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slyck(at)frontiernet.net
Guest

Posted: Sun Jan 31, 2010 8:49 am Post subject: Alternitive Kolb Engines

 	  Quote: 	
		  Although reluctant to step on anyone's feelings here,  the lean mixture/burned valves myth has been put to rest some



	
time back.  I have read a couple of very well done articles debunking the idea, yet it lives on.

This obviously does not concern 2 strokes.

If this were a fact no one would have ever been instructed in the art of leaning a carb out at altitude for best efficiency cruise.

as they say, "you can look it up"  

BB

[quote]warmed up to a sweltering 20F.  I'm taking the pooch for a hike.



http://www.matronics========================[b]http://www.matronics.com/co=================





[b]

lucien

Joined: 03 Jun 2007
Posts: 721
Location: santa fe, NM

Posted: Sun Jan 31, 2010 8:55 am Post subject: Re: Alternitive Kolb Engines

 	  John Hauck wrote: 	
		  

Lucien/Gang:



It is an established fact, direct drive engines grossly degrade performance 

on Kolb aircraft, no matter what make engine it is.



However, armed with that knowledge, people still install direct drive 

engines on Kolbs.



john h

mkIII

Titus, Alabama 	




Sorry, not being clear. I meant if it were a different plane. 



If I go with another Kolb and it ends up being a Mark III, it'll get a 912 series by default. Plus I already have an ideal prop to use for it.



For an FS II I wouldn't even consider anything other than a 503...



LS

_________________
LS
Titan II SS

John Hauck

Joined: 09 Jan 2006
Posts: 4639
Location: Titus, Alabama (hauck's holler)

Posted: Sun Jan 31, 2010 8:58 am Post subject: Alternitive Kolb Engines

> Mine is serial #1574 which is one of the later solid lifter models with 

many improvements over the very early models. I get 1,100 fpm climb on a 

standard day and about 900 on a very hot day, at Vy which is about 60-65mph. 

AND my prop (fixed pitch wood) is something of a cruise prop since it only 

turns about 3170 rpm at full throttle straight and level flight. Max 

continuous rpm is 3,300.

 	  Quote: 	
		  

 As I've said before, the continue to improve the product as does Rotax and 

 anyone else in the engine business who wants to stay in that business.



 --------

 Thom Riddle


	




Thom R/Gang:



You can easily double that performance with a 912ULS.  The difference is 

putting the power to work, making the best connection between prop and the 

atmosphere.



I put a lot of hours on Factory Sling Shots powered with 582, 912UL, and 

912ULS.  Even with the 582 driving the prop through a gear box, the Sling 

Shot was a virtual hot rod.  I once amazed a video photographer during a 

ride in the back seat (???) of the original Kolb Factory Sling Shot.  He had 

a large video camera like the old mid-1990 versions.  It was so big he had 

to rest the forward part of the camera on my shoulder.  He was also the 

first passenger I flew in a Sling Shot.  I will have to admit, I did keep 

looking at those short stubby wings and wonder if they would actually fly 

us.  SS did a great job of flying two up.  In fact, the aircraft felt better 

to me with the additonal weight.  We chased cows, aligators, and anything 

else that got in our way south of Lakeland.  The little airplane really 

surprised me, and this was with a 582.  The secret is the gear box and big 

prop.



john h

mkIII

Titus, Alabama

_________________
John Hauck
MKIII/912ULS
hauck's holler
Titus, Alabama

slyck(at)frontiernet.net
Guest

Posted: Sun Jan 31, 2010 9:06 am Post subject: Alternitive Kolb Engines

-Not one of the articles I had referred to but interesting anyway:http://www.avweb.com/news/pelican/182155-1.html



On 31, Jan 2010, at 11:35 AM, robert bean wrote:

 	  Quote: 	
		   	  Quote: 	
		  Although reluctant to step on anyone's feelings here,  the lean mixture/burned valves myth has been put to rest some



	
time back.  I have read a couple of very well done articles debunking the idea, yet it lives on.

This obviously does not concern 2 strokes.

If this were a fact no one would have ever been instructed in the art of leaning a carb out at altitude for best efficiency cruise.

as they say, "you can look it up"  

BB

 	  Quote: 	
		  warmed up to a sweltering 20F.  I'm taking the pooch for a hike.



http://www.matronics========================http://www.matronics.com/co=================



	


[/url]



  	  Quote: 	
		  [b]



face="courier new,courier">[url=http://www.matronics.com/Navigator?Kolb-List]http://www.matronics.com/Navigator?Kolb-List

href="http://forums.matronics.com/">http://forums.matronics.com

href="http://www.matronics.com/contribution">http://www.matronics.com/contribution



	
	




 [quote][b]

John Hauck

Joined: 09 Jan 2006
Posts: 4639
Location: Titus, Alabama (hauck's holler)

Posted: Sun Jan 31, 2010 9:06 am Post subject: Alternitive Kolb Engines

-----  > On my first flight to Alaska, 1994, with my new 912 (back then they 

were

 	  Quote: 	
		   referred to as 912UL) I carried a spare quart of oil.


	


Sorry, Gang:



Got my info back asswards.



The above should have read, "(back then they were referred to as 912 without 

the UL).



My fingers type faster than my mind functions, but that is pretty easy to 

do.



john h

mkIII

Titus, Alabama

_________________
John Hauck
MKIII/912ULS
hauck's holler
Titus, Alabama

Thom Riddle

Joined: 10 Jan 2006
Posts: 1597
Location: Buffalo, NY, USA (9G0)

Posted: Sun Jan 31, 2010 9:33 am Post subject: Re: Alternitive Kolb Engines

John,



...Uh oh! Got to defend my engine now.....



This thread is about ALTERNATE ENGINES, which means NR (not rotax). No need to "defend your engine" because it was never being attacked. I never added oil between changes on my 912 engines either. 



But as I said before, 1 quart in 50 hours is very little oil in an AIR-COOLED engine and only slightly more than the 912 engines. I consider one quart in 50 hours is slightly more than zero quarts in 50 hours when compared to 4-5 quarts per oil change which is not uncommon on Lycoming engines. 



My 900-1,100 fpm climb rate (depending on temps) on a direct drive Jabiru with cruise prop is plenty good enough for me. MY reasons for  preferring a PSRU is to reduce prop noise. I never stated that this should be YOUR reason for preferring a PSRU. 



Give me a break John. I've never attacked your engine nor your preference for Rotax 912 series engines and have stated over and over that I prefer the Rotax 912. 



You have related what you know about John W's early model Jabiru and I have related what I know, first hand about my later model Jabiru.  Both are legitimate and it is not a contest.  I'm happy with my Jabiru but IF COST WERE NOT AN ISSUE I would rather have the 912UL (not the ULS).

_________________
Thom Riddle
Buffalo, NY (9G0)

Don't worry about old age... it doesn't last very long.
- Anonymous

Thom Riddle

Joined: 10 Jan 2006
Posts: 1597
Location: Buffalo, NY, USA (9G0)

Posted: Sun Jan 31, 2010 9:49 am Post subject: Re: Alternitive Kolb Engines

Frank,



Some companies don't respond to email inquiries. Maybe they never learned how to touch type... who knows. My experience with Jabiru USA is they have excellent customer support via telephone. 



I was in the market for a new voltage regulator for my Jabiru and called them to get a price. They told me their outrageous price but then suggested I buy it from a Kubota dealer at a much lower price and they gave me the Kubota model number.



What are the chances of Lockwood, or LEAF, or CPS steering their customers to a cheaper source for Rotax parts, even if there WAS another source... like oil filters. They INSIST that nobody's oil filter is a good as their $23 oil filter. One of the good things about the Jabiru is that by design, they use high quality automotive parts where it makes sense, to keep the initial and parts replacement cost down.

_________________
Thom Riddle
Buffalo, NY (9G0)

Don't worry about old age... it doesn't last very long.
- Anonymous

mikemac17565

Joined: 01 Jun 2008
Posts: 1

Posted: Sun Jan 31, 2010 9:54 am Post subject: Alternitive Kolb Engines

Will someone please tell me how to unsubscribe from Matronics. I have tried 

and I do not consider myself stupid but I cannot figure it out. I have 

emailed Matt Dralle but that did not help either. Thank you.

---

John Hauck

Joined: 09 Jan 2006
Posts: 4639
Location: Titus, Alabama (hauck's holler)

Posted: Sun Jan 31, 2010 9:56 am Post subject: Alternitive Kolb Engines

> ...Uh oh! Got to defend my engine now.....

 	  Quote: 	
		  

 > Thom Riddle
	


Thom R/Gang:



Sorry.  Was not trying to get in a pissing contest, being ugly, or 

argumentative.  Some of my comments were intended to be in fun, and if we 

were standing on the flight line chatting, it would have been obvious that I 

was not standing there with a burr under my saddle.



However, from where I sit in the cockpit, a quart in 50 hours compared to 

zero is a lot more than "slightly more".  



Hard to beat a 912 on oil consumption.  I like it because I don't have to 

haul a lot of spare oil when I am enjoying a nice long cross country flight.



Email communication sucks.  Hard to beat eye ball to eye ball conversations.



john h

mkIII

Titus, Alabama

_________________
John Hauck
MKIII/912ULS
hauck's holler
Titus, Alabama

lucien

Joined: 03 Jun 2007
Posts: 721
Location: santa fe, NM

Posted: Sun Jan 31, 2010 10:05 am Post subject: Re: Alternitive Kolb Engines

 	  Thom Riddle wrote: 	
		  John,



...Uh oh! Got to defend my engine now.....



This thread is about ALTERNATE ENGINES, which means NR (not rotax). No need to "defend your engine" because it was never being attacked. I never added oil between changes on my 912 engines either. 



But as I said before, 1 quart in 50 hours is very little oil in an AIR-COOLED engine and only slightly more than the 912 engines. I consider one quart in 50 hours is slightly more than zero quarts in 50 hours when compared to 4-5 quarts per oil change which is not uncommon on Lycoming engines. 



My 900-1,100 fpm climb rate (depending on temps) on a direct drive Jabiru with cruise prop is plenty good enough for me. MY reasons for  preferring a PSRU is to reduce prop noise. I never stated that this should be YOUR reason for preferring a PSRU. 



Give me a break John. I've never attacked your engine nor your preference for Rotax 912 series engines and have stated over and over that I prefer the Rotax 912. 



You have related what you know about John W's early model Jabiru and I have related what I know, first hand about my later model Jabiru.  Both are legitimate and it is not a contest.  I'm happy with my Jabiru but IF COST WERE NOT AN ISSUE I would rather have the 912UL (not the ULS). 	




Speaking of oil consumption, 



Yes, a quart every 50 hours is actually outstanding for an aircooled engine. Of any type really, my air cooled motorcycle 4-strokes burnt more than that especially with lots of highway duty. In fact, it'd be a iittle worrisome if a aircooled didn't burn at least some amount, which might mean you're not getting enough top-end lubrication.....



As my 912uls, I think I measured it at one point and 5ml an hour sticks in my mind as to what it burns. JD told me he saw about 1/2 quart every 100 hours, which I think comes out to around 5ml per hour (i.e. approx 500ml every 100 hours) according to my 6th grade education.  



The ULS normally burns a little more than the 80 horse, which I'm told hardly burns any at all.



My friend's o-360 does about a quart every 20 hours and it throws only a very little bit of that.... And his is one of the least oil-consuming O-360's on our field.......



LS

_________________
LS
Titan II SS

jbhart(at)onlyinternet.ne
Guest

Posted: Sun Jan 31, 2010 10:09 am Post subject: Alternitive Kolb Engines

At 09:56 AM 1/31/10 -0600, you wrote:

 	  Quote: 	
		  


	


John,



One can tune a two cycle by looking at the plugs, but to fly without an EGT 

gauge is asking for trouble.  The problem with tuning by looking at the 

plugs is that you are always looking at past history while you are on the 

ground.



But suppose you are cruising along at 3,000 feet agl on a nice warm balmy 

humid day with EGT reading where you want it, and you fly through a dry cold 

front.  You have only a few options and the Bing jetting charts will be of 

no help.  One you can open the throttle wide open to access the rich main 

jet and continue on.  Or you can close the throttle to the low power range 

to reduce EGT and descend to a lower altitude where the humidity might be 

high enough to allow running the engine at higher power.  If this does not 

happen, one best turn around and go home or pick out a road or field, land 

and adjust the needle.  It seems to me that a tweak of a valve that will 

move the EGT back into safe territory is a much better solution than any of 

the above.



I am interested in performance and economy.  Heavier iron is not always the 

answer.  One way to get performance is to reduce weigh.  There is always 

talk about there being safety in HP, but I believe flying with less HP makes 

one a more cautious pilot.  Glancing an EGT gauge is no more tiring than 

looking at the altitude or airspeed indicator.  If this presents great 

difficultly, one could question whether the pilot should be in the 

cockpit.



I will keep working on the air/fuel mixture control.  When the weather 

warms, I will let you know how it works out on the FireFly with the MZ 34 

engine and Tillotson carburetor.  This winter, I am cleaning up a 

Thundergull that is powered by a Rotax 277.  It's carburetor will be 

modified too.



Jack B. Hart FF004

Winchester, IN



 	  Quote: 	
		  



Jack H/Gang:



If you and I really knew what the numbers were, I bet there would be far 

more engine outs and engine failures caused because the pilot had in flight 

manual mixture control.  Not only two strokes, but certified aircraft 

engines as well.  You don't hear about it normally, but a lot of pistons and 

valves are burned in Lycomings and Continentals because of overagressive 

leaning.



First engine out I experienced was caused by a CPS remote mixture control on 

my Cuyuna ULII02 powered Ultrastar, December 1984.  The Cuyuna was very 

sensitve to main fuel mixture changes.  Had a bad habit of shutting down 

completely if it went a hair over the rich side, just like hitting the kill 

switch.



Seems to me you are more interested in fuel economy than performance, and 

that is what drives your desire to lean out your two strokes to the max. 

Based on the number of engines you have gone through and the number of hours 

flown, you probably still have a lot of experimenting to do before you get 

your system simple and reliable.  I wish you a great deal of success with 

your experiments.



It is very difficult to remember to manage a main fuel mixture control in an 

ultralight, whether two or four stroke.  One of our Kolb List members 

experienced an engine out with a 4 stroke because of mismanagement of a 

manual main fuel control.



john h

mkIII

titus, alabama

Jason Omelchuck

Joined: 07 May 2009
Posts: 120
Location: Portland Oregon

Posted: Sun Jan 31, 2010 10:28 am Post subject: Re: Alternitive Kolb Engines

Hello John,



I believe what we do know is that John W's Kolbra, set up the way he built it with the engines and props he was using performed better with the 912 ULS engine.



I believe we also know that Rick Nelsons VW set up the way he built it and with the engine and props he was using performed better with his added reduction drive.



We do have people here on the list using Jabaru's that love the performance



You drawing these facts we know out to the entire Kolb fleet is a bit of a stretch.  It is just like saying that all MKIII's with a 912 engine cruise at the same speed because they are the same airplanes with the same engines.  As we all know, this is not true, some fly faster than others.



Using your logic consider:

It is an established fact,VG's grossly improve performance 

on Kolb aircraft, no matter what model it is.



However, armed with that knowledge, people still dont install VG's on Kolbs.



Jason 

MKIII Yamaha Powered

(John H wrote)

Lucien/Gang:



It is an established fact, direct drive engines grossly degrade performance 

on Kolb aircraft, no matter what make engine it is.



However, armed with that knowledge, people still install direct drive 

engines on Kolbs.



john h

mkIII

Titus, Alabama[/quote]

lucien

Joined: 03 Jun 2007
Posts: 721
Location: santa fe, NM

Posted: Sun Jan 31, 2010 10:30 am Post subject: Re: Alternitive Kolb Engines

 	  jbhart(at)onlyinternet.ne wrote: 	
		  

But suppose you are cruising along at 3,000 feet agl on a nice warm balmy 

humid day with EGT reading where you want it, and you fly through a dry cold 

front.  You have only a few options and the Bing jetting charts will be of 

no help.  

	




If a change like that is enough to endanger the engine (i.e. EGT's rise to 1200F or higher on the Rotax), you were already too close to the edge to begin with.



The correct jetting as specified on the chart already includes a large fudge factor in the "CYA" rich direction which generally covers normal changes in conditions. it would take a HUGE drop in humidity and/or temperature to raise the EGT's out of the normal safe range (1050-1100F) into the danger zone (1200F +) all by itself. 



The biggest change I've ever seen in flight in my EGT's was about 50F when a cool front blew in once when I was in my trike. It got so rough I was desperate to get on the ground anyway, but the EGT's were still well in a safe range (a little over 1100F at full power).



This may vary for other engines of course, but that's the situation with the Rotax....



LS

_________________
LS
Titan II SS

Jason Omelchuck

Joined: 07 May 2009
Posts: 120
Location: Portland Oregon

Posted: Sun Jan 31, 2010 10:39 am Post subject: Yamaha update

[quote="John Hauck"]Rick/Gang:

  

 I understand completely, and was being somewhat  facetious in some of my comments about you and 912 engines.

  

 If I had access to a 4 stroke alternative engine  that would provide as good performance, service, and reliability as  the 912 series engines, for a lot less money, I'd be the first in line to get  one.

  

 You guys that are working on alternative engines  need to get them operational and get some hours on them.  Make some  significant flights.  Fly them to Oshkosh, Lakeland, and other  flyins.  Show folks you have something to compete with the performance and  reliability of the 912 series engines, by getting out there and doing it.   By getting out there and putting hours and miles on them, you encourage others  to do the same.

  

 john hauck

 mkIII

 titus, alabama

  



Hello all,



Last summer I put about 40 hours on the Yamaha engine and I am enjoying its performance very much.  I have not had to add any oil and I get a cruise of about 70mph. at about 5.5 gal/hr.  Take off and climb is very brisk even at a gross weight of 1150lbs.  This winter the airplane has been down for new landing gear and adding EGT and installing a better radio.  I would love to fly some long X counties but with 2 weeks of vacation a year and 2 kids with soccer and such it is very hard to take even a full week off just to fly.  By the end of this summer I hope to have about a hundred hours on the engine and I will update the progress.



Jason

MKIII, Yamaha powered

Portland OR

Dana

Joined: 13 Dec 2007
Posts: 1047
Location: Connecticut, USA

Posted: Sun Jan 31, 2010 10:52 am Post subject: Alternitive Kolb Engines

At 12:49 PM 1/31/2010, Mike wrote:

  	  Quote: 	
		  --> Kolb-List message posted by: "Mike" <mmacpherson(at)comcast.net>



 Will someone please tell me how to unsubscribe from Matronics. I have tried and I do not consider myself stupid but I cannot figure it out. I have emailed Matt Dralle but that did not help either. Thank you. 	


 Mike, the link is at the bottom of every message, but go to:

 <http://www.matronics.com/subscription>



 -Dana

 --

  America is at that awkward stage.  It's too late to work within the system, but too early to shoot the bastards.    [quote][b]

frank.goodnight(at)att.ne
Guest

Posted: Sun Jan 31, 2010 10:58 am Post subject: Alternitive Kolb Engines

The most interesting day on the kolb list in quite a while. I love it  

when you guys that have been there exchange what you believe and why  

you believe it. It's not necessary

that you agree or disagree just that you look at situations from  

different perspectives and with different experiences. I learn every  

time you do it, even if I think something that someone believes

is wrong, it's worth while to learn why they think that way, [ I've  

had to change my mind a few times after learning new facts] . Keep up  

the good work.

Frank

On Jan 31, 2010, at 11:54 AM, John Hauck wrote:

 	  Quote: 	

 > ...Uh oh! Got to defend my engine now.....

>

 > Thom Riddle

 Thom R/Gang:

 Sorry.  Was not trying to get in a pissing contest, being ugly, or  

 argumentative.  Some of my comments were intended to be in fun, and  

 if we were standing on the flight line chatting, it would have been  

 obvious that I was not standing there with a burr under my saddle.

 However, from where I sit in the cockpit, a quart in 50 hours  

 compared to zero is a lot more than "slightly more".  

 Hard to beat a 912 on oil consumption.  I like it because I don't  

 have to haul a lot of spare oil when I am enjoying a nice long cross  

 country flight.

 Email communication sucks.  Hard to beat eye ball to eye ball  

 conversations.

 john h

 mkIII

 Titus, Alabama

rickofudall

Joined: 19 Sep 2009
Posts: 1392
Location: Udall, KS, USA

Posted: Sun Jan 31, 2010 11:05 am Post subject: Alternitive Kolb Engines

Mike, You go to the Matronics site and follow the instructions. It basically involves unchecking a box and clicking on the save button.



Rick Girard

do not archive



 On Sun, Jan 31, 2010 at 11:49 AM, Mike <mmacpherson(at)comcast.net (mmacpherson(at)comcast.net)> wrote:

[quote] --> Kolb-List message posted by: "Mike" <mmacpherson(at)comcast.net (mmacpherson(at)comcast.net)>

 

 Will someone please tell me how to unsubscribe from Matronics. I have tried and I do not consider myself stupid but I cannot figure it out. I have emailed Matt Dralle but that did not help either. Thank you.

 ---

_________________
The smallest miracle right in front of you is enough to make you happy....

rickofudall

Joined: 19 Sep 2009
Posts: 1392
Location: Udall, KS, USA

Posted: Sun Jan 31, 2010 11:05 am Post subject: Alternitive Kolb Engines

Lucien, Before you get a Rice King clutch see if you can get a flight in an airplane that has one in the gearbox. Pull power and see what happens to the glide. I pulled mine out as soon as I got the parts to replace it. Great if you're pushing a rice boat, horrible in an aircraft. 

Rick Girard

do not archive

On Sun, Jan 31, 2010 at 10:40 AM, lucien <lstavenhagen(at)hotmail.com (lstavenhagen(at)hotmail.com)> wrote:

 [quote]--> Kolb-List message posted by: "lucien" <lstavenhagen(at)hotmail.com (lstavenhagen(at)hotmail.com)>

Thom Riddle wrote:

 > Lucien,

 >

 > The distributor wear issue is not a big deal. The rotor and the distributor cap in the automotive distributor  needs to be changed out every so often (few hundred hours) and cost is low at NAPA or other auto parts store. Mine has 243 hours on it and the original rotors and caps are in great shape.

  >

 > The fretting at the flywheel connection was in early engines only and the SB on that requires the now standard dowel pins to be installed AT OVERHAUL if no problems are encountered before that. My engine is subject to this SB but I've not had any problems in that area. I believe the 100 hour inspection list includes re-torquing these attach bolts and suspect that owners have ignored this bit and that is the reason for the "problem". Installing dowels helps make it more murphy-proof.

  >

 > The high oil consumption is mostly an operating issue due to overfilling the sump.... very much like filling a Lycoming O-320 to eight quarts will end up with about six quarts in short order because the excess will be vented out. Nobody who has flown an O-320 for awhile (and pays for his own oil) ever fills the sump past 6 quarts. Filling the Jabiru too high will result in excess oil loss, not consumption. Some don't understand the difference. I keep my oil level where it is supposed to be. I drain a small dribble of ugly stuff from the air/oil separator after each flight or two. In the first 50 hours I flew the Jab (to oil change) I added no more than 1 quart to keep it at proper level... slightly more than the 912 but an insignificant amount by air-cooled engine standards. Recommended oil is semi-synthetic Aeroshell 15W-50 which is about $5.50/quart and it takes 2 1/2 quarts to fill the sump to proper level.

  >

 > While we are at it, there have been reports of hard starting in cold weather. The Jab has a single Bing 94 carb, similar(but not identical) to the Bing 64 on the 912. Like the Rotax Bing 64, to start in the cold, the enricher must be full on and the throttle at idle. Again, ignorance is at the root of this so-called "problem", both for hard starting 912 engines and hard starting Jab engines in cold weather.

  >

 > John H said something about someone with a Jab had hard starting on a very damp morning and had to dry out the distributor caps (if I remember correctly). I've never had that problem when my Jab sits out overnight in the rain, as long as I cover the engine (which I do). The morning after relative humidity has been as high as 95% and it started right up.

  >

 > Great engine and getting better as continuous design process goes forward.... but still wish it had a geared prop to reduce the prop noise.

 Ok, thanks Thom. The dowel pin mod I've heard of, but hadn't heard any reports about whether it actually fixed the fretting problem. I also wasn't aware of the maint. schedule on the distributor (sounds about like what you always had to do on our old cars so indeed doesn't sound like a big deal as long as you don't tell the parts dudes at Napa they're going in an a/c engine ).

  I've looked over some of the SB's issued by Jabiru, which is where I found out some of these things. but again not being an owner, I'm in the dark on lots of it.

 In my case depending on the plane I eventually decide to build I have the 7000' MSL altitude issue to deal with too. That'd be the only problem I'd have with a 2200, the motor I'd most like to go with. The 3300 is too close to the cost of the 912 to not use the 912 for say a Mark III where it'd be more appropriate (and I could reuse my 68" Warp Drive which I'm keeping for just such an eventuality ).

 If I do another FSII it'll get a 503 with my C box and clutch, and a firefly would go with a 447 (assuming they still make it if I pull that particular trigger).

 Anyway, thanks for the info very much appreciated,

 LS

 --------

 LS

 Titan II SS

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Dana

Joined: 13 Dec 2007
Posts: 1047
Location: Connecticut, USA

Posted: Sun Jan 31, 2010 11:06 am Post subject: Alternitive Kolb Engines

At 01:28 PM 1/31/2010, Jason Omelchuck wrote:



  	  Quote: 	
		  Using your logic consider:

 It is an established fact,VG's grossly improve performance 

 on Kolb aircraft, no matter what model it is. 	


 Oh no!  Somebody mention Seafoam, quick!



 -Dana



 do not archive



 

 --

  America is at that awkward stage.  It's too late to work within the system, but too early to shoot the bastards.    [quote][b]

John Hauck

Joined: 09 Jan 2006
Posts: 4639
Location: Titus, Alabama (hauck's holler)

Posted: Sun Jan 31, 2010 12:11 pm Post subject: Alternitive Kolb Engines

> Last summer I put about 40 hours on the Yamaha engine and I am enjoying 

its performance very much.  I have not had to add any oil and I get a cruise 

of about 70mph. at about 5.5 gal/hr.  Take off and climb is very brisk even 

at a gross weight of 1150lbs.  This winter the airplane has been down for 

new landing gear and adding EGT and installing a better radio.  I would love 

to fly some long X counties but with 2 weeks of vacation a year and 2 kids 

with soccer and such it is very hard to take even a full week off just to 

fly.  By the end of this summer I hope to have about a hundred hours on the 

engine and I will update the progress.

 	  Quote: 	
		  

 Jason

 MKIII, Yamaha powered

 Portland OR


	




Jason/Gang:



I like your Yamaha.  Aren't you running a redrive/gearbox?



I've been spoiled when it comes to time off to go fly.  I have been retired 

from the Army for 30 years today.  Became single not long before retirement. 

Learned to live on my Army retirement, which wasn't much in 1980.  I had to 

sacrifice a lot of things to be able to do what I have been able to do.



Sometimes I forget everybody can not take off on a weekend and take a chance 

of not getting back in time to go to work Monday morning, or have wives and 

children that have mandatory activities that need Mom and Dad's presence and 

time.



The one thing I have had is time.  At 70 I have discovered how valuable it 

is.  Can't buy it and can't get more than the good Lord provides for us.  Do 

what you want to do before you get too old to do it or lose the desire to do 

it.  I have already reached the primary stages of that part of my life.  I 

still have dreams and still get out there and pump adrenalin, but not like I 

did 5 years ago.



john h

mkIII

_________________
John Hauck
MKIII/912ULS
hauck's holler
Titus, Alabama

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