Kolb-Archive.digest.vol-au
August 10, 1998 - August 20, 1998
> > When you view a message, you should see two addresses, one being the
> > message originator, and the second being the common kolb mail list
> > address.
> > What do you other think?
If I understand you correctly, you don't see the "FROM" heading with
the sender's address?
Ought to try the Pegasus Mail (free) program......it all still shows
up as before and gives you the option of replying to any of the
respondents (i.e. TO, FROM, CC, REPLY TO, and SENDER) with one
mouse or key selection.
J. Baker
________________________________________________________________________________
| From: | "Russell Duffy" <rad(at)pen.net> |
| Subject: | Re: R&D pipes- take two |
>Jerry Bidle here. I thought you were changing the engine in your bird then
>went on to selling it.
>
>Have you decided to keep it for a while yet. Funding two projects close
>together back to back can be painful. I was watching the SlingShot at
Even with the great deal I was getting, the engine swap was going to be about
$3k at least, and a lot of work. Since I'll never be able to sell the SS for
anywhere near what I have in it, this money would have just been lost. The pipe
should give me a reasonable performance gain for far less money, but the
reliability issue is a concern. My attitude is that I'll sell the SS when
someone happens along that is willing to pay a reasonable price for it, or when
I absolutely have to make way for the RV-8. I could potentially have it for
another couple years.
>Sounds like there may be a little temp problem on decent with power cut
>back, watch out for that. Can you apply choke while flying should you need
>to richen.
There always is a temp problem on decent if you try to keep the EGT's high for
cruise. Originally, my EGT's were in the 1080 range at cruise, but would easily
exceed 1200 on mid-throttle descent. I changed the needle position to make the
cruise 1000 and now descent temps never reach 1200. You can bet I'll have the
EIS watching out for temps. As for the choke, I can reach it, but it isn't real
easy to actuate, so I probably wouldn't try it in flight. Cutting the throttle
back to near idle would cool things off enough if I get in a bind (I hope).
As some of you may recall from the previous pipe discussions, there was a guy
with a FS in Texas that had two seizures with a pipe. I had a chance to talk to
him about it, and he said that the temp readings don't match the plug readings.
He swore that he never got out of range on temps, but his plugs were jet white
after the seizure. I plan to set things up for a conservatively low temp at
first and will monitor the plug color. Plug color will be used as the
definitive indication.
Rusty (sure wish I had more emergency fields around) Duffy
________________________________________________________________________________
| From: | "JD Stewart" <jstewart(at)ncfcomm.com> |
| Subject: | R&D pipes- take two |
Don Zank put one of the pipes on his Challenger at Oshkosh for testing
purposes, and found no increase in power. Have heard a lot about seized
engines, though.
J.D. Stewart
Applying technology is simply finding the right wrench with which to
pound in the correct screw.
UltraFun AirSports http://www.users.ncfcomm.com/ultrafunairsports
Northeast Nebraska Flying Club http://www.users.ncfcomm.com/nnfc/index.html
>
> Hi all,
>
> Russell Duffy
> Navarre, FL
> Kolb SlingShot N8754K (for sale)
> RV-8A, 80587 (wings)
> rad(at)pen.net
Be cautious with the tuned pipe. A 503 powered spyder in our
> club seized the
> rear cylinder on the first flight with the pipe. Seizure
> occurred on descent
> with power reduced. Could have been coincidence but it was the
> only variable,
> BTW pilot said power band was very peaky. Please post your
> results when you
> get set up.
> Dick C St.Louis
________________________________________________________________________________
| From: | Terry Wells <tgw(at)aloha.net> |
| Subject: | Re: Aluminum Fuel Tank |
I would like to slosh my aluminum deisel tank on my boat. Does anyone
know which one to use?
Terry Wells
________________________________________________________________________________
| From: | Kim Steiner <steiner(at)spreda.sk.ca> |
| Subject: | Re: Aluminum Fuel Tank |
I'd love to find a real tank that would fit
>in the tank area, without having to cut any metal. Basically, what I need is
a
>flexible fuel cell, but I haven't found one yet.
>
>Rusty (dreading the RV-8 tanks) Duffy
>
HI Rusty and all;
On one of my trips to Oshkosh a few years ago I talked to a fuel cell repair
company and they said that they would build me a flexible fuel cell from a
rubber type of material for my Mark 111. I remember they were from Winnipeg
Manitoba, Canada. I just found an ad in a magazine for a fuel cell repair
company in Winnipeg (I do not know if this is the same company). Their web
address is: www.hartwig-fuelcell.com
Aluminum tanks:
I have 270 hours on my two tanks that are about 6 years old. They are not
sealed and have not leaked a drop (they may start to leak at any time though
hmmmmmm). I spent hours getting all the pin holes out of them. I
pressurized them to about 2 pounds by feeding compressed air through an
acetylene regulator set at 2 pounds per square inch. I applied soapy water
to all welded joints and just waited for the bubbles to appear. Be patient
as it takes a fare bit of time for the small pin hole to produce bubbles. I
mounted them in a fashion that should not produce any twisting forces on the
tanks if the airframe twists a bit in turbulent air and hard landings. Each
tank holds 55 litres for a combined fuel capacity of 29 US gallons and it is
all usable. I do most of my flying with just one tank filled. It is great
to have the added capacity for longer trips.
Kim Steiner
Reach me by ICQ. My ICQ# is 4551867 or,
* Page me online through my Personal Communication Center:
http://wwp.mirabilis.com/4551867 (go there and try it!) or,
* Send me E-mail Express directly to my computer screen
4551867(at)pager.mirabilis.com
For downloading ICQ at http://www.icq.com/
For adding similar signatures to your e-mail go to:
http://www.icq.com/emailsig.html
Brian "Kim" Steiner
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
| Subject: | Re: Rotax 447--changes?? |
Answrering Jim G's question of why the extra thing around the muffler:
On most light planes (GAs) the thing is the heater muff, and is ducted
to the cabin for cabin heating. also brings in CO when the engine
muffler fails. Old Mech Grey Baron.
________________________________________________________________________________
| From: | Gerald Nelson <gdnelson(at)agt.net> |
Hi Listers,
I am looking for an address/email address/phone number for GSC Props.
They use 6 AN bolts that are 3&1/2 by 1/4 with 1 inch of thread. Bolts
of this length usually have less threading. (Sorry to use "improper"
description). I need to order some for spare.
Gerald
________________________________________________________________________________
| From: | wood <richard.wood(at)usa.net> |
| Subject: | Re: Message originator ID is lost with new system |
>
>At , you wrote:if I want to send a private reply, I have to
>write down the return address of who I want to send it to, and then
>type it in.
Try this find the address you want in the heading and move the curser up
to it.Press the left mouse button and swipe the whole address and turn it
blue.Go up to the edit box and then click on copy.Now go to the message you
want to send and put the curser up in the recipient location swipe out any
address in there and then go back to edit and hit paste. It may sound
awkward as I have written it but try it and you will see how easy things get.
Woody
________________________________________________________________________________
| From: | Gerald Nelson <gdnelson(at)agt.net> |
| Subject: | Re: Message originator ID is lost with new system |
wood wrote:
>
>
> >
> >At , you wrote:if I want to send a private reply, I have to
> >write down the return address of who I want to send it to, and then
> >type it in.
>
> Try this find the address you want in the heading and move the curser up
> to it.
Instead of below do: "shift end" to turn it blue (which is hi-lighting)
Press the left mouse button and swipe the whole address and turn it
> blue.
Instead of what it says below it is faster to "cntrl C"
Go up to the edit box and then click on copy.Now go to the message you
> want to send and put the curser up in the recipient location
swipe out any
> address in there
by doing "cntrl end" and then "delete"
then do "cntrl V" instead of below
and then go back to edit and hit paste. It may sound
> awkward as I have written it but try it and you will see how easy things get.
>
> Woody
Gerald
>
________________________________________________________________________________
| From: | Gerald Nelson <gdnelson(at)agt.net> |
| Subject: | for private emails in (Netscape at least) |
Hi listers,
Hi-lite "From:" info/ "cntrl C"/ click on "Re:Mail"/ click cursor into
beginning of "Mail To:" info/ "shift end" to hi-lite/ Delete/ "cntrl V"
and put in your new subject.
Gerald
________________________________________________________________________________
| From: | rick106(at)JUNO.COM |
| Subject: | Re: Aluminum Fuel Tank |
JOHN
I an with you , sometimes the manf. will come up with some kind of B/S
just to cover their ass/ then sometimes their are folkes looking out to
make sure that you dot every I and cross every T . I know I forgot
to cross a T one time boy did they rag my ass
Rick Libersat
writes:
>
>>All of this advice is pretty odd when you consider that the Randolphs
>
>>Sloshing Sealer can I'm holding in my hand has the admonition "This
>>product is not recommended for use in aircraft fuel tanks" on the
>>front of the label. Better hope the insurance folks never see this
>>
>>
>>J. Baker
>
>Hey Guys:
>
>Can't speak for the can that Jim B is holding in his hand, but as for
>the
>two cans that I used I don't recall seeing that warning. Of course
>that
>was 1991.
>
>What formula is it? Auto fuel or Avn fuel?
>
>Maybe they ecided to do the warning to cover their ass.
>
>john h
>
>PS: It may not work for everyoine, but it damn sure works for me and
>my
>fuel tank.
>
>
>
>
>
________________________________________________________________________________
| From: | rick106(at)JUNO.COM |
| Subject: | Plane Crash In Nevada |
has any one heard about a plane crash in nevada that killed Julian Martin
father of Mark Martin(NASCAR Driver) his wife shelly and his daughter
sarah?if so please give me all the info.
aaron
________________________________________________________________________________
| From: | Richard Pike <rpike(at)preferred.com> |
| Subject: | Re: Message originator ID is lost with new |
sys
At 05:26 PM 8/10/98 cst, you wrote:
>
>
> Hi Richard & All,
>
> I don't know what your all seeing for addresses
Maybe that's the problem: I am using Eudora Lite, maybe different
mail programs work different.
Richard Pike
MKIII N420P (42oldpoops)
________________________________________________________________________________
| Subject: | Re: Message originator ID is lost with new sys |
| From: | rbaker2(at)JUNO.COM (Ray L Baker) |
Jerry,
This is the 1st line of your reply as I recieved it using Juno.
From: jerryb(at)jmd.ods.com
L. Ray Baker
>
>
________________________________________________________________________________
robertb(at)rans.com
| From: | jon silvius <svultralight(at)snowcrest.net> |
Situation: using a Comtronics ensemble along with a King KX99 and a
aircraft antenna mounted underneath my RANS 12XL, my flying collegues tell
me that I'm broken and garbled during transmissions during cruise at
5200rpm. However, when I throttle back to 4800rpm or less, my transmissions
are much clearer. The back of the aircraft is "open" so all noise from
prop and engine are unobstructed.
Question: what's the relationship? Do you think that when I throttle back
its just enough noise reduction to make transmission clearer? And would the
application of noise suppression items really make a big enough difference
to warrent the cost?
JON along the border
________________________________________________________________________________
| From: | Richard Pike <rpike(at)preferred.com> |
| Subject: | Re: Message originator ID is lost with new system |
>
>>
>>At , you wrote:if I want to send a private reply, I have to
>>write down the return address of who I want to send it to, and then
>>type it in.
>
> Try this find the address you want in the heading and move the curser up
>to it.Press the left mouse button and swipe the whole address and turn it
>blue.Go up to the edit box and then click on copy.Now go to the message you
>want to send and put the curser up in the recipient location swipe out any
>address in there and then go back to edit and hit paste. It may sound
>awkward as I have written it but try it and you will see how easy things get.
>
>
>
> Woody
>
>
>
>` Bingo, Woody! Do you have Eudora too, or are you just a hotshot?
Thanx, it works.
Richard Pike
MKIII N420P (42oldpoops)
________________________________________________________________________________
| Subject: | WTB: Kolb FS l/ll |
Looking for late model/low hours , very good shape. A 503 is necessary,
electric
start preferred. Must be reasonably close to SC.
Howard Shackleford
Lexington, SC
[803]359-1136
HShack(at)aol.com
________________________________________________________________________________
| From: | "Richard Butler" <butlers(at)houseofbutler.com> |
| Subject: | Re: Relationship |
As a ham operator...and hopeful pilot of a Firefly..always look 1st to
Antenna..No antenna(or Poor) causes most problems.
R Butler
-----Original Message-----
From: jon silvius <svultralight(at)snowcrest.net>
kolb(at)intrig.com ; rans(at)media-net.net ;
robertb(at)rans.com
Date: Monday, August 10, 1998 7:19 PM
Subject: Kolb-List: Relationship
>
>Situation: using a Comtronics ensemble along with a King KX99 and a
>aircraft antenna mounted underneath my RANS 12XL, my flying collegues tell
>me that I'm broken and garbled during transmissions during cruise at
>5200rpm. However, when I throttle back to 4800rpm or less, my transmissions
>are much clearer. The back of the aircraft is "open" so all noise from
>prop and engine are unobstructed.
>
>Question: what's the relationship? Do you think that when I throttle back
>its just enough noise reduction to make transmission clearer? And would
the
>application of noise suppression items really make a big enough difference
>to warrent the cost?
>
>JON along the border
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Gerald Nelson <gdnelson(at)agt.net> |
| Subject: | medicals and old age |
Hi Listers,
I recently purchased a Mk III TwinStar registered as an advanced
ultralight in Canada. I wanted a 2-place so I could take passengers with
a reactivated GA License. It now appears that it is going to be quite a
hassle to renew my Private License here in Canada due to health reasons.
Therefore, I may have to sell my TwinStar - settle for a class 4 medical
and find a single-place ultralight )-:)
Here is what I have - any offers?
Kolb Mk III TwinStar 2-place equipped as follows:
Registered under the advanced ultralight category
Professionally built and registered in the fall of 1993
503 DCDI Rotax, electric start, intake air silencer, aux.
electric fuel pump
3 blade GSC prop
80 hrs. TTSN, no damage history
interior and exterior 10/10, always hangared
full electrical, strobes, intercom, 720 Icom portable
mounted radio/VOR portable GPS, dual EGT + CHT, VSI,
altimeter, hydraulic disc brakes, powder coated paint on all
metal parts, Stits fabric, white with some brown trim
4 point harness, hobbs meter
I am the second owner. Live in Grande Prairie, Alberta.
Maybe can arrange to transport to the buyer for a fee if distance is not
to great (I have access to a trailer).
Gerald (sadder but no wiser) Nelson
________________________________________________________________________________
| From: | wood <richard.wood(at)usa.net> |
| Subject: | Re: Message originator ID is lost with new system |
>>
>>
>>` Bingo, Woody! Do you have Eudora too, or are you just a hotshot?
>Thanx, it works.
> Richard Pike
> MKIII N420P (42oldpoops)
>
>
>
Not a hot shot just a big dumb guy who figures out the easy way to do a
job.I tried the other instruction for editing and pasting and it didn't work.
Woody
at a different speed
range.Both cranks weighed the same,anyhow balanced is balanced.A different
size counterweight just won't work.One other guy finally admitted is was
probably because they engraved a part number on the crank to identify as
aircraft it in case of a problem.Chose you explanation,I prefer to think we
are being gouged and I am not afraid to post it here for the whole world to
read.
Woody
________________________________________________________________________________
| From: | wood <richard.wood(at)usa.net> |
>
>Hi Listers,
>I am looking for an address/email address/phone number for GSC Props.
>They use 6 AN bolts that are 3&1/2 by 1/4 with 1 inch of thread. Bolts
>of this length usually have less threading. (Sorry to use "improper"
>description). I need to order some for spare.
>Gerald
>
I'm glad to hear you are not considering cutting more threads on a longer bolt.
Woody
________________________________________________________________________________
| From: | "Douglas G. Murray" <dgmurray(at)telusplanet.net> |
unsubscribe
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
Hi Group: Just can't stand not getting my .02 worth in on the fuel tank
bit. My original idea was to put a tapered tank - preferably polypropylene
- in each wing root. That would give a maximum amount of fuselage space,
and close in should not give too bad a pendulum effect. Also would utilize
what is now empty space. Went so far as to contact an outfit in Oregon
that makes "roto-molded" ?? wing tanks for Kitfoxes. Heck of a nice guy
and we had a long + interesting conversation. Tanks just wouldn't quite
fit, though. Finally gave up when I couldn't figure out a practical (
simple ) way to vent the things so they would work folded or rigged without
leaking all over the place. I still like the idea, though, and would like
to hear thoughts + comments on them. Yeah, I know I have the 15 gal., but
it would still make great aux. tanks. Big Lar.
________________________________________________________________________________
| From: | Wayne Welsh <flight(at)home.com> |
| Subject: | Re: medicals and old age |
Gerald why don't you just get your Ultralight Pilots Permit. I'm sure
you'll find it much easier to get than the GA license. The medical is
self declared, and shortly we'll be able to take passengers with just a
little extra training.
Gerald Nelson wrote:
>
>
> Hi Listers,
> I recently purchased a Mk III TwinStar registered as an advanced
> ultralight in Canada. I wanted a 2-place so I could take passengers with
> a reactivated GA License. It now appears that it is going to be quite a
> hassle to renew my Private License here in Canada due to health reasons.
> Therefore, I may have to sell my TwinStar - settle for a class 4 medical
> and find a single-place ultralight )-:)
>
> Here is what I have - any offers?
>
> Kolb Mk III TwinStar 2-place equipped as follows:
> Registered under the advanced ultralight category
> Professionally built and registered in the fall of 1993
> 503 DCDI Rotax, electric start, intake air silencer, aux.
> electric fuel pump
> 3 blade GSC prop
> 80 hrs. TTSN, no damage history
> interior and exterior 10/10, always hangared
> full electrical, strobes, intercom, 720 Icom portable
> mounted radio/VOR portable GPS, dual EGT + CHT, VSI,
> altimeter, hydraulic disc brakes, powder coated paint on all
> metal parts, Stits fabric, white with some brown trim
> 4 point harness, hobbs meter
> I am the second owner. Live in Grande Prairie, Alberta.
> Maybe can arrange to transport to the buyer for a fee if distance is not
> to great (I have access to a trailer).
> Gerald (sadder but no wiser) Nelson
>
________________________________________________________________________________
| From: | john hauck <hawk36(at)mindspring.com> |
>
> Just a bit more about the 582 crank I posted a couple weeks ago.While I
>was at Oshkosh I used to opportunity to jack the Rotax dealers around and I
aircraft it in case of a problem.Chose you explanation,I prefer to think we
>are being gouged and I am not afraid to post it here for the whole world to
>read.
Woody and Gang:
You better believe we are getting gouged, with a capital G. Rotax price
for an oil fil for 912 is $25.00. I buy Fram PH3614 at Walmart for $2.50.
Been running them for almost 1,000 hours with complete success. Spark
Plugs for 912, aprx $6.00 for a plug that should cost $1.50 anywhere else.
Radiator shock mounts $12.00 to 14.00 a piece that can be purchased locally
for $2.00. And on and on.
On top of that Rotax does not spend one dime to let me know if the engine I
am running has a potentially dangerous problem. Reference a specific run
of 912's that the engineers at Rotax decided not to put bronze bushings in
the rocker arms. I found out about the problem more than a year after
Rotax published a warning that there was a problem. They didn't have the
courtesy to send me a post card to let me know. I had to find out thru the
grapevine. Original kits to replace rocker arms and shafts were aprx
$1,500.00. Makes one wonder, after spending almost $10,000 for an engine
and they can't or won't keep their customers informed of potentially
dangerous and expensive problems, much less send replacement parts for
free. Once they get your money, you are forgotten, except when parts
buying time comes. Then they are ready to take more of your money.
Who do I blame for this situation? Us. As long as we accept their policy
for support after purchase, lack of notification of potential problems and
super high prices for replacement parts, they will continue to operate as
usual. We keep them in business and they have no competition. If the
Rotax customer community would boycott them for 30 or 60 days, and begin a
letter and e-mail writing campaign, maybe, just maybe, we might get their
attention.
I really shouldn't be here complaining though. I haven't written the first
letter or e-mail to Rotax expressing my feelings. I wonder if Skidoo and
Seadoo customers are receiving adequate support????
john h
________________________________________________________________________________
| From: | William V Rayfield <rayfiwv(at)mail.auburn.edu> |
John,
It sounds like we need you building engines for us! We are using the
2SI-Cuyuna 35hp (gasp from Rotax users!) and they actually are trying to
be different from Rotax. They have a decent technical advisor on hand, and
at least offer training sessions where you completely tear down a factory
engine of the type you are using.
Hopefully 2SI or another manufacturer will be able to give some
competition and bring down the prices for customers.
It's amazing how so many parts we use for 'aircraft use" are the same
parts we'd put in automobiles or lawnmowers but at 3 times the cost. No
fair!
Bill Rayfield
"I'm not smart, but I sure am slow!"
Mechanical Engineering Student
Auburn University
"War Eagle"
On Tue, 11 Aug 1998, john hauck wrote:
>
> >
> > Just a bit more about the 582 crank I posted a couple weeks ago.While I
> >was at Oshkosh I used to opportunity to jack the Rotax dealers around and I
>
>
> aircraft it in case of a problem.Chose you explanation,I prefer to think we
> >are being gouged and I am not afraid to post it here for the whole world to
> >read.
>
>
> Woody and Gang:
>
> You better believe we are getting gouged, with a capital G. Rotax price
> for an oil fil for 912 is $25.00. I buy Fram PH3614 at Walmart for $2.50.
> Been running them for almost 1,000 hours with complete success. Spark
> Plugs for 912, aprx $6.00 for a plug that should cost $1.50 anywhere else.
> Radiator shock mounts $12.00 to 14.00 a piece that can be purchased locally
> for $2.00. And on and on.
>
> On top of that Rotax does not spend one dime to let me know if the engine I
> am running has a potentially dangerous problem. Reference a specific run
> of 912's that the engineers at Rotax decided not to put bronze bushings in
> the rocker arms. I found out about the problem more than a year after
> Rotax published a warning that there was a problem. They didn't have the
> courtesy to send me a post card to let me know. I had to find out thru the
> grapevine. Original kits to replace rocker arms and shafts were aprx
> $1,500.00. Makes one wonder, after spending almost $10,000 for an engine
> and they can't or won't keep their customers informed of potentially
> dangerous and expensive problems, much less send replacement parts for
> free. Once they get your money, you are forgotten, except when parts
> buying time comes. Then they are ready to take more of your money.
>
> Who do I blame for this situation? Us. As long as we accept their policy
> for support after purchase, lack of notification of potential problems and
> super high prices for replacement parts, they will continue to operate as
> usual. We keep them in business and they have no competition. If the
> Rotax customer community would boycott them for 30 or 60 days, and begin a
> letter and e-mail writing campaign, maybe, just maybe, we might get their
> attention.
>
> I really shouldn't be here complaining though. I haven't written the first
> letter or e-mail to Rotax expressing my feelings. I wonder if Skidoo and
> Seadoo customers are receiving adequate support????
>
> john h
>
>
>
>
>
________________________________________________________________________________
| From: | Baldbeaver70(at)hotmail.com |
________________________________________________________________________________
________________________________________________________________________________
I'm trying to mount Full Lotus 12 ft. floats on a Kolb Firestar II . I would like
to talk to someone who can suggest the proper way of mounting them and if
hardware is available. If anyone had success in this type of project, please respond.
Thanks!
(__) ,---------. NOTE: The preceding message was sent via Jaek and
(oo) | :\/: _ _ \ Jon's WWW mail cow gateway. That is to say, the
/-------\/_/ : :: :: : ) person who sent this message could in fact be an
/ | MAIL|| \_ ' '`-'`-'/ anonymous prankster. Even though this message was
^^ ^^ could have been generated by anyone in the world.
Please keep this in mind. Thank you! --Jaek (smit2204) and -Jon- (stei0302)
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)telepath.com> |
> Radiator shock mounts $12.00 to 14.00 a piece that can be purchased locally
> for $2.00. And on and on.
And an oil tank kit that costs $100 + ? Use a JC Whitney radiator
overflow tank......
> Who do I blame for this situation? Us. As long as we accept their policy
> for support after purchase, lack of notification of potential problems and
> super high prices for replacement parts, they will continue to operate as
> usual. We keep them in business and they have no competition.
They have competition....just everyone screams and hollers "Don't be
a test pilot!" or "Their stuff is junk! Burned up in three hours
use!", and on and on......while the rest of us use the product
successfully.
J. Baker
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)telepath.com> |
> It sounds like we need you building engines for us! We are using the
> 2SI-Cuyuna 35hp (gasp from Rotax users!) and they actually are trying to
> be different from Rotax. They have a decent technical advisor on hand, and
> at least offer training sessions where you completely tear down a factory
> engine of the type you are using.
See! Competition!
But let somebody badmouth the engine and watch the herd flock back
to Rotax............
J. Baker
________________________________________________________________________________
| From: | Kim Steiner <steiner(at)spreda.sk.ca> |
> Just a bit more about the 582 crank I posted a couple weeks ago.While I
>was at Oshkosh I used to opportunity to jack the Rotax dealers around and I
>mentioned my friends discovery about the 582 crank.One guy tried to tell me
>it was due to different size rod end bearings.Which in my opinion has
>nothing to do with the crank size.Another company told me it was probably
>different counter weights because of harmonics at a different speed
>range.Both cranks weighed the same,anyhow balanced is balanced.A different
>size counterweight just won't work.One other guy finally admitted is was
>probably because they engraved a part number on the crank to identify as
>aircraft it in case of a problem.Chose you explanation,I prefer to think we
>are being gouged and I am not afraid to post it here for the whole world to
>read.
>
>
>
> Woody
>
HI Woody and all listers;
I love your frank "to the point attitude" Woody! Keep up the good work.
Here is my 2 cents worth:
I have purchased numerous parts from snowmobile dealers by asking for parts
for the 583 snowmobile engine. The rotary valve shaft bearings and seals
are identical on the 582 and the 583. I use the 583 head gaskets and base
gasket when I decarbon my 582. The PTO and Mag crankshaft seals are
identical on both engines (I had to reseal my 582 crankcase).
I purchased new pistons for my 582 from a Rotax Ultralight dealer and then
took them down to a Sea-Doo dealer and compared them. They were identical
in every detail except the ultralight pistons cost about $35.00 more. I
looked at a Sea-Doo web page about a year ago and they rated their 583
engine at about 65 hp just like our Ultralight 582 engines. The 583
snowmobile engine pistons are different and the 583 Ski-Doo engine will
produce somewhere around 90 hp.
Snowmobile dealers have been ordered by Rotax to "Not Sell" parts to
ultralight owners. If you request parts for a 582 Ultralight engine they
will refuse the sale. You must request parts for a Ski-Doo or a Sea-Doo
engine. They will ask for the model of snowmobile you are working on, I
request parts for a 1995 583 Formula Z Ski-Doo. I would replace a 582 crank
with a 583 crank from a Sea-Doo because the pistons are identical and must
weigh the same.
Kim Steiner
Saskatchewan, Canada
________________________________________________________________________________
| From: | Scott Bentley <Scott.Bentley(at)Bentley.COM> |
| Subject: | Rotax 912 Oil Filters |
John Hauck writes...
... Rotax price for an oil fil for 912 is $25.00. I buy Fram PH3614 at
Walmart for $2.50.
Been running them for almost 1,000 hours with complete success.
...
I took apart a Rotax oil filter and the Fram equivalent, at the Kolb
factory, with one of the Kolb people.
There ARE substantial differences in the internal construction, and the
Rotax filter does seem better built.
I've heard Rotax strongly recommends you use their filter, and I plan to
replace the Fram I put on with a genuine Rotax filter next time I change it
out.
Everyone who doesn't know about it should check out
http://www.rotax-owner.com
________________________________________________________________________________
| From: | Jim Gerken <gerken(at)us.ibm.com> |
Regarding John's pondering of whether Skidoo customers get service, the answer
is Yes. The difference here is that the service is provided by a local dealer,
the guy you bought the sled from most likely, who has an interest in keeping
you happy so you buy your trailer, oil, clothing, accesories and next year's
new sled(s) from him. He also makes money servicing your machine, if you
choose that route after warrantee. SkiDoo snowmobile company recently mailed
my friend a postcard to inform him that his two-year-old sled has a possible
clutch problem and encouraged him to see his local dealer for recall
details.
On the other hand, as John stated, Rotax A/C engine company KNOWS we'll be
back next year, since there's nowhere else to go. The closest thing to a
local dealer we Rotax A/C engine customers have is the Rotax distributors like
CPS. But they are so big and all mail order and thousands of miles away.
I agree that Rotax could do a much better job of keeping us informed. I
would think it would be pretty simple to set up a Homepage, even if they
require a password for access. The closest thing we have is ROAN, and I
believe that is private, for profit. Does anyone subscribe to ROAN? Maybe
as part of a boycott we should ask for an information source (free) for Rotax
engine operators. If they were U.S.-based, it would probably be automatic due
to liability law.
Actually, our own network here on the Kolb list is the fastest, most
up-to-date information I have found. It does require a little filtering to get
down to the facts sometimes, but at least it gives you an early warning about a
problem such as the 912 rocker arms deal.
Jim
owner-kolb-list-server(at)matronics.com on 08-11-98 10:01:56 AM
Please respond to kolb-list(at)matronics.com
cc:
Subject: Re: Kolb-List: cranky
usual. We keep them in business and they have no competition. If the
Rotax customer community would boycott them for 30 or 60 days, and begin a
letter and e-mail writing campaign, maybe, just maybe, we might get their
attention.
I really shouldn't be here complaining though. I haven't written the first
letter or e-mail to Rotax expressing my feelings. I wonder if Skidoo and
Seadoo customers are receiving adequate support????
john h
________________________________________________________________________________
| From: | john hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Rotax 912 Oil Filters |
om>
>
>John Hauck writes...
>
>... Rotax price for an oil fil for 912 is $25.00. I buy Fram PH3614 at
>Walmart for $2.50.
>Been running them for almost 1,000 hours with complete success.
>...
>
>I took apart a Rotax oil filter and the Fram equivalent, at the Kolb
>factory, with one of the Kolb people.
>
>There ARE substantial differences in the internal construction, and the
>Rotax filter does seem better built.
>
>I've heard Rotax strongly recommends you use their filter, and I plan to
>replace the Fram I put on with a genuine Rotax filter next time I change it
>out.
>
>Everyone who doesn't know about it should check out
>http://www.rotax-owner.com
Scott and Gang:
Sure, for $50.00 a year I can find out what Rotax failed to do, by joing
their club. I can also learn how to change the oil in a 912 and replace
sparkplugs, if I go to their class and pay them a couple hundred dollars.
If I don't choose to pay more, then I am not privilege to info that should
be hitting my mail box on a regular basis for free (part of that initial
purchase price).
Ronnie Smith of S. Miss. Ultralights showed me the oil fil on the new 912S
at Oshkosh. It is made by Champion, same folks that make GA oil fils for
Lycomings and Continentals. I have run NAPA, Puralator, and Fram on my
912, again with no apparent damage for nearly 1,000 hours.
Reminds me of a bulletin I got from Chrysler ref oil filters for my Dodge
Cummins Diesel. They had a short list of approved oil fils for the
Cummins, all very expensive when purchased from Dodge or Cummins. I buy
mine at Walmarts, again Fram, and have 158,000+ miles on the engine pulling
a 30 foot 5th wheel a good bit of the time. I guess sometimes it is a
gamble to use products that aren't recommended by the manufacturer, so
beware when you decide to vary from their recommendations. BTW Fram was
not on their approved list of oil fils.
john h
________________________________________________________________________________
| From: | Scott Bentley <Scott.Bentley(at)Bentley.COM> |
| Subject: | Rotax 912 Oil Filters |
There is a lot of stuff on the ROAN web site, like ROTAX service bulletins,
that can be accessed for free.
http://www.rotax-owner.com/techb/tblst.htm
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
Jim Baker wrote:
>
>
> > It sounds like we need you building engines for us! We are using the
> > 2SI-Cuyuna 35hp (gasp from Rotax users!) and they actually are trying to
> > be different from Rotax. They have a decent technical advisor on hand, and
> > at least offer training sessions where you completely tear down a factory
> > engine of the type you are using.
>
> See! Competition!
>
> But let somebody badmouth the engine and watch the herd flock back
> to Rotax............
>
> J. Baker
>
I'd rather be flying with an "expensive" Rotax, than grounded,
waiting for 2Si to sort out their problems. I'll let the people that
aren't willing to pay for quality be the voluntary test pilots. Once the
quality is well demonstrated, then I'll change.
John Jung
________________________________________________________________________________
| From: | Frank_R_Reynen(at)notes.seagate.com |
| Subject: | Re: kolb on floats |
I have a MKIII on 12 ft LOTUS floats and I invite you to look at my webpage
for the general construction which should be similar to the Firestar and
you are free to copy .Since I designed and build it myself there are no
suppliers for this hardware. I have over 1200 take-off and landings on
this system with no problems.
Frank Reynen MKIII@460hrs
http://www.webcom.com/reynen
Please respond to kolb-list(at)matronics.com
I'm trying to mount Full Lotus 12 ft. floats on a Kolb Firestar II . I
would like to talk to someone who can suggest the proper way of mounting
them and if hardware is available. If anyone had success in this type of
project, please respond. Thanks!
(__) ,---------. NOTE: The preceding message was sent via Jaek
and
(oo) | :\/: _ _ \ Jon's WWW mail cow gateway. That is to say,
the
/-------\/_/ : :: :: : ) person who sent this message could in fact be
an
/ | MAIL|| \_ ' '`-'`-'/ anonymous prankster. Even though this message
was
it
^^ ^^ could have been generated by anyone in the world.
Please keep this in mind. Thank you! --Jaek (smit2204) and -Jon-
(stei0302)
________________________________________________________________________________
| From: | Gerald Nelson <gdnelson(at)agt.net> |
| Subject: | Re: medicals and old age |
Hi Wayne,
Thanks for writing. You must be a Canadian, right?
Gerald
Wayne Welsh wrote:
>
>
> Gerald why don't you just get your Ultralight Pilots Permit. I'm sure
> you'll find it much easier to get than the GA license. The medical is
> self declared, and shortly we'll be able to take passengers with just a
> little extra training.
>
> Gerald Nelson wrote:
> >
> >
> > Hi Listers,
> > I recently purchased a Mk III TwinStar registered as an advanced
> > ultralight in Canada. I wanted a 2-place so I could take passengers with
> > a reactivated GA License. It now appears that it is going to be quite a
> > hassle to renew my Private License here in Canada due to health reasons.
> > Therefore, I may have to sell my TwinStar - settle for a class 4 medical
> > and find a single-place ultralight )-:)
> >
> > Here is what I have - any offers?
> >
> > Kolb Mk III TwinStar 2-place equipped as follows:
> > Registered under the advanced ultralight category
> > Professionally built and registered in the fall of 1993
> > 503 DCDI Rotax, electric start, intake air silencer, aux.
> > electric fuel pump
> > 3 blade GSC prop
> > 80 hrs. TTSN, no damage history
> > interior and exterior 10/10, always hangared
> > full electrical, strobes, intercom, 720 Icom portable
> > mounted radio/VOR portable GPS, dual EGT + CHT, VSI,
> > altimeter, hydraulic disc brakes, powder coated paint on all
> > metal parts, Stits fabric, white with some brown trim
> > 4 point harness, hobbs meter
> > I am the second owner. Live in Grande Prairie, Alberta.
> > Maybe can arrange to transport to the buyer for a fee if distance is not
> > to great (I have access to a trailer).
> > Gerald (sadder but no wiser) Nelson
> >
>
________________________________________________________________________________
| From: | Gerald Nelson <gdnelson(at)agt.net> |
Hi Jim,
What non-Rotax product are you using?
Gerald
Jim Baker wrote:
>
>
> > Radiator shock mounts $12.00 to 14.00 a piece that can be purchased locally
> > for $2.00. And on and on.
>
> And an oil tank kit that costs $100 + ? Use a JC Whitney radiator
> overflow tank......
>
> > Who do I blame for this situation? Us. As long as we accept their policy
> > for support after purchase, lack of notification of potential problems and
> > super high prices for replacement parts, they will continue to operate as
> > usual. We keep them in business and they have no competition.
>
> They have competition....just everyone screams and hollers "Don't be
> a test pilot!" or "Their stuff is junk! Burned up in three hours
> use!", and on and on......while the rest of us use the product
> successfully.
>
> J. Baker
>
________________________________________________________________________________
In a message dated 8/11/98 4:24:26 PM Mountain Daylight Time, gdnelson(at)agt.net
writes:
> Hi Jim,
> What non-Rotax product are you using?
Gerald
I had the opportunity to visit with Jim a while back and took some pictures of
this FireStar. If you would like to see his FireStar go to>
http://members.aol.com/FS2Kolb/JBFS.html
I have been working on my FireStar but now that I downloaded American Online
4.0 I can't update my web page. At this time they don't have the web publisher
for 4.0.
Just a recap, I have riveted all the full ribs to the spars. Installed the
drag strut and I am in the process of installing the inboard noise rib on the
left wing.
Will Uribe
Building a FireStar II
http://members.aol.com/WillU/index.html
________________________________________________________________________________
| Subject: | Re: Plane Crash In Nevada |
| From: | rbaker2(at)JUNO.COM (Ray L Baker) |
Rick,
Found this at USA News/sports/racing.
ELY, Nev. - The father of star NASCAR driver Mark Martin died when the
small plane he was flying crashed near a national park. Julian Martin's
wife, Shelley, and 11-year-old daughter, Sarah, were also killed.
Authorities said the twin-engine Piper went down around noon Saturday
outside Great Basin National Park in the foothills of 13,063-foot Wheeler
Peak near the Utah border. ''It caught the forest on fire,'' White Pine
County Sheriff Bernie Romero said Monday, adding U.S. Bureau of Land
Management fire crews were on the scene within a half hour and discovered
the wreckage. There were no other passengers. Mark Martin learned of the
deaths Sunday after finishing second in the Winston Cup race at Watkins
Glen, N.Y. A spokeswoman for Martin said the driver expects to race
Sunday at Michigan Speedway, where he is defending champion in the
DeVilbiss 400.
L. Ray Baker
________________________________________________________________________________
| From: | "Russell Duffy" <rad(at)pen.net> |
| Subject: | Re: Aluminum Fuel Tank |
>On one of my trips to Oshkosh a few years ago I talked to a fuel cell repair
>company and they said that they would build me a flexible fuel cell from a
>rubber type of material for my Mark 111. I remember they were from Winnipeg
>Manitoba, Canada. I just found an ad in a magazine for a fuel cell repair
>company in Winnipeg (I do not know if this is the same company). Their web
>address is: www.hartwig-fuelcell.com
T(h)anks for the pointer Kim. I got a brochure from ATL (Aero Tec Labs) a year
or so ago, and they have some interesting stuff. Unfortunately, most of their
off the shelf tanks are for race cars. They will make anything you want for a
price $$$$$. I bookmarked the page you pointed out, and if I get around to the
tank project again, I'll give them a call.
Rusty
________________________________________________________________________________
| From: | "Mike McLaughlin" <mclaughlin(at)codenet.net> |
| Subject: | Message originator ID is lost with new system |
FWIW: I use Outlook 98 here and after opening a message, all I have to do is
double click on the author's name or address and both the author's name and
Email address are automatically entered into my contacts list/address book.
> -----Original Message-----
> From: owner-kolb-list-server(at)matronics.com
> [mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of Richard Pike
> Sent: Monday, August 10, 1998 8:19 PM
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Message originator ID is lost with new system
>
>
>
> >
---
Some text deleted
---
> >
> > Try this find the address you want in the heading and move
> the curser up
> >to it.Press the left mouse button and swipe the whole address and turn it
> >blue.Go up to the edit box and then click on copy.Now go to the
> message you
> >want to send and put the curser up in the recipient location
> swipe out any
> >address in there and then go back to edit and hit paste. It may sound
> >awkward as I have written it but try it and you will see how
> easy things get.
> >
> >
> >
> > Woody
> >
> >
> >
> >` Bingo, Woody! Do you have Eudora too, or are you just a hotshot?
> Thanx, it works.
> Richard Pike
> MKIII N420P (42oldpoops)
>
________________________________________________________________________________
| From: | skip staub <skips(at)bhip.infi.net> |
<199808111601.LAA18413(at)telepath.com>
Gentlemen All(and Ladies),
Forgive me if I'm missing something or behind on what's happening as I just
got back on the list after a few weeks off, as I was touring Norway on a
motorcycle. Great fun (but expensive) :)
>> > It sounds like we need you building engines for us! We are using the
>> > 2SI-Cuyuna 35hp (gasp from Rotax users!) and they actually are trying to
>> > be different from Rotax. They have a decent technical advisor on hand,
and
>> > at least offer training sessions where you completely tear down a factory
>> > engine of the type you are using.
>> But let somebody badmouth the engine and watch the herd flock back
>> to Rotax............
>>
>> J. Baker
>>
> I'd rather be flying with an "expensive" Rotax, than grounded,
>waiting for 2Si to sort out their problems. I'll let the people that
>aren't willing to pay for quality be the voluntary test pilots. Once the
>quality is well demonstrated, then I'll change.
>John Jung
In defense of 2Si.... I'd rather work with a company that is trying to
improve. I know that 2Si's manufacturing plant has "state of the art"
equipment and I believe that their engines give buyers good "bang for their
bucks".
My 1984, 35 hp, Cuyuna has performed flawlessly except for a couple of
owner mistakes. :) Flew for about 45 minutes yesterday and it ran as sweet
as ever.
FWIW, our system (US) tends to let the manufacturer/seller charge what the
market will bear. Parts for my 911T Porsche cost a lot more than the same
part for a Ford... I doubt, however, that they are any better. :)
Competition will straighten out ROTAX if we give other competing companies
a fighting chance.
Regards,
Skip
________________________________________________________________________________
| From: | arnwine(at)toad.net |
| Subject: | Siezure problems with tuned exhaust.(pipes) |
Hello Everybody, I have been surveying all this doom and gloom with
the use of tuned exhaust. And I have a basic question.
"Is anyone ever considering OIL INJECTION. Just how does this come
into the formula.?"
As we all know, reduced fuel at decent, if throtteled
back less than 4K would also be delivering less oi l due to reduced
fuel flow.
Perhaps the actual amount of oil would be lower than the lowest oil injection
setting of around 40/1. Heat is a very large part of the problem,and
inconsistent expansion ratios of iron cylinders and aluminum pistons are
what is generally the actual cause of siezure but low amounts of oil only
compounds the problem. Or perhaps allows it to happen.
Any comments?
I know most people fear( the injection system) But why would a
manufacturer of sudo airplane engines (rotax)at least, the less than 912, go
the extra mile and expense to add injection if it is in reality not an
improvment.?
I had oil injection on Yamahas way back in the 60's and never a failure until
I had a siezure of a racing setup bike with oil mix. Partially my fault as
I was doing a steady 70-75 crusising down to Mexico on leave from Ft. Sill,
Kansas prior to doing a 13 mo "tour" in viet nam. After evaluation I
deducted my around town mix was too thin for steady cruising.
"A problem", not a problem with injection. Sounds too simple, but
sometimes the answer really is simple.
Hey, don't kill me, just a thought to consider.
Hank, Harwood, Md. FS I, in progress.
________________________________________________________________________________
| From: | "CHRISTOPHER DAVIS" <cdavis2(at)capecod.net> |
| Subject: | Re: Johann's Windy Trip |
The beer is 5% and according to the opictorial in last months "Playboy " mag
You have some of the most beautiful women in the world!!!!! P.S > is it
really green in Greenland ?? Chris
-----Original Message-----
From: Jhann G. <johann.g(at)centrum.is>
Date: Monday, August 10, 1998 5:02 AM
Subject: Re: Kolb-List: Johann's Windy Trip
>
>Hallo Bob (Grey Baron)
>Thank you for your kind words and a great story. Must have been hard to do
any
>kind of technical work at a place like this in 52. We had just crawled out
of the
>turf houses at that time, and hardly knew what radar or IFF beacon. was. No
such
>thing off base.
>
>But things have changed here lately, the beer is 5% and things are looking
better
>in the tech. dept. The internet is a part of live and the rest of the
world is
>much closer to us in this island in the middle of the Atlantic ocean.
>
>Even though Brian Milton flew through here on his trike, a few weeks ago,
the trip
>across the atlantic to America or Europe, seems out of the question to me,
on my
>Firestar.
>I'll just use the Iceair B757 to Florida next Nov.
>
>Best regards,
>Jhann G.
>Iceland.
>
>bob n wrote:
>
>>
>> That was a great story, Johannwe should place it among The Icelandic
>> Sagas!
>>
>> I have a kinda non-flying Iceland storey, but connected to aviation.
>>
>> 1952 I'm at Keflavik as a civilian engineer monitoring the installation
>> of a prototype IFF (beacon) modification that I had been developing for
>> the TPS-1C radar. After a few hours operation, the coaxial rotary joint
>> burned away. No spares as this was IT. We took it to the Base dentist
>> who strapped it into his chair and proceeded to build up the burned
>> contact ring with same stuff as tooth fillingwithout Novacaine,
>> either. Worked just fine for a month or so until I got back to my lab
>> and got the metal-geniuses to design a new ring. This was written up in
>> Stars & Stripes.
>>
>> I enjoyed Reykjavik except that at that time beer was only 1/2% and it
>> took a half case to do much good! Loved the fish, and the bananas
>> growing in the geysir-heated greenhouses. Never had the chance to travel
>> much except to Akureyri once. But have stopped overnight twice since
>> with good wife on el cheapo air trips to EuropeLoftlieder in 62.
>>
>> Grey Baron FireFly
>>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Russell Savage <rsavage(at)freenet.columbus.oh.us> |
| Subject: | 1999 Fun in Sun Dates |
Hello Kolber's,
Does anyone know what the dates are for the 1999 Fun in Sun?
Russ Savage
Columbus, Ohio
________________________________________________________________________________
| From: | Pat Kegebein <pak(at)niia.net> |
Hi my name is Bruce, and i have just completed a kolb mark 3 and am
waiting on am engine. I am wanting any information on the best battery
to use with a 912 engine. I also need to know the best, lightest, and
cheatest Emergency Locater Transmitter that i could purchase for the
kolb. I am also wanting to know differt throttle configureations. Thank
you for your time!
Bruce
________________________________________________________________________________
| From: | "CHRISTOPHER DAVIS" <cdavis2(at)capecod.net> |
| Subject: | Re: R&D pipes- take two |
Kolbers , In 1973 I was into racing @ stroke motocrossers at the time
weighing 155lbs the 125 class was my thing I rode a honda ellsinor 125cc
with an expansion chamber , thats what we are talking about , with nthe R&D
pipe the 125 had about 7 HP from 1000rpm to 6000rpm and from 6000rpm to
7000rpm it had 24hp and from 7000 rpm to distruction it dropped back to 7hp
alot of fun on the ground but I dont want fly behind or in front of an
engine that peaky Im sure the people at rotax Know all about pipes !!!!
Chris firestar KXP 503 375 hrs Never Had thd head off Davis
-----Original Message-----
From: JD Stewart <jstewart(at)ncfcomm.com>
Date: Monday, August 10, 1998 10:54 AM
Subject: RE: Kolb-List: R&D pipes- take two
>
>Don Zank put one of the pipes on his Challenger at Oshkosh for testing
>purposes, and found no increase in power. Have heard a lot about seized
>engines, though.
>
>J.D. Stewart
>Applying technology is simply finding the right wrench with which to
>pound in the correct screw.
>UltraFun AirSports http://www.users.ncfcomm.com/ultrafunairsports
>Northeast Nebraska Flying Club http://www.users.ncfcomm.com/nnfc/index.html
>
>>
>> Hi all,
>>
>> Russell Duffy
>> Navarre, FL
>> Kolb SlingShot N8754K (for sale)
>> RV-8A, 80587 (wings)
>> rad(at)pen.net
> Be cautious with the tuned pipe. A 503 powered spyder in our
>> club seized the
>> rear cylinder on the first flight with the pipe. Seizure
>> occurred on descent
>> with power reduced. Could have been coincidence but it was the
>> only variable,
>> BTW pilot said power band was very peaky. Please post your
>> results when you
>> get set up.
>> Dick C St.Louis
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "CHRISTOPHER DAVIS" <cdavis2(at)capecod.net> |
| Subject: | Re: Message originator ID is lost with new system |
Woody, when I try to do what you say and go to edit "copy "is not an
available option???? now what? AY ????great to meet you and others at
oshkosh ,Kent thanks for the foam!My butt thanks you
-----Original Message-----
From: wood <richard.wood(at)usa.net>
Date: Monday, August 10, 1998 6:26 PM
Subject: Re: Kolb-List: Message originator ID is lost with new system
>
>>
>>At , you wrote:if I want to send a private reply, I have to
>>write down the return address of who I want to send it to, and
then
>>type it in.
>
> Try this find the address you want in the heading and move the curser up
>to it.Press the left mouse button and swipe the whole address and turn it
>blue.Go up to the edit box and then click on copy.Now go to the message you
>want to send and put the curser up in the recipient location swipe out any
>address in there and then go back to edit and hit paste. It may sound
>awkward as I have written it but try it and you will see how easy things
get.
>
>
>
> Woody
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Ron Christensen" <spectruminternational(at)email.msn.com> |
-----Original Message-----
From: Gerald Nelson <gdnelson(at)agt.net>
Date: Saturday, August 08, 1998 6:31 PM
Subject: Re: Kolb-List: Re: KOLB: Nylon tubing, File organization
>I am curious what the "1/2" means.
>Gerald
Hi Gerald:
Following is the text of a message I posted a few weeks ago on this subject.
It's probably more than you really wanted to know ! ! !
Re-quote
The "1/2" in MKIII1/2 is a manifestation of my weird sense of humor. I made
several changes to the MKIII kit, and thought it might be appropriate to, in
some way, indicate that this airplane is "different" from a stock MKIII.
Following is my list of changes and special equipment:
1. Wingspan is reduced by 3 ft. with custom fiberglass curled-up wing tips
installed. The total span of the flaps is reduced 3 ft., while the ailerons
remained unchanged.
2. The upper cage area behind the seats is fabric covered.
3. Two ten-gallon fuel tanks are installed behind the seats, with access on
the left side of the upper cage area via a door sort of like the fuel access
door on a car.
4. Custom doors hinge from a center-line 1 in. square tube and totally
enclose the cockpit. The door latches are lockable and mount flush with the
door "window". Also, windows are permanently installed in the side area
behind the doors.
5. The landing gear legs are faired and the wheels have pants.
6. The overhead gap seal is permanently attached to the cage and includes a
window.
7. Dual controls.
8. Leather covered custom seats to adequately support my aching back.
9. All control handle grips are shaped from laminated wood.
10. The engine has a fiberglass cowling and the prop has a "matching"
spinner.
11. The interior is completely upholstered.
12. A walnut covered instrument panel supports the following:
* ASI
* VSI
* Attitude gyro and suction gage
* Altimeter
* Tach/Hobbs
* Dual CHT
* Dual EGT
* Coolant temp.
* Oil pressure
* Oil temp.
* Fuel qty.
* Transponder (with altitude reporter)
* ELT
* Ball turn indicator
13. All control surfaces were made so there are no rib bumps on either the
leading or trailing edges.
14. A yaw trim control adjusts tension of the rudder pedal springs
15. A luggage compartment is above the fuel tanks.
16. The rudder is squared off at the top.
17. The Rotax 912 has custom mufflers hung under each bank of cylinders.
18. The oil and cylinder head radiators are installed at the flat area at
the rear of the cage.
19. Hand-held iCOM and GPSMAP.
End of old message.
I am just now getting into the flight test program - - - see a separate
posting later today on this subject.
Ron Christensen
MKIII1/2
N313DR
________________________________________________________________________________
| From: | "Ron Christensen" <spectruminternational(at)email.msn.com> |
| Subject: | MKIII1/2 Flight Test Report |
Hi All:
Well, I have some good news and I have some bad news.
First the good news - - - My wife and best friend (who served as a ground
crew for recording flight data relayed from the cockpit) went to Chino, CA
airport early Tuesday morning to finally conduct a real flight; all prior
flights had been crow hops on the 7,000 ft. runway. After a thorough
pre-flight I taxied out for take-off which was just as it should be. Plenty
of right rudder and right aileron required to hold the centerline. I have
dual controls which are a bit heavy because I made the control sticks
shorter than the original issue, but they work real well and I'm pleased
with them. I did several circuits of the pattern about 1,000 ft. above
pattern altitude and checked out control responses and everything went just
fine. The airplane is slower than I had hoped because I did so much to
clean it up aerodynamically. During the brief flight, I didn't get past 70
MPH (Vs. knots). Anyway, everything else was just fine and the plane is a
pleasure to fly.
Now the bad news - - - After about 35 minutes of flight time I set up for a
long final, but on the advise of my friend on the ground, I pulled in a
couple notches of flaps - BIG MISTAKE for a first time landing with me at
the controls. I really should have known better after a big bunch of hours
flying light weight airplanes. The approach to the runway was very
Cessna-like, but somehow at the very end of the landing process, I failed
to maintain adequate air speed and at about 8 ft. over the runway, the lift
force was not as great as the weight force, and I dropped in hard enough to
bend both landing gear legs. Also, some of the cage tubes are bent behind
the left landing gear leg; tomorrow, I'll have to remove the removable
bottom panel on the back half of the cage to determine the total extent of
damage to the cage. What a dreadful end to a fantastic first real flight.
Anyway, tomorrow I'll call Dennis and order some new landing gear legs.
Incidentally, any comments from anyone about the advisability of using steel
legs rather than the aluminum version??? I understand Dennis is not yet
ready to sell his steel version landing gear legs. I seem to remember that
some of you have built your own steel legs.
Ron (pitiful) Christensen
MKIII1/2
N313DR
________________________________________________________________________________
| From: | "Ron Christensen" <spectruminternational(at)email.msn.com> |
| Subject: | Re: Rotax 912 Oil Filters |
-----Original Message-----
From: john hauck <hawk36(at)mindspring.com>
Date: Tuesday, August 11, 1998 9:51 AM
Subject: Re: Kolb-List: Rotax 912 Oil Filters
>
>>John Hauck writes...
>>
. I have run NAPA, Puralator, and Fram on my
>912, again with no apparent damage for nearly 1,000 hours.
>
Hey John:
One of your notes indicated the p/n for the Fram filter for your 912 is
PH3614; what are the part numbers for the NAPA & Puralator filters??
I will do anything to avoid buying anything from ROTAX ! ! My big
complaint about ROTAX is their terrible documentation. The technical data
is about as poor as I can imagine.
Ron Christensen
________________________________________________________________________________
| Subject: | Re: Siezure problems with tuned exhaust.(pipes) |
The Spyder that I know of that seized did have an oil pump at the time but
does not now. I think that the tuned pipe changes the pressure pulse
throughout a large rpm range and therefore the fuel/oil flow in undocumented
ways. Once you are set up it would be great to have even more climb
performance but to get there I think you have to start from scratch with more
pitch, bigger main and possibly larger needle jet and just keep tinkering.
Dick C
________________________________________________________________________________
| From: | Gerald Nelson <gdnelson(at)agt.net> |
Hi Ron,
Thanks for writing. Are we going to see an pictures/close up pictures of
your plane?
Gerald
Ron Christensen wrote:
>
> enclose the cockpit. The door latches are lockable and mount flush with the
> door "window". Also, windows are permanently installed in the side area
> behind the doors.
> 5. The landing gear legs are faired and the wheels have pants.
> 6. The overhead gap seal is permanently attached to the cage and includes a
> window.
> 7. Dual controls.
> 8. Leather covered custom seats to adequately support my aching back.
> 9. All control handle grips are shaped from laminated wood.
> 10. The engine has a fiberglass cowling and the prop has a "matching"
> spinner.
> 11. The interior is completely upholstered.
> 12. A walnut covered instrument panel supports the following:
> * ASI
> * VSI
> * Attitude gyro and suction gage
> * Altimeter
> * Tach/Hobbs
> * Dual CHT
> * Dual EGT
> * Coolant temp.
> * Oil pressure
> * Oil temp.
> * Fuel qty.
> * Transponder (with altitude reporter)
> * ELT
> * Ball turn indicator
> 13. All control surfaces were made so there are no rib bumps on either the
> leading or trailing edges.
> 14. A yaw trim control adjusts tension of the rudder pedal springs
> 15. A luggage compartment is above the fuel tanks.
> 16. The rudder is squared off at the top.
> 17. The Rotax 912 has custom mufflers hung under each bank of cylinders.
> 18. The oil and cylinder head radiators are installed at the flat area at
> the rear of the cage.
> 19. Hand-held iCOM and GPSMAP.
>
> End of old message.
>
> I am just now getting into the flight test program - - - see a separate
> posting later today on this subject.
>
> Ron Christensen
> MKIII1/2
> N313DR
>
________________________________________________________________________________
| From: | "Jhann G." <johann.g(at)centrum.is> |
| Subject: | Re: Johann's Windy Trip |
CHRISTOPHER DAVIS wrote:
>
> The beer is 5% and according to the opictorial in last months "Playboy " mag
> You have some of the most beautiful women in the world!!!!! P.S > is it
> really green in Greenland ?? Chris
Hi Chris
Thank you, I agree that the women here are beautiful and I'm married to one of
them ( not one of the "Playboy" girls). But beauty comes from the inside IMO.
The
outside does help.
The reason for the names of the two country's, Iceland and Greenland, came to when
the Vikings that first moved to this island from Norway wanted to mislead anyone
who wanted to move to Iceland, just keep on going to Greenland instead. It had
to
be warmer there. They just wanted their island for them self. (Selfish bastards
those Vikings :-)
Even though Greenland is a large island, I think we here in this rocky island have
more green spots to land an ultralight.
Best of flying
Jhann G.
ICELAND
________________________________________________________________________________
| From: | Cliff and Carolyn Stripling <striplic(at)dfw.net> |
Bruce,
I also need to know the best, lightest, and
>cheatest Emergency Locater Transmitter that i could purchase for the
>kolb.
I purchased the Ameri-King ELT $184.95 from Wag-Aero. The price may have
changed since then. It is powered by "D" cell batteries (8 if I remember
correctly) and has voice capability on 121.5 and a telescopic antenna for
portable use.
>I am also wanting to know different throttle configureations.
I like the stock center throttle and stick.
Later,
--
Cliff & Carolyn Stripling Him: Retired Pharmacist
(972)247-9821 Dallas Texas Her: Real Estate Broker - Texas
and Marble Falls Texas Both: 5th Wheel - RV - Travel
Kolb MKIII - N582CC (49.8 hrs)
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: Johann's Windy Trip |
I'm a little unsure if your name is "Jhann", or "Johann". Could you
clarify please ?? Still enjoying your comments. Big Lar.
----------
> From: Jhann G. <johann.g(at)centrum.is>
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Johann's Windy Trip
> Date: Tuesday, August 11, 1998 7:51 PM
>
>
>
>
> CHRISTOPHER DAVIS wrote:
>
> >
> > The beer is 5% and according to the opictorial in last months "Playboy
" mag
> > You have some of the most beautiful women in the world!!!!! P.S > is it
> > really green in Greenland ?? Chris
>
> Hi Chris
>
> Thank you, I agree that the women here are beautiful and I'm married to
one of
> them ( not one of the "Playboy" girls). But beauty comes from the inside
IMO. The
> outside does help.
> The reason for the names of the two country's, Iceland and Greenland,
came to when
> the Vikings that first moved to this island from Norway wanted to mislead
anyone
> who wanted to move to Iceland, just keep on going to Greenland instead.
It had to
> be warmer there. They just wanted their island for them self. (Selfish
bastards
> those Vikings :-)
> Even though Greenland is a large island, I think we here in this rocky
island have
> more green spots to land an ultralight.
>
> Best of flying
> Jhann G.
> ICELAND
>
>
>
>
________________________________________________________________________________
| From: | "Hansen, Mark" <MHansen(at)ConusNews.com> |
| Subject: | MKIII1/2 Flight Test Report |
It is cheaper to replace the landing gear than to put too much stress on
the
frame, (steel may be too stiff.)
Dennis is a smart man. If he is not selling steel gear he has a reason
Mark Hansen
> ----------
> From: Ron
> Christensen[SMTP:spectruminternational(at)email.msn.com]
> Reply To: kolb-list(at)matronics.com
> Sent: Tuesday, August 11, 1998 8:35 PM
> To: Kolb List
> Subject: Kolb-List: MKIII1/2 Flight Test Report
>
>
>
> Hi All:
>
> Well, I have some good news and I have some bad news.
>
> First the good news - - - My wife and best friend (who served as a
> ground
> crew for recording flight data relayed from the cockpit) went to
> Chino, CA
> airport early Tuesday morning to finally conduct a real flight; all
> prior
> flights had been crow hops on the 7,000 ft. runway. After a thorough
> pre-flight I taxied out for take-off which was just as it should be.
> Plenty
> of right rudder and right aileron required to hold the centerline. I
> have
> dual controls which are a bit heavy because I made the control sticks
> shorter than the original issue, but they work real well and I'm
> pleased
> with them. I did several circuits of the pattern about 1,000 ft.
> above
> pattern altitude and checked out control responses and everything went
> just
> fine. The airplane is slower than I had hoped because I did so much
> to
> clean it up aerodynamically. During the brief flight, I didn't get
> past 70
> MPH (Vs. knots). Anyway, everything else was just fine and the plane
> is a
> pleasure to fly.
>
> Now the bad news - - - After about 35 minutes of flight time I set up
> for a
> long final, but on the advise of my friend on the ground, I pulled in
> a
> couple notches of flaps - BIG MISTAKE for a first time landing with me
> at
> the controls. I really should have known better after a big bunch of
> hours
> flying light weight airplanes. The approach to the runway was very
> Cessna-like, but somehow at the very end of the landing process, I
> failed
> to maintain adequate air speed and at about 8 ft. over the runway, the
> lift
> force was not as great as the weight force, and I dropped in hard
> enough to
> bend both landing gear legs. Also, some of the cage tubes are bent
> behind
> the left landing gear leg; tomorrow, I'll have to remove the
> removable
> bottom panel on the back half of the cage to determine the total
> extent of
> damage to the cage. What a dreadful end to a fantastic first real
> flight.
> Anyway, tomorrow I'll call Dennis and order some new landing gear
> legs.
>
> Incidentally, any comments from anyone about the advisability of using
> steel
> legs rather than the aluminum version??? I understand Dennis is not
> yet
> ready to sell his steel version landing gear legs. I seem to remember
> that
> some of you have built your own steel legs.
>
> Ron (pitiful) Christensen
> MKIII1/2
> N313DR
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
Hi Ron: I'm very, very sorry to hear about the end of what must have
been a thrilling experience. At least you weren't hurt, and it sounds like
damage to the III 1/2 is moderate. Count your blessings. Keep us posted,
please. Big Lar.
________________________________________________________________________________
| From: | john hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Rotax 912 Oil Filters |
>
>
>Hey John:
>
>One of your notes indicated the p/n for the Fram filter for your 912 is
>PH3614; what are the part numbers for the NAPA & Puralator filters??
>Ron Christensen
>
>
Ron:
I don't remember the parts numbers. Have to look them up in the parts book
at Walmart.
I wrote a post a couple months or so ago about keeping one eye on the
airspeed indicator (at least cross checking it often). Best way I know of
keeping an airplane flying until you are ready for it to land. I do not
believe it was flaps that caused you to land 8 feet above the runway,
probably airspeed. This is especially important when test flying a new
aircraft. On a 7,000 foot runway you can easily carry an extra 10-20 MPH.
Steel gear legs would have caused more damage on that landing than the
aluminum ones.
Good luck on your future test flying. You are not the first, nor will you
be the last to make that mistake. Whether flaps are up or down, fly to the
ground, and maintain your airspeed. :>)
john h
I have torn up my share of airplanes.
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)telepath.com> |
> FWIW, our system (US) tends to let the manufacturer/seller charge what the
> market will bear. Parts for my 911T Porsche cost a lot more than the same
> part for a Ford... I doubt, however, that they are any better. :)
Certainly so. The plugs in my Hirth are 10mm jobbers that are the
same plug used in a Ferrari F-40......but I still get them for $1.25
each.
J. Baker
"anonymous somebody" says it just seized the first time out using a
different pipe. There is a reason, and the pipe isn't it...........
J. Baker
________________________________________________________________________________
| From: | Wayne Welsh <flight(at)home.com> |
| Subject: | Re: medicals and old age |
Yes I proudly wear that heritage.
Gerald Nelson wrote:
> Hi Wayne,
> Thanks for writing. You must be a Canadian, right?
________________________________________________________________________________
| Subject: | Fwd: Covering Full Cage |
Seeking any additional help. I originally sent this to the list but must have
made a finger fumble.
From: BICUM(at)aol.com
Subject: Covering Full Cage
Date: Tue, 11 Aug 1998 10:56:35 EDT
Dennis,
I have another question before I finalize the order on the cage. I want to
cover the entire cage behind the passenger area. I am trying to figure out
how the joint will look between the bottom of the gap seal and the side of the
cage. I don't know if there is a tube running from front to back in this area
because I have never seen an unfinished cage.
I can only think of two options:
1) Have you weld a tube in this area (on both sides) prior to powder
coating? How many $$$ ?
2) On my own, install a ~3" X .032 alum strip from vertical post to vertical
post, at the joint. This would be attached by rivets and may have to be
reinforced on the inside by a small piece of angle to prevent movement and
flexing. This would have the added advantage of a nice finish for the hole on
the flap control extending out of the cage. Shouldn't be a problem putting
a
few rivet holes in the cage (structurally) should it ???
Another concern I have is the covering with fabric in this area. Can you make
and inside corner that looks good? Never done any fabric work and a bit
nervous about it.
Hope I'm not bothering you too much with these questions. I'm trying to think
things through and my mind just can't do it all at one time.
Thanks in advance for any and all help,
John Bickham
St. Francisville, LA
M3-308
________________________________________________________________________________
| From: | DLSOUDER(at)aol.com |
<< Dennis,
I for one am interested in the new Lazer and think that it is time that
you tell us a bit about it. I like what I hear about it so far, but am not
really sure that what I hear is for real? You arent going to make us buy a
new video just to find out about the plane are you.;-) For instance does
the wings fold so that it can be stored in a trailer?
Curious in Oregon!!!!-Larry >>
Pull one pin and the wings fold upward and meet at the center line of
aircraft. Height is about 8 feet, so an enclosed trailer may not be
practical. We did have an enclosed trailer for our present Laser, so it can
be done, but it does look a bit on the high side. Best application is hangar
sharing, where you might, for instance, fold up one wing on outer wall of
hangar and then store under a high wing aircraft. Wings can be removed
without much extra work by removing 2 more pins or bolts. Outer wing panerls
are relatively short (7 feet) so that handling a detached wing is not a bib
deal.
Hope this helps.
Dennis
________________________________________________________________________________
| From: | DLSOUDER(at)aol.com |
<<
I didn't see any dimensions for the folded Laser on the hand out "poop
sheet", but it might not be possible to put in a single car garage or a
typical enclosed box trailer. I may be speaking incorrectly here... just
judging from eyeball examination. What are those folded dimensions, Dennis?
>>
20 ft long
8 ft -1/2 ft wide
8 ft high
As I mentioned in another response, the best application for the Laser would
be hangar sharing.
Dennis
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | 150 messages in 3 days? |
Group,
In the last three days, I recieved over 150 messages, almost all from
this list. A lot of those were neither Kolb nor flying related and many
others were "personal" (should have been directed to the individual
only). I believe the problem is that we haven't adjusted to the new
system of the default reply going to the list. Before, we often forgot
to change the "Mail to:" and missed the list even when we intended to
post to the list. Now we are probably posting to the list by mistake at
times. Then others see how free we are to post without group "content"
and they join in without group "content". We have been told that this
method generates more activity. It sure does. But is the extra activity
an improvement. I think not. If we fail to adjust to this new system, my
vote will be to go back to the default reply not being the list, as it
was before.
John Jung
Firestar II N6163J 47.3 hrs
SE Wisconsin
________________________________________________________________________________
| From: | "Marino, Frank J (Youngstown ARB)" <Frank.Marino(at)yng.afres.af.mil> |
| Subject: | MKIII1/2 Flight Test Report |
Ron: Using the flaps on a MKIII to me is dangerous, I used them a couple
of times and I thought I was in a dive bomber. The MKIII lands very
good without the flaps. I never use them now. As for the dual sticks I
mentioned that they are a little heavier than the single stick, but I
like the dual stick configuration. I also bent the landing gear on my
MKIII, but did no other damage. Good luck on your repairs.
Frank Marino
> ----------
> From: Ron
> Christensen[SMTP:spectruminternational(at)email.msn.com]
> Sent: Tuesday, August 11, 1998 9:35 PM
> To: Kolb List
> Subject: Kolb-List: MKIII1/2 Flight Test Report
>
>
>
> Hi All:
>
> Well, I have some good news and I have some bad news.
>
> First the good news - - - My wife and best friend (who served as a
> ground
> crew for recording flight data relayed from the cockpit) went to
> Chino, CA
> airport early Tuesday morning to finally conduct a real flight; all
> prior
> flights had been crow hops on the 7,000 ft. runway. After a thorough
> pre-flight I taxied out for take-off which was just as it should be.
> Plenty
> of right rudder and right aileron required to hold the centerline. I
> have
> dual controls which are a bit heavy because I made the control sticks
> shorter than the original issue, but they work real well and I'm
> pleased
> with them. I did several circuits of the pattern about 1,000 ft.
> above
> pattern altitude and checked out control responses and everything went
> just
> fine. The airplane is slower than I had hoped because I did so much
> to
> clean it up aerodynamically. During the brief flight, I didn't get
> past 70
> MPH (Vs. knots). Anyway, everything else was just fine and the plane
> is a
> pleasure to fly.
>
> Now the bad news - - - After about 35 minutes of flight time I set up
> for a
> long final, but on the advise of my friend on the ground, I pulled in
> a
> couple notches of flaps - BIG MISTAKE for a first time landing with me
> at
> the controls. I really should have known better after a big bunch of
> hours
> flying light weight airplanes. The approach to the runway was very
> Cessna-like, but somehow at the very end of the landing process, I
> failed
> to maintain adequate air speed and at about 8 ft. over the runway, the
> lift
> force was not as great as the weight force, and I dropped in hard
> enough to
> bend both landing gear legs. Also, some of the cage tubes are bent
> behind
> the left landing gear leg; tomorrow, I'll have to remove the
> removable
> bottom panel on the back half of the cage to determine the total
> extent of
> damage to the cage. What a dreadful end to a fantastic first real
> flight.
> Anyway, tomorrow I'll call Dennis and order some new landing gear
> legs.
>
> Incidentally, any comments from anyone about the advisability of using
> steel
> legs rather than the aluminum version??? I understand Dennis is not
> yet
> ready to sell his steel version landing gear legs. I seem to remember
> that
> some of you have built your own steel legs.
>
> Ron (pitiful) Christensen
> MKIII1/2
> N313DR
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Scott Bentley <Scott.Bentley(at)Bentley.COM> |
| Subject: | Steel Gear Legs for Mark III... |
...
Mark Hansen writes ...
It is cheaper to replace the landing gear than to put too much stress on
the
frame, (steel may be too stiff.)
Dennis is a smart man. If he is not selling steel gear he has a reason
...
I don't want to be a name dropper, but Homer Kolb told me he is looking
forward to the availability of steel gear legs, John Hauck, I believe, uses
them, and they are standard on the slingshot...
I've bent my aluminum legs several times, and really, really, look forward
to the availability of steel legs.
Dennis ???
________________________________________________________________________________
| From: | Scott Bentley <Scott.Bentley(at)Bentley.COM> |
| Subject: | 1999 Fun in Sun Dates |
April 11-17, 1999. See http://www.sun-n-fun.com/
...
Hello Kolber's,
Does anyone know what the dates are for the 1999 Fun in Sun?
Russ Savage
Columbus, Ohio
________________________________________________________________________________
| From: | Gerald Nelson <gdnelson(at)agt.net> |
Hi gang,
I need some help on patching Stits fabric on my Mk III. I did the plane
already built so I don't know anything about patching.
Gerald
________________________________________________________________________________
| From: | "Richard neilsen" <NEILSENR(at)state.mi.us> |
| Subject: | MKIII1/2 Flight Test Report -Reply |
>>> "Ron Christensen" 08/11/98 09:35pm >>>
Now the bad news - - -
Hang in there I've been there. My VW powered MKIII suffered the same damage, its
now sitting on two good legs. Those highly skilled (in Kolbs) may say that the
flaps aren't the problem but those of us that haven't experienced their power
yet aren't prepared for how quick the speed bleeds off. I have no doubt that
the major problem is lack of air speed but us GA pilots just aren't (trained,
expecting, or prepared) for the speed to bleed off that quickly with full flaps.
As I go over my landing again and again, I had checked my air speed and I
was 20kts over stall speed, I did my flair and rechecked my speeds and I was
right at stall but may be 10ft too high...$$#@$#@. I did my approach with no
power(600rpm) and there was a 10kt head wind which I lost when I dropped below
the tree tops at my strip. My next attempt on full flaps will not be for some
time but I will use app. 25% power and have a much longer and open strip to practice
at.
I talked to another person that stalled his MKIII with full flaps and said he got
the power on just soon enough to get the plane flying on the first bounce with
the landing gear bent!!! I don't remember how he got it down.
Please comment on this but my impression is that one notch of flap lowers the stall
speed by app. 5 mph and two notches only adds more drag.
________________________________________________________________________________
| From: | Scott Bentley <Scott.Bentley(at)Bentley.COM> |
| Subject: | MKIII and Full Flaps |
I think I had full flaps when I bent my gear (each time they were bent.)
But I think the problem might be in the flare.
It would be great if someone could get Dan Kurkjian at Kolb to comment
directly, but I still remember the only time he ever raised his voice when
he was instructing me. I learned for my Private License in a Piper Cherokee
Cruiser (PA28/140.) What Dan said when landing was:
"DON'T FLARE!!!"
In an Archer or something, you might spend 5-10 seconds flaring - but that's
a tricycle gear plane, among other differences.
In a Mark III, the landing mantra is:
"Fly right along the ground, and cut the power."
If you down to 2-3 feet of the ground, then cut the power, it will be pretty
good most of the time.
I think, however, that the more experienced pilots should comment further.
________________________________________________________________________________
| From: | skip staub <skips(at)bhip.infi.net> |
<199808111601.LAA18413(at)telepath.com>
<35D08278.12E9(at)execpc.com>
who
________________________________________________________________________________
| From: | john hauck <hawk36(at)mindspring.com> |
| Subject: | MKIII1/2 Flight Test Report |
>
>Ron: Using the flaps on a MKIII to me is dangerous, I used them a couple
>of times and I thought I was in a dive bomber. The MKIII lands very
>good without the flaps. I never use them now. As for the dual sticks I
>
> Frank Marino
Good morning Frank and Kolbers:
Working on my second cup of coffee this morning and reading the mail.
I have to disagree with Frank on his perception of flap use on the MK III.
I do not believe the flaps are dangerous, any more so than the stick,
throttle, or rudder pedals. What may be dangerous is the pilot
manipulating the flap handle.
I personally use full flaps, 40 degrees on my MK III, each and everytime I
land, except when I am confronted with a stiff cross wind. Then I find
that I can get back to Mother Earth a little better landing clean.
Full flaps increase rate of decent or can decrease rate of decent,
depending on where the nose is pointed, up or down. I usually hold 50 or
60 MPH on final, do a little flare, and the airplane is on the ground,
slows quickly, and has finished flying. Rate of decent can also be
adjusted with power, but I usually shoot all my approaches at idle or just
above.
I enjoy the increased flight parameters that full flaps give me. On one
occasion one week after flying back from Oshkosh 1993, full flaps allowed
me to put my MK III in a forced landing area that was considerably too
small to fly out of. I lost all three blades of a wooden prop that
impacted the tailboom. Resulted in an instant engine shut down at 500 feet
AGL with a landing in a super small hay field bordered on two sides by high
power lines and two sides by high trees. I got the plane on the ground
without a scratch inchest high Johnson grass. I pass this way frequently
in my truck and still marvel at the ability of the MK III with full flaps.
Had I tried this one without flaps I would have landed in the trees.
Sometimes flying factory MK III and Sling Shot we get in a little trouble
for flying right on the stall with full flaps and not having quite enough
inertia to make a good flare to stop rate of decent, but that is not a
normal situation. The MK III will bleed off airspeeed in a hurry when
flared full flaps, so don't flare too soon.
Use those flaps, get comfortable with them, they are fun to play with and
they may save your buns.
john h
PS: I still continually cross check my ASI during approaches. Works for me.
________________________________________________________________________________
| From: | wood <richard.wood(at)usa.net> |
| Subject: | Re: medicals and old age |
>
>Hi Listers,
>I recently purchased a Mk III TwinStar registered as an advanced
>ultralight in Canada. I wanted a 2-place so I could take passengers with
>a reactivated GA License. It now appears that it is going to be quite a
>hassle to renew my Private License here in Canada due to health reasons.
>Therefore, I may have to sell my TwinStar - settle for a class 4 medical
>and find a single-place ultralight )-:)
>
>Here is what I have - any offers?
Check the regulations again.If you can qualify to get your private
Ultralight licence you can still fly your Mk 111 without a passenger.Lots of
extra storage space for camping stuff.Have you ever noticed how many people
take their friends up for rides even if the Gov't says it ain't legal.
Woody
________________________________________________________________________________
| From: | "Ron Carroll " <ron.carroll(at)WORLDNET.ATT.NET> |
| Subject: | Re: MKIII and Full Flaps |
>
>... but I still remember the only time he ever raised his voice when
>he was instructing me.
> "DON'T FLARE!!!"
>
>In a Mark III, the landing mantra is:
>
> "Fly right along the ground, and cut the power."
>
>If you down to 2-3 feet of the ground, then cut the power, it will be
pretty
>good most of the time.
The time is drawing near, so I can't help but wonder if this procedure
should also be used on an Original Firestar? If so, it will take a bit of
concentration to break an old GA habit. Comments?
As I recall, flaring in my T-18 caused the tailwheel to contact the ground
first, sometimes slamming down the mains, resulting in a bounce. I never
could do a wheel landing for fear of running off the end of the runway.
Ron Carroll
Original Firestar (About a week away from the big day)
________________________________________________________________________________
| From: | Jim Gerken <gerken(at)us.ibm.com> |
| Subject: | Re: MKIII1/2 Flight Test Report -Reply |
Someone wrote:
>and I was right at stall but may be 10ft too high...$$#@$#@. I did my
>approach with no power(600rpm) and there was a 10kt head wind which I lost
>when I dropped below the tree tops at my strip. My next attempt on full flaps
>will not be for some time but I will use app. 25% power and have a much
>longer and open strip to practice at.
I had a similar experience with a slightly rolling landing strip and a 7'
high corn crop on each side. As I came over the threshold, I was gliding into
the up-slope and got into a "shadow" of the wind behind the hill and the corn.
I was NOT using the flaps at the time. It may have been worse with the flaps.
The usual bent gear resulted.
>Please comment on this but my impression is that one notch of flap lowers the
>stall speed by app. 5 mph and two notches only adds more drag.
I can verify this for you. In my tests, the first notch lowered the stall by
3-4 mph indicated. The second notch did not seem to lower the stall speed any
further. This was tested solo in calm glide, engine idle. I am sure they add
more drag.
I LOVE using the flaps and can make the best and most consistant landings when
using full flaps. I turn final at 600' AGL and 1200 feet out, apply full flaps
and lower the nose to show 55-60 mph indicated. This gives me very good
control authority and it takes a heck of a gust to knock me out of line. It
takes calm nerves to level out at the right time, you can't get in a hurry to
begin or you end up too high.
I am not sure where I learned it but my landing procedure is this: I NEVER
PLAN TO LAND. I just attempt to make an approach, with no plan or committment
to actually land. I try to make the best approach possible, all lined up with
the runway but not really planning on setting it down. Then, at the last
second, if it looks perfect (as it usually does), I make a landing. If it is
not 100%, I go around.
Seems like I read once that a common problem is pilots who commit to a
landing and then proceed to make it happen no matter how their approach or
other factors such as trafic, wind, etc.. My 2 cents worth.
Jim G
________________________________________________________________________________
| From: | john hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Steel Gear Legs for Mark III... |
om>
>
>
>...
>Mark Hansen writes ...
>
>
>It is cheaper to replace the landing gear than to put too much stress on
>the
>frame, (steel may be too stiff.)
>Dennis is a smart man. If he is not selling steel gear he has a reason
>
>...
>
>I don't want to be a name dropper, but Homer Kolb told me he is looking
>forward to the availability of steel gear legs, John Hauck, I believe, uses
>them, and they are standard on the slingshot...
Hey Gang:
IMHO it ain't the landing gear legs, it is the landing. I have flown the
factory MK III hauling passengers up to 280 lbs. I weigh 185. The alum
legs worked ok. Never bent one.
I bent both gear legs on my MK III, heat treated to 48 Rockwell 4130, and
tore out the left gear leg socket, but I landed 30 feet above the ground
and mushed it in during a second engine out in about 15 minutes. Poor
piloting decision and skill on my part.
Initially, during the first few hours with a new airplane, it seems, is
when most people have trouble with landing before they reach the ground.
Make it a point to keep airspeed and fly to the ground and landing gear
legs and airframe will not suffer. I hate it when I have to learn by
making a mistake which results in a broken airplane.
john h
________________________________________________________________________________
| From: | john hauck <hawk36(at)mindspring.com> |
>
>Hi gang,
>I need some help on patching Stits fabric on my Mk III. I did the plane
>already built so I don't know anything about patching.
>Gerald
Howdy: Can't beat the Stitts manual for learning everything there is to
know about Stitts fabric patching.
john h
________________________________________________________________________________
| From: | "Marino, Frank J (Youngstown ARB)" <Frank.Marino(at)yng.afres.af.mil> |
| Subject: | MKIII1/2 Flight Test Report |
You got me John: I teach flying in GA aircraft and I teach full flaps on
all landings, however on the MKIII using flaps on the first flight is
not wise, I still play around with mine at altitude and have only landed
with them two or three times, I just don't like them (as of yet)maybe
GEOR38 can teach me something. I only have 41 hours on my MKIII and am
still learning to fly it.
Frank
> ----------
> From: john hauck[SMTP:hawk36(at)mindspring.com]
> Sent: Wednesday, August 12, 1998 11:10 AM
> To: kolb-list(at)matronics.com
> Subject: RE: Kolb-List: MKIII1/2 Flight Test Report
>
>
>
> >
> >Ron: Using the flaps on a MKIII to me is dangerous, I used them a
> couple
> >of times and I thought I was in a dive bomber. The MKIII lands very
> >good without the flaps. I never use them now. As for the dual
> sticks I
> >
> > Frank Marino
>
>
> Good morning Frank and Kolbers:
>
> Working on my second cup of coffee this morning and reading the mail.
>
> I have to disagree with Frank on his perception of flap use on the MK
> III.
> I do not believe the flaps are dangerous, any more so than the stick,
> throttle, or rudder pedals. What may be dangerous is the pilot
> manipulating the flap handle.
>
> I personally use full flaps, 40 degrees on my MK III, each and
> everytime I
> land, except when I am confronted with a stiff cross wind. Then I
> find
> that I can get back to Mother Earth a little better landing clean.
>
> Full flaps increase rate of decent or can decrease rate of decent,
> depending on where the nose is pointed, up or down. I usually hold 50
> 60 MPH on final, do a little flare, and the airplane is on the ground,
> slows quickly, and has finished flying. Rate of decent can also be
> adjusted with power, but I usually shoot all my approaches at idle or
> just
> above.
>
> I enjoy the increased flight parameters that full flaps give me. On
> one
> occasion one week after flying back from Oshkosh 1993, full flaps
> allowed
> me to put my MK III in a forced landing area that was considerably too
> small to fly out of. I lost all three blades of a wooden prop that
> impacted the tailboom. Resulted in an instant engine shut down at 500
> feet
> AGL with a landing in a super small hay field bordered on two sides by
> high
> power lines and two sides by high trees. I got the plane on the
> ground
> without a scratch inchest high Johnson grass. I pass this way
> frequently
> in my truck and still marvel at the ability of the MK III with full
> flaps.
> Had I tried this one without flaps I would have landed in the trees.
>
> Sometimes flying factory MK III and Sling Shot we get in a little
> trouble
> for flying right on the stall with full flaps and not having quite
> enough
> inertia to make a good flare to stop rate of decent, but that is not a
> normal situation. The MK III will bleed off airspeeed in a hurry when
> flared full flaps, so don't flare too soon.
>
> Use those flaps, get comfortable with them, they are fun to play with
> and
> they may save your buns.
>
> john h
>
> PS: I still continually cross check my ASI during approaches. Works
> for me.
>
>
>
>
>
________________________________________________________________________________
| From: | vj(at)altavista.net |
| Subject: | kolb-list:Tall Pilots |
Hi guys,
I'm intrested in either building or buying a firefly or firestar. My concern is
I'm 6'4" and do not comfortably fit in the Titan Tornado I'm taking lessons
in. Are Kolbs any more roomy.(both head and leg room)I'd really appreciate some
feedback from some taller Kolb pilots.
Thanks,
V.J. DiRoberto
(Northern NJ)
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
| Subject: | Re: MKIII and Full Flaps |
Re; Landings! As a Very Old GA pilot with more than a few hrs in more
than few planes, I found (and find still) that the GA landing habits are
as as hard to break as it is as easy to break a leg, tho haven't
yetdone the latter. And I heard The Voice say the same to me at
checkout ride. Someone else said to wait 'till you can see the cracks in
the concreteConcrete? Maybe blades of grass? Flies on pies? Is a
puzzlement. Grey Baron
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: MKIII and Full Flaps |
Ron Carroll wrote:
>
>
> >
> >... but I still remember the only time he ever raised his voice when
> >he was instructing me.
>
> > "DON'T FLARE!!!"
> >
> >In a Mark III, the landing mantra is:
> >
> > "Fly right along the ground, and cut the power."
> >
> >If you down to 2-3 feet of the ground, then cut the power, it will be
> pretty
> >good most of the time.
>
> The time is drawing near, so I can't help but wonder if this procedure
> should also be used on an Original Firestar? If so, it will take a bit of
> concentration to break an old GA habit. Comments?
snip...
Ron,
Yes, the Firestars are very much the same. Just carry 4,000 rpm (377,
447 or 503) to within 3 feet of the ground and you shouldn't have a
problem. But don't let it come back up after cutting power, either. The
tail can touch first without bounce.
John Jung
________________________________________________________________________________
| From: | wood <richard.wood(at)usa.net> |
>
>>
>>Hi Listers,
>>I am looking for an address/email address/phone number for GSC Props.
>>They use 6 AN bolts that are 3&1/2 by 1/4 with 1 inch of thread. Bolts
>>of this length usually have less threading. (Sorry to use "improper"
>>description). I need to order some for spare.
>
>
Why do you need the extra length? Is there a locknut on the back?If there
is you may get by with shorter bolts with holes drilled through the
head.Safety wire the prop this way like the big boys do.Don't forget wire 2
bolts together at a time not all with one piece of wire.
Woody
eping an
eye on the engine stuff.
Woody
________________________________________________________________________________
| From: | wood <richard.wood(at)usa.net> |
| Subject: | Re: Message originator ID is lost with new system |
>
>Woody, when I try to do what you say and go to edit "copy "is not an
>available option???? now what? AY ????great to meet you and others at
>oshkosh ,Kent thanks for the foam!My butt thanks you
I would think there would be some kind of copy and paste command even if
they use different names. If all else fails make friends with someone who
uses Eudora and then borrow their program.
I am sure Kent is happy to know he made your butt feel good.
By the way It is spelled EH! not AY. We say it is the Canadian way of
saying Huh. ;)
Woody
________________________________________________________________________________
| From: | Gerald Nelson <gdnelson(at)agt.net> |
I tried that but it didn't work or seem "hoyle."
Gerald
wood wrote:
>
>
> >
> >>
> >>Hi Listers,
> >>I am looking for an address/email address/phone number for GSC Props.
> >>They use 6 AN bolts that are 3&1/2 by 1/4 with 1 inch of thread. Bolts
> >>of this length usually have less threading. (Sorry to use "improper"
> >>description). I need to order some for spare.
> >
> >
>
> Why do you need the extra length? Is there a locknut on the back?If there
> is you may get by with shorter bolts with holes drilled through the
> head.Safety wire the prop this way like the big boys do.Don't forget wire 2
> bolts together at a time not all with one piece of wire.
>
> Woody
>
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
| Subject: | Re: kolb-list:Tall Pilots |
In a message dated 8/12/1998 12:46:53 PM Eastern Daylight Time,
vj(at)altavista.net writes:
<< 'd really appreciate some feedback from some taller Kolb pilots. >>
I'm 6'2.5. The big issue in my view is not head room or foot room, which
the kolb has plenty of, but shoulder room. The mark three is quite
comfortable with two big guys. The lowered canind sides and the bulged side
windows make it quite pleasant.
________________________________________________________________________________
| From: | rick106(at)JUNO.COM |
| Subject: | Re: Plane Crash In Nevada |
RAY
THANK YOU VERY MUCH
IF YOU EVERY NEED ANYTHING LET ME KNOW I'LL DO MY BEST TO HELP YOU OUT .
RICK LIBERSAT
>
>Rick,
>Found this at USA News/sports/racing. ELY, Nev. - The father of star
>NASCAR driver Mark Martin died when the small plane he was flying
>crashed near a national park. Julian Martin's wife, Shelley, and
>11-year-old daughter, Sarah, were also killed. Authorities said the
>twin-engine Piper went down around noon Saturday outside Great Basin
>National Park in the foothills of 13,063-foot Wheeler Peak near the
>Utah border. ''It caught the forest on fire,'' White Pine County
>Sheriff Bernie Romero said Monday, adding U.S. Bureau of Land
>Management fire crews were on the scene within a half hour and
>discovered the wreckage. There were no other passengers. Mark Martin
>learned of the deaths Sunday after finishing second in the Winston Cup
>race at Watkins Glen, N.Y. A spokeswoman for Martin said the driver
>expects to race
>Sunday at Michigan Speedway, where he is defending champion in the
>DeVilbiss 400.
________________________________________________________________________________
| From: | LLMoore(at)tapnet.net (Lauren L. Moore) |
| Subject: | Re: kolb-list:Tall Pilots |
Come to Newton Airport in Northern New Jersey and see how comfortable I am in my
Original Firestar. I am 6'3"" and 230 pounds. Not a problem Ask for Larry
when you get there.
vj(at)altavista.net wrote:
>
> Hi guys,
> I'm intrested in either building or buying a firefly or firestar. My concern
is I'm 6'4" and do not comfortably fit in the Titan Tornado I'm taking lessons
in. Are Kolbs any more roomy.(both head and leg room)I'd really appreciate
some feedback from some taller Kolb pilots.
> Thanks,
> V.J. DiRoberto
> (Northern NJ)
>
________________________________________________________________________________
| Subject: | Re: Siezure problems with tuned exhaust.(pipes) |
I dont think I am that anonymous but the fact is none of our EGT are anything
more than a rough indicator of trends. The plane in question had a high time
UL driver in charge but did not have more than 3 seconds indication before it
locked up. I still say if you are going to play with tuned pipes to start out
rich on everything. I love horse power but the more you extract the more
finicky and temperamental a 2 stroke becomes,
Dick C
________________________________________________________________________________
| From: | Jhann Gestur Jhannsson <johann.g(at)centrum.is> |
| Subject: | Re: Johann's Windy Trip |
Hi Larry.
My name is Johann Gestur, but sometimes in my letters, the "o" or "" as
in the Icelandic language, dissapears. I do not know why, maybee this
"" letter is is not recogniced as a letter, and therefore left out.
Maybee.
Best regards,
Johann G.
Iceland
Larry Bourne wrote:
>
>
> I'm a little unsure if your name is "Jhann", or "Johann". Could you
> clarify please ?? Still enjoying your comments. Big Lar.
>
> ----------
> > From: Jhann G. <johann.g(at)centrum.is>
> > To: kolb-list(at)matronics.com
> > Subject: Re: Kolb-List: Johann's Windy Trip
> > Date: Tuesday, August 11, 1998 7:51 PM
> >
>
________________________________________________________________________________
| From: | Jerry Bidle <jbidle(at)airmail.net> |
| Subject: | Re: 150 messages in 3 days? |
You got my vote - go back to default reply to originator & display
originator - Jerry Bidle
>
>Group,
> In the last three days, I recieved over 150 messages, almost all
from
>this list. A lot of those were neither Kolb nor flying related and
many
>others were "personal" (should have been directed to the individual
>only). I believe the problem is that we haven't adjusted to the new
>system of the default reply going to the list. Before, we often forgot
>to change the "Mail to:" and missed the list even when we intended to
>post to the list. Now we are probably posting to the list by mistake
at
>times. Then others see how free we are to post without group "content"
>and they join in without group "content". We have been told that this
>method generates more activity. It sure does. But is the extra
activity
>an improvement. I think not. If we fail to adjust to this new system,
my
>vote will be to go back to the default reply not being the list, as it
>was before.
>John Jung
>Firestar II N6163J 47.3 hrs
>SE Wisconsin
>
>
>
>
>
________________________________________________________________________________
| From: | Gerald Nelson <gdnelson(at)agt.net> |
| Subject: | Re: 150 messages in 3 days? |
Here is another vote to go back.
Gerald
Jerry Bidle wrote:
>
>
> You got my vote - go back to default reply to originator & display
> originator - Jerry Bidle
>
>
>
>
>
> >
>
> >Group,
>
> > In the last three days, I recieved over 150 messages, almost all
> from
>
> >this list. A lot of those were neither Kolb nor flying related and
> many
>
> >others were "personal" (should have been directed to the individual
>
> >only). I believe the problem is that we haven't adjusted to the new
>
> >system of the default reply going to the list. Before, we often forgot
>
> >to change the "Mail to:" and missed the list even when we intended to
>
> >post to the list. Now we are probably posting to the list by mistake
> at
>
> >times. Then others see how free we are to post without group "content"
>
> >and they join in without group "content". We have been told that this
>
> >method generates more activity. It sure does. But is the extra
> activity
>
> >an improvement. I think not. If we fail to adjust to this new system,
> my
>
> >vote will be to go back to the default reply not being the list, as it
>
> >was before.
>
> >John Jung
>
> >Firestar II N6163J 47.3 hrs
>
> >SE Wisconsin
>
> >
>
> >
>
> >
>
>
> >
>
> >
>
________________________________________________________________________________
| Subject: | UltraStar Kit 4-Sale |
Attn all Kolbers:
A friend of mine told me about a fellow who has a Kolb UltraStar "kit" for
sale. The kit was purchased in 1984 or 85 but was barely worked on. Some
welding of the cage is all that was done. It includes a Cuyuna engine 'still
in the box' and covering material. His asking price is $3800. Located in
Southern New Jersey. That's all I know about it so if you're interested, or
have any questions, please contact:
Larry Williams (609) 547-6296 Haddon Heights, NJ
Bill Varnes
Audubon NJ
Original FireStar
________________________________________________________________________________
| Subject: | Re: : Kolb-List: |
| From: | rbaker2(at)JUNO.COM (Ray L Baker) |
Rick,
Find me a Mark III within 100/125 miles of Gainesville, FL that I can get
an hours instruction in or at least a ride. I am not looking for a free
bee. I expect to render suitable remuneration.
I have 2 things left on my check list before putting pen to check:
1. Take a flight in a Mark III. It seems like the intelligent thing to
do before making such an investment. (I have been taking
refresher/transition training in a Drifter at Herlong Airport near
Jacksonville, FL)
2. Take a trip to the Kolb factory in Phoenixville. I want to take
another look at the assembled kit now that I am serious. I have been
kicking the tires etc for the last 3 years at Fun & Sun, but at the time
not really expecting to participate..
That will teach you to offer assistance!
Ray
________________________________________________________________________________
Richard.Dewitt(at)HBC.honeywell.com
| From: | ul15rhb(at)JUNO.COM (Ralph H Burlingame) |
Ron,
Since you are getting so close to finishing, I will comment on the
landing. There are three ways to land: 1) without power 2) with power at
idle 3) with power above idle. All three of these ways are different in
the rollout and similar in approach speed, 40mph, 50+mph under windy
conditions. Under severe wind conditions, don't hesitate to actually dive
toward the ground. Due to the light weight and excess built-in drag, this
is sometimes necessary to maintain control. Remember airspeed is
everything and these things will lose it fast. I will usually carry
power, about 3000 rpm, and set my approach at 40mph. Then at about 20
feet, I will close the throttle and initiate a very shallow flare. What I
mean by a "shallow flare" is the stick is moved back about 1-2 inches.
The reason it's not put in your lap is because the tail will hit first
and the airspeed will bleed off too quickly (am I preaching to the
choir?). This isn't bad under calm conditions, but it will bite you in a
crosswind. I bent my gear on my first flight, but after that I learned
quickly. With 400 hours in my FireStar, I feel there is absolutely NO
reason to seriously bend the aluminum gear legs under normal flying
conditions. It's all in the skill of the pilot performing the flare.
Flaring too early will set you up for bending the legs. The novice should
consider carrying power all the way to the ground and not even flaring.
It will bounce on the mains, but at least not bend the legs. After
experience is gained, three point landings can be made. Watching some of
those landings at Oshkosh, there some real pros out there ..... ain't
that right, JH?
Ralph Burlingame
Original FireStar 400+ hrs
(10 years on the same gear legs)
writes:
>
>
>
>>
>>... but I still remember the only time he ever raised his voice when
>>he was instructing me.
>
>> "DON'T FLARE!!!"
>>
>>In a Mark III, the landing mantra is:
>>
>> "Fly right along the ground, and cut the power."
>>
>>If you down to 2-3 feet of the ground, then cut the power, it will be
pretty
>>good most of the time.
>
>
>The time is drawing near, so I can't help but wonder if this procedure
>should also be used on an Original Firestar? If so, it will take a
>bit of concentration to break an old GA habit. Comments?
>
>As I recall, flaring in my T-18 caused the tailwheel to contact the
>ground first, sometimes slamming down the mains, resulting in a bounce.
I
>never could do a wheel landing for fear of running off the end of the
>runway.
>
>Ron Carroll
>Original Firestar (About a week away from the big day)
>
________________________________________________________________________________
| From: | "Hansen, Mark" <MHansen(at)ConusNews.com> |
| Subject: | Siezure problems with tuned exhaust.(pipes) |
Please remember if you run a 2 stroke lean you can get a lot of power from
it
for a little while. but the gas helps keep it cool and if it is too lean it
will overheat
to the point of engine failure.
Mark Hansen
> I dont think I am that anonymous but the fact is none of our EGT are
> anything
> more than a rough indicator of trends. I love horse power but the more
> you extract the more
> finicky and temperamental a 2 stroke becomes,
> Dick C
>
>
>
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: kolb-list:Tall Pilots |
V.J.
The Firestars have more headroom than the Titan. The original has
slightly more room that the Firestar I/II. Leg room should be no
problem. I think that it will be close and you will have to sit in one
to decide.
John Jung
>
>vj(at)altavista.net wrote:
>
>
> Hi guys,
> I'm intrested in either building or buying a firefly or firestar. My concern
is I'm 6'4" and do not comfortably fit in the Titan Tornado I'm taking lessons
in. Are Kolbs any more roomy.(both head and leg room)I'd really appreciate
some feedback from some taller Kolb pilots.
> Thanks,
> V.J. DiRoberto
> (Northern NJ)
________________________________________________________________________________
| From: | Richard Pike <rpike(at)preferred.com> |
| Subject: | Re: MKIII and Full Flaps |
Landing the MKIII with full flaps is spooky for GA pilots, but not
much of a big deal for U/L pilots used to flying a real draggy vehicle. The
biggest difference is:
no mass=no inertia.
Since I always land at an airstrip that is only 750' long, I always
use flaps, 40 degrees solo. and 15 degrees with pax. Since I have to cross a
powerline at 1800' and then get down to 1500' in less than 1/4 mile, all
approaches are at idle.
Also, it is not a good airstrip to go around at; it is all uphill
from the approach end, and there is a neighbors house and treeline at the
upper end, so you try to make each approach perfect.
AIRSPEED! AIRSPEED! AIRSPEED! Have that puppy nailed between 55-60,
pick out a bug spot on the windshield, that lines up with your touchdown
point, and watch it. If the bug spot rises relative to the target, you will
undershoot. If it sinks, you will land long. I aim 50' short of my touchdown
spot, and add power in the flare to make it carry the last little bit. If
the engine ever quit, then I would land in the weeds, and get green mung all
over the belly.
Here is what I do to make it easier, and it might help some make the
MKIII full flap transition. When you get about 15 feet above ground, and are
starting to get really tempted to start lifting the nose, ( and kill your
airspeed; PLOP!) wait just a hair longer, then as you raise the nose, give
it a little shot of power. (just a goose, not too much, high thrust line you
know...) This will give you a little extra airspeed, and if you are a tad
too high, at least you won't be at stall speed. If you are too much too
high, go around.
Once you get used to the flaps, you probably won't need to do this,
but it might help somebody, it worked for me.
Richard Pike
MKIII N420P (42oldpoops)
________________________________________________________________________________
| From: | "Jeff Wilde" <jeffwilde(at)mpinet.net> |
| Subject: | Re: 150 messages in 3 days? |
PLEASE GO BACK! Jeff in Oviedo.
----------
> From: Gerald Nelson <gdnelson(at)agt.net>
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: 150 messages in 3 days?
> Date: Wednesday, August 12, 1998 7:58 PM
>
>
> Here is another vote to go back.
> Gerald
>
> Jerry Bidle wrote:
> >
> >
> > You got my vote - go back to default reply to originator &
display
> > originator - Jerry Bidle
> >
> >
> >
> >
> >
> > >
> >
> > >Group,
> >
> > > In the last three days, I recieved over 150 messages, almost all
> > from
> >
> > >this list. A lot of those were neither Kolb nor flying related and
> > many
> >
> > >others were "personal" (should have been directed to the individual
> >
> > >only). I believe the problem is that we haven't adjusted to the new
> >
> > >system of the default reply going to the list. Before, we often forgot
> >
> > >to change the "Mail to:" and missed the list even when we intended to
> >
> > >post to the list. Now we are probably posting to the list by mistake
> > at
> >
> > >times. Then others see how free we are to post without group "content"
> >
> > >and they join in without group "content". We have been told that this
> >
> > >method generates more activity. It sure does. But is the extra
> > activity
> >
> > >an improvement. I think not. If we fail to adjust to this new system,
> > my
> >
> > >vote will be to go back to the default reply not being the list, as it
> >
> > >was before.
> >
> > >John Jung
> >
> > >Firestar II N6163J 47.3 hrs
> >
> > >SE Wisconsin
> >
> > >
> >
> > >
> >
> > >
> >
> >
> > >
> >
> > >
> >
>
>
>
________________________________________________________________________________
| From: | "Jeff Wilde" <jeffwilde(at)mpinet.net> |
Hi Ron. Do you have any pictures of your MIII1/2? If so could you provide
an address where they may be seen?
----------
> From: Ron Christensen <spectruminternational(at)email.msn.com>
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: MKIII1/2
> Date: Tuesday, August 11, 1998 6:38 PM
>
>
>
> -----Original Message-----
> From: Gerald Nelson <gdnelson(at)agt.net>
> To: kolb-list(at)matronics.com
> Date: Saturday, August 08, 1998 6:31 PM
> Subject: Re: Kolb-List: Re: KOLB: Nylon tubing, File organization
>
>
> >I am curious what the "1/2" means.
> >Gerald
> Hi Gerald:
>
> Following is the text of a message I posted a few weeks ago on this
subject.
> It's probably more than you really wanted to know ! ! !
>
> Re-quote
> The "1/2" in MKIII1/2 is a manifestation of my weird sense of humor. I
made
> several changes to the MKIII kit, and thought it might be appropriate to,
in
> some way, indicate that this airplane is "different" from a stock MKIII.
> Following is my list of changes and special equipment:
>
> 1. Wingspan is reduced by 3 ft. with custom fiberglass curled-up wing
tips
> installed. The total span of the flaps is reduced 3 ft., while the
ailerons
> remained unchanged.
> 2. The upper cage area behind the seats is fabric covered.
> 3. Two ten-gallon fuel tanks are installed behind the seats, with access
on
> the left side of the upper cage area via a door sort of like the fuel
access
> door on a car.
> 4. Custom doors hinge from a center-line 1 in. square tube and totally
> enclose the cockpit. The door latches are lockable and mount flush with
the
> door "window". Also, windows are permanently installed in the side area
> behind the doors.
> 5. The landing gear legs are faired and the wheels have pants.
> 6. The overhead gap seal is permanently attached to the cage and
includes a
> window.
> 7. Dual controls.
> 8. Leather covered custom seats to adequately support my aching back.
> 9. All control handle grips are shaped from laminated wood.
> 10. The engine has a fiberglass cowling and the prop has a "matching"
> spinner.
> 11. The interior is completely upholstered.
> 12. A walnut covered instrument panel supports the following:
> * ASI
> * VSI
> * Attitude gyro and suction gage
> * Altimeter
> * Tach/Hobbs
> * Dual CHT
> * Dual EGT
> * Coolant temp.
> * Oil pressure
> * Oil temp.
> * Fuel qty.
> * Transponder (with altitude reporter)
> * ELT
> * Ball turn indicator
> 13. All control surfaces were made so there are no rib bumps on either
the
> leading or trailing edges.
> 14. A yaw trim control adjusts tension of the rudder pedal springs
> 15. A luggage compartment is above the fuel tanks.
> 16. The rudder is squared off at the top.
> 17. The Rotax 912 has custom mufflers hung under each bank of cylinders.
> 18. The oil and cylinder head radiators are installed at the flat area at
> the rear of the cage.
> 19. Hand-held iCOM and GPSMAP.
>
> End of old message.
>
> I am just now getting into the flight test program - - - see a separate
> posting later today on this subject.
>
> Ron Christensen
> MKIII1/2
> N313DR
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Marino, Frank J (Youngstown ARB)" <Frank.Marino(at)yng.afres.af.mil> |
| Subject: | MKIII and Full Flaps |
Sounds good Ole Poops, but I still don't think a person should try flaps
on his very first flight in a MKIII. Like I said yesterday I still
practice with mine at altitude, I pick an altitude that I want to
simulate a landing at and fly with flaps down to that, this way if I
should stall I have some air under me instead of earth. It makes for a
softer landing.
Frank Marino
> ----------
> From: Richard Pike[SMTP:rpike(at)preferred.com]
> Sent: Thursday, August 13, 1998 8:29 AM
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: MKIII and Full Flaps
>
>
> Landing the MKIII with full flaps is spooky for GA pilots, but
> not
> much of a big deal for U/L pilots used to flying a real draggy
> vehicle. The
> biggest difference is:
> no mass=no inertia.
> Since I always land at an airstrip that is only 750' long, I
> always
> use flaps, 40 degrees solo. and 15 degrees with pax. Since I have to
> cross a
> powerline at 1800' and then get down to 1500' in less than 1/4 mile,
> all
> approaches are at idle.
> Also, it is not a good airstrip to go around at; it is all
> uphill
> from the approach end, and there is a neighbors house and treeline at
> the
> upper end, so you try to make each approach perfect.
> AIRSPEED! AIRSPEED! AIRSPEED! Have that puppy nailed between
> 55-60,
> pick out a bug spot on the windshield, that lines up with your
> touchdown
> point, and watch it. If the bug spot rises relative to the target, you
> will
> undershoot. If it sinks, you will land long. I aim 50' short of my
> touchdown
> spot, and add power in the flare to make it carry the last little bit.
> If
> the engine ever quit, then I would land in the weeds, and get green
> mung all
> over the belly.
> Here is what I do to make it easier, and it might help some
> make the
> MKIII full flap transition. When you get about 15 feet above ground,
> and are
> starting to get really tempted to start lifting the nose, ( and kill
> your
> airspeed; PLOP!) wait just a hair longer, then as you raise the nose,
> give
> it a little shot of power. (just a goose, not too much, high thrust
> line you
> know...) This will give you a little extra airspeed, and if you are a
> tad
> too high, at least you won't be at stall speed. If you are too much
> too
> high, go around.
> Once you get used to the flaps, you probably won't need to do
> this,
> but it might help somebody, it worked for me.
> Richard Pike
> MKIII N420P (42oldpoops)
>
>
>
>
>
________________________________________________________________________________
| From: | "Ron Carroll " <ron.carroll(at)WORLDNET.ATT.NET> |
Ralph, I somehow knew I could count on you for a little help when it is
needed most. Thanks, I'll keep these words of experience and wisdom in my
mind during the first 100-hours, or so.
I'm sure it will be exciting, but probably not too different from a lot of
other ultralights I've flown over the years. Don't get too slow too high,
right. Fly it to the ground until I get used to it.
I am sort of pleased with how this thing is turning out. Much better than I
ever expected for a first-time builder. A lot of thanks for the help from
members of the Kolb-List, as well as my local EAA Technical Adviser.
Without these folks it would have been a tough row to hoe. I really can't
imagine how John Jung completed his FS-II in only 6-weeks. Shucks, I spent
6-weeks with the covering and taping, and another 4-weeks painting, sanding,
taping and cleaning up the paint gun. I was in for a surprise a few days
ago when I decided it was time to rivet all the control surfaces on. I
painted the heads on about 200-rivets, and ran out before I was half done.
There were about 500-rivets required to do this simple job.
Again, I thank you for your help when I needed it.
Ron Carroll
Original Firestar
-----Original Message-----
From: Ralph H Burlingame <ul15rhb(at)JUNO.COM>
Date: Wednesday August 12 1998 7:38 PM
Subject: Kolb-List: landings
>
>Ron,
>Since you are getting so close to finishing, I will comment on the
>landing. There are three ways to land: 1) without power 2) with power at
>idle 3) with power above idle. All three of these ways are different in
>the rollout and similar in approach speed, 40mph, 50+mph under windy
>conditions. Under severe wind conditions, don't hesitate to actually dive
>toward the ground. Due to the light weight and excess built-in drag, this
>is sometimes necessary to maintain control. Remember airspeed is
>everything and these things will lose it fast. I will usually carry
>power, about 3000 rpm, and set my approach at 40mph. Then at about 20
>feet, I will close the throttle and initiate a very shallow flare. What I
>mean by a "shallow flare" is the stick is moved back about 1-2 inches.
>The reason it's not put in your lap is because the tail will hit first
>and the airspeed will bleed off too quickly (am I preaching to the
>choir?). This isn't bad under calm conditions, but it will bite you in a
>crosswind. I bent my gear on my first flight, but after that I learned
>quickly. With 400 hours in my FireStar, I feel there is absolutely NO
>reason to seriously bend the aluminum gear legs under normal flying
>conditions. It's all in the skill of the pilot performing the flare.
>Flaring too early will set you up for bending the legs. The novice should
>consider carrying power all the way to the ground and not even flaring.
>It will bounce on the mains, but at least not bend the legs. After
>experience is gained, three point landings can be made. Watching some of
>those landings at Oshkosh, there some real pros out there ..... ain't
>that right, JH?
>
>Ralph Burlingame
>Original FireStar 400+ hrs
>(10 years on the same gear legs)
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
| Subject: | Re: kolb-list:Tall Pilots |
My 6-4 son-in-law actually did get into my FireFly. Had plenty of
headroon, but it was hard to get good forward vision due to his knees in
the way! Grey Baron
________________________________________________________________________________
| From: | "merle hargis" <merlepilar(at)WORLDNET.ATT.NET> |
John thanks for expressing your feelings on getting ripped off. I have a
447 but if I can use other after market parts with safety I surely will.
How do the parts for snowmobiles and water crafts compare with the parts we
buy for aircraft compare? can we go to the local Skidoo dealer and safely
buy parts for our airplanes? Any experience and comments appreciated.
From: john hauck <hawk36(at)mindspring.com>
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: cranky
> Date: Tuesday, August 11, 1998 10:28 AM
>
>
> You better believe we are getting gouged, with a capital G. Rotax price
> for an oil fil for 912 is $25.00. I buy Fram PH3614 at Walmart for
$2.50.
> Been running them for almost 1,000 hours with complete success. Spark
> Plugs for 912, aprx $6.00 for a plug that should cost $1.50 anywhere
else.
> Radiator shock mounts $12.00 to 14.00 a piece that can be purchased
locally
> for $2.00. And on and on.
>
> john h
________________________________________________________________________________
| From: | Richard Pike <rpike(at)preferred.com> |
| Subject: | MKIII and Full Flaps |
>
still don't think a person should try flaps
>on his very first flight in a MKIII.
Agreed! I probably made 10 or 12 landings before I ever fooled with them.
And then it was on grass.
Richard Pike
MKIII N420P (42oldpoops)
________________________________________________________________________________
| From: | Jhann Gestur Jhannsson <johann.g(at)centrum.is> |
| Subject: | Re: Johann's Windy Trip |
Hi Larry,
My last mail proofed my point. If I write the Icelandic letter o with a
slash it is left out as a letter.
I better fix this in my address book.
Johann G.
>
>
> Hi Larry.
> My name is Johann Gestur, but sometimes in my letters, the "o" or "" as
> in the Icelandic language, dissapears. I do not know why, maybee this
> "" letter is is not recogniced as a letter, and therefore left out.
> Maybee.
>
> Best regards,
> Johann G.
> Iceland
>
> Larry Bourne wrote:
> >
> >
> > I'm a little unsure if your name is "Jhann", or "Johann". Could you
> > clarify please ?? Still enjoying your comments. Big Lar.
________________________________________________________________________________
| From: | Cliff and Carolyn Stripling <striplic(at)dfw.net> |
| Subject: | Shielding, EGT's & 1/2 windshield |
To all,
I shielded the plug wires today on the 582. It was a tedious job and
required a lot of time and patience, but it is finally done. If anyone is
considering doing it, I might be able to save you some time. I did it trial
and error... including some error. I an anxious to test the shielded wires
against the radio and see if the engine electrical noise is reduced. I have
already installed resistor plugs and that helped some. I can do more
shielding if necessary. I guess step by step proceedures need to be
implemented to the point where spurious electrical engine noise levels are
gone or acceptable.
I also raised the clip on the needle valve one slot to lean my engine a
little in the mid range. The EGT's have been running in the 900's as summer
(100+) arrived and now they are between 1050 and 1100 where they should be.
Looks like dropping the needle has lowered the idle a little. I will have
to adjust that.
Coming up, is construction of the half windshield (like R. Pike's but
different top edge shape) to go with the half doors already done. I got some
new down tubing while I was at Oshkosh and I already have some hinge
material. Now all I need is some scrap 1/8" polycarbonate. I am looking
forward to seeing the new "look" and how it affects performance ...more
"convertable looks and hopefully nicer summer utility" from the trusty Kolb
MK III.
I felt a little goofy flying today. I made a trip around the pattern
without ear protection and heard/felt the "raw" power of the 582... pretty
impressive engine. I had not flown in several weeks except for 16 hours in
a Piper PA28 Archer to Oshkosh and back. I was constantly changing my glide
angle to keep the ASI on the mark on final. With all the talk lately on the
list about bent gear I didn't want to "sprong" mine. I flared (no flaps
mind you) and kerplunked (stalled) down from maybe 6". An old friend and
partner in a plane we shared used to say... any landing you walk away from
is a good landing. I will accept a "little" kerplunk any day.
Later,
--
Cliff & Carolyn Stripling Him: Retired Pharmacist
(972)247-9821 Dallas Texas Her: Real Estate Broker - Texas
and Marble Falls Texas Both: 5th Wheel - RV - Travel
Kolb MKIII - N582CC (50.5 hrs)
________________________________________________________________________________
| From: | mefine1(at)JUNO.COM (Mick Fine) |
writes:
>... if I can use other after market parts with safety I surely
>will. ....
Merle,
You might check:
http://www.centralsnowmobile.com
But whatever you do, DON'T tell them you have an ultralight!! You might
search the archives also, this is a topic that has come up many times.
-Mick
________________________________________________________________________________
| From: | kmead(at)up.net (Kent kathy Mead) |
>
>
>>
> Hi all;
Just thought I would put in my two cents about buying snowmobile
parts for your planes. I rebuilt my 377 last winter and the whole motor cost
me $350.00 to rebuild. I have a friend that is a skidoo mechanic that works
at a dealership. He got me pistons for a snowmobile that had the same part
number as mine and the gaskets and seals were the same too. We checked the
cranks and they were the same. List price for the pistons were $135.00 each,
his cost was $62.00 each with rings. The dealers are killing us. Just
thought I would let you know where your money is going.
Kent
1985 Firestar
________________________________________________________________________________
| Subject: | Re: 150 messages in 3 days? |
| From: | mefine1(at)JUNO.COM (Mick Fine) |
>
>Group,
> In the last three days, I recieved over 150 messages, almost all from
>this list. A lot of those were neither Kolb nor flying related and many
>others were "personal" .....
I vote to go back too, if possible.
As long as we're 'whining', I submit the above as an example of
the last instruction on the 'tag' that's appended to all our postings but
I don't see many people doing it.
It's really a huge waste of electrons to quote the entire text of a
previous message in a reply to this list, that's what the last line of
the new 'tag' is all about. I count over 300 subscribed members of this
list, when we reply to a previous message and only add "ME TO!" at the
top or bottom, we've just repeated the same message back to 300 people
who've already seen it anyway. If you don't think the subject line is
enough to remind us of the topic, just quote the first sentence or two,
or only the relevant one(s). It really doesn't take much extra effort.
Good thing spotted owls don't live in hard-drives!
-Mick Fine
Tulsa, Oklahoma
http://www.angelfire.com/ok/froghair
Green Country Ultralight Flyer's Organization (UFO)
http://www.angelfire.com/ok/gcufo
________________________________________________________________________________
| From: | "Geoff Thistlethwaite" <geoffthis(at)WORLDNET.ATT.NET> |
| Subject: | Mufflers 447/503 |
Group,
a buddy of mine just bought a new Quicksilver with a 503 and wants to put
the new muffler from his old 447 on it. I don't think it will work but he
says it will. He says that they're the same after the manifold. Can anyone
shed some light on this for me?
Thanks
Geoff
________________________________________________________________________________
| Subject: | Re: R&D pipes- take two |
<< J.D. Stewart
Applying technology is simply finding the right wrench with which to
pound in the correct screw. >>
There must be something wrong with me....I love this maxim too much ...
GeoR38
________________________________________________________________________________
| From: | "Russell Duffy" <rad(at)pen.net> |
| Subject: | Re: R&D pipes- take two |
Hi all,
The funny looking pipe arrived Wednesday as promised, and I plan to try to start
installing it tomorrow. Since it's bare steel and still pretty clean and
rust-free, I'm going to try some Plasti-kote Hot Paint on it. This has to be
applied, then run for an hour to cure. The hour of running time on the ground
should give me some time to get a good idea of temps and gain at least a little
confidence that it won't seize at the first sign of pine trees below. It's
pretty unlikely that I'll get to the point of flying it tomorrow, but I'll keep
everyone posted.
Rusty
PS- I don't like the reply to the list function of Matt's system either. I've
whined about it on the RV-list also. Of course, there's good and bad points to
doing it either way, and Matt provides and excellent service. You certainly
won't hear me complain too much about a minor inconvenience. The archive search
engine makes up for everything :-)
________________________________________________________________________________
| From: | "Wayland, William C." <wcw2573(at)eagle.sbeach.navy.mil> |
| Subject: | kolb-list:Tall Pilots |
I am only 6 feet but wear a helmet when I fly my FireFly S/N 8. The top of
the helmet is always pushing up a bit against the underside of the gap seal
when I fly. Also I need to tip my head sideways getting in or out to avoid
banging the helmet top into the leading edge tube.
> ----------
> From: Cavuontop(at)aol.com[SMTP:Cavuontop(at)aol.com]
> Sent: Wednesday, August 12, 1998 12:17 PM
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: kolb-list:Tall Pilots
>
>
> In a message dated 8/12/1998 12:46:53 PM Eastern Daylight Time,
> vj(at)altavista.net writes:
>
> << 'd really appreciate some feedback from some taller Kolb pilots. >>
>
> I'm 6'2.5. The big issue in my view is not head room or foot room,
> which
> the kolb has plenty of, but shoulder room. The mark three is quite
> comfortable with two big guys. The lowered canind sides and the bulged
> side
> windows make it quite pleasant.
>
>
>
>
________________________________________________________________________________
| From: | Dennis Souder <flykolb(at)epix.net> |
| Subject: | Re: kolb-list:Tall Pilots |
>
>Hi guys,
>I'm intrested in either building or buying a firefly or firestar. My
concern is I'm 6'4" and do not comfortably fit in the Titan Tornado I'm
taking lessons in. Are Kolbs any more roomy.(both head and leg room)I'd
really appreciate some feedback from some taller Kolb pilots.
>Thanks,
>V.J. DiRoberto
>(Northern NJ)
>
>People are porportioned differently - some have longer trunks and some have
longer legs. Just because one 6 ft. person who fits in a particular
aircraft does not mean that you will fit too if you are 6 ft.
FS has more headroom than FF. Mark-III has the most. North NJ is not far
away from Kolb. Why not stop down and try them all on.
Dennis Souder
Pres Kolb Aircraft
>
>
>
>
>
________________________________________________________________________________
| From: | bobdoebler(at)JUNO.COM (Robert L Doebler) |
Geoff
Per the CPS catalog. The Rotax muffler pn. 973-175 basic muffler, fits
the Rotax 277,377,447,503,532,582
Bob Doebler
________________________________________________________________________________
| From: | bobdoebler(at)JUNO.COM (Robert L Doebler) |
Rusty
I used plastic/coat- hot paint on my muffler, and it looked pretty
good....
for about 3 months. Than it started rusting again. I guess if your's
starts rusting....... you could always start calling your muffler Rusty.
Oops, their goes my off the wall humor again!
Bob Doebler
________________________________________________________________________________
| From: | William V Rayfield <rayfiwv(at)mail.auburn.edu> |
Interesting, you would think a two stroke would at least have a semi-tuned
pipe. These engines could potentially perform a good bit better even
without going so far as to make peaky and unreliable like racing
motorcycle engines.
Does anyone know of someone that makes better matched exhausts or at least
lighter ones? In particular, we have a 2SI 35hp and would like to maybe
find a lighter weight muffler.
Bill Rayfield
"I'm not smart, but I sure am slow!"
Mechanical Engineering Student
Auburn University
"War Eagle"
On Fri, 14 Aug 1998, Robert L Doebler wrote:
>
> Geoff
>
> Per the CPS catalog. The Rotax muffler pn. 973-175 basic muffler, fits
> the Rotax 277,377,447,503,532,582
>
> Bob Doebler
>
>
>
>
>
________________________________________________________________________________
| From: | Gary Thacker <gthacker(at)mciunix.mciu.k12.pa.us> |
I am thinkin about puttin a fuel guage in my FireStar. I am usin the
EIS and believe I can use one of the Aux. for the fuel guage. Has anyone
done this? What is the cost and how difficult is it to do?
Gary
____F i r e S t a r____
___(+)___
(_)
\ /
________________________________________________________________________________
| From: | "Russell Duffy" <rad(at)pen.net> |
>starts rusting....... you could always start calling your muffler Rusty.
>Oops, their goes my off the wall humor again!
>
>Bob Doebler
Hey Ben, How much do you charge for one of your cow pie drops? I think I may
need to hire you for a little job when I find out where Bob lives :-)
Rusty
________________________________________________________________________________
| From: | "Russell Duffy" <rad(at)pen.net> |
| Subject: | Re: EIS Fuel Guage |
>I am thinkin about puttin a fuel guage in my FireStar. I am usin the
>EIS and believe I can use one of the Aux. for the fuel guage. Has anyone
>done this? What is the cost and how difficult is it to do?
I did this in the SS. I installed standard float arm type senders in both jugs
and used a switch to select which tank the EIS was reading. Since they feed
evenly, having two senders was more of a backup than anything else. If I were
doing it again, I would only use one. Currently, these jugs are in my attic
because I have a 13 gallon boat tank in the rear seat area. All the parts to
install one sender will probably be about $30, and it works fairly well. I can
e-mail you some pictures of my sender installation if you're interested.
Rusty (on vacation for a week starting in 1 hour and 42 minutes)
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
Bob who?
________________________________________________________________________________
| From: | bobdoebler(at)JUNO.COM (Robert L Doebler) |
--------- Begin forwarded message ----------
From: "Russell Duffy" <rad(at)pen.net>
Subject: Kolb-List: Re:
Date: Fri, 14 Aug 1998 14:53:13 -0500
>starts rusting....... you could always start calling your muffler Rusty.
>Oops, their goes my off the wall humor again!
>
>Bob Doebler
Hey Ben, How much do you charge for one of your cow pie drops? I think I
may
need to hire you for a little job when I find out where Bob lives :-)
Rusty
OOPS! I think I just moved to Timbucktoo!
Bob
--------- End forwarded message ----------
________________________________________________________________________________
| From: | Gerald Nelson <gdnelson(at)agt.net> |
Robert L Doebler wrote:
>
>
> --------- Begin forwarded message ----------
> From: "Russell Duffy" <rad(at)pen.net>
> To:
> Subject: Kolb-List: Re:
> Date: Fri, 14 Aug 1998 14:53:13 -0500
> Message-ID: <005101bdc7bd$2e842340$0100a8c0@rad.pen.net>
>
>
> >starts rusting....... you could always start calling your muffler Rusty.
> >Oops, their goes my off the wall humor again!
> >
> >Bob Doebler
>
> Hey Ben, How much do you charge for one of your cow pie drops? I think I
> may
> need to hire you for a little job when I find out where Bob lives :-)
>
> Rusty
>
> OOPS! I think I just moved to Timbucktoo!
>
> Bob
>
>
> --------- End forwarded message ----------
>
Someone told me that this group was clean, and pure as the driven
snow!!! Boy, have I been miss-informed
gerald
________________________________________________________________________________
| From: | bobdoebler(at)JUNO.COM (Robert L Doebler) |
Hey Rusty!
I like your come back.
If you're ever in the L.A. area, give me a call.
But I think I'm gonna start caring an umbrella, just in case!
Bob Doebler
________________________________________________________________________________
| Subject: | Re: EIS Fuel Guage |
In a message dated 8/14/98 11:00:50 AM Pacific Daylight Time,
gthacker(at)mciunix.mciu.k12.pa.us writes:
<<
I am thinkin about puttin a fuel guage in my FireStar. I am usin the
EIS and believe I can use one of the Aux. for the fuel guage. Has anyone
done this? What is the cost and how difficult is it to do?
>>
A capacitance fuel sender from Skysports or Aircraft Spruce works fine with
the EIS monitor. I have hooked up seven of them so far. You are correct that
it hooks up to the AUX port (green wire) in the EIS. Sometimes calibration is
a bit tricky though. Just follow the EIS manual.
Pete Krotje
________________________________________________________________________________
| From: | Richard Pike <rpike(at)preferred.com> |
| Subject: | Re: Mufflers 447/503 |
>
>Group,
>a buddy of mine just bought a new Quicksilver with a 503 and wants to put
>the new muffler from his old 447 on it.
>
> The CPS catalog has different part #'s
Richard Pike
MKIII N420P (42oldpoops)
________________________________________________________________________________
| From: | wood <richard.wood(at)usa.net> |
| Subject: | Re: 150 messages in 3 days? |
>
>It's really a huge waste of electrons to quote the entire text of a
>previous message in a reply to this list, that's what the last line of
>the new 'tag' is all about. I count over 300 subscribed members of this
>list, when we reply to a previous message and only add "ME TO!" at the
>top or bottom, we've just repeated the same message back to 300 people
>who've already seen it anyway. If you don't think the subject line is
>enough to remind us of the topic, just quote the first sentence or two,
>or only the relevant one(s). It really doesn't take much extra effort.
>
It seems like we are covering proper email ettiquette this month. I agree
with Mick. Several times I have scanned messages trying to find the
response. Usually I fail. First a response like "Me too" is really
uneccessary,second if you do give a short answer please separate it from the
rest of the message by a couple lines before and after.
Dick (now using a space after a period) Wood
Woody
________________________________________________________________________________
| From: | "Ron Christensen" <spectruminternational(at)email.msn.com> |
This note is to thank all of the people who sent encouraging and helpful
comments to me about the use of flaps while landing my MKIII. Also, a
special "thank you" to those who passed on words of genuine regret for the
damage done to my airplane.
Most certainly, I'll do much better with the landing process next time.
Warm Regards;
Ron Christensen
MKIII1/2
________________________________________________________________________________
| From: | "Ron Christensen" <spectruminternational(at)email.msn.com> |
-----Original Message-----
From: Gerald Nelson <gdnelson(at)agt.net>
Date: Tuesday, August 11, 1998 7:17 PM
Subject: Re: Kolb-List: MKIII1/2
>
>Hi Ron,
>Thanks for writing. Are we going to see an pictures/close up pictures of
>your plane?
>Gerald
Hey Gerald:
My friend with the digital camera is temporarily not around, and I don't own
a scanner. I'll post some pix as soon as I can. Thanks for asking - - - -
Ron Christensen
________________________________________________________________________________
| From: | "Ron Christensen" <spectruminternational(at)email.msn.com> |
-----Original Message-----
From: Jeff Wilde <jeffwilde(at)mpinet.net>
Date: Thursday, August 13, 1998 6:58 AM
Subject: Re: Kolb-List: MKIII1/2
>Hi Ron. Do you have any pictures of your MIII1/2? If so could you provide
>an address where they may be seen?
>
===============================================================
Hi Jeff:
As you may imagine, I have a book full of regular pictures. After I get my
plane repaired and my friend with the digital camera is available, I'll post
some photos. As for seeing pix, I live in So. California; would that be
convenient for you?
Ron Christensen
MKIII/2
________________________________________________________________________________
| From: | "Ron Christensen" <spectruminternational(at)email.msn.com> |
| Subject: | Re: MKIII and Full Flaps |
-----Original Message-----
From: Marino, Frank J (Youngstown ARB) <Frank.Marino(at)yng.afres.af.mil>
Date: Thursday, August 13, 1998 7:06 AM
Subject: RE: Kolb-List: MKIII and Full Flaps
- - - - - -, but I still don't think a person should try flaps
>on his very first flight in a MKIII. Like I said yesterday I still
>practice with mine at altitude, I pick an altitude that I want to
>simulate a landing at and fly with flaps down to that, this way if I
>should stall I have some air under me instead of earth. It makes for a
>softer landing.
>
> Frank Marino
>
==============================================================
Frank:
I guarantee that I'll use your technique until I have a MUCH better feel for
the airplanes performance.
Ron Christensen
________________________________________________________________________________
| From: | "Ron Christensen" <spectruminternational(at)email.msn.com> |
| Subject: | Re: MKIII1/2 Flight Test Report -Reply |
-----Original Message-----
From: Jim Gerken <gerken(at)us.ibm.com>
Date: Wednesday, August 12, 1998 8:30 AM
Subject: Re: Kolb-List: MKIII1/2 Flight Test Report -Reply
>
> I LOVE using the flaps and can make the best and most consistant landings
when
>using full flaps. I turn final at 600' AGL and 1200 feet out, apply full
flaps
>and lower the nose to show 55-60 mph indicated. This gives me very good
>control authority and it takes a heck of a gust to knock me out of line.
It
>takes calm nerves to level out at the right time, you can't get in a hurry
to
>begin or you end up too high.
>
================================================================
Hi Jim:
Please advise your usual RPM for these nose dive landings. I can believe
that it requires very calm nerves to level out at the right time.
Ron Christensen
MKIII1/2
________________________________________________________________________________
| From: | "Ron Christensen" <spectruminternational(at)email.msn.com> |
| Subject: | Re: MKIII1/2 Flight Test Report |
-----Original Message-----
From: john hauck <hawk36(at)mindspring.com>
Date: Wednesday, August 12, 1998 8:16 AM
Subject: RE: Kolb-List: MKIII1/2 Flight Test Report
>Full flaps increase rate of decent or can decrease rate of decent,
>depending on where the nose is pointed, up or down. I usually hold 50 or
>60 MPH on final, do a little flare, and the airplane is on the ground,
>slows quickly, and has finished flying. Rate of decent can also be
>adjusted with power, but I usually shoot all my approaches at idle or just
>above.
>
================================================================
Hey John:
I'm fascinated by your landing technique; as I understand you use full 3
notches of flap, engine at idle and land at 50 - 60 ! ! ! The nose of the
airplane must be very much pointing down, right? This sounds like a
technique not suitable for the faint of heart, or for someone who does not
have a LOT of time in the airplane.
The training given by Dan Kurkjian at Kolb does not include using ANY flaps
on landing. As I recall, Dan didn't recommend using any flaps on a "normal"
landing.
Comments????
Ron Christensen
MKIII1/2
________________________________________________________________________________
| From: | "Ron Christensen" <spectruminternational(at)email.msn.com> |
| Subject: | Re: MKIII1/2 Flight Test Report -Reply |
-----Original Message-----
From: Richard neilsen <NEILSENR(at)state.mi.us>
Date: Wednesday, August 12, 1998 7:44 AM
Subject: Kolb-List: MKIII1/2 Flight Test Report -Reply
>>>> "Ron Christensen" 08/11/98
09:35pm >
>Hang in there I've been there. My VW powered MKIII suffered the same
damage, its now sitting on two good legs. Those highly skilled (in Kolbs)
may say that the flaps aren't the problem but those of us that haven't
experienced their power yet aren't prepared for how quick the speed bleeds
off. I have no doubt that the major problem is lack of air speed but us GA
pilots just aren't (trained, expecting, or prepared) for the speed to bleed
off that quickly with full flaps. As I go over my landing again and again, I
had checked my air speed and I was 20kts over stall speed, I did my flair
and rechecked my speeds and I was right at stall but may be 10ft too
high...$$#@$#@. I did my approach with no power(600rpm) and there was a
10kt head wind which I lost when I dropped below the tree tops at my strip.
My next attempt on full flaps will not be for some time but I will use app.
25% power and have a much longer and open strip to practice at.
>
>I talked to another person that stalled his MKIII with full flaps and said
he got the power on just soon enough to get the plane flying on the first
bounce with the landing gear bent!!! I don't remember how he got it down.
>
>Please comment on this but my impression is that one notch of flap lowers
the stall speed by app. 5 mph and two notches only adds more drag.
>
Hi Richard:
Thanks for your encouraging words; yes, it's for sure you are correct about
air speed. Next time, I intend to practice the landing approach at
altitude. You are also correct about us GA guys who are trained to land a
Cessna, etc. in a little different way.
Ron Christensen
________________________________________________________________________________
| From: | "Ron Christensen" <spectruminternational(at)email.msn.com> |
| Subject: | Re: Rotax 912 Oil Filters |
-----Original Message-----
From: john hauck <hawk36(at)mindspring.com>
Date: Tuesday, August 11, 1998 9:09 PM
Subject: Re: Kolb-List: Rotax 912 Oil Filters
>Ron:
>
>I wrote a post a couple months or so ago about keeping one eye on the
>airspeed indicator (at least cross checking it often). Best way I know of
>keeping an airplane flying until you are ready for it to land. I do not
>believe it was flaps that caused you to land 8 feet above the runway,
>probably airspeed. This is especially important when test flying a new
>aircraft. On a 7,000 foot runway you can easily carry an extra 10-20 MPH.
>
>Steel gear legs would have caused more damage on that landing than the
>aluminum ones.
>
>Good luck on your future test flying. You are not the first, nor will you
>be the last to make that mistake. Whether flaps are up or down, fly to the
>ground, and maintain your airspeed. :>)
>
>john h
>
>I have torn up my share of airplanes.
Hey John:
Thanks for the sage advice; I'm absolutely certain that you have the
correct assessment of the situation. I simply didn't keep enough power in
to maintain air speed. Oddly, I'm sorta nuts about airspeed normally, but
this time I suppose I got caught up in the thrill of the moment and lost the
concentration of watching air speed.
I did have a detailed flight plan written out for my ground crew to follow,
but he got creative and I failed to insist on keeping to the script. Had I
done so, I would have had the RPM, air speed and flap position all dialed in
prior to trying to land. Oh well, fly and learn, hummm?
It turns out that 3 cage tubes are bent and must be replaced; (1) the tube
directly above the landing gear socket that joins to the door "sill", (2)
the tube that runs upward at a 45 degree angle forward of the socket, and
(3) the tube that runs aft from the socket to the rear of the cage. A
certified welder will do the job for ~ $250. Of course, I need new landing
gear legs. I'm also replacing the wheels. I really did a number, hummm?
Should get by for under $1,000 - - my wife wants to know if this is this
good. When I get it all back together, I'll report to the group on my next
attempt to land.
At the end of the day, one must be thankful that it was not much worse. I'm
thankful to the Good Lord for the way it all turned out.
Thanks again - -
Ron Christensen
________________________________________________________________________________
| From: | "Russell Duffy" <rad(at)pen.net> |
| Subject: | Re: EIS Fuel Guage |
Hi all,
This started out as an off-line message, but since it might be of interest to
others, I'm just going to post the relevant bits to the list. It concerns using
a float type fuel sender with the standard Kolb issue fuel jugs.
The senders that I used were purchased at a boat supply place, but you can find
generic senders like this almost anywhere. The biggest trick to installing the
senders it getting the screws installed. You'll note from the close-up that the
screws are installed from the inside where you can't possibly reach. I held the
tank upside down without the sender in place, and put the screws in by reaching
through the hole cut for the sender. Then I carefully moved the sender in place
without pushing the screws out. Once you get nuts started on the screws, you're
home free. Just use pliers to hold the end of the screw to tighten the nut.
Make sure you use stainless hardware too.
I just posted the pictures on my web site, but they aren't linked to any page.
To view them, use the following links:
http://www.pen.net/~rad/tank1.jpg
http://www.pen.net/~rad/tank2.jpg
http://www.pen.net/~rad/tank3.jpg
Calibration is odd but fairly easy. It's best done with the tank empty and a
wire hooked to the float arm so you can move it from full to empty and back
while you make adjustments. I didn't have that luxury on the boat tank and I've
had to tinker with the settings several times since I set it up originally.
>The only problem
>now is how it connects to the EIS. That should be in the instructions
Yes and no. The aux input of the EIS is on pin 7 of connector A. This input is
looking for a voltage of 0-5 with no more than 5.5 max. In the old timey EIS
models, you had to take 12 volts from somewhere and use a zener diode or some
other voltage divider network to reduce the voltage to a usable range for the
aux channel. You still see drawings for this in some of the catalogs where they
sell the EIS units. A while back, Greg added a 5 volt output to the EIS that
can be used instead of going through all the hassle of reducing a 12v supply.
It appears that I used pin 1 of the A connector for this, but my notes aren't
quite as clear as I'd like so you'd better measure the voltage or check with
Greg to be sure.
My actual circuit is: Take a wire from pin 1 of connector A and connect it to
one end of a 270 ohm resistor. Connect the other end of the resistor to two
places- the aux input (pin 7 connector A), and the non-ground side of the sender
unit. Now ground the ground-side of the sender unit and you're done. I assume
that most sender will designate one connection as the ground side, but if it
doesn't don't sweat it. Since it's just a variable resistor, it won't really
matter.
Rusty (heading out to work on the pipe) Duffy
________________________________________________________________________________
| Subject: | Re: 150 messages in 3 days |
You also have my vote, out with
the new in with the old. Just entirely
to much mail to sift threw.
Just my two cent`s worth,
Bob
________________________________________________________________________________
| From: | William Weber <bweber2(at)earthlink.net> |
| Subject: | Re: Mufflers 447/503 |
Geoff Thistlethwaite wrote:
>
>
> Group,
> a buddy of mine just bought a new Quicksilver with a 503 and wants to put
> the new muffler from his old 447 on it. I don't think it will work but he
> says it will. He says that they're the same after the manifold. Can anyone
> shed some light on this for me?
Kolb shipped me a 503 manifold and muffler for my 447. They told me just
to ship back the manifold. The rest is the same.
.--
***********************************************
* Bill Weber * Keep *
* Voiceboard Corp * the shiny *
* Simi Valley, CA * side up *
***********************************************
________________________________________________________________________________
| From: | bobdoebler(at)JUNO.COM (Robert L Doebler) |
To Richard Pike, reguarding Rotax mufflers.
I'm using a 98-99 CPS catalog. On page 134, the upper left corner it
shows the basic "can" or muffler. It is pn 973-175 and says it can be
used on 277,377,447,503,532,and 582. What I didn't mention was, to this
must be welded the inlet exhaust cones as required. Sorry if this
omission caused any confusion. I suspect he could use all of the 447
exhaust system, with the exception of the 180 degree cone.
So if he wanted to swap the whole exhaust system, lock, stock and barrel,
you're right; it shouldn't be done. I guess just to be sure, I'd check
with Mike Stratman of CPS, who is a Rotax dealer.
Bob Doebler
________________________________________________________________________________
| From: | Cliff and Carolyn Stripling <striplic(at)dfw.net> |
| Subject: | Fuel transfer / Windshield |
To all,
I am in the process of increasing fuel capacity by adding two additional
plugs & elbows to the top of each stock tank into a "Y" through a transfer
fuel pump through a quick disconnect into two 6 gallon plastic jugs strapped
in the passenger's seat. I got the idea from Richard Libersat. Drilling
the holes in the tanks is easily done by first drilling a 1/4" pilot hole
then drilling out that hole with a sharp 1/2" drill bit. Enlarging the hole
is instantaneous and does not require any pressure... in fact you will have
to hold back pressure. It makes a perfect hole and all the chips are thrown
upward and outward so that none falls into the hole... that I noticed. All
I need to do now is to suspend the transfer pump below the landing gear
socket tube with tie wraps and hook it up 12 V. power - fused and
switchable. With both aux tanks I will have a usable fuel capacity of 20
gallons. Except for a blinky radio, I will have no excuse for not doing
some X-countries.
I didn't realize that there was a small light plane fly-in in this area
today. The report I got from a guy returning was that there were a dozen or
so planes and four of them were Kolbs... which is the whole reason for
mentioning it here. Pretty good percentage, huh?
I have been making windshield patterns that will flow into the rear edges of
the half doors for a new windshield I intend to build. I doesn't work well
unless I accept having a lot of air hit the top and side of my head. I am
going to have to dog leg the rear edge along the down tubes such that the
windshield is taller, longer, higher (whatever word will describe better)
and yet still allow airflow below the center section of the wing. It won't
look as sleek as with a rear edge flowing all the way around, but it will be
functionally better for summer flying... I hope.
About the return address question, "chit-chat" not group related would be
better sent privately. Making the return address default to the individual
would help in this concern. I use Eudora Lite and have no problem directing
a message to an individual or to the group regardless of the default. I
sure do like the searchable access we have now to the archives.
Later,
--
Cliff & Carolyn Stripling Him: Retired Pharmacist
(972)247-9821 Dallas Texas Her: Real Estate Broker - Texas
and Marble Falls Texas Both: 5th Wheel - RV - Travel
Kolb MKIII - N582CC (50.5 hrs)
________________________________________________________________________________
| From: | "CHRISTOPHER DAVIS" <cdavis2(at)capecod.net> |
| Subject: | Re: 150 messages in 3 days? |
Mick and all would really luike to jus quote a line or two but have not a
clue about how todo that?? a novice at this email stuff Chris.
-----Original Message-----
From: Mick Fine <mefine1(at)JUNO.COM>
Date: Friday, August 14, 1998 12:02 AM
Subject: Re: Kolb-List: 150 messages in 3 days?
>
>>
>>Group,
>> In the last three days, I recieved over 150 messages, almost all from
>>this list. A lot of those were neither Kolb nor flying related and many
>>others were "personal" .....
>
>I vote to go back too, if possible.
>
>As long as we're 'whining', I submit the above as an example of
>the last instruction on the 'tag' that's appended to all our postings but
>I don't see many people doing it.
>
>It's really a huge waste of electrons to quote the entire text of a
>previous message in a reply to this list, that's what the last line of
>the new 'tag' is all about. I count over 300 subscribed members of this
>list, when we reply to a previous message and only add "ME TO!" at the
>top or bottom, we've just repeated the same message back to 300 people
>who've already seen it anyway. If you don't think the subject line is
>enough to remind us of the topic, just quote the first sentence or two,
>or only the relevant one(s). It really doesn't take much extra effort.
>
>Good thing spotted owls don't live in hard-drives!
>
>
>-Mick Fine
>Tulsa, Oklahoma
>http://www.angelfire.com/ok/froghair
>Green Country Ultralight Flyer's Organization (UFO)
>http://www.angelfire.com/ok/gcufo
>
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)telepath.com> |
| Subject: | Re: Fuel transfer / Windshield |
> With both aux tanks I will have a usable fuel capacity of 20
> gallons. Except for a blinky radio, I will have no excuse for not doing
> some X-countries.
>
Submitted for your perusal.......BELIEVE IT>>>>OR DON'T!!!!!!
I just got back from flying up to Tulsa to visit the Green Country
folks during their club meeting. I sat down just a few minutes ago
and ran some numbers.......I'm surprised at the results.
If you don't know, I run a Hirth 2704 on a Warp three blade, 66 in,
at 18 degrees for cruise.
I wasn't in any particular hurry today and decided to fly the
EGT....not an airspeed or RPM...just the EGT. Tried to keep it at
1125-1150 regardless of ground speed. Average cruise RPM was 3650 to
3750....that spins the prop in the 1400 RPM range.
Stats:
272.8 miles covered
14.6 gal used
5 hrs 55 min total time
18.6 MPG
45 MPH average
2.43 GPH
And here I was, figuring that I was burning 3.8 an hour based on
figures compiled in the first few hours of operations. Thought I had
a 2 hour range..more like three, with reserve, if conservative.
This is probably no better than a Rotax under equal conditions but
I'm also carrying 122cc more displacement than a stock 503.......
J. Baker
________________________________________________________________________________
| From: | "Russell Duffy" <rad(at)pen.net> |
| Subject: | Stupid Rusty Tricks |
Hi all,
I went to the airport today to install the R&D pipe on my 503, but in
retrospect, I should have stayed home and worked on the RV-8. My tale of woe
follows:
Unbolted the stock muffler and got an idea of how well the R&D would fit. This
was perhaps the only good news of the day because it fits well. Went about the
task of installing it which requires removing the cowling of the engine to move
the exhaust studs back to the original head bolt positions. The R&D pipe uses
a
stainless bracket that bolts to the top of the front head bolt studs, and clamps
around the pipe. There is also a welded bracket that angles down to a threaded
hole on the side of the engine block to the rear of the manifold. These are
both shock mounted, and along with the normal springs, make a dandy mounting
system.
With the pre-fitting done, I used scotchbrite to clean up the pipe and Metl-Sol
to finish the job. It was then sprayed with Plasti-kote "Hot Paint" to make it
a nice aluminum color. The paint has to dry for one hour, then be cured by
running the engine for one hour, and the curing process must be completed within
8 hours of spraying the paint.
During the drying period, I installed the new 15K2 needles that were recommended
by R&D.
By now it's starting to look kind stormy around the area, so I'm in a hurry to
get the engine running (danger ahead). I tied it down and tried to crank it by
yanking over and over on the rope. Too much of a hurry to use my checklist, so
I forgot the choke. Now with the choke on, a few more yanks, and I get a
sputter, then BANG, then it's running smoothly. Hmmmm, never heard it backfire
before....
I left it around 3500 rpm to build up the CHT's to more than 200 degrees.
Within about 15 seconds of engine start, I see my nice new exhaust paint
bubbling and flaking away. Sure am glad I spent the time to apply that stuff
(grumble grumble). Once at temp, I slowly advanced the throttle and the RPM's
increase smoothly up to about 4500 where they stopped. Even though I'm still
advancing the throttle, it's still 4500. Finally, it surges ahead to about 5200
RPM, then the throttle advances smoothly right up to max. I had read that there
would be an unusable range, and I guess this is it. Fortunately, I never
operate in that range, so no major problem.
Now, for what we've all been waiting for.... the static rpm increase. Well, it
isn't too impressive so far. The static now is 6080, but I haven't done a
recent static test with the original muffler to compare. My normal climb rpm at
50mph is around 6000, so it's safe to say that there's probably a couple hundred
rpm increase at most. The temps at full throttle static are about 380 for the
CHT, and 1000 for the EGT. My biggest concern here is the high CHT, but I would
expect them to be a bit lower in flight. I would also plan to shoot for around
6200 rpm static, which will change the temp situation too.
By now, it's raining but not too hard, so I push on. I tried some 5500 rpm
running, and noted that the CHT's dropped to about 350. I seem to remember that
the EGT's were in the 900's, but the lightning and now heavy rain were
distracting me. At this point, I wanted to adjust the prop pitch some and get
out of the rain. There's no point in curing the exhaust paint anymore since
it's rapidly departing the pipe anyway. I shut down the engine and started
untying it, just at lightning hit a tree on the other side of the runway!!!
Made it to the hanger alive :-)
Once I got back in the hanger, I noticed a dent in the read fairing of the cage.
All the sudden it became obvious what caused that loud bang I heard. The IVO
prop hit the fairing even though I have the required 5" clearance. If this
wasn't bad enough, now I notice that the bolt that holds the top muffler clamp
to the bracket has almost worked it's way out of the hole. In my haste, I never
tightened it. The former nut and small washer are long gone, and the large
washer and rubber spacers are almost loose. I'll give you one guess where the
nut went, yep, the prop. I've got a cut that's about 1/16" deep and 1/4" long
in one of the blades, about 13" from the hub.
The good news is that I can't find any holes in the plane that were made by the
nut. It's probably about a mile away. It's fortunate that the storm stopped
my run, or the departing bolt (and potentially the departing pipe) would have
created a far more dangerous situation. I actually got off pretty lucky.
What now you ask. I'm pretty disgusted about the whole situation. I think the
IVO prop has to go. It took everything I could do to get that 5" of clearance,
and after about 70 successful starts it hits anyway. Also I don't feel it would
be safe to run the cut blade again. I'll probably order a new prop Monday and
hope to have it by the end of the week. A 3 blade would be nice. Perhaps the
testing can resume then.
Now for a question- can you use the IVO extension with other props? To get the
5" of clearance, I had to use the extension, and tilt the engine forward about
5/8"-3/4". With stiffer blades, I'd like to leave the extension and take out
the tilt if I can.
Russell Duffy
Navarre, FL
Kolb SlingShot N8754K (for sale- sell cheap today)
RV-8, 80587 (wings)
rad(at)pen.net
________________________________________________________________________________
| Subject: | Re: Fuel transfer / Windshield |
| From: | mefine1(at)JUNO.COM (Mick Fine) |
writes:
>
>...I just got back from flying up to Tulsa to visit the Green Country
>folks during their club meeting. ..
Hey Jim,
Thanks so much for coming! For whatever reason, Tulsa seems to have
become the RANS Coyote capital of the world. Of the 10 aircraft that
flew-in, there were 5 Coyotes (4 S-6's and one S-5 single seat). Jim's
was the only Kolb but was of course the best looking plane on the field.
About that fuel burn Jim, you know how a tailwind can skew the numbers.
How much barbecue did you have?......... ;-)
-Mick Fine
Tulsa, Oklahoma
http://www.angelfire.com/ok/froghair
Green Country Ultralight Flyer's Organization (UFO)
http://www.angelfire.com/ok/gcufo
________________________________________________________________________________
| Subject: | Re: Stupid Rusty Tricks |
65-66,68,70,72,77-79,81,84,86,88,90-93,102-104,106,108,110-113,
115,117,119,121-124,126,128-135
| From: | ul15rhb(at)JUNO.COM (Ralph H Burlingame) |
Rusty,
That is quite a "tale of woe"! If you had a wood prop, the blade tip may
have separated and gone through the wing! If you want to have a stiffer
IVO prop try buying a larger diameter one and cutting it down. I bought
68" and cut 1" off on each blade. I don't have the flexing problem that
others do. When cutting the tips off, make an L-bracket out of aluminum
scrap and clamp it to the tip to use as a cutting guide.
Thanks for your report.
What's the SlingShot going for today?
Ralph Burlingame
Original FireStar 400+ hrs
>
>Hi all,
>
>I went to the airport today to install the R&D pipe on my 503, but in
>retrospect, I should have stayed home and worked on the RV-8. My tale
>of woe
>follows:
>Unbolted the stock muffler and got an idea of how well the R&D would
>fit. This was perhaps the only good news of the day because it fits
well. Went
>about the task of installing it which requires removing the cowling of
the
>engine to move the exhaust studs back to the original head bolt
positions. The >R&D pipe uses a stainless bracket that bolts to the top
of the front head bolt >studs, and clamps around the pipe. There is also
a welded bracket that angles >down to a threaded hole on the side of the
engine block to the rear of the >manifold. These are both shock mounted,
and along with the normal springs, >make a dandy mounting system. With
the pre-fitting done, I used scotchbrite >to clean up the pipe and
Metl-Sol to finish the job. It was then sprayed with >Plasti-kote "Hot
Paint" to make it a nice aluminum color. The paint has to dry >for one
hour, then be cured by running the engine for one hour, and the curing
>process must be completed within 8 hours of spraying the paint.
>During the drying period, I installed the new 15K2 needles that were
>recommended by R&D.
>
>By now it's starting to look kind stormy around the area, so I'm in a
>hurry to get the engine running (danger ahead). I tied it down and
tried to
>crank it by yanking over and over on the rope. Too much of a hurry to
use my
>checklist, so I forgot the choke. Now with the choke on, a few more
yanks, >and I get a sputter, then BANG, then it's running smoothly.
Hmmmm, never >heard it backfire before....
>
>I left it around 3500 rpm to build up the CHT's to more than 200
degrees.
>Within about 15 seconds of engine start, I see my nice new exhaust
>paint bubbling and flaking away. Sure am glad I spent the time to apply
>that stuff (grumble grumble). Once at temp, I slowly advanced the
throttle and
>the RPM's increase smoothly up to about 4500 where they stopped. Even
>though I'm still advancing the throttle, it's still 4500. Finally, it
surges ahead to
>about 5200 RPM, then the throttle advances smoothly right up to max. I
had >read that therewould be an unusable range, and I guess this is it.
Fortunately, >I never operate in that range, so no major problem.
>Now, for what we've all been waiting for.... the static rpm increase.
>Well, it isn't too impressive so far. The static now is 6080, but I
haven't
>done a recent static test with the original muffler to compare. My
normal
>climb rpm at 50mph is around 6000, so it's safe to say that there's
probably a
>couple hundred rpm increase at most. The temps at full throttle static
are >about 380 for the CHT, and 1000 for the EGT. My biggest concern
here is the >high CHT, but I would expect them to be a bit lower in
flight. I would also plan >to shoot for around 6200 rpm static, which
will change the temp situation too.
>
>By now, it's raining but not too hard, so I push on. I tried some
>5500 rpm running, and noted that the CHT's dropped to about 350. I seem
to
>remember that the EGT's were in the 900's, but the lightning and now
heavy >rain were distracting me. At this point, I wanted to adjust the
prop pitch some
>and get out of the rain. There's no point in curing the exhaust paint
anymore
>since it's rapidly departing the pipe anyway. I shut down the engine
and
>started untying it, just at lightning hit a tree on the other side of
the
>runway!!! Made it to the hanger alive :-)
>
>Once I got back in the hanger, I noticed a dent in the read fairing of
>the cage. All the sudden it became obvious what caused that loud bang I
>heard. The IVO prop hit the fairing even though I have the required 5"
>clearance. If this wasn't bad enough, now I notice that the bolt that
holds the >top muffler clamp to the bracket has almost worked it's way
out of the hole. In >my haste, I never tightened it. The former nut and
small washer are long gone, >and the large washer and rubber spacers are
almost loose. I'll give you one >guess where the nut went, yep, the
prop. I've got a cut that's about 1/16" deep >and 1/4" long in one of
the blades, about 13" from the hub.
>
>The good news is that I can't find any holes in the plane that were
>made by the nut. It's probably about a mile away. It's fortunate that
the storm
>stopped my run, or the departing bolt (and potentially the departing
pipe)
>would have created a far more dangerous situation. I actually got off
pretty
>lucky.
>
>What now you ask. I'm pretty disgusted about the whole situation. I
>think the IVO prop has to go. It took everything I could do to get that
5" of
>clearance, and after about 70 successful starts it hits anyway. Also I
don't
>feel it would be safe to run the cut blade again. I'll probably order a
new prop
>Monday and hope to have it by the end of the week. A 3 blade would be
nice.
>Perhaps the testing can resume then.
>
>Now for a question- can you use the IVO extension with other props?
>To get the 5" of clearance, I had to use the extension, and tilt the
engine
>forward about 5/8"-3/4". With stiffer blades, I'd like to leave the
extension and
>take out the tilt if I can.
>
>Russell Duffy
>Navarre, FL
>Kolb SlingShot N8754K (for sale- sell cheap today)
>RV-8, 80587 (wings)
>rad(at)pen.net
________________________________________________________________________________
| From: | "Russell Duffy" <rad(at)pen.net> |
| Subject: | more prop thoughts |
Hi again,
I'm in a more stable mood today. After thinking more about the prop damage that
I received, I've almost decided that it's not a big problem. My 1/16" deep cut
is at least half gelcoat, so I may just put some epoxy in it and give it a try.
As for the flex issue, I'll see if I can fit one more washer under the back of
the engine mount to buy some more clearance, or I may just get a 3rd blade for
the IVO and cut them all off to 64" diameter rather than 66" now. That would
give me a bit more clearance, and reduce the flex at the same time. I would
like to make one flight with the current prop and pitch to get a comparison of
before and after climb rpm. It won't happen today due to the RV-8 building
weather (rain and thunderstorms).
Russell Duffy
Navarre, FL
Kolb SlingShot N8754K (for sale)
RV-8, 80587 (wing skins)
rad(at)pen.net
________________________________________________________________________________
| From: | "Russell Duffy" <rad(at)pen.net> |
| Subject: | Re: Stupid Rusty Tricks |
>have separated and gone through the wing! If you want to have a stiffer
>IVO prop try buying a larger diameter one and cutting it down. I bought
>68" and cut 1" off on each blade. I don't have the flexing problem that
>others do. When cutting the tips off, make an L-bracket out of aluminum
>scrap and clamp it to the tip to use as a cutting guide.
For some reason, I was under the impression that almost all IVO blades were the
same length when they come out of the mold, and that IVO cut them off to make
them the length you want. If that were true, buying a longer blade then cutting
it off, would be no different than just buying it the length you wanted to begin
with. That would mean that the width of the tip would be much wider on a short
blade vs. a long blade, and I don't think I've noticed that before.
It's very good that you brought this up, because I would have just bought a 3rd
blade in the length that I wanted, then cut off the other two. It's likely that
they wouldn't match that way, so I should probably buy the 3rd blade in the same
length as the other two, then cut all 3 off. You've got me very curious about
this now. Thanks.
>What's the SlingShot going for today?
About a sixpack :-)
Rusty
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)telepath.com> |
| Subject: | Re: Stupid Rusty Tricks |
> Now for a question- can you use the IVO extension with other props? To get the
> 5" of clearance, I had to use the extension, and tilt the engine forward about
> 5/8"-3/4". With stiffer blades, I'd like to leave the extension and take out
> the tilt if I can.
Don't need any extension with a Warp....the primary reason I bought
mine. I've never seen any blades flop like the Ivo (unless you count
the gyroplane rotors that like to slap at anything when they come
unloaded) and sure didn't want that sort of behavior from my prop.
J. Baker
________________________________________________________________________________
| From: | Timandjan(at)aol.com |
| Subject: | Re: EIS Fuel Guage |
Call EIS, he will give you all the info you need for the fuel guage, He is a
great guy to deal with.
I wish all company's were this great to deal with.
tim
________________________________________________________________________________
| From: | "Jeff Wilde" <jeffwilde(at)mpinet.net> |
| Subject: | Re: Stupid Rusty Tricks |
Bad day eh? Define cheap.
----------
> From: Russell Duffy <rad(at)pen.net>
> To: Kolb list
> Subject: Kolb-List: Stupid Rusty Tricks
> Date: Saturday, August 15, 1998 8:11 PM
>
>
> Hi all,
>
> I went to the airport today to install the R&D pipe on my 503, but in
> retrospect, I should have stayed home and worked on the RV-8. My tale of
woe
> follows:
>
> Unbolted the stock muffler and got an idea of how well the R&D would fit.
This
> was perhaps the only good news of the day because it fits well. Went
about the
> task of installing it which requires removing the cowling of the engine
to move
> the exhaust studs back to the original head bolt positions. The R&D pipe
uses a
> stainless bracket that bolts to the top of the front head bolt studs, and
clamps
> around the pipe. There is also a welded bracket that angles down to a
threaded
> hole on the side of the engine block to the rear of the manifold. These
are
> both shock mounted, and along with the normal springs, make a dandy
mounting
> system.
>
> With the pre-fitting done, I used scotchbrite to clean up the pipe and
Metl-Sol
> to finish the job. It was then sprayed with Plasti-kote "Hot Paint" to
make it
> a nice aluminum color. The paint has to dry for one hour, then be cured
by
> running the engine for one hour, and the curing process must be completed
within
> 8 hours of spraying the paint.
>
> During the drying period, I installed the new 15K2 needles that were
recommended
> by R&D.
>
> By now it's starting to look kind stormy around the area, so I'm in a
hurry to
> get the engine running (danger ahead). I tied it down and tried to crank
it by
> yanking over and over on the rope. Too much of a hurry to use my
checklist, so
> I forgot the choke. Now with the choke on, a few more yanks, and I get a
> sputter, then BANG, then it's running smoothly. Hmmmm, never heard it
backfire
> before....
>
> I left it around 3500 rpm to build up the CHT's to more than 200 degrees.
> Within about 15 seconds of engine start, I see my nice new exhaust paint
> bubbling and flaking away. Sure am glad I spent the time to apply that
stuff
> (grumble grumble). Once at temp, I slowly advanced the throttle and the
RPM's
> increase smoothly up to about 4500 where they stopped. Even though I'm
still
> advancing the throttle, it's still 4500. Finally, it surges ahead to
about 5200
> RPM, then the throttle advances smoothly right up to max. I had read
that there
> would be an unusable range, and I guess this is it. Fortunately, I never
> operate in that range, so no major problem.
>
> Now, for what we've all been waiting for.... the static rpm increase.
Well, it
> isn't too impressive so far. The static now is 6080, but I haven't done
a
> recent static test with the original muffler to compare. My normal climb
rpm at
> 50mph is around 6000, so it's safe to say that there's probably a couple
hundred
> rpm increase at most. The temps at full throttle static are about 380
for the
> CHT, and 1000 for the EGT. My biggest concern here is the high CHT, but
I would
> expect them to be a bit lower in flight. I would also plan to shoot for
around
> 6200 rpm static, which will change the temp situation too.
>
> By now, it's raining but not too hard, so I push on. I tried some 5500
rpm
> running, and noted that the CHT's dropped to about 350. I seem to
remember that
> the EGT's were in the 900's, but the lightning and now heavy rain were
> distracting me. At this point, I wanted to adjust the prop pitch some
and get
> out of the rain. There's no point in curing the exhaust paint anymore
since
> it's rapidly departing the pipe anyway. I shut down the engine and
started
> untying it, just at lightning hit a tree on the other side of the
runway!!!
> Made it to the hanger alive :-)
>
> Once I got back in the hanger, I noticed a dent in the read fairing of
the cage.
> All the sudden it became obvious what caused that loud bang I heard. The
IVO
> prop hit the fairing even though I have the required 5" clearance. If
this
> wasn't bad enough, now I notice that the bolt that holds the top muffler
clamp
> to the bracket has almost worked it's way out of the hole. In my haste,
I never
> tightened it. The former nut and small washer are long gone, and the
large
> washer and rubber spacers are almost loose. I'll give you one guess
where the
> nut went, yep, the prop. I've got a cut that's about 1/16" deep and 1/4"
long
> in one of the blades, about 13" from the hub.
>
> The good news is that I can't find any holes in the plane that were made
by the
> nut. It's probably about a mile away. It's fortunate that the storm
stopped
> my run, or the departing bolt (and potentially the departing pipe) would
have
> created a far more dangerous situation. I actually got off pretty lucky.
>
> What now you ask. I'm pretty disgusted about the whole situation. I
think the
> IVO prop has to go. It took everything I could do to get that 5" of
clearance,
> and after about 70 successful starts it hits anyway. Also I don't feel
it would
> be safe to run the cut blade again. I'll probably order a new prop
Monday and
> hope to have it by the end of the week. A 3 blade would be nice.
Perhaps the
> testing can resume then.
>
> Now for a question- can you use the IVO extension with other props? To
get the
> 5" of clearance, I had to use the extension, and tilt the engine forward
about
> 5/8"-3/4". With stiffer blades, I'd like to leave the extension and take
out
> the tilt if I can.
>
> Russell Duffy
> Navarre, FL
> Kolb SlingShot N8754K (for sale- sell cheap today)
> RV-8, 80587 (wings)
> rad(at)pen.net
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | wood <richard.wood(at)usa.net> |
| Subject: | Re: 150 messages in 3 days |
>
>You also have my vote, out with
>the new in with the old. Just entirely
>to much mail to sift threw.
>
> Just my two cent`s worth,
> Bob
I like the new system.This is supposed to be a Kolb "group" and so most of
the messages should go to the group. If you want to send a private email
send it to his address.Learn to use the new system and you will find it is
more convenient.I would say more than 90% of my replies go back to the group
so 90% of the time I can just hit the reply box and my message goes where I
want it.I think of it as just playing the odds.
Woody
________________________________________________________________________________
| Subject: | Re: 150 messages in 3 days |
<< I like the new system.This is supposed to be a Kolb "group" and so most of
the messages should go to the group. If you want to send a private email
send it to his address.Learn to use the new system and you will find it is
more convenient.I would say more than 90% of my replies go back to the group
so 90% of the time I can just hit the reply box and my message goes where I
want it.I think of it as just playing the odds.
>>
then what is the difference between the "reply" , and the "reply to all"
buttons that I have on my
screen?...........................................GeoR38(at)AOL.com
________________________________________________________________________________
| From: | wood <richard.wood(at)usa.net> |
| Subject: | Re: Stupid Rusty Tricks |
>
>>What's the SlingShot going for today?
>
>About a sixpack :-)
>
>Rusty
Sold!!!!! I'll drive down with a whole case of good old Canadian beer.
Maybe 2 if you don't like to drink alone.
Woody
________________________________________________________________________________
| From: | wood <richard.wood(at)usa.net> |
| Subject: | Re: 150 messages in 3 days |
go back to the group
> so 90% of the time I can just hit the reply box and my message goes where I
> want it.I think of it as just playing the odds.
> >>
>then what is the difference between the "reply" , and the "reply to all"
>buttons that I have on my
>screen?...........................................GeoR38(at)AOL.com
Don't know for sure but "reply" may just send one message to the group
and the "reply to all" sends out a message to the group and to the person
you are replying to. As all email programs are not created equal some may
not have the option of "reply to all" (like my Eudora). Of course this is
all a guess on my part but it sounds logical to me.
Woody
Some men are able to stumble over the truth but are able to pick
themselves up and keep walking as if nothing had happened. (Churchill)
________________________________________________________________________________
| From: | john hauck <hawk36(at)mindspring.com> |
| Subject: | Re: MKIII1/2 Flight Test Report |
>
>The training given by Dan Kurkjian at Kolb does not include using ANY flaps
>on landing. As I recall, Dan didn't recommend using any flaps on a "normal"
>landing.
>
>Comments????
>
>Ron Christensen
>MKIII1/2
>
>
Hi Ron:
The first full flap landing I experienced was my first landing in "Fat
Albert", the factory MK III, in Feb 1991. I was not the pilot, but the
passenger and Dennis Souder was the pilot. YES, he scared the crap out of
me. I could not believe he landed without smashing the MK III. I couldn't
wait to learn how to land the same way. After a few landings with full
flaps one becomes accustomed to the rapid rate of descent which we don't
experience as Cessna and Piper pilots.
I fly with Dan at Sun and Fun and Oshkosh and he has the flaps extended on
all the landings I have seen him make. However, these two places to fly
are not normal. The flaps on the MK III are wonderful tools to be learned
and used to their fullest potential. I wish sometime you could see the
extra small completely surrounded hayfield I put my MK III in after a total
power failure. Didn't put a scratch on it. Drove by this field this
afternoon on the way home. Commented to my gal friend how small it looked
today. The flaps saved my acft and me. Down quick, short, and safe.
I am not a flight instructor and can only share my experiences with the
list. What works for me may not work for others. I don't want anyone to
think that I am trying to encourage them to fly like I do. But I will
share with you what works for me.
About the only time I do not use full flaps for landing is when there is a
considerable crosswind to contend with. Then I and clean.
john h
ficient of lift with the flaps exstended was considerably higher which
translates into a lower stall speed, especially if flaperons are used. If I
recall correctlly, he also clipped the wings a little so his performance
figures would not be comparing apples with apples. He was suppose to fly
over to the Kolb factory as soon as the weather got better. He was anxious
to see what their opinion was. I lost tract of him at that point. I spoke
with Harry Riblett about that airfoil (one of many he designed) and he said
one had everything to gain and nothing to lose by switching to that series.
>
>
>
> _____________________________________________________________________
> Get completely free e-mail from Juno at http://www.juno.com
> Or call Juno at (800) 654-JUNO [654-5866]
>
> -
> To unsubscribe send email to: majordomo(at)intrig.com
> Include in the body: unsubscribe kolb yourname@yourdomain
>
________________________________________________________________________________
| Subject: | plane and engine for sale |
| From: | ul15rhb(at)JUNO.COM (Ralph H Burlingame) |
A couple of friends that I ran into at Oshkosh asked me to post these.
I'm a little behind in getting them out.
FireStar for sale:
1989 Kolb FireStar (original)
377 35hp Rotax engine
BRS, ASI, ALT, TACH, CHT, EGT
$8900.00
Call Rick Kottke 320-864-5462 after 6pm
Rotax engine for sale:
Rotax 462 liquid cooled
85hp B gear box, dual carb, CDI ignition, exhaust and radiator
$1500.00
Call Mike 612-442-2233
________________________________________________________________________________
| From: | "Ron Christensen" <spectruminternational(at)email.msn.com> |
| Subject: | Re: MKIII1/2 Flight Test Report |
-----Original Message-----
From: john hauck <hawk36(at)mindspring.com>
Date: Sunday, August 16, 1998 6:13 PM
Subject: Re: Kolb-List: MKIII1/2 Flight Test Report
>
>Hi Ron:
>
>The first full flap landing I experienced was my first landing in "Fat
>Albert", the factory MK III, in Feb 1991. I was not the pilot, but the
>passenger and Dennis Souder was the pilot. YES, he scared the crap out of
>me. I could not believe he landed without smashing the MK III. I couldn't
>wait to learn how to land the same way. After a few landings with full
>flaps one becomes accustomed to the rapid rate of descent which we don't
>experience as Cessna and Piper pilots.
>
>I fly with Dan at Sun and Fun and Oshkosh and he has the flaps extended on
>all the landings I have seen him make. However, these two places to fly
>are not normal. The flaps on the MK III are wonderful tools to be learned
>and used to their fullest potential. I wish sometime you could see the
>extra small completely surrounded hayfield I put my MK III in after a total
>power failure. Didn't put a scratch on it. Drove by this field this
>afternoon on the way home. Commented to my gal friend how small it looked
>today. The flaps saved my acft and me. Down quick, short, and safe.
>
>I am not a flight instructor and can only share my experiences with the
>list. What works for me may not work for others. I don't want anyone to
>think that I am trying to encourage them to fly like I do. But I will
>share with you what works for me.
>
>About the only time I do not use full flaps for landing is when there is a
>considerable crosswind to contend with. Then I and clean.
>
>john h
>
===============================================================
Hi John:
Given a little time, I'm sure that I'll be able to master the landing
technique you describe. I can certainly understand the need for flaps on a
short or soft field landing. Thanks VERY much for the good words of advice.
I have hard copies of all the good notes received over the past few days.
I'll study them all prior to the next flight.
Best regards,
Ron Christensen
________________________________________________________________________________
| From: | "barry youngblood" <barry(at)hcis.net> |
| Subject: | Re: [Fwd: KOLB: Speed Wing] |
-----Original Message-----
From: swidersk <swidersk(at)digital.net>
Date: Sunday, August 16, 1998 8:09 PM
Subject: Kolb-List: [Fwd: KOLB: Speed Wing]
>I just joined you guys recently and this is my first attempt at a reply. I
have a firestar II which I completed in 1994. Have flown KY to Oskosh 7
times, 5 in kolb. hope this works.
barry
>
>
>
>
>X-Mozilla-Status2: 00000000
>Message-ID: <35D70622.729AC47B(at)digital.net>
>Date: Sun, 16 Aug 1998 16:17:38 +0000
>From: swidersk <swidersk(at)digital.net>
>X-Accept-Language: en
>To: kolb(at)intig.com
>Subject: Re: KOLB: Speed Wing
>References:
>
>
>
>
>
>Jeff Stripling wrote:
>
>> Forwarded to the list...
>>
>> ---------- Forwarded message ----------
>> Date: Sat, 18 Jul 1998 22:49:48 -0500
>> From: mefine1(at)juno.com (Mick Fine)
>>
>> Did anyone else on the list ever subscribe to "The Kolb Owner's
>> Newsletter" put out by John LeClercq? It was a nice little 6 - 8 page
>> publication that went out quarterly, or was supposed to anyway. It only
>> survived a couple years but had some very useful tips and mods.
>>
>> This thread on metal leading edges prompted me to pull out my archives
>> and in the 'winter 1993' issue there's a piece about Richard Baker of
>> Grace, MD who built a pair of "speed wings" for a Firestar. It says the
>> wing has metal leading edges and was based on the Kitfox IV wing with a
>> 13.5% thickness. No numbers are quoted as testing had just began.
>> Unfortunately, the newsletter folded about that time and I've never heard
>> anymore about the "speed wing". ...Maybe it didn't work-out so well?
>>
>> I hadn't looked at these newsletters in quite awhile, issue 1 - number 1
>> (Fall 1991) has a nice 5 page article titled "Notes From Homer" - great
>> reading!
>>
>> -Mick Fine
>> Tulsa, Oklahoma
>> http://www.angelfire.com/ok/froghair
>> Green Country Ultralight Flyer's Organization (UFO)
>> http://www.angelfire.com/ok/gcufo
>
>I spoke with the gentleman who built that modified wing just as he
completed
>it, unfortunately I lost hius name & number. He used the same Kolb
>constuction except he used a Harry Riblett airfoil that was semisymetric.
>The center of lift did not move forward nearly as much as the Kolb airfoil
>which translates into a decrease in induced drag at higher speeds, also,
the
>coefficient of lift with the flaps exstended was considerably higher which
>translates into a lower stall speed, especially if flaperons are used. If
I
>recall correctlly, he also clipped the wings a little so his performance
>figures would not be comparing apples with apples. He was suppose to fly
>over to the Kolb factory as soon as the weather got better. He was anxious
>to see what their opinion was. I lost tract of him at that point. I spoke
>with Harry Riblett about that airfoil (one of many he designed) and he said
>one had everything to gain and nothing to lose by switching to that series.
>
>>
>>
>>
>> _____________________________________________________________________
>> Get completely free e-mail from Juno at http://www.juno.com
>> Or call Juno at (800) 654-JUNO [654-5866]
>>
>> -
>> To unsubscribe send email to: majordomo(at)intrig.com
>> Include in the body: unsubscribe kolb yourname@yourdomain
>>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: 150 messages in 3 days |
<< As all email programs are not created equal some may
not have the option of "reply to all" (like my Eudora). Of course this is
all a guess on my part but it sounds logical to me.
Woody
Some men are able to stumble over the truth but are able to pick
themselves up and keep walking as if nothing had happened. (Churchill)
>>
I hit both buttons separately and sure'nuf, this message will go out to
EVERYONE, no matter which button I push, "REPLY" or "REPLY TO
ALL"!!!!..............This format makes my screen LIE to me.
Naturally, none of us AOL folk would like THAT! We get Enough of that from
Clinton and our legal system..........at least this air group should be
upnup........Lord knows, many of you subscribers have fought HARD (even
fought me upon ocassion) to be straightarrow.
Are you sure Clinton didn't write the Churchill
quote?..............................
if we can vote, I strongly urge the list manager to change it to the old way
so that all of us AOL folf won't suffer from severe cases of screen
lie.................GeoR38
________________________________________________________________________________
| Subject: | Re: [Fwd: KOLB: Speed Wing] |
>I just joined you guys recently and this is my first attempt at a reply. I
have a firestar II which I completed in 1994. Have flown KY to Oskosh 7
times, 5 in kolb. hope this works.
barry
> >>
welcome to the group Barry....................GeoR38, driver of "by George".
(the KX firestar)
Niles Ohio
________________________________________________________________________________
| From: | "Hansen, Mark" <MHansen(at)ConusNews.com> |
humor aside. a good way to keep the muffler looking good is to use cooking
oil on it.
It will look almost like bluing (that may be misspelled) for a rifle. It
will take a few coats
but it will turn out nice.
Mark Hansen
> ----------
> From: bobdoebler(at)JUNO.COM[SMTP:bobdoebler(at)JUNO.COM]
> Reply To: kolb-list(at)matronics.com
> Sent: Friday, August 14, 1998 11:07 AM
> To: kolb-list(at)matronics.com
>
>
> Rusty
>
> I used plastic/coat- hot paint on my muffler, and it looked pretty
> good....
> for about 3 months. Than it started rusting again. I guess if your's
> starts rusting....... you could always start calling your muffler Rusty.
> Oops, their goes my off the wall humor again!
>
> Bob Doebler
>
>
>
>
>
________________________________________________________________________________
| From: | Gerald Nelson <gdnelson(at)agt.net> |
| Subject: | Re: 150 messages in 3 days |
Good question!!!
Gerald
GeoR38(at)aol.com wrote:
>
>
>
> << I like the new system.This is supposed to be a Kolb "group" and so most of
> the messages should go to the group. If you want to send a private email
> send it to his address.Learn to use the new system and you will find it is
> more convenient.I would say more than 90% of my replies go back to the group
> so 90% of the time I can just hit the reply box and my message goes where I
> want it.I think of it as just playing the odds.
> >>
> then what is the difference between the "reply" , and the "reply to all"
> buttons that I have on my
> screen?...........................................GeoR38(at)AOL.com
>
________________________________________________________________________________
| Subject: | Fulton County Flyin |
Fly In at FULCO Airport, NY Route 30A, Johnstown , NY Sept 3 through 6.
Hotels, Motels, Restaurants, Fuel 5 min. from FULCO.
For more information call Jack Miller, 518-393-9013 or Tony Romanazzi,
518-792-4226 or 6083
Flyin sponsored by Ultralight Flying Organization of NY. All flying and non-
flying interested people welcome.
Mike Alexander
________________________________________________________________________________
| From: | Cliff and Carolyn Stripling <striplic(at)dfw.net> |
| Subject: | Kolb on the Barbee! |
>a good way to keep the muffler looking good is to use cooking
>oil on it.
>It will look almost like bluing (that may be misspelled) for a rifle. It
>will take a few coats
>but it will turn out nice.
Mark and all,
I tried the cooking oil treatment (corn oil if I remember... with just a
touch of japalino liquid fire BBQ sauce) and was only disappointed in the
results vs. all the effort required. Maybe I didn't stick with it long
enough. I basted it about 3 times and cooked it well done in between. The
rust still kept popping through. My tail feathers were starting to look
like my T-shirt after eating sloppy meat balls and spagetti... oil spots
everywhere from the blow back. It was messy to put on and drippy
afterwards. I am about as frugal as anywone around, but I found the hundred
plus bucks to have mine coated by HPC. No problem, no more...
P.S. There ain't no such thing as japalino etc. sauce... Just homor attempt.
Later,
--
Cliff & Carolyn Stripling Him: Retired Pharmacist
(972)247-9821 Dallas Texas Her: Real Estate Broker - Texas
and Marble Falls Texas Both: 5th Wheel - RV - Travel
Kolb MKIII - N582CC (50.5 hrs)
________________________________________________________________________________
| From: | "Hansen, Mark" <MHansen(at)ConusNews.com> |
| Subject: | Kolb on the Barbee! |
put it on after you fly not before
> ----------From: Cliff and Carolyn Stripling[SMTP:striplic(at)dfw.net]
> Reply To: kolb-list(at)matronics.com
> Sent: Monday, August 17, 1998 6:56 AM
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: Kolb on the Barbee!
>
>
>
> >a good way to keep the muffler looking good is to use cooking
> >oil on it.
> >It will look almost like bluing (that may be misspelled) for a rifle. It
> >will take a few coats
> >but it will turn out nice.
>
> Mark and all,
>
> I tried the cooking oil treatment (corn oil if I remember... with just a
> touch of japalino liquid fire BBQ sauce) and was only disappointed in the
> results vs. all the effort required. Maybe I didn't stick with it long
> enough. I basted it about 3 times and cooked it well done in between. The
> rust still kept popping through. My tail feathers were starting to look
> like my T-shirt after eating sloppy meat balls and spagetti... oil spots
> everywhere from the blow back. It was messy to put on and drippy
> afterwards. I am about as frugal as anywone around, but I found the
> hundred
> plus bucks to have mine coated by HPC. No problem, no more...
>
> P.S. There ain't no such thing as japalino etc. sauce... Just homor
> attempt.
>
> Later,
>
> --
> Cliff & Carolyn Stripling Him: Retired Pharmacist
> (972)247-9821 Dallas Texas Her: Real Estate Broker - Texas
> and Marble Falls Texas Both: 5th Wheel - RV - Travel
> Kolb MKIII - N582CC (50.5 hrs)
>
>
>
>
>
________________________________________________________________________________
| From: | Jerry Bidle <jbidle(at)airmail.net> |
| Subject: | Re: Kolb on the Barbee! |
Cliff,
Was this your subject title. It like it.
Jerry Bidle
________________________________________________________________________________
| From: | Scott Bentley <Scott.Bentley(at)Bentley.COM> |
| Subject: | Flaps on Landing - Dan at Kolb |
-----Original Message-----
From: Ron Christensen [mailto:spectruminternational(at)email.msn.com]
...
Subject: Re: Kolb-List: MKIII1/2 Flight Test Report
...
The training given by Dan Kurkjian at Kolb does not include using ANY flaps
on landing. As I recall, Dan didn't recommend using any flaps on a "normal"
landing.
Comments????
Ron Christensen
MKIII1/2
...
I just spoke with Dan. He doesn't recommend using flaps UNTIL YOU GET USED
TO YOUR AIRPLANE. Then, you should use them as needed/desired. When Dan
taught me, we reviewed no flaps, half flaps, and full flaps almost every
lesson.
________________________________________________________________________________
| From: | Cliff and Carolyn Stripling <striplic(at)dfw.net> |
| Subject: | Muffler coatings |
>What is this HPC coating you speak of? I've never heard of it.
Bill and all,
HPC (High Performance Coatings) has been mentioned quite a few times on the
mailing list. Run a search of the archives and you will probably turn up a
doz or so. Anyway, that is one company. There is Jet Hot and I am sure
others that do a similar process. HPC has a website: www.hpcoatings.com and
their 800 phone number is 456-4721. They have three shops: west (Utah),
central (Okla), east (Conn.). Whichever company you use be sure to close
off all openings that you don't want blasting beads or paint to get into
because it will clog up threads of your EGT ports and you don't want any
beads loose inside your muffler.
The coating does reduce the surface temperature of the parts coated keeping
the heat inside the system and they claim it increases performance of your
engine a smidgeon because of increased gas velocity. Uh-huh! I didn't
record any measurable difference in power, but the muffler, brackets and
bands look great. I really do think it will increase the life of the muffler
and I also think that if you have any cracks they will be easier to see. Up
to the point of coating, mine was starting to rust like mad.
As far as pricing, they apparently negotiate that each and every time. I am
sure they have some guidelines, but it kind of depends on who you talk to.
They did the whole system (including brackets and bands) for $100 (not
including shipping both ways). Those were last years prices and maybe I was
a good talker (or not) - who knows. Anyway, I am extremely pleased.
Later,
--
Cliff & Carolyn Stripling Him: Retired Pharmacist
(972)247-9821 Dallas Texas Her: Real Estate Broker - Texas
and Marble Falls Texas Both: 5th Wheel - RV - Travel
Kolb MKIII - N582CC (50.5 hrs)
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
Attention Kolbers. A kolb product made the front page of the New York Times
this morning, albeit below the fold. In a picture accompanying an article
about american owners of soviet jets there is a sunburst painted Kolb in the
background of a hangar shot.
________________________________________________________________________________
| From: | Cpeterhu(at)aol.com |
| Subject: | Re: Fulton County Flyin |
does this take the place of the fly in at mohawk valley airport? pete
________________________________________________________________________________
| From: | Scott Bentley <Scott.Bentley(at)Bentley.COM> |
http://www.nytimes.com/yr/mo/day/news/national/mig-playthings.1.jpg.html
-----Original Message-----
From: Cavuontop(at)aol.com [mailto:Cavuontop(at)aol.com]
...
Subject: Kolb-List: Media exposure
Attention Kolbers. A kolb product made the front page of the New York Times
this morning, albeit below the fold. In a picture accompanying an article
about american owners of soviet jets there is a sunburst painted Kolb in the
background of a hangar shot.
________________________________________________________________________________
| From: | LLMoore(at)tapnet.net (Lauren L. Moore) |
Please unsubscribe Thanks
________________________________________________________________________________
| From: | john hauck <hawk36(at)mindspring.com> |
| Subject: | Re: 150 messages in 3 days |
> I like the new system.This is supposed to be a Kolb "group" and so most of
>want it.I think of it as just playing the odds.
>
>
>
> Woody
>
Hey Guys:
I like the new system also. Most of my replies are to the group. If I
want to reply to an individual I can light up his address, copy and paste
into a new msg and communicate direct.
john h
________________________________________________________________________________
| From: | "Charlene Clark" <charjls(at)olympus.net> |
please unsubscribe
CHARLENE CLARK
> -----Original Message-----
> From: owner-kolb-list-server(at)matronics.com
> [mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of Scott Bentley
> Sent: Monday, August 17, 1998 9:55 AM
> To: 'kolb-list(at)matronics.com'
> Subject: RE: Kolb-List: Media exposure
>
>
>
> http://www.nytimes.com/yr/mo/day/news/national/mig-playthings.1.jpg.html
>
> -----Original Message-----
> From: Cavuontop(at)aol.com [mailto:Cavuontop(at)aol.com]
> ...
> Subject: Kolb-List: Media exposure
>
>
>
> Attention Kolbers. A kolb product made the front page of the New
> York Times
> this morning, albeit below the fold. In a picture accompanying an article
> about american owners of soviet jets there is a sunburst painted
> Kolb in the
> background of a hangar shot.
>
>
>
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Loose strut pins |
Group,
This weekend I noticed that the pins that hold the struts to the
wings are both loose (sloppy). If I lift up on the wing, I can watch the
pins twist (rock?) in the holes. My FSII only has about 50 hours and I
don't recall any slop in those connections when I first assembled it. Is
this serious? Has anyone else experienced it and fixed it? I don't like
this condition and I plan to do something do eliminate or reduce the
slop. Maybe I'll change to the next size larger pins if they are
availble.
John Jung
SE Wisconsin
________________________________________________________________________________
| From: | john hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Loose strut pins |
>
>Group,
> This weekend I noticed that the pins that hold the struts to the
>wings are both loose (sloppy). If I lift up on the wing, I can watch the
>pins twist (rock?) in the holes. My FSII only has about 50 hours and I
>don't recall any slop in those connections when I first assembled it. Is
>this serious? Has anyone else experienced it and fixed it? I don't like
Greetings from "been there and done that":
Experienced loose lift strut fittings early on with the Ultrastar. Fix for
us was and still is: We weld a bushing in each lift strut fitting that
will just slide in the airframe fitting and main spar fitting. Then take a
good ole A&E bolt of the proper size with washers and nut and snug it up.
No more loose lift strut fittings.
It is annoying to be flying along and the aircraft goes negative, a loud
clunk is felt as the aircraft goes back to 1 G. It will only get worse
with use as the holes and pins wear. Going to larger pins or bolts is only
a temporary fix.
My old MK III with over 1200 hours is tight as a tick. Bushings and bolts
haven't worn at all and I do not expect them to. Same worked on my Firestar.
Again, Dudes, only my humble opinion and experience.
john h
________________________________________________________________________________
| From: | "Russell Duffy" <rduffy(at)servecom.picker.com> |
| Subject: | Final Offer - SS Sale |
(note- this is my 3rd attempt to send this message. My ISP seems to be unable
to send mail, though I receive it just fine. This is being sent through my work
account.)
Hello again from stormy Florida,
Have I got a deal for you. After an incredibly wasted weekend, I've decided the
SS must go soon, so here's my final offer. You can be the proud owner of a very
white SS for the low low price of $11k. Yes that's right, $11k. This is a
couple hundred dollars cheaper than you could buy the complete kit with a 503,
and several thousand less than what I have invested, not to mention the 600
hours I spent building it.
My reasons for selling are many, but the plane isn't at fault. I firmly believe
that the SS is one of the best flying planes of it's type, but it just didn't
turn out to be what I wanted to own. The SS project was fun, and I'm happy with
the Kolb friends I've made along the way, but it just takes too much time and
money away from my RV-8 project so it's gotta go.
-Kolb SlingShot SS-003 - N8754K
-First flight - 9-28-97
-Current time - 44.2 hours
-Rotax 503 (new when installed)
-2-blade, 66" IVO quick adjust prop
-Manual start, no battery, empty weight about 400 lbs
-Panel has EIS, ASI, ALT, Compass, VSI
-Currently has 13 gallon tank in back seat area, but I have the original tanks
and seat.
-ELT installed
-Performance with stock Rotax exhaust- climb 800 fpm solo, cruise 80 mph/6000
rpm
-Currently have R&D pipe installed and performance is being tested.
I'm making this offer to the list first, then in a few days I'll post it on the
newsgroups and other net sites. I'm on vacation this week, so I will be hard to
reach by phone. You can e-mail me with a number to call you, or try my cell
phone 850-637-3614.
Call now, operators are standing by :-)
Russell Duffy
Navarre, FL
Kolb SlingShot N8754K (for sale)
RV-8, 80587 (wing skins)
rad(at)pen.net
________________________________________________________________________________
| From: | "Russell Duffy" <rduffy(at)servecom.picker.com> |
"Bruce Daughtry"
| Subject: | Better Day Sunday |
(note- this is my 3rd attempt to send this message. My ISP seems to be unable
to send mail, though I receive it just fine. This is being sent through my work
account.)
Hi again,
A better day than yesterday, but still not too promising for the pipe. Decided
that the prop damage was very minor, and fixed it with epoxy putty. This worked
very well and stayed in place throughout the running. Safety wired the muffler
springs, and tightened the bolt that I left loose yesterday. Added two more
washers under each rear motor mount to get a total of 5-1/4" clearance on the
prop rather than the 5" that I had before. Turned the pitch adjustment one turn
CW which puts it back to the original setting I had during the break-in and
initial test flights.
Made a static run at this setting and found the rpm to be 6200 (it was 6250 with
the stock muffler). CHT was still rising slowly at 400 degrees, and the EGT's
were about 1000. Ran for some time at 5500 rpm and the CHT's were about 350 with
EGT's in the 980 range.
Made a couple loops around the pattern. Climb rpm is about 6250 at 50 mph, and
the rate of climb seems to be in the 700 fpm range. These numbers are very early
and may not be very accurate. There is a delay in throttle response that's very
noticeable and could be quite annoying. During the static run, I couldn't get
the engine to run between 4300 and 5000 rpm. First impression is that there's no
significant performance improvement with the pipe. Second impression is that I
may have wasted a bunch of time and money. Still need to do some testing.
Russell Duffy
Navarre, FL
Kolb SlingShot N8754K (for sale)
RV-8, 80587 (wing skins)
rad(at)pen.net
________________________________________________________________________________
| From: | "JD Stewart" <jstewart(at)ncfcomm.com> |
| Subject: | Better Day Sunday |
At least it hasn't seized the engine yet :>) When Don Zank put one on
his
Challenger at Oshkosh, he recorded the exact same thing. Slightly lower
performance, pipeyness, and a waste of his time (he borrowed it from the R&D
tent, so no money wasted). Maybe with your lighter wallet, the climb rate
will improve? :>)
J.D. Stewart
UltraFun AirSports http://www.users.ncfcomm.com/ultrafunairsports
Northeast Nebraska Flying Club
http://www.users.ncfcomm.com/nnfc/index.html
. First impression is
> that there's no
> significant performance improvement with the pipe. Second
> impression is that I
> may have wasted a bunch of time and money. Still need to do some testing.
>
> Russell Duffy
> Navarre, FL
> Kolb SlingShot N8754K (for sale)
> RV-8, 80587 (wing skins)
> rad(at)pen.net
________________________________________________________________________________
| From: | Gerald Nelson <gdnelson(at)agt.net> |
| Subject: | Re: 150 messages in 3 days |
john hauck wrote:
>
>
> > I like the new system.This is supposed to be a Kolb "group" and so most of
> >want it.I think of it as just playing the odds.
> >
> >
> >
> > Woody
> >
>
> Hey Guys:
>
> I like the new system also. Most of my replies are to the group. If I
> want to reply to an individual I can light up his address, copy and paste
> into a new msg and communicate direct.
>
> john h
>
I don't understand - the old system automatically went to the group too,
didn't it? When one clicked on "Re:Mail"?
Gerald
________________________________________________________________________________
| Subject: | Re: Loose strut pins |
| From: | ul15rhb(at)JUNO.COM (Ralph H Burlingame) |
John,
Did you ever notice this on your Original FireStar? Believe it or not,
I'm using the same lift pins that came with the kit 12 years ago. I
inspect them and they still look good. I have replaced the main clevis
pins, but I don't think I needed to do that either. There is very little
slop in those holes. This tells me a lot about the load on the pins. If
you are seeing that kind of wear, then it appears there might be more of
a load factor in the FS II than on the Original FS. What do you think?
Ralph Burlingame
Original FireStar
>
>Group,
> This weekend I noticed that the pins that hold the struts to the
>wings are both loose (sloppy). If I lift up on the wing, I can watch
>the
>pins twist (rock?) in the holes. My FSII only has about 50 hours and I
>don't recall any slop in those connections when I first assembled it.
>Is
>this serious? Has anyone else experienced it and fixed it? I don't
>like
>this condition and I plan to do something do eliminate or reduce the
>slop. Maybe I'll change to the next size larger pins if they are
>availble.
>John Jung
>SE Wisconsin
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Kolb on the Barbee! |
| From: | ul15rhb(at)JUNO.COM (Ralph H Burlingame) |
Jerry did you send a message about keeping the balance in an IVO prop
after its cut off? If you did, it's not a problem because the prop has
"close uniform density" in each blade so if each blade is cut equally,
the weight and density
stays the same. My IVO is just as smooth after the cut. I also noticed
that the position on the hub will affect its smoothness. If you think it
has too much vibration, try taking it off and rotating the position 90
deg on the hub and
remount. Take a flight and check it. It's a trial-and-error type of
thing. Once you are satisfied, mark that position with a permanent
marker.
Ralph Burlingame
Original FireStar
writes:
>
>Cliff,
>
>Was this your subject title. It like it.
>
>Jerry Bidle
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Loose strut pins |
My fs 2 has about 100 hours with no real pin wear. I presume you are talking
about the upper strut pins that are in double shear? I think your best bet
might be an adjustable reamer to clean up the holes and custom turn a new pin
to fit from a larger size one. You might reduce the edge distance too much if
you just up them to the next size. Confirm with Dennis.
Dick C
________________________________________________________________________________
| From: | "Scott Olendorf" <olendorf(at)empireone.net> |
| Subject: | Re: Fulton County Flyin |
Yes. It should be a good one too!
Scott Olendorf
-----Original Message-----
From: Cpeterhu(at)aol.com <Cpeterhu(at)aol.com>
Date: Monday, August 17, 1998 11:29 AM
Subject: Re: Kolb-List: Fulton County Flyin
>
>does this take the place of the fly in at mohawk valley airport? pete
>
>
________________________________________________________________________________
| From: | rick106(at)JUNO.COM |
| Subject: | Re: Fuel transfer / Windshield |
Cliff
My fuel pump is the cylinder type so what I did was on the ring that the
boom tube fits in, at that point is where I put the fuel pump the
cyl.type pump came with a strap that I bolted to the boom tube steel
ring. Well Cliff BFI time came up took the check ride sunday so I good
for another couple of years. how far do you think you can get coming down
this way with your aux . fuel should be to get 1/2 way or close to it.
Rick Libersat
writes:
>
>
>To all,
>
>I am in the process of increasing fuel capacity by adding two
>additional
>plugs & elbows to the top of each stock tank into a "Y" through a
>transfer
>fuel pump through a quick disconnect into two 6 gallon plastic jugs
>strapped
>in the passenger's seat. I got the idea from Richard Libersat.
>Drilling
>the holes in the tanks is easily done by first drilling a 1/4" pilot
>hole
>then drilling out that hole with a sharp 1/2" drill bit. Enlarging
>the hole
>is instantaneous and does not require any pressure... in fact you will
>have
>to hold back pressure. It makes a perfect hole and all the chips are
>thrown
>upward and outward so that none falls into the hole... that I noticed.
> All
>I need to do now is to suspend the transfer pump below the landing
>gear
>socket tube with tie wraps and hook it up 12 V. power - fused and
>switchable. With both aux tanks I will have a usable fuel capacity of
>20
>gallons. Except for a blinky radio, I will have no excuse for not
>doing
>some X-countries.
>
>I didn't realize that there was a small light plane fly-in in this
>area
>today. The report I got from a guy returning was that there were a
>dozen or
>so planes and four of them were Kolbs... which is the whole reason for
>mentioning it here. Pretty good percentage, huh?
>
>I have been making windshield patterns that will flow into the rear
>edges of
>the half doors for a new windshield I intend to build. I doesn't work
>well
>unless I accept having a lot of air hit the top and side of my head.
>I am
>going to have to dog leg the rear edge along the down tubes such that
>the
>windshield is taller, longer, higher (whatever word will describe
>better)
>and yet still allow airflow below the center section of the wing. It
>won't
>look as sleek as with a rear edge flowing all the way around, but it
>will be
>functionally better for summer flying... I hope.
>
>About the return address question, "chit-chat" not group related would
>be
>better sent privately. Making the return address default to the
>individual
>would help in this concern. I use Eudora Lite and have no problem
>directing
>a message to an individual or to the group regardless of the default.
>I
>sure do like the searchable access we have now to the archives.
>
>Later,
>
>--
>Cliff & Carolyn Stripling Him: Retired Pharmacist
>(972)247-9821 Dallas Texas Her: Real Estate Broker - Texas
>and Marble Falls Texas Both: 5th Wheel - RV - Travel
> Kolb MKIII - N582CC (50.5 hrs)
>
>
>
>
>
________________________________________________________________________________
| From: | Jerry Bidle <jbidle(at)airmail.net> |
| Subject: | Re: Cutting blade tip & balance |
OK, rotating the hubs tells me you compensating for miss balance between
the blades. That was my concern because the blades need to be closely
balanced. If you look at your blades they some where on them have a number
engraved on them. I believe this has something to do with the
weight/balance of each individual blade. When you cut tips off with a saw,
I would suspect you now create a slight out of balance situation since you
can't make the cuts exactly equal. I been wondering about it when I hear
of people doing that. My gut feeling is each blade should be reweighed
after the cut and then do some fine sanding done to make them exactly equal.
My .02 Jerry Bidle
>
>Jerry did you send a message about keeping the balance in an IVO prop
>after its cut off? If you did, it's not a problem because the prop has
>"close uniform density" in each blade so if each blade is cut equally,
>the weight and density
>stays the same. My IVO is just as smooth after the cut. I also noticed
>that the position on the hub will affect its smoothness. If you think it
>has too much vibration, try taking it off and rotating the position 90
>deg on the hub and
>remount. Take a flight and check it. It's a trial-and-error type of
>thing. Once you are satisfied, mark that position with a permanent
>marker.
>
>Ralph Burlingame
>Original FireStar
>
>
>writes:
>>
>>Cliff,
>>
>>Was this your subject title. It like it.
>>
>>Jerry Bidle
>>
>>
>>
>>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "CHRISTOPHER DAVIS" <cdavis2(at)capecod.net> |
| Subject: | Re: [Fwd: KOLB: Speed Wing] |
Hi barry welcome to the list .Yes it did work , 7 times to oshkosh ! wow
this year was my first but not last. chris- firestar KXP375hrs----Original
From: barry youngblood <barry(at)hcis.net>
Date: Sunday, August 16, 1998 10:06 PM
Subject: Re: Kolb-List: [Fwd: KOLB: Speed Wing]
>
>
>-----Original Message-----
>From: swidersk <swidersk(at)digital.net>
>To: kolb-list(at)matronics.com
>Date: Sunday, August 16, 1998 8:09 PM
>Subject: Kolb-List: [Fwd: KOLB: Speed Wing]
>
>
>>I just joined you guys recently and this is my first attempt at a reply. I
>have a firestar II which I completed in 1994. Have flown KY to Oskosh 7
>times, 5 in kolb. hope this works.
> barry
>>
>>
>>
>>
>>X-Mozilla-Status2: 00000000
>>Message-ID: <35D70622.729AC47B(at)digital.net>
>>Date: Sun, 16 Aug 1998 16:17:38 +0000
>>From: swidersk <swidersk(at)digital.net>
>>X-Accept-Language: en
>>To: kolb(at)intig.com
>>Subject: Re: KOLB: Speed Wing
>>References:
>>
>>
>>
>>
>>
>>Jeff Stripling wrote:
>>
>>> Forwarded to the list...
>>>
>>> ---------- Forwarded message ----------
>>> Date: Sat, 18 Jul 1998 22:49:48 -0500
>>> From: mefine1(at)juno.com (Mick Fine)
>>>
>>> Did anyone else on the list ever subscribe to "The Kolb Owner's
>>> Newsletter" put out by John LeClercq? It was a nice little 6 - 8 page
>>> publication that went out quarterly, or was supposed to anyway. It only
>>> survived a couple years but had some very useful tips and mods.
>>>
>>> This thread on metal leading edges prompted me to pull out my archives
>>> and in the 'winter 1993' issue there's a piece about Richard Baker of
>>> Grace, MD who built a pair of "speed wings" for a Firestar. It says the
>>> wing has metal leading edges and was based on the Kitfox IV wing with a
>>> 13.5% thickness. No numbers are quoted as testing had just began.
>>> Unfortunately, the newsletter folded about that time and I've never
heard
>>> anymore about the "speed wing". ...Maybe it didn't work-out so well?
>>>
>>> I hadn't looked at these newsletters in quite awhile, issue 1 - number 1
>>> (Fall 1991) has a nice 5 page article titled "Notes From Homer" - great
>>> reading!
>>>
>>> -Mick Fine
>>> Tulsa, Oklahoma
>>> http://www.angelfire.com/ok/froghair
>>> Green Country Ultralight Flyer's Organization (UFO)
>>> http://www.angelfire.com/ok/gcufo
>>
>>I spoke with the gentleman who built that modified wing just as he
>completed
>>it, unfortunately I lost hius name & number. He used the same Kolb
>>constuction except he used a Harry Riblett airfoil that was semisymetric.
>>The center of lift did not move forward nearly as much as the Kolb airfoil
>>which translates into a decrease in induced drag at higher speeds, also,
>the
>>coefficient of lift with the flaps exstended was considerably higher which
>>translates into a lower stall speed, especially if flaperons are used. If
>I
>>recall correctlly, he also clipped the wings a little so his performance
>>figures would not be comparing apples with apples. He was suppose to fly
>>over to the Kolb factory as soon as the weather got better. He was
anxious
>>to see what their opinion was. I lost tract of him at that point. I
spoke
>>with Harry Riblett about that airfoil (one of many he designed) and he
said
>>one had everything to gain and nothing to lose by switching to that
series.
>>
>>>
>>>
>>>
>>> _____________________________________________________________________
>>> Get completely free e-mail from Juno at http://www.juno.com
>>> Or call Juno at (800) 654-JUNO [654-5866]
>>>
>>> -
>>> To unsubscribe send email to: majordomo(at)intrig.com
>>> Include in the body: unsubscribe kolb yourname@yourdomain
>>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "CHRISTOPHER DAVIS" <cdavis2(at)capecod.net> |
Mark this is knew to me cooking oil? please explain Chris.
-----Original Message-----
From: Hansen, Mark <MHansen(at)ConusNews.com>
Date: Monday, August 17, 1998 12:17 AM
Subject: Kolb-List: RE:
>
>humor aside. a good way to keep the muffler looking good is to use cooking
>oil on it.
>It will look almost like bluing (that may be misspelled) for a rifle. It
>will take a few coats
>but it will turn out nice.
>
>Mark Hansen
>
>> ----------
>> From: bobdoebler(at)JUNO.COM[SMTP:bobdoebler(at)JUNO.COM]
>> Reply To: kolb-list(at)matronics.com
>> Sent: Friday, August 14, 1998 11:07 AM
>> To: kolb-list(at)matronics.com
>>
>>
>> Rusty
>>
>> I used plastic/coat- hot paint on my muffler, and it looked pretty
>> good....
>> for about 3 months. Than it started rusting again. I guess if your's
>> starts rusting....... you could always start calling your muffler Rusty.
>> Oops, their goes my off the wall humor again!
>>
>> Bob Doebler
>>
>>
>>
>>
>>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Jerry Bidle <jbidle(at)airmail.net> |
| Subject: | Re: 150 messages in 3 days |
Yes, but it also let you easily reply only to the originator. Now you have
to do a lot of copy and pasting.
There's a few of us that do reply back to each other and not to the group
since the reply may be more personal and not relevant to the group. It
also depends on the mail application your using. I unsubscribed my
business address due to the fact that I couldn't tell who the originator
was without opening the message plus the increased volume of messages it
seemed to have caused.
Myself the old way was better. I could easily reply either way plus new
who the originator was. It also makes sorting or searching easier when
trying to find a topic you new a specific person covered.
>
>john hauck wrote:
>>
>>
>> > I like the new system.This is supposed to be a Kolb "group" and so
most of
>> >want it.I think of it as just playing the odds.
>> >
>> >
>> >
>> > Woody
>> >
>>
>> Hey Guys:
>>
>> I like the new system also. Most of my replies are to the group. If I
>> want to reply to an individual I can light up his address, copy and paste
>> into a new msg and communicate direct.
>>
>> john h
>>
>I don't understand - the old system automatically went to the group too,
>didn't it? When one clicked on "Re:Mail"?
>Gerald
>
>
>
>
>
>
________________________________________________________________________________
| From: | Jerry Bidle <jbidle(at)airmail.net> |
| Subject: | Better Day Sunday |
Ouch! That's kicking the guy while he's down.
Jerry
>
> At least it hasn't seized the engine yet :>) When Don Zank put one on
his
>Challenger at Oshkosh, he recorded the exact same thing. Slightly lower
>performance, pipeyness, and a waste of his time (he borrowed it from the R&D
>tent, so no money wasted). Maybe with your lighter wallet, the climb rate
>will improve? :>)
>
>J.D. Stewart
>UltraFun AirSports http://www.users.ncfcomm.com/ultrafunairsports
>Northeast Nebraska Flying Club
>http://www.users.ncfcomm.com/nnfc/index.html
>
>. First impression is
>> that there's no
>> significant performance improvement with the pipe. Second
>> impression is that I
>> may have wasted a bunch of time and money. Still need to do some testing.
>>
>> Russell Duffy
>> Navarre, FL
>> Kolb SlingShot N8754K (for sale)
>> RV-8, 80587 (wing skins)
>> rad(at)pen.net
>
>
>
>
>
>
________________________________________________________________________________
| From: | "barry youngblood" <barry(at)hcis.net> |
| Subject: | Re: Loose strut pins |
-----Original Message-----
From: John Jung <jrjung(at)execpc.com>
Date: Monday, August 17, 1998 1:10 PM
Subject: Kolb-List: Loose strut pins
>
>Group,
> This weekend I noticed that the pins that hold the struts to the
>wings are both loose (sloppy).
>
Thanks for the welcome . In 92 and 93 I flew a lazair U/L to Oshkosh with
the St. Louis, MO group. In94, 95, 96, 97, 98 I flew my Firestar II from KY
to Oshkosh. Maybe next year I can meet some of you. My plane is blue on
yellow with#186BY. I have about 350 hrs on my Firestar II with no noticeable
slop in the strut pin holes. Can't imagine what would cause this unless they
were a little big to start.
Barry
>John Jung
>SE Wisconsin
>
>
>
>
>
________________________________________________________________________________
| From: | john hauck <hawk36(at)mindspring.com> |
| Subject: | Re: 150 messages in 3 days |
>> want to reply to an individual I can light up his address, copy and paste
>> into a new msg and communicate direct.
>>
>> john h
>>
>I don't understand - the old system automatically went to the group too,
>didn't it? When one clicked on "Re:Mail"?
>Gerald
Gerald:
The old system worked like: Hit reply and the msg went to the guy that
sent the msg and not back to the Kolb List.
New system: Hit reply and the msg goes to the Kolb List. If you want to
bc the sender, highlight his address, copy and paste in the new msg "to"
space. Then it will only go to the sender and not the entire list.
john h
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)telepath.com> |
| Subject: | Re: 150 messages in 3 days |
> The old system worked like: Hit reply and the msg went to the guy that
> sent the msg and not back to the Kolb List.
>
> New system: Hit reply and the msg goes to the Kolb List. If you want to
> bc the sender, highlight his address, copy and paste in the new msg "to"
> space. Then it will only go to the sender and not the entire list.
Once again........Pegasus Mail reader ( absolutely FREE...all you
have to do is download and install) allows a check-box option, when
first replying to the message, to send to FROM, REPLY TO, CC, TO, and
SENDER mail headers....no cut, copy and paste ops required.
http://www.pegasus.usa.com/
Hmmmmmmm.......
J. Baker
________________________________________________________________________________
| From: | Cpeterhu(at)aol.com |
| Subject: | Re: Fulton County Flyin |
<< From: Rallynq(at)aol.com >>
does this tak the place of the flyin at mohawk valley airport?
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: Loose strut pins |
I looked at that, thought and wondered about that, and very much like your
fix, John. Vamoose will be seeing a mod very shortly. Is this nipping it
before the bud ?? Big Lar.
----------
> From: john hauck <hawk36(at)mindspring.com>
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Loose strut pins
> Date: Monday, August 17, 1998 11:47 AM
>
>
> >
> >Group,
> > This weekend I noticed that the pins that hold the struts to the
> >wings are both loose (sloppy). If I lift up on the wing, I can watch the
> >pins twist (rock?) in the holes. My FSII only has about 50 hours and I
> >don't recall any slop in those connections when I first assembled it. Is
> >this serious? Has anyone else experienced it and fixed it? I don't like
>
>
> Greetings from "been there and done that":
>
> Experienced loose lift strut fittings early on with the Ultrastar. Fix
for
> us was and still is: We weld a bushing in each lift strut fitting that
> will just slide in the airframe fitting and main spar fitting. Then take
a
> good ole A&E bolt of the proper size with washers and nut and snug it
up.
> No more loose lift strut fittings.
>
> It is annoying to be flying along and the aircraft goes negative, a loud
> clunk is felt as the aircraft goes back to 1 G. It will only get worse
> with use as the holes and pins wear. Going to larger pins or bolts is
only
> a temporary fix.
>
> My old MK III with over 1200 hours is tight as a tick. Bushings and
bolts
> haven't worn at all and I do not expect them to. Same worked on my
Firestar.
>
> Again, Dudes, only my humble opinion and experience.
>
> john h
>
>
>
>
________________________________________________________________________________
| From: | "Mike McLaughlin" <mclaughlin(at)codenet.net> |
| Subject: | 150 messages in 3 days |
The reply button sends a response to the sender of the message in this case:
kolb-list(at)matronics.com
The reply all button sends the response to not only the sender but also to
anyone identified in the TO: or CC: addresses. For example a reply-all for
a message as addressed below:
> From: kolb-list(at)matronics.com
> To: somebody(at)place.com;someone_else@someplace else.com
> CC: Third_person(at)elsewhere.com
would be sent to: kolb-list(at)matronics.com, somebody(at)place.com,
someone_else@someplace else.com, and a Third_person(at)elsewhere.com
In the example below, the From and To addresses were the same so only the
response was the same.
> -----Original Message-----
> From: owner-kolb-list-server(at)matronics.com
> [mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of GeoR38(at)aol.com
> Sent: Sunday, August 16, 1998 9:09 PM
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: 150 messages in 3 days
>
>
>
>
> << As all email programs are not created equal some may
> not have the option of "reply to all" (like my Eudora). Of
> course this is
> all a guess on my part but it sounds logical to me.
>
>
>
> Woody
>
> Some men are able to stumble over the truth but are able to pick
> themselves up and keep walking as if nothing had happened. (Churchill)
>
> >>
> I hit both buttons separately and sure'nuf, this message will go out to
> EVERYONE, no matter which button I push, "REPLY" or "REPLY TO
> ALL"!!!!..............This format makes my screen LIE to me.
________________________________________________________________________________
| From: | Russell Savage <rsavage(at)freenet.columbus.oh.us> |
| Subject: | Re: Muffler coatings |
Kolbers,
Has anyone thought about having their mufflers galvanized?
Just a thought from a guy who knows nothing about metals.
Russ Savage
Columbus, Ohio
On Mon, 17 Aug 1998, Cliff and Carolyn Stripling wrote:
> >What is this HPC coating you speak of? I've never heard of it.
>
> Bill and all,
>
> HPC (High Performance Coatings) has been mentioned quite a few times on the
> mailing list. Run a search of the archives and you will probably turn up a
> doz or so. Anyway, that is one company. There is Jet Hot and I am sure
> others that do a similar process. HPC has a website: www.hpcoatings.com and
> their 800 phone number is 456-4721. They have three shops: west (Utah),
> central (Okla), east (Conn.). Whichever company you use be sure to close
>
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | New Message Setup |
Hey Group: Seems to me that we really got hammered with messages right
after Oshkosh. Level seems to have eased off to more of a normal level
now. Also, and especially on tonights field, seems like there were a lot
of repeats. Out of 34 messages waiting for me tonight, probably 10 or 15
were instant deletes. Yesterday afternoon, one of the U/L clubmembers
came over to take a look at our efforts. This guy is building a (gasp)
Titan Tornado, but still found a lot of things of great interest. Is it
cool for him to sign on to this group ?? He thoroughly enjoyed the give
and take and information presented.
I've run into a small ( I hope ) snag in building my instrument panel. All
switches have to be labelled, and of course, I'd like to make a nice job of
it - without getting too crazy. In my minds eye, I picture a foil or thin
plastic label that will be nice looking, easily read, cleanable without
erasing it, and fairly reasonably priced. Trouble is, no one around here
makes such things. I don't think I'm asking too much - am I ?? Any
suggestions ?? What have others done ?? I'm also finding that making a
wiring diagram as I go is far more of a struggle than I expected.
Big Lar.
________________________________________________________________________________
| From: | "Larry & Karen Cottrel" <lcottrel(at)kfalls.net> |
| Subject: | Re: 150 messages in 3 days |
> >>
> > I hit both buttons separately and sure'nuf, this message will go out to
> > EVERYONE, no matter which button I push, "REPLY" or "REPLY TO
> > ALL"!!!!..............This format makes my screen LIE to me.
>
This has to be the most talked about subject on this list since I joined.
On my screen all the names are highlighted in blue and underlined. All I
have to do to send a email directly to that person is to click on it. No
one else gets it. If I click on reply then it defaults to the list. Over
all I really dont have a problem with it, until I go out of town for a
while and then it takes some doing to catch up. I have Eudora light. I
think that we should get on with it and stop be so regressive, change is
good . :-)
Larry
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
P.S. On the subject of many messages, I believe it was Jon Silvius in
Montague, CA., who told me about an ultralight message group that cranks
out 75 - 100 messages a day. So far, I've chickened out. I enjoy our
group, but that's too much of a good thing. Did I remember it right, Jon
?? Maybe you could refresh my memory, or even include an address for the
masochists among us. Big Lar.
________________________________________________________________________________
| From: | john hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Loose strut pins |
>
>I looked at that, thought and wondered about that, and very much like your
>fix, John. Vamoose will be seeing a mod very shortly. Is this nipping it
>before the bud ?? Big Lar.
>
Big Lar:
I think that's what I am doing. It's not to late to drill strut fittings
for bushing after the holes have been elongated. Vibration, weight, and
stress, and holes that are not precision drilled, cause the wear. I, for
one, am not a precision driller, even with a drill press. The load bearing
surface of the lift strut fitting alone on the clevis pin is very small.
john h
________________________________________________________________________________
| Subject: | Re: 150 messages in 3 days |
| From: | mefine1(at)JUNO.COM (Mick Fine) |
writes:
>
>.... I have Eudora light. I
>think that we should get on with it and stop be so regressive, change
>is
>good . :-)
>Larry
Larry,
Most people on this list can build an airplane. Orville & Wilbur were
pretty good with their hands and minds too but that doesn't make them
computer whizes. There's a pretty wide range of computer experience here
and in time we'll all get used to the 'new' system. Meanwhile, please cut
some slack to those who are still adjusting.
-Mick Fine
Tulsa, Oklahoma
http://www.angelfire.com/ok/froghair
Green Country Ultralight Flyer's Organization (UFO)
http://www.angelfire.com/ok/gcufo
________________________________________________________________________________
| Subject: | Re Fulton County Fly-In |
Yes, this Fly-In takes the place of the Mohawk Valley Airport Fly-In.
Mike Alexander
________________________________________________________________________________
| From: | William V Rayfield <rayfiwv(at)mail.auburn.edu> |
Group,
I don't mean to offend anyone here. A lot of folks are writing saying they
are getting too much mail and they want to go back to the old system so
they won't see so many responses. Well, lately, about 60% of the mail on
the list has been about this subject. How about we stick to airplane news
and a little less about the actual list characteristics and we'll have a
lot less mail to sort through i.e. delete each day. Out of fifty something
messages this morning only about twenty were of actual aircraft subject
matter. My $.02.
Bill Rayfield
"I'm not smart, but I sure am slow!"
Mechanical Engineering Student
Auburn University
"War Eagle"
________________________________________________________________________________
| From: | Jim Gerken <gerken(at)us.ibm.com> |
| Subject: | Re: MKIII1/2 Flight Test Report -Reply |
>>
>> I LOVE using the flaps and can make the best and most consistant landings
>>when
>>using full flaps. I turn final at 600' AGL and 1200 feet out, apply full
>>flaps
>>and lower the nose to show 55-60 mph indicated. This gives me very good
>>control authority and it takes a heck of a gust to knock me out of line.
>>It
>>takes calm nerves to level out at the right time, you can't get in a hurry
>>to
>>begin or you end up too high.
>>
================================================================
>Hi Jim:
>Please advise your usual RPM for these nose dive landings. I can believe
>that it requires very calm nerves to level out at the right time.
>Ron Christensen
>MKIII1/2
The RPM I use? - IDLE. Add power if necessary to extend glide, otherwise
idle. Idle adds drag over any higher power setting or engine off, so full
flaps and engine idle is as much like "throwing out an anchor" as it gets.
I feel that in case of engine failure I may need to land in that tiny field
that John H talks about so I want to continue to practice landing in the
shortest distance possible. These landings are probably not pretty, they may
look reckless from the ground.
________________________________________________________________________________
since I started full-flaps landings. In a real emergency, I can opt to use
less flaps to extend glide to make a field.
P.S.: I am not a CFI either, so I am not instructing. Get some training
specific to your questions from a qualified instructor.
Jim G
________________________________________________________________________________
| From: | DLSOUDER(at)aol.com |
| Subject: | Re: Loose strut pins |
<< My FSII only has about 50 hours and I
don't recall any slop in those connections when I first assembled it. Is
this serious? Has anyone else experienced it and fixed it? >>
There could be a couple explanations:
1) It was there before and you didn't notice it.
2) There might have been a lip or burr which resulted in a tighter fitting
pin, but which was "smoothed down" by 50 hrs of operation.
I seriously doubt that they were tight originally - and now 50 hrs later there
has been that much wear. Our Mark-III has almost 900 hours, and yes, there is
a small amount of movement in the wing when you pick up the tip.
If your goal was for zero movement when lifting the wing tip, I don't think
you would be able to insert the pins by hand. Having enough clearance to
insert the pins by hand (easily) almost guarantees there will be movement when
you lift the wing tip. Also keep in mind when you lift the wing tip that you
are feeling the summation of the loosness in at least 2 pins - possibly 3. If
you want zero movement, then John Haucks method is probably the way to go.
We have had some high time FireStar's including our present FSII and we have
not felt the need to "doctor" the pin holes.
I think there have been some rare instances of hole elongation, but I think
that was due to excessively rough strips and lots of taxi time. Hole or pin
wear has not been a problem with any of our demonstrator aircraft.
I appreciated the responses to this question, I would like to hear from others
who may have some light to shed on this issue.
Dennis
Pres Kolb Aircraft
________________________________________________________________________________
| Subject: | Tail heavy FS II |
| From: | herb87(at)JUNO.COM (HERBERT L JOHNSON) |
This is my first attempt to post here. My son and I have a Firestar II
that we built. He
has had it in the air 3 times. He weighs in at about 145 lbs and has to
fly with the stick forward. He added 20# weights to the front. That
helped some.
We saw some trim tabs on the elevators on a Firestar at Oshkosh. I
suppose they were to compensate for the tail heavy condition. Any
suggestions on size and shape and location???
Herb HERB87(at)JUNO.COM
________________________________________________________________________________
| From: | "Marino, Frank J (Youngstown ARB)" <Frank.Marino(at)yng.afres.af.mil> |
| Subject: | Kolb on the Barbee! |
Cliff: I bet It probably didn't do much to keep the rust but I bet your
muffler smelled good enough to eat.
Frank Marino
> ----------
> From: Cliff and Carolyn Stripling[SMTP:striplic(at)dfw.net]
> Sent: Monday, August 17, 1998 7:56 AM
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: Kolb on the Barbee!
>
>
>
> >a good way to keep the muffler looking good is to use cooking
> >oil on it.
> >It will look almost like bluing (that may be misspelled) for a rifle.
> It
> >will take a few coats
> >but it will turn out nice.
>
> Mark and all,
>
> I tried the cooking oil treatment (corn oil if I remember... with just
> a
> touch of japalino liquid fire BBQ sauce) and was only disappointed in
> the
> results vs. all the effort required. Maybe I didn't stick with it
> long
> enough. I basted it about 3 times and cooked it well done in between.
> The
> rust still kept popping through. My tail feathers were starting to
> look
> like my T-shirt after eating sloppy meat balls and spagetti... oil
> spots
> everywhere from the blow back. It was messy to put on and drippy
> afterwards. I am about as frugal as anywone around, but I found the
> hundred
> plus bucks to have mine coated by HPC. No problem, no more...
>
> P.S. There ain't no such thing as japalino etc. sauce... Just homor
> attempt.
>
> Later,
>
> --
> Cliff & Carolyn Stripling Him: Retired Pharmacist
> (972)247-9821 Dallas Texas Her: Real Estate Broker - Texas
> and Marble Falls Texas Both: 5th Wheel - RV - Travel
> Kolb MKIII - N582CC (50.5 hrs)
>
>
>
>
>
________________________________________________________________________________
| From: | Jim Gerken <gerken(at)us.ibm.com> |
| Subject: | Re: Loose strut pins, |
My Mkiii has 49.9 hrs on it. It also is showing progressively more and more
wear in the main spar and lift strut pin holes. I am very attentive to the
holes' condition because before my Mkiii was completed I read (I think it was)
Kim Steiner's post of a couple years ago asking what to do about worn and
sloppy main spar (or lift strut) pin holes. I think he attributed the wear to
engine vibration. At that time I believe he was considering drilling them out
to the next available A/C clevis pin size, but I don't really know what he did.
My lift strut and main spar pin holes were very tight initially and difficult
to put pins in and out.
There was no paint in the holes as they were drilled after painting and
powdercoating. The main spar pin holes are showing the most wear and have
progressed now to the point I'd call them loose (maybe now 0.020" oversized).
I fly from a grass strip and trailer each time. My strip is quite good but not
as smooth as paved of course. The wear progression has been linear (equal over
time, not happening all at once). Trailering and setting up each flight has
shown me the progression (if I did not actually put the pins in and out each
time I wouldn't have noticed the wear, it is not evident in flight). I am a
conservative pilot and so I do not consider the wear to be a safety issue at
this point. The pins themselves do not feel worn, at least there is no evident
grooving, although they could be partly to blame for the extra clearance.
I consider any part of the design that wears or deteriorates during transport
or operation from un-improved field to be a design weakness as these are some
of the advantages advertised for Kolbs and were right at the top of my list
when purchasing. Design weaknesses don't scare me off, but they do require
some extra labor to redesign and rebuild.
I will be completing a hangar in the next 30 days and at that time I will be
greasing the lift strut and main spar pin holes and bolting the airframe up
tight with spacers. I expect this will slow the wear process of these parts
greatly.
MY ADVICE: Grease your pins now. At least you can reduce the metal-metal
contact and abrasion. You cannot reduce the pressure or the vibration but you
CAN reduce the resultant friction with a light layer of lubrication. I don't
know if there is any "Accepted Standards of Aircraft Design" that would
preclude lubrication of clevis pins, better check that out tonight.
I know it is a hassle handling greasy pins, I have been putting it off myself.
DENNIS: I would like to recommend you consider appending the Builder's Manual
to suggest lubrication of the lift strut and main spar pins periodically. I
just checked my copy of the Manual and the lift strut and main spar pins are
not listed in the Periodic Maintenance list to be lubed. A nice white lithium
sparingly applied and mostly wiped off seems like an adequate lube for this
application, if maintained properly. I am assuming this is OK from a safety
standpoint and meets the A/C accepted standards... Thanks
for asking.
Jim Gerken
<< My FSII only has about 50 hours and I
don't recall any slop in those connections when I first assembled it. Is
this serious? Has anyone else experienced it and fixed it? >>
There could be a couple explanations:
1) It was there before and you didn't notice it.
2) There might have been a lip or burr which resulted in a tighter fitting
pin, but which was "smoothed down" by 50 hrs of operation.
I seriously doubt that they were tight originally - and now 50 hrs later there
has been that much wear. Our Mark-III has almost 900 hours, and yes, there is
a small amount of movement in the wing when you pick up the tip.
...
I think there have been some rare instances of hole elongation, but I think
that was due to excessively rough strips and lots of taxi time. Hole or pin
wear has not been a problem with any of our demonstrator aircraft.
I appreciated the responses to this question, I would like to hear from others
who may have some light to shed on this issue.
Dennis
Pres Kolb Aircraft
________________________________________________________________________________
| From: | "Vince Nicely" <vincenicely(at)intermediatn.net> |
| Subject: | Re: Cutting blade tip & balance |
Hi,
LEAF sells a propeller balancing instrument (PN N5150 or N5152 for $16.95)
that gives a very sensitive balance on the completely assembled propeller.
While I have never used it on an IVO prop, it proved very useful to me after
a minor repair on my GSC propeller.
Vince Nicely
-----Original Message-----
From: Jerry Bidle <jbidle(at)airmail.net>
Date: Monday, August 17, 1998 8:53 PM
Subject: Re: Kolb-List: Cutting blade tip & balance
>
>OK, rotating the hubs tells me you compensating for miss balance between
>the blades. That was my concern because the blades need to be closely
>balanced
>>Jerry did you send a message about keeping the balance in an IVO prop
>>after its cut off? If you did, it's not a problem because the prop has
>>"close uniform density" in each blade so if each blade is cut equally,
>>the weight and density
>>stays the same. My IVO is just as smooth after the cut
________________________________________________________________________________
| From: | "Russell Duffy" <rad(at)pen.net> |
>switches have to be labelled, and of course, I'd like to make a nice job of
>it - without getting too crazy. In my minds eye, I picture a foil or thin
>plastic label that will be nice looking, easily read, cleanable without
>erasing it, and fairly reasonably priced. Trouble is, no one around here
>makes such things. I don't think I'm asking too much - am I ?? Any
>suggestions ?? What have others done ?? I'm also finding that making a
>wiring diagram as I go is far more of a struggle than I expected.
> Big Lar.
My wife has one of the older model Brother P-Touch Electronic Labelers. You can
buy the newer and cheaper versions for about $50 at any of the big office
stores. I used it for all my labels and they came out fine. There's almost no
end to what you can do with the writing (vertical, horz, tiny to large, etc) and
the labels come in many colors. The only problem I had was that the labels
wouldn't stick to the fuel tanks or the oil injection tank. Actually, it would
stick for about 4-5 hours which was long enough to get through the inspection
:-)
Rusty
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
| Subject: | Re: Tail heavy FS II |
In a message dated 8/18/98 10:04:32 AM Pacific Daylight Time, herb87(at)juno.com
writes:
<< He weighs in at about 145 lbs and has to
fly with the stick forward >>
Have you done a weight and balance? On my mark two we were at the rear cg
limit with zero fuel and a 130 lb pilot.
________________________________________________________________________________
| From: | "Marino, Frank J (Youngstown ARB)" <Frank.Marino(at)yng.afres.af.mil> |
| Subject: | Tail heavy FS II |
OK: here's the question of the day, I am about to take my first
passenger with me and would like to know what to expect for performance,
I have a MKIII with 582. The aircraft weighs at 490, I weigh *&^%$#
215 my pax will be about 200. what do some of you suggest besides losing
weight no comment from you GeoR38..
Frank Marino
> ----------
> From: Cavuontop(at)aol.com[SMTP:Cavuontop(at)aol.com]
> Sent: Tuesday, August 18, 1998 1:20 PM
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Tail heavy FS II
>
>
> In a message dated 8/18/98 10:04:32 AM Pacific Daylight Time,
> herb87(at)juno.com
> writes:
>
> << He weighs in at about 145 lbs and has to
> fly with the stick forward >>
>
>
> Have you done a weight and balance? On my mark two we were at the
> rear cg
> limit with zero fuel and a 130 lb pilot.
>
>
>
>
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
| Subject: | Re: Tail heavy FS II |
In a message dated 8/18/98 10:45:24 AM Pacific Daylight Time,
Frank.Marino(at)yng.afres.af.mil writes:
<< what do some of you suggest besides losing
weight >>
A little more nose up trim?
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
| Subject: | Weights for Mark 3 |
Hey Kolbers:
After much travail I am getting ready to fly my mark 3. I took the
bathroom scale out to the airport and after much heaving and grunting came up
with an empty weight of 471. That number includes a full oil tank and
radiator and zero fuel. It's about 20 lbs heavier than I'd hpoed for, but I
have an E box and an electric starter and a battery. What do other people's
582 equiped Mark 3s weigh?
________________________________________________________________________________
| From: | Frank_R_Reynen(at)notes.seagate.com |
| Subject: | Tail heavy FS II |
The thing I did to test the additional weight increase and figure the
proper trim setting was to add a 50 lbs bag watersoftener and strap it in
the pass. seat and went flying for 15 min. Returned and added a second bag
and repeated this untill I was at the 200 lbs limit for my plane . After
that exercise I felt very confident what to expect from a "life" load.
Frank Reynen MKIII@460hrs
http://www.webcom.com/reynen
OK: here's the question of the day, I am about to take my first
passenger with me and would like to know what to expect for performance,
I have a MKIII with 582. The aircraft weighs at 490, I weigh *&^%$#
215 my pax will be about 200. what do some of you suggest besides losing
weight no comment from you GeoR38..
Frank Marino
> ----------
> From: Cavuontop(at)aol.com[SMTP:Cavuontop(at)aol.com]
> Sent: Tuesday, August 18, 1998 1:20 PM
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Tail heavy FS II
>
>
> In a message dated 8/18/98 10:04:32 AM Pacific Daylight Time,
> herb87(at)juno.com
> writes:
>
> << He weighs in at about 145 lbs and has to
> fly with the stick forward >>
>
>
> Have you done a weight and balance? On my mark two we were at the
> rear cg
> limit with zero fuel and a 130 lb pilot.
>
>
>
>
________________________________________________________________________________
| From: | Frank_R_Reynen(at)notes.seagate.com |
| Subject: | Tail heavy FS II |
The thing I did to test the additional weight increase and figure the
proper trim setting was to add a 50 lbs bag watersoftener and strap it in
the pass. seat and went flying for 15 min. Returned and added a second bag
and repeated this untill I was at the 200 lbs limit for my plane . After
that exercise I felt very confident what to expect from a "life" load.
Frank Reynen MKIII@460hrs
http://www.webcom.com/reynen
OK: here's the question of the day, I am about to take my first
passenger with me and would like to know what to expect for performance,
I have a MKIII with 582. The aircraft weighs at 490, I weigh *&^%$#
215 my pax will be about 200. what do some of you suggest besides losing
weight no comment from you GeoR38..
Frank Marino
> ----------
> From: Cavuontop(at)aol.com[SMTP:Cavuontop(at)aol.com]
> Sent: Tuesday, August 18, 1998 1:20 PM
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Tail heavy FS II
>
>
> In a message dated 8/18/98 10:04:32 AM Pacific Daylight Time,
> herb87(at)juno.com
> writes:
>
> << He weighs in at about 145 lbs and has to
> fly with the stick forward >>
>
>
> Have you done a weight and balance? On my mark two we were at the
> rear cg
> limit with zero fuel and a 130 lb pilot.
>
>
>
>
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: Tail heavy FS II |
Herb,
There should be a suggested trim tab in the plans. I suggest that you
don't remove the weights unless you check the weight and balance for a
145 pound pilot (in case you haven't already). It is posible to have too
aft a CG with a low pilot weight. My Firestar II with a 503 needs to
have a heavier pilot. I forget my actual minimum. Another option would
be to adjust the ailerons up slightly.
Welcome to the group.
John Jung
Firestar II N6163J 49.3 hrs
SE Wisconsin
>
>HERBERT L JOHNSON wrote:
>
>
> This is my first attempt to post here. My son and I have a Firestar II
> that we built. He
> has had it in the air 3 times. He weighs in at about 145 lbs and has to
> fly with the stick forward. He added 20# weights to the front. That
> helped some.
> We saw some trim tabs on the elevators on a Firestar at Oshkosh. I
> suppose they were to compensate for the tail heavy condition. Any
> suggestions on size and shape and location???
> Herb HERB87(at)JUNO.COM
________________________________________________________________________________
| From: | Jim Gerken <gerken(at)us.ibm.com> |
| Subject: | Frank-215 with first passenger |
First the obvious: check your liability insurance, watch your airspeed, and
brief the passenger (hopefully another pilot) what NOT to do. You will have
plenty of stress without having to narrate for the passenger.
Second: With the 582, and 415 lbs of occupants aboard, my Mk iii would be
EXTREMELY nose-heavy. Not dangerously
nose-heavy for flight, but nose-heavy when accelerating on the ground. It may
have a tendancy to nose-over if you apply power too quickly. Plan on using
lots of runway, so you can accelerate gradually. This will also help the
pull-right problem you will have at full-power/low forward speed/high gross
weight.
Third: If you have an intercom, leave it at home. You won't have time to
play with it. Wear hearing protection so your
hearing is not damaged from engine noise or passenger screaming (just kidding
about the screaming part).
My 2 cents...
Jim G
Please respond to kolb-list(at)matronics.com
cc:
Subject: RE: Kolb-List: Tail heavy FS II
OK: here's the question of the day, I am about to take my first
passenger with me and would like to know what to expect for performance,
I have a MKIII with 582. The aircraft weighs at 490, I weigh *&^%$#
215 my pax will be about 200. what do some of you suggest besides losing
weight no comment from you GeoR38..
Frank Marino
________________________________________________________________________________
| From: | Jim Gerken <gerken(at)us.ibm.com> |
| Subject: | Re: Weights for Mark 3 |
You did well! That is the lowest electric-start 582 Mkiii weight I have heard
of. Mine is "C" box, pull start, with aileron couterbalances (they added 6
pounds) and weighs 467. Only the basics on the panel, no upholstery, with
side doors.
Congrats to you on your conservative use of material and good judgement! Your
plane will fly better because of it!
Someone on this list was doing an informal survey at one time, are they still
here? What are the stats? At that time, I had the lowest weight mkiii they
had "surveyed", I remember.
Jim G
Hey Kolbers:
After much travail I am getting ready to fly my mark 3. I took the
bathroom scale out to the airport and after much heaving and grunting came up
with an empty weight of 471. That number includes a full oil tank and
radiator and zero fuel. It's about 20 lbs heavier than I'd hpoed for, but I
have an E box and an electric starter and a battery. What do other people's
582 equiped Mark 3s weigh?
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
| Subject: | Re: Tail heavy FS II |
Have pax raise one cheek at a time until he's/she's completely off the
seat. Kinda like pounding on the canary cages in the overloaded freight
plane to get it airborn. gb
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
| Subject: | Re: Weights for Mark 3 |
In a message dated 8/18/98 11:37:44 AM Pacific Daylight Time,
gerken(at)us.ibm.com writes:
<< Congrats to you on your conservative use of material and good judgement!
Your
plane will fly better because of it! >>
That makes me feel kinda good because I put three coats of poly spray on the
tops of the wings and two coats of poly sparay everywhere else.
________________________________________________________________________________
| From: | wood <richard.wood(at)usa.net> |
| Subject: | Re: Final Offer - SS Sale |
>
>(note- this is my 3rd attempt to send this message. My ISP seems to be unable
>to send mail, though I receive it just fine. This is being sent through my
work
>account.)
>
>
>Hello again from stormy Florida,
>
>Have I got a deal for you. After an incredibly wasted weekend, I've
decided the
>SS must go soon, so here's my final offer.
Wait a minute I met and added to your last offer (you wanted a 6 pack , I
offered a whole case of Canadian). You wouldn't be renigging on the deal?
Woody
Some men are able to stumble over the truth but are able to pick
themselves up and keep walking as if nothing had happened. (Churchill)
________________________________________________________________________________
| From: | MitchMnD(at)aol.com |
| Subject: | Mid Eastern EAA Regional Fly-In |
I live in Florida and am going to be in Akron OH early next month. Are any of
my fellow Kolb builders planning to be at the MERFI (Marion, OH) this year ?
I am told that it will be a 100 mile trip from Akron and want to be sure this
poor Southern boy will be among some of his own kind.
My new Firefly and I are just getting used to each other. It probably doesn't
glide as far as either my Firestar or Mk lll but in climb and maneuverability
it goes up and down like Clinton's zipper. This is probably due the fact that
she is within the Part 103 legal weight and only weigh 155 Lbs. When I really
learn how to fly it I'm sure I will be able to land it on a helipad.
I loaded my little gem in my enclosed trailer last week end and hauled it up
to Quitman GA to fly with E-mail pal Henry Wortman. Unloading, unfolding,
flying, folding, reloading all went off beautifully. Wortman hospitality
topped off a really great experience. It's nice country up there and there
are emergency landing fields in all directions.
I flew the next day with our coven at Quincy FL. Having the trailer makes my
FireFly a day/nite, all-weather traveler. Happy Landings, Duane Mitchell
________________________________________________________________________________
| From: | Gerald Nelson <gdnelson(at)agt.net> |
| Subject: | Re: Tail heavy FS II |
John Jung wrote:
>
>
> Herb,
> There should be a suggested trim tab in the plans. I suggest that you
> don't remove the weights unless you check the weight and balance for a
> 145 pound pilot (in case you haven't already). It is posible to have too
> aft a CG with a low pilot weight. My Firestar II with a 503 needs to
> have a heavier pilot. I forget my actual minimum. Another option would
> be to adjust the ailerons up slightly.
> Welcome to the group.
> John Jung
> Firestar II N6163J 49.3 hrs
> SE Wisconsin
> >
> >HERBERT L JOHNSON wrote:
> >
> >
> > This is my first attempt to post here. My son and I have a Firestar II
> > that we built. He
> > has had it in the air 3 times. He weighs in at about 145 lbs and has to
> > fly with the stick forward. He added 20# weights to the front. That
> > helped some.
> > We saw some trim tabs on the elevators on a Firestar at Oshkosh. I
> > suppose they were to compensate for the tail heavy condition. Any
> > suggestions on size and shape and location???
> > Herb HERB87(at)JUNO.COM
>
Don't you mean the "elevators"?
Gerald
________________________________________________________________________________
| From: | DLSOUDER(at)aol.com |
| Subject: | Re: Tail heavy FS II |
<< We saw some trim tabs on the elevators on a Firestar at Oshkosh. I
suppose they were to compensate for the tail heavy condition. Any
suggestions on size and shape and location??? >>
Trim tabs on elevators should not be there to correct for an aft CG problem.
The CG must be within specified limits - if it is not then weight must be
added to the nose of the aircraft ... or the pilot could eat more till he
gains sufficient weight to bring the CG into its proper position.
Once the CG is corrected, and some forward stick is still needed, then you may
wish to consider a trim tab. I would guess that you will need to keep that
20 lbs and you might even need more at a pilot weight of 145 lb. Instead of a
trim tab, you could try dropping the ailerons a bit by adjusting the push-pull
tubes. This will reduce the amount of forward stick needed.
Dennis Souder
Pres Kolb Aircraft
________________________________________________________________________________
Larry
I am at least a week behind in reading the KOLB mail so I just saw your
comment on wing tanks.
I am currently building a mold for the fabrication of a fuel tank that will
go into the root of the wing of my MarkIII. The venting of the tank in
both operation and folded conditions is addressed. It has to do with
realizing where the gas bubbles collect in each state and where the highest
point is for the opposite state. Loop the vent through the highest point
of the tank when in the opposite state and then dump the vent above the
intake level to prevent siphoning.
The tanks will occupy both sides of the spar and hang on the spar like
saddle bags. The leading edge and drag spars will locate the fore and aft
ends of the tank. This gives almost 10 gallons per wing.
I have bought vinel ester resin for the composite and a fine weave glass
cloth. I plan to cast the tank in three parts; a bottom with sides, a
baffle, and a top that will be riveted and laminated to the baffle and the
sides. I am copying the technique used by the RV builders where a 1/4"
foam core is laminated between layers of the tank. All the material is
fuel/solvent tolerant.
This represents one big delay in covering the wings!
Ron
>
>Hi Group: Just can't stand not getting my .02 worth in on the fuel tank
>bit. My original idea was to put a tapered tank - preferably polypropylene
>- in each wing root. That would give a maximum amount of fuselage space,
>and close in should not give too bad a pendulum effect. Also would utilize
>what is now empty space. Went so far as to contact an outfit in Oregon
>that makes "roto-molded" ?? wing tanks for Kitfoxes. Heck of a nice guy
>and we had a long + interesting conversation. Tanks just wouldn't quite
>fit, though. Finally gave up when I couldn't figure out a practical (
>simple ) way to vent the things so they would work folded or rigged without
>leaking all over the place. I still like the idea, though, and would like
>to hear thoughts + comments on them. Yeah, I know I have the 15 gal., but
>it would still make great aux. tanks. Big Lar.
>
>
>
>
>
________________________________________________________________________________
| From: | "Beauford Tuton" <beaufordw(at)WORLDNET.ATT.NET> |
| Subject: | Re: Mid Eastern EAA Regional Fly-In |
Hi Duane...
This is Bill Tuton over in Brandon, FL, near Tampa. I am being built by
Firefly #76, but have not had much time to work on it lately... wings and
tail are done, but not covered and I am about to mate the fuselage to the
tail...
I was interested in your comments about your trailer, and noted that you
really seemed pleased with it. I am going to be looking for something to
haul this thing i'm building in before too much longer.. Would you mind
sharing a little data on your trailer...? What make and model... where you
got it... what they are worth... how heavy is it... what do you pull it
with... etc... ?
I am wrestling with the idea of maybe getting an aluminum I-beam bare
chassis built by one of the local boat trailer yards, and building a
pop-rivet top on it... thought it would be lighter and less expensive...
but also a lot of trouble... so I may buy one...
Anyway, I would certainly appreciate any information and opinions you have
about the entire trailer business...
Sounds like you are having a ton of fun with the airplane... good on
ya.... If things cool off a little at work this Fall, I hope to have mine
going before Xmas... I am a bit beefier than you, I weigh about 208, so
mine will not be anywhere as peppy as yours evidently is... I am putting
Firestar wheels and brakes on it, so that will make it even heavier...
You mentioned Quitman... When I retire (again) here in a couple of years,
the plan is to move up to the farm in Crisp County, Ga... in Cordele... We
have room for a small strip up there... and you're right... a man can land
almost anywhere in that country...
Good luck with your Ohio trip.
Bill
-----Original Message-----
From: MitchMnD(at)aol.com <MitchMnD(at)aol.com>
Date: Tuesday, August 18, 1998 4:02 PM
Subject: Kolb-List: Mid Eastern EAA Regional Fly-In
>
>I live in Florida and am going to be in Akron OH early next month. Are any
of
>my fellow Kolb builders planning to be at the MERFI (Marion, OH) this year
?
>I am told that it will be a 100 mile trip from Akron and want to be sure
this
>poor Southern boy will be among some of his own kind.
>
>My new Firefly and I are just getting used to each other. It probably
doesn't
>glide as far as either my Firestar or Mk lll but in climb and
maneuverability
>it goes up and down like Clinton's zipper. This is probably due the fact
that
>she is within the Part 103 legal weight and only weigh 155 Lbs. When I
really
>learn how to fly it I'm sure I will be able to land it on a helipad.
>
>I loaded my little gem in my enclosed trailer last week end and hauled it
up
>to Quitman GA to fly with E-mail pal Henry Wortman. Unloading, unfolding,
>flying, folding, reloading all went off beautifully. Wortman hospitality
>topped off a really great experience. It's nice country up there and there
>are emergency landing fields in all directions.
>
>I flew the next day with our coven at Quincy FL. Having the trailer makes
my
>FireFly a day/nite, all-weather traveler. Happy Landings, Duane Mitchell
>
>
>
>
>
________________________________________________________________________________
| From: | john hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Tail heavy FS II |
>
>Herb,
>have a heavier pilot. I forget my actual minimum. Another option would
>be to adjust the ailerons up slightly.
John:
Shouldn't Herb adjust the ailerons down instead of up for a light pilot
with a aft cg aircraft?
I find with ailerons drooped, the nose is pulled down and reflexed, the
nose is pulled up, especially as speed is increased.
Least ways that's the way it works on my airplanes.
john h
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
| Subject: | Re: Enclosed trailer for FireFly |
I have FF #70 and am thinking of some kind of minimal trailer, just to
go abt 5 mi thru our little town to arpt. Any suggestions/plans etc
appreciated. you can reply dorect ronoy(at)shentel.net.
Thanks, Grey Baron
________________________________________________________________________________
| From: | "Russell Duffy" <rad(at)pen.net> |
>sides. I am copying the technique used by the RV builders where a 1/4"
>foam core is laminated between layers of the tank. All the material is
>fuel/solvent tolerant.
There must be something wrong with my RV-8 plans. There's no foam in them. You
must be thinking of one of those plastic planes :-)
Rusty
________________________________________________________________________________
| From: | "Ron Christensen" <spectruminternational(at)email.msn.com> |
-----Original Message-----
From: Larry Bourne <larrybiglar(at)earthlink.net>
Date: Monday, August 17, 1998 9:38 PM
Subject: Kolb-List: New Message Setup
>I've run into a small ( I hope ) snag in building my instrument panel. All
>switches have to be labelled, and of course, I'd like to make a nice job of
>it - without getting too crazy. In my minds eye, I picture a foil or thin
>plastic label that will be nice looking, easily read, cleanable without
>erasing it, and fairly reasonably priced. Trouble is, no one around here
>makes such things. I don't think I'm asking too much - am I ?? Any
>suggestions ?? What have others done ?? I'm also finding that making a
>wiring diagram as I go is far more of a struggle than I expected.
> Big Lar.
======================================================
Hi Larry:
I made my labels using my computer. The neat thing is that you can select
font size, color, etc. You can label your circuit breakers, controls, etc.
You can also make a label for your call number and passenger warning.
Everything will match ! ! I used red letters, put a border around the
word/words and printed them on a heavy weight colored paper. Then I cut out
each one and had them laminated in plastic at a "copy shop" like Kinko's.
Be sure to carefully cut out each label prior to lamination so that there is
a plastic-to-plastic edge around each one. Then I trimmed the plastic
around each individual label and glued them in place on the panel. They
should be durable, I think they look great and it's certainly not an
expensive process.
Good luck with what ever approach you use.
Ron Christensen
MKIII1/2
N313DR
________________________________________________________________________________
| From: | Richard Pike <rpike(at)preferred.com> |
| Subject: | Tail heavy FS II |
>
>OK: here's the question of the day, I am about to take my first
>passenger with me and would like to know what to expect for performance,
>I have a MKIII with 582. The aircraft weighs at 490, I weigh *&^%$#
>215 my pax will be about 200. what do some of you suggest besides losing
>weight no comment from you GeoR38..
>
> Set the trim lever all the way to the rear...Heh, Heh, Heh
Sorry, couldn't resist. But it will use more runway, climb slower,
stall faster, and want the stick a lot further back before it unsticks. Enjoy!
Richard Pike
MKII N420P (42oldpoops)
________________________________________________________________________________
| Subject: | tail heavy FS II |
| From: | herb87(at)JUNO.COM (HERBERT L JOHNSON) |
Hello to all, and tnx fr the suggestions. I will keep them on file and
let you know
the results after a few flights.We have the plane at Franklin, Indiana
airfield. But soon
will be bringing it home. We have an 800 ft grass strip with about a mile
of soybean
field beyond. Only problem is power lines on the back, so only one way in
and same
way out.
Herb
________________________________________________________________________________
| From: | Richard Pike <rpike(at)preferred.com> |
| Subject: | Re: Weights for Mark 3 |
>
>
> What do other people's
>582 equiped Mark 3s weigh?
>
>
>
> Using a 532 (same weight) 15 gallon fuel tanks, full electrics,
brakes, empty weight 513 .
Richard Pike
MKIII N420P (42oldpoops)
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: Panel Labels |
Dog-gone it Ron, your idea sounds good, but now I have to extend my
learning curve on this Monster. Me and the printer have a wary, circling
truce going right now, but I can see I'll have to jump back into the fray.
Thanks again. How are you coming on repairs ?? How did III 1/2 handle
while you were up ?? Especially as compared to a Cessna ??
Big Lar.
----------
> From: Ron Christensen <spectruminternational(at)email.msn.com>
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: Panel Labels
> Date: Tuesday, August 18, 1998 5:41 PM
>
>
> -----Original Message-----
> From: Larry Bourne <larrybiglar(at)earthlink.net>
> To: Kolb
> Date: Monday, August 17, 1998 9:38 PM
> Subject: Kolb-List: New Message Setup
>
> >I've run into a small ( I hope ) snag in building my instrument panel.
All
> >switches have to be labelled, and of course, I'd like to make a nice job
of
> >it - without getting too crazy. In my minds eye, I picture a foil or
thin
> >plastic label that will be nice looking, easily read, cleanable without
> >erasing it, and fairly reasonably priced. Trouble is, no one around
here
> >makes such things. I don't think I'm asking too much - am I ?? Any
> >suggestions ?? What have others done ?? I'm also finding that making
a
> >wiring diagram as I go is far more of a struggle than I expected.
> > Big Lar.
> ======================================================
>
> Hi Larry:
>
> I made my labels using my computer. The neat thing is that you can
select
> font size, color, etc. You can label your circuit breakers, controls,
etc.
> You can also make a label for your call number and passenger warning.
> Everything will match ! ! I used red letters, put a border around the
> word/words and printed them on a heavy weight colored paper. Then I cut
out
> each one and had them laminated in plastic at a "copy shop" like Kinko's.
> Be sure to carefully cut out each label prior to lamination so that there
is
> a plastic-to-plastic edge around each one. Then I trimmed the plastic
> around each individual label and glued them in place on the panel. They
> should be durable, I think they look great and it's certainly not an
> expensive process.
>
>
> Good luck with what ever approach you use.
>
> Ron Christensen
> MKIII1/2
> N313DR
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
Veddy interesting, Ron. Please keep us posted on your progress.
Big Lar
----------
> From: Ron Hoyt <RONALD.R.HOYT@gd-is.com>
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: Re: Fuel Tanks
> Date: Tuesday, August 18, 1998 2:35 PM
>
>
> Larry
>
> I am at least a week behind in reading the KOLB mail so I just saw your
> comment on wing tanks.
>
> I am currently building a mold for the fabrication of a fuel tank that
will
> go into the root of the wing of my MarkIII. The venting of the tank in
> both operation and folded conditions is addressed. It has to do with
> realizing where the gas bubbles collect in each state and where the
highest
> point is for the opposite state. Loop the vent through the highest point
> of the tank when in the opposite state and then dump the vent above the
> intake level to prevent siphoning.
> The tanks will occupy both sides of the spar and hang on the spar like
> saddle bags. The leading edge and drag spars will locate the fore and
aft
> ends of the tank. This gives almost 10 gallons per wing.
> I have bought vinel ester resin for the composite and a fine weave glass
> cloth. I plan to cast the tank in three parts; a bottom with sides, a
> baffle, and a top that will be riveted and laminated to the baffle and
the
> sides. I am copying the technique used by the RV builders where a 1/4"
> foam core is laminated between layers of the tank. All the material is
> fuel/solvent tolerant.
>
> This represents one big delay in covering the wings!
>
> Ron
>
>
>
>
> >
> >Hi Group: Just can't stand not getting my .02 worth in on the fuel
tank
> >bit. My original idea was to put a tapered tank - preferably
polypropylene
> >- in each wing root. That would give a maximum amount of fuselage
space,
> >and close in should not give too bad a pendulum effect. Also would
utilize
> >what is now empty space. Went so far as to contact an outfit in Oregon
> >that makes "roto-molded" ?? wing tanks for Kitfoxes. Heck of a nice guy
> >and we had a long + interesting conversation. Tanks just wouldn't quite
> >fit, though. Finally gave up when I couldn't figure out a practical (
> >simple ) way to vent the things so they would work folded or rigged
without
> >leaking all over the place. I still like the idea, though, and would
like
> >to hear thoughts + comments on them. Yeah, I know I have the 15 gal.,
but
> >it would still make great aux. tanks. Big Lar.
> >
> >
> >
> >
> >
>
>
>
________________________________________________________________________________
| From: | "Marino, Frank J (Youngstown ARB)" <Frank.Marino(at)yng.afres.af.mil> |
| Subject: | Tail heavy FS II |
OldPoops
Now I know why your called oldpoops or is it old-------- sorry can't say
nasty things on the net. You must know GeoR38, he would tell me the same
thing you just told me.
Frank
> ----------
> From: Richard Pike[SMTP:rpike(at)preferred.com]
> Sent: Tuesday, August 18, 1998 9:06 PM
> To: kolb-list(at)matronics.com
> Subject: RE: Kolb-List: Tail heavy FS II
>
>
>
> >
> >OK: here's the question of the day, I am about to take my first
> >passenger with me and would like to know what to expect for
> performance,
> >I have a MKIII with 582. The aircraft weighs at 490, I weigh *&^%$#
> >215 my pax will be about 200. what do some of you suggest besides
> losing
> >weight no comment from you GeoR38..
> >
> > Set the trim lever all the way to the rear...Heh, Heh, Heh
>
> Sorry, couldn't resist. But it will use more runway, climb
> slower,
> stall faster, and want the stick a lot further back before it
> unsticks. Enjoy!
>
> Richard Pike
> MKII N420P (42oldpoops)
>
>
>
>
>
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
| Subject: | Re: Panel Labels |
In a message dated 8/18/98 7:15:59 PM Pacific Daylight Time,
spectruminternational(at)email.msn.com writes:
<< I picture a foil or thin
>plastic label that will be nice looking, easily read, cleanable without
>erasing it, and fairly reasonably priced. >>
I'm going to use placards of laminated plastic. You know that stuff that
they cut through to show the white underneath. I found a place that makes
signes and they will do it quite cheap.
________________________________________________________________________________
| Subject: | Re: Re: Fuel Tanks |
Yes You are right. I should of said KR
See the example at
http://www.geocities.com/CapeCanaveral/Hangar/4136/fuel.html
I thought about this error on the way to work this morning.
Ron
>
>>sides. I am copying the technique used by the RV builders where a 1/4"
>>foam core is laminated between layers of the tank. All the material is
>>fuel/solvent tolerant.
>
>
>There must be something wrong with my RV-8 plans. There's no foam in
them. You
>must be thinking of one of those plastic planes :-)
>
>Rusty
>
>
>
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: Panel Labels |
Yeah, at work ( Ritz-Carlton, Rancho Mirage, CA.) we have the fancy,
computerized plaque and badge maker such as you describe, and it does a
beautiful job. Unfortunately, I had the panel built, gauges and switches
installed before I found out about the labelling requirement. So now I
have a need for some small, odd shaped labels. Just don't know if it's
feasible on that machine, but it might be worth a try..... See also my
response to Ron, bearing in mind "computerized." Thanks for the thought.
Big Lar.
----------
> From: Cavuontop(at)aol.com
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Panel Labels
> Date: Wednesday, August 19, 1998 6:17 AM
>
>
> In a message dated 8/18/98 7:15:59 PM Pacific Daylight Time,
> spectruminternational(at)email.msn.com writes:
>
> << I picture a foil or thin
> >plastic label that will be nice looking, easily read, cleanable without
> >erasing it, and fairly reasonably priced. >>
>
>
>
> I'm going to use placards of laminated plastic. You know that stuff
that
> they cut through to show the white underneath. I found a place that
makes
> signes and they will do it quite cheap.
>
>
>
________________________________________________________________________________
| From: | "Russell Duffy" <rad(at)pen.net> |
"Bruce Daughtry"
Hi again,
A better day than yesterday, but still not too promising for the pipe. Decided
that the prop damage was very minor, and fixed it with epoxy putty. This worked
very well and stayed in place throughout the running. Safety wired the muffler
springs, and tightened the bolt that I left loose yesterday. Added two more
washers under each rear motor mount to get a total of 5-1/4" clearance on the
prop rather than the 5" that I had before. Turned the pitch adjustment one turn
CW which puts it back to the original setting I had during the break-in and
initial test flights.
Made a static run at this setting and found the rpm to be 6200 (it was 6250 with
the stock muffler). CHT was still rising slowly at 400 degrees, and the EGT's
were about 1000. Ran for some time at 5500 rpm and the CHT's were about 350 with
EGT's in the 980 range.
Made a couple loops around the pattern. Climb rpm is about 6250 at 50 mph, and
the rate of climb seems to be in the 700 fpm range. These numbers are very early
and may not be very accurate. There is a delay in throttle response that's very
noticeable and could be quite annoying. During the static run, I couldn't get
the engine to run between 4300 and 5000 rpm. First impression is that there's no
significant performance improvement with the pipe. Second impression is that I
may have wasted a bunch of time and money. Still need to do some testing.
Russell Duffy
Navarre, FL
Kolb SlingShot N8754K (for sale-make reasonable offer)
RV-8, 80587 (wing skins)
rad(at)pen.net
________________________________________________________________________________
| From: | "Russell Duffy" <rad(at)pen.net> |
| Subject: | SlingShot - Final offer |
Hello again from stormy Florida,
Have I got a deal for you. After an incredibly wasted weekend, I've decided the
SS must go soon, so here's my final offer. You can be the proud owner of a very
white SS for the low low price of $11k. Yes that's right, $11k. This is a
couple hundred dollars cheaper than you could buy the complete kit with a 503,
and several thousand less than what I have invested, not to mention the 600
hours I spent building it.
My reasons for selling are many, but the plane isn't at fault. I firmly believe
that the SS is one of the best flying planes of it's type, but it just didn't
turn out to be what I wanted to own. The SS project was fun, and I'm happy with
the Kolb friends I've made along the way, but it just takes too much time and
money away from my RV-8 project so it's gotta go.
-Kolb SlingShot SS-003 - N8754K
-First flight - 9-28-97
-Current time - 44.2 hours
-Rotax 503 (new when installed)
-2-blade, 66" IVO quick adjust prop
-Manual start, no battery, empty weight about 400 lbs
-Panel has EIS, ASI, ALT, Compass, VSI
-Currently has 13 gallon tank in back seat area, but I have the original tanks
and seat.
-ELT installed
-Performance with stock Rotax exhaust- climb 800 fpm solo, cruise 80 mph/6000
rpm
-Currently have R&D pipe installed and performance is being tested.
I'm making this offer to the list first, then in a few days I'll post it on the
newsgroups and other net sites. I'm on vacation this week, so I will be hard to
reach by phone. You can e-mail me with a number to call you, or try my cell
phone 850-637-3614.
Call now, operators are standing by :-)
Russell Duffy
Navarre, FL
Kolb SlingShot N8754K (for sale)
RV-8, 80587 (wing skins)
rad(at)pen.net
________________________________________________________________________________
| From: | "Russell Duffy" <rad(at)pen.net> |
| Subject: | Better Day Sunday |
(note- this is a re-send because yesterday's copy didn't seem to make it
through)
Hi again,
A better day than yesterday, but still not too promising for the pipe. Decided
that the prop damage was very minor, and fixed it with epoxy putty. This worked
very well and stayed in place throughout the running. Safety wired the muffler
springs, and tightened the bolt that I left loose yesterday. Added two more
washers under each rear motor mount to get a total of 5-1/4" clearance on the
prop rather than the 5" that I had before. Turned the pitch adjustment one turn
CW which puts it back to the original setting I had during the break-in and
initial test flights.
Made a static run at this setting and found the rpm to be 6200 (it was 6250 with
the stock muffler). CHT was still rising slowly at 400 degrees, and the EGT's
were about 1000. Ran for some time at 5500 rpm and the CHT's were about 350 with
EGT's in the 980 range.
Made a couple loops around the pattern. Climb rpm is about 6250 at 50 mph, and
the rate of climb seems to be in the 700 fpm range. These numbers are very early
and may not be very accurate. There is a delay in throttle response that's very
noticeable and could be quite annoying. During the static run, I couldn't get
the engine to run between 4300 and 5000 rpm. First impression is that there's no
significant performance improvement with the pipe. Second impression is that I
may have wasted a bunch of time and money. Still need to do some testing.
Russell Duffy
Navarre, FL
Kolb SlingShot N8754K (for sale)
RV-8, 80587 (wing skins)
rad(at)pen.net
________________________________________________________________________________
| From: | "Russell Duffy" <rad(at)pen.net> |
| Subject: | Final Offer- SS Sale |
(note- this is a re-send because yesterday's copy didn't seem to make it
through)
Hello again from stormy Florida,
Have I got a deal for you. After an incredibly wasted weekend, I've decided the
SS must go soon, so here's my final offer. You can be the proud owner of a very
white SS for the low low price of $11k. Yes that's right, $11k. This is a
couple hundred dollars cheaper than you could buy the complete kit with a 503,
and several thousand less than what I have invested, not to mention the 600
hours I spent building it.
My reasons for selling are many, but the plane isn't at fault. I firmly believe
that the SS is one of the best flying planes of it's type, but it just didn't
turn out to be what I wanted to own. The SS project was fun, and I'm happy with
the Kolb friends I've made along the way, but it just takes too much time and
money away from my RV-8 project so it's gotta go.
-Kolb SlingShot SS-003 - N8754K
-First flight - 9-28-97
-Current time - 44.2 hours
-Rotax 503 (new when installed)
-2-blade, 66" IVO quick adjust prop
-Manual start, no battery, empty weight about 400 lbs
-Panel has EIS, ASI, ALT, Compass, VSI
-Currently has 13 gallon tank in back seat area, but I have the original tanks
and seat.
-ELT installed
-Performance with stock Rotax exhaust- climb 800 fpm solo, cruise 80 mph/6000
rpm
-Currently have R&D pipe installed and performance is being tested.
I'm making this offer to the list first, then in a few days I'll post it on the
newsgroups and other net sites. I'm on vacation this week, so I will be hard to
reach by phone. You can e-mail me with a number to call you, or try my cell
phone 850-637-3614.
Call now, operators are standing by :-)
Russell Duffy
Navarre, FL
Kolb SlingShot N8754K (for sale)
RV-8, 80587 (wing skins)
rad(at)pen.net
________________________________________________________________________________
| From: | "Russell Duffy" <rad(at)pen.net> |
Hi all,
First off, blame the extra copies of my messages on my ISP. The last 4 that you
got were sent Sunday and Monday but just now got delivered. Sorry.
Now for the minor pipe update. I called up R&D today to tell them I wasn't
getting any extra power. They told me that I was either way rich (not likely)
or way lean (probably). He asked about the plug colors, but I haven't looked at
them yet. It was on my list of things to do when I got back to the airport. On
his suspicion alone, I ordered a pair of 162 main jets to replace the 158's that
I currently have. Though my highest EGT has been about 1000, I expect he's
right about being too lean, and it's certainly the safer way to experiment.
Seems this is how the other Kolb seized now that I think about it. R&D says
that your EGT's should run 200 degrees cooler with the pipe, and I always
thought they meant you'd have to rejet to raise the temp. Now I wonder if they
didn't mean that you should set your temp goal at 200 degrees less than you
normally would (ie- 1000 degrees max rather than 1200).
I hope to have the jets in-hand Friday, so I'll get to play again maybe Friday
or Sunday.
Russell Duffy
Navarre, FL
Kolb SlingShot N8754K (can't afford to sell it)
RV-8, 80587 (Tanks- Aaaarrgh)
rad(at)pen.net
________________________________________________________________________________
| Subject: | Re: Loose strut pins |
<< John,
Did you ever notice this on your Original FireStar? Believe it or not,
I'm using the same lift pins that came with the kit 12 years ago. I
inspect them and they still look good. I have replaced the main clevis
pins, but I don't think I needed to do that either. There is very little
slop in those holes. This tells me a lot about the load on the pins. If
you are seeing that kind of wear, then it appears there might be more of
a load factor in the FS II than on the Original FS. What do you think?
Ralph Burlingame
Original FireStar >>
Ralph/ John ....I have the problem John described on my Firestar KX (1992),
namely that the strut holes only at the fuselage end of the lift struts are
elongating, and it is getting worse each year. I don't think it is too bad
yet but, I suppose more beefiness such as John hauck described or a small
harder bushing would be the answer. How bout you, Dennis, has this one ever
come up to you before?....................GeoR38
________________________________________________________________________________
| Subject: | Re: 150 messages in 3 days |
<< There's a few of us that do reply back to each other and not to the group
since the reply may be more personal and not relevant to the group. It
also depends on the mail application your using. I unsubscribed my
business address due to the fact that I couldn't tell who the originator
was without opening the message plus the increased volume of messages it
seemed to have caused. >>
Whenever I get in a replying mood, I always have some messages for the group
and some to an individual.............I have 2 buttons on my screen of which
only one now works!!!...................put it back,
please!........................................ GeoR38
________________________________________________________________________________
| From: | "Mike McLaughlin" <mclaughlin(at)codenet.net> |
Could you use some of the rub on letters available at some office supply
stores? Place I once worked used to do some custom development and used the
rub-on letters to spell out switch functions. As long as care was taken to
spell correctly and keep the letters aligned, it worked pretty well
(especially when we put on a clear coat of paint/sealer to protect the
letters from scrapes). Advantages of the method were that different size
and colors letters were available and letter placement could be adjusted as
needed.
> -----Original Message-----
> From: owner-kolb-list-server(at)matronics.com
> [mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of Larry Bourne
> Sent: Wednesday, August 19, 1998 12:09 PM
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Panel Labels
>
>
>
>
> Yeah, at work ( Ritz-Carlton, Rancho Mirage, CA.) we have the fancy,
> computerized plaque and badge maker such as you describe, and it does a
> beautiful job. Unfortunately, I had the panel built, gauges and switches
> installed before I found out about the labelling requirement. So now I
> have a need for some small, odd shaped labels. Just don't know if it's
> feasible on that machine, but it might be worth a try..... See also my
> response to Ron, bearing in mind "computerized." Thanks for the
> thought.
> Big Lar.
>
Some cut.
________________________________________________________________________________
| From: | rick106(at)JUNO.COM |
| Subject: | Re: New Message Setup |
Larry
Send me what you want to have labled, I have the setup to do plastic
lables
I will be glad to make them for you . Let me know what color ,and size
RICK LIBERSAT
writes:
>
>
>Hey Group: Seems to me that we really got hammered with messages
>right
>after Oshkosh. Level seems to have eased off to more of a normal
>level
>now. Also, and especially on tonights field, seems like there were a
>lot
>of repeats. Out of 34 messages waiting for me tonight, probably 10 or
>15
>were instant deletes. Yesterday afternoon, one of the U/L
>clubmembers
>came over to take a look at our efforts. This guy is building a
>(gasp)
>Titan Tornado, but still found a lot of things of great interest. Is
>it
>cool for him to sign on to this group ?? He thoroughly enjoyed the
>give
>and take and information presented.
>
>I've run into a small ( I hope ) snag in building my instrument panel.
> All
>switches have to be labelled, and of course, I'd like to make a nice
>job of
>it - without getting too crazy. In my minds eye, I picture a foil or
>thin
>plastic label that will be nice looking, easily read, cleanable
>without
>erasing it, and fairly reasonably priced. Trouble is, no one around
>here
>makes such things. I don't think I'm asking too much - am I ?? Any
>suggestions ?? What have others done ?? I'm also finding that
>making a
>wiring diagram as I go is far more of a struggle than I expected.
>
> Big Lar.
>
>
>
>
>
________________________________________________________________________________
| From: | rick106(at)JUNO.COM |
| Subject: | Re: New Message Setup |
Larry
Send me what you want to have labled, I have the setup to do plastic
lables
I will be glad to make them for you . Let me know what color ,and size
RICK LIBERSAT
writes:
>
>
>Hey Group: Seems to me that we really got hammered with messages
>right
>after Oshkosh. Level seems to have eased off to more of a normal
>level
>now. Also, and especially on tonights field, seems like there were a
>lot
>of repeats. Out of 34 messages waiting for me tonight, probably 10 or
>15
>were instant deletes. Yesterday afternoon, one of the U/L
>clubmembers
>came over to take a look at our efforts. This guy is building a
>(gasp)
>Titan Tornado, but still found a lot of things of great interest. Is
>it
>cool for him to sign on to this group ?? He thoroughly enjoyed the
>give
>and take and information presented.
>
>I've run into a small ( I hope ) snag in building my instrument panel.
> All
>switches have to be labelled, and of course, I'd like to make a nice
>job of
>it - without getting too crazy. In my minds eye, I picture a foil or
>thin
>plastic label that will be nice looking, easily read, cleanable
>without
>erasing it, and fairly reasonably priced. Trouble is, no one around
>here
>makes such things. I don't think I'm asking too much - am I ?? Any
>suggestions ?? What have others done ?? I'm also finding that
>making a
>wiring diagram as I go is far more of a struggle than I expected.
>
> Big Lar.
>
>
>
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Rick106 - labels |
Thanks Rick: Just today I bought a scanner for this beast I'm staring
at. It'll be good ( I hope ) practise to hand draw a portion of what I
need, scan it in, try to find it, and attach it to e-mail. Hoo boy !!!
Mama said there'd be days like this; just didn't say there'd be so many of
them. Big Lar.
________________________________________________________________________________
| From: | WGrooms511(at)aol.com |
| Subject: | Re: New Message Setup |
A TITAN TORNADO??? He's obviosly a heretic.
An unbalanced liberal Democrat!
A Clinton supporter!
But it might do him some good; like counseling.
Yea, let him in. But keep a close eye on him!
________________________________________________________________________________
| From: | "Ron Carroll " <ron.carroll(at)WORLDNET.ATT.NET> |
| Subject: | Fabric covering material |
This was originally directed to Ralph Burlingame, but John Jung and others
with an Original Firestar are also included.
Ralph, I have a little question that I figure you are the most experienced
person to ask. As you recall, I also have an older model Original Firestar
(1985, kit #015), with all the original building materials, including the
cloth to cover it with. I know it is *not* genuine Stits because it
doesn't have the Stits stencil every 36" on it. Obviously it is a *generic*
material, which worked well in the covering and painting processes.
My question to you is this: Have you had any problems with the fabric
being somewhat fragile? By that I mean do you have any problem with the
material ripping or tearing? Twice now I have had the material actually
rip. Yesterday I was putting in a fuel line and ran it through an opening
in the material behind the seat. I changed my mind and pulled it back out,
and as I did it sort of hung up and the material ripped about 3". I was
surprised, and now can't help but wonder if every time something either
bumps it I will wind up with a tear. I don't like the thought of having a
small unknown hole in the wing catch the winds during flight and have it
open up into a BIG hole causing unknown damage to me and the plane.
I was surprised to find that I am unable to reach the instrument panel while
seated at the controls. If I panel mount my Delcom 960, as I originally
planned, I won't be able to adjust the frequency or volume, adjust the
altimeter, change screens on the GPS. Do you have this problem also, or did
you do something to overcome it?
Also, I'm afraid I made my rudder control cables a bit too long because I
can barely reach the pedals while seated. BTW, did you put some sort of
stop on the rudder travel? I couldn't find anything in the plans so I put
in a couple of short 1/16'" cables attached to the horn that operates the
tailwheel. The cables are only about a foot long and go forward and attach
to the bottom of the small vertical fin at the bottom of the boom tube.
Works ok.
I'll send this to the list just in case someone else can offer some
suggestions.
Thanks,
Ron Carroll
Original Firestar
________________________________________________________________________________
| From: | "Russell Duffy" <rad(at)pen.net> |
| Subject: | Re: Fabric covering material |
>person to ask. As you recall, I also have an older model Original Firestar
>(1985, kit #015), with all the original building materials, including the
>cloth to cover it with. I know it is *not* genuine Stits because it
>doesn't have the Stits stencil every 36" on it. Obviously it is a *generic*
>material, which worked well in the covering and painting processes.
Hey Ron,
I'm not the expert you were hoping for, but I feel compelled to chime in anyway.
First, are you saying that this cloth you applied is 13 years old? That would
scare me enough to rip it off and start over with fresh cloth. My cloth
absolutely does not rip. It's easy to cut, but no way will it rip. I would
recommend that you find someone with a punch tester, and find out what the
strength of the fabric is. I fear you're going to be very disappointed at the
results, but happy that you know before you fly it.
What you have may very well be Stits, even though it doesn't have the stencil.
As I understand, the stencil is only required to be on the cloth that is
approved for use in certified planes. Most of what we use is too light for that
certification, therefore it doesn't get the stencil. The SS uses two different
fabric weights, one for the wings, and one for everything else. The wing fabric
is heavier, and bears the stencil, but the rest of the fabric does not.
I hope you can prove me wrong about the condition of your fabric.
Rusty
________________________________________________________________________________
| From: | Ben Ransom <ransom(at)mae.engr.ucdavis.edu> |
| Subject: | Re: Fabric covering material |
On Thu, 20 Aug 1998, Russell Duffy wrote:
>
> >person to ask. As you recall, I also have an older model Original Firestar
> >(1985, kit #015), with all the original building materials, including the
> >cloth to cover it with. I know it is *not* genuine Stits because it
> >doesn't have the Stits stencil every 36" on it. Obviously it is a *generic*
> >material, which worked well in the covering and painting processes.
>
>
> Hey Ron,
>
> I'm not the expert you were hoping for, but I feel compelled to chime in anyway.
> First, are you saying that this cloth you applied is 13 years old? That would
> scare me enough to rip it off and start over with fresh cloth. My cloth
>
> What you have may very well be Stits, even though it doesn't have the stencil.
> As I understand, the stencil is only required to be on the cloth that is
> approved for use in certified planes. Most of what we use is too light for that
> certification, therefore it doesn't get the stencil. The SS uses two different
> fabric weights, one for the wings, and one for everything else. The wing fabric
I'm also not the expert you were looking for, but...
I take it that maybe the fabric you have is not on the plane yet?
Good news, is that even if you wanted to buy new fabric for the whole
plane, it is cheap. (Very cheap compared to fabric that tears mid-air)
FWIW, my FSKXP came with that durn Stits stencil on all of the fabric,
and I was kind of pissed off trying to have it not show thru the paint.
The fabric was all same (light) weight for the KXP. For real answers
you could call Kolb's Stits supplier:
Randy
R&R Aircraft Supply
(616) 683-2594 (MI)
Ben Ransom
http://mae.ucdavis.edu/~ransom
________________________________________________________________________________
| From: | "Ron Christensen" <spectruminternational(at)email.msn.com> |
| Subject: | Re: Panel Labels |
-----Original Message-----
From: Mike McLaughlin <mclaughlin(at)codenet.net>
Date: Wednesday, August 19, 1998 7:19 PM
Subject: RE: Kolb-List: Panel Labels
>
>Could you use some of the rub on letters available at some office supply
>stores? Place I once worked used to do some custom development and used
the
>rub-on letters to spell out switch functions. As long as care was taken to
>spell correctly and keep the letters aligned, it worked pretty well
>(especially when we put on a clear coat of paint/sealer to protect the
>letters from scrapes). Advantages of the method were that different size
>and colors letters were available and letter placement could be adjusted as
>needed.
>
===================================================
Hi Mike:
I tried the stick-on letter approach first and found that using a computer
to produce the labels was a BIG BUNCH easier. With the computer, you can
set your own font size and color, and of course letter alignment is not an
issue. Lamination with plastic after they are printed also provides great
permanence. Anyway, it worked well for me.
Ron Christensen
________________________________________________________________________________
| From: | swidersk <swidersk(at)digital.net> |
| Subject: | Re: Loose strut pins, |
All the pins in my ridgid gear UltraStar became very sloppy after about 50hrs.
I Drilled & then reamed to a perfect fit to the next larger size (5/16). Those
too
soon became sloppy. I then redrilled & installed "Oillite" [spelling?] bushings
with a pressed fit, using Stud-locking Locktite additionally. The pins were
originally 1/4", but 1/4" I.D. oillite bushings & 1/4" AN bolts were too loose
of a
fit, so I used 3/16" I.D. bushings, then drilled & reamed them to fit. To ease
installatioin of the pins, I used AN bolts that I ground the threads off to a taper
& then repolished the bolts & drilled them to except a safety pin. I did not use
oil as I feared sand/dirt would stick to it & grind away the metal. I did
regularly spay them with WD40. After 200+ hrs. they were still perfect when I
sold
the plane. As I never heard of this being done before, I was leary that the
bushings might eventually crack. I never saw evidence of that happening. For
this
reason though, I would leave the bushing material as thick as possible. Also there
is a formula (I forgot it) for how close to the edge you can drill your hole
without compromising strength, this must never be exceeded!
Jim Gerken wrote:
>
> My Mkiii has 49.9 hrs on it. It also is showing progressively more and more
> wear in the main spar and lift strut pin holes. I am very attentive to the
> holes' condition because before my Mkiii was completed I read (I think it was)
> Kim Steiner's post of a couple years ago asking what to do about worn and
> sloppy main spar (or lift strut) pin holes. I think he attributed the wear to
> engine vibration. At that time I believe he was considering drilling them out
> to the next available A/C clevis pin size, but I don't really know what he did.
>
> My lift strut and main spar pin holes were very tight initially and difficult
> to put pins in and out.
> There was no paint in the holes as they were drilled after painting and
> powdercoating. The main spar pin holes are showing the most wear and have
> progressed now to the point I'd call them loose (maybe now 0.020" oversized).
> I fly from a grass strip and trailer each time. My strip is quite good but not
> as smooth as paved of course. The wear progression has been linear (equal over
> time, not happening all at once). Trailering and setting up each flight has
> shown me the progression (if I did not actually put the pins in and out each
> time I wouldn't have noticed the wear, it is not evident in flight). I am a
> conservative pilot and so I do not consider the wear to be a safety issue at
> this point. The pins themselves do not feel worn, at least there is no evident
> grooving, although they could be partly to blame for the extra clearance.
>
> I consider any part of the design that wears or deteriorates during transport
> or operation from un-improved field to be a design weakness as these are some
> of the advantages advertised for Kolbs and were right at the top of my list
> when purchasing. Design weaknesses don't scare me off, but they do require
> some extra labor to redesign and rebuild.
>
> I will be completing a hangar in the next 30 days and at that time I will be
> greasing the lift strut and main spar pin holes and bolting the airframe up
> tight with spacers. I expect this will slow the wear process of these parts
> greatly.
>
> MY ADVICE: Grease your pins now. At least you can reduce the metal-metal
> contact and abrasion. You cannot reduce the pressure or the vibration but you
> CAN reduce the resultant friction with a light layer of lubrication. I don't
> know if there is any "Accepted Standards of Aircraft Design" that would
> preclude lubrication of clevis pins, better check that out tonight.
> I know it is a hassle handling greasy pins, I have been putting it off myself.
>
> DENNIS: I would like to recommend you consider appending the Builder's Manual
> to suggest lubrication of the lift strut and main spar pins periodically. I
> just checked my copy of the Manual and the lift strut and main spar pins are
> not listed in the Periodic Maintenance list to be lubed. A nice white lithium
> sparingly applied and mostly wiped off seems like an adequate lube for this
> application, if maintained properly. I am assuming this is OK from a safety
> standpoint and meets the A/C accepted standards... Thanks
> for asking.
>
> Jim Gerken
>
>
>
> << My FSII only has about 50 hours and I
> don't recall any slop in those connections when I first assembled it. Is
> this serious? Has anyone else experienced it and fixed it? >>
>
> There could be a couple explanations:
>
> 1) It was there before and you didn't notice it.
>
> 2) There might have been a lip or burr which resulted in a tighter fitting
> pin, but which was "smoothed down" by 50 hrs of operation.
>
> I seriously doubt that they were tight originally - and now 50 hrs later there
> has been that much wear. Our Mark-III has almost 900 hours, and yes, there is
> a small amount of movement in the wing when you pick up the tip.
>
> ...
>
> I think there have been some rare instances of hole elongation, but I think
> that was due to excessively rough strips and lots of taxi time. Hole or pin
> wear has not been a problem with any of our demonstrator aircraft.
>
> I appreciated the responses to this question, I would like to hear from others
> who may have some light to shed on this issue.
>
> Dennis
> Pres Kolb Aircraft
>
>
>
>
________________________________________________________________________________
| From: | Bob Gross <rpgross(at)yahoo.com> |
| Subject: | Re: Fabric covering material |
Hi ron,
Welcome to the club. I think you will find the inst panel
accessable if you try this. Replace you original seatbelt with a four
point harness. Then when you loosen the shoulder harnesses you can
reach forward to adjust instruments etc. works fine and a lot better
than the single shoulder strap.
I have not found the fabric to be too fragile. Be careful, use
plastic re-enforcing tape where needed and all will last a long time.
FYI...
I fly a.....
1987 Original FS (completed in 1995)
Rotax 377 prov 4
about 41 hrs
BRS-5-ul2
66" two blade IVO prop
full instruments
kuntzelman tip strobes
5 gal fuel
hegar wheels-no brakes
no windshield
I get....
about 2.7 GPH at 5700 @ 55mph
about 45 mph @ 5000 rpm (real quiet)
pull start first time severy time (have primer)
stall at 29 mph
cheers.....
Bob
==
Captain Robert P. Gross
American Airlines MIA
561-744-8055
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
| Subject: | Re: Fabric covering material |
Ahoy, Ron. I have a little FireFly and I'm maybe 5-7 on a good day. I
put, somewhat temporarily, 5/8 square wood pcs on rudder pedals so that
I could get full travel. Also I can't hit buttons on EIS on panel with
seat belt on. Have the two left buttons remoted under left edge of seat,
Oh yes, have short arms, too! Grey Baron
________________________________________________________________________________
| From: | MitchMnD(at)aol.com |
| Subject: | Can't reach Instr Pnl or peddles |
I have encountered both of the subject problems. I removed the belt clip
from my AirCom 960 and replaced it with a flat piece of aluminum that extends
up above the top of the unit and is formed to exactly fit over the top of the
tube on the left side of the cockpit. A little Velcro and voila! It ended up
at my left hip and I can easily see what frequency I am on and adjust if
necessary. My feet now reach the peddles because I have placed a 2" thick
life preserver at the back of the seat (There are a lot of lakes in FL). This
shifted me and the cg forward so that I can reach the peddles and helps on my
aft cg problem. Duane Mitchell, Tallahassee FL
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: Fabric covering material |
Ron,
I agree with Rusty on the fabric. You should test it. My fabric was
almost impossible to rip.
About the rudder stop: Kolb has one now. I added it to my original
Firestar to prevent the elevator from contacting the rudder. This can
happen on takeoff in a crosswind from the right. You will be using left
rudder normally on takeoff, and with the crosswind you will need more.
Now if you are just a little slow on the rudder, like I was until I got
used to the Firestar, you will need all the rudder. Using all the rudder
without a stop will leave cresent marks on the rudder.
John Jung
Firestar II N6163J
SE Wisconsin
________________________________________________________________________________
| From: | MitchMnD(at)aol.com |
| Subject: | Re: FireFly Trailer |
Bill Tuten a fellow FF builder in Florida asked for more info on my trailer
(portable hangar?) and I thought others may also be interested. I designed
the trailer and got the builder started before the plane was finished. I
didn't want to be building the trailer while I was getting all the kinks out
of my plane. He charged me about $3,600 for my rain tight, aluminum covered,
steel tube framed, lightweight trailer. It has state of the art surge brakes,
plywood floors, 5 windows and it weighs under 1,800 Lbs. I can tow it with my
4 Cyl Nissan pick-up, but with my Ford 150 I have to keep looking back to see
if it is still there. It measures 7' X 7' X 20 -1/2' on the inside and uses a
single axle to facilitate lifting the front end for loading. About the first
third of the enclosure is sloaped at a 22.5 degree angle to make it more
aerodynamic. The wheels are out-board and rubber torsion suspension is used
to resist swaying. The smartest (luckyest) thing I did was find a builder who
knew what he was doing. The only caution is that this is a single purpose
trailer than has max carrying capacity far below that of those 2 ton trailers
used for hauling cars, tracktors, pianos etc. Duane Mitchell Tallahassee FL
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: Fabric covering material |
Hi Ron: I know I'm redundant, but I have to add my voice to the
others. If you can rip that material by hand, get rid of it. Don't
question it, throw it !!! New material is cheap. Your butt isn't.
Big Lar.
----------
> From: Ron Carroll <ron.carroll(at)WORLDNET.ATT.NET>
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: Fabric covering material
> Date: Thursday, August 20, 1998 8:14 AM
>
>
> This was originally directed to Ralph Burlingame, but John Jung and
others
> with an Original Firestar are also included.
>
>
> Ralph, I have a little question that I figure you are the most
experienced
> person to ask. As you recall, I also have an older model Original
Firestar
> (1985, kit #015), with all the original building materials, including the
> cloth to cover it with. I know it is *not* genuine Stits because it
> doesn't have the Stits stencil every 36" on it. Obviously it is a
*generic*
> material, which worked well in the covering and painting processes.
>
> My question to you is this: Have you had any problems with the fabric
> being somewhat fragile? By that I mean do you have any problem with the
> material ripping or tearing? Twice now I have had the material
actually
> rip. Yesterday I was putting in a fuel line and ran it through an
opening
> in the material behind the seat. I changed my mind and pulled it back
out,
> and as I did it sort of hung up and the material ripped about 3". I was
> surprised, and now can't help but wonder if every time something either
> bumps it I will wind up with a tear. I don't like the thought of having
a
> small unknown hole in the wing catch the winds during flight and have
it
> open up into a BIG hole causing unknown damage to me and the plane.
>
> I was surprised to find that I am unable to reach the instrument panel
while
> seated at the controls. If I panel mount my Delcom 960, as I originally
> planned, I won't be able to adjust the frequency or volume, adjust the
> altimeter, change screens on the GPS. Do you have this problem also, or
did
> you do something to overcome it?
>
> Also, I'm afraid I made my rudder control cables a bit too long because I
> can barely reach the pedals while seated. BTW, did you put some sort of
> stop on the rudder travel? I couldn't find anything in the plans so I
put
> in a couple of short 1/16'" cables attached to the horn that operates the
> tailwheel. The cables are only about a foot long and go forward and
attach
> to the bottom of the small vertical fin at the bottom of the boom tube.
> Works ok.
>
> I'll send this to the list just in case someone else can offer some
> suggestions.
>
> Thanks,
>
> Ron Carroll
> Original Firestar
>
>
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: New Message Setup |
All this is true, but there is hope. After all, he IS a pilot, and he IS
building a flying machine, ( 2nd best, but still - - - ), and of course,
he IS associating with, and hearing the true word from, a certified Kolber.
( This is good - right ?? Right ?? ) Big Lar.
----------
> From: WGrooms511(at)aol.com
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: New Message Setup
> Date: Thursday, August 20, 1998 4:28 AM
>
>
> A TITAN TORNADO??? He's obviosly a heretic.
> An unbalanced liberal Democrat!
> A Clinton supporter!
> But it might do him some good; like counseling.
> Yea, let him in. But keep a close eye on him!
>
>
>
________________________________________________________________________________
| From: | "Russell Duffy" <rad(at)pen.net> |
| Subject: | Re: RV-List: Pitot/Static/Transponder certification |
August 10, 1998 - August 20, 1998
Kolb-Archive.digest.vol-au