Today's Message Index:
----------------------
1. 02:42 AM - Re: pitot (pj.ladd)
2. 03:36 AM - Re: Slingshot home in Buffalo (Thom Riddle)
3. 04:29 AM - Re: Slingshot home in Buffalo (Thom Riddle)
4. 07:47 AM - Weight & Balance for certification of Mark3x (JRatcli256@aol.com)
5. 08:17 AM - Re: Re: Slingshot home in Buffalo (Vic)
6. 08:41 AM - Re: Weight & Balance for certification of Mark3x (Richard & Martha Neilsen)
7. 09:56 AM - Re: Weight & Balance for certification of Mark3x (zeprep251@aol.com)
8. 12:13 PM - Re: Weight & Balance for certification of Mark3x (Richard Girard)
9. 02:35 PM - Re: Weight & Balance for certification of Mark3x (robert bean)
10. 05:00 PM - HKS oil cooler damage (Richard Girard)
11. 05:19 PM - Re: HKS oil cooler damage (John Hauck)
12. 05:34 PM - Re: HKS oil cooler damage (Richard Girard)
13. 06:23 PM - Freak accident (Dave Kulp)
14. 06:24 PM - Re: HKS oil cooler damage (Richard Pike)
15. 07:10 PM - Re: Freak accident (Dana Hague)
16. 07:16 PM - Re: Freak accident (Kip)
17. 07:22 PM - Re: Freak accident (John Hauck)
18. 07:43 PM - Re: Freak accident (Dana Hague)
19. 08:50 PM - Re: HKS oil cooler damage (Larry Cottrell)
20. 09:11 PM - Re: Re: HKS oil cooler damage (Richard Girard)
21. 09:22 PM - Re: Freak accident (Richard Girard)
22. 09:23 PM - Re: HKS oil cooler damage (Richard Girard)
Message 1
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You are a better pilot than me.>>
Ha ha! Well done John. Best joke of the day so far. it is just that I am
so concentrated on that last hundred yards, the height of the hedge,
where the wind is coming from, is a sheep going to run into my path? am
I clear of the electicity pylons etc., that after a quick glance at the
ASI when I close the throttle as I turn finals I don`t have time to
look at the damn thing.
Circuits are fairly informal affairs at my farm strip. There are only
about 9 or 10 of us on hangared there and visitors are few. Apart from
always flying LH circuit everyone plans their own. I usually fly
downwind at around 600ft,check for other traffic, lose about 100/150ft
on the totally curved crosswind component and if everything works right
I should straighten up in line with the strip with throttle closed, nose
down, speed nailed, final glide established.
I do not fly 5 degree `bomber` appoaches. If the engine is going to quit
I do not want to be half a mile from the strip with 200 feet on the
clock. Done that.
Cheers
Pat
Message 2
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| Subject: | Re: Slingshot home in Buffalo |
Chris,
With this prop, the builder says that WOT in straight and level flight is only
3150 rpm. That is a little over propped but not by much.
I'm thinking about eventually going down to 600-6 tires from the current enormous
800-6 tires since I don't land out in the boonies, at least not intentionally
when I have an alternative. I believe that this will result in a big enough
reduction in drag that the current prop may then be able to reach 3300 or at
least a good bit closer to it. It that is the case then I won't be changing the
prop.
The noise from the ground in full power climb seems only a little louder than the
912 engines I'm used to. In the cabin, as long as I keep the RPM below 2700
it is not too bad. Full throttle climb at Vy is about 2950 rpm. My cruise rpm
during my flight home was near constant 2688.
--------
Thom Riddle
Buffalo, NY
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x34
A complex system that works is invariably found to have evolved from a simple system
that works.
- John Gaule
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=255934#255934
Message 3
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| Subject: | Re: Slingshot home in Buffalo |
Coop,
Man, I wish I had known there was a SS under construction at N38 because that IS
where I stopped for fuel enroute home. I was there on Saturday around 2PM, I
think. There was a red-headed guy at the pumps who told me there was a Kolb of
some sort on the field but he didn't know which flavor.
We are not that far apart (1.5 hours in a SS maybe?), so let me know when your
is flying.
Thom in Buffalo
--------
Thom Riddle
Buffalo, NY
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x34
A complex system that works is invariably found to have evolved from a simple system
that works.
- John Gaule
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=255937#255937
Message 4
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| Subject: | Weight & Balance for certification of Mark3x |
The plans for the Mark3x say the bottom of the wing should be at +9 deg.
when doing the W&B.
The form that comes with the certification guide from EAA states the
aircraft should be weighted in level flight attitude.
My question to those who've had their Mark3x inspected ------ What
attitude was used for your certification W&B ?
And if it was level flight attitude, what is the level flight attitude.
John Ratcliffe
**************A Good Credit Score is 700 or Above. See yours in just 2 easy
steps!
=JulystepsfooterNO115)
Message 5
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| Subject: | Re: Slingshot home in Buffalo |
Nice!
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| Subject: | Re: Weight & Balance for certification of Mark3x |
John
The assumption is depending on your speed/density altitude/weight, that
is level flight.
My older MKIIIC W&B plans show the same thing. My plane was inspected
using that guideline. Also you don't show that information on your
weight and balance sheet.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: JRatcli256@aol.com
To: kolb-list@matronics.com
Sent: Tuesday, August 04, 2009 10:44 AM
Subject: Kolb-List: Weight & Balance for certification of Mark3x
The plans for the Mark3x say the bottom of the wing should be at +9
deg. when doing the W&B.
The form that comes with the certification guide from EAA states the
aircraft should be weighted in level flight attitude.
My question to those who've had their Mark3x inspected ------ What
attitude was used for your certification W&B ?
And if it was level flight attitude, what is the level flight
attitude.
John Ratcliffe
-------------------------------------------------------------------------
-----
Message 7
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| Subject: | Re: Weight & Balance for certification of Mark3x |
John,
?Raise the tail until the horizontal is level.That should make the wings at 9 degrees,but
I think the tail is the place to start.
-----Original Message-----
From: Richard & Martha Neilsen <NeilsenRM@comcast.net>
Sent: Tue, Aug 4, 2009 11:39 am
Subject: Re: Kolb-List: Weight & Balance for certification of Mark3x
John
?
The assumption is depending on your speed/density
altitude/weight,?that is level flight.
?
My older MKIIIC W&B plans show the same thing. My plane was inspected
using that guideline. Also you don't show that information on your weight and
balance sheet.
?
Rick Neilsen
Redrive VW powered MKIIIC
?
?
----- Original Message -----
From:
JRatcli256@aol.com
Sent: Tuesday, August 04, 2009 10:44
AM
Subject: Kolb-List: Weight & Balance
for certification of Mark3x
The plans for the Mark3x say the bottom of the wing should be at +9 deg.
when doing the W&B.
?
The form that comes with the certification guide from EAA states the
aircraft should be weighted in level flight attitude.
?
My question to those who've had their Mark3x?inspected ------ What
attitude was used for your certification W&B ?
?
And if it was level flight attitude, what is the level flight
attitude.
?
John Ratcliffe
href="http://www.matronics.com/Navigator?Kolb-List">http://www.matronics.com/Navigator?Kolb-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
Message 8
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| Subject: | Re: Weight & Balance for certification of Mark3x |
If you wanted to do some relatively simple math using the lift coefficient
curve for a relatively thick flat bottomed air foil and the cruise speed of
a Mk III you'd get the right result at an AOA of, wait for it, around 9
degrees.Set it just like the plans say, it works.
Rick Girard
On Tue, Aug 4, 2009 at 11:55 AM, <zeprep251@aol.com> wrote:
> John,
> Raise the tail until the horizontal is level.That should make the wings at
> 9 degrees,but I think the tail is the place to start.
>
>
> -----Original Message-----
> From: Richard & Martha Neilsen <NeilsenRM@comcast.net>
> To: kolb-list@matronics.com
> Sent: Tue, Aug 4, 2009 11:39 am
> Subject: Re: Kolb-List: Weight & Balance for certification of Mark3x
>
> John
>
> The assumption is depending on your speed/density altitude/weight, that is
> level flight.
> My older MKIIIC W&B plans show the same thing. My plane was inspected
> using that guideline. Also you don't show that information on your weight
> and balance sheet.
>
> Rick Neilsen
> Redrive VW powered MKIIIC
>
>
> ----- Original Message -----
> *From:* JRatcli256@aol.com
> *To:* kolb-list@matronics.com
> *Sent:* Tuesday, August 04, 2009 10:44 AM
> *Subject:* Kolb-List: Weight & Balance for certification of Mark3x
>
> The plans for the Mark3x say the bottom of the wing should be at +9 deg.
> when doing the W&B.
>
> The form that comes with the certification guide from EAA states the
> aircraft should be weighted in level flight attitude.
>
> My question to those who've had their Mark3x inspected ------ What attitude
> was used for your certification W&B ?
>
> And if it was level flight attitude, what is the level flight attitude.
>
> John Ratcliffe
>
> ------------------------------
>
> *
>
>
> href="http://www.matronics.com/Navigator?Kolb-List">http://www.matronics.com/Navigator?Kolb-List
>
> href="http://forums.matronics.com">http://forums.matronics.com
>
> href="http://www.matronics.com/contribution">http://www.matronics.com/c
> *
>
> *
>
>
> *
>
> *
>
> *
>
>
Message 9
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| Subject: | Re: Weight & Balance for certification of Mark3x |
The flat bottom doesn't necessarily dictate AOA at cruise. Having
many hours in an aeronca I can attest to the fact that it
cruised on the step with the bottom of the wing pointed slightly
down. Of the features on the Kolb wing that prevents this
are: the thickness max is more forward of the aeronca's NACA 4412
and the nose is much sharper at the bottom of the leading edge.
The piper J3 airfoil is closer with the max thickness position and
the flight characteristics are more like the Kolb, high lift and draggy.
(albeit a delightful low speed craft)
If you want to pick up some cruise speed with very little sacrifice
in other categories, build your Kolb wing with a much more blunt nose.
That will give you more symmetry and better airflow. When you pull
back and point upstairs the wind will take the easy way out and go
underneath.
BB
as Ripley said, believe it or not
On 4, Aug 2009, at 3:12 PM, Richard Girard wrote:
> If you wanted to do some relatively simple math using the lift
> coefficient curve for a relatively thick flat bottomed air foil and
> the cruise speed of a Mk III you'd get the right result at an AOA
> of, wait for it, around 9 degrees.
> Set it just like the plans say, it works.
>
> Rick Girard
>
> On Tue, Aug 4, 2009 at 11:55 AM, <zeprep251@aol.com> wrote:
> John,
> Raise the tail until the horizontal is level.That should make the
> wings at 9 degrees,but I think the tail is the place to start.
>
>
> -----Original Message-----
> From: Richard & Martha Neilsen <NeilsenRM@comcast.net>
> To: kolb-list@matronics.com
> Sent: Tue, Aug 4, 2009 11:39 am
> Subject: Re: Kolb-List: Weight & Balance for certification of Mark3x
>
> John
>
> The assumption is depending on your speed/density altitude/weight,
> that is level flight.
>
> My older MKIIIC W&B plans show the same thing. My plane was
> inspected using that guideline. Also you don't show that
> information on your weight and balance sheet.
>
> Rick Neilsen
> Redrive VW powered MKIIIC
>
>
> ----- Original Message -----
> From: JRatcli256@aol.com
> To: kolb-list@matronics.com
> Sent: Tuesday, August 04, 2009 10:44 AM
> Subject: Kolb-List: Weight & Balance for certification of Mark3x
>
> The plans for the Mark3x say the bottom of the wing should be at +9
> deg. when doing the W&B.
>
> The form that comes with the certification guide from EAA states
> the aircraft should be weighted in level flight attitude.
>
> My question to those who've had their Mark3x inspected ------ What
> attitude was used for your certification W&B ?
>
> And if it was level flight attitude, what is the level flight
> attitude.
>
> John Ratcliffe
>
>
> href="http://www.matronics.com/Navigator?Kolb-List">http://
> www.matronics.com/Navigator?Kolb-List
>
>
> href="http://forums.matronics.com">http://forums.matronics.com
>
> href="http://www.matronics.com/contribution">http://
> www.matronics.com/c
>
>
> get="_blank">http://www.matronics.com/Navigator?Kolb-List
> tp://forums.matronics.com
> _blank">http://www.matronics.com/contribution
>
>
Message 10
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| Subject: | HKS oil cooler damage |
Just a note to the HKS flyers. I found out the hard way today that the HKS
oil cooler is susceptible to cracking around the threaded fittings if it's
mounted too rigidly. I first noted that the spacer on the mounting bolt was
loose and after tightening it I noticed oil around the base of the fitting
and along the top of the cooler. Tightened the hose nut, cleaned the top of
the cooler and went flying. When I landed there was more oil. More cleaning,
another snug up of the nut and more flying. More oil. Cleaned the oil off
again and let stand this time. Pressure still in the system pushed oil out
the crack. Hopefully a TIG welder can fix it or I'll be shopping for a new
oil cooler. Now to figure out a way to suspend the cooler so it doesn't
happen again. Fortunately the Yard Store has a great selection of dampers
and shock mounts.
Rick Girard
Message 11
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| Subject: | Re: HKS oil cooler damage |
My coolers are mounted on four 582 radiator shock mounts.
I tried flying with two on top and hard mounting the bottom with a
couple 6" long 4130 straps. I broke a cooler lug in less than an hour's
flight time.
john h
mkIII
Just a note to the HKS flyers. I found out the hard way today that the
HKS oil cooler is susceptible to cracking around the threaded fittings
if it's mounted too rigidly.
Rick Girard
Message 12
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| Subject: | Re: HKS oil cooler damage |
I have some radiator shock mounts but there's no room for them unless I get
new pipes to the muffler. I'll go out and take a few pics tonight. Maybe
someone on the list can come up with a way I'm not seeing. Thanks John. At
least I got 155 hours before it cracked.
Rick Girard
do not archive
On Tue, Aug 4, 2009 at 7:18 PM, John Hauck <jhauck@elmore.rr.com> wrote:
> My coolers are mounted on four 582 radiator shock mounts.
>
> I tried flying with two on top and hard mounting the bottom with a couple
> 6" long 4130 straps. I broke a cooler lug in less than an hour's flight
> time.
>
> john h
> mkIII
>
>
> Just a note to the HKS flyers. I found out the hard way today that the HKS
> oil cooler is susceptible to cracking around the threaded fittings if it's
> mounted too rigidly.
> Rick Girard
>
>
> *
>
> *
>
>
Message 13
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I had an incident today I'd like to share both as a heads-up, and also
looking for advice.
When I came in today I taxied up to my hanger/trailer. I gave it a
little throttle to get a bit closer and it seemed the engine didn't idle
back when I pulled the throttle back. I put more pressure on the
throttle to close it, and when I did, the engine revved up. Pressing
the heel brakes kept it slow but I couldn't stop it and the right wing
bumped the back of the trailer, putting a flat spot about 1" high by
about 2" wide on the leading edge of my right wing about three and a
half feet from the root.
First, what I found out caused the mishap. Picture the throttle handle;
when you push the throttle forward, the cable comes out of the cable
housing straight forward. When you bring the handle back to idle, the
cable re-enters the cable housing straight back. But when you move the
throttle handle even further back (which is what I did in my sudden
attempt to get the engine back to idle), it begins to pull the cable
back out of the housing, straight down; which pulls the throttle on and
you hit the trailer. To be forewarned...
Now, the fix. There is nothing involved except a misshaped leading
edge. I'm thinking if I get a piece of hardwood turned that I can slip
into the tube from the root, when I reach the dent, I could gently tap
it in and return the leading edge to the proper cylindrical shape. Kind
of like the dies used to return an exhaust pipe to round. The wood is
hard enough to bend the tubing out, but it won't scratch the inside of
the tube as it's reshaping it.
So, what do you think? Any input, cautions, other ideas, etc., will be
enormously appreciated.
Dave Kulp
Bethlehem, PA
FireFly 11DMK
Message 14
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| Subject: | Re: HKS oil cooler damage |
Not sure how your oil cooler mounts so this may not apply, but I have used rubber
exhaust hangars for years to hold up the muffler with no problems. Buy them
at Advance auto parts, grind off the rivet that holds them to the metal hangar
strap, throw away the strap, keep the rubber. Cost about $3 a pair. Replace
every third year.
Richard Pike
MKIII N420P (420ldPoops)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=256069#256069
Attachments:
http://forums.matronics.com//files/582c_140.jpg
Message 15
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| Subject: | Re: Freak accident |
At 09:23 PM 8/4/2009, Dave Kulp wrote:
>...the right wing bumped the back of the trailer, putting a flat spot
>about 1" high by about 2" wide on the leading edge of my right wing about
>three and a half feet from the root... I'm thinking if I get a piece of
>hardwood turned that I can slip into the tube from the root, when I reach
>the dent, I could gently tap it in and return the leading edge to the
>proper cylindrical shape...
Wouldn't the rivets holding the ribs to the leading edge prevent the wood
from going in?
Not sure it's an issue anyay. There's a similar dent on the LE of my
UltraStar, was there when I bought it. Aside from cutting and peeling the
fabric back around it to make sure there was no crack, I haven't worried
about it. There's not a lot of stress on the LE tube anyway (it would be a
very different story on something like a Quicksilver where the LE tube IS
the spar).
Sounds like what you really need is a stop to limit the throttle lever travel.
-Dana
--
"A designer knows he has achieved perfection not when there is nothing
left to add, but when there is nothing left to take away." -Antoine de
Saint-Exup,ry
Message 16
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| Subject: | Re: Freak accident |
Shouldn't the carb spring try to pull the cable back into the housing? Or, perhaps
the cable attatch point is not able to pivot freely at the throttle...?
--------
2000 Firestar II
R503 DCDI
VLS 750
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=256079#256079
Message 17
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| Subject: | Re: Freak accident |
There's not a lot of stress on the LE tube anyway (it would be a
> very different story on something like a Quicksilver where the LE tube IS
> the spar).
> -Dana
Dana:
Might better take another look at the leading edges of your Kolb wings.
I think the leading edges and the first 18 or so inches back to the main
spar carry most of the load of the aircraft.
One of the main reasons I put a lot of emphasis on keeping those little
.028" wall 5/16" ribs in column by insuring there is more than enough
lateral bracing to keep them in column. On your Ultrastar and my long gone
FS, there are/were only 5 of those little guys carrying each wing panel.
The leading edge tube on the Ultrastar was also shipped with .028" wall
tubing.
Old Kolb Company made a tool to push dents out of the leading edge without
dismantling the wing. I put a big dent in the leading edge of my FS when a
windshield split and departed the aircraft in flight. When I made the new
replacement windshield I didn't know it was acrylic. I was told it was
lexan.
john h
mkIII
Message 18
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| Subject: | Re: Freak accident |
At 10:22 PM 8/4/2009, John Hauck wrote:
>Old Kolb Company made a tool to push dents out of the leading edge without
>dismantling the wing...
What did the tool look like, how did it work?
Still, a shallow dent with no sharp creases in the front of the LE won't
have a dramatic effect on the bending strength of the tube in the direction
of the loads it does see. If the dent was on the top or bottom of the
tube, or if there were sharp creases or cracks, I'd be much more concerned.
-Dana
--
"A designer knows he has achieved perfection not when there is nothing
left to add, but when there is nothing left to take away." -Antoine de
Saint-Exup,ry
Message 19
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| Subject: | Re: HKS oil cooler damage |
Would it be possible for you to send me a picture of how you mounted
your cooler, I am having a hard time understanding how it cracked.
Larry
----- Original Message -----
From: Richard Girard
To: kolb-list@matronics.com
Sent: Tuesday, August 04, 2009 5:58 PM
Subject: Kolb-List: HKS oil cooler damage
Just a note to the HKS flyers. I found out the hard way today that the
HKS oil cooler is susceptible to cracking around the threaded fittings
if it's mounted too rigidly. I first noted that the spacer on the
mounting bolt was loose and after tightening it I noticed oil around the
base of the fitting and along the top of the cooler. Tightened the hose
nut, cleaned the top of the cooler and went flying. When I landed there
was more oil. More cleaning, another snug up of the nut and more flying.
More oil. Cleaned the oil off again and let stand this time. Pressure
still in the system pushed oil out the crack. Hopefully a TIG welder can
fix it or I'll be shopping for a new oil cooler. Now to figure out a way
to suspend the cooler so it doesn't happen again. Fortunately the Yard
Store has a great selection of dampers and shock mounts.
Rick Girard
-------------------------------------------------------------------------
-----
Checked by AVG - www.avg.com
08/04/09 18:01:00
Message 20
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|
| Subject: | Re: HKS oil cooler damage |
Richard, Thanks, the cooler shares its mount with that of the muffler using
a through bolt and a spacer to link the top and bottom mounting ears of the
cooler on each side.
Rick Girard
do not archive
On Tue, Aug 4, 2009 at 8:24 PM, Richard Pike <richard@bcchapel.org> wrote:
>
> Not sure how your oil cooler mounts so this may not apply, but I have used
> rubber exhaust hangars for years to hold up the muffler with no problems.
> Buy them at Advance auto parts, grind off the rivet that holds them to the
> metal hangar strap, throw away the strap, keep the rubber. Cost about $3 a
> pair. Replace every third year.
>
> Richard Pike
> MKIII N420P (420ldPoops)
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=256069#256069
>
>
> Attachments:
>
> http://forums.matronics.com//files/582c_140.jpg
>
>
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| Subject: | Re: Freak accident |
John, I'm having difficulty with your concept of " the leading edges and the
first 18 or so inches back to the main spar carry most of the load of the
aircraft" The leading edge is connected to the spar by the ribs but not the
the fuselage or the spar carry through. I just don't see the load path.
Would you elaborate?
Rick Girard
do not archive
On Tue, Aug 4, 2009 at 9:37 PM, Dana Hague <d-m-hague@comcast.net> wrote:
>
> At 10:22 PM 8/4/2009, John Hauck wrote:
>
> Old Kolb Company made a tool to push dents out of the leading edge without
>> dismantling the wing...
>>
>
> What did the tool look like, how did it work?
>
> Still, a shallow dent with no sharp creases in the front of the LE won't
> have a dramatic effect on the bending strength of the tube in the direction
> of the loads it does see. If the dent was on the top or bottom of the tube,
> or if there were sharp creases or cracks, I'd be much more concerned.
>
> -Dana
>
> --
> "A designer knows he has achieved perfection not when there is nothing
> left to add, but when there is nothing left to take away." -Antoine de
> Saint-Exup,ry
>
>
Message 22
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| Subject: | Re: HKS oil cooler damage |
Larry, I attached this pic to my reply to Richard Pike, but it really should
have been here.
On Tue, Aug 4, 2009 at 10:44 PM, Larry Cottrell <lcottrell@fmtcblue.com>wrote:
> Would it be possible for you to send me a picture of how you mounted your
> cooler, I am having a hard time understanding how it cracked.
> Larry
>
> ----- Original Message -----
> *From:* Richard Girard <aslsa.rng@gmail.com>
> *To:* kolb-list@matronics.com
> *Sent:* Tuesday, August 04, 2009 5:58 PM
> *Subject:* Kolb-List: HKS oil cooler damage
>
> Just a note to the HKS flyers. I found out the hard way today that the HKS
> oil cooler is susceptible to cracking around the threaded fittings if it's
> mounted too rigidly. I first noted that the spacer on the mounting bolt was
> loose and after tightening it I noticed oil around the base of the fitting
> and along the top of the cooler. Tightened the hose nut, cleaned the top of
> the cooler and went flying. When I landed there was more oil. More cleaning,
> another snug up of the nut and more flying. More oil. Cleaned the oil off
> again and let stand this time. Pressure still in the system pushed oil out
> the crack. Hopefully a TIG welder can fix it or I'll be shopping for a new
> oil cooler. Now to figure out a way to suspend the cooler so it doesn't
> happen again. Fortunately the Yard Store has a great selection of dampers
> and shock mounts.
> Rick Girard
>
>
> *
>
> href="http://www.matronics.com/Navigator?Kolb-List">http://www.matronics.com/Navigator?Kolb-List
> href="http://forums.matronics.com">http://forums.matronics.com
> href="http://www.matronics.com/contribution">http://www.matronics.com/c*
>
> ------------------------------
> - Release Date: 08/04/09 18:01:00
>
> *
>
> *
>
>
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