Kolb-Archive.digest.vol-ar
June 03, 1998 - June 24, 1998
>
>Tom Kuffel, CFI, EAA Flight Advisor, etc.
>
>-
>
________________________________________________________________________________
(InterMail v03.02.03 118 118 102) with SMTP
| From: | "Beauford Tuton" <beaufordw(at)worldnet.att.net> |
Hello All:
Am working at FF#76 and have hit a little snag with the fitting of the
chromalloy tail ring onto the fuselage tube. The good book mentions
that it might be a "little tight" but my experience with this little
problem is gradually working a tad past that prosaic description.
I have ground bevelled edges on both the ring and the tube with a Dremel
tool... worked over the ring with emory cloth and steel wool, polished
the devil out of the fuselage tube with various steel wool grades, and
have slathered enough silicone and mouse-milk around the garage to
qualify the premises for listing as an environmental Superfund site....
Both parts are all slick and smooth, but I am still unable to rubber
mallet the ring onto the tube...(and I have an industrial-sized
mallet)...
Am now considering standing the tube on end in a bucket of ice water,
while heating the ring in a mild way (not enough to de-temper the
aluminum riveted to it) and having a go at it that way...
The problem is, of course, that I must later take that sucker apart
again after I finish the alignment process in order to cover the tail...
I'm afraid it will be nearly impossible to get off if I must resort to
the hot/cold treatment to put it together...
Any of you "old" Kolbers out there have any better ideas about how this
problem might be approached? Sure would appreciate hearing from you...
Thanks...
Bill Tuton... (lost somewhere in West central Florida....)
Hello All:
Am working at FF#76 and have hit a
little snag
with the fitting of the chromalloy tail ring onto the fuselage
tube. The
good book mentions that it might be a "little tight" but my
experience
with this little problem is gradually working a tad past that prosaic
description.
I have ground bevelled edges on both
the ring
and the tube with a Dremel tool... worked over the ring with emory cloth
and
steel wool, polished the devil out of the fuselage tube with various
steel wool
grades, and have slathered enough silicone and mouse-milk around the
garage to
qualify the premises for listing as an environmental Superfund
site....
Both parts are all slick and smooth, but I am still unable to rubber
mallet the
ring onto the tube...(and I have an industrial-sized
mallet)...
Am now considering standing the tube
on end in a
bucket of ice water, while heating the ring in a mild way (not enough to
de-temper the aluminum riveted to it) and having a go at it that
way...
The problem is, of course, that I
must later
take that sucker apart again after I finish the alignment process in
order to
cover the tail... I'm afraid it will be nearly impossible to get
off if I
must resort to the hot/cold treatment to put it together...
Any of you "old" Kolbers
out there
have any better ideas about how this problem might be approached?
Sure
would appreciate hearing from you...
Thanks...
Bill Tuton... (lost somewhere in
West central
Florida....)
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
Brian,
Here is my opinion of a using a Hirth engine on a new plane: You will
be more of a test pilot than you would be with a Rotax. You will be more
likely to have problems, and have more trouble getting those problems
solved. If you are a new pilot, or even if you are new to 2-cycles, this
could be a less than desireable situation. If you are not a new pilot
and are comfortable with 2-cycles, and have a strong desire to have a
Hirth, then go for it. A properly maintained Rotax is a very dependable
engine. Also parts and information are readily availble for Rotaxes.
I have a couple of friends that have been using Hirths for years.
Also, I recently aquired a used 2704 that I am considering testing on
one of my Firestars. The 2704 has the ability to produce power at lower
rpms and because of that, it should run quieter. That is the only
advantage that I would expect. I would like a quieter engine.
John Jung
> >>
> >>Brian Copple wrote:
snip...
> >> I'm considering a Hirth 2702 for a power plant. Any comments??
> >>
> >> Brian in Washington State
________________________________________________________________________________
| From: | "Scott Olendorf" <olendorf(at)empireone.net> |
My recovering project is going smooth although slower than I expected. I am
covering one wing now and should have the other wing covered and ready for
paint by Tuesday. After that I just need to paint the wings and go flying.
I got my BRS chute back today. BRS converted it from a BRS-4 to a BRS-5 and
told me it would be a little bigger. I didn't figure that would be a
problem but it took me 2 hours to get it to fit and strap it in place. I
almost gave up and decided to call BRS to see what other mounting hardware I
could get, but then I just took the mounting hardware off, positioned it,
and tried to see if the bracket would attach somehow and it did!
Does anyone have a source for the 2" Velcro. I'm gonna need some soon.
Scott Olendorf
Original Firestar with Rotax 377
Schenectady, NY
________________________________________________________________________________
| From: | Richard Pike <rpike(at)preferred.com> |
| Subject: | Re: Mix of traffic |
I think what you are looking for is FAR 91.13 (a)
AIRCRAFT OPERATIONS FOR THE PURPOSE OF AIR NAVIGATION
No person may operate an aircraft in a careless or reckless manner so as to
endanger the life or property of another.
Also, 91.119 (c) Minimum Safe Altitudes: General
Except when necessary for takeoff or landing, no person may operate an
aircraft below the following altitudes:
OVER OTHER THAN CONGESTED AREAS:
An altitude of 500 feet above the surface. except over open water or
sparsely populated areas. In those cases, the aircraft may not be operated
closer than 500 feet to any person, vehicle, or structure. (Ultralights are
vehicles)(with persons!)
Richard Pike
MKIII N420P (42oldpoops)
>Enough of that, now I have a question for the group. I am having trouble
>finding the exact "page & chapter" in the FAA Regs to support my pet peeve,
>perhaps someone can help.
>
>PET PEEVE: High speed, low level passes ( Just showin' off ! )
>
>I recently had a fairly close call while in the landing pattern at my home
>airport. I was returning home in an ultralight flight of four, doing a
>crosswind for downwind and had announced our intentions prior to entering
>the crosswind. The noise of my plane made it hard for me to hear my radio,
>but I did hear the FBO announce to someone, "Be advised, there are
>ultralights in the pattern".
>
>I, in the lead plane, had passed the centerline of the runway and was on a
>left downwind. The second plane had just passed the centerline and was
>turning downwind, and the other two planes were coming up on the centerline
>when three T-34s, flying in formation, came zooming down the centerline at
>about 50' AGL, doing probably 200 mph. At the end of the runway they did
>an airshow type pullout into a starburst, barely missing out ultralight
>flight of four.
>
________________________________________________________________________________
| From: | Richard Pike <rpike(at)preferred.com> |
| Subject: | Re: Rotax experience |
>Richard: I take it you have a Rotax on your Mark III. What is your opinion
>of the Rotax engine. How long have you been flying it and do you know of
>people who have had seizure problems with them? What, in your opinion is the
>most common cause of seizure on these engines and can anything be done in
>the maintainance or preflight procedures to avoid them. Being new to
>2-strokes I am getting the impression that seizure is "the risk you take"
>with 2-stroke engines.
>Would appreciate your thoughts.
>
> Rotax is a good engine. I have used them since 1983. There have been
a lot of them used here in NE Tenn. and SW Virginia, and the only seizure
was from a blown mag end seal, sucking air and got lean. There may have been
some I didn't hear about.
2-strokes seize because people don't understand how to deal with
them, they are not as tolerant of bad timing and bad mixture/prop loads as 4
strokes.
They will seize if run at half throttle in high speed descents
because they will get too lean, even tho lightly loaded.
The biggest cause of non-seize engine failures is poor systems
design, maintainance, and preflight.
Treat it like an airplane engine, not a clapped-out dirt bike, don't
lug or over rev it, use good oil. pull the exhaust system every 50 hours and
check the rings, and repair or replace anything that doesn't look right.
It still won't be a Lycoming, but it will be good enough for an
airplane that stalls under 40 knots, and is not always flown over hostile
terrain.
If you are not used to 2 strokes, get some one that is to help you
get yours running right, and learn why it does what it does.
If you don't want to do that, don't get one.
Richard Pike
MKIII N420P (42oldpoops)
________________________________________________________________________________
| From: | " Jim Hanson" <jdhanson(at)ptd.net> |
| Subject: | re: velcro sources |
Try any craft store, medical supply store, fabric/sewing
stores/departments. I've seen it at Wal-Mart and K-Mart in the
fabric/sewing sections.
Try any craft store, medical supply
store,
fabric/sewing stores/departments. I've seen it at Wal-Mart and
K-Mart in
the fabric/sewing sections.
________________________________________________________________________________
| From: | "rutledge fuller" <rut007(at)hotmail.com> |
Glen's number is (850) 592-5891 Home (850) 592-8547 Hanger
Also Mike Highsmith in Panama City has a Ferguson. His number is
(850) 234-9404
----Original Message Follows----
Date: Wed, 03 Jun 1998 00:52:59 -0400
From: Richard Pike <rpike(at)preferred.com>
Subject: Kolb-List: Re: instruction
>Hey gang,
>
>I'm looking for someone in Georgia or Alabama area that gives
instruction
>in a MarkIII or a Ferguson.
See if you can track down Glenn Rinck in Grand Ridge , Florida.
He
can probably tell you who can do it.
Richard Pike
MKIII N420P (42oldpoops)
________________________________________________________________________________
| From: | "Wood, John T." <woodjt(at)spawar.navy.mil> |
| Subject: | RE: Velcro sources |
Scott;
Besides the local craft stores, hardware stores, wal-mart etc., there is
Velcro USA x213-225-8440. It comes in many styles, widths, and colors. You
do not have only black and white to choose from.
-----Original Message-----
From: Scott Olendorf [SMTP:olendorf(at)empireone.net]
Sent: Wednesday, June 03, 1998 6:45 PM
To: Kolb List
Subject: Velcro sources
My recovering project is going smooth although slower than I
expected. I am
covering one wing now and should have the other wing covered and
ready for
paint by Tuesday. After that I just need to paint the wings and go
flying.
I got my BRS chute back today. BRS converted it from a BRS-4 to a
BRS-5 and
told me it would be a little bigger. I didn't figure that would be
a
problem but it took me 2 hours to get it to fit and strap it in
place. I
almost gave up and decided to call BRS to see what other mounting
hardware I
could get, but then I just took the mounting hardware off,
positioned it,
and tried to see if the bracket would attach somehow and it did!
Does anyone have a source for the 2" Velcro. I'm gonna need some
soon.
Scott Olendorf
Original Firestar with Rotax 377
Schenectady, NY
-
________________________________________________________________________________
(InterMail v03.02.03 118 118 102) with ESMTP
| From: | "merle hargis" <merlepilar(at)worldnet.att.net> |
| Subject: | Re: Velcro sources |
check http://www.textol.com for velcro sources.
Merle from Orlando
----------
> From: Wood, John T. <woodjt(at)spawar.navy.mil>
> To: 'Scott Olendorf' ; Kolb List
> Subject: RE: Velcro sources
> Date: Thursday, June 04, 1998 9:10 AM
>
> Scott;
> Besides the local craft stores, hardware stores, wal-mart etc., there
is
> Velcro USA x213-225-8440. It comes in many styles, widths, and colors.
You
> do not have only black and white to choose from.
>
> -----Original Message-----
> From: Scott Olendorf [SMTP:olendorf(at)empireone.net]
> Sent: Wednesday, June 03, 1998 6:45 PM
> To: Kolb List
> Subject: Velcro sources
>
> My recovering project is going smooth although slower than I
> expected. I am
> covering one wing now and should have the other wing covered and
> ready for
> paint by Tuesday. After that I just need to paint the wings and go
> flying.
>
> I got my BRS chute back today. BRS converted it from a BRS-4 to a
> BRS-5 and
> told me it would be a little bigger. I didn't figure that would be
> a
> problem but it took me 2 hours to get it to fit and strap it in
> place. I
> almost gave up and decided to call BRS to see what other mounting
> hardware I
> could get, but then I just took the mounting hardware off,
> positioned it,
> and tried to see if the bracket would attach somehow and it did!
>
> Does anyone have a source for the 2" Velcro. I'm gonna need some
> soon.
>
> Scott Olendorf
> Original Firestar with Rotax 377
> Schenectady, NY
>
> -
> -
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: Velcro sources |
Scott Olendorf wrote:
snip
> Does anyone have a source for the 2" Velcro. I'm gonna need some soon.
>
Scott,
In Wisconsin, I get it at "JoAnn Fabrics". Just call fabric stores
until you find the stuff.
John Jung
________________________________________________________________________________
| From: | "Rinehart, Mark W." <Mark.W.Rinehart(at)Allison.com> |
I know this isn't exactly Kolb related, so forgive me, but I heard that
the RV-8 prototype (an aircraft and company I admire as much as Kolb)
crashed last weekend. The rumored cause was structural failure.
Supposedly the demo pilot and a potential customer were killed. Anyone
out there know any of the details? I know one person on the list has
been talking about building an RV (is it Rusty?).
Mark Rinehart
"MK III BFI wanna be"
________________________________________________________________________________
| From: | "Wood, John T." <woodjt(at)spawar.navy.mil> |
Hi;
I have a friend that is building an RV-4 and he indicated what you have
heard. The wing on the RV-8 is a new design and may have suffered structural
failure. Everyone in the RV community is anxiously waiting for the FAA and
NTSB findings. It was their test pilot, John Morgan, he also flew the plane
to flyins and airshows. As I understand it, he was giving a ride to a
prospective customer at the time of the accident. The accident occured near
Blythe, California.
John
FSII (covering wings)
-----Original Message-----
From: Rinehart, Mark W. [SMTP:Mark.W.Rinehart(at)Allison.com]
Sent: Thursday, June 04, 1998 1:30 PM
To: 'kolb(at)www.intrig.com'
Subject: RV-8 Crash
I know this isn't exactly Kolb related, so forgive me, but I heard
that
the RV-8 prototype (an aircraft and company I admire as much as
Kolb)
crashed last weekend. The rumored cause was structural failure.
Supposedly the demo pilot and a potential customer were killed.
Anyone
out there know any of the details? I know one person on the list
has
been talking about building an RV (is it Rusty?).
Mark Rinehart
"MK III BFI wanna be"
-
________________________________________________________________________________
| From: | Howard Penny <penny(at)rtp.ericsson.se> |
The crash was about 2:00pm May 24. According to NTSB, due to in-flight
structural failure. Rumor has it after some high stress maneuvers. It was
N58RV the RV-8 not the RV-8A. This was the plane I sat in (didn't fly in
because of a waterlogged airstrip) when I was at RV in March. Sorry I don't
know anything more. This is a great tragedy for friends and families and to
a great line of aircraft.
The Thunder Mustang by Denny (of Kitfox fame) crashed Saturday the 30th
killing 2. More information is @ www.landings.com
Howard G. Penny
RTP, NC
penny(at)rtp.ericsson.se
/* ------------------------- */
-----Original Message-----
From: owner-kolb(at)intrig.com [mailto:owner-kolb(at)intrig.com] On Behalf Of
Rinehart, Mark W.
Sent: Thursday, June 04, 1998 4:30 PM
To: 'kolb(at)www.intrig.com'
Subject: Kolb-List: RV-8 Crash
I know this isn't exactly Kolb related, so forgive me, but I heard that
the RV-8 prototype (an aircraft and company I admire as much as Kolb)
crashed last weekend. The rumored cause was structural failure.
Supposedly the demo pilot and a potential customer were killed. Anyone
out there know any of the details? I know one person on the list has
been talking about building an RV (is it Rusty?).
Mark Rinehart
"MK III BFI wanna be"
________________________________________________________________________________
| From: | "Russell Duffy" <rad(at)pen.net> |
>out there know any of the details? I know one person on the list has
>been talking about building an RV (is it Rusty?).
Correct, I'm building an RV-8A and should be receiving my wing kit in a 2-3
weeks.
Others have posted all the info that's been released, but there are some other
tidbits that should be mentioned. One rumor stated that the wing spar buckled
just outboard of the wing tank, but this is consistent with the results of the
original static testing of the RV-8 wings. The RV-8 wings do use a different
spar design, but they have been proven to be stronger than the previous spar.
"Proven" is a key word here, because the design was tested to destruction as
part of it's development (note to Dennis- SOME manufacturers do this with sand
bags ). The wing passed all of it's design specs, and failed at just over
9G's I believe. This is at a higher weight than other RV designs. The ultimate
failure in testing was at the same place the prototype is rumored to have
failed. This would lead me to believe the wing was overstressed. The RV wings
are very strong, but nothing is unbreakable.
Van is expected to make a statement fairly soon, but in a way, he already has.
The other prototype is still flying and making demo rides as if nothing
happened. Van is known as the world's most conservative engineer, and if he
believed there was ANY chance the wing was defective, the other factory
prototypes would be on the ground, and builders would be notified.
I'm very sorry to see this tragedy occur, but it doesn't shake my confidence in
the design at all. Until the investigation is complete, we won't know what
really happened. Van's still has my complete trust, and so does Kolb.
Rusty
SlingShot, SN- SS-003
RV-8A, SN- 80587 (587th RV-8 kit sold)
________________________________________________________________________________
| From: | "Scott Olendorf" <olendorf(at)empireone.net> |
| Subject: | Re: Velcro sources |
Again the list comes through!
Thanks everyone for the info. I'll check the local shops.
Scott
-----Original Message-----
From: Wood, John T. <woodjt(at)spawar.navy.mil>
Date: Thursday, June 04, 1998 9:14 AM
Subject: Kolb-List: RE: Velcro sources
>Scott;
> Besides the local craft stores, hardware stores, wal-mart etc., there
is
>Velcro USA x213-225-8440. It comes in many styles, widths, and colors. You
>do not have only black and white to choose from.
>
________________________________________________________________________________
| From: | William Hinkelmann <whink(at)mindspring.com> |
Will be working in Savanaha Ga. for the next few weeks and plan on
trailering my Kolb there from Cumming Ga. Need a place to park my plane
and camp. Heat, Humidity, and NoSeeums permitting. Any Suggestions??
_____________________
William Hinkelmann
whink(at)mindspring.com
Modified FS-II
North Atlanta, Ga.
________________________________________________________________________________
| From: | Jeff Stripling <jstripli(at)io.com> |
| Subject: | More info on the RV-8 crash |
Forwarded to the list.
Jeff R. Stripling
jstripli(at)io.com
(512) 252-3053
---------- Forwarded message ----------
Date: Thu, 4 Jun 1998 16:10:58 -0500
From: Scott Bentley <Scott.Bentley(at)Bentley.Com>
Subject: Kolb-List: RE: RV-8 Crash
Date: Thu, 4 Jun 1998 17:14:15 -0400
See:
http://www.avweb.com/newswire/news9822.html#9
(page down a bit to the RV8 story)
________________________________________________________________________________
| From: | "Russell Duffy" <rad(at)pen.net> |
I just found the NTSB report on the RV-8. It was a bit slow to be released, but
it can be seen at: http://www.ntsb.gov/Aviation/LAX/98A171.htm
Van's will be keeping their own update on the web page at:
http://www.vansaircraft.com/sections/n58rv.htm
Rusty
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
Hi gang: I have to agree with Ron Christenson. Flying in the L.A. area
really is enjoyable - once you've been there a few times. I was very
intimidated at first, but now find real pleasure in the inter-action with
the controllers. A flight from Palm Springs to Catalina Island last Sept.
started with some apprehension, and wound up being an absolute blast, as
well as one of the most enjoyable flights I've ever made. No, not in an
U/L, it was a 172, but one of the non-flying friends I took is now
attending U/L meetings and getting ready to go flying himself. This is a
lead-in to stating my commitment to having a radio, etc. appropriate to
your flying, and USING them. My Mk lll is also fully equipped for
controlled airspace - if I ever get it flying. One of the most amazing
things I've seen is an incident at an EAA fly-in at Port Townsend, WA two
years or so ago. An U/L trainer turned final in front of a GA aircraft
that was already established on a full pattern final. (I think it was a
Beech Sundowner) The two aircraft did make in air contact, but both landed
safely and no one was hurt. Beech pilot was on the air. U/L pilot is
known to me personally, and was pretty shook. My first question was -
"Were you announcing on the radio ??" "This is an uncontrolled airport,"
he snarled, "I'm not required to use a radio." Traffic that day was
heavy, due to the fly-in, and yes, he did have a working hand-held on
board. 'Nuff sed.
I was fat and happy with my Kuntzleman strobes, till I read the
comments last week on the weaknesses of some units. Any Kuntzleman users
out there that have good words to say about them ??
shining a laser pointer thru' the cam-shaft bores at the tail. Seems
reasonable and I have one available to me. Any other ideas ??
BTW, the straight in approach controversy is like religion and
politics. My own feeling is fine, so long as you are in full contact on
the radio, and you obstruct nobody in the pattern. Everyone else has right
of way over the straight in. Big Lar.
________________________________________________________________________________
| From: | Richard Pike <rpike(at)preferred.com> |
> BTW, the straight in approach controversy is like religion and
>politics. My own feeling is fine, so long as you are in full contact on
>the radio, and you obstruct nobody in the pattern. Everyone else has right
>of way over the straight in. Big Lar.
>
Pardon me for being opinionated, but having spent 25 years in a
control tower, I am, and here it is.
You would be amazed at the number of pilots that are on downwind,
base, final, etc. and I call traffic to them, and they don't have the
traffic in sight. It seems a simple thing, but sometimes it just does not
seem to happen that pilots in airplanes in the pattern can see other
airplanes in the pattern.
The traditional method of entering the downwind at 45 degrees and
then flying a normal sized pattern (unlike some that fly B-52 patterns;
ARRGGH!) minimizes convergence even if you don't see the other guy.
Since I started flying again in 78', I have not made any straight
in approaches to any airport except my own private cow pasture, or at a
controlled field. Not bragging, it's just not necessary, and it sets a poor
example.
Richard Pike
MKIII N420P (42oldpoops)
________________________________________________________________________________
| From: | "John Russell" <jr(at)ROMETOOL.COM> |
| Subject: | Georgia Air Rally |
The Georgia Sport Flyers are having there yearly Flyin and competition
June 27-28. Camping, Food, Prizes.
Location: Etowah Bend Airfield, NW Georgia (Near Cartersville, Ga.)
Coordinates: N34 11 583 , W84 58 310 (Monitor 123.45 on VHF)
Info: E-Mail jr(at)rometool.com or call Brad Methvin 770-509-6753
Everyone Welcome
The Georgia Sport Flyers are having
there yearly
Flyin and competition
June 27-28. Camping, Food, Prizes.
Location: Etowah Bend Airfield, NW Georgia (Near
Cartersville,
Ga.)
Coordinates: N34 11 583 , W84 58 310 (Monitor 123.45
on
VHF)
Everyone Welcome
________________________________________________________________________________
| From: | Scott Bentley <Scott.Bentley(at)Bentley.Com> |
| Subject: | Kuntzleman Strobes |
Dick Kuntzleman is a friend of mine, so I forwarded him several of the
strobe messages from previous threads.
He left a phone message with my wife that he tried to reply, but had
difficulties. I'll work with him on his email technical problems, but the
short answer is that you'll never go wrong with Kuntzleman strobes, which
are very bright and very reliable. However, the J C Whitney ones are fairly
weak.
I'll let Dick speak for himself to the group, and his email address is
above.
=============
(from Larry Bourne [larrybiglar(at)earthlink.net])
> I was fat and happy with my Kuntzleman strobes, till I read the
> comments last week on the weaknesses of some units. Any Kuntzleman users
> out there that have good words to say about them ??
>
________________________________________________________________________________
| From: | Christopher John Armstrong <tophera(at)centuryinter.net> |
| Subject: | straight in approaches |
Another reason to fly the pattern is to visually check the condition of
the runway. The otherday we came back from a flight and the field was
being mowed by a nice green tractor and a guy in camaflag coat. No
kidding! on a straight in he would have been nearly invisable untill
you were about to hit him. After we knew he was there we still had a
hard time seeing him from the pattern. you had to stair at the field
and wait till you noticed movement. The B-52 pattern comment is a good
one... being a new pilot I am guilty of fairly inconsistent patterns and
had a guy flying a pattern inside and below me, I was abit wide and high
he was way low and inside, that I didnt see at all till I turned base
and ther he was, we had to climb to avoid him. I am convinced that
precise patterns are the key to avoiding traffic in the pattern. planes
are hard to see and when they are in the pattern you att least know
where to look for them. Radios help a ton. we finally have the radio
hooked up in the champ and I feel much safer... as cheep as handhelds
are nowadays Maybee FAA should go ahead and require them... Did I just
request more regulation? help me I am going insane!
Topher
________________________________________________________________________________
| From: | "Stephen Lanham" <sdlanham(at)hotmail.com> |
I am contemplating building an FSII/503. Contemplating, that is, until
I talked to AVEMCO about liability insurance. The builder policy wasn't
too bad - two or three hundred annually. The project killer was the
liability policy after completion - $1500 to $1600 annually! I could
insure a real plane for that kind of money. Anyone else out there
received the same quote, or am I particularly lucky?
________________________________________________________________________________
| From: | Terry Wells <tgw(at)aloha.net> |
I have a 582 on my MKIII which just hit 100 hours so I decided to look
for carbon buildup. Looks nice and clean ( maybe too clean). plugs look
good. There has always been about 3/16" of slop when moving the tip of
the prop which I've always assumed was in the gearbox. But this time I
noticed it seems to come from inside the crankcase area like maybe the
rod as the piston moves through tdc. There is a slight tunk tunk sound
inside as I wiggle the prop tip. This is more noticeable with the front
cylinder, which has always run about 30 degrees hotter but within
limits. Am I paranoid? I would appreciate advice from those of you with
more experience.
Terry Wells
________________________________________________________________________________
| From: | "Russell Duffy" <rad(at)pen.net> |
| Subject: | Re: Kolb Insurance |
>too bad - two or three hundred annually. The project killer was the
>liability policy after completion - $1500 to $1600 annually! I could
You must be quoting a full coverage policy and not just liability. If you have
fairly high limits, and stated value of the aircraft, I can believe those
numbers. Due to the high cost of full coverage, I only have liability on my
SlingShot. I think it's about $250/yr.
As for buying a "real" plane, you should buy or build what you want to fly, not
what has the cheapest insurance. There's a cost to owning everything, you just
have to factor it all in and decide if you think it's worth it to you.
Good luck,
Rusty
Un-real SlingShot
________________________________________________________________________________
| From: | GERKEN(at)RCHVMX.VNET.IBM.COM |
| Subject: | RE: ROTAX QUESTION |
>I have a 582 on my MKIII which just hit 100 hours so I decided to look
>for carbon buildup. Looks nice and clean ( maybe too clean). plugs look
>good. There has always been about 3/16" of slop when moving the tip of
>the prop which I've always assumed was in the gearbox. But this time I
>noticed it seems to come from inside the crankcase area like maybe the
>rod as the piston moves through tdc. There is a slight tunk tunk sound
>inside as I wiggle the prop tip. This is more noticeable with the front
>cylinder, which has always run about 30 degrees hotter but within
>limits. Am I paranoid? I would appreciate advice from those of you with
>more experience.
I have just a few hours on my 582, but noticed the 3/8 of prop slop you mention
BEFORE I ever ran the engine. I also immediatly assumed it was gearbox, but
then looked more closely and realized it was in the engine (mostly). I am
guessing it is rod big-ends, and I am keeping track of it in case it changes
over time. Yours sounds like it is about the same as mine. As far as the
clunking noise, I couldnt say I've really noticed that (it could be there).
There is a tool you can buy or build that uses a syringe attached to a threaded
deal to install in the spark plug hole and measure the piston up-and-down play
when the syringe is alternately pulling vacuum or pushing pressure. This gives
you an idea of how much rod-bearing wear you have. I can't remember where I
saw this, can anyone remember?
jim
________________________________________________________________________________
| From: | Richard Pike <rpike(at)preferred.com> |
| Subject: | Re: Kolb Insurance |
>I am contemplating building an FSII/503. Contemplating, that is, until
>I talked to AVEMCO about liability insurance. The builder policy wasn't
>too bad - two or three hundred annually. The project killer was the
>liability policy after completion - $1500 to $1600 annually! I could
>insure a real plane for that kind of money. Anyone else out there
>received the same quote, or am I particularly lucky?
>
Unless being over 50 and over 1000 hours cut my rates (HAH!) you
need to talk to someone else. AVEMCO has my MKIII covered for under $300
annually for liability of $100,000 each person, $100,000 prop. damage, and
$300,000 each accident. Hull insurance, NOT in flight, is under $300 for
$15,000 coverage.
If I remember right, $1,500 a year was for all the above plus Hull
In Flight on mine. Better ask around.
Richard Pike
MKIII N420P (42oldpoops)
________________________________________________________________________________
| From: | Richard Pike <rpike(at)preferred.com> |
| Subject: | Re: Rotax Question |
>I have a 582 on my MKIII which just hit 100 hours so I decided to look
>for carbon buildup. Looks nice and clean ( maybe too clean). plugs look
>good. There has always been about 3/16" of slop when moving the tip of
>the prop which I've always assumed was in the gearbox. But this time I
>noticed it seems to come from inside the crankcase area like maybe the
>rod as the piston moves through tdc. There is a slight tunk tunk sound
>inside as I wiggle the prop tip. This is more noticeable with the front
>cylinder, which has always run about 30 degrees hotter but within
>limits. Am I paranoid? I would appreciate advice from those of you with
>more experience.
> Terry Wells
>
Don't go by wiggling the prop tip. Pull off the magneto cover and
rotate the magneto back and forth. Have the piston at other than TDC. If you
have a bearing problem, there will be slop and noise. The piston should move
without any slop when you turn the crank at all. When the piston is at TDC,
there will be a little slop, but not much. If you are running a 100:1 oil
mix, there may be more slop. I had a Rotax 277 that would run fine on 100:1
premix, but it rattled noticeably at that mix.
It is possible that what you are hearing is gearbox noise. The
gearbox seems to have a little slop. If in doubt after all this, get someone
locally that everyone respects as knowledgable to look at it. In this
instance, it doesn't have to be a Rotax person, this is Normal Mechanics
101, if your resident airport A&P can be persuaded to wander over and look
and listen, OK.
If it really seems bogus, take it apart and find out what's wrong.
The Rotax water cooled series are easy to work on, just be cautious of the
cross-over shaft for the water pump. If it ain't broke, don't fool with it.
If you do decide it needs to come out, make sure you have the right tools,
and you understand the procedure. In some books, there is a snap ring that
is not apparent, and if you try to get it out with the snap ring still on,
you will bless your engine with a lot of new parts before you're done...
Richard Pike
MKIII N420P (42oldpoops)
________________________________________________________________________________
| From: | john hauck <hawk36(at)mindspring.com> |
>
> I continued to learn to fly in another high density traffic area, RVN.
>
> Uhhh, which RVN? The only RVN I know of is Hawkins County, Tn. (and
>that is the only one in the database of http://www.airnav.com )
> And since I am there a lot, maybe we missed each other?
> rp
>
Richard:
Maybe you missed the RVN I was referring to. I did two one year vacations
in Republic of Vietnam. I good place to learn to fly if you can survive it.
At times the air traffic was unbelievably heavy, expecially when troops
were in heavy contact on the ground. There'd be everything there from LOHs
to C-130 gun ships stacked in layers from the ground to 5,000 feet. Most
were sightseers, which screwed up aircraft actually involved in the
operation. Typical Americans.
john
________________________________________________________________________________
| From: | john hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Kolb Insurance |
> Unless being over 50 and over 1000 hours cut my rates (HAH!) you
>need to talk to someone else. AVEMCO has my MKIII covered for under $300
>annually for liability of $100,000 each person, $100,000 prop. damage, and
>$300,000 each accident. Hull insurance, NOT in flight, is under $300 for
>$15,000 coverage.
> If I remember right, $1,500 a year was for all the above plus Hull
>In Flight on mine. Better ask around.
> Richard Pike
> MKIII N420P (42oldpoops)
Richard:
That's what I have on mine for a little less on the liability, maybe hours
in kind helps. I dhose not to get hull, on ground or in flight this year.
Can't afford to pay for the airplane twice in a short period of time. It
is a gamble, but I can rebuild if I have to, I've done it before.
john
________________________________________________________________________________
| From: | john hauck <hawk36(at)mindspring.com> |
| Subject: | Re: RE: ROTAX QUESTION |
>Date: Fri, 05 Jun 1998 13:26:17 -0500
>To: GERKEN(at)RCHVMX.VNET.IBM.COM
>From: john hauck <hawk36(at)mindspring.com>
>Subject: Re: RE: ROTAX QUESTION
>In-Reply-To: <199806051650.LAA08275(at)www.intrig.com>
>
>>I have just a few hours on my 582, but noticed the 3/8 of prop slop you
mention
>>BEFORE I ever ran the engine. I also immediatly assumed it was gearbox, but
>>then looked more closely and realized it was in the engine (mostly). I am
>>guessing it is rod big-ends, and I am keeping track of it in case it changes
>>over time. Yours sounds like it is about the same as mine. As far as the
>
>
>
>I am assuming you are measuring the 3/8 inch of slop at the blade tip????
If so, to me that is normal play in the gear box. I've got more than that
in my 912, as equally so 582 and 447. IMHO if you have slop as you
describe in the big end bearings or little end bearings, you got a serious
problem and I doubt if your eng will live for more than a few minutes at
operating speeds before it eats itself. Put the crank shaft locking bolt
in the crank to hold it fast, then check your slop or play in the gear box.
I bet it will be the same. If not, I wouldn't fly either eng, personnaly.
>
>john
________________________________________________________________________________
| From: | brian.p.fox(at)ac.com |
Hi All,
I just wanted to introduce myself, I have just joined your list. I'm a
private pilot and own 1/3 of a Cessna 150. A friend of mine has a Kolb and
I see them at fly-ins all the time. I'm interested at some point in the
future in building my own homebuilt but I'm undecided on a make/model. So
I'll be eavesdropping on your list to learn as much as I can about Kolbs.
>From what I've seen over the last couple of days of messages since I joined
the list, you all sound like a great group, I'm looking forward to reading
more.
Brian
________________________________________________________________________________
| From: | Ben Ransom <ransom(at)mae.engr.ucdavis.edu> |
On Fri, 5 Jun 1998 brian.p.fox(at)ac.com wrote:
> Hi All,
> I just wanted to introduce myself, I have just joined your list. I'm a
Hi Brian,
Welcome to this list/group. I've flown C-150s only a little bit. If
you could strap on a Firestar you'd go ga-ga.
Firestar performance, responsiveness, visibility, fun, etc will put a
2 week giggle in you.
- Ben Ransom
http://mae.ucdavis.edu/~ransom
________________________________________________________________________________
| Subject: | "Stephen Lanham" : Kolb Insurance |
| From: | bobdoebler(at)juno.com (Robert L Doebler) |
--------- Begin forwarded message ----------
From: "Stephen Lanham" <sdlanham(at)hotmail.com>
Subject: Kolb-List: Kolb Insurance
Date: Fri, 05 Jun 1998 08:53:07 PDT
I am contemplating building an FSII/503. Contemplating, that is, until
I talked to AVEMCO about liability insurance. The builder policy wasn't
too bad - two or three hundred annually. The project killer was the
liability policy after completion - $1500 to $1600 annually! I could
insure a real plane for that kind of money. Anyone else out there
received the same quote, or am I particularly lucky?
Steve
I have a Firestar II, with a 503. It is registred as an expermental. Thru
Avemco it is costing me $102 for $100,000 pl/pd, no hull coverage.
Bob Doebler
--------- End forwarded message ----------
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
To Frank Reyner in Sacramento: I didn't really want to burden the whole
group with this, but see no alternative. Frank, I tried to e-mail you at
the address on your last messages, but they wouldn't go through. I'm
starting my vacation on Mon. June 29, and will probably be in Sacto that
evening. Will you be free on Tues. the 30th ?? Let me know, I'll look
forward to meeting you.
To Jon Silvius in Yreka: Please send me a phone no. to reach you at.
Looking forward to meeting you, too. 35 yrs ago, I had an experience in
Weed that Sully at the Shell Stn. + the machine shop in Yreka bailed me out
of. Good memories of both places. See you in 3 weeks. Or so. Big
Lar.
________________________________________________________________________________
| From: | wood <richard.wood(at)usa.net> |
| Subject: | Re: Rotax Question |
>I have a 582 on my MKIII which just hit 100 hours so I decided to look
>for carbon buildup. Looks nice and clean ( maybe too clean). plugs look
>good. There has always been about 3/16" of slop when moving the tip of
>the prop which I've always assumed was in the gearbox. But this time I
>noticed it seems to come from inside the crankcase area like maybe the
>rod as the piston moves through tdc. There is a slight tunk tunk sound
>inside as I wiggle the prop tip. This is more noticeable with the front
>cylinder, which has always run about 30 degrees hotter but within
>limits. Am I paranoid? I would appreciate advice from those of you with
>more experience.
> Terry Wells
>-
I don't know about the tunk tunk sound but if you can imagine the inside of
your engine at the crankshaft for a moment. When the crank is at the bottom
there is a spot where there is not much vertical movement as the piston
changes from going down to going up but the crank is still going around.This
is probably the play you feel.This few degrees will probably be translated
as the play at the prop tip.This my opinion and if I happen to be wrong
please don't haunt me.
Woody
________________________________________________________________________________
| From: | Gerald Nelson <gdnelson(at)agt.net> |
brian.p.fox(at)ac.com wrote:
>
> Hi All,
> I just wanted to introduce myself, I have just joined your list. I'm a
> private pilot and own 1/3 of a Cessna 150. A friend of mine has a Kolb and
> I see them at fly-ins all the time. I'm interested at some point in the
> future in building my own homebuilt but I'm undecided on a make/model. So
> I'll be eavesdropping on your list to learn as much as I can about Kolbs.
>
> >From what I've seen over the last couple of days of messages since I joined
> the list, you all sound like a great group, I'm looking forward to reading
> more.
>
> Brian
>
> -
Welcome to the group Brian,
I joined only a month ago or less. I got my Private some years ago in a
150 - a nice little plane - but now I have a "littler" one - a Mk III
that I am in the process of buying. I am sure that you will enjoy the
group - I have learned a lot in a short time and the more we know the
safer we are!
I also have a Lazair/Pioneers that I am having a plane-builder recover
for me. I gave him the plane, provided he lets me fly it!
Gerald
________________________________________________________________________________
| From: | "Russell Duffy" <rad(at)pen.net> |
>From what I've seen over the last couple of days of messages since I joined
>the list, you all sound like a great group, I'm looking forward to reading
>more.
Welcome Brian,
Is a third of a C-150 a C-50? You'll like the Kolb list. I'm also on the RV
list, but I delete 90% of their messages, while reading 99% of Kolb's. BTW- I
bet if you told us where you were at, someone could give you an up-close tour of
a Kolb.
Russell Duffy
Navarre, FL
SlingShot SS-003, N8754K
RV-8A (building)
rad(at)pen.net
http://www.pen.net/~rad/
________________________________________________________________________________
| From: | "Thomas L. King" <kingdome(at)tcac.net> |
To Bill Tuton
You said
>... worked over the ring with emery cloth and steel wool, polished the
devil out of the fuselage tube with various steel wool grades, and have
slathered ......
I don't have any good suggestion to fit the ring to the tube, but I do
hope you meant that you had polished the tube with aluminum wool, NOT
steel wool.
applying steel wool to aluminum is a big NO NO!! This leads to rather
serious corrosion. Microscopic iron particles become imbedded in the
aluminum and cause galvanic or dissimilar metals corrosion that is very
hard if not impossible to stop and or correct.
The same goes for emery paper or crocus cloth. Iron oxide can be
imbedded in the base aluminum setting you up for corrosion.
Tom
124 King Dome Road
Our name is King, our house is a Dome, and it's OUR road!
Tom
124 King Dome Road
Our name is King, our house is a Dome, and it's OUR road!
To Bill
Tuton
You said
>... worked over the
ring with
emery cloth and steel wool, polished the devil out of the fuselage tube
with
various steel wool grades, and have slathered ......
I don't have any good
suggestion to
fit the ring to the tube, but I do hope you meant that you had polished
the tube
with aluminum wool, NOT steel wool.
applying steel wool to
aluminum is a
big NO NO!! This leads to rather serious corrosion.
Microscopic iron
particles become imbedded in the aluminum and cause galvanic or
dissimilar
metals corrosion that is very hard if not impossible to stop and or
correct.
The same goes for emery paper or crocus
cloth. Iron oxide can be imbedded in the base aluminum setting you
up for
corrosion.
Tom
124 King Dome
Road
Our name is
King, our house is a Dome, and it's OUR road!
Tom
124 King Dome
Road
Our name is
King, our house is a Dome, and it's OUR road!
________________________________________________________________________________
| From: | John <redhill(at)rose.net> |
| Subject: | Operating & Ownership Costs |
Some of you have been flying for quite a long time. Do any of you have
any good records of the operation cost of an ultralight using a perhaps
a Rotax 503? I'm interested in total costs including the purchase and
sell of the ultralight, maintenance, fuel, hanger expense, and
depreciation included. Include your annual hours used as this will lower
your cost if you are a high user.
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
Brian,
Welcome to the Kolb list. I got my PPSEL in a 150. When I started
flying the 150 I had a Quicksilver Sprint and I thaought that being able
to rent a 150 was a nice addition. But once I got a Firestar, I had
little interest in the 150. Now that I have Firestar II, I have no need
at all for the 150.
John Jung
Original Firestar For Sale http:/www.execpc.com/~jrjung/
Firestar II N6163J 6 hrs
________________________________________________________________________________
| From: | "Larry & Karen Cottrel" <lcottrel(at)kfalls.com> |
| Subject: | starter on the Firestar |
During my long winter wait, I installed a starter, battery, extra tank,
radio (aircraft and CB) fuel guage on one of the tanks and a fuel pump. All
of this added quite a bit to my weight, but since I have always not been
satisfied with hanging around the field it is worth it. I needed to lose a
few pounds of my personal ballast anyway. ;-) The starter that I installed
is the one that allows you to keep your pull starter.( I once attempted to
restart with a pull starter and was totally unable due to the leverage
problem.) I went through the top of the tanks with my pickup tubes, leaving
about 1/2 to 3/4 clearance from the bottom so that I wouldn't have trouble
with the dregs at the bottom of the tank. I ran these hoses to a fuel
selector at the side of the seat.( I have eliminated my second seat option,
so I used the area that the passengers foot would have gone for the gages
and necessary switches.) The hose then goes to the fuel pump, then to a
pressure regulator, then to the mikuni fuel pump and then to the carb. The
fuel pump is switchable, but I have left it on so far. There is no squeeze
bulb, since the fuel pump takes it to 3 1/2 lbs anyway. ( the pressure reg.
won't allow more.) I have better than 13 hours on the system so far and no
trouble yet. I have also made some streamlined struts for for the plane..
Yesterday we finally got some decent weather, that actually coincided
with time off work. ( the weather in the Pac Northwest has really sucked
this year) I have been wanting to try out the struts to see if they really
do anything. I flew for two hours straight, (112 miles according to GPS)
burning 5 1/2 gal. My GPS shows a speed of 66 MPH at 5500 rpms. This was of
course at 6000 feet, and staying as straight and level as possibile. I did
not fly at that altitude all the time, just long enough for testing.
Today I flew over the Cascades to Medford Oregon, to a EAA fly in.
Straight line of 58 miles. I made the flight in 45 minutes, climbing to
7500 feet. It is a very busy comercial airport and traffic was stacked up
waiting as many as three deep to land. I watched and listened for a bit
outside the airspace and finally decided that it was no place for a cute
little UL and returned home. I stayed on the same tank of gas intending to
change at 1.5 hours as I did the day before. (still had 1 gal at that time
the day before) I didn't correctly figure the amount of increase burn due
to two climbs to 7000 feet, and at one hour and 13 minutes I started losing
power. I reached for the fuel selector, changed it but the motor died
anyway. Now I'm at 6000 feet, (2000 agl) and it is really quiet except for
the cussin. Landing is no problem there just happens to be the best spot
for landing that I have been over all day. I check my instruments to see
what is happening with the plane and son of a gun I'm damn near a stall! I
shoved the stick sharply forward and brought the air speed up to 60. I had,
I thought, shoved the stick forward when the motor quit as a reflex. ( I've
practiced this several times so that I would be prepared and it still damn
near caught me off guard) This of course all takes place in very little
time, but it was still almost too long. OK now I've got over the immediate
danger of a stall, so I hit the starter. Nothing- I turn it all the way off
and try again- nothing. I can't figure what is wrong, but am beginning to
be reconciled with finding a stump free zone to put it down in. I establish
my glide and then I get time to look down at the panel. I had managed to
turn off the master switch in my attempt to change tanks with a glove on.
Hope once again springs forth as I turn the switch. Prop spins like crazy
and it tries to go. I look again and find that the throttle is still wide
open!! throttle closed, choke on- the lovely thing lives again, and
possibile disaster is foiled. I had considered trying a restart earlier,
but had rejected it due to unknown landing conditions.
The interesting part in retrospect is that the makuni by itself
wouldn't pick up enough gas to maintain the engine once the rpms dropped.
(this repeats the finding that I made in the desert last year. I shut off
the gas to see if there would be any warning if I ran out of gas. There
wasn't any, it just started to lose rpms and once the reduction was
noticable it was too late.)The master switch only controls my instruments
and fuel pump. The kill switch is not affected. Also the wind pushing
against the prop allows it to spin pleasantly faster. While I do not intend
to repeat the experiment willingly I have developed confidence in my
system, and definately feel that the starter is worth the weight that it
adds. I will do my climbs back to altitude on a fresh tank of gas and
switch back again if maximum distance is required.
Larry
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: Operating & Ownership Costs |
John,
I have owned 5 different ultralights over the last 10 years, so I can
give you some ideas. Hanger cost can be the largest single item. Some
people spend as much as $120 per month for a hanger space. $60 to $70 is
typical around my area (SE Wisconsin). Also, some Kolb owners avoid
hager costs entirely, by trailering their plane home to their garage.
Depreciation can also be expensive depending on the type of plane an
how new it is when you get it. One of the largest depreciations is for a
new plane that you build. It can be difficult to sell it for what it
costs to build, even when it is still new. Once past the initial
depreciation, Kolbs depreciated slowly.
I figure about $4 per hour for gas and oil and I average about 40
hours per year. So that's not very expensive.
Normal maintenance is not inexpensive if you do your own work, but if
you damage the plane or fail to take care of the engine, it can get
really expensive. Especialy if you don't don't do your own repairs.
Because of liability, it can be difficult to find anyone to repair your
ultralight at all, much less inexpensively.
Insurance is the lowest cost for an ultralight, because it hasn't
been available (unless the ultralight was 100% legal). So don't fly a
plane that you can't afford to lose. Recent news is that insurance is
now available for fat ultralights. I don't know the costs.
As you can see, costs can really vary. But by checking hanger costs
in your area, you will have a good idea.
John Jung
Original Firestar For Sale http://www.execpc.com/~jrjung/
Firestar II N6163J 6 hrs
>
>John wrote:
>
> Some of you have been flying for quite a long time. Do any of you have
> any good records of the operation cost of an ultralight using a perhaps
> a Rotax 503? I'm interested in total costs including the purchase and
> sell of the ultralight, maintenance, fuel, hanger expense, and
> depreciation included. Include your annual hours used as this will lower
> your cost if you are a high user.
> -
________________________________________________________________________________
| From: | "Larry & Karen Cottrel" <lcottrel(at)kfalls.net> |
I seem to have somehow managed to muddle my email address. Perhaps it a non
event, but just in case the correct address is lcottrel(at)kfalls.net
Larry
________________________________________________________________________________
| Subject: | Re: legal Forces |
| From: | pl4coop(at)juno.com (robert w. cooper) |
writes:
>Bob
>
>Who do you have your ins. with ? On my M/III I used Nation Air
>insurance agency
>in Dallas ,Tx. with the same liability as you . and mine is higher
>I may have to think about changeing ,
>
>RICK LIBERSAT
>writes:
>>Hi Gang -
>>
>>Here in the east, we recently had an airport owner take the position
>>that the ultralight could stay. However, all aircraft based at the
>>field, had to carry $500,000.00 liability insurance. Have you called
>
>>an insurance company requesting that much liability ?
>>I think you will find that the best amount you can find is
>$50,000.00.
>> However, with an N number the aircraft will be insured as a
>>homebuilt. My Pazmany PL-4A is insured at $500,000.00 an annual
>cost
>>of $187.00. I have added aircraft damage - non-flight at $144.00 -
>>total $331.00. -
>>
>>In any event the ultralights relocated to another friendlier
>airfield.
>>
Hi Rick -
I have the Pazmany insured with AVEMCO, I chatted with a Kim Skipper at
AVEMCO about UL insurance, and yes they will insure UL's. However,
there are stipulations, many options., and coverages. I was surprised to
find lability coverage is limited to only $50,000.00, I suggest that
you call Kim @ AVEMCO (1-800-638-8440) so that you get the information
direct, and can ask your many questions.>>Also, note as a member of EAA
Chapter 216, I receive a 10% discount.
Therefore, you might ask if UL insurance is discounted if an EAA
Chapter member.
Please remember my Pazmany is a N-numbered single place homebuilt. 2
place aircraft will carry a higher fee. I added a non-moving hull
coverage - which was not too costly. - See May 98 "Sport Aviation" -
page 66 for more info.
Sorry to be so slow - we have been traveling for several days - and takes
a while to read all the interesting info concerning Kolbs.
>>Bob Cooper
>>Newfield, NJ
>>
>>
>>
>>
>>writes:
>>>>Rod,
>>>> The two big concerns about ultralights mixing with general
>>>aviation
>>>>are: the slow speed and lack of pilot trainning. If you have a
>>pilots
>>>>licience, one solved. If you fly a Firstar the second is solved.
>>Even
>>>a
>>>>377 Firstar can fly 70 mph in the pattern, which is as fast as the
>>>>pattern speed for a Cessna 150. In Wisconsin we have over 150
>public
>>>>airports. In 9 years of flying ultralights, I have never been told
>>>that
>>>>I wasn't welcome. The biggest reason that ultralighters (that I am
>>>aware
>>>
>>>I haven't been that lucky. I went out of my way to ask my local Fed
>
>>>funded
>>>airport about any special patterns, etc. This was 3 months before I
>
>>>even
>>>finished construction. He not only uninvited me, he flatly told me
>>>ultralights were not allowed. His policy is illegal, and the FAA
>has
>>>verified that to me and to him. But there is so much "City Hall
>BS",
>>>and the FAA is busy with other things, that the policy still stands
>>>there. I fly there on wknds when mr slick-boy-airport-manager is
>not
>>>around, and have become friends with the GA pilots.
>>>
>>>I think that in general, you are bound to find airport access
>>problems
>>>flying an ultralight. This may be rare, but indeed a hassle, even
>if
>>
>>>your
>>>plane is FAR103 legal. If you are not FAR103 legal, you may be
>>>required
>>>to show proof of insurance -- at least at your homebase airport.
>>This
>>>is
>>>what truely puts you in a legal predicament. (I'm reluctant to push
>
>>>for
>>>FAR103 rights at my local airport, cuz when they are forced to allow
>
>>>me
>>>legitimate access, they will also force me to buy insurance, which i
>
>>>can't legally do.) If you register it Experimental, they may want
>to
>>
>>>sneer at you, but will change their tune the minute they see the
>>>N-number.
>>>
>>>-Ben Ransom
>>>-
>>>
________________________________________________________________________________
| Subject: | Re: Operating & Ownership Costs |
| From: | ul15rhb(at)juno.com (Ralph H Burlingame) |
John,
Over the last 11 years of building and operating my Original FireStar,
here are the numbers:
Cost of the kitplane w/377 Rotax
$4995.00 (in 1986)
Trailer:
$300.00
Shipping and Tools:
$442.41
Instruments:
$400.00
============ Subtotal $6137.41
Hanger:
$0.00 (hanger in garage)
Annual Maintenance:
$64.55 ($710.00 total which includes two top ends one w/new pistons and
rings, filters, sparkplugs, gearbox oil, etc.)
Gas and Oil:
$4.91/hr ($1.82 per gal at 2.7gal/hr)
I use an expensive synthetic oil now. The first 200 hours was using
mineral oil.
I have 379 hours logged, so that would equate to $22.98 per hour
($8708.30) counting everything and $6.78 per hour without counting the
cost of the plane. My FireStar is worth about $7000.00 today. Since I
bought when prices were low, I've been flying cheap. Today's prices would
be considerably more.
I have not included gas for transporting my ultralight to the field (6
miles), insurance costs, and my time in building the kit.
Flying isn't cheap, but what else can you fly for $6.78 per hour?
Ralph Burlingame
Original FireStar
>Some of you have been flying for quite a long time. Do any of you
>have any good records of the operation cost of an ultralight using a
>perhaps a Rotax 503? I'm interested in total costs including the
purchase and
>sell of the ultralight, maintenance, fuel, hanger expense, and
>depreciation included. Include your annual hours used as this will
>lower your cost if you are a high user.
>-
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: starter on the Firestar |
"The lovely thing lives again." I love that line. I'll bet you loved the
feeling right then. A great story --- highly entertaining, and very
educational as well. I, for one, would really enjoy seeing many more like
that on this group. Where in the Northwest do you live ?? Kind of
sounds like the Grant's Pass area, from what you're saying.
Big Lar.
----------
> From: Larry & Karen Cottrel <lcottrel(at)kfalls.com>
> To: kolb(at)intrig.com
> Subject: starter on the Firestar > Date: Saturday, June 06, 1998
5:37 PM
>
> During my long winter wait, I installed a starter, battery, extra
tank,
> radio (aircraft and CB) fuel guage on one of the tanks and a fuel pump.
All
> of this added quite a bit to my weight, but since I have always not been
> satisfied with hanging around the field it is worth it. I needed to lose
a
> few pounds of my personal ballast anyway. ;-) The starter that I
installed
> is the one that allows you to keep your pull starter.( I once attempted
to
> restart with a pull starter and was totally unable due to the leverage
> problem.) I went through the top of the tanks with my pickup tubes,
leaving
> about 1/2 to 3/4 clearance from the bottom so that I wouldn't have
trouble
> with the dregs at the bottom of the tank. I ran these hoses to a fuel
> selector at the side of the seat.( I have eliminated my second seat
option,
> so I used the area that the passengers foot would have gone for the gages
> and necessary switches.) The hose then goes to the fuel pump, then to a
> pressure regulator, then to the mikuni fuel pump and then to the carb.
The
> fuel pump is switchable, but I have left it on so far. There is no
squeeze
> bulb, since the fuel pump takes it to 3 1/2 lbs anyway. ( the pressure
reg.
> won't allow more.) I have better than 13 hours on the system so far and
no
> trouble yet. I have also made some streamlined struts for for the plane..
> Yesterday we finally got some decent weather, that actually coincided
> with time off work. ( the weather in the Pac Northwest has really sucked
> this year) I have been wanting to try out the struts to see if they
really
> do anything. I flew for two hours straight, (112 miles according to GPS)
> burning 5 1/2 gal. My GPS shows a speed of 66 MPH at 5500 rpms. This was
of
> course at 6000 feet, and staying as straight and level as possibile. I
did
> not fly at that altitude all the time, just long enough for testing.
> Today I flew over the Cascades to Medford Oregon, to a EAA fly in.
> Straight line of 58 miles. I made the flight in 45 minutes, climbing to
> 7500 feet. It is a very busy comercial airport and traffic was stacked up
> waiting as many as three deep to land. I watched and listened for a bit
> outside the airspace and finally decided that it was no place for a cute
> little UL and returned home. I stayed on the same tank of gas intending
to
> change at 1.5 hours as I did the day before. (still had 1 gal at that
time
> the day before) I didn't correctly figure the amount of increase burn due
> to two climbs to 7000 feet, and at one hour and 13 minutes I started
losing
> power. I reached for the fuel selector, changed it but the motor died
> anyway. Now I'm at 6000 feet, (2000 agl) and it is really quiet except
for
> the cussin. Landing is no problem there just happens to be the best spot
> for landing that I have been over all day. I check my instruments to see
> what is happening with the plane and son of a gun I'm damn near a stall!
I
> shoved the stick sharply forward and brought the air speed up to 60. I
had,
> I thought, shoved the stick forward when the motor quit as a reflex. (
I've
> practiced this several times so that I would be prepared and it still
damn
> near caught me off guard) This of course all takes place in very little
> time, but it was still almost too long. OK now I've got over the
immediate
> danger of a stall, so I hit the starter. Nothing- I turn it all the way
off
> and try again- nothing. I can't figure what is wrong, but am beginning to
> be reconciled with finding a stump free zone to put it down in. I
establish
> my glide and then I get time to look down at the panel. I had managed to
> turn off the master switch in my attempt to change tanks with a glove on.
> Hope once again springs forth as I turn the switch. Prop spins like crazy
> and it tries to go. I look again and find that the throttle is still wide
> open!! throttle closed, choke on- the lovely thing lives again, and
> possibile disaster is foiled. I had considered trying a restart earlier,
> but had rejected it due to unknown landing conditions.
> The interesting part in retrospect is that the makuni by itself
> wouldn't pick up enough gas to maintain the engine once the rpms dropped.
> (this repeats the finding that I made in the desert last year. I shut off
> the gas to see if there would be any warning if I ran out of gas. There
> wasn't any, it just started to lose rpms and once the reduction was
> noticable it was too late.)The master switch only controls my instruments
> and fuel pump. The kill switch is not affected. Also the wind pushing
> against the prop allows it to spin pleasantly faster. While I do not
intend
> to repeat the experiment willingly I have developed confidence in my
> system, and definately feel that the starter is worth the weight that it
> adds. I will do my climbs back to altitude on a fresh tank of gas and
> switch back again if maximum distance is required.
>
> Larry
> -
________________________________________________________________________________
| From: | "Russell Duffy" <rad(at)pen.net> |
Hi all,
Has anyone ever tried an ANR type headset on one of our Rotax screamers? In
particular, I noticed that there was a company that offers a kit to make your
standard headset into an ANR unit for $155. They have a web page at:
http://www2.eos.net/morrism/
A question for Will Uribe: They claim the reduction range for the ANR portion
is from 20 to 600 hz. Does that seem inline with our primary noise range? It
doesn't seem like it to me. (for those who don't know, Will does this stuff for
a living).
Thanks,
Russell Duffy
SlingShot SS-003, N8754K
RV-8A (rotary powered)
rad(at)pen.net
http://www.pen.net/~rad/
________________________________________________________________________________
| From: | "Larry & Karen Cottrel" <lcottrel(at)kfalls.net> |
| Subject: | Re: ANR headsets? |
Hi Russell,
headset listed in Aircraft Spruce, total cost of $140.00(possibily gone up
since this spring) The only addition that I should have done is the gel
sealed earpieces. I have since gotten some and it is very pleasant, no
ringing at all even after a two hour flight. I have no trouble hearing
towers or other planes or they me.
Larry
----------
> From: Russell Duffy <rad(at)pen.net>
> To: Kolb list
> Subject: ANR headsets?
> Date: Saturday, June 06, 1998 8:41 PM
>
> Hi all,
>
> Has anyone ever tried an ANR type headset on one of our Rotax screamers?
In
> particular, I noticed that there was a company that offers a kit to make
your
> standard headset into an ANR unit for $155. They have a web page at:
> http://www2.eos.net/morrism/
>
> A question for Will Uribe: They claim the reduction range for the ANR
portion
> is from 20 to 600 hz. Does that seem inline with our primary noise
range? It
> doesn't seem like it to me. (for those who don't know, Will does this
stuff for
> a living).
>
> Thanks,
>
> Russell Duffy
> SlingShot SS-003, N8754K
> RV-8A (rotary powered)
> rad(at)pen.net
> http://www.pen.net/~rad/
>
>
> -
________________________________________________________________________________
| From: | "Larry & Karen Cottrel" <lcottrel(at)kfalls.net> |
Hi Ron,
Glad that you liked the story, I guess that I did kinda lead you on
about the struts. Yes I do think that they do improve cruise and distance a
lot. I wish that I had the real things, but I just haven't had the spare
money to spend on them. I have 19 hours on these and they do just fine. I
leave mine on the plane and just fold them back and fasten them together
with a bungie cord and they rest on the prop when it is in the trailer. I
have made every attempt to clean the plane up as much as I can, this is
definately a step in the right direction. I have toyed with the idea of
putting wheel pants on but I have to come up with a solution to the Bull
shit that litters my runway. I'm sure that 5 pounds or so in just one wheel
pant will make you fly funny;-) I watched the guy that owns the property
and flies a Humming bird??( he sits in the open in a sling,) hit a
particular juicy one on takeoff this morning. I tell you it is a real sight
to see a fifteen foot high rooster, or is it a bulls tail in the air behind
his airplane. The slight green tinge of the sun attempting to shine through
it.
any way the struts are still available at $25.00. The address is 10440
Simpson Canyon rd, Klamath Falls,Or.97601 If you don't think that they do
anything to improve performance I'll refund the $20. Five is for shipping.
You should attempt to make the trip to the Alvord Desert this year. The
guys from Boise have a flyin there in Sept. It is a great place to fly. The
Steens Mountain is there for diversion, but the nice part is a flat lake
bed that is 5 miles wide and 11 miles long. You can do all the dead stick
landing that you desire.
Thanks for the invite, not sure what is happening then but would like
the directions anyway.
Larry
________________________________________________________________________________
| From: | "Larry & Karen Cottrel" <lcottrel(at)kfalls.net> |
| Subject: | landings- wheel bearings |
There has been much talk in the recent past regarding worn out wheel
bearings. I've been wondering why there have been so many failures. I make
the wheels a part of my preflight as it should be and really haven't
noticed any problem. Then in our recent EAA newsletter my mentor and friend
did a article on "Best landings". He was thinking about how he could
improve his landings. He found a article by Robert T Smith, (Air Progress,
March 1996) entitled "Touchdown". He makes a interesting point saying"
unknown to most passengers and many pilots the best landing is not a
greaser. In any airplane, Cub or jetliner, the best landing is one made at
the slowest possible speed". While it looks and feels better to "grease" it
on the ground, the tire wear is increased, The wheel spin up loads and the
landing ground roll are increased by this method. Think about it, here we
are with two wheel barrow tires hanging out there at zero speed, then
plunk! they hit the runway doing 50 or 60 mph. Rubber grinds off and the
wheel bearing loads are fierce as the wheel and tire come up to the speed
of the airplane. Wheel and tire wear go up at the square of the speed.
Thus, a small increase in speed will result in a large increase in wheel
and tire wear. The wheels and gear can handle a short drop a lot better
than they can the high speed spin up.
I have been working on my landings a bit in the last few days. It has
been a lot on my mind since I recently soloed in a 150. I had been a bit
disappointed with my landings in the Cessna. I was dropping it in rather
than greasing the landings. My instructor kept saying that the landing were
fine, but I didn't want any drop. The last time that I went out I just did
landings. I did grease one in and the tires did the loud churp that
signified peeling rubber. I also had a heck of a time slowing enough to
make my turn out to the exit. So I managed to take some rubber off his
tires and pad off the brake shoes. When I came in to land in the Firestar
both times this last weekend, touch down was with the stick buried as far
back as it would go and I had to use power to get to my trailer. The roll
out was less than 100 feet. Basically all that it intails is to come in to
your approach at a speed that is 10 to 15 mph faster than your stall. When
you get to a foot or so above the ground, chop the throttle and try to keep
it from touching the ground.
Good flying
Larry
________________________________________________________________________________
| Subject: | Re: landings- wheel bearings |
| From: | pl4coop(at)juno.com (robert w. cooper) |
writes:
>There has been much talk in the recent past regarding worn out wheel
>bearings. I've been wondering why there have been so many failures. I
>make
>the wheels a part of my preflight as it should be and really haven't
>noticed any problem. Then in our recent EAA newsletter my mentor and
>friend
>did a article on "Best landings". He was thinking about how he could
>improve his landings. He found a article by Robert T Smith, (Air
>Progress,
>March 1996) entitled "Touchdown". He makes a interesting point saying"
>unknown to most passengers and many pilots the best landing is not a
>greaser. In any airplane, Cub or jetliner, the best landing is one
>made at
>the slowest possible speed". While it looks and feels better to
>"grease" it
>on the ground, the tire wear is increased, The wheel spin up loads and
>the
>landing ground roll are increased by this method. Think about it, here
>we
>are with two wheel barrow tires hanging out there at zero speed, then
>plunk! they hit the runway doing 50 or 60 mph. Rubber grinds off and
>the
>wheel bearing loads are fierce as the wheel and tire come up to the
>speed
>of the airplane. Wheel and tire wear go up at the square of the speed.
>Thus, a small increase in speed will result in a large increase in
>wheel
>and tire wear. The wheels and gear can handle a short drop a lot
>better
>than they can the high speed spin up.
>
> I have been working on my landings a bit in the last few days. It
>has
>been a lot on my mind since I recently soloed in a 150. I had been a
>bit
>disappointed with my landings in the Cessna. I was dropping it in
>rather
>than greasing the landings. My instructor kept saying that the landing
>were
>fine, but I didn't want any drop. The last time that I went out I just
>did
>landings. I did grease one in and the tires did the loud churp that
>signified peeling rubber. I also had a heck of a time slowing enough
>to
>make my turn out to the exit. So I managed to take some rubber off his
>tires and pad off the brake shoes. When I came in to land in the
>Firestar
>both times this last weekend, touch down was with the stick buried as
>far
>back as it would go and I had to use power to get to my trailer. The
>roll
>out was less than 100 feet. Basically all that it intails is to come
>in to
>your approach at a speed that is 10 to 15 mph faster than your stall.
>When
>you get to a foot or so above the ground, chop the throttle and try to
>keep
>it from touching the ground.
>
>Good flying
>Larry
>
>Hi Larry -
My story is to ALWAYS keep the speed up on final - then when you have it
made think about the landing. My old instructor said - keep it coming -
keep it coming - keep it coming. You will find 10 years from now - you
will always be taking about landings.
Bob Cooper - Pazmany PL-4A - kolb wantabe
Newfield, NJ
>
>
>
>-
>
________________________________________________________________________________
| From: | Guy Tetreault <samten(at)cam.org> |
| Subject: | Spring Loaded chute |
Hi All,
In my search for the ultimate, inexpensive, used, forgiving, first
ultralight I have more than once come accross a spring loaded parachute
made by Niagara (Niagra?). Infallably these were past their repack date.
It seems a shame to throw the things away though and I would like to
know if anyone on the list has any experience at either repacking or
having someone who has the expertise repack this type of unit. I like
the sheer simplicity of the unit. It most definitely would not be as
fast as a rocket powered opening system but I assume should work quite
well nonetheless. Thoughts on this anyone?
Guy
________________________________________________________________________________
| From: | mlily(at)webtv.net (MarLayne Boller) |
i have a kolb ultra-star with UL11-02 with a VM-Mikuni carburetor. it
will not idle and i can not increase rpm without useing the choke. Seems
to be starving for fuel.I replaced all fuel lines, pulse line, fuel
filter, and spark plugs. I culd sure use some help. Is there a kit out
there for this carb. CLYDE
________________________________________________________________________________
| From: | "Russell Duffy" <rad(at)pen.net> |
| Subject: | No 618 for my SS |
Hi again,
The 503 to 618 conversion for my SlingShot isn't going to happen. I called the
deal off after thinking more about the time and expense that it would require.
The RV-8A project is my top priority now, and I just can't justify spending that
much money on another 2-cycle engine for the SS. The 503 is running well, and
will just have to do. The current plan is to keep the SS until the RV needs to
take over the hanger space. That could be a year or more from now.
Sorry to get everyone worked up over nothing, especially those who were hoping
for an inexpensive 503.
BTW- there's some tale of a fly-in at Geneva, AL on the 20th. If the weather's
good, I plan to be there.
Russell Duffy
SlingShot SS-003, N8754K
RV-8A waiting for wings
rad(at)pen.net
http://www.pen.net/~rad/
________________________________________________________________________________
| From: | matic(at)wonet.com.pl |
| Subject: | Bombardier Rotax Engines |
Hey,
Do anybody knows, who in Austria sells Bombardier
Rotax engines ?
I have just visited their home page, but there is no information
about the dealers.
Thanks for any information.
________________________________________________________________________________
| From: | Timandjan(at)aol.com |
| Subject: | lubricated hinges |
I just finished my annual inspection and when I built my Firestar 2 I made the
hinges on all the control surfaces so I could remove the pins for cleaning and
lubricating. As part of the annual, I greased all the hinges and to me the
pressures now feel better when flying. The ailerons really do seem to have a
bit less pressure. The pins in the hinges were definitely dry when I removed
them.
Just a FYI.
tim
________________________________________________________________________________
| From: | Timandjan(at)aol.com |
| Subject: | third class medical |
Someone at the airport told me today that a 3rd class medical is now good for
three years, anybody know if this is true?
tim
________________________________________________________________________________
| From: | "Russell Duffy" <rad(at)pen.net> |
| Subject: | Re: third class medical |
>Someone at the airport told me today that a 3rd class medical is now good for
>three years, anybody know if this is true?
>tim
If you're under 40 when you get the physical, it's good for 3 years. If you're
40 or over, you don't get the third year, but you do get the finger (so I hear-
I'm 37). My last 3rd class was about a year ago, and it's good for 3 years, but
the actual certificate still says 2 years.
Rusty
________________________________________________________________________________
| From: | wood <richard.wood(at)usa.net> |
| Subject: | Re: sticky wicket |
>To Bill Tuton
>You said
>
>>... worked over the ring with emery cloth and steel wool, polished the
devil out of the fuselage tube with various steel wool grades, and have
slathered .....
I never had that tight a fit.Check that there is no welding distortion in
the ring.Check that the ring and tube are round and not slightly oval.You
can probably just heat the ring with a propane torch to slip it on.You do
not need it red hot.I don't think you do not need to take this ring off to
cover the tail,at least I never have.The stab covers quite easily on the
boom tube.
If you are worried about the last posting about microscopic steel in the
tube you can probably cut off the last 2 inches of the boom tube without any
serious detrimental effect.To cover my butt please ask Dennis about the last
bit of advice.
Woody
________________________________________________________________________________
| Subject: | Re: starter on the Firestar |
Larry Cottrell
You wrote: " I had managed to turn off the master switch in my attempt to
change tanks with a glove on."
Liked your report on getting an air start with your new starter setup. As for
inadvertenantly hitting the switch killing the engine, I was concerned about
that happening on my Original FireStar. It's just a small toggle switch that
could easily be flipped to the off position whilst moving charts, etc. around
in the cockpit. Not wanting to be forced down for such a simple problem, my
buddy Ken Mancus, a KXP builder, designed a small shield to protect the
switch. It is basically a small rectanglular aluminum cup or channel that
requires you to actually make an effort to put your finger down into it in
order to flip the switch. I've heard somewhere that you could use a small
spray paint cap (metal type). Drill a hole in the bottom and install the
switch down through it (sort of using the cap as a washer). Works for me.
Bill Varnes
Original FireStar
Audubon, NJ
________________________________________________________________________________
(InterMail v03.02.03 118 118 102) with ESMTP
| From: | "merle hargis" <merlepilar(at)worldnet.att.net> |
| Subject: | Re: starter on the Firestar |
Glad you came out ok. It is good to here from others of situations like
this. Thanks for your tale.
Merle from Orlando
----------
> From: Larry & Karen Cottrel <lcottrel(at)kfalls.com>
> To: kolb(at)intrig.com
> Subject: starter on the Firestar
> Date: Saturday, June 06, 1998 8:37 PM
>
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)telepath.com> |
| Subject: | Re: Rotax experience |
> >What, in your opinion is the
> >most common cause of seizure on these engines and can anything be done in
> >the maintainance or preflight procedures to avoid them.
> The biggest cause of non-seize engine failures is poor systems
> design, maintainance, and preflight.
> If you are not used to 2 strokes, get some one that is to help you
> get yours running right, and learn why it does what it does.
> If you don't want to do that, don't get one.
> Richard Pike
> MKIII N420P (42oldpoops)
Exactly right.....two stroke engines do not suffer fools
gladly....you must know why they work and how to keep them working
for you.
JB
J. Baker
________________________________________________________________________________
| From: | wood <richard.wood(at)usa.net> |
| Subject: | Re: Spring Loaded chute |
>Hi All,
> In my search for the ultimate, inexpensive, used, forgiving, first
>ultralight I have more than once come accross a spring loaded parachute
>made by Niagara (Niagra?). Infallably these were past their repack date.
>It seems a shame to throw the things away though and I would like to
>know if anyone on the list has any experience at either repacking or
>having someone who has the expertise repack this type of unit. I like
>the sheer simplicity of the unit. It most definitely would not be as
>fast as a rocket powered opening system but I assume should work quite
>well nonetheless. Thoughts on this anyone?
> Guy
>-
I like the Niagras myself.I have the last Niagra ever produced I just
happened to be in the shop as they were closing the doors.I will hunt up the
instructions and scan them for you.Repacking is no problem if you were to
take it to any sport parachuting place and get one of the riggers to do it.
Woody
________________________________________________________________________________
| From: | Ben Ransom <bransom(at)ucdavis.edu> |
| Subject: | Engine Quiz, Remember that one? |
Hi everybody,
You may remember this last March I posted about Engine Problems/Quiz.
I described my misbehaving engine, where it would quit when coming back
to idle but otherwise performed fine -- plenty of power and thorough
visual inspection to cylinders showed no signs of pre-seizure.
There's a bigger story about all the time that has gone by since that post.
(Basically I've been grounded big time, recently had surgery for a chronic
ear problem, but hope to be flying again before too long.)
Back to the engine. I knew I most likely had an air leak (not me, the
engine ;). I came up with an easy method to pressurize the crankcase to
find the leak. Actually my first effort at this was an embarrassing
exercise in futility, after which Rusty told me about the $90 tool
from LEAF made just for this purpose. But being the innovative
cheapskate I am, i pressed on with version 2 of my home-made method.
I first method almost worked, so I felt even more like keeping my $90.
If you care to read really long emails, that method is below, but first
let me tell you what was wrong with my engine.
I found air leaks at the exhaust ports on the inside of the cooling shroud,
i.e. right at the cylinder-first gasket seal. This was surprising cuz these
were new gaskets and the exh manifold (and everything else) was defiantly
torqued properly. I had just done a full cylinder/piston removal and
cleaning 15 hours previously, including new gaskets, and yes, retorque
check 4 engine hours later. Now, after finding the leak, I went back to
the Rotax diagrams to make sure I hadn't goofed the top-end job in one
gasket each side of the shroud or something else -- all was fine.
Seeing this makes me think it likely there are hundreds of Rotaxes out
there with leaks on the exhaust manifold, and maybe the intake. All
signs were that I put mine together correctly, and the engine ran fine
except when coming back to idle, yet the leak was pretty significant.
It always did strike me as dumb design to have the stamped shroud
sandwiched in the manifold to cylinder assembly. I'm ordering another
set of gaskets and will re-do, this time also adding gasket sealer on
the exh side. Do any of you normally use gasket sealer here? I've
always had a slightly raised EGT on the back cylinder and now believe
this problem has been there since new, to some extent. BTW, I also
found a teeny tiny leak in the intake manifold casting itself (not the
gasket). Aircraft quality? NAW, just Vehicle quality.
Crankcase leak test on the cheap:
Cut out some thin (.020-.060) AL pieces the size of each exhaust manifold.
Put these between outer gaskets and manifold itself using gasket sealer.
This seals off the exh port. For intake side you could do same thing,
altho I did something slightly more complicated, forgetting that i still
had to plug the pulse pump line. Take an old inner tube (i used a bike
inner tube) and cut off the fill nozzle. With some rubber glue, press
this nozzle into a 2' piece of fuel hose -- you'll get it in there
~1" which is good enf with the glue, but you can hose clamp as well.
Clamp the other end of the fuel hose to the pulse pump port. Now the
engine is sealed with a 1-way nozzle. Make sure you don't blast it
with air pressure (visions of seals popping out of a perfectly good
engine).
I let practically all the air out of my compressor and shut it off --
the regulator switch on it was not definite at such a low pressure as
5psi. I manually ran the compressor or leaked air out to get just 5psi.
I verified this pressure by putting the compressor hose to my airplane
tires so they would fill from say 4 to 5psi but no more, while holding
the hose there for several seconds. (I used a regular ol tire pressure
gauge for this.) Then, I put the 5psi compressor hose on the bike tube
nozzle from the pulse port and Viola, that's it. Of course I can only
measure pressure, not vacuum, but I'm not sure vacuum would ever be
useful anyway. I rechecked my compressor tank psi as necessary between
looking for leaks at different areas.
Look for leaks using soap-water sprayed where-ever. I was first suspicious
of the PTO crank-end seal cuz it was my PTO cylinder that showed high EGT
at idle (800 compared to <400 on Mag-end cylinder). I considered giving
up without finding a significant leak, but decided to take off the top
cylinder shroud to check for leaks at the head gasket. This removed,
soap-water on the exhaust port *inside* the shroud area, and it fizzed
like a rabid dog. Bingo!
-Ben Ransom
PS: Don't y'all come after me for big prize money on the Quiz. :-)
I know there were some suggestions that were close. I'm sure glad I
don't have to do a complete tear-down for crank seals. If I can't
get exh manifold gaskets right you can imagine what I'd do to a full
rebuild!
________________________________________________________________________________
| Subject: | Re: Bombardier Rotax Engines |
| From: | mefine1(at)juno.com (Mick Fine) |
>
>Hey,
>
>Do anybody knows, who in Austria sells Bombardier
>Rotax engines ?....
De Shadow do!
Seriously, they shouldn't be too hard to find, being a VERY large company
based in Austria. Try the Vienna yellow pages :-)
If you are looking for a dealer state-side, try:
Leaf (Leading Edge AirFoils)
Aircraft Spruce and Specialty
Green Sky Adventures
California Power Systems (CPS)
Links to these websites (except Green Sky) are on either of the pages
listed below;
-Mick Fine
Tulsa, Oklahoma
http://www.angelfire.com/ok/froghair
Green Country Ultralight Flyer's Organization (UFO)
http://www.angelfire.com/ok/gcufo
________________________________________________________________________________
| From: | mefine1(at)juno.com (Mick Fine) |
writes:
>i have a kolb ultra-star with UL11-02 with a VM-Mikuni carburetor. it
>will not idle and i can not increase rpm without useing the choke.
>Seems
>to be starving for fuel.I replaced all fuel lines, pulse line, fuel
>filter, and spark plugs. I culd sure use some help. Is there a kit out
>there for this carb. CLYDE
Before blaming it all on the carb, are you sure the crankcase seals are
good? Also, I've heard that the Cuyuna's are very hard to re-seal after
the case has been opened, has this case ever been split since new?
-Mick Fine
Tulsa, Oklahoma
http://www.angelfire.com/ok/froghair
Green Country Ultralight Flyer's Organization (UFO)
http://www.angelfire.com/ok/gcufo
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
Clyde,
Please give us some history of the engine. Did you get it this way?
If not, how did the problem develop? All at once or slowly? What changed
since the last time it ran well?
John Jung
>
>MarLayne Boller wrote:
>
> i have a kolb ultra-star with UL11-02 with a VM-Mikuni carburetor. it
> will not idle and i can not increase rpm without useing the choke. Seems
> to be starving for fuel.I replaced all fuel lines, pulse line, fuel
> filter, and spark plugs. I culd sure use some help. Is there a kit out
> there for this carb. CLYDE
________________________________________________________________________________
| From: | lwfuller(at)juno.com |
| Subject: | Re: third class medical |
Hi Tim,
See the FAR 61.23 (b) (3) page 38-- it states that 3rd class med. is good
for 36 months if you are less than 40 years old other wize it is 24
months.
Fly safe and sane,
Larry Fuller
>Someone at the airport told me today that a 3rd class medical is now
>good for
>three years, anybody know if this is true?
>tim
>-
>
________________________________________________________________________________
| From: | Gerald Nelson <gdnelson(at)agt.net> |
| Subject: | adenda to "grandfather" |
I live in Alberta so I should have directed it to Canadians only - sorry
for the bother.
Gerald
________________________________________________________________________________
| From: | Gerald Nelson <gdnelson(at)agt.net> |
| Subject: | "grandfather" clause |
Hi,
I need some input to the below:
I flew my ultralight for about 30 hours back in the days when licensing
was not required. I have not flown it for a few years because I have not
had time or facilities for recovering it. I am now getting it recovered
and I am also buying another ultralight. It is my understanding that I
can fly these two ultralights as well as any other ultralight legally
since I have logged time in ultralights. Is this correct?
I also have an inactive Private Pilot's license that I am getting
reactivated via medical and writing the pstar.
Hoping for some adv ice -
Gerald
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
Hi Gang: I'm looking forward to meeting a few of you on my trip North
at the end of June. Travels will take me from Sacramento to Yreka, up to
Port Angeles, WA, up into B.C. Canada, Arlington on the 10th for the
fly-in, then over to Weippe, Idaho. That's all pretty well set now, but
for the trip back South, tentative plan is to cut East from Salt Lake City,
over into the 4 Corners area, ( hopefully the current problem there will be
resolved by then ) then over to Flagstaff, AZ, Mormon Lake for some Pike
fishing, and back home to Palm Springs. If any-one on that general route
would like to get together and go flying, sightseeing or what-ever, drop a
line here, or call me at 760-324-7646. The reverse is also there as well.
If any one is in this area whenever, let me know. " Vamoose" isn't airborne
yet, but we can sure rent a 172 and go sight-seeing. And I promise - no
straight-ins, OK ?? Looking forward to hearing from you.
Big Lar.
________________________________________________________________________________
| From: | David Bruner <brunerd(at)ulster.net> |
Snip
... BTW- I
>bet if you told us where you were at, someone could give you an up-close
tour of
>a Kolb.
>
>Russell Duffy
>Navarre, FL
What a great idea! This lurker is finally roused to respond:
Any Kolbs in the Kingston, NY area? Well, within a 100 miles or so?
While I'm at it, if that person happens to be a BFI with a FS II....
David Bruner
No Kolb yet
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
| Subject: | Re: Operating & Ownership Costs |
In a message dated 6/6/98 5:46:38 AM Pacific Daylight Time, redhill(at)rose.net
writes:
<< I'm interested in total costs including the purchase and
sell of the ultralight, maintenance, fuel, hanger expense, and
depreciation included. >>
Now that would be an interesting number. I tried to figure it out on a
thumbnail basis. Basically, I figure that the 135 hours that I spent flying
the Mark 2 cost about the same as renting an A36 bonanza (and that isn't even
valuing my labor at minimum wage). But I loved the building part of it and
the flying was great. The fun of doing this can't always be quantified.
________________________________________________________________________________
(InterMail v03.02.03 118 118 102) with SMTP
| From: | "Beauford Tuton" <beaufordw(at)worldnet.att.net> |
| Subject: | Re: sticky wicket |
To All who offered inputs/advice on the sticky tail ring:
Many thanks... got a lot of good info and learned a fair bit about what not
to do to aluminum... I'm even scared to use cookware now....
Ref the ring; I filled the last foot or so of the boom with crushed ice
while letting the ring lie out in this lovely Florida sun for a little
while...
It went on so easily it almost rattled...
I don't have a precision run-out gauge, but I think the ring was warped just
slightly from the welding process (as several of you suggested).
Again, many thanx for all the ideas and information.
Bill Tuton... building FF76 (sorta)
I
-----Original Message-----
From: wood <richard.wood(at)usa.net>
Date: Sunday, June 07, 1998 9:55 PM
Subject: Kolb-List: Re: sticky wicket
>>To Bill Tuton
>>You said
>>
>>>... worked over the ring with emery cloth and steel wool, polished the
>devil out of the fuselage tube with various steel wool grades, and have
>slathered .....
>
> I never had that tight a fit.Check that there is no welding distortion
in
>the ring.Check that the ring and tube are round and not slightly oval.You
>can probably just heat the ring with a propane torch to slip it on.You do
>not need it red hot.I don't think you do not need to take this ring off to
>cover the tail,at least I never have.The stab covers quite easily on the
>boom tube.
> If you are worried about the last posting about microscopic steel in the
>tube you can probably cut off the last 2 inches of the boom tube without
any
>serious detrimental effect.To cover my butt please ask Dennis about the
last
>bit of advice.
>
>
>
> Woody
>
>-
________________________________________________________________________________
| From: | "Rick Neilsen" <neilsenr(at)state.mi.us> |
I flew my VW powered Kolb MKIII for the 1st time at 8:30AM today 6\8\98.
The airframe and VW flew perfect. I had a 150ft takeoff roll and it seemed
to climb like a 912 powered MKIII with two on board. Max RPM on takeoff
was 3500, slow cruse appears to be 2500 were it is real smooth and quiet,
It flys on as little as 2300 and descends on final fairly steep at 2000. I
need to explore the speed ranges and the airspeed indicator accarcy which
is in knots but I saw 30-45KTS. The rudder seemed to be trimmed with out
input but the alerons needed constant right pressure. I attached a bundgy
cord in flight which pulled to the right and this seemed to balance
everything.
Rick Neilsen VW powered MKIII
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: second chantz |
Perry,
pack chute, that uses compressed air to deploy. It is about 18 months
past it's service date. I removed it from the plane for inspection last
spring and found no problems (no signs of mildew, insects or mice). I
removed it from it's bag for the inspection, but did not do a total
repack. I packed cargo chutes while in service, but this one is a little
more complicated. In my opinion, it should be done by someone trainned
to do personnel chutes.
John Jung
>
>Dr. Perry Morrison wrote:
>
> Are you interested in selling your second chantz seperately?
>
> Best
>
> Perry Morrison
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
Rick,
Congratulations on your first flight. I look forward to hearing about
your test flights and performance.
John Jung
Firestar II N6163J 9 hrs
________________________________________________________________________________
| Subject: | Re: ANR headsets? |
<<>
I haven't had the opportunity to measure the octave band frequencies of a Kolb
engine. I normally carry a type 2 intergrating sound level meter not an
octave band meter unless I'm in Mexico where the noise monitoring regulations
are stricter. I would need the octave band measurements to really give you a
good evaluation.
In my own humble opinion, an active noise reduction headset may have a hard
time keeping up with higher frequencies. When performing sound exposure
monitoring in numerous automobile manufacturing plants I have never seen an
auto worker wearing this type of headset.
When ever I finish my FireStar II I may perform some noise measurements and
post them on the list. Maybe some manufacturer will send me a free ANR
headset for evaluation purposes :-)
Will Uribe
WillU(at)aol.com
Building a FireStar II
http://members.aol.com/WillU/index.html