Today's Message Index:
----------------------
1. 03:41 AM - Re: N1014S MarkIII Xtra first flight - Frank D (Thom Riddle)
2. 03:47 AM - Re: N1014S MarkIII Xtra first flight - Frank D (Thom Riddle)
3. 05:02 AM - Re: Bad day at Black Rock (zeprep251@aol.com)
4. 05:24 AM - Re: Newbie (zeprep251@aol.com)
5. 07:17 AM - Re: Newbie (SS568)
6. 07:21 AM - Re: Newbie (SS568)
7. 07:24 AM - Bad Day at Black Rock, Pt 2 (Richard Girard)
8. 08:47 AM - Re: Re: 447 quit (Jack B. Hart)
9. 11:47 AM - Re: Re: Bad day at Black Rock (Richard Girard)
10. 12:18 PM - Re: Newbie (Richard Pike)
11. 12:30 PM - Re: Bad day at Black Rock (Kirkds)
12. 12:49 PM - Re: Re: Newbie (Mike Welch)
13. 01:27 PM - Re: Re: Newbie (John Hauck)
14. 01:28 PM - FireFly Progress (Jack B. Hart)
15. 01:51 PM - Re: FireFly Progress (Phil)
16. 03:17 PM - A little better day at Black Rock (Richard Girard)
17. 04:39 PM - Re: A little better day at Black Rock (SS568)
18. 04:51 PM - Re: Re: A little better day at Black Rock (John Hauck)
19. 05:25 PM - Re: A little better day at Black Rock (Richard Pike)
20. 06:40 PM - Re: FireFly Progress (Jack B. Hart)
21. 06:45 PM - Re: CHT (zeprep251@aol.com)
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Subject: | Re: N1014S MarkIII Xtra first flight - Frank D |
Chris,
I monitor three cylinders for CHT and one for EGT. My typical cruise speed is 82-85
mph at about 2725-2750 rpm with CHTs running around 250F. The oil temperature
at cruise is generally in the 200F-210F and the EGT is rich at around 1200F
at low altitude and lower still at higher altitudes.
During climb at Vy (60mph) and WOT the CHTs go to 300-320F or so at 3,000 RPM.
They might go higher if I continued to climb at full throttle but my EGT gets
over 1350 so I back off the throttle or put the nose down to correct that.
Because of the rich cruise and lean WOT condition, I finally got around to ordering
a richer main jet and leaner needle jet which should arrive this week. If
they work as suggested, I should be able to continue WOT climb at Vy and see
how high the CHTs go. Also hope for higher EGTs at cruise and consequent lower
fuel consumption.
I'd like to see your numbers too.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
Truth is what stands the test of experience.
- Albert Einstein
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=344942#344942
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Subject: | Re: N1014S MarkIII Xtra first flight - Frank D |
Frank,
The NORMAL Jabiru scoops do not go to the prop. There are baffles at the entry
and between the cylinders to make sure the air is directed over and then down
between the cylinders and down at the back of the aft cylinders.
Attached is a photo of the normal scoops on my Jabiru.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
Truth is what stands the test of experience.
- Albert Einstein
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=344944#344944
Attachments:
http://forums.matronics.com//files/left_rear_qrtr_showing_engine_158.jpg
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Subject: | Re: Bad day at Black Rock |
Rick,
When ever I bent the gear legs on the Firestar,the twinge I felt was a litt
le lower,just below my left hip,about where my wallet was.Glad you are OK.
G.Aman MK3C Jabiru 2200A
-----Original Message-----
From: Richard Girard <aslsa.rng@gmail.com>
Sent: Mon, Jul 4, 2011 9:50 am
Subject: Kolb-List: Bad day at Black Rock
Well it was an interesting evening here, last. The short story is that I lo
st power on climb out at about 300 ft. Had a hell of a cross wind that had
me crabbed about 30 degrees already so I only had another 150 degrees of th
e impossible turn left. I made the turn all right, but without time for a s
ufficient flair and ripped the left main gear off. I don't know the extent
of the damage yet, it could be an easy fix or the fuselage truss may be jun
k. I hope I can salvage it, just have to wait and see. The good thing is I
got away without a scratch, although I can feel a twinge in my right clavic
le area. Probably just pulled a muscle.
CRAP!
Rick Girard
--
Zulu Delta
Mk IIIC
Thanks, Homer GBYM
It isn't necessary to have relatives in Kansas City in order to be unhappy.
- Groucho Marx
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Welcome Dave,
There are a lot of old timers on the list.Let us know where you are and one
of the listers will give you a ride in a Kolb
G.Aman MK3C Jabiru 2200a 630 hrs-class of "38"
-----Original Message-----
From: SS568 <david@PaulowniaTrees.com>
Sent: Mon, Jul 4, 2011 3:34 pm
Subject: Kolb-List: Newbie
Hello to all,
First time here as a poster. Actually it took a few weeks to find this all
Kolb
forum.
I am 70 yr old. I have a private pilot lic. I have not flown for some 35
years.
I am now doing a re-entry. I have flown piper and cessnas. Back then there
was
no ul or lsa around.
I have about decided on a Kolb. Because of the folding wings , trailerabil
ity.
Now which model. I am undicided about a single place or 2 place.
I am all ears about the Kolb if anyone wants to bend my ear a little.
Thanks
ss568
:D
Read this topic online here:
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Thanks Richard,
One thing that is puzzling. Some 2 place Kolbs have one stick, others have 2.
It would seem that flying with the stick off center would be a bit challenging
as the stick is not directly between the legs. Particular in time of hair raising,
such as a crosswind landing.
Am I right in that only the Mark 3 has dual sticks (centered)?
Can the others be modified to bring the one stick over or change to two?
David d.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=344956#344956
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zeprep251(at)aol.com wrote:
> Welcome Dave,
> There are a lot of old timers on the list.Let us know where you are and one
of the listers will give you a ride in a Kolb
> G.Aman MK3C Jabiru 2200a 630 hrs-class of "38"
>
>
>
> --
:D
Fitzgerald is located in south Ga.
Ya know there is S Ga. and then there is Atlanta.
David d.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=344957#344957
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Subject: | Bad Day at Black Rock, Pt 2 |
"Curiouser and curiouser", said Alice.
I talked to my neighbor who helped me retrieve my airplane yesterday
afternoon. He recalls flipping all three switches on my overhead panel just
before loading my airplane on the trailer to haul back to my yard, so
apparently the boost pump was on after all.
Conditions at the time were low temps (low 80's) and very high humidity
following the passage of thunderstorms several hours before. I checked the
engine for seizure last night and there is no sign. The engine starts and
runs normally. The fuel lines are firm and I can't find anything that would
have obstructed the flow of fuel to the engine so the only thing I can come
up with is carb ice. I've had the symptoms before and once actually found
frost on the outside of the carb bodies when I was fast enough getting out
of the plane. I wish I'd had the foresight to have checked Sunday night, but
I wasn't the best investigator right then. I guess I'll never know.
Rick Girard
--
Zulu Delta
Mk IIIC
Thanks, Homer GBYM
It isn't necessary to have relatives in Kansas City in order to be unhappy.
- Groucho Marx
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Ed,
The most likely place for piston scuffing is the exhaust port side of the
piston. You can view this area by removing the exhaust manifold and
observing the piston as you rotate the propeller. Check with your engine
mechanic to find out what he did to the engine. If he honed out the
cylinders and/or replaced the piston rings, I would put it through the
engine break-in cycle. If it gets through the this it is should be ready to
go.
If you don't want to do this or it doesn't make it through the break-in
test, you have to pull the heads and the jugs to check for piston scuff. If
there is scuffing, I would remove the aluminum from the cylinders with
muratic acid. If the piston scuffing is light to medium, I would remove the
rings and using a fine broad file, and smooth the peaks to the point where
the piston will slide just nicely through the cylinder. You can get away
with this because there is very little side load on the piston when it is
under the greatest heat and pressure loads at the top of the cylinder. In
fact these scuff marks will enhance increased lubrication in the scuffed
areas.
Before re-installing the rings, use a fine jeweler's file to remove any burr
caused by a scuffing along the piston land slot corners. Remove only the
burr and nothing from the land on which the rings rest. Install the piston
ring and check that the ring is free to rotate as far as the pin will allow
it, and that the ring will slide freely and completely into the slot.
Reassemble the engine and put it through the break-in cycle, and go fly.
Jack B. Hart FF004
Winchester, IN
...........................................
<From: DAquaNut@aol.com
<Date: Mon, 4 Jul 2011 12:13:12 -0400 (EDT)
<..................
<to shut off pretty quick , but started back up. I dont know where to
<start, as I fear it may be cold seizure . Will a compression check verify
<anything? Any thoughts?
< Ed ( In Houston Firefly 62 )
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Subject: | Re: Bad day at Black Rock |
Can you send some pictures when you get home? What all is included? Was
construction started or is it a disassembled aircraft? And we are talking
about a Kolb Mk III, correct?
Rick
On Mon, Jul 4, 2011 at 1:33 PM, Kirkds <kirkds@dishmail.net> wrote:
>
> Since my email account won't let me send messages from Quebec I'll reply on
> list as it is working fine. The kit is in Michigan and the price is
> $3000.00. I'll be home by the weekend.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=344888#344888
>
>
--
Zulu Delta
Mk IIIC
Thanks, Homer GBYM
It isn't necessary to have relatives in Kansas City in order to be unhappy.
- Groucho Marx
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SS568 wrote:
> Thanks Richard,
>
> One thing that is puzzling. Some 2 place Kolbs have one stick, others have 2.
> It would seem that flying with the stick off center would be a bit challenging
as the stick is not directly between the legs. Particular in time of hair raising,
such as a crosswind landing.
> Am I right in that only the Mark 3 has dual sticks (centered)?
> Can the others be modified to bring the one stick over or change to two?
>
> David d.
Originally they all had just the one stick in the middle and it is not challenging
at all. After a few flights, it seems like it is right where it needs to be,
and the place between the legs is good for a radio and switch rack. And I don't
have to try and get my leg over a stick.
Apparently the dual stick is now common, if I remember right (always a problem)
the Hauck guys came up with the dual arrangement, and I think it is possible
to retrofit. John? Others? Verify? Or am I all wet?
One thing I moved; the original throttle for the MKIII which was in the middle,
replaced it with an add on quadrant on the left sidewall, which I like much better.
Kolb details are easy to tinker with, if you want it different, change
it.
http://www.bcchapel.org/pages/0003/kolb.htm
Richard Pike
MKIII N420P (420ldPoops)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=344998#344998
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Subject: | Re: Bad day at Black Rock |
I'll send pics and info when I get home.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=345002#345002
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Richard=2C
IIRC=2C you are correct that John H was somehow involved in the dual stic
k design option.
I think he said he=2C his brother Jim=2C and maybe Dennis came up with the
design.
Although having dual sticks is an option=2C I guess it's not for everyone
. I seriously thought
about going that route=2C but didn't like the idea of crawling over it=2C s
o I just stayed with the
"single center stick".
Speaking of 'crawling' over. I aslo relocated the center throttle to the
left side of the
pilot seat...but I decided to mount it to the door frame. Now=2C when I op
en the door=2C
the throttle swings out of the way completely! For me=2C the less crawling
over stuff=2C
the better.
> Apparently the dual stick is now common=2C if I remember right (always a
problem) the Hauck guys came up with the dual arrangement=2C and I think it
is possible to retrofit. John? Others? Verify? Or am I all wet?
>
> One thing I moved=3B the original throttle for the MKIII which was in the
middle=2C replaced it with an add on quadrant on the left sidewall=2C whic
h I like much better. Kolb details are easy to tinker with=2C if you want
it different=2C change it.
> http://www.bcchapel.org/pages/0003/kolb.htm
>
> Richard Pike
> MKIII N420P (420ldPoops)
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From: "Mike Welch" <mdnanwelch7@hotmail.com>
IIRC, you are correct that John H was somehow involved in the dual stick
design option.
I think he said he, his brother Jim, and maybe Dennis came up with the
design.
Folks:
My only involvement in the first set of dual controls in a Kolb aircraft was
coming up with the requirement and testing the finished product.
Brother Jim Hauck designed and fabricated the dual controls for my MKIII in
1991. He built the jigs, offered them to Kolb Aircraft, but they were not
interested in our dual controls.
Some time later Kolb Aircraft came up with their own design of dual
controls.
Brother Jim gave his dual control jigs to The New Kolb Aircraft Company.
All dual controls being produced by TNK and Kolb Aircraft are Jim Hauck dual
controls. Our late friend, Seth Mathews of Tallahassee, Florida, gave us
engineering expertise for the project, but the idea was mine, and the
majority of the project was the result of Brother Jim's expertise.
I fly my MKIII from the right seat, use the right stick between my legs and
the normal Kolb throttle in the center bewteen the seats. I long ago
removed the left stick to make it easier for passengers to board my MKIII.
I like my arrangement better than the center stick and throttle, or flying
left seat and moving the throttle to the left side. I have no problem
adjusting to either configuration, and have been flying both systems for
many years.
My biggest problem is adjusting to operation of the flap with my right hand.
I keep reaching for the handle with my left hand when I start flying from
the left seat.
john h
mkIII
Titus, Alabama
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Subject: | FireFly Progress |
Kolbers,
A cold winter, a wet and windy spring, a newly retired wife and a near
lightning strike fairly well completes the list for non FireFly
activity.
Completed the last corner wing brace fix today. Started marking the cut
fabric to enable me to do a some what neat stitch to close the flap that I
had to cut into the top of the wing. The hangar faces to the west and so
the afternoon sun turns the hangar into an oven when the doors are open.
It was great to return to the task of getting the FireFly back into the air.
I have several days of stitching ahead of me. After that the taping and
painting will be a snap.
Jack B. Hart FF004
Winchester, IN
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Subject: | Re: FireFly Progress |
Hi Jack!
Would LOVE to see pics! I built and flew a Twinstart 20+ years ago and I wa
nt to get a Firefly this time.
Phil H.
Newark, DE
--- On Tue, 7/5/11, Jack B. Hart <jbhart@onlyinternet.net> wrote:
From: Jack B. Hart <jbhart@onlyinternet.net>
Subject: Kolb-List: FireFly Progress
Kolbers,
A cold winter, a wet and windy spring, a newly retired wife and a near
lightning strike fairly well completes the list for non FireFly
activity.
Completed the last corner wing brace fix today.- Started marking the cut
fabric to enable me to do a some what neat stitch to close the flap that I
had to cut into the top of the wing.- The hangar faces to the west and so
the afternoon sun turns the hangar into an oven when the doors are open.
It was great to return to the task of getting the FireFly back into the air
.-
I have several days of stitching ahead of me.- After that the taping and
painting will be a snap.-
Jack B. Hart FF004
Winchester, IN
le, List Admin.
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Subject: | A little better day at Black Rock |
My wife, Lou, and I just took the wings off Zulu Delta and I cut away come
fabric from the fuselage to get a better idea of the damage. Not as bad as I
first thought. Not good, but better than I expected.
For Newbie and other lurkers. I didn't take close ups of each weld cluster,
but not a single one failed. Where ever there was a separation it was
because the tube ripped, not the welding. I hit pretty hard but I walked
away without even a bruise. The truss structure absorbed the hit and left me
unscathed. I am glad I was flying from the right seat, though. I don't think
one of the tinker toy aluminum tube and pop rivet aircraft could have
protected me like this.
If you're out there Homer, I owe you a very big thanks.
Rick Girard
--
Zulu Delta
Mk IIIC
Thanks, Homer GBYM
It isn't necessary to have relatives in Kansas City in order to be unhappy.
- Groucho Marx
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Subject: | Re: A little better day at Black Rock |
Greetings Rick,
So glad that you walked away. It goes without say that any landing that you walk
away from is a good landing. Paralyzed for life would not be a good thing.
The Bad day at black rock, I remember the movie. That old saying caught on sort
of like "Murphy is alway looking over your shoulder". But thank goodness for
a good outcome.
You sort of answered my question about having the stick in the center. In a time
of quick decision, the stick was right there and you did not have to compensate
for it being off to the side.
David d. (newbie)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=345040#345040
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Subject: | Re: A little better day at Black Rock |
You sort of answered my question about having the stick in the center. In a
time of quick decision, the stick was right there and you did not have to
compensate for it being off to the side.
David d. (newbie)
I haven't found I have had to compensate for stick location in a Kolb,
whether it be in the center or between my legs.
No matter what the stick's location in a Kolb, it is always there because
the pilot has to keep his hand on the stick almost all the time the Kolb is
in the air.
john h
mkIII
Titus, Alabama
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Subject: | Re: A little better day at Black Rock |
SS568 wrote:
> Greetings Rick,
>
> You sort of answered my question about having the stick in the center. In a time
of quick decision, the stick was right there and you did not have to compensate
for it being off to the side.
>
> David d. (newbie)
You are imagining a non-existent problem. Some of us have a bunch of time flying
these things, and if it was a problem, we would tell you, because we would have
already taken steps to fix it, and what we fix, we talk about. That's what
we do, that's what the Kolb list is all about.
Search the archives and see if you can find anybody unhappy with the stick location
for the reasons you envisage-I don't think you will.
Richard Pike
MKIII N420P (420ldPoops)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=345045#345045
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Subject: | Re: FireFly Progress |
From: Phil <phactor9@yahoo.com>
>Would LOVE to see pics! I built and flew a Twinstart 20+ years ago and I
>want to get a Firefly this time.
Phil,
Ok! Start at: http://jackbhart.com/firefly/firefly.html
If you proceed by "NEXT" you will follow the chronological changes in the
FireFly. It first flew on 9/9/1999. Otherwise you can use the "INDEX" to
explore various topics. This was one of the first FireFlys (FF004) and so
many little modifications have been made to tailor it to the way I want it
to fly. The third engine is currently under test.
I hope you enjoy it.
Jack B. Hart FF004
Winchester, IN
do not archive
Message 21
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Kurt,
Be sure to check the fan belt as well.
-----Original Message-----
From: K I <wrk2win4u@msn.com>
Sent: Mon, Jul 4, 2011 3:02 pm
Subject: Kolb-List: CHT
Greetings List,
I also am having an issue with my engine. I have a 503 DCDIin a Firestar ll
. I have a reading of 310 and 210 on the CHT gauge. Thereadings do change i
n flight however the difference between readings is in theneighborhood of 9
0 to 110 degrees. I am concerned about the variable in temps. Canthe temps
really be that different? My EGT is showing 1100/1050. This is with the RP
Ms at 5500. What may becausing the lower reading on the one cylinder?
Kurt
Firestar ll
503 DCDI
Utah
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