Kolb-Archive.digest.vol-cg
August 03, 2000 - August 20, 2000
>the
>length of the extension wires which is usually needed on Kolbs. I checked
>the temps on a 98 degree day with a certified digital pyrometer & the EIS
>readings were within 1 degree. None of my Westach guauges fell within 10%.
>My EGT was off 75 degrees & my rpm was off 800 at 6,200rpm (it was really
>turning 5400).
I was wondering how good those EISs were. I have been thinking of converting
to an EIS. Do you think I should??
Firehawk
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
Had a three blade Ivo 64" and switched to a two blade 66" Ivo.
But that was because of the odd torque curve of the 532.
IMHO, a 2 blade gives a broader speed range,
and a 3 blade is a lot quieter and smoother.
People on the ground could tell the difference between
when I was using the 3 or the 2.
If the 532 would pull it, I would probably go back to the 3 blade.
Richard Pike
MKIII N420P (420ldPoops)
>
>Group , Which make prop is the best and why? Anyone had a 2- blade then
>switch to a 3-blade prop of same make& materials? Finally, anyone know what
>the fan cooled 447 Rotax W / " B " Box weighs ?
>
> Thanks for all info,
> Ed Diebel
>
>
________________________________________________________________________________
| From: | Woody <duesouth(at)govital.net> |
Hey gang
The club plane now has a wing ,left horizontal stab and left elevator
covered (my rebuild is ready for covering also, not bad considering we
started these projects in March). This was one evenings work. Gosh Lar I
don't know how you have so much trouble with covering. Perhaps you are
trying to pre tighten it with muscle power. We put it on real baggy and
used the iron to tighten it. Makes it a lot easier and neater. We did one
thing the group may like to try. A lot of people are bothered by the
scalloping between the wing ribs. It doesn't affect the flying any but some
do not like the cosmetic appearance. We did a little experiment to try to
get rid or at least minimize it. When laying on the bottom fabric (first
piece) glue the fabric to the rear spar first. Wrap the fabric around the
front spar and continue it up as far on the leading edge ribs as you can
and glue it to each rib. Now slit the fabric horizontally 5 or 6 times per
rib space. Should be a couple inches apart. It may be easier if you
partially shrink this top part first.Shrink this part fully before the top
cover is put on. Now when you lay the top fabric and shrink it this bottom
fabric will act as a foundation and not allow the scalloping. I also used
the Miller technique to minimize scaloping when shrinking. One other thing
we did that makes for a neater appearance is we installed the hinges to the
spar first. When covering we cut little slits in the fabric for the ears on
the hinge to fit through. Not a major job but it looks neater when finished.
________________________________________________________________________________
| From: | "J.D. Stewart" <jstewart(at)ncfcomm.com> |
| Subject: | fine-tuning the needle |
The EISs are extremely accurate, and compensate for outside temps.
Everyone I know who has one, would not go back to steam gauges. Several of
my EIS customers are from this list, and I give a 10% discount to all list
members. EIS prices are on UFAS's website below. E-mail me privately for a
quote, if you'd like.
Grand Rapids Technologies is one of those rare companies who do all things
in excellence. You will not be disappointed.
J.D. Stewart
NCF Communications, Inc.
http://www.ncfcomm.com
UltraFun AirSports
http://www.ultrafunairsports.com
Challenger Owners E-mail list and Website Administrator
http://www.users.ncfcomm.com/challenger
>
> I was wondering how good those EISs were. I have been thinking of
> converting
> to an EIS. Do you think I should??
> Firehawk
>
>
________________________________________________________________________________
| From: | "Robert Haines" <robertsjunk(at)hotmail.com> |
*****
Getting the moisture out of compressed air is a pretty rudimentary
science. There are a number of things you can do to "wet" air to...
*****
My thoughs are to simply use the shell of an old hot water heater, bathtub,
or any water holding vessle and run a coil of the air piping through it.
Have the airline come out the bottom of the vessle and T off a drain valve.
Robert "make a big mess" Haines
St Louis, MO
Slingshot in the garage
________________________________________________________________________________
| From: | ggleiter(at)minn.net |
| Subject: | Re: Oshkosh Report |
BILLBEAM(at)aol.com wrote:
>
>
> John,
>
> How much does it cost to get in this year???
>
> Bill
A lot less than for a day of skiing out west, attending a NFL/NBA game,
or a concert of any kind.
gil leiter
MAPLEWOOD, MN
________________________________________________________________________________
| From: | "Richard Swiderski" <swidersk(at)digital.net> |
| Subject: | Re: fine-tuning the needle |
Firehawk,
If you know the limitations of your instruments, have an idea of which
way they are inaccurate, you can live with that because at least they will
be consistantly inaccurate. You just keep adjusting. After seeing how
helpful the EIS warning system is, I personally would never be without one.
----- Original Message -----
From: "michael highsmith" <firehawk54(at)hotmail.com>
Sent: Thursday, August 03, 2000 9:03 AM
Subject: Re: Kolb-List: fine-tuning the needle
>
>
> >
> > The EIS system compensates for ambient tempt on the CHT & EGT & even
> >the
> >length of the extension wires which is usually needed on Kolbs. I
checked
> >the temps on a 98 degree day with a certified digital pyrometer & the EIS
> >readings were within 1 degree. None of my Westach guauges fell within
10%.
> >My EGT was off 75 degrees & my rpm was off 800 at 6,200rpm (it was really
> >turning 5400).
>
> I was wondering how good those EISs were. I have been thinking of
converting
> to an EIS. Do you think I should??
> Firehawk
>
>
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
At 03:07 PM 8/3/00 GMT, you wrote:
>
>*****
>Getting the moisture out of compressed air is a pretty rudimentary
>science. There are a number of things you can do to "wet" air to...
>*****
>
>
>My thoughs are to simply use the shell of an old hot water heater, bathtub,
>or any water holding vessle and run a coil of the air piping through it.
>Have the airline come out the bottom of the vessle and T off a drain valve.
This is similar to the ice bath I used to have . . . if you
have a well for water, you can circulate your well water through
it (generally much colder than city water) and paint your airplane
while you water the yard.
Bob . . .
--------------------------------------------
( Knowing about a thing is different than )
( understanding it. One can know a lot )
( and still understand nothing. )
( C.F. Kettering )
--------------------------------------------
http://www.aeroelectric.com
________________________________________________________________________________
| From: | "michael highsmith" <firehawk54(at)hotmail.com> |
| Subject: | Re: fine-tuning the needle |
>From: "Richard Swiderski" <swidersk(at)digital.net>
Richard,
Now you realy got me thinking about the EIS. My ? is, is it realy necessary
to know the exact temps for the engine???Is it important to have the tach
read the exact RPM???
I do sort'a kind'a calculate the temps if I think they are too far out but
they ususally show the same amount out for both cylinders, which kind'a
tells me that it is something outside the engines that is making the
difference. If I did have the exact numbers with an EIS, I don't think I
would change anything because of the great performance I get with the 582
now. A consistant 3.8-4.1 gallons per hour at 5800-6000 rpm and an air speed
of 78-80 ain't too bad for a 582 is it?? Well, at least I think those are my
RPM and air speed. My wingmen seem to think so too. BTW my oil ratio
calculations are around 58-60 to 1 over all with the oil injection system.
Dang it, you got me thinking maybe all my numbers are wrong, except for the
fuel and oil burn which I calculate outside any engine #s.
Oh well, I guess I'll just have to fly some more and test all these things
out. It will probably take me about another 1000-2000 hours of flying (3-6
more years)before I can be sure. I hope I haven't done all these last 1050
hours for nothing. Do you suppose the 582 will last that long??? (:-))>
I'm going to tell my wife right now what I got to do all because of you
guys. She'll be sooo happy.
Firehawk
________________________________________________________________________________
| From: | Ray L Baker <rbaker2(at)juno.com> |
Fellow Kolbers,
Boy is there a lot I do not know. It is time to order the chute!
It would appear that the 900 series chute is well within the speed
parameters but just shy of a 1000 stated gross for the Mark III. (How
often, if ever would I expect to be at Max?).
The 1050 series at and additional $500 seems to be overkill. (pun not
intended).
I would like hear your thoughts on this, especially the Mark III
builders/flyers.
L. Ray Baker
Lake Butler, Fl
Building Mark III, SN M1156--N629RB
________________________________________________________________________________
| From: | "Richard Swiderski" <swidersk(at)digital.net> |
| Subject: | Re: BRS Questions |
Ray,
This may be a mute question, they may not give you an option. Since I
wasn't going to fly my SlingShot as a 2-place, I was looking at the 750
series. They knew that it had a gross of 850 & said they would only sell me
the 900.
----- Original Message -----
From: "Ray L Baker" <rbaker2(at)juno.com>
Sent: Thursday, August 03, 2000 9:38 PM
Subject: Kolb-List: BRS Questions
>
> Fellow Kolbers,
>
> Boy is there a lot I do not know. It is time to order the chute!
>
> It would appear that the 900 series chute is well within the speed
> parameters but just shy of a 1000 stated gross for the Mark III. (How
> often, if ever would I expect to be at Max?).
>
> The 1050 series at and additional $500 seems to be overkill. (pun not
> intended).
>
> I would like hear your thoughts on this, especially the Mark III
> builders/flyers.
>
> L. Ray Baker
> Lake Butler, Fl
> Building Mark III, SN M1156--N629RB
>
>
________________________________________________________________________________
----- Original Message -----
From: "R. Harris" <rharris@magnolia-net.com>
Sent: Thursday, August 03, 2000 9:26 PM
Subject: BRS
> Ray : A lot depends on how heavy your plane is dry , however I fly a MK3
> with a 912 , I go about 220 myself . I don't think that I ever get that
> 1000# gross. Takes a lot of stuff in the other seat to get gross#s. Hope
> this helps..
>
> RH MK3 SN M233
>
> N912RH
>
________________________________________________________________________________
| From: | "Dennis Souder" <flykolb(at)epix.net> |
Ray,
You may not have the luxury of choosing. Depends upon who you buy it from,
but I know BRS a while back would not sell a 900 lb rating for an aircraft
that was rated for 1000#. I don't know how vigilant BRS is these days about
such things. Inadequately rated parachutes (900# rating on a 1000# GW
aircraft) become the grist for PI attorneys' cases as they scour for details
that will provide them with a modicum of evidence that the calloused and
greedy money grubbing folks at BRS cared only for making $$$$$ when they
sold such a woefully inadequate parachute for the application.
What good are load ratings for anyway??
Nice advantage of the 1050 is that it is larger and will bring you down more
slowly so impact with ground is lessened. At least thats the way it used to
be.
my $.02
Dennis
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of Ray L Baker
Sent: Thursday, August 03, 2000 9:39 PM
Subject: Kolb-List: BRS Questions
Fellow Kolbers,
Boy is there a lot I do not know. It is time to order the chute!
It would appear that the 900 series chute is well within the speed
parameters but just shy of a 1000 stated gross for the Mark III. (How
often, if ever would I expect to be at Max?).
The 1050 series at and additional $500 seems to be overkill. (pun not
intended).
I would like hear your thoughts on this, especially the Mark III
builders/flyers.
L. Ray Baker
Lake Butler, Fl
Building Mark III, SN M1156--N629RB
________________________________________________________________________________
| From: | Dennis & Diane Kirby <kirbyd(at)flash.net> |
| Subject: | Re: rib stitching |
Here's my two cents worth on this subject:
I chose to rib stitch my wings and I'm glad I did.
I am a first-time builder, so I had zero experience with rib lacing.
The diagrams in the Stits book were sufficiently clear that I had no
problem doing the stitching. I practiced the knots with parachute cord
and an index card with holes punched in it. Gives a cleaner finish
after taping, in my opinion - the hidden knot method shown in the book
leaves almost no trace. Plus, it was fun to do and it gave me a very
satisfying feeling at the end. About it being labor-intensive, the
entire stitching process for one wing took 7 hours of time. And that
was my first wing - will probably take less on the second wing (not done
yet). Don't know how long the drilling and pop-riveting would take per
wing.
Dennis Kirby
s/n 300, still building in
Cedar Crest, NM
________________________________________________________________________________
| From: | Dennis & Diane Kirby <kirbyd(at)flash.net> |
Hey, Gang -
I saw for my first time a picture of a Fergie. Looks almost exactly
like a Kolb. Anybody know the story behind this airplane? Is someone
marketing a kit plane that is a copy of an already existing (i.e., Kolb)
kit? I think I've even seen someone on this List chime in who's a
Fergie owner. Just wonderin' what the background is on that plane.
Dennis Kirby
New Mexico
________________________________________________________________________________
| From: | Dennis & Diane Kirby <kirbyd(at)flash.net> |
Hey, Gang -
I saw for my first time a picture of a Fergie. Looks almost exactly
like a Kolb. Anybody know the story behind this airplane? Is someone
marketing a kit plane that is a copy of an already existing (i.e., Kolb)
kit? I think I've even seen someone on this List chime in who's a
Fergie owner. Just wonderin' what the background is on that plane.
Dennis Kirby
New Mexico
________________________________________________________________________________
| Subject: | Temperature Probe |
| From: | Ray L Baker <rbaker2(at)juno.com> |
Kolbers,
There is no end to my ignorance. Following the instruction for the EIS &
Hot Box wiring, I am attempting to use a temperature probe removed from
one of the heads (10 MM coarse thread) in the water hose from the engine
to the upper radiator inlet.
Proposed method, insert a section of copper pipe in the hose with the
temperature probe mounted in it. To mount the probe in the copper pipe I
need to solder/braze a fitting which will accept the probe. A 10 MM
brass nut would be nice!
Can anyone suggest a source of such fitting or nut? An alternate
solution?
Drilling out and tapping undersized SAE fitting or nut? Source of 10 MM
tap? How did you do it?
L. Ray Baker
Lake Butler, Fl
Building Mark III, SN M1156--N629RB
________________________________________________________________________________
| From: | "Christopher John Armstrong" <Tophera(at)centurytel.net> |
| Subject: | Re: BRS Questions |
>It would appear that the 900 series chute is well within the speed
>parameters but just shy of a 1000 stated gross for the Mark III. (How
>often, if ever would I expect to be at Max?).
>
>The 1050 series at and additional $500 seems to be overkill. (pun not
>intended).
BRS used to have a page in there manual that said congratulations you just
saved $500 dollars and wasted $2000. If you have a plane that has a gross
weight above 900 then you need the bigger chute cause you will fly near
gross some time. If you buy the 900 then you should set your gross weight
limit at 900 and live with that restriction. if your not willing to do that
then get the big chute.
Topher
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Temperature Probe |
I am attempting to use a temperature probe removed from
> one of the heads (10 MM coarse thread) in the water hose from the engine
> to the upper radiator inlet.
> L. Ray Baker
L. Ray:
Why are you attempting to measure the water temp?
john h
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
| Subject: | Re: Temperature Probe |
In a message dated 8/3/00 8:27:00 PM Pacific Daylight Time, rbaker2(at)juno.com
writes:
<< To mount the probe in the copper pipe I
need to solder/braze a fitting which will accept the probe. A 10 MM
brass nut would be nice! >>
I bought just such a thing premade from LEAF when I got their water pressure
gauge.
Mark R. Sellers
Kolb Twinstar Mark III
N496BM
________________________________________________________________________________
| From: | bweber2 <bweber2(at)earthlink.net> |
| Subject: | Re: BRS Questions |
BRS will not sell you a chute for less than the gross weight
of your plane. I know because I tried. Liability issues,
perhaps. Or maybe they just want to make a few bucks. Get
the 1050.
Bill
Ray L Baker wrote:
>
>
> Fellow Kolbers,
>
> Boy is there a lot I do not know. It is time to order the chute!
>
> It would appear that the 900 series chute is well within the speed
> parameters but just shy of a 1000 stated gross for the Mark III. (How
> often, if ever would I expect to be at Max?).
>
> The 1050 series at and additional $500 seems to be overkill. (pun not
> intended).
>
> I would like hear your thoughts on this, especially the Mark III
> builders/flyers.
>
> L. Ray Baker
> Lake Butler, Fl
> Building Mark III, SN M1156--N629RB
>
--
****************************************************
* Bill Weber * Thunder's just the noise *
* Simi Valley, CA * Lightning does the work *
****************************************************
________________________________________________________________________________
| From: | "Lindy" <lindy(at)snowhill.com> |
| Subject: | Re: fine-tuning the needle |
For Firehawk
Don't waste your money converting to EIS. Anything electrical or mechanical
is subject to immediate failure---remember the rule--when aviation started
everything came from cars-as the wheel turns we are at the following
Stage-everything in cars comes from aircraft.. I do not have a Eis system
in my Bonneyville SSE or Lincoln town car-Why?The accepted vibration in
modern jet engines is 5 mills--your 582 at idle vibrates more than that! If
Eis was so good,accurate-and inexpensive-it would have been or be standard
equipment in cars many moons ago.
Still sending pictures of Marianna Fly-in--real busy- will be sending
approx. 50 Digital's tomorrow.in standard format.
Lindy
LA-Lower Alabama
Lindy
LA-
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: BRS Questions |
Man, I'm having an awful time tonight. Twice I've typed out a reply to
this, and twice the program crashed. Here goes for 3. Last try.
I've read the specs on the new Cirrus airplane, and it seems to me that the
chute will let it down at about 1800 ft per min. That's 20 mph. When it
hits, the airplane is destroyed, but hopefully not the pilot and all. Seems
like the chutes for our planes are in the same ballpark, if not worse.
Seems to me that if I were going to spend the money for a chute, I'd spend a
little more, and get the bigger one. For myself, I've opted to spend the
money on radios. I just can't picture a Mk III breaking. If you disagree,
that's fine, but them's my feelings. Big Lar.
----- Original Message -----
From: Ray L Baker <rbaker2(at)juno.com>
Sent: Thursday, August 03, 2000 6:38 PM
Subject: Kolb-List: BRS Questions
>
> Fellow Kolbers,
>
> Boy is there a lot I do not know. It is time to order the chute!
>
> It would appear that the 900 series chute is well within the speed
> parameters but just shy of a 1000 stated gross for the Mark III. (How
> often, if ever would I expect to be at Max?).
>
> The 1050 series at and additional $500 seems to be overkill. (pun not
> intended).
>
> I would like hear your thoughts on this, especially the Mark III
> builders/flyers.
>
> L. Ray Baker
> Lake Butler, Fl
> Building Mark III, SN M1156--N629RB
>
>
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
Geoff,
Three years ago, I couldn't find another source for the boom tube besides Kolb.
It is
standard aircraft aluminum, 5" dia, but I only found it available in up to 12 foot
lengths. And then, it wasn't cheaper than Kolb.
As long as you are replacinf the nose cone, you might want to consider the Slingshot
cone. It fits, and gives the Firestar a little sleeker look. But I heard that it
costs
an extra $100. Kolbs yellow Firestar II demo is sporting a Slighshot cone this
year. I
bet that someone broke the old one.
John Jung
Geoff Thistlethwaite wrote:
>
> Anyone on the list know the best place to get a replacement boom tube for my
> Firestar?
snip.....
________________________________________________________________________________
| From: | "Geoff Thistlethwaite" <geoffthis(at)worldnet.att.net> |
Now why would it be $100 extra? Is it made of different materials? Is it
larger and cost more to produce? It would seem to me that once you have the
mold (or plug) made that the cost would be about the same. TNKolb wants $200
for a new cone, that's cheaper than it would cost me to make so I got no
problem with that.
TN Kolb didn't send me a price for a boom tube and I know they are busy with
OSH so I haven't bothered them for a price. But now that OSH is over I'll
ask.
Geoff
----- Original Message -----
From: "John Jung" <jrjung(at)execpc.com>
Sent: Friday, August 04, 2000 5:38 AM
Subject: Re: Kolb-List: boom tube
>
> Geoff,
>
> Three years ago, I couldn't find another source for the boom tube besides
Kolb. It is
> standard aircraft aluminum, 5" dia, but I only found it available in up to
12 foot
> lengths. And then, it wasn't cheaper than Kolb.
>
> As long as you are replacinf the nose cone, you might want to consider the
Slingshot
> cone. It fits, and gives the Firestar a little sleeker look. But I heard
that it costs
> an extra $100. Kolbs yellow Firestar II demo is sporting a Slighshot cone
this year. I
> bet that someone broke the old one.
>
> John Jung
>
> Geoff Thistlethwaite wrote:
>
> >
> > Anyone on the list know the best place to get a replacement boom tube
for my
> > Firestar?
>
> snip.....
>
>
________________________________________________________________________________
| From: | "Christopher John Armstrong" <Tophera(at)centurytel.net> |
| Subject: | engine data sensor selection |
I do not have a Eis system
>in my Bonneyville SSE or Lincoln town car-Why?The accepted vibration in
>modern jet engines is 5 mills--your 582 at idle vibrates more than that! If
>Eis was so good,accurate-and inexpensive-it would have been or be standard
>equipment in cars many moons ago.
Lindy
Most of the cars sold in the world for the last 15 to 20 years use
electronic sensors and a computer based electronic ignition and fuel
injection system. EIS is using those same automotive electric sensors
(called senders) and displays the values on a solid state display. What
the vibration of a modern jet has to do with your bonneyville or a rotax I
dont know, but vibration will effect an electric sensor no worse then a
mechanical sensor, and probably allot less. The main difference is that the
electric sensors are accurate, and the signal from them can be easily
analyzed by a little chip and light up a warning light if any of the
important parameters of the engine start to go out of range. This allows
you to sit back and enjoy the flight and not constantly do the same thing by
checking a bunch of gauges every few seconds.
To the whole list, WE need to be accurate on this list because alot of
people use the information here to make important decisions. Following up
you comments with "just my opinion" or similar doesn't help the guy who just
went out and bought a bunch of inaccurate, heavy, bulky mechanical gauges
for about the same amount of money as an EIS or similar system that also
provides the most important function, out of range warnings.
As far as cars using parts that came from aircraft... I can think of nothing
in cars that came from aircraft. GPS might be cited as an example but it is
not. GPS was developed by the military to position troops and vehicles on
the ground and at sea as well as in the air. there are already more drivers
using GPS then pilots.
Topher
________________________________________________________________________________
| From: | John Richmond <twoschmoops(at)yahoo.com> |
| Subject: | Ky Kolb fly-in?? |
Hey ALL,
How big is this event in Sept 22,23 ?
Is it just Kolb craft?
Is it right there at their facility?
I'm thinking of going, just starting in on all this,
and want to see all the styles of aircraft. This
should be the place....NO?
thanks
=====
John & Lynn Richmond :-)
Kick off your party with Yahoo! Invites.
http://invites.yahoo.com/
________________________________________________________________________________
| From: | Woody <duesouth(at)govital.net> |
If you need a boom tube try a farmer supply or irrigation company and ask
for 5" or 6" irrigation tube. You may find a farmer that will part with a
damaged 30 ft section that you can find a good hunk to cut out of it.
________________________________________________________________________________
| From: | Michael Heit <bearman(at)compuplus.net> |
| Subject: | Re: fine-tuning the needle |
Let me throw just a "for the sake of argument thoughts" in here:
In Vietnam, flying Hueys, out or into a Hot landing zone (LZ), I never once
tried to concentrate on my instruments. That was a quick way to die. What I did
develop and still use, is a very well ingrained sense of "where" the needles
should be. A range of position that in a brief scan of less than a look even,
told me all was where it should ought to be. If the CHIP detector came on, and
I
was coming out of a hot LZ, piss on it, just fly the biggest piece home or to
somewhere somebody wasn't shooting at us. If I was enroute, then I found a place
to immediately land. Today, as I fly, I know instinctively where the needles
should be at under what I knew to be normal operation conditions... only when
they have gotten outside of the "normal" range I have painted upon the face of
the indicator (if the gage is not already calibrated) do I begin to get nervous.
I plan to install dual EGT and CHT as well as RPM on my UltraStar, what I will
be
most observant of is the "split needle syndrome" that, from experience with that
engine, is out of the norm. To me, gages are only a forewarning of impending good
operation or trouble that needs to be taken care of. Preferably on the ground.
Mike Heit
michael highsmith wrote:
>
> >From: "Richard Swiderski" <swidersk(at)digital.net>
>
> Richard,
> Now you realy got me thinking about the EIS. My ? is, is it realy necessary
> to know the exact temps for the engine???Is it important to have the tach
> read the exact RPM???
> I do sort'a kind'a calculate the temps if I think they are too far out but
> they ususally show the same amount out for both cylinders, which kind'a
> tells me that it is something outside the engines that is making the
> difference. If I did have the exact numbers with an EIS, I don't think I
> would change anything because of the great performance I get with the 582
> now. A consistant 3.8-4.1 gallons per hour at 5800-6000 rpm and an air speed
> of 78-80 ain't too bad for a 582 is it?? Well, at least I think those are my
> RPM and air speed. My wingmen seem to think so too. BTW my oil ratio
> calculations are around 58-60 to 1 over all with the oil injection system.
> Dang it, you got me thinking maybe all my numbers are wrong, except for the
> fuel and oil burn which I calculate outside any engine #s.
> Oh well, I guess I'll just have to fly some more and test all these things
> out. It will probably take me about another 1000-2000 hours of flying (3-6
> more years)before I can be sure. I hope I haven't done all these last 1050
> hours for nothing. Do you suppose the 582 will last that long??? (:-))>
> I'm going to tell my wife right now what I got to do all because of you
> guys. She'll be sooo happy.
> Firehawk
>
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Re: Ky Kolb fly-in?? |
It is primarily Kolb aircraft. Last year, a couple of my buds came along
when I flew up, one flew his Drifter, and the other flew an AirCam and
everybody treated them just like real folks.
(However, the AirCam driver was polite enough not to show off/show up any
Kolbs in the short-take-off-and-steep climb-out action)
Richard Pike
MKIII N420P (420ldPoops)
>
>Hey ALL,
>
>How big is this event in Sept 22,23 ?
>
>Is it just Kolb craft?
>
>Is it right there at their facility?
>
>I'm thinking of going, just starting in on all this,
>and want to see all the styles of aircraft. This
>should be the place....NO?
>
>thanks
>
>=====
>John & Lynn Richmond :-)
>
>Kick off your party with Yahoo! Invites.
>http://invites.yahoo.com/
>
>
________________________________________________________________________________
| From: | Possum <possums(at)mindspring.com> |
| Subject: | Re: ANR headset review |
>
>Someone wrote:
>>Has anyone tried the "Bose" active noise-reduction headsets. Think I'm
>>going to order one. Give the list a review.
>
>I have not had the good "fortune" to try the Bose brand in flight. I tried
>on a set at OK, and they were comfortable although they felt kinda big on
>my head. I did not seriously consider purchasing them as they are a bit
>expensive for my budget at about $900 each.
>If you are interested in Active Noise Reduction (ANR) at less than half
>that price, please go see the Lightspeed page:
Just got a LightSPEED "25XL" this morning. Will test it this afternoon and
give you a review.
________________________________________________________________________________
| From: | "Richard Neilsen" <neilsenr(at)state.mi.us> |
| Subject: | My Test Period IS Over |
I just got my 40 hours on my VW powered MKIII.
I'm ready to travel. I have found by loading weight in the passenger seat that
my engine just doesn't have enough thrust to handle two real people. I will be
exploring reduction drives for my engine and other options to solve this problem.
I watched a one design plane at Oshkosh this year take off using a reduction
drive and its climb rate was fantastic. I know the thrust problem can be solved
I just don't know how YET.
Rick Neilsen VW powered MKIII 40.1 hrs.
________________________________________________________________________________
| From: | "Jeremy Casey" <jrcasey(at)mindspring.com> |
| Subject: | fine-tuning the needle |
On a similar note my dad who was a OV-1D "Mohawk" pilot in Vietnam (and
afterwards...) said they had all the engine instruments set so that the
"normal" range meant that the needles were straight up. So all it took was
a quick glance and anything out of place (from vertical) meant take a second
for a closer look...with round gauges it would be easy enough to do...just
something else to have a think about...
(Personally after pricing out gauges vs. EIS it really isn't any major
difference in price...and the ease of installation would probably justify
what little extra money (if any). Yea the EIS could quit but as these
aren't exactly IFR / gotta be failsafe birds we're building/flying I don't
think its a big deal...Especially when you know steam gauges quit to and
quite frankly the EIS has quite an impressive durability record so far...)
my $.02 worth ;)
Jeremy Casey
jrcasey(at)mindspring.com
http://jrcasey.home.mindspring.com/home.htm
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of Michael Heit
Sent: Friday, August 04, 2000 3:22 PM
Subject: Re: Kolb-List: fine-tuning the needle
Let me throw just a "for the sake of argument thoughts" in here:
In Vietnam, flying Hueys, out or into a Hot landing zone (LZ), I never once
tried to concentrate on my instruments. That was a quick way to die. What I
did
develop and still use, is a very well ingrained sense of "where" the needles
should be. A range of position that in a brief scan of less than a look
even,
told me all was where it should ought to be. If the CHIP detector came on,
and I
was coming out of a hot LZ, piss on it, just fly the biggest piece home or
to
somewhere somebody wasn't shooting at us. If I was enroute, then I found a
place
to immediately land. Today, as I fly, I know instinctively where the needles
should be at under what I knew to be normal operation conditions... only
when
they have gotten outside of the "normal" range I have painted upon the face
of
the indicator (if the gage is not already calibrated) do I begin to get
nervous.
I plan to install dual EGT and CHT as well as RPM on my UltraStar, what I
will be
most observant of is the "split needle syndrome" that, from experience with
that
engine, is out of the norm. To me, gages are only a forewarning of impending
good
operation or trouble that needs to be taken care of. Preferably on the
ground.
Mike Heit
michael highsmith wrote:
>
> >From: "Richard Swiderski" <swidersk(at)digital.net>
>
> Richard,
> Now you realy got me thinking about the EIS. My ? is, is it realy
necessary
> to know the exact temps for the engine???Is it important to have the tach
> read the exact RPM???
> I do sort'a kind'a calculate the temps if I think they are too far out but
> they ususally show the same amount out for both cylinders, which kind'a
> tells me that it is something outside the engines that is making the
> difference. If I did have the exact numbers with an EIS, I don't think I
> would change anything because of the great performance I get with the 582
> now. A consistant 3.8-4.1 gallons per hour at 5800-6000 rpm and an air
speed
> of 78-80 ain't too bad for a 582 is it?? Well, at least I think those are
my
> RPM and air speed. My wingmen seem to think so too. BTW my oil ratio
> calculations are around 58-60 to 1 over all with the oil injection system.
> Dang it, you got me thinking maybe all my numbers are wrong, except for
the
> fuel and oil burn which I calculate outside any engine #s.
> Oh well, I guess I'll just have to fly some more and test all these things
> out. It will probably take me about another 1000-2000 hours of flying (3-6
> more years)before I can be sure. I hope I haven't done all these last 1050
> hours for nothing. Do you suppose the 582 will last that long??? (:-))>
> I'm going to tell my wife right now what I got to do all because of you
> guys. She'll be sooo happy.
> Firehawk
>
________________________________________________________________________________
| From: | Cliff and Carolyn Stripling <striplic(at)tetric.com> |
| Subject: | Re: Lonesome Me! |
Richard,
Thanks for kinda looking after Larry. I don't want him to do anything to
hurt himself. When I was at Oshkosh, I asked about dual instruction in
your neck of the woods. Danny Williams with Lite Speed Aviation (Brian
Milburn) in Stanton, Ky. 40380 (606) 663-8233 instucts in a Kolb if he is
interested. Tell Larry Hi! for me and to get on the internet so he can
communicate with the Kolb group.
I encouraged Larry to replace the fuel lines since hearing of that accident
caused by a broken fuel line recently. I hope he is doing that. The fuel
lines and squeeze pump or original.
I missed getting a partially built kit advertised in UL... a FSI with
377. The guy wanted $4K. I should have called before I went to
Oshkosh. Sold already. I know of another fellow at the airport where I
flew near Dallas, Tx. that has a Kolb kit that he never started. Only
problem is that the parts are strung out all over his hanger and he is such
a pack rat that I would never find all the parts... might be worth a try
though. If you hear of anything that might be interesting to me, give me a
holler!
BTW, The Kolbra sure does look snappy. John H. said it flies better than
any Kolb he as flown, even Miss Pfer. I was very impressed, but am not
about to put that kind of money in any kit.
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Ky Kolb fly-in?? |
> (However, the AirCam driver was polite enough not to show off/show up any
> Kolbs in the short-take-off-and-steep climb-out action)
> Richard Pike
Richard:
I don't think your buddy's air cam will embarass any of us
Kolb drivers, especially if he is a gentleman and equals the
competition by shutting down one engine, or allowing us to
fly with two. :-)
The kind of performance I get with one 912S should be pretty
spectacular with two of those babies. :-)
john h
________________________________________________________________________________
| From: | "Richard Neilsen" <neilsenr(at)state.mi.us> |
| Subject: | Kolb MKIII Classic Streamlining |
I attended a forum at Oshkosh last week by Barnaby Wainfan (father of the MKIII
Extra). He described the fuselage of the MKIII (the highest drag area on the
airplane) as something like a cone moving through the air. This cone shape is
a really high drag shape. He indicated that his fix was to smoothly transition
from the expanding shape of the cone to the contracting shape.
I talked one on one with Barnaby later next to the Extra and asked what us Classic
owners could do to improve the streamlining. He indicated there are many tubular
shapes on the plane that faired like the jury struts, tail braces, gear
legs, aileron push rods etc. I asked about vortex generators at the wide part
of the fuselage, he figured that the transition is just too much for them to
work by themselves.
I have chart that Barnaby handed out at his forum that compares drag of different
aircraft parts, for example the drag on one of the tail brace wires is equal
to something like two foot of wing. If there is an interest I will put chart
on my web site.
Rick Neilsen VW powered MKIII
Ok this is a challenge to all you great minds out there. What can we do to streamlining
our airplanes short of going to the Extra.
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: ANR headset review |
> Just got a LightSPEED "25XL" this morning. Will test it this afternoon and
> give you a review.
Possum
Possum:
Santa Claus put a LightSpeed 25 XL in my stocking Xmas. My
excitement did not last long though. They worked perfect
until the power came up, then I was inundated with feed back
and more irritating noise than I was getting with the old DC
headset with gel seals. Seems the frequency range of the
headset was for conventional (Lycoming and Continental) type
engines and not one that cruised at 5000 to 5500 rpm. I was
disappointed, but the company I bought the set from readily
refunded my money when I explained the problem.
Hopefully, it will work for you, as your aircraft is powered
by a different engine and the cockpit is configured a little
bit differently.
Before I actually flew with the headset, I tested it
throughout the house, making all kinds of noise from banging
on pots and pans to turning up the TV to high levels.
Worked great in that environment, just didn't work in my
airplane.
Take care,
john h
________________________________________________________________________________
| From: | "martin P" <tonibec(at)hotmail.com> |
FOR SALE.
Kolb Twinstar Mk 111. Rotax 582 0 hours. 150 HR. TTAF.
Duel carb. Duel CDI. Rotax Duel Radiator Electric start.
C box. 3 blade GSC prop.
Duel fuel systems. Wing tip strobes. Matco heal brakes.
ASI. Altimeter. Tach. Duel CHT. Duel EGT. Water temp. VSI.
Fuel gauge.
Stits covered White, Burgundy & Gold. Full enclosure.
Upholstery and carpet.
Everything in, as new condition. $12500.00 US
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: My Test Period IS Over |
I watched a one design plane at Oshkosh this year take off
using a reduction drive and its climb rate was fantastic. I
know the thrust problem can be solved I just don't know how
YET.
>
> Rick Neilsen VW powered MKIII 40.1 hrs.
Rick and Gang:
That aircraft was swinging an 80 inch prop. Forgot what the
old Texan said the reduction drive was turning. He has been
at Osh the last 3 or 4 years with that airplane. Each year
he has it performing a little bit better. He is an old ag
pilot.
john h
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Lonesome Me! |
> I encouraged Larry to replace the fuel lines since hearing of that accident
> caused by a broken fuel line recently. I hope he is doing that. The fuel
> lines and squeeze pump or original.
> BTW, The Kolbra sure does look snappy. John H. said it flies better than
> any Kolb he as flown, even Miss Pfer. I was very impressed, but am not
> about to put that kind of money in any kit.
Cliff
Howdy Gang:
Getting ready for my last flight, I replaced all the plastic
fuel lines with Gates neoprene black rubber fuel line. I
didn't compare weight, but don't think there is that much
difference. This stuff is cheap, has braided line moulded
in, is notd affected by UV and age like the UL plastic
stuff. Now I can not see my fuel, but neoprene seals much
better with hose clamps than urethane. I am not sure why
ULs went to route of transparent line. Do not know of any
other system that does.
Reference the Kolbra: It does fly well, however, my flight
time at Oshkosh in it was very limited. I was just starting
to feel comfortable in it when I had to stop flying. This
year was the poorest flying (time-wise) I have ever
experienced at Osh or S&F. I look forward to spending some
time at the Factory to get experience in the Kolbra.
I haven't flown anything but my MK III and Kolbra since
flying the Sling Shot at S&F. Tuesday morning it was a
normal blustery day at Osh when I climbed in the SS. Til I
got settled down a bit it was like trying to balance on a
beach ball. Didn't take long and it was flying like an old
friend again.
Attendance at Osh for those Kolb regulars that usually hang
out at the Kolb display was way down this year. Only a
couple came around during the week. I didn't find out about
Kent Mead's accident until I returned home. He and his wife
were always found at the Kolb trailer during the flyin. We
will all miss him.
Take care,
john h
________________________________________________________________________________
| From: | "Christopher John Armstrong" <Tophera(at)centurytel.net> |
>Now why would it be $100 extra? Is it made of different materials? Is it
>larger and cost more to produce? It would seem to me that once you have
the
>mold (or plug) made that the cost would be about the same.
I am probably going to go with the new nose as it is quite a bit better
looking to my eyes. the slingshot nose is made buy another company so that
is why it costs more, but the quality looked a tiny bit better as well. The
firestar nose is made at Kolb and they plan on making the slingshot nose
eventually. Anyway I am going to trade my Firestar nose in for the
slingshot news and pay the difference.
Topher
________________________________________________________________________________
| From: | Possum <possums(at)mindspring.com> |
| Subject: | Re: ANR headset review |
>
>
>> Just got a LightSPEED "25XL" this morning. Will test it this afternoon and
>> give you a review.
>Possum
>
>Possum:
>
>Santa Claus put a LightSpeed 25 XL in my stocking Xmas. My
>excitement did not last long though. They worked perfect
>until the power came up, then I was inundated with feed back
>and more irritating noise than I was getting with the old DC
>headset with gel seals.
They also assured me that if I wasn't impressed, they would take it back.
We'll see in a couple of hours.
________________________________________________________________________________
| From: | Ben Ransom <bwr000(at)yahoo.com> |
Don't have time to address the prop question. That is like discussing
politics or religion tho --many opinions etc. Lots of good ones out
there (PowerFin, Warp, Ivo, and wood), and any one of them has
advantages over the other in a given area.
Rotax 447 single carb with B box and standard muffler is 79 lbs. (not
including prop).
-Ben Ransom
--- DAquaNut(at)aol.com wrote:
>
> Group , Which make prop is the best and why? Anyone had a 2- blade
> then
> switch to a 3-blade prop of same make& materials? Finally, anyone
> know what
> the fan cooled 447 Rotax W / " B " Box weighs ?
>
> Thanks for all info,
> Ed Diebel
>
>
>
>
>
Kick off your party with Yahoo! Invites.
http://invites.yahoo.com/
________________________________________________________________________________
| From: | "deckard" <deckard(at)sheltonbbs.com> |
| Subject: | Re: My Test Period IS Over |
I don't know where you are but there is a fly in/get together at Reelfoot
Lake in TN on Aug 12-13. I have some info on at my site. Come one come all.
This is our first attempt at this, but its a nice location and could blossom
into a nice regional fly in.
Jerry Deckard
http://www.semoairsports.com
----- Original Message -----
From: Richard Neilsen <neilsenr(at)state.mi.us>
Sent: Friday, August 04, 2000 3:11 PM
Subject: Kolb-List: My Test Period IS Over
:
: I just got my 40 hours on my VW powered MKIII.
:
: I'm ready to travel. I have found by loading weight in the passenger seat
that my engine just doesn't have enough thrust to handle two real people. I
will be exploring reduction drives for my engine and other options to solve
this problem. I watched a one design plane at Oshkosh this year take off
using a reduction drive and its climb rate was fantastic. I know the thrust
problem can be solved I just don't know how YET.
:
: Rick Neilsen VW powered MKIII 40.1 hrs.
:
:
:
:
:
:
________________________________________________________________________________
| From: | "Richard Swiderski" <swidersk(at)digital.net> |
| Subject: | Re: Kolb MKIII Classic Streamlining |
Richard,
I'd sure like to see that chart. Please let me know if you post it.
Thanks. Richard S
----- Original Message -----
From: "Richard Neilsen" <neilsenr(at)state.mi.us>
Sent: Friday, August 04, 2000 4:55 PM
Subject: Kolb-List: Kolb MKIII Classic Streamlining
>
> I attended a forum at Oshkosh last week by Barnaby Wainfan (father of the
MKIII Extra). He described the fuselage of the MKIII (the highest drag area
on the airplane) as something like a cone moving through the air. This cone
shape is a really high drag shape. He indicated that his fix was to smoothly
transition from the expanding shape of the cone to the contracting shape.
>
> I talked one on one with Barnaby later next to the Extra and asked what us
Classic owners could do to improve the streamlining. He indicated there are
many tubular shapes on the plane that faired like the jury struts, tail
braces, gear legs, aileron push rods etc. I asked about vortex generators at
the wide part of the fuselage, he figured that the transition is just too
much for them to work by themselves.
>
> I have chart that Barnaby handed out at his forum that compares drag of
different aircraft parts, for example the drag on one of the tail brace
wires is equal to something like two foot of wing. If there is an interest I
will put chart on my web site.
>
> Rick Neilsen VW powered MKIII
>
> Ok this is a challenge to all you great minds out there. What can we do to
streamlining our airplanes short of going to the Extra.
>
>
________________________________________________________________________________
| From: | "Richard Swiderski" <swidersk(at)digital.net> |
| Subject: | Re: Temperature Probe |
Ray,
If you make a trip down to Ocala with the tube, I'll fix one up for you.
Sears has metric taps. You can drill & tap a slightly smaller SAE nut real
easy. Silver solder will work with a Butane torch. Richard S-----
Original Message -----
From: "Ray L Baker" <rbaker2(at)juno.com>
Sent: Thursday, August 03, 2000 11:16 PM
Subject: Kolb-List: Temperature Probe
>
> Kolbers,
>
> There is no end to my ignorance. Following the instruction for the EIS &
> Hot Box wiring, I am attempting to use a temperature probe removed from
> one of the heads (10 MM coarse thread) in the water hose from the engine
> to the upper radiator inlet.
>
> Proposed method, insert a section of copper pipe in the hose with the
> temperature probe mounted in it. To mount the probe in the copper pipe I
> need to solder/braze a fitting which will accept the probe. A 10 MM
> brass nut would be nice!
>
> Can anyone suggest a source of such fitting or nut? An alternate
> solution?
> Drilling out and tapping undersized SAE fitting or nut? Source of 10 MM
> tap? How did you do it?
>
> L. Ray Baker
> Lake Butler, Fl
> Building Mark III, SN M1156--N629RB
>
>
________________________________________________________________________________
In a message dated 8/4/00 5:35:43 PM Eastern Daylight Time,
Tophera(at)centurytel.net writes:
<< I am probably going to go with the new nose as it is quite a bit better
looking to my eyes. the slingshot nose is made buy another company so that
is why it costs more, but the quality looked a tiny bit better as well. The
>>
My friend, Chuck bought the rebuilt FS I from "America from 500 feet"; it has
a much more streamlined nosecone than mine, so I assume it is from the
Slingshot. The thing is, it appears to make the windshield lower and the
wind hits him in the mouth
whereas I get hit at the hairline- I'm sticking with the original nosecone.
Howard Shackleford
FS I
SC
________________________________________________________________________________
| Subject: | Re: BRS Questions |
| From: | Ray L Baker <rbaker2(at)juno.com> |
My thanks to the many who shared their knowledge with me. With your
input the decision was easy. I go with the 1050 series.
That is the easy part. Now all I have to do is sell it to my wife. She
is still vibrating from "sticker shock" on the 912 and accessories.
What does she mean, skip the chute and take out more life insurance?
(Only kidding, she has been very supportive)
> Sent: Thursday, August 03, 2000 9:39 PM
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: BRS Questions
>
>
>
> Fellow Kolbers,
>
> Boy is there a lot I do not know. It is time to order the chute!
________________________________________________________________________________
| From: | Dell Vinal <zoper(at)mint.net> |
martin P , how much do you have invested in this plane? Was it built
by you? Sounds like a good deal to me.
________________________________________________________________________________
| From: | Possum <possums(at)mindspring.com> |
| Subject: | Re: ANR headset review |
>>Possum:
>>
>>Santa Claus put a LightSpeed 25 XL in my stocking Xmas. My
>>excitement did not last long though. They worked perfect
>>until the power came up, then I was inundated with feed back
>>and more irritating noise than I was getting with the old DC
>>headset with gel seals.
>
>They also assured me that if I wasn't impressed, they would take it back.
>We'll see in a couple of hours.
I wasn't impressed.
"Videbat esse notitia bona id temporis". (It seemed to be a good idea at
the time.)
<http://www.mindspring.com/~possums/>
________________________________________________________________________________
| From: | "Beauford Tuton" <beauford(at)tampabay.rr.com> |
| Subject: | Trailer Tailboom Support |
Kolbers:
Am finally about to the point where I am ready to attempt
to stuff this folded up Firefly into this ugly 'ol almost-finished
enclosed trailer.... I know from ample past experience that there are
plenty
of people on this list who would be more than happy offering me
highly detailed guidance on stuffing it, so here goes...
What I laughingly refer to as my "trailer" is designed to
accommodate the airplane loaded nose-first... that is, the
plane rides facing forward. Winching it in from the front
and locking the main gear wheels into the steel chocks
bolted to the floor presents no problem... dim as I am, I
nonetheless craftily built an old-goon escape hatch into
the side of the trailer up forward alongside the winch...
My cleverness ends rather abruptly just about there, however...
The difficulty I face now, is that when I stroll around to
the rear of the trailer, I can see that I now have a thoroughly
folded-up Firefly, crammed into a box, wings tightly alongside
the tail, with only about six inches clearance from the leading
edges down to the trailer floor... I have experimented several
times with the reptile routine #6, wherein I am barely able, through
modified breathing techniques and no food for the preceding
day, to slither my flabby butt on my side along the floor past the
tailwheel, and inside the folded wings to reach that area of the tailboom so
graphically described in ominous verbiage by Herr Kolb &
Associates as being urgently in need of support during trailering
operations. Upon reaching this critically vulnerable area in the
aforementioned fashion, arms pinned to my sides, I find that I am
somewhat constrained in my options... I can lick it (the tailboom)
with my tongue...(don't laugh, I've been married 35 years next week,
my standards are rather low at this point, and sinking...) or, when
that gets old after a few minutes, I can just rub my somewhat
enlarged red nose on it... What I most assuredly cannot do,
dear Kolbers, is assemble and erect anything resembling the
marvelous tail-support contraption so optimistically sketched by
the fun-loving cloud-designers in the Kolb plans... I cannot
overstate the gravity of this situation... I was actually required
to set aside my gin-martini and stogie prior to entering into
this contortionistic self-abuse drill... and to make a bad situation
absolutely intolerable, a cadre of the obviously inbred neighborhood
hoodlums, complete with an apparently oversexed Irish setter
came upon me when I was so indisposed...
In any event, crawling up in there each time I need to insert or remove
this toy from its trailer is an obvious non-starter... there just isn't
enough
space... I know that some of you have successfully dealt with
this brace problem with Kolbs in an enclosed trailer, with the airplane
riding
frontwards...
I would sure appreciate any ideas or examples of how you have
coped with this...
Thanks...
Beauford, the Aluminum Butcher of Brandon, FL
FF#76
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Temperature Probe |
The CH probe is only 9 inches upstream
> from where I was going to locate the probe in the hose. How much
> difference can there be? I just got carried away following instructions.
> It pays to ask. It would have given me 3 more places to leak!
> L. Ray Baker
Ray and Gang:
There is no requirement to measure coolant temp in the
912/914 series engines. All we need to know is cyl head
temp. Doesn't matter what the coolant temp is as long as
cyl head temp is within the parameters. The sender in the
cyl head does not measure coolant, but cyl head metal temp.
That is the important temp not to overheat.
912 stuff good to know:
If for some reason a 912 looses coolant, water pump, hoses,
etc., in flight, do not be alarmed. Do not shut down the
engine for fear of overheating. Keep it running, but reduce
power to maintain cyl head and oil temp in the green. Oil
does more cooling in the 912 than coolant radiator.
Radiator cools heads only. There is a significant reduction
in heat when power is reduced. My fat MK III will fly
easily at 4000 rpm and still have the ability to climb a
little. It will maintain level flight in the mid 3000 rpm
range.
Rotax did a test on 912 by running one for two hours without
coolant. No damage to engine. This was after several
serious accidents because pilots shut the engines down to
save the engine and the result was broken airplanes and
people.
However, per Eric Tucker (ROTAX Guru), if you loose oil
pressure you have lost the engine, right now. So
periodically check your hose fittings for tightness. But
remember, all oil lines are suction except the return line
from the bottom of the engine case to the oil tank, and that
line is 5 or 10 psi max. I am too lazy to look up the exact
pressure in the shop manual. If someone is dieing to know,
I will look it up.
I use these gauges in my 912/912S powered MK III:
oil press
oil temp
cyl hd temp
volt meter
hour meter
clock
These gauges are all VDO brand, either automotive or marine,
and cheap as dirt. They have been in this airplane for many
years and hours.
I do have an egt with the 912, but had two with the 582 in
this airplane. Still did not keep the engine from siezing
on me. Usually when a two stroke siezes, it is so fast the
egt doesn't even know it. :-)
Keep it simple. Still to what you need.
Take care,
john h
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: BRS Questions |
I go with the 1050 series.
Ray Baker
Ray and Gang:
I installed a new BRS 1050 soft pack. Stuck it in the same
hole in the center section the old 2d Chantz came out of.
Lowered the rocket about 4 inches and it is inside the the
center section. Covered the exist with BRS supplied
frangible hair cell plastic, healthy bead of silicone seal
around the perimeter, and riveted it down with hardware
store alum pop rivets. Since it is inside, out of the
weather, I have a 6 year repack and 12 year rocket life. It
is clean. Nothing sticking out in the wind stream.
Take care,
john h
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Temperature Probe |
> I do have an egt with the 912,
Hi Gang:
Gonna have to start proofing my work. I'm tired and it is
getting late. The above should have read:
I do not have an egt installed in the aircraft for the 912,
Please forgive a tired old guy for making such a blunder.
:-)
Take care,
john h
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Temperature Probe |
> Keep it simple. Still to what you need.
>
> Take care,
>
> john h
Hi Gang again:
Have no idea what I was trying to communicate with the
above. Does not make sense to me either.
john h
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: ANR headset review |
> >They also assured me that if I wasn't impressed, they would take it back.
> >We'll see in a couple of hours.
> I wasn't impressed.
> "Videbat esse notitia bona id temporis". (It seemed to be a good idea at
> the time.)
>
> <http://www.mindspring.com/~possums/>
Possum and Gang:
I know the feeling. I really thought I had a solution to
the noise problem til I went flying. Was extremely
disappointed.
john h
________________________________________________________________________________
| From: | "Lindy" <lindy(at)snowhill.com> |
| Subject: | Re: Trailer Tailboom Support |
For Beuford
Have a trailer that will haul a firestar or MK3--solved tailboom support
many moons ago.
Will take some digitial photo's of complete set up--will not load planes as
they are in hangar--ready to fly.
When towing-you will need to make a support for the rudder--make out of PVC
pipe and covered with that cheap pipe insulation--foam-about a buck or 2 for
an 8 foot piece.
Will get pictures off to you Mon-Tues-next week-I will need your E-mail as
the Kolb list will not accept pictures.
my E-mail is lindy(at)snowhill.com
Lindy
LA-Lower Alabama
________________________________________________________________________________
| From: | Dallas Shepherd <cen23954(at)centuryinter.net> |
Hello Flyers:
Last week my neighbor and I went together and hired a bulldozer to
clear the trees on the line fence at the north end of my grass strip. I
wanted to beable to land lower and he wanted to build a new fence. That
decision saved me considerable trouble tonight. I was landing in my
Mark 111 coming in from the south over the power lines and I use up a
lot of field to clear them. Just as the wheels touched down with just
a little runway left, the throttle cable let loose at the carbruater end
and when this happens the Jabiru goes to full throttle. All of a sudden
I'm at a very fast pace with no throttle control and almost nosing me
over with full flaps that were set for landing and with the reaction
time, I'm out of runway , but at take off speed, so fly the airplane! I
was so thankful those trees weren't there.
Gained altitude and went around, figured I was high enough to miss
the wires and turned the ignition off, total silence and I thought the
plane had stopped in midair the reduction of speed was so abrupt. I
wondered if I had cut it off too soon. From 3200 rpm to nothing in a
Mark 111 really makes a difference. Being a glider pilot coming in over
power lines gives my stomach chicky wops! My grass strip comes in front
of my house and there comes my wife in her stocking feet to see why she
didn't hear the engine anymore. The little,hicky, got to learn the name
of that, on the end of the cable had come off and let the cable slide
through. Landed alright, no damage, my first dead stick, but I sure
sweat pulling the plane back to the hanger in 90 degree heat, but still
very grateful.
Remember the three things you have to do in an emergency.
Fly the airplane, fly the airplane, fly the airplane.
Dallas Shepherd
Norfork, Arkansas
Mark 111, jabiru 2200
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Re: Ky Kolb fly-in?? |
I have been for a ride in the back seat, and he gets about the same two-up
as I get solo, it's a real grin.
It doesn't have the 912's, it "only" has two 582's.
P.S. Be careful John, Norm reads this list, and you needn't be talking
about twin engine Kolbs, he'll be awake scheming all night!
Richard Pike
MKIII N420P (420ldPoops)
>Richard:
>
>I don't think your buddy's air cam will embarass any of us
>Kolb drivers, especially if he is a gentleman and equals the
>competition by shutting down one engine, or allowing us to
>fly with two. :-)
>
>The kind of performance I get with one 912S should be pretty
>spectacular with two of those babies. :-)
>
>john h
>
>
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Re: Trailer Tailboom Support |
Trap door in the bottom of the trailer?
P.S.: My wife LOVES your posts!
Richard Pike
MKIII N420P (420ldPoops)
>
>Kolbers:
>Am finally about to the point where I am ready to attempt
>to stuff this folded up Firefly into this ugly 'ol almost-finished
>enclosed trailer.... I know from ample past experience that there are
>plenty
>of people on this list who would be more than happy offering me
>highly detailed guidance on stuffing it, so here goes...
>
>What I laughingly refer to as my "trailer" is designed to
>accommodate the airplane loaded nose-first... that is, the
>plane rides facing forward. Winching it in from the front
>and locking the main gear wheels into the steel chocks
>bolted to the floor presents no problem... dim as I am, I
>nonetheless craftily built an old-goon escape hatch into
>the side of the trailer up forward alongside the winch...
>My cleverness ends rather abruptly just about there, however...
>The difficulty I face now, is that when I stroll around to
>the rear of the trailer, I can see that I now have a thoroughly
>folded-up Firefly, crammed into a box, wings tightly alongside
>the tail, with only about six inches clearance from the leading
>edges down to the trailer floor... I have experimented several
>times with the reptile routine #6, wherein I am barely able, through
>modified breathing techniques and no food for the preceding
>day, to slither my flabby butt on my side along the floor past the
>tailwheel, and inside the folded wings to reach that area of the tailboom so
>graphically described in ominous verbiage by Herr Kolb &
>Associates as being urgently in need of support during trailering
>operations. Upon reaching this critically vulnerable area in the
>aforementioned fashion, arms pinned to my sides, I find that I am
>somewhat constrained in my options... I can lick it (the tailboom)
>with my tongue...(don't laugh, I've been married 35 years next week,
>my standards are rather low at this point, and sinking...) or, when
>that gets old after a few minutes, I can just rub my somewhat
>enlarged red nose on it... What I most assuredly cannot do,
>dear Kolbers, is assemble and erect anything resembling the
>marvelous tail-support contraption so optimistically sketched by
>the fun-loving cloud-designers in the Kolb plans... I cannot
>overstate the gravity of this situation... I was actually required
>to set aside my gin-martini and stogie prior to entering into
>this contortionistic self-abuse drill... and to make a bad situation
>absolutely intolerable, a cadre of the obviously inbred neighborhood
>hoodlums, complete with an apparently oversexed Irish setter
>came upon me when I was so indisposed...
>
>In any event, crawling up in there each time I need to insert or remove
>this toy from its trailer is an obvious non-starter... there just isn't
>enough
>space... I know that some of you have successfully dealt with
>this brace problem with Kolbs in an enclosed trailer, with the airplane
>riding
>frontwards...
>I would sure appreciate any ideas or examples of how you have
>coped with this...
>Thanks...
>Beauford, the Aluminum Butcher of Brandon, FL
>FF#76
>
>
________________________________________________________________________________
| From: | "Larry & Karen Cottrel" <lcottrel(at)kfalls.net> |
Need a bit of advice. I got some of the vinal streamlined strut covers from
Sue at Kolb. They fit kinda loose on the real ones. Anyone have any
suggestions about attatching them. Have thought of riviting, have thought
of shooting them full of the expanding foam and holding them in place until
they set. Any body have any other ideas. Really need to fly in the morning
it has been a long time and need a fix bad.
Larry (thanks)
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
> Remember the three things you have to do in an emergency.
> Fly the airplane, fly the airplane, fly the airplane.
> Dallas Shepherd
> Norfork, Arkansas
> Mark 111, jabiru 2200
Dallas:
Good job and good advice.
john h
________________________________________________________________________________
| Subject: | Sequence for aileron/flap gap seal |
Hello list,
I asking for help again. I'm in the coating/painting phase of my Mark III.
It's a bit of a challenge working around the heat/humidity down here in LA.
I am just not sure of the best method and sequence for attaching the aileron
and flap gap seals.
My going in strategy is this:
Apply all spray coats of Poly-Brush and Poly-Spray to inidvidual parts.
Apply 3" finishing tape for gap seal to ailerons and flaps using the
Poly-Tak/MEK method that is used on the Kolb finishing video. Using "S"
pattern instead of traditional "V" pattern as recommended by Jim Miller
(really nice guy).
Apply coats of Poly-Brush and Poly-Spray to gap seal tapes with brush.
Apply finish color with wing,aileron, and flap as one big piece.
Is there not sure if this right. Any help or suggestions would be
appreciated. Good to see the Hauck back on the list after his long recon and
recovery.
John Bickham
St. Francisville, LA
Mark III - 912
N308JB
________________________________________________________________________________
| From: | WingManBill2(at)aol.com |
the plans call for them to be rivited in place.
Bill J
________________________________________________________________________________
| From: | "Terry" <tswartz(at)hydrosoft.net> |
HI all!
To whom ever may care, I really like me EIS system. MK III with 912, 2.5
years, 200 hours and the system as been great! I asked Dennis Souder, when
I was building, and he said go with the EIS and I did. If your concerned
about failure, call Greg at Grand Rapids Technologies 616-531-4893, and ask
him how many have failed. Even analog gauges can fail. As a matter of
fact, my analog altimeter just failed a few weeks ago, and they have been
making those things for years. Guess I should replace it with the new EIS
that has the altimeter built in.
Terry
________________________________________________________________________________
| From: | "deckard" <deckard(at)sheltonbbs.com> |
| Subject: | Re: Ky Kolb fly-in?? |
We having a get together/fly in at Reelfoot Lake TN next weekend, Aug 12-13.
Anybody in the AR, KY, TN, MO, IL are surrounding areas are welcome to
attend. It is at the state park and is located in the western part of TN
about 10 miles east of the MS river. I have some info on my site and a link
to the state park. The runway is 3500' paved.
Jerry Deckard
http://www.semoairsports.com
________________________________________________________________________________
| From: | WGeorge737(at)aol.com |
In a message dated 8/5/00 2:58:33, tswartz(at)hydrosoft.net writes:
<< To whom ever may care, I really like me EIS system. MK III with 912, 2.5
years, 200 hours and the system as been great! I asked Dennis Souder, when
I was building, and he said go with the EIS and I did. If your concerned
about failure, call Greg at Grand Rapids Technologies 616-531-4893, and ask
him how many have failed. Even analog gauges can fail. >>
FWIW. If I had to do it all over aagain there would be no question. I'd go
with the EIS. The panel is simply too small. I have had to figure out how to
install some additional items and it was an extreme hassle.
Bill George
Mk-3 582 "C" Powerfin
Hawaii
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
Hello, Is there still a rotax 447 for sale? With B box?
Ed
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
Gents:
I'd like to report a minor, but interesting, equipment failure I had
recently. The little ball of solder at the end of my choke cable came off
when I pulled on the choke to start the engine of my mark 3. Not a big deal
in itself, but the cable was a brand new replacement from Kolb with at most
15 to 20 starts on it. Kolb does not fabricate that cable in house, but it
is identical, except for length, to the throttle cable used on the Mark 3,
where a similar failure would be a much bigger deal.
The Mark three drawings show a bent sheet metal throttle stop to prevent
an excited pilot from putting too much tension on the throttle cable (I have
seen Mark 3s without them), but no such thing for the choke cable.
If other folks have had a similar experience we should let Norm Labhart
know so he can review the situation with their vendor.
Mark R. Sellers
Kolb Twinstar Mark III
N496BM
________________________________________________________________________________
| From: | "Ken Broste" <spiritmoves(at)earthlink.net> |
| Subject: | Re: Trailer Tailboom Support |
Hey Beauford, that was funny, you should've been a writer! Did you think of
adding a small door near the front of the trailer?
----- Original Message -----
From: Beauford Tuton <beauford(at)tampabay.rr.com>
Sent: Friday, August 04, 2000 7:51 PM
Subject: Kolb-List: Trailer Tailboom Support
>
> Kolbers:
> Am finally about to the point where I am ready to attempt
> to stuff this folded up Firefly into this ugly 'ol almost-finished
> enclosed trailer.... I know from ample past experience that there are
> plenty
> of people on this list who would be more than happy offering me
> highly detailed guidance on stuffing it, so here goes...
>
> What I laughingly refer to as my "trailer" is designed to
> accommodate the airplane loaded nose-first... that is, the
> plane rides facing forward. Winching it in from the front
> and locking the main gear wheels into the steel chocks
> bolted to the floor presents no problem... dim as I am, I
> nonetheless craftily built an old-goon escape hatch into
> the side of the trailer up forward alongside the winch...
> My cleverness ends rather abruptly just about there, however...
> The difficulty I face now, is that when I stroll around to
> the rear of the trailer, I can see that I now have a thoroughly
> folded-up Firefly, crammed into a box, wings tightly alongside
> the tail, with only about six inches clearance from the leading
> edges down to the trailer floor... I have experimented several
> times with the reptile routine #6, wherein I am barely able, through
> modified breathing techniques and no food for the preceding
> day, to slither my flabby butt on my side along the floor past the
> tailwheel, and inside the folded wings to reach that area of the tailboom
so
> graphically described in ominous verbiage by Herr Kolb &
> Associates as being urgently in need of support during trailering
> operations. Upon reaching this critically vulnerable area in the
> aforementioned fashion, arms pinned to my sides, I find that I am
> somewhat constrained in my options... I can lick it (the tailboom)
> with my tongue...(don't laugh, I've been married 35 years next week,
> my standards are rather low at this point, and sinking...) or, when
> that gets old after a few minutes, I can just rub my somewhat
> enlarged red nose on it... What I most assuredly cannot do,
> dear Kolbers, is assemble and erect anything resembling the
> marvelous tail-support contraption so optimistically sketched by
> the fun-loving cloud-designers in the Kolb plans... I cannot
> overstate the gravity of this situation... I was actually required
> to set aside my gin-martini and stogie prior to entering into
> this contortionistic self-abuse drill... and to make a bad situation
> absolutely intolerable, a cadre of the obviously inbred neighborhood
> hoodlums, complete with an apparently oversexed Irish setter
> came upon me when I was so indisposed...
>
> In any event, crawling up in there each time I need to insert or remove
> this toy from its trailer is an obvious non-starter... there just isn't
> enough
> space... I know that some of you have successfully dealt with
> this brace problem with Kolbs in an enclosed trailer, with the airplane
> riding
> frontwards...
> I would sure appreciate any ideas or examples of how you have
> coped with this...
> Thanks...
> Beauford, the Aluminum Butcher of Brandon, FL
> FF#76
>
>
________________________________________________________________________________
| From: | Michael Peer <quick503(at)earthlink.net> |
| Subject: | Mark III Project For Sale |
Mark III Rebuild project for sale. 0'time 582, elect start, intake
silencer, C box (3.47:1), Overhauled 3 blade Warp drive Prop (71"),
everything aft of the fuselage is new, full swivel tailwheel, fuselage
is primed,dual control kit, overhauled BRS, good set of Full Lotus
floats, instruments. No damage history that I know of. $12,500 of BO.
E-mail quick503(at)earthlink.net or call at (337) 367-8725
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: Trailer Tailboom Support |
Beauford,
My Firestar foes in the trailer forward. The trailer is 6.5 feet wide. To set
up the boom, I swing one wing aver to the side of the trailer and rest it on a
piece of carpet. Then I walk between the wing and the boom, pick up the boom
and place a stand under it. The stand lifts the tail wheel about 1/2 inch above
the floor. After putting the wing back, I tie the tail wheel down to the floor.
I do enjoy the way that you tell your stories.
John Jung
Beauford Tuton wrote:
> snip....
> I know that some of you have successfully dealt with
> this brace problem with Kolbs in an enclosed trailer, with the airplane
> riding
> frontwards...
> I would sure appreciate any ideas or examples of how you have
> coped with this...
snip....
________________________________________________________________________________
| From: | WGeorge737(at)aol.com |
| Subject: | Re: Ky Kolb fly-in?? |
In a message dated 8/5/00 7:31:25, beauford(at)tampabay.rr.com writes:
<< I wanna be there when some poor dumb scut starts work on the trailer
for it.... particularly the tailboom brace... sigh... >>
Here's my solution for a tailboom brace inside my enclosed trailer. First,
get a big 'ol piece of PVC pipe the same diameter as the boom. Then, cope it
out on one end so that the boom fits in it when the pipe is in the vertical
position. Then, get a rectangular piece of 2" by 12 x 12" and cut a hole in
it so that the PVC pipe will drop into it. Screw the wood piece to the
trailer floor in the proper spot. Drop the pipe into the round hole thats is
now protruding above the floor and lower the tailboom gently into the coped
out space.
I tie the tail wheel down securely so there is no chance of the boom jumping
up and out of the pipe. The length of the pipe will have to be made so that
the tube rides where you want it to. I glued a piece of split rubber tubing
on the coped out edge of the pipe so that it would not abrade the boom tube
paint.
Bill George
Mk-3 582 "C" Powerfin
Hawaii
________________________________________________________________________________
| From: | "B. Riesen" <briesenjr(at)prodigy.net> |
"Kolb-List Digest List"
| Subject: | Re: Kolb-List Digest: 61 Msgs - 08/04/00 |
please remove my name from your mail file. thank you..
________________________________________________________________________________
| From: | "Beauford Tuton" <beauford(at)tampabay.rr.com> |
| Subject: | Re: Trailer Tailboom Support |
John...
Your method sounds good to me... will think about it.. Lindy is going to
send me
some snapshots of how he works it... I need to look at his idea too...
Great thing about this list is all of the experience and good ideas
represented here...
Gives a Kolb rookie like me a chance to get it right...
Thanks much for your e-mail, John...
Beauford
FF#76
>
>
> Beauford,
>
I swing one wing aver to the side of the trailer and rest it on a
> piece of carpet. Then I walk between the wing and the boom, pick up the
boom
> and place a stand under it. The stand lifts the tail wheel about 1/2 inch
above
> the floor. After putting the wing back, I tie the tail wheel down to the
floor.
>
>
> John Jung
>
> Beauford Tuton wrote:
>
> > snip....
> snip....
>
>
________________________________________________________________________________
| From: | "Dennis Watson" <djwatson(at)olg.com> |
| Subject: | Re: Trailer Tailboom Support |
Let me add my .02 worth. I do the same as John, but I used a steel boat seat
extension from Wal-Mart that fits on four studs on the deck of the trailer.
On the top of the seat post extension is bolted two thick rubber "V" blocks
which are actually the bow stop used on a boat trailer. The tail boom fits
in it perfect. I use 4 big wing nuts to bolt the post on the four studs with
four washers. I use a locking pulley assembly with a strap wrapped around
the boom to hold it up in the air while I install the seat post assembly.
Then I lower the boom down into the rubber block. I also have a steel eye
bolted in the deck so I can hook a ratchet type strap up and over the boom
to secure it the rubber block with downward tension. Takes about two minutes
if your real slow.
Dennis
Original Firestar
----- Original Message -----
From: John Jung <jrjung(at)execpc.com>
Sent: Saturday, August 05, 2000 7:53 PM
Subject: Re: Kolb-List: Trailer Tailboom Support
>
>
> Beauford,
>
> My Firestar foes in the trailer forward. The trailer is 6.5 feet wide. To
set
> up the boom, I swing one wing aver to the side of the trailer and rest it
on a
> piece of carpet. Then I walk between the wing and the boom, pick up the
boom
> and place a stand under it. The stand lifts the tail wheel about 1/2 inch
above
> the floor. After putting the wing back, I tie the tail wheel down to the
floor.
>
> I do enjoy the way that you tell your stories.
>
> John Jung
>
> Beauford Tuton wrote:
>
> > snip....
>
> > I know that some of you have successfully dealt with
>
> > this brace problem with Kolbs in an enclosed trailer, with the airplane
>
> > riding
> > frontwards...
> > I would sure appreciate any ideas or examples of how you have
> > coped with this...
>
> snip....
>
>
________________________________________________________________________________
| From: | Jon Steiger <jon(at)twistedbits.net> |
| Subject: | Re: Trailer Tailboom Support |
[...]
My tailboom support was built per the plans out of steel pipe; it fits
into a steel fitting bolted into the floor of the trailer. (I use a
Haulmark car hauler though, and I trailer tail first.) I've got a door in
the front of the trailer, which I hang my feet out as I get under the plane
and bench press it into position, then hold it up with one arm while
putting the support in place with the other. Once its up there it works
great, but if you have to try a few times it can get a bit
tiringg. :-) There's a pic here:
http://www.twistedbits.net/~jon/www/GRAFIX/fitting1.gif
That probably won't help you out much though; sounds like you've got a
lot less space than I do. However, one option I have considered for
myself, and maybe it would work for you, is to build a harness that would
hang from the ceiling. Perhaps part of it could be built from "bungee"
material so it would act like something of a shock absorber. Anyway, that
way, perhaps you could attach the harness to the boom before you fold the
wings, then standing behind the plane (after its in the trailer), use a
pole with a hook or something on the end of it to attach a rope which runs
up to a pulley on the ceiling, then back to the rear of the trailer. (If
you leave enough slack in the rope, you could even attach it before you
fold the wings, while the plane is still outside the trailer.) You just
pull the rope to lift the tail in the air, then tie off the rope to hold it
in position. (Or use ratchets and webbing...)
-Jon-
.--- Jon Steiger ---- jon(at)dakota-truck.net or stei0302(at)cs.fredonia.edu ---.
| Affiliations: AOPA, DoD, EAA, NMA, NRA, SPA, USUA; Rec & UL Pilot - SEL |
| '92 Ram 150 4x4 V8, '96 Dakota V8, '96 Intruder 1400, '96 FireFly 447 |
`------------------------------ http://www.cs.fredonia.edu/~stei0302/ ----'
________________________________________________________________________________
| From: | "Randy" <yamaha(at)cvn.net> |
| Subject: | Re: Trailer Tailboom Support |
Why can't the plane sit on the tail wheel in the trailer, and how far back
are you putting the support on the tailboom Randy
-----Original Message-----
From: Jon Steiger <jon(at)twistedbits.net>
Date: Saturday, August 05, 2000 9:34 PM
Subject: Re: Kolb-List: Trailer Tailboom Support
>
>[...]
>
> My tailboom support was built per the plans out of steel pipe; it fits
>into a steel fitting bolted into the floor of the trailer. (I use a
>Haulmark car hauler though, and I trailer tail first.) I've got a door in
>the front of the trailer, which I hang my feet out as I get under the plane
>and bench press it into position, then hold it up with one arm while
>putting the support in place with the other. Once its up there it works
>great, but if you have to try a few times it can get a bit
>tiringg. :-) There's a pic here:
>
>http://www.twistedbits.net/~jon/www/GRAFIX/fitting1.gif
>
> That probably won't help you out much though; sounds like you've got a
>lot less space than I do. However, one option I have considered for
>myself, and maybe it would work for you, is to build a harness that would
>hang from the ceiling. Perhaps part of it could be built from "bungee"
>material so it would act like something of a shock absorber. Anyway, that
>way, perhaps you could attach the harness to the boom before you fold the
>wings, then standing behind the plane (after its in the trailer), use a
>pole with a hook or something on the end of it to attach a rope which runs
>up to a pulley on the ceiling, then back to the rear of the trailer. (If
>you leave enough slack in the rope, you could even attach it before you
>fold the wings, while the plane is still outside the trailer.) You just
>pull the rope to lift the tail in the air, then tie off the rope to hold it
>in position. (Or use ratchets and webbing...)
>
> -Jon-
>
> .--- Jon Steiger ---- jon@dakota-truck.net or
stei0302(at)cs.fredonia.edu ---.
> | Affiliations: AOPA, DoD, EAA, NMA, NRA, SPA, USUA; Rec & UL Pilot -
SEL |
> | '92 Ram 150 4x4 V8, '96 Dakota V8, '96 Intruder 1400, '96 FireFly 447
|
> `------------------------------
http://www.cs.fredonia.edu/~stei0302/ ----'
>
>
________________________________________________________________________________
| From: | MitchMnD(at)aol.com |
| Subject: | FireFly Wt/Bal & Trim |
Did a weight and balance on my FireFly to see if her nose down tendency was
due to her being nose heavy. The original W&B indicated that the CG was 21"
aft of the wing's leading edge. The allowable is 16" to 22". I have added
several items including bigger wheels and figured that I may have shifted the
CG forward which aggravated the nose heavy tendency she has always had.
Today's W&B came out about he same so I am now looking at trim. The elevators
were drooped ~ 2 degrees so I raised them about 3 degrees. The air was so
bumpy during the test flight in this configuration I could only say it seemed
to be better but it still had a nose down tendency. One thing I did notice is
that the stick is always forward (and therefor the elevator is down) in level
flight and I have to apply back pressure to keep her from nosing down. I plan
to measure the exact position during a test flight tomorrow AM when the air
will be more calm.
When I got home this PM I got a call from one of my airport friends who said
he had conferred with master builder Glenn Rinck and he recommended reflexing
FireFly ailerons but with no more than 3 degrees of "up".
The drag of the bigger wheels may have some effect and the throttle position
makes a difference but she never would fly "hands off" . I will post the
results of tomorrow's testing.
Duane the plane in Tallahassee, FireFly, 447, Ivo.
________________________________________________________________________________
| From: | WingManBill2(at)aol.com |
| Subject: | Re: covering cage |
I'm building a Kolb Mark III, guess i left that part out in my initial post!
I'm pretty sure where to put the fabric, just wanted to make sure is all.
Thanks in advance!
Bill J
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
Bill, Dells plane is 19 years old & he flew at Sun N Fun. Dont know if he
made it to Osh. He has been having some health problems
Ed
________________________________________________________________________________
| From: | Woody <duesouth(at)govital.net> |
| Subject: | Re: streamlining |
>the normal side of the MKIII has so much trash air along it, it seems
>possible that there may be a net gain in efficiency, not only in drag
>reduction, but in making the lower half of the prop more efficient.
>Or maybe not. Let you know next spring.
>Richard Pike
>MKIII N420P (420ldPoops)
>
> I am tackling the side drag a different way. I am widening my fuselage
> to about 18 inches at the rear of the cage and then a sharp taper to a
> point about 8 inches past the vertical cage members. Whadayathink
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: Trailer Tailboom Support |
Beauford,
Here is one more idea:
Attach the support before folding the wings.
Then when you roll the plane in the trailer, it's already there.
My support is made from PVC pipe and a plywood base.
The PVC pipe has a foam padded "T" to hold the boom.
John Jung
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: FireFly Wt/Bal & Trim |
Duane,
Don't forget that your stall speed will probably be higher with the ailerons up.
You may want to do some stalls to find out, before you land again.
John Jung
MitchMnD(at)aol.com wrote:
>
> snip...
> The elevators
> were drooped ~ 2 degrees so I raised them about 3 degrees.
> snip...
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Re: streamlining |
That sounds a little like what the new MKIII Xtra is like.
Probably the numbers are different, it is not quite so wide at the rear, I
think.
Richard Pike
MKIII N420P (420ldPoops)
>
>
>>the normal side of the MKIII has so much trash air along it,
>>
>> I am tackling the side drag a different way. I am widening my fuselage
>> to about 18 inches at the rear of the cage and then a sharp taper to a
>> point about 8 inches past the vertical cage members. Whadayathink
>
>
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Re: Ky Kolb fly-in?? |
What about keeping the board/pulley idea, and using one of those deep V
tapered boat rollers at the top of the board?
Seems like it would be easier to pull the board up and back as the pulley
rolled on the bottom of the tube, and also be pre-padded.
I have seen some in the Overton's catalog that were a urethane instead of
black rubber, if that makes a difference.
Richard Pike
MKIII N420P (420ldPoops)
I designed a tail brace
>mechanism for a friend awhile back. It was just a board with a notch cut
>and padded that fit under the tail boom. It was hinged from the floor of
>the trailer. To activate it he had ropes attached to it with the forward
>rope going through an eye bolt toward the front of the trailer and then
>back toward the door at the rear. If ya want to get sofistikated you could
>use pullies. This let both ropes to be able to be pulled from the door of
>the trailer. He could raise or lower the support just by pulling his rope.
>Slicker n' snot on a door knob.
>
>
________________________________________________________________________________
| From: | Jon Steiger <jon(at)twistedbits.net> |
| Subject: | Re: Trailer Tailboom Support |
>
>Beauford,
>
>Here is one more idea:
>Attach the support before folding the wings.
>Then when you roll the plane in the trailer, it's already there.
Hmmm, that's a thought. Perhaps you could use one of those large wheels
designed for moving car haulers around (they go on the bottom of the jack
on the tongue). You might want to attach a rope to it and tie off both
sides to the back corners of the trailer just in case a front wheel came
out of a chock and the back end wanted to move.
>My support is made from PVC pipe and a plywood base.
>The PVC pipe has a foam padded "T" to hold the boom.
>
>John Jung
>
>
-Jon-
.--- Jon Steiger ---- jon(at)dakota-truck.net or stei0302(at)cs.fredonia.edu ---.
| Affiliations: AOPA, DoD, EAA, NMA, NRA, SPA, USUA; Rec & UL Pilot - SEL |
| '92 Ram 150 4x4 V8, '96 Dakota V8, '96 Intruder 1400, '96 FireFly 447 |
`------------------------------ http://www.cs.fredonia.edu/~stei0302/ ----'
________________________________________________________________________________
| From: | "Robert F. Bean" <rfbean(at)rochester.infi.net> |
Woody. The widening idea is good if you do it at the right point under
the wing. If you carry it to 2/3 it will increase pressure and lift.
Additionally,
if the break is slanted (early at the bottom) more lift will be created
from the body itself, provided the break contour is curved properly.
The downside is all additional lift causes some drag--also true of wings
BB
________________________________________________________________________________
| From: | b young <byoung(at)brigham.net> |
i use a hypodermic needle. like what a vet gives a cow a
shot of penicillin with.
let me explain. the first thing i did was to pull out the
needle and enlarge the hole in the end of the plastic.
then i roughed it up with a bit of sand paper and also
sanded the inside of the brake tube with sand paper. then
glued the needle holder into the brake line with epoxy. i
cut 1/2 the plunger off and drilled a hole in the part that
was left and use a wire with a hook on it to pull brake
fluid in the syringe. then i twist the syringe on the
needle adapter and hold it to the frame with a bit of
velcro.
i asked a friend that works at the hospital if there was
something they could get for me and the next day i had a new
(never been used ) hypodermic needle. cost a word of
thanks.
boyd
________________________________________________________________________________
| From: | b young <byoung(at)brigham.net> |
| Subject: | Re:perminant gap seal |
<< when i built the mark III i put in the vls chute. it
seemed almost unfeasible to remove the gap seal every time
to fold the wings. so i cut the lexan gap seal about 1/2
inch narrower than the gap and bolted it in permanent. >>
How easy (hard) is it to get the spar pins in and out when
you fold?
Bill
it is not too bad when i built the bottom section of the
ribs i bowed them up on the back end to just above the pin
location. it limits the access some but i would do it again
in a heart beat. i had planned on trailoring the plane and
folding every time but when i took the plane to the airport
my old friend and instructor moved some planes around in his
hanger and told me to park it there. i have not had to fold
my wings since then and only used the trailor once. if i
had known that i would have borrowed something. he runs a
spray plane and when i am at the airport i give him a
helping hand where i can and so far there has not been any
expence.
boyd
________________________________________________________________________________
| From: | b young <byoung(at)brigham.net> |
I was wondering how good those EISs were. I have been
thinking of converting
to an EIS. Do you think I should??
Firehawk
i put in the ein on my plane and would do it again. when i
first started up the 912 one side ran a bit hotter than the
other. in an attempt to find out what was realy happening i
switched the probes to the other inputs and the temps were
within 1 to 2 deg. then i switched the probes from one side
to the other and the temps were stil within 1 to 2 deg.
in short this proved to me that the eis system and probes
were unmatched in quality.
boyd
________________________________________________________________________________
| From: | b young <byoung(at)brigham.net> |
<<>>>
just for fun i put one of the sensors from the 912 back in
to hold the thermocouple to the eis. the temps are so
close that it is a non issue.
boyd
________________________________________________________________________________
| From: | Woody <duesouth(at)govital.net> |
| Subject: | Re: fuselage shape |
I will be doing a lot more to improve the aerodynamics. I will be
going with a semi reclined seating which will allow me to drop the roof of
the cabin 7 inches and create a parasol wing. This should reduce drag and
give me an extra 3 ft of wing. I will also be adding a step to the bottom
part of the fuselage sides to improve the airflow to the prop.
>Woody. The widening idea is good if you do it at the right point under
>the wing. If you carry it to 2/3 it will increase pressure and lift.
>Additionally,
>if the break is slanted (early at the bottom) more lift will be created
>from the body itself, provided the break contour is curved properly.
>The downside is all additional lift causes some drag--also true of wings
>
>BB
>
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | Re: Soldering d-sub connectors |
This topic has hit several list-server conversations over the
past week or so . . . here's a new comic book on the technique
I use . . .
http://www.aeroelectric.com/articles/dsubs/d_solder.html
I'll publish an alternative (an easier) technique using paste
solder . . . as soon as our stocking supply is in hand and available
from our website catalog.
Bob . . .
--------------------------------------------
( Knowing about a thing is different than )
( understanding it. One can know a lot )
( and still understand nothing. )
( C.F. Kettering )
--------------------------------------------
http://www.aeroelectric.com
________________________________________________________________________________
| From: | MitchMnD(at)aol.com |
| Subject: | FireFly Wt/Bal & Trim |
Did the test flight this AM to see if 3 deg up on ailerons would relieve the
nose down tendency of my FireFly. The air was calm and there was no doubt
that the stick back-pressure was required to hold her straight and level was
significantly less. A trim tab was added for the final adjustment and now she
flies hands-off at 74 mph cruise.
Also I measured and recorded the stick position and when I landed we found
that the elevators lined up perfectly with the horizontal stabilizer.
Yesterday we were concerned that the elevators had to be down when she was
flying level but that was based on cockpit feel, not measurement.
Now that the ailerons have been adjusted I will have to repeat all of my
performance tests. The best speed for distance glide, the stall speeds and
altitude loss during 180 Deg turn with power off will all have to be
confirmed. These may not have changed but it's good to practice all of the
maneuvers and keep the results in the flight log and know what to do when she
quits.
John Jung: your recommendation to try some stalls before landing after the
aileron adjustments was a good one and that's what we did.
Duane the plane in Tallahassee, FL, FireFly sn 007, 447, Ivo
________________________________________________________________________________
| From: | "Ron or Mary Payne" <ronormar(at)apex.net> |
I have been away for a while. There was talk about the FAA recognizing the
recreational pilots license some time back. Did this happen and if so what
medical certificate is required if any? I want to build a FireStar as an
ultralite but would like an out if the FAA gets tough on fat ultralites.
Ron Payne
Gilbertsville, Ky.
________________________________________________________________________________
| From: | ULflyer86(at)aol.com |
| Subject: | Re: Kolb-List Digest: 32 Msgs - 07/30/00 |
He there listers...........
I have some VERY strange questions!
#1. Does anyone know the regulations as far as flying INTO the grand canyon
with an Ultralight? I know that is illegal to fly with an AIRCRAFT but as FAA
describes ULs as "Vehicles capable of becoming airborne." So I was thinking
that maybe just maybe it would be legal. Of course I would not even think
about flying there without talking to people who have so that I might know
what to expect.
#2. What ages are the youngest and oldest people to fly ULs across the
country? I am hoping that I might become the youngest. On this same subject I
want to ask all of you if you have had any Quicksilver time? I'm projecting
that either a Quick, a Kolb, a Fischer or a Falcon might be my first. Please
let me know about ALL of these!!!
#3. Has any one got either a project or a slight wreck that you would be
interested in selling (cheap) or giving away? I doubt it but might as well
ask!
#4. This one is another one of those late night brainstorms on how to make
enough money for me a young teen to buy a Ultralight actually there are to
questions here....... #1. Has any one seen a 14 year old working at your
local airport, we are traveling right now and so I'm not able to ask my
airport as of yet and am wondering what to expect. #2. Has any EVER heard of
UL manufacturers sponsoring someone who is trying to break a record or two?
Well, thanks and I know that most of these questions are REALLY strange!
~Eric Farewell Chalet Suzanne Airprt, Lake Wales FL.
(863) 206-4742
ULflyer86(at)aol.com
________________________________________________________________________________
| From: | "michael highsmith" <firehawk54(at)hotmail.com> |
Just to put things in perspective:
You have a better chance of;
Being bitten by a shark
Being hit by lightning
Dying in an auto accident
Being killed by a jackass
eaten by a tiger
and falling out of bed and breaking your neck
than you have of being caught flying a fat UL by the FAA as long as you are
flying it the way it is intended to be flown.
Away from congestion, not hassling your neighbors and following all the
flying rules that pertain to safety. Good common sense will let you fly a
fat UL for a long time with out ever being approached by any FAA inspector.
They want tell you but they don't want to have to bust you. Stupidity is
what will get you into trouble with the FAA.
All of this is my own opinion except for the Jackass killing more people
than airplanes each year.
You still have to have a current Medical to fly with a recreation ticket.
Firehawk
>
>I have been away for a while. There was talk about the FAA recognizing the
>recreational pilots license some time back. Did this happen and if so what
>medical certificate is required if any? I want to build a FireStar as an
>ultralite but would like an out if the FAA gets tough on fat ultralites.
>
>Ron Payne
>
>Gilbertsville, Ky.
>
>
________________________________________________________________________________
| From: | Michael Heit <bearman(at)compuplus.net> |
Firehawk,
I must agree with you on this. My slant is this way: it is a fact that the 17th
Amendment was never ratified ( according to Article 5 of the Constitution)
therefore, since no Constitutionally lawful (read: not legal, but lawful)
Congress has been in session since 1913, all acts of the so called Government are
by Constitutional mandate null and void. Think about this ... while we still can.
By the way, neither was the 16th Amendment ratified. Lot's of implications there
folks.
>
>
> Just to put things in perspective:
> You have a better chance of;
> Being bitten by a shark
> Being hit by lightning
> Dying in an auto accident
> Being killed by a jackass
> eaten by a tiger
> and falling out of bed and breaking your neck
> than you have of being caught flying a fat UL by the FAA as long as you are
> flying it the way it is intended to be flown.
> Away from congestion, not hassling your neighbors and following all the
> flying rules that pertain to safety. Good common sense will let you fly a
> fat UL for a long time with out ever being approached by any FAA inspector.
> They want tell you but they don't want to have to bust you. Stupidity is
> what will get you into trouble with the FAA.
> All of this is my own opinion except for the Jackass killing more people
> than airplanes each year.
> You still have to have a current Medical to fly with a recreation ticket.
> Firehawk
>
________________________________________________________________________________
| From: | cajwoods(at)mindspring.com |
| Subject: | Re: ANR headset review |
>
> Possum:
>
> Santa Claus put a LightSpeed 25 XL in my stocking Xmas. My
> excitement did not last long though. They worked perfect
> until the power came up, then I was inundated with feed back
> and more irritating noise than I was getting with the old DC
(snip)
Hey John,
Glad to see you home safe.
My brother has a Lightspeed 20k that did the same thing in my 912S powered
Slingshot. Being stubborn, I decided to buy a 25k sl and try to figure out
the problem. Turns out I plugged it in and it worked fine. My brothers 20
works fine in his MK3 but still won't work in mine. Can't explain it but 25k
is amazing in SS. First few landings had to turn ANR off to hear engine RPM
but quickly got used to it. My 2 cents worth. Hope to see all at KY. fly-in.
Bill Woods
Slingshot (912S powered-awesome)
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)alltel.net> |
| Subject: | Re: ANR headset review |
Wow,
912S powered SS, How about giving us all the important performance specs on
that baby. I have a friend who would someday like to build a SS and we would
both like to here how yours performs.
Thanks,
Denny Rowe
Mark 3 {building}
PA
-----Original Message-----
From: cajwoods(at)mindspring.com <cajwoods(at)mindspring.com>
Date: Sunday, August 06, 2000 7:40 PM
Subject: Re: Kolb-List: ANR headset review
>
>>
>> Possum:
>>
>> Santa Claus put a LightSpeed 25 XL in my stocking Xmas. My
>> excitement did not last long though. They worked perfect
>> until the power came up, then I was inundated with feed back
>> and more irritating noise than I was getting with the old DC
>(snip)
>
>Hey John,
> Glad to see you home safe.
>My brother has a Lightspeed 20k that did the same thing in my 912S powered
>Slingshot. Being stubborn, I decided to buy a 25k sl and try to figure out
>the problem. Turns out I plugged it in and it worked fine. My brothers 20
>works fine in his MK3 but still won't work in mine. Can't explain it but
25k
>is amazing in SS. First few landings had to turn ANR off to hear engine RPM
>but quickly got used to it. My 2 cents worth. Hope to see all at KY.
fly-in.
>
> Bill Woods
>Slingshot (912S powered-awesome)
>
>
________________________________________________________________________________
| From: | "jay" <jdewberry(at)peoplepc.com> |
| Subject: | Re: Ky Kolb fly-in?? |
How many promises do you have yet?
Jay
________________________________________________________________________________
| From: | cajwoods(at)mindspring.com |
| Subject: | 912S Powered Slingshot |
Hi Denny,
Slingshot with 912S is a blast. Performance with these mid 90s temps in
northern Ga. are a little disappointing. Only get about 17-18 fpm climb,but
I'll manage I guess. She cruises around 100 mph at around 4850-4900 rpm. At
5700 rpm,She's exceeding Vne so I try to keep those to a minimum.
Have seen well over 130 mph gs in cruise with a little help from the wind.
Heavier engine makes stalls a little faster but pretty easy to deal with.
High mounted engine with lots of torque makes nose tuck under inverted
during full power stalls (first one really got my attention). Hope this
makes for more SS builders/pilots. By the way, I'm no lightweight at about
240 lbs. I've carried passengers up to 180 lbs. without problems other than
a little cramped. See you all at KY. Sept. 23.
Bill Woods
N62BW SS (912S)
________________________________________________________________________________
| From: | "Lindy" <lindy(at)snowhill.com> |
| Subject: | Fw: VERY ENLIGHTENING |
Forgot who asked for it to be re-sent--if you do not believe big brother is
watching--take a few minutes and see what they know about your computer.If
you have saved this data--delete.
Lindy
----- Original Message -----
From: <WB3CWZ(at)cs.com>
; ; ;
; ; ;
Sent: Monday, June 12, 2000 8:43 PM
Subject: VERY ENLIGHTENING
> Subject: VERY ENLIGHTENING !!!!!
>
> To all my friends.....PLEASE go to this site.....it will BLOW YOUR
MIND....it
> will certainly give you pause.....it did me...it is FREE...take a look
>
>
> Privacy Analysis of your Internet Connection
>
> Some Information that is collected about you when visiting a web site:
>
> http://privacy.net/analyze/
________________________________________________________________________________
| From: | "plane" <plane(at)atomic.net> |
| Subject: | reduction drive gear |
To all
I am looking to buy a used gear for a A drive I need the small one that
goes on to the engine crankshaft 2.58 to 1 also a used 750 lbs brs
parchute time run out is ok
Randy soob poward ultrastar
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
Ron,
You are probably thinking of the "Sport" pilots license. The recreational has
been around for years and does require a medical. The "sport" is the one that
the FAA is still working on, and the last I heard, it will not require a
medical by a doctor.
John Jung
Ron or Mary Payne wrote:
>
> I have been away for a while. There was talk about the FAA recognizing the
> recreational pilots license some time back. Did this happen and if so what
> medical certificate is required if any? I want to build a FireStar as an
> ultralite but would like an out if the FAA gets tough on fat ultralites.
>
> Ron Payne
>
> Gilbertsville, Ky.
________________________________________________________________________________
| From: | Dale Seitzer <dale(at)gmada.com> |
| Subject: | My Test Period IS Over |
I was most impressed with his landings -- very slow and stable. It looked
funny--it was wide with a windshield like a 1962 chevrolet. Also it was
much more quiet than the other planes.
Dale Seitzer
-----Original Message-----
From: John Hauck
Sent: Friday, August 04, 2000 4:00 PM
Subject: Re: Kolb-List: My Test Period IS Over
I watched a one design plane at Oshkosh this year take off
using a reduction drive and its climb rate was fantastic. I
know the thrust problem can be solved I just don't know how
YET.
>
> Rick Neilsen VW powered MKIII 40.1 hrs.
Rick and Gang:
That aircraft was swinging an 80 inch prop. Forgot what the
old Texan said the reduction drive was turning. He has been
at Osh the last 3 or 4 years with that airplane. Each year
he has it performing a little bit better. He is an old ag
pilot.
john h
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)alltel.net> |
| Subject: | trailering Mark-3 |
Hi Folks,
I do not yet have my engine or wing fabric on my Mark-3, and with the wings
folded, it is almost too heavy for me to move around. For this reason, I am
planning on removing the wings for trailering. I will either rack them
laying flat, over-under style under the tail boom, as I do with my Loehle,
or I'll stand them up on the leading edge along each side wall. Either way,
I hope to leave the tail unfolded so as to keep it from being bounced around
and damaged.
Any input that you folks have on trailer construction would be greatly
appreciated.
Also give me any and all suggestions you have on locking the control
surfaces while the wings are removed.
Thanks,
Denny Rowe
Western, PA
________________________________________________________________________________
| From: | Dale Seitzer <dale(at)gmada.com> |
Terry Raber from Streamline Fairings suggests the expanding foam insulation
that can be bought in an aerosol can. It is very sticky, dries like and
epoxy, expands and is light.
Dale Seitzer
-----Original Message-----
From: Larry & Karen Cottrel
Sent: Friday, August 04, 2000 11:31 PM
Subject: Kolb-List: struts
Need a bit of advice. I got some of the vinal streamlined strut covers from
Sue at Kolb. They fit kinda loose on the real ones. Anyone have any
suggestions about attatching them. Have thought of riviting, have thought
of shooting them full of the expanding foam and holding them in place until
they set. Any body have any other ideas. Really need to fly in the morning
it has been a long time and need a fix bad.
Larry (thanks)
________________________________________________________________________________
| From: | Airgriff2(at)aol.com |
| Subject: | Re: Kolb-List Digest: 29 Msgs - 08/06/00flying in rain |
most of us are flying our exposed engins with paper air filters which have a
light coating of oil on them.. my concern is the ability to fly when caught
in a good rain? Has anyone had experience with this? Is there any chance of
injesting to much water into the engine? I just have never heard one way or
another, that it's ok to fly in rain or we should avoid it??? Keep in mind
I'm not talking about flying in storms or bad weather, Just getting caught in
rain.
Safe Flying Bob Griffin
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Kolb-List Digest: 29 Msgs - 08/06/00flying in rain |
> I'm not talking about flying in storms or bad weather, Just getting caught in
> rain.
> Safe Flying Bob Griffin
Bob:
Can only speak for my own aircraft and experiences.
K&N air filters are constructed of cotton and a special oil
is used to attract dirt. Water does not plug them up like
it does a paper air filter.
Almost lost a 447 in heavy rain in 1989.
582, can't remember much about it. Only flew it about 6
months.
912 flew in a lot of rain, to include heavy downpours, with
no problem.
912S flew in light rain showers during testing to see how it
would perform. No problem.
When the bugs are out and the windshield is covered with
them and dirt, I seek out available rain showers to remove
them and the dirt. Also works for leading edges of wings,
lift struts, tail section, and prop. Good idea to have some
type leading edge protection on the prop blades is rain is
encountered. I have nickle steel edges on the Warp Drive
prop. Works great.
Take care,
john h
________________________________________________________________________________
| From: | "Geoff Thistlethwaite" <geoffthis(at)worldnet.att.net> |
| Subject: | Fuselage Tube Spec. |
List,
What is the specs (OD, Wall, ID?) for the Fuselage tube in a Firestar 2. I'd
look it up myself but all my books are with my plane and I can't leave the
house....
Thanks
Geoff
________________________________________________________________________________
| From: | Epbonsell(at)aol.com |
| Subject: | Re: Kolb-List Digest: 29 Msgs - 08/06/00flying in rain |
I remember about 10 years ago. 5 or 6 of us got caught in a thunderstorm a
few miles from the old kolb company. We flew at least 10 minutes in a
hellacious downpour complete with lightning and thunder. Thank god it didn't
get windy. All of us were flying ultralights with 2 strokes. None of us had
any trouble with the engines. The large raindrops chipped some varnish off
the leading edge of my wood culver prop in a few places. Two minutes after we
got back to the field the sun came out again.
Ed Bonsell
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Ky Kolb fly-in?? |
> It is also interesting to note that despite the wide range of solutions, I
> have yet to receive any reports of failed tailboom supports and damaged
> airplanes...
> Beauford, FF#76
Beauford and Gang:
Had one report of problem from a MK III owner hauling his
airplane to a new buyer. Seems he had the tailboom
supported midway with the tailwheel off the deck,
unsupported. Sometimes during the trip the tailboom
separated just aft of the tailboom support mechanism. Do
not know if the wings were attached and supported by the
tailboom only. Must have been hauling on some really rough
roads. Happened recently. Got the report from the owner at
this year's Osh.
I removed the wings on my MK III before hauling almost 4,000
miles over the Alaska Highway, Canadian roads, and the US
Interstate system. Also over some Wisconsin State Roads,
when I got lost transversing the State from west to east, on
my way to Osh. I left weight on the tailwheel, used 2X4's
and deck screws to build a cradle around the midpoint of the
tailboom around two wraps of heavy carpet. The top of the
cradle was locked by another 2X4 and the bottom was secured
with screws to the deck of the trailer. Chocked mains and
tailwheel, then tied down the mains to keep them from
hopping off the deck and out of their chocks. Also used
rope to secure tail wheel laterally. It worked. No further
damage to aircraft during the trip home.
Wings were placed, leading edge down, against each outside
wall. Had to use blankets to stand off the trailing edges
because of the flap horns, or they would have hit the
trailer walls. One good ole Air Force tie down strap at the
mid point of each wing, from bottom to top, worked just
fine.
Take care,
john h
________________________________________________________________________________
| From: | John Richmond <twoschmoops(at)yahoo.com> |
| Subject: | Tailboom support - late entry |
I loved you accounts of the "cave" access problem, a real chuckler :-)
If you're asking for help without mentioning another door to reach
through, I'll guess you don't want a door idea.
Try this one on for a fix;
Design the right length and padding of brace, and find the proper
position for it on the plane, making it work in "open" air. Next,
locate the spot on the floor of the trailer that the foot of the brace
needs to occupy, make sure the foot is a good size.....say, 6" x 6".
Near the rear edge of the brace foot, have a slot cut horizontally,
about 2 - 3 inches long, and 1/2 " wide - but not so big that it
weakens the plate substantially. Next, affix a hook onto the floor of
the trailer, in the center, just to the rear of where the foot will
stand - and you are probably getting the picture.
As you winch the plane into that trailer position the brace, that
should be hanging from the tailboom facing forward, with the foot plate
resting on its edge on the floor. Keep winching and the foot will
slide up toward the hook, get caught, and as you finish the winching
pull itself upright and support the tailboom as desired!
Lets think of problems with this, since I've no plane to try this with
yet.
1 Depending on your hinge system at the top of the brace where it
contacts the tail, it may want to slide sideways, away from its destiny
with the hook. Glue/weld/stick/screw some bar stock as its guide.
2 Don't know if any "SLAMMING" will occur when the brace finally
stands flat & vertical. Maybe your wheel chocks will stop any sudden
slip forward allowing this.
3 If the brace slips along the tail while the foot/hook/brace is
trying to stand up. Holding cables/ropes etc., may need to be tied to
the fuselage somewhere, to limit any slip. Also, us divers have these
cool 2" nylon straps with a SUPER tight pull-across-cam-lock device to
hold our tanks on. Go to a scuba shop, and check out these straps that
are on the backs of the buoyancy compensators. Don't let the clerk say
you cannot buy them separately - for about $30 - cause you can. You
may need to find a technical dive shop, but they are common. Here in
Florida, I use 8 or so of'em. Write me if you cannot get any.
4 The hook binds when the foot comes or goes. Hmmm, this will be a
trial and error event, cutting/grinding/bending the hook system just
right.
Hope you get what you need. Can you send me some pictures of your
trailer system please? I'm thinking of my trailer with the plane the
opposite way, with the weight of the engine etc., over the trailer
wheels instead of the tongue. Please feel free to set me straight on
any of this.
Kolb-something-wanna-be
=====
John & Lynn Richmond :-)
________________________________________________________________________________
| From: | Woody <duesouth(at)govital.net> |
| Subject: | Re: Fuselage Tube Spec. |
>
>
>List,
>What is the specs (OD, Wall, ID?) for the Fuselage tube in a Firestar 2.
I believe it to be a 5" dia tube, .050 wall and made of 6063 aluminum
(irrigation pipe aluminum)
________________________________________________________________________________
| From: | Woody <duesouth(at)govital.net> |
| Subject: | Re: trailering Mark-3 |
The slickest trailer I have seen is a the Kolb T trailer. The plane rolls
on tail first. No heavy lifting or horsing around. The tire supports are
right at the axle and are only about 4 inches off the ground. The wheels
roll right up on these with out a ramp. The tail wheel follows a center
track with a dip in the end so the tail drops and the boom nests
automatically in a small cradle. I think the open trailer would be easier
to tow than a big box trailer and if the plane is secured right will result
in no damage from the experience.
________________________________________________________________________________
| From: | "Robert F. Bean" <rfbean(at)rochester.infi.net> |
That spray foam stuff in a can---ACH! Don't use it for anything! (Seems
it was called something like "great stuff") I tried some in an old car
thinking
that if it filled hollow body cavities the car would become immune from
the salt slush up here in snow country. ...what it did was become a
sponge
and that poor old beast rotted faster than an aspen post. It becomes
brittle and the cells crack allowing water to infiltrate. BB do not
archive
________________________________________________________________________________
| Subject: | Re: New Aviation Site with sectionals WITH ADDRESS |
OK .....
I apologize. I'm not too good at this typing stuff.
Here is the url:http://www.aeroplanner.com/
Please forgive me.
John Jung already new about it as I'm sure others of you did also.
John Bickham
St. Francisville, LA
Mark III - 912
________________________________________________________________________________
| From: | gerken(at)us.ibm.com |
| Subject: | Kolb MKIII Classic Streamlining |
Subject: Kolb-List: Kolb MKIII Classic Streamlining
>I attended a forum at Oshkosh last week by Barnaby Wainfan (father of the
MKIII Extra). He described >the fuselage of the MKIII (the highest drag
area on the airplane) as something like a cone moving >through the air.
This cone shape is a really high drag shape. He indicated that his fix was
to >smoothly transition from the expanding shape of the cone to the
contracting shape.
>I talked one on one with Barnaby later next to the Extra and asked what us
Classic owners could do to >improve the streamlining. He indicated there
are many tubular shapes on the plane that faired like the >jury struts,
tail braces, gear legs, aileron push rods etc. I asked about vortex
generators at the >wide part of the fuselage, he figured that the
transition is just too much for them to work by >themselves.
>I have chart that Barnaby handed out at his forum that compares drag of
different aircraft parts, for >example the drag on one of the tail brace
wires is equal to something like two foot of wing. If there >is an interest
I will put chart on my web site.
>Rick Neilsen VW powered MKIII
>Ok this is a challenge to all you great minds out there. What can we do to
streamlining our airplanes >short of going to the Extra.
Rick, I would love to see the chart. Please post it somewhere and point us
to it.
I have faired the jury struts and aileron push-pull tubes with 0.020"
aluminum fairings (homebuilt). Also, the cabin enclosure is complete, and
fairs/tapers to a vertical line in front of the prop. I don't want wheel
pants (too fragile for my field) but some sort of fender/fairing is next
(like a Maule, if I can ever find a good picture of one). Part of the
fender will include a gearleg fairing. About two issues of Experimenter
ago had an article that mentioned a couple ways to fair cable. I will add
the tail brace wires to the list of stuff to deal with.
Total top speed improvement measured after implementing all fixes so far:
0.0 mph gain.
Jim G
________________________________________________________________________________
| From: | "Brian Kim Steiner" <steiner(at)spreda.sk.ca> |
| Subject: | Re: trailering Mark-3 |
I built a fully enclosed trailer a number of years ago for my Ultrastar. A
very important issue to consider is the weight rating of the suspension.
The only axle assemble that I could find with the bolt pattern that I wanted
had a 3,500 lb. rating. I kept removing spring leafs until the trailer had
a medium soft suspension with the Ultrastar loaded. I realized the
importance of proper trailer suspension when I borrowed a flat bed trailer
to move my Ultrastar to a location for final rigging. It had a heavy duty
suspension (you could have hauled a car on it) and it was obvious that if
that type of trailer would be used on an extended bases it would shake the
Ultrastar and do eventual damage to it.
Brian "Kim" Steiner
Saskatchewan, Canada
Mark 111, 582, C drive, 306.6 hr
________________________________________________________________________________
| From: | "J R Smith" <gsmith5(at)triad.rr.com> |
| Subject: | Re: New Aviation Site with sectionals WITH ADDRESS |
Thanks for posting the URL, I had already seen John Jung's URL but didn't
know if it was the same thing. Appreciate you informing other.
----- Original Message -----
From: <BICUM(at)aol.com>
Sent: Monday, August 07, 2000 11:29 AM
Subject: Re: Kolb-List: New Aviation Site with sectionals WITH ADDRESS
>
> OK .....
>
> I apologize. I'm not too good at this typing stuff.
>
> Here is the url:http://www.aeroplanner.com/
>
> Please forgive me.
>
> John Jung already new about it as I'm sure others of you did also.
>
> John Bickham
> St. Francisville, LA
> Mark III - 912
>
>
________________________________________________________________________________
| From: | "Lindy" <lindy(at)snowhill.com> |
Dale---only problem with spray foam -is basically 2---you do not realize how
fast it expands--off yellow in color when it dries---tough stuff.
Lindy
LA-Lower Alabama
________________________________________________________________________________
| From: | "Lindy" <lindy(at)snowhill.com> |
| Subject: | Re: reduction drive gear |
For Plane-
I have a sidewinder-made by 2nd chance sitting on shelf in Hangar--we have
converted many of these---looks like a big silver bullet into soft packs.Do
not know were you are located -any good parachute rigger or experienced
jumper can convert it to a soft pack.-again not common knowledge.
I have no use for it-has all the cables-etc-came off an ultrastar I
believe.Sold bird and individual did not want chute.
Price--$150 and you pay the shipping if you want it-if not no sweat.
Lindy
LA-Lower Alabama
________________________________________________________________________________
| From: | "Lindy" <lindy(at)snowhill.com> |
| Subject: | Re: Kolb-List Digest: 29 Msgs - 08/06/00flying in rain |
For Epbonsell-
Finally someone other that John H that has flown in a thunderstorm--I keep
trying to tell a lot of young UL pilots basically this----noone to my
knowledge has ever caught a lightning bolt.They look at me like I am nuts!
Every VIP--General Officer that flies in a Army Helicopter has weather
radar--just like the commercial airliners--25 miles away from a storm is the
basic rule.
If you check FAA records you will find out it took them 3 days to find a
commercial airliner-total flight distance 63 miles-made a wrong turn in a
thunderstorm!
Many years ago flying in a big AIr Force Heavy metal job loaded to the hilt
with fuel and ammo-had lightning strike the Vertical stabilizer--the whites
of the eyes of the 2 others on board turned red-never returned to normal-I
just had the S----- scared out of me. A lesson I never have forgotten-I was
lucky!
We call them whirrlybuggers in the deep South-Thunder loud enough to break
windows in a house--I am not joking-sounds just like a Sonic
boom ----sometimes not always.
Originally from NE Pa-Clarks Summit -just outside of Scranton-aware of
severe weather that can come up in Pocono's and adjacent area's.
Do you guys know Paul Spadin? Buddy Carisle?-that fly into Shrev port --on
top of mountain--they belong to USUA club 004 I believe.
Lindy
LA-Lower Alabama
________________________________________________________________________________
| From: | "Lindy" <lindy(at)snowhill.com> |
| Subject: | Re: Kolb-List Digest: 29 Msgs - 08/06/00flying in rain |
For John H
How much Canadian --Good Molton-did you bring back?
Took Digital pictures todayfor a few on the list to show how we made trailer
to haul a firestar and Mark 3--w/wings folded up.(small trailer)-can haul
either one--one at a time.Had a hell of a time finding it down at the
pond--covered tail lights with 5 gallon plastic buckets--will send pictures
direct to individuals that requested them--
I did not have time today to take pictures of Dave Q Trailer in Enterprise.
How about a few comments on what the good and bad points -with his enclosed
trailer.When I get time I will take digital photo's for a few on the list.I
have numerous videos of it at different fly-in's but to much time and effort
to copy and send-digital free.
I also took pictures to show how we move all Kolbs around-It has saved us a
lot of work over the years-also will send those pictures.later today.
Lindy
LA-Lower Alabama
________________________________________________________________________________
| From: | "Lindy" <lindy(at)snowhill.com> |
| Subject: | Re: Ky Kolb fly-in?? |
Beauford
Talk to white lightning on this list-last year going out to Lake Texhoma--I
was following him in my motorhome--someplace in Texas-he hit a rough
railroad crossing-looked OK but one rail seemed higher than the other-he
slightly bent his tailboom-the cause was the road/crossing--most trailers I
have seen nothing on the mark3 or Firestar-can hit the ground-especially the
tail.
To make a long story short stand by for digital pictures.
Lindy
LA-Lower Alabama
________________________________________________________________________________
| From: | Woody <duesouth(at)govital.net> |
| Subject: | Re: Ky Kolb fly-in?? |
>
>
>Had one report of problem from a MK III owner hauling his
>airplane to a new buyer. Seems he had the tailboom
>supported midway with the tailwheel off the deck,
>unsupported. Sometimes during the trip the tailboom
>separated just aft of the tailboom support mechanism. Do
>not know if the wings were attached and supported by the
>tailboom only. Must have been hauling on some really rough
>roads. Happened recently. Got the report from the owner at
>this year's Osh.
> That sounds familiar. My new (to me) Mk 3 had a repaired tail boom. I
> heard it was from transporting it to a new owner a few years ago. Could
> be the same one! I hope this airplane is not jinxed. The owner before me
> had a hanger fall on it.
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Kolb-List Digest: 29 Msgs - 08/06/00flying in rain |
> Finally someone other that John H that has flown in a thunderstorm--
> Lindy
> LA-Lower Alabama
Lindy and Gang:
To the best of my knowledge I have never flown into a
thunderstorm, ultralights, GA, or Army helicopters. I have
flown in a lot of rain, been put down by rain, been on the
edges of thunderstorms, chased by them, flown between them,
but never into one. I wouldn't fly any aircraft into a
thunderstorm.
john h
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Kolb-List Digest: 29 Msgs - 08/06/00flying in rain |
> I did not have time today to take pictures of Dave Q Trailer in Enterprise.
>
> How about a few comments on what the good and bad points -with his enclosed
> trailer
> Lindy
> LA-Lower Alabama
Lindy and Gang:
Did that this morning, ref this msg:
Take care,
john h
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Kolb-List Digest: 29 Msgs - 08/06/00flying in rain |
> Did that this morning, ref this msg:
>
> Take care,
>
> john h
Hello again GAng:
Strange. My file copy of the above msg has the DTG, but the
one I got thru the Kolb List did not.
We shall see what happens.
Take care,
john h
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Kolb-List Digest: 29 Msgs - 08/06/00flying in rain] |
Hey Gang:
Same thing happened the second time. This time I am fwd'ing
my file copy.
john h
Date: Mon, 07 Aug 2000 16:19:32 -0500
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: Kolb-List: Re: Kolb-List Digest: 29 Msgs - 08/06/00flying in rain
> Did that this morning, ref this msg:
>
> Take care,
>
> john h
Hello again GAng:
Strange. My file copy of the above msg has the DTG, but the
one I got thru the Kolb List did not.
We shall see what happens.
Take care,
john h
________________________________________________________________________________
| From: | Epbonsell(at)aol.com |
| Subject: | 08/06/00 flying in rain |
That goes for us too.
We would never fly into a thunderstorm. If we knew a thunderstorm was going
to breakfast with us we would have stayed home. It just happened to show up.
We had cb radios and decieded it was alot closer going home than trying to
outrun it going back. If it got gusty we would immeadiatly head for the
nearest field. After we got back on the ground it was still pouring and we
all huddled under our wings. 10 minutes later the sun came out and it got
nice again so we went for a ride to air dry our planes. It was quite an
experience. Back in the 80's we used to get 8 or 10 planes (ultralights) to
show up for breakfast every week. One time at Sky Manor in New Jersey
airport we got 16 planes. We also would go to Kutztown and New Hanover in PA.
had a few picnicks and poker runs that attracted 15 planes. I have some great
pictures from those days if anyone would like to see them.
Ed Bonsell
________________________________________________________________________________
| From: | WingManBill2(at)aol.com |
| Subject: | Re: New Aviation Site with sectionals |
So what's the web address? Thanks, Bill J
________________________________________________________________________________
| From: | "John Cooley" <johnc(at)datasync.com> |
| Subject: | Re: Fuselage Tube Spec. |
Hi Geoff and Gang,
I just went to the shop to check the fuselage specs and according to my
plans the tube is supposed to be 5" OD x .052 6063 T6. Hope this helps.
Later,
John Cooley
Building FS II #1162
----- Original Message -----
From: "Geoff Thistlethwaite" <geoffthis(at)worldnet.att.net>
Sent: Monday, August 07, 2000 8:59 AM
Subject: Kolb-List: Fuselage Tube Spec.
>
> List,
> What is the specs (OD, Wall, ID?) for the Fuselage tube in a Firestar 2.
I'd
> look it up myself but all my books are with my plane and I can't leave the
> house....
> Thanks
> Geoff
>
>
________________________________________________________________________________
| From: | "Randy" <yamaha(at)cvn.net> |
| Subject: | trailering a kolb |
Wouldn't it be better to support the weight of the wing rather than
supporting the tube and having the weight of the wings on it when you haul
it. I have done it both ways and think that the wing support is better.
Any thoughts
________________________________________________________________________________
| From: | Woody <duesouth(at)govital.net> |
| Subject: | Re: Kolb-List Digest: 29 Msgs - 08/06/00flying |
in rain
>
>For John H
>
>How much Canadian --Good Molton-did you bring back?
That's Molson eh! You Yanks gotta learn the names of our beverages. When
I picked up the club Mk3 I bribed the boss and Sue with some good old
Canadian beer. If you guys are nice to me I may bring some down to the flyin.
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: Kolb-List Digest: 29 Msgs - 08/06/00flying in rain |
John, how is the Warp Drive for noise ?? Do you notice any difference one
way or the other compared to other props you've used ?? Lar.
----- Original Message -----
From: John Hauck <hawk36(at)mindspring.com>
Sent: Monday, August 07, 2000 6:50 AM
Subject: Re: Kolb-List: Re: Kolb-List Digest: 29 Msgs - 08/06/00flying in
rain
>
>
> > I'm not talking about flying in storms or bad weather, Just getting
caught in
> > rain.
> > Safe Flying Bob Griffin
>
>
> Bob:
>
> Can only speak for my own aircraft and experiences.
>
> K&N air filters are constructed of cotton and a special oil
> is used to attract dirt. Water does not plug them up like
> it does a paper air filter.
>
> Almost lost a 447 in heavy rain in 1989.
>
> 582, can't remember much about it. Only flew it about 6
> months.
>
> 912 flew in a lot of rain, to include heavy downpours, with
> no problem.
>
> 912S flew in light rain showers during testing to see how it
> would perform. No problem.
>
> When the bugs are out and the windshield is covered with
> them and dirt, I seek out available rain showers to remove
> them and the dirt. Also works for leading edges of wings,
> lift struts, tail section, and prop. Good idea to have some
> type leading edge protection on the prop blades is rain is
> encountered. I have nickle steel edges on the Warp Drive
> prop. Works great.
>
> Take care,
>
> john h
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
I'm not real crazy about putting that foam up against my struts either.
I've had some bad experience with a lot higher grade of pour-in foam in
boats, ( Coast Guard approved flotation ) and don't really want that stuff
on such an important structural component. Even the best grades soak up
some water. Besides, once in, it's very permanent.
Question....................Why not leave the plastic fairings loose on the
struts ?? Use a clamp or something top and bottom to keep them in the right
area, and let the wind pivot them to the proper angle when you're flying.
If you attach them solidly, what if you don't pick exactly the right angle
?? Wouldn't they create more drag, instead of reducing it ?? Have at 'er
gang. Ole Lar's got his neck out there again. Curious Lar.
________________________________________________________________________________
| From: | "Richard Neilsen" <neilsenr(at)state.mi.us> |
| Subject: | Streamlining (Barnaby's handout) |
Sorry I looked everywhere for the handout from Barnaby's forum from
Oshkosh with no luck.
Maybe The New Kolb would be willing to get and post a copy of the handout on their
site. If not send me a copy that I will post on my web site. I got to thinking
that someone should get Barnaby Wainfan's permission before posting.
Rick Neilsen VW powered MKIII
________________________________________________________________________________
| From: | Dale Seitzer <dale(at)gmada.com> |
[] I just ordered the strut fairings from Streamline Fairings so I am very
interested in the installation in my Firestar. I believe the twisting
forces will be very light so what every attaches the fairing to the strut
or landing strut does not have to have extreemely strong hold. Ground
handling willprobably cause the most problems. here is closed cell and
open cell foam--I assume the expanding foam is the closed cell type so it
would not hold water. I talked with Terry Raber from Streamline at
OshKosh and he said they have had no problems with the expanding
construction foam--I know he is selling the stuff so he has a vested
interest. I worry about another rivet hole is the strut but how about
drilling out 1 or 2 of the rivets in the ends of the struts and putting the
fairing rivet in the same hole? Intersting ti note is most of the NEW
ultralights have fairings on the struts.
Dale Seitzer Firestar #32.
[]
I'm not real crazy about putting that foam up against my struts either.
I've had some bad experience with a lot higher grade of pour-in foam in
boats, ( Coast Guard approved flotation ) and don't really want that stuff
on such an important structural component. Even the best grades soak up
some water. Besides, once in, it's very permanent.
Question....................Why not leave the plastic fairings loose on the
struts ?? Use a clamp or something top and bottom to keep them in the
right
area, and let the wind pivot them to the proper angle when you're flying.
If you attach them solidly, what if you don't pick exactly the right angle
?? Wouldn't they create more drag, instead of reducing it ?? Have at 'er
gang. Ole Lar's got his neck out there again. Curious Lar.
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Kolb-List Digest: 29 Msgs - 08/06/00flying in rain |
> John, how is the Warp Drive for noise ?? Do you notice any difference one
> way or the other compared to other props you've used ?? Lar.
Lar and Gang:
All props are noisy, some more than others. Two blades are
noisier than three blades, but I like the sounds two blades
make. Warp Drive three blade props, which I have been
flying for the last 7 years, are noisy. All props mounted
on a MK III are noisy. It is a fact of life. Depends a lot
on the proximity of the blade tips to wings and flaps. An
increase in diameter, by two inches, from 70 to 72, also
increased the noise level in my MK III. However, I also
increased HP, slowed the prop down by change in gear ratio,
and increased pitch. Noisy, but fantastic performer. When
Miss P'fer flies again, she will have a VSI with a greater
range than 2,000 FPM. Then we will really know how she
performs.
I try to overcome the noise with good noise attenuating
headsets. If my hearing was better I would also wear ear
plugs with the headset, but if I do, I can not hear the
radio.
Would be interesting to have a comprehensive test conducted
for noise levels of all props available for all models of
Kolb Aircraft. Then we would know for sure which works best
in the noise department.
I personally am more interested in performance and
reliability than I am noise. Warp Drive solid carbon fiber
props with inlaid nickle edges have proven to me, over and
over, that they are going to be with me for the duration.
Take care,
john h
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Streamlining |
Morning Gang:
Early on I was never fond of round aluminum struts. In
1987, I purchased some 4130 streamlined tubing. Brother Jim
welded up new lift struts for my Firestar, using the old
round lift struts for patterns. Promptly injected "tube
seal" in them, primed and painted, then went flying. What a
difference. Not only did my glide increase, but the
noticeable vibration level of the round struts wasn't
evident in the steel struts. Forget what size streamline
tubing we used, but the lift strut fittings slipped into
each end fit perfectly. No foam, no fairing, no sweat.
When I built the MK III, streamlined aluminum struts came
with the kit. Being a man who enjoys 4130, knowing my MK
III would be extremely heavy and asked to fly in less than
ideal conditions, Jim welded up some 4130 lift struts of
.058 wall , either 7/8 or 1 inch OD round tubing. Wrapped
a couple wraps of plastic electrical tape around them to
prevent vibration, popped a few rivets to secure the
streamlined aluminum (strut) fairings, and away I go. Also
gave them a shot of tube seal. Only reason I went that
route, rather than purchasing 4130 streamlined tubing was
money. I could have probably saved a little weight, but
didn't have the spare change to buy 4130 streamlined tubing.
Take care,
john h
________________________________________________________________________________
| From: | "Richard Neilsen" <neilsenr(at)state.mi.us> |
| Subject: | Re: streamlineing |
If I remember correctly Barniby said that on the MKIII the angle at the rear of
the doors is too great for air to stay attached. One of his modifications to
the fuselage was to make the nose of the of the fuselage wider so that the angle
at the rear of the door ends up being less. The other change was to transition
much more smoothly than before in this area.
A few people have talked about a deflector that might direct the air flow around
this angle. Maybe one of our aerodynamics people could comment. Maybe it would
take two or more deflectors to do the job. Seems like I have heard a rule that
its better to make many small air flow changes than one large one. Seems like
I have seen something like this on the flaps on big aircraft.
My fuselage is fully enclosed, I thought it would have less drag. The plane seems
to run into a brick wall at 85-90mph.
Rick Neilsen VW powered MKIII.
>>> zoper(at)mint.net 08/07/00 07:15PM >>>
I've been thinking about the fuselage on the classic causing drag.
According to the man, air can't get around the cone to fill in behind it
and is causing air to stall and go into [vortices?]that cause drag and
sap thrust.Perhaps a suction is being created also? Any other theories?
Come on, now.
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: Kolb-List Digest: 29 Msgs - 08/06/00flying in rain |
Thanks. I've already bought the 3 blade, 72"', nickel leading edge, Warp
Drive prop, and was curious as to how it compared. From what I've read on
the List, I expect noise, and got the W.D. for performance. Big
Lar.
----- Original Message -----
From: John Hauck <hawk36(at)mindspring.com>
Sent: Tuesday, August 08, 2000 6:52 AM
Subject: Re: Kolb-List: Re: Kolb-List Digest: 29 Msgs - 08/06/00flying in
rain
>
>
> > John, how is the Warp Drive for noise ?? Do you notice any difference
one
> > way or the other compared to other props you've used ??
Lar.
>
>
> Lar and Gang:
>
> All props are noisy, some more than others. Two blades are
>
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: Streamlining |
It's your choice. Flotation foam is closed cell, but still absorbs a little
water. I hadn't thought about it in relation to struts before this message
string, but I'll guarantee you that none of that stuff gets near Vamoose'
struts. I'm fairly new to airplanes, but I have a LOT - Years - of
experience in, on, and under the water. I'm paranoid about struts anyway,
and they're just too high a stress area to take any chance on any corrosion
whatsoever. After my message last night, I got to day (night ?? ) dreaming
about keeping those fairings in place. Rivets are fine, and are specified,
but how about zipping 3 ty-raps ( wire ties )( black ones ) together to
where the heads, when wrapped around the strut would sit with the center one
straight ahead, and the other 2 at 90 deg each way. Pull them snug, and the
3 heads would act as a bearing surface for the end of the fairing. Light,
non-corrosive, easily inspected, cheap.....................? ? ? ? ?
Lar.
----- Original Message -----
From: Dale Seitzer <dale(at)gmada.com>
Sent: Wednesday, August 09, 2000 6:20 AM
Subject: RE: Kolb-List: Streamlining
>
> [] I just ordered the strut fairings from Streamline Fairings so I am
very
> interested in the installation in my Firestar. I believe the twisting
> forces will be very light so what every attaches the fairing to the strut
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: streamlineing |
It's interesting that the Rans S-12, which is a fairly similar design to
ours, has vertical airfoils at the back of the fuselage pod, to smooth out
the air going into the prop. I'm told that it cuts down on the noise a LOT.
Has to mean better efficiency, right ??........??? Lar.
----- Original Message -----
From: Richard Neilsen <neilsenr(at)state.mi.us>
Sent: Tuesday, August 08, 2000 8:03 AM
Subject: Re: Kolb-List: streamlineing
>
> If I remember correctly Barniby said that on the MKIII the angle at the
rear of the doors is too great for air to stay attached. One of his
modifications to the fuselage was to make the nose of the of the fuselage
wider so that the angle at the rear of the door ends up being less. The
other change was to transition much more smoothly than before in this area.
>
> A few people have talked about a deflector that might direct the air flow
around this angle. Maybe one of our aerodynamics people could comment. Maybe
it would take two
________________________________________________________________________________
| From: | Ole Noetnes <onoetnes(at)online.no> |
| Subject: | kolbs & electronics |
hi,guys
after beeing away from this list for 7-8 months, i thought it nice to
get back, especially since i bought myself a -88 twinstar which im
picking up tomorrow. this is one of the examples produced on licence by
Zodiac in France, but the only distinguishable difference is dual
control sticks. i'll get back on the twinstar as soon as i get it home,
but im interested in correspondence with other twinstar mk 1 & mk 2
owners.
i have another problem ; im sitting here trying to make up a comm
package for this bird. I have a Delcom air 960 , a sigtronics pa-400
intercom, a cord with twin jacks for the delcom and i'm in need of a
schematic how to connect these goodies to a ptt.
can anybody here help ?
ole in Norway
________________________________________________________________________________
| From: | "Lindy" <lindy(at)snowhill.com> |
| Subject: | Re: Kolb-List Digest: 29 Msgs - 08/06/00flying in rain |
Woody---- I know how to spell it-aware of it being the oldest beer on the
North American continent---
Are you bringing the "Ice" version.5% by volume?
Aware that in the deep South only legal beer is 3.2--Molson in its entire
history never made that alcoholic content. Molson Ice here --American $5.60
a six pack.
What is Price at your location? American?
If the price is right u can bring me a couple of cases!
Lindy
LA-Lower Alabama
________________________________________________________________________________
| From: | "Lindy" <lindy(at)snowhill.com> |
----- Original Message -----
From: "greg moloney" <gregmol(at)ihug.com.au>
Sent: Tuesday, August 08, 2000 6:32 AM
Subject: Fw:
>
> -----Original Message-----
> From: Martin Hone <martin_hone(at)acpaction.com.au>
> To: All-Moto (E-mail)
> Date: Tuesday, 8 August 2000 12:00
>
>
> >AAL DC-10 MAKES EMERGENCY LANDING ON CALIFORNIA HIGHWAY: No, not really.
> >It only looks like it -- amazingly like it, in fact. "It" is a new
> >short film put together by two young special effects artists -- Bruce
> >Branit and Jeremy Hunt -- that depicts a fictional DC-10 emergency
> >landing on California's I-405 with amazing detail. Even better, the
> >short film can be viewed on the Internet: <http://www.405themovie.com>.
> >
> >
>
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Re: Streamlining |
If you want minimum drag, set them at an angle about 4-5 degrees less than
the plane of the bottom of the wing. If you want a little tiny bit of extra
lift, (and, unfortunately, a little extra drag to go with it,) set them at
the same angle as the bottom of the wing.
Richard Pike
MKIII N420P (420ldPoops)
>
>I'm not real crazy about putting that foam up against my struts either.
>I've had some bad experience with a lot higher grade of pour-in foam in
>boats, ( Coast Guard approved flotation ) and don't really want that stuff
>on such an important structural component. Even the best grades soak up
>some water. Besides, once in, it's very permanent.
>Question....................Why not leave the plastic fairings loose on the
>struts ?? Use a clamp or something top and bottom to keep them in the right
>area, and let the wind pivot them to the proper angle when you're flying.
>If you attach them solidly, what if you don't pick exactly the right angle
>?? Wouldn't they create more drag, instead of reducing it ?? Have at 'er
>gang. Ole Lar's got his neck out there again. Curious Lar.
>
>
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Web page update |
Greetings
I just uploaded new pictures to my builders log.
Will Uribe
Building a FireStar II
El Paso, TX
http://members.aol.com/firestartwo/build.html
________________________________________________________________________________
| From: | "Larry & Karen Cottrel" <lcottrel(at)kfalls.net> |
| Subject: | Re: Streamlining |
Well after consideration, I rivited mine into place. I used just four
rivits per strut because I also don't believe that there is much need to
fasten them more permently. I got the left one just right matching the
angle of the wing, however the right one is cocked a bit down, probably no
more than a degree. These are the vinal ones that go for $75.00 from Kolb,
very light and nice. I have always had a bit of a right turn in the plane
and needed to hold a bit of left rudder. Now it flies quite nicely hands
off at all speeds. It is nice that if you have to mess up, you manage to do
it where it will do the most good. Oh by the way the speeds are back up 3
to 4 mph. Need some kind of fairing or flexible flashing to slide up the
strut to shut off the area next to the wing and cage.
Larry
----------
> From: Larry Bourne <larrybiglar(at)earthlink.net>
> To: Kolb
> Subject: Kolb-List: Streamlining
> Date: Tuesday, August 08, 2000 12:58 AM
>
>
> I'm not real crazy about putting that foam up against my struts either.
> I've had some bad experience with a lot higher grade of pour-in foam in
> boats, ( Coast Guard approved flotation ) and don't really want that
stuff
> on such an important structural component. Even the best grades soak up
> some water. Besides, once in, it's very permanent.
> Question....................Why not leave the plastic fairings loose on
the
> struts ?? Use a clamp or something top and bottom to keep them in the
right
> area, and let the wind pivot them to the proper angle when you're flying.
> If you attach them solidly, what if you don't pick exactly the right
angle
> ?? Wouldn't they create more drag, instead of reducing it ?? Have at
'er
> gang. Ole Lar's got his neck out there again. Curious Lar.
>
>
>
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Re: Streamlining |
I have a friend who has a large commercial vacuum molding machine, can mold
plastic, and any of the various kinds of heat moldable whatevers that are
available. I don't know what she would charge per sheet/cycle, but she has
said she would/could make anything like that I want for the MKIII, I just
need to come up with the molds.
I am planning to make myself fairings for the upper and lower ends of the
MKIII struts. Would there be any interest from anyone else if I made molds
and it was possible to reproduce and sell those little things? I have no
idea what it would be necessary to charge to make it worth while, so if
there is any interest from anybody, tell me what you would be willing to
pay, so that I can figure if it is worth the trouble, or even do-able.
Richard Pike
MKIII N4209P (420ldPoops)
. Need some kind of fairing or flexible flashing to slide up the
>strut to shut off the area next to the wing and cage.
>Larry
________________________________________________________________________________
| From: | Michael Heit <bearman(at)compuplus.net> |
Count me in Dan. In other news:
The Constitution Party of Montana is hosting its First annual
Convention on September 15th & 16th of this year At the Outlaw Inn at
Kalispell, Montana. We will be raffling off a Maadi-Griffin 50 Caliber
weapon (fully operational semi auto) to raise funds for the defense of
Bob Stewart. Details to be sent soon.
Daniel New wrote:
> Dear Friend,
>
> I'm building a new list of people and organizations who are interested
> in working to protect American sovereignty from the unrelenting
> onslaught of the United Nations and those further behind the scenes.
> I know you are (a) supportive of this goal, and (b) an activist in
> this fight for the Liberty of our Posterity.
>
> I'm requesting that you send me any breaking news stories, with a
> particular emphasis on the the UN military or the UN tax system, or
> the UN judicial system. Those are the three legs of the stool
> currently under construction, without which total world domination is
> impossible.
>
> I will relay or foward such information that you send me, on to others
> on the list.
>
> I do original research and send it to all of you.
>
> I will forward, and attempt to generate more cooperation between all
> of us on various initiatives, such as pending legislation, etc.
>
> And here is my first proposal. I need your input on whether this idea
> stinks, or excites you.
>
> Remember how we scorned the idea of the "Nuclear Free Zones"
> of the 60's and 70's? Well, it generated controversy,
> debate, and a climate of support among people who had never
> thought about it before. It was maddening.
>
> Dr. Herb Titus, former ACLU attorney, and now a Christian
> (boy, did that mess up HIS politics!), is now our lead
> attorney over a team of attorneys and researchers on the
> Michael New Legal Defense Fund. Dr. Titus was instrumental
> in developing and promoting the strategy of the anti-Nuke
> forces way back when.
>
> Dr. Titus has offered to develop one or more model "United
> Nations-Free Zone" ordinances which your people can take to
> your friendly city council, county commissioners, etc., and
> start a real debate. You may not succeed in passing the
> ordinance, but the debate will be a success in and of
> itself. It becomes an opportunity to create a hostile
> climate for anyone wanting to fly a UN flag on city or
> county property. It becomes an opportunity to spark a local
> debate on a national and international topic. And if (when)
> ONE entity passes such an ordinance, it will generate (with
> your help and mine) a national press publicity event. >From
> which we can work toward gathering momentum until we reach
> critical mass.
>
> If you see ways to improve this idea, now is the time to say so. The
> old ordinances, for example, forbade any company that does business
> with the city/county from doing business with any company in the
> nuclear industry. We can include that. So a grading or dirt hauling
> contractor, or a fencing company, cannot contract with the Man and
> Biosphere (UN) entities and still contract with the county. Won't
> that be a hoot?
>
> I think you have contacts out there who have contacts, such as
> relatives and neighbors who sit on city and county councils, and
> furthermore, who would love to take this to them and urge passage.
>
> It's something our people can get their teeth into. Your opinion,
> please.
>
> For national sovereignty,
>
> Daniel New
>
>
--
Michael Heit
Candidate House District 74
The Constitution Party of Montana
http://www.ahpom.org
"Put on the whole armour of God, that ye may be able to stand against
the assaults of the devil. For
we wrestle not (only) against flesh and blood but against
principalities, against powers, and against
the worldly governors, (who are) the princes of the darkness of this
world, against spiritual
wickedness, which are in the high places."
Ephesians 6:11-12, Cambridge Geneva Bible, 1591 edition.
"Before a standing army can rule, the people must be disarmed, as they
are in almost every kingdom in Europe. The supreme power in America
cannot enforce unjust laws by the sword, because the whole body of the
people are armed, and constitute a force superior to any band of regular
troops that can be, on any pretense, raised in the United States. A
military force, at the command of Congress, can execute no laws, but
such as the people perceive to be just and constitutional; for they will
possess the power, and jealousy will instantly inspire the inclination,
to resist the execution of a law which appears to the unjust and
oppressive."
Noah Webster: An Examination of the Leading Principles of the Federal
Constitution October 17, 1787
________________________________________________________________________________
| From: | "Wally Hofmann" <whofmann(at)eudoramail.com> |
| Subject: | propellor spacers etc. |
Since I don't want to screw up at this point, I'll as the experts.
I'm installing the 447 on a FireFly .
The Rotax came with the propeller flange that is on the drive shaft and a plate
for the other side of the prop. The IVO propeller came with 2 plates (inner
and outer). And Kolb furnished a 2.5 inch spacer. Do I use all of these including
the outer flange that came with the Rotax? With it installed, I have about
3 threads sticking out.
When mounting the manifold and carburetor, should any sort of gasket sealer be
used. Should anything be used on the mounting bolts (loctite or anti seize )
.
Use anti seize on the spark plugs?
Thanks in advance.
Wally Hofmann
Wickenburg, Arizona
Join 18 million Eudora users by signing up for a free Eudora Web-Mail account at http://www.eudoramail.com
________________________________________________________________________________
| From: | "Vince Nicely" <vincenicely(at)chartertn.net> |
| Subject: | Re: Streamlining |
Dale and Gang,
>I just ordered the strut fairings from Streamline Fairings so I am very
> interested in the installation in my Firestar
You might consider a little bondo at the top and bottom of the strut
fairings. If the plastic fairings are stiff enough that may be all you
would need. I use a home-made set of aluminum fairings that have stayed in
place by that method for about 235 hours so far. You will just need a
little if it works, so it adds negligible weight.
Vince Nicely
Firestar II
________________________________________________________________________________
| From: | "Larry & Karen Cottrel" <lcottrel(at)kfalls.net> |
| Subject: | Re: Streamlining |
You wrote:
----------
> From: Richard Pike <richard(at)BCChapel.org>
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Streamlining
> Date: Wednesday, August 09, 2000 8:41 AM
>
>
> I have a friend who has a large commercial vacuum molding machine, can
mold
> plastic, and any of the various kinds of heat moldable whatevers that are
> available. I don't know what she would charge per sheet/cycle, but she
has
> said she would/could make anything like that I want for the MKIII, I just
> need to come up with the molds.
> I am planning to make myself fairings for the upper and lower ends of the
> MKIII struts. Would there be any interest from anyone else if I made
molds
> and it was possible to reproduce and sell those little things? I have no
> idea what it would be necessary to charge to make it worth while, so if
> there is any interest from anybody, tell me what you would be willing to
> pay, so that I can figure if it is worth the trouble, or even do-able.
> Richard Pike
> MKIII N4209P (420ldPoops)
>
> I think that the standard price for all the "telemarketing" stuff on tv
is $19.95 isn't it. :-) I guess that is a decision that she would have to
make, but I for one would be very interested in some. It would be nice if
they would fit onto the gear legs too, and be afordable too. I would think
that Kolb would be interested if she could do it on a reasonable scale.
Larry
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: VLS or Canister |
> I would like to hear pros and/or cons on each. The price is near enough
> the same to not be a factor.
> L. Ray Baker
L. Ray and Gang:
The 1050 Soft Pack is cheaper than either. Since you
haven't built the center section, it will not be a problem
to build it with 4 ribs instead of 3. Make the rib space
wide enough for the Soft Pack. Cover the egress with
frangible haircell plastic sheet from BRS (came with my
parachute). Seal the egress with silicone seal and rivet it
in place. Won't have to come back out for 6 years for
repack. Lower the rocket launcher about 4 or 5 inches and
it will be inside also. Route the firing cable in a loop
back through the hole that the flap push/pull rod comes
through, then back around and forward and out a hole in the
bottom of the center section right in front of and over your
head. Then you can grab that handle with left, right, or
both hands without looking for the handle.
Just installed one in my MK III in May or June. I like the
new installation.
Take care,
john h
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: propellor spacers etc. |
I'm not sure about your other questions, but for sure you'll want to use
anti-sieze - sparingly - on the spark plugs. Also, be real sure of the
"reach" of the plugs. You don't want a thread sticking out into the
combustion chamber. Deposits will coat it like rock, and it'll wipe out the
threads in the head when you remove the plug. Too short, and you'll lose
efficiency very quickly. I'm also a true believer in using anti-sieze
on exhaust manifold nuts and bolts in particular, and also on nearly
everything else on an engine in general. Exhaust nuts will come right off
later on, but I've never seen them loosen accidentally. Besides, they
should be safety wired on an airplane anyway, right ?? I use anti-sieze
constantly at work - anywhere there's a thread or connection that'll be
heated or exposed to rust or corrosion. Takes a little longer to clean up
and put together, and it's messier - the stuff doesn't like to come off of
fingers - but the day later on, when you come to take that connection apart,
you'll bless the stuff. Believer Lar.
----- Original Message -----
From: Wally Hofmann <whofmann(at)eudoramail.com>
Sent: Wednesday, August 09, 2000 3:21 PM
Subject: Kolb-List: propellor spacers etc.
>
> Since I don't want to screw up at this point, I'll as the experts.
>
> I'm installing the 447 on a FireFly .
>
> The Rotax came with the propeller flange that is on the drive shaft and a
plate for the other side of the prop. The IVO propeller came with 2 plates
(inner and outer). And Kolb furnished a 2.5 inch spacer. Do I use all of
these including the outer flange that came with the Rotax? With it
installed, I have about 3 threads sticking out.
>
> When mounting the manifold and carburetor, should any sort of gasket
sealer be used. Should anything be used on the mounting bolts (loctite or
anti seize ) .
>
> Use anti seize on the spark plugs?
>
> Thanks in advance.
>
> Wally Hofmann
> Wickenburg, Arizona
>
>
> Join 18 million Eudora users by signing up for a free Eudora Web-Mail
account at http://www.eudoramail.com
>
>
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)alltel.net> |
| Subject: | Re: propellor spacers etc. |
Wally,
The order should be, prop flange on drive shaft, 2.5 inch spacer, IVO inner
spacer, IVO prop, IVO outer spacer, heads of prop bolts.
This should give you enough threads for adding lock nuts if you like.
Denny Rowe
-----Original Message-----
From: Wally Hofmann <whofmann(at)eudoramail.com>
Date: Wednesday, August 09, 2000 6:40 PM
Subject: Kolb-List: propellor spacers etc.
>
>Since I don't want to screw up at this point, I'll as the experts.
>
>I'm installing the 447 on a FireFly .
>
>The Rotax came with the propeller flange that is on the drive shaft and a
plate for the other side of the prop. The IVO propeller came with 2 plates
(inner and outer). And Kolb furnished a 2.5 inch spacer. Do I use all of
these including the outer flange that came with the Rotax? With it
installed, I have about 3 threads sticking out.
>
>When mounting the manifold and carburetor, should any sort of gasket sealer
be used. Should anything be used on the mounting bolts (loctite or anti
seize ) .
>
>Use anti seize on the spark plugs?
>
>Thanks in advance.
>
>Wally Hofmann
>Wickenburg, Arizona
>
>
>Join 18 million Eudora users by signing up for a free Eudora Web-Mail
account at http://www.eudoramail.com
>
>
________________________________________________________________________________
| From: | TCowan1917(at)aol.com |
| Subject: | Re: Kolb-List Digest: 10 Msgs - 08/09/00 |
Do I have to be the first one to say it? What in the H__ll is this drivel
doing on our web site. This is crap and by allowing it on our pages, it is
as though we are condoning or even agreeing with this. This is not what it
is about. What this is about is a congressional candidate using OUR medium
for his own personal gain. Lets get rid of it!!!!!! Ted Cowan
In a message dated 08/10/2000 1:59:16 AM Central Daylight Time,
kolb-list-digest(at)matronics.com writes:
<< From: Michael Heit <bearman(at)compuplus.net>
Subject: Kolb-List: Re: contact
Count me in Dan. In other news:
The Constitution Party of Montana is hosting its First annual
Convention on September 15th & 16th of this year At the Outlaw Inn at
Kalispell, Montana. We will be raffling off a Maadi-Griffin 50 Caliber
weapon (fully operational semi auto) to raise funds for the defense of
Bob Stewart. Details to be sent soon.
Daniel New wrote:
> Dear Friend,
>
> I'm building a new list of people and organizations who are interested
> in working to protect American sovereignty from the unrelenting
> onslaught of the United Nations and those further behind the scenes.
> I know you are (a) supportive of this goal, and (b) an activist in
> this fight for the Liberty of our Posterity.
>
> I'm requesting that you send me any breaking news stories, with a
> particular emphasis on the the UN military or the UN tax system, or
> the UN judicial system. Those are the three legs of the stool
> currently under construction, without which total world domination is
> impossible.
>
> I will relay or foward such information that you send me, on to others
> on the list.
>
> I do original research and send it to all of you.
>
> I will forward, and attempt to generate more cooperation between all
> of us on various initiatives, such as pending legislation, etc.
>
> And here is my first proposal. I need your input on whether this idea
> stinks, or excites you.
>
> Remember how we scorned the idea of the "Nuclear Free Zones"
> of the 60's and 70's? Well, it generated controversy,
> debate, and a climate of support among people who had never
> thought about it before. It was maddening.
>
> Dr. Herb Titus, former ACLU attorney, and now a Christian
> (boy, did that mess up HIS politics!), is now our lead
> attorney over a team of attorneys and researchers on the
> Michael New Legal Defense Fund. Dr. Titus was instrumental
> in developing and promoting the strategy of the anti-Nuke
> forces way back when.
>
> Dr. Titus has offered to develop one or more model "United
> Nations-Free Zone" ordinances which your people can take to
> your friendly city council, county commissioners, etc., and
> start a real debate. You may not succeed in passing the
> ordinance, but the debate will be a success in and of
> itself. It becomes an opportunity to create a hostile
> climate for anyone wanting to fly a UN flag on city or
> county property. It becomes an opportunity to spark a local
> debate on a national and international topic. And if (when)
> ONE entity passes such an ordinance, it will generate (with
> your help and mine) a national press publicity event. >From
> which we can work toward gathering momentum until we reach
> critical mass.
>
> If you see ways to improve this idea, now is the time to say so. The
> old ordinances, for example, forbade any company that does business
> with the city/county from doing business with any company in the
> nuclear industry. We can include that. So a grading or dirt hauling
> contractor, or a fencing company, cannot contract with the Man and
> Biosphere (UN) entities and still contract with the county. Won't
> that be a hoot?
>
> I think you have contacts out there who have contacts, such as
> relatives and neighbors who sit on city and county councils, and
> furthermore, who would love to take this to them and urge passage.
>
> It's something our people can get their teeth into. Your opinion,
> please.
>
> For national sovereignty,
>
> Daniel New
>
>
--
Michael Heit
Candidate House District 74
The Constitution Party of Montana
http://www.ahpom.org
"Put on the whole armour of God, that ye may be able to stand against
the assaults of the devil. For
we wrestle not (only) against flesh and blood but against
principalities, against powers, and against
the worldly governors, (who are) the princes of the darkness of this
world, against spiritual
wickedness, which are in the high places."
Ephesians 6:11-12, Cambridge Geneva Bible, 1591 edition.
"Before a standing army can rule, the people must be disarmed, as they
are in almost every kingdom in Europe. The supreme power in America
cannot enforce unjust laws by the sword, because the whole body of the
people are armed, and constitute a force superior to any band of regular
troops that can be, on any pretense, raised in the United States. A
military force, at the command of Congress, can execute no laws, but
such as the people perceive to be just and constitutional; for they will
possess the power, and jealousy will instantly inspire the inclination,
to resist the execution of a law which appears to the unjust and
oppressive."
Noah Webster: An Examination of the Leading Principles of the Federal
Constitution October 17, 1787
>>
________________________________________________________________________________
| From: | Dale Seitzer <dale(at)gmada.com> |
Great Idea! I even have a little can of the lightweight Bondo--it dries
fast and hard and really sticks to stuff. I need to see how tight the
vinyl is around the strut--it it is loose I do not want it to rattle so
that could be another problem. Dale
-----Original Message-----
From: Vince Nicely
Sent: Wednesday, August 09, 2000 8:32 PM
Subject: Re: Kolb-List: Streamlining
Dale and Gang,
>I just ordered the strut fairings from Streamline Fairings so I am very
> interested in the installation in my Firestar
You might consider a little bondo at the top and bottom of the strut
fairings. If the plastic fairings are stiff enough that may be all you
would need. I use a home-made set of aluminum fairings that have stayed in
place by that method for about 235 hours so far. You will just need a
little if it works, so it adds negligible weight.
Vince Nicely
Firestar II
________________________________________________________________________________
| From: | "Christopher John Armstrong" <Tophera(at)centurytel.net> |
| Subject: | Re: Kolb-List Digest: 10 Msgs - 08/09/00 |
-----Original Message-----
From: TCowan1917(at)aol.com <TCowan1917(at)aol.com>
Date: Thursday, August 10, 2000 6:37 AM
Subject: Kolb-List: Re: Kolb-List Digest: 10 Msgs - 08/09/00
>
> Do I have to be the first one to say it? What in the H__ll is this
drivel
>doing on our web site. This is crap and by allowing it on our pages, it is
>as though we are condoning or even agreeing with this. This is not what it
>is about. What this is about is a congressional candidate using OUR medium
>for his own personal gain. Lets get rid of it!!!!!! Ted Cowan
I am usually very tolerant of off list stuff but I agree this was really
rude.
Only thing I can think to do about it is send a direct message to the
sender, not back to the list and tell him that I have informed everyone I
know in Montana Congressional District 74 not to vote for Michael Heit.
besides sending us crap he is clearly a conspiracy theory psycho!
Topher
________________________________________________________________________________
| From: | "Thompson, Charles" <charles.thompson(at)dsl.net> |
| Subject: | propellor spacers etc. |
GOod morning gang: Anybody looking for a prop spacer? i have one, made by
Judy Saber and lightened on a Bridgeport miller by a licensed machinist.
I'll sell it for $75.00 shipping included. I don't need it. It is drilled
for the standard 75 mm pattern.
________________________________________________________________________________
| From: | "Ron C Reece" <rcreec(at)ftw.rsc.raytheon.com> |
| Subject: | flight near weather |
With all this talk of flying in weather, I thought I'd let the group take a
gander at this. And NO! It's not a Kolb.
http://lightning.pwr.eng.osaka-u.ac.jp/lrg/temp/plane.html
Ron Reece
FSII
tail and one wing finished
________________________________________________________________________________
| From: | "erich_weaver(at)urscorp.com |
by smtp102.urscorp.com (Lotus Domino Release 5.0.2c (Intl))
with ESMTP id 2000081012115891":120102(at)matronics.com;
| Subject: | Re: VLS or Canister |
2000) at 08/10/2000 12:19:43 PM,
Itemize by SMTP Server on SMTP102/URSCorp(Release 5.0.2c (Intl)|2 February
2000) at 08/10/2000 12:11:59 PM,
Serialize by Router on SMTP102/URSCorp(Release 5.0.2c (Intl)|2 February
2000) at 08/10/2000 12:12:01 PM,
Serialize complete at 08/10/2000 12:12:01 PM
Ray:
I got the VLS, and was able to modify the gap seal to accomodate it without
any real problems - just a bunch of trimming, checking the fit, and
trimming again. If I can do it, I know you can. I liked the VLS over the
canister because it seems more streamlined to me, and looks better tucked
down into the gap seal.
More of a headache for me was mounting the VLS unit above the cage. The
instructions I got from BRS were physically impossible to achieve given the
cage construction. So, I had to improvise, using some aluminum channel.
In the end it all worked out, and I got a buy-off on the installation from
BRS after sending them some pictures. Its all very do-able, just takes a
heck of lot more time than you would expect - nothing new there, right?.
With respect to which model (gross weight) VLS to get, I cant argue with
your decision to go with the heavier one. Contrary to what some have
written however, I was able to purchase the 900 version for the Kolb Mrk
III. I had to sign a statement that said I would not exceed the gross
weight limit before BRS would do it. I feel OK with this, but its
obviously each individual's decision.
Regards,
Erich Weaver
erich_weaver(at)urscorp.com
5383 Hollister Avenue, Suite 120
Santa Barbara, California 93111
805-683-0200
805-683-0201 fax
________________________________________________________________________________
| From: | Dale Seitzer <dale(at)gmada.com> |
| Subject: | RE: NASA Small engine research |
NASA had a large display at OshKosh--they are doing research on engines
like a small two stroke diesel and small jet engines--they had one that
weighed 85 lbs--When can we see a Kolb engine install kit for a jet engine.
I remember a Mechanix Illustrated article from the 70's where someone
developed a very small jet engine and they put it on a go Kart. Does
anyone else know of research on small jet engines for private aviation?
Dale Seitzer
________________________________________________________________________________
| From: | Brandon Hughes <behughes93(at)yahoo.com> |
| Subject: | Re: RE: NASA Small engine research |
http://www.amtjets.com/gallery_real_plain.html
Check this out. I think two of these would go on a
firestar quite nicely.
--- Dale Seitzer wrote:
>
>
> NASA had a large display at OshKosh--they are doing
> research on engines
> like a small two stroke diesel and small jet
> engines--they had one that
> weighed 85 lbs--When can we see a Kolb engine
> install kit for a jet engine.
> I remember a Mechanix Illustrated article from the
> 70's where someone
> developed a very small jet engine and they put it on
> a go Kart. Does
> anyone else know of research on small jet engines
> for private aviation?
> Dale Seitzer
>
>
>
> through
>
> http://www.matronics.com/archives
> http://www.matronics.com/emaillists
>
> Matronics!
>
>
>
>
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
Thanks for the feedback guys, when I make my strut fairings, I will do it
with molds so that they can be vacuum molded and duplicated if it is cost
effective. It appears that $20 per each would be the max cost.
Don't get impatient, this is the last you will hear about it until next
spring, it will be a winter project.
Richard Pike
MKIII N420P (420ldPoops)
________________________________________________________________________________
| From: | "Jeremy Casey" <jrcasey(at)mindspring.com> |
| Subject: | Off topic but please read.... |
I have no idea if this is for real but I've actually heard of the guy who
supposedly wrote it...(Lindy's Rotax buddy??? Danny Day) If it is for real
then they need to be identified.....
From hear down was copied from a message on a VW aero conversion mailing
list...
---------------
Picked this up on Usenet R.A.H. - anybody know ?
Ray
Kelly (airstar(at)pacbell.net) wrote:
I am posting this email which I received from Danny Day at CUA. -K
Hi Friends,
This is serious, not a joke at all, please read on!
This week the wreckage of a Rans S-6 was found west of China Lake
in a
mountainous area. The remains of two were in the wreckage. The
coroner
said it happened in winter about 8 years ago. The Rans was 582
powered,
oil injected. The panel was minimal, no egt or water temp, air
speed
only. The sail cloth was blue and white. Both of the victims were
wearing head sets. One on the head, the other person had the head
set
around the neck. It is presumed that the crash occurred in the
snow. One
can only speculate weather they froze to death, the only broken
bones
were leg fractures. No ID from either person was readable. Please
pay
close attention to the next part. The only readable piece of data
was a
laminated card with stamp marks like you get from a video store
for a
free movie after so many rentals or a movie theater perhaps.
They believe that the name is Gary or Gerry Davidson.
If you are aware of two people missing approximately 8 years ago
please
contact me Via e-mail cuac(at)aol.com. I was told by a reliable
source
that they are not going to peruse this case because of a lack of
pressure and because it is an ultralight, not an aircraft. I don't
know
about the rest of you but I believe that these two people need to
be
identified so their familles can have some closure. I guess that
flying
an ultralight makes you less of a human. If it were a " real
airplane "
you would deserve all of the tax dollars and benefits.
We are a small community, and in 1992 we were even smaller. Please
contact me if you have the slightest feeling that you may have
some info
to solve this mystery.
Respectfully,
________________________________________________________________________________
| From: | Possum <possums(at)mindspring.com> |
| Subject: | Re: Off topic but please read.... |
osting this email which I received from Danny Day at CUA. -K
>
>Hi Friends,
>This is serious, not a joke at all, please read on!
>This week the wreckage of a Rans S-6 was found west of China Lake
>in a
>mountainous area. The remains of two were in the wreckage. The
>coroner
>said it happened in winter about 8 years ago. The Rans was 582
>powered,
>oil injected.
Did they have 582s-with fuel injection in 1992?
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Off topic but please read.... |
The Rans was 582
> >powered,
> >oil injected.
>
> Did they have 582s-with fuel injection in 1992?
Possum
Possum and Gang:
FAA investigates all aviation accidents involving fatalies,
whether GA, Commercial, experimental, or ultralight
vehicles. They do not investigate all aviation accidents
that do not involve fatalies. When I totaled my MK III in
1992, they told me they were coming, gave me a date and
time. That was the last I heard from them. Still waiting.
Sounds like another hoax.
john h
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Off topic but please read.... |
> Sounds like another hoax.
>
> john h
Possum and Gang:
Forgot to answer your question.
My 582 was purchased Jan 92 with oil injection, not fuel
injection. Would have liked to have had fuel inj back then,
or now.
john h
________________________________________________________________________________
| From: | "Larry & Karen Cottrel" <lcottrel(at)kfalls.net> |
| Subject: | Re: Strut fairings |
Riichard,
when I said 19.95, kinda hoped that would be for a set????????? Perhaps
you can talk her into volume instead of making it all at once.
I admit it I am cheap :-/
larry
----------
> From: Richard Pike <richard(at)BCChapel.org>
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: Strut fairings
> Date: Thursday, August 10, 2000 1:37 PM
>
>
> Thanks for the feedback guys, when I make my strut fairings, I will do it
> with molds so that they can be vacuum molded and duplicated if it is cost
> effective. It appears that $20 per each would be the max cost.
> Don't get impatient, this is the last you will hear about it until next
> spring, it will be a winter project.
> Richard Pike
> MKIII N420P (420ldPoops)
>
>
>
________________________________________________________________________________
| Subject: | Updated pictures on website |
| From: | Bruce E Harrison <bharrison(at)juno.com> |
Hello all who struggle with the covering process. I've just added a
series of photos which detail recovering a set of damaged Loehle Parasol
Sport wings. Before, during and after shots are included. Enjoy, and
remember it is worth it all when you get to go UP THERE.
http://www.bruceharrison.homestead.com/Recoveringproject.html
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: RE: Off Topic |
> The FAA did not investigate. In fact the next day I was talking with an
> FAA offical in his office when the Texas Highway Patrol called to report
> another fatality involving a ultralight in our area.
> Sam Cox
Sam and Gang:
That is sad to hear. Seems they do have the man power to
investigate seemingly unimportant incidents to the point of
harassing individuals at great cost, but can't be bothered
with fatalities in some cases.
I stand corrected.
john h
________________________________________________________________________________
| From: | "Christopher John Armstrong" <Tophera(at)centurytel.net> |
| Subject: | Re: propellor spacers etc. |
>GOod morning gang: Anybody looking for a prop spacer? i have one, made by
>Judy Saber and lightened on a Bridgeport miller by a licensed machinist.
>I'll sell it for $75.00 shipping included. I don't need it. It is drilled
>for the standard 75 mm pattern.
what length?
what total weight?
was it re anodized after you lightened it?
Topher
________________________________________________________________________________
| From: | Woody <duesouth(at)govital.net> |
We covered half a wing and another horizontal tail section last night.
Tonights question goes to big Lar. What am I doing wrong wrong. I enjoy the
covering process and find no major problem in doing it. So much so in fact
I can't see where there would be a problem after you have done a tail
section or two to get your confidence up. Come on Lar confess your problem
and we will see if we can get you motivated again. Bring the stuff inside
your airconditioned house, set it up on the dining room table, take a wiff
of Polytac and go for it. Just don't try to pretighten it by hand as you
install it. Just keep the wrinkles off the tubes.
Just trying to be helpful
Woody
________________________________________________________________________________
| From: | Woody <duesouth(at)govital.net> |
| Subject: | Re: Off topic but please read.... |
>
>I have no idea if this is for real but I've actually heard of the guy who
>supposedly wrote it...(Lindy's Rotax buddy??? Danny Day) If it is for real
>then they need to be identified.....
No offence but this story has all the warning signs of an urban legend.
Passed on from a friend of a friend, minimal amount of substantiated data,
shocking events, etc. Can't imagine the media not playing this one to the
hilt.There are web sites just for urban legends. perhaps you could check
them to see if it has made the list yet.
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)alltel.net> |
| Subject: | Streamlining Mark-3 classic |
Hellow Kolbers,
Has anyone considered totally eliminating the gap seal alltogether? A am
looking hard at my gap seal which is complete, and considering how it
intersects with my doors, which are still on the design board. It seems
possible to build a lower gap seal, that is flatter over the bow area, and
rounds upward on top to meet the wing roots. This new type of gap seal
would only go as far forward as the windshield bow, so it would not
interfear with the air coming up over the windshield/door area. Since the
gap seal is really only cosmetic, and not functional, unless used as a wing
tank, or parachute holder, it seems like a possible area to lighten up the
ship, and reduce drag.
Don't get me wrong, I don't want to creat a new ugly duckling like the
CH-701, but I am going to spend a week or so, kicking around a lot of ideas
about this area of my plane, and what I may be able to do differant.
If anyone has any thoughts on this that you would like to share, I'd like to
hear them.
Take care,
Denny Rowe
Building Mark-3
western pa
rowedl(at)alltel.net
________________________________________________________________________________
| From: | aquila33(at)webtv.net (dann mann) |
This process is very simple. Follow the instructions and just do it. The
worst part is spraying the polycoat. Use a couple of fans with
disposable furnace filters to catch some of the particles of aluminum.
By the way if anyone needs the Polyfiber manual and Video I have both
for sale. They are yours for $33 including postage in the USA. Very
helpful to watch the video for all the little techniques.
Dan
________________________________________________________________________________
| From: | "Lindy" <lindy(at)snowhill.com> |
| Subject: | Fw: Rans S-6 found in Ca. Need help with ID of 2 with few clues |
----- Original Message -----
From: <Cuac(at)aol.com>
; ; ;
; ; ;
;
Sent: Thursday, August 10, 2000 1:32 AM
Subject: Rans S-6 found in Ca. Need help with ID of 2 with few clues
> Hi Friends,
>
> This is serious, not a joke at all, please read on!
>
> This week the wreckage of a Rans S-6 was found west of China Lake in a
> mountainous area. The remains of two were in the wreckage. The coroner
> said it happened in winter about 8 years ago. The Rans was 582 powered,
> oil injected. The panel was minimal, no egt or water temp, air speed only.
> The sail cloth was blue and white. Both of the victims were wearing head
sets.
> One on the head, the other person had the head set around the neck.
> It is presumed that the crash occurred in the snow. One can only speculate
> weather they froze to death, the only broken bones were leg fractures.
> No ID from either person was readable. Please pay close attention to the
next
> part.
>
> The only readable piece of data was a laminated card with stamp marks like
> you
> get from a video store for a free movie after so many rentals or a movie
> theater perhaps.
>
> They believe that the name is Gary or Gerry Davidson.
>
> If you are aware of two people missing approximately 8 years ago please
> contact me
>
> Via e-mail cuac(at)aol.com. I was told by a reliable source that they are
not
> going to peruse this case because of a lack of pressure and because it is
an
> ultralight, not an
> aircraft. I don't know about the rest of you but I believe that these two
> people need to be identified so their familles can have some closure. I
guess
> that flying an ultralight
> makes you less of a human. If it were a " real airplane " you would
deserve
> all of the tax dollars and benefits.
> We are a small community, and in 1992 we were even smaller. Please contact
me
> if you have the slightest feeling that you may have some info to solve
this
> mystery.
>
> Respectfully,
>
> Danny Day
________________________________________________________________________________
| From: | "Lindy" <lindy(at)snowhill.com> |
| Subject: | Re: RE: NASA Small engine research |
Dave----
we are working on it in lower Alabama-the home of Army Fixed and Rotary
wing Aviation--We know the following--from Issac
Newton--Thrust --is-mass-times velicoty Change--mxvc
Putting a jet--axial or centrigugal flow is not cost effective at this time
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: Updated pictures on website |
Very nice job, very nice pictures, but I have a question - unrelated to the
covering............I've started - slowly - to build a website, and chose
the homestead way. Now I'm curious, since yours is
homestead................the format of that page (??) was too wide for my
screen, and I had to scroll back and forth to see it all. Is that typical,
or is there a way to make it fit ?? I tried to find a zoom, or % control,
and couldn't. I'm using Internet Explorer. Big Lar.
----- Original Message -----
From: Bruce E Harrison <bharrison(at)juno.com>
Sent: Friday, August 11, 2000 5:44 PM
Subject: Kolb-List: Updated pictures on website
>
> Hello all who struggle with the covering process. I've just added a
> series of photos which detail recovering a set of damaged Loehle Parasol
> Sport wings. Before, during and after shots are included. Enjoy, and
> remember it is worth it all when you get to go UP THERE.
>
> http://www.bruceharrison.homestead.com/Recoveringproject.html
>
>
________________________________________________________________________________
| From: | "David Bruner" <brunerd(at)hvi.net> |
| Subject: | RE: NASA Small engine research |
Take a look here:
http://www.amtjets.com/gallery_real_plain.html
> I remember a Mechanix Illustrated article from the 70's where someone
> developed a very small jet engine and they put it on a go Kart. Does
> anyone else know of research on small jet engines for private aviation?
> Dale Seitzer
>
>
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
Morning Gang:
Anybody got any further info on the following accident, one
fatality and one serious injury:
***************************************************************
**** 08/11/2000 Preliminary Accident/Incident Data
Record 1 ****
A. Type: A Mid Air: N Missing: N Entry date: 08/11/2000
From: SOUTHERN REGION OPERATIONS CENTER
B. Reg. No.: UNREG M/M: ULTR Desc: UNREGISTERED
ULTRALIGHT
Activity: Pleasure Phase: Unknown GA-A/C: Other
Descr: UNREGISTERED ULTRALIGHT EXPERIENCED ENGINE PROBLEMS,
CIRCLED A
HOUSE, LOST SPEED, STALLED, AND CRASHED, THE PILOT
SUFFERED FATAL
INJURIES, THE PASSENGER HAS SERIOUS INJURIES, OTHER
CIRCUMSTANCES
ARE UNKNOWN, CHATSWORTH, GA.
WX: UNKN
Damage: Substantial
C2. Injury Data: # Crew: 1 Fat: 1 Ser: 0 Min:
0 Unk:
# Pass: 1 Fat: 0 Ser: 1 Min:
0 Unk:
# Grnd: Fat: 0 Ser: 0 Min:
0 Unk:
D. Location. City: CHATSWORTH State: GA Country: US
E. Event Date: 08/04/2000 Time: 2343
F. Invest Coverage. IIC: Reg/DO: SO11 DO City: ATLANTA
DO State: GA Others:
Dest: UNKN Last Radio Cont: NONE Flt Plan: NONE
Last Clearance: NONE WX Briefing: N
Other:
**************************************************************
I'll see if anything is in any of the newspapers near
Chatsworth, Ga.
Take care and fly safe,
john h
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
>I had the 'fox outside today working on the flaperons
>and a car stopped in the driveway, (nothing unusual so far).
>A lady got out and had ID around her neck for The Indianapolis
>Star, the local newspaper. (this is where the unusual part comes in).
>She said she had seen the plane in the garage last tuesday and
>that they want to do a story on it! I told her ok. She is going
>to contact me about setting up an appointment. I thought I would
>explain about the EAA and this list being a great help to me.
>What do you guys think? Has anyone on the list been through this before?
I quit speaking to mediatypes about 10 years ago after this
crowning touch on mis-representing "the news:"
Dee and I were out flying one cool and smooth day at lunchtime
at the little airport we used to own. While landing, I noticed
a large, obviously non-amateur camera set up on a tripod out in
the grass and panning my landing. Needless to say I was more than
extra mindful of doing a good job. By the time we taxied around
to the hangar, reporter and cameraguy were hoofing it across the
field to talk to us.
Seems newspaper headlines for that morning spoke of "Six near
misses" in Wichita over the past year. What they wanted from me
was, "my reaction" to this frigntening revelation and, "what do you
think the FAA should do about it?"
How do you explain a very complex set of facts involving
pilot responsability, limitations of government owned
facilities and personel, and limits imposed by the laws
of physics and the current state of the art in anti-collision
technology. . . . and squeeze it into a 1 minute or less?
What appeared on the 6:00 o'clock news was, "local pilot
sez FAA's equipment broke and airline passengers are doomed."
What they used from my interview was two sound bytes
pulled out of context that appeared to support the
premise of their "news blurp".
Since that time, I've declined to speak to anyone from the
so called "news" media. When asked, I tell them, "because
you never get it right."
Obviously, an in-depth feature story is different than trying
to explain physics of the universe to to a wild-eyed,
sensationalist reporter. BUT . . . there are still risks.
I'd recommend that you agree to support the piece. Heaven
knows that we can use all the positive publicity we can
get. Try to extract a promise from the reporter that you
are allowed to proof the FINAL article before it goes to
print. The pitfalls are that while your project may be the
leading particular of the article, someone ELSE may decide
to provide background about a couple of accidents involving
amateur built aircraft. While the intent may be well-meaning,
the result could be that your wife gets piles of condolance
letters suggesting that she keep your life insurance paid up,
"your gonna need it lady." Amateur built aviation doesn't need
that kind of exposure. The only way to avoid this is to
get personally involved in the whole production effort for
the piece. Left to their own devices, media reporters and
writers are dismal purveyors of fact. Give the reporter
a couple of issues of Sport Aviation to read.
Bob . . .
--------------------------------------------
( Knowing about a thing is different than )
( understanding it. One can know a lot )
( and still understand nothing. )
( C.F. Kettering )
--------------------------------------------
http://www.aeroelectric.com
________________________________________________________________________________
| From: | gerken(at)us.ibm.com |
| Subject: | Maule wheel fender |
Anyone know where I can find a good closeup photo of a Maule type wheel
fariing? It is a kind of fender, with a fairing in back of the wheel,
almost like a wheel pant that the sides blew out of. The tire and rim are
visible from the side. I want to build a set and would like one more look
at them first. I tried an internet search, but did not find it. Thanks.
Jim G
________________________________________________________________________________
| From: | gerken(at)us.ibm.com |
| Subject: | Re: Followup on EXPERIMENTER article on drag of stranded cables |
The issue is the June 2000 one, with the great photo of the MKiii Xtra
flying over the water on the cover. Page 39 begins an article by Bob
Whittier called "Working with Wire and Cable", 6 pages total. Most of the
article is concerning the old methods of attachment to tangs and fittings,
but there is about a page and a half addressing drag. In the article, Bob
is quoting from many different books on the subject and not all of it fits
together. There is way too much so I cannot net it out for you here, but I
will re-state a few of the more interesting factoids so you drag-reduction
(D-R) guys will be prompted to go dig it out.
Statements from the article:
- a stranded cable has 20-30% more drag than a smooth wire of same
diameter.
- a round cable has 19 times as much drag as a streamlined tie rod
- two cables, one placed closely behind the other in the airstream, have
lower drag than one alone would have
- ...illustration on page 43 shows pairs of cables fitted with filler
strips...
- The streamline fairing could be made as follows: get a board of pine or
other light wood,...
You get the idea. It is worth looking into if you are one of us in the D-R
club.
I will begin looking at simple methods of streamlining the tail cables and
report back when I have something workable and safe.
Jim G
________________________________________________________________________________
| From: | Tom Kuffel <kuffel(at)cyberport.net> |
John H:
<>
Sam:
<>
Suspect the policy is more than regional. According to the local county
sheriff, when Henry Hoye crashed his Mark III, killing himself and his
passenger, the FAA orginally said they would not get involved as it was
an ultralight crash. This changed the instant they realized the vehicle
was an N-registered homebuilt.
Suspect this is a direct result of the FAA regulations treating 103
ultralights as "vehicles" which happen to fly and explicitly *not*
aircraft. So John is partly right in the sense the FAA views ultralight
crashes as not being "aviation accidents".
And yes, the 2 "unknown" bodies have all the symptoms of an urban
legend. When I lived in Alaska, it was common to find crash sites years
after the event. We never had a problem determining which missing plane
had been found even though Alaska produces over 100 missing planes per
year (more than the entire lower 48 combined). A bigger problem was
someone finding a known site and thinking it was a new discovery.
Tom Kuffel
Sporadically working on a clip-wing original Firestar
________________________________________________________________________________
| From: | "Robert E. Kearbey, D.D.S." <kearbey(at)jps.net> |
So well put!!!
----- Original Message -----
From: Robert L. Nuckolls, III <nuckolls(at)aeroelectric.com>
Sent: Friday, August 11, 2000 8:38 AM
Subject: Kolb-List: Re: Newspaper
>
> >I had the 'fox outside today working on the flaperons
> >and a car stopped in the driveway, (nothing unusual so far).
> >A lady got out and had ID around her neck for The Indianapolis
> >Star, the local newspaper. (this is where the unusual part comes in).
> >She said she had seen the plane in the garage last tuesday and
> >that they want to do a story on it! I told her ok. She is going
> >to contact me about setting up an appointment. I thought I would
> >explain about the EAA and this list being a great help to me.
> >What do you guys think? Has anyone on the list been through this before?
>
> I quit speaking to mediatypes about 10 years ago after this
> crowning touch on mis-representing "the news:"
>
> Dee and I were out flying one cool and smooth day at lunchtime
> at the little airport we used to own. While landing, I noticed
> a large, obviously non-amateur camera set up on a tripod out in
> the grass and panning my landing. Needless to say I was more than
> extra mindful of doing a good job. By the time we taxied around
> to the hangar, reporter and cameraguy were hoofing it across the
> field to talk to us.
>
> Seems newspaper headlines for that morning spoke of "Six near
> misses" in Wichita over the past year. What they wanted from me
> was, "my reaction" to this frigntening revelation and, "what do you
> think the FAA should do about it?"
>
> How do you explain a very complex set of facts involving
> pilot responsability, limitations of government owned
> facilities and personel, and limits imposed by the laws
> of physics and the current state of the art in anti-collision
> technology. . . . and squeeze it into a 1 minute or less?
>
> What appeared on the 6:00 o'clock news was, "local pilot
> sez FAA's equipment broke and airline passengers are doomed."
> What they used from my interview was two sound bytes
> pulled out of context that appeared to support the
> premise of their "news blurp".
>
> Since that time, I've declined to speak to anyone from the
> so called "news" media. When asked, I tell them, "because
> you never get it right."
>
> Obviously, an in-depth feature story is different than trying
> to explain physics of the universe to to a wild-eyed,
> sensationalist reporter. BUT . . . there are still risks.
> I'd recommend that you agree to support the piece. Heaven
> knows that we can use all the positive publicity we can
> get. Try to extract a promise from the reporter that you
> are allowed to proof the FINAL article before it goes to
> print. The pitfalls are that while your project may be the
> leading particular of the article, someone ELSE may decide
> to provide background about a couple of accidents involving
> amateur built aircraft. While the intent may be well-meaning,
> the result could be that your wife gets piles of condolance
> letters suggesting that she keep your life insurance paid up,
> "your gonna need it lady." Amateur built aviation doesn't need
> that kind of exposure. The only way to avoid this is to
> get personally involved in the whole production effort for
> the piece. Left to their own devices, media reporters and
> writers are dismal purveyors of fact. Give the reporter
> a couple of issues of Sport Aviation to read.
>
>
> Bob . . .
> --------------------------------------------
> ( Knowing about a thing is different than )
> ( understanding it. One can know a lot )
> ( and still understand nothing. )
> ( C.F. Kettering )
> --------------------------------------------
> http://www.aeroelectric.com
>
>
________________________________________________________________________________
| From: | "Jeremy Casey" <jrcasey(at)mindspring.com> |
| Subject: | Streamlining Mark-3 classic |
Hellow Kolbers,
Has anyone considered totally eliminating the gap seal alltogether? A am
looking hard at my gap seal which is complete, and considering how it
intersects with my doors, which are still on the design board. It seems
possible to build a lower gap seal, that is flatter over the bow area, and
rounds upward on top to meet the wing roots. This new type of gap seal
would only go as far forward as the windshield bow, so it would not
interfear with the air coming up over the windshield/door area. Since the
gap seal is really only cosmetic, and not functional, unless used as a wing
tank, or parachute holder, it seems like a possible area to lighten up the
ship, and reduce drag.
Don't get me wrong, I don't want to creat a new ugly duckling like the
CH-701, but I am going to spend a week or so, kicking around a lot of ideas
about this area of my plane, and what I may be able to do differant.
If anyone has any thoughts on this that you would like to share, I'd like to
hear them.
Take care,
Denny Rowe
Building Mark-3
western pa
rowedl(at)alltel.net
WELL GAWWWWWWWWLEEEEEE! (As Gomer Pyle used to say...)
Great minds think alike or is that feeble ones...ah who cares. I have been
kicking that idea around for a couple of months and even pitched it at Norm
at TNK back in June. His one concern was a good one. According to Homer
the interference drag from the fuselage is one of the things that starts the
stall at the inboard end of the "no washout" wing. So the interference drag
being cleaned up substantially could cause a more abrupt stall due to the
inboard end not "gettin' dirty" soon enough. One possible solution to that
problem would be stall strips on the leading edge ala Piper Tomahawk. But
that possible problem is down the road. I have taken a couple of dozen of
digital pictures from every angle to figure what would flow well. What I'm
thinking on is a molded "cover" of sorts that would flow from the top of the
wing from the trailing edge up to about the main spar location or possibly a
few inches farther forward and then flow down and fit to the windshield bow
tube. This would give a kind of Wittman Tailwind looking leading edge. Now
if this could be made out of Lexan then that would be fantastic but I think
that is probably to tall of an order working in my basement with no
equipment and no idea how to form it....But fiberglass is very doable and
above all cheap. Visibility would be no worse than before and you could
mount the BRS 1050 softpack under it with an access hole to fire through ala
John Hauck's setup. Now my plan is this...after I mount the wings then get
some styrofoam block and make a shaped mold...widdle away on it till it
looks smooth and take a bunch of pictures to post to the List to get more
feedback!!! WOW , what a plan....anyway I have spent several hours sitting
in the cage with cardboard and spring clamps all around and think I have a
good idea but I won't know till it's done...I'll post a few pics in a month
or so...
Jeremy Casey
jrcasey(at)mindspring.com
P.S. I ran this idea by our resident aerodynamicist Topher and got some
input from him. A good point he added was that any gains in drag reduction
on the leading edge of the gap seal will be dampened by the engine somewhat
when that wonderfully clean air gets back that far. But at the very least
it will look funny and take a whole lot of extra time right??? (Figured I'd
save you guys the trouble of shooting that back at me...hehehehe :) )
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
> Anybody got any further info on the following accident, one
> fatality and one serious injury:
>
>
Hello Gang:
The above accident posted by FAA this morning, 11 Aug,
happened a week ago 4 Aug. Just noticed that as I reread it
while trying to do a search of newpapers in that area. Will
let you all know is I find some info.
john h
________________________________________________________________________________
| From: | "deckard" <deckard(at)sheltonbbs.com> |
The local newspaper did an article on my challenger, It was real positive.
The only thing that was off was the headline "Local Man Builds Homemade
Airplane" I would have preferred "homebuilt".
Jerry Deckard
________________________________________________________________________________
| From: | "Thompson, Charles" <charles.thompson(at)dsl.net> |
| Subject: | propellor spacers etc. |
>Judy Saber and lightened on a Bridgeport miller by a licensed machinist.
>I'll sell it for $75.00 shipping included. I don't need it. It is drilled
>for the standard 75 mm pattern.
what length? 1.75 inches
what total weight? MAYBE LESS THAN 1 lb
was it re anodized after you lightened it? NO, i'D HAVE TO SELL IT FOR
125.00. i COATED IT - THE DRILLED HOLES - WITH THINNED EPOXY.
Topher
________________________________________________________________________________
| From: | Possum <possums(at)mindspring.com> |
>
>Morning Gang:
>
>Anybody got any further info on the following accident, one
>fatality and one serious injury:
message forwarded below-
From: GSFC
Subject: another tragedy
Sorry to report another death of a trike pilot in the same area as the first
death I reported. (North Georgia ) His name was Craig or Chris Rogers.
I met him once about 6 weeks
ago when he landed his Aquilla 503 on the dam at the lake I fly out of (I
fly the Antares on floats). I flew with him a while and was immediately
nervous as he did a lot of whip stalls and wingovers with his dad in the
back seat. He was not more than 300 to 500 feet over tree terrain. Although
he seemed to handle the trike well, I thought he was taking chances.
When he died, he was buzzing his house with his wife of two weeks in the
back seat. He made a low pass, did a quick 180 and made the same pass back.
The story I got was that his wing must have hit his own turbulence and he
went into the ground before he had a chance to correct. His dad was watching
the whole ordeal. He flew out of the same field that Waymon Cochran, the
other pilot who died, flew out of. They both learned from the same guy, a
Jones fellow I believe. I'm certainly not suggesting anything about the
training they received but for whatever reason, that's two deaths in my
area, both killing innocent passengers, and both due to barnstorming. I hope
with each senseless death like this we read about, we'll all fly a little
higher and safer and be especially aware of the responsibility of taking
someone else up.
It is a very heartbreaking story for the dad as his other son, who I knew,
killed himself driving to work in the fog back in the early 80's.
Joe Kirby.
________________________________________________________________________________
| From: | "Geoff Thistlethwaite" <geoffthis(at)worldnet.att.net> |
| Subject: | Firestar flaperons? |
List,
While contemplating my rebuild I was wondering is it would be possible to
install flaperons a la the Firefly on my Firestar. Has anyone done this? Is
it possible?
I tend to go opposite of some on the list and wish to go slower rather than
streamline everything and try to go faster. If I wanted to go faster I'd
have gotten a faster plane:)
Could one off the Firefly builders send me(via email) photos of the
laperon - torque tube assembly as well as the workings to the handle in the
cockpit?
I had pictures from Sun-n-Fun from years ago but they got sprayed with MEK
during my building and are ruined.
Comments, suggestions and criticisms are welcome
Thanks
Geoff Thistlethwaite
________________________________________________________________________________
| From: | Robert Noyer <ronoy(at)shentel.net> |
| Subject: | Re: Firestar flaperons? |
How abt xerox cys of *blue prints*? Via FailMail.
bn 070 FF
________________________________________________________________________________
| From: | Timandjan(at)aol.com |
I am a member of the media, and I agree that it's real essy to take the news
and slant it to for an agenda, I call those journalists the assholes of the
profession. So often it's also the television types (sorry if anybody out
there is one). I have worked along with them, and what happens is that they
so often run with the first bit of news they get, never coming back with a
corrected version later when the facts are in, the problem is that everybody
remembers the wrong story put on the air. And they live by the rule that once
the story is aired, they are on to the next story. They only run a correction
if their but is in trouble and where they could be sued.
It's a shame for the whole media. I have been a photographer for newspapers
for 13 years, and left daily journalism for some of these reasons. Now I work
for a set of papers that enables me to travel all over the world, fly in
military planes, cruise on ships etc. The best job I could have wanted.
So just be leary, on the other hand, I have been able to do a lot of
positive stories of aviation and some of us still believe in why the media is
here.
Just thought that some of you would like an inside view.
Tim
________________________________________________________________________________
| From: | "Christopher John Armstrong" <Tophera(at)centurytel.net> |
| Subject: | Re: Firestar flaperons? |
>List,
>While contemplating my rebuild I was wondering is it would be possible to
>install flaperons a la the Firefly on my Firestar. Has anyone done this? Is
>it possible?
I am putting flaperons on my FIrestar II. In order to a ccomplish this the
rear mount for the torque tube is removed from the cage and replaced with
one that pivots. the torque tubes rear bushing is mounted so that it can
slide and a control brought forward to the cockpit to control the flaperon
angle. You also need to have longer aileron pushrods... the ones for the
firefly should work, 29" instead of 27" if my memory serves me right? also
you will probably want bigger ailerons then stock firestar II. mine come
all the way inboard to the first full wing rib outside the prop arc.
Understand that your aileron control forces will be quite a bit heavier then
the shorter ailerons.
All this will buy you maybe a few miles per hour stall speed reduction, but
a significant increas in short field performance, since slipping the
firestar type aircraft does not increase drag as much as aircraft with full
tailcones. reflexing the ailerons might also gain you a touch of top end
and allows for triming the plane in flight for different situations. When I
get Flying, hopefully in about 4 months I let you know whether all my tiny
modes add up to a hill of beans.
Topher
________________________________________________________________________________
| Subject: | Re: Updated pictures on website |
| From: | Bruce E Harrison <bharrison(at)juno.com> |
I'll have to research that a bit, Larry. I do know that if you get better
results the larger the monitor you have. On a 15", I have to scroll too.
When viewed on a 17", more of the page is available without scrolling,
and it gets even better on a 19" monitor.
Your other immediate option is to only put objects on your pages in a
narrower format. In other words, set them up to fit within the viewable
area. I feel cramped doing that so I just let the viewer scroll around to
see what they want to see. Cheers.
writes:
>
>
> Very nice job, very nice pictures, but I have a question - unrelated
> to the
> covering............I've started - slowly - to build a website, and
> chose
> the homestead way. Now I'm curious, since yours is
> homestead................the format of that page (??) was too wide
> for my
> screen, and I had to scroll back and forth to see it all. Is that
> typical,
> or is there a way to make it fit ?? I tried to find a zoom, or %
> control,
> and couldn't. I'm using Internet Explorer. Big Lar.
>
> ----- Original Message -----
> From: Bruce E Harrison <bharrison(at)juno.com>
> To:
> Sent: Friday, August 11, 2000 5:44 PM
> Subject: Kolb-List: Updated pictures on website
>
>
>
> >
> > Hello all who struggle with the covering process. I've just added
> a
> > series of photos which detail recovering a set of damaged Loehle
> Parasol
> > Sport wings. Before, during and after shots are included. Enjoy,
> and
> > remember it is worth it all when you get to go UP THERE.
> >
> > http://www.bruceharrison.homestead.com/Recoveringproject.html
> >
> >
>
>
>
>
>
________________________________________________________________________________
| From: | "Sam Cox" <lightflyer(at)email.msn.com> |
John H:
<>
Sam:
<>
Tom Kuffel :
Suspect the policy is more than regional. the FAA orginally said
they would not get involved as it was
an ultralight crash. This changed the instant they realized the vehicle was
an N-registered homebuilt.
The topic was the investigation of ultralight crashs Tom. We are well
aware that FAA by law investigates the crash of anything with an n-number.
In the report posted by John the FAA identified the craft as a "unregistered
ultralight." What I am saying is that in our area the FAA will not
investigate the crash of a single place at all and only a very small per
centage of the two seat ultralight crashes that involve fatalities. On rare
occasion they will investigate a two place crash if the plane appeares to
exceed the part 103 training exemption. In all such cases they list it as a
crash of a "unregistered experimental." The only two that comes to mind was
the crash of a GT-500 and a Challenger II. Both at San Antonio.
OH YEA! there was also the guy that straped his wife into his RANS S-12 and
then put it into the lake.
Sam Cox
________________________________________________________________________________
| From: | "Dean Halstead" <deanbo(at)calweb.com> |
| Subject: | Elevator Bell Crank |
Ok Girls and Guys: MK-III Problem
The pivot tube which the elevator bell crank inserts into, appears to be
welded too high on my cage. When I insert the bell crank into the tube
according to the blueprints, it bottoms out against the frame tubes and is
locked into position. It will not rotate.
According to the manual, this particular control mechanism appears to be the
HEART of the entire aircraft. It is stressed that this mechanism must be
clear and rotate freely.
When I spoke with Tech Support at "The New Kolb", the importance of this
element was pretty much dismissed and I was told to just shave off the top
of the tube and add a few washers to the bottom in order to provide
clearance for the axle of the bell crank to rotate.
I may be anal but that seems a little sloppy to me. That would add
additional rotational force against the tube and axle.
Have any of you had the same problem and how did you address.
I have looked on the archives and saw one post but there were no replies.
Dean
Fair Oaks, CA
MK-III
35% complete
________________________________________________________________________________
| From: | "Tim T99" <townsend(at)webound.com> |
| Subject: | Re: Elevator Bell Crank |
Dean,
Mine just rotated about a half inch so I added two washers under
it. Now I have good travel. But as you say, is this the best way
to fix the problem????? Are you going to do it or demand a new
cage?
Our Best
Tim T99
----- Original Message -----
From: "Dean Halstead" <deanbo(at)calweb.com>
Sent: Saturday, August 12, 2000 12:18 AM
Subject: Kolb-List: Elevator Bell Crank
>
> Ok Girls and Guys: MK-III Problem
>
> The pivot tube which the elevator bell crank inserts into, appears to be
> welded too high on my cage. When I insert the bell crank into the tube
> according to the blueprints, it bottoms out against the frame tubes and is
> locked into position. It will not rotate.
>
> According to the manual, this particular control mechanism appears to be
the
> HEART of the entire aircraft. It is stressed that this mechanism must be
> clear and rotate freely.
>
> When I spoke with Tech Support at "The New Kolb", the importance of this
> element was pretty much dismissed and I was told to just shave off the top
> of the tube and add a few washers to the bottom in order to provide
> clearance for the axle of the bell crank to rotate.
>
> I may be anal but that seems a little sloppy to me. That would add
> additional rotational force against the tube and axle.
>
> Have any of you had the same problem and how did you address.
>
> I have looked on the archives and saw one post but there were no replies.
>
> Dean
> Fair Oaks, CA
> MK-III
> 35% complete
>
>
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Elevator Bell Crank |
>
> Mine just rotated about a half inch so I added two washers under
> it. Now I have good travel. But as you say, is this the best way
> to fix the problem????? Are you going to do it or demand a new
> cage?
>
> Our Best
>
> Tim T99
Tim and Gang:
I am the proud owner of MK III SN: M3011. Built it in
1991. Has aprx 1450 on the airframe. That also includes
the elevator bell crank. Has two washers under it, the same
two I put there when I built the airplane. Don't intend to
get rid of them any time soon. Has not adversely affected
flight performance of my MK III in any way. Don't think I
will demand a new cage. :-)
Take care, fly safe,
john h
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: Elevator Bell Crank |
Yah, mine's the same way. Wouldn't swear to the no. of washers, and I'm not
going out there tonight, but 2 or 3 sounds right, and seems strong and
smooth. Lar.
----- Original Message -----
From: John Hauck <hawk36(at)mindspring.com>
Sent: Friday, August 11, 2000 11:08 PM
Subject: Re: Kolb-List: Elevator Bell Crank
>
>
> >
> > Mine just rotated about a half inch so I added two washers under
> > it. Now I have good travel. But as you say, is this the best way
> > to fix the problem????? Are you going to do it or demand a new
> > cage?
> >
> > Our Best
> >
> > Tim T99
>
>
> Tim and Gang:
>
> I am the proud owner of MK III SN: M3011. Built it in
> 1991. Has aprx 1450 on the airframe. That also includes
> the elevator bell crank. Has two washers under it, the same
>
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: Updated pictures on website |
Stand by for a day or 2. Andy Gassmann replied to me, and has been showing
me some stuff that's pretty neat. BTW, mine's a 17" Sony, and he's already
talked (??) me thru some good stuff on improving picture quality, etc. I'll
probably have lots of questions for you on setting up my site. Thanks.
Lar.
----- Original Message -----
From: Bruce E Harrison <bharrison(at)juno.com>
Sent: Saturday, August 12, 2000 4:56 PM
Subject: Re: Kolb-List: Updated pictures on website
>
> I'll have to research that a bit, Larry. I do know that if you get better
> results the larger the monitor you have. On a 15", I have to scroll too.
> When viewed on a 17", more of the page is available without scrolling,
> and it gets even better on a 19" monitor.
>
> Your other immediate option is to only put objects on your pages in a
> narrower format. In other words, set them up to fit within the viewable
> area. I feel cramped doing that so I just let the viewer scroll around to
> see what they want to see. Cheers.
>
> writes:
> >
> >
> > Very nice job, very nice pictures, but I have a question - unrelated
> > to the
> > covering............I've started - slowly - to build a website, and
> > chose
> > the homestead way. Now I'm curious, since yours is
> > homestead................the format of that page (??) was too wide
> > for my
> > screen, and I had to scroll back and forth to see it all. Is that
> > typical,
> > or is there a way to make it fit ?? I tried to find a zoom, or %
> > control,
> > and couldn't. I'm using Internet Explorer. Big Lar.
> >
> > ----- Original Message -----
> > From: Bruce E Harrison <bharrison(at)juno.com>
> > To:
> > Sent: Friday, August 11, 2000 5:44 PM
> > Subject: Kolb-List: Updated pictures on website
> >
> >
> >
> > >
> > > Hello all who struggle with the covering process. I've just added
> > a
> > > series of photos which detail recovering a set of damaged Loehle
> > Parasol
> > > Sport wings. Before, during and after shots are included. Enjoy,
> > and
> > > remember it is worth it all when you get to go UP THERE.
> > >
> > > http://www.bruceharrison.homestead.com/Recoveringproject.html
> > >
> > >
> >
> >
> >
> >
> >
>
>
________________________________________________________________________________
| From: | "Duncan McBride" <duncan.mcbride(at)worldnet.att.net> |
| Subject: | Re: Elevator Bell Crank |
I had to add two washers to hold the bellcrank clear of one of the frame
tubes. I didn't have to take any material off the top of the tube, the bolt
was long enough for a washer and the castle nut on top. Looked ok to me,
haven't flown yet.
-----Original Message-----
From: Dean Halstead <deanbo(at)calweb.com>
Date: Saturday, August 12, 2000 1:20 AM
Subject: Kolb-List: Elevator Bell Crank
>
>Ok Girls and Guys: MK-III Problem
>
>The pivot tube which the elevator bell crank inserts into, appears to be
>welded too high on my cage. When I insert the bell crank into the tube
>according to the blueprints, it bottoms out against the frame tubes and is
>locked into position. It will not rotate.
>
>According to the manual, this particular control mechanism appears to be
the
>HEART of the entire aircraft. It is stressed that this mechanism must be
>clear and rotate freely.
>
>When I spoke with Tech Support at "The New Kolb", the importance of this
>element was pretty much dismissed and I was told to just shave off the top
>of the tube and add a few washers to the bottom in order to provide
>clearance for the axle of the bell crank to rotate.
>
>I may be anal but that seems a little sloppy to me. That would add
>additional rotational force against the tube and axle.
>
>Have any of you had the same problem and how did you address.
>
>I have looked on the archives and saw one post but there were no replies.
>
>Dean
>Fair Oaks, CA
>MK-III
>35% complete
>
>
________________________________________________________________________________
| From: | "Vince Nicely" <vincenicely(at)chartertn.net> |
| Subject: | Re: Streamlining Mark-3 classic |
Hi Denny,
You asked:> Has anyone considered totally eliminating the gap seal
alltogether?
Yes/No. On My Firestar II, I have eliminated the removable gap seal. The
area between the wings needs to be closed in for preserving the smooth air
flow in that region. I have pursued some slight changes that seem along the
line you describe.
First, I am using a full enclosure. It has been extended upward between the
wings to the top of my BRS chute mounted between the wings. The extension
is actually a second piece joined to the windshield at the bow supporting
the enclosure. The extension is supported by some bracing which is made of
aluminum. Holes were cut in each side of the enclosure where the front wing
spar extension sticks into the between wing area. I trailer my plane each
time it flys, so this makes a great place to rest and hold the wing as I
fold and unfold the wings. Back to the subject of the construction. The
full cabin enclosure goes all the way back to the end of the cabin. To the
enclosure, I attached a vinyl fabric strip that has velcro along its other
edge. Thus, after the wing is put in place, the vinal fabric attaches to
the wing, on the bottom side, to form a wing-cabin seal along the bottomof
the wing to the side of the cabin. Finally, this velcroed seal wraps over
the front of the wing where it is attached to another velcroed vinyl seal
for the top of the wing.
It is a lot simpler than it sounds, works like a charm and helps the
airflow around this area of my firestar II. I do not have any pictures, but
I could make some to send you it this is interesting and you would find
pictures helpful. I have been using this about 4 years and over 200 hours.
Vince Nicely
----- Original Message -----
From: Denny Rowe <rowedl(at)alltel.net>
Sent: Thursday, August 10, 2000 8:30 PM
Subject: Kolb-List: Streamlining Mark-3 classic
>
> Hellow Kolbers,
> Has anyone considered totally eliminating the gap seal alltogether? A am
> looking hard at my gap seal which is complete, and considering how it
> intersects with my doors, which are still on the design board. It seems
> possible to build a lower gap seal, that is flatter over the bow area, and
> rounds upward on top to meet the wing roots. This new type of gap seal
> would only go as far forward as the windshield bow, so it would not
> interfear with the air coming up over the windshield/door area. Since the
> gap seal is really only cosmetic, and not functional, unless used as a
wing
> tank, or parachute holder, it seems like a possible area to lighten up the
> ship, and reduce drag.
> Don't get me wrong, I don't want to creat a new ugly duckling like the
> CH-701, but I am going to spend a week or so, kicking around a lot of
ideas
> about this area of my plane, and what I may be able to do differant.
> If anyone has any thoughts on this that you would like to share, I'd like
to
> hear them.
> Take care,
> Denny Rowe
> Building Mark-3
> western pa
> rowedl(at)alltel.net
>
>
________________________________________________________________________________
| From: | b young <byoung(at)brigham.net> |
| Subject: | Re: Kolb-List Digest: 27 Msgs - 08/11/00 |
> I remember a Mechanix Illustrated article from the 70's
where someone
> developed a very small jet engine and they put it on a go
Kart. Does
> anyone else know of research on small jet engines for
private aviation?
> Dale Seitzer
>
>
i rember 2 articles one was a gentilman who built a
turbin engine in his garage and installed it on a
retractable pod in his glider to eliminate the need for a
tow. the second was much more recent and was an apu on a
chinook helicopter that was fitted with a gearbox and
turned a prop
boyd
________________________________________________________________________________
| From: | "David Bruner" <brunerd(at)hvi.net> |
There may be a way to do it well, indeed proper use of the media
can have some value. You have to be proactive (ahead of the ball).
Like when you're trying to get a town council to approve your airstrip
as we are at EAA#474, or you want to attract community support,
lots of occasions, including when something goes wrong.
Check out http://www.mediachannel.org/ and click on the Media
Access Toolkit.
David Bruner
Kingston, NY
Kolb Mk II for sale, see at http://www.hvinet.com/brunerd
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Oil injection help needed |
Group, I need some help.
I recently installed the oil injection on my 503 and I can't get the pump to
work. I carefully vented it several times. But then I check those little clear
tubes to the manifolds, after running the engine, and no oil goes through them.
Good thing that I have oil mix in the tank. Is there some trick that I don't
know about? Could I have a bad pump? How would I know if the pump is bad or
good?
Some history: The pump was used on the engine for about the first 20 hours. The
engine siezed for unknown reasons, and that is the way I bought it. I repaired
the engine, and have been running it with oil mix for the last 90 hours. So it
is possible that the pump is bad.
John Jung
Firestar II N6163J
SE Wisconsin
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Re: Oil injection help needed |
Since you are running premix, disconnect the oil lines from the manifolds,
plug the manifold holes, run the lines from the pump to where you can see
them, push the pump lever to max output, and start the engine, it ought to
pump like crazy, even at idle.
If it doesn't, take it off, and carefully disassemble it so that you can
find out why it doesn't work. Start with the fittings, and work in. Turn
the drive by hand, it will all make sense. Maybe just something plugged up.
(Now you know why it seized!)
Richard Pike
MKIII N420P (420ldPoops)
>
>Group, I need some help.
>
>I recently installed the oil injection on my 503 and I can't get the pump to
>work. I carefully vented it several times. But then I check those little clear
>tubes to the manifolds, after running the engine, and no oil goes through
them.
>Good thing that I have oil mix in the tank. Is there some trick that I don't
>know about? Could I have a bad pump? How would I know if the pump is bad or
>good?
>
>Some history: The pump was used on the engine for about the first 20
hours. The
>engine siezed for unknown reasons, and that is the way I bought it. I repaired
>the engine, and have been running it with oil mix for the last 90 hours. So it
>is possible that the pump is bad.
>
>John Jung
>Firestar II N6163J
>SE Wisconsin
>
>
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: Oil injection help needed |
Thanks for the advise, Richard.
I did get it to work.. I did what you suggested, didn't find anything, and put
it
back on the engine again. This time I attached it to the oil line first. Then with
the vent plug off, raised and lowered it slowly so that all the air would have
a
chance to escape. I'm not sure if that's what it took, but it works now.
John Jung
Richard Pike wrote:
>
> Since you are running premix, disconnect the oil lines from the manifolds,
> plug the manifold holes, run the lines from the pump to where you can see
> them, push the pump lever to max output, and start the engine, it ought to
> pump like crazy, even at idle.
> If it doesn't, take it off, and carefully disassemble it so that you can
> find out why it doesn't work. Start with the fittings, and work in. Turn
> the drive by hand, it will all make sense. Maybe just something plugged up.
> (Now you know why it seized!)
> Richard Pike
> MKIII N420P (420ldPoops)
________________________________________________________________________________
| From: | "michael highsmith" <firehawk54(at)hotmail.com> |
| Subject: | Re: Oil injection help needed |
I carefully vented it several times.
John, I am curious when you say "vented". Please explain.
Firehawk
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)alltel.net> |
Hi Kolbers,
I just got off the phone with the London, KY Red Roof INN. Its official,
my family and I are going to the September fly-in.
Get this, it was actually my wifes idea, she wants to see as many kolbs as
possible before we go any further in the covering process. This way
hopefully we will do it right the first time. So we will be front and
center at Jim and Dondis class on covering. Now I have to put the Stitts
stuff away for a month, so I am going to concentrate on the doors.
I hope to meet all the listers that are attending, we will be the couple
with three small children with us.
See ya there,
Denny Rowe
rowedl(at)alltel.net
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: Oil injection help needed |
Firehawk,
The pump has a plug that is removed to vent the air out. The manual says that it
must be very carefully vented to remove all air bubbles. I explained the
technique that I finally used in another message.
John Jung
michael highsmith wrote:
>
> I carefully vented it several times.
>
> John, I am curious when you say "vented". Please explain.
> Firehawk
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
In the Sept. 2000 issue of KitPlanes, page 54/55, are 2 pictures of Dwayne
Woods, and his Mk III. Very nice, and I especially like that paint job.
That must have been a tremendous amount of work, but it sure came out good.
Admiring Lar.
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: Web page update |
What a beautiful job, Will. Your documentation is incredible, and I'm
still envious of that shop. As I sloooowwwlllly progress toward my website,
I'll be using yours as a partial model. Me being me though, I just can't
resist a couple of comments..................in the May 13 section, where
you built the "H" support, I imagine that support will probably hold the
wing OK, but are you sure the hoist is up to the job ?? That's a teaser,
but in the May 20 entry, the pic where you're drilling the fairing/lift
strut, the pic makes it look like a metal fairing. Is it so ?? Mine are
plastic, so I guess I naturally assumed they all were. Finally, in the Aug.
7 section, you mentioned the very high price of the 2 large drill bits you
used to drill the exhaust. For future reference, the "unibit" series are
available through most dealers, and A/C Spruce, for $15 -30 depending on
size. No. 3 goes up to 3/4" and is around $25. They have 2 cutting edges,
and I became a "true believer" when I had to drill some large holes in sheet
stainless. They cut smoothly, don't grab like regular drills,and with care,
will deburr and slightly chamfer the hole. For the price you get 6 or 8
drills in one and, with care, they last a long, long time. Good Product ! !
!
I didn't look at every pic on your site, but what I did look at was VERY
impressive. Big Lar.
----- Original Message -----
From: <WillUribe(at)aol.com>
Sent: Tuesday, August 08, 2000 9:24 PM
Subject: Re: Kolb-List: Web page update
>
> Greetings
> I just uploaded new pictures to my builders log.
>
> Will Uribe
> Building a FireStar II
> El Paso, TX
> http://members.aol.com/firestartwo/build.html
>
>
________________________________________________________________________________
| From: | Jon Steiger <jon(at)twistedbits.net> |
| Subject: | ARGH! Prop strike! |
s.net>
Well, after over a year of sitting dormant, I finally got back into the
air in my FireFly. I made a landing, and came in harder than I'd like
(hey, I'm out of practice) :-) I was turning around to back-taxi and take
off again when I heard what sounded like a snap. I thought maybe it was my
gear so I pulled over and looked things over. What I found was a ding in
the stainless leading edge of my 3 blade IVO. At first I thought it was a
rock, then I noticed the ding had threads. :-P I checked the engine and
sure enough, a bolt from the exhaust bracket had gone through the prop. :-(
Does anyone know how I can determine wether or not this prop is safe to
fly on? It looks like the stainless tape took the brunt of the
impact. Where the ding is, part of the stainless is peeled back. I can
see the prop underneath, and while it doesn't really have what I'd call a
ding, I *can* see white fibers.
Any advice would be appreciated. Thanks!!
-Jon-
.--- Jon Steiger ---- jon(at)dakota-truck.net or stei0302(at)cs.fredonia.edu ---.
| Affiliations: AOPA, DoD, EAA, NMA, NRA, SPA, USUA; Rec & UL Pilot - SEL |
| '92 Ram 150 4x4 V8, '96 Dakota V8, '96 Intruder 1400, '96 FireFly 447 |
`------------------------------ http://www.cs.fredonia.edu/~stei0302/ ----'
________________________________________________________________________________
| From: | Ray L Baker <rbaker2(at)juno.com> |
John Hauck and anyone else who cares to contribute,
John wrote, and I like his application.
" installed a new BRS 1050 soft pack. Stuck it in the same
hole in the center section the old 2d Chantz came out of.
Lowered the rocket about 4 inches and it is inside the
center section. Covered the exist with BRS supplied
frangible hair cell plastic, healthy bead of silicone seal
around the perimeter, and riveted it down with hardware
store alum pop rivets. Since it is inside, out of the
weather, I have a 6 year repack and 12 year rocket life. It
is clean. Nothing sticking out in the wind stream."
*********
This is the response I got from BRS when I requested an installation
drawing for the softpack? (I got them for the VLS and Canister)
Ray,
sorry I don't have a softpack installation design for the MK III. The
softpack installation we have is for the Firestar, which uses the 750 in
a
custom bag.
Thanks,
Gregg
******************
My questions for today:
I looked at the picture of Will Uribe's Firestar installation which shows
a pair of angles supporting the chute over the head of the pilot (this
does not appeal to me). In relation to the 912 and/or the leading edge
of the gap seal, where is your chute located? How is the softpack (not
the bridle)secured to the airframe?
Should be firing up the 912 for a test next week. Keeping my fingers
crossed.
L. Ray Baker
Lake Butler, Fl
Building Mark III, SN M1156--N629RB
________________________________________________________________________________
| From: | "Scott Olendorf" <solendor(at)nycap.rr.com> |
| Subject: | Upstate New York Flyin |
5th Annual Mohawk Valley
Ultralight Fly-In 2000
August 24-27, 2000
It is with great pleasure that we announce the Fifth Annual Mohawk Valley
Ultralight Fly-In, in memory of Mr. Thomas Earl, local USUA, EAA and ASC
ultralight instructor. Scheduled for August 24th to the 27th, 2000, at the
FULCO (Fulton County) Airport # NY 0. Located along the scenic Mohawk River
near Johnstown and Gloversville, N.Y. on NY Route 67. Ultralight aircraft
and seaplanes, paraplanes, Experimentals, general aviation, safety seminars
and flying competitions, engine and fabric workshops, intro flights &
more!!!
Food Service and dry camping on site.
Hotel Accommodations nearby.
You have seen this fly-in in Experimenter magazine as well as others. It is
worth the trip. Saturday is the big day. Lots of folks camp for the entire
4 days.
See this page for more info. http://www.ultralightflyingny.org/flyin.htm
Scott Olendorf
Original Firestar, Rotax 377
Schenectady, NY
http://home.nycap.rr.com/firestar/
"Reality is for those who lack imagination"
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
In relation to the 912 and/or the leading edge
> of the gap seal, where is your chute located? How is the softpack (not
> the bridle)secured to the airframe?
> L. Ray Baker
Ray and Gang:
I reckon BRS has no pics, drawings or specs, cause I didn't
take a bunch of pics, make drawings, and explanations and
send to them. I reckon I would have been more than happy to
help BRS make a ton of money if they had been a little more
helpful in sponsoring me with a parachute. As it was, I
ended up buying my parachute from BRS, with a slight
discount. That's better than I have ever done with ROTAX
though. Guess both companies are in the same boat, sorta
got a monopoly on the parachute and engine business.
When I built my center section I used 4 ribs instead of 3.
That gave me a bay in the center (front) for the parachute.
Top and bottom of center section are 1/16 lexan. BRS
packtray is mounted on an aluminum tray, as is the rocket
launcher. Requires cutting 4 holes in the bottom of the
center section for the straps on the pack tray to go thru
the holes in the aluminum tray and lexan bottom of center
section. That secures the parachute in place. Very
simple. Then I used 1/8 alum plate to make an extension to
lower the rkt launcher 4 or 5 inches and down thru the
bottom of the center sec enough to clear the top. Works
great and is entirely weather proof.
Get with me bc and I'll get a list of kevlar bridal lenths,
firing cable lengths, etc. Anyone else interested, let me
know bc and I'll get the info together.
The softpack 1050 is the cheapest to purchase, and has the
same pack life and rocket life as the VLS and maybe the
Canister (can't remember for sure on the Canister).
Softpack is clean, nothing in the airstream. I like it.
Take care,
john h
________________________________________________________________________________
| Subject: | Re: ARGH! Prop strike! s.net> |
Same thing happened to me several years ago. Ruined a good wooden prop
(Culver), but I learned to safety wire EVERYTHING. Drill the heads and safety
them suckers!
Everything goes through the prop on a pusher.
Bill Griffin
Severly broken Firestar (take my advice: stay home when the weather's bad!)
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: ARGH! Prop strike!s.net> |
Jon,
Your prop is probably fine and only needs some epoxy and careful sanding or
filing. But without seeing pictures or your giving dimensions of the damage, I
would want to be responsible for encouraging you to use it. I learned from
people that have been involved in ultralighting much longer that I, that minor
prop dings are not serious. My three blade IVO had a muffler bolt go through it
on engine break-in, and with some epoxy, it has been fine for 110 hours. Why
don't you take measurements and positions and call IVO.
John Jung
________________________________________________________________________________
| From: | gerken(at)us.ibm.com |
| Subject: | complete Rotax oil injection system available |
I have the complete Rotax oil injection system as supplied new in '97 for
the 582. It has been used without problem for 118 hours. It was carefully
removed and stored this Spring. I removed it to simplify, and lower weight
(the whole injex system must weigh about 6 pounds when full of oil). I
gaurantee it functions as new.
Equipment I have for sale: tank with engine-top (side or front) mounting
bracket and hardware, new hose, filter, pump, cable and adjuster, pump has
the drive gear on it, tank includes cap and indicator light sending unit,
also have four small clamps for the 1/8" oil lines from pump to manifold.
You'd have to add the 1/8" oil lines. I will also throw in a throttle
cable splitter (needed to add injection control cable to a dual carb
engine) at no charge.
I will sell it all as a kit, for 40% of new retail (use CPS price and
multiply by 0.4). I will pay shipping in US.
If you're thinking about adding injection, here's your chance. First
response to me gets it.
Jim G
________________________________________________________________________________
| From: | Jon <jon(at)twistedbits.net> |
| Subject: | Re: ARGH! Prop strike! |
On Tue, 15 Aug 2000, John Jung wrote:
>
> Jon,
>
> Your prop is probably fine and only needs some epoxy and careful sanding or
> filing. But without seeing pictures or your giving dimensions of the damage,
I
> would want to be responsible for encouraging you to use it. I learned from
> people that have been involved in ultralighting much longer that I, that minor
> prop dings are not serious. My three blade IVO had a muffler bolt go through
it
> on engine break-in, and with some epoxy, it has been fine for 110 hours. Why
> don't you take measurements and positions and call IVO.
>
> John Jung
Yep, I definitely want to be safe, but on the other hand, I don't
exactly have money to throw around, so if some epoxy will fix it that
would be great. The problem with measuring it is, I'm not sure that it
can be measured... I would probably have to try to remove the rest of
the stainless edging, and even then I'd probably need a micrometer to
measure it. The "indentation" is mostly just from the lack of leading
edge protection in that area; the composite prop itself doesn't appear
to have a ding in it, I can see the white fibers, but they aren't loose
or coming out or anything, so it took off part of the black portion but
it doesn't look like it damaged any of the fibers. (Or if it did, its
minimal)
Do you think I should try to strip off all of the leading edge
protection? I've heard that its a real bear to install; one
person said it should only be done by a pro...
I suppose if I wanted to play it extra safe, I could buy a new blade
from IVO and keep the old one for a spare, but I wonder if that would
open the door to balance problems? I have no idea how to balance a prop;
I assume you'd need special equipment.
-Jon-
.---- Jon Steiger ----- jon(at)dakota-truck.net or jon(at)twistedbits.net ------.
| Affiliations: AOPA, DoD, EAA, NMA, NRA, SPA, USUA; Rec & UL Pilot - SEL |
| '92 Ram 150 4x4 V8, '96 Dakota V8, '96 Intruder 1400, '96 FireFly 447 |
`------------------------------ http://www.cs.fredonia.edu/~stei0302/ ----'
________________________________________________________________________________
| From: | "Jay Dewberry" <jdewberry(at)peoplepc.com> |
| Subject: | Re: ARGH! Prop strike! |
I woukldn't remove the rest of the stainless wrap. I just used a knife and
dug the loose material from the hole-nick, and epoxied full. Some props have
epoxy for the leading edge protection. It is as good as the stainless as far
as rain goes.
Mine didn't need rebalancing after. it was checked and fine.
Jay
----- Original Message -----
From: "Jon" <jon(at)twistedbits.net>
Sent: Tuesday, August 15, 2000 3:32 PM
Subject: Re: Kolb-List: ARGH! Prop strike!
>
>
> On Tue, 15 Aug 2000, John Jung wrote:
>
> >
> > Jon,
> >
> > Your prop is probably fine and only needs some epoxy and careful sanding
or
> > filing. But without seeing pictures or your giving dimensions of the >
I suppose if I wanted to play it extra safe, I could buy a new blade
> from IVO and keep the old one for a spare, but I wonder if that would
> open the door to balance problems? I have no idea how to balance a prop;
> I assume you'd need special equipment.
>
>
> -Jon-
>
> .---- Jon Steiger ----- jon@dakota-truck.net or
jon(at)twistedbits.net ------.
> | Affiliations: AOPA, DoD, EAA, NMA, NRA, SPA, USUA; Rec & UL Pilot -
SEL |
> | '92 Ram 150 4x4 V8, '96 Dakota V8, '96 Intruder 1400, '96 FireFly 447
|
> `------------------------------
http://www.cs.fredonia.edu/~stei0302/ ----'
>
>
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: ARGH! Prop strike! |
Jon,
From your description, the damage has to be small. There should be no need to remove
the tape. I would sand or file it smooth, fill it with epoxy, then sand or file
any
extra so that your shape is the way it was. If you are not comfortable with that,
don't do it, but it is what I would do if it were mine.
John Jung
Jon wrote:
> Yep, I definitely want to be safe, but on the other hand, I don't
> exactly have money to throw around, so if some epoxy will fix it that
> would be great. The problem with measuring it is, I'm not sure that it
> can be measured... I would probably have to try to remove the rest of
> the stainless edging, and even then I'd probably need a micrometer to
> measure it. The "indentation" is mostly just from the lack of leading
> edge protection in that area; the composite prop itself doesn't appear
> to have a ding in it, I can see the white fibers, but they aren't loose
> or coming out or anything, so it took off part of the black portion but
> it doesn't look like it damaged any of the fibers. (Or if it did, its
> minimal)
>
> Do you think I should try to strip off all of the leading edge
> protection? I've heard that its a real bear to install; one
> person said it should only be done by a pro...
________________________________________________________________________________
| Subject: | Re: ARGH! Prop strike! |
| From: | Ray L Baker <rbaker2(at)juno.com> |
Kolber's
While we are on the subject of props, how do you go about balancing a 3
blade IVO that is on a 4" extension. (912 installation).
L. Ray Baker
Lake Butler, Fl
Building Mark III, SN M1156--N629RB
________________________________________________________________________________
| From: | "Jay Dewberry" <jdewberry(at)peoplepc.com> |
| Subject: | Re: ARGH! Prop strike! |
Ivo says to balance the blades separately. I used a 400 unit gram scale with
3 decimal points...399.999. They say to check the balance by placing the
mounting bolts in the blade and suspending the blade by the mounting bolt,
and the tip end goes on the scale. The blade will be horizontal. weigh the
tip of all blades, one at a time, and balance them by removing material from
the tip.
I did that, and then bolted the blade together except leaving the adjusting
bolt out, then using a string balancer to check it all assembled.
Ivo will help you on the telephone if you call...
Jay
----- Original Message -----
From: "Ray L Baker" <rbaker2(at)juno.com>
Sent: Tuesday, August 15, 2000 4:43 PM
Subject: Re: Kolb-List: ARGH! Prop strike!
>
> Kolber's
>
> While we are on the subject of props, how do you go about balancing a 3
> blade IVO that is on a 4" extension. (912 installation).
>
> L. Ray Baker
> Lake Butler, Fl
> Building Mark III, SN M1156--N629RB
>
>
________________________________________________________________________________
| Subject: | Re: 447 for sale |
Is anyone interested in a 447 rebuild with a B gear box, Electronic
Ignition, and exhaust? Price is $1700 firm.
Kathy Mead
________________________________________________________________________________
| From: | "michael highsmith" <firehawk54(at)hotmail.com> |
| Subject: | Re: ARGH! Prop strike! |
Hey Ray,
You don't, they are balanced at the factory. If the numbers on the hub end
are the same it will be balanced. Mine has over 1050 hours on it and it is
still smooth as silk.
Firehawk
>While we are on the subject of props, how do you go about balancing a 3
>blade IVO that is on a 4" extension. (912 installation).
>
>L. Ray Baker
>Lake Butler, Fl
>Building Mark III, SN M1156--N629RB
>
>
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)alltel.net> |
| Subject: | Mark 3 Instrument panels |
Hellow folks,
I have been admiring Dwayne Woods Mark-3 in the latest Kitplanes. And also
trying to figure out which direction to go with my panel.
I am installing Airspeed, compass, EIS, and my handheld ICOM navcom. My
panel will be just like Dwaynes except no hour meter, and my hand held radio
can probably be mounted elsewhere.
As I have not yet sewed my standard seatbelt/shoulder straps into the plane,
I am unsure if I will be able to reach the standard panel with the shoulder
strap on.
Extending the dash back is an option, but I am unsure of how to go about
this.
I would like to avoid remoting my EIS switches, as this only adds to the
complexity, and I will still have to reach the ignition switch and key.
My questions: Can you reach the Mark-3 panel with the shoulder strap on?
I have long arms)
If you extended your panel, How much? and How?
Any suggestions will be appreciated, processed, and plagiarized promptly.
Thanks,
Denny Rowe
rowdl(at)alltel.net
Building Mark-3 CLASSIC in Leechburg, PA
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Re: Mark 3 Instrument panels |
Make a small radio/switch panel/console that you can reach, and put it close.
Put everything else that you don't need to reach in the standard panel.
I have my radios and switches between my legs, works well.
But relocating the panel closer works well, too.
Others have done it nicer, but there is a picture of mine at
http://www.bcchapel.org/pages/0003/pg4.htm
Richard Pike
MKIII N420P (420ldPoops)
>
>Hellow folks,
>I have been admiring Dwayne Woods Mark-3 in the latest Kitplanes. And also
>trying to figure out which direction to go with my panel.
>I am installing Airspeed, compass, EIS, and my handheld ICOM navcom. My
>panel will be just like Dwaynes except no hour meter, and my hand held radio
>can probably be mounted elsewhere.
>As I have not yet sewed my standard seatbelt/shoulder straps into the plane,
>I am unsure if I will be able to reach the standard panel with the shoulder
>strap on.
>Extending the dash back is an option, but I am unsure of how to go about
>this.
>I would like to avoid remoting my EIS switches, as this only adds to the
>complexity, and I will still have to reach the ignition switch and key.
>My questions: Can you reach the Mark-3 panel with the shoulder strap on?
> I have long arms)
>If you extended your panel, How much? and How?
>
>Any suggestions will be appreciated, processed, and plagiarized promptly.
>Thanks,
>Denny Rowe
>rowdl(at)alltel.net
>Building Mark-3 CLASSIC in Leechburg, PA
>
>
________________________________________________________________________________
| From: | "Richard Neilsen" <neilsenr(at)state.mi.us> |
| Subject: | Re: Photo, upholstery kit for Mk-3 |
You may want to clarify that "upholstery kit". What I received a few years ago
was apholstery that sits on top of the sling seats. After a few minutes of flying
wasn't very comfortable even with the upholstery kit. I have added a 1" foam
pad over the bottom of the sling seat but under the upholstery and cut out
a half circle out were my tail bone rides. I also put another inch of foam under
my legs. I can now fly for over an hour fairly comfortably. I get stiff but
thats just old age. None of this really address the protection issue.
Rick Neilsen VW powered MKIII
>>> rbaker2(at)juno.com 08/14/00 08:06PM >>>
Bill,
I share your interest in this "upholstery kit" I do not care for the
sling seat and am just about to cobble up something of my own. Need
pictures and prices.
________________________________________________________________________________
| From: | "Scott HORNE" <HORNESC(at)uvsc.edu> |
Hi, I am brand new to this list. I am in the decision making process of buying
an ultralight. I need something I can trailer to wherever I fly from. I also want
a two seater. Since Kolb is about the only folding wing fixed-wing ultralight
on the market, I am seriously considering a Mark III or earlier model Kolb
2 seater. I am also looking seriously at a powered parachute. Any thoughts on
the advantages/disadvantages between a Kolb and a powered parachute? It seems
the PPC is much easier to learn to fly and more safe, but less versatile in flight.
Thanks.
________________________________________________________________________________
| From: | "Jeremy Casey" <jrcasey(at)mindspring.com> |
Hi, I am brand new to this list. I am in the decision making process of
buying an ultralight. I need something I can trailer to wherever I fly from.
I also want a two seater. Since Kolb is about the only folding wing
fixed-wing ultralight on the market, I am seriously considering a Mark III
or earlier model Kolb 2 seater. I am also looking seriously at a powered
parachute. Any thoughts on the advantages/disadvantages between a Kolb and a
powered parachute? It seems the PPC is much easier to learn to fly and more
safe, but less versatile in flight.
"More Safe" is definitely up for a vote. I know a couple of guys that fly
them and all agree that they are loads of fun but they definitely have
"ZERO" tolerance for even mild winds...Basically the guys I know agree if
the windsock isn't dangling straight down then they sit on the ground and
"talk" about flying. The Kolb designs are demonstrated every year at
Sun-n-Fun and Oshkosh as having considerable ability to handle a hefty
crosswind (in the hands of an experienced pilot...) and they have some
amount of "practicality" as far as going for the proverbial $100 hamburger
or pancake...If the pancake breakfast is farther than the next corner then
forget in the PPC...BUUUUUTTTTTT to each his own I guess...I think the PPC
is just not going to be able to provide the amount of flying fun that I
expect for the amount of cash that your going to lay out for it...
My $.02 worth and worth every penny you paid for it...
Jeremy Casey
jrcasey(at)mindspring.com
P.S. In all fairness though don't expect an impartial opinion about Kolb's
on the "Kolb" email list!!! ;) We're all pretty obviously "SOLD" on the
Kolb design...there's another $.02 worth , and still a value for what you
paid for it...
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
Your assessment is partially correct, the PPC is easier to learn to fly.
They cannot handle taking off/landing in crosswinds.
They takeoff/cruise/land at 28 MPH.
Biased/bigoted (?) rant follows:
They are frequently purchased by people who cannot/will not learn any FAR's,
or how the rest of the aviation community behaves,
and then they go to airports, and fly-in's and meander back and forth over
the runways,
across the crowds, and fly up and down the runway helter skelter
causing the fixed wing drivers in the pattern who are trying to land, and
having to keep going around, to curse them, their parentage, and
ultralights in general.
Back in my dirt bike enduro racing days, those who behaved in such a manner
were termed "pit racers", because while all the real racers were off
chasing each other across country, the pit racers were doing continuous
wheelies back and forth in front of the patiently waiting wives and kids,
covering them with dust and two stroke haze, and encouraging homicidal musings.
Human nature never changes, only the means of driving one's fellow man nuts.
If/when the PPC community manages to educate it's idiot 2%,
then they will be welcomed at flying events, but for now, buying a PPC
will lump you in with (politically incorrect group of your choice.)
End of (?) biased/bigoted rant.
Buy a Kolb, you won't regret it.
Richard Pike
MKIII N420P (420ldPoops)
>
>Hi, I am brand new to this list. I am in the decision making process of
>buying an ultralight. I need something I can trailer to wherever I fly from.
>I also want a two seater. Since Kolb is about the only folding wing
>fixed-wing ultralight on the market, I am seriously considering a Mark III
>or earlier model Kolb 2 seater. I am also looking seriously at a powered
>parachute. Any thoughts on the advantages/disadvantages between a Kolb and a
>powered parachute? It seems the PPC is much easier to learn to fly and more
>safe, but less versatile in flight.
>
>Thanks.
>
>
________________________________________________________________________________
| From: | Ben Ransom <bwr000(at)yahoo.com> |
Do you want to fly, or do you mainly want to go up in the air for a
view? IMO, a Kolb is slow compared to GA, but can still take you on
fun adventures and in a lot more weather conditions than a PPC (and a
lot more ground locations than GA for that matter). 3-axis control and
a throttle is an airplane. A PPC is just a way to get up and see a 1-2
mile radius from the sky. Yes, I assume the PPC will rig a lot faster,
trailer easier, and there is no build time. But I personally like
flying and its heritage and adventure opportunity, as much as the view.
With an airplane you get to include: view, learning to fly, learning
to build and maintain, navigation, etc. I pick a bone about the safety
issue as I imagine a lot of PPC comfort comes from a feeling such as
"hey, i'm under a parachute already". In reality the same bottom line
applies ...it is only as safe as the nut behind the wheel.
Another bottom line of course -- to each his own -- and the PPC seems
to be what a lot of people want.
-Ben Ransom
for what a Kolb has done for me see: http://mae.ucdavis.edu/~ransom
--- Scott HORNE wrote:
>
> Hi, I am brand new to this list. I am in the decision making process
> of buying an ultralight. I need something I can trailer to wherever I
> fly from. I also want a two seater. Since Kolb is about the only
> folding wing fixed-wing ultralight on the market, I am seriously
> considering a Mark III or earlier model Kolb 2 seater. I am also
> looking seriously at a powered parachute. Any thoughts on the
> advantages/disadvantages between a Kolb and a powered parachute? It
> seems the PPC is much easier to learn to fly and more safe, but less
> versatile in flight.
>
> Thanks.
>
>
>
>
>
Send instant messages & get email alerts with Yahoo! Messenger.
________________________________________________________________________________
| From: | "Christopher John Armstrong" <Tophera(at)centurytel.net> |
I am also looking seriously at a powered parachute. Any thoughts on the
advantages/disadvantages between a Kolb and a powered parachute? It seems
the PPC is much easier to learn to fly and more safe, but less versatile in
flight.
The PPC is a fun and easy way to get up in the air on very calm days and
buzz around. They dont have the speed to go any significant distance and
they do end up landing fairly hard on occasion. There is some skill
involved in landing one. I Also feel that a significant number of the PPC
crowd is very interested in the "Hey, watch this!" factor. My neighbor got
one and spent the first 10 flights flying literally 30 feet above all his
neighbor's houses screaming down at them trying to get attention. "look at
me aren't I cool!" "no your not" I also saw him flying in a manor that can
only be described as insane in order to try to impress people on the ground.
I saw him take off flying directly at to people and the airport terminal
then pulling u at the last minute, so close that if the people didn't duck
they would have been hit. he just cleared the terminal building, and had
used up all his airspeed, when he realize that there was a powerline about
30 feet passed the building. barely cleared the line.
A Kolb is a real airplane, able to take you places, perform some fun
maneuvers, and handle fairly significant winds. Kolbs have killed people
quite a few just recently). PPC dont unless you break one or collapse the
canopy somehow. but if you actually want to get up and fly I dont think you
can do that with a PPC. they just float
along vaguely going where you tell it to. You will have a great low and
slow view on very calm days. so figure out what you want to do in the sky
and you'll know what to pick.
Topher
________________________________________________________________________________
| From: | "Ron or Mary Payne" <ronormar(at)apex.net> |
----- Original Message -----
From: "Scott HORNE" <HORNESC(at)uvsc.edu>
Sent: Wednesday, August 16, 2000 10:58 AM
Subject: Kolb-List: Questions
I don't know if you will be able to call a Mark III an ultralite. I think
it is to fast and a two place cannot be an ultralite unless it is used only
for instruction. I am going through this same decision process now. I have
decided to bite the bullet and build an expermintal with an N number. My
only problem, which will be answered tomarrow, is if I can pass a third
class physical. High blood pressure and high chollestrol thing. If this
goes OK, I will order a Firestar with a 503. I sure wish they would sort
out that Sport Pilot thing.
>
> Hi, I am brand new to this list. I am in the decision making process of
buying an ultralight. I need something I can trailer to wherever I fly from.
I also want a two seater. Since Kolb is about the only folding wing
fixed-wing ultralight on the market, I am seriously considering a Mark III
or earlier model Kolb 2 seater. I am also looking seriously at a powered
parachute. Any thoughts on the advantages/disadvantages between a Kolb and a
powered parachute? It seems the PPC is much easier to learn to fly and more
safe, but less versatile in flight.
>
> Thanks.
>
>
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
Kolbs have killed people
> quite a few just recently). PPC dont unless you break one or collapse the
> canopy somehow.
> Topher
Topher and Gang:
I am not a powered prcht guy, but I used to jump out of
airplanes for a living many years ago. If my understanding
of powered prchts is wrong, please correct me.
Powered prchts are nylon wings with no rigid structure.
They are not a prcht in the sense of the old Army T-7or T-10
troop parachute I used to jump. Had very little control if
any. The powered prchts are actually wings that fly and are
goverened by gravity airspeed. Zero out the airspeed and
the powered prcht will stall and fall. I have seen this
demonstrated at Oshkosh, once in 1999, I thought the
character, ppc pilot, was gonna jam the trike right up his
butt. He stalled at about 15 feet and fell straight down.
Heard him grunt real loud when his butt his the ground. I
have a feeling, don't know much about these things, but in
severe turbulence the canopy (fabric wing) might deform and
stall. Yes, there have been fatalites with ppc's. Recently
two fatalities when the pilot and passenger hit a hangar.
As you can tell, I am no advocate of ppc's. They get in the
way, take up a lot of good flying time at Lakeland and Osh.
We finally got rid of the gyrocopters at Lakeland and they
were replaced with "rag bags", I mean flying ppc"s. Don't
get me wrong. Do not want to bad mouth someone elses'
hobby, no more than I would want them to bad mouth mine.
But what do you expect when you ask for a comparison on the
Kolb List. Definitely pro-Kolb.
Take care,
john h
________________________________________________________________________________
| From: | "Ron C Reece" <rcreec(at)ftw.rsc.raytheon.com> |
Scott
My 2 cents worth here. I also looked into PPs's and thought they would be a
whole lot of fun, and I still do. I chose kolb for a couple of reasons. 1st.
Their safety record. Now this may be a little biased on my part, but we HAD a
PPS driver go down in the local area due to his parachute ripping in half. Why
it ripped I have no clue, I just happen to be one of the medics on the scene
and know what happens when it does rip. 2nd. Kolb design. It's sturdy, it'll
take a bumbled landing or two and it'll still fly like a charm. Yes it does
take some time to build (still building mine and can't wait until it's
finished), but it'll be well worth it. :)
Ron Reece
>
> Hi, I am brand new to this list. I am in the decision making process
> of buying an ultralight. I need something I can trailer to wherever I
> fly from. I also want a two seater. Since Kolb is about the only
> folding wing fixed-wing ultralight on the market, I am seriously
> considering a Mark III or earlier model Kolb 2 seater. I am also
> looking seriously at a powered parachute. Any thoughts on the
> advantages/disadvantages between a Kolb and a powered parachute? It
> seems the PPC is much easier to learn to fly and more safe, but less
> versatile in flight.
>
> Thanks.
>
________________________________________________________________________________
| Subject: | Re: Questions about PPC's |
In a message dated 8/16/00 12:56:27 PM Eastern Daylight Time,
richard(at)BCChapel.org writes:
<< Buy a Kolb, you won't regret it. >>
Get the PPC, then wave good-bye to your fixed wing friends as they depart for
the fly-in. You won't go because the fly-in field is too short, the wind is
in the wrong direction,there's too much wind, you fly 28 & they fly 60 so
they won't wait on you.
But hey!! They're easy to learn to fly.....
Howard Shackleford
FS I
SC
________________________________________________________________________________
| From: | "Thompson, Charles" <charles.thompson(at)dsl.net> |
JOhn you aught to be ashamed of yourself. Kolbs don't kill people. Pilots
kill themselves.
________________________________________________________________________________
| From: | Randy Settle <rsettle(at)flash.net> |
Hi fellow Kolbers, Just wanted to show (brag) about my latest picture of
flying my awesome Firestar.
My friend, Jeff Klepser, flying a twin 20 hp Lazair that we spent last
winter building, took this shot night before last here in Michigan.
Hartland to be exact.
I am so proud of this shot. The best one he has taken yet in my book.
He uses a Olympus 2000 I believe. Shot at a res of 1600x1200. I reduced
resolution for quicker viewing.
Well, thanks for reading my rant.
Randy
http://albums.photopoint.com/j/ViewPhoto?u=170395&a=6911015&p=26367142
--
Randy & Val Settle
Original Firestar 377
The Lazair News Letter
http://www.flash.net/~rsettle/
________________________________________________________________________________
| From: | WGeorge737(at)aol.com |
| Subject: | Re: Questions about PPC's |
I will relate a little story to show how quickly things regulatory can get
out of hand. There is a local fellow who is an advocate of General Aviation
and has been complaining to the state DOT about the short shrift given to GA.
A couple of months ago he wrote a letter to the state on behalf of someone
who wanted to operate a PPC out of a Class D airport. The state then sent a
fax to the local FSDO asking for a "recommendation" regarding such
operations. The FAA replied that perhaps the PPC was an ultralight as defined
in part 103 and if it was they (the FAA) could not "recommend" flying out of
this relative low volume class D airport.
The state DOT took that little tidbit and put out a notice to all (perhaps
three or four) operators of ultralights that henceforth they would no longer
be able to operate out of state airports in Class D airspace. An acquaintance
of mine had been operating a two place Air Creation Trike for several years
out of the local airport without incident. He is a Private Pilot and ultraligh
t instructor. He had a letter of agreement with the tower and procedure for
departure and arrival that kept him safely out of GA and jet traffic. But now
he is grounded.
I have assisted him in attempting to get this situation rectified but it is
an uphill battle. I attended a meeting with the State, the FAA and the
subject pilot and wrote up a set of qualifying criteria wherein an ultralight
could safely operate in this airspace. I have also volunteered to do a
presentation on the subject to those that need to be educated on this type of
flying. Biases and prejudices persist and they are very difficult to
overcome. The vision of some wild eyed 60's hippie with a chain saw motor
strapped to some weird contraption is the view of many of those in power. The
easiest thing to do for the officials is to just say no.
The PPC issue precipitated the current problem in my locale. Just some food
for thought dear Kolbers.
Bill George
Mk-3 582
________________________________________________________________________________
| From: | "Richard Swiderski" <swidersk(at)digital.net> |
| Subject: | Re: Mark 3 Instrument panels |
Denny,
if you decide to go the "extended dash" route, drop me a line. I
just finished mine & have some pictures I could send you (still no web page
yet...someday I'll get into the nineties.) ...Richard Swiderski
----- Original Message -----
From: "Denny Rowe" <rowedl(at)alltel.net>
Sent: Wednesday, August 16, 2000 8:59 AM
Subject: Kolb-List: Mark 3 Instrument panels
>
> Hellow folks,
> I have been admiring Dwayne Woods Mark-3 in the latest Kitplanes. And
also
> trying to figure out which direction to go with my panel.
> I am installing Airspeed, compass, EIS, and my handheld ICOM navcom. My
> panel will be just like Dwaynes except no hour meter, and my hand held
radio
> can probably be mounted elsewhere.
> As I have not yet sewed my standard seatbelt/shoulder straps into the
plane,
> I am unsure if I will be able to reach the standard panel with the
shoulder
> strap on.
> Extending the dash back is an option, but I am unsure of how to go about
> this.
> I would like to avoid remoting my EIS switches, as this only adds to the
> complexity, and I will still have to reach the ignition switch and key.
> My questions: Can you reach the Mark-3 panel with the shoulder strap on?
> I have long arms)
> If you extended your panel, How much? and How?
>
> Any suggestions will be appreciated, processed, and plagiarized promptly.
> Thanks,
> Denny Rowe
> rowdl(at)alltel.net
> Building Mark-3 CLASSIC in Leechburg, PA
>
>
________________________________________________________________________________
| From: | "John Cooley" <johnc(at)datasync.com> |
Hi Gang,
Got a question for ya'll. I had planned on using the pull start method
on my FS II that I'm building but I just spoke for a starter system and
would like to find out exactly what it is. It is a ADS starter and wiring
etc. from Quad City Aircraft. ADS is supposed to be Air Drive Systems I
think. The way I understand it is a angle mount starter instead of being 90
degrees from the crank. Is supposed to fit a Rotax 503. It is unused and in
original packing. Is anyone familier with this starter system and is it
worth 250 dollars? I was told the new price is around 500 dollars.
Thanks,
John Cooley
Building FS II #1162
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: Picture update |
Aw, you're not flying - I can tell - you landed on the horizon. Beautiful
Pic ! ! ! Lar.
----- Original Message -----
From: Randy Settle <rsettle(at)flash.net>
Sent: Wednesday, August 16, 2000 1:19 PM
Subject: Kolb-List: Picture update
>
________________________________________________________________________________
| From: | "erich_weaver(at)urscorp.com |
by smtp102.urscorp.com (Lotus Domino Release 5.0.2c (Intl))
with ESMTP id 2000081619494098":184377(at)matronics.com;
2000) at 08/16/2000 07:57:28 PM,
Itemize by SMTP Server on SMTP102/URSCorp(Release 5.0.2c (Intl)|2 February
2000) at 08/16/2000 07:49:41 PM,
Serialize by Router on SMTP102/URSCorp(Release 5.0.2c (Intl)|2 February
2000) at 08/16/2000 10:10:11 PM,
Serialize complete at 08/16/2000 10:10:11 PM
Randy's nice picture reminds me that Ive been wanting to do some hands
free photography from the Kolb. I was contemplating attaching my little
Elph camera to the little wing post used for pinning the wings back to the
fuselage. Could then maybe use the IR remote option to snap some shots of
me flying. Might be ok using the the (semi) wide-angle lense setting.
Doesnt seem like that little camera would interfere with air flow enough to
cause any problems, right? Anybody got a few tips for me on a camera
attachment scheme and set up that produces good results?
If worse comes to worse, I guess I'll have to break down and actually fly
with another pilot and trade turns taking pictures of each other so I can
show off too.
Regards all,
Erich Weaver
erich_weaver(at)urscorp.com
5383 Hollister Avenue, Suite 120
Santa Barbara, California 93111
805-683-0200
805-683-0201 fax
________________________________________________________________________________
| Subject: | Re: Picture update |
In a message dated 8/16/00 4:25:53 PM Eastern Daylight Time,
rsettle(at)flash.net writes:
<< I am so proud of this shot. The best one he has taken yet in my book.
He uses a Olympus 2000 I believe. Shot at a res of 1600x1200. I reduced
resolution for quicker viewing.
Well, thanks for reading my rant.
Randy
http://albums.photopoint.com/j/ViewPhoto?u=170395&a=6911015&p=26367142
--
Randy & Val Settle
Original Firestar 377
The Lazair News Letter
http://www.flash.net/~rsettle/
>>
nice enough for me to print it out....nice shot
GeoR38
________________________________________________________________________________
| From: | "Christopher John Armstrong" <Tophera(at)centurytel.net> |
>Topher you ought to be ashamed of yourself. Kolbs don't kill people.
>Pilots kill themselves.
Your absolutely correct, my phrasing was less then clear. Kolbs have shown
a considerably poorer safety record then I would like lately due almost
entirely to pilot error or engine failures. PPC have such lower performance
that it is very difficult to get killed in despite poor pilotage.
PPC are flying wings under power, but they have extremely high pendulum
stability in pitch and roll. They are hanging 20 some feet below there
wings. TO stall the thing you have to get in a strong pitch up and then
chop power and get a unlucky gust of wind, or it almost cant happen. the
canopies can deflate if the pilot is doing allot of porposing and stalls the
canopy but it takes some real foolish flying. you cant just slow down and
have the thing stall, there is not enough pitch control to overcome all the
pendulum stability to do that. you can chop power, add full "flaps" the
control on a PPC is simply puling down on the back of the canopy, and mush
down to the ground very hard and get hurt. the canopy needs to be flown to
the ground and then you flair and land just like any plane.
Sorry about my phrasing, not what I ment at all.
Topher
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Pulse line has fuel |
Greetings,
Can someone please tell me why fuel gets into pulse line. The LEAF catalog
has something about a vent hole for drain excess fuel oil, I can't find this
vent hole on my pump. This is the fuel pump I got with the engine kit.
http://members.aol.com/guillermou/240.jpg
Regards,
Will Uribe
El Paso, TX
building a FireStar II
http://members.aol.com/WillU/index.html
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: Pulse line has fuel |
Will,
From you picture, I can't tell if you have the pump connected right. It may not
matter, but the pump is upside-down. Then you have 3 different types of fuel
lines, and one has no clamp. Based on this observation, check that the pump is
installed correctly before you buy a new pump. If you don't have "real" pulse
line, I would use the black fuel line for the pulse. Whatever you do, please
don't fly with it the way it is in the picture.
John Jung
WillUribe(at)aol.com wrote:
>
> Greetings,
> Can someone please tell me why fuel gets into pulse line. The LEAF catalog
> has something about a vent hole for drain excess fuel oil, I can't find this
> vent hole on my pump. This is the fuel pump I got with the engine kit.
> http://members.aol.com/guillermou/240.jpg
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Landing without airspeed |
Group,
Well, after making some upgrades to my plane this summer, I am flying again. My
Firestar II now has oil injection, electric start, dual carbs, two blade 68"
IVO, and an EIS. In order to help pay for the EIS, I sold my Kolb panel
complete with wire harness and airspeed. This meant that I needed a new
airspeed. Instead of ordering a new one, I decided to use one out of a MiniMax
that I am repairing. It seemed to test out O.K. by blowing in it. The MiniMax
had been stalled in before I bought it, so it was a little suspect.
Yesterday, I took off and found out that, in my plane, the airspeed hardly
worked at all. I had to put the Firestar in a dive to get a reading, and the it
stuck at 35 mph. So for the first time in 13 years of flying, I had to land
without an airspeed indicator. And to think that I didn't order the air speed
option on the EIS because I trusted analog more. I spent some time getting the
feel of the plane with the two blade IVO. It was a much different sound, and I
needed less rpm's to keep it flying. Then after a lot of mental preparation, I
started my approach. I made sure that I carried enough speed down the ground,
got real low over the alfalfa before the runway, and when the tail started to
sink, added power, and then pulled off the power as I reached the end of the
runway. No problem, but I sure am glad that I as well familar with both the
plane and the runway.
Later, I checked the airspeed from the window of my car, and it is junk. If
only I would have tested it that way before I flew.
I'll report on the changes that I made after I get more flying time.
John Jung
Firestar II N6163J
SE Wisconsin
________________________________________________________________________________
I have a new, in the box, Hirth 2706 Fuel injected engine for sale. Comes
complete with dual injection, exhaust, reduction unit, etc. Will sell for
$4,700.00. If interested, please reply off list.
________________________________________________________________________________
| From: | "Scott HORNE" <HORNESC(at)uvsc.edu> |
| Subject: | On finding a Kolb... |
Thanks much for everyone's thoughts on a Kolb 2 seater vs. a PPC.
I am more inclined to the Kolb, but budget restraints may make it difficult. I
have $10,000 to spend. I won't go the kit route since I have no fingers, but only
thunbs in the construct-a-plane department. Used 2 seat Kolbs seem to be rather
few and far between (probably because they are so popular. Why can't other
manufacturers see the beauty of folding wings...?). I found one but it has
a 503 single carb on it and I don't think that is enough power. Would it be enough
power for 2-200 pounders at 6000 feet? Does anyone know of anyone with a
Kolb 2 seater for around $10,000?
Many thanks for all your help!
________________________________________________________________________________
| From: | "Scott HORNE" <HORNESC(at)uvsc.edu> |
Does anyone know if a Rotax 503 single carb, single ignition can have a second
carb added to it to increase horsepower from 46 hp?
Thanks.
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Pulse line has fuel |
I ran out of fuel line because I have a fuel flow system for the EIS and the
sensor requires 6" of strait line on both sides. I have more fuel line on
order, the setup you see in the picture is just for starting the engine not
for flight.
As far as upside down, I'll check with the plans when I get to the hanger
after work but I think I installed it per plans.
Thanks
Will Uribe
In a message dated 8/17/00 8:25:52 AM Eastern Daylight Time,
jrjung(at)execpc.com writes:
> Will,
>
> From you picture, I can't tell if you have the pump connected right. It
may
> not
> matter, but the pump is upside-down. Then you have 3 different types of
fuel
> lines, and one has no clamp. Based on this observation, check that the
pump
> is
> installed correctly before you buy a new pump. If you don't have "real"
> pulse
> line, I would use the black fuel line for the pulse. Whatever you do,
please
> don't fly with it the way it is in the picture.
>
> John Jung
>
> WillUribe(at)aol.com wrote:
>
> >
> > Greetings,
> > Can someone please tell me why fuel gets into pulse line. The LEAF
> catalog
> > has something about a vent hole for drain excess fuel oil, I can't find
> this
> > vent hole on my pump. This is the fuel pump I got with the engine kit.
> > http://members.aol.com/guillermou/240.jpg
>
________________________________________________________________________________
| From: | "JOHN M. COOLEY" <johnc(at)datasync.com> |
| Subject: | Re: Rotax question |
Hi Scott
Yes you can add a second carb. Will increase motor to 52 hp. CPS list a
complete kit to do the upgrade for 359.95. Includes second carb, jetting for
existing carb, manifolds, clamps, hardware, cables, and junction block.
Later,
John Cooley
Building FS II #1162
>
> Does anyone know if a Rotax 503 single carb, single ignition can have a
second carb added to it to increase horsepower from 46 hp?
>
________________________________________________________________________________
| From: | "Waligroski, Greg" <gwaligro(at)ball.com> |
| Subject: | Photos from a Kolb wing mount |
Eric,
I have hung some photo apparatus from the folding wing hanger spot. I put a
small pocket auto cam there and got the shot on Bruce Harrison's web page
http://bruceharrison.homestead.com/
I have also hung a video camera out there but I did not get a steady enough
mount so the video was kind of rough at times. I didn't notice any effects
on the aircraft handling in either case but any time you hang weights and
affect the airflow you may be starting to cause potential issues. At that
mounting location you have a pretty good moment arm working. So be careful.
I haven't hung a 27" television on the other side yet to watch my video
live. I think that might be too much.
Gregg Waligroski
Kolb'n in Colorado (soon to be Houston?)
________________________________________________________________________________
| From: | "Robert E. Kearbey, D.D.S." <kearbey(at)jps.net> |
| Subject: | Re: Rotax question |
Yes, it will then give you 52 HP
Bob
----- Original Message -----
From: Scott HORNE <HORNESC(at)uvsc.edu>
Sent: Thursday, August 17, 2000 7:23 AM
Subject: Kolb-List: Rotax question
>
> Does anyone know if a Rotax 503 single carb, single ignition can have a
second carb added to it to increase horsepower from 46 hp?
>
> Thanks.
>
>
________________________________________________________________________________
| From: | "Robert E. Kearbey, D.D.S." <kearbey(at)jps.net> |
| Subject: | Re: On finding a Kolb... |
You need at least a 582 on it. That is what we have on our MkIII and it
works great with a load.
Bob
----- Original Message -----
From: Scott HORNE <HORNESC(at)uvsc.edu>
Sent: Thursday, August 17, 2000 7:08 AM
Subject: Kolb-List: On finding a Kolb...
>
> Thanks much for everyone's thoughts on a Kolb 2 seater vs. a PPC.
> I am more inclined to the Kolb, but budget restraints may make it
difficult. I have $10,000 to spend. I won't go the kit route since I have no
fingers, but only thunbs in the construct-a-plane department. Used 2 seat
Kolbs seem to be rather few and far between (probably because they are so
popular. Why can't other manufacturers see the beauty of folding wings...?).
I found one but it has a 503 single carb on it and I don't think that is
enough power. Would it be enough power for 2-200 pounders at 6000 feet? Does
anyone know of anyone with a Kolb 2 seater for around $10,000?
>
> Many thanks for all your help!
>
>
________________________________________________________________________________
| Subject: | Re: Rotax question |
| From: | Robert L Doebler <robertdoebler(at)juno.com> |
I don't see why not. But with the cost of another carb, 2 manifolds,
throttle & choke cable splitter and cables. Is it worth it for only afew
more horsepower?
Bob Doebler F/S II- 503dcdi
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Re: On finding a Kolb... |
It would need to be a Twinstar, (not a MKIII), and it would need to be
built LIGHT!
350 pounds MAX, one 5 gallon tank.
Weigh it before you sign the check...
Richard Pike
MKIII N420P (420ldPoops)
>Used 2 seat Kolbs seem
>to be rather few and far between. I found one
>but it has a 503 single carb on it and I don't think that is enough power.
>Would it be enough power for 2-200 pounders at 6000 feet?
________________________________________________________________________________
| From: | Michael Ransom <mlransom(at)ucdavis.edu> |
I have no problem at all with Topher's wording. I think there's a subtle
and dangerous attitude that many pilots have that "It can't happen to me,
I'm ______." Fill in blank with things like "macho super pilot", "very
careful", "not stupid like those other guys." You can manage the risks
very carefully and achieve a huge reduction in risk by doing so, but the
unexpected can and does happen, sometimes in wildly improbable
combinations. Pilot error and mechanical problems are usually intertwined
and nobody but nobody is immune from either.
Some airplanes are inherrently more risky than others. I suppose a PPC is
normally safer than a Kolb--don't know and haven't really thought much
about it. I fly an UltraStar with no enclosure and I'm out there in front
***FLYING***. The airplane is relatively uncomplicated, yet has good
performance. That makes it relatively safe and more fun to fly. That's
what the whole class of ultralights is about from the beginning.
No PPC for me, thanks. My Kolb is responsive and I feel the wind currents
and G forces. I've thermaled with birds, played "crop duster", done cool
wingovers, landed in dirt fields, shot photos, climbed at 1000 feet per
minute. It'll touch down at 27 mph and I've got a ballistic chute
"insurance policy." It doesn't cost me $50/hour like a GA plane, nor do I
have to pay tie-down/hangering costs or property taxes, nor did I have to
swing $3000 for lessons. But I get to do "real" flying at a cost and risk
level that I'm comfortable with.
-Mike
>
>
>>Topher you ought to be ashamed of yourself. Kolbs don't kill people.
>>Pilots kill themselves.
>
>
>Your absolutely correct, my phrasing was less then clear. Kolbs have shown
>a considerably poorer safety record then I would like lately due almost
>entirely to pilot error or engine failures. PPC have such lower performance
>that it is very difficult to get killed in despite poor pilotage.
>
>PPC are flying wings under power, but they have extremely high pendulum
>stability in pitch and roll. They are hanging 20 some feet below there
>wings. TO stall the thing you have to get in a strong pitch up and then
>chop power and get a unlucky gust of wind, or it almost cant happen. the
>canopies can deflate if the pilot is doing allot of porposing and stalls the
>canopy but it takes some real foolish flying. you cant just slow down and
>have the thing stall, there is not enough pitch control to overcome all the
>pendulum stability to do that. you can chop power, add full "flaps" the
>control on a PPC is simply puling down on the back of the canopy, and mush
>down to the ground very hard and get hurt. the canopy needs to be flown to
>the ground and then you flair and land just like any plane.
>
>Sorry about my phrasing, not what I ment at all.
>
>Topher
>
________________________________________________________________________________
| From: | "Richard Neilsen" <neilsenr(at)state.mi.us> |
| Subject: | Re: VW Reduction Drive |
A friend dropped by last evening with his Rotax 912 powered MKIII. There was no
wind, clear and temps in the low 70s. We went flying together. We had agreed
he would follow behind off my left wing tip. When we got close to his strip he
poured on the power and left me feeling like I was standing still. when we landed
he said he had to cut back to 4800 rpms to stay with me, his normal cruse
is at 5500rpm. I was turning 3100 high cruse. We did a high speed pass, I built
up to 90 mph at 50 ft to show the people that live along their .5 mile strip
the fun of flying a Kolb. I pulled up at the end of the strip and saw climb
rates better that I had ever seen before. Great fun, then my buddy went screeming
by me again felt like I was standing still. Adding insult to injury my wife
says that other plane sounds better and much quiter than mine.
I still haven't found a reduction drive that will fit my engine. I have decided
if I can't find a workable reduction drive I'm selling the VW. It maybe another
VW, Rotax or ?. The wife thinks I shoud find a used 912, I'm half way there.
________________________________________________________________________________
| From: | "Robert Haines" <robertsjunk(at)hotmail.com> |
| Subject: | Powered parachutes |
Just to make sure, you know that an ultralight has only one seat, otherwise
it's an experimental aircraft requiring a pilot's license. (I feel silly
stating this.)
Regardless, get some training please. Swallowing pride hurts less than a
broken neck.
Robert Haines
>
>Hi, I am brand new to this list. I am in the decision making process
>of buying an ultralight. I need something I can trailer to wherever I
>fly from. I also want a two seater. Since Kolb is about the only
>folding wing fixed-wing ultralight on the market, I am seriously
>considering a Mark III or earlier model Kolb 2 seater. I am also
>looking seriously at a powered parachute. Any thoughts on the
>advantages/disadvantages between a Kolb and a powered parachute? It
>seems the PPC is much easier to learn to fly and more safe, but less
>versatile in flight.
>
>Thanks.
>
________________________________________________________________________________
| From: | "Robert Haines" <robertsjunk(at)hotmail.com> |
Good picture, I set it as my Windows background. Maybe it will inspire me
to start work on my SlingShot.
Robert Haines
SlingShot in progress
From: Randy Settle <rsettle(at)flash.net>
Subject: Kolb-List: Picture update
Hi fellow Kolbers, Just wanted to show (brag) about my latest picture of
flying my awesome Firestar.
My friend, Jeff Klepser, flying a twin 20 hp Lazair that we spent last
winter building, took this shot night before last here in Michigan.
Hartland to be exact.
I am so proud of this shot. The best one he has taken yet in my book.
He uses a Olympus 2000 I believe. Shot at a res of 1600x1200. I reduced
resolution for quicker viewing.
Well, thanks for reading my rant.
Randy
http://albums.photopoint.com/j/ViewPhoto?u=170395&a=6911015&p=26367142
--
Randy & Val Settle
Original Firestar 377
________________________________________________________________________________
| From: | "Ron or Mary Payne" <ronormar(at)apex.net> |
I just ordered a FireStar and will use a 503 engine on it. The options list
a B-box or a C-box. What is the difference in these? With the exception of
the cost. I assume these are prop reduction units.
Ron Payne
Gilbertsville, Ky.
________________________________________________________________________________
| From: | Jon <jon(at)twistedbits.net> |
First of all, many thanks to everyone who responded to my
prop strike query. After keeping your comments in mind, and
re-inspecting the prop, I came to the conclusion that the
damage is very minor. I did get some epoxy which I'll basically
be using to replace the gelcoat and fill in where the stainless
leading edge is missing.
ANYWAY,
My question is, what sort of RPM do you folks see on takeoff?
In my FireFly, I'm seeing about 6,000-6,100. I just started
flying out of my own strip (1600' with obstructions on both ends
and nowhere to abort except for a 100' ravine on one end and a
forest on the other. I have thought about starting a shallow
turn immediately after takeoff, but I have a feeling that would
make me climb even slower, for a net zero sort of effect. ??
When I get over the obstructions, I've only got about 300' of
altitude; I don't like my chances for getting back to the field in
the event of a failure. I get a fair amount of turbulence near the
field so I think that is a part of the reason for the poor climb
performance. (Plus, I've put on a few pounds since I flew it last;
I'm working on that though.) ;-)
Also, I am planning to put an amphib monofloat on it in
the future. I was thinking of sacrificing a bit of cruise
for some climb. Any recommendations? (I have a ground adjustable
3 blade IVO) I've never messed with the pitch before; do I turn
the big nut in or out for more climb? What would be a good
climbout RPM to shoot for?
In case you're wondering, with a full tank of fuel (which is
most of the time) and me in the plane, I'm at 500lbs or a little over.
TIA!
-Jon-
.---- Jon Steiger ----- jon(at)dakota-truck.net or jon(at)twistedbits.net ------.
| Affiliations: AOPA, DoD, EAA, NMA, NRA, SPA, USUA; Rec & UL Pilot - SEL |
| '92 Ram 150 4x4 V8, '96 Dakota V8, '96 Intruder 1400, '96 FireFly 447 |
`------------------------------ http://www.cs.fredonia.edu/~stei0302/ ----'
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Re: B-box or C-box |
Correct. The B box has a maximum reduction of 2.58:1, the C box turn slower
if you need it to. I suggest a B box, 2.58:1 ratio, and a ground adjustable
prop of your choice. If you go with Ivoprop, IMHO a 62" three blade would
work, or a 64" two blade will give you good performance. The 503 will swing
a bigger prop, but those would be my choices. If in doubt, ask around.
The C box is designed to absorb a lot more horsepower than the B box, and
also deal with a heavier prop. The 503 will not overstress the B box, and
unless you plan to run a really heavy 3 blade prop, the B box will do fine.
Richard Pike
MKIII N420P (420ldPoops)
>
>I just ordered a FireStar and will use a 503 engine on it. The options list
>a B-box or a C-box. What is the difference in these? With the exception of
>the cost. I assume these are prop reduction units.
>
> Ron Payne
> Gilbertsville, Ky.
>
>
________________________________________________________________________________
| From: | Michael Peer <quick503(at)earthlink.net> |
| Subject: | Full Lotus Floats For Sale |
Desperation to finish Mark III forces sale. 12 ft Full Lotus floats in
good condition along with all the retract brackets and linear actuator.
Also includes Matco Tundra Tires ( no brakes ). $2600.00 or offer.
quick503(at)earthlink.net Located in South Louisiana.
________________________________________________________________________________
In a message dated 8/17/00 5:09:36 PM Eastern Daylight Time,
jon(at)twistedbits.net writes:
<< When I get over the obstructions, I've only got about 300' of
altitude; I don't like my chances for getting back to the field in
the event of a failure. I get a fair amount of turbulence near the
field so I think that is a part of the reason for the poor climb
performance. (Plus, I've put on a few pounds since I flew it last;
I'm working on that though.) ;-)
Also, I am planning to put an amphib monofloat on it in
the future. I was thinking of sacrificing a bit of cruise
for some climb. Any recommendations? (I have a ground adjustable
3 blade IVO) I've never messed with the pitch before; do I turn
the big nut in or out for more climb? What would be a good
climbout RPM to shoot for?
>>
jon, I can almost guarantee you that you have too much pitch in the
prop...loosen the big IVO nut and back the screw all the way till you can
move it easily then screw in a quarter turn and retighten the big nut...that
should maximize your rpm for that prop and send your corpuscles scooting
higher and faster as your RPM should go to 6500 anyway...maybe even to 6800
after your get movin fast. Course I don't know the size of your prop or
anything else but that is how I tune my prop on my Firestar 447!!
GeoR38
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
Jon,
Before you buy a mono float, check the gross weight for your plane. The float
may take you over. My Firestar II can handle a float, but only if I fly solo.
You should try for about 6300 rpm static. Tie the tail wheel to a tree or your
car to do a static test. If you turn it and you get less, turn it the other way.
It's trial and error anyway.
John Jung
Jon wrote:
>
> snip...
>
> My question is, what sort of RPM do you folks see on takeoff?
> In my FireFly, I'm seeing about 6,000-6,100. I just started
> flying out of my own strip (1600' with obstructions on both ends
> and nowhere to abort except for a 100' ravine on one end and a
> forest on the other. I have thought about starting a shallow
> turn immediately after takeoff, but I have a feeling that would
> make me climb even slower, for a net zero sort of effect. ??
> When I get over the obstructions, I've only got about 300' of
> altitude; I don't like my chances for getting back to the field in
> the event of a failure. I get a fair amount of turbulence near the
> field so I think that is a part of the reason for the poor climb
> performance. (Plus, I've put on a few pounds since I flew it last;
> I'm working on that though.) ;-)
>
> Also, I am planning to put an amphib monofloat on it in
> the future. I was thinking of sacrificing a bit of cruise
> for some climb. Any recommendations? (I have a ground adjustable
> 3 blade IVO) I've never messed with the pitch before; do I turn
> the big nut in or out for more climb? What would be a good
> climbout RPM to shoot for?
>
snip....
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
I am flying a Firefly out of airport that is at 371 feet above sea level.
I am running a 60 inch IVO two blade prop. (Converted from a three blade to
get rid of low frequency noise.) I weigh about 200 pounds, and the plane
with full fuel weighs 280 pounds. My prop is set so the engine tops out at
6400 rpm. I am getting climb rates of 600-700 feet per minute on 90+degree
and high humidity days.
To figure out how to adjust your prop, level one blade, and put an incline
meter on the flat side. Note the angle. Loosen the nut and turn the inner
threaded part with a large screw driver through the hole. Give it at least
a quarter of a turn. Check the blade with incline meter to see if you are
increasing or decreasing the pitch of the prop. To get more rpm, you need
to decrease the pitch of the prop. Keep adjusting until you move the tip
at least a half a degree or more. Tighten the nut, and go fly it to see
how it turns out. It may take a few tries but you will get it there.
Jack B. Hart
>
>
> First of all, many thanks to everyone who responded to my
>prop strike query. After keeping your comments in mind, and
>re-inspecting the prop, I came to the conclusion that the
>damage is very minor. I did get some epoxy which I'll basically
>be using to replace the gelcoat and fill in where the stainless
>leading edge is missing.
>
> ANYWAY,
>
> My question is, what sort of RPM do you folks see on takeoff?
>In my FireFly, I'm seeing about 6,000-6,100. I just started
>flying out of my own strip (1600' with obstructions on both ends
>and nowhere to abort except for a 100' ravine on one end and a
>forest on the other. I have thought about starting a shallow
>turn immediately after takeoff, but I have a feeling that would
>make me climb even slower, for a net zero sort of effect. ??
>When I get over the obstructions, I've only got about 300' of
>altitude; I don't like my chances for getting back to the field in
>the event of a failure. I get a fair amount of turbulence near the
>field so I think that is a part of the reason for the poor climb
>performance. (Plus, I've put on a few pounds since I flew it last;
>I'm working on that though.) ;-)
>
> Also, I am planning to put an amphib monofloat on it in
>the future. I was thinking of sacrificing a bit of cruise
>for some climb. Any recommendations? (I have a ground adjustable
>3 blade IVO) I've never messed with the pitch before; do I turn
>the big nut in or out for more climb? What would be a good
>climbout RPM to shoot for?
>
> In case you're wondering, with a full tank of fuel (which is
>most of the time) and me in the plane, I'm at 500lbs or a little over.
>
>TIA!
>
> -Jon-
>
> .---- Jon Steiger ----- jon(at)dakota-truck.net or jon(at)twistedbits.net ------.
> | Affiliations: AOPA, DoD, EAA, NMA, NRA, SPA, USUA; Rec & UL Pilot - SEL |
> | '92 Ram 150 4x4 V8, '96 Dakota V8, '96 Intruder 1400, '96 FireFly 447 |
> `------------------------------ http://www.cs.fredonia.edu/~stei0302/ ----'
>
>
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | bweber2 <bweber2(at)earthlink.net> |
| Subject: | Re: B-box or C-box |
Also I believe the C box is designed so it can be fitted
with an electric starter.
Richard Pike wrote:
>
>
> Correct. The B box has a maximum reduction of 2.58:1, the C box turn slower
> if you need it to. I suggest a B box, 2.58:1 ratio, and a ground adjustable
> prop of your choice. If you go with Ivoprop, IMHO a 62" three blade would
> work, or a 64" two blade will give you good performance. The 503 will swing
> a bigger prop, but those would be my choices. If in doubt, ask around.
> The C box is designed to absorb a lot more horsepower than the B box, and
> also deal with a heavier prop. The 503 will not overstress the B box, and
> unless you plan to run a really heavy 3 blade prop, the B box will do fine.
> Richard Pike
> MKIII N420P (420ldPoops)
>
> >
> >I just ordered a FireStar and will use a 503 engine on it. The options list
> >a B-box or a C-box. What is the difference in these? With the exception of
> >the cost. I assume these are prop reduction units.
> >
> > Ron Payne
> > Gilbertsville, Ky.
> >
> >
>
--
****************************************************
* Bill Weber * Thunder's just the noise *
* Simi Valley, CA * Lightning does the work *
****************************************************
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: VW Reduction Drive |
That must've hurt. I get the feeling that you're an aggressive,
competitive type of person, and having that guy walk away from you must have
been bad. 'Course, I wouldn't know how that feels. Uh-uh ! ! !
Lar.
----- Original Message -----
From: Richard Neilsen <neilsenr(at)state.mi.us>
Sent: Thursday, August 17, 2000 11:53 AM
Subject: Kolb-List: Re: VW Reduction Drive
>
> A friend dropped by last evening with his Rotax 912 powered MKIII. There
was no wind, clear and temps in the low 70s. We went flying together. We had
agreed he would follow behind off my left wing tip. When we got close to his
strip he poured on the power and left me feeling like I was standing still.
when we landed he said he had to cut back to 4800 rpms to stay with me, his
normal cruse is at 5500rpm. I was turning 3100 high cruse. We did a high
speed pass, I built up to 90 mph at 50 ft to show the people that live along
their .5 mile strip the fun of flying a Kolb. I pulled up at the end of the
strip and saw climb rates better that I had ever seen before. Great fun,
then my buddy went screeming by me again felt like I was standing still.
Adding insult to injury my wife says that other plane sounds better and much
quiter than mine.
>
> I still haven't found a reduction drive that will fit my engine. I have
decided if I can't find a workable reduction drive I'm selling the VW. It
maybe another VW, Rotax or ?. The wife thinks I shoud find a used 912, I'm
half way there.
>
>
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Re: Rotax question |
Yes, it will go to about 52 HP, will use a bit more fuel, and will need to
turn a bit more RPM's.
Richard pike
MKIII N420P (420ldPoops)
>
>Does anyone know if a Rotax 503 single carb, single ignition can have a
>second carb added to it to increase horsepower from 46 hp?
>
>Thanks.
>
>
________________________________________________________________________________
| From: | ggleiter(at)minn.net |
| Subject: | Re: Rotax question |
Scott HORNE wrote:
>
>
> Does anyone know if a Rotax 503 single carb, single ignition can have a second
carb added to it to increase horsepower from 46 hp?
>
> Thanks.
See no reason why this could not be done by simply buying a new 2 carb
intake manifold and second carb. Not sure just how much increase this
would produce.
gil leiter
MAPLEWOOD, MN
________________________________________________________________________________
| From: | "Dennis Watson" <djwatson(at)olg.com> |
Good Morning Kolbers!!!
Quick question for the gang, I am about to replace my old one piece axle
and gear leg socket with the newer two piece type on my Original Firestar.
Could someone give me some information on how much toe-in I should have
before I start drilling the holes??
Thanks!!
Dennis in MD.
PS. I find it amazing that the original axle was hollow and has held up so
well.
________________________________________________________________________________
| From: | Lloyd McFarlane <lrmcf(at)ix.netcom.com> |
Am looking for suggestions on where and how to mount a Hot Box and
battery on a FireStar II with a 503.
Thx
________________________________________________________________________________
| From: | "Rayfield, Don" <drayfiel(at)kcc.com> |
To the person who wanted to buy a two place U.L. trainer. There is a Kolb Mk
III for sale for $ 10,500 at 919-545-9595. Also others listed at
Barnstormers.com
This e-mail is intended for the use of the addressee(s) only and may contain privileged,
confidential, or proprietary information that is exempt from disclosure
under law. If you have received this message in error, please inform us promptly
by reply e-mail, then delete the e-mail and destroy any printed copy.
Thank you.
==============================================================================
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Pulse line has fuel |
We fixed the problem I had with the pulse line. The problem was I had the
pulse in more then 10", it doesn't work correctly when its longer.
Last evening we performed the break-in procedure. Boy all the FireStar
wanted to do is fly.
This time I did wear my helmet ;-)
http://members.aol.com/cesaru/KolbFSII/244.jpg
Will Uribe
________________________________________________________________________________
| From: | Dale Seitzer <dale(at)gmada.com> |
| Subject: | Pulse line has fuel |
Will, That is a cool Helmet--can civilians buy that?--is it warm?--Did you
put in your headphones-speakers? I have a set of David Clarks mid range
price headphones but cannot use them in traditional helmets. The plane
looks so crisp and sharp--better than my old "antique." Dale Seitzer
-----Original Message-----
From: WillUribe(at)aol.com
Sent: Friday, August 18, 2000 1:50 PM
Subject: Re: Kolb-List: Pulse line has fuel
We fixed the problem I had with the pulse line. The problem was I had the
pulse in more then 10", it doesn't work correctly when its longer.
Last evening we performed the break-in procedure. Boy all the FireStar
wanted to do is fly.
This time I did wear my helmet ;-)
http://members.aol.com/cesaru/KolbFSII/244.jpg
Will Uribe
________________________________________________________________________________
| From: | "ballenger" <ballenger(at)gateway.net> |
| Subject: | FIRESTAR LUBRICATION SCHEDULE |
Good Afternoon,
I have had a FS KXP 447 for a year now and really love it. Since I did not
build it, I am wondering if and when I should grease all the fittings,
hinges, wires, etc. Any information or schedule would be appreciated.
Thanks
Jim Ballenger
Virginia Beach, Virginia
FS KXP 447
________________________________________________________________________________
| From: | John Richmond <twoschmoops(at)yahoo.com> |
| Subject: | Re: Aircraft wanted |
This aircraft has been sold.
--- "Rayfield, Don" wrote:
>
> To the person who wanted to buy a two place U.L. trainer. There is a
> Kolb Mk
> III for sale for $ 10,500 at 919-545-9595. Also others listed at
> Barnstormers.com
>
> This e-mail is intended for the use of the addressee(s) only and may
> contain privileged, confidential, or proprietary information that is
> exempt from disclosure under law. If you have received this message
> in error, please inform us promptly by reply e-mail, then delete the
> e-mail and destroy any printed copy. Thank you.
>
>
==============================================================================
>
>
>
>
>
=====
John & Lynn Richmond :-)
Send instant messages & get email alerts with Yahoo! Messenger.
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
| Subject: | Re: Landing without airspeed |
If it wasn't junk it was after you blew in it.
You have to watch for that when kids around airplanes. That's the first
thing they want to do and there goes $$$ - Had a case short time back a
father walked up to our hangar and asked for a lighter. I just caught his
kid just as he was taking a deep breath and puckering up to give it a good
shot. This guy was aviation oriented. When you go after their parent for
damage they think you trying to take them.
jerryb
>
>Group,
>
>Well, after making some upgrades to my plane this summer, I am flying
again. My
>Firestar II now has oil injection, electric start, dual carbs, two blade 68"
>IVO, and an EIS. In order to help pay for the EIS, I sold my Kolb panel
>complete with wire harness and airspeed. This meant that I needed a new
>airspeed. Instead of ordering a new one, I decided to use one out of a
MiniMax
>that I am repairing. It seemed to test out O.K. by blowing in it. The MiniMax
>had been stalled in before I bought it, so it was a little suspect.
>
>Yesterday, I took off and found out that, in my plane, the airspeed hardly
>worked at all. I had to put the Firestar in a dive to get a reading, and
the it
>stuck at 35 mph. So for the first time in 13 years of flying, I had to land
>without an airspeed indicator. And to think that I didn't order the air speed
>option on the EIS because I trusted analog more. I spent some time getting
the
>feel of the plane with the two blade IVO. It was a much different sound,
and I
>needed less rpm's to keep it flying. Then after a lot of mental
preparation, I
>started my approach. I made sure that I carried enough speed down the ground,
>got real low over the alfalfa before the runway, and when the tail started to
>sink, added power, and then pulled off the power as I reached the end of the
>runway. No problem, but I sure am glad that I as well familar with both the
>plane and the runway.
>
>Later, I checked the airspeed from the window of my car, and it is junk. If
>only I would have tested it that way before I flew.
>
>I'll report on the changes that I made after I get more flying time.
>
>John Jung
>Firestar II N6163J
>SE Wisconsin
>
>
________________________________________________________________________________
| From: | b young <byoung(at)brigham.net> |
<<<>>>
a friend of mine had some 2" hi density foam i cut it
to fit the seats and it made my 30 min max endurance butt
numbing sling seat into a 3 plus hour feel my butt when i
get out enjoy the ride seat. cost to me was free weight
minimum. will probably cover them for looks.
boyd
________________________________________________________________________________
| From: | b young <byoung(at)brigham.net> |
| Subject: | Re: Kolb-List Digest: 30 Msgs - 08/16/00 |
I would like to avoid remoting my EIS switches, as this only
adds to the
complexity, and I will still have to reach the ignition
switch and key.
My questions: Can you reach the Mark-3 panel with the
shoulder strap on?
I have long arms)
If you extended your panel, How much? and How?>>>>>>
i went to rad shack and bought a project box and mounted it
on the bottom of the gap seal just in front of the flap
handel. in the box i mounted the kill switches for both
cei the eis remount switches the start
switch fuel pump switch fuses for eis radio fuel
pump. it is a basic top mounted pannel and makes
everything easy to reach and left the front pannel simple...
boyd
________________________________________________________________________________
| From: | Woody <duesouth(at)govital.net> |
| Subject: | Re: Landing without airspeed |
>
>If it wasn't junk it was after you blew in it.
Perhaps you could explain this one to me. Air blowing into it is how it
was designed to work.
Unless you blow in real hard and bury the needle I can not see any
damage. Blowing air into it is what happens you push your airplane through
the air. A regulated breath into the pitot should not be any different from
pushing the pitot real fast through the air. I have blown into the pitot
several times on airspeeds as I have fixed them to make sure they move
smoothly. Can't say I have ruined any by just blowing into it.
If your airspeed stopped working perhaps the first thing you should do
is unscrew the round fitting that leads from the pitot tube. There is a
real small hole down the center that is easily plugged up. Grab this
fitting with pliers and unscrew it and look. A small wire should clean it
out. Don't worry about taking it apart you allready consider it scrap.
________________________________________________________________________________
| From: | Lanny Fetterman <donaho(at)csrlink.net> |
Hi.Group
I have an Air Drive starter on my 503 and it works great. I bought it
used, back in my MX days, and had it on a 377 for several years. It has
about 100 hrs. on it with NO PROBLEMS. I`m sure the company that made them,
no longer sells or services them.
The only thing I ever thought may fail is a bearing that will only spin
one way. I took the bearing # to a local parts store and they said they
could get me one if and when I need it. The housing is cast aluminum and
should last a long time. There is a small drive belt that is easy to check,
and a starter motor that looks like all other starter motors. That`s it
except for the battery, regulator ect.
It is my opinion that if you can live with the fact that there is no
company to back that starter it is worth the $250.00.
Lan.
A.S.C.# A10LRF
FS II #598
________________________________________________________________________________
| From: | Lanny Fetterman <donaho(at)csrlink.net> |
Hi again,
I just thought of something very important about the ADS starter. You must
give up the oil injection to make it fit a 503. No big deal to me, I just
premix my fuel.
Lan
________________________________________________________________________________
| From: | "Dave Rains" <rr(at)htg.net> |
| Subject: | Re: Landing without airspeed |
Haven't ruined one yet by blowing in it? Your a real lucky fellow!
-----Original Message-----
From: Woody <duesouth(at)govital.net>
Date: Saturday, August 19, 2000 12:43 PM
Subject: Re: Kolb-List: Landing without airspeed
>
>>
>>If it wasn't junk it was after you blew in it.
> Perhaps you could explain this one to me. Air blowing into it is how it
>was designed to work.
> Unless you blow in real hard and bury the needle I can not see any
>damage. Blowing air into it is what happens you push your airplane through
>the air. A regulated breath into the pitot should not be any different from
>pushing the pitot real fast through the air. I have blown into the pitot
>several times on airspeeds as I have fixed them to make sure they move
>smoothly. Can't say I have ruined any by just blowing into it.
>
>
________________________________________________________________________________
| From: | Woody <duesouth(at)govital.net> |
| Subject: | Re: Landing without airspeed |
>
>Haven't ruined one yet by blowing in it? Your a real lucky fellow!
>-----Original Message-----
Got a nice shiny horse shoe stuck up my backside.
________________________________________________________________________________
| Subject: | Re: UL: Re: VORTEX GENERATORS UPDATE |
August 03, 2000 - August 20, 2000
Kolb-Archive.digest.vol-cg