Today's Message Index:
----------------------
1. 06:12 AM - ? (russ kinne)
2. 08:58 AM - Re: Re: oil sucked out of my 912 (Richard & Martha Neilsen)
3. 09:21 AM - One for Hauck (Richard Girard)
4. 09:26 AM - Re: Re: oil sucked out of my 912 (John Hauck)
5. 09:34 AM - Re: One for Hauck (John Hauck)
6. 10:47 AM - Re: One for Hauck (robert bean)
7. 02:14 PM - 503 oil injection retrofit (Tom Jones)
8. 02:14 PM - Re: Mark III Classic at sea level ()
9. 03:33 PM - Re: Mark III Classic at sea level (Mike Welch)
10. 04:03 PM - Re: Re: aeronautical charts viewable online - UK (John Brown)
11. 05:59 PM - Re: aeronautical charts viewable online - UK (Thom Riddle)
Message 1
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Are there any Kolbers in the vicinity of Iowa City?
Please reply off-list
Thanx
Russ K
do not archive
Message 2
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Subject: | Re: oil sucked out of my 912 |
John
Agreed it is best not to restrict the gases that get vented by any breather
system but if you can separate the gas from the oil mist that does come out
of my VW it is a good thing. The very low cost breather/oil separator that I
use works very well and allows enough volume of air movement that oil
doesn't find a way out in other areas that had plagued my older VW engines.
Remember there are others putting VWs on Kolbs.
On my direct drive VW I had a long tube that vented this oil mist out the
bottom of the cage along with a lot of nasty looking stuff that would drip
out back in the hanger. I found that adding the long tube the same size as
the breather line tended to restrict the breathing enough that oil would
find its way out of the engine in other areas. Later I removed the long
breather tube and found my oil consumption reduced a bit but my tail
feathers were still well oiled.
I assumed that the high priced Rotax 912 series engines would have solved
this issue and maybe they have by keeping the oil level lower. I was just
surprised to hear others comment about this issue with their 912s.
Rick Neilsen
Redrive VW Powered MKIIIC
----- Original Message -----
From: "John Hauck" <jhauck@elmore.rr.com>
Sent: Saturday, December 05, 2009 11:50 AM
Subject: Re: Kolb-List: Re: oil sucked out of my 912
>
>
> > They make a after market breather kit for VWs (you would find it in a
> dune
>> buggy catalog) for less than $30 that I have one installed on my engine.
>> Rick Neilsen
>
>
> Rick N/Gang:
>
> I was surprised to learn, after putting a few hours on my first 912 in
> 1994, that a lot of waste from the combustion process is dumped out the
> oil tank vent tube. This stuff is nearly clear and looks, feels, and
> smells like a solvent. Also, any condensation in the engine is dumped out
> the vent tube.
>
> I don't want to restrict this vent to keep my airplane tidy. Therefore,
> you'll usually find oil/solvent residue on my prop blades, radiator/oil
> cooler.
>
> One way to keep the airplane cleaner is not overfill the oil tank. Burp
> the crankcase by following the procedure described in the owners manual to
> insure the oil level is correct. If I overfill, which I routinely do, the
> first negative G situation I get into pushes oil to the top of the oil
> tank where crankcase pressure promptly pushes it into the vent tube.
> That really makes a mess.
>
> Normally, it is not a problem if I don't overfill.
>
> john h
> mkIII - Cold and grey at hauck's holler, alabama.
>
>
>
Message 3
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I'm in Seattle visiting the kids. I took my grand daughter to the Museum of
Flight and snapped the pic of the B-47 wing just for John.
Kolb related only in that you can review the entire history of manned
(personed?) flight from DaVinci to the present. Highly recommended.
Rick Girard
do not archive
Message 4
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Subject: | Re: oil sucked out of my 912 |
> I assumed that the high priced Rotax 912 series engines would have solved
> this issue and maybe they have by keeping the oil level lower. I was just
> surprised to hear others comment about this issue with their 912s.
>
> Rick Neilsen
Rick N/Gang:
Not really an issue for our "high priced" Rotax 912 engines.
This solvent looking/smelling fluid needs to be flushed out of the system,
and that is what is happening. It is not that much, a few drops now and
then.
The only time I get oil out of the "oil tank" vent line is when I
accidentally overfill the oil tank during oil changes, and/or experience a
severe down draft or a hard landing.
We use a dry sump crankcase on our engines. Oil is returned to the oil tank
from the crankcase by blowby pressure which is 3 to 5 psi. This also allows
the engine to purge itself of contaminents during this process. I never
realized how much blow by there was in an internal combustion engine until I
went through the Rotax Factory 912 School.
A few years ago, Rotax changed the oil tank dip stick operating range. The
low and high level marks were raised to increase oil capacity. I think this
may aggrevate the problem of negative G's and oil blown out the vent line.
If folks are concerned about oil getting on their airplanes, I think the
vent line catch bottle is a good idea. I don't use one because that is just
one more thing to pay attention to.
Rotax probably could spend a lot of money to develope a new oil tank with
new innards to prevent this from happening, but I don't think it would be
worth the money.
I'm not whining about the problem because it only happens when I goof up and
overfill or get in some pretty violent weather.
An added tidbit: My old Dodge/Cummins engine is a 1992 model. I uses the
old fashioned method of venting crankcase to the atmosphere. During
operation on the highway it is venting gases and solvents to the atmosphere,
just like the 912. After a long hard pull, the Cummins will drip oil and
solvents from the crankcase vent tube.
Guess Rotax could go to a closed crankcase system, but then the little
engine would have to eat all that crud in order to get rid of it.
john h
mkIII
john h
mkIII
Message 5
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Subject: | Re: One for Hauck |
Rick G/Gang:
Thanks for thinking of me. ;-)
B-47 wing is way to big for my mkIII. Besides, the B-47 wing experienced t
he same problems with wing twist as the Kolb Ultrastar. Aileron input caus
es the wing to twist, there by canceling out the aileron input. One of my
old ultralight buddies, a B-47 pilot, gave my EAA Chapter 822 a very inform
ative briefing on his experiences flying that old bird.
>From my poor eyesight, looks like the paint is coming off the leading edge
of the wing or it may be VGs to reattach the air that is disturbed by the e
ngine and its mount.
john h
mkIII
DO NOT ARCHIVE
I'm in Seattle visiting the kids. I took my grand daughter to the Museum
of Flight and snapped the pic of the B-47 wing just for John.
Kolb related only in that you can review the entire history of manned (pe
rsoned?) flight from DaVinci to the present. Highly recommended.
Rick Girard
Message 6
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Subject: | Re: One for Hauck |
One would occasionally taxi from the transient hangar past our ADC hangar. Odd
looking critters, almost a taildragger.
Another strange beast was the RB-57 Canberra which also came past with its unusual
engine sounds.
The rescue group operated the Kaman mixmaster with a fire bottle slung beneath.
It would have made a nice camper machine.
BB
do not archive
On 6, Dec 2009, at 12:19 PM, Richard Girard wrote:
> I'm in Seattle visiting the kids. I took my grand daughter to the Museum of Flight
and snapped the pic of the B-47 wing just for John.
> Kolb related only in that you can review the entire history of manned (personed?)
flight from DaVinci to the present. Highly recommended.
>
> Rick Girard
> do not archive
> <B-47 with VGs.jpg>
Message 7
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Subject: | 503 oil injection retrofit |
I want to install an oil injection system on a 503 DCDI. It has an electric starter
on mag end. There is a hole in the center of the cover plate above the
starter that appears to be for the oil pump drive shaft.
This engine I purchased new in 1994 and it has never had an oil injection installed
on it. There are no holes for the injection in the intake manifolds.
I am wondering how big a job it is and what parts I need and where to find them.
I just figured out that my time would be better spent this winter upgrading my
airplane than trying to fly in the cold weather. Blame it on the sixty's. I'm
60 now and can't stand the cold like I used to.
--------
Tom Jones
Classic IV
503 Rotax, 72 inch Two blade Warp
Ellensburg, WA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=276501#276501
Message 8
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Subject: | Re: Mark III Classic at sea level |
Finally, have N4201G stored and flying at sea level near Sacramento. The Geo engine
is unbelieveably powerful and my cruise seems to be close to 70mph at 5000rpms
wide open throttle. It takes 14 degrees of pitch at the tip of my Ivo
3-blade. I would like to add more pitch, but do not want to get the tips into
a stall mod and create drag. By the way, my 72" dia prop has been cut to 70"
dia. Soon, I will try it all at 16 degrees of pitch and see if the cruise speed
is faster and the wide open throttle is limited to about 4700rpm.
Vic near Sacramento
Message 9
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Subject: | Mark III Classic at sea level |
> Finally=2C have N4201G stored and flying at sea level near Sacramento. Th
e Geo engine is >unbelieveably powerful and my cruise seems to be close to
70mph at 5000rpms wide open >throttle. It takes 14 degrees of pitch at the
tip of my Ivo 3-blade. I would like to add >more pitch=2C but do not want t
o get the tips into a stall mod and create drag. By the way=2C >my 72" dia
prop has been cut to 70" dia. Soon=2C I will try it all at 16 degrees of pi
tch and >see if the cruise speed is faster and the wide open throttle is li
mited to about 4700rpm.
> Vic near Sacramento
Hi Vic=2C
When you describe the pitch on your IvoProp=2C you sound as if it is manu
ally adjusted. Going from 14 degrees to 16 degrees=2C etc=2C etc=2C have y
ou ever turned the blades all the way to "max" to find out what the maximum
pitch is?
The reason I ask is=2C as you know=2C I've installed my own turbocharger
(on my GEO 3 cylinder 1.0L engine). From what I understand from some GEO g
uys that know a heckava lot more than me=2C they believe the HP range may b
e up around 95-100 now (with all the mods).
What I'm getting at is=3B do you think I'll be able to crank the pitch on
my 3 blade 70" Ivoprop w/ elec in-flight adjustment=2C enough?? In other
words=2C will our prop handle a 100 HP engine?
Wuddayathink??
Mike Welch
MkIII CX GEO turbo
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Message 10
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Subject: | Re: aeronautical charts viewable online - UK |
Hi Thom,
Try http://www.memory-map.co.uk/maps_uk_intheair.htm
It's not free, but what is these days?
John Brown
Twinstar MkIII G-MYMI rebuilding
UK - Bedfordshire
do not archive
----- Original Message -----
From: "Thom Riddle" <riddletr@gmail.com>
Sent: Saturday, December 05, 2009 3:38 PM
Subject: Kolb-List: Re: aeronautical charts viewable online - UK
>
> Thanks, Pat. If you ever run across such a thing for UK or the rest of
> Europe, please let me know.
>
> Looks like a marketing opportunity to me for some well funded computer
> geek. I think it would be as appreciated in all of the EU as much as
> SkyVector is in the USA.
>
> do not archive
>
> --------
> Thom Riddle
> Buffalo, NY
> Kolb Slingshot SS-021
> Jabiru 2200A #1574
> Tennessee Prop 64x31
>
> We hang the petty thieves and appoint the great ones to public office.
> - Aesop
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=276305#276305
>
>
>
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Message 11
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Subject: | Re: aeronautical charts viewable online - UK |
Thanks, John.
There are only about 7 VFR charts for the UK so I might get them. My son-in-law
is from Carlisle and I may be making a visit to France and the UK next year.
do not archive.
--------
Thom Riddle
Buffalo, NY
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x31
We hang the petty thieves and appoint the great ones to public office.
- Aesop
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=276525#276525
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