Kolb-Archive.digest.vol-be
December 10, 1998 - December 29, 1998
John
I installed the EIS in my MK III with the 912 and I like it very much. Greg at
EIS was very helpful with any questions on wiring. It has worked without a
problem from day one. I have been flying the plane one year and 2 months and have
128 hrs. I have set the warning light to come on if any setting reaches a
caution parameter instead of having it come on when your at the red line. I have
a little laminated chart that has all my operating ranges and if the red light
comes on, I can quickly determine course of action and I have a little time since
my settings are set at caution parameters. It doesn't take long to remember what
the numbers should be. Besides, I would not have had room on the dash for all
the
instruments.
Terry
BICUM(at)aol.com wrote:
>
> Hello group,
>
> I'm am approaching decision time on the instrumentation I'll be putting in my
> Mark III. I'm on the fence between analog gauges and the EIS system. I know
> one of the advantages of the EIS is panel space. In the flying that I've done
> to this point I have gotten use to monitoring things on analog gauges. Right
> or wrong, my method has been where the needle is and is it changing. I am
> apprehensive about remembering a number and doing the math to decide if it is
> significant. I've learned to look for ways to reduce mental load as I get
> older.
>
> Another concern is the reliability of the EIS system. Has anyone that is
> using this system had any failures? Having most of your instrumentation in
> one box can force you into a quick termination of the flight should you have
a
> failure. Losing a single CHT gauge may give you a little more time.
>
> If anyone has had a failure of the EIS, what kind of service did you get? How
> long where you grounded?
>
> I'd appreciate any help from those of you that have experience or opinions on
> either side of the fence.
>
> Thanks for help any help on this and for all the help in the past.
>
> John Bickham
> M3-308
> St. Francisville, LA
>
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________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: Wing Spar Attach |
Hi Rick: Thanks very much ! ! ! I printed out your message and
clipped it to my builders' manual. Due to space constraints, it wasn't
possible to do this when I set it up. That's why I went through what I did
with cords, shims, re-measuring and the like. The tail boom wasn't even
mounted yet, the plane was turned sideways on a 7' wide porch with 2 pieces
of large sewer pipe and a 90 holding the whole thing square, the wheels
off, and the axles and uh, pipe, bolted solid to the floor, and all
carefully levelled. The neighbors had a ball with that, saying that if I
scared myself at least I was set up to take care of the results. Har. One
of them is a retired machinist, and I had him go over it thoroughly to
double check my work. When we were both satisfied, then the holes were
drilled. In a week or 2 I'll be moving it out into the driveway for full
size fitting and trimming. Wish me luck. Big Lar.
------> From: rick106(at)juno.com
> To: kolb-list(at)matronics.com
> Cc: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Wing Spar Attach
> Date: Sunday, December 06, 1998 7:54 PM
>
>
> Lar
> I will try to keep it short ...with the wings blocked up and you are
> walking from the leading edge to check the line that you have running
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: Gauges or EIS? |
Yeah, but some of us old farts just feel better with analog. I use both
analog and digital test meters in my work, and the digital is indeed more
precise. However, I've used analog all my career, and I can sometimes
infer subtleties from the WAY a needle moves. I know, I know, but dog-gone
it, I LIKE watching needles. ( In comparison ) AND, if I think I'm
turning 3500, and it's really only 3470 - - - Oh well - - - .
Big Lar.
----------
> From: Raymond L Lujon <rayul(at)juno.com>
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Gauges or EIS?
> Date: Thursday, December 10, 1998 4:58 PM
>
>
>
> >snip<
> > I'd appreciate any help from those of you that have experience or
> opinions on
> > either side of the fence. >>
>
> John....I have flown with both. EIS, being digital is easier to read to a
> precise and accurate degree flight and engine conditions than analog
> gauges. Example....Analog reads about 5200 rpm......EIS reads exactly
> 5160 rpm.
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
Hi Group: I should add a small p.s. to my posting of a few minutes ago.
Tho' I did go with analog gauges, I also ( as I've mentioned in much
earlier postings ) added "idiot lights" to grab my attention when
necessary, cause as the man said a week or so ago - the reason we're up
there is to look around and sight-se, not stare at instruments - any
instruments. Big Lar.
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: Im interrested in finding about your ultra-lights |
You're right on as usual, Ben. As an extension of your thought, I'll bet
if someone with a problem put it on this list and said something like "
Help, help, I'm in gear and building and I'm stuck on -----", I'll bet
others on the group would fall all over themselves to help out. 'Course,
might just stir up storms of controversy too, huh ?? Nah ! !
Big Lar.
----------
>
Sometimes you need a brief two-way conversation. In addition
> to Kolb I would advocate mutual builder support -- get a friend on this
> list maybe, including his phone number, or an EAA buddy.
>
> Anybody if you have a Firestar question that I might be able to help
> of it. Email in advance (now for example) if you want my number.
>
> Ben Ransom
> http://mae.ucdavis.edu/~ransom
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Im interrested in finding about your ultra-lights |
I may have spent a misled career but in my line of work the ribs in a D cell
are there to react chordwise load which translates to transferring shear
between the rib and the skin, The Moni,cri-cri and the latest form of the
cloud dancer all relied on gluing various stuff to aluminum and all have had a
bad effect on their pilot, No company, especially amateurs can do this with
any consistency and the process is not used by the big boys where a failure
will kill you.
Dick C
________________________________________________________________________________
| From: | rick106(at)juno.com |
| Subject: | Re: Wing Spar Attach |
Lar
Sounds like you got it going your way, If I may .... can I suggest a
couple of things that you may want to think about. First on the covering
if you have not covered yet on the vertical fin from the top to the
bottom of the leading edge about the half way distance between top to
bottom of the diagonal leading edge add a pice of tubing the same
size as the trailing edge put it from the leading edge to the
trailing edge the reason for this is so when you put the STITTS on and
srink it you WILL NOT put a boe in the leading edge I hope this makes
since to you if it dose not please try to understand what I am trying
to say its hard for me to try to explain without drawing a pic . by doing
this you will be able to get the vertical fin fabric tight .
the other tid bit that I may recommends is this I got a 5/8 rod about
6ft. long put the landing gear legs on and run this rod from axal to
axal what this will do is get both axers in line and will save you the
time of drawing a line on the floor ,and using the 2x4 thing that the
manual ask you to do hope I don't sound like a know it all I don't
!!
but I think this will make it easer for you. What size engine do you
plane to use.I went with the 582 If you need something let me know or
you want to call i can give you my #
when it gets tine for your N# i CAN MAKE IT FOR YOU . no charge at all
I have the equipt to make this also I will make the tags that you will
need to put inside the cab
such egt temp water temp values, egt, cht and the such
Rick Libersat
writes:
>
>
>Hi Rick: Thanks very much ! ! ! I printed out your message and
>clipped it to my builders' manual. Due to space constraints, it
>wasn't
>possible to do this when I set it up. That's why I went through what
>I did
>with cords, shims, re-measuring and the like. The tail boom wasn't
>even
>mounted yet, the plane was turned sideways on a 7' wide porch with 2
>pieces
>of large sewer pipe and a 90 holding the whole thing square, the
>wheels
>off, and the axles and uh, pipe, bolted solid to the floor, and all
>carefully levelled. The neighbors had a ball with that, saying that
>if I
>scared myself at least I was set up to take care of the results. Har.
> One
>of them is a retired machinist, and I had him go over it thoroughly to
>double check my work. When we were both satisfied, then the holes
>were
>drilled. In a week or 2 I'll be moving it out into the driveway for
>full
>size fitting and trimming. Wish me luck. Big Lar.
>
>
>------> From: rick106(at)juno.com
>> To: kolb-list(at)matronics.com
>> Cc: kolb-list(at)matronics.com
>> Subject: Re: Kolb-List: Wing Spar Attach
>> Date: Sunday, December 06, 1998 7:54 PM
>>
>>
>> Lar
>> I will try to keep it short ...with the wings blocked up and you are
>> walking from the leading edge to check the line that you have
>running
>
>
>
>
> List Support Contributions:
>http://www.matronics.com/contribution
>
>
>
________________________________________________________________________________
| Subject: | Re: Im interrested in finding about your ultra-lights |
<< >Geoff Smart
>
> oh yea ... well ... my mom can beat up your dad!
>
> Dennis (lighen the airplane - not the brain) Souder
> Pres Kolb Aircraft
>
> how did he get that name!!!!
>
This is getting rather childish. I thought I was listening to all
legitimate interests on both side of the fence from intelligent people.
Well, guess I was wrong.
>>
Well, I KNOW that I'm intelligent, ...................but thank God, I also
have a sense of humor, and so do ALL of the ones represented here except
possibly for the last respondent.
...............................................GeoR38 the ol glider pilot
________________________________________________________________________________
| From: | Ben Ransom <ransom(at)mae.engr.ucdavis.edu> |
| Subject: | Re: Wing Spar Attach |
On Thu, 10 Dec 1998, Larry Bourne wrote:
> of large sewer pipe and a 90 holding the whole thing square, the wheels
Larry:
Leveling with sewer pipe? I like it!
Dennis ...the video is taking shape after all. :)
-Ben Ransom
________________________________________________________________________________
| Subject: | Re: Im interrested in finding about your ultra-lights |
In a message dated 12/10/98 9:12:41 PM Pacific Standard Time, Frcole(at)aol.com
writes:
<< may have spent a misled career but in my line of work the ribs in a D cell
are there to react chordwise load which translates to transferring shear
between the rib and the skin, The Moni,cri-cri and the latest form of the
cloud dancer all relied on gluing various stuff to aluminum and all have had
a
bad effect on their pilot, No company, especially amateurs can do this with
any consistency and the process is not used by the big boys where a failure
will kill you. >>
If you are still reffering to Titans, you have overlooked the fact that loads
both chordwise and spanwise are carried by the skins and the rivets that
fasten the skins to the spar. The foam ribs only serve to preserve the shape
of the leading edge. The adhesive carries none of the load.
As a pilot who has built and flown both Kolb and Titan, I find that they are
both very good planes, both very forgiving in handling traits but let's face
it, they were designed with different missions in mind. Each meets its
mission goals VERY well.
One thing is clear from this overly long discussion of Kolbs vs Titans is that
were are all very passionate about our own choices of planes. However, we
shouldn't let this passion substitute for knowlege and good sense when talking
about other makes of UL's and light planes.
Pete Krotje
________________________________________________________________________________
| From: | "Bob Christ" <forum(at)chesco.com> |
| Subject: | North Pole Kolb Flight |
I lead an expedition each year staging through Russia to the Geographic
North Pole. I am organizing a group of experimental aircraft to fly from
the ice airport located at approximately 89 21.3N, 90 15.0E to the
Geographic North Pole. An ice airport is set up each year in February in
support of many different expeditions to the ice cap and is run by a
Russian company. There is a settlement at the ice airport with medical
supplies, multiple Mi-8 large helicopters, VHF/UHF/SATCOMs/SARSAT/SSB and
such comms, and fuel/heating facilities at both the ice airport and the
temporary camps at the North Pole.
I spoke with Bill Martin at the factory. It is technically feasible - it
is just that no one has done it as yet.
The plan:
Fly the experimentals inside of the An-74 STOL transport category aircraft
to the ice airport. From there, assemble the wings, warm the engines and
fly to the North Pole. There are some technical issues involved with Polar
Navigation which will need to be resolved. That is a matter of education.
We can also put a Russian Arctic pilot aboard one of the aircraft and fly
in formation. The flight from the ice airport is approximately 80km. That
means we are never more than 40-60 km away from a helicopter in case of
mechanical failure.
Please let me know if any of you folks on the Kolb list are interested. It
would be something interesting to talk about at Oshkosh.
The cost per person is $6,000 (all inclusive) plus airfare to Moscow and
cold weather clothing. I have no idea what will be the cost to transport
the Kolb to the ice airport or to Russia. Those details can be resolved.
The project is doable.
The web page for this is located at:
http://www.chesco.com/~forum/NorthPole/np.html
Bob Christ
West Chester, PA
(610)431-3237 (phone)
________________________________________________________________________________
| From: | "youngblood" <barry(at)hcis.net> |
| Subject: | Re: Im interrested in finding about your ultra-lights |
-----Original Message-----
From: Dennis Souder <flykolb(at)epix.net>
Date: Thursday, December 10, 1998 8:30 PM
Subject: Re: Kolb-List: Im interrested in finding about your ultra-lights
>
Can anyone tell me how to subscribe to FLY-UL group. Thanks
Barry
>
>Furthermore, there is no reason to expect "all legitimate interest on both
>sides of the fence" from a dedicated Kolb group - we are biased, there are
>just too many of us! That is our right - it is our group. I would suggest
>the FLY-UL group, that is a much more general group.
>
________________________________________________________________________________
| From: | "youngblood" <barry(at)hcis.net> |
| Subject: | Re: Wing Spar Attach |
-----Original Message-----
From: rick106(at)juno.com <rick106(at)juno.com>
Date: Thursday, December 10, 1998 11:43 PM
Subject: Re: Kolb-List: Wing Spar Attach
>the other tid bit that I may recommends is this I got a 5/8 rod about
>6ft. long put the landing gear legs on and run this rod from axal to
>axal what this will do is get both axers in line and will save you the
>time of drawing a line on the floor ,and using the 2x4 thing that the
>manual ask you to do hope I don't sound like a know it all
>I tried the rod across the axel tubes also and can tell you that although
the wheels are in exact alignment with each other, they will not be exactly
aligned with the fuselage.
Barry
________________________________________________________________________________
| From: | "Christopher John Armstrong" <Tophera(at)centuryinter.net> |
| Subject: | Re: Changing CG by Shortening Tailboom??? |
>>When I replaced the tailboom, it was the length called for in the
>>plans. Thought I had a new airplane on the first flight. Don't think
>>I'll do any tailboom butchering in the future. Homer knew how long the
>>tailboom needed to be when he designed the MK III. He always proves to
>>be a hell of a lot better designer (and Dennis) than me. I am no
>>designer, just a shade tree mechanic that loves to build and fly.
>>
>>john h
>>
>>
>
> I stand corrected. I am puzzled why there was such a diffrence maybe
>Dennis could explain.
>
>Woody
Stability comes from the distance the center of gravity is ahead of the
aerodynamic center. Period. if you move the tail forward you move the AC
forward and reduce stability. if you move the cg back you reduce stability.
Tails are measured by engineers by the "tail volume" which is area times
length to the cg, units feet cubed, so it is like a volume but really an
area times a momment arm. if you want to use a shorter arm then increase
the area to maintain the same volume and you get the same static stability.
for dynamic stability the longer the arm the better even for the same tail
volume. planes that feel rock solid have relatively large tail volumes and
long momment arms.
Topher
________________________________________________________________________________
| From: | john hauck <hawk36(at)mindspring.com> |
| Subject: | Re: North Pole Kolb Flight |
>
>I lead an expedition each year staging through Russia to the Geographic
>North Pole. I am organizing a group of experimental aircraft to fly from
Hey Gang:
Sounds like a lot of fun, with one exception. You only get to fly a few
km. Who wants to pay someone $6000 to haul your Kolbina Russian
transport. I build my airplanes to fly, and as such, have never trailered
one of them, except from airstrip home for maintenance (serious).
Now if you want to fly from Alabama to the North Pole, in your Kolb, then
that's a horse of a different color. hehehe I made it to within 1200 miles
of the North Pole June 1994, Prudhoe Bay, Alaska. Pretty close,
considering with fuel support and a gift of good weather from God, I was
only two days, by MK III, from the North Pole.
Oh well, I made it and spent a few days at Bradley Sky Ranch (local
airport), North Pole, Alaska. Home of Santa Claus and Mrs. Claus. If you
don't believe me, just search for North Pole, Ak, and Santa Claus on the
Web. So there!!! hehehe
When are we leaving?
john h
________________________________________________________________________________
| From: | "Christopher John Armstrong" <Tophera(at)centuryinter.net> |
| Subject: | Re: Im interrested in finding about your ultra-lights |
->Sorry- The Titan D-cell uses foam ribs to HELP hold the shape of the
D-cell.
>There is no structural necessity to them other than that. The
triplex-layered
>aluminum L-channel top and bottom handle all the bending loads along with
the
>stressed skin design. Over 7 G's.
When the wing on these types of structures bends it trys to put a kink in
the skin of the d-cell which carries torsional loads. if the skin does
kink, it can very quickly lead to several failure modes. the foams job is
to prevent the skin from kinking, and is critical to the design. if the
foam delaminates from the skin or the foam compresses or twists under the
skin the skin will kink and the wing will fail. If well designed that is
not a problem and Mark designed the thundergull quite well. The Titan
company makes a great copy of the thundergull and is probably well designed
too. I might even say that for a slightly heavier,less STOL, faster, less
stable and more expensive plane it is one of the closest competitors to a
Kolb.
Topher
________________________________________________________________________________
| From: | Ben Ransom <ransom(at)mae.engr.ucdavis.edu> |
| Subject: | By now we've said all there is to say |
I just thought I'd toss in a thought on Kolb list content.
I personally have been on the kolb lists as long as they have been
around, and even had a few Kolb builder email contacts before a list was
ever established. By now I'm pretty sure we have discussed everything
there is to discuss. With this in mind, I personally don't mind seeing
the slightly off-topic stuff, such as comparison to Titan, come up
once in awhile. Yes the list should remain Kolb, but minor deviations
to compare to other aircraft seem valid for the list too. I also have
gotten a little thicker skinned. People, myself included, like to
spout off a bit on the list -- somehow the self-made pulpit of freely
"publishing" compells us to speak without much inhibition. Knowing this,
it is not worth getting all whomped up when someone proclaims Titans the
best or perhaps a "you're nuts" in return. Still, we should be polite
anyway, cuz we undoubtedly will unintentionally offend somebody even
with our best manners. Don't anybody run off mad; it is just not that
big a deal. Life's too short for that.
Ben Ransom
http://mae.ucdavis.edu/~ransom
Aw geez, nothin on the list now and I gotta get to work.
________________________________________________________________________________
| From: | WGrooms511(at)aol.com |
| Subject: | Re: Im interrested in finding about your ultra-lights |
Mr.Burlingame:
The last thing I would intend to do is to insult you, but I must say, that
you remind me a lot of the ad on the radio for Trane heat pumps. This ad
features an old codger saying that when he was young they had to huddle around
the middle of a room and breath on each other for warmth. They lived on the
edge! The edge of frostbite and pneumonia that is.
Think about it Ralph. You order your new Kolb kit, and after what seems
like an infinity of waiting, the truck pulls up to deliver it. You excitedly
open the box, and there on top is a video that you quickly pop into your
player.
The video opens with an introduction to Mr. Homer Kolb, the patriarch and
master designer himself, followed by an interview about the old days at Kolb
(You will especially like that part). Next you get a hearty greeting from the
CEO Dennis Souder congratulating you on your purchase and assuring you that
everything that can be done to insure your safe and satisfactory completion of
your kit has been done.
A quick pictorial tour of the beautiful Kolb factory in the lovely rolling
hills of southern Pa, and an introduction to all the employees that work at
Kolb.
Now that you feel like a part of the family, the video features Kolb's most
experienced man showing you in great detail, how to construct the tail of your
airplane. Cautioning you not to do make this mistake or that, but to do it
like this, for a good job. The tape goes on to show in great detail, how to
put together each component correctly.
Makes you feel like they really treat you right doesn't it Ralph? Makes
you feel like Kolb is the greatest company in the world, that nothing is too
good for it' customers doesn't it? Makes you feel like bragging about their
unlimited service.
Well, all this is possible for the price of a video camera and about two
tapes.
Seems cheap doesn't it Ralph?
Think about the hours of pouring over the plans trying to figure out what
they mean
that you won't have to spend. Think about all the decisions you had to make
about what they meant in the plans. Knowing that a wrong decision might mean
mega bucks to correct, or worse.
Ralph, the war is over. Take my hand and walk with me into the future.
It's O K
It's for your own benefit.
W Grooms
________________________________________________________________________________
| From: | john hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Im interrested in finding about your |
ultra-lights
>
>Mr.Burlingame:
> The last thing I would intend to do is to insult you, but I must say,
that
> Ralph, the war is over. Take my hand and walk with me into the future.
>It's O K
>It's for your own benefit.
>W Grooms
>
Hi Gang:
Mr Grooms reminds me a lot of the guy in Washington they are trying to
impeach, "Walk across this bridge with me into the 20th century." Or maybe
a used car salesman. hehehe
I got started with Kolb Co., Inc. before it became Kolb Aircraft. My
Ultrastar kit, plans, and instruction manual (to include the Stits Manual),
did a pretty good job of guiding me thru a first time experience of
building an airplane. I always have questions about things as I go along
and I just jot them down and ask when I get the chance. I don't need a
bunch of sales hype (turns me off) after the fact. I did my homework on
Kolb before I bought the kit(s). The plans were very comprehensive, even
though I did find a few mistakes, but I shared them with the company so
they could upgrade their material. Yea, I got excited if I hit a snag on
the weekend and couldn't get an answer til Monday, but the same might
happen with the help of a video. I covered a lot of planes w/o aid of the
Stitts video, just used the Stitts Manual.
Nope, don't need the video. If I get in such a God awful hurry to build
and complete my project, maybe I am in too big a hurry. I found after
building and rebuilding three of Homer's airplanes, building is half the
project, an important personal experience. Sometimes it is over far too
soon. If I can't read and understand instructions or be patient and
prudent during the building process, then maybe I don't need to be
building. Probably need to rush right out and fly something someone else
built, nope!!!
So, maybe Mr. Grooms needs to slow down and smell the airplane dope, rather
than become an immediate expert after watching a video. Is the war over???
What war??? The members of the Kolb List are too busy building, flying,
and bs'ing, to go to war.
john h (shivering in Hauck's Holler, Central Alabama, looking for his VCR
and lost video tape)
________________________________________________________________________________
| Subject: | Re: Im interrested in finding about your ultra-lights |
In a message dated 12/11/98 8:41:48 AM Pacific Standard Time,
Tophera(at)centuryinter.net writes:
<< y makes a great copy of the thundergull and is probably well designed
too. I might even say that for a slightly heavier,less STOL, faster, less
stable and more expensive plane it is one of the closest competitors to a
Kolb. >>
Topher:
You are wrong about the less stable part.
Pete Krotje
________________________________________________________________________________
| From: | Cliff / Carolyn Stripling <striplic(at)dfw.net> |
To all,
> The video opens with an introduction to Mr. Homer Kolb, the patriarch and
>master designer himself, followed by an interview about the old days at Kolb
>(You will especially like that part). Next you get a hearty greeting from the
>CEO Dennis Souder congratulating you on your purchase and assuring you that
>everything that can be done to insure your safe and satisfactory
completion of
>your kit has been done.
> A quick pictorial tour of the beautiful Kolb factory in the lovely
rolling
>hills of southern Pa, and an introduction to all the employees that work at
>Kolb.
>Now that you feel like a part of the family, the video features Kolb's most
>experienced man showing you in great detail, how to construct the tail of
your
>airplane. Cautioning you not to do make this mistake or that, but to do it
>like this, for a good job. The tape goes on to show in great detail, how to
>put together each component correctly.
I really like that - a construction video with an interesting "Plot" and a
good one at that. None of this boring - put your little tube here, put
your little tube there stuff. Follow that with a standard stock
demonstration of building.
Can't you see all of the videos coming in to Kolb company from builders
with guys (me included) who are saying to the camera... well the plans said
to do... blah, blah, but this is what I did. I can see Dennis and group
"cringing" at our mods and methods. Oh my goodness, we can't put that in
the video - potential law suit (ie. "dirty word") for sure. Including
builders contributions may not such a good idea after all. A basic video
probably is.
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+ hrs)
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
Clif--what a really great pun--"cringing." GB
________________________________________________________________________________
| From: | WGrooms511(at)aol.com |
Cliff;
Your point about a law suit is a good one. Dennis should consider how easy
it would be for an attorney to win a case for wrongful death against Kolb,
filed by the widow of a pilot who misunderstood the ambiguously written plans,
and made a fatal assembly mistake. All the attorney would have to do is to
point out the fact that Kolb will sell a kit to anybody, regardless of
experience or ability; That they would sell a kit to one of the members of
this jury. Then read one of the difficult to understand sections, (or even
better; point out a mistake in the plans), to the jury, and ask them, as a
potential buyer, if Kolb had fulfilled it's responsibilities to it's
customers.
I would really hate to be Dennis, on the witness stand trying to answer that
one.
On the other hand, if Dennis could darken the court room and show the jury a
video
of one of his employees clearly detailing the proper construction of the part
that the deceased had botched (or modified), it would be a lot easier to
prove the deceased was in fact at fault, not Kolb.
P S John The war mentioned is the cold war. Read the first part of my E
again and you will understand.
W Grooms
________________________________________________________________________________
| From: | wood <richard.wood(at)usa.net> |
| Subject: | Re: Wing Spar Attach |
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
In a message dated 12/11/98 6:03:24 PM Eastern Standard Time,
WGrooms511(at)aol.com writes:
<< Your point about a law suit is a good one. Dennis should consider how easy
it would be for an attorney to win a case for wrongful death against Kolb,
filed by the widow of a pilot who misunderstood the ambiguously written
plans,
and made a fatal assembly mistake. >>
That is an interesting point. If you purchased your kit from Kolb
Aircraft you might want to take a look at the warranty and release you signed
before the kit was shipped. All of those rights were signed away.
________________________________________________________________________________
| From: | "Duncan McBride" <dmcbride(at)indigo.fgcu.edu> |
Jeez, you're really depressing, man. What's the matter, the weather been
bad up your way? Hope you're feeling better real soon....
-----Original Message-----
From: WGrooms511(at)aol.com <WGrooms511(at)aol.com>
>Cliff;
> Your point about a law suit is a good one. Dennis should consider how
easy
>it would be for an attorney to win a case for wrongful death against Kolb,
________________________________________________________________________________
| From: | Ben Ransom <ransom(at)mae.engr.ucdavis.edu> |
On Fri, 11 Dec 1998 WGrooms511(at)aol.com wrote:
> Cliff;
> Your point about a law suit is a good one. Dennis should consider how easy
> it would be for an attorney to win a case for wrongful death against Kolb,
Now *this* is an awful subject. I'd even rather talk about Titans.
In any case, a video might be helpful and I kinda liked the vision
WGrooms presented; it need not be too barf cushy salesy for the
hard core tinkerers among us. But as to whether a video is protection
against a L__ S__ (do we have to mention those words here??), that
seems kinda rediculous to me. Why just a video? Maybe a training
presentation in a binder or a required visit to Kolb, or a CD with
step-by-step pictures and instruction captions, or, or, or ... I just
think the video as the be-all is arbitrary. What if the video doesn't
include *everything*, or some fool looks at it and *doesn't* look at the
plans? Then there is a L__ S__ about that?!
We are still the 51% builder. It is our responsibility to build an
airworthy aircraft. There are plenty enf Kolbs flying to prove that
the current plans, instructions, and phone support are excellent, and
there is nothing to suggest that is going to change. I'd say the point
is really back to whether a build video is a desirable, helpful too.
And btw, let's be honest: It will cost a lot more than a video cam corder
and $10 in tapes to do one.
Anybody see the online video clips from Stoddard Hamilton? Maybe we
should ask for that too. Slick!!
Didn't somebody just say we were a passionate bunch?
Ben Ransom
http://mae.ucdavis.edu/~ransom
PS: I have the "early days" video -- good enf for me. :)
________________________________________________________________________________
| From: | "Christopher John Armstrong" <Tophera(at)centuryinter.net> |
>Topher:
>You are wrong about the less stable part.
>Pete Krotje
Pete, with a degree in Aero Engineering and a 12 year career in the
aerospace industry, specializing in aerodynamic stability and control, when
I say that a plane is less stable I am not wrong. I also am talking about
much more then just static pitching moment stability, which is set for each
flight by cg position. Make your plan as statically stable in pitch as you
want with a little weight in the nose. The shorter tail moment arm gives
the thundergull/titan much less dynamic stability in both pitch and yaw.
Also the the short wingspan with no dihedral provides great roll performance
but very little roll or spiral stability. These are not bad things, just
things that are good for manuverability more then cross country flying. The
thundergull was my second choice to build with the deciding factors being
stability and price. I did not consider the Titan due to it being a copycat
design which i find rude at best and theft at worst.
Topher
________________________________________________________________________________
| From: | Adrio Taucer <adrio(at)capitalnet.com> |
As a want-to-be all this talk about a video is entertaining. I would
agree that the cost (in time and dollars) to produce a video is a lot
more than a few dollars and hours. As a future buyer I would rather se
the company resources spent on product development than on a video.
And besides since we all own and operate computers.... If ever I saw an
industry with poor manuals and instructions it is the personal computer
and associated software industry (and I am an electronic engineer so I
say this with tongue firmly in cheek). And we gladly keep buying PCs :)
Keep up the good list.
Adrio
Ben Ransom wrote:
>
>
> On Fri, 11 Dec 1998 WGrooms511(at)aol.com wrote:
> > Cliff;
> > Your point about a law suit is a good one. Dennis should consider how easy
> > it would be for an attorney to win a case for wrongful death against Kolb,
>
> Now *this* is an awful subject. I'd even rather talk about Titans.
> In any case, a video might be helpful and I kinda liked the vision
> WGrooms presented; it need not be too barf cushy salesy for the
> hard core tinkerers among us. But as to whether a video is protection
> against a L__ S__ (do we have to mention those words here??), that
> seems kinda rediculous to me. Why just a video? Maybe a training
> presentation in a binder or a required visit to Kolb, or a CD with
> step-by-step pictures and instruction captions, or, or, or ... I just
> think the video as the be-all is arbitrary. What if the video doesn't
> include *everything*, or some fool looks at it and *doesn't* look at the
> plans? Then there is a L__ S__ about that?!
>
> We are still the 51% builder. It is our responsibility to build an
> airworthy aircraft. There are plenty enf Kolbs flying to prove that
> the current plans, instructions, and phone support are excellent, and
> there is nothing to suggest that is going to change. I'd say the point
> is really back to whether a build video is a desirable, helpful too.
> And btw, let's be honest: It will cost a lot more than a video cam corder
> and $10 in tapes to do one.
>
> Anybody see the online video clips from Stoddard Hamilton? Maybe we
> should ask for that too. Slick!!
>
> Didn't somebody just say we were a passionate bunch?
>
> Ben Ransom
> http://mae.ucdavis.edu/~ransom
>
> PS: I have the "early days" video -- good enf for me. :)
>
________________________________________________________________________________
| From: | John Yates <johny(at)epix.net> |
| Subject: | Re: Im interrested in finding about your ultra-lights |
>
Mr Groans I mean Grooms
You seem to have a real problem here, did you finish school? can you read?
I don't mean to be nasty, I am just trying to understand where you are
coming from. I know of some kids who have built Kolbs, and had no
experience with hand tools or reading prints, never had a problem. Do you
own a video company, or do you sell video tape?
Are you an angry camera man maybe who is looking for work?
If so can I call you Sat and Sun for your technical advice.
Later
P.S. Happy Happy Joy Joy!!!
>Mr.Burlingame:
> The last thing I would intend to do is to insult you, but I must say,
that
>you remind me a lot of the ad on the radio for Trane heat pumps. This ad
>features an old codger saying that when he was young they had to huddle
around
>the middle of a room and breath on each other for warmth. They lived on the
>edge! The edge of frostbite and pneumonia that is.
> Think about it Ralph. You order your new Kolb kit, and after what seems
>like an infinity of waiting, the truck pulls up to deliver it. You excitedly
>open the box, and there on top is a video that you quickly pop into your
>player.
> The video opens with an introduction to Mr. Homer Kolb, the patriarch and
>master designer himself, followed by an interview about the old days at Kolb
>(You will especially like that part). Next you get a hearty greeting from the
>CEO Dennis Souder congratulating you on your purchase and assuring you that
>everything that can be done to insure your safe and satisfactory
completion of
>your kit has been done.
> A quick pictorial tour of the beautiful Kolb factory in the lovely
rolling
>hills of southern Pa, and an introduction to all the employees that work at
>Kolb.
>Now that you feel like a part of the family, the video features Kolb's most
>experienced man showing you in great detail, how to construct the tail of
your
>airplane. Cautioning you not to do make this mistake or that, but to do it
>like this, for a good job. The tape goes on to show in great detail, how to
>put together each component correctly.
> Makes you feel like they really treat you right doesn't it Ralph? Makes
>you feel like Kolb is the greatest company in the world, that nothing is too
>good for it' customers doesn't it? Makes you feel like bragging about their
>unlimited service.
> Well, all this is possible for the price of a video camera and about two
>tapes.
>Seems cheap doesn't it Ralph?
> Think about the hours of pouring over the plans trying to figure out what
>they mean
>that you won't have to spend. Think about all the decisions you had to make
>about what they meant in the plans. Knowing that a wrong decision might mean
>mega bucks to correct, or worse.
> Ralph, the war is over. Take my hand and walk with me into the future.
>It's O K
>It's for your own benefit.
>W Grooms
>
>
________________________________________________________________________________
| From: | Cliff / Carolyn Stripling <striplic(at)dfw.net> |
To all,
>> Your point about a law suit is a good one. Dennis should consider how
>easy
>>it would be for an attorney to win a case for wrongful death against Kolb,
To all,
I am sure that every kit marketer is constantly aware of and worries about
the liability issue. I guess it is part of doing business and very sad in
a way. The good guys always seem to have to pay for the sins of the bad guys.
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+ hrs)
________________________________________________________________________________
| From: | Woody Weaver <mts0140(at)ibm.net> |
Regarding stability....
I am lusting after a Firefly. I would appreciate any and all comments about roll
stability of this plane.
thanks in advance
Woody Weaver
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
| Subject: | Re: Is my name Sue? |
Geez, with all respect to those who were here when the Pilgrims
arrived--have we all turned into Sue Indians? Dang, I'd never pull the
rope if I thot my huge estate would be diminished if I fell outa the sky
and hit a turnip truck.
Pee Ess: I'm independently wealthy, being on Social Security, or at
least that's what my kids think. Grey Baron
________________________________________________________________________________
| From: | "Mark Swihart" <mswihart(at)tcsn.net> |
| Subject: | Flame War #Off Topic |
Can't believe there are those on this list that have resorted
to this type of communi-kate'n. So lets rename the subject line
to the type of messages that are being actually posted here on
the thread,
RE: Kolb-List: Im interrested in finding about your ultra-lights.
-1. Oxygen on ...Check 2. Filters working ...check-
-3. Flame suit integrity ...check. 4. Okay, let me have it!-
Where's the cold temps in Bradley, CA?
P.S. If flame wars are your thang, ultralight wise...
Check out the NG R.A.U. Especially the Zoom Wars..
Great Entertainment!
________________________________________________________________________________
| From: | MitchMnD(at)aol.com |
| Subject: | Re:High Egt / Steep Approach |
I finally got a chance to try the use of low throttle settings during a steep
approach as advised by several List respondents. My original concern was
1250* on the gage when I descended from 1500' with a throttle setting of
approx 5800rpm. Today I slowly reduced the throttle back to ~3500 during
descent and the EGT decreased as predicted.
I have had my FireFly home all week (in my neat trailer) and got a lot
accomplished. As recommended by Mike Highsmith I very carefully lubricated
every hinge on the plane. I added an elevator trim spring. And made a new
tail wheel dragger that lets me maneuver the back of the plane even when the
tail wheel is locked by the folded tail assembly. I removed a survival kit
that has grown beyond its practical weight. The only surprise was when I
poured the power to her she leaped into the air so fast I thought I had been
snapped up by wake turbulence from some unseen heavy. My ROC was showing
1000+ fpm with an AIS of 60 mph.
The only change I may try is to put the heavy stuff from my survival kit i.e.
Rotax tool kit, quart of oil, pint of water securely in the nose cone where I
could probably use the weight.
Constructive comments cheerfully accepted, Duane the plane in Tallahassee, FL
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
Woody, I've got FF #70. It's really light (if legal) and has a wing
loading of abt 4#/sq. ft, so it does flit about quite a bit. It's
responsive to wing leveling, but does make me (at least) keep a hand on
the stick in rough air. I just don't fight it. Others will say they fly
hands off, but it's a great little "vehicle." Grey Baron
________________________________________________________________________________
| From: | "Brian C" <brianc(at)premier1.net> |
Dear fellow Kolbers:
Recently, alot of postings have been sent over the list that really should
have been handled via private e-mail. This list is for the good of Kolb
flyers and builders and should be maintained as such. I think we have all
seen the messages emploring us to keep the subject matter sent over this
list germaine to what 150 of us would like to download and spend some time
on. PLEASE...... think about what you're sending so all of us don't have to
spend time deleting jibberish.
Sorry to sound like a mother hen but someone needs to say something before
we lose alot of valuable people for not wanting to spend half their day
deleting messages that they don't care about.
________________________________________________________________________________
Does anyone fly with an angle of attack indicator? After reading the
article in Dec. Kit Planes I wonder how I have managed to keep my planes
in the air.;-)
Gotta love that Original Firestar, made three landings today. All within
a measured 365 feet.
Adam Violett
http://www.springhill-online.net/~violett/
________________________________________________________________________________
| From: | Eugene Zimmerman <tehz(at)redrose.net> |
| Subject: | Re: By now we've said all there is to say |
edu>
>
>I just thought I'd toss in a thought on Kolb list content.
>
>I personally have been on the kolb lists as long as they have been
>around,
Exactly how long has this list been up and running? When did it first start?
Eugene Zimmerman
________________________________________________________________________________
| Subject: | Re: Im interrested in finding about your ultra-lights |
| From: | rayul(at)juno.com (Raymond L Lujon) |
The best way to handle future remarks like this from WGrooms is liberal
use of the Delete Key. It is obvious he has very little to contribute.
Raymond
>snip<
>Mr.Burlingame:
> The last thing I would intend to do is to insult you, but I must
>say, that
>you remind me a lot of the ad on the radio for Trane heat pumps. This
>ad
>features an old codger saying that when he was young they had to
>huddle around
>the middle of a room and breath on each other for warmth. They lived
>on the
>edge! The edge of frostbite and pneumonia that is.
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: Wing Spar Attach |
Hi Ben: I guess it proves once again that great minds run in the
same circles. What's fun is looking at the pictures I took of all this,
and shaking my head and chuckling. Did I really go through all that ??
Some of it already seems like a long time ago, and there's still so much to
go. Those of you who looked through my photo album at Castle / Merced may
remember the pics of the "drain" pipe, and of the extended instrument and
radio panel. I'm giving thought to starting a web site, but have been
shying away so far due to my limited computer skills, and also the expense.
Big Lar.
----------
> From: Ben Ransom <ransom(at)mae.engr.ucdavis.edu>
> To: Larry Bourne
> Cc: Kolb
> Subject: Re: Kolb-List: Wing Spar Attach
> Date: Thursday, December 10, 1998 11:04 PM
>
>
> On Thu, 10 Dec 1998, Larry Bourne wrote:
> > of large sewer pipe and a 90 holding the whole thing square, the wheels
>
> Larry:
> Leveling with sewer pipe? I like it!
>
> Dennis ...the video is taking shape after all. :)
>
> -Ben Ransom
>
________________________________________________________________________________
| Subject: | Re: Im interrested in finding about your ultra-lights |
| From: | ul15rhb(at)juno.com (Ralph H Burlingame) |
Mr. Grooms, now that you have put it that way, you've got my attention.
I apologize for sounding "bull-headed" even though I probably had to do
more figuring to build my plane, doesn't mean the building process cannot
be improved upon. Guess I need to catch up. Thanks sir. Yes, I will fly
with you, Mr. Grooms, into the 21st century, but I ain't gonna let you
change my mind about
Seafoam ..... no way man .... he-he .......
Ralph Burlingame
Original FireStar, built the old fashioned way .....
>
>Mr.Burlingame:
>The last thing I would intend to do is to insult you, but I must
>say .....
>Think about the hours of pouring over the plans trying to figure
>out what they mean that you won't have to spend. Think about all the
decisions >you had to make about what they meant in the plans. Knowing
that a wrong >decision might mean mega bucks to correct, or worse.
>Ralph, the war is over. Take my hand and walk with me into the future.
>It's O K
>It's for your own benefit.
>W Grooms
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)telepath.com> |
| Subject: | Re: Gauges or EIS? |
> Right
> or wrong, my method has been where the needle is and is it changing. I am
> apprehensive about remembering a number and doing the math to decide if it is
> significant. I've learned to look for ways to reduce mental load as I get
> older.
That's where the alarms come in..you don't have to watch all that
closely.
>
> Another concern is the reliability of the EIS system. Has anyone that is
> using this system had any failures? Having most of your instrumentation in
> one box can force you into a quick termination of the flight should you have
a
> failure. Losing a single CHT gauge may give you a little more time.
>
> If anyone has had a failure of the EIS, what kind of service did you get? How
> long where you grounded?
Only two-three failures that I know of and all fixed at no cost
(except for one mentioned on the list that was, if I recall, the
owners fault).
Love mine. You won't be sorry.
J. Baker
________________________________________________________________________________
| Subject: | Re: Im interrested in finding about your ultra-lights |
I hope you make more accurate assessments on other things but those foam ribs
and the sticky stuff they have on them do react loads. The FAA quick
calculation is to assume that at high angle of attack the rib carries its load
on the first 1/3 and then decreases to the trailing edge, If you have a way of
not loading a rib foreward of the spar you are destined to become rich.
Dick C
________________________________________________________________________________
| From: | Timandjan(at)aol.com |
I can't recommend the EIS enough to people. It's the best to me and a real
great piece of equipment. The company is also one of the nicest I have dealt
with. By the way, at the time I bought my BRS chute through him and his
package price was the cheapest I found anywhere.
tim
________________________________________________________________________________
| From: | mjc <mjc(at)etri.re.kr> |
| Subject: | Kolb in L.A. area? |
Hi, everybody.
I'll be at L.A. California during the first week 1999.
I've never seen real(!) Kolb and hope to have a chance to see one.
Any Kolbs in L.A. area?
Merry Christmas and Happy Flying!
Moo-Jung Chu from Korea
________________________________________________________________________________
| From: | wood <richard.wood(at)usa.net> |
>
>Cliff;
> Your point about a law suit is a good one. Dennis should consider how easy
>it would be for an attorney to win a case for wrongful death against Kolb,
>filed by the widow of a pilot who misunderstood the ambiguously written plans,
>and made a fatal assembly mistake. All the attorney would have to do is to
>point out the fact that Kolb will sell a kit to anybody, regardless of
>experience or ability;.
Hopefully the number of builders that had no problem will justify Dennis's
position. People building an aircraft know the risks when they start. If
they don't like it they can take up basket weaving. I think Molt Taylor said
it best that if you wanted to sell an aircraft guarantee it to fail due to
poor design or construction and cause serious injury or death. That way if
something happens he has fulfilled the guarantee. If nothing happens then
you haven't flown long enough. This may scare off a few people but a lot
will understand the dangers and build the aircraft because there have been
so many built and have few problems. This is not a sport for the faint of heart.
Woody
________________________________________________________________________________
| From: | "youngblood" <barry(at)hcis.net> |
| Subject: | Re:High Egt / Steep Approach |
-----Original Message-----
From: MitchMnD(at)aol.com <MitchMnD(at)aol.com>
Date: Friday, December 11, 1998 7:57 PM
Subject: Kolb-List: Re:High Egt / Steep Approach
________________________________________________________________________________
| From: | WGrooms511(at)aol.com |
| Subject: | Re: Im interrested in finding about your ultra-lights |
Mr Burlingame;
It's great to hear that you have not just an open mind, but a sense of
humor as well. The posting that I have made thus far were not intended to make
anybody mad. They were to (with a little bit of twisted humor) point out a
glaring loophole in the Kolb Corp.'s defense against law suits. My God, this
is such a taboo subject that one of our contributors wouldn't even mention the
word law suit. Let is not stick our heads in the sand because we don't like
the subject.
Another contributor mentioned the waiver you sign when you buy a kit. It, like
most waivers is of course, a smoke screen; and worthless. In our society you
cannot sign away certain rights when it comes to dealing with American
corporations. Foremost among those right is the right to expect the
corporation to have made a reasonable effort to insure that the product that
they are selling you will not harm you.
Yes, as another poster mentioned, an airplane carries with it an inherent
danger
that we as flyers accept. But a corporation not caring any more about those
dangers than to provide plans that are difficult to understand, and worse,
with know mistakes in them, is wide open. I've spent a lot of time in court
rooms, and believe me, a first year law student could win that one.
So, I will let the topic go; hoping that I might have convinced Dennis, and
hoping further that if I have not done so, that he never has to sit on the
witness stand.
As for the Sea Foam,I am still using it myself. I had a can left, and will
not poor it out. But I do intend to pull her down at 100Hrs again. I'll let
you know what I find.
You've got some admirable qualities Ralph. I'm proud to have met you, and
would be glad to fly with you someday.
W Grooms
________________________________________________________________________________
| From: | Woody Weaver <mts0140(at)ibm.net> |
bob n wrote:
>
>
> Woody, I've got FF #70. It's really light (if legal) and has a wing
> loading of abt 4#/sq. ft, so it does flit about quite a bit. It's
> responsive to wing leveling, but does make me (at least) keep a hand on
> the stick in rough air. I just don't fight it. Others will say they fly
> hands off, but it's a great little "vehicle." Grey Baron
>
Thanks Bob.
I fly an MX now so I'm used to being blown around. If you ever hear of
a partly finished kit "free to a good home"......
Woody
________________________________________________________________________________
| Subject: | ultralights and lawsuits |
| From: | ul15rhb(at)juno.com (Ralph H Burlingame) |
Mr. Grooms, it sounds to me that you are an attorney or have some
connection with our beloved legal system. This is interesting because we
could all benefit from your experience of ultralight aircraft and
lawsuits (there, I said the dreaded word). Let's face it, most of us fly
unlicensed, overweight ultralights even without insurance. Life is not
without risk, but from a legal view, are some of us taking too much risk?
I know this is my hobby and as long as I'm in good physical condition, I
want to continue to fly. There are others who are not in the same shape
that I am. Things could happen up there. Let us know what you think about
all this. This ought to be good due to the fact that you fly what we fly.
I think I'm taking more risk driving my car in the city. Just my opinion.
Thanks,
Ralph (trying to be open-minded) Burlingame
Original FireStar, 400+ hrs
>I've spent a lot of time in court rooms, and believe me, a first year
law student >could win that one.
>W Grooms
________________________________________________________________________________
| From: | "F J MARINO" <FMARINO(at)netlink1.nlcomm.com> |
| Subject: | Re: Im interrested in finding about your ultra-lights |
Fellas: fellas, fellas, we beat this to death for a week now lets get back
to talking about airplane problems and leave ole whats his name alone, now I
have a question about the thermostat again, when I start my MKIII the water
temp comes up sort of fast which leads me to believe my 582 might have a
thermostat already in it, some one said a while back that the newer engines
came with the thermostat in it I can't remember putting that part of the
engine togeather. Normally I let the engine run or warm up about 3 or 4
minutes and the water temp will rise to the min. along with the cylinder
head temp. With taking the thing apart do you think it might have a
thermostat in it, the engine is 2 years old. What do you think.
Frank
-----Original Message-----
From: Ralph H Burlingame <ul15rhb(at)juno.com>
Date: Friday, December 11, 1998 6:44 PM
Subject: Re: Kolb-List: Im interrested in finding about your ultra-lights
>
>Mr. Grooms, now that you have put it that way, you've got my attention.
>I apologize for sounding "bull-headed" even though I probably had to do
>more figuring to build my plane, doesn't mean the building process cannot
>be improved upon. Guess I need to catch up. Thanks sir. Yes, I will fly
>with you, Mr. Grooms, into the 21st century, but I ain't gonna let you
>change my mind about
>Seafoam ..... no way man .... he-he .......
>
>Ralph Burlingame
>Original FireStar, built the old fashioned way .....
>
>
>>
>>Mr.Burlingame:
>>The last thing I would intend to do is to insult you, but I must
>>say .....
>>Think about the hours of pouring over the plans trying to figure
>>out what they mean that you won't have to spend. Think about all the
>decisions >you had to make about what they meant in the plans. Knowing
>that a wrong >decision might mean mega bucks to correct, or worse.
>>Ralph, the war is over. Take my hand and walk with me into the future.
>>It's O K
>>It's for your own benefit.
>>W Grooms
>
>
________________________________________________________________________________
| Subject: | Kolb in L.A. area? |
| From: | bobdoebler(at)juno.com (Robert L Doebler) |
--------- Begin forwarded message ----------
From: mjc <mjc(at)etri.re.kr>
Subject: Kolb-List: Kolb in L.A. area?
Date: Sat, 12 Dec 1998 12:55:50 +0900
Hi, everybody.
I'll be at L.A. California during the first week 1999.
I've never seen real(!) Kolb and hope to have a chance to see one.
Any Kolbs in L.A. area?
Merry Christmas and Happy Flying!
Moo-Jung Chu from Korea
========
I'm just north of L.A., in the west end of the San Fernando Valley
Bob Doebler
bobdoebler(at)juno.com
818-348-7075
--------- End forwarded message ----------
________________________________________________________________________________
| From: | "F J MARINO" <FMARINO(at)netlink1.nlcomm.com> |
The Kolb Climbs like a home sick angel, so I don't know if a rate of climb
indicator would be helpful. I used one in mine for a while but took it out
to make room for a B-17 altimeter, and a volt meter, and something else I
can't remember. I think some of the guys on the net use them. I think
watching the airspeed is more important than the rate of climb, this is my
opinion.
Frank
-----Original Message-----
From: Adam Violett <violett@springhill-online.net>
Date: Friday, December 11, 1998 6:22 PM
Subject: Kolb-List: AOA
<violett@springhill-online.net>
>
>Does anyone fly with an angle of attack indicator? After reading the
>article in Dec. Kit Planes I wonder how I have managed to keep my planes
>in the air.;-)
>
>Gotta love that Original Firestar, made three landings today. All within
>a measured 365 feet.
>Adam Violett
>http://www.springhill-online.net/~violett/
>
>
________________________________________________________________________________
I agree about a rate of climb, IMHO it isn't worth the weight in a Kolb. The AOA
(angle of attack) is a different animal. It shows the difference between
relative airflow and wing angle. The type that would be practical for our type
of application is a kind of free floating vane type of thing. Kinda like the
little wind speed vane rain gauge thing you buy from the hardware store.
The article in Kit planes talks about stall speed changing with AC weight, G
loading, relative airflow, etc. The AOA gauge supposedly shows stall conditions
regardless of the above factors.
Adam Violett
http://www.springhill-online.net/~violett/
F J MARINO wrote:
>
> The Kolb Climbs like a home sick angel, so I don't know if a rate of climb
> indicator would be helpful.>
> >Does anyone fly with an angle of attack indicator? After reading the
> >article in Dec. Kit Planes I wonder how I have managed to keep my planes
> >in the air.;-)
________________________________________________________________________________
| From: | MitchMnD(at)aol.com |
Woody, I'm flying FireFly SN 007 ( didn't pick that number, it's for real ).
I am a cautious pilot so my appraisal may be on the conservative side.
Flying the FireFly is probably the most fun you can have with all your clothes
on. I weigh just over 150 Lbs and with the 447 she has power to spare. I am
off the ground in ~ 60'. A ten mph X wind is about all I care to handle
because she does float with the wind. Better pilots, I am sure, could do
better but you have to know the plane. She has very little mass / enertia and
lots of drag. Cut the throttle and down you go! I usually land with power on
at about 35 mph. I tried to do flare landings when I first got her in the air
and that was nearly disastrous. I now have 31 Hrs on her and am slowly working
my way back to trying flares again along with practice engine-out landings.
For short field landings, with flaperons, flares are the way to go. You can go
places but it is best to fly on low wind days.
Duane the plane in Tallahassee, FL
________________________________________________________________________________
| From: | Cliff / Carolyn Stripling <striplic(at)dfw.net> |
| Subject: | The List History |
>Exactly how long has this list been up and running? When did it first start?
Eugene
Before the list, a few guys spontaneously started coping e-mail addresses
of builders and flyers gleaned off the internet from various news groups
whenever the name "Kolb" was mentioned. I collected about 8 to 12 e-mails
and started repeating messages to everyone else by hand for a couple of
months. My son, the engineer, said, Dad, there is a better way and he set
up the list through Motorola sometime in 95... seems like the summer. He
began saving the messages in archives beginning in March/96. The list grew
quickly to several hundred as everyone was really hungry for information
from others about Kolbs. Check the archives when you have question. You
will be surprised at the wealth of information found there. When he left
"Moto" striking out on his own with a couple of associates, he moved the
list to their company, Intrigue. It stayed there for a couple of years.
When Jeff took a job with Siemens, Intrigue continued the list for him for
a period of time. During that time, Jeff searched for a permanent home and
ran into Matt Drahl on the internet. Matt was already doing the Van's RV
and Zenith mailing lists and doing a fine job, so Jeff turned it over to
Matt. Matt has brought the archives back to life with great search
capability and has given the Kolb list a super home with graphics and great
support.
The list has always been independent of the Kolb Company. Input from the
Company has been heartily encouraged and provided (especially when Dennis
perceived a safety issue involved). I think Dennis was skeptical (and maybe
still is) about this "new fangled" medium of possible negative publicity
toward his company. After all, it is completely unbridled, no rules and no
policeman. What is posted by "the guys" may not be the "gospel", may not
be right, may be outrageous or even cantankerous. Everyone has to filter
the information for himself. To the people who are members of the kolb
list and participate, I want to commend everyone for being mostly positive
(a sunday school class compared to other mailing lists) with their post,
whatever subject is presented. That is not to say we are "whimps". A lot
of differing opinions are posted and that is good. I have heard a lot of
good humor also. Some of you ought to be "writers" - I mean it!
Noteworthy... This last August during Oshkosh when the "cyber-kolbers" met
at the tent around the appointed time each day, I noticed that the "company
people" seemed to appreciate us being there and were a little surprised at
the number that popped up each day. It was good to meet, face to face,
other guys who you have been talking to over the internet.
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+ hrs)
________________________________________________________________________________
| From: | "youngblood" <barry(at)hcis.net> |
| Subject: | Re:High Egt / Steep Approach |
-----Original Message-----
From: youngblood <barry(at)hcis.net>
Date: Friday, December 11, 1998 9:39 PM
Subject: Re: Kolb-List: Re:High Egt / Steep Approach
>
>-----Original Message-----
>From: MitchMnD(at)aol.com <MitchMnD(at)aol.com>
>To: kolb-list(at)matronics.com
>Date: Friday, December 11, 1998 7:57 PM
>Subject: Kolb-List: Re:High Egt / Steep Approach
>
>
>.
>>
>>I have had my FireFly home all week (in my neat trailer) and got a lot
>>accomplished. As recommended by Mike Highsmith I very carefully
lubricated
>>every hinge on the plane. I added an elevator trim spring.
>
>How did you add the trim spring? What kind of spring and where?
>
________________________________________________________________________________
| From: | Kim Steiner <steiner(at)spreda.sk.ca> |
I built my Mark 111 in 1991 (it may have been 92 - it was a while ago
anyway). It was in the second production run at Kolb just after they
decided to market the Mark 111. My building manual and prints were not as
complete as recent ones that I have seen. I had no major problems, a few
pictures would have been great then. The additional drawings that Dennis
has included in the past few years are quite adequate. A video may encourage
some builders to skip reading all instructions in detail resulting in other
construction errors. A professionally produced video will increase the kit
price.
Kim Steiner
Saskatchewan
Canada
________________________________________________________________________________
| From: | "Diego Ospina" <dor(at)epm.net.co> |
| Subject: | Construction video |
Dear Listers:
Living outside the US and not being English my native language, I do agree
with Mr. Grooms that a construction video will be of great help. Its not so
easy asit is for you in the States to pick up the phone and talk to Dennis
S. and Im not talking just about the cost of the call but also about the
language barrier. I build my Mark III and did my share of mistakes here and
there -nothing that compromises safety though. It flies great, just a
moderate left roll tendency (dont they all) but, if I could, I really would
like to build another one without mistakes.
This is the first time I post to the list, please take it easy on me !
Diego O.
South America
________________________________________________________________________________
| From: | Woody Weaver <mts0140(at)ibm.net> |
MitchMnD(at)aol.com wrote:
>
>
> Woody, I'm flying FireFly SN 007 ( didn't pick that number, it's for real ).
> I am a cautious pilot so my appraisal may be on the conservative side.
> Flying the FireFly is probably the most fun you can have with all your clothes
> on. I weigh just over 150 Lbs and with the 447 she has power to spare. I am
> off the ground in ~ 60'. A ten mph X wind is about all I care to handle
> because she does float with the wind. Better pilots, I am sure, could do
> better but you have to know the plane. She has very little mass / enertia and
> lots of drag. Cut the throttle and down you go! I usually land with power on
> at about 35 mph. I tried to do flare landings when I first got her in the air
> and that was nearly disastrous. I now have 31 Hrs on her and am slowly working
> my way back to trying flares again along with practice engine-out landings.
> For short field landings, with flaperons, flares are the way to go. You can go
> places but it is best to fly on low wind days.
>
> Duane the plane in Tallahassee, FL
>
Duane,
Thanks a lot for the excellent info!
Woody
________________________________________________________________________________
| From: | Lanny Fetterman <donaho(at)csrlink.net> |
Hi, group and John H.
I just received the Jan. issue of Sport Pilot and Ultralights. And what
to
my wondering eyes did appear but John Houck ( page 31 ) in a Sling Shot,
with very tall gear!
Houck Holler has been good to you, you look the same as you did at
Ultraflight 10 years ago.
If you go through Pa. on your way to the north pole, stop at Numidia
International (he,he,)1400 ft. sod strip.
Lanny Fetterman F.S. #598
________________________________________________________________________________
<< I think some of the guys on the net use them. I think
watching the airspeed is more important than the rate of climb, this is my
opinion. >>
and a good opinion, indeed, I might add!! Good Job Frank..............geoR38
(from Houston, Tex)
________________________________________________________________________________
Again, I agree about rate of climb not being necessary, that has nothing to do
with an AOA (angle of attack instrument). Do any of you believe that there is no
real threat of stalling at some point of the flight envelope other than during
straight on 1g flight? Do you take into account that stall changes when you load
your planes for a X country? As you add load to your AC you must fly faster or
pull back more on the stick to maintain altitude. If you decide to fly with your
same old airspeed then you pull back which increases the relative wing angle and
brings you closer to a stall, even though you're fly'n at the same speed. It
would seem as though the AOA, as the article states, is an overlooked device that
should be given some real consideration.
Adam Violett
http://www.springhill-online.net/~violett/
GeoR38(at)aol.com wrote:
>
>
> << I think some of the guys on the net use them. I think
> watching the airspeed is more important than the rate of climb, this is my
> opinion. >>
>
> and a good opinion, indeed, I might add!! Good Job Frank..............geoR38
> (from Houston, Tex)
>
________________________________________________________________________________
| From: | "Scott Olendorf" <olendorf(at)empireone.net> |
A video would be a good idea, but why should Kolb make it? Let's have some
other folks make one. Randy of R&R makes a really good covering video and I
watched it 10 times along with reading the stits manual and it was extremely
helpful. Covered my plane with no calls and no help and have had very good
comments. It seems like someone else should have jumped on this building
video.
If Kolb makes a video it should not be about building, but show lots of
Kolbs flying to encourage builders to get that kit finished and get flying.
Scott Olendorf
Original Firestar, Rotax 377
Schenectady, NY USA
http://members.aol.com/olefiresta
________________________________________________________________________________
| From: | "Scott Olendorf" <olendorf(at)empireone.net> |
I see we have had some comments from some new names recently. That's great!
How about EVERYONE write a little flying story over the next few weeks to
help get us ( those not flying to the North Pole ) through the winter. Or
tell us a little about yourself if your not flying yet.
My last flight of the season was the best flying I had all year. It started
out about 40 degrees and sunny. I really bundled up. Me and Tom in his
Minimax took off from Mohawk Valley and headed north to Argyle. My Rotax
loved the cold air and ran better than ever. I was indicating 65mph at
5800rpm which usually get me 55-58mph. When we got to Argyle we met Mike
with his Firestar. As it happened there was also a Buccaneer flying, a V
tail Bonanza flew in, a quicksilver and some sort of biplane amphibian
homebuilt flew in. There was a Lazair and Hawk although I don't think they
flew. This turned out to be our 2nd biggest fly-in of the year and was
completely unplanned. We went and had breakfast, got some gas and then the
minimax, Firestar and myself then proceeded to Granville airport about 20
miles northeast. Granville was an amazing place. The first time I had been
there. There are about 10 hangers. All were filled with planes of all kinds
and condition, old cars, airplane stuff everywhere. It was like some sort
of museum. I could have stayed there all day looking around. But we should
be flying so off we went. This time we headed south about 25 miles to
Cambridge airport. It was deserted but we got to stretch our legs and chat
for a bit before we headed home. We headed back to Mohawk Valley after we
watched Mike land at his home field. I landed with about 3/4 gallon gas.
(note to self: don't do that again.) Total flying time was 3 hours. Not too
bad for an impromptu last day of the season flight.
O.K. lets hear from each of you.
Scott Olendorf
Original Firestar, Rotax 377
Schenectady, NY USA
http://members.aol.com/olefiresta
________________________________________________________________________________
| From: | "Scott Olendorf" <olendorf(at)empireone.net> |
Has anyone tried using yaw strings on the sides of the windshield for AOA
indicators. Tape a little guide on there to write on while flying to
calibrate it for stall angle, beat glide angle etc. What do you think?
Scott Olendorf
Original Firestar, Rotax 377
Schenectady, NY USA
http://members.aol.com/olefiresta
-----Original Message-----
From: Adam Violett <violett@springhill-online.net>
Date: Saturday, December 12, 1998 8:28 PM
Subject: Re: Kolb-List: AOA
<violett@springhill-online.net>
>
>Again, I agree about rate of climb not being necessary, that has nothing
to do
>with an AOA (angle of attack instrument). Do any of you believe that there
is no
>real threat of stalling at some point of the flight envelope other than
during
>straight on 1g flight? Do you take into account that stall changes when you
load
>your planes for a X country? As you add load to your AC you must fly faster
or
>pull back more on the stick to maintain altitude. If you decide to fly with
your
>same old airspeed then you pull back which increases the relative wing
angle and
>brings you closer to a stall, even though you're fly'n at the same speed.
It
>would seem as though the AOA, as the article states, is an overlooked
device that
>should be given some real consideration.
>Adam Violett
>http://www.springhill-online.net/~violett/
>
>GeoR38(at)aol.com wrote:
>
>>
>>
>> << I think some of the guys on the net use them. I think
>> watching the airspeed is more important than the rate of climb, this is
my
>> opinion. >>
>>
>> and a good opinion, indeed, I might add!! Good Job
Frank..............geoR38
>> (from Houston, Tex)
>>
>
>
________________________________________________________________________________
| Subject: | Re: Flying stories |
| From: | ul15rhb(at)juno.com (Ralph H Burlingame) |
Scott,
The last flight of the season? The season is just beginning and this is
Minnesota. Today you would not think you were living here, the high for
the day was 47deg with light winds. Tomorrow will be the same. Well I'm
waiting for the temps to drop so I can fly from those frozen lakes with
skis. If you haven't tried it, I highly recommend it. This is flying like
no other, skimming the surface by a few inches, going on for miles. The
neat thing is the plane can fly on the edge of a stall and still be safe
because if it does stall, you've landed. Lake Minnetonka consists of many
bays that are separated by narrow strips of land. As you fly along and
want to jump over to the next bay, it's fun to leap over those strips and
descend back to the surface. Gives you that "superman" feeling. Last year
on New Years Day, we flew our FireStars to a neighboring lake and flew
all afternoon like this. We always get strange looks from those ice
fishermen as we sail past their ice houses like airborne snowmobiles.
Speaking of snowmobiles, they were racing under us and passing us up!
That day landed us in the middle of cars and people out there with the
nice winter weather. We had to land further out on the lake and taxi in.
Not all weekends are flyable, but with the unusual warm winter weather in
recent years, we get a fair amount of flying in. Don't put that plane
away. You may be missing the best flying of the year!
Ralph Burlingame
Original FireStar, 447 powered
>My last flight of the season was the best flying I had all year. It
>started
>out about 40 degrees and sunny.
>O.K. lets hear from each of you.
>
>Scott Olendorf
>Original Firestar, Rotax 377
>Schenectady, NY USA
>http://members.aol.com/olefiresta
>
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: Flying stories |
That's great you guys. Makes me envious as _____. There are some who will
bitch about the lack of tech content or some such, but this is what we're
all building for. Let's hear more from time to time. Those who don't like
it most likely have a functioning delete key. Big Lar.
----------
> From: Ralph H Burlingame <ul15rhb(at)juno.com>
> To: kolb-list(at)matronics.com
> Cc: Richard.Dewitt(at)HBC.honeywell.com; jburlin181(at)aol.com;
ggleiter(at)minn.net; Scott.Pierskalla(at)HBC.honeywell.com; dwegner(at)isd.net
> Subject: Re: Kolb-List: Flying stories
> Date: Saturday, December 12, 1998 8:19 PM
>
>
> Scott,
>
> The last flight of the season? The season is just beginning and this is
> Minnesota. Today you would not think you were living here, the high for
> the day was 47deg with light winds. Tomorrow will be the same. Well I'm
> nice winter weather. We had to land further out on the lake and taxi in.
> Not all weekends are flyable, but with the unusual warm winter weather in
> recent years, we get a fair amount of flying in. Don't put that plane
> away. You may be missing the best flying of the year!
>
> Ralph Burlingame
> Original FireStar, 447 powered
>
>
>
> >My last flight of the season was the best flying I had all year. It
> >started
> >out about 40 degrees and sunny.
> >O.K. lets hear from each of you.
> >
> >Scott Olendorf
> >Original Firestar, Rotax 377
> >Schenectady, NY USA
> >http://members.aol.com/olefiresta
> >
>
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
Yah, and how about the pic on page 59 of the Mk III on tall ( steel ?? )
gear ?? That's not Miss P'fer is it John ?? Looks like this one has a
582. Big Lar.
----------
> From: Lanny Fetterman <donaho(at)csrlink.net>
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: page 31
> Date: Saturday, December 12, 1998 3:07 PM
>
>
>
> Hi, group and John H.
>
> I just received the Jan. issue of Sport Pilot and Ultralights. And what
to
> my wondering eyes did appear but John Houck ( page 31 ) in a Sling Shot,
> with very tall gear!
> Houck Holler has been good to you, you look the same as you did at
> Ultraflight 10 years ago.
> If you go through Pa. on your way to the north pole, stop at Numidia
> International (he,he,)1400 ft. sod strip.
> Lanny Fetterman F.S. #598
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: Construction video |
Hang in there Diego. Sounds like you're just as human as the rest of us.
Admitting your mistakes is a good sign, cause nobody is perfect, regardless
of what some would have us believe. Where are you in South America ?? What
engine did you install ?? Let us hear from you. Big Lar.
----------
> From: Diego Ospina <dor(at)epm.net.co>
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: Construction video
> Date: Saturday, December 12, 1998 11:06 AM
>
>
> Dear Listers:
>
> Living outside the US and not being English my native language, I do
agree
> This is the first time I post to the list, please take it easy on me !
>
> Diego O.
> South America
>
>
________________________________________________________________________________
| From: | Richard Pike <rpike(at)preferred.com> |
| Subject: | Re: Construction video |
I build my Mark III and did my share of mistakes here and
>there -nothing that compromises safety though. It flies great, just a
>moderate left roll tendency (dont they all) but, if I could, I really
would like to build another one without mistakes.
>
>This is the first time I post to the list, please take it easy on me !
>
>Diego O.
>South America
Welcome Aboard! About that roll... Put a little trim tab on the right
aileron, to push the right aileron down, and raise the left wing.
Make it adjustable. With two aboard, you won't need it. Solo, you will. My
trim tab is about one rib spacing long, and 1 1/2" front to back.
Richard Pike
MKIII N420P (42oldpoops)
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)telepath.com> |
> There's a big red light that is hard to miss on my
> panel that goes off if any parameter - even those not displayed on the page
> I'm on now - is out of range.
Or if you really get cute, you can wire an audible through an
intercom to alert you aurally through the headset.
J. Baker
________________________________________________________________________________
| From: | john hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Construction video |
Richard Pike wrote:
>
> aileron, to push the right aileron down, and raise the left wing.
>
> Richard Pike
> MKIII N420P (42oldpoops)
>
Hey Guys:
If Richard is going to raise the left wing by pushing the right aileron
down, then he will have to put the right aileron on the left wing. Or
he will have to put the left wing on the right side. Hell, I don't
know. Just leave it alone and fly it lop-sided. hehehe
Hope we haven't screwed up our friend's mind too much down south of the
equator.
I think if we raise the right aileron, we will raise the left wing. Old
Poops knew that, but his fingers and the keyboard didn't.
It's already Sunday. I'm going to bed. Good night all, Merrry Xmas and
Happy New Year.
john h
________________________________________________________________________________
| From: | Cpeterhu(at)aol.com |
| Subject: | Re: Flying stories |
I guess my story should be told.
A few years ago, I bought my first airplane. It was at Becks Grove airport and
the owner was a CFI and A&P. I guess I don't want to remember his name.
Anyway, it was C-150 and the price was too good to be true. The owner checked
me out and made me legal and I was flying again after some 10 years. One thing
I couldn't understand was when I took off with a little right rudder, the
plane wanted to turn left.
Well the CFI didn't say anything and I talked myself out of any complaint. I
hadmy own plane.! I was overjoyed. I had a new annual and I couldn't believe
it. I flew home to Boonville with my son for his first ride and landed at
Boonville airport and took all my kids (6) and my wife for quick trips. They
loved it. I was a hero. Afew days later, I went to the airport andwith my
oldest daughter brought my plane home. I landed on my own 1500' strip and was
delighted. The next morning I got up early and went out and took off again
with the intention of a little practice in short field landing. When I came
around with full flaps I suddenly saw a tree off my right wing. I was 50 feet
from touchdown. I raised the wing to avoid the tree and thighs started
happening fast. I started to drift left toward the fence/tree line and tried
to come back in line, hit the right pedal. Well I drifted further left. I was
below the trees, halfway down the runway
should I go around or not.? Could I? Gave it full power but I was stil
sinking. Decided to put it down. Landed, but off the safe runway. Within 100
feet of the end of the runway, my right wheel caught a hold and spun me around
and stopped. The nose dropped switches off. Broke off the right gear and bent
prop. Sad pilot. The next day the FAA called me at work. End of story?
________________________________________________________________________________
| From: | wood <richard.wood(at)usa.net> |
| Subject: | Re: Flying stories |
>
>I see we have had some comments from some new names recently..
All we needed was another Woody on the list. Oh well it will take the
heat off one of us if we make some dumb comment and no one is sure who to
attribute it to ;).
Woody
________________________________________________________________________________
| From: | Eugene Zimmerman <tehz(at)redrose.net> |
| Subject: | Re: The List History |
>
>
>>Exactly how long has this list been up and running? When did it first start?
>
>Eugene
>
>Before the list, a few guys spontaneously started coping e-mail addresses
>of builders and flyers gleaned off the internet from various news groups
>whenever the name "Kolb" was mentioned. I collected about 8 to 12 e-mails
>and started repeating messages to everyone else by hand for a couple of
>months. My son, the engineer, said, Dad, there is a better way and he set
>up the list through Motorola sometime in 95... seems like the summer. He
>began saving the messages in archives beginning in March/96. The list grew
>quickly to several hundred as everyone was really hungry for information
>from others about Kolbs.
Snip
Thanks Cliff for the history of the Kolb list. I'm mostly a lurker but have
enjoyed the list from its infancy. Thank you for the vision you had to get
such
a helpful forum started. The Kolb Co. should be proud of this unofficial
list, as it represents in a public way their many satisfied custmers.
To you, and all list members-
Merry CHRISTmas, and a Blessed New Year
Eugene Zimmerman
________________________________________________________________________________
| From: | wood <richard.wood(at)usa.net> |
| Subject: | Re: Construction video |
Some day I will get off my butt watch my tapes and put them in some kind
of order and get rid of most of the excess stuff. Most aspects were covered
and may be of use to some new builder. All was done acording to plans but I
was able to simplify some of the construction techniques by drawing on my 25
yrs in the mechanical skilled trades.
Woody
________________________________________________________________________________
| From: | MitchMnD(at)aol.com |
| Subject: | Re: AOA / yaw string(s) |
Scott Olendorf suggested using a yaw string on the side of the windshield to
show angle of attack. I.m not sure how well it would work but it would be easy
to test and worth a try.
This is especially interesting to me because of an experience I had with my
first UL. The plane was a factory built Tierra powered by a Rotax 277. Lots of
drag but a good little plane with a full cover cockpit hinged at the top. I
was turning for final to a rather short field when the port side hatch popped
open and the wind came roaring in. I knew instantly that my AOA was way to big
and got the nose down as a reflex. When I landed and finished going to the
bathroom I realized that I had almost had a classic appoach stall with no
chance of recovery. I hadn't been using the velcro that held the hatch down
because wind stream usually held it in place and that made the hatch door a
fairly good AOA / stall indicator. I never did use the velcro again and have
been extremely careful about approach stalls ever since.
I will post the results of my AOA yaw string tests when completed. With all
those yaw strings wagging my plane will start looking like a box full of
puppies.
Duane the plane in Tallahassee, FL
________________________________________________________________________________
| From: | Woody Weaver <mts0140(at)ibm.net> |
| Subject: | Re: Flying stories |
wood wrote:
>
>
> >
> >I see we have had some comments from some new names recently..
>
> All we needed was another Woody on the list. Oh well it will take the
> heat off one of us if we make some dumb comment and no one is sure who to
> attribute it to ;).
>
> Woody
>
> I have a secret. I keep my posts short figuring that a short dumb
message is less embarrassing than a long dumb message.
Anyway, I'll bet us Woody's knew you don't raise the left wing by
pushing down on the right aileron. Huh?
Woody
________________________________________________________________________________
| From: | Woody Weaver <mts0140(at)ibm.net> |
MitchMnD(at)aol.com wrote:
>
>
> Woody, I'm flying FireFly SN 007 ( didn't pick that number, it's for real ).
> I am a cautious pilot so my appraisal may be on the conservative side.
> Flying the FireFly is probably the most fun you can have with all your clothes
> on. I weigh just over 150 Lbs and with the 447 she has power to spare. I am
> off the ground in ~ 60'. A ten mph X wind is about all I care to handle
> because she does float with the wind. Better pilots, I am sure, could do
> better but you have to know the plane. She has very little mass / enertia and
> lots of drag. Cut the throttle and down you go! I usually land with power on
> at about 35 mph. SNIP
Duane,
Are these "wheel landings"? I had a few hours in taildraggers (more
years ago than I care to admit) and a couple of times my instructor said
"watch this wheel landing". And then we came in faster and landed still
flying so to speak, anyway, well above stall speed. Are these actually
easier than "full stall" landings?
Thanks,
Woody Weaver
________________________________________________________________________________
Boy, you guys are really something. Mr Grooms posts the greatest suggestion I
have ever seen on this list, and you tear him appart like a bunch of pit
bulls.
Well I have newss for you. Not every body that gets a Kolb is an engeneer, or
has a college degree to be able to figure out the plans. I'll tell you that I
am one of those guys. So you are telling me not to buy a Kolb.
Man, what a bunch of ellitest snobs. Diego, are you sure you want to be a part
of this group?
Matt Hall
________________________________________________________________________________
| From: | Cpeterhu(at)aol.com |
| Subject: | Re: Flying stories |
If this is in response to my story, maybe I didn't make it clear. It was the
right wing I was raising.
________________________________________________________________________________
| From: | "Diego Ospina" <dor(at)epm.net.co> |
| Subject: | Construction video |
>
>Where are you in South America ?? What
>engine did you install ?? Let us hear from you. Big Lar.
>
Hi Larry and listers,
I installed a Rotax 582 and 66 3 blade Warp prop. Cruise speed is not as
expected (about 70) but it climbs like a rocket (900 - 1200 fpm). I've
never build a plane before - not even model airplanes- and It took me about
1 1/2 years to build my Mark III but with mistakes and all I think it was a
fun and rewarding experience.
There are many ultralights here in Colombia but only a few Kolbs -mostly
Quicksilvers Mx and Gt's.
________________________________________________________________________________
| From: | Richard Bluhm <irena(at)ccis.com> |
| Subject: | Re: Video again? |
ULFlier(at)aol.com wrote:
> --> So you are telling me not to buy a Kolb.
> Man, what a bunch of ellitest snobs. Diego, are you sure you want to
> be a part
> of this group?
> Matt Hall
>
Okay, Okay already !!!!!
I don 't know who this Diego is nor why he doesn't buy a plane from his
home country, but if he wishes to purchase a plane from a foreign
country, you have a need to use this as a reason for a video????? Tell
me, would a video be the reason you would purchase a plane from Uganda,
or would it be the value of the plane you ordered???
I'll agree an introductory video would be a nice way of getting someone
started on their kit, but here's what you would have to analyse. If you
made a mistake in the measurement of the height of the vertical stab
(for instance), just what could the harm be??? If the horizontal stabs
were 6 inches too long, what would the harm be, besides possibly a few
ounces of weight. The "only" important part of the construction (aside
of symetry) is the mounting of the wings to the fus-cage. If (for
example) you wanted to change the general shape of the entire tail
section (without loosing the surface area), what would be the
problem??? I had no difficulties building my MK3 and I had never built
any plane before either. It took me about 11 months to build, and the
greatest problem I had was worring about making a mistake. What you
have to understand is: The Kolb was designed with an effort for
individualality. You can modify it if you wish. Just use caution when
mounting the wings to the cage... Here's what I did: I laid out 4x8
pieces of plywood on the floor. (or ground) I lined up the fus-tube
with a 90 degree angle on the wood, then with the wings level, I lined
them up with the 90 degree line on the wood. This was the most
complicated part of the entire plane. My wings are perfect!!! My plane
is great and it flies great...
Thank you
Richard of Boron
________________________________________________________________________________
| From: | MitchMnD(at)aol.com |
| Subject: | Re: stability / wheel landings |
Woody, When I am still doing 35 mph at touchdown she is still flying and will
bounce back into the air if I am not quick to reduce throttle and hold her
down until the airspeed bleeds off. This doesn't take long because the
FireFly is fairly "draggy" and has little inertia. I'm sure some folks
describe this as a wheel landing. In addition flying well above stall speed
keeps your controls effective and reduces the chance of a puff of wind from
behind stealing your lift and ploping you down on the grass before you are
ready.
In the meantime I am still working to perfect my simulated-engine-out stall
landings in case I ever need that capability.
Happy Holidays, Duane the plane from Tallahassee, FL
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
| Subject: | Re: Im interrested in finding about your ultra-lights |
In a message dated 12/12/98 10:24:01 AM, you wrote:
<>
This is only the airplane you bet your butt on when you fly. I surely would
want to know for sure if you have a thermostat (and I think you should have
one). Its not a big deal to pull the angled fitting and take a look. The
repair manual has all the relevant drawings and torques. DO IT YOURSELF.
________________________________________________________________________________
| From: | "F J MARINO" <FMARINO(at)netlink1.nlcomm.com> |
| Subject: | Re: Im interrested in finding about your ultra-lights |
I plan on bringing the kolb home next week for winter repairs, that is one
of the things I plan on doing, plus the carbon check and the bearings in
the wheels and a new tail wheel, have to keep ahead of the ole glider pilot,
thanks for the info.
Frank
-----Original Message-----
From: Cavuontop(at)aol.com <Cavuontop(at)aol.com>
Date: Sunday, December 13, 1998 1:09 PM
Subject: Re: Re: Kolb-List: Im interrested in finding about your
ultra-lights
>
>
>In a message dated 12/12/98 10:24:01 AM, you wrote:
>
><thermostat in it, the engine is 2 years old. What do you think.>>
>
>This is only the airplane you bet your butt on when you fly. I surely
would
>want to know for sure if you have a thermostat (and I think you should have
>one). Its not a big deal to pull the angled fitting and take a look. The
>repair manual has all the relevant drawings and torques. DO IT YOURSELF.
>
>
________________________________________________________________________________
| From: | "F J MARINO" <FMARINO(at)netlink1.nlcomm.com> |
| Subject: | Re: Video again? |
Just when I thought we were done here comes another one, if you don't like
kolbs why are you on this e-mail. A Kolb is not that hard or that easy to
build its fun and a challenge, AND FUN TO FLY, try it you might like it.
Frank da crank
-----Original Message-----
From: ULFlier(at)aol.com <ULFlier(at)aol.com>
Date: Sunday, December 13, 1998 6:50 AM
Subject: Kolb-List: Video again?
>
>Boy, you guys are really something. Mr Grooms posts the greatest suggestion
I
>have ever seen on this list, and you tear him appart like a bunch of pit
>bulls.
>Well I have newss for you. Not every body that gets a Kolb is an engeneer,
or
>has a college degree to be able to figure out the plans. I'll tell you that
I
>am one of those guys. So you are telling me not to buy a Kolb.
>Man, what a bunch of ellitest snobs. Diego, are you sure you want to be a
part
>of this group?
>Matt Hall
>
>
________________________________________________________________________________
| From: | bobdoebler(at)juno.com (Robert L Doebler) |
Diego!
Welcome to the list.
Bob Doebler FSII in sunny(sometimes) California
________________________________________________________________________________
| From: | rbaker2(at)juno.com (Ray L Baker) |
Scott & Ralph,
Thanks for the flying stories. It makes the rivets pop easier!
L. Ray Baker
Lake Butler, Fl
________________________________________________________________________________
| From: | Skip Staub <skips(at)bhip.infi.net> |
edu>
>PS: I have the "early days" video -- good enf for me. :)
I've got to admit that Kolb's "early days" tape is my ALL TIME FAVORITE
tape. Kolb's BRAVE and DARING test pilot (Dennis something or other:),
definitely has some big brass ones and does (with the UltraStar) things
that I would love to attempt, but am way to chicken to try!
I have a feeling that Mike Ransom, John Hauck and other UltraStar flyers,
be they present or past, probably feel the same way. :)
Skip
1984 UltraStar
________________________________________________________________________________
| From: | "Scott Olendorf" <olendorf(at)empireone.net> |
I sure would love to have a copy of that one if anyone has an extra.
Scott Olendorf
Original Firestar, Rotax 377
Schenectady, NY USA
http://members.aol.com/olefiresta
-----Original Message-----
From: Skip Staub <skips(at)bhip.infi.net>
Date: Sunday, December 13, 1998 10:13 PM
Subject: Re: Kolb-List: Video???
>
>>PS: I have the "early days" video -- good enf for me. :)
>
>I've got to admit that Kolb's "early days" tape is my ALL TIME FAVORITE
>tape. Kolb's BRAVE and DARING test pilot (Dennis something or other:),
>definitely has some big brass ones and does (with the UltraStar) things
>that I would love to attempt, but am way to chicken to try!
>
>I have a feeling that Mike Ransom, John Hauck and other UltraStar flyers,
>be they present or past, probably feel the same way. :)
>
>Skip
>1984 UltraStar
>
________________________________________________________________________________
| From: | Dennis Souder <flykolb(at)epix.net> |
>
>I've got to admit that Kolb's "early days" tape is my ALL TIME FAVORITE
>tape. Kolb's BRAVE and DARING test pilot (Dennis something or other:),
>definitely has some big brass ones and does (with the UltraStar) things
>that I would love to attempt, but am way to chicken to try!
Skip, when I look at that video footage now, I say the exact same thing: "I
would love to attempt, but am way to chicken to try!
Brave and daring didn't have much to do with it.
Dennis(can't believe I could have been that stupid) Souder
________________________________________________________________________________
| From: | Richard Pike <rpike(at)preferred.com> |
| Subject: | Re: Construction video |
>
>
>Richard Pike wrote:
>>
>> aileron, to push the right aileron down, and raise the left wing.
>>
>> Richard Pike
>> MKIII N420P (42oldpoops)
>>
>
>Hey Guys:
>
>If Richard is going to raise the left wing by pushing the right aileron
>down, then he will have to put the right aileron on the left wing. Or
>he will have to put the left wing on the right side. Hell, I don't
>know. Just leave it alone and fly it lop-sided. hehehe
>
>Hope we haven't screwed up our friend's mind too much down south of the
>equator.
>
>I think if we raise the right aileron, we will raise the left wing. Old
>Poops knew that, but his fingers and the keyboard didn't.
>
>It's already Sunday. I'm going to bed. Good night all, Merrry Xmas and
>Happy New Year.
>
>john h
>
I HATE IT WHEN I DO THAT!!!
I MEANT THAT THE TAB HANGS DOWN,
WHICH MAKES THE RIGHT AILERON GO UP,
WHICH MAKES THE RIGHT WING GO DOWN,
WHICH MAKES THE LEFT WING GO UP...
Is it any wonder I get confused? Thanks John. (I think...)
Richard Pike
MKIII N420P (42oldpoops)
________________________________________________________________________________
| From: | "Christopher John Armstrong" <Tophera(at)centuryinter.net> |
| Subject: | AOA meters and side slip indicators |
>Scott Olendorf suggested using a yaw string on the side of the windshield
to
>show angle of attack. I.m not sure how well it would work but it would be
easy
>to test and worth a try.
This will work if you fly at 1 g and with no yaw. the strings mass will
react when you pull gs, so you need to build your AOA meters mass balanced.
also if you are yawed at all the reading will be very inacurate. I am a
true believer in AOA as being a far superior flight instrument then
airspeed. The stall AOA is constant for a given wing, no matter the
loading, g's, airspeed. I will deffinately have one on my plane when I get
it flying.
I mentioned a type of instrument for side slip that is a bubble in water and
Grey barron or someone said that it was an inclinometer I think. He also
said that the bubble has no mass so doesnt react to acceleration and just
measures angle... this is completely wrong, cause the bubble does have mass
and even if it didnt the water has mass. TO make sure I was right I went
and grabed my level and slide it sideways... the bubble jumps in the
direction you move the thing even though you are sliding on a level
surface.. the mass is reacting to acceleration, which makes sense since
gravity is just acceleration... no differance. So I will ask again anybody
tried flying with a buble level for side slip measurement or will I have to
give It a try?
Topher
________________________________________________________________________________
| From: | MitchMnD(at)aol.com |
| Subject: | Re: AOA meters/warnings |
Topher, When I was building my latest Kolb I considered installing a
microswitch attached to the underside of the wing's topside fabric and
connecting it to a buzzer or light in the cockpit. The idea was based on the
fact that when the wing was lifting the fabric would be slightly billowed and
the normally closed side of the switch would be open. When the lift was not
present the fabric fell to it's normally tensioned position the switch would
close and turn on the light. I am sure that there would be some inertia
involved but it would seem that energy resulting from a change in air pressure
over the area of a mid-span section of fabric would overcome any inertia in
the fabric. This would be a little harder to test than the AOA yaw string so
I'll get to it sometime later.
Always working on something, Duane the plane in Tallahassee,FL
________________________________________________________________________________
| From: | Richard Pike <rpike(at)preferred.com> |
| Subject: | Re: AOA meters and side slip indicators |
So I will ask again anybody
>tried flying with a buble level for side slip measurement or will I have to
>give It a try?
>
>Topher
>
Tried it, liked the string better.
Richard Pike
MKIII N420P (42oldpoops)
________________________________________________________________________________
| From: | Ben Ransom <ransom(at)mae.engr.ucdavis.edu> |
| Subject: | Re: AOA meters and side slip indicators |
On Mon, 14 Dec 1998, Christopher John Armstrong wrote:
> airspeed. The stall AOA is constant for a given wing, no matter the
> loading, g's, airspeed. I will deffinately have one on my plane when I get
> it flying.
Ok, a fun mind-bender for y'all: Can a wing stall when the plane is
at 0 Gs? Topher's point brings this thought to mind. Somebody told
me that the Air Force nowadays tells their fighter jocks that a way to
avoid or undo stall is to unload the Gs. [Skip ahead if you want to
think about this without knowing my answer -- which btw, i don't know
is right or wrong.] My thinking is that the wing can still be stalled
at 0 Gs, but it doesn't matter: It is at this point that forces on both
the Aerodynamic Center and CG are 0. I guess the fighter jocks are more
likely than us to encounter negative G (e.g. inverted) stalls, so the
stick forward response isn't always the right answer. Hope this doesn't
just seem to college-degree-ish. Helped me drift off to sleep one night.
>
> gravity is just acceleration... no differance. So I will ask again anybody
> tried flying with a buble level for side slip measurement or will I have to
> give It a try?
Seems I've heard several have done this, if not necessarily from this
list. A common source is the RV-home level bubbles. That $5 item does
the same thing as the $20 version from LEAF that says Aircraft Ball/Slip
on the box, only the $5 looks sturdier. :)
More on the practical side again though, I think that once you start
flying a Kolb you would rarely if ever look at any indicators except
airspeed for stall and string for coordinated turns. If you are doing
stall tempting maneuvers other than slow flight, checking an AOA indicator
seems one step more complicated than just knowing the feel of the plane
and stick, and the sound of the prop.
-Ben Ransom
________________________________________________________________________________
| From: | "Waligroski, Greg" <gwaligro(at)ball.com> |
| Subject: | FS/377 in Colorado |
The list was getting down right depressin' to read almost so I thought I
would tell about flyin' in Colorado so far...(just soloed the FS in
October).
The plane is a FS2 with a 377 and I have about 20+ hours on it as of today
(original owner had 140 hours). I flew Thanksgiving day and the following
Friday and Saturday because the weather out here in the front range was
touching into the 70's. I found my FS could cover some ground (will cruise
at 62 @ 5700) and I ventured up from Boulder to the south Ft Collins area
just pokin around Was able to fly low and buzz some coyotes that were out
roaming is some farmers field in the middle of nowhere. Encountered my
first engine problems on that Saturday when the power just started fading
away in the pattern. By the time I was down and taxiing back to the hangar
couldn't get it to run above 3600. Back among the UL group we started
pullin plugs, checking jets, pulled the exhaust manifold to check the rings
- looked good (Seafoam? see below) etc, all looked good. My instructor
noted a squeaking noise as we would turn the engine over, what's that? Fan
Belt? I had heard it before and assumed that is what it was. Well no.
Turned out my timing was way out and the squeak was the point contacts
rubbing on the cam - dry as a bone. So last weekend pulled my first Rotax
points replacement. Not too bad of a job but my knees got sore leaning
forward off of a ladder from the back of the wing working on the flywheel.
Debate there as to whether pulling the engine may have been easier.
So I was ready yesterday to fly and I must have done it right since the
engine even ran 200 rpm faster than before up to 6200 static. Got 2 hours
in yesterday with an interesting Colorado front range phenomena. I took off
in an OAT of 29 degrees, climbed to 1000agl and looked at the temp again and
it was about 48 degrees and then the bumps started me grabbin for the seat
belt tightener (boy those low sides on the FS sure could be higher about
now). Drop below 700agl and smooth as glass. The mountains to the west
create some interesting conditions. Had about 2-3 inches of snow on the
grass runway so after I got up off of the pavement started doing touch and
goes on the snow. I was first at it so I could keep track real easy of my
touch down points since I was leaving first tracks. Interesting as to where
you actually touch down relative to your final flare, you float further than
you would think. And yes you definitely can drag a tail wheel before the
mains touch! Makes an interesting line in the snow ahead of the mains.
Today flew a little loose formation work to a nearby airport with a freind
in his Kitfox and my instructor in his TBird (fun plane to learn on, so
draggy you can always approach high and kill off excess altitiude with a
dive to the runway). They clocked me at about 67 @ 5800rpm. I am still
amazed at what that 377 does at 6000msl.
Rumor has it there are some elk heards in the lowlands up North a bit so
maybe next weekend......also need to wear the ol' ski pants........and want
to try a yarn AOA indicator on my side window just to see if my University
learnin' was true......
Just for data:
Rotax 377, 2 blade IVO
Wrap around windshield cockpit enclosure (glad it's on for winter!)
155 - 160 jet (just swithched up for cold weather , temps and plugs look
good)
Original owner used Pennzoil, I am using CAU 100 at 100:1 seems to run OK.
Did a Seafoam number on it when I brought it west in October - the smoke was
kind of cool if nothing else.
Will fly at about 47mph @ 4300, approach at 45-50, stall at 33mph indicated.
Airspeed indicator appears to be within +/-3 confirmed with some GPS runs.
Climb is a good ~ 500-600 fpm but my altitude derated 377 combined with cold
weather bundled 200+ lb pilot (climbs really fast when my 150lb instructor
flies it) takes its toll plus, the FS appears to weigh in a bit on the high
side.(climbs really fast when my 150lb instructor flies it - every time I
fly he keeps trying to convince me he needs to test fly the Kolb for some
reason or another....????....:~)
Need brakes for taxiing, might try a version of Ben Ransom's design.
Well I suppose I clogged the mail list enough. Fly even if it is cold the
air is great!
Thanks to the list, some of the tips I have learned helped when trouble
shooting the 377 and flying the plane.
Gregg in Colorado
________________________________________________________________________________
| From: | Mike Ransom <mlransom(at)ucdavis.edu> |
| Subject: | Re: AOA meters and side slip indicators |
>gravity is just acceleration... no differance. So I will ask again anybody
>tried flying with a buble level for side slip measurement or will I have to
>give It a try?
Works fine, weighs nothing. My only problem is that my wheels don't set
the plane level on the ground, so it isn't quite right in the air. I got
mine at the local el-cheapo car parts store, in a set of two that was meant
for leveling campers. I'm paranoid about anything coming loose in the open
cockpit--uh, no cockpit :) (it's an UltraStar)--so I used a drop of epoxy
to hold it on the dash in addition to the foam tape that it came with.
Personally, I never look at it, feeling like all manuvers are practically
over by the time I can focus on it. I think a yaw string would work better
and have meant to install one for a long time. The U/S flies so well in a
slip anyway it's almost more a matter of curiousity for me anyway.
________________________________________________________________________________
| From: | "Ron Carroll " <ron.carroll(at)WORLDNET.ATT.NET> |
| Subject: | Re: FS/377 in Colorado |
Greg, I can't resist writing you about your enclosure.
I just completed my Original Firestar, and now have about 5-hours on it. I live
in
Oregon, so for the time being I it is still not too cold out. However, before
long it
will be at or below freezing, and I have a stock windscreen. The wind BLASTS me
in the
face, making my mouth and lips so cold that I can't talk on the radio.
Thanks,
Ron Carroll
ron.carroll(at)worldnet.att.net
-----Original Message-----
From: Waligroski, Greg <gwaligro(at)ball.com>
>
>Just for data:
>Rotax 377, 2 blade IVO
>Wrap around windshield cockpit enclosure (glad it's on for winter!)
>155 - 160 jet (just swithched up for cold weather , temps and plugs look
>good)
________________________________________________________________________________
| From: | "Mark E Navratil" <menavrat(at)crnotes.collins.rockwell.com> |
Hey all,
I haven't built a Kolb yet (got my heart set on a Slingshot) nor have I
used the EIS system, but I thought I'd offer a perspective on the subject
of instrumentation since this is the area of my profession. I work as a
flight deck systems engineer for Rockwell Collins. Collins built a great
reputation in the early days when radios had vacuum tubes and instruments
were all "steam gauges". Almost 20 years ago we began the transition to
replacing mechanical gauges with CRT screens and the term "glass cockpit"
was coined. Today, there isn't a NEW biz jet or commuter aircraft or
airliner that I know of which uses mechanical instrumentation for anything
but backup, or standby, instruments.
There's a good reason for this of course. Electronics offer greater
reliability (if built well for the intended environment), lighter weight,
simpler operation, greater safety, and far greater capability and
flexibility than electro-mechanical instruments. The EIS system is a
"poor-man's" version of what we call EICAS, which stands for Engine
Instrumentation and Crew Alert System. It is probably one of the most
useful applications of electronics because it allows the display to show
only a few simple, basic engine/systems parameters, keeping clutter way
down. The cockpit of an older model 747 has hundreds of gauges (and a
flight engineer who is paid to sit for hours and look at them all). The
EICAS system allows most gauges to disappear completely because, like EIS,
it monitors preset limits and alerts the pilot with visual/aural signals if
a parameter has been exceeded.....or is about to be exceeded (trend
monitoring).
One problem, however, with the EIS system is that it shows only digital
readouts. We've done a lot of human factors studies here at Collins and
one of the clear conclusions is that for a quick scan of the panel, the eye
can recognize needle positions on a gauge (relative to their green/red
operating limits) faster than the brain can mentally determine a series of
digital numbers (and then compare those numbers to the desired value).
Recognizing this, we are working on a new design for the panel of the Bell
Agusta 609 civil tiltrotor. The airspeed, altitude, VSI, and all
engine/drivetrain gauges appear on the LCD screen as round dials with
pointers. The edge of the dial is color coded green, yellow, and red, and
the needle changes color as it moves into the corresponding area of the
arc. In the center of the dial (or below it) is a digital readout of the
exact value shown. All the pilots who have flown the display in our
simulator love it. The FAA, of course, is a different story. They have
somehow come to associate glass cockpits with vertical tapes for altitude
and airspeed, and don't like the dials too well.
Anyhow, my point is that I think the ideal is a combination display like
that described above....a colored needle in a dial can be instantly
recognized in a scan as being out of limits, but the advantage of having
exact, clear values in digital format are also there. If it were me I'd
take the EIS over steam gauges in a light plane because the alert
capability is what is critical to being able to relax and fly without
worrying about EGT spiking into the red and not noticing it while you are
looking outside at something more interesting. The combination of gauges
and "idiot lights" should also accomplish the same thing. My feeling is
that mechanical gauges of all sorts will eventually be a thing of the past,
even on ultralights. The technology is here and it's not rocket science,
we just need to wait for things to evolve a bit further, and most of all,
to become affordable. For now, if anyone would like a ProLine 21 avionics
suite in their Kolb, and you have half a million bucks to blow, give me a
call and we'll get you set up : )
On the subject of cost and weight, has anyone compared the difference in
price and weight (for the same number of total features) of the EIS vs.
gauges?
Also, is there anyone in this area (eastern Iowa) or in Dallas, TX area
(I'll be there over Christmas holidays) who is building/flying Kolbs that I
could get together with?
Thanks,
Mark Navratil
Systems Engineer, Rockwell Collins
Cedar Rapids, IA
________________________________________________________________________________
| From: | Mike Ransom <mlransom(at)ucdavis.edu> |
>Skip, when I look at that video footage now, I say the exact same thing: "I
>would love to attempt, but am way to chicken to try!
>
>Brave and daring didn't have much to do with it.
>
>Dennis(can't believe I could have been that stupid) Souder
I got away with a lot myself. It has something to do with our genetic
makeup I think. If we didn't have the compulsion to take risks and try new
things then things we wouldn't develop some of the skills to hunt, protect,
provide and survive. Now it's more a matter of how you get your jollies,
but I think it's still an important skill-building trait.
I probably don't even need to ask, but I've always been curious as to how
far you went in planning, ie. did you intend to fly to failure, did you
have backup chute of any kind. I don't really care about the answer and
don't think you have anything to feel very embarrassed about. Youthful
indiscretion is a great excuse for lots of things. I actually find it
comforting that you comment on the poor judgement of that flight (assuming
the flight-to-destruction was intentional). You certainly added a
permanent little chunk to the lore of ultralight flying--and may have sold
a few more kits as a result! :)
I don't follow the email list too well. I have my reader (Eudora) set to
catch messages from my brother (Ben), anything containing the string
"UltraStar", and now messages from "Topher" (Armstrong), because I like his
insights on aerodynamics. Ben told me there was some scary stuff being
written about videos. Hmm... I don't envy you. I read some of them.
Unfortunately, the ultralight genre tends to attract the "we don't need no
stinkin' rules types in addition to the more reasonable, cautious types
that otherwise just can't afford flying (or get their medical). I hope
you've consulted with knowledgable people about your legal exposure and
that they haven't given you bad news.
I really hate to mention this, but I'm sure you're aware of the fact that
email lists are often archived. You should regard anything you submit in
email to a mail list to be essentially an official publication of Kolb. I
think.
A video certainly isn't going to make or break your level of clarity in the
kit. The fancy stuff isn't necessarily better. An example I think of is
the old "Idiots Guide" manual on the VW. The cartoon-style drawings were
far better than the poor half-tone prints in the more "official" repair
manuals. They emphasized what you really needed to see and showed you in a
way that a photograph couldn't. I think you could easily make the point
that producing videos takes resources that might be better spent, from a
safety standpoint, on actually making the plane safer, making your clientel
better educated on safety issues, or improving on the clarity of the
existing components of the kits.
I hope you don't worry excessively about legal liability. It's a risk of
doing business somewhat akin to the risks associated with flying. Go do a
few loops--it might help counteract some of these guys (now including me :(
) who are raining on your parade.
-Mike (sticking with wingovers) Ransom
Mike Ransom, Programmer/Analyst, Dept of Agronomy & Range Science
University of California, Davis U.S.A.
mlransom@ucdavis.edu http://agronomy.ucdavis.edu/ransom
________________________________________________________________________________
| From: | Mike Ransom <mlransom(at)ucdavis.edu> |
| Subject: | Re: gauges vs. EIS |
...
>We've done a lot of human factors studies here at Collins and
>one of the clear conclusions is that for a quick scan of the panel, the eye
>can recognize needle positions on a gauge (relative to their green/red
>operating limits) faster than the brain can mentally determine a series of
>digital numbers
...
Regarding the scanning of instrument panels, I'm recalling some stuff my
dad described about his Air Force training and how they dealt with panel
complexity. I'm sure someone on the list can describe the system or its
name better, but it essentially involved scanning a section of the panel at
a time and always going back to the most critical instruments in between.
This method kept the pilot of loosing track of the most important
indicators and probably also developed skills in locating various
instruments on short notice. This was for instrument training, but might
be a good thing to drill yourself on even in an ultralight in VFR.
-Mike
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
| Subject: | Re: gauges vs. EIS |
Good post, Mark. As a very old steam-gage watcher, I don't seem to miss
them at all when glancing at my EIS. Oh, I do have a clock-type airspeed
and a whiskey compass, but enjoy the EIS. In one area I have CHT 1&2,
EGT 1&2, RPM and altitude---plus on other "pages" of display I see at a
glance a whole buncha other parameters, with preset limits. AND the big
red outa-tolerance alarm light.
Sometimes (but not often!) I wish I was back at Collins, seeing "the
state of the art." Old Art Collins, forgive the pun.
Grey (past Dir. Product Support, Collins) Baron
________________________________________________________________________________
| From: | Mike Ransom <mlransom(at)ucdavis.edu> |
| Subject: | Re: Video???--whoopsie! |
Well, that just goes to show ya. I'd meant to send that last message to
Dennis and Ben only. Now maybe someone will blackmail me by informing my
employer that I wasn't on the job.
Geez, this email is getting more dangerous and scary than flying!
Mike (back to work--it's safer) Ransom
________________________________________________________________________________
| From: | "F J MARINO" <FMARINO(at)netlink1.nlcomm.com> |
| Subject: | Re: FS/377 in Colorado |
Welcome Greg; glad to see that you flew your kolb, every time I'v been to
Colorado it's been pretty windy use to be in the airforce until I retired in
Sept, every time I went to Colorado Springs the wind was always blowing a
100 miles an hour or so it seemed, the kolb is fun to fly as you already
found out. have fun flying.
Frank
-----Original Message-----
From: Waligroski, Greg <gwaligro(at)ball.com>
Date: Monday, December 14, 1998 8:56 AM
Subject: Kolb-List: FS/377 in Colorado
>
>The list was getting down right depressin' to read almost so I thought I
>would tell about flyin' in Colorado so far...(just soloed the FS in
>October).
>
>The plane is a FS2 with a 377 and I have about 20+ hours on it as of today
>(original owner had 140 hours). I flew Thanksgiving day and the following
>Friday and Saturday because the weather out here in the front range was
>touching into the 70's. I found my FS could cover some ground (will cruise
>at 62 @ 5700) and I ventured up from Boulder to the south Ft Collins area
>just pokin around Was able to fly low and buzz some coyotes that were out
>roaming is some farmers field in the middle of nowhere. Encountered my
>first engine problems on that Saturday when the power just started fading
>away in the pattern. By the time I was down and taxiing back to the hangar
>couldn't get it to run above 3600. Back among the UL group we started
>pullin plugs, checking jets, pulled the exhaust manifold to check the rings
>- looked good (Seafoam? see below) etc, all looked good. My instructor
>noted a squeaking noise as we would turn the engine over, what's that? Fan
>Belt? I had heard it before and assumed that is what it was. Well no.
>Turned out my timing was way out and the squeak was the point contacts
>rubbing on the cam - dry as a bone. So last weekend pulled my first Rotax
>points replacement. Not too bad of a job but my knees got sore leaning
>forward off of a ladder from the back of the wing working on the flywheel.
>Debate there as to whether pulling the engine may have been easier.
>
>So I was ready yesterday to fly and I must have done it right since the
>engine even ran 200 rpm faster than before up to 6200 static. Got 2 hours
>in yesterday with an interesting Colorado front range phenomena. I took
off
>in an OAT of 29 degrees, climbed to 1000agl and looked at the temp again
and
>it was about 48 degrees and then the bumps started me grabbin for the seat
>belt tightener (boy those low sides on the FS sure could be higher about
>now). Drop below 700agl and smooth as glass. The mountains to the west
>create some interesting conditions. Had about 2-3 inches of snow on the
>grass runway so after I got up off of the pavement started doing touch and
>goes on the snow. I was first at it so I could keep track real easy of my
>touch down points since I was leaving first tracks. Interesting as to
where
>you actually touch down relative to your final flare, you float further
than
>you would think. And yes you definitely can drag a tail wheel before the
>mains touch! Makes an interesting line in the snow ahead of the mains.
>Today flew a little loose formation work to a nearby airport with a freind
>in his Kitfox and my instructor in his TBird (fun plane to learn on, so
>draggy you can always approach high and kill off excess altitiude with a
>dive to the runway). They clocked me at about 67 @ 5800rpm. I am still
>amazed at what that 377 does at 6000msl.
>Rumor has it there are some elk heards in the lowlands up North a bit so
>maybe next weekend......also need to wear the ol' ski pants........and want
>to try a yarn AOA indicator on my side window just to see if my University
>learnin' was true......
>
>Just for data:
>Rotax 377, 2 blade IVO
>Wrap around windshield cockpit enclosure (glad it's on for winter!)
>155 - 160 jet (just swithched up for cold weather , temps and plugs look
>good)
>Original owner used Pennzoil, I am using CAU 100 at 100:1 seems to run OK.
>Did a Seafoam number on it when I brought it west in October - the smoke
was
>kind of cool if nothing else.
>Will fly at about 47mph @ 4300, approach at 45-50, stall at 33mph
indicated.
>Airspeed indicator appears to be within +/-3 confirmed with some GPS runs.
>Climb is a good ~ 500-600 fpm but my altitude derated 377 combined with
cold
>weather bundled 200+ lb pilot (climbs really fast when my 150lb instructor
>flies it) takes its toll plus, the FS appears to weigh in a bit on the high
>side.(climbs really fast when my 150lb instructor flies it - every time I
>fly he keeps trying to convince me he needs to test fly the Kolb for some
>reason or another....????....:~)
>Need brakes for taxiing, might try a version of Ben Ransom's design.
>
>Well I suppose I clogged the mail list enough. Fly even if it is cold the
>air is great!
>
>Thanks to the list, some of the tips I have learned helped when trouble
>shooting the 377 and flying the plane.
>
>Gregg in Colorado
>
>
________________________________________________________________________________
| Subject: | RE: Gauges or EIS? |
Jim
Have you made this mod to the EIS?
If so I would be interested in the approach and details.
Ron
>
>> There's a big red light that is hard to miss on my
>> panel that goes off if any parameter - even those not displayed on the page
>> I'm on now - is out of range.
>
>Or if you really get cute, you can wire an audible through an
>intercom to alert you aurally through the headset.
>
>
>J. Baker
>
________________________________________________________________________________
| From: | wood <richard.wood(at)usa.net> |
| Subject: | Re: Flying stories |
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
| Subject: | Re: gauges vs. EIS |
Mike R., I think your Dad was referring to what we called in the 1940's
Navy (and maybe in the Windforce) the Basic T.In words, the
configuration looked like this: Imagine a panel with two rows of gages,
three in each row. Left to rt, upper row:
ASI, Artificial horizion, altimeter. Lower row, lt to rt:
Turn and bank, DG, VSI. The tee part is the top row, with just the DG in
bottom row--makes a tee. The T & B and VSI are kinda aux, gages. I was
taught to start my scan with the ASI. A quick scan across, and
down--then a look at any other instruments: MP, fuel, etc. Back to the
scan again. This is only really necessary in IFR. In VFR you can be a
little looser with your scans. Green side up.
Grey (can't go IFR anymore, thank you Effn A A ) Baron
________________________________________________________________________________
| From: | Richard Bluhm <irena(at)ccis.com> |
As I have enjoyed reading your stories, I thought I'ed return the honor.
This area of the desert is surrounded by mountain ranges, giving us
sudden and hidden wind conditions that are unexpected. I have hit about
three dust-devils (sand-devils) without warning. (Not all the
dust-devils carry sand or dust in them) Once I was lifted about 50 to
100 ft within 2 seconds and sent out at about 20 degrees of the
direction I entered. The amazing thing about this is: There was no loss
of air-speed when I exited this hidden terror. But this is nothing
compared to what I am about to tell you.
On one of my training lessons, my flight instructor (who knew the air
currents of the area) told me to circle a mountain peak I was passing
over. ( I was about 100 ft above the peak) I was about two-thirds around
the peak when suddenly all of the ground dissapeared. All I could see
was blue sky. The change was so distracting that I didn't even notice
any forces on the plane. Then within 2 to 3 seconds, all I could see
was ground. Again I didn't feel the forces as my brain was trying to
keep up with what was happening. I didn't have time to think about what
the instructor was doing, but I DID notice that he wasn't taking over
the controls yet. Without making a sound, I first took the plane out of
the roll attitude of the turn. I was about to look for the horizon to
figure out how to level the plane when low and behold,,,, it pulled
itself out and became level without any input from me. I looked at the
instructor (as if I made it level on my own).and asked "How was that?"
He looked calmly at me and said, "Okay, now finish your circle." But he
did have a big smile on his face.
I was proud of myself over this as my flight instructor is an air-sea
rescue flier and never was impressed easily.
Hope you enjoy this story.
Richard of Boron
________________________________________________________________________________
| From: | "David Bruner" <brunerd(at)ulster.net> |
| Subject: | Flying stories - FS/377 in Colorado |
>Well I suppose I clogged the mail list enough. Fly even if it is cold the
>air is great!
>
>Thanks to the list, some of the tips I have learned helped when trouble
>shooting the 377 and flying the plane.
>
>Gregg in Colorado
Great Post, Gregg! Informative, well written and soul warming.
Here's my current situation: my Mk II will soon be on its first leg towards
its new home - on a trailer from FL to PA.
Any other Mk II owners out there? I'd love to hear about your planes!
David Bruner
________________________________________________________________________________
| From: | "Rutledge Fuller" <rut007(at)hotmail.com> |
| Subject: | Re: Gauges or EIS? |
I'm on the fence between analog gauges and the EIS system.
I was too and due to a lack of panel space on my firestar, I chose the
EIS system. The company is terrific. I have ordered parts several
times and seem to get them the same week here in Florida. I have also
had the system fail in flight---my fault----fuse. After having the EIS
I would find it awful hard to go back to the analog gauges. Any time
any of my limits (that I set) are met, the unit flashes a bright red
light in my face and hilights the infraction on the unit so that I can
respond to the emergency. I strongly feel that I get the information
that I need faster than I would with my scaning the panel "analog
style". Don't get me wrong, I do scan the panel---But things seem to go
South fast on these motors when they go. In other words a rotax engine
can go from 280 CHT to over 325 CHT in a matter of seconds. The EIS
would start flashing at your preset limit, your analog will too, but
will you be monitoring that guage at the appropriate time? I have so
much fun in my Kolb, and a lot of the fun for me is outside the cockpit.
For my flying style, I am more than satisfied with my EIS and would
recommend it to anyone. I still feel that it is a matter of preference
though.
PS: I see that I leave for a week and all hell breaks loose. I have a
hundred or more messages to read, and hope that no ones mother has
killed anyone over the Titan/Ferguson issue. In the words of Rodney
King, "Can't we all jus get along?" Idea!!! Maybe next Sun@Fun Kolb
could put up a boxing ring. We could settle everything there, and would
put on quite a show. I get this peaceful easy feeling when I think
about the unity of the ultralight community.
Rutledge Fuller
Orig Firestar 105.9 hrs since 8/1/98
I think that equates to about .875 hours per day since the maiden flight
even though I was down for 2 1/2 weeks for a rebuild.
________________________________________________________________________________
| From: | "Rutledge Fuller" <rut007(at)hotmail.com> |
| Subject: | Re: By now we've said all there is to say |
Good point you crazy nut!!!
Rut the nut.
----Original Message Follows----
Date: Fri, 11 Dec 1998 09:43:30 -0800 (PST)
From: Ben Ransom <ransom(at)mae.engr.ucdavis.edu>
Subject: Kolb-List: By now we've said all there is to say
I just thought I'd toss in a thought on Kolb list content.
I personally have been on the kolb lists as long as they have been
around, and even had a few Kolb builder email contacts before a list was
ever established. By now I'm pretty sure we have discussed everything
there is to discuss. With this in mind, I personally don't mind seeing
the slightly off-topic stuff, such as comparison to Titan, come up
once in awhile. Yes the list should remain Kolb, but minor deviations
to compare to other aircraft seem valid for the list too. I also have
gotten a little thicker skinned. People, myself included, like to
spout off a bit on the list -- somehow the self-made pulpit of freely
"publishing" compells us to speak without much inhibition. Knowing
this,
it is not worth getting all whomped up when someone proclaims Titans the
best or perhaps a "you're nuts" in return. Still, we should be polite
anyway, cuz we undoubtedly will unintentionally offend somebody even
with our best manners. Don't anybody run off mad; it is just not that
big a deal. Life's too short for that.
Ben Ransom
http://mae.ucdavis.edu/~ransom
Aw geez, nothin on the list now and I gotta get to work.
________________________________________________________________________________
| From: | "Dorismae Wikre" <dormel(at)means.net> |
| Subject: | angle of AOA indication |
Feb. 1982 Sport Aviation Mag. Craftsman Corner has diagrams to make air
angle indicator.
Mel Wikre
South Eastern Minnesota
________________________________________________________________________________
| From: | "Ron Carroll " <ron.carroll(at)WORLDNET.ATT.NET> |
| Subject: | Another FUN flying story |
During this tail-of-whoa I will admit to acts of stupidity that I would never admit
to my
own mother, so keep it under your hat and save your time by not writing to let
me know how
dumb you think I am.
Now then, the story starts off with the recent completion of my Original Firestar
(#015)
with an engine that sat in the original shipping crate for about 12-years. I had
more
than my share of problems with the building process, but with friends like Ralph,
John J,
and many others on the list I finished it. Actually it turned out to be a LOT
NICER than
I had ever hope when the project began.
Back to the *interesting flight* story. During the break-in (s) I seized the rear
(PTO)
cylinder. I sent to engine to California to have the seals replaced because the
tech
figured the originals had become hard over all those years. I got it back and
seized it
again during the second break-in. Just before this seizure I heard a very high
pitched
squeal coming from the engine (and old men are supposed to be deaf to high pitched
sounds). Determined it was the fanbelt, so I replaced it, breaking a fan blade
in the
process. I also replaced the fuel pump with a double Mikuni pump, and verified
the timing
of both cylinders (within .001" of specs).
Finally, I completed the break-in on the third try, although the temps were higher
than I
wanted them to be. I thought that the placement of my BRS atop the wing might
be
restricting air flow to the fan, but was reassured by several on the list that
this
location is used by many of us without a problem. I still had high temp readings
of 1250
EGT and 400/400 CHT at cruise. These numbers rose during higher RPM cruise (5800
RPM) to
1300 & 450/450. It was suggested that the gauge may be reading high so I tried
the old
boiling water trick, and found them to be very close to being accurate. The next
theory
was that the long CHT/EGT extension cables may be picking up an induced current
from other
wiring going from the engine to the panel, i.e., tach, 12-volts for radio, etc.
Yesterday
I bought new shielded wire to replace the existing un-shielded wires, in hopes
of
eliminating any cross-feed. However, before I had a chance to rewire the gauges
the
weather actually cleared up here in Oregon, so four of us decided to go for a ride.
Things were going great! The old Firestar was outperforming those new Hurricanes
something fierce. I felt like a million bucks! However, the temps would go up
at higher
cruise speeds, so I would throttle back to around 4400 and they would come back
down below
1200/400/400. Then the cycle would repeat. I should not have continued flying
the plane
with the temps like these, but still thought that the gauges were reading high
because of
some slight induced voltage from another source. Also, clever devil that I am,
I applied
factors as specified by Westberg, i.e., for every degree F below 75* I took off
one
degree. So, this made me feel a bit better, with the actual temps *only* at
1265/415/415. Then it struck me! SILENCE ! No surprise this time after all the
experience with seizures I've had so far. The difference this time was that I
had to find
a place to put it down, which made me twitch because with all the rain in Oregon
the
fields could be quite soft. I was actually glad I had a tail-dragger! Landed
with no
problem, but had no idea where I was. After fooling with it for a bit I got it
re-started, and took off. About a mile away I heard *nothing* and found another
farmer's
field next to a road, and again was glad to have the tail-dragger.
I know this has been an interesting tale for you to enjoy. I also know how dumb
you must
think I am (and you're right). This morning I will call CPS for another new piston,
rings, and gaskets. They know my credit card number by heart. Now that I have
about
5-hours in the air in this thing (I am the only guy in town with 17-hours on the
Hobbs and
only 5-hours flight time) I would feel comfortable taking the BRS off to see if
this will
help with my temps. If not, I'm running out of things to try (and money). All
Bing jets
are those recommended for sea level operation (which I am), I have the needle raised
to
the bottom notch, use Pennzoil (50:1), K&N air filter. It appears to be using
about 2.5
gallons/hr. Some have suggested I need more load from the prop because I am using
the
stock Culver prop that came with the kit.
Just another *FUN FLYING STORY* from the great northwest.
Ron (I'll never get to try SeaFoam because I keep putting new pistons in) Carroll
Original Firestar
________________________________________________________________________________
| From: | Woody Weaver <mts0140(at)ibm.net> |
Hey guys,
What's this SeaFoam? New one on me.
thanks
Woody Weaver
________________________________________________________________________________
| From: | Terry Swartz <tswartz(at)desupernet.net> |
| Subject: | Re: Flying stories - FS/377 in Colorado |
--------------22DEF4C21574B04657F5C2D6
> David
I have a MK III at Smoketown, and there is another fellow that has a MK II that
might be for sale. I think he is building a Slingshot. He previously built a
Firestar or an ultrastar, I not sure which. I think he just likes to build
Kolbs.
Terry
> >
> Great Post, Gregg! Informative, well written and soul warming.
> Here's my current situation: my Mk II will soon be on its first leg towards
> its new home - on a trailer from FL to PA.
> Any other Mk II owners out there? I'd love to hear about your planes!
>
> David Bruner
>
--------------22DEF4C21574B04657F5C2D6
name="tswartz.vcf"
filename="tswartz.vcf"
begin:vcard
n:Swartz;Terry
adr:;;;;;;
version:2.1
email;internet:Tswartz(at)desupernet.net
note:http://users.success.net/tswartz/
fn:Terry Swartz
end:vcard
--------------22DEF4C21574B04657F5C2D6--
________________________________________________________________________________
| From: | Woody Weaver <mts0140(at)ibm.net> |
| Subject: | Re: Another FUN flying story |
Ron Carroll wrote:
>
>
> During this tail-of-whoa I will admit to acts of stupidity that I would never
admit to my
> own mother, so keep it under your hat and save your time by not writing to let
me know how
> dumb you think I am.
>
> Now then, the story starts off with the recent completion of my Original Firestar
(#015)
> with an engine that sat in the original shipping crate for about 12-years. I
had more
> than my share of problems with the building process, but with friends like Ralph,
John J,
> and many others on the list I finished it. Actually it turned out to be a LOT
NICER than
> I had ever hope when the project began.
>
> Back to the *interesting flight* story. During the break-in (s) I seized the
rear (PTO)
> cylinder. I sent to engine to California to have the seals replaced because
the tech
> figured the originals had become hard over all those years. I got it back and
seized it
> again during the second break-in. Just before this seizure I heard a very high
pitched
> squeal coming from the engine (and old men are supposed to be deaf to high pitched
> sounds). Determined it was the fanbelt, so I replaced it, breaking a fan blade
in the
> process. I also replaced the fuel pump with a double Mikuni pump, and verified
the timing
> of both cylinders (within .001" of specs).
>
> Finally, I completed the break-in on the third try, although the temps were higher
than I
> wanted them to be. I thought that the placement of my BRS atop the wing might
be
> restricting air flow to the fan, but was reassured by several on the list that
this
> location is used by many of us without a problem. I still had high temp readings
of 1250
> EGT and 400/400 CHT at cruise. These numbers rose during higher RPM cruise (5800
RPM) to
> 1300 & 450/450. It was suggested that the gauge may be reading high so I tried
the old
> boiling water trick, and found them to be very close to being accurate. The
next theory
> was that the long CHT/EGT extension cables may be picking up an induced current
from other
> wiring going from the engine to the panel, i.e., tach, 12-volts for radio, etc.
Yesterday
> I bought new shielded wire to replace the existing un-shielded wires, in hopes
of
> eliminating any cross-feed. However, before I had a chance to rewire the gauges
the
> weather actually cleared up here in Oregon, so four of us decided to go for a
ride.
>
> Things were going great! The old Firestar was outperforming those new Hurricanes
> something fierce. I felt like a million bucks! However, the temps would go
up at higher
> cruise speeds, so I would throttle back to around 4400 and they would come back
down below
> 1200/400/400. Then the cycle would repeat. I should not have continued flying
the plane
> with the temps like these, but still thought that the gauges were reading high
because of
> some slight induced voltage from another source. Also, clever devil that I am,
I applied
> factors as specified by Westberg, i.e., for every degree F below 75* I took off
one
> degree. So, this made me feel a bit better, with the actual temps *only* at
> 1265/415/415. Then it struck me! SILENCE ! No surprise this time after all
the
> experience with seizures I've had so far. The difference this time was that
I had to find
> a place to put it down, which made me twitch because with all the rain in Oregon
the
> fields could be quite soft. I was actually glad I had a tail-dragger! Landed
with no
> problem, but had no idea where I was. After fooling with it for a bit I got
it
> re-started, and took off. About a mile away I heard *nothing* and found another
farmer's
> field next to a road, and again was glad to have the tail-dragger.
>
> I know this has been an interesting tale for you to enjoy. I also know how dumb
you must
> think I am (and you're right). This morning I will call CPS for another new
piston,
> rings, and gaskets. They know my credit card number by heart. Now that I have
about
> 5-hours in the air in this thing (I am the only guy in town with 17-hours on
the Hobbs and
> only 5-hours flight time) I would feel comfortable taking the BRS off to see
if this will
> help with my temps. If not, I'm running out of things to try (and money). All
Bing jets
> are those recommended for sea level operation (which I am), I have the needle
raised to
> the bottom notch, use Pennzoil (50:1), K&N air filter. It appears to be using
about 2.5
> gallons/hr. Some have suggested I need more load from the prop because I am
using the
> stock Culver prop that came with the kit.
>
> Just another *FUN FLYING STORY* from the great northwest.
>
> Ron (I'll never get to try SeaFoam because I keep putting new pistons in) Carroll
> Original Firestar
>
Hello Ron
You know, its just a thought but I would go up about 5 numbers on the
main jet, I don't care what the factory says! In other words, if I was
using a 155 I would try 160 or even 165 until I saw full throttle EGT go
down a little bit from cruise. The highest EGT should NEVER happen at
full throttle.
Woody Weaver.
Great story by the way.
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
| Subject: | Re: Another FUN flying story |
In a message dated 12/15/98 11:41:47 AM Eastern Standard Time,
ron.carroll(at)WORLDNET.ATT.NET writes:
<< Landed with no problem, but had no idea where I was. After fooling with it
for a bit I got it re-started, and took off. About a mile away I heard
*nothing* and found another farmer's field next to a road, and again was glad
to have the tail-dragger. >>
Boy are you lucky. You broke the first rule of two sroke flying and lived
to tell about it. Just to restate the first rule: Thou shalt not fly again
after an unexplained engine stoppage without removing the exhaust manifold to
see if it seized.
I bought a wrecked rans S-12 that crashed in a field next to the Kolb
runway. The guy was flying by and his engine quit. So he landed at kolb.
After it cooled down he was able to start it again and he thought it was
running ok so he took off again. Predictably, the engine seized again on take
off and he spun in with equally predictable results.
Better to walk home rom the middle of nowhere than take that chance. Just
my opinion.
________________________________________________________________________________
| From: | Richard Pike <rpike(at)preferred.com> |
| Subject: | Re: Another FUN flying story |
This morning I will call CPS for another new piston,
rings, and gaskets. They know my credit card number by heart. I'm running
out of things to try (and money). All Bing jets are those recommended for
sea level operation (which I am), I have the needle raised to the bottom
notch, use Pennzoil (50:1), K&N air filter. It appears to be using about
2.5 gallons/hr. Some have suggested I need more load from the prop because
I am using the stock Culver prop that came with the kit.
Just another *FUN FLYING STORY* from the great northwest.
Ron (I'll never get to try SeaFoam because I keep putting new pistons in)
Carroll
Original Firestar
You mentioned that the engine had sat for 12 years. I suggest that you
get
a tester and pressurize the crankcase to see if there is a crankcase leak
other than the seals. Whatever was used to seal the crankcase halves
together may have dried up, and you have an air leak from somewhere other
than the seals.
If you have somewhere nearby that works on big snowmobiles or especially
Sea-Doos, then they should have a crankcase pressurizer tool/gauge.
Pull off your exhaust manifold, and get a bicycle inner tube, stretch it
across the ports, poke holes in it where the bolts go, back it up with a
piece of thin sheet metal so that it won't balloon out through the
manifold, and bolt the manifold back on, clamping the innertube and backup
between the manifold and the block.
Make up some plugs to fit in your carb rubber flanges, (freeze plugs?)and
seal those up too. Plug off your pulse port.
The crankcase tool should have a way to pump air into the sparkplug hole,
have the piston at BDC, and put 6-9 PSI on it. It should hold for 3
minutes. If not, find the leak.
For more info and better details, try http://www.groupk.com
Richard Pike
MKIII N420P (42oldpoops)
________________________________________________________________________________
| From: | Richard Pike <rpike(at)preferred.com> |
>
>Hey guys,
>What's this SeaFoam? New one on me.
>thanks
>Woody Weaver
It's what you see if your engine fails 500 yards from shore at low altitude...
Sorry, couldn't resist. We have wore this one out, better check the archives,
or some of the "Feisty Flyers" may lose their Christmas spirit.
(Not me, I bought stock in SeaFoam)
Richard Pike
MKIII N420P (42oldpoops)
________________________________________________________________________________
| From: | "F J MARINO" <FMARINO(at)netlink1.nlcomm.com> |
| Subject: | Re: AOA meters and side slip indicators |
I did Topher and I took it out I also used the string for a while until it
fell off, I will put one back on in the spring. I like the string better,
if you ever see the F-14 tomcat on one of the flying programs on tv you will
see a string in front of the wind screen on it 14 billion dollars and a
piece of string. At least I thing that is what it is.
Frank
-----Original Message-----
From: Richard Pike <rpike(at)preferred.com>
Date: Monday, December 14, 1998 6:41 AM
Subject: Re: Kolb-List: AOA meters and side slip indicators
>
>So I will ask again anybody
>>tried flying with a buble level for side slip measurement or will I have
to
>>give It a try?
>>
>>Topher
>>
>Tried it, liked the string better.
> Richard Pike
> MKIII N420P (42oldpoops)
>
>
________________________________________________________________________________
| From: | "F J MARINO" <FMARINO(at)netlink1.nlcomm.com> |
| Subject: | Re: AOA meters and side slip indicators |
Ben, that is the only way to fly light airplanes by feel and the seat of
your pants and airspeed indicator.
-----Original Message-----
From: Ben Ransom <ransom(at)mae.engr.ucdavis.edu>
Date: Monday, December 14, 1998 8:54 AM
Subject: Re: Kolb-List: AOA meters and side slip indicators
>
>On Mon, 14 Dec 1998, Christopher John Armstrong wrote:
>> airspeed. The stall AOA is constant for a given wing, no matter the
>> loading, g's, airspeed. I will deffinately have one on my plane when I
get
>> it flying.
>Ok, a fun mind-bender for y'all: Can a wing stall when the plane is
>at 0 Gs? Topher's point brings this thought to mind. Somebody told
>me that the Air Force nowadays tells their fighter jocks that a way to
>avoid or undo stall is to unload the Gs. [Skip ahead if you want to
>think about this without knowing my answer -- which btw, i don't know
>is right or wrong.] My thinking is that the wing can still be stalled
>at 0 Gs, but it doesn't matter: It is at this point that forces on both
>the Aerodynamic Center and CG are 0. I guess the fighter jocks are more
>likely than us to encounter negative G (e.g. inverted) stalls, so the
>stick forward response isn't always the right answer. Hope this doesn't
>just seem to college-degree-ish. Helped me drift off to sleep one night.
>
>>
>> gravity is just acceleration... no differance. So I will ask again
anybody
>> tried flying with a buble level for side slip measurement or will I have
to
>> give It a try?
>Seems I've heard several have done this, if not necessarily from this
>list. A common source is the RV-home level bubbles. That $5 item does
>the same thing as the $20 version from LEAF that says Aircraft Ball/Slip
>on the box, only the $5 looks sturdier. :)
>
>More on the practical side again though, I think that once you start
>flying a Kolb you would rarely if ever look at any indicators except
>airspeed for stall and string for coordinated turns. If you are doing
>stall tempting maneuvers other than slow flight, checking an AOA indicator
>seems one step more complicated than just knowing the feel of the plane
>and stick, and the sound of the prop.
>-Ben Ransom
>
>
________________________________________________________________________________
| Subject: | Re: Another FUN flying story |
| From: | ul15rhb(at)juno.com (Ralph H Burlingame) |
Gees Ron! I'm amazed you didn't wreck that thing with the limited time
you've got in it. No this is not a "fun" flying story. All I can say is
that engine, for unknown reasons, is not cooling properly with those high
CHT's. Did you notice at the time of seizure the EGT's getting above
1350? When this happens, you've got seconds before it seizes. Are you
sure the fan belt is not too tight this time. This can throw the timing
off and cause heating if it advances. Is there any kind of heli-coil in
the heads. The reason I ask is a friend years ago put one in because he
stripped it out when he put the plug in too tight. He had a hard time
finding why it was overheating. When he borrowed some cylinder heads and
installed them, his problem was solved. Speaking of cylinder heads, did
you re-torque them after 10 hours? They will loosen up after the initial
break-in and need to be re-torqued. The same goes for the timing. After
the first 10 hours, it has to be re-timed. Check the timing now, to see
where it's at, then check the torque of the head bolts. If they are
loose, it would explain everything. The torque needs to be 210 in-lbs or
17.5 ft-lbs.
Ralph Burlingame
Original FireStar, 400+ hours
writes:
>Then it struck me! SILENCE ! No surprise this time after all the
>experience with seizures I've had so far. The difference this time
>was that I had to find a place to put it down, which made me twitch
because >>in Oregon the fields could be quite soft. I was actually glad
I had a >tail-dragger! Landed with no problem,
>Ron (I'll never get to try SeaFoam because I keep putting new pistons
>in) Carroll Original Firestar
>
________________________________________________________________________________
| From: | Richard <swidersk(at)digital.net> |
Hello Dennis,
I'm looking forward to seeing you on your way down. We'll need to touch
base soon re: the details of droping off & picking up trailer.
I need to get some info on that other nose cone you offered for the 912
SS's. I'm hoping to get my engine & prop in at 185lbs, maybe even 175. I
figure that's about 75lbs heavier than a 503 system; it sits 2ft behind CG; a
BRS softpack 900 is 22lbs; the area in front of & above the rudder peddles is
5.5ft in front of CG, which is 2.75 times the moment arm of the engine; 22lbs
times 2.75 = 60lbs; if I put the softpack in the nose & if I mount the radiator
underneath the nose that ought to balance things out nicely. Can that nose cone
be retrofitted to my SS? Can you give me an idea of how much area is in that
cone? How much further does it protrude further than stock nose? Are they
available? what's the cost? Am I asking too many questions?
To save you some trouble, you don't have to answer the last question. Have
a great day!
---Richard
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: Flying Stories |
Hi Richard: Was it a rotor that picked you up ?? I'll bet that was an
exciting ride. How badly do you want to repeat it ?? You know, we're not
all that far apart, geographically. One day I might run into you at a
SoCal ( or not so SoCal ) fly-in. I've had 3 real seat-gripper flying
experiences, and all 3 were my fault, but they were all in Cessnas. I
think it shows that something really looks out for beginners and durned
fools. Big Lar.
----------
> From: Richard Bluhm <irena(at)ccis.com>
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: Flying Stories
> Date: Monday, December 14, 1998 8:38 PM
>
>
over. ( I was about 100 ft above the peak) I was about two-thirds around
> the peak when suddenly all of the ground dissapeared. All I could see
> was blue sky. The change was so distracting that I didn't even notice
> any forces on the plane. Then within 2 to 3 seconds, all I could see
> was ground. Again I didn't feel the forces as my brain was trying to
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: Another FUN flying story |
Hi Group: Can't remember if it was here or at my last U/L club meeting
that some one was saying how they had a similar problem, and when they tore
it down, found that although it was all within tolerance, it was only just.
Everything was on the tight side of barely OK, and kept on seizing.
Opened up the tolerances just a bit and - End Of Problem. It's possible
this could relate here as well. Big Lar.
----------
> From: Ralph H Burlingame <ul15rhb(at)juno.com>
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Another FUN flying story
> Date: Tuesday, December 15, 1998 3:03 PM
>
Burlingame
> Original FireStar, 400+ hours
>
>
> writes:
> >Then it struck me! SILENCE ! No surprise this time after all the
> >experience with seizures I've had so far. The difference this time
> >was that I had to find a place to put it down, which made me twitch
> because >>in Oregon the fields could be quite soft. I was actually glad
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Scott Olendorf" <olendorf(at)empireone.net> |
| Subject: | Re: Flying Stories |
Yes, that's the kind of story this list needs! Thanks.
Scott Olendorf
-----Original Message-----
From: Richard Bluhm <irena(at)ccis.com>
Date: Tuesday, December 15, 1998 2:50 AM
Subject: Kolb-List: Flying Stories
>
>As I have enjoyed reading your stories, I thought I'ed return the honor.
>
>This area of the desert -- snip --
>Hope you enjoy this story.
>Richard of Boron
>
________________________________________________________________________________
| From: | Richard <swidersk(at)digital.net> |
| Subject: | Re: Video??? WHOOPS!! |
Sorry, Kolb-listers & Dennis, I didn't mean to send this to the list. I shouldn't
of laughed at the last guy who did this.
Richard wrote:
>
> Hello Dennis,
>
> I'm looking forward to seeing you on your way down. We'll need to touch
> base soon re: the details of droping off & picking up trailer.
> I need to get some info on that other nose cone you offered for the 912
> SS's. I'm hoping to get my engine & prop in at 185lbs, maybe even 175. I
> figure that's about 75lbs heavier than a 503 system; it sits 2ft behind CG; a
> BRS softpack 900 is 22lbs; the area in front of & above the rudder peddles is
> 5.5ft in front of CG, which is 2.75 times the moment arm of the engine; 22lbs
> times 2.75 = 60lbs; if I put the softpack in the nose & if I mount the radiator
> underneath the nose that ought to balance things out nicely. Can that nose cone
> be retrofitted to my SS? Can you give me an idea of how much area is in that
> cone? How much further does it protrude further than stock nose? Are they
> available? what's the cost? Am I asking too many questions?
> To save you some trouble, you don't have to answer the last question. Have
> a great day!
> ---Richard
>
________________________________________________________________________________
| From: | wood <richard.wood(at)usa.net> |
| Subject: | Re: Another FUN flying story |
>
>During this tail-of-whoa I will admit to acts of stupidity that I would
never admit to my
>own mother, so keep it under your hat and save your time by not writing to
let me know how
>dumb you think I am.
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: Video??? WHOOPS!! |
Don't be sorry, Richard. The questions are good ones, and I'll bet more
than a few of us are interested in the answers. Besides, "let he who is
without sin........." Big Lar.
----------
> From: Richard <swidersk(at)digital.net>
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Video??? WHOOPS!!
> Date: Tuesday, December 15, 1998 11:45 PM
>
>
> Sorry, Kolb-listers & Dennis, I didn't mean to send this to the list. I
shouldn't
> of laughed at the last guy who did this.
>
> Richard wrote:
>
> >
> > Hello Dennis,
> >
> > I'm looking forward to seeing you on your way down. We'll need to
touch
> > base soon re: the details of droping off & picking up trailer.
> > I need to get some info on that other nose cone you offered for the
912
> > SS's. I'm hoping to get my engine & prop in at 185lbs, maybe even 175.
I
> > figure that's about 75lbs heavier than a 503 system; it sits 2ft behind
CG; a
> > BRS softpack 900 is 22lbs; the area in front of & above the rudder
peddles is
> > 5.5ft in front of CG, which is 2.75 times the moment arm of the engine;
22lbs
> > times 2.75 = 60lbs; if I put the softpack in the nose & if I mount the
radiator
> > underneath the nose that ought to balance things out nicely. Can that
nose cone
> > be retrofitted to my SS? Can you give me an idea of how much area is
in that
> > cone? How much further does it protrude further than stock nose? Are
they
> > available? what's the cost? Am I asking too many questions?
> > To save you some trouble, you don't have to answer the last
question. Have
> > a great day!
> > ---Richard
> >
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Scott Olendorf" <olendorf(at)empireone.net> |
>
>Hey guys,
>What's this SeaFoam? New one on me.
>thanks
>Woody Weaver
OH NO..... here we go again. :)
Scott Olendorf
________________________________________________________________________________
| From: | Possum <possums(at)mindspring.com> |
| Subject: | Re: Flying Stories-Funny? |
I know some of you have seen this before, but seems to fit this catagory.
Mr. XXXXXXXXXXXX
Aviation Safety Inspector
U.S. Department of Transportation
Federal Aviation Administration
Campus Building, Suite 2-110
College Park, GA 30337-2748
1701 Columbia Ave.
Dear Mr.XXXXXXXXXXXX:
On June 22, 1997 1 was flying a Kolb one seat Ultralight from Wheelers
Airfield near Winder, GA via Mathis Airport to Cartersville, GA. I was
flying on an East to West course at or about 1,000 feet AGL and had just
crossed 1-5 75 and was approaching the east side of Lake Allatoona. It was
about 2pm and there were several other ultralights approximately 1 1/2
miles ahead of me on about the same course and I had lost sight of at least
one ultralight behind me.
As I approached the lake, my engine started to skip - no previous vibration
or noise was observed. About this time, the RPM of my engine dropped from
5800 to approximately 3500 RPM's. It appeared to be running on one of two
cylinders. There was a hand held radio on board but the batteries were dead.
I turned Northwest in order to avoid flying over the trees and started to
descend as I approached the Little River bridge. At this RPM and nose-up
attitude, a Kolb will decelerate at a great rate, much faster than a
general aviation aircraft. I immediately lowered the nose of the ultralight
to keep up my flying speed. I tried full throttle and experienced a period
of vibration and erratic modulation in the RPM's. I had enough altitude to
cross over the bridge to an un-congested area that contained only two boats
I could observe. 1, again, opened my throttle but was unable to climb or
hold cruising altitude.
My choices for a forced landing were rather limited as you can see from the
aerial photo enclosed taken from several thousand feet AGL. This section of
the lake offers nothing in the way of emergency landing areas except the
water or the trees. I thought I could make a reasonably safe landing in the
water as I had both a seatbelt and shoulder harness and was wearing a
helmet. The ultralight was equipped with a BRS Ballastic Parachute, but I
chose not to deploy it because of the low altitude once I had crossed the
bridge area.
The aircraft touched down about one mile northwest of the Little River
bridge and about 100 yards from the shoreline just south of a small closed
beach (again, please see the enclosed aerial photo). Fortunately I
sustained no physical damage.
This ultralight has a fairly open cockpit and is a "pusher" with a high
wing. I unbuckled the pilot restraint system and exited the cockpit. The
wings were filled with air and the aircraft was light enough to float for
about 10 minutes. During this time, I sat on the wing and waved over the
closest boat, which was about 200 yards away. I inspected all the wing and
tail surfaces and noticed some minor damage on the leading edge of the
right wing tip.
The first boat to arrive did not have a rope strong enough to tow the
aircraft to the shoreline, but about ten minutes later, the second boat
appeared with two ski ropes which I managed to attach to the lift strut of
the right wing before the aircraft sank. It took about 15 minutes to drag
the aircraft along the bottom of the lake to the shore and it did not fare
so well, receiving further damage to the wings, fabric and several cage
tubes. I retrieved the aircraft with a trailer the next day.
At this time, it is unclear as to what caused the engine failure. The
engine was submerged for almost 24 hours. I have had a mechanic friend of
mine take it to his shop and dismantle the engine; however, it had already
started to rust. As best he could determine, the spark plug on the rear
cylinder was fouled. This appears to be a relatively rare occurrence (the
engine was a 7 year old 447).
I did not intentionally land in Lake Allatoona and I don't believe I flew
directly over any boats on the lake at low altitude. This area of the lake
was not in heavy use at the time and I felt it was my only option as a safe
landing area. Three people I am acquainted with have attempted to land or
"mush" their ultralights into the trees after an engine failure. All three
received major injuries (broken bones, etc.) and totally destroyed their
aircraft. I sincerely apologize for any inconvenience that I may have
caused you or the Corps of Engineers.
Very truly yours,
Stan XXXXXXXX
Attachments: Aerial Photo
Sea Plane Regulation Map
Engine Repair Bill
-------------
By the way, even after being under water for 24 hours, half the instruments
still work, the radio dried out and still functions, the GPS never stopped
working (must be sealed or something). The chute was six years old, so we
fired it off later that week, after the water drained out. It worked like
a champ-that say something for BRS! FAA-no fines, Corp of Engineers-$500.00
fine-reckless operation.
________________________________________________________________________________
| From: | "Christopher John Armstrong" <Tophera(at)centuryinter.net> |
| Subject: | Re: AOA meters and side slip indicators |
Can a wing stall when the plane is
>at 0 Gs? Topher's point brings this thought to mind. Somebody told
>me that the Air Force nowadays tells their fighter jocks that a way to
>avoid or undo stall is to unload the Gs.
The two ways to unload g's is to lower angle of attack or reduce airspeed at
a given angle of attack... the first method takes you away from stall the
second doesn't change your situation. You can stall a wing at any g level
but at zero g's you have zero lift and are either droping like a rock so you
are above stall angle and at very low forward airspeed, or are at angle of
attack = zero lift line of the wing, about zero to -5 degrees aoa.
The whole point of having and AOA indicator is to not have to look at the
airspeed indicator and make about 400 calculations to determine if your near
stall or not. If the aoa is below stall your below stall. if the "airspeed
indicator" says 43 knots indicated then you correct it for temp etc. and
adjust stall speed for gross weight and g level and... it is impossible...
which is why stall spins are what gets people cause they are to stuborn to
use an instrument that actually measure stall instead of an instrument that
isn't even very good at measuring airspeed and trying to use it to measure
stall.
Topher
________________________________________________________________________________
| From: | wood <richard.wood(at)usa.net> |
| Subject: | Re: Another FUN flying story |
>
>During this tail-of-whoa I will admit to acts of stupidity that I would
never admit to my
>own mother, so keep it under your hat and save your time by not writing to
let me know how
>dumb you think I am.
________________________________________________________________________________
| From: | wood <richard.wood(at)usa.net> |
I'm still doing it. Any others have this problem? When I check my out box
the message appears in full but it doesn't make it out to the list. I have
not changed my technique of sending email and no other list censers my mail.
Any ideas? If I promise to be good can I come back into the group?
Woody
________________________________________________________________________________
| From: | Richard Bluhm <irena(at)ccis.com> |
I have received many-many good comments on my short story, mostly posted
to me off this list, that I must use the list to say: "Thank you much."
Before I end this message, I wish to let Big Lar know of the most
important flying lesson I had for the transition from the tricycle gear
to the Kolb tail dragger. If anyone (like I was) has take-offs and
landings where other people claim as very good looking, yet you yourself
know you did't have absolute control of the maneuver, just mention it
and I'll share the one-hour lesson I had that ended that.
Better yet, I'll include it here....
A frend of mine (Bob Balentine, whose name appears on the back cover of
our Ultra-lite magazine each month) got into my MK3 with me and we went
to a dry lake bed. Then I opened the throttle up to just a couple of
miles per hour under the take-off speed. I drove my MK3 around this
lake bed on only the two main gear wheels for about an hour. There
were times, while changing directions, a cross wind or sudden gust would
have it's effect on the plane, but after this hour,,,,,, I had the
feeling of total control over my take-offs and touch-downs. Believe me,
this type of lesson takes total concentration as a one second
distraction can give reason to crash the plane. There were times when a
cross wind gust would cause a wing-tip to dip down, reaching for the
ground. Other gusts would cause a lift-off giving you altitude without
speed to maintain that altitude. It was a difficult lesson, but made
everything else easier...
I mention this only to try and help, if you haven't made the transition
yet or are still trying to "feel-out" your touch-downs.
Richard of Boron Every one here has given me the knick-name of "Doc" as
I am a Chiropractor. So my sign-off will now just be "Doc".
Doc
________________________________________________________________________________
| From: | Mike Ransom <mlransom(at)ucdavis.edu> |
| Subject: | Re: Flying Stories |
>On one of my training lessons, my flight instructor (who knew the air
>currents of the area) told me to circle a mountain peak I was passing
>over. ( I was about 100 ft above the peak) I was about two-thirds around
>the peak when suddenly all of the ground dissapeared. All I could see
>was blue sky.
This sounds pretty dangerous to me. One thing I learned in my two
experiences with ultralight instructors is to trust your own judgement. I
hope you knew and trusted this particular instructor very well (sounds like
you did).
I learned a few very interesting things about air currents around mountains
by reading a soaring book and would recommend this to anyone flying
anywhere near mountains. One thing is when crossing ridges from the
downwind side, approach at a 45 degree angle so that you can turn away in
time should you hit a downdraft. Another is that rotors downwind from
mountain ridges can produce up and down currents many times stronger than
the mountain itself.
Anyway, here's a bit of a flying story from me: One of the fun things to do
around here is to fly over to what is called the "Deep Water Channel", a
channel that connects the Sacramento River delta to the Port of Sacramento.
It has miles of unobstructed ground (save for weeds) between the channel
and the levee, over which you can safely fly at about any altitude you
like, like 30 feet. It's loads of fun to do this. Once in a while you
have to power up and get about 150' to cross over some power lines or go
around a house or two. One time when I was on this flight plan, I found
myself headed into a crossing headwind. I found that if I located myself
at the right point over the levee, I could effectively "surf" the updraft
coming off it. I think I was actually at a net positive, speed-wise, over
the headwind. I also didn't have to be that close to the levee either.
Mike Ransom, Programmer/Analyst, Dept of Agronomy & Range Science
University of California, Davis U.S.A.
mlransom@ucdavis.edu http://agronomy.ucdavis.edu/ransom
________________________________________________________________________________
| From: | Erich Weaver 805-683-0200 <sbaew(at)dames.com> |
Autoforwarded: false
UA-content-id: 11CC82B92700
Hop-count: 1
Hey "Doc" - I believe those near-ground handling excercises are excellent
training, as long as you have plenty of wide open space. I got my
training in a Quicksilver, and the instructor made me practice high speed
taxiing until I could hold a "wheelie" all the way down the strip.
Things are different in a tail dragger of course, but the point is it
really improved my landings.
I recently bought a never flown Mk III and am having a 912 mounted on
it. Hope to be ready to roll within a week or two, and plan to head out
to the "El Mirage" dry lake bed near Lancaster (So. Cal Desert for you
out of towners) to do exactly what you described. Hope to meet up with
you and any others before too long and compare our birds - there aren't
too many Kolbies out here!
Erich Weaver
Santa Barbara
________________________________________________________________________________
| From: | "Dave Leaf" <705460(at)ican.net> |
| Subject: | Re: Flying Stories |
Hello All,
The flying stories are great !! I'm still building my FS2 and these stories
are good entertainment and
educational.
Quick question , to somebody who has flown a mk 3 and a fs2, how does the
aileron control force compare ?
Thanks,
Dave ( abnormally warm at this time of year in Canada) Leaf,
-----Original Message-----
From: Scott Olendorf <olendorf(at)empireone.net>
Date: December 15, 1998 11:14 PM
Subject: Re: Kolb-List: Flying Stories
>
>Yes, that's the kind of story this list needs! Thanks.
>
>Scott Olendorf
>
>-----Original Message-----
>From: Richard Bluhm <irena(at)ccis.com>
>To: kolb-list(at)matronics.com
>Date: Tuesday, December 15, 1998 2:50 AM
>Subject: Kolb-List: Flying Stories
>
>
>>
>>As I have enjoyed reading your stories, I thought I'ed return the honor.
>>
>>This area of the desert -- snip --
>>Hope you enjoy this story.
>>Richard of Boron
>>
>
>
________________________________________________________________________________
| From: | hawk36 <hawk36(at)mindspring.com> |
> I recently bought a never flown Mk III and am having a 912 mounted on
> it. Hope to be ready to roll within a week or two, and plan to head out
> to the "El Mirage" dry lake bed near Lancaster (So. Cal Desert for you
> out of towners) to do exactly what you described. Hope to meet up with
> you and any others before too long and compare our birds - there aren't
> too many Kolbies out here!
>
> Erich Weaver
> Santa Barbara
>
>
Erich and Gang:
I'm an out of towner, but I know where El Mirage is.
Flew El Mirage one way in 94. Didn't have time to land, wasted too much
time at Perris Valley Airport south of LA. Would have been time better
spent at the lake. Everything in one's imagination was running up and
down the lake bed. Had me drooling all over the control stick. Maybe,
one of these days I can fly back out that way again.
john h (dreaming at Hauck's Holler Alabama)
________________________________________________________________________________
| From: | Dennis Souder <flykolb(at)epix.net> |
>
>
>Hello Dennis,
>
> I'm looking forward to seeing you on your way down. We'll need to touch
>base soon re: the details of droping off & picking up trailer.
> I need to get some info on that other nose cone you offered for the 912
>SS's. I'm hoping to get my engine & prop in at 185lbs, maybe even 175. I
>figure that's about 75lbs heavier than a 503 system; it sits 2ft behind CG; a
>BRS softpack 900 is 22lbs; the area in front of & above the rudder peddles is
>5.5ft in front of CG, which is 2.75 times the moment arm of the engine; 22lbs
>times 2.75 = 60lbs; if I put the softpack in the nose & if I mount the radiator
>underneath the nose that ought to balance things out nicely.
Can that nose cone >be retrofitted to my SS? Yes.
Can you give me an idea of how much area is in that >cone? It carries the
basic lines of the nose and just projects them further forward. It goes out
to a finer point - less blunt. There is enough room to lay down the 18 amp
hr sealed battery.
How much further does it protrude further than stock nose? I think it is
about 6-8" longer than stock.
Are they >available? Yes
what's the cost? Am I asking too many questions? About $175 - $200. Not
sure, don't think we sold one apart from a kit.
> To save you some trouble, you don't have to answer the last question. Have
>a great day!
>--
Richard, could you send directions for getting to your place? I'll be
coming down 95 and probably come accross from Jacksonwille on Rt 10 (I think
that is the number). Then we will head down on 75 after leaving Ocala. We
haven't settled on a time yet. We probably will be coming thru on the 24th
or 25th. Would either of these days work for you. Coming down, it is just
a matter of dropping the trailer, so it need not take much of your time. As
far as that goes, you wouldn't even need to be home- if I have good
directions, I can just drop the trailer and be off.
Let me know what works for you.
I sent something to the list once by mistake - it could have been very
embarrasing, but fortunately the email contained nothing of significance.
Now I check and double check to make sure where it is going.
Dennis
________________________________________________________________________________
| From: | Richard Bluhm <irena(at)ccis.com> |
Erich Weaver 805-683-0200 wrote:
> Hope to be ready to roll within a week or two, and plan to head out
> to the "El Mirage" dry lake bed near Lancaster (So. Cal Desert for you
>
> out of towners) to do exactly what you described. Hope to meet up
> with
> you and any others before too long and compare our birds - there
> aren't
> too many Kolbies out here!
Hey Erich!!!Do you have the LA sectional chart? If you Do and you plan
to fly to "El Mirage", I have some good news for you. There is a
better and bigger lake-bed in the same area. It's the Rosemond dry lake
near Edwards Air Force Base. The Western fifth and the southern half is
open for general aviation use. The amazing (and odd) thing is that this
bed is located within Edwards Air Force proper. This restriction of
being within the base, keeps this particular lake bed in excellent
shape. I also think Edwards uses this bed for emergency landings. The
length of this bed is long enough for about 15 to 20 touch and go's,
before you must change directions.
Hey!!! Aren't you the guy I sent that video where I'm making that
landing in a 20 mile/hr cross wind???
Doc
________________________________________________________________________________
| From: | Dennis Souder <flykolb(at)epix.net> |
Duh .... can't believe I did it again! This must be contagious. Sorry for
the post to the group.
Of all the things I lost ... I think I miss my mind the most.
>I sent something to the list once by mistake - it could have been very
>embarrasing, but fortunately the email contained nothing of significance.
>Now I check and double check to make sure where it is going.
Yea ... sure.
>
>Denns
>
>
________________________________________________________________________________
| From: | "Larry & Karen Cottrel" <lcottrel(at)kfalls.net> |
| Subject: | Re: Another FUN flying story |
Richard,
This is the message that I am talking about. I have seen several with less
in them than this. Not sure what the problem is.
Larry
----------
> From: wood <richard.wood(at)usa.net>
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Another FUN flying story
> Date: Wednesday, December 16, 1998 9:07 AM
>
>
> >
> >During this tail-of-whoa I will admit to acts of stupidity that I would
> never admit to my
> >own mother, so keep it under your hat and save your time by not writing
to
> let me know how
> >dumb you think I am.
________________________________________________________________________________
| From: | wood <richard.wood(at)usa.net> |
>
>Duh .... can't believe I did it again! This must be contagious. Sorry for
>the post to the group.
>
>Of all the things I lost ... I think I miss my mind the most.
________________________________________________________________________________
| From: | wood <richard.wood(at)usa.net> |
| Subject: | Re: Another FUN flying story |
>
>Richard,
> This is the message that I am talking about. I have seen several with less
>in them than this. Not sure what the problem is.
>Larry
>.
Can't figure out what is going on, every thing looks OK from my end but
the messages don't get posted. Checking my out box reveals the letters as I
had written them but resending them still leaves a blank. ?????????????????? ;(
Woody
________________________________________________________________________________
| From: | Richard Bluhm <irena(at)ccis.com> |
| Subject: | fly-story ?????? |
I hope you guys don't mind if this story is about someone else, but it
holds so much humor that you won't believe it is true. Before I begin,
let me assure you that this story is absolutely true!!!
This man in California City (name with-held) went to the Perris Ca
airport to buy a cheap ultra-light. He came back with a two-seater MX
that he paid 1250 dollars for. He was showing it off to me. He had
patched up all the fabric holes with duck-tape as well as the
loose-fitting bolt joints. He did (however) assure me that the motor
sounded great, whenever he could get it started. I told him that he
should take some lessons before he might wreck his plane(???). He argued
that he had a video-tape that showed him how to progressivly crow-hop
until he could master flight..I pointed out the chips in his prop, but
his best friend just said I'm the type that over-reacts to anything...
The airport in California City allowed him to keep his plane there...
One day he wanted to go out and try to taxi around. A few of us went
out to watch. There was no scheduled traffic, so the airport said he
could use the runway to taxi up and down. The idea was good, I thought.
We pushed the plane out to the runwaay, and he finally got the engine
started. We were ready to watch him taxi down the runway, but we didn't
think we needed to tell him that you don't need full throttle to taxi.
Well,,, naturally he lifted off the ground, pointing skyward... About 15
ft off the ground he began a slow roll to the left.. His video didn't
tell him how to handle this, so in his panic he hit the kill switch...
His altitude peaked out at about 30 ft with a 45 degree left roll, and
about a 30 degree upward pitch. That is the attitude that touched down.
(did I use the term "touched" down?)
I treated him for about 6 months before he was close to normal again...
He hasn't flown again since..
Doc
________________________________________________________________________________
| From: | Tim_Hrib(at)BCBSMD.COM |
does anyone have any ideas as to installing heat in a kolb ? i figure
getting the hot air off of the cylinder head and pipeing it to the cabin
would be the best way to go. i guess i'll have to jury rig some some kind
of a setup made up from parts from Home Depot .................. tim
________________________________________________________________________________
| From: | "David Bruner" <brunerd(at)ulster.net> |
| Subject: | Re: Another FUN flying story |
Wood,
Get your favorite neighborhood high school kid to work on it.
Call your Internet provider for help.
Get a new email program.
Good luck.
David (hoping to hear some Mk II flying stories) Bruner
-----Original Message-----
From: wood <richard.wood(at)usa.net>
Date: Wednesday, December 16, 1998 11:33 PM
Subject: Re: Kolb-List: Another FUN flying story
>
>>
>>Richard,
>> This is the message that I am talking about. I have seen several with
less
>>in them than this. Not sure what the problem is.
>>Larry
>>.
>
> Can't figure out what is going on, every thing looks OK from my end but
>the messages don't get posted. Checking my out box reveals the letters as I
>had written them but resending them still leaves a blank.
?????????????????? ;(
>
>Woody
>
>
________________________________________________________________________________
| From: | Charles Henry <chhenry(at)plains.nodak.edu> |
>
> does anyone have any ideas as to installing heat in a kolb ? i figure
>getting the hot air off of the cylinder head and pipeing it to the cabin
>would be the best way to go. i guess i'll have to jury rig some some kind
I used 4" PVC (Schedule 20 the thin wall stuff) for a heat box on top of the
engine. Cap one end and rivet .063 aluminum to the PVC for brackets then
used an3 bolts and nuts riveted to the engine cowl to attach it to the
engine. . I now have 10 ' of 4" CAT tubing ( $55 from AC Spruce) to duct
the heat into the cabin. I tried dryer vent hose for one year but it didn't
standup well in the cold. The CAT tubing comes off the PVC forward and runs
down and to the left, to clear the fan intake, then runs back along the
bottom of the engine below the exhaust, to clear the wing gap seal, then
down into the cage. It is zip tied to the frame and engine to keep it
secure. With the full enclosure this keeps me comfortable to -10 F and at 20
degrees with the sun shining it gets very toasty inside.
________________________________________________________________________________
| From: | Cpeterhu(at)aol.com |
| Subject: | Re: fly-story ?????? |
Is his plane for sale?;-)
________________________________________________________________________________
| From: | Cliff / Carolyn Stripling <striplic(at)dfw.net> |
| Subject: | Re: gauges vs. EIS |
>Also, is there anyone in this area (eastern Iowa) or in Dallas, TX area
>(I'll be there over Christmas holidays) who is building/flying Kolbs that I
>could get together with?
>
>Thanks,
>
>Mark Navratil
>Systems Engineer, Rockwell Collins
>Cedar Rapids, IA
Mark,
I am in the Dallas area. Hopefully we can get together. Give me a call or
e-mail me about when you will be here. My plane, a MKIII, is located at
Aerocountry airport north of Dallas about 25 miles. There is also a
Firefly based at the same airport. 972 247 9821
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+ hrs)
________________________________________________________________________________
| From: | "larry greenwell" <lgreen(at)alltel.net> |
| Subject: | flight simulator |
anyone know of flight simulator for ultralight lgreen(at)alltel.net
________________________________________________________________________________
| From: | "F J MARINO" <FMARINO(at)netlink1.nlcomm.com> |
| Subject: | Re: fly-story ?????? |
How many Kolbers are planning to go to Sun & Fun in Apr. Would be nice to
meet some of you.
Frank
-----Original Message-----
From: Cpeterhu(at)aol.com <Cpeterhu(at)aol.com>
Date: Thursday, December 17, 1998 6:44 AM
Subject: Re: Kolb-List: fly-story ??????
>
>Is his plane for sale?;-)
>
>
________________________________________________________________________________
| From: | hawk36 <hawk36(at)mindspring.com> |
| Subject: | Re: fly-story ?????? |
F J MARINO wrote:
>
> How many Kolbers are planning to go to Sun & Fun in Apr. Would be nice to
> meet some of you.
>
> Frank
Hi Guys:
Me and Miss P'fer plan on being there. I'll be ready for a good dose of
airplanes and people.
Looking forward to meeting all you guys I didn't get to meet face to
face at OSH.
john h (heading for Gantt Int AP, all 750 feet of it, to play with my
plane, Miss P'fer)
________________________________________________________________________________
| From: | Adrio Taucer <adrio(at)capitalnet.com> |
| Subject: | Re: flight simulator |
Or at least a model for an ultralight that can be used with
Flight Sim98.
larry greenwell wrote:
> anyone know of flight simulator for ultralight
> lgreen(at)alltel.net
>
> --
Adrio Taucer P. Eng.
adrio(at)capitalnet.com
http://www.capitalnet.com/~adrio
ICQ # 17319274
________________________________________________________________________________
| From: | "Christopher John Armstrong" <Tophera(at)centuryinter.net> |
| Subject: | Re: flight simulator |
I play the game red barron II. It has very accurate simulations of all the
different wwi aircraft and they all fly differently but on average like
sporty Taildragger ultralights. plus you get to shoot at things which is
fun. I find it a very close approximation to flying.
Topher
________________________________________________________________________________
| Subject: | Re: gauges vs. EIS |
Mark
If you want to go north about 100 miles to Minneapolis, I am building a
Mark III that is ready for wiring and instrumenting. Will be covering it
this spring(only a year late).
Ron
>
>
>>Also, is there anyone in this area (eastern Iowa) or in Dallas, TX area
>>(I'll be there over Christmas holidays) who is building/flying Kolbs that I
>>could get together with?
>>
>>Thanks,
>>
>>Mark Navratil
>>Systems Engineer, Rockwell Collins
>>Cedar Rapids, IA
>
>Mark,
>
>I am in the Dallas area. Hopefully we can get together. Give me a call or
>e-mail me about when you will be here. My plane, a MKIII, is located at
>Aerocountry airport north of Dallas about 25 miles. There is also a
>Firefly based at the same airport. 972 247 9821
>
>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+ hrs)
>
>
________________________________________________________________________________
| From: | William Cloughley <cloughle(at)novell.nadn.navy.mil> |
| Subject: | Re: flight simulator |
If you really want to get carried away, you can play the game Dawn of Ages - also
very accurate simulations of WWI aircraft but with the added twist of dogfighting
against live human beings over the Internet. It takes the challenge of
flying to a new level, I can assure you!
http://www.imagiconline.com/games/index.shtml
Bill Cloughley
Ultrastar
>>> "Christopher John Armstrong" 12/17 3:19 PM >>>
I play the game red barron II. It has very accurate simulations of all the
different wwi aircraft and they all fly differently but on average like
sporty Taildragger ultralights. plus you get to shoot at things which is
fun. I find it a very close approximation to flying.
Topher
________________________________________________________________________________
In a message dated 12/16/98 10:24:42 PM Pacific Standard Time,
Tim_Hrib(at)BCBSMD.COM writes:
<<
does anyone have any ideas as to installing heat in a kolb >>
Several pilots in this area (N.E. Wisconsin) have been using 4" dryer vent
hose inserted into the air exit holes on the top of the cylinder head cowling
on 503's & 447's. They use two hoses and run both into the cockpit. Several
Challenger & Titan pilots show great results. Haven't seen this set up on a
Kolb but I think it could be done. The cost is minimal. A Challenger flew
into the Wis. Rapids airport in 28 degree temp and was trying to figure out
how to shut some of the heat off! He was too warm.
Pete Krotje
________________________________________________________________________________
| From: | Woody Weaver <mts0140(at)ibm.net> |
| Subject: | Re: fly-story ?????? |
F J MARINO wrote:
>
>
> How many Kolbers are planning to go to Sun & Fun in Apr. Would be nice to
> meet some of you.
>
I'm not a Kolber yet but I do plan to pester the Kolb folks again at
Sun N Fun.
Woody Weaver
________________________________________________________________________________
| Subject: | Re: flight simulator |
| From: | ul15rhb(at)juno.com (Ralph H Burlingame) |
Larry,
I don't play with flight sims too much, but I've had a taste of some. I
know that Microsoft's original flight sim had the capability to plug
aircraft design software into it to test flight characteristics for fun.
A friend of mine designed a Kolb FireStar and let me fly it. It was very
close to the real thing. I made a good landing by the way. I'm sure
Flight Sim '98 will do the same thing, you'll have to look around for the
design software. It's possible that it's included, not sure.
Ralph Burlingame
Original FireStar, 400+ hrs
>larry greenwell wrote:
>
>> anyone know of flight simulator for ultralight
>> lgreen(at)alltel.net
>>
________________________________________________________________________________
| Subject: | Re: fly-story ?????? |
<< How many Kolbers are planning to go to Sun & Fun in Apr. Would be nice to
meet some of you.
Frank >>
How bout me Frank....I wanna go.....pleez!...........the ol glider pilot
(GeoR38
________________________________________________________________________________
| From: | blborg(at)juno.com (Bruce l Borg) |
Have tried one hose on a Twinstar with 503 and flown down to -20 degrees
but needed snowmobile suit and boots for 1-2 hour flight . Have flown a
challenger with the same setup and seemed to put out much more heat.
Have switched to Hirth power and just tried the muffler wrap with ram
air with fair results at +20 degrees. Will be a better test when winter
finally arrives here in southern Minnesota.
By the way, any one out there running Hirth 2706? Be interested in
results and any problems, hours etc.
Also any one using Full Lotus Mono float with Lakeland retract gear, how
do you solve the water in the prop problem?
Bruce Borg
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)telepath.com> |
> There's a big red light that is hard to miss on my
> panel that goes off if any parameter - even those not displayed on the page
> I'm on now - is out of range.
Or if you really get cute, you can wire an audible through an
intercom to alert you aurally through the headset.
J. Baker
________________________________________________________________________________
| From: | rbaker2(at)juno.com (Ray L Baker) |
Frank,
Count me in! I plan to show up Tuesday evening and will be there.
Wednesday and Thursday morning. I like to skip the first rush. I will be
spending most of my time in the ultralight area as that is where I
contracted this sickness in the first place. Noon at Dennis's place?
Wear some kind of name tag, stick on label etc.?
L. Ray Baker
Lake Butler, Fl
(60 hours into Mk III)
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
The good guys wear the white hat, right ?? Or is there such a thing as a "
Kolb White Hat ?? " My efforts to get a hat and/or T-shirt in time for
Copperstate didn't even rate an answer, let alone a hat. Big
Lar.
----------
> From: Ray L Baker <rbaker2(at)juno.com>
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Fun-&-Sun
> Date: Thursday, December 17, 1998 6:57 PM
>
>
> Frank,
> Count me in! I plan to show up Tuesday evening and will be there.
> Wednesday and Thursday morning. I like to skip the first rush. I will be
> spending most of my time in the ultralight area as that is where I
> contracted this sickness in the first place. Noon at Dennis's place?
> Wear some kind of name tag, stick on label etc.?
>
> L. Ray Baker
> Lake Butler, Fl
> (60 hours into Mk III)
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "F J MARINO" <FMARINO(at)netlink1.nlcomm.com> |
| Subject: | Re: fly-story ?????? |
Ok George if your a good little boy, buy the way I think I'll tell the story
to ALL the Kolb guy's about when you MADE me fly you "Kolb" and you made me
crash it, what do you think, they might want to hear my side of the story,
the truth. And I won't hold any thing back.
Frank
-----Original Message-----
From: GeoR38(at)aol.com <GeoR38(at)aol.com>
Date: Thursday, December 17, 1998 5:33 PM
Subject: Re: Kolb-List: fly-story ??????
>
>
><< How many Kolbers are planning to go to Sun & Fun in Apr. Would be nice
to
> meet some of you.
>
> Frank >>
>
>How bout me Frank....I wanna go.....pleez!...........the ol glider pilot
>(GeoR38
>
>
________________________________________________________________________________
| Subject: | Re: flight simulator |
| From: | rayul(at)juno.com (Raymond L Lujon) |
>SNIP<
> A friend of mine designed a Kolb FireStar and
>let me fly it. It was very close to the real thing. I made a good
landing.
>Ralph Burlingame
>Original FireStar, 400+ hrs
>>larry greenwell wrote:
>>> anyone know of flight simulator for ultralight
Larry, I am the friend......I designed (copied ) a Kolb firestar, using
the BAO Flight Simulator Flight Shop software. It was compatible with the
Microsoft Flight Simulator 5.1.I think you will have difficulty finding
now either CD. I still fly it today.The design of the Firestar is on a
floppy disk. I am no computer whiz. I have no idea if this floppy disk
would work with latter Flight Simulators. If you send me your snail mail
address I will send the floppy disk to you. The flight dynamics are
surprisingly accurate and the appearance is exact except I had to make it
a tricycle instead of a tail dragger. Reason..I had to copy the flight
dynamics of an ultralight in the BAO aircraft design software. I have "
flown" this Firestar all over the world, including over the active
volcano on the big Hawaiian island. I lost control in the heat created
turbulance and crashed. The BAO technical support number is (217)
356-0188.
P.S. Ralph's landing was so, so. Ray
________________________________________________________________________________
| From: | Frank_R_Reynen(at)notes.seagate.com |
Larry is correct in this . We should be able to calculate how much hotter
the average temperature of a Rotax piston can be compared to the cylinder
wall for every mil of clearance increase and the bigger the clearance the
more temperature the piston can have before solid contact and seizure. I
have also opened up the piston to wall clearance on my 582 (after the
seizure two months ago) to to the maximum allowable clearance to prevent
seizure. One wonders why Rotax makes the pistons so tight but knowing
something about manufacturing process and control, the wider the tolerance
band the more passes through and they will make a few very tight engines
that under the right circumstances can and will seize but the majority of
the engines will never seize and a few will be so loose that the piston
will melt before seizure . Under which category does yours belong? Maybe
its time to check all our engines at the next maintenance stop and weed out
(I mean hone out) the tight ones.
Comments welcome
Frank Reynen MKIII@485hrs (finally scraped enough money together for a 912
this winter)
PS my Rotax 582 (never to seize again) engine package is for sale. see
website below:
http://www.webcom.com/reynen/mark3.html
"Larry Bourne" on 98/12/15 07:09:13 nm
Please respond to kolb-list(at)matronics.com
Subject: Re: Kolb-List: Another FUN flying story
Hi Group: Can't remember if it was here or at my last U/L club meeting
that some one was saying how they had a similar problem, and when they tore
it down, found that although it was all within tolerance, it was only just.
Everything was on the tight side of barely OK, and kept on seizing.
Opened up the tolerances just a bit and - End Of Problem. It's possible
this could relate here as well. Big Lar.
----------
> From: Ralph H Burlingame <ul15rhb(at)juno.com>
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Another FUN flying story
> Date: Tuesday, December 15, 1998 3:03 PM
>
Burlingame
> Original FireStar, 400+ hours
>
>
> writes:
> >Then it struck me! SILENCE ! No surprise this time after all the
> >experience with seizures I've had so far. The difference this time
> >was that I had to find a place to put it down, which made me twitch
> because >>in Oregon the fields could be quite soft. I was actually glad
>
>
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
Hi Group: Frank's reply regarding the tight engine syndrome reminds me
of a Firestar a guy was selling in Discovery Bay, WA. near Port Angeles. (
No no, Frank, this is a different Disco Bay ) Seems to me he was selling
it for some silly price like $ 4500.00 or so. I came very close to buying
it, but for two reasons. (1) Figured that it would take away from the Mk
III fund, and it was only going to take a year to build the Mk III, right
?? Right ! ! ! (2) It was powered with a 377, and he said it flew
great. For a while. He'd roar all over the countryside and have a ball.
When he decided to come in for a landing, he made sure he was well lined up
with LOTS of altitude. " Why ?? " I asked. Well it flew fine as long as
you keep power on, he said, but it stops cold when you throttle back, and
every landing is dead stick. Well, I could see a huge can of worms waiting
there, so I walked away, and have felt a little regret ever since. I
purely love to tinker with things other people have given up on, and maybe
pull the rabbit out of the hat. Could have been something simple, or maybe
not, but he seemed to take it in stride. It would me the spooks a bit, I
think. Big Lar.
________________________________________________________________________________
| Subject: | Re: fly-story ?????? |
<< Ok George if your a good little boy, buy the way I think I'll tell the
story
to ALL the Kolb guy's about when you MADE me fly you "Kolb" and you made me
crash it, what do you think, they might want to hear my side of the story,
the truth. And I won't hold any thing back.
Frank >>
Of course you must tell it , I would be too embarrassed, but you??? ....
HAH!!....not ol you!!!!.......then I will have something important on here to
correct!!......Are you at home most of the time or at your kids o da hoe's
hous??? Eh What?.....GeoR38
________________________________________________________________________________
| From: | "Rob Reynolds" <rfreynol(at)mindspring.com> |
| Subject: | Re: flight simulator |
The VIP Group in Canada is working on a Challenger add-in for MS Flight Sim.
Maybe the will add a Kolb if they get enough interest.
http://ourworld.compuserve.com/homepages/VIPgroup/chall.htm
________________________________________________________________________________
| From: | Ben Ransom <ransom(at)mae.engr.ucdavis.edu> |
| Subject: | Re: Good Stories |
On Fri, 18 Dec 1998, Larry Bourne wrote:
> When he decided to come in for a landing, he made sure he was well lined up
> with LOTS of altitude. " Why ?? " I asked. Well it flew fine as long as
> you keep power on, he said, but it stops cold when you throttle back, and
> every landing is dead stick. Well, I could see a huge can of worms waiting
> there, so I walked away, and have felt a little regret ever since. I
Larry,
You have some real Gems!! This just shows to go you that one man's
junker unreliable "deathtrap" is another man's perfectly nice little
power glider.
...and then talk about the saying "not if but when it will quit". Geez!
Keep em comin!
-Ben Ransom
________________________________________________________________________________
| From: | MONTE6584(at)aol.com |
Hi all,
Haven't posted in a while. Just wanted to let everyone know I'm still
working on my Montes here in Georgia. I also tried my first web page. It's
not much but a start. Monte. Happy Holidays. Montes
Hotdog Express
Version 1.0 Document
________________________________________________________________________________
| From: | Monte Evans <Monte84(at)mindspring.com> |
My last post should have said working on my MarkIII here in Georgia.
Sorry about that. Somehow AOL spellcheck changed that. Happy Holidays.
Monte
________________________________________________________________________________
| From: | "David Bruner" <brunerd(at)ulster.net> |
| Subject: | 2-Cycles banned? |
Folks,
I also subscribe to a kayak mail-list and hope the following post doesn't
offend the rules too much. But I think there are two issues here related to
ULs that we should be aware of: the effects of irresponsible behaviour and
the very high level of pollution that 2-stroke engines put out.
Of course, PWCs and ULs are a world apart in many ways, the main difference
being that ULs haven't become as numerous as jet skis, but it only takes one
hot dogger to ruin UL activity in a whole area or at an airfield. An
example - the Town of Woodstock, NY had a meeting with the FAA in their
long-time effort to ban or reroute ALL overflights of the area.
On the pollution front, I'm looking for a fuel cell & electric motor that
weighs & performs like a 503.
>The following is a list of parks where Bluewater Network has already helped
>the National Park Service prohibit jet skis.
>1. Apostle Island National Lakeshore (WI)
>2. Big Bend National Park (TX)
>3. Biscayne National Park (FL)
>4. Isle Royal National Park (MI)
>5. Mt. Rainier National Park (WA)
>6. New River Gorge National River (WV)
>7. Buffalo National River (AR)
>8. Ross Lake National Recreation Area (WA)
>9. Lake Chelan National Recreation Area (WA)
>10. St. Croix Wild and Scenic River (MN)
>11. Upper Delaware Scenic and Recreational River (PA)
>12. Canyonlands National Park (UT)
>13. Golden Gate National Recreation Area (CA)
>14. Olympic National Park (WA)
>15. Sleeping Bear Dunes National Recreation Area (CA)
>16. Grand Teton National Park (WY)
>17. Grand Canyon National Park (AZ)
>18. Canaveral National Seashore (FL)
>19. Glen Canyon National Recreation Area (AZ)
>
>CLEANER BOATING IN CALIFORNIA IN 2001!
>THANKS TO ALMOST 1,000 OF YOU, THE CALIFORNIA AIR RESOURCES BOARD VOTED
>UNANIMOUSLY TO BAN NEW TWO-STROKES AND JET SKIS AS OF 2001.
>Almost two years ago, Bluewater asked the California Air Resources Board to
>clamp down on two-stroke engine emissions. They agreed. We worked closely
with
>them over the past 18 months to develop tough new regulations, including an
>environmental labeling program that Bluewater designed for the cleanest of
all
>new outboards and jet skis. After a tense 10 hour hearing, the California
Air
>Resources Board members - all Republican appointees of the governor - voted
>unanimously in favor of the environment!
>
>The regulations set strict emissions standards for marine engines, to be
>phased in over a period of 10 years. In 2001, the sale of conventional two-
>stroke engines (including two-stroke jet skis) will be effectively banned.
>2004 and 2008 will call for tougher standards which promote the sale of
even
>cleaner technology (e.g. four-stroke engines). The emissions labeling
program
>will begin this spring, and will allow consumers to make informed
decisions.
>Some manufacturers may label their engines nationwide. It is worth noting
that
>since two-stroke motors pollute more in an hour than a car does in a year,
>purchasing the cleanest possible engine may be the most important
>environmental decision a boater can make.
>
>Other States are legally permitted to, and often do, adopt CARB's
precedent-
>setting regulations to clean up their own air and water pollution.
>
>CANAVERAL NATIONAL SEASHORE BANS JET SKIS
>Bluewater spent a year convincing Robert Newkirk, Superintendent of
Canaveral
>National Seashore to ban personal watercraft. In a sharp turn-around from
his
>July position, Superintendent Newkirk announced on November 17th that
personal
>watercraft (PWC) would be prohibited throughout the seashore's 84,000
acres.
>Newkirk said that his staff had determined that PWC threaten park resources
>and values and destroy the park experience for other visitors.
David (Still hoping to hear some Mk II stories) Bruner
________________________________________________________________________________
| From: | Woody Weaver <mts0140(at)ibm.net> |
| Subject: | Re: 2-Cycles banned? |
You know.....
Something good could come from this. Imagine a four stroke equivalent
of the 447 Rotax but with better reliability and fuel economy. How
about a legal Firefly with a 5 gallon tank and a 100 mile + range.
I say "BRING IT ON!"
Woody Weaver
David Bruner wrote:
>
>
> Folks,
> I also subscribe to a kayak mail-list and hope the following post doesn't
> offend the rules too much. But I think there are two issues here related to
> ULs that we should be aware of: the effects of irresponsible behaviour and
> the very high level of pollution that 2-stroke engines put out.
>
> Of course, PWCs and ULs are a world apart in many ways, the main difference
> being that ULs haven't become as numerous as jet skis, but it only takes one
> hot dogger to ruin UL activity in a whole area or at an airfield. An
> example - the Town of Woodstock, NY had a meeting with the FAA in their
> long-time effort to ban or reroute ALL overflights of the area.
>
> On the pollution front, I'm looking for a fuel cell & electric motor that
> weighs & performs like a 503.
>
> >The following is a list of parks where Bluewater Network has already helped
> >the National Park Service prohibit jet skis.
> >1. Apostle Island National Lakeshore (WI)
> >2. Big Bend National Park (TX)
> >3. Biscayne National Park (FL)
> >4. Isle Royal National Park (MI)
> >5. Mt. Rainier National Park (WA)
> >6. New River Gorge National River (WV)
> >7. Buffalo National River (AR)
> >8. Ross Lake National Recreation Area (WA)
> >9. Lake Chelan National Recreation Area (WA)
> >10. St. Croix Wild and Scenic River (MN)
> >11. Upper Delaware Scenic and Recreational River (PA)
> >12. Canyonlands National Park (UT)
> >13. Golden Gate National Recreation Area (CA)
> >14. Olympic National Park (WA)
> >15. Sleeping Bear Dunes National Recreation Area (CA)
> >16. Grand Teton National Park (WY)
> >17. Grand Canyon National Park (AZ)
> >18. Canaveral National Seashore (FL)
> >19. Glen Canyon National Recreation Area (AZ)
> >
> >CLEANER BOATING IN CALIFORNIA IN 2001!
> >THANKS TO ALMOST 1,000 OF YOU, THE CALIFORNIA AIR RESOURCES BOARD VOTED
> >UNANIMOUSLY TO BAN NEW TWO-STROKES AND JET SKIS AS OF 2001.
> >Almost two years ago, Bluewater asked the California Air Resources Board to
> >clamp down on two-stroke engine emissions. They agreed. We worked closely
> with
> >them over the past 18 months to develop tough new regulations, including an
> >environmental labeling program that Bluewater designed for the cleanest of
> all
> >new outboards and jet skis. After a tense 10 hour hearing, the California
> Air
> >Resources Board members - all Republican appointees of the governor - voted
> >unanimously in favor of the environment!
> >
> >The regulations set strict emissions standards for marine engines, to be
> >phased in over a period of 10 years. In 2001, the sale of conventional two-
> >stroke engines (including two-stroke jet skis) will be effectively banned.
> >2004 and 2008 will call for tougher standards which promote the sale of
> even
> >cleaner technology (e.g. four-stroke engines). The emissions labeling
> program
> >will begin this spring, and will allow consumers to make informed
> decisions.
> >Some manufacturers may label their engines nationwide. It is worth noting
> that
> >since two-stroke motors pollute more in an hour than a car does in a year,
> >purchasing the cleanest possible engine may be the most important
> >environmental decision a boater can make.
> >
> >Other States are legally permitted to, and often do, adopt CARB's
> precedent-
> >setting regulations to clean up their own air and water pollution.
> >
> >CANAVERAL NATIONAL SEASHORE BANS JET SKIS
> >Bluewater spent a year convincing Robert Newkirk, Superintendent of
> Canaveral
> >National Seashore to ban personal watercraft. In a sharp turn-around from
> his
> >July position, Superintendent Newkirk announced on November 17th that
> personal
> >watercraft (PWC) would be prohibited throughout the seashore's 84,000
> acres.
> >Newkirk said that his staff had determined that PWC threaten park resources
> >and values and destroy the park experience for other visitors.
>
> David (Still hoping to hear some Mk II stories) Bruner
>
________________________________________________________________________________
| From: | "Mike Cowan" <mikejcowan(at)WORLDNET.ATT.NET> |
| Subject: | Powerplant choices for a Slingshot |
I'm currently considering a suzuki 3-cyl. Also I saw in Sport Aviation
classifieds an ad for a (100 SHP) Garrett JFS 100 @ 84 lb. w/o gearbox.
Anyone know of aircraft using this powerplant? -Mike Cowan
----------
________________________________________________________________________________
| From: | "Mike Cowan" <mikejcowan(at)WORLDNET.ATT.NET> |
| Subject: | Re: 2-Cycles banned? |
IMHO two cycles are junk--
-----Original Message-----
From: David Bruner <brunerd(at)ulster.net>
Date: Saturday, December 19, 1998 7:36 AM
Subject: Kolb-List: 2-Cycles banned?
________________________________________________________________________________
| From: | Richard <swidersk(at)digital.net> |
| Subject: | Re: SlingShot Weights |
Hello Listers,
I sure would appreciate it if you SlingShot owners would post the empty
weight of your craft & what engine it has, & what accessories you are flying
with (eg, ballistic chute, ect.) that would add significant weight.
I'd also be interested in knowing your rate of climb with 5 gal. of fuel &
what the pilot weight is, if you don't mind getting personal!
Mine weighs 300# empty, without an engine, no chute & a 13 gal. marine fuel
tank in place of the back seat.
Thanks in advance for your input. ---Richard Swiderski, Ocala FL
________________________________________________________________________________
| From: | Richard Pike <rpike(at)preferred.com> |
| Subject: | Re: 2-Cycles banned? |
>
>IMHO two cycles are junk--
You need to get one of those bumper stickers that says:
"Friends don't let friends fly 2-strokes"
That should help you finish alienating the rest of the group.
Richard Pike
MKIII N420P (42oldpoops)
820 hours on Rotax engines and no seizures.
Since 1983 had the following problems:
One forced landing when a coil came loose, non standard attachment, my
fault.
One forced landing when I tried using leaded regular 87 octane gas, and
too small a main jet, had little lead balls between the plug electrodes.
One forced landing when a home made dual ignition system had a wire break
and changed the engine timing.
Two round trips to Oshkosh, 1400 miles, Rotax 532
IMHO I am thankful for Rotax engines, excess parts prices and all, because
without them, I would have 820 hours less flying time these last 15 years.
________________________________________________________________________________
| From: | "Mike Cowan" <mikejcowan(at)WORLDNET.ATT.NET> |
| Subject: | the 2 cycle discussion |
My 'junk' comment didn't come across well so must give you that point.
But back to your point: You have 820 hours on how many engines?
I'll allow you that a 2-cycle is the only effective means to get you
airborne in an ultralight.
But for someone who wants longevity and reliability in an engine -without
the blue cloud- what are my options?
Here's where I'm coming from: I put 600 hours (30,000 ground miles) on (1)
1987 kawasaki 600 cc motorcycle and the sum total of maintenance: Change
engine oil regularly, (1) drive chain replacement, (1) plug replacement.
I just think that you ought to be able to be able to do that in a small
airplane for a reasonable price, that's all.
-----Original Message-----
From: Richard Pike <rpike(at)preferred.com>
re: Kolb-List message posted by: "Mike Cowan"
________________________________________________________________________________
| Subject: | Re: 2-Cycles banned? |
| From: | ul15rhb(at)juno.com (Ralph H Burlingame) |
Hey Mike, how do you explain 425 hrs of flying off a 2-cycle Rotax? There
are others who have many more hours than that from Rotax's.
Ralph Burlingame
Original FireStar, 400 hrs Rotax 377
>
>>
>>IMHO two cycles are junk--
>
________________________________________________________________________________
| From: | john hauck <hawk36(at)mindspring.com> |
| Subject: | Re: the 2 cycle discussion |
>
>My 'junk' comment didn't come across well so must give you that point.
>But back to your point: You have 820 hours on how many engines?
>I'll allow you that a 2-cycle is the only effective means to get you
>airborne in an ultralight.
>But for someone who wants longevity and reliability in an engine -without
>the blue cloud- what are my options?
>Here's where I'm coming from: I put 600 hours (30,000 ground miles) on (1)
>1987 kawasaki 600 cc motorcycle and the sum total of maintenance: Change
>engine oil regularly, (1) drive chain replacement, (1) plug replacement.
>I just think that you ought to be able to be able to do that in a small
>airplane for a reasonable price, that's all.
Good morning Gang:
Personally, I don't think one can compare performance and reliability
between an airplane application and a motorcycle application. First the
eng that drives the airplane is under almost constant load from the time
the blades start turning. Only time they get a break is during power off
decents (as far as I the non-engineer know). They seem to never get a
chance to rest. The motorcycle on the other hand spends much of its life
taking it easy, while doing its job.
john h
________________________________________________________________________________
| From: | swultra <swultra(at)primenet.com> |
| Subject: | Re: Powerplant choices for a Slingshot |
Mike Cowan wrote:
>
>
> I'm currently considering a suzuki 3-cyl. Also I saw in Sport Aviation
> classifieds an ad for a (100 SHP) Garrett JFS 100 @ 84 lb. w/o gearbox.
>
> Anyone know of aircraft using this powerplant? -Mike Cowan
> ----------
>
A nice small package, and light but burns way to much fuel. Im working
on a intercooled tubro port fuel injected geo for my mark-3. Steve Ward
building a mark-3
________________________________________________________________________________
| From: | swultra <swultra(at)primenet.com> |
| Subject: | Re: 2-Cycles banned? |
Richard Pike wrote:
>
>
> >
> >IMHO two cycles are junk--
>
>
> You need to get one of those bumper stickers that says:
> "Friends don't let friends fly 2-strokes"
> That should help you finish alienating the rest of the group.
>
> Richard Pike
> MKIII N420P (42oldpoops)
> 820 hours on Rotax engines and no seizures.
> Since 1983 had the following problems:
> One forced landing when a coil came loose, non standard attachment, my
fault.
> One forced landing when I tried using leaded regular 87 octane gas, and
> too small a main jet, had little lead balls between the plug electrodes.
> One forced landing when a home made dual ignition system had a wire break
> and changed the engine timing.
> Two round trips to Oshkosh, 1400 miles, Rotax 532
> IMHO I am thankful for Rotax engines, excess parts prices and all, because
> without them, I would have 820 hours less flying time these last 15 years.
>
It's freinds dont let freinds fly snowmobels
________________________________________________________________________________
| From: | Woody Weaver <mts0140(at)ibm.net> |
| Subject: | Re: Powerplant choices for a Slingshot |
Mike,
Is this a motorcycle engine? Both Honda and Yamaha make four stroke
outboard engines for the boaters. They also have horsepower ratings in
the ultralight regime (25, 30, 40 HP)and they sell just the "powerhead"
which is a complete engine minus exhaust, carbs, and all the stuff
needed to push a boat. When you think about it, outboards take a lot of
abuse.
Woody Weaver
Mike Cowan wrote:
>
>
> I'm currently considering a suzuki 3-cyl. Also I saw in Sport Aviation
> classifieds an ad for a (100 SHP) Garrett JFS 100 @ 84 lb. w/o gearbox.
>
> Anyone know of aircraft using this powerplant? -Mike Cowan
> ----------
>
________________________________________________________________________________
| From: | "Mike Cowan" <mikejcowan(at)WORLDNET.ATT.NET> |
| Subject: | Powerplant choices for a Slingshot |
The ad in Sport Aviation read "Geo Metro / Suziki Reduction Drive Kits for
1.0 & 1.3 liter -60 to 120 hp. Ultralight version 60 hp / 118 lbs now
available. Raven ReDrives, Boulder, CO"
That's all I know since I haven't received the manual they charge $50 for.
>>We'll see.
Yes outboards are run pretty hard, but are they run very long? As I recall
the RotorWay kitbuilt helicopter started out with an Evinrude(??)
Mike C.
----------
________________________________________________________________________________
| From: | "merle hargis" <merlepilar(at)WORLDNET.ATT.NET> |
| Subject: | Re: 2-Cycles banned? |
The engine outs that I have had have all been my fault. I find the Rotax
two cycles to be
dependable and without them I would have missed a lot of fun. I am glad we
have
the choice.
============================================================================
=
>IMHO two cycles are junk--
============================================================================
=
Merle Hargis
(Twinstar) from Orlando
----------
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)telepath.com> |
| Subject: | Re: the 2 cycle discussion |
> I put 600 hours (30,000 ground miles) on (1)
> 1987 kawasaki 600 cc motorcycle
And that same 600cc engine was only putting out about 10 to 15%
of its rated power during that 50mph ride. Compare with the typical
two stroke or four stroke acft engine which runs at close to 65 to
85% for the cruise operation. The harder it works, the shorter the
life.
J. Baker
________________________________________________________________________________
| From: | "Mike Cowan" <mikejcowan(at)WORLDNET.ATT.NET> |
| Subject: | Powerplant choices for a Slingshot |
I saw on the Kolb builder page the guy who installed the vw in his mark III.
Seems like that setup would make wing loading pretty high for a Slingshot.
Could you estimate power & weight for your geo setup? What prop you plan to
use?
Also in December 98 Experimenter an outfit called J-bird in Kewaskum, WI
advertises various engines including a Kawasaki. I have not received their
reply either --Mike C.
-----Original Message-----
Subject: Re: Kolb-List: Powerplant choices for a Slingshot
>message posted by: swultra
> Im working on a intercooled tubro port fuel injected geo for my mark-3.
________________________________________________________________________________
| From: | "CHRISTOPHER DAVIS" <cdavis2(at)capecod.net> |
| Subject: | Re: 2-Cycles banned? |
Mike . 386hrs 503sc never had the head off , Chris
-----Original Message-----
From: Mike Cowan <mikejcowan(at)WORLDNET.ATT.NET>
Date: Saturday, December 19, 1998 9:56 PM
Subject: Re: Kolb-List: 2-Cycles banned?
>
>IMHO two cycles are junk--
>
>-----Original Message-----
>From: David Bruner <brunerd(at)ulster.net>
>To: Kolb-List
>Date: Saturday, December 19, 1998 7:36 AM
>Subject: Kolb-List: 2-Cycles banned?
>
>
________________________________________________________________________________
| Subject: | Re: 2-Cycles banned? |
<< You need to get one of those bumper stickers that says:
"Friends don't let friends fly 2-strokes"
That should help you finish alienating the rest of the group.
Richard Pike
MKIII N420P (42oldpoops)
820 hours on Rotax engines and no seizures.
Since 1983 had the following problems:
One forced landing when a coil came loose, non standard attachment, my
fault.
One forced landing when I tried using leaded regular 87 octane gas, and
too small a main jet, had little lead balls between the plug electrodes.
One forced landing when a home made dual ignition system had a wire break
and changed the engine timing.
Two round trips to Oshkosh, 1400 miles, Rotax 532
IMHO I am thankful for Rotax engines, excess parts prices and all, because
without them, I would have 820 hours less flying time these last 15 years.
>>
THE PERFECT RESPONSE TO A STATEMENT OF IRRESPONSIBILITY!!...GeoR38
________________________________________________________________________________
| Subject: | Re: the 2 cycle discussion |
| From: | ul15rhb(at)juno.com (Ralph H Burlingame) |
Mike,
This is what we all are shooting for ..... reliability. The 2-cycles can
be reliable as there are many of us flying with them that have lots of
hours. I have heard of
4-cycle failures too. The classic example was this past year at Sun-N-Fun
where the failure turned into a fatality. The engine was a $10,000 Rotax
912. There are numerous other examples of expensive 4-cycle Lycomings and
Continentals failing for one reason or another. The little Rotax 2-cycles
amaze me how reliable they can be. Please remember the 2-cycle
shortcoming is carbon buildup. This is rapidly changing with synthetic
oils to limit that and additives to get rid of it. There is not another
engine that can give the power to weight ratios that is needed for our
light planes. I have heard that no more 2-cycles will be imported into
the US after the turn of the century, to keep pollution standards. This
will force 4-cycle replacement upon all of us. It may be a good thing.
We'll have to wait and see.
Ralph Burlingame
Original FireStar, 400+ hrs flying 2-cycles and happy
>Here's where I'm coming from: I put 600 hours (30,000 ground miles) on
>(1) 1987 kawasaki 600 cc motorcycle and the sum total of maintenance:
>Change engine oil regularly, (1) drive chain replacement, (1) plug
>replacement. I just think that you ought to be able to be able to do
that in a
>small airplane for a reasonable price, that's all.
>
________________________________________________________________________________
| Subject: | Re: the 2 cycle discussion |
<< Mike,
This is what we all are shooting for ..... reliability. The 2-cycles can
be reliable as there are many of us flying with them that have lots of
hours. I have heard of
4-cycle failures too. The classic example was this past year at Sun-N-Fun
where the failure turned into a fatality. The engine was a $10,000 Rotax
912. >>
Ralph, you're not talking of the Kolb MKIII that fatalled Ivor Lee of Sharon,
Pa. are you......I think his was an oil injected 2 cycle Rotax....and the
failure of the oil line contributed to his "not flying the airplane" to
destruction..............GeoR38
________________________________________________________________________________
| From: | hawk36 <hawk36(at)mindspring.com> |
| Subject: | Re: the 2 cycle discussion |
GeoR38(at)aol.com wrote:
>
>
>Ralph, you're not talking of the Kolb MKIII that fatalled Ivor Lee of Sharon,
> Pa. are you......I think his was an oil injected 2 cycle Rotax....and the
> failure of the oil line contributed to his "not flying the airplane" to
> destruction..............GeoR38
>
>
Hey Guys:
Jim Lee died 8 April 1997, after stalling the MK III he was flying.
________________________________________________________________________________
with an oil pressure loss on takeoff and stalled the acft at 200-300
feet. The SS clamp on the return oil connection at the engine sump was
loose. It was a 912.
john hauck
________________________________________________________________________________
| From: | Richard Pike <rpike(at)preferred.com> |
| Subject: | Re: the 2 cycle discussion |
>
>My 'junk' comment didn't come across well so must give you that point.
>But back to your point: You have 820 hours on how many engines?
Three: A Rotax 277 that was on a Maxair Hummer that I bought new in 1983.
Sold it with over 600 hours on it. 600hours X 50MPH =30,000 miles, same as
your Kawasaki. Did the Kawasaki run at 75% power all 30,000 miles?
Replaced the rings once, replaced the PTO oil seal once, replaced the
points once. Thats all
Second: a used Rotax 532 that went in my J-6. Flew it to Oshkosh and back,
ran fine. The week after I got back, the crank broke. Dissasembly revealed
ball peen hammer marks on one of the counter weights. I will not blame the
engine for that sort of abuse.
Third: a used 532 that is in my MKIII, I know it's history, and it has not
been abused. I expect no problems.
>But for someone who wants longevity and reliability in an engine -without
>the blue cloud- what are my options?
One option is to get rid of your prejudices. The only way that you will
see a blue cloud behind an airplane flying with a 2-cycle is because of a
pilot that is too dumb to get his/her fuel oil ratio right.
This strikes me as a tree-hugger motivated argument with no basis in
reality. Just because California has an unusual geologic problem that traps
smog, why does the rest of the world need to wring it's hands and cut it
mechanical wrists?
>Here's where I'm coming from: I put 600 hours (30,000 ground miles) on (1)
>1987 kawasaki 600 cc motorcycle and the sum total of maintenance: Change
>engine oil regularly, (1) drive chain replacement, (1) plug replacement.
>I just think that you ought to be able to be able to do that in a small
>airplane for a reasonable price, that's all.
Befor I got hired by the FAA, I worked for the biggest Honda motorcycle
dealer in Miami as a mechanic. Fixing failed engines convinced me that a
well designed and maintained 2 stroke is a lot better than a poorly
designed and well maintained 4 stroke.
Richard Pike
MKIII N420P (42oldpoops)
________________________________________________________________________________
| From: | "Hansen, Mark" <MHansen(at)ConusNews.com> |
| Subject: | Powerplant choices for a Slingshot |
they also have a vertical crank shaft.
> ----------
> From: Woody Weaver[SMTP:mts0140(at)ibm.net]
> Reply To: kolb-list(at)matronics.com
> Sent: Sunday, December 20, 1998 12:27 PM
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Powerplant choices for a Slingshot
>
>
> Mike,
> Is this a motorcycle engine? Both Honda and Yamaha make four stroke
> outboard engines for the boaters. They also have horsepower ratings in
> the ultralight regime (25, 30, 40 HP)and they sell just the "powerhead"
> which is a complete engine minus exhaust, carbs, and all the stuff
> needed to push a boat. When you think about it, outboards take a lot of
> abuse.
> Woody Weaver
>
>
> Mike Cowan wrote:
> >
>
> >
> > I'm currently considering a suzuki 3-cyl. Also I saw in Sport Aviation
> > classifieds an ad for a (100 SHP) Garrett JFS 100 @ 84 lb. w/o gearbox.
> >
> > Anyone know of aircraft using this powerplant? -Mike Cowan
> > ----------
> >
>
>
>
> -
>
> -
>
> -
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: Powerplant choices for a Slingshot |
I ran a 115 hp Johnson V-4 outboard over 600 hrs in 5 years. It had 150
hrs on it when I bought it ( and the boat ) and it had been owned by a
meticulous retired man who could no longer run it. Immaculate. Anyway,
it's set up with 2 carburetors, 1 for upper pair of cyl., 1 for lower. Two
ignition power packs, 1 for left bank, 1 for right. Those hours
represented a LOT of idling ( trolling ), and a LOT of high speed cruising
in calm water and rough, in the Straits of Juan de Fuca. 50 - 1 Pennzoil
for water cooled 2 stroke. I lost 1 power pack at around 350 hrs., and
limped home on 2 cyls. At around 600 hrs the choke linkage came loose and
killed the engine with full choke. An awkward fix on a lurching boat, but
did fix it and come on home. Of course, it would be a little ?? more
awkward on a plane, but the point remains. It always brought me home.
Excellent motor, and I, too, thought about it for aircraft. I believe they
are quite heavy for their power, but can't swear to it. Fuel burn was
about 5 - 6 gph at cruising speed. They are Very Rugged, and surprisingly
economical. Big Lar.
----------
> From: Mike Cowan <mikejcowan(at)WORLDNET.ATT.NET>
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: Powerplant choices for a Slingshot
> Date: Sunday, December 20, 1998 2:13 PM
>
>
> Yes outboards are run pretty hard, but are they run very long? As I
recall
> the RotorWay kitbuilt helicopter started out with an Evinrude(??)
> Mike C.
> ----------
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Tim_Hrib(at)BCBSMD.COM |
| Subject: | Re: the 2 cycle discussion |
my man. in response to your posting about two - strokes, i think
that they're just about as reliable as four strokes. they don't last as
long simply because they turn twice as many rpm's. as far as the
kawasaki, you don't have to sell me, anything that is jap is good .
those people don't know how to make junk. face it, we're stuck with two -
strokes as the only cost effective power plant for ultralights
....................... tim
________________________________________________________________________________
| From: | "David Bruner" <brunerd(at)ulster.net> |
| Subject: | Re: 2-Cycles banned? |
Folbs (Kolb Folks),
Oh, God, didn't mean to start a flame war. This list deserves better.
2-Strokes rule -- for now.
And we should keep our eyes open for something better.
David (Still hoping to hear Mk II stories) Bruner
>Richard Pike wrote:
>>
>>
>> >
>> >IMHO two cycles are junk--
>>
>>
>> You need to get one of those bumper stickers that says:
>> "Friends don't let friends fly 2-strokes"
>> That should help you finish alienating the rest of the group.
>>
>> Richard Pike
>> MKIII N420P (42oldpoops)
>> 820 hours on Rotax engines and no seizures.
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: 2-Cycles banned? |
Woody,
How about a 377 original Firestar with a 5 gallon tank and a one hundred
mile range? Lots of people fly them and some have over 600 hours on them.
John Jung
Woody Weaver wrote:
>
> You know.....
> Something good could come from this. Imagine a four stroke equivalent
> of the 447 Rotax but with better reliability and fuel economy. How
> about a legal Firefly with a 5 gallon tank and a 100 mile + range.
> I say "BRING IT ON!"
> Woody Weaver
>
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
| Subject: | Re: 2-Cycles banned? |
In a message dated 12/19/98 8:36:16 AM Eastern Standard Time,
brunerd(at)ulster.net writes:
<< David (Still hoping to hear some Mk II stories) Bruner >>
Dave: You should have a view of how important the mark two is
historically. Back in the middle 80's the available choices in the light two
seat experimental market were awfull. There were two axis weedhopers out
there and alot of similar stuff that was really badly designed and didn't
look safe to me at all. You wouldn't want to fly most of those products in
winds much higher than 8mph. Many of them used single surface dacron wings or
sock type covering and engines that sounded like a cuisinart. Then along
comes Homer with a product that is built like a real airplane, welded steel
cage, aluminum wings with traditional construction and three axis controll and
side by side seating. Plus it had these huge ailerons which gave it great
control authority and thus widened the comfortable flying envelope
considerably. My mark two kit was actually shipped with the original single
carb single ignition 503. While I was building Rotax announced the dual CDI
ignition 503 and I sent my engine back, didn't even open the box. I knew I
had to have one of them. I'm sure others will disagree but I saw the mark 2
as a big step for the industry. It was a great design that could take two
people, it had an excellent dual ignition engine, and it was enough like a
regular GA airplane that it didn't scare the passengers much. If the cabin
was a little wider I'd still be flying mine.
________________________________________________________________________________
| From: | "Darren L Smalec" <smald(at)shianet.org> |
| Subject: | Elevator trim tabs |
Group: few questions about trim tabs for a FS 1 (to correct a nose down
tendency):
1.Dimensions.
2.Wich elevator is it mounted on, left or right? (would it matter?)
3.How much of a bend to start with.
4.I`ve read in the archives about adjusting the ailerons to help this.
Which way should they be moved to correct this?, and how far should you go
before giving up and installing a trim tab.
Thanks, Darren Smalec, FS1, 71hrs.
________________________________________________________________________________
| From: | Ben Ransom <ransom(at)mae.engr.ucdavis.edu> |
| Subject: | Re: Elevator trim tabs |
On Mon, 21 Dec 1998, Darren L Smalec wrote:
> Group: few questions about trim tabs for a FS 1 (to correct a nose down
> tendency):
> 1.Dimensions.
> 2.Wich elevator is it mounted on, left or right? (would it matter?)
doesn't matter
> 3.How much of a bend to start with.
> 4.I`ve read in the archives about adjusting the ailerons to help this.
> Which way should they be moved to correct this?, and how far should you go
> before giving up and installing a trim tab.
I've played with this some. I found just a little adjustment made a
pretty big difference. (Reflexing, or making the normal aileron
positions go up, will reduce downward pitch.) I vaguely recall
trying something like 2 or 3 turns on each push-pull tube to see if my
cruise speed went up. It didn't, but the pitch trim changed almost too
far and I went back very close to my starting point. You can adjust up to
the point of safe amount of stem left in the ball joint end. I don't
know what the A&P rule is on that -- something like 1.5 * bolt_diam,
but i'm sure somebody here does. Another side point ...I assume your
Weight&Balance is already within normal range, right?
Happy Holidays,
-Ben Ransom
________________________________________________________________________________
| From: | "John Russell" <jr(at)rometool.com> |
| Subject: | Re: SlingShot Weights |
Hey Richard
My slingshot weighs 440 no fuel , 582 electric start , warp 3-blade
tapertip , 16 amp battery in nose , fabric finished with
polyspray- aerothane finish. Climbrate about 1400 fpm on normal
day. Cruise 90 at 5900 rpm.
John
-----Original Message-----
From: Richard <swidersk(at)digital.net>
Date: Saturday, December 19, 1998 11:29 PM
Subject: Re: Kolb-List: SlingShot Weights
>
>Hello Listers,
>
> I sure would appreciate it if you SlingShot owners would post the empty
>weight of your craft & what engine it has, & what accessories you are
flying
>with (eg, ballistic chute, ect.) that would add significant weight.
> I'd also be interested in knowing your rate of climb with 5 gal. of
fuel &
>what the pilot weight is, if you don't mind getting personal!
> Mine weighs 300# empty, without an engine, no chute & a 13 gal. marine
fuel
>tank in place of the back seat.
> Thanks in advance for your input. ---Richard Swiderski, Ocala FL
>
>
________________________________________________________________________________
| From: | Ben Ransom <ransom(at)mae.engr.ucdavis.edu> |
| Subject: | Re: the 2 cycle discussion |
On Sun, 20 Dec 1998, Jim Baker wrote:
> And that same 600cc engine was only putting out about 10 to 15%
> of its rated power during that 50mph ride. Compare with the typical
> two stroke or four stroke acft engine which runs at close to 65 to
> 85% for the cruise operation. The harder it works, the shorter the
> life.
> J. Baker
This bit about 65-85%. That is a percentage of rated HP, right?
I assume it is possible to build an engine with relatively low
compression, large crank, large bearings, and even at 95-100% of rated
HP it would not be "working hard".
I tell motorcycle friends that my 80lb 447cc 2-stroke puts out 40hp and
they look at me like it needs some serious boring and porting to get it
into a more respectable power output. That, and the known reasons why
Rotaxes have quit, and I conclude that the Rotax 447 is conservatively
built for the task. And then the motorcycle guy says, yeah, I guess you
don't want to push the limits with an airplane engine. Seems like he (my
dentist) said he was getting ~60HP out of a 250cc 4-stroke racing bike.
I don't want to give the impression I'm in love with 2-strokes. I'm in
the camp that they are perfectly fine if cared for, but that is harder
to learn and do than a 4-stroke.
-Ben Ransom
________________________________________________________________________________
| From: | "Mike Cowan" <mikejcowan(at)WORLDNET.ATT.NET> |
| Subject: | Re: the 2 cycle discussion |
Are there published figures for Time Between Overhaul for the Rotax 912 and
618 engines? BTW thanks to all for info on rotax--
----------
> From: Ralph H Burlingame <ul15rhb(at)juno.com>
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: the 2 cycle discussion
> Date: Sunday, December 20, 1998 7:03 PM
>
> >
> This is what we all are shooting for ..... reliability.
________________________________________________________________________________
| From: | Richard <swidersk(at)digital.net> |
| Subject: | Re: SlingShot Weights |
John,
Thanks for your response. I've read specs that list the empty wt. of a SS
with a 582 @ 360lbs. My guess is that a 582 with radiator, battery & prop would
be close to 140lbs & that would put your SS right in line with mine. Are our
planes built 40lbs heavy? ---Richard
John Russell wrote:
>
> Hey Richard
> My slingshot weighs 440 no fuel , 582 electric start , warp 3-blade
> tapertip , 16 amp battery in nose , fabric finished with
> polyspray- aerothane finish. Climbrate about 1400 fpm on normal
> day. Cruise 90 at 5900 rpm.
> John
> -----Original Message-----
> From: Richard <swidersk(at)digital.net>
> To: kolb-list(at)matronics.com
> Date: Saturday, December 19, 1998 11:29 PM
> Subject: Re: Kolb-List: SlingShot Weights
>
> >
> >Hello Listers,
> >
> > I sure would appreciate it if you SlingShot owners would post the empty
> >weight of your craft & what engine it has, & what accessories you are
> flying
> >with (eg, ballistic chute, ect.) that would add significant weight.
> > I'd also be interested in knowing your rate of climb with 5 gal. of
> fuel &
> >what the pilot weight is, if you don't mind getting personal!
> > Mine weighs 300# empty, without an engine, no chute & a 13 gal. marine
> fuel
> >tank in place of the back seat.
> > Thanks in advance for your input. ---Richard Swiderski, Ocala FL
> >
> >
> >
> >
> >
> >
> >
> >
>
________________________________________________________________________________
| From: | Bob Gross <rpgross(at)yahoo.com> |
| Subject: | Re: Elevator trim tabs |
Darren,
I recently installed trim tabs on my original FS.
I used to pitch down at nearly zero G with climb power, and only with
idle power would it fly reasonably. As you know it makes reading a map
impossible when you can't take your hands off the stick.
Anyway I built the tab as per the kolb bulletin. It was not enuf so I
built another an mounted them on both sides. They are bent about 25
degrees. But wow... it flys like a dream now!
BTW, Drooping the ailerons a bit as recommended by KOLB make the pitch
down worse. You can lift the ailerons, but it also raises the stall
speed a bit, kinda a tradeoff...you decide. Moving the ailerons a
little bit makes a noticable pitch change so you can experiment. I
have mine rigged to be slightly (1/2 inch) drooping as viewed from
flight. The slop in the rigging distorts what the final inflight
position of the ailerons will be, so you have to experiment. I can't
tell any difference in roll response.
Good luck
Bob
original FS 65 hrs Rotax 377
---Darren L Smalec wrote:
>
>
> Group: few questions about trim tabs for a FS 1 (to correct a nose
down
> tendency):
> 1.Dimensions.
> 2.Wich elevator is it mounted on, left or right? (would it matter?)
> 3.How much of a bend to start with.
> 4.I`ve read in the archives about adjusting the ailerons to help this.
> Which way should they be moved to correct this?, and how far should
you go
> before giving up and installing a trim tab.
> Thanks, Darren Smalec, FS1, 71hrs.
>
>
>
>
> List Support Contributions:
http://www.matronics.com/contribution
>
>
>
>
________________________________________________________________________________
| Subject: | MKIII for Glider towing |
| From: | tonarockfarm(at)juno.com (JEFF H VAUGHAN) |
Are any of you on the list using your MKIIIs for aero towing? If yes
are you using the new TUG version from Kolb ? Our hang gliding club is
interseted in forming a tow club and using the new MKIII TUG for our
tug. We would like to find out more about the actual costs of running a
MKIII with a 912. Any cost information would help us to determind the
amount of money we need to raise for our operation. We will be located
in S.E. Penna. about 20 miles west of the factory.
________________________________________________________________________________
Jeff Vaughan Hang glider pilot, Cessna 172 pilot, and hopefully soon
to be MKIII pilot.
________________________________________________________________________________
| From: | Terry Swartz <tswartz(at)desupernet.net> |
| Subject: | Re: MKIII for Glider towing |
--------------2468FBC7AF81DE9E96F56F89
Jeff
I can't tell you anything about the MK III tug but I have a MK III with a 912
that I keep at Smoketown Pa. You said your are 20 miles West of the factory.
Would that be Morgantown? I've flown in there a couple times and I know there
are a few gliders that fly out of there.
Terry
JEFF H VAUGHAN wrote:
>
> Are any of you on the list using your MKIIIs for aero towing? If yes
> are you using the new TUG version from Kolb ? Our hang gliding club is
> interseted in forming a tow club and using the new MKIII TUG for our
> tug. We would like to find out more about the actual costs of running a
> MKIII with a 912. Any cost information would help us to determind the
> amount of money we need to raise for our operation. We will be located
> in S.E. Penna. about 20 miles west of the factory.
> From
> Jeff Vaughan Hang glider pilot, Cessna 172 pilot, and hopefully soon
> to be MKIII pilot.
>
--------------2468FBC7AF81DE9E96F56F89
name="tswartz.vcf"
filename="tswartz.vcf"
begin:vcard
n:Swartz;Terry
adr:;;;;;;
version:2.1
email;internet:Tswartz(at)desupernet.net
note:http://users.success.net/tswartz/
fn:Terry Swartz
end:vcard
--------------2468FBC7AF81DE9E96F56F89--
________________________________________________________________________________
| From: | "Larry & Karen Cottrel" <lcottrel(at)kfalls.net> |
| Subject: | Re: Elevator trim tabs |
Darren,
I added the trim tab that Kolb suggested and outlined early last year,
mine wanted to nose down and roll to the left. It improved things a lot. I
put about 12 degrees in the elevator tab, and either bend it down more on
the plane or not as it needs, easy with a light piece of Alum.
Larry
P.S.
sometimes you guys amaze me. I have never seen such over reaction as most
of you guys exhibit. I think most of these guys are
fishing--------sucessfully!!!!!!
----------
> From: Darren L Smalec <smald(at)shianet.org>
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: Elevator trim tabs
> Date: Monday, December 21, 1998 8:12 AM
>
>
> Group: few questions about trim tabs for a FS 1 (to correct a nose down
> tendency):
> 1.Dimensions.
> 2.Wich elevator is it mounted on, left or right? (would it matter?)
> 3.How much of a bend to start with.
> 4.I`ve read in the archives about adjusting the ailerons to help this.
> Which way should they be moved to correct this?, and how far should you
go
> before giving up and installing a trim tab.
> Thanks, Darren Smalec, FS1, 71hrs.
>
>
>
>
>
>
________________________________________________________________________________
| From: | Richard Bluhm <irena(at)ccis.com> |
Going into this Holiday period, I want to wish everybody a Merry
Christmas and Happy new year. I wish I knew about this list back when I
was doing my building. Sometimes I think people on this list have a
tendency to say things I disagree with, but over-all, the list has it's
advantages, especially if you wish to improve the aspects of exsisting
components. Many brains "must" be better than one brilliant brain..
Happy Hollidays.
Doc
________________________________________________________________________________
| Subject: | Re: flight simulator |
Ray
Is your model available?
I would like to model a Mark III
Ron
>
>
>Larry, I am the friend......I designed (copied ) a Kolb firestar, using
>the BAO Flight Simulator Flight Shop software. It was compatible with the
>Microsoft Flight Simulator 5.1.I think you will have difficulty finding
>now either CD. I still fly it today.The design of the Firestar is on a
>floppy disk. I am no computer whiz. I have no idea if this floppy disk
>would work with latter Flight Simulators. If you send me your snail mail
>address I will send the floppy disk to you. The flight dynamics are
>surprisingly accurate and the appearance is exact except I had to make it
>a tricycle instead of a tail dragger. Reason..I had to copy the flight
>dynamics of an ultralight in the BAO aircraft design software. I have "
>flown" this Firestar all over the world, including over the active
>volcano on the big Hawaiian island. I lost control in the heat created
>turbulance and crashed. The BAO technical support number is (217)
>356-0188.
>
>P.S. Ralph's landing was so, so. Ray
>
________________________________________________________________________________
| From: | "Gary Carlson" <gcarlson(at)wyoming.com> |
Hi...
I've been lurking the Kolb-List for a few months, gleaning all I'm able to
understand from all you people. This is one of the better listservers I've
subscribed to, and much of the information communicated here should be
helpful to builders and flyers of many non-Kolb aircraft.
Anyway, I haven't started to build yet... I'm more interested in the
building than the flying, but my wife who wants to help with the building
also looks forward to flying into the deserts here with me, in search of
jade and jackrabbits.
The Kolb Firestar II looks like a likely candidate for a STOL aircraft
capable of taking two into some relatively rugged country... but would it
get us back?
So my question to the group is... exactly what kind of range could we expect
running a Rotax 503 engine and 10 gallons of fuel? Any economical advantage
to the single carb 503? If it flys slower but farther, that's ok with me.
How about more fuel? I was thinking a drop tank under the CG could not only
hold some extra gear, but some extra fuel (belly landing not allowed ). I
figure we'd need about a 300 mile range to make it deep into Red Desert and
back.
So, the rest of my introduction to the group...
Gary Carlson e-mail: gcarlson(at)wyoming.com
Riverton, Wyoming web: http://w3.wyoming.com/~gcarlson
Fremont County ARO N7DAH / EAA 553963
________________________________________________________________________________
| From: | "Gary Carlson" <gcarlson(at)wyoming.com> |
Hi...
I've been lurking the Kolb-List for a few months, gleaning all I'm able to
understand from all you people. This is one of the better listservers I've
subscribed to, and much of the information communicated here should be
helpful to builders and flyers of many non-Kolb aircraft.
Anyway, I haven't started to build yet... I'm more interested in the
building than the flying, but my wife who wants to help with the building
also looks forward to flying into the deserts here with me, in search of
jade and chasing jackalopes.
The Kolb Firestar II looks like a likely candidate for a STOL aircraft
capable of taking two into some relatively rugged country... but would it
get us back?
So my question to the group is... exactly what kind of range could we expect
running a Rotax 503 engine and 10 gallons of fuel? Any economical advantage
to the single carb 503? If it flys slower but farther, that's ok with me.
How about more fuel? I was thinking a drop tank under the CG could not only
hold some extra gear, but some extra fuel (belly landing not allowed ). I
figure we'd need about a 300 mile range to make it deep into Red Desert and
back safely.
So, the rest of my introduction to the group...
Gary Carlson e-mail: gcarlson(at)wyoming.com
Riverton, Wyoming web: http://w3.wyoming.com/~gcarlson
Fremont County ARO N7DAH / EAA 553963
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
In a message dated 12/22/98 4:25:53 PM Eastern Standard Time,
gcarlson(at)wyoming.com writes:
<< exactly what kind of range could we expect
running a Rotax 503 engine and 10 gallons of fuel? >>
My experience with a dual carb cdi 503 was between 3.5 and 4 gallons per
hour at 5800 rpm and factory jetting. That is a little higher than what the
books says. That's also why I went with 16.5 gallons on my mark 3.
________________________________________________________________________________
| From: | Erich Weaver 805-683-0200 <sbaew(at)dames.com> |
| Subject: | Re: antenna placement on Mk III |
Autoforwarded: false
UA-content-id: 11CCB3B43600
Hop-count: 1
Hey guys - Im just about ready to get my Mk III into the air, and need to
find a location on the plane to fix the external antenna for my hand held
radio in place. Any suggestions for what works best - ie. least
interference from electrical system, etc.?
Thanks,
Erich Weaver
________________________________________________________________________________
| From: | Richard Pike <rpike(at)preferred.com> |
| Subject: | Re: antenna placement on Mk III |
>
>
>Hey guys - Im just about ready to get my Mk III into the air, and need to
>find a location on the plane to fix the external antenna for my hand held
>radio in place. Any suggestions for what works best - ie. least
>interference from electrical system, etc.?
>
>Thanks,
>
>Erich Weaver
I am using a home made antenna mounted under the belly, about a foot
behind the pilot seat. Have a sheet of thin aluminum doped to the inside of
the fabric for a ground plane, the antenna sticks down about 6" then turns
horizontal and points straight back. ATC says it sounds normal. Any wiring
for the mag switches, tach, regulator/rectifier, any thing carrying AC
current that is unshielded can act as an antenna radiating noise into your
system. I have used shielded wiring for all the wires that carry AC current
for my last two airplanes, and have no static problems.
Richard Pike
MKIII N420P (42oldpoops)
________________________________________________________________________________
| Subject: | Re: the 2 cycle discussion |
<< Jim Lee died 8 April 1997, after stalling the MK III he was flying.
From what I gather from the NTSB Final Report, he became preoccupied
with an oil pressure loss on takeoff and stalled the acft at 200-300
feet. The SS clamp on the return oil connection at the engine sump was
loose. It was a 912.
john hauck >>
Thank you John, I stand corrected, as I got it into my head that it was the
same kind of engine as my good buddy Frank Marino (who I always felt sorry
for, but now I don't)!......................GeoR38
________________________________________________________________________________
| From: | Dennis Souder <flykolb(at)epix.net> |
| Subject: | Re: the 2 cycle discussion |
>Hey Guys:
>
>Jim Lee died 8 April 1997, after stalling the MK III he was flying.
>>From what I gather from the NTSB Final Report, he became preoccupied
>with an oil pressure loss on takeoff and stalled the acft at 200-300
>feet. The SS clamp on the return oil connection at the engine sump was
>loose. It was a 912.
>
>john hauck
>
>
Actually is was not really a Mark-III: his aircraft had custom wings that
were made similiar to those of a Titan. Ditto with the empenage, it was
similar to the Titan with a flying stabilator, etc. The fuselage was
similar to a Mark-III but had many differences. It was reportedly not a
good flying aircraft - Jim who would allow friends to fly his several
aircraft - would allow no one to fly this particular airplane.
Guy Truax who had worked with Mark Beyerly at Thundergull and with the Tital
folks went to work with Jim Lee and "borrowed" the technology from
Thundergull and Titan to help make this custom "bushplane". The airplane
was not a good design, by Jim's own admission. But he kept it in storage in
Fla for the times when he would vacation there.
Jim loved to fly and was a great innovator. So tragic that he would be lost
in such a preventable accident. He one time told me that when he was up in
the air flying, that he considered his airplane expendable - meaning that he
would never try to save the airplane at the risk of his own life. Jim was a
very experienced pilot in all types of aircraft. No matter how we think we
will react when the crisis comes, we don't know what we will do until we are
there. Jim had firm convictions on how he would handle such emergencies,
but when his time came, he reacted in a way that he said he never would.
I have kept a photo collage on my office wall that Jim gavae to me of Jim
and his very good friend Don Blank. Don was killed several years earlier
when his QS lost a wing due to corrosion (he was operating in the Keys
taking rides and flight training). Salt water cause some hidden corrosion
and the wing failed when carrying a passenger. I ponder their accidents
frequently - reminds me that flying can be very unforgiving of mistakes.
Dennis
________________________________________________________________________________
<< Many brains "must" be better than one brilliant brain..
Happy Hollidays.
Doc >>
And a Joyous holiday to you too Doc.....(just one L in holiday....not like
brilliant)
...................GeoR38....LOL
________________________________________________________________________________
| From: | hawk36 <hawk36(at)mindspring.com> |
| Subject: | Re: the 2 cycle discussion |
Dennis Souder wrote:
>
>
> Actually is was not really a Mark-III: his aircraft had custom wings that
> were made similiar to those of a Titan. Ditto with the empenage, it was
> similar to the Titan with a flying stabilator, etc. The fuselage was
> similar to a Mark-III but had many differences. It was reportedly not a
Dennis and Gang:
Thanks for straightening me out on that. All I had to go by was what I
read in the local newspaper, at the time of the accident, and the NTSB
Final Report, which ID'd the aircraft as a MK III.
Was a tragic accident, yet a reminder that we all need to stay alert,
practice emergency procedures, and live one day at a time.
john h (cooling down in hauck's holler at 36F, ughhh!!!)
________________________________________________________________________________
| Subject: | Re: 2 cycle discussion Jim Lee |
<< Jim loved to fly and was a great innovator. So tragic that he would be
lost
in such a preventable accident. He one time told me that when he was up in
the air flying, that he considered his airplane expendable - meaning that he
would never try to save the airplane at the risk of his own life. Jim was a
very experienced pilot in all types of aircraft. No matter how we think we
will react when the crisis comes, we don't know what we will do until we are
there. Jim had firm convictions on how he would handle such emergencies,
but when his time came, he reacted in a way that he said he never would.
I have kept a photo collage on my office wall that Jim gavae to me of Jim
and his very good friend Don Blank. Don was killed several years earlier
when his QS lost a wing due to corrosion (he was operating in the Keys
taking rides and flight training). Salt water cause some hidden corrosion
and the wing failed when carrying a passenger. I ponder their accidents
frequently - reminds me that flying can be very unforgiving of mistakes.
Dennis >>
Thank you Dennis, I have also pondered this terrible accident by a much
beloved aviator who had a deep rooted passion to fly. I appreciate your
insight into some of the details of the fatallity in '97 (I guess it was)! I
live near him and was born in Sharon Pa. where he came from and tried to do
business with him once but could never make connection....too bad, cause I was
the only other Kolb I know of in the area til Frank Marino came along.
....Then of course, he was so overwhelmed by my master craftsmanlike
construction of my Firestar that he had to up me with his MkIII powered by a
582 oil injected...or is it 583?..........well Bless them
all!!.................GeoR38
________________________________________________________________________________
| From: | "Larry & Karen Cottrel" <lcottrel(at)kfalls.net> |
| Subject: | Re: antenna placement on Mk III |
Hi,
I put mine on the bottom of the firestar between the legs and angled
back for less interference when pushing it backwards. My theory was that it
was as far away from the engine as I could get. Be aware that if you do
bend it it will change the match. It is best to actually tune the antenna
with the length antenna wire that you are using with a SWR (standing wave
ratio) bridge. A lot of the old CBers have them. My radio is a delcom, the
rubber duck antenna that came with it is a really poor match to the radio.
I had intended to mount it on the plane for the antenna, but elected to
make my own when I saw the performance.
Larry
----------
> From: Erich Weaver 805-683-0200 <sbaew(at)dames.com>
> To: kolb-list
> Subject: Kolb-List: Re: antenna placement on Mk III
> Date: Tuesday, December 22, 1998 1:52 PM
>
>
>
> Hey guys - Im just about ready to get my Mk III into the air, and need to
> find a location on the plane to fix the external antenna for my hand held
> radio in place. Any suggestions for what works best - ie. least
> interference from electrical system, etc.?
>
> Thanks,
>
> Erich Weaver
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Adrio Taucer <adrio(at)capitalnet.com> |
| Subject: | Re: antenna placement on Mk III |
Yes you do change the characteristics of the antenna some by bending
it. One other thing about bending is you change the polarization. ATC
uses vertically polarized antennae and so should we for best
performance. That is even if you get a VSWR of 1 with the bent antenna
(by using some matching technique) you will still be suffering a loss
due to the opposite polarization.
Also if your antenna is purely resistive, then the length of cable does
not matter as far as matching goes (it only matters for signal loss due
to cable losses). However one can have a situation where the cable
length (in terms of wave lengths) acts as a matching network for the
case where the antenna's characteristic impedance is not purely
resistive (but has a capasative or inductive component)
Not a big deal, but I felt like chiming in.
Merry Christmas to all on the list, from the great white north (it is 16
below freezing outside her).
Adrio
Larry & Karen Cottrel wrote:
>
>
> Hi,
> I put mine on the bottom of the firestar between the legs and angled
> back for less interference when pushing it backwards. My theory was that it
> was as far away from the engine as I could get. Be aware that if you do
> bend it it will change the match. It is best to actually tune the antenna
> with the length antenna wire that you are using with a SWR (standing wave
> ratio) bridge. A lot of the old CBers have them. My radio is a delcom, the
> rubber duck antenna that came with it is a really poor match to the radio.
> I had intended to mount it on the plane for the antenna, but elected to
> make my own when I saw the performance.
> Larry
>
> ----------
> > From: Erich Weaver 805-683-0200 <sbaew(at)dames.com>
> > To: kolb-list
> > Subject: Kolb-List: Re: antenna placement on Mk III
> > Date: Tuesday, December 22, 1998 1:52 PM
> >
>
> >
> >
> > Hey guys - Im just about ready to get my Mk III into the air, and need to
> > find a location on the plane to fix the external antenna for my hand held
> > radio in place. Any suggestions for what works best - ie. least
> > interference from electrical system, etc.?
> >
> > Thanks,
> >
> > Erich Weaver
> >
> >
> >
> >
> >
> >
> >
>
________________________________________________________________________________
| From: | Terry Swartz <tswartz(at)desupernet.net> |
| Subject: | Re: antenna placement on Mk III |
--------------7B4E5EA27C2A213BA5BE502D
Erich
I tried a very simple antenna installation that works well for me. I got a
window antenna mount from Radio Shack which had a right angle BNC connector on
the one end and a straight BNC connector on the other. I removed the metal
bracket made to clamp on the window and attached it to a square piece of
aluminum that is mounted in the nose in front of the rudder peddles. Every time
I fly I remove the small antenna from my I-com A-22 and attach it to the mount
in the nose cone and the other end of the cable to my radio. When I'm done
flying I take my radio and antenna and go home. Seems to work well.
Terry
Erich Weaver 805-683-0200 wrote:
>
> Hey guys - Im just about ready to get my Mk III into the air, and need to
> find a location on the plane to fix the external antenna for my hand held
> radio in place. Any suggestions for what works best - ie. least
> interference from electrical system, etc.?
>
> Thanks,
>
> Erich Weaver
>
--------------7B4E5EA27C2A213BA5BE502D
name="tswartz.vcf"
filename="tswartz.vcf"
begin:vcard
n:Swartz;Terry
adr:;;;;;;
version:2.1
email;internet:Tswartz(at)desupernet.net
note:http://users.success.net/tswartz/
fn:Terry Swartz
end:vcard
--------------7B4E5EA27C2A213BA5BE502D--
________________________________________________________________________________
| From: | ul15rhb(at)juno.com (Ralph H Burlingame) |
John, 36F is nothing, try 5F here in Minneapolis. This oughta freeze up
those lakes to make for some fabulous runways. Just waiting ........ it
thickens about an inch of ice per day if the temps stay low. I need 5
inches to land on and 12 inches to drive the car out there. One year, Al
Reay and I landed in early December and walked up to an angler who had a
hole cut through the ice. We peered down into the hole and saw that it
was only 3 inches thick! We looked at each other and said, "Let's get
outta here!" I think this was the day I got lost when it started to
snow and the visibility dropped to 1/4 mile while trying to find my way
back to the airstrip. Once I got down, Al came driving in to see if I was
ok. I had flown close to his private strip at 300' (which was the
ceiling) and said that he could hear me up there but couldn't see me. I
remarked, "Roads do come in handy!". It was an experience.
Ralph Burlingame
Original FireStar, 447 powered
>john h (cooling down in hauck's holler at 36F, ughhh!!!)
________________________________________________________________________________
| Subject: | Re: the 2 cycle discussion |
| From: | mefine1(at)juno.com (Mick Fine) |
writes:
>...I assume it is possible to build an engine with relatively low
>compression, large crank, large bearings, and even at 95-100% of rated
>HP it would not be "working hard"...
Ben,
This is an interesting subject. Assuming your comments were intended to
be limited to 2-stroke engines (There's plenty of 4-stroke examples with
these qualities under any handy Cessna cowl...), I'll risk being
ridiculed for the following:
The only 2-stroke example I can think of with at least some of the
virtues you list was built by a guy named John Chotia (gasp!). For those
who don't know, Chotia was the guy who designed the Weedhopper. He also
designed and produced a 2-stroke engine for his 'aircraft' that was
long-stroke, low compression, fairly lightweight, and used some
off-the-shelf automotive parts to keep it cheap. On the down-side, he did
die in one of these machines and his engine has all but disappeared from
the face of the earth as well - arguably for the overall public good.
Leaving the Weedhopper to be judged on it's own 'merits,' some of the
ideas Chotia put into his engine have always interested me. The long
stroke held the peak torque to around 2500 rpm, eliminating the need,
weight, complexity and cost of a re-drive. It also had a timing retard
which made it easy to hand-prop, eliminating the need, weight, complexity
and cost of a recoil starter. Additionally, he opted for a battery-fired
ignition instead of a heavy flywheel and magneto. Chotia reasoned that
the prop was already a pretty good flywheel although you can't make much
electricity with it. Still, it's hard to take an engine that requires 2
D-cell flashlight batteries to run as a serious aircraft engine! I think
the displacement was around 500cc - about twice a Rotax 277 - but "only"
put-out about 20 hp (compared to 28 for the Rotax with a re-drive). I
don't know about fuel burn but I think it was a good deal lighter. All
this is from my faulty memory so please, old-timers (and you know who you
are!) correct my mistakes.
What's really interesting is that all these virtues are much more
desirable to us than they would be to - say a snowmobiler or Jet-Skier -
funny, ain't it??
-Mick Fine
Tulsa, Oklahoma
http://www.angelfire.com/ok/froghair
Green Country Ultralight Flyer's Organization (UFO)
http://www.angelfire.com/ok/gcufo
________________________________________________________________________________
| From: | Tim_Hrib(at)BCBSMD.COM |
| Subject: | Re: the 2 cycle discussion |
citizens, a friend of mine has installed a pitot/static tube out the
nose cone of his firestar. after doing this he says that his indicated
airspeed does not match his hall airspeed meter. what brought this on was
i enclosed my firestar and he told me that this would effect my indicated
airspeed , that my indicated airspeed would show faster than i was really
going. my static port is vented to the cockpit. i figure, what would
enclosing the cockpit do to effect my indicated airspeed ? my cockpit isn't
exactly air tight. .......... anyway, i have two questions - # 1 does
enclosing the cockpit affect indicated airspeed when the static port is
vented to the cockpit? # 2 where is the best place to install a
pitot/static tube on the firestar ? .................... tim
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
Gary,
Welcome to the list. I have a single carb 503 on a Firestar II and I
figure 20 miles per gallon, or 200 miles max on 10 galllons. I have
flown with a dual carb 503 Firestar II and he didn't burn any more gas
than I did. Differences in prop and weight and jetting can change fuel
economy. One thing that you may want to consider is the gross weight.
With 10 gallons of fuel and a 725# gross, I can only carry 295 pounds of
pilot and passenger. And I don't have electric start.
John Jung
SE Wisconsin
>Gary Carlson wrote:
>
snip...
> So my question to the group is... exactly what kind of range could we expect
> running a Rotax 503 engine and 10 gallons of fuel? Any economical advantage
> to the single carb 503?
snip...
________________________________________________________________________________
| From: | gerken(at)us.ibm.com |
| Subject: | Antenna stuff, Composite fuel tanks, New Radio, Anti-drag update |
ANTENNA STUFF:
>Yes you do change the characteristics of the antenna some by bending
>it. One other thing about bending is you change the polarization. ATC
>uses vertically polarized antennae and so should we for best
>performance. That is even if you get a VSWR of 1 with the bent antenna
>(by using some matching technique) you will still be suffering a loss
>due to the opposite polarization.
Can you explain more about Vertical polarization vs Horiz. polar? Are you
saying it is vertically polarized because it is vertical in reference to
the ground plane aluminum? and bending it perpedicular to the aluminum
ground plane makes it horizontally polarized?
I am going back to the archives for the length calculations, I remember you
guys dicussing that part before.
COMPOSITE FUEL TANKS:
I stumbled onto a cool webpage yesterday, if you are interested in building
a fuel tank (BEN!), check:
http://www.geocities.com/CapeCanaveral/Hangar/1071/tank.htm
NEW RADIO:
I heard a couple friends talking about a new radio that will soon be
available. It seems like they said it was ICOM brand, I'm not sure though.
The nice thing was that it will be under $300 because it will be available
without some navigation feature that they have always had before. Sorry, I
don't really know what I am talking about but I was hoping someone else had
heard about this radio and could explain it. What is the nav feature that
will be left out? What brand is it, model number? Is it available yet?
Is is worth a darn? What is a good low-cost supplier that may sell it?
Thanks!
ANTI-DRAG EFFORTS:
Two items are underway for drag-reduction of the MKiii today in my shop. I
have cut 1/4" Last-a-foam and fit it for the rear side pod enclosure piece,
but it is not yet 'glassed. I am studying it carefully before commiting to
it. So far I like it. And I have built several small aluminum plugs on
which to layup streamline-shapes. The jury struts, aileron push-pull tubes
and those small diagonal tubes at the very back of the cage will be
streamlined by these shapes. I am vacuum-bagging them, so once I have the
process down, I expect to pull them out of the bag virtually primer-ready
as the bagging is giving such nice smooth results. At the rate these first
two things are moving I may get to the gap seal/engine cowling assembly yet
this winter.
I found a Drag/Speed/Horsepower nomograph this week in a book. I
calculate (using top speed and horsepower) the total Drag area on the Mkiii
to be around 17 square feet. This compares with 6 for a Cessna, for
reference. If I am reading this thing correctly, I need to decrease the
drag area to 11 square feet to get 15 mph more top-end speed. My goal is
15 mph more on top end (for a top-end level speed of 100 mph) and 10 more
at cruise, as propped/pitched today. This is probably quite aggressive but
hopefully is attainable. There is another factor in this though, the way I
see it. If I can feed the prop smoother air it will be more efficient.
This should add to the speed also, after subtracting the remaining drag.
So even if I cannot reduce the drag to 11 square feet, I feel I am working
toward the solution from both ends by smoothing the cabin and tubing that
currently turbulates the air being fed to the prop. And a side benefit
will be lowered noise. I know from my experience that turbulant
interferences on the inlet to a prop make high tonal noise levels at the
blade-passage frequency. Eventually when I can actually compare two
conditions (like with and without the side panels), I will measure
acoustics and speeds and post results.
Comments and ideas are always welcomed, Thanks! and Merry Christmas!
________________________________________________________________________________
| From: | "Waligroski, Greg" <gwaligro(at)ball.com> |
| Subject: | Tim : Airspeed static source |
Tim,
On my FS the static connection has an external static tube. I seem to get a
pretty good airspeed indication relative to some GPS speed runs I have done.
There are some discussions of this on list and you may want to do a search
on the "Kolb List Library". I can also send you some pictures of my
installation if your email system accepts attachment files.
Gregg (in waaay too cold (-5) Colorado)
________________________________________________________________________________
| From: | Scott Bentley <Scott.Bentley(at)Bentley.COM> |
| Subject: | Antenna stuff, Composite fuel tanks, New Radio, An |
See http://www.avionicswest.com/handheld.html. The model you want is the
ICOM IC-A4. I've dealt with Avionics West and they've been good, but I've
also dealt with 3 or 4 other companies, and they've been good as well. If
you want a list of people who sell them, go to
http://www.altavista.com/cgi-bin/query?pg=q&kl=XX&q=IC-A4&search=Search .
NEW RADIO:
I heard a couple friends talking about a new radio that will soon be
available. It seems like they said it was ICOM brand, I'm not sure though.
The nice thing was that it will be under $300 because it will be available
without some navigation feature that they have always had before. Sorry, I
don't really know what I am talking about but I was hoping someone else had
heard about this radio and could explain it. What is the nav feature that
will be left out? What brand is it, model number? Is it available yet?
Is is worth a darn? What is a good low-cost supplier that may sell it?
Thanks!
________________________________________________________________________________
| From: | Erich Weaver 805-683-0200 <sbaew(at)dames.com> |
Not sure if this is what you were refering to, but I recently researched
what was available for radios, and was a bit surprised by what I found.
I went through "Marv Golden Discount Sales" in San Diego (phone:
800-348-0014; also on internet) - they seem to have aviation accessories
for about as cheap as you can get them, and certainly cheaper than the
CPS catelog for example. Anyway, with respect to Icom, there was a new
communication-only radio out (cant remember the model no.), but the funny
thing was that it was MORE expensive than the A-22 model which has both
comm. and navigational capabilities, and otherwise seemed similar. I
called up Marv Golden assuming the comm.-only model would be cheaper, but
they were good enough to question my choice and recommended the A-22 due
to lower cost and inclusion of Nav. capabilities. There was also one or
two cheaper Icom radios that had significantly less output power than the
A-22 that I rejected.
The A-22 Sport comes with an alkaline battery pack rather than Ni-Cad,
which not only saves you a little money over the standard A-22, but I
believe is superior for most uses - The NiCads lose a little charge every
day whether used or not, and also are infamous for suddenly losing their
ability to hold a charge. Get yourself some rechargeable alkaline
batteries at Radio Shack and a recharger to save a little more. Also,I
believe there is supposed to be some new metal hydride rechargeable
batteries coming out soon that will be superior to the alkaline type with
respect to the number of times they can be recharged.
Hope this helps.
Erich Weaver
________________________________________________________________________________
See...........
www.ckaviationfoundation.com
Thanks
________________________________________________________________________________
| Subject: | Re: winter flying |
>
>John, 36F is nothing, try 5F here in Minneapolis. This oughta freeze up
>those lakes to make for some fabulous runways. Just waiting ........ it
>thickens about an inch of ice per day if the temps stay low. I need 5
>inches to land on and 12 inches to drive the car out there.
>
Ralph
Yesterday morning my Thermometer said -10F. I had a C 150 scheduled that
they don't let out below 0. You guys on the north side must have had it
warmer.
BTW I extracted my 1st copy of the fiberglass wing tank from the mold
yesterday. It looks pretty good at first blush.
Ron (in colder Minneapolis)
________________________________________________________________________________
| From: | Scott Bentley <Scott.Bentley(at)Bentley.COM> |
| Subject: | When sending URLs to the list |
When sending Universal Resource Locators (URLs) to people on the list,
please use the entire line, starting with "http:", "ftp:", "mailto:", etc.
Also, place the URL in the body of the message, not the subject.
right: http://scott.bentley.com
wrong: scott.bentley.com
On many email packages, this will automatically "hyperlink" the URL so
receipients need only double click on the URL to fire up their browsers and
retreive relevant information.
A good way to make sure you have not accidently included typos in your URL
is to copy the URL from the web browser (wipe the cursor over the entire
contents and control-c), then paste it into your mail message (control-v).
To complain about my request for excessive computer correctness:
mailto:scott.bentley(at)bentley.com
________________________________________________________________________________
| From: | Richard <swidersk(at)digital.net> |
| Subject: | Re: antenna placement on Mk III |
Question: In regard to using a CB SWR meter, I was told by "someone somewhere"
that the readings would not be accurate on the VHF band our radios work on.
Anyone out there ever tuned a aircraft or marine (VHF) radio with a CB meter &
verified it with a VHF SWR meter? ---Richard Swiderski
Larry & Karen Cottrel wrote:
>
> Hi,
> I put mine on the bottom of the firestar between the legs and angled
> back for less interference when pushing it backwards. My theory was that it
> was as far away from the engine as I could get. Be aware that if you do
> bend it it will change the match. It is best to actually tune the antenna
> with the length antenna wire that you are using with a SWR (standing wave
> ratio) bridge. A lot of the old CBers have them. My radio is a delcom, the
> rubber duck antenna that came with it is a really poor match to the radio.
> I had intended to mount it on the plane for the antenna, but elected to
> make my own when I saw the performance.
> Larry
>
> ----------
> > From: Erich Weaver 805-683-0200 <sbaew(at)dames.com>
> > To: kolb-list
> > Subject: Kolb-List: Re: antenna placement on Mk III
> > Date: Tuesday, December 22, 1998 1:52 PM
> >
>
> >
> >
> > Hey guys - Im just about ready to get my Mk III into the air, and need to
> > find a location on the plane to fix the external antenna for my hand held
> > radio in place. Any suggestions for what works best - ie. least
> > interference from electrical system, etc.?
> >
> > Thanks,
> >
> > Erich Weaver
> >
> >
> >
> >
> >
> >
> >
>
________________________________________________________________________________
| Subject: | Re: antenna placement on Mk III |
When a friend tested my "new to me" marine radio setup this past summer
with his CB SWR meter, we got readings which to him suggested a very
poor radio / antenna setup even though both were supposedly high quality
units. Since the antenna was on top of a sailboat mast, I decided to
only transmit in an emergency (which we didn't have) and resolve the
question later.
Which is a round-about way of seconding the request for information.
Marc Robertson
marc@blackberry-ridge.com
Richard wrote:
>
> Question: In regard to using a CB SWR meter, I was told by "someone somewhere"
> that the readings would not be accurate on the VHF band our radios work on.
> Anyone out there ever tuned a aircraft or marine (VHF) radio with a CB meter
&
> verified it with a VHF SWR meter? ---Richard Swiderski
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
| Subject: | Holiday Greetings to All |
Holiday Greetings to all Ultralighters, legal, fat, thin, under
construction or under consideration. This is a good time to put out all
flames, and for all who are wrong or have been wrong to be pardoned by
all who are right or will always be right. I plan to be right at least
@# % of the time.
It is my sincere wish that all of you fly safely, or at least BRS of the
time. And that you and yours keep well and happy in 1999, and that you
store up a ton of peanut butter in case the Y2K roulette wheel comes up
00 instead of 2000.
Since Im a kinda writer, which means I get paid (occasionally) for
sweating out rejection letters, I write what my editors want: humor,
tech., flying, and sometimes warm,fuzzy. Instead of sending everyone a
humorous megabyte card, chewing up the mailists bandwidth, I have a
Warm, Fuzzy Holiday story that is available at: ronoy@shentel. It first
appeared in my newspaper column in 1988, since then has been republished
several times and on Virginia TV. Id post it, except for a) boring
some, b) offending some, c) being Off List and d) being too long.
Happy any kind of holidays you observe,
Grey (211 words) Baron
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)telepath.com> |
> My experience with a dual carb cdi 503 was between 3.5 and 4 gallons per
> hour at 5800 rpm and factory jetting. That is a little higher than what the
> books says. That's also why I went with 16.5 gallons on my mark 3.
Couldn't help but pull out an article I'd written earlier this year.
Using Hirth 2704 and experiment flying an EGT setting...not
airspeed.....winds were essentially calm, humidity slightly high.....
....start
....EGT at 1150 while holding 3620 RPM...that gave me a GPS-
measured 58 mph ground speed........Two hours later I landed at
Cushing and was slightly surprised to see that I had used just 5.5
gallons. And all this time I had been using a 3.8 GPH
figure from early flight testing.......snip....
272.8 miles covered, 14.6 gal used (actually 14.3 but I didn't want
to accused of cutting numbers!), 5 hrs 55 min total time (taxi time,
warm-up time included), 18.6 MPG, 45 MPH average, and (get
this!) 2.43 GPH. A power setting of 3700 RPM on this engine is
71%. Conversely, most of the Rotax folks have given 5600-5800
RPM as their cruise speed. Assuming a 6500 RPM max (even
though the book goes to 6800 for most Rotax engines) this
equates to 86 to 89% of max power for the Rotax.
end.......
Just for your consideration........
J. Baker
________________________________________________________________________________
| From: | "Jon Croke" <joncroke(at)itol.com> |
| Subject: | Re: Holiday Greetings to All |
Hi Mr Baron
How do you access this story????
Thanks
Jon
-
>
, I have a
>Warm, Fuzzy Holiday story that is available at: ronoy@shentel.
> Grey (211 words) Baron
>
>
________________________________________________________________________________
| From: | Terry Swartz <tswartz(at)desupernet.net> |
| Subject: | Re: the 2 cycle discussion |
--------------E04A0ECF4F519E03E9AE43C2
> Ben
I built and flew one of those Weedhoppers 18 years ago and I had a blast. I
flew it for 3 years and put about 250 hrs on it. I never decarboned or sea
foamed it. It had no gauges, EGT, CHT, RPM, etc. and best of all, it never let
me down. The only instrument I had was one of those plastic disc type ASI. I
replaced the D-cell batteries with a small motorcycle battery that I charged a
couple of times a year. It really was a stable fun flying plane.
Terry
>
> Ben,
>
> The only 2-stroke example I can think of with at least some of the
> virtues you list was built by a guy named John Chotia (gasp!). For those
> who don't know, Chotia was the guy who designed the Weedhopper. He also
> designed and produced a 2-stroke engine for his 'aircraft' that was
> long-stroke, low compression, fairly lightweight, and used some
> off-the-shelf automotive parts to keep it cheap. On the down-side, he did
> die in one of these machines and his engine has all but disappeared from
> the face of the earth as well - arguably for the overall public good.
>
> Leaving the Weedhopper to be judged on it's own 'merits,' some of the
> ideas Chotia put into his engine have always interested me. The long
> stroke held the peak torque to around 2500 rpm, eliminating the need,
> weight, complexity and cost of a re-drive. It also had a timing retard
> which made it easy to hand-prop, eliminating the need, weight, complexity
> and cost of a recoil starter. Additionally, he opted for a battery-fired
> ignition instead of a heavy flywheel and magneto. Chotia reasoned that
> the prop was already a pretty good flywheel although you can't make much
> electricity with it. Still, it's hard to take an engine that requires 2
> D-cell flashlight batteries to run as a serious aircraft engine! I think
> the displacement was around 500cc - about twice a Rotax 277 - but "only"
> put-out about 20 hp (compared to 28 for the Rotax with a re-drive). I
> don't know about fuel burn but I think it was a good deal lighter. All
> this is from my faulty memory so please, old-timers (and you know who you
> are!) correct my mistakes.
>
> What's really interesting is that all these virtues are much more
> desirable to us than they would be to - say a snowmobiler or Jet-Skier -
> funny, ain't it??
>
>
> -Mick Fine
> Tulsa, Oklahoma
> http://www.angelfire.com/ok/froghair
> Green Country Ultralight Flyer's Organization (UFO)
> http://www.angelfire.com/ok/gcufo
>
>
________________________________________________________________________________
| From: | "youngblood" <barry(at)hcis.net> |
| Subject: | Re: the 2 cycle discussion |
-----Original Message-----
From: Tim_Hrib(at)BCBSMD.COM <Tim_Hrib(at)BCBSMD.COM>
Date: Tuesday, December 22, 1998 11:57 PM
Subject: Re: Kolb-List: the 2 cycle discussion
>
> citizens, a friend of mine has installed a pitot/static tube out the
>nose cone of his firestar. after doing this he says that his indicated
>airspeed does not match his hall airspeed meter.
Hi Tim, My FSII airspeed indication was about 5 mph high until I totally
enclosed. Then it increased to about 15 mph higher than GPS at cruise. I ran
a static tube out the front like the pitot and drilled two tiny holes in the
sides with the front hole pluged and indication dropped to about what GPS
was reading for two flight directions.
Barry
>
________________________________________________________________________________
| From: | "Ron Christensen" <SPECTRUMINTERNATIONAL(at)email.msn.com> |
| Subject: | MKIII Antenna Placement |
Erich:
I made a little bracket that attaches to the leading edge of the vertical
stabilizer just above the fuselage tube. My antenna mounts to this bracket;
of course, the coax runs through the fuselage tube. The installation looks
very nice and the radio operation is totally without engine noise
interference.
Ron Christensen
MKIII 1/2
________________________________________________________________________________
| From: | Tim_Hrib(at)BCBSMD.COM |
| Subject: | Re: the 2 cycle discussion |
barry, enclosing really does make a difference in indicated airspeed ?
i'm not contradicting that, i just find it hard to believe since my cabin
isn't airtight. as far as my buddy's firestar, he tried the static tube
with one hole and with four holes and still doesn't get correct indicated
airspeed .................. tim
________________________________________________________________________________
| From: | "Eastman's Online Genealogy Newsletter" <newsletter(at)rootscomputing.com> |
| Subject: | Re: antenna placement on Mk III |
>
>Question: In regard to using a CB SWR meter, I was told by "someone
somewhere"
>that the readings would not be accurate on the VHF band our radios work on.
That "someone" is correct. CB wattmeters/SWR meters are designed for use at
27 megahertz and then they have a reputation for being notoriously
inaccurate even at that frequency. Most are simple diode bridges and are
not very reliable. They are especially inaccurate when used in the aircraft
range of 118 to 136 megahertz.
Find someone with a Bird wattmeter or something equivalent. There are other
good brands too but the Bird is the best-known. These cost several hundred
dollars and normally have different plug-in "slugs" for different frequency
ranges and power ranges. All 2-way radio shops have them, many ham
operators have them too.
- Dick
________________________________________________________________________________
| From: | "Larry & Karen Cottrel" <lcottrel(at)kfalls.net> |
| Subject: | Re: the 2 cycle discussion |
Tim,
My pitot tube was sticking out the front without a enclosur, and the
airspeed was off a bit at most of the speeds. I flew it that way for a
season. It didn't really matter what it said, I used the GPS for speed
reference when going across country. It didn't matter if the stall came at
a registered 36 MPH, or if that indicated speed was off by a Mile or so, as
long as you remembered to keep the airspeed well above the stall. When I
enclosed the cabin I put the static tube out the front with the indicated
holes in it. The speeds were way slower. Off a lot more than it had been
with the tube inside. So I pulled the hose off the static port, and found
that there were enough leaks that it was no different than it had been
before. So now when I talk about how fast I was going I mean the GPS speed,
stall is Indicated airspeed. The moral of the story is that it is not worth
the effort to get a true airspeed on your guages, just find out where it
stalls and stay above that speed.
Larry
----------
> From: Tim_Hrib(at)BCBSMD.COM
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: the 2 cycle discussion
> Date: Thursday, December 24, 1998 3:30 AM
>
>
> barry, enclosing really does make a difference in indicated airspeed ?
> i'm not contradicting that, i just find it hard to believe since my cabin
> isn't airtight. as far as my buddy's firestar, he tried the static tube
> with one hole and with four holes and still doesn't get correct indicated
> airspeed .................. tim
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Ron Christensen" <SPECTRUMINTERNATIONAL(at)email.msn.com> |
Merry Christmas; Some of you may enjoy this story;
The Geese
There was once a man who didn't believe in the incarnation or the spiritual
meaning of Christmas, and was skeptical about God. He and his family lived
in a farm community. His wife was a devout believer and diligently raised
her children in her faith. He sometimes gave her a hard time about her faith
and mocked her religious observance of Christmas.
One snowy Christmas Eve she was taking the kids to the Christmas Eve service
at church. She pleaded with him to come, but he firmly refused. He ridiculed
the idea of the incarnation of Christ and dismissed it as nonsense. "Why
would God lower himself and become a human like us? It's such a ridiculous
story!" he said. So she and the children left for church while he stayed
home.
After they left, the winds grew stronger and the snow turned into a
blizzard. As he looked out the window, all he saw was a blinding snowstorm.
He sat down to relax before the fire for the evening. Then he heard a loud
thump, something hitting against the window. And another thump. He looked
outside but couldn't see. So he ventured outside to see. In the field near
his house he saw, of all the strangest things, a flock of geese! They were
apparently flying to look for a warmer area down south, but got caught in
the snow storm. The snow had became too blinding and violent for the geese
to
fly or see their way. They were lost and stranded on his farm, with no food
or
shelter. They just fluttered their wings and flew around in circles around
the field blindly and aimlessly. He had compassion for them and wanted to
help them. He thought to himself, "The barn would be a great place for them
to stay! It's warm and safe; surely they could spend the night and wait out
the storm." So he walked over to the barn and opened the barn doors for
them. He waited, watching them, hoping they would notice the open barn and
go inside. But they just fluttered around aimlessly and didn't notice the
barn or realize what it could mean for them. He moved closer toward them to
get their attention, but they just moved away from him out of fear. He went
into the house and came back out with some bread, broke it up, and made a
bread trail leading to the barn. They still didn't catch on. Starting to
get frustrated, he went over and tried to shoo them, run after them, and
chase them toward the barn. They only got scared and scattered into every
direction except toward the barn. Nothing he did could get themto go into
the barn where there was warmth, safety, and shelter.
Feeling totally frustrated, he exclaimed, "Why don't they follow me! Can't
they see this is the only place where they can survive the storm! How can I
possibly get them into the one place to save them!" He thought for a moment
and realized that they just won't follow a human. He said to himself, "How
can I possibly save them? The only way would be for me to become like those
geese. If only I could become like one of them! Then I could save them!
They would follow me and I would lead them to safety."
He stood silently for a moment as the words that he just said reverberated
back to himself in his mind: "If only I could become like one of them --
then I could save them." He thought about his words, and remembered what he
said to his wife: "Why would God want to be like us? That's so ridiculous!"
Something clicked in his mind as he put these two together. It was like a
revelation, and he began to understand the incarnation. We were like the
geese -- blind, gone astray, perishing. God became like us so He could show
us the way and make a way available to save us. That is the meaning of
Christmas, he realized in his heart. As the winds and blinding snow abated,
his heart became quiet and pondered this thought. He understood what
Christmas was all about. He knew why Christ had come. Suddenly years of
doubt and disbelief were shattered, as he humbly and tearfully bowed down in
the snow, and embraced the true meaning of Christmas.
Author Unknown.
________________________________________________________________________________
| From: | "b.charlton" <bambo(at)xtra.co.nz> |
Just thought I wish all you guys freezing your butts off up there a
merry Christmas and Happy new year from New Zealand, Its a nice sunny
Christmas day here. Thanks for an interesting and informative year.
Fly safely.
Barry
________________________________________________________________________________
| From: | wood <richard.wood(at)usa.net> |
A.
>....EGT at 1150 while holding 3620 RPM...that gave me a GPS-
>measured 58 mph ground speed........
> WOW what is your top end.
>
>
Woody
________________________________________________________________________________
| From: | "Ron Carroll " <ron.carroll(at)WORLDNET.ATT.NET> |
| Subject: | Re: merry christmas |
-----Original Message-----
From: b.charlton <bambo(at)xtra.co.nz>
>Just thought I wish all you guys freezing your butts off up there a
>merry Christmas and Happy new year from New Zealand, Its a nice sunny
>Christmas day here. Thanks for an interesting and informative year.
> Fly safely.
>
>
>Barry
Thanks, Barry, now here is a clever Christmas story for all on the list.
This is a nice one, especially if you are an aviator. Enjoy!
Season's greetings to all,
Ron Carroll
Original Firestar
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
Twas the night before Christmas, and out on the ramp,
not an airplane was stirring, not even a Champ.
The aircraft were fastened to tiedowns with care,
in hopes that come morning, they all would be there.
The fuel trucks were nestled, all snug in their spots,
while gusts from two-zero reached 39 knots.
And I at the fuel desk, now finally caught up,
had just settled comfortably down on my butt.
When over the radio, there arose such a clatter,
I turned up the scanner to see what was the matter.
A voice clearly heard over static and snow,
asked for clearance to land at the airport below.
He barked out his transmission so lively and quick,
I could have sworn that the call sign was "St.Nick".
Away to the window I flew like a flash,
Sure that it was only Horizon's late Dash.
Then he called his position, and there could be no denial,
"This is Nicholas One and I'm turning on final."
When what to my wondering eyes should appear,
A Rutan sleigh, and eight Rotax deer.
He flew the approach, on glideslope he came,
As he passed all fixes, he called them by name:
"Now Ringo! Now Tolga! Now Trini and Bacun!
On Comet! On Cupid! "What pills was he takin'?
Those last couple of fixes left controllers confused,
they called down to the office to give me the news.
The message they left was both urgent and dour:
"When Santa lands, could he please call the tower?"
He landed like silk, with the sled runners sparking,
Then I heard "Exit at Charlie, and taxi to parking."
So up to the offices the coursers they flew,
with loud airplane noise, and St. Nicholas, too.
He stepped out of the sleigh, but before he could talk,
I had run out to him with my best set of chocks.
He was dressed all in fur, which was covered with frost
and his beard was all blackened from reindeer exhaust.
His breath smelled like peppermint, gone slightly stale
and he smoked on a pipe, (but he didn't inhale).
He had a broad face and his airpits were smelly,
and his boots were as black as a cropdusters belly.
He was chubby and plump, a right jolly old fool,
and he kindly informed me that he needed some fuel.
A wink of his eye and a twist of his toes, led me
to know he had to powder his nose.
I spoke not a word, but went straight to my work,
and I filled up the sleigh, but I spilled like a jerk.
He came out of the restroom with a sigh of relief,
and then picked up a phone for a flight service brief.
And I thought, as he silently scribed in his log,
That with Rudolph, he could land in eighth-mile fog.
Next, he completed his preflight, from the front to the rear,
then he put on his headset, and I heard him yell "Clear!"
Then laying a finger on his handy push-to-talk,
He called up the tower for his clearance and squawk.
"Straight out on two-zero," the tower called forth,
"and watch for a Cessna straight in from the North."
But I heard him exclaim, 'ere he climbed in the night,
Happy Christmas to all, I have traffic in sight."
by Phyllis Moses
Merry Christmas and Happy New Year
________________________________________________________________________________
| Subject: | Re: antenna placement on Mk III |
What the gentleman says below about CB type SWR meters is certainly true. They
are not designed to work in
the 118-136Mhz band. However I have tuned a few 2 meter ham's (just above air band)
with this type of meter.
All your really after is minimizing your reflected power. As long as you get adequate
needle travel to
achieve a relative reading you should be ok. This would not apply to home made
antennas that could be so far
off as to preclude a reasonable result.
--
Happy Landings!!
Adam Violett
Original Firestar, 377
Quicksilver MX2A, 503
http://www.springhill-online.net/~violett/
> >Question: In regard to using a CB SWR meter, I was told by "someone
> somewhere"
> >that the readings would not be accurate on the VHF band our radios work on.
>
> That "someone" is correct. CB wattmeters/SWR meters are designed for use at
> 27 megahertz and then they have a reputation for being notoriously
> inaccurate even at that frequency.
________________________________________________________________________________
| From: | Lanny Fetterman <donaho(at)csrlink.net> |
| Subject: | gell cell batteries |
Hi group,
The temperature in Pa. has been in the teens and twenties, I took the gell
cell battery out of the FFII and brought it into the house.
Can anyone tell me how well a gell cell can handle cold conditions,
assuming it is at full charge ? Is it necessary to bring it into the warm ?
Can a gell cell freeze ?
I keep a solar charger on it at all times except while flying.( open face
hanger gets good afternoon sun)
Merry Christmas To All, And To All A Good Flight
Lanny Fetterman FFII #598
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: merry christmas |
Thanks Barry, it's even cold ( 35 F ) here in Palm Springs, CA. What a
relief after the summer. Big Lar.
----------
> From: b.charlton <bambo(at)xtra.co.nz>
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: merry christmas
> Date: Thursday, December 24, 1998 11:29 AM
>
>
> Just thought I wish all you guys freezing your butts off up there a
> merry Christmas and Happy new year from New Zealand, Its a nice sunny
> Christmas day here. Thanks for an interesting and informative year.
> Fly safely.
>
>
> Barry
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "merle hargis" <merlepilar(at)WORLDNET.ATT.NET> |
| Subject: | Re: merry Christmas |
Season's greetings to all.
Merle Hargis
(Twinstar) from Orlando
________________________________________________________________________________
| From: | "CHRISTOPHER DAVIS" <cdavis2(at)capecod.net> |
| Subject: | Re: merry christmas |
All you KOLBERS just wanted to say MERRY CHRISTMAS to all fromm cape cod
ma. U.S. 22degrees got the winter back on and going flying this afternoon ,
all this and heaven too. CHRIS
-----Original Message-----
From: Larry Bourne <larrybiglar(at)earthlink.net>
Date: Friday, December 25, 1998 4:24 AM
Subject: Re: Kolb-List: merry christmas
>
>Thanks Barry, it's even cold ( 35 F ) here in Palm Springs, CA. What a
>relief after the summer. Big Lar.
>
>----------
>> From: b.charlton <bambo(at)xtra.co.nz>
>> To: kolb-list(at)matronics.com
>> Subject: Kolb-List: merry christmas
>> Date: Thursday, December 24, 1998 11:29 AM
>>
>>
>> Just thought I wish all you guys freezing your butts off up there a
>> merry Christmas and Happy new year from New Zealand, Its a nice sunny
>> Christmas day here. Thanks for an interesting and informative year.
>> Fly safely.
>>
>>
>> Barry
>>
>>
>>
>>
>>
>>
>>
>
>
________________________________________________________________________________
| From: | Kim Steiner <steiner(at)spreda.sk.ca> |
| Subject: | Re: gell cell batteries |
>
>
> Hi group,
>
> The temperature in Pa. has been in the teens and twenties, I took the
gell
>cell battery out of the FFII and brought it into the house.
> Can anyone tell me how well a gell cell can handle cold conditions,
>assuming it is at full charge ? Is it necessary to bring it into the warm ?
>Can a gell cell freeze ?
> I keep a solar charger on it at all times except while flying.( open face
>hanger gets good afternoon sun)
> Merry Christmas To All, And To All A Good Flight
> Lanny Fetterman FFII #598
>
I have used a 24 amp-hour sealed lead acid battery for about six years and
it is still working fine. I have never taken it inside in cold weather. My
Mark 111 is stored in a garage with temps down to about -25F. Outside temps
go down to about -40 up here in Canada. I fly my Mark 111 with a 582 on it
regularly in cool weather down to 0 degrees F. I put a trickle charger on
it if it has been sitting for more than a month.
There are a few different types of sealed batteries. I have heard some
people call a sealed lead acid battery a "gell cell". I am very satisfied
with the performance of my battery. It is mounted on its side and has no
leakage or corrosion.
Kim Steiner
Saskatcewan, Canada
________________________________________________________________________________
| From: | "chris sudlow" <suds77(at)earthlink.net> |
I'm getting ready to rig the cables for the rudder and am not sure of the
vertical position of the rudder pedals...ie: when they are vertical, the
right pedals are forward of the left pedals. Is this correct, or should the
pedals be "leaned" in toward each other so they are in a straight line as
looking from the side?
Thanks for the help.
Chris Sudlow
Mark III
Aurora, IL
630-898-8151 ( feel free to call collect any time)
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: rudder pedals ? |
Hi Chris: I lined mine up in a row, and had a small problem with the
strips that bolt to the pedals, with the spring on one end, and the rudder
cables on the other. The hole for the strip in the pilot's right pedal,
and the passenger's left pedal don't line up, so the holes in the strip
have to be drilled offset to match. I also used regular cable clamps to
hold things together for a trial setup before final swaging. DON'T tighten
them too much - you don't want to kink the cables ! ! ! If you do, they'll
be worthless - throw them away, don't try swaging them. I bought 2 extra
turnbuckles from A/C Spruce and installed them at the front of the rudder
cables, adjusted 1/2 way out. That will give me some adjustment if I need
it, and will enable me to keep the proper tension as the cables stretch.
At that time, I found that the rudder return springs were different
tensions, and wouldn't return the rudder to center. ( Which may not be
center in the air ) So I had to do some fiddling with those, too. Then I
found that with my big hind hoofs ( size 11 ), that my feet hit the rudder
bars at about the arch of my foot. Ever try to ride a bicycle with your
arch instead of the balls of your feet on the pedals ?? Very
uncomfortable, so I dropped the front of the floor 2", added a strip of
aluminum to compensate, and rivetted it to the front of the tube. Had to
cut 3 slots in the floor to give clearance to the rails that the pedal
assembly slides on. Now it's MUCH more comfortable, but while doing all
this, I found that the outfit that powder coats the airframe for Kolb did a
little too good a job. The pedal slider assembly was welded solid to the
rails by the powder coating, and if you don't think THAT wasn't hell on
wheels to free up, well I'll tell you ! ! ! Never did get it really good,
that powder coat is tough. You need a mallet, or a come-along to adjust
the pedals, but since they'll seldom be adjusted, that shouldn't be much of
a problem. While I was at it, I put little pieces of light anti-skid for
boat decks on the faces of the brake pedals. Looks good and the advantage
is obvious. Sorry to talk your ear off, but if you look at yours, I think
you'll see my reasoning. Merry Christmas (past) to all, and to all, a
Happy New Year. Big Lar.
----------
> From: chris sudlow <suds77(at)earthlink.net>
> To: kolb
> Subject: Kolb-List: rudder pedals ?
> Date: Saturday, December 26, 1998 5:06 PM
>
>
> I'm getting ready to rig the cables for the rudder and am not sure of the
> vertical position of the rudder pedals...ie: when they are vertical, the
> right pedals are forward of the left pedals. Is this correct, or should
the
> pedals be "leaned" in toward each other so they are in a straight line as
> looking from the side?
>
> Thanks for the help.
>
> Chris Sudlow
> Mark III
> Aurora, IL
> 630-898-8151 ( feel free to call collect any time)
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Richard Pike <rpike(at)preferred.com> |
| Subject: | Re: rudder pedals ? |
>
>I'm getting ready to rig the cables for the rudder and am not sure of the
>vertical position of the rudder pedals...ie: when they are vertical, the
>right pedals are forward of the left pedals. Is this correct, or should the
>pedals be "leaned" in toward each other so they are in a straight line as
>looking from the side?
>
>Thanks for the help.
>
>Chris Sudlow
>Mark III
>Aurora, IL
>630-898-8151 ( feel free to call collect any time)
>
Mine are in a straight line, and it seems very normal. I think it is better
that way than staggered would be.
Richard Pike
MKIII N420P (42oldpoops)
________________________________________________________________________________
| From: | "chris sudlow" <suds77(at)earthlink.net> |
| Subject: | Re: rudder pedals ? |
Larry,
Thanks for the info. I'm a size 12, and may have to make the same mods you
did.
chris
-----Original Message-----
From: Larry Bourne <larrybiglar(at)earthlink.net>
Date: Saturday, December 26, 1998 10:56 PM
Subject: Re: Kolb-List: rudder pedals ?
>
>Hi Chris: I lined mine up in a row, and had a small problem with the
>strips that bolt to the pedals, with the spring on one end, and the rudder
>cables on the other. The hole for the strip in the pilot's right pedal,
>and the passenger's left pedal don't line up, so the holes in the strip
>have to be drilled offset to match. I also used regular cable clamps to
>hold things together for a trial setup before final swaging. DON'T tighten
>them too much - you don't want to kink the cables ! ! ! If you do, they'll
>be worthless - throw them away, don't try swaging them. I bought 2 extra
>turnbuckles from A/C Spruce and installed them at the front of the rudder
>cables, adjusted 1/2 way out. That will give me some adjustment if I need
>it, and will enable me to keep the proper tension as the cables stretch.
>At that time, I found that the rudder return springs were different
>tensions, and wouldn't return the rudder to center. ( Which may not be
>center in the air ) So I had to do some fiddling with those, too. Then I
>found that with my big hind hoofs ( size 11 ), that my feet hit the rudder
>bars at about the arch of my foot. Ever try to ride a bicycle with your
>arch instead of the balls of your feet on the pedals ?? Very
>uncomfortable, so I dropped the front of the floor 2", added a strip of
>aluminum to compensate, and rivetted it to the front of the tube. Had to
>cut 3 slots in the floor to give clearance to the rails that the pedal
>assembly slides on. Now it's MUCH more comfortable, but while doing all
>this, I found that the outfit that powder coats the airframe for Kolb did a
>little too good a job. The pedal slider assembly was welded solid to the
>rails by the powder coating, and if you don't think THAT wasn't hell on
>wheels to free up, well I'll tell you ! ! ! Never did get it really good,
>that powder coat is tough. You need a mallet, or a come-along to adjust
>the pedals, but since they'll seldom be adjusted, that shouldn't be much of
>a problem. While I was at it, I put little pieces of light anti-skid for
>boat decks on the faces of the brake pedals. Looks good and the advantage
>is obvious. Sorry to talk your ear off, but if you look at yours, I think
>you'll see my reasoning. Merry Christmas (past) to all, and to all, a
>Happy New Year. Big Lar.
>
>----------
>> From: chris sudlow <suds77(at)earthlink.net>
>> To: kolb
>> Subject: Kolb-List: rudder pedals ?
>> Date: Saturday, December 26, 1998 5:06 PM
>>
>>
>> I'm getting ready to rig the cables for the rudder and am not sure of the
>> vertical position of the rudder pedals...ie: when they are vertical, the
>> right pedals are forward of the left pedals. Is this correct, or should
>the
>> pedals be "leaned" in toward each other so they are in a straight line as
>> looking from the side?
>>
>> Thanks for the help.
>>
>> Chris Sudlow
>> Mark III
>> Aurora, IL
>> 630-898-8151 ( feel free to call collect any time)
>>
>>
________________________________________________________________________________
| From: | "chris sudlow" <suds77(at)earthlink.net> |
| Subject: | Re: rudder pedals ? |
Richard,
Thanks for the reply. I always enjoy your posts.
chris
-----Original Message-----
From: Richard Pike <rpike(at)preferred.com>
Date: Saturday, December 26, 1998 11:57 PM
Subject: Re: Kolb-List: rudder pedals ?
>
>>
>>I'm getting ready to rig the cables for the rudder and am not sure of the
>>vertical position of the rudder pedals...ie: when they are vertical, the
>>right pedals are forward of the left pedals. Is this correct, or should
the
>>pedals be "leaned" in toward each other so they are in a straight line as
>>looking from the side?
>>
>>Thanks for the help.
>>
>>Chris Sudlow
>>Mark III
>>Aurora, IL
>>630-898-8151 ( feel free to call collect any time)
>>
>Mine are in a straight line, and it seems very normal. I think it is better
>that way than staggered would be.
> Richard Pike
> MKIII N420P (42oldpoops)
>
>
________________________________________________________________________________
| From: | Adrio Taucer <adrio(at)capitalnet.com> |
| Subject: | Re: Antenna stuff, Composite fuel tanks, New Radio, Anti-drag |
update
The discussion on antenna polarization can get far more detailed than
need be. I will try and explain it as simply as I can (with some
plagiary from a first year text book from more years ago than I will
admit). The polarization is determined by the position of the radiating
element or wire with respect to the earth. Thus a radiator that is
parallel to the earth radiates horizontally, while an antenna at right
angles to the earth (vertical) radiates a vertical wave. The book I
have in front of me claims "A circuit loss of 20 dB or more can be
expected with cross polarization." I knew there was a hefty loss but I
had forgotten it was that much. So to answer your question it is not
with reference to the ground plane aluminum but rather to the surface of
the earth (regardless of what your antenna system ground plane
orientation is).
Hope this helps.
Adrio
gerken(at)us.ibm.com wrote:
>
> Can you explain more about Vertical polarization vs Horiz. polar? Are you
> saying it is vertically polarized because it is vertical in reference to
> the ground plane aluminum? and bending it perpedicular to the aluminum
> ground plane makes it horizontally polarized?
> I am going back to the archives for the length calculations, I remember you
> guys dicussing that part before.
>
________________________________________________________________________________
| From: | rick106(at)juno.com |
| Subject: | Re: antenna placement on Mk III |
Erich
On my Mk. III the antenna is just behind the bow hoop on the bottom of
the cage it has done a good job and I have no gripes about it's location
I did have to get an extension
from radio shack in order to put it their , may be other ideas out that
are better than where I stuck mine , Take special instrest in what
Adrio has to say he can save you a lot of time.
Rick Libersat
writes:
>
>
>
>Hey guys - Im just about ready to get my Mk III into the air, and need
>to
>find a location on the plane to fix the external antenna for my hand
>held
>radio in place. Any suggestions for what works best - ie. least
>interference from electrical system, etc.?
>
>Thanks,
>
>Erich Weaver
>
>
________________________________________________________________________________
| From: | rick106(at)juno.com |
KOLB GUY's
I need to know something my tachometer went out . So I bought another
one put it in and the thing reads double instead of 3k it reads 6k these
numbers may not be right but I think you may know what I mean . What I
need to know is their a quick fix or dose it have to be sent back ? I
thought that someone on the list had this problem a while back and
somebody said something about cutting a wire.
Rick Libersat
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Back to Rudder Pedals |
Hi Group: Before anyone jumps all over me for my poor phrasing last
night, ( it was the lateness of the hour, honest ) I know that the rudder
return springs supply the tension on the cables, but I really do want the
option of adjustment open. If I don't need it, oh well. If I do need it,
it's there. All that time sitting in the seat, moving controls, and making
Vroom, Vroom noises left me a little hoarse for a day or two. Sacrifices
are necessary, right ?? Right. Big Lar.
________________________________________________________________________________
| From: | ul15rhb(at)juno.com (Ralph H Burlingame) |
Rick,
If it's a Westach, there is a yellow wire on the back that needs to be
cut, otherwise you will read double the rpm. These tachs are designed for
either a point or CDI ignition in the engine. The Ducati CDI ignition,
will read double the rpms if you are using the tach that was on the point
ignition.
Ralph Burlingame
Original FireStar, 377 point ignition to 447 CDI
>
>KOLB GUY's I need to know something my tachometer went out . So I
>bought another one put it in and the thing reads double instead of 3k
>it reads 6k these numbers may not be right but I think you may know
>what I mean . What I need to know is their a quick fix or dose it have
>to be sent back ? I
>thought that someone on the list had this problem a while back and
>somebody said something about cutting a wire.
>Rick Libersat
________________________________________________________________________________
| From: | Terry Swartz <tswartz(at)desupernet.net> |
| Subject: | Re: gell cell batteries |
I have a gell cell battery in my MK III and I never took it out last winter. I
flew
the plane throughout the winter and never had a problem. Last winter was a mild
winter. I'm in Southeastern Pa. Lancaster area.
Terry
Lanny Fetterman wrote:
>
> Hi group,
>
> The temperature in Pa. has been in the teens and twenties, I took the
gell
> cell battery out of the FFII and brought it into the house.
> Can anyone tell me how well a gell cell can handle cold conditions,
> assuming it is at full charge ? Is it necessary to bring it into the warm ?
> Can a gell cell freeze ?
> I keep a solar charger on it at all times except while flying.( open
face
> hanger gets good afternoon sun)
> Merry Christmas To All, And To All A Good Flight
> Lanny Fetterman FFII #598
________________________________________________________________________________
| From: | rick106(at)juno.com |
Ralph
It must not be a Westach cause all their is on the back of the tach is
two male prongs to hook up .The box that it came in said for single
ignition, the instructions sheet said for points or CDI ignition I guess
my best bet will be to call AIRCRAFT SPRUCE and send it back,and get the
one I need Ralph thanks for the info.
Rick Libersat
writes:
>
>Rick, If it's a Westach, there is a yellow wire on the back that
>needs to be cut, otherwise you will read double the rpm. These tachs
>are designed for either a point or CDI ignition in the engine. The
>Ducati CDI ignition,
>will read double the rpms if you are using the tach that was on the
>point
>ignition.
>
>Ralph Burlingame
>Original FireStar, 377 point ignition to 447 CDI
>
>
>>
>>KOLB GUY's I need to know something my tachometer went out . So I
>>bought another one put it in and the thing reads double instead of 3k
>
>>it reads 6k these numbers may not be right but I think you may know
>>what I mean . What I need to know is their a quick fix or dose it
>have
>>to be sent back ? I
>>thought that someone on the list had this problem a while back and
>>somebody said something about cutting a wire. >Rick Libersat
>
>
________________________________________________________________________________
| From: | William Weber <bweber2(at)earthlink.net> |
| Subject: | Top End Running Problem |
While building a Firestar, I am still flying my QS Sprint. I'm having a
problem with the top end on the 503 SC (points ignition). When I first
start the engine and take off, it runs great. Around the pattern once
and on the second climb out, the engine misses slightly. On the third
and subsequent climb outs, it misses fairly severely. If I throttle back
slightly, the miss mostly goes away, though I don't get full power of
course. Since it stops missing with a slight decrease in throttle
setting, I suspect a rich condition. I am already using a 180 main jet
which is one step leaner than what the book calls for. I fly at sea
level, so the book setting should be correct. The plug color does not
indicate rich. If anything, the plugs indicate slightly lean. I hesitate
to lean it out any more.
It runs just fine at cruise and idle. What other things could cause this
problem?
Thanks for any help.
--
***********************************************
* Bill Weber * Keep *
* Voiceboard Corp * the shiny *
* Simi Valley, CA * side up *
***********************************************
________________________________________________________________________________
| From: | "Hansen, Mark" <MHansen(at)ConusNews.com> |
| Subject: | Top End Running Problem |
do you have a fuel filter? I hope so. change it, or see if your primer
bulb (if you hve one) is cracked
and leaking air. this will cause your lean condition you see in your plugs.
This may not be the problem, but it is an easy place to start.
> ----------
> From: William Weber[SMTP:bweber2(at)earthlink.net]
> Reply To: kolb-list(at)matronics.com
> Sent: Sunday, December 27, 1998 11:47 PM
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: Top End Running Problem
>
>
> While building a Firestar, I am still flying my QS Sprint. I'm having a
> problem with the top end on the 503 SC (points ignition). When I first
> start the engine and take off, it runs great. Around the pattern once
> and on the second climb out, the engine misses slightly. On the third
> and subsequent climb outs, it misses fairly severely. If I throttle back
> slightly, the miss mostly goes away, though I don't get full power of
> course. Since it stops missing with a slight decrease in throttle
> setting, I suspect a rich condition. I am already using a 180 main jet
> which is one step leaner than what the book calls for. I fly at sea
> level, so the book setting should be correct. The plug color does not
> indicate rich. If anything, the plugs indicate slightly lean. I hesitate
> to lean it out any more.
>
> It runs just fine at cruise and idle. What other things could cause this
> problem?
>
> Thanks for any help.
> --
> ***********************************************
> * Bill Weber * Keep *
> * Voiceboard Corp * the shiny *
> * Simi Valley, CA * side up *
> ***********************************************
>
>
>
________________________________________________________________________________
| From: | "Rutledge Fuller" <rut007(at)hotmail.com> |
| Subject: | Original Firestar Gross |
Hope everyone had a great holiday!!!
Got a question. What is the gross allowable weight for an original
Firestar (5 rib wing)? I did some weight figures on my empty and
current "travel" weight and want to see how far in the red I might be.
Thanks,
Rutledge Fuller
Tallahassee, Fl.
________________________________________________________________________________
| From: | Woody Weaver <mts0140(at)ibm.net> |
| Subject: | Re: Top End Running Problem |
The best indicator of rich/lean carb mix at full throttle is the EGT.
When you throttle back and the engine runs fine, does the EGT go up or
down? Do you have the needle lowered to compensate for a "large" main
jet?
Good luck. This one should be pretty easy if its just the carb. Don't
rule out ignition or timing.
Woody Weaver
William Weber wrote:
>
>
> While building a Firestar, I am still flying my QS Sprint. I'm having a
> problem with the top end on the 503 SC (points ignition). When I first
> start the engine and take off, it runs great. Around the pattern once
> and on the second climb out, the engine misses slightly. On the third
> and subsequent climb outs, it misses fairly severely. If I throttle back
> slightly, the miss mostly goes away, though I don't get full power of
> course. Since it stops missing with a slight decrease in throttle
> setting, I suspect a rich condition. I am already using a 180 main jet
> which is one step leaner than what the book calls for. I fly at sea
> level, so the book setting should be correct. The plug color does not
> indicate rich. If anything, the plugs indicate slightly lean. I hesitate
> to lean it out any more.
>
> It runs just fine at cruise and idle. What other things could cause this
> problem?
>
> Thanks for any help.
> --
> ***********************************************
> * Bill Weber * Keep *
> * Voiceboard Corp * the shiny *
> * Simi Valley, CA * side up *
> ***********************************************
>
________________________________________________________________________________
| From: | Jerry Jensen <jensenj(at)stiusa.com> |
| Subject: | Re: top-end running problem |
>Subject: Kolb-List: Top End Running Problem
>
>While building a Firestar, I am still flying my QS Sprint. I'm having a
>problem with the top end on the 503 SC (points ignition). When I first
>start the engine and take off, it runs great. Around the pattern once
>and on the second climb out, the engine misses slightly. On the third
>and subsequent climb outs, it misses fairly severely. If I throttle back
>slightly, the miss mostly goes away, though I don't get full power of
>course. Since it stops missing with a slight decrease in throttle
>setting, I suspect a rich condition. I am already using a 180 main jet
>which is one step leaner than what the book calls for. I fly at sea
>level, so the book setting should be correct. The plug color does not
>indicate rich. If anything, the plugs indicate slightly lean. I hesitate
>to lean it out any more.
>
>It runs just fine at cruise and idle. What other things could cause this
>problem?
>
>Thanks for any help.
>--
Check your plug caps falling off (loose actually). They did on my QS and
caused the same symptoms. It would run fine with new plugs for 2-3 hours
then start missing at full throttle. Wired the caps on and now go 50+
hours on a plug set.
Jerry Jensen (a Kolb admirer)
________________________________________________________________________________
| From: | "F J MARINO" <FMARINO(at)netlink1.nlcomm.com> |
| Subject: | Re: Back to Rudder Pedals |
Big Lar: I spent a lot of time making vroom, vroom noises also, it was also
a way to see if my petite body would fit in the MKIII. So have your fun
garage flying it only gets better.
Frank
-----Original Message-----
From: Larry Bourne <larrybiglar(at)earthlink.net>
Date: Sunday, December 27, 1998 4:57 PM
Subject: Kolb-List: Back to Rudder Pedals
>
>Hi Group: Before anyone jumps all over me for my poor phrasing last
>night, ( it was the lateness of the hour, honest ) I know that the rudder
>return springs supply the tension on the cables, but I really do want the
>option of adjustment open. If I don't need it, oh well. If I do need it,
>it's there. All that time sitting in the seat, moving controls, and making
>Vroom, Vroom noises left me a little hoarse for a day or two. Sacrifices
>are necessary, right ?? Right. Big Lar.
>
>
________________________________________________________________________________
| From: | Woody Weaver <mts0140(at)ibm.net> |
| Subject: | Re: top-end running problem |
Jerry Jensen wrote:
> snip
> Jerry Jensen (a Kolb admirer)
>
Jerry,
I'm in the same situation. I have a Quicksilver MX, lusting after a Firefly.
Woody Weaver
________________________________________________________________________________
| From: | Woody Weaver <mts0140(at)ibm.net> |
| Subject: | Re: Top End Running Problem |
William,
I've thought about this a little more. Are the subsequent climbouts after touch
and gos?
In other words, after prolonged low throttle settings. Its possible that the plugs
are fouling because the
mixture at 2 to 3 thousand rpm is rich. This fouls the plugs enough that full
throttle (with its higher
compression in the cylinders) causes the spark to not make the leap across the
0.015" abyss.
By the way the plugs are gapped at 0.015" right?
Let me know what you find.
Woody Weaver
William Weber wrote:
>
>
> While building a Firestar, I am still flying my QS Sprint. I'm having a
> problem with the top end on the 503 SC (points ignition). When I first
> start the engine and take off, it runs great. Around the pattern once
> and on the second climb out, the engine misses slightly. On the third
> and subsequent climb outs, it misses fairly severely. If I throttle back
> slightly, the miss mostly goes away, though I don't get full power of
> course. Since it stops missing with a slight decrease in throttle
> setting, I suspect a rich condition. I am already using a 180 main jet
> which is one step leaner than what the book calls for. I fly at sea
> level, so the book setting should be correct. The plug color does not
> indicate rich. If anything, the plugs indicate slightly lean. I hesitate
> to lean it out any more.
>
> It runs just fine at cruise and idle. What other things could cause this
> problem?
>
> Thanks for any help.
> --
> ***********************************************
> * Bill Weber * Keep *
> * Voiceboard Corp * the shiny *
> * Simi Valley, CA * side up *
> ***********************************************
>
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
| Subject: | Re: rudder pedals ? |
In a message dated 12/26/98 8:06:45 PM Eastern Standard Time,
suds77(at)earthlink.net writes:
<< I'm getting ready to rig the cables for the rudder and am not sure of the
vertical position of the rudder pedals...ie: when they are vertical, the
right pedals are forward of the left pedals. Is this correct, or should the
pedals be "leaned" in toward each other so they are in a straight line as
looking from the side?
>>
The big thing you have to watch out for is that if you lean the pedals too
far forward they may rub against the side of the fiberglass nosecone if you
apply full rudder. I had to lean mine a little aft to make sure they would
have adequate clearance for the full travel. Good luck.
________________________________________________________________________________
| From: | "Larry & Karen Cottrel" <lcottrel(at)kfalls.net> |
| Subject: | Re: Top End Running Problem |
One other possibility is that it could be starving of fuel from a fuel pump
that can't keep up. I added a fuel pump and routed my fuel lines down under
the seat so that I could change tanks without twisting around. The mikuni
will do just fine on everything except a climb out, but it needs the facet
pump to supply enough gas for steady climb. It coughs and misses. Could be
your mikuni is wearing out.
Larry
----------
> From: William Weber <bweber2(at)earthlink.net>
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: Top End Running Problem
> Date: Sunday, December 27, 1998 9:47 PM
>
>
> While building a Firestar, I am still flying my QS Sprint. I'm having a
> problem with the top end on the 503 SC (points ignition). When I first
> start the engine and take off, it runs great. Around the pattern once
> and on the second climb out, the engine misses slightly. On the third
> and subsequent climb outs, it misses fairly severely. If I throttle back
> slightly, the miss mostly goes away, though I don't get full power of
> course. Since it stops missing with a slight decrease in throttle
> setting, I suspect a rich condition. I am already using a 180 main jet
> which is one step leaner than what the book calls for. I fly at sea
> level, so the book setting should be correct. The plug color does not
> indicate rich. If anything, the plugs indicate slightly lean. I hesitate
> to lean it out any more.
>
> It runs just fine at cruise and idle. What other things could cause this
> problem?
>
> Thanks for any help.
> --
> ***********************************************
> * Bill Weber * Keep *
> * Voiceboard Corp * the shiny *
> * Simi Valley, CA * side up *
> ***********************************************
>
>
>
>
>
>
________________________________________________________________________________
| From: | Jason Omelchuck <jason(at)acuityinc.com> |
| Subject: | Prop extension weight? |
Can anyone out there tell me how much (or about how much) the prop
extension they are using with the rotax gear boxes weighs?
________________________________________________________________________________
| Subject: | Re: Original Firestar Gross |
| From: | ul15rhb(at)juno.com (Ralph H Burlingame) |
Rut,
According to the original specs the gross weight is 530 lbs which is
double the empty weight, so the max pilot and baggage weight is about 265
lbs.
Ralph Burlingame
Original FireStar, 447 powered
writes:
>
>
>
>Hope everyone had a great holiday!!!
>
>Got a question. What is the gross allowable weight for an original
>Firestar (5 rib wing)? I did some weight figures on my empty and
>current "travel" weight and want to see how far in the red I might be.
>
>Thanks,
>Rutledge Fuller
>Tallahassee, Fl.
>
>
________________________________________________________________________________
| From: | ul15rhb(at)juno.com (Ralph H Burlingame) |
Guys, it almost seems like the Hirth engine is better than a Rotax, but I
don't hear much about the reliability and likes/dislikes of these
engines. I would like to hear more from people who have had both. Are the
Hirths better built than Rotax's ? I know they have a 1000 hr. TBO. Do
they really go that long?
Ralph Burlingame
Original FireStar, 447 powered
writes:
>Couldn't help but pull out an article I'd written earlier this year.
>Using Hirth 2704 and experiment flying an EGT setting...not
>airspeed.....winds were essentially calm, humidity slightly high.....
>
>....start
>....EGT at 1150 while holding 3620 RPM...that gave me a GPS-
>measured 58 mph ground speed........Two hours later I landed at
>Cushing and was slightly surprised to see that I had used just 5.5
>gallons. And all this time I had been using a 3.8 GPH
>figure from early flight testing.......snip....
>
>J. Baker
>
________________________________________________________________________________
| From: | "Robert L. Cubberly" <CUBTLC(at)WORLDNET.ATT.NET> |
| Subject: | Re: Kolb-Fire Fly for sale |
FOR SALE "Fire Fly", 15 hours TT, Yellow w/blue trim, Rotax 447, 3 Blade
IVO, dual CHT/EGT, AS, ALT, Digital tach/Hr, 5" metal wheels w/ Brakes,
BRS-500 Soft Pak, 4-Point harness, $13,000.00 OBO, Trailer available.
Reason for selling, pending surgery. San Antonio, TX. 210/860-3502 days,
830/606-3608 PM.
----------
>
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb>
>
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: rudder pedals ? |
Yah, I had forgotten about that. My engine is heavier than most, and I
wanted to sit farther ahead for balance, and couldn't do it. I finally
found a combination of seat tilt and angle, and pedal angle to allow me to
fit, but it was close. Took MUCH more vroom, vroom time. I'll have to do
final C + G balance by moving the engine forward, I guess. It would have
been easier to move 200 lbs. of lard. Came VERY close to cutting holes in
the side of the pod and building nacelles for my feet. It would be
different, eh ?? Actually, if well done, might even look kind of neat, but
what a job. Big Lar.
----------
> From: Cavuontop(at)aol.com
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: rudder pedals ?
> Date: Monday, December 28, 1998 8:32 AM
>
>
> In a message dated 12/26/98 8:06:45 PM Eastern Standard Time,
> suds77(at)earthlink.net writes:
>
> << I'm getting ready to rig the cables for the rudder and am not sure of
the
> vertical position of the rudder pedals...ie: when they are vertical, the
> right pedals are forward of the left pedals. Is this correct, or should
the
> pedals be "leaned" in toward each other so they are in a straight line
as
> looking from the side?
> >>
>
> The big thing you have to watch out for is that if you lean the pedals
too
> far forward they may rub against the side of the fiberglass nosecone if
you
> apply full rudder. I had to lean mine a little aft to make sure they
would
> have adequate clearance for the full travel. Good luck.
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Ron Carroll" <ron.carroll(at)WORLDNET.ATT.NET> |
| Subject: | Aileron response |
The good news is that it looks like my EGT and CHT temps are within reason as
a result
of temporarily installing a larger jet-needle ands a larger main jet. These changes
have
reduced my EGT at cruise from 1300+ to less than 1100, and the CHTs from 450/450
to
325/350. I will get a few hours on the engine and then slowly try going back
to the
recommended jet sizes.
Before changing the jets we did a crankcase pressure test and pressure was maintained
well over 5-minutes, indicating no leaks in the case or seals. The plugs were
a
chocolate brown when it would seize, but now are closer to black. I also get a
burbling
effect at speeds in the 4K range. Runs and sounds good at cruise and full throttle.
My
RPMs at full throttle climb go to 6750, so I raised the nose to hold down the
revs to
6400. Temps went to 1100 & 375/400 during the climb from 300' to 1200' MSL.
These are
dramatic differences from what they were prior to my latest seizure (1300, 450/475).
I'd
be curious to know what John Js rpm & temps were during his climb to 11,000'.
My only concern is based on what the Rotax repair station said to me about putting
in
larger jets. he said that larger jets should only be used for diagnostic purposes,
as
the Rotax engines are designed to run on specified jets, based on elevation and
temperatures. The large jets help prove the problem to be a too lean mixture,
but does
not 'fix', merely compensate for the real problem.
Something that bothers me, now that I am able to fly this thing, is the sluggish
aileron
response. As I stated in an earlier post, I flew my 182 after flying the Firestar
and it
felt like I was flying an RV-3, by comparison. Several on the list claim to have
'quick'
roll rate, but mine is FAR from that. The scary time is during landing when
a wing
suddenly lifts up on final and it doesn't want to return to level. My aileron
travel is
about 4" up and 4" down (no differential in the Firestar), and I have stock 1"
dihedral.
How does this compare with other original Firestars? Unfortunately there are no
other
Kolbs in the area that I can use to compare mine with, so I must rely on the list.
Thanks for any help anyone can offer,
Ron Carroll
Original Firestar
________________________________________________________________________________
| From: | Gary Thacker <gthacker(at)mciunix.mciu.k12.pa.us> |
| Subject: | Re: Heel Breaks to tight |
I know I'm not the only one with this problem but wanted to know what you
guy's have done to solve it.
I have drum breaks on my FSII. As, I guess with all of em they are out
of round. I have opened the holes to allow the breaks to move freely and
"ride" over the high spots but this just isn't enough. If I adjust the
break so that I get some breaking the shoes drag so much it's hard to
push the plane. If I loosen em so I can push the thing I don't have any
break. I am able to fly with the breaks rubbin but I have to push the
plane around the trees and past the house to get to the strip. I ain't
20 anymore. ;-} I thought I read a post about drillin the heel break pedals
further out from the piviot point to get more throw and still be able to run
the breaks loose. Has anyone done this and if so how far from the piviot bolt
do you drill um. Is this the fix or is there somethin I'm missin here?
Thanks
Gary
Souderton,Pa.
gthacker(at)mciu.org
________________________________________________________________________________
| From: | Possum <possums(at)mindspring.com> |
| Subject: | Re: Hirth engines |
>
>Guys, it almost seems like the Hirth engine is better than a Rotax, but I
>don't hear much about the reliability and likes/dislikes of these
>engines. I would like to hear more from people who have had both.
Hirth engines suck compared to same H.P. Rotax
Our group tried one in place of a 503.
Broke down 3 times first year - maybe 80 hours total.
Sent it back to factory and got back what we could for it.
________________________________________________________________________________
| From: | Tim_Hrib(at)BCBSMD.COM |
| Subject: | Re: the 2 cycle discussion |
well larry, your right. watch to see what the plane stalls at in
indicated airspeed and stay above that. as we know, your supposed to fly
the plane and not the instrument. .................. tim
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: Aileron response |
Ron,
You asked about my temps during climb to altitude? First it was 17,000 ASL,
not just
11,000. I started out at 350 and 1075 which was normal for the first 1000 feet.
The temps
stayed very steady all the way up to altitude but were slightly cooler at altitude,
300 and
1000 from memory. The engine never missed or burbled during the 44 minute climb.
My jets were
stock with the needle one notch lover (leaner) than stock.
And get this: 2 1/2 gallons of gas in 44 minutes of full power. Add on the
30 minutes of
engine off glide and I averaged 2.7 gph for the flight.
So hang in there, Ron. Original Firstars with 377's are great and you are slowly
getting
your problems worked out. It will worth it. Please try to avoid any more off field
landings,
though.
John Jung
Firestar II N6163J
SE Wisconsin
Ron Carroll wrote:
snip....
> Temps went to 1100 & 375/400 during the climb from 300' to 1200' MSL. These
are
> dramatic differences from what they were prior to my latest seizure (1300, 450/475).
I'd
> be curious to know what John Js rpm & temps were during his climb to 11,000'.
snip....
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: Heel Breaks to tight |
Gary,
You described the problem well. It is shared by many others. Mine has the holes
drilled to give more throw. It helps some. The other thing that helps is breaking
them in. The breaks work better after some use. I changed to new drumbs with the
flange and it was very little help. The real problem in my case is the wheels arn't
round. After I tried everything else, I finally checked the wheels. I haven't
replaced the wheels yet, because by now I am used to the brakes and they are
adequate. The do occasionally hang up, but the stop the plane really well and give
me excellent ground handling.
John Jung
Firestar II N6163J
SE Wisconsin
________________________________________________________________________________
| From: | "Ron Carroll" <ron.carroll(at)WORLDNET.ATT.NET> |
John, I apologize for the 'slight' error of 6,000'. When I was writing my post
I
'thought' it was 17,000', but figured 17,000' was an AWFULLY big number for an
ultralight,
so I put down 11,000'. I'd demand correction from anyone that took away 35% of
my credit.
I owe you one, and thanks for your feedback,
Ron
>Ron,
> You asked about my temps during climb to altitude? First it was 17,000 ASL,
not just
11,000.
John
________________________________________________________________________________
| From: | Richard Bluhm <irena(at)ccis.com> |
I had asked this list for input about how to mount a rudder trim-tab.
(hope you remember) Wellllllll...........
It worked great, while in the air, but the ground handling was a whole
new experience. I removed the tab and now am working on another spring
on the left rudder peddle. I think I remember something about this in
the past, but does anyone know of a replacement spring with double the
tension of the original? (Sorry, I have a MK3 with a 582) or must I
just add an additional spring?
Hope this list has solved this problem...
Doc
________________________________________________________________________________
| From: | Scott Bentley <Scott.Bentley(at)Bentley.COM> |
| Subject: | Spring for Rudder tension |
One of the factory people told me when I assembled my Mark III to use
muffler springs rather than the original supplied springs for the rudder.
We tried using gun barrel bluing to keep them from rusting with mixed
results.
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: Spring for Rudder tension |
Storm door springs work good on the rudder. Their cheap, and the are plated.
Just throw away the extra hardware.
John Jung
Scott Bentley wrote:
>
> One of the factory people told me when I assembled my Mark III to use
> muffler springs rather than the original supplied springs for the rudder.
________________________________________________________________________________
| From: | Skip Staub <skips(at)bhip.infi.net> |
For: Richard Swiderski
Richard, the second message that I sent to your address just bounced.
Maybe the third try through the list will work?
XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX
XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX
Hello Richard,
There's a chance you may be getting this message twice. If so, I'm
sorry... seems that the computer may have sent the previous message, but it
doesn't show up...
Dennis Souder just called me and asked me to have you call him at his
folk's house in Bradenton. He has your number; but it's in his van which
is in the shop... Life is complicated! :)
call: (941) 778-2969
>Hello, Richard Swiderski here, I fly a Mkll (25 hours) out of Ocala Fl
>(North Central), Lots of history in an UltraSrar.
Let's swap US stories some time. :)
Regards,
Skip
1984 UltraStar
Ellenton, FL
________________________________________________________________________________
Hi Guys;
I was wondering if anyone has tried out one of those new 12 volt starter
batteries that weigh 1.6 lb. I know John H was using one and said it cranked
the engine fine, can't remember how many times. I was wondering how they hold
up over an extended period of time. Anybody know anything about them? Also
anyone using skies, what size bungee cord are you using to hold your skis up.
The only ones I can find around here are don't seem to be heavy enough to do
December 10, 1998 - December 29, 1998
Kolb-Archive.digest.vol-be