Today's Message Index:
----------------------
1. 02:26 AM - Re: Type certificate for KOLB MARK II TWINSTAR (Pat Ladd)
2. 05:44 AM - Re: Kolb/Jabiru carb overflow (Thom Riddle)
3. 06:01 AM - Video producers please school me. (Lanny Fetterman)
4. 06:17 AM - Re: Type certificate for KOLB MARK II TWINSTAR (John Hauck)
5. 06:36 AM - Re: Re: Kolb/Jabiru carb overflow (Mike Welch)
6. 06:54 AM - Re: Re: Kolb/Jabiru carb overflow (John Hauck)
7. 07:08 AM - Re: Type certificate for KOLB MARK II TWINSTAR (Mike Welch)
8. 07:47 AM - Re: Re: Kolb/Jabiru carb overflow (Jack B. Hart)
9. 07:52 AM - Re: Kolb/Jabiru carb overflow (ces308)
10. 07:54 AM - Freeze point (william sullivan)
11. 08:04 AM - Re: Freeze point (John Hauck)
12. 08:40 AM - Re: Re: Kolb/Jabiru carb overflow (Mike Welch)
13. 09:01 AM - Re: Kolb/Jabiru carb overflow (Thom Riddle)
14. 09:27 AM - Re: Re: Kolb/Jabiru carb overflow (John Hauck)
15. 09:29 AM - Re: Re: Kolb/Jabiru carb overflow (John Hauck)
16. 09:57 AM - Re: Kolb/Jabiru carb overflow (Thom Riddle)
17. 12:25 PM - Re: Type certificate for KOLB MARK II TWINSTAR (Ron @ KFHU)
18. 12:40 PM - Re: Re: Kolb/Jabiru carb overflow (b young)
19. 01:49 PM - Re: Kolb/Jabiru carb overflow (Thom Riddle)
20. 02:44 PM - Re: Re: Kolb/Jabiru carb overflow (Mike Welch)
21. 02:48 PM - Re: Re: Kolb/Jabiru carb overflow (b young)
22. 06:14 PM - Rocky Mountain Lodge Airstrip (John Hauck)
23. 08:24 PM - turbine 701 (PCKing)
24. 08:37 PM - Rocky Mountain Lodge Airstrip (John Hauck)
Message 1
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| Subject: | Re: Type certificate for KOLB MARK II TWINSTAR |
He has a MKII, not a MKIII.>>
Hi John,
If all he is tryng to do is establish the fact that the Kolb is an
established aircraft it probably wont make much difference.
I am willing to send him a copy of my Permit to Fly and of the form which my
Inspector filled out last March if it will help the guy out.
Pat
Message 2
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| Subject: | Re: Kolb/Jabiru carb overflow |
Chris,
Thanks for the update about two different springs. That was news to me and very
much worth knowing. I've not taken my fuel pump apart but will next condition
inspection just to see what is what.
I hope you will post this information on the JabiruEngines Yahoo group since that
seems to be the busiest of the Jabiru lists.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
Everyone is entitled to his own opinion, but not his own facts.
Daniel Patrick Moynihan
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326847#326847
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| Subject: | Video producers please school me. |
Hi all, I really enjoy watching the various videos that are posted.
It is interesting to see the scenery and terrain that fellow Kolbers
fly over. I would also like to learn to post videos of some of my
local flights. What video cameras and mounts are you guys using to
make these videos? My computer skills are limited and I need
something very user friendly and not real expensive. If you feel this
topic this isn`t worthy of the list, please e-mail me off list at
donaho1@verizon.net Lanny N598LF
Message 4
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| Subject: | Re: Type certificate for KOLB MARK II TWINSTAR |
If all he is tryng to do is establish the fact that the Kolb is an
established aircraft it probably wont make much difference.
Pat
No problem here.
Didn't know if Mike W had caught that, or if it would make any difference.
john h - 17F (no flying today)
mkIII
Titus, Alabama
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| Subject: | Re: Kolb/Jabiru carb overflow |
Chris=2C
In viewing the photos of the inside of your fuel pump=2C it appears to
me that you have a significant amount of water getting into your fuel
system. Either by condensation=2C fuel container transfer=2C or something
=2C
it looks like an issue you should address.
I don't recall seeing anywhere how many hours you have on your
engine=2C but it can't be a tremendous amount. I'm just wondering how
an area that is supposed to have zero (!!) moisture=2C is somehow getting
so much. Maybe I'm not seeing the photos clearly=2C but that's what I see.
In my opinion=2C if your fuel system is well designed=2C and you don't ha
ve any
"obvious" culprits=2C at the very least I'd consider using a 'water separat
or'
style funnel. I'm not a fuel expert=2C or anything like that=2C but it jus
t seems
to me there is something you need to fix!!
I'm curious......do you fill up your fuel tank(s) in your plane EVERY tim
e
you park it? According to what I heard once=2C you are supposed to fill u
p
your tanks after you fly the plane. Full tanks have very little room for a
ir
to deposit moisture on the inside walls of your fuel tank.
Do you have a 'well placed' moisture trap?? I mean=2C one that does a gr
eat
job of letting ALL the water settle into it=2C and allows for easy and thor
ough
drainage. I think this is something you REALLY need to be confident of!!
Let's keep the off-airport landings to a minimum!
Mike Welch
Message 6
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| Subject: | Re: Kolb/Jabiru carb overflow |
In viewing the photos of the inside of your fuel pump, it appears to
me that you have a significant amount of water getting into your fuel
system.
Mike Welch
Mike W/Gang:
The corrosion seems to be on the crank case side of the pump, not the fuel
side.
The engine oil is probably not getting hot enough to cook off condensation,
which collects where ever it can find a home, e.g., the cavity in the fuel
pump and many other places inside the engine.
I do not know about the Jabiru, but 912 engine oil must get at least 190F,
during a flight, to be hot enough to burn off condensation. An easy check
is remove the oil tank cap, after a flight, to see if there is a milky
substance covering the bottom of the cap. If it is, it isn't running hot
enough.
For me, that much corrosion in the fuel pump would be cause to wonder about
the rest of the engine.
Chris has been flying in some very cold weather this year.
john h
mkIII
Titus, Alabama
Message 7
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| Subject: | Type certificate for KOLB MARK II TWINSTAR |
> Didn't know if Mike W had caught that
> john h - 17F (no flying today)
Hi John=2C
I appreciate you made the distinction between MkII and MkIII. Thank you.
I guess my thoughts all along was this poor guy has a bureaucratic
government that can't function unless they have the proper "documents".
The decision of whether or not he can fly rests upon some twit who can't
function without "das papers".
From the beginning=2C I made the assumption Tibi was going to have to
"edit" whatever he got his hands on. Of course=2C anything anyone else
provides him is going to have other people's personal information=2C names
=2C etc.
Even the fact that the forms may say MkIII isn't all that important=2C eith
er=2C because
whoever he hands the forms over to doesn't know if it's a MkI=2C MkII=2C or
a MkIX.
He could call it a Kolbra for all they know. I'd bet he is correct=2C it p
robably IS
the only Kolb in Hungary. I mean=2C how many can there be!!!??
My apologies for dragging the subject out. I just saw it as a situation
where
a government was standing between a guy and his Kolb airplane=2C and I've
already expressed my views of the government! If it was up to me=2C I'd le
t him
fly the plane=2C and get rid of the bureaucrat!!! But then=2C that's proba
bly just me...
Thanks=2C
Mike Welch
do not archive
Message 8
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| Subject: | Re: Kolb/Jabiru carb overflow |
From: Mike Welch <mdnanwelch7@hotmail.com>
>
In viewing the photos of the inside of your fuel pump, it appears to
me that you have a significant amount of water getting into your fuel
system. Either by condensation, fuel container transfer, or something,
it looks like an issue you should address.
>
Mike,
Every engine has combustion blow-by from the combustion chamber that passes
the rings and piston and on into the crankcase. And, since a high
percentage of the combustion products is water vapor, it is not surprising
to find it accumulating and condensing on things inside the crankcase. In
most cases, if you can keep the crankcase and the parts in side it at or
above 180 degrees F, most of the moisture will not condense inside the case
and will blow on out the vent as vapor. Fortunately for us two strokers
this is not much of problem as the crankcase is constantly purged with fresh
air, fuel, and lubricant.
Jack B. Hart FF004
Winchester, IN
Message 9
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| Subject: | Re: Kolb/Jabiru carb overflow |
Mike and John,hello,
The fuel pump is on the side of the engine,right in the slipstream and hangs upside
down and tilted...it looks like oil for lubrication comes from just enough
clearance around the push-rod to drip on the pump actuator and then a small
,about an 1/8 " hole at the bottom for an oil return to the crank case...there
is a cavity above that where the return spring is that has no air going through
it or oil getting to it,so with the slipstream of cold air going over the hot/warm
pump case it has to be making some moisture there....I don't think it's
a lot ,but enough to collect on the spring and the bottom of the diaphragm.I
have never seen moisture in the oil fill tube or the dipstick...Oil temps in
the winter...at 16* is 160-185...I have never found any water in my fuel system...
I'll get a picture of where the pump goes on so you can see what I'm talking about...
chris ambrose
M3X/Jabiru A-2200 172. hrs TT
N327CS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326879#326879
Message 10
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- Something just occurred to me.- John has 17 degrees, and we have 20 d
egrees up in Ct.- Do any of you Kolbers with liquid cooled engines (espec
ially down south) bother to check the freeze point on your coolant?- Ever
ybody talks about engine running temps, but not frozen engines.
-
-------------------------
-------------------------
-- Bill Sullivan
-------------------------
-------------------------
-- Windsor Locks, Ct.
-------------------------
-------------------------
-- FS 447
-
-------------------------
---------
Message 11
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| Subject: | Re: Freeze point |
Something just occurred to me. John has 17 degrees, and we have 20 degrees
up in Ct. Do any of you Kolbers with liquid cooled engines (especially down
south) bother to check the freeze point on your coolant? Everybody talks
about engine running temps, but not frozen engines.
Bill Sullivan
I do that when I replace the antifreeze, normally 50/50 with distilled
water.
Change it out about once every year or two.
john h
mkIII
Titus, Alabama
Message 12
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| Subject: | Re: Kolb/Jabiru carb overflow |
> The corrosion seems to be on the crank case side of the pump=2C not the f
uel
> side.
> Chris has been flying in some very cold weather this year.
>
> john h
> mkIII
> Titus=2C Alabama
John=2C guys=2C
Thanks for the clarification. You can see I'm no Jabiru fuel pump expert
.
One thing I do know=2C tho=2C is that simply reaching 180-190 degrees F isn
't
all there is to moisture in your crankcase.
Once you've achieved a steady-state warm engine=2C let's say 190 F=2C you
have
to maintain that temperature long enough to do some good. How long? Well
=2C
that depends on a lot of factors=2C like engine design=2C ventilation=2C et
c. The condensation
is going to take a while to be able to 'escape' through a breather cap or v
ent=2C
or whatever. Just getting the engine to 190F and shutting it off=2C isn't
going to
eliminate moisture. In fact=2C it'll make it worse=2C because it is the co
oling down effect
that causes condensation.
Seeing as how the moisture is a product of Chris's crankcase (and not his
fuel
delivery system)=2C then this would possibly be a characteristic of his fly
ing conditions=2C
or flying habits=2C wouldn't it? Possibly due to the cold=2C northern cli
mate=2C or the duration
of his flights=2C or maybe even the wrong thermostat for his conditions=2C
clearly something
needs to be remedied.
Without a doubt=2C Chris needs to make his flights a lot longer=2C or cer
tainly long
enough to achieve a dryer moisture level inside his engine's crankcase.....
'cause what he
has at the present is causing some risky landings!!
Simple question=2C Chris=3B How long would you say your typical flight
is? 15 minutes?
30?? Also=2C can you get a higher temp rated thermostat? This might help
a lot.
Mike Welch
Message 13
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| Subject: | Re: Kolb/Jabiru carb overflow |
Attached is a photo of the Jabiru 2200 fuel pump from the Installation Manual.
You can't see it in this photo but the fuel line FROM the pump to the carb is
behind the supply line with the fire sleeve to the pump.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
Don't accept your dog's admiration as conclusive evidence that you are wonderful.
Ann Landers
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326888#326888
Attachments:
http://forums.matronics.com//files/jab2200_fuel_pump_997.jpg
Message 14
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| Subject: | Re: Kolb/Jabiru carb overflow |
Thanks for the clarification. You can see I'm no Jabiru fuel pump
expert.
One thing I do know, tho, is that simply reaching 180-190 degrees F isn't
all there is to moisture in your crankcase.
Mike Welch
Mike W/Folks:
I went back and looked at the new Owners Manual, 912 series engines:
- Eng Oil Temp operating range 190 to 230F (This temp is read at the outlet
end of the oil pump, but before it goes back through the engine. This is
oil fresh from the oil cooler.)
- The manual also states eng oil temp should attain at least 212F some time
during flight each day. It does not explain if this is 212F at the eng oil
temp sender on the aft end of the oil pump, or oil temp when blow by gases
push the oil out the crankcase on its way to the oil tank after it has been
heated inside the engine.
My experience has worked out well using the old spec which was attain 190F
during the flight. No time at or above that temp specified. If I comply
with this, I have a nice clean oil tank cap on the inside. If I don't get
the eng oil to 190F (indicated), I'll have the tale tell milky looking oil
residue inside the cap.
My experience has also been that condensation converts to steam well below
the boiling point of 212F. I also know there is 3 to 5 psi crankcase
pressure constantly purging the crankcase of steam/contaminents, pushing oil
out of the crankcase and back to the oil tank. The condensation does not
have to be boiled out of the crankcase.
About the only way one could get the engine oil temp to 190F on the ground
(912) would be bypass the eng oil cooler and tape up the radiator.
Difficult to get 120F, as required, prior to going full throttle, especially
when it is cold.
Don't think it is the cooling down that causes condensation in the 912
engines, but the by product of combustion. There is a lot of water in the
air, especially here in the SE.
john h
mkIII
Titus, Alabama
Message 15
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| Subject: | Re: Kolb/Jabiru carb overflow |
Attached is a photo of the Jabiru 2200 fuel pump from the Installation
Manual. You can't see it in this photo but the fuel line FROM the pump to
the carb is behind the supply line with the fire sleeve to the pump.
--------
Thom Riddle
Thom R/Folks:
The way the pump is mounted, inverted and canted, seems to be a built in
situation to trap condensation.
The 912 eng driven fuel pump is a "run of the mill" Pierburg pump, about the
same as used on the old Opels. It is a throwaway pump that can not be
disassembled. It is mounted on the gearbox and driven off a lobe on the
prop shaft. Maybe this location reduces the amount of condensation it is
exposed to, maybe not. ;-)
john h
mkIII
Titus, Alabama
Message 16
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| Subject: | Re: Kolb/Jabiru carb overflow |
My Jabiru engine has its fuel pump located as shown in the photo I posted. I have
an oil breather "catch can" that I empty after each flight by opening the petcock
in the catch can drain line. It always drains out several drops of muddy/wet
looking oil/water muck. This air/oil separator must be catching most, if
not all, of the moisture in the oil system because the oil dip stick never shows
any signs of this excrement or condensation, nor is there any when I change
the oil.
On my pusher configuration, with the engine hanging out in the breeze, and me living
in the north with mild summers, it does not need an oil cooler and therefore
does not have one installed. I rarely if ever fly in winter so the oil temps
always manage to get up to the 170F minimum (at return line to engine) specified
by Jabiru, as long as I don't baby the engine during climb. I doubt seriously,
that the oil temp would get up to minimum in this weather without closing
down some of the air scoop, but I could be wrong, since the CHTs get up to
normal in cold weather.
18F currently (Thursday 1PM) and still snowing... almost continuously since Tuesday
around noon. Beautiful to behold, if you are dressed properly.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
Don't accept your dog's admiration as conclusive evidence that you are wonderful.
Ann Landers
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326895#326895
Message 17
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| From: | "Ron @ KFHU" <captainron1@cox.net> |
| Subject: | Re: Type certificate for KOLB MARK II TWINSTAR |
Folks the fact is and unless he has already told them in writing, they would not
be able to tell Kolb Firestar from a Kolb Sputnik to a Kolb M3X. all he has
to do is show the G-Robots a piece of paper and say here is the certificate for
this airplane and he be done. They do their inspection certify it and off he
goes flying a Kolb and opening a whole new market. . Everybody is happy there
in Hungaria. :-)
I can imagine when the next kolb shows up and providing they wonder why both of
these have the same model and look different, well by then it has been inspected
and certified. G-Robots don't mess with stuff they already certify, the next
guy may have to do some contortions but Zoltan will be certified in his now
M3 under *its* Hungarian model designation in Hungary. Lol
That's the way it works.
Zolta say nothing to those G-Robots just give them the paper show them your airplane
and keep quite.
Message 18
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| Subject: | Re: Kolb/Jabiru carb overflow |
the crankcase is probably doing ok... if the fuel pump is out in the
open like the fuel pump on the 912,,, it will have a lot more cooling
air around it,,, and even if the crankcase is 200 deg c the fuel pump
may stay 160 or so.. remember there is very little movement of oil
or gases inside the fuel pump.. it is sepperated from the case with a
gasket. all which limit the heat saturation into the pump.
boyd
<<<<<<<<<<<<<<<<<<
Seeing as how the moisture is a product of Chris's crankcase (and not
his fuel
delivery system), then this would possibly be a characteristic of his
flying conditions,
or flying habits, wouldn't it? Possibly due to the cold, northern
climate, or the duration
of his flights, or maybe even the wrong thermostat for his conditions,
clearly something
needs to be remedied.
Without a doubt, Chris needs to make his flights a lot longer, or
certainly long
enough to achieve a dryer moisture level inside his engine's
crankcase.....'cause what he
has at the present is causing some risky landings!!
Simple question, Chris; How long would you say your typical flight
is? 15 minutes?
30?? Also, can you get a higher temp rated thermostat? This might
help a lot.
Mike Welch
Message 19
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| Subject: | Re: Kolb/Jabiru carb overflow |
Mike,
Jabiru engines are entirely air-cooled therefore there is no thermostat to change.
I always climb hard after take-off to get the temps up, even climb higher
than I really want to go, if necessary for just this purpose. The air/oil separator
also does a good job of getting rid of most of the moisture.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
Don't accept your dog's admiration as conclusive evidence that you are wonderful.
Ann Landers
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326930#326930
Message 20
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| Subject: | Re: Kolb/Jabiru carb overflow |
> Jabiru engines are entirely air-cooled therefore there is no thermostat t
o change. > --------
> Thom Riddle
Thom & Chris=2C and all other Jabiru drivers=2C
I forgot the air-cooled part.......doh!! In that case=2C the the an
swer is
simple!! You guys need to fly your planes more!!
Evidently the old adage=3B TIME SPENT FLYING IS NOT DEDUCTED FROM
ONE'S LIFE!! =2C has a corollary=3B TIME SPENT FLYING YOUR JABIRU ENGINE
IS GOOD FOR IT=2C IN FACT=2C THE MORE THE BETTER!
: )
Mike Welch
Message 21
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| Subject: | Re: Kolb/Jabiru carb overflow |
the crankcase is probably doing ok... if the fuel pump is out in the
open like the fuel pump on the 912,,, it will have a lot more cooling
air around it,,, and even if the crankcase is 200 deg c the fuel pump
may stay 160 or so.. remember there is very little movement of oil
or gases inside the fuel pump.. it is sepperated from the case with a
gasket. all which limit the heat saturation into the pump.
boyd
>>>>>>>>>>>>.
ment to say 200 deg F not c
do not archive
ive made my mistake for the year,,, best pay more attention the rest of
the year!!!!!
Message 22
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| Subject: | Rocky Mountain Lodge Airstrip |
Hi Folks:
July 1, 2000, I crashed on landing at the airstrip across the Alaska Highway
from the Rocky Mountain Lodge, on Muncho Lake, British Columbia, just south
of the Yukon Territory Border. The strip was rocky and rougher than I
anticipated. I was about 25 lbs less than max gross weight for my MKIII,
1,200 lbs.
Soon after touch down the left gear leg/axle socket failed, which triggered
a chain reaction of damaging both main landing gear, left wing and aileron.
I was 2,470 miles from home with an airplane that was not repairable in the
field.
Tonight, while looking for a video of a Zenith CH-701 with turboprop engine,
I discovered this video of a Twin Otter that crashed in Northern British
Columbia. As I watched the video I felt like I was familiar with the
location of that strip. By the time the Twin Otter crashed on takeoff, I
knew it was the same strip I had crashed on, landing to the south. The Twin
Otter is taking off to the north. At the beginning of the clip you can see
fuel drums on the ground on the other side of the airstrip. That is where I
ended up after ground looping, barely missing a full fuel drum, over into
the edge of the bush. The airstrip has been extensively upgraded since I
was there. Where the cameraman was located is on the two track that crosses
the airstrip. It used to be two deep ruts. Those ruts are what initially
took out the left main gear.
http://www.youtube.com/watch?v=e0DEb0M6wt4&feature=related
I flew over the Lodge and airstrip the next year, 2001, on my way to a
successful flight to Point Barrow, Alaska, my intended destination the year
before. Nope, had no desire to land there then, but would have no problem
landing there now. We upgraded the main gear, welding the axle socket to
the gear leg before having them heat treated. Bother Jim wanted to make the
gear this way initially, but I talked him out of it because it was easier to
line up the main gear when building. My bad. ;-(
john h
mkIII
Titus, Alabama
Message 23
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John,
These are several videos of the turbine 701
PCKing
Turbine Zenith 701
Scott Ehni (Texas) scratch built a Zenith 701 with a 90 hp Garrett JFS
100-13A Turboshaft in the nose. He's going to put another one in a
Zenith 601. Don't look for one of these on every homebuilt any time
soon. This one burns 12 gph at cruise.
http://www.zenithair.com/misc/turbine-power.html
Video of the second flight. Listen to the engine sound as he lands.
http://www.zenith.aero/video/second-flight-turbine-powered
Tab down to Scott's build pictures. He does nice work. He runs a
fabrication company, which explains the jigs and fixtures. He owns a lot
of Clecos.
http://www.zenith.aero/profile/ScottEhni
----- Original Message -----
From: John Hauck
To: kolb-list@matronics.com
Sent: Thursday, January 13, 2011 9:11 PM
Subject: Kolb-List: Rocky Mountain Lodge Airstrip
Hi Folks:
July 1, 2000, I crashed on landing at the airstrip across the Alaska
Highway
from the Rocky Mountain Lodge, on Muncho Lake, British Columbia, just
south
of the Yukon Territory Border. The strip was rocky and rougher than I
anticipated. I was about 25 lbs less than max gross weight for my
MKIII,
1,200 lbs.
Soon after touch down the left gear leg/axle socket failed, which
triggered
a chain reaction of damaging both main landing gear, left wing and
aileron.
I was 2,470 miles from home with an airplane that was not repairable
in the
field.
Tonight, while looking for a video of a Zenith CH-701 with turboprop
engine,
I discovered this video of a Twin Otter that crashed in Northern
British
Columbia. As I watched the video I felt like I was familiar with the
location of that strip. By the time the Twin Otter crashed on
takeoff, I
knew it was the same strip I had crashed on, landing to the south.
The Twin
Otter is taking off to the north. At the beginning of the clip you
can see
fuel drums on the ground on the other side of the airstrip. That is
where I
ended up after ground looping, barely missing a full fuel drum, over
into
the edge of the bush. The airstrip has been extensively upgraded
since I
was there. Where the cameraman was located is on the two track that
crosses
the airstrip. It used to be two deep ruts. Those ruts are what
initially
took out the left main gear.
http://www.youtube.com/watch?v=e0DEb0M6wt4&feature=related
I flew over the Lodge and airstrip the next year, 2001, on my way to a
successful flight to Point Barrow, Alaska, my intended destination the
year
before. Nope, had no desire to land there then, but would have no
problem
landing there now. We upgraded the main gear, welding the axle socket
to
the gear leg before having them heat treated. Bother Jim wanted to
make the
gear this way initially, but I talked him out of it because it was
easier to
line up the main gear when building. My bad. ;-(
john h
mkIII
Titus, Alabama
Message 24
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| Subject: | Rocky Mountain Lodge Airstrip |
These are several videos of the turbine 701
PCKing
I'm sorry. I wasn't looking for info on that airplane. Mentioned I was
looking for a video from EAA when I discovered the Twin Otter crash at
Muncho Lake, BC, and the airstrip I crashed on 10 years ago.
Thanks any how. Don't think I could feed a 12 gph engine. ;-)
john h
mkIII
Titus, Alabama
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