Kolb-Archive.digest.vol-an
March 17, 1998 - April 01, 1998
> Again, just my 2-cents worth:
> I'm outta here
>
> Bob Doebler
>
> _____________________________________________________________________
> Get completely free e-mail from Juno at http://www.juno.com
> Or call Juno at (800) 654-JUNO [654-5866]
>
> -
________________________________________________________________________________
From: | Cal <cgreen(at)centuryinter.net> |
I'm trying to decide what color white i should paint my FS
with, I bought some glacier white and didn't really like that
color. What color white have some of you guys been using?
Cal
________________________________________________________________________________
From: | ul15rhb(at)juno.com (Ralph H Burlingame) |
Bob,
This is a Kolb users group and it is open to all interested parties
regarding Kolb
aircraft. I feel if you own or fly a Kolb, then you should have a voice
in this group and can be a contributor. There are many talented people
here as I have found. Some are technical people, some not, but we all
share the common joy of flying and talking about the planes we fly.
I would not hesitate to be a contributor here. We can all learn something
from your input. If you feel there is anyone who is being sarcastic, just
remember this is nothing personal because you don't have any kind of
relationship with anyone here except to talk about the subject of our
group.
I have learned a few things from this service: humor is always welcomed
and I have had quite a few laughs from some of you guys.
(Mick and "oldpoops" are you listening?).
We will be waiting for you and others to join in to talk about your
Kolbs. What do you say?
I would like to thank Jeff Stripling, who operates this computer service,
for bringing all the Kolb people together in this forum, so we can learn
from our experiences.
Ralph Burlingame
Original FireStar
writes:
>To Whomever
>
>You asked me to respond to you, so here goes.
>You mentioned "you just don't get it do you", regarding putting
>"kolb" in my letter for your search engine. First, my apologize for not
always >doing so. My flying buddy died a short time ago and I guess I've
not been as >diligent as I should have been, when I input to this site.
>
>However, wouldn't a polite reminder, rather than a sarcastic reply be
>more in order? Speaking of sarcasm, I have always found that
>differences of opinion and constructive criticism have a way of
>stimulating dialog, while sarcasm has a tensity to reduce it.
>
>Case in point, in talking to two builders in the last month, they
>mentioned that they would like to input data to the site, but "some of
>those guys are really vicious".
>
> So if we are really trying to encourage dissemination of
>information on
>Kolb aircraft lets lighten up. Otherwise we may just be shooting
>ourselves in the foot!
>
>Again, just my 2-cents worth:
>I'm outta here
>
>Bob Doebler
________________________________________________________________________________
(Netscape Mail Server v1.1) with SMTP id AAA186
From: | LLMoore(at)tapnet.net (Lauren L. Moore) |
Subject: | Yet another question.. |
Goodevening Kolbers..I have yet another question to ask the group. I
have been reading all the comments regarding..FAT ultralights and Part
103 compliant vs Experimental class..My querry is: " can I as a Newbie,
register my Kolb Firestar as an Experimental, so that I might take
advantage of benifits like reasonable liability insurance, larger fuel
capacity (perhaps another 3 gallons} or so" I have a current medical
and am current as a private pilot with an Avemco renters liability
policy at present. If I could do this then it would certainly behoove
me to look seriously at this option. I have looked thru my copy of FAR
/ AIM and do not see this question covered. Thanks Larry "Firestar"
Moore PS: Thanks to all those who commented on my other questions.
Goodevening Kolbers..I
have yet
another question to ask the group. I have been reading all the
comments
regarding..FAT ultralights and Part 103 compliant vs Experimental
class..My
querry is: " can I as a Newbie, register my Kolb Firestar as
an
Experimental, so that I might take advantage of benifits like reasonable
liability insurance, larger fuel capacity (perhaps another 3 gallons} or
so" I have a current medical and am current as a private
pilot with
an Avemco renters liability policy at present. If I could do this
then it
would certainly behoove me to look seriously at this option. I
have looked
thru my copy of FAR / AIM and do not see this question covered.
Thanks Larry "Firestar" Moore PS: Thanks to all
those who
commented on my other questions.
________________________________________________________________________________
From: | T Swartz <Tswartz(at)mail.ptd.net> |
I seem to have enough trouble finding a place for my Icom and GPS in my
MK III without looking for a place to add a CB. Not sure why I would
need a CB. If I need to talk to my buddys while flying I can use an air
to air frequency on my Icom. I find using the unicom in and out of
small airports certainly adds to your saftey factor plus gives you
respect with GA pilots. Especially on a Sat. afternoon when the weather
is perfect and everyone wants to stretch their wings. The GA pilots may
not feel like their space is being invaded if you announce your
positions and fly the pattern like everyone else. Maybe sometime you
will want or need to land at a controlled airport or just fly through
their space. Kinda hard to do with a CB.
Terry
________________________________________________________________________________
From: | Eugene Zimmerman <tehz(at)redrose.net> |
Have any of you kolb innovators tried using fiberglass rod for landing gear
legs?
I believe fiberglass rod can be a good alternative for aluminum legs because
fiberglass is lighter and more resilient than aluminum. I put glass gear on
my Firestar and my Mk II several years ago with good results. The only
negative feature is on the Firestar in certain field conditions the gear
springs fore and aft and can cause a kind of shimmy at certain speeds. This
may be because I also lengthened the gear legs to give the plane a higher
stance. The Mark II does not seem to have this tendency.
Im curious if any other kolb users have similar experience.
EZ
________________________________________________________________________________
From: | "Russell Duffy" <rad(at)pen.net> |
Subject: | Re: Yet another question.. |
> Goodevening Kolbers..I have yet another question to ask the group. I have
been >reading all the comments regarding..FAT ultralights and Part 103 compliant
vs >Experimental class..My querry is: " can I as a Newbie, register my Kolb
Firestar as an >Experimental, so that I might take advantage of benifits like
reasonable liability >insurance, larger fuel capacity (perhaps another 3
gallons} or so" I have a current
If this is a plane that you're going to build, or are building now, then no
problem. If it's an existing plane that you're flying, and you built it, then
you can probably register it as experimental. It might require some level of
fibbing, or omission of fact though. If you didn't build it, and can't get the
original builder to register it, then the required level of fibbing goes up
substantially :-)
Rusty (my tailwheel's fixed) Duffy
________________________________________________________________________________
From: | "Geoff Thistlethwaite" <geoffthis(at)worldnet.att.net> |
Cal,
I'm painting mine Juno White it's not as bright as glacier.
Lauren, I agree with Russel, if your building and you have a private then
registar experimental, it will save you many headaches
just my 2cents worth
Geoff
-----Original Message-----
From: Cal <cgreen(at)centuryinter.net>
Date: Tuesday, March 17, 1998 8:00 PM
Subject: Kolb-List: Paint color
> I'm trying to decide what color white i should paint my FS
>with, I bought some glacier white and didn't really like that
>color. What color white have some of you guys been using?
>
> Cal
>
>
>-
________________________________________________________________________________
From: | Christopher John Armstrong <tophera(at)centuryinter.net> |
hi,
What color of white? Ha! Just a little sarcasm.. Sorry to bob doebler
for what ever was said to you that was rude. Hope you stick around
cause these guys are nice most of the time. So what color of yellow do
people paint these things? I am looking for a real bright yellow not
the orange or mustard shades. Has anyone used one of those decal
service to make the trim colors for you? Do the decals hold up well?
Topher
________________________________________________________________________________
From: | "Jim Gerken GERKEN(at)RCHVMX.VNET.IBM.COM" <GERKEN(at)RCHVMX.VNET.IBM.COM> |
Stits Poly Tone Insignia White seems to be a pretty good match to the
Kolb factory's vendor powder coater white. You can get a paint sample card
from Randy at R&R in Michigan, of about fifty Polytone colors, for a couple
dollars. R&R is (616) 683-2594, call Randy with questions about painting,
he is a very helpful guy and really knows his stuff. He has covered and
painted Kolbs, and sells a video of Kolb covering, along with the complete
line of Stits, usually at a discount. I've called him many times and he
always helps, even if it doesn't mean making a sale.
P.S. I still have 3/4 gallon of PolyTone Lemon Yellow, for sale to anyone
interested in paying shipping plus 20 dollars. I promise this is the last
time I will mention it here guys. Next week I'll take it to the recycling
center.
Jim G, 507-753-2619 (MN)
________________________________________________________________________________
From: | T Swartz <Tswartz(at)mail.ptd.net> |
Subject: | Class C airspace |
Question: Can I legally fly my expermental MK III in class C airspace
without a mode C transponder and without getting a one hour advance
clearance from ATC? I've read FAR 91.215 and I'm still not sure.
Terry
________________________________________________________________________________
From: | Jason Omelchuck <jason(at)acuityinc.com> |
I have a question that applies to white paint also. Will the UV blocker
change the color of white paint (if I paint my plane white should I put
the UV blocker in the second coat of Poly Brush and not in the white)?
> -----Original Message-----
> From: Cal [SMTP:cgreen(at)centuryinter.net]
> Sent: Tuesday, March 17, 1998 11:58 AM
> To: kolb(at)intrig.com
> Subject: Paint color
>
> I'm trying to decide what color white i should paint my FS
> with, I bought some glacier white and didn't really like that
> color. What color white have some of you guys been using?
>
> Cal
>
>
> -
________________________________________________________________________________
From: | "Jim Gerken GERKEN(at)RCHVMX.VNET.IBM.COM" <GERKEN(at)RCHVMX.VNET.IBM.COM> |
Subject: | Kolb: UV blocker in Poly Tone |
Yup, the UV blocker adds a slight yellow tinge to the paint. It is not
noticable when added at the recommended ratio, even in White paint. But
if you side-by-side compare White with the UV and stock unmixed White, you
notice the slight yellowing. I can't tell the difference between UV-mixed
Black or Red compared to non-UV-mixed.
Be sure to mix it REAL well. Have it shaken if you can do so. R&R will
add it for you and shake it, I beleive. All the Poly Tone paints would
benefit from shaking just before use.
jim
________________________________________________________________________________
Subject: | Re: Why CB radio? |
From: | mefine1(at)juno.com (Mick Fine) |
writes:
>I seem to have enough trouble finding a place for my Icom and GPS in
>my
>MK III without looking for a place to add a CB. Not sure why I would
>need a CB. If I need to talk to my buddys while flying I can use an
>air
>to air frequency on my Icom.
Terry,
CB's are great for the "Sunday afternoon fly for fun with your buddies
crowd." It sounds like you have some more serious plans. Just try singing
a couple choruses of "We'll be flyin' around the ARSA when we come" on an
AV radio and see what happens!
-Mick Fine
Green Country Ultralight Flyer's Organization (UFO)
Tulsa, Oklahoma
http://angelfire.com/ok/gcufo
mefine1(at)juno.com
________________________________________________________________________________
From: | bobdoebler(at)juno.com (Robert L Doebler) |
Jim G
Rather then sending your paint to the recycling center, you might want to
hang on to it.
If you have to touch up a nick/scratch, it really comes in handy. Also,
if you decide to modify or add something later on it's nice to have the
original
color paint.
Bob D
________________________________________________________________________________
From: | Jeff Stripling <jstripli(at)io.com> |
Subject: | Re: Yet another question.. |
Forwarded to the list...
Jeff R. Stripling
jstripli(at)io.com
(512) 252-3053
---------- Forwarded message ----------
From: Ben Ransom <bransom(at)ucdavis.edu>
Subject: Kolb-List: Re: Yet another question..
>fibbing, or omission of fact though. If you didn't build it, and can't
get the
>original builder to register it, then the required level of fibbing goes up
>substantially :-)
>
>
Just in case anybody is keeping score ...boy do we FAR103 fatties love
to hear about GA fibbing! Don't anybody get out the torches, i'm only
trying to have fun with this. :-)
-Ben Ransom
________________________________________________________________________________
From: | Cliff and Carolyn Stripling <striplic(at)dfw.net> |
Subject: | Ever thang's gonna be awright! |
Bob and all,
When you get this many people together with such varied backgrounds and
experiences and the means to say anything facelessly and with little
recourse, people don't think and sometimes say things they wouldn't
ordinarily say face to face and feelings get hurt. The other side of the
coin is... when there is a difference of opinion, the opinion certainly
should be expressed. It is sometimes difficult to offer (hopefully
constructive) criticism diplomatically. Some are a lot better at it than others.
This list is a good place (a raw un-edited newsletter of sorts) to exchange
ideas, get feedback, and know that during the give and take of all the
information (good, bad or otherwise) that Dennis S. is in the background and
is willing to offer the "official opinion" when he feels it is necessary to
correct information, for safety reasons or for whatever other reason AND
even more importantly because there are other really savy high time
builders/flyers who are willing to share with us their experiences and offer
guidance.
Later,
--
Cliff & Carolyn Stripling Him: Kolb MKIII - N582CC (39.5 hrs)
(972)247-9821 Dallas Texas Her: Real Estate Broker - Texas
Both: 5th Wheel - RV - Travel
____________________|_____________________
___(+^+)___
(_)
8 8
________________________________________________________________________________
From: | john hauck <hawk36(at)mindspring.com> |
Subject: | Re: FW: Paint color |
.com>
>I have a question that applies to white paint also. Will the UV blocker
>change the color of white paint (if I paint my plane white should I put
>the UV blocker in the second coat of Poly Brush and not in the white)?
>
>> -----Original Message-----
>> From: Cal [SMTP:cgreen(at)centuryinter.net]
>> Sent: Tuesday, March 17, 1998 11:58 AM
>> To: kolb(at)intrig.com
>> Subject: Paint color
>>
>> I'm trying to decide what color white i should paint my FS
Howdy folks:
UV blocker in most colors will change there appearance because it is
aluminum powder. I used UV block on myfirst plane, but not the last two.
A couple coats of poly spray gets the job done, and I don't have to worry
about UV doing its thing. Just use a little white over the silver and you
are on your way.
Polyspray is also a sanding base, so if there are some buggers that need to
be taken care of or covred up, this stuff will do it.
Kolb uses Daytona White, I theeeeeennnnnnk.
john hauck
________________________________________________________________________________
From: | john hauck <hawk36(at)mindspring.com> |
>Date: Wed, 18 Mar 1998 09:53:45 -0600
>To: Christopher John Armstrong
>From: john hauck <hawk36(at)mindspring.com>
>Subject: Re: Paint color
>In-Reply-To: <350FE86A.9FE(at)centuryinter.net>
>References: <01bd522b$ae1190a0$7684410c@default>
>
>>hi,
>>
>>What color of white? Ha! Just a little sarcasm.. Sorry to bob doebler
>>
>
>Good morning gang:
>
>I've had pretty good luck painting my airplanes. They've all been the
same colors, so choosing was pretty easy. I have learned a few things
about painting along the way:
>
>1. I use Cub Yellow and Pontiac Red.
>
>2. If I want to end up with true colors (the colors that come out of the
can), then I paint one or two coats of "Insignia White" as a base.
Insignia white was about the whitest paint I could find.
>
>3. On metal parts I use Randolf white epoxy primer. This alleviates the
extra white step.
>
>4. Any color over silver Poly Spray really gets screwed. Red turns to
spoiled catsup and yellow turns to mustard. But if you paint them over
white they become brilliant. Red will overcoat yellow nicely.
>
>5. If you want really good fine tape lines, use 3M Fine Line
Polypropolene (sp?) tape. I always use good masking tape, ie, 3M masking
tape. If you scrimp on you materials your finish paint job will reflect
just that.
>
>6. I try to keep in the front of my mind when I am covering and painting:
What I start with is what I will end up with. It is difficult or
impossible to correct something that occurred two steps back.
>
>7. I use my iron and my hands to the extreme when I am covering. Very
little sand paper, and when I use it I use it dry and blow off with air hose.
>
>It has been 5 years since I have done any major covering and sanding, so I
tend to suffer from CRS. As I think of things to help, I'll try to send
them out.
>
>john hauck
>
________________________________________________________________________________
From: | Ben Ransom <ransom(at)mae.engr.ucdavis.edu> |
On Wed, 18 Mar 1998, Jim Gerken GERKEN(at)RCHVMX.VNET.IBM.COM wrote:
> P.S. I still have 3/4 gallon of PolyTone Lemon Yellow, for sale to anyone
> interested in paying shipping plus 20 dollars. I promise this is the last
> time I will mention it here guys. Next week I'll take it to the recycling
> center.
> Jim G, 507-753-2619 (MN)
It doesn't bother me at all that you mention here. And, I'd rather
think you mention here every once in awhile than take it to the recycling
center. 1. That's ~$50 worth of paint. 2. It's environmentally
bad to produce it, and worse to produce and not use. If you don't
sell it, how about offer it for shipping costs only thru here, Kolb,
R&R, and rec.aviation.homebuilt.
-Ben Ransom
________________________________________________________________________________
From: | Cliff and Carolyn Stripling <striplic(at)dfw.net> |
Subject: | CB's vs. aviation radios - why not both? |
Terry and all,
Right, but it seems if you fly with a bunch of UL types who use only CB's
then you miss something there too.
As far as places for radios, I have my CB screwed onto a Lexan triangular
bracket made from scrap attached with plastic ties to the cockpit cage tubes
below, behind and to the left of the pilot's seat. Fits in nicely with
little trouble, is out of the way and you can grab the mic easily - only
problem is that you cannot see the radio face in order to change channels,
adjust volume or squelch - must use feel-a-vision. I keep my ICOM in my lap
or in the passengers seat... same with the GPS. I need to find a better
fixed place for those two. The wires and cables could be stabilized better
rather than running all over the cockpit. I was thinking of making a sit on
board with a between the legs projection pad to attach the ICOM onto. That
leaves the GPS... I might fashion some sort of way (probably Velcro) to
fasten it onto the front portion of a 1X4 board that I use as an arm rest
between the seats. Presently I have the intercom mounted with Velcro at the
rear of that board.
What I really need to do is get off my lazy behind and go flying.
Later,
--
Cliff & Carolyn Stripling Him: Kolb MKIII - N582CC (39.5 hrs)
(972)247-9821 Dallas Texas Her: Real Estate Broker - Texas
Both: 5th Wheel - RV - Travel
____________________|_____________________
___(+^+)___
(_)
8 8
________________________________________________________________________________
From: | "Anderson, Jim L NWP" <Jim.L.Anderson(at)nwp01.usace.army.mil> |
A helpful hint: while covering your machine, make a frame of wood or
whatever and attach some fabric to it: shrink it, poly brush it, poly
spray it, paint it - then when you get dings you're all set to go.
Also, you can do this for your aileron gap seals.
Jim A
-----Original Message-----
From: bobdoebler(at)juno.com [SMTP:bobdoebler(at)juno.com]
Sent: Wednesday, March 18, 1998 7:42 AM
To: kolb(at)intrig.com
Subject: kolb paint
Jim G
Rather then sending your paint to the recycling center, you
might want to
hang on to it.
If you have to touch up a nick/scratch, it really comes in
handy. Also,
if you decide to modify or add something later on it's nice to
have the
original
color paint.
Bob D
________________________________________________________________________________
ID# 607-42492U60000L60000S0) with SMTP id AAA29342
From: | "Stephen M. Moore" <moores(at)nbnet.nb.ca> |
Subject: | Question for Mark III Owners |
I have bothered the factory enough with questions, and wonder if someone
here might answer this one.
Where is the throttle located on the Mark III. Apparently there are now
two sticks in this model, but can one reach the throttle from both
seats? Would this make a good trainer?
________________________________________________________________________________
From: | Richard Pike <rpike(at)preferred.com> |
Subject: | Re: Class C airspace |
>Date: Wed, 18 Mar 1998 15:32:25 -0500
>To: Tswartz(at)mail.ptd.net
>From: Richard Pike <rpike(at)preferred.com>
>Subject: Re: Class C airspace
>
>>Question: Can I legally fly my expermental MK III in class C airspace
>>without a mode C transponder and without getting a one hour advance
>>clearance from ATC? I've read FAR 91.215 and I'm still not sure.
>>
>>Terry
>>-
>> No. Also read the AIM, 3-13 d.2.b
>
> Richard Pike
> MKIII N420P (42oldpoops)
> ATCS Tri-City Approach Control
> Blountville, Tn.
>
>
________________________________________________________________________________
From: | Richard Pike <rpike(at)preferred.com> |
Subject: | Re: Yet another question.. |
> Goodevening Kolbers..I have yet another question to ask the group. I
have been reading all the comments regarding..FAT ultralights and Part 103
compliant vs Experimental class..My querry is: " can I as a Newbie,
register my Kolb Firestar as an Experimental,
Yes you can. If you are building, start documenting what your
building, someone in your local EAA chapter should be able to give you the
details. If you built it, and have flown it as an ultralight, and want to go
back and license it, reconstruct an accurate paper trail, including a
logbook up to date, and find a good cheap (HA!) DAR, or if you are lucky
enough to live near the Charleston, WV. Flight Standards District Office
area, call them. Those guys are GUNG-HO and helpful. The rest of the FSDO
people are not too helpful, call a DAR.
If you bought it from a 3rd party as an u/l, and the original owner
is not interested in helping you reconstruct the paper trail, or license it
for you, call a REALLY GOOD DAR, grin and sign the check. (You get what you
pay for, in this case, a lawyer/facilitator between you and the FAA)
Richard Pike
MKIII N420P (42oldpoops)
________________________________________________________________________________
From: | Richard Pike <rpike(at)preferred.com> |
At 07:57 PM 3/17/98, you wrote:
> I'm trying to decide what color white i should paint my FS
>with, I bought some glacier white and didn't really like that
>color. What color white have some of you guys been using?
>
> Cal
>
>
> I was going to paint mine white, but one of the guys at work, who is
also an artist, and used to do aerial photography, said: "Paint it cream
colored"
So I painted it cream colored. It looked hideous. I wanted kill him.
Then I went ahead and put on the Lakeland blue and Bahama blue trim. I was
very happy, it doesn't show dirt, and everybody says it looks real good.
So to answer your question, I painted mine with Daytona white. On
the color chart, that is the "creamiest" white, or the "lightest" cream. But
it's not white.
>
Richard Pike
MKIII N420P (42oldpoops)
________________________________________________________________________________
From: | Guy Tetreault <samten(at)CAM.ORG> |
Subject: | Decisions, decisions ! |
Greetings Ye Olde List Members,
I am still in the beginning of the learning curve about ultralights, so
my questions will hopefully reflect what some of you have gone through
some time ago. So please bear with me.
As I mentionned before, I have pretty well narrowed down my choice of
my first light airplane to a Kolb. I've been looking at a nice MK-II
recently but I'm also considering building a Firestar II. Pricewise the
F-II may be a bit more expensive than the MK-II but then it'll be
spanking new. On the other side, I think that the MK-II might have a
better glide ratio thus be a bit more of a "floater" due to it's bigger
wings, it probably can carry a bigger payload too. I'm pretty certain
that most of my flying will be solo with some gear on the passenger
seat, adding some floats is also definitely on the list, so here the
MK-II may have an edge. Who knows, maybe I could get Kolb to design
slightly oversized wings for the F-II. Also I wonder a bit about limited
visibility on one side when in the MK-II.
Another consideration is that if I damage the cage on the MK-II, it
might be impossible to get a replacement since it is not in production
anymore.
So what do you think, there are probably some points that are much more
important to consider when making a choice between different models,
that I haven't even considered here. I'm counting on you to help me sort
this out.
Thanks,
Guy
________________________________________________________________________________
Subject: | Re: Why CB radio? |
From: | ul15rhb(at)juno.com (Ralph H Burlingame) |
Mick,
I think the ARSA patrol might arrest you for having way too much fun!
Ralph
>CB's are great for the "Sunday afternoon fly for fun with your buddies
>crowd." It sounds like you have some more serious plans. Just try
>singing a couple choruses of "We'll be flyin' around the ARSA when we
>come" on an AV radio and see what happens!
>
>-Mick Fine
>Green Country Ultralight Flyer's Organization (UFO)
>Tulsa, Oklahoma
>http://angelfire.com/ok/gcufo
>mefine1(at)juno.com
________________________________________________________________________________
From: | Cavuontop <Cavuontop(at)aol.com> |
Subject: | Another question |
<< If you bought it from a 3rd party as an u/l, and the original owner
is not interested in helping you reconstruct the paper trail, or license it
for you, call a REALLY GOOD DAR, grin and sign the check. (You get what you
pay for, in this case, a lawyer/facilitator between you and the FAA) >>
Generally I agree with Mr. Poops. But I feel compelled to say a few words
on this. The implication from his post is that if you buy a Kolb second
hand you can register it as an experimental. First, I don't know that anyone
in their right mind would sell an experimental aircraft. There is nothing but
downside and liability in a transaction like that. Just like the recent
thread we had about downstream puchasers presenting a big risk for Kolb, the
same is true for the builder of an experimental aircraft. There was a suit in
florida recently where the builder of a licensed experimental sold it to a
third party. The third party deregistered the aircraft and opperated it as an
2 seat ultralight for training. Anyway, the second owner bought the farm with
a student on board who was seriously hurt. In the resulting law suit the
builder who had sold the aircraft eight years before was named as a defendant.
Nice old retired guy in florida.
The lawyer for the plaintiff was a shark right out of central casting.
Black suit with a crimson lining, dyed blonde hair and a pinky ring. Flew to
the depositions in his seneca. Anyway, the poor old guy had no relevant
insurance and was proabably ready to declare personal bankrutcy by the time
the whole thing settled.
The point of that part of the story is that you should not think you are
piper or beech and sell an aircraft you built yourself. This is not to
mention the fact that as the builder you are the only person who can hold a
repairmen's certificate to annual the plane. To put that another way, no sane
IA will annual something that looks like a Kolb. Thus, the only way you are
going to get a condition inspection on the plane is if you get a repairman's
certificate and do it yourself. The downstream buyer can't do that.
That's looking at it from the seller's perspective. From the buyer's
perspective it looks even worse. There is a category for experimental
aircraft that are not built by their owners: the experimental exhibition
category, group 4. Groups one two and three are for warbirds and the like.
Group 4 is the regulatory pooper (with appologies to Mr. Poops). Aircraft in
group 4 can only fly to "events". If you do a flight that is not to an event
it is a proficientcy flight, which must begin and end at your home base. No
alternative airports allowed. And those are basically the only two things you
can do with your plane. You still have to do annual inspections and comply
with all the other rules.
The thing that worries me about suggesting you can buy an experimental
aircraft from someone and then re-register with you as the builder is that I
don't see how the downstream buyer could honestly say he built 51% of the
plane. You have to represent that to the FAA to get your airworthyness
certificate. If you lie the FAA they can fine you and put you in jail. I had
a guy offer me some money once for my Mark 2, which was a registered
experimental, in annual etc. He asked if I had some pictures of the plane
under construction that didn't show me. He said he was going to try to re-
register the plane with him as the builder, and get a repairman's certificate
of his own so he could do the annual himself. I told him to take a hike.
When Poberezny and Whitman talked the FAA into creating the experimental
category they said that the purpose of the exception to the general rule
requiring certification was that experimental aircraft were for EDUCATION and
RECREATION. Note that profit is not on that short list. They don't want guys
like us starting airplane factories in our garages.
On Mr. Poops behalf I will say that as a buyer of a second hand
experimental you might be able to work some deal with a DAR where you do a
whole bunch of work on the plane and eventually convince him that you have
done 51%, but there is no guarantee of that when you buy it. If you can't
convince the FAA you are the builder you wind up in the regulatory ghetto of
experimental exhibition group 4. Which is not a place a guy who just spent
serious money on an airplane wants to be.
As a final thought I think there is a right way to sell the Kolb you
built, or at least a way that limits your liability to the greatest degree
possible. If anyone is interested I'll talk more about it another time.
________________________________________________________________________________
From: | Eugene Zimmerman <tehz(at)redrose.net> |
Subject: | for Terry Swartz |
>Eugene
>
>I see you do still monitor this group. I sent you a message a week or
>so ago asking for directions to your place. I have almost 70 hrs on my
>MK III. Sometime I would like to fly up to see your planes or why don't
>you fly down to Smoketown sometime.
>
>Terry Swartz
Sorry Terry,
I did get your message and was meaning to get back to you but got side
tracked and then forgot about it. I live on a farm one mile north of the Rt.
283 Rheems exit. Farm has four long poultry buildings, a short grass strip
along the north south farm lane with a silo and small pond at the south end.
Some flyers feel my strip is uncomfortably short and too near the silo for
them. My street address is 1708 Ridge Road, E-Town 17022. Sorry I don't have
the exact coordinates for you. Ive been too busy recently to do much flying.
Hope I can get to Smoketown to see your outstanding plane sometime soon.
I tried to send this to your personal address and got a bounced return, not
sure why.
EZ
________________________________________________________________________________
From: | Cliff and Carolyn Stripling <striplic(at)dfw.net> |
Subject: | Re: Question for Mark III Owners |
Steve and all,
>Where is the throttle located on the Mark III. Apparently there are now
two sticks in this model, but can one reach the throttle from both seats?
Would this make a good trainer?
When you say two sticks, you do mean flight controls? I think you do. From
what I have heard on this list, the dual flight controls are a new option
from Kolb. I don't know if they have done anything different with the
throttle control if you choose the dual flight control option... if in fact
there is that option.
Unless things have changed since I purchased my kit, the standard MKIII has
a single center control in front of and between the seats and a center
throttle between the seats so it could be flown from either seat. The
flight control stick is curved and larger and in front of the straight
throttle control lever. It felt odd to fly with both hands toward the center
(in this case to the right) for the first hour or so. Now I wouldn't have
it any other way.
Since it is two place with a large people carrying capacity (up to 440 lbs)
and the controls being handy from either seat I would think it would make a
very suitable plane for instruction. I took a couple of hours dual in a
MKII and found it worked out very nicely. The instructor kept his hand low
on the control stick ready to add input or take over if or when he felt it
necessary. We shared the throttle as necessary. Being side by side,
communication was easier than in a tandem arrangement. We could make hand
signs and point. Expression and body language helped too.
Later,
--
Cliff & Carolyn Stripling Him: Kolb MKIII - N582CC (39.5 hrs)
(972)247-9821 Dallas Texas Her: Real Estate Broker - Texas
Both: 5th Wheel - RV - Travel
____________________|_____________________
___(+^+)___
(_)
8 8
________________________________________________________________________________
From: | Mark Swihart <mswihart(at)tcsn.net> |
Subject: | Re: Another question |
>
>
><< If you bought it from a 3rd party as an u/l, and the original owner
> is not interested in helping you reconstruct the paper trail, or license it
> for you, call a REALLY GOOD DAR, grin and sign the check. (You get what you
> pay for, in this case, a lawyer/facilitator between you and the FAA) >>
>
>
> Generally I agree with Mr. Poops. But I feel compelled to say a few
words
>on this. The implication from his post is that if you buy a Kolb second
>hand you can register it as an experimental. First, I don't know that anyone
>in their right mind would sell an experimental aircraft. There is nothing
but
>downside and liability in a transaction like that. Just like the recent
>thread we had about downstream puchasers presenting a big risk for Kolb, the
>same is true for the builder of an experimental aircraft.
>
>*** THIS IS AN EXCELLENT POST Please read the thread.*****
> As a final thought I think there is a right way to sell the Kolb you
>built, or at least a way that limits your liability to the greatest degree
>possible. If anyone is interested I'll talk more about it another time.
>
>
>-
>
I be interested in your thoughts on selling an ultralight.
-Mark-
West Coast Fly-In '98 May 1-3
<http://www.tcsn.net/mswihart/ul/pruaflyin.htm>
TwinStar Page
<http://www.tcsn.net/mswihart/kolb.htm>
Paso Robles Ultralight Association
<http://www.tcsn.net/mswihart/ul/prua.htm>
AOL AIM Screen Name: SwihartMrk
________________________________________________________________________________
From: | Wood <wood(at)mail.wincom.net> |
Subject: | Re: Another question |
>> As a final thought I think there is a right way to sell the Kolb you
>>built, or at least a way that limits your liability to the greatest degree
>>possible. If anyone is interested I'll talk more about it another time.
>>
>>
I don't know if I mentioned it on this list or not but Molt Taylor had a
great idea.He said if you sold an air craft guarantee it to fail causing
serious damage, injury or death. If something happens you have fullfilled
the condition of sale. If the buyer is afraid of your aircraft because of
this he probably is the kind to blame you for any fault of his own.If you
fly you take a chance,You minimize the risks as much as possible and take
responsibility from there.
If you sell you may do it by dissassembling the whole thing and selling
as parts.If you buy an inspecter may be happy if you strip the fabric off so
he can inspect all the little details in the wing, after all safety is the
reason for the inspection not to find out who did the work.
There was a comment in another posting of a guy worried about losing some
visibility to the right in a MK3. I guess he has never flown in a Kolb.
There is so much visibility you won't know what to do with it.
Woody
________________________________________________________________________________
From: | Bruzan3 <Bruzan3(at)aol.com> |
I have been lurking on the list for about a year and have been getting dual
instruction in a mk111 from bill Genteman (wisc) for about8hrs. You guys are
great. My FSll is nearly complete awaiting wt&balance and a BRS. God willing I
will be sharing the skies with you. Does anybody know of a used BRS750
cannister for sale? thanks guys,John Bruzan,Chicago
________________________________________________________________________________
From: | John Jung <jrjung(at)execpc.com> |
Subject: | Re: Decisions, decisions ! |
Guy,
It sound like you understand the differences pretty well. The planes
are actually a little more alike in load carrying and floating. The GW
of the Mark II is 750 and the FS-II is 725. The wings are alike except
the Mark II has slightly more wingspan. I doubt that it makes much
difference in float. My experience with a used Firestar suggests that if
they are well taken care of, there is little advantage to new. I built a
new Firestar II to replace my original Firestar only to be able to take
my Grandsons along. My 9 year old Firestar still looks and flys like
new. http://www.execpc.com/~jrjung/
John Jung
Guy Tetreault wrote:
>
> Greetings Ye Olde List Members,
> I am still in the beginning of the learning curve about ultralights, so
> my questions will hopefully reflect what some of you have gone through
> some time ago. So please bear with me.
> As I mentionned before, I have pretty well narrowed down my choice of
> my first light airplane to a Kolb. I've been looking at a nice MK-II
> recently but I'm also considering building a Firestar II. Pricewise the
> F-II may be a bit more expensive than the MK-II but then it'll be
> spanking new. On the other side, I think that the MK-II might have a
> better glide ratio thus be a bit more of a "floater" due to it's bigger
> wings, it probably can carry a bigger payload too. I'm pretty certain
> that most of my flying will be solo with some gear on the passenger
> seat, adding some floats is also definitely on the list, so here the
> MK-II may have an edge. Who knows, maybe I could get Kolb to design
> slightly oversized wings for the F-II. Also I wonder a bit about limited
> visibility on one side when in the MK-II.
> Another consideration is that if I damage the cage on the MK-II, it
> might be impossible to get a replacement since it is not in production
> anymore.
> So what do you think, there are probably some points that are much more
> important to consider when making a choice between different models,
> that I haven't even considered here. I'm counting on you to help me sort
> this out.
> Thanks,
> Guy
________________________________________________________________________________
Subject: | Another Question |
From: | rayul(at)juno.com (Raymond L Lujon) |
Excellent post re selling experimental aircraft. How about the liability
of selling a UL? Is there a way to sell and still be able to sleep
nights? Do signed releases hold any water when it comes to dealing with
the widow and her attorney. Ray from Woodbury
________________________________________________________________________________
From: | rick106(at)juno.com (RICK M LIBERSAT) |
RUT007
About the INSURANCE I have had some dealings with two different one's,
The first was with NATIONAL a division of AVEMCO. I did go with them
but you will pay the price . 1200.00 yr. for the coverage I chose .
after 6 mo. of service some of the guyes that I fly with told me that is
too much and to shop around , I did just that and called NATION AIR
.In Dallas ,Texas. (972) 248 - 0100 got just as good of coverage for a
whole lot less money. I might add both agents were nice ,and very
helpful.
Rick Libersat
________________________________________________________________________________
Subject: | Re: CB Communication |
From: | rick106(at)juno.com (RICK M LIBERSAT) |
Rayul
I just got a comtronics dual com in I called them up and talked to TIM
about what I wanted . I sent in both of my helments to them .They
matched everything up to work the dual com will let you montor 2 radio's
at one time while you listen to your C D player when either radio comes
on the C D will cut off you select witch radio you want to talk on by
flipping a toggle switch on the intercom . so with this unit you have
the best of both worlds nav/com cb and CD all very clear
sounds . So far I am very pleased with mine.
Rick
writes:
>This probably has been discussed before. I am interested in two-way
>communication between two or more Kolbs in close proximity while in
>flight together. Is it legal to use Citizen Band? Is it feasible? I
>notice in the SkySports catalog they advertise the following.....Patch
>cord-Radio Shack CB COM927....$79. Nothing about the transciever.
>Radio Shack has an under the car dash transceiver unit that
>incorporates an optional weather channel with plug-in for mike,
>headset and antenna. It operates off 12 volts DC. It would appear to
>me that the Comtronics helmet and headset unit would be compatible. I
>would appreciate comments from those in the know. I have no experience
>in this area. Ray from Woodbury
________________________________________________________________________________
From: | Larry Cottrell <lcottrel(at)kfalls.net> |
Subject: | Streamlined Struts |
> My partner and I have been working on streamlined struts for my firestar,
and we think that we have come upwith something worth while. They are
basically formed from Styrofoam to fit over the existing round struts. The
whole thing will weigh less than a pound. I test flew them yesterday with
only a piece of tape over the seam and no other covering. I achieved 90 mph
on my ASI ( a little high reading I think and hope) and achieved a cruise of
65 to 69 MPH on my GPS at 5500 rpm. (motor is 447, with new rings :-), a
full enclosure, a good paint job and lots of wax.) The increase in cruise
appears to be in the neighborhood of 2 to 4 MPH. While the foam can be
damaged, I personally feel that it is not that much of a factor. I think
that all of us are really conscious of the fragile nature of our aircraft
and are really careful in that regard. Since we are geared up to make these
things we wanted to see if there is anyone interested in a set. our cost
will be about 20.00 plus shipping for the foam cores. This will mean that
you will have to pick up the covering material to finish it or we can supply
that too at a minimal cost.
I have to make a trip to Las Vegas not returning until Saturday.
>Larry
>
________________________________________________________________________________
From: | Richard Pike <rpike(at)preferred.com> |
Subject: | Sell Homebuilts? |
Well, I've really gone and done it now...Let me amplify a bit on
some of the earlier comments about licensing u/l's.
First, about selling or not selling an airplane. When you write the
check for any flying thing you buy, I suppose it must be in the back of your
mind how you will eventually dispose of it. Be it Experimental or U/L, if
you sell it and someone 2,3 or 4 buyers removed stuffs it in, they can still
come back after you. So...
You can sell it as a flying machine, with the best hold harmless
note you can come up with.
You can use the previously mentioned Molt Taylor method of
guaranteeing it to be a death trap.
You can dissasemble it and sell it as parts.
You can scrap it.
You keep it when you buy a new one, and after a few years, your
collection of old Hodaka Dirt Squirts and Bultaco Sherpas is buried under
the fresh pile of moldering aluminum and dacron.
As far as getting a homebuilt annualed, maybe things are different
here in Hooterville, (East Tennessee), but it's not a problem. I know 4
mechanics in our area that will do it. All it takes is money.
As far as getting an Experimental aircraft that is currently
licensed and registered, unlicensed and de-registered so that you can
pretend to be the builder, and reregister and relicense it so you can be the
mechanic: if I conveyed the idea that this was an option, forgive me. And
forget it. This is a good way to go to jail.
About getting an ultralight airplane that you did not build licensed
into the Experimental category: this is technically not possible, but can
(and does) happen.
Without going into why I know this, let's just say I know it happens.
Rationale: the FAA will sometimes look the other way at a situation
that is trying to be brought into compliance. They would rather slip you
into the back door as a legal homebuilt than have you out kiting around as a
fat (illegal) ultralight. They know you won't accept Exhibition category.
The only other option they can offer you is to tell you to go away, they
have nothing for you. Which means you continue to fly illegally.
This is where the DAR comes in. If you ask FSDO what to do, the only
answer they can give you is Exhibition, because it is the technically
correct answer, they don't know you, you might be a plant, and if they
suggest anything out of the ordinary, they could end up selling neckties at
Sears instead of working for the FAA.
A DAR that they know and have worked with for years, and who is in
this case somewhat of a middleman might be able to "grease the skids".
A DAR that has a good working relationship with the local FSDO MAY
be able to arrange this. Maybe not in all FAA regions, but in some.
Obviously you need to talk this over with the DAR before you buy the
airplane. And make real sure that everyone knows the score. And make sure
that the DAR is convinced that FSDO will buy off on it.
As far as using this ploy to go into the airplane manufacturing and
reselling business, this is and should be illegal. It is suggested ONLY as a
means to adopt fat, illegal, orphan ultralights into the FAR 91 legal system
under a category other than exhibition, which for most of us , is useless.
Sorry to be so long, and I hope this doesn't sound contentious. But
I have seen it happen as I described it, and perhaps some one can use this.
And if not, at least it didn't take up any more of your time than
one of those stupid and incomprehensible Mercury TV commercials.
Richard Pike
MKIII N420P (42oldpoops)
________________________________________________________________________________
From: | "Russell Duffy" <rad(at)pen.net> |
Subject: | Re: Another question |
> As a final thought I think there is a right way to sell the Kolb you
>built, or at least a way that limits your liability to the greatest degree
>possible. If anyone is interested I'll talk more about it another time.
I've heard a lot of schemes to limit liability, but they all seem to get shot
down one way or another. I plan to sell the SlingShot soon, so if you've got a
good idea, I'd like to hear it.
Rusty (nothing to sue for) Duffy
________________________________________________________________________________
From: | "RIVARD" <RIVA01B(at)MACOMB.CC.MI.US> |
I HAVE A BRS CANNISTER AS WELL AS OTHER NUMEROUS PARTS .$500 FOR THE BRS.
PORT HURON MI.
BOB
RIVARD(at)MACOMB.CC.MI.US
________________________________________________________________________________
From: | T Swartz <Tswartz(at)mail.ptd.net> |
Subject: | Re: Another question |
Russell Duffy wrote:
>
> > As a final thought I think there is a right way to sell the Kolb you
> >built, or at least a way that limits your liability to the greatest degree
> >possible. If anyone is interested I'll talk more about it another time.
>
> I've heard a lot of schemes to limit liability, but they all seem to get shot
> down one way or another. I plan to sell the SlingShot soon, so if you've got
a
> good idea, I'd like to hear it.
>
> Rusty (nothing to sue for) Duffy
>
> -
Rusty
I believe the answer is in your sign off. "NOTHING TO SUE FOR" When I
bought my MK III, I bought it with the idea I would own it as long as I
lived because the amount of money received in a sale would not be worth
the potential risk. If you have nothing to sue for, you have nothing to
lose so go ahead and sell it. Just be sure to spend the money you
receive on a vacation and not another asset so you have nothing to show
for it or they are going to come and get it. :) Another point for those
of us with two seats, If your just giving a free ride and something
would happen to that person in the right seat, you or your estate have
the same potential liability.
There is blanket liability insurance you can add to your homeowners
policy at a reasonable cost. I don't remember if they exclude aircraft
or not. I do remember a question about owning a three wheeler or four
wheeler on the application though. Another way is to transfer personal
assets into an irrevocable trust so the are held and owned by a trustee
for your benefit. Since you no longer own them they can't be taken from
you. In other words nothing to sue for. Attorneys that take on these
kind of suits on a percentage of the settlement lose interest real fast
when there are no assets.
Terry
________________________________________________________________________________
From: | Christopher John Armstrong <tophera(at)centuryinter.net> |
HI
I might be interested in the lemon yellow paint. I have not decided
what color I want to use for sure but lemon yellow is one of the
options. HOw old is the paint? How much did you use when you coverd
your plane? does it have UV block in it? ANything else I should know?
DO you all recomend painting the lift struts and fuselage tube, as
opposed to polishing them?
Topher
________________________________________________________________________________
Subject: | Re: Another question |
From: | mefine1(at)juno.com (Mick Fine) |
>
>... There is a category for experimental
>aircraft that are not built by their owners: the experimental
>exhibition
>category, group 4. Groups one two and three are for warbirds and the
>like.
>Group 4 is the regulatory pooper (with appologies to Mr. Poops).
>Aircraft in
>group 4 can only fly to "events". If you do a flight that is not to
>an event
>it is a proficientcy flight, which must begin and end at your home
>base. No
>alternative airports allowed. And those are basically the only two
>things you
>can do with your plane. ....
Exhibition category, hmmm.....
Some folks say every time I fly it is an "event!" Seriously, it doesn't
sound all that bad to me, I guess it would depend on the type of flying
you plan to do. For me, most flights already begin and end at my home
field which is private anyway. The only "real" airports I would usually
go into are sleepy, uncontrolled municipal fields. On the rare occasion
that I would go into a "busy" airport, it would likely be for a fly-in.
Hey!, that's an "event", so I'm covered, right?
I suppose getting an 'annual' would be the big problem. Mr. Poops (that
sounds so formal, how bout 'the Poopster') is right about stuff like that
happening everyday 'tho. I've been wrestling with what to do about this
ever since I bought the Twinstar (it has never been registered).
Exhibition category never occurred to me.
Which would be worse:
(1) Leave it unregistered and fly with crossed fingers and dead chickens
piling-up in the hangar, becoming just another 'outlaw' UL.
(2) Lie and say I built it, get the N-numbers and repairman's cert and
everybody's happy, so long as I never sell or crash.
(3) Take 'exhibition' category and the small chance that somewhere,
someday, somebody will jump out from behind a bush and try to prove that
I'm not really on my way to Oshkosh (even though it's May and I'm heading
the wrong direction).
-Mick Fine
Green Country Ultralight Flyer's Organization (UFO)
Tulsa, Oklahoma
http://angelfire.com/ok/gcufo
mefine1(at)juno.com
________________________________________________________________________________
From: | Ben Ransom <ransom(at)mae.engr.ucdavis.edu> |
Subject: | Re: Another question |
On Wed, 18 Mar 1998, Cavuontop wrote:
> thread we had about downstream puchasers presenting a big risk for Kolb, the
> same is true for the builder of an experimental aircraft. There was a suit in
> florida recently where the builder of a licensed experimental sold it to a
> third party. The third party deregistered the aircraft and opperated it as an
> 2 seat ultralight for training. Anyway, the second owner bought the farm with
> a student on board who was seriously hurt. In the resulting law suit the
> builder who had sold the aircraft eight years before was named as a defendant.
> Nice old retired guy in florida.
>
Geez, I just felt the price of used certified airplanes bump up another
notch. I would expect that ULs would be less complicated, simply because
there are no inspections or airworthiness cert's required. Perhaps this
is where it is best to use the Molt Taylor guarantee, altho that doesn't
seem like it would do much for the resale value.
I'm still wanting to bury my head in the sand and think that the used
homebuilt market is valid, both as a potential builder (someday) and
of course then eventual seller. I recall Burt Rutan saying the best
thing to do with a used homebuilt had something to do with a chainsaw.
Thanks for the lousy news but worthwhile enlightenment.
-Ben 'considering switching to golf' Ransom
________________________________________________________________________________
From: | Jason Omelchuck <jason(at)acuityinc.com> |
Subject: | FW: To sell or buy |
I would like to clarify some things that I think might be confusing.
When you build a airplane you are the manufacturer, this is what keeps
kit companies in business, they have no liability, it is all the
builders. If you look at the FAA records it says for the name of the
type of aircraft the builders last name and then Kolb i.e. mine if I
ever finish will say "omelchuck Kolb MKIII" assuming they can fit that
in, this makes each and every homebuilt unique in that the builder is
the manufacturer just like Cessna. Just like Cessna you are open to the
liability for the life of the aircraft, even if it passes to 10
different owners and then crashes, you are potentially on the hook as
the manufacturer. So any paperwork that is done between you and buyer
number 1 does not provide you with any protection for the transaction
between seller number 9 and buyer number 10. I believe ultralights,
since they are not registered have no "manufacturer" and may be much
more ambiguous as to who is liable. Of course if someone dies and the
remaining spouse sues they will sue everyone they can get their hands
on. You can probably be protected pretty well by the initial document
between you and buyer number 1, and if you disassemble the plane by
taking the wings tail and engine off and taking some pictures and
putting in the sale agreement that the vehicle was not in operable
condition when you sold it this may protect you pretty well in the
ultralight category. It could then be said that the person who
reassembled the vehicle was the "manufacturer" and is liable.
> -----Original Message-----
> From: Cavuontop [SMTP:Cavuontop(at)aol.com]
> Sent: Wednesday, March 18, 1998 4:50 PM
> To: kolb(at)www.intrig.com
> Subject: Another question
>
>
>
> << If you bought it from a 3rd party as an u/l, and the original owner
> is not interested in helping you reconstruct the paper trail, or
> license it
> for you, call a REALLY GOOD DAR, grin and sign the check. (You get
> what you
> pay for, in this case, a lawyer/facilitator between you and the FAA)
> >>
>
>
> Generally I agree with Mr. Poops. But I feel compelled to say a
> few words
> on this. The implication from his post is that if you buy a Kolb
> second
> hand you can register it as an experimental. First, I don't know that
> anyone
> in their right mind would sell an experimental aircraft. There is
> nothing but
> downside and liability in a transaction like that. Just like the
> recent
> thread we had about downstream puchasers presenting a big risk for
> Kolb, the
> same is true for the builder of an experimental aircraft. There was a
> suit in
> florida recently where the builder of a licensed experimental sold it
> to a
> third party. The third party deregistered the aircraft and opperated
> it as an
> 2 seat ultralight for training. Anyway, the second owner bought the
> farm with
> a student on board who was seriously hurt. In the resulting law suit
> the
> builder who had sold the aircraft eight years before was named as a
> defendant.
> Nice old retired guy in florida.
>
> The lawyer for the plaintiff was a shark right out of central
> casting.
> Black suit with a crimson lining, dyed blonde hair and a pinky ring.
> Flew to
> the depositions in his seneca. Anyway, the poor old guy had no
> relevant
> insurance and was proabably ready to declare personal bankrutcy by the
> time
> the whole thing settled.
>
> The point of that part of the story is that you should not think
> you are
> piper or beech and sell an aircraft you built yourself. This is not
> to
> mention the fact that as the builder you are the only person who can
> hold a
> repairmen's certificate to annual the plane. To put that another way,
> no sane
> IA will annual something that looks like a Kolb. Thus, the only way
> you are
> going to get a condition inspection on the plane is if you get a
> repairman's
> certificate and do it yourself. The downstream buyer can't do that.
>
> That's looking at it from the seller's perspective. From the
> buyer's
> perspective it looks even worse. There is a category for experimental
> aircraft that are not built by their owners: the experimental
> exhibition
> category, group 4. Groups one two and three are for warbirds and the
> like.
> Group 4 is the regulatory pooper (with appologies to Mr. Poops).
> Aircraft in
> group 4 can only fly to "events". If you do a flight that is not to
> an event
> it is a proficientcy flight, which must begin and end at your home
> base. No
> alternative airports allowed. And those are basically the only two
> things you
> can do with your plane. You still have to do annual inspections and
> comply
> with all the other rules.
>
> The thing that worries me about suggesting you can buy an
> experimental
> aircraft from someone and then re-register with you as the builder is
> that I
> don't see how the downstream buyer could honestly say he built 51% of
> the
> plane. You have to represent that to the FAA to get your
> airworthyness
> certificate. If you lie the FAA they can fine you and put you in
> jail. I had
> a guy offer me some money once for my Mark 2, which was a registered
> experimental, in annual etc. He asked if I had some pictures of the
> plane
> under construction that didn't show me. He said he was going to try
> to re-
> register the plane with him as the builder, and get a repairman's
> certificate
> of his own so he could do the annual himself. I told him to take a
> hike.
>
> When Poberezny and Whitman talked the FAA into creating the
> experimental
> category they said that the purpose of the exception to the general
> rule
> requiring certification was that experimental aircraft were for
> EDUCATION and
> RECREATION. Note that profit is not on that short list. They don't
> want guys
> like us starting airplane factories in our garages.
>
> On Mr. Poops behalf I will say that as a buyer of a second hand
> experimental you might be able to work some deal with a DAR where you
> do a
> whole bunch of work on the plane and eventually convince him that you
> have
> done 51%, but there is no guarantee of that when you buy it. If you
> can't
> convince the FAA you are the builder you wind up in the regulatory
> ghetto of
> experimental exhibition group 4. Which is not a place a guy who just
> spent
> serious money on an airplane wants to be.
>
> As a final thought I think there is a right way to sell the Kolb
> you
> built, or at least a way that limits your liability to the greatest
> degree
> possible. If anyone is interested I'll talk more about it another
> time.
>
>
> -
________________________________________________________________________________
From: | Scott Bentley <Scott.Bentley(at)Bentley.Com> |
Subject: | Meeting of Kolb'ers at Sun-n-Fun |
I'll be arriving late the evening of Wednesday 4/22, returning the
morning of Sunday 4/26, so neither Sunday works for me.
How 'bout Thursday, Friday, or Saturday 4/25?
If anyone needs information on Sun-n-Fun, http://www.sun-n-fun.com
> -----Original Message-----
> From: Cavuontop [SMTP:Cavuontop(at)aol.com]
> Sent: Tuesday, March 03, 1998 6:54 PM
> To: kolb(at)intrig.com
> Subject: SnF
>
> What do you say all of the list server participants get together
> Sunday
> afternoon at the Kolb tent at Sun 'n Fun and have it out? I think it
> would be
> great to get all that experience together in one place. What does the
> group
> think?
> -
________________________________________________________________________________
From: | Scott Bentley <Scott.Bentley(at)Bentley.Com> |
You asked
...
> Has anyone used one of those decal
> service to make the trim colors for you? Do the decals hold up well?
...
I used a local sign company that used computers to cut vinyl
letters for banners and such for my N number.
It worked very well, and I doubt I'll have problems with
longevity. It was also very reasonable. I imagine a similar thing
would work for some of the trim.
________________________________________________________________________________
From: | "Anderson, Jim L NWP" <Jim.L.Anderson(at)nwp01.usace.army.mil> |
Subject: | RE: Another question |
If you really want to sleep good at night, take up another hobby like,
knitting, or maybe playing bridge. It's beautiful here in the Pac
NW-think I'll ditch work and go fly. Sleepless in Seattle.
-----Original Message-----
From: Cavuontop [SMTP:Cavuontop(at)aol.com]
Sent: Wednesday, March 18, 1998 4:50 PM
To: kolb(at)www.intrig.com
Subject: Another question
owner
is not interested in helping you reconstruct the paper trail,
or license it
get what you
pay for, in this case, a lawyer/facilitator between you and the
FAA) >>
Generally I agree with Mr. Poops. But I feel compelled to
say a few words
on this. The implication from his post is that if you buy a
Kolb second
hand you can register it as an experimental. First, I don't
know that anyone
in their right mind would sell an experimental aircraft. There
is nothing but
downside and liability in a transaction like that. Just like
the recent
thread we had about downstream puchasers presenting a big risk
for Kolb, the
same is true for the builder of an experimental aircraft. There
was a suit in
florida recently where the builder of a licensed experimental
sold it to a
third party. The third party deregistered the aircraft and
opperated it as an
2 seat ultralight for training. Anyway, the second owner bought
the farm with
a student on board who was seriously hurt. In the resulting law
suit the
builder who had sold the aircraft eight years before was named
as a defendant.
Nice old retired guy in florida.
The lawyer for the plaintiff was a shark right out of
central casting.
Black suit with a crimson lining, dyed blonde hair and a pinky
ring. Flew to
the depositions in his seneca. Anyway, the poor old guy had no
relevant
insurance and was proabably ready to declare personal bankrutcy
by the time
the whole thing settled.
The point of that part of the story is that you should not
think you are
piper or beech and sell an aircraft you built yourself. This is
not to
mention the fact that as the builder you are the only person who
can hold a
repairmen's certificate to annual the plane. To put that
another way, no sane
IA will annual something that looks like a Kolb. Thus, the only
way you are
going to get a condition inspection on the plane is if you get a
repairman's
certificate and do it yourself. The downstream buyer can't do
that.
That's looking at it from the seller's perspective. From
the buyer's
perspective it looks even worse. There is a category for
experimental
aircraft that are not built by their owners: the experimental
exhibition
category, group 4. Groups one two and three are for warbirds
and the like.
Group 4 is the regulatory pooper (with appologies to Mr. Poops).
Aircraft in
group 4 can only fly to "events". If you do a flight that is
not to an event
it is a proficientcy flight, which must begin and end at your
home base. No
alternative airports allowed. And those are basically the only
two things you
can do with your plane. You still have to do annual inspections
and comply
The thing that worries me about suggesting you can buy an
experimental
aircraft from someone and then re-register with you as the
builder is that I
don't see how the downstream buyer could honestly say he built
51% of the
plane. You have to represent that to the FAA to get your
airworthyness
certificate. If you lie the FAA they can fine you and put you
in jail. I had
a guy offer me some money once for my Mark 2, which was a
registered
experimental, in annual etc. He asked if I had some pictures of
the plane
under construction that didn't show me. He said he was going to
try to re-
register the plane with him as the builder, and get a
repairman's certificate
of his own so he could do the annual himself. I told him to
take a hike.
When Poberezny and Whitman talked the FAA into creating the
experimental
category they said that the purpose of the exception to the
general rule
requiring certification was that experimental aircraft were for
EDUCATION and
RECREATION. Note that profit is not on that short list. They
don't want guys
like us starting airplane factories in our garages.
On Mr. Poops behalf I will say that as a buyer of a second
hand
experimental you might be able to work some deal with a DAR
where you do a
whole bunch of work on the plane and eventually convince him
that you have
done 51%, but there is no guarantee of that when you buy it. If
you can't
convince the FAA you are the builder you wind up in the
regulatory ghetto of
experimental exhibition group 4. Which is not a place a guy who
just spent
serious money on an airplane wants to be.
As a final thought I think there is a right way to sell the
Kolb you
built, or at least a way that limits your liability to the
greatest degree
possible. If anyone is interested I'll talk more about it
another time.
-
________________________________________________________________________________
From: | Charles Henry <chhenry(at)plains.nodak.edu> |
2 weeks ago I went flying my Firestar, we had light snow (1.5-2 miles
visability)and an air temperature of 30 degrees, after about a half hour of
flying I landed on a lake (Still Frozen up here) checked fuel and stretched
my legs. When I took off the ground run seemed a little long (5 sec. rather
than 4 sec.) and when the plane got about 20 ft up the right wing dropped to
about a 35-40 degree bank and even though not loosing altlitude I could not
get the wing up. When I noticed that I was headed for a line of trees I
pushed the nose down and bounced off the Ice. I was not hurt ( Thanks to
good strong airframe not good piloting ) but the plane needs a lot of work.
I simply had not thought to wipe the snow off the wings. Duh!
After much soul searching and wondering I am somewhat suprised that
the thick, flat bottomed airfoil, was that critical though. The temperature
was mild enough that some of the snow must have melted to the wing. I am not
sure but I think it must have stalled at 45 mph.
Has anyone else had any experience like this?
____________\_/____________
|
(*)
O O
Happy Landings
Charles :)
________________________________________________________________________________
From: | William Hinkelmann <whink(at)mindspring.com> |
Subject: | Re: Weight and Bal.. |
HELP!!! I am going BLIND...
> " Larry Moore
_____________________
William Hinkelmann
whink(at)mindspring.com
________________________________________________________________________________
From: | William Hinkelmann <whink(at)mindspring.com> |
>My American Family home insurance specifically states that it does not
>cover airplanes either during construction or stored in the family home
>garage. Ray from Woodbury
>
I do not own an "AIRCRAFT" .... I own a "Vehicle" ie. Personal Watercraft
is not a "BOAT", a go-cart is not an "Automobile" etc.
_____________________
William Hinkelmann
whink(at)mindspring.com
________________________________________________________________________________
From: | "Jon P. Croke" <joncroke(at)compuserve.com> |
Subject: | WHAT IS YOUR HOMETOWN? |
I have been reading this list for over 2 years now. My Firestar has been=
'stuck' at the 90% completion for most of that time!
I think I have more fun reading this list than finishing the plane!! Wha=
t
a wealth of knowledge and mix of personalities!
I am deeply indebted for the information and ideas I have received over t=
he
years from all of your comments.
I have one big question, tho, that YOU could help me with. I cant figure=
where 75% of the contributord of this list live!
I dont mean I want your address or anything, simply where (what major cit=
y)
do you live and fly about?? I was surprised
last year to learn that a couple of contributors were almost in my back
yard (within a few hundred miles anyway) and I
would have never guessed except for a fleeting comment as to their locati=
on
in their post ot this list.
I travel all over the country for work and bet I have come close to a
fellow builder.... but have no way of knowing if thats true!!!
If you get the chance, next time you send a note to the list, mention you=
r
geographical location (and if your city is not a
'household' name, list the nearest large city)! Or, just send a note rig=
ht
now that mentions where you live. (Introduce yourself!)
I bet that more than a few members here will be surprised to find who the=
ir
fellow kolb neighbor is!!
Might be a good idea to include a geographical location as part of your
signature by-line.
Anyhow, nice to meet all of you (for the last 2 years, I feel I have hear=
d
from just about everyone here!!!)
My turn:
Jon Croke
Brussels, WI (about 50 mi NE of Green Bay, also known as Door County for=
vacationers)
Im an instructor for a specialized computer software product (but am NO
expert on PC's or Intertnet stuff!!!)
Expect to fly the Firestar for the 1st time this spring
Previous Challenger owner (!!!)
________________________________________________________________________________
Subject: | Re: Ever thang's gonna be awright! |
From: | rick106(at)juno.com (RICK M LIBERSAT) |
CLIFF, I TALKED TO RICHARD TONIGHT AND THE FAA INSPECTED HIS PLANE AND
FOUND ONE PROBLEM WITH THE TRIM CABLE BEING TO LOOSE. THEY WILL COME OVER
TOMORROW FOR A FINAL INSPECTION. RICHARD TOLD ME TO TELL YOU HELLO
RICK
________________________________________________________________________________
From: | "Frank & Winnie Hodson" <fwhodson(at)megalink.net> |
Subject: | re: snow on wings |
The top surface of the wing is the most critical as the lift producing
portion of the airfoil.
The snow probably changed the shape of the air foil on one or both
wings, apparently asymmetrically.
The new airfoil shape(s) makes you the test pilot of a totally new
performance envelope.
The primary problem with frost/snow accumulation is drag?loss of laminar
flow over the wing surface.
As little as 1/8 inch of frost has been known to ground many
certificated aircraft. Multiple warnings
have been issued by the FAA in the interest of safety.
The combination of the above two factors being unequal on each wing can
cause a spoiler/drag/loss of lift situation that could initiate a turn.
A similar type of system is designed into several other ultralights as
their primary method of turn control.
Most important.....at least you are OK.
Another northern flyer: Frank
Hodson, Oxford ME
fwhodson@megalink.net http://www.megalink.net/~fwhodson
The top surface of the wing is the
most critical
as the lift producing portion of the airfoil.
The snow probably changed
the shape
of the air foil on one or both wings, apparently
asymmetrically.
The new airfoil shape(s)
makes you
the test pilot of a totally new performance envelope.
The primary problem with frost/snow accumulation is
drag?loss
of laminar flow over the wing surface.
As little as 1/8 inch of
frost has
been known to ground many certificated aircraft. Multiple
warnings
have been issued by the FAA in the interest of safety.
The combination of the above two factors being
unequal on each
wing can cause a spoiler/drag/loss of lift situation that could initiate
a
turn. A similar type of system is designed into several other
ultralights
as their primary method of turn control.
Most important.....at least you are OK.
&nbs=
p;  =
; =
Another northern flyer: Frank Hodson, Oxford ME
________________________________________________________________________________
From: | "tallen" <tooltime(at)tcity.com> |
Subject: | Firestar for sale |
Just a short post to let you guys know I have my Firestar for sale. email
or call for details
(904)649-9400 Tooltime(at)tcity.com
Located in north central Florida
Thanks
Tim Allen
________________________________________________________________________________
From: | Christopher John Armstrong <tophera(at)centuryinter.net> |
Hi all you Kolb flyers.
My home base is Lo Simenstad Field, Osceola WI's municipal airport (OEO)
about 30 miles north east of Minneapolis/St. Paul MN.
Christopher Armstrong
________________________________________________________________________________
From: | John Jung <jrjung(at)execpc.com> |
Subject: | Re: WHAT IS YOUR HOMETOWN? |
Group,
I like Jon's idea. I have a problem remembering who is who, just by
names. Location along with the name would help me remember as well as
make the flying stories more interesting. I don't always list my
location, but I will try to do it in the future.
John Jung
SE Wisconsin (Milwaukee)
>
>
Jon P. Croke wrote:
>
> I have one big question, tho, that YOU could help me with. I cant figure
> where 75% of the contributord of this list live!
> I dont mean I want your address or anything, simply where (what major city)
> do you live and fly about?? I was surprised
> last year to learn that a couple of contributors were almost in my back
> yard (within a few hundred miles anyway) and I
> would have never guessed except for a fleeting comment as to their location
> in their post ot this list.
________________________________________________________________________________
From: | John Jung <jrjung(at)execpc.com> |
Subject: | Re: WHAT IS YOUR HOMETOWN? |
Group,
I will take this location idea one step further. I will make a US map
and place the Kolb list members on the map and publish it with my
homepage. Anyone not wanting to be on the map, either don't give an
address, or if you already have, tell me. Or if anyone thinks that this
is a bad idea, say so.
John Jung
SE Wisconsin
________________________________________________________________________________
From: | "John Russell" <jr(at)ROMETOOL.COM> |
Subject: | Re: WHAT IS YOUR HOMETOWN? |
GROUP,
SOON TO BE FLYING SLINGSHOT,PROP ARRIVED
TODAY. READY FOR INSPECTION. LIVE AND FLY OUT
OF ROME GA. ABOUT 60 MILES NORTHWEST OF
ATLANTA.
-----Original Message-----
From: John Jung <jrjung(at)execpc.com>
Date: Friday, March 20, 1998 10:05 AM
Subject: Kolb-List: Re: WHAT IS YOUR HOMETOWN?
>Group,
> I will take this location idea one step further. I will make a US map
>and place the Kolb list members on the map and publish it with my
>homepage. Anyone not wanting to be on the map, either don't give an
>address, or if you already have, tell me. Or if anyone thinks that this
>is a bad idea, say so.
>John Jung
>SE Wisconsin
>-
________________________________________________________________________________
From: | "Ron Carroll " <ron.carroll(at)worldnet.att.net> |
Subject: | Re: WHAT IS YOUR HOMETOWN? |
John, count me in. I have long been curious about where all you guys
live and fly.
Ron Carroll - 377-Firestar
Independence Airpark ( I get to live with my planes )
Independence, Oregon (7S5) , 50-miles s/o Portland, 10-miles w/o
Salem
>Subject: Re: WHAT IS YOUR HOMETOWN?
>Group,
> I will take this location idea one step further. I will make a US
map
>and place the Kolb list members on the map and publish it with my
>homepage. Anyone not wanting to be on the map, either don't give an
>address, or if you already have, tell me. Or if anyone thinks that
this
>is a bad idea, say so.
>John Jung
>SE Wisconsin
>-
________________________________________________________________________________
From: | "Ron Carroll " <ron.carroll(at)worldnet.att.net> |
Subject: | Re: WHAT IS YOUR HOMETOWN? |
John;
P.S. Perhaps we could also include which Kolb(s) we have. (The (s)
is for rich guys like you)
Ron
-----Original Message-----
From: John Jung <jrjung(at)execpc.com>
Date: Friday March 20 1998 6:58 AM
Subject: Kolb-List: Re: WHAT IS YOUR HOMETOWN?
>Group,
> I will take this location idea one step further. I will make a US
map
>and place the Kolb list members on the map and publish it with my
>homepage. Anyone not wanting to be on the map, either don't give an
>address, or if you already have, tell me. Or if anyone thinks that
this
>is a bad idea, say so.
>John Jung
>SE Wisconsin
>-
________________________________________________________________________________
From: | "Ron Christensen" <SPECTRUMINTERNATIONAL(at)classic.msn.com> |
Subject: | RE: Landing Gear |
Hi Eugene:
Please advise where you obtained the fiberglass rod and also advise if you
tapered it to the axle assembly. Thanks - - -
Ron Christensen
MK III 1/2
N313DR
----------
From: owner-kolb(at)intrig.com on behalf of Eugene Zimmerman
Sent: Tuesday, March 17, 1998 7:43 PM
Subject: Kolb-List: Landing Gear
Have any of you kolb innovators tried using fiberglass rod for landing gear
legs?
I believe fiberglass rod can be a good alternative for aluminum legs because
fiberglass is lighter and more resilient than aluminum. I put glass gear on
my Firestar and my Mk II several years ago with good results. The only
negative feature is on the Firestar in certain field conditions the gear
springs fore and aft and can cause a kind of shimmy at certain speeds. This
may be because I also lengthened the gear legs to give the plane a higher
stance. The Mark II does not seem to have this tendency.
I'm curious if any other kolb users have similar experience.
EZ
________________________________________________________________________________
From: | Ben Ransom <ransom(at)mae.engr.ucdavis.edu> |
Subject: | RE: Landing Gear |
I'm interested in other potential materials here too. Thought I'd point
out that, to my knowledge, both pieces of this thread so far seem to
be heading in wrong directions.
1. Tapering a glass rod is generally bad because it means cutting and
leaving unbonded ends of the glass. This may work altho it
is inherently far from ideal. A more proper way would be to make
a rod or tube by wrapping around a core, with the core shaped in
a taper and/or varying the amount and direction of fiber
according to desired strength.
2. The first post suggested that glass rod might be lighter than the
standard tapered AL legs. I'd be surprised if it really was lighter,
or if so, not by much. The better way to go is tube, and carbon
tubes would be better than glass. It may be possible to use
off the shelf tubing instead of going to the trouble of custom
making as mentioned above. Someone previously mentioned that they
used straight 4130 tube landing gear legs ...no taper, cheap,
and the weight would be more or less than standard AL depending
on wall thickness.
My frustration is that I work in a Mechanical Engineering department
with a composite lab where I could get help designing and making the
ideal streamlined composite gear legs. Trouble is, my friend who
was good in there graduated, and trying to get anything really going
in there now seems like pushing rope.
Someday!
-Ben Ransom
On Fri, 20 Mar 1998, Ron Christensen wrote:
> Hi Eugene:
>
> Please advise where you obtained the fiberglass rod and also advise if you
> tapered it to the axle assembly. Thanks - - -
>
> Ron Christensen
> MK III 1/2
> N313DR
>
>
>
> ----------
> From: owner-kolb(at)intrig.com on behalf of Eugene Zimmerman
> Sent: Tuesday, March 17, 1998 7:43 PM
> To: kolb(at)intrig.com
> Subject: Landing Gear
>
> Have any of you kolb innovators tried using fiberglass rod for landing gear
> legs?
>
> I believe fiberglass rod can be a good alternative for aluminum legs because
> fiberglass is lighter and more resilient than aluminum. I put glass gear on
> my Firestar and my Mk II several years ago with good results. The only
> negative feature is on the Firestar in certain field conditions the gear
> springs fore and aft and can cause a kind of shimmy at certain speeds. This
> may be because I also lengthened the gear legs to give the plane a higher
> stance. The Mark II does not seem to have this tendency.
>
> I'm curious if any other kolb users have similar experience.
> EZ
>
>
>
>
> -
>
>
> -
>
Ben Ransom
UCD Mechanical Engineering Dept.
Email: bransom(at)ucdavis.edu
(530) 752-1834 Fax: 752-4158
________________________________________________________________________________
From: | john hauck <hawk36(at)mindspring.com> |
Subject: | RE: Landing Gear |
At 06:47 PM 3/20/98 UT, you wrote:
>Hi Eugene:
>
>Please advise where you obtained the fiberglass rod and also advise if you
>tapered it to the axle assembly. Thanks - - -
>
>Ron Christensen
Howdy:
I have been using heat treated 4130 chromoly tubing for years for main gear
legs. My MK III also has a 4130 heat treated tail wheel strut.
My brother Jim and I started experimenting with 4130 gear legs on my
Firestar 10 yrs ago. I never could learn to land in the places I was
landing without bending alum legs. The original legs bent taxiing on my
grass strip before my first flt. I went to Twinstar legs and I bent them
also. Then I rotated them 180 degrees and they bent the other way.
We started with 1 inch .090 4130 heat treated to 42 Rockwell (I paid a pro
heat treating company, Linberg in Orlando, Fl, to do the job). It worked
good but I still managed to bend it. Then I went to 1 1/8 .120 4130
heatreated to 46 Rockwell. These legs were 35 inches long and were
inserted all the way into the gear leg socket until they butted at the
joint with the other gear leg socket. They worked perfect. Put the
Firestar in a good 3-point stance, the way she liked to land and T/O.
Without brakes allowed me to flare more and slow the acft down on landing.
46 Rockwell made a good spring without hardening to the point they would
become brittle. If overloaded (I mean crashing) they will bend before they
will break. 4130 is really stiff in its normalized condition. Heat
treating changes all that to a true spring that performs real well.
For the MK III we changed the location of the main gear, moved it forward,
to put more weight on the tail wheel and prevent nose overs on rough,
unimproved terrain, and high grass and bushes. Used 1 1/4 .120 4130 heat
treated to 48 Rockwell. These legs were 24 inches originally with 15x6x6
tires and the tail boom shortened 12 inches. Everything worked great, but
the acft never wanted to settle down with the shortened tailboom.
When I rebuilt the MK III I installed the standard length tailboom. Flew
like it was supposed to. After Oshkosh 93 I ssseized the 582 twice in a
few minutes and the second time landed aprx 30 feet in the air. Wiped out
both gearlegs, tore some fabric on the bottom of the fuselage, and bruised
the bottom of my thighs from the leading edge of the seat. No other damage
to the MK III. Replaced the gear legs same as originally, but 22 inches
long (replaced 15x6x6 with 800x6 tires). These legs have been on the acft
for almost 900 hours and many many landings in every imaginable place
between Key West and Prudhoe Bay, Alaska. They look like they are going to
work :)
I personally don't like fiberglass rod. First it will end up weighing as
much as 4130. Second, the fiberglass threads are oriented length ways.
They are prone to split, especially in locations of drilled holes for
attachment of axles. Third, my old gear legs have been proven through user
testing for close to 2000 on my Firestar and MK III, to get the job done
and keep on doing it.
Again, this is my own personal opinion(s). It works for me.
john hauck
Titus, Alabama (near Montgomery, but not close enough for the city folks to
bother me).
________________________________________________________________________________
From: | Ben Ransom <ransom(at)mae.engr.ucdavis.edu> |
Subject: | RE: Landing Gear |
Dennis, question for you at the bottom here.
On Fri, 20 Mar 1998, john hauck wrote:
> I personally don't like fiberglass rod. First it will end up weighing as
> much as 4130. Second, the fiberglass threads are oriented length ways.
> They are prone to split, especially in locations of drilled holes for
> attachment of axles. Third, my old gear legs have been proven through user
> testing for close to 2000 on my Firestar and MK III, to get the job done
Yep, i'll not argue w/ 2000 hours of "testing" :-). Just to clarify tho,
if I had the time and interest to pursue composite legs, I'm thinking
metal sleeves and/or inserts for the attach fittings to take up
concentrated bolt loads, etc.
FWIW : I just looked up a weight comparison:
1.125 x .120 steel tube, 24" long: 2.576 lbs
0.90" 7075 straight AL rod, 24" : 1.55
(I just picked 0.90 as a guess without measuring the
actual average thickness of my FS gear legs.)
Dennis: When convenient can you summarize the progression of
gear legs offered on FS or maybe 2-place as well?
As far as I know, there was original, then HeavyDuty, then HeavyDuty
became standard at least by the KXP. I've never had any problems
with my KXP legs, so am curious why the bending discussion always
comes up.
-Ben Ransom
________________________________________________________________________________
From: | "friend(at)bright.net" <dczolling(at)email.msn.com> |
Subject: | Re: WHAT IS YOUR HOMETOWN? |
HI Jon
My name is Duane Zollinger I live about 20 miles southwest of
Akron OH. FSII with ~50hrs. fly from 1000ft. strip on our
farm. send me an e-mail before you fly in to visit us.
-----Original Message-----
From: Jon P. Croke <joncroke(at)compuserve.com>
Date: Thursday, March 19, 1998 8:58 PM
Subject: Kolb-List: WHAT IS YOUR HOMETOWN?
I have been reading this list for over 2 years now. My Firestar has been
'stuck' at the 90% completion for most of that time!
I think I have more fun reading this list than finishing the plane!! What
a wealth of knowledge and mix of personalities!
I am deeply indebted for the information and ideas I have received over the
years from all of your comments.
I have one big question, tho, that YOU could help me with. I cant figure
where 75% of the contributord of this list live!
I dont mean I want your address or anything, simply where (what major city)
do you live and fly about?? I was surprised
last year to learn that a couple of contributors were almost in my back
yard (within a few hundred miles anyway) and I
would have never guessed except for a fleeting comment as to their location
in their post ot this list.
I travel all over the country for work and bet I have come close to a
fellow builder.... but have no way of knowing if thats true!!!
If you get the chance, next time you send a note to the list, mention your
geographical location (and if your city is not a
'household' name, list the nearest large city)! Or, just send a note right
now that mentions where you live. (Introduce yourself!)
I bet that more than a few members here will be surprised to find who their
fellow kolb neighbor is!!
Might be a good idea to include a geographical location as part of your
signature by-line.
Anyhow, nice to meet all of you (for the last 2 years, I feel I have heard
from just about everyone here!!!)
My turn:
Jon Croke
Brussels, WI (about 50 mi NE of Green Bay, also known as Door County for
vacationers)
Im an instructor for a specialized computer software product (but am NO
expert on PC's or Intertnet stuff!!!)
Expect to fly the Firestar for the 1st time this spring
Previous Challenger owner (!!!)
________________________________________________________________________________
From: | DLSOUDER <DLSOUDER(at)aol.com> |
HKS FOR SALE
We have tested the HKS on our SlingShot and now are removing it for the
next
engine evaluation. The HKS has less than 10 hours of time and is like new.
It has all the brackets and fitting needed to mount it to the SlingShot, and
should fit the Mark-III as well.
We are selling it for our cost ... actually a bit less. Included is the
engine w. electric starter and engine mounting plate, along with the stainless
steel exhaust system, the stainless steel oil tank & mounting brackets, oil
cooler and mounting bracket, air filters, oil line, etc. The complete package
price is $5995. Retail cost of engine and mounting package would be $7,390.
The HKS appears to have the power of a Rotax 503 and not the 60 hp
advertised. Never-the-less, for anyone who wants modest and economical
4-stroke power, this may be the engine for you.
Dennis Souder
Pres Kolb Aircraft
________________________________________________________________________________
From: | john hauck <hawk36(at)mindspring.com> |
Subject: | RE: Landing Gear |
>Date: Fri, 20 Mar 1998 15:00:19 -0600
>To: Ben Ransom
>From: john hauck <hawk36(at)mindspring.com>
>Subject: RE: Landing Gear
>In-Reply-To:
>References: <3.0.1.32.19980320133401.00f77cfc(at)pop.mindspring.com>
>
>> became standard at least by the KXP. I've never had any problems
>> with my KXP legs, so am curious why the bending discussion always
>> comes up.
>>
>>
>>-Ben Ransom
>
>
>Back at you Ben:
>
>If you have never bent a solid rod alum gear leg, you just ain't trying,
or you don't fly very much, or you only land on smooth soft fields, or you
are a much better pilot than I am. Probably the last "much better pilot".
>
>I still don't land very well and at my home field, the short dog leg on
touch down is conducive to gear leg bending cause I usually touch down on
the right gear first. Two gear legs are stronger than one, so it would be
better if I landed on both at the same time.
>
>Not arguing whether one is better than the other, not trying to sell gear
legs, just simply stating my opinion again on what works best for me. I
haven't tried the exotic composites so I hope you will do some
experiementing in that area. I did a lot of experimenting up thru testing
my MK III, but I don't do much anymore. Reason: I am satisfied with what
I have produced. It satisfies my every wish for a flying machine that does
what I ask it to do. It has never failed to do just that, even when I
screw up, and I do that too.
>
>Some of us sit back and wait for someone else to go to the expense of
time, money, and risk of life and limb to come up with a workable solution,
some take the lead and strike out on their own.
>
>The product that Kolb Aircraft puts out, based on MHO, is excellent, and
it gets even better as it goes along. The Kolb folks are just like you and
me in many respects. When they see how to improve on a tried and true
product they do. They have their eyes open all the time, especially at Sun
and Fun, and Oshkosh.
>
>They also used to wait to see what I would tear up next to see how an item
could be improved. Homer Kolb once told me I was his best "test program."
No that I was an educated aircraft tester, but that I put a lot of hours on
his airplanes and I screwed up a lot.
>
>Again I am anxious to see your finished product and how it performs.
Might need me some of those plastic gear legs. :-)
>
>Respectfully,
>
>john hauck
________________________________________________________________________________
From: | DLSOUDER <DLSOUDER(at)aol.com> |
Subject: | LANDING GEAR LEGS |
Dennis: When convenient can you summarize the progression of
gear legs offered on FS or maybe 2-place as well?
Kolb replies:
We have developed a 6150 spring steel solid rod gear leg for the Mark-III.
This is a sophisticated double taper gear that tapers not only on the visible
portion that you see, but also it has a taper inside of the gear leg housing.
This allows for a lot more deflection at the wheel end of the gear as the gear
bends inside of the housing as well. It is heat treated to a moderate
strength to keep it from being too brittle and tending to break.
There have been a couple sets made and out in service. So far they have been
excellent.
You also ask:
"As far as I know, there was original, then HeavyDuty, then HeavyDuty
became standard at least by the KXP. I've never had any problems
with my KXP legs, so am curious why the bending discussion always
comes up."
Kolbs reply:
The original FireStars had either a 1 dia gear leg which as the regular
size, or the stronger 1-1/8 dia. With the advent of the FireStar I/II series
we upped the size so that 1-1/8 was the standard and 1-1/4 was the HD; this
was mainly to accommodate the second seat which ups the loading considerably.
There are quite a few FireStar still flying using the 1 dia gear legs. Once
you know how to land ... it is easy. Many have no problems with bending gear,
but some do.
The Mark-III which has 1-3/8 dia legs, gets used a little harder since
some
use it for training. We thought this would be a good place to start with
developing a newer gear leg system. We explored some other possiblities ...
including fiberglass. But FG does have torsional stiffness problems and also
in very cold weather, they are reported to be prone to cracking. Plus you
cannot just put a bolt thru the FG, you need to bond on a sleeve and bolt
through that. This adds to the weight, complexity and cost of the FG. Titan
is best know for FG gears and this is where I learned some of the problems
with FG.
The 4130 tubular gear like John Hauck used (and used by all the Max Air
Drifters) is good - we used that on the SlingShot where we needed a longer
gear leg along with some other requirements. But a tube does not represent
the optimum distribution of material for a spring. Makes a good torsion
spring though! Flat bars and rods are better, flex more before buckling than
tubes.
In the end, the 6150 gear leg is clear winner. We should have some available
by early summer. Dont know the price yet. But they are excellent gear legs.
Once we get the Mark-III sorted out, well do the FireStar next. And you will
need to try hard to bend these!
Dennis Souder
Pres Kolb Aircraft
________________________________________________________________________________
From: | Christopher John Armstrong <tophera(at)centuryinter.net> |
Subject: | Re: WHAT IS YOUR HOMETOWN? |
John,
did you get hit by that tornado yesterday? Or was that northeast of
Atlanta?
________________________________________________________________________________
From: | Christopher John Armstrong <tophera(at)centuryinter.net> |
Subject: | Re: Landing Gear |
I think you have a great idea there. From what I have been hearing a
little more spring in the gear would save a few of us learning pilots a
few dollars worth of landing gear. If you could save a pound or two and
lower drag at the same time it would be super. Carbon gear would
probably be expesive though!
Topher
________________________________________________________________________________
From: | Nolton Beale <nbeale(at)mindspring.com> |
Subject: | HOW TO SELL YOUR AIRPLAIN |
You can sell your airplane from an off shore corp. At that point you
have no risk at all.
If any one would like to know more I will
See if I find all my info. and post it.
________________________________________________________________________________
From: | Christopher John Armstrong <tophera(at)centuryinter.net> |
Subject: | Re: Landing Gear |
John Hauck,
Did you tell the heat treating shop they were aircraft parts? Did you
weld the gear leg straight to the axle, or leave it a bolt together
assembly? would heat treating the axle be a bad idea if you did weld it
up first? Is this why the slingshot has steal legs?
Topher
________________________________________________________________________________
From: | Ben Ransom <ransom(at)mae.engr.ucdavis.edu> |
Subject: | RE: Landing Gear |
On Fri, 20 Mar 1998, john hauck wrote:
> >
> >Back at you Ben:
> >
> >If you have never bent a solid rod alum gear leg, you just ain't trying,
> or you don't fly very much, or you only land on smooth soft fields, or you
> are a much better pilot than I am. Probably the last "much better pilot".
I'm sure it's not the latter, far far from it.
2 main answers are: 1) i have low hours (~145) on my plane, and 2) I'm
really chicken -- fear of wrecking anything at all. I do however feel
i've landed on plenty rough enf terrain. I tend to do off-field stuff
10x more than pavement, and have had my teeth clattered plenty of times
going over the gopher holes etc, enf to get out saying to myself ...surely
they must be bent this time! BTW, i'm 155lbs and use 18" tundra tires
at 4.5 lbs pressure. My dad at 210lbs dropped it in from a landing
at least 5 feet up, and *geez/wince/ouch*, they were STILL straight!
That's good enf for me. I still just like to lay awake contemplating
the funnest way to sink more time and money into my plane, and weight
savings is usually the main goal, thus the thoughts about composite tubes.
Oh, and money is no object, at least while daydreaming anyway. ;-)
Dennis, thanks for filling in the straight poop on the gear history (and
future gear).
> >
> >Again I am anxious to see your finished product and how it performs.
Somebody will come up with retracts before i get a "finished product". :-)
-Ben
________________________________________________________________________________
From: | Ken(at)www.atfi.com (Ken) |
Hello group,
My name is Ken Lea. I live in northern Illinois near
St.Charles, far west suburb. Closer to Rockford than Chicago.
I have a (about 10 years old) TwinStar. I've only flown
it once (the day I bought it). I stored it in my garage this
last winter and I believe that is has been hangared its
whole live. I now have a small tear in the upper wing convering
near one of the ribs. Lesson learned: don't keep the snowblower
near the plane! I have just begun to look into how to repair this.
The rip is only about 2" x 2" at the most. I got the Poly Fiber
book and it seems like I'm going to need about five cans of
Poly "stuff" just to fix it (MEK, Poly Tack,Poly Brush,...).
At least I think it's covered with Poly Fiber -- is there another
possibility? Also I noticed that the book goes into great detail
on stiching the fabric to the ribs when first covering the wings,
however it looks like mine are riveted. Would this have been the
way wings were covered back then (ancient history 10 year ago)?
Here's a list of other things I'd like to add before I start
flying it this spring:
> Add a BRS
> Get some kind of EGT/CHT/RPM gauge. The engine is a Rotax 503.
> Replace the seatbelt system. Right now it just has a lap belt
and I'd like to add a harness type.
> Get some helmets.
> Replace or fix the (pull) starter. The one that is on it has
been either mostly removed or it has no rope.
Any thoughts?
Cheers,
Ken
________________________________________________________________________________
From: | "Richard Swiderski" <swidesk(at)digital.net> |
Hello, Richard Swiderski here, I fly a Mkll (25 hours) out of Ocala Fl
(North Central), Lots of history in an UltraSrar.
________________________________________________________________________________
From: | "tallen" <tooltime(at)tcity.com> |
Gentleman
My Firestar 2 is registered experimental. It has a 503 , dual cdi. ig.,
dual carb, and a 3 blade Cato prop. It was built in 1994, not by me, the
workmanship is topshelf. I bought it with about 180 hours on it .It now has
about 275 hours. (that number will go up, I fly it about every day). I also
have a custom built enclosed trailer, that goes with it.Color is yellow
with green strips at the ends of the wings. I don't know how to get
pictures into my computer, so give me an address and I will send some.
Reason for selling, I am buying a wagaero sportsman 2+2, and my wife says
divorce court, if I keep both planes. Price $15,000 plane and trailer.
Thanks Tim
904 649-9400
________________________________________________________________________________
From: | john hauck <hawk36(at)mindspring.com> |
Subject: | Re: Landing Gear |
>John Hauck,
>Did you tell the heat treating shop they were aircraft parts? Did you
>weld the gear leg straight to the axle, or leave it a bolt together
>assembly? would heat treating the axle be a bad idea if you did weld it
>up first? Is this why the slingshot has steal legs?
>
>Topher
>
Howdy Chris:
Nope. Took them straight 4130 steel tubes to be heat treated. They could
have been go cart axles for All they knew.
Fitted, drilled and finished everything, then sent to heat treater. All
bolts together.
I would think that welding the axle to the gear leg would be ok before heat
treating. I'm no welder (my brother Jim takes care that department).
An axle with socket welded to it, gear slips in socket, is easy to align.
You'll have to ask Dennis why the Sling Shot has ssteel legs, I assume
because that was the best material they had available at the time to make
extra long legs.
I like working with straight since I don't have the machines or facilities
to do better. The simpler I keep something, the easier it is to build and
replace when necessary.
john hauck
________________________________________________________________________________
From: | T Swartz <Tswartz(at)mail.ptd.net> |
Subject: | Re: WHAT IS YOUR HOMETOWN? |
John Jung wrote:
>
> Group,
> I will take this location idea one step further. I will make a US map
> and place the Kolb list members on the map and publish it with my
> homepage. Anyone not wanting to be on the map, either don't give an
> address, or if you already have, tell me. Or if anyone thinks that this
> is a bad idea, say so.
> John Jung
> SE Wisconsin
> -
John
I think its a good idea.
I fly a MK III out of Smoketown (37PA) PA, a small airport 5 miles S of
Lancaster PA (LNS). There is also a damaged Firefly at the field and a
Bi-wing UL at the field. There is also an ultrastar at a farm about 5
mi NE.
Terry
________________________________________________________________________________
From: | Gary Thacker <gthacker(at)mciunix.mciu.k12.pa.us> |
Subject: | Re: WHAT IS YOUR HOMETOWN? |
John
I have always wondered where the people I was talkin to the list lived.
Hey part of the fun of talkin on the list is meeting new people all over
the country and the world. That is why I sign my name at the bottom of
the list with my home town. If anyone knows a reason this is not such a
good idea please let me know. In face I too have met flyers close to
home that I would never have met with out Souderton Pa. being at the
bottom of the page. Ben Ransom was even kind enough to take the time
find my phone number and give me a call when I needed help finding my
FireStar. I really appreciated the fact that he would do that.
I think a map with peoples names and towns is a great idea.
Thanks you John for your time and effort in puttin it together
Gary
=========================================================================
| Gary Thacker | gthacker(at)mciunix.mciu.k12.pa.us |
| Souderton Pa. | |
| | gthacker(at)wsd.k12.pa.us (work only) |
=========================================================================
On Fri, 20 Mar 1998, John Jung wrote:
> Group,
> I will take this location idea one step further. I will make a US map
> and place the Kolb list members on the map and publish it with my
> homepage. Anyone not wanting to be on the map, either don't give an
> address, or if you already have, tell me. Or if anyone thinks that this
> is a bad idea, say so.
> John Jung
> SE Wisconsin
> -
>
________________________________________________________________________________
From: | Timandjan <Timandjan(at)aol.com> |
Great idea. My wife and 4 month old baby girl "Piper" live in Shreveport
Louisiana and I fly my Firestar 2 with about 90 hrs since new. Lived here 8
years, moved here from California and before that in Arizona where I went to
college. I am originally from Wisconsin.
The flying down here is pretty good, lots of safe places to fly and besides
the Firestar, I am a member of the sailplane club and fly a couple of
sweitzers, this time of year is great for soaring, so I fly the Firestar to
the sailplane airport and fly them for a while.
tim loehrke N6246L.
________________________________________________________________________________
Subject: | Re: WHAT IS YOUR HOMETOWN? |
From: | ul15rhb(at)juno.com (Ralph H Burlingame) |
Jon,
I'm almost in your backyard.
Ralph Burlingame
Original FireStar
Minneapolis, MN
Secretary, MN Ultralight Association
EAA Chapter 12
writes:
>I dont mean I want your address or anything, simply where (what major
>city) do you live and fly about?? I was surprised
>last year to learn that a couple of contributors were almost in my
>backyard (within a few hundred miles anyway) and I
>would have never guessed except for a fleeting comment as to their
>location in their post ot this list.
>I travel all over the country for work and bet I have come close to a
>fellow builder.... but have no way of knowing if thats true!!!
>
>If you get the chance, next time you send a note to the list, mention
>your geographical location (and if your city is not a
>'household' name, list the nearest large city)! Or, just send a note
>right now that mentions where you live. (Introduce yourself!)
>
>I bet that more than a few members here will be surprised to find who
>their fellow kolb neighbor is!!
>
>Might be a good idea to include a geographical location as part of
>your
>signature by-line.
>
>Anyhow, nice to meet all of you (for the last 2 years, I feel I have
>heard from just about everyone here!!!)
>
>My turn:
>
>Jon Croke
>Brussels, WI (about 50 mi NE of Green Bay, also known as Door County
>for
>
>vacationers)
>Im an instructor for a specialized computer software product (but am
>NO
>expert on PC's or Intertnet stuff!!!)
>Expect to fly the Firestar for the 1st time this spring
>Previous Challenger owner (!!!)
>
>
>
>
>
>-
>
________________________________________________________________________________
From: | Wood <wood(at)mail.wincom.net> |
Subject: | Re: WHAT IS YOUR HOMETOWN? |
>Group,
> I will take this location idea one step further. I will make a US map
>and place the Kolb list members on the map and publish it with my
>homepage. Anyone not wanting to be on the map, either don't give an
>address, or if you already have, tell me. Or if anyone thinks that this
>is a bad idea, say so.
>John Jung
>SE Wisconsin
You might as well throw my name up on the board
Dick Wood Windsor Ont. Can. Twinstar C-IDHR
Flying Kolbs since 1980
________________________________________________________________________________
From: | skip staub <skips(at)bhip.infi.net> |
Subject: | Re: WHAT IS YOUR HOMETOWN? |
>> I will take this location idea one step further. I will make a US map
>>and place the Kolb list members on the map and publish it with my
>>homepage.
Might as well add Ellenton,FL to the list. Ellenton is about 40 miles
south of Tampa on the west side of the state, or to be more precise,
my house is 010=B0/9.8 nm from the Sarasota/Bradenton airport (SRQ).
Skip Staub
1984 Ultrastar
________________________________________________________________________________
From: | Mark Swihart <mswihart(at)tcsn.net> |
Subject: | Re: WHAT IS YOUR HOMETOWN? |
>>Group,
>> I will take this location idea one step further. I will make a US map
>>and place the Kolb list members on the map and publish it with my
>>homepage. Anyone not wanting to be on the map, either don't give an
>>address, or if you already have, tell me. Or if anyone thinks that this
>>is a bad idea, say so.
>>John Jung
>>SE Wisconsin
I changed my signature. Working on restoring a TwinStar.
-Mark-
West Coast Fly-In '98 May 1-3
<http://www.tcsn.net/mswihart/ul/pruaflyin.htm>
TwinStar Page
<http://www.tcsn.net/mswihart/kolb.htm>
Paso Robles Ultralight Association
<http://www.tcsn.net/mswihart/ul/prua.htm>
AOL AIM Screen Name: SwihartMrk
Bradley, California
________________________________________________________________________________
From: | "Scott Olendorf" <olendorf(at)empireone.net> |
Scott Olendorf
Original Firestar with Rotax 377
Schenectady, NY ( Near Albany, NY)
________________________________________________________________________________
Subject: | Re: Hometown Hello |
From: | ul15rhb(at)juno.com (Ralph H Burlingame) |
Ken,
To repair your tear, here's what I would do: cut a square piece of
fabric, with rounded corners, that will overlap the torn area by at least
one inch. Clean the area with a paper towel and lacquer thinner. Use a
small 1" brush and apply a coat with poly-brush. Wait for it to dry, then
lay the piece of fabric over the torn area. Brush the poly-brush on
saturating the fabric, but not a heavy coat. Let it dry, and apply a
second coat. Take a small modelers iron and heat shrink the center of the
fabric (if necessary). Be careful not to apply too much heat or the whole
piece will shrink. Paint over the repair (I use a brush) with 2 or 3
coats
and you will hardly notice that it was torn. For larger tears (more that
3") you may need to use the poly-tak instead of the poly-brush for
strength. You may also want to cut out the tear in the wing before
applying the replacement fabric.
Ralph Burlingame
Original FireStar
> Hello group,
> My name is Ken Lea. I live in northern Illinois near
> St.Charles, far west suburb. Closer to Rockford than Chicago.
> I have a (about 10 years old) TwinStar. I've only flown
> it once (the day I bought it). I stored it in my garage this
> last winter and I believe that is has been hangared its
> whole live. I now have a small tear in the upper wing convering
> near one of the ribs. Lesson learned: don't keep the snowblower
> near the plane! I have just begun to look into how to repair
>this.
> The rip is only about 2" x 2" at the most. I got the Poly Fiber
> book and it seems like I'm going to need about five cans of
> Poly "stuff" just to fix it (MEK, Poly Tack,Poly Brush,...).
> At least I think it's covered with Poly Fiber -- is there another
> possibility? Also I noticed that the book goes into great detail
> on stiching the fabric to the ribs when first covering the wings,
> however it looks like mine are riveted. Would this have been the
> way wings were covered back then (ancient history 10 year ago)?
>
> Here's a list of other things I'd like to add before I start
> flying it this spring:
>
> > Add a BRS
> > Get some kind of EGT/CHT/RPM gauge. The engine is a Rotax 503.
> > Replace the seatbelt system. Right now it just has a lap belt
> and I'd like to add a harness type.
> > Get some helmets.
> > Replace or fix the (pull) starter. The one that is on it has
> been either mostly removed or it has no rope.
>
> Any thoughts?
>
> Cheers,
> Ken
>
>
>-
>
________________________________________________________________________________
Subject: | Re: WHAT IS YOUR HOMETOWN? |
From: | rayul(at)juno.com (Raymond L Lujon) |
>>Group,
>> I will take this location idea one step further. I will make a US
>map
>>and place the Kolb list members on the map and publish it with my
>>homepage.
I am here in the land of sky blue water, Minnesota. Nine months of winter
and three months of tough skating. I call Woodbury, a suburb of St Paul,
home. The farm grass strip I share with the owner's Cessna 185 and a
Challenger is about 9 miles distant. Beautiful rolling farm country,
lakes and well to do home sites make up the country side. Washington
County is the fastest growing county in Minnesota and I believe ranks
very high in national growth surveys. The St Croix River ( which
separates Minnesota and Wisconsin ) is 3 miles away. Pleasure water craft
on the river and hot air baloons above are a common Summer sight from my
FSII. Ray Lujon
________________________________________________________________________________
by PM02SM.PMM.MCI.NET (PMDF V5.1-10 #27034)
From: | Larry Bourne <BigLar(at)MCI2000.com> |
Subject: | What is your hometown? |
Hi, I'm Larry Bourne in Cathedral City, CA.- next door to Palm Springs.
I'm building a MK III on the front
porch of a Mobile home, much to the interest and delight of my neighbors.
Joined this group to talk to
others with the same interests. (In the same predicament??) I'm
thoroughly enjoying my project, have
solved some problems - creatively, I think, and have others which I'd like
some input on from those who
have gone before. I'll look forward to talking to you. John Jung - your
idea is great. Please put me on the
map.
________________________________________________________________________________
From: | WVarnes <WVarnes(at)aol.com> |
Subject: | New guy-old plane? |
Hi guys, I'm new to the group. Just got a computer and learning how to use
it. Name is Bill Varnes in Audubon, NJ (near Philadelphia). Bought an
original 85' model FireStar kit from Homer in June of '89. Traveling job
duties and then medical problems delayed construction somewhat, but finally
finished it and first flight was June '94 by my best flying buddy Ken Mancus
on his 69th birthday. My FireStar has the Rotax 377cc engine. Ken has the
KXP model with a 447. We are having a ball flying in formation all over South
Jersey. We fly out of Kroelingers airport in Vineland, NJ. We've been to
Ocean City for breakfast many times, to Pemberton, Perl Acres, SJ Regional,
and a bunch of other local fields. And we've been to PA's Coatesville,
Brandywine and New Garden. Plus, we just happen to be lucky enough to be
within reach of the Kolb Aircraft factory in Phoenixville, PA and flew up
there on October 7, 1997. I now have 250 hours on my plane, but Ken has a
whopping 500 hours. We currently share a hangar and one of us must fold the
wings so we alternate that on a monthly basis. For any of you guys out there
who have been building for a long time, don't despair, the final result will
be a very pleasant flying machine. But don't take too long because old age or
sickeness can spoil your fun (which is almost what happened to me). I've made
a few modifications such as a removable instrument panel and a 3/4 enclosure
which I'll write about in a future letter. For now I gotta go. Thanks for
listening.
BV
________________________________________________________________________________
From: | Richard Pike <rpike(at)preferred.com> |
Me and the Good Looking Old Poop keep our Kolb at Indian Springs
airport (3TN0), which is 4.8 miles from Tri-City airport on a 350 heading.
It is not on the sectional. Visitors welcome, but better if you drive. The
runway is only 750' long, with BIG power lines just off the end. Also it is
not my field, and the owner wants minimal transient traffic.
Richard Pike
MKIII N420P (42oldpoops)
Blountville, Tn.
Cinncinnati sectional
________________________________________________________________________________
From: | "Geoff Thistlethwaite" <geoffthis(at)worldnet.att.net> |
I live in Opelousas La. That's approx. 135mi. N.W. of New Orleans, 60 mi
west of Baton Rouge, 12 mi north of Lafayette La.
I'm building a Firestar 2 at my uncle's old cropdusting strip. I've got the
only Kolb here but over near Baton Rouge there's a few. Most of the guys
here fly Quicks, I've got a running "feud" with a buddy that fly's a GT400,
who sez "Kolbs are ugly". We both have 503s so I'm going to challenge him
to a climb contest. Any tips would be appriciated.
I really appreciate all the help I see on this digest, wish I had known
about it a year ago.
anyway put me on the map
Geoff Thistlethwaite
________________________________________________________________________________
From: | John Jung <jrjung(at)execpc.com> |
Group,
Here is my first try at a map of Kolb List Members that have asked to
be included -> http://www.execpc.com/~jrjung/Kolb_Map.html
I will update it after I get more requests.
John Jung
SE Wisconsin
________________________________________________________________________________
From: | "Geoff Thistlethwaite" <geoffthis(at)worldnet.att.net> |
I live in Opelousas La. That's approx. 135mi. N.W. of New Orleans, 60
mi
west of Baton Rouge, 12 mi north of Lafayette La.
I'm building a Firestar 2 at my uncle's old cropdusting strip. I've got
the
only Kolb here but over near Baton Rouge there's a few. Most of the
guys
here fly Quicks, I've got a running "feud" with a buddy that fly's a
GT400,
who sez "Kolbs are ugly". We both have 503s so I'm going to challenge
him
to a climb contest. Any tips would be appriciated.
I really appreciate all the help I see on this digest, wish I had known
about it a year ago.
anyway put me on the map
Geoff Thistlethwaite
Opelousas, La.
________________________________________________________________________________
From: | Ben Ransom <bransom(at)ucdavis.edu> |
Subject: | Re: climb contest |
Hi Geoff,
I certainly wouldn't want to see a fellow Kolb Flier skunked in a climb
contest by a GT400 of all things. With it's flaps it might be pretty good
in climb, but I flew the 2-place version once (GT500 I guess) and boy I
thought it was a pile of crap. Worst thing was stiff controls. And what's
this about your buddy's thinking the Kolbs are ugly? What?!! Awright,
let's take this outside!!!
Oh yeah ...i was going to say something about the climb contest. :-)
1. Don't go too steep, stalling in is bad form :-/
2. You'll probably beat him without doing anything just on weight difference
alone but obviously don't go with a heavily loaded plane (flying naked
might be bad form too.)
3. Prop pitched correctly
4. Make some trials first to find your best climb angle and best climb rate
speeds. This is much more worthwhile to do than the contest itself.
If you don't fly next to the guy during climb, you'd obviously want
to go at your best climb rate. It might be interesting to go at it
test, just for the educational value.
Good luck and let us know how it goes. Say hi to your friend for me; i'm
just trying to help you stare him down before the big dual :-) but it's
true, I didn't like the feel of the GT500 one bit.
-Ben Ransom
>I live in Opelousas La. That's approx. 135mi. N.W. of New Orleans, 60 mi
>west of Baton Rouge, 12 mi north of Lafayette La.
>I'm building a Firestar 2 at my uncle's old cropdusting strip. I've got the
>only Kolb here but over near Baton Rouge there's a few. Most of the guys
>here fly Quicks, I've got a running "feud" with a buddy that fly's a GT400,
>who sez "Kolbs are ugly". We both have 503s so I'm going to challenge him
>to a climb contest. Any tips would be appriciated.
>I really appreciate all the help I see on this digest, wish I had known
>about it a year ago.
>anyway put me on the map
>Geoff Thistlethwaite
>
>
________________________________________________________________________________
From: | mefine1(at)juno.com (Mick Fine) |
>Group,
> Here is my first try at a map of Kolb List Members that have asked
>to
>be included -> http://www.execpc.com/~jrjung/Kolb_Map.html
>I will update it after I get more requests.
>John Jung
>SE Wisconsin
Oops, I thought we were supposed to let you know if we didn't want to be
on the map. Please stick a pin in me too. Thanks for the effort John,
great idea!
-Mick Fine
Green Country Ultralight Flyer's Organization (UFO)
Tulsa, Oklahoma
http://angelfire.com/ok/gcufo
mefine1(at)juno.com
________________________________________________________________________________
From: | Christopher John Armstrong <tophera(at)centuryinter.net> |
Subject: | Re: WHAT IS YOUR HOMETOWN? |
Hi Ralph and Raymond,
When I get my plane done I hope we can get together for some flying.
How many people are in MN Ultralight Association. Where and when do you
get together. What is happening at chapter 12?
Topher
________________________________________________________________________________
From: | WVarnes <WVarnes(at)aol.com> |
Subject: | Kolb 85 FireStar |
Hi Ron Carroll,
Glad to hear about another 85 FireStar builder. As for performance between my
Rotax 377 and and my buddys 447 KXP, there's not a whole lot of difference.
First I should tell you that I weigh less than him by about 40 lbs., so that
is to my benefit. On the other hand, the 377 is rated at 35 HP, while the 447
is 40 HP, so he has the advantage there. Also, the KXP might be slightly
heavier than the 85 due to more ribs and internal bracing of the wing. But
then I have a Second Chantz chute which adds about 13 lbs. So basically we
are pretty well matched. He can climb just slightly better than me, but I'm
using a 66 X 30 prop. whereas the specs call for a 66 X 28 which would
probably give me equal climb. As for cruising, we tend to run conservatively
at about 4500 RPM. Ken usually leads and I follow off to one side and
slightly lower. Sometimes it seems that I have to turn 5800 to keep up, but
other times I can keep pace at less than 4500. I don't know why. Could be
I'm in his prop wash or something. Also, we have installed those Dial-A-Jet's
onto our carbs and the biggest benefit we see is that our fuel economy is
better. We both have a fuel burn rate that averages 1.6 GPH. I hope this
information will be of help to you and KEEP ON BUILDING THAT KOLB!!
Bill Varnes, Audubon, NJ
________________________________________________________________________________
From: | Dirk4315 <Dirk4315(at)aol.com> |
Subject: | Re: WHAT IS YOUR HOMETOWN? |
Hi group,
I fly a MKIII ( just under 100 hours now with a rotax 912 ) off a grass/dirt
strip in the northern Ca. town of Brentwood.
I just finished building a pair of zeniar amphibious aluminum floats. They
are going to be installed soon.
I have a question for any other MKIII flyers.
I do not have my windshield on my MKIII I love the open feeling, but the wind
is almost unbearable. My question is, does any body have any ideas about a
half windshield connected to the pod ??? Iam looking for some ideas. Thanks
all !!!
Dirk Davis MKIII
________________________________________________________________________________
From: | Cliff and Carolyn Stripling <striplic(at)dfw.net> |
Dirk and all,
>
>>I do not have my windshield on my MKIII I love the open feeling, but the wind
>>is almost unbearable. My question is, does any body have any ideas about a
>>half windshield connected to the pod ???
>
>I have never flown with the entire canopy off, but I made it removable
thinking that at some point I would. I assume from your post that you have
flown yours that way. I also assume you fly with goggles or helmet face
shield or some other eye protection in that configuration. I would like
your impression of how the Kolb flies that way.
>
>I also have wanted to make a half length canopy (long enough to keep the
wind off my face). I doubt I will be able to dispense with the canopy down
tubes on either side. I feel that any canopy will need them to be really
stable. Also the tubes keep the half doors on as well). I was thinking
about making a replacement canopy using an additional set of down tubes
fastented together with a bowed brace tube conforming to (or forming) the
curvature of the upper end of the canopy. It might not be as pretty as the
full canopy but cooler and possibly less drag and more lift.
>
>I already have made half doors that are really "cool" in the summer. If I
do make that half canopy, I will probably follow the curvature of the rear
of the half doors right on over the top. I would think 1/8" thick
polycarbonate would be appropriate in the center section like on the original.
>
>Later,
>
>
--
Cliff & Carolyn Stripling Him: Kolb MKIII - N582CC (39.5 hrs)
(972)247-9821 Dallas Texas Her: Real Estate Broker - Texas
Both: 5th Wheel - RV - Travel
____________________|_____________________
___(+^+)___
(_)
8 8
________________________________________________________________________________
From: | "Russell Duffy" <rad(at)pen.net> |
Subject: | Defective e-mail |
Hi all,
My ISP had a problem that caused all my mail to be bounced for a couple days.
This happened right after I sent the message responding to Cavuontop's liability
comments. Unfortunately, if he wrote a follow-up to that, I never got to see
it. Also, it seems that someone is collecting info from all the Kolb builders.
Since I never saw the original message, I don't know what information you want.
If anyone can forward me a copy of these messages from the last Thursday and
Friday, I'd appreciate it. Thanks.
Russell Duffy
SlingShot SS-003, N8754K
RV-8 under construction
rad(at)pen.net
http://www.pen.net/~rad/
________________________________________________________________________________
From: | T Swartz <Tswartz(at)mail.ptd.net> |
Rusty
That should take care of Friday, Now here come thursdays.
Thought I should post this before someone else sends them also.
Terry
________________________________________________________________________________
From: | "Russell Duffy" <rad(at)pen.net> |
Thanks to T Swartz I think I'm all caught up with the missing messages.
Thanks,
Russell Duffy
SlingShot SS-003, N8754K
RV-8 under construction
Navarre, FL (near Pensacola)
rad(at)pen.net
http://www.pen.net/~rad/
________________________________________________________________________________
From: | UL DAD <ULDAD(at)aol.com> |
Bill Griffin
Original Firestar w/ 447.
Montgomery Al.
________________________________________________________________________________
From: | john hauck <hawk36(at)mindspring.com> |
>Group,
> Here is my first try at a map of Kolb List Members that have asked to
>be included -> http://www.execpc.com/~jrjung/Kolb_Map.html
>I will update it after I get more requests.
>John Jung
John:
I like it. Good job.
john hauck>
________________________________________________________________________________
From: | molu(at)achilles.net (Lucien Morais) |
Please put me on the map.
Name is Lucien Morais and I have a 1150 foot strip on my land. I fly a 1995
Firestar 2 and my location is Bourget Ontario Canada which is about 30
miles South East of Ottawa.
________________________________________________________________________________
From: | "Waligroski, Greg" <gwaligro(at)service.ball.com> |
Subject: | RE: Map / Hometown |
The map looks good John. I didn't see anything in Colorado so:
I live in Boulder, Colorado
I purchased a Firestar w 337 and it's parked at my parents in Beech
Mountain North Carolina.
If work will leave me alone long enough I hope to make the trip to
recover it this spring.
Hope to fly out of Vance Brand Airport in Longmont, CO. when the time
comes and I find some hanger space to fold into. See how the Kolb
performs starting at 5600 feet. Great group, have learned alot, maybe
be able to contribute some later this year.
Gregg Waligroski
________________________________________________________________________________
From: | jerryb(at)jmd.ods.com |
Subject: | Scam Mail I mean Spam Mail |
Hey,
Have any of you been getting spam junk mail from posting to the Kolb
mail list.
I finally came to the conclusion that someone is picking up email
addresses off the Kolb list. I base this on that I haven't been
posting to any newsgroup for a while and the Spam messages subsided.
We also initiated a block on a few repeat offenders on our fire wall.
I made some recent post and bingo I started getting spams again.
Any buddy else been able to correlate this.
Jerry Bidle
________________________________________________________________________________
From: | Cal <cgreen(at)centuryinter.net> |
You can put me on the map also John. I'm from Waupun, Wis.
thats 30 miles south of oshkosh. I'm building a FS which is
90% complete, and hope to fly it to oshkosh in 1999.
Cal
________________________________________________________________________________
Subject: | Re: Scam Mail I mean Spam Mail |
From: | mefine1(at)juno.com (Mick Fine) |
On Sun, 22 Mar 98 01:25:33 cst jerryb(at)jmd.ods.com writes:
>
>... I made some recent post and bingo I started getting spams again.
>
> Any buddy else been able to correlate this.
>
>
> Jerry Bidle
Not me. This (Juno) address is all I have at home. I can't remember ever
getting any 'spam' here. Of course Juno sends a message every couple
weeks advertising their own merchandise. Juno may block known spam
sources (I don't know this, just guessing), they probably don't want
someone else pluckin' their pigeons.
-Mick Fine
Green Country Ultralight Flyer's Organization (UFO)
Tulsa, Oklahoma
http://angelfire.com/ok/gcufo
mefine1(at)juno.com
________________________________________________________________________________
From: | "Geoff Thistlethwaite" <geoffthis(at)worldnet.att.net> |
Subject: | Re: Kolb 85 FireStar |
WV
Please tell me(us) more about the Dail-a-jets. Are they useful on duel
carbs(503)? How hard to install? Actual usefullnes, ect.
Thanks
Geoff
-----Original Message-----
From: WVarnes <WVarnes(at)aol.com>
Date: Saturday, March 21, 1998 12:20 PM
Subject: Kolb-List: Kolb 85 FireStar
>Hi Ron Carroll,
>
>Glad to hear about another 85 FireStar builder. As for performance between
my
>Rotax 377 and and my buddys 447 KXP, there's not a whole lot of difference.
>First I should tell you that I weigh less than him by about 40 lbs., so
that
>is to my benefit. On the other hand, the 377 is rated at 35 HP, while the
447
>is 40 HP, so he has the advantage there. Also, the KXP might be slightly
>heavier than the 85 due to more ribs and internal bracing of the wing. But
>then I have a Second Chantz chute which adds about 13 lbs. So basically we
>are pretty well matched. He can climb just slightly better than me, but
I'm
>using a 66 X 30 prop. whereas the specs call for a 66 X 28 which would
>probably give me equal climb. As for cruising, we tend to run
conservatively
>at about 4500 RPM. Ken usually leads and I follow off to one side and
>slightly lower. Sometimes it seems that I have to turn 5800 to keep up,
but
>other times I can keep pace at less than 4500. I don't know why. Could be
>I'm in his prop wash or something. Also, we have installed those
Dial-A-Jet's
>onto our carbs and the biggest benefit we see is that our fuel economy is
>better. We both have a fuel burn rate that averages 1.6 GPH. I hope this
>information will be of help to you and KEEP ON BUILDING THAT KOLB!!
>
>Bill Varnes, Audubon, NJ
>-
________________________________________________________________________________
From: | Jeff Stripling <jstripli(at)io.com> |
Subject: | WHAT IS YOUR HOMETOWN (fwd) |
Forwarded to the list...
Jeff R. Stripling
jstripli(at)io.com
(512) 252-3053
---------- Forwarded message ----------
From: Cal <cgreen(at)centuryinter.net>
Subject: Kolb-List: WHAT IS YOUR HOMETOWN
Good idea Jon and John, you can add me to the list also,
I'm from Waupun, Wis. thats 30 miles south of oshkosh. I'm
building a FS that's 90% complete, and hope to fly it to
oshkosh airshow in 1999.
Cal
________________________________________________________________________________
Subject: | Snowmobile Parts |
From: | mefine1(at)juno.com (Mick Fine) |
Quite awhile back, I promised to pass-on some info from a guy using
aftermarket pistons in a Rotax 503 on a Quick MXL 2. Well, he called a
couple nights ago with a problem that (I think) is unrelated to the
pistons. A couple weeks ago, he noticed a "clunking" sound when the
engine was idling. Long story made short is a failing rod bearing. I
forgot to ask for total time on the engine but I know he put the
aftermarket pistons in on a partial overhaul so probably a medium to high
time engine. He put 40-some hours on the pistons and said they and the
cylinder walls looked fine when he tore into the engine to remove the
crank.
He also reported that he used aftermarket pistons in another 503 and put
80 hours on it before a coil ground wire started shorting intermittently
causing some major back-firing (said it sounded like a shotgun blast
about a foot from your ear) and resulted in a forced landing. Before
finding the bad ground wire, he tore into the engine and found that one
piston had a small contact-lens size chunk freshly broken out above the
top ring, in-line with the exhaust port. The top ring was also broken in
the same area but stayed in the groove. There was no scoring of the
cylinder. He now believes that the shorting coil wire caused the plug to
fire when the piston was coming up on the port and pushed the ring out
far enough into the port to jam and break the ring and knock the chunk
out of the piston. Assuming this theory is correct, would a "genuine
Rotax" piston have faired any better? - I dunno.
He also said he once took an after-market piston, miked it at room temp,
put it in a 450 oven and miked it again and then did the same with a
Rotax piston. The after-market piston expanded less (.001" less) than the
Rotax piston.
I'm not saying its ok to use aftermarket parts, just passing on info and
its worth every penny you paid for it!
-Mick Fine
Green Country Ultralight Flyer's Organization (UFO)
Tulsa, Oklahoma
http://angelfire.com/ok/gcufo
mefine1(at)juno.com
________________________________________________________________________________
From: | Jeff Stripling <jstripli(at)io.com> |
Subject: | Re: Scam Mail I mean Spam Mail |
On Sun, 22 Mar 1998 jerryb(at)jmd.ods.com wrote:
>
> Have any of you been getting spam junk mail from posting to the Kolb
> mail list.
I checked the majordomo log & it says 14 people have requested the names
on the list in 1998. I checked the email addresses briefly & they all
look to be actual people, not some wacky address that might be a robot
subscribing just to get the list.
To get the list, you must be a member of the list. So it is possible for
someone to subscribe, get the list, and then desubscribe. I checked
the log for this case & did not find any for 1998.
Try owning a domain name sometime! I purchased a name & parked
it for later use and within two weeks the email started arriving.
Everyone wants me to advertize my site on their site, which might
be fun if I had some content of value. ;-)
Jeff R. Stripling
jstripli(at)io.com
(512) 252-3053
________________________________________________________________________________
Subject: | Re: Scam Mail I mean Spam Mail |
From: | mefine1(at)juno.com (Mick Fine) |
On Sun, 22 Mar 98 01:25:33 cst jerryb(at)jmd.ods.com writes:
> Hey,
>
> Have any of you been getting spam junk mail from posting to the
>Kolb
> mail list.....
Sun, 22 Mar??????????
Hey Jerry,
I sort my inbox by date, I just noticed I shouldn't have responded to
your question until tomorrow, sorry. ;-)
-Mick Fine
Green Country Ultralight Flyer's Organization (UFO)
Tulsa, Oklahoma
http://angelfire.com/ok/gcufo
mefine1(at)juno.com
________________________________________________________________________________
From: | T Swartz <Tswartz(at)mail.ptd.net> |
Subject: | Re: Scam Mail I mean Spam Mail |
jerryb(at)jmd.ods.com wrote:
>
> Hey,
>
> Have any of you been getting spam junk mail from posting to the Kolb
> mail list.
>
>
> Jerry Bidle
>
Now spam here.
Terry
________________________________________________________________________________
Subject: | Re: WHAT IS YOUR HOMETOWN? |
From: | ul15rhb(at)juno.com (Ralph H Burlingame) |
Hi Chris,
Ray and I live about 20 miles apart with him in St. Paul and me in
Minneapolis.
Ray just got started a year ago with his FS. We are planning to fly out
to Bloomer WI this summer for the Don Zank fly-in. We plan a fly-in every
Saturday morning at Northern Lights airpark from May to September. Our
meetings for the summer will be held on the 3rd Saturday of the month
except for May which will be on the 2nd Saturday. We are also planning an
ultralight fly-in at the Anoka County airport on May 17th. April's
meeting will be on the 16th. See you there.
I went out flying today. The air was calm all day and it was great.
For you guys attending Sun-n-Fun, Ray and I saw a plane today that will
blow your socks off. The builder will be flying it in from this area. I
can't say anymore, but it's definitely an award winner.
Ralph Burlingame
Original FireStar
Secretary, MUA
writes:
>Hi Ralph and Raymond,
>
>When I get my plane done I hope we can get together for some flying.
>How many people are in MN Ultralight Association. Where and when do
>you get together. What is happening at chapter 12?
>
>Topher
________________________________________________________________________________
Subject: | Re: Why CB radio? |
From: | rayul(at)juno.com (Raymond L Lujon) |
writes:
>I seem to have enough trouble finding a place for my Icom and GPS in
>my
>MK III without looking for a place to add a CB. Not sure why I would
>need a CB. If I need to talk to my buddys while flying I can use an
>air
>to air frequency on my Icom.
Terry........... Is there a frequency that is set
aside just for idle chit chat between planes while flying on your Icom.
If so , maybe a CB transceiver is redundent. Ray from Woodbury
________________________________________________________________________________
Subject: | Re: Kolb 85 FireStar |
From: | ul15rhb(at)juno.com (Ralph H Burlingame) |
Hi Bill,
I have an '85 Original FireStar with the 377 engine. I was reading you
report on the burn rate of your 377 using a Dial-a-Jet on the carb. My
single Bing carb uses about 2.7 gph (cruise setting of 5500rpm), so I was
very surprised to see yours at 1.6 gph. I didn't think those Dial-a-Jet's
would make that much difference. I'm pleased with my Kolb, but if I could
get the burn rate down that low I'll get one.
Ralph Burlingame
Original FireStar
>Hi Ron Carroll,
>
>Glad to hear about another 85 FireStar builder. As for performance
>between my Rotax 377 and and my buddys 447 KXP, there's not a whole lot
of
>difference. First I should tell you that I weigh less than him by about
40 lbs.,
>so that is to my benefit. On the other hand, the 377 is rated at 35 HP,
while
>the 447 is 40 HP, so he has the advantage there. Also, the KXP might be
>slightly heavier than the 85 due to more ribs and internal bracing of
the wing.
>But then I have a Second Chantz chute which adds about 13 lbs. So
>basically we are pretty well matched. He can climb just slightly better
than >me, but I'm using a 66 X 30 prop. whereas the specs call for a 66 X
28 which >would probably give me equal climb. As for cruising, we tend
to run
>conservatively at about 4500 RPM. Ken usually leads and I follow off to
one >side and slightly lower. Sometimes it seems that I have to turn
5800 to keep
>up, but other times I can keep pace at less than 4500. I don't know
why.
>Could be I'm in his prop wash or something. Also, we have installed
those
>Dial-A-Jet's onto our carbs and the biggest benefit we see is that our
fuel >economy is better. We both have a fuel burn rate that averages 1.6
GPH. I >hope this information will be of help to you and KEEP ON
BUILDING THAT >KOLB!!
>
>Bill Varnes, Audubon, NJ
>-
________________________________________________________________________________
From: | Larry Cottrell <lcottrel(at)kfalls.net> |
Subject: | Re: Why CB radio? |
Raymond L Lujon wrote:
>
> writes:
> >I seem to have enough trouble finding a place for my Icom and GPS in
> >my
> >MK III without looking for a place to add a CB. Not sure why I would
> >need a CB. If I need to talk to my buddys while flying I can use an
> >air
> >to air frequency on my Icom.
>
>
>
>
> Terry........... Is there a frequency that is set
> aside just for idle chit chat between planes while flying on your Icom.
> If so , maybe a CB transceiver is redundent. Ray from Woodbury
> It is only redundant if all your friends that you may be talking to on
the ground have aircraft radios! Personally I didn't buy one for my wife
to keep at the house so that I can call her when I come to the home
airspace. I have had a CB there for eighteen years. It used to be the
only means of comunication for a lot of years. Phone too expensive. I
also don't have one for my hunting buddy when I am scouting for Antelope
and things of that sort.
PS
sign me up John;
Larry Cottrell, Klamath Falls Oregon. (Central part of the state, 18
miles north of Calif. corder.
________________________________________________________________________________
by PM04SM.PMM.MCI.NET (PMDF V5.1-10 #27036)
From: | Larry Bourne <BigLar(at)MCI2000.com> |
Subject: | Aircraft frequencies for ICOM |
For the question of air to air communications with your ICOM - the FAA
designates 122.75 + 122.85 for air to air and private airport
communications. I find there's not usually too much traffic on them, so
works pretty good. I fly with G/A aircraft quite a bit and use those. I
also fly with ultralighters at times, and in this area at least (Southern
California) most of them use CB's, so I'm stuck with both. I'm told that
Com-tronics?? has a box that will let you switch between radios without
having to fool with the plugs, and still matches impedances.
________________________________________________________________________________
by PM02SM.PMM.MCI.NET (PMDF V5.1-10 #27034)
From: | Larry Bourne <BigLar(at)MCI2000.com> |
Hi Dennis
This project is at least double what I expected, but I'm moving slowly
along. Trying very hard to finish up by July, so I can fly to Idaho over
July 4. It's about ready to cover now and looking good. The 912 deal fell
through, so I guess I'll have to fall back on the VW, and I know what you
think of that. Hope it works out OK. If any one can help with an engine
mount design, I'd appreciate the input. Thanks.
________________________________________________________________________________
From: | "Scott Olendorf" <olendorf(at)empireone.net> |
Subject: | Re: Kolb 85 FireStar |
-----Original Message-----
From: WVarnes <WVarnes(at)aol.com>
Date: Saturday, March 21, 1998 1:19 PM
Subject: Kolb-List: Kolb 85 FireStar
>Hi Ron Carroll,
>
> SNIP <
>Also, we have installed those Dial-A-Jet's
>onto our carbs and the biggest benefit we see is that our fuel economy is
>better. . We both have a fuel burn rate that averages 1.6 GPH.
Wow, I have an original Firstar with 377 and get about 2.4 GPH. I know I'm
running rich but that's a big difference. I'm rejetting in the spring and I
hope I can get closer to 1.6.
Scott Olendorf
Original Firestar with Rotax 377
Schenectady, NY
________________________________________________________________________________
From: | Gary Thacker <gthacker(at)mciunix.mciu.k12.pa.us> |
Subject: | Re: Kolb 85 FireStar |
Just a question. I very well may not know of what I speak but.............
If your engine is burnin around 2.5 gph if you lean the thing to much
won't that effect temps and lubrication?
Gary
=========================================================================
| Gary Thacker | gthacker(at)mciunix.mciu.k12.pa.us |
| Souderton Pa. | |
| | gthacker(at)wsd.k12.pa.us (work only) |
=========================================================================
On Sun, 22 Mar 1998, Scott Olendorf wrote:
>
> -----Original Message-----
> From: WVarnes <WVarnes(at)aol.com>
> To: kolb(at)intrig.com
> Date: Saturday, March 21, 1998 1:19 PM
> Subject: Kolb 85 FireStar
>
>
> >Hi Ron Carroll,
> >
> > SNIP <
> >Also, we have installed those Dial-A-Jet's
> >onto our carbs and the biggest benefit we see is that our fuel economy is
> >better. . We both have a fuel burn rate that averages 1.6 GPH.
>
> Wow, I have an original Firstar with 377 and get about 2.4 GPH. I know I'm
> running rich but that's a big difference. I'm rejetting in the spring and I
> hope I can get closer to 1.6.
>
> Scott Olendorf
> Original Firestar with Rotax 377
> Schenectady, NY
>
> -
>
________________________________________________________________________________
From: | GeoR38 <GeoR38(at)aol.com> |
<< I finished off by zooming in low over the
> empty lot near their party, with all the kids running around grabbing
> the paper helicopters. I poured 3-4 pounds of rice overboard and it
> rained down on some of them. They loved it and I was Flying Stud #1 at
> the wedding next night! Even the new 70 yr old conservative Chinese
> in-laws thought it was cool. I found grains of rice in my plane for
> weeks afterward.
>
> -Ben >>
What a great Story, Ben!!!....keep it up!!
..................................... GeoR38
________________________________________________________________________________
From: | GeoR38 <GeoR38(at)aol.com> |
<< We will be waiting for you and others to join in to talk about your
Kolbs. What do you say?
I would like to thank Jeff Stripling, who operates this computer service,
for bringing all the Kolb people together in this forum, so we can learn
from our experiences.
Ralph Burlingame
Original FireStar
>>
Much to my utter amazement, Ralph, that was a very well "put" letter.....I
agree....GeoR38
________________________________________________________________________________
From: | Jim Kmet <110440.1247(at)compuserve.com> |
Hi guys, Jim Kmet here, with a M K -3 in Rochester N Y. More
specifically, Plane is hangared @ 3g7[.Williamson-Sodus airport] Pleas=
e
include me on map. By the way Dennis,, What`s the next engine test
????????????????
________________________________________________________________________________
From: | John Jung <jrjung(at)execpc.com> |
Subject: | Re: Kolb 85 FireStar |
Bill,
I would like to know what the EGT is while getting anything less than
2 gallons an hour on a Rotax powered Firestar. Does either plane have an
Exhaust Gas Temperature gage? I have only got my 377 Firestar down to 2
gallons per hour at sight seeing rpm's (4400). When I go places, I run
4900 at 2.3 gph.
John Jung
SE Wisconsin
Group map at http://www.execpc.com/~jrjung/Kolb_Map.html
>
> -----Original Message-----
> From: WVarnes <WVarnes(at)aol.com>
> To: kolb(at)intrig.com
> Date: Saturday, March 21, 1998 1:19 PM
> Subject: Kolb 85 FireStar
>
SNIP
> Also, we have installed those Dial-A-Jet's
>onto our carbs and the biggest benefit we see is that our fuel
>economy is better. We both have a fuel burn rate that averages 1.6 GPH.
>
________________________________________________________________________________
From: | mancusl(at)juno.com (Louise M. Mancus) |
Dear Friend:
My name is Ken Mancus and Bill Varnes is my flying buddy.
My Firestar is the KXP with the 40hp engine. First flight was in 1994.
I now have 510 hours on it with over 1000 landings.
I will tell you the parts that I have replaced in that time. One bearing
in the gear box detected on my preflight so no problem was encountered.
Price $9.50. one tail wheel bearing got a little rough after 450 hours
but no real problem. The bearings in the landing gear wheels were very
sloppy. Bill's also. so we purchased a good heavy duty precision
bearings. The old bearings caused severe shimmy sometimes
especially on concrete runnways on take offs. This past winter Bill
helped me
install a one piece lexan enclosure. Really nice and the visibility is
fantastic. We both have the dial-jet installed on our engines. Gas
consumption is only l.6 gal per hour fly at 50-55 mph and 4500 rp.m. I
just installed a primer on mine. When it is really
cold it takes quite a few pulls to start it. No problem when the
temperature is normal. I have had no problems with the engine and have
only had the heads off to clean the carbon from the top of the pistons
once a year.
Compression is still 125 psi after over 500 hours. We both are really
pleased with the performance of our planes. The factory people are the
best anyone who has
dealt with them knows.
HAPPY LANDINGS TO ALL
Ken Mancus
with the engin
________________________________________________________________________________
From: | "Wally Hofmann" <whofmann(at)eudoramail.com> |
Subject: | FireFly aileron gap |
After a spell in inactivity, I'm back at building my FireFly. I am to the point
of attaching the ailerons to the wings.
The plans say a 7/8" gap is needed between the wing trailing edge and the aileron
leading edge (manual says 3/4"). After getting everything all clamped together,
I wanted to see how the aileron horn would line up. It appears it would need a
much
wider gap of 1.25 ". Am I missing something or is this correct?
Thanks in advance for any help.
Wally Hofmann
520-684-3686
Wickenburg, Arizona
Join 18 million Eudora users by signing up for a free Eudora Web-Mail account at http://www.eudoramail.com
________________________________________________________________________________
From: | "merle hargis" <merlepilar(at)worldnet.att.net> |
Subject: | Re: WHAT IS YOUR HOMETOWN? |
I'm Merle Hargis. I built and fly an Kolb Twinstar. I live in Orlando,
Fl. and fly out of Bob White field at Zellwood, Fl.
----------
From: Jon P. Croke <joncroke(at)compuserve.com>
Subject: Kolb-List: WHAT IS YOUR HOMETOWN?
Date: Thursday, March 19, 1998 8:56 PM
I have been reading this list for over 2 years now. My Firestar has been
'stuck' at the 90% completion for most of that time!
I think I have more fun reading this list than finishing the plane!! What
a wealth of knowledge and mix of personalities!
I am deeply indebted for the information and ideas I have received over the
years from all of your comments.
I have one big question, tho, that YOU could help me with. I cant figure
where 75% of the contributord of this list live!
I dont mean I want your address or anything, simply where (what major city)
do you live and fly about?? I was surprised
last year to learn that a couple of contributors were almost in my back
yard (within a few hundred miles anyway) and I
would have never guessed except for a fleeting comment as to their location
in their post ot this list.
I travel all over the country for work and bet I have come close to a
fellow builder.... but have no way of knowing if thats true!!!
If you get the chance, next time you send a note to the list, mention your
geographical location (and if your city is not a
'household' name, list the nearest large city)! Or, just send a note right
now that mentions where you live. (Introduce yourself!)
I bet that more than a few members here will be surprised to find who their
fellow kolb neighbor is!!
Might be a good idea to include a geographical location as part of your
signature by-line.
Anyhow, nice to meet all of you (for the last 2 years, I feel I have heard
from just about everyone here!!!)
My turn:
Jon Croke
Brussels, WI (about 50 mi NE of Green Bay, also known as Door County for
vacationers)
Im an instructor for a specialized computer software product (but am NO
expert on PC's or Intertnet stuff!!!)
Expect to fly the Firestar for the 1st time this spring
Previous Challenger owner (!!!)
----------
________________________________________________________________________________
From: | "Thomas L. King" <kingdome(at)tcac.net> |
Tom King
Pocahontas, Arkansas
North East corner of the state. Local airport is M70, 4400 feet, paved.
Building (sometimes!) a MkIII
With an A&P, I'm the builder, Cari with MEI, 1600 hrs will be the pilot.
124 King Dome Road
Our name is King, our house is a Dome, and it's OUR road!
Tom King
Pocahontas, Arkansas
North East corner of the state. Local
airport is
M70, 4400 feet, paved.
Building (sometimes!) a
MkIII
With an A&P, I'm the builder, Cari
with MEI,
1600 hrs will be the pilot.
124 King Dome Road
Our name is King,
our house
is a Dome, and it's OUR road!
________________________________________________________________________________
From: | Wood <wood(at)mail.wincom.net> |
>Hi group,
>I fly a MKIII ( just under 100 hours now with a rotax 912 ) off a grass/dirt
>strip in the northern Ca. town of Brentwood.
>I just finished building a pair of zeniar amphibious aluminum floats. They
>are going to be installed soon.
>I have a question for any other MKIII flyers.
>I do not have my windshield on my MKIII I love the open feeling, but the wind
>is almost unbearable. My question is, does any body have any ideas about a
>half windshield connected to the pod ??? Iam looking for some ideas. Thanks
>all !!!
>
I fly an original Twinstar with that little windshield out front to keep
the wind from going up my pantleg. I don't think there is a halfway measure.
Your head is probably almost bumping the gap seal so a bit shorter
windshield will not help much.I have tried a full windshield on mine but it
increased the drag to much so I took it off and now I just wear a good face
shield on my helmet.I know how you feel. That constant wind sure tires a guy
out after a short time.Soon I will sculpture a new fiberglass pod and make
this uncomfortable old thing(I can say that,Some guy sitting in a
Quicksilver saying Kolbs are ugly has a lot of nerve and an inability toward
introspection)a thing of beauty and a joy to travel with
Woody.
________________________________________________________________________________
From: | Christopher John Armstrong <tophera(at)centuryinter.net> |
Subject: | Re: WHAT IS YOUR HOMETOWN? |
Hi ralph and Ray,
I will try to make some of these gatherings and meetings. YOu did'nt
say where the meetings are. I assume Northern lights. How many members
these days and what are they flying. I got my UL training at northern
lights in 1982 in 2 seat two axis quicksilver. I met some of you guys
and Don Zank at the Sport aviation convention in minneapolis this year.
My plane is maybe 50% done. Tails are done less covering. Wings are
ready to cover except false ribs on one wing. Have not started the
Ailerons yet and just got the fuselage. I am currently grinding on the
metal parts and fuslage to get them ready for powder coating. So along
way to go. Have hardly touched the plane since I moved here do to being
to cold in the shop. The spray unit sounds like a real good deal. I
will try to set up a time to come check out your plane and the sprayer.
Also have a trailer that I am going to need to get set up for carrying
the plane.
TOpher
________________________________________________________________________________
From: | "Lindy" <lindy(at)snowhill.com> |
-----Original Message-----
From: Lindy <lindy(at)snowhill.com>
Curtis McVay ; Chris Herrera ; Larry
Kent ; Tom Kuffel ; Albert
Bourgond ; Skip Rawson ; Jerry Adams
; Angelic3(at)snowhill.com ;
Pinochle Connie Checker @snowhill.com> >; Danny Day ; Jim Stephensen
; Ben Barber ; Ben Cole
; Dl souder ; Kolb Builders
; Hempy(at)ket.org ; Capella1(at)flash.net
Date: Sunday, March 22, 1998 8:08 PM
Subject: Kolb-List: Fw: Phone Scam
>
>-----Original Message-----
>From: Billy D. Petty <bpetty(at)itexas.net>
>To: Katy / Jenny ; JT & Barbara ; Willie
>Battle ; Walter C. Handberry ;
>USAWOA ; Ron Winters ; Robert & Linda
>Spaulding ; Lindy ; Leo / Nancy
>; Jerry ; Jack Jory <1961vet(at)msn.com>;
>George & Peggy Fairfax ; George ; Don
>Hess ; Chuck Hendricks ; Brenda
>; Bill/Mickey Head ; Dave Pierce
>; Donna & Kerry ; CA / Linda
><6525740(at)pager.mirabilis.com>
>Date: Sunday, March 22, 1998 6:26 AM
>Subject: Phone Scam
>
>
>>Beware! A friend sent me this e-mail today to warn me and anyone else of
>yet
>>another phone scam.
>>
>>I received a telephone call from an individual identifying himself as
>>an AT&T Service Technician that was running a test on our telephone
>>lines. He stated that to complete the test I should touch nine (9), zero
>(0),
>>pound sign(#) and hang up. Luckily, I was suspicious and refused.
>>
>>Upon contacting the telephone company we were informed that by
>>pushing 90# you end up giving the individual that called you access to
your
>>telephone line and allows them to place a long distance telephone
>>call, with the charge appearing on your telephone bill. We were further
>>informed that this scam has been originating from many of the local
>>jails/prisons.
>>
>>Please pass the word.
>>
>>Bill
>>
>
________________________________________________________________________________
From: | Gary Thacker <gthacker(at)mciunix.mciu.k12.pa.us> |
Subject: | Burn rate for a FSII |
With all this talk about burn rate and gph. Just wonderin what the burn
rate should be on a FSII 503 dcdi. I know it all depends on a lot of
stuff but what is the ball park rate? What are you guy's with em gettin?
Gary
=========================================================================
| Gary Thacker | gthacker(at)mciunix.mciu.k12.pa.us |
| Souderton Pa. | |
| | gthacker(at)wsd.k12.pa.us (work only) |
=========================================================================
________________________________________________________________________________
From: | GEORGE <george(at)eatel.net> |
Please include me on the map also. I am George Henderson, Jr. located 10
miles SE of Baton Rouge, Louisiana in Prairieville, La. very close to mile
marker 169 on I-10 in Louisiana. Flying a FireFly.
george(at)eatel.net
John Jung wrote:
> Group,
> Here is my first try at a map of Kolb List Members that have asked to
> be included -> http://www.execpc.com/~jrjung/Kolb_Map.html
> I will update it after I get more requests.
> John Jung
> SE Wisconsin
> -
________________________________________________________________________________
From: | "Scott Olendorf" <olendorf(at)empireone.net> |
Subject: | Re: Kolb 85 FireStar |
-----Original Message-----
From: Gary Thacker <gthacker(at)mciunix.mciu.k12.pa.us>
Date: Sunday, March 22, 1998 1:05 AM
Subject: Kolb-List: Re: Kolb 85 FireStar
>
>Just a question. I very well may not know of what I speak but.............
>If your engine is burnin around 2.5 gph if you lean the thing to much
>won't that effect temps and lubrication?
>
>Gary
Oh yeah that's true. I was just thinking that I was going to lean it out
anyway since its way too rich. Maybe after I get it adjusted properly I
will be getting better burn rate also. I'm not going to burn up my engine
just for a little gas savings. I just don't think I should have as much
carbon as I do every 25 hours. 1.6 GPH would be nice for my longer trips.
I'll even settle for 2.0.
Scott
>
>=========================================================================
>| Gary Thacker | gthacker(at)mciunix.mciu.k12.pa.us |
>| Souderton Pa. | |
>| | gthacker(at)wsd.k12.pa.us (work only) |
>=========================================================================
>
>
>On Sun, 22 Mar 1998, Scott Olendorf wrote:
>
>>
>> -----Original Message-----
>> From: WVarnes <WVarnes(at)aol.com>
>> To: kolb(at)intrig.com
>> Date: Saturday, March 21, 1998 1:19 PM
>> Subject: Kolb 85 FireStar
>>
>>
>> >Hi Ron Carroll,
>> >
>> > SNIP <
>> >Also, we have installed those Dial-A-Jet's
>> >onto our carbs and the biggest benefit we see is that our fuel economy
is
>> >better. . We both have a fuel burn rate that averages 1.6 GPH.
>>
>> Wow, I have an original Firstar with 377 and get about 2.4 GPH. I know
I'm
>> running rich but that's a big difference. I'm rejetting in the spring
and I
>> hope I can get closer to 1.6.
>>
>> Scott Olendorf
>> Original Firestar with Rotax 377
>> Schenectady, NY
________________________________________________________________________________
From: | "rutledge fuller" <rut007(at)hotmail.com> |
Subject: | Re: WHAT IS YOUR HOMETOWN? |
I am behind on my mail, but I think it's a great idea. Sign me up.
Rutledge Fuller
308 Timberlane Road
Tallahassee, Florida 32312
(850) 385-6673
If anyone is ever in the area, my home is open to you. I'll leave the
light on.
>Date: Fri, 20 Mar 1998 08:57:28 -0600
>From: John Jung <jrjung(at)execpc.com>
>Reply-To: jrjung(at)execpc.com
>To: Kolb(at)intrig.com
>Subject: Re: WHAT IS YOUR HOMETOWN?
>
>Group,
> I will take this location idea one step further. I will make a US
map
>and place the Kolb list members on the map and publish it with my
>homepage. Anyone not wanting to be on the map, either don't give an
>address, or if you already have, tell me. Or if anyone thinks that this
>is a bad idea, say so.
>John Jung
>SE Wisconsin
>-
>
________________________________________________________________________________
From: | Rallynq <Rallynq(at)aol.com> |
Subject: | Re:What is Your Hometown? |
96 Firestar, about 30 hours. Greenwich, Washington County, NY.
Mike Alexander
________________________________________________________________________________
From: | "Richard neilsen" <NEILSENR(at)state.mi.us> |
My name is Rick Neilsen I live out side of Grand Ledge Michigan 10 miles
west of Lansing. I have a 1400ft grass strip under construction that is
next to the house. I have a VW powered MKIII that hasn't flown YET.
________________________________________________________________________________
From: | "Russell Duffy" <rad(at)pen.net> |
Subject: | Re: Burn rate for a FSII |
>With all this talk about burn rate and gph. Just wonderin what the burn
>rate should be on a FSII 503 dcdi. I know it all depends on a lot of
>stuff but what is the ball park rate? What are you guy's with em gettin?
Hi Gary,
I'm on the other end of the economy scale I guess. My burn rate with a 503 dcdi
on the SlingShot is about 3.75 gph. This is running at 5800-6000 rpm. Maybe if
I cover up one carb, I'll cut my fuel flow in half as well :-)
Rusty
________________________________________________________________________________
From: | "Wayland, William C." <wcw2573(at)eagle.sbeach.navy.mil> |
Subject: | FireStar Drum Brakes |
The FireStar drum brakes on my FireFly (also have the FireStar wheels) have
done something rather strange. Perhaps someone can clue me in or give me
some idea of what to look for. My brakes had been working just fine. They
are operated by Kolb heel pedals and were adjusted to be drag free. When I
took off this past Sat. everything was fine. I used only the left break to
shorten the radius of a turn as I taxied before takeoff. Did not use the
breaks again but on my next takeoff had landing gear vibration either due to
a wash board surface on the runway or to brake shoes catching part of each
wheel revolution.
I landed back at my home field shut her down and checked for brake drag by
both rolling the FF and by lifting and rotating each wheel by hand. Both
breaks were rubbing at one point each revolution. Disconnecting both brake
cables and working the brake levers back and forth a little made no
improvement. What really puzzles me is that I had not used the right break
at all between when it was working fine (no grabbing) and when the problem
developed.
My first opportunity to pull the wheels off and look at the breaks will be
this coming Sat. Any suggestions on what I should be looking for ?
________________________________________________________________________________
From: | Jason Omelchuck <jason(at)acuityinc.com> |
John, count me in and thanks for the effort.
Jason Omelchuck, Portland OR, MKIII 80% complete.
________________________________________________________________________________
From: | Charles Henry <chhenry(at)plains.nodak.edu> |
Subject: | Re: WHAT IS YOUR HOMETOWN? |
>John, count me in.
Charles Henry
94 Firestar I (completed Sept 96)
90 Hrs
447 Rotax
900 ft grass strip by my home (under construction)
16860 88 St. SE
Hankinson ND. 58041 (SE corner of ND)
701 242 7540
____________\_/____________
|
(*)
O O
Happy Landings
Charles :)
________________________________________________________________________________
From: | "RIVARD" <RIVA01B(at)MACOMB.CC.MI.US> |
PLEASE POST PROCEEDURE
________________________________________________________________________________
From: | Ben Ransom <ransom(at)mae.engr.ucdavis.edu> |
Subject: | Re: FireStar Drum Brakes |
As many have heard from me about these in the past, I think these brakes
are lousy, and this is the type of problem I had from start to finish
with my brakes. You may have a problem with the drum not being concentric
with its centering hole (therefore not concentric with the brake shoes).
I found this on a drum by loosly holding the centering hole in a lathe
and seeing how out-of-round the drum radius was. Azusa (the OEM) replace
this drum for me but I still couldn't get things to work very well and
i thought they were not at all worth their weight.
If your brakes had been working okay before, the most likely thing is
wheel bearings wearing out. This causes the wheel to slop a little,
meaning the drum will slop against the shoes. Order the sealed bearings
if you don't already have them. They will last much longer and there is
practically no slop. I chased problems with these things for awhile
then pulled them off and made something of my own. So, ultimately, I
don't know how to make them work.
Good luck.
-Ben Ransom
On Mon, 23 Mar 1998, Wayland, William C. wrote:
> The FireStar drum brakes on my FireFly (also have the FireStar wheels) have
> done something rather strange. Perhaps someone can clue me in or give me
> some idea of what to look for. My brakes had been working just fine. They
> are operated by Kolb heel pedals and were adjusted to be drag free. When I
> took off this past Sat. everything was fine. I used only the left break to
> shorten the radius of a turn as I taxied before takeoff. Did not use the
> breaks again but on my next takeoff had landing gear vibration either due to
> a wash board surface on the runway or to brake shoes catching part of each
> wheel revolution.
>
> I landed back at my home field shut her down and checked for brake drag by
> both rolling the FF and by lifting and rotating each wheel by hand. Both
> breaks were rubbing at one point each revolution. Disconnecting both brake
> cables and working the brake levers back and forth a little made no
> improvement. What really puzzles me is that I had not used the right break
> at all between when it was working fine (no grabbing) and when the problem
> developed.
>
> My first opportunity to pull the wheels off and look at the breaks will be
> this coming Sat. Any suggestions on what I should be looking for ?
> -
________________________________________________________________________________
Subject: | Kolb Information |
Dear Sir:
Kolb Mark 3
Weight of plane with no engine fully enclosed.
Weight for plane with 582 engine.
Has any one put 3 cylinder Geo motor on Mark 3?
If with which plane.
Is there anyone in the central Michigan area we would be interested in
hearing from you.
>From Ron, Bob and Jim
________________________________________________________________________________
Subject: | Re: Re[2]: Kolb 85 FireStar |
From: | ul15rhb(at)juno.com (Ralph H Burlingame) |
Jerry,
You know the last time I checked my burn rate was a few years ago and I
was doing some touch and goes. I had the Culver prop that came with my
kit
(66 x 28) and my rpm's were higher then. Now that I have an Ivo prop, I
should check my burn rate again. The 1.6 gph that some guys are reporting
with the "Dial-a-Jet" does seem to be on the low side, though.
Ralph Burlingame
Original FireStar
On Sun, 22 Mar 98 23:39:41 cst jerryb(at)jmd.ods.com writes:
>2.7 ghp sounds high for a 377, something isn't set up right,carb
>or prop. Are you lugging the engine by over pitching the prop or is
>it turning high rev's.
>
> Jerry
________________________________________________________________________________
From: | Cliff and Carolyn Stripling <striplic(at)dfw.net> |
Subject: | Re: Kolb Information |
Ron,
>Kolb Mark 3
>Weight of plane with no engine fully enclosed.
Here are the engine parts weights as far as I can gather. I think the IVO
weighs 7 lbs. but I am just guessing. Subtract from my total weight and you
will have the weight less the engine.
582 engine stripped 60.4 lbs
2 carbs 4
Exhaust Sys 11.2
Air filters .6
2 Radiators Kit 4.6
B Gear Box 9.9
3 Bld IVO quick adj. prop ???
Total engine weight can differ by choice of gear box, electric start, or
other accessories. My engine is as above.
>Weight for plane with 582 engine (fully enclosed) ready to fly less fuel.
Left wheel 207
Right wheel 205
Tail wheel 66
Total 478 lbs (with full oil tank, gear box oil, water in
radiators & empty fuel tanks)
Again equipment you carry makes a difference. Mine has a ballistic chute
(2nd Chantz overhead soft pack), a small motorcycle battery and an ELT in
addition to the basic instruments and portable radios and intercom.
Later,
--
Cliff & Carolyn Stripling Him: Kolb MKIII - N582CC (39.5 hrs)
(972)247-9821 Dallas Texas Her: Real Estate Broker - Texas
Both: 5th Wheel - RV - Travel
____________________|_____________________
___(+^+)___
(_)
8 8
________________________________________________________________________________
From: | "Scott Olendorf" <olendorf(at)empireone.net> |
Subject: | Piston dome polishing |
What do you guys think about polishing the tops of the pistons to a mirror
finish to cut down on carbon buildup? Will this help prevent it or does the
rough finish cause it to stick on purpose so that it doesn't flake off?
When I decarboned the circular pattern in the tops was getting worn down
anyway so I remembered that JetSki engine guys would polish the domes and
though I would try it. Not too late to scuff it up so let me hear it.
Scott Olendorf
Original Firestar with Rotax 377 (shiny pistons too!!)
Schenectady, NY
________________________________________________________________________________
From: | Timandjan <Timandjan(at)aol.com> |
Subject: | fuel burn Firestar 2 |
My flying buddy also has a Firestar 2 like mine with dual carbs cdi, and we
average 2.5-3 gallons an hour burn. Cruise power for us is 4700-5200 for this
fuel burn. Even when I am increasing the rpm's up more (which I call 5500) and
hot dogging, I still get close to 3 gallons an hour burn.
tim
________________________________________________________________________________
From: | GeoR38 <GeoR38(at)aol.com> |
Subject: | Re: WHAT IS YOUR HOMETOWN? |
<< Subj: Re: WHAT IS YOUR HOMETOWN?
Date: 98-03-22 18:15:08 EST
From: merlepilar(at)worldnet.att.net (merle hargis)
Sender: owner-kolb(at)intrig.com
Reply-to: merlepilar(at)worldnet.att.net
To: joncroke(at)compuserve.com (Jon P. Croke), kolb(at)intrig.com (kolb)
I'm Merle Hargis. I built and fly an Kolb Twinstar. I live in Orlando,
Fl. and fly out of Bob White field at Zellwood, Fl.
----------
From: Jon P. Croke <joncroke(at)compuserve.com>
To: kolb
Subject: WHAT IS YOUR HOMETOWN?
Date: Thursday, March 19, 1998 8:56 PM
I have been reading this list for over 2 years now. My Firestar has been
'stuck' at the 90% completion for most of that time!
I think I have more fun reading this list than finishing the plane!! What
a wealth of knowledge and mix of personalities!
I am deeply indebted for the information and ideas I have received over the
years from all of your comments.
I have one big question, tho, that YOU could help me with. I cant figure
where 75% of the contributord of this list live!
I dont mean I want your address or anything, simply where (what major city)
do you live and fly about?? I was surprised
last year to learn that a couple of contributors were almost in my back
yard (within a few hundred miles anyway) and I
would have never guessed except for a fleeting comment as to their location
in their post ot this list.
I travel all over the country for work and bet I have come close to a
fellow builder.... but have no way of knowing if thats true!!!
If you get the chance, next time you send a note to the list, mention your
geographical location (and if your city is not a
'household' name, list the nearest large city)! Or, just send a note right
now that mentions where you live. (Introduce yourself!)
I bet that more than a few members here will be surprised to find who their
fellow kolb neighbor is!!
Might be a good idea to include a geographical location as part of your
signature by-line.
Anyhow, nice to meet all of you (for the last 2 years, I feel I have heard
from just about everyone here!!!)
My turn:
Jon Croke
Brussels, WI (about 50 mi NE of Green Bay, also known as Door County for
vacationers)
Im an instructor for a specialized computer software product (but am NO
expert on PC's or Intertnet stuff!!!)
Expect to fly the Firestar for the 1st time this spring
Previous Challenger owner (!!!)
>>
I'm George Randolph..GeoR38 the ol' glider pilot, owner of "by George" the
Firestar
I live in Niles, Ohio and Stow and am semiretired as an entrepreneur,
Electrical engineer, singer, teacher of Spanish and Electronics at KU and
love my KOLB!
________________________________________________________________________________
From: | GeoR38 <GeoR38(at)aol.com> |
<< Please include me on the map also. I am George Henderson, Jr. located 10
miles SE of Baton Rouge, Louisiana in Prairieville, La. very close to mile
marker 169 on I-10 in Louisiana. Flying a FireFly.
george(at)eatel.net
John Jung wrote:
> Group,
> Here is my first try at a map of Kolb List Members that have asked to
> be included -> http://www.execpc.com/~jrjung/Kolb_Map.html
> I will update it after I get more requests.
> John Jung
> SE Wisconsin
> - >>
Please include me George Randolph (GeoR38) on the map in Ohio, ! mile East of
Rt 45, just 5 miles north of Warren , Ohio. This is on a small road (yes it is
paved) called Bristolville-Champion Townline Rd. and is a 2100' strip owned
by Harris Hanser, who has the N3 SKy Pup.
________________________________________________________________________________
From: | GeoR38 <GeoR38(at)aol.com> |
Subject: | Re: Streamlined Struts |
<< Since we are geared up to make these
things we wanted to see if there is anyone interested in a set. our cost
will be about 20.00 plus shipping for the foam cores. This will mean that
you will have to pick up the covering material to finish it or we can supply
that too at a minimal cost. >>
Larry, sounds like a great Idea!....I want a set....Please E-mail me with
instructions. GeoR38
________________________________________________________________________________
From: | WVarnes <WVarnes(at)aol.com> |
Subject: | 85 Firestar Performance Error & Dial A Jet |
85 FireStar performance correction
Especially for Ron Carrol,
On my previous posting regarding RPM, I made a typo. Ken and I usually cruise
at 4500 RPM with him leading and me trailing off to the right side and a
little lower. Sometimes I have to turn 5000 RPM (not 5800) to keep up. I
rarely turn more than 5000 RPM except during take off and/or climbing. As I
said before, we tend to run conservatively, which is one reason we are getting
1.6 GPH. Our airspeed range is 50 to 55 MPH. Running at 55 to 60 MPH would
require more RPM's and I don't have any experience running at that setting for
any extended time period.
About the Dial-A-Jet.
Ken and I are both using a single source EGT and CHT. In South Jersey there
is high humidity, even in the winter. From the very beginning my 377 ran
cold, with EGT 800 to 900 F. One problem was that I was using a 66 X 32
propeller and could't even reach 6000 RPM. The engine was overloaded (the
suggested prop for this engine is 66 X 28). I weigh in at 130 lbs so
performance was OK. However, during the first decarbonizing the carbon
buildup was really heavy. Experimented with jetting and had some better
results, but still could'nt turn up over 6000 and still had a lot of carbon
buildup. It was Kens idea to try the Dial-A-Jet. He had good results, so I
also installed one. The DAJ takes fuel from the bottom of the float bowl
(requires drilling and tapping a hole). A small dia. fuel line runs up to the
top of the DAJ, which has an adjustable jet head and a small dia. metal tube
that sticks down into the middle of the carb airstream. This requires either
drilling a hole into the carb bell or thru the air filter just before the carb
bell. On the top of the DAJ there is a 5 position adjuster. The idea is you
can easily adjust the jet before flight, for richer or leaner, depending on
weather conditions, without changing the main jet. My present set-up is:
Main jet was 165, now 145, Needle jet was 2.70, now 2.68 and the needle (with
3 positions) is in the center. Idle jet remains at std. 45. My EGT now
ranges from 1100 to 1175 F. Tried adjusting the DAJ for richer or leaner
conditions during more or less humid days, but found that its usually better
left in the position it was tuned for. We have checked our fuel burn rate
many times and it always averages out to 1.6 GPH. The latest thing I did was
to install a 66 X 30 prop which lets me turn up 6200 RPM, still not the best,
but a good compromise. And although I thought it would change my jetting or
fuel burn rate, it didn't. I guess the engine is just running more efficent.
As most of you probably know, checking the spark plug color is the best way to
keep a watch on the jetting requirements.
Hope this is of some help to you all.
Bill Varnes
Audubon, NJ
________________________________________________________________________________
Subject: | To all Kolb Builders |
From: | mancusl(at)juno.com (Louise M. Mancus) |
I have the 477 engine with single carb and CD1 ignition system with
Dial-A-kJet installed using the 66 x 32 tennessee 2 blade wood prop. I
have changed my setting as noted:
Main jet now 150 was 165
Needle Jet now 2.80 was 2.72
Jet needle now 15k2 - 15k2
Idle Jet now 40 was 45
Cruise is 50-55. IAS at 4500 rpm burning 1.62 gph. We use 93 octane fuel,
Amoco or Citco most of the time. Oil used has been Castrol Super
snowmobile oil. Clean
pistons once a year.
EGT runs between 1150-1200 deg. most of the time. Bill's seems to run
slightly
cooler than mine but his engine is the 377.
NOTES ABOUT EGT READING
be aware that EGT guages are calibrated at 70 deg. F outside degree
temperature.
When the temperature is above 70 deg. you must add this to the reading,
conversly if the temperature is below 70 you must subtract this from the
indicated reading. I have been an Industrial Electrican for 29 years so
I am very familiar with thermocouples, etc.
Bill's 377 has a single carb with DialAJet installed with point ignition.
His plug setting is 0.15 where my CDI ignition plug setting is .018.
Both engines use approximately the same GPH 1.62 as we have verified this
many times. Rate of climb is close to 1000 ft. per minute. I have
flown Bill's plane and he has flown mine.
My rate of climb is slightly greater than his but not much, as I am
heavier than Bill.
We live in Southern New Jersey where the average airport is around 125'
above
sea level.
We all have a great fun flying airplanes thanks to Homer and Dennis and
the whole Kolb factory personnel.
HAPPY LANDINGS TO ALL !!!
Ken and Bill
________________________________________________________________________________
From: | John Jung <jrjung(at)execpc.com> |
Subject: | Re: 85 Firestar Performance Error & Dial A Jet |
Bill,
What was your average fuel comsumption before using Dial-A-Jet? What
size windscreens are you using? I'm still trying to understand the
effect of the variables. I could get down to 2 gph at 4500, but I would
only be going bout 45 mph. My plane comes "off the step" at around 4750.
I think your weight is some of the advantage. You are probably flying
"on the step" at 4500. Are your planes also free of excessive options
and extra paint?
Thanks for sharing the info. I think that many of us have an interest
in extending our range.
John Jung
________________________________________________________________________________
From: | george_eagle(at)webtv.net (George Thompson) |
Subject: | Where do we live |
Good morning Kolbit's
Since you don't have anyone from Arizona, may I be the first? My name
is George Thompson and we fly out of various fields around the Prescott
area( appx. half way between Phonix and Flagstaff). I built and fly a FS
KXP with a 503 SC DUCDI. pulling an Ivo three blade in flight adjustable
prop. About 3 years ago I flew this FS from here to the Kansas Missouri
bouder and back. (close to 2500 miles). It now has 250 hrs . No
problems. I installed the in fligh adjustable mixture control as my
altitude went from 500 feet to 10000 to clear the mountians. I have a
FS ll in the basement 90% done and 90% to go! I founded the local USUA
club #555, a few years ago and now am vice Pres. I would like to hear
from anyone. Put me on the map. George Thompson
________________________________________________________________________________
From: | Ben Ransom <ransom(at)mae.engr.ucdavis.edu> |
Subject: | 85 Firestar Performance Error & Dial A Jet |
More in the FWIW category...
I get ~2.6 GPH in my FS KXP w/ 447. I spend most of my flight time at
4900-5000rpm, which gives me a cruise of about 57mph TAS. Since new, my
engine has always preferred a main jet ~2 sizes richer, that is, about
170 summer, 175 winter. My plugs look about right.
Regarding the DAJ. Sounds like it is not part of the equation here
as Bill says it is left in the position it (the carb/engine) was tuned for.
1.6gph is surprisingly low to me too. A 377 should give proportionally
less fuel burn than a 447, meaning 377/447 less. Being under-propped,
5 mph slower, and lower gross weight all help too, but 1.6 is awfully
good. Pretty nice!
-Ben Ransom
________________________________________________________________________________
From: | Ben Ransom <ransom(at)mae.engr.ucdavis.edu> |
Subject: | engine problems/Quiz? |
If this is a quiz, i don't yet have the answer sheet myself.
I'm still having engine trouble. On Sunday I went flying for
the first time since reporting to you all about my engine
quitting in January. Since then, I have done the following:
- pulled exhaust and checked for scoring ...looks perfect inside.
- plug color fine too
- checked intake side for leaks, all looks normal
- pulled heads and cleaned off carbon from the top. Some of
the cyl head nuts were not at proper torque. This was
surprising as I had rechecked torque only ~20 hours earlier
following a top end check and cleaning. Anyway, i had some
thought/hope that the undertorqued bolts could account for
the engine quitting. As well, having the heads off allowed
a more definite check for cyl wall condition.
- checked idle circuit and idle jets - clear.
- checked float bowl level - normal. I havent' checked fuel
pump (...hmmmmm) but float bowl level is normal just after
the engine quitting so i would think that means fuel flow
is good.
- adjusted idle mixture screw and idle speed to get 1800-2k rpm.
In January my idle was closer to 1k than 2k.
- changed from single EGT to dual EGT, mainly to get the probes
the right distance from the cylinder sleeves, and therefore
more useful readings.
On Sunday I got the same thing as in January. I can fly around with
all conditions normal, but if I drop back to idle it wants to quit.
I can keep it from quitting by hitting the choke, or by touching
the throttle at first to not let rpm settle under 2k. After playing
this for 10 seconds it will stay at idle as long as desired.
Other data:
RPM PTO CHT M.CHT PTO EGT M. EGT
4000 270 260 1190 1200
5000 290 280 1080 1090
6200 sustained 350 320 1100 1100
The only thing there that looks odd to me is the EGT difference
at idle. I'm expecting something either pretty bad along the lines
of pre-seizure, or something simple like changing to a richer idler
jet (now at 45). I'm calling LEAF next, but thought someone here
might have a good idea i've not thought of.
Thanks for playing.
-Ben 'losing affection for 2-strokes' Ransom
PS: Engine is 145 hrs since new. Full cyl and piston removal/cleaning
at 120 hours. All piston, cyls mic'd within tolerence at that time.
Piston needle bearings showed some heat color and I wish I had replaced
them, but thought they didn't look too bad.
________________________________________________________________________________
From: | Christopher John Armstrong <tophera(at)centuryinter.net> |
Subject: | Re: Where do we live |
I am really interseted in the inflight mixture control. How has it been
working for you? Do you also use it for Day to day compensation of temp
pressure humidity ans to optimise fuel burn or primarily as altitude
compensation? ANy and all details would be appreciated.
________________________________________________________________________________
Subject: | Re: engine problems/Quiz? |
From: | rayul(at)juno.com (Raymond L Lujon) |
writes:
>If this is a quiz, i don't yet have the answer sheet myself.
>
>I'm still having engine trouble. On Sunday I went flying for
>the first time since reporting to you all about my engine
>quitting in January.
>
>On Sunday I got the same thing as in January. I can fly around with
>all conditions normal, but if I drop back to idle it wants to quit.
>I can keep it from quitting by hitting the choke, or by touching
>the throttle at first to not let rpm settle under 2k. After playing
>this for 10 seconds it will stay at idle as long as desired
>
Ben.........................I had a situation similar to what you
discribe. I could not get a decent idle without it (447) wanting to
quit. I had a defective choke that would not open or close smoothly .
Since then I have made sure my choke remains open at all times. I never
use my chock. If need be, to start I use the primer. Check your chock, it
could be partially closed when you think it is open.
Ray from Woodbury
________________________________________________________________________________
From: | "rutledge fuller" <rut007(at)hotmail.com> |
Subject: | Re: engine problems/Quiz? |
Ben, I agree. That CHOCK can give a guy one hell of a time.
>Since then I have made sure my choke remains open at all times. I never
>use my chock. If need be, to start I use the primer. Check your chock,
it
>could be partially closed when you think it is open.
>Ray from Woodbury
>
________________________________________________________________________________
From: | Mike Ransom <mlransom(at)ucdavis.edu> |
Subject: | Re: engine problems/Quiz? |
>If this is a quiz, i don't yet have the answer sheet myself.
>
>I'm still having engine trouble. On Sunday I went flying for
...
...
>PS: Engine is 145 hrs since new. Full cyl and piston removal/cleaning
>at 120 hours. All piston, cyls mic'd within tolerence at that time.
>Piston needle bearings showed some heat color and I wish I had replaced
>them, but thought they didn't look too bad.
...
Does anyone know if needle bearing discoloration is normal? I would be
suspicious of that. Just a little extra engine load from something
(bearings, tight pistons, gearbox or other) would explain the engine only
showing symptoms at idle. Reminds me of that guy I helped pull his plane
out of a plowed field who had tightened up his belt drive too
tight--bearings wore out during hour-long flight and engine quit as soon as
he throtled back to descend to airport.
I think that the big difference in EGT at idle is something you should look
into also. Jets are clear right? How 'bout throtle barrel closing all the
way on both?
Bummer. I hate problems like that. Of course, the first question to ask
in this situation is what things were done just prior to problem.
Hopefully that 25 hours since the overhaul work is a good sign that it
wasn't related to opening it up.
Mike Ransom mlransom(at)ucdavis.edu
Programmer/Analyst, Dept of Agronomy & Range Science
University of California, Davis U.S.A.
________________________________________________________________________________
Subject: | Re: 85 Firestar Performance Error & Dial A Jet |
From: | ul15rhb(at)juno.com (Ralph H Burlingame) |
Bill,
Now I see why you are getting the fuel economy that you do. I cruise at
5500rpm all the time with the 377 and have over 370 hours on that engine.
This would be one reason to get a 447, so I could fly more conservatively
(I can't cut down the drag that easy).
Ralph Burlingame
Original FireStar
>85 FireStar performance correction
>
>Especially for Ron Carrol,
>
>On my previous posting regarding RPM, I made a typo. Ken and I
>usually cruise at 4500 RPM with him leading and me trailing off to the
right side >and a little lower. Sometimes I have to turn 5000 RPM (not
5800) to keep
>up. I rarely turn more than 5000 RPM except during take off and/or
climbing.
>As I said before, we tend to run conservatively, which is one reason we
are
>getting 1.6 GPH. Our airspeed range is 50 to 55 MPH. Running at 55 to
60 >MPH would require more RPM's and I don't have any experience running
at that
>setting for any extended time period.
>
>Bill Varnes
>Audubon, NJ
________________________________________________________________________________
From: | "Russell Duffy" <rad(at)pen.net> |
Subject: | Re: engine problems/Quiz? |
>The only thing there that looks odd to me is the EGT difference
>at idle. I'm expecting something either pretty bad along the lines
>of pre-seizure, or something simple like changing to a richer idler
>jet (now at 45). I'm calling LEAF next, but thought someone here
>might have a good idea i've not thought of.
OK, I'll play. My guess will be an air leak in the intake side, after the
throttle slide. It would have to be located in such a place where it would
affect the cylinder with the bad EGT reading more than the other one. To really
go out on a limb, I'll say it's leaking at the intake manifold where it bolts to
the case.
I'm figuring that when you close the throttle, especially from normal cruise
RPM, this should cause the highest suction the intake manifold ever sees.
Steady idle should be the next highest suction. If there's any kind of leak
that shows up at idle, it would be exaggerated on a quick closing of the
throttle.
Disclaimer. I'm an old hot rodder and I don't have any practical experience
troubleshooting 2-cycle engines (yet-knock wood). Fortunately, Ben knows enough
to use the delete key as necessary :-)
Rusty (Mine runs fine- so far) Duffy
________________________________________________________________________________
Subject: | RE: engine problems/Quiz? |
From: | ul15rhb(at)juno.com (Ralph H Burlingame) |
Ben,
I agree with Ray from Woodbury, it may be the choke that is not fully
closed. Do you ever use your choke? If you do, there is a good
possibility this is the problem. I was there at the field that day that
Ray (from Woodbury) had that problem. We even changed out the fuel pump
thinking it was the culprit. The engine would idle for a minute then
slowly quit. He (Ray from Woodbury) discovered it was the choke.
What's the grand prize?
Ralph from Minneapolis
________________________________________________________________________________
From: | "merle hargis" <merlepilar(at)worldnet.att.net> |
Subject: | Re: WHAT IS YOUR HOMETOWN? |
I cut down a Goldwing motorcycle windshield to about 12 inches and it
really works fine. I have a Twinstar with a custom pod.
Merle from Orlando
----------
> From: Dirk4315 <Dirk4315(at)aol.com>
> To: Kolb(at)intrig.com
> Subject: Re: WHAT IS YOUR HOMETOWN?
> Date: Saturday, March 21, 1998 1:33 PM
>
> Hi group,
> I fly a MKIII ( just under 100 hours now with a rotax 912 ) off a
grass/dirt
> strip in the northern Ca. town of Brentwood.
> I just finished building a pair of zeniar amphibious aluminum floats.
They
> are going to be installed soon.
> I have a question for any other MKIII flyers.
> I do not have my windshield on my MKIII I love the open feeling, but the
wind
> is almost unbearable. My question is, does any body have any ideas about
a
> half windshield connected to the pod ??? Iam looking for some ideas.
Thanks
> all !!!
>
> Dirk Davis MKIII
> -
________________________________________________________________________________
Subject: | Re: 85 Firestar Performance Error & Dial A Jet |
From: | mefine1(at)juno.com (Mick Fine) |
writes:
>
> ....Being under-propped,
>5 mph slower, and lower gross weight all help too, but 1.6 is awfully
>good. Pretty nice!
>-Ben Ransom
>-
My Flyer burns between 1.5 and 1.8 GPH. This has always amazed me
considering how "inefficient" the direct drive/2-stroke combination
'should' be. But, you do sacrifice a LOT of performance compared to a 377
FS (or most any other UL designed after 1985 or so).
-Mick Fine
Green Country Ultralight Flyer's Organization (UFO)
Tulsa, Oklahoma
http://angelfire.com/ok/gcufo
mefine1(at)juno.com
________________________________________________________________________________
Subject: | Re: engine problems/Quiz? |
From: | mefine1(at)juno.com (Mick Fine) |
writes:
>If this is a quiz, i don't yet have the answer sheet myself......
Purely a guess on my part but you might try doing a vacuum check to
(hopefully) eliminate the seals. The larger difference between cyls at
idle might be a clue of a leaky PTO seal, this difference might be masked
as RPM and 'inside turbulence' increases then sneak-up to bite when the
throttle is reduced after a longer period of high speed operation.
I may be a little predisposed to blaming seals after breaking the crank
on my C2 last year 'tho! In hindsight, a vacuum check would have saved me
a lot of time and money.
-Mick Fine
Green Country Ultralight Flyer's Organization (UFO)
Tulsa, Oklahoma
http://angelfire.com/ok/gcufo
mefine1(at)juno.com
________________________________________________________________________________
From: | GeoR38 <GeoR38(at)aol.com> |
Subject: | Re: Landing Gear |
<< My frustration is that I work in a Mechanical Engineering department
with a composite lab where I could get help designing and making the
ideal streamlined composite gear legs. Trouble is, my friend who
was good in there graduated, and trying to get anything really going
in there now seems like pushing rope.
Someday! >>
If you ever do come up with something Ben let us know and I want to be one of
your first "customers" as I've already gone through 5 sets (slow learner) and
you must have had some interesting landings on those sand bars too! I
personally do not think steel is the right answer but maybe there is something
a little stronger than the spring aluminum but less "strong" than
steel...............................GeoR38
________________________________________________________________________________
From: | GeoR38 <GeoR38(at)aol.com> |
Subject: | Re: Landing Gear |
<< Third, my old gear legs have been proven through user
testing for close to 2000 on my Firestar and MK III, to get the job done
and keep on doing it.
Again, this is my own personal opinion(s). It works for me.
john hauck
Titus, Alabama (near Montgomery, but not close enough for the city folks to
bother me). >>
John is there any way I could buy a set of gear legs for my Firestar KX made
like you had them made from the guy that made them for you? It sounds like you
did it the "right" way or at least the experimental way and I would be more
than willing to put some money up
front............................GeoR38...(after 5 leg sets)
________________________________________________________________________________
From: | Cliff and Carolyn Stripling <striplic(at)dfw.net> |
To all,
I am one of the dumb and dumber types of 2-cycle engine (or any other engine
really) guys. Comments would be appreiciated if there is a better way or a
better idea...
I run my engine stock (as I received it). I fly from 792 ft and the weather
is relatively mild most of the time (temp and humidity) so I have not
changed any settings or jets. I seem to get by fine summer or winter.
When I fly I monitor my dual EGT's and water temp a lot and my ear is
constantly listening to hear a miss, stumble or other odd noise. Nary a one
so far. I am careful not to climb so long that the temp rises above 175 to
180 or glide to long or steeply (without some power) that the temp lowers to
below 150 or so. When I climb I try to always do it at full power for best
lubrication.
I don't have a thermostat. Rotax didn't suggest it in their op manual when
I purchased the engine Jan/97 and did not supply one so that is the reason I
didn't. I get good cooling in the summer - too good in the winter (I add 2
to 3 wraps of duct tape). I realize the "stat" would get the engine warmer
quicker on start ups, but I warm it up to above 150 before taking off.
I figure my EGT's are not perfect... the settings are such probably because
Rotax purposefully sets it on the rich side, but it seems to be within the
norm. My EGTs at idle are so low they don't register much. At mid range or
especially in a slight glide they can get up to 1100 and at full throttle
around 1000. Both EGT's seem to be pretty equal except at full power and
idle when one is a little higher than the other... say 25 to 50 degrees. I
haven't figured out why exactly.
I get about 3.3 gph burn at low cruise (where I like to fly most) at 5200 -
5300 rpm. With what I consider an unusable fuel of 1.5 to 2 gallons, my
flying radius has been about 60 miles in light winds or 2.2 hours duration.
When I changed the plugs at 25 hours it seemed the rear cylinder was running
richer (the plugs were a little darker than the front but not fouled with
carbon or oily junk). Examining through the exhaust port the cylinders and
walls looked good and the rings seemed to not be stuck. It looked like I
had a little carbon build up on the cylinder heads. 50 engine hours is
coming up pretty soon so I will look again.
I am thinking about using the resistor plugs next time... to see if they
will help lower the noise in my radio. Anything wrong with doing that? I
also am going to for sure change out the "kill switch" wires to shielded
ones. Something that I am worried about doing is shielding the spark plug
wires. I am afraid that somehow I will ground them out. If I should shield
them how to you route the shielding over the wire and under the gromets that
support the plug wires? There does not seem to be any room. Do you slip
the mesh over and around the plug caps or do the caps come apart somehow at
one end or the other? How far down the plug caps do you take the shielding
and how best do you tape (and what kind of tape) it off or fix it in place?
Do you overwrap it along the spark plug wire with tape or something?
Obviously, you solder and ground a wire from the shielding to the engine.
I have the 3 bld IVO prop and apply stainless steel tapes on the cracks
between the blade hubs to let me know (how much) not if there is any
movement. I have had the tapes (not always the same one either) begin to
fail at about 12 hours or so. I retorque the blades about that often, but
have not found the torque values changing any. There must be some play that
cannot be avoidable between the blade hubs. I am sure that the blades are
not exactly at the same pitch (I can't believe that IVO could make each
blade and torque rod that exact anyway) which might agrivate the movement.
It runs very smoothly at all rpms so I don't think I will try to shim the
rods. Maybe I just don't know what smooth is.
I know my main wheels are not balanced. Just after take off they vibrate
the whole plane until they slow down. I have found grabbing the hand brake
for a quick squeeze solves that problem. If I catch it quick enough after
lift off there is no vibration at all.
I plan to copy Rick Libersat's aux fuel tank idea using an electric fuel
pump and switch to transfer fuel from a 6 gal K-Mart plastic passenger seat
tank over to the two main tanks. The plumbing would be from a quick
disconnect at the aux tank through the pump through a Y into both tanks. I
don't want to involve the plumbing of the primary fuel system. I have seen
the tiny electric fuel pumps advertised in the various aviation catalogues.
Does anyone see a problem or safety concern with doing this. My fuel
capacity will go up from about 8 to 14 gallons usuable.
I did not use the bypass tube around the squeeze pump in the primary system
as the Kolb plans suggested. Has anyone actually had or know of a failure
of the squeeze pump that caused blockage of fuel flow and a stalled fuel
starved engine?
Later,
--
Cliff & Carolyn Stripling Him: Kolb MKIII - N582CC (41.1 hrs)
(972)247-9821 Dallas Texas Her: Real Estate Broker - Texas
Both: 5th Wheel - RV - Travel
____________________|_____________________
___(+^+)___
(_)
8 8
________________________________________________________________________________
From: | mefine1(at)juno.com (Mick Fine) |
I have added some new pictures on my webpage. Actually, I started a new
page on "www.tripod.com" (page space is 5mb as opposed to 200kb on
angelfire) but the old link will still get you there, just click the
"more pictures" link from:
www.angelfire.com/ok/froghair/
-Mick Fine
Green Country Ultralight Flyer's Organization (UFO)
Tulsa, Oklahoma
http://angelfire.com/ok/gcufo
mefine1(at)juno.com
________________________________________________________________________________
Subject: | Re: engine problems/Quiz? |
From: | mefine1(at)juno.com (Mick Fine) |
writes:
>
>.... Reminds me of that guy I helped pull his
>plane
>out of a plowed field who had tightened up his belt drive too
>tight--bearings wore out during hour-long flight and engine quit as
>soon as
>he throtled back to descend to airport.
Nearly the exact scenario as my C2. Only differences, I got 2 or 3 hours
after re-tensioning that @#$%& V-belt drive before the crank broke and
luckily, I made the runway.
>....Bummer. I hate problems like that. Of course, the first question
to
>ask
>in this situation is what things were done just prior to problem.
Sounds like a good place to start looking Ben. BTW Mike, don't you have
Ben's extension number, I think its a shame that 2 brothers have to
resort to such an impersonal medium to communicate!
Hey John, put another pin in Davis, CA.
Nice to hear from you Mike! Do you still have the Ultrastar?
-Mick Fine
Green Country Ultralight Flyer's Organization (UFO)
Tulsa, Oklahoma
http://angelfire.com/ok/gcufo
mefine1(at)juno.com
________________________________________________________________________________
From: | Ben Ransom <ransom(at)mae.engr.ucdavis.edu> |
Subject: | Re: engine problems/Quiz? sortof |
On Tue, 24 Mar 1998, Mick Fine wrote:
> Sounds like a good place to start looking Ben. BTW Mike, don't you have
> Ben's extension number, I think its a shame that 2 brothers have to
> resort to such an impersonal medium to communicate!
>
Who is this Mike guy? :-))
Actually we live just a mile apart and work a 1/4 mile apart, but he's
smart enf to know that the best way to really get my attention is to
fling an email that starts with K O L B. :-)
-Ben
________________________________________________________________________________
From: | mefine1(at)juno.com (Mick Fine) |
writes:
>
>...slip the mesh over and around the plug caps or do the caps come apart
>somehow at one end or the other?
Yes, the caps will "un-screw" from the cable. There's a tapered pin
resembling a "wood screw" in the cap that screws into the conductor of
the spark plug wire.
>.... Has anyone actually had or know of a failure
>of the squeeze pump that caused blockage of fuel flow and a stalled
>fuel starved engine?
Yes, awhile back, someone in my club reported that a squeeze bulb started
coming apart internally and a piece of it blocked the fuel line causing
an off-field landing (no damage).
-Mick Fine
Green Country Ultralight Flyer's Organization (UFO)
Tulsa, Oklahoma
http://angelfire.com/ok/gcufo
mefine1(at)juno.com
________________________________________________________________________________
Subject: | Re: Aircraft frequencies for ICOM |
From: | rick106(at)juno.com (RICK M LIBERSAT) |
Larry
comtronics dose have this setup I just bought their dual-com and with
just a flip of a switch you are either on your CB or flip it the other
way and you are on your ICOM
while you are lisenten to the other I am very happy with my duel-com .
Rick
writes:
>For the question of air to air communications with your ICOM - the FAA
>designates 122.75 + 122.85 for air to air and private airport
>communications. I find there's not usually too much traffic on them,
>so
>works pretty good. I fly with G/A aircraft quite a bit and use those.
> I
>also fly with ultralighters at times, and in this area at least
>(Southern
>California) most of them use CB's, so I'm stuck with both. I'm told
>that
>Com-tronics?? has a box that will let you switch between radios
>without
>having to fool with the plugs, and still matches impedances.
>
>-
>
________________________________________________________________________________
From: | Jon Steiger <stei0302(at)cs.fredonia.edu> |
Subject: | Re: Aircraft frequencies for ICOM |
>Larry
>
>comtronics dose have this setup I just bought their dual-com and with
>just a flip of a switch you are either on your CB or flip it the other
>way and you are on your ICOM
>while you are lisenten to the other I am very happy with my duel-com .
>
I have a dual-com as well, and I am also very happy with it. I only
have a single seater, so the intercom aspect of it is overkill for me,
but I bought it for the ability to plug in a music source (tape or cd
player, etc.) and also the ability to use 2 radios at once. You can
only talk on one radio at the same time, but you can monitor both.
(I've only used it with my Icom handheld so far, no need for a CB yet.)
It is in a sturdy metal box. My only gripe with it has to do
with the switch. When I fly my FireFly, I keep the dual-com and a walkman
in one of those "fanny-packs", positioned so that the bag is on my left
hip. (I haven't really found a good place to mount it on the plane.)
Anyway, sometimes when I'm flying, moving around or playing with the walkman
will flip the switch on the dual-com, and if you don't notice, you could
be talking into the wrong radio. (or in my case, no radio at all.)
I'm planning to replace the stock switch with a "locking" one when I
get the chance. (You have to pull up on the switch for it to flip.) Those
locking switches cost about 3/$1.00.
-Jon-
.--- stei0302@cs.fredonia.edu -- http://www.cs.fredonia.edu/~stei0302/ ---.
| DoD# 1038, EAA# 518210, NMA# 117376, USUA# A46209, KotWitDoDFAQ, RP-SEL |
| '96 Dodge Dakota v8 SLT Club Cab, '96 Kolb FireFly 447 (#FF019) |
`-------------------------------------------------------------------------'
I do not speak for the SUNY College at Fredonia; any opinions are my own.
________________________________________________________________________________
From: | Ben Ransom <ransom(at)mae.engr.ucdavis.edu> |
Mick
I just finished some stuff at work and rewarded myself for not ruining
anything (i don't think...) by checking your web page. Great Stuff!!!
I bet that lime green cap is worth more than many airplanes.
-Ben Ransom
On Tue, 24 Mar 1998, Mick Fine wrote:
> I have added some new pictures on my webpage. Actually, I started a new
> page on "www.tripod.com" (page space is 5mb as opposed to 200kb on
> angelfire) but the old link will still get you there, just click the
> "more pictures" link from:
>
> www.angelfire.com/ok/froghair/
>
> -Mick Fine
> Green Country Ultralight Flyer's Organization (UFO)
> Tulsa, Oklahoma
> http://angelfire.com/ok/gcufo
> mefine1(at)juno.com
>
> _____________________________________________________________________
> Get completely free e-mail from Juno at http://www.juno.com
> Or call Juno at (800) 654-JUNO [654-5866]
>
> -
>
Ben Ransom
UCD Mechanical Engineering Dept.
Email: bransom(at)ucdavis.edu
(530) 752-1834 Fax: 752-4158
________________________________________________________________________________
From: | Mark Swihart <mswihart(at)tcsn.net> |
>>Group,
>> Here is my first try at a map of Kolb List Members that have asked to
>>be included -> http://www.execpc.com/~jrjung/Kolb_Map.html
>>I will update it after I get more requests.
>>John Jung
>
Nice Page, John! :)
-Mark-
West Coast Fly-In '98 May 1-3
<http://www.tcsn.net/mswihart/ul/pruaflyin.htm>
TwinStar Page
<http://www.tcsn.net/mswihart/kolb.htm>
Paso Robles Ultralight Association
<http://www.tcsn.net/mswihart/ul/prua.htm>
AOL AIM Screen Name: SwihartMrk
Bradley, California
________________________________________________________________________________
From: | John Jung <jrjung(at)execpc.com> |
Group,
My map of Kolb list builders/flyers is now well past my first try.
http://www.execpc.com/~jrjung/Kolb_Map.html
The response to the map was much better than I expected. Some areas are
so full now that I can't place the names in the same state.
John Jung
Original Firestar 377
Firestar II N6163J
________________________________________________________________________________
From: | "Russell Duffy" <rad(at)pen.net> |
> My map of Kolb list builders/flyers is now well past my first try.
>http://www.execpc.com/~jrjung/Kolb_Map.html
>The response to the map was much better than I expected. Some areas are
>so full now that I can't place the names in the same state.
>John Jung
>Original Firestar 377
>Firestar II N6163J
John,
Looks like you need a bigger map, a smaller font, or a less popular plane :-)
It would be really nice if each name could be a mailto link, but don't ask me
how to do it. Maybe there's a web guru among us that could answer that.
It's a great effort so far. Thanks.
Rusty
________________________________________________________________________________
From: | "Wayland, William C." <wcw2573(at)eagle.sbeach.navy.mil> |
I have a FireFly with 54 hrs on it. Only 5 of which are my time. Live in
Costa Mesa, CA but fly out of Perris, CA which is 40 miles east of
Disneyland ( Anaheim, CA) and just south of March A.F.B.
Chris Wayland
DSN 873-7111
(562) 626-7111
(562) 987-8504 Pager
________________________________________________________________________________
From: | "Jim Gerken GERKEN(at)RCHVMX.VNET.IBM.COM" <GERKEN(at)RCHVMX.VNET.IBM.COM> |
According to John's map, it looks like a ton of Kolbs in MN, WI, and IL.
If there was a good location in southern or SW WI, we could have a heck of a
all-Kolb fly-in this summer. Any ideas?
________________________________________________________________________________
From: | Christopher John Armstrong <tophera(at)centuryinter.net> |
Subject: | Re: engine problems/Quiz? |
Here is a wild guess from somebody who knows nearly nothing about
engines, but I just want to play along and a chance at the big prize. I
think your flooding at idle, not too lean, cause the temp is going down
not up. I bet that when you adjusted the idle you got it so rich that
when your up in altitude even a bit it is enough to rich it to death. A
choke coming on would do this as well, but ray took that one!
Topher
________________________________________________________________________________
From: | "Jeremy Casey" <jrcasey(at)mindspring.com> |
>The response to the map was much better than I expected. Some areas are
>so full now that I can't place the names in the same state
Another thought if you get real bored or something. Since the names are
getting crowded just put a 1,2,3,4,etc. on the map with a list to the side
or below or something of who the numbers represent. Just a thought about the
crowded name problem. Don't want to be accused of too many cooks in the
kitchen or anything like that!!!
Jeremy Casey jrcasey(at)mindspring.com
________________________________________________________________________________
From: | Kim Steiner <steiner(at)spreda.sk.ca> |
Subject: | Mark 111 tail weld failure (problem solved) |
Hi all;
This is just a short note to thank Dennis for his quick and courteous reply
to my original post. I reported a problem with my broken tailpost on my
Mark 111 and received an almost instant reply from Dennis. He replaced the
post with a stronger new one on a warranty basis. The tailpost was mailed
the next day and I received it several days ago. Thanks to everyone who
replied to my original post, I received several personal e-mails and some
replies through the list.
B. Kim Steiner
Saskatchewan, Canada
Reach me by ICQ. My ICQ# is 4551867 or,
* Page me online through my Personal Communication Center:
http://wwp.mirabilis.com/4551867 (go there and try it!) or,
* Send me E-mail Express directly to my computer screen
4551867(at)pager.mirabilis.com
For downloading ICQ at http://www.icq.com/
For adding similar signatures to your e-mail go to:
http://www.icq.com/emailsig.html
Brian "Kim" Steiner
________________________________________________________________________________
From: | Pete Flood <saspmf(at)wnt.sas.com> |
Hey,
Have been following this group for what seems lika a couple of years now and
have sidelined email to a few folks on the list. I just sold my Quicksilver
because my partner wanted out. He'd had a bad expierence a while back,
travels constantly, and had pretty much stopped flying. Anyway, was hopeing
you folks might keep an eye out for any good deals on used Kolbs. I just
checked out John Jung's Firestar, (great web page, nice plane) but it's
still a little out of reach. I realize I may have to wait and build up some
cash but thought I'd at least put my line in the water.
Thanks,
Pete
________________________________________________________________________________
From: | Charles Henry <chhenry(at)plains.nodak.edu> |
Subject: | Re: inflight mixture |
>I am really interseted in the inflight mixture control. How has it been
>working for you? Do you also use it for Day to day compensation of temp
>pressure humidity ans to optimise fuel burn or primarily as altitude
>compensation? ANy and all details would be appreciated.
>
Hi
I have the inflight mixture control and think it is ok. I mounted the
control end by the choke lever. Longer would be nicer but the friction is a
problem, even with the short cable you turn about 1/2 turn before the
friction is overcome and the needle rotates and screws in or out. The hole
for the adjustment cable is in the top of the carburetor cover and is so
close to the throttle cable that I had to shave part of the rubber boot off
to put the inflight adjustment cable in. To seal the cable end they
recommend super glue, I used liquid electrical tape. The control is very
nice when you climb high or when the temperature warms up a lot while
traveling. It only takes about 30 seconds after the change to see the EGT
change, but you can notice the engine run smooter right away. When the air
temperature is in the 50 to 80 category the fuel burn is about 2.1 to 2.3
GPH and when the temp is 0 to 20 the fuel burn rate is 2.3 to 2.6 GPH. I try
to keep the EGT around 1150 and the rpm will be 4800(just looking) to 5200
(Crosscountry) This is with the 447 Rotax and 3 bladed IVO pitched to give
62-6300 on climbout.
The price is a little steep $129 ( I kept the original parts) for what you
get.
A carb cover with an extra hole tapped in the center.
A throttle slide with a tapped hole where the old needle went through,
A Needle with a threaded portion and a cable brazed to it
A housing for the cable
A knob to put on the end of the cable
Note when you move the throttle, the cable and the control knob moves in and
out as the throttle slide moves up and down in the carburetor.
Overall I like it
I sure like the sound of the 1.6 GPH that the Jersey guys get with the Dial
A Jet, I didn't like the Idea of drilling and tapping the carburetor for it
though. But maybe I should have gone that way.
Charles Henry
Hankinson ND
________________________________________________________________________________
From: | "Russell Duffy" <rad(at)pen.net> |
Subject: | Re: engine problems/Quiz? |
>Here is a wild guess from somebody who knows nearly nothing about
>engines, but I just want to play along and a chance at the big prize. I
>think your flooding at idle, not too lean, cause the temp is going down
>not up. I bet that when you adjusted the idle you got it so rich that
>when your up in altitude even a bit it is enough to rich it to death. A
>choke coming on would do this as well, but ray took that one!
In his original post, Ben said that he could keep it from quitting by "hitting
the choke". I took this to mean that he is engaging the choke to keep the
engine from quitting. If the engine were too rich to start with, this surely
wouldn't help. I'm sticking with my way too lean guess. I'm figuring that it's
so lean that the cylinder isn't firing much of the time. This would reduce
EGT's. Has anyone heard what the winner wins :-)
Rusty (I should be flying) Duffy
________________________________________________________________________________
From: | Jacques Goudreault <jgoudrea(at)netrover.com> |
Hi John
There is lot of place left up right of your map.
would you like to put my name up there in Quebec.
I live in Nicolet, little place near the south east
end of the Lac St-Pierre, south of Trois Rivieres(Three Rivers).
I am a long time Kolb fan. I build an Ultrastar in
1983 and put 350 hrs on it, in 1989 I build a Twinstar mk 2
with 445 hrs on it now, half that time on skis.
Happy flying
Jacques
________________________________________________________________________________
From: | Ben Ransom <ransom(at)mae.engr.ucdavis.edu> |
Subject: | Re: engine problems/Quiz? |
On Wed, 25 Mar 1998, Russell Duffy wrote:
> In his original post, Ben said that he could keep it from quitting by "hitting
> the choke". I took this to mean that he is engaging the choke to keep the
> engine from quitting. If the engine were too rich to start with, this surely
> wouldn't help. I'm sticking with my way too lean guess. I'm figuring that it's
> so lean that the cylinder isn't firing much of the time. This would reduce
> EGT's. Has anyone heard what the winner wins :-)
>
> Rusty (I should be flying) Duffy
>
Ben here:
....what Rusty said.
To add my typical verbosity: By "hitting the choke" i meant adding
choke, richening the mix. This gave immediate life to the engine but I
couldn't stay w/ choke on but for a couple seconds, else it would start
to 4-stroke and sputter (glug glug). Getting right off the choke and the
engine would idle, but another momentary tweak on the choke or throttle
was either helpful to the engine, or at a minimum, reassuring to me.
Ben 'is it a glider or an airplane -- decide quick' Ransom
ps ...going with the glider decision allows one to just fly the plane instead
of playing the destracting all-thumbs game with the throttle, choke,
turning base, aaand chewing gum.
pps ...hearing nothing about what the winner wins has striking similarity to
the actual prize. :-)
ppps ...at next opportunity I'll look for air leaks on intake side. So far
my only check on this possibility was just verifying the bolts were
tight.
pppps ...sure have appreciated all your input. OK, thats enf, i know.
________________________________________________________________________________
From: | Wood <wood(at)mail.wincom.net> |
>The response to the map was much better than I expected. Some areas are
>so full now that I can't place the names in the same state.
>John Jung
>Original Firestar 377
I checked out your site.Is there a way you just number the positions and
then have us refer to an index to see who is who?Several Kolbs at one
location could go under one number.
Woody
________________________________________________________________________________
Subject: | Re: engine problems/Quiz? |
From: | mefine1(at)juno.com (Mick Fine) |
writes:
>
> ...hearing nothing about what the winner wins has striking
>similarity to
> the actual prize. :-)
Aw shoot! I thought I'd figured it out from the sound you described,
"psppspppspppps" but no prize - no advice!
-Mick Fine
Green Country Ultralight Flyer's Organization (UFO)
Tulsa, Oklahoma
http://angelfire.com/ok/gcufo
mefine1(at)juno.com
________________________________________________________________________________
From: | T Swartz <Tswartz(at)mail.ptd.net> |
Subject: | Re: engine problems/Quiz? |
Ben Ransom wrote:
>
> If this is a quiz, i don't yet have the answer sheet myself.
>
> I'm still having engine trouble. On Sunday I went flying for
> the first time since reporting to you all about my engine
> quitting in January. Since then, I have done the following:
> - pulled exhaust and checked for scoring ...looks perfect inside.
> - plug color fine too
> - checked intake side for leaks, all looks normal
> - pulled heads and cleaned off carbon from the top. Some of
> the cyl head nuts were not at proper torque. This was
> surprising as I had rechecked torque only ~20 hours earlier
> following a top end check and cleaning. Anyway, i had some
> thought/hope that the undertorqued bolts could account for
> the engine quitting. As well, having the heads off allowed
> a more definite check for cyl wall condition.
> - checked idle circuit and idle jets - clear.
> - checked float bowl level - normal. I havent' checked fuel
> pump (...hmmmmm) but float bowl level is normal just after
> the engine quitting so i would think that means fuel flow
> is good.
> - adjusted idle mixture screw and idle speed to get 1800-2k rpm.
> In January my idle was closer to 1k than 2k.
> - changed from single EGT to dual EGT, mainly to get the probes
> the right distance from the cylinder sleeves, and therefore
> more useful readings.
>
> On Sunday I got the same thing as in January. I can fly around with
> all conditions normal, but if I drop back to idle it wants to quit.
> I can keep it from quitting by hitting the choke, or by touching
> the throttle at first to not let rpm settle under 2k. After playing
> this for 10 seconds it will stay at idle as long as desired.
>
> Other data:
> RPM PTO CHT M.CHT PTO EGT M. EGT
> 4000 270 260 1190 1200
> 5000 290 280 1080 1090
> 6200 sustained 350 320 1100 1100
>
> The only thing there that looks odd to me is the EGT difference
> at idle. I'm expecting something either pretty bad along the lines
> of pre-seizure, or something simple like changing to a richer idler
> jet (now at 45). I'm calling LEAF next, but thought someone here
> might have a good idea i've not thought of.
>
> Thanks for playing.
> -Ben 'losing affection for 2-strokes' Ransom
>
> PS: Engine is 145 hrs since new. Full cyl and piston removal/cleaning
> at 120 hours. All piston, cyls mic'd within tolerence at that time.
> Piston needle bearings showed some heat color and I wish I had replaced
> them, but thought they didn't look too bad.
>
> -
Ben
My first thought was also an intake leak between carb and engine and I
would look first at the cylinder with the highest EGT at idle since high
EGT is an indication of a lean mixture. It appears to be lean since
adding choke improves the condition. But the part that doesn't fit is
the fact that it runs ok after 10 sec which would that indicate the
intake leak went away also. Second, check for water in the fuel
system. You have probably already check this but it wasn't mentioned in
the list above. I'm not sure where the idle circut draws its fuel in
your carb but maybe while flying water settles in the circut somewhere.
When you go to idle, you get the water, engine runs rough, adding choke
pulls the water through and then you idle normally. There is a product
that is safe to add to the gas in two cycle engines to remove small
amounts of water from the fuel system. Third but not likely, engine is
close to seizure. Adding choke richens mixture which cools engine which
then runs normally. This doesn't seem like a likely scenario at idle
but could happen at high power settings.
Thats my guess.
When do we get the answer?
Terry
________________________________________________________________________________
From: | WVarnes <WVarnes(at)aol.com> |
Subject: | Firestar GPH/Dial-A-Jet |
John Jung & others,
Gee Ollie, what have I got myself into now? It seems that for every answer I
give, there's another question.
Re. my 377 that is getting 1.6 gph average. The question was: What was my GPH
before I installed the Dial-A-Jet. Unfortunately, I don't know.
I was new at this flying business and for the first 30 hours was more
interested in learning to fly the thing and stayed close to the airport. My
best friend and flying buddy, Ken Mancus, is my mentor and basically I just
followed him around, not really watching the fuel burn. We did go on a couple
of long flights (about 1 hour each way) but I took along an extra 1.5 gal. can
of fuel as baggage and refueled before returning. After installing the DAJ
and going on longer flights I started measuring the fuel burn to be sure I
could return. Wish I would have checked it previously, but didn't, so have no
answer.
Also, on painting, I followed Kolbs instructions and used only two coats of
color with UV additive over the polybrush clear dope (no silver). I was
advised to keep it light. And I have a 3/4 enclosure of my own making, which
is very clean. No hinges, the lexan just bends to open and I can still put my
arm outside to wave to the pretty girls as I fly down the beach at Wildwood,
NJ (now I suppose I'll have to answer questions about that).
Bill Varnes Audubon, NJ
________________________________________________________________________________
by PM01SM.PMM.MCI.NET (PMDF V5.1-10 #27033)
From: | Larry Bourne <BigLar(at)MCI2000.com> |
Subject: | Dennis - Engine Mounts. |
Hi Dennis. Recently Rick Neilsen mentioned that you have engine mounts
for VW made up. I'd sure like to see specs and pics of it or even the real
thing, if you don't mind them going back and forth. I've got a mount
mocked up, but I'd really like to see the Pro's ideas. For mock-ups I
went to the local recycle yard and got scrap Al at $1.50 /lb. in the
appropriate sizes. Even found a large (2ft X 3ft X 1/8") piece of 6061T6,
but since I don't know its' history, I don't think I want to trust it for
anything structural. Thanks a lot, talk to you soon.
________________________________________________________________________________
From: | george_eagle(at)webtv.net (George Thompson) |
Subject: | Re: Firestar GPH/Dial-A-Jet |
I hope you don't mind another question! I am building a SF l l
and making an enclouser for it. I have always used a piano hinge for
the door but if that can be done away with,, so much the better. I
did'nt think Lexan would bend that far or hold up with extended use
(bending). I plan to make a full enclouser. Any help you can forward
would be appreciated, Even tho We don't have girls to wave at!! I have
a roll of Lexan on hand now. Blue Skys. George Eagle
________________________________________________________________________________
From: | Christopher John Armstrong <tophera(at)centuryinter.net> |
Subject: | Re: inflight mixture |
I'm amazed by the dial-a-jets fuel burn improvement capability. I am
trying to find ways to build in better crosscountry capability and that
would sure help. Does the manufacture make a claim or explination for
the improvement? Does spraying the fuel into the middle of the carb
with a tube work that much better then what the original carb
manufacturer designed? If so are these carbs simply not designed very
well? Has anybody flown with an Ellison throttle body on a 503? If so
what kind of burn rate does that give you. There was a Firestar with
447 flown into Oshkosh a while back that had a hydraulic constant speed
Ivo prop uint on it, by Linus gugglesberg(sp) of Essig MN. Anybody ever
heard about him or if that worked well?
Chris, wishing there was an affordable 50 horse 100 pound 4-stroke
engine available, Armstrong
________________________________________________________________________________
From: | john hauck <hawk36(at)mindspring.com> |
Subject: | Re: Firestar GPH/Dial-A-Jet |
>did'nt think Lexan would bend that far or hold up with extended use
George Eagle:
We have put lexan (and its copies) in sheet metal break and bent sharp 90
degree angles with no problem (cold). Don't even think about doing that
with acrylic (Itried to use it for FS windshield and it came apart in the
air, 2d flt). Be careful around fuel and lexan, a drop will ruin your day
and your lexan.
john hauck
________________________________________________________________________________
From: | John Jung <jrjung(at)execpc.com> |
Subject: | Re: inflight mixture |
Chris,
I believe that the real answers came in a little at a time. Here is
my understanding of the dial-a-jet. There is NO demonstrated fuel
savings. The REAL savings are in keeping weight and rpms down, using a
3/4 enclosure, and being jetted to run in the 1140 to 1180 egt range. My
original 377 Firestar, with short enclosure, can burn 2 gph at 4500 and
I weigh 40 pounds more and my plane has at least twice as much paint. I
run my neddle one notch higher (leaner) than stock. I also avoid
decending at cruise throttle settings. Doing so could result in egt's
that exceed 1200.
John Jung
>
>Christopher John Armstrong wrote:
>
> I'm amazed by the dial-a-jets fuel burn improvement capability.
snip
________________________________________________________________________________
From: | "Wood, John T." <woodjt(at)spawar.navy.mil> |
Hi John;
Looks like the southwest coast could use some more representation. I
live in Spring Valley, CA, county of San Diego. Great idea on the map.
John Wood FSII(building)
woodjt(at)spawar.navy.mil
-----Original Message-----
From: John Jung [SMTP:jrjung(at)execpc.com]
Sent: Saturday, March 21, 1998 8:14 AM
To: Kolb(at)intrig.com
Subject: Map
Group,
Here is my first try at a map of Kolb List Members that have
asked to
be included -> http://www.execpc.com/~jrjung/Kolb_Map.html
I will update it after I get more requests.
John Jung
SE Wisconsin
-
________________________________________________________________________________
From: | Ben Ransom <ransom(at)mae.engr.ucdavis.edu> |
On Thu, 26 Mar 1998, john hauck wrote:
> We have put lexan (and its copies) in sheet metal break and bent sharp 90
> degree angles with no problem (cold). Don't even think about doing that
> with acrylic (Itried to use it for FS windshield and it came apart in the
> air, 2d flt). Be careful around fuel and lexan, a drop will ruin your day
> and your lexan.
> john hauck
>
Oldtimers to the list will know that lexan is a subject near and dear
to me. :-)
I have not had bad results with fuel on lexan. I use a lexan center
wing gap seal and I have a hole cut in it for access to my fuel tank.
I usually spill some and it goes onto the lexan and it doesn't seem to
bother it much, if any. I've let this piece of lexan get messy and
scratched cuz I don't look thru it, but I don't think the messy looks
are from fuel. There is a "scratch-proof" coated varity of lexan (and
its copies) -- maybe this is sensitive to fuel. I dunno.
As for making windscreens, I had made a short screen (like orig FS) once.
Instead of putting a hinge in it I just attached it at about 10 and
2 o'clock positions on the nose-pod. Then, when undoing the starboard
side latch it just flexed straight to the tangent at 2 o'clock allowing
easy entry/exit. That worked fine. However, I pulled the whole thing off
after only one try as it did not give enf wind deflection over my head.
I moved back to my original KXP skinny windscreen and made side panels
(which are great).
John, I didn't know lexan (generically called polycarbonate) could be cold
formed. Maybe I'll try that in making another one someday. What would
really be good if somebody found a good way to bond two pieces of lexan
together, no not even if the pieces are scuffed. For now, it seems the
epoxies and glues on this are not much good and we need to use rivets.
- Ben Ransom
________________________________________________________________________________
Subject: | Re: inflight mixture |
From: | rayul(at)juno.com (Raymond L Lujon) |
>Chris,
> I believe that the real answers came in a little at a time. Here is
>my understanding of the dial-a-jet. There is NO demonstrated fuel
>savings. The REAL savings are in keeping weight and rpms down, using a
>3/4 enclosure, and being jetted to run in the 1140 to 1180 egt range.
John...................Your assessment I beleive sums it up very well.
There is no such thing as a free lunch. Ray
>
________________________________________________________________________________
From: | T Swartz <Tswartz(at)mail.ptd.net> |
>
> John, I didn't know lexan (generically called polycarbonate) could be cold
> formed. Maybe I'll try that in making another one someday. What would
> really be good if somebody found a good way to bond two pieces of lexan
> together, no not even if the pieces are scuffed. For now, it seems the
> epoxies and glues on this are not much good and we need to use rivets.
>
> - Ben Ransom
>
> -
Ben
I can confirm putting lexan in a break and making a 90 degree bend when
cold. I have also spilled a little gas on some and could see no
damage. There must be some way to bond the stuff because I have seen
podiums made entirely from lexan. No pop rivets in the podium I saw.
Terry
________________________________________________________________________________
Subject: | Re: Firestar GPH/Dial-A-Jet |
From: | ul15rhb(at)juno.com (Ralph H Burlingame) |
> I can still put my arm outside to wave to the pretty girls as I fly
down the >beach at Wildwood, NJ (now I suppose I'll have to answer
questions about >that).
>
>Bill Varnes Audubon, NJ
>-
Flying down the beach and waving at the pretty girls? I'll bet your
"burn-rate" really goes up when you do that!
Ralph Burlingame
Original FireStar
________________________________________________________________________________
Subject: | Different Strokes |
From: | rayul(at)juno.com (Raymond L Lujon) |
The discussion regarding Dial a Jet and the in flight adjustable Bing
Carb Retrofit reminded me of an article I read recently regarding the
newly developed fuel injected 2-cycle. The traditional 2-cycle gets its
air-fuel mixture through the transfer port, opposite the exhaust port at
the bottom of the down stroke. The problem is that since the exhaust port
is open at the same time as the transfer port, some unburned fuel escapes
out the exhaust. Whats new is that the electronically controlled injector
forces fuel vapor and air into the cylinder at the top of the up stroke
just prior to ignition. Unburned fuel can't escape because the exhaust
port is covered during fuel injection. The transfer port will remain but
it will only draw in air during the up stroke. Benefits are a
significant fuel savings, much less pollution and less noise. OMC
(Outboard Motor Corp.) and Mercury Marine have major marketing campaigns
in place for this Spring's buying season. There is a real effort by both
companies to continue the 2-cycle engine rather than switch to the more
complex, bigger and heavier 4-cycle engines. The first vehicles to
utilize the new fuel injected technology will be water scooters. Can
ultralights be far behind? Ray from Woodbury
________________________________________________________________________________
From: | rick106(at)juno.com (RICK M LIBERSAT) |
Ben
On the lexan , are you sure that you have LEXAN and not some other
type of plastic ?
the reason that I ask is that on my M III I have gone through 3 set's
of doors as well as the rear windows all cause I got just a little bit
of gas on them! one time the gas just totally spider web the entire
window. .wish I could get the kind that you have
if you could tell me what kind you have I would like to try it out next
time mine goes bad.
Rick
writes:
>On Thu, 26 Mar 1998, john hauck wrote:
>> We have put lexan (and its copies) in sheet metal break and bent
>sharp 90
>> degree angles with no problem (cold). Don't even think about doing
>that
>> with acrylic (Itried to use it for FS windshield and it came apart
>in the
>> air, 2d flt). Be careful around fuel and lexan, a drop will ruin
>your day
>> and your lexan.
>> john hauck
>>
>Oldtimers to the list will know that lexan is a subject near and dear
>to me. :-)
>
>I have not had bad results with fuel on lexan. I use a lexan center
>wing gap seal and I have a hole cut in it for access to my fuel tank.
>I usually spill some and it goes onto the lexan and it doesn't seem to
>bother it much, if any. I've let this piece of lexan get messy and
>scratched cuz I don't look thru it, but I don't think the messy looks
>are from fuel. There is a "scratch-proof" coated varity of lexan (and
>its copies) -- maybe this is sensitive to fuel. I dunno.
>
>As for making windscreens, I had made a short screen (like orig FS)
>once.
>Instead of putting a hinge in it I just attached it at about 10 and
>2 o'clock positions on the nose-pod. Then, when undoing the starboard
>side latch it just flexed straight to the tangent at 2 o'clock
>allowing
>easy entry/exit. That worked fine. However, I pulled the whole thing
>off
>after only one try as it did not give enf wind deflection over my
>head.
>I moved back to my original KXP skinny windscreen and made side panels
>(which are great).
>
>John, I didn't know lexan (generically called polycarbonate) could be
>cold
>formed. Maybe I'll try that in making another one someday. What
>would
>really be good if somebody found a good way to bond two pieces of
>lexan
>together, no not even if the pieces are scuffed. For now, it seems
>the
>epoxies and glues on this are not much good and we need to use rivets.
>
>- Ben Ransom
>
>
>-
>
________________________________________________________________________________
From: | T Swartz <Tswartz(at)mail.ptd.net> |
RICK M LIBERSAT wrote:
>
> Ben
>
> On the lexan , are you sure that you have LEXAN and not some other
> type of plastic ?
> the reason that I ask is that on my M III I have gone through 3 set's
> of doors as well as the rear windows all cause I got just a little bit
> of gas on them! one time the gas just totally spider web the entire
> window. .wish I could get the kind that you have
> if you could tell me what kind you have I would like to try it out next
> time mine goes bad.
>
> Rick
Rick
Sorry, I'm not Ben, but the stuff I used to enclose the sides and back
of my MK III for winter flying was 1/16" Polycarbonate sheet, brand name
of HYZOD. You can bend it without breaking and I have spilled gas with
no damage. Maybe the difference is the gas. So far I have used Citgo
and Getty.
Terry
________________________________________________________________________________
From: | John Jung <jrjung(at)execpc.com> |
Group,
The map now has a new feature. If you click on a name of a person
that has a web page, it takes you there. I'm having fun learning this
html stuff. Next I want to have the type of plane appear in a box when
the curser is placed over a name. I just have to figure out how.
http://www.execpc.com/~jrjung/Kolb_Map.html
John Jung
SE Wisconsin
Firestar II N6163J
Original Firestar
________________________________________________________________________________
From: | Russell Savage <rsavage(at)freenet.columbus.oh.us> |
Kolb Friends,
Does anyone know of a Kolb that is being built in the centeral Ohio area?
I would like to see one in the building process.
Russ Savage
Columbus,Ohio
rsavage(at)freenet.columbus.oh.us
________________________________________________________________________________
From: | matt nisbet <mnisbet(at)prairienet.com> |
I have a firestar in N. central IL 20 miles s. of Dekalb.
matt nisbet
________________________________________________________________________________
From: | "Jim Baker" <jlbaker(at)telepath.com> |
> On the lexan , are you sure that you have LEXAN and not some other
> type of plastic ?
> the reason that I ask is that on my M III I have gone through 3 set's
> of doors as well as the rear windows all cause I got just a little bit
> of gas on them! one time the gas just totally spider web the entire
> window. .wish I could get the kind that you have
> if you could tell me what kind you have I would like to try it out next
> time mine goes bad.
>
> Rick
http://www.simport.com/chem_res.htm
http://www.dsmsheffield.com/sheffield/index.html
http://www.ge.com/plastics/gp4.htm
and
http://www.ge.com/plastics/lexan/data/ledata.htm
This last one will show you that Lexan isn't a monolith...there are
lots of flavors.....
JB
________________________________________________________________________________
From: | "Jim Baker" <jlbaker(at)telepath.com> |
> was 1/16" Polycarbonate sheet, brand name
> of HYZOD. You can bend it without breaking and I have spilled gas with
> no damage. Maybe the difference is the gas. So far I have used Citgo
> and Getty.
It's not impervious. Hyzod is Sheffield's answer to Lexan. There
are different coatings available for Hyzod which may make a
difference but I've not found the data sheets to support that
assumption.
JB
________________________________________________________________________________
by PM01SM.PMM.MCI.NET (PMDF V5.1-10 #27033)
From: | Larry Bourne <BigLar(at)MCI2000.com> |
Subject: | DL Souder-engine mounts. |
Hi Dennis: I've got several avenues of thought on this. In a long ago
phone conversation, you expressed a concern about handling qualities with
the heavier engine. I'm very sure that you're right when comparing it to a
light version. However I'm used to Cessna 172's, and I very much HOPE that
my heavy MK III will fly circles around those. Also, I have several dune
buggy drivers with their tongues hanging out for my engine. If I'm
wrong, it'll be easy to sell. I bought the re-drive from Aero Kinetics in
Yelm, Wa., and he assures me that it'll be simple to re-configure for
another type of engine, if necessary. My plane is being built more for
long distance, and hopefully will be a little more stable. I'm not real
comfortable with 2 strokes. The redrive came as a semi-kit, and all
together cost under 1800.00, and is a chain drive, similar to Geschwenders
units. Engine will be around 2500.00. Has forged,. counterweighted
crank, 2110 cc, Swag fuel injection, crank-fired ignition, CB #044 heads,
Great Plains case. It's become a lot of fun sourcing parts, and I have
quite a few people scratching their heads for me, and following progress.
I do tend to run on, but I will keep you posted on progress. Redrive is
complete, ready to mount, and engine is in progress.
________________________________________________________________________________
From: | "Russell Duffy" <rad(at)pen.net> |
>Oldtimers to the list will know that lexan is a subject near and dear
>to me. :-)
Familiar like a kick in the groin :-)
>I have not had bad results with fuel on lexan. I use a lexan center
>wing gap seal and I have a hole cut in it for access to my fuel tank.
>I usually spill some and it goes onto the lexan and it doesn't seem to
>bother it much, if any. I've let this piece of lexan get messy and
I used the Hyzod (sp?) material that came with the kit for all the "lexan" on
the SlingShot. One day I splashed fuel on the side window, and within about a
tenth of a second, the window was gone. It shattered out from the point where
the gas hit it, then literally fell out in pieces. If it hadn't pissed me off
so much, I would have been fun to watch. I use Shell Premium fuel if that tells
anyone anything.
Fuel additives can make a big difference. In a previous life, I was a car
fanatic and restored a 65 Corvette before building a Cobra replica. On both of
these cars, I used plastic splitters for fuel at the carb, and I always bought
fuel at the same station. One day I drove the Cobra to the hospital (fun to
make the doctors drool for a change) and smelled a strong fuel odor. When I
opened the hood, I found that the plastic splitter had dissolved and fuel was
spraying on the hot (still running) engine. I had just filled the tank the day
before, and the station that I used had just started running ads about some new
super additive they had. At least it wasn't false advertising. I had to call
the guy who bought my Vette to tell him to get those plastic fittings off there
ASAP. (We now return to our regularly scheduled hobby)
Rusty
________________________________________________________________________________
by PM01SM.PMM.MCI.NET (PMDF V5.1-10 #27033)
From: | Larry Bourne <BigLar(at)MCI2000.com> |
Sorry Jason, I'm still not too used to this thing. Wasn't quite sure what
I had going there, but it now looks like I sent you the same message 3
times. Oh well.
________________________________________________________________________________
From: | "W.B.Whitehead,Jr." <behead(at)linknet.net> |
HELLO
MY NAME IS BENNY WHITEHEAD.I LIVE IN SLAUGHTER,LA.ITS ABOUT 10 MILES NORTH
OF BATON ROUGE.I FLY A 96 FIRESTAR II AND A 98 TITAN TORNADO II.
________________________________________________________________________________
From: | GeoR38 <GeoR38(at)aol.com> |
Subject: | Re: Firestar GPH/Dial-A-Jet |
<< George Eagle:
We have put lexan (and its copies) in sheet metal break and bent sharp 90
degree angles with no problem (cold). Don't even think about doing that
with acrylic (Itried to use it for FS windshield and it came apart in the
air, 2d flt). Be careful around fuel and lexan, a drop will ruin your day
and your lexan.
john hauck >> Folks, it sounds like you are talking about what is commonly
referred to in the plastics industry as a "living hinge".....in Lexan?
Sounds like a major deal to me!!......................GeoR38 the Twilly
man!..(my aerotoy invention)
________________________________________________________________________________
From: | george_eagle(at)webtv.net (George Thompson) |
Thanks to all for information on the Lexan door without hinges. I will
give that a try. As to gas spilled on it. I have spilled a little on my
old FS and it made it in to a frosted finish that you couldn't see thru.
It has never even cracked after 5 years. George Thompson
Blue Skys and Tail Winds
________________________________________________________________________________
Subject: | Re: Different Strokes |
Ray
This sounds like the 2 stroke diesel engine that some car makers are
thinking about.
Ron
>The discussion regarding Dial a Jet and the in flight adjustable Bing
>Carb Retrofit reminded me of an article I read recently regarding the
>newly developed fuel injected 2-cycle. The traditional 2-cycle gets its
>air-fuel mixture through the transfer port, opposite the exhaust port at
>the bottom of the down stroke. The problem is that since the exhaust port
>is open at the same time as the transfer port, some unburned fuel escapes
>out the exhaust. Whats new is that the electronically controlled injector
> forces fuel vapor and air into the cylinder at the top of the up stroke
>just prior to ignition. Unburned fuel can't escape because the exhaust
>port is covered during fuel injection. The transfer port will remain but
>it will only draw in air during the up stroke. Benefits are a
>significant fuel savings, much less pollution and less noise. OMC
>(Outboard Motor Corp.) and Mercury Marine have major marketing campaigns
>in place for this Spring's buying season. There is a real effort by both
>companies to continue the 2-cycle engine rather than switch to the more
>complex, bigger and heavier 4-cycle engines. The first vehicles to
>utilize the new fuel injected technology will be water scooters. Can
>ultralights be far behind? Ray from Woodbury
>
>_____________________________________________________________________
>Get completely free e-mail from Juno at http://www.juno.com
>Or call Juno at (800) 654-JUNO [654-5866]
>
>-
>
________________________________________________________________________________
From: | "Jim Gerken GERKEN(at)RCHVMX.VNET.IBM.COM" <GERKEN(at)RCHVMX.VNET.IBM.COM> |
I purchased two Mike Arnold Videos, "Moldless low drag wheel pants" and
"Making fiberglass molds". They are pretty good. Well made, easy to follow
thru most of the information, and copied OK (some degradation is present in
a few scenes, but I can still tell what is going on). The mold process looks
like WAY too much work to go thru, unless you are selling copies of a creation.
But the Moldless method looks fun and easy. Mike shows you how to determine
the shape, carve the foam, layup the glass, reinforce, and finish thru paint.
I have just a little 'glass experience, but after watching the tape I feel I
can make a set of wheel pants that fit and work well. I will soon find out,
I will begin this weekend (if Aircraft Spruce and UPS came thru today).
If I can master this new skill, next winter's project will be a new gap seal.
The requirements list for the new MKiii gap seal so far is:
-it must allow folding/unfold of wings while gap seal stays attached to cage.
-it must reduce/eliminate the interference drag of the windshield to wing.
-it must blend into a fairing for the front of the engine.
-it should provide storage (light stuff like jackets).
-it must be more durable than the current design.
-it must weigh equal/less than current design, not including engine fairing.
We'll see...
jim
________________________________________________________________________________
From: | "Jim Baker" <jlbaker(at)telepath.com> |
Subject: | Re: Different Strokes |
> Ray
>
> This sounds like the 2 stroke diesel engine that some car makers are
> thinking about.
> Ron
>
> reminded me of an article I read recently regarding the
> >newly developed fuel injected 2-cycle.
Nope.
http://www.public-investor.com/Orbital.htm
http://www.orbeng.com.au/
(look under "Profile" of above link)
http://www.bimota.it/home.htm
(look for the 500V-Due model above)
These are the technologies coming down the road. Also notice that
OMC and Bombardier are technology partners with Orbital....hmmmmmm.
Jim Baker
Pres, USUA Club 104
Frontier Ultralight Aviators
________________________________________________________________________________
From: | Richard Pike <rpike(at)preferred.com> |
Subject: | Re: Arnold Videos |
The requirements list for the new MKiii gap seal so far is:
-it must allow folding/unfold of wings while gap seal stays attached to cage.
-it must reduce/eliminate the interference drag of the windshield to wing.
-it must blend into a fairing for the front of the engine.
-it should provide storage (light stuff like jackets).
-it must be more durable than the current design.
-it must weigh equal/less than current design, not including engine fairing.
We'll see...
jim
If my gap seal turns out ok, it will meet several of your
requirements. It is a 12.5 gallon gas tank. It feeds a 2.5 gallon tank
behind the passenger seat, and the area where the original tanks went is now
luggage space. Should know the results in another couple months. Will keep
everybody posted.
Richard Pike
MKIII N420P (42oldpoops)
________________________________________________________________________________
From: | Frank_R_Reynen(at)notes.seagate.com |
Subject: | Re: Different Strokes |
I like this!
What crankcase lubrication scheme is used ; oil injection as in the 582 or
dry sump as used in the 912
Frank Reynen
Ray
This sounds like the 2 stroke diesel engine that some car makers are
thinking about.
Ron
>The discussion regarding Dial a Jet and the in flight adjustable Bing
>Carb Retrofit reminded me of an article I read recently regarding the
>newly developed fuel injected 2-cycle. The traditional 2-cycle gets its
>air-fuel mixture through the transfer port, opposite the exhaust port at
>the bottom of the down stroke. The problem is that since the exhaust port
>is open at the same time as the transfer port, some unburned fuel escapes
>out the exhaust. Whats new is that the electronically controlled injector
> forces fuel vapor and air into the cylinder at the top of the up stroke
>just prior to ignition. Unburned fuel can't escape because the exhaust
>port is covered during fuel injection. The transfer port will remain but
>it will only draw in air during the up stroke. Benefits are a
>significant fuel savings, much less pollution and less noise. OMC
>(Outboard Motor Corp.) and Mercury Marine have major marketing campaigns
>in place for this Spring's buying season. There is a real effort by both
>companies to continue the 2-cycle engine rather than switch to the more
>complex, bigger and heavier 4-cycle engines. The first vehicles to
>utilize the new fuel injected technology will be water scooters. Can
>ultralights be far behind? Ray from Woodbury
>
>_____________________________________________________________________
>Get completely free e-mail from Juno at http://www.juno.com
>Or call Juno at (800) 654-JUNO [654-5866]
>
>-
>
________________________________________________________________________________
From: | "Jim Baker" <jlbaker(at)telepath.com> |
http://web1.mitsubishi-motors.co.jp/inter/technology/GDI/page1.html
JB
________________________________________________________________________________
From: | Scott Bentley <Scott.Bentley(at)Bentley.Com> |
Subject: | Bending Lexan Cold |
I did this more than 90 degrees for my compass bracket without
any apparent ill effects.
See http://members.aol.com/mykolbmk3/drctfnd.jpg
________________________________________________________________________________
Subject: | Re: Arnold Videos |
Boy am I interested in your project.
I made canoes a bunch of years ago in female molds and currently use vacuum
techniques for repair activities. I will be molding an instrument panel
for my Mark III this weekend ( if all goes well).
The gap seal seemed to be less than all it could be and your specifications
are right on target. I would include consideration for a parachute (VLS)
in the specifications. I am interested in your solutions to drag reduction
and wing / cage contouring while not compromising the wing folding.
Ron
> I purchased two Mike Arnold Videos, "Moldless low drag wheel pants" and
>"Making fiberglass molds". They are pretty good. Well made, easy to follow
>thru most of the information, and copied OK (some degradation is present in
>a few scenes, but I can still tell what is going on). The mold process looks
>like WAY too much work to go thru, unless you are selling copies of a
creation.
>But the Moldless method looks fun and easy. Mike shows you how to determine
>the shape, carve the foam, layup the glass, reinforce, and finish thru paint.
>I have just a little 'glass experience, but after watching the tape I feel I
>can make a set of wheel pants that fit and work well. I will soon find out,
>I will begin this weekend (if Aircraft Spruce and UPS came thru today).
> If I can master this new skill, next winter's project will be a new gap
seal.
>
>The requirements list for the new MKiii gap seal so far is:
> -it must allow folding/unfold of wings while gap seal stays attached to
cage.
> -it must reduce/eliminate the interference drag of the windshield to wing.
> -it must blend into a fairing for the front of the engine.
> -it should provide storage (light stuff like jackets).
> -it must be more durable than the current design.
> -it must weigh equal/less than current design, not including engine fairing.
>
> We'll see...
>jim
>-
>
________________________________________________________________________________
From: | Ben Ransom <ransom(at)mae.engr.ucdavis.edu> |
Subject: | Re: glass and tanks (was Arnold) |
On Fri, 27 Mar 1998, Richard Pike wrote:
> If my gap seal turns out ok, it will meet several of your
> requirements. It is a 12.5 gallon gas tank. It feeds a 2.5 gallon tank
> behind the passenger seat, and the area where the original tanks went is now
> luggage space. Should know the results in another couple months. Will keep
> everybody posted.
>
> Richard Pike
> MKIII N420P (42oldpoops)
>
Richard,
Especially since I vaguely remember that you are an EAA technical
counseler (right?), I'm curious on your thoughts about gas tank
location wrt crash protection. Mounting 12.5 gals right over your
head and feeding it into a 2.5 gal tank behind your lucky passenger
sounds a little brazen (depending on who the passenger is of course).
I've got my standard tank sitting right on top of my BRS rocket and
I theorize it is really unlikely that I'd pull the chute *and* have
a gas leak in the same incident/accident.
As for making tanks out of composites, it is a little bit of a wake-up
call to look at the "drop-test" description on the standard plastic
(poly____) tanks. Something about surviving ~10 feet. I'm sure a
lot of glass tanks would crack under such a test. I know cuz I made
one once and it just sits up in my garage rafters where it belongs.
Actually, it went to the rafters primarily for other reasons -- you
know, there are sooo many ways to screw up.
-Ben Ransom
________________________________________________________________________________
From: | rick106(at)juno.com (RICK M LIBERSAT) |
Terry
Sorry about that .
Y ou may be right on the gas CITGO / GETTY. I use TEXACO gas 99% of
the time. The first time that I got gas on the window , I hate to admit
this ,but feel like I to tell it just the way it happened .First time my
M III ever left my house for the maiden flight ! their was only a
zillion things going through my mind and the first stop was at the gas
station to fill her up , every one and their brother came out ,from I
don't know where to see this airplane on a trailer at the country
station. After all the questions ,and a slight case of being proud of
all the comments. I forgot to put the gas cap's back on
when I got to the airport the rear windows were dangling to the ground .
And this was the HYZOD that KOLB uses. don't know how much got on
the window , but was down to 8 gal. when I got to the airport.
RICK
writes:
>RICK M LIBERSAT wrote:
>>
>> Ben
>>
>> On the lexan , are you sure that you have LEXAN and not some
>other
>> type of plastic ?
>> the reason that I ask is that on my M III I have gone through 3
>set's
>> of doors as well as the rear windows all cause I got just a little
>bit
>> of gas on them! one time the gas just totally spider web the entire
>> window. .wish I could get the kind that you have
>> if you could tell me what kind you have I would like to try it out
>next
>> time mine goes bad.
>>
>> Rick
>
>Rick
>
>Sorry, I'm not Ben, but the stuff I used to enclose the sides and back
>of my MK III for winter flying was 1/16" Polycarbonate sheet, brand
>name
>of HYZOD. You can bend it without breaking and I have spilled gas
>with
>no damage. Maybe the difference is the gas. So far I have used Citgo
>and Getty.
>
>Terry
>-
>
________________________________________________________________________________
From: | john hauck <hawk36(at)mindspring.com> |
Subject: | Re: Bending Lexan Cold |
>
>
> I did this more than 90 degrees for my compass bracket without
>any apparent ill effects.
>
> See http://members.aol.com/mykolbmk3/drctfnd.jpg
>
Hi Scott:
Real nice job on the compass. You have demonstrated what I was trying to say.
Also an exceptionally clear photo. I'm in the market for a scanner and was
wondering what can you use. It really did a good job on the project. Or
did you use a digital camera? I'm still awfully new at this computer game
(two months) and trying like hell to grasp all the knowledge I can, which
ain't much.
john hauck
________________________________________________________________________________
Subject: | Different Strokes |
From: | rayul(at)juno.com (Raymond L Lujon) |
Jim.... I do not have access to the internet. You are probably more
informed about this then I am. My understanding is that Mercury Marine
(not OMC), a unit of Brunswick Corporation is developing their version of
the direct fuel injection engine (they call it DFI ) with their partner,
Orbital Engine Corporation. OMC got its technology by purchasing a
majority interest in a German company, Ficht GmbH. Whatever, I agree this
technolory is well worth watching. I especially like the idea that there
appears to be a solid USA connection........ Ray
________________________________________________________________________________
From: | Wood <wood(at)mail.wincom.net> |
Subject: | Re: building sites |
>
>Kolb Friends,
>Does anyone know of a Kolb that is being built in the centeral Ohio area?
>I would like to see one in the building process.
>Russ Savage
>Columbus,Ohio
>rsavage(at)freenet.columbus.oh.us
Got a mk 111 ready for paint just across the river from Detroit if that is
not to far away or to much completed.
Woody
________________________________________________________________________________
From: | Richard Pike <rpike(at)preferred.com> |
Subject: | Re: glass and tanks |
>On Fri, 27 Mar 1998, Richard Pike wrote:
>> If my gap seal turns out ok, it will meet several of your
>> requirements. It is a 12.5 gallon gas tank. It feeds a 2.5 gallon tank
>> behind the passenger seat, and the area where the original tanks went is now
>> luggage space. Should know the results in another couple months. Will keep
>> everybody posted.
>>
>> Richard Pike
>> MKIII N420P (42oldpoops)
>>
>Richard,
>Especially since I vaguely remember that you are an EAA technical
>counseler (right?), I'm curious on your thoughts about gas tank
>location wrt crash protection. Mounting 12.5 gals right over your
>head and feeding it into a 2.5 gal tank behind your lucky passenger
>sounds a little brazen (depending on who the passenger is of course).
>
>I've got my standard tank sitting right on top of my BRS rocket and
>I theorize it is really unlikely that I'd pull the chute *and* have
>a gas leak in the same incident/accident.
>
>As for making tanks out of composites, it is a little bit of a wake-up
>call to look at the "drop-test" description on the standard plastic
>(poly____) tanks. Something about surviving ~10 feet. I'm sure a
>lot of glass tanks would crack under such a test. I know cuz I made
>one once and it just sits up in my garage rafters where it belongs.
>Actually, it went to the rafters primarily for other reasons -- you
>know, there are sooo many ways to screw up.
>
>-Ben Ransom
>-
> All true, and all a problem. The tank behind the passenger is in
such a sheltered position that if it gets busted, the passenger's condition
is moot.
The tank up in the center section is about 6 pounds heavier than it
needs to be, all extra layers of cloth. But nothing is unbreakable. If you
think about it, few airplanes put the gas in "good" places. A cub puts it in
the passengers lap, a Gypsy Moth puts it overhead, (Tiger Moth? One of them
has it up in the center section of the top wing?) and so does a Quicksilver.
There is a guy locally that has bought a used Challenger 2-seater
that has aux tanks that are streamlined and obviously designed to hang down
below the wing on a high wing aircraft. Poly, look good, have no idea who
makes them. Had I know about them 6 months ago, I would have used them
instead. And may yet.
Richard Pike
MKIII N420P (42oldpoops)
________________________________________________________________________________
From: | "tallen" <tooltime(at)tcity.com> |
Hi Kolbers
Please put me on the map
Tim(Kolb for sale)Allen, north central Florida
tooltime(at)tcity.com
________________________________________________________________________________
Subject: | Aft "Fairing Tubes" |
From: | mefine1(at)juno.com (Mick Fine) |
These are probably silly questions but...
Some background:
I have the prints and construction manual for my Twinstar. I also have
the same for my buddy's Mk 2. I'm trying to fabricate a Mk 2 style
enclosure for the TS. Page 22 of the Mk 2 manual has a side view photo
showing the aft "fairing tubes" and how they attach to the 1/4" steel
stubs. The text says, "The fairing tubing slips over the 1/4" steel
stubs, drill and rivet in position using 1/8" long rivets". Another note
shows that the lower 3 aluminum fairing tubes are 3/8" and the top tube
is 1/2."
Here are my questions:
1) What's the wall thickness of these 3/8 and 1/2" aluminum tubes?
2) Assuming they are .035, this will be a pretty loose fit on the 1/4"
steel stubs, is this correct?
3) Do you put 1 or 2 rivets into EACH stub (each end of alum tube)?
4) Assuming my #2 assumption is correct (loose fit), should I rivet on
the outside (fabric side) of the joint to avoid a bigger 'step' between
stub and tube, or accept the 'step' and avoid the rivet head showing
under the fabric?
5) I have a LOT of 5/16 X .035 aluminum (unknown alloy) tube in the attic
which would fit provided I 'dress' the OD of the stubs on the belt sander
(before welding them to the structure) and ream the ends of the 5/16 alum
tubes to .250" ID (they're about .245" ID w/o reaming).
I know I'm giving Dennis a BIG ulcer :-) but what do you think?
-Mick Fine
Green Country Ultralight Flyer's Organization (UFO)
Tulsa, Oklahoma
http://angelfire.com/ok/gcufo
mefine1(at)juno.com
________________________________________________________________________________
From: | john hauck <hawk36(at)mindspring.com> |
Subject: | Re: Digital Camera vs Scanners |
<72CFAC0B68A1D111918200A0C90C596C7DB3EC(at)extonpo.bentley.com >
>John,
>
>>did you use a digital camera? I'm still awfully new at this computer game
>
>I have BOTH a scanner and a digital camera. I've had the camera for a
>couple of years and really, really enjoy it. Some of the newer cameras
>are fantastic, and like computers, the price continues to drop.
>
>If you have any specific questions feel free to ask.
>
>Regards,
>Skip
>1984 UltraStar
>
Skip:
You flying an 84 Ultrastar? Wow. That's my bird. That's the one I
started all this happy horse crap with. Love that little airplane. Had
it's faults like most things and people, but the good points more than made
up for the other. One literally strapped on the Ultrastar and flew. I
described it as flying in a chair. I remember one beautiful summer day,
dressed in cutoffs, t shirt, and flip flops, sitting in that little seat
5,000 feet over Alabama at exactly 25 MPH. Like sitting still suspended in
space and time. Forgot, I had on a BMW full coverage helmet. Those were
the good ole days.
What kind of camera and scanner? i.e., make and model??
john hauck
________________________________________________________________________________
From: | "Jim Baker" <jlbaker(at)telepath.com> |
Subject: | Re: glass and tanks (was Arnold) |
> As for making tanks out of composites, it is a little bit of a wake-up
> call to look at the "drop-test" description on the standard plastic
> (poly____) tanks. Something about surviving ~10 feet. I'm sure a
> lot of glass tanks would crack under such a test.
If money were no object, looks like an application for a small fuel
bladder housed in a carrier.
http://www.atlinc.com/
Jim Baker
Pres, USUA Club 104
Frontier Ultralight Aviators
________________________________________________________________________________
From: | jerryb(at)jmd.ods.com |
I don't thinks it's the gas that's made the difference. My partner's
on about his 3rd windshield on his N3-Pup from spilling gas on it. It
neat to watch. Suddenly cracks start appearing like a spider web
being spun at high speed.
Thanks for your feed back about the material because it has been a
problem for him. The gas tank filler hole is immediately in front of
the windshield. Even one insignificant slip and there goes the
windshield.
Jerry
______________________________ Reply Separator _________________________________
Subject: Kolb-List: Re: lexan
Date: 3/26/98 9:13 PM
RICK M LIBERSAT wrote:
>
> Ben
>
> On the lexan , are you sure that you have LEXAN and not some other
> type of plastic ?
> the reason that I ask is that on my M III I have gone through 3 set's
> of doors as well as the rear windows all cause I got just a little bit
> of gas on them! one time the gas just totally spider web the entire
> window. .wish I could get the kind that you have
> if you could tell me what kind you have I would like to try it out next
> time mine goes bad.
>
> Rick
Rick
Sorry, I'm not Ben, but the stuff I used to enclose the sides and back
of my MK III for winter flying was 1/16" Polycarbonate sheet, brand name
of HYZOD. You can bend it without breaking and I have spilled gas with
no damage. Maybe the difference is the gas. So far I have used Citgo
and Getty.
Terry
________________________________________________________________________________
Hi:
We are wondering if there are any Kolb mark 111 airplanes using VW Engines?
If any of you out there can give use any information it would be of big
help to us.
>From Ron, Bob And Jim
We are wondering if any one has used silent chain for gear reduction to get
the engine RPM down to the Prop RPM Has this been done by anybody if so how
well did it work and how much did it weight when done.
>From Ron, Bob and Jim
________________________________________________________________________________
From: | WillU <WillU(at)aol.com> |
Subject: | Re: glass and tanks |
In the November's issue of Sport Pilot & Ultralights page 39 has an article on
Canadian UL's. A couple of them have hanging, wing-mounted tanks.
It's called the Chinook.
http://www.ultralight.ca/
<< There is a guy locally that has bought a used Challenger 2-seater
that has aux tanks that are streamlined and obviously designed to hang down
below the wing on a high wing aircraft. Poly, look good, have no idea who
makes them. Had I know about them 6 months ago, I would have used them
instead. And may yet. >>
________________________________________________________________________________
From: | "Larry Davis" <ldavis(at)gatem02.netusa1.net> |
Subject: | Re: glass and tanks |
> There is a guy locally that has bought a used Challenger 2-seater
> that has aux tanks that are streamlined and obviously designed to hang down
> below the wing on a high wing aircraft. Poly, look good, have no idea who
> makes them. Had I know about them 6 months ago, I would have used them
> instead. And may yet.
>
> Richard Pike
> MKIII N420P (42oldpoops)
>
> -
Richard,
You may mean the fuel tanks at the following internet address:
http://members.tripod.com/~TomGiertz/challengerII.html
Hope this helps.
Yours,
--
Larry Davis
"I don't know but I've been told"
ldavis(at)netusa1.net
http://www.netusa1.net/~ldavis
________________________________________________________________________________
From: | skip staub <skips(at)bhip.infi.net> |
Subject: | Re: Digital Camera vs Scanners |
<3.0.1.32.19980327180102.00eab42c(at)pop.mindspring.com>
<72CFAC0B68A1D111918200A0C90C596C7DB3EC(at)extonpo.bentley.com >
>You flying an 84 Ultrastar? Wow. That's my bird.
Ah yes, they do provide a sense of flying -- in its purist form. I
met Homer Kolb at Sun-n-Fun in '83 or '84 when he first showed up with
his Kolb Flyer powered by a pair of West Bend (?) engines.
A friend of mine asked me which ultralight (1984) I liked best
and I suggested the Kolb US. My friend bought the basic kit and
did all of the welding as he's an expert at that kind of thing.
I followed the construction with great interest and helped a little
when I could. My friend attempted to fly the machine and broke
a gear off. I then flew it several times with no trouble except
an off airport landing (in rough terrain) during a VERY windy day
(I was stupid back then) and landed into the wind at zero ground
speed. (The kill switch had opened up internally which shuts down
the Cuyuna) The airplane was then stored for several years until
my friend attempted to fly it again. Same thing happened but the
other gear this time as well as a bent left wing. Friend decides
that he likes his Stinson better than the UltraStar so we work out
a trade. The UltraStar for my Honda 1100 Shadow. We were both
happy. :)
>Like sitting still suspended in space and time.
Yep, that's the UltraStar experience! :)
>What kind of camera and scanner? i.e., make and model??
My scanner is a Logitech hand held color scanner. I don't think
that I've even used it for the past year or more. My "vintage"
Kodak DC-40 works like a charm. Some of the newer generation
digital cameras such as the Sony unit that use floppy disks to
store the images are more user friendly. A friend of mine
has one of the Sony cameras and speaks highly of it. As in
most other thiings, you get what you pay for.
Regards,
Skip
________________________________________________________________________________
From: | chris sudlow <suds77(at)earthlink.net> |
I've just begun a MarkIII kit and would appreciate any advice on rivet
guns...is the correct pressure 90 PSI for all rivets, or does it vary by
rivet size?
I live in Aurora, IL about 35 miles west of Chicago. It would be great
to hear of other builders/flyers in the area, and any fly in events with
Kolb airplanes.
Thanks.
Chris Sudlow
________________________________________________________________________________
From: | Ben Ransom <bransom(at)ucdavis.edu> |
Subject: | Re: glass and tanks |
> The tank up in the center section is about 6 pounds heavier than it
>needs to be, all extra layers of cloth. But nothing is unbreakable. If you
>think about it, few airplanes put the gas in "good" places. A cub puts it in
Good point, I think you are right about rarely finding a "good" location.
I've
often thought about moving to a wing gap overhead tank but have had the
safety
concern. I forgot to mention that my dad hates the location I use with my
tank
over the BRS rocket mount. Thanks for your thoughts.
-Ben Ransom
________________________________________________________________________________
From: | Richard Pike <rpike(at)preferred.com> |
Subject: | Re: glass and tanks |
>
>> There is a guy locally that has bought a used Challenger 2-seater
>> that has aux tanks that are streamlined and obviously designed to hang down
>> below the wing on a high wing aircraft. Poly, look good, have no idea who
>> makes them. Had I know about them 6 months ago, I would have used them
>> instead. And may yet.
>>
>> Richard Pike
>> MKIII N420P (42oldpoops)
>>
>> -
>
>Richard,
>
>You may mean the fuel tanks at the following internet address:
>
>http://members.tripod.com/~TomGiertz/challengerII.html
>
>Hope this helps.
>
>Yours,
>--
>
> Larry Davis
> "I don't know but I've been told"
> ldavis(at)netusa1.net
> http://www.netusa1.net/~ldavis
>
> You guys are incredible! The ChallengerII in the photos is the one
that I looked at locally, or it is an exact clone. It now belongs (or the
clone does) to a corporate pilot named Ed Athey, and lives in the AFG
Industries hanger at TRI.
And yes, those were the tanks I was speaking of. But I don't plan to
spend $700 to buy a set.
Richard Pike
MKIII N420P (42oldpoops)
________________________________________________________________________________
From: | jerryb(at)jmd.ods.com |
Subject: | Re: Decal service |
There are UV resistant and in door grade materials. The UV stuff cost
a little more. Make sure what your getting.
______________________________ Reply Separator _________________________________
Subject: Kolb-List: Decal service
Date: 3/19/98 1:14 PM
You asked
...
> Has anyone used one of those decal
> service to make the trim colors for you? Do the decals hold up well?
...
I used a local sign company that used computers to cut vinyl
letters for banners and such for my N number.
It worked very well, and I doubt I'll have problems with
longevity. It was also very reasonable. I imagine a similar thing
would work for some of the trim.
________________________________________________________________________________
From: | "Patty & Phil MacGregor" <pattym(at)lushen.com> |
Subject: | Kolb drivers map |
Hi,
My name is Phil Macgregor and I live in Marquette MI. about 200 mi N-NE
of Oshkosh WI. in the upper peninsula.(9 mos shoveling snow off runway and
3 mos. swatting mesquitoes with the prop). I have been reading this list
for about a year and enjoy most of it. I fly an Ultrastar that I built in
1984. I have a 900 foot grass strip next to my house.
In 1991 I trailered my plane to oshkosh for the fly-in and had a great
time even though they parked me in the antique section.
If you are still at it, put me on the map.
Phil (2 bent landing gears and one engine out) MacGregor
________________________________________________________________________________
From: | Clive Hatcher <CliveHatcher(at)compuserve.com> |
John,
This might tax you a bit, but you could put an arrow saying 4000 miles th=
is
way !!
Clive Hatcher,
Twinstar III - G - MYLN
Thurning,
Peterborough,
70 miles north of London,
England.
________________________________________________________________________________
From: | Clive Hatcher <CliveHatcher(at)compuserve.com> |
Subject: | engine problems/Quiz? |
Ben Ransom
Ben Ransom wrote :-
>Other data:
RPM PTO CHT M.CHT PTO EGT M. EGT
4000 270 260 1190 1200
5000 290 280 1080 1090
6200 sustained 350 320 1100 1100
The only thing there that looks odd to me is the EGT difference
at idle. I'm expecting something either pretty bad along the lines
of pre-seizure, or something simple like changing to a richer idler
jet (now at 45).>
Ben,
Have a good look at the fuel pump diaphragm, this sounds very similar to
a
problem I had on a FUJI Robin 440. It took me ages to find but it turne=
d
out to be a very small slit in the pulse pump diaphragm which sucked fuel=
through the vacuum tube into one cyclinder making that cyclinder very ric=
h.
This only happened at idle and low revs. If you have a pulse pump with
a
vacuum line to the crankcase of the cylinder with the low EHT it is worth=
a
check.
Best of luck with your search !
Clive Hatcher,
Twinstar III - G - MYLN
Thurning,
Peterborough,
70 miles north of London,
England.
________________________________________________________________________________
From: | george_eagle(at)webtv.net (George Thompson) |
Thanks for the wax hint Jerryb. I would like to have a close up picture
of a Sling Shots hingless door if any one has a scanner and can put it
on the net. There are no Sling Shots around here that I know of,
otherwise I would go see one. I need to know what the door frame looks
like. Thanks. George Thompson.
Blue Skys and Tail Winds
________________________________________________________________________________
From: | bobdoebler(at)juno.com (Robert L Doebler) |
Reguarding trim:
I used Goldberg Ultracoat Plus on my F/S. It's been on for 3 years with
no problems.
It can be purchased in any hobby store that caterers to radio-control
airplanes. It comes in appox. 24" by 6.5 ' rolls. Just peel off the
protective backing , its self sticking, comes in about 40 different
colors,
costs about $14 a roll and is fuel proof.
my 2-cents worth
Bob D
________________________________________________________________________________
From: | george_eagle(at)webtv.net (George Thompson) |
Hey Russell! I don't know what "hingless door" I'm talking about. It
started out by my asking how the door was hinged on my FS II. Someone
says the Lexan will bend forever and you don't need a hinge. Anyway, I
didn't like the center windshield post so I have a left and right
support from the nose cone to the steel half ring at the top. And yes,
If you think some pictures of your SS would be of help, send them on,
either to me or to the whole gang! Thanks.
Blue Skys and Tail Winds
________________________________________________________________________________
From: | "merle hargis" <merlepilar(at)worldnet.att.net> |
Subject: | Re: fuel burn Firestar 2 |
I have a twinstar with a 447. My fuel burn is about 4 gph at 4000 rpm.
This gives me an indicated asi of 55-60 mph. I feel this is a high fuel
burn. The engine runs good and the gages are within the green. Any
suggestions how to improve the burn rate.
Thanks
Merle from Orlando
________________________________________________________________________________
From: | "merle hargis" <merlepilar(at)worldnet.att.net> |
Subject: | Re: fuel burn Firestar 2 |
I have a twinstar with a 447. My fuel burn is about 4 gph at 4000 rpm.
This gives me an indicated asi of 55-60 mph. I feel this is a high fuel
burn. The engine runs good and the gages are within the green. Any
suggestions how to improve the burn rate.
Thanks
Merle from Orlando
________________________________________________________________________________
From: | John Jung <jrjung(at)execpc.com> |
Subject: | Re: fuel burn Firestar 2 |
Merle,
That much speed at 4,000 rpm sounds like you have too much pitch.
What is your max rpm static? If it is less than 6,000, it could be you
problem.
John Jung
>
>merle hargis wrote:
>
> I have a twinstar with a 447. My fuel burn is about 4 gph at 4000 rpm.
> This gives me an indicated asi of 55-60 mph. I feel this is a high fuel
> burn. The engine runs good and the gages are within the green. Any
> suggestions how to improve the burn rate.
> Thanks
>
> Merle from Orlando
________________________________________________________________________________
From: | stei0302(at)cs.fredonia.edu (Jon Steiger) |
Subject: | FireFly brake cables? |
Well, I finally got around to taking my skis off and putting the
wheels back on. (Only got to use the skis once.) :-(
Anyway, one of my brake cables is kind of frayed, and
it is also too short. I'm trying to figure out where
I can get a replacement cable. I have the heel brakes,
and the cable has this sort of "hex nut" on the end of it
which keeps it from slipping out of the hole in the bracket
which is attached to the brake pedal. Its not really a nut,
but I can't figure out how it is attached to the cable...
I don't see any weld, and it doesn't look crimped. I
suppose I could just get a new cable and make a loop
with some nicopress sleeves... (Any reason not to?)
Is this cable something I can get from Kolb, or perhaps
Aircraft Spruce, or simply the neighborhood hardware
store?
Thanks very much in advance!!
-Jon-
.--- stei0302@cs.fredonia.edu -- http://www.cs.fredonia.edu/~stei0302/ ---.
| DoD# 1038, EAA# 518210, NMA# 117376, USUA# A46209, KotWitDoDFAQ, RP-SEL |
| '96 Dodge Dakota v8 SLT Club Cab, '96 Kolb FireFly 447 (#FF019) |
`-------------------------------------------------------------------------'
I do not speak for the SUNY College at Fredonia; all opinions are my own.
________________________________________________________________________________
From: | stei0302(at)cs.fredonia.edu (Jon Steiger) |
This is something I've been meaning to ask about for a while...
My FireFly's gear legs are bent. That is, they have a slight
"bow" to them. Is this normal? If so, how much bow is OK?
I suppose that as the years go by, they will bend more
and more... When should I start to think about replacing them?
Also, it seems to me as if one of my gear legs is bent
slightly more than the other. It is small enough such that
I still am not sure wether it is really so or if it is just
my immagination. If one leg really is bent more than the other,
is that anything I should be worried about?
Thanks very much in advance!
-Jon-
.--- stei0302@cs.fredonia.edu -- http://www.cs.fredonia.edu/~stei0302/ ---.
| DoD# 1038, EAA# 518210, NMA# 117376, USUA# A46209, KotWitDoDFAQ, RP-SEL |
| '96 Dodge Dakota v8 SLT Club Cab, '96 Kolb FireFly 447 (#FF019) |
`-------------------------------------------------------------------------'
I do not speak for the SUNY College at Fredonia; all opinions are my own.
________________________________________________________________________________
by PM04SM.PMM.MCI.NET (PMDF V5.1-10 #27036)
From: | Larry Bourne <BigLar(at)MCI2000.com> |
Subject: | Dennis Souder, Engine Mount. |
Hi Dennis: If you don't mind your engine mount yo-yo-ing back and forth
across the country, I really would like to see it. I try to maintain an
open mind, (most of the time anyway) and I'm more than pleased to adapt my
work if someone comes up with a better idea. Your comment on the 912
Slingshot has me concerned. Line of output on my redrive is 4 1/4" above
the line of crankshaft,. I looked hard at Lou Ross'
planetary redrive, and it's a beautiful piece of equipment. Went for mine
BECAUSE of the higher thrust line. Figured it would give me room for a
larger, slower turning prop, which I understand is better for this
application. Hoo boy. Well, if it turns out to be too high, I'll have to
eat it and switch. From the transmission mounting flange to the mounting
face on the end of the prop shaft is about 15". Hopefully this will let me
slide the engine quite a way forward to help with W+B. I realize I'm
dealing with quite a bit of extra weight here. If I get in a bind, do you
think it's feasible to narrow down the flaps to give more adjustment room??
Would it be better to cut them in span or in chord?? Hope this doesn't
become necessary. In the near future I might try doing a preliminary W+B
to try and get an idea of what I'll be facing. Thanks
Lar.
________________________________________________________________________________
From: | jerryb(at)jmd.ods.com |
Subject: | Re: FireFly brake cables? |
Take it to a motor cycle shop. They sell replacement cables like it
and there not that expensive especially buy the time you figure in
Shipping and handling.
We put a dab of silver solder on the brake end of our cables to keep
then from fraying.
Jerry
______________________________ Reply Separator _________________________________
Subject: Kolb-List: FireFly brake cables?
Date: 3/29/98 10:44 PM
Well, I finally got around to taking my skis off and putting the
wheels back on. (Only got to use the skis once.) :-(
Anyway, one of my brake cables is kind of frayed, and
it is also too short. I'm trying to figure out where
I can get a replacement cable. I have the heel brakes,
and the cable has this sort of "hex nut" on the end of it
which keeps it from slipping out of the hole in the bracket
which is attached to the brake pedal. Its not really a nut,
but I can't figure out how it is attached to the cable...
I don't see any weld, and it doesn't look crimped. I
suppose I could just get a new cable and make a loop
with some nicopress sleeves... (Any reason not to?)
Is this cable something I can get from Kolb, or perhaps
Aircraft Spruce, or simply the neighborhood hardware
store?
Thanks very much in advance!!
-Jon-
.--- stei0302@cs.fredonia.edu -- http://www.cs.fredonia.edu/~stei0302/ ---.
| DoD# 1038, EAA# 518210, NMA# 117376, USUA# A46209, KotWitDoDFAQ, RP-SEL |
| '96 Dodge Dakota v8 SLT Club Cab, '96 Kolb FireFly 447 (#FF019) |
`-------------------------------------------------------------------------'
I do not speak for the SUNY College at Fredonia; all opinions are my own.
________________________________________________________________________________
From: | John Jung <jrjung(at)execpc.com> |
Subject: | Ready for Inspection |
Group,
My Firestar II, N6163J, is finally ready for inspection. The sunny,
70+ degree weather yesterday got me motivated enough to finish my list
of things to do. I had thought that I was ready before, but after going
over the papers to request an inspection, my list grew. Can you believe
that the throttle needs to be marked "open" and "closed"? I think the
rule should be that if the throttle operates backward, like push to
close, then they should be marked. But it should not be necessary to
mark a throttle that is a lever that is pushed forward to go faster. I
guess I have an "attitude" when it comes to government rules. Even so, I
have complied with all the rules as best I could and will be mailing my
request for inspection tomorrow.
Why does take longer to do the last 10% of building a plane that the
first 90%? I sure got a feel for that this winter. Some of the reason
would be the cold weather and short days, but I don't think that
explains all of the problem. I believe that for me it was because I
lacked an immediate goal. I wasn't going to do much flying until spring
anyway, and I had another Firestar in the hanger to fly when I got the
chance.
How many hours did it take? 440. Even though I used some salvaged
parts, I believe that it would have taken me the same amount of time to
build from a new kit. Would I do it again? YES What changes would I
make? Powder coating on the steel. Will it fly? No doubt in my mind.
John Jung
Firestar II N6163J
Original Firestar 377 (Who do you know wants to by a Firestar?)
________________________________________________________________________________
From: | "Geoff Thistlethwaite" <geoffthis(at)worldnet.att.net> |
Subject: | Re: Ready for Inspection |
Great Jim!! Let us know how it goes!!
I hope I get there this summer.
-----Original Message-----
From: John Jung <jrjung(at)execpc.com>
Date: Monday, March 30, 1998 8:22 AM
Subject: Kolb-List: Ready for Inspection
>Group,
> My Firestar II, N6163J, is finally ready for inspection. The sunny,
>70+ degree weather yesterday got me motivated enough to finish
>John Jung
>Firestar II N6163J
>Original Firestar 377 (Who do you know wants to by a Firestar?)
>-
________________________________________________________________________________
From: | "John Russell" <jr(at)ROMETOOL.COM> |
SLINGSHOT FLIES- 1ST. FLIGHT 3/27 582 SLINGSHOT
HAS TRULY SPECTACULAR PERFORMANCE, VERY LIGHT
ON THE CONTROLS, ROLL RESPONCE COMPARES TO A
CITABRIA, POSSIBLY ALITTLE QUICKER. I FOUND THAT
SLOWFLIGHT IN THE SLINGSHOT COMPARES WITH SLOWFLIGHT
OF MY FIRESTAR II , PWR OFF STALL'S RIGHT AT 40.
LANDING I HAVE TO KEEP REMINDING MYSELF THAT
THE LANDING GEAR IS LONGER THAN WHAT I HAVE BEEN
USED TO. OTHER THAN THAT LANDINGS ARE A BREEZE
WITH A TOUCH OF FLARE.
I COULD NOT BE MORE PLEASED WITH THE SLINGSHOT.
AN ABSOLUTELY FANTASTIC FLYING AIRCRAFT.
DENNIS AND THE STAFF AT KOLB HAVE BEEN VERY
SUPPORTIVE THROUGH THE WHOLE PROJECT.
JOHN RUSSELL
SLINGSHOT FLIES- 1ST. FLIGHT
3/27 582 SLINGSHOT
HAS TRULY SPECTACULAR PERFORMANCE,
VERY
LIGHT
ON THE CONTROLS, ROLL RESPONCE
COMPARES TO
A
CITABRIA, POSSIBLY ALITTLE QUICKER.
I FOUND
THAT
SLOWFLIGHT IN THE SLINGSHOT COMPARES
WITH
SLOWFLIGHT
OF MY FIRESTAR II , PWR OFF STALL'S
RIGHT AT
40.
LANDING I HAVE TO KEEP
REMINDING
MYSELF THAT
THE LANDING GEAR IS LONGER THAN WHAT
I HAVE
BEEN
USED TO. OTHER THAN THAT LANDINGS
ARE A
BREEZE
WITH A TOUCH OF FLARE.
I COULD NOT BE MORE PLEASED
WITH THE
SLINGSHOT.
AN ABSOLUTELY FANTASTIC FLYING
AIRCRAFT.
DENNIS AND THE STAFF AT KOLB
HAVE BEEN
VERY
SUPPORTIVE THROUGH THE WHOLE
PROJECT.
&nbs=
p;
JOHN RUSSELL
________________________________________________________________________________
From: | PKrotje <PKrotje(at)aol.com> |
Subject: | Re: FireFly brake cables? |
<< Anyway, one of my brake cables is kind of frayed, and
it is also too short. I'm trying to figure out where
I can get a replacement cable. I have the heel brakes,
and the cable has this sort of "hex nut" on the end of it
>>
Here in Wis. most bicycle and motorcycle shops sell the same cable we use for
brakes etc. They have the ability to solder on a stop sleeve or stop swage.
Pete Krotje
________________________________________________________________________________
From: | Scott Bentley <Scott.Bentley(at)Bentley.Com> |
Subject: | Attaching compass to windshield |
It is riveted with aluminum rivets. Be sure to make the holes slightly
larger than 1/8 inch to avoid cracking with temperature expansion (as in
all lexan rivets.)
So far (45 hours of flight or so, a year of calendar time) I have not
had problems.
> -----Original Message-----
> From: Ron Hoyt [SMTP:RONALD.R.HOYT@gd-is.com]
> Sent: Friday, March 27, 1998 5:34 PM
> To: Scott Bentley
> Subject: Re: Bending Lexan Cold
>
> Scott
>
> How did you attach this bracket to your windscreen?
>
> I have decided to do something similar, however, my compass is surface
> mounted instead of pedestal.
>
> Thanks
> Ron
>
> >
> > I did this more than 90 degrees for my compass bracket without
> >any apparent ill effects.
> >
> > See http://members.aol.com/mykolbmk3/drctfnd.jpg
________________________________________________________________________________
From: | Frank_R_Reynen(at)notes.seagate.com |
Subject: | Re: glass and tanks |
I am in the process of installing a 6 Gall poly tank right behind the
2-5Gall std tanks on a plate mounted and strapped to the tail tube
clearing the aileron tube by about one inch. The tank has a triangular
shape and is made for placement in the bow of a small boat and sold at
West Marine outlets for $32.00 and is made by TEMPO. The fill cap sits
right behind the std tank fill cap on the left side.
The bottom outlet I made, uses a regular rubber compression fitting sold by
CPS and connects to the regular tank outlets but this tank floor sits
higher and will drain before the regular tank is empty. It comes ready with
a build-in mechanical float gauge .The complete empty package weight is
between 6-7 lbs.The thin 3/8" diam centertube of the Kolb frame needs to be
removed for the tank to fit in this location.The tank is inserted in one
piece through the side of the frame just under the flap control cross
tube.The space originally housed my BRS4 but I am converting it to a VLS
model that fits inside the gapseal area. The installation also includes a
Facet fuel pump connected to the lowpoint of the fuel supply where an
additional provision has been made to install a drainvalve. The fuel pump
outlet will parallel the current fuel supply and connect behind the pulse
pump line to the carbs.
Frank Reynen Kolb MkIII (still at 430 hrs till June)
http://www.webcom.com/reynen
> The tank up in the center section is about 6 pounds heavier than
it
>needs to be, all extra layers of cloth. But nothing is unbreakable. If you
>think about it, few airplanes put the gas in "good" places. A cub puts it
in
Good point, I think you are right about rarely finding a "good" location.
I've
often thought about moving to a wing gap overhead tank but have had the
safety
concern. I forgot to mention that my dad hates the location I use with my
tank
over the BRS rocket mount. Thanks for your thoughts.
-Ben Ransom
________________________________________________________________________________
From: | T Swartz <Tswartz(at)mail.ptd.net> |
Subject: | Re: glass and tanks |
Frank_R_Reynen(at)notes.seagate.com wrote:
>
> I am in the process of installing a 6 Gall poly tank right behind the
> 2-5Gall std tanks on a plate mounted and strapped to the tail tube
> clearing the aileron tube by about one inch. The tank has a triangular
> shape and is made for placement in the bow of a small boat and sold at
> West Marine outlets for $32.00 and is made by TEMPO. The fill cap sits
> right behind the std tank fill cap on the left side.
> The bottom outlet I made, uses a regular rubber compression fitting sold by
> CPS and connects to the regular tank outlets but this tank floor sits
> higher and will drain before the regular tank is empty. It comes ready with
> a build-in mechanical float gauge .The complete empty package weight is
> between 6-7 lbs.The thin 3/8" diam centertube of the Kolb frame needs to be
> removed for the tank to fit in this location.The tank is inserted in one
> piece through the side of the frame just under the flap control cross
> tube.The space originally housed my BRS4 but I am converting it to a VLS
> model that fits inside the gapseal area. The installation also includes a
> Facet fuel pump connected to the lowpoint of the fuel supply where an
> additional provision has been made to install a drainvalve. The fuel pump
> outlet will parallel the current fuel supply and connect behind the pulse
> pump line to the carbs.
>
> Frank Reynen Kolb MkIII (still at 430 hrs till June)
> http://www.webcom.com/reynen
Frank
Have you checked your weight and balance with additional fuel tank in
this location? It wouldn't work out in my MK III with the 912. Maybe
with a lighter engine your ok.
Terry
________________________________________________________________________________
From: | Frank_R_Reynen(at)notes.seagate.com |
Terry,
With a 582C and Full Lotus floats installed wich have most weight in the
front gives me more maneuvering room in the aft section than other MkIII's
and yes, I checked this out beforehand and the additional fuel and weight
is OK there. I do have to watch the gross weight(of my passenger that is!)
Thanks for your concern and reply.
Frank Reynen MkIII
Frank_R_Reynen(at)notes.seagate.com wrote:
>
> I am in the process of installing a 6 Gall poly tank right behind the
> 2-5Gall std tanks on a plate mounted and strapped to the tail tube
> clearing the aileron tube by about one inch. The tank has a triangular
> shape and is made for placement in the bow of a small boat and sold at
> West Marine outlets for $32.00 and is made by TEMPO. The fill cap sits
> right behind the std tank fill cap on the left side.
> The bottom outlet I made, uses a regular rubber compression fitting sold
by
> CPS and connects to the regular tank outlets but this tank floor sits
> higher and will drain before the regular tank is empty. It comes ready
with
> a build-in mechanical float gauge .The complete empty package weight is
> between 6-7 lbs.The thin 3/8" diam centertube of the Kolb frame needs to
be
> removed for the tank to fit in this location.The tank is inserted in one
> piece through the side of the frame just under the flap control cross
> tube.The space originally housed my BRS4 but I am converting it to a VLS
> model that fits inside the gapseal area. The installation also includes a
> Facet fuel pump connected to the lowpoint of the fuel supply where an
> additional provision has been made to install a drainvalve. The fuel pump
> outlet will parallel the current fuel supply and connect behind the pulse
> pump line to the carbs.
>
> Frank Reynen Kolb MkIII (still at 430 hrs till June)
> http://www.webcom.com/reynen
Frank
Have you checked your weight and balance with additional fuel tank in
this location? It wouldn't work out in my MK III with the 912. Maybe
with a lighter engine your ok.
Terry
________________________________________________________________________________
From: | "Russell Duffy" <rad(at)pen.net> |
Subject: | Re: FIRST FLIGHT |
> SLINGSHOT FLIES- 1ST. FLIGHT 3/27 582 SLINGSHOT
>HAS TRULY SPECTACULAR PERFORMANCE, VERY LIGHT
>ON THE CONTROLS, ROLL RESPONCE COMPARES TO A
>CITABRIA, POSSIBLY ALITTLE QUICKER. I FOUND THAT
>SLOWFLIGHT IN THE SLINGSHOT COMPARES WITH SLOWFLIGHT
>OF MY FIRESTAR II , PWR OFF STALL'S RIGHT AT 40.
Congrats on the first flight John! I agree with everything you said about the
flight characteristics of the SS. Whereabouts do you live? It would be nice to
get the two SS's together sometime before I get rid of mine.
Rusty
SS-003 (22 hours)
RV-8 (finish building in about 100 years)
________________________________________________________________________________
(Netscape Mail Server v1.1) with SMTP id AAA93;
From: | LLMoore(at)tapnet.net (Lauren L. Moore) |
Thanks Oscar ..I have almost completed construction of the trailer for my
Firestar. It started as a 18 ft. boat trailer, but, with a little
imagination and a few bucks I have a trailer that looks pretty good and
should handle the Firestar well. As soon as I can I will send some pictures
of it for the Kolbers approval. Thanks again Larry Moore 90 Firestar
-----Original Message-----
From: oscar vilches <oscarvil(at)bellsouth.net>
Date: Monday, March 30, 1998 8:16 PM
Subject: Kolb-List: trailer
>Larry had the same problem as you needed a trailer so finaly went to
>U haul and rented a car hauler for 35.00 a day I never told them
>that i was moving a plane just a small car . put some ply wood on the
>floor so I wouldn't loss any thing . and off I went try this it
>works well
>
________________________________________________________________________________
From: | Buster Arrington <bustera(at)bellsouth.net> |
Subject: | Re: FIRST FLIGHT |
John Russell wrote:
> SLINGSHOT FLIES- 1ST. FLIGHT 3/27 582 SLINGSHOTHAS TRULY
> SPECTACULAR PERFORMANCE, VERY LIGHTON THE CONTROLS, ROLL RESPONCE
> COMPARES TO ACITABRIA, POSSIBLY ALITTLE QUICKER. I FOUND
> THATSLOWFLIGHT IN THE SLINGSHOT COMPARES WITH SLOWFLIGHTOF MY FIRESTAR
> II , PWR OFF STALL'S RIGHT AT 40. LANDING I HAVE TO KEEP REMINDING
> MYSELF THATTHE LANDING GEAR IS LONGER THAN WHAT I HAVE BEENUSED TO.
> OTHER THAN THAT LANDINGS ARE A BREEZEWITH A TOUCH OF FLARE. I COULD
> NOT BE MORE PLEASED WITH THE SLINGSHOT.AN ABSOLUTELY FANTASTIC FLYING
> AIRCRAFT. DENNIS AND THE STAFF AT KOLB HAVE BEEN VERYSUPPORTIVE
> THROUGH THE WHOLE PROJECT. JOHN RUSSELL
>
> VERY GOOD JOB ON SLINGSHOT JOHN
> A FRIEND OF MINE WAS AT ROME SAT & SUN AND SAW YOUR PLANE
> TOLD ME IT WAS A VERY GOOD AND THOROUGH JOB. I WAS THERE SAT.
> BUT DIDN'T GET TO SEE YOUR PLANE.
> HE HAS A CHALLENGER AND HIS NAME IS GARY
> CONGRATULATIONS ARE IN ORDER
> BUSTER
________________________________________________________________________________
From: | "Ron Christensen" <SPECTRUMINTERNATIONAL(at)classic.msn.com> |
John:
Please include me on your map;
I live in Placentia, CA (South of L. A.) and keep my airplane at Chino, CA
airport. Thanks ! ! !
Ron Christensen
MK III 1/2
N313DR
----------
From: owner-kolb(at)intrig.com on behalf of John Jung
Sent: Saturday, March 21, 1998 8:14 AM
Subject: Kolb-List: Map
Group,
Here is my first try at a map of Kolb List Members that have asked to
be included -> http://www.execpc.com/~jrjung/Kolb_Map.html
I will update it after I get more requests.
John Jung
SE Wisconsin
________________________________________________________________________________
From: | "Ron Christensen" <SPECTRUMINTERNATIONAL(at)classic.msn.com> |
Hey Group - - -
What do you guys use to "polish" your Lexan to keep it clear and looking new
??
Ron Christensen
MKIII 1/2
N313DR
----------
________________________________________________________________________________
From: | Ben Ransom <bransom(at)ucdavis.edu> |
At 05:42 AM 3/31/98 UT, you wrote:
>Hey Group - - -
>
>What do you guys use to "polish" your Lexan to keep it clear and looking new
>??
Meguiars #17 -- Clear Plastic Cleaner -- cleans and reduces static stick
Meguiars #10 -- Clear Plastic Polish -- to polish out fine scratches etc.
-Ben Ransom
________________________________________________________________________________
From: | "John Russell" <jr(at)ROMETOOL.COM> |
Subject: | Re: FIRST FLIGHT |
RUSSELL
RIGHT NOW I HAVE IT BASED AT RICHARD B. RUSSELL
AIRPORT , ROME GA. THAT IS ABOUT 60 MILES NORTHWEST
OF ATLANTA.
JOHN
N28KB 8 HOURS
-----Original Message-----
From: Russell Duffy <rad(at)pen.net>
Date: Monday, March 30, 1998 8:30 PM
Subject: Kolb-List: Re: FIRST FLIGHT
>> SLINGSHOT FLIES- 1ST. FLIGHT 3/27 582 SLINGSHOT
>>HAS TRULY SPECTACULAR PERFORMANCE, VERY LIGHT
>>ON THE CONTROLS, ROLL RESPONCE COMPARES TO A
>>CITABRIA, POSSIBLY ALITTLE QUICKER. I FOUND THAT
>>SLOWFLIGHT IN THE SLINGSHOT COMPARES WITH SLOWFLIGHT
>>OF MY FIRESTAR II , PWR OFF STALL'S RIGHT AT 40.
>
>
>Congrats on the first flight John! I agree with everything you said about
the
>flight characteristics of the SS. Whereabouts do you live? It would be
nice to
>get the two SS's together sometime before I get rid of mine.
>
>Rusty
>SS-003 (22 hours)
>RV-8 (finish building in about 100 years)
>
>
>
>
>
>-
________________________________________________________________________________
From: | John Jung <jrjung(at)execpc.com> |
Ron,
I use water and a soft paper towel on the lexan. And I only wipe it
lightly. It seems to me that anything else just shortens it's life. When
that fails to make it clear, I replace it. I refuse to give up even a
part of the great view for a few dollars of Lexan.
John Jung
Firestar II N6163J
Original Firestar
SE Wisconsin
Map Maker
>
>Ron Christensen wrote:
>
> Hey Group - - -
>
> What do you guys use to "polish" your Lexan to keep it clear and looking new
> ??
>
> Ron Christensen
> MKIII 1/2
> N313DR
>
________________________________________________________________________________
From: | John Jung <jrjung(at)execpc.com> |
Ben,
How well does Meguiars work? Can you really extend the life of Lexan?
If so, I'll try it. Where can it be purchased? I should have read your
response before I responded.
John Jung
>
>Ben Ransom wrote:
>
> At 05:42 AM 3/31/98 UT, you wrote:
> >Hey Group - - -
> >
> >What do you guys use to "polish" your Lexan to keep it clear and looking new
> >??
>
> Meguiars #17 -- Clear Plastic Cleaner -- cleans and reduces static stick
> Meguiars #10 -- Clear Plastic Polish -- to polish out fine scratches etc.
>
> -Ben Ransom
________________________________________________________________________________
From: | Cliff and Carolyn Stripling <striplic(at)dfw.net> |
Ron and all,
>What do you guys use to "polish" your Lexan to keep it clear and looking new
>??
I first wash, rinse or dust off the surface. Then I use Pledge spray
furniture wax. That is the product that everyone has told me to use on
Lexan. I use a very soft cloth like a man's knit undershirt and always use
strokes from front to back just like the wind flows over the canopy - never
circles or side to side. It seems to clean off nose smudges and cover tiny
scratches very well.
Later,
--
Cliff & Carolyn Stripling Him: Kolb MKIII - N582CC (41.1 hrs)
(972)247-9821 Dallas Texas Her: Real Estate Broker - Texas
Both: 5th Wheel - RV - Travel
____________________|_____________________
___(+^+)___
(_)
8 8
________________________________________________________________________________
From: | "Russell Duffy" <rad(at)pen.net> |
>Ben,
> Can you really extend the life of Lexan?
How would he know? He's modified/changed his windscreen about 400 times :-0
BTW- you can get Meguiars from almost any of the normal aircraft supply places,
and also locally. It's great for plastic windows on convertibles and perhaps
boat windscreens as well. Look for it anywhere that sells supplies for those
uses. Pledge has always been a favorite with the GA crowd as well. I've used
both on the SS with no problems. I think the Meguiars is better, but the Pledge
is easier so you can guess which one I use most :-)
Rusty
________________________________________________________________________________
From: | "Russell Duffy" <rad(at)pen.net> |
Subject: | Re: FIRST FLIGHT |
>RUSSELL
> RIGHT NOW I HAVE IT BASED AT RICHARD B. RUSSELL
>AIRPORT , ROME GA. THAT IS ABOUT 60 MILES NORTHWEST
>OF ATLANTA.
>
>JOHN
>N28KB 8 HOURS
Sounds good John. I'm near Pensacola, FL. I bet we can find someplace between
us to meet in a couple months when we get our time flown off. Keep it in mind.
Enjoy the SS, and keep us posted about the performance.
Rusty
________________________________________________________________________________
From: | "b. steinhagen" <bsteinhagen(at)itol.com> |
John, Through whom do you buy your lexan?
-----Original Message-----
From: John Jung <jrjung(at)execpc.com>
Date: Tuesday, March 31, 1998 7:13 AM
Subject: Kolb-List: Re: lexan
>Ron,
> I use water and a soft paper towel on the lexan. And I only wipe it
>lightly. It seems to me that anything else just shortens it's life. When
>that fails to make it clear, I replace it. I refuse to give up even a
>part of the great view for a few dollars of Lexan.
>John Jung
>Firestar II N6163J
>Original Firestar
>SE Wisconsin
>Map Maker
>>
>>Ron Christensen wrote:
>>
>> Hey Group - - -
>>
>> What do you guys use to "polish" your Lexan to keep it clear and looking
new
>> ??
>>
>> Ron Christensen
>> MKIII 1/2
>> N313DR
>>
>-
>
________________________________________________________________________________
From: | Ben Ransom <ransom(at)mae.engr.ucdavis.edu> |
> >Ben,
> > Can you really extend the life of Lexan?
>
>
> How would he know? He's modified/changed his windscreen about 400 times :-0
Good shot Rusty ...but i'm still shy of that 400 mark! ;-)
John, I was about to replace my windscreen, thinking the same as you
about not compromising the view. But then I decided to give the Meguiars
a try. It does work surprisingly well. The anti-static aspect of it
is worthwhile in itself as it reduces dirt sticking which is otherwise
abrasive when/if you clean it with something else. Previous to Meguiars
I had gingerly used soap/water/soft towels and clean chamois. Try the
Meguiars, you'll like it.
-Ben Ransom
________________________________________________________________________________
From: | John Jung <jrjung(at)execpc.com> |
Bruce,
I buy Lexan from Cadillac Plactics, in Butler WI. I don't know it
they are a chain or just local.
John Jung
>
>b. steinhagen wrote:
>
> John, Through whom do you buy your lexan?
________________________________________________________________________________
From: | rayul(at)juno.com (Raymond L Lujon) |
I would like to try my hand at filming while in flight and share the
results with my non-flying friends. Film footage that I think is
effective is when the pilot and / or the instrument panel are in the
foreground and the landscape is spread out ahead. This appears to be best
during landings and low passes. I fly solo. I know some of you have
camera experience. Where and how does one mount the camera and activate
it? What seems to be the most practical, still or camcorder? Wouldn't
the 4" LCD viewing screens found on the 8mm camcorders be useful when
shooting down over the side. Or is this activity more trouble than its
worth. Any comments will be appreciated. Ray Lujon
________________________________________________________________________________
From: | Jason Omelchuck <jason(at)acuityinc.com> |
Be very careful when trying to do anything but fly the airplane. I have
had some bad personal experience while being distracted in the cockpit.
My advice would be rig the camera (whatever kind you want) and have some
kind of remote trigger. Take some pictures LAND look at the pictures,
adjust the camera, take off and take some more pictures, LAND, look at
the pictures............ Trying to zoom, focus, pan, frame all while
flying is just asking for trouble.
> -----Original Message-----
> From: rayul(at)juno.com [SMTP:rayul(at)juno.com]
> Sent: Tuesday, March 31, 1998 10:34 AM
> To: kolb(at)intrig.com
> Subject: Cameras
>
> I would like to try my hand at filming while in flight and share the
> results with my non-flying friends. Film footage that I think is
> effective is when the pilot and / or the instrument panel are in the
> foreground and the landscape is spread out ahead. This appears to be
> best
> during landings and low passes. I fly solo. I know some of you have
> camera experience. Where and how does one mount the camera and
> activate
> it? What seems to be the most practical, still or camcorder? Wouldn't
> the 4" LCD viewing screens found on the 8mm camcorders be useful when
> shooting down over the side. Or is this activity more trouble than its
> worth. Any comments will be appreciated. Ray Lujon
>
> _____________________________________________________________________
> Get completely free e-mail from Juno at http://www.juno.com
> Or call Juno at (800) 654-JUNO [654-5866]
>
> -
________________________________________________________________________________
From: | Richard Pike <rpike(at)preferred.com> |
>I would like to try my hand at filming while in flight and share the
>results with my non-flying friends.
Back in 1983 I mounted a video camera on my Hummer and shot about 8
hours of film one autumn. Used two methods. One was to mount the camera
straight ahead, use the airplane to aim the camera, and then edit to get
what I wanted. Not too bad, but a LOT of editing.
The other way was to make a shock mounted bracket that held the
camera just over my left forearm, pointed straight ahead. It was on a
swivel/ bungee mount so that it could be turned/raised/depressed to point
all around the front and sides. Mount a long dowel above and along the top
for a gunsight. Whatever the dowel was pointing at, was in the frame.
If you turned the camera loose, it turned back to straight ahead and
level.
Just left the camera on wide angle all the time. Turned it on when I
took off, and turned it off when I landed.
Since the camera sort of took care of itsel a lot of the time, it
was not too distracting.
The only problem I had all fall was once when moving my hand on to
the control stick, I accidently bumped the choke on, and had to land in a
cow pasture, didn't notice the problem until I was on the ground.
Left that segment in the finished product to instill humility. Don't
think it helped much.
Tried holding the camera and shooting. NOT a good idea. Rig up a
carrier of some sort. Use shock cords, and you will get no vibration to the
camera. Audio dub some good appropriate music over the finished product and
enjoy.
Richard Pike
MKIII N420P (42oldpoops)
________________________________________________________________________________
From: | Scott Bentley <Scott.Bentley(at)Bentley.Com> |
Subject: | Cleaning Lexan surfaces |
This is my post from last summer on the subject. I purchased both
number 1 and 2 and have used mainly number 1 with good results.
> -----Original Message-----
> From: Scott Bentley
> Sent: Wednesday, June 11, 1997 10:43 AM
> To: 'Kolb Builders'
> Subject: Cleaning your Lexan surfaces
>
> Dan, the test pilot at Kolb, recommends Novus Number 1.
>
> You can find out about this at
> http://www.noscratch.com/novus/number1.shtml
>
> For Orders Only, they list: 1 (800) NOVUS60
>
> You can email novus(at)noscratch.com
>
> I've never used the stuff - just passing along Dan's recommendation...
________________________________________________________________________________
(Netscape Mail Server v1.1) with SMTP id AAA170;
From: | LLMoore(at)tapnet.net (Lauren L. Moore) |
Hello Gary.. Nice to know there is another pilot interested in a
Homebrew trailer. Well, I was lucky right off the bat by having a Boat
trailer given to me by a friend. With all the cleaning supplies, New tires
and wheels, Extending the tongue by 5 feet, Having an aluminum Boom support
made, Plywood for the ramp/floor and new lights for nightime
towing...Hmmmm... I guess I have without looking at the receipts...
375.00 or so invested. My trailer is 24 feet long and it backs up as easily
as it pulls ahead. I will send some pictures to the kolb net when I get
them taken. Good Luck with your project. Larry in Sussex N.J.
-----Original Message-----
From: Gary Thacker <gthacker(at)mciunix.mciu.k12.pa.us>
Date: Tuesday, March 31, 1998 4:59 PM
Subject: Kolb-List: Re: trailer
>Larry
>
>Hey, I would be interested also. Just bought a FSII and am in the
>market(in a while) for a trailer. How much do you figure it cost to put
>together?
>
>Thanks
>
>Gary
>
>=========================================================================
>| Gary Thacker | gthacker(at)mciunix.mciu.k12.pa.us |
>| Souderton Pa. | |
>| | gthacker(at)wsd.k12.pa.us (work only) |
>=========================================================================
>
>
>
>
>
>
>On Mon, 30 Mar 1998, Lauren L. Moore wrote:
>
>> Thanks Oscar ..I have almost completed construction of the trailer for my
>> Firestar. It started as a 18 ft. boat trailer, but, with a little
>> imagination and a few bucks I have a trailer that looks pretty good and
>> should handle the Firestar well. As soon as I can I will send some
pictures
>> of it for the Kolbers approval. Thanks again Larry Moore 90 Firestar
>>
>>
>> -----Original Message-----
>> From: oscar vilches <oscarvil(at)bellsouth.net>
>> To: LLMoore(at)tapnet.net
>> Date: Monday, March 30, 1998 8:16 PM
>> Subject: trailer
>>
>>
>> >Larry had the same problem as you needed a trailer so finaly went to
>> >U haul and rented a car hauler for 35.00 a day I never told them
>> >that i was moving a plane just a small car . put some ply wood on the
>> >floor so I wouldn't loss any thing . and off I went try this it
>> >works well
>> >
>>
>> -
>>
________________________________________________________________________________
(Netscape Mail Server v1.1) with SMTP id AAA130
From: | LLMoore(at)tapnet.net (Lauren L. Moore) |
I agree with Jason...Fly the plane and watch for others..Pay attention
to flying! Just an opinion. Larry in Sussex
-----Original Message-----
From: Raymond L Lujon <rayul(at)juno.com>
Date: Tuesday, March 31, 1998 1:48 PM
Subject: Kolb-List: Cameras
>I would like to try my hand at filming while in flight and share the
>results with my non-flying friends. Film footage that I think is
>effective is when the pilot and / or the instrument panel are in the
>foreground and the landscape is spread out ahead. This appears to be best
>during landings and low passes. I fly solo. I know some of you have
>camera experience. Where and how does one mount the camera and activate
>it? What seems to be the most practical, still or camcorder? Wouldn't
>the 4" LCD viewing screens found on the 8mm camcorders be useful when
>shooting down over the side. Or is this activity more trouble than its
>worth. Any comments will be appreciated. Ray Lujon
>
>_____________________________________________________________________
>Get completely free e-mail from Juno at http://www.juno.com
>Or call Juno at (800) 654-JUNO [654-5866]
>
>-
________________________________________________________________________________
From: | Cliff and Carolyn Stripling <striplic(at)dfw.net> |
...I buy Lexan from Cadillac Plactics, in Butler WI. I don't know it
>they are a chain or just local.
To all,
Cadillac is a chain. There is one here in Dallas where I buy my Lexan or
polycarbonate. They have just about any kind of plastic you would want.
They will sell by the pound for odd sizes... seems like it was $1.00/lb...
maybe $1.50... I forget. I built my half doors for $6.00.
Later,
--
Cliff & Carolyn Stripling Him: Kolb MKIII - N582CC (41.1 hrs)
(972)247-9821 Dallas Texas Her: Real Estate Broker - Texas
Both: 5th Wheel - RV - Travel
____________________|_____________________
___(+^+)___
(_)
8 8
________________________________________________________________________________
From: | WVarnes <WVarnes(at)aol.com> |
Subject: | Firestar drum brakes and bearings |
I can add a few comments about them.
I took a lot of pains to make sure the drum was centered on the wheel by using
masking tape spaced at four points around the centering spacer (because it was
a loose fit and I could see the drum might be off to one side just slightly).
Even then, when I spun the wheel I could see the drum was not exactly
concentric with the brake shoe plate, but it was close and the brakes worked
ok for some time.
Then at about 170 hours I noticed the axle nut needed to be retorqued, that
is, turn the nut up against the bearing, then back off to the next available
cotter hole. Apparently I either had too much pressure against the bearing or
it just wore out on its own, but upon landing one day the RH outer bearing
failed (small inner race moved inward to center of axle). With the wheel now
cocked to one side, the drum contacted the brake shoes and with the force of
the landing weight, it applied the brake and locked up the wheel. The sudden
force of this caused the entire brake shoe plate to rotate with the wheel,
shearing off the 3/16" axle bolt and wrapping the cable around the gear leg.
The cable pulled out of its fitting at the wheel and with the landing over the
wheel began to rotate again. (Fortunately this happened on grass and was over
so quickly there was no loss of control--on asphalt it could have been a
different story).
A few months, later my buddy Ken Mancus had the exact same thing happen. We
purchased new and better bearings from a bearing supplier with a much closer
tolerance. There is practically no slop and it has eliminated, at least so
far, the gear leg shimmy that we would experience on occasion on hard surface
runways. The bearing number is: 499502H. One other problem I had with these
wheels is the fact that the bearing fits loosely into the wheel hub. I used
some permatex to help secure it in place and take up any slop there. Hope
this may be of help to you all.
Bill Varnes, Audubon, NJ
________________________________________________________________________________
From: | Lrb1476 <Lrb1476(at)aol.com> |
John,
Please include my partner and I on your map. We have finished 85% on the
Mark III... hope to see you at Sun-in-Fun.
Rich Bragassa &
Ken Jones
Miami, Fl.
________________________________________________________________________________
From: | Russell Savage <rsavage(at)freenet.columbus.oh.us> |
Subject: | Re: Ready for Inspection |
On Mon, 30 Mar 1998, John Jung wrote:
> Group,
> My Firestar II, N6163J, is finally ready for inspection. The sunny,
> 70+ degree weather yesterday got me motivated enough to finish my list
> of things to do. I had thought that I was ready before, but after going
> over the papers to request an inspection, my list grew. Can you believe
> that the throttle needs to be marked "open" and "closed"? I think the
> rule should be that if the throttle operates backward, like push to
> close, then they should be marked. But it should not be necessary to
> mark a throttle that is a lever that is pushed forward to go faster. I
> guess I have an "attitude" when it comes to government rules. Even so, I
> have complied with all the rules as best I could and will be mailing my
> request for inspection tomorrow.
> Why does take longer to do the last 10% of building a plane that the
> first 90%? I sure got a feel for that this winter. Some of the reason
> would be the cold weather and short days, but I don't think that
> explains all of the problem. I believe that for me it was because I
> lacked an immediate goal. I wasn't going to do much flying until spring
> anyway, and I had another Firestar in the hanger to fly when I got the
> chance.
> How many hours did it take? 440. Even though I used some salvaged
> parts, I believe that it would have taken me the same amount of time to
> build from a new kit. Would I do it again? YES What changes would I
> make? Powder coating on the steel. Will it fly? No doubt in my mind.
> John Jung
> Firestar II N6163J
> Original Firestar 377 (Who do you know wants to by a Firestar?)
> -
John,
How much are you asking for your Firestar?
Do you have a trailer with it?
Where are you located?
Russ Savage
Columbus, Ohio
________________________________________________________________________________
From: | rayul(at)juno.com (Raymond L Lujon) |
Where to mount the video camera for maximum effect and be able to fly the
plane with minimal interference has been my main objective. What do you
think of the following? The sky divers mount the camera on the top or
side of the helmet. Why can't I do the same, that is mount the camera on
the side of the helmet ( because of space restrictions on top) and
balance with equal weight on the other side of the helmet.The camera
would be aimed to film approximately what I am viewing, thereby giving
the film viewer a point of reference. At the same time I would have
excellent control of what is being filmed. The on / off camera switch
could be on the control stick. If the camcorder had an LCD screen, it
could be used (with a sidewise glance) to monitor the size and accuracy
of the view as well as the optical zoom most video cameras have. Ray
Lujon
________________________________________________________________________________
Subject: | Re: John Jung : Re: lexan |
From: | bobdoebler(at)juno.com (Robert L Doebler) |
--------- Begin forwarded message ----------
From: John Jung <jrjung(at)execpc.com>
Subject: Kolb-List: Re: lexan
Date: Tue, 31 Mar 1998 12:09:23 -0600
Bruce,
I buy Lexan from Cadillac Plactics, in Butler WI. I don't know it
they are a chain or just local.
John Jung
>
>b. steinhagen wrote:
>
> John, Through whom do you buy your lexan?
--------- End forwarded message ----------
Cadillac Plastics, must be a chain, as there is one in Burbank, Calif.
________________________________________________________________________________
by PM03SM.PMM.MCI.NET (PMDF V5.1-10 #27035)
From: | Larry Bourne <BigLar(at)MCI2000.com> |
Subject: | Re: FireFly brake cables? |
Jon Steiger
I think you must mean silver bearing solder, which melts at a little higher
temp than regular solder, but is much stronger. I have tried silver
soldering cable with refrigeration silver, which melts at something around
1200' F. - way over red heat. Don't think it's good for the cable. Can
anyone back me up??? Lar.
----------
> From: jerryb(at)jmd.ods.com
> To: kolb(at)intrig.com; Jon Steiger
> Subject: Re: FireFly brake cables?
> Date: Monday, March 30, 1998 10:52 PM
>
> Take it to a motor cycle shop. They sell replacement cables like it
> and there not that expensive especially buy the time you figure in
> Shipping and handling.
>
> We put a dab of silver solder on the brake end of our cables to keep
> then from fraying.
>
> Jerry
>
>
>
> ______________________________ Reply Separator
_________________________________
> Subject: FireFly brake cables?
> Author: stei0302(at)cs.fredonia.edu (Jon Steiger) at MAILGATE
> Date: 3/29/98 10:44 PM
>
>
>
> Well, I finally got around to taking my skis off and putting the
> wheels back on. (Only got to use the skis once.) :-(
>
> Anyway, one of my brake cables is kind of frayed, and
> it is also too short. I'm trying to figure out where
> I can get a replacement cable. I have the heel brakes,
> and the cable has this sort of "hex nut" on the end of it
> which keeps it from slipping out of the hole in the bracket
> which is attached to the brake pedal. Its not really a nut,
> but I can't figure out how it is attached to the cable...
> I don't see any weld, and it doesn't look crimped. I
> suppose I could just get a new cable and make a loop
> with some nicopress sleeves... (Any reason not to?)
>
> Is this cable something I can get from Kolb, or perhaps
> Aircraft Spruce, or simply the neighborhood hardware
> store?
>
> Thanks very much in advance!!
>
>
> -Jon-
>
> .--- stei0302@cs.fredonia.edu -- http://www.cs.fredonia.edu/~stei0302/
---.
> | DoD# 1038, EAA# 518210, NMA# 117376, USUA# A46209, KotWitDoDFAQ,
RP-SEL |
> | '96 Dodge Dakota v8 SLT Club Cab, '96 Kolb FireFly 447 (#FF019)
|
>
`-------------------------------------------------------------------------'
> I do not speak for the SUNY College at Fredonia; all opinions are my
own.
> -
>
> -
>
________________________________________________________________________________
by PM01SM.PMM.MCI.NET (PMDF V5.1-10 #27033)
From: | Larry Bourne <BigLar(at)MCI2000.com> |
I've seen several messages about trailers for our aircraft lately. This is
the way I'd like to go too, but I'm concerned about buffetting and
thrashing around by wind on an open trailer. Any thoughts on how to avoid
this??? Thanks Lar
________________________________________________________________________________
From: | Russell Savage <rsavage(at)freenet.columbus.oh.us> |
Kolb Friends,
For years sailplane pilots have been putting their gliders in
enclosed trailers. Why not do the same with a kolb?
Russ Savage
Columbus, Ohio
________________________________________________________________________________
From: | John Jung <jrjung(at)execpc.com> |
Lar,
Some people build a wind deflector on the front of the trailer. I
pull the trailer with a motorhome, and it breaks the wind.
John Jung
>
>Larry Bourne wrote:
>
> I've seen several messages about trailers for our aircraft lately. This is
> the way I'd like to go too, but I'm concerned about buffetting and
> thrashing around by wind on an open trailer. Any thoughts on how to avoid
> this??? Thanks Lar
________________________________________________________________________________
(Netscape Mail Server v1.1) with SMTP id AAA158
From: | LLMoore(at)tapnet.net (Lauren L. Moore) |
Hi Lar.. That was always the concern that I had also. And John has the
solution as far as I can see. The wind deflector idea came to me also
because with the way my trailer is set up, the Firestar is loaded tail to
the towbar. When folded, and in motion, naturally the wings are a natural
catch-all. What I did was had my wife drive me down the road in the pickup
and I had a small handfull of lime which I let out in the air behind and
watched the pattern of burble and air currents to see what the plane was
going to be subjected to. (crazy, huh?) but that told me what I had to do
to make a deflector. It is under construction now using old umbrella tent
frame, etc. I think it will work well. Any comments from the KOLBERS?
Larry in Sussex
-----Original Message-----
From: Larry Bourne <BigLar(at)MCI2000.com>
Date: Wednesday, April 01, 1998 1:53 AM
Subject: Kolb-List: Trailers
I've seen several messages about trailers for our aircraft lately. This is
the way I'd like to go too, but I'm concerned about buffetting and
thrashing around by wind on an open trailer. Any thoughts on how to avoid
this??? Thanks Lar
________________________________________________________________________________
From: | "John Russell" <jr(at)ROMETOOL.COM> |
THE TRAILER THAT I BUILT IS CONFIGURED WHERE IT
WILL TILT , REMOVE THE LARGE FASTENER AT THE
TOUNG AND THE BED WILL GENTLY TILT TO THE
GROUND , USING A BOAT CRANK WINCH MOUNTED
TO THE FRONT. I TRAILER MY KOLB NOSE FIRST AND
IT DOES FINE. I HAVE TRAILERED IT A COUPLE OF
HUNDRED MILES AT HIGHWAY SPEEDS WITHOUT ANY
PROBLEMS. I ALSO USE A TAIL BOOM SUPPORT THAT
I MADE THAT HAS 2 WHEELS SIDE BY SIDE TO KEEP
IT FROM ROTATING AROUND THE BOOM. THROUGH
SOME CALCULATIONS TO DETERMINE THE C.G. OF
AIRCRAFT WITH WINGS FOLDED DETERMINED WHERE
TRAILER AXLE SHOULD BE , THIS KEEPING TOUNG
WEIGHT MANAGABLE. THE CONCERN ON AN OPEN
TRAILER FOR ME IS RAIN AND STONE DAMAGE.
-----Original Message-----
From: Lauren L. Moore <LLMoore(at)tapnet.net>
Date: Wednesday, April 01, 1998 10:16 AM
Subject: Kolb-List: Re: Trailers
>Hi Lar.. That was always the concern that I had also. And John has the
>solution as far as I can see. The wind deflector idea came to me also
>because with the way my trailer is set up, the Firestar is loaded tail to
>the towbar. When folded, and in motion, naturally the wings are a natural
>catch-all. What I did was had my wife drive me down the road in the pickup
>and I had a small handfull of lime which I let out in the air behind and
>watched the pattern of burble and air currents to see what the plane was
>going to be subjected to. (crazy, huh?) but that told me what I had to do
>to make a deflector. It is under construction now using old umbrella tent
>frame, etc. I think it will work well. Any comments from the KOLBERS?
>Larry in Sussex
>
>
>-----Original Message-----
>From: Larry Bourne <BigLar(at)MCI2000.com>
>To: Kolb
>Date: Wednesday, April 01, 1998 1:53 AM
>Subject: Trailers
>
>
>I've seen several messages about trailers for our aircraft lately. This is
>the way I'd like to go too, but I'm concerned about buffetting and
>thrashing around by wind on an open trailer. Any thoughts on how to avoid
>this??? Thanks Lar
>
>-
>
>-
________________________________________________________________________________
From: | mefine1(at)juno.com (Mick Fine) |
writes:
>... Tried holding the camera and shooting. NOT a good idea. Rig up a
>carrier of some sort. Use shock cords, and you will get no vibration
>to the
>camera. Audio dub some good appropriate music over the finished
>product and
>enjoy.
I guess I'll be the voice of 'poor judgement' again. I have lots of
flying video and I always just held the camera in my hand. My camera (and
most others) is made to be held in the right hand so I have to use my
left on the stick. This would be more of a problem in a US, TS, Mk.2 or
Mk.3 with the stick being on the pilot's right side.
I keep the long camera strap around my neck cinched-up so that the camera
rests on my chest and can't swing around to interfere with anything. I
also keep the strap that goes around the back of my hand loose so in a
tense moment, I can just drop the camera and switch hands on the stick.
My camera is several years old with a regular eye-piece view finder. When
flying, I usually never put the eye-piece right up to my eye rather, I
hold it an inch or so away and just take quick glances at it to check the
framing. I leave the zoom about neutral so aim is less critical, 'zooming
in' makes for jumpy video anyway.
A few years ago, I edited several hours of video down to about 40 minutes
of halfway decent stuff and then dubbed-in some music. It started out to
be a rainy afternoon project that turned into several days of work but I
guess it turned out ok, its always a hit at the 'Nighthawk Airpatch'
Christmas party.
Here's some 'must haves' for background music:
"What goes up, must come down" - Blood, Sweat, and Tears.
"I've got friends in low places" - Garth Brooks.
"Fly like an eagle" - Steve Miller Band.
"You ain't seen nothin yet" - Bachman Turner Overdrive.
"Neon moon" - Brooks & Dunn.
"Its a long way there" - Little River Band.
"Steamer lane breakdown" - The Doobie Brothers.
"Also sprach Zarathustra" - from '2001 a Space Odyssey' (..you know the
one).
"Theme from Goldfinger (instrumental)" - from the Goldfinger soundtrack.
Yes, I drive my wife nuts picking through old LP's at garage sales!
-Mick Fine
Green Country Ultralight Flyer's Organization (UFO)
Tulsa, Oklahoma
http://angelfire.com/ok/gcufo
mefine1(at)juno.com
________________________________________________________________________________
From: | Ben Ransom <ransom(at)mae.engr.ucdavis.edu> |
On Tue, 31 Mar 1998, Raymond L Lujon wrote:
> Where to mount the video camera for maximum effect and be able to fly the
> plane with minimal interference has been my main objective. What do you
> think of the following? The sky divers mount the camera on the top or
> side of the helmet. Why can't I do the same, that is mount the camera on
I tried this once. Making the bracket and mounting a fairly light
8mm video camcorder to the side of my helmet was simple enf. But
then when you start to add counter-weights your helmet starts to feel
like a deep sea dive bell, not that I've ever worn one :-). It is
very heavy and awkward feeling and I decided to not even try to fly
with that setup. To do so you'd have to really be committed to making
it a filming mission as the flying would be pretty compromised IMHO.
I also tried bracketing the camcorder to the cockpit. Mount was pretty
good, but vibration thru the mount made the tape quality too lousy.
Shock absorption mounting is required. My next attempt at this may be
to rig a shock mount on the lift strut. This would allow inclusion of
some of the plane in the footage -- i could turn around and wave :-).
Wire or remote control to Record/Zoom/On/Off should work, but it still
is far from ideal such as a 2-place plane like the Drifter in Africa
following elephants on PBS -- awesome, eh? I've also tried just hand
carrying the camcorder. Didn't work at all ...lots of blurry tilted
footage of the the rudder pedals as I tossed the camera back in my lap
to, yes, fly the airplane. Best for single place might be special
equipment where camera lense and view-finder/controls are seperate
items. I once made a cursory check and this isn't much more money
than a standard retail camcorder ...just looks nutty when you're
using it at Disneyland.
Still shots are simpler. I feel I'm nearly giving away trade secrets
here :-), but here's how i do this. I agree that capturing part of the
plane in the photo frame helps the imagination later. Other pics I've
taken sometimes look like the photo was just taken from a tall ladder
(and I'm thinking I nearly risked my neck for that shot!). I use a light
SLR with a 75-150zoom lense. Less than ~75mm focal length and even the
semi-daring low passes make it look like you were comfortably a mile away.
Buckle up with the seatbelt thru the camera strap to prevent loss of
ready before making the run -- Fstop/shutter_speed/zoom/focus. All that
can be taken care of close enf before the photo pass. BTW, I prefer
ASA200 and shutter speed 1/250 or faster. Anyway, with the camera all
prepared, I make my gun run ...er, i mean Camera run. I've changed to
flying left handed and have pre-checked rpm is at healthy cruise,
...don't want to risk getting too slow, and on kind of diving passes it
is also awkward to prevent going too fast, shooting, then going too slow.
I also make it a habit to check engine temps before these or any other
wierd maneuvers.
For the low pass shots I'm pretty much *not* looking thru the camera,
rather mostly just aiming it and/or i might take a quick peek with one
eye. Camera in right hand, fly left-handed, get the shot, then camera
to lap so you can get hands back to their proper places on stick and
throttle, and move on. Take a second or third pass if you missed and
the guy in the harvester isn't too annoyed at you yet. I haven't used
a motor drive, or even auto-exposure or auto-focus, but some of these
might be nice additions.
While not shooting, keep the camera on your lap or tucked inside your
jacket. Setting it down on the cockpit floor and the vibration will
cause light leaks into all those nice pics you worked so hard for;
believe me, i've lost some nice pics this way, even when trying a newer
camera after thinking my old OM-1 had just gotten too old.
Examples, see:
http://mae.engr.ucdavis.edu/~ransom/1997/addaug/balloon2.html
http://mae.engr.ucdavis.edu/~ransom/16.html
http://mae.engr.ucdavis.edu/~ransom/straf.html
- Ben (now you know why i want my engine to behave again) Ransom
________________________________________________________________________________
From: | Richard Pike <rpike(at)preferred.com> |
Subject: | Soldering cables |
Any time you solder a cable into a fitting of any type, a major
problem is the solder failing and the fitting pulling off. Here is a way
to reduce the likeihood of that happening:
When you push the cable through the fitting, before you solder
it, take a sharp object and "tease and frizzle" the end of the cable that
sticks out. Some fittings have one end countersunk a bit. Have that the
end where a bit pokes out. Get in there and bend the short ends real good,
to the point that even without solder, it is reluctant to pull back
through. Now solder it with a silver-bearing solder, which is a bit costlier
and much stronger than the ordinary kind. (Radio Shack sells it)
This is not guaranteed foolproof, but it is guaranteed better,
because now the cable has to compress itself and the solder before it can
pull through, instead of just being a shear load.
Richard Pike
MKIII N420P (42oldpoops)
________________________________________________________________________________
From: | "Ron Christensen" <SPECTRUMINTERNATIONAL(at)classic.msn.com> |
To:
All who answered my question regarding polishing Lexan - - a strong "thank
you" ! !
Ron Christensen
----------
From: owner-kolb(at)intrig.com on behalf of Ben Ransom
Sent: Monday, March 30, 1998 10:19 PM
Subject: Kolb-List: RE: lexan
At 05:42 AM 3/31/98 UT, you wrote:
>Hey Group - - -
>
>What do you guys use to "polish" your Lexan to keep it clear and looking new
>??
Meguiars #17 -- Clear Plastic Cleaner -- cleans and reduces static stick
Meguiars #10 -- Clear Plastic Polish -- to polish out fine scratches etc.
-Ben Ransom
________________________________________________________________________________
From: | Ben Ransom <ransom(at)mae.engr.ucdavis.edu> |
One more little scary anecdote related to camera flying. My brother
Mike's first attempt at this was really awful. He had gotten enf time
in his ultrastar to feel comfortable so finally brought along the
camera. Just 10 minutes into the flight he noticed that the camera
strap had caught and pulled free the quick-release latch on his
4-point harness. This, as you can imagine, is like the best laxative
money can buy. One shoulder strap flew over and behind ...measured
awfully damn close to the prop when later on the ground.
He had a heck of a time gathering in the loose straps while trying to
fly, and hopefully not hit any big bumps to toss him out of the plane.
See http://mae.engr.ucdavis.edu/~ransom/mikeul.html if you aren't sure
how awful this might really feel.
He ended up giving up on the shoulder straps, getting his lap belt
relatched, and landing safely but rattled. He had even pulled the
shoulder strap from flapping behind him to wrapping it around something
secure (his neck ...no kidding) to be sure it wouldn't flap the magic
inch too close to the prop.
-Ben Ransom
________________________________________________________________________________
(Netscape Mail Server v1.1) with SMTP id AAA197
From: | LLMoore(at)tapnet.net (Lauren L. Moore) |
Hi John, Yes that tilt feature comes in handy when loading. I have the same
capability on the one that I built. Larry in Sussex
-----Original Message-----
From: John Russell <jr(at)ROMETOOL.COM>
Date: Wednesday, April 01, 1998 11:24 AM
Subject: Kolb-List: Re: Trailers
>THE TRAILER THAT I BUILT IS CONFIGURED WHERE IT
>WILL TILT , REMOVE THE LARGE FASTENER AT THE
>TOUNG AND THE BED WILL GENTLY TILT TO THE
>GROUND , USING A BOAT CRANK WINCH MOUNTED
>TO THE FRONT. I TRAILER MY KOLB NOSE FIRST AND
>IT DOES FINE. I HAVE TRAILERED IT A COUPLE OF
>HUNDRED MILES AT HIGHWAY SPEEDS WITHOUT ANY
>PROBLEMS. I ALSO USE A TAIL BOOM SUPPORT THAT
>I MADE THAT HAS 2 WHEELS SIDE BY SIDE TO KEEP
>IT FROM ROTATING AROUND THE BOOM. THROUGH
>SOME CALCULATIONS TO DETERMINE THE C.G. OF
>AIRCRAFT WITH WINGS FOLDED DETERMINED WHERE
>TRAILER AXLE SHOULD BE , THIS KEEPING TOUNG
>WEIGHT MANAGABLE. THE CONCERN ON AN OPEN
>TRAILER FOR ME IS RAIN AND STONE DAMAGE.
>-----Original Message-----
>From: Lauren L. Moore <LLMoore(at)tapnet.net>
>To: KOLB
>Date: Wednesday, April 01, 1998 10:16 AM
>Subject: Re: Trailers
>
>
>>Hi Lar.. That was always the concern that I had also. And John has the
>>solution as far as I can see. The wind deflector idea came to me also
>>because with the way my trailer is set up, the Firestar is loaded tail to
>>the towbar. When folded, and in motion, naturally the wings are a
natural
>>catch-all. What I did was had my wife drive me down the road in the
pickup
>>and I had a small handfull of lime which I let out in the air behind and
>>watched the pattern of burble and air currents to see what the plane was
>>going to be subjected to. (crazy, huh?) but that told me what I had to
do
>>to make a deflector. It is under construction now using old umbrella tent
>>frame, etc. I think it will work well. Any comments from the KOLBERS?
>>Larry in Sussex
>>
>>
>>-----Original Message-----
>>From: Larry Bourne <BigLar(at)MCI2000.com>
>>To: Kolb
>>Date: Wednesday, April 01, 1998 1:53 AM
>>Subject: Trailers
>>
>>
>>I've seen several messages about trailers for our aircraft lately. This
is
>>the way I'd like to go too, but I'm concerned about buffetting and
>>thrashing around by wind on an open trailer. Any thoughts on how to avoid
>>this??? Thanks Lar
>>
>>-
>>
>>-
>
________________________________________________________________________________
From: | "Thomas L. King" <kingdome(at)tcac.net> |
Subject: | soldering cablles |
> Any time you solder a cable into a fitting of any type, a major
>problem is the solder failing and the fitting pulling off. Here is a
way
>to reduce the likelihood of that happening:
> When you push the cable through the fitting, before you solder
>it, take a sharp object and "tease and frizzle" the end of the cable
that
>sticks out. Some fittings have one end countersunk a bit. Have that the
>end where a bit pokes out. Get in there and bend the short ends real
good,
>to the point that even without solder, it is reluctant to pull back
>through. Now solder it with a silver-bearing solder, which is a bit
costlier
>and much stronger than the ordinary kind. (Radio Shack sells it)
> This is not guaranteed foolproof, but it is guaranteed better,
>because now the cable has to compress itself and the solder before it
can
>pull through, instead of just being a shear load.
> Richard Pike
> MKIII N420P (42oldpoops)
FOR WHAT IT'S WORTH
AC43.13-1A Change 3 specifically recommends AGAINST soldered fittings
in an aircraft. Listed reasons in Paragraph 450 are;
1. more skilled operator is required (not really a problem in my mind,
we'll all take the time to do it right.)
2. A corrosive flux may be used causing the joint to deteriorate. (if
deterioration is inside coupling, etc, it's very hard to see on
inspection and have you ever tried to solder with fluxless solder? See
NO. 1)
3. Maintenance is extremely difficult. (true)
4. the wire strands are stiffened by the solder and become more
susceptible to breakage due to vibration.(VERY TRUE)
5. the wire insulation may be charred (and made brittle) during the
soldering process.
PERSONAL THOUGHT: Having soldered connections in the past in a number
of applications in cars, trucks, motor cycles, trailers, etc, I would
not do so in an aircraft. The biggest problem I've experienced is
corrosion with breakage running 2nd. Even if the wire and parts are
thoroughly cleaned and soldered with no flux, it seems as if any
moisture (even inside where it is not exposed to weather) will cause
corrosion over the long run.
Also, why make the soldered joint any stronger than the wire itself. It
needs only to be AS strong as the wire.
Tom King
124 King Dome Road
Our name is King, our house is a Dome, and it's OUR road!
> Any time you solder
a cable
into a fitting of any type, a major
>problem is the solder failing
and the
fitting pulling off. Here is a way
>to reduce the likelihood of
that
happening:
> When you
push the
cable through the fitting, before you solder
>it, take a sharp
object and
"tease and frizzle" the end of the cable that
>sticks
out. Some
fittings have one end countersunk a bit. Have that the
>end where
a bit
pokes out. Get in there and bend the short ends real good,
>to the
point
that even without solder, it is reluctant to pull back
>through.
Now
solder it with a silver-bearing solder, which is a bit
costlier
>and much
stronger than the ordinary kind. (Radio Shack sells
it)
> This is not
guaranteed
foolproof, but it is guaranteed better,
>because now the cable has
to
compress itself and the solder before it can
>pull through,
instead of
just being a shear load.
> Richard
Pike
> MKIII N420P
(42oldpoops)
March 17, 1998 - April 01, 1998
Kolb-Archive.digest.vol-an