Kolb-Archive.digest.vol-bs
October 19, 1999 - October 30, 1999
>
> Woody
>
>
________________________________________________________________________________
| Subject: | FOR SALE: Fire Fly with Enclosed Trailer |
FOR SALE: KOLB Fire Fly S/N 08 with Enclosed Trailer
Condition: Looks great and flies great.
Price: $12,000
Contact: Chris Wayland (714) 549-2667 CA. From 7:30 AM to 9:00 PM e-mail
WC7WAY(at)AOL.COM
Total Time: 94 hours and has always been stored hangered
Engine: Rotax 447 with single carburetor, 40 hp
Gearbox: Rotax "B" 2.58:1
Propeller: Sport Prop, 62 inch, 3 blades, ground adjustable pitch, with
stainless steel leading edge tape.
Colors: Over all white with maroon boom, maroon wing leading edge paralleled
by white and red stripes. Maroon and red "arrow" design on fuselage sides.
Built By: Tom Margrave of Thousand Palms, CA. I purchased it from Tom in
January 1998 with 50 hours total time.
First Flown: June 1996.
Instrument Panel and Instruments: Fire Star panel installed as upgrade; air
speed, altimeter, two CHT/EGT gages, digital RPM/TIME by Taskem Corp., slip
and skid indicator, ignition key lock.
Wheels and Brakes: Fire Star wheels and brakes installed as upgrade. Brakes
independently controlled by heel levers
Emergency Parachute: BRS-5 Mod 500 Soft Pack, mfg April 1996. Repacking date
was April 1998 but not yet done. Mounted under gap seal between wings.
Emergency engine cut out switch has been added and connected to chute firing
handle.
Pilot Restraint: Four-point safety harness mfg by Racer Components Inc.
Muffler: Particle flame sprayed to resist corrosion, silver.
Control Stick: Modified to 18 inches from pivot point to top for improved
leverage.
Radio: Uniden PRO 510XL 40 Ch. CB radio with Comtronics Ultra Pro 2000
helmet (never used), Comtronics interconnect cable, and gel cell 12v battery.
Trailer: 1500 lb single axle 1986 AEROT mfg. white aluminum trailer in very
good condition. Rear door / loading ramp equipped with new spring assist
door lift by Magnum Engineering Company. I used trailer only as a hanger at
the airport and kept the front slightly jacked up so that the open ramp and
floor lined up. This makes rolling the UL in and out a dream and also keeps
rain / dew from pooling on the roof. Trailer is a perfect fit for the UL
with just enough room to get past both sides and plenty of room for tool,
parts, and gas storage forward on each side of the nose.
Available Documentation: KOLB Drawings and Builders Manual; Rotax operators
manual; BRS-5 manual; plus drawings and manuals on upgrades, additions etc.
Misc. Spare Parts etc: Spare parts include two new complete brake assemblies
as well as one new wheel and tire. Spare parts include new wheel bearings
(although the current currently installed bearings have been holding up just
fine). New unused extra gap seal; original small Fire Fly wheels and tires;
new inner tubes for Fire Star tires; lots of spare hardware. Lots of other
extras.
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
| Subject: | R: Gear leg fitting. |
Jerry,
Instead of a cyl. hone, try this: cut a thin slot down the end of a pc.
of 1/2" wooden dowel. if your elect. drill won't chuck up 1/2", either
turn down end, or use a 3/8' dowel. anyhow, slip a short coupla in. pc
of crocus cloth, 400A sanding cloth into the slot. Fold back the *ears*
of the cloth in a CCW manner before putting in leg hole. Lightly ream,
ckg fit every so often--after wiping inside clean. make certain you
don't stop the internal travel in one place--keep moving in/out.
This el cheapo method will either take a coupla thous. off, or a lot if
necessary.
bn Effen A A mech
________________________________________________________________________________
Hi Guys;
I was the one who started this little discussion of Kolb service, so
I will say my piece and be quiet. First of all no one at Kolb said anything
about signing a release form to get parts. Second, when I give a company my
credit card number I expect them to produce a product or at least tell me
that it is not in stock and might be a while. Kolb did not do either. I don't
think I should have to talk to the owner of the company to get customer
service. I haven't heard anything from Kolb on this list, which tells me
they are not monitoring the list. Which I kind of expected, since they won't
even answer there own E-mail? The bottom line is POOR SERVICE is poor
service, no excuses.
Kent
________________________________________________________________________________
| From: | "Johann G. Johannsson" <johann.g(at)centrum.is> |
| Subject: | Poor Customer Service?? |
Hi listers in America.
I have been enjoying this list for some time and could not imagine being
without it.
I love all the input from all you great builders and flyers on the list.
There is just one thing that bothers me very much, and that is the
law(yer) system in the USA.
It appears to me that everyone is suing everyone, for no reason other
than getting money the easy way.
All this is brought on by the lawyers, who stand on street corners
waiting for an accident to happen, or listen to the air band scanners
for a plane crash.
When will the people in this great country learn to take responsibility
for their own doing?
We, who are building airplanes in our garages, or basements, should know
what we are doing when we order a kit for an ultralight or an
experimental aircraft.
Or if we buy a used homebuilt aircraft, it is our responsibility to make
sure that this plane is in perfect condition, before we take off in to
the sky
We have to stop blaming others for our own mistakes, and stop all this
law-suits.
For a foreigner, this is just too much.
There, I have said it. I hope I have not offended any lawyer on the
list. I am sure that the lawyer can find much better things to do than
this.
Best regards from Iceland.
Johann G.
________________________________________________________________________________
| From: | "Mike" <quick503(at)aisp.net> |
How often do the gear legs on the MK III break? Is there any remedy ....
something with more spring perhaps?
Cheers, Michael
________________________________________________________________________________
| From: | The Labharts <njlabhart(at)kih.net> |
Hi Gang,
Seems the signal to noise ratio is getting fairly high
on the list. Tomorrow I will be out at Kolb and will get an
official word on parts/support. I think I already know what it
is but...there has been enough guessing already.
The new owners do read this list. But not on a regular
basis. Indeed, from what I can tell, they spent most of their
"spare" time working on the factory and the airplanes. And this
is probably as it should be.
As an example, there was an email from someone who had
never bought parts from the New Kolb, didn't know the policy
on support, and yet said Kolb might as well put a gun to their
head if this was the policy. I am sorry, but this is pretty
harsh language and I know it was disheartening for some.
I am glad the new owners are spending their time
working on the Kolb infrastructure and not here debating.
It will benefit all Kolb owners in the end, myself included.
Norm Labhart
biased Webmaster for The New Kolb Aircraft
and builder of a FireStar II.
njlabhart(at)kih.net
1956 Cessna 172 7453A
Graham Lee Nieuport 11 replica
Serial Number 1080, On the Gear!
http://www.users.kih.net/~njlabhart/nieuport.htm
Kolb FireStar II, 1% finished.
http://www.users.kih.net/~njlabhart/FireStar.htm
________________________________________________________________________________
| From: | The Labharts <njlabhart(at)kih.net> |
Hi Gang,
Seems the signal to noise ratio is getting fairly high
on the list. Tomorrow I will be out at Kolb and will get an
official word on parts/support. I think I already know what it
is but...there has been enough guessing already.
The new owners do read this list. But not on a regular
basis. Indeed, from what I can tell, they spent most of their
"spare" time working on the factory and the airplanes. And this
is probably as it should be.
As an example, there was an email from someone who had
never bought parts from the New Kolb, didn't know the policy
on support, and yet said Kolb might as well put a gun to their
head if this was the policy. I am sorry, but this is pretty
harsh language and I know it was disheartening for some.
I am glad the new owners are spending their time
working on the Kolb infrastructure and not here debating.
It will benefit all Kolb owners in the end, myself included.
Norm Labhart
biased Webmaster for The New Kolb Aircraft
and builder of a FireStar II.
njlabhart(at)kih.net
1956 Cessna 172 7453A
Graham Lee Nieuport 11 replica
Serial Number 1080, On the Gear!
http://www.users.kih.net/~njlabhart/nieuport.htm
Kolb FireStar II, 1% finished.
http://www.users.kih.net/~njlabhart/FireStar.htm
________________________________________________________________________________
| From: | "Vince Nicely" <vincenicely(at)intermediatn.net> |
| Subject: | Re: Kolb-List Firestar II Wt and Balance |
>
> ZepRep251(at)aol.com wrote:
>
> >
> > Hi, Have been reading the list for several weeks now, and have picked up
some
> > good info from you guys. Thanks to all.My question is, has anyone had a
tail
> > heavy condition to deal with on an FS 2 w/503dcdi, wood prop? I needed
some
> > weight up front to get to 35% chord. Thanks again, G Aman
> >
Hi Gang,
I have a Firestar II with a 503 DCDI and a GSC wooden prop. It has a BRS
parachute (18#) mounted between the wings. I weigh 175 pounds and have the
seat full back position. Initially, with the short windshield, the plane had
a center of gravity just at the rear edge of the allowed envelope. I added
27# to the nose to pull the CG about 4 inches forward.
I have made several changes including adding a larger fuel tank (rear seat
position) and the full enclosure. The CG without ballast on the nose is
about 1.5 inches forward of the aft limit with no fuel and about 2.5 inches
forward of the aft CG limit with 15 gal fuel. I still have left the 27#
ballast on the nose to get the CG nearer the center of the envelope.
Vince Nicely
Firestar II N8233G 240 hours
>
>
________________________________________________________________________________
| From: | owner-kolb-list-server(at)matronics.com |
________________________________________________________________________________
| From: | Richard <swidersk(at)digital.net> |
| Subject: | Re: Feel Like A Gripe? |
Listen up Listers
Hey let's get a grip here. My father always told me, "Son, even a dumb bird
doesn't sh_t in its own nest." This list is a bit of a family for most of us,
so we can air our laundry to some extent. But the Kolb company has been as
family to me since I hooked up with them in the mid 80's. I few times I felt
down right uncomforatable because they treated me so special. Out of respect
for them, I don't think they would blindly turn over their
life-accomplishment, their name, to some off the wall, uncaring, out for the
buck company. I met them, TNK, at Sun & Fun & was genuinely impressed with
their values & vision. They bit off a huge chunk & certainly have to be
overwhelmed by this task that most men would never have the courage to risk
taking on. To fill the shoes of a giant & then move that giant across the
country & keep everything running smoothly is sure more than I could do. If
they don't have any glitches in this transition period, then they would have to
have come from another planet. I myself am thankful that these guys have come
along and are willing to risk their livelyhoods (a la Team Aircraft) to attempt
a task that is deemed impossible by most (if you asked, "DoYOU have the skills
&
guts to pull off this venture?) & formidable by any. They are out of my
league. I give them my respect and support. And I am willing to give them a
chance to catch their breath & find their stride (As long as they get off their
butts & answer MY e-mail, that is!)
Thanking God for the good men &
women @ TNK,
Richard Swiderski
The Labharts wrote:
>
> Hi Gang,
> Seems the signal to noise ratio is getting fairly high
> on the list. Tomorrow I will be out at Kolb and will get an
> official word on parts/support. I think I already know what it
> is but...there has been enough guessing already.
> The new owners do read this list. But not on a regular
> basis. Indeed, from what I can tell, they spent most of their
> "spare" time working on the factory and the airplanes. And this
> is probably as it should be.
> As an example, there was an email from someone who had
> never bought parts from the New Kolb, didn't know the policy
> on support, and yet said Kolb might as well put a gun to their
> head if this was the policy. I am sorry, but this is pretty
> harsh language and I know it was disheartening for some.
> I am glad the new owners are spending their time
> working on the Kolb infrastructure and not here debating.
> It will benefit all Kolb owners in the end, myself included.
>
> Norm Labhart
> biased Webmaster for The New Kolb Aircraft
> and builder of a FireStar II.
>
>
> njlabhart(at)kih.net
> 1956 Cessna 172 7453A
> Graham Lee Nieuport 11 replica
> Serial Number 1080, On the Gear!
> http://www.users.kih.net/~njlabhart/nieuport.htm
> Kolb FireStar II, 1% finished.
> http://www.users.kih.net/~njlabhart/FireStar.htm
>
________________________________________________________________________________
| Subject: | Re: On the lighter side... |
Where is Smith's Station?
________________________________________________________________________________
| Subject: | Re: Poor Customer Service?? |
In a message dated 10/19/99 7:57:26 PM Eastern Daylight Time,
johann.g(at)centrum.is writes:
<< There is just one thing that bothers me very much, and that is the
law(yer) system in the USA.
It appears to me that everyone is suing everyone, for no reason other
than getting money the easy way.
All this is brought on by the lawyers, who stand on street corners
waiting for an accident to happen, or listen to the air band scanners
for a plane crash.
When will the people in this great country learn to take responsibility
for their own doing?
We, who are building airplanes in our garages, or basements, should know
what we are doing when we order a kit for an ultralight or an
experimental aircraft.
Or if we buy a used homebuilt aircraft, it is our responsibility to make
sure that this plane is in perfect condition, before we take off in to
the sky
We have to stop blaming others for our own mistakes, and stop all this
law-suits.
For a foreigner, this is just too much.
There, I have said it. I hope I have not offended any lawyer on the
list. I am sure that the lawyer can find much better things to do than
this.
Best regards from Iceland.
Johann G. >>
Dear Johann....I'm not a lawyer and will never be one, I'm an engineer, so I
deal with things....like Firestars and Pups n such. But I like the way you
express your concern about our jurisprudence system. i don't have the
background to analyse it, but I think it definitely should be criticized in
the interest of change.
My humble observation is that the good ol USA has traded in the ol honor
system of a handshake for a legal system where everything is written down and
the lawyers are the ones who persuade an interpretation of what has been
written.
I could go on with my "opinion", but I have already said the core of it.
If things get too frustrating here, everyone of a sane mind like mine will be
moving to the "honor" locations still left here on earth, such as Iceland and
Australia, and maybe almost anywhere else.
OJ killed me on the jurisprudence system we now have!!................ GeoR38
________________________________________________________________________________
| From: | "Gary Thacker" <gbthacker(at)hotmail.com> |
| Subject: | Re: : Kolb-List:Norm Kolb policy |
dstock(at)ocpm.edu
> As an example, there was an email from someone who had
>never bought parts from the New Kolb, didn't know the policy
>on support, and yet said Kolb might as well put a gun to their
>head if this was the policy. I am sorry, but this is pretty
>harsh language and I know it was disheartening for some.
>
Norm
Please, this is not what I said. You took it out of context. I said "If" a
company decides not to sell parts for their products they may as well put a
gun to their heads. I do not have the original draft but what I was trying
to say is "IMHO" if a company to refuses to sell replacement parts for their
products they are committing suicide. I stand by that statement. I do not,
however, think TNK has taken this position. I think they require a release
before they sell parts and I understand that. I also understand that is
their policy. I also know they were behind on some part orders and some may
feel they were taking that position. I know for a fact that TNK is trying
to get their problems straighten out. I know it will take time and that we
must be patient during the transition. TOK has been more than good to me.
They went out of their way in many ways to help me out. I feel quite
confident that if they sold the company, they would sell it to people that
had the same dedication to the product as they. You will never hear me
speak negatively of TOK and like you said I haven't had any dealings with
TNK.
Just for the record I am in full support of TNK.
Norm please read my post again. I think you will see my point.
(Please type "Gary" in the subject box so I don't miss your message.)
Gary
Souderton,Pa.
gbthacker(at)hotmail.com
|
____F i r e S t a r____
___(+)___
(_)
\ /
________________________________________________________________________________
| From: | "Gary Thacker" <gbthacker(at)hotmail.com> |
dstock(at)ocpm.edu
> As an example, there was an email from someone who had
>never bought parts from the New Kolb, didn't know the policy
>on support, and yet said Kolb might as well put a gun to their
>head if this was the policy. I am sorry, but this is pretty
>harsh language and I know it was disheartening for some.
>
Norm
Please, this is not what I said. You took it out of context. I said "If" a
company decides not to sell parts for their products they may as well put a
gun to their heads. I do not have the original draft but what I was trying
to say is "IMHO" if a company to refuses to sell replacement parts for their
products they are committing suicide. I stand by that statement. I do not,
however, think TNK has taken this position. I think they require a release
before they sell parts and I understand that. I also understand that is
their policy. I also know they were behind on some part orders and some may
feel they were taking that position. I know for a fact that TNK is trying
to get their problems straighten out. I know it will take time and that we
must be patient during the transition. TOK has been more than good to me.
They went out of their way in many ways to help me out. I feel quite
confident that if they sold the company, they would sell it to people that
had the same dedication to the product as they. You will never hear me
speak negatively of TOK and like you said I haven't had any dealings with
TNK.
Norm please read my post again. I hope you will see my point.
(Please type "Gary" in the subject box so I don't miss your message.)
Gary
Souderton,Pa.
gbthacker(at)hotmail.com
|
____F i r e S t a r____
___(+)___
(_)
\ /
________________________________________________________________________________
| From: | Jerry Bidle <jbidle(at)airmail.net> |
| Subject: | Re: Poor Customer Service |
Well Michael your sure stirred up a hornets nest.
One thing is I think your pretty bold to demand photos and expect more
detail info than the normal kit builder gets. I had no problem with the
info I received with my kit other than the lack of detail useful for
properly identifying some of the metal fittings. A few parts are very
similar to each other.
Builders receive a set of assembly drawings and a builders manual. No one
gets full detailed plans from which all parts could be manufactured from.
That's how they protect themselves from people copying there product and
clones being manufactured. I have no problem with that as I would prefer
they still be in business to sell me parts and answer questions later if
needed.
You did not clearly disclose if you were the original builder of the plane
you refer to but from the message I get the impression you have acquired it
second hand. As for the builder documentation - if you own the airplane I
do not see why they should resist selling you a set of plans at a fair
price. What you might consider fair is another issue since you probably
will call and require phone support to field your questions. In the
original kit it is assumed they include some cost to cover support to the
original builder. For down stream owners they have no other method than to
include some nominal cost when builder documentation is repurchased by
second hand owners.
Kolb in the past has provided excellent customer support. While it yet to
be seen how the new owners will compare, I hope they will equal after all
they were Kolb customers prior to acquiring the operation as I understand.
I feel your problem could have been resolved if you spoke to the one of the
owners. Sometimes when people encounter unfamiliar circumstances they
fumble and don't always make the correct instantaneous decision. Usually
it can be worked out if given a chance. I would encourage your contacting
them, get to know each other, and work it out. I have not found them to be
unreasonable.
jerryb
>
>Interesting to hear that others were having problems with the "New Kolb". I
>have a MK III that I am referbing for my flight school and have been very
>frustrated in my dealings with this company. I called saying that I needed a
>maintenance manual and parts book for this aircraft and was informed that
>they would not sell me these as they are only included in new kits! After a
>couple of days and many calls they decided to sell me an assembly manual
>for $50. I told them I needed pictures too as this was my first Kolb and was
>not familiar with the aircraft. They said they would send it Priority Mail.
>It arrived a week later, regular mail and NO pictures in the assembly
>manual! I called Kolb and they said I needed the plans and that would cost
>another $100. So I ordered that and got it in about 4 days. I also ordered a
>dual control kit almost 2 weeks ago which they said they would ship right
>away but have not because they are working on the installation instructions.
>To be fair, Sue, who answers the phone and takes the orders is new and bends
>over backward trying to help. John at the Old Kolb shop in Millersberg, Pa
>was great and took the time to answer all my questions and shipped my
>fuselage tube super quick. I was really impressed!
>So far the feeling I have gotten from the New Kolb was that I was a bother
> Not by Sue ) and that they were more interested in guarding their secrets
> or something ) than supporting their product. Soooo, New Kolb if you are
>monitoring this list here are a few suggestions from a fellow business
>owner:
>1. The customer and his well-being are the most important factors in your
>business. (You already have great aircraft.) Give your customer the feeling
>that you love your job and that his questions are the most important thing
>in the world to you.
>2. Get someone who knows your aircraft intimately to answer the tech support
>line.
>3. Be honest about ship dates AND if you can't ship for some reason CALL the
>customer and let them know!
>4. Don't charge a credit card for a part until you ship the part. A customer
>doesn't want to pay interest on money you use without gettin something in
>return ( like the part ).
>5. If you don't have the answer to a question ..... FIND IT! I called about
>the wall thickness of a 4130 tube in the fuselage and was told by Serf that
>he didn't know as that was handled by another department and I should go
>measure it myself and have a nice day goodbye. I was in the process of
>ordering parts from Wicks and the fuselage was not nearby. Thanks for your
>help!
>6. If you need an example of how to treat customers ..... go visit Jim and
>Dondi at Aircraft Technical Support. Those people are so friendly,
>interested in your project and knowledgeable that it makes you want to
>forget to order something just so you can call them back!
>Cheers, Michael
>
>
________________________________________________________________________________
| From: | "Dean Halstead" <deanbo(at)calweb.com> |
| Subject: | Re: Poor Service |
Thank you Kent...
I was beginning to think I was the only person who felt that the New Kolb
Aircraft Company has NO customer service.
I own a Mark III wing kit and needed the manual and blueprints since the
previous owner had lost them. The first thing I did was sign a waiver.
That was in May of this year. It took TNK five months to complete the
transaction. They also double billed me and refused to reverse charges for
two months. They only did so after I made over 15 telephone calls at my
expense and filed a complaint with the State of Kentucky Attorney General's
Office.
To me, that is not customer service. It's not even close. To enforce my
feelings that Kolb doesn't really care, they didn't respond to several
e-mails at their Customer Service address. Lastly, a two page letter
written to Bruce Chesnut did not even elicit a response. It's quite
obvious, they don't care a whole lot about communication of any kind.
For anyone out there thinking of purchasing a Kolb, think hard. I have a
wing kit I'll sell you if you want to take a chance. I've pretty much lost
interest in dealing with TNK.
________________________________________________________________________________
| From: | "Gary Thacker" <gbthacker(at)hotmail.com> |
Sorry if comes up severial times but I can't seem to get it out.
> As an example, there was an email from someone who had
>never bought parts from the New Kolb, didn't know the policy
>on support, and yet said Kolb might as well put a gun to their
>head if this was the policy. I am sorry, but this is pretty
>harsh language and I know it was disheartening for some.
>
Norm
Please, this is not what I said. You took it out of context. I said "If" a
company decides not to sell parts for their products they may as well put a
gun to their heads. I do not have the original draft but what I was trying
to say is "IMHO" if a company to refuses to sell replacement parts for their
products they are committing suicide. I stand by that statement. I do not,
however, think TNK has taken this position. I think they require a release
before they sell parts and I understand that. I also understand that is
their policy. I also know they were behind on some part orders and some may
feel they were taking that position. I know for a fact that TNK is trying
to get their problems straighten out. I know it will take time and that we
must be patient during the transition. TOK has been more than good to me.
They went out of their way in many ways to help me out. I feel quite
confident that if they sold the company, they would sell it to people that
had the same dedication to the product as they. You will never hear me
speak negatively of TOK and like you said I haven't had any dealings with
TNK.
Norm please read my post again. I hope you will see my point.
(Please type "Gary" in the subject box so I don't miss your message.)
Gary
Souderton,Pa.
gbthacker(at)hotmail.com
|
____F i r e S t a r____
___(+)___
(_)
\ /
________________________________________________________________________________
| From: | "Tim Townsend" <townsend(at)lebpub.net> |
| Subject: | Re: Feel Like A Gripe? |
Tim T. Here
I agree
We all need it to work.
our best
----- Original Message -----
From: Richard <swidersk(at)digital.net>
Sent: Thursday, August 19, 1999 8:17 PM
Subject: Re: Kolb-List: Feel Like A Gripe?
>
> Listen up Listers
> Hey let's get a grip here. My father always told me, "Son, even a dumb
bird
> doesn't sh_t in its own nest." This list is a bit of a family for most of
us,
> so we can air our laundry to some extent. But the Kolb company has been
as
> family to me since I hooked up with them in the mid 80's. I few times I
felt
> down right uncomforatable because they treated me so special. Out of
respect
> for them, I don't think they would blindly turn over their
> life-accomplishment, their name, to some off the wall, uncaring, out for
the
> buck company. I met them, TNK, at Sun & Fun & was genuinely impressed
with
> their values & vision. They bit off a huge chunk & certainly have to be
> overwhelmed by this task that most men would never have the courage to
risk
> taking on. To fill the shoes of a giant & then move that giant across the
> country & keep everything running smoothly is sure more than I could do.
If
> they don't have any glitches in this transition period, then they would
have to
> have come from another planet. I myself am thankful that these guys have
come
> along and are willing to risk their livelyhoods (a la Team Aircraft) to
attempt
> a task that is deemed impossible by most (if you asked, "DoYOU have the
skills &
> guts to pull off this venture?) & formidable by any. They are out of my
> league. I give them my respect and support. And I am willing to give
them a
> chance to catch their breath & find their stride (As long as they get off
their
> butts & answer MY e-mail, that is!)
>
> Thanking God for the good
men &
> women @ TNK,
> Richard Swiderski
>
> The Labharts wrote:
>
> >
> > Hi Gang,
> > Seems the signal to noise ratio is getting fairly high
> > on the list. Tomorrow I will be out at Kolb and will get an
> > official word on parts/support. I think I already know what it
> > is but...there has been enough guessing already.
> > The new owners do read this list. But not on a regular
> > basis. Indeed, from what I can tell, they spent most of their
> > "spare" time working on the factory and the airplanes. And this
> > is probably as it should be.
> > As an example, there was an email from someone who had
> > never bought parts from the New Kolb, didn't know the policy
> > on support, and yet said Kolb might as well put a gun to their
> > head if this was the policy. I am sorry, but this is pretty
> > harsh language and I know it was disheartening for some.
> > I am glad the new owners are spending their time
> > working on the Kolb infrastructure and not here debating.
> > It will benefit all Kolb owners in the end, myself included.
> >
> > Norm Labhart
> > biased Webmaster for The New Kolb Aircraft
> > and builder of a FireStar II.
> >
> >
> > njlabhart(at)kih.net
> > 1956 Cessna 172 7453A
> > Graham Lee Nieuport 11 replica
> > Serial Number 1080, On the Gear!
> > http://www.users.kih.net/~njlabhart/nieuport.htm
> > Kolb FireStar II, 1% finished.
> > http://www.users.kih.net/~njlabhart/FireStar.htm
> >
>
>
________________________________________________________________________________
| From: | "Tim Townsend" <townsend(at)lebpub.net> |
| Subject: | Re: Poor Service |
That should have been kits 1 & 3, sorry
Tim T.
----- Original Message -----
From: Tim Townsend <townsend(at)lebpub.net>
Sent: Wednesday, October 20, 1999 1:34 AM
Subject: Re: Kolb-List: Poor Service
> Dean & Kent
>
> Tim T. here,
>
> I called Kolb today and ordered Kit 2 for the mark III, I have 1 & 2.
> The girl I talked to was very friendly and helpful. I was not in the
> computer sense my first two kits were from the old Kolb.
> So I asked her if the old files were available she said yes and
> found mine. She then saw I had paid for the complete powder
> coating and put me in the new system. It was smooth sailing
> from there. They had all my records.
> Maybe you came in at the very worst time and had to suffer
> all the things you said, I feel for you as I seem to always get the
> worst service. What you went through is almost unbearable but
> I think they were moving and in tare down mode. Sorry you went
> through that . I hope the company gets everything straight before
> they piss more people off. Maybe I had good luck for the first
> time. My wings are almost finished, I might have got yours.
> I really hope they make everything right with you. I have been
> there.
> Our best
>
> Tim T.
>
>
> ----- Original Message -----
> From: Dean Halstead <deanbo(at)calweb.com>
> To:
> Sent: Tuesday, October 19, 1999 9:52 PM
> Subject: Re: Kolb-List: Poor Service
>
>
> >
> > Thank you Kent...
> >
> > I was beginning to think I was the only person who felt that the New
Kolb
> > Aircraft Company has NO customer service.
> >
> > I own a Mark III wing kit and needed the manual and blueprints since the
> > previous owner had lost them. The first thing I did was sign a waiver.
> > That was in May of this year. It took TNK five months to complete the
> > transaction. They also double billed me and refused to reverse charges
> for
> > two months. They only did so after I made over 15 telephone calls at my
> > expense and filed a complaint with the State of Kentucky Attorney
> General's
> > Office.
> >
> > To me, that is not customer service. It's not even close. To enforce
my
> > feelings that Kolb doesn't really care, they didn't respond to several
> > e-mails at their Customer Service address. Lastly, a two page letter
> > written to Bruce Chesnut did not even elicit a response. It's quite
> > obvious, they don't care a whole lot about communication of any kind.
> >
> > For anyone out there thinking of purchasing a Kolb, think hard. I have
a
> > wing kit I'll sell you if you want to take a chance. I've pretty much
> lost
> > interest in dealing with TNK.
> >
> >
> >
> >
>
> >
>
> >
>
> >
> >
>
________________________________________________________________________________
| From: | "Tim Townsend" <townsend(at)lebpub.net> |
| Subject: | Re: Poor Service |
Dean & Kent
Tim T. here,
I called Kolb today and ordered Kit 2 for the mark III, I have 1 & 2.
The girl I talked to was very friendly and helpful. I was not in the
computer sense my first two kits were from the old Kolb.
So I asked her if the old files were available she said yes and
found mine. She then saw I had paid for the complete powder
coating and put me in the new system. It was smooth sailing
from there. They had all my records.
Maybe you came in at the very worst time and had to suffer
all the things you said, I feel for you as I seem to always get the
worst service. What you went through is almost unbearable but
I think they were moving and in tare down mode. Sorry you went
through that . I hope the company gets everything straight before
they piss more people off. Maybe I had good luck for the first
time. My wings are almost finished, I might have got yours.
I really hope they make everything right with you. I have been
there.
Our best
Tim T.
----- Original Message -----
From: Dean Halstead <deanbo(at)calweb.com>
Sent: Tuesday, October 19, 1999 9:52 PM
Subject: Re: Kolb-List: Poor Service
>
> Thank you Kent...
>
> I was beginning to think I was the only person who felt that the New Kolb
> Aircraft Company has NO customer service.
>
> I own a Mark III wing kit and needed the manual and blueprints since the
> previous owner had lost them. The first thing I did was sign a waiver.
> That was in May of this year. It took TNK five months to complete the
> transaction. They also double billed me and refused to reverse charges
for
> two months. They only did so after I made over 15 telephone calls at my
> expense and filed a complaint with the State of Kentucky Attorney
General's
> Office.
>
> To me, that is not customer service. It's not even close. To enforce my
> feelings that Kolb doesn't really care, they didn't respond to several
> e-mails at their Customer Service address. Lastly, a two page letter
> written to Bruce Chesnut did not even elicit a response. It's quite
> obvious, they don't care a whole lot about communication of any kind.
>
> For anyone out there thinking of purchasing a Kolb, think hard. I have a
> wing kit I'll sell you if you want to take a chance. I've pretty much
lost
> interest in dealing with TNK.
>
>
________________________________________________________________________________
| From: | "Tim Townsend" <townsend(at)lebpub.net> |
| Subject: | This List is slow |
I give up tonight. My posts are not even back yet.
The powered Parachute list is real time.
What's up with that.
It is almost the year 2000.
Get it together matronics.
Tim T.
________________________________________________________________________________
| From: | "David Bruner" <brunerd(at)hvi.net> |
>Dave : Got in 4.1 hours on Saturday. All of my numbers were good. The
plane
>climbs like a rocket with me in it and half fuel. Put my 225# father in
with
>full fuel and the performance was similar to GA airplane. The important
>thing is that the engine hasn't so much as coughed. Very pleased with how
>that part is working out. The next thing I'm going to need is a full
>enclosure. I have a very simple method for doing a fullenclosure onthe
mark
>2. What I did on Jim's plane. Let me know if you are interested. Good
>luck. I'll be down next weekend. MRS
Mark,
Definitely interested in the full enclosure. Should also replace the
whole
windscreen - it's pretty hard to see thru. Do you know of a good source for
the lexan?
I'll be down on Sunday, hope to see you then,
David
________________________________________________________________________________
| From: | "Amy Rains" <amyrains(at)huntleigh.net> |
| Subject: | Re: Poor Customer Service?? |
Johann, I was wondering if perhaps your country may be short of "good"
lawyers. If so, I recommend we export some of our excess, starting with the
personal injury bunch. Yes, it must really appear comical to people in
other nations. Skeeter.
-----Original Message-----
From: Johann G. Johannsson <johann.g(at)centrum.is>
Date: Tuesday, October 19, 1999 6:00 PM
Subject: Kolb-List: Poor Customer Service??
>
>Hi listers in America.
>I have been enjoying this list for some time and could not imagine being
>without it.
>I love all the input from all you great builders and flyers on the list.
>
>There is just one thing that bothers me very much, and that is the
>law(yer) system in the USA.
>It appears to me that everyone is suing everyone, for no reason other
>than getting money the easy way.
>All this is brought on by the lawyers, who stand on street corners
>waiting for an accident to happen, or listen to the air band scanners
>for a plane crash.
>When will the people in this great country learn to take responsibility
>for their own doing?
>We, who are building airplanes in our garages, or basements, should know
>what we are doing when we order a kit for an ultralight or an
>experimental aircraft.
>Or if we buy a used homebuilt aircraft, it is our responsibility to make
>sure that this plane is in perfect condition, before we take off in to
>the sky
>We have to stop blaming others for our own mistakes, and stop all this
>law-suits.
>For a foreigner, this is just too much.
>There, I have said it. I hope I have not offended any lawyer on the
>list. I am sure that the lawyer can find much better things to do than
>this.
>
>Best regards from Iceland.
>Johann G.
>
>
________________________________________________________________________________
| Subject: | Re: Poor Customer Service |
Thanks alot! You have just done wonders for anyone out there who is
contemplating sellins a Kolb to one of those nefarious "downstream buyers."
________________________________________________________________________________
| From: | "Mike" <quick503(at)aisp.net> |
| Subject: | Re: Poor Customer Service |
----- Original Message -----
From: Jerry Bidle <jbidle(at)airmail.net>
Sent: Tuesday, October 19, 1999 11:41 PM
Subject: Re: Kolb-List: Poor Customer Service
>
> Well Michael your sure stirred up a hornets nest.
>
> One thing is I think your pretty bold to demand photos and expect more
> detail info than the normal kit builder gets. I had no problem with the
> info I received with my kit other than the lack of detail useful for
> properly identifying some of the metal fittings. A few parts are very
> similar to each other.
>
> Builders receive a set of assembly drawings and a builders manual. No one
> gets full detailed plans from which all parts could be manufactured from.
> That's how they protect themselves from people copying there product and
> clones being manufactured. I have no problem with that as I would prefer
> they still be in business to sell me parts and answer questions later if
> needed.
>
> You did not clearly disclose if you were the original builder of the plane
> you refer to but from the message I get the impression you have acquired
it
> second hand. As for the builder documentation - if you own the airplane I
> do not see why they should resist selling you a set of plans at a fair
> price. What you might consider fair is another issue since you probably
> will call and require phone support to field your questions. In the
> original kit it is assumed they include some cost to cover support to the
> original builder. For down stream owners they have no other method than
to
> include some nominal cost when builder documentation is repurchased by
> second hand owners.
>
> Kolb in the past has provided excellent customer support. While it yet to
> be seen how the new owners will compare, I hope they will equal after all
> they were Kolb customers prior to acquiring the operation as I understand.
> I feel your problem could have been resolved if you spoke to the one of
the
> owners. Sometimes when people encounter unfamiliar circumstances they
> fumble and don't always make the correct instantaneous decision. Usually
> it can be worked out if given a chance. I would encourage your contacting
> them, get to know each other, and work it out. I have not found them to
be
> unreasonable.
>
> jerryb
>
I understand what you are saying, but I don't believe it is my
responsibility to search out the owners to get my questions answered. I
didn't ask for anything special. The builders manual has only one diagram
and refers constantly to the plans. I told them what my needs were and the
ball was in their court to address those needs. I needed information and it
is impossible for me to envision what format TNK decided to use supply that
information to it's builders. I am the third owner of this MK III. It has
had a long life but not the best of care. It has been on floats for the past
3 or 4 years and salt water has done it's damage. ( I will have some
pictures on my web page soon ). My needs are somewhat different as this
airplane is a pretty big investment for my business and the more time it
sits waiting for parts or information or weather or whatever, the more I
loose money. That was one of the reasons I was so upset at not being able to
get what I felt was good support. But as I stated in my last post, TNK seems
to be getting better ( at least for me ) as time goes on.
I believe that TNK has a moral obligation to support it's designs with as
much easily accessible information as possible. Put the builders manuals and
plans on their web page. Make it available to anyone ....builder ( new or
downstream ) or prospective buyer. Let them see how well built these
aircraft are. Offer free advice to new buyers and a subscription service for
downstream buyers like me. I don't mind paying for information as long as it
is quick and accurate. Withholding information makes it look like the
company is untrustworthy and without the trust of it's customers a company
is doomed ... regardless of how good it's product is.
I think you are mistaken to believe that not providing detailed plans will
prevent someone from copying a design (and I never asked for anything like
that ). I have the fuselage for the MK III in my shop now and could build a
jig and be turning out exact copies in less than 3 weeks. Why don't I?
Because Kolb does a pretty good job of it and I couldn't do it better or
fast enough to make a profit ( as well as the moral aspect of stealing
someone else's work ). THAT'S how you protect your design or product ......
you do it with better quality, cheaper ( if possible ), faster, and have
better customer support than ANYONE else! Then there is no room for any
competition because your constantly striving to be the best and that means
loyal customers who will swear by ( rather than swear at ) Kolb always.
Cheers, Michael
________________________________________________________________________________
| From: | ggleiter(at)minn.net |
| Subject: | Re: On the lighter side... |
Jeremy Casey wrote:
>
>
> Would running a cylinder hone up in the leg socket due the trick???
>
> Jeremy Casey
Not sure if I really see just what the problem being discussed is. I am
a lurker here, being a Challenger builder so hesitate to make many
comments.
However, the Challenger has what appears to be a parallel situation.
The aluminum tube gear legs are inserted into a steel weldment fixture
that is integral to the rest of the aluminum tube frame. On mine the
slag inside the socket as a result of the welding prevented my gear leg
from going inside far enough. I scraped at the inside with a hard metal
object, and then indeed did buy a brake cylinder hone and used it inside
the socket. Each thing I did provided a bit of improvement, but not
enough. Problem was that the really bad area of the socket was at the
point that the socket was welded to the rest of the fitting. Hone was
fine for cleaning the walls of the socket, but could'nt really reach the
problem area. Called the guy who builds for my dealer (builds for those
ordering ready to fly Challengers) and he had seen the problem.
Suggested that I cut off about 1/8" from that end of the gear leg. This
did the trick.
If I have read the Kolb problem wrong and this is meaningless drivel, my
appologies.
gil leiter
MAPLEWOOD, MN
________________________________________________________________________________
| From: | brian.p.fox(at)ac.com |
| Subject: | John Hauck in Experimenter |
Hi All,
Just a heads up, if you subscribe to EAA's Experimenter magazine, read the
latest issue closely. John Hauck is given a mention in an article about
ultralights at Oshkosh.
Brian
________________________________________________________________________________
| From: | FlyColt45(at)aol.com |
Depending on the following:
Weight of aircraft
Size of tires
Roughness of landing patch
Pilot skills at landing
They don't break, but depending on the weight of your plane (Mk III w/ 912 =
heavy), they will bow a little on the accumulation of your best landings. I
tried spinning them around when they bowed out (spinning them had the bowed
side in). That worked for a while. I then just didn't want to deal with
them and went with the steel legs. Of course the major problem (cost wise)
is that a hard landing will be absorbed by the steel gear, but it may
translate the hard landing to the cage attach points and crack them.
Just my humble opinion.
Goof flying,
Jim
________________________________________________________________________________
| From: | "Jeremy Casey" <jrcasey(at)mindspring.com> |
| Subject: | Re: On the lighter side... |
Where is Smith's Station?
Smiths Station is about 8-9 miles NW of Phenix City , Al. and if that
doesn't tell you anything then Phenix City is RIGHT on the Chattahoochee
River (GA state line) across from Columbus , Ga. If you are interested in
coming then I will make a call and get the GPS coordinates. Let me know...
Jeremy Casey
________________________________________________________________________________
| From: | "Ron C Reece" <rcreec(at)ftw.rsc.raytheon.com> |
| Subject: | Experimenter mag? |
This may be a little out of order here cause it doesn't chastise TNK or lawyers
or anything like that...but. My question for the group is, the magazine
"Ultraligth Experimenter" ( not sure that is the title or not, it may be just
"Experimenter") still in publication and how does one subscribe to get it?
________________________________________________________________________________
| From: | "Jeremy Casey" <jrcasey(at)mindspring.com> |
| Subject: | customer support |
I don't want to start a cheerleading squad for TNK but as a recent kit
purchaser I have to speak up. I bought my kit 1 right in the worst part of
their transition (right after SNF ) and I have to say that I was told 3-4
weeks delivery and had a truck line pull in my driveway right on time. I
ordered Kit 2 right before the Kolb Fly-in with the hope to pick it up there
and low and behold it was ready as promised. There were some items
backordered (just 2) and as soon as they came to TNK they sent them to me
(and I mean they didn't wait till everything got there and just ship it then
, they SHIPPED AS SOON AS THEY COULD!!! This was impressive to me and I am
VERY glad I went with a Kolb. )
Having been involved with a move of a manufacturing facility and having SEEN
their new facility I can say that they did INCREDIBLE!!! These guys are no
amatuers , they are a CLASS ACT...
Jeremy Casey
jrcasey(at)mindspring.com
P.S. Seeing what you do in the media about our legal system (as our friend
from Iceland so elequently put it..) it is a miracle they will deal with
ANYONE that didn't buy a kit from them ... and without a blood oath that you
will never enter a lawyers office for ANYTHING involving things with wings
let alone wings that they sold you...Amazing!!!
________________________________________________________________________________
| From: | wood <duesouth(at)iname.com> |
| Subject: | Re: On the lighter side... |
>
>Would running a cylinder hone up in the leg socket due the trick???
>
>Jeremy Casey
>
>
Probably not. The hone is for finer work. A sanding drum in a drill might
but if it is just some welding distortion then a rat tail file or half round
file will be best.
Woody
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Poor Customer Service |
Mike and Gang:
Been a Kolb customer going on 16 years, since prehistoric
Ultrastar days. Kolb was a small company back then, and is
today. Kolb customers, for the most part, are loyal Kolb
enthusiast who eat, drink, sleep, and live Kolb airplanes.
A lot of us got into Kolbs initially cause the kits were
extremely cheap to build and fly (in 1984), used aircraft
quality material, and were a blast to fly. Out flew
everything on the market at that time. We didn't build for
profit, we built for pleasure. We were not trying to turn a
dollar.
I have built three Kolbs, all for me, not for resale. Still
do not know how someone could sell something that is so much
of one's self. I believe I can say that the vast majority
of Kolb customers are and have been satisfied in the past
and the present. When I feel like I am not getting the
service I think I should be getting, I am not above trying
to help solve that problem. Usually get results much
quicker in a much better atmosphere that way.
The move from Pennsyvania to Kentucky was a major
undertaking, not only geographic, but personnel as well. I
can identify with the problems encountered in that move from
my days as a professional soldier. We moved constantly,
were trained to do it, and still had problems.
Back off a little, give TNK Co a chance to get settled in.
I think you will be happy with the new company and
pleasantly surprised at what the future will bring.
As for some of you whiners and complainers, hang in there.
It will get better.
john h (used to order parts from Ester, hang up the phone,
run to the mail box to see it was here yet)
________________________________________________________________________________
| From: | Ralph H Burlingame <ul15rhb(at)juno.com> |
Hi Mike, are trying to change the subject from all the lawsuit talk?
The gear legs will last a long time depending upon your landing skills.
If soft landings are made time after time, they can last almost
indefinitely but this is not always the case for most of us. A trick many
of us do is to turn them over when they start to bend. I have done this a
few times in the 12 years I've had my Kolb. I have the heavier gear legs
which are probably the same ones you have, but then I fly a single
seater. I made a downwind landing this past summer and came down hard
into a very rough field where I thought I bent them, but I didn't. If you
see your wheels spreading, then it's time to turn them over.
Ralph Burlingame
Original FireStar, 12 years flying
>
>How often do the gear legs on the MK III break? Is there any remedy
>....
>something with more spring perhaps?
>Cheers, Michael
________________________________________________________________________________
| Subject: | Fuselage tube/cage ring too tight |
Last night Dave and I tried to fit the fuselage tube to the cage. The steel
ring is too tight a fit. We did the emery paper, used silicon, tapped the
fuselage tube with a block of wood and hammer with no success.
I have to fit it, drill the holes for the H section then take it off and
install the H section before I permanently attach it.
Any recommendations would be greatly appreciated.
Will Uribe
Building a FireStar II
El Paso, TX
http://members.aol.com/WillU/index.html
________________________________________________________________________________
| From: | "michael highsmith" <firehawk54(at)hotmail.com> |
| Subject: | Experimenter/ TNK aircraft |
To get the magazine you first have to be a member of EAA. Then ask for the
Experimenter instead of the usual Sport Pilot. There is a big difference,
but you have to ask for it.
I will be at Jones Light/Smith Station this weekend if the weather is OK.
Anyone that wants to see a Kolb MKIII and a Ferguson FII side by side I'll
be glad to point out the differences. There may be other FIIs also. Thing
is, it will take a lot of time to point out all the differences. Look for me
Red/Yellow/Black-582 with "Firehawk" on the noise cone. For those that will
actually take the time to look
you will see that there is no comparison. They are two completely different
airplanes, components just happen to be in the same general area. Wings,
engine, tail, noise cone, rudder pedals.
HERE IS SOMETHING TO THINK ABOUT
I for one do not knock anything that will fly. I like them all including
powered parachutes. My hat is always off to those who want to give us the
opportunity to fly. Believe me, none of them are getting rich in the light
plane business. It's just another way to make a millon bucks if you start
with two millon bucks. It is our choice. They don't make us choose to fly,
we choose to fly. It is to our advantage to always support all types of
aviation regardless who manufactures it. Unless you have been in business
for yourself and especially the aircraft industry there is no way you can
know how much stress a person has to take in order to put a product on the
market that has the potential to kill you. If you do make it in the aviation
market place you will forever be looking over your shoulder for that one
person who is out to get you at the drop of a hat because they want to blame
you for their mistakes so they do not have to take responsibility for their
actions. Look at TEAM aircraft now, it only took one person to put them
under. It is in every industry and at every level of our lives.
I am sure that if TNK gets enough flack from their customers they will
either get with the program or get "out" of the business of manufacturing
aircraft. Think about that for a while and GIVE THEM A BREAK.
Firehawk
________________________________________________________________________________
| From: | "Bruce Steinhagen" <bsteinhagen(at)itol.com> |
| Subject: | Re: Experimenter mag? |
Join EAA. You get a choice of mag: Sport Aviation (more aimed at GA) or
the Experimenter
----------
> From: Ron C Reece <rcreec(at)ftw.rsc.raytheon.com>
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: Experimenter mag?
> Date: Wednesday, October 20, 1999 9:24 AM
>
>
>
> This may be a little out of order here cause it doesn't chastise TNK or
lawyers
> or anything like that...but. My question for the group is, the
magazine
> "Ultraligth Experimenter" ( not sure that is the title or not, it may be
just
> "Experimenter") still in publication and how does one subscribe to get
it?
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
| Subject: | Re: Experimenter mag? |
Ron, try www.eaa.org and you'll eventually get to subscribe, and to
Experimenter----It's a total of $30/yr, including $ to EAA bn
________________________________________________________________________________
| From: | "Peter Volum" <ibimiami(at)msn.com> |
| Subject: | Experimenter mag? |
It is.
It is one of EAA's publications. You need to join the EAA to be able to
receive it.
You can call them at (800) 843-3612
PV
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
Sent: Wednesday, October 20, 1999 10:25 AM
Subject: Kolb-List: Experimenter mag?
This may be a little out of order here cause it doesn't chastise TNK or
lawyers or anything like that...but. My question for the group is, the
magazine "Ultraligth Experimenter" ( not sure that is the title or not, it
may be just "Experimenter") still in publication and how does one subscribe
to get it?
and by the generous Contributions of List members.
________________________________________________________________________________
| From: | "Mike" <quick503(at)aisp.net> |
----- Original Message -----
From: Ralph H Burlingame <ul15rhb(at)juno.com>
Sent: Wednesday, October 20, 1999 9:58 AM
Subject: Re: Kolb-List: gear legs
>
> Hi Mike, are trying to change the subject from all the lawsuit talk?
>
> The gear legs will last a long time depending upon your landing skills.
> If soft landings are made time after time, they can last almost
> indefinitely but this is not always the case for most of us. A trick many
> of us do is to turn them over when they start to bend. I have done this a
> few times in the 12 years I've had my Kolb. I have the heavier gear legs
> which are probably the same ones you have, but then I fly a single
> seater. I made a downwind landing this past summer and came down hard
> into a very rough field where I thought I bent them, but I didn't. If you
> see your wheels spreading, then it's time to turn them over.
>
> Ralph Burlingame
> Original FireStar, 12 years flying
>
Hey Ralph, thanks for the info. Mine are bent ever so slightly so I think I
will turn them over. And ya I guess I'm trying to change the subject a
little. I know I've said about all I can about the customer service
situation. Not everyone can be satisfied all the time and I'm more than
willing to give TNK a chance. Quality always deserves patience. That move
must have been a rough thing to recover from. Things are going smoother now
for me and I'm sure I will be an enthusiastic Kolbite soon.
I'm rebuilding the 582 that came with the aircraft. This engine was supposed
to be in good shape but I didn't give that much credibility after seeing the
condition of the rest of the aircraft. It turns out that this engine is a
poster child for all the things NOT to do. Tap water with no antifreeze does
terrible things to the seal areas on the rotary valve shaft! I just finished
looking at the rod end needle bearings with a 10X glass and could see
pitting on the needles ...... Rats! New crank, 1st over pistons, rotary
valve shaft, etc, etc, etc. But I keep thinking of the look in some kids
eyes as I tell them that their Dad was dead or crippled because I was too
cheap to put in a new crank ( assuming, of course, that I was still around
to tell them ). I know new engines fail on occasion too but at least it puts
the odds more in my favor. Sorry, just rambling. I guess its time to order
the parts.
Cheers, Michael
________________________________________________________________________________
| From: | "Darren L Smalec" <smald(at)shianet.org> |
| Subject: | Re: Folding Wings - 10 minutes it ain't! |
Group-
Regarding the wing folding time-- I know it can be done in 8 minutes,
probably less. BUT-- why get in a hurry, and possibly do something
improperly?
Darren "Un-fold-n-fly" Smalec, FS1, 103.1hrs, 110+ folds.
________________________________________________________________________________
| Subject: | Re: On the lighter side... |
In a message dated 10/20/99 11:33:41 AM Eastern Daylight Time,
duesouth(at)iname.com writes:
<<
>
>Would running a cylinder hone up in the leg socket due the trick???
>
>Jeremy Casey
>
>
Probably not. The hone is for finer work. A sanding drum in a drill might
but if it is just some welding distortion then a rat tail file or half round
file will be best.
Woody >>
Woody may know, but you oughta try it anyway. I'm refurbishing a FS II and
the gear legs were corroded in their tubes - had to cut them out. After they
were out, the new legs would not fit so I used a brake hone and opened up the
tubes for a very good fit. I had to add an extension to the hone shank to
reach all the way up the tubes, tho. I used chromate grease on both the legs
and inside the tubes to prevent future corrosion. With the grease sealing
the tubes, the darn legs wouldn't go in 'cause they compressed the trapped
air. I had to drill a tiny hole at the top tube junction to get them in. But,
anyway, the hone worked for me. Could tell lots of metal was being removed.
Charlie
________________________________________________________________________________
| From: | Richard <swidersk(at)digital.net> |
| Subject: | Re: Feel Like A Gripe? |
Hello?.... I posted the below message last nite & did not recieve last nite or
today, yet I see at least Tim got it. I don't understand how that can be,
anyway, I'm posting it again just in case:
Listen up Listers
Hey let's get a grip here. My father always told me, "Son, even a dumb bird
doesn't sh_t in its own nest." This list is a bit of a family for most of us,
so we can air our laundry to some extent. But the Kolb company has been as
family to me since I hooked up with them in the mid 80's. I few times I felt
down right uncomforatable because they treated me so special. Out of respect
for them, I don't think they would blindly turn over their
life-accomplishment, their name, to some off the wall, uncaring, out for the
buck company. I met them, TNK, at Sun & Fun & was genuinely impressed with
their values & vision. They bit off a huge chunk & certainly have to be
overwhelmed by this task that most men would never have the courage to risk
taking on. To fill the shoes of a giant & then move that giant across the
country & keep everything running smoothly is sure more than I could do. If
they don't have any glitches in this transition period, then they would have to
have come from another planet. I myself am thankful that these guys have come
along and are willing to risk their livelyhoods (a la Team Aircraft) to attempt
a task that is deemed impossible by most (if you asked, "DoYOU have the skills
&
guts to pull off this venture?) & formidable by any. They are out of my
league. I give them my respect and support. And I am willing to give them a
chance to catch their breath & find their stride (As long as they get off their
butts & answer MY e-mail, that is!)
Thanking God for the good men &
women @ TNK,
Richard Swiderski
Tim Townsend wrote:
>
> Tim T. Here
>
> I agree
>
> We all need it to work.
>
> our best
>
> ----- Original Message -----
> From: Richard <swidersk(at)digital.net>
> To:
> Sent: Thursday, August 19, 1999 8:17 PM
> Subject: Re: Kolb-List: Feel Like A Gripe?
>
> >
> > Listen up Listers
> > Hey let's get a grip here. My father always told me, "Son, even a dumb
> bird
> > doesn't sh_t in its own nest." This list is a bit of a family for most of
> us,
> > so we can air our laundry to some extent. But the Kolb company has been
> as
> > family to me since I hooked up with them in the mid 80's. I few times I
> felt
> > down right uncomforatable because they treated me so special. Out of
> respect
> > for them, I don't think they would blindly turn over their
> > life-accomplishment, their name, to some off the wall, uncaring, out for
> the
> > buck company. I met them, TNK, at Sun & Fun & was genuinely impressed
> with
> > their values & vision. They bit off a huge chunk & certainly have to be
> > overwhelmed by this task that most men would never have the courage to
> risk
> > taking on. To fill the shoes of a giant & then move that giant across the
> > country & keep everything running smoothly is sure more than I could do.
> If
> > they don't have any glitches in this transition period, then they would
> have to
> > have come from another planet. I myself am thankful that these guys have
> come
> > along and are willing to risk their livelyhoods (a la Team Aircraft) to
> attempt
> > a task that is deemed impossible by most (if you asked, "DoYOU have the
> skills &
> > guts to pull off this venture?) & formidable by any. They are out of my
> > league. I give them my respect and support. And I am willing to give
> them a
> > chance to catch their breath & find their stride (As long as they get off
> their
> > butts & answer MY e-mail, that is!)
> >
> > Thanking God for the good
> men &
> > women @ TNK,
> > Richard Swiderski
> >
> > The Labharts wrote:
> >
> > >
> > > Hi Gang,
> > > Seems the signal to noise ratio is getting fairly high
> > > on the list. Tomorrow I will be out at Kolb and will get an
> > > official word on parts/support. I think I already know what it
> > > is but...there has been enough guessing already.
> > > The new owners do read this list. But not on a regular
> > > basis. Indeed, from what I can tell, they spent most of their
> > > "spare" time working on the factory and the airplanes. And this
> > > is probably as it should be.
> > > As an example, there was an email from someone who had
> > > never bought parts from the New Kolb, didn't know the policy
> > > on support, and yet said Kolb might as well put a gun to their
> > > head if this was the policy. I am sorry, but this is pretty
> > > harsh language and I know it was disheartening for some.
> > > I am glad the new owners are spending their time
> > > working on the Kolb infrastructure and not here debating.
> > > It will benefit all Kolb owners in the end, myself included.
> > >
> > > Norm Labhart
> > > biased Webmaster for The New Kolb Aircraft
> > > and builder of a FireStar II.
> > >
> > >
> > > njlabhart(at)kih.net
> > > 1956 Cessna 172 7453A
> > > Graham Lee Nieuport 11 replica
> > > Serial Number 1080, On the Gear!
> > > http://www.users.kih.net/~njlabhart/nieuport.htm
> > > Kolb FireStar II, 1% finished.
> > > http://www.users.kih.net/~njlabhart/FireStar.htm
> > >
> >
> >
>
________________________________________________________________________________
| From: | "Steven S. Green" <GREENSS(at)Bowater.com> |
| Subject: | Old Kolb--> New Kolb |
A1-type: MAIL
I've been reading the Kolb list since Richard Pike told me about it in
Oct. 98, when I went to look at his plane. Since then I've spent lots of $$$
with the old Kolb and the New Kolb, ordered airframe kits in Dec. 98 and engine
w/acc. in May 99 so I have been right in the middle of the transition. There
were some delays but I think for a company changing ownership and relocating it
has been a very smooth transition. (satisfied customer)
I also took my first flying lesson in Oct. 98, soloed Nov.98, and
convinced Evlyen Johnson (90 year old examiner) that I could fly an airplane in
Feb. 99, so I have my ticket.
I am building a Mark III and in the process of covering the control
surfaces and stabilizers. Hope to be flying next spring!
If anyone is interested in a drill jig for drilling the ribs for the
fabric rivets contact Aircraft Technical Support @ 877-877-3334.
Steve
N58SG (reserved)
MK III/582
East TN
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
| Subject: | Re: Poor Customer Service?? |
In a message dated 99-10-20 12:14:01 PM Eastern Daylight Time,
ul15rhb(at)juno.com writes:
<< but as most of us agree, the number of frivolous
lawsuits have skyrocketed into the millions in recent years. In my
opinion, and I'm not a lawyer, this will limit our freedoms here and
could very well lead to our downfall in this good 'ol US of A. >>
Every once in a while I think its worth it to stretch the limits of the
list a bit and get a little off the subject for a moment in order to make
better sense about what we're all talking about. So first things first guys
. . .don't be suckers. Lots of folks tell me that Americans are "sue-happy"
that we bring law suits for all kinds of dumb stuff all the time, and it
terrorizes businesses. Listen guys . . . remember that corporations commit
crimes too, just like regular folk. The only problem is we can't send
corporations to jail-- all we can do is hand them a bill.
Every time a big American company, or their insurance company, get
slugged upside the head for having screwed some little guy or killing a few
consumers, their public relations departments churn out these hand wringing
press releases about how the liability climate is just killing this country.
Don't buy the hype guys.... that's what the big insurance companies want you
to believe. Take it from me, I make my living defending aviation companies.
Usually whether you think the American tort system stinks or not depends
on whether its your ox that's being gored. When the gas tank on your Pinto
blows up or your baby chews on the glass Gerber Baby Food left in the mashed
peas you might see things a little different.
But like I said, arguing about generalities gets us nowhere. So lets
talk specifics, in fact, the more specific the better. In fact, lets bring
this right into our own kitchen. Here are the facts:
Bob McArdle is one of us. A Kolb Mark 3 builder, with a 582. On June
10, 1997, shortly after take off near Findlay, Ohio the rear carb departed
his 582. Its not clear whether the carb got in the prop, but he came down
and got some serious spinal injuries when he put it in a corn field. See the
details at http://www.ntsb.gov/aviation/IAD/97A085.htm
McArdle has sued Rotax on the theory that their method for retaining the
carbs with those screw clamps onto the rubber sockets is not only a bad idea
but a dangerous one. Now before you start jumping up and down think about it
for a second-- that is a key system on the engine and you darn well better
have a good idea for keeping those things attached. I think we all agree
with that part of it, no one would disagree that keeping the carb on the
engine is a good idea, the debate is about whether Rotax's idea was GOOD
ENOUGH.
We all know that as a general design rule vibration intensive
environments like airplanes require that all important fasteners have some
positive way of assuring a nut or bolt won't loosen in service. There are a
bunch of ways to handle that problem from a design standpoint, castle nuts
and cotter pins, nylock nuts, locktite etc.
When I found out about this case I called a buddy of mine who is a top
aviation maintenance guy. He works on the big corporate jets. He told me
that when he is concerned about vibration loosening a screw type clamp that
he simply wraps safety wire around the end of the worm drive and puts the
wire through the slot in the screwhead. Simple. With the safety wire in
place the screw can't turn and the clamp can't loosen.
That sounded so easy I decided that the next time I went out to the
airport that I would safety the screw clamps on my carb sockets. Sounded
like an easy fix. And I was kind of congratulating myself, thinking that was
one less problem I would have to worry about. One less way for me to hurt
myself. But when I looked at my plane I realized that the Rotax clamps don't
have a slot head, they have a Philips head, and there is no way to safety
them.
Damn. Well, that set me back a bit. Key system on the engine held
together by clamps with no locking mechanism. And the drawings in the repair
manual don't say anything about locktite. Hmmmm.
So there you go boys. McArdle is a badly screwed up guy. Busted back--
from what I can gather he's had crushing medical bills, hundreds of thousands
of dollars, and can't work, probably in quite a bit of pain. Assume he was
the breadwinner in his house. Anyone on this list want to tell his wife and
kids to just tough it out, take a little responsibility and quit whinin'? By
the way, Bombardier, Rotax's parent company, is selling corporate jets for
umpty ump per copy and makin' a mint. Anyway, he wants a lot of money from
Rotax.
Listen guys, we all know McArdle was a dope, a real dope, not to pull on
his carbs before flying. The most rudimentary preflight would have revealed
that problem. But I have to tell you, as I sit here I wonder whether I
wouldn't be just a leeetle bit safer if I swapped out those non-locking
clamps and put on some regular breeze clamps with a slot head so I could
safety wire them.
I give you folks this information because you should have the facts about
this stuff. Instead of talking generalities about how American jurisprudence
sucks lets talk specifics about whether there is a better way to attach the
carbs to my engine SO I WON"T GET HURT. There are very few slam dunks out
there guys. Reality just isn't that simple.
You may now talk among yourselves.
________________________________________________________________________________
| From: | "Mike" <quick503(at)aisp.net> |
Well Guys, I just finished priming the fuselage of my MK III. What fun! Here
are a couple of questions that most of us can or will relate to:
1. When you finish priming your airframe with yellow epoxy primer, what will
be the most yellow?
a. the airframe
b. your shoes
c. the floor
d. can't tell because your glasses turned into yellow-tinted sunglasses
2. Overspray will get on?
a. everything
b. your neighbor's car
c. your cat
d. everything except what you were aiming at
3.The best way to handle multiple runs is
a. see the beauty in primer seeking it's freedom as it heads for the floor
b. decide that if it doesn't want to be there then you don't want it there
c. convince yourself that it adds character and individuality to your
airplane
d. turn off the lights ( only works if you are painting at night )
4. If you are feeling discouraged about your progress and you need a boost
to get you going you can:
a. daydream about how people will think of you as a dashing hero as you
stand by your beautiful aircraft.
b. think about all the money you have spent
c. think about how much MORE money you have spent than you thought you
would.
d. spill MEK down the front of your pants while cleaning the paint gun
like I did tonight )
Cheers, Michael
________________________________________________________________________________
| Subject: | Re: Fuselage tube/cage ring too tight |
Will
I had the same problem. I worked all the inside part of the cage ring with
a sanding weel on a hand drill. You know the type with the rubber weel you
slip the sanding ring over (Sears). I also took a little metal off the
fuselage tube where it goes into the ring, I also had a weld fillet on the
inside top of the ring so I put a small notch in the top of the fuselage tube
to get it by the weld fillet. I'm far from finished but I've fitted the
fuselege tube in the cage several times now and it seem OK.
If your FS II turns out like your website it will surly be a winner at the
airshows.
John Mallet
Building a FireStar I
Sulphur, La.
________________________________________________________________________________
| From: | Mike Brown <motavia(at)olypen.com> |
| Subject: | Re: Fuselage tube/cage ring too tight |
Ray L Baker wrote:
>
>
> Will,
> Just passed that hurdle. 100 watt trouble light in ring for a couple of
> hours. Big baggie of ice in end of fuselage tube for 20 minutes. A
> coating of tube seal in ring (any lubricant) and slip in.<
Good idea for the permanent installation, but how is he gonna get it
back out to install the "H" brace? I just did the installation on the
FSII I rebuilt, and when I checked the ring with an inside micrometer, I
found that the ring was far from round. Rather than beat hell out of the
ring, I gently reshaped the tube with a mallet to fit the ring. Tapered
the last 3/16" of tube to get it started, greased it, and using a SOFT
board across the end of the tube- beat it in with a 3 pound hammer. Once
I tapered the end, it went right in, and I was able to wiggle it enough
to get it back out. I personally am glad they made it tight, for you DO
NOT want a root tube loose in its mount, working against the rivits.
Patience,,,
Mike
Olympic Ultralights
________________________________________________________________________________
| From: | Mike Brown <motavia(at)olypen.com> |
| Subject: | Re: Poor Customer Service?? |
Couple things to consider here. I may not have the most U/L hours of
anyone on the list, but I do have 3,000 plus since `93, and as there
were no ultralights to speak of around here when I got started(except
for one ill maintained junker which dont count), I got my degree from
the school of hard knocks. "Murphy" lives in the woods outside my house
and follows me everywhere.
About a year into flying my first plane, I had had very few problems
with my Rotax. Taxiid out to depart one day and the engine quit on the
before take-off run-up. Opened the cowl, and there is the carb hanging
from the cables. Now I KNOW FOR A FACT, that I checked the carbs. Well,
upon investigation, I found that if the sockets are oily, and you
tighten them enough, you can squeeze them right off the engine. (this
was not in the cirriculum at the Rotrash Repair Center school for
dealers, but should be) We now are very careful to clean them til they
are dry as a bone before installing(both surfaces) and then greasing
them after they are tight.
You can safety wire the clamps by wrapping BEHIND the screw, but
admittedly it is a piss-poor system to try to safety wire. If you worry,
go the your local FBO and order small aviation style clamps that have a
loop at each end, lots of room for safety wire.
Also, we safety the carbs to each other, and to the engine, (with a
piece of primer line over the wire) to prevent a lost carb from
momentarily occupying the same airspace as the prop. It may still come
off, but at least it stays put.
I retired from the Coast Guard as an aircraft mechanic/crew chief, and
the first time I saw a Rotax engine I laughed! I could NOT believe that
they didnt have every single nut and bolt safetied in one fashion or
another. I still dont like it. I have had a 127 hour crank fail and try
to kill me, I have been rear ended by a bozo in a Beech Musketeer. Had a
freshly rebuilt radiator send balls of solder into the water pump,
jamming in the impeller blades, causing the impeller to machine the
water pump housing off on climbout. This stuff happens.(Hey LARRY! Was
that you that was with me when that happened?)
The trick to longevity is to THINK about every little thing you do. I
should have rinsed out the rebuilt radiator with HOT water to melt the
flux, which would then have released any trapped solder. But I didnt
know... now you do tho...
The other thing is dont fly over anything you are not willing to land
on. Yes, that sucks, but it is the real world. These engines basically
are dying from the moment you first start them. Only the good Lord knows
when that will be.
It really sux about the spinal injury, and I am NOT saying I think he
should not sue. That should be his decision and he should not be
chastised for it. It is his decision. Hell, I would love to find a
lawyer that would sue the dork that rear-ended me. His head was up and
locked. My business has suffered big time since then for a number of
reasons. When an Ultralight trainer and a spam can collide, who do you
think is to blame until proven innocent?
Takes away a lot of the magic when you`re looking over your shoulder all
the time...
This is what these lists are for, share yer good and bad experiences,
learn from someone elses bad luck.
sorry if this was too long. Back to semi-lurk.
Be careful
Mike
Olympic Ultralights
Cavuontop(at)aol.com wrote:
>
>
> In a message dated 99-10-20 12:14:01 PM Eastern Daylight Time,
> ul15rhb(at)juno.com writes:
>
> << but as most of us agree, the number of frivolous
> lawsuits have skyrocketed into the millions in recent years. In my
> opinion, and I'm not a lawyer, this will limit our freedoms here and
> could very well lead to our downfall in this good 'ol US of A. >>
>
> Every once in a while I think its worth it to stretch the limits of the
> list a bit and get a little off the subject for a moment in order to make
> better sense about what we're all talking about. So first things first guys
> . . .don't be suckers. Lots of folks tell me that Americans are "sue-happy"
> that we bring law suits for all kinds of dumb stuff all the time, and it
> terrorizes businesses. Listen guys . . . remember that corporations commit
> crimes too, just like regular folk. The only problem is we can't send
> corporations to jail-- all we can do is hand them a bill.
>
> Every time a big American company, or their insurance company, get
> slugged upside the head for having screwed some little guy or killing a few
> consumers, their public relations departments churn out these hand wringing
> press releases about how the liability climate is just killing this country.
> Don't buy the hype guys.... that's what the big insurance companies want you
> to believe. Take it from me, I make my living defending aviation companies.
>
> Usually whether you think the American tort system stinks or not depends
> on whether its your ox that's being gored. When the gas tank on your Pinto
> blows up or your baby chews on the glass Gerber Baby Food left in the mashed
> peas you might see things a little different.
>
> But like I said, arguing about generalities gets us nowhere. So lets
> talk specifics, in fact, the more specific the better. In fact, lets bring
> this right into our own kitchen. Here are the facts:
>
> Bob McArdle is one of us. A Kolb Mark 3 builder, with a 582. On June
> 10, 1997, shortly after take off near Findlay, Ohio the rear carb departed
> his 582. Its not clear whether the carb got in the prop, but he came down
> and got some serious spinal injuries when he put it in a corn field. See the
> details at http://www.ntsb.gov/aviation/IAD/97A085.htm
>
> McArdle has sued Rotax on the theory that their method for retaining the
> carbs with those screw clamps onto the rubber sockets is not only a bad idea
> but a dangerous one. Now before you start jumping up and down think about it
> for a second-- that is a key system on the engine and you darn well better
> have a good idea for keeping those things attached. I think we all agree
> with that part of it, no one would disagree that keeping the carb on the
> engine is a good idea, the debate is about whether Rotax's idea was GOOD
> ENOUGH.
>
> We all know that as a general design rule vibration intensive
> environments like airplanes require that all important fasteners have some
> positive way of assuring a nut or bolt won't loosen in service. There are a
> bunch of ways to handle that problem from a design standpoint, castle nuts
> and cotter pins, nylock nuts, locktite etc.
>
> When I found out about this case I called a buddy of mine who is a top
> aviation maintenance guy. He works on the big corporate jets. He told me
> that when he is concerned about vibration loosening a screw type clamp that
> he simply wraps safety wire around the end of the worm drive and puts the
> wire through the slot in the screwhead. Simple. With the safety wire in
> place the screw can't turn and the clamp can't loosen.
>
> That sounded so easy I decided that the next time I went out to the
> airport that I would safety the screw clamps on my carb sockets. Sounded
> like an easy fix. And I was kind of congratulating myself, thinking that was
> one less problem I would have to worry about. One less way for me to hurt
> myself. But when I looked at my plane I realized that the Rotax clamps don't
> have a slot head, they have a Philips head, and there is no way to safety
> them.
>
> Damn. Well, that set me back a bit. Key system on the engine held
> together by clamps with no locking mechanism. And the drawings in the repair
> manual don't say anything about locktite. Hmmmm.
>
> So there you go boys. McArdle is a badly screwed up guy. Busted back--
> from what I can gather he's had crushing medical bills, hundreds of thousands
> of dollars, and can't work, probably in quite a bit of pain. Assume he was
> the breadwinner in his house. Anyone on this list want to tell his wife and
> kids to just tough it out, take a little responsibility and quit whinin'? By
> the way, Bombardier, Rotax's parent company, is selling corporate jets for
> umpty ump per copy and makin' a mint. Anyway, he wants a lot of money from
> Rotax.
>
> Listen guys, we all know McArdle was a dope, a real dope, not to pull on
> his carbs before flying. The most rudimentary preflight would have revealed
> that problem. But I have to tell you, as I sit here I wonder whether I
> wouldn't be just a leeetle bit safer if I swapped out those non-locking
> clamps and put on some regular breeze clamps with a slot head so I could
> safety wire them.
________________________________________________________________________________
| From: | "michael highsmith" <firehawk54(at)hotmail.com> |
"We all do dumb things" but this isn't GUYCO.
It is not hard to imagine what Mr. McArdle was thinking while he was doing
his preflight. Anything except the preflight. Why should all of us have to
pay for his not checking the carb boots for security? It was his
responsibility to do just that. He choose to be the pilot and it was his
responsibility to check the carbs along with the rest of the airplane he was
about to fly. The screws in the clamps that hold the carb boots will not
back out if they are tightened to their specs. not in one 2-3 hour
flight.After that it can be checked again. The resistance from the rubber
compression will see to that. There is no way one can come loose in one
flight not in this lifetime.
Did he use a check list? Do you use a written list while you are
preflighting? A simple tool that has certainly saved me from embarrassment a
time or two and when I did make mistakes it was mostly because I didn't
check everything on the check-list.
Mr. McArdle must have checked the carb clamps at some point or did he? How
can anyone blame Rotax for Mr. McArdle's irresponsibility. Guess who pays
for the law suit if Mr. McArdle wins? You and me. That's right. Now you know
why Rotaxs are high priced. All the less expensive engines out there just
haven't had the exposure that Rotax has----Yet. Those that are high priced
know what is coming. Every lawsuit that goes through court win or lose, you
and I pay for one way or another.
It is sad that Mr. McArdle got hurt by his own ignorant choice and it
doesn't excuse any company's negligence but if you and I are more diligent
in our preflight checks I know we can at least cut down on this type of
mistake. If you don't know ask someone else until you are sure that your
plane is safe and then you will only have to look out for those
unforeseeable problems.
? If you were to hit yourself on the hand with a hammer while driving a nail
would you sue the hammer company or would you be more careful?
We have a standing rule in our club. If it flies into our field or our
fly-in it is our responsibility to look at all planes with a critical eye
for unsafe conditions and then give our opinions to the pilot who is flying
that plane because it effects us all. Now if that pilot goes off and hurts
himself because he choose to ignore our suggestions, well it wasn't because
he wasn't told but it still hurts us in the long run. How many times have
you heard the story about the guy that was told about his unsafe plane or
his unsafe flying and found out later that the very thing he was told hurt
him?
Then it is "Those dammed ol'airplanes will kill you, you shouldn't be
flying'm ".
Please fly safe, I don't want to pay for any more of your mistakes than I
have to. I know some can't be helped. We all live on the same planet. We are
all connected one way or another.
Firehawk
________________________________________________________________________________
| From: | Richard Pike <rpike(at)preferred.com> |
| Subject: | Re: Fuselage tube/cage ring too tight |
>
>Last night Dave and I tried to fit the fuselage tube to the cage. The steel
>ring is too tight a fit. We did the emery paper, used silicon, tapped the
>fuselage tube with a block of wood and hammer with no success.
>I have to fit it, drill the holes for the H section then take it off and
>install the H section before I permanently attach it.
>Any recommendations would be greatly appreciated.
>
>Will Uribe
>Building a FireStar II
>El Paso, TX
How about a little grinding wheel in a Moto-Tool, run it around & around
the inside of the steel ring?
Richard Pike
MKIII N420P (42OldPoops)
________________________________________________________________________________
| From: | Richard <swidersk(at)digital.net> |
| Subject: | Re: Poor Customer Service?? |
Cavuontop:
You wrote, " ....Usually whether you think the American tort system stinks
or
not depends on whether its your ox that's being gored......" If it stinks, it
stinks. You might dress it up, shine a different light on it, paint it another
color, or try to sanitize it like making a bathroom fart smell like pine sent.
You may disquise it & fool the senses with emotional appeal, but if the truth is
examined, a fart stinks & thats a slam dunkin absolute fact. What stinks here
is
is blaming other people (& whether or not Rotax is neglegent, and of course they
are, doesn't make any difference) for consequences of risks that we have freely
&
knowing chosen. Bob, who lost his carb, knew that the engine was not certified
or guaranteed in any way not to bring him into harms way. If that engine helped
him win a million dollar race, I'm sure he & his lawyer wouldn't think of holding
Rotax responsible & therefore feel obligated to share with Rotax the consequences
of winning. Bob knew flying is dangerous, that he was putting his life & his
family's welfare at risk by getting into that Rotax powered Kolb. Because of
your logic, econnomical engines are not available, & now Rotax will be even more
unaffordable to all the "Poor Bobs" out there. While he's at it he should sue
Bing Carb.Co., they surely knew about this problem too. By the way, why do you
suppose you can't buy Mikuni carbs for aircraft use anymore, & why did Kawasaki
leave the ultralite market & why did my buddy quite his ultralite business & Why
did that wonderful Florida propellor company, AquaProp, close up shop & use their
props for clocks? (MR C., these are not sucker stories put out by big company
public relation conspiracy think tanks, these are real tragedies with real
people.) This happened, Not because of negligence, but because our legal system
is stinking! And after Bing goes out of the UL market, another more inferior carb
will take its place or maybe we'll be forced to buy fuel injection because
simplistic carbs are immorally dangerous to the masses. Maybe Poor Bob should
just keep doing this perfectly legal process (that's what makes it right,
doesn't it?) & sue TNK while he's at it, for certainly they knew this problem
existed yet still provided this engine package on there craft? Then all the Poor
Bobs out there will have to buy used Kolbs or build their own design, assuming
they can still find an engine manufacturer that will sell them an engine that
they can afford. Mr. C., there are a lot of slam dunks out there, issues that
are clearly right or wrong, but people are putting a spin on them and using them
for profit, or as a suave for a decision they regret making. Unfortunately this
victimization thinking is killing small business and our personal freedom. Life
has a lot of farts in it, and those who really live life encounter a higher share
of them. If I walk into an elevator & a poor lonely fellow just cut one loose
before the door opened, I guess I could sue him for nasal rape & personal
suffering, & sue his resturant for not serving Beano with its beans. Or, I could
strike up a conversation with him about the times I cut some real wing dingers.
I would then die a happy man with lots of friends & no enemies, knowing I'll be
forgiven because I too forgave. That is what reality is really about. And it
is
that simple.
....Richard who can't bite his tongue Swiderki
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: Poor Customer Service?? |
Nope, tho' we sure did have adventures. Big Lar.
----- Original Message -----
From: Mike Brown <motavia(at)olypen.com>
Sent: Wednesday, October 20, 1999 8:32 PM
> freshly rebuilt radiator send balls of solder into the water pump,
> jamming in the impeller blades, causing the impeller to machine the
> water pump housing off on climbout. This stuff happens.(Hey LARRY! Was
> that you that was with me when that happened?)
________________________________________________________________________________
| From: | Richard Pike <rpike(at)preferred.com> |
Reference the mention of Rotax carbs falling off: here's a way to prevent it:
On the 532's and the 582's there are castings on the intake side of the
engine that have some threaded holes in them, but no other apparent
purpose. You can use those to positively secure the carbs/aircleaner to the
engine. What we are going to make is a strap with pivots built in that goes
from the crankcase out around the outside of the airfilter element and back
to the case.
Make an aluminum strap that is about 3/4" wide and 3/32" thick and long
enough to go lengthwise across the outside of the single/dual air filter
element, extend a little past the edge, and then turn and point toward the
engine. Rivit it to the outside face of the filter.
Make some stout angle brackets and bolt them to the tapped 8mm holes in the
case. The outside face of those angle brackets should be vertical, point to
the strap that fits across the airfilter, and have a 3/16" hole in each one.
Make up two connector straps, one to attach to each end of the rivited on
air filter strap, and the other end to attach to the angle brackets that
you just bolted to the case.
Use AN-3 bolts and fibre locknuts, and leave just a little slack in the
bolts so that the carb/airfilter assembly can flex up and down, but not go
in and out.
What you now have is a flexible strap with dual pivots on it that will not
let your carbs get away no matter what. It takes just a little longer to
take the carbs off, but you only need to remove 2 bolts that are easy to
get to.
You can probably make a similar system for the 503 or even the 447, but you
would have to make the angle brackets on the case attach to the outside
intake manifold mounting bolts, and the strap might have to be angled a bit
since the manifold bolts are high/low on opposite sides. It wouldn't be as
neat, but it I think it would work.
Richard Pike
MKIII N420P (42OldPoops)
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
A thought while I'm thinking about that fuselage tube. Various things I'd
heard and read about the dangers of scratching that fuselage tube, ( and the
wing spars ) had me very paranoid. Ole Worry Wart Lar had visions of spars
breaking because of some microscopic scratch somewhere, and dumping my
precious butt out of the sky. When the time to install those 3 H-beams came
around, I built jigs, drilled holes, and when all was ready, (no jokes about
trim to fit this time) I took padded clamps, squoze the tube into a slight
oval, thoroughly cleaned out any grit with a clean rag, gently slid the
beams into place, located them precisely, and released the clamps. Glad I
did it that way, cause they're a tight fit. I'm not real sure how much of a
scratch, if any, is permissible, but there sure would have been some, and
like I say, "That's me up there ! ! !" Cautious Lar.
________________________________________________________________________________
| From: | Mike Brown <motavia(at)olypen.com> |
| Subject: | Re: Poor Customer Service?? |
Richard wrote:
>
>
> Cavuontop:
>
> You wrote, " ....Usually whether you think the American tort system stinks
or
> not depends on whether its your ox that's being gored......" If it stinks, it
> stinks. You might dress it up, shine a different light on it, paint it another
> color, or try to sanitize it like making a bathroom fart smell like pine sent.
> You may disquise it & fool the senses with emotional appeal, but if the truth
is
> examined, a fart stinks & thats a slam dunkin absolute fact. What stinks here
is
> is blaming other people (& whether or not Rotax is neglegent, and of course they
> are, doesn't make any difference) for consequences of risks that we have freely
&
> knowing chosen. Bob, who lost his carb, knew that the engine was not certified
> or guaranteed in any way not to bring him into harms way. If that engine helped
> him win a million dollar race, I'm sure he & his lawyer wouldn't think of holding
> Rotax responsible & therefore feel obligated to share with Rotax the consequences
> of winning. Bob knew flying is dangerous, that he was putting his life & his
> family's welfare at risk by getting into that Rotax powered Kolb. Because of
> your logic, econnomical engines are not available, & now Rotax will be even more
> unaffordable to all the "Poor Bobs" out there. While he's at it he should sue
> Bing Carb.Co., they surely knew about this problem too. By the way, why do you
> suppose you can't buy Mikuni carbs for aircraft use anymore, & why did Kawasaki
> leave the ultralite market & why did my buddy quite his ultralite business &
Why
> did that wonderful Florida propellor company, AquaProp, close up shop & use their
> props for clocks? (MR C., these are not sucker stories put out by big company
> public relation conspiracy think tanks, these are real tragedies with real
> people.) This happened, Not because of negligence, but because our legal system
> is stinking! And after Bing goes out of the UL market, another more inferior
carb
> will take its place or maybe we'll be forced to buy fuel injection because
> simplistic carbs are immorally dangerous to the masses. Maybe Poor Bob should
> just keep doing this perfectly legal process (that's what makes it right,
> doesn't it?) & sue TNK while he's at it, for certainly they knew this problem
> existed yet still provided this engine package on there craft? Then all the
Poor
> Bobs out there will have to buy used Kolbs or build their own design, assuming
> they can still find an engine manufacturer that will sell them an engine that
> they can afford. Mr. C., there are a lot of slam dunks out there, issues that
> are clearly right or wrong, but people are putting a spin on them and using them
> for profit, or as a suave for a decision they regret making. Unfortunately this
> victimization thinking is killing small business and our personal freedom. Life
> has a lot of farts in it, and those who really live life encounter a higher share
> of them. If I walk into an elevator & a poor lonely fellow just cut one loose
> before the door opened, I guess I could sue him for nasal rape & personal
> suffering, & sue his resturant for not serving Beano with its beans. Or, I could
> strike up a conversation with him about the times I cut some real wing dingers.
> I would then die a happy man with lots of friends & no enemies, knowing I'll
be
> forgiven because I too forgave. That is what reality is really about. And it
is
> that simple.
> ....Richard who can't bite his tongue Swiderki<
That is not the real world Richard! What you describe is how it SHOULD
be, but it aint gonna happen. It will more than likely get a lot worse
before it gets better, and there has to be a middle ground somewhere.
Look,,, what if the Dork that rear-ended me on approach had killed my
student and myself, and maybe a bunch of people in the crowd at the
fly-in? Should my wife not be able to sue his estate because I knew
flying was dangerous? What about the people on the ground that KNEW that
airplanes could crash into each other and fall on them? The lady cooking
in her kitchen gets a stray bullet between the eyes from a drive by
shooter. Dang her for not knowing better!
I`m not trying to be funny. Or nasty, but there has to be a middle
ground somewhere. I dont think it is for us to judge whether he should
sue or not. Let him decide. When the s#!+ hits the fan closer to home,
it feels different. Trust me. The gent that made the comment earlier
about the loser having to pay BOTH parties expenses makes good sense.
I will speak no more on this.
Mike
________________________________________________________________________________
| From: | Possum <possums(at)mindspring.com> |
| Subject: | Re: Experimenter/ TNK aircraft |
>I will be at Jones Light/Smith Station this weekend if the weather is OK.
>Anyone that wants to see a Kolb MKIII and a Ferguson FII side by side.
Me to, if the winds aren't blowing 25mph & I don't freeze to death, I'll
have to cover my jet intakes. If anyone wants to see a half & half.
________________________________________________________________________________
| Subject: | Re: Responsibility |
In a message dated 10/20/99 11:43:43 PM Eastern Daylight Time,
firehawk54(at)hotmail.com writes:
<< Please fly safe, I don't want to pay for any more of your mistakes than I
have to. I know some can't be helped. We all live on the same planet. We are
all connected one way or another.
Firehawk
>>
thank you firehawk and Cavuontop.....both of you are very smart guys and I
am happy you contribute to the list. ........................... GeoR38
________________________________________________________________________________
| Subject: | Re: Poor Customer Service?? |
In a message dated 10/21/99 12:40:35 AM Eastern Daylight Time,
swidersk(at)digital.net writes:
<< If I walk into an elevator & a poor lonely fellow just cut one loose
before the door opened, I guess I could sue him for nasal rape & personal
suffering, & sue his resturant for not serving Beano with its beans. Or, I
could
strike up a conversation with him about the times I cut some real wing
dingers.
I would then die a happy man with lots of friends & no enemies, knowing I'll
be
forgiven because I too forgave. That is what reality is really about. And
it is
that simple.
....Richard who can't bite his tongue Swiderki >>
Jesus was very successful with his parables and Swidierski, I think your
approach to the passionate subject at hand runs a near fumistic parallel!!
At least I feel better now that you've said it and I'm sure you do too!!
GeoR38
________________________________________________________________________________
| From: | gerken(at)us.ibm.com |
| Subject: | (theoretical) carb attachment improvement |
I have a working (102 hours) solution to the carb-securing problem which does
not use safety wire. My air filter is the oval dual unit, but the idea could be
adaptable to other types as well. I have attached a pc of flat stainless to the
air filter by drilling thru the hard rubber/plastic body part and stainless
bolting with Nylocs the flat stainless tab to the filter. The tab is 3/4" wide
by 5" long, and aims upward. The end of the tab has a 1/4" hole in it. Another
tab is bolted onto the engine at a convenient point (mine is the water outlet
spigot bolt on the side of the head), this tab is bent outward and aims downward
toward the first tab, and this 2nd tab also has a 1/4" hole in it. The two tabs
are then bolted together by using the two 1/4" x 20 studs on an ordinary 1"
shock mount. These are available mailorder from surplus places, and are the
same part as Rotax supplies with their dual radiator kits, they are about 1"
diameter and 1" long, plus about 3/4" of threaded 1/4"x20 (metric in the case of
the Rotax part number) stud on each end. The shock mount will deteriorate in a
couple years but is very cheap to replace.
I do not bother safety wiring any of this now because simultaneous failure of
any two points will not cause parts to fall off. It would require the failure
of all three points at once (both carb sockets on the engine side or both
clamped attachments to the air filter, simultaneously failing when the
shock-mount system described above also failed at one of its four possible
failure points), to cause carbs to enter propeller.
Even with this almost-error-proof system, I inspect every bit of it before each
flight. The possibility of the carbs coming off the engine in flight is VERY
CLEARLY described in the Rotax operators literature and the Service manual. If
I was chosen for jury duty I would send the guy packing. He knew what he was
doing if he read the manual, and if not, he is more to blame than Rotax. Rotax
warned him to assemble carefully, inspect often, safety wire the air cleaner.
And they told him the consequences of failing to do these steps. What part of
their actions shows negligence? Do you want to fly a $50000 ultralight or
what!? Soon GA will look cheap if this keeps up.
PLEASE NOTE:
The preceeding technical description is not a plan nor a recommendation of any
kind. It is presented by an individual not necessarily authorized and qualified
to give Mechanical Engineering consultation. It is not recommended that anyone
follow these descriptions without independent safety testing and evaulation.
The author has presented these concepts as topics of discussion only, and in no
way is recommending any deviation, addition, or ommision from the official Rotax
and/or Kolb Aircraft literature, operating guides, or assembly manuals.
(I guess this is how far we've come now).
Jim
________________________________________________________________________________
| From: | ggleiter(at)minn.net |
| Subject: | Re: Experimenter/ TNK aircraft |
michael highsmith wrote:
>
>
> To get the magazine you first have to be a member of EAA. Then ask for the
> Experimenter instead of the usual Sport Pilot. There is a big difference,
> but you have to ask for it.
You say "Then ask for the Experimenter instead of the usual Sport
Pilot." You mean instead of the usual Sport Aviation, the standard
journal of EAA. Sport Aviation is a much more general aviation
periodical, covering the whole range of aircraft categories, while
Experimenter is oriented toward ULs and other light aircraft.
One can also simply subscribe to Experimenter for $20 and receive it in
addition to Sport Aviation. Also, I doubt that one has to be a member
to subscribe to Experimenter. Simply send a check to EAA for $20 and
request the Experimenter.
gil leiter
MAPLEWOOD, MN
________________________________________________________________________________
| Subject: | Re: Poor Customer Service?? |
| From: | Ralph H Burlingame <ul15rhb(at)juno.com> |
This proves a good point: A pilot can have an operational aircraft and if
he injures himself do to an oversight of his own, he blames the
manufacturer and wants compensation for it. Yes the man is injured and
this is a terrible tragedy, but he has no one else to blame but himself.
How is it that thousands of other pilots have never had the air filter
come off in flight? Is it dumb luck or what? Maybe it just might be
that they checked to MAKE DAMN SURE that it won't come off BEFORE leaving
the ground. Even if it did come off in flight, had it been SAFETY WIRED
(and Rotax DOES provide holes for safety wire on the side of the
carburetor for this purpose) this tragic event would NOT have happened in
the first place! Yes, it's very obvious to me and thousands out there
that Rotax's idea of a screw clamp is "GOOD ENOUGH" because it works AND
there is very little evidence to the contrary (you'd love to have me in
court wouldn't ya?).
Accidents don't just happen, they usually happen because of an oversight
or careless mistake.
Ralph Burlingame
Original FireStar, 12 years flying
> So there you go boys. McArdle is a badly screwed up guy. Busted
>back--from what I can gather he's had crushing medical bills, hundreds
of
>thousands of dollars, and can't work, probably in quite a bit of pain.
>Listen guys, we all know McArdle was a dope, a real dope, not to
>pull on his carbs before flying. The most rudimentary preflight would
have
>revealed that problem.
________________________________________________________________________________
| From: | "Vic Worthington" <vicw(at)vcn.com> |
| Subject: | Re: Kolb-List Digest: 10/20/99 |
I use the squeeze clamps - (the black clamps with the yellow pads that cost
a lot of money at Wal-Mart) to gently reshape the tube to fit my out of
round ring. They work great.
________________________________________________________________________________
| Subject: | air cleaner needs safety wire |
| From: | Ralph H Burlingame <ul15rhb(at)juno.com> |
Guys,
There is a very simple solution to the "air-filter-falling-off-problem".
1) Puncture two holes near the top of the air filter into the hard
rubber.
2) Run safety wire though the punctured holes, around the carb body and
in the provided channel on the engine side of the carb leaving some wire
left over. Twist the two wires together and your air filter will never go
through the prop.
While I'm on the subject; to clean the air filter, take it off and soak
it in a solution of liquid dishsoap or laundry detergent and water for a
couple of days, then rinse thoroughly. Let it air dry for another 2 days,
then spray it with the air filter oil. It's nice to have 2 filters to
alternate, there is no down time.
Ralph Burlingame
Original FireStar, 12 years flying
________________________________________________________________________________
| From: | "Vic Worthington" <vicw(at)vcn.com> |
| Subject: | Re: Kolb-List Digest: 10/20/99 |
I feel sorry for the guy that got injured because his carburetor fell off
but he forgot rule #1. "If it can come off, it will come off in flight".
Safety wire the carburetor and the air filters. Use a cobalt bit to drill
a safety wire hole in the head of the attaching screw on the carburetor. I
safety the air filter to the carburetor and attach a wire from the
carburetor to the engine so that if the carburetor does come loose it
doesn't go thought the prop.
Then practice, , practice engine out landings.
Rocketman
________________________________________________________________________________
| Subject: | American tort system does stink |
Did you all hear a jury awarded $2.22 million to American Airlines passengers
who were thrilled for 30 seconds of severe turbulence?
That was always called an act of God, now a jury blames the airline.
Read about it at
http://dailynews.yahoo.com/h/ap/19991008/us/fear_of_death_1.html
Do not achieve
________________________________________________________________________________
| From: | Mike Brown <motavia(at)olypen.com> |
| Subject: | Re: American tort system does stink |
Consider this: Those same people probably go to the amusment park and
PAY money to ride the "Zipper" and all the other wierd machines that
fling them all over hellandgone. What a laugh.
Mike
WillU(at)aol.com wrote:
>
>
> Did you all hear a jury awarded $2.22 million to American Airlines passengers
> who were thrilled for 30 seconds of severe turbulence?
> That was always called an act of God, now a jury blames the airline.
> Read about it at
> http://dailynews.yahoo.com/h/ap/19991008/us/fear_of_death_1.html
>
> Do not achieve
>
________________________________________________________________________________
| From: | WGeorge737(at)aol.com |
| Subject: | Positive Rotax stories |
Hi Gang;
It seems that the tales of engine performance usually found on the list
relate to failures of various types. Obviously some failures are purely
mechanical and some are human induced.
It would be informative to list members to get some stories of high
reliability with no failures. Info would include time on the engine,
months/years of operation and maintenance/inspection procedures used.
I'm sure there are folks out there that have been happily humming along.
Would like to hear from you.
Bill George
Mk-3 582
________________________________________________________________________________
| From: | "Ron C Reece" <rcreec(at)ftw.rsc.raytheon.com> |
| Subject: | Experimenter Mag. |
Group
I am an EAA member and have contacted same to order "Experimenter Mag.".
Thanks to everyone who responded.
Ron Reece
________________________________________________________________________________
| From: | Richard <swidersk(at)digital.net> |
| Subject: | Re: Poor Customer Service?? |
Mike Brown wrote:
> -->>> and there has to be a middle ground somewhere.
> Look,,, what if the Dork that rear-ended me on approach had killed my
> student and myself, and maybe a bunch of people in the crowd at the
> fly-in? <<<<<
Mike, I agree with most of what you said. It is not my intent to criticize
all
law suits. ...Richard S
>
________________________________________________________________________________
| From: | RWilliJill(at)aol.com |
| Subject: | tailwheel for firestar II |
Hello Kolbers
Just have recently started on my firestar II project and am enjoying every
minute of it. I have a question, would there be a lot of concern about using
one of the small full swivel tailwheels that are being supplied for the mark
III and slingshot on the firestar II? Or will the extra added weight, however
much,
start putting it to close to the rear most c.g. allowance? From what I''ve
read
on the kolb list, it seems that most firestars end up tail heavy. Is that
correct?
If someone who has installed one on a firestar II can give me some advice, I
sure would appreciate it.
Ron Williams
NC
________________________________________________________________________________
| From: | Mike Brown <motavia(at)olypen.com> |
| Subject: | Re: Positive Rotax stories |
Good idea Bill. I`ll jump at the chance to change the subject to a
positive. We are not going to change people. They will always do dumb
stuff. We need to help each other(those that will listen to those that
have been there and done it)do it right.
I teach U/L flight as my only source of income (low income that is), so
have racked up lots of hours. Since 1994 we have had 2 (two) engine
failures.
1) Had a hot running engine in my Merlin, so had the radiator rodded out
as part of the ongoing process of getting the temp down. The shop used
too much solder, leaving balls of free floating solder in the rad. We
theorize that we didnt hear them rattling around due to the flux holding
them till the engine heat turned the flux back to a liquid state.
Did a normal run-up, and took off. At about 100 ft agl I noticed green
liquid flowing past the open doorway, declared an emergency (busy
international airport)circled and landed just as the solder in the pump
vanes finished machining off the water pump cover, dumping the last of
the coolant.
No harm to the engine, just my nerves.
2)1997, in the Desert Eagle(plane I designed and built because the Rans
S12 was too small to train with day in and day out). Was returning from
another airport solo, decided that I should fly along the cliffs over
the beach and enjoy the view. I was doing EXACTLY what I teach my
students NOT to do. I was flying along thinking that if the engine was
to quit, I would be up the creek without the paddle. Three and 1/3
seconds later, the engine seized up tighter than a bulls butt. I was 50
or 60 feet obove the water(shallow)with cliffs (tall)and just enough
beach to put the left main tire on. Landed full flare, full flaps, fully
puckered! Was a wet one. Never did find the seat cushion.. :O
After we disassembled the plane and carried it up the cliffs, and got it
home, we found the mag end rod welded to the crank. NO other damage, but
we did change the piston due to some molton copper being thrown up into
the side of the piston. The crank was a NEW late model crank from Rotax,
total time since new- 127 hours.
Being a repair center, I asked Rotax to replace the crank, or at least
pro-rate it. They said "you must have a failure in the oil pump, or a
plugged oil inj line" I responded with the fact that I already had it
flying again with a new crank, and a new piston, so how come the new one
hasnt failed yet? (Note: I ended up running the engine to a 304 hour tbo
after that with ZERO problems, no de-carbon jobs, nothing. That engine
has well over 1000 hours now.).Screw Rotax.
Thats it. In over 3000 hours(3300 +/-), just one Rotax related failure.
What do we do?
1)Pennzoil
2)Ivoprops (smoother the engine runs, longer it will live)
3)No decarbon jobs, no teardowns till 300 hrs. NEW crank every 300 hrs.
4)Remove carbs and exhaust every 100 hrs and borescope the inside, and
look for loose rod journals, discoloration, mice, bullet holes, ect.
5)25% "Power Punch" additive in gearbox.
6)Set prop to never exceed 6400 in level flight(6250 static).
7)Cruise at 6000 if possible(there is usually a "sweet spot" within 50
or 100 rpm of 6K. I get to rebuild lots of Rotax engines that people run
slow, to be "NICE" to their engine.
8)Run em! Sitting around is the worst thing you can do to an airplane.
In the Coast Guard, if a plane sat for a week unused, we could count on
having lots of problems crop up. Rotaxes are worse. Micro-corrosion on
bearing surfaces is a killer. Gas goes rotten and people use it anyway.
seals dry out, ect.
9)If we know we will not fly one of the trainers for at least two weeks,
or a week during wet weather, we pull the aircleaners, open the
throttles all the way, (pull the plug wires off for cryin out loud!)and
crank the engine while spraying in Outboard Fogging Oil. When you are
ready to run it again, just pull the exhaust plug out of the tailpipe
and run it.
10) Remember that you are flying a two stroke engine, and that it may
quit any second, and fly accordingly.
Disclaimer: :) If you follow this advice and crash and start a suit
against me I will be hunting you down like a good redneck should.
Seriously, this is just the way I do it. It works great for us, and has
for a long time. I dont know it all. Dont want to know it all. Just know
what works for us.
I am actually pretty impressed with the Rotax engine. They work hard,
and if taken care of and used often, they last a long time. Mark
Bierley, owner of Earthstar, has run a 503 past 1700 hours with NOTHING
done to it. That is not bad if you consider the rpm they are turning.
Until the sport pilot goes thru, and I can stick a 912S on my trainers,
I will be happy with my Rotrash engine! :)
(better than being a ground pounder!!!!!!!!)
Mike"Dont like walkin`" Brown
WGeorge737(at)aol.com wrote:
>
>
> Hi Gang;
>
> It seems that the tales of engine performance usually found on the list
> relate to failures of various types. Obviously some failures are purely
> mechanical and some are human induced.
>
> It would be informative to list members to get some stories of high
> reliability with no failures. Info would include time on the engine,
> months/years of operation and maintenance/inspection procedures used.
>
> I'm sure there are folks out there that have been happily humming along.
> Would like to hear from you.
>
> Bill George
> Mk-3 582
>
________________________________________________________________________________
| From: | RWilliJill(at)aol.com |
| Subject: | tailwheel for firestar II |
Hello Kolbers
Just have recently started on my firestar II project and am enjoying every
minute of it. I have a question, would there be a lot of concern about using
one of the small full swivel tailwheels that are being supplied for the mark
III and slingshot on the firestar II? Or will the extra added weight, however
much,
start putting it to close to the rear most c.g. allowance? From what I''ve
read
on the kolb list, it seems that most firestars end up tail heavy. Is that
correct?
If someone who has installed one on a firestar II can give me some advice, I
sure would appreciate it.
Ron Williams
NC
________________________________________________________________________________
| From: | Possum <possums(at)mindspring.com> |
| Subject: | Re: Positive Rotax stories |
>
>Good idea Bill. I`ll jump at the chance to change the subject to a
>positive. We are not going to change people. They will always do dumb
>stuff.
Been flying UL's since 1983. Have had 6 engine outs (actually that's only
about 1 every three years).
Only one might be considered the "engine's fault". I think is was a bad
plug on a 447, or clogged fuel filter at the wrong time, wrong place. Not
really sure as it started to rust after being under water all night.
The other 5 times could possibly be considered pilot error, or you might
say I misjudged my fuel just a "tad". No serious damage was ever done to
the plane except the water landing. I no longer use an aluminum tank (now
use a see-through plastic tank), no longer trust gas gages of any kind, no
longer trust sight gages unless I can turn and "see" the gas in the tank.
Used up three engines and still flying, still having fun.
Sully
________________________________________________________________________________
| From: | "Chris Sudlow" <suds77(at)earthlink.net> |
| Subject: | covering the tail |
Group,
Wondering what tapes are used on the tail feathers & where. The fabric
overlap is an obvious place - 2" or 3" tapes? Also, what about the "sides" &
trailing edges of the elevators?- do they get tapes?
Thanks for the help. Always appreciate the help on the list.
chris
________________________________________________________________________________
| From: | "David Bruner" <brunerd(at)hvi.net> |
Does the group's wisdom have an opinion about this: Would 1.5 hrs flight
time with an extremely unbalanced prop cause accelerated wear on the gearbox
such that it would cause more chatter at idle? With a previous well
balanced 2 blade prop the chatter would quit about 2000 rpm, now after
replacing the unbalanced prop with a brand new GSC 3 blade it takes at least
3000 rpm before the gearbox chatter dies down. Or is this just the nature
of 3 blade props? BTW, There is not much difference in performance between
the original 2 blade and the new 3 blade and I must now admit that this 503
SC is doing all it can.
Ok, one more, please? - what are you other Mk II drivers using and how does
yours perform, say with both seats warmed and 6 gal of fuel? My instructor
says it does OK solo, but with both of us on board - that's 330# - on a 60*
day, he estimates it was only getting about 300 fpm climbout.
TIA
David Bruner
(Orphaned?) Mk II #202
Kingston, NY
________________________________________________________________________________
| From: | owner-kolb-list-server(at)matronics.com |
| Subject: | The foreigner again. |
Dear Lister.
I sure have enjoyed the replyes to my last input, on your law system.
Great points on doing your preflight and making sure that your plane
is working properly before flying.
I am sorry for Mr. McArdle, It is always terrible when accidents happen,
and of course they will affect our closest family. I think about what will
happen to my family if I die in an accident in my Firestar.
I think that is what makes me check everything even better, before I go
flying.
Because it ismy responsibility to do just that. No one else can take that
blame.
Mr. Cavuontop wrote " remember that corporations commit crimes too, just
like regular folk.
The only problem is we can't send corporations to jail-- all we can do is
hand them a bill."
The only thing we can do is not to do business with corporations that sell
products
that are unsafe. Then they will go out of business. If it is pure
negligence, OK sue them.
But do not sue someone for your own mistakes.
I have built two Firestars, and have enjoyed it very much. Have just
started to fly this
great fun machine, and I built it, not Kolb. But they did everything they
could to help me
reach this goal. Designed a great safe plane, sold me all the material, so
that I could
build according to their plans, and if I had any problems, they helped
there too.
This is all I ask for, and would never even think of suing this great
company for doing
all this for me. Of course I payed for this service, and only for the
service provided.
I did not expect anything more that the plans, and the material. Building
support came free.
I knew exactly what I was doing when I orderd the kit.
Because the legal system is this way, TNK should protect themselfs from the
Lawyers and
the possibility that someone will sue them for something they did not do.
But I think the list members here are not that kind of people. This is why
it is so much
fun and a privelidge to be a part of it, and I thank you.
Sorry for critizising your leagal system. (and for bad spelling)
Best regards from Iceland. Happy flying.
Johann G.
________________________________________________________________________________
| From: | MitchMnD(at)aol.com |
| Subject: | Re: Quick Starting Fluid |
I was having a particularly hard time starting my 447 last Wenesday when a
friend suggested I give her a shot of "starting fluid" ( ether-based spray
sometimes used on hard-starting diesels). I just happened to have a can in my
truck and sounded like it might just work so I gave her a brief shot on the
air filter. I was astonished when she started the instant I began to pull the
starter rope. I'm sure there must be a down side to this phenomena and I will
not use it again untill I know more about it. The engine ran great and I flew
for 20 minutes ( not too far from any landing sites ). Bombs away !!!!!!!!
Duane the plane in Tallahassee.
________________________________________________________________________________
| From: | Cliff / Carolyn Stripling <striplic(at)tetric.com> |
| Subject: | Re: covering the tail |
Chris,
>Wondering what tapes are used on the tail feathers & where. The fabric
>overlap is an obvious place
...and the only place.
- 2" or 3" tapes?
As I remember without checking, the only place I used 3" was on the leading
edge of the main wing.
>Also, what about the "sides"
Yes.
>trailing edges of the elevators?- do they get tapes?
No. On the trailing edge it is one continuous piece of cloth going around
the tube. Also it will add weight in the worst possible location.
Later,
--
Cliff & Carolyn Stripling
801 Avenida Serena, Marble Falls, Texas 78654
Vista Del Rio (Central Texas Hill Country)
(830)693-9333 (voice) -7633 (fax)
________________________________________________________________________________
| Subject: | Re: tailwheel for firestar II |
In a message dated 10/21/99 6:52:25 PM Eastern Daylight Time,
RWilliJill(at)aol.com writes:
<< I have a question, would there be a lot of concern about using
one of the small full swivel tailwheels that are being supplied for the mark
III and slingshot on the firestar II? Or will the extra added weight,
however
much,
start putting it to close to the rear most c.g. allowance? >>
My FS I balances dead center between allowable parameters, however, that's
with only a 5 gal. tank and I weigh 265 lbs. I do have a "C " box with a 3
blade Warp prop.
If you are running 10 gallons and don't weigh about 220 lbs or more you will
probably be near the rear most allowable CG. You probably don't need to add
that extra weight at the tail.
Howard Shackleford
FS I
SC
________________________________________________________________________________
| Subject: | Re: Positive Rotax stories |
Hi guys,
I have a whopping four hours on my 503 and she purrs like a kitten You can
bet I will safety the carb and air cleaner next time out. Last Sunday i flew
around the pattern a few times and headed about two miles northover some
stone quarries and then went west and followed some railroad tracks.Not
exactly a transcontinental journey but i felt like i just came home from a
"John Hauck" trip. I'm having a ball already and i haven't even gone to a new
field yet! For all those still building keep up the good work-it's worth it.
John Bruzan FS2 503 Warp Drive Chicago
________________________________________________________________________________
| From: | Richard <swidersk(at)digital.net> |
| Subject: | Re: Quick Starting Fluid |
Duane,
I too made that discovery with same results but my mechanic buddy says that
it is a bad idea as the Either washes the lubrication off the cyl. walls, can
cause gulling & severe detonation. Why is it if its fun or easy its always
bad?! ...Richard
MitchMnD(at)aol.com wrote:
>
> I was having a particularly hard time starting my 447 last Wenesday when a
> friend suggested I give her a shot of "starting fluid" ( ether-based spray
> sometimes used on hard-starting diesels). I just happened to have a can in my
> truck and sounded like it might just work so I gave her a brief shot on the
> air filter. I was astonished when she started the instant I began to pull the
> starter rope. I'm sure there must be a down side to this phenomena and I will
> not use it again untill I know more about it. The engine ran great and I flew
> for 20 minutes ( not too far from any landing sites ). Bombs away !!!!!!!!
> Duane the plane in Tallahassee.
>
________________________________________________________________________________
| Subject: | Re: (theoretical) carb attachment improvement |
To Jim Gerkins,
After reading your disclaimer at the end of this post, I've decided that if I ever
need an attorney YOU WILL BE THE MAN! You may not be a real lawyer but you'd get
my
vote any day with words like those.
Know how to tell the difference between a dead lawyer and a dead skunk in the road?
The dead skunk has skid marks leading up to it.
Thanks, Bil
gerken(at)us.ibm.com wrote:
>
> I have a working (102 hours) solution to the carb-securing problem which does
> not use safety wire. My air filter is the oval dual unit, but the idea could
be
> adaptable to other types as well. I have attached a pc of flat stainless to
the
> air filter by drilling thru the hard rubber/plastic body part and stainless
> bolting with Nylocs the flat stainless tab to the filter. The tab is 3/4" wide
> by 5" long, and aims upward. The end of the tab has a 1/4" hole in it. Another
> tab is bolted onto the engine at a convenient point (mine is the water outlet
> spigot bolt on the side of the head), this tab is bent outward and aims downward
> toward the first tab, and this 2nd tab also has a 1/4" hole in it. The two tabs
> are then bolted together by using the two 1/4" x 20 studs on an ordinary 1"
> shock mount. These are available mailorder from surplus places, and are the
> same part as Rotax supplies with their dual radiator kits, they are about 1"
> diameter and 1" long, plus about 3/4" of threaded 1/4"x20 (metric in the case
of
> the Rotax part number) stud on each end. The shock mount will deteriorate in
a
> couple years but is very cheap to replace.
> I do not bother safety wiring any of this now because simultaneous failure of
> any two points will not cause parts to fall off. It would require the failure
> of all three points at once (both carb sockets on the engine side or both
> clamped attachments to the air filter, simultaneously failing when the
> shock-mount system described above also failed at one of its four possible
> failure points), to cause carbs to enter propeller.
> Even with this almost-error-proof system, I inspect every bit of it before each
> flight. The possibility of the carbs coming off the engine in flight is VERY
> CLEARLY described in the Rotax operators literature and the Service manual.
If
> I was chosen for jury duty I would send the guy packing. He knew what he was
> doing if he read the manual, and if not, he is more to blame than Rotax. Rotax
> warned him to assemble carefully, inspect often, safety wire the air cleaner.
> And they told him the consequences of failing to do these steps. What part of
> their actions shows negligence? Do you want to fly a $50000 ultralight or
> what!? Soon GA will look cheap if this keeps up.
>
> PLEASE NOTE:
> The preceeding technical description is not a plan nor a recommendation of any
> kind. It is presented by an individual not necessarily authorized and qualified
> to give Mechanical Engineering consultation. It is not recommended that anyone
> follow these descriptions without independent safety testing and evaulation.
> The author has presented these concepts as topics of discussion only, and in
no
> way is recommending any deviation, addition, or ommision from the official Rotax
> and/or Kolb Aircraft literature, operating guides, or assembly manuals.
> (I guess this is how far we've come now).
> Jim
>
________________________________________________________________________________
| From: | Richard Bluhm <irena(at)ccis.com> |
| Subject: | Re: covering the tail |
Chris Sudlow wrote:
> Group,
>
> Wondering what tapes are used on the tail feathers & where. The fabric
> overlap is an obvious place - 2" or 3" tapes? Also, what about the "sides" &
> trailing edges of the elevators?- do they get tapes?
> Thanks for the help. Always appreciate the help on the list.
> chris
Hey Chris,
Here's a note for the wise!!!
The leading edges of both you horizontal and vertical tails are in a position of
being hit by anything your mains happen to kick-up... I had looked at other
Kolbs prior to finishing mine, and the most often advice handed me was to
re-inforce the leading edges of both these surfaces. They showed me dents and
scratches from small rocks (and such) on their planes. If you ever plan on
landing on surfaces that are not paved,, just remember how low your tail sits to
the ground. The plans don't call for taping on these surfaces (if my memory is
correct), but it is wise to tape them. I double taped my horizontal edges and
can see where small items have contacted it. The taping is holding well.
Regards
Doc
________________________________________________________________________________
| From: | Possum <possums(at)mindspring.com> |
| Subject: | Re: Bruzan3(at)aol.com |
>
>Hi guys,
>I have a whopping four hours on my 503 and she purrs like a kitten You can
>bet I will safety the carb and air cleaner next time out. Last Sunday i flew
>around the pattern a few times and headed about two miles northover some
>stone quarries and then went west and followed some railroad tracks.Not
>exactly a transcontinental journey but i felt like i just came home from a
>"John Hauck" trip.
Subject: I know, "pass the trash" but this is good trash..
Two "Possums" flying cross-country had spent three days together and they
were getting a little testy. One morning, the first friend says, "You
know, we're starting to get on each other's nerves. Why don't we split
up today? I'll fly north and spend the day looking around. You fly
south and spend the day. Then tonight, we'll have dinner and share our
experiences over the campfire." The second friend agrees, cranks up his
plane and
flys south. The first man flys north.
That night over dinner, the first man tells his story: Today I flew
into a beautiful valley. I followed a stream up into a canyon, landed and ate
lunch. Then I swam in a crystal clear mountain lake. As I sat out and
dried, I watched deer come and drink from the stream. The wildflowers
were filled with butterflies and hawks floated all day overhead. How was
your day?"
The second friend says, "I flew south and ran across a set of railroad
tracks. I followed them until I saw what looked like a beautiful young woman
tied to the tracks. I landed, cut the ropes off, gently lifted her off the
tracks and we had sex in every imaginable way all afternoon. Finally,
when I was so tired I could barely move, I climbed into my plane & flew
back to camp."
"Wow!" the first guy exclaimed, "Your day was MUCH better than mine.
Did you get a blow job, too?"
"Nah," says the second friend over his meal. "I couldn't find her
head."
________________________________________________________________________________
| From: | Possum <possums(at)mindspring.com> |
| Subject: | Re:PLEASE EXCUSE ME. |
>Subject: I know, "pass the trash" but this is good trash..
Sorry! I pushed the wrong button. Should have gone to Bruzan3(at)aol.com
direct. NOT THE LIST!
Please excuse my locker-room language. Especially the ladies in the group.
________________________________________________________________________________
| From: | Tim.Hrib(at)carefirst.com |
| Subject: | tort system does stink |
10/22/99 12:53:42 AM
.................... Did you all hear a jury awarded $2.22 million to
American Airlines passengers
who were thrilled for 30 seconds of severe turbulence? .............
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: Positive Rotax stories |
Mike, I told a lie yesterday. That WAS me with you when the water pump went
out. We were departing Fairchild, and at about 100 ft. you said something
like "I smell anti-freeze." I said "yeah, me too." Wham -- we were going
the other way and on our way down for landing. Fastest U-turn I've ever
seen. Barely made it down and the engine quit. Seems like that would've
been about June, '94, before I started GA lessons. Lar.
----- Original Message -----
From: Mike Brown <motavia(at)olypen.com>
Sent: Thursday, October 21, 1999 3:59 PM
Subject: Re: Kolb-List: Positive Rotax stories
>
> Good idea Bill. I`ll jump at the chance to change the subject to a
> positive. We are not going to change people. They will always do dumb
> stuff. We need to help each other(those that will listen to those that
> have been there and done it)do it right.
> I teach U/L flight as my only source of income (low income that is), so
> have racked up lots of hours. Since 1994 we have had 2 (two) engine
> failures.
> 1) Had a hot running engine in my Merlin, so had the radiator rodded out
> as part of the ongoing process of getting the temp down. The shop used
> too much solder, leaving balls of free floating solder in the rad. We
> theorize that we didnt hear them rattling around due to the flux holding
> them till the engine heat turned the flux back to a liquid state.
> Did a normal run-up, and took off. At about 100 ft agl I noticed green
> liquid flowing past the open doorway, declared an emergency (busy
> international airport)circled and landed just as the solder in the pump
> vanes finished machining off the water pump cover, dumping the last of
> the coolant.
>
________________________________________________________________________________
| From: | Richard Pike <rpike(at)preferred.com> |
| Subject: | Re: Quick Starting Fluid |
The 532 in my J-6 was an absolute bear to start, and would never hit a lick
without a shot of ether to tickle it. Never seemed to adversely affect it.
That was a good engine, and would have been even better if the previous
owner had not seen fit to have left ball-peen hammer marks on the crank
journals for some unknown reason. Even so it had the courtesy to break the
crank on the ground when it did let go, I thought that was kinda nice. But
anyway, I always gave it a shot of ether on the air filter, and away it
went. (Keep your air filter clean, or you might wash crud into your engine)
Richard Pike
MKIII N420P (42OldPoops)
>
>I was having a particularly hard time starting my 447 last Wenesday when a
>friend suggested I give her a shot of "starting fluid" ( ether-based spray
>sometimes used on hard-starting diesels). I just happened to have a can in my
>truck and sounded like it might just work so I gave her a brief shot on the
>air filter. I was astonished when she started the instant I began to pull the
>starter rope. I'm sure there must be a down side to this phenomena and I will
>not use it again untill I know more about it. The engine ran great and I flew
>for 20 minutes ( not too far from any landing sites ). Bombs away !!!!!!!!
>Duane the plane in Tallahassee.
________________________________________________________________________________
| From: | Possum <possums(at)mindspring.com> |
| Subject: | Re: Quick Starting Fluid |
It will absolutely work as a "last" resort if you a stuck in a field that
you need to get out of and you have 1) no spark 2) not enough gas getting
into the cylinders 3) too much gas getting into the cylinders. But don't
use as an easy fix to another problem. Re: Rotax 447 Hard Starting From:
ul15rhb(at)juno.com (Ralph H Burlingame) Date: Oct 14, 1998
________________________________________________________________________________
| From: | Mike Brown <motavia(at)olypen.com> |
| Subject: | Re: Bruzan3(at)aol.com |
Guys! We all like a good joke, but that was out of line for this list.
My wife reads these too. I`m sure she is not the only lady reading this.
Not cool.
Mike Brown
Olympic ultralights
PS - If I are wrong, and yall want dis on da list, let me know, and I
will say my goodbyes and unsubscribe. no hard feelings. You guys are
much higher caliber that those on the Challenger list, so show it.
Possum wrote:
>
>
> >
> >Hi guys,
> >I have a whopping four hours on my 503 and she purrs like a kitten You can
> >bet I will safety the carb and air cleaner next time out. Last Sunday i flew
> >around the pattern a few times and headed about two miles northover some
> >stone quarries and then went west and followed some railroad tracks.Not
> >exactly a transcontinental journey but i felt like i just came home from a
> >"John Hauck" trip.
>
>
> Subject: I know, "pass the trash" but this is good trash..
>
> Two "Possums" flying cross-country had spent three days together and they
> were getting a little testy. One morning, the first friend says, "You
> know, we're starting to get on each other's nerves. Why don't we split
> up today? I'll fly north and spend the day looking around. You fly
> south and spend the day. Then tonight, we'll have dinner and share our
> experiences over the campfire." The second friend agrees, cranks up his
> plane and
> flys south. The first man flys north.
>
> That night over dinner, the first man tells his story: Today I flew
> into a beautiful valley. I followed a stream up into a canyon, landed and ate
> lunch. Then I swam in a crystal clear mountain lake. As I sat out and
> dried, I watched deer come and drink from the stream. The wildflowers
> were filled with butterflies and hawks floated all day overhead. How was
> your day?"
>
> The second friend says, "I flew south and ran across a set of railroad
> tracks. I followed them until I saw what looked like a beautiful young woman
> tied to the tracks. I landed, cut the ropes off, gently lifted her off the
> tracks and we had sex in every imaginable way all afternoon. Finally,
> when I was so tired I could barely move, I climbed into my plane & flew
> back to camp."
>
> "Wow!" the first guy exclaimed, "Your day was MUCH better than mine.
> Did you get a blow job, too?"
>
> "Nah," says the second friend over his meal. "I couldn't find her
> head."
>
________________________________________________________________________________
| From: | Mike Brown <motavia(at)olypen.com> |
| Subject: | Re: Positive Rotax stories |
Yup, that "Rotax day" would scare anybody away from U/L`s! (truth is
tho, it was a sloppy radiator repair guy, not a Rotax)
Thats why we practice, practice, practice....
Mike
Larry Bourne wrote:
>
>
> Mike, I told a lie yesterday. That WAS me with you when the water pump went
> out. We were departing Fairchild, and at about 100 ft. you said something
> like "I smell anti-freeze." I said "yeah, me too." Wham -- we were going
> the other way and on our way down for landing. Fastest U-turn I've ever
> seen. Barely made it down and the engine quit. Seems like that would've
> been about June, '94, before I started GA lessons. Lar.
>
> ----- Original Message -----
> From: Mike Brown <motavia(at)olypen.com>
> To:
> Sent: Thursday, October 21, 1999 3:59 PM
> Subject: Re: Kolb-List: Positive Rotax stories
>
> >
> > Good idea Bill. I`ll jump at the chance to change the subject to a
> > positive. We are not going to change people. They will always do dumb
> > stuff. We need to help each other(those that will listen to those that
> > have been there and done it)do it right.
> > I teach U/L flight as my only source of income (low income that is), so
> > have racked up lots of hours. Since 1994 we have had 2 (two) engine
> > failures.
> > 1) Had a hot running engine in my Merlin, so had the radiator rodded out
> > as part of the ongoing process of getting the temp down. The shop used
> > too much solder, leaving balls of free floating solder in the rad. We
> > theorize that we didnt hear them rattling around due to the flux holding
> > them till the engine heat turned the flux back to a liquid state.
> > Did a normal run-up, and took off. At about 100 ft agl I noticed green
> > liquid flowing past the open doorway, declared an emergency (busy
> > international airport)circled and landed just as the solder in the pump
> > vanes finished machining off the water pump cover, dumping the last of
> > the coolant.
> >
>
________________________________________________________________________________
| From: | Mike Brown <motavia(at)olypen.com> |
| Subject: | Re:PLEASE EXCUSE ME. |
No problem Possum, I shoulda read the following message before I
answered the first. Wife was ticked. Now Im probly outaluk...
Heh, Heh.
Cheers.
Possum wrote:
>
>
>
> >Subject: I know, "pass the trash" but this is good trash..
>
> Sorry! I pushed the wrong button. Should have gone to Bruzan3(at)aol.com
> direct. NOT THE LIST!
> Please excuse my locker-room language. Especially the ladies in the group.
>
________________________________________________________________________________
| From: | JRWillJR(at)aol.com |
| Subject: | Re: Prop Questions |
How extremely unbalanced--where you missing a blade. I doubt you have done
any damage to the gear box and if you think you have you should not be flying
it. I think you are OK. My 582 with Warp Drive begins to smooth out about
2600 and fully smooths out a 3000. It was this way with the IVO and the GSC I
have used previuos--all three blades. I think what you are seeing is normal.
Most likely you need to do some engine tuning. JR--582 with 200 hours--no
sweat and no problems
________________________________________________________________________________
| From: | JRWillJR(at)aol.com |
Treat your Rotax like the aero engine it is and as if your life might depend
on it and it will do you right. Treat it like a lawn mower engine or worse
considering the sad shape of some of these engines in the field I have seen
and I hope you are good at climbing down out of trees. JR
________________________________________________________________________________
| From: | Possum <possums(at)mindspring.com> |
| Subject: | Re:PLEASE EXCUSE ME. |
>
>No problem Possum, I shoulda read the following message before I
>answered the first. Wife was ticked. Now Im probly outaluk...
>Heh, Heh.
>Cheers.
Outawhat? Don't blame your wife, see if she will still let you wash the
dishes.
-------------
Dear Sirs:
I would like to offer an apology for my actions of last night. There was no
malice intended. I understand you may not appreciate the humor of my
message; I agree, it was in poor taste and went entirely too far. Again, it
was not meant for the "kolb List" per se, but since the damage is already
done. I'd like to stress that none of the people listed in my remarks had
anything to do with the list, either by technical assistance or moral
support-except of coruse "Big Lar", Mike, Buford, John and their like. I
simply chose them because they are names you would recognize and I can
blame (that's what friends are for]. I can't offer any proof of this, but
ask that you accept it anyway. As this is the normal way we treat
"yearlings"-(John Bruzan FS2,I have a whopping four hours on my 503).
Possum First Class would indicate 100 hrs or one year in service.
Again, I would like to offer my deepest apologies and my hope that the
damage I have done (even though it was unintentional) can be fixed.
This is a very formal sounding letter, not exactly what you expect from a
Possum; I meant it to be so. I regret what I did, and hope to repair some
of the damage done not only to you but to my fellow Possums, who are
explorers and not vandals. I know this incident reflects badly upon us, and
I ask that you use what influence you have to convince others that what
happened was the work of a thoughtless individual, not an entire squadron.
Please don't let them be punished for what I did.
I am truly sorry.
I would like to be able to tell you that this sort of thing will never
happen again, but frankly, I can't make that commitment,
Sully
________________________________________________________________________________
| From: | "Mike" <quick503(at)aisp.net> |
| Subject: | Re: Prop Questions |
----- Original Message -----
From: David Bruner <brunerd(at)hvi.net>
Sent: Thursday, October 21, 1999 6:43 AM
Subject: Kolb-List: Prop Questions
>
> Does the group's wisdom have an opinion about this: Would 1.5 hrs flight
> time with an extremely unbalanced prop cause accelerated wear on the
gearbox
> such that it would cause more chatter at idle? With a previous well
> balanced 2 blade prop the chatter would quit about 2000 rpm, now after
> replacing the unbalanced prop with a brand new GSC 3 blade it takes at
least
> 3000 rpm before the gearbox chatter dies down. Or is this just the nature
> of 3 blade props? BTW, There is not much difference in performance
between
> the original 2 blade and the new 3 blade and I must now admit that this
503
> SC is doing all it can.
>
> Ok, one more, please? - what are you other Mk II drivers using and how
does
> yours perform, say with both seats warmed and 6 gal of fuel? My
instructor
> says it does OK solo, but with both of us on board - that's 330# - on a
60*
> day, he estimates it was only getting about 300 fpm climbout.
>
> TIA
> David Bruner
> (Orphaned?) Mk II #202
> Kingston, NY
Depends a lot on which gearbox you have. The B box uses cupped washers to
allow a little bit of slip between the engine and the prop. When using a
heavy prop these washers can wear and cause the gearbox to chatter so bad
that the engine won't accelerate past idle. The moment of inertia allowed
for the B box is so minimal that only a light wooden prop will not exceed
the limits. The C box uses a rubber coupling to help isolate the prop and
engine and also uses a fully supported pinion shaft ( the B box just hangs
it off the crank ). Even with a C box a 3-blade Warp will exceed it's moment
of inertia by a lot. That's one of the reasons I use a Powerfin Prop ....
very light ( among other reasons )
Cheers, Michael
________________________________________________________________________________
| From: | "J.D. Stewart" <jstewart(at)ncfcomm.com> |
| Subject: | Re: Bruzan3(at)aol.com |
Possum already apologized immediately for mistakenly sending this.
Oh yeah, there are several of us "lower caliber" Challenger drivers on this
list.
J.D. (Kolb List Lurker for 2.5 years now) Stewart
NCF Communications, Inc.
http://www.ncfcomm.com
UltraFun AirSports
http://www.users.ncfcomm.com/ultrafunairsports
Challenger Owners Website and e-mail list administrator
http://challenger.maverick.net
NE Nebraska Flying Club
http://www.users.ncfcomm.com/nnfc
ICQ # 22494032
> Mike Brown
> Olympic ultralights
> PS - If I are wrong, and yall want dis on da list, let me know, and I
> will say my goodbyes and unsubscribe. no hard feelings. You guys are
> much higher caliber that those on the Challenger list, so show it.
>
________________________________________________________________________________
| From: | Mike Brown <motavia(at)olypen.com> |
| Subject: | Re: Bruzan3(at)aol.com |
J.D. Stewart wrote:
>
>
>
> Oh yeah, there are several of us "lower caliber" Challenger drivers on this
> list.<
Keep your flames there.
Mike Brown
>
> J.D. (Kolb List Lurker for 2.5 years now)
________________________________________________________________________________
| From: | "Rayfield, Don" <drayfiel(at)kcc.com> |
| Subject: | Jones Lite Flyin |
Someone asked the other day "where is Jones Lite" or Smiths ,Ala. I just
called and got the lat/long coordinates and here they are. N 32.30 and
W85.05. It is just west of Columbus Ga on Hiway 280 and it is shown on the
Atlanta sectional. They are hoping the wind doesn't get too bad tomorrow,
but they are ready and said Come on down.
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
>Bob, I recently bought a copy of the AeroElectric Connection and think
>it's a great resource...I have one question and I'm sure it's in the
>book somewhere (I just can't find it), but what is the difference
>between an Essential Bus and the other power distribution buses?
>
>Thanks for the primer!
>
You're welcome. I'm pleased that you find the work useful!
Not much . . . bus structures can be divided up for
a variety of reasons. The items powered from any particular
bus will have something in common. For example, a fuseblock
or row of breakers might be feed from the always hot side
of a battery contactor to supply needs of dome lights, clocks,
engine hour-meters, electronic ignition, . . . any item that
you want to have powered EVEN IF the rest of the electrical
system is shut down.
In the case of an ESSENTIAL bus, I encourage builders to
consider the electrical items most useful in getting to
intended destination. These must certainly include minimal
lighting, primary nav radio, turn coordinator, a voltmeter
and perhaps engine boost pump. The goal is to define a very
low energy budget for utilizing a finite amount of energy
on board in terms of battery capacity.
I discourage calling it an EMERGENCY bus . . . if airplanes
are properly designed and operated, electrical emergencies
don't happen. This is why we have an ESSENTIAL bus - to
keep an electrical event from becoming an EMERGENCY. Some
builders still call it their "avionics" bus and include
the now outdated "avionics master" switch in the normal
feed path. Note however that the essential bus in my drawings
have two, independent power pathways to get electrons to the
most needed devices.
Hope this helps . . .
Bob . . .
////
(o o)
===========o00o=(_)=o00o=========
< Independence Kansas: the >
< Jurassic Park of aviation. >
< Your source for brand new >
< 40 year old airplanes. >
=================================
http://www.aeroelectric.com
________________________________________________________________________________
66,68-69,71-76,78,80-81,83-85,87,89,91-96,98,100-101,103-112
| From: | Ralph H Burlingame <ul15rhb(at)juno.com> |
Guys, this may be a little late but here is a post from Lucian Bartosik
who is a well known trike pilot writing a post directed at the liability
issue on this list. His point of view as an American not born and raised
in this country are interesting.
Please read,
Ralph
>From Lucian:
In reply to your post sir (Cavuontop), you wanted to talk facts well
let's talk facts.
America is in fact a sue happy country, in fact it is the most sue-happy
country in the world. Some of your law suits just make the rest of the
world laugh at the legal system an example is the woman who spilt her
coffee on herself and then sued McDonalds because it was hot! It really
is time Americans took responsibility into their own hands and owned up
to their own wrong doing
and not look for a free hand out every time they make a stupid mistake.
Not pre-flighting properly is the pilot's fault, not the engine
companies.
I think most of us can remember finding something wrong with our aircraft
at one time or other during a pre-flight (if we have been flying long
enough). I have looked at the carb air filter and many years ago decided
it was safer to drill a little hole on that tab above the socket (on the
car body) and melt a hole through the airfilter rubber case and put a
wire tie in there to hold things on in case they came loose. In all the
years I have been flying with this engine, not once has my fastener
worked its way loose due to vibration and if it did it would stay held on
by that wire, you should do that to your own engine. I'm surprised you
did not see this simple fix for yourself. In fact the latest carbs come
with a little hole already drilled through that tab now.
As for big corporations owing the American public something well that is
just not the case. And Bomardier is not the Red Cross, they are a
company
out to make profit and just because they sell some expensive jets does
not
mean that this guy who crashed because of his own stupidity of not making
sure the carb sockets were secure (I don't like to see anyone crash let
alone get hurt but aviation is inherently dangerous and we must do all we
can to minimize our risks) is entitled to their money.
You sir as a lawyer sure as heck make a hell of a lot more than the guy
working at Wall Mart. You went to school, studied and worked hard to get
where you are, so you may well deserve that much per hour compared to
someone working in Wall Mart. And Bombardier deserves to make a profit
because they too have worked hard to get where they are today also.
Every
time there is a silly multi-million dollar settlement on a product you,
I,
and everyone else reading will in the end, pay for it through higher
insurance, higher product costs and more costly packaging.
I agree that when a company makes a very defective product and does
nothing to correct this and allows people to get hurt or killed, then
they
should be brought to task about it. But just because a company is
successful to the outsider does not mean they should now give away
millions of their profits for someone else failure to do a proper
pre-flight. If there was really a problem with the carb sockets then we
would be seeing carbs coming of engine every week throughout the world
and
therefore airplanes crashing weekly. The facts again speak for
themselves
here, the fact is that this is not the case, it is not the norm! And I'm
sure many pilots out there each month do not do a proper pre-flight
either
throughout the world.
The fact of the matter is that this man who crashed should have been
competent enough to be able to do a safe dead stick landing with his Kolb
or he had no business being up in the air without an instructor next to
him, and... he should not have been flying over an area which did not
allow
him to safely land in the event of an engine failure etc. So he did
three
things wrong here. Poor pre-flight (possibly) did not take sufficient
training to allow himself to safely operate the aircraft (possibly) and
did
not keep to flying over an area that would allow him to land safely. So
these are his mistakes and not Rotax's mistakes. How safe is safe enough
anyway? Count the number of daily flight in the world each day with
Rotax
engines and count the number of crashes or just events each day whereby
the
carb socket came off after a proper pre-flight and then add these
incidents
up and let those facts speak for themselves.
Could they have made it even better, yes I think so, but virtually
everything we come into contact with daily can be improved upon, but at
what price and who is prepared to do this? Is Rotax making things good
enough, look at the facts on carb loss in flight due to the sockets
coming
off each day and I think you will agree that this number is virtually
zero,
so yes they are making them good enough. I rest my case. People must
start to take responsibility for their own actions or lack of them and
not
look for a hand out. His poor family? Yes that is a shame but maybe he
should have thought about them more and done a better pre-flight or just
realized he was playing in a potentially dangerous environment and simply
give up flying for them altogether!
Regards,
Lucian
________________________________________________________________________________
| From: | "ballenger" <ballenger(at)gateway.net> |
| Subject: | FIRESTAR PERFORMANCE |
Hello,
I bought a built Firestar KXP 447 with 54 hours in August from a very
meticulous builder. I have put 10 hours on it and it flies like a dream. My
questions are related to the airspeed indicator accuracy. Here are the
facts:
Empty Wt 310#, Pilot Wt 180#, IVO 2 Bladed prop, idles good 2500 rpm.
Power off stall 27 mph indicated
cruise speed @ 4800 rpm 58 mph indicated
top speed @ 6400 rpm 82 mph indicated
Do these indicated speeds seem reasonable compared to other KXP 447
Firestars?
I am flying down wind 45 mph power off on a calm day and 50 mph with some
wind. How does this compare with your KXP's?
Does anyone have a best glide speed for the KXP?
I climb out at 55/60 mph. Is this comparable with other KXPs?
Thanks In Advance for any info you provide me,
Jim
________________________________________________________________________________
| Subject: | Re: Positive Rotax stories |
writes:
<< Now I'm just
2 lessons away from signoff for a hang glider, and 1 of those lessons will
be this afternoon. Paragliders will be next, starting next month, and then
sailplanes. Also made 4 skydive jumps. >>
Hey Big Lar,
Any wonder you haven't got your Kolb built yet. You're spending all your
leisure time flying instead of building. Do you also work at a regular job?
What about sleep? When the heck do you have any time left to drill holes and
pop rivets? Let alone measure every thing twice before cutting once. do
not archive
Bill Varnes
Audubon NJ
Original FireStar 377
________________________________________________________________________________
| From: | "David Bruner" <brunerd(at)hvi.net> |
| Subject: | Re: Prop Questions |
>>
>> Does the group's wisdom have an opinion about this: Would 1.5 hrs flight
>> time with an extremely unbalanced prop cause accelerated wear on the
>gearbox
>> such that it would cause more chatter at idle? With a previous well
How extremely unbalanced--where you missing a blade. I doubt you have done
any damage to the gear box and if you think you have you should not be
flying
it. I think you are OK. My 582 with Warp Drive begins to smooth out about
2600 and fully smooths out a 3000. It was this way with the IVO and the GSC
I
have used previuos--all three blades. I think what you are seeing is normal.
Most likely you need to do some engine tuning. JR--582 with 200 hours--no
sweat and no problems
Depends a lot on which gearbox you have. The B box uses cupped washers to
allow a little bit of slip between the engine and the prop. When using a
heavy prop these washers can wear and cause the gearbox to chatter so bad
that the engine won't accelerate past idle. The moment of inertia allowed
for the B box is so minimal that only a light wooden prop will not exceed
the limits. The C box uses a rubber coupling to help isolate the prop and
engine and also uses a fully supported pinion shaft ( the B box just hangs
it off the crank ). Even with a C box a 3-blade Warp will exceed it's moment
of inertia by a lot. That's one of the reasons I use a Powerfin Prop ....
very light ( among other reasons )
Cheers, Michael
Thanks for the responses!
The unbalanced prop was a 3blade GSC also. One of its blades was about
20 grams (4 nickles) lighter than the other 2. When I figured I'd never get
enough finish on that blade to balance it, I returned it to GSC. They said
it
wasn't airworthy - the previous user had overtightened the root ends and one
blade had a fine crack. We flew for an hour on this prop!
Yes, it's a B-box. GSC said it's within the Rotax guidelines for inertial
weight
and that it would be perfectly balanced, that each blade must also be
balanced
horizontally as well as their weight compared to each other.
They recommended a 60" from the previous 64" to get the optimum pitch. BTW,
my hangar mate has a "Smart Level 2000" which made adjusting the pitch much
easier. It'll measure to 1/10* and will compare differences from a
reference so
that it can be used on a mounted prop.
David (shouldn't all us MkII drivers get together to adopt our orphans?)
Bruner
Mk II #202
Kingston, NY
________________________________________________________________________________
| From: | JRWillJR(at)aol.com |
| Subject: | Re: Prop Questions |
It is funny how different groups of people get their "religion" going. In the
Kolb circles everyone loves the Powerfin prop. In Kitfox and Avid Flyer
circles among many other the Warp Drive is the prop of choice and have never
even heard of a Powerfin until I got introduced to the Kolb. In the RV
circles many like the Warnke and Sterba if they are going wood and would not
even consider a Warp Drive much less a Powerfin and in Pitts circles everyone
it seems wants a Super Cub prop. Whatever, the Warp Drive does not exceed
gearbox limits for the 582/C-box combination and is the optimum propeller for
the Kitfox I own and built. My friend has what I beleive to be a Powerfin on
his Kolb. It seems to perform well but is noiser and not nearly as smooth as
the Warp but may in fact be optimum for the 503/B-box on a Kolb. Good day. JR
________________________________________________________________________________
| From: | Dell Vinal <zoper(at)mint.net> |
Please unsubscribe.
________________________________________________________________________________
| From: | "merle hargis" <merlepilar(at)worldnet.att.net> |
| Subject: | Re: Poor Customer Service?? |
> Bob McArdle is one of us. A Kolb Mark 3 builder, with a 582. On June
10, 1997, shortly after take off near Findlay, Ohio the rear carb departed
his 582. Its not clear whether the carb got in the prop, but he came down
and got some serious spinal injuries when he put it in a corn field. See
the
details at http://www.ntsb.gov/aviation/IAD/97A085.htm
McArdle has sued Rotax on the theory that their method for retaining the
carbs with those screw clamps onto the rubber sockets is not only a bad idea
but a dangerous one. Now before you start jumping up and down think about
it
for a second-- that is a key system on the engine and you darn well better
have a good idea for keeping those things attached. I think we all agree
with that part of it, no one would disagree that keeping the carb on the
engine is a good idea, the debate is about whether Rotax's idea was GOOD
ENOUGH.>
Where does Rotax responsibility end? Suppose we run out of gas? should
they have provided an instrument to light up and say "MAYDAY YOU ARE LOW ON
FUEL"? If they don't should we sue? IMHO there must be personal
responsibly. In building and flying your own airplane let the buyer beware.
It is not in my life description that I have to fly. I made a choice. I
love to fly and it is worth the risk. Life is not fair.
________________________________________________________________________________
| From: | "Bruce Fletcher" <bwf(at)emailmn.com> |
Every year, Stumpy and his wife Martha went to the State Fair.
And every year, Stumpy would say, "Martha, I'd like to ride in
that there airplane." And every year, Martha would reply, "I
know, Stumpy, but that airplane ride costs ten dollars, and ten
dollars is ten dollars."
This one year Stumpy and Martha went to the fair and Stumpy
said, "Martha, I'm 71 years old. If I don't ride that airplane
this year I may never get another chance. "
Martha replied, "Stumpy, that there airplane ride costs ten
dollars, and ten dollars is ten dollars."
The pilot overheard them and said, "Folks, I'll make you a
deal. I'll take you both up for a ride. If you can stay quiet for
the entire ride and not say one word, I won't charge you, but if
you say one word it's ten dollars." Stumpy and Martha agreed,
and up they went.
The pilot performed all kinds of twists and turns, rolls and
dives, but not a word is heard. He even does a nose dive, pulling
up 15 feet above the ground, but still not a word. They land and
the pilot turns to Stumpy, "By golly, I did everything I could
think of to get you to yell out, but you didn't."
Stumpy replied, "Well, I was gonna say something when Martha
fell out, ...but ten dollars is ten dollars!"
>
>
________________________________________________________________________________
| From: | Mike Gallar <MikeG(at)ij.net> |
| Subject: | Covering questions |
Hello All,
Well it's been awhile, funny how work always gets in the way
of the things we really like todo. I have been making progress
of my Mark III, I'm in the process of covering my tail feathers
and have a few questions. My first question, is the fabric on
the horizonal stab riveted to the center rib and second did
anybody not use drain grommets around the drain holes.
Thanks For The Help,
Mike Gallar
Mark III N693MS
#332
________________________________________________________________________________
| From: | Richard Pike <rpike(at)preferred.com> |
| Subject: | Re: Covering questions |
>
>Hello All,
>
>Well it's been awhile, funny how work always gets in the way
>of the things we really like todo. I have been making progress
>of my Mark III, I'm in the process of covering my tail feathers
>and have a few questions. My first question, is the fabric on
>the horizonal stab riveted to the center rib and second did
>anybody not use drain grommets around the drain holes.
>
>Thanks For The Help,
>Mike Gallar
>Mark III N693MS
>#332
I think it is good to attach the fabric to the center of control surfaces,
if the fabric billows or curves on the back side, it would cause odd
inputs, stick snatch, etc. Normally not a problem, but why not preclude it
anyway. As far as drain holes, if you poke the holes with a pencil tip
soldering iron, the melting fabric will make it's own little reinforcing
ring and you won't need to fool with grommets.
Richard Pike
MKIII N420P (42OldPoops)
________________________________________________________________________________
| From: | "Frank & Winnie Hodson" <fwhodson(at)bigfoot.com> |
| Subject: | tailwheel for Firestar II |
Hello Kolbers
I have a question, would there be a lot of concern
> about using
> one of the small full swivel tailwheels that are being supplied
> for the mark
> III and slingshot on the Firestar II? Or will the extra added
> weight, however
> much,
> start putting it to close to the rear most c.g. allowance?
Dear Ron:
I'm not sure which tailwheel TNK is supplying..I used a homebuilt special
tailwheel from Aircraft Spruce (P/N L-693) even though it was a bit
pricey($223).
Ground control is awesome. The added weight was worth every ounce. I
didn't have to use any ballast as I weigh 240#, but I would have for the
gain in control.
I also found that the springs supplied with the kit were wimpy so I replaced
them with compression type springs. All the aircraft quality compression
springs were excessively heavy/strong. I improvised with a couple of screen
door return compression springs (a-la the local hardware store) with
excellent results.
The only modification to the tailwheel necessary is to bore out the mounting
barrel to 3/4" as it comes with only 5/8". There is plenty of material left
so it just lightens the assembly a bit. For good measure I also lightened
the wheel hub in my drill press.
By the way of caution if you have big feet and are considering the heel
brakes you may not need them. I found them very difficult to avoid when I
didn't want them and deployed them to my disadvantage when all I really
wanted was the rudder (they, unfortunately, caused a braking situation that
will cost me some repair time and money).
I am removing the heel brakes to avoid future "Bigfoot" mishaps in favor of
the single handbrake as the full swivel tailwheel improves steering without
selective directional braking.
Good luck with the project and feel free to "ASK AWAY"
Frank Hodson, Oxford Maine
FSII N6399J
________________________________________________________________________________
| From: | ggleiter(at)minn.net |
| Subject: | Re: Covering questions |
Richard Pike wrote:
>
>
> >
> >Hello All,
> >
> >Well it's been awhile, funny how work always gets in the way
> >of the things we really like todo. I have been making progress
> >of my Mark III, I'm in the process of covering my tail feathers
> >and have a few questions. My first question, is the fabric on
> >the horizonal stab riveted to the center rib and second did
> >anybody not use drain grommets around the drain holes.
> >
> >Thanks For The Help,
> >Mike Gallar
> >Mark III N693MS
> >#332
>
> I think it is good to attach the fabric to the center of control surfaces,
> if the fabric billows or curves on the back side, it would cause odd
> inputs, stick snatch, etc. Normally not a problem, but why not preclude it
> anyway. As far as drain holes, if you poke the holes with a pencil tip
> soldering iron, the melting fabric will make it's own little reinforcing
> ring and you won't need to fool with grommets.
> Richard Pike
> MKIII N420P (42OldPoops)
>
________________________________________________________________________________
| From: | ggleiter(at)minn.net |
| Subject: | Re: Covering questions |
ggleiter(at)minn.net wrote:
>
Sorry about this "post". Started to reply, then decided to forget it.
Must have hit the send key instead of delete key. Result was I sent in
a post with no additions or comments.
gil leiter
MAPLEWOOD, MN
________________________________________________________________________________
| From: | "Gary Thacker" <gbthacker(at)hotmail.com> |
| Subject: | Flight Simulator |
Guys
Finally got my new computer soup to nuts. The last on I got was eight years
ago. I can hardly stand myself. Anyway I am lookin for a good flight
simulator. Is there one out there for ultralights? I would like to get one
as realistic as possible. Any suggestions?
Thanks for the help
(Please type "Gary" in the subject box so I don't miss your message.)
Gary
Souderton,Pa.
gbthacker(at)hotmail.com
|
____F i r e S t a r____
___(+)___
(_)
\ /
________________________________________________________________________________
| From: | wood <duesouth(at)iname.com> |
>
> Please unsubscribe.
>
What do you expect us to do about it. Read the footnotes at the bottom of
the page and write to the address for unsubscribe.
Woody
________________________________________________________________________________
| From: | "Kenneth Glen Aubrey" <kgaubrey(at)hotmail.com> |
| Subject: | Date: Sun, 24 Oct 1999 20:26:55 PDT |
Hi Guys
I am a newbe, I just purchased a Kolb Firestar and am very eager to get
started. I am sending this message to test this system, so if I mean when I
have questions I can post them.
Speaking of questions, I am a light guy (165) and I have noticed that most
people that say there airplane balances are closer to 200 lbs. I am going to
have to add 40 lbs of weight to the nose to balance this aircraft?
Glen
________________________________________________________________________________
| From: | Richard Pike <rpike(at)preferred.com> |
| Subject: | Re: Flight Simulator |
>
>Guys
>
>Finally got my new computer soup to nuts. The last on I got was eight years
>ago. I can hardly stand myself. Anyway I am lookin for a good flight
>simulator. Is there one out there for ultralights? I would like to get one
>as realistic as possible. Any suggestions?
>
>Thanks for the help
Try Red Baron 2. The view from the D.H.2 is like a Kolb with no windshield,
and you don't have to dogfight. Take it up to 3,000' and kill the engine,
and then try to land on the airport without wadding it up. The D.H.2 is
probably as U/L like as you will find.
Richard Pike
MKIII N420P (42OldPoops)
________________________________________________________________________________
| From: | "Gary Thacker" <gbthacker(at)hotmail.com> |
| Subject: | Re: Date: Sun, 24 Oct 1999 20:26:55 PDT |
Glen
I know not of what I speak but I can tell ya what I know. I am one of those
240 or so guys. When I bought my FSII the fella that owned it before was a
bit lighter. He did have about 20lbs of weight in the nose. I was told to
take it out by Dennis and it flies great. I would guess there is a range in
which you have to fall. Only thing I wanted to tell ya was that, at least
the guy that built my plane had weight in the nose.
Gary
>From: "Kenneth Glen Aubrey" <kgaubrey(at)hotmail.com>
>Reply-To: kolb-list(at)matronics.com
>To: kolb-list(at)matronics.com
>Subject: Kolb-List: Date: Sun, 24 Oct 1999 20:26:55 PDT
>Date: Sun, 24 Oct 1999 20:27:27 -0700
>
>
>
>Hi Guys
>
>I am a newbe, I just purchased a Kolb Firestar and am very eager to get
>started. I am sending this message to test this system, so if I mean when I
>have questions I can post them.
>
>Speaking of questions, I am a light guy (165) and I have noticed that most
>people that say there airplane balances are closer to 200 lbs. I am going
>to
>have to add 40 lbs of weight to the nose to balance this aircraft?
>
>Glen
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Possum <possums(at)mindspring.com> |
| Subject: | Re: Date: Sun, 24 Oct 1999 20:26:55 PDT |
>
>Hi Guys
>
>I am a newbe, I just purchased a Kolb Firestar and am very eager to get
>started. I am sending this message to test this system, so if I mean when I
>have questions I can post them.
>
>Speaking of questions, I am a light guy (165) and I have noticed that most
>people that say there airplane balances are closer to 200 lbs. I am going to
>have to add 40 lbs of weight to the nose to balance this aircraft?
>
>Glen
Just purchased or just started building?
________________________________________________________________________________
| From: | Jerry Bidle <jbidle(at)airmail.net> |
| Subject: | Re: Rotax Suit and Pilot Responsibility |
Your comparison of the mounting of a system critical component to an low
fuel indicator is like comparing apples to oranges.
The carburetor is an essential component. On the other hand a low fuel
indicator serves only as a safety alert apparatus. They're totally
different.
As a consumer I expect the manufacturer to supply me a product that is safe
for the intended application, that is one the carburetor would not detach
in flight under or during normal operation. What about the owners
responsibly in securing the carb (safety wired) to the engine, as should
also be done with the air filter.
What's even more important is taking off with only two quarts of fuel on
board which to me reflects upon the judgement of the pilot. The fuel burn
on my Rotax 477 is 5.8 gallon per hours at full power and around 2.8-3 at
cruise. (I have a flow meter) The 582 fuel consumption has to be more so
his maximum in flight time would not had lasted more than 15 minutes at
best assuming all was useable. Based upon this he wasn't going to stay in
the air much longer any how.
Here's another perspective, what if he already began to experience fuel
starvation. Is it possible the fuel collected at the fuel tank pick up
point during the climb out but when he leveled off it could not pick up any
more fuel. When a Rotax gets intermittent fuel they shake vigorously. I
conclude there is high possibility that the engine shook the carb off as
result of fuel starvation. Once the carb departed, I don't think he could
tell what the cause was and speculated that the incident occurred because
the carb departed. But again did he have the carb safety wired.
Interesting theory.
jerryb
What I am trying to empthise is the pilot probably did not exercise good
judgement in. isn't exactly the brightest decision ever made.
>
>> Bob McArdle is one of us. A Kolb Mark 3 builder, with a 582. On June
>10, 1997, shortly after take off near Findlay, Ohio the rear carb departed
>his 582. Its not clear whether the carb got in the prop, but he came down
>and got some serious spinal injuries when he put it in a corn field. See
>the
>details at http://www.ntsb.gov/aviation/IAD/97A085.htm
>
> McArdle has sued Rotax on the theory that their method for retaining the
>carbs with those screw clamps onto the rubber sockets is not only a bad idea
>but a dangerous one. Now before you start jumping up and down think about
>it
>for a second-- that is a key system on the engine and you darn well better
>have a good idea for keeping those things attached. I think we all agree
>with that part of it, no one would disagree that keeping the carb on the
>engine is a good idea, the debate is about whether Rotax's idea was GOOD
>ENOUGH.>
>
>
>Where does Rotax responsibility end? Suppose we run out of gas? should
>they have provided an instrument to light up and say "MAYDAY YOU ARE LOW ON
>FUEL"? If they don't should we sue? IMHO there must be personal
>responsibly. In building and flying your own airplane let the buyer beware.
>It is not in my life description that I have to fly. I made a choice. I
>love to fly and it is worth the risk. Life is not fair.
>
>
________________________________________________________________________________
| From: | "David Bruner" <brunerd(at)hvi.net> |
| Subject: | Re: Flight Simulator for Gary |
>Finally got my new computer soup to nuts. The last on I got was eight
years
>ago. I can hardly stand myself. Anyway I am lookin for a good flight
>simulator. Is there one out there for ultralights? I would like to get one
>as realistic as possible. Any suggestions?
>
>Thanks for the help
>
>
>(Please type "Gary" in the subject box so I don't miss your message.)
>
>
Gary,
The only one I know of that comes out of the box with an ultralight is Hang
Sim. It's possible to create an ultralight for Micro$oft Flight Sim, but I
never found one.
This site will get you started in your search:
http://www.flightsim.com/cgi/kds/main/menuchoo.htm
David Bruner
Mk II #202
Kingston, NY
________________________________________________________________________________
| From: | "Gary Thacker" <gbthacker(at)hotmail.com> |
| Subject: | Re: Flight Simulator for Gary |
David
Thanks for the info. I'll give it a try
Gary
>From: "David Bruner" <brunerd(at)hvi.net>
>Reply-To: kolb-list(at)matronics.com
>To:
>Subject: Re: Kolb-List: Flight Simulator for Gary
>Date: Mon, 25 Oct 1999 06:08:23 -0400
>
>
> >Finally got my new computer soup to nuts. The last on I got was eight
>years
> >ago. I can hardly stand myself. Anyway I am lookin for a good flight
> >simulator. Is there one out there for ultralights? I would like to get
>one
> >as realistic as possible. Any suggestions?
> >
> >Thanks for the help
> >
> >
> >(Please type "Gary" in the subject box so I don't miss your message.)
> >
> >
>Gary,
>The only one I know of that comes out of the box with an ultralight is Hang
>Sim. It's possible to create an ultralight for Micro$oft Flight Sim, but I
>never found one.
>This site will get you started in your search:
>http://www.flightsim.com/cgi/kds/main/menuchoo.htm
>
>David Bruner
>Mk II #202
>Kingston, NY
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Dale L Langley" <dlangl01(at)kcinter.net> |
| Subject: | Re: Flight Simulator for Gary |
I found an FP 101 Fisher ultralight at Flightsim.com to use with FS98
----- Original Message -----
From: David Bruner <brunerd(at)hvi.net>
Sent: Monday, October 25, 1999 3:08 AM
Subject: Re: Kolb-List: Flight Simulator for Gary
>
>
> >Finally got my new computer soup to nuts. The last on I got was eight
> years
> >ago. I can hardly stand myself. Anyway I am lookin for a good flight
> >simulator. Is there one out there for ultralights? I would like to get
one
> >as realistic as possible. Any suggestions?
> >
> >Thanks for the help
> >
> >
> >(Please type "Gary" in the subject box so I don't miss your message.)
> >
> >
> Gary,
> The only one I know of that comes out of the box with an ultralight is
Hang
> Sim. It's possible to create an ultralight for Micro$oft Flight Sim, but
I
> never found one.
> This site will get you started in your search:
> http://www.flightsim.com/cgi/kds/main/menuchoo.htm
>
> David Bruner
> Mk II #202
> Kingston, NY
>
>
________________________________________________________________________________
| From: | TCowan1917(at)aol.com |
| Subject: | Re: lighting coils |
Okay, guys, got another one for you. Had a 447 with strobe and rotax single
stage volt reg and rec with a 2200 uf cap attached for load hooked to a 17
amp bat. In turn it was attached to an aircraft collins II radio.
Everything was peachy at 14.5 volts approx. and then the engine lunched. Put
another 447 and everything was cool, so I thought. All of a sudden, dead
bat. checked the output at low of 14.5 to 5.5 volts and went to 16 when
rev'd. replaced reg and bat and rechecked and had approx the same thing. I
figured that must be what it is supposed to be and then the radio went out
during transmission. Blew 5amp fuse and wont hold one since. Checked all
the wiring and cant find problem. checked another aircraft with same set up
and has 14.5 volts just like I believe mine had originally. Did they change
the output on the new 447 or did I just have two bad regs or ???? Found a
cap. blown appart inside the radio so gotta get that fixed (I hope that is
all it is) (Not with my luck though) I have been told this and that.
Strobe is in line on the LC first, then reg. then cap. then bat. radio comes
off this. any answers out there. I dont mind spending more money, gotto do
that anyway, but want to know if anything strange could have caused it first.
Gotto get the cause before the cure. thanks. What is really the best for
the rest and how do you stop it from happening again. I dont really think
that any radio is going to take 16 volt hits without damage to transmitter.
G'day Ted
________________________________________________________________________________
| From: | "Bruce E. Harrison" <beharrison(at)lexhealth.org> |
| Subject: | tail wheel for firestar II |
Hello Howard:
Haven't seen much of you at the LARKS club. Have you been flying the FS?
Bruce E. Harrison
-----Original Message-----
Sent: Thursday, October 21, 1999 9:22 PM
Subject: Re: Kolb-List: tailwheel for firestar II
In a message dated 10/21/99 6:52:25 PM Eastern Daylight Time,
RWilliJill(at)aol.com writes:
<< I have a question, would there be a lot of concern about using
one of the small full swivel tailwheels that are being supplied for the
mark
III and slingshot on the firestar II? Or will the extra added weight,
however
much,
start putting it to close to the rear most c.g. allowance? >>
My FS I balances dead center between allowable parameters, however, that's
with only a 5 gal. tank and I weigh 265 lbs. I do have a "C " box with a 3
blade Warp prop.
If you are running 10 gallons and don't weigh about 220 lbs or more you will
probably be near the rear most allowable CG. You probably don't need to add
that extra weight at the tail.
Howard Shackleford
FS I
SC
________________________________________________________________________________
| From: | MitchMnD(at)aol.com |
| Subject: | Re: : Kolb-List:Nose weight ? |
Adding weight should be the very last resort for anything that flies. I weigh
about 155# and have a similar problem with being tail heavy (the plane, not
me )!. My solution is the use of a cushion-type life preserver at the back of
the seat. The cushion is a full 2 1/2" thick and it moves my body weight
forward, helps me to reach the peddles comfortably and may save my bacon if I
ever have to ditch in one of Florida's' many waterways.
Duane the plane in Tallahassee
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Covering questions |
As far as drain holes, if you poke the holes with a pencil
tip
> soldering iron, the melting fabric will make it's own little reinforcing
> ring and you won't need to fool with grommets.
> Richard Pike
Richard and Gang:
I like to cut little 50 cent patched with the pinking
shears, cement to the place you want the drain hole, the go
from there with the pencil type soldiering iron.
john h
________________________________________________________________________________
| Subject: | Re: Flight Simulator |
| From: | "E. D. Yoes" <eyoes(at)stic.net> |
I can tell you one NOT to get.
Do NOT get MicroSoft Flight Sim '98.
Its Cessna 172 cannot be trimmed in pitch
for stable level flight. Instead, it porpoises,
gaining altitude, then losing it.
Moreover, M-S support told me that
a. yeah, that's right, it does that
b. we don't regard that as a support issue
And they asked... can real airplanes be
'trimmed' so they don't porpoise?
That was when I knew Bill Gates had
picked my pocket again.
Cyberdog ---A Product of Apple Computer, Inc.
________________________________________________________________________________
| From: | "ajvann" <redhill(at)rose.net> |
| Subject: | Re: controlled airports |
yesterday, i called the control tower at a small airport that i was
overflying to ask permission to land to refuel. the controller denied me
entry stating that the airport policy did not allow ultralights. that was
ok with me since i had an alternative airport to gas up, but my question is
do very many airports have this policy? or can the tower operator make the
decision over airport policy?
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
Hey Gang:
Most of us have been flying Rotax engs for a long time and
the carbs have been mounted on rubber sockets and intake
manifold with hose type clamps. Even the historical Cuyuna
used the same system. Clamps don't normally loosen, but the
rubber socket may take a set and require that the clamp be
tightened occassionally. Never had a carb fall off a Rotax
except after a prop failure. In that case, the departing
carb or carbs is a safety factor, immediately shutting down
the engine, preventing the engine from departing the
airframe.
If the carb is mounted per Rotax instructions, probably
won't lose one or two. Make sure the carb socket is clean
(use MEK to get all the oil and grease out. Also some kind
of powder needs to be removed that coats rubber parts at
times. Do not overtighten and squeeze the socket out from
under the hose clamp. Make sure the socket is seated on the
carb properly. Check for tightness during your preflight,
if you do one of those. ;-)
Us 912 aviators live with many, many, many hose clamps, from
carbs to coolant and oil hoses. I go over mine
occassionally to make sure they are snug. No need to cut
them in two by overtightening. Uh oh, forgot the fuel
lines. Like I said, there is a bunch of clamps.
I personally think it would be difficult to prove Rotax at
fault if my carb fell off.
My own personal opinion and experience.
john h
________________________________________________________________________________
| From: | Evertt Dunlap <dunlapet(at)yahoo.com> |
| Subject: | Re: controlled airports |
DEAR REDHILL, I can understand why FBO's aren't too
enthusastic about Ultraliters ..... try these on for
size:
1. no insurance (usua;lly), 2. small amount of
purchases = very little (if any) profit for FBO, 3.
make an "unusual noise" (not GA engines), 4. take too
much room (i.e., U'liters may park someplace that
takes up same space as a GA "regular" plane, 5.
U'liters are usually self-sufficient and can get by
with minimum of assistance, 6. don't buy AVFuel, 7.
According to FAA, an Ultralite is NOT an Airplane - it
has definition in the FAR-103 (i beleive = a "vehicle"
w/out registration. (there are more reasons, I'm sure,
I just can't think of any more really good ones at
this time)
Meantime, hope you keep 'em flying... are you anywhere
near Quakertown, PA, 30 mi. north of Philadelphia (see
NY Sectional or Phila VFR Terminal Area Chart) ??
--- ajvann wrote:
>
>
> yesterday, i called the control tower at a small
> airport that i was
> overflying to ask permission to land to refuel. the
> controller denied me
> entry stating that the airport policy did not allow
> ultralights. that was
> ok with me since i had an alternative airport to gas
> up, but my question is
> do very many airports have this policy? or can the
> tower operator make the
> decision over airport policy?
>
>
>
>
>
> The Kolb-List is sponsored by Matronics, makers
> of fine Aircraft
> Avionics, and by the generous Contributions of
> List members.
>
>
> Matronics:
> http://www.matronics.com
> Kolb-List:
> http://www.matronics.com/kolb-list
> Archive Search Engine:
> http://www.matronics.com/search
> Archive Browsing:
> http://www.matronics.com/archives
> Other Email Lists:
> http://www.matronics.com/other
>
>
>
>
>
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Prop Questions |
> Up here in the Northwest, wood props are a no-no. They
just flat dont
> stay in balance, they warp, twist, and they cant handle any rain without
> degradation.
> Mike
Mike and Gang:
Isn't the Ivo Prop basically a wooden prop?
john h
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
| Subject: | Re: controlled airports |
Ask whether the arpt had rec'd Federal Funding ie. tax dollars. If so,
you are a taxpayer and aim to squat fer fuel. bn
________________________________________________________________________________
| From: | "michael highsmith" <firehawk54(at)hotmail.com> |
| Subject: | Re: controlled airports |
Another reason would be that it was Class D airspace and they can deny any
aircraft that doesn't have a transponder at their discretion.
Firehawk
>From: Evertt Dunlap <dunlapet(at)yahoo.com>
>Reply-To: kolb-list(at)matronics.com
>To: kolb-list(at)matronics.com
>Subject: Re: Kolb-List: Re: controlled airports
>Date: Mon, 25 Oct 1999 17:35:43 -0700 (PDT)
>
>
>DEAR REDHILL, I can understand why FBO's aren't too
>enthusastic about Ultraliters ..... try these on for
>size:
>
>1. no insurance (usua;lly), 2. small amount of
>purchases = very little (if any) profit for FBO, 3.
>make an "unusual noise" (not GA engines), 4. take too
>much room (i.e., U'liters may park someplace that
>takes up same space as a GA "regular" plane, 5.
>U'liters are usually self-sufficient and can get by
>with minimum of assistance, 6. don't buy AVFuel, 7.
>According to FAA, an Ultralite is NOT an Airplane - it
>has definition in the FAR-103 (i beleive = a "vehicle"
>w/out registration. (there are more reasons, I'm sure,
>I just can't think of any more really good ones at
>this time)
>
>Meantime, hope you keep 'em flying... are you anywhere
>near Quakertown, PA, 30 mi. north of Philadelphia (see
>NY Sectional or Phila VFR Terminal Area Chart) ??
>
>--- ajvann wrote:
> >
> >
> > yesterday, i called the control tower at a small
> > airport that i was
> > overflying to ask permission to land to refuel. the
> > controller denied me
> > entry stating that the airport policy did not allow
> > ultralights. that was
> > ok with me since i had an alternative airport to gas
> > up, but my question is
> > do very many airports have this policy? or can the
> > tower operator make the
> > decision over airport policy?
> >
> >
> >
> >
> >
> > The Kolb-List is sponsored by Matronics, makers
> > of fine Aircraft
> > Avionics, and by the generous Contributions of
> > List members.
> >
> >
> > Matronics:
> > http://www.matronics.com
> > Kolb-List:
> > http://www.matronics.com/kolb-list
> > Archive Search Engine:
> > http://www.matronics.com/search
> > Archive Browsing:
> > http://www.matronics.com/archives
> > Other Email Lists:
> > http://www.matronics.com/other
> >
> >
> >
> >
> >
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "michael highsmith" <firehawk54(at)hotmail.com> |
| Subject: | Re: Prop Questions |
Where did you get the idea that an IVO was a wood prop? You're kidd'n right?
Firehawk
>From: John Hauck <hawk36(at)mindspring.com>
>Reply-To: kolb-list(at)matronics.com
>To: kolb-list(at)matronics.com
>Subject: Re: Kolb-List: Prop Questions
>Date: Mon, 25 Oct 1999 20:05:36 -0500
>
>
> > Up here in the Northwest, wood props are a no-no. They
>just flat dont
> > stay in balance, they warp, twist, and they cant handle any rain without
> > degradation.
> > Mike
>
>
>Mike and Gang:
>
>Isn't the Ivo Prop basically a wooden prop?
>
>john h
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Mike Brown <motavia(at)olypen.com> |
| Subject: | Re: controlled airports |
First of all, most towered airports collect Fed money through the
"Airport Sponser`s Assurances agreement", and therefore are mandated by
law to provide a safe environ for all aviation activities, PROVIDING
they can safely do so. The key to getting in without prior notice is to
remind them that you have a radio, and can make an approach and landing
at the same speeds as a Cub or Aeronca, ect.
If they want to be dorks, they can say it is too dangerous. You said
small, so I am not referring to the situation as if it were SeaTac in
Seattle(grin).
I land at Hillsboro in Oregon whenever I can find an excuse for a long
cross-country, and they welcome me with open arms, and usually want me
to do a high speed flyby. Uh... right. (You know you are in a slow plane
when bugs hit the BACK side of your windscreen).
To answer your Q, I believe that most tower people are ok with U/L`s ,
and yes, if it a small airport, they could let you in. I guess I would
have considered telling them I was bingo fuel and to roll out the red
carpet and grab their ticket book. But I`m a redneck and get sick of the
bs from people that work for me. (and you).
Cheers
Mike
ajvann wrote:
>
>
> yesterday, i called the control tower at a small airport that i was
> overflying to ask permission to land to refuel. the controller denied me
> entry stating that the airport policy did not allow ultralights. that was
> ok with me since i had an alternative airport to gas up, but my question is
> do very many airports have this policy? or can the tower operator make the
> decision over airport policy?
>
________________________________________________________________________________
| From: | Richard Pike <rpike(at)preferred.com> |
| Subject: | Re: Prop Questions |
>
>Isn't the Ivo Prop basically a wooden prop?
>
>john h
Not unless the Lord has recently started creating Carbon Fiber trees...
Richard Pike
MKIII N420P (42OldPoops)
________________________________________________________________________________
| From: | Richard Pike <rpike(at)preferred.com> |
| Subject: | Re: controlled airports |
>
>yesterday, i called the control tower at a small airport that i was
>overflying to ask permission to land to refuel. the controller denied me
>entry stating that the airport policy did not allow ultralights. that was
>ok with me since i had an alternative airport to gas up, but my question is
>do very many airports have this policy? or can the tower operator make the
>decision over airport policy?
Having just retired from mucho years of controller-ing, let me shed some
light on the equation. The FAA does not make policy on who does or does not
get to land at a given airport. The airport manager does. The airport
manager can close runways, determine weight loads for runways, determine
who can or cannot use the airport, ban aircraft w/o brakes, ban tailskids,
etc. The the FAA gets a copy of the airport regs, and that's it. The
airport manager is an employee of the city, county, etc., the tower person
is either FAA or a contract employee of the city/county who operates under
FAA regs and to FAA standards, but usually has no input on airport policy.
There are other distinctions between "aircraft" and "vehicles" that affect
other situations, but that's another topic.
Richard Pike
MKIII N420P (42OldPoops)
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Prop Questions |
> Where did you get the idea that an IVO was a wood prop? You're kidd'n right?
> Firehawk
>
Mike and Kolbers:
Don't think I was kidding. I was asking a question.
Question follows:
Isn't the Ivo Prop basically a wooden prop?
john h
________________________________________________________________________________
| From: | Mike Brown <motavia(at)olypen.com> |
| Subject: | Re: controlled airports |
If an airport accepts Federal funds, the FAA WILL enforce the Sponser`s
Assurances agreement if need be. I know this for a fact, because I have
been raising hell for the last 4 years(plus 2 years of trying to ba NICE
about it) to get the FAA to do their job. They are now threatening to
jerk funding to our airport, and can even make them pay back the money
they have already collected over the years, tho that is very rare, as no
county/port authority/city/whatever in their right mind will refuse to
comply when faced with returning millions of dollars.
It is true that the FAA does not try to set policy at an airport(they
dont want the liability among other things), but they will step in and
get ugly if the airport manager is violating the terms by which the
public funds were tenderd.
Our airport manager/fool tried to ban ultralights- we had that shot down
right away. Then he said we all had to have brakes- we showed him the
airport rules which said we did NOT have to have brakes. The airport
rules are not made by the manager. They are set by the Port Commission
and have to go before public review, so no one person can play God,
which is exactly what he was trying to do.
Get the book written by the guy in Homestead Florida, called "Access to
General Aviation Airports". This book is the "Bible" for anyone having
problems with an airport. Even has sample letters to the FAA to lodge
complaints against airports that collected Fed monies. It is sold in the
USUA mag, or call USUA, and they can fix you up.
Mike
Richard Pike wrote:
>
>
> >
> >yesterday, i called the control tower at a small airport that i was
> >overflying to ask permission to land to refuel. the controller denied me
> >entry stating that the airport policy did not allow ultralights. that was
> >ok with me since i had an alternative airport to gas up, but my question is
> >do very many airports have this policy? or can the tower operator make the
> >decision over airport policy?
>
> Having just retired from mucho years of controller-ing, let me shed some
> light on the equation. The FAA does not make policy on who does or does not
> get to land at a given airport. The airport manager does. The airport
> manager can close runways, determine weight loads for runways, determine
> who can or cannot use the airport, ban aircraft w/o brakes, ban tailskids,
> etc. The the FAA gets a copy of the airport regs, and that's it. The
> airport manager is an employee of the city, county, etc., the tower person
> is either FAA or a contract employee of the city/county who operates under
> FAA regs and to FAA standards, but usually has no input on airport policy.
> There are other distinctions between "aircraft" and "vehicles" that affect
> other situations, but that's another topic.
> Richard Pike
> MKIII N420P (42OldPoops)
>
________________________________________________________________________________
| From: | Mike Brown <motavia(at)olypen.com> |
| Subject: | Re: Prop Questions |
Yes and no. Yes, it has fibers that run root to tip, much like wood
does. They allow it to flex, twist, and return to original location.
No, in that I have yet to see a tree grow around a chromoly rod(but I
have seen some chromoly wrapped around a tree- on second thought, , I
dont think I want to go there...)
I get the drift John. "Shoulda, coulda, wooda" Heh, Heh.
Mike
John Hauck wrote:
>
>
>
> > Where did you get the idea that an IVO was a wood prop? You're kidd'n right?
> > Firehawk
> >
>
> Mike and Kolbers:
>
> Don't think I was kidding. I was asking a question.
> Question follows:
>
> Isn't the Ivo Prop basically a wooden prop?
>
> john h
>
________________________________________________________________________________
| From: | JRWillJR(at)aol.com |
| Subject: | Re: Prop Questions |
No--the IVO is carbon fiber cloth over a foam core. I owned one and it is a
long story but after 25.4 hours of use mine tried to come apart. Nope nothing
like wood--not at all. JR
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: : Kolb-List:Nose weight ? |
I've been reading these for a few days now, and I'm a little puzzled. My
power package is heavier than most and I know that W&B is going to be a
problem, so when I built my engine mount, I made it over long, so that I can
adjust CG by sliding the whole engine forward or back until CG is correct,
then drill the holes, and bolt it down. I haven't seen the Rotax / Firestar
system, but isn't something similar possible ?? Big Lar.
----- Original Message -----
From: <MitchMnD(at)aol.com>
Sent: Monday, October 25, 1999 8:29 AM
Subject: Re: Kolb-List:Nose weight ?
>
> Adding weight should be the very last resort for anything that flies. I
weigh
> about 155# and have a similar problem with being tail heavy (the plane,
not
> me )!. My solution is the use of a cushion-type life preserver at the back
of
> the seat. The cushion is a full 2 1/2" thick and it moves my body weight
> forward, helps me to reach the peddles comfortably and may save my bacon
if I
> ever have to ditch in one of Florida's' many waterways.
> Duane the plane in Tallahassee
>
>
________________________________________________________________________________
| From: | ggleiter(at)minn.net |
| Subject: | Re: Covering questions |
> Richard and Gang:
>
> I like to cut little 50 cent patched with the pinking
> shears, cement to the place you want the drain hole, the go
> from there with the pencil type soldiering iron.
>
> john h
Such patches have been called "dollar patches" since the 30's. Surely
we have not had a negative 50% inflation since then?
Why not use a drain grommet when you do this? Cost is about 1c
each.John Hauck wrote:
gil leiter
MAPLEWOOD, MN.
________________________________________________________________________________
| From: | ggleiter(at)minn.net |
| Subject: | Re: controlled airports |
bob n wrote:
>
>
> Ask whether the arpt had rec'd Federal Funding ie. tax dollars. If so,
> you are a taxpayer and aim to squat fer fuel. bn
Problem with that is that if the airport has a tower (and this one
obviously did), then it is at least Class D airspace. ULs cannot enter
Class D, Class C, or Class B airspace without permission from ATC.
Therefore, the controller could have simply said "no" without any
explanation or mention of the airport administration's policies.
gil leiter
MAPLEWOOD, MN
________________________________________________________________________________
| From: | ggleiter(at)minn.net |
| Subject: | Re: controlled airports |
michael highsmith wrote:
>
>
> Another reason would be that it was Class D airspace and they can deny any
> aircraft that doesn't have a transponder at their discretion.
> Firehawk
Mode C transponder is NOT required for entry into Class D airspace.
However, UL's cannot enter Class D airspace without permission from ATC,
so result is the same - controller can grant or deny permission at their
discretion.
gil leiter
MAPLEWOOD, MN
________________________________________________________________________________
| From: | "Bruce E. Harrison" <beharrison(at)lexhealth.org> |
In my experience, Ivo Props are extremely tough and have some nice
advantages over wood props. One friend who flies a Kolb FS with a wood prop
raved about how smooth the IVO was on my plane (He found lots of reasons for
needing to fly my plane).
Also, the prop can be configured as 2- or 3-blade or a problem blade can
easily be replaced. An acquaintance crashed a trike with an Ivo prop on it,
destroying one blade. He ordered a replacement blade and specified the
finished weight of blade he needed. He then had the one remaining blade
carefully checked, did the balancing, and was flying again in two weeks.
Bruce E. Harrison
-----Original Message-----
Sent: Tuesday, October 26, 1999 3:23 AM
Subject: Re: Kolb-List: Prop Questions
No--the IVO is carbon fiber cloth over a foam core. I owned one and it is a
long story but after 25.4 hours of use mine tried to come apart. Nope
nothing
like wood--not at all. JR
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Covering questions |
> Such patches have been called "dollar patches" since the 30's. Surely
> we have not had a negative 50% inflation since then?
>
> Why not use a drain grommet when you do this? Cost is about 1c
> each.John Hauck wrote:
>
> gil leiter
Gil and Gang:
No, the patches use on my airplane are 50 cent patches.
Actually, could have gotten by with 25 cent patches. ;-)
I used drain grommets on one airplane. Discovered I could
do a cleaner better job with patches cut from trim tape.
john h
________________________________________________________________________________
| From: | "Bruce Fletcher" <bwf(at)emailmn.com> |
912 for sale with extras (250 Hrs.)
I have removed my Rotax 912 from my crunched Mark lll. Can be seen in better
condition at www.metrofloerida.com/plane.
Included with the complete engine are:
All engine Inst. and
Flight Inst. ( still attached in the instrument panel and wired to the
engine)
Electric fuel pump
Electric elevator trim motor
Electric flap motor
3- 5 gal. Gas tanks
Tail wheel with strut
Strobe light
Hub for IVO Magnum prop
I'll even include the electrical retractable gear if you want.
and a Last Chance Chute
Price $8000
Located in MPLS Minn.
Bruce Fletcher
bwf(at)emailmn.com
612 545-8722
>
>
________________________________________________________________________________
| Subject: | Re: Flight Simulator |
| From: | "E. D. Yoes" <eyoes(at)stic.net> |
Correct. MicroSoft produces Flight Simulator
for Macintosh. I have used it for over ten
years. It is a good simulation, but as PCs have
gotten faster and more A-V capable over the
years, M-S has opted to put its development
into the PC market rather than the Mac.
Therefore, the F-S for the Mac now looks
crude and dowdy by comparison with its
PC cousin. That's what lured me into
making Bill $50 richer... as told in a previous
post.
But the Mac F-S is a *more than adequate*
simulation with which to learn...
pattern flying
VOR flying.
Cyberdog ---A Product of Apple Computer, Inc.
________________________________________________________________________________
| From: | MitchMnD(at)aol.com |
Haven't flow much since my flying partner died two months ago. Going to the
hangar and seeing his plane was kind of tough. Yesterday afternoon turned out
to one of those days where the temperature was perfect the wind dropped to
zero and the visibility could be measured in light years. My little FireFly
was downright anxious and started on the first tug. Maybe it was because I
drained the fuel tank and gave her a fresh load of 92 octane but all the
signs said GO! and I did. She litterally leaped into the air and we spent
about an hour doing touch and goes, stalls and turns. When I put her back in
the hangar and started the drive home I knew I had passed a milepost. What a
day.
Duane the plane in Tallahassee.
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: controlled airports |
> Mode C transponder is NOT required for entry into Class D airspace.
> However, UL's cannot enter Class D airspace without permission from ATC,
> so result is the same - controller can grant or deny permission at their
> discretion.
>
> gil leiter
Hi Gil and Gang:
In my early travels over the country in the old Firestar, I
overcame entry into tower controlled airfields, other than
TRSA and ARSA, by using my FCC Station License Call Numbers
which began with "N". I ID'd myself as November1234U. It
worked every time. Most Tower Controlled airports let me
in. Depended on what their work load was at the time. I
found most were not that busy.
john h
________________________________________________________________________________
| From: | Cliff / Carolyn Stripling <striplic(at)tetric.com> |
>I have removed my Rotax 912 from my crunched Mark lll.
Bruce,
What happened to cause the "crunch"? To know, might help others of us
avoid a similar event. Hope you feel like sharing the story. do not
archive
--
Cliff & Carolyn Stripling
801 Avenida Serena, Marble Falls, Texas 78654
Vista Del Rio (Central Texas Hill Country)
(830)693-9333 (voice) -7633 (fax)
________________________________________________________________________________
| From: | "Gary Thacker" <gbthacker(at)hotmail.com> |
| Subject: | Re: Flight Simulator |
I agree. We are using MS FS95 in our tech ed class in a middle school. It
works great for the lessons but the graphics are real crude. When I get my
new on I want it to be much better in the graphics dep.
Gary
>From: "E. D. Yoes" <eyoes(at)stic.net>
>Reply-To: kolb-list(at)matronics.com
>To: kolb-list(at)matronics.com
>Subject: Re: Kolb-List: Flight Simulator
>Date: 26 Oct 99 08:14:38 -0500
>
>
>Correct. MicroSoft produces Flight Simulator
>for Macintosh. I have used it for over ten
>years. It is a good simulation, but as PCs have
>gotten faster and more A-V capable over the
>years, M-S has opted to put its development
>into the PC market rather than the Mac.
>
>Therefore, the F-S for the Mac now looks
>crude and dowdy by comparison with its
>PC cousin. That's what lured me into
>making Bill $50 richer... as told in a previous
>post.
>
>But the Mac F-S is a *more than adequate*
>simulation with which to learn...
>pattern flying
>VOR flying.
>
>
>Cyberdog ---A Product of Apple Computer, Inc.
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Mike Gallar" <MikeG(at)ij.net> |
| Subject: | Re: controlled airports |
> -----Original Message-----
> From: owner-kolb-list-server(at)matronics.com
> Sent: Monday, October 25, 1999 8:06 PM
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: Re: controlled airports
>
>
> do very many airports have this policy? or can the tower operator make the
> decision over airport policy?
>
>
Airports Do not have to allow ultralights to land or take off
but if your aircraft has N numbers they can not stop you. this probably
does not hold true for major airports.
>
>
> ---------
>
> ---------
>
> ---------
>
>
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)telepath.com> |
| Subject: | Re: controlled airports |
Except that the following also applies when accepting Federal funds.....if
you'd care to give me the airport ID, I can tell you exactly how much they
have received, if any, since 1985.
22. Economic Nondiscrimination.
a. It will make its airport available as an airport for public use on fair and
reasonable terms and without unjust discrimination, to all types, kinds
and classes of aeronautical use.
..............
f. It will not exercise or grant any right or privilege which operates to
prevent any person, firm, or corporation operating aircraft on the airport;
from performing any services on its own aircraft with its own employees
(including, but not limited to maintenance, repair, and fueling) that it may
choose to perform.
....................
g. In the event the sponsor itself exercises any of the rights and privileges
referred to in this assurance, the services involved will be provided on
the same conditions as would apply to the furnishing of such services by
contractors or concessionaires of the sponsor under these provisions.
h. The sponsor may establish such fair, equal, and not unjustly
discriminatory conditions to be met by all users of the airport as may be
necessary for the safe and efficient operation of the airport.
i. The sponsor may prohibit or limit any given type, kind or class of
aeronautical use of the airport if such action is necessary for the safe
operation of the airport or necessary to serve the civil aviation needs of
the public.
The last paragraph is the key to the matter. Take it up with the
manager......then the municipality that owns it......
> >yesterday, i called the control tower at a small airport that i was
> >overflying to ask permission to land to refuel. the controller denied me
> >entry stating that the airport policy did not allow ultralights. that was
> >ok with me since i had an alternative airport to gas up, but my question is
> >do very many airports have this policy? or can the tower operator make the
> >decision over airport policy?
>
> Having just retired from mucho years of controller-ing, let me shed some
> light on the equation. The FAA does not make policy on who does or does not
> get to land at a given airport. The airport manager does. The airport
> manager can close runways, determine weight loads for runways, determine
> who can or cannot use the airport, ban aircraft w/o brakes, ban tailskids,
> etc. The the FAA gets a copy of the airport regs, and that's it. The
> airport manager is an employee of the city, county, etc., the tower person
> is either FAA or a contract employee of the city/county who operates under
> FAA regs and to FAA standards, but usually has no input on airport policy.
> There are other distinctions between "aircraft" and "vehicles" that affect
> other situations, but that's another topic.
> Richard Pike
> MKIII N420P (42OldPoops)
J.Baker
________________________________________________________________________________
| Subject: | Re: controlled airports |
You might want to contact your USUA Regional Representative to discuss this
matter. If the airport is federally funded they cannot deny access to
ultralights.
Steve
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: Great flight |
Good for you Duane. Sorry to hear about your buddy. Big Lar.
----- Original Message -----
From: <MitchMnD(at)aol.com>
Sent: Tuesday, October 26, 1999 6:18 AM
Subject: Kolb-List: Great flight
>
> Haven't flow much since my flying partner died two months ago. Going to
the
> hangar and seeing his plane was kind of tough. Yesterday afternoon turned
out
> to one of those days where the temperature was perfect the wind dropped to
> zero and the visibility could be measured in light years. My little
FireFly
> was downright anxious and started on the first tug. Maybe it was because I
> drained the fuel tank and gave her a fresh load of 92 octane but all the
> signs said GO! and I did. She litterally leaped into the air and we spent
> about an hour doing touch and goes, stalls and turns. When I put her back
in
> the hangar and started the drive home I knew I had passed a milepost. What
a
> day.
> Duane the plane in Tallahassee.
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
"Electrical Retractable Gear ??" Let's hear more. Big
Lar.
----- Original Message -----
From: Bruce Fletcher <bwf(at)emailmn.com>
Sent: Tuesday, October 26, 1999 6:03 AM
Subject: Kolb-List: 912 forsale
>
> 912 for sale with extras (250 Hrs.)
>
> I have removed my Rotax 912 from my crunched Mark lll. Can be seen in
better
> condition at www.metrofloerida.com/plane.
> Included with the complete engine are:
> All engine Inst. and
> Flight Inst. ( still attached in the instrument panel and wired to the
> engine)
> Electric fuel pump
> Electric elevator trim motor
> Electric flap motor
> 3- 5 gal. Gas tanks
> Tail wheel with strut
> Strobe light
> Hub for IVO Magnum prop
> I'll even include the electrical retractable gear if you want.
> and a Last Chance Chute
>
> Price $8000
> Located in MPLS Minn.
> Bruce Fletcher
> bwf(at)emailmn.com
> 612 545-8722
> >
> >
>
>
________________________________________________________________________________
| From: | "Bruce Fletcher" <bwf(at)emailmn.com> |
It has been on here before so I'll make it short.
A pulley on the flight controls froze on its bolt shaft. The pulley was
fiber, why I don't know (didn't build the plane). The cable than cut thru
the pulley. The bolt was not a shoulder bolt so it could tighten.
For those of you that say you can't slip a Kolb lll, you can and it falls
like a rock especially when you don't have a lot of control.
Lesson
Practice flying without rudder control ----use ailerons
Practice flying without aileron control -----use rudder
Practice flying without elevator control----use motor RPM
Only one at a time please
This may not happen to you but it fun to try when your just boring holes in
the sky and may save your life.
Bruce
I can also include seat cushions, seat belts with the 912.
----- Original Message -----
From: Cliff / Carolyn Stripling <striplic(at)tetric.com>
Sent: Tuesday, October 26, 1999 8:42 AM
Subject: Re: Kolb-List: 912 forsale
>
> >I have removed my Rotax 912 from my crunched Mark lll.
>
> Bruce,
>
> What happened to cause the "crunch"? To know, might help others of us
> avoid a similar event. Hope you feel like sharing the story. do not
> archive
> --
> Cliff & Carolyn Stripling
> 801 Avenida Serena, Marble Falls, Texas 78654
> Vista Del Rio (Central Texas Hill Country)
> (830)693-9333 (voice) -7633 (fax)
>
>
>
________________________________________________________________________________
| From: | "Tim Gherkins" <rp3420(at)email.sps.mot.com> |
Hey Kolbers,
After gathering tools and supplies, I have finally started building my
Firestar, starting with the horizontal stabs, riveting gussets to the tubing.
After completed riveting two gussets, I noticed that I have two different
makes of 1/8 X 1/8 steel rivets.
One of the rivet heads is slightly bigger in diameter and when popped is
flatter. The other rivet head has a slightly smaller diameter and when popped
is taller. After being mortified and disappointed with trying to keep good
symmetry, I sat down to take a good look at the rivets.
After a few minutes I figured out a big difference between the two. Not
knowing the anatomy of a rivet I will try to describe in detail the difference
of the two makes.
You have a rivet, on a steel shank, on one end of the shank you have a pointed
end that is introduced into the rivet gun for pulling. The other end of the
shank is a ball. On one rivet this ball is oval in shape with large angles in
its shape. The other rivet ball is perfectly round with small scalloped edge.
I spent the evening sorting all of those rivets into two piles while trying to
watch monday night football. Has anyone else out there have this problem? Or
seen it before? Do the rivets come from the Kolb factory or directly from a
Aircraft tool supplier?
This airplane building sure has alot of variables in it from the get go? Is
there any other variables out there to watch for in the future? However
small, please share.
Tim- the guy trying to out fly those wondrous bee creatures.
adr;dom: ;;;CH305;;;
tel;work: 6028144651
________________________________________________________________________________
| From: | "Bruce Fletcher" <bwf(at)emailmn.com> |
If you look at the pictures you will see the wheels up and down. It's runs
like a garage door opener, the screw type.
Bruce
----- Original Message -----
From: Larry Bourne <larrybiglar(at)earthlink.net>
Sent: Tuesday, October 26, 1999 10:13 AM
Subject: Re: Kolb-List: 912 forsale
>
> "Electrical Retractable Gear ??" Let's hear more.
Big
> Lar.
>
>
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
Bruce and Gang:
Doesn't sound like standard Kolb MK III control system.
Neither elevator, rudder, or aileron control systems use
cable pullies in my MK III. If you will, please explain the
differences.
Fiber control cable pullies are standard aircraft hardward.
We used them in the control system of the Ultrastar and
original Firestar. They would wear with ageand use, but
never had one sieze unless overtightened. We didn't use
shoulder type bolts with these pullies, nyloc nuts tightened
enough not to lock the pulley. However, a bushing could be
made to offer standoff to keep from locking the pulley, yet
get the pulley bolt tight.
By chance, was your MK III a clone built by the late Jim Lee
of Lakeland Aircraft? I have seen several of Jim's aircraft
at Lakeland and Oshkosh. It was readily apparent that Jim
deviated to the extreme when he modified the basic Kolb
kit.
My experience with Kolb Aircraft are the are happy to fly
without rudder. In fact, had my rudder locked up in Alaska
after a near tragic landing attempt in Alaskan Bush. Had no
problem flying, maneuvering for another landing on a "pig
trail", and landing without rudder and tailwheel steering.
Would have been more exciting had I not had differential
braking. Without elevator or aileron, good luck!
john h
________________________________________________________________________________
| From: | Ray L Baker <rbaker2(at)juno.com> |
Kolb-listers,
Do I paint the control surface hinges before riveting them in place? This
places paint between the rivet and the surface it is securing. Less
secure?
OR: Apply epoxy primer now and color coat after riveting?
Will paint be sufficient sealing for these rivets or should they be
filled with epoxy first?
Decisions, decisions, decisions!!!{:-)
L. Ray Baker
Lake Butler, Fl
Building Mark III, SN 312--N629RB
________________________________________________________________________________
| From: | JRWillJR(at)aol.com |
| Subject: | Re: Prop Questions |
Mike, I see that you are an IVO dealer?? Anyway not to start a flame war
after my near loss of a blade and all the vibration and a dead stick in to
land I began my own mini investigation of IVO and when I went to purchase a
new prop I investigated their history also. I found--from a well known Sport
Aviation group in Oshkosh that in the 2 years preceding my incident there had
been 14 failures I believe the number was reported to them of IVO's and 3
were posthumous ( my memory is fading). That same week a Midget Mustang went
down after throwing an IVO blade near Shreveport not far from my home base. I
continued to talk to IVO and he insisted there had never been any failures of
his prop and that my problems were due to the 3:1 gearbox on the 582 setting
up a resonance with the 3 blade IVO--baloney macaroni--no way. He refunded my
money politely but never fessed up to any problems. The stainless tape thing
says it all to me--yep they move in the hub all right and sometimes the
blades move right off the airplane--ruins your whole day when that happens.
Wooden props have a long history in aviation and have been used with great
success and occasional problems on the RV aircraft, T18 and hundreds more not
to mention certified usage. I will run a wooden prop on my RV4, and on my
Kitfox I have a Warp Drive and I love it and trust it. Yes there have been
problems with nearly all brands and types of props but it is the continuing
string of similar incidents involving blades woirking in the hubs and loss of
blades that sends up the red flags. Oh, he said I did not torque it properly,
I have a fleet of expensive torque wrenches and I know how to use them--he is
wrong, his prop is dangerous and his moma is wrong too. Some good ideas just
do not work out in the real world--this is one of them. JR
________________________________________________________________________________
| From: | JRWillJR(at)aol.com |
| Subject: | Re: Prop Questions--cliff |
Cliff with only 25.4 hours there had not been a lot of time to develop a
symptomology. I had noticed a black dust at the hub and that the supplied
skull cap spinner was cutting and grooving the blades. I called IVO and they
said that was normal and to check torque. I was told that the blades are
supposed to work at first until they "set"--yea sure they are! Mine
apparently never took a "set." I had also been told I could continue to fly
and that they would send me some tape to put on the hub--flag and whistles
should have gone off. I took off and noticed an odd vibration, got worse and
worse so I turned back, airport on the nose all hell broke loose and I cut to
idle and when I had the runway I killed the engine. I found all bolts loose
and severely fretted. The prop bushings were broken out with large visible
cracks radiating from the bushings into the torque tube area and several went
all the way to the blade base. I did not loose a blade but was clearly
seconds away from a probable fatal accident. If you are breaking tape on your
IVO I would remove it and hang it on the wall, if it is fairly new ask for a
refund but if you have time on it consider it an expensive lesson. Yes, that
is what some of my investigation has turned up--the bolts check out properly
torqued but the blades show evidence of movement--like mine -- and like
yours. JR
________________________________________________________________________________
| From: | "Bruce Fletcher" <bwf(at)emailmn.com> |
>
> Fiber control cable pullies are standard aircraft hardward.
> We used them in the control system of the Ultrastar and
> original Firestar. They would wear with ageand use, but
> never had one sieze unless overtightened. We didn't use
> shoulder type bolts with these pullies, nyloc nuts tightened
> enough not to lock the pulley. However, a bushing could be
> made to offer standoff to keep from locking the pulley, yet
> get the pulley bolt tight.
The pulley wouldn't turn until I loosened the bolt. The bolt was screwed
into a tapped hole in the frame. So there was nothing to keep the bolt
turning unless he used locktite or something.
> By chance, was your MK III a clone built by the late Jim Lee
> of Lakeland Aircraft.
Yes 1993
>
>
________________________________________________________________________________
| Subject: | Re: lighting coils |
Ted
First! If you are going to run electronics off your engine you better
invest in transient suppression for the power to the electronics. This
would take the form of diode bias to preclude negative voltages and
transorbes to clamp excess positive voltages. I am not familiar with the
regulator / rectifier that comes with a 447 but I certainly am including
these items for my 912.
Second. If you had a diode failure in your first rectifier you could have
had AC voltages on your power. Those voltages would have been determined
by the LC load and the engine RPM. They could have easily exceeded 50
volts. Your radio may be sicker than you think. The battery would have
tried to filter the AC in the sense of a gigantic capacitor. This may have
damaged the LC in the engine. Check the LC impedance to ground and make
sure it conforms to spec. Driving a battery negative with an AC voltage is
not good for the battery.
Just some thoughts
Ron
>Okay, guys, got another one for you. Had a 447 with strobe and rotax single
>stage volt reg and rec with a 2200 uf cap attached for load hooked to a 17
>amp bat. In turn it was attached to an aircraft collins II radio.
>Everything was peachy at 14.5 volts approx. and then the engine lunched.
Put
>another 447 and everything was cool, so I thought. All of a sudden, dead
>bat. checked the output at low of 14.5 to 5.5 volts and went to 16 when
>rev'd. replaced reg and bat and rechecked and had approx the same thing. I
>figured that must be what it is supposed to be and then the radio went out
>during transmission. Blew 5amp fuse and wont hold one since. Checked all
>the wiring and cant find problem. checked another aircraft with same set up
>and has 14.5 volts just like I believe mine had originally. Did they change
>the output on the new 447 or did I just have two bad regs or ???? Found a
>cap. blown appart inside the radio so gotta get that fixed (I hope that is
>all it is) (Not with my luck though) I have been told this and that.
>Strobe is in line on the LC first, then reg. then cap. then bat. radio
comes
>off this. any answers out there. I dont mind spending more money, gotto do
>that anyway, but want to know if anything strange could have caused it
first.
> Gotto get the cause before the cure. thanks. What is really the best for
>the rest and how do you stop it from happening again. I dont really think
>that any radio is going to take 16 volt hits without damage to
transmitter.
>G'day Ted
>~~************
>
________________________________________________________________________________
| From: | Robert Dorsey <rmd-mcse(at)home.com> |
Tim,
Look at the prints in regards to the assembly of the wing spar lift strut
tangs. On the FireFly the "scalloped" rivets (high strength) were for use
in attatching the tangs to the lift strut bracket, may be similar for the
FireStar.
>
>
>Hey Kolbers,
>
>After gathering tools and supplies, I have finally started building my
>Firestar, starting with the horizontal stabs, riveting gussets to the
tubing.
>After completed riveting two gussets, I noticed that I have two different
>makes of 1/8 X 1/8 steel rivets.
>
>One of the rivet heads is slightly bigger in diameter and when popped is
>flatter. The other rivet head has a slightly smaller diameter and when
popped
>is taller. After being mortified and disappointed with trying to keep good
>symmetry, I sat down to take a good look at the rivets.
>
>After a few minutes I figured out a big difference between the two. Not
>knowing the anatomy of a rivet I will try to describe in detail the
difference
>of the two makes.
>You have a rivet, on a steel shank, on one end of the shank you have a
pointed
>end that is introduced into the rivet gun for pulling. The other end of the
>shank is a ball. On one rivet this ball is oval in shape with large
angles in
>its shape. The other rivet ball is perfectly round with small scalloped
edge.
>
>I spent the evening sorting all of those rivets into two piles while
trying to
>watch monday night football. Has anyone else out there have this problem?
Or
>seen it before? Do the rivets come from the Kolb factory or directly from a
>Aircraft tool supplier?
>
>This airplane building sure has alot of variables in it from the get go? Is
>there any other variables out there to watch for in the future? However
>small, please share.
>
>Tim- the guy trying to out fly those wondrous bee creatures.
>
>adr;dom: ;;;CH305;;;
>tel;work: 6028144651
>
>
>
________________________________________________________________________________
| Subject: | Gear Leg material |
Hi Gang;
I have given up hope on getting gear legs from Kolb. I am going to make
my own. Does anyone know what grade aluminum is used for the gear legs. I
think it is 6061-T6 but am not sure. Thanks in advance.
Kent
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Gear Leg material |
Does anyone know what grade aluminum is used for the gear
legs. I
> think it is 6061-T6 but am not sure. Thanks in advance.
>
>
> Kent
>
Kent and Kolbers:
It is 7075.
john h
________________________________________________________________________________
| From: | "michael highsmith" <firehawk54(at)hotmail.com> |
| Subject: | Prop Questions--JR |
JR,
What was the torque value that you used on the prop bolts?
Firehawk
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
| Subject: | Re: Prop Questions |
In a message dated 10/25/99 9:07:08 PM Eastern Daylight Time,
hawk36(at)mindspring.com writes:
<< Isn't the Ivo Prop basically a wooden prop? >>
No wood to be seen in mine. Graphite fiber over a foam core
________________________________________________________________________________
| Subject: | Re: Prop Questions |
| From: | Ralph H Burlingame <ul15rhb(at)juno.com> |
Guys, in the early days IVO made their props without bushings and their
manufacturing process left some air holes in the foam that could weaken
the material near the hub. I don't know if you guys remember a guy named
Larry Sievert that lost an IVO blade about 6 years ago on his way to
Oshkosh in a Mariner biplane and was displaying the prop blade around
Oshkosh during the convention. Several people made comments about the
blade including our own Dennis Souder. The problem that I saw with that
blade was that Larry had modified if so heavily by adding fiberglass and
giving it a completely different shape than the original, that Dennis
called it the "Larry Prop", for obvious reasons, it was no longer an IVO
prop and was very heavy. When I got home after the convention, one of
Larry's friends brought the blade into one of our monthly meetings and I
had the opportunity to take a better look. I noticed there was a void in
the foam where the blade had broken off. After discussing this with
several other pilots, I found that IVO had improved their process for
manufacturing the prop to get the air bubbles out. Now this "Larry Prop"
was being driven by a 4-cycle Subaru engine, direct drive. I'm not
surprised that it departed the aircraft (and this was no ultralight)
using this engine, with those modifications. The original IVO prop
(without modification), in my humble opinion, should never have been used
on engines over 50 hp (Rotax 503). IVO now makes the heavier duty Magnum
prop designed for larger engines. The IVO prop that I have was bought
from a friend and it is one of the original IVO props which I'm using on
the Rotax 447 engine. I used a Culver wood prop for many years and it
will never compare to the IVO prop. The wood prop was constantly out of
balance, getting nicks, and had to monitor the prop bolts all the time.
My IVO prop is virtually maintenance-free and it is in balance on every
flight. I would not do without it and have not seen any problems. I have
the quick-adjust hub.
Ralph Burlingame
Original FireStar, 12 years flying
>No--the IVO is carbon fiber cloth over a foam core. I owned one and it
>is a long story but after 25.4 hours of use mine tried to come apart.
Nope
>nothing like wood--not at all. JR
________________________________________________________________________________
| From: | "Frank, Christie, Frank & Meagan Hodson" <fchodson(at)bigfoot.com> |
| Subject: | Flight Simulator |
Microsoft has JUST released its newest version of Flight Simulator 2000. If
you have a Pentium III with a 17 inch or better screen you are in for a real
treat. Much better than FS98 or FS95. The graphics are MUCH clearer and
the motion is a lot smoother. Groups like AOPA and Cessna have signed on to
help make FS2000 more realistic. You should go to FS2000's website and read
about the new features. http://www.microsoft.com/games/fs2000/
Have fun.
Franklin E. Hodson III
fchodson(at)bigfoot.com
http://www.hodsonhome.com
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
Sent: Tuesday, October 26, 1999 10:31 AM
Subject: Re: Kolb-List: Flight Simulator
I agree. We are using MS FS95 in our tech ed class in a middle school. It
works great for the lessons but the graphics are real crude. When I get my
new on I want it to be much better in the graphics dep.
Gary
>From: "E. D. Yoes" <eyoes(at)stic.net>
>Reply-To: kolb-list(at)matronics.com
>To: kolb-list(at)matronics.com
>Subject: Re: Kolb-List: Flight Simulator
>Date: 26 Oct 99 08:14:38 -0500
>
>
>Correct. MicroSoft produces Flight Simulator
>for Macintosh. I have used it for over ten
>years. It is a good simulation, but as PCs have
>gotten faster and more A-V capable over the
>years, M-S has opted to put its development
>into the PC market rather than the Mac.
>
>Therefore, the F-S for the Mac now looks
>crude and dowdy by comparison with its
>PC cousin. That's what lured me into
>making Bill $50 richer... as told in a previous
>post.
>
>But the Mac F-S is a *more than adequate*
>simulation with which to learn...
>pattern flying
>VOR flying.
>
>
>Cyberdog ---A Product of Apple Computer, Inc.
>
>
________________________________________________________________________________
| From: | wood <duesouth(at)iname.com> |
| Subject: | Re: Gear Leg material |
>
>Hi Gang;
> I have given up hope on getting gear legs from Kolb. I am going to make
>my own. Does anyone know what grade aluminum is used for the gear legs. I
>think it is 6061-T6 but am not sure. Thanks in advance.
>
I think it is 7075. It is a common grade so if my number is a bit off the
supplier can redirect you.
Woody
________________________________________________________________________________
| Subject: | Re: Prop Questions--cliff |
| From: | Ralph H Burlingame <ul15rhb(at)juno.com> |
JR, do you have nuts on the engine side of the prop hub?
Ralph Burlingame
Original FireStar
>I found all bolts loose and severely fretted. The prop bushings were
broken out >with large visible cracks radiating from the bushings into
the torque tube area >and several went all the way to the blade base. I
did not loose a blade but was >clearly seconds away from a probable fatal
accident.
>yours. JR
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
Sorry, just tried again, and I still get a drop down that says "This Page
Cannot be Displayed." Big Lar.
----- Original Message -----
From: Bruce Fletcher <bwf(at)emailmn.com>
Sent: Tuesday, October 26, 1999 9:37 AM
Subject: Re: Kolb-List: 912 forsale
>
> If you look at the pictures you will see the wheels up and down. It's runs
> like a garage door opener, the screw type.
>
________________________________________________________________________________
| From: | Jerry Bidle <jbidle(at)airmail.net> |
| Subject: | Re: Gear Leg material |
I agree with Woody, it's 7075. Much stronger than 6061.
jerryb
>
>>
>>Hi Gang;
>> I have given up hope on getting gear legs from Kolb. I am going to
make
>>my own. Does anyone know what grade aluminum is used for the gear legs. I
>>think it is 6061-T6 but am not sure. Thanks in advance.
>>
>
> I think it is 7075. It is a common grade so if my number is a bit off the
>supplier can redirect you.
>
>
> Woody
>
>
________________________________________________________________________________
| From: | Jerry Bidle <jbidle(at)airmail.net> |
Make sure you don't (or haven't) mixed fabric rivets in with the rivets to
be used for riveting the gusset. The fabric rivets will have a larger
approx. 1/4" dia head and are used to rivet the fabric top the ribs. See
if the rivets you have are aluminum (soft), steel (use a magnet), or
stainless steel (are not magnetic). The rivets for the gussets were
stainless on my kit.
jerryb
>
>
>Hey Kolbers,
>
>After gathering tools and supplies, I have finally started building my
>Firestar, starting with the horizontal stabs, riveting gussets to the
tubing.
>After completed riveting two gussets, I noticed that I have two different
>makes of 1/8 X 1/8 steel rivets.
>
>One of the rivet heads is slightly bigger in diameter and when popped is
>flatter. The other rivet head has a slightly smaller diameter and when
popped
>is taller. After being mortified and disappointed with trying to keep good
>symmetry, I sat down to take a good look at the rivets.
>
>After a few minutes I figured out a big difference between the two. Not
>knowing the anatomy of a rivet I will try to describe in detail the
difference
>of the two makes.
>You have a rivet, on a steel shank, on one end of the shank you have a
pointed
>end that is introduced into the rivet gun for pulling. The other end of the
>shank is a ball. On one rivet this ball is oval in shape with large
angles in
>its shape. The other rivet ball is perfectly round with small scalloped
edge.
>
>I spent the evening sorting all of those rivets into two piles while
trying to
>watch monday night football. Has anyone else out there have this problem?
Or
>seen it before? Do the rivets come from the Kolb factory or directly from a
>Aircraft tool supplier?
>
>This airplane building sure has alot of variables in it from the get go? Is
>there any other variables out there to watch for in the future? However
>small, please share.
>
>Tim- the guy trying to out fly those wondrous bee creatures.
>
>adr;dom: ;;;CH305;;;
>tel;work: 6028144651
>
>
________________________________________________________________________________
| From: | Jerry B <jbidle(at)airmail.net> |
| Subject: | Don't use lead pencils/replacement rivets, tips |
We got a bunch of newies on the list so its time for a tips and reminders.
DO NOT use graphite lead pencils to mark on aluminum parts. It had proven
to cause cracks. (Uncle Sam has paid dearly on B-52's wings for this) Use
felt tip markers. Sharpies write good on most things but aluminum. The
best markers I come across are the German made ones STABILO-OHPen96P which
have a pink body and are 5-1/2" long. They write well, come in many
different colors, and last long time but will set you back about $1.35-2.00
each. The PILOT's are probably my next choice but will not last as long.
Also rivets are not rivets. They come in different head types, diameters,
lengths (grip range), body and mandrel material and styles all of which
impacts their strength.
If you do find yourself in need of more rivets don't buy them from Home
Depot or your local builders supply. Order them from Kolb or get advise
from other knowledgable builders on what may be ordered and from where.
Some time back there was a post as to the source for rivets, it should be
in the archive. Other sources include Great Atlantic Airplane Co in
Florida, Aircraft Spruce, and others.
Don't be afraid to drill out a bad rivet. Use a sharp drill of the small
diameter of the rivet. Start drilling on the head and as it begins to pass
through the head wallow it around and the head will pop off. As a back up
order a few larger size (5/32) diameter of the same lengths in case you do
happen to enlarge a hole to much.
Snap Center Punch - don't waste your money on the China clones, just buy
the General brand and get on with it. I seen more people try to get buy
cheap, waste more time trying to get and keep them working and then end up
turning around and buying the good one. It's not worth it.
Make thick poster board templates of the gussets - you can then quickly lay
them out, cut slightly larger, and sand as a stack to the correct size.
A small DELTA 1"x30" belt sander is an essential tool. Christmas is
coming, a Dremel tool with cut off fiberglass and abrasive blades is one of
the handiest tools I got.
jerryb
________________________________________________________________________________
| From: | "Keith R. Middleton" <klmidd97(at)bossig.com> |
Try http://www.metroflorida.com/plane/ He accidently spelled
"metrofloErida" with an e. Might work a little better now!
Keith
----- Original Message -----
From: Larry Bourne <larrybiglar(at)earthlink.net>
Sent: Tuesday, October 26, 1999 8:11 PM
Subject: Re: Kolb-List: 912 forsale
>
> Sorry, just tried again, and I still get a drop down that says "This Page
> Cannot be Displayed." Big Lar.
>
> ----- Original Message -----
> From: Bruce Fletcher <bwf(at)emailmn.com>
> To:
> Sent: Tuesday, October 26, 1999 9:37 AM
> Subject: Re: Kolb-List: 912 forsale
>
>
> >
> > If you look at the pictures you will see the wheels up and down. It's
runs
> > like a garage door opener, the screw type.
> >
>
>
________________________________________________________________________________
| From: | Mike Brown <motavia(at)olypen.com> |
| Subject: | Re: Gear Leg material |
7075-T651 (same as T-6 but a different process for heat treating,
according to Boeing)
Mike
Kenmead(at)aol.com wrote:
>
>
> Hi Gang;
> I have given up hope on getting gear legs from Kolb. I am going to make
> my own. Does anyone know what grade aluminum is used for the gear legs. I
> think it is 6061-T6 but am not sure. Thanks in advance.
>
>
> Kent
>
________________________________________________________________________________
| From: | JRWillJR(at)aol.com |
| Subject: | Re: Prop Questions--my last for now |
Mike and Cliff, I no longer have an IVO prop to put nuts on--I run a Warp
Drive and yes there are nut behind it also. Everyone wants to rationalize
their choices and situations--that is understandable. Let me repeat--the prop
was properly installed and maintained in exact accordance with IVO
instructions. It was not a bad prop--all IVO are bad--the design is flawed
and it has a history of similar incidents of blade working, loosening blades,
cracks in the hub area and total catastrophic loss of blades. True as Mike
mentioned, some of these were propellers that may have been modified but most
were not modified--they simply failed from inadequate design. My propeller
had NOT been modified. I do not believe the resonance thing--not at all and I
think the IVO explanation is weird and flaky. Yea, I would be nervous too if
I were flying an IVO. If you have had good luck then continue to use it but
give it very thorough inspections--at the first sign of something
unusual--stop flying and investigate completely even if you must part with
some cash and get a different type prop. As far as IVO intentions not to
deceive or be less than honest the facts are that the company has been less
than honest about there safety record. I did take photos--they were sent to
the FAA and EAA. They do not reproduce well unfortunately. I am not the best
photographer but the last time I got into one of these discussions one
individual attacked me vehemently also an IVO dealer--I sent out some of the
pics and there was no further discussion. I have moved several times recently
and things are packed away and I really have no time for digging for old
pics. Do not want to sound mean and wish you both the best. JR
________________________________________________________________________________
| From: | ggleiter(at)minn.net |
Tim Gherkins wrote:
>
>
> Hey Kolbers,
>
> After gathering tools and supplies, I have finally started building my
> Firestar, starting with the horizontal stabs, riveting gussets to the tubing.
> After completed riveting two gussets, I noticed that I have two different
> makes of 1/8 X 1/8 steel rivets.
>
> One of the rivet heads is slightly bigger in diameter and when popped is
> flatter. The other rivet head has a slightly smaller diameter and when popped
> is taller. After being mortified and disappointed with trying to keep good
> symmetry, I sat down to take a good look at the rivets.
>
> After a few minutes I figured out a big difference between the two. Not
> knowing the anatomy of a rivet I will try to describe in detail the difference
> of the two makes.
> You have a rivet, on a steel shank, on one end of the shank you have a pointed
> end that is introduced into the rivet gun for pulling. The other end of the
> shank is a ball. On one rivet this ball is oval in shape with large angles in
> its shape. The other rivet ball is perfectly round with small scalloped edge.
>
> I spent the evening sorting all of those rivets into two piles while trying to
> watch monday night football. Has anyone else out there have this problem? Or
> seen it before? Do the rivets come from the Kolb factory or directly from a
> Aircraft tool supplier?
>
> This airplane building sure has alot of variables in it from the get go? Is
> there any other variables out there to watch for in the future? However
> small, please share.
>
> Tim- the guy trying to out fly those wondrous bee creatures.
I believe the Oval type is supposed to provide a more positive "set",
or so I have been told.
gil leiter
MAPLEWOOD, MN
________________________________________________________________________________
| From: | ggleiter(at)minn.net |
| Subject: | Re: Covering questions |
Ray L Baker wrote:
>
>
> Gil,
> Better check the price again. Page 278 of Aircraft Spruce catalog lists
> them at $.44 each with 10% discount for 12 or more.
Looked at 2768 of 99-00 Catalogue and could not find this price for
drain grommets. Did however, see that dollar patches match the price
you mentioned. For drain grommets they sell cab ones for 8c eachor
$6.24/100. Metal drain grommets (which I use) are $10.40/100. Know I
paid significantly less than this from my PolyFiber dealer. At any
rate they are not a big buck item. I probably used about a dozen and a
half on my Challenger.
gil leiter
MAPLEWOOD, MN
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: Don't use lead pencils/replacement rivets, tips |
All good stuff. Home Depot sells a snap punch with a round wooden head for
about $20.00. It's flat out Junk ! ! ! Same store sells the General brand
Jerry mentions for about the same price, and it lasts forever.
Twice Burnt Lar.
----- Original Message -----
From: Jerry B <jbidle(at)airmail.net>
Sent: Tuesday, October 26, 1999 9:39 PM
Subject: Kolb-List: Don't use lead pencils/replacement rivets, tips
>
> We got a bunch of newies on the list so its time for a tips and reminders.
>
> DO NOT use graphite lead pencils to mark on aluminum parts. It had proven
> to cause cracks. (Uncle Sam has paid dearly on B-52's wings for this)
Use
> felt tip markers. Sharpies write good on most things but aluminum. The
> best markers I come across are the German made ones STABILO-OHPen96P which
> have a pink body and are 5-1/2" long. They write well, come in many
> different colors, and last long time but will set you back about
$1.35-2.00
> each. The PILOT's are probably my next choice but will not last as long.
>
> Also rivets are not rivets. They come in different head types, diameters,
> lengths (grip range), body and mandrel material and styles all of which
> impacts their strength.
>
> If you do find yourself in need of more rivets don't buy them from Home
> Depot or your local builders supply. Order them from Kolb or get advise
> from other knowledgable builders on what may be ordered and from where.
>
> Some time back there was a post as to the source for rivets, it should be
> in the archive. Other sources include Great Atlantic Airplane Co in
> Florida, Aircraft Spruce, and others.
>
> Don't be afraid to drill out a bad rivet. Use a sharp drill of the small
> diameter of the rivet. Start drilling on the head and as it begins to
pass
> through the head wallow it around and the head will pop off. As a back up
> order a few larger size (5/32) diameter of the same lengths in case you do
> happen to enlarge a hole to much.
>
> Snap Center Punch - don't waste your money on the China clones, just buy
> the General brand and get on with it. I seen more people try to get buy
> cheap, waste more time trying to get and keep them working and then end up
> turning around and buying the good one. It's not worth it.
>
> Make thick poster board templates of the gussets - you can then quickly
lay
> them out, cut slightly larger, and sand as a stack to the correct size.
>
> A small DELTA 1"x30" belt sander is an essential tool. Christmas is
> coming, a Dremel tool with cut off fiberglass and abrasive blades is one
of
> the handiest tools I got.
>
> jerryb
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
That worked. Thanks. He sure put a lot of work into that, didn't he ??
Can't see the mechanism, but it's obviously retractable. Lar.
----- Original Message -----
From: Keith R. Middleton <klmidd97(at)bossig.com>
Sent: Tuesday, October 26, 1999 9:36 PM
Subject: Re: Kolb-List: 912 forsale
>
> Try http://www.metroflorida.com/plane/ He accidently spelled
> "metrofloErida" with an e. Might work a little better now!
> Keith
> ----- Original Message -----
> From: Larry Bourne <larrybiglar(at)earthlink.net>
> To:
> Sent: Tuesday, October 26, 1999 8:11 PM
> Subject: Re: Kolb-List: 912 forsale
>
>
>
> >
> > Sorry, just tried again, and I still get a drop down that says "This
Page
> > Cannot be Displayed." Big Lar.
> >
> > ----- Original Message -----
> > From: Bruce Fletcher <bwf(at)emailmn.com>
> > To:
> > Sent: Tuesday, October 26, 1999 9:37 AM
> > Subject: Re: Kolb-List: 912 forsale
> >
> >
> > >
> > > If you look at the pictures you will see the wheels up and down. It's
> runs
> > > like a garage door opener, the screw type.
> > >
> >
> >
>
>
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
| Subject: | Re: Control Hinges |
In a message dated 99-10-26 1:41:52 PM Eastern Daylight Time,
rbaker2(at)juno.com writes:
<< Do I paint the control surface hinges before riveting them in place? >>
I painted my hinges completely before installation with DuPont Centauri.
Stitts polytone paint doesn't stick well to metal.
________________________________________________________________________________
| From: | Al Mojzisik <prober(at)iwaynet.net> |
| Subject: | UH-OH EVERYONE PLEASE READ THIS! |
Well fellow listers it's almost Halloween and you know what that means.
November is just one weekend away and our annual RV-List fund raiser is
about to kick off! This year all of these pitiful pleas for participation
will be going to three additional lists as well. The Rocket, Zenith, and
Kolb Lists will also be exposed to my shameless appeals on Matt's behalf.
For those of you who have never been through this before, what I do is try
to get you to VOLUNTARILY contribute a donation to Matt to help keep all
these homebuilt aircraft computer lists financed and in state-of-the-art
working order. I have been so impressed that Matt has never REQUIRED us to
pay any user fees that I have volunteered to be the list "Tax Man". I will
be posting from three to four e-mails a week with pleas in various forms
(mostly humorous, all intended to be) to try to make you want to
contribute. Either by shamming you into it, peer pressure, or anything else
that I think will work. Feel free to send me any skeletons of other list
members that I can use to accomplish these goals ;-) ).
The point is, these lists take a lot of Matt's time and money to run for
our convenience. Everyone who subscribes to them gets some form of benefit
from them. This benefit has to have a monetary value to you and YOU get to
decide what that is. (At least a magazine subscription price I hope!)
From the response I got privately last year everyone really enjoyed last
years fund raiser and made it a point to read the posts. My subjects will
always be in capital letters and from me so you will know before you open
it what it's going to be about. I would like to encourage anyone who wishes
to give testimony on how the list helps them to feel free to do so, but
please let's not start until next week. November is Turkey month here in
the USA so just kind of look at me as your List Turkey and make that
donation early to get it over with! I will post one of last years favorites
later today so you can kind of get a feel for what is going to be coming.
I hope you all enjoy it and are as generous this year as you were last
year. Al Mojzisik IRS agent............Internet
Revenue Service
PS.....Matt do you have anything you can tell us about how last years
donations were spent and plans for the future ????
You can make on-line secure credit card donations at:
http://www.matronics.com/contribution.html
Or if you wish, you can send your opinions and a generous check too:
Matt Dralle
PO Box 347
Livermore, CA 94550
________________________________________________________________________________
| From: | "Tim Gherkins" <rp3420(at)email.sps.mot.com> |
| Subject: | Re: Don't use lead pencils/replacement rivets, tips |
Jerry,
Excellent advice for the newbies like myself. Much appreciated! I know there
is more tidbits out there to help us along. Share them.
Thanks,
Tim
adr;dom: ;;;CH305;;;
tel;work: 6028144651
________________________________________________________________________________
| From: | "Bruce Fletcher" <bwf(at)emailmn.com> |
Thanks Keith for correcting my two fingered mistake.
Bruce
----- Original Message -----
From: Keith R. Middleton <klmidd97(at)bossig.com>
Sent: Tuesday, October 26, 1999 11:36 PM
Subject: Re: Kolb-List: 912 forsale
>
> Try http://www.metroflorida.com/plane/ He accidently spelled
> "metrofloErida" with an e. Might work a little better now!
> Keith
> ----- Original Message -----
> From: Larry Bourne <larrybiglar(at)earthlink.net>
> To:
> Sent: Tuesday, October 26, 1999 8:11 PM
> Subject: Re: Kolb-List: 912 forsale
>
>
> > ----- Original Message -----
> > From: Bruce Fletcher <bwf(at)emailmn.com>
> > To:
> > Sent: Tuesday, October 26, 1999 9:37 AM
> > Subject: Re: Kolb-List: 912 forsale
> >
> >
> > >
> > > If you look at the pictures you will see the wheels up and down. It's
> runs
> > > like a garage door opener, the screw type.
> > >
> >
> >
>
>
________________________________________________________________________________
| From: | "INFO" <info(at)aircrafttechsupport.com> |
| Subject: | Fabric questions |
Hi to everyone,
We've been lurking on the "list" for a while, & would like to pass on some
"stuff" that works for us in covering.
We'll try to answer a couple of questions first:
To identify the fabric rivets: they are an aluminum rivet with an aluminum
shank with a head diameter of three eights and a hole dia. of one eighth.
If you use a marker to mark your aluminum, be sure to clean it off before
you put on your fabric (where the fabric touches), if not, you might be
able to see right where you did the measuring while you fly it!!
Go ahead & epoxy prime the hinge area before or after you secure them, the
primer is thin, & will work its way in between the metal surfaces by
capillary action, providing separation and corrosion protection. This will
not effect the security (tightness) of the riveting.
If you want the rivet shank holes filled, we use Super- Fil, this is very
light, & won't fall out later.
As for those "dollar patches":
We make a frame of three-quarter inch scrap wood, three feet square or so.
We glue fabric over it & heat shrink it to 250 degrees. This takes all
wrinkles out of it. (If you use tapes, or fabric with a wrinkle in it on a
surface, the "fold" will always be there, & doesn't look very good).
We also use this shrunk fabric to make "doily" patches to cover the
inspection hole rings.
If you cover your drain grommets and inspection hole rings this way, they
will never come off!!
We use a PVC coupling for a two inch (ID) pipe as a template. This is the
size of your finish tapes, & makes a very neat line to cut around for making
rounded tape ends.
We also use this template and Florian pinkers to cut our "dollar" patches
for covering the drain grommets. We use the aluminum grommets, because they
are thinner than the plastic ones, and are a great template when we are
melting the hole for the drain. The store bought dollar patches are just
too large for drain grommets in our opinion.
To cut the patches, just trace the size, then cut them out (too big) with
straight scissors, then hold the piece in the center with your thumb & first
finger, & let the Florian pinkers pull the patch around. Or........., next
time your mom comes to visit, & wants something to do, have her cut out
fifty or so. (funny, my mom doesn't visit very often any more!!)
As for the location of the drain grommets, use some artistic license, &
locate the grommet hole by using the "dollar" patch as a template, making
sure it will fit on the lower surface of the wing or control surface. Then
locate the grommet in the center of this circle.
We have all of the above materials in stock, (the fabric rivets come in the
covering kit)
Jim & Dondi Miller
Aircraft Technical Support, Inc.
Poly-Fiber & Ceconite Distributors
(Toll Free) (877) 877-3334
Web Site: www.aircrafttechsupport.com
E-mail: info(at)aircrafttechsupport.com
________________________________________________________________________________
| From: | "INFO" <info(at)aircrafttechsupport.com> |
| Subject: | Rib rivet hole drilling fixture: |
We have a rib rivet hole drilling fixture available, designed and
manufactured Steve Green.
This makes allignment and drilling quick and very easy!!
Jim & Dondi Miller
Aircraft Technical Support, Inc.
Poly-Fiber & Ceconite Distributors
(Toll Free) (877) 877-3334
Web Site: www.aircrafttechsupport.com
E-mail: info(at)aircrafttechsupport.com
________________________________________________________________________________
| From: | Mike Brown <motavia(at)olypen.com> |
| Subject: | Re: Prop Questions--my last for now |
JRWillJR(at)aol.com wrote:
>
>
> Mike and Cliff, I no longer have an IVO prop to put nuts on--I run a Warp
> Drive and yes there are nut behind it also. Everyone wants to rationalize
> their choices and situations--that is understandable. Let me repeat--the prop
> was properly installed and maintained in exact accordance with IVO
> instructions. It was not a bad prop--all IVO are bad--the design is flawed
> and it has a history of similar incidents of blade working, loosening blades,
> cracks in the hub area and total catastrophic loss of blades. True as Mike
> mentioned, some of these were propellers that may have been modified but most
> were not modified--they simply failed from inadequate design. My propeller
> had NOT been modified. I do not believe the resonance thing--not at all and I
> think the IVO explanation is weird and flaky. Yea, I would be nervous too if
> I were flying an IVO. If you have had good luck then continue to use it but
> give it very thorough inspections--at the first sign of something
> unusual--stop flying and investigate completely even if you must part with
> some cash and get a different type prop. As far as IVO intentions not to
> deceive or be less than honest the facts are that the company has been less
> than honest about there safety record. I did take photos--they were sent to
> the FAA and EAA. They do not reproduce well unfortunately. I am not the best
> photographer but the last time I got into one of these discussions one
> individual attacked me vehemently also an IVO dealer--I sent out some of the
> pics and there was no further discussion. I have moved several times recently
> and things are packed away and I really have no time for digging for old
> pics. Do not want to sound mean and wish you both the best. JR<
Well, I havent attacked you, but I do take issue with your
generalization that all Ivo`s are bad. This has been hashed out a
thousand times. The point I would like to make is that if they were all
bad, we would have wreckage scatterd all over hellandgone. I doubt that
the actual record will show that there is a higher failure rate with
Ivoprops than with others.
You dont have to believe the three blade/3 to 1 resonance problem
exists, but it is true, like it or not. I saw it for myself. Whether
that caused your prop to fail is A GUESS.
I will repeat that I have over 3000 Ivo hours on 4 different props, and
have never had a problem. I have props with and without the metal
inserts in the bolt holes. I have used the tape before, but dont even
fool with it now. I remove my props every 50 hours and give them a good
cleaning and inspection. Have never found a thing wrong. I wish somebody
would explain why my props keep working fine, day in and day out, year
after year.
Mike
>
________________________________________________________________________________
| From: | Mike Brown <motavia(at)olypen.com> |
| Subject: | Re: Control Hinges |
If you want the paint to stick to hinges, you must treat them as any
other aluminum product, and do the alodine treatment/conversion coating
to them. You can save a lot of money and get this stuff at your auto
paint store. I didnt do the hinges on the FSII I just rebuilt and the
paint is coming off now.
Mike
Cavuontop(at)aol.com wrote:
>
>
> In a message dated 99-10-26 1:41:52 PM Eastern Daylight Time,
> rbaker2(at)juno.com writes:
>
> << Do I paint the control surface hinges before riveting them in place? >>
>
> I painted my hinges completely before installation with DuPont Centauri.
> Stitts polytone paint doesn't stick well to metal.
>
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
| Subject: | Re: Prop Questions--my last for now |
In a message dated 99-10-27 11:53:19 AM Eastern Daylight Time,
motavia(at)olypen.com writes:
<< It was not a bad prop--all IVO are bad--the design is flawed
> and it has a history of similar incidents of blade working, loosening
blades,
> cracks in the hub area and total catastrophic loss of blades. >>
Hey, why don't those people with the blade ejections on their IVOs just
take a little responsibility for themselves, how are we gonna have a great
country if everyone starts whinin' every time they throw a prop blade. Just
because a company puts a dangerous product on the market and people get
killed is no reason to resort to the courts. Hey wait . . . . I don't think
this is the side of the argument I'm supposed to be on. HELP!!!!
I have 18 hours on my 72" three blade IVO with the metal inserts. I
cracked two tapes in the first 10 hours. I sent my hub back to IVO, at their
suggestion, and the plates were knurled, for free, for a better grip on the
blades. I am compliant with their torque recommendation of 200" lbs and
drilled the bolt heads and have safety wired them. I have no subsequent tape
cracks.
________________________________________________________________________________
| From: | "John Cooley" <johnc(at)datasync.com> |
| Subject: | WD40 and Powder Coating |
Hello Gang:
Got a question I would like to know if any of you have experienced. I
plan on having my fuselage cage and all other metal parts powdered coated at
a local shop. I have been bead blasting the small metal parts and then
spraying them with wd40 to prevent them from rusting till I get ready to
carry them to the shop. I thought (first mistake) that the solution that the
parts are dipped in before powder coating would clean them well enough. I
have since talked to the shop owner about this and he says that the wd40
won't come off properly in the dipping stage. Does anyone know what the best
way to clean wd40 off is. I tried lacquer thinner and it seems to work, but
you really can't tell for sure. Any suggestions would be appreciated.
One other thing I would like to know is about powder coating the
fuselage tube. I know Kolb powder coats them from the factory but, the guy
that owns M-Squared ultralights says that the heating stage of the powder
coating process (approx 400 degrees) will kill the strength of the tube.
What gives? Is he wrong or is there different ways to powder coat?
Thanks,
John Cooley
building FS II
________________________________________________________________________________
| From: | "Bruce E. Harrison" <beharrison(at)lexhealth.org> |
Years ago when I painted aluminum truck bodies we used to use the alodine
treatment--a greenish fluid that microscopically etched the aluminum and
made it hold paint. I think it is a great idea to do the same on the hinges.
On my FSII, I used aircraft grade (zinc chromate??) yellow primer on all my
aluminum parts; however, I didn't do the alodine treatment. Would it be a
good idea to do this to all parts, or is that a potential problem? Any
thoughts?
For future reference, is there a brand name for this treatment at the auto
paint store?
Bruce E. Harrison
-----Original Message-----
Sent: Wednesday, October 27, 1999 12:18 PM
Subject: Re: Kolb-List: Control Hinges
If you want the paint to stick to hinges, you must treat them as any
other aluminum product, and do the alodine treatment/conversion coating
to them. You can save a lot of money and get this stuff at your auto
paint store. I didnt do the hinges on the FSII I just rebuilt and the
paint is coming off now.
Mike
Cavuontop(at)aol.com wrote:
>
>
> In a message dated 99-10-26 1:41:52 PM Eastern Daylight Time,
> rbaker2(at)juno.com writes:
>
> << Do I paint the control surface hinges before riveting them in place? >>
>
> I painted my hinges completely before installation with DuPont Centauri.
> Stitts polytone paint doesn't stick well to metal.
>
________________________________________________________________________________
| From: | Mike Brown <motavia(at)olypen.com> |
| Subject: | Re: Prop Questions--my last for now |
Cavuontop(at)aol.com wrote:
>
>
> In a message dated 99-10-27 11:53:19 AM Eastern Daylight Time,
> motavia(at)olypen.com writes:
>
> << It was not a bad prop--all IVO are bad--the design is flawed
> > and it has a history of similar incidents of blade working, loosening
> blades,
> > cracks in the hub area and total catastrophic loss of blades. >>
>
> Hey, why don't those people with the blade ejections on their IVOs just
> take a little responsibility for themselves, how are we gonna have a great
> country if everyone starts whinin' every time they throw a prop blade. Just
> because a company puts a dangerous product on the market and people get
> killed is no reason to resort to the courts. Hey wait . . . . I don't think
> this is the side of the argument I'm supposed to be on. HELP!!!!
>
> I have 18 hours on my 72" three blade IVO with the metal inserts. I
> cracked two tapes in the first 10 hours. I sent my hub back to IVO, at their
> suggestion, and the plates were knurled, for free, for a better grip on the
> blades. I am compliant with their torque recommendation of 200" lbs and
> drilled the bolt heads and have safety wired them. I have no subsequent tape
> cracks.<
Good for you! Another success story. Failures with any prop are actually
very rare if all reccommendations from the factory are followed, but
they do happen enough to make bad publicity. Thats life. I`m not trying
to convince anybody that one prop is better than another. I just make a
suggestion and let it ride. That is all I have to say about it.
"A man convinced against his will, is of the same opinion still".
Mike
________________________________________________________________________________
| Subject: | Re: WD40 and Powder Coating |
| From: | Ray L Baker <rbaker2(at)juno.com> |
John,
I too made the mistake of using WD 40 to protect parts until I got around
to painting them. Gave a whole new meaning to the term "fish eyes". I
suspect that WD 40 contains something not unlike silicone.
Try washing with a good healthy solution of water and liquid TIDE
detergent. I do not know why it has to be Tide, but that is what I was
told. It worked. I now use it on everything prior to painting.
(followed of course with clear water rinse off, lacquer thinner by paper
towel and then a tack rag). Painting is not the best part of
building!{:-)
L. Ray Baker
Lake Butler, Fl
Building Mark III, SN 312--N629RB
________________________________________________________________________________
| From: | Al Mojzisik <prober(at)iwaynet.net> |
| Subject: | RV-List: FAA BANS RV-LIST |
>--> RV-List message posted by: Al Mojzisik
>
>FAA administrator, Jane Garvey, announced today in Washington that the
>RV-List operated by Matt Dralle (On the left coast!) was to be shut down.
>Citing the 51% rule as the reason for the shut down Garvey explained that
>with the advent of Vans Quick Build Kits the RV-List offered so much
>additional assistance to the builders that they no longer met the 51%
>criteria! "These builders are really pushing the envelope!" Garvey was
>quoted as saying. "They get all there builder questions answered by one
>simple E-Mail to this list! They no longer have to spend hours trying to
>figure out the plans and the manuals supplied by the kit builder. This
>significantly reduces build time and they make far fewer mistakes. It has
>taken most of the fun out of being the Administrator and besides, that
>Dralle guy has nicer hair than me!" She also noted. Rumor has it that
>Vans also supports the ban because they have noticed that their sales
>of replacement parts has significantly decreased since people get advice on
>how to do it the right way the first time from "one quick question" to the
>List. We were not able to confirm this rumor however.
>
>It was suggested by Moe Colontonio that builders supply their serial numbers
>to the list administrator and if they cross check to a Quick Build serial
>number then they would not be allowed on the list. Moe also asked that if
>anyone had a spare empennage and NON-Quickbuild serial number he would be
>interested in purchasing it.
>
>Doug Rozendaal asked the administrator if it wasn't possible that she was
>just jealous because Matt Dralle calls himself an administrator too? (The
>List Administrator) To which Garvey replied, "Absolutely not! I can care
>less what he calls himself! Don't you fly that pink airplane I saw at
>Oshkosh? We'll have to have a closer look at that machine!" After which
>Rozendaal withdrew his question.
>
>Chet Razer and some others at this point in the meeting asked Ms. Garvey if
>there was any more beer since they were done flying for the day anyway. To
>which Ms. Garvey responded that that "was an inappropriate question at
>such a meeting! " After which Ms. Garvey was bombarded with questions
>about bolt torque, Extra storage space in RV's, numerous engine questions,
>and finally some misguided newbie asked her about PRIMER!
>
>After tearing her hair out (no wonder Matt's looks better) Ms. Garvey
>suggested that maybe she better have another look at the RV-List ban and
>reassess her position. She said she is open to more public input if you
>don't mention PRIMER!
>
>You can contact the Administrator at:
>
> http://www.matronics.com/contribution.html
>
> Please have your Credit Card ready!
>
>Or if you wish, you can send your opinions and a generous check too:
>
> Matt Dralle
> PO Box 347
> Livermore, CA 94550
>
> If you even smiled once, won't you contribute? AL
>
>
> +--
--+
> | Visit the Matronics & RV-List Web Sites at http://www.matronics.com
|
> | ---
|
> | To [un]subscribe from the RV-List, email
"rv-list-request(at)matronics.com" |
> | & put the word "[un]subscribe" in the *body*. No other text or
subject. |
> | ---
|
> | Please aggressively edit quoted text on a followup posting!
|
> +--
--+
>
>
________________________________________________________________________________
| From: | Mike Brown <motavia(at)olypen.com> |
| Subject: | Re: WD40 and Powder Coating |
John Cooley wrote:
>
>
> Hello Gang:
> Got a question I would like to know if any of you have experienced. I
> plan on having my fuselage cage and all other metal parts powdered coated at
> a local shop. I have been bead blasting the small metal parts and then
> spraying them with wd40 to prevent them from rusting till I get ready to
> carry them to the shop. I thought (first mistake) that the solution that the
> parts are dipped in before powder coating would clean them well enough. I
> have since talked to the shop owner about this and he says that the wd40
> won't come off properly in the dipping stage. Does anyone know what the best
> way to clean wd40 off is. I tried lacquer thinner and it seems to work, but
> you really can't tell for sure. Any suggestions would be appreciated.
> One other thing I would like to know is about powder coating the
> fuselage tube. I know Kolb powder coats them from the factory but, the guy
> that owns M-Squared ultralights says that the heating stage of the powder
> coating process (approx 400 degrees) will kill the strength of the tube.
> What gives? Is he wrong or is there different ways to powder coat?
>
> Thanks,
> John Cooley
> building FS II<
He is right. Dont powder coat the tail tube. Alodine it, spray it with
epoxy-chromate(two part), and add your color to match.
On the subject of powdercoating: Yes, it is nice looking, good and hard,
but the industry is starting to se some problems from paint cracking at
or near the welds due to the fact that powdercoat has little if any flex
to it. If you are doing a structue that will not be exposed to twisting
and flexing, your ok, but we have started using good paint again. We add
a flexative to the paint, and save a lot of time and money.
Problem is, the small cracks are very hard to detect, but do let the
elements attack the metal, and by the time you see bubbles and flakeing
in the powdercoat, you have major corrosion.
Just a thought...
Mike
________________________________________________________________________________
| From: | Mike Brown <motavia(at)olypen.com> |
| Subject: | Re: Control Hinges |
Bruce E. Harrison wrote:
>
>
> Years ago when I painted aluminum truck bodies we used to use the alodine
> treatment--a greenish fluid that microscopically etched the aluminum and
> made it hold paint. I think it is a great idea to do the same on the hinges.
> On my FSII, I used aircraft grade (zinc chromate??) yellow primer on all my
> aluminum parts; however, I didn't do the alodine treatment. Would it be a
> good idea to do this to all parts, or is that a potential problem? Any
> thoughts?
>
> For future reference, is there a brand name for this treatment at the auto
> paint store?
>
> 1) Aluminum cleaner--PPG brand DX533
2) Aluminum conditioner--DX501
If you get a qt bottle of each, you should be able to do every tube on
a plane with that amount. We have found the best results to be had using
a Scotch pad to scrub every sq in with the cleaner(lots of black liquid
will come off the tube), rinse it well, and dry, then wipe on the
conditioner with a rag. DO NOT let it dry on the tube. DO NOT GET IT ON
YOUR SKIN! Chromates are BAD NEWS!
Mix with water in a bucket as per the directions.
Mike
________________________________________________________________________________
| From: | "Gary Thacker" <gbthacker(at)hotmail.com> |
| Subject: | Aircraft Screen Savers |
Two Questions:
One
Are there any Aviation sceen savers on the web I can download?
Two
I was told I could take a photo and make a screen save out of it using
Windows 98.
Can anyone help me with this one?
Thanks
(Please type "Gary" in the subject box so I don't miss your message.)
Gary
Souderton,Pa.
gbthacker(at)hotmail.com
|
____F i r e S t a r____
___(+)___
(_)
\ /
________________________________________________________________________________
| From: | "Brad Houston" <HoustonBW(at)worldnet.att.net> |
| Subject: | Re: Aircraft Screen Savers |
To save a picture as a screen save right click the mouse after you open the
picture and you will get "save picture as" follow the menu from there.
Brad
You sure learn allot lurking.
----- Original Message -----
From: Gary Thacker <gbthacker(at)hotmail.com>
Sent: October 27, 1999 4:19 PM
Subject: Kolb-List: Aircraft Screen Savers
Two Questions:
One
Are there any Aviation sceen savers on the web I can download?
Two
I was told I could take a photo and make a screen save out of it using
Windows 98.
Can anyone help me with this one?
Thanks
(Please type "Gary" in the subject box so I don't miss your message.)
Gary
Souderton,Pa.
gbthacker(at)hotmail.com
|
____F i r e S t a r____
___(+)___
(_)
\ /
________________________________________________________________________________
| From: | "Bruce E. Harrison" <beharrison(at)lexhealth.org> |
| Subject: | Gary: Aircraft Screen Savers |
Almost any picture you find on the internet can be saved to your computer as
a desktop wallpaper. For example, go to www.tnkolbaircraft.com and right
click on any of the airplane pictures. Click on "Save as wallpaper" and you
will have an excellent conversation starter at the office.
I have seen aviation-themed screensavers for sale at office outlets like
Office Depot, Staples, etc. As far as the question about taking a personal
photo and converting it into a wallpaper, there are two ways to do this: One
involves taking the photo with a digital camera and downloading it onto your
computer, while the other involves scanning a regular photo into a digital
format your pc can work with. Both involve extra equipment beyond just the
basic pc but both are becoming fairly affordable. Any computer superstore
would be happy to set you up in exchange for a couple hundred clams. So far
I have just been content to grab other people's photos and convert them to
wallpapers. Good luck!
Bruce E. Harrison
-----Original Message-----
Sent: Wednesday, October 27, 1999 4:19 PM
Subject: Kolb-List: Aircraft Screen Savers
Two Questions:
One
Are there any Aviation sceen savers on the web I can download?
Two
I was told I could take a photo and make a screen save out of it using
Windows 98.
Can anyone help me with this one?
Thanks
(Please type "Gary" in the subject box so I don't miss your message.)
Gary
Souderton,Pa.
gbthacker(at)hotmail.com
|
____F i r e S t a r____
___(+)___
(_)
\ /
________________________________________________________________________________
| From: | wood <duesouth(at)iname.com> |
| Subject: | Re: Aircraft Screen Savers |
>Two
>I was told I could take a photo and make a screen save out of it using
>Windows 98.
>
>Can anyone help me with this one?
>
You can take any photo on the net and make it your wallpaper just by
right clicking on it and then clicking the save as wallpaper option.
Woody
________________________________________________________________________________
| From: | "Gary Thacker" <gbthacker(at)hotmail.com> |
| Subject: | Re: Aircraft Screen Savers |
Brad
Thanks a lot. Didin't know it was that easy.
And you are right you do learn alot.
Gary
>From: "Brad Houston" <HoustonBW(at)worldnet.att.net>
>Reply-To: kolb-list(at)matronics.com
>To:
>Subject: Re: Kolb-List: Aircraft Screen Savers
>Date: Wed, 27 Oct 1999 16:54:40 -0400
>
>
>
>To save a picture as a screen save right click the mouse after you open
>the
>picture and you will get "save picture as" follow the menu from there.
>
>Brad
>You sure learn allot lurking.
>----- Original Message -----
>From: Gary Thacker <gbthacker(at)hotmail.com>
>To: ;
>Sent: October 27, 1999 4:19 PM
>Subject: Kolb-List: Aircraft Screen Savers
>
>
>Two Questions:
>
>One
>Are there any Aviation sceen savers on the web I can download?
>
>Two
>I was told I could take a photo and make a screen save out of it using
>Windows 98.
>
>Can anyone help me with this one?
>
>Thanks
>
>
>(Please type "Gary" in the subject box so I don't miss your message.)
>
>
>Gary
>
>Souderton,Pa.
>gbthacker(at)hotmail.com
>
> |
> ____F i r e S t a r____
> ___(+)___
> (_)
> \ /
>
>
>
>
>
>
>
________________________________________________________________________________
Hi Gang:
The latest update and a little more whining on my running battle with
Kolb. I got my credit card bill today, and now Kolb is trying to double bill
me for parts I paid for in June. I don't think they like me down there in
Kentucky. I asked about gear legs and the lady said, [I don't even want to
talk about it]. I guess they still don't have anyone who can do the gear leg
work for them. To me this doesn't seem like the way to run a company. But
what do I know! I know, cut them some slack. But for how many more years?
Kent
________________________________________________________________________________
| From: | Noel Bouchard <noelbou(at)CAM.ORG> |
| Subject: | Light Plane for MS Flight Sim |
Hello Kolb list readers.
For those asking an ultralight plane for FlightSim ...
i just uploaded sky98.ZIP on the list FTP site.
(Yes it's a new facility offered by Matt)
This is an Italian plane.
It's not exacly an ultralight as it has a max gross weight of 1450 and a
75 HP pusher motor ... but it's probably the closest you will get to an
utlralight
"feeling" on FS.
It even look similar to the kolb (MK III) !
Noel Bouchard
Kolb Mk II
________________________________________________________________________________
| From: | dralle(at)matronics.com (Matt Dralle) |
"Kolb-List: Light Plane for MS Flight Sim" (Oct 27, 6:44pm)
| Subject: | Re: Light Plane for MS Flight Sim |
>--------------
>
>Hello Kolb list readers.
>
>For those asking an ultralight plane for FlightSim ...
>i just uploaded sky98.ZIP on the list FTP site.
>(Yes it's a new facility offered by Matt)
>
>This is an Italian plane.
>
>It's not exacly an ultralight as it has a max gross weight of 1450 and a
>
>75 HP pusher motor ... but it's probably the closest you will get to an
>utlralight
>"feeling" on FS.
>
>It even look similar to the kolb (MK III) !
>
>Noel Bouchard
>Kolb Mk II
>--------------
Hey, what's the URL, Noel??? ;-)
Try: ftp://ftp.matronics.com/pub/Public/noelbou(at)cam.org/sky98.zip
Best regards,
Matt Dralle
List Admin.
--
Matt G. Dralle | Matronics | P.O. Box 347 | Livermore | CA | 94551
925-606-1001 Voice | 925-606-6281 FAX | dralle(at)matronics.com Email
http://www.matronics.com/ W.W.W. | Featuring Products For Aircraft
________________________________________________________________________________
| From: | "Bruce McElhoe" <brucem(at)theworks.com> |
Fellow Kolbians:
Can someone tell me the cruise speed and rpm for his Kolb FireFly?
My partner and I are building a standard FireFly with the Rotax 447, and we
hope to keep it at standard weight, 254 lbs. We are having a 3-blade
propeller carved for us. The prop guy wants to know what our airspeed and
rpm will be at full throttle and low altitude. (We wouldn't expect to
actually cruise at full throttle, but this is the data point he uses for
prop design.)
We sure would appreciate any real experience you all are getting. Your data
will allow us to get the prop carved right away.
Bruce McElhoe FireFly #88
Reedley, California
________________________________________________________________________________
| From: | "michael highsmith" <firehawk54(at)hotmail.com> |
| Subject: | Re: Prop Questions--my last for now |
Mike,
I have a question. Do you run an IVO on a 582 with 3-1 reduction?
>From: Mike Brown <motavia(at)olypen.com>
>Reply-To: kolb-list(at)matronics.com
>To: kolb-list(at)matronics.com
>Subject: Re: Kolb-List: Prop Questions--my last for now
>Date: Wed, 27 Oct 1999 09:05:22 -0700
>
>
>JRWillJR(at)aol.com wrote:
> >
> >
> > Mike and Cliff, I no longer have an IVO prop to put nuts on--I run a
>Warp
> > Drive and yes there are nut behind it also. Everyone wants to
>rationalize
> > their choices and situations--that is understandable. Let me repeat--the
>prop
> > was properly installed and maintained in exact accordance with IVO
> > instructions. It was not a bad prop--all IVO are bad--the design is
>flawed
> > and it has a history of similar incidents of blade working, loosening
>blades,
> > cracks in the hub area and total catastrophic loss of blades. True as
>Mike
> > mentioned, some of these were propellers that may have been modified but
>most
> > were not modified--they simply failed from inadequate design. My
>propeller
> > had NOT been modified. I do not believe the resonance thing--not at all
>and I
> > think the IVO explanation is weird and flaky. Yea, I would be nervous
>too if
> > I were flying an IVO. If you have had good luck then continue to use it
>but
> > give it very thorough inspections--at the first sign of something
> > unusual--stop flying and investigate completely even if you must part
>with
> > some cash and get a different type prop. As far as IVO intentions not to
> > deceive or be less than honest the facts are that the company has been
>less
> > than honest about there safety record. I did take photos--they were sent
>to
> > the FAA and EAA. They do not reproduce well unfortunately. I am not the
>best
> > photographer but the last time I got into one of these discussions one
> > individual attacked me vehemently also an IVO dealer--I sent out some of
>the
> > pics and there was no further discussion. I have moved several times
>recently
> > and things are packed away and I really have no time for digging for old
> > pics. Do not want to sound mean and wish you both the best. JR<
>
>Well, I havent attacked you, but I do take issue with your
>generalization that all Ivo`s are bad. This has been hashed out a
>thousand times. The point I would like to make is that if they were all
>bad, we would have wreckage scatterd all over hellandgone. I doubt that
>the actual record will show that there is a higher failure rate with
>Ivoprops than with others.
> You dont have to believe the three blade/3 to 1 resonance problem
>exists, but it is true, like it or not. I saw it for myself. Whether
>that caused your prop to fail is A GUESS.
>
> I will repeat that I have over 3000 Ivo hours on 4 different props, and
>have never had a problem. I have props with and without the metal
>inserts in the bolt holes. I have used the tape before, but dont even
>fool with it now. I remove my props every 50 hours and give them a good
>cleaning and inspection. Have never found a thing wrong. I wish somebody
>would explain why my props keep working fine, day in and day out, year
>after year.
>Mike
> >
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: Aircraft Screen Savers |
Well, Gary got lot's of response for Windows 98, but it doesn't seem to work
for my Windows 95. Can it be done fairly simply ?? Big
Lar.
----- Original Message -----
From: Gary Thacker <gbthacker(at)hotmail.com>
Sent: Wednesday, October 27, 1999 1:19 PM
Subject: Kolb-List: Aircraft Screen Savers
>
> Two Questions:
>
> One
> Are there any Aviation sceen savers on the web I can download?
>
> Two
> I was told I could take a photo and make a screen save out of it using
> Windows 98.
>
> Can anyone help me with this one?
>
> Thanks
>
>
> (Please type "Gary" in the subject box so I don't miss your message.)
>
>
> Gary
>
> Souderton,Pa.
> gbthacker(at)hotmail.com
>
> |
> ____F i r e S t a r____
> ___(+)___
> (_)
> \ /
>
>
________________________________________________________________________________
| From: | MitchMnD(at)aol.com |
| Subject: | Re: Prop Questions--my last for now |
I have used both IVO and Warp and both worked very well. I am now using an
IVO because it is lighter than the comparable Warp. I know the Warp is
stronger but that may be a dissadvantage if I ever had top to fire my
ballistic chute. I would guess that the blades on the IVO would break up upon
contact with the chute's attachment cable and the Warp might be tough enough
to wrap the cable up in a ball. My $.02 worth. Duane the plane in Tallahassee
________________________________________________________________________________
| From: | wood <duesouth(at)iname.com> |
I have been going over the brochures I picked up in London last month and I
notice that TNK does not sell the covering kit or at least didn't advertise
it in the brochures. Does anyone have a current price on this? I think Andy
and I have convinced our local aeroplane club to buy a MK111. This should be
fun and I get to build another Kolb.
Woody
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: WD40 and Powder Coating |
I thought we went thru this some time ago. It was pretty well established
then that 6061 is treated at something like 700 F. The 375 F. that
powder coating uses is no danger to the heat treating. Big
Lar.
----- Original Message -----
From: John Cooley <johnc(at)datasync.com>
Sent: Wednesday, October 27, 1999 9:46 AM
Subject: Kolb-List: WD40 and Powder Coating
>
> Hello Gang:
> Got a question I would like to know if any of you have experienced. I
> plan on having my fuselage cage and all other metal parts powdered coated
at
> a local shop. I have been bead blasting the small metal parts and then
> spraying them with wd40 to prevent them from rusting till I get ready to
> carry them to the shop. I thought (first mistake) that the solution that
the
> parts are dipped in before powder coating would clean them well enough. I
> have since talked to the shop owner about this and he says that the wd40
> won't come off properly in the dipping stage. Does anyone know what the
best
> way to clean wd40 off is. I tried lacquer thinner and it seems to work,
but
> you really can't tell for sure. Any suggestions would be appreciated.
> One other thing I would like to know is about powder coating the
> fuselage tube. I know Kolb powder coats them from the factory but, the guy
> that owns M-Squared ultralights says that the heating stage of the powder
> coating process (approx 400 degrees) will kill the strength of the tube.
> What gives? Is he wrong or is there different ways to powder coat?
>
>
> Thanks,
> John Cooley
> building FS II
>
>
________________________________________________________________________________
| From: | Gvoigt3000(at)aol.com |
| Subject: | Re: Aircraft Screen Savers |
Hi big lar,
I have a good site for you. type in (free themes .com) scroll down till
you see aircraft. any problems let me know. I can always e-mail you a pic
from the many pics I took at oshkosh this year, ultralights that is. bombers
too.
thanks,
Gary r. voigt
firestarless, hopefully not for long.
________________________________________________________________________________
| From: | "Tim Townsend" <townsend(at)lebpub.net> |
| Subject: | Re: controlled airports |
Tim T. here
Class D doesn't require a transponder just a radio. Most class D airports do
not
have radar. But they always have a tower. Class D does not provide
separation
in the air just on the ground. They should love to see you there. They
usually
need the landings.
Our best
Tim T.
----- Original Message -----
From: michael highsmith <firehawk54(at)hotmail.com>
Sent: Monday, October 25, 1999 9:29 PM
Subject: Re: Kolb-List: Re: controlled airports
>
> Another reason would be that it was Class D airspace and they can deny any
> aircraft that doesn't have a transponder at their discretion.
> Firehawk
>
> >From: Evertt Dunlap <dunlapet(at)yahoo.com>
> >Reply-To: kolb-list(at)matronics.com
> >To: kolb-list(at)matronics.com
> >Subject: Re: Kolb-List: Re: controlled airports
> >Date: Mon, 25 Oct 1999 17:35:43 -0700 (PDT)
> >
> >
> >
> >DEAR REDHILL, I can understand why FBO's aren't too
> >enthusastic about Ultraliters ..... try these on for
> >size:
> >
> >1. no insurance (usua;lly), 2. small amount of
> >purchases = very little (if any) profit for FBO, 3.
> >make an "unusual noise" (not GA engines), 4. take too
> >much room (i.e., U'liters may park someplace that
> >takes up same space as a GA "regular" plane, 5.
> >U'liters are usually self-sufficient and can get by
> >with minimum of assistance, 6. don't buy AVFuel, 7.
> >According to FAA, an Ultralite is NOT an Airplane - it
> >has definition in the FAR-103 (i beleive = a "vehicle"
> >w/out registration. (there are more reasons, I'm sure,
> >I just can't think of any more really good ones at
> >this time)
> >
> >Meantime, hope you keep 'em flying... are you anywhere
> >near Quakertown, PA, 30 mi. north of Philadelphia (see
> >NY Sectional or Phila VFR Terminal Area Chart) ??
> >
> >--- ajvann wrote:
> > >
> > >
> > > yesterday, i called the control tower at a small
> > > airport that i was
> > > overflying to ask permission to land to refuel. the
> > > controller denied me
> > > entry stating that the airport policy did not allow
> > > ultralights. that was
> > > ok with me since i had an alternative airport to gas
> > > up, but my question is
> > > do very many airports have this policy? or can the
> > > tower operator make the
> > > decision over airport policy?
> > >
> > >
> > >
> > >
> > >
> > > of fine Aircraft
> > > Avionics, and by the generous Contributions of
> > > List members.
> > >
> > >
> > > Matronics:
> > > http://www.matronics.com
> > > Kolb-List:
> > > Archive Search Engine:
> > > http://www.matronics.com/search
> > > Archive Browsing:
> > > http://www.matronics.com/archives
> > > http://www.matronics.com/other
> > >
> > >
> > >
> > >
> > >
> >
> >
> >
> >
> >
> >
> >
>
>
________________________________________________________________________________
| From: | "Tim Townsend" <townsend(at)lebpub.net> |
| Subject: | Re: Prop Questions |
I thought the IVO was wood with resin drawn thought it, then jell coated. I
may be
wrong. I want to see the outcome of this one too.
Our Best
Tim T.
----- Original Message -----
From: John Hauck <hawk36(at)mindspring.com>
Sent: Monday, October 25, 1999 11:56 PM
Subject: Re: Kolb-List: Prop Questions
>
>
> > Where did you get the idea that an IVO was a wood prop? You're kidd'n
right?
> > Firehawk
> >
>
> Mike and Kolbers:
>
> Don't think I was kidding. I was asking a question.
> Question follows:
>
> Isn't the Ivo Prop basically a wooden prop?
>
> john h
>
>
________________________________________________________________________________
| From: | Dallas Shepherd <cen23954(at)centuryinter.net> |
| Subject: | Heat treating aluminum |
Guys:
Aluminum extrusions are heat treated in the 400 degree range. Sheet
aluminum is annealed in the 700 degree range and billets are homogenous
at 1030 degrees. This is all done to change the molecular structure of
the aluminum to achieve a particular hardness or softness of the metal
depending on the application. At 400 degrees the metal is pulled out of
the oven and cooled to freeze the action of the molecule. It is then
tested for the proper hardness. A 400 degree temperture on that
extruded tube could effect it.
Dallas Shepherd
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: Aircraft Screen Savers |
Thanks Gary, I have lots of pics, and want to make screensavers or desktops
out of some of them. I'll try Tom King's method. Hope I can follow it.
Lar.
----- Original Message -----
From: <Gvoigt3000(at)aol.com>
Sent: Wednesday, October 27, 1999 7:48 PM
Subject: Re: Kolb-List: Aircraft Screen Savers
>
> Hi big lar,
> I have a good site for you. type in (free themes .com) scroll down till
> you see aircraft. any problems let me know. I can always e-mail you a pic
> from the many pics I took at oshkosh this year, ultralights that is.
bombers
> too.
>
> thanks,
> Gary r. voigt
> firestarless, hopefully not for long.
>
>
________________________________________________________________________________
| Subject: | Re: Great flight |
In a message dated 10/26/99 11:14:31 AM Eastern Daylight Time,
larrybiglar(at)earthlink.net writes:
<< Haven't flow much since my flying partner died two months ago. Going to
the
> hangar and seeing his plane was kind of tough. >>
I lost a good friend not too long ago to liver cancer and had a rough time
getting on. Welcome back, Duane GeoR38
ps. I guess I'm now at that age.....
________________________________________________________________________________
In a message dated 10/26/99 12:34:35 PM Eastern Daylight Time,
bwf(at)emailmn.com writes:
<< Lesson
Practice flying without rudder control ----use ailerons
Practice flying without aileron control -----use rudder
Practice flying without elevator control----use motor RPM
Only one at a time please
>>
'Good Idea....and when you find that the plane is nose or tail heavy add a
trip tab so you can land at a reasonable airspeed! ............... GeoR38
________________________________________________________________________________
In a message dated 10/26/99 3:56:03 PM Eastern Daylight Time, bwf(at)emailmn.com
writes:
<< The pulley wouldn't turn until I loosened the bolt. The bolt was screwed
into a tapped hole in the frame. So there was nothing to keep the bolt
turning unless he used locktite or something.
> By chance, was your MK III a clone built by the late Jim Lee
> of Lakeland Aircraft.
Yes 1993
>>
WOW...and to think he lived only 15 miles away from me in my old home town of
Sharon and he was so loved there...came from a prominant business
family.....but apparantly he was a .....modifier....without
justification....or sumpin....I think another of his planes just crashed a
coupla months ago at Shenango reservoir after flying under a bridge
there....don't know what his motivation was to change the Kolbs around as he
did ...until his untimely death at S & F a coupla years ago in one of his
modified Kolbs......
GeoR38
________________________________________________________________________________
| From: | Mike Brown <motavia(at)olypen.com> |
Buy some 7075-T651, take your old leg to a machine shop, and have them
duplicate it. Not that expensive, as it is a simple program to run on a
CNC, and just as easy on an old manual lathe.
Mike
Its one way to get flying again.
Kenmead(at)aol.com wrote:
>
>
> Hi Gang:
> The latest update and a little more whining on my running battle with
> Kolb. I got my credit card bill today, and now Kolb is trying to double bill
> me for parts I paid for in June. I don't think they like me down there in
> Kentucky. I asked about gear legs and the lady said, [I don't even want to
> talk about it]. I guess they still don't have anyone who can do the gear leg
> work for them. To me this doesn't seem like the way to run a company. But
> what do I know! I know, cut them some slack. But for how many more years?
>
>
> Kent
>
________________________________________________________________________________
| From: | Mike Brown <motavia(at)olypen.com> |
| Subject: | Re: Prop Questions--my last for now |
I have used the 3 to 1 with a 5 blade and 6 blade Ivo, but the 3 to 1
was not too great with a 3 blade, never put my finger on why tho`. I
have "E" boxes on all my trainers, and they hold up SO well. I have 2.68
on two of them, and used a 3.47 on one, but is is geared so low that an
Ivo will not hold the engine from over-revving unless I use 6 blades. If
you think a 3 blade is smooth, try 6. Climb is awesome, top speed
suffers tho`. Lots of inertia there too, so not too good for the engine.
Mike
michael highsmith wrote:
>
>
> Mike,
> I have a question. Do you run an IVO on a 582 with 3-1 reduction?
>
> >From: Mike Brown <motavia(at)olypen.com>
> >Reply-To: kolb-list(at)matronics.com
> >To: kolb-list(at)matronics.com
> >Subject: Re: Kolb-List: Prop Questions--my last for now
> >Date: Wed, 27 Oct 1999 09:05:22 -0700
> >
> >
> >JRWillJR(at)aol.com wrote:
> > >
> > >
> > > Mike and Cliff, I no longer have an IVO prop to put nuts on--I run a
> >Warp
> > > Drive and yes there are nut behind it also. Everyone wants to
> >rationalize
> > > their choices and situations--that is understandable. Let me repeat--the
> >prop
> > > was properly installed and maintained in exact accordance with IVO
> > > instructions. It was not a bad prop--all IVO are bad--the design is
> >flawed
> > > and it has a history of similar incidents of blade working, loosening
> >blades,
> > > cracks in the hub area and total catastrophic loss of blades. True as
> >Mike
> > > mentioned, some of these were propellers that may have been modified but
> >most
> > > were not modified--they simply failed from inadequate design. My
> >propeller
> > > had NOT been modified. I do not believe the resonance thing--not at all
> >and I
> > > think the IVO explanation is weird and flaky. Yea, I would be nervous
> >too if
> > > I were flying an IVO. If you have had good luck then continue to use it
> >but
> > > give it very thorough inspections--at the first sign of something
> > > unusual--stop flying and investigate completely even if you must part
> >with
> > > some cash and get a different type prop. As far as IVO intentions not to
> > > deceive or be less than honest the facts are that the company has been
> >less
> > > than honest about there safety record. I did take photos--they were sent
> >to
> > > the FAA and EAA. They do not reproduce well unfortunately. I am not the
> >best
> > > photographer but the last time I got into one of these discussions one
> > > individual attacked me vehemently also an IVO dealer--I sent out some of
> >the
> > > pics and there was no further discussion. I have moved several times
> >recently
> > > and things are packed away and I really have no time for digging for old
> > > pics. Do not want to sound mean and wish you both the best. JR<
> >
> >Well, I havent attacked you, but I do take issue with your
> >generalization that all Ivo`s are bad. This has been hashed out a
> >thousand times. The point I would like to make is that if they were all
> >bad, we would have wreckage scatterd all over hellandgone. I doubt that
> >the actual record will show that there is a higher failure rate with
> >Ivoprops than with others.
> > You dont have to believe the three blade/3 to 1 resonance problem
> >exists, but it is true, like it or not. I saw it for myself. Whether
> >that caused your prop to fail is A GUESS.
> >
> > I will repeat that I have over 3000 Ivo hours on 4 different props, and
> >have never had a problem. I have props with and without the metal
> >inserts in the bolt holes. I have used the tape before, but dont even
> >fool with it now. I remove my props every 50 hours and give them a good
> >cleaning and inspection. Have never found a thing wrong. I wish somebody
> >would explain why my props keep working fine, day in and day out, year
> >after year.
> >Mike
> > >
> >
> >
> >
> >
> >
> >
> >
>
________________________________________________________________________________
| From: | Mike Brown <motavia(at)olypen.com> |
| Subject: | Re: Prop Questions--my last for now |
MitchMnD(at)aol.com wrote:
There was recently an accident in Perris Ca. where the plane had a hard
landing the day before, the chute was removed, but not the cable, they
went up the next day, and the cable went loose, and into the prop. The
cable was so strong that the Ivo prop pulled the running engine into the
cabin of the Quick and de-capitated the Girl, I believe(correct me
please if I have this wrong) the other pilot died too. This info from
Greg at BRS, who I sell chutes for.
Probably depends on how the cable hits the prop, and WHERE it hits.
They say the cable will stop a 700 hp engine...:\ hmmm
Mike
>
> I have used both IVO and Warp and both worked very well. I am now using an
> IVO because it is lighter than the comparable Warp. I know the Warp is
> stronger but that may be a dissadvantage if I ever had top to fire my
> ballistic chute. I would guess that the blades on the IVO would break up upon
> contact with the chute's attachment cable and the Warp might be tough enough
> to wrap the cable up in a ball. My $.02 worth. Duane the plane in Tallahassee
>
________________________________________________________________________________
| From: | Mike Brown <motavia(at)olypen.com> |
| Subject: | Re: WD40 and Powder Coating |
I wasnt on the list "some time ago" Larry, so I am not privvy to that
conversation, but the tube is heat treated to a "6" condition. Running
it back up to 375 or 400 or whatever is VERY risky. This is why Rans,
Kolb, and all the others do NOT powder coat the tail tube. I am not the
biggest fan of Rans, but they do know what they are doing. You have to
do what makes you happy...
Mike
Larry Bourne wrote:
>
>
> I thought we went thru this some time ago. It was pretty well established
> then that 6061 is treated at something like 700 F. The 375 F. that
> powder coating uses is no danger to the heat treating. Big
> Lar.
>
> ----- Original Message -----
> From: John Cooley <johnc(at)datasync.com>
> To:
> Sent: Wednesday, October 27, 1999 9:46 AM
> Subject: Kolb-List: WD40 and Powder Coating
>
> >
> > Hello Gang:
> > Got a question I would like to know if any of you have experienced. I
> > plan on having my fuselage cage and all other metal parts powdered coated
> at
> > a local shop. I have been bead blasting the small metal parts and then
> > spraying them with wd40 to prevent them from rusting till I get ready to
> > carry them to the shop. I thought (first mistake) that the solution that
> the
> > parts are dipped in before powder coating would clean them well enough. I
> > have since talked to the shop owner about this and he says that the wd40
> > won't come off properly in the dipping stage. Does anyone know what the
> best
> > way to clean wd40 off is. I tried lacquer thinner and it seems to work,
> but
> > you really can't tell for sure. Any suggestions would be appreciated.
> > One other thing I would like to know is about powder coating the
> > fuselage tube. I know Kolb powder coats them from the factory but, the guy
> > that owns M-Squared ultralights says that the heating stage of the powder
> > coating process (approx 400 degrees) will kill the strength of the tube.
> > What gives? Is he wrong or is there different ways to powder coat?
> >
> >
> > Thanks,
> > John Cooley
> > building FS II
> >
> >
>
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
>Why don't you want an automotive alternator with a built in voltage
regulator?
>There are many homebuilts that fly with these. I have one myself-bought it
for
>$100- its out of a Chevy Spectrum- 60 amp and very small. I have 2 1/2 years
>and 300 hrs on it now with no problems.
I'm pleased that your experience with built in regulators has
been positive. However I'll ask that you please review:
http://home.kscable.com/aeroelectric/articles/bltinreg.pdf
http://home.kscable.com/aeroelectric/articles/failtoll.pdf
http://home.kscable.com/aeroelectric/articles/crowbar.pdf
http://home.kscable.com/aeroelectric/articles/bleadov.pdf
Fly comfortable . . .
Bob . . .
////
(o o)
===========o00o=(_)=o00o=========
< Independence Kansas: the >
< Jurassic Park of aviation. >
< Your source for brand new >
< 40 year old airplanes. >
=================================
http://www.aeroelectric.com
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | Re: Strobes:Mini Xenon Strobe |
>Heads-up, J C Whitney has a mini xenon strobe rated at 1,000,000 cp,
>12V,
>
>1/2 amp. 60 fpm, lexan lens, weatherproof housing, 1000 hr. life.
>
>I think this would qualify for aircraft use if above is true.
>
>$64.95. interesting?
Conventional wisdom suggests that we avoid hassles and just go
buy the TSO/PMA/STC item . . . HOWEVER, it just may be that
your local bearer of government holy water would consent to
the needed sprinkle if:
Borrow a photo flash light meter from a friendly photographer.
My personal favorite is the Gossen Luna Pro. Set up to measure
flash output in the direct radiation mode (little white plastic
window closed).
Find a few airplanes with high-dollar, already blessed
strobes on them and make some measurements using the hand held
flash meter. Use a yardstick to hold uniform distance from the
strobe head and make 8 measurments on the cardinal compass points
in the horizontal plane. Repeat for 30 and sixty degrees above
and below horizontal.
Get some data on several installed, certified systems.
Do the same thing with your proposed bootleg strobe. The lightmeter
readings should be equal to or greater than those for the certified
installations.
Gross calibration of the lightmeter is not an issue . . . you're
using it to compare one product with several others . . . we're
looking only for readings equal-to-or-greater.
When it comes time to sell your proposal to the cognizant
authority, you'll have DATA to justify your proposition that the
substitute strobe meets the spirit and intent of the rules
and is therefore suited for use on an amateur built airplane.
Yes, some of you may be anticipating some questions that could
require some additional effort but give this a try for the
first pass. If push comes to shove, I'll help with more detailed
and tighter controls on the tests . . . but if your inspector
is the least bit inclinded to favor good logic, this first pass
I've suggeseted may be enough . . .
Bob . . .
////
(o o)
===========o00o=(_)=o00o=========
< Independence Kansas: the >
< Jurassic Park of aviation. >
< Your source for brand new >
< 40 year old airplanes. >
=================================
http://www.aeroelectric.com
________________________________________________________________________________
| From: | "Chris Sudlow" <suds77(at)earthlink.net> |
| Subject: | Re: Control Hinges |
How do you paint the hinges without gumming up the hinge itself??
-----Original Message-----
From: Bruce E. Harrison <beharrison(at)lexhealth.org>
Date: Wednesday, October 27, 1999 12:01 PM
Subject: RE: Kolb-List: Control Hinges
>
>Years ago when I painted aluminum truck bodies we used to use the alodine
>treatment--a greenish fluid that microscopically etched the aluminum and
>made it hold paint. I think it is a great idea to do the same on the
hinges.
>On my FSII, I used aircraft grade (zinc chromate??) yellow primer on all my
>aluminum parts; however, I didn't do the alodine treatment. Would it be a
>good idea to do this to all parts, or is that a potential problem? Any
>thoughts?
>
>For future reference, is there a brand name for this treatment at the auto
>paint store?
>
>Bruce E. Harrison
>
>
>-----Original Message-----
>Sent: Wednesday, October 27, 1999 12:18 PM
>To: kolb-list(at)matronics.com
>Subject: Re: Kolb-List: Control Hinges
>
>
>If you want the paint to stick to hinges, you must treat them as any
>other aluminum product, and do the alodine treatment/conversion coating
>to them. You can save a lot of money and get this stuff at your auto
>paint store. I didnt do the hinges on the FSII I just rebuilt and the
>paint is coming off now.
>Mike
>
>Cavuontop(at)aol.com wrote:
>>
>>
>> In a message dated 99-10-26 1:41:52 PM Eastern Daylight Time,
>> rbaker2(at)juno.com writes:
>>
>> << Do I paint the control surface hinges before riveting them in place?
>>
>>
>> I painted my hinges completely before installation with DuPont Centauri.
>> Stitts polytone paint doesn't stick well to metal.
>>
>
>
________________________________________________________________________________
| From: | "Frank, Christie, Frank & Meagan Hodson" <fchodson(at)bigfoot.com> |
| Subject: | Light Plane for MS Flight Sim |
A picture of the SkyArrow can be found at
http://intercity.it/moneta/pics/skybig.gif
Frank Hodson
fchodson(at)bigfoot.com
http://www.hodsonhome.com
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
Sent: Wednesday, October 27, 1999 9:21 PM
Subject: Kolb-List: Light Plane for MS Flight Sim
Hello Kolb list readers.
For those asking an ultralight plane for FlightSim ...
i just uploaded sky98.ZIP on the list FTP site.
(Yes it's a new facility offered by Matt)
This is an Italian plane.
It's not exacly an ultralight as it has a max gross weight of 1450 and a
75 HP pusher motor ... but it's probably the closest you will get to an
utlralight
"feeling" on FS.
It even look similar to the kolb (MK III) !
Noel Bouchard
Kolb Mk II
________________________________________________________________________________
| From: | "Dennis Watson" <djwatson(at)olg.com> |
To The All Knowing List,
If I were to order some 7075-T651 stock, what would be the proper diameter
for me to order? Also, what would be the proper dimensions for each gear
leg. I work with a lady whose husband has a CNC lathe in his basement
workshop and she is always telling me that if I ever need anything machined
to just bring it on over. I'm sure it would be handy to have a spare set in
the trailer.
I have an "Original Firestar"
Dennis
----- Original Message -----
From: Mike Brown <motavia(at)olypen.com>
Sent: Thursday, October 28, 1999 1:43 AM
Subject: Re: Kolb-List: Kolb Again
>
> Buy some 7075-T651, take your old leg to a machine shop, and have them
> duplicate it. Not that expensive, as it is a simple program to run on a
> CNC, and just as easy on an old manual lathe.
> Mike
> Its one way to get flying again.
________________________________________________________________________________
| From: | "Bruce McElhoe" <brucem(at)theworks.com> |
| Subject: | Re: covering kit |
Woody,
I just received my covering kit from Jim Miller. He was an instructor at
the OSH hands-on Poly-Fiber tent, and I found him to very knowledgeable and
helpful. I understand he is the "official" Kolb supplier.
Jim & Dondi Miller
Aircraft Technical Support, Inc.
Poly-Fiber & Ceconite Distributors
(Toll Free) (877) 877-3334
Web Site: www.aircrafttechsupport.com
E-mail: info(at)aircrafttechsupport.com
Bruce McElhoe FireFly #88
Reedley, California
>
> I have been going over the brochures I picked up in London last month and
I
> notice that TNK does not sell the covering kit or at least didn't
advertise
> it in the brochures. Does anyone have a current price on this? I think
Andy
> and I have convinced our local aeroplane club to buy a MK111. This should
be
> fun and I get to build another Kolb.
>
>
> Woody
>
________________________________________________________________________________
| From: | wood <duesouth(at)iname.com> |
| Subject: | Re: covering kit |
>
>Woody,
>
>I just received my covering kit from Jim Miller. He was an instructor at
>the OSH hands-on Poly-Fiber tent, and I found him to very knowledgeable and
>helpful. I understand he is the "official" Kolb supplier.
>
>Jim & Dondi Miller
>Aircraft Technical Support, Inc.
Okay Jim and Dondi how much for the kit? Why isn't this available with
the Kolb kits.
Woody
________________________________________________________________________________
Hi Dennis;
I just measured and original Firestar leg, here are the specs. Length
24.5 inches, 1 dia. inch for first 8 inches from top of leg, then tapers down
to 3/4 inch with last 2 inches 3/4 inch. Hope this helps.
Kent
________________________________________________________________________________
| From: | BILLBEAM(at)aol.com |
Hi Dennis, et al,
The dimensions that Kent gave you for your gear legs sound correct.
The guy that sold me my Firestar threw in a set of new legs, but
when I needed one I found they were too large. I took them to Kolb
and they traded me for a pair of the correct size for an original Firestar.
You might mic out your old ones to see if they are the same size that
Dennis gave you. There are definitely more than one size.
Bill FS/503/Powerfin
Wilmore, Ky.
________________________________________________________________________________
| Subject: | Re: Gear Leg material |
Kent & listers
I started to order some legs for my twinstar about 2 weeks ago. The problem
I had
was on my end. I had them fax a release form to me at work. It didn't end
up in my
hands. So they sent one to me E-mail. I got this one at home & could not
open it.
So I thought I would forward it to work & I got it there. I could open it &
sign it.
Faxed it back to Kolb. This took about 1 week.
Today when I got home I had my legs.
NOW TO HELP KENT.
THE LEGS ARE NOT 6061-T6
They are 7075-T651
It is stamped on my new legs. One more note.
This is for a twinstar & firestar. I don't know if your legs are the same.
I don't know what you fly
good luck,
Mark
________________________________________________________________________________
| From: | "Steven S. Green" <GREENSS(at)Bowater.com> |
| Subject: | Stall Warning Device |
A1-type: MAIL
Does anyone know of a simple stall warning device that is available for
kit planes or ULs? I've seen angle of attack indicators with alarms but I
would like just a simple stall warning device that doesn't cost $500. I was
planning to make one but would buy one if there is one available.
On the subject of ultralights being able to use airports I have an
experience I'll tell you about. In November of last year I was at the airport
for the flight I had been waiting for, my solo flight. While in the pattern
with my instructor on board for 3 T&Gs before I went by myself, there were two
ultralights (Quick Silvers I think) flew in and landed. After the T&Gs my
instructor got out and I taxied to the end of the runway, did the engine runup
and all the final checks and pulled onto the runway. With my heart pounding I
pushed the throttle in and then from a taxiway about 300 ft. in front of me one
of the ultralights took off crossing the runway at 45 degrees to the runway at
about 15' AGL. When I recall my first solo flight this is what I remember. I
believe it is actions like this that give ULs a bad name even though this is
probably 1 out of 100. Its no wonder some airports won't them.
While temporarly installing my IVO prop I realized that the capscrew
were a very snug fit in the 3" spacer as they should be, but I believe the
torque required to turn the screws while just in the spacer should be measured
and then added to the final tightening torque in order to achieve the clamping
force required to hold the blades firmly. What do you think????
Steven
Building MKIII/582
58SG (reserved)
________________________________________________________________________________
| From: | Dallas Shepherd <cen23954(at)centuryinter.net> |
Kolbers
I'm flying a Mark 111 with a 582 rotax. Last night my RPMs suddenly
started fluctuating on the gage from 3500 to 6000, rapidly. No change
in the engine sound and no change in my air speed. Got on the ground
and it stayed steady until you got above 3500 and then bounced around
but would idle at 2300 like normal. Could this be a problem with the
electronic box assembly? Couldn't find any loose wires anywere. Took
the gage out of the panel,everything was tight. I'm not a mechanic so
can't dig to far into it. Could use some guidance and need to find a
rotax mechanic in north central Arkansas. I understand there is some
one around Batesville Ar. But don't have a name or where he works.
Thanks
Dallas Shepherd
________________________________________________________________________________
| Subject: | FireFly with Enclosed Trailer FOR SALE |
The following is an revision of my e-mail of 10/19/99.
FOR SALE: KOLB Fire Fly S/N 08 with Enclosed Trailer
CONDITION: Looks great and flies great.
PRICE: $12,000 or best offer
CONTACT: Chris Wayland (714) 549-2667 CA. e-mail WC7WAY(at)AOL.COM
TOTAL TIME: 94 hours and has always been stored hangered
ENGINE: Rotax 447 with single carburetor, 40 hp
GEARBOX: Rotax "B" 2.58:1
PROPELLER: Sport Prop, 62 inch, 3 composite blades with stainless steel
leading edge tape, ground adjustable pitch.
COLORS: Over all white with maroon boom, maroon wing leading edge paralleled
by white and red stripes. Maroon and red "arrow"(very long skinny triangle)
design on fuselage sides.
BUILT BY: Tom Margrave of Thousand Palms, CA. I purchased it from Tom in
January 1998 with 50 hours total time.
FIRST FLOWN: June 1996.
INSTRUMENT PANEL AND INSTRUMENTS: Fire Star panel installed as upgrade; air
speed, altimeter, two CHT/EGT gages, digital RPM/TIME by Taskem Corp., slip
and skid indicator, ignition key lock.
WHEELS AND BRAKES: Fire Star wheels and brakes installed as upgrade. Brakes
independently controlled by heel levers
EMERGENCY PARACHUTE: BRS-5 Mod 500 Soft Pack, mfg April 1996. Repacking date
was April 1998 but not yet done. Mounted under gap seal between wings.
Emergency engine cut out switch has been added and connected to chute firing
handle.
PILOT RESTRAINT: Four-point safety harness mfg by Racer Components Inc.
MUFFLER: Particle flame sprayed to resist corrosion, silver.
CONTROL STICK: Modified to 18 inches from pivot point to top for improved
leverage.
RADIO: Uniden PRO 510XL 40 Ch. CB radio with Comtronics Ultra Pro 2000
helmet (never used), Comtronics interconnect cable, and gel cell 12v battery.
TRAILER: 1500 lb single axle 1986 AEROT mfg. white aluminum trailer in very
good condition. Rear door / loading ramp equipped with new spring assist
door lift by Magnum Engineering Company. I used trailer as a hanger at the
airport and kept the front slightly jacked up so that the open ramp and floor
lined up. This makes rolling the UL in and out a dream and also keeps rain /
dew from pooling on the roof. Trailer is a perfect fit for the UL with just
enough room to get past both sides and plenty of room for tool, parts, and
gas storage forward on each side of the nose.
AVAILABLE DOCUMENTATION: KOLB Drawings and Builders Manual; Rotax operators
manual; BRS-5 manual; plus drawings and manuals on upgrades, additions etc.
MISC. SPARE PARTS ETC: Spare parts include two new complete brake assemblies
as well as one new wheel and tire. Spare parts include new wheel bearings
(although the current currently installed bearings have been holding up just
fine). New unused extra gap seal; original small Fire Fly wheels and tires;
new inner tubes for Fire Star tires; lots of spare hardware. Lots of other
extras.
________________________________________________________________________________
| From: | "Dennis Watson" <djwatson(at)olg.com> |
| Subject: | Gear Leg material |
Thanks everyone!!
With all the input I received on the gear leg size I guess I have no choice
but to pull one of the gear legs and do some measuring. It's something I
have been wanting to do but have been putting it off. And for those of you
that remember when I bought my Firestar (early this summer) I still have not
flown it yet. Our club lost our flying field and that kind of slowed down my
training alot. However, some of us have taken up residence at our local
county airport and i'm happy to say that the training is back on again. I
have done a lot of taxi practice in the Firestar and I have been doing my
flying in a Rans S-12.------The Firestar however has not just been sitting
on the ground,it has been in the air a few times. I let two of my friends
fly the Firestar when I tow it up to the airport, both are GA Pilots and UL
BFI's they both love it and could find nothing bad to say about it. I might
add that they each own 3 airplanes and one is a RAN's dealer. One of my
friends commented on the fact that it just wants to keep climbing like a
fast elavator. (It was the Rans Dealer) He also said that it could fly out
of places that it wouldn't be able to fly into. I think that is a compliment
to the Kolb design, and I have no regrets on my purchase.
Going up in the S-12 tomorrow after work. Looking foward to going up in the
Kolb real soon.
Dennis
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
| Subject: | Re: Stall Warning Device |
In a message dated 10/28/1999 8:14:43 PM Eastern Daylight Time,
GREENSS(at)Bowater.com writes:
<< Does anyone know of a simple stall warning device that is available for
kit planes or ULs? >>
How about the seat of your pants? There is quite a bit of buffet before
a very gentle break in my Mark 3.
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
I'm still curious about your thoughts on that little battery.
Lar.
----- Original Message -----
From: Robert L. Nuckolls, III <nuckolls(at)aeroelectric.com>
Sent: Thursday, October 28, 1999 7:10 AM
Subject: Kolb-List: Re:Alternators
>
>
> >Why don't you want an automotive alternator with a built in voltage
> regulator?
> >There are many homebuilts that fly with these. I have one myself-bought
it
> for
> >$100- its out of a Chevy Spectrum- 60 amp and very small. I have 2 1/2
years
> >and 300 hrs on it now with no problems.
>
>
> I'm pleased that your experience with built in regulators has
> been positive. However I'll ask that you please review:
>
> http://home.kscable.com/aeroelectric/articles/bltinreg.pdf
>
> http://home.kscable.com/aeroelectric/articles/failtoll.pdf
>
> http://home.kscable.com/aeroelectric/articles/crowbar.pdf
>
> http://home.kscable.com/aeroelectric/articles/bleadov.pdf
>
> Fly comfortable . . .
>
>
> Bob . . .
>
> ////
> (o o)
> ===========o00o=(_)=o00o=========
> < Independence Kansas: the >
> < Jurassic Park of aviation. >
> < Your source for brand new >
> < 40 year old airplanes. >
> =================================
> http://www.aeroelectric.com
>
>
________________________________________________________________________________
| Subject: | Re: Prop Questions |
In a message dated 10/27/99 9:42:57 PM Eastern Daylight Time,
firehawk54(at)hotmail.com writes:
<< Mike,
I have an IVO 70" that I've been running on a 582 with 3-1 E box for 400+
hours without locknuts and no weird resonance. It's still smooth as glass at
all RPMs. (NOW) Hint! hint! :-)
Firehawk >>
I've got an IVO 3 blade on my 447 with spacer and no lockuts or safety wire
either as advocated by Ivo.....seems scarey though.....but it has been that
way for 4 years and 100 hours without a miss...very smooth...but
now....a...little ...scarey...I ....think..... GeoR38
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: Stall Warning Device |
Seems to me that not too many months ago there was a how-to in one of the
mags. Kit Planes or Snort Aviation or Experimenter. Anyone ?? I'll keep
my eyes open as I root around, but there's such a pile of them now, that I'm
losing track. Useta be pretty organized................once. Reminds me,
I'm supposed to find the issues with that guy from the Phoenix, AZ area,
with the yellow Firestar. Anyone help ?? Please ?? Migod that's an awful
pile of magazines to dig thru. Big Lar. Do not
Archive.
----- Original Message -----
From: <Cavuontop(at)aol.com>
Sent: Thursday, October 28, 1999 8:28 PM
Subject: Re: Kolb-List: Stall Warning Device
>
> In a message dated 10/28/1999 8:14:43 PM Eastern Daylight Time,
> GREENSS(at)Bowater.com writes:
>
> << Does anyone know of a simple stall warning device that is available for
> kit planes or ULs? >>
________________________________________________________________________________
| From: | "Christopher John Armstrong" <Tophera(at)centurytel.net> |
| Subject: | Re: Prop Questions |
I dont think the Ivo prop has any wood in it. it is a composite prop with a
foam core and a steel torsion rod. That isnt to say that it is immune to
mosture... some composite materials are bad with water... Kevlar especially
will srink ancd groiw so it needs to be completely encased in the epoxy.
Topher
________________________________________________________________________________
| Subject: | Re: Stall Warning Device |
| From: | Ralph H Burlingame <ul15rhb(at)juno.com> |
There is "prop burble" before the stall. The rectangular FireStar wing
will stall in the center first and the burble heard is turbulent air that
is driven into the prop. This is your stall warning device. Homer Kolb
thought of everything.
Ralph Burlingame
Original FireStar, 12 years flying
>In a message dated 10/28/1999 8:14:43 PM Eastern Daylight Time,
>GREENSS(at)Bowater.com writes:
>
><< Does anyone know of a simple stall warning device that is available
>for
> kit planes or ULs? >>
________________________________________________________________________________
| From: | "townsend" <townsend(at)webound.com> |
test
________________________________________________________________________________
| Subject: | Re: Prop Questions |
| From: | Ralph H Burlingame <ul15rhb(at)juno.com> |
George, why not put the locknuts on and relieve some of the "scariness"?
Ralph
>I've got an IVO 3 blade on my 447 with spacer and no lockuts or safety
>wire either as advocated by Ivo.....seems scarey though.....but it has
been
>that way for 4 years and 100 hours without a miss...very smooth...but
>now....a...little ...scarey...I ....think..... GeoR38
________________________________________________________________________________
| From: | Richard Pike <rpike(at)preferred.com> |
| Subject: | Re: Prop Questions |
If there is anyone out there that has been scared away from their IvoProp,
I would gladly buy a 62" or 64" 3-blade if the price was REAL GOOD. I like
em'. Am currently using a 66" 2-blade, and just want to experiment.
Richard Pike
MKIII N420P (42OldPoops)
________________________________________________________________________________
In a message dated 10/28/99 3:25:04 PM Eastern Daylight Time,
djwatson(at)olg.com writes:
<< If I were to order some 7075-T651 stock, what would be the proper diameter
for me to order? Also, what would be the proper dimensions for each gear
leg. I work with a lady whose husband has a CNC lathe in his basement
workshop and she is always telling me that if I ever need anything machined
to just bring it on over. I'm sure it would be handy to have a spare set in
the trailer.
I have an "Original Firestar"
Dennis >>
Just make sure that when it gets turned down there is no sharp shoulder where
it comes out of the "A" hole. I turned one and it broke off up inside due to
my dumb stress ring that I left there!! Was a bear to dig it out of the
sleeve. ...................... GeoR38
________________________________________________________________________________
| From: | Mike Brown <motavia(at)olypen.com> |
| Subject: | Re: Stall Warning Device |
Larry... Larry... yes, you. fergit the stall warning device. Turn off
the modem. Go out into the shop. BUILD THE PLANE! We are all wiating to
hear about your first flight. Do it NOW Lar! The shop Larry. To your
left, thru the door, thats right, keep going. Gooood. Now, pick up the
rivet gun... :}
Yer bud,
Mike
Larry Bourne wrote:
>
>
> Seems to me that not too many months ago there was a how-to in one of the
> mags. Kit Planes or Snort Aviation or Experimenter. Anyone ?? I'll keep
> my eyes open as I root around, but there's such a pile of them now, that I'm
> losing track. Useta be pretty organized................once. Reminds me,
> I'm supposed to find the issues with that guy from the Phoenix, AZ area,
> with the yellow Firestar. Anyone help ?? Please ?? Migod that's an awful
> pile of magazines to dig thru. Big Lar. Do not
> Archive.
>
> ----- Original Message -----
> From: <Cavuontop(at)aol.com>
> To:
> Sent: Thursday, October 28, 1999 8:28 PM
> Subject: Re: Kolb-List: Stall Warning Device
>
> >
> > In a message dated 10/28/1999 8:14:43 PM Eastern Daylight Time,
> > GREENSS(at)Bowater.com writes:
> >
> > << Does anyone know of a simple stall warning device that is available for
> > kit planes or ULs? >>
>
________________________________________________________________________________
| From: | Mike Brown <motavia(at)olypen.com> |
| Subject: | Re: Prop Questions |
What is with the locknut thing? I dont think any of my props have
fallen off yet, and I dont locknut them. I guess if it makes you feel
better, go ahead. 3000+ hrs without them says they are not needed. When
I check the tourque every 50 hours, it is ALWAYS stable (after the first
few flights).
On the construction: NO! There is NO wood in the Ivo! The foam is a
closed cell and will not absorb water.
If you ever have to replace the cams for any reason, you MUST reseal the
threads on the screw when you install it, so that rainwater cannot get
into the chromoly tube and throw the balance off. This is very
important. Loctite will do fine to make the seal.
Mike
Ralph H Burlingame wrote:
>
>
> George, why not put the locknuts on and relieve some of the "scariness"?
>
> Ralph
>
> >I've got an IVO 3 blade on my 447 with spacer and no lockuts or safety
> >wire either as advocated by Ivo.....seems scarey though.....but it has
> been
> >that way for 4 years and 100 hours without a miss...very smooth...but
> >now....a...little ...scarey...I ....think..... GeoR38
>
________________________________________________________________________________
| From: | JRWillJR(at)aol.com |
| Subject: | Re: Prop Questions |
I know, I know, I said I would not post on this again to avoid ruffling
feathers but there seems to be a misunderstanding about the failure mode of
the IVO prop. I notice the comments on safety wire and check nuts on the
backside. According to IVO these are not needed. I tend to agree with him
that much anyway. The IVO's that fail typically have the blade(s) tear out of
the hub leaving the prop bushings still on the bolts safety wire and check
nuts or not and probably still at torque. That is what mine tried to do and
would have in about 5 more seconds are less. The IVO is a smooth running prop
and it has great performance and it also comes apart much to often especially
when used on heavier homebuilts like the Kitfox and upward in size. It seems
from my "fact finding"self imposed mission that as the aircraft get smaller,
slower, lighter and less powerful the more dominant in favor becomes the IVO
over other types. This is not an ironclad statement, IVO's are used on many
types of aircraft and as I said have been involved in loss of blades on all
types also. JR
________________________________________________________________________________
| From: | "michael highsmith" <firehawk54(at)hotmail.com> |
| Subject: | Re: Prop Questions, lock nuts |
Ralph,
Locknuts for the IVO prop bolts should not be used because you are
tranfering the torque load from the prop flange to the nuts. This in turn
allows the bolt threads to become loose in the flange and this can
potentially allow the bolt to work back and forth until it breaks. Without
the locknuts all the torque load is placed on the flange threads and will
not allow the bolt to move in the thread. Again, I have over 400 hours on a
582 with 3-1 reduction using this method per IVO and I have never found the
bolts to be out of torque.
I do use thread locker on the threads that stick out through the flange. I
also check the torque about every 25 hours. I use a torque value of 250 inch
lbs. not 200 on the bolts and I use 2 of the thick nurled squish plates with
blades that do not have the bushings.
So far so good. I found out early on if there is any vibration in a 3 blade
IVO there is something wrong and you better find out what it is.
Usually it is a blade moving and the inspection tape is broken.
Firehawk
>From: Ralph H Burlingame <ul15rhb(at)juno.com>
>Reply-To: kolb-list(at)matronics.com
>To: kolb-list(at)matronics.com
>Subject: Re: Kolb-List: Prop Questions
>Date: Fri, 29 Oct 1999 00:11:30 EDT
>
>
>George, why not put the locknuts on and relieve some of the "scariness"?
>
>Ralph
>
> >I've got an IVO 3 blade on my 447 with spacer and no lockuts or safety
> >wire either as advocated by Ivo.....seems scarey though.....but it has
>been
> >that way for 4 years and 100 hours without a miss...very smooth...but
> >now....a...little ...scarey...I ....think..... GeoR38
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Bruce Fletcher" <bwf(at)emailmn.com> |
Many have asked about engine inspection for the 912. An inspection and
repair is included in the price. I wouldn't sell any other way.
Bruce
> ----- Original Message -----
> From: Keith R. Middleton <klmidd97(at)bossig.com>
> To:
> Sent: Tuesday, October 26, 1999 11:36 PM
> Subject: Re: Kolb-List: 912 forsale
>
>
>
> >
> > Try http://www.metroflorida.com/plane/ > >
> >
> > >
> > > >
> > > > If you look at the pictures you will see the wheels up and down.
It's
> > runs
> > > > like a garage door opener, the screw type.
>
>
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
| Subject: | Re: Prop Questions, lock nuts |
In a message dated 99-10-29 8:23:50 AM Eastern Daylight Time,
firehawk54(at)hotmail.com writes:
<< I use a torque value of 250 inch
lbs. not 200 on the bolts and I use 2 of the thick nurled squish plates with
blades that do not have the bushings. >>
Why did you go with 250 inch pounds when IVO recommends 200 and that is up
from their original recommendation of 150?
________________________________________________________________________________
| From: | "William Herren" <wmdherren(at)hotmail.com> |
| Subject: | Re: covering kit |
Some take so long to get to the covering stage that it is better to have
fresh Poly tac, brush & Spray. Just a thought. Bill in Lousyana
>From: wood <duesouth(at)iname.com>
>Reply-To: kolb-list(at)matronics.com
>To: kolb-list(at)matronics.com
>Subject: Re: Kolb-List: covering kit
>Date: Thu, 28 Oct 1999 18:12:04 -0400
>
>
> >
> >Woody,
> >
> >I just received my covering kit from Jim Miller. He was an instructor at
> >the OSH hands-on Poly-Fiber tent, and I found him to very knowledgeable
>and
> >helpful. I understand he is the "official" Kolb supplier.
> >
> >Jim & Dondi Miller
> >Aircraft Technical Support, Inc.
>
>
> Okay Jim and Dondi how much for the kit? Why isn't this available with
>the Kolb kits.
>
>
> Woody
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | ALLENB007(at)aol.com |
| Subject: | Re: FireFly Speed |
I recently owned a Firefly. My speeds were as follows.
take off --- 50-55 mph
cruise ---- 55-60 mph
landing --- 50-55 mph
Hope this helps
________________________________________________________________________________
| From: | JRWillJR(at)aol.com |
| Subject: | Fwd: Prop bolt torque--general |
see fowarded post below
From: JRWillJR(at)aol.com
Full-name: JRWillJR
Date: Fri, 29 Oct 1999 12:35:32 EDT
Subject: Prop bolt torque--general
While it is not unusual for a manufacturer to recommend a special torque for
propeller bolts, even a higher torque than is recommended in standard charts,
it should be noted that the standard torque chart for AN steel bolts under
tension load is 70 inch pounds for a 1/4 inch, 140 inch pounds for a 5/16
inch and 190 inch pounds for a 3/8 diameter maximum. These diameters are
shank diameters not wrench sizes. Under shear use with a shear nut the values
are less.I believe the bolts supplied by IVO, and most others are Grade 8 not
AN which means that they are quiet strong but no better than AN and it is a
generally held belief that Grade 8 is also slightly more brittle than an AN
spec hardware. I saw that some are using 250 inch pounds on a bolt that is
somewhere between 1/4 and 5/16 shank size--wow!!!!!!!!! JR, A&P
________________________________________________________________________________
| Subject: | Re: Prop Questions |
In a message dated 10/29/99 2:59:54 AM Eastern Daylight Time,
motavia(at)olypen.com writes:
<< I guess if it makes you feel
better, go ahead. 3000+ hrs without them says they are not needed. When
I check the tourque every 50 hours, it is ALWAYS stable (after the first
few flights). >>
whoa!!....what does that mean Mike, during the first few flights after
torquing it is NOT stable...... I'm glad to hear that you have 3000 hrs
without locknuts though....my mere 100 hrs sans nuts is paltry......i just
can't figure out WHY, without any locknut the bolts just don't back out with
the regular vibration.....got any idea? All I do is paint a little fingernail
polish on the bolts and check the paint before each flight....for some DUMB
reason they NEVER backout..... but .....that's the way IVO wants it....
GeoR38
________________________________________________________________________________
| Subject: | Re: Stall Warning Device |
In a message dated 10/29/99 3:12:17 AM Eastern Daylight Time,
Tim.Hrib(at)carefirst.com writes:
<< i think it would be a waste to buy one. same for rate of
climb indicator, their really unneccesary in an ultralight. >>
as a former soaring pilot, the second most important instrument to me (maybe
third) would be the rate of climb indicator. I love to soar my ul and do it
whenever there is natural lift! I don't have one but some day I will get a
variometer!.............. GeoR38
different strokes ....different folks
________________________________________________________________________________
| Subject: | Re: tail wheel for firestar II |
In a message dated 10/25/99 10:19:41 AM Eastern Daylight Time,
beharrison(at)lexhealth.org writes:
<< Haven't seen much of you at the LARKS club. Have you been flying the FS?
>>
Yeah, as much as possible-not enough time. Dwight Preglar [ex member] is
building me a "Slowpoke" with an OS .26 4 stroke which should be ready to fly
in a couple weeks.
Shack
________________________________________________________________________________
| From: | Richard <swidersk(at)digital.net> |
| Subject: | Re: Rate Of Climb Meters |
Hey GeoR38,
I'm with you on the rate of climb indicator. It may rank 3rd in importance,
but it sure is the most fun gauge! Its about impossible to sniff out those
thermos without one & setting your best glide rate & climb rate is much easier,
verses timing your altimiter. But the point I'd like to make is one that I
believe makes our sport safer. Last year I was flying a plane I only had about
20 hrs in, on a hot humid summer day, with winds that were shifting directions.
I landed in a strip that I never visted before. I had about a half a mile of
strip to clear a 150ft obstacle. I was near full gross weight but had no 2nd
thoughts of safely clearing the obstacle. Takeoff started off routine but at
about 100ft it seemed like I was sinking or at least not climbing, I never had
this problem in a Kolb. My abort window for landing straight ahead was coming
to a close in a few seconds. I've always had a Rate Of Climb meter but never
got around to installing it on this plane. I instinctively looked for it & for
the 1st time realized how crucial that instrument is. God did not give us a
bird brain, we can't tell in the heat of the moment if we're gaining or losing
altitude. My secondary abort route demanded I fly under some electric lines.
My flying buddy's field had a set of wires over the middle of his strip & I had
to fly under them when ever I landed or took off there, so I was use to the idea
of flying under those ugly things. I hesitated about the 1st closing window,
kept the throttle open & shortly broke out of a strong downdraft, easily
clearing the obstacle. Later on I was reflecting on the incident, and the fact
that I hesitated made me feel very uncomfortable with what I did. The fact
that I had an alternate route didn't really excuse my action. The hesitation
included a couple seconds of confusion. I had a plane that climbed like a Kolb
(or do you say like a screaming eagle?) yet I felt like I was sinking. In those
2 seconds of confusion, my primary window closed. If I was reviewing that
scenario with someone else flying it, I would say they should have landed. That
go-no-go period of decision snuck up on me & surprised me. If I didn't have
that backup abort site I think I would of had the where with all to chop the
throttle & land. The fact that I hesitated & felt confused for a few seconds
made me doubt myself later. Here is the point of all this: If I had my ROC
meter installed I would not have had an information gap to begin with as I would
have been clearly monitoring my climb rate from lift off, & there would of been
no surprises to deal with when I got to that go-no-go decision point. From that
day forward, I never again considered a ROC meter just a toy. I now see it as
an instrument that greatly enhances my ability to make critical decisions in the
spur of the moment. For the benifits it provides me, I can not justify not
having one.
...Richard Swiderski
GeoR38(at)aol.com wrote:
>
> In a message dated 10/29/99 3:12:17 AM Eastern Daylight Time,
> Tim.Hrib(at)carefirst.com writes:
>
> << i think it would be a waste to buy one. same for rate of
> climb indicator, their really unneccesary in an ultralight. >>
> as a former soaring pilot, the second most important instrument to me (maybe
> third) would be the rate of climb indicator. I love to soar my ul and do it
> whenever there is natural lift! I don't have one but some day I will get a
> variometer!.............. GeoR38
> different strokes ....different folks
>
________________________________________________________________________________
| From: | Mike Brown <motavia(at)olypen.com> |
| Subject: | Re: Prop Questions |
Yes, I looked at this last one after I sent it and it does insinuate
that the tourque changes for a few flights. In fact, it usually does not
change with the old smooth hub. With the new knurled hub, I have seen
some small degree of change in the tourque(very small), and I will GUESS
that it is because the knurling takes a "set" into the gelcoat after
some run time. Who knows. In any event, if I recall, it was only a
matter of 10 pounds or less.
I dont know why the bolts stay tight so well. It really goes against the
grain for an old Coast Guard flt mech to not safety wire everything he
can get his hands on....
Mike Brown
Olympic Ultralights
Vortex Generators
Lynx Communication Systems
Full Lotus
BRS
October 19, 1999 - October 30, 1999
Kolb-Archive.digest.vol-bs