Today's Message Index:
----------------------
1. 04:26 AM - aftermarket starter (Malcolm Brubaker)
2. 08:31 AM - Re: Re: another Twinstar Mark II question (Lockamy, Jack CIV Atlantic Targets Marine Ops, AD.5.3.3 / Key West Det)
3. 09:03 AM - Re: Re: another Twinstar Mark II question (John Hauck)
4. 09:44 AM - Re: Re: another Twinstar Mark II question (Lockamy, Jack CIV Atlantic Targets Marine Ops, AD.5.3.3 / Key West Det)
5. 01:27 PM - Re: Kolb-List Digest: Split windshield... (Bob Green)
6. 06:12 PM - Re: Re: Kolb-List Digest: Split windshield... (b young)
7. 06:24 PM - engine woes (Dana Hague)
8. 06:51 PM - Re: engine woes (Charlie England)
9. 07:24 PM - Re: engine woes (Dana Hague)
Message 1
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Subject: | aftermarket starter |
we need a starter for our 582 cbox- so we need the front mount rotax type
=0Abut prefer the aftermarket price. from-- NAPA- any body know the
part # or a on line supplier?=0A- =0AMalcolm & Jeanne Brubaker =0AMichiga
n Sport Pilot Repair =0Ahttp://michigansportpilotrepair.com =0ALSRM-A, PPC
, WS=0AGreat Sails - Sailmaker =0Afor Ultralight & Light Sport=0A(989)513-3
022 =0A- =0A=0A=0A=0A =0A=0A________________________________=0A From: cri
stalclear13 <cristalclearwaters@gmail.com>=0ATo: kolb-list@matronics.com
=0ASent: Tuesday, May 22, 2012 5:59 PM=0ASubject: Kolb-List: Re: CG on a MK
talclearwaters@gmail.com>=0A=0A=0Almorgan100(at)charter.net wrote:=0A> Hi a
ll, I am looking for info on the CG for a MK II Twinstar.- =0A> thanks,
- =0A> Lee..- =0A> =0A=0A=0ALee, =0AI will go out to the airport and ta
ke a look at my W&B and email you.- Sorry for the delay, I haven't been o
n the forum lately.=0A=0A--------=0ACristal Waters=0AKolb Mark II Twinstar
Rotax 503 DCSI- Sept 2007=0APrivate Pilot Aug 2008=0AELSA Repairman for N
193Y April 2008=0ARotax 2 stroke maintenance April 2009=0A=0A=0A=0A=0ARead
this topic online here:=0A=0Ahttp://forums.matronics.com/viewtopic.php?p=
=
Message 2
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Subject: | Re: another Twinstar Mark II question |
From: | "Lockamy, Jack CIV Atlantic Targets Marine Ops, AD.5.3.3 / Key West Det" |
<jack.lockamy@navy.mil>
Kolb newbie question:
Recent emails indicate there is a Kolb Mark "II" Twinstar model aircraft. I was
under the assumption that the nickname "Twinstar" was given to the Kolb Mark
"III" Classic aircraft. What am I missing here.
Thanks,
Jack in Key West
Kolb M3C N33040
DO NOT ARCHIVE
-----Original Message-----
From: owner-kolb-list-server@matronics.com [mailto:owner-kolb-list-server@matronics.com] On Behalf Of cristalclear13
Sent: Tuesday, May 22, 2012 17:35
Subject: Kolb-List: Re: another Twinstar Mark II question
lmorgan100(at)charter.net wrote:
> first,
> Has anyone tried splitting the windshield in half
> with a piano hinge so the windshield could be opened up more ?
That is how my Mark II is built. You might be able to see a little bit of it in
this video or maybe one of my other videos. If you want any closer pics let
me know and I'll get some.
http://youtu.be/KdnNCubZA8Y
--------
Cristal Waters
Kolb Mark II Twinstar Rotax 503 DCSI Sept 2007
Private Pilot Aug 2008
ELSA Repairman for N193Y April 2008
Rotax 2 stroke maintenance April 2009
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=373596#373596
Message 3
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Subject: | Re: another Twinstar Mark II question |
Recent emails indicate there is a Kolb Mark "II" Twinstar model aircraft. I
was under the assumption that the nickname "Twinstar" was given to the Kolb
Mark "III" Classic aircraft. What am I missing here.
Thanks,
Jack in Key West
Jack in KW/Folks:
Think you are missing a little history.
First two place Kolb was a Twinstar.
Second was the MKII Twinstar.
Third was the MKIII Twinstar.
There was no "mkIII classic" until The New Kolb Aircraft Company kit'd the
MKIII Extra. TNK gave the MKIII the handle MKIII Classic.
I fly a MKIII Twinstar, built in 1991/92, long before it was renamed by TNK.
john h
mkIII
Titus, Alabama
Message 4
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Subject: | Re: another Twinstar Mark II question |
From: | "Lockamy, Jack CIV Atlantic Targets Marine Ops, AD.5.3.3 / Key West Det" |
<jack.lockamy@navy.mil>
John,
That is EXACTLY the information I was hoping to gain/learn from you 'ole timers'...
;-)
Makes perfect sense. All the literature I have with my 2009 Kolb Mark III Classic
also has 'Twinstar' on it.
Thanks for sharing your knowledge of Kolb history.
Jack Lockamy
Key West
Kolb M3C N33040
DO NOT ARCHIVE
-----Original Message-----
From: owner-kolb-list-server@matronics.com [mailto:owner-kolb-list-server@matronics.com] On Behalf Of John Hauck
Sent: Wednesday, May 23, 2012 12:03
Subject: RE: Kolb-List: Re: another Twinstar Mark II question
Recent emails indicate there is a Kolb Mark "II" Twinstar model aircraft. I
was under the assumption that the nickname "Twinstar" was given to the Kolb
Mark "III" Classic aircraft. What am I missing here.
Thanks,
Jack in Key West
Jack in KW/Folks:
Think you are missing a little history.
First two place Kolb was a Twinstar.
Second was the MKII Twinstar.
Third was the MKIII Twinstar.
There was no "mkIII classic" until The New Kolb Aircraft Company kit'd the
MKIII Extra. TNK gave the MKIII the handle MKIII Classic.
I fly a MKIII Twinstar, built in 1991/92, long before it was renamed by TNK.
john h
mkIII
Titus, Alabama
Message 5
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Subject: | RE: Kolb-List Digest: Split windshield... |
Thanks Crystal. The video shows the installation on your plane clearly.
I have been wondering about the same thing as I am 6' 3" tall and at 68 years of
age do not bend as easily as when
I was younger. The opening in the MKIII Extra is great... especially for smaller,
younger people.
The hinge down the middle ruins the great view but looks
like it might work better for this old codger... well old anyway. :)
Bob Green
MKIIIX, N830P
GPAS VW with re-drive
Message 6
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Subject: | Re: RE: Kolb-List Digest: Split windshield... |
just forget the hinge.... let the plexiglass / lexan. become the hinge. if
you do so, you may have to have another attach point on the side front and back
to keep it in position when closed. but you would not have to look around
the hinge.
boyd y
>>>>>>>>>>>>>>>>
Thanks Crystal. The video shows the installation on your plane clearly.
I have been wondering about the same thing as I am 6' 3" tall and at 68 years of
age do not bend as easily as when
I was younger. The opening in the MKIII Extra is great... especially for smaller,
younger people.
The hinge down the middle ruins the great view but looks
like it might work better for this old codger... well old anyway. :)
Bob Green
MKIIIX, N830P
Message 7
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My engine is not running quite "right".
It's a Cuyuna ULII-02 on my UltraStar. Always ran great (though at the end
of last season I had to replace the rear crankshaft seal which was leaking,
and it again ran great after that). Last week, after flying to another
airport and filling up there (with avgas), on the flight home it started
behaving like it was running rich, wouldn't hold cruise rpm without sagging
so I was constantly jockeying the throttle. Today, I couldn't get the
proper 6500 rpm static, more like 6100, and after some extended low
throttle running it wouldn't accelerate to full throttle, just wanted to
quit. That's happened before if set to rich and dropping the needle one
notch fixed that, but the WOT rpm is still low. EGT is also lower than it
should be I dropped a jet size (one size smaller than it should be for the
current air temperature) and it's a _bit_ better but still not right. Fuel
consumption also seems to be up but I haven't quantified it. Avgas does
tend to run a bit richer than ethanol contaminated autogas but now the tank
is half avgas and half autogas and it's still running crappy.
I tried running without the air filter, no change. Spark plugs look OK. I
might suspect the float level but how would that change? Float needle was
replaced last year with a viton needle, shouldn't be bad yet.
Any ideas?
-Dana
Message 8
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On 05/23/2012 08:11 PM, Dana Hague wrote:
> My engine is not running quite "right".
>
> It's a Cuyuna ULII-02 on my UltraStar. Always ran great (though at
> the end of last season I had to replace the rear crankshaft seal which
> was leaking, and it again ran great after that). Last week, after
> flying to another airport and filling up there (with avgas), on the
> flight home it started behaving like it was running rich, wouldn't
> hold cruise rpm without sagging so I was constantly jockeying the
> throttle. Today, I couldn't get the proper 6500 rpm static, more like
> 6100, and after some extended low throttle running it wouldn't
> accelerate to full throttle, just wanted to quit. That's happened
> before if set to rich and dropping the needle one notch fixed that,
> but the WOT rpm is still low. EGT is also lower than it should be I
> dropped a jet size (one size smaller than it should be for the current
> air temperature) and it's a _bit_ better but still not right. Fuel
> consumption also seems to be up but I haven't quantified it. Avgas
> does tend to run a bit richer than ethanol contaminated autogas but
> now the tank is half avgas and half autogas and it's still running crappy.
>
> I tried running without the air filter, no change. Spark plugs look
> OK. I might suspect the float level but how would that change? Float
> needle was replaced last year with a viton needle, shouldn't be bad yet.
>
> Any ideas?
>
> -Dana
Well, for a little wild speculation (& a very easy 1st step), I'd change
the plugs. Avgas is really nasty on plugs (and valve guides, and....etc
etc). The guys flying rotaries on experimentals who run avgas have to
replace plugs every 20-30 hrs. The damage can't be seen without a
microscope, but the symptom a major sag in power. The thing that doesn't
seem consistent (unless it really is extremely rich) is the drop in EGT.
Avgas burns so much slower that it usually causes EGT to go up; it's
still burning in the exhaust.
Anyway, a plug swap is about as simple as you can get for troubleshooting.
Charlie
Message 9
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At 09:51 PM 5/23/2012, Charlie England wrote:
>Well, for a little wild speculation (& a very easy 1st step), I'd change
>the plugs. Avgas is really nasty on plugs (and valve guides, and....etc
>etc). The guys flying rotaries on experimentals who run avgas have to
>replace plugs every 20-30 hrs. The damage can't be seen without a
>microscope, but the symptom a major sag in power. The thing that doesn't
>seem consistent (unless it really is extremely rich) is the drop in EGT.
>Avgas burns so much slower that it usually causes EGT to go up; it's still
>burning in the exhaust.
I would have changed the plugs but I didn't have a feeler gage handy to gap
them, and I know (from recent experience) that improperly gapped plugs can
cause a 500 rpm drop. I do plan on changing the plugs next time I go out
to fly, even though they probably have about 5 hours on them.
Avgas doesn't actually burn slower; it's just more resistant to detonation
so EGT shouldn't be affected. However, the ethanol in car gas does affect
the mixture... it burns leaner, my experience is that it's worth about half
a jet size.
-Dana
--
The city is not a concrete jungle. It is a human zoo.
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