Kolb-Archive.digest.vol-ch
August 20, 2000 - September 03, 2000
To those of you who received my VG plans, please note: several VG builders
have tried putting the VG's further forward than the 11" specified on my
plans with little or no improvement in stall speed. When installed where
specified, in almost every instance stall has been lowered by 4-5 mph [on
Kolb Firestars]. I don't know of anyone who has tried them further back than
11" ; that may give some improvement to cruise or max speed. If someone
tries them further back than 11" please let me know your results.
By the way, 11" back on a Firestar wing is approx. 22% of cord [not counting
ailerons]. I would assume that VG's placed at 22% of cord would work on any
Kolb; your mileage may vary.
Howard Shackleford
FS I
SC
________________________________________________________________________________
| Subject: | VORTEX GENERATORS UPDATE #2 |
Note: For those of you who have installed my VG's using double stick tape
and want to remove them, just spray them with WD-40 and let them sit for 5
minutes- then lift them right up. Be sure to clean up good with some soapy
warm water, rinse, then wipe with alcohol prior to sticking them back down.
Howard Shackleford
FS I
SC
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | B & C Specialty Web Site? |
>--> RV-List message posted by: "Bill Ludwig"
>
>Have been unable to locate the B & C Specialty web site. Does one exist?
>
>- Bill in Tucson
Yes . . .
They have a work-in-progress at:
http://www.BandCspecialty.com
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
________________________________________________________________________________
| Subject: | Re: Oshkosh Update |
Hi Guys,
I just got my computer up sincewe left for OSH It really fried while we were
gone but 500 bucks fixed it real good. I flew into OSH with four other guys
about an eighty mile trip. If you fly with Quicksilvers remember that they
are SLOW my gps track looks like a bowl of spaghetti from my peeling off and
looping around .I thought soloing a plane i built myself was a thrill but
landing at oshkosh is something i will never forget. Keep working on your
projects! It is more than worth it. This weekend I flew with three other guys
around eighty miles to the Wautoma fly in and i met up with John Jung and we
flew home together.My wife and niece joined us with our camper so it was a
good family affair. On the way home from Wautoma I landed at the wrong runway
and got some laughs from the airport audience.Dumb mistake but i learned to
study the airport directory BEFORE i land. One high point of my oshkosh
excursion was, taking off for an exibition flight around the pattern (scary,
too much traffic)i saw John Hauck wave from the audience.Lots of nice planes
and the consummation of a twenty year dream.
Take Care,John Bruzan FSII 503 EIS BRS N25029
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | Mac Servo/Switch Question... |
> A quick question for those in the know. Im wiring the Mac Trim serve
>that is on my elevator to my Infinity control stick and have a bit of a
>question...!! The servo has 5 wires comming out of it: 2 control the
>forward/backward (up/down) movement of the trim servo screw..these are both
>white in color. The other 3, Blue/Green/and Orange connect into the
position
>indicator to indicate servo movement. The control stick that I am using
has
>3 wires (from the coolie hat control) that control pitch trim. The middle
>wire (and center postion on the switch) is a ground (black wire) The other
>two wires are Brown and Solid Blue and control up down movement. My
question
>is how does the servo get 12V power? I have wired everything per the plans
>of both the Mac servo and the control grip. I have checked the switches and
>wires with a volt/ohm meter and connections are good. The serve motor moves
>when directly attached to the battery. The only 12V input to the system is
>the Red/white stripped wire comming from the position indicator (light).
>Obviously I am missing something in the wiring setup or some additional part
>is required. I know it doesnt work because it isn't getting any 12V
>power.....just wondering how it is supposed to get that power or if maybe
the
>control stick is not compatible with the MAC servo. As always thanks ahead
>of time for your responses. Take care and happy building/flying!!!
MAC uses a permanent magnet motor where direction of rotation is determined
by polarity of the applied voltage . . . I've complained to MAC folks
at OSH booth many times about the two WHITE wires . . . they could be
different colors where on color is (+) extend and (+) retract . . . I
could put out ACCURATE wiring diagrams for their product. Two white wires
just doesn't cut . . .
Gunching aside, the trim swich in an Infinity grip will not directly
interface with a MAC servo. MAC sells a "relay deck" for this purpose.
You can also use a two pole, double throw, center off (on)-off-(on) rocker
switch to directly drive the servo's PM motor. The wiring with a
relay deck is shown at . . .
http://www.aeroelectric.com/articles/trim.pdf
If you want to build your own relay deck, two small relays
wired as shown in . . .
http://www.aeroelectric.com/articles/trim2.pdf
will do the trick.
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: | WillUribe(at)aol.com |
| Subject: | Re: Pulse line has fuel |
Hi Dale,
Sorry it took a long time to get back to you but I have been very busy this
weekend.
Go to http://aviationhelmets.com/helmet5.htm
to get an civilian type helmet.
Good luck
Will Uribe
In a message dated 8/18/00 3:46:43 PM Eastern Daylight Time, dale(at)gmada.com
writes:
> 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
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Slipped the surly bonds of earth |
Greetings everyone, Good news
On Saturday at 8:05 AM my FireStar committed aviation for the first time.
Dave Rain who has more then 200 hours on his FireStar flew it on it's maiden
flight. The only thing needing adjustment after the first flight were the
elevators.
After Dave's test flights were over it was my turn. We flew our FireStars to
a dirt strip for some touch and goes. The plane flys hands off, I must have
gotten the rigging right. We flew for 2 hours on Saturday and again on
Sunday. I may have to change the pitch on my prop or get a wood prop, I
can't keep up with Dave's FireStar.
I've had no time to update my webpage but I did upload some flying pictures
to my FTP if anyone is intrested;
Scroll down to where the pictures start with P8. Dave took the pictures
starting with P819 of me flying my FireStar, and the pictures starting with
P820 I took on Sunday.
http://ourworld.cs.com/gugjaa
Many Thanks and a debt of gratitude go to Dave Rains who pushed me to finish
it like a good drill sergeant, if it wasn't for him I'd still be building in
my living room. Also thanks to my friend Jim Ramsdale who is a retired A & P
mechanic and all my family for helping me finish my plane.
Next weekend we're flying to Wilcox, AZ.
Regards,
Will Uribe
No longer building
Flying a FireStar
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Remote switches |
I mounted my EIS remote switches under the seat, work fine for me and the
ignition switches are in front of the seat.
Take a look at
http://members.aol.com/cesaru/KolbFSII/248.jpg
Regards,
Will Uribe
In a message dated 8/19/00 2:42:07 PM Eastern Daylight Time,
byoung(at)brigham.net writes:
>
> 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: | "John Cooley" <johnc(at)datasync.com> |
| Subject: | Re: Slipped the surly bonds of earth |
Hi Will and Gang,
Congratulations on your first flight and I'm glad everything went well
for you. Your post and picture log over the last few months or so has helped
keep me going and maybe It won't be too long before I commit aviation in my
plane. I should finish the tapes tomorrow and then I'll be ready to start
with the sprayed on coat of poly-brush. Thanks again and good job.
Later,
John Cooley
Building FS II #1162
>
> Greetings everyone, Good news
> On Saturday at 8:05 AM my FireStar committed aviation for the first time.
> Many Thanks and a debt of gratitude go to Dave Rains who pushed me to
finish
> it like a good drill sergeant, if it wasn't for him I'd still be building
in
> my living room
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Re: Slipped the surly bonds of earth |
Congratulations!
Richard Pike
MKIII N420P (420ldPoops)
>
>Greetings everyone, Good news
>On Saturday at 8:05 AM my FireStar committed aviation for the first time.
>
>Regards,
>Will Uribe
>No longer building
>Flying a FireStar
>
>
________________________________________________________________________________
| From: | "INFO" <info(at)aircrafttechsupport.com> |
| Subject: | Will Uribe, No longer a builder........... |
Congrat's on a great job!!
We looked at the Pics, what a beautiful day & place to fly your machine for
the first time!!
We enjoyed following your progress.
Keep in touch, now that you're "no longer a builder"........
Thanks,
Jim & Dondi Miller
Aircraft Technical Support, Inc.
Poly-Fiber & Ceconite Distributors
(Toll Free) (877) 877-3334
Web Site: www.aircrafttechsupport.com
E-mail: info(at)aircrafttechsupport.com
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: Oshkosh Update |
John and Group,
On the way back from that weekend All Wisconsin Fly-In that John mentioned, we
were in radio communication. There were cumulus clouds above us and I asked
John if he had flown over one yet. He said "No". I said "Then you have
something to look forward to", and I tool him that the view from above was
fantastic. Next thing I know John was climbing for the clouds. Being there
when others experience these things for the first time is almost as good as
doing them myself.
John Jung
________________________________________________________________________________
| From: | "Vic" <vicw(at)vcn.com> |
| Subject: | Re: Kolb-List Digest: 7 Msgs - 08/20/00 |
On the rubber mount that attaches the carburetor to the manifold there is an
arrow. Which way does the arrow point - toward the manifold or toward the
carburetor?
Vic
________________________________________________________________________________
| From: | "John Cooley" <johnc(at)datasync.com> |
| Subject: | Re: Kolb-List Digest: 7 Msgs - 08/20/00 |
Hi Vic,
The arrow will point toward the manifold or in the direction of flow.
Later,
John Cooley
Building FS II #1162
> On the rubber mount that attaches the carburetor to the manifold there is
an
> arrow. Which way does the arrow point - toward the manifold or toward the
> carburetor?
>
> Vic
________________________________________________________________________________
| From: | Ron Mason <CaptainKugel(at)excite.com> |
| Subject: | Kit # 1 Mark 3Xtra |
Well Kit 1 is in my hanger. Looking at all those part and tubes makes me
quesy. Looks like a lot of work ahead of me. big question how do I start
whats first. Have not had much chance to look into the manual yet. However I
am sure i'll know it intimately quickly.
Say Bye to Slow Internet!
http://www.home.com/xinbox/signup.html
________________________________________________________________________________
| From: | Jon Steiger <jon(at)twistedbits.net> |
>
>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,
Yep, it definitely would be over gross (500lbs) with the float. I'm
actually flying a few lbs over gross now with a full 5 gallons of
fuel. That was my major concern with doing a float. (that, and flight
performance) I made a point of stopping by the Kolb booth at Oshkosh to
talk with them about it prior to making a decision, and they told me that
the gross weight on the FireFly was set at 500lbs just because its an
ultralight, but that it is actually just as strong as any of the other
Kolbs. Why Kolb wouldn't try to find a more realistic gross I'm not sure.
Also, I was speaking with Dan Grunloh about this in the barn and he
brought up the point that the gross weight is actually just a function of
the g-loading. If you have an aircraft with a 1000lb gross weight and its
stressed for +2g's, you could fly that same aircraft at 2000lbs if you keep
the forces to 1g or less. Or so the theory goes. ?
I really want an amphib, but I don't like the idea of selling the Kolb,
and I can't afford 2 planes... :-(
-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/ ----'
________________________________________________________________________________
| Subject: | Re: Slipped the surly bonds of earth |
Good job Will!!!
The fun has just begun!
John Bruzan FSII
________________________________________________________________________________
| From: | ZepRep251(at)aol.com |
| Subject: | Re: Trailer Tailboom Support |
Beauford;my tailboom support is retracted to flush with the floor so the
tail wheel can ride over it in a grooved track which guides the tail wheel
down the center of the trailer. once the airplane is about 12" from the
chocks I pull down on the 4' long lever which cradles the tube, lifts the
tail wheel 4" off the floor and pulls it back against the chocks in one
motion. The lever ends up flat on the floor. I just read what i wrote and it
is not a very good description. if you like I'll send you a picture or a
drawing.G.Aman FS2 55hrs
________________________________________________________________________________
| From: | ZepRep251(at)aol.com |
| Subject: | Re: Kolb Fly-in and kolb sighting |
To who it may concern. Is anyone from Northeast Ohio or thereabouts
considering going to the Kolb fly-in? I'm kicking the idea around. If a small
group would be interested in trailering down. Saw a Kolb Sunday morning east
bound over I 80 in Indiana. Yellow with red trim I think. Stayed overnight in
Peru/Lasalle area and saw it just after we got on the road that
morning.Anyone want to confess missing church to go fly that morning? G.Aman
FS2 55hrs
________________________________________________________________________________
| From: | "michael highsmith" <firehawk54(at)hotmail.com> |
| Subject: | Re: Kolb Fly-in and kolb sighting |
>Anyone want to confess missing church to go fly that morning? G.Aman
I never miss church at altitude even if it is in the middle of the week.
I believe flying should be considered a religion.
We'll be flying up to the Nultown In. Pig Roast Sept 8-9-10 if anyone is
interested. It's only 746 miles for us one way. One brave Kolber is flying
alllll the way from South of Lakeland to join us. Another 250 miles one way.
But then they sure know how to roast a pig in Nulltown.
Firehawk
________________________________________________________________________________
| Subject: | Re: Kolb Fly-in and kolb sighting |
In a message dated 8/21/00 10:44:14 PM Eastern Daylight Time,
ZepRep251(at)aol.com writes:
<< To who it may concern. Is anyone from Northeast Ohio or thereabouts
considering going to the Kolb fly-in? I'm kicking the idea around. If a
small
group would be interested in trailering down. Saw a Kolb Sunday morning east
bound over I 80 in Indiana. Yellow with red trim I think. Stayed overnight
in
Peru/Lasalle area and saw it just after we got on the road that
morning.Anyone want to confess missing church to go fly that morning? G.Aman
FS2 55hrs
>>
I'm from Akron Ohio and would like to fly down, although I have very little
Xcountry experience, but my Firestar seems very reliable...no engine outs
since initial flight in '92! Would love to find someone to fly with....
GeoR38
ps, it is 333 miles from here according to Keyword Maps!! That means 6 or 7
stops for my 5 gal tank.and probably 2 days. talk to me.
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: Slipped the surly bonds of earth |
Congratulations Will. I wish the timing were a little different; I'd meet
you-all in Wilcox, but I'll be on my way to Canada by then. Maybe next
time. Lar.
----- Original Message -----
From: <WillUribe(at)aol.com>
Sent: Sunday, August 20, 2000 10:41 PM
Subject: Kolb-List: Slipped the surly bonds of earth
>
> Greetings everyone, Good news
> On Saturday at 8:05 AM my FireStar committed aviation for the first time.
>
>
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Slipped the surly bonds of earth |
I had tears of joy once I saw my FireStar go around the pattern for the first
time. It was very moving to see the bunches of tubes and rivets I but
together was finally flying.
In a message dated 8/21/00 9:35:36 AM Eastern Daylight Time,
rsettle(at)flash.net writes:
> Although I am a flyer, not a true builder, I get goose bumps and that warm
> and fuzzy feeling all over when I read that another bird has left the nest.
> I know somewhat how you feel!
> Again, Congratulations to you.
>
> Randy
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Kit # 1 Mark 3Xtra |
Ron,
The first thing I would do is an inventory of all the parts.
Once you start putting together all those parts they will become one big
part. Then you get the next kit and you have a hole bunch more parts and so
on.
The way I got through it all was dividing them into small projects or goals.
When I got the last kit, the engine with more parts, I felt I would never
finish. But I finally did :-)
Good luck
Will Uribe
In a message dated 8/21/00 8:17:18 PM Eastern Daylight Time,
CaptainKugel(at)excite.com writes:
> Well Kit 1 is in my hanger. Looking at all those part and tubes makes me
> quesy. Looks like a lot of work ahead of me. big question how do I start
> whats first. Have not had much chance to look into the manual yet. However
I
> am sure i'll know it intimately quickly.
________________________________________________________________________________
| From: | "jrodebush" <jrodebush(at)cinci.rr.com> |
>
> Greetings everyone, Good news
> On Saturday at 8:05 AM my FireStar committed aviation for the first time.
Congratulations on your first flight and also on your great website!
Rody
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Slipped the surly bonds of earth |
I use an Olympus D-360L digital camera, have it set to the lowest resolution
for quick uploads to the webpage. It does take better pictures but at the
setting I use it can takes 122 pictures without changing the memory card.
Regards,
Will
In a message dated 8/21/00 8:31:26 PM Eastern Daylight Time,
Bill-Jo(at)prodigy.net writes:
> Congratulatoins on your first flight Will. Those were great pictures.
> Would you contact me by e-mail and tell me how you took them and what kind
> of camera you use. I want to know how that is done. Thanks Bill
________________________________________________________________________________
| From: | Airgriff2(at)aol.com |
| Subject: | Re: Kolb-List Digest: 24 Msgs - 08/21/00 |
congratulations will on your 1 st flight. what a feeling, being a test pilot
in an unproven aircraft ! hope you have many hours of safe flying..
bob griffin
mk. 111
upstate n.y.
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Kolb-List Digest: 24 Msgs - 08/21/00 |
The FireStar feels solid and it's a proven kit so Dave had no problems flying
it for the first time.
In a message dated 8/22/00 12:17:08 PM Eastern Daylight Time,
Airgriff2(at)aol.com writes:
> congratulations will on your 1 st flight. what a feeling, being a test
pilot
>
> in an unproven aircraft ! hope you have many hours of safe flying..
>
> bob griffin
> mk. 111
> upstate n.y.
________________________________________________________________________________
| From: | Randy Settle <rsettle(at)flash.net> |
| Subject: | Re: Slipped the surly bonds of earth |
>
>
> > Although I am a flyer, not a true builder, I get goose bumps and >that warm
> and fuzzy feeling all over when I read that another >bird has left the nest.
> > I know somewhat how you feel!
With that being said, I would like to share last nights pic of "Warm and Fuzzy"
http://albums.photopoint.com/j/View?u=170395&a=6911015&p=26791426&Sequence=0
> > Again, Congratulations to you.
>
I am truly in love with this sport!
I am also blessed with a group like this. I look so forward to reading the
experiences of you all!
Randy & Val Settle
Original Firestar 377
The Lazair News Letter
http://www.flash.net/~rsettle/
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: What a morning! |
Roger,
Welcome to the active portion of the list and thanks for sharing you experience.
Two questions, if you don't mind: What state are you from and how fast wast the
blimp going?
John Jung
________________________________________________________________________________
| From: | TK <tkrolfe(at)epix.net> |
| Subject: | Re: Slipped the surly bonds of earth |
WillUribe(at)aol.com wrote:
>
>
> Greetings everyone, Good news
> On Saturday at 8:05 AM my FireStar committed aviation for the first time.
> Dave Rain who has more then 200 hours on his FireStar flew it on it's maiden
Will,
Congratulations on making to the domain of the feathered ones. I'll bet
the smile hasn't left you face yet. Enjoy the fruit or your hard work
and fly safe!
Terry K. FF
________________________________________________________________________________
| From: | Jon Steiger <jon(at)twistedbits.net> |
| Subject: | Prop pitch results |
Many thanks to the folks who answered my earlier question about prop pitch.
Here's the situation:
Kolb FireFly, 60" 3-blade IVO ground adjustable.
On climbout, I see about 6100rpms. The FireFly pops off the ground at
an excellent angle of climb, but then "wallows" at about 50' off the
ground, and then the climb isn't quite as hot.
After posting to the list for help, I played with my prop pitch a bit.
On the advice of GeoR38, I loosened up the big nut, then backed out the
screw. I hand screwed it in and then gave it a 1/4 turn and tightened the
nut. That resulted in pretty much the same climbout rpm as before, and I
didn't notice a difference in climb.
So, I landed, put the screw in 1/2-1 turn (I don't remember
exactly) That gave me about 6300rpm. I moved the screw in another 1.5
turns or so, and that gave me a climbout rpm of 6600. At that RPM, I
noticed that the FireFly didn't "pop" off the runway and wallow, it
maintained pretty much the same climb from the surface all the way up to
the pattern.
The problem with the last setting though was that anything resembling a
cruise RPM (4000-5500) resulted in my EGT needles jumping right up to
1200! :- I tried some climb tests. I don't have a VSI but I put the plane
in a climb at full throttle and held it at just over 45mph. It was
somewhere around 520fpm. Since I couldn't keep my EGTs cool at cruise, I
landed and backed the screw out, and put it in about a half turn. I took
off, and I once again got the wallow on takeoff, but a climb test resulted
in about 660fpm. So, apparently letting the engine rev wasn't doing
anything for my rate of climb. :-(
Anyone know what sort of conclusions I can draw from this? If I got a
richer jet so I could put the screw in, would that result in a better fuel
burn at cruise? (But what about the climb loss?) Should I just leave well
enough alone? What the heck is that wallow on takeoff? It seems to happen
too high to be simply flying out of ground effect... ?? Why did my EGTs
go up when I (reduced?) the pitch?
Color me confused. :-)
-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: | monte84(at)mindspring.com |
| Subject: | 912 throttle cables |
Hello,
I know I only send to the list when I have a question but I read and enjoy
the messages to the list everyday. My question for today is about the throttle
cable for the 912. There are two small brass tubes with it that are about 3/4
in long. Where do they go? I looked the prints over an can't find them.
Thanks for your help again.
Monte
MarkIII
N65ME
________________________________________________________________________________
User-Agent: Microsoft Outlook Express Macintosh Edition - 5.01 (1630)
| From: | Pam & Scott Trask <PTrask(at)diisd.org> |
Hi
I'm planning on flying on down to the fly-in from U.P.Mich,I need to know
direction and coordinates to the site.
Scott Trask MK111
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
In a message dated 8/23/00 5:15:31 AM Pacific Daylight Time, zoper(at)mint.net
writes:
<< That got me to wondering what the greatest pass
weight total is that a mk3 has ever lifted. >>
My Mark 3 weighs about 480 with no fuel. I routinely fly it at its 1000 lb.
gross weight. I don't have the numbers in front of me, but I recall figuring
that I'd have to have something like 800 lbs of passengers before I'd reach
the forward CG limit.
Mark R. Sellers
Kolb Twinstar Mark III
N496BM
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)alltel.net> |
| Subject: | Re: Prop pitch results |
Jon,
Does Kolb recommend a 60 inch- three blade for the Firefly? I am sure that
you would get better all around performance with a 66 inch - two blade
setup. 500 to 600 fpm seems way low for a 447 0n a Firefly. A 60 inch
blade is not the ideal for a 2.58 reduction, I believe 66 inches is the best
match, and that third blade is adding drag to your setup. The only time I
would add a third blade is if you need it to absorb excess power, I would
try switching your IVO to two blades and increasing its bite. If others on
the list agree that 66 inch works better, maybe call IVO and ask if you can
trade up to the bigger blade, I have heard that they are very accomidating
in these matters. You might even get a refund if you trade your three
blades in on just two of the longer ones.
I hope other listers will chime in here with their views, my experience with
60 and 66 inch props of the wooden and IVO varieties is all with a 503 and
2.58 reduction on my Loehle. In all cases, I get better performance with the
larger diameter props. The IVO I use is a 66 inch three blade because two
blades would overrev my 503 at full pitch. I only used the IVO for testing
my Free- Air Scoops, because the 66 inch wood performs a little better.
I hope this helps
Sincerely,
Denny Rowe
rowedl(at)alltel.net
Building Mark-3 Western PA
-----Original Message-----
From: Jon Steiger <jon(at)twistedbits.net>
Date: Wednesday, August 23, 2000 6:24 AM
Subject: Kolb-List: Prop pitch results
>
>
> Many thanks to the folks who answered my earlier question about prop
pitch.
>
>Here's the situation:
>
> Kolb FireFly, 60" 3-blade IVO ground adjustable.
>
> On climbout, I see about 6100rpms. The FireFly pops off the ground at
>an excellent angle of climb, but then "wallows" at about 50' off the
>ground, and then the climb isn't quite as hot.
>
> After posting to the list for help, I played with my prop pitch a bit.
>
> On the advice of GeoR38, I loosened up the big nut, then backed out the
>screw. I hand screwed it in and then gave it a 1/4 turn and tightened the
>nut. That resulted in pretty much the same climbout rpm as before, and I
>didn't notice a difference in climb.
>
> So, I landed, put the screw in 1/2-1 turn (I don't remember
>exactly) That gave me about 6300rpm. I moved the screw in another 1.5
>turns or so, and that gave me a climbout rpm of 6600. At that RPM, I
>noticed that the FireFly didn't "pop" off the runway and wallow, it
>maintained pretty much the same climb from the surface all the way up to
>the pattern.
>
> The problem with the last setting though was that anything resembling a
>cruise RPM (4000-5500) resulted in my EGT needles jumping right up to
>1200! :- I tried some climb tests. I don't have a VSI but I put the plane
>in a climb at full throttle and held it at just over 45mph. It was
>somewhere around 520fpm. Since I couldn't keep my EGTs cool at cruise, I
>landed and backed the screw out, and put it in about a half turn. I took
>off, and I once again got the wallow on takeoff, but a climb test resulted
>in about 660fpm. So, apparently letting the engine rev wasn't doing
>anything for my rate of climb. :-(
>
> Anyone know what sort of conclusions I can draw from this? If I got a
>richer jet so I could put the screw in, would that result in a better fuel
>burn at cruise? (But what about the climb loss?) Should I just leave well
>enough alone? What the heck is that wallow on takeoff? It seems to happen
>too high to be simply flying out of ground effect... ?? Why did my EGTs
>go up when I (reduced?) the pitch?
>
> Color me confused. :-)
>
> -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/ ----'
>
>
________________________________________________________________________________
| Subject: | Prop pitch results |
Well Jon, in my book you did it exactly right..the only thing that surprises
me, is that you did it exactly backwards from the way I expected...namely
that when you screw the little bitty center screw IN, that it reduced pitch,
for you!! In other words, when you screwed it IN and loaded up your
screwdriver, the pitch was being reduced!!!
Maybe, I'm going through a spiritual phase or my synapse are working on
polish logic, but I thought mine worked just the opposite way! As I screw
mine it (at this age the focal point of the dialog is only a prop) I would
swear that the pitch is increased, causing me to almost hit the trees at the
end of the 2100' runway instead of doing a Kolb takeoff!
It is unfortunate that when making these adjustments that no discernable
pitch change is recognized on an IVO and the instructions that came with the
prop are so unbelievably vague...so unfortunate that I wrote Ivan the owner
and played the teacher on the english language (many words were misspelled on
the instruction sheet and grammar sucked). I got no response and let it drop.
I conplemented him on such a nice prop and slammed him on his
instructions...that was several years ago....I asked why he doesn't use
castle nuts ...or ANY nuts on the backside of his prop bolts...and got no
answer. I have been flying without any nuts as he recommends for 3 years and
apparantly the fingernail polish is superb! No one is more amazed than me!
GeoR38....the ol glider pilot...its a wonder that I haven't yet had to resort
to my past skills
Firestar..."by GEORGE!"
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: Prop pitch results |
Jon,
It is normal to see a temperature chance when you change the prop pitch. A 300
rpm change can cause a 100 degree change in EGT. The simple way to cool it down
is to raise the needle one notch. You will be able to fly that way to fully test
out the prop performance. And if you are too cool, then you can order needle jets
for an in-between setting.
You did not mention what speed you are climbing out at. I suspect that the wallow
is caused by your climbing out too slow.
How about other Firefly drivers? What speed is best for climbout?
I just did an IVO adjustment on my Firestar yesterday. I changed from a 6600 rpm
climb (max hp for a 503 DC) to a 6300 rpm climb. I had no loss of climb rate and
ran quiter as well as less rpms on cruise.
John Jung
Jon Steiger wrote:
>
> Many thanks to the folks who answered my earlier question about prop pitch.
>
> Here's the situation:
>
> Kolb FireFly, 60" 3-blade IVO ground adjustable.
>
> On climbout, I see about 6100rpms. The FireFly pops off the ground at
> an excellent angle of climb, but then "wallows" at about 50' off the
> ground, and then the climb isn't quite as hot.
>
snip...
________________________________________________________________________________
| Subject: | Re: Prop pitch results |
In a message dated 8/23/00 10:34:33 AM Eastern Daylight Time,
rowedl(at)alltel.net writes:
<< Denny Rowe
rowedl(at)alltel.net
Building Mark-3 Western PA >>
denny, what part of Pa are you from...I hail originally from Sharon, but now
live in Akron
GeoR38
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: Prop pitch results |
What is your indicated air speed during climb?
>
>
> Many thanks to the folks who answered my earlier question about prop
pitch.
>
>Here's the situation:
>
> Kolb FireFly, 60" 3-blade IVO ground adjustable.
>
> On climbout, I see about 6100rpms. The FireFly pops off the ground at
>an excellent angle of climb, but then "wallows" at about 50' off the
>ground, and then the climb isn't quite as hot.
>
> After posting to the list for help, I played with my prop pitch a bit.
>
> On the advice of GeoR38, I loosened up the big nut, then backed out the
>screw. I hand screwed it in and then gave it a 1/4 turn and tightened the
>nut. That resulted in pretty much the same climbout rpm as before, and I
>didn't notice a difference in climb.
>
> So, I landed, put the screw in 1/2-1 turn (I don't remember
>exactly) That gave me about 6300rpm. I moved the screw in another 1.5
>turns or so, and that gave me a climbout rpm of 6600. At that RPM, I
>noticed that the FireFly didn't "pop" off the runway and wallow, it
>maintained pretty much the same climb from the surface all the way up to
>the pattern.
>
> The problem with the last setting though was that anything resembling a
>cruise RPM (4000-5500) resulted in my EGT needles jumping right up to
>1200! :- I tried some climb tests. I don't have a VSI but I put the plane
>in a climb at full throttle and held it at just over 45mph. It was
>somewhere around 520fpm. Since I couldn't keep my EGTs cool at cruise, I
>landed and backed the screw out, and put it in about a half turn. I took
>off, and I once again got the wallow on takeoff, but a climb test resulted
>in about 660fpm. So, apparently letting the engine rev wasn't doing
>anything for my rate of climb. :-(
>
> Anyone know what sort of conclusions I can draw from this? If I got a
>richer jet so I could put the screw in, would that result in a better fuel
>burn at cruise? (But what about the climb loss?) Should I just leave well
>enough alone? What the heck is that wallow on takeoff? It seems to happen
>too high to be simply flying out of ground effect... ?? Why did my EGTs
>go up when I (reduced?) the pitch?
>
> Color me confused. :-)
>
> -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/
----'
>
>
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | Aeroplace(at)aol.com |
| Subject: | Damaged Kolb For Sale! |
Dear Kolb List:
I have a Kolb Firestar KXP that has suffered severe damage due to a tornado
that destroyed the enclosed hanger I was renting at our local airport. The
cage and cockpit area are undamaged but the wing and tail section have
suffered pretty severe damage. Many of the components are custom built and
many parts are chromed. I have lots of digital before and after pictures if
you are interested.
The following is for sale:
New in 2000 BRS 750 Softpack Parachute. (Still have the original boxes.)
Rotax 503 with dual carbs, dual ignition, includes chromed engine mounting
plates.
Black chromated muffler and manifold with custom chrome muffler mounts.
Chromed pulse pump. 425hrs TT approximately 25hrs since top overhaul.
Warp Drive carbon fiber two blade ground adjustable prop with chromed spinner
and pitch adjustment gauge.
12 vt Electric fuel pump.
Remote choke and remote primer.
Ten gallon fuel tank with mounted fuel gauge apparatus. Fuel filter assembly.
ICOM ICA20 Nav-Com transceiver with Flightcom Headset. Custom chromed radio
mount and aircraft antenna.
Garmin GPS 55 with aviation Database and Garmin mount and electrical harness.
New this summer aluminum wheels and tires with hydraulic wheel brakes with
dual hydraulic heel brake cylinders.
Fiberglass wheel pants.
New (spares) heavy duty main landing gear and tail wheel rod.
Regulator / Rectifier
Custom built aluminum instrument panel with aviation type dual magneto key
switch, dual rocker master switch, altimeter, air speed, fuel gauge, electric
horizontal gyro, VSI, Compass, EGT/EHT, and Hobbs meter.
Joystick, throttle arm, pushrods, torque tube, bellcrank, aileron control
arms, etc. have all been chromed by a custom chrome shop.
Cage is fully enclosed with removable Lexan doors.
Muffler attached cabin heater.
Full custom black leather seat.
Chromed tail wheel assembly.
Dual strobe lights.
Polished aerodynamic air foil type aluminum lift struts.
26' custom trailer for hauling with wings folded. Licensed and titled.
Wings and tail section are included but would need major repair. Several
ribs are bent but wing tubes look to be undamaged. Tail section is also
damaged but possibly repairable. Main boom tube was bent and would have to
be replaced.
I have won many awards with this aircraft including Best Ultralight at the
Arlington EAA Airshow. I have invested approximately $20,000 in this
airplane and trailer. Would sell everything for $6,000 or might be
interested in selling individual components.
Please contact me for pictures or information at staecs(at)aol.com or call me at
(605) 341-1798.
Thank you!
Steve Anderson
Rapid City, South Dakota
________________________________________________________________________________
| From: | "John Cooley" <johnc(at)datasync.com> |
Hi Scott and Gang,
Try this link at the New Kolb Aircraft
http://www.tnkolbaircraft.com/contact.htm
It contains the coordinates and other info on how to get there.
Later,
John Cooley
Building FS II #1162
----- Original Message -----
From: "Pam & Scott Trask" <PTrask(at)diisd.org>
Sent: Wednesday, August 23, 2000 8:17 AM
Subject: Kolb-List: Kolb Fly-in
>
> Hi
> I'm planning on flying on down to the fly-in from U.P.Mich,I need to know
> direction and coordinates to the site.
> Scott Trask MK111
>
>
________________________________________________________________________________
| From: | WingManBill2(at)aol.com |
| Subject: | Re: Mark 3 Instrument panels |
I'd like to see the Mark III panel pictures as well, just send em to
wingmanbill2(at)aol.com if you would!! Thanks a bunch!
Bill J
________________________________________________________________________________
| From: | Ben Ransom <bwr000(at)yahoo.com> |
| Subject: | Re: What a morning! |
I once had a similar experience. I was flying in smooth but very windy
conditions and was trying to figure out what was out on the horizon.
Eventually it turned into a Fuji blimp. I would say I was chasing it
at 65mph and it seemed like it might be doing as much as 50(!) -- both
of these are airspeeds, mind you. The closure rate was surprisingly
slow, and I had to turn back for lack of remaining daylight just before
getting into waving distance, especially because I had to fly back
upwind (groundspeed 35?) a ways to get home. On another occassion I
played a little tag with a blimp but had to leave him when he turned
toward the city. Here's some pics:
http://mae.ucdavis.edu/~ransom/BensAlbum/jun99/fall98f.html
http://mae.ucdavis.edu/~ransom/BensAlbum/1997/addaug/balloon2.html
-Ben Ransom
> BLIMP! I
> couldn't help but put the throttle forward and point my firestar up
> to see
> what was written on the side. Two thousand feet later the blimp
> didn't look
> a whole lot closer and a glance at my gas tank told me I shouldn't go
> chasing
________________________________________________________________________________
| From: | "Beauford Tuton" <beauford(at)tampabay.rr.com> |
| Subject: | Re: Trailer Tailboom Support |
Brother Aman...
Thank you for the note... your arrangement sounds slick...
I believe, however, I have already installed a servicable, if not pretty,
fix for the tailboom
problem... I got a Chevy pickup scissor jack, welded a pivoting cradle atop
it, and bolted it to the floor with angle iron reinforcements on the
underside... (Thanks, Skip...) It is low enough, in the retracted position,
for the airplane to be backed over it... I will bungee or rachet-strap the
boom down on it...
Am working on the ramps, trying to figure how high the tailwheel ramp has to
be to get the leading edges of the wings to clear the trailer doorsill...
measurements and a trial loading this weekend if the hurricane stays away...
Thanks again,
Beauford, FF#76
________________________________________________________________________________
| Subject: | 912 Primer Connection |
| From: | Ray L Baker <rbaker2(at)juno.com> |
912 Experts and list in general,
Another milestone.
The 912 fired up and EIS works. (Whoopee)! But, only after correcting an
error by some idiot who plumbed the primer to the air vents on the carbs.
Talk about FLOODING! It fit so well and looked like the obvious
connection. There were short lengths of clear tubing on them (approx
4"). I should have left them under the bail of the bowls where they were
when shipped. Kerry (sp) at Lockwood Aviation saved the day in a couple
of minutes on the phone. Apparently I am not the first person to go down
this path. Do not follow me!
There are two projections on the bottom of the carbs on the engine side.
One is obviously an adjustment. The other is just a screw pugging a
hole. It appears I should have removed the screw and attached the primer
line at this point. The fitting is too large for the primer hose.
Another day another problem.
If anyone can point out to me where in the 912 installation, maintenance
or operators manual this information is revealed I would really
appreciate it. The only thing that I could find was that the vent tubes
should be out of the ram air, but no diagram or picture of what or where
they were.
While you are at it I would also like to find the "break in" procedure
referred to on the warranty registration card.
L. Ray Baker
Lake Butler, Fl
Building Mark III, SN M1156--N629RB
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)alltel.net> |
| Subject: | Re: Prop pitch results |
George,
Why don't you put metric nylock nuts on the back side of your prop hub?
Works for me.
Denny Rowe
-----Original Message-----
From: GeoR38(at)aol.com <GeoR38(at)aol.com>
Date: Wednesday, August 23, 2000 9:28 PM
Subject: Kolb-List: Prop pitch results
>
>Well Jon, in my book you did it exactly right..the only thing that
surprises
>me, is that you did it exactly backwards from the way I expected...namely
>that when you screw the little bitty center screw IN, that it reduced
pitch,
>for you!! In other words, when you screwed it IN and loaded up your
>screwdriver, the pitch was being reduced!!!
>Maybe, I'm going through a spiritual phase or my synapse are working on
>polish logic, but I thought mine worked just the opposite way! As I screw
>mine it (at this age the focal point of the dialog is only a prop) I would
>swear that the pitch is increased, causing me to almost hit the trees at
the
>end of the 2100' runway instead of doing a Kolb takeoff!
>It is unfortunate that when making these adjustments that no discernable
>pitch change is recognized on an IVO and the instructions that came with
the
>prop are so unbelievably vague...so unfortunate that I wrote Ivan the owner
>and played the teacher on the english language (many words were misspelled
on
>the instruction sheet and grammar sucked). I got no response and let it
drop.
>I conplemented him on such a nice prop and slammed him on his
>instructions...that was several years ago....I asked why he doesn't use
>castle nuts ...or ANY nuts on the backside of his prop bolts...and got no
>answer. I have been flying without any nuts as he recommends for 3 years
and
>apparantly the fingernail polish is superb! No one is more amazed than me!
>GeoR38....the ol glider pilot...its a wonder that I haven't yet had to
resort
>to my past skills
>Firestar..."by GEORGE!"
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: What a morning! |
I always enjoy your pictures, Ben. You really seem to have the knack for
enjoying yourself up there. How's the rebuild coming ?? Lar.
----- Original Message -----
From: Ben Ransom <bwr000(at)yahoo.com>
Sent: Wednesday, August 23, 2000 2:47 PM
Subject: Re: Kolb-List: What a morning!
>
> I once had a similar experience. I was flying in smooth but very windy
> conditions and was trying to figure out what was out on the horizon.
> Eventually it turned into a Fuji blimp. I would say I was chasing it
> at 65mph and it seemed like it might be doing as much as 50(!) -- both
> of these are airspeeds, mind you. The closure rate was surprisingly
> slow, and I had to turn back for lack of remaining daylight just before
> getting into waving distance, especially because I had to fly back
> upwind (groundspeed 35?) a ways to get home. On another occassion I
> played a little tag with a blimp but had to leave him when he turned
> toward the city. Here's some pics:
> http://mae.ucdavis.edu/~ransom/BensAlbum/jun99/fall98f.html
> http://mae.ucdavis.edu/~ransom/BensAlbum/1997/addaug/balloon2.html
> -Ben Ransom
>
> > BLIMP! I
> > couldn't help but put the throttle forward and point my firestar up
> > to see
> > what was written on the side. Two thousand feet later the blimp
> > didn't look
> > a whole lot closer and a glance at my gas tank told me I shouldn't go
> > chasing
>
>
________________________________________________________________________________
| From: | "Thumb" <Bill-Jo(at)prodigy.net> |
| Subject: | Re: Trailer Tailboom Support |
I had a fab shop fabricate a pair of extensions that are 9 inches long
that raises the rear of the wings 9 inches when folded. It rolls in the
trailer without the ramp for the tail wheel. They are simple to make. I
used two pieces of pipe 3 inches long . Drilled one large enough to go over
the wing support tube that goes through the boom and the other large enough
to slip over the bracket. I used a piece of 1/8 steel 2 inches wide ,and 9
inches long. Welded that between the two pieces of pipe. Works great
Bo not archive Thumb
----- Original Message -----
From: "Beauford Tuton" <beauford(at)tampabay.rr.com>
Sent: Wednesday, August 23, 2000 4:49 PM
Subject: Re: Kolb-List: Trailer Tailboom Support
>
> Brother Aman...
> Thank you for the note... your arrangement sounds slick...
> I believe, however, I have already installed a servicable, if not pretty,
> fix for the tailboom
> problem... I got a Chevy pickup scissor jack, welded a pivoting cradle
atop
> it, and bolted it to the floor with angle iron reinforcements on the
> underside... (Thanks, Skip...) It is low enough, in the retracted
position,
> for the airplane to be backed over it... I will bungee or rachet-strap the
> boom down on it...
> Am working on the ramps, trying to figure how high the tailwheel ramp has
to
> be to get the leading edges of the wings to clear the trailer doorsill...
> measurements and a trial loading this weekend if the hurricane stays
away...
> Thanks again,
> Beauford, FF#76
>
>
________________________________________________________________________________
| Subject: | Re: Prop pitch results |
In a message dated 8/23/00 10:29:50 PM Eastern Daylight Time,
rowedl(at)alltel.net writes:
<< George,
Why don't you put metric nylock nuts on the back side of your prop hub?
Works for me.
Denny Rowe >>
I think I will....couldn't hurt....or could it?
GeoR38
________________________________________________________________________________
| From: | Bruce L Borg <blborg(at)juno.com> |
unsuscribe
________________________________________________________________________________
| From: | Ole Noetnes <onoetnes(at)online.no> |
| Subject: | Re: Mark 3 Instrument panels |
WingManBill2(at)aol.com wrote:
>
>
> I'd like to see the Mark III panel pictures as well, just send em to
> wingmanbill2(at)aol.com if you would!! Thanks a bunch!
>
> Bill J
>
me too !!
ole
onoetnes(at)online.no
________________________________________________________________________________
| Subject: | Re: Mark 3 Instrument panels |
I think I posted this picture once but if I didn't here it is.
Big Lar's Mark 3 instrument panel
http://home.elp.rr.com/airplane/biglar.jpg
Saludos,
Will Uribe
In a message dated 8/24/00 1:15:36 AM Eastern Daylight Time,
onoetnes(at)online.no writes:
>
> WingManBill2(at)aol.com wrote:
> >
> >
> > I'd like to see the Mark III panel pictures as well, just send em to
> > wingmanbill2(at)aol.com if you would!! Thanks a bunch!
> >
> > Bill J
> >
>
> me too !!
>
> ole
>
> onoetnes(at)online.no
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: Mark 3 Instrument panels |
Thanks Will, I really appreciate it. Gotta get working on my site when I
get back from vacation. Looks like I'll be leaving Friday.
Happy Lar.
----- Original Message -----
From: <FS2Kolb(at)aol.com>
Sent: Wednesday, August 23, 2000 11:08 PM
Subject: Re: Kolb-List: Mark 3 Instrument panels
>
> I think I posted this picture once but if I didn't here it is.
> Big Lar's Mark 3 instrument panel
> http://home.elp.rr.com/airplane/biglar.jpg
>
> Saludos,
> Will Uribe
>
> In a message dated 8/24/00 1:15:36 AM Eastern Daylight Time,
> onoetnes(at)online.no writes:
>
> >
> > WingManBill2(at)aol.com wrote:
> > >
> > >
> > > I'd like to see the Mark III panel pictures as well, just send em to
> > > wingmanbill2(at)aol.com if you would!! Thanks a bunch!
> > >
> > > Bill J
> > >
> >
> > me too !!
> >
> > ole
> >
> > onoetnes(at)online.no
>
>
________________________________________________________________________________
| From: | Audrey Lewis <audreylewis(at)planters.net> |
| Subject: | Re: Kolb-List Digest: 24 Msgs - 08/21/00 |
> What had gone wrong??? Is there no longer a Kolb List being sent each day?
I have
> not received the Kolb List for two days!!!!
________________________________________________________________________________
| From: | "michael highsmith" <firehawk54(at)hotmail.com> |
| Subject: | Re: Prop pitch results |
>From: GeoR38(at)aol.com
>
>
>In a message dated 8/23/00 10:29:50 PM Eastern Daylight Time,
>rowedl(at)alltel.net writes:
>
><< George,
> Why don't you put metric nylock nuts on the back side of your prop hub?
> Works for me.
> Denny Rowe >>
>
>I think I will....couldn't hurt....or could it?
>GeoR38
George and all,
There is a logical reason for "not" placing locknuts on the prop bolts.
Think in terms of the mechanics that take place when the prop bolts are
tightened against the prop.
- As any bolt is torqued against a tread, there is only one side of the
thread on the bolt and the reciever thread that is actually mating. The
opposite side has little or no contact.
- If you can imagine looking at a cross section of a prop bolt through the
prop flanges and prop you may be able to see that as the bolt is tightened
into the threaded flange it is clamping the prop hub. The threads of the
side of the bolt next to the prop is the side that is mating and therefore
receives all the torque.
-Now here is the tricky part. If there is a lock nut added to the bolt on
the outside of the prop flange the torque that is applied to the nut to hold
it in place will in effect reduce or remove the torque that is on the bolt
threads where it goes through the prop flange and may even make the bolt
loose in the flange. This in turn will give more opportunity for the bolt to
bend in the flange at the threads because the tention on the bolt have been
moved from the flange next to the prop to the nut on the outside of the
flange and therefore giving it a longer moment arm and room to move.I tis
also very difficult to get an acurate reading on torque using locknuts. We
all know that the weakest place and easiest part of a bolt to break is in
the threads. This is why it is "NOT" a good idea to place lock nuts on the
prop bolts.
I have been running my IVO without locking nuts for over 1050 hours. In the
beginning I checked the torque every 25 hours or so to be sure. After the
initial prop seating the bolts remained at their specified torques.
In my opinion the best way to get the most strength would be to have the
bolts come through the flange then through the prop with the lock nuts on
the outside of the prop. This would eliminate the threads being in or next
to the driving flange. It is not necessary for our application because we
aren't carrying the power and weight to pose those kind of problems.
I hope this will give some understanding as to why we should not use lock
nuts where the threads go through the prop flange in the IVO application.
Firehawk
________________________________________________________________________________
| Subject: | Re: Kolb-List Digest: 24 Msgs - 08/21/00 |
I got your call Audrey...GeoR38
________________________________________________________________________________
| From: | Dale Seitzer <dale(at)gmada.com> |
| Subject: | Prop pitch results |
[] I have an Origina Firestar witha 447 and Ivo prop. rpm on climb out is
6300, egt 1100, best climb 40-45 mph with no turns untill 500 feet agl.
Dale Seitzer
It is normal to see a temperature chance when you change the prop pitch. A
300 [] rpm change can cause a 100 degree change in EGT. The simple way
to cool it down
is to raise the needle one notch. You will be able to fly that way to fully
testout the prop performance. And if you are too cool, then you can order
needle jetsfor an in-between setting.
You did not mention what speed you are climbing out at. I suspect that the
wallowis caused by your climbing out too slow.
How about other Firefly drivers? What speed is best for climbout?
I just did an IVO adjustment on my Firestar yesterday. I changed from a
6600 rpmclimb (max hp for a 503 DC) to a 6300 rpm climb. I had no loss of
climb rate andran quiter as well as less rpms on cruise.
John Jung
________________________________________________________________________________
| From: | ul15rhb(at)juno.com |
Guys, I have heard on the list that by adding locknuts on the back of the
prop hub will not allow the prop bolts to stay tightened on a wooden
prop. With a composite prop like the Ivo, I don't think there is a
problem adding the locknuts. I've had them on mine for many years now and
it makes the prop maintenance-free. It gives me the added assurance that
they will stay tight. I like that feeling.
Ralph Burlingame
Original FireStar
>
> In a message dated 8/23/00 10:29:50 PM Eastern Daylight Time,
> rowedl(at)alltel.net writes:
>
> << George,
> Why don't you put metric nylock nuts on the back side of your prop
> hub?
> Works for me.
> Denny Rowe >>
>
> I think I will....couldn't hurt....or could it?
> GeoR38
>
>
>
>
>
________________________________________________________________________________
Very good insight on thinking process. Enjoyed it.
Merle
In a message dated 8/24/00 5:11:55 AM Eastern Daylight Time,
larrybiglar(at)earthlink.net writes:
<< I know about all the jokes about talking to yourself, and worrying if you
get answers, and all the rest, but my experiences of the last couple of days
kind of brought me to a focus on how talking to yourself - and especially
answering - can be a major benefit >>
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
Hmmmmm...............now we have 2 sides again. Anyone else ?? What's the
book say ?? Lar.
----- Original Message -----
From: <ul15rhb(at)juno.com>
Sent: Thursday, August 24, 2000 6:22 AM
Subject: Kolb-List: prop nuts
>
> Guys, I have heard on the list that by adding locknuts on the back of the
> prop hub will not allow the prop bolts to stay tightened on a wooden
> prop. With a composite prop like the Ivo, I don't think there is a
> problem adding the locknuts. I've had them on mine for many years now and
> it makes the prop maintenance-free. It gives me the added assurance that
> they will stay tight. I like that feeling.
>
> Ralph Burlingame
> Original FireStar
>
>
> >
> > In a message dated 8/23/00 10:29:50 PM Eastern Daylight Time,
> > rowedl(at)alltel.net writes:
> >
> > << George,
> > Why don't you put metric nylock nuts on the back side of your prop
> > hub?
> > Works for me.
> > Denny Rowe >>
> >
> > I think I will....couldn't hurt....or could it?
> > GeoR38
> >
> >
> >
> >
> >
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: Prop pitch results |
Thanks ! ! ! That makes a lot of sense. Lar.
----- Original Message -----
From: michael highsmith <firehawk54(at)hotmail.com>
Sent: Thursday, August 24, 2000 5:03 AM
Subject: Re: Kolb-List: Prop pitch results
>
>
> >From: GeoR38(at)aol.com
> >
> >
> >In a message dated 8/23/00 10:29:50 PM Eastern Daylight Time,
> >rowedl(at)alltel.net writes:
> >
> ><< George,
> > Why don't you put metric nylock nuts on the back side of your prop hub?
> > Works for me.
> > Denny Rowe >>
> >
> >I think I will....couldn't hurt....or could it?
> >GeoR38
>
> George and all,
> There is a logical reason for "not" placing locknuts on the prop bolts.
> Think in terms of the mechanics that take place when the prop bolts are
> tightened against the prop.
> - As any bolt is torqued against a tread, there is only one side of the
> thread on the bolt and the reciever thread that is actually mating. The
> opposite side has little or no contact.
> - If you can imagine looking at a cross section of a prop bolt through the
> prop flanges and prop you may be able to see that as the bolt is tightened
> into the threaded flange it is clamping the prop hub. The threads of the
> side of the bolt next to the prop is the side that is mating and therefore
> receives all the torque.
> -Now here is the tricky part. If there is a lock nut added to the bolt on
> the outside of the prop flange the torque that is applied to the nut to
hold
> it in place will in effect reduce or remove the torque that is on the bolt
> threads where it goes through the prop flange and may even make the bolt
> loose in the flange. This in turn will give more opportunity for the bolt
to
> bend in the flange at the threads because the tention on the bolt have
been
> moved from the flange next to the prop to the nut on the outside of the
> flange and therefore giving it a longer moment arm and room to move.I tis
> also very difficult to get an acurate reading on torque using locknuts. We
> all know that the weakest place and easiest part of a bolt to break is in
> the threads. This is why it is "NOT" a good idea to place lock nuts on the
> prop bolts.
> I have been running my IVO without locking nuts for over 1050 hours. In
the
> beginning I checked the torque every 25 hours or so to be sure. After the
> initial prop seating the bolts remained at their specified torques.
> In my opinion the best way to get the most strength would be to have the
> bolts come through the flange then through the prop with the lock nuts on
> the outside of the prop. This would eliminate the threads being in or next
> to the driving flange. It is not necessary for our application because we
> aren't carrying the power and weight to pose those kind of problems.
> I hope this will give some understanding as to why we should not use lock
> nuts where the threads go through the prop flange in the IVO application.
> Firehawk
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: Kolb-List Digest: 24 Msgs - 08/21/00 |
You've got a glitch somewhere, or had one. List has been fine, and you came
thru this time. Lar..
----- Original Message -----
From: Audrey Lewis <audreylewis(at)planters.net>
Sent: Thursday, August 24, 2000 7:50 AM
Subject: Kolb-List: Re: Kolb-List Digest: 24 Msgs - 08/21/00
>
> > What had gone wrong??? Is there no longer a Kolb List being sent each
day? I have
> > not received the Kolb List for two days!!!!
>
>
________________________________________________________________________________
| From: | Robert Noyer <ronoy(at)shentel.net> |
| Subject: | Re:locking nuts on prop |
My 447/IVO came from Kolb without any locking nuts---both John Y and
Dennis said not needed. I put on nylocs only slightly snug after
getting a not-too-subtle *suggestion* from an EAA judge at fly-in. Won
GC anyway!
bn
________________________________________________________________________________
| From: | Woody <duesouth(at)govital.net> |
| Subject: | Re: Damaged Kolb For Sale! |
>
>Dear Kolb List:
>
>I have a Kolb Firestar KXP that has suffered severe damage due to a tornado
>that destroyed the enclosed hanger I was renting at our local airport. The
>cage and cockpit area are undamaged but the wing and tail section have
>suffered pretty severe damage.
Sounds like a deal. I have almost finished my Mk3 damaged in a tornado.
It was a lot more damaged than this firestar. All I could salvage were the
cage,steel wing parts 1 flap 1 elevator 1 landing gear and wheels and the
tail wheel. It was not as difficult as I first thought. Some pointers to
anyone wanting to rebuild this one. Do not try to salvage the H sections
It's a pain in the ass trying to re align the rivit holes. The rib tubing
will snap as soon as you try to straighten it. Those rivit holes really
weaken the tubes. Replace any bent gussets , do not try to straighten the
old ones. Buy another thousand pop rivits. 1/4" length is cheaper than 1/8.
I think this would be a cheap and easy way to get a good Kolb. Just don't
let it scare you by all the work that has to be done. It is still a lot
less than if you started from scratch.
________________________________________________________________________________
| From: | TK <tkrolfe(at)epix.net> |
Anyone know why TNK has stopped advertising in the Ultralight Flying
Magazine as of March this year?
The new Fergy is sure there and I bet their smiling.
This is one of the few magazines devoted entirely to Ultralight's. Is
there something I should know? This was how I was able to compare and
choose Kolb over the others.
Terry K. FF
________________________________________________________________________________
| From: | "Richard Neilsen" <neilsenr(at)state.mi.us> |
| Subject: | Re: Prop pitch results |
Interesting. OK, but why not drilled bolt heads with safety wires?
My VW has castle nuts with cotter pins. I lost a prop off a Weedhopper once. It
was no big deal but, I'm not going to do that again.
Rick Neilsen
VW powered MKIII
>>> firehawk54(at)hotmail.com 08/24/00 08:03AM >>>
>From: GeoR38(at)aol.com
>
>
>In a message dated 8/23/00 10:29:50 PM Eastern Daylight Time,
>rowedl(at)alltel.net writes:
>
><< George,
> Why don't you put metric nylock nuts on the back side of your prop hub?
> Works for me.
> Denny Rowe >>
>
>I think I will....couldn't hurt....or could it?
>GeoR38
George and all,
There is a logical reason for "not" placing locknuts on the prop bolts.
Think in terms of the mechanics that take place when the prop bolts are
tightened against the prop.
-
________________________________________________________________________________
| From: | larry laporte <llapo(at)dmv.com> |
please un-subscribe to all mail list thank you
________________________________________________________________________________
Charles
How much do you want for the 582 etc.?
Jim
Mark III #003
Charlote, NC
________________________________________________________________________________
| From: | Ben Ransom <bwr000(at)yahoo.com> |
| Subject: | Rebuild Progress |
Howdy Lar, others,
Rebuild is going slow ...common theme, right? :)
May 99 -- initial damage
Summer 99 -- didn't want to look at it
Fall 99 -- a lot like Summer 99, but took a poke here and there.
Feb 2000 -- got the cage repaired by a prof A&P. Learned some of his
tricks, what to do and not to do. Got the plane back home and decided
I was unhappy with the results. Still a slight twist to landing gear
sleeve that leaves the plane listing to starboard a bit. I will try to
fix this myself, having seen that an A&P is not necessarily any better
a hack than I, and he doesn't care about it nearly as much as I do. :)
Spring 2000 -- Built a new left wing, mostly all new parts. Repaired
both elevators.
Recently: Have been doing a little customizing of bow tips along the
lines of what Possum did -- thanks Possum! Wings will be 4" shorter
each, and I'll also add VGs after initial flight testing. Still a
little uncertain whether I might make wing tanks.
Yet to do: Hopefully finish the cage repair with success. Repair one
aileron. Recover everything, and paint. That's mostly it. I'm still
very inspired to complete this plane -- I think the KXP is a gem, even
within the Kolb line, which is a darn good starting point.
OK Lar, now, how's yours?
-Ben
--- Larry Bourne wrote:
>
>
> I always enjoy your pictures, Ben. You really seem to have the knack
> for
> enjoying yourself up there. How's the rebuild coming ??
> Lar.
>
> ----- Original Message -----
> From: Ben Ransom <bwr000(at)yahoo.com>
> To:
> Sent: Wednesday, August 23, 2000 2:47 PM
> Subject: Re: Kolb-List: What a morning!
>
>
> >
> > I once had a similar experience. I was flying in smooth but very
> windy
> > conditions and was trying to figure out what was out on the
> horizon.
> > Eventually it turned into a Fuji blimp. I would say I was chasing
> it
> > at 65mph and it seemed like it might be doing as much as 50(!) --
> both
> > of these are airspeeds, mind you. The closure rate was
> surprisingly
> > slow, and I had to turn back for lack of remaining daylight just
> before
> > getting into waving distance, especially because I had to fly back
> > upwind (groundspeed 35?) a ways to get home. On another occassion
> I
> > played a little tag with a blimp but had to leave him when he
> turned
> > toward the city. Here's some pics:
> > http://mae.ucdavis.edu/~ransom/BensAlbum/jun99/fall98f.html
> > http://mae.ucdavis.edu/~ransom/BensAlbum/1997/addaug/balloon2.html
> > -Ben Ransom
> >
> > > BLIMP! I
> > > couldn't help but put the throttle forward and point my firestar
> up
> > > to see
> > > what was written on the side. Two thousand feet later the blimp
> > > didn't look
> > > a whole lot closer and a glance at my gas tank told me I
> shouldn't go
> > > chasing
> >
> >
>
>
>
>
>
________________________________________________________________________________
| From: | Foelker David J LtCol 50FTS/ADO <david.foelker(at)columbus.af.mil> |
| Subject: | RE: Czech-List: Unsubscribe |
Please unsubscribe me from Czech-List.
V/R,
David Foelker
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)alltel.net> |
| Subject: | Re: Prop pitch results |
Michael,
Your comments are very insightful, however I do not believe that a properly
torqued prop would impose any twisting or side loads on the bolts. It is my
understanding that the pressure between the flange and the squash plate is
what holds the prop in position and the bolts are only under tension. That
said, by tightening nylock nuts up on the back of the flange, you are only
taking a little slack up which would very slightly increase the pressure on
the prop. You should loosen the nylocks from time to time to retorque the
prop and when you tighten the nuts, dont torque them as tight as the bolts,
this would leave the tension on the bolt threds.
My only concern with using locknuts on a pusher would be that it is another
thing to send through the prop if they come off.
What do you think?
Denny Rowe
Mark 3 western PA
-----Original Message-----
From: michael highsmith <firehawk54(at)hotmail.com>
Date: Thursday, August 24, 2000 11:16 AM
Subject: Re: Kolb-List: Prop pitch results
>
>
>>From: GeoR38(at)aol.com
>>
>>
>>In a message dated 8/23/00 10:29:50 PM Eastern Daylight Time,
>>rowedl(at)alltel.net writes:
>>
>><< George,
>> Why don't you put metric nylock nuts on the back side of your prop hub?
>> Works for me.
>> Denny Rowe >>
>>
>>I think I will....couldn't hurt....or could it?
>>GeoR38
>
>George and all,
>There is a logical reason for "not" placing locknuts on the prop bolts.
>Think in terms of the mechanics that take place when the prop bolts are
>tightened against the prop.
>- As any bolt is torqued against a tread, there is only one side of the
>thread on the bolt and the reciever thread that is actually mating. The
>opposite side has little or no contact.
>- If you can imagine looking at a cross section of a prop bolt through the
>prop flanges and prop you may be able to see that as the bolt is tightened
>into the threaded flange it is clamping the prop hub. The threads of the
>side of the bolt next to the prop is the side that is mating and therefore
>receives all the torque.
>-Now here is the tricky part. If there is a lock nut added to the bolt on
>the outside of the prop flange the torque that is applied to the nut to
hold
>it in place will in effect reduce or remove the torque that is on the bolt
>threads where it goes through the prop flange and may even make the bolt
>loose in the flange. This in turn will give more opportunity for the bolt
to
>bend in the flange at the threads because the tention on the bolt have been
>moved from the flange next to the prop to the nut on the outside of the
>flange and therefore giving it a longer moment arm and room to move.I tis
>also very difficult to get an acurate reading on torque using locknuts. We
>all know that the weakest place and easiest part of a bolt to break is in
>the threads. This is why it is "NOT" a good idea to place lock nuts on the
>prop bolts.
>I have been running my IVO without locking nuts for over 1050 hours. In the
>beginning I checked the torque every 25 hours or so to be sure. After the
>initial prop seating the bolts remained at their specified torques.
>In my opinion the best way to get the most strength would be to have the
>bolts come through the flange then through the prop with the lock nuts on
>the outside of the prop. This would eliminate the threads being in or next
>to the driving flange. It is not necessary for our application because we
>aren't carrying the power and weight to pose those kind of problems.
>I hope this will give some understanding as to why we should not use lock
>nuts where the threads go through the prop flange in the IVO application.
>Firehawk
>
>
________________________________________________________________________________
| From: | Foelker David J LtCol 50FTS/ADO <david.foelker(at)columbus.af.mil> |
| Subject: | RV-List: RE: Czech-List: Unsubscribe |
--> RV-List message posted by: Foelker David J LtCol 50FTS/ADO
Please unsubscribe me from Czech-List.
V/R,
David Foelker
________________________________________________________________________________
| From: | larry laporte <llapo(at)dmv.com> |
| Subject: | RV4-List: (no subject) |
--> RV4-List message posted by: larry laporte
please un-subscribe to all mail list thank you
________________________________________________________________________________
| From: | Foelker David J LtCol 50FTS/ADO <david.foelker(at)columbus.af.mil> |
| Subject: | RV4-List: RE: Czech-List: Unsubscribe |
--> RV4-List message posted by: Foelker David J LtCol 50FTS/ADO
Please unsubscribe me from Czech-List.
V/R,
David Foelker
________________________________________________________________________________
| From: | larry laporte <llapo(at)dmv.com> |
| Subject: | RV-List: (no subject) |
--> RV-List message posted by: larry laporte
please un-subscribe to all mail list thank you
________________________________________________________________________________
| Subject: | Re: 912 Primer Connection |
Ray : The 912 is broken in when you get it. The vent lines you are
referring to should be inserted into the air cleaner -- drill a small hole
in the rubber and insert the clear tube in it.
RH MK3 SN # M# 233
N912RH
----- Original Message -----
From: "Ray L Baker" <rbaker2(at)juno.com>
Sent: Wednesday, August 23, 2000 8:21 PM
Subject: Kolb-List: 912 Primer Connection
>
> 912 Experts and list in general,
>
> Another milestone.
>
> The 912 fired up and EIS works. (Whoopee)! But, only after correcting an
> error by some idiot who plumbed the primer to the air vents on the carbs.
> Talk about FLOODING! It fit so well and looked like the obvious
> connection. There were short lengths of clear tubing on them (approx
> 4"). I should have left them under the bail of the bowls where they were
> when shipped. Kerry (sp) at Lockwood Aviation saved the day in a couple
> of minutes on the phone. Apparently I am not the first person to go down
> this path. Do not follow me!
>
> There are two projections on the bottom of the carbs on the engine side.
> One is obviously an adjustment. The other is just a screw pugging a
> hole. It appears I should have removed the screw and attached the primer
> line at this point. The fitting is too large for the primer hose.
> Another day another problem.
>
> If anyone can point out to me where in the 912 installation, maintenance
> or operators manual this information is revealed I would really
> appreciate it. The only thing that I could find was that the vent tubes
> should be out of the ram air, but no diagram or picture of what or where
> they were.
>
> While you are at it I would also like to find the "break in" procedure
> referred to on the warranty registration card.
>
> L. Ray Baker
> Lake Butler, Fl
> Building Mark III, SN M1156--N629RB
>
>
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: RV4-List: RE: Czech-List: Unsubscribe |
> Please unsubscribe me from Czech-List.
> V/R,
> David Foelker
David:
Ya gotta stop this. It doesn't work this way.
Check out the bottom of this page and find the url for
unsubscribe. Click on it and go from there. I know you can
do it.
Still curious about your "Czech-List."
john h
hauck's holler, alabama
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: RV-List: RE: Czech-List: Unsubscribe |
> Please unsubscribe me from Czech-List.
> V/R,
> David Foelker
>
David:
You gotta be a Zoomie (AF). First you want to unsubscribe
from the Czech-List (was that supposed to be "check list")?
Or Kolb List?
If it is Kolb List, do like any good retired Army guy would
do and click on the Unsubscribe URL at the bottom of each
post, i.e.:
http://www.matronics.com/subscribe
Then, all ya gotta do is follow the directions. Screaming
and hollering, jumping up and down, and sending multiple
posts to the List to "unsubscribe" ain't gonna do it.
Do I understand you are stationed at Columbus, Ms? We have
some ultralighters in your AO. Plus, I am not that far away
at hauck's holler, alabama.
john h
Hawk 36
Phu Bai, RVN
1969-70
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: RV4-List: (no subject) |
>
> --> RV4-List message posted by: larry laporte
>
> please un-subscribe to all mail list thank you
Larry:
Look at the bottom of this post for the url to unsubscribe,
then click on it and follow directions.
Were you also in the AF?
john h
army ret
________________________________________________________________________________
| From: | John Richmond <twoschmoops(at)yahoo.com> |
| Subject: | Flight simulators ?? |
Anybody know of any good flight simulators for us 3 axis'ers ?
Would the joy stick maneuvering be close enough to the planes stick?
=====
John & Lynn Richmond :-)
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: Prop pitch results |
From the back & forth we've been seeing on this thread, I think this makes
the best sense. Those of us ( me too ) who would feel better with a back up
nut would be happy, and since you don't have to power them on like a nyloc,
the torque values on the prop bolts would be unaffected. Good deal.
Lar.
----- Original Message -----
From: Richard Neilsen <neilsenr(at)state.mi.us>
Sent: Thursday, August 24, 2000 10:07 AM
Subject: Re: Kolb-List: Prop pitch results
>
> Interesting. OK, but why not drilled bolt heads with safety wires?
>
> My VW has castle nuts with cotter pins. I lost a prop off a Weedhopper
once. It was no big deal but, I'm not going to do that again.
>
> Rick Neilsen
> VW powered MKIII
>
> >>> firehawk54(at)hotmail.com 08/24/00 08:03AM >>>
>
>
> >From: GeoR38(at)aol.com
> >
> >
> >In a message dated 8/23/00 10:29:50 PM Eastern Daylight Time,
> >rowedl(at)alltel.net writes:
> >
> ><< George,
> > Why don't you put metric nylock nuts on the back side of your prop hub?
> > Works for me.
> > Denny Rowe >>
> >
> >I think I will....couldn't hurt....or could it?
> >GeoR38
>
> George and all,
> There is a logical reason for "not" placing locknuts on the prop bolts.
> Think in terms of the mechanics that take place when the prop bolts are
> tightened against the prop.
> -
>
>
________________________________________________________________________________
| Subject: | Re: Prop pitch results |
| From: | Bruce E Harrison <bharrison(at)juno.com> |
Denny, I was glad to see your comments on 503's and Ivo's. I just
purchased a 503 DC DCDI and a 3 blade 66" Ivoprop. I have been wondering
whether to start running with it as a two or three blade. I might start
out with the 3 and see if the engine can make revs.
I'm sure I will have plenty of questions getting this thing jetted and
set up.
writes:
>
> Jon,
> Does Kolb recommend a 60 inch- three blade for the Firefly? I am
> sure that
> you would get better all around performance with a 66 inch - two
> blade
> setup. 500 to 600 fpm seems way low for a 447 0n a Firefly. A 60
> inch
> blade is not the ideal for a 2.58 reduction, I believe 66 inches is
> the best
> match, and that third blade is adding drag to your setup. The only
> time I
> would add a third blade is if you need it to absorb excess power, I
> would
> try switching your IVO to two blades and increasing its bite. If
> others on
> the list agree that 66 inch works better, maybe call IVO and ask if
> you can
> trade up to the bigger blade, I have heard that they are very
> accomidating
> in these matters. You might even get a refund if you trade your
> three
> blades in on just two of the longer ones.
> I hope other listers will chime in here with their views, my
> experience with
> 60 and 66 inch props of the wooden and IVO varieties is all with a
> 503 and
> 2.58 reduction on my Loehle. In all cases, I get better performance
> with the
> larger diameter props. The IVO I use is a 66 inch three blade
> because two
> blades would overrev my 503 at full pitch. I only used the IVO for
> testing
> my Free- Air Scoops, because the 66 inch wood performs a little
> better.
> I hope this helps
> Sincerely,
> Denny Rowe
> rowedl(at)alltel.net
> Building Mark-3 Western PA
> -----Original Message-----
> From: Jon Steiger <jon(at)twistedbits.net>
> To: kolb-list(at)matronics.com
> Date: Wednesday, August 23, 2000 6:24 AM
> Subject: Kolb-List: Prop pitch results
>
>
> >
> >
> > Many thanks to the folks who answered my earlier question about
> prop
> pitch.
> >
> >Here's the situation:
> >
> > Kolb FireFly, 60" 3-blade IVO ground adjustable.
> >
> > On climbout, I see about 6100rpms. The FireFly pops off the
> ground at
> >an excellent angle of climb, but then "wallows" at about 50' off
> the
> >ground, and then the climb isn't quite as hot.
> >
> > After posting to the list for help, I played with my prop pitch
> a bit.
> >
> > On the advice of GeoR38, I loosened up the big nut, then backed
> out the
> >screw. I hand screwed it in and then gave it a 1/4 turn and
> tightened the
> >nut. That resulted in pretty much the same climbout rpm as before,
> and I
> >didn't notice a difference in climb.
> >
> > So, I landed, put the screw in 1/2-1 turn (I don't remember
> >exactly) That gave me about 6300rpm. I moved the screw in another
> 1.5
> >turns or so, and that gave me a climbout rpm of 6600. At that RPM,
> I
> >noticed that the FireFly didn't "pop" off the runway and wallow, it
> >maintained pretty much the same climb from the surface all the way
> up to
> >the pattern.
> >
> > The problem with the last setting though was that anything
> resembling a
> >cruise RPM (4000-5500) resulted in my EGT needles jumping right up
> to
> >1200! :- I tried some climb tests. I don't have a VSI but I put
> the plane
> >in a climb at full throttle and held it at just over 45mph. It was
> >somewhere around 520fpm. Since I couldn't keep my EGTs cool at
> cruise, I
> >landed and backed the screw out, and put it in about a half turn.
> I took
> >off, and I once again got the wallow on takeoff, but a climb test
> resulted
> >in about 660fpm. So, apparently letting the engine rev wasn't
> doing
> >anything for my rate of climb. :-(
> >
> > Anyone know what sort of conclusions I can draw from this? If
> I got a
> >richer jet so I could put the screw in, would that result in a
> better fuel
> >burn at cruise? (But what about the climb loss?) Should I just
> leave well
> >enough alone? What the heck is that wallow on takeoff? It seems
> to happen
> >too high to be simply flying out of ground effect... ?? Why did
> my EGTs
> >go up when I (reduced?) the pitch?
> >
> > Color me confused. :-)
> >
> > -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/ ----'
> >
> >
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Prop pitch results |
Firehawk! that was a GREAT thread on the reason that Ivan said that nuts were
not necessary and was the reason that I went along with him....believe it or
not ....because of my experience with the ol volkswagon jack....it has no
rack or gears...only a slippery bar which is bound up by friction....the same
kind that is charactarized by the dialog that you provided in your discourse,
namely on one side of the inclined plane called the threads.
That's why I said ..or could it?
GeoR38
________________________________________________________________________________
| From: | Dennis & Diane Kirby <kirbyd(at)flash.net> |
| Subject: | Facet Fuel Pump Question |
Dear Kolb Listers -
I am planning to install a Facet electric fuel pump on my Mark-3 to
provide redundant fuel delivery to the engine. My
dilema is deciding whether to install the Facet in parallel to the
engine's mechanical pump, or in series. (Engine is the Verner-1400
2-cyl, 4-stroke, 80hp) Most advice I've
received suggests "in parallel." But I heard from one source that the
Facet pump will still allow fuel to flow thru it when
either failed or turned off. If this is truly the case, then mounting
it in SERIES with the mechanical pump would work fine -
there would be no advantage to mounting it in PARALLEL.
Does anybody have any experience with the Facet Fuel Pump that supports
this?
Open to all suggestions -
Dennis Kirby
Mark-3, s/n 300, still building
Cedar Crest, NM
________________________________________________________________________________
| Subject: | VORTEX GENERATOR UPDATE #3 |
My Kolb Firestar I , which grosses at about 700 lbs, originally had a power
on stall speed of 40-41mph; after placing a VG on each full rib [7 per wing,
14 total], my stall speed dropped to 35-36mph.
Today I placed VG's on all the false ribs between the main ribs [12 per wing,
24 sub-total] for a grand total of 38.
My initial test flight, which was cut short by a thunderstorm, yielded a
stall of 32-33
mph, climb rate improved by approx. 100 fpm, and aileron response seemed
better.
The only thing I didn't like was before I added the last 24 VG's, I could
ease the throttle to idle and slowly pull the stick all the way back and the
plane would just sort of "parachute" down in a "flat" attitude at about 800
fpm; now, there is a definite stall break at 32mph and the nose wants to
drop and a wing too.
Will investigate this further tomorrow, weather permitting.
Howard Shackleford
FS I
SC
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: VORTEX GENERATOR UPDATE #3 |
See, See ! ! ! Ha - I toldja so ! ! ! Coming down at 800 fpm is less than
1/2 the speed you'll come down under a chute. Phooey on that, who needs it
?? Big ole Lar............with his neck stuck waaaaaay out
there - again.
P.S. You can bet, when the time comes, Vamoose will be getting VG's.
----- Original Message -----
From: <HShack(at)aol.com>
Sent: Thursday, August 24, 2000 8:26 PM
Subject: Kolb-List: VORTEX GENERATOR UPDATE #3
>
> My Kolb Firestar I , which grosses at about 700 lbs, originally had a
power
> on stall speed of 40-41mph; after placing a VG on each full rib [7 per
wing,
> 14 total], my stall speed dropped to 35-36mph.
________________________________________________________________________________
| From: | "Jay Dewberry" <jdewberry(at)peoplepc.com> |
| Subject: | Re: VORTEX GENERATOR UPDATE #3 |
Yea, Yea, that is what I experienced. I had my VG's every 1' on each rib on
my tbird, and it gave a good honest 6-7 mph slower stall, but when it
stalled, it wasn't easy like before. It was very pronounced and aggressive.
it cost me a bad landing on pavement. I approached like always, but flared
about 2' above the runway expecting it to softly float to the pavement, but
NO, it quit flying and fell before I could react. I have only 1/2 as many
VG's now and it tamed the stall out alot.
Jay
----- Original Message -----
From: <HShack(at)aol.com>
Sent: Friday, August 25, 2000 3:26 AM
Subject: Kolb-List: VORTEX GENERATOR UPDATE #3
>
> My Kolb Firestar I , which grosses at about 700 lbs, originally had a
power
> on stall speed of 40-41mph; after placing a VG on each full rib [7 per
wing,
> 14 total], my stall speed dropped to 35-36mph.
> Today I placed VG's on all the false ribs between the main ribs [12 per
wing,
> 24 sub-total] for a grand total of 38.
> My initial test flight, which was cut short by a thunderstorm, yielded a
> stall of 32-33
> mph, climb rate improved by approx. 100 fpm, and aileron response seemed
> better.
> The only thing I didn't like was before I added the last 24 VG's, I could
> ease the throttle to idle and slowly pull the stick all the way back and
the
> plane would just sort of "parachute" down in a "flat" attitude at about
800
> fpm; now, there is a definite stall break at 32mph and the nose wants
to
> drop and a wing too.
> Will investigate this further tomorrow, weather permitting.
>
> Howard Shackleford
> FS I
> SC
>
>
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Facet Fuel Pump Question |
> Does anybody have any experience with the Facet Fuel Pump that supports
> this?
>
> Open to all suggestions -
>
> Dennis Kirby
Dennis and Kolbers:
Been flying with a Facet pump for many years. Started with
it on my 447 powered Firestar in 1987. MK III has flown the
last 1450 hrs with a Facet powered by 582, 912, and 912S.
All in series. Use Facet on takeoff, landing, and low
altitude flights. Other than that, the engine driven pumps,
pulse and mechanical, have never had a problem pulling fuel
through the Facet when it is turned off.
Dennis, what is the max countinuous HP of the Verner 1400?
Their web page gives 80 hp for 5 minutes maximum, but not
max continuous.
Good luck with your new airplane.
john h
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Re: Facet Fuel Pump Question |
I have the Facet installed at the level of the sump on the fuel tank. The
Mikuni pump is up alongside the engine, normal position for a 532. One of
the check list items is to turn the Facet off and see if the engine still
runs on just the Mikuni, which is now pulling the gas through the Facet.
Then I turn the Facet back on, and watch the fuel pressure (which only the
Facet affects, due to the pick-up location) jump back up to 5 PSI. Then I
know that both are working. I started out having them parallel, but J.
Hauck told me that it created too much plumbing, and in line was simpler.
He was right.
Richard Pike
MKIII N420P (420ldPoops)
>
>Dear Kolb Listers -
>
>I am planning to install a Facet electric fuel pump on my Mark-3 to
>provide redundant fuel delivery to the engine. My
>dilema is deciding whether to install the Facet in parallel to the
>engine's mechanical pump, or in series. (Engine is the Verner-1400
>2-cyl, 4-stroke, 80hp) Most advice I've
>received suggests "in parallel." But I heard from one source that the
>Facet pump will still allow fuel to flow thru it when
>either failed or turned off. If this is truly the case, then mounting
>it in SERIES with the mechanical pump would work fine -
>there would be no advantage to mounting it in PARALLEL.
>
>Does anybody have any experience with the Facet Fuel Pump that supports
>this?
>
>Open to all suggestions -
>
>Dennis Kirby
>Mark-3, s/n 300, still building
>Cedar Crest, NM
>
>
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Re: VORTEX GENERATOR UPDATE #3 |
But then your nose will drop, and so will your wing...
Richard Pike
MKIII N420P (420ldpoops)
You can bet, when the time comes, Vamoose will be getting VG's.
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
| Subject: | Re: Facet Fuel Pump Question |
Dennis and others:
I have been running a Facet pump for a while in parallel on a 582. I
have written on this subject before. There are several different facet pumps
with identical cases that have widely differing performance characteristics.
Pick the wrong one and you could be asking for BIG problems. You just can't
buy one of these things off the shelf and be safe. The guys at LEAF and CPS
don't seem to have a clue about what they are selling, so I wouldn't suggest
relying on their advice. You can check the archives or contact me off list.
Mark R. Sellers
Kolb Twinstar Mark III
N496BM
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: VORTEX GENERATOR UPDATE #3 |
Long as it doesn't drip, we're OK.
----- Original Message -----
From: Richard Pike <richard(at)BCChapel.org>
Sent: Thursday, August 24, 2000 9:21 PM
Subject: Re: Kolb-List: VORTEX GENERATOR UPDATE #3
>
> But then your nose will drop, and so will your wing...
> Richard Pike
> MKIII N420P (420ldpoops)
>
>
> You can bet, when the time comes, Vamoose will be getting VG's.
>
>
________________________________________________________________________________
| From: | "Christopher John Armstrong" <Tophera(at)centurytel.net> |
>Hi DEll, You mention ed that the Hex 60 is 45 Hp
Hexidyne p60 is suppose to be 60hp. but they have yet to fly the engine.
they have some work to do before they have a lot of work to do before they
have a real product. there price is a reflection of the level of quality
they are going for. the fuel flow rate is much better then a carburated
motor but it takes a computer and a high pressure fuel pump and that stuff
costs the same amount no matter what horsepower level your going for.
Topher
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | 2 blade vs 3 blade IVO |
Group,
I recently changed from a 3 blade 62" IVO to a 2 blade, 68" on my 503 powered
Firestar II. The 2 blade is much easier on my ears. Previously, I had tried a
2 blade 66" Warp. The Warp was very loud on the Firestar II, I think because
of not having a spacer.
The 2 blade IVO has more vibration that any prop that I have run before.
Is this normal? Do I need to balance, or check pitch, or fix tracking?
The blades are brand new from IVO.
John Jung
Firestar II N6163J
SE Wisconsin
________________________________________________________________________________
| From: | "Richard Neilsen" <neilsenr(at)state.mi.us> |
| Subject: | Re: Facet Fuel Pump Question |
I have been running my VW powered MKIII with a facet fuel pump in series since
day one (a grand total of 43 hours). My mechanical pump doesn't seem to know the
difference. I also use both on takeoff and landing. I will never depend on
the facet pump by its self. I had one fail in automotive use after app. 30 hours.
>>> hawk36(at)mindspring.com 08/25/00 12:18AM >>>
> Does anybody have any experience with the Facet Fuel Pump that supports
> this?
>
> Open to all suggestions -
>
> Dennis Kirby
Dennis and Kolbers:
Been flying with a Facet pump for many years. Started with
it on my 447 powered Firestar in 1987. MK III has flown the
last 1450 hrs with a Facet powered by 582, 912, and 912S.
All in series. Use Facet on takeoff, landing, and low
altitude flights. Other than that, the engine driven pumps,
pulse and mechanical, have never had a problem pulling fuel
through the Facet when it is turned off.
Dennis, what is the max countinuous HP of the Verner 1400?
Their web page gives 80 hp for 5 minutes maximum, but not
max continuous.
Good luck with your new airplane.
john h
________________________________________________________________________________
| From: | "Christopher John Armstrong" <Tophera(at)centurytel.net> |
| Subject: | Re: Flight simulators ?? |
>Anybody know of any good flight simulators for us 3 axis'ers ?
I fly around in a game called red baron, it is a world war I simulator with
tons of different airplanes accurately simulated. buy flying lots of them
at different realism settings you will find one that flies like your plane.
Most of them are fairly difficult to fly well art the high realism settings
because most of those plane were unstable and had lots of torque turn from
there props.
Topher
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Re: 2 blade vs 3 blade IVO |
Sometimes the stainless twist rods that run down through the blades do not
rotate as freely as they might, check for both blades having the same
pitch, you might need to cycle the pitch from limit to limit a couple times
and make sure it is free if the pitch is not the same for both blades. The
Ivo should not be a vibrator, but it is normal to pick up a certain
increase of vibration from the 3 to the 2 blade, it is more noticeable
because the 3 blade Ivo is normally ultra smooth.
Richard Pike
MKIII N420P (420ldPoops)
>
>Group,
>
>I recently changed from a 3 blade 62" IVO to a 2 blade, 68" on my 503 powered
>Firestar II. The 2 blade is much easier on my ears. Previously, I had tried a
>2 blade 66" Warp. The Warp was very loud on the Firestar II, I think because
>of not having a spacer.
>
>The 2 blade IVO has more vibration that any prop that I have run before.
>
>Is this normal? Do I need to balance, or check pitch, or fix tracking?
>
>The blades are brand new from IVO.
>
>John Jung
>Firestar II N6163J
>SE Wisconsin
>
>
________________________________________________________________________________
| From: | gerken(at)us.ibm.com |
| Subject: | nylocks on a prop |
Powerfin prop instructions say to snug the nylock nuts on the backside of
the redrive hub, after torquing bolts thru prop. Prop hardware kit comes
with the nylocks. I always hold the bolts with a wrench to keep them from
backing out and loosing any torque, while adding the nylocks and snugging.
It is not perfect but gives one more level of confidence. I would think
that if the prop bolt heads were drilled and properly safety wired, that
would be best.
Jim G
________________________________________________________________________________
| From: | KHe1144783(at)aol.com |
| Subject: | Re: Facet Fuel Pump Question |
Dennis: On my Jabiru engine, I ran a seperate line from the fuel drain line
to the pump, through a one-way inline check valve and then to the short line
between the mechanical fuel pump and the engine with a "T" fitting. The
height from the bottom of the tank to the Carb. is 42 inches and works great
for back-up and boost. Kris Henkel
________________________________________________________________________________
| From: | "Bill Elder" <billelder(at)denver.net> |
| Subject: | Re: VORTEX GENERATOR UPDATE #3 |
Big Lar - It's the abrupt reduction of forward speed to zero that will get
you!
-----Original Message-----
From: Larry Bourne <larrybiglar(at)earthlink.net>
Date: Thursday, August 24, 2000 9:18 PM
Subject: Re: Kolb-List: VORTEX GENERATOR UPDATE #3
>
>See, See ! ! ! Ha - I toldja so ! ! ! Coming down at 800 fpm is less
than
>1/2 the speed you'll come down under a chute. Phooey on that, who needs it
>?? Big ole Lar............with his neck stuck waaaaaay out
>there - again.
>P.S. You can bet, when the time comes, Vamoose will be getting VG's.
>----- Original Message -----
>From: <HShack(at)aol.com>
>To:
>Sent: Thursday, August 24, 2000 8:26 PM
>Subject: Kolb-List: VORTEX GENERATOR UPDATE #3
>
>
>>
>> My Kolb Firestar I , which grosses at about 700 lbs, originally had a
>power
>> on stall speed of 40-41mph; after placing a VG on each full rib [7 per
>wing,
>> 14 total], my stall speed dropped to 35-36mph.
>
>
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Facet Fuel Pump Question |
> I have been running my VW powered MKIII with a facet fuel pump in series since
day one (a grand total of 43 hours).
Richard N
Hi Gang:
Forgot to include the Model Facet I use:
Facet No. 40105, 2.5 to 4.5 psi max, 30 gph. Acft Spruce
sells for $28.25.
john h
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: nylocks on a prop |
I would think
> that if the prop bolt heads were drilled and properly safety wired, that
> would be best.
>
> Jim G
Jim G and Gang:
I find it necessary to drill the heads of my prop bolts to
safety wire. I think I use a 3/32, maybe a 1/16 cobalt bit
and lots of drilling oil (actually plumber's thread cutting
oil, I'm cheap, but a jug of it has lasted since I got my
drill press in 1984, and the stuff works). Take your time,
don't rush the operation, and you can punch a hole right
thru those bolt heads.
Take care,
john h
________________________________________________________________________________
| From: | "Tommy & Carolyn" <TommyandCarolyn(at)centurytel.net> |
| Subject: | Fw: KR> History Channel |
-----Original Message-----
From: flykr2s(at)execpc.com <flykr2s(at)execpc.com>
Date: Friday, August 25, 2000 8:28 AM
Subject: KR> History Channel
>Hello Friends,
>
>The History Channel along with AOPA will be doing a documentary Called
>8:pm Mountain and 10:00pm Pacific. Should be interesting.
>
>Mark Jones (N886MJ)
>Wales, WI
>mailto:flykr2s(at)execpc.com
>
>
>To post to the list, email: krnet(at)mailinglists.org
>To unsubscribe, e-mail: krnet-unsubscribe(at)mailinglists.org
>For additional commands, e-mail: krnet-help(at)mailinglists.org
>
________________________________________________________________________________
| From: | "Steven S. Green" <GREENSS(at)Bowater.com> |
| Subject: | Redundant Fuel Pump: Series or Parallel |
A1-type: MAIL
Dennis Kirby wrote
Dear Kolb Listers -
I am planning to install a Facet electric fuel pump on my Mark-3 to
provide redundant fuel delivery to the engine. ..... If this is truly
the case, then mounting it in SERIES with the mechanical pump would work
fine - there would be no advantage to mounting it in PARALLEL.
Dennis,
In deciding how to install a redundant pump the failure mode of the
pulse pump should be considered.
If the diaphragm is the most likely part to fail then parallel
connection would be best because the discharge check valve on the pulse
pump would prevent fuel from the electric pump being forced through the
diaphragm into the crankcase.
If the check valves in the pulse pump are most likely to fail
then series would be the best way to connect. If the diaphragm fails in
a series connection raw fuel will be pumped into the crankcase flooding
that cylinder.
Connecting in series and not running the electric pump would
decrease the NPSH (Net Positive Suction Head) to the pulse pump by what
ever pressure is required to open both check valves in the electric
pump. This Could increase the risk of "vapor lock" on hot days.
I chose parallel for the following reasons:
1) I think the diaphragm is more likely to fail than two check valves
failing at the same time.
2) If the electric pump fails it will not affect the operation of the
pulse pump.
All this is just for thought because I noticed you have had response
from two of the most respected (in my opinion) men on this list, Richard
P. and John H.
Steven Green
MK III
N58SG
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
In a message dated 8/25/00 7:25:49 AM Pacific Daylight Time,
hawk36(at)mindspring.com writes:
<< Facet No. 40105, 2.5 to 4.5 psi max, 30 gph. Acft Spruce
sells for $28.25. >>
Gentlemen:
I respectfully submit that John has more pump than he needs. Bear in
mind that he has a 912, which may have different requirements, but the needle
valves in the carbs on my 582 are good to 7 lbs of fuel pressure. Common
sense dictates that you would not want your pump to put out fuel pressure
anywhere close to the rated value of the valve because that would invite a
scenario where the valve would be overdriven and you could loose control of
the amount of fuel going into the engine.
With a 912 burning 3-4 gph there is no need for a 30 gph pump. And a
fuel pressure of 4.5 gph that is about 70% of the rated value of the needle
valve in the carb. (Note my assumption: that the needle valve in the bing on
john's 912 is the same in my 582.) I think most engineers would tell you
that is too close for comfort, or too small a margin of safety Any slight
manufacturing defect in the valve or normal wear and tear will degrade its
performance and that 30% margin you have gets even smaller. As a result, if
you select that pump for your system you should probably use a regulator,
which is yet another device that adds weight and has possible failure modes
of its own.
My opinion. Facet makes a pump that puts out 1.5 lbs of fuel pressure
at about 10 gph. With that pump you have an acceptable spread between the
needle valve rating and the output of the pump, and at 10 gph I could run at
full throttle all day and never consume the gas faster than the pump could
supply it. And no need for a regulator. The pump is available from JC
Whitney.
Mark R. Sellers
Kolb Twinstar Mark III
N496BM
________________________________________________________________________________
| From: | "Larry Bourne" <larrybiglar(at)earthlink.net> |
| Subject: | Re: VORTEX GENERATOR UPDATE #3 |
Yeah, but it's still fun to twist a few tails. Lar.
----- Original Message -----
From: Bill Elder <billelder(at)denver.net>
Sent: Friday, August 25, 2000 8:18 AM
Subject: Re: Kolb-List: VORTEX GENERATOR UPDATE #3
>
> Big Lar - It's the abrupt reduction of forward speed to zero that will get
> you!
> -----Original Message-----
> From: Larry Bourne <larrybiglar(at)earthlink.net>
> To: kolb-list(at)matronics.com
> Date: Thursday, August 24, 2000 9:18 PM
> Subject: Re: Kolb-List: VORTEX GENERATOR UPDATE #3
>
>
> >
> >See, See ! ! ! Ha - I toldja so ! ! ! Coming down at 800 fpm is less
> than
> >1/2 the speed you'll come down under a chute. Phooey on that, who needs
it
> >?? Big ole Lar............with his neck stuck waaaaaay out
> >there - again.
> >P.S. You can bet, when the time comes, Vamoose will be getting VG's.
> >----- Original Message -----
> >From: <HShack(at)aol.com>
> >To:
> >Sent: Thursday, August 24, 2000 8:26 PM
> >Subject: Kolb-List: VORTEX GENERATOR UPDATE #3
> >
> >
> >>
> >> My Kolb Firestar I , which grosses at about 700 lbs, originally had a
> >power
> >> on stall speed of 40-41mph; after placing a VG on each full rib [7 per
> >wing,
> >> 14 total], my stall speed dropped to 35-36mph.
> >
> >
>
>
________________________________________________________________________________
| Subject: | Re: VORTEX GENERATOR UPDATE #3 |
In a message dated 8/25/00 12:24:21 AM Eastern Daylight Time,
jdewberry(at)peoplepc.com writes:
<< Yea, Yea, that is what I experienced. I had my VG's every 1' on each rib on
my tbird, and it gave a good honest 6-7 mph slower stall, but when it
stalled, it wasn't easy like before. >>
Yep; if my test flight today confirms what I found yesterday, I will remove
all the VG's except the ones on the main ribs [total of 14 remain]. I will
add three to each side of the fuselage cage and see what that does.
Howard Shackleford
FS I
SC
________________________________________________________________________________
| From: | "Brian Kim Steiner" <steiner(at)spreda.sk.ca> |
| Subject: | Re: Redundant Fuel Pump: Series or Parallel |
I have had a facet fuel pump and the mikuni pulse pump in parallel
for just over 300 hours. My panel mounted fuel pressure gage indicates
about 4. 5 lbs psi when the facet is operated alone, The Mikuni pump
produces about 6.5 psi at WOT. There is no increase in fuel pressure above
the 6.5 reading when both pumps are run together. I installed my pumps in
parallel for the same reasons listed by Steven Green. The additional
parallel plumbing did not present a significant problem, I built my own
aluminum fuel tanks and just added an additional fuel outlet. My facet pump
delivers fuel into the output chamber of the Mikuni pump (I installed an
additional spigot in the output chamber).
Has anyone had a facet pump apart in order to examine the possibility of
fuel
flowing in a reverse direction in the event of pump failure?
Brian "Kim" Steiner
Saskatchewan, Canada
Mark 111, 582
> Dennis,
>
> In deciding how to install a redundant pump the failure mode of the
> pulse pump should be considered.
> If the diaphragm is the most likely part to fail then parallel
> connection would be best because the discharge check valve on the pulse
> pump would prevent fuel from the electric pump being forced through the
> diaphragm into the crankcase.
> If the check valves in the pulse pump are most likely to fail
> then series would be the best way to connect. If the diaphragm fails in
> a series connection raw fuel will be pumped into the crankcase flooding
> that cylinder.
> Connecting in series and not running the electric pump would
> decrease the NPSH (Net Positive Suction Head) to the pulse pump by what
> ever pressure is required to open both check valves in the electric
> pump. This Could increase the risk of "vapor lock" on hot days.
>
> I chose parallel for the following reasons:
> 1) I think the diaphragm is more likely to fail than two check valves
> failing at the same time.
> 2) If the electric pump fails it will not affect the operation of the
> pulse pump.
>
> All this is just for thought because I noticed you have had response
> from two of the most respected (in my opinion) men on this list, Richard
> P. and John H.
>
> Steven Green
> MK III
> N58SG
>
________________________________________________________________________________
<< My opinion. Facet makes a pump that puts out 1.5 lbs of fuel pressure at
about 10 gph. With that pump you have an acceptable spread between the needle
valve rating and the output of the pump, and at 10 gph >>
Please remember that there is a certain amount of head pressure in your system
if the pump is at the base of your fuel tank. Calculate it before selecting.
My opinion.
________________________________________________________________________________
| From: | "Lindy" <lindy(at)snowhill.com> |
| Subject: | Re: VORTEX GENERATOR UPDATE #3 |
For all Kolbers.
VG's working very well on Mark 3 and firestar-approx. same change in stall
speed-etc-as most have stated on this list--bottom line they work and do the
job,know from past experiences that they also work on (bottom) of
elevators-and when installed on rudder-you think you have power steering!
The ones we are using were manufactured by John Todd-on this list-they are
excellent-1st class manufacturing job!
Lost one in flight middle position left wing-did not notice loss until post
flight.All others OK.
Having one problem with Mark3 wheel bearings--spares on hand depleted--
went to major supplier-1st class operation here in Lower Alabama-Motion
Industries--they had no problem- identifying bearings and coming up with a
replacement--
They look real well- after 8 landings they are about gone---been so long
since I bought any wheel bearings --need source or reliable info--example
manuf/source--part# etc. Appreciate the info at your earliest possible
convenience.as landings with 2 on board sounds like a squeaky old
wheelbarrow-that's probably what the bearings I bought were for.
Lindy
LA-Lower Alabama
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
In a message dated 8/25/00 11:58:07 AM Pacific Daylight Time, Ulflyer(at)aol.com
writes:
<< Please remember that there is a certain amount of head pressure in your
system if the pump is at the base of your fuel tank. Calculate it before
selecting.
>>
This is a good point. But not knowing how to do that I opted for the
performance test. Before I start I turn on the pump and visually watch the
fuel get pumped from the tank level up to the carbs. I disconnected the fuel
line at one of the carbs once and let it run into a bucket for a bit just to
satisfy myself that there was adequate flow at that height.
Mark R. Sellers
Kolb Twinstar Mark III
N496BM
________________________________________________________________________________
| From: | "Ron or Mary Payne" <ronormar(at)apex.net> |
| Subject: | Emergency Locator Transmitter |
I seem to be having trouble sending to this list. I hope this goes through.
Has anyone installed an ELT on a Kolb? If so I would like to know where to
purchase one. I am ready to build a Firestar and would feel better with
this device onboard.
Ron Payne
Gilbertsville, Ky.
________________________________________________________________________________
| From: | "Joe Mama" <claw2265(at)hotmail.com> |
| Subject: | UltraStar For Sale |
It is with a heavy heart that I put my Kolb UltraStar up for sale. The main
reason for selling is I just don't have a good place to keep it. Also I'm
now part owner of a Citabria which is taking up time/money.
My Kolb kit was originally bought in 1984. The guy who built it is an
engineer and did a fantastic job but for unknown reasons never flew it. I
think his wife was a factor in his selling it. What I bought it in 1995 was
basically a new plane. Literally all I did before flying it was put on a
four point seat belt. After the initial flights, it received the paint job
and chute. So it's really about 5 years old and hasn't flown that much, 100
hours, if that.
Pictures at http://www.geocities.com/claw2265/index.html
It's fully operational - flew it this last weekend at the Capital Area Light
Flyers "Bull Roast" fly-in. Fresh rebuild on Cuyuna ULII02, 100 hrs TT on
airframe, always hangared, includes trailer, new Aymar-DeMuth wood prop,
neat World War I camouflage paintjob with red tailfeathers. Asking $6,450
w/BRS-5 chute, $4,950 without. UltraStar located at Essex, Maryland.
... Bill Cloughley
________________________________________________________________________________
| From: | Robert Noyer <ronoy(at)shentel.net> |
| Subject: | Re: Emergency Locator Transmitter |
T-A-P is full of ads for ELTs. Make certain you get one that uses common
alky D Cells. Ameri-King @$189---ACK E-01 @$210. EBC 102 is
smallest--$335!!
Got to be mounted very ridgedly, with no play--otherwise a *landing*
hard enough to activate it, won't set it off. Some of my *normal*
landings would activate most ELTs.
bn old mech
http://members.xoom.com/ronoyer
________________________________________________________________________________
| Subject: | Re: nylocks on a prop |
In a message dated 8/25/00 10:31:56 AM Eastern Daylight Time,
hawk36(at)mindspring.com writes:
<< I would think
> that if the prop bolt heads were drilled and properly safety wired, that
> would be best.
>
> Jim G
Jim G and Gang:
I find it necessary to drill the heads of my prop bolts to
safety wire. I think I use a 3/32, maybe a 1/16 cobalt bit
and lots of drilling oil (actually plumber's thread cutting
oil, I'm cheap, but a jug of it has lasted since I got my
drill press in 1984, and the stuff works). Take your time,
don't rush the operation, and you can punch a hole right
thru those bolt heads.
Take care,
john h
Dear John and all
Now we're talkin"...that sounds like the BEST idea yet!
Drill the bolt heads, DON'T use nylocs (to preserve the torque on each bolt
to the threaded backplate) and DO add safety wire through the newly drilled
bolt head holes
This enables quick inspection of the safety wire as a preflight check,
instead of my flimsy fingernail polish, and preserves the integrity of the
concept identified so well by Firehawk and advanced by Ivan, of Ivo props.
Hey, yaknow, we can actually learn sompin on this tube and within the
newsgroup....and ....be able to sleep better!
Thank's guys for all your inputs..
GeoR38
________________________________________________________________________________
| From: | "Sam Cox" <lightflyer(at)email.msn.com> |
| Subject: | El Paso Ul Pilots |
Hey Will & friends
Jerry Rooks in Florida has a fellow from Clint, TX who is a prospective
UL pilot in need of finding guidance. are you willing to contact him and
help him along?
Sam Cox
D/FW Lite Flyers
ASC/EAA UL/USUA 393
PS. If you have five or more Ulers out there and want to start a USUA
club let me know and I can help you do it.
Jerry writes:
<< Looks like Clint, Texas? Down by El Paso, off I-10. He should
be back in Texas by Monday. 915-852-6008
> Contact him at Kayhan_Vahdat(at)jabil.com >>
________________________________________________________________________________
| From: | MitchMnD(at)aol.com |
Worry about the fuel pump/fuel system is good because a large percentage of
engine failures are due to fuel starvation. The Facet pump and additional
plumbing required may be justified in some engines that require more gpm of
fuel. My solution to the fuel reliability problem, with my puny 447, has been
to use the double outlet pump and check the discharge pressure annually. Mike
Stratman, of CPS fame, told me that the double pump was made with better
quality components and was more reliable. Of coarse he was selling pumps but
I don't think he would lie for a couple of bucks. My pump was right up to
snuff at annual (~60 Hrs) and I plan to keep it for the first 100 hours then
either rebuild it or replace it regardless of test results.
Duane the plane in Tallahassee, FL. See you all in London on the 23rd !
________________________________________________________________________________
| From: | MitchMnD(at)aol.com |
| Subject: | Re: Flight Report |
After several false starts because of weather John Todd of Blakely GA flew
the forty something miles down to Quincy FL. We had a great time walking
around each other's planes and talking Kolb. His plane is a sturdy little
FireStar with lots of neat things like a trim system, radio and GPS mounts,
sound deadening upholstery, sail plane static port and lots of vortex
generators. At his suggestion we joined up for a flight to a private strip
about 25 mile north. There was some haze but we stayed in touch and in sight
all the way. He stayed fairly low but I'm sure he has to do that because of
his many years as a crop duster. His approach was also low compared to my
"Stuka dive bomber" decent to landing. The strip was every pilot's dream, 50'
x ~ 1500' of nice soft grass with a clear approach at one end and the
standard 50' trees at the other. Three secure hangars and plenty of room to
turn around made it complete. Of coarse the owner could not be there with us
two retired cats because he was is still working for a living and his
beautiful strip. After relaxing a while and a look around we said our
good-byes and headed for our home bases. What a day.
Duane the plane in Tallahassee, FL, FireFly, 447, Ivo, See you all in London
Sept 23rd !
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Wheel bearing part #'s |
I am using Northern Tool & Equipment bearings part # 499502H,
cost is $4.60 each, they are doing real good.
They have a snap ring edge instead of a flange edge, so the spacing will
be a little different, but they can easily be made to fit.
I have also started using shim stock to make the bearings fit
snugly into the Kolb steel wheels, takes up a lot of slop.
Richard Pike
MKIII N420P (420ldPoops)
>
>Having one problem with Mark3 wheel bearings--spares on hand depleted--
>went to major supplier-1st class operation here in Lower Alabama-Motion
>Industries--they had no problem- identifying bearings and coming up with a
>replacement--
>
>They look real well- after 8 landings they are about gone---been so long
>since I bought any wheel bearings --need source or reliable info--example
>manuf/source--part# etc. Appreciate the info at your earliest possible
>convenience.as landings with 2 on board sounds like a squeaky old
>wheelbarrow-that's probably what the bearings I bought were for.
>
>Lindy
>LA-Lower Alabama
>
>
________________________________________________________________________________
| Subject: | Fuselage/Wing Fold Pin |
| From: | Ray L Baker <rbaker2(at)juno.com> |
Listers,
I want to drill the holes for the hitch pin that secures the wings in the
folded position before I cover the wing. I do not have the flaps or
ailerons on the wing so I suspect that the alignment of the wing may not
be the same as when they are. Is the underside of the wing perpendicular
to the ground or does it angle out.?
Should the hole for the hitch pin be vertical or horizontal? How do you
put the hitch pin in? It appears that I will have to elevate the tail
wheel and access it from underneath.
I searched the archives and found 1 referenced that addressed this
function (March 97) but dealt with modification of the assembly.
L. Ray Baker
Lake Butler, Fl
Building Mark III, SN M1156--N629RB
________________________________________________________________________________
| From: | "Jay Dewberry" <jdewberry(at)peoplepc.com> |
| Subject: | Re: VORTEX GENERATOR UPDATE #3 |
I flew my tbird again this afternoon, and got a good feel for the 14 total
VG's on my bird. Stall is 5 mph slower, but gentle between stall and glide.
Landing was smooth.
Some numbers. baseline stall at 35 mph. stall with 14 VG's, 30. Stall with
26 VG's, 26 mph. My VG's are about 3" forward from Lindy's picture. I plan
to move mine like lindy's to try the difference.
Jay
----- Original Message -----
From: <HShack(at)aol.com>
Sent: Friday, August 25, 2000 3:40 PM
Subject: Re: Kolb-List: VORTEX GENERATOR UPDATE #3
>
> In a message dated 8/25/00 12:24:21 AM Eastern Daylight Time,
> jdewberry(at)peoplepc.com writes:
>
> << Yea, Yea, that is what I experienced. I had my VG's every 1' on each
rib on
> my tbird, and it gave a good honest 6-7 mph slower stall, but when it
> stalled, it wasn't easy like before. >>
>
> Yep; if my test flight today confirms what I found yesterday, I will
remove
> all the VG's except the ones on the main ribs [total of 14 remain]. I
will
> add three to each side of the fuselage cage and see what that does.
>
> Howard Shackleford
> FS I
> SC
>
>
________________________________________________________________________________
| From: | "John Cooley" <johnc(at)datasync.com> |
| Subject: | Re: Fuselage/Wing Fold Pin |
Hi Ray and Gang,
I can only speak from my experience from the Twinstar Mark II that I had
last summer. The wings would angle out at the top when folded. The bottom of
the wing at the inboard end would bump up next to the cage to stop the
leaning as evidenced by the abrasion at that point. The hole in the Twinstar
was horizontal and I believe the best position is horizontal. My fix for
reaching the pin holes was to attach the pins to the ends of two small arrow
shafts. I simply zip tied them on the end of the arrow shaft then you could
squat down behind the wings and slide the pins in the holes. The pins I used
are referred to as "Lock Pins" on page 98 of the Aircraft Spruce catalog.
Hope this helps.
Later,
John Cooley
Building FS II #1162
> Listers,
>
> I want to drill the holes for the hitch pin that secures the wings in the
> folded position before I cover the wing. I do not have the flaps or
> ailerons on the wing so I suspect that the alignment of the wing may not
> be the same as when they are. Is the underside of the wing perpendicular
> to the ground or does it angle out.?
>
> Should the hole for the hitch pin be vertical or horizontal? How do you
> put the hitch pin in? It appears that I will have to elevate the tail
> wheel and access it from underneath.
> L. Ray Baker
> Lake Butler, Fl
> Building Mark III, SN M1156--N629RB
________________________________________________________________________________
| From: | "michael highsmith" <firehawk54(at)hotmail.com> |
| Subject: | Re: Facet Fuel Pump Question |
Hey Dennis and gang,
If 1050 hours of operation with the facet fuel pump running in series with
the pulse pump is any indication that it works, then I guess I can relax a
little now and go on flying my engine set up this way.
Ive never had a problem with the facet pump and I believe it may have saved
me once on climbout when the pulse pump seemed to give out. The pulse pump
had over 600 hours on it and in stead of repairing it I replaced it with a
new one which has over 400 hours on it now.
Firehawk
>From: Dennis & Diane Kirby <kirbyd(at)flash.net>
>Reply-To: kolb-list(at)matronics.com
>To: kolb-list
>Subject: Kolb-List: Facet Fuel Pump Question
>Date: Thu, 24 Aug 2000 20:24:29 -0700
>
>
>Dear Kolb Listers -
>
>I am planning to install a Facet electric fuel pump on my Mark-3 to
>provide redundant fuel delivery to the engine. My
>dilema is deciding whether to install the Facet in parallel to the
>engine's mechanical pump, or in series. (Engine is the Verner-1400
>2-cyl, 4-stroke, 80hp) Most advice I've
>received suggests "in parallel." But I heard from one source that the
>Facet pump will still allow fuel to flow thru it when
>either failed or turned off. If this is truly the case, then mounting
>it in SERIES with the mechanical pump would work fine -
>there would be no advantage to mounting it in PARALLEL.
>
>Does anybody have any experience with the Facet Fuel Pump that supports
>this?
>
>Open to all suggestions -
>
>Dennis Kirby
>Mark-3, s/n 300, still building
>Cedar Crest, NM
>
>
________________________________________________________________________________
| From: | "michael highsmith" <firehawk54(at)hotmail.com> |
| Subject: | Re: 2 blade vs 3 blade IVO |
John,
There must be something out of wack with the IVO to be out of balance or to
be vibrating. It should be very smooth. Check everything you can and read
the instructions about the "inspection tape" across the blade gaps. The
tape will tell you if you have a "blade movement problem". If one of the rod
ends happens to break you will know it by the vibration it causes. You can
determind this by taking a degree reading or take the blade off and inspect
it. Remember to torque the prop bolts. I have mine set at 250 inch lbs. I
think I have been through about every problem that the IVO has had on my 582
but for the last 800 hours it has performed flawlessly with no vibration.
Firehawk
>From: John Jung <jrjung(at)execpc.com>
>Reply-To: kolb-list(at)matronics.com
>To: kolb-list(at)matronics.com
>Subject: Kolb-List: 2 blade vs 3 blade IVO
>Date: Fri, 25 Aug 2000 07:40:19 +0100
>
>
>Group,
>
>I recently changed from a 3 blade 62" IVO to a 2 blade, 68" on my 503
>powered
>Firestar II. The 2 blade is much easier on my ears. Previously, I had tried
>a
>2 blade 66" Warp. The Warp was very loud on the Firestar II, I think
>because
>of not having a spacer.
>
>The 2 blade IVO has more vibration that any prop that I have run before.
>
>Is this normal? Do I need to balance, or check pitch, or fix tracking?
>
>The blades are brand new from IVO.
>
>John Jung
>Firestar II N6163J
>SE Wisconsin
>
>
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: Fuselage/Wing Fold Pin |
Ray,
I have extensions brazed to my pins so that they can be reached from the
back. The extensions look like a wire fly swatter handle. You should be able
to drill the holes in the fuselage tube now. The plans should tell you how.
On the Firestar a pencil is used in the wing holder to mark the tube in an
arc. Then you measure from the top or bottom to locate the holes vertically.
Small changes after that can be made by bending the tube. The pins are put
in horizontally.
John Jung
>
> Should the hole for the hitch pin be vertical or horizontal? How do you
> put the hitch pin in? It appears that I will have to elevate the tail
> wheel and access it from underneath.
>
> I searched the archives and found 1 referenced that addressed this
> function (March 97) but dealt with modification of the assembly.
>
> L. Ray Baker
> Lake Butler, Fl
> Building Mark III, SN M1156--N629RB
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)alltel.net> |
| Subject: | Re: Facet Fuel Pump Question |
Kolbers,
It seems like there are some folks who are shy about rebuilding their Mikuni
pulse fuel pumps.
These pumps are super easy and cheap to rebuild, they have two gaskets and a
diaphram / check valve sheet inside them. If you decide not to rebuild
yours, don't throw them out, send them to me and I'll rebuild it for you.
Get your rebuild kits from Central Snowmoble.
Sincerely,
Denny Rowe
PS: You should probably rebuild them every couple years to be on the safe
side.
RD#2 Box 235B
Vandergrift, PA 15690
-----Original Message-----
From: michael highsmith <firehawk54(at)hotmail.com>
Date: Saturday, August 26, 2000 12:52 PM
Subject: Re: Kolb-List: Facet Fuel Pump Question
>
>
>Hey Dennis and gang,
>If 1050 hours of operation with the facet fuel pump running in series with
>the pulse pump is any indication that it works, then I guess I can relax a
>little now and go on flying my engine set up this way.
>Ive never had a problem with the facet pump and I believe it may have saved
>me once on climbout when the pulse pump seemed to give out. The pulse pump
>had over 600 hours on it and in stead of repairing it I replaced it with a
>new one which has over 400 hours on it now.
>
>Firehawk
>
>>From: Dennis & Diane Kirby <kirbyd(at)flash.net>
>>Reply-To: kolb-list(at)matronics.com
>>To: kolb-list
>>Subject: Kolb-List: Facet Fuel Pump Question
>>Date: Thu, 24 Aug 2000 20:24:29 -0700
>>
>>
>>Dear Kolb Listers -
>>
>>I am planning to install a Facet electric fuel pump on my Mark-3 to
>>provide redundant fuel delivery to the engine. My
>>dilema is deciding whether to install the Facet in parallel to the
>>engine's mechanical pump, or in series. (Engine is the Verner-1400
>>2-cyl, 4-stroke, 80hp) Most advice I've
>>received suggests "in parallel." But I heard from one source that the
>>Facet pump will still allow fuel to flow thru it when
>>either failed or turned off. If this is truly the case, then mounting
>>it in SERIES with the mechanical pump would work fine -
>>there would be no advantage to mounting it in PARALLEL.
>>
>>Does anybody have any experience with the Facet Fuel Pump that supports
>>this?
>>
>>Open to all suggestions -
>>
>>Dennis Kirby
>>Mark-3, s/n 300, still building
>>Cedar Crest, NM
>>
>>
>
>
________________________________________________________________________________
| From: | b young <byoung(at)brigham.net> |
| Subject: | Re: Kolb-List Digest: 49 Msgs - 08/24/00 |
dennis kirby wrote
I am planning to install a Facet electric fuel pump on my
Mark-3 to
provide redundant fuel delivery to the engine.
i put the faucit fuel pump in series with the mechanical
pump on my 912. after i had done so i had a chat with
norm at tnk (i think it was norm) anyway the
conversation went that the faucit pump had to be installed
below the fuel tank to work properly. in that aspect i
guess i lucked out. as i had built an accessory mount
behind the passenger seat to put it on. also mounted there
is a large capasitor to dampen electrical noise. and the
voltage regulator.
boyd
________________________________________________________________________________
| From: | WGeorge737(at)aol.com |
| Subject: | Re: Facet Fuel Pump Question |
In a message dated 8/26/00 6:38:31, firehawk54(at)hotmail.com writes:
<< If 1050 hours of operation with the facet fuel pump running in series with
the pulse pump is any indication that it works, then I guess I can relax a
little now and go on flying my engine set up this way. >>
Mine is set up is series also. My only concern would be that if the pulse
pump diaphragm became perforated, then the pressure from the facet pump would
go up into the pulse line and fill it with fuel. Don't know what the
ramifications would be in that event.
Bill George
Mk-3 582 "C" Powerfin
Hawaii
________________________________________________________________________________
| From: | Ben Ransom <bwr000(at)yahoo.com> |
| Subject: | Re: Fuselage/Wing Fold Pin |
> folded position before I cover the wing. I do not have the flaps or
> ailerons on the wing so I suspect that the alignment of the wing may
> not
> be the same as when they are. Is the underside of the wing
> perpendicular
> to the ground or does it angle out.?
The ailerons on a Firestar will affect the folded wing angle,and I
would guess the same is true on the other Kolbs. This is because the
ailorons tuck all the way around to the bottom side of the wing for the
folded position. In this tucked position, they still sick out a little
from the bottom surface of the wing, and that amount is variable
depending on how accurately the hinge placement was done. (I've seen a
Firestar that was unable to tuck the ailerons for wing folding and had
to trailer with the ailerons in flight position. ) I would personally
not drill the hitch pin holes until the ailerons/flaperons are on. I
see no advantage to drilling them early, and it is not difficult to
mark and then drill them as the last thing (after covering and
flaperons).
> Should the hole for the hitch pin be vertical or horizontal? How do
> you
> put the hitch pin in? It appears that I will have to elevate the
My Firestar pins are vertical -- that is either per plans or I built
mine wrong. As John Jung said, braze on some piano wire extensions for
easy access. That and a flashlight after a good day's flight will put
a smile on your face for one whole week, guaranteed.
-Ben Ransom
________________________________________________________________________________
| From: | "michael highsmith" <firehawk54(at)hotmail.com> |
| Subject: | Re: Facet Fuel Pump Question |
>Mine is set up is series also. My only concern would be that if the pulse
>pump diaphragm became perforated, then the pressure from the facet pump
>would
>go up into the pulse line and fill it with fuel. Don't know what the
>ramifications would be in that event.
>
>Bill George
>Mk-3 582 "C" Powerfin
>Hawaii
I don't believe that could happen. Remember that the pulse/pressure in the
pulse line is - or +. It doesn't go anywhere. The fuel could not be forced
into the line from the facet pump because the + and - pressure in the line
is the same in both directions and this causes no fluid to be able to move
through the pulse line. What is there just move back and forth. This is why
the pulse pump works. The + and - pressure of the crankcase drives the pump
diapharm by means of the pulse line. This is why the pulse line should never
be allowed to leak or even be a little loose at the connections. A leaking
pulse line will still drive the pump to some extent but it's efficiency is
deminished at higher demand as in full throttle on climbout. There is no
telling just how many good engines seize because the pulse line is leaking.
We will never know because that is one thing that is replaced or removed and
reassembled during the overhaul. Then you go out and fly not knowing what it
was that caused the seizure so you blame it on the oil or some other
innocent unsuspecting part of the power unit. That pulse line is one of the
most important cheap pieces on our airplanes. We cannot afford not to check
it often and replace it often. If you can easily twist it back and forth on
either end it is probably too loose and could be leaking.
As for what would happen if the diapharm got a hole in it ( it would be very
gradual), you probably wouldn't know it if your facet pump was on until you
landed and checked the engine at start up inspection. The pulse pump would
be leaking fuel from the weep hole if it has one. There may be some fuel in
the pulse line that drained in while it was sitting. Now if you turn the
facet pump on while the engine isn't running the fuel has an easier passage
to get into the pulse line and into the crankcase. The engine may still run
OK if the facet pump is on and there hasn't been enough time passed for the
facet pump to run too much fuel into the crankcase. All this is relative
because of the fact that we all check and recheck before we fly. We are 110%
sure before we go to full throttle up. Or do we???
Firehawk
________________________________________________________________________________
| Subject: | Re: Flight Report |
In a message dated 8/25/00 8:50:56 PM Eastern Daylight Time, MitchMnD(at)aol.com
writes:
<< His approach was also low compared to my
"Stuka dive bomber" decent to landing. The strip was every pilot's dream,
50'
x ~ 1500' of nice soft grass with a clear approach at one end and the
standard 50' trees at the other. Three secure hangars and plenty of room to
turn around made it complete. Of coarse the owner could not be there with us
two retired cats because he was is still working for a living and his
beautiful strip. After relaxing a while and a look around we said our
good-byes and headed for our home bases. What a day.
Duane the plane in Tallahassee, FL, FireFly, 447, Ivo, See you all in London
Sept 23rd ! >>
Duane, haven't talked to you since you visited me up here in Ohio! ...good
story...his plane sounds more like a Beechcraft Bonanza than a Kolb...oh
well, people take TV on camping trips now...so....
I sure would like to fly to TND on the 23rd but I'm solo and don't think I
should go alone...well I guess that isn't the real reason....I have to teach
....well, I just got the OK from my other significant...or something like
that... and I guess we are going to drive there together...probably just wing
it on reservations...never been there before..but I guess I will see some of
you there! GeoR38
ps...I wanted to fly ... but since my back operations and heart attack and
defibrillations and kidney stones and catheters and infections and high
blood pressure and dizzy spells and spots before my eyes and glaucoma and
.....
maybe I should take it easier.
GeoR38
________________________________________________________________________________
| Subject: | Re: Fuselage/Wing Fold Pin |
In a message dated 8/25/00 11:57:26 PM Eastern Daylight Time,
rbaker2(at)juno.com writes:
<< I do not have the flaps or
ailerons on the wing so I suspect that the alignment of the wing may not
be the same as when they are. Is the underside of the wing perpendicular
to the ground or does it angle out.?
Should the hole for the hitch pin be vertical or horizontal? How do you
put the hitch pin in? It appears that I will have to elevate the tail
wheel and access it from underneath.
I searched the archives and found 1 referenced that addressed this
function (March 97) but dealt with modification of the assembly.
L. Ray Baker
Lake Butler, Fl
Building Mark III, SN M1156--N629RB >>
The holes are supposed to be horizontal, to enable you to access them with
the hitch pin from behind the rudder, but even though I epoxied the hitch
pins to coat hangar extensions, it was still too difficult to insert them. I
don't use the hitch pins at all now as I got a 1foot shock cord with hooks on
both ends and just put the hooks in the trailing end of each wing after
threading it through the inner tube that holds the elevators up to the
rudder...works for me. Of course I also have a spacer to keep the elevators
from actually touching the rudder. This spacer is made of polystyrene foam
covered with a grocery bag....of course this is pure rocket science as I
always prefer to use the most modern substances for this sport which takes me
close to mother nature. I must admit though that the inner tube is not the
best as it leaves a residue on my wonderful psychedelic paint job. Gotta say
that as the guy who painted it might be watching.
GeoR38
By George! the Firestar
KX....#1 maybe ...'91
________________________________________________________________________________
| Subject: | Re: Facet Fuel Pump Question |
In a message dated 8/26/00 9:45:45 PM Eastern Daylight Time,
firehawk54(at)hotmail.com writes:
<< his is why the pulse line should never
be allowed to leak or even be a little loose at the connections. A leaking
pulse line will still drive the pump to some extent but it's efficiency is
deminished at higher demand as in full throttle on climbout. There is no
telling just how many good engines seize because the pulse line is leaking.
We will never know because that is one thing that is replaced or removed and
reassembled during the overhaul. Then you go out and fly not knowing what it
was that caused the seizure so you blame it on the oil or some other
innocent unsuspecting part of the power unit. That pulse line is one of the
most important cheap pieces on our airplanes. We cannot afford not to check
it often and replace it often. If you can easily twist it back and forth on
either end it is probably too loose and could be leaking. >>
Firehawk, you are sumpin else....I had a failure in '92...no...three failures
in '92 on my 447 on the first three flights of my firestar and never knew
why...I always blamed it on the eyelash I found inside the Mikuni...probably
MY eyelash, cause I had taken it apart as I am curious george! when I first
received it from Kolb. Indeed it might have been the eyelash, but your
explanation seems more plausible as the failures always happened on climbout
under full power....I'll bet the pulse line was leaking...eight years later,
I figure out wha hoppin , thanks to you. one thing I did was wrap and twist
wire around all the tubing connections to the engine....shoot!
GeoR38
________________________________________________________________________________
| From: | Woody <duesouth(at)govital.net> |
| Subject: | Re: Facet Fuel Pump Question |
>, then the pressure from the facet pump would
>go up into the pulse line and fill it with fuel. Don't know what the
>ramifications would be in that event.
Why not put it on the other side of the diaphragm pump?
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Re: Facet Fuel Pump Question |
The Facet should be at an elevation level with the sump of the tank.
Something that no one has suggested yet: Why not use two Facet pumps, in
series, and eliminate the Mikuni?
(Because it eliminates something interesting for Kolbers to yak about!)
On a separate note,
Bragging on Homer's Designs:
Yesterday at a little fly-in on the Chuckey river, partial fuel, solo, the
MKIII 42OldPoops was slow flighting happily at 26 MPH.
4400 RPM, level flight, not stalled, and was doing 360 degree turns at 28 MPH.
Maybe I won't fool with vortex generators after all.
Richard Pike
MKIII N420P (420ldPoops)
>
>
>>, then the pressure from the facet pump would
>>go up into the pulse line and fill it with fuel. Don't know what the
>>ramifications would be in that event.
>
>
> Why not put it on the other side of the diaphragm pump?
>
>
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Facet Fuel Pump Question |
> Something that no one has suggested yet: Why not use two Facet pumps, in
> series, and eliminate the Mikuni?
> (Because it eliminates something interesting for Kolbers to yak about!)
> Richard Pike
>
Richard and Gang:
The 914 Turbo does not use an engine driven fuel pump.
Instead it uses two Facet electronic pumps.
In that configuration, with my luck, I would loose all
electric power. :-) Not sure if they have dedicated power
sources for each pump or not. Probably do.
Fuel pumps, Mikuni and the mechanical pumps on the 912 are
extremely reliable. I have had one engine failure in 1989,
caused by rebuilding a Mikuni pump on my 447, at the Flight
Farm in Monterey, NY. Even then it was not a Mikuni
problem, but the parts people at LEAF. As a precaution I
rebuilt the pump with a kit from LEAF. Took off, cut a roll
of Scott toilet paper. On the last whack at it at aprx 100
AGL feet, the engine went away. Luckily, I was right over a
nice big hay field. After I got back to the Flight Farm I
pulled the pump and discovered the diaphram was a "no name"
generic, not Mikuni parts. For some reason I kept the old
Mikuni diaphram, put it back in the pump, and flew the
Firestar and 447 to Niagra Falls, Toledo, Saulte St. Marie,
Canada, and then back south to Oshkosh 89, and finally
home. If you rebuild a Mikuni pump (and I would not
hesitate to) insure the parts you are using are genuine
Mikuni.
Take care,
john h
________________________________________________________________________________
| From: | "Christopher John Armstrong" <Tophera(at)centurytel.net> |
| Subject: | Re: Facet Fuel Pump Question |
>I don't believe that could happen. Remember that the pulse/pressure in the
>pulse line is - or +. It doesn't go anywhere. The fuel could not be forced
>into the line from the facet pump because the + and - pressure in the line
>is the same in both directions and this causes no fluid to be able to move
>through the pulse line.
If the fuel pressure is greater then the pressure in the crank case then the
fuel will blast right into the crank case. the crank case is pulsing like
mad but its average pressure is probably near zero. so I would guess that
if the diaphragm breaks then fuel is going to go into the case and make you
run rich.
Or am I wrong?
Topher
________________________________________________________________________________
| From: | "Christopher John Armstrong" <Tophera(at)centurytel.net> |
| Subject: | Re: Fuselage/Wing Fold Pin |
>The holes are supposed to be horizontal, to enable you to access them with
>the hitch pin from behind the rudder, but even though I epoxied the hitch
>pins to coat hangar extensions, it was still too difficult to insert them
I never thought much about drilling a hole through my tail boom or having
those little tubes sticking out of the wings, so I plan on building a padded
wing hanger that slips over the tail boom with big padded hooks hanging on
either side for the leading edges of the wings. arguable easier to build,
easier to use, less flying weight, less drag and makes the tail (needlessly)
stronger.
what do you think?
Topher
________________________________________________________________________________
| From: | "INFO" <info(at)aircrafttechsupport.com> |
Hi,
our new website is now online!!
Please look it over, any comments would be appreciated,
Thanks,
Jim & Dondi Miller
Aircraft Technical Support, Inc.
Poly-Fiber & Ceconite Distributors
(Toll Free) (877) 877-3334
Web Site: www.aircrafttechsupport.com
E-mail: info(at)aircrafttechsupport.com
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Re: Fuselage/Wing Fold Pin |
That was my original plan. I had some left over lengths of 6" OD tubing
from trimming my spars to length, and had cut one into a 6" length and
split it lengthwise into two halves, riveted a short length of piano hinge
along one side so it was like a clamshell. Was going to pad the inside with
carpet, and put a latch on the open side, and hooks like you describe on
either side. then just latch it over the tube, and drop the wings in.
but I ended up always just taking the wings off instead.
Ricahrd Pike
MKIII N420P (420ldPoops)
>
>I never thought much about drilling a hole through my tail boom or having
>those little tubes sticking out of the wings, so I plan on building a padded
>wing hanger that slips over the tail boom with big padded hooks hanging on
>either side for the leading edges of the wings. arguable easier to build,
>easier to use, less flying weight, less drag and makes the tail (needlessly)
>stronger.
>
>what do you think?
>
>Topher
>
>
________________________________________________________________________________
| From: | "Richard Swiderski" <swidersk(at)digital.net> |
| Subject: | Re: Wing Fold Pin: Throw Them Away |
Ray & Other Knee-Mudded Ant-Bitten Wing Folders,
I too was frustrated with the hard to reach pin set up (on my old MKII).
I was even more frustrated with the lack of any good place to grab onto &
manuever the folded plane from the rear. I made a simple tubular handle
that solved both problems. It held the folded wings together & it alowed me
to lift, pull & push the folded tail. I rivoted a 2-lugged 1/4-28 anchor
nut (Wicks PN AN366F-428) on the bow of each wing at the same level as the
tube/pin bracket on the fuselage when in the folded configuration. These
anchor nuts, to a knowledgeable person would appear to be uselessly rivoted
upside down. The nylock material was facing out & this was removed with an
ice pick. What you now have is a nice round threaded tit to serve as an
anchor for the tubular handle. If the anchors are, say 14" apart, then cut
a 1" EMT tube 15" long, flatten 1" of both ends in a vice (keeping both ends
in the same plane), round them off in a grinder, & weld the seams. Then
drill a hole in each flattened end 14" apart. The hole is the size of the
outside diamiter of the anchor nut. This tube will now fit over the anchor
nuts & holds the wings together & keeps them from sliding off the fuselage
support tubes (Thus you can throw those nasty pins away with a smile on your
face.) A 1/4-28 wing bolt about 1/4" long is used to secure each end of the
handle to the anchor nuts. If you are absent minded like me, drill & tap a
1/4-28 hole in the handle to screw the wing bolts into when not in use. The
handle is strong enough to yank & haul the folded tail around, but I
wouldn't suggest using it to anchor the rear of the plane on a trailer, as
that would be pushing the limits of the 4, 1/8" rivots (I'd used Stainless
Steel).
I wish I could of used this simple & easy idea on my SlingShot, but the
wings do not protrude past the rudder. The FireFly might be the same way,
otherwise, this should work on all the other Kolb models. I came up with a
similar solution for the SlingShot but it would involve pictures to explain.
My webpage is almost ready & that will be the 1st thing I'll post.
...Richard Swiderski
----- Original Message -----
From: "Ray L Baker" <rbaker2(at)juno.com>
Sent: Friday, August 25, 2000 10:59 PM
Subject: Kolb-List: Fuselage/Wing Fold Pin
>
> Listers,
>
> I want to drill the holes for the hitch pin that secures the wings in the
> folded position before I cover the wing. I do not have the flaps or
> ailerons on the wing so I suspect that the alignment of the wing may not
> be the same as when they are. Is the underside of the wing perpendicular
> to the ground or does it angle out.?
>
> Should the hole for the hitch pin be vertical or horizontal? How do you
> put the hitch pin in? It appears that I will have to elevate the tail
> wheel and access it from underneath.
>
> I searched the archives and found 1 referenced that addressed this
> function (March 97) but dealt with modification of the assembly.
>
> L. Ray Baker
> Lake Butler, Fl
> Building Mark III, SN M1156--N629RB
>
>
________________________________________________________________________________
| Subject: | wanamingo fly in |
Today was the 8th annual fly in at cherry grove airpark in wannamingo
Minnesota.
I saw Jim G. there and a few other Kolbs, (any of you on the list, thanks for
coming)
in all we had about 300 people and around 58 planes. There was a weedhopper
that
I barley stay up in the air, some old cars, model T, Mustang, a home made
steam
powered bicycle and a few other display things.
Lunch was burgers & brats, coleslaw and potato salad, oh did I mention sweet
corn?
Lots of sweet corn. A good time was had by all.
And a big thanks goes out to Jim G. for bringing over his mower and mowing
the place on Saturday.
mark Hansen
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
A lot of work, and very informative. Good show!
Richard Pike
MKIII N420P (420ldpoops)
>
>Hi,
>our new website is now online!!
>
>Please look it over, any comments would be appreciated,
>
>Thanks,
>Jim & Dondi Miller
>Aircraft Technical Support, Inc.
>Poly-Fiber & Ceconite Distributors
>(Toll Free) (877) 877-3334
>Web Site: www.aircrafttechsupport.com
>E-mail: info(at)aircrafttechsupport.com
>
>
________________________________________________________________________________
| From: | "Lindy" <lindy(at)snowhill.com> |
----- Original Message -----
From: "jimjay" <jimjay(at)ala.net>
Sent: Saturday, August 26, 2000 12:27 PM
Subject: Clinton
> >X-From_: PFTRURAN(at)aol.com Sat Aug 26 06:17:04 2000
> >From: PFTRURAN(at)aol.com
> >Date: Sat, 26 Aug 2000 07:16:25 EDT
> >Subject: Clinton
> >To: Egalebeak(at)aol.com, LLCHIEF(at)aol.com, GATUN7Cs(at)aol.com,
> > Tomsuzydefibaugh(at)worldnet.att.net, diazb(at)rucker.army.mil,
> > JWGandMAG(at)aol.com, jimjay(at)ala.net, lambm(at)usfk.korea.army.mil,
> > Swafford(at)u.washington.edu
> >X-Mailer: AOL 5.0 for Windows sub 120
> GAA93451
> >
> >This was sent to me. If true, our country has big problems.
> >It is unconfirmed, but in keeping with the Clinton/Gore track record.
> >
> >Paul:
> >
> >I didn't think it was possible for Bill Clinton to further shame the U.S.
> >but boy was I wrong. This has got to be the straw that broke the camels
> >back. This communist bastard has no right even being onboard an American
> >military vessel and certainly not changing the rules that have been in
> >effect since 1775. I hope to hear some public outcry about this.
> >
> >
> > American flag dips to Vietnam, China? Naval officers claim
> > Clinton to change regulation to placate totalitarian regimes
> >
> > By Geoff Metcalf 2000 WorldNetDaily.com
> >
> > President Clinton reportedly plans to visit China and Vietnam before the
end
> > of his term, and, according to high-ranking Navy officers, the commander
in
> > chief will alter long-standing naval regulations to allow the American
flag
> > to fly below that of Vietnam when he sails into the communist nation's
> > territorial waters on a U.S. Navy ship.
> >
> > Highly placed Navy sources who spoke on condition of anonymity believe
this
> > action on the president's part would further devastate already tenuous
Navy
> > morale.
> >
> > As part of his swan song, Clinton reportedly intends to visit two ports
> > aboard Naval vessels. Trip one takes him to the People's Republic of
China,
> > which has a regulation that no war ship of any country may enter its
> > territorial waters flying a flag higher than that of the People's
Republic
> > of China. According to one Navy source, China and the U.S. have effected
a
> > compromise whereby both flags -- the U.S. and the PRC -- will be flown
from
> > U.S. naval vessels at the same height.
> >
> > But visceral outrage is resulting from a proposed change to Navy
regulations
> > that would result in the American flag being displayed subordinate to
the
> > flag of Vietnam.
> >
> > Navy regulations and tradition prescribe that no country's flag will be
> > displayed in a superior position to the U.S. flag. However, Vietnam's
rules
> > reportedly demand that the Vietnamese flag shall always fly in a
superior
> > position to any other country's flag. High-ranking naval
> > officers, speaking on condition that their names not be published, say
the
> > reason for all the alarm, anger and career-threatening rhetoric is that
> > Clinton allegedly has either ordered, or is about to order, the
secretary of
> > the Navy to amend regulations to permit the Vietnamese
> > flag to be displayed over the U.S. flag.
> >
> > "I'd like to blow the g-d-thing up!" said one frustrated officer.
> >
> > The United States Navy Regulations began with the enactment by the
> > Continental Congress of the "Rules for the Regulation of the Navy of the
> > United Colonies" on Nov. 28, 1775. So a long and proud history bolsters
the
> > long-held Navy tradition that no country's flag will fly higher than
that of
> > the United States.
> >
> > Commenting on the report, Col. David Hackworth, America's most decorated
> > living war veteran, said, "What's new? Clinton has done everything else
to
> > dishonor the flag, why not make it number two?"
> >
> > He added, "Congress ought to pull this traitor's travel plug ... now."
> >
> > Calls to the Navy Staff Operations and Special Events office were
referred
> > to the Public Affairs Office, which then referred WND to the news desk.
When
> > WND outlined the scenario, the spokesman -- whose first comment was
"Wow" --
> > later called back to say, "We haven't been able to find anything on it
yet,
> > but we're trying to run the story to ground."
> >
> > Adm. Thomas B. Fargo, commander in chief of the U.S. Pacific Fleet,
> > reportedly has visited the People's Republic of China recently also,
> > although the reason for the trip is not known.
> >
> > If you'd like to sound off on this flap over the U.S. flag, go to
today's
> > WorldNetDaily poll.
> > Geoff Metcalf is a staff reporter for WorldNetDaily.
> >
> > You may send this E-mail to a friend. It is a Printer-friendly version.
> >
> >
> >
________________________________________________________________________________
| From: | "Edward Chmielewski" <edchmiel(at)mindspring.com> |
----- Original Message -----
From: "Lindy" <lindy(at)snowhill.com>
Sent: Sunday, August 27, 2000 11:30 PM
Subject: Kolb-List: Fw: Clinton
>
>
> ----- Original Message -----
> From: "jimjay" <jimjay(at)ala.net>
> To:
> Sent: Saturday, August 26, 2000 12:27 PM
> Subject: Clinton
> > >This was sent to me. If true, our country has big problems.
> > >It is unconfirmed, but in keeping with the Clinton/Gore track record.
> > >
> > >Paul:
> > >
> > >I didn't think it was possible for Bill Clinton to further shame the
U.S.
> > >but boy was I wrong. This has got to be the straw that broke the
camels
> > >back. This communist bastard has no right even being onboard an
American
> > >military vessel and certainly not changing the rules that have been in
> > >effect since 1775. I hope to hear some public outcry about this.
Hi Lindy,
Thanks just the same, but the reason I like this list so much is it
gets me away from the world and its worries.
Ed in JXN
MkII/503
>
>
________________________________________________________________________________
| From: | "Jay Dewberry" <jdewberry(at)peoplepc.com> |
| Subject: | Re: VORTEX GENERATOR UPDATE #3 |
Yea, send the pics. I made mine from the pattern-print from Harold
Shackleford. I made about 80 when I did mine. took about 2 hours to cut and
bend them.
Thanks
Jay
----- Original Message -----
From: "Lindy" <lindy(at)snowhill.com>
Sent: Monday, August 28, 2000 2:32 AM
Subject: Re: Kolb-List: VORTEX GENERATOR UPDATE #3
>
> For Jay
>
> We use 5 on each wing of firestar and Mark3- I took some Digital
________________________________________________________________________________
| From: | "Craig Fordahl" <cafordahl(at)uswest.net> |
Kolb Owners and Builders,
I recently purchased a 1987 Kolb Twinstar w/ Rotax 503. In the process of
trailering it home cross-country I had some damage to the boom-tube and have
to replace it. The New Kolb Aircraft Company does not support models that
were obsolete at the time they purchased the Kolb company. I do have the
assembly drawings but I am looking for the assembly manual any other
documentation that might of come with a kit. Does anyone have a manual they
would be willing to sell or that I may pay for a copy of (TNKAC said I may
make copies). TNKAC will sell me the tube but said other parts may be
different. Any other advice on the project would be appreciated. I am a
certified pilot so I plan to register it as experimental. Any advice in
this area is also appreciated.
Craig
________________________________________________________________________________
| From: | Dale Seitzer <dale(at)gmada.com> |
I have a policy--I never talk politics with relatives and pilots. We have
one thing in common -- Kolb airplanes--let's keep it that way. Dale
Seitzer
-----Original Message-----
From: Lindy
Sent: Sunday, August 27, 2000 10:30 PM
Subject: Kolb-List: Fw: Clinton
----- Original Message -----
From: "jimjay" <jimjay(at)ala.net>
Sent: Saturday, August 26, 2000 12:27 PM
Subject: Clinton
> >X-From_: PFTRURAN(at)aol.com Sat Aug 26 06:17:04 2000
> >From: PFTRURAN(at)aol.com
> >Date: Sat, 26 Aug 2000 07:16:25 EDT
> >Subject: Clinton
> >To: Egalebeak(at)aol.com, LLCHIEF(at)aol.com, GATUN7Cs(at)aol.com,
> > Tomsuzydefibaugh(at)worldnet.att.net, diazb(at)rucker.army.mil,
> > JWGandMAG(at)aol.com, jimjay(at)ala.net, lambm(at)usfk.korea.army.mil,
> > Swafford(at)u.washington.edu
> >X-Mailer: AOL 5.0 for Windows sub 120
> GAA93451
> >
> >This was sent to me. If true, our country has big problems.
> >It is unconfirmed, but in keeping with the Clinton/Gore track record.
> >
> >Paul:
> >
> >I didn't think it was possible for Bill Clinton to further shame the
U.S.
> >but boy was I wrong. This has got to be the straw that broke the camels
> >back. This communist bastard has no right even being onboard an
American
> >military vessel and certainly not changing the rules that have been in
> >effect since 1775. I hope to hear some public outcry about this.
> >
> >
> > American flag dips to Vietnam, China? Naval officers claim
> > Clinton to change regulation to placate totalitarian regimes
> >
> > By Geoff Metcalf 2000 WorldNetDaily.com
> >
> > President Clinton reportedly plans to visit China and Vietnam before
the
end
> > of his term, and, according to high-ranking Navy officers, the
commander
in
> > chief will alter long-standing naval regulations to allow the American
flag
> > to fly below that of Vietnam when he sails into the communist nation's
> > territorial waters on a U.S. Navy ship.
> >
> > Highly placed Navy sources who spoke on condition of anonymity believe
this
> > action on the president's part would further devastate already tenuous
Navy
> > morale.
> >
> > As part of his swan song, Clinton reportedly intends to visit two ports
> > aboard Naval vessels. Trip one takes him to the People's Republic of
China,
> > which has a regulation that no war ship of any country may enter its
> > territorial waters flying a flag higher than that of the People's
Republic
> > of China. According to one Navy source, China and the U.S. have
effected
a
> > compromise whereby both flags -- the U.S. and the PRC -- will be flown
from
> > U.S. naval vessels at the same height.
> >
> > But visceral outrage is resulting from a proposed change to Navy
regulations
> > that would result in the American flag being displayed subordinate to
the
> > flag of Vietnam.
> >
> > Navy regulations and tradition prescribe that no country's flag will be
> > displayed in a superior position to the U.S. flag. However, Vietnam's
rules
> > reportedly demand that the Vietnamese flag shall always fly in a
superior
> > position to any other country's flag. High-ranking naval
> > officers, speaking on condition that their names not be published, say
the
> > reason for all the alarm, anger and career-threatening rhetoric is that
> > Clinton allegedly has either ordered, or is about to order, the
secretary of
> > the Navy to amend regulations to permit the Vietnamese
> > flag to be displayed over the U.S. flag.
> >
> > "I'd like to blow the g-d-thing up!" said one frustrated officer.
> >
> > The United States Navy Regulations began with the enactment by the
> > Continental Congress of the "Rules for the Regulation of the Navy of
the
> > United Colonies" on Nov. 28, 1775. So a long and proud history bolsters
the
> > long-held Navy tradition that no country's flag will fly higher than
that of
> > the United States.
> >
> > Commenting on the report, Col. David Hackworth, America's most
decorated
> > living war veteran, said, "What's new? Clinton has done everything else
to
> > dishonor the flag, why not make it number two?"
> >
> > He added, "Congress ought to pull this traitor's travel plug ... now."
> >
> > Calls to the Navy Staff Operations and Special Events office were
referred
> > to the Public Affairs Office, which then referred WND to the news desk.
When
> > WND outlined the scenario, the spokesman -- whose first comment was
"Wow" --
> > later called back to say, "We haven't been able to find anything on it
yet,
> > but we're trying to run the story to ground."
> >
> > Adm. Thomas B. Fargo, commander in chief of the U.S. Pacific Fleet,
> > reportedly has visited the People's Republic of China recently also,
> > although the reason for the trip is not known.
> >
> > If you'd like to sound off on this flap over the U.S. flag, go to
today's
> > WorldNetDaily poll.
> > Geoff Metcalf is a staff reporter for WorldNetDaily.
> >
> > You may send this E-mail to a friend. It is a Printer-friendly version.
> >
> >
> >
________________________________________________________________________________
| Subject: | Re: VORTEX GENERATOR UPDATE #3 |
In a message dated 8/27/00 10:54:20 PM Eastern Daylight Time,
lindy(at)snowhill.com writes:
<< and If you,or anyone else wants
to see pictures-drop me a e-mail.I probably will send John pictures tonight
>>
I would like the pictures please.
Howard Shackleford
FS I
SC
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Re: VORTEX GENERATOR UPDATE #3 |
I would like to see the pictures, please
Richard Pike
MKIII N420P (420ldPoops)
richard(at)bcchapel.org
>
If you,or anyone else wants
>to see pictures-drop me a e-mail.
________________________________________________________________________________
| From: | ul15rhb(at)juno.com |
| Subject: | Re: Facet Fuel Pump Question |
Topher and others,
If the pulse diaphragm ruptures and the boost pump is connected in
series, the fuel will be forced into the crankcase through the pulse line
resulting in an engine failure anyway. Am I wrong?
Ralph
Original FireStar
writes:
> if the diaphragm breaks then fuel is going to go into the case and
> make you
> run rich.
>
> Or am I wrong?
>
> Topher
________________________________________________________________________________
| From: | "Lindy" <lindy(at)snowhill.com> |
| Subject: | Re: VORTEX GENERATOR UPDATE #3 |
For Ole in Norway----Will get pictures off as soon as I can.
Being retired flying comes first-and Thursday night I must attend the State
Religion meeting-That's American Football--85,000 will be at Game--Thursday
night--Going up Wed to tailgate ( American slang-for drinking beer, whiskey
and wine-plus Bar B--Que--eating all kinds of good food) Normally games on
Saturday-time to recover from party before Monday's work.
Lindy
LA-Lower Alabama
________________________________________________________________________________
| From: | "Lindy" <lindy(at)snowhill.com> |
For Dale Just added your name to my address book-to send pictures-hit you
name by mistake-sorry for the inconvenience-unaware I did until I got your
msg.
Lindy
LA-Lower Alabama
________________________________________________________________________________
| From: | "Lindy" <lindy(at)snowhill.com> |
| Subject: | Re: Facet Fuel Pump Question |
For Richard P.
Amazing flight----26MPH ? 360 degree turn-would not have believed it -unless
you said it.---again amazing!
Lindy
LA=Lower Alabama
________________________________________________________________________________
| From: | "Christopher John Armstrong" <Tophera(at)centurytel.net> |
| Subject: | Re: Facet Fuel Pump Question |
>If the pulse diaphragm ruptures and the boost pump is connected in
>series, the fuel will be forced into the crankcase through the pulse line
>resulting in an engine failure anyway. Am I wrong?
>
>Ralph
>Original FireStar
Ralph,
I dont know how much fuel a Rotax can burn but my guess is that 1/4 inch id
tubing at 5 psi will be too much.!!!! so a large leak in the diaphragm
would stop the engine in a couple of seconds. a small leak on the other
hand and it might run, but rich depending on the size of the leak. I am a
believer in simple is better, but if your going to add an electric fuel pump
for redundancy then it makes sense to me to make it redundant. so I will go
with separate lines and check valves for each pump, and only use the
electric when required. Otherwise a failure of the pulse pump might fail
the engine.
My plan is rear tank through a valve so I can fly with it empty, joining
with a tee from the front tank to the gascolater with drain. then a
splitting tee with one line to each pump with the facet mounted near the
bottom of the plane. a check valve after each pump, then teed back together
before teeing back off to each carb. this is a bit more complex but it is
two separate fuel sources, not shared lines with two pumps. the primer bulb
will not be on my plane, I have heard of too many failures with those. I
will use the electric pump powered by a small battery (not an electric start
battery, dont have a starter) for priming and running the various on board
electronics when the engine is stopped Going for a fairly light plane.
My 503 is in the state of Wisconsin! be here Wednesday!
Topher
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | 1st cross country flight in my FireStar |
Greeting,
Last Saturday Dave and I flew our FireStars to Willcox, AZ.
Dave's FireStar with a wooden prop flies rings around my FireStar and IVO
In this picture the small white spot out in the distance is Dave's FireStar.
http://members.aol.com/cesaru/KolbFSII/P826_1.JPG
He would then have to come back around so I could keep up with him.
http://members.aol.com/cesaru/KolbFSII/P826_3.JPG
The greatest turbulence was over the mountains. We spotted a military cargo
plane on the deck skirting the mountains. Boy, how they maneuver such a big
plane is impressive.
http://members.aol.com/cesaru/KolbFSII/P826_2.JPG
We landed at Loardsburg, NM for fuel. The EIS works great, as we approached
the airport my EIS light starts flashing and the display flashes I had 30 mim
of fuel. The low oil light came on as soon as the tail settled on the
runway. The FBO loaned us their courtesy car so we could drive into town for
auto fuel at no charge, they even lent us some fuel containers.
http://members.aol.com/cesaru/KolbFSII/P826_4.JPG
We arrived at Leroy's ultralight airpark just in time for lunch. They had
home made soup and pizzas for us or any ultalighter who flys in, I skipped
the wine.
http://members.aol.com/cesaru/KolbFSII/P826_5.JPG
Leroy is a FlightStar dealer. http://www.leroyent.com/index.htm (BTW; We
have a new FlightStar in El Paso, we invited the owner to fly with us but he
had to work.)
After a good lunch we headed back to El Paso.
http://members.aol.com/cesaru/KolbFSII/P826_6.JPG
During our flight back home we ran into some rain and lots more turbulence.
At one point my VSI indicated 1100 feet per min climb in cruise then a drop
that made everything on the floor float up. The wings didn't fall off and
the fabric didn't peel off so I guess I built a strong airplane. I'm no
longer worried it will fall apart in flight.
http://members.aol.com/cesaru/KolbFSII/P826_7.JPG
http://members.aol.com/cesaru/KolbFSII/P826_8.JPG
By the end of the day we flew 522 miles in 8.5 hours with 5 landings, not bad
for a rookie FireStar driver :-)
Regards,
Will Uribe
El Paso, TX
________________________________________________________________________________
| Subject: | Mystery Kolb Guy |
Hi All,
A friend of mine is trying to get the name of a fellow who was at Sun-N-Fun
in 1994 or 1995 who had a green modified UltraStar with a 503. I think there
was a photo of the plane on the back page of Experimenter. He had the
audacity to ask me, all the while knowing that I have trouble remembering
from one day to the next! My friend has an UltraStar which he's doing some
work on and I guess he wants to ask some questions. Perhaps someone out there
in Kolbland saw this plane and has a better memory than either of us. Any
help will be appreciated.
Thanks,
Bill Griffin
(Got a nice Corben Baby Ace for sale: $8500)
________________________________________________________________________________
| From: | MitchMnD(at)aol.com |
| Subject: | Re: New Kolb Fly-in, London, KY |
I am planning to arrive in London Fri PM and am staying at the Sleep Inn. Tom
Hertz (FireStar, FireFly) and I will leave Tallahassee early Fri morning and
drive the ~550 miles straight through. We thought about pulling my FireFly
trailer but decided against it in the interest of really making time up I-75.
I will bring my photo album and copies of sketches used to make the mods on
my three Kolbs and the plans and specs for my enclosed trailer for anyone is
interested.
I visited the factory about six weeks ago and saw the HKS-powered Kolbra just
as it was being readied for flight testing. It was worth the trip for that
alone. I'm not sure what TNK et al are planning for this event but I'm
looking forward to meeting as many of my fellow Kolbers as possible.
Duane the plane in Tallahassee, FL, FireFly SN 007, 447, Ivo
________________________________________________________________________________
| From: | "Lawrence M. Rice" <tailwind5(at)juno.com> |
I am new to the Kolb list, I'm building a Micro Mong (not a kit) and
contemplating the next project for a couple years up the road. I don't
want a kit, I'd like to scratch build (well, I guess I wouldn't mind
buying a set of ribs or something, but I love to weld). Do any of you old
timers out there know if the old Ultra Star plans were detailed enough to
scratch build with? It seems to me that was the case. Does anybody have
an old set of plans they'd like to sell? Even the older Kolb with 2
engines would be neat (was that a Twin Star?).
Thanks, Larry Rice, Indiana, tailwind5(at)juno.com
PS. I don't think my Micro Mong will turn out light enough to be an
ultralight, and I'd like the next project to be one.
________________________________________________________________________________
| From: | FlyColt45(at)aol.com |
| Subject: | Re: Kolbs in West Palm, FL Area |
I have a somewhat nomadic existence lately in that I travel/live between my
home in Phoenixville area, PA and West Palm, FL. While in Tarpon Springs
(west coast FL) Sat, AM I was wondering what the "norm" flying conditions
were on that side of FL since being on the East side for the last 2 years has
scared the hell out of me (with the traffic and instant wind and rain cells).
I got my answer as I was about to start my drive when I saw a FireStar bout
800'agl fly over me. Blue or green and white starburst pattern (sounded like
a 503). Few minutes later I saw a beautiful maroon Gyro cruising around. In
the Phila area you can see forever on most mornings and the late afternoons
are simply glorious. I have often gotten a chill of respect when I'd see
Homer (Kolb) or Dick Rayhill pull up behind me and wave. But here in W. Palm
I don't know of any Kolbers or anything light taking off from the many
airports around here. Anyone down here?
Jim
(former)MKIII
N317JC
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Inexpensive Dual Strobe Light for FireFly |
I installed strobe lights on the FireFly today. I flew it to see if
the strobe would interfere with the radio, and it did not.
It is a very inexpensive unit that is designed as a replacement unit
for school bus stop signs. It contains two flash tubes and a power
unit to fire each tube twice before firing the next tube. It weighs
just about a pound, and costs a little over $100.00. The flash tubes
come with about a four foot leads. So to use them on wing tips would
necessitate splicing in longer leads.
I installed one tube on the rear muffler bracket on top of the
engine, and the other below the tee bar assembly that rotates to activate the
aileron push tubes. The power unit was placed under the engine and
in the back of the fuselage. With these positions, one tube will always
be visible from the front to head on traffic, and two will be visible
to head on traffic at or slightly above/below your altitude. The
same goes for the side and rear approaching traffic. Since the tubes are
above and below and behind the cockpit you can not see them. I wired
them in without a switch so that when the engine is running the
strobes will be flashing. I had to make my own attachment brackets,
and I am running the strobe tubes with out covers.
If you are interested, the strobe unit is made by the
Specialty Mfg. Co.
10200 Pineville Road
Pineville, NC 28134
Model # 1015
I called (704-889-7518) and they faxed me a sheet of retail suppliers
in Illinois and Missouri. The closest retailer for me was
Woodland Parts Supply
PO Box 180
Bonne Terre, MO 63628
1-800-290-0226
They don't take credit cards, but they let me have the unit and an
invoice and I sent them a check after I got home. I believe if you
are interested and call them, they would probably ship to directly to
and include an invoice for payment.
I had been looking for a light and inexpensive strobe unit by
searching the web, but when I went to the Ste. Genevieve fly in I
noticed this one on an autogyro owned by a fellow from Iowa. I
copied the info from the power unit, and looked up a tele number on the web.
I wanted a strobe because of flying around the Perryville airport
and not being seen. I use a radio to listen to the traffic and that has
helped alot, but where I have trouble is when someone five miles out
is making a straight in approach. It is very difficult to pick them
out until they are about a half mile from the runway. Several times
I have asked pilots if they saw me, and none of them had seen me in the
pattern. Also I can see pretty well to the front and all around, but
I can not see behind me, and I am slow, so I hope these strobes will
help make me more visible from the rear and to the side.
An interesting thing happened to day. Before installing the strobe
lights, I took a little spin up river. I wanted to do some power off
stalls, to check out the effect of the vortex generators. But as I
climbed up to 2500 feet, I noticed my gps was telling me that I had a
very slow ground speed. So when I throttled back to do a stall, I
discovered I could head north but was flying 10+mph to the south. I
eased the throttle forward to maintain altitude and zero ground
speed. Then I turned around and headed back to the airport and the gps said
I was doing 100+ mph. And there was little to no wind on the ground.
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | "Scott Olendorf" <solendor(at)nycap.rr.com> |
| Subject: | Re: Fuselage/Wing Fold Pin |
Better plan on bringing your padded wing hanger with you a lot. The beauty
of having the tube/pin attachment is that it is always there. When you go to
a fly-in and it is too windy to fly home you will want to fold it up and
leave it there. Or when you go down in a field and need to fold it up so it
doesn't get damaged. I would definitely make the attachment even if you use
your padded hanger.
Scott Olendorf
Original Firestar, Rotax 377
Schenectady, NY
http://home.nycap.rr.com/firestar/
"Reality is for those who lack imagination"
----- Original Message ----- >
> >I never thought much about drilling a hole through my tail boom or
having
> >those little tubes sticking out of the wings, so I plan on building a
padded
> >wing hanger that slips over the tail boom with big padded hooks hanging
on
> >either side for the leading edges of the wings. arguable easier to
build,
> >easier to use, less flying weight, less drag and makes the tail
(needlessly)
> >stronger.
> >
> >what do you think?
> >
> >Topher
> >
> >
>
>
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | Re: Glide-Slope Ant |
Can the G-S Ant use the same antenna as the VOR? and be
connected via a di-plexer.......or tri-plexer???
You may run a glideslope receiver from your VOR antenna in addition
to the VOR NAV receiver. We'll have suitable couplers in stock in
a few days. See . . . .
http://www.aeroelectric.com/Catalog/antenna/antenna.html#av-570
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: | Jon Steiger <jon(at)twistedbits.net> |
| Subject: | Re: Inexpensive Dual Strobe Light for FireFly |
>[...]
>I installed one tube on the rear muffler bracket on top of the
>engine, and the other below the tee bar assembly that rotates to activate the
>aileron push tubes. The power unit was placed under the engine and
>in the back of the fuselage. With these positions, one tube will always
>be visible from the front to head on traffic, and two will be visible
>to head on traffic at or slightly above/below your altitude. The
>same goes for the side and rear approaching traffic. Since the tubes are
>above and below and behind the cockpit you can not see them. I wired
>them in without a switch so that when the engine is running the
>strobes will be flashing. I had to make my own attachment brackets,
>and I am running the strobe tubes with out covers.
FYI: Everyone that I have talked to who has mounted a strobe on the
engine has had it fail within a very short time. Just too much vibration
there. I mounted my strobe near the top of the vertical
stabilizer. Don't get me wrong, I hope your setup works, but I just
wanted to warn you in case you are interested in mounting the upper strobe
in a "less violent" location.
TTYL!
-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: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Inexpensive Dual Strobe Light for FireFly |
> I installed one tube on the rear muffler bracket on top of the
> engine,
> Jack & Louise Hart
> jbhart(at)ldd.net
Jack and Kolbers,
I did the same thing in 1987. Mounted my top strobe on top
of the 447. Didn't last an hour. Vibration ate it up.
I put one under the nose pod, then moved the top one to the
top rear of the fuselage under and behind the engine mount.
Never had any more problems.
We are most vulnerable to becoming invisible from the front
or rear. Looking down or up we can be seen much better.
john h
________________________________________________________________________________
| Subject: | Re: 1st cross country flight in my FireStar |
In a message dated 08/28/2000 6:37:09 PM Eastern Daylight Time,
WillUribe(at)aol.com writes:
<< we flew 522 miles in 8.5 hours >>
Hey Will,
Congrats on your 522 mile trip. That's a good long one. In 8.5 hours that
averages out to 61 MPH ground speed. Pretty darn good I'd say. Sounds like
you had a great trip.
Bill Varnes
Original FireStar 377
Audubon, NJ USA
________________________________________________________________________________
| Subject: | Re: Inexpensive Dual Strobe Light for FireFly |
In a message dated 08/28/2000 9:45:26 PM Eastern Daylight Time,
jbhart(at)ldd.net writes:
<< I noticed my gps was telling me that I had a
very slow ground speed. So when I throttled back to do a stall, I
discovered I could head north but was flying 10+mph to the south. I
eased the throttle forward to maintain altitude and zero ground
speed. Then I turned around and headed back to the airport and the gps said
I was doing 100+ mph. >>
Jack,
That is very interesting. I've always heard about cubs flying backwards and
I've been trying to find the right wind condition to try it. The slowest
I've been able to get was 6 mph forward groundspeed per my GPS. That was at
1200' msl. And just like you, the wind at ground level was light.
Bill Varnes
Original FireStar 377
Audubon, NJ USA
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)alltel.net> |
| Subject: | Re: Mystery Kolb Guy |
He is from Ohio, I'll check my back issues of Experimenter and find his name
for you, earlier inthe year that he won his award at Oshkosh, I met him at
Tappan Lake OH. I have some photos somwhere of his ultrastar, it's awsome
but I beleive he has since sold it.
Denny Rowe
-----Original Message-----
From: ULDAD(at)aol.com <ULDAD(at)aol.com>
Date: Monday, August 28, 2000 8:41 PM
Subject: Kolb-List: Mystery Kolb Guy
>
>Hi All,
>A friend of mine is trying to get the name of a fellow who was at Sun-N-Fun
>in 1994 or 1995 who had a green modified UltraStar with a 503. I think
there
>was a photo of the plane on the back page of Experimenter. He had the
>audacity to ask me, all the while knowing that I have trouble remembering
>from one day to the next! My friend has an UltraStar which he's doing some
>work on and I guess he wants to ask some questions. Perhaps someone out
there
>in Kolbland saw this plane and has a better memory than either of us. Any
>help will be appreciated.
>Thanks,
>Bill Griffin
>(Got a nice Corben Baby Ace for sale: $8500)
>
>
________________________________________________________________________________
| From: | "Dave Rains" <rr(at)htg.net> |
I have two engines, TTL WAE-342, that would be usable on a Kolb flyer or
Lazier etc.. They weigh 23.5 pounds each and make 25hp. Complete with
mounting plates and tillotson carbs. These came off target aircraft that
were parachute recovered and have less than 1 hour each. Will sell cheap!
If interested, contact me off line and I will send photos.
Will see you in London!
Regards,
Dave Rains.
________________________________________________________________________________
| From: | MitchMnD(at)aol.com |
| Subject: | Re: Jabiru vs HKS |
Stop the presses, pass the sack cloth & ashes, I have screwed up mightily. In
my excitement to tell the Kolb world, I wrote that I had seen the new Kolbra
with an HKS engine. Wrong, wrong, wrong ! The Kolbra I saw had a Jabiru
engine and it was a beauty.
Jabiru: All castings matched perfectly, clean design with no afterthought
components tacked on and plenty of cooling surface. It does not have the
Rotax cooling fan, shroud, pullys belt etc but niether do many motorcycle
engines. The proof is in the performance and that's one of the things I want
to hear about at the London fly-in.
No intent to misslead,
Duane the plane in Tallahassee, Fl, FireFly, 447, Ivo
________________________________________________________________________________
| From: | "michael highsmith" <firehawk54(at)hotmail.com> |
| Subject: | Fergy at Chestnut Knoll? |
Kolbergang,
Ok, I don't want to start a war. I would like to know if there are those
that are going to the Kolb fly-in that would be interested in seeing a Fergy
side by side with a MKIII?? Big differences.
I might be able to convience a coulpe of Fergy drivers to attend if they
knew that they wouldn't be tarred and feathered. It could be educational for
all of us. I would expect those who respond positive to help protect us from
those that don't. :-)
Firehawk
Share information about yourself, create your own public profile at
http://profiles.msn.com.
________________________________________________________________________________
| From: | Possum <possums(at)mindspring.com> |
| Subject: | Re: Fergy at Chestnut Knoll? |
>
>Kolbergang,
>Ok, I don't want to start a war. I would like to know if there are those
>that are going to the Kolb fly-in that would be interested in seeing a Fergy
>side by side with a MKIII?? Big differences.
>I might be able to convience a coulpe of Fergy drivers to attend if they
>knew that they wouldn't be tarred and feathered. It could be educational for
>all of us. I would expect those who respond positive to help protect us from
>those that don't.
I went last year and they didn't kill me, but I'm only half Ferguson.
________________________________________________________________________________
| From: | ed mills <edgmills(at)yahoo.com> |
| Subject: | Re: Fergy at Chestnut Knoll? |
I would like to see one BUT I DON"T believe that this
is the correct event .
After all this is a Kolb event , hosted by Kolb.
I also would NOT bring a date to my wife's birthday
party.
Just my opinion but what do I know?
See you there.
Thanks
Ed, Dallas Tx.
--- michael highsmith wrote:
>
>
> Kolbergang,
> Ok, I don't want to start a war. I would like to
> know if there are those
> that are going to the Kolb fly-in that would be
> interested in seeing a Fergy
> side by side with a MKIII?? Big differences.
> I might be able to convience a coulpe of Fergy
> drivers to attend if they
> knew that they wouldn't be tarred and feathered. It
> could be educational for
> all of us. I would expect those who respond positive
> to help protect us from
> those that don't. :-)
> Firehawk
>
> Share information about yourself, create your own
> public profile at
> http://profiles.msn.com.
>
>
>
> through
>
> http://www.matronics.com/archives
> http://www.matronics.com/emaillists
>
> Matronics!
>
>
>
>
________________________________________________________________________________
| From: | "Masters, Donald" <donald.masters(at)lmco.com> |
| Subject: | To: "'kolb-list(at)matronics.com'" |
un-subscribe
________________________________________________________________________________
| From: | "Christopher John Armstrong" <Tophera(at)centurytel.net> |
| Subject: | Re: Jabiru vs HKS |
>Jabiru: All castings matched perfectly,
The "castings" match so well cause the whole engine is cnc machined out of
billet. there are no castings on the motor.
Topher
________________________________________________________________________________
| From: | "Rayfield, Don" <drayfiel(at)kcc.com> |
Firehawk, If you got the big cahunas to bring Firehawk up to Kolb... come
on. You know what the feelings run like on this list and there are some who
might really be offended. I personally don't care since I've had some
training in your plane and know how good it is, but you know this list
probably as good as anyone.
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: | John Richmond <twoschmoops(at)yahoo.com> |
| Subject: | Re: Fergy at Chestnut Knoll? |
Mike,
This is exactly what I'd want to see, since I'm arranging funding to
buy either one SOON. Couint me in your army..........you bring the
silly string for defenses. :-)
--- michael highsmith wrote:
>
>
> Kolbergang,
> Ok, I don't want to start a war. I would like to know if there are
> those
> that are going to the Kolb fly-in that would be interested in seeing
> a Fergy
> side by side with a MKIII?? Big differences.
> I might be able to convience a coulpe of Fergy drivers to attend if
> they
> knew that they wouldn't be tarred and feathered. It could be
> educational for
> all of us. I would expect those who respond positive to help protect
> us from
> those that don't. :-)
> Firehawk
>
> Share information about yourself, create your own public profile at
> http://profiles.msn.com.
>
>
>
>
>
=====
John & Lynn Richmond :-)
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Re: Fergy at Chestnut Knoll? |
Did you ever run into an old girlfriend years later and realize what you
might have ended up with?
(If that doesn't convince you that there really is a God, and that He is
merciful, nuthin will!!!)
That's kind of the way I feel when ever I get around a Fergy.
Consequently it doesn't bother me a bit to see one parked next to a Kolb.
Bring 'em on, it will inspire the Kolbers to feel better.
Richard Pike
MKIII N420P (420ldPoops)
>
>Kolbergang,
>Ok, I don't want to start a war. I would like to know if there are those
>that are going to the Kolb fly-in that would be interested in seeing a Fergy
>side by side with a MKIII?? Big differences.
>I might be able to convience a coulpe of Fergy drivers to attend if they
>knew that they wouldn't be tarred and feathered. It could be educational for
>all of us. I would expect those who respond positive to help protect us from
>those that don't. :-)
>Firehawk
>
>Share information about yourself, create your own public profile at
>http://profiles.msn.com.
>
>
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Powered Parachutes |
Hi Gang:
For info only. The following demonstrates PPCs may not be
as safe to operate as many claim. This is the second time I
have seen fatalities posted on the FAA Preliminary Accident
Reports:
*************************************
**** 08/29/2000 Preliminary Accident/Incident Data
Record 38 ****
A. Type: A Mid Air: N Missing: N Entry date: 08/28/2000
From: SOUTHWEST REGION OPERATIONS CENTER
B. Reg. No.: UNREG M/M: PARA Desc: PARA-WING
Activity: Pleasure Phase: Unknown GA-A/C: Other
Descr: AN UNREGISTERED PARA-WING CRASHED UNDER UNKNOWN
CIRCUMSTANCES AND
WAS DESTROYED, THE PILOT SUFFERED FATAL INJURIES, THE
PASSENGER HAS
UNKNOWN INJURIES, LEESVILLE, LA.
WX: UNKN
Damage: Destroyed
C2. Injury Data: # Crew: 1 Fat: 1 Ser: 0 Min:
0 Unk:
# Pass: 1 Fat: 0 Ser: 1 Min:
0 Unk: Y
# Grnd: Fat: 0 Ser: 0 Min:
0 Unk:
D. Location. City: LEESVILLE State: LA Country: US
E. Event Date: 08/25/2000 Time: 2330
F. Invest Coverage. IIC: Reg/DO: SW03 DO City: BATON
ROUGE
Dest: UNKN Last Radio Cont: UNKN Flt Plan: UNK
Last Clearance: UNKN WX Briefing: U
Other:
********************************
I reckon no matter what we fly we are all subject to
gravity.
john h
________________________________________________________________________________
| From: | "plane" <plane(at)atomic.net> |
| Subject: | Re: Mystery Kolb Guy |
----- Original Message -----
From: <ULDAD(at)aol.com>
Sent: Monday, August 28, 2000 8:14 PM
Subject: Kolb-List: Mystery Kolb Guy
>
> Hi All,
> A friend of mine is trying to get the name of a fellow who was at
Sun-N-Fun
> in 1994 or 1995 who had a green modified UltraStar with a 503.
>
> I do not now of the fellow with the 503 but i just made my first flight
with my soob poward ultrastar only went around the pattern one time then
landed it handles just like it did with the cyuna on it im a lettle nose
heavy,. have to move seat back a few inches. will keep every body posted on
all the lettle details as I fly it more.
Randy soob poward ultrastar. new plane name the soobydo
>
>
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Mystery Kolb Guy |
i just made my first flight
> with my soob poward ultrastar
>
> Randy soob poward ultrastar.
Randy and Kolbers:
Being an old Ultrastar builder, owner, and flyer, I am
particularly interested in your Sooby Doo. Would like to
see some pictures of your engine installation.
Where are you located? Maybe I can fly over and see your
"work of art" in person.
What prop are you running? what diameter?
Are you using a reduction drive?
What mods did you do to the Ultrastar airframe to accept the
Subaru engine?
Anxiously waiting.
john h
________________________________________________________________________________
Randy,
Are you running a EA-71? Think I remember someone on the airsoob list talking
about an Ultrastar/soob. I'm intersted as I've been fooling with a
MarkIII/EA-81combo for too many years now. Would love to see your
installation.
Bill Griffin
________________________________________________________________________________
| From: | MitchMnD(at)aol.com |
| Subject: | Re: Fergy at Chestnut Knoll? |
Firehawk,
I think all your hours and miles traveled in lite planes has earned you an
invitation to the Knoll. You and your comrades have already traveled further
than most of us ever will. I value your advise on engines, props,
instruments, etc., that are common on both Kolbs and Fergies. I don't think
your being there will cheat any Kolbers out of their space.
Please let us know when the next Fergy fly-in is held.
Duane the plane in Tallahassee, FL, FireFly, 447, Ivo
________________________________________________________________________________
| Subject: | Re: Mystery Kolb Guy |
Thanks Denny. My friend Ronnie has a nice UltraStar but is suffering from the
Cuyuna blues. He's switching to Rotax and there have to be a few mods made to
the airframe.
Bill Griffin
________________________________________________________________________________
| From: | "Vic" <vicw(at)vcn.com> |
| Subject: | Re: Kolb-List Digest: 30 Msgs - 08/28/00 |
I have a clearance problem with the nut on wing fold fitting when the wing
is folded on my Firestar if I install the bolt with the head forward in the
fitting like the plans call for. The bottom rib on the inboard rib (steel
rib) strikes the bold head in the pivot part. I have the bolt hole in the
drag strut fitting mounted parallel to the bottom rib. This is the way it
looks like it should be on my plans. Do I have the drag strut fitting in
wrong?
Vic
________________________________________________________________________________
| From: | ZepRep251(at)aol.com |
| Subject: | Re: Mystery Kolb Guy |
That guys name is Tom Tschantz Navarre Oh.330-756-9019
________________________________________________________________________________
| Subject: | Re: Kolb-List Digest: 30 Msgs - 08/28/00 |
| From: | "Lawrence M. Rice" <tailwind5(at)juno.com> |
Regarding the green/yellow Ultra Star with a 503 - it was reserve grand
champion at Oshkosh '94, by Tom Tschantz of 8445 Riverland, Navarre, OH
44622. I saved the article as I thought it was a neat machine. If you
want a photocopy let me know.
Larry Rice
PS. I flew a Cessna 152 backwards once, on my Private check ride, does
that count?
________________________________________________________________________________
| From: | "plane" <plane(at)atomic.net> |
----- Original Message -----
From: <ULDAD(at)aol.com>
Sent: Tuesday, August 29, 2000 1:56 PM
Subject: Kolb-List: Re: Soobydo
>
> Randy,
> Are you running a EA-71? Think I remember someone on the airsoob list
talking
> about an Ultrastar/soob. I'm intersted as I've been fooling with a
> MarkIII/EA-81combo for too many years now. Would love to see your
> installation.
>
> Bill Griffin
>
Hi Bill
A am useing the EA 71 with out any gear reduction every
thing is just now coming together i have done and redone just about every
thing. i have to move my seat back to where it was as i am a lettle bit nose
heavy I think that all i had to do was move the battery up in front of my
rudder peddles to make up for the extra`weight of the engine. I am useing a
carb from a harley sportster with a home made intake manufold. I am getting
about 3500 rpm with a 50x30 culver prop. I do not have a scale to check my
thrust but i will have one soon. the ea 71 seems to have more power then i
need i will keep every body posted on my progress
I think that every body is missing the boat by not using the ea71 engine on
any of the ultra lights that have at lest a 140 sq ft wing. i have less then
400.00 invested in my engine. what kind of trouble are you having with your
engine sond like you have been working on it for a while. i will get some
photos posted by the frist of next week.
Randy soobydo in NC
>
>
>
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: Wing fold problem |
Vic,
I believe that this is common and most people turn the bolt around. That is
what I did.
John Jung
Vic wrote:
>
> I have a clearance problem with the nut on wing fold fitting when the wing
> is folded on my Firestar if I install the bolt with the head forward in the
> fitting like the plans call for. The bottom rib on the inboard rib (steel
> rib) strikes the bold head in the pivot part. I have the bolt hole in the
> drag strut fitting mounted parallel to the bottom rib. This is the way it
> looks like it should be on my plans. Do I have the drag strut fitting in
> wrong?
________________________________________________________________________________
| From: | "plane" <plane(at)atomic.net> |
| Subject: | Re: Mystery Kolb Guy |
----- Original Message -----
From: John Hauck <hawk36(at)mindspring.com>
Sent: Tuesday, August 29, 2000 1:02 PM
Subject: Re: Kolb-List: Mystery Kolb Guy
>
> i just made my first flight
> > with my soob poward ultrastar
> >
> > Randy soob poward ultrastar.
>
>
> Randy and Kolbers:
>
> Being an old Ultrastar builder, owner, and flyer, I am
> particularly interested in your Sooby Doo. Would like to
> see some pictures of your engine installation.
>
> Where are you located? Maybe I can fly over and see your
> "work of art" in person.
>
> Hi John
I will try to get some pictures on a web site early next week. I am
using a 50 x30 prop some size that came on the original cyuna engine I am
getting 3400 t0 3500 rpm no major modifcations were made to the airframe I
could have the cyuna back on in a few hours. that wont ever happen . as I
find out all of the performance info I will post it to all. as of now it
dose work and it still feels like a ultrastar and sounds so much better.
John I am located in central NC the soobydoo is located at the wadesboro
airport right now. it will be there for about two weeks then I will have all
of the testing done and I will then bring it home. 8 miles south of the
ashboro airport you are invited to come and see it if you are near by. I
will take you on a tour of the ultralight community here in central NC.
allmost forgot this is a derect drive setup.
Randy soobydoo in NC
336 857 2440
>
>
________________________________________________________________________________
| From: | "Lindy" <lindy(at)snowhill.com> |
| Subject: | Re: Mystery Kolb Guy |
for John H----
have on Video-from Australia-the installation of a BMW-on a Kolb Mark3-a lot
of work-guy was a machinist/tool/die maker-beyond the capability of most!
A few years back at Sun and Fun I had a chance to buy an EA81 real
cheap-talked to Dennis ( Old Kolb) and he told me-No--bottom line I did not
buy it.
Lindy
________________________________________________________________________________
| From: | ul15rhb(at)juno.com |
| Subject: | Re: Kolb-List Digest: 30 Msgs - 08/28/00 |
Vic, turn the drag strut bolt around so the nut is to the outside when
the wings are folded.
Ralph
>
> I have a clearance problem with the nut on wing fold fitting when
> the wing
> is folded on my Firestar if I install the bolt with the head forward
> in the
> fitting like the plans call for. The bottom rib on the inboard rib
> (steel
> rib) strikes the bold head in the pivot part. I have the bolt hole
> in the
> drag strut fitting mounted parallel to the bottom rib. This is the
> way it
> looks like it should be on my plans. Do I have the drag strut
> fitting in
> wrong?
>
> Vic
>
>
>
>
>
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)alltel.net> |
| Subject: | Re: Mystery Kolb Guy |
Thats it! Guess I don't have to look it up now. I remember Mr Tschantz
being a very nice fellow. He should be very helpfull with your Ultrastar
project.
Good Luck,
Denny Rowe
-----Original Message-----
From: ZepRep251(at)aol.com <ZepRep251(at)aol.com>
Date: Tuesday, August 29, 2000 5:42 PM
Subject: Re: Kolb-List: Mystery Kolb Guy
>
>That guys name is Tom Tschantz Navarre Oh.330-756-9019
>
>
________________________________________________________________________________
| From: | "Lindy" <lindy(at)snowhill.com> |
| Subject: | Re: Pulse Fuel Pump Opinion |
Firehawk---
Agree with you 100%--when I was first starting out in this business 50 years
ago I talked to a lot of WW2 fighter pilots--they told me the best thing
they ever had to get them home or into a safe area was the primer--they
pumped hell out of it-I fully realize we are not all shot to hell- I use the
primer for starting-but in the back of my mind I know the WW2 technique-Will
it work on a 2 cycle-have not tried it yet-but if the opportunity arises I
can assure you I will use it ( the primer) to try to get the engine started
or running-who knows -if it starts what the difference will be -maybe just
enough to make a field.
I also remember years ago --paying a quarter at a circus to see a car run
without a carburetor---how did they do it?---with the old bug sprayer--a
simple carb--- The Bings ( 54) we use are simple carbs-have used the
aerobatic Mikuni and definitely a better carb-again my opinion.
I personally bought hundreds of Mikuni's when I was next to BING at Sun and
Fun--who bought most of them--foreign UL pilots-need I say anymore?
Lindy
LA-Lower Alabama
________________________________________________________________________________
| From: | cajwoods(at)mindspring.com |
| Subject: | Re: Fergy at Chestnut Knoll? |
----- Original Message -----
From: "Possum" <possums(at)mindspring.com>
Sent: Tuesday, August 29, 2000 12:53 PM
Subject: Re: Kolb-List: Fergy at Chestnut Knoll?
>
> >
> >Kolbergang,
> >Ok, I don't want to start a war.
Hi Mike,
Would like to see you there. Listen to the gratitude for all your
wonderful advise through the years.Being a Die-Hard Chevy man, does this
mean I should hate all who show up in Dodge's or Fords? Come on guys,
Obviously you haven't met Mike in person. Very nice fellow with wonderful
stories. You can park right beside my Sun-N-Fun 2000 Award winning SlingShot
and feel welcomed by me. Why don't you even stop by Cartersville Ga. and fly
along with 3 more Kolbs and a half Ferguson. Just my 2 cents worth.
Bill Woods
912S SlingShot
________________________________________________________________________________
| From: | bweber2 <bweber2(at)earthlink.net> |
| Subject: | Fuel Tank Outlet |
My Firestar is just about ready for some real testing, but I
ran into a problem with the fuel tank outlet. I installed
the grommet and line on the bottom corner as called for in
the plans. However, it soon started to leak around the area
under vibration. It seems like a tricky proposition to get
that grommet hole exactly right for the grommet. A drill
rarely makes a perfectly round hole, expecially in plastic.
I got a new tank and am considering putting the fuel pickup
through the top to avoid the previous problem. I seem to
remember some of the builders put the pickup through the top
of the tank. What parts and methnod did you use for this?
Also, I would be very grateful for any pictures.
Thanks!
--
****************************************************
* Bill Weber * Thunder's just the noise *
* Simi Valley, CA * Lightning does the work *
****************************************************
________________________________________________________________________________
| From: | Possum <possums(at)mindspring.com> |
| Subject: | Re: Fergy at Chestnut Knoll? |
>Hi Mike,
> Would like to see you there. Listen to the gratitude for all your
>wonderful advise through the years.Being a Die-Hard Chevy man, does this
>mean I should hate all who show up in Dodge's or Fords? Come on guys,
>Obviously you haven't met Mike in person. Very nice fellow with wonderful
>stories. You can park right beside my Sun-N-Fun 2000 Award winning SlingShot
>and feel welcomed by me. Why don't you even stop by Cartersville Ga. and fly
>along with 3 more Kolbs and a half Ferguson. Just my 2 cents worth.
>Bill Woods
>912S SlingShot
--------------------------------------------
I am flying by the simple "Ultralight Rule" which is to
>(only fly where there is an "emergency landing zone" within gliding distance
>in case of engine failure).
--------------------------------------------
Me too...but
You might have to over look this particular rule for about 20 minutes.
Don't believe you can fly high enough to hit any kind
of landing space for a few miles over the top of those mountians on the way
up there.
Possum
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Fuel Tank Outlet |
Bill,
My plans called for the the fuel pickup installed on top of the tanks.
Take a look
http://members.aol.com/willuribe/150.jpg
Now my question is what happens if one of the tanks runs dry? Will the pump
start sucking air and can't pull fuel from the other tank?
Good luck,
Will Uribe
In a message dated 8/29/00 11:34:02 PM Eastern Daylight Time,
bweber2(at)earthlink.net writes:
>
> My Firestar is just about ready for some real testing, but I
> ran into a problem with the fuel tank outlet. I installed
> the grommet and line on the bottom corner as called for in
> the plans. However, it soon started to leak around the area
> under vibration. It seems like a tricky proposition to get
> that grommet hole exactly right for the grommet. A drill
> rarely makes a perfectly round hole, expecially in plastic.
>
> I got a new tank and am considering putting the fuel pickup
> through the top to avoid the previous problem. I seem to
> remember some of the builders put the pickup through the top
> of the tank. What parts and methnod did you use for this?
> Also, I would be very grateful for any pictures.
>
> Thanks!
________________________________________________________________________________
| From: | "John Cooley" <johnc(at)datasync.com> |
| Subject: | Re: Fuel Tank Outlet |
Hi Gang,
My plans call for mine to be in the top also. I'm curious as Will say's
about the tanks drawing fuel evenly out of both tanks. Am considering using
the method someone else mentioned (John Jung I think) where fuel from one
tank feeds the fuel pump and then as a low pressure is created (it is not
vented) in this tank it draws fuel into it from the other tank (which is
vented) Full details should be in the archives.
John Cooley
Building FS II #1162
>
> Bill,
> My plans called for the the fuel pickup installed on top of the tanks.
> Take a look
> http://members.aol.com/willuribe/150.jpg
>
> Now my question is what happens if one of the tanks runs dry? Will the
pump
> start sucking air and can't pull fuel from the other tank?
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: Fuel Tank Outlet |
WillUribe(at)aol.com wrote:
> snip....
> Now my question is what happens if one of the tanks runs dry? Will the pump
> start sucking air and can't pull fuel from the other tank?
Will,
I have seen too many Firestars not drawing gas evenly from two tanks. I believe
that they will run out gas at the engine with gas left in one tank. For this
reason, I did mine differently. I pump all my fuel out of the front tank, It
has no vent except throught the rear tank. So when I use the rear tank, all the
gas gets drawn into the front tank, before the front tank starts to draw down.
It also gives me the ability to see the ful level in the tank that matters.
With the stock method, how does one not worry about the rear tank being lower
than the front. I expect that they just plan on 8 gallons usable rather than 9,
like I do. I can even burn 9.5, by monitoring the last gallon. Please don't try
that with the stock method. A side benefit is that I keep my CG more forward
most of the time. Firestar II's tend to be right near the aft limit.
John Jung
________________________________________________________________________________
| From: | "John Cooley" <johnc(at)datasync.com> |
| Subject: | Re: Wing fold problem |
Vic and Gang,
I also ran into this problem. Caused me much grief. I tried turning the
bolt around but it still hit the steel rib. I put the drag strut in too
deep. All this was after I had already drilled the holes in the tabs on the
front attachment point. I thought (first mistake) that the steel inboard rib
was solid steel so I tried to grind a small indention in it. Well guess
what? It's not solid. Long story but in the end I wound up with new drag
strut fittings, repairs made to the steel inboard ribs by a qualified
welder, and per the recommendation of TNK welded new steel tabs on each side
of the existing tab at the front attachment point. Had to do this because
when I put in the new drag strut with it extended far enough out to clear
the bolt (which by the way is more that the 3/4" the plans call for) it made
the holes at the front tabs too far out of alignment to suit me. Much later
I talked to a fellow that has been mentioned on this list before who has
built approx 26 Kolb's. Wish I had talked to him much earlier. He said it
would have been no problem to grind the clearance on the bolt head. The bolt
is under shear load, not compression I believe is the way he described it.
He also made other suggestions on mods to make to the Kolb that sounded very
interesting, such as mods to the rudder cable attachment point to the pedals
and extending the throw on the elevator bell crank. Both of these mods
increase the throw so that for a given amount of deflection of the pedal or
stick will give more throw at the rudder or elevator. I changed the
attachment point of the cables to my pedals, but the elevator mod was much
more involved and I'm leaving it alone for now. I know from now on if I have
a question about building or a problem I will call him. Hope this helps.
Later,
John Cooley
Building FS II #1162
> I believe that this is common and most people turn the bolt around. That
is
> what I did.
>
> John Jung
>
> Vic wrote:
>
> >
> > I have a clearance problem with the nut on wing fold fitting when the
wing
> > is folded on my Firestar if I install the bolt with the head forward in
the
> > fitting like the plans call for. The bottom rib on the inboard rib
(steel
> > rib) strikes the bold head in the pivot part. I have the bolt hole in
the
> > drag strut fitting mounted parallel to the bottom rib. This is the way
it
> > looks like it should be on my plans. Do I have the drag strut fitting
in
> > wrong?
________________________________________________________________________________
| From: | gerken(at)us.ibm.com |
| Subject: | jabiru has its problems too |
>Jabiru: All castings matched perfectly, clean design with no afterthought
>components tacked on and plenty of cooling surface. It does not have the
>Rotax cooling fan, shroud, pullys belt etc but niether do many motorcycle
>engines. The proof is in the performance and that's one of the things I
want
>to hear about at the London fly-in.
At the great Cherry Grove Central Annual Fly-in this past weekend, I had
the chance to speak with a Titan owner who has been using the Jabiru for
over a year. I asked how he has been getting along with it. He said,
""OK, now that the valve guides are staying in the head better.""
Apparently the original heads were not assembled correctly, and the guides
kept dropping out, which caused the valves to hit the guides, which kept
shifting the clearance. He also said that getting parts from Jabiru has
been very difficult. So bad that when the replacement heads finally showed
up, and he realized the factory forgot to machine a valve seat, he had it
done locally to avoid more down time. Apparently the California-based
distributor is at least part of the problem.
The "new" heads have 20 hours on them so far. He was told that a
sub-contractor hadn't heated the original heads warm enough to install the
guides, that's why they came out.
Jim G
________________________________________________________________________________
| From: | "jrodebush" <jrodebush(at)cinci.rr.com> |
>
> Kolbergang,
> Ok, I don't want to start a war. I would like to know if there are those
You can get ideas from looking at all sorts of different planes. I
personally would like the chance to compare the fergy's; check out the pros
and the cons. If it's O.K. with TNK I don't see why anybody else should
have a problem.
Rody (building a Mark III Extra)
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Kolb modifications |
John and Group,
Please be cautious about using "modifications" suggested by someone just
because he built 26 Kolbs.
My Firestar II was originally built by a builder that built 20+ Kolbs. I
purchased it as salvage and rebuilt it after a crash. It had the same
modifications that you described, and was possibly built by the same builder
that you are referring to. My plane had another change to the rudder and
vertical spabilizer that I believe contributed to the crash. The rudder /
vertical stabilizer were made 25% smaller and the plane was stalled and spun
in. The builder had assured the buyer that the rudder would not be smaller, in
spite of being a different shape. I rebuilt the rudder and vertical stabilizer
to stock dinensions and am not using the extended elevator positions.
John Jung
John Cooley wrote:
> snip....
> Much later
> I talked to a fellow that has been mentioned on this list before who has
> built approx 26 Kolb's. Wish I had talked to him much earlier. He said it
> would have been no problem to grind the clearance on the bolt head. The bolt
> is under shear load, not compression I believe is the way he described it.
> He also made other suggestions on mods to make to the Kolb that sounded very
> interesting, such as mods to the rudder cable attachment point to the pedals
> and extending the throw on the elevator bell crank. Both of these mods
> increase the throw so that for a given amount of deflection of the pedal or
> stick will give more throw at the rudder or elevator. I changed the
> attachment point of the cables to my pedals, but the elevator mod was much
> more involved and I'm leaving it alone for now.
________________________________________________________________________________
| From: | KHe1144783(at)aol.com |
| Subject: | Re: jabiru has its problems too |
In a message dated 8/30/00 5:06:43 AM Pacific Daylight Time,
gerken(at)us.ibm.com writes:
<< Apparently the original heads were not assembled correctly, and the guides
kept dropping out, which caused the valves to hit the guides, which kept
shifting the clearance. He also said that getting parts from Jabiru has
been very difficult. So bad that when the replacement heads finally showed
up, and he realized the factory forgot to machine a valve seat, he had it
done locally to avoid more down time. Apparently the California-based
distributor is at least part of the problem.
As an owner of a Jabiru engine I must add that many owners have abused the
engine by experimenting with their own air intakes and not following factory
limits on CHT readings. The CHT limit is 390 degrees and some people are
flying too slowly to cool the heads, (high angles of attack for extended
periods on hot days etc.) When the CHTs hit about 450, they loose valve
guides or valve seats. Of coarce THEY are not at fault, its the engine. The
U.S. distributer is trying hard to patch up some problems with slow orders
from Austraila and really cares about getting the coordination between two
continants to work smoothly. If you want 80 HP. for the weight of a 582 and
get four stroke reliability, get a Jabiru. They dont have the kind of
problems Continental is having with their recall of 1400 crankshaft recalls
right now.
Lets keep our perspective. Kris Henkel, Palm Springs Ca.
________________________________________________________________________________
Randy,
I've got no problem with the soob: the problem is me getting off my butt and
finishing the project! It's a case of getting about 1/2 way through and
running out of steam. EA-81 block has been re-built and is stock except for
the AMAX cam (using AMAX drive). Still got to come up with carb, starter,
manifolds, ect. Probably use the Holley 2300 w/ leaning block. 3 bladed Warp
Drive prop w/HP hub. Air frame is just like John Hauck's (thanks to Brother
Jim) w/exception of soob. Should be a really nice combo, if I ever get it
finished. Wrecked my beloved FireStar a while back and repairing it has first
priority.
Really interested in you project. Just seems like alot of engine for a
UltraStar. Maybe we'll see you at the Kolb fly-in? I'm "flying" my Suburban
up there so I can haul back parts for the FS.
Good Luck,
Bill
________________________________________________________________________________
| From: | "Richard Neilsen" <neilsenr(at)state.mi.us> |
I'm considering a Jabiru as one of many options for replacing the VW on my MKIII.
My question is thrust in a pusher configuration. My direct drive 2180cc VW
is rated at 75HP at 3600 rpm but only gives me something like 200 lbs of thrust
(wild guess). The same engine with a reduction drive VW and larger prop is reported
to get 350-400 lbs. The tractor configured 2276 cc VW with reduction drive
at Oshkosh (Gene Smith's plane) is reported to get 600 lbs actual. The way
it flies I believe the 600 lbs of thrust.
Trust me 75 HP is not pushing my MKIII along like I would like. In our speed range
thrust is all important.
As you can see I'm concerned about any engine that is direct drive that gets its
HP at much over 2000-2200 RPMs.
At what RPM does the Jabiru get its 80HP. How much thrust are you guys getting
in pusher configuration behind a Kolb?
<<< If you want 80 HP. for the weight of a 582 and
get four stroke reliability, get a Jabiru. They dont have the kind of
problems Continental is having with their recall of 1400 crankshaft recalls
right now.
Lets keep our perspective. Kris Henkel, Palm Springs Ca.>>>
________________________________________________________________________________
| From: | Ben Ransom <bwr000(at)yahoo.com> |
| Subject: | Re: Fergy at Chestnut Knoll? |
Regardless of how good or not a Fergy is, and how great their
owner/pilots, it should be recognized where the Fergy came from. It is
my understanding that some very key and clever design elements were
taken from the Kolb, without permission, not even a phone call to
Dennis or Homer, not word one to those admiring the finished product.
What happened to ethics?!
I know we hashed this before, but to my knowledge it is not resolved.
Part of why I bought a Kolb in the first place was an appreciation for
the integrity of Kolb company, their people and products alike. It
seems to me that if Fergy folks wanted to get a little more respect
(and feel welcome to park where-ever), they ought to explore ways to
make amends to those people that were ripped off in the first place.
Maybe Dennis and Homer would just soon forget about it and let life
move on ...that would not be surprising. But at a *minimum*, I would
think whoever represents Fergy would do well to come out with a *solid*
acknowledgement to Kolb. Fergy owners may feel they innocently bought
the best plane for their their needs, but when they did, they were
endorsing unethical practices, knowingly or not. Therefore it seems
reasonable to me that they should pressure their company to make
amends. Otherwise, we as kit buyers are encouraging shady practices to
happen again.
Maybe I have misunderstood this issue, so am open to correction. It's
nice to see that this discussion has remained civil -- lets keep it
that way if it continues.
-Ben Ransom
> --- michael highsmith wrote:
> >
> >
> > Kolbergang,
> > Ok, I don't want to start a war. I would like to know if there are
> > those
> > that are going to the Kolb fly-in that would be interested in
> seeing
> > a Fergy
> > side by side with a MKIII?? Big differences.
> > I might be able to convience a coulpe of Fergy drivers to attend if
> > they
> > knew that they wouldn't be tarred and feathered. It could be
> > educational for
> > all of us. I would expect those who respond positive to help
> protect
> > us from
> > those that don't. :-)
> > Firehawk
> >
> > Share information about yourself, create your own public profile at
>
> > http://profiles.msn.com.
> >
> >
> >
> >
> >
>
>
> =====
> John & Lynn Richmond :-)
>
>
>
>
>
________________________________________________________________________________
| From: | Woody <duesouth(at)govital.net> |
I have been researching Soobs for awhile also and have noticed that the
main failure is in the added on improvements to the basic soob engine. You
know the story - gotta have 2 ignitions, don't like the stock carb, fuel
injection is not dependable enough etc. All these deviations and jury
rigged solutions to make the soob more dependable usually are the first to
fail. I listened to a guy describe his experience taking a soob out of a
car and installing it straight into an Avid. He had over 800 hrs on it
without problem. Others listening to his seminar would get up in the
question period and tell him he had to get rid of all that soob junk and
add all these home made improvements. Here was a guy with experience and
the armchair theorists were telling what he had to do. Soob is a good
engine as it comes out of the factory. Unless there is no way around it
don't change it. If it is running good don't even rebuild it. Another
source of engine failure is missing a small detail in the rebuild process.
These are my opinions gleaned from researching soobs for the past 3 or 4
years and having friends fly failing soobs and one even being killed due to
a little mistake in the rebuild process.
________________________________________________________________________________
| From: | Woody <duesouth(at)govital.net> |
| Subject: | Re: Fuel Tank Outlet |
If you drop a fuel supply line into the bottom of each tank then join them
at the top with a y or t fitting then they will balance themselves via the
siphon effect.
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: Fuel Tank Outlet |
Bill and Group,
What I used to make a nice round hole in the tank was a 1/2" deburing
tool.
It melted the tank more than cut it. Then I was able to remove the
melted bur
with a knife and shake it out of the tank. It is air tight.
John Jung
bweber2 wrote:
>
> snip....
> It seems like a tricky proposition to get
> that grommet hole exactly right for the grommet. A drill
> rarely makes a perfectly round hole, expecially in plastic.
>
________________________________________________________________________________
| From: | ul15rhb(at)juno.com |
| Subject: | Re: Pulse Fuel Pump Opinion |
Lindy, I didn't know about the WWII pilots using the primer for getting
themselves home. Why not if the fuel system is all shot to hell. So this
would mean the primer should be tapped BEFORE the fuel filter, otherwise
it serves no purpose other than to start the engine. I've had a filter
clog up on me and starve the engine. Lucky I was in the pattern at the
time, and didn't have a primer aboard. Even if I did, it wouldn't have
done any good. I installed one after that and decided to place in a
position where I could pump it easily should the situation arise. My
primer is mounted on a piece of sheet metal riveted by one of the seat
rivets (left side in the Original FireStar) and is capable of pumping raw
unfiltered gas into the cylinders should I need it.
Ralph Burlingame
Original FireStar
>
> Firehawk---
>
> Agree with you 100%--when I was first starting out in this business
> 50 years
> ago I talked to a lot of WW2 fighter pilots--they told me the best
> thing
> they ever had to get them home or into a safe area was the
> primer--they
> pumped hell out of it-I fully realize we are not all shot to hell- I
> use the
> primer for starting-but in the back of my mind I know the WW2
> technique-Will
> it work on a 2 cycle-have not tried it yet-but if the opportunity
> arises I
> can assure you I will use it ( the primer) to try to get the engine
> started
> or running-who knows -if it starts what the difference will be
> -maybe just
> enough to make a field.
>
> I also remember years ago --paying a quarter at a circus to see a
> car run
> without a carburetor---how did they do it?---with the old bug
> sprayer--a
> simple carb--- The Bings ( 54) we use are simple carbs-have used
> the
> aerobatic Mikuni and definitely a better carb-again my opinion.
>
> I personally bought hundreds of Mikuni's when I was next to BING at
> Sun and
> Fun--who bought most of them--foreign UL pilots-need I say anymore?
>
> Lindy
> LA-Lower Alabama
>
>
>
>
>
________________________________________________________________________________
Yes, Subaru's make excellent aircraft engines. There a lot of them flying
around. Some have problems, some don't. And like Woody points out, the
problems usually are with the accessories, or in the basic conversion of the
engine. I don't know much about engines, but I'm willing to learn, and I have
the help of some very talented folks. I know a lot more now than when I first
started. For anyone who might be interested, there is an excellent mailing
list for Subaru conversions. Send a blank e-mail to:
airsoob-subscribe(at)lists.kz. Really good, useful information. There's also an
extensive archive available.
Bill Griffin
________________________________________________________________________________
| Subject: | Re: Fergy at Chestnut Knoll? |
In a message dated 8/29/00 10:10:56 AM Eastern Daylight Time,
edgmills(at)yahoo.com writes:
<< I would like to see one BUT I DON"T believe that this
is the correct event .
After all this is a Kolb event , hosted by Kolb.
I also would NOT bring a date to my wife's birthday
party.
Just my opinion but what do I know?
See you there.
Thanks
Ed, Dallas Tx.
--- michael highsmith wrote:
>
>
> Kolbergang,
> Ok, I don't want to start a war. I would like to
> know if there are those
> that are going to the Kolb fly-in that would be
> interested in seeing a Fergy
> side by side with a MKIII?? Big differences.
> I might be able to convience a coulpe of Fergy
> drivers to attend if they
> knew that they wouldn't be tarred and feathered. It
> could be educational for
> all of us. I would expect those who respond positive
> to help protect us from
> those that don't. :-)
> Firehawk
Of course you should go...anyone who looks at it as a slap is a sap! I asked
Chuck Slyzarick of CGS if I could fly in to his festival and he said I was
more than welcome but I just would not be allowed to enter his contests.
Probably afraid that my Kolb would win...naw ....just teasin, but he is one
of the most outspoken leaders in the UL industry and at Oshkosh, this year in
front of a whole gangafellas in his tent, he invited me to attend...he is
only 30 miles away...about my Xcountry limit I daresay!
The Fergy is a dead ringer for the Kolb and probably was copied, pipe for
pipe...but maybe not?..Lets find out why Mr Fergeson decided to upgrade, in
his mind, the already successful Kolb!
ps, the reason I bought a Kolb instead of a CGS Hawk, BTW was because...
1. Homer Kolb had to believe in God! ..... and so did I....and he would have
done unto others...etc.
2. The engine is mounted higher on a Kolb....out of the cockpit....less noise
3. Because it is higher than the Hawk, and less noisey ....it can swing a
bigger propeller arc, and climb more like a ...... Kolb
4. In spite of the fact that Chuck is credited with the successful use of
the gear reducer on an ultralight in the 70's, Homer seems to have
optimized it, by
enabling the larger prop, in his designs!
GeoR38
C'mon Fergy, we're not afraid of ya!.....besides...I have a lotta respect for
Firehawk
________________________________________________________________________________
| From: | "Ron or Mary Payne" <ronormar(at)apex.net> |
| Subject: | Re: Fuel Tank Outlet |
I don't see where putting the fuel pick up at the bottom of the tank or
running through the top of the tank makes any difference as long as you have
a pickup tube inside the tank that goes almost to the bottom. I don't know
about the tanks equalizing though. If a cross over tube could be inatalled
between the tanks close to the bottom, that would elimate any chance of one
tank running dry while fuel was still in the other tank. But we are back to
the fitting leakage problem. Has anyone tried just getting one 10 gallon
tank. I have not started building my FireStar yet so I cannot be considered
knowledgable in this problem.
Ron Payne
Gilbertsville, Ky.
----- Original Message -----
From: "John Cooley" <johnc(at)datasync.com>
Sent: Wednesday, August 30, 2000 6:06 AM
Subject: Re: Kolb-List: Fuel Tank Outlet
>
> Hi Gang,
> My plans call for mine to be in the top also. I'm curious as Will
say's
> about the tanks drawing fuel evenly out of both tanks. Am considering
using
> the method someone else mentioned (John Jung I think) where fuel from one
> tank feeds the fuel pump and then as a low pressure is created (it is not
> vented) in this tank it draws fuel into it from the other tank (which is
> vented) Full details should be in the archives.
>
>
> John Cooley
> Building FS II #1162
>
>
> >
> > Bill,
> > My plans called for the the fuel pickup installed on top of the tanks.
> > Take a look
> > http://members.aol.com/willuribe/150.jpg
> >
> > Now my question is what happens if one of the tanks runs dry? Will the
> pump
> > start sucking air and can't pull fuel from the other tank?
>
>
________________________________________________________________________________
| Subject: | Re: Mystery Kolb Guy |
In a message dated 8/29/00 5:21:54 PM Eastern Daylight Time,
ZepRep251(at)aol.com writes:
<< ZepRep251(at)aol.com >>
ZepRep251 are you from around there also
GeoR38 of Akron Ohio
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Fergy at Chestnut Knoll? |
Dave and I will be at the Kolb flyin so I want to see a Kolb out perform
those over weight Fergys. Bring them on, I'm not prejudice against anything
that flys,.
As you all know last Saturday we flew to Leroy's pvt. airport, a Flightstar
dealer. I would have gotten my feelings hurt if he said they didn't welcome
Kolbs. On the contrary we had lunch in his home, lent me some tools and
admired my brand new FireStar. The only thing he didn't like was the IVO
prop...Oh well.
Regards,
Will Uribe
El Paso, TX
________________________________________________________________________________
| From: | "erich_weaver(at)urscorp.com |
by smtp102.urscorp.com (Lotus Domino Release 5.0.2c (Intl))
with ESMTP id 2000083016562890":328943(at)matronics.com;
| Subject: | Re: lost photo link |
2000) at 08/30/2000 05:04:23 PM,
Itemize by SMTP Server on SMTP102/URSCorp(Release 5.0.2c (Intl)|2 February
2000) at 08/30/2000 04:56:28 PM,
Serialize by Router on SMTP102/URSCorp(Release 5.0.2c (Intl)|2 February
2000) at 08/30/2000 04:56:37 PM,
Serialize complete at 08/30/2000 04:56:37 PM
Hey guys
About a week ago or so, some one posted a link to a real nice photo of a
brown firestar making a turn over some nice green pastures and trees. I
wanted to forward that on to a friend in an attempt to lure him into the
sport, but cant find the link. Could someone help me out and post it
again? Great shot!
I dont get to see enough Kolbs out here in southern Cal. and am considering
flying out to the Kolb fly-in so I can soak up all the knowledge and see
some of those personal touches first hand. Nice to put some faces to the
names too...
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: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Fergy at Chestnut Knoll? |
> Ok, I don't want to start a war. I would like to know if there are those
> that are going to the Kolb fly-in that would be interested in seeing a Fergy
> side by side with a MKIII?? Big differences.
> Firehawk
********************************
Firehawk and Kolbers:
I won't be flying to the Second Annual Kolb Flyin at Chesnut
Knolls Air Foundation this year, but I will be in
attendance. Since Miss P'fer has broken legs, a wing, and
possibly a tail boom, I'll be driving the old Dodge Cummins
(Long Distance Aircraft (Kolb MK III) Recovery Vehicle) and
pulling my 5th wheel. I am not driving all the way to the
Kolb Factory to look at and fly Fergusons. I am a Kolb
"nut" through and through. Have been for over 16 years now.
Have never flown but one other ultralight other, than a
Kolb, Bert Howland's personal Honey Bee, at his grass strip
in Maryland, NY, in 1989. I am going to the Factory to look
at, fly, and talk Kolbs.
I do not think this is going to be the time or place to
compare Kolbs and Fergusons. I recommend everyone rereading
Ben Ransom's recent post, which I have conveniently attached
to the bottom of my post.
Mike Highsmith and Homer Kolb are both personal friends of
mine. I have been a guest in both their homes. I intend to
remain a good close friend to both. However, I feel it
would be a disservice to the Guest of Honor and "father" of
our particular niche in this sport of building and flying,
to "intentionally display a Ferguson aircraft", the
background of which caused Homer a great deal of personal
pain, "for comparison with Kolb aircraft".
I personally won't tell anyone who should or should not
attend the flyin. That's not my place to do so. I'll leave
that up to each and every individual to make their own
decision.
Perhaps the Ferguson owners should try and put themselves in
Homer's shoes for the 23d of September 2000,............then
make a decision.
Respectfully submitted,
john h
**************************************
> Regardless of how good or not a Fergy is, and how great their
> owner/pilots, it should be recognized where the Fergy came from. It is
> my understanding that some very key and clever design elements were
> taken from the Kolb, without permission, not even a phone call to
> Dennis or Homer, not word one to those admiring the finished product.
> What happened to ethics?!
>
> I know we hashed this before, but to my knowledge it is not resolved.
> Part of why I bought a Kolb in the first place was an appreciation for
> the integrity of Kolb company, their people and products alike. It
> seems to me that if Fergy folks wanted to get a little more respect
> (and feel welcome to park where-ever), they ought to explore ways to
> make amends to those people that were ripped off in the first place.
> Maybe Dennis and Homer would just soon forget about it and let life
> move on ...that would not be surprising. But at a *minimum*, I would
> think whoever represents Fergy would do well to come out with a *solid*
> acknowledgement to Kolb. Fergy owners may feel they innocently bought
> the best plane for their their needs, but when they did, they were
> endorsing unethical practices, knowingly or not. Therefore it seems
> reasonable to me that they should pressure their company to make
> amends. Otherwise, we as kit buyers are encouraging shady practices to
> happen again.
>
> Maybe I have misunderstood this issue, so am open to correction. It's
> nice to see that this discussion has remained civil -- lets keep it
> that way if it continues.
> -Ben Ransom
________________________________________________________________________________
| From: | "Chris Sudlow" <suds77(at)earthlink.net> |
Kolb Drivers,
Saw the picture posted last week, I think it was Will's, of a firestar
banking over. Noticed the fabric scalloping between the ribs, and especially
at the out board of the wing. Wondering if it was just the lighting, or if
there's really that much flexing of the fabric in flight.
Chris
________________________________________________________________________________
| From: | "michael highsmith" <firehawk54(at)hotmail.com> |
| Subject: | Re: Pulse Pump & primer Opinion |
Hey Ralph,
How long have you been using the primer since you tapped into the fuel line
before the filter???
I have an issue with that setup.
Firehawk
>Lindy, I didn't know about the WWII pilots using the primer for getting
>themselves home. Why not if the fuel system is all shot to hell. So this
>would mean the primer should be tapped BEFORE the fuel filter, otherwise
>it serves no purpose other than to start the engine. I've had a filter
>Matronics and through
>
>
Share information about yourself, create your own public profile at
http://profiles.msn.com.
________________________________________________________________________________
| From: | "Richard Swiderski" <swidersk(at)digital.net> |
| Subject: | Re: Fuel Tank Outlet |
Bill,
I use a step drill to drill a round hole in thin material. Its a
must-have tool in my opinion. I works perfectly for the grommet application
(also, a dab of STP keeps the rubber soft & it slips in easy) The step
drill leaves rounded edges & is less likely to cause any cuts in grommet.
...Richard Swiderski
----- Original Message -----
From: "bweber2" <bweber2(at)earthlink.net>
Sent: Tuesday, August 29, 2000 11:26 PM
Subject: Kolb-List: Fuel Tank Outlet
>
> My Firestar is just about ready for some real testing, but I
> ran into a problem with the fuel tank outlet. I installed
> the grommet and line on the bottom corner as called for in
> the plans. However, it soon started to leak around the area
> under vibration. It seems like a tricky proposition to get
> that grommet hole exactly right for the grommet. A drill
> rarely makes a perfectly round hole, expecially in plastic.
>
> I got a new tank and am considering putting the fuel pickup
> through the top to avoid the previous problem. I seem to
> remember some of the builders put the pickup through the top
> of the tank. What parts and methnod did you use for this?
> Also, I would be very grateful for any pictures.
>
> Thanks!
> --
> ****************************************************
> * Bill Weber * Thunder's just the noise *
> * Simi Valley, CA * Lightning does the work *
> ****************************************************
>
>
________________________________________________________________________________
| From: | "Dennis Souder" <flykolb(at)epix.net> |
| Subject: | Soob powered Ultrastar .... |
Randy,
I prefer to not comment on this - but feel I must point out some errors in
your thinking:
"yes it is about 65 lbs more then with that no good cyuna."
A Cuyuna ULII-02 went for about 75 lb. max (probably not that much). 75 +
65 = 140 lb. for the Subaru. Seems pretty doubtful to me that a Subaru
would be that light. A VW all up goes about 150 lb. And Subarus weigh more
than VW. Plus that would probably not account for additional modifications
needed to mount the engine.
"it dose fly with this extra weight"
one swallow does not a spring make - one flight does not really prove too
much.
"a 4 gal. gas tank instede of 8 gal.that is 24 lbs less that i can use for
engine wieght."
Incorrect logic: The US was designed for 5 gals not 8 gals.
"and if it dose act funny ...":
the Kolbers on the list may send flowers to ... what is your address?
Seriously Randy, I am greatly concerned for your safety - I think you are
placing yourself in great peril!
I am sure you have put a lot of effort into your engine installation, but it
is not too late to terminate the project before it terminates you.
Very sincerely,
Dennis Souder
>
>
________________________________________________________________________________
| From: | KHe1144783(at)aol.com |
| Subject: | Re: Soob powered Ultrastar .... |
Should have my aluminum small block Chevy finished finished soon for my
Firefly. Just need to install the REDRIVE and were ready to go !! Should
climb great with all that tork ! Ivo's workin on the 86 inch prop rite now.
Wish me luck. Chuck
________________________________________________________________________________
| Subject: | Re: Fuel Tank Outlet |
Will: One tank will not run dry !! Been running the same set-up on my MK3
for 200hr no problem..
RH MK3 912
> --> > Bill,
> My plans called for the the fuel pickup installed on top of the tanks.
> Take a look
> http://members.aol.com/willuribe/150.jpg
>
> Now my question is what happens if one of the tanks runs dry? Will the
pump
> start sucking air and can't pull fuel from the other tank?
>
________________________________________________________________________________
| From: | ZepRep251(at)aol.com |
| Subject: | Re: Mystery Kolb Guy |
GeoR38, I live in Portage Lakes close to S. Main St.& Portage lakes Dr.
________________________________________________________________________________
| From: | "Dennis Souder" <flykolb(at)epix.net> |
| Subject: | Fergy at Chestnut Knoll? |
an additional thought ...
I think the folks running New Kolb are gentlemen and they would, if asked,
allow the F ___ to come ... even if they felt otherwise.
I think the best thing would be just decide just not to take it. If they do
have feelings about your coming, you would place them in a position to
expend a lot of mental energy to pretend they don't mind.
Dennis
The prudent thing to do is for Michael
to call TNK and ask permission. If they invite him then I welcome him into
my camp(would anyway).
________________________________________________________________________________
| From: | "Richard Swiderski" <swidersk(at)digital.net> |
| Subject: | Re: Soob powered Ultrastar .... |
Re EA 71 Suburu:
I believe it is only 1100cc, myabe 1200cc. It is a much smaller engine
than the 1800 EA-81. [The all up weight of an EA-81 with redrive & starter
is 210lb at best. They are heavy & most advertisements about their weight
are outright deceptive, they also claim 100hp for an engine that the factory
rates at 80+ hp. A 4-stroke with ported heads, high compression, wild cam,
hi-performance intake & headers has a hard time getting 1 hp per cubic inch
turning 6K rpm.] Anyway, my old Cuyuna's all up weight, including a
(heavier crank than the UL-II 02 version) redrive, exhaust, carbs, coils,
pump, hoses, clamps ect. was 98lbs ( I can't remember for sure, but that
might have included the prop). 65lbs more than the Cuyuna is not
unthinkable. Wether 65 more pounds on an UltraStar is unthinkable, I'll
deinitely defer to Dennis. But the EA-71 is an over looked engine in the
"fat" UL arena. It's been about 10 years since I was seriously looking at
it, but again if memory serves right, it puts out 70+ hp at close to 7k rpm.
They must be scarce by now as they were old back then. ...Richard
Swiderski
----- Original Message -----
From: "Dennis Souder" <flykolb(at)epix.net>
Sent: Wednesday, August 30, 2000 6:47 PM
Subject: RE: Kolb-List: Soob powered Ultrastar ....
>
> Randy,
>
> I prefer to not comment on this - but feel I must point out some errors in
> your thinking:
>
>
> "yes it is about 65 lbs more then with that no good cyuna."
>
> A Cuyuna ULII-02 went for about 75 lb. max (probably not that much). 75 +
> 65 = 140 lb. for the Subaru. Seems pretty doubtful to me that a Subaru
> would be that light. A VW all up goes about 150 lb. And Subarus weigh
more
> than VW. Plus that would probably not account for additional
modifications
> needed to mount the engine.
>
>
> "it dose fly with this extra weight"
>
> one swallow does not a spring make - one flight does not really
prove too
> much.
>
>
> "a 4 gal. gas tank instede of 8 gal.that is 24 lbs less that i can use for
> engine wieght."
>
> Incorrect logic: The US was designed for 5 gals not 8 gals.
>
>
> "and if it dose act funny ...":
>
> the Kolbers on the list may send flowers to ... what is your address?
>
>
> Seriously Randy, I am greatly concerned for your safety - I think you are
> placing yourself in great peril!
>
> I am sure you have put a lot of effort into your engine installation, but
it
> is not too late to terminate the project before it terminates you.
>
> Very sincerely,
>
> Dennis Souder
>
>
> >
> >
>
>
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: lost photo link |
Here is the link
http://albums.photopoint.com/j/ViewPhoto?u=170395&a=6911015&p=26791426
In a message dated 8/30/00 5:20:09 PM Eastern Daylight Time,
328943(at)matronics.com writes:
> Hey guys
>
> About a week ago or so, some one posted a link to a real nice photo of a
> brown firestar making a turn over some nice green pastures and trees. I
> wanted to forward that on to a friend in an attempt to lure him into the
> sport, but cant find the link. Could someone help me out and post it
> again? Great shot!
>
> I dont get to see enough Kolbs out here in southern Cal. and am considering
> flying out to the Kolb fly-in so I can soak up all the knowledge and see
> some of those personal touches first hand. Nice to put some faces to the
> names too...
>
> 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: | ZepRep251(at)aol.com |
| Subject: | Re: : Kolb-List:TNK Fly-In |
Is there anyone on the list in N. Kentucky planing to fly to the Kolb Fly-In?
I am in N. Ohio but would like to trailer south and fly in with some one or
group familiar with the territory.G. Aman FS2 #1274- 58 hrs
________________________________________________________________________________
| From: | ul15rhb(at)juno.com |
| Subject: | Re: Pulse Pump & primer Opinion |
Mike, I've been using the primer tapped, before the fuel filter, for 12
of the 13 years I've had the FireStar, why?
Ralph
writes:
>
>
>
> Hey Ralph,
> How long have you been using the primer since you tapped into the
> fuel line
> before the filter???
> I have an issue with that setup.
> Firehawk
>
> >Lindy, I didn't know about the WWII pilots using the primer for
> getting
> >themselves home. Why not if the fuel system is all shot to hell. So
> this
> >would mean the primer should be tapped BEFORE the fuel filter,
> otherwise
> >it serves no purpose other than to start the engine. I've had a
> filter
> >Matronics and through
> >
> >
>
>
> Share information about yourself, create your own public profile at
> http://profiles.msn.com.
>
>
>
>
>
________________________________________________________________________________
| From: | Monte Evans <Monte84(at)mindspring.com> |
Hi all,
I received two packets of aluminum rivets with my MarkIII kit. The
one pack are sealing rivets and I plan on using them for the windshield
and the front of the gap seal that is above the head. The other pack
are aluminum but like the steel rivets which are open at the bottom. I
thought I would use them for the rear of the gap seal and the doors and
side panels. Does this sound correct. Thanks for your help.
Monte
N65ME
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: Fuel Tank Outlet |
RH,
The Mark III is not the same. It has side by side tanks and the Firestar has
front and back tanks. While the Firestar tanks are level on the ground, they
are not level in flight. The rear tank sits higher in flight.
John Jung
R. Harris wrote:
>
> Will: One tank will not run dry !! Been running the same set-up on my MK3
> for 200hr no problem..
________________________________________________________________________________
| Subject: | Re: Fergy at Chestnut Knoll? |
In a message dated 8/30/00 8:10:21 PM Eastern Daylight Time, flykolb(at)epix.net
writes:
<< an additional thought ...
I think the folks running New Kolb are gentlemen and they would, if asked,
allow the F ___ to come ... even if they felt otherwise.
I think the best thing would be just decide just not to take it. If they do
have feelings about your coming, you would place them in a position to
expend a lot of mental energy to pretend they don't mind.
Dennis
The prudent thing to do is for Michael
to call TNK and ask permission. If they invite him then I welcome him into
my camp(would anyway).
Sounds like the BEST solution to an emotional subject....I didn't realize
there was such hard feelings "back at the plant" until I read John Hawk and
Ben Ransom... two others that I respect highly. Sounds like professionalism
suffered a black eye here...probably not nearly as bad as the OJ trial though.
GeoR38
________________________________________________________________________________
| Subject: | Re: Kolb modifications |
In a message dated 8/30/00 9:36:23 AM Eastern Daylight Time,
jrjung(at)execpc.com writes:
<< My Firestar II was originally built by a builder that built 20+ Kolbs. I
purchased it as salvage and rebuilt it after a crash. It had the same
modifications that you described, and was possibly built by the same builder
that you are referring to. My plane had another change to the rudder and
vertical spabilizer that I believe contributed to the crash. The rudder /
vertical stabilizer were made 25% smaller and the plane was stalled and spun
in. The builder had assured the buyer that the rudder would not be smaller,
in
spite of being a different shape. I rebuilt the rudder and vertical
stabilizer
to stock dinensions and am not using the extended elevator positions.
John Jung
>>
I agree, look at the planes that Jim Lee of Sharon Pa built...I know of at
least 2 that crashed...and he used to modify the Kolb tails....lived just 20
miles away from me...never met him ...but most respected him...and then he
died in one of his own Kolbs at S&F, I believe.
GeoR38
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | P38 near Chestnut Knolls |
About 47 miles SE of Chestnut Knolls is Midlesboro-Bell County airport, the
home of Glacier Girl. This is the P-38 that was dug up out of the Greenland
ice cap about 8-10 years ago and is being restored to flying condition in a
hangar on the airport. Since there will be about 4 or 5 of us flying up
Saturday morning and then back home again Saturday afternoon and stopping
there to stretch, if anyone wants to fly along with us and check it out,
that would be great, admission to the restoration is free, they do ask for
a donation.
Richard Pike
MKIII N420P (420ldPoops)
________________________________________________________________________________
| Subject: | Re: Fergy at Chestnut Knoll? |
In a message dated 8/30/00 2:55:07 PM Eastern Daylight Time,
charles.thompson(at)dsl.net writes:
<< Thanks John! Your right, but Michael should play a call anyway. It's nice
to know that the Fergy issue is still controversal, alive and well starting
my third year on the list. Some things never change. >>
Some things never change ....wow, no truer words were ever spoken....and to
think that even though the Pope finally apologized for the Crusades, there
are those who still fight over Jerusalem.
GeoR38
________________________________________________________________________________
| From: | "Lindy" <lindy(at)snowhill.com> |
| Subject: | Re: Soob powered Ultrastar .... |
Richard
for years at sun and fun the Australians went all over the South buying up
Subaru engines-all models--they always wanted to borrow my generator-I made
them give me some good Aussie beer-they claimed in the Outback the Subaru's
could handle the dust--I forget the gyro they had but their main objective
was to acquire as many engines irrespective of condition.Their bottom line
the Subaru was a more reliable engine than the Rotax.
In 92 or 93 a gentleman about 80 asked if he could display all the stuff he
had made to improve the Subaru--example--dual intake manifold etc.I got to
know him quite well and he made props back in the 30's. He helped out a lot
of UL people from all over the world-free-He also was a machinist and tool
and die maker-he knew his stuff!Could make anything overnight-believe me!
To make a long story short-I got to know quite a few people in Australia-I
was fortunate when I was in the military to be stationed at Richmond AU
which is approx. 65 miles from Sydney.The Aussies at Sun and Fun knew some
of my AU flying friends.
Quite a few single place and King Cobra's made by Advanced Aviation in
Orlando --were found in AU in bad condition by friends interested in flying
ULights--White lightning on this list-firehawk and a few others in our club
made Video's of the Cobra-preflight-flying -u name it-by a stroke of luck
the tough Australian Aviation Authorities accepted the Video's and allowed
them to fly the cobra's-most 2 place were converted to single-one of the
Cobra drivers acquired a Mark 3--he put a BMW engine(Motorcycle)- reason was
they were Army Surplus in Australia and cheap--They sent me a copy of the
Video --- one hell of a good installation-individual was a
machinist/tool/die maker so he had no problems modifying the bird.I remember
the individual who test flew firestar # 1-he rolled it on takeoff-Homer was
shocked to say the least!Remember on the early kolbs the strength was in the
fabric--we have the 2nd Kolb built here.Not Soob powered-Twin engine
approx. 15HP each.
What I learned over the years about the Subaru is this-that is not the real
name-the real name is Goliath--In the mid 30's it was in competition against
the air cooled VW that is in the Beetles-The political decision was made to
go with the air cooled VW--we all know what happened.When the American
trained Japanese Engineers needed an engine--no Research and Development
funds were needed-they learned their lessons well.Now we have the
Jabiru -and some other mods but they are not a new design!
When you analyze a lot of foreign products-especially cars and all that goes
with them-you will see clones---I can assure u that the Subaru is an
outstanding engine-I had a 65 HP in a 77 Station wagon and drove it all over
the Sub Sahara-When I raised the hood-all I could see was the top of the air
cleaner-It ran it dust storms-you name it-when I left 2 years later still
running like a Rolex.on approx. 75 octane watered down gas-very reliable!
Everything is a trade off in aviation-go faster-more fuel-more
fuel -heavier-heavier-need a big engine-goes on and on--what most do not
realize and I learned this from the owner of TEAM is after WW2 everyone (
like us at the present time) was making and racing little go carts-dune
buggy etc--then bigger bigger-gone! A lesson we all in UL Flying need to
remember.
Lindy
LA-Lower Alabama
________________________________________________________________________________
| From: | "Lindy" <lindy(at)snowhill.com> |
| Subject: | Re: Fergy at Chestnut Knoll? |
All Kolbers--
I have read all the comments about firehawk bringing his Fergy2 to the Kolb
Fly-in.I was not going to comment-just stay home-until I read this
I agree 100 percent-they -the new Kolb on their page are basically
inviting ---all.--that's the way I interept it---If anyone is eminently
qualified to comply with the invitation I can assure your firehawk is!
I consider Homer, John H, Firehawk, and many others on this list to be
friends. I remember Homer sleeping on the ground in front of my sales
trailer at the Flight Farm in Monterey NY- I remember 2 things-the Kolb
arrived without the struts if my memory serves me correctly-The almost
impossible logistical /admin support from his UPS friends got those struts
to the hills of NY in time for the kolb to fly!Their was a farm show in
Canadigua NY-- He never complained. that the TV Cameraman flew in a Max Air
drifter.Many do not know Homer collects farm tractors.
I also remember at the Flight farm a Mark2 owned by Ric Trader with names
written all over it-I remember who taught Ric how to fly-Vince Votillo.Then
I remember John H 1st Historic Flight-I also remember the article in UL
flying about his flight to the flight farm and elsewhere many years
ago.--Remember the picture of the Nickleson Bridge-once considered by people
in NE Penna. to be the 10th wonder of the world.
I am aware that Firehawk and his flying Buddy-71 yrs old--a former firestar
driver, Firehawk is a former Mark3 owner-how do I know I bought his Mark 3 ,
Ser #043. I also know that Firehawk a year or so ago made 26 major x-country
flights from the Panama City Florida area-I know they will fly 12 hours to
the pig roast in Indiana the weekend after Labor Day-then Pensacola
Florida-90% quicksilvers on floats to support their fly-in.and UL flying.
I spent 6 years as a USUA rep-traveled this country from one end to their
other-even met the new Kolb people in Marshall Michigan--Did Jim
Stephensen -say to them--if you come you pay? Hell No-he was glad they
came-they were promoting UL flying.Both had the same goals.Over the years I
am aware of the good public relations firehawk has provided this sport.He
does not seek publicity or personal recognition.
I also remember the golden Peanut flight from Florida-John H and his
brother Jim--747 miles--Firehawk and his buddy. Who briefed the FAA People
and flew them-know firehawk did-John H also if my memory serves me
correctly-again the bottom line promoting our sport.
I was of the opinion that all were welcome at the New Kolb--fly In--am I
wrong?My personal opinion is all -those flying in-trailering in, driving
in-should be welcome.I can assure you when you examine firehawks 582 and
aircraft you will pick up some damn good ideas that work..I know he has
spent many hours telling the public and young kids about our sport-always
positive!
In the Interest of brevity I ran into Homer at Sun and Fun this year on
Sat--3 beautiful Mark3's outstanding paint jobs--I asked him to stand in
front of those Kolbs and I took pictures. I know both of us were proud to
see these beautiful birds.We both knew what he accomplished for the sport of
ultralight flying. Those birds said it all! Nobody knew him but me.
Lindy
LA-Lower Alabama
________________________________________________________________________________
| From: | "Dennis Souder" <flykolb(at)epix.net> |
| Subject: | Soob powered Ultrastar .... |
Lindy, Randy and group,
"I remember the individual who test flew firestar # 1-he rolled it on
takeoff-Homer was
shocked to say the least!"
I am not sure I've heard this story, who did this? I had rolled one just
before landing - just once! But never on take off.
RE: Sub powered UltraStar:
In my mind, the issue is not the quality of the Soob, but its weight. There
was gentleman from South America with a FireStar II who just had to have a
BMW with re-drive (Ross I think?). Kolb tried to talk him out of it, but he
he kept insisting that was what he wanted. He had done his homework
carefully and argued that the 725 lb GW of the FS should accomodate the
extra weight. Plus he had a longer shaft unit with the Ross so the engine
was placed further forward taking care of the CG problem. So he proceeded
to install and fly the FS-II.
It was not long after that he ordered a Rotax 503 because he did not like
the way it flew with the BMW (his English wasn't great so I am not sure I
really understood what exactly it was that he didn't like). He installed
the 503 and was absolutely delighted with it flying characteristics.
That was with a FS-II with 725 lb. GW - not an US with only 500 lb. GW.
I remember the year the Jack McCormick showed up at Oshkosh with a
snowmobile engine in his Dactyl (sp?). This when everyone else was using
Mac 101s or Chryslers. I was absolutely taken aback, what a huge engine on
such a light frame (it was the single cylinder 340 Sacks I think). I just
could not get over marveling at how bold it was of Jack to do something so
outrageous! What courage he had to take such a big step. I'll never forget
that impression!
I have had lots of experience since then and engine size has continued to
grow along with the strength of airframes as well. But the UltraStar with a
4 cylinder Soob comes close to recapturing that moment of many years ago.
Of course the Dactyl did fine with the Sachs and the UltraStar may do okay
with the Soob. I greatly admire the pioneering spirit that gives rise to
such experimentation. Not knowing all the particulars of this particular US
and not knowing the competence of the builder / pilot brings out the fears I
have for this mismatch (IMHO) of airframe and engine.
Richard Swiderski on this list is another builder / flyer who has stretched
the envelope of the UltraStar beyond what I may have felt comfortable with.
But he did it sucess and with style!
But even an otherwise competent shadetree engineer can get somethings wrong
and overlook others - and this gives rise to the concerns. We all need to
be brought back to reality once in a while. For me it is my many friends
and acquaintances in the ultralight industry over the years who have died
flying their new experiments, Carlson being the most recent.
Jim Lee was another was a very competent designer / engineer who went a step
to far. He continued flying his custom design (incorrectly labeled a
Mark-III) even though he knew it did not have good flight characteristics.
And he would not let his friends fly it when he would freely let them fly
his other aircraft. He knew it wasn't a healthy design. And in that one
moment of time when things go wrong and invariably - if you fly long enough
things do go wrong - there wasn't that normal reserve of forgiveness in
flying characteristics, to help him through a difficult situation and he
paid for it with his life.
This list goes on and on ... there is good reason for caution .. for just
flying - let alone flying something that has never been flown before by
anyone else ... for flying something that deviates greatly from any existing
norm.
This brings me back to reality. This helps supply the caution that tends to
fade away as we are more and more successful with our flying till after
awhile we think that the rules of gravity apply to others and not ourselves.
Randy, please fly very carefully my soob-powered UltraStar friend!
Dennis
________________________________________________________________________________
| From: | "michael highsmith" <firehawk54(at)hotmail.com> |
| Subject: | Re: Pulse Pump & primer Opinion |
Hey Ralph,
Well I am assuming that the fuel pick up for your tank is in the top.
This would explain the why you haven't had any problems with the primer
picking up trash from the tank.
My pickup is in the bottom of my tank. It has a finger screen at the outlet
fitting but it doesn't keep out all the small stuff. I was having an engine
starting problem for a while and had checked everything I could think of and
everything anyone could suggest but could not solve the problem. On one
occasion the primer seemed very hard to push in but I attributed it to
needing lubricant on the plunger shaft. When that didn't help I decided to
take the primer apart being I was going to have to replace it anyway, I
thought. I discovered that the primer is pressed together even though it
looks as though it is threaded. Once I got the primer apart I found a grain
of sand in one of the inlet holes and another in the outlet that had
probably been there for a while. After I cleaned the sand out and re
assembled the primer I placed it after the fuel filter. I use one of the
large clear auto filters that can handle a 300 horsepower engine. That
solved my starting problem. What I had been doing was pushing the fuel back
and forth in the primer line but it looked as though it was going in one
direction. I pay closer attention to that now. The filter cleans the fuel so
the primer can't ingest any particles.
So if anyone's primer ever gets hard to push it might be trash in the valve
ports in the primer. It makes the engine hard to start if it can't get
enough fuel.
Thanks for your response,
Firehawk
>From: ul15rhb(at)juno.com
>Reply-To: kolb-list(at)matronics.com
>To: kolb-list(at)matronics.com
>Subject: Re: Kolb-List: Pulse Pump & primer Opinion
>Date: Wed, 30 Aug 2000 20:02:59 -0500
>
>
>Mike, I've been using the primer tapped, before the fuel filter, for 12
>of the 13 years I've had the FireStar, why?
>
>Ralph
>
> writes:
> >
> >
> >
> > Hey Ralph,
> > How long have you been using the primer since you tapped into the
> > fuel line
> > before the filter???
> > I have an issue with that setup.
> > Firehawk
> >
> > >Lindy, I didn't know about the WWII pilots using the primer for
> > getting
> > >themselves home. Why not if the fuel system is all shot to hell. So
> > this
> > >would mean the primer should be tapped BEFORE the fuel filter,
> > otherwise
> > >it serves no purpose other than to start the engine. I've had a
> > filter
> > >Matronics and through
> > >
> > >
> >
> >
> > Share information about yourself, create your own public profile at
> > http://profiles.msn.com.
> >
> >
> >
> >
> >
>
>
Share information about yourself, create your own public profile at
http://profiles.msn.com.
________________________________________________________________________________
User-Agent: Microsoft Outlook Express Macintosh Edition - 5.01 (1630)
| Subject: | Checking oil pressure |
| From: | Pam & Scott Trask <PTrask(at)diisd.org> |
Hi
On my 912 oil pressure has dropped some so I came up with a way to check the
gauge & sender. I took a length pipe 10 in. add value pressure gauge and
sender. Changed it up with air pressure wired up the sender turn the master
switch on and compare gauges. Works great! My gauge was off.
When I installed my 912 I was able to check all my gauges and calibrate
them except the oil pressure. Temps I used hot water and candy thermometer
the tack I had a instrument that measure rpms by just pointing it at the
stator.
Scott Trask
________________________________________________________________________________
| From: | gerken(at)us.ibm.com |
> It seems like a tricky proposition to get
> that grommet hole exactly right for the grommet. A drill
> rarely makes a perfectly round hole, expecially in plastic.
A Unibit (or similar step-drill) will make a perfect round hole in your
plastic tanks.
Jim G
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Soob powered Ultrastar .... |
> This brings me back to reality. This helps supply the caution that tends to
> fade away as we are more and more successful with our flying till after
> awhile we think that the rules of gravity apply to others and not ourselves.
>
> Randy, please fly very carefully my soob-powered UltraStar friend!
>
> Dennis
Dennis and Gang:
Very true words. I'll try to remember them when people ask
me about flying aerobatics in Kolb aircraft. I have been
there. Had those same feelings, until a rude awaking Mar
1990. I realized at that moment the Ultrastar and Firestar
had not been designed to fly the way I had been flying
them. I was lucky. That was the last time I flew
aerobatics. No one is exempt from gravity.
Take care, fly safe,
john h
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
>I'll defer that question to Bob or others, but if you want something a
>little more reliable, look for Gudebrod lacing cord at electronics
>distributors or surplus stores. A quick web search came up with several
>hits with this one the most promising:
>http://www.versatileindustrial.com/gudebrod.html A little more expensive
>than dental floss, but 500 yards sure goes a long way!
>
>By the way, there are definite techniques to tying the knot. You basically
>make two loops around the bundle and trap the first part of the knot under
>the outer loop. I'm not sure I can explain it - I'll see if I can find a
>reference, though, and reply direct if I come up with a drawing or
>instructions.
The knot you're thinking of is called a clove hitch. See
this done at:
http://www.aeroelectric.com/articles/cablelace/cloveh_2.gif
http://www.aeroelectric.com/articles/cablelace/cloveh_1.jpg
Tugging the ends will snug the lace around the bundle of wires.
Put an ordinary square knot on top to secure the tie.
I'll look into sources for smaller put-ups of cable lace.
The standard 500 yards spool is enough to do dozens of
airplanes.
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: | ul15rhb(at)juno.com |
| Subject: | Re: Pulse Pump & primer Opinion |
Hi Mike,
I see your concern with unfiltered gas getting into the primer line. My
tank pickup is tapped off the bottom. I take the tank out and clean it
annually, although that would not prevent some small particle from
getting into the primer line later on. Since I had that experience with a
filter clog years ago, I chose to it this way. Maybe what I could do is
add a primer filter.
Thanks,
Ralph Burlingame
Original FireStar
writes:
> Hey Ralph,
> Well I am assuming that the fuel pick up for your tank is in the
> top.
> This would explain the why you haven't had any problems with the
> primer
> picking up trash from the tank.
________________________________________________________________________________
| From: | Jim Hauck <jimh474(at)nettally.com> |
It seems that the drift of messages pertaining to the Ferguson is
pointing at Mike Highsmith.
Mike is a fine person and aviator. He happens to own a Ferguson and that
is his right and privilege. The contention is the aircraft, not Mike.
Ferguson, started out with a Kolb MKII Twinstar, added a full enclosure
to the cockpit area, added a lift strut and changed the areofoil in the
wing. The Elevator bell crank and fold system and 90% of the aircraft
is pure Homer Kolb and Dennis Souder.
Jim Hauck
________________________________________________________________________________
| From: | "Lindy" <lindy(at)snowhill.com> |
| Subject: | Re: Soob powered Ultrastar .... |
Dennis S--our old friend---Buddy C-from Maryland-exact time and date I
forget.Last saw him at Sun and Fun this year-many people still do not
believe we have the 2nd one manful--this statement is based on records from
the beginning -which in many cases are inaccurate--as u well know we got a
lot of publicity at our fly-ins years ago flying the 2 engine Kolb-approx.
top speed 40MPH-would fly on 1 engine-definitely would not climb on
1.Upgraded from 12 HP approx. to 15 around 1991--today it appears once a
year at the Enterprise Airport,fly in and currently is owned by Tom
Bowser.Like I said-Homer told me more than once that the strength of the
original wings were in the fabric.I can assure you I believed him.Have many
Videos of the old flyer taking off from country roads etc-classic
Video's-classic flights!
I was aware that you rolled one!.Were are you located these days?Hope all is
well-For approx. 2 years I never made a comment on list-but for some reason
lately-even when I say I will not-I do-getting old I guess but try to be
very careful when I comment on modifications as you and I both know for
every 100,000,000 suggestions to improve aviation approx. 1 a year is
adopted.--The Kolb firestar I had painted on my Van in 1990-still today
draws daily comments from may foreign students training here at Fort
Rucker--I tell them the truth-I know how good the Kolb wing is!To be honest
most students from Central and South America only know of one
ultralight--Quicksilver--I give them one of my Blue UL weather cards and
tell them in the future-the plane to get is a Kolb.. I do not have any stock
in Kolb-I am also very familiar with Rans and the new Hawk Arrow with HKS 71
in Pusher configuration--the first one-aware that chuck S-also a friend
worked for NASA. I have had a few of his muzzleloaders--being from NE Pa
originally we know how to make hard cider-200 Proof! We make the engine work
in pusher configuration!
Our old builder friend Glenn Rinch is approx 30 minutes flying time-and we
and others on this list fly in a couple of times a week to see
him--Currently finishing a challanger for firehawks flying Buddy-All the
best of Kolb-Rans-Air Cam Construction techniques-- again this thought was
in the back of my mind when the comments came up who was welcome at the New
Kolb fly-in--bottom line -we all can learn something from each other.The 582
on the new Kolbra at Oshkosh was built by a friend of mine Danny Day in
Tubac,AZ. They know were to get a reliable engine!
Leaving for Auburn-Wyoming game--all I will see this afternoon is 150's and
Tugs pulling banners! The have banned the PPC and Hot air balloons from
flying --to congested --85,000 party drinking, eating(tailgating)-would be a
PR diaster if one came down in the stadium or adjacent area's.
Lindy
LA-Lower Alabama
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
I guess Kolb and Dennis spent a lot of R&D time and money to make the tail
folding mechanism work. Ferguson just copied it without permission.
If it was me I would be more then very upset and wouldn't want to see people
support the Fergie
Understand
Will
In a message dated 8/31/00 11:28:57 AM Eastern Daylight Time,
jimh474(at)nettally.com writes:
> Ferguson, started out with a Kolb MKII Twinstar, added a full enclosure
> to the cockpit area, added a lift strut and changed the areofoil in the
> wing. The Elevator bell crank and fold system and 90% of the aircraft
> is pure Homer Kolb and Dennis Souder.
>
Do not achieve
________________________________________________________________________________
| From: | "Lindy" <lindy(at)snowhill.com> |
| Subject: | Re: Kolbs in West Palm, FL Area |
Fly colt--
when you see those black clouds coming--you don't have much time--the rule
we follow in the panhandle is this--the closer you get to the water the
calmer the air gets--true---but remember---noone to my knowledge has caught
a lightning bolt--being from NE Pa--Scranton/Clarks Summit area- you have a
little time to see em coming--here the distance is deceptive. By the way the
best beaches are in the panhanle--fly from Perry to Sandy Creek--a beautiful
flight---still basically off the main tourist route--all tourists use 98
West from Panama City to Fort Walton-Destin.
Aviation Country in the South is from Panama City Fl to Milton Fl up into
Lower Al--just check were the Navy and Army trains their pilots. We fly UL's
here 12 months .
Drop in.
Lindy
LA-Lower Alabama
Lindy
LA
________________________________________________________________________________
| Subject: | Re: Fuel Tank Outlet |
I opted to drill the fuel line hole in the top of the tank. This seemed like
a no-brainer as it could not leak unless I was flying inverted. My reason for
not drilling a large hole in the bottom of the tank is just what you are
experiencing. It mak be worth your while to get new tanks and try this
method, if for no other reason, just for the piece of mind. None of us want
to be "up there" wandering if all our fuel is about to leak out. Good luck
with your solution.
________________________________________________________________________________
| Subject: | Re: Fuel Tank Outlet |
OOPS! I should have read the rest of your post before responding. I drilled a
3/8" (?) hole in the top of the tank, ran the fuel line through, brought it
back out the filler opening and used a plastic fuel line clamp to attach the
metal "L" shaped connector that would push up through the rubber grommet if
installing through the bottom of the tanh. 130 hours so far and no problems.
________________________________________________________________________________
| From: | "Darren Smalec" <smald(at)shianet.org> |
| Subject: | Hirth exhaust mounting |
Disposition-Notification-To: "Darren Smalec"
Group,
Can anyone give me some ideas on mounting a Hirth side mount exhaust on a
Firestar?? I just ordered a Hirth 2702, and the mount has to be fabricated.
Thanks!
Darren Smalec, FS1, 0hrs in 47 days :(
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Hirth exhaust mounting |
Darren,
Here is a picture of Jim Bakers FireStar installation.
http://home.elp.rr.com/airplane/jb4.jpg
Download it soon because I'm running out of web space.
Hope it helps
Will Uribe
http://home.elp.rr.com/airplane/GUG.jpg
In a message dated 8/31/00 2:37:56 PM Eastern Daylight Time,
smald(at)shianet.org writes:
> Group,
> Can anyone give me some ideas on mounting a Hirth side mount exhaust on a
> Firestar?? I just ordered a Hirth 2702, and the mount has to be fabricated.
> Thanks!
> Darren Smalec, FS1, 0hrs in 47 days :(
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Trailer Tailboom Support |
Gary,
Thanks for the pictures, I made copies and will send them back today.
http://home.elp.rr.com/airplane/t001.jpg
http://home.elp.rr.com/airplane/t004.jpg
http://home.elp.rr.com/airplane/t006.jpg
http://home.elp.rr.com/airplane/t002.jpg
http://home.elp.rr.com/airplane/t005.jpg
http://home.elp.rr.com/airplane/t003.jpg
Regards
Will
In a message dated 8/21/00 10:10:24 PM Eastern Daylight Time,
ZepRep251(at)aol.com writes:
>
> Beauford;my tailboom support is retracted to flush with the floor so the
> tail wheel can ride over it in a grooved track which guides the tail wheel
> down the center of the trailer. once the airplane is about 12" from the
> chocks I pull down on the 4' long lever which cradles the tube, lifts the
> tail wheel 4" off the floor and pulls it back against the chocks in one
> motion. The lever ends up flat on the floor. I just read what i wrote and
it
>
> is not a very good description. if you like I'll send you a picture or a
> drawing.G.Aman FS2 55hrs
________________________________________________________________________________
| From: | "Richard Swiderski" <swidersk(at)digital.net> |
| Subject: | Re: Soob powered Ultrastar .... |
Kolbers,
I just saved Dennis' message below & promised myself that I will read it
once a year. It is a sobering & wise message. I too lost a dear friend
who, as a favor, test flew an ultralight that was modified by an
aeronautical engineer. Knowledgable witnesses said it just fell out of the
sky, as it was doing a high speed pass down the runway, like the laws of
flight expired.
A little knowledge mixed with a little success can be a potent cocktail
that is intoxicating & allows us do things that wiser people wouldn't
consider. Those of us who find it difficult to resist the temptation to
"improve" things will do well to pray for the humility to listen to those
who have gone before us. ...Richard Swiderski
----- Original Message -----
From: "Dennis Souder" <flykolb(at)epix.net>
> Lindy, Randy and group,
>
>
> RE: Sub powered UltraStar:
>
> In my mind, the issue is not the quality of the Soob, but its weight.
There
> was gentleman from South America with a FireStar II who just had to have a
> BMW with re-drive (Ross I think?). Kolb tried to talk him out of it, but
he
> he kept insisting that was what he wanted. He had done his homework
> carefully and argued that the 725 lb GW of the FS should accomodate the
> extra weight. Plus he had a longer shaft unit with the Ross so the engine
> was placed further forward taking care of the CG problem. So he proceeded
> to install and fly the FS-II.
>
> It was not long after that he ordered a Rotax 503 because he did not like
> the way it flew with the BMW (his English wasn't great so I am not sure I
> really understood what exactly it was that he didn't like). He installed
> the 503 and was absolutely delighted with it flying characteristics.
>
> That was with a FS-II with 725 lb. GW - not an US with only 500 lb. GW.
>
> I remember the year the Jack McCormick showed up at Oshkosh with a
> snowmobile engine in his Dactyl (sp?). This when everyone else was using
> Mac 101s or Chryslers. I was absolutely taken aback, what a huge engine
on
> such a light frame (it was the single cylinder 340 Sacks I think). I just
> could not get over marveling at how bold it was of Jack to do something so
> outrageous! What courage he had to take such a big step. I'll never
forget
> that impression!
>
> I have had lots of experience since then and engine size has continued to
> grow along with the strength of airframes as well. But the UltraStar with
a
> 4 cylinder Soob comes close to recapturing that moment of many years ago.
>
> Of course the Dactyl did fine with the Sachs and the UltraStar may do okay
> with the Soob. I greatly admire the pioneering spirit that gives rise to
> such experimentation. Not knowing all the particulars of this particular
US
> and not knowing the competence of the builder / pilot brings out the fears
I
> have for this mismatch (IMHO) of airframe and engine.
>
> Richard Swiderski on this list is another builder / flyer who has
stretched
> the envelope of the UltraStar beyond what I may have felt comfortable
with.
> But he did it sucess and with style!
>
> But even an otherwise competent shadetree engineer can get somethings
wrong
> and overlook others - and this gives rise to the concerns. We all need to
> be brought back to reality once in a while. For me it is my many friends
> and acquaintances in the ultralight industry over the years who have died
> flying their new experiments, Carlson being the most recent.
>
> Jim Lee was another was a very competent designer / engineer who went a
step
> to far. He continued flying his custom design (incorrectly labeled a
> Mark-III) even though he knew it did not have good flight characteristics.
> And he would not let his friends fly it when he would freely let them fly
> his other aircraft. He knew it wasn't a healthy design. And in that one
> moment of time when things go wrong and invariably - if you fly long
enough
> things do go wrong - there wasn't that normal reserve of forgiveness in
> flying characteristics, to help him through a difficult situation and he
> paid for it with his life.
>
> This list goes on and on ... there is good reason for caution .. for just
> flying - let alone flying something that has never been flown before by
> anyone else ... for flying something that deviates greatly from any
existing
> norm.
>
> This brings me back to reality. This helps supply the caution that tends
to
> fade away as we are more and more successful with our flying till after
> awhile we think that the rules of gravity apply to others and not
ourselves.
>
> Randy, please fly very carefully my soob-powered UltraStar friend!
>
> Dennis
>
>
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | Galls wig/wag flasher . . . |
I've had a number of questions about hooking up this popular wig/wag
flasher and without having put my hands on one, I was unable to be
very authoritative. I purchased one a few weeks ago and last night
I took the time to scope out the critter.
I was disappointed to find that the flasher ties the two lamp circuits
together when it's de-energized . . . no big deal on police cars where
headlights are normally operated together . . . but a bit of a challange
when you'd like to have independent landing and taxi light circuits.
None-the-less, I've deduced and published a wiring diagram at
http://www.aeroelectric.com/articles.html which folks are welcome
to download as interest and/or need dictates.
By the way, I have a very nearly new Galls flasher for sale at
$10 less than I paid for it . . . first $45 offer via
direct email to me takes it . . . post paid anywhere in US.
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: | "plane" <plane(at)atomic.net> |
| Subject: | Re: P38 near Chestnut Knolls |
----- Original Message -----
From: Richard Pike <richard(at)BCChapel.org>
Sent: Wednesday, August 30, 2000 11:05 PM
Subject: Kolb-List: P38 near Chestnut Knolls
>
> About 47 miles SE of Chestnut Knolls is Midlesboro-Bell County airport,
the
> home of Glacier Girl. This is the P-38 that was dug up out of the
Greenland
> ice cap about 8-10 years ago and is being restored to flying condition in
a
> hangar on the airport. Since there will be about 4 or 5 of us flying up
> Saturday morning and then back home again Saturday afternoon and stopping
> there to stretch, if anyone wants to fly along with us and check it out,
> that would be great, admission to the restoration is free, they do ask for
> a donation.
> Richard Pike
> MKIII N420P (420ldPoops)
>
Wish that I could go see how much work that they have done. I seen the
p 38 back in 91 didnt think that it was possible to put back in the air.
looking forward to a report on thuis project
> Randy soobydoo in NC
>
>
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
> Making my usual ungainly squat-and-grab-the-no.2-wire, I'm safely back
> on Mother Earth. Seventy-seven seems a long time.
>
> bn
HAPPY BIRTHDAY BUDDY!
You are a fortunate man. I hope I can fly on my 77th.
john h
________________________________________________________________________________
| From: | b young <byoung(at)brigham.net> |
| Subject: | Re: Kolb-List Digest: 52 Msgs - 08/30/00 |
> Now my question is what happens if one of the tanks runs
dry? Will the
pump
> start sucking air and can't pull fuel from the other tank?
fluid when connected with a hose between two tanks will try
to stay at the same level and both takes should empty at the
same time.
boyd
________________________________________________________________________________
| From: | "John Cooley" <johnc(at)datasync.com> |
Disposition-Notification-To: "John Cooley"
> > Making my usual ungainly squat-and-grab-the-no.2-wire, I'm safely back
> > on Mother Earth. Seventy-seven seems a long time.
> >
> > bn
>
>
> HAPPY BIRTHDAY BUDDY!
>
> You are a fortunate man. I hope I can fly on my 77th.
>
> john h
>
Ditto from me!
Later
John Cooley
________________________________________________________________________________
| From: | "plane" <plane(at)atomic.net> |
----- Original Message -----
From: Woody <duesouth(at)govital.net>
Sent: Wednesday, August 30, 2000 12:56 PM
Subject: Re: Kolb-List: Re: Soobydo
>
>
> I have been researching Soobs for awhile also and have noticed that the
> main failure is in the added on improvements to the basic soob engine. You
> know the story - gotta have 2 ignitions, don't like the stock carb, fuel
> injection is not dependable enough etc. All these deviations and jury
> rigged solutions to make the soob more dependable usually are the first to
> fail. I listened to a guy describe his experience taking a soob out of a
> car and installing it straight into an Avid. He had over 800 hrs on it
> without problem. Others listening to his seminar would get up in the
> question period and tell him he had to get rid of all that soob junk and
> add all these home made improvements. Here was a guy with experience and
> the armchair theorists were telling what he had to do. Soob is a good
> engine as it comes out of the factory. Unless there is no way around it
> don't change it. If it is running good don't even rebuild it. Another
> source of engine failure is missing a small detail in the rebuild process.
> These are my opinions gleaned from researching soobs for the past 3 or 4
> years and having friends fly failing soobs and one even being killed due
to
> a little mistake in the rebuild process.
>
> Hi woody
you are right keep it simple. my engine come right out of the car
it ran to good to rebuild, I did put a point ingnition on the engine no
redrive the bare block weight is 100 lbs
I almost got two hours logged in today. take off is 45 mph @3000 rpm
landing is 45 mph I allways try to do wheel landings. 2500 gives me 52 mph
the plane likes this speed the best, 3000 rpm gives me 65 mph and 3400 just
dosent give me much more seed maybe 67 mph. water temp runs about 170 deg.
the plane handles just as it did with the cyuna. I have less then 400.00 in
this engine and it runs and sounds so good still have to put 7 more hours
on be for leaving sight of the runway. will get some vidios and pictures
this weekend if it dose not rain I will share the vidios with anybody that
is intrested.
Randy soobydoo in NC
>
>
________________________________________________________________________________
| From: | bweber2 <bweber2(at)earthlink.net> |
gerken(at)us.ibm.com wrote:
>
>
> > It seems like a tricky proposition to get
> > that grommet hole exactly right for the grommet. A drill
> > rarely makes a perfectly round hole, expecially in plastic.
>
> A Unibit (or similar step-drill) will make a perfect round hole in your
> plastic tanks.
>
> Jim G
Only if the drill spins perfectly with no run-out and the
tank can
be held absolutely stationary with respect to the drill
shaft.
--
****************************************************
* Bill Weber * Thunder's just the noise *
* Simi Valley, CA * Lightning does the work *
****************************************************
________________________________________________________________________________
| Subject: | Re: Kolb-List Digest: 31 Msgs - 08/31/00 |
Kolb-ListDigestServer(at)matronics.com
In a message dated 9/1/00 3:02:18 AM Eastern Daylight Time,
kolb-list-digest(at)matronics.com writes:
<< I just saved Dennis' message below & promised myself that I will read it
once a year. It is a sobering & wise message. I too lost a dear friend
who, as a favor, test flew an ultralight that was modified by an
aeronautical engineer. Knowledgable witnesses said it just fell out of the
sky, as it was doing a high speed pass down the runway, like the laws of
flight expired.
A little knowledge mixed with a little success can be a potent cocktail
that is intoxicating & allows us do things that wiser people wouldn't
consider. Those of us who find it difficult to resist the temptation to
"improve" things will do well to pray for the humility to listen to those
who have gone before us. ...Richard Swiderski >>
I agree with you wholeheartedly Richard, and your message is not a bit
slouchy either....I'll keep both yours and Dennis's....GeoR38
ps...I like the "pray for the humility part"...never heard that one
before...and I even had an alcoholic in the family...
________________________________________________________________________________
| Subject: | Re: Kolb-List Digest: 31 Msgs - 08/31/00 |
Kolb-ListDigestServer(at)matronics.com
In a message dated 9/1/00 3:02:18 AM Eastern Daylight Time,
kolb-list-digest(at)matronics.com writes:
<< complaining about the terrible traffic. A long
train of yellow school buses snakes out of the night-time home of the
yellows, splitting into the county roads.
I am lazily keeping clear of populated areas, yet able to record the
passing scene without intruding upon the busy scene below. The FireFly's
low-cut windscreen
isn't keeping the misty rain off my visor when I rise slightly in my
sling seat. And my glasses start to fog! Down from 500' to about 300',
the rain stops.
Back to the airport after only a half hour, but it was a half hour's
flying that the guys stuck in the cars below couldn't imagine.
Making my usual ungainly squat-and-grab-the-no.2-wire, I'm safely back
on Mother Earth. Seventy-seven seems a long time. >>
Beautiful word picture, Bob, and ...happy Birthday............ GeoR38
________________________________________________________________________________
| Subject: | Re: Kolb-List Digest: 31 Msgs - 08/31/00 |
Kolb-ListDigestServer(at)matronics.com
In a message dated 9/1/00 3:02:18 AM Eastern Daylight Time,
kolb-list-digest(at)matronics.com writes:
<< flykolb(at)epix.net >>
Dennis, I appreciate your comments about Jim Lee, I never met him although I
lived no more than 13 miles from him and Sharon Pa was my native town til I
was 21. His dad was THE plumber for the town and they expanded into
tents...Then Jim came along and REALLY took off in the business with a lot of
entreprenural stuff including building and modifying Kolbs, his real love,
I've heard.
I appreciated ALL of your comments.
George Randolph
I only met you and your family once, accidently, in the parking lot of a
Cracker Barrel (which I ultimately bought some stock in) near Warren, Ohio on
RT 76...maybe 5 or 6 years ago, but never at Oshkosh or S&F....I have a
Firestar...the 1st KX, I think
GeoR38
________________________________________________________________________________
| Subject: | Re: Returned mail: Host unknown (Name server: matronics.commatronics.com: |
hos...
In a message dated 9/1/00 1:08:18 PM Eastern Daylight Time,
MAILER-DAEMON(at)aol.com writes:
<< I just saved Dennis' message below & promised myself that I will read it
once a year. It is a sobering & wise message. I too lost a dear friend
who, as a favor, test flew an ultralight that was modified by an
aeronautical engineer. Knowledgable witnesses said it just fell out of the
sky, as it was doing a high speed pass down the runway, like the laws of
flight expired.
A little knowledge mixed with a little success can be a potent cocktail
that is intoxicating & allows us do things that wiser people wouldn't
consider. Those of us who find it difficult to resist the temptation to
"improve" things will do well to pray for the humility to listen to those
who have gone before us. ...Richard Swiderski >>
I agree with you wholeheartedly Richard, and your message is not a bit
slouchy either....I'll keep both yours and Dennis's....GeoR38
ps...I like the "pray for the humility part"...never heard that one
before...and I even had an alcoholic in the family... >>
________________________________________________________________________________
| Subject: | Re: Returned mail: Host unknown (Name server: matronics.commatronics.com: |
hos...
In a message dated 9/1/00 1:21:51 PM Eastern Daylight Time,
MAILER-DAEMON(at)aol.com writes:
<< yellows, splitting into the county roads.
I am lazily keeping clear of populated areas, yet able to record the
passing scene without intruding upon the busy scene below. The FireFly's
low-cut windscreen
isn't keeping the misty rain off my visor when I rise slightly in my
sling seat. And my glasses start to fog! Down from 500' to about 300',
the rain stops.
Back to the airport after only a half hour, but it was a half hour's
flying that the guys stuck in the cars below couldn't imagine.
Making my usual ungainly squat-and-grab-the-no.2-wire, I'm safely back
on Mother Earth. Seventy-seven seems a long time. >>
Beautiful word picture, Bob, and ...happy Birthday............ GeoR38 >>
________________________________________________________________________________
| Subject: | Re: Returned mail: Host unknown (Name server: matronics.commatronics.com: |
hos...
In a message dated 9/1/00 1:38:33 PM Eastern Daylight Time,
MAILER-DAEMON(at)aol.com writes:
<< Dennis, I appreciate your comments about Jim Lee, I never met him although
I
lived no more than 13 miles from him and Sharon Pa was my native town til I
was 21. His dad was THE plumber for the town and they expanded into
tents...Then Jim came along and REALLY took off in the business with a lot
of
entreprenural stuff including building and modifying Kolbs, his real love,
I've heard.
I appreciated ALL of your comments.
George Randolph
I only met you and your family once, accidently, in the parking lot of a
Cracker Barrel (which I ultimately bought some stock in) near Warren, Ohio
on
RT 76...maybe 5 or 6 years ago, but never at Oshkosh or S&F....I have a
Firestar...the 1st KX, I think
GeoR38 >>
________________________________________________________________________________
| From: | GEORGE ALEXANDER <gtalexander(at)att.net> |
Robert Noyer wrote:
>
>
> I do an Annual that doesn't involve a Mechanic, altho I am one. For more
> than 40 years I have aviated on my natal day, missing fewer than a
> handful. Started Aug- the-31st, '42.
<<>>
>
> Making my usual ungainly squat-and-grab-the-no.2-wire, I'm safely back
> on Mother Earth. Seventy-seven seems a long time.
Bob:
Belated Happy Birthday. Nice piece as usual.
George Alexander
http://gtalexander.home.att.net
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | Santa Rosa Seminar . . . |
"Robert L. Nuckolls, III"
Driving directions and hotel accomodations info has been posted
for the Santa Rosa CA seminar Sept 30/Oct 1. It's not too late
to sign up for this program. If we get a few more attendees,
we'll up the doorprize ante to two, count'm TWO handheld
GPS receievers. BTW, the current price of choice is the Magellan
GPS 310 that accepts a serial data cable option . . .
See http://www.aeroelectric.com/seminars.html
Further, there is sufficient interest in the proposed So Cal
and Portland programs to pick dates and places. We'll get those
programs firmed up in the next few weeks for presentations
in Jan/Feb time frame.
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: | b young <byoung(at)brigham.net> |
"Kolb-List Digest Server @matronics.com"
<<<<>>>
no the contention is not the aircraft-------The contention
is the person who coppeid the kolb,,,,, the aircraft is just
a bunch of parts bolts washere tubes etc just like ours.
it cant think or do anything of itself.
my 2 cents worth
boyd
________________________________________________________________________________
| From: | "Sam Cox" <lightflyer(at)email.msn.com> |
| Subject: | Att. Warbird Fans |
Attention EAA Chapters and Members:
Chapter leaders - Please distribute this alert to all of your members.
EAA needs your assistance to prevent the passage of Section 361 and Section
362, House Bill H.R. 4205. These two sections of H.R. 4205 contains language
requiring the demilitarization of surplus military equipment.
Demilitarization means rendering all surplus military equipment inoperable,
which would effectively ground the warbird fleet, an important part of our
military and aviation heritage.
EAA requests that you contact your Congressional representative by Tuesday,
September 5, and state your opposition to Section 361 and Section 362 of
House Bill "H.R. 4205". Either use the local phone number listed in your
phone book or call the U.S. Capital switchboard, 800-241-7109, ask to speak
to your representative and then state your opposition to these sections of
the bill. A web link is provided below to find fax numbers, mailing
addresses, and e-mail addresses for your congressional representatives.
If you're enjoying the Labor Day holiday and can't contact your
representative by Tuesday, please do so as soon as possible. All the
interest that can be generated will help us defeat these two sections of
H.R. 4205.
If you contact your congressman, please send us a copy of your comments via
fax at 920-426-4873 (fax), Attn: Pete Moll, or e-mail: pmoll(at)eaa.org, to let
Pete know what your comments consisted of. As always, EAA thanks you for
your continued support
Many warbird owners and enthusiasts regard such broad authority as a threat
to these significant aircraft, since military representatives could force
museums and other collectors to make the airplanes unflyable to comply with
the regulation.
Unless these sections are defeated, they will effectively cripple the
warbird preservation movement.
Since late July, members of EAA's Legal Advisory Council and Warbirds of
America Division have been working with congressional representatives to
modify the language in the resolution. A key figure in the effort is Sen.
James Inhofe (R-OK), a pilot and supporter of recreational aviation. Sen.
Inhofe and EAA have suggested that Department of Defense's authority include
demilitarization for purposes of "solely deactivating offensive equipment
and weaponry" in disposed surplus items.
However, this legislation may continue in its current form unless you take
action to stop it. Please take action today.
Section 361 of the proposed Bill gives the government the authority to
demilitarize ex-military aircraft and Section 362 of the Bill requires the
government to track the identity of anyone who has purchased ex-military
hardware.
Please take a few minutes to call, fax or email your local Congressman and
ask that they take action to remove Section 361 and Section 362 from House
Resolution 4205. If you send a FAX, a simple, handwritten note is all that
is necessary (FAXES are actually given higher priority than e-mails by most
congressional offices). In your letter:
* Identify yourself as a concerned constituent of their
district, sign it with your name, address, and phone number.
* That you are an enthusiasts of historic ex-military American
aircraft such a P-51 fighters and B-17's
* That you are very concerned that Section 361 and Section 362
of House Resolution (H.R.) bill 4205 will require the destruction of these
historic US ex-military aircraft
* Request that Section 361 and 362 be removed from H.R. 4205.
You can check your local phone book for your congressman's contact
information or go to http://www.visi.com/juan/congress/
<http://www.rider.edu/sites/phanc/pol_sc/resource/hardenpsi.htm>
EAA is keenly aware that "citizen awareness and action" makes a large impact
on congressional actions. As in any action, 100 letters/faxes or more can
make a huge difference on how your congressional members react to
legislative agenda items. Be proactive and let them know how you feel about
Sections 361 and 362 of H.R. bill 4205.
________________________________________________________________________________
| From: | "Richard Swiderski" <swidersk(at)digital.net> |
Kolbers,
I always regretted not taking a philosophy course in college. Little
did I know what would be waiting for me in the future. I love this list. I
have been genuinely impressed & swayed in both directions with some some of
the clear & logical remarks, and I certainly have been entertained by some
of the more passionate remarks, but Boyd, your comment below can only be
desribed as transcendent logic. Thanks for an observation that I doubt I
would ever have picked up on. ...Richard S
.---- Original Message -----
From: "b young" <byoung(at)brigham.net>
Sent: Friday, September 01, 2000 8:48 PM
Subject: Kolb-List: Re:fergie
>
> <<<<>>>
>
> no the contention is not the aircraft-------The contention
> is the person who coppeid the kolb,,,,, the aircraft is just
> a bunch of parts bolts washere tubes etc just like ours.
> it cant think or do anything of itself.
>
> my 2 cents worth
> boyd
>
>
________________________________________________________________________________
| From: | WingManBill2(at)aol.com |
Ok guys/gals, I've got a quick question, gettin ready here to start spraying
my project and was wondering how most had done the main wings, I'm thinkin it
would be best to hang em up by the trailing edge. the root end is not a
problem, but the wing tip i don't see an attach point unless i open up the
training edge tube which is now covered and insert a tube for attachment
purposes.
________________________________________________________________________________
| Subject: | Re: Kolb-List Digest: 15 Msgs - 09/01/00 |
In a message dated 9/2/00 2:59:32 AM Eastern Daylight Time,
kolb-list-digest(at)matronics.com writes:
<< I always regretted not taking a philosophy course in college. Little
did I know what would be waiting for me in the future. I love this list. I
have been genuinely impressed & swayed in both directions with some some of
the clear & logical remarks, and I certainly have been entertained by some
of the more passionate remarks, but Boyd, your comment below can only be
desribed as transcendent logic. Thanks for an observation that I doubt I
would ever have picked up on. ...Richard S
.---- Original Message -----
From: "b young" <byoung(at)brigham.net>
Sent: Friday, September 01, 2000 8:48 PM
Subject: Kolb-List: Re:fergie
>
> <<<<>>>
>
> no the contention is not the aircraft-------The contention
> is the person who coppeid the kolb,,,,, the aircraft is just
> a bunch of parts bolts washere tubes etc just like ours.
> it cant think or do anything of itself.
>
> my 2 cents worth
> boyd
> >>
Isn't it great to be an adult (in logic power) and a child ( in aviation JOY)
and even....kinda....understand...what's goin on here...GREAT guys!
Hey I gotta apologize for the duplicates on this last digest as I just
switched over to digest from Realtime and am just learning.
GeoR38
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Re: Quick Question |
Sawhorses: Lay the wings flat and spray, less runs.
Richard Pike
MKIII N420P (420ldPoops)
>
>Ok guys/gals, I've got a quick question, gettin ready here to start spraying
>my project and was wondering how most had done the main wings, I'm thinkin it
>would be best to hang em up by the trailing edge. the root end is not a
>problem, but the wing tip i don't see an attach point unless i open up the
>training edge tube which is now covered and insert a tube for attachment
>purposes.
>
>
________________________________________________________________________________
| From: | Woody <duesouth(at)govital.net> |
| Subject: | Re: Quick Question |
>
>
>would be best to hang em up by the trailing edge. the root end is not a
>problem, but the wing tip i don't see an attach point unless i open up the
>training edge tube which is now covered and insert a tube for attachment
>purposes.
Thats how I did my Twinstar. Opening up that tube allows you to insert a
tube there anytime you need to move your folded Kolb around. A lot easier
that grabbing the fabric down at the bow tip.
________________________________________________________________________________
| From: | larrybiglar(at)earthlink.net |
I'll second that comment on the uni-bit. They are really great,
and cut smooth, round holes in sheet metal, etc., without grabbing
or binding. Well worth the cost. Big Lar. Still
on vacation in Vancouver, B.C.
--- Original Message ---
bweber2 Wrote on
------------------
gerken(at)us.ibm.com wrote:
>
>
> > It seems like a tricky proposition to get
> > that grommet hole exactly right for the grommet. A drill
> > rarely makes a perfectly round hole, expecially in plastic.
>
> A Unibit (or similar step-drill) will make a perfect round
hole in your
> plastic tanks.
>
> Jim G
Only if the drill spins perfectly with no run-out and the
tank can
be held absolutely stationary with respect to the drill
shaft.
--
****************************************************
* Bill Weber * Thunder's just the noise *
* Simi Valley, CA * Lightning does the work *
****************************************************
-----
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________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | . . . just couldn't stand it. |
"Robert L. Nuckolls, III"
At the request of several readers, I sat down at the bench last week
and doped out a good way to use the popular Galls emergency vehicle
flasher as a wig_wag system for airplanes. The thing was useable but
it just struck me as too expensive, too heavy, and drove the total
parts count in the system up.
Been thrashing the seeds of an idea for several days. I've published
an elegant alternative to the Galls system on our website. Check out
the top item at http://www.aeroelectric.com/articles.html
I am by no means suggesting that folks rip out the Galls system if
it's installed and working to their satisfaction . . . there's nothing
wrong with the way the thing functions. However, if you plan to have
a wig_wag see-and-be-seen system on your airplane and you've not yet
purchased hardware to do it, consider the new drawing I've posted for
a lower cost, lighter, and easier to install alternative.
We'll have an assembled flasher assembly to add with relay and switches
already stock in our catalog pretty soon. Alternatively, you may
roll-your-own from data supplied in the drawing.
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: | ZepRep251(at)aol.com |
| Subject: | Re: Quick Question |
Hang them leading edge down, from the compression strut fitting and from a
wire passed thru the aileron counterbalance tube. It is open on both ends.G
Aman FS2
________________________________________________________________________________
| From: | "Terry" <tswartz(at)hydrosoft.net> |
I hung mine flat from the ceiling. Flat is better for run control. I used
two motorcycle tie down straps from hooks in the ceiling for quick up and
down adjustment. I used a wire loop between the main spar attachment and
the rear attachment. Tied a knot in that wire loop which left a small loop
to attach the hook of the tie down strap so the wing wouldn't tilt. I
installed wingtip strobes and I used the strobe wire that came through the
wingtip bow as the attachment point. Then I could paint the wing flat, flip
it over and paint the other side with out waiting for paint to dry.
Terry
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of
WingManBill2(at)aol.com
Sent: Saturday, September 02, 2000 8:14 AM
Subject: Kolb-List: Quick Question
Ok guys/gals, I've got a quick question, gettin ready here to start spraying
my project and was wondering how most had done the main wings, I'm thinkin
it
would be best to hang em up by the trailing edge. the root end is not a
problem, but the wing tip i don't see an attach point unless i open up the
training edge tube which is now covered and insert a tube for attachment
purposes.
________________________________________________________________________________
| From: | Segarcts(at)aol.com |
| Subject: | Re: : Kolb-List:Gas |
I got a question.I have been using high test gas in my 503 for 3 years ,today
a friend said he read in ul that you can use reg. gas.Any comments????
________________________________________________________________________________
| From: | WingManBill2(at)aol.com |
| Subject: | Instrument Holes |
I've got to drill two size holes for instruments:
3 1/8 inch
2 1/4 inch
I hate to keep going out to buy expensive tools that I'll only use once, was
wondering if anybody out there had this size hole cutters that one could
borrow or rent? If I had a tool that somebody needed like say safety wire
pliers I would be willing to even ship it out and just as long as it's
returned. Asking alot I know, but would be cheaper for all of us on this
list to share the tools wouldn't ya think? Here's my address in case
somebody wants to help a fellow kolber out!
Bill Johnston Jr.
Rt 3 Box 928
Harpers Ferry, WV
25425
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: : Kolb-List:Gas |
Segarcts(at)aol.com
>
> I got a question.I have been using high test gas in my 503 for 3 years ,today
> a friend said he read in ul that you can use reg. gas.Any comments????
Howdy Friends,
Book says 87 octane minimum for everything up to and
including 912. 912S has to run 91 octane minimum cause it
has higher compression ratio than 912. Wish I had known
that when I was putting all those hours on those engines.
Found out about fuel requirement from Eric Tucker at 912
School last January.
Take care,
john h
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Instrument Holes |
> I hate to keep going out to buy expensive tools that I'll only use once, was
> wondering if anybody out there had this size hole cutters that one could
> borrow or rent?
>
> Bill Johnston Jr.
Bill and Gang:
Go out and buy yourself a flycutter. Then you can cut al
kinds of holes with the same tool. Been using one for
years. Think I ordered it from Northern Hydraulics, Chuck
Homiers, or one of those mail order folks.
Take care,
john h
________________________________________________________________________________
| From: | Dave Grandeffo <davegran(at)execpc.com> |
John Jung wrote:
On the way back from that weekend All Wisconsin Fly-In that John
mentioned, we
were in radio communication.
Hi John,
What radios/frequencies do ultralights use for plane-to-plane and
plane-to-ground crew communications? I've heard that some pilots use CB.
--
Dave Grandeffo
davegran(at)execpc.com
Firestar Restoration Project
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)alltel.net> |
| Subject: | Icom patch cables with ptt |
Hi everyone,
A friend lent me his Icom patchcords yesterday to use with my Icom IC-A21.
I beleive it was Icom HS20SB. They mate right to my navcom and headsets and
have a ptt toggle switch. I did not fly with them but used them enough
while rejetting to get a good impression.
Anyone Know where I can find these patch cords? Seems like all the usual
suspects only catalog stuff for the latest model Icoms.
Thanks,
Denny Rowe
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Re: : Kolb-List:Gas |
Regular is a bit weak, go to mid range/ 89 octane. One of our locals has
used regular for years, switched to 89 octane, and picked up 200 rpm top
end, says it's smoother also. He is using a DCDI 503 with a 62" three blade
Warp prop.
I have been using Amoco 93 in my 532, will be going to 89 and see what happens.
Richard Pike
MKIII N420P (420ldPoops)
>
>I got a question.I have been using high test gas in my 503 for 3 years ,today
>a friend said he read in ul that you can use reg. gas.Any comments????
>
________________________________________________________________________________
August 20, 2000 - September 03, 2000
Kolb-Archive.digest.vol-ch