Today's Message Index:
----------------------
1. 06:04 AM - Re: Alternitive Kolb Engines (Thom Riddle)
2. 06:53 AM - Re: Alternitive Kolb Engines (lucien)
3. 07:08 AM - Re: Re: Alternitive Kolb Engines (Jack B. Hart)
4. 07:59 AM - Re: Re: Alternitive Kolb Engines (John Hauck)
5. 08:03 AM - Re: Re: Alternitive Kolb Engines (John Hauck)
6. 08:10 AM - Re: Alternitive Kolb Engines (Thom Riddle)
7. 08:15 AM - Re: Alternitive Kolb Engines (lucien)
8. 08:18 AM - Re: Alternitive Kolb Engines (Thom Riddle)
9. 08:43 AM - Re: Alternitive Kolb Engines (lucien)
10. 08:44 AM - Re: Re: Alternitive Kolb Engines (John Hauck)
11. 08:46 AM - Re: Re: Alternitive Kolb Engines (John Hauck)
12. 08:48 AM - Re: Re: Alternitive Kolb Engines (Herb)
13. 08:48 AM - Re: Re: Alternitive Kolb Engines (frank.goodnight)
14. 08:50 AM - Re: Re: Alternitive Kolb Engines (robert bean)
15. 08:50 AM - After the storm (Richard Girard)
16. 08:51 AM - Re: Alternitive Kolb Engines (lucien)
17. 08:58 AM - Re: Re: Alternitive Kolb Engines (John Hauck)
18. 08:58 AM - Re: Alternitive Kolb Engines (lucien)
19. 09:06 AM - Re: Re: Alternitive Kolb Engines (robert bean)
20. 09:06 AM - Re: Re: Alternitive Kolb Engines (John Hauck)
21. 09:37 AM - Re: Alternitive Kolb Engines (Thom Riddle)
22. 09:51 AM - Re: Alternitive Kolb Engines (Thom Riddle)
23. 09:54 AM - Re: Re: Alternitive Kolb Engines (Mike)
24. 09:56 AM - Re: Re: Alternitive Kolb Engines (John Hauck)
25. 10:07 AM - Re: Alternitive Kolb Engines (lucien)
26. 10:09 AM - Re: Re: Alternitive Kolb Engines (Jack B. Hart)
27. 10:30 AM - Re: Alternitive Kolb Engines (Jason Omelchuck)
28. 10:32 AM - Re: Alternitive Kolb Engines (lucien)
29. 10:41 AM - Re: Alternitive Kolb Engines (Jason Omelchuck)
30. 10:52 AM - Re: Re: Alternitive Kolb Engines (Dana Hague)
31. 10:58 AM - Re: Re: Alternitive Kolb Engines (frank.goodnight)
32. 11:05 AM - Re: Re: Alternitive Kolb Engines (Richard Girard)
33. 11:05 AM - Re: Re: Alternitive Kolb Engines (Richard Girard)
34. 11:06 AM - Re: Re: Alternitive Kolb Engines (Dana Hague)
35. 11:54 AM - 912UL for sale (daniel myers)
36. 12:11 PM - Re: Re: Alternitive Kolb Engines (John Hauck)
37. 12:51 PM - Firefly Kit? (bumhoffer)
38. 12:51 PM - Re: Alternative Kolb engines (Arksey@aol.com)
39. 01:48 PM - Loctite 5910 Black (John Hauck)
40. 02:28 PM - Re: Alternitive Kolb Engines (Jason Omelchuck)
41. 02:47 PM - Re: Re: Alternitive Kolb Engines (John Hauck)
42. 02:52 PM - Re: Loctite 5910 Black (robert bean)
43. 03:08 PM - Re: Re: Alternitive Kolb Engines (Ellery Batchelder Jr)
44. 03:40 PM - Re: Re: Alternitive Kolb Engines: its about prop speed, length and efficiency...Jabs cannot turn long props...Herb (Herb)
45. 03:55 PM - Re: Loctite 5910 Black (Ellery Batchelder Jr)
46. 04:03 PM - Re: Locktite 5910 Black (william sullivan)
47. 04:27 PM - Re: Re: Alternitive Kolb Engines (John Hauck)
48. 04:35 PM - Cracked tail post fix (Jimmy Young)
49. 04:38 PM - Re: Loctite 5910 Black (John Hauck)
50. 04:48 PM - Re: Re: Alternitive Kolb Engines (Richard Girard)
51. 04:57 PM - Re: Cracked tail post fix (John Hauck)
52. 04:58 PM - Re: Loctite 5910 Black/Loctite anerobic sealers are good too! about 16 bucks..Herb (Herb)
53. 05:09 PM - Re: Re: Alternitive Kolb Engines (John Hauck)
54. 05:15 PM - Re: Alternitive Kolb Engines (lucien)
55. 05:19 PM - Re: Loctite 5910 Black/Loctite anerobic sealers are good too! about 16 bucks..Herb (Richard & Martha Neilsen)
56. 05:20 PM - Re: Cracked tail post fix (Larry Cottrell)
57. 05:25 PM - Re: Loctite 5910 Black/Loctite anerobic sealers are good too! about 16 bucks..Herb (John Hauck)
58. 05:47 PM - Re: Cracked tail post fix (Richard & Martha Neilsen)
59. 05:47 PM - I know...Just read the subject line!! :-) (Herb)
60. 06:01 PM - Re: Loctite 5910 Black/Loctite anerobic sealers are good too! about 16 bucks..Herb (Denny Rowe)
61. 06:12 PM - Re: Re: Alternitive Kolb Engines (HShack@aol.com)
62. 06:17 PM - Re: Loctite 5910 Black/Loctite anerobic sealers are good too! about 16 bucks..Herb (Herb)
63. 06:27 PM - Email problem (Herb)
64. 06:39 PM - Re: Loctite 5910 Black (b young)
65. 06:47 PM - Re: Alternitive Kolb Engines (Richard Pike)
66. 06:52 PM - Re: Email problem (Herb)
67. 07:08 PM - Re: Email problem (Herb)
68. 07:11 PM - Re: Email problem (John Hauck)
69. 07:25 PM - Re: Cracked tail post fix (John Hauck)
70. 07:26 PM - Re: Email problem (Herb)
71. 11:09 PM - Re: Firefly for X-Plane, 3 view drawings (Bob Kravis)
Message 1
| INDEX | Back to Main INDEX |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternitive Kolb Engines |
Lucien said: ....In light aircraft 4-strokes, the only competitor I know of that's
approaching that is Jabiru. But they're still working the bugs out, still
some kind of scary problems going on there from what I've been able to gather
about them.....
Having owned several 912UL powered airplanes and now flying a Jabiru 2200 powered
Kolb, I can tell you that the vast majority of the problems you've heard about
regarding the Jabiru engines were self-inflicted by the owners/builders who
did not follow the Jabiru installation and/or operation & maintenance manuals.
Most of the overheating problems occur in fully cowled tractor configurations
in which the cowling exit was not designed/built correctly. If the kit manufacturer
provides a FWF kit, and the builder follows the installation manual,
overheating is a non-issue unless way too much time is spent on the ground. This
is one area that liquid cooling or fan-cooling has a real advantage, whether
the engine is a Jabiru or Lycoming. With my engine hanging out in the breeze
I don't even need an oil cooler to stay in the green in both oil temp and CHT.
One problem found when they went to hydraulic lifters a few years ago was that
they needed a vent in the rocker chamber to improve the oil flow. An SB was issued
which was easily and quickly complied with in the field that corrected that
problem that should have been caught before it was released. I know of no other
big issues that are not largely self-inflicted. Anyone who has been around
Rotax 912 engines for a while knows that you can't treat them like Lycomings
and expect them to last long, and most problems found by owners of 912 engines
have been self-inflicted due to ignorance, just like on Jabirus.
Both Rotax and Jabiru are in a process of continuous design and make periodic changes
to improve the product or reduce the cost to manufacture and support them.
That said, I like the 912UL a little better than the Jabiru 2200, mostly because
of the PSRU which gives lower prop noise at cruise rpm. If propped correctly,
the difference in low speed thrust is not an issue unless you fly in/out of
a really short/tight field, like John H does. BUT the Jabiru does have some advantages
over the 912, which I won't bother to list here. Both are very good engines
if installed and operated properly. Likewise, both can become boat anchor
very quickly if you don't follow the proper procedures.
I admire anyone who is experimenter enough to try unproven engines in their flying
machines. I'm just not one of them.
--------
Thom Riddle
Buffalo, NY
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x31
I believe that banking institutions are more dangerous to our liberties than standing
armies.
- Thomas Jefferson
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=284142#284142
Message 2
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternitive Kolb Engines |
Thom,
Speaking of the Jab again, a couple other problems I've heard about that I still
keep hearing about are high oil consumption in certain (seemingly random?) cases
and problems with fretting where the flywheel attaches to the crankshaft.
I think the latter is with the 2200 but can't remember offhand.
Those are two of the scary things I keep hearing about on the Jab lists that I
havn't heard whether they're resolved or not.
Another is problems with the distributor where there's wearing on the shaft or
something along those lines.
Any ideas or info about those by chance? Obviously, since I'm not an owner I only
have the reports I read on lists and so on to go on and don't have access to
what Jabiru themselves actually have said about it (other than perhaps service
bulletins).
We've corresponded about this already, but when I do eventually decide to build
(a Kolb is one of the planes on the list) the Jab is one of the engines I'm considering
(probably the 2200).
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=284146#284146
Message 3
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternitive Kolb Engines |
At 05:43 AM 1/30/10 -0800, you wrote:
>So.... I hate to say this, but you really do get an awful lot for your 20
grand when you buy a 912 and same with any of the Rotax 2-strokes. Most of
the grunt work as far as installation, running, etc., has already been done
for you.
>
Lucien,
In my experience with two cycle engines, there seems to be plenty of "grunt
work" left. For all the good things that Rotax and others have done to adapt
two cycle engines for aircraft, they have not provided the pilot with a means
for effective engine management. I believe the inability, during flight, to
adjust air fuel mixture is the largest single cause of premature two cycle
engine failure.
Jack B. Hart FF004
Winchester, IN
Message 4
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternitive Kolb Engines |
I believe the inability, during flight, to
> adjust air fuel mixture is the largest single cause of premature two cycle
> engine failure.
>
> Jack B. Hart FF004
Jack H/Gang:
If you and I really knew what the numbers were, I bet there would be far
more engine outs and engine failures caused because the pilot had in flight
manual mixture control. Not only two strokes, but certified aircraft
engines as well. You don't hear about it normally, but a lot of pistons and
valves are burned in Lycomings and Continentals because of overagressive
leaning.
First engine out I experienced was caused by a CPS remote mixture control on
my Cuyuna ULII02 powered Ultrastar, December 1984. The Cuyuna was very
sensitve to main fuel mixture changes. Had a bad habit of shutting down
completely if it went a hair over the rich side, just like hitting the kill
switch.
Seems to me you are more interested in fuel economy than performance, and
that is what drives your desire to lean out your two strokes to the max.
Based on the number of engines you have gone through and the number of hours
flown, you probably still have a lot of experimenting to do before you get
your system simple and reliable. I wish you a great deal of success with
your experiments.
It is very difficult to remember to manage a main fuel mixture control in an
ultralight, whether two or four stroke. One of our Kolb List members
experienced an engine out with a 4 stroke because of mismanagement of a
manual main fuel control.
john h
mkIII
titus, alabama
Message 5
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternitive Kolb Engines |
> That said, I like the 912UL a little better than the Jabiru 2200, mostly
because of the PSRU which gives lower prop noise at cruise rpm. If propped
correctly, the difference in low speed thrust is not an issue unless you fly
in/out of a really short/tight field, like John H does. BUT the Jabiru does
have some advantages over the 912, which I won't bother to list here. Both
are very good engines if installed and operated properly. Likewise, both can
become boat anchor very quickly if you don't follow the proper procedures.
>
> Thom Riddle
Thom R/Gang:
I don't know much about Jabiru engines. Never flew an aircraft powered with
one. I have flown quite a bit with John Williamson when his Kolbra was
Jabiru powered.
Like all direct drive engines I am familiar with, the Jabiru powered Kolbra
was anemic during take off and climb, with about equal cruise speed of my
912ULS powered MKIII. John W and I flew several long cross country flights
together when he still had the Jabiru on the Kolbra. There was no
comparison between take off and climb performance between the two airplanes.
All that changed when he repowered with the 912ULS. We met at Canon City,
Colorado, on the way to Monument Valley, UT. Next morning we took off for
Leadville, CO. John W took off first and I never was able to catch him. He
was about the same breaking ground, but would out climb and out run me from
then on. The 912ULS made a considerable difference in performance. There
was a lot more difference between the two engines than a noisy prop.
I'm not trying to defend the engine I fly nor degrade the engines others
fly. I am interested in learning more about my engine and others. I wish
you would please share with us the advantages you referred to above, of the
Jabiru over the 912.
The New Kolb Aircraft Company tried powering Kolb aircraft with the Jabiru
and the Verner. Neither engine lasted more than part of a season before
they were replaced with the 912ULS. John W went the same route before he
installed the 912ULS. There is a big difference in performance, and so far
there is nothing that will touch a 912 on a MKIII, MKIIIx, Kolbra, and Sling
Shot. Wish I had first hand experience flying with the Jabiru and Verner on
a Kolb, but unfortunately I never had a chance to fly them.
john h
mkIII
titus, alabama
Message 6
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternitive Kolb Engines |
Lucien,
The distributor wear issue is not a big deal. The rotor and the distributor cap
in the automotive distributor needs to be changed out every so often (few hundred
hours) and cost is low at NAPA or other auto parts store. Mine has 243 hours
on it and the original rotors and caps are in great shape.
The fretting at the flywheel connection was in early engines only and the SB on
that requires the now standard dowel pins to be installed AT OVERHAUL if no problems
are encountered before that. My engine is subject to this SB but I've
not had any problems in that area. I believe the 100 hour inspection list includes
re-torquing these attach bolts and suspect that owners have ignored this
bit and that is the reason for the "problem". Installing dowels helps make it
more murphy-proof.
The high oil consumption is mostly an operating issue due to overfilling the sump....
very much like filling a Lycoming O-320 to eight quarts will end up with
about six quarts in short order because the excess will be vented out. Nobody
who has flown an O-320 for awhile (and pays for his own oil) ever fills the
sump past 6 quarts. Filling the Jabiru too high will result in excess oil loss,
not consumption. Some don't understand the difference. I keep my oil level where
it is supposed to be. I drain a small dribble of ugly stuff from the air/oil
separator after each flight or two. In the first 50 hours I flew the Jab (to
oil change) I added no more than 1 quart to keep it at proper level... slightly
more than the 912 but an insignificant amount by air-cooled engine standards.
Recommended oil is semi-synthetic Aeroshell 15W-50 which is about $5.50/quart
and it takes 2 1/2 quarts to fill the sump to proper level.
While we are at it, there have been reports of hard starting in cold weather. The
Jab has a single Bing 94 carb, similar(but not identical) to the Bing 64 on
the 912. Like the Rotax Bing 64, to start in the cold, the enricher must be full
on and the throttle at idle. Again, ignorance is at the root of this so-called
"problem", both for hard starting 912 engines and hard starting Jab engines
in cold weather.
John H said something about someone with a Jab had hard starting on a very damp
morning and had to dry out the distributor caps (if I remember correctly). I've
never had that problem when my Jab sits out overnight in the rain, as long
as I cover the engine (which I do). The morning after relative humidity has been
as high as 95% and it started right up.
Great engine and getting better as continuous design process goes forward.... but
still wish it had a geared prop to reduce the prop noise.
--------
Thom Riddle
Buffalo, NY
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x31
I believe that banking institutions are more dangerous to our liberties than standing
armies.
- Thomas Jefferson
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=284159#284159
Message 7
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternitive Kolb Engines |
jbhart(at)onlyinternet.ne wrote:
>
> Lucien,
>
> In my experience with two cycle engines, there seems to be plenty of "grunt
> work" left. For all the good things that Rotax and others have done to adapt
> two cycle engines for aircraft, they have not provided the pilot with a means
> for effective engine management. I believe the inability, during flight, to
> adjust air fuel mixture is the largest single cause of premature two cycle
> engine failure.
>
> Jack B. Hart FF004
> Winchester, IN
I disagree. Far and away, no in-flight adjustable mixture is more towards the bottom
of the list for engine-out causes rather than the top.
Generally, when the jetting chart is followed for your altitude and temp, mixture
problems are rare, at least those that go to the point of stopping the prop.
True, you do have to compensate for having fixed jetting in your operating practices
(remember you're going to go rich at higher altitudes, no high-speed
descents with the throttle partially open, etc) but fixed jetting by itself I
havn't observed to be a major problem since good 2-stroke practice is easy to
follow.
The major contributors to engine-outs with the 2-strokes include (in my experience
with both my 2-strokes and those of other guys I know who've flown them a
lot):
- overly hard running (you can't run the jeepers out of a 2-stroke like we can
and should our 912's)
- underpowering (leads to the above)
- fuel system maintenance/installation errors
- ignition system installation errors (caused my one/only engine-out with a 2-stroke)
- under or overpropping
- incorrect installation
- other incorrect operating practices for 2-strokes like shock-heating (long descents
followed by immediate full power) and long descents with partially open
throttle, etc.
There was an altitude compensating setup available for the 2-stroke Bings for a
while, but it eventually was discontinued for reasons unknown (probably cost,
it was pretty expensive).
I've heard of some in-flight mixture controls being developed as well, but fro
the little study I did of them there wasn't much in the way of reliable information
about how to actually operate them. Besides, the fixed jetting maintains
the correct CHT/EGT's virtually all the time anyway, so it doesn't sound to me
like a very effective bang/buck option.
My experience with the Rotax 2-strokes has always been bolt-on-and-go-fly. They
give very little trouble as long as the directions are followed and the maint.
is done correctly.
Like I said, the only time the fan stopped turning on a 2-stroke for me was my
447 on my trike. Turned out to be an installation error on my part (mag lead was
bundled in with the ground lead and it shorted in flight, shutting the engine
off).
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=284161#284161
Message 8
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternitive Kolb Engines |
I suspect John W had a very early engine and they were indeed anemic, even in faster
airframes like the Zenith 601. I spoke to a guy in Mexico, MO at the Zenith
open-house in 2001 who had a very early Jab 2200 and he was very unhappy with
that engine performance.
Mine is serial #1574 which is one of the later solid lifter models with many improvements
over the very early models. I get 1,100 fpm climb on a standard day
and about 900 on a very hot day, at Vy which is about 60-65mph. AND my prop (fixed
pitch wood) is something of a cruise prop since it only turns about 3170
rpm at full throttle straight and level flight. Max continuous rpm is 3,300.
As I've said before, the continue to improve the product as does Rotax and anyone
else in the engine business who wants to stay in that business.
--------
Thom Riddle
Buffalo, NY
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x31
I believe that banking institutions are more dangerous to our liberties than standing
armies.
- Thomas Jefferson
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=284162#284162
Message 9
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternitive Kolb Engines |
Thom Riddle wrote:
> Lucien,
>
> The distributor wear issue is not a big deal. The rotor and the distributor cap
in the automotive distributor needs to be changed out every so often (few
hundred hours) and cost is low at NAPA or other auto parts store. Mine has 243
hours on it and the original rotors and caps are in great shape.
>
> The fretting at the flywheel connection was in early engines only and the SB
on that requires the now standard dowel pins to be installed AT OVERHAUL if no
problems are encountered before that. My engine is subject to this SB but I've
not had any problems in that area. I believe the 100 hour inspection list includes
re-torquing these attach bolts and suspect that owners have ignored this
bit and that is the reason for the "problem". Installing dowels helps make it
more murphy-proof.
>
> The high oil consumption is mostly an operating issue due to overfilling the
sump.... very much like filling a Lycoming O-320 to eight quarts will end up with
about six quarts in short order because the excess will be vented out. Nobody
who has flown an O-320 for awhile (and pays for his own oil) ever fills the
sump past 6 quarts. Filling the Jabiru too high will result in excess oil loss,
not consumption. Some don't understand the difference. I keep my oil level
where it is supposed to be. I drain a small dribble of ugly stuff from the air/oil
separator after each flight or two. In the first 50 hours I flew the Jab
(to oil change) I added no more than 1 quart to keep it at proper level... slightly
more than the 912 but an insignificant amount by air-cooled engine standards.
Recommended oil is semi-synthetic Aeroshell 15W-50 which is about $5.50/quart
and it takes 2 1/2 quarts to fill the sump to proper level.
>
> While we are at it, there have been reports of hard starting in cold weather.
The Jab has a single Bing 94 carb, similar(but not identical) to the Bing 64
on the 912. Like the Rotax Bing 64, to start in the cold, the enricher must be
full on and the throttle at idle. Again, ignorance is at the root of this so-called
"problem", both for hard starting 912 engines and hard starting Jab engines
in cold weather.
>
> John H said something about someone with a Jab had hard starting on a very damp
morning and had to dry out the distributor caps (if I remember correctly).
I've never had that problem when my Jab sits out overnight in the rain, as long
as I cover the engine (which I do). The morning after relative humidity has
been as high as 95% and it started right up.
>
> Great engine and getting better as continuous design process goes forward....
but still wish it had a geared prop to reduce the prop noise.
Ok, thanks Thom. The dowel pin mod I've heard of, but hadn't heard any reports
about whether it actually fixed the fretting problem. I also wasn't aware of the
maint. schedule on the distributor (sounds about like what you always had to
do on our old cars so indeed doesn't sound like a big deal as long as you don't
tell the parts dudes at Napa they're going in an a/c engine ;)).
I've looked over some of the SB's issued by Jabiru, which is where I found out
some of these things. but again not being an owner, I'm in the dark on lots of
it.
In my case depending on the plane I eventually decide to build I have the 7000'
MSL altitude issue to deal with too. That'd be the only problem I'd have with
a 2200, the motor I'd most like to go with. The 3300 is too close to the cost
of the 912 to not use the 912 for say a Mark III where it'd be more appropriate
(and I could reuse my 68" Warp Drive which I'm keeping for just such an eventuality
;)).
If I do another FSII it'll get a 503 with my C box and clutch, and a firefly would
go with a 447 (assuming they still make it if I pull that particular trigger).
Anyway, thanks for the info very much appreciated,
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=284163#284163
Message 10
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternitive Kolb Engines |
Thom R/Gang:
> I added no more than 1 quart to keep it at proper level... slightly more
> than the 912
Uh oh! Got to defend my engine now. ;-) This may come as a surprise, but
the Jab uses a lot more oil than my three 912 engines, if it used a quart
between changes. I have never had to top off any of my 912 engines. John
W, who had about 1400 hours on 912 engines never added oil to his.
On my first flight to Alaska, 1994, with my new 912 (back then they were
referred to as 912UL) I carried a spare quart of oil. Hauled it all the way
to North Pole, Alaska. Had flown 100 hours and time to change oil in the
912. Went down to the local NAPA, bought a Fram 3614 and two quarts of
Mobil I. Drained out the old oil and poured in three quarts of Mobil I,
which included my spare quart. Never carried spare oil after than and have
never needed to.
> While we are at it, there have been reports of hard starting in cold
> weather. The Jab has a single Bing 94 carb, similar(but not identical) to
> the Bing 64 on the 912. Like the Rotax Bing 64, to start in the cold, the
> enricher must be full on and the throttle at idle. Again, ignorance is at
> the root of this so-called "problem", both for hard starting 912 engines
> and hard starting Jab engines in cold weather.
I certainly agree with the above. I never had a problem starting a Rotax or
Cuyuna two stroke during cold weather, nor a 912, adherring to the Rotax
prescribed start procedure. Always felt it was unnecessary to install
primers for that reason.
I did have a problem starting my first 912 in 1994, when it was a brand new
engine, but it was not a fuel related problem. I did not know it at the
time, but the factory spark plug gap was too wide. I was fit to be tied. A
brand new four stroke, my first, and it started having "hard start" problems
at Lakeland with only a few hours on the engine. Closed the gap down from
.028 to .020 and never had another problem. With my 912ULS engines, I set
them initially, a tight .025 and never have experienced a hard start
problem.
> John H said something about someone with a Jab had hard starting on a very
> damp morning and had to dry out the distributor caps (if I remember
> correctly).
2003, on our flight to the Outer Banks, John Williamson had condensation in
the distributor caps. Would not fire a lick until he removed and dried out
the cap. Was one of those soppy wet foggy mornings along the coast in NC.
I have had the same problem with inboard boat engines and tractor engines.
Usually a dry rag and a quick wipe inside the cap fixes the problem.
> Great engine and getting better as continuous design process goes
> forward.... but still wish it had a geared prop to reduce the prop noise.
If it was my engine and airplane, I would be more interested in increasing
performance than I would reducing prop noise. The only way to do that is
drive the prop through a gear reduction. Direct drive engines lack
performance on Kolbs. That is a proven fact....
john h
mkIII
Titus, Alabama
Message 11
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternitive Kolb Engines |
> We've corresponded about this already, but when I do eventually decide to
build (a Kolb is one of the planes on the list) the Jab is one of the
engines I'm considering (probably the 2200).
>
> LS
Lucien/Gang:
It is an established fact, direct drive engines grossly degrade performance
on Kolb aircraft, no matter what make engine it is.
However, armed with that knowledge, people still install direct drive
engines on Kolbs.
john h
mkIII
Titus, Alabama
Message 12
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternitive Kolb Engines |
Message 13
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternitive Kolb Engines |
Hi All,
For what it's worth ,I was very interested in the jab 2200 when I
built my firestar 2. I used the HKS instead mainly because I couldn't
make contact with the folks at Jabiru U.S.A in Tenn.
I tried several times , and in my experience they simply would not
answer the contact info from their web site, after trying several
times I gave up on them. I was afraid that with
what I believed was their apparent low level of interest in selling a
jab engine. Their interest would be even lower after the sale if I
needed parts or support. I have since read on
the Zenith list or in the Zenith chat room , I don't remember which
That this is typical of the way they operate, but if you can make
telephone contact with them things seem to smooth out.
I'm happy with the HKS but the 20 extra ponies would be nice
especially if I get to do some flying in the western mountains this
year as I hope to . Rotax would always be my first choice
if I had unlimited $$$.
Frank Goodnight
Firestar 2
HKS 125 hrs ---not flying much tooooo cold.
Brownsville , TX
On Jan 31, 2010, at 8:50 AM, lucien wrote:
>
> Thom,
>
> Speaking of the Jab again, a couple other problems I've heard about
> that I still keep hearing about are high oil consumption in certain
> (seemingly random?) cases and problems with fretting where the
> flywheel attaches to the crankshaft. I think the latter is with the
> 2200 but can't remember offhand.
>
> Those are two of the scary things I keep hearing about on the Jab
> lists that I havn't heard whether they're resolved or not.
>
> Another is problems with the distributor where there's wearing on
> the shaft or something along those lines.
>
> Any ideas or info about those by chance? Obviously, since I'm not an
> owner I only have the reports I read on lists and so on to go on and
> don't have access to what Jabiru themselves actually have said about
> it (other than perhaps service bulletins).
>
> We've corresponded about this already, but when I do eventually
> decide to build (a Kolb is one of the planes on the list) the Jab is
> one of the engines I'm considering (probably the 2200).
>
> LS
>
> --------
> LS
> Titan II SS
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=284146#284146
>
>
Message 14
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternitive Kolb Engines |
> Although reluctant to step on anyone's feelings here, the lean
mixture/burned valves myth has been put to rest some
time back. I have read a couple of very well done articles debunking
the idea, yet it lives on.
This obviously does not concern 2 strokes.
If this were a fact no one would have ever been instructed in the art of
leaning a carb out at altitude for best efficiency cruise.
as they say, "you can look it up" :)
BB
> warmed up to a sweltering 20F. I'm taking the pooch for a hike.
>
>
>
>
>
Message 15
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
After a beautiful day following the storm on Friday, Sunday has brought
freezing fog and overcast. Even the little guy in the wind indicator is
staying put. If he had a Jotax with mixture madness I'm sure he'd be
airborne. Really.
Rick Girard
do not archive
Message 16
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternitive Kolb Engines |
John Hauck wrote:
>
> Jack H/Gang:
>
> If you and I really knew what the numbers were, I bet there would be far
> more engine outs and engine failures caused because the pilot had in flight
> manual mixture control. Not only two strokes, but certified aircraft
> engines as well. You don't hear about it normally, but a lot of pistons and
> valves are burned in Lycomings and Continentals because of overagressive
> leaning.
>
Took the words exactly right out of my mouth....
A long time ago we had a guy on here insisting that tweaking the mixture to the
nth degree as they do on racing bikes was a major omission in the operating practices
of 2-strokes on airplanes. Don't remember exactly how the conversation
went, but I've since often wondered how he ever came out with that particular
idea on his aircraft 2-stroke. Would have been interesting data to have obtained.
One thing about a 2-stroke - they're primarily fuel cooled especially at high power
settings. So they _have_ to run rich at those power levels in order to run
reliably when cranking a prop just to maintain operating temperature. The main
compromise being fuel consumption and power output, but the tradeoff is necessary
to keep the fan turning.
Like I said before, the Rotax jetting chart _alone_ is worth the cost of the engine
if you otherwise don't know how to jet the engine. Also, when you DO know
how to jet a Rotax 2-stroke, you usually end up at what the jetting chart already
recommends for your alt. and temp. Strange but true.
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=284165#284165
Message 17
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternitive Kolb Engines |
> Mine is serial #1574 which is one of the later solid lifter models with
many improvements over the very early models. I get 1,100 fpm climb on a
standard day and about 900 on a very hot day, at Vy which is about 60-65mph.
AND my prop (fixed pitch wood) is something of a cruise prop since it only
turns about 3170 rpm at full throttle straight and level flight. Max
continuous rpm is 3,300.
>
> As I've said before, the continue to improve the product as does Rotax and
> anyone else in the engine business who wants to stay in that business.
>
> --------
> Thom Riddle
Thom R/Gang:
You can easily double that performance with a 912ULS. The difference is
putting the power to work, making the best connection between prop and the
atmosphere.
I put a lot of hours on Factory Sling Shots powered with 582, 912UL, and
912ULS. Even with the 582 driving the prop through a gear box, the Sling
Shot was a virtual hot rod. I once amazed a video photographer during a
ride in the back seat (???) of the original Kolb Factory Sling Shot. He had
a large video camera like the old mid-1990 versions. It was so big he had
to rest the forward part of the camera on my shoulder. He was also the
first passenger I flew in a Sling Shot. I will have to admit, I did keep
looking at those short stubby wings and wonder if they would actually fly
us. SS did a great job of flying two up. In fact, the aircraft felt better
to me with the additonal weight. We chased cows, aligators, and anything
else that got in our way south of Lakeland. The little airplane really
surprised me, and this was with a 582. The secret is the gear box and big
prop.
john h
mkIII
Titus, Alabama
Message 18
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternitive Kolb Engines |
John Hauck wrote:
>
> Lucien/Gang:
>
> It is an established fact, direct drive engines grossly degrade performance
> on Kolb aircraft, no matter what make engine it is.
>
> However, armed with that knowledge, people still install direct drive
> engines on Kolbs.
>
> john h
> mkIII
> Titus, Alabama
Sorry, not being clear. I meant if it were a different plane.
If I go with another Kolb and it ends up being a Mark III, it'll get a 912 series
by default. Plus I already have an ideal prop to use for it.
For an FS II I wouldn't even consider anything other than a 503...
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=284176#284176
Message 19
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternitive Kolb Engines |
-Not one of the articles I had referred to but interesting anyway:
http://www.avweb.com/news/pelican/182155-1.html
On 31, Jan 2010, at 11:35 AM, robert bean wrote:
>> Although reluctant to step on anyone's feelings here, the lean
mixture/burned valves myth has been put to rest some
> time back. I have read a couple of very well done articles debunking
the idea, yet it lives on.
> This obviously does not concern 2 strokes.
> If this were a fact no one would have ever been instructed in the art
of leaning a carb out at altitude for best efficiency cruise.
> as they say, "you can look it up" :)
> BB
>> warmed up to a sweltering 20F. I'm taking the pooch for a hike.
>
>
http://www.matronics==================
======http://www.matronics.com/co==========
======
>
>
>
>
>
>
>
Message 20
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternitive Kolb Engines |
----- > On my first flight to Alaska, 1994, with my new 912 (back then they
were
> referred to as 912UL) I carried a spare quart of oil.
Sorry, Gang:
Got my info back asswards.
The above should have read, "(back then they were referred to as 912 without
the UL).
My fingers type faster than my mind functions, but that is pretty easy to
do.
john h
mkIII
Titus, Alabama
Message 21
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternitive Kolb Engines |
John,
...Uh oh! Got to defend my engine now.....
This thread is about ALTERNATE ENGINES, which means NR (not rotax). No need to
"defend your engine" because it was never being attacked. I never added oil between
changes on my 912 engines either.
But as I said before, 1 quart in 50 hours is very little oil in an AIR-COOLED engine
and only slightly more than the 912 engines. I consider one quart in 50
hours is slightly more than zero quarts in 50 hours when compared to 4-5 quarts
per oil change which is not uncommon on Lycoming engines.
My 900-1,100 fpm climb rate (depending on temps) on a direct drive Jabiru with
cruise prop is plenty good enough for me. MY reasons for preferring a PSRU is
to reduce prop noise. I never stated that this should be YOUR reason for preferring
a PSRU.
Give me a break John. I've never attacked your engine nor your preference for Rotax
912 series engines and have stated over and over that I prefer the Rotax
912.
You have related what you know about John W's early model Jabiru and I have related
what I know, first hand about my later model Jabiru. Both are legitimate
and it is not a contest. I'm happy with my Jabiru but IF COST WERE NOT AN ISSUE
I would rather have the 912UL (not the ULS).
--------
Thom Riddle
Buffalo, NY
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x31
I believe that banking institutions are more dangerous to our liberties than standing
armies.
- Thomas Jefferson
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=284184#284184
Message 22
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternitive Kolb Engines |
Frank,
Some companies don't respond to email inquiries. Maybe they never learned how to
touch type... who knows. My experience with Jabiru USA is they have excellent
customer support via telephone.
I was in the market for a new voltage regulator for my Jabiru and called them to
get a price. They told me their outrageous price but then suggested I buy it
from a Kubota dealer at a much lower price and they gave me the Kubota model
number.
What are the chances of Lockwood, or LEAF, or CPS steering their customers to a
cheaper source for Rotax parts, even if there WAS another source... like oil
filters. They INSIST that nobody's oil filter is a good as their $23 oil filter.
One of the good things about the Jabiru is that by design, they use high quality
automotive parts where it makes sense, to keep the initial and parts replacement
cost down.
--------
Thom Riddle
Buffalo, NY
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x31
I believe that banking institutions are more dangerous to our liberties than standing
armies.
- Thomas Jefferson
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=284186#284186
Message 23
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternitive Kolb Engines |
Will someone please tell me how to unsubscribe from Matronics. I have tried
and I do not consider myself stupid but I cannot figure it out. I have
emailed Matt Dralle but that did not help either. Thank you.
----- Original Message -----
From: "Thom Riddle" <riddletr@gmail.com>
Sent: Sunday, January 31, 2010 12:33 PM
Subject: Kolb-List: Re: Alternitive Kolb Engines
>
> John,
>
> ...Uh oh! Got to defend my engine now.....
>
> This thread is about ALTERNATE ENGINES, which means NR (not rotax). No
> need to "defend your engine" because it was never being attacked. I never
> added oil between changes on my 912 engines either.
>
> But as I said before, 1 quart in 50 hours is very little oil in an
> AIR-COOLED engine and only slightly more than the 912 engines. I consider
> one quart in 50 hours is slightly more than zero quarts in 50 hours when
> compared to 4-5 quarts per oil change which is not uncommon on Lycoming
> engines.
>
> My 900-1,100 fpm climb rate (depending on temps) on a direct drive Jabiru
> with cruise prop is plenty good enough for me. MY reasons for preferring
> a PSRU is to reduce prop noise. I never stated that this should be YOUR
> reason for preferring a PSRU.
>
> Give me a break John. I've never attacked your engine nor your preference
> for Rotax 912 series engines and have stated over and over that I prefer
> the Rotax 912.
>
> You have related what you know about John W's early model Jabiru and I
> have related what I know, first hand about my later model Jabiru. Both
> are legitimate and it is not a contest. I'm happy with my Jabiru but IF
> COST WERE NOT AN ISSUE I would rather have the 912UL (not the ULS).
>
> --------
> Thom Riddle
> Buffalo, NY
> Kolb Slingshot SS-021
> Jabiru 2200A #1574
> Tennessee Prop 64x31
>
>
> I believe that banking institutions are more dangerous to our liberties
> than standing armies.
> - Thomas Jefferson
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=284184#284184
>
>
>
Message 24
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternitive Kolb Engines |
> ...Uh oh! Got to defend my engine now.....
>
> Thom Riddle
Thom R/Gang:
Sorry. Was not trying to get in a pissing contest, being ugly, or
argumentative. Some of my comments were intended to be in fun, and if we
were standing on the flight line chatting, it would have been obvious that I
was not standing there with a burr under my saddle.
However, from where I sit in the cockpit, a quart in 50 hours compared to
zero is a lot more than "slightly more". ;-)
Hard to beat a 912 on oil consumption. I like it because I don't have to
haul a lot of spare oil when I am enjoying a nice long cross country flight.
Email communication sucks. Hard to beat eye ball to eye ball conversations.
john h
mkIII
Titus, Alabama
Message 25
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternitive Kolb Engines |
Thom Riddle wrote:
> John,
>
> ...Uh oh! Got to defend my engine now.....
>
> This thread is about ALTERNATE ENGINES, which means NR (not rotax). No need to
"defend your engine" because it was never being attacked. I never added oil
between changes on my 912 engines either.
>
> But as I said before, 1 quart in 50 hours is very little oil in an AIR-COOLED
engine and only slightly more than the 912 engines. I consider one quart in 50
hours is slightly more than zero quarts in 50 hours when compared to 4-5 quarts
per oil change which is not uncommon on Lycoming engines.
>
> My 900-1,100 fpm climb rate (depending on temps) on a direct drive Jabiru with
cruise prop is plenty good enough for me. MY reasons for preferring a PSRU
is to reduce prop noise. I never stated that this should be YOUR reason for preferring
a PSRU.
>
> Give me a break John. I've never attacked your engine nor your preference for
Rotax 912 series engines and have stated over and over that I prefer the Rotax
912.
>
> You have related what you know about John W's early model Jabiru and I have related
what I know, first hand about my later model Jabiru. Both are legitimate
and it is not a contest. I'm happy with my Jabiru but IF COST WERE NOT AN
ISSUE I would rather have the 912UL (not the ULS).
Speaking of oil consumption,
Yes, a quart every 50 hours is actually outstanding for an aircooled engine. Of
any type really, my air cooled motorcycle 4-strokes burnt more than that especially
with lots of highway duty. In fact, it'd be a iittle worrisome if a aircooled
didn't burn at least some amount, which might mean you're not getting enough
top-end lubrication.....
As my 912uls, I think I measured it at one point and 5ml an hour sticks in my mind
as to what it burns. JD told me he saw about 1/2 quart every 100 hours, which
I think comes out to around 5ml per hour (i.e. approx 500ml every 100 hours)
according to my 6th grade education.
The ULS normally burns a little more than the 80 horse, which I'm told hardly burns
any at all.
My friend's o-360 does about a quart every 20 hours and it throws only a very little
bit of that.... And his is one of the least oil-consuming O-360's on our
field.......
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=284195#284195
Message 26
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternitive Kolb Engines |
At 09:56 AM 1/31/10 -0600, you wrote:
John,
One can tune a two cycle by looking at the plugs, but to fly without an EGT
gauge is asking for trouble. The problem with tuning by looking at the
plugs is that you are always looking at past history while you are on the
ground.
But suppose you are cruising along at 3,000 feet agl on a nice warm balmy
humid day with EGT reading where you want it, and you fly through a dry cold
front. You have only a few options and the Bing jetting charts will be of
no help. One you can open the throttle wide open to access the rich main
jet and continue on. Or you can close the throttle to the low power range
to reduce EGT and descend to a lower altitude where the humidity might be
high enough to allow running the engine at higher power. If this does not
happen, one best turn around and go home or pick out a road or field, land
and adjust the needle. It seems to me that a tweak of a valve that will
move the EGT back into safe territory is a much better solution than any of
the above.
I am interested in performance and economy. Heavier iron is not always the
answer. One way to get performance is to reduce weigh. There is always
talk about there being safety in HP, but I believe flying with less HP makes
one a more cautious pilot. Glancing an EGT gauge is no more tiring than
looking at the altitude or airspeed indicator. If this presents great
difficultly, one could question whether the pilot should be in the
cockpit.
I will keep working on the air/fuel mixture control. When the weather
warms, I will let you know how it works out on the FireFly with the MZ 34
engine and Tillotson carburetor. This winter, I am cleaning up a
Thundergull that is powered by a Rotax 277. It's carburetor will be
modified too.
Jack B. Hart FF004
Winchester, IN
>
>
>Jack H/Gang:
>
>If you and I really knew what the numbers were, I bet there would be far
>more engine outs and engine failures caused because the pilot had in flight
>manual mixture control. Not only two strokes, but certified aircraft
>engines as well. You don't hear about it normally, but a lot of pistons and
>valves are burned in Lycomings and Continentals because of overagressive
>leaning.
>
>First engine out I experienced was caused by a CPS remote mixture control on
>my Cuyuna ULII02 powered Ultrastar, December 1984. The Cuyuna was very
>sensitve to main fuel mixture changes. Had a bad habit of shutting down
>completely if it went a hair over the rich side, just like hitting the kill
>switch.
>
>Seems to me you are more interested in fuel economy than performance, and
>that is what drives your desire to lean out your two strokes to the max.
>Based on the number of engines you have gone through and the number of hours
>flown, you probably still have a lot of experimenting to do before you get
>your system simple and reliable. I wish you a great deal of success with
>your experiments.
>
>It is very difficult to remember to manage a main fuel mixture control in an
>ultralight, whether two or four stroke. One of our Kolb List members
>experienced an engine out with a 4 stroke because of mismanagement of a
>manual main fuel control.
>
>john h
>mkIII
>titus, alabama
>
>
Message 27
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternitive Kolb Engines |
Hello John,
I believe what we do know is that John W's Kolbra, set up the way he built it with
the engines and props he was using performed better with the 912 ULS engine.
I believe we also know that Rick Nelsons VW set up the way he built it and with
the engine and props he was using performed better with his added reduction drive.
We do have people here on the list using Jabaru's that love the performance
You drawing these facts we know out to the entire Kolb fleet is a bit of a stretch.
It is just like saying that all MKIII's with a 912 engine cruise at the
same speed because they are the same airplanes with the same engines. As we all
know, this is not true, some fly faster than others.
Using your logic consider:
It is an established fact,VG's grossly improve performance
on Kolb aircraft, no matter what model it is.
However, armed with that knowledge, people still dont install VG's on Kolbs.
Jason
MKIII Yamaha Powered
(John H wrote)
Lucien/Gang:
It is an established fact, direct drive engines grossly degrade performance
on Kolb aircraft, no matter what make engine it is.
However, armed with that knowledge, people still install direct drive
engines on Kolbs.
john h
mkIII
Titus, Alabama[/quote]
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=284201#284201
Message 28
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternitive Kolb Engines |
jbhart(at)onlyinternet.ne wrote:
>
> But suppose you are cruising along at 3,000 feet agl on a nice warm balmy
> humid day with EGT reading where you want it, and you fly through a dry cold
> front. You have only a few options and the Bing jetting charts will be of
> no help.
>
If a change like that is enough to endanger the engine (i.e. EGT's rise to 1200F
or higher on the Rotax), you were already too close to the edge to begin with.
The correct jetting as specified on the chart already includes a large fudge factor
in the "CYA" rich direction which generally covers normal changes in conditions.
it would take a HUGE drop in humidity and/or temperature to raise the
EGT's out of the normal safe range (1050-1100F) into the danger zone (1200F +)
all by itself.
The biggest change I've ever seen in flight in my EGT's was about 75F when a cool
front blew in once when I was in my trike. It got so rough I was desperate
to get on the ground anyway, but the EGT's were still well in a safe range (a
little over 1100F at full power).
This may vary for other engines of course, but that's the situation with the Rotax....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=284203#284203
Message 29
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternitive Kolb Engines |
[quote="John Hauck"]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
Hello all,
Last summer I put about 40 hours on the Yamaha engine and I am enjoying its performance
very much. I have not had to add any oil and I get a cruise of about
70mph. at about 5.5 gal/hr. Take off and climb is very brisk even at a gross
weight of 1150lbs. This winter the airplane has been down for new landing gear
and adding EGT and installing a better radio. I would love to fly some long
X counties but with 2 weeks of vacation a year and 2 kids with soccer and such
it is very hard to take even a full week off just to fly. By the end of this
summer I hope to have about a hundred hours on the engine and I will update
the progress.
Jason
MKIII, Yamaha powered
Portland OR
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=284204#284204
Message 30
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternitive Kolb Engines |
At 12:49 PM 1/31/2010, Mike wrote:
>
>Will someone please tell me how to unsubscribe from Matronics. I have
>tried and I do not consider myself stupid but I cannot figure it out. I
>have emailed Matt Dralle but that did not help either. Thank you.
Mike, the link is at the bottom of every message, but go to:
<http://www.matronics.com/subscription>
-Dana
--
America is at that awkward stage. It's too late to work within the
system, but too early to shoot the bastards.
Message 31
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternitive Kolb Engines |
The most interesting day on the kolb list in quite a while. I love it
when you guys that have been there exchange what you believe and why
you believe it. It's not necessary
that you agree or disagree just that you look at situations from
different perspectives and with different experiences. I learn every
time you do it, even if I think something that someone believes
is wrong, it's worth while to learn why they think that way, [ I've
had to change my mind a few times after learning new facts] . Keep up
the good work.
Frank
On Jan 31, 2010, at 11:54 AM, John Hauck wrote:
>
>
> > ...Uh oh! Got to defend my engine now.....
>>
> > Thom Riddle
>
>
> Thom R/Gang:
>
> Sorry. Was not trying to get in a pissing contest, being ugly, or
> argumentative. Some of my comments were intended to be in fun, and
> if we were standing on the flight line chatting, it would have been
> obvious that I was not standing there with a burr under my saddle.
>
> However, from where I sit in the cockpit, a quart in 50 hours
> compared to zero is a lot more than "slightly more". ;-)
>
> Hard to beat a 912 on oil consumption. I like it because I don't
> have to haul a lot of spare oil when I am enjoying a nice long cross
> country flight.
>
> Email communication sucks. Hard to beat eye ball to eye ball
> conversations.
>
> john h
> mkIII
> Titus, Alabama
>
>
Message 32
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternitive Kolb Engines |
Mike, You go to the Matronics site and follow the instructions. It basically
involves unchecking a box and clicking on the save button.
Rick Girard
do not archive
On Sun, Jan 31, 2010 at 11:49 AM, Mike <mmacpherson@comcast.net> wrote:
>
> Will someone please tell me how to unsubscribe from Matronics. I have tried
> and I do not consider myself stupid but I cannot figure it out. I have
> emailed Matt Dralle but that did not help either. Thank you.
> ----- Original Message ----- From: "Thom Riddle" <riddletr@gmail.com>
> To: <kolb-list@matronics.com>
> Sent: Sunday, January 31, 2010 12:33 PM
> Subject: Kolb-List: Re: Alternitive Kolb Engines
>
>
>>
>> John,
>>
>> ...Uh oh! Got to defend my engine now.....
>>
>> This thread is about ALTERNATE ENGINES, which means NR (not rotax). No
>> need to "defend your engine" because it was never being attacked. I never
>> added oil between changes on my 912 engines either.
>>
>> But as I said before, 1 quart in 50 hours is very little oil in an
>> AIR-COOLED engine and only slightly more than the 912 engines. I consider
>> one quart in 50 hours is slightly more than zero quarts in 50 hours when
>> compared to 4-5 quarts per oil change which is not uncommon on Lycoming
>> engines.
>>
>> My 900-1,100 fpm climb rate (depending on temps) on a direct drive Jabiru
>> with cruise prop is plenty good enough for me. MY reasons for preferring a
>> PSRU is to reduce prop noise. I never stated that this should be YOUR reason
>> for preferring a PSRU.
>>
>> Give me a break John. I've never attacked your engine nor your preference
>> for Rotax 912 series engines and have stated over and over that I prefer the
>> Rotax 912.
>>
>> You have related what you know about John W's early model Jabiru and I
>> have related what I know, first hand about my later model Jabiru. Both are
>> legitimate and it is not a contest. I'm happy with my Jabiru but IF COST
>> WERE NOT AN ISSUE I would rather have the 912UL (not the ULS).
>>
>> --------
>> Thom Riddle
>> Buffalo, NY
>> Kolb Slingshot SS-021
>> Jabiru 2200A #1574
>> Tennessee Prop 64x31
>>
>>
>> I believe that banking institutions are more dangerous to our liberties
>> than standing armies.
>> - Thomas Jefferson
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=284184#284184
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
Message 33
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternitive Kolb Engines |
Lucien, Before you get a Rice King clutch see if you can get a flight in an
airplane that has one in the gearbox. Pull power and see what happens to the
glide. I pulled mine out as soon as I got the parts to replace it. Great if
you're pushing a rice boat, horrible in an aircraft.
Rick Girard
do not archive
On Sun, Jan 31, 2010 at 10:40 AM, lucien <lstavenhagen@hotmail.com> wrote:
>
>
> Thom Riddle wrote:
> > Lucien,
> >
> > The distributor wear issue is not a big deal. The rotor and the
> distributor cap in the automotive distributor needs to be changed out every
> so often (few hundred hours) and cost is low at NAPA or other auto parts
> store. Mine has 243 hours on it and the original rotors and caps are in
> great shape.
> >
> > The fretting at the flywheel connection was in early engines only and the
> SB on that requires the now standard dowel pins to be installed AT OVERHAUL
> if no problems are encountered before that. My engine is subject to this SB
> but I've not had any problems in that area. I believe the 100 hour
> inspection list includes re-torquing these attach bolts and suspect that
> owners have ignored this bit and that is the reason for the "problem".
> Installing dowels helps make it more murphy-proof.
> >
> > The high oil consumption is mostly an operating issue due to overfilling
> the sump.... very much like filling a Lycoming O-320 to eight quarts will
> end up with about six quarts in short order because the excess will be
> vented out. Nobody who has flown an O-320 for awhile (and pays for his own
> oil) ever fills the sump past 6 quarts. Filling the Jabiru too high will
> result in excess oil loss, not consumption. Some don't understand the
> difference. I keep my oil level where it is supposed to be. I drain a small
> dribble of ugly stuff from the air/oil separator after each flight or two.
> In the first 50 hours I flew the Jab (to oil change) I added no more than 1
> quart to keep it at proper level... slightly more than the 912 but an
> insignificant amount by air-cooled engine standards. Recommended oil is
> semi-synthetic Aeroshell 15W-50 which is about $5.50/quart and it takes 2
> 1/2 quarts to fill the sump to proper level.
> >
> > While we are at it, there have been reports of hard starting in cold
> weather. The Jab has a single Bing 94 carb, similar(but not identical) to
> the Bing 64 on the 912. Like the Rotax Bing 64, to start in the cold, the
> enricher must be full on and the throttle at idle. Again, ignorance is at
> the root of this so-called "problem", both for hard starting 912 engines and
> hard starting Jab engines in cold weather.
> >
> > John H said something about someone with a Jab had hard starting on a
> very damp morning and had to dry out the distributor caps (if I remember
> correctly). I've never had that problem when my Jab sits out overnight in
> the rain, as long as I cover the engine (which I do). The morning after
> relative humidity has been as high as 95% and it started right up.
> >
> > Great engine and getting better as continuous design process goes
> forward.... but still wish it had a geared prop to reduce the prop noise.
>
>
> Ok, thanks Thom. The dowel pin mod I've heard of, but hadn't heard any
> reports about whether it actually fixed the fretting problem. I also wasn't
> aware of the maint. schedule on the distributor (sounds about like what you
> always had to do on our old cars so indeed doesn't sound like a big deal as
> long as you don't tell the parts dudes at Napa they're going in an a/c
> engine ;)).
> I've looked over some of the SB's issued by Jabiru, which is where I found
> out some of these things. but again not being an owner, I'm in the dark on
> lots of it.
>
> In my case depending on the plane I eventually decide to build I have the
> 7000' MSL altitude issue to deal with too. That'd be the only problem I'd
> have with a 2200, the motor I'd most like to go with. The 3300 is too close
> to the cost of the 912 to not use the 912 for say a Mark III where it'd be
> more appropriate (and I could reuse my 68" Warp Drive which I'm keeping for
> just such an eventuality ;)).
>
> If I do another FSII it'll get a 503 with my C box and clutch, and a
> firefly would go with a 447 (assuming they still make it if I pull that
> particular trigger).
>
> Anyway, thanks for the info very much appreciated,
>
> LS
>
> --------
> LS
> Titan II SS
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=284163#284163
>
>
Message 34
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternitive Kolb Engines |
At 01:28 PM 1/31/2010, Jason Omelchuck wrote:
>Using your logic consider:
>It is an established fact,VG's grossly improve performance
>on Kolb aircraft, no matter what model it is.
Oh no! Somebody mention Seafoam, quick!
-Dana
do not archive
--
America is at that awkward stage. It's too late to work within the
system, but too early to shoot the bastards.
Message 35
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
Hey fellas=2C I'm not sure if this is the place to put up classified ad's
=2C but I have a used 912UL for sale with less than 240TT with a gearbox. I
t came off a SeaRey that I am selling that has a new 912s installed. Anywa
ys=2C asking 7k for the engine=2C and if you want more info on the SeaRey
=2C check out my Barnstormers ad.
Thanks
Daniel Myers
h20maule@hotmail.com
321 356 9544
_________________________________________________________________
Hotmail: Powerful Free email with security by Microsoft.
Message 36
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternitive Kolb Engines |
> Last summer I put about 40 hours on the Yamaha engine and I am enjoying
its performance very much. I have not had to add any oil and I get a cruise
of about 70mph. at about 5.5 gal/hr. Take off and climb is very brisk even
at a gross weight of 1150lbs. This winter the airplane has been down for
new landing gear and adding EGT and installing a better radio. I would love
to fly some long X counties but with 2 weeks of vacation a year and 2 kids
with soccer and such it is very hard to take even a full week off just to
fly. By the end of this summer I hope to have about a hundred hours on the
engine and I will update the progress.
>
> Jason
> MKIII, Yamaha powered
> Portland OR
Jason/Gang:
I like your Yamaha. Aren't you running a redrive/gearbox?
I've been spoiled when it comes to time off to go fly. I have been retired
from the Army for 30 years today. Became single not long before retirement.
Learned to live on my Army retirement, which wasn't much in 1980. I had to
sacrifice a lot of things to be able to do what I have been able to do.
Sometimes I forget everybody can not take off on a weekend and take a chance
of not getting back in time to go to work Monday morning, or have wives and
children that have mandatory activities that need Mom and Dad's presence and
time.
The one thing I have had is time. At 70 I have discovered how valuable it
is. Can't buy it and can't get more than the good Lord provides for us. Do
what you want to do before you get too old to do it or lose the desire to do
it. I have already reached the primary stages of that part of my life. I
still have dreams and still get out there and pump adrenalin, but not like I
did 5 years ago.
john h
mkIII
Message 37
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
Someone listed a Firefly kit for sale a while ago, 1st name Bob. Bob
Singer? I may have sold my Aerolite 103 so if anyone has a Firefly,
uncompleted Firefly kit, Firestar !, KXP, or origional Firestar for sale
let me know. Al Bumhoffer. abum@speednetllc.com
Message 38
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternative Kolb engines |
Hi Gang,
Rick Neilsen's flys in and out of my strip a lot so I get a chance to
see how his MK 111 performs with a VW engine. I am always impressed with
his climb rate when taking off....If I was going to try and save money
putting a engine on a MK 111 I would certainly think about using a VW. But then
again the used 912 UL of Daniel Myers at 7K would be the sensible choice if
the engine is in good shape....just my 2 cents worth...
have done no flying here this winter....looking forward to putting
the hours on this summer however.....I have become very happy with the
Rotax 503 it is certainly a good engine for the firestar ll
Jim Swan
Kolb firestar ll 530 michigan
Message 39
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Loctite 5910 Black |
Hi Gang:
Ronnie Smith used Loctite 5910, black, to seal my gearbox last time we
pulled it. This is supposed to be the new Rotax recommended gearbox flange
sealant.
I have tried several times to find a source for a small amount of 5910. It
is popular in Europe, but not in the US. I
Can anyone help me out? I would like to reseal my gearbox before I get
serious about flying this year.
Thanks,
john hauck
mkIII
Titus, Alabama
Message 40
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternitive Kolb Engines |
Hello John,
Yeah, I am looking forward to the day when I can take off for a month and fly.
Until that time comes, I need you guys with "more life experience" to keep going
to Monument Valley so when I do get the chance to fly down there I can meet
everyone. When that day comes, I will have my airplane ready for the the trip
because of all these "50 hour" summers.
Best Wishes
Jason
MKIII Yamaha Powered
P.S. How do you get the quote to highlight with the blue box around it when you
post a reply on the list?
John Hauck wrote:
> > Last summer I put about 40 hours on the Yamaha engine and I am enjoying
> its performance very much. I have not had to add any oil and I get a cruise
> of about 70mph. at about 5.5 gal/hr. Take off and climb is very brisk even
> at a gross weight of 1150lbs. This winter the airplane has been down for
> new landing gear and adding EGT and installing a better radio. I would love
> to fly some long X counties but with 2 weeks of vacation a year and 2 kids
> with soccer and such it is very hard to take even a full week off just to
> fly. By the end of this summer I hope to have about a hundred hours on the
> engine and I will update the progress.
>
> >
> > Jason
> > MKIII, Yamaha powered
> > Portland OR
> >
> >
>
>
> Jason/Gang:
>
> I like your Yamaha. Aren't you running a redrive/gearbox?
>
> I've been spoiled when it comes to time off to go fly. I have been retired
> from the Army for 30 years today. Became single not long before retirement.
> Learned to live on my Army retirement, which wasn't much in 1980. I had to
> sacrifice a lot of things to be able to do what I have been able to do.
>
> Sometimes I forget everybody can not take off on a weekend and take a chance
> of not getting back in time to go to work Monday morning, or have wives and
> children that have mandatory activities that need Mom and Dad's presence and
> time.
>
> The one thing I have had is time. At 70 I have discovered how valuable it
> is. Can't buy it and can't get more than the good Lord provides for us. Do
> what you want to do before you get too old to do it or lose the desire to do
> it. I have already reached the primary stages of that part of my life. I
> still have dreams and still get out there and pump adrenalin, but not like I
> did 5 years ago.
>
> john h
> mkIII
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=284239#284239
Message 41
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternitive Kolb Engines |
> Jason
> MKIII Yamaha Powered
>
> P.S. How do you get the quote to highlight with the blue box around it
> when you post a reply on the list?
Jason/Gang:
I am old fashioned. Comes with old age, errrr maturity. I still use the
email list and make my own quotes.
I hope after us senior citizens get to old to make the flight, you young
bucks will continue to carry the banner and keep The Unplanned/Unorganized
Kolb Flyin, Monument Valley, utah, alive and well. It has been a great
source for making new friends and renewing old friendships, learning about
our airplanes, and having a lot of fun in an extremely relaxed atmosphere.
john hauck
mkIII
Titus, Alabama
Message 42
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Loctite 5910 Black |
from a quick google looks like $40 a tube. Loctite makes good stuff. Cure time
is at least 7 days with this product.
Have to mow the lawn or clean the house meanwhile.
BB
dog walked, old gas tanks soon to be pulled for the swirch. Bowling tomorrow.
On 31, Jan 2010, at 4:16 PM, John Hauck wrote:
>
> Hi Gang:
>
> Ronnie Smith used Loctite 5910, black, to seal my gearbox last time we pulled
it. This is supposed to be the new Rotax recommended gearbox flange sealant.
>
> I have tried several times to find a source for a small amount of 5910. It is
popular in Europe, but not in the US. I
>
> Can anyone help me out? I would like to reseal my gearbox before I get serious
about flying this year.
>
> Thanks,
>
> john hauck
> mkIII
> Titus, Alabama
>
>
>
>
Message 43
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternitive Kolb Engines |
The 912ULS made a considerable difference in performance. There was a lot
more difference between the two engines than a noisy prop.
now your Talking a 2200 Jabaru engine 85 HP against the 912 ULS 100 HP the
re is 15 HP difference the 912 ULS I would expect to out preform the 2200
Jab with only 85Hp
Ellery Batchelder Jr.
-----Original Message-----
From: John Hauck <jhauck@elmore.rr.com>
Sent: Sun, Jan 31, 2010 11:00 am
Subject: Re: Kolb-List: Re: Alternitive Kolb Engines
> That said, I like the 912UL a little better than the Jabiru 2200, mostly
because of the PSRU which gives lower prop noise at cruise rpm. If proppe
d correctly, the difference in low speed thrust is not an issue unless you
fly in/out of a really short/tight field, like John H does. BUT the Jabir
u does have some advantages over the 912, which I won't bother to list her
e. Both are very good engines if installed and operated properly. Likewise
, both can become boat anchor very quickly if you don't follow the proper
procedures.
>
> Thom Riddle
Thom R/Gang:
I don't know much about Jabiru engines. Never flew an aircraft powered wit
h one. I have flown quite a bit with John Williamson when his Kolbra was
Jabiru powered.
Like all direct drive engines I am familiar with, the Jabiru powered Kolbr
a was anemic during take off and climb, with about equal cruise speed of
my 912ULS powered MKIII. John W and I flew several long cross country fli
ghts together when he still had the Jabiru on the Kolbra. There was no com
parison between take off and climb performance between the two airplanes.
All that changed when he repowered with the 912ULS. We met at Canon City,
Colorado, on the way to Monument Valley, UT. Next morning we took off for
Leadville, CO. John W took off first and I never was able to catch him.
He was about the same breaking ground, but would out climb and out run me
from then on. The 912ULS made a considerable difference in performance.
There was a lot more difference between the two engines than a noisy prop
.
I'm not trying to defend the engine I fly nor degrade the engines others
fly. I am interested in learning more about my engine and others. I wish
you would please share with us the advantages you referred to above, of
the Jabiru over the 912.
The New Kolb Aircraft Company tried powering Kolb aircraft with the Jabiru
and the Verner. Neither engine lasted more than part of a season before
they were replaced with the 912ULS. John W went the same route before he
installed the 912ULS. There is a big difference in performance, and so fa
r there is nothing that will touch a 912 on a MKIII, MKIIIx, Kolbra, and
Sling Shot. Wish I had first hand experience flying with the Jabiru and
Verner on a Kolb, but unfortunately I never had a chance to fly them.
john h
mkIII
titus, alabama
========================
============
========================
============
========================
============
========================
============
Message 44
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternitive Kolb Engines: its about prop speed, length |
and efficiency...Jabs cannot turn long props...Herb
=======AVGMAIL-5C096C3E=======--
Message 45
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Loctite 5910 Black |
john You might look for Honda Bond or Yama bond I think there the same stu
ff for that type of job
Ellery Batchelder Jr.
-----Original Message-----
From: John Hauck <jhauck@elmore.rr.com>
Sent: Sun, Jan 31, 2010 4:16 pm
Subject: Kolb-List: Loctite 5910 Black
Hi Gang:
Ronnie Smith used Loctite 5910, black, to seal my gearbox last time we pul
led it. This is supposed to be the new Rotax recommended gearbox flange se
alant.
I have tried several times to find a source for a small amount of 5910. It
is popular in Europe, but not in the US. I
Can anyone help me out? I would like to reseal my gearbox before I get ser
ious about flying this year.
Thanks,
john hauck
mkIII
Titus, Alabama
========================
============
========================
============
========================
============
========================
============
Message 46
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Locktite 5910 Black |
- John- Locktite is in Newington, Ct., about 20 minutes from here.- A p
hone call during business hours could locate some locally for you.
-
-------------------------
------------------ Bill Sullivan
-------------------------
------------------ Windsor locks, Ct.
-------------------------
------------------ FS 447
Message 47
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternitive Kolb Engines |
Ellery B/Gang:
Although the 912ULS is a 100 hp engine, without an inflight adjustable
prop, we only see 95 hp at 5500 rpm. It is rated for continuous duty at
5500 rpm. The engine is limited to 5 minutes at 5800 rpm which produces
100 hp. I've never flown a 912ULS that was producing 100 hp except the
Kolb Sport which had a constant speed prop and would let you turn 5800.
Of course, that airplane did not perform anything like the a "real"
Kolb.
The big difference is being able to turn a big prop at the optimum rpm
and getting that bugger hooked up.
john hauck
mkIII
Titus, Alabama
The 912ULS made a considerable difference in performance.
now your Talking a 2200 Jabaru engine 85 HP against the 912 ULS 100 HP
there is 15 HP difference the 912 ULS I would expect to out preform the
2200 Jab with only 85Hp
Ellery Batchelder Jr.
Message 48
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Cracked tail post fix |
List,
My tail post cracked, same place as other Kolbs have as has been previously noted
on the list. The junction at the vertical tail post and horizontal tube that
welds to the bottom of the tail ring is where it let go. We sleeved the inside
with a 4130 tube and welded it up. I also replaced the very weak diagonal "lawn-chair"
grade aluminum tubing that forms the bottom of the lower vertical
stabilizer with a piece of 3/4 X .049 AL tubing, as the original piece was cracked
in two as well. That original piece is some really thin stuff, but maybe
all that's required of it is to hold the fabric. I just couldn't go back with
something that thin.
I thought about the fabric work left to do for a bit, then decided I'd try aluminum
instead. Worked out pretty good, easier than the fabric work would have been,
plus I can take it off via screws for future inspection. I've included a
photo of what I did.
I will take a look at adding the struts as some have done, but to me that mod looks
like the angle is so steep you're not gaining much strength. I think a full-swivel
tailwheel is the better option to relieve the lateral forces placed
on this part of the plane.
Looking forward to warmer, drier weather something fierce! I've done very little
flying since November.
Jimmy Young
Houston TX
FS II, 405 ttl hrs, 295 my hrs, 70 hrs on HKS
--------
Jimmy Young
Missouri City, TX
Kolb FS II/HKS 700
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=284250#284250
Attachments:
http://forums.matronics.com//files/dscn0575_139.jpg
Message 49
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Loctite 5910 Black |
I asked Ronnie Smith about using Hondabond and Yamabond when the engine
was still in warranty with a slight oil leak between the gearbox and
engine case. He said we needed to stick to what Rotax recommended to
keep the warranty valid.
I used Hondabond and Yamabond on motorcycle cases with perfect success.
It is worth a try now that the warranty has expired, to use either bike
sealer than spend 50.00 for the Loctite 5910. I believe it would
probably do a better job. Not that difficult or time consuming to R&R
the gear box.
john h
mkIII
Titus, Alabama
john You might look for Honda Bond or Yama bond I think there the same
stuff for that type of job
Ellery Batchelder Jr.
Message 50
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternitive Kolb Engines |
John, Take heart. My friend Ralph Senter celebrated his 80th last summer
with a four hour flight in his hang glider. He has wheels on the control bar
so he doesn't risk breaking something on landing and he was pretty sore for
a week but he's still at it after over 30 years.
Rick Girard
On Sun, Jan 31, 2010 at 6:22 PM, John Hauck <jhauck@elmore.rr.com> wrote:
> Ellery B/Gang:
>
> Although the 912ULS is a 100 hp engine, without an inflight adjustable
> prop, we only see 95 hp at 5500 rpm. It is rated for continuous duty at
> 5500 rpm. The engine is limited to 5 minutes at 5800 rpm which produces 100
> hp. I've never flown a 912ULS that was producing 100 hp except the Kolb
> Sport which had a constant speed prop and would let you turn 5800. Of
> course, that airplane did not perform anything like the a "real" Kolb.
>
> The big difference is being able to turn a big prop at the optimum rpm and
> getting that bugger hooked up.
>
> john hauck
> mkIII
> Titus, Alabama
>
>
> The 912ULS made a considerable difference in performance.
> now your Talking a 2200 Jabaru engine 85 HP against the 912 ULS 100 HP
> there is 15 HP difference the 912 ULS I would expect to out preform the
> 2200 Jab with only 85Hp
>
> *Ellery Batchelder Jr. *
>
> * *
>
> *
>
>
> *
>
>
Message 51
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Cracked tail post fix |
> I will take a look at adding the struts as some have done, but to me that
mod looks like the angle is so steep you're not gaining much strength. I
think a full-swivel tailwheel is the better option to relieve the lateral
forces placed on this part of the plane.
>
> Jimmy Young
Jimmy Y/Gang:
Rethink using the strut braces. I haven't had a problem with my tailpost
since we made that mod.
Take a close look at the Kolb tailpost. There is no lateral bracing except
the top and bottom weld on the tail boom ring. The wire bracing does
nothing to add strength or lateral bracing to the tail post. Wire bracing
maintains proper spacing of the vertical and horizontal stabilizers.
A full swivel tail wheel will not eliminate lateral stress to the tail post.
Worth what you paid for it....
john hauck
mkIII
Titus, Alabama
Message 52
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Loctite 5910 Black/Loctite anerobic sealers are good |
too! about 16 bucks..Herb
=======AVGMAIL-5A574D04=======--
Message 53
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternitive Kolb Engines |
Rick G/Gang:
My hat is off to him.
I hope I can still do it when I am his age.
john hauck
MKIII
Titus, Alabama
John, Take heart. My friend Ralph Senter celebrated his 80th last
summer with a four hour flight in his hang glider. He has wheels on the
control bar so he doesn't risk breaking something on landing and he was
pretty sore for a week but he's still at it after over 30 years.
Rick Girard
Message 54
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternitive Kolb Engines |
rickofudall wrote:
> Lucien, Before you get a Rice King clutch see if you can get a flight in an airplane
that has one in the gearbox. Pull power and see what happens to the glide.
I pulled mine out as soon as I got the parts to replace it. Great if you're
pushing a rice boat, horrible in an aircraft.
>
> Rick Girard
> do not archive
>
My FS II had the RK-400 clutch fitted to it by the original builder; I kept it
when I replaced the engine and flew it a little over 100 hours or so with the
clutch.
I'll never run the C box without an RK-400 clutch installed ever again - it solves
so many more problems than it introduces (the windmilling prop problem which,
in my experience with my FS II was not really much of a problem) that it's
hard for me to imagine life with a 503/C box without a clutch.....
I still have my old C box and clutch with spare set of shoes out at the hangar;
keeping it in case I go with another FS II.....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=284262#284262
Message 55
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Loctite 5910 Black/Loctite anerobic sealers are good |
too! about 16 bucks..Herb
Herb
Your still shooting blanks
Rick Neilsen
----- Original Message -----
From: "Herb" <herbgh@nctc.com>
Sent: Sunday, January 31, 2010 7:54 PM
Subject: Re: Kolb-List: Loctite 5910 Black/Loctite anerobic sealers are good
too! about 16 bucks..Herb
> =======AVGMAIL-5A574D04=======--
>
>
>
Message 56
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Cracked tail post fix |
Jimmy Y/Gang:
Rethink using the strut braces. I haven't had a problem with my
tailpost
since we made that mod.
Take a close look at the Kolb tailpost. There is no lateral bracing
except
the top and bottom weld on the tail boom ring. The wire bracing does
nothing to add strength or lateral bracing to the tail post. Wire
bracing
maintains proper spacing of the vertical and horizontal stabilizers.
A full swivel tail wheel will not eliminate lateral stress to the tail
post.
Worth what you paid for it....
john hauck
mkIII
Titus, Alabama
-------------------------------------------------------------------------
-----------------------------------------
Yeah, I had a full swivel tail wheel and it still broke. John is right,
there is no way that post from the ring is up to the stresses we put on
it.
Larry
-------------------------------------------------------------------------
-----
Checked by AVG - www.avg.com
01/31/10 19:35:00
Message 57
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Loctite 5910 Black/Loctite anerobic sealers are good |
too! about 16 bucks..Herb
----- Original Message -----
From: "Herb" <herbgh@nctc.com>
Sent: Sunday, January 31, 2010 6:54 PM
Subject: Re: Kolb-List: Loctite 5910 Black/Loctite anerobic sealers are good
too! about 16 bucks..Herb
> =======AVGMAIL-5A574D04=======--
>
>
Herb/Gang:
This is what is coming through.
You are still shooting blanks.
I checked the Kolb BBS. Same thing coming through there also.
Ah..., I saw your msg in the subject line. Rotax used Loctite 518 orange
for years. It wasn't doing the job on my new engine. 5910 worked well. I
think the Hondabond or Yamabond may work better. Never had a motorcycle
case leak, two or four stroke.
john hauck
mkIII
Titus, Alabama
Message 58
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Cracked tail post fix |
Jimmy
I took the queue from John and added some bar stock 1/16 X 1" aluminum
between the fuselage tube and my lower vertical stabilizer. This might not
be quite as strong as what John did but my tail post hasn't cracked yet and
I tend to be king of hard on it. I felt that it was worth doing to keep from
future problems. Never saw the need to experience a problem when others have
already detected a problem and have a fix. The fix really strengthen my tail
post.
Rick Neilsen
Redrive VW Powered MKIIIC
----- Original Message -----
From: "John Hauck" <jhauck@elmore.rr.com>
Sent: Sunday, January 31, 2010 7:52 PM
Subject: Re: Kolb-List: Cracked tail post fix
>
>
> > I will take a look at adding the struts as some have done, but to me
> > that
> mod looks like the angle is so steep you're not gaining much strength. I
> think a full-swivel tailwheel is the better option to relieve the lateral
> forces placed on this part of the plane.
>>
> > Jimmy Young
>
>
> Jimmy Y/Gang:
>
> Rethink using the strut braces. I haven't had a problem with my tailpost
> since we made that mod.
>
> Take a close look at the Kolb tailpost. There is no lateral bracing
> except the top and bottom weld on the tail boom ring. The wire bracing
> does nothing to add strength or lateral bracing to the tail post. Wire
> bracing maintains proper spacing of the vertical and horizontal
> stabilizers.
>
> A full swivel tail wheel will not eliminate lateral stress to the tail
> post.
>
> Worth what you paid for it....
>
> john hauck
> mkIII
> Titus, Alabama
>
>
>
Message 59
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | I know...Just read the subject line!! :-) |
Message 60
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Loctite 5910 Black/Loctite anerobic sealers are good |
too! about 16 bucks..Herb
Poor Herb is still shooting blanks!
----- Original Message -----
From: "Herb" <herbgh@nctc.com>
Sent: Sunday, January 31, 2010 7:54 PM
Subject: Re: Kolb-List: Loctite 5910 Black/Loctite anerobic sealers are good
too! about 16 bucks..Herb
> =======AVGMAIL-5A574D04=======--
>
>
--------------------------------------------------------------------------------
Checked by AVG - www.avg.com
06:39:00
Message 61
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternitive Kolb Engines |
Would you like to get rid of that dangerous piece of junk?
In a message dated 1/31/2010 8:16:00 P.M. Eastern Standard Time,
lstavenhagen@hotmail.com writes:
Before you get a Rice King clutch see if you can get a flight in an
airplane that has one in the gearbox. Pull power and see what happens to the
glide. I pulled mine out as soon as I got the parts to replace it. Great if
you're pushing a rice boat, horrible in an aircraft
do not archive
Message 62
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Loctite 5910 Black/Loctite anerobic sealers are good |
too! about 16 bucks..Herb
Message 63
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
Message 64
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Loctite 5910 Black |
John..
I don't know bout the locktite
But Yamaha makes a case joining compound that I used on a snowmobile
engine. I may still have some if it has not gone bad, or you could check
your Yamaha shop.
Boyd
>>>>>>>>>>>>>>>.....
Hi Gang:
Ronnie Smith used Loctite 5910, black, to seal my gearbox last time we
pulled it. This is supposed to be the new Rotax recommended gearbox flange
sealant.
I have tried several times to find a source for a small amount of 5910. It
is popular in Europe, but not in the US. I
Can anyone help me out? I would like to reseal my gearbox before I get
serious about flying this year.
Thanks,
john hauck
mkIII
Titus, Alabama
Message 65
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternitive Kolb Engines |
[quote="Dana"]At 01:28 PM 1/31/2010, Jason Omelchuck wrote:
> Using your logic consider:
> It is an established fact,VG's grossly improve performance
> on Kolb aircraft, no matter what model it is.
Oh no! Somebody mention Seafoam, quick!
-Dana
[quote]
Took this at RVN during today's EAA meeting - Cessna has improved on VG's, they
are using the SLED instead. (Snow Leading Edge Device)
This SLED equipped but otherwise humble 152 will kick all yur wimpy VG equipped
tails and then fly off into the sunset gloating.
Video at eleven.
Richard Pike
MKIII N420P (420ldPoops)
do not archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=284284#284284
Attachments:
http://forums.matronics.com//files/highliftwings_large_145.jpg
Message 66
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Email problem |
Getting the message now...no text however...
Herb
do not archive..
At 08:19 PM 1/31/2010, you wrote:
>Checked by AVG - www.avg.com
>01/31/10 19:35:00
Message 67
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Email problem |
Looks like I am in business..Herb
email filter problem...
do not archive..
Message 68
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Email problem |
> Getting the message now...no text however...
>
> Herb
>
> do not archive..
Got ya loud and clear at hauck's holler, alabama.
john h
DO NOT ARCHIVE
Message 69
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Cracked tail post fix |
> I took the queue from John and added some bar stock 1/16 X 1" aluminum
>
> Rick Neilsen
Rick N/Gang:
Gary Haley used 1/8" X 1 aluminum strap. Worked good, til he broke his
airplane at MV last year.
Might work a little better for you. Easy to duplicate. You can use the old
ones for patterns.
john hauck
mkIII
Titus, Alabama
Message 70
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Email problem |
Back in business..
do not archive
At 09:04 PM 1/31/2010, you wrote:
>
>
> > Getting the message now...no text however...
>>Herb
>> do not archive..
>
>NOT ARCHIVE
>/10 19:35:00
>Got ya loud and clear at hauck's holler, alabama.
>
>john h
>
>DO
Message 71
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Firefly for X-Plane, 3 view drawings |
Ellery, thanks for the lead. Jack's site had some useful info like the wing
and h-stab incidence angles.
Rick, I wasn't able to find that airfoil in the PlaneMaker programs options.
I ended up using a "Cub Wing" airfoil.
I tried working from some drawings in the March '98 issue of Sport Piolet &
Ultralights magazine. They were not accurate enough. Still looking for
technical info and 3 view drawings.
bk
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|