Today's Message Index:
----------------------
1. 05:34 AM - Re: 582 crank replacement (lucien)
2. 06:15 AM - Re: Rotax 582 cylinder head & Pistons (albertakolbmk3)
3. 06:25 AM - Re: Rotax 582 cylinder head & Pistons (lucien)
4. 06:36 AM - Re: Rotax 582 cylinder head & Pistons (lucien)
5. 07:02 AM - Re: Re: Rotax 582 cylinder head & Pistons (robert bean)
6. 07:55 AM - Re: Fuel system layout (b young)
7. 09:24 AM - Re: Re: Rotax 582 cylinder head & Pistons (Richard & Martha Neilsen)
8. 09:54 AM - Re: Re: Rotax 582 cylinder head & Pistons (robert bean)
9. 11:13 AM - Re: Re: Rotax 582 cylinder head & Pistons (Mike Welch)
10. 11:32 AM - Alternitive Engines (Richard & Martha Neilsen)
11. 06:27 PM - Re: Re: Rotax 582 cylinder head & Pistons (John Hauck)
12. 09:50 PM - Alternitive Kolb Engines (Richard & Martha Neilsen)
13. 10:23 PM - Re: Alternitive Kolb Engines (John Hauck)
Message 1
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Subject: | Re: 582 crank replacement |
albertakolbmk3 wrote:
> I realize that rotax says 300 hours but can a person magnaflux the crank to make
sure it's ok. I know people will argue "what is your life worth" but $1200.00
for a new crank is outrageous! I think rotax uses this fact to their advantage
(scare tactic). I'm pretty sure the original owner never replaced it at 300
hrs. It now has 475 hrs on it. Just want peoples opinions and what they have
done.
>
> thanks,
>
> Tony
There's a fair bit of field experience on this that can help gauge what to do.
Generally, with the 582, the probability of failures with the crank start to increase
significantly after about 300 hours. The 582 is suped up a bit more than
the other air-cooled motors (503 and 447) and the crank is a weaker spot than
on those.
It also depends on how hard the engine is run. The 582 isn't quite as durable at
high power settings as the 503 and especially the 447. So if it lives at 6000+
rpm all the time, for instance, I'd personally make crank replacement required
at 300 hours.
I've seen 582 cranks weld themselves together on the bottom end at as low as 40
or 50 hours, tho that's fairly rare as long as the engine isn't run too hard.
I've seen another come out of the case at 150 hours with almost 10 times the
runout limit on the PTO end (failure was imminent in that instance).
My personal take: If I were running a 582:
- if typical power settings were 6000 rpm + all the time, crank replacement at
300 hours would be required regardless of visible condition (this is an underpowered
or borderline abusive situation, IMO).
- 5400 to 6000, I'd start being more vigilant about keeping landing areas in reach
around the 300 hour mark.
- 5200 to 5400, I wouldn't worry too much about replacement at 300 hours. I'd let
it go to 400 or so.
But that's just my personal take based on what I've seen with the 582 over the
years out in the field. YMMV.
LS
--------
LS
Titan II SS
Read this topic online here:
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Subject: | Re: Rotax 582 cylinder head & Pistons |
I noticed that the piston ring was stuck in its groove on one side of the piston
(both pistons on the same side). I will measure the pistons and see if they
are within tolerance. I noticed some scoring on the intake side (possibly ice???)
I know the previous owner flew in the winter quite a bit. The cylinder walls
look good.
The piston connecting rod bearings I can use off of a 583?
I see ebay they have rebuild kits for the UL582, any good?279.99 for gasket set,
pistons, rings.
Where's the best place to buy parts for these?
Thanks,
Tony
--------
Tony B.
Kolb MKIII C
Rotax 582
C Gearbox 3.00:1
WD 66" 3 Blade Prop
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Subject: | Re: Rotax 582 cylinder head & Pistons |
albertakolbmk3 wrote:
> Where's the best place (cheapest) to buy parts for these engines? Are these identical
to the 583 internally? Can I just buy 583 connecting rod bearings or
wrist pins if it needs them? Anything I should be looking for in particular that
is a known problem area for these engines?
There is no cheap place to buy 582 parts because there are no cheap 582 parts.
Again just speaking personally, I wouldn't put anything other than the correct/OEM
582 parts inside a 582 especially anything having to do with the crank and
pistons. The metallurgy, I'm told, of the sno-mo pistons is different than the
stock Elco ones (these are harder and have a lower expansion rate to help prevent
cold siezures).
Steve Beatty has been rebuilding Rotax cranks for many years, but I have no personal
oexperience with those (I've generally heard good things anecdotally).
Like I said, the crank is the weak spot in the 582 especially the bottom end. For
example, if you were to lay out 447, 503 and 582 cranks on a table side-by-side,
you'd be hard pressed to see any big difference in size (except for the
helical gears on the 582 crank that drive the RV). Yet the power output difference
between the engines is pretty dramatic.
The top end, RV shaft and other parts of the engine generally don't give trouble
and last for a long time.
There was a rumor for a while that Rotax was working on an updated crank for the
582 but that that was apparently dropped after a while. I'd imagine that was
because of the general decline in 2-stroke sales for Rotax. They're probably
putting the lion's share of their cash and R&D into other motors like the 912
series.
Too bad because the 582 is a fantastic running engine with very good power/weight....
LS
--------
LS
Titan II SS
Read this topic online here:
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Subject: | Re: Rotax 582 cylinder head & Pistons |
albertakolbmk3 wrote:
> I noticed that the piston ring was stuck in its groove on one side of the piston
(both pistons on the same side). I will measure the pistons and see if they
are within tolerance. I noticed some scoring on the intake side (possibly ice???)
I know the previous owner flew in the winter quite a bit. The cylinder walls
look good.
> The piston connecting rod bearings I can use off of a 583?
> I see ebay they have rebuild kits for the UL582, any good?279.99 for gasket set,
pistons, rings.
> Where's the best place to buy parts for these?
>
> Thanks,
>
> Tony
The rings on the 2-strokes generally start to stick around the 100 hour mark and
usually in the vicinity of the gap. But they stay free enough to allow the motor
to run normally for a quite a while after that.
But at the 150 hr teardown, it's normal to have at least some sticking of the rings
(a piece of old ring is the best tool to clean out the groove, btw. I still
have some in my 2-stroke toolset).
Scoring on the pistons indicates mild siezures, probably cold siezure from poor
throttle management (lots of idling followed by immediate hammering to wide open
and holding it there). Personally, I probably wouldn't put scored pistons
back in the engine and would practice good throttle technique on the new ones.
Personally (again), I would never put anything into a 582 that came from an uknown
source. It's far cheaper overall to get the OEM parts from a Rotax dealer
- the engine is in a known state after that and you're not banging up the plane
or worse in engine-out/engine-falter situations....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=283905#283905
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Subject: | Re: Rotax 582 cylinder head & Pistons |
Here's a 90hp 1.3 suzuki (4 cyl/4stroke) available from the flygeo
site:
(contact) rdace AT hansoninfosys.com
No decarboning or 300 crankshaft replacement. He's asking $6200
including redrive and some gauges.
BB
On 29, Jan 2010, at 9:34 AM, lucien wrote:
>
>
> albertakolbmk3 wrote:
>> I noticed that the piston ring was stuck in its groove on one side of
the piston (both pistons on the same side). I will measure the pistons
and see if they are within tolerance. I noticed some scoring on the
intake side (possibly ice???) I know the previous owner flew in the
winter quite a bit. The cylinder walls look good.
>> The piston connecting rod bearings I can use off of a 583?
>> I see ebay they have rebuild kits for the UL582, any good?279.99 for
gasket set, pistons, rings.
>> Where's the best place to buy parts for these?
>>
>> Thanks,
>>
>> Tony
>
>
> The rings on the 2-strokes generally start to stick around the 100
hour mark and usually in the vicinity of the gap. But they stay free
enough to allow the motor to run normally for a quite a while after
that.
> But at the 150 hr teardown, it's normal to have at least some sticking
of the rings (a piece of old ring is the best tool to clean out the
groove, btw. I still have some in my 2-stroke toolset).
>
> Scoring on the pistons indicates mild siezures, probably cold siezure
from poor throttle management (lots of idling followed by immediate
hammering to wide open and holding it there). Personally, I probably
wouldn't put scored pistons back in the engine and would practice good
throttle technique on the new ones.
>
> Personally (again), I would never put anything into a 582 that came
from an uknown source. It's far cheaper overall to get the OEM parts
from a Rotax dealer - the engine is in a known state after that and
you're not banging up the plane or worse in engine-out/engine-falter
situations....
>
> LS
>
> --------
> LS
> Titan II SS
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=283905#283905
>
>
>
>
>
>
>
>
>
>
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Subject: | Fuel system layout |
Isn't that the way everyone does it???????????
Do not archive
>>>>>>>>>>>>>>>>>>>>..
That's the way a plumber would do it. ;-)
Boyd Y, who fixed the delta faucet in the pilots lounge at Moab Airport,
Utah, three or four years ago, while waiting for the dust and wind storms to
go somewhere else.
john h
mkIII
I fixed the ball getting stuck in a fitting by cutting a very short piece
of fuel tubing and sliding it in the sight glass tube sidewards.
Boyd Young
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Subject: | Re: Rotax 582 cylinder head & Pistons |
Robert
I'm not the #1 fan of Rotax but isn't that 4 cyl Suzuki kind of heavy?
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: robert bean
To: kolb-list@matronics.com
Sent: Friday, January 29, 2010 10:00 AM
Subject: Re: Kolb-List: Re: Rotax 582 cylinder head & Pistons
Here's a 90hp 1.3 suzuki (4 cyl/4stroke) available from the flygeo
site:
(contact) rdace AT hansoninfosys.com
No decarboning or 300 crankshaft replacement. He's asking $6200
including redrive and some gauges.
BB
On 29, Jan 2010, at 9:34 AM, lucien wrote:
albertakolbmk3 wrote:
I noticed that the piston ring was stuck in its groove on one side
of the piston (both pistons on the same side). I will measure the
pistons and see if they are within tolerance. I noticed some scoring on
the intake side (possibly ice???) I know the previous owner flew in the
winter quite a bit. The cylinder walls look good.
The piston connecting rod bearings I can use off of a 583?
I see ebay they have rebuild kits for the UL582, any good?279.99
for gasket set, pistons, rings.
Where's the best place to buy parts for these?
Thanks,
Tony
The rings on the 2-strokes generally start to stick around the 100
hour mark and usually in the vicinity of the gap. But they stay free
enough to allow the motor to run normally for a quite a while after
that.
But at the 150 hr teardown, it's normal to have at least some
sticking of the rings (a piece of old ring is the best tool to clean out
the groove, btw. I still have some in my 2-stroke toolset).
Scoring on the pistons indicates mild siezures, probably cold
siezure from poor throttle management (lots of idling followed by
immediate hammering to wide open and holding it there). Personally, I
probably wouldn't put scored pistons back in the engine and would
practice good throttle technique on the new ones.
Personally (again), I would never put anything into a 582 that came
from an uknown source. It's far cheaper overall to get the OEM parts
from a Rotax dealer - the engine is in a known state after that and
you're not banging up the plane or worse in engine-out/engine-falter
situations....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=283905#283905
- The Kolb-List -->
&n========================
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Subject: | Re: Rotax 582 cylinder head & Pistons |
According to builder legend it weighs somewhere around 15 lbs more than
the 3 cyl.
If so, then carefully built, it would be about 155-160.
I overlooked the fact that the engine combo I suggested was for a
tractor installation and the redrive
may have a too high thrust line. Some major butchering of the upper
tier of your MkIII may be necessary.
With the G10 on my Kolb, since I made no airframe mods, I could pop it
off and install any factory-ready
engine like a 912 in short order.
BB
On 29, Jan 2010, at 12:20 PM, Richard & Martha Neilsen wrote:
> Robert
>
> I'm not the #1 fan of Rotax but isn't that 4 cyl Suzuki kind of heavy?
>
> Rick Neilsen
> Redrive VW powered MKIIIC
> ----- Original Message -----
> From: robert bean
> To: kolb-list@matronics.com
> Sent: Friday, January 29, 2010 10:00 AM
> Subject: Re: Kolb-List: Re: Rotax 582 cylinder head & Pistons
>
> Here's a 90hp 1.3 suzuki (4 cyl/4stroke) available from the flygeo
site:
> (contact) rdace AT hansoninfosys.com
>
> No decarboning or 300 crankshaft replacement. He's asking $6200
including redrive and some gauges.
> BB
> On 29, Jan 2010, at 9:34 AM, lucien wrote:
>
>>
>>
>> albertakolbmk3 wrote:
>>> I noticed that the piston ring was stuck in its groove on one side
of the piston (both pistons on the same side). I will measure the
pistons and see if they are within tolerance. I noticed some scoring on
the intake side (possibly ice???) I know the previous owner flew in the
winter quite a bit. The cylinder walls look good.
>>> The piston connecting rod bearings I can use off of a 583?
>>> I see ebay they have rebuild kits for the UL582, any good?279.99 for
gasket set, pistons, rings.
>>> Where's the best place to buy parts for these?
>>>
>>> Thanks,
>>>
>>> Tony
>>
>>
>> The rings on the 2-strokes generally start to stick around the 100
hour mark and usually in the vicinity of the gap. But they stay free
enough to allow the motor to run normally for a quite a while after
that.
>> But at the 150 hr teardown, it's normal to have at least some
sticking of the rings (a piece of old ring is the best tool to clean out
the groove, btw. I still have some in my 2-stroke toolset).
>>
>> Scoring on the pistons indicates mild siezures, probably cold siezure
from poor throttle management (lots of idling followed by immediate
hammering to wide open and holding it there). Personally, I probably
wouldn't put scored pistons back in the engine and would practice good
throttle technique on the new ones.
>>
>> Personally (again), I would never put anything into a 582 that came
from an uknown source. It's far cheaper overall to get the OEM parts
from a Rotax dealer - the engine is in a known state after that and
you're not banging up the plane or worse in engine-out/engine-falter
situations....
>>
>> LS
>>
>> --------
>> LS
>> Titan II SS
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=283905#283905
>>
>>
>>
>> - The Kolb-List --> &n=========
==============
>>
>>
>
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.com/Navigator?Kolb-List
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>
href="http://www.matronics.com/contribution">http://www.matronics.com/c
>
>
>
>
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Subject: | Re: Rotax 582 cylinder head & Pistons |
Bob and Rick N.=2C Kolb guys=2C
In my opinion=2C I think the 160 lbs idea for the 1.3L GEO is more than o
ptimistic. When you add things like a radiator=2C coolant=2C hoses=2C redr
ive=2C and such=2C I'd bet you're a lot closer to 190-200 lbs for the 1.3L
GEO. Maybe I'm wrong on the true total weight=2C but I bet the complete pa
ckage comes in closer to 200 lbs than 160. Just my opinion.
In my experience=2C the person who chooses to go with a Suzuki engine com
bo is NOT doing it because of the weight. More than likely=2C he/she is no
t anal about the engine weight=2C but prefers the low fuel consumption=2C 4
cycle engine dependability=2C inexpensive rebuild=2C lower purchase price
=2C etc=2C along with other factors.
As discussed before=2C an auto conversion engine is not for everyone. So
me people are more comfortable with what they feel is a "real" airplane eng
ine. That's understandable=2C because they do get to make their decision
for themselves=2C after all.
But=2C for those that do decide to go with either a GEO=2C VW=2C BMW=2C Y
amaha=2C Subaru=2C and a list of others=2C there are countless hundreds=2C
maybe thousands of pilots that have hundreds of hours of dependable service
from their machines. A dependable=2C fuel efficient auto engine conversio
n is a choice some builders ought to consider.
One more thing...... For some builders (some!!)=2C if they had to wait
until they had the money to buy a new Rotax 912=2C plus shell out 12 grand
for a kit=2C they just wouldn't ever get to build a plane. Although some
of these auto engine conversions aren't exactly cheap=2C many can be had fo
r around $7-8=2C000. This price allows the possibilty of building a plane
to a lot of people. For many=2C it's either this=2C or nothing.
Mike Welch
MkIII CX
From: slyck@frontiernet.net
Subject: Re: Kolb-List: Re: Rotax 582 cylinder head & Pistons
According to builder legend it weighs somewhere around 15 lbs more than the
3 cyl.
If so=2C then carefully built=2C it would be about 155-160.
I overlooked the fact that the engine combo I suggested was for a tractor i
nstallation and the redrive
may have a too high thrust line. Some major butchering of the upper tier o
f your MkIII may be necessary.
With the G10 on my Kolb=2C since I made no airframe mods=2C I could pop it
off and install any factory-ready
engine like a 912 in short order.
BB
On 29=2C Jan 2010=2C at 12:20 PM=2C Richard & Martha Neilsen wrote:
Robert
I'm not the #1 fan of Rotax but isn't that 4 cyl Suzuki kind of heavy?
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: robert bean
Sent: Friday=2C January 29=2C 2010 10:00 AM
Subject: Re: Kolb-List: Re: Rotax 582 cylinder head & Pistons
Here's a 90hp 1.3 suzuki (4 cyl/4stroke) available from the flygeo site:
(contact) rdace AT hansoninfosys.com
No decarboning or 300 crankshaft replacement. He's asking $6200 including
redrive and some gauges.
BB
On 29=2C Jan 2010=2C at 9:34 AM=2C lucien wrote:
albertakolbmk3 wrote:
I noticed that the piston ring was stuck in its groove on one side of the p
iston (both pistons on the same side). I will measure the pistons and see i
f they are within tolerance. I noticed some scoring on the intake side (pos
sibly ice???) I know the previous owner flew in the winter quite a bit. The
cylinder walls look good.
The piston connecting rod bearings I can use off of a 583?
I see ebay they have rebuild kits for the UL582=2C any good?279.99 for gask
et set=2C pistons=2C rings.
Where's the best place to buy parts for these?
Thanks=2C
Tony
The rings on the 2-strokes generally start to stick around the 100 hour mar
k and usually in the vicinity of the gap. But they stay free enough to allo
w the motor to run normally for a quite a while after that.
But at the 150 hr teardown=2C it's normal to have at least some sticking of
the rings (a piece of old ring is the best tool to clean out the groove=2C
btw. I still have some in my 2-stroke toolset).
Scoring on the pistons indicates mild siezures=2C probably cold siezure fro
m poor throttle management (lots of idling followed by immediate hammering
to wide open and holding it there). Personally=2C I probably wouldn't put s
cored pistons back in the engine and would practice good throttle technique
on the new ones.
Personally (again)=2C I would never put anything into a 582 that came from
an uknown source. It's far cheaper overall to get the OEM parts from a Rota
x dealer - the engine is in a known state after that and you're not banging
up the plane or worse in engine-out/engine-falter situations....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=283905#283905
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Subject: | Alternitive Engines |
Robert
That sounds super. A few years ago a guy was putting a 4 cyl Geo (same
engine?) on his Kolb and it weighed some where around 190-200 lbs. Again
that's what I was told. Rotax has a advertised weight of 30-40 lbs less
than my VW but when installed they mysteriously weigh about the same.
Eggenfellner was showing a Honda car 1500cc engine conversion with their
redrive on it at Sebring. They claim 117HP @ 6,600RPM peak (110 @ 5800)
with a weight of 199Lbs. The conversion kit with your engine is $7000
(complete engine $12,000) but that was with the conversion engine laid
down about 45 degrees. Might be less upright?
I made a "major improvement" to the Kolb engine mount to lower the VW
enough to get a good thrust line but mounting a Rotax now would be, lets
say, different.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: robert bean
To: kolb-list@matronics.com
Sent: Friday, January 29, 2010 12:51 PM
Subject: Re: Kolb-List: Re: Rotax 582 cylinder head & Pistons
According to builder legend it weighs somewhere around 15 lbs more
than the 3 cyl.
If so, then carefully built, it would be about 155-160.
I overlooked the fact that the engine combo I suggested was for a
tractor installation and the redrive
may have a too high thrust line. Some major butchering of the upper
tier of your MkIII may be necessary.
With the G10 on my Kolb, since I made no airframe mods, I could pop it
off and install any factory-ready
engine like a 912 in short order.
BB
On 29, Jan 2010, at 12:20 PM, Richard & Martha Neilsen wrote:
Robert
I'm not the #1 fan of Rotax but isn't that 4 cyl Suzuki kind of
heavy?
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: robert bean
To: kolb-list@matronics.com
Sent: Friday, January 29, 2010 10:00 AM
Subject: Re: Kolb-List: Re: Rotax 582 cylinder head & Pistons
Here's a 90hp 1.3 suzuki (4 cyl/4stroke) available from the
flygeo site:
(contact) rdace AT hansoninfosys.com
No decarboning or 300 crankshaft replacement. He's asking $6200
including redrive and some gauges.
BB
On 29, Jan 2010, at 9:34 AM, lucien wrote:
<lstavenhagen@hotmail.com>
albertakolbmk3 wrote:
I noticed that the piston ring was stuck in its groove on one
side of the piston (both pistons on the same side). I will measure the
pistons and see if they are within tolerance. I noticed some scoring on
the intake side (possibly ice???) I know the previous owner flew in the
winter quite a bit. The cylinder walls look good.
The piston connecting rod bearings I can use off of a 583?
I see ebay they have rebuild kits for the UL582, any
good?279.99 for gasket set, pistons, rings.
Where's the best place to buy parts for these?
Thanks,
Tony
The rings on the 2-strokes generally start to stick around the
100 hour mark and usually in the vicinity of the gap. But they stay free
enough to allow the motor to run normally for a quite a while after
that.
But at the 150 hr teardown, it's normal to have at least some
sticking of the rings (a piece of old ring is the best tool to clean out
the groove, btw. I still have some in my 2-stroke toolset).
Scoring on the pistons indicates mild siezures, probably cold
siezure from poor throttle management (lots of idling followed by
immediate hammering to wide open and holding it there). Personally, I
probably wouldn't put scored pistons back in the engine and would
practice good throttle technique on the new ones.
Personally (again), I would never put anything into a 582 that
came from an uknown source. It's far cheaper overall to get the OEM
parts from a Rotax dealer - the engine is in a known state after that
and you're not banging up the plane or worse in engine-out/engine-falter
situations....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=283905#283905
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Message 11
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Subject: | Re: Rotax 582 cylinder head & Pistons |
Hi Gang:
Rick Neilsen does not like Rotax, period. If you do not believe me ask
him. He is a VW guy through and through. He wouldn't fly with a 912ULS
if Rotax gave it to him, delivered and installed, with a little hug and
a kiss to go with it.
However, you would not have believed the reaction I got from Rick when
he flew with me out of Goulding's mile high airstrip at Monument Valley
last year, or a couple a years ago. Even though he is not a #1 fan of
Rotax, he sure had a big grin on his mug when we took off and climbed
steeply out of Gouding's. Not hard for me to tell when someone is
surprised and a little impressed. I may be wrong, but it won't be the
first time, or the last, I am sure of that.
Being a flat land furriner, I was a little impressed with the little
MKIII myself. ;-)
Anxious to get ready and fly to Monument Valley this May.
john hauck
MKIII
Titus, Alabama
I'm not the #1 fan of Rotax but isn't that 4 cyl Suzuki kind of
heavy?
Rick Neilsen
Message 12
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Subject: | Alternitive Kolb Engines |
John
Yes I was impressed with your airplane it flew better than I imagined at
Monument Valley, thanks again for the ride. But Mike Welch summed it up
well. Some people just can't afford the price of a 912 Rotax. My goal is
to lower the cost of safe flying so more people can. If people only buy
Rotax engines the price will sky rocket even more than it already has.
If I sound anti Rotax it is only because Rotax has the market sown up
with maybe the best engine money can buy for the big Kolb airplanes ,
they know it, and they are profiting as much as they can. That makes it
even more important, even for those of you that do buy a Rotax engine,
that there are alternatives.
Your welcome.
Hey John I don't seem have your E-Mail address down here in Florida.
Would you send me a message off list NeilsenRM@comcast.net
Do not archive
Rick Neilsen
Redrive VW Powered MKIIIC
----- Original Message -----
From: John Hauck
To: kolb-list@matronics.com
Sent: Friday, January 29, 2010 9:24 PM
Subject: Re: Kolb-List: Re: Rotax 582 cylinder head & Pistons
Hi Gang:
Rick Neilsen does not like Rotax, period. If you do not believe me
ask him. He is a VW guy through and through. He wouldn't fly with a
912ULS if Rotax gave it to him, delivered and installed, with a little
hug and a kiss to go with it.
However, you would not have believed the reaction I got from Rick when
he flew with me out of Goulding's mile high airstrip at Monument Valley
last year, or a couple a years ago. Even though he is not a #1 fan of
Rotax, he sure had a big grin on his mug when we took off and climbed
steeply out of Gouding's. Not hard for me to tell when someone is
surprised and a little impressed. I may be wrong, but it won't be the
first time, or the last, I am sure of that.
Being a flat land furriner, I was a little impressed with the little
MKIII myself. ;-)
Anxious to get ready and fly to Monument Valley this May.
john hauck
MKIII
Titus, Alabama
I'm not the #1 fan of Rotax but isn't that 4 cyl Suzuki kind of
heavy?
Rick Neilsen
Message 13
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Subject: | Re: Alternitive Kolb Engines |
Rick/Gang:
I understand completely, and was being somewhat facetious in some of my
comments about you and 912 engines.
If I had access to a 4 stroke alternative engine that would provide as
good performance, service, and reliability as the 912 series engines,
for a lot less money, I'd be the first in line to get one.
You guys that are working on alternative engines need to get them
operational and get some hours on them. Make some significant flights.
Fly them to Oshkosh, Lakeland, and other flyins. Show folks you have
something to compete with the performance and reliability of the 912
series engines, by getting out there and doing it. By getting out there
and putting hours and miles on them, you encourage others to do the
same.
john hauck
mkIII
titus, alabama
Yes I was impressed with your airplane it flew better than I imagined
at Monument Valley, thanks again for the ride. But Mike Welch summed it
up well. Some people just can't afford the price of a 912 Rotax. My goal
is to lower the cost of safe flying so more people can.
Rick Neilsen
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