Kolb-Archive.digest.vol-ci
September 03, 2000 - September 24, 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
________________________________________________________________________________
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
________________________________________________________________________________
From: | b young <byoung(at)brigham.net> |
<<<>>>
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
________________________________________________________________________________
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
________________________________________________________________________________
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
________________________________________________________________________________
Hi
Is reduced fuel pressure caused by sticking rings in
on Rtax 503 ?
FS2 D zollinger 155 hrs.
________________________________________________________________________________
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 |
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 |
"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
>
>
________________________________________________________________________________
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.
>
>
________________________________________________________________________________
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 |
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
________________________________________________________________________________
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.
________________________________________________________________________________
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 *
****************************************************
________________________________________________________________________________
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
________________________________________________________________________________
From: | Doug <snyder47(at)earthlink.net> |
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> |
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)
________________________________________________________________________________
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.
>
>
________________________________________________________________________________
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
________________________________________________________________________________
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
________________________________________________________________________________
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 |
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 |
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 |
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.
>
>
________________________________________________________________________________
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 |
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 |
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 |
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.
________________________________________________________________________________
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> |
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)
________________________________________________________________________________
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
________________________________________________________________________________
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....
________________________________________________________________________________
From: | Richard Pike <richard(at)BCChapel.org> |
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 |
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 |
"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.
>
>
________________________________________________________________________________
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 |
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 |
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> |
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!!!
________________________________________________________________________________
From: | Woody <duesouth(at)govital.net> |
>
> 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 |
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> |
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 |
"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 |
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 |
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 |
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> |
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 |
"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
________________________________________________________________________________
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/
________________________________________________________________________________
From: | hawk36(at)mindspring.com (hawk36(at)mindspring.com) |
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 |
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!!!
>
________________________________________________________________________________
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/
________________________________________________________________________________
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/
________________________________________________________________________________
From: | hawk36(at)mindspring.com (hawk36(at)mindspring.com) |
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 |
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
________________________________________________________________________________
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/
________________________________________________________________________________
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/
________________________________________________________________________________
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
________________________________________________________________________________
From: | b young <byoung(at)brigham.net> |
????? 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 |
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
>
>
________________________________________________________________________________
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
________________________________________________________________________________
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
________________________________________________________________________________
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.
>
>
________________________________________________________________________________
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
________________________________________________________________________________
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 |
"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 |
"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 |
"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 |
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 |
"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 |
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
________________________________________________________________________________
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.
________________________________________________________________________________
From: | Dell Vinal <zoper(at)mint.net> |
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.
________________________________________________________________________________
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
________________________________________________________________________________
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) |
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.
________________________________________________________________________________
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 |
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
________________________________________________________________________________
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"
> 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
________________________________________________________________________________
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.
________________________________________________________________________________
From: | Woody <duesouth(at)govital.net> |
>
>
>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 |
-----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
>>
>
________________________________________________________________________________
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 |
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
>
>
________________________________________________________________________________
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 |
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 |
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 |
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
>
>
________________________________________________________________________________
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
________________________________________________________________________________
From: | hawk36(at)mindspring.com (hawk36(at)mindspring.com) |
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/
________________________________________________________________________________
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
________________________________________________________________________________
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 .
________________________________________________________________________________
From: | Dell Vinal <zoper(at)mint.net> |
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 |
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 |
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 |
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 |
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
________________________________________________________________________________
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 |
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 |
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 |
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 |
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 |
"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?
________________________________________________________________________________
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 |
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 |
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 |
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 |
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
>
>
________________________________________________________________________________
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 |
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 |
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 |
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 |
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
________________________________________________________________________________
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 |
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 |
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
"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
________________________________________________________________________________
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> |
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 |
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 |
>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 |
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 |
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? |
----- 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!
________________________________________________________________________________
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 |
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-
________________________________________________________________________________
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 |
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 |
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
________________________________________________________________________________
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
________________________________________________________________________________
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 |
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 |
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 |
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> |
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"
________________________________________________________________________________
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> |
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 |
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> |
----- 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 |
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 |
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.
________________________________________________________________________________
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
________________________________________________________________________________
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 |
"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
________________________________________________________________________________
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
________________________________________________________________________________
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 |
<< 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
________________________________________________________________________________
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
________________________________________________________________________________
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
________________________________________________________________________________
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 |
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
________________________________________________________________________________
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
________________________________________________________________________________
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
________________________________________________________________________________
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 |
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 |
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 |
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
> >
> >
>
>
________________________________________________________________________________
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
________________________________________________________________________________
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
________________________________________________________________________________
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 |
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.
________________________________________________________________________________
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 |
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
________________________________________________________________________________
From: | Richard Pike <richard(at)BCChapel.org> |
>
>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)
>
>
________________________________________________________________________________
From: | Tom Kuffel <kuffel(at)cyberport.net> |
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
________________________________________________________________________________
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 |
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 |
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 |
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
________________________________________________________________________________
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> |
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 |
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 |
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
________________________________________________________________________________
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
________________________________________________________________________________
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> |
----- 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.
>
>
________________________________________________________________________________
From: | John Hauck <hawk36(at)mindspring.com> |
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 |
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
________________________________________________________________________________
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
________________________________________________________________________________
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
________________________________________________________________________________
From: | John Hauck <hawk36(at)mindspring.com> |
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 |
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 |
"Thompson, Charles"
Pleae send me pics also. Thanks.
Todd Thompson
Charles.Thompson(at)DSL.net
________________________________________________________________________________
From: | John Hauck <hawk36(at)mindspring.com> |
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
________________________________________________________________________________
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 |
-----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
________________________________________________________________________________
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 |
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
________________________________________________________________________________
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.
________________________________________________________________________________
From: | Woody <duesouth(at)govital.net> |
>
>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
________________________________________________________________________________
From: | John Hauck <hawk36(at)mindspring.com> |
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
________________________________________________________________________________
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 |
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.
________________________________________________________________________________
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
________________________________________________________________________________
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
________________________________________________________________________________
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
________________________________________________________________________________
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 :-)
________________________________________________________________________________
From: | TK <tkrolfe(at)epix.net> |
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
________________________________________________________________________________
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
________________________________________________________________________________
From: | TK <tkrolfe(at)epix.net> |
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 |
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 |
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 |
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.
>
>
________________________________________________________________________________
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 |
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
________________________________________________________________________________
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
________________________________________________________________________________
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> |
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 |
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
________________________________________________________________________________
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> |
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 |
"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> |
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 |
"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> |
"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... |
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
________________________________________________________________________________
From: | Ole Noetnes <onoetnes(at)online.no> |
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)
________________________________________________________________________________
From: | John Hauck <hawk36(at)mindspring.com> |
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> |
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> |
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)
>
________________________________________________________________________________
From: | Richard Pike <richard(at)BCChapel.org> |
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)
>
>
________________________________________________________________________________
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) |
"Re: pictures" (Sep 15, 4:02pm)
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...
________________________________________________________________________________
From: | Randy Settle <rsettle(at)flash.net> |
"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/
________________________________________________________________________________
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
________________________________________________________________________________
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 |
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 |
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.
________________________________________________________________________________
From: | Woody <duesouth(at)govital.net> |
>
>
>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.
________________________________________________________________________________
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> |
"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.
________________________________________________________________________________
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
________________________________________________________________________________
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
________________________________________________________________________________
From: | Randy Settle <rsettle(at)flash.net> |
> 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
>
________________________________________________________________________________
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 |
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 |
----- 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 |
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
>
>
________________________________________________________________________________
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"
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 |
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-
________________________________________________________________________________
From: | John Hauck <hawk36(at)mindspring.com> |
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> |
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> |
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> |
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> |
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 |
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 |
#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 |
"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 |
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... |
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 |
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 |
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 |
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> |
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 |
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
>
>
________________________________________________________________________________
From: | Dallas Shepherd <cen23954(at)centuryinter.net> |
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> |
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.
________________________________________________________________________________
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
________________________________________________________________________________
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> |
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 |
"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? |
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? |
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.
==============================================================================
________________________________________________________________________________
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 |
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 |
Subject: | Re: Wheels and brakes for sale |
20 dollars
________________________________________________________________________________
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
________________________________________________________________________________
From: | Richard Pike <richard(at)BCChapel.org> |
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
________________________________________________________________________________
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] |
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 |
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... |
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 |
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
________________________________________________________________________________
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 |
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
________________________________________________________________________________
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"
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> |
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
>
>
________________________________________________________________________________
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... |
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> |
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.
________________________________________________________________________________
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
________________________________________________________________________________
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...
________________________________________________________________________________
From: | Ian Heritch <heritch(at)connecti.com> |
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 |
Pencil me in on the tentative list for attending. From West Palm. (weather
& time permitting).
Jim Cote
________________________________________________________________________________
From: | "Rayfield, Don" <drayfiel(at)kcc.com> |
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.
==============================================================================
________________________________________________________________________________
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
________________________________________________________________________________
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> |
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> |
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 |
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> |
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 |
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> |
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
>
>
>
>
>
>
________________________________________________________________________________
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> |
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> |
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> |
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> |
"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.
________________________________________________________________________________
From: | Woody <duesouth(at)govital.net> |
>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.
________________________________________________________________________________
From: | "Steven S. Green" <GREENSS(at)Bowater.com> |
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> |
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 |
Thinking of Bull........
________________________________________________________________________________
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 |
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> |
----- 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
________________________________________________________________________________
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 |
Subject: | Re: weather at London |
Kolb Fly-In report.
September 03, 2000 - September 24, 2000
Kolb-Archive.digest.vol-ci