fill a Lycoming 0-360 (on the aircraft)
with regular Aeroshell (mineral) oil, while rotating prop several
times, slowly, for winter 'storage'.
I assume it helped avoid corrosion; made me feel better anyway.
But as Lucien says -- Cleanup took a little while tho.......
Russ K
Message 11
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| Subject: | Re: Aluminum Fuel Tank for MIII |
Boyd,
Does your tank install from behind the seats like the new xtra tank?
I saw Kolbs online video of installing a big tank in the Xtra and was
wondering if the regular Mk-3 had the same option.
Denny Rowe
I bought the 16 gal alum fuel tank that was a factory option in 1998.
when doing W&B on my mkIIIC I determined the cg of the fuel tank is
verrrrry close to the rear cg limit. When flying solo I am near the
rear cg, from full to empty fuel, the cg does not move more than a
quarter inch. When I am flying with a passenger, my cg is closer to
the center of the range, and as I burn off fuel the cg will creep
forward. Even at empty tanks I am well within the limits, so to
answer your question "That have you had to do to address this problem
with the larger gas tanks? " there is no problem with my set up.
Now if your fuel tank installs further aft than mine does. You will
have to do the math.
Boyd young
Message 12
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| Subject: | Re: Rotax Operating Parameters |
At 09:20 PM 6/4/2009, John Hauck wrote:
>Had a Cuyuna ULIIO2 on my Ultrastar. It had 385.0 hours on it...
>Had two Rotax 447 single carb engines. Kept one built on the bench so I
>would not miss air shows. Flew these engines 1135 hours...
Hey John,
What's your take on the relative reliability of the Cuyuna vs. the Rotax
when both are properly maintained? The Cuyunas are notorious, of course,
but I wonder how much of that is due to the aviation world's unfamiliarity
with 2-strokes when the Cuyunas were being produced?
With only about 30 trouble free hours (I don't blame the engine for a
carburetor failure) so far on my UltraStar I can't say myself, but he
Continental in my T-Craft got quiet a couple of times too...
-Dana
--
"640K of computer memory ought to be enough for anybody." - Bill Gates, 1981
Message 13
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I had a great flight Sunday afternoon! This was my 1st flight since March 22nd
in my Kolb. Yikes its been a while! The air was a little choppy but not too
bad. I flew mostly around 400 to 800 feet over some corn, wheat, cotton and peanut
fields. The temp was 85 degrees and it felt much hotter! My clothes were
drenched in sweat a few times setting up and tearing down my plane and taxiing.
Humidity was 59% 68 degrees dew point.
I arrived at the airport at bit after 2pm and the wind was picking up. During this
time I set up my plane which takes about 45 minutes to do. 30 to fold and
15 to fuel up and preflight. After I set it up the wind was still bad, so I fueled
it up and waited to preflight. It would be calm then it would blow full
force. The flags on the FBO would be straight out at times. Also the buzzards
and a hawk were being bounced around side to side in an abrupt manner as they
gained altitude in the thermals. These were good indicators to wait unless I wanted
to get hammered around. So I waited. Around 4 the wind started to calm down.
It would blow slightly then the flags would be dead still. By 4:30, I had
completed my preflight strapped in and taxied to runway 5.
Once I taxied to the hold line I did my final checks on my checklist then made
my call departing runway 5 and then 400 feet later I was in the air climbing out.
I climbed up to 800 feet and flew straight out over a big irrigation field
and flew around it and entered a left down wind for runway 5 at 1000 feet I continued
on the downwind and the turn base and continued to fly over the airport
at 1000 feet and headed for the hobby shop.
I continued on at 1000 feet over a patch of wood toward the hobby shop. Once I
passed the woods, I descended down to 700 to get a closer look at the fields I
was flying over. I gradually descended to 400 as I flew over the private strip.
I continued to head out over a big corn field and made a climbing 180 climbing
from 400 to 700 feet and followed a wood line along a few fields. At this
point I decided I wanted to land at the private strip. This would be my 1st landing
on another airstrip other than my 6000 foot home runway since I finished
training in September 08. Since it had been a while since I flew my plane, nearly
3 months, I decided to head back to my airport and do one landing to make
sure I was not too rusty. The landing was great!
I taxied back to runway 5 made my radio call and broke ground in 400 feet and climbed
to 800 feet. I made my way to the private strip at 800 feet and lined up
with the grass strip. As I approached I backed off the throttle and slowed my
airspeed and started descending. Once I had the field made I pulled back to
idle. As I passed the trees on the end I hit a pretty good bump. This did not
affect my approach to much so I didnt have to add power. I maintained idle all
the way in and made another soft landing. The grass field is a bit easier than
the pavement. The owner was out there mowing the grass. The field was like
a golf course. It was very smooth and the grass was just freshly cut with a reel
(spelling?) mower. I talked to the owner a bit and he checked out my plane.
He liked it and told me to come back when there were more people out there.
After talking with him it was time to head back to the home field. I climbed in
and taxied to the end of his grass strip and proceeded to take off. 400 feet
later I was airborne and climbing. As I passed the shed around 200 feet where
the owner was I gave him a big wave good bye as I ascended. I continued climbing
and began making a 180 turn and flew back over his airstrip on my way back
to my airport. I had reached 1000 feet in a short time and maintained it as
I approached the airport and entered left downwind for runway 5. Then I turned
base and final resulting in another great soft landing to end the days flying.
After taxing back to my trailer, I started to fold my airplane and put it
away in the trailer. 30 minutes later the airplane is secured in its enclosed
trailer safely tucked away from the elements. I am drenched in sweat feeling
like I am going to have a heat stroke.
All in all the waiting, sweating and hard work to get the plane ready was well
worth the exhilarating feeling of leaving the earth and soaring over it at 60
mph!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=247369#247369
Message 14
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| Subject: | Kolb Twinstar MK II for sale ... |
Hello all.
I have decided to sell my Twinstar MK II
For quick sale:
Kolb Twinstar MK II / Rotax 503
Built in 1990. Tot5al time about 650 Hrs.
Both Wings rebuilt in 2004.
Engine has 125 Hrs since complete overhaul.
Some minor repairs to be done. (Lexan winshield, cockpit fabric, seat and
a couple of patches on small holes on wings).
The first who offers $6000 gets it.
Located near Montreal, QC, Canada.
Some pictures available...
You can reach me, Noel, at 514 723 6663
or preferably at: n o e l @ t e l e d a t a . q c . c a
Noel Bouchard
Message 15
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| Subject: | Re: Rotax Operating Parameters |
> What's your take on the relative reliability of the Cuyuna vs. the Rotax
> when both are properly maintained? The Cuyunas are notorious, of course,
> but I wonder how much of that is due to the aviation world's unfamiliarity
> with 2-strokes when the Cuyunas were being produced?
>
> -Dana
Was as good as a Rotax 377.
ULII02 had CDI ignition. Rotax had points (during my day).
ULII02 used Mikuni Carb. Rotax used Bing. I liked the Mikuni better, but
they stopped furnishing carbs for aviation applications.
ULII02 had a base cylinder gasket problem due to milling away too much
material from the cases to lighten the engine. Required frequent base
cylinder gasket replacement which required pulling the engine from the
airframe, pulling heads and cylinders.
Had a PTO end crank bearing seize on a 10 hour ULII02. Cheap Chinese
bearing with nylon cage. Ruined crank when it welded race to crank end.
We were also having piston pin bearing failures on the Rotax's, because of
caged wrist pin bearings.
The ULII02 was a strong running 35 hp. Did a great job on the Ultrastar
with a 50X30 Jim Culver prop.
I was a self taught fixed wing pilot in my Ultrastar. It was a fine
airplane to learn in and enjoy flying. It had some weak points, but overall
was a good little airplane.
john h
mkIII
Message 16
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| Subject: | electric horz stablizer trim |
electric horz stablizer trim
I need to see your electric stabilizer trim controll system can you post
pics and info on this=C2-
=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-
=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-
=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-
=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-
=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-
=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-
=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-
=C2-=C2-=C2-=C2-
Ellery in=C2- Maine working on Mk3 3 Xtra
-----Original Message-----
From: b young <by0ung@brigham.net>
Sent: Mon, 8 Jun 2009 10:53 am
Subject: RE: Kolb-List: Re: Aluminum Fuel Tank for MIII
I am wanting to build a larger gas tank also but one thing I haven't seen
=C2-or addressed is W&B with more weight being shifted to the rear. I ha
ve=C2-a Mark IIIC with a =C2-912 UL=C2-and the factory=C2-two 5 ga
l tanks and had to install the adjustable forward horz stablizer brkts for
duel=C2-flight. I am installing an electric horz stablizer trim system
=C2-now=C2-so as not to have to change the pin locations for solo and
duel=C2-operations. That have you had to do to address this problem wit
h the larger gas tanks?=C2-=C2-=C2-
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>=C2-
=C2-
I bought the 16 gal alum fuel tank that was a factory option in 1998.=C2
-=C2- when doing W&B=C2- on my mkIIIC=C2- I determined=C2- the
cg of t
he fuel tank is verrrrry close to the rear cg limit.=C2- =C2-When flyi
ng solo I am near the rear cg,=C2-=C2-=C2- from full to empty fuel,
=C2-=C2- the cg does not move more than a quarter inch.=C2-=C2- Wh
en I am flying with a passenger,=C2- my cg is closer to the center of th
e range,=C2- and as I burn off fuel the cg will creep forward.=C2-=C2
- Even at empty tanks I am well within the limits,=C2- =C2-so to ans
wer your question =9CThat have you had to do to address this problem
with the larger gas tanks? =9C=C2- there is no problem with my se
t up.=C2-=C2-=C2-=C2-=C2-=C2-=C2- Now if your fuel tank inst
alls further aft than mine does.=C2- You will have to do the math.=C2-
=C2-
Boyd young
=C2-
=C2-
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