Kolb-Archive.digest.vol-ci

September 03, 2000 - September 24, 2000



Date: Sep 03, 2000
Subject: Re: Kolb-List Digest: 14 Msgs - 09/02/00
In a message dated 9/3/00 3:03:50 AM Eastern Daylight Time, kolb-list-digest(at)matronics.com writes: << 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. >> I left the tube open and now use it to bungee the two folded wings together instead of using the squiggle pins through the tail boom supports....much easier fold technique than trying to find the tiny holes in the dark....GeoR38 ________________________________________________________________________________
From: ULDAD(at)aol.com
Date: Sep 03, 2000
Subject: Re: Icom patch cables with ptt
I called one of the avionics vendors (can't remember which) a while back about the same patch cord. They were available, but very expensive. Over $100. Originally they were about $60. When ICOM started making the A-22, they doubled the prices on the A-21 accessories. Bill Griffin ________________________________________________________________________________
Date: Sep 03, 2000
From: b young <byoung(at)brigham.net>
Subject: painting wings
<<<>>> i put mine on a picnic table and when it had dried i turned it over. by having it flat it made for fewer runs. i just copied what was in the stits poly fiber video boyd ________________________________________________________________________________
Date: Sep 03, 2000
From: b young <byoung(at)brigham.net>
Subject: Re: Kolb-List Digest: 14 Msgs - 09/02/00
<<<<>>>> i picked up a rotary file that fit in my drill and carefully went around continually checking the fit. 1 size fits all and i was pleased with the results. boyd ________________________________________________________________________________
Date: Sep 03, 2000
From: b young <byoung(at)brigham.net>
Subject: fyi for your info
i put the soft vinal rear windo in today part of the full enclosure kit. what a diference in the noise level, other pilots told me that my radio background noise was cut over 1/2. i was also suprized how little it flexed in flight. the time spent on the ramp was warmer than i was use to. had to keep a door open to taxi or cook. boyd ________________________________________________________________________________
From: EnaudZ(at)aol.com
Date: Sep 03, 2000
Subject: Fuel pressure
Hi Is reduced fuel pressure caused by sticking rings in on Rtax 503 ? FS2 D zollinger 155 hrs. ________________________________________________________________________________
Date: Sep 03, 2000
From: Robert Noyer <ronoy(at)shentel.net>
Subject: Re: Instrument Holes
Fly-cutter work better if you can back-up the panel w/ something stiff, like wood. Keeps work surface flatter and hole edge nicer. Have cut a buncha holes in all kinds of GA IPs without those expensive IP punches. bn ________________________________________________________________________________
From: "Ron or Mary Payne" <ronormar(at)apex.net>
Subject: Re: : Kolb-List:Gas
Date: Sep 03, 2000
This kind of confuses me. When I was taking my aircraft engine mechanics course, which was in 1955 so my memory may be faulty, we had to take a course in fuels. As I remember the only reason to use a higher octane rating is to stop an engine from pre-ignition. I other words if an engine is spark knocking, then a higher octane fuel is required. If an engine is not spark knocking, then a higher octane fuel does nothing but waist a little money. It does not make any more horsepower, generate any more heat or anything else. It only reduces the posibility of pre-ignition. If anyone has information to the contrary please let me know. Ron Payne Gilbertsville, Ky. Soon to start FireStar project ----- Original Message ----- From: "Richard Pike" <richard(at)BCChapel.org> Sent: Sunday, September 03, 2000 7:28 AM 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???? > > > > ________________________________________________________________________________
From: "Geoff Thistlethwaite" <geoffthis(at)worldnet.att.net>
Subject: Re: Instrument Holes
Date: Sep 03, 2000
"Geoff Thistlethwaite" Would someone define or describe a fly-cutter? When I did my instrument panel I made it out of al. that I had done the burnished circles on like on the cowling of the Spirit of St. Louis, only smaller. ( a friendly A&P showed me how) I drew the circles in marks-lot then drilled with a drilled with a small bit around the circumference of the circles. Then used my dremel tool to cut out, fit and, smooth the edges. Sounds like a fly-cutter would do this much better. Thanks Geoff Thistlethwaite ----- Original Message ----- From: "Robert Noyer" <ronoy(at)shentel.net> Sent: Sunday, September 03, 2000 1:31 PM Subject: Re: Kolb-List: Instrument Holes > > Fly-cutter work better if you can back-up the panel w/ something stiff, > like wood. Keeps work surface flatter and hole edge nicer. Have cut a > buncha holes in all kinds of GA IPs without those expensive IP punches. > > bn > > ________________________________________________________________________________
Date: Sep 03, 2000
From: Richard Pike <richard(at)BCChapel.org>
Subject: Re: Fuel pressure
Fuel pressure should be a function of the Mikuni's pulses, and I would think it either works, or it doesn't. The health of the engine might enter into the equation, but not very much, if at all. I would think the answer is probably no. But if your rings are sticking, you will soon not be worrying about reduced fuel pressure, you will be worrying about your lift over drag ratio, and your off-airport landing techniques. Richard Pike MKIII N420P (420ldPoops) > > Hi > Is reduced fuel pressure caused by sticking rings in >on Rtax 503 ? > FS2 D zollinger 155 hrs. > > ________________________________________________________________________________
Date: Sep 03, 2000
Subject: Gas
From: Robert L Doebler <robertdoebler(at)juno.com>
The way I understand it is, you don't get anymore BTU's out of higher octane. But the flame front is alittle more controlled(slower). Pushing more against the piston as its going down, rather than as its going up towards TDC. Also, you cannot always tell if your engine is knocking, until the damaged is down. I'm not a chemical, or mechanical engineer. Just a lowly old airplane driver. And these are things I've been told over the years. So for cheap engine insurance, I'd go for the higher octane. Hope this helps. Bob Doebler ________________________________________________________________________________
From: WillUribe(at)aol.com
Date: Sep 03, 2000
Subject: Re: Instrument Holes
I believe what Jim used for drilling my instrument panel holes was a fly-cutter. Take a look http://home.elp.rr.com/airplane/hole.jpg Click here: http://home.elp.rr.com/airplane/hole.jpg Will In a message dated 9/3/00 5:34:09 PM Eastern Daylight Time, geoffthis(at)worldnet.att.net writes: > Would someone define or describe a fly-cutter? > When I did my instrument panel I made it out of al. that I had done the > burnished circles on like on the cowling of the Spirit of St. Louis, only > smaller. ( a friendly A&P showed me how) I drew the circles in marks-lot > then drilled with a drilled with a small bit around the circumference of the > circles. Then used my dremel tool to cut out, fit and, smooth the edges. > Sounds like a fly-cutter would do this much better. > Thanks > Geoff Thistlethwaite ________________________________________________________________________________
Date: Sep 03, 2000
From: Woody <duesouth(at)govital.net>
Subject: Re: Instrument Holes
> >I've got to drill two size holes for instruments: > >3 1/8 inch >2 1/4 inch A friend of mine made hole cutter out of a disc of plywood and a cheap hole cutting saw blade wrapped around it and held on by a hose clamp. Worked good for him. The wood hole cutters will work on fiberglass or metal but will wear out "real " quik. ________________________________________________________________________________
Date: Sep 03, 2000
From: bweber2 <bweber2(at)earthlink.net>
Subject: Rotax Synthetic Oil
While picking up some motorcycle parts at the Honda dealer, I noticed they were selling synthetic two-stroke oil with the Rotax name on it. It is for the SeaDoo engine, which is water cooled and oil injected. Does anyone know if this oil would also be appropriate for our air-cooled, pre-mix operation? They also sell a petroleum base oil with the Rotax name on it. I had not heard or seen a Rotax brand oil before this. -- **************************************************** * Bill Weber * Thunder's just the noise * * Simi Valley, CA * Lightning does the work * **************************************************** ________________________________________________________________________________
From: GeoR38(at)aol.com
Date: Sep 04, 2000
Subject: Re: fue.
In a message dated 9/4/00 2:59:37 AM Eastern Daylight Time, kolb-list-digest(at)matronics.com writes: << 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 have always used midrange octane and haven't ever had a problem GeoR38...125TT ________________________________________________________________________________
Date: Sep 04, 2000
From: Doug <snyder47(at)earthlink.net>
Subject: Re:fergie
You have given the most logical remark to the Fergy debate I have ever heard. John H you have disapointed in your remarks, all of us who donated to your trip didn't care what you where flying, just the spirit of the quest, and your dream that we all hoped we could be a part of , if just in some little way. Doug Ps. Does it matter, the fall is still the same. ________________________________________________________________________________
From: "Vince Nicely" <vincenicely(at)chartertn.net>
Subject: Re: Gas
Date: Sep 04, 2000
I have a 503 DCDI that has 280 hours on it with 279 of those hours using the 87 octane regular gas form the local auto stations. The 1 other hour was on 100LL aviation fuel just to see how it worked. I could measure no differences in performance. The book says 87 octane is OK and my experience supports that. Vince Nicely Firestar II (N8233G - 280 hours) ________________________________________________________________________________
From: "R. Harris" <rharris@magnolia-net.com>
Subject: Re:fergie
Date: Sep 04, 2000
Doug: Please speak for yourself when you talk those of us that donated to John H. Some of us don't share "YOUR" opinion!!! RH MK3 912 .net> Sent: Monday, September 04, 2000 8:41 AM Subject: Re: Kolb-List: Re:fergie > > You have given the most logical remark to the Fergy debate I have ever > heard. > John H you have disapointed in your remarks, all of us who donated to > your trip > didn't care what you where flying, just the spirit of the quest, and > your dream that we all hoped we could be a part of , if just in some > little way. > Doug > Ps. Does it matter, the fall is still the same. > > ________________________________________________________________________________
Date: Sep 04, 2000
From: "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com>
Subject: Re: to torroid or not to torrid, that IS the question . . .
<004501c01433$fd7402a0$2d11dcd8@montanapc> <4.3.2.7.0.20000902215147.00b52cf0(at)popd.ix.netcom.com> "Robert L. Nuckolls, III" >Hmmm! I have been doing business with RST for over ten years and never >been treated rudely. I can imagine that he doesn't have a soft spot in his >heart for Bob Archer, who openly denigrates RST's designs over the internet >and in print. I have personally tested RST's designs with some antenna >testing equipment that is about 25% of the price of my kit, and it performs >quite fabulously. Whether it would perform just as well without the >toroids, as Bob Archer would lead one to believe, I do not know, because I >did not test the system that way. I've tested the coaxial feedline (unbalanced) tied directly to a dipole (balanced) antenna using a half dozen VHF rated torroids for the hopeful purpose of reducing the effects of so poor a match between antenna and feedline. The net results for having added a few torroids was barely detectable with some pretty sophisticated test equipment. Only after we added about two dozen more torroids, did the sum total of their effects become significant. Bob Archer's poor customer relations notwithstanding, he is technically accurate in the assessment that the torroids don't help enough to make them worthwhile. While they don't help, they don't hurt either. We've got a stocking order in for foil tape and we'll be offering materials for embedded antenna fabrication from our website catalog. We'll NOT be offering the torroids as part of the kit. There are coaxial transformers called "baluns" that will do a nice job of transfering energy from balanced antennas to unbalance feedlines . . . the net effect of these devices is so small as to generate the question, "does the increase in performance warrant the increase in complexity combined with a potential decrease in reliability?" Based on my observations of tens of thousands of Cessnas flying around sans baluns and torroids with VACUUM tube receivers . . . I'll suggest the answer is no. Actually, you don't even need the copper foil. If you remove the outer insulation from a piece of coax for about 30", pull the center conductor out through the side of the braid as shown in http://www.aeroelectric.com/articles/shldwire/shldwire.html Take shield one direction and center lead the other direction to make a dipole antenna. Use antenna analyzer to trim each side of antenna until lowest SWR happens in center of frequency range of interest. Glass this hummer in and you're done. No solder joints. Being a fine wire antenna, this technique will not be as broad-band in its SWR characteristics as an antenna made from foil . . . but it will still perform quite nicely for listenting to a VOR station 50 miles away from 5,000 feet AGL. 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 ________________________________________________________________________________
Date: Sep 04, 2000
From: Alice and Robert Berrie <rberrie(at)snet.net>
Subject: Re: RE: NASA Small engine research
Brandon Hughes wrote: http://www.amtjets.com/gallery_real_plain.html Check this out. I think two of these would go on a firestar quite nicely. --- Dale Seitzer wrote: Kolb-List message posted by: Dale Seitzer NASA had a large display at OshKosh--they are doing research on engines like a small two stroke diesel and small jet engines--they had one that weighed 85 lbs--When can we see a Kolb engine install kit for a jet engine. I remember a Mechanix Illustrated article from the 70's where someone developed a very small jet engine and they put it on a go Kart. Does anyone else know of research on small jet engines for private aviation? Dale Seitzer Hi Al: This is a picture of the jets mounted on a small plane in the Netherlands.....thought you would like to see it. Looks great to me! Bob ________________________________________________________________________________
Date: Sep 04, 2000
From: Jack & Louise Hart <jbhart(at)ldd.net>
Subject: Re: RE: NASA Small engine research
> >Brandon Hughes wrote: > > > http://www.amtjets.com/gallery_real_plain.html > > Check this out. I think two of these would go on a > firestar quite nicely. > It costs $5038 per engine. Each enginge puts out 42 pounds of thrust at 10+ gallons of fuel per hour. Jack & Louise Hart jbhart(at)ldd.net ________________________________________________________________________________
From: "Ian Heritch" <heritch(at)connecti.com>
Subject: Rudder pedal covers
Date: Sep 04, 2000
Not flying yet, but have always wondered how slippery those square tubing rudder pedals are! Saw a photo in the Sept 2000 Kitplanes mag of a Mk III built by Dwayne Woods. His rudder pedals are covered by some kind of black material/cover. Any idea what he used, or what are you using? Ian Heritch Slingshot ________________________________________________________________________________
From: "Sam Cox" <lightflyer(at)email.msn.com>
Subject: Re: Rudder pedal covers
Date: Sep 05, 2000
Just a thought. The boat stores sell a non-skid patch that is self stick to be put on areas of a boat deck where nonslip assurance is needed. Sam Cox ----- Original Message ----- From: "Ian Heritch" <heritch(at)connecti.com> Sent: Monday, September 04, 2000 8:05 PM Subject: Kolb-List: Rudder pedal covers > > Not flying yet, but have always wondered how slippery those square tubing > rudder pedals are! Saw a photo in the Sept 2000 Kitplanes mag of a Mk III > built by Dwayne Woods. His rudder pedals are covered by some kind of black > material/cover. Any idea what he used, or what are you using? > > Ian Heritch > Slingshot > > ________________________________________________________________________________
From: "Chris Sudlow" <suds77(at)earthlink.net>
Subject: Re: Quick Question
Date: Sep 05, 2000
Wingman, I hung the wings by the main tab attach point on the inboard side, and used the nipple fitting for the wing fold on the outboard end with the same string that masons use to run level lines for building walls level - it's braided and doesn't stretch very much and is extremely strong. Chris -----Original Message----- From: WingManBill2(at)aol.com <WingManBill2(at)aol.com> Date: Saturday, September 02, 2000 7:23 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. > > ________________________________________________________________________________
Date: Sep 05, 2000
From: Richard Pike <richard(at)BCChapel.org>
Subject: Re: Rudder pedal covers
I use the gritty stick-on tape that marine supply places use to stick on fiberglass boats so that you can walk without slipping. It is four years old and holding up great. Comes in at least black and white, don't know about other colors. Richard Pike MKIII N420P (420ldPoops) > >Not flying yet, but have always wondered how slippery those square tubing >rudder pedals are! Saw a photo in the Sept 2000 Kitplanes mag of a Mk III >built by Dwayne Woods. His rudder pedals are covered by some kind of black >material/cover. Any idea what he used, or what are you using? > >Ian Heritch >Slingshot > > ________________________________________________________________________________
From: MitchMnD(at)aol.com
Date: Sep 05, 2000
Subject: Re: Rudder pedal covers
I bought two feet of clear vinyl tubing (looks like giant gas line), cut to fit and slipped it over the ends of the pedals. The final version is notched to accommodate the stem of the pedals and covers all of the pedal's contact surface. This is a ten minute job that keeps the pedals looking like new, permanently. Duane the plane in Tallahassee FL, FireFly sn007, 447, Ivo ________________________________________________________________________________
From: "Jeremy Casey" <jrcasey(at)mindspring.com>
Subject: Rudder pedal covers
Date: Sep 05, 2000
Looked all over Dwayne's plane at SnF this year...super friendly guy as was his brother Billy. If I remember right the pedal covers were radiator hose...you'd have to guess what diameter to get to fit over the square tubing. His brother is on the list maybe he can tell for sure... Note to TNK here...I have seen older Mark 3 cages that have round tubing for the rudder pedals with a little tab on the ends to keep the feet from slipping off...those look ALOT better than the square tubing left open on the ends...just my personal opinion. For all I know there is some technical reason for the square tubing. (Sealing it at least would look better...) Jeremy "Looking for something to complain about.." Casey jrcasey(at)mindspring.com P.S. That's how nit-picky I have to get to find something to whine about on my kit...I have just not had ANY trouble with mine!!! (Everything was there , fit great , etc.... -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of Ian Heritch Sent: Monday, September 04, 2000 11:06 PM Subject: Kolb-List: Rudder pedal covers Not flying yet, but have always wondered how slippery those square tubing rudder pedals are! Saw a photo in the Sept 2000 Kitplanes mag of a Mk III built by Dwayne Woods. His rudder pedals are covered by some kind of black material/cover. Any idea what he used, or what are you using? Ian Heritch Slingshot ________________________________________________________________________________
From: Dale Seitzer <dale(at)gmada.com>
Subject: Engine out on take off
Date: Sep 06, 2000
Sunday afternoon I experienced an engine out (Rotax 447) on take off. I did a long warm up 5 minutes and another long taxi and made sure I was at 1000 degrees before take off. I took off from the shortest runway about 600 feet NE direction and had a slow acceleration because the grass was wet and thick --lift off ok --full throttle and then silence at between 50 - 100 feet I pointed down but not enough --airspeed 20 mph. I aimed farther--full deflection down and had picked out a spot 10 feet from the end of the runway. There is a very bumpy hill on the end of the runway with trees at the top--the head wind I needed was blocked and there was not enough altitude so not enough lift was generated but the wings and the Firestar went down fast. I landed on the hill and tried to flare to avoid crashing the nose. The wheels rolled a couple of feet but when the full weight and the angle of the hill combined I heard a CHINK and I skidded two feet to a stop. The gear legs were bent very little--one had about 1 inch of bend and the other about a half inch. The gear leg sockets had broken at the end of the gear leg--I thought the legs were suppose to bend first. Upon further examination I noticed a previous "fix" The sleeve put around the previous break at the same spot had rusted between it and the gear tube and looked very weak. All the tubes around that joint were bent up and back. Here is question # 1. How can this be repaired so that it is as strong as the original frame? I will call around here today to get it professionally repaired. Positives--wings did not touch, boom is straight and oh yes, I am fine. I think I could have landed if the ground was level or if the frame did not beak. The airport manager saw the engine out and noticed I was flying to the end. He said it sounded like either lack of fuel of ignition to both cylinders. I can now cover and paint the fuselage the way I want it. The float bowl had about half full of fuel and no noticeable debris--the recently replace primer bulb moved lots of fuel with no problem. I checked the timing and points 3 weeks--about 4 hours of flying ago. The engine started with a sputter and 2 pulls right after the crash landing (what do I call it) And it restarted on the 1st pull later. At home, after draining the tank, I saw a part of a leaf the size of a quarter floating on the bottom of the tank--I last cleaned out the tank In Nvember and about 35 hours of flight time since then. It could have blocked the fuel out let because mine is just the rubber grommet and a tube flush with the rubber and bottom of the tank. I plan to recheck the timing and points, replace the entire fuel delivery system and check out the carb again. I am using 92 octane ethanol gas from a very busy gas station -- but did not see any milky white moisture ethanol globs any where. The engine has 389 hours and I use 50/1 Amzoil. I will also check the pistons and rings. I will do a long check run before flying again. Question #2 What else should I check before flying again? I had some great help getting it back on the trailer and I left the wings at the hanger. I know I am going to get some teasing from the guys--I had about 1 second of leeway for a safe landing and I did not control the plane adequetly. I also did not maintain the plane well enough to prevent the engine out. Sept 9 is my 1 year anniversary--I flew over 50 hours last year and did 4 engine outs on landing--I never practiced an engine out on take off. I know this is long but I wanted to share it before my memory changes. Igotta get it fixed and ready--my wife will be ready to solo in 3-4 lessons. Dale Seitzer, Original Firestar #32. ________________________________________________________________________________
From: GeoR38(at)aol.com
Date: Sep 05, 2000
Subject: Re: Kolb-List Digest: 14 Msgs - 09/04/00
In a message dated 9/5/00 2:59:55 AM Eastern Daylight Time, kolb-list-digest(at)matronics.com writes: << First I reviewed my flight log and made sure my re-drive oil was within it's time limit, found that I had only about 4 hours on the plugs (they looked good too) and re-torqued the prop bolts. I also spent some time figuring out where to mount my new Kuntzleman power supply. My radio has been going dead because the existing cheapo supply apparently can't provide the power it needs. The main problem is to get the new one to fit in the old one's space. The forecast for the rest of the week shows a good chance of some cooler (drier) air coming our way. I'll report again when I've done some flying. I hope that most of you had better luck this week. Duane the plane in Tallahassee, FireFly sn 007, 447, Ivo >> Is this called "putterin around the hangar"? Hey Mitch, I haven't had such good weather here in Ohio ,either, as it has drizzled and rained and today, Wed. it is really quite cold! If I can, before I go to my ELEMENTARY SCHOOL class reunion prep meeting tonight, I will try to fly again in the cold anyway! GeoR38 ________________________________________________________________________________
From: "Jeremy Casey" <jrcasey(at)mindspring.com>
Subject: TNK Fly-in
Date: Sep 05, 2000
I am wondering 2 things ... How many Kolbers are we expecting at TNK this year and is there any plan to fly over to look at the Glacier girl as was mentioned a while back??? I'd add up a head count if those going wanted to drop me a note at jrcasey(at)mindspring.com (Please don't flood the list with "I'm going" as everyone would be mad at me for getting that going ...I'll add 'em up offline and post it back to the list once...) Planning to fly up in the 172 with a buddy or 2 Friday evening...weather permitting...am not going to demonstrate my 172 short field technique for you guys though...will land at London LOZ and catch the shuttle to Chesnut Knolls...I know go ahead and say it , "Wimp, wussy!!!" I just don't want to try to get a heavily loaded 172 in and out of 2000' of grass. Will be camping on site Friday night and probably Sat. nite as well ... head back to Alabama Early Sun. morn. Looking forward to seeing you fellows , and next year I will be coming up in my Kolb...(even if I have to ride in it on a trailer;) ) Jeremy Casey jrcasey(at)mindspring.com Mark 3 kit HOLDER (Not much building happening lately...honeydo this and that 'bout to kill me) ________________________________________________________________________________
Date: Sep 05, 2000
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: Engine out on take off
I took off from the shortest runway about > 600 feet Dale and Gang: That was your first mistake. It is not easy to push the nose over, once flying speed is lost, at low altitude, to regain flying speed. Then when you get the nose over it is too late because the altitude is gone. Glad you are not hurt. Welcome to the List of Broken Kolbs. :-) I know how you feel. I have made the same two mistakes. 1. Took off on shortest airstrip. Lost engine about 300 feet. Successfully executed 270 degree turn and landed on adjoining runway. 2. Lost engine (seizure) on take off. Could not get the nose down in time to maintain airspeed. Landed from 30 feet high. Wiped out both landing gear. It is a lot easier to talk about what you are going to do in the case of an emergency than it is to actually do it under emergency situation. Practice makes perfect. Take care. Fly safe. john h ________________________________________________________________________________
Date: Sep 05, 2000
From: John Jung <jrjung(at)execpc.com>
Subject: Re: Engine out on take off
Dale, If I were you, I would remove the exhaust and check the pistons for damage. If it was a seizure, and you should not fly it again, until repairs are made. John Jung Dale Seitzer wrote: > > Question #2 What else should I check before flying again? > snip.... ________________________________________________________________________________
Date: Sep 05, 2000
From: Richard Pike <richard(at)BCChapel.org>
Subject: Re: TNK Fly-in
Probably just as well not to be trying a heavily loaded 172 out of Chestnut Knolls; last year we all watched with great interest as a C-152 went out of there, thought he was going to be the "Spectacle of the Day." Weather permitting, the Old Poop, a buddy with a Maxair Drifter, Vince Nicely the fellow that bought Ken Strickland's MKIII is planning on going; also maybe the AirCam is going up from this area. Richard Pike MKIII N420P (420ldPoops) >Planning to fly up in the 172 with a buddy or 2 Friday evening...weather >permitting...am not going to demonstrate my 172 short field technique for >you guys though...will land at London LOZ and catch the shuttle to Chesnut >Knolls...I know go ahead and say it , "Wimp, wussy!!!" I just don't want to >try to get a heavily loaded 172 in and out of 2000' of grass. Will be >camping on site Friday night and probably Sat. nite as well ... head back to >Alabama Early Sun. morn. > >Looking forward to seeing you fellows , and next year I will be coming up in >my Kolb...(even if I have to ride in it on a trailer;) ) > >Jeremy Casey >jrcasey(at)mindspring.com >Mark 3 kit HOLDER (Not much building happening lately...honeydo this and >that 'bout to kill me) > > ________________________________________________________________________________
From: "Dennis Watson" <djwatson(at)olg.com>
Subject: Re: Engine out on take off
Date: Sep 05, 2000
Dale, Sorry to hear about your "incident". I will be checking my fuel tank tonight when I get home, I'm not sure if I have a screen in the tank or not. Where is the Ser.# located on an Original Firestar?? Never could find one on mine. Dennis (Maryland) PS. Welcome to the Real engine out club. I had mine at 1500' on my second flight, lost the airspeed indicator also. ----- Original Message ----- From: "Dale Seitzer" <dale(at)gmada.com> Sent: Wednesday, September 06, 2000 9:39 AM Subject: Kolb-List: Engine out on take off > > Sunday afternoon I experienced an engine out (Rotax 447) on take off. I > did a long warm up 5 minutes and another long taxi and made sure I was at > 1000 degrees before take off ________________________________________________________________________________
From: "michael highsmith" <firehawk54(at)hotmail.com>
Subject: Re: Pulse Pump & primer Opinion
Date: Sep 05, 2000
"michael highsmith" Hey Ralph, I just got back from Georgia and our annual family reunion. You got the answer. A small inline filter for the primer would be just the ticket. I got to put that on my list of things to do ahead of mow the grass and sweep the garage. :-) Thanks, 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: Thu, 31 Aug 2000 10:12:52 -0500 > > >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. > > ________________________________________________________________________________
Date: Sep 05, 2000
From: Richard Pike <richard(at)BCChapel.org>
Subject: Re: Engine out on take off
Those 6 gallon red plastic boat tanks that Wal-Mart sells for about 26$ have a neat little finger strainer in them. Wonder where you could get that thing separate? It sounds like something that might have made a difference? Richard Pike MKIII N420P (420ldPoops) At home, >after draining the tank, I saw a part of a leaf the size of a quarter >floating on the bottom of the tank--I last cleaned out the tank In Nvember >and about 35 hours of flight time since then. It could have blocked the >fuel out let because mine is just the rubber grommet and a tube flush with >the rubber and bottom of the tank. ________________________________________________________________________________
From: "Ron or Mary Payne" <ronormar(at)apex.net>
Subject: You Guys are Scaring Me
Date: Sep 05, 2000
I am just getting ready to build my first home built. A FireStar. I had one of the first SeaDo's and it had a Rotax engine in it. I ran it for over 5 years wide open every weekend in the summer. The thing was sunk a couple of times. Just take the spark plugs out, roll it over on the started to blow the water out, clean the plugs and run it for another year. Never a wimper out of the engine. Now I read about all the engine failures on the Rotax aircraft engines. These engines should not be under the stress of a watercraft engine. They are only run under full power during take off. SeaDo engines are run under full power for long periods of time, sometime hours. Why so many failures on aircraft engines? Ron Payne Gilbertsville, Ky. ________________________________________________________________________________
From: "Dennis Watson" <djwatson(at)olg.com>
Subject: Re: You Guys are Scaring Me
Date: Sep 05, 2000
Hey Ron, I'll second that, I had a 1989 Seadoo with the 583 in it, same as you, mine was sunk a couple of times, all I did was pull the plugs and hit the starter to shoot the water out of the plug holes. Put in new plugs and go for it. It is still running to this day. Makes you wonder! But on the other hand, if you do some research on the failed Rotax's, I think you will find most of it was due to operator error. On the Seadoo, everything is a no brainer, all you have to do is keep the oil tank full and put gas in it. They also have a different carb that I was once told was altitude compensating. Don't know if it is true or not. ----I have always used the Rotax brand of oil in all three of my Seadoo's, but , I use Pennzoil for air-cooled eng.'s in my 503 on the Firestar. Dennis (Maryland) ----- Original Message ----- From: "Ron or Mary Payne" <ronormar(at)apex.net> Sent: Tuesday, September 05, 2000 2:28 PM Subject: Kolb-List: You Guys are Scaring Me > > I am just getting ready to build my first home built. A FireStar. I had > one of the first SeaDo's and it had a Rotax engine in it. I ran it for over > 5 years wide open every weekend in the summer. The thing was sunk a couple > of times. Just take the spark plugs out, roll it over on the started to > blow the water out, clean the plugs and run it for another year. Never a > wimper out of the engine. Now I read about all the engine failures on the > Rotax aircraft engines. These engines should not be under the stress of a > watercraft engine. They are only run under full power during take off. > SeaDo engines are run under full power for long periods of time, sometime > hours. Why so many failures on aircraft engines? > > > Ron Payne > > Gilbertsville, Ky. > > ________________________________________________________________________________
From: "Jeremy Casey" <jrcasey(at)mindspring.com>
Subject: TNK FLY-IN
Date: Sep 05, 2000
TNK fly-in attendees so far (gleaned from past list mail and notes sent to me today) ...looks like it's gonna be bigger than last year... JOHN HAUCK JIM HAUCK BILL GRIFFIN & 2 or 3 RICHARD PIKE RICHARD PIKE'S BUDDY VINCE NICELY LARRY MURPHY RICHARD PIKE'S AIRCAM BUDDY SCOTT TRASK DENNY ROWE & FAMILY BILL FUTRELL WILL URIBE DAVE RAINS BILL WOODS + 2 OTHER KOLBS AND A HALF-FERGUSON JOHN AND LYNN RICHMOND JIM BALLENGER & WIFE BILL JOHNSTON + BUDDY (VIA HARLEY) JEREMY CASEY + 1 That list represents about 11 planes (Just from this list...so should be pretty hoppin') Now whatever your religious affiliation is , start praying for GOOD WEATHER!!! ________________________________________________________________________________
Date: Sep 05, 2000
From: Woody <duesouth(at)govital.net>
Subject: Re: 2si motors
> > More 2si news.My friend with a new, 12.6 hrs old Kitfox lite has >had his first seaiure with it. Not to be supportive of the 2si but I was just wondering if he mixed the oil 40 to 1 or 50 to 1 ________________________________________________________________________________
From: MitchMnD(at)aol.com
Date: Sep 05, 2000
Subject: Re: Kolb-List Digest: 14 Msgs - 09/04/00
In a message dated 9/5/00 9:48:49 AM Eastern Daylight Time, GeoR38(at)aol.com writes: << GeoR38 >> Hello George, I often wonder what ever happened to my elementary schoolmates. I lost all contact when I left California. I always thought it would be interesting to rent or barrow a Rolls-Royce for that night just to give them all something to whisper about. Have fun, Duane Mitchell ________________________________________________________________________________
From: "Phil & Sara Lohiser" <philsara(at)modex.com>
Subject: Engine Tube
Date: Sep 05, 2000
Wondering I anyone has had to repair the 2 in. Dia. Tubing that supports the two engine mount saddles on the Fire Star , outwardly it looks like .049 or .058 , would have to cut a section out and measure it , like to make overlay patch of original Wall thickness, anyone having made this repair would be appreciated. Thanks Phil L. ________________________________________________________________________________
From: "Christopher John Armstrong" <Tophera(at)centurytel.net>
Subject: Re: You Guys are Scaring Me
Date: Sep 05, 2000
"Christopher John Armstrong" Now I read about all the engine failures on the >> Rotax aircraft engines. These engines should not be under the stress of a >> watercraft engine. They are only run under full power during take off. >> SeaDo engines are run under full power for long periods of time, sometime >> hours. Why so many failures on aircraft engines? Using the cold lake water versus cooling with air , or a limited supply of water and a radiator makes a huge difference in the margin of error on the mixture. In the cold water cooled engines a lean engine will stay much cooler then an air-cooled engine, which will seize almost the instant it gets lean. The other big difference is the propeller. the pump on a water craft is a fairly low inertia rotor, the propeller has such high inertia that it forces the engine to run at a constant speed, increasing the forces on the pistons and connecting rods. Going up and down in altitude (pressure and temperature) also is hard on engines that dont have altitude and temperature compensating mixture controls. The worst thing about the Rotax is a lack of easy, accurate inflight mixture control. Wish it had one. Topher ________________________________________________________________________________
From: cajwoods(at)mindspring.com
Subject: Re: Rudder pedal covers
Date: Sep 05, 2000
Hi guys, The rudder pedals on Dwayne Woods plane was 3/4 automotive heater hose. Gives a nice non-slip semi-cushioned surface. Pretty hard to get on, have to spray with Gumout or brake cleaner then quickly slide into place. When it dries it will not move. Hope this helps. Bill Woods 912S Slingshot ________________________________________________________________________________
From: cajwoods(at)mindspring.com
Subject: Re: Quick Question
Date: Sep 05, 2000
Build a very inexpensive wing turning jig out of scrap metal. Better to be able to turn wing and paint both sides at once to avoid overspray getting on the dried side of wing. Easy to keep both surfaces flat to prevent runs. Bolt one side to wing attachment points and drill 1/4 hole in wingtip to place other jig. When finished Lowes or Home Depot sells plastic 1/4 plugs in black or white to fill hole or use hole for strobe exit wires. Worked great on Woods Kolbs. Hope this helps. Bill Woods 912S Slingshot ________________________________________________________________________________
From: Timandjan(at)aol.com
Date: Sep 05, 2000
Subject: Kolb flyins
Is there a list to allert us Kolb flyers to flyins at TNK factory in Kentucky. Seem to keep missing them. Tim ________________________________________________________________________________
From: "Lindy" <lindy(at)snowhill.com>
Subject: Re: TNK Fly-in
Date: Sep 05, 2000
Jeremy were are you in Alabama? Lindy LA-Lower Alabama Between Daleville and Enterprise.on US 84 ________________________________________________________________________________
From: "Geoff Thistlethwaite" <geoffthis(at)worldnet.att.net>
"Christopher John Armstrong"
Subject: Re: You Guys are Scaring Me
Date: Sep 05, 2000
"Geoff Thistlethwaite" >The worst thing about the Rotax > is a lack of easy, accurate inflight mixture control. Wish it had one. > > Topher > and the lack of fuel injection and automatic spark advance(?) for better idle. Geoff T ________________________________________________________________________________
Date: Sep 05, 2000
From: hawk36(at)mindspring.com (hawk36(at)mindspring.com)
Subject: Flight to Barrow Pics
hawk36(at)mindspring.com (hawk36(at)mindspring.com) Howdy Gang: Trying to learn a new pic program, ACDSee. Has a capability to put pics on a website, sends an email with the url to the site. Bare with me as I post these few pics. As I scan more, will send to List. john h --- Your pictures are waiting for you at: http://www.SendPix.com/album/1000805/191300dd67302c/ ________________________________________________________________________________
Date: Sep 05, 2000
From: hawk36(at)mindspring.com (hawk36(at)mindspring.com)
Subject: Nuther Pic
hawk36(at)mindspring.com (hawk36(at)mindspring.com) --- Your pictures are waiting for you at: http://www.SendPix.com/album/1000805/191400dd719026/ ________________________________________________________________________________
From: WillUribe(at)aol.com
Date: Sep 05, 2000
Subject: Re: TNK FLY-IN
I'm flying my FireStar to the fly-in. I'll be working for 2 weeks in Alabama so I'll just drive up north for the weekend. Will Uribe In a message dated 9/5/00 4:52:10 PM Eastern Daylight Time, jrcasey(at)mindspring.com writes: > TNK fly-in attendees so far (gleaned from past list mail and notes sent to > me today) > ...looks like it's gonna be bigger than last year... > > > JOHN HAUCK > JIM HAUCK > BILL GRIFFIN & 2 or 3 > RICHARD PIKE > RICHARD PIKE'S BUDDY > VINCE NICELY > LARRY MURPHY > RICHARD PIKE'S AIRCAM BUDDY > SCOTT TRASK > DENNY ROWE & FAMILY > BILL FUTRELL > WILL URIBE > DAVE RAINS > BILL WOODS + 2 OTHER KOLBS AND A HALF-FERGUSON > JOHN AND LYNN RICHMOND > JIM BALLENGER & WIFE > BILL JOHNSTON + BUDDY (VIA HARLEY) > JEREMY CASEY + 1 > > > That list represents about 11 planes (Just from this list...so should be > pretty hoppin') Now whatever your religious affiliation is , start praying > for GOOD WEATHER!!! > ________________________________________________________________________________
Date: Sep 05, 2000
From: hawk36(at)mindspring.com (hawk36(at)mindspring.com)
Subject: And another, pic.
hawk36(at)mindspring.com (hawk36(at)mindspring.com) --- Your pictures are waiting for you at: http://www.SendPix.com/album/1000805/191700dd719016/ ________________________________________________________________________________
Date: Sep 05, 2000
From: hawk36(at)mindspring.com (hawk36(at)mindspring.com)
Subject: Still another pic.
hawk36(at)mindspring.com (hawk36(at)mindspring.com) --- Your pictures are waiting for you at: http://www.SendPix.com/album/1000805/191800dd719006/ ________________________________________________________________________________
Date: Sep 05, 2000
From: hawk36(at)mindspring.com (hawk36(at)mindspring.com)
Subject: Ouch!!!
hawk36(at)mindspring.com (hawk36(at)mindspring.com) --- Your pictures are waiting for you at: http://www.SendPix.com/album/1000805/191800dd673033/ ________________________________________________________________________________
From: WillUribe(at)aol.com
Date: Sep 05, 2000
Subject: Re: TNK FLY-IN
Oops I ment I'm not flying my Fire Star to the Fly-in. In a message dated 9/5/00 10:21:58 PM Eastern Daylight Time, WillUribe(at)aol.com writes: > I'm flying my FireStar to the fly-in. I'll be working for 2 weeks in Alabama > > so I'll just drive up north for the weekend. > > Will Uribe ________________________________________________________________________________
Date: Sep 05, 2000
From: hawk36(at)mindspring.com (hawk36(at)mindspring.com)
Subject: Ouch again..............
hawk36(at)mindspring.com (hawk36(at)mindspring.com) --- Your pictures are waiting for you at: http://www.SendPix.com/album/1000805/191900dd67301a/ ________________________________________________________________________________
Date: Sep 05, 2000
From: hawk36(at)mindspring.com (hawk36(at)mindspring.com)
Subject: Forgive Me As I Learn :-)
hawk36(at)mindspring.com (hawk36(at)mindspring.com) --- Your pictures are waiting for you at: http://www.SendPix.com/album/1000805/193700dd67300f/ ________________________________________________________________________________
Date: Sep 05, 2000
From: John Hauck <hawk36(at)mindspring.com>
Subject: Pardon My Ignorance - I'm Learning
Hi Gang: Sorry for cluttering up the Kolb List. I finally read the "help file" and now I can send a whole album at one time to one web site. That is what I was looking for previously, but didn't take the time to do a little research. I promise to do better next time, I think. john h ________________________________________________________________________________
Date: Sep 05, 2000
From: b young <byoung(at)brigham.net>
Subject: oil
????? for all you oil experts and i use the term loosely. on every bottle of 2 cycle oil i see the term "TC-W3 Formula" it is on the cheep stuff ,the premium, the ultra premium, from one brand to another they all use the same term TC-W3 is it all the same stuff packaged in different color bottles and for different prices???? or is there realy a difference??? if there is a difference what does the TC-W3 stand for???? boyd ________________________________________________________________________________
From: "Richard Swiderski" <swidersk(at)digital.net>
"Geoff Thistlethwaite"
Subject: Re: You Guys are Scaring Me
Date: Sep 05, 2000
GeoffT Rotax does use automatic spark advance on their engines, just not on their aircraft engines...that SeaDo Rotax has it, called Nipendenso ignition as opposed to the aircraft Ducati ignition. ----- > and the lack of fuel injection and automatic spark advance(?) for better > idle. > > Geoff T > > ________________________________________________________________________________
Date: Sep 05, 2000
From: Richard Pike <richard(at)BCChapel.org>
Subject: Re: Engine out on take off
I have a little finger strainer in my tank. It is 2 1/2 inches above the bottom. The tank bottom is shaped like a V, with the sump drain at the bottom, and the fuel pick up 2 1/2 inches higher. It will take more than a pint of water to get to the fuel pickup, and I do sump it regularly. Thanks for the heads up. rp ________________________________________________________________________________
Date: Sep 05, 2000
From: Robert Noyer <ronoy(at)shentel.net>
Subject: Re: Kolb Mishaps
For Will--to save further *runovers* and Kolb-bulldogging. I have previously posted my kinda awkward, but almost famous, method of solo starting the engine in my FF--which ought to extend to most any other Kolb. First, make a chock for the rt wheel. Just for the front of the wheel, not one made like a C. Drill a small hole for a pc of stout cord. Secure cord to chock. Secure bitter end (that's Navy for the other end) to somewhere in the rt side of cage. Chock wheel. Prime/choke, sw ON, throttle closed. Pull starter rope enough to start engine--you are standing OUTSIDE of plane. When started, get idle to where it idles w/o shaking the eng. outa its mounts. Carefully get in, careful not to advance throttle. One belted in, you can cut back RPMs and haul in the anchor--I mean the chock, and proceed to taxi away. Works for me. Hope you can get in a lot easier than I do! bn http://members.xoom.com/ronoyer ________________________________________________________________________________
Date: Sep 05, 2000
From: Richard Pike <richard(at)BCChapel.org>
Subject: Re: You Guys are Scaring Me
"Why so many failures on aircraft engines?" Good question. I would suspect that the difference in the reliability rate is because all the Seadoo's are wired exactly alike, and plumbed exactly alike, and the Seadoo people have found a system that works. Even with the interchange of information with this list, the "How-To's" in the back of the CPS catalog, and others, if you look at 15 ultralight's/light planes with Rotax engines, you'll find at least a dozen variations of how to do it. All are fairly functional, and all will work, but there is not going to be the consistency that is built into a factory setup, where all are just alike, and optimized to keep the warranty rate as low as possible. Richard Pike MKIII N420P (420ldPoops) > >I am just getting ready to build my first home built. A FireStar. I had >one of the first SeaDo's and it had a Rotax engine in it. I ran it for over >5 years wide open every weekend in the summer. The thing was sunk a couple >of times. Just take the spark plugs out, roll it over on the started to >blow the water out, clean the plugs and run it for another year. Never a >wimper out of the engine. Now I read about all the engine failures on the >Rotax aircraft engines. These engines should not be under the stress of a >watercraft engine. They are only run under full power during take off. >SeaDo engines are run under full power for long periods of time, sometime >hours. Why so many failures on aircraft engines? > > >Ron Payne > >Gilbertsville, Ky. > > ________________________________________________________________________________
Date: Sep 05, 2000
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: Engine out on take off
> I have a little finger strainer in my tank. > rp Richard and Gang: I have one also. Last May pulled out the finger strainer for the first time since day one, or 1440 plus hours. It had been doing its job. Also have a home made sump and drain. john h ________________________________________________________________________________
Date: Sep 05, 2000
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: You Guys are Scaring Me
I would suspect that the difference in the reliability rate > is because all the Seadoo's are wired exactly alike, and plumbed exactly > alike, and the Seadoo people have found a system that works. > Richard Pike Richard and Gang: Based on the Seadoo traffic in and out of my neighbors marine repair shop, I'd say Seadoo's and Rotax UL engines have a lot in common. :-) john h ________________________________________________________________________________
From: "Geoff Thistlethwaite" <geoffthis(at)worldnet.att.net>
Subject: Re: You Guys are Scaring Me
Date: Sep 05, 2000
"Geoff Thistlethwaite" ----- Original Message ----- From: "Richard Swiderski" <swidersk(at)digital.net> Sent: Tuesday, September 05, 2000 10:03 PM Subject: Re: Kolb-List: You Guys are Scaring Me > > GeoffT > > Rotax does use automatic spark advance on their engines, just not on > their aircraft engines...that SeaDo Rotax has it, called Nipendenso ignition > as opposed to the aircraft Ducati ignition. ----- > > > and the lack of fuel injection and automatic spark advance(?) for better > > idle. > > > > Geoff T I had "heard" that but I have to wonder why no one is installing em on our planes?? just curious Geoff Thistlethwaite ________________________________________________________________________________
From: "Larry & Karen Cottrel" <lcottrel(at)kfalls.net>
Subject: Re: Engine out on take off
Date: Sep 05, 2000
"Larry & Karen Cottrel" ---------- > From: Dale Seitzer <dale(at)gmada.com> > To: 'kolb-list(at)matronics.com' > Subject: Kolb-List: Engine out on take off > Date: Wednesday, September 06, 2000 6:39 AM > > Here is question # 1. How can this be repaired so that it is as strong as > the original frame? I will call around here today to get it > professionally repaired. You should be able to repair the damage to the parts by having it Tig welded by a professional. The original was Mig welded I believe, but tig is stronger. >I saw a part of a leaf the size of a quarter > floating on the bottom of the tank--I last cleaned out the tank In Nvember > and about 35 hours of flight time since then. It could have blocked the > fuel out let because mine is just the rubber grommet and a tube flush with > the rubber and bottom of the tank. > While there might have been other problems with your fuel system, I suspect that it was the leaf that did you in. a very old and nasty trick (taught to me by a old nasty Okie) was to put a package of cigarette papers is a gas tank. The papers would float around and eventually block the outlet. When the pressure of the fuel delivery was stopped,(as in motor starved for fuel) it would float off and the vehicle would start again and run until it sucked another paper. As for a fix- they do make wire filters that fit onto the 1/4 inch alum tubing that most of us use for fuel pickups. Not too sure how you would go about getting it onto the tubing that you now have. Larry ________________________________________________________________________________
From: "Tommy & Carolyn" <TommyandCarolyn(at)centurytel.net>
Subject: Camp-out / Fly-in
Date: Sep 05, 2000
"Tommy & Carolyn" Allen Parish Fall Camp-0ut / Fly-in September 29 & 30, 2000 Supported by EAA Chapter 614 Cenla Escadrille There will be plenty of good food, camping, with bathroom and shower facilities. Friday the 29th, an evening pig roast for the overnight campers and a Young Eagles Fly Day scheduled for Saturday the 30th. The Grand Casino Caushatta in Oberlin will be providing transportation to and from the casino and its hotel. For hotel accommodations and area interest contact the Allen Parish Tourist Commission at 1-888-639-4868 or on line at www.allenparish.com. This Fly-in will be held at the Allen Parish Airport located approx- imately 4 miles south of Oakdale, LA on Hwy. 165. The identifier is L42. The airport coordinates: N30-45, W92-41.3. Field eleva- tion is 107' MSL. Pattern altitude is standard. Runway 18-36 is 5010' X 75' asphalt. There will be a 500' X 50' turf strip marked by cones on the northwest side of the runway for ultralight air- craft, powered parachutes and any other aircraft desiring to land on grass. The airspace will be controlled by the Air National Guard air traffic control tower located on the east side of the runway, operating on 122.8. Non radio aircraft are reminded to use ex- treme caution when approaching the airport. Upon arrivial, watch for the "FOLLOW ME" vehicle for parking. There are no parking, tie-down, overnight, registration or camping fees. Please sign in at the registration booth as we would like to know who attends. Special guest appearance by the 2000 world record holder for the time to climb, Mr. Bruce Bohannon in his spectacular new "EXXON Flyin' Tiger. For more information, please contact: Joel Johnson e-mail airport(at)beci.net 318-335-9721 flyallen(at)bellsouth.net 318-215-0090 1-800-466-3161 Tommy Dubroc e-mail cen23370(at)centurytel.net 44 Church Road Oakdale, LA 71463 318-748-6308 ________________________________________________________________________________
From: WillUribe(at)aol.com
Date: Sep 06, 2000
Subject: Re: Kolb Mishaps
The worst part is my camera's batteries were dead so I can't post pictures of the houseboats on the lake. It was a nice 5 hour flight to the lake, now I have 28.5 hours total on my FireStar. The problem was when I pulled back on the throttle instead of the throttle cable sliding back into the tube it bent down so I couldn't throttle down the engine. While I was being dragged I reached for both mag switches and killed the engine. My next upgrade will be an electric starter. Good thing it was before sunrise so no one saw the mishap. Will ________________________________________________________________________________
From: "Larry & Karen Cottrel" <lcottrel(at)kfalls.net>
Subject: Re: Kolb Mishaps
Date: Sep 05, 2000
"Larry & Karen Cottrel" ---------- > From: WillUribe(at)aol.com > To: kolb-list(at)matronics.com > Subject: Re: Kolb-List: Kolb Mishaps > Date: Tuesday, September 05, 2000 9:40 PM > My next upgrade will be an electric starter. Good thing it was before > sunrise so no one saw the mishap. Has anyone tried routing the starter rope down under the seat to the front of the cage? I have a starter that I would like to get rid of because of the weight, but need the ability to restart if possibile because of unfriendly terrain. I intend to try it soon, but could save myself the trouble if it isn't feasibile. thanks larry ________________________________________________________________________________
From: "Denny Rowe" <rowedl(at)alltel.net>
Subject: Front pull starter
Date: Sep 06, 2000
If you install your pull starter to pull toward you from the front, be sure to put heel stops on your floor to keep your feet locked short of your rudder pedals. When pulling the rope your feet will want to push against the pedals and this can overstress them or your rudder horns. Just a tip from a Loehle driver. Later, Denny Rowe ________________________________________________________________________________
Date: Sep 06, 1999
From: Ole Noetnes <onoetnes(at)online.no>
Subject: Re: Kolb Mishaps
Larry & Karen Cottrel wrote: > > > ---------- > > From: WillUribe(at)aol.com > > To: kolb-list(at)matronics.com > > Subject: Re: Kolb-List: Kolb Mishaps > > Date: Tuesday, September 05, 2000 9:40 PM > > > My next upgrade will be an electric starter. Good thing it was before > > sunrise so no one saw the mishap. > > Has anyone tried routing the starter rope down under the seat to the front > of the cage? I have a starter that I would like to get rid of because of > the weight, but need the ability to restart if possibile because of > unfriendly terrain. I intend to try it soon, but could save myself the > trouble if it isn't feasibile. > thanks > larry > i had that system on an old birdman chinook which is pretty much like a kolb in layout. had to go to roller bearing pulleys and use a climbing rope with a kevlar core for starting rope in order to keep friction down and rope stretch to an acceptable level. the standard starter rope stretched about 35-40 % of the available stroke. with these mods, starting on ground was still a bitch but inflight restart was o.k. in a shallow dive. ole twinstar in norway. ________________________________________________________________________________
Date: Sep 06, 2000
From: Dell Vinal <zoper(at)mint.net>
Subject: 2s1 update
Re that kitfox lite that seized on monday. the 2si factory now says to send the motor to them and they'll send him a new one. They say that they had a bunch of cylinders that went out of round , sorry about that.Nice of them to tell people. The kitfox folks say they never have a problem with 2si motors. The guy doesn't want another 2si. His oilmix was to specs. He's a dentist, quite a stickler for details. ________________________________________________________________________________
From: Dickk9(at)aol.com
Date: Sep 06, 2000
Subject: Re: Kolb Mishaps
Good Morning, On my Mark II, I replaced the small nylon pulley with a larger one that has a ball bearing center. Bought it at the local Tru-Value hardware store. It is for a sliding glass patio door and 1 1/4" dia. I usually start the engine from outside and warm it up then shut down, get in and one pull over the shoulder does the trick. Dick Kuntzleman ________________________________________________________________________________
Date: Sep 06, 2000
From: "Richard Neilsen" <neilsenr(at)state.mi.us>
Subject: Re: Rudder pedal covers
I used bicycle handle bar grips on my rudder pedals. You can get them in every style you want and many prices. Also when I first started flying my VW powered MKIII I didn't have a starter, I had to hand prop it. I always tied the tail wheel strut to some thing that would not move. After it warmed up so that it would idle slowly I would untie the rope and go flying. ________________________________________________________________________________
From: aquila33(at)webtv.net (dann mann)
Date: Sep 06, 2000
Subject: Re: 2s1 update
One of the guys in the San Diego club had a 2si in his Kitfox. Flew 80 hours no problems at all. Switched to 503 for more power. Must have gotten a good one. ________________________________________________________________________________
Date: Sep 06, 2000
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: Front pull starter
When pulling the rope your feet will want to push against the > pedals and this can overstress them or your rudder horns. > Just a tip from a Loehle driver. > Later, > Denny Rowe Denny and Gang: I don't think we have that problem with our Kolbs. They are built to take it. We have proven that during unscheduled crash tests. Anybody overstressed your Kolb rudder pedals or horns during normal use or crash? Take care, john h ________________________________________________________________________________
From: "Lindy" <lindy(at)snowhill.com>
Subject: Re: You Guys are Scaring Me
Date: Sep 06, 2000
John--Kolbers-- Never underestimate the capacity of German/Austrian engineering to fully understand controlled obsolesce and the amount of American (hard cash) available when they design a product or determine the price/s of replacement parts.for their overpriced engines. When the Japanese told the Germans they need a reliable car in a few days-the German answer was DAT SUN.! The lesson I will never forget when a French corporation bought out a major supplier of electronic parts. They sent me a letter with the following ( KISS--management techniques) continue to use-------price list-just double the price! I never have seen a 583 on anything that flies! Am I out of touch with the latest modifications? Lindy LA-Lower Alabama ________________________________________________________________________________
Date: Sep 06, 2000
Subject: Re: Kolb Mishaps
From: Robert L Doebler <robertdoebler(at)juno.com>
> > The worst part is my camera's batteries were dead so I can't post > pictures of > the houseboats on the lake. It was a nice 5 hour flight to the > lake, now I > have 28.5 hours total on my FireStar. > > The problem was when I pulled back on the throttle instead of the > throttle > cable sliding back into the tube it bent down so I couldn't throttle > down the > engine. While I was being dragged I reached for both mag switches > and killed > the engine. > My next upgrade will be an electric starter. Good thing it was > before > sunrise so no one saw the mishap. > > Will > Will- at our flying field, someone had the same thing happen to them. Except the plane ran over them, prop sliced off both butt cheeks. He went into shock. Fortunately, someone did see him, and called medics. Please fly when some else is around, and get brakes/starter, its cheaper then your life. Bob Doebler to not archive > > > ________________________________________________________________________________
From: "Darren Smalec" <smald(at)shianet.org>
"Kolb-List Digest Server"
Subject: 2SI
Date: Sep 05, 2000
> More 2si news.My friend with a new, 12.6 hrs old Kitfox lite has >had his first seaiure with it. > Not to be supportive of the 2si but I was just wondering if he mixed the >oil 40 to 1 or 50 to 1 Group- Has anyone had one of these go 100 hrs.?? (-2SI- not talkin' Cuyuna here). I personally believe it dosen't mater what mixture you run in these engines, they still give up the ghost. Dell- When/if he opens it up, please let me know what failed. I know of two engines(my 460 F-40, and a 460 F-35) that had wristpin bearing failures that were supposed to have the cageless style bearing, per 2SI serial # s, but had the caged bearing instead. Fly Safe- Darren ________________________________________________________________________________
Date: Sep 06, 2000
From: Woody <duesouth(at)govital.net>
Subject: Re: Kolb Mishaps
> > >Will- at our flying field, someone had the same thing happen to them. >Except the plane ran over them, prop sliced off both butt cheeks. Does that mean no one thinks of him as a perfect ass anymore? Bet he will never hear the end of that one. Sorry I couldn't resist. ________________________________________________________________________________
Date: Sep 06, 2000
From: Woody <duesouth(at)govital.net>
Subject: Re: 2SI
> > >I personally believe it dosen't mater what mixture you run in these engines, >they still give up the ghost. >Dell- Perhaps, but I would like to know about running 20% less oil than you should has anything to do with these problems. I guess I am just naturally curious. ________________________________________________________________________________
From: "Denny Rowe" <rowedl(at)alltel.net>
Subject: Front pull starter
Date: Sep 06, 2000
-----Original Message----- From: Denny Rowe <rowedl(at)alltel.net> Date: Wednesday, September 06, 2000 11:02 AM Subject: Re: Kolb-List: Front pull starter >John, >Using the rudder pedals as a foot brace while pulling a front mounted >starter rope, does not qualify as normal use. This is something that should >be avoided. I realize that the Kolb rudder horns and pedals are built >stoutly, but that doesn't mean you should abuse them on each start up. >Also, using the pedals as a foot brace would put the rudder piano hinges >under a huge amount of compression load, this can't be healthy either. I >realize that the Kolb seat bottom is angled back and down more so than a >Sport Parasol seat, and this alone will help you from sliding foreward when >starting, but a better pull is attained when you have a firm foot hold. >These heel blocks in my Loehle are a constant reminder to keep my feet off >the pedals on start up. They are only 3/4" square by 6" long pieces of wood >epoxied to the floor about 6" behind the pedals. I feel that they are a >must. >Thanks, >Denny Rowe >rowedl(at)alltel.net >Building Mark-3 Classic in western PA >-----Original Message----- >From: John Hauck <hawk36(at)mindspring.com> >To: kolb-list(at)matronics.com ; Denny Rowe > >Date: Wednesday, September 06, 2000 10:20 AM >Subject: Re: Kolb-List: Front pull starter > > >> When pulling the rope your feet will want to push against >>the >>> pedals and this can overstress them or your rudder horns. >>> Just a tip from a Loehle driver. >>> Later, >>> Denny Rowe >> >> >>Denny and Gang: >> >>I don't think we have that problem with our Kolbs. They are >>built to take it. We have proven that during unscheduled >>crash tests. >> >>Anybody overstressed your Kolb rudder pedals or horns during >>normal use or crash? >> >>Take care, >> >>john h >> > ________________________________________________________________________________
Date: Sep 06, 2000
From: Robert Noyer <ronoy(at)shentel.net>
Subject: Re: Kolb Mishaps
Got a little behind in his flying? ________________________________________________________________________________
From: "Ron or Mary Payne" <ronormar(at)apex.net>
Subject: Re: RE: NASA Small engine research
Date: Sep 06, 2000
These things look real nice but at 10+ gallons an hour each and the FireStar holds only 10 gallons. That is only 1/2 hour with no margin for error. Would have to hang on more fuel tanks somewhere. ----- Original Message ----- From: "Jack & Louise Hart" <jbhart(at)ldd.net> Sent: Monday, September 04, 2000 7:42 PM Subject: Re: Kolb-List: RE: NASA Small engine research > > > > >Brandon Hughes wrote: > > > > > > http://www.amtjets.com/gallery_real_plain.html > > > > Check this out. I think two of these would go on a > > firestar quite nicely. > > > > It costs $5038 per engine. Each enginge puts out 42 pounds of thrust at 10+ > gallons of fuel per hour. > > > Jack & Louise Hart > jbhart(at)ldd.net > > ________________________________________________________________________________
Date: Sep 06, 2000
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: Front pull starter
Denny and Gang: Not trying to start an argument, just stating fact. If I was worried about putting a lot of pressure on the rudder pedals for fear of harming/breaking the rudder system components, I wouldn't fly the airplane. That is one reason I have been a Kolb man since day one. I don't have to worry, but 'cept gear leg sockets, maybe...........hehehe Take a look at the Kolb rudder control set up. Stress acting on the rudder piano hinge is in the center of the hinge. That entire strip of hinge is carrying the load. If you can break or bend this hinge by pushing on the rudder pedals, then you are a better man than me. I have pushed on them til the needle went off the scale, once when I totaled the MK III, second time when I stalled at 30 feet and pancaked in, and every other time I have gotten a little excited and started pumping huge amounts of adrenalin. Like the last landing I made in my airplane at Muncho Lake. If you want to put a little foot rest in your plane to start it, fine with me. :-) I have one made from 3/4" aluminum angle on the passenger side of my airplane. Gives the passenger someplace to rest his feet. I also don't put anything on the rudder pedals to make them soft, slip proof, or purty. Nor do I put carpet or any kind of covering on the deck where my heels are located. I want my heels to be able to slide fore and aft with ease as I operate my rudder pedals. Reckon that is a carry over from flying helicopters. What does raise hell with the rudder piano hinge is the tail wheel steering setup. A combination of strong springs (some folks running exhaust springs), big mechanical advantage over tail wheel horn, and the location of the tail wheel horn on the bottom of the rudder and the bottom end of the piano hinge, springs will, in a short period of time, loosen the rivets attaching the hinge to the tail post. However, I have yet to see a failure here. Just loose rivets and no damage to piano hinge. Anyhow, freedom to do things the way we want to with our little airplanes is the name of the game. If it wasn't, I'd find me another hobby. Take care, fly safe, john h ________________________________________________________________________________
From: "Dennis Souder" <flykolb(at)epix.net>
Subject: Flight to Barrow Pics
Date: Sep 06, 2000
John, Thanks for sharing the pix - beautiful country ... got my vicarious thrills for the day. Sorry to see the bent bird - helps me to feel you pain. Ouch indeed! Dennis -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of hawk36(at)mindspring.com Sent: Tuesday, September 05, 2000 10:18 PM Subject: Kolb-List: Flight to Barrow Pics (hawk36(at)mindspring.com) Howdy Gang: Trying to learn a new pic program, ACDSee. Has a capability to put pics on a website, sends an email with the url to the site. Bare with me as I post these few pics. As I scan more, will send to List. john h --- Your pictures are waiting for you at: http://www.SendPix.com/album/1000805/191300dd67302c/ ________________________________________________________________________________
From: "Richard Swiderski" <swidersk(at)digital.net>
"Geoff Thistlethwaite"
Subject: Re: 582/583/587 & Geo/Chevy Sprint/Suzuki 4-Stroke
Date: Sep 06, 2000
Geoff, Lindy & All, Lots of people are flying Nipendensco ignitions (that have an advance curve) on their Rotaxes. Airsscrew Performance is doing big business making conversions for pilots who are tired of their aircraft Rotax motors starting hard & shaking themselves out of their mounts at low rpms because their engine only runs at full advance no matter what the rpm is. Lindy, I know of at least 2 SeaDo engines that have graduated from swimming to flying. I have one on my SlingShot, & my buddy put one on his gyro. By the way, I believe the 583 is the snowmobile version which has only one thin ring, different pistons & RAVE exhaust valves. It is a souped up version of the 582/587 engines. The SeaDo is the 587 model. It is basically a 582 but having no H2O pump, no tuned exhaust/muffler, no thermostat housing , no dual ignition, a crank that has a threaded pto instead of a tapered pto. The plusses are that it has the Nipendensco ignition (& its waterproof!), a starter (itsy bitsy) tucked in on the side like somebody sane designed it, stainless steel nuts & bolts, and altitude adjusting carbs (I think the Rotax engineers got drunk & mixed up their engine schematics because they put altitude compensating carbs on boat engines & nonaltitude compensating carbs on plane engines that fly, go figure!) which also are more effcient & more tuneable than the Bings. Both the 587 & 583 need the case machined flat for the redrive & the bosses tapped for the redrive bolts. The 587 is by far the easier to convert because you don't have to mess with the crank, H2O pump ect.( & there's lots of them flying). I don't know if it uses the Ducati or Nipendensco ignition, but that might need changing. I would put in the 582/587 pistons & derate the engine into our rpm range. The RAVE exhaust is a toss up, its more power, more efficient, but has tendency to carb up & stick (Maybe if we used Seafoam....) Dual ignition is easily put if you demanded that. My knowledge/experience is on the now dinosaur motor of the 580 series (15-20 years of developement has happened since our basic engine was considered cutting edge). The watercraft & snowmobile side of the 2-stroke industry have gone leap years beyond what we use. I'm sure we'd be drooling all over ourselves if we were in the know about what the big boys are doing. Even the stock-off-the-shelf watercraft engines in todays stores would leave us in the dirt (prop wash/vortexes). It will probably be a year before I get my Geo/Chevy Turbo Sprint/Canadian Turbo Firefly hybrid up & going. Its balanced & blueprinted & long block assembled. Still have turbo plumming to make (exhaust ports to turbo, turbo to exhaust outlet, turbo to intercooler, intercooler to throttlebody, throttlebody to intake ports, aircleaner to turbo inlet) I still have not found a resource that can provide a 3 cylinder electronic ignition (to replace the distributor & also give me inflight control of ignition advance) that will interface with stock computer fuel injection or even better replace it with single unit for both ignition & fuel.that would also replaace the bulky airmass sensor with a MAP sensor. I could keep stock set up, but it would be a little heavier & I would have less control over ignition advance & fuel flow. If anyone has been down this road before I'd like to hear your thoughts. My goal is to come in at 170-180lbs including radiator, H2O, oil, redrive, & everything it takes to run and provide a reliable 90-100hp, 115+ lbs. of torque (before its multiplied by redrive). It will be cheap to rebuild & maintain, & if I can resist all that power, I can have an economical fuel rate at cruise. It seems do-able, I just wish I was old enough & rich enough to retire so I could really dig into it. If it proves out that I ended up with a boat anchor or worse, something I can't rely on, I will turn my sights onto the exciting watercraft arena & just accept the fact that I will be stuck with a gas guzzling 2-stroke that will produce a 2G (as in gravity, or would that be depravity? rate of climb. Everything is a compromise and/or a dream! ...Richard Swiderski > > > > > GeoffT > > > > Rotax does use automatic spark advance on their engines, just not on > > their aircraft engines...that SeaDo Rotax has it, called Nipendenso > ignition > > as opposed to the aircraft Ducati ignition. ----- > > > > > and the lack of fuel injection and automatic spark advance(?) for better > > > idle. > > > > > > Geoff T > > I had "heard" that but I have to wonder why no one is installing em on our > planes?? > just curious > > Geoff Thistlethwaite ________________________________________________________________________________
From: "Dave Rains" <rr(at)htg.net>
Subject: Re: Front pull starter
Date: Sep 06, 2000
John, I've got to hand it to you, I've always admired a fellow who can laugh at himself, I sure keep myself busy... Dave Rains -----Original Message----- From: John Hauck <hawk36(at)mindspring.com> Date: Wednesday, September 06, 2000 8:24 AM Subject: Re: Kolb-List: Front pull starter >Denny and Gang: > >I don't think we have that problem with our Kolbs. They are >built to take it. We have proven that during unscheduled >crash tests. > >Anybody overstressed your Kolb rudder pedals or horns during >normal use or crash? > >Take care, > >john h > > ________________________________________________________________________________
Date: Sep 06, 2000
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: Front pull starter
I am not capable of stretching an exhaust > spring that long to work on tailwheel-I don't think superman could either. Lindy Lindy and Gang: Don't try to stretch exh springs to fit tail wheel. Most of us made up a 1/16" SS cable to make up the distance, fit to put a little load on the spring. :-) john h ________________________________________________________________________________
Date: Sep 06, 2000
From: hawk36(at)mindspring.com (hawk36(at)mindspring.com)
Subject: More Pics
hawk36(at)mindspring.com (hawk36(at)mindspring.com) Here are a few more pics from this years flight. I am sorry about you all having to go thru my learning process last night. I feel bad about all those msgs for a single pic at a time. john h --- Your pictures are waiting for you at: http://www.SendPix.com/album/1000806/151200dd742818/ ________________________________________________________________________________
Date: Sep 06, 2000
From: b young <byoung(at)brigham.net>
Subject: starting the beast
hoping others may offer some advise on proper starting procedures. this has not been tried and proven,,,,,,,, if it were mine i would install a pulley near the bottom of the cage under the engine and another in the front near the rudder petals. i realize this would take a longer piece of rope but by routing the starter rope in this manner you could pull the rope from the seated position with good authority, much like pulling the rope on a snowmobile. boyd ________________________________________________________________________________
Date: Sep 06, 2000
From: Dell Vinal <zoper(at)mint.net>
Subject: outside starting
Tie the plane down before starting.A glider tow hook is easy to make, and it can be released from inside.. Sport Aviation mag from the eighties had a simple plan. A piece of rope works , but it has to be untied, and running the end up to the operator doesn't work on a pusher. Never mind the harm to you, the innocent need to be protected. Do not archive and I'm glad those guys are still with us . ________________________________________________________________________________
Date: Sep 06, 2000
From: Dell Vinal <zoper(at)mint.net>
Subject: -2s1 failure
Darren, the motor is not going to be torn down by the owner. Its going back. Through the exhaust port the piston is scorched, goes along with the out of round story. Out of round and the rings can't seal.do not archive. ________________________________________________________________________________
From: MitchMnD(at)aol.com
Date: Sep 06, 2000
Subject: Re: Front pull starter
I spent many hours aligning and welding brackets to support the three pulleys, making a pull cable (rope stretched too much) and optimizing my leverage for a front pull starter on my Mk lll. I gave up when I found that there was not enough room to get a good pull after the slack was out oft the cable and the recoil starter was engaged. The engine was a 503, minimum power for that plane but too much to start with that rig. I did install a pulley on the starter ring of my FireFly and it reduced the effort required to start the 447 on that bird. Another thing I did was modify my exercise routine to include a pulling a 25 LB weight over my right shoulder. Don't laugh, I think it really helps. Maybe if I had done something similar to the Mk lll it would have worked too:) ________________________________________________________________________________
From: ZepRep251(at)aol.com
Date: Sep 06, 2000
Subject: Re: You Guys are Scaring Me
Topher;Have you seen the adjustable needle conversion setup offered in cps catalogue? G.Aman FS2 ________________________________________________________________________________
From: WingManBill2(at)aol.com
Date: Sep 07, 2000
Subject: Re: 582/583/587 & Geo/Chevy Sprint/Suzuki 4-Stroke
Just wanted to know if I was reading your post right, your saying a New in box Geo metro 1.0 litre 3 cylinder engine for $500?! I'm bout ready to order a conversion from Raven, everything done, ready to fly, $5700. The conversion kit runs round $2000 if one would want to do the conversion themselves, would save lots of money, I've got the manuel and it looks pretty involved, lots of grinding! Bill J Heading to London, KY in a few wks! ________________________________________________________________________________
From: gerken(at)us.ibm.com
Date: Sep 07, 2000
Subject: Recoil improvement allows seated starts
Here is a post I made to the OLD Kolb newsgroup (on Intrig.com), in Feb '98: (Regarding a MKiii 582, "C" box with 2.62:1, powerfin 66" 3-blade) This weekend I was able to start the aircraft three times, first pull each time, from the seated position! Here is what I did: The rear pulley was the major problem. It was mounted at a position that required the rope to make an angle back slightly as it exited the recoil housing, and this was causing the rope to actually drag on the recoil housing enough that I could feel the texture of the rope as I pulled the handle. I determined the ultimate mounting location for that rear pulley and set about designing bracketry to position it there. After three prototypes, I finished a pulley and mounting which is clamping to the two diagonal steel 1/2" tubes near where they weld to the 2" backbone under the front of the engine. The new pulley is 2" diameter, with ball-bearings and is mounted so the rope exits the recoil housing STRAIGHT down with no drag. The pulley wheel is positioned so that 1/3 of it is below the fabric (a slot was cut in the fabric for it), so the rope travels straight forward from there, along the bottom surface of the fabric to the pull-handle at the cabin, where I have my Kolb-stock pulley (not using the "ring" in front, too much drag, now using a Kolb-type pulley here). The new rope path is shorter by over a foot, it looks cleaner because the rope is almost hidden, and it glides like silk. I would guess that it pulls 25% easier than before. It weighs a few ounces more than stock due to clamping with "U" bolts and bigger pulley with bearings, but it is worth it to me for safety. Sept 2000 update >This has been in use since Feb '98 and no significant rope wear has taken place. Jim G ________________________________________________________________________________
Date: Sep 07, 2000
From: Richard Pike <richard(at)BCChapel.org>
Subject: Re: starting the beast
The Maxair Hummer and Lockwood Drifter have used this method for years. Except you replace the rope with a length of aircraft cable, and use 3" aircraft pulleys. Richard Pike MKIII N420P (420ldPoops) > > hoping others may offer some advise on proper starting >procedures. > >this has not been tried and proven,,,,,,,, if it were mine >i would install a pulley near the bottom of the cage under >the engine and another in the front near the rudder >petals. i realize this would take a longer piece of rope >but by routing the starter rope in this manner you could >pull the rope from the seated position with good authority, >much like pulling the rope on a snowmobile. > >boyd > > ________________________________________________________________________________
From: Dale Seitzer <dale(at)gmada.com>
Subject: Looking for Original Firestar Frame Cage
Date: Sep 08, 2000
The plane is taken apart and I have been hauling it around trying to find someone to work on welding and straightening the cage. So far I have been asking airolane people only. The front half is fine. The inverted V gear- leg- boom end is broken above the end of the gear leg. I am looking for a used cage from an original Firestar--some damage would be ok. My wings and tube and tail are fine--even the gear legs are only bent about an inch --I can pound them back straight. Second question--does anyone know if my wings and tube could fit a new Firestar II cage? The new cage is about $3000. I will do a search of the archives for old posts. One technician said he would fix it if I got a new gear leg tube assembly--not the whole cage--just that part-- so he has a place to start from. The strainer in the fuel tank is a great idea. Thanks, Dale Seitzer ________________________________________________________________________________
From: "Vic" <vicw(at)vcn.com>
"Kolb-List Digest Server"
Subject: Re: Kolb-List Digest: 31 Msgs - 09/06/00
Date: Sep 07, 2000
I have acquired a HAC Carburetor that I plan to mount on my 503. I ordered the Rotax book for adjusting the carb and either I am stupid or it is the worst instruction book I have ever encountered. Does any one have any experience with setting up a HAC and is willing to share any tips? Vic ________________________________________________________________________________
From: WGeorge737(at)aol.com
Date: Sep 07, 2000
Subject: Re: Kolb-List Digest: 31 Msgs - 09/06/00
In a message dated 9/7/00 9:40:58, vicw(at)vcn.com writes: << I have acquired a HAC Carburetor that I plan to mount on my 503. I ordered the Rotax book for adjusting the carb and either I am stupid or it is the worst instruction book I have ever encountered. Does any one have any experience with setting up a HAC and is willing to share any tips? >> There really is nothing to do except the initial calibration for your altitude. I don't have it in front of me but it involves removing one of the tubes and rotating a plunger so that its length corresponds to the pressure setting of your location. For example the sea level pressure on a standard day is 29.92" of mercury or 1013.2 mb. You need to get the current altimeter setting then reduce that number by your height above seal level (roughly one inch per thousand feet). You will be glad you got the HAC carbs. Once you do that simple one time calibration your carbs will meter very near perfectly at all altitudes. My last visit to altitude had me passing through 10,000 feet at over 500 feet per minute solo. Bill George Mk-3 582 "C" Powerfin Hawaii ________________________________________________________________________________
From: gerken(at)us.ibm.com
Date: Sep 07, 2000
Subject: geo question for Lindy
Lindy wrote: >GEO engine so reliable-many at very reasonable costs in GM >dealerships--bought 2 for people flying--different dealers--new in Box $500. Lindy, what model number does one ask for and receive for $500? What is included (short or long block, fuel system, exhaust, starter, alternator, anything else)? Jim G ________________________________________________________________________________
From: "Christopher John Armstrong" <Tophera(at)centurytel.net>
Subject: Re: Kolb-List Digest: 31 Msgs - 09/06/00
Date: Sep 07, 2000
"Christopher John Armstrong" >You will be glad you got the HAC carbs. Once you do that simple one time >calibration your carbs will meter very near perfectly at all altitudes. My >last visit to altitude had me passing through 10,000 feet at over 500 feet >per minute solo. How much are these and who sell them? ________________________________________________________________________________
From: HShack(at)aol.com
Date: Sep 07, 2000
Subject: Re: 582/583/587 & Geo/Chevy Sprint/Suzuki 4-Stroke
In a message dated 9/7/00 9:19:58 AM Eastern Daylight Time, WingManBill2(at)aol.com writes: << your saying a New in box Geo metro 1.0 litre 3 cylinder engine for $500?! I'm bout ready to order >> Wish I could get one that cheap. When I checked, only a short block was available & that was $1,400. A bare head was over $400. Howard Shackleford FS I SC ________________________________________________________________________________
From: "Richard Swiderski" <swidersk(at)digital.net>
Subject: Re: Resistor Spark Plugs
Date: Sep 07, 2000
Kolbers, What's the scoop on using resistor plugs on a Rotax? Anyone out there using them? Did you go to a cap without a resistor or did you keep original? How did it effect radio noise? Thanks, Richard Swiderski ________________________________________________________________________________
From: "Richard Swiderski" <swidersk(at)digital.net>
Subject: Re: ASI Calibration
Date: Sep 07, 2000
Anybody know how many inches of water is equal to a certain number of miles per hour? Kitplane had an article on it but their table was wrong & I lost the correction that was posted sometime later. Richard Swiderski ________________________________________________________________________________
From: "Sam Cox" <lightflyer(at)email.msn.com>
Subject: FAA Dumps ARAC part 103 Sport Pilot proposal
Date: Sep 07, 2000
Well as Gomer Pile always sez: Surprize!..Surprize!...Surprize! On the heels of the EAA's Goverment and Industry Relations man Randy Hansen sending out email wanting us ultralighters to write our congressman and Senators to save their precious Warbirds from the ravages of Sections 361 and 362 of H.R. bill 4205 (which I understand has been reconsidered) comes word that with the EAA's urging the FAA has dumped everything the ARAC part 103 Committee worked eight years on. Gone are the only good parts of the "Sport Pilot" proposal, no more "umbrella of standards" or instruction requirements set by a "Flight Standards Review Board." Gone...Zip... eight years of honest effort by USUA, USHGA, and other UL groups. The FAA has decided to dump the "Sport Pilot" proposal submitted to it by the ARAC Committee in favor of a completely new "in house" draft. Not only will it create a new GA Sport Pilot (SP) license but also a new Sport Pilot Instructor (SPI) license. An associated action is being proposed by FAA for "Fat" single seat and Two seat "ultralights" to correct what the FAA is calling the "ultralight problem." Of special interest is the proposed flight privileges under the proposed new license. Sport Pilots will be able to exercise virtually the same priviledges as Private Pilot license holders except night flight. Humm... does anyone remember what a GREAT proposal the Rec. pilot was until they added on priviledges until it and the Private was almost alike? Remember that Rec. was to have the self certified medical too? You remember what happended to a grweat proposal then... 30hrs. training and third class medical. Will Sport Pilot be any different? Its no wonder that the proposal is that anyone that holds a PP certificate can add "Sport Pilot" to his/her ticket by making application to the FAA to do so. They make "Sport Pilot sound more desireable than the PPL! I wonder what priviledges that SP will have that a PP will want? What will it take to get this great new ticket? Well FAA isn't saying but they are saying that applicants will have to take training, pass a oral and written test, and a check ride FROM A FAA EXAMINER. Bye bye BFI sign-off, hello GA baby! Ahaa....what about the medical you ask? The FAA proposal is that you would have to have (A) a third class medical or (B) a drivers license. You simplely need one of the two and away you go flying. Stop me if you have heard something like this before but..."FAA seems to feel that this approach will work now where it has not despite several attempts in the past." You know, ol Gomer was common sense smart. I remember Gomer also saying.."Fool me once shame on you, fool me twice shame on me." JMHO Sam Cox USUA Region 5 Asst. Representive ________________________________________________________________________________
From: "Dave Rains" <rr(at)htg.net>
Subject: Re: Resistor Spark Plugs
Date: Sep 07, 2000
I use the resistor plugs with the standard resister caps on my 503 DCDI. Haven't had any problems at all. I believe Rotax now approves of this combination. You sure will notice a noise reduction in your radio. Dave Rains -----Original Message----- From: Richard Swiderski <swidersk(at)digital.net> Date: Thursday, September 07, 2000 4:59 PM Subject: Re: Kolb-List: Resistor Spark Plugs > >Kolbers, > > What's the scoop on using resistor plugs on a Rotax? Anyone out there >using them? Did you go to a cap without a resistor or did you keep >original? How did it effect radio noise? Thanks, Richard Swiderski > > ________________________________________________________________________________
Date: Sep 07, 2000
From: "john todd" <toddatlucile(at)alltel.net>
Subject: Date: Thu, 7 Sep 2000 20:01:45 -0400
-Re. Resistor plugs. I have been using them in my 447 for about 50 hours. They make it hard to start by hand but easy to start with electric starter. They really help the radio noise. I don't know how long they will last. Mine have 50 hours on them and the engine still runs good. I pull them and inspect them every 25 hours and check the gap. I am running the original resister caps. John Todd Firestar #30. ________________________________________________________________________________
From: "Bruce McElhoe" <brucem(at)theworks.com>
Subject: Re: ASI Calibration
Date: Sep 07, 2000
Richard, h = .00853 P (v)2 / T where h = inches of water P = altimeter (in Hg) v = mph T = temperature (deg R) At 80 degF and 29.95 inHg: mph h (in) 30 0.43 40 0.76 50 1.18 60 1.70 70 2.32 80 3.03 90 3.83 100 4.73 Bruce McElhoe FireFly #88 Reedley, Calif. > > Anybody know how many inches of water is equal to a certain number of miles > per hour? Kitplane had an article on it but their table was wrong & I lost > the correction that was posted sometime later. Richard Swiderski > ________________________________________________________________________________
From: "Sam Cox" <lightflyer(at)email.msn.com>
Subject: "FAA proposes Sport Pilot Instructor rating" & Aircraft
Date: Sep 07, 2000
Ok folks, hold onto what ever you feel is important to you. IMHO here goes the two seat training exemption to FAR part 103 away. The FAA proposes to create a new "Sport Pilot Instructor (SPI)" certificate. Those who are currently FAA-CFIs would likely only need to ask the FAA to add SPI to their ticket. The current BFIs and AFIs who are instructing under one of the FAA approved training exemptions would get their actual instructional and flight time credited toward meeting the SPI rating but all others would start from zero. USUA instructors would be given credit for passing their FOI test from the FAA but those instructors who had the test administered by a EAA or ASC instructor would have to retake the test from a FAA approved source. All new SPI applicants would have to obtain flight instruction from a SPI, pass oral and written test, and a check ride. ALL from a FAA examiner. The applicant would first have to qualify at the SP level then at the SPI level. FAA WILL PROBALY NOT REQUIRE COMMERCIAL OR INSTURMENT RATINGS FOR SPIs. Love that word probaly. Oh yea, EAA and FAA say that SPI will be authorized to give SP instruction in..."Cubs, Champs, and Taylorcrafts." What happends to todays current two place trainer "ultralights?" Current two place instructors will have to apply for "Light Aircraft (LA)" (remember that, a test comes later) airworthiness certificate for their present trainers. The FAA draft reports that they then could not be used for "commerical instruction." Once the FAA airworthiness certificate is issued the plane can ONLY be used for recreational flying purposes. Isn't that what the FAA has been telling us for years they couldn't be used for?? Other than "Cubs, Champs, and Taylorcrafts" where will SPIs get their trainers? FAA seems to be planning to ENCOURAGE manufacturers to build future aircraft "to an airworthiness standard chosen by the manufacturer (wonder what Dreamwings standard will be?) who provides a certificate promising that the plane is in conformance and is airworthy.These planes COULD BE sold as completed units. THE TWO SEATERS WOULD REPLACE THE EXISTING UL TRAINERS." How about it, any certified "Quicksilver Sport IIs" in our furture? JMHO Sam Cox USUA Region 5 Asst. Representive. ________________________________________________________________________________
From: WGeorge737(at)aol.com
Date: Sep 07, 2000
Subject: Re: Resistor Spark Plugs
In a message dated 9/7/00 12:58:57, swidersk(at)digital.net writes: << What's the scoop on using resistor plugs on a Rotax? Anyone out there using them? Did you go to a cap without a resistor or did you keep original? How did it effect radio noise? >> Use both resistor plugs and caps. No ignition noise in the radio at all. Bill George Mk-3 582 "C" Powerfin Hawaii ________________________________________________________________________________
From: JJohn22222(at)aol.com
Date: Sep 07, 2000
Subject: Re: "FAA proposes Sport Pilot Instructor rating" & Aircraft
The government is systematically taking our freedoms from us! This is a clear step in that direction as is the invasions that proceed against the Second Ammendment right to bear arms. Soon we will be unarmed and without wings if we are not careful. jj ________________________________________________________________________________
Date: Sep 07, 2000
From: Robert Noyer <ronoy(at)shentel.net>
Subject: Re: Resistor Spark Plugs
There are two kinds of resistor caps: the one with the higher resistance will give poor spark if used with resistor plugs. bn ________________________________________________________________________________
From: "Sam Cox" <lightflyer(at)email.msn.com>
Subject: FAA proposes new "Light Aircraft" catagory experimental airplane
Date: Sep 07, 2000
In association with the Sport Pilot proposal, the FAA proposed to create a new catagory of experimental aircraft entittled "Light Aircraft (LA)." This new catagory would include the current "fat single seater and the two seat trainer "ultralights." Currently the proposal sets the catagory limits at 1235 # G.W., 45 mph stall, and 114 mph top speed. But these numbers are subject to change. Also PROBALY one or two seat, single engine, fixed gear, and unpressureized cabin. The pilot would not have to have built the plane. The FAA and EAA sez: "Cubs, Champs, and Taylorcrafts" fit will be fine. Humm... I'm starting to see a pattern here. The existing "fat" single seat and two place LA owner would be offered a three year window to contact the FAA and request an airworthiness inspection for their plane. Yea right! Plan on spending $300 to $500 for a DAR. The condition inspection MIGHT be based on the current experimental catagory standards but not require that the owner have built the plane. FAA registration ( N-number) would be required. After the three year window ALL LA would have to meet the current amateur-built program. In other words the 51% rule would apply to qualify for the repairman's certificate. IF you build a TEAM Airbike & N-number it and then four years later try to sell it to a pilot who is not close enough to bring it back to you for the annual condition report, ( in other words he would have to pay an A&P to do the condition report) would that lessen the value of your plane to him? JMHO Sam Cox USUA Region 5 Asst. Representive ________________________________________________________________________________
From: "Scott Olendorf" <solendor(at)nycap.rr.com>
Subject: Re: FAA Dumps ARAC part 103 Sport Pilot proposal
Date: Sep 07, 2000
If they just added the DRIVER'S LICENSE medical clause to the rec pilot license, they would be done. That is the minimum FAA will ever allow for training anyhow. Scott Olendorf Original Firestar, Rotax 377 Schenectady, NY http://home.nycap.rr.com/firestar/ "Reality is for those who lack imagination" ----- Original Message ----- From: "Sam Cox" <lightflyer(at)email.msn.com> Sent: Thursday, September 07, 2000 9:15 PM Subject: Kolb-List: FAA Dumps ARAC part 103 Sport Pilot proposal > > Well as Gomer Pile always sez: Surprize!..Surprize!...Surprize! On the > heels of the EAA's Goverment and Industry Relations man Randy Hansen sending > out email wanting us ultralighters to write our congressman and Senators to > save their precious Warbirds from the ravages of Sections 361 and 362 of > H.R. bill 4205 (which I understand has been reconsidered) comes word that -- clipped out stuff -- > You know, ol Gomer was common sense smart. I remember Gomer also > saying.."Fool me once shame on you, fool me twice shame on me." > > JMHO > Sam Cox > USUA Region 5 Asst. Representive > > ________________________________________________________________________________
From: "Geoff Thistlethwaite" <geoffthis(at)worldnet.att.net>
Subject: Re: FAA proposes new "Light Aircraft" catagory experimental
airplane
Date: Sep 07, 2000
"Geoff Thistlethwaite" ----- Original Message ----- From: "Sam Cox" <lightflyer(at)email.msn.com> Sent: Thursday, September 07, 2000 10:08 PM Subject: Kolb-List: FAA proposes new "Light Aircraft" catagory experimental airplane > snip< > The FAA and EAA sez: "Cubs, Champs, and Taylorcrafts" fit will be fine. > Humm... I'm starting to see a pattern here. > snip< > JMHO > Sam Cox > USUA Region 5 Asst. Representive > Sam, You are quoting EAA and FAA, so where EXACTLY are you getting this information? Is this rumor or can you give us an exact place you got this information? I didn't find anything on EAA or FAA websites. I'd like to know if this is true so that I may express my displeasure at this to the proper authorities. Thanks Geoff Thistlethwaite ________________________________________________________________________________
Date: Sep 07, 2000
From: "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com>
Subject: Error in wig/wag circuit . . .
"Robert L. Nuckolls, III" Many thanks to reader Ken Brown for pointing out a fundamental flaw in the way I wired the wig/wag circuit for Option 3. A revised drawing has been uploaded for any interested parties to download at: http://www.aeroelectric.com/articles/aec_ww.pdf Another reader, George Meketa, had another idea for a wig/wag with some unique features and fewer switches on the panel. Option 4 uses one, 3-position switch for OFF-TAXI-BOTH operation of the landing and taxi lights. While in the BOTH position, pressing a stick mounted push button produces wig/wag operation. The stick mounted switch could also be a small toggle or rocker switch (the current in this switch is 100 milliamperes) so that you don't have to hold the button to keep the wig/wag functioning. Our proposed AEC9020-1 flasher module will work with either option. I've uploaded Option 4 to the website at: http://www.aeroelectric.com/articles/aec_ww2.pdf Whilst you're peeking at our website, take a look at what is probably the world's smallest VHF comm transceiver at: http://www.aeroelectric.com/Catalog/avionics/760vhf.html We're out shopping for avionics which in my opinion have a lot of bang for the buck . . . watch for other goodies to show up there soon. 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: "Ron or Mary Payne" <ronormar(at)apex.net>
Subject: Light Aircraft
Date: Sep 08, 2000
I think this proposal is the way to go. To only have to have a drivers license for a medical would take a lot of uncertainty off of some of us who are borderline on things like blood pressure. Never knowing from year to year wether we will be flying or not. I talked to the EAA and they seem to support this thing and I do also. Noone can do anything that will satisfy everyone, but I think this will help far more people than it will hurt. Ron Payne Gilbertsville, Ky. ________________________________________________________________________________
From: "Sam Cox" <lightflyer(at)email.msn.com>
Subject: New Sport Pilot proposals
Date: Sep 08, 2000
Sam, You are quoting EAA and FAA, so where EXACTLY are you getting this information? Is this rumor or can you give us an exact place you got this information? I didn't find anything on EAA or FAA websites. I'd like to know if this is true so that I may express my displeasure at this to the proper authorities. Thanks Geoff Thistlethwaite Geoff I'm not sure I or anybody else are at liberty to quote the source at this time. However if you check my sig line on the post it shouldn't be too hard to figure out where the base information came from. IF the FAA sticks to it's announced time schedule (as if!) then it should be open for public comment in Jan,-Feb. 2001. Sam Cox USUA Region 5 Asst. Rep. ________________________________________________________________________________
From: gerken(at)us.ibm.com
Date: Sep 08, 2000
Subject: Re: Rotax HAC
>I have acquired a HAC Carburetor that I plan to mount on my 503. I ordered >the Rotax book for adjusting the carb and either I am stupid or it is the >worst instruction book I have ever encountered. Does any one have any >experience with setting up a HAC and is willing to share any tips? >Vic Vic, if you figured out that the Rotax instructions are the worst you've seen, you've already proven you're not stupid. Mine came with three legal-size pages of poorly-copied info including a full-page barometric correction chart that was so poorly reproduced that you had to imagine what half the numbers were. As Bill George has said, calibration is simply turning it upside down and sucking the air out of it and then letting the air back in 'till the little gauge rod position corresponds to the chart (you have the little gauge rod thingy, right? It is an inch long and about 1/8" diameter, poorly marked along its length.). After that you connect the hoses, one vacuum source from one carb, four small lines that replace the old carb bowl atomospheric vent tubes, and one tube that goes into an air filter for a static reference, from memory. Now you re-jet each carb because they start out jetted differently than stock (I think they are richer, then the HAC leans them according to barometric presure). Lastly, do a good job of mounting the HAC unit according to the excellent instructions. I remember they want it mounted hose-side down or sideways, above the carbs, vibration / shock mounted, hoses kept equal length and short, etc. Mounting it into the back of the air cleaner body is the usual solution although I felt it was not the best one because it made it impossible to see or adjust anything and really tough to service the air cleaner and after you'd had it out once the screws stripped since they were only threaded into rubber, ect... I made a bracket in the shape of a big channel that bolts thru the front and back sides of the Rotax/K&N dual filter (the oval one), to mount the HAC into the channel bracket above the filter. Jim G ________________________________________________________________________________
From: WGeorge737(at)aol.com
Date: Sep 08, 2000
Subject: Re: Rotax HAC
In a message dated 9/8/00 3:02:50, gerken(at)us.ibm.com writes: << Now you re-jet each carb because they start out jetted differently than stock (I think they are richer, then the HAC leans them according to barometric presure) >> Good info from Jim. Don't know if I would re-jet. Mine was perfect right out of the box and I was operating out of a strip at 2700 foot elevation. The profile of the HAC correction probably is based on the jet set up supplied. Personally I wouldn't mess with it. JMHO. Bill George Mk-3 582 "C" Powerfin Hawaii ________________________________________________________________________________
From: gerken(at)us.ibm.com
Date: Sep 08, 2000
Subject: Re: Rotax HAC
Yea, I may be mixed up here, 'cause my carbs were shipped from the distributor with HAC installed and jetted. I just seem to remember the CPS catalog listing jetting differently for HAC and non-HAC carbs, so check it out. As a final check of course, your EGT and plugs are the final word on jetting, not some chart in a book. Once set right for your field elevation, HAC will keep them proper as your barometer drops (altitude rises). Jim G WGeorge737(at)aol.com on 09/08/2000 10:04:55 AM cc: Subject: Re: Kolb-List: Re: Rotax HAC In a message dated 9/8/00 3:02:50, gerken(at)us.ibm.com writes: << Now you re-jet each carb because they start out jetted differently than stock (I think they are richer, then the HAC leans them according to barometric presure) >> Good info from Jim. Don't know if I would re-jet. Mine was perfect right out of the box and I was operating out of a strip at 2700 foot elevation. The profile of the HAC correction probably is based on the jet set up supplied. Personally I wouldn't mess with it. JMHO. Bill George Mk-3 582 "C" Powerfin Hawaii ________________________________________________________________________________
From: "Ken Broste" <spiritmoves(at)earthlink.net>
Subject: Fw: Control Surface hinges?
Date: Sep 08, 2000
----- Original Message ----- From: Ken Broste Sent: Friday, September 08, 2000 8:25 AM Subject: Control Surface hinges? I have been reviewing and checking through the blueprints and manual and am unable to discern with certainty which hinge is used where. The kit includes two different sizes (6' length) one at two inches wide and another (6' length) at 1 1/2inches wide. Can anyone positively verify for me that the wider hinge is used on the ailerons, and the narrower one for the elevators and rudder? The hinges are stamped with the same numbers. Ken Broste Vail, AZ Just starting a Firestar, with only the tube section received so far! ________________________________________________________________________________
Date: Sep 08, 2000
From: "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com>
Subject: Shower-o-sparks magneto wiring . . .
"Robert L. Nuckolls, III" Don't know if it's the phase of the moon or el-nino effects but I've had three requests in the last two days for info on wiring a "vibrator" enhanced magneto . . . I've published a wiring diagram on the website at: http://www.aeroelectric.com/articles.html 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: "Lindy" <lindy(at)snowhill.com>
Subject: Re: FAA Dumps ARAC part 103 Sport Pilot proposal
Date: Sep 08, 2000
For Scott-Sam Cox-all Nothing new with the FAA management Technique/s-have not completed a project on time since the end of WW2.The do not plan to if you analyze their past operations with an open mind! ( Called Create work) Justify the Agency's need-always overworked even with modern technology. Remember how the CAA-before the FAA- came about--complaints from people on Rhode Island-crazy fools flying over houses,stadiums on Sunday afternoon's on Long Island.Any similarities on UL and PPC complaints at the present time?---good thing most people do not know the color of the -I will use vehicle-I am fully aware that most UL pilots practice safe techniques and follow the rules;but not all-again one apple (Bad) is justification enough! The first aeronautical inspectors--every one hired was a used car salesman or ex-used car salesman--became noted for hiding behind bushes and watching you.Now they use camera's.Every State regional FAA man arrives at a flying with a camera Sam-you have seen it personally at Lake Texoma.We have a tremendous educational problem-with the government and the majority of GA pilots! People do things for 2 reasons--money-self satisfaction--where the FAA falls into the UL Problem is obvious-we are the new blood-the entry level,keeping aviation active. In the interest of brevity Sam -don't get an ulcer--they have to create work--Remember the government had me research their operations from the beginning.You heard me at many USUA Conventions make recommendations on what was coming-I fully understand that knowledge is power and the key for UL survival is sticking together-In Washington --total numbers count--at the present time in Aviation-they consider us to be a pimple on a horse's ass on the road to progress-not trying to be negative but saying it like it is.How much did USUA spend on the project--$50,000--$75,000-were was the work done--in the FAA internally-get the message!They are not dumb! The classic example of their common sense is when a woman instructor pilot--came up with an idea-her woman student said which way is the airport?remember women pilots had a hard time being accepted--30's and 40's=The famous women called the 99er's came later. The instructor came up with this idea--large arrows that could be seen from a thousand feet-the woman on their own acquired the funds-had all kinds of Nav Aids put on top of buildings-they along with the Boy Scouts--remember the boy scouts used to have to work for their money-painted the names on water towers-all across America.We call it IFR-I follow roads/railoards-what's wrong with reading the name off of a water tower? Been done since the beginning and will continue. What was the CAA's ( the forerunner of today's FAA) comment--any pilot that cannot find the airport in marginal weather should not be flying The tried to make a joke out of the nav aids-what they will never admit is when WW2 started one of the first secret projects was to get rid of these accurate nav aids!! Repeat accurate nav aids.The lesson to be learned -it was not their idea. Jackie Cochran, was working very closely with FDR--she was irritated with the CAA-she got a promise out of FDR-that after the war-funds would be allocated to restore these nav aids to include painting the names back on water towers-- what did the CAA do with their Federal funds----3 guesses-- Gave themselves and all their relatives that worked in the CAA-pay raises!!!! keep that though in mind-when they start a project forget about any type waiver from them-when they granted one-if you research it out--they immediately took it away from hundreds of pilots that need it for one reason or another.Bottom line created a lot of paperwork/work. Visit Oklahoma City--401 personnel reviewing Medicals---how many do you think-if all what was requested in part 103 modernization would loose their jobs. with the GA pilots decreasing every year. Sam, I know you did not fall off a turnip truck out there in Hot Texas--rain coming your way should arrive tonight. Keep up the good work. Lindy LA-Lower Alabama- ________________________________________________________________________________
Date: Sep 08, 2000
From: John Hauck <hawk36(at)mindspring.com>
Subject: New Web Page Index
Hi Gang: Jeremy Casey gave this old guy some simple instructions and now I have a "normal" web page to post pics. This url is my index page: http://hawk36.home.mindspring.com/ Click on the pic you want to look at, be patient, and it will load. I appologize for the large file sizes, but I am working on that too. This cyber stuff does not come easy to someone born long before the computer generation who has only been a computer owner for a short time. These pics will stay up until I delete them and put up some more. Hopefully, my pics will get better as I learn to scan and upload to the web page. Again, I appologize for all the band width I wasted trying to use the "super easy" method of putting pics on the internet. Take care, john h ________________________________________________________________________________
From: "jgw300" <jgw300(at)netzero.net>
Subject: Re: New Web Page Index
Date: Sep 08, 2000
I would appreciate knowing how those photos were placed on the Web....been looking for an eacy way of doing it. Sorry about your Aircraft and VIP. Julian Warren - Eugene, Oregon ----- Original Message ----- From: John Hauck <hawk36(at)mindspring.com> Sent: Friday, September 08, 2000 9:43 AM Subject: Kolb-List: New Web Page Index > > Hi Gang: > > Jeremy Casey gave this old guy some simple instructions and > now I have a "normal" web page to post pics. This url is my > index page: > > http://hawk36.home.mindspring.com/ > > Click on the pic you want to look at, be patient, and it > will load. I appologize for the large file sizes, but I am > working on that too. This cyber stuff does not come easy to > someone born long before the computer generation who has > only been a computer owner for a short time. > > These pics will stay up until I delete them and put up some > more. Hopefully, my pics will get better as I learn to scan > and upload to the web page. > > Again, I appologize for all the band width I wasted trying > to use the "super easy" method of putting pics on the > internet. > > Take care, > > john h > > Request a CDROM 1-800-333-3633 ________________________________________________________________________________
From: Dale Seitzer <dale(at)gmada.com>
"'Sam Cox'"@matronics.com
Subject: FAA Dumps ARAC part 103 Sport Pilot proposal
Date: Sep 09, 2000
I read an interview on aero sport news website with The President of USUA who basically made funn of the original proposal. I tried to find the interview later and could not. He was complaining that with the then current proposal"Everybody would go out and fly a Cub, Champ or T-craft" I thought, what a pompus jerk. He does not understand the members and does not understand the other pilots who are not memebrs of USUA--but could be members. I thought the USA would be catching up with the rest of the world. The sport pilot proposal seemed like an excellent transition from ultralight to GA type planes.. There is a big market out there for everybody to make money--have fun and still be safe. I am not real interested in being a member (even though I am) of USUA or EAA when their behavior is counter what the members want and need and what the industry wants and needs. Kolb related material follows--I bought the gear socket and tube cap ($255) for my FIrestar and the technician will repair it as soon as I get the part. WE believe it will be as strong as the original when done. No other damage to wings, front frame, boom or tail. Thanks for your suggestions--this was another learning experience. Dale Seitzer -----Original Message----- From: Sam Cox Sent: Thursday, September 07, 2000 8:16 PM Subject: Kolb-List: FAA Dumps ARAC part 103 Sport Pilot proposal Well as Gomer Pile always sez: Surprize!..Surprize!...Surprize! On the heels of the EAA's Goverment and Industry Relations man Randy Hansen sending out email wanting us ultralighters to write our congressman and Senators to save their precious Warbirds from the ravages of Sections 361 and 362 of H.R. bill 4205 (which I understand has been reconsidered) comes word that with the EAA's urging the FAA has dumped everything the ARAC part 103 Committee worked eight years on. Gone are the only good parts of the "Sport Pilot" proposal, no more "umbrella of standards" or instruction requirements set by a "Flight Standards Review Board." Gone...Zip... eight years of honest effort by USUA, USHGA, and other UL groups. The FAA has decided to dump the "Sport Pilot" proposal submitted to it by the ARAC Committee in favor of a completely new "in house" draft. Not only will it create a new GA Sport Pilot (SP) license but also a new Sport Pilot Instructor (SPI) license. An associated action is being proposed by FAA for "Fat" single seat and Two seat "ultralights" to correct what the FAA is calling the "ultralight problem." Of special interest is the proposed flight privileges under the proposed new license. Sport Pilots will be able to exercise virtually the same priviledges as Private Pilot license holders except night flight. Humm... does anyone remember what a GREAT proposal the Rec. pilot was until they added on priviledges until it and the Private was almost alike? Remember that Rec. was to have the self certified medical too? You remember what happended to a grweat proposal then... 30hrs. training and third class medical. Will Sport Pilot be any different? Its no wonder that the proposal is that anyone that holds a PP certificate can add "Sport Pilot" to his/her ticket by making application to the FAA to do so. They make "Sport Pilot sound more desireable than the PPL! I wonder what priviledges that SP will have that a PP will want? What will it take to get this great new ticket? Well FAA isn't saying but they are saying that applicants will have to take training, pass a oral and written test, and a check ride FROM A FAA EXAMINER. Bye bye BFI sign-off, hello GA baby! Ahaa....what about the medical you ask? The FAA proposal is that you would have to have (A) a third class medical or (B) a drivers license. You simplely need one of the two and away you go flying. Stop me if you have heard something like this before but..."FAA seems to feel that this approach will work now where it has not despite several attempts in the past." You know, ol Gomer was common sense smart. I remember Gomer also saying.."Fool me once shame on you, fool me twice shame on me." JMHO Sam Cox USUA Region 5 Asst. Representive ________________________________________________________________________________
Date: Sep 08, 2000
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: New Web Page Index
> I would appreciate knowing how those photos were placed on the Web....been > looking for an eacy way of doing it. Sorry about your Aircraft and VIP. Julian: I have learned how to open, upload, and delete files on my web page. However, I do not know how it would operate on yours server. Mindspring has a 4 or 5 mb free page for each of its paying clients. The info I got from Jeremy instructed me how to do it on Mindspring. Wish I could help, but don't know what to do. john h ________________________________________________________________________________
Date: Sep 08, 2000
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: New Web Page Index
Sorry Gang: I thought I was sending the last msg bc. I appologize. john h ________________________________________________________________________________
From: "Ron or Mary Payne" <ronormar(at)apex.net>
Subject: Sport Pilot and the FAA
Date: Sep 08, 2000
I just can't remember to turn off that HTML thing so I will try again. I think that Ultra-lite pilots should think very carefully before coming out against the Sport Pilot proposal. If the FAA decided to enforce the Ultra-Lite rules as they exist today concerning weight, stall speed, cruise speed, etc. many if not the majority of the ultra lites flying today would be grounded. This includes 447 powered FireFlys, FireStars, Air Bikes, etc. What options would then be open to these pilots. Their planes could not be up-graded to experimental as they could not prove they were home built per the 50% rule. They would also have to go to the full Private Pilot rating to fly this type of aircraft. With the Sport Pilot proposal, these planes would be just clasified as Light Aircraft and the pilots could get a Sport Pilot rating if they desired and continue flying these machines or they would have to build a legal ultra-lite. Much simplier than a private pilot rating. The only negitive may be to the two seat ultra-lite trainers although I don't know what that would be. Do not let the desires of a few who are in this sport for profit interfer with the wellfare of all us sport fliers that are in it for fun. Ron Payne Gilbertsville, Ky. ________________________________________________________________________________
From: "Ron or Mary Payne" <ronormar(at)apex.net>
Subject: Sport Pilot and the FAA
Date: Sep 08, 2000
I hope this doesn't get posted twice. If it does I apologize. I am a little bit ignorant when it comes to computers. I just can't remember to turn off that HTML thing so I will try again. I think that Ultra-lite pilots should think very carefully before coming out against the Sport Pilot proposal. If the FAA decided to enforce the Ultra-Lite rules as they exist today concerning weight, stall speed, cruise speed, etc. many if not the majority of the ultra lites flying today would be grounded. This includes 447 powered FireFlys, FireStars, Air Bikes, etc. What options would then be open to these pilots. Their planes could not be up-graded to experimental as they could not prove they were home built per the 50% rule. They would also have to go to the full Private Pilot rating to fly this type of aircraft. With the Sport Pilot proposal, these planes would be just clasified as Light Aircraft and the pilots could get a Sport Pilot rating if they desired and continue flying these machines or they would have to build a legal ultra-lite. Much simplier than a private pilot rating. The only negitive may be to the two seat ultra-lite trainers although I don't know what that would be. Do not let the desires of a few who are in this sport for profit interfer with the wellfare of all us sport fliers that are in it for fun. Ron Payne Gilbertsville, Ky. ________________________________________________________________________________
From: "Lindy" <lindy(at)snowhill.com>
Subject: Re: New Web Page Index
Date: Sep 08, 2000
For John H--- my special computer programs have advised me u have failed to send me the results of a special test--Bo Jo is anxiously awaiting. Picture I sent was from an Olympus 360L--approx. 329 in Wally world or K Mart---$269 in NYC. Have found out the fastest way to send pictures is to use Flash Path--special 3 1/2 floppy w/ 2 batteries--Simple-Start Find files-find now--they are ready to go via E-mail.Fast and efficient! You load flash path--approx. cost in NYC $79,95 in computer--it contains your smart card---anywhere from 36 HQ pictures-excellent but takes 2 computer pages to print out--to 122 standard photos. Been practicing taking aerial shots in SQ. ( standard Format) have had no problems to date,taking or sending-just learning telephoto/zoom techniques for aerial shots. Lindy LA--Lower Alabama ________________________________________________________________________________
From: "Jeremy Casey" <jrcasey(at)mindspring.com>
Subject: Sport Pilot
Date: Sep 08, 2000
Sticking neck WAAAYYYYY out here... I have just recently completed jumping through all the FAA hoops to get my PPL and have to ask what's is so undesirable about this proposed license? OK , what we have here so far is hear-say and semi-rumor (not knocking the sources but I wouldn't get TOO upset till I saw the actual letter of proposed regulation change that they always put out...then see how they word it...) How I see it there are 2 main things that the UL community needs/wants out of all this... 1. NO MEDICAL , if they actually will accept your drivers license then GREAT!!! If that's the rumor right now than be happy and start praying they go through with it... 2. Some kind of category to register FAT UL's so everybody doesn't have to walk around on pins and needles. So they are talking about a category of registration for that as well!!! Now if the registration requires you to have it inspected by somebody then what are you worried about??? If it is a well-built and well-up kept aircraft that is built to some reasonably close facsimile to the plans then it should pass , remember the ones among us that are N-numbered already have had to go through this. Yea it might cost you a couple of hundred bucks to get a DAR out there to look it over but once again those that are registered have already had to go through that as well!!! Now the whole instructor rating thing seems trivial...if you know enough about aviating to be teaching someone else how then passing a test shouldn't be a major undertaking...if you can't then maybe a refresher is in order anyway??? And as far as what they are gonna call a "trainer" well I need a tiny bit more info than what I've heard to make me go scrap my Mark 3 and wait for Kolb to build an "approved" trainer just yet...If they take any kind of hint from the rest of the world's definition of "microlight" or "sport plane" then they want go tell 10's of thousands of light plane owners to go trash there planes and buy "new" ones...large gray area there that needs a little clarifying... In my meaningless opinion , I think cooler heads prevail...if you remember the FAA almost told the beloved ARAC committee to forget it a couple of years ago cause of the bickering internally...How is the FAA suppose to make "everybody" happy when "everybody" couldn't agree on what "happy" was??? I'll wait and let the FAA propose the stupid legislation before I start smashing it to pieces... Besides, I didn't see too much I'd take a swing at! Jeremy Casey jrcasey(at)mindspring.com If I'm totally not tuned in to the right channel here then correct me... not wanting to push anybody's buttons here just curious what's so bad about this "proposal" ________________________________________________________________________________
From: WVarnes(at)aol.com
Date: Sep 08, 2000
Subject: Re: Instrument Holes
In a message dated 09/03/2000 5:34:09 PM Eastern Daylight Time, geoffthis(at)worldnet.att.net writes: << Would someone define or describe a fly-cutter? >> Check your local Sears Hardware, they have a flycutter, sometimes referred to as a circle cutter. It's located in the drill bit section. Basically it is a drill bit, with a heavier body in the middle where a square shaft goes through at a right angle. At one end of the square shaft there is a smaller size square tool steel 'bit', which is parallel to the drill bit. The square shaft is adjustable by use of a set screw permitting different size circles to be cut. The bit is also adjustable up and down and is usually set so the drill bit enters the work and helps to stabilize it before the cutting tool touches the work. As someone else pointed out, it is best to place a piece of plywood or other to support the sheet metal before drilling into it. One look at this flycutter in action and you will see it could be dangerous. I used a drill press and clamped the work to the table for safety. Bill Varnes Original FireStar-Rotax 377 Audubon, NJ USA ________________________________________________________________________________
From: "Sam Cox" <lightflyer(at)email.msn.com>
Subject: To Dale
Date: Sep 09, 2000
Dale Seitzer wrote: I read an interview on aero sport news website with The President of USUA who basically made funn of the original proposal. I tried to find the interview later and could not. He was complaining that with the then current roposal"Everybody would go out and fly a Cub, Champ or T-craft" I thought, what a pompus jerk. He does not understand the members and does not understand the other pilots who are not memebrs of USUA--but could be members. I am not real interested in being a member (even though I am) of USUA or EAA when their behavior is counter what the members want and need and what the industry wants and needs. Dale I wish you could find that article again as I would like to read it. As one who has worked with John Ballantyne and USUA I can only assume that you somehow misunderstood. It is EAA who has turned the "Sport Pilot" proposal into a rule for those who wish to fly "Cubs, Champs, and Taylorcrafts." It is USUA who has for the last three years maintained that the "Sport Pilot" proposal no longer addressed the needs of the ultralight comunity. IT was USUA who presented the original petition to FAA to allow more weight and fuel for ultralights flown by pilots who had completed the flight training programs presented by USUA who was the ONLY ultralight training exemption holder at that time. I can assure you that no other organization has the intrest of the powered ultralights foremost in their minds as much as USUA does. Sam Cox USUA Region 5 Asst. Rep. ________________________________________________________________________________
From: TCowan1917(at)aol.com
Date: Sep 09, 2000
Subject: Re: new regs
My two cents. I agree with Jeromey Casey in the respect that we are all taking the "sky is fallin" routine. We will not be able to see what it really means until it is done. Maybe that will be too late but let us be reasonable, we probably wont have much to say about it anyway. ARCA did not change things, why should we expect our little 'list' to do anything but squawk. I have a '86 firestar with 447. I built it 103 legal - or as closely as I could. I changed engines after two years, added breaks, radio, extra guages, chut, bigger wheels, etc. You all know the game. I think I would not like having to jump through the hoops but then again, what we are looking for is management, right. We want to have it ended to not have to look over our shoulders. I would do whatever is mandated. I can strip it and keep flying or fly heavy. I would like to see some changes but lets wait and see. We really dont want the FAA boys to 'get mad at us at this time'. Remember, them saying what they are going to do and actually doing it may be two different things. Besides, do you actually think for one minute they will get a budget that will permit them to start patroling the area and police us? I doubt it. They dont do ramp checks nowand I doubt they will in the future unless they become a separate entity. If we keep our cool and stay out of the way and off the "slab" we might exist longer. Just because they change everything but 103 still does not mean they will be able to watch us. We all take our chances on fines now, what does a rule change change. my two cents. Ted Cowan ________________________________________________________________________________
From: "Ron or Mary Payne" <ronormar(at)apex.net>
Subject: Re: new regs
Date: Sep 09, 2000
----- Original Message ----- From: <TCowan1917(at)aol.com> I agree with most of what you said except the statement "They don't do ramp checks now" I was at Farington Airpark in west Kentucky a couple of weeks ago and two FAA people showed up. They spent the whole day doing ramp checks. The checked every plane on the ground and checked every plane that landed while they were there. They taged a King air and grounded it due to a split in a de-icing boot. They checked roto-craft, home builts and GA aircraft. They would only have to show up at a ultra-lite fly in with a set of scales to reek havoc. Ron Payne Gilbertsville, Ky > > ________________________________________________________________________________
From: MitchMnD(at)aol.com
Date: Sep 09, 2000
Subject: Re: new regs
One of my favorite expressions is "having to crash-land in a school yard full of handicapped children whose parents were all wrongful death and injury lawyers." Sadly it wouldn't take that much to get into some bad trouble. If you had to set her down on a country road and someone calls the sheriff, who calls FAA and so on. If my little bird is overweight I can remove all of my safety stuff and go back to her birth weight. I know it was under the maximum allowed. Our best bet is to keep our planes in top shape and don't take unnecessary risks. This post was three pages long before I took out all the hostile parts. Let's talk about something else. Duane the plane, grounded by bad weather, in Tallahassee, FL, FireFly SN007 ________________________________________________________________________________
From: WillUribe(at)aol.com
Date: Sep 09, 2000
Subject: Re: Kolb Mishaps
Greetings So I don't have another mishap I need some advice on preventing the throttle cable form bending down. The cable only bends when I close the throttle fast. I took a picture so you all can see what I'm talking about. http://home.elp.rr.com/airplane/259.jpg Thanks Will In a message dated 9/6/00 12:40:20 AM Eastern Daylight Time, Will Uribe writes: > The problem was when I pulled back on the throttle instead of the throttle > cable sliding back into the tube it bent down so I couldn't throttle down the > engine. ________________________________________________________________________________
From: GeoR38(at)aol.com
Date: Sep 09, 2000
Subject: Re: Kolb-List Digest: 26 Msgs - 09/08/00
In a message dated 9/9/00 2:59:27 AM Eastern Daylight Time, kolb-list-digest(at)matronics.com writes: << Not bragging but if I were to bet $100,000,000 and allowed to select one >>ultralight--- I would pick the following --Hyperlite single place w/277 >>Rotax..Odds in my favor 100%.My advice is to be careful when you say what >>ULights are in compliance with anything!Especially government Regulations or >>directives. My personal opinion based on my professional experiences in UL >>flying since the 80's..I don't remember the weight of the original Kolb >>flyer but we have one in the area.Second choice would be the >>hummingbird--twin engine solo's with V tail.--close but the hyperlite would >>win.Any other-never!!!! >> Its true the hyper is a GREAT plane ,,,very fast even with the 277, but it doesn't have wing fold and it has that OTHER wing, which is low and will ...I mean...WILL hit the plants when you land OUT when the one lunger goes silent....This is the reason I got a Kolb instead of the intended Hyperlite, in '92. GeoR38 ________________________________________________________________________________
Date: Sep 09, 2000
From: John Jung <jrjung(at)execpc.com>
Subject: Re: Kolb Mishaps
Will, After reviewing your picture, I think I can see the problem: The extra cable is getting jammed so that the fork will not rotate on the cotter pin. The solution is to cut off the extra cable so that ther is no interference. Then try closing the throttle fast to test it. If it still doesn't work then look for something else that is not free. But my bet is that the problem is the extra cable. John Jung > > So I don't have another mishap I need some advice on preventing the > > throttle > > cable form bending down. The cable only bends when I close the > > throttle fast. > > I took a picture so you all can see what I'm talking about. > > http://home.elp.rr.com/airplane/259.jpg > > > > Thanks > > Will > ________________________________________________________________________________
From: "Christopher John Armstrong" <Tophera(at)centurytel.net>
Subject: Re: Kolb Mishaps
Date: Sep 09, 2000
"Christopher John Armstrong" > >After reviewing your picture, I think I can see the problem: The extra cable >is getting jammed so that the fork will not rotate on the cotter pin. The >solution is to cut off the extra cable so that ther is no interference. Then >try closing the throttle fast to test it. If it still doesn't work then look >for something else that is not free. But my bet is that the problem is the >extra cable. > >John Jung I agree with John get the extra cable out of the forks way. Topher ________________________________________________________________________________
Date: Sep 09, 2000
From: "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com>
Subject: Weir article on Microair 760 . . .
"Robert L. Nuckolls, III" Several folk mentioned a review Jim did on the Microair 760. I found a copy on Microair's website and reproduced it at: http://www.aeroelectric.com/Catalog/avionics/760vhf.html 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 ________________________________________________________________________________
Date: Sep 10, 2000
From: John Jung <jrjung(at)execpc.com>
Subject: Re: Kolb Mishaps
Will, I thought of one more thing. It is possible that now that the wire is "kinked", it may have a problem sliding back into the guide properly. You may have to either replace the wire or shorten the housing an inch, so that you can cut off the kinked area. John Jung > > > So I don't have another mishap I need some advice on preventing the > > > throttle > > > cable form bending down. The cable only bends when I close the > > > throttle fast. > > > I took a picture so you all can see what I'm talking about. > > > http://home.elp.rr.com/airplane/259.jpg > > > > > > Thanks > > > Will ________________________________________________________________________________
From: "Sam Cox" <lightflyer(at)email.msn.com>
Subject: Radio interference and resisror plugs
Date: Sep 10, 2000
<< What's the scoop on using resistor plugs on a Rotax? >> Richard, i use resistor plugs on my 377 firestar. they clearly make a difference for the better when it comes to radio noise. you also have to shield the plug wires and ground the shielding. metal caps are a plus too. my friends with inverted engines claim the resistor plugs foul sooner than regular plugs. if you have a radio, use 'em. .............. tim The risistor plugs use a increased resistance to cut down on radio freq. interference. This causes a little weaker spark. The high resistance metal spark plug cap does the samething, more resistance - less interference. Again the result is a weaker spark. Now when you do both.... you get a much weaker spark to fire the fuel charge and a lot more likely that you might hear that "Golden Silence." NOT GOOD! Now I ain't no expert, and I don't play one on TV but I have a friend who is and he warns against useing both methods together. He is a big believer in our useing airband radios on our ultralights (we fly in a higher GA traffic area than most) so he has worked with several radio set ups on several planes. Shielded spark plug wires and the metal caps with regular plugs seems the way to go. Remotely mounting your ant. away from the engine seems to help a lot also. JMHO Sam Cox ________________________________________________________________________________
Date: Sep 10, 2000
From: Richard Pike <richard(at)BCChapel.org>
Subject: Re: Radio interference and resisror plugs
I agree with Sam. I have the antenna on the bottom of the fuselage, standard plugs, no shielding on any of the spark plug wires or caps, and very little problem with radio noise. (Terra TPX 720) What I do have is shielded wiring on anything that contains A/C current, like the wires to the tach and kill switch. Using unshielded wires is the same thing as having an A/C broadcast antenna running through your airplane IMHO. Richard Pike MKIII N420P (420ldPoops) > > ><< What's the scoop on using resistor plugs on a Rotax? >> > > Richard, > i use resistor plugs on my 377 firestar. they clearly make a >difference for the better when it comes to radio noise. you also have to >shield the plug wires and ground the shielding. metal caps are a plus too. >my >friends with inverted engines claim the resistor plugs foul sooner than >regular plugs. if you have a radio, use 'em. .............. tim > > >The risistor plugs use a increased resistance to cut down on radio freq. >interference. This causes a little weaker spark. The high resistance metal >spark plug cap does the samething, more resistance - less interference. >Again the result is a weaker spark. > >Now when you do both.... you get a much weaker spark to fire the fuel charge >and a lot more likely that you might hear that "Golden Silence." NOT GOOD! > >Now I ain't no expert, and I don't play one on TV but I have a friend who is >and he warns against useing both methods together. He is a big believer in >our useing airband radios on our ultralights (we fly in a higher GA traffic >area than most) so he has worked with several radio set ups on several >planes. Shielded spark plug wires and the metal caps with regular plugs >seems the way to go. Remotely mounting your ant. away from the engine >seems to help a lot also. >JMHO >Sam Cox ________________________________________________________________________________
Date: Sep 10, 2000
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: Radio interference and resisror plugs
> Now when you do both.... you get a much weaker spark to fire the fuel charge > and a lot more likely that you might hear that "Golden Silence." NOT GOOD! > > Sam Cox > > > Now when you do both.... you get a much weaker spark to fire the fuel charge > and a lot more likely that you might hear that "Golden Silence." NOT GOOD! > Sam Cox Sam and Gang: I don't disagree with Sam, and I don't agree either, but I have my own experience running resistor caps and spark plugs. I have run that combination since 1987 in the 447 (pt ign) and 582. The 912 and 912S come from the factory with resistor plugs and caps. I experimented with the 447 until I got a workable solution in 1987 and 1988: 1. Installed a big capacitor in the 12v regulated wires at the reg/rec. That took care of most of the alternator noise. 2. Ran Bosch plug wires with metal resistor caps. Would buy a Bosch Lifetime plug wire set for a 1975 Volvo 4 cyl. That way I got two sets of wires for the 447. Also ran Bosch Platinum plugs (WR4CP, I think. Can look in my old eng log and confirm). Name brand wire sets with caps are made to run their particular brand plugs. I tried running Bosch wires and plug caps with NGK, but the caps would not grip the plugs tightly. Bosch caps grip Bosch plugs tight. Sometimes, check the ribs and shape of different brands spark plugs. They are, for the most part, different. Armed with the capacitor and resistor plug wire and cap setup, I effectively eliminated RF noise so I could talk and hear on my VHF radio. Never had a problem with ign or spark plugs. Never had an engine failure caused by running the combo of resistor caps and plugs. Not opinion, but experience. john h ________________________________________________________________________________
Date: Sep 10, 2000
From: jerryb <ulflyer(at)airmail.net>
Subject: Re: Engine out on take off
>snip... "I never buy fuel from a station that does not >have a high volume.. > I heard people make this comment before. From the point of having fresher fuel this makes sense but from a water in the fuel perspective when then tanks are getting empty before the next tanker arrives and the pumps start sucking the bottom of the tanks they start picking up water. I don't recommend buying fuel right after you seen a tanker dropping fuel. It stirs up all the sediments including water. I see people drive in and buy fuel when there dumping and I really wonder what's getting pumped into there tanks. I know they have filters, but I gotten dirt and stuff that came trough there filter system before and still have had to have my carb (on the car) cleaned out. jerryb ________________________________________________________________________________
From: FlyColt45(at)aol.com
Date: Sep 10, 2000
Subject: Re: Engine out on take off
Small investment for a Mr. Funnel or like strainer should be S.O.P. for all of us. Jim ________________________________________________________________________________
Date: Sep 10, 2000
From: "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com>
Subject: Re: nmh batteries
"Robert L. Nuckolls, III" At 05:18 AM 9/10/00 GMT, you wrote: >I saw two brands of nmh AA cells in Wally world. Energizer and Ray-o-vac I >think. Just wondering if they were any better for GPS & hand held radios >than ni-cad. Same voltage as ni-cad 1.2. Thanks for your many informative >posts to the Kolb list. Bill in Lousyana My pleasure sir . . . My personal favorites for low voltage (4 cells or less) radios are alkalines . . . they contain much more total energy than most ni-cads . . . and about the same as run-of-the-mill NmH cells. The best part is that they start out at 1.5 volts versus 1.25 for the "nickels" . . . Go to Dollar General stores and buy their house brand AA nicads. I've tested these batteries repeatedly and they're withing a few percent of best bunnybatteries you can buy. Best yet, unburdened by VERY expensive television and print advertising, is they cost 25 cents per cell . . . A VERY good value. The only thing that beats this for dollars/joule of energy stored are the Ray-o-Vac Renew series rechargable alkalines. The down side of these are you have to have a charger and a place to plug it in. I buy the Dollar General batteries about 10 packages at a time and keep plenty of spares in my flight bag. 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 ________________________________________________________________________________
Date: Sep 10, 2000
From: "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com>
Subject: Re: nmh batteries
"Robert L. Nuckolls, III" >Bob----Dollar General NICADS, or Alkalines? I think you meant alkalines, >didn't you? Opps . . . yes. Thanks for the heads up. Dollar General has a "Powerize" brand "long lasting Alkaline" cell that sells in our local stores for $1.50/pkg of 6 cells. 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 ________________________________________________________________________________
Date: Sep 10, 2000
From: bweber2 <bweber2(at)earthlink.net>
"Robert L. Nuckolls, III"
Subject: Re: nmh batteries
Any radio which is designed to work with rechargeables at 1.2 volts will not work better with dry cells at 1.5 volts. They will not receive better or transmit more power. The circuit regulates the voltage and current to the transmitter and receiver at its design level regardless, which is about 9 volts. As long as the battery pack is delivering 9 volts with sufficient current the radio will work fine. More voltage will not help. Bill "Robert L. Nuckolls, III" wrote: > > > At 05:18 AM 9/10/00 GMT, you wrote: > >I saw two brands of nmh AA cells in Wally world. Energizer and Ray-o-vac I > >think. Just wondering if they were any better for GPS & hand held radios > >than ni-cad. Same voltage as ni-cad 1.2. Thanks for your many informative > >posts to the Kolb list. Bill in Lousyana > > My pleasure sir . . . > > My personal favorites for low voltage (4 cells or less) radios are > alkalines . . . they contain much more total energy than most > ni-cads . . . and about the same as run-of-the-mill NmH cells. > The best part is that they start out at 1.5 volts versus 1.25 for > the "nickels" . . . > > Go to Dollar General stores and buy their house brand AA nicads. > I've tested these batteries repeatedly and they're withing a few > percent of best bunnybatteries you can buy. Best yet, unburdened > by VERY expensive television and print advertising, is they cost > 25 cents per cell . . . A VERY good value. > > The only thing that beats this for dollars/joule of energy > stored are the Ray-o-Vac Renew series rechargable alkalines. > The down side of these are you have to have a charger and a place > to plug it in. I buy the Dollar General batteries about 10 packages > at a time and keep plenty of spares in my flight bag. > > 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 > -- **************************************************** * Bill Weber * Thunder's just the noise * * Simi Valley, CA * Lightning does the work * **************************************************** ________________________________________________________________________________
From: "Beauford Tuton" <beauford(at)tampabay.rr.com>
Subject: Re: New Kolb Fly-in, London, KY
Date: Sep 10, 2000
Duane: A buddy and I are contemplating driving up to London that weekend...It'll be a tad further than 550 from down here... Do you happen to have a number for the Sleep Inn...? How much do they get for a room? Things are heating up a bit at work... not sure we will be able to get away, but I guess I'll go ahead and get a room anyway... Thanks... Bill Tuton, FF 076, Brandon, FL ----- Original Message ----- From: <MitchMnD(at)aol.com> Sent: Monday, August 28, 2000 8:43 PM Subject: Kolb-List: 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: "Lindy" <lindy(at)snowhill.com>
Subject: Re: Kolb Mishaps
Date: Sep 10, 2000
Looked at picture-read John Jung post-have to agree his recommendation is main solution of problem--if the procedure/technique/steps he recommended do not work and resolve the problem-???????? Lindy : LA-Lower Alabama ________________________________________________________________________________
From: "Thumb" <Bill-Jo(at)prodigy.net>
Subject: Re: New Kolb Fly-in, London, KY
Date: Sep 10, 2000
Bill I got a room at the Red Roof Inn for 39.00 for a single. Tell them you are there for the New Kolb and you will get a discount. The 39.00 is with a discount. The number is 606-862-8844. Hope to see you there. Bill Futrell ----- Original Message ----- From: "Beauford Tuton" <beauford(at)tampabay.rr.com> Sent: Sunday, September 10, 2000 5:02 PM Subject: Re: Kolb-List: Re: New Kolb Fly-in, London, KY > > Duane: > A buddy and I are contemplating driving up to London that weekend...It'll be > a tad further than 550 from down here... > Do you happen to have a number for the Sleep Inn...? How much do they get > for a room? Things are heating up a bit at work... not sure we will be able > to get away, but I guess I'll go ahead and get a room anyway... > Thanks... > Bill Tuton, FF 076, Brandon, FL > ----- Original Message ----- > From: <MitchMnD(at)aol.com> > To: > Sent: Monday, August 28, 2000 8:43 PM > Subject: Kolb-List: 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 > > > > > > ________________________________________________________________________________
Date: Sep 10, 2000
From: "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com>
Subject: Re: nmh batteries
"Robert L. Nuckolls, III" > >Any radio which is designed to work with rechargeables at >1.2 volts will not work better with dry cells at 1.5 volts. >They will not receive better or transmit more power. The >circuit regulates the voltage and current to the transmitter >and receiver at its design level regardless, which is about >9 volts. As long as the battery pack is delivering 9 volts >with sufficient current the radio will work fine. More >voltage will not help. > >Bill Didn't mean to imply that ALL radios would suffer from lower initial voltage . . . . I have several amateur radio hand helds that can be operated from any voltage between 8.0 volts (run down ni-cads) and 15 volts (plugged into a cigar lighter) and the transmitter power output varies accordingly. The critical issue with batteries is how long does the set perform as advertised and what is the cost per operating minute when traded off with convenience of throwaway cells and having to drag a charger around. The total energy content of most ni-cads is lower per charge than the energy you can drag out of an alkaline cell before the voltage drops below 0.9 volts/cell where both batteries are pretty much used up. My hand held GPS receivers will work on ni-cads but for about 1/3-1/4th the time I can get out of a change alkalines. 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 ________________________________________________________________________________
Date: Sep 10, 2000
From: "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com>
Subject: Re: battery trade-offs
"Robert L. Nuckolls, III" >Also take a look at: > >http://www.avionicswest.com/batterylife.html#Life > > > --Duane Thanks for the heads up on this one. I've captured it and will include it in a bibliography of information I'm gatering on people's practical experience with batteries. It's interesting to note that the most expensive batteries (nicad and/or nimh) had the lowest operating life even when they claimed 1600 maH of capacity, some jelly-bean brands of alkalines performed longer. The author seems enamored of the 1-cent per battery cycle for battery cost . . . which is indeed a valid consideration. For me personally, the long battery life (radio never needs batteries in flight) and convenience of throwaway is more important . . . PROVIDED that I don't pay $5.00/set for batteries. With my Dollar Generals, it costs me $1 to battery up the Magellan 2000 and $0.50 for the 300. That's $1.50 per flight for 100% servicability of both radios. When I burn $85 worth of fuel per flight and pay about $240 in rental, the $1.50 is a pretty tiny part of the total cost. My personal quest is for maximized flight system reliability while minimizing cost and inconvenience of dealing with chargers, etc. away from home base. 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 ________________________________________________________________________________
Date: Sep 10, 2000
From: John Hauck <hawk36(at)mindspring.com>
Subject: Flight to Texoma and Arizona
Lindy and Gang: What are you flying to Arizona? Same thing you flew to Texoma for two years? On my flight across that part of the country, or anywhere else, I do a map recon along my route of flight. Check to see if there are airports with fuel. I usually have to stop a lot for "pit stops," so I go ahead and top off the tank. Pretty simple. Once in a while I get caught though. Airport doesn't sell fuel any more or land after operating hours. The new automated fueling systems are nice. Open 24 hrs a day and usually cheaper than pumps at FBOs. Good luck on your flight. :-) john h ________________________________________________________________________________
From: TCowan1917(at)aol.com
Date: Sep 11, 2000
Subject: Re: FAA regs.
Got a question that sounds dumb. If a person has a say, an old Firestar, meets 103 with weight, small engine, max speed but has big time stall speed, can you install wind generators on the top of the wing to lower stall and meet faa requirements. I mean, would THEY take it into consideration? Just hypothetical. Ted Cowan. ________________________________________________________________________________
Date: Sep 11, 2000
From: John Jung <jrjung(at)execpc.com>
Subject: Re: battery trade-offs
Group, My experience with NiMH batteries has been very positive. I got them for my digital camera, because it ate alkalines like candy. NiMH's last at least 5 times longer in the camera. My 12XL also performs well on them. The voltage shows low from the start, but it doesn't start moving down for hours. I have to remember not to leave them in the GPS for the long term. Alkalines are better in that respect. I don't lug around a charger either. Just and extra set of batteries. And the Radio Shack charger is very small anyway. John Jung ________________________________________________________________________________
From: JaGifford(at)aol.com
Date: Sep 11, 2000
Subject: Re: Kolb-List Digest: 22 Msgs - 09/10/00
In a message dated 09/11/2000 2:00:51 AM Central Daylight Time, kolb-list-digest(at)matronics.com writes: << http://home.elp.rr.com/airplane/259.jpg >> 6:30 pm. Sept 10, lurker makes first flt in Firestar w/503, 3 blade. Flew beautifully! Setting sun, great visibility, handled like a charm. Needless to say, I am hooked! Location: Sylacauga a/p, 40 mi south of Birmingham, AL. Bought Firestar used a couple of mns ago in Columbus, OH, put together by an older gent - Mr. Harshberger. Added a BSR and heavier duty landing gear - no trouble getting supplies and support from New Kolb! Many thanks to Lindy in LA who offered super advise on moving the Firestar. It fit in the back of a 26' U'haul, carefully bundled, taped and strapped. 600+ mile transport went without a hitch. Jack Gifford in Pelham, AL jagifford(at)aol.com ________________________________________________________________________________
Date: Sep 11, 2000
From: Richard Pike <richard(at)BCChapel.org>
Subject: Re: FAA regs.
> >Got a question that sounds dumb. If a person has a say, an old Firestar, >meets 103 with weight, small engine, max speed but has big time stall speed, >can you install wind generators on the top of the wing to lower stall and >meet faa requirements. I mean, would THEY take it into consideration? Just >hypothetical. Ted Cowan. > Sorry to make this so long, but that is a great question. It is not a case of "THEY", it is up to you to be able to prove that your U/L meets spec, and the way you do it is to carry a copy of AC 103-7, Appendix 4 with you as your "vehicle documentation". If you do that, and there is no readily apparent variation between what your U/L obviously has on board, and the listed equipment, then you ought to be ramp-check-proof. If you have no documentation, then during a ramp check, the burden of proof is on you to prove that your "U/L Vehicle" really is, and isn't an airplane without N-numbers and an airworthiness certificate. In case you're not familiar with it, the FAA uses Advisory Circular AC 103-7, The Ultralight Vehicle, which describes an U/L, and also, in Section two, shows"How to Certificate And Operate An Ultralight As An Aircraft". This has all the charts and graphs that they use. The last page, Appendix 4, is the one that you need to get an A & P to sign after you have documented your compliance, and then you keep it with the "u/l vehicle". Once you have the Appendix 4 signed and on board, and haven't obviously done something to invalidate it (Like obviously having 10 gallons of gas, or a second seat), then the burden of proof is on the FAA to prove that you ain't legal, because you now have their approved documentation showing that you jumped through their hoops to prove that you are. Here's how I would do it: I would go up and do a number of power off stalls, and note the indicated airspeed. Then install your vortex generators, and go do the stall series again. Carefully note the new lower number. What you are concerned with is the difference. If you can also document the accuracy of your airspeed indicator with GPS, etc, so much the better. "Looking professional is good." Now go to the charts that the FAA uses to determine power off stall speed, (Advisory Circular AC 103-7, Appendix 2 & 3) plot where the Firestar falls, and see if the difference in numbers provided by the vortex generators will give you enough margin to get you into the acceptable area of the curve. If so, then on the front of the Appendix 4, Sample Documentation Of Technical Standards Committee Findings AC 103-7, under the heading Maximum Power-off Stall Speed, there is a section for "Demonstrated Power-off Stall Speed", and a box that you can check for "high lift devices installed", check that box, and then on page two under "List Of Installed Equipment", type in the details of your vortex generators, and the results of your flight tests, and you ought to be home free, and with a clear conscience to boot. Go for it. If nothing else, if they did give you a bad time, or threaten you, ask them how they plan to prove in court that you are not in compliance, since you have already proved that you are, and have used their guidelines to do it. Be polite first, I'm guessing that they would leave you alone and look for an easier hit. Richard Pike MKIII N420P (420ldPoops) > > ________________________________________________________________________________
Date: Sep 11, 2000
From: Tom Kuffel <kuffel(at)cyberport.net>
Subject: Re: FAA regs.
Ted, <> FAR Part 103 specifies two ways to meet the stall requirement. One is physical demonstration and the other is meeting certain wing loading requirements for the aircraft configuration (flaps, full or part span, etc). The original Firestar does in fact already meet the stall requirement via the wing loading limit given in 103. Of course, if you wish you can meet the requirement via direct demonstration in the air. To answer your question directly, no the FAA may not take anything into consideration in this area except the wing loading vs configurations given in 103 or direct demonstation. Sure would be tough to keep a Firestar under the weight limit after adding wind generators and a power source for them unless you are referring to vortex generators. Tom Kuffel ________________________________________________________________________________
Date: Sep 11, 2000
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: Kolb-List Digest: 22 Msgs - 09/10/00
> 6:30 pm. Sept 10, lurker makes first flt in Firestar w/503, 3 blade. > Jack Gifford in Pelham, AL Jack and Gang: Congratulations. Sylacauga Airport is 30 minutes north of Gantt IAP. Give me a shout when you get ready. I'll send you the coordinates for my airstrip, near Lake Jordan. john h ________________________________________________________________________________
From: "Lindy" <lindy(at)snowhill.com>
Subject: Re: battery trade-offs
Date: Sep 11, 2000
Agree -use in digital camera and all other battery accessories. Lindy LA-Lower Alabama ________________________________________________________________________________
From: "Ron or Mary Payne" <ronormar(at)apex.net>
Subject: Vortex Generators
Date: Sep 11, 2000
I hate to sound dumb but I guess I was born that way. Would someone explain to me what a vortex generator is? A picture would help. Ron Payne Gilbertsville, Ky. ________________________________________________________________________________
From: "Vic" <vicw(at)vcn.com>
"Kolb-List Digest Server"
Subject: Re: Kolb-List Digest: 22 Msgs - 09/10/00
Date: Sep 11, 2000
Any one have an easy way to remove fuel line from fittings other than tugging on them until they come off? It is good that they don't come off easily but at the same time it seems to put a lot of stress on the tubing to remove them. Vic ________________________________________________________________________________
Date: Sep 11, 2000
From: Robert Noyer <ronoy(at)shentel.net>
Subject: Re: Fuel line removal
Vic, Try twisting AND slight pulling to remove lines. ________________________________________________________________________________
From: "INFO" <info(at)aircrafttechsupport.com>
Subject: Kolb Fly-in!!
Date: Sep 11, 2000
Kolbers!! We're going to be at the Fly-in, soooo..... If anyone wants to save shipping, we'll be happy to bring any covering stuff that you might need. Call us or e-mail if you need anything, See you there, 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 Cooley" <johnc(at)datasync.com>
Subject: Re: Kolb Mishaps
Date: Sep 11, 2000
Hi Will and Gang, Will, on some of the remote control planes that I fly the throttle servo uses a stranded cable like used on our planes except it is a lot smaller of course. The same kinking type problem is present in this application also. The remedy for the r/c planes is to clean the cable real well where the kinking is and then to melt some solder into the strands of the cable. This stiffens the cable but still allows some flexibility. Just a thought that might help. Later, John Cooley Building FS II #1162 > Will, > > I thought of one more thing. It is possible that now that the wire is "kinked", > it may have a problem sliding back into the guide properly. You may have to > either replace the wire or shorten the housing an inch, so that you can cut off > the kinked area. > > John Jung > > > > > > So I don't have another mishap I need some advice on preventing the > > > > throttle > > > > cable form bending down. The cable only bends when I close the > > > > throttle fast. > > > > I took a picture so you all can see what I'm talking about. > > > > http://home.elp.rr.com/airplane/259.jpg > > > > > > > > Thanks > > > > Will ________________________________________________________________________________
From: "Lindy" <lindy(at)snowhill.com>
Subject: Re: Vortex Generators
Date: Sep 11, 2000
For Ronormar- will send you some pictures--on a firestar and Mark3 wing--5 each on each wing---is the maximum amount. Pictures to your E-mail address.Will try to send tonight or tomorrow night for sure-busy! Just checking mail-or I would answer your question-Sure you will get a few answers tonight. Lindy LA-Lower Alabama ________________________________________________________________________________
From: HShack(at)aol.com
Date: Sep 11, 2000
Subject: Re: Vortex Generators- Attn: Lindy
In a message dated 9/11/00 5:30:20 PM Eastern Daylight Time, lindy(at)snowhill.com writes: << -on a firestar and Mark3 wing--5 each on each wing---is the maximum amount.>> On my Firestar I [which has the 7 rib wing] I put 7 on each wing with very good results, ie. lowered stall by 5 mph. These are of my own design and the ones I have made available to everyone on the Kolb-list as well as the Fly-UL list for free. If a Firestar has 7 main ribs I don't know why you wouldn't put a VG on each rib unless you were trying to avoid the prop arc. They are so light I don't believe they would hurt a composite prop if they came off. I have put 3 on each side of my fuselage but can't really tell any difference. I intend to put 3 on each side of the rudder & under each side of the horizontal stab. Howard Shackleford FS I SC ________________________________________________________________________________
Date: Sep 11, 2000
From: Richard Pike <richard(at)BCChapel.org>
Subject: Advisory Circular 103-7
If anyone needs a copy of Advisory Circular 103-7, and the Appendixes to it, this is a link to a page that has them. Richard Pike MKIII N420P (420ldPoops) http://www.ultralighthomepage.com/AC103-7/ac103-7_header.html ________________________________________________________________________________
From: "Phil & Sara Lohiser" <philsara(at)modex.com>
Subject: Engine Tube
Date: Sep 11, 2000
----- Original Message ----- From: "Phil & Sara Lohiser" <philsara(at)modex.com> Sent: Tuesday, September 05, 2000 8:36 PM Subject: Kolb-List: Engine Tube > > Wondering If anyone has had to repair the 2 in. Dia. Tubing that supports the > two engine mount saddles on the Fire Star , outwardly it looks like .049 or > .058 , would have to cut a section out and measure it , like to make overlay > patch of original Wall thickness, anyone having made this repair would be > appreciated. > Thanks > Phil L. > > ________________________________________________________________________________
Date: Sep 12, 2000
From: John Hauck <hawk36(at)mindspring.com>
Subject: Homer Kolb
Howdy Gang: Was rummaging thru a draw full of old pics and found this one. I took this pic at Sun and Fun, March 1987. That's Homer in the 1985 Oshkosh Grand Champion Ultralight. He is going to refurbish it to fly at Oskosh 2005. The Firestar will be 20 and Homer will be 75: http://hawk36.home.mindspring.com/Homer%20Kolb%20S&F%20Mar%2087.JPG Only 13 years ago, but seems like 30. Ultralighting and light planes have rapidly progressed in a short period of time. john h PS: I was still 4 months away from flying my Firestar which was under construction. ________________________________________________________________________________
From: TCowan1917(at)aol.com
Date: Sep 12, 2000
Subject: Re: Kolb-List Digest: 22 Msgs - 09/11/00
In a message dated 09/12/2000 1:59:02 AM Central Daylight Time, kolb-list-digest(at)matronics.com writes: << Hi Will and Gang, Will, on some of the remote control planes that I fly the throttle servo uses a stranded cable like used on our planes except it is a lot smaller of course. The same kinking type problem is present in this application also. The remedy for the r/c planes is to clean the cable real well where the kinking is and then to melt some solder into the strands of the cable. This stiffens the cable but still allows some flexibility. Just a thought that might help. Later, John Cooley Building FS II #1162 >> need to put my opinion in here. Been with RC for twenty plus years and have build many large planes including 9' Sopwith Pup. Have discovered that soldering or even heating cable tends to releave it of its strength. Soldering cables to install for wing stabalization, even though it is not super hot, will take the temper out of it. I certainly would not trust my life to it afterwards. I realize our carb unit cables are soldered but it has got to be done by people who really know what they are doing. if you just heat the cable and apply solder until it sticks, you might be in some serious trouble unless you are really familiar with what you are doing. I would recommend you find the 'kink' in the cable because the carb springs should help pull the cable back. You have something wrong somewhere before the 'kink'. Sorry Mr. Cooley, could not let a possible dangerous situation arise. Ted Cowan ________________________________________________________________________________
Date: Sep 12, 2000
From: "Steven S. Green" <GREENSS(at)Bowater.com>
Subject: New Light Plane Rules
A1-type: MAIL Kolbers, There is an article in Experimenter magazine about new rules for "light planes"(heavy ultralights). It sounds a little like what has been discussed on the list. I won't comment on what I thought it said for fear of having interpreted it wrong but it's there if you want to read it. I look forward to seeing everyone at the Kolb fly-in. BTW, Tim Daugherty of Powder Works plans to be at the fly-in with some samples of work he has done. Tim does powder coating and ceramic coating of exhaust systems. Tim's # is 423-887-6565 Steven Green Almost finished painting Mark III N58SG ________________________________________________________________________________
Date: Sep 12, 2000
From: "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com>
Subject: Re: battery trade-offs
"Robert L. Nuckolls, III" >Bob, > >Since you're doing a bibliography, I'll throw in my experience. I've messed >with nicads in the past and don't think much of them as replacements for >Alkaline AA cells. They just don't last long enough. But my Garmin handheld >GPS 90 will go through a set of AA Duracells on the way to OSH and another >on the way back. So at OSH I decided to try some NmH. Got eight of these >little green generic deals for $2.50 ea from Batteries America booth. So far >I like them -- they seem to last as long as the Duracells but are >rechargable. Being environmentally conscious I try to avoid disposable >anyhing, including batteries. > >As for the quality and longevity, time will tell. > The Nimh are generally much higher capacity than their Nicad cousins and we should expect them to outperform the Nicads. I use Nimh in my amateur radio hand-helds and have also noticed improved longevity . . . at least with respect to usage. Nicad and Nimh have much higher self-discharge rates than alkalines and therefore have very poor shelf life by comparison . . . but for gizmos that are used regularly, the Nimh is an excellent alternative. I think service life of the Nimh should be on a par with Nicad. 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 ________________________________________________________________________________
Date: Sep 12, 2000
From: John Hauck <hawk36(at)mindspring.com>
Subject: Kolb History
Morning Gang: This is what fun flying is all about. My first airplane, the Kolb Ultrastar. Built in Spring 1984. The only time it sat on the ground was bad weather, at night, and when it was broken. :-) http://hawk36.home.mindspring.com/john%20h%20winter%201984-85.JPG Notice I was flying without my Jim Handbury hand deployed parachute. Back then, I only flew with the chute when I thought I needed it. :-( Above the engine is my reserve fuel tank, 1.75 gal, which gravity fed into the bottom two go-kart tanks when needed. I also had an adjustable fuel mixture knob. This setup caused my first ever engine out and forced landing very early in my fixed wing career. I personally do not recommend adjustable main jet on a Cuyuna. It had one bad habit. At operating temps the engine would suddenly die if the mixture was set too rich. No sputtering, just die, like hitting the kill switch. However, it would run fine on the ground in this condition, during takeoff up to aprx 100 feet. Then the overrich engine got up to operating temp and the engine would quit. I learned this the hard way. The mixture control was another way to loose the engine, as were paper element fuel filters, and spark plug wires dropping off. :-) Back then, as now, we learned by doing. john h ________________________________________________________________________________
From: Dale Seitzer <dale(at)gmada.com>
Subject: Parts for Firestar
Date: Sep 13, 2000
As I was looking for parts I contacted Kathy mead at kenmead(at)aol.com. She has some parts left from her husbands crashed plane--I cannot use them but there may be something there you need---or may need in the future. Dale Seitzer ________________________________________________________________________________
From: "Thompson, Charles" <charles.thompson(at)dsl.net>
"'Lindy'"@matronics.com
Subject: Vortex Generators
Date: Sep 12, 2000
"Thompson, Charles" Pleae send me pics also. Thanks. Todd Thompson Charles.Thompson(at)DSL.net ________________________________________________________________________________
Date: Sep 12, 2000
From: John Hauck <hawk36(at)mindspring.com>
Subject: More History
Morning Gang: It's terrible to start digging thru a draw full of old pics. This one was taken from the second floor of the UL Barn at Oshkosh 1989. That is Cuz'n P'fer down below. The newly crowned 1989 Oshkosh Grand Champion Ultralight. We flew 3000 miles from Alabama to Oshkosh, then another 1000 miles home. My flight went something like this: Alabama to Homer Kolb's in Pennsylvania, to Bert Howland's in New York, then thru all the New England States, west to Monterey, NY, and the Flight Farm, north to Lake Ontario, west to the mouth of the Niagra River, south down the river and over Niagra Falls, south and west around Lake Eire, north up thru Michigan to Sault Saint Marie, Cananda, and finally west and south to Oshkosh. This was a 25 day trip. My flight to the Flight Farm in 1988 was 21 days in duration. Four days of that flight were spent at Niagra International Airport, NY, repairing Cuz'n P'fer who was busted up pretty bad. But, we were able to get her flying well enough to fly back to Alabama. http://hawk36.home.mindspring.com/osh%2089.JPG Cuz'n P'fer was quite an airplane. I asked it to do a lot more than an ordinary Firestar should ever do. For the most part, she did. We flew in 32 States, all states east of the Mississippi River and some west, plus Canada. In addition to Oshkosh 89 Grand Champ, she had also been awarded Grand Champ UL at Sun and Fun 1988: http://hawk36.home.mindspring.com/s&f88%20osh89%20grand%20champ%20ul.JPG Notice the instrument panel has been moved back to the rear of the black area (which is flat black paint sprayed on the inside of lexan), the windshield fairing that kicked the blast right over the top of my head and over the wing, 4130 heat treated gear legs 35.5 inches long inserted all the way to the intersection of the gear leg sockets, and of course the good looking 50 yr old aviator who was and still is mighty proud of this airplane. We flew in "uncharted waters" for an ultralight. Charged right out there into the unknown. It was tremendously exciting and was only a few years ago. john h ________________________________________________________________________________
Date: Sep 12, 2000
From: John Hauck <hawk36(at)mindspring.com>
Subject: The Last Pic, I Promise
Hi Gang: I was putting up the other pics and found this one of Homer Kolb at Sun and Fun 1988. He has just flown Cuz'n P'fer. I am tremendously honored that he would do that for me. Homer is the only other person to fly this airplane. Notice Homer has no helmet. Back then one had to wear a helmet to fly at Lakeland. I had installed a Ken Brock 8 gal seat tank in addition to the 5 gal main tank. This raised the seating position quite a bit. Homer could not get in the airplane without getting his head pushed up in the gap seal. Took off the helmet and flew the Firestar. None of the "gate guards" messed with him flying without a helmet. http://hawk36.home.mindspring.com/HomerKolb%20S&F%2088%20Cuz'n%20P'fer.JPG john h ________________________________________________________________________________
From: Dale Seitzer <dale(at)gmada.com>
Subject: FW: Kolb Firestar Parts
Date: Sep 13, 2000
-----Original Message----- From: Kenmead(at)aol.com Sent: Tuesday, September 12, 2000 1:06 PM Subject: Re: Kolb Firestar Parts Thanks I can use all the help I can get about selling parts. I have aerlerons (?spelling), full tail section, headsets, wooden prop, BRS 750 chute (to repack), Kolb plans, second sling seat, 3 blade hub for Ivoprop. Kathy Mead ________________________________________________________________________________
From: Kenmead(at)aol.com
Date: Sep 12, 2000
Subject: Re: Test Run
I have sold the brake set. I have left: Kolb plans $100 447 Rotax $1500 Ivoprop hub $100 Second sling seat for firestar II $25 Aerlerons $200 750 BRS chute (to be packed) $200 Wooden prop (66/28) $100 Some one wanted the inverted V part from the back of the fuselage where the gear legs joined the center. But they changed their mind when they found one closer. Kathy ________________________________________________________________________________
From: "Lindy" <lindy(at)snowhill.com>
Subject: Re: Kolb History
Date: Sep 12, 2000
John-H-Kolbers receiving digital photo's by E-Mail. Sending you 2 pictures in One (1) e-mail of a plane found by two (2) of our club members flying Ultralights---Bluebird--Richard Lovell--Jim Holbrook-Both flying out of Sandy Creek Airport about a mile North of Tyndall AFB, Panama City Florida. John appreciate it if you have the time to use your system to show all on this list a real landing! Wheels up. Pictures taken by Jim Holbrook , flying a Kolb Lindy LA-Lower Alabama ________________________________________________________________________________
Date: Sep 12, 2000
From: Woody <duesouth(at)govital.net>
Subject: Re: New Kolb Fly-in, London, KY
> > >S--folding wings--a lot of comments recently about someone copying Kolb >designs/ideas-in the interest of brevity--Hawk and Now Rans-Does that mean >that they cannot come to New Kolb Fly-in- The whole point of the Fergy debate is that it seems to be a blatant rip off of a total Kolb design. Shall we call it a Rip star? There may be similar features on other aircraft but not such a bold copy. I like anything that flies but I can see the gang at TNK and Dennis being a bit miffed at the Fergy. It is more of an ethical point than just discrimination. A wife may know her husband has a mistress but that does not mean she wants to meet her or have to act socially to her. I am rebuilding an old Mk111. My club here is building a Mk111 that was purchased from an independent seller for kit 1 and TNK for kit 2. I have never had trouble with customer support or a refusal to help me. Perhaps Sue is just sweet on me, could be cause I bribed her once with a 6 pack of good Canadian beer. I do doubt if I will be able to get parts for my Twinstar not because they do not wish to support me but because they just don't have the parts. >around this business for 50 years I cannot find anything Patented by Kolb >on File at the patent office,-correct me if I am wrong-got tired looking at >all the wing specifications on file,many similar to present Kolb wing/s.and >most ultralights flying today.Are we flying Clone wings? I don't think there are many airfoils like Kolbs. The maximum camber is at about the 25% mark and tapers back quickly but not in a straight line. A straight line would give an aileron about 6" long. The Kolb ailerons are about 14" long so there is an inconsistency at the aileron hinge point. This is Homers own design and he does not like anyone to mess with it.( Sorry Dennis but my Mk111 will have a different airfoil.) From what I have seen the rest of the wing structure is not copied by any other manufacturer. Most prefer the simplicity of the basic ladder construction. ________________________________________________________________________________
Date: Sep 13, 2000
From: Woody <duesouth(at)govital.net>
Subject: Photos
> >Great stuff, John... got any more??? >Beauford Hey how about if we all bring some of our favourite photos or photos of works in progress to the Picnic in a couple weeks. I have some shots of my Mk111 rebuild with mods and I may even bring my Kolb Flyer playing lawn dart photo. One other thing we need at the picnic is name tags so we can see who the faces are behind the email names. Don't wanna miss Beauford. He slipped out the back door to avoid me when I was down in Tampa. woody ________________________________________________________________________________
Date: Sep 12, 2000
From: John Hauck <hawk36(at)mindspring.com>
Subject: LIndy's Pics
http://hawk36.home.mindspring.com/wreck1a.JPG http://hawk36.home.mindspring.com/wreck2a.JPG These are the pics Lindy asked me to post on the internet. john h ________________________________________________________________________________
Date: Sep 13, 1999
From: Ole Noetnes <onoetnes(at)online.no>
Subject: Re: LIndy's Pics
John Hauck wrote: > > > http://hawk36.home.mindspring.com/wreck1a.JPG > > http://hawk36.home.mindspring.com/wreck2a.JPG > > These are the pics Lindy asked me to post on the internet. > > john h > as much as i enjoy lindys kolb-related pics, i don't enjoy the 30 minute+ download times daily from my mailbox. it's far better to put these on some website like the wreck-pics and then post their url's on this list. just my 2 cents worth of opinion ole twinstar in norway ________________________________________________________________________________
From: MitchMnD(at)aol.com
Date: Sep 13, 2000
Subject: FireFly Fuel Capacity/Range
Rolled my FireFly out of the hangar just as the sun was rising yesterday morning. I could see that it was going to be perfect most of the day. My flying friend John Todd (of vortex generator fame) who lives forty miles north was loaded down with honey-do's so I would be on my own. I called Glenn Rinck, 29 miles west, and got his recorded message but assumed that he was out in his hangar. I'll fly to Glenn's just for the ride even if he is not at home. With my 5 gallon tank full, I strapped on my 1.5 gallon emergency tank. I also had a quart of oil, spare radio battery and a survival kit in my behind-the-seat sack. All of this adds about 15 Lbs to my around-the-patch gross. I flew the 29 miles to Glenn's at a peak altitude of 3,000', did a fly-by at his empty strip, and returned to Quincy airport. The wind was 0 to 5 mph from the East all morning. When I did my post-flight check there was 1 and 1/4th gallons left in my tank. Conclusions: !/ My capacitance gas gage is accurate, 2/ A safe estimate of the range of my FireFly at her cross country gross weight, and with minimal wind, is 50 miles. Duane the plane in Tallahassee, FL, FireFly SN007, 447, Ivo, Magellan. ________________________________________________________________________________
Date: Sep 13, 2000
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: FireFly Fuel Capacity/Range
> Conclusions: !/ My capacitance gas gage is accurate, 2/ A safe estimate of > the range of my FireFly at her cross country gross weight, and with minimal > wind, is 50 miles. > > Duane the plane in Tallahassee, FL, FireFly SN007, 447, Ivo, Magellan. Duane and Kolbers: What was your cruise rpm and air speed? john h ________________________________________________________________________________
Date: Sep 13, 2000
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: LIndy's Pics
> as much as i enjoy lindys kolb-related pics, i don't enjoy the 30 > minute+ download times daily from my mailbox. it's far better to put > these on some website like the wreck-pics and then post their url's on > this list. > > just my 2 cents worth of opinion > > ole > > twinstar in norway Lindy: Please take note of Ole's post reference long download times. I too echo his sentiments!!! I, for one, have a very slow server, 19,200 bps hook up speed. A one mega bite photo file will effectively lock up my mail box for over an hour. When the mail box is locked up, I am denied use of my browser, which I pay good money for. Recommend you get a web page like I did. The one I am using is free from Mindspring, 6 mb in size. Thanks, john h ________________________________________________________________________________
Date: Sep 13, 2000
From: "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com>
Subject: Soldering station for sale
"Robert L. Nuckolls, III" I've got a really nice temperature controlled solder station up on Ebay . . . http://cgi.ebay.com/aw-cgi/eBayISAPI.dll?ViewItem&item=434477668 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 ________________________________________________________________________________
Date: Sep 13, 2000
From: John Richmond <twoschmoops(at)yahoo.com>
Subject: Seeing Red (roofs) London, KY
FYI-ALL I just had a run-around with the Red Roof, and their cost is higher than the $39.00. That weekend invokes their "event" costs bacause of the Chicken Festival, nyuk, nyuk. The new fee is somewhere in the $60's to 70's. Sharon is the Manager if you want to go to the top. see you there :-) > > > > Bill I got a room at the Red Roof Inn for 39.00 for a single. > Tell > them > > you are there for the New Kolb and you will get a discount. The > 39.00 is > > with a discount. The number is 606-862-8844. Hope to see you there. > Bill > > Futrell > > ----- Original Message ----- > > From: "Beauford Tuton" <beauford(at)tampabay.rr.com> > > To: > > Sent: Sunday, September 10, 2000 5:02 PM > > Subject: Re: Kolb-List: Re: New Kolb Fly-in, London, KY > > > > > > > > > > > > Duane: > > > A buddy and I are contemplating driving up to London that > weekend...It'll > > be > > > a tad further than 550 from down here... > > > Do you happen to have a number for the Sleep Inn...? How much do > they > get > > > for a room? Things are heating up a bit at work... not sure we > will be > > able > > > to get away, but I guess I'll go ahead and get a room anyway... > > > Thanks... > > > Bill Tuton, FF 076, Brandon, FL > > > ----- Original Message ----- > > > From: <MitchMnD(at)aol.com> > > > To: > > > Sent: Monday, August 28, 2000 8:43 PM > > > Subject: Kolb-List: 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 > > > > > > > > > > > > > > > > > > > > > > > ===== John & Lynn Richmond :-) ________________________________________________________________________________
Date: Sep 13, 2000
From: TK <tkrolfe(at)epix.net>
Subject: Landing gear
John , I know you have probably answered enough questions concerning you problem in Alaska. You had stated that the gear leg bracket to the axle broke on landing. Can you elaborate on exactly what broke and what your going to do to prevent this from happening again. I do enjoy your posting the pic's. Keep them coming! Another question. Do you know why TNK has stopped advertising in Ultralight Flying Magazine? It was there that I first discovered Kolb several years ago and decided to checkout buying one. I thought this is one of the better magazines devoted to our sport? Thanks' Terry ________________________________________________________________________________
Date: Sep 13, 2000
From: TK <tkrolfe(at)epix.net>
Subject: [Fwd: Landing gear]
with ESMTP id <20000913170637.EWDT11187.almond(at)bean.epix.net> Date: Wed, 13 Sep 2000 13:12:23 -0400 From: TK <tkrolfe(at)epix.net> Subject: Landing gear John , I know you have probably answered enough questions concerning you problem in Alaska. You had stated that the gear leg bracket to the axle broke on landing. Can you elaborate on exactly what broke and what your going to do to prevent this from happening again. I do enjoy your posting the pic's. Keep them coming! Another question. Do you know why TNK has stopped advertising in Ultralight Flying Magazine? It was there that I first discovered Kolb several years ago and decided to checkout buying one. I thought this is one of the better magazines devoted to our sport? Thanks' Terry ________________________________________________________________________________
Date: Sep 13, 2000
From: TK <tkrolfe(at)epix.net>
Subject: Sorry
Sorry for the multiple postings! I have yet to figure out why everything I send to this list ends up being duplicated. Anybody out there got a fix? Terry ________________________________________________________________________________
From: "Beauford Tuton" <beauford(at)tampabay.rr.com>
Subject: Re: New Kolb Fly-in, London, KY
Date: Sep 13, 2000
Duane and Kolbers: Got a flat $50 govt rate at this Sleep Inn place... but had to call the central "1-800 4-choice" number to get it.... the somewhat over-testosteroned damsel I initially contacted at the hotel itself, would go no lower than $64, even when telephonically lubricated... ... Evidently there are quite a few discount categories these folks will work with... ranging from federal govt. personnel to people who once owned a Studebaker... I recommend you have SOME group affiliation at your fingertips when you call them... Thanks for the tip, Duane... If Saddam stays cool, we'll be there... Beauford ----- Original Message ----- From: <MitchMnD(at)aol.com> Sent: Sunday, September 10, 2000 11:50 PM Subject: Re: Kolb-List: Re: New Kolb Fly-in, London, KY > Hello Beauford, > > The Sleep Inn number is (606) 877-9700. They have in-room coffee makers and > are close eateries and shopping. I got a 3-page report on it from > Travelocity.com. They quoted me a price of $53 per night for two double beds. > You may do better with a Gov't rate if you have an ID. > > Hope to see you there, > > Duane Mitchell ________________________________________________________________________________
From: "Larry Bourne" <larrybiglar(at)earthlink.net>
Subject: Re: Fuel line removal
Date: Sep 13, 2000
That helps, and if they're real stubborn, try "Gently" slipping a pair of side cutters ( dikes ) behind the end of the tubing, and "cam" the tube off the barb. You may need to brace the dikes against a screwdriver, or somesuch. When all else fails, cut the tube off. The barbs are designed to hold the tube on, not let it go. Back at Home Lar. ----- Original Message ----- From: Robert Noyer <ronoy(at)shentel.net> Sent: Monday, September 11, 2000 11:04 AM Subject: Kolb-List: Re: Fuel line removal > > Vic, > > Try twisting AND slight pulling to remove lines. > > ________________________________________________________________________________
From: "Larry Bourne" <larrybiglar(at)earthlink.net>
Subject: Re: FireFly Fuel Capacity/Range
Date: Sep 13, 2000
Keep 'em coming Duane. Always enjoy your postings. Heat Struck Lar. After 2 weeks in the Northwest, back to 108. Yech ! ! ! ----- Original Message ----- From: <MitchMnD(at)aol.com> Sent: Wednesday, September 13, 2000 6:12 AM Subject: Kolb-List: FireFly Fuel Capacity/Range > > Rolled my FireFly out of the hangar just as the sun was rising yesterday > morning. I could see that it was going to be perfect most of the day. My > flying friend John Todd (of vortex generator fame) who lives forty miles > north was loaded down with honey-do's so I would be on my own. I called Glenn > Rinck, 29 miles west, and got his recorded message but assumed that he was > out in his hangar. I'll fly to Glenn's just for the ride even if he is not at > home. > > With my 5 gallon tank full, I strapped on my 1.5 gallon emergency tank. I > also had a quart of oil, spare radio battery and a survival kit in my > behind-the-seat sack. All of this adds about 15 Lbs to my around-the-patch > gross. > > I flew the 29 miles to Glenn's at a peak altitude of 3,000', did a fly-by at > his empty strip, and returned to Quincy airport. The wind was 0 to 5 mph from > the East all morning. When I did my post-flight check there was 1 and 1/4th > gallons left in my tank. > > Conclusions: !/ My capacitance gas gage is accurate, 2/ A safe estimate of > the range of my FireFly at her cross country gross weight, and with minimal > wind, is 50 miles. > > Duane the plane in Tallahassee, FL, FireFly SN007, 447, Ivo, Magellan. > > ________________________________________________________________________________
Date: Sep 13, 2000
From: "Richard Neilsen" <neilsenr(at)state.mi.us>
Subject: Vortex Generators
If anyone is interested I have a copy of Howard Shackleford's plans for Vortex Generators at the following web site http://www.geocities.com/neilsenrm/kolb-MKIII.htm Click on the thumb nail view and you will get the full size copy. >>> charles.thompson(at)dsl.net 09/12/00 12:44PM >>> Pleae send me pics also. Thanks. ________________________________________________________________________________
From: "Dennis Souder" <flykolb(at)epix.net>
Subject: KOLB FIRESTAR KXP FOR SALE
Date: Sep 13, 2000
Passing along information about a very nice FireStar for sale: FireStar KXP Completed and first flown about 2 years ago. Total time 10 hrs. Rotax 447 Tach/EGT, ALT, ASI, HR, Compass Brakes Polyfiber and Polytone paint Professionally built very nice Custom open trailer with air dam to protect tail surfaces Components for electric start (not installed): Rotax starter & Hot Box & Battery Always hangered Located SE PA Price $14,000 For more information call Bob Golder (610) 485-4611 ________________________________________________________________________________
Date: Sep 13, 2000
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: Landing gear
Terry and Kolbers: Let's see if I can explain what happened to my gear leg/axle socket. The gear leg/axle socket is made up of two 4130 tubes, gear leg socket tube butt welded to the axle tube. The gear leg I use is hollow 1 1/8 X .120 tube. The gear leg socket actually slips up into the gear leg, clamped when it is aligned, drilled and secured with a bolt. The axle socket is a tube the solid axle is inserted in, drilled and bolted in place. The gear leg socket failed right at the top of the weld where it butts to the axle socket. Right where it failed is where there is a tremendous amount of strain. Stress and strain is concentrated right where it broke. The left gear leg socket failed after more than 4,000 landings (many/most max performance short field/rough field, etc) and aprx 1,450 flt hrs. It was time for it to fail, when it failed. When we make up the new gear legs and sockets we will weld the gear legs to the axle sockets, align the main landing gear, then send off to get heat treated. Here's where we could have done better on the first set, and all the other sets we made up and put a lot of time on. The old sets had hard spring steel gear legs working on normalized 4130, until the gear legs won and me and Miss P'fer lost. :-) Something we did not forsee happening, but now we know. I do not think we will have that problem again. You had stated that the gear leg bracket to the axle broke on > landing. Can you elaborate on exactly what broke and what your going to > do to prevent this from happening again. Do you know why TNK has stopped advertising in > Ultralight Flying Magazine? Nope. john h ________________________________________________________________________________
From: WVarnes(at)aol.com
Date: Sep 14, 2000
Subject: Re: FireFly Fuel Capacity/Range
In a message dated 09/13/2000 9:14:13 AM Eastern Daylight Time, MitchMnD(at)aol.com writes: << Conclusions: !/ My capacitance gas gage is accurate, 2/ A safe estimate of the range of my FireFly at her cross country gross weight, and with minimal wind, is 50 miles. >> Duane, 5.0 gals. minus 1.25 left means you burned 3.75 gals. What was your flying time? It would be interesting to know what your fuel burn rate gallons per hour is and at what RPM setting. Bill Varnes Original FireStar-Rotax 377 Audubon, NJ USA ________________________________________________________________________________
From: "Larry Bourne" <larrybiglar(at)earthlink.net>
Subject: Vacation.
Date: Sep 13, 2000
More BigLar Vacation Ramblings. Sticklers delete it now ! ! ! Do not Archive. ( Has anyone figured out yet if that makes a difference ?? ) Not strictly Kolb, but some flying was involved. I'm not sure if my posting about the J-5 went thru from Port Angeles last week, ( did it ?? ) so briefly, checked out in it Thurs., soloed it Friday, and had a blast. I liked it far more than the Aeronca Champ, but would really like to move the front seat back a few inches. Big Lar ain't THAT big, but that thing was built for midgets. After helping my buddy in Idaho wrap the meat from the Moose he got, and a LOT of good B.S.ing with old friends there, I moved on to Whitefish, Montana, as a guest of Tom Kuffel, and his lovely wife, Dr. Betty. ( And Shepherd/Labrador cross, "Valentine." She's a real softy. ) Talk about great hosts ! ! ! I've seldom enjoyed myself more, in spite of poor weather. I promised Tom I wouldn't brag on the beautiful, fabulous area he lives in, so I won't.........too much. Guess they don't want any more flat-landers moving into paradise. Also was able to visit with Paul von Lindern, and their friend Perry, who's a game warden, and back country packer. What a job ! ! ! Tom's plane ( aside from the FireStar he's building ) is a "Prospector," built by Keller, with some design work by Roncz. Saturday, we flew in the Prospector to a breakfast fly-in at Seeley Lake, MT., 80 miles SE of Glacier Park airport, and met Paul and Perry there. They flew down in Perry's Piper Pacer on straight floats. Beautiful plane, and I got some nice air to air pics, and some nice landing pics of it. Nice toy, Perry. Unfortunately, Paul's partner is the one who was killed in the crash of their Mk III a while back, so Paul is plane-less right now. What a tragedy ! ! ! After seeing, and flying in Tom's Prospector, I can see where the manufacturers are missing a bet. It's a full sized, side by side, taildragger, 2 seater with a Lycoming 0-320 engine. It's reminiscent of the Highlander, ( I believe ) being a mid-wing design with forward sweep of the wings. Extreme visibility, second only to a Kolb. Short field performance is excellent - jumps off the ground at 40 kts - and cruise is high. Very versatile. Weather prevented any more flying, so on Sunday we took some of Tom's ( legal ) machine guns and terrorized some targets. What an absolute blast - literally - and the pics came out well. The David Clark's did a good job on that noise, too. Monday, drove from Whitefish to Brigham City, Utah to visit with Boyd Young. Unfortunately it was a little too late to go flying, so looked over Boyd's 912 powered Mk III in the hangar, till the mosquitoes drove us away, and went for a B.S. session at his home. Boyd's done a very nice job on his plane, and has some very good ideas. His gap seal solution greatly simplified my own work, and eased my alleged mind, and his co-ax radio antenna has his friends bragging on him - and me copying him. How about over 100 mile range with a 1 ( one ) watt hand-held. Sorry we didn't get to fly, Boyd. Maybe next year. So.............back to 108 in the shade temps in the desert, after 2 weeks in the cool, sweet, Northwest. Pore Ole Desert Rat Lar. Snivel, snivel. ________________________________________________________________________________
From: Terminaltown(at)aol.com
Date: Sep 14, 2000
Subject: Re: RV-List: Magneto P-lead Connector
In a message dated 9/14/00 7:38:28 AM Pacific Daylight Time, Terminaltown(at)AOL.COM writes: There are 2 How To's for grounding shielded cable on the old AMR site that might be of interest to you. The URLs are AAMR/AirCore/ P Mag Leads or http://members.aol.com/aamrelectr/Page93.html and http://members.aol.com/aamreelectr/index6.html Try this one too...sorry fat fingers this morning...put the same URL Link in twice AAMR/AirCore/ Ground Shields Captn' Jack Crawford @ Terminal Town ________________________________________________________________________________
Date: Sep 14, 2000
From: "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com>
Subject: Re: experimental battery box
"Robert L. Nuckolls, III" >That is why there was a gap between putting the new battery in and putting >the battery in a box. I didn't think there was a problem but then an A&P >came to look over my plane for possible buying, he said that it was >dangerous not to have a box. A&P, IA's are the experts. >>Batteries have been known to explode so I would recommend some kind of >>secondary containment for safety regardless if it is an RG, flooded cell or >>whatever. Battery boxes have NEVER been designed to contain an exploding battery . . . in fact, battery boxes have been DEMONSTRATED to make an explosion more likely if not more violent. Real life case in point: Amateur built airplane, all composite, very nice composite battery box glassed right into the passenger seat back. Alternator goes into OV. No annunciation of OV condition and battery begins to outgas. In the course of "troublshooting" the system, a few switches get thrown, one of which is the battery master contactor control switch. Battery contactor INSIDE the box with the battery ignites ideal mixture and blows up battery box. No flight-safety damage to aircraft but the pilot's underwear was seriously compromised. What's the physics of this event? To have an explosion you must have three conditions. (1) A source of FUEL that's mixed in proportions to produce rapid combustion. Too much fuel/ oxygen, no explosion; too little fuel/oxygen, no explosion. Cook a battery and you disassociate water H20 into H2 and O2 in ratios ideal for recombination in spectacular manner. (2) CONTAINMENT in this case was the nicely crafted battery box. Without containment, gunpowder simply burns. Wrap it up in rolls of newspaper and you have a firecracker. Finally, (3) IGNITION provided by the battery contactor located inside the battery box. LOTS of things could be done to break the chain of events that could have been much more serious . . . (1) Proper ov protection on the airplane's electrical system. (2) No battery box . . . let the vented gasses waft away in the breeze. (3) Don't mount electrical equipment inside the battery box along with the battery. (4) Adequate instrumentation on the electrical system to KNOW what's happening when stuff starts to misbehave and adequate UDERSTANDING of the system to do the right things about it. By the way, the BIG guys don't have battery boxes either. The battery on a bizjet comes with a nice connector on the side. You drop the critter into a tray, strap it down and plug it in. None the less, there are documented cases of an RG battery blowing up when a poorly welded inter-cell connector burned off . . . needless to say, a redesign and modification to the assembly process was accomplished in a hurry. Not one government-approved airplane-banger in ten understands or can explain what you've just read. Bob . . . -------------------------------------------- ( Knowing about a thing is different than ) ( understanding it. One can know a lot ) ( and still understand nothing. ) ( C.F. Kettering ) --------------------------------------------
http://www.aeroelectric.com ________________________________________________________________________________
From: "Ken Broste" <spiritmoves(at)earthlink.net>
Subject: Overdue Orders!
Date: Sep 14, 2000
What's going on at Kolb? My order is four weeks overdue for a Firestar. Is their customer support not what they claim? All I hear from them is it'll go out in a couple of days. I'm thinking of going to a Hawk Arrow! Dissatisfied Kolb Customer ________________________________________________________________________________
From: "Waligroski, Gregg" <Gregg.Waligroski(at)pantellos.com>
Subject: Full Enclosure Question
Date: Sep 14, 2000
"Waligroski, Gregg" A month or so ago someone on the list was wanting details of my full enclosure. I unfortunately have changed my email and lost your address in the process. I believe you were in the Houston area. You can reach me now at: gregg.waligroski(at)pantellos.com I should have some pictures I can email you and a template for the lexan. Gregg Waligroski Kolb'n in Colorado (soon to be Houston) ________________________________________________________________________________
From: "Dave Rains" <rr(at)htg.net>
Subject: Prop Spacer
Date: Sep 14, 2000
Just installed a Ivo prop spacer on my PowerFin prop. I did this to reduce the noise and vibration I encountered when I first installed it 2 weeks ago. What a major improvement!! Prop is now very quiet, vibration is nearly non existent, picked up 2 to 3 knots of airspeed, climbout improved, and I no longer get any oscillation of the rudder when not touching the pedals. How 2 1/2 inches could make such a dramatic difference has me confused. See you in London, Dave Rains FireStar 2 El Paso ________________________________________________________________________________
From: "Edward Chmielewski" <edchmiel(at)mindspring.com>
"Robert L. Nuckolls, III"
Subject: Re: experimental battery box
Date: Sep 14, 2000
"Edward Chmielewski" ----- Original Message ----- From: "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> Sent: Thursday, September 14, 2000 10:13 AM Subject: Kolb-List: Re: experimental battery box > (snip...) > Not one government-approved airplane-banger in ten > understands or can explain what you've just read. > > Bob . . . > Bob, Amen! You are a treasure. Ed in JXN MkII/503 > > ________________________________________________________________________________
From: "Robert A. Haines" <robertsjunk(at)hotmail.com>
Subject: pictures
Date: Sep 15, 2000
"Robert A. Haines" I have seen a few emails in the last few days regarding pictures and web pages. Several of us have developed web pages to show-off our work. But it is seems that there might be a gold mine of undescovered pictures from people who don't have a web page. My thinking is that there should be a single repository that all of us could post our pictures. First, I would like to ask if anyone else thinks that this a good idea. Would you all participate? I wouldn't mind creating a directory on my web page. Although, it might be more appropriate for Kolb or Matronics to provide us this service. It wouldn't have to be an elaborate setup with thumbnail previews and "click to enlarge" functionality, just a simple directory with pictures that have a descriptive file names. Any ideas anyone? Robert Haines dreaming about finishing my SlingShot Saint Louis, MO ________________________________________________________________________________
From: "Jeremy Casey" <jrcasey(at)mindspring.com>
Subject: Fly-in attendance list as of today...
Date: Sep 15, 2000
JOHN HAUCK JIM HAUCK BILL GRIFFIN & 2 or 3 RICHARD PIKE RICHARD PIKE'S BUDDY VINCE NICELY LARRY MURPHY RICHARD PIKE'S AIRCAM BUDDY SCOTT TRASK DENNY ROWE & FAMILY BILL FUTRELL WILL URIBE DAVE RAINS BILL WOODS + 2 OTHER KOLBS AND A HALF-FERGUSON JOHN AND LYNN RICHMOND JIM BALLENGER & WIFE BILL JOHNSTON + BUDDY (VIA HARLEY) JEREMY CASEY + 1 DUANE MITCHELL + 1 G. AMAN HOWARD PING + WIFE POSSUM MERLE HARGIS + WIFE JIM & DONDI MILLER REX RODEBUSH + 2 Beauford Tuton ________________________________________________________________________________
Date: Sep 15, 1999
From: Ole Noetnes <onoetnes(at)online.no>
Subject: Re: pictures
Robert A. Haines wrote: > > > I have seen a few emails in the last few days regarding pictures and web > pages. Several of us have developed web pages to show-off our work. But it > is seems that there might be a gold mine of undescovered pictures from > people who don't have a web page. My thinking is that there should be a > single repository that all of us could post our pictures. > > First, I would like to ask if anyone else thinks that this a good idea. > Would you all participate? > i think it is a grand idea. i'm also a member of the East Tenesse Lonesome Bussards Squawk Board, which is a list dedicated to team Aircraft and A member of the Fishnet, a Fisher aircraft List. and both these list have a gallery site to publish pictures on. ole twinstar in norway (as well as a minimax and a fisher horizon 1 under construction) ________________________________________________________________________________
Date: Sep 15, 2000
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: pictures
My thinking is that there should be a > single repository that all of us could post our pictures. > > First, I would like to ask if anyone else thinks that this a good idea. > Would you all participate? > Robert Haines Robert and Gang: I think that is a great idea. You be the web master and keep things in check. :-) Seriously, probably would take one individual to keep the posting in order. I have lost the ability to open my ftp page to upload, even after buying (ouch) additional space. Have not heard from Mindspring since I start whining about not being able to share pics. Will have to brave the telephone and try talking to a real person. Am leaving home Sunday. Taking a round about way to get to the Kolb Factory. Should arrive Tuesday or Wednesday, 19 or 20 Sep. Will remain there until the following Monday if they do not run me off any sooner. My co-pilot, Nell, who endured almost 8,000 miles in the right seat of the old Dodge Cummins, will be copiloting again on this flight up the hiways in the old Dodge. Look forward to seeing everyone in London. Drive safe, fly safe. john h ________________________________________________________________________________
From: "Michael Sharp" <mlsharp_1(at)hotmail.com>
Subject: POH
Date: Sep 15, 2000
Folks, Has any inspector asked for a POH for you birds?? What have ya'll done? If anything........ Thanks, mike ________________________________________________________________________________
From: "J.D. Stewart" <jstewart(at)ncfcomm.com>
Subject: pictures
Date: Sep 15, 2000
It's a great idea, especially if you can find someone to do it. :>) As the Challenger list administrator, I have set up a website for Challenger owners, and it features 40 planes so far. Most of the time, it doesn't take up too much time. Other times, people will send me huge .bmp files that I end up converting and resizing. It's the initial Website that took the most time. I ran the e-mail list on maverick.net's server until they went under, and then switched to e-groups. Best thing I ever did. Everything is so automatic, and there are a lot of features, including calendars, polls, chat, and most importantly, 20MB of disk space for pictures. While I don't use this space, since I run an ISP and have my own servers here, it might be the way to go for the Kolb group. Matt might be relieved to have a little less work to do also. The whole thing is free, if you can stand some ads that are actually smaller than the Matronics signature. Or, for $59.40/year, you can delete the ads. I set up a poll for the Challenger group, and they overwhelmingly voted for no ads, and kicked in enough money to keep it that way for a few years. The FlyChallenger site on e-groups is at http://www.egroups.com/group/FlyChallenger The main Website for the group is below in the sig line. Hope this helps, J.D. Stewart NCF Communications, Inc. http://www.ncfcomm.com UltraFun AirSports http://www.ultrafunairsports.com Challenger Owners E-mail list and Website Administrator http://www.users.ncfcomm.com/challenger > > > > I have seen a few emails in the last few days regarding pictures and web > > pages. Several of us have developed web pages to show-off our > work. But it > > is seems that there might be a gold mine of undescovered pictures from > > people who don't have a web page. My thinking is that there should be a > > single repository that all of us could post our pictures. > > > > First, I would like to ask if anyone else thinks that this a good idea. > > Would you all participate? > > > > i think it is a grand idea. i'm also a member of the East Tenesse > Lonesome Bussards Squawk Board, which is a list dedicated to team > Aircraft and A member of the Fishnet, a Fisher aircraft List. and both > these list have a gallery site to publish pictures on. > > ole > twinstar in norway > (as well as a minimax and a fisher horizon 1 under construction) > ________________________________________________________________________________
Date: Sep 15, 2000
From: Richard Pike <richard(at)BCChapel.org>
Subject: Re: pictures
The East Tennessee Lonesome Buzzards? Where are you guys at? East Tennessee is where I am, need to meet you guys. Richard Pike MKIII N420P (420ldPoops) > >Robert A. Haines wrote: >> >> >> I have seen a few emails in the last few days regarding pictures and web >> pages. Several of us have developed web pages to show-off our work. But it >> is seems that there might be a gold mine of undescovered pictures from >> people who don't have a web page. My thinking is that there should be a >> single repository that all of us could post our pictures. >> >> First, I would like to ask if anyone else thinks that this a good idea. >> Would you all participate? >> > >i think it is a grand idea. i'm also a member of the East Tenesse >Lonesome Bussards Squawk Board, which is a list dedicated to team >Aircraft and A member of the Fishnet, a Fisher aircraft List. and both >these list have a gallery site to publish pictures on. > >ole >twinstar in norway >(as well as a minimax and a fisher horizon 1 under construction) > > ________________________________________________________________________________
Date: Sep 15, 1999
From: Ole Noetnes <onoetnes(at)online.no>
Subject: e.t.lonesome bussards
richard, i did not mean any offence, but as a twinstar and minimax owner i only said that we kolb owners (i'm putting on that mantle for now) should learn and thrive. i have really appreciated alan jones approach in creating a website that is to the benefit of all ownrers of the actual aircrafs. i really urge you to check out hte operation of E.T.L.B.at http://www.inscorp.com/~ajones/max/ and learn what a type list really should be. in case that i stepped in to the virtual salad, please forgive me that i'm just a dumb scandinavian and not accustomed to american conduct and behaviour. (please omit the fact that our Leiv Erikson was the first not native american indian person, but a simple norwegian viking who discovered north america about over a thousand years ago) anyway, my intentions are only the best wishes for the kolb list (and my phonebill) ole primarily flying my twinstar in the norwegian snow covered mountains, but preferring my minimax for the summertime. ________________________________________________________________________________
From: dralle(at)matronics.com (Matt Dralle)
Date: Sep 15, 2000
"Re: pictures" (Sep 15, 4:02pm)
Subject: Re: pictures
I also have the FTP site available for sharing photos. ftp://ftp.matronics.com/pub/Public Browsing is pretty easy from here, but not terrible intuitive in terms of the content as Robert points out. Some description filenames would help. I'm up for any suggestions... Let's make it work. Matt Dralle Email List Admin. >-------------- >Yea, but the titles should be a little bit more descriptive. Most of us >want the pictures for technical assistance and you really don't know what >you're looking at and who built it. > > >Robert Haines > > >----- Original Message ----- >From: <WillUribe(at)aol.com> >To: >Sent: Friday, September 15, 2000 10:30 AM >Subject: Re: pictures > > >> Robert, >> Matronics does provide this service but not many people have taken >advantage >> of it. >> >> Regards >> Will >> >> >> >> In a message dated 9/15/00 11:02:31 AM Eastern Daylight Time, >> robertsjunk(at)hotmail.com writes: >> >> > I have seen a few emails in the last few days regarding pictures and web >> > pages. Several of us have developed web pages to show-off our work. >But >> it >> > is seems that there might be a gold mine of undescovered pictures from >> > people who don't have a web page. My thinking is that there should be >a >> > single repository that all of us could post our pictures. >> > >> > First, I would like to ask if anyone else thinks that this a good idea. >> > Would you all participate? >> > >> > I wouldn't mind creating a directory on my web page. Although, it >might be >> > more appropriate for Kolb or Matronics to provide us this service. It >> > wouldn't have to be an elaborate setup with thumbnail previews and >"click >> to >> > enlarge" functionality, just a simple directory with pictures that have >a >> > descriptive file names. Any ideas anyone? >> >-------------- -- Matt G. Dralle | Matronics | P.O. Box 347 | Livermore | CA | 94551 925-606-1001 Voice | 925-606-6281 FAX | dralle(at)matronics.com Email http://www.matronics.com/ W.W.W. | Featuring Products For Aircraft Great minds discuss ideas, Average minds discuss events, Small minds discuss people... ________________________________________________________________________________
Date: Sep 15, 2000
From: Randy Settle <rsettle(at)flash.net>
Subject: Re: pictures
"Robert A. Haines" wrote: > I have seen a few emails in the last few days regarding pictures and web > pages. Several of us have developed web pages to show-off our work. But it > seems that there might be a gold mine of undescovered pictures from people who > don't have a web page. My thinking is that there should be a single repository > that all of us could post our pictures. > > > Robert Haines > dreaming about finishing my SlingShot > Saint Louis, MO > I think it is a great idea, I also would love to see others pictures on the web. I am currently running a web page that has free space for Kolb pictures on it. It is Free, and you are welcome to send pictures to: photos(at)photopoint.com in the subject line put: rsettle(at)flash.net Then I will add them to the Kolb Flyers picture page. Simple? Randy Randy & Val Settle Original Firestar 377 The Lazair News Letter http://www.flash.net/~rsettle/ ________________________________________________________________________________
Date: Sep 15, 2000
From: Robert Noyer <ronoy(at)shentel.net>
Subject: Fly-In Winchester Virginia
EAA Ch 186 Fall Fly-In at Winchester VA Regional Arpt Oct 14-15 8AM-5PM Unicom 122.7, AWOS 124.85 N39-08.61 W078-08.66 Rnwy 14/33 5600 * All you can eat Pancake breakfast Sat & Sun * A/C Judging, including ULs--fat, thin, just right (Grey Barons FireFly, too) * FAA Safety Seminar * Wood wing rib building * Young Eagle flights * Welding workshop * R/C demos * Fly market * Hot dawgs, hamburgs, drinks by EAA * Plenty of ramp space And across from airport will be a Chili cook-off contest on Saturday. If anyone needs mogas, I can go to any one of several name brands. Pls advise before coming if possible, but still can get your gas and Penzoil. 100LL on field. bn ________________________________________________________________________________
Date: Sep 15, 2000
From: Robert Noyer <ronoy(at)shentel.net>
Subject: For John H & all old chopper droppers
While practicing auto-rotations during a military night training exercise a Huey Cobra screwed up the landing and landed on the tail rotor. The landing was so hard that it broke off the tail boom. However, the chopper fortunately remained upright on its skids, sliding down the runway doing 360s. As the Cobra slid past the tower, trailing a brilliant shower of sparks, this was the radio exchange that took place... Tower: "Sir, do you need any assistance?" Cobra: "I don't know, tower, we ain't done crashin' yet." ________________________________________________________________________________
From: MitchMnD(at)aol.com
Date: Sep 15, 2000
Subject: FireFly Fuel Capacity/Range
Hawk36,Geo38,et al, The Hobbs time on my flight from Quincy to Glenn Rinck's was exactly 1 hour. My level flight cruise speed is about 70 mph according to both my ASI and GPS. My rpms were between 5,800 and 6,000. After climb-out to about 2,000' I leveled off for a gentle climb to 3,000' over a heavily forested area and then went to a gentle descent arriving at Glenn's at about 1,500.' I dropped to about 300' for a low pass, climbed back to 1,500' again and followed the same routine on the way back to Quincy. You will remember that the distance was 58 miles, round trip, and the wind was only 0 to 5 mph in the direction of flight. I weigh about 155 lb., I was carrying approx. 15 lb. of spare gas and survival stuff and my Fly is ~ 175 lb., with chute. Arriving home with only 1 1/4 gallons is a little too close for me. I should have landed and put my 1 1/2 gals of spare gas in my main tank. We live and learn, if we are lucky. Thanks for the interest, Duane the plane in Tallahassee, FL, FireFly SN 007, 447, Ivo ________________________________________________________________________________
From: WGeorge737(at)aol.com
Date: Sep 15, 2000
Subject: Re: FireFly Fuel Capacity/Range
In a message dated 9/15/00 16:35:07, MitchMnD(at)aol.com writes: << You will remember that the distance was 58 miles, round trip, and the wind was only 0 to 5 mph in the direction of flight >> Zero wind range should be in every pilot's memory bank. My MK-3 582 burns a hair less than 5 GPH and with a 65 mph TAS that's how far I can go on half a tank. I want to arrive at any planned landing place with a 30 to 40 minute reserve. I plan on normal winds of 15 knots or so and have drawn circles on a sectional chart showing safe out and return ranges. And remember, any wind creates a negative on a round trip because you spend more time on the upwind leg. Bill George 582 "C" Powerfin Bill George's Kolb Pg. ________________________________________________________________________________
Date: Sep 15, 2000
From: Woody <duesouth(at)govital.net>
Subject: Re: pictures
> > >is seems that there might be a gold mine of undescovered pictures from >people who don't have a web page. My thinking is that there should be a >single repository that all of us could post our pictures. >you all participate? Sounds good to me but I think thumbnails would be the best idea. They load pretty quick and you can see what you are getting before hand. ________________________________________________________________________________
Date: Sep 15, 2000
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: For John H & all old chopper droppers
Grey Baron and Gang: Ain't nuthin like a Army Cobra pilot to stay cool in an otherwise less than cool situation. :-) > > Cobra: "I don't know, tower, we ain't done crashin' yet." ________________________________________________________________________________
From: "Duncan McBride" <duncan.mcbride(at)worldnet.att.net>
Subject: Re: Apology
Date: Sep 16, 2000
"Duncan McBride" I didn't take it that way. I always appreciate your opinion. You just let it rip, and if we get a little confused we'll ask. ----- Original Message ----- From: "Richard Pike" <richard(at)BCChapel.org> Sent: Saturday, September 16, 2000 12:14 AM Subject: Kolb-List: Apology > > I think I owe the list an apology. ________________________________________________________________________________
Date: Sep 16, 2000
From: John Jung <jrjung(at)execpc.com>
Subject: Re: FireFly Fuel Capacity/Range
Duane and Group, In my Firestar, I can monitor the fuel level when it gets low, by looking back at the tank. I always plan to have at least a gallon left when I go somewhere. During the flight, I monitor the fuel, and re-calculate my remaining fuel buy using my GPS. After doing this, I will continue if I will have at least 1/2 gallon left. In the future, I plan to add a fuel sender for my EIS. When I carry a sleeping bag and tent, I can't see the tank, and that makes me uncomfortable as well as reducing my range. John Jung Firestar II 503 N6163J SE Wisconsin ________________________________________________________________________________
Date: Sep 16, 2000
From: Jack & Louise Hart <jbhart(at)ldd.net>
Subject: Re: FireFly Fuel Capacity/Range
What was your EGT? > >Hawk36,Geo38,et al, > >The Hobbs time on my flight from Quincy to Glenn Rinck's was exactly 1 hour. >My level flight cruise speed is about 70 mph according to both my ASI and >GPS. My rpms were between 5,800 and 6,000. After climb-out to about 2,000' I >leveled off for a gentle climb to 3,000' over a heavily forested area and >then went to a gentle descent arriving at Glenn's at about 1,500.' I dropped >to about 300' for a low pass, climbed back to 1,500' again and followed the >same routine on the way back to Quincy. You will remember that the distance >was 58 miles, round trip, and the wind was only 0 to 5 mph in the direction >of flight. I weigh about 155 lb., I was carrying approx. 15 lb. of spare gas >and survival stuff and my Fly is ~ 175 lb., with chute. > >Arriving home with only 1 1/4 gallons is a little too close for me. I should >have landed and put my 1 1/2 gals of spare gas in my main tank. We live and >learn, if we are lucky. > >Thanks for the interest, > >Duane the plane in Tallahassee, FL, FireFly SN 007, 447, Ivo > > Jack & Louise Hart jbhart(at)ldd.net ________________________________________________________________________________
Date: Sep 16, 2000
From: Randy Settle <rsettle(at)flash.net>
Subject: Re: pictures
> I think it is a great idea, I also would love to see others pictures on the web. > I am currently running a web page that has free space for Kolb pictures on it. It > is Free, and you are welcome to send pictures to: > > photos(at)photopoint.com > > in the subject line put: > > rsettle(at)flash.net > The link to photopage is:
http://albums.photopoint.com/j/AlbumIndex?u=170395&a=6911015 > > Then I will add them to the Kolb Flyers picture page. > > Simple? > > Randy > > Randy & Val Settle > Original Firestar 377 > ________________________________________________________________________________
Date: Sep 17, 2000
From: John Jung <jrjung(at)execpc.com>
Subject: Posting pictures
Group, For those that would like to post Kolb pictures but don't have a scanner or digital camera, I have just the thing: An inexpensive digital camera. I have a Casio QV-100 that I will sell for $100 plus shipping. It cost me $300, a couple years ago, an it is just like new, and in the original box. I thought I would give this group first choice. If no one wants it, I will put it on e-Bay. Look at this picture of my Firestar II, that was taken with the QV-100: http://www.execpc.com/~jrjung/Firestar.html For technical information on the QV-100, look here: http://www.casio.com/Cameras/product.cfm?section=46&product=817&display Why buy a scanner? This picture was taken from a photo: http://www.execpc.com/~jrjung/Static.html Here is another QV-100 picture, demonstrating it's level of detail: http://www.execpc.com/~jrjung/39Saturn.jpg If you are interested, please contact me directly at: jrjung(at)execpc.com John Jung Firestar II N6163J SE Wisconsin ________________________________________________________________________________
From: Dama Riddick <dama(at)mindspring.com>
Subject: First Flight Announcement
Date: Sep 17, 2000
Yet another Kolb is in the skies. After 563 hours during 1 year and 9 months. My Firestar II flew Saturday (9/16)evening. FAA inspection was uneventful (Kolb friendly). Empty weight is 368 lbs. with BRS 750 VLS. I will try to find a way to post some pictures. Thanks to everyone that contributes regularly to the list. Kip Laurie, FS-705 N111KX Atlanta ________________________________________________________________________________
From: "Sam Cox" <lightflyer(at)email.msn.com>
Subject: Re: First Flight Announcement
Date: Sep 17, 2000
----- Original Message ----- Yet another Kolb is in the skies. My Firestar II flew Saturday (9/16)evening. Empty weight is 368 lbs. with BRS 750 VLS. Is this a average Firestar empty weight with a 503? Sam Cox ________________________________________________________________________________
From: "Dave Rains" <rr(at)htg.net>
Subject: Re: First Flight Announcement
Date: Sep 17, 2000
Congratulations!!! Great to have another FireStar around. Dave Rains, FireStar Driver El Paso -----Original Message----- From: Dama Riddick <dama(at)mindspring.com> Date: Sunday, September 17, 2000 8:36 AM Subject: Kolb-List: First Flight Announcement > > >Yet another Kolb is in the skies. After 563 hours during 1 year and 9 >months. My Firestar II flew Saturday (9/16)evening. FAA inspection was >uneventful (Kolb friendly). Empty weight is 368 lbs. with BRS 750 VLS. I >will try to find a way to post some pictures. Thanks to everyone that >contributes regularly to the list. >Kip Laurie, >FS-705 >N111KX >Atlanta > > ________________________________________________________________________________
Date: Sep 17, 2000
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: First Flight Announcement
> Yet another Kolb is in the skies. After 563 hours during 1 year and 9 > months. > Kip Laurie, Kip and Kolbers: Way to go!!!!!! Congratulations. We are all proud of you. john h ________________________________________________________________________________
From: "PFI" <redhill(at)rose.net>
"Kolb-List Digest Server"
Subject: New Kolbra
Date: Sep 17, 2000
Can anyone tell me about the new Kolbra? I'm interested in it if you can put the rotax 912 on it. This is not listed as an option, so I don't know if it is recommended by Kolb or not. Also, does the Kolbra have dual controls? thanks. ________________________________________________________________________________
From: "Peter Hudson" <phudson(at)iwvisp.com>
Subject: old/new IVO-prop
Date: Sep 17, 2000
Hi gang, I had an unexpected performance increase on my 477 powered firestar II. I had been experimenting with the 68" IVO prop that was on when I bought it (250 or so hours on it). I had flattened out the pitch to get my RPM up and so on. Later I trimmed it to 65" diameter and re-set the pitch. there really wasn't too much difference in performance. When I was cleaning the prop to put new LE tape on I noticed some cracks in the gel coat about 40% out from the hub (one one blade only) both blades deflected the same under load and I called IVO-prop who said as long as it wasn't in the root it was OK. Every time I flew, all I thought about was the damned prop so I decided to by new blades. I went with 66" dia. since 68" was too close to the tail boom and 65" didn't improve performance. When I put them on yesterday (ran it up-retorqued them etc.) then went flying. I was expecting about the same performance but WOW My climb rate went way up (no gage but clearly much better) then when I leveled off it was at 62 mph indicated (old prop was about 53 mph). So what do you think. Do the blades get broken down and more flexible over time? Is it just from a better shaped mold? Any way when ever something suprises me like that I like to try to figure it out. But it definately made me happy! -Peter Hudson- ________________________________________________________________________________
Date: Sep 17, 2000
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: New Kolbra
PFI and Gang: With my limited flight time, about .5 hrs PIC of the Kolbra at Oshkosh, I can tell you a little bit about it. Yes, you can instll a 912, and if I build one, it will have a 912S. Does it need a 9112S? I don't think so, but since I got to fly my MK III and 912S 95.0 hrs before I broke the airplane, I am kinda partial to the 9112S now. Not only does the Kolbra have dual controls, it has the best control system, hardware and operation (feel), that Kolb has ever put in an airplane. Have to brag on my big brother, Jim Hauck, a little bit here. Those are his controls, unless Kolb changed them again after he designed the ones for the original prototype. Jim is at the factory now and will be there throughout the flyin. You can bend his ear and maybe get some help and ideas from Jim, if he is in a good mood. He is even more "old fart" than I am. :-) But when it comes to building, designing, modifying Kolbs, he's a lot smarter too. The Kolbra has very light, precise control movements, nice quick roll rate, light effective rudder and pitch control. It feels and is a big airplane, a few inches longer than a MK III. It does not want to quit flying. Floats and floats in ground effect. I flew the # 2 Kolbra with 582. It performed very well solo. Did not fly a pax. Cruised, in the Oshkosh traffic pattern, aprx 90 mph indicated at 6200 rpm. Unlimited visibility. Does remind me of my old aircraft I flew in VN, the AH-1G Cobra. I like it. If I ever build another, the Kolbra will be in serious contention for the candidate. My personal preferences indicate the Kolbra needs a good set of flaps for landing and maybe popping out of rough, muddy, soft fields on take off. Hopefully, we can get a lot of flight time in the Kolbra next week and at the Kolb Flyin. Take care, john h PFI wrote: > > > Can anyone tell me about the new Kolbra? I'm interested in it if you can put the rotax 912 on it. This is not listed as an option, so I don't know if it is recommended by Kolb or not. Also, does the Kolbra have dual controls? thanks. > ________________________________________________________________________________
From: "Howard Ping" <howard.ping(at)gte.net>
Subject: Re: New Kolbra
Date: Sep 17, 2000
Yes a 912 can be installed on a Kolbra and it has dual controls. (it's a trainer) ----- Original Message ----- From: PFI <redhill(at)rose.net> Sent: Sunday, September 17, 2000 2:17 PM Subject: Kolb-List: New Kolbra > > Can anyone tell me about the new Kolbra? I'm interested in it if you can put the rotax 912 on it. This is not listed as an option, so I don't know if it is recommended by Kolb or not. Also, does the Kolbra have dual controls? thanks. > > ________________________________________________________________________________
From: "jrodebush" <jrodebush(at)cinci.rr.com>
Subject: First Flight
Date: Sep 18, 2000
From: Dama Riddick <dama(at)mindspring.com> Subject: Kolb-List: First Flight Announcement "Yet another Kolb is in the skies................" Congratulations on your first flight! Rody ________________________________________________________________________________
From: "INFO" <info(at)aircrafttechsupport.com>
Subject: Fly-in!
Date: Sep 18, 2000
We're planning on a two hour fabric session in the morning (9am) on Saturday, and one in the afternoon at 3 pm. We'll cover different procedures during each session. Also, if anyone needs anything for covering, give us a call, or e-mail us, & we'll bring it along to save you shipping. Thanx, Jim & Dondi Miller Aircraft Technical Support, Inc. Poly-Fiber & Ceconite Distributors (Toll Free) (877) 877-3334 Web Site: www.aircrafttechsupport.com E-mail: info(at)aircrafttechsupport.com ________________________________________________________________________________
From: "INFO" <info(at)aircrafttechsupport.com>
Subject: First Flight!
Date: Sep 18, 2000
Kip: > Congrat's on your first flight!! > > How 'bout a picture for our web page? > > > 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: Dale Seitzer <dale(at)gmada.com>
"'John Jung'"@matronics.com
Subject: FireFly Fuel Capacity/Range
Date: Sep 19, 2000
At 5000 rpm I get 2.5 to 2.75 gal. per hour with a ground speed of about 55- 60 mph. A "high speed cruise" 5800 rpm 65-70 mph uses 4.0 gal in an hour. The rule for flying with low fuel is slow down. I've found fuel efficiency does not improve much below 4900 rpm. I copied someone else who put a small mirror on the inside of the back fabric so you can see the tank with a half turn. Dale Seitzer -----Original Message----- From: John Jung Sent: Saturday, September 16, 2000 9:07 AM Subject: Re: Kolb-List: FireFly Fuel Capacity/Range Duane and Group, In my Firestar, I can monitor the fuel level when it gets low, by looking back at the tank. I always plan to have at least a gallon left when I go somewhere. During the flight, I monitor the fuel, and re-calculate my remaining fuel buy using my GPS. After doing this, I will continue if I will have at least 1/2 gallon left. In the future, I plan to add a fuel sender for my EIS. When I carry a sleeping bag and tent, I can't see the tank, and that makes me uncomfortable as well as reducing my range. John Jung Firestar II 503 N6163J SE Wisconsin ________________________________________________________________________________
From: Dale Seitzer <dale(at)gmada.com>
"'Dama Riddick'"@matronics.com
Subject: First Flight Announcement
Date: Sep 19, 2000
#68 pounds--really! That sounds like alot. Is FAA inspections the future of ultralights--will my old Original Firestar be able pass inspections? Dale Seitzer -----Original Message----- From: Dama Riddick Sent: Sunday, September 17, 2000 10:57 AM Subject: Kolb-List: First Flight Announcement Yet another Kolb is in the skies. After 563 hours during 1 year and 9 months. My Firestar II flew Saturday (9/16)evening. FAA inspection was uneventful (Kolb friendly). Empty weight is 368 lbs. with BRS 750 VLS. I will try to find a way to post some pictures. Thanks to everyone that contributes regularly to the list. Kip Laurie, FS-705 N111KX Atlanta ________________________________________________________________________________
From: "Robert A. Haines" <robertsjunk(at)hotmail.com>
Subject: picture pages, picture pages
Date: Sep 18, 2000
"Robert A. Haines" Randy, I checked out your picture page and I like it. Do they do the thumbnails and web page authoring automatically or are you forced to do that? Also, is there a way we could include a caption so one knows what he is looking at? Oops, never mind, you have descriptions in the alternate text pop-up thingy. Robert > > > I think it is a great idea, I also would love to see others pictures on the web. > > I am currently running a web page that has free space for Kolb pictures on it. It > > is Free, and you are welcome to send pictures to: > > > > photos(at)photopoint.com > > > > in the subject line put: > > > > rsettle(at)flash.net > > ________________________________________________________________________________
From: Dama Riddick <dama(at)mindspring.com>
"'Dale Seitzer'"@matronics.com
Subject: First Flight Announcement
Date: Sep 18, 2000
Dale, the parachute is at least 18 lbs. leaving me at about 350. There are the little things like an ELT and brakes too. Also, I think I am a bit heavy on the Poly Brush/Spray/Tone..you get the idea. It seems to me that I have a little more "mass" compared to a lighter Firestar that I have flown, but the control characteristics are just as sweet. Kip Laurie FS-705 Atlanta -----Original Message----- From: Dale Seitzer [SMTP:dale(at)gmada.com] Sent: Tuesday, September 19, 2000 8:19 AM Subject: RE: Kolb-List: First Flight Announcement #68 pounds--really! That sounds like alot. Is FAA inspections the future of ultralights--will my old Original Firestar be able pass inspections? Dale Seitzer ________________________________________________________________________________
From: "Lindy" <lindy(at)snowhill.com>
Subject: Re: Fly-in attendance list as of today...
Date: Sep 18, 2000
sent you the name of a new person in UL flying last week- Mel Ebererly from Destin Florida-- He and his wife --driving in-- drives a van. He had a ride in a Mark3 while he visited us. Definitely coming to learn more about Kolbs.He is originally from NE Pa,--Allentown area--small town of Bath. Please add to list at your convenience. Lindy LA ________________________________________________________________________________
From: "Lindy" <lindy(at)snowhill.com>
Subject: Re: FireFly Fuel Capacity/Range
Date: Sep 18, 2000
For Duane the Plane. If you can see Glenn Rincks place you can see the Marianna airport--very UL friendly--Jerry an Old B-52 Pilot---just proceed N right off the Runway ( N-S) to Greenwood-then Malone to Waldan Field--We have a refueling capability---Maintenance experience from Kolb Flyer to Mark3-other UL's --familiar with most that ever have flown. Avoid flying over Federal prison on SW side of active N-S-runway, (18-36) at Marianna airport. area real well-get out of that bad terrain along I-10 and come up to real UL flying country. If your high enough u can almost see us from the Marianna Airport.Waldan 1260 grass-N-S 18-36-not on any sectional. Lindy LA ________________________________________________________________________________
From: MitchMnD(at)aol.com
Date: Sep 18, 2000
Subject: Re: Kolb-List Digest: 3 Msgs - 09/16/00
GeoR38 et al, What I learned today was do not write E-mail responses during hurricane preparations. George was right to question the weight of my FireFly as stated in my last post. My FireFly's dry weight is approx 275 lb including chute, not 175 lbs. My gross (including 5 Gal of fuel) at departure was over 470 lb. ________________________________________________________________________________
From: "Lindy" <lindy(at)snowhill.com>
Subject: Fw: Aviators Only
Date: Sep 18, 2000
Received this from an old Army Aviation buddy-If you received from another source-delete. Lindy LA-Lower Alabama ----- Original Message ----- From: <RevelsJW(at)aol.com> Sent: Saturday, September 16, 2000 3:09 PM Subject: Aviators Only > High, Low and other Stuff > > I found these great poems at the Great Aviation Quotes Page... > > ==================================== > High Flight > > Oh, I have slipped the surly bonds of earth > And danced the skies on laughter-silvered wings; > Sunward I've climbed, and joined the tumbling mirth > Of sun-split clouds -- and done a hundred things > You have not dreamed of -- wheeled and soared and swung > High in the sunlit silence. Hov'ring there, > I've chased the shouting wind along, and flung > My eager craft through footless halls of air. > Up, up the long, delirious burning blue, > I've topped the windswept heights with easy grace > Where never lark, or even eagle flew. > And, while with silent, lifting mind I've trod > The high untresspassed sanctity of space, > Put out my hand, and touched the face of God. > > ====================================== > Glider Flight > > Oh, I have slipped the surly bonds of rope > A few feet from "The Road". > I whip the Schweitzer 'round so fast > Exceeds the max'mum load. > I've slipped, I've stalled, I've spiral dived, > Spun past the sixth full turn. > "You can't do that!" the new ones say, > They've got a lot to learn. > I find a thermal, turn in it > To try and gain some height. > But I must beat the towplane down > Or this is my last flight! > On 2-3 fly a crooked base > Then crank the plane around. > Or 2-9: pass the hangers then I dive straight for the ground! > But the best is 3-6 final when I know I should be higher, > Put out my hand and touch The passing telephone wire! > ===================================== > F4 Flight > > Oh! I've slipped through the swirling clouds of dust, > a few feet from the dirt, > I've flown the Phantom low enough, > to make my bottom hurt. > I've TFO'd the deserts, hills, > valleys and mountains too, > Frolicked in the trees, > where only flying squirrels flew. > Chased the frightened cows along, > disturbed the ram and ewe, > And done a hundred other things, > that you'd not care to do. > I've smacked the tiny sparrow, > bluebird, robin, all the rest, > I've ingested baby eaglets, > simply sucked them from their nest! > I've streaked through total darkness, > just the other guy and me, > And spent the night in terror of > things I could not see. > I've turned my eyes to heaven, > as I sweated through the flight, > Put out my hand and touched, > the master caution light. > ======================================== > Helicopter Flight > > Oh, I've slipped the surely bonds of earth > And hovered out of ground effect on semi-rigid blades; > Earthward I've auto'ed and met the rising brush of Non-paved terrain; > And done a thousand things you would never care to > Skidded and dropped and flared Low in the heat soaked roar. > Confined there, I've chased the earthbound traffic > And lost the race to insignificant Headwinds; > Forward and up a little in ground effect I've topped the General's hedge with > drooping turns > Where never Skyhawk or even Phantom flew. > Shaking and pulling collective, > I've lumbered The low untresspassed halls of victor airways, > Put out my hand and touched a tree. > ========================================= > High Flight, with FAA Supplement > > Oh, I have slipped the surly bonds of earth(1), > And danced(2) the skies on laughter silvered wings; > Sunward I've climbed(3) and joined the tumbling mirth(4) > Of sun-split clouds(5) and done a hundred things(6) > You have not dreamed of -- Wheeled and soared and swung(7) > High in the sunlit silence(8). Hov'ring there(9) > I've chased the shouting wind(10) along and flung(11) > My eager craft through footless halls of air. > Up, up the long delirious(12), burning blue > I've topped the wind-swept heights(13) with easy grace, > Where never lark, or even eagle(14) flew; > And, while with silent, lifting mind I've trod > The high untrespassed sanctity of space(15), > Put out my hand(16), and touched the face of God. > ================================================ > NOTE: > > 1. Pilots must insure that all surly bonds have been slipped entirely before > aircraft > taxi or flight is attempted. > 2. During periods of severe sky dancing, crew and passengers must keep > seatbelts > fastened. Crew should wear shoulderbelts as provided. > 3. Sunward climbs must not exceed the maximum permitted aircraft ceiling. > 4. Passenger aircraft are prohibited from joining the tumbling mirth. > 5. Pilots flying through sun-split clouds under VFR conditions must comply > with all > applicable minimum clearances. > 6. Do not perform these hundred things in front of Federal Aviation > Administration > inspectors. > 7. Wheeling, soaring, and swinging will not be attempted except in aircraft > rated for > such activities and within utility class weight limits. > 8. Be advised that sunlit silence will occur only when a major engine > malfunction has > occurred. > 9. "Hov'ring there" will constitute a highly reliable signal that a flight > emergency is > imminent. > 10. Forecasts of shouting winds are available from the local FSS. Encounters > with > unexpected shouting winds should be reported by pilots. > 11. Pilots flinging eager craft through footless halls of air are reminded > that they > alone are responsible for maintaining separation from other eager craft. > 12. Should any crewmember or passenger experience delirium while in the > burning > blue, submit an irregularity report upon flight termination. > 13. Windswept heights will be topped by a minimum of 1,000 feet to maintain > VFR > minimum separations. > 14. Aircraft engine ingestion of, or impact with, larks or eagles should be > reported > to the FAA and the appropriate aircraft maintenance facility. > 15. Aircraft operating in the high untresspassed sanctity of space must > remain in IFR > flight regardless of meteorological conditions and visibility. > 16. Pilots and passengers are reminded that opening doors or windows in order > to > touch the face of God may result in loss of cabin pressure. ________________________________________________________________________________
From: "Sam Cox" <lightflyer(at)email.msn.com>
Subject: Dave Rains
Date: Sep 18, 2000
Dave I have misplaced your email address, please email me off list. Thanks Sam Cox ________________________________________________________________________________
From: "Larry Bourne" <larrybiglar(at)earthlink.net>
Subject: Re: First Flight Announcement
Date: Sep 18, 2000
Nice going, you're an inspiration to the rest of us to keep on a-building. Big Lar. ----- Original Message ----- From: Dama Riddick <dama(at)mindspring.com> Sent: Sunday, September 17, 2000 8:56 AM Subject: Kolb-List: First Flight Announcement > > > Yet another Kolb is in the skies. After 563 hours during 1 year and 9 > months. My Firestar II flew Saturday (9/16)evening. FAA inspection was > uneventful (Kolb friendly). Empty weight is 368 lbs. with BRS 750 VLS. I > will try to find a way to post some pictures. Thanks to everyone that > contributes regularly to the list. > Kip Laurie, > FS-705 > N111KX > Atlanta > > ________________________________________________________________________________
Date: Sep 18, 2000
From: Dallas Shepherd <cen23954(at)centuryinter.net>
Subject: TNK flyin
Hello List: Does the TNK flyin have shower and toilet facilities for those using just a bedroll or tent?? I couldn't find any info on that or I missed it. Or do you have to carry everything your self if you don't have a camper? If you drive in and use your van to bunk in, is there a place for it close to these facilities? Anyone, would be helpful. Dallas Shepherd Norfork,Ar. Mark 111,Jabiru ________________________________________________________________________________
From: "Dave Rains" <rr(at)htg.net>
Subject: Mishap
Date: Sep 19, 2000
Bad news, wont be making the fly-in as planned. yesterday while working on my plane in preparation for the trip, I did something incredibly stupid. I had moved my plane near the entrance of my hanger to start the engine to ensure it was charging the battery. I had repaired a frayed wire and needed to check it out. What happened next resulted in a bent wing tip. Earlier in the day, I polished the inside the canopy and had moved the throttle forward somewhat to reach the lexan behind it. I did not return it to the closed position. (mistake # 1) Before starting the engine I failed to chock the wheels, (mistake #2) was only going to idle the engine you know. MISTAKE NUMBER 3 WAS MY TOTAL COMPLACENCY in not checking the throttle before hitting the starter, upon witch the plane moved forward striking the right wing tip against the hanger wall. The repair wont be difficult and I should be back in the air in not time. DON'T BE LIKE ME!!! Assume nothing is the way you left it. I'll spend the next week contemplating my attitude and fixing he wing. Everyone have a great time at the fly-in. Best regards, The El Paso Village Idiot Dave Rains. ________________________________________________________________________________
Date: Sep 19, 2000
From: "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com>
Subject: Re: Instrument Lighting
"Robert L. Nuckolls, III" >--> RV-List message posted by: Tdiede(at)aol.com > >Am currently designing instrument panel for RV-8. Question: > >Is the internal lighting available with instruments adequete ? >Why would one use "light posts" around the instruments ? > Internal lighting has always be quite adequate . . . so adequate in fact that we've charge a whole lot of extra dollars to fit a certified aircraft with all internally lighted instruments. Post lights are also adquate but a fully illuminated set of instruments can require a dozen or more of the rather pricey little light fixtures. Flood lighting (a-la Cessna 172) takes one or two lamps, minimal wiring, draws very little current and installs in a fraction of the time it takes to wire up a forest of post lights. 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 ________________________________________________________________________________
Date: Sep 19, 2000
From: Woody <duesouth(at)govital.net>
Subject: Re: Attendance to Flyin
Me ( Twinstar & Mk X ) and Andy (Mk 111) Should be pulling into TNK (sans aircraft) around noon Sat. See ya there. ________________________________________________________________________________
From: "Lindy" <lindy(at)snowhill.com>
Subject: Re: Mishap
Date: Sep 19, 2000
Dave-All others on Kolb list Need your advice and assistance-we are planning a trip from Alabama along I-10 to Tucson and then up to Mesa to the Copperstate flyin.Planned departure date 8 October from the EAA Regional fly-in at Evergreen Alabama-North of Mobile. We are in the planning stage and can make it to the Houston area without any problem based on our past x-country's. Would appreciate any info on landing sites,UL friendly airports,fuel availability in the El Paso area. Fort others on Kolb list-need info from Houston to San Antonio- San Antonio to El Paso via I-10--Sonora-Sheffield-Van Horn. Lacking Info on New Mexico (1-10) route. Any information will be greatly appreciated! For Sam Cox--Sam need all the info we can get from all your contacts in SW. A lot of desolate terrain to cross. Lindy LA-Lower Alabama ________________________________________________________________________________
From: "Thompson, Charles" <charles.thompson(at)dsl.net>
"'Robert Noyer'"@matronics.com
Subject: Fly-In Winchester Virginia
Date: Sep 19, 2000
"Thompson, Charles" If I get my new gear ratios for my reduc box I'll/we'll plan on coming. Three Kolbs, three pilots and one passenger coming from COnnecticut. Should be there in time for lunch. We all would like to refuel on Mogas if possible. Thanks ________________________________________________________________________________
From: "Jeremy Casey" <jrcasey(at)mindspring.com>
Subject: Fly-in list is complete?
Date: Sep 19, 2000
As I was just trying to get an idea for everyone how well attended the TNK fly-in was going to be this year , I am calling this list "complete" as of today...Without a doubt it appears that it will be larger than last year and that is surely a step in the right direction...Look forward to seeing everyone there and am praying for weather to be "nice" so everyone will make it. As a "new" private pilot and not wanting to push to far into my personal comfort zone , I would like clear , blue , and 22....(too much to ask??? Well I sent my request right to the top man in that deptartment...Maybe the farmers' request for rain can be delayed a day or 2...) Anyway am looking forward to a great weekend...should be arriving LOZ around 1500-1600 local. Bumming ride from there to Chesnut Knolls. Jeremy Casey jrcasey(at)mindspring.com JOHN HAUCK JIM HAUCK BILL GRIFFIN & 2 or 3 RICHARD PIKE RICHARD PIKE'S BUDDY VINCE NICELY LARRY MURPHY RICHARD PIKE'S AIRCAM BUDDY SCOTT TRASK DENNY ROWE & FAMILY BILL FUTRELL WILL URIBE DAVE RAINS BILL WOODS + 2 OTHER KOLBS AND A HALF-FERGUSON JOHN AND LYNN RICHMOND JIM BALLENGER & WIFE BILL JOHNSTON + BUDDY (VIA HARLEY) JEREMY CASEY + 1 DUANE MITCHELL + 1 G. AMAN HOWARD PING + WIFE POSSUM MERLE HARGIS + WIFE JIM & DONDI MILLER REX RODEBUSH + 2 Beauford Tuton Ron Payne Bill Beams Charles Thompson + a few Woody + Andy Ed and Adam Mills Missing a 2 names that were recieved on my home computer and I forgot to forward them to my work computer where this list was...sorry ________________________________________________________________________________
From: "Rayfield, Don" <drayfiel(at)kcc.com>
Subject: Fly-in list is complete?
Date: Sep 19, 2000
I am planning on driving up on Friday with a friend/ potential customer. Staying at the Red Roof. Do the activities start at daylight Sat. ?? -----Original Message----- From: Jeremy Casey [mailto:jrcasey(at)mindspring.com] Sent: Tuesday, September 19, 2000 2:16 PM Subject: Kolb-List: Fly-in list is complete? As I was just trying to get an idea for everyone how well attended the TNK fly-in was going to be this year , I am calling this list "complete" as of today...Without a doubt it appears that it will be larger than last year and that is surely a step in the right direction...Look forward to seeing everyone there and am praying for weather to be "nice" so everyone will make it. As a "new" private pilot and not wanting to push to far into my personal comfort zone , I would like clear , blue , and 22....(too much to ask??? Well I sent my request right to the top man in that deptartment...Maybe the farmers' request for rain can be delayed a day or 2...) Anyway am looking forward to a great weekend...should be arriving LOZ around 1500-1600 local. Bumming ride from there to Chesnut Knolls. Jeremy Casey jrcasey(at)mindspring.com JOHN HAUCK JIM HAUCK BILL GRIFFIN & 2 or 3 RICHARD PIKE RICHARD PIKE'S BUDDY VINCE NICELY LARRY MURPHY RICHARD PIKE'S AIRCAM BUDDY SCOTT TRASK DENNY ROWE & FAMILY BILL FUTRELL WILL URIBE DAVE RAINS BILL WOODS + 2 OTHER KOLBS AND A HALF-FERGUSON JOHN AND LYNN RICHMOND JIM BALLENGER & WIFE BILL JOHNSTON + BUDDY (VIA HARLEY) JEREMY CASEY + 1 DUANE MITCHELL + 1 G. AMAN HOWARD PING + WIFE POSSUM MERLE HARGIS + WIFE JIM & DONDI MILLER REX RODEBUSH + 2 Beauford Tuton Ron Payne Bill Beams Charles Thompson + a few Woody + Andy Ed and Adam Mills Missing a 2 names that were recieved on my home computer and I forgot to forward them to my work computer where this list was...sorry 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. ============================================================================== ________________________________________________________________________________
Date: Sep 19, 2000
Subject: Flying machine
From: Ray L Baker <rbaker2(at)juno.com>
Kip, Congratulations. I can only imagine what a great feeling it must give you. L. Ray Baker Lake Butler, Fl Building Mark III, SN M1156--N629RB From: Dama Riddick <dama(at)mindspring.com> Subject: Kolb-List: First Flight Announcement Yet another Kolb is in the skies. After 563 hours during 1 year and 9 months. My Firestar II flew Saturday (9/16)evening. FAA inspection was uneventful (Kolb friendly). Empty weight is 368 lbs. with BRS 750 VLS. I will try to find a way to post some pictures. Thanks to everyone that contributes regularly to the list. Kip Laurie, FS-705 N111KX Atlanta ________________________________________________________________________________
From: ZepRep251(at)aol.com
Date: Sep 19, 2000
Subject: Re: Fly-in list is complete?
Could anyone give me info on Chestnut Knolls field? Length,width,approach and departure obstacles etc.Thanks G. Aman FS2. P.S.would you let me in with an old Bonanza? ________________________________________________________________________________
From: Flycrazy8(at)aol.com
Date: Sep 19, 2000
Subject: Re: Wheels and brakes for sale
20 dollars ________________________________________________________________________________
Date: Sep 19, 2000
From: "Gary r. voigt" <johndeereantique(at)uswest.net>
Subject: [Fwd: first flight]
"Gary r. voigt" I was not going to write this but I guess I will anyway because I feel proud!!! On labor day my 1996 KXP firestar flew for the first time, but without me as I have only a few more lessons to go and I will be free. I'am trying to stay calm. I purchased a 1996 KXP firestar in april from a local gentleman who had been working on the plane for about 4 years and was about 70% complete. He had been a ga pilot for some years and when time came for a medical exam, guess what? he did not pass as for many ga pilots as they get up in age. so he decided to take the route to ultralights. He had been working on this plane on and off for 4 years as it gets very cold here in mn. and with no heat in the garage limits your time to your building, about 3 years into the building process he developed eye problems and he and his wife decided it was time to sell his dream that he had worked so hard on for so many years that I'am sorry to see this happen to anyone that has dedicated so much of his time. but on the same token he was glad to see that I would finish his project and he wanted me to call when that came and that day has come when expert firestar pilot "ralph burlingame" flew my plane for the first time it was a thrill to see and one heck of a accomplishment for previous owner and myself. I will send some pics soon. Now the real big day will come when I finish my lessons in about 2 weeks. thanks, Gary r. voigt 3 hrs. taxi time Date: Mon, 4 Sep 2000 16:27:54 -0500 From: ul15rhb(at)juno.com sthomson1(at)uswest.net, sblixt(at)means.net, Chris(at)bridgecom.com, jimbgame(at)gateway.net, loren(at)unrest.cx, firestar503(at)yahoo.com, souuperman(at)aol.com, rayul(at)juno.com, Davis.Matheny(at)worldnet.att.net, Copra(at)cris.com, spierskalla(at)surfree.com, jerryr(at)bitstream.net, jd_roth(at)juno.com, dale(at)gmada.com, johndeereantique(at)uswest.net, dwegner(at)isd.net, ireagle47(at)hotmail.com, ocsiedow(at)yahoo.com, Nana4582(at)aol.com Subject: first flight Guys, I was able to fly Gary Voigt's brand new FireStar this afternoon out at Winsted airport. Gary ran through the break-in procedure before lunch and I decided to take it for a ride. Actually it turned out to be a couple of rides. His FireStar handles very well like a good FireStar should. I'm now headed out to Maple Plain to get in some for flights in that nice flying machine. Ralph Burlingame ________________________________________________________________________________
Date: Sep 19, 2000
From: Richard Pike <richard(at)BCChapel.org>
Subject: Chestnut Knolls
For G. Aman with a FS2 and an old Bonanza; welcome? Why shore! Come on down! Here is a link to the Kolb page that also has a link on it to the airpark. The approach from the east, landing west is really good. Taking off to the west, if you are a slow climber, you might get your adrenaline rush for the day; there be's trees... One thing for everybody to be careful of: last year some goober had a couple unsupervised little kids that ran across the runway right in front of a landing Cessna 140 (I think) and scared everybody to death. A real near miss. Just a word to the wise (and cautious): The goober might be back, and have brought his kids again... And if I have messed up, and the goober is one of our listers, and I have offended you: YOU GOOBER! WATCH YOUR KIDS CLOSER THIS YEAR! Richard Pike (The crabby but cautious Old Poop) MKIII N420P (42OldPoops) http://www.tnkolbaircraft.com/welcome.htm ________________________________________________________________________________
Date: Sep 19, 2000
From: b young <byoung(at)brigham.net>
Subject: tires for the mark III
i have had a problem trying to balance my left tire. it is made by trans master. and when mounted it seems to be a bit egg shaped. the tire is mounted on the matco wheels. i have tried approx. 4 oz of stick on lead weights and it has only helped a bit. the people at the fbo where i keep the plane were suprized that i had that much weight on the wheel and cant make it roll without shaking, has anyone else noticed this or did i just get a bad tire???? also when we looked more carefully the tire is rated at 365 # at 14 psi cold. the way i figure,,, on the mark III that has 1000 # grose wt. and only 63 # on the tail wheel. that leaves 468.5 # per tire, which is 103.5# over tire maximum loading figures for the tire. so far nothing has blown apart, and i would like to check this out before it does. is everyone's tires under rated to save weight???? help boyd ________________________________________________________________________________
From: "Larry Bourne" <larrybiglar(at)earthlink.net>
Subject: Re: [Fwd: first flight]
Date: Sep 20, 2000
Good for you, Gary. Don't be hasty; be ready. It's a great feeling. Big Lar. ----- Original Message ----- From: Gary r. voigt <johndeereantique(at)uswest.net> Sent: Tuesday, September 19, 2000 8:12 PM Subject: Kolb-List: [Fwd: first flight] > > > I was not going to write this but I guess I will anyway > because I feel proud!!! On labor day my 1996 KXP firestar > flew for the first time, but without me as I have only a few > more lessons to go and I will be free. I'am trying to stay > calm. I purchased a 1996 KXP firestar in april from a local > gentleman who had been working on the plane for about 4 > years and was about 70% complete. He had been a ga pilot for > some years and when time came for a medical exam, guess > what? he did not pass as for many ga pilots as they get up > in age. > so he decided to take the route to ultralights. He had been > working on this plane on and off for 4 years as it gets very > cold here in mn. and with no heat in the garage limits your > time to your building, about 3 years into the building > process he developed eye problems and he and his wife > decided it was time to sell his dream that he had worked so > hard on for so many years that I'am sorry to see this happen > to anyone that has dedicated so much of his time. but on the > same token he was glad to see that I would finish his > project and he wanted me to call when that came and that day > has come when expert firestar pilot "ralph burlingame" flew > my plane for the first time it was a thrill to see and one > heck of a accomplishment for previous owner and myself. I > will send some pics soon. Now the real big day will come > when I finish my lessons in about 2 weeks. > > thanks, > Gary r. voigt > 3 hrs. taxi time > > > Date: Mon, 4 Sep 2000 16:27:54 -0500 > From: ul15rhb(at)juno.com > To: dmattsen(at)usfamily.net, corky(at)usjet.net, Steve73(at)aol.com, avquist(at)aol.com, > sthomson1(at)uswest.net, sblixt(at)means.net, Chris(at)bridgecom.com, > jimbgame(at)gateway.net, loren(at)unrest.cx, firestar503(at)yahoo.com, > souuperman(at)aol.com, rayul(at)juno.com, Davis.Matheny(at)worldnet.att.net, > Copra(at)cris.com, spierskalla(at)surfree.com, jerryr(at)bitstream.net, > jd_roth(at)juno.com, dale(at)gmada.com, johndeereantique(at)uswest.net, > dwegner(at)isd.net, ireagle47(at)hotmail.com, ocsiedow(at)yahoo.com, Nana4582(at)aol.com > Subject: first flight > > Guys, > > I was able to fly Gary Voigt's brand new FireStar this afternoon out at > Winsted airport. Gary ran through the break-in procedure before lunch and > I decided to take it for a ride. Actually it turned out to be a couple of > rides. His FireStar handles very well like a good FireStar should. > > I'm now headed out to Maple Plain to get in some for flights in that nice > flying machine. > > Ralph Burlingame > > ________________________________________________________________________________
From: gerken(at)us.ibm.com
Date: Sep 20, 2000
Subject: tire balance
Kolb-List: tires for the mark III i have had a problem trying to balance my left tire. it is made by trans master. and when mounted it seems to be a bit egg shaped. the tire is mounted on the matco wheels. i have tried approx. 4 oz of stick on lead weights and it has only helped a bit. the people at the fbo where i keep the plane were suprized that i had that much weight on the wheel and cant make it roll without shaking, has anyone else noticed this or did i just get a bad tire???? also when we looked more carefully the tire is rated at 365 # at 14 psi cold. the way i figure,,, on the mark III that has 1000 # grose wt. and only 63 # on the tail wheel. that leaves 468.5 # per tire, which is 103.5# over tire maximum loading figures for the tire. so far nothing has blown apart, and i would like to check this out before it does. is everyone's tires under rated to save weight???? help boyd Boyd, on the weight rating question I cannot help. On balance, here's my experience: Mine has Cheng Chin tires on Matco wheels. They were originally way out of balance and would shake the instrument panel just after takeoff. I balanced them by checking on a bubble-balancer for car tires, and then removing rubber from the tires with 4" Makita grinder, like adding extra grooves parallel to the ribs. The tires are apparently made witha big overlap in the construction because the side that needed weight removed also had a big bump on it. I made 3/16" deep grooves, 1/4" wide, about seven of them, for approx 1/5 of the tire circumference before balance was close. The modification is not terribly noticeable, even invisible from 10 feet away. Taking off weight made more sense than adding it, to me. Jim G ________________________________________________________________________________
From: "Lindy" <lindy(at)snowhill.com>
Subject: Fw: I put some of my photos on a web site...
Date: Sep 20, 2000
The web site of Jim Holbrook, a member of the Southern Flyers,A good overall selection of UL Flying in the South,terrain,weather and different makes and models of Ultralights.. Lindy LA-Lower Alabama ----- Original Message ----- From: "J.R. Holbrook" <jrholbrook(at)hotmail.com> ; ; ; ; ; ; ; ; ; ; ; ; ; ; Sent: Wednesday, September 20, 2000 8:21 AM Subject: I put some of my photos on a web site... > http://communities.msn.com/UltralightAviationPhotos > > > _________________________________________________________________________ > > ________________________________________________________________________________
From: "J.D. Stewart" <jstewart(at)ncfcomm.com>
"FlyChallenger" , "Fly-UL"
Subject: Fly-In Announcement
Date: Sep 20, 2000
The annual Lavitsef (Festival spelled backwards. It's Norfolk's idea for a Fall Festival :>) Ultralight Fly-In is this Saturday in Norfolk, NE. Y'all come if you can. We'll have some burgers and brats on the grill for you. Further details @ http://www.users.ncfcomm.com/nnfc/lavitsef.htm Last year we had winds 22 gusting to 28. Made for some great helicopter-style landings. :>) Wind is about the same today... J.D. Stewart NCF Communications, Inc. http://www.ncfcomm.com UltraFun AirSports http://www.ultrafunairsports.com Challenger Owners E-mail list and Website Administrator http://www.users.ncfcomm.com/challenger ________________________________________________________________________________
From: GeoR38(at)aol.com
Date: Sep 20, 2000
Subject: Re: Kolb-List Digest: 19 Msgs - 09/19/00
In a message dated 9/20/00 3:03:31 AM Eastern Daylight Time, kolb-list-digest(at)matronics.com writes: << rom: ed mills Subject: Re: Kolb-List: Attendance to Flyin You can add my name to the list. My son, Adam and I will drive up from Knoxville where we are meeting. MK-3 wings and tail surfaces are built and Fuse shipped this week. Ed and Adam Mills Dallas TX./ Atlanta GA> >> Add my name to the list, George and Barb Randolph....gotta see the Kolbs fly over the chicken pluckers in formation.... GeoR38 ________________________________________________________________________________
From: "Dennis Souder" <flykolb(at)epix.net>
Subject: Kolb in National Geographic
Date: Sep 20, 2000
Kolbers: Adriel Heisey (a TwinStar owner and pilot) has another beautiful spread of his choice aerial photographs in the October 2000 Issue of National Geographic Magazine, Sky-High Over the Sonoran. He also had a spread in the 1996 National Geographic, Flight Over 4 Corners. Adriel is one of the more accomplished Kolb builder / pilot / photographers along with Charles Russel, the Canadian photographer of "Sprit" Bears, in Russia, which was featured in a PBS special. Adriel also has just had his first book published, "Under The Son - A Sonoran Desert Odyssey". I have a world of respect for Adriel and his accomplishments. To be published in National Geographic (twice) by itself would be sufficient, but to be also an accomplished pilot and photographer and do both at the same time is probably unprecedented. Lots of aerial photographer and do both - but not the high caliber of work that Adriel does. On top of that, Adriel is a competent shade-tree designer/engineer aircraft builder, having meticulously designed the fuselage of his TwinStar to accommodate his photographing needs. Adriel, for many years, was a pilot for the Navajo Nation he flew a Beech King Air; this was the period when he got his start in photographing the Southeast from the air. Now he is pursuing his photography full time. Adriels web site is: http://www.adrielheisey.com Some links to Adriel's work in National Geographic Magazine: http://www.nationalgeographic.com/fourcorners/fourcorners.html http://library2.nationalgeographic.com/cgi-bin/Pwebrecon.cgi?DB=local&PAGE=c bSearch ________________________________________________________________________________
From: Kenmead(at)aol.com
Date: Sep 20, 2000
Subject: Re: prop hub for sale
The hub for the Powerfin Quick Adjust is for sale at $100. It is adjustable for a pusher or puller type engine. New blades would need to be purchased for it. Also one stream lined strut is in good shape and for sale. Still have ailerons, skiis, and good tail section for Kolb Firestar II. I can send a picture of tail section and skiis. Kathy Mead ________________________________________________________________________________
From: "Lisa Turner" <LISATURNER(at)prodigy.net>
"Kolb-List Digest Server"
Subject: Re: Fly-in
Date: Sep 20, 2000
Forgive me - I don't have a lot of time to keep up with the great info and messages on this builder/flyer forum but I'll be at the Fly-in for the first time this year and really looking forward to it! About every two to three weeks I am able to check in and look at some of the great info flowing on this list. I'm about 300 hours in to a Mark III started January 2000, planning to upgrade to the Mark IIIExtra. This is my second airplane kit, the first was a Pulsar XP. My web site is lisaturner.com if anyone wants to see the Pulsar and the progress on the KOLB. New KOLB has been fantastic on service and quality. I can't wait to experience a KOLB in the air!! I'll be at the fly-in with well known JERRY STADTMILLER, a premier craftsman in the restoration of antique aircraft - best known for the restoration on the Grumman Goose at he Air & Space Museum. Jerry has restored/built over 50 airplanes (many of them Stearmans and Wacos) and teaches fabric covering and owner maintenance at the SPORTAIR workshops. He built the Stearman featured in Sam Lyon's "Airshow" poster. He's A&P, IA. His web site is: Bipeinc.com if you are interested. I know he'll be most happy to answer questions should you wish to ask them. I'll be checking out the paint schemes! See ya all there!!! Lisa Turner ________________________________________________________________________________
From: "Bil Ragsdale" <bilrags(at)earthlink.net>
Subject: Re: Fly-in
Date: Sep 20, 2000
Lisa, I'm anxiously awaiting the next update to your web page. Really interested in the new fuselage and the changes that were incorporated. I have a sneaking suspicion I'm not the only one. Thanks, Bil ----- Original Message ----- From: "Lisa Turner" <LISATURNER(at)prodigy.net> Sent: Wednesday, September 20, 2000 8:07 PM Subject: Kolb-List: Re: Fly-in > > Forgive me - I don't have a lot of time to keep up with the great info and > messages on this builder/flyer forum but I'll be at the Fly-in for the first > time this year and really looking forward to it! About every two to three > weeks I am able to check in and look at some of the great info flowing on > this list. > > I'm about 300 hours in to a Mark III started January 2000, planning to > upgrade to the Mark IIIExtra. This is my second airplane kit, the first was > a Pulsar XP. > > My web site is lisaturner.com if anyone wants to see the Pulsar and the > progress on the KOLB. New KOLB has been fantastic on service and quality. > > I can't wait to experience a KOLB in the air!! > > I'll be at the fly-in with well known JERRY STADTMILLER, a premier craftsman > in the restoration of antique aircraft - best known for the restoration on > the Grumman Goose at he Air & Space Museum. Jerry has restored/built over > 50 airplanes (many of them Stearmans and Wacos) and teaches fabric covering > and owner maintenance at the SPORTAIR workshops. He built the Stearman > featured in Sam Lyon's "Airshow" poster. He's A&P, IA. His web site is: > Bipeinc.com if you are interested. I know he'll be most happy to answer > questions should you wish to ask them. > > I'll be checking out the paint schemes! > > See ya all there!!! > > Lisa Turner > > ________________________________________________________________________________
Date: Sep 20, 2000
From: "Gary r. voigt" <johndeereantique(at)uswest.net>
Subject: helmet and headset
"Gary r. voigt" I hope I don't start to large of a discussion on this one because I know some of you talked about it several weeks ago. I will also check the archives. I would like to purchase a good headset with helmet, I will be ordering my icom IC-A22 radio soon and need some good information about which helmet and headset combo that is adequate to use. also a friend of mine has a telex airman w/anr new in the box he would sell me for 250.00, 1996 model. problem is I don't think I could get a helmet to go over this headset. please let me know what the rest of you guys are doing and if you are even wearing a helmet and just headset alone and would there be too much prop noise. thanks, Gary r. voigt just learning!!! ________________________________________________________________________________
From: "Larry Bourne" <larrybiglar(at)earthlink.net>
Subject: Re: Fw: I put some of my photos on a web site...
Date: Sep 20, 2000
What a collection ! ! ! What kind of camera did you use ?? I sure wish we had that kind of activity out here, but I guess you East Coasters have us beat. Do you fly with ol' Possum ?? Seems like you're right in his neck of the woods. In fact, it seems like there's a whole bunch of Kolb'ers in your general neck of the woods. I'd like to join y'all for the Kolb fly-in, in a year, or more likely 2, but I'm real un-easy about the weather this late in the season, for a trip of that length. I figure it would take 3 days each way. Lotta flyin'. I also like to get out of this hell-hole during the hottest part of the summer. Sure would like to become a "snow-bird", and move to Montana/Idaho/Washington for 1/2 the year ! ! ! After seeing the "altitude record," I'd think NASA would be beating a path to your door, looking for lessons. Hold out for top dollar, y'hear ?? Envious Lar. P.S. Speaking of fly-in's, how many of you are planning on meeting us at CopperState ?? It's quite a show, and not as far for us "Best Coast'ers" as the Eastern ones. ----- Original Message ----- From: Lindy <lindy(at)snowhill.com> Sent: Wednesday, September 20, 2000 7:47 AM Subject: Kolb-List: Fw: I put some of my photos on a web site... > > The web site of Jim Holbrook, a member of the Southern Flyers,A good overall > selection of UL Flying in the South,terrain,weather and different makes and > models of Ultralights.. > > Lindy > LA-Lower Alabama > ----- Original Message ----- > From: "J.R. Holbrook" <jrholbrook(at)hotmail.com> > To: ; ; ; > ; ; > ; ; ; > ; ; ; > ; ; ; > ; ; ; > > Sent: Wednesday, September 20, 2000 8:21 AM > Subject: I put some of my photos on a web site... > > > > http://communities.msn.com/UltralightAviationPhotos > > > > > > > > > > > > ________________________________________________________________________________
From: "Larry Bourne" <larrybiglar(at)earthlink.net>
Subject: Problems
Date: Sep 20, 2000
I'm sorry to have to say that after 4 (almost) years of building on my open porch, I was finally ripped off the other day. Someone came onto my place and stole the bench mounted belt sander the other night, while I was at work. Not sure what to do, now. I don't have room to store the stuff anywhere else, and still be able to use it. For now, the engine/re-drive is in the middle of the living room, and the drill press is in a corner. Portable power tools are under the table by my feet. Not much room in a small mobile home. The feeling of outrage, and violation is tremendous, and the desire to commit physical violence is almost beyond belief. I can see why people get into so much trouble when they catch one of these goons in the act, and I firmly believe the laws should be modified to take this into account. Right now, an eye for an eye sounds real good ! ! ! The law will just turn them loose, if they're ever caught. Burning Lar. ________________________________________________________________________________
Date: Sep 21, 1999
From: Ole Noetnes <onoetnes(at)online.no>
Subject: Re: helmet and headset
Gary r. voigt wrote: > > > I hope I don't start to large of a discussion on this > one because I know some of you talked about it several weeks > ago. I will also check the archives. I would like to > purchase a good headset with helmet, I will be ordering my > icom IC-A22 radio soon and need some good information about > which helmet and headset combo that is adequate to use. also > a friend of mine has a telex airman w/anr new in the box he > would sell me for 250.00, 1996 model. problem is I don't > think I could get a helmet to go over this headset. please > let me know what the rest of you guys are doing and if you > are even wearing a helmet and just headset alone and would > there be too much prop noise. > David Clark mkes one that goes over a headset, it's sold by Aircraft Spruce and others. i've heard CPS has one as well. ole ________________________________________________________________________________
Date: Sep 21, 2000
From: John Jung <jrjung(at)execpc.com>
Subject: Re: helmet and headset
Gary, I spent a lot of time investigating headsets and I chose the DRE 2000. It retails for $130 and performs like it cost 3 times as much. Learn about it at: http://www.drecomm.com/2kservice.htm For the helmet, I selected the UltraPro from Comtronics. They are available from CPS and other places or direct from the company. Their ads are in Ultralight Flying. I have been very happy with this combination. John Jung Firestar II N6163J SE Wisconsin "Gary r. voigt" wrote: > snip.... > I would like to > purchase a good headset with helmet, snip... ________________________________________________________________________________
Date: Sep 21, 2000
From: Ian Heritch <heritch(at)connecti.com>
Subject: Re: Problems
Lar: Not the most convienent solution, but is safer than the front porch, rent a storage unit at a self storage facility. I store tools and parts at a nearby facility, and now the guest room is available for my mother-in-law (it was the price I had to pay for my wife's continued support of my Slingshot project). Ian Heritch Larry Bourne wrote: > I'm sorry to have to say that after 4 (almost) years of building on my open > porch, I was finally ripped off the other day. Someone came onto my place > and stole the bench mounted belt sander the other night, while I was at > work. Not sure what to do, now. I don't have room to store the stuff > anywhere else, and still be able to use it. ________________________________________________________________________________
From: FlyColt45(at)aol.com
Date: Sep 21, 2000
Subject: Re: Fly-in
Pencil me in on the tentative list for attending. From West Palm. (weather & time permitting). Jim Cote ________________________________________________________________________________
From: "Rayfield, Don" <drayfiel(at)kcc.com>
Subject: Re: Fly-in
Date: Sep 21, 2000
While on the subject of the fly-in, can someone at Kolb or the near vicinity post the present and forecast weather for Friday thru Sunday? -----Original Message----- From: Lisa Turner [mailto:LISATURNER(at)prodigy.net] Sent: Wednesday, September 20, 2000 9:08 PM Subject: Kolb-List: Re: Fly-in Forgive me - I don't have a lot of time to keep up with the great info and messages on this builder/flyer forum but I'll be at the Fly-in for the first time this year and really looking forward to it! About every two to three weeks I am able to check in and look at some of the great info flowing on this list. I'm about 300 hours in to a Mark III started January 2000, planning to upgrade to the Mark IIIExtra. This is my second airplane kit, the first was a Pulsar XP. My web site is lisaturner.com if anyone wants to see the Pulsar and the progress on the KOLB. New KOLB has been fantastic on service and quality. I can't wait to experience a KOLB in the air!! I'll be at the fly-in with well known JERRY STADTMILLER, a premier craftsman in the restoration of antique aircraft - best known for the restoration on the Grumman Goose at he Air & Space Museum. Jerry has restored/built over 50 airplanes (many of them Stearmans and Wacos) and teaches fabric covering and owner maintenance at the SPORTAIR workshops. He built the Stearman featured in Sam Lyon's "Airshow" poster. He's A&P, IA. His web site is: Bipeinc.com if you are interested. I know he'll be most happy to answer questions should you wish to ask them. I'll be checking out the paint schemes! See ya all there!!! Lisa Turner 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. ============================================================================== ________________________________________________________________________________
Date: Sep 21, 2000
From: Richard Pike <richard(at)BCChapel.org>
Subject: London, Ky Weather
TYhis is not a bad weather service, Fairly accurate as such thing go. Lexington is the closest big city, and also this page will have a link to a radar map also. http://www.intellicast.com/LocalWeather/World/UnitedStates/Midwest/Kentucky/ Lexington/Forecast/ [DEFAULT] BASEURL=http://www.intellicast.com/LocalWeather/World/UnitedStates/Midwest/Kentucky/Lexington/Forecast/ [InternetShortcut] URL=http://www.intellicast.com/LocalWeather/World/UnitedStates/Midwest/Kentucky/Lexington/Forecast/ Modified=A0460BE7E623C001A2 ________________________________________________________________________________
Date: Sep 21, 2000
From: Richard Pike <richard(at)BCChapel.org>
Subject: The Weather Channel - London, KY
And then there's always the WX channel http://www.weather.com/weather/36hr/us_ky_london.html [DEFAULT] BASEURL=http://www.weather.com/weather/36hr/us_ky_london.html [InternetShortcut] URL=http://www.weather.com/weather/36hr/us_ky_london.html Modified=C0B830BFE823C00133 ________________________________________________________________________________
From: "Jeremy Casey" <jrcasey(at)mindspring.com>
Subject: London weather
Date: Sep 21, 2000
In a nutshell the London weather forecast can be summed up in one word ..."BAD" Jeremy "Thinking twice about an 8 hour drive because flying appears out of the question..." Casey ________________________________________________________________________________
From: "Ron or Mary Payne" <ronormar(at)apex.net>
Subject: Weather
Date: Sep 21, 2000
Forecast is for a chance of showers or thunderstorms. That doesn't sound to bad if you are driving like I am. Flying--well that is another matter. Hopefully I will have to make that decision next year as I am picking up my FireStar kit this weekend and hope to have it flying by spring. Being retire, I can spend a lot of time on the project. Ron Payne Gilbertsville, Ky. ________________________________________________________________________________
From: BILLBEAM(at)aol.com
Date: Sep 21, 2000
Subject: Re: Problems
KOLB FLY IN FREE SHUTTLE VAN (606) 862-9692 COMING TO LONDON, KY THIS WEEK END? NEED A RIDE TO/FROM LONDON AIRPORT? TO/FROM MOTEL? CALL THE ABOVE NUMBER AND WE WILL PICKUP/DELIVER YOU FROM CHESNUT KNOLLS AIRPARK AVAILABLE FRI 3:00-10:00,,SAT 7:00-10:00 ________________________________________________________________________________
From: "Branscomb" <wbrans(at)provide.net>
Subject: Wx
Date: Sep 21, 2000
Kolbers, Pull up http://www.wunderground.com and type in the postal zip code for London, KY; 40741, or LOZ, the three letter identifier for the London municipal airport. Extensive wx info awaits. Warren Branscomb Belleville, MI '86 Twinstar ________________________________________________________________________________
From: "Lindy" <lindy(at)snowhill.com>
Subject: Fw: EAA member Alert: Sport Pilot Update
Date: Sep 21, 2000
This message should clarify all the questions the past few weeks. A very good source of UL info related to this subject can be found at the Aero Sports Connection (ASC) home page--http://www.aerosports.org/sport_pilot,_osh00.htm-the same basic info in this message was posted as early as 21 July 00. Lindy LA-Lower Alabama ----- Original Message ----- From: "Randy Hansen" <rhansen(at)eaa.org> Sent: Thursday, September 21, 2000 11:08 AM Subject: EAA member Alert: Sport Pilot Update > Well, it's been a while since I've sent you all any kind of update on Sport > Pilot. EAA is in daily contact with both the FAA Small Aircraft Directorate > (handling to aircraft side of the proposal) and FAA Flight Standards > (handling the airmen certification side of the proposal) and we are certain > our comments are hitting the right spots and changes for the better are > being made. > > Below is an article that appeared in today's "aero.news.net" web site > (www.aero-news.com) and it pretty much says what the current status is. > Again keep in mind that this is still just a proposal and both the FAA and > EAA are working hard on making the Sport Pilot proposal better. > > Randy Hansen > EAA Government and Industry Relations > 920-426-6522 > Fax: 920-426-6560 > 800-564-6322, ext. 6522 > > Sport Pilot: One Manufacturer's Perspective/Capella > Status as of September 15, 2000 > The following outline is based upon recent industry meetings with the FAA > and our involvement with the Aviation Rulemaking Advisory Committee (ARAC) > Part 103 Working Group. This is our prediction of what the new Sport Pilot > certificate will be based upon. Please keep in mind that it is still subject > to change and will be posted as a Notice of Proposed Rulemaking (NPRM) for > public comment and possible alteration prior to being put in place as a > final regulation. > SUMMARY > A person wishing to fly for fun in an aircraft that meets the applicability > parameters of this category will soon be able to receive training in an > aircraft appropriate to this category, will not be required to possess a 3rd > Class Airmen's Medical Certificate, will be permitted to carry a passenger > if they choose to receive the appropriate training, and will be able to > qualify for this pilots certificate after receiving only the knowledge and > training appropriate to the aircraft he/she wishes to fly and the level of > operational privileges being sought. > No longer will you be forced to pay for and receive training in a > conventional General Aviation Aircraft and meet the requirements for a > Private Plots Certificate when what you want to fly is a simple light > aircraft for fun and recreation. > SPORT PILOT CONCEPT > The development of this new airmen's certificate is based upon the theory > that current airmen certification procedures under FAR Part 61 are overly > comprehensive for simple VFR flight conducted for recreational purposes, and > that the current regulations and the training aircraft available do not > appropriately address the diversity of aircraft types that may be flown in > this category for this purpose. > The diverse "types" of aircraft envisioned to be operated under this new > category include; Powered Parachutes, Powered Flex Wing Trike (Powered Hang > Gliders), Powered Fixed Wing Aircraft, Ultralight Sailplane, Ultralight > Sailplane Tug, and many other diverse and unconventional flying machines - > and the potential for additional types that have not yet been conceived but > that may fit this category of operations in the future. > In addition, many of these "types" may be further sub-grouped to address > such dissimilar features as pusher and tractor engine locations - single and > double surface wings - weight shift and single, double, or three axis > controls systems - conventional tail, canard and tail-less aircraft - > amphibious configurations of many of the above - and tricycle or > conventional landing gear configurations. > Sport Pilot will provide for training to be conducted in aircraft specific > to this category, instead of requiring training in conventional aircraft > that do not appropriately address the diversity of aircraft to be operated > within this category. > APPLICABLE AIRCRAFT > 1. Aircraft with up to two-seats and that do not exceed 1232 pounds maximum > takeoff weight with a maximum allowable stalling speed of 39kts. It is > possible that a maximum achievable speed limit of 130kts. may be included in > the regulation. At one point the FAA proposed a maximum achievable speed > limit of 87kts., but we believe that they have now changed their opinion on > this in lieu of the endorsement process described below being sufficient to > ensure appropriate training. > 2. It is possible that for single-seat only aircraft, the maximum takeoff > weight and stalling speed specifications will be reduced from the above to > ensure a similar scope of performance. > Aircraft that meet the specifications above may be built from a kit & > certified under the amateur built category, or assembled ready to fly by a > manufacturer that has met an applicable airworthiness standard. > TRAINING AIRCRAFT > Except as provided for below, only those aircraft that meet the > applicability specifications listed above and that are assembled ready to > fly by a manufacturer to an applicable airworthiness standard will be > permitted to be used as trainers in a flight school environment, though an > individual may hire an instructor to provide training in the individuals own > aircraft assembled from a kit. > THE ULTRALIGHT ISSUE > Provisions are being incorporated into the regulations to allow existing > owners of FAR Part 103 "Ultralight Vehicles" to certify their aircraft under > a new section of the experimental category for a limited time. Operators of > these "vehicles" may become Sport Pilots after meeting the requirements > listed below. We believe there may be some that will wish to do this. > Existing Ultralight Trainers being flown under exemption for FAR Part 103 > training may also transition to Sport Pilot Trainers. > Ultralight instructors may become Sport Pilot Instructors after meeting the > requirements listed below. > CATEGORY CLASS AND TYPE > It is possible that there may be at least three distinct aircraft type > ratings in the regulation, including Powered Parachute (non-foot launched > style), Powered Weight Shift Trike (powered hang glider), and Powered Fixed > Wing (conventional 3-axis aircraft). > It is also possible that these "Type Ratings" may not be incorporated at all > in lieu of the "Aircraft Make and Model Endorsement Process" described > below. > MINIMUM KNOWLEDGE REQUIREMENTS > Applicants for a Sport Pilots Certificate will be required to be familiar > and pass an FAA written examination on those portions of FAR Part 61, and > FAR Part 91 that apply to this category of operations Instructors will also > be required to pass a written test on the Fundamentals Of Instruction. > AIRCRAFT TYPE AND FLIGHT PRIVILEGE ENDORSEMENT PROCESS > Because of the diversity of aircraft that may be operated in this category > and the relative variations in control and handling characteristics that > exist within each sub-group of aircraft types, training and Logbook > Endorsements issued by a Sport Pilot Instructor will likely be required for > each make and model of aircraft that a Sport Pilot will want to operate. > It is hoped that generalized type ratings will be eliminated completely in > lieu of this endorsement process, helping to simplify the regulation and > airmen certification process further. This process eliminates the need for > generalized type ratings and ensures that an appropriate level of training > is provided for each aircraft - without forcing more training on the > applicant than is necessary, as would be the case in a generalized type > rating program. If this becomes the process, a Sport Pilot applicant would > obtain the "paper" Airmen's certificate after passing the written > examination, but would not gain flight privileges until receiving the > appropriate flight training and the relative logbook endorsement for each of > the aircraft that the Sport Pilot wishes to fly and for each level of > operating privileges desired. > Endorsements may be required for each of the following: > 1. Each make and model of aircraft for which the Sport Pilot desires > operating privileges > 2. Solo Flight > 3. Passenger Carrying Flight > 4. Cross Country Flight > 5. Water Borne Operations > 6. Etc. > Since an endorsement for each make and model of aircraft would be required, > specific endorsements for "tail wheel" or "complex" aircraft would not be > necessary. > EXAMINER FLIGHT REVIEW > It is possible that a flight review in the presence of an examiner may be > required to obtain a Sport Pilot Certificate for each of the three general > type ratings listed above. > We have pushed for the elimination of the FAA Examiner requirement as we > believe it is not only an unnecessary step for this simplistic category of > flight operations, it would also be next to impossible to deploy a > sufficient number of Examiners that would have the necessary experience in > all the possible aircraft types to be operated within this category. > Should an Examiner review be required we have asked that the FAA require > this only for the initial issuance of the certificate and that the review > may be conducted by observation from the ground, then allowing the > instructor endorsement process to suffice for any additional type ratings or > operating privileges. > It is likely that an applicant for a Sport Pilot Instructor Certificate will > be required to perform an examiner flight review. > AIRMEN MEDICAL REQUIREMENT > The requirement for a 3rd Class Airmen's Medical Certificate may be > eliminated for all or some of the of the operating privileges being > addressed within this category for those Sport Pilots in possession of a > valid drivers license. > AIRSPACE USAGE > Flight over congested areas may be prohibited for all Sport Pilots, or > prohibited for only those Sport Pilots not in possession of a 3rd Class > Airmen's Medical Certificate. > Before flight over congested areas would be permitted under any of the > conditions stated above, the aircraft itself would also have to meet the > requirements for flight over congested areas. We believe flight into > controlled airspace shall only be permitted after receiving permission from > the controlling authority - as is the case in FAR Part 103. > WHEN DOES IT HAPPEN > The FAA plan is to have the NPRM published for public comment by the end of > the year, with the rule then in place and ready to use by Oshkosh 2001. > [Thanks to Reid Howell at Capella for his take on this program --ed.] > FMI: www.capellakitplanes.com <http://www.capellakitplanes.com> > > ________________________________________________________________________________
From: "Thumb" <Bill-Jo(at)prodigy.net>
Subject: Re: Wx
Date: Sep 21, 2000
Warren how does it look for you going? Bill ----- Original Message ----- From: "Branscomb" <wbrans(at)provide.net> Sent: Thursday, September 21, 2000 1:00 PM Subject: Kolb-List: Wx > > Kolbers, > Pull up http://www.wunderground.com and type in the postal zip code for > London, KY; 40741, or LOZ, the three letter identifier for the London > municipal airport. Extensive wx info awaits. > > Warren Branscomb > Belleville, MI '86 Twinstar > > > > > > ________________________________________________________________________________
From: Bruzan3(at)aol.com
Date: Sep 21, 2000
Subject: Re: Fly-in
We are going to the Kolb fly-in too! (driving) John&Susan Bruzan and Steve Marquette See ya there! ________________________________________________________________________________
From: "Larry Bourne" <larrybiglar(at)earthlink.net>
Subject: Copperstate
Date: Sep 21, 2000
There will be some of us from the SouthWest at Copperstate, and would sure like to meet you Easterners there. When do you plan on arriving/departing ?? Recognition ?? What an excuse to wear my NEW Kolb Hat, and T-Shirt. New, phooey, they've been all over the Western 1/3 of the country. Big Lar. ________________________________________________________________________________
From: "Denny Rowe" <rowedl(at)alltel.net>
Subject: fly in
Date: Sep 21, 2000
Hi folks, Tonight I changed the Dodges motor oil, oil filter, air filter, topped off the vital and not so vital fluids, rotated the tires, found a roofing nail in one and had to plug it, cleaned the windows, and hooked up the CB radio. Looks like we are ready. If we get out of here by 6:00 am friday morning, we should be at Kolb by 3 or 4 PM friday. Hope my trip tic is accurate, and also hope to see you all there. Travel safe, and God bless. Denny Rowe and Family ________________________________________________________________________________
From: "Larry Bourne" <larrybiglar(at)earthlink.net>
Subject: Good News
Date: Sep 21, 2000
I guess, with all the anger mail I've been sending, maybe some brighter stuff would be in order. Just before vacation, I sold my old work truck, so Tues. I called SDS in Calgary, ( ?? ) and ordered the complete fuel injection/crank triggered ignition systems. Also called CB Performance and ordered the dry sump oil system. Things are a-cookin', and it looks like - today - the temperature may have broke ! ! ! Dare I say it out loud ?? Murphy's Law warns against such things, but right now it's just 72 deg. out there. Haven't even seen that at night for 4 or 5 months. YeeeHaaawww ! ! ! Good News Lar. ________________________________________________________________________________
From: "Robert A. Haines" <robertsjunk(at)hotmail.com>
Subject: storage
Date: Sep 22, 2000
"Robert A. Haines" Larry, I ran a sawmill once and not only did my things get stolen periodically, it was usually by the people I was paying. I understand your anger (if you catch 'em, clobber 'em, I didn't see nothin'!) I don't know how much property you have and this may not work for you, but, we bought an old tractor-trailer trailer. It was road worthy but near the end of it's life and we got it for a couple thousand bucks. Call some trucking companies and see if they have a derelict that's not road worthy that they're looking to get rid of. We got ours from a large food producer (Staley, ADM ?) and they had a fleet of trailers and had several for sale. When they are no longer road worthy, they have no value to these guys but they work great for storage. Robert Haines St. Louis, MO > From: Ian Heritch <heritch(at)connecti.com> > Subject: Re: Kolb-List: Problems > > > Lar: > > Not the most convienent solution, but is safer than the front porch, rent a > storage unit at a self storage facility. I store tools and parts at a nearby > facility, and now the guest room is available for my mother-in-law (it was the > price I had to pay for my wife's continued support of my Slingshot project). > > Ian Heritch > > Larry Bourne wrote: > > > I'm sorry to have to say that after 4 (almost) years of building on my open > > porch, I was finally ripped off the other day. Someone came onto my place > > and stole the bench mounted belt sander the other night, while I was at > > work. Not sure what to do, now. I don't have room to store the stuff > > anywhere else, and still be able to use it. ________________________________________________________________________________
Date: Sep 22, 2000
From: Woody <duesouth(at)govital.net>
Subject: Re: Photos
>Got some REAL beer for you at London, Woody... made just up the road here... >puts Molson on the night shift.... >Beauford I guess we will just have to do a side by side comparison test won't we. ________________________________________________________________________________
Date: Sep 22, 2000
From: "Steven S. Green" <GREENSS(at)Bowater.com>
Subject: Weather
A1-type: MAIL Hey Kolbers, There's a 60% chance of good weather. London, KY National Weather Service Local Forecast Today: Becoming mostly cloudy with a 30 percent chance of showers Mainly in the afternoon. High 75 to 80. Southeast wind 5 to 10 mph. Tonight: Cloudy with a 40 percent chance of showers. A few Thunderstorms are possible. Low in the middle 60s. Southeast wind 5 To 10 mph. Saturday: Mostly cloudy with a chance of showers and thunderstorms. High in the lower 80s. Rain chance is 40 percent. Extended forecast: Sunday: A chance of showers and thunderstorms. Lows 60 to 65. Highs 75 To 80. Monday: A chance of showers and cooler. Low 50 to 55. High 60 to 65. Tuesday: Partly cloudy and cool. Lows in the mid 40s. Highs 65 to 70. See ya'll Saturday Steven Green ________________________________________________________________________________
From: "Larry Bourne" <larrybiglar(at)earthlink.net>
Subject: Re: storage
Date: Sep 23, 2000
Good idea, and one old boy is doing just that at our club's u/l strip. For me, I just don't have room, and the strip's too far away to work. Thanks. Lar. ----- Original Message ----- From: Robert A. Haines <robertsjunk(at)hotmail.com> Sent: Friday, September 22, 2000 6:27 AM Subject: Kolb-List: storage > > Larry, > > I ran a sawmill once and not only did my things get stolen periodically, it > was usually by the people I was paying. I understand your anger (if you > catch 'em, clobber 'em, I didn't see nothin'!) > > I don't know how much property you have and this may not work for you, but, > we bought an old tractor-trailer trailer. It was road worthy but near the > end of it's life and we got it for a couple thousand bucks. Call some > trucking companies and see if they have a derelict that's not road worthy > ________________________________________________________________________________
From: Flycrazy8(at)aol.com
Date: Sep 22, 2000
Subject: Re:
Thinking of Bull........ ________________________________________________________________________________
Date: Sep 23, 2000
From: "Johann G. Johannsson" <johann(at)caa.is>
Subject: [Fwd: Universal joint bolts on Kolb]
Date: Sat, 23 Sep 2000 00:06:25 +0000 From: Johann G Johannsson <johann-g(at)tal.is> Subject: Universal joint bolts on Kolb Hi Kolb Listers. I would like to hear your experts opinion about my friends Mark III. He has an enclosed trailer to tow his Mark III to the airport and sometimes needs to travel via rough roads to take his plane close to volcanic eruption and other exciting situations that sometimes occur here in Iceland. He is a photographer for the largest newspaper in Iceland. Getting back to the question, my friend removes the wings of his plane for transport, to avoid damage to the wings. They are very well supported on a special bracket on either side of the tail. The question is: Can he use a Clevis pin in the universal joint, where the wing strut attaches to the joint, instead of the AN5-16A bolt as according to the drawings? Thank you for your help. Johann G. Firestar II 50 hrs. only 4 hrs this summer :-( Iceland. ________________________________________________________________________________
From: TCowan1917(at)aol.com
Date: Sep 23, 2000
Subject: tanks
Wanted to know if anyone out there has a couple almost or good-as new gas tanks for the Ultrastar. Am rebuilding and the ones I have leak. How about where they come from? Can they be ordered somewhere? I am also looking for a combo seat tank set up with three and a half to five gals capacity. If the vinyl is shot I can redo or order new rag. Also, in reference to the gent who desperately needs a work shop, here is what I did. We in Alabama and Georgia are getting rid of all the 'old' mobile home trailers out of the parks and they are up for grabs for cheep. They do not meet the codes and are old and probably stink inside. They are beat up but we got a sixty footer and cut the whole end out of it - the hitch end - and gutted the first thirty feet or so into the kitchen. Added two large full size doors at the open end and waalaa - instant ultralite building workshop. We kept both bedrooms and toilet in the back for guests. works great and got it delivered complete for five hundred bucks. Call it a storage area and you probably can beat the tax. works for us. By the way, I parked it up next to a hill so I could cover the hitch with dirt and make a ramp. You cant build a shop for that kind of money. ________________________________________________________________________________
From: "plane" <plane(at)atomic.net>
Subject: Re: tanks
Date: Sep 23, 2000
----- Original Message ----- From: <TCowan1917(at)aol.com> Sent: Saturday, September 23, 2000 9:07 AM Subject: Kolb-List: tanks > > Wanted to know if anyone out there has a couple almost or good-as new gas > tanks for the Ultrastar. > I have a set of tanks off of a ultrastar that I will not ever need, the caps are missing but should be able to find at local hard ware store > _they are not new and are used but do not leak. If you pay for boxing and ups shipping charges I will give you the tanks. Hope that this will help you get in the air a lettle cheaper And faster Send me your mailing address and I will get them out In a few days Randy Soobydoo in NC 336-857-2440 ________________________________________________________________________________
Date: Sep 23, 2000
From: b young <byoung(at)brigham.net>
Kolb-List Digest Server
Subject: Re: Kolb-List Digest: 15 Msgs - 09/22/00
The question is: Can he use a Clevis pin in the universal joint, where the wing strut attaches to the joint, instead of the AN5-16A bolt as according to the drawings? in my humble opinion the clivis pin is just as strong as the bolt and could be put in the joint between the dragstrut fitting and the first universal part. or between the two universal parts. i would probably secure it with a cotter pin instead of the safty pins. other may quack at that but i have cotter pins in all my clevis pins. but then i am not folding. found a home where i can keep things in one piece. boyd ________________________________________________________________________________
From: BILLBEAM(at)aol.com
Date: Sep 23, 2000
Subject: Re: weather at London
Kolb Fly-In report.


September 03, 2000 - September 24, 2000

Kolb-Archive.digest.vol-ci