---------------------------------------------------------- Kolb-List Digest Archive --- Total Messages Posted Tue 06/16/09: 26 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 01:56 AM - Re: Thank you (pj.ladd) 2. 02:41 AM - Re: Re: Oil Injection... OK to change type??? (pj.ladd) 3. 02:55 AM - Re: ASI (pj.ladd) 4. 02:59 AM - Re: Thank you (dalewhelan) 5. 04:08 AM - Re: ASI (Richard Girard) 6. 04:08 AM - Job opening (william sullivan) 7. 04:54 AM - Re: Spare Prop blade? (Denny Rowe) 8. 05:50 AM - Re: I have a Verner 1400 engine in a Mark III I purchased (JetPilot) 9. 06:35 AM - Re: I have a Verner 1400 engine in a Mark III I purchased (lucien) 10. 06:41 AM - Re: ASI (John Hauck) 11. 06:43 AM - Re: Thank you (frank.goodnight) 12. 07:23 AM - Re: I have a Verner 1400 engine in a Mark III I purchased (Richard & Martha Neilsen) 13. 07:56 AM - Re: Thank you (lucien) 14. 08:44 AM - Micro Tach (Ron @ KFHU) 15. 08:44 AM - Re: Thank you (dalewhelan) 16. 09:08 AM - Re: thank you (william sullivan) 17. 09:18 AM - Re: Micro Tach (Richard Girard) 18. 09:54 AM - Re: Thank you (dalewhelan) 19. 09:57 AM - Re: Thank you (dalewhelan) 20. 01:22 PM - Re: Re: Thank you (John Hauck) 21. 02:04 PM - Re: I have a Verner 1400 engine in a Mark III (Kirby, Dennis CTR USAF AFMC MDA/AL) 22. 05:47 PM - Re: Micro Tach (Ron @ KFHU) 23. 06:04 PM - Re: Re: I have a Verner 1400 engine in a Mark III (Herb) 24. 07:45 PM - Re: Thank you (dalewhelan) 25. 08:35 PM - sweltering summer (cristalclear13) 26. 10:38 PM - Rotax 503 running problem (dalewhelan) ________________________________ Message 1 _____________________________________ Time: 01:56:03 AM PST US From: "pj.ladd" Subject: Re: Kolb-List: Thank you every time I fly I am practicing some kind of drill,>> As should we all. But we don`t. Congrats on a good job Cheers Pat ________________________________ Message 2 _____________________________________ Time: 02:41:36 AM PST US From: "pj.ladd" Subject: Re: Kolb-List: Re: Oil Injection... OK to change type??? I think swearing while you do it qualifies --( no one else seems to have picked it up) Hi Russ My oil change doesn`t make me swear. I have a sort of vacuum pump gismo that drags the oil out of the filler tube. Slowish but clean. Beats fiddling around between the engine and the top of the cabin cage where there is no room.. Good story sent to me this morning. There has been a very pleasant parking warden who has worked outside Bristol Zoo for the last 25 years. 1 for cars. 5 for coaches. Rrecently he did not turn up and eventually the Zoo authorities rang the Bristol Council for a replacement. "Not our responsibility` said the Council "We dont pay him`. "Not ours" said the Zoo "We don`t pay him" Seems that noone paid him. He just turned up and pocketed the parking money, estimated at 400 per day, for 25 years and is now living in Spain.. Heh! heh! heh! Cheers ________________________________ Message 3 _____________________________________ Time: 02:55:15 AM PST US From: "pj.ladd" Subject: Re: Kolb-List: ASI John, thanks for the gen. I assume that you just have a couple of straight tubes projecting from the front of the strut. Questions. How long have you made them.? Have you run the plastic tube internally or just run it up the strut? How have you fixed the assembly to the strut? My thought is to bend the metal tubes through 90 degrees with the leg attached to the plastic tube bound to the strut with a couple of cable ties. Pat ________________________________ Message 4 _____________________________________ Time: 02:59:48 AM PST US Subject: Kolb-List: Re: Thank you From: "dalewhelan" Dana, The local EAA chapter I found has meetings, not during the summer. They have a website that you need to be a member of to see. They have drive in breakfast once in a while at an airport. They have planes in various states of disrepair. I asked at a meeting how many had flyable planes, only the guy that taught me to fly could say yes. They have many reasons why they can't fly, funny, the reasons they give for not flying are the same reasons I have for flying. -------- Dale Whelan 503 powered Firestar II Read this topic online here: http://forums.matronics.com/viewtopic.php?p=248407#248407 ________________________________ Message 5 _____________________________________ Time: 04:08:11 AM PST US Subject: Re: Kolb-List: ASI From: Richard Girard Pat, There's another option you might wish to try that I use on my Mk III and my trike. Both a short section of stiff vinyl tube to connect the short pitot sticking out of the fuselage to an extension that gets it out about 8" into the airstream. If I or someone else hits it it just bends out of the way and then comes back into line when the offending party, usually some cow at a Fly In, removes her haunch. Cheap to try and probably saves you from having to call out the engineering battalion. Rick On Tue, Jun 16, 2009 at 4:54 AM, pj.ladd wrote: > John, > thanks for the gen. > > I assume that you just have a couple of straight tubes projecting from the > front of the strut. > > Questions. How long have you made them.? > Have you run the plastic tube internally or just run it > up the strut? > How have you fixed the assembly to the strut? > > My thought is to bend the metal tubes through 90 degrees with the leg > attached to the plastic tube bound to the strut with a couple of cable ties. > > Pat > > * > > * > > ________________________________ Message 6 _____________________________________ Time: 04:08:11 AM PST US From: william sullivan Subject: Kolb-List: Job opening - Pat- Great story.- There is a way to pay for your Kolb habit.- No a pplication, just show up for work and keep smiling.- No taxes, either.- On a 5 day week it works out to about $2.5 million U.S. over 25 years. - do not archive ------------------------- ------------------------- Bill Sullivan ------------------------- ------------------------- Windsor Locks, Ct. ------------------------- ------------------------- with a large airport and a lot of vacant lots ________________________________ Message 7 _____________________________________ Time: 04:54:56 AM PST US From: "Denny Rowe" Subject: Re: Kolb-List: Spare Prop blade? I'll see if I can figure out how to do that later today. Denny ----- Would it be possible to see a photo of the damaged prop blade? john h mkIII ________________________________ Message 8 _____________________________________ Time: 05:50:56 AM PST US Subject: Kolb-List: Re: I have a Verner 1400 engine in a Mark III I purchased From: "JetPilot" Rotax is far superior to Verner engines, there is a really good reason why Rotax is outselling Verner by about 1000 to 1... You can ignore that fact at your own risk. Just because you don't have a list of differences or know why the Verner is a substandard engine does not change the fact that it is. My thoughts are, its too bad you got stuck with a Verner engine... Would I fly with it ? That would depend on my financial situation. If I could possibly afford a Rotax, I would change the engine. If I could not afford anything else, I might risk flying with the substandard Verner, but I would never forget that fact either, and I would be very careful. 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=248419#248419 ________________________________ Message 9 _____________________________________ Time: 06:35:29 AM PST US Subject: Kolb-List: Re: I have a Verner 1400 engine in a Mark III I purchased From: "lucien" stevesimmons(at)charter.n wrote: > Has anyone had a real engine failure that was caused by the design of the engine, or is the problem like a Chevy vs Ford. (eg Verner vs rotax?) > > My engine has 129 hours on it and there is no entry in the logs as having any problems. I am taking the engine back to the Verner dealer in Florida and we are going over the engine completely. Any thoughts? > Back in my r/c days, when I'd ask the question about what radio/engine/heli etc. to get, the guys would usually say well go out to your local flying field and see what they're flying. Then go and get that. That's actually pretty good advice for our big engines and planes as well. Go out to your local airports and find the stuff that's actually flying through the air. Then, take a look at what's sitting on the ramp or in hangars with a bunch of dust and corrosion on it, flat tires etc. This will give you a pretty good idea of where to start if you want to fly through the air too. When it came to engines, what I found flying all or most of the time was, for 2-strokes, the Rotaxen - 447, 503 and 582 basically all over the place. Most of the rotting stuff had Hirths and various other things that you frequently can't identify. Usually when a Rotax was rotting away it was because of the plane or the owner-op making some kind of mistake on the installation. I.e. I know of one plane (a starlite) that's virtually completely grounded because the owner-op refuses to use a short enough pulse line on its 447, resulting a fuel starvation events every time the plane is flown when it is flown. It sits and rots in a garage now. Another had a 582 equipped plane, but the builder used a muffler mount where the can was supported by a bracket hanging off the starter motor on the mag-end starter. Every 30 or 40 hours or so, the starter housing cracks, grounding the airplane for months until enough money is saved up to repair it. The owner-op has consistently refused to change the mount even after repeated attempts to tell him the design was moronic and the cause of the cracking housing. The plane sits in a hangar now. For 4-strokes on light a/c, I almost universally observe the 912 series on the planes that actually fly. The close 2nd is the jabiru. The VW conversions are a distant third and a few auto conversions here and there. But the ones that crank and crank and crank out the hours year after year are the 912's ahead of all the others. I've never personally seen a Verner equipped plane actually fly through the air, tho I've heard of it happening. But far, far and away, the Rotaxen dominate on light a/c. They have a stranglehold on the market because they actually fly. The parts prices are ridiculously high generally because they don't sell too many of em (except the consumables). Even a set of 503 innards will last for years and years if the engine is setup and run properly. 912's I don't think you can actually wear out..... Just my experience and why I tend to stick with the Rotax. I'd rather let the other guys test fly the other stuff ;). LS -------- LS Titan II SS Read this topic online here: http://forums.matronics.com/viewtopic.php?p=248425#248425 ________________________________ Message 10 ____________________________________ Time: 06:41:53 AM PST US From: "John Hauck" Subject: Re: Kolb-List: ASI Actually, I found a PT-17 pitot/static system when I was building my mkIII, and installed it to the strut using 4 pop rivets. Ran the tubing through the lift strut. It is a single tube aproximately 5" long that incorporates both pitot and static pressure systems. john h mkIII I assume that you just have a couple of straight tubes projecting from the front of the strut. My thought is to bend the metal tubes through 90 degrees with the leg attached to the plastic tube bound to the strut with a couple of cable ties. Pat ________________________________ Message 11 ____________________________________ Time: 06:43:20 AM PST US From: "frank.goodnight" Subject: Re: Kolb-List: Thank you Hi Dale , Sorry to hear about your mishap. Glad you made it through ok without too much damage to your plane or yourself or Rebeka . If your buddy with the nose wheel firestar has e mail please send me his address offlist as I would like to keep in touch with you guys. Frank Goodnight Firestar Brownsville , TX Do not archive. On Jun 15, 2009, at 6:21 PM, dalewhelan wrote: > > > > I would like to thank the members that contribute to this list. > About a year ago I decided to learn to fly. I took lessons and > bought a Firestar II that was 1500 miles from my home. I took my > flying lessons serious because I was planning to fly the plane home > from Missouri to Arizona in July. After I got home I was looking for > a club that could help me to become a better pilot. I found a local > EAA ultralight chapter but they don't fly. I found this board and > read the thoughts and suggestions of the contributors. Almost every > time I fly I am practicing some kind of drill, I think I should, I > only have 100 hours in my Firestar. Last week I saw a post of a guy > taxiing on on wheel. I thought I should be able to control my plane > this well. Next time at the airfield I was doing this in a gusty > crosswind. Yesterday I was practicing emergency proceedures. I was > low, slow, banked, power off, with lots of thermal activity. I > impacted the ground at about 50 indicated and full power. Th! > e plane left gouges in the dirt runway. As I got back in the air my > passenger (got knows why she wants to be there when I practice this > shit) pointed out that which I already knew, My left main was > severely bent. Climb performance was also a bit low, the motor would > not pull full revs. I said I was not sure how I was going to land > this thing, she replied on one wheel. Well I knew that, I just was > not sure if I would come in as slow as possible or as controlled as > possible. I had enough fuel t fly about 2 more hours until the > thermals died down but decided the 10 mph headwind was a good > friend. I buzzed the field to get my friend Greg's attention as the > people at Turf had shut down operations and turned off the radio. > Greg asked how he could help, I said sweep up the pieces. I told > Rebeka how I was going to land. The impact had ripped the brake line > from the right main as well. I said I woould come in a little fast, > land on one wheel with the plane Cross controlled. As I slo! > wed I would further cross control it and fly it on the ground ! > sideways > > . As the right main touched I would have to give more left rudder > and be ready for left brake. I came in and the thermals blew me > around slightly. After I touched down I was yawed a little by a > thermal. Seconds later all was calm, I lifted the right wing higher > and got more crossed up. I slowed and added more left aileron and > right rudder. At what seemed like 20-25 MPH the right wing fell and > I applied more left rudder. The plane came to rest with the right > wingtip about 1 foot off the ground, no contact. My Ivo prop was all > but destroyed from the gravel the tire kicked up and the left wing > looks like it was hit with a shot gun. My bad choices resulted in a > near disaster, my practice resulted in good landing. I forgot who > posted the one wheel taxi video but thank you very much for doing > so. Rebeka has some photos I will post later, by the way, she was > hanging out the left side as much as she could to help, do you now > understand why I call her Ballast? > > -------- > Dale Whelan > 503 powered Firestar II > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=248339#248339 > > ________________________________ Message 12 ____________________________________ Time: 07:23:18 AM PST US From: "Richard & Martha Neilsen" Subject: Re: Kolb-List: I have a Verner 1400 engine in a Mark III I purchased Steve The Verner engine has the potential of being a good engine. I only know of one other on a Kolb and it had a initial problem. Any new engine can have problems even the hallowed Rotax 912 had issues when it was new. I do tend to be a anything but Rotax guy because the company is ripping people off with high prices because they can get away with it. With 129 hours on the engine you are likely to have a good engine. Maintain the engine check or have the oil filer checked for metal from time to time. Keep us informed about your engine. There are a lot of other engine options GEO, VW, BMW, Verner, and maybe even a diesel some day. When you have a over priced product you open the door for others to build a better product and take the market away from them. The door is open hears hopping. GM are you listening. Rick Neilsen Redrive VW Powered MKIIIC - More that $10,000 less than a 912 ----- Original Message ----- From: Steve Simmons To: Kolb-List@matronics.com Sent: Monday, June 15, 2009 6:15 PM Subject: Kolb-List: I have a Verner 1400 engine in a Mark III I purchased Has anyone had a real engine failure that was caused by the design of the engine, or is the problem like a Chevy vs Ford. (eg Verner vs rotax?) My engine has 129 hours on it and there is no entry in the logs as having any problems. I am taking the engine back to the Verner dealer in Florida and we are going over the engine completely. Any thoughts? ________________________________ Message 13 ____________________________________ Time: 07:56:10 AM PST US Subject: Kolb-List: Re: Thank you From: "lucien" dalewhelan wrote: > Dana, > The local EAA chapter I found has meetings, not during the summer. They have a website that you need to be a member of to see. They have drive in breakfast once in a while at an airport. They have planes in various states of disrepair. I asked at a meeting how many had flyable planes, only the guy that taught me to fly could say yes. They have many reasons why they can't fly, funny, the reasons they give for not flying are the same reasons I have for flying. I see this a lot too and a lot of them have had some kind of nasty experience that keeps them out of the plane. Something broke or they doinked the plane or something along these lines. A lot of guys don't recognize that flying isn't (or shouldn't be) a survival exercise. They think they just absolutely have to go up and fly around in those 15G25+ conditions where the stick and rudder pedals are constantly bumping up against their stops just to maintain straight and level or get the airplane down without bending something. This is one of the hardest disciplines to have in aviation I think. The training and peer pressure in this regard is the very worst and you really have to stay on top of it to keep your plane out of the dirt and you in the cockpit only in appropriate conditions. I'm one of these wierdos that doesn't like to fly that close to the edge of control. Im grounded (and sometimes criticized) for that reason a bit more than I probably otherwise would be. I just don't get a charge out pushing it to the limit anymore. Maybe if I were paid more at my job or didn't mind having to call FSDO to get investigated for incidents.... dunno. OTOH, I'm not buying a bunch of parts and doing a bunch of repairs when the weather _is_ nice for an enjoyable flight. The plane amazingly stays together as have all my past planes including my FS II. Nice exchange for little dings in my ego here and there - I'd say I come out on top. Let the brave guys have the convective activity and winds, it's more exciting to watch from the ground anyway ;). Let's be careful out there, LS -------- LS Titan II SS Read this topic online here: http://forums.matronics.com/viewtopic.php?p=248442#248442 ________________________________ Message 14 ____________________________________ Time: 08:44:39 AM PST US From: "Ron @ KFHU" Subject: Kolb-List: Micro Tach I have been working on a project restoring an Ultrlight that has a Cuyuna 430 motor on it. It has a micro Tach that is not displaying because one of the leads a red one is snapped clean off. There is plenty of wire left though. I am loath to screw around with the wires on that motor as I got it to run and its running good and strong. All I want to know is where in the maze of wires am I supposed to hook up the red Micro Tach wire lead to get an RPM reading. I don't know if I really care all that much about the RPM ( I really couldn't give a rats ass ) but since I attached it to the post I wouldn't mind getting some display even if its just a doggie chasing his tail. I may need to go and test fly that rickety contraption in the next few days, any pictures would be real good. Thanks Ron @ KFHU ________________________________ Message 15 ____________________________________ Time: 08:44:56 AM PST US Subject: Kolb-List: Re: Thank you From: "dalewhelan" I got Rebeka's photos -------- Dale Whelan 503 powered Firestar II Read this topic online here: http://forums.matronics.com/viewtopic.php?p=248451#248451 Attachments: http://forums.matronics.com//files/dsc02083_113.jpg ________________________________ Message 16 ____________________________________ Time: 09:08:38 AM PST US From: william sullivan Subject: Kolb-List: Re: thank you - Dale- Wow.- I hope you ran out and bought a lottery ticket.- The wi ng damage didn't show in the photo.- How bad is it?- Looks like it migh t have nose cone damage.- Why did the engine fail to go to full power? - ------------------------- ------------------ Bill Sullivan ------------------------- ------------------ Windsor Locks, Ct. ________________________________ Message 17 ____________________________________ Time: 09:18:11 AM PST US Subject: Re: Kolb-List: Micro Tach From: Richard Girard >From the Tiny tach web site: he Tiny-Tach=99 meter can be mounted in the desired location using either sheet metal screws or by using double sided tape. For best results when using tape, be sure to clean off any dirt, grease and oil from the desired mounting location using a suitable solvent such as denatured alcohol. Find a suitable route to run the pick-up wire to the spark plug wire. It is not critical how the wire is routed. It can be put into existing wire harnesses or wrapped around and taped to metal supports.* Caution: Keep wir e clear of extremely hot engine parts such as the muffler, etc. Wire damage (cuts or burns) will cause the wire to short and your Tiny-Tach=99 will sto p working. Wire damage is not under warranty.* *The red wire should be wrapped around a section of the spark plug wire using 3-4 turns.* Please be certain you do not wrap the red wire too close to the spark plug that engine vibration will allow it to come into direct contact with the metal portion of the spark plug. Most engines have a spark plug cap and will prevent this from happening. After the connections are made, any excess wire can be coiled up and taped to a convenient area. Rick On Tue, Jun 16, 2009 at 10:43 AM, Ron @ KFHU wrote: > > I have been working on a project restoring an Ultrlight that has a Cuyuna > 430 motor on it. It has a micro Tach that is not displaying because one o f > the leads a red one is snapped clean off. There is plenty of wire left > though. I am loath to screw around with the wires on that motor as I got it > to run and its running good and strong. All I want to know is where in th e > maze of wires am I supposed to hook up the red Micro Tach wire lead to ge t > an RPM reading. I don't know if I really care all that much about the RPM ( > I really couldn't give a rats ass ) but since I attached it to the post I > wouldn't mind getting some display even if its just a doggie chasing his > tail. I may need to go and test fly that rickety contraption in the next few > days, any pictures would be real good. > Thanks > Ron @ KFHU > =========== =========== =========== =========== > > ________________________________ Message 18 ____________________________________ Time: 09:54:49 AM PST US Subject: Kolb-List: Re: Thank you From: "dalewhelan" Well as Lucien suggested I was flying at or as evidence suggests, beyond my limits. I was simulating deadstick landings. I was low, slow, banked, and power off. The motor response was immediate, Blame it on many years of tuning 2 stroke roadrace bikes, I was low and slow. I felt no indication of stall and no indication of climb. It happened pretty quick, I may have hit some sink but it was my fault for putting myself there. I avoided wing contact with the ground but gravel went through the left wing via the propeller. -------- Dale Whelan 503 powered Firestar II Read this topic online here: http://forums.matronics.com/viewtopic.php?p=248465#248465 Attachments: http://forums.matronics.com//files/dsc02086_150.jpg ________________________________ Message 19 ____________________________________ Time: 09:57:08 AM PST US Subject: Kolb-List: Re: Thank you From: "dalewhelan" Here is the poor little IVO prop -------- Dale Whelan 503 powered Firestar II Read this topic online here: http://forums.matronics.com/viewtopic.php?p=248470#248470 Attachments: http://forums.matronics.com//files/dsc02089_479.jpg ________________________________ Message 20 ____________________________________ Time: 01:22:38 PM PST US From: "John Hauck" Subject: Re: Kolb-List: Re: Thank you I was flying at or as evidence suggests, beyond my limits. > I was simulating deadstick landings. I was low, slow, banked, and power > off. I was low and slow. I felt no indication of stall > -------- > Dale Whelan Best not performed with passenger on board. john h mkIII ________________________________ Message 21 ____________________________________ Time: 02:04:23 PM PST US Subject: Kolb-List: Re: I have a Verner 1400 engine in a Mark III From: "Kirby, Dennis CTR USAF AFMC MDA/AL" "Steve Simmons" asked: << Has anyone had a real engine failure that was caused by the design of the engine, or is the problem like a Chevy vs Ford. (eg Verner vs rotax?) >> Hi, Steve - welcome to the Kolb List! I also have a Mark-III which I originally built with a Verner-1400 engine. Long story short, the engine (purchased new) gave me severe problems. At 23 hours total time, I switched to a 912ul. The decision had nothing to do with brand preference. I just wanted an engine that worked as advertised, and was reliable. The Verner did not provide those attributes for me. If you search the archives, you'll find all the details that I posted in March 2005. But here is the two-sentence summary of my experience with the Verner: The engine had an unexplainable harmonic vibration that was causing the prop bolts to break after every 6 hours of engine runtime. Consistently. I contacted the engine distributor in Florida several times for help (probably the same fellow you are in contact with), but he had never heard of such a problem on that engine and could not offer a solution. After the third failure (of the prop bolts), I gave up. Distributor would not buy the engine back. So I sold it on Barnstormers (at a loss, of course) and purchased a used 912ul. I guess there is a reason the Verner has not become a mainstream engine for light aircraft. Feel free to contact me off-list, if you'd like more details of my experiences with the Verner engine. I hope you have better luck with the Verner than I did. Regards - Dennis Kirby Cedar Crest, NM Do not archive ________________________________ Message 22 ____________________________________ Time: 05:47:58 PM PST US From: "Ron @ KFHU" Subject: Re: Kolb-List: Micro Tach Thank you very much. I'll coil it tomorrow around the lead, and see if it works. I'll also Google for the site. Ron @ KFHU ==================== ---- Richard Girard wrote: ============ >From the Tiny tach web site: he Tiny-Tach meter can be mounted in the desired location using either sheet metal screws or by using double sided tape. For best results when using tape, be sure to clean off any dirt, grease and oil from the desired mounting location using a suitable solvent such as denatured alcohol. Find a suitable route to run the pick-up wire to the spark plug wire. It is not critical how the wire is routed. It can be put into existing wire harnesses or wrapped around and taped to metal supports.* Caution: Keep wire clear of extremely hot engine parts such as the muffler, etc. Wire damage (cuts or burns) will cause the wire to short and your Tiny-Tach will stop working. Wire damage is not under warranty.* *The red wire should be wrapped around a section of the spark plug wire using 3-4 turns.* Please be certain you do not wrap the red wire too close to the spark plug that engine vibration will allow it to come into direct contact with the metal portion of the spark plug. Most engines have a spark plug cap and will prevent this from happening. After the connections are made, any excess wire can be coiled up and taped to a convenient area. Rick On Tue, Jun 16, 2009 at 10:43 AM, Ron @ KFHU wrote: > > I have been working on a project restoring an Ultrlight that has a Cuyuna > 430 motor on it. It has a micro Tach that is not displaying because one of > the leads a red one is snapped clean off. There is plenty of wire left > though. I am loath to screw around with the wires on that motor as I got it > to run and its running good and strong. All I want to know is where in the > maze of wires am I supposed to hook up the red Micro Tach wire lead to get > an RPM reading. I don't know if I really care all that much about the RPM ( > I really couldn't give a rats ass ) but since I attached it to the post I > wouldn't mind getting some display even if its just a doggie chasing his > tail. I may need to go and test fly that rickety contraption in the next few > days, any pictures would be real good. > Thanks > Ron @ KFHU > =========== =========== =========== =========== > > -- kugelair.com ________________________________ Message 23 ____________________________________ Time: 06:04:11 PM PST US From: Herb Subject: Re: Kolb-List: Re: I have a Verner 1400 engine in a Mark III Wooden prop? Herb At 03:58 PM 6/16/2009, you wrote: >" > > >Steve Simmons" asked: << Has anyone had a real >engine failure that was caused by the design of >the engine, or is the problem like a Chevy vs Ford. (eg Verner vs rotax?) >> > > >Hi, Steve ' welcome to the Kolb List! > >I also have a Mark-III which I originally built >with a Verner-1400 engine. Long story short, >the engine (purchased new) gave me severe >problems. At 23 hours total time, I switched to >a 912ul. The decision had nothing to do with >brand preference. I just wanted an engine that >worked as advertised, and was reliable. The >Verner did not provide those attributes for me. > >If you search the archives, you=92ll find all the >details that I posted in March 2005. But here >is the two-sentence summary of my experience >with the Verner: The engine had an >unexplainable harmonic vibration that was >causing the prop bolts to break after every 6 >hours of engine runtime. Consistently. I >contacted the engine distributor in Florida >several times for help (probably the same fellow >you are in contact with), but he had never heard >of such a problem on that engine and could not >offer a solution. After the third failure (of >the prop bolts), I gave up. Distributor would >not buy the engine back. So I sold it on >Barnstormers (at a loss, of course) and purchased a used 912ul. > >I guess there is a reason the Verner has not >become a mainstream engine for light aircraft. > >Feel free to contact me off-list, if you=92d like >more details of my experiences with the Verner >engine. I hope you have better luck with the Verner than I did. > >Regards ' >Dennis Kirby >Cedar Crest, NM >Do not archive > > ________________________________ Message 24 ____________________________________ Time: 07:45:24 PM PST US Subject: Kolb-List: Re: Thank you From: "dalewhelan" Best not performed with passenger on board. I agree, my passenger does not agree. She too is a motorcycle racing veteran. I am not sure why she wants to be there when I do these things, but she does. She is studying for sport pilot written and when money permits, she too want to get a pilot license. She asks many questions while we fly. -------- Dale Whelan 503 powered Firestar II Read this topic online here: http://forums.matronics.com/viewtopic.php?p=248619#248619 ________________________________ Message 25 ____________________________________ Time: 08:35:05 PM PST US Subject: Kolb-List: sweltering summer From: "cristalclear13" I don't understand this crazy weather. We have been having incredible heat and humidity for two weeks straight now. It usually doesn't start this stuff until July or August and even then the heat index doesn't usually stay in the hundreds this long. Ugh! I couldn't wait any longer to fly though. If the heat isn't going to leave then I just have to fly in the heat. The good thing about flying is the higher you go the cooler you get. Even at 1000 feet this evening it was a nice break from the heat. The air was pretty smooth around 7:30pm. Heat index was over 100 and the density altitude was 2500. It was a nice flight. I headed southeast from the airport and flew over my house and then over the shooting range where my husband and son were having fun with their guns (didn't get too close though) :). There were very few clouds. Then I headed back and after I landed I looked back toward the southeast and saw the big cloud (in the attached picture). It wasn't as close as it looks, but funny how those things can sneak up behind you. The coast was probably getting a big thunderstorm. I stopped at the store and on the drive home got to see an amazing lightning show. I really enjoyed the flight. I love my Kolb! -------- Cristal Waters Kolb Mark II Twinstar Rotax 503 DCSI Read this topic online here: http://forums.matronics.com/viewtopic.php?p=248629#248629 Attachments: http://forums.matronics.com//files/evening_storm_june_16th_190.jpg ________________________________ Message 26 ____________________________________ Time: 10:38:14 PM PST US Subject: Kolb-List: Rotax 503 running problem From: "dalewhelan" I have not yet figured out what is wrong with my friends single carb dual ignition Rotax 503 It recently developed a problem, I am not sure exactly when it happened so it is hard for me to say it happened when this happened to the plane or motor. When he first got it it reved over 7,000 rpm at partial throttle, an immediate re pitch was in order. I had him add about 3 degrees to the 3 blade prop. On the ground it was about 6,000. He flew it and the motor acted up so he landed. I Found it ran on one ignition and not the other. Fouled plugs were found. The case was made that it is OK to lean out your 2stroke airplane, even necessary at times. Idle was OK but just above idle was pretty rich. I installed a smaller needle jet in the VM Mikuni carb. Idle improved, (it is the smoothest idlingg Rotax 503 I have heard) cruise sounded better and fuel burn dropped to about 2.5 gallons per hour. I dropped the main jet a couple sizes and things got better on top. In monument Valley I may have dropped the main jet and played with an air screw. Greg's plane seemed on par with mine. Well back in Phoenix I heard Greg's plane and it sounded off. He said it would not rev. Greg found oil on his prop, it was from a leaking head gasket, which was from not one but 2 broken cylinder studs. After fixing that the problem remained Here is what I have found so far. With a CHT of 200 I apply full throttle and the motor revs to 6000 (static) after the motor hits about 225 it starts to slow. By the time I near 300 it won't rev past about 5,200. If I kill ignition 1 it rev to 4,800. If I kill only ignition 2, it revs to 4,300. If I change the main jet either way it losses power. At idle Ignition 1 killed results in 2,000 rpm while killing only ignition 2 results in about 2,100 rpm idle. The plugs look fine, the resistance values of the caps look good. The motor runs smooth. The full throttle EGT looks low 900 but leaner main jet reduces rpm and richer makes it run rough. Main jet changes are seen on the EGT. Ring end gap looks to be about .015 inch. Carbon buildup looks to be in remission. The motor is running 50:1 on the oil, I run 32:1 with the same oil and have about 90 hours on my plugs. I get the highest EGT when I open the throttle to get about 4,200 rpm and can get a little over 1,000 EGT with CHT below 300. There is no evidence of detonation on the piston or the plugs, the burn back is not real distinct but seems quite safe. I will test the secondary required voltage and see if I get anywhere with that. I am not looking for your basic doctorate dissertation assembled by someone that has never tuned a 2 cycle engine. prefer to keep it practical and applicable. No Time Area Per Unit of Displacement, Brake Mean Effective Pressure, or squish velocity theory needed here. Mechanically the motor feels normal. More or less fuel makes things worse. Makes me lean toward electrical. Has anyone seen this kind of thing before? It is not plugs as changing the plug wires around on the plugs made no difference in how it ran under any condition. Any ideas would be appreciated. -------- Dale Whelan 503 powered Firestar II Read this topic online here: http://forums.matronics.com/viewtopic.php?p=248637#248637 ------------------------------------------------------------------------------------- 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.