Today's Message Index:
----------------------
1. 02:20 AM - Re: Re: HD video (Pat Ladd)
2. 02:38 AM - Re: Re: HD video (Pat Ladd)
3. 04:41 AM - Re: Fw: olympic torch virus/facebook (Stephen Spence)
4. 06:57 AM - Re: Kolb-List Digest: 18 Msgs - 08/07/11 (Bob Green)
5. 07:09 AM - Re: Fw: olympic torch virus/facebook (russ kinne)
6. 07:12 AM - Re: Re: Arty Trost The Wandering Wench Forced Landing (russ kinne)
7. 07:29 AM - Re: Re: Kolb-List Digest: 18 Msgs - 08/07/11 (Michael Welch)
8. 07:29 AM - Re: Re: Kolb-List Digest: 18 Msgs - 08/07/11 (b young)
9. 07:49 AM - Re: Re: Kolb-List Digest: 18 Msgs - 08/07/11 (robert bean)
10. 08:39 AM - Engine out (Ozarkflyer)
11. 09:01 AM - Re: Engine out (Dennis Thate)
12. 09:09 AM - Re: Engine out (Phil)
13. 09:14 AM - Re: Engine out (Ron @ KFHU)
14. 09:57 AM - Re: Engine out (Michael Welch)
15. 10:04 AM - Re: Engine out (Dana Hague)
16. 10:06 AM - Re: Engine out (gliderx5@comcast.net)
17. 10:08 AM - Re: Re: Kolb-List Digest: 18 Msgs - 08/07/11 (Rick Neilsen)
18. 10:51 AM - Engine out (Lanny Fetterman)
19. 10:54 AM - Know before You Go/ Costly Embarrassment (Dennis Thate)
20. 11:39 AM - Re: Re: Kolb-List Digest: 18 Msgs - 08/07/11 (Richard Girard)
21. 12:12 PM - Re: Engine out (Pat Ladd)
22. 12:14 PM - Re: Engine out (Duane Ransdell)
23. 12:29 PM - flap speed (Pat Ladd)
24. 02:27 PM - Re: Engine out (russ kinne)
25. 02:32 PM - Re: Engine out (russ kinne)
26. 02:47 PM - Re: Engine out (Ozarkflyer)
27. 02:49 PM - Re: Engine out (Mike Welch)
28. 02:56 PM - Re: Engine out (robert bean)
29. 02:56 PM - FireFly & MZ 34 Progress (Jack B. Hart)
30. 03:10 PM - Re: Engine out (henry.voris)
31. 03:25 PM - Re: Engine out (russ kinne)
32. 03:27 PM - Re: Engine out (russ kinne)
33. 03:49 PM - Re: FireFly & MZ 34 Progress (Thom Riddle)
34. 03:52 PM - Re: Engine out (Ellery Batchelder Jr)
35. 03:57 PM - Re: FireFly & MZ 34 Progress (Richard Pike)
36. 04:28 PM - Re: Re: Kolb-List Digest: 18 Msgs - 08/07/11 (Phil)
37. 05:25 PM - Ordering parts from Kolb (thumbs)
38. 05:36 PM - Re: Ordering parts from Kolb (william sullivan)
39. 05:53 PM - Re: Ordering parts from Kolb (thumbs)
40. 06:05 PM - Re: Ordering parts from Kolb (Dana Hague)
41. 06:51 PM - Re: Engine out (Jack B. Hart)
42. 07:01 PM - Re: Engine out (dalewhelan)
43. 07:52 PM - Re: Engine out (Malcolm Brubaker)
44. 08:16 PM - Re: Engine out (Richard Girard)
45. 08:22 PM - Re: Engine out (Richard Pike)
Message 1
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your wife is a gem; to pick you up & feed you steak & a pint!>
Aint it de trooth! Aint it de trooth?
Pat
Message 2
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<<There is a lot of agricultural area here outside the cities but also lots
of small towns and residences with precious little undeveloped area except
for forests. The FAA says no closer than 500' from any person, structure or
vehicle and 1,000' above "congested" areas is the normal minimum, except on
departure and approach.>>
Hi Thom,
that would describe my area and the Flight Rules are the same. Fields are
probably smaller than yours but there is usually something big enough to get
into when it all goes quiet.
Pat
Message 3
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| Subject: | Re: Fwd: olympic torch virus/facebook |
see:- =0A=0Ahttp://www.truthorfiction.com/rumors/i/invitation.htm=0A=0A
=0A________________________________=0AFrom: russ kinne <russkinne@mac.com>
=0ATo: kolb-list@matronics.com=0ASent: Sun, August 7, 2011 7:25:41 PM=0ASub
ject: Kolb-List: Fwd: olympic torch virus/facebook=0A=0AFWIW --=0A=0A=0A=0A
=0A>=0A>=0A>>Subject: olympic torch virus/facebook=0A>>=0A>>PLEASE CIRCULAT
E THIS NOTICE TO YOUR FRIENDS, FAMILY, CONTACTS! In the coming =0A>>days, y
ou should be aware: -Do not open any message with an attachment called:
=0A>>Invitation FACEBOOK, regardless of who send it. It is a virus that ope
ns an =0A>>Olympic torch that burns the whole hard disc C of your computer.
This virus will =0A>>be received from someone you had in your address book
.. That's why you should =0A>>send this message to all your contacts. It i
s better to receive this email 25 =0A>>times than to receive the virus and
open it .. If you receive a mail called: =0A>>Invitation FACEBOOK, though s
ent by a friend, do not open it and delete it =0A>>immediately. It is the w
orst virus announced by CNN. A new virus has been =0A>>discovered recently
that has been classified by Microsoft as the most =0A>>destructive virus ev
er. And there is no repair yet for this kind of virus. This =0A>>virus simp
ly destroys the Zero Sector of the Hard Disc, where the vital =0A>>informat
ion of their function is saved. -I-had this sent to me from another =0A
>>domain so thought i would pass it on thanks =0A>>=0A>>=0A>>=0A>=0A
Message 4
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| Subject: | RE: Kolb-List Digest: 18 Msgs - 08/07/11 |
I am planning to do the final spraying of my Kolb fabric with Poly-spray and the
color coat (Nevada Silver) this week. Anyone else use this silver?
The number of UV cross coats can be less, right? I think I will use two cross
coats of Poly-spray and two cross coats of Poly-tone.
Any thoughts anyone?
So good to see the VW pioneer Rick Neilsen and Craig Spoke at EAA. Looking forward
to Naugua Fly-in.
Bob G.
Kolb MKIIIX, GPAS VW Conversion w re-drive.
Message 5
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| Subject: | Re: Fwd: olympic torch virus/facebook |
List, I apologize for (apparently) sounding a false alarm in re computer
viri. I was led to believe it was real.
But what meathead(s) would spend their time constructing things like
that? There are some sick puppies out here.
Anyway, sorry bout that
Russ K
On Aug 8, 2011, at 7:38 AM, Stephen Spence wrote:
> see:
> http://www.truthorfiction.com/rumors/i/invitation.htm
> From: russ kinne <russkinne@mac.com>
> To: kolb-list@matronics.com
> Sent: Sun, August 7, 2011 7:25:41 PM
> Subject: Kolb-List: Fwd: olympic torch virus/facebook
>
> FWIW --
>
>>
>>>
>>> Subject: olympic torch virus/facebook
>>> PLEASE CIRCULATE THIS NOTICE TO YOUR FRIENDS, FAMILY, CONTACTS! In
the coming days, you should be aware: Do not open any message with an
attachment called: Invitation FACEBOOK, regardless of who send it. It is
a virus that opens an Olympic torch that burns the whole hard disc C of
your computer. This virus will be received from someone you had in your
address book .. That's why you should send this message to all your
contacts. It is better to receive this email 25 times than to receive
the virus and open it .. If you receive a mail called: Invitation
FACEBOOK, though sent by a friend, do not open it and delete it
immediately. It is the worst virus announced by CNN. A new virus has
been discovered recently that has been classified by Microsoft as the
most destructive virus ever. And there is no repair yet for this kind of
virus. This virus simply destroys the Zero Sector of the Hard Disc,
where the vital information of their function is saved. I had this sent
to me from another domain so thought i would pass it on thanks
>>>
>>>
>>
>
>
>
>
>
Message 6
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| Subject: | Re: Arty Trost The Wandering Wench Forced Landing |
Henry, how many times did you shoot??
On Aug 7, 2011, at 8:14 PM, henry.voris wrote:
>
> But Beauford... I miss jet pilot.
>
> --------
> Henry
> Firefly Five-Charlie-Bravo
>
> Do Not Archive
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=348868#348868
>
>
>
>
>
>
>
>
>
>
Message 7
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| Subject: | Re: RE: Kolb-List Digest: 18 Msgs - 08/07/11 |
Bob,
One thing I noticed on my Cessna, which sat on the ramp most of it's life, was
how much the TOP of the wings and upper surfaces showed fading, oxidation, and
weathering in general. Direct sunlight is BRUTAL!!! However, the undersides
of everything else, even though the paint job was 8+ years old, looked pristine,
had no oxidation at all, and otherwise 'good as new'.
So!!! Considering the underside of your plane (and mine) will virtually never
see direct sunlight, I only used one layer of Poly Spray on the underside of
the wings. On my spraying job, I found I could STILL see a little bit of daylight
with the two top coats of Poly Spray, so I opted to go ahead and spray three
of the Poly Spray on the topside surfaces only, and IIRC, I used two coats
of Glacier White on the entire plane.
Therefore, I would say I ended up with three 'top coats' of Poly Spray, and one
underside coat. Everywhere then got two color coats of white. Since it's
a hellava lot of work and money to recover the wings, I don't think I'd be inclined
to skimp on the sunblocking Poly Spray. Maybe that's just me.
FWIW, Mike
Message 8
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| Subject: | Re: RE: Kolb-List Digest: 18 Msgs - 08/07/11 |
I am planning to do the final spraying of my Kolb fabric with Poly-spray and
the color coat (Nevada Silver) this week. Anyone else use this silver?
The number of UV cross coats can be less, right? I think I will use two
cross coats of Poly-spray and two cross coats of Poly-tone.
Any thoughts anyone?
>>>>>>>>>>>>>>>>>>>>>>>
the reason for the silver is to stop the uv from destroying the fabric,,,,
the book says 3 cross coats will stop the uv. if you use 2 cross coats of
silver,, you may not stop all the uv.
boyd young
mkiii utah
Message 9
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| Subject: | Re: RE: Kolb-List Digest: 18 Msgs - 08/07/11 |
I think you will be ok with your plan. The silver color coat will reflect well.
BB
MkIII, suzuki
On 8, Aug 2011, at 10:27 AM, b young wrote:
>
>
> I am planning to do the final spraying of my Kolb fabric with Poly-spray and
the color coat (Nevada Silver) this week. Anyone else use this silver?
> The number of UV cross coats can be less, right? I think I will use two cross
coats of Poly-spray and two cross coats of Poly-tone.
> Any thoughts anyone?
>
>>>>>>>>>>>>>>>>>>>>>>>>
> the reason for the silver is to stop the uv from destroying the fabric,,,, the
book says 3 cross coats will stop the uv. if you use 2 cross coats of silver,,
you may not stop all the uv.
>
> boyd young
> mkiii utah
>
>
>
>
Message 10
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Just curious....how many of you have suffered an engine-out failure? What kind
of aircraft and engine? Expand on your reply if you wish, but I was just trying
to get an idea of how many have experienced it.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=348922#348922
Message 11
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in 30 + years of GA flying I have never experienced an engine failure in a Continental
or Lycoming Engine .
The 6 Key Reasons for Rotax 503 Sudden Engine Stoppage:
1. Fuel Filter Clogged
2. Alcohol in Gasoline
3. Old Fuel
4. Inadvertent Mixture Leaning at Idle
5. Engine Warm Up and Shock Cooling
6. Air Filter Clogged
--------
Both optimists and pessimists contribute to our society. The optimist invents
the airplane and the pessimist the parachute. ~Gil Stern
Faith is believing what you know ain't so - Mark Twain
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=348924#348924
Message 12
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I've never had an engine-out, but I've spent many flights practicing dead-s
ticks. Find a familiar field, cut the engine, and practice. I've also pract
iced restarts; my pull-cord was accessible from the cockpit.
During a dead-stick it is critical that you fly the plane onto the ground.
No three-point attempts, no flaring, until the last foot or two or three, w
hen you're in ground effect and the bump, if any, will be minimal.
And as others have said... don't think; just do. :)
Phil H.
Twinstar + Rotax 503, 1989
--- On Mon, 8/8/11, Ozarkflyer <lragan@hotmail.com> wrote:
From: Ozarkflyer <lragan@hotmail.com>
Subject: Kolb-List: Engine out
Just curious....how many of you have suffered an engine-out failure?- Wha
t kind of aircraft and engine?- Expand on your reply if you wish, but I w
as just trying to get an idea of how many have experienced it.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=348922#348922
le, List Admin.
Message 13
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| From: | "Ron @ KFHU" <captainron1@cox.net> |
I had so far about 8 of them. Only one in a real "engine" a licensed Rolls Royce
no less, Continental O-200 over at Caanes France back in the 80's the motor
was about 900 hrs past TBO so should not have been a surprise for me. I was a
low time pilot and the Riems Cessna -150 I was flying was my first airplane, I
it bought off of an Aero Club in Shwabich Hall Germany. Didn't know anything
about TBO's or cared just wanted to go fly. Got educated real quick about the
mechanicals.
The other ones were in Ultralights, most were in a Brigs and Stratton direct drive
motors, in fact it became routine to have one or both of those little things
conk out, so I never ventured away from the airport. I had an engine out a
couple of years ago in a Cuyana 430 due to primer pump break admitting air into
the system. All in all no injuries or damage.
I think statistically speaking I should not have another engine failure in the
next 300 years or so, or conversely a claim can be made that due to my luck or
lack of it,,,, .
Ron @ KFHU
===============================
---- Ozarkflyer <lragan@hotmail.com> wrote:
============
Just curious....how many of you have suffered an engine-out failure? What kind
of aircraft and engine? Expand on your reply if you wish, but I was just trying
to get an idea of how many have experienced it.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=348922#348922
--
kugelair.com
Message 14
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Larry,
Yes, a friend and I were departing in his friend's Cherokee, on our way to Golden
West Airshow. The Cherokee was just out of annual the day before, and we
didn't notice that one of the quick-drain fuel checkers was cocked open (but
the fuel selector was shut off, so we didn't know). When he turned on the fuel
supply, sitting in the plane, we didn't see the fuel pouring out the cocked
open quick-drain.
We taxi'ed out to the run-up area, throttled up to 1700, did the mag checks,
etc, and thought we were 'good to go'. (partial engine run-up was only enough
suction to HALT the fuel drainage, not suck up air from the open drain valve)
Upon lining up for departure and going full throttle, we didn't realize at that
point we had plenty of engine suction to now start sucking in air into that
open quick-drain. We managed to get airborne, maybe about 150' up, and climbing.
At this point, about 60% of the runway is behind us. All of a sudden,
that great big air bubble trailing the fuel from the strainer, which was now empty,
caused the engine to go into "pure idle". The throttle had zero effect.
The engine did not die, it just went to idle, providing no power.
Immediately, after looking at each with that "WTH??" look on our faces, he lowered
the nose to land it with what little runway was left. We came to stop pretty
close to the end of the runway. The engine never did die, it was still
idling, and had enough power to taxi back to the hangar....leaving a trail of
still dripping fuel all the way.
Once he pulled up to the hangar, and shut the engine off, we jumped out to see
what was wrong. There it was, a line of fuel pouring out of the quick-drain
valve, under the engine cowling. I bent down to see why we had fuel pouring
out from under the engine, and there it was!! The drain valve plunger was cock-eyed.
A simple plunge in, and it dropped back in place correctly, stopping
the fuel flow.
FIVE seconds. FIVE MEASLY LITTLE SECONDS, and Dennis and I would have been
landing in a shopping center....guaranteed!! (with a drain valve stuck open,
pouring out fuel)
Moral; Make sure you have checked and secured ALL fuel drainage points.
Mike Welch
lucky to have lived to tell the story!
On Aug 8, 2011, at 10:36 AM, Ozarkflyer wrote:
>
> Just curious....how many of you have suffered an engine-out failure? What kind
of aircraft and engine? Expand on your reply if you wish, but I was just trying
to get an idea of how many have experienced it.
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=348922#348922
>
>
>
>
>
>
>
>
>
>
>
Message 15
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At 11:36 AM 8/8/2011, Ozarkflyer wrote:
>
>Just curious....how many of you have suffered an engine-out failure? What
>kind of aircraft and engine? Expand on your reply if you wish, but I was
>just trying to get an idea of how many have experienced it.
Two in a certified engine (Contentinental A-65 in a Taylorcraft): One due
to contaminated fuel, and one due to the engine swallowing a valve seat on
takeoff. Got it down without damage in both cases.
Three with the Cuyuna engine in my UltraStar: One I believe to have been
carburetor ice, two were apparently a bad carburetor float needle causing
the engine to flood. In the first two the engine quit but I was able to
restart; in the third it never actually quit but was delivering very little
power; just as I was getting committed to an off airport landing the power
came back.
Several more in PPGs, but that hardly counts...
-Dana
--
Newton's Seventeenth Law of American Life: For every action, there is an
unequal and moronic overreaction.
Message 16
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I just had a loss of power, but not a total failure of my Rotax 503 Titan T
ornado.=C2- The issue was a loose fuel line.=C2- Clamps solved the prob
lem ( my bad).=C2- I had a fouled plug on an earlier 503 Kolb MKII a few
years ago also.=C2- And a local flyer had a failure on a MKIII because th
e impluse line to the fuel pump deteriorated.
Malcolm Morrison
----- Original Message -----
From: "Ozarkflyer" <lragan@hotmail.com>
Sent: Monday, August 8, 2011 11:36:33 AM
Subject: Kolb-List: Engine out
Just curious....how many of you have suffered an engine-out failure? =C2-
What kind of aircraft and engine? =C2-Expand on your reply if you wish, b
ut I was just trying to get an idea of how many have experienced it.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=348922#348922
===========
===========
MS -
===========
e -
=C2- =C2- =C2- =C2- =C2--Matt Dralle, List Admin.
===========
Message 17
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| Subject: | Re: RE: Kolb-List Digest: 18 Msgs - 08/07/11 |
Bob
Great to meet you. I sprayed the silver UV coating two on the top (sunny
side) and one coat underside on my plane then tried to spray Red. Did not
work well. Learned later that I should have sprayed a white coat then red.
Your results may vary depending on your color.
Rick Neilsen
On Mon, Aug 8, 2011 at 9:54 AM, Bob Green <bgreen@bimi.org> wrote:
>
> I am planning to do the final spraying of my Kolb fabric with Poly-spray
> and the color coat (Nevada Silver) this week. Anyone else use this silver?
> The number of UV cross coats can be less, right? I think I will use two
> cross coats of Poly-spray and two cross coats of Poly-tone.
> Any thoughts anyone?
>
> So good to see the VW pioneer Rick Neilsen and Craig Spoke at EAA. Looking
> forward to Naugua Fly-in.
>
> Bob G.
> Kolb MKIIIX, GPAS VW Conversion w re-drive.
>
>
Message 18
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I had a partial engine out on a Rotax 377, powered, Quicksilver MX in
the late 80`s. I could not maintain level flight, but had enough
power to choose a mowed hay field. The flapper valve in the fuel pump
folded under itself, which cut my fuel flow in half. No damage upon
landing. Also had a 210 Solo seize on a Paraplane in 1983. With one
engine still running I was able to make it to a grass field in front
of my house. (about five miles from Numidia airport, from whenst I
had come) And pushed it home. That was caused by the carburetor
needle settings changing while in flight, due to vibration. When I
called the people at Paraplane, they said that wasn`t possible.
However, about a month later they sent a letter, telling everyone, to
zip tie the needles together so they didn`t move in flight. Go
figure! Lanny N598LF
Message 19
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| Subject: | Know before You Go/ Costly Embarrassment |
Know before You Go/ Costly Embarrassment
http://www.msnbc.msn.com/id/44037919/ns/us_news/?gt1=43001
Notams
http://www.faa.gov/pilots/safety/notams_tfr/media/tfrweb.pdf
--------
Both optimists and pessimists contribute to our society. The optimist invents
the airplane and the pessimist the parachute. ~Gil Stern
Friends for Fun, Safety and Knowledge, A not-for-profit, non-religious and non-political
organization.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=348938#348938
Message 20
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| Subject: | Re: RE: Kolb-List Digest: 18 Msgs - 08/07/11 |
Bob, Read Appendix A of the Poly Fiber manual. Nevada Silver, Rancho Silver,
and Piper Trainer Blue have all the aluminum powder in them that Poly Spray
has and you don't need to use Poly Spray at all.
Rick Girard
On Mon, Aug 8, 2011 at 12:05 PM, Rick Neilsen <neilsenrm@gmail.com> wrote:
> Bob
>
> Great to meet you. I sprayed the silver UV coating two on the top (sunny
> side) and one coat underside on my plane then tried to spray Red. Did not
> work well. Learned later that I should have sprayed a white coat then red.
> Your results may vary depending on your color.
>
> Rick Neilsen
>
> On Mon, Aug 8, 2011 at 9:54 AM, Bob Green <bgreen@bimi.org> wrote:
>
>>
>> I am planning to do the final spraying of my Kolb fabric with Poly-spray
>> and the color coat (Nevada Silver) this week. Anyone else use this silver?
>> The number of UV cross coats can be less, right? I think I will use two
>> cross coats of Poly-spray and two cross coats of Poly-tone.
>> Any thoughts anyone?
>>
>> So good to see the VW pioneer Rick Neilsen and Craig Spoke at EAA.
>> Looking forward to Naugua Fly-in.
>>
>> Bob G.
>> Kolb MKIIIX, GPAS VW Conversion w re-drive.
>>
>>
>> ==========
>> arget="_blank">http://www.matronics.com/Navigator?Kolb-List
>> ==========
>> http://forums.matronics.com
>> ==========
>> le, List Admin.
>> ="_blank">http://www.matronics.com/contribution
>> ==========
>>
>>
>>
>>
> *
>
> *
>
>
--
Zulu Delta
Mk IIIC
Thanks, Homer GBYM
It isn't necessary to have relatives in Kansas City in order to be unhappy.
- Groucho Marx
Message 21
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suffered an engine-out failure?>>
Not an engine failure but the same effect.
I had the toothed drive band which connected the engine to the prop in my
Challenger shed its teeth on two occasions.
The unloaded engine screaming its head off until I killed it and the prop
windmilling uselessly.
Put her down, borrowed some tools from the farmer whose land I was on,
replaced the belt and flew home.
Pat
Message 22
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I have had five unplanned landings, but none in a Kolb. All were with the
same Rotax 277 and three were heat related due to improper jetting. Fourth
was pilot error because I was showing off and didn't do a thorough
preflight. (Air in the fuel line.) The fifth time was not a full engine out,
but it would not develope more than 4000 rpms in the air. I'm still don't
know the cause of that one. It is in dry storage and I've lost interest in
the project.
Why do you ask?
Message 23
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there was an exchange on the list a short while ago about the limiting
speed for applying flap.
Just checking for something else among my paperwork and I came across
the Operating Limitations for my Xtra issued by the authority which
clears each plane for flight in this country.
This gives
Maximum indicated Airspeed: 95mpg
Maximum indicated Airspeed with Flaps extended: 60mph
For what its worth.
Pat
Message 24
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I don't think you mean GA aircraft, but I've had two. One Continental, one Lycoming.
Both in Cessna 170.
Russ K
On Aug 8, 2011, at 11:36 AM, Ozarkflyer wrote:
>
> Just curious....how many of you have suffered an engine-out failure? What kind
of aircraft and engine? Expand on your reply if you wish, but I was just trying
to get an idea of how many have experienced it.
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=348922#348922
>
>
>
>
>
>
>
>
>
>
Message 25
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Mike
When/if we ever meet, please shake my hand. Mebbe some of your luck will rub off!
Fair winds,
Russ K
On Aug 8, 2011, at 12:54 PM, Michael Welch wrote:
>
> Larry,
>
> Yes, a friend and I were departing in his friend's Cherokee, on our way to Golden
West Airshow. The Cherokee was just out of annual the day before, and we
didn't notice that one of the quick-drain fuel checkers was cocked open (but
the fuel selector was shut off, so we didn't know). When he turned on the fuel
supply, sitting in the plane, we didn't see the fuel pouring out the cocked
open quick-drain.
>
> We taxi'ed out to the run-up area, throttled up to 1700, did the mag checks,
etc, and thought we were 'good to go'. (partial engine run-up was only enough
suction to HALT the fuel drainage, not suck up air from the open drain valve)
>
> Upon lining up for departure and going full throttle, we didn't realize at that
point we had plenty of engine suction to now start sucking in air into that
open quick-drain. We managed to get airborne, maybe about 150' up, and climbing.
At this point, about 60% of the runway is behind us. All of a sudden,
that great big air bubble trailing the fuel from the strainer, which was now
empty, caused the engine to go into "pure idle". The throttle had zero effect.
The engine did not die, it just went to idle, providing no power.
>
> Immediately, after looking at each with that "WTH??" look on our faces, he lowered
the nose to land it with what little runway was left. We came to stop
pretty close to the end of the runway. The engine never did die, it was still
idling, and had enough power to taxi back to the hangar....leaving a trail of
still dripping fuel all the way.
>
> Once he pulled up to the hangar, and shut the engine off, we jumped out to see
what was wrong. There it was, a line of fuel pouring out of the quick-drain
valve, under the engine cowling. I bent down to see why we had fuel pouring
out from under the engine, and there it was!! The drain valve plunger was cock-eyed.
A simple plunge in, and it dropped back in place correctly, stopping
the fuel flow.
>
> FIVE seconds. FIVE MEASLY LITTLE SECONDS, and Dennis and I would have been
landing in a shopping center....guaranteed!! (with a drain valve stuck open,
pouring out fuel)
>
> Moral; Make sure you have checked and secured ALL fuel drainage points.
>
> Mike Welch
> lucky to have lived to tell the story!
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
> On Aug 8, 2011, at 10:36 AM, Ozarkflyer wrote:
>
>>
>> Just curious....how many of you have suffered an engine-out failure? What kind
of aircraft and engine? Expand on your reply if you wish, but I was just
trying to get an idea of how many have experienced it.
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=348922#348922
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
>
>
>
Message 26
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Any type of a.c.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=348967#348967
Message 27
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Russ=2C
=2C I'd be proud to=2C but I don't know about the luck rubbing off stuff.
If I was
so lucky=2C how come I flew that ultralight into the dirt once? Man=2C tha
t hurt like....!!
Mike W
> Mike
> When/if we ever meet=2C please shake my hand. Mebbe some of your luck wil
l rub off!
> Fair winds=2C
> Russ K
Message 28
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forgot to gas up?
heh heh heh
BB
On 8, Aug 2011, at 5:24 PM, russ kinne wrote:
>
> I don't think you mean GA aircraft, but I've had two. One Continental, one Lycoming.
Both in Cessna 170.
> Russ K
>
> On Aug 8, 2011, at 11:36 AM, Ozarkflyer wrote:
>
>>
>> Just curious....how many of you have suffered an engine-out failure? What kind
of aircraft and engine? Expand on your reply if you wish, but I was just
trying to get an idea of how many have experienced it.
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=348922#348922
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
>
>
Message 29
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| Subject: | FireFly & MZ 34 Progress |
Kolbers,
The new belt sheave and modified propeller hub have been mounted. Several
attempts to run the engine at speed with the tail tied to the pickup were
terminated when the belt became slack. When I torqued up the clamping bolt
to spec. the problem went away. With the 2.6 ratio, there is no problem of
getting the engine up to speed. Flew for 27 minutes with the engine running
flat out, with the EGT at 1,250 and CHT at 400 degrees F. Calculated fuel
burn was 2.2 gph. Very hot and humid day. Engine quit on taxi in due to
carburetor ice. Did not get good air speeds as my old GPS did not find
enough satellites during the flight to register.
Took the carburetor off and brought it home to modify. Added a static air
pressure port to the carburetor bore just behind the air filter attachment
ring. Since I am running low hp, I want to test to see which air filter
provides the lowest air pressure drop when the engine is at speed. Loss of
air pressure at the point of the carburetor is due to the air accelerating
through the propeller. This may not be much of a problem with a larger
engine, but with a smaller engine it is important to recover as much of the
pressure as possible.
With the FireFly tied to the pickup, I will test the round cylindrical foam
air filter that came with the engine, and the K&N under three conditions.
Since I have encased the filter in a scoop, I will run it with the scoop
opening plane parallel to the air flow followed by rotating the scoop 90
degrees into the air flow while on the ground. Then I will again take data
with the scoop forward while in flight. I expect to pick up several inches
of water increased pressure.
In an attempt to counter the ice build up at low engine speeds during high
humidity conditions, I have drilled and tapped a hole to 8-1.25 mm thd in
the boss on the bottom of the carburetor next to the mounting flange. I
will be inserting a 20 watt heater that I obtained from KTMtwins.com.
Should get the carburetor back on tomorrow or the next day.
To be sure the engine is pointing in the right direction at cruise, I
designed a little adjustable level that is attached to the left longeron,
just back of the throttle. It will let me discover when I am in level
flight by being able to center the bubble. Then once on the ground the tail
of the FireFly can be elevated so that bubble can be returned to level
flight position. Then with a digital level, the aoa and the propeller
vertical plane of rotation can be measured. If the latter is off, one can
washer the mounts until the propeller in dead on. If you would like to see
the device, it can be found at:
http://jackbhart.com/firefly/firefly163.html
Still lots to do. When I get time, I will put up the new carburetor and
belt reducer mods.
Jack B. Hart FF004
Winchester, IN
Message 30
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FireFly
Thundering 447
Fuel Starvation
Take-Off
50ft. AGL
4,000 ft. of runway to go
Non-event...
--------
Henry
Firefly Five-Charlie-Bravo
Do Not Archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=348971#348971
Message 31
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Mike
The fact you're still talking indicates luck for me!
Russ K
On Aug 8, 2011, at 5:47 PM, Mike Welch wrote:
> Russ,
>
> , I'd be proud to, but I don't know about the luck rubbing off stuff. If I was
> so lucky, how come I flew that ultralight into the dirt once? Man, that hurt
like....!!
>
> Mike W
>
>
> > Mike
> > When/if we ever meet, please shake my hand. Mebbe some of your luck will rub
off!
> > Fair winds,
> > Russ K
>
>
>
>
>
Message 32
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BB
No, I've got plenty of gas. Roommates sometimes have said too much.
Russ K
haw haw haw
On Aug 8, 2011, at 5:53 PM, robert bean wrote:
>
> forgot to gas up?
>
> heh heh heh
> BB
>
> On 8, Aug 2011, at 5:24 PM, russ kinne wrote:
>
>>
>> I don't think you mean GA aircraft, but I've had two. One Continental, one Lycoming.
Both in Cessna 170.
>> Russ K
>>
>> On Aug 8, 2011, at 11:36 AM, Ozarkflyer wrote:
>>
>>>
>>> Just curious....how many of you have suffered an engine-out failure? What
kind of aircraft and engine? Expand on your reply if you wish, but I was just
trying to get an idea of how many have experienced it.
>>>
>>>
>>>
>>>
>>> Read this topic online here:
>>>
>>> http://forums.matronics.com/viewtopic.php?p=348922#348922
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>
>
>
>
>
>
Message 33
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| Subject: | Re: FireFly & MZ 34 Progress |
Jack,
Following your continuing efforts to get better efficiency from your
Firfly is always a treat. I like the guitar string gearbox.... great
idea!
Thom
On Aug 8, 2011, at 5:57 PM, "Jack B. Hart" <jbhart@onlyinternet.net> wrote:
>
> Kolbers,
>
> The new belt sheave and modified propeller hub have been mounted. Several
> attempts to run the engine at speed with the tail tied to the pickup were
> terminated when the belt became slack. When I torqued up the clamping bolt
> to spec. the problem went away. With the 2.6 ratio, there is no problem of
> getting the engine up to speed. Flew for 27 minutes with the engine running
> flat out, with the EGT at 1,250 and CHT at 400 degrees F. Calculated fuel
> burn was 2.2 gph. Very hot and humid day. Engine quit on taxi in due to
> carburetor ice. Did not get good air speeds as my old GPS did not find
> enough satellites during the flight to register.
>
> Took the carburetor off and brought it home to modify. Added a static air
> pressure port to the carburetor bore just behind the air filter attachment
> ring. Since I am running low hp, I want to test to see which air filter
> provides the lowest air pressure drop when the engine is at speed. Loss of
> air pressure at the point of the carburetor is due to the air accelerating
> through the propeller. This may not be much of a problem with a larger
> engine, but with a smaller engine it is important to recover as much of the
> pressure as possible.
>
> With the FireFly tied to the pickup, I will test the round cylindrical foam
> air filter that came with the engine, and the K&N under three conditions.
> Since I have encased the filter in a scoop, I will run it with the scoop
> opening plane parallel to the air flow followed by rotating the scoop 90
> degrees into the air flow while on the ground. Then I will again take data
> with the scoop forward while in flight. I expect to pick up several inches
> of water increased pressure.
>
> In an attempt to counter the ice build up at low engine speeds during high
> humidity conditions, I have drilled and tapped a hole to 8-1.25 mm thd in
> the boss on the bottom of the carburetor next to the mounting flange. I
> will be inserting a 20 watt heater that I obtained from KTMtwins.com.
>
> Should get the carburetor back on tomorrow or the next day.
>
> To be sure the engine is pointing in the right direction at cruise, I
> designed a little adjustable level that is attached to the left longeron,
> just back of the throttle. It will let me discover when I am in level
> flight by being able to center the bubble. Then once on the ground the tail
> of the FireFly can be elevated so that bubble can be returned to level
> flight position. Then with a digital level, the aoa and the propeller
> vertical plane of rotation can be measured. If the latter is off, one can
> washer the mounts until the propeller in dead on. If you would like to see
> the device, it can be found at:
>
> http://jackbhart.com/firefly/firefly163.html
>
> Still lots to do. When I get time, I will put up the new carburetor and
> belt reducer mods.
>
> Jack B. Hart FF004
> Winchester, IN
>
>
Message 34
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I had one in a Vector with a 377 Rotax running fine the clutch assembly
failed internal Totaled plane in the woods 2nd one Throttle cable snaped
on 447 Rotax running fine in a firestar on take off in a short strip Got
it down but damaged one gear leg 3nd one 582 rotax running fine also in
a Mk3 Classic the propeller failed in flight again in the woods and total
ed airplane
Ellery Batchelder Jr.
-----Original Message-----
From: russ kinne <russkinne@mac.com>
Sent: Mon, Aug 8, 2011 6:24 pm
Subject: Re: Kolb-List: Engine out
BB
o, I've got plenty of gas. Roommates sometimes have said too much.
uss K
aw haw haw
On Aug 8, 2011, at 5:53 PM, robert bean wrote:
forgot to gas up?
heh heh heh
BB
On 8, Aug 2011, at 5:24 PM, russ kinne wrote:
>
> I don't think you mean GA aircraft, but I've had two. One Continental,
one
ycoming. Both in Cessna 170.
> Russ K
>
> On Aug 8, 2011, at 11:36 AM, Ozarkflyer wrote:
>
>>
>> Just curious....how many of you have suffered an engine-out failure?
What
ind of aircraft and engine? Expand on your reply if you wish, but I was
just
rying to get an idea of how many have experienced it.
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=348922#348922
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
>
>
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Message 35
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| Subject: | Re: FireFly & MZ 34 Progress |
Jack, since I do not know the exact arrangement of your ram induction air into
the filter, maybe I am off the mark, but it occurs to me that when you ram air
into a carb with a float bowl, it changes the air pressure of the float level
and fuel level within the float bowl, have you taken into account that the ram
effect can alter the float bowl pressure affecting the fuel level/induction
into the manifold?
Just asking - probably you have. Thanks for your studious and precise experiments.
Richard Pike
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=348978#348978
Message 36
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| Subject: | Re: RE: Kolb-List Digest: 18 Msgs - 08/07/11 |
Page 94 of the Poly Fiber manual Rev 21 says:
"If you can live with a silver or blue plane, skip the three cross-coats of
PolySpray and use three coats of 220M Nevada Silver, 222M Rancho Silver or
318M Piper Trainer Blue top coat paint. These three colors have the same a
luminum pigment as PolySpray and will give your ultralight fabric full UV p
rotection."
-
What is not clear to me is whether they need to be cross-coats (six total),
or finish coats (three total)? I would give the distributor a call; they s
hould be happy to help. Let us know what they say.
-
I imagine a max of three cross-coats of anything-UV is quite enough. And si
nce you would apply only three, make it three of your finish color, and don
't apply any PolySpray at all.
Are you weighing your plane before and after painting? It would be interest
ing to know the weight of the paint. In fact, I plan to weigh all throughou
t the construction of my plane (when I finally get it) so I'll know weights
of just about everything.
Phil H.
--- On Mon, 8/8/11, Bob Green <bgreen@bimi.org> wrote:
From: Bob Green <bgreen@bimi.org>
Subject: Kolb-List: RE: Kolb-List Digest: 18 Msgs - 08/07/11
I am planning to do the final spraying of my Kolb fabric with Poly-spray an
d the color coat (Nevada Silver) this week.- Anyone else use this silver?
The number of UV cross coats can be less, right?- I think I will use two
cross coats of Poly-spray and two cross coats of Poly-tone.
Any thoughts anyone?
So good to see the VW pioneer Rick Neilsen and Craig Spoke at EAA.- Looki
ng forward to Naugua Fly-in.
Bob G.
Kolb MKIIIX, GPAS VW Conversion w re-drive.
le, List Admin.
Message 37
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| Subject: | Ordering parts from Kolb |
I have been trying to contact Kolb using email addresses on their sight. I have
tried both customer support and travis's email. All the emails I have tried
come back not deliverable. How do you get emails to Kolb?
I am trying to get a set, or two, of the attachment pins and keepers for my FirestarII.
Thanks for the help
Gary
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=348985#348985
Message 38
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| Subject: | Re: Ordering parts from Kolb |
- Gary- Travis Brown's personal e-mail is tb40ford@roadrunner.com
I think you used the old contact info, which I don't have handy.- Travis
can give you the info.
--- On Mon, 8/8/11, thumbs <gbthacker@hotmail.com> wrote:
From: thumbs <gbthacker@hotmail.com>
Subject: Kolb-List: Ordering parts from Kolb
I have been trying to contact Kolb using email addresses on their sight.-
I have tried both customer support and travis's email.- All the emails I
have tried come back not deliverable.- How do you get emails to Kolb?
I am trying to get a set, or two, of the attachment pins and keepers for my
FirestarII.
Thanks for the help
Gary
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=348985#348985
le, List Admin.
Message 39
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| Subject: | Re: Ordering parts from Kolb |
Ok thanks. I probably am using old info. Anyway the email you gave me is different.
I'll give it a try.
thanks
Gary
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=348991#348991
Message 40
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| Subject: | Re: Ordering parts from Kolb |
It's all standard aircraft hardware, which you can get from outfits like
Aircraft Spruce.
-Dana
At 08:22 PM 8/8/2011, thumbs wrote:
>
>I have been trying to contact Kolb using email addresses on their
>sight. I have tried both customer support and travis's email. All the
>emails I have tried come back not deliverable. How do you get emails to Kolb?
>
>I am trying to get a set, or two, of the attachment pins and keepers for
>my FirestarII.
--
Cause of crash: Inadvertent contact with the ground.
Message 41
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At 08:36 AM 8/8/11 -0700, you wrote:
>
>Just curious....how many of you have suffered an engine-out failure? What
kind of aircraft and engine? Expand on your reply if you wish, but I was
just trying to get an idea of how many have experienced it.
>
?,
One Rotax 447 engine seizure on wide open climb out, due to carbon build up
below the rings even though I was using a super oil. Turned 180 and made it
back to with in 100 yards of the airport in a bean field. Had at least two
carburetor ice induced power losses. One while flying at altitude at very
low power in humid conditions. Limped five miles back to the airport in a
low power glide. Ice thawed out at lower altitude and I was able to make a
normal landing. The second time was on take off from a wet grass strip after
a prolonged warm up in a long take off queue. Lost full power at about 200
feet. Dropped the nose and kicked it around hard and landed down wind on the
strip.
(1) Vibration damper ring on the Victor 1+ mount failed and dropped the ring
off the flywheel and it wedged between the flywheel and flywheel cover. I
was flying the FireFly from southeast Missouri to Winchester, Indiana.
Fortunately it happened on engine start up at Executive Airport north of
Indianapolis. Removed damper ring, replaced flywheel cover, and continued
running the engine without it. (2) Lost power after take off from
Winchester, Indiana when the throttle cable became disconnected. Engine
dropped to idle. Landed in a corn field behind a house next to a main road.
Bent my first landing gear leg. Removed the wings, placed them on my pickup
and took them back to the hangar. Tied the tail wheel up in the back of the
pickup and towed the FireFly back. (3) While trying to land at Marion,
Indiana fly in, I could not merge with traffic. Crossed back over the
runway and made a right hand pattern to land on the taxiway. First attempt
failed when a Varieze failed to pass by the first ramp and taxied slowly. I
could not get down behind him. Initiated a go around at partial throttle.
On the second attempt engine quit due to ice. Bent right landing gear leg.
Restarted engine taxied on up parked and enjoyed the fly in. Later flew it
back to Winchester with no problems. (4) While a mile inside Ohio at 3,000
feet, the Victor 1+ ate a piston ring. A pin in the piston ring that
prevents the ring from rotating came out first and then the ring rotated
until a free end started to fall into the port. Finally it snagged and it
pulled and chopped the ring in to bits and hammered the bits into little
round balls that I found in the exhaust port. Glide to two miles back into
Indiana and then turned back to the east to land in a bean field close to a
farm building site. Repeated the same site to hangar process as before.
With both engines used Bing float carburetors and, I had multiple other
landings with dead engine after reducing the throttle on final approach.
All of them, I believe, were caused by ice. About a week ago, I had the MZ
34 with a pumper Tillotson carburetor quit on taxi in due to ice.
If you are going to fly with a two cycle engine, you must always assume
that the engine is going to quit upon landing. None of these engines
are supplied with carburetor heat or cockpit mixture controls. The ATV
and motorcycle engine manufacturers have recognized the problem and some
have made provisions for the addition of electrical heaters to prevent
ice build up around the low speed fuel flow orifices.
Jack B. Hart FF004
Winchester, IN
Message 42
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2 on final
Loose intake manifold
Lean needle setting
1 on take off
Main jet loose (Result of talking while working)
1 on cross country
Old fuel line broke
--------
Dale Whelan
503 powered Firestar II
Projection, A simple and interesting Psychological concept
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=348995#348995
Message 43
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i have had eight total forced landings =0A1st cyuna 430 quick 1993 poorly a
justed throttle cable- 2ed hirth 2706 cgs hawk factory plane spit a spark
plug 3rd a year later burned up a piston in same plane at sun fun 4th a ye
ar later- the fly whell broke-off-a new-hirth 270 something-on th
e army hawk at sun fun. while training a pilot to fly the rear seat of a ho
rnet his hirth chewed up a belt we landed after noting hi temps on take off
but did not hurt the motor .-a couple years later i ran out of gass beco
use i lost track of time chassing hot air baloons at a- remax festival.
-then some-12 -years later just last month i burned up a rod in a 19
year 582 and landed nicely in a been field, -thats only one rotax engine
failure in over 700 hrs-the other forced landing was due to weather in a
quick-total damage to aircraft do to forced landings--- less than$1
00 cost to repair motor,s in the thousands,- -=0A=0AMalcolm & Jeanne Br
ubaker =0AMichigan Sport Pilot Repair =0ALSRM-A, PPC, WS=0AGreat Sails - Sa
ilmaker =0Afor Ultralight & Light Sport=0A(989)513-3022=0A=0AFrom: Ozarkfly
er <lragan@hotmail.com>=0ATo: kolb-list@matronics.com=0ASent: Monday, Augus
t 8, 2011 11:36 AM=0ASubject: Kolb-List: Engine out=0A=0A--> Kolb-List mess
age posted by: "Ozarkflyer" <lragan@hotmail.com>=0A=0AJust curious....how m
any of you have suffered an engine-out failure?- What kind of aircraft an
d engine?- Expand on your reply if you wish, but I was just trying to get
an idea of how many have experienced it.=0A=0A=0A=0A=0ARead this topic onl
ine here:=0A=0Ahttp://forums.matronics.com/viewtopic.php?p=348922#348922
====================
Message 44
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Four total, first one was a Zenoah G25 in a Kasperwing 180B. Engine spit out
the plug in the second spark plug hole. Even though I was right over the
runway at about 30 feet, I couldn't find it. Screwed a spark plug into the
hole and continued flying.
Second, fuel valve vibrated closed, same aircraft. Landed in a muddy field
just west of Arlington. Dragged the airplane over to a muddy road, used a
shoe lace to tie the valve open. Had to do a foot launch take off until the
plane picked me up (call it a waddling launch) to keep the wheels from
sticking in the mud.
Third, Kolb Mk IIIC with 582. Primer pump valve failed just after take off.
Landed, non event.
Fourth, Bad day at Black Rock.
Rick Girard
On Mon, Aug 8, 2011 at 9:49 PM, Malcolm Brubaker <brubakermal@yahoo.com>wrote:
> i have had eight total forced landings
> 1st cyuna 430 quick 1993 poorly ajusted throttle cable 2ed hirth 2706 cgs
> hawk factory plane spit a spark plug 3rd a year later burned up a piston in
> same plane at sun fun 4th a year later the fly whell broke off a new hirth
> 270 something on the army hawk at sun fun. while training a pilot to fly the
> rear seat of a hornet his hirth chewed up a belt we landed after noting hi
> temps on take off but did not hurt the motor . a couple years later i ran
> out of gass becouse i lost track of time chassing hot air baloons at a
> remax festival. then some 12 years later just last month i burned up a rod
> in a 19 year 582 and landed nicely in a been field, thats only one rotax
> engine failure in over 700 hrs the other forced landing was due to weather
> in a quick total damage to aircraft do to forced landings less than$100
> cost to repair motor,s in the thousands,
>
> Malcolm & Jeanne Brubaker
> Michigan Sport Pilot Repair
> LSRM-A, PPC, WS
> Great Sails - Sailmaker
> for Ultralight & Light Sport
> (989)513-3022
> *From:* Ozarkflyer <lragan@hotmail.com>
> *To:* kolb-list@matronics.com
> *Sent:* Monday, August 8, 2011 11:36 AM
> *Subject:* Kolb-List: Engine out
>
>
> Just curious....how many of you have suffered an engine-out failure? What
> kind of aircraft and engine? Expand on your reply if you wish, but I was
> just trying to get an idea of how many have experienced it.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=348922#348922
>
>
> **http://w======================
>
>
> *
>
> *
>
>
--
Zulu Delta
Mk IIIC
Thanks, Homer GBYM
It isn't necessary to have relatives in Kansas City in order to be unhappy.
- Groucho Marx
Message 45
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May 30, 1980, Easy Riser, Mac 101, motor mounts bolts failed, made it to the home
strip before the engine fell off. (!)
August 30, 1980, Easy Riser, Mac 101, exhaust bolts failed, landed in a peanut
field, no damage, trailered home. (That sucker had some SERIOUS vibration problems)
Nov 6, 1984, Maxair Hummer, Rotax 277, lead balls formed on spark plug, landed
in a cow pasture w/o incident, replaced the plug & flew it home
1985, Maxair Hummer, Rotax 277, installed dual ignition, coil failed, ignition
problems, landed at a driving range, repaired it, flew it home
March 20, 1994, Maxair Hummer, Rotax 277, recoil starter spring failed, pull cable
came loose and destroyed the fan blade, engine continued running, flew to
nearest airport. Next day removed the fan and shroud and flew it home with free
air, ran fine
October 25, 1996, Kolb MKIII, Rotax 532, fuel pickup in the tank failed, landed
w/o incident in a pasture field, fixed it flew it home
Jan 2002, Kolb MKIII, 532, spun the rotary valve gear on the crank, rotary valve
went out of time, partial power, landed w/o incident at the strip I took off
from. Borrowed another 532 and flew it home a week later
July 15, 2003, Kolb MKIII, Rotax 582, oil line to injection pump got blocked, seized,
landed w/o incident at R/C plane strip, trailered home
July 5, 2007, Kolb MKIII, 582, main jet backed out, landed in a pasture w/o incident,
replaced jet, flew it out.
Fly it like you'll need to land it within the next 90 seconds and you'll never
have any problems you can't handle. Duane Cole made a video extolling that exact
same philosophy. If it worked for Duane, it's good enough for me.
Richard Pike
MKIII N420P (420ldPoops)
--------
Ephesians 2:8 For by grace you have been saved through faith, and that not of
yourselves; it is the gift of God, not of works, lest anyone should boast.
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