Kolb-Archive.digest.vol-cp
January 05, 2001 - January 21, 2001
Just for you, ol' pal. Just fired these off to Will Uribe, and he'll
publish them, but just as a special favor, here ya go. Ol' nice
guy Lar.
----- Original Message -----
| From: | "Possum" <possums(at)mindspring.com> |
Sent: Friday, January 05, 2001 10:26 PM
| Subject: | Re: Mystery Plane |
>
> >
> >Last weekend, some friends and I flew out of Thermal airport, ( now
> >Desert Resorts Regional - that's what happens when Chambers of Commerce
> >get into the act ) in Thermal, CA. (TRM) There was a Kolb-like
> >airplane parked there, that looked to me like a modified, older ( real
> >older ) Mk III. Thing had a 1 piece windshield that was hinged at the
> >back, so it lifted completely up and over, and latched, somehow, at the
> >front. Also had a fully enclosed fuselage that came to a point at the
> >back, from the wings, clear down to the tail boom. Tail boom was the
> >old 5" style. Anyone seen, or know about this thing ??
> >How about it, Possum, you ol' Georgia Boy, you. Or are you guys all
> >frozen solid back there ?? Big Lar.
>
>
> Let's take a look and see how "Kolb-like" it is. It's a long way from home
> if it's from here.
>
>
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Mystery Plane |
Here are the pictures
http://home.elp.rr.com/airplane/mystery1.jpg
http://home.elp.rr.com/airplane/mystery2.jpg
In a message dated 1/5/01 10:57:45 PM Eastern Standard Time,
larrybiglar(at)email.msn.com writes:
> >
>
> > >
> > >Last weekend, some friends and I flew out of Thermal airport, ( now
> > >Desert Resorts Regional - that's what happens when Chambers of Commerce
> > >get into the act ) in Thermal, CA. (TRM) There was a Kolb-like
> > >airplane parked there, that looked to me like a modified, older ( real
> > >older ) Mk III. Thing had a 1 piece windshield that was hinged at the
> > >back, so it lifted completely up and over, and latched, somehow, at the
> > >front. Also had a fully enclosed fuselage that came to a point at the
> > >back, from the wings, clear down to the tail boom. Tail boom was the
> > >old 5" style. Anyone seen, or know about this thing ??
> > >How about it, Possum, you ol' Georgia Boy, you. Or are you guys all
> > >frozen solid back there ?? Big Lar.
> >
> >
> > Let's take a look and see how "Kolb-like" it is. It's a long way from home
> >
________________________________________________________________________________
| From: | "larrybiglar" <larrybiglar(at)email.msn.com> |
I'm amazed at: 1. The low level of response on the List, and 2. the
fact that Kolb didn't go after the shipper ( Parcel Post - are you sure ??)
on your behalf. If they packaged it, and the shipping co. says the
packaging was defective, then Kolb should squawk. You paid for a part,
assuming proper delivery. Technically, as I understand it, since you signed
for the package, you bought it. If the package is damaged, you should
inspect the contents before signing. If the contents were damaged but the
package was not, then you're on better ground to holler at........somebody.
My feeling is that even if Kolb doesn't feel a responsibility, they should
make a strong gesture, as a public relations gesture, especially since we
have such a broad base of communication between builders on the List.
Lar.
----- Original Message -----
From: <mlotts1(at)mmm.com>
Sent: Friday, January 05, 2001 5:51 AM
Subject: Re: Kolb-List: Need advise
>
>
> Hi John.......This is my first post so hope I am doing
> it right. When the engine
> and starter arrived, the oil pump on the front had
> been hit by something and was bent plus the starter>
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Wheel covers (hub caps) |
> but with the ultralight flying so slow, would having hubcaps
> even make a difference on the drag?
> I have Matco wheels.
> Bill Vincent
Bill:
Every little bit helps. In this case do not know how much,
but I think it would reduce some drag.
john h
________________________________________________________________________________
| From: | "larrybiglar" <larrybiglar(at)email.msn.com> |
| Subject: | Re: Mystery Plane |
Thanks Will, think I told ya before that you're a pretty handy fella.
Julian's been coaching me on building my own website, and if I can ever
remember what he told me for more than 3 minutes, we'll be in business.
Hope he gets back on line soon, cause I'm stuck again. On the
mystery plane pics, the hinge is at the top of the windshield, just under
the gap seal. Latch ?? is at the top center of the cowling. Bar down the
center of the windshield is re-inforcement only. Big Lar.
----- Original Message -----
From: <WillUribe(at)aol.com>
Sent: Friday, January 05, 2001 8:12 PM
Subject: Re: Kolb-List: Mystery Plane
>
> Here are the pictures
> http://home.elp.rr.com/airplane/mystery1.jpg
> http://home.elp.rr.com/airplane/mystery2.jpg
>
> In a message dated 1/5/01 10:57:45 PM Eastern Standard Time,
> larrybiglar(at)email.msn.com writes:
>
>
________________________________________________________________________________
| From: | noblelumpkin(at)webtv.net (Ben Ramler) |
Has anyone ad dealings with building the Firestar? If so does anyon have
a website? What were the experiecnces? How about handling during Flight?
Thanks
Ben
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Mystery Plane |
Gang:
That looks like a MKII and I think it belongs or belonged to
Mike Marchowski (sp) who wrote several how to fly books
about ULs back in the good ole days of the early 80's.
john h
________________________________________________________________________________
| From: | "PFI" <redhill(at)rose.net> |
Bill,
Let us know when and if you get satisfaction on this. I'm a lurker for the most
part...but the reputation of the New Kolb co. is impt. to me. I won't buy a
Kolb plane or any Kolb products from the company until I hear that you are satisfied.
I prefer to deal only with reputable companies who will bend over backwards to
satisfy their customers. This doesn't sound like they are wanting to bend over
much!!!
Good luck and let us hear the outcome and progress or hazzels you get.
PFI
----- Original Message -----
From: Bill Peterson <b1bookie(at)yahoo.com>
Sent: Thursday, January 04, 2001 10:22 PM
Subject: Re: Kolb-List: Need advise
Now Kolb says that because they were signed
> for when delivered that Kolb is no longer responsible,
> but if I wanted to re-order that they would sell me
> another starter and pump if I would pay 70% of the
> cost........What do you think??? ....Bill Peterson
> Sorry this was so long.
________________________________________________________________________________
| From: | "jrodebush" <jrodebush(at)cinci.rr.com> |
| Subject: | Great advertising |
"Then I opened my sport aviation magazine, look at page 38, The Mark III
Extra, and again Norm is flying and I met but forgot the other fella's
name, but he too is a Kolb employee and/or owner, I think."
I think that might be Ray. I've talked with him several times. Very
knowageable and helpful.
Rody
________________________________________________________________________________
| From: | noblelumpkin(at)webtv.net (Ben Ramler) |
I mean FireFly
________________________________________________________________________________
| From: | dixieshack(at)webtv.net (orie shackelford) |
| Subject: | Re: Kolb-List Digest: 27 Msgs - 01/05/01 |
I agree with Lar...at the very LEAST, TNK should take aggressive action
to protect the rights of one of their customers and their OWN future
reputation in the handling of this matter.
We all have a big stake in the way this is handled. I for one am ready
to order a new 503 DCDI w/ a "C" box and who I order from will now
depend on TNK's response to John's dilemma.
Hillbilly Mike from WV
FSII (glider)
probably should be archived
________________________________________________________________________________
| From: | DAVIDSNYDER318(at)aol.com |
i'm just about to buy a kolb firestar,and it scares me to think this can
happen to me.i'm waiting to see if kolb makes good like any responsable
company would.DAVE
________________________________________________________________________________
| From: | "Kenny Broste" <spiritmoves(at)earthlink.net> |
| Subject: | Re: Kolb T-shirt |
What does the Firestar shirt cost?
________________________________________________________________________________
| From: | "Kenny Broste" <spiritmoves(at)earthlink.net> |
I'd have to say Lar is right. If you accepted the package from the shipper,
its yours and you loose most of your negotiating power. The shipper would
never accept a damaged or poorly packaged item from Kolb for shipping
through their company. Sounds to me like its not Kolb's fault, but the
shipper and some of yours for accepting the package if there was external
damage to the crating or boxes. Moral of the story: Always check anything
you receive through the mails or shipping for any external damage and call
immediately if you discover internal damage to parts inside. Make sure the
package is indeed yours. Save all packing slips. And don't be concerned to
make the shipper wait will you inspect the contents externally and
internally.
________________________________________________________________________________
| From: | "Kenny Broste" <spiritmoves(at)earthlink.net> |
| Subject: | Re: Wheel covers (hub caps) |
What about the increased weight?
________________________________________________________________________________
| From: | "Ron or Mary Payne" <ronormar(at)apex.net> |
----- Original Message -----
From: "Kenny Broste" <spiritmoves(at)earthlink.net>
Sent: Saturday, January 06, 2001 10:01 AM
Subject: Re: Kolb-List: Need advise
>
I don't know who is responsible but it certainly is not Bill. I do not
agree that just because he signed for the package that he has to accept it
no matter what condition it is in. Kolb should make this good then go after
UPS to recover their costs. I ordered a set of saddle bags for my
motorcycle from Dennis Kirk some time back. I signed for them and they were
not damaged so I installed them as per their instructions. On the first
time out, the right bag saged into my exhaust pipe and burnt a hole into the
bottom. Dennis Kirk said that it was my problem because the bags were in
normal condition when I got them. I went after them on the grounds that the
bags were not properly designed and got all my money back. Again, I would
contact the Consumer Protection Agency. UPS accepted the package form Kolb
so UPS should be responsible.
Ron Payne
> I'd have to say Lar is right. If you accepted the package from the
shipper,
> its yours and you loose most of your negotiating power. The shipper would
> never accept a damaged or poorly packaged item from Kolb for shipping
> through their company.
>
>
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
Morning Gang:
I do not have a dog in this fight, but thought I would add
my two cents anyhow.
Number 1: I think you are all jumping to conclusions and
making judgements without having heard the facts.
Number 2: Based on past experience, most engines come from
ROTAX or one of their distributors, not from Kolb. Kolb,
most likely did not package the shipment.
Number 3: It is very difficult to get compensation from
carriers. Ask anyone on this List that has gone through
this ordeal.
Number 4: Once the shipment is signed for by the carrier,
it is their responsibility to get the package to the
customer in the same shape that they got it. Based on my
own personal experience, I know how UPS, Fedex, Airborne,
and especially the trucking outfits can destroy our stuff.
I think they go to school to learn how to stick the fork
lift through the boom tubes, etc.
Number 5: Judging TNK based on the condition a product
reaches the customer is pure BS.
Number 6: The carrier is trying to pull your leg by placing
the blame on TNK. They signed for the shipment accepting it
in good condition. They damaged it in shipment, not TNK.
Number 7: The customer signed for the package. I
understand when we sign for a package, we are indicating
that we accept it in the condition it is delivered.
Just a few of my thoughts on the way we get our stuff. Been
getting most of my stuff from mail order, etc, delivered by
everybody from the US Post Office to Yellow Freight. Don't
let the carrier BS you into believing it is TNK's fault that
they damaged the goods enroute.
IMNSHO,
john h
PS: Better get off this machine and get to work on my
airplane. By the time I get ready to paint, the weather
will be too hot. :-)
________________________________________________________________________________
| From: | "Richard Neilsen" <neilsenr(at)state.mi.us> |
Ok I'll give you my two cents worth.
Have you talked to the New Kolb about the damaged parts, they are the ones who
took your money? If the first person you talked isn't willing to work things
out then talk to one of the owners Norm or ?. My experience has been they are
really interested in keeping us ALL happy. Just remember that the people that
answer any customer service phone can have a bad day or can be given a real bad
time just before you called???? Also the New Kolb people monitor this list
server, I wouldn't be surprised that you might get a call out of the blue just
from these E-mails.
A good general rule is pay for any mail order with credit cards. If you get a bad
product you can get the credit card company to bounce or at least delay payment.
Money talks.
Rick Neilsen
VW powered Kolb MKIII
Grand Ledge, MI
________________________________________________________________________________
| From: | "Richard Neilsen" <neilsenr(at)state.mi.us> |
| Subject: | Re: Wheel covers (hub caps) |
I have wheel covers on my MKIII. They are real light less than an ounce each. and
they look great but they don't appear to make my plane any faster. I went with
wheel covers instead of pants because pants can cause problems. In the winter
water/slush can get up in the pants and freeze the wheel to the pants. Most
general aviation types remove their pants in the winter for this reason even
on paved runways. I have a grass strip with water/slush and/or mud on it most
of the year. This stuff gets up in the pants and at best adds a lot of weight
to the plane and at worst can roughen your day.
Rick Neilsen
VW powered MKIII
Grand Ledge, MI
________________________________________________________________________________
| From: | MitchMnD(at)aol.com |
| Subject: | Flight Report/Ochlockonee Bay |
North Florida is finally thawing out a little so I moved the FireFly from the
Quincy Airport to the Wakulla County Airport. This is a grass strip located
on the North shore of a bay on the Gulf of Mexico. I have been flying from
Quincy for the last 3 years and it was time to try another base. I'm keeping
the Quincy hangar.
Yesterday afternoon I started the engine and ran it for about 5 minutes just
to make sure that she was still up to snuff. It was a little gusty and I was
at a new airport so I thought it wise to wait for the morning calm. She ran
perfectly and had not suffered any damage during the 70 mile trailer ride.
I was on the field at 8 this morning. When I got her unfolded and started her
up the wind was about 5 mph @ a 45o angle. She cleared the ground quickly in
the 35o air and I was 3,000' in no time. The air was crystal clear and I was
stunned by the beauty of the scenery in this area. I could see the coastline
for 40 miles in both directions and even the state capitol building 40 miles
north. The air was very smooth so I was able to take a few pictures and
cruise the immediate area just for the pure pleasure of it. I stayed up for
about 20 minutes then decided to try some landings. I cut the throttle to
about 3,000 RPM and started down. As the temps started to fall I periodically
leveled her and brought the throttle back up to avoid cooling shock. On final
she was well within range. I did one flyby and found the air was fairly rough
near the ground. The second time around I brought her in for a fairly rough
landing at about 45 MPH.
Topped off the fuel tank and took off a second time. I ranged out a little
further this time and tried to spot some alternate landing areas. I only saw
three within a 10 mile radius of the field and they are all roadways. Made a
mental note to double check my preflights. The second landing was much better
because I was better prepared. This is one of those strips the guy who
invented the term "on your toes" had in mind. I love that big Kolb rudder!
Needed every bit of it to handle those rotors downwind of the trees along
this runway.
This area is outstanding for scenic beauty but dangerous for the really bold
fliers. I'm going back for more in the morning.
Duane the plane Panacea, FL, FireFly, 447, Ivo
________________________________________________________________________________
| From: | Possum <possums(at)mindspring.com> |
| Subject: | Re: Wheel covers (hub caps) |
>
>Most of the places I fly out of are too rugged for wheel pants.
>Has anyone experimented with wheel covers ( hub caps ) to reduce drag?
>I notice that some of the small general aviation planes have wheel cover
>(hub caps); but with the ultralight flying so slow, would having hubcaps
>even make a difference on the drag?
>I have Matco wheels.
Here are some wheel pants that can take a "hit" a little better.
You can run over rocks and small stuff with them and not
break the front, because of the way they are shaped. Harbor Products
sells them in all different sizes. They keep the rocks outta the prop.
I think that's mostly what wheel pants are good for.
"Will" put up one of my old pictures on the web. thanks Will.
<http://home.elp.rr.com/airplane/wheelpant.jpg>
________________________________________________________________________________
| From: | "Dennis Souder" <flykolb(at)epix.net> |
Most points have already been made, but this may help.
Technically it is out of Kolb's hands and responsibility once it is picked
up by the shipper - unless it was not packaged properly. Rotax's have been
shipped in the same type boxes for years and I would think UPS would be on
very questionable grounds with taking the position it was not packaged
properly.
There is a classification for concealed damage where the item was damaged
even though it was not obvious looking at the outside of the container.
Just because you signed for something does not mean that you don't have some
options to exercise.
Tip for the future: Whenever you receive a shipment, look the container over
carefully and request the person who delivers the package to write down and
note anything that looks suspicious, i.e. dents, marks, etc on the exterior.
Technically it is the customer's responsibility to work with UPS to cover
the damage - not Kolb.
However Kolb should be willing to help apply pressure to get UPS to pay the
damage.
Old Kolb discovered that sending engines via freight resulted in less damage
than UPS. For a while it appeared that UPS drivers were intentionally
handling heavy items in a "rough" manner. This was soon after UPS increased
the weight to 90 lbs or whatever the increase was at the time. The drivers
did not appreciate being forced to handle the heavier packages, and gorilla
type handling was one way to protest.
Old Kolb once took a bath with a freight truck that went off a bridge - a
complete Kolb kit was in the truck. Freight company claimed the truck was
blown off the bridge by a high wind and therefore it was an act of God and
therefore they were not responsible for the loss ... according to the fine
print! Freight company would not pay and it was shipped FOB which means the
carrier is responsible at point of pickup. Customer of course felt he
should not bear the loss either. Kolb ended up sharing the loss with the
shipper.
I have a friend who purchased a radio for Aircraft Spruce. It was dead on
arrival. He wanted to send it back, and have it replaced. My friend argued
he purchased a new radio and he wanted a new one that worked - not a
repaired radio and ... he wanted it NOW. He didn't want to wait for it to be
shipped twice and wait for the repairs, etc, etc. AS refused saying it had
to be fixed. It took quite a few months till he received his repaired
radio. Needless to say my friend was pretty upset, because it kept his
plane tied up and missed a lot of flying.
This stuff happens and makes life miserable for everyone. Many times there
are no quick resolutions.
Another tip. For freight shipments, pick a carrier that is able to pick up
the package and also deliver it at the other end. When shipments get handed
off to different carries, life can get even more complicated when there is
damage. Now you have both carriers pointing at the other and of course at
the company that packaged the goods.
Good luck.
Dennis
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of Richard
Neilsen
Sent: Saturday, January 06, 2001 1:55 PM
Subject: Re: Kolb-List: Need advise
Ok I'll give you my two cents worth.
Have you talked to the New Kolb about the damaged parts, they are the ones
who took your money? If the first person you talked isn't willing to work
things out then talk to one of the owners Norm or ?. My experience has been
they are really interested in keeping us ALL happy. Just remember that the
people that answer any customer service phone can have a bad day or can be
given a real bad time just before you called???? Also the New Kolb people
monitor this list server, I wouldn't be surprised that you might get a call
out of the blue just from these E-mails.
A good general rule is pay for any mail order with credit cards. If you get
a bad product you can get the credit card company to bounce or at least
delay payment. Money talks.
Rick Neilsen
VW powered Kolb MKIII
Grand Ledge, MI
________________________________________________________________________________
| From: | "MIKE HOUSEWERT" <mhousewert(at)earthlink.net> |
| Subject: | The New Kolb Co: My Experience |
Kolbers,
Here goes:
1. I just ordered 3 small parts for my Mark III, and when the box came 1
part was missing ($30.00 item). I called Kolb and they sent out a
replacement immediately. That was a positive.
2. Here is the negative. As most of you know, The New Kolb Co. took my
Mark III down to their factory in my rental truck. They kept it at their
factory for several weeks, and then packed it up and sent it over to Lite
Speed Aviation for the nose to tail make over. Somewhere, either at The
New Kolb Co. or at Lite Speed Aviation, my aviation intercom box
disappeared. I talked with The New Kolb Co. 3 times asking them to look
for it, and I did the same with Lite Speed Aviation. Neither company was
able to find my aviation intercom box. I gave up and ordered at new one to
the tune of about $150.00. The bottom line, someone had a 5 finger
discount at my expense. I cannot blame either company, but it was very
disappointing.
Mike H.
________________________________________________________________________________
| From: | "MIKE HOUSEWERT" <mhousewert(at)earthlink.net> |
| Subject: | Flight Report/Ochlockonee Bay |
Duane,
As I too will be moving to Florida with my bird, I hung on every word of
your email. I could almost feel myself flying with you.
You mentioned "This area is outstanding for scenic beauty but dangerous for
the really bold
> fliers". What did you mean by this statement?
Thank you,
Mike H.
________________________________________________________________________________
| From: | "Paul J. Robinson" <kb8wlu(at)tir.com> |
Hi everyone i been looking at the kolb mailing list for about a year now. I,
looking for a cheap mk11 or firestar
maybe i can find one that needs a little work or whatever. I live in warren,
Mi and very much into experimental airplanes
Thanks Paul Robinson.
________________________________________________________________________________
| From: | DAVIDSNYDER318(at)aol.com |
From: DAVIDSNYDER318(at)aol.com
Full-name: DAVIDSNYDER318
Date: Sat, 6 Jan 2001 10:59:05 EST
Subject: Re: Kolb-List: Need advise
i'm just about to buy a kolb firestar,and it scares me to think this can
happen to me.i'm waiting to see if kolb makes good like any responsable
company would.DAVE
________________________________________________________________________________
| From: | TCowan1917(at)aol.com |
I have to put my two cents in cause it might help. I recently boxed and sent
an RC giant Zero airplane via a frieght company. I checked on their
insurances first. I do not want to mention the companys name cause they paid
off. The box apparently was visually undamaged upon arrival to destination
but --- the plane was broken in half and other damage. The man recinded the
sale and had the shipper pick it back up and send it back to me. The shipper
disregarded the contents and marked it return - damaged. From that point I
think mortors and tanks could not bust up the box as badly as it was once it
got back to the termal. I filmed, took pics, had witnesses etc. to the
condition of the box when they sent it back. The bottom line is the shipper
said the box was okay when it arrived in Florida so they did not do the
damage, I MUST have sent a damaged aircraft. Oh, this and that around we
went. I finally asked the insurance lady one question - I was a court
reporter for many years and it is a matter of law - "Do you open egg cartons
before you buy them?" After she had me repeat the question several times, I
asked her "Why?" She said cause there are sometimes broken eggs in them. I
asked her further, was the carton broken or bent and she replied "no". I
rest my case. The law must assume the shipper is honest and sent a useful
merchandizable product. You will find the law will rule against the carrier
for not using reasonable care. Trust me, UPS will get the shank cause most
judges or lawyers or jurors have had their stuff distroyed and will give you
reasonable doubt. Hope this helps. I am not a lawyer so dont hate me. This
is from practical experience. Jurors also hate bankers, insurance companys
and realitors. Will rule against them most of the time out of principle.
Ted Cowan. Go after the carrier. It would be interesting to know if the box
it was received in is "exactly" the same box it was sent in. sometimes they
will change boxes to conceal damage, really!!
________________________________________________________________________________
| From: | Lloyd McFarlane <lrmcf(at)ix.netcom.com> |
It is a Kolb. It comes from Perris Valley Airpark, CA and has been
owned by several different members of The Ultralight Squadron of
America. Most recently by Luu Dinh, who sold me his trailer when he
sold this plane in Nov.'00. I don't know the history of this plane, but
will get some next weekend.
Lloyd, Fullerton, CA
rrybiglar"
Subject: Kolb-List: Mystery Plane
Last weekend, some friends and I flew out of Thermal airport, ( now
Desert Resorts Regional - that's what happens when Chambers of Commerce
get into the act ) in Thermal, CA. (TRM) There was a Kolb-like
airplane parked there, that looked to me like a modified, older ( real
older ) Mk III
________________________________________________________________________________
| From: | noblelumpkin(at)webtv.net (Ben Ramler) |
Does anybody know of companies deal with financing of the kolb
firestar? By the my compliments goes to Ben For excellent work on his
website!!!!!!!!!
Ben Ramler
St.Joesph, MN
________________________________________________________________________________
| From: | "Michael Sharp" <mlsharp_1(at)hotmail.com> |
| Subject: | Re: Question financing |
If you mean that you want to finance the purchase of a firestar.
NAFCO helped me with the purchase of my Mark III you have to borrow at
least 10K.....
do not achive.
>From: noblelumpkin(at)webtv.net (Ben Ramler)
>Reply-To: kolb-list(at)matronics.com
>To: kolb-list(at)matronics.com
>Subject: Kolb-List: Question
>Date: Sun, 7 Jan 2001 15:21:37 -0600 (CST)
>
>
> Does anybody know of companies deal with financing of the kolb
>firestar? By the my compliments goes to Ben For excellent work on his
>website!!!!!!!!!
>
>Ben Ramler
>St.Joesph, MN
>
>
Get your FREE download of MSN Explorer at http://explorer.msn.com
________________________________________________________________________________
| From: | "larrybiglar" <larrybiglar(at)email.msn.com> |
You must mean Ben Ransom's web site, and you're right, it's great. Makes
you want to get out there and do some 'strafing' runs. Lar.
----- Original Message -----
From: "Ben Ramler" <noblelumpkin(at)webtv.net>
Sent: Sunday, January 07, 2001 1:21 PM
Subject: Kolb-List: Question
>
> Does anybody know of companies deal with financing of the kolb
> firestar? By the my compliments goes to Ben For excellent work on his
> website!!!!!!!!!
>
> Ben Ramler
> St.Joesph, MN
>
>
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)telepath.com> |
| Subject: | Re: Shipping Damage |
> It seems a lot of us have horror stories. Does anyone have one where
> they received a damaged shipment and the shipping company faced up to it
> without trying to lay the responsibility off on another party or delaying
> settlement until pushed?
Not settlement, exactly. Had a pressure washer show up with the
intake and carb broken clean off. Told 'em I'm not accepting it,
send it back. I've found that the overwhelming desire most folks
have is to sign even when damage is noted......don't. Life is a lot
easier when the shipper and the originator work it out.
J.Baker
________________________________________________________________________________
| From: | "Vince Nicely" <vincenicely(at)chartertn.net> |
| Subject: | Re: Shipping Damage |
Hi Ray and Gang,
do not achieve
> It seems a lot of us have horror stories. Does anyone have one where
> they received a damaged shipment and the shipping company faced up to it
> without trying to lay the responsibility off on another party or delaying
> settlement until pushed?
6 or 7 years ago, I received my cage form Kolb in Penn. by motor freight. A
lot of the details fade in my memory, but let me briefly tell how it worked
out.
I was to pickup the cage at the local freight depot because I was rarely at
home at that time. When I arrived, I inspected the cage and found damage.
While I had never had experience with such things, somehow I thought to ask
the people in the freight company office what would happen if I took the
cage. That is, I asked them how could this situation get rectified. They
said it would be my responsibility if I took it. I said just hold it for a
while, then called Kolb and talked to Dennis. He offered me the options of
not accepting it and Kolb would repair or replace or of taking it and
getting a local welder to fix the damage. That was an easy choice! I
called the trucking company and refused delivery.
A couple of months later, I received a new cage. Interestingly enough, as I
recall it came on a different carrier, but I do not know the rest of that
story. Each month for about 6 months, I received a new bill in the mail
from the trucking company. At one point, they suggested I needed to file a
claim. Each month, I talked to the woman in the local freight company
office who handled the paperwork. She was very helpful and agreed I did not
need to pay. She kept entering a response in their billing system, and I
quietly refused to do anything. Eventually the bills stopped coming. As far
as I know, nothing bad happened to my reputation or to anyone else.
Vince
________________________________________________________________________________
| From: | "Vince Nicely" <vincenicely(at)chartertn.net> |
| Subject: | Jigs for folding wings and unfolding the Firestar II |
Hi Alan,
you wrote (a few days ago):
> I too will keep my Firestar folded on a trailer in my garage and will
> trailer it to the local airport to fly. Any hints or suggestions to keep
> this process simple and easy. Vince, you mentioned some simple jigs.?
(This is a long and detaile answer. May want to delete and go on unless you
really want to know)
There are a couple of "tools" I use to fold and unfold my Firestar II each
time I use it. The process I use needs only one person and only takes a few
minutes for folding or unfolding. Once a friend timed me when I did not
know he was. He timed while I talked to some and folded my plane. When I
had the plane sitting on the trailer starting to tie it down, he said it had
been 12 minutes since I started to fold it. Of course, there is a little
extra time
for on/off the trailer and for a thorough inspection.
Some Preliminaries
1) Have the wing tang drilled so that when it is tight against the
spar-carry-through in the cage, the clevis pin will go through all holes.
With
this provision, the "stop" positions the tang and it only needs to move up
or down to let the clevis pin go through. If it is already drilled
otherwise, perhaps a shim could be epoxied in place as a spacer.
2) Use extenders on the pins that hold the studs-on-the-wing into the
support tube on the tail boom. I use a 1/4" by about 24" long dowel with a
nail epoxied in the end of it so the pin can be inserted or removed easily
as I stand
at the end of the wing.
3) Leave the extension on the front small spar so it can rest on the cage to
support the front edge of the wing. I have the full enclosure cage which
provides support for the wing before the clevis pin is inserted. Otherwise,
some support piece needs to be at the front of the cage to support the front
of the wing.
4) Have a tripod that stands the same height as the bottom of the wing
properly positioned.The tripod needs to have a flat top long enough to span
two ribs. This flat top can be hinged for motion and have a quick remove
connection (say with wing nuts) to allow for compact storage My tripod is
made of 1" x 2" wood for the three legs with a 1/2" plywood plate at the
top. It stores in the same box that stores the lift struts.
5) Have a secure place to store the lift struts while trailering.
The process to unfold. (Folding is just the reverse steps)
1) Place the tripod outside of the position the lift strut will attach and
on the line the main spar will follow.
2) Go to the end of the folded wing, remove the pin from the support
junction, lift the end of the wing and start to walk the wing out. As the
wing is about 45 degrees or about half way, it can be rotated up into the
flat position. Then, continue walking the wing and place the front spar on
its support on the cage. Continue to rotate the wing until it stops agains
the spar carry through on the cage. Rest the wing on the tripod.
3) Get the main clevis pin. Standing in front of the wing, reach in and
insert the pin from the front. Wiggle the front edge of the wing and slide
the
pin through. If you always know the orientation of the
safety-pin-hole in the clevis pin, the job of inserting the safety pin will
be easier because inserting it is a blind operation by feel.
4) Put the clevis pin in the bottom joint of the lift strut to the cage.
5) Take the upper end of the lift strut, raise it into place and lift the
wing enoungh to position the end and insert the clevis pin. I use my
shoulder to lift the wing so both hands are free to manipulate the strut and
the clevis pin.
6) Put the clevis pin in the aileron connection to the push-pull tube. By
the way, I leave the push-pull tubes on the cage and tie them together when
the plane is folded. Thus, the only parts I need keep track of are the lift
struts and the clevis pins.
7) Move the tripod to the other side and do the same process.
After both wings are unfolded, the tail is removed from its dolly and
unfolded. For holding the folded tail in place, I use the system in the
Kolb plans that came with mine yeas ago.
My present wing gap seal is my own design and much different than the
standard. However, years ago, I used one of the standard designs of
removable seal. It was a bit of a bother to handle and transport, but
worked OK.
I do not have any pictures. However, if the weather ever gets warm enough
that my old bones don't object to the temperature I will have my plane out
doing an annual and eventually flying. If any one wants some pictures, I
could take some at that time and e-mail you a few to better illustrate the
sequence. Just send me a request with your e-mail address.
Hope this helps someone. As always, I welcome questions on what I may have
not described clearly.
Vince
FirestarII (~285 hours)
________________________________________________________________________________
| From: | Woody <duesouth(at)govital.net> |
| Subject: | Re: Shipping Damage |
Do you remember the news article a couple weeks ago on tv showing
package handlers at an airport slam dunking the packages into bins and
otherwise mishandling them. It all depends on the mood of the handler. It
is to bad things like this happen but I do not blame Kolb for this. It was
probably shipped out in good condition and became the shipping companies
responsibility to get it to you in as good condition as it was given to them.
> Was there something different about the
>shipment in question? Why did this one get beat up when so many do not.
________________________________________________________________________________
| From: | "Thumb" <Bill-Jo(at)prodigy.net> |
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Proposed Sport Pilot Certificate |
Rules Could Be Relaxed For "Sport Pilots" And Their
Aircraft...
Got to this url to read about it:
http://avweb.com/n/?02a
john h
________________________________________________________________________________
| From: | "Richard Neilsen" <neilsenr(at)state.mi.us> |
| Subject: | Re: Shipping Damage |
Wow I didn't think it was this common. When I got my fuselage for my MKIII it was
crushed. I refused shipment. I called the old Kolb and app. 2 months later
I got a replacement. The moral of the story seems to be open the package before
signing and refuse shipment if anything is broken. Makes you wonder if these
shipping people make a game busting up our packages.
I still think its TNK's responsibility to make it right. They took your money,
they choose the shipper, they package the product, and they choose to have insurance
or not.
Rick Neilsen
VW powered MKIII
Grand Ledge, MI
________________________________________________________________________________
| From: | gerken(at)us.ibm.com |
| Subject: | wheel covers instead of pants |
>"...wheel covers instead of wheelpants..."
>"...increased weight..."
I built wheel covers, at 50 grams (2 ounces) apiece , of foam and carbon
fiber molded in a clock face glass. They did not make any measureable
difference in top speed by themselves.
Jim G
________________________________________________________________________________
| From: | gerken(at)us.ibm.com |
| Subject: | wheel pants, wheel covers, Maule-type pants... |
This discussion of wheel pants vs wheel covers (like hub caps), brings me
back to a question I had a year or two ago. I have seen a Maule wheel pant
and think it may offer the best compromise between low drag and minimal
weight and simplest most open design. It is like a fender starting above
and slightly ahead of the wheel, following the tire closely, curving back
to the backside, where there is a closing cone shape. Like a cross between
a fender and a wheel pant, but the sides are open (you can see the whole
tire from the side view). To me, it looks like a good project,,, IF I
could only find a good drawing or photo of it somewhere...
Jim G
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
For Jim Gerkin: here is a link to some Maule
half-fenders like you were thinking of. Not the best detail, but
maybe of some use.
http://www.geocities.com/mhammersmith/pants/pants.htm
Richard Pike
MKIII N420P (420ldPoops)
[DEFAULT]
BASEURL=http://www.geocities.com/mhammersmith/pants/pants.htm
[InternetShortcut]
URL=http://www.geocities.com/mhammersmith/pants/pants.htm
Modified=00C503EBDD79C001CA
________________________________________________________________________________
| From: | ZepRep251(at)aol.com |
| Subject: | Re: Flight Report/Ochlockonee Bay |
Duane, did you say your 447 turns 5200 max? Does it turn any higher in the
air at full throttle?G.Aman FS2
________________________________________________________________________________
| From: | Julian Warren <jgw300(at)webolium.com> |
I had problems with my server that practically eliminated my computer
with Error Messages. I have a new server and e-mail address. Hopefully
this will eliminate all problems.
I want you to know I have been without the list for over a week, and
there are definite "Withdrawal" pains.
Julian Warren
Eugene, Oregon
________________________________________________________________________________
| From: | "Guy Swenson" <guys(at)rrt.net> |
Hello List,
I would like to introduce myself. My name is Guy Swenson, I reside in
West Central Minnesota. I have been a private Pilot for 4 years and have
been building and flying RC model airplanes for the past 20 years.
In early May I took the " Kolb plunge" and ordered Kit 1 of the Mark
III Xtra. After 8 long weeks my package finally arrived, and thanks to
the freight carrier, all three of the 6 inch tubes were damaged. The
longest tube (Fuse Tube) had apparently had a forklift fork shoved into
it and was punctured about 3 feet from the end. I deal with trucking
companies daily and know that once you sign for it, it gets real tough
to correct the situation. If there's visible damage reject the shipment
and notify the shipper. For me this was just the beginning. After I
rejected the shipment TNK scrambled to get another one out to me ASAP.
One week later Shipment number 2 of Kit-1 arrived. After doing an
inventory, I found several tubes missing. (I'll make this part short)
Three rejected shipments later I finally had all of Kit-1.
Kit-2 was ordered in July and did arrive without any damage thanks to
Kolb choosing a different carrier. I started to think my luck was
changing. Not So! I'm still working out all of the short bolts, missing
parts, wrong parts, wrong size parts and various other problems I've
been having. TNK has been very good about shipping me the parts I need.
Found out the first Xtra's shipped out had some problems, mostly
incorrect pic lists (parts and quantities) nothing serious, still,
rather frustrating. I have serial number 00012, I guess that puts me in
the "First Xtra's" category.
Current building status is: Cage powder coated, boom tube painted and
mounted to the cage. tail components built and rigged, wings completed
and ready to mount on the cage.
Any advice on the aligning process would be greatly appreciated.
Thanks
Guy S.
Barnesville, MN
________________________________________________________________________________
| From: | Woody <duesouth(at)govital.net> |
Hey Lar
I found a couple ribs. I will try to post them this weekend from the
U.S. to avoid customs and other such irritants.
Woody
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
Pick a good flat area to work, take the wheels off so that the tires can't
affect things by having any give, set up as per the book.
Get a couple helpers who have a good grasp of the process and are
mechanically astute. You will be measuring dihedral, wings forward or aft
of alignment, and individual angle of attack. If the flaps and ailerons are
not yet attached, it makes it easier. A tape measure from the bottom front
of the vertical fin to each outboard end of the trailing edge should be
equal for each wing. Draw a string across the leading edge from tip to tip,
space it out away from the leading edge by about 1/4" near each tip, it
should remain that distance full length. Obviously you need to make two big
sawhorses or something to hold each wing still and at the proper angle. An
easy method is to use four stepladders, set them one in front and one
behind each wing, clamp a 2x4 against each one for the wing to rest on,
adjust the clamps up and down for the dihedral and angle of attack. There
is a possibility that when all the numbers are by the book, the lower part
of the inboard rib will not exactly align with the cage tubing that defines
the center section bottom, the part that gets fabric covered. In my case,
the angle was slightly off. I kept the angle of attack per the plans, but
the angle of the wing doesn't match the angle of the cage exactly. Wish I
had gone back and heated and bent the cage tubing for better alignment, but
it's too late now. The hardest part is holding everything perfectly still
when you drill the holes for the front spar attach pin. Suggest you drill
it first with a 3/16" bit, then stick a nail through the hole and
remeasure. That way if something wiggled, you have a chance to correct any
misalignment when you drill it out bigger. Something that is always good,
just like when you build a model airplane, it helps to set it on a table,
back off and look at to see if everything "looks right," that works with
full size airplanes too.
This is sort of a long post, hope it is helpful.
Richard Pike
MKIII N420P (420ldPoops)
>Current building status is: Cage powder coated, boom tube painted and
>mounted to the cage. tail components built and rigged, wings completed
>and ready to mount on the cage.
>
>Any advice on the aligning process would be greatly appreciated.
>
>Thanks
>Guy S.
>Barnesville, MN
>
>
________________________________________________________________________________
| From: | "larrybiglar" <larrybiglar(at)email.msn.com> |
They told me you were a good feller, and now I see that it's true.
Lar.
----- Original Message -----
From: "Woody" <duesouth(at)govital.net>
Sent: Tuesday, January 09, 2001 5:25 AM
Subject: Kolb-List: wing ribs
>
> Hey Lar
> I found a couple ribs. I will try to post them this weekend from the
> U.S. to avoid customs and other such irritants.
>
> Woody
>
>
________________________________________________________________________________
| From: | "John Cooley" <johnc(at)datasync.com> |
.
>
> Current building status is: Cage powder coated, boom tube painted and
> mounted to the cage. tail components built and rigged, wings completed
> and ready to mount on the cage.
Hello Gang,
Just got back from a week long bowhunting trip and have been trying to
catch up. Hate to miss any post at all. In addition to the things woody
mentioned I found a Smarttool digital electronic level helped me alot on
angle of incidence and dihedral etc. There is no guessing on where the
bubble is. I think the cost is about 120 bucks for the 24" model. This thing
is very helpful. Measures in degrees, slope and pitch. To some of the other
post from new comers about building a Kolb in addition to what's been said,
measure at least twice before cutting any tubing, pay attention to the
length of tubing your using. If you need a piece 48" long be sure you don't
have a 50" piece laying around before you cut into a 70" piece. You'll
probably need the 70" piece latter and the 50" piece won't be long enough. I
used a hand rivet puller and it seemed ok to me even though it's about wore
out now or needs cleaning. Read the blueprints and manual very slowly and
carefully and make sure you are seeing all the dimensions on the prints. One
place I messed up was on the drag strut to universal joint attachment piece.
This piece slides into the drag strut and then attaches to the universal
joint with a bolt. I had it in too far (the plans say 3/4") when rigging the
wings. Everything worked ok to later on when I tried to fold the wings and
the bolt that attaches the piece in question to the universal joint would
bind against the inboard wing rib before the wing was folded all the way. To
make a long story short I had to replace these drag strut pieces, make
repairs to inboard wing ribs and get new tabs welded at the front attach
points. Mine now has two additional tabs on each wing. One on either side of
the existing tab per TNK. The reason for the additional tabs was due to
rerigging the wings and the holes in the tabs being in the wrong place. I
think extra caution should be used here. If I build again I think I will try
to attach the drag strut attachment pieces with a sheet metal screw or cleco
to hold them in place instead of permanently drilling them until I'm sure
everything is going to work right. I'll quit now as this is getting long.
Have a great day!!
Later,
John Cooley
Building FS II #1162 and waiting on decent weather to paint.
Lucedale, Ms.
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
>Any advice on the aligning process would be greatly appreciated.
>
>Thanks
>Guy S.
>Barnesville, MN
>
I did not have a level floor to work from. Took the wheels off, and
leveled the cage with shims under axles. I raised the tail so that the rear
swivel point and the center of the tab for the main spar were just about
level. Then used a plumb bob to check the center of the main spar cage
beam to the center of the tail tube in the cage. My cage was not quite
symmetrical and so I had to choose how to adapt to the cage. I built
supports to hold the wings in about the correct position with "C" clamps
holding the board that passed below the wing so that the board could be
repositioned. String was passed from wing tip to wing tip to align the
leading edge. And then a measurement was made to the vertical stabilizer
to the rear wing tips to be sure the wings were at right angles to the
fuselage tube. At this point plumb bobs were placed on the rear out board
wings tips and there position marked on the floor as reference points.
To be sure the wings are symmetrical from side to side and front to back, I
made a large water level out of small diameter tygon tubing. This
consisted of 4 "U" tubes that had a "T" in the bottom of the "U". The
upper ends of the "U" was attached to the leading and rear edges of the
wing at the outer and inner most full ribs on both wings. All of the "T"
connections are inter connected to be fed by water supplied by a gallon
can. Water containing red food coloring is poured in to the can and the
can is raised or lowered to bring the water to the desired level in the
outer "U" tubes. When you move the wing to put in the dihedral, you can
take a tape measure and measure the differences in fluid to ensure that you
are symmetrical from side to side. Also you can check the plumb bobs to be
sure you have moved off the original reference marks the same distance side
to side.
This scheme lets you adjust and shim until both wings are just where you
want them for drilling the final hole for the main spar pin, and adjusting
your struts to the correct length. The best part about this scheme is you
can be sure the wing is where you want it and you can check to see if it is
still there after you have drilled the holes and installation of the strut.
Also you know there is no twist in one wing relative to the other.
I hope this helps.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | "John Cooley" <johnc(at)datasync.com> |
Hey gang,
Don't know if anyone is looking for a Firefly or not, but one is for sale
on ebay = http://cgi.ebay.com/aw-cgi/eBayISAPI.dll?ViewItem&item=536055308
The current bid price is 8000 and the reserve has not been met. Looks like a
nice plane and is located in Pikeville Ky. Bid ends today.
Later,
John Cooley
________________________________________________________________________________
| Subject: | Re: Front Spar Attachment |
| From: | Ray L Baker <rbaker2(at)juno.com> |
Guy,
To drill the holes for front spar attachment, I found it worth the couple
of extra $$ to buy 12" long drill bits. Gave me more room to work and as
I was doing it all by my lonesome, I needed every advantage I could come
up with.
L. Ray Baker
Lake Butler, Fl
Building Mark III, SN M1156--N629RB
________________________________________________________________________________
| From: | "bob n." <ronoy(at)shentel.net> |
If you want to get into ULing (the hard way) go to
http://cgi.ebay.com/aw-cgi/eBayISAPI.dll?ViewItem&item=539102680
to see a gen-u-whine *Ultra-light Hi Nuski Huski (sounds like a Russian
sneeze) w/430R-flown once*
Flown once and properly stored since 1981. Rated to carry atleast a 250#
load. Dual ignition, 3.1 gal fuel cap. 1.5
gph, but can fly a longer time using air currents.(?) Unit will fly
with motor not running.(? how long?) No licence required for
this ultralight. All parts stored to manufacture specs.,
silicon(sic) on all rubber, fuel properly ran out, carb and
exhaust covered, wings wrapped, prop looks new, motor stored with
oil in cylinders and plugs replaced. The total
unit looks as new as it did in 1981. One owner before me. Fitted
with a Cuyuna 430-R 30 hp. engine with a span
of 33'6", length of 16'9", height of 9'9" and a wing area of 169
sq. ft. The total unit fits in an 18"(sic) long aluminum
box (included) and will be a fun unit for the winning bidder.
Delivery can be arranged in the United States, and
maybe in Canada. The fabric looks like it was made yesterday, as
does the total unit. Most major credit cards are
accepted, as is a personal check, which must clear first. Please
email me with any questions and thanks for
looking.
I can't figger whether the engine has a span of 33'6", but then again
*The total unit fits in an 18" long aluminum box...*!!!
Hurry on this once in a lifetime (!) deal.
bn going home in a 72" plain wood box
________________________________________________________________________________
| From: | "Vic" <vicw(at)vcn.com> |
| Subject: | Re: Kolb-List Digest: 13 Msgs - 01/08/01 |
My EAA club is selling raffel tickets on an airplane to raise money for an
Air Museum. Would it be considered bad tast to give details on this site.
Vic
WY
________________________________________________________________________________
| From: | "Dennis Watson" <djwatson(at)olg.com> |
| Subject: | Re: Kolb-List Digest: 13 Msgs - 01/08/01 |
Hey Vic, send it, I don't mind. I might even buy a ticket! I'm always
"giving my money away".
And besides, it sounds like a worthy cause.
Dennis
Original Firestar in MD.
http://www.aero-sports.com/bb/
----- Original Message -----
From: Vic <vicw(at)vcn.com>
Sent: Tuesday, January 09, 2001 3:30 PM
Subject: Kolb-List: Re: Kolb-List Digest: 13 Msgs - 01/08/01
>
> My EAA club is selling raffel tickets on an airplane to raise money for an
> Air Museum. Would it be considered bad tast to give details on this site.
>
> Vic
> WY
>
>
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
Vic,
If it is a Kolb, then it is Kolb related. If not, it is not, in my opinion.
John Jung
Vic wrote:
>
> My EAA club is selling raffel tickets on an airplane to raise money for an
> Air Museum. Would it be considered bad tast to give details on this site.
>
> Vic
> WY
________________________________________________________________________________
| From: | "larrybiglar" <larrybiglar(at)email.msn.com> |
| Subject: | Re: Kolb-List Digest: 13 Msgs - 01/08/01 |
I guess it really isn't Kolb, but then again, I've bought tickets in 2 other
raffles, so why not hear about this one ?? Whatcha got, Vic ??
----- Original Message -----
From: "Vic" <vicw(at)vcn.com>
Sent: Tuesday, January 09, 2001 12:30 PM
Subject: Kolb-List: Re: Kolb-List Digest: 13 Msgs - 01/08/01
>
> My EAA club is selling raffel tickets on an airplane to raise money for an
> Air Museum. Would it be considered bad tast to give details on this site.
>
> Vic
> WY
>
>
________________________________________________________________________________
| From: | Julian Warren <jgw300(at)webolium.com> |
I will probably buy anything that is attempting to raise money for an
air museum. I buy tickets for trucks, cars, EAA aircraft etc. So why
not this!
Julian Warren
Eugene, Oregon
>
> My EAA club is selling raffel tickets on an airplane to raise money
for an
> Air Museum. Would it be considered bad tast to give details on this
site.
>
> Vic
> WY
________________________________________________________________________________
| From: | "Edward Steuber" <esteuber(at)rochester.rr.com> |
| Subject: | Lurking and shipping damage |
I have been quietly watching the list for a few months now and would
like to find a Firestar project or repairable airframe. I have been
sorting through all the different ultralight models and the Kolb won .
Not the cheapest, but the best value. Been cropdusting for 30 years and
just want to play now. The reponses about shipping damage have been
amusing but sadly familiar....How about a $22k 9 cylinder radial engine
dropped 3 ft. off a loading dock with the crank shoved into the mud and
then delivered with the engine placed on top of the destroyed crate like
nothing was unusual. On top of that, the company that overhauled it test
ran it without removing the mud and the engine failed with me behind it.
Just one of many shipping adventures ....If possible,I make my own
deliveries. ED Steuber A&P IA Dawn Patrol Aviation Albion
NY
________________________________________________________________________________
| From: | "Richard Neilsen" <neilsenr(at)state.mi.us> |
| Subject: | Alternitive Engines |
I have been doing extensive research on what is the best engine for my Kolb MKIII.
The criteria for selection has been 1 reliability, 2 cost, 3 thrust, 4 weight,
and 5 engine/prop noise.
I have considered the following engines Rotax 582 - 912s, GEO - B2 & Raven, BMW
with German reduction drive, VW, Subuaru app. 6 different manufactures Jaberu,
SVS1400, Hirth, 2SI and a few others I can't remember.
I have tried to avoid 2 strokes due to the need for careful care and feeding necessary
to be reliable. I have ruled out the Rotax 4 strokes because I just will
not pay that much for their engines. I have ruled out the high RPM 4 strokes
partly for reliability concerns but also because I would not be happy with a
screaming 4 stroke. I was close to deciding on a Jaberu but after the review
in the EAA mag. they said it was noisier than the Rotax 912 and it is pretty bad.
My direct drive VW is noisy but primarily from prop noise and the Jaberu turns
almost as many RPMs. Like my VW I'm concerned how many HP are consumed making
prop noise. The reduction drive Suberus are just too heavy.
This takes me back to the VW. There is no other engine like it. the supply is unending,
it will produce a reliable 90-100 HP under 4,000 RPM and you have to
wok at spending over $4,000.00 for a brand new 2180cc long block. The problem
is no one makes a good reduction drive for it. There is a belt drive reduction
unit made for the VW that is close but doesn't seem to have a real solution for
the harmonic vibration problem. The ideal solution would be to have someone
adapt a NSI reduction drive to the flywheel end of the engine. The problem right
now is that reduction drive manufactures don't feel there is enough interest
in VWs. NSI said they would make the adapter with a 50 unit order but I only
need one.
At this point I'm trying to talk someone/anyone into making a good reduction drive
for a VW engine. If I have no success I will go with a Rotax 582 or belt
drive VW.
Rick Neilsen
VW Powered MKIII
Grand Ledge MI.
________________________________________________________________________________
| From: | "Ron or Mary Payne" <ronormar(at)apex.net> |
| Subject: | "B" Box or "C" Box |
I am getting close to ordering an engine for my FireStar. I am going to use
a Rotax 503 DCDI with electric start. Could anyone explain the difference
between the "B" and "C" box drives? I talked to Sue at Kolb today and she
admitted that she was not sure of the difference.
Ron Payne
Gilbertsville, Ky.
________________________________________________________________________________
| From: | Possum <possums(at)mindspring.com> |
| Subject: | Re: "B" Box or "C" Box |
>
>I am getting close to ordering an engine for my FireStar. I am going to use
>a Rotax 503 DCDI with electric start. Could anyone explain the difference
>between the "B" and "C" box drives? I talked to Sue at Kolb today and she
>admitted that she was not sure of the difference.
>
>Ron Payne
>Gilbertsville, Ky.
I like the 503 with the "E" gear box better. It has the starter built-in
and turns slower.
Possum
________________________________________________________________________________
| From: | RWilton101(at)aol.com |
| Subject: | Re: Alternitive Engines |
Didja check Great Plains?
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)alltel.net> |
| Subject: | Re: "B" Box or "C" Box |
The C box is a little stronger unit that features a rubber damper and a
wider selection of ratios. It is quieter and smoother than a B box and has
a lot better damper. It also has a heavier price. If you don't mind the
price, go with the C.
You will max out your climb by getting the 3.47 ratio and swinging a 72"
prop.
The E box is similar to the C but heavier still, and can be had with a built
in starter, and an optional generator. The E box will shift your cg
slightly rearward as its starter is rear mounted.
Denny
----- Original Message -----
From: Ron or Mary Payne <ronormar(at)apex.net>
Sent: Wednesday, January 10, 2001 3:08 PM
Subject: Kolb-List: "B" Box or "C" Box
>
> I am getting close to ordering an engine for my FireStar. I am going to
use
> a Rotax 503 DCDI with electric start. Could anyone explain the difference
> between the "B" and "C" box drives? I talked to Sue at Kolb today and she
> admitted that she was not sure of the difference.
>
> Ron Payne
> Gilbertsville, Ky.
>
>
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: "B" Box or "C" Box |
Hello Folks:
I think the two major differences in the B and C gearboxes
are:
B carries the driving gear on the PTO end of the crank shaft
with no additional support.
C connects to the driving gear with a rubber torsional
vibration dampner (rubber donut). Driving gear is supported
on both ends with bearings.
C is heavier, huskier, more costly, turns the prop slower,
allows for larger diameter prop use.
john h
________________________________________________________________________________
| From: | "Kenneth Glen Aubrey" <kgaubrey(at)hotmail.com> |
When I buy my next Kolb I think I will drive to London with my trailer ad
pick it up in person. I'll save the shipping cost, be sure the kit is
complete........
If anyone is really thinking of doing this, I think you will have to pay
sales tax on it (plus gas,wear and tear on your truck, hotel room (if you
live to fare away)...), I am sure it will quickly negate your shipping cost
savings. Just something to think about.
Glen
FSII
Get your FREE download of MSN Explorer at http://explorer.msn.com
________________________________________________________________________________
| From: | Mike Pierzina <planecrazzzy(at)yahoo.com> |
| Subject: | Dealing with Kolb... Good & Bad |
I have had "NO" problem with recieving my shippments, on time & in good condition
and at a fair price for shipping.... When I was short of matierial for my "DRAG
STRUT" (they had only sent one 12' pc. & the rudder took some of it...) I
told them and they (Sue) asked what length did I need and it was sent to me
in a couple of days, no charge!
On the other hand , one thing made me alittle leary of them was when they charged
me $25.00 for a $15.00 crimping tool (for the cables) I wanted to be sure
I had the right tool for their product, I could understand adding 10-20 % .....
I consider myself lucky , I got off cheap, it made me look closer at the things
that they realy stick it to you , So what kind of a back seat do you get
for $ 325.00 ? sounds like the price of a recliner.. notice they don't give you
much "DETAIL" of the stuff they are selling for options, it cost me $87.00 for
a second 5 gal. plastic fuel tank (I thought the Firestar II came with two
5 gal tanks standard )....................Gotta Fly...
Mike in Mn. FS II
Sometimes you just have to take the leap and build your wings on the way down...
---------------------------------
________________________________________________________________________________
| From: | "Dennis Souder" <flykolb(at)epix.net> |
| Subject: | "B" Box or "C" Box |
Ron & Kolbers,
7 Reasons not to use the C-box on a FireStar:
1) It is about 7 lbs heavier, which makes a light ul just that much
heavier - about 2% of the empty weight of the airplane.
2) That 7 lbs. is well behind the CG which exacerbates an aft CG situation -
which is typical.
3) The FS can't really benefit from the larger dia 72" props, so slower
rotational speed not as useful, unless ... you would use something like a
4-5 blade Airplast prop which is very expensive. Somewhere around $1,500 to
$2,000 for the prop.
4) C-Box cost lot of $$ more than B-box
5) The extra "beef" and features of the C-box is not really needed for the
HP of the 503.
6) I spent some time flying a FS with 503, C-Box w. 3.47:1 ratio and 68"
3-blade warp. I felt the B-box with an Ivo prop was smoother and just felt
better. The C-Box & combo had one rough spot around 6K which was very
irritating inconvenient.
7) The actual flyable rpm range is reduced because the large reduction ratio
results in a prop where the thrust drops off more rapidly as engine speed is
reduced. Yes, the prop will have more pitch, but not enough to compensate
for the slower turning speeds. End result is you can't cut engine rpms as
far back as you can with the 2.58 ratio and still maintain flying speed.
The good thing is you have many good choices available and some are very
good ones. The hard part is choosing the very best for your purposes. Hopes
this help shorten your short list of possibilities.
Good luck.
Dennis
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of Ron or Mary
Payne
Sent: Wednesday, January 10, 2001 3:08 PM
Subject: Kolb-List: "B" Box or "C" Box
I am getting close to ordering an engine for my FireStar. I am going to use
a Rotax 503 DCDI with electric start. Could anyone explain the difference
between the "B" and "C" box drives? I talked to Sue at Kolb today and she
admitted that she was not sure of the difference.
Ron Payne
Gilbertsville, Ky.
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Alternitive Engines |
I have ruled out the Rotax 4 strokes because I just will
not pay that much for their engines. I have ruled out the
high RPM 4 strokes partly for reliability concerns but also
because I would not be happy with a screaming 4 stroke. I
was close to deciding on a Jaberu but after the review in
the EAA mag. they said it was noisier than the Rotax 912 and
it is pretty bad.
Rick:
The 912/912S is not a noisy engine. It is the prop that
makes the noise.
Both engines are designed for continuous duty at 5,500 rpm.
That's about 79 HP for the 912 and 95 hp for the 912S. Both
engines have been extensively tested by us, the consumers,
and maybe Rotax. I normally flew my 912 at 5,000. I have
flown from Alabama to Oshkosh and back at 5,400 continuous
for more than 24 flight hours with good results.
912/912S has integral gear reduction drive, hydraulic valve
lifters (means no valve adjustment), and are super
reliable. Never had either of my engines quit except for
two occassions because of fuel contamination once and water
once. When you buy the engine you still need a radiator for
oil and one for water, plus an exhaust system.
Was lookin at the Vernier 1400 specs the other night. This
is a maintenance intensive engine. Valve adj every 25 hrs,
timing chain adj at 25 hrs, check plugs at 25 hrs, oil and
filter change at 50 hrs, and a couple other items that need
attention. That would get old, to me, after a short while.
Does not take long to put 25 hrs on an airplane.
Maintenance on the 912/912S is oil/filter change at 100 hrs,
check plugs at 100 and change at 200 hrs. Gear box, being
part of the primary case is also lubed by engine oil and is
pressure lubed. That's about it folks.
Reliability, to me, is worth the extra money for the
912/912S. There is a certain sense of well being when
flying in front of those engines. They change the character
of the aircraft if you have had a 582 installed and flown
before you change up to the 912/912S.
No engine is infallible. They will all quit when you least
expect it. I have never had one quit when I thought it
would. All the engines 2 and 4 stroke are good though, and
they all need to be taken good care of. I regular check and
maintenance program is essential for anything we use for
power to push our little airplanes.
john h
________________________________________________________________________________
| From: | Dama Riddick <dama(at)mindspring.com> |
Kolb pilots/builders: I work for a FAR 135 charter operator based in
Atlanta. We travel all over the SE USA and even take the Lears to the west
coast on occasion. I am going to try and e-mail the list when I have some
time on the ground (waiting for passengers) wherever I happen to be. I hope
to run across many airplanes and even projects and eventually have a site
with some information about what I've seen. So, if I happen to be nearby,
please consider flying over or picking me up for a visit to your shop. Most
often visited: GA FL AL TN NC SC VA.
Sincerely,
Kip Laurie
N111KX
FS-705
44 hours since Sept.
________________________________________________________________________________
| From: | ZepRep251(at)aol.com |
| Subject: | Re: Dealing with Kolb... Good & Bad |
You know; there is no reason everyone should have to buy those specialized
tools like cable cutters and crimpers when we only use them once (unless we
do something really unsmart) and then throw them in the tool box. Anyone
needs to borrow mine is welcome.G Aman FS2 N.E. Ohio
________________________________________________________________________________
| Subject: | Re: Alternative Engines |
| From: | Ray L Baker <rbaker2(at)juno.com> |
You pay more for a Rotax 912 when you buy it. It costs less to operate.
You will get more for it when you sell it. Does it really cost that much
for the increased reliability.
That is how I justified it to myself and more importantly to the wife,
who has now named the plane "HOW MUCH!"
L. Ray Baker
Lake Butler, Fl
Building Mark III, SN M1156--N629RB
________________________________________________________________________________
| From: | Bill Peterson <b1bookie(at)yahoo.com> |
| Subject: | Re: Need advise and thanks |
>
> First I want to thank each and every one of the
Kolbers on this list for taking the time it took to
respond and give me their advise. This is a very
valuable group of people that help each other and I'm
thankfull to be a fellow Kolber (soon I hope). Here is
what has transpired since your advise. First I
contacted UPS claims to see if I could do anything to
help resolve the claim. I was told that this was
between UPS and the shipper (Kolb Aircraft). So I
visited my attorney to see if a few phone calls would
make a difference and he suggested that his time would
not be very cost effective for me and would probably
cost more than the parts that were damaged. Then I
made another appeal to Norm at Kolb to see if he would
change his position and give me what I payed for. Its
been a couple of days now and no response so all I can
do is assume that he hasn"t.
I'm not going to try and make life miserable for
anyone at Kolb. I am sincerely disapointed that Kolb
has taken this position of not honoring me as a
valuable client. Well, life goes on and I'm not going
to hold any hard feelings towards anyone. I'm just
going to get this 'Bird' in the air some day and
silently thank the LORD for Homer Kolb who designed
this plane.
Again thanks to all.......Bill>
>
>
> >
> >
> >
> >
>
>
>
>
>
>
>
>
>
>
Get your FREE downlo> ad of MSN Explorer at href"http://explorer.msn.com">http://explorer> .msn.com
>
>
>
> through
>
> http://www.matronics.com/archives
> http://www.matronics.com/emaillists
>
> Matronics!
>
>
>
>
>
________________________________________________________________________________
| From: | ZepRep251(at)aol.com |
| Subject: | Re: Dealing with Kolb... Good & Bad |
The two seat option gets you the heavier gear, 7 rib wings and a .75 cent
sling seat and a piece of tubing welded across the gear leg support section
to wrap your sling seat around.H'mmm still sounds expensive.
________________________________________________________________________________
| From: | "larrybiglar" <larrybiglar(at)email.msn.com> |
| Subject: | Re: Alternitive Engines |
Seems to me I've heard a little about someone using the Hirth redrive on a
small car engine. The 110 hp Hirth engine would have to have a pretty
rugged drive. Main thing would be making an adapter to bolt it to the VW
engine, and another to connect engine output to redrive input. Also to get
a useable ratio. The drive is pretty light, too. Might be worth checking
out. Lar.
----- Original Message -----
From: "Richard Neilsen" <neilsenr(at)state.mi.us>
Sent: Wednesday, January 10, 2001 11:36 AM
Subject: Kolb-List: Alternitive Engines
>
> I have been doing extensive research on what is the best engine for my
Kolb MKIII. The criteria for selection has been 1 reliability, 2 cost, 3
thrust, 4 weight, and 5 engine/prop noise.
>
> I have considered the following engines Rotax 582 - 912s, GEO - B2 &
Raven, BMW with German >
>
________________________________________________________________________________
| From: | "larrybiglar" <larrybiglar(at)email.msn.com> |
| Subject: | Re: Alternitive Engines |
I looked that one over, and it sure looks flimsy to me. Picky
Lar.
----- Original Message -----
From: <RWilton101(at)aol.com>
Sent: Wednesday, January 10, 2001 2:32 PM
Subject: Re: Kolb-List: Alternitive Engines
>
> Didja check Great Plains?
>
>
________________________________________________________________________________
| Subject: | Re: Alternative Engines |
| From: | Ray L Baker <rbaker2(at)juno.com> |
You pay more for a Rotax 912 when you buy it. It costs less to operate.
You will get more for it when you sell it. Does it really cost that much
for the increased reliability.
That is how I justified it to myself and more importantly to the wife,
who has now named the plane "HOW MUCH!"
L. Ray Baker
Lake Butler, Fl
Building Mark III, SN M1156--N629RB
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)telepath.com> |
| Subject: | Re: Shipping Damage |
> When I buy my next Kolb I think I will drive to London with my trailer an> d
pick it up in person. I'll save the shipping cost, be sure the kit is c> omplete,
minimize shipping damage and avoid contact with the shipping com> pany. By
the way did they ever find Jimmy Hoffa? If they catch me doing t> heir job I
may find out ;-).
And if I miss my guess, you may also be assesed the sales tax
since it no longer qualifies as a "mail order".....least ways that's
what I've found to be generally true........
J.Baker
________________________________________________________________________________
| From: | "bob n." <ronoy(at)shentel.net> |
| Subject: | Re: Shipping Damage |
Old Kolb told me I'd have to pay PA sales tax if I came up with truck.
bn
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)telepath.com> |
| Subject: | Re: Alternitive Engines |
> This takes me back to the VW. There is no other engine like it.
> the supply is unending, it will produce a reliable 90-100 HP under
> 4,000 RPM and you have to wok at spending over $4,000.00 for a
> brand new 2180cc long block.
Not quite. You'd have to be a regular member in the Wizard
department to get anywhere near the 90-100 hp under 4000....
6000 to 7000 would be more like it at which point one could
measure the life of the engine in tens of hours. Another huge
shortcoming of the VW is the fact that you can get displacement
either via stroke or bore. Even at a 92 mm bore the cases are
becoming extremely thin in the barrel spigot area and start to
crowd the stud supports. My druthers for a reasonable reliability
margin are to stay under 2100cc and not over the 92 mm bore.
J.Baker
________________________________________________________________________________
| From: | "Kenny Broste" <spiritmoves(at)earthlink.net> |
| Subject: | Re: Need advise and thanks |
Write an open letter to KOLB on this server letting the people at Kolb know
that many of their customers are subscribers to this list and are sadly
disappointed in the service you have received. The best advertising is a
happy satisfied customer.
________________________________________________________________________________
| From: | "Kenny Broste" <spiritmoves(at)earthlink.net> |
| Subject: | FAA Airworthiness Inspection! |
Would those of you who have gone through an FAA inspection on a FIRESTAR
II care to describe your thoughts and outcomes, suggestions, what their
looking for etc.?
________________________________________________________________________________
| From: | cajwoods(at)mindspring.com |
----- Original Message -----
From: "Dama Riddick" <dama(at)mindspring.com>
Sent: Wednesday, January 10, 2001 9:37 PM
Subject: Kolb-List: On the Road
,
> please consider flying over or picking me up for a visit to your shop.
Most
> often visited: GA FL AL TN NC SC VA.
> Sincerely,
> Kip Laurie
> N111KX
> FS-705
> 44 hours since Sept.
I'm based in Cartersville Ga. Have 912S powered Slingshot - brother has 912S
powered MKIII. E-mail at cajwoods(at)mindspring.com or call at 770-382-8243
Bill Woods
________________________________________________________________________________
| From: | "Kenny Broste" <spiritmoves(at)earthlink.net> |
| Subject: | Cross-Country Flights! |
Here's another question for all you brainy kind of guys. Refueling on a
long cross country flights. What's worked best for you? Have you ever
been denied entry into a class D airport for purposes of refueling? I'm
still in the building phase, hope to be up by late summer (depends on
money). Gas stations next to an open field? Ground crew following you?
When they mention prior permission to enter a D class airport airspace,
is a radio call outside of their area sufficient? I'd appreciate
everyone's suggestions.
________________________________________________________________________________
| Subject: | Re: Cross-Country Flights! |
| From: | ul15rhb(at)juno.com |
Hi Ken,
You don't have to be brainy to fly x-country, just be prepared. There are
many pilots on this list that really fly across the country, our own John
Hauck probably the most notorious. Since I have a 5 gallon main tank in
my Original FireStar, I carry 2 auxiliary tanks that hold 3 gal each.
These are the red gas cans bought from a local hardware store that fit
perfectly side by side behind my seat on a bench that I made. I prefer
autogas, but will use 100LL on the field and carry along enough 2-cycle
oil to mix. I don't have a radio and have never been denied access to any
class D airport. I can land at a grass strip to transfer fuel if I don't
need gas. I have to thank the airport manager at Winona MN who loaned me
his truck to go buy gas at the local station on my way to Oshkosh in '99.
These guys bend over backwards to help out sometimes.
Ralph Burlingame
Original FireStar
writes:
> Here's another question for all you brainy kind of guys. Refueling
> on a
> long cross country flights. What's worked best for you? Have you
> ever
> been denied entry into a class D airport for purposes of refueling?
________________________________________________________________________________
| From: | "larrybiglar" <larrybiglar(at)email.msn.com> |
| Subject: | Re: Alternitive Engines |
I've done a lot of research on just this, and read many dyno reports. I
think Richard is right on the money in his estimate. I do have to agree on
the question of bore size, and that's why I stuck with 2110 cc - 90.5 mm
barrels - based on the recommendations of several VW powered dune buggy
racers. Big Lar.
----- Original Message -----
From: "Jim Baker" <jlbaker(at)telepath.com>
Sent: Wednesday, January 10, 2001 7:42 PM
Subject: Re: Kolb-List: Alternitive Engines
>
> > This takes me back to the VW. There is no other engine like it.
> > the supply is unending, it will produce a reliable 90-100 HP under
> > 4,000 RPM and you have to wok at spending over $4,000.00 for a
> > brand new 2180cc long block.
>
> Not quite. You'd have to be a regular member in the Wizard
> department to get anywhere near the 90-100 hp under 4000....
> 6000 to 7000 would be more like it at which point one could
> measure the life of the engine in tens of hours. Another huge >
________________________________________________________________________________
| Subject: | Re: Cross-Country Flights! |
| From: | ul15rhb(at)juno.com |
> I don't have a radio and have never been denied access
> to any class D airport.
> Ralph Burlingame
> Original FireStar
Excuse me guys, I think I confused a Class D airport with a Class C. I
believe you do need a radio to gain access to a Class D airport.
Ralph Burlingame
Original FireStar
________________________________________________________________________________
| From: | John Richmond <twoschmoops(at)yahoo.com> |
| Subject: | Re: Need advise and thanks |
I'll second this advice.
--- Kenny Broste wrote:
>
>
> Write an open letter to KOLB on this server letting the people at
> Kolb know
> that many of their customers are subscribers to this list and are
> sadly
> disappointed in the service you have received. The best advertising
> is a
> happy satisfied customer.
>
>
>
>
>
>
=====
John & Lynn Richmond :-)
Palm Coast, Fl.
Mk3, 582
________________________________________________________________________________
| From: | "Steven S. Green" <GREENSS(at)Bowater.com> |
A1-type: MAIL
I am getting close to ordering an engine for my FireStar. I am
going to use a Rotax 503 DCDI with electric start.
Could anyone explain the difference between the "B" and "C" box
drives? I talked to Sue at Kolb today and she
admitted that she was not sure of the difference.
Ron Payne
Gilbertsville, Ky.
Ron,
Get Sue to mail you a copy of the warranty policy that Rotax has for
delayed warranty coverage. I was given some warranty information
verbally when I bought my engine that was not correct and now I have an
engine that I ran for the first time last week that has no warranty. I
am not blaming anyone but myself. I just don't want this to happen to
anyone else.
Steven Green
Mark III (Taxi testing)
N58SG
Etowah, TN
________________________________________________________________________________
| From: | "Richard Neilsen" <neilsenr(at)state.mi.us> |
| Subject: | Re: Alternitive Engines |
Yes, I purchased my engine from Great Plains, I check their web site weekly for
changes and I have lost count the times I have talked to Steve Bennet (the
owner).
>>> RWilton101(at)aol.com 01/10/01 05:32PM >>>
Didja check Great Plains?
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Cross-Country Flights! |
I have to thank the airport manager at Winona MN who
loaned me
> his truck to go buy gas at the local station on my way to Oshkosh in '99.
> Ralph Burlingame
Ralph and Gang:
Winona, MN, was my first fuel stop the second day of my
flight north this summer. Beautiful area. I remember it
was a little chilly and sunny that morning as I shot my
approach from the south up the Mississippi River.
Brings back memories.
john h
________________________________________________________________________________
| From: | "Richard Neilsen" <neilsenr(at)state.mi.us> |
| Subject: | Re: Jabiru Engine Review |
They didn't really say anything bad about the Jabiru they just mentioned that it
was more noisy than a 912. I'm sure the noise is from the prop. My direct drive
VW has a cruise RPM of 2800-3100 depending how fast I want to go (slow or
somewhat faster). I originally had to wear ear plug under my headphones. I now
have a set of active noise reduction headphones so I don't need to wear ear plugs
but I still need to cut back to 2500 RPM to be heard on the radio and it
is mostly prop noise.
Also I'm very impressed with the Jabiru engine. I do have concerns about the noise
and thrust, and both would be eliminated if it had a reduction drive.
>>> 01/10/01 09:27PM >>>
Richard: I dont get the EAA mag. Can you tell me what they said was "Bad"
about it ? I've heard nothing but good about it. It turns only 2800 RPM at
cruise and registers only 62 decibels on a full power flyover, very quiet for
an aircraft engine. Id really like to know what the EAA mag. said. Thanks Kris
________________________________________________________________________________
| From: | "Richard Neilsen" <neilsenr(at)state.mi.us> |
| Subject: | Re: Alternitive Engines |
I kind of expected a bunch of apposing E-mail but..
You may need to check your facts the 92 mm bore is the more conservative max size.
Jean Smith who flies the reduction drive Texas trainer at Oshkosh swears by
the 94 mm bore using the 041 heads. Seems like Jean is getting 90 plus horse
power at 3800 RPM. Its not unusual to see VW engines turning 6,000 and up to
10,000 RPMs with HP in the 250+ range. My point was using these off the shelf
racing parts (cranks, rods, etc.) one can have a reliable 3800 takeoff 3000 cruise
RPM engine pulling 90+ HP long block for under $4,000.00.
Rick Neilsen
VW powered MKIII
82 mm x 92 mm - 2180cc Great Planes direct drive engine
Grand Ledge MI
>>> jlbaker(at)telepath.com 01/10/01 10:42PM >>>
> This takes me back to the VW. There is no other engine like it.
> the supply is unending, it will produce a reliable 90-100 HP under
> 4,000 RPM and you have to wok at spending over $4,000.00 for a
> brand new 2180cc long block.
Not quite. You'd have to be a regular member in the Wizard
department to get anywhere near the 90-100 hp under 4000....
6000 to 7000 would be more like it at which point one could
measure the life of the engine in tens of hours. Another huge
shortcoming of the VW is the fact that you can get displacement
either via stroke or bore. Even at a 92 mm bore the cases are
becoming extremely thin in the barrel spigot area and start to
crowd the stud supports. My druthers for a reasonable reliability
margin are to stay under 2100cc and not over the 92 mm bore.
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
| Subject: | Re: Cross-Country Flights! |
In a message dated 1/10/01 7:57:57 PM Pacific Standard Time,
spiritmoves(at)earthlink.net writes:
> When they mention prior permission to enter a D class airport airspace,
> is a radio call outside of their area sufficient? I'd appreciate
> everyone's suggestions.
>
I operate my Mark 3 out of a grass strip that is actually inside the
class D at Trenton, NJ. Our local practice is to contact the Trenton tower
on departure and outside the class D. If you don't have a radio a phone call
will do.
Mark R. Sellers
Kolb Twinstar Mark III
N496BM
________________________________________________________________________________
| From: | "Kenny Broste" <spiritmoves(at)earthlink.net> |
| Subject: | Re: Cross-Country Flights! |
You need a transponder also unless prior permission is given.
________________________________________________________________________________
| From: | "Kenny Broste" <spiritmoves(at)earthlink.net> |
John, did you have a ground crew on your long flight was it last summer
or just have all your spots very well planned? I'd have to say an
ultralight is a great deal more affected by head or tail winds than GA,
thereby playing havoc with planned refueling stops. Did you call the
next airport via the telephone before leaving the present airport you
were at for permission to land at their facility for refueling? Come on
all you old timers, share your knowledge with us young bucks! Thanks
________________________________________________________________________________
| From: | slyck <slyck(at)frontiernet.net> |
There is no greater thrill than starting out on the first leg of a
well-planned
I looked at a sectional there were a whole lot more of the little red
circles
than the little blue ones. --and if the map says "fuel" they usually
have it.
I've covered a good bit of the northeast with nothing more than a
sectional
with little lines drawn on it, magnetic compass, and two eyeballs.
I gave up cigars, but be sure to bring the lap snax----BB
________________________________________________________________________________
| From: | "Jeremy Casey" <jrcasey(at)mindspring.com> |
I have a question for the 912S drivers on the Kolb list. There is a local
guy here in Smiths Station, Al. that recently completed a Rans S-6S with a
912S and is having some trouble finding a suitable prop. He has followed
Rans recommendations and now it even sounds like they are running out of
ideas. He started with a Warp 2-blade 72" regular tip. It wouldn't absorb
the HP. He then went to a taper-tip with everything else same as before.
It and the first one have a BAD vibration between 4000-4500 rpm when your
backing off the throttle. It vibrates the whole airframe. Once it slows
down a little it goes away. The 2-blade started to delaminate about 10
inches or so from the hub. Sent it back and went with a 3 blade 70 or 72"
(can't remember)Warp taper tip. Not as bad of a vibration , but still
there. Now I know he has a tractor configuration and all the Kolbs will be
pusher , but has anyone else had any trouble???
Jeremy Casey
jrcasey(at)mindspring.com
________________________________________________________________________________
| From: | "Jeremy Casey" <jrcasey(at)mindspring.com> |
| Subject: | Alternitive Engines |
Another huge
shortcoming of the VW is the fact that you can get displacement
either via stroke or bore. Even at a 92 mm bore the cases are
becoming extremely thin in the barrel spigot area and start to
crowd the stud supports. My druthers for a reasonable reliability
margin are to stay under 2100cc and not over the 92 mm bore.
J.Baker
One that same note...Yes you can buy 94mm VW jugs but they are typically a
92mm casting that is just turned down on the inside to 94mm. In other words
the walls of the cylinders are getting thin and deform under heat (And the
heat generated by producing anywhere near 100hp out of 2180 or 2200cc's is
ALLOT of heat!) Not saying it can't be done , it's just going to be a trial
and error job to get the cooling right. Remember that even on the A-65 that
was put in thousands of J-3 cubs with the cylinders hanging out in the
breeze (with the prop BLOWING on them...) they still had to put eyebrow
scoops on them to keep them cool. And in the VW your biggest problem will
be keeping the heads cool and they have next to no cooling fins on them. I
guess what I'm saying is this...its not how to get more power out of a VW
that's the problem...Just redrive it and turn it faster (cause 2180 is about
as big as you can go) .... the problem is how to keep it from melting down.
Look at the Rotax 912...initially it was intended to be air and oil cooled ,
but they couldn't keep the temps down in the heads , so they had to water
cool them. Same with the Subaru...to get more power out of it RELIABLY they
had to water cool it to keep it cool...
VW is a great engine in a airplane...it just has its limitations.
My own $.02 worth...and worth what you paid for it.
Jeremy Casey
jrcasey(at)mindspring.com
________________________________________________________________________________
| From: | "Kottke, Dwight" <dkottke(at)scherping.carlisle.com> |
| Subject: | "B" Box or "C" Box |
I have three questions I'd like to throw out to you folks.
1. Can you convert a 377 into a 437?
The cranks, rods, base gaskets are the same. Can you throw on the 437
piston, jugs and head and blast off?
2. Has anyone run the 377,437,503 in the free air mode?
3. What is the difference between the 377,437,503 that is used in
snowmobiles as compared to those in planes?
-----Original Message-----
From: Possum [mailto:possums(at)mindspring.com]
Sent: Wednesday, January 10, 2001 6:54 PM
Subject: Re: Kolb-List: "B" Box or "C" Box
>
>I am getting close to ordering an engine for my FireStar. I am going to
use
>a Rotax 503 DCDI with electric start. Could anyone explain the difference
>between the "B" and "C" box drives? I talked to Sue at Kolb today and she
>admitted that she was not sure of the difference.
>
>Ron Payne
>Gilbertsville, Ky.
I like the 503 with the "E" gear box better. It has the starter built-in
and turns slower.
Possum
________________________________________________________________________________
| From: | "bob n." <ronoy(at)shentel.net> |
| Subject: | Re: Kolb-List Digest: 35 Msgs - 01/10/01message of Wed, |
Kolb-list seems ok here, but fly-ul down several days now.
bn
________________________________________________________________________________
| From: | "Richard Neilsen" <neilsenr(at)state.mi.us> |
| Subject: | Alternitive Engines |
I agree the more HP you make the more cooing is needed. I'm not planning to turn
my engine any more RPMs than I am now I just want to turn a larger prop slower.
In actual tests the thrust is 2-3 times the thrust that I'm getting with
my direct drive engine. I built cooling scoops that push and pull cooling air
through my engine and I use the standard cooling tins. No you can't just hang
the cylinders and heads out in the air and expect them to stay cool. I don't have
a cooling problem in fact I have more problems with my CHT getting too cold.
As for higher power engines there are 044 heads that have more fins and there
is even a manufacture that makes oil cooled heads.
Rick Neilsen
VW powerd MKIII
>>>>>>One that same note...Yes you can buy 94mm VW jugs but they are typically
a
92mm casting that is just turned down on the inside to 94mm. In other words
the walls of the cylinders are getting thin and deform under heat (And the
heat generated by producing anywhere near 100hp out of 2180 or 2200cc's is
ALLOT of heat!) Not saying it can't be done , it's just going to be a trial
and error job to get the cooling right. Remember that even on the A-65 that
was put in thousands of J-3 cubs with the cylinders hanging out in the
breeze (with the prop BLOWING on them...) they still had to put eyebrow
scoops on them to keep them cool. And in the VW your biggest problem will
be keeping the heads cool and they have next to no cooling fins on them. I
guess what I'm saying is this...its not how to get more power out of a VW
that's the problem...Just redrive it and turn it faster (cause 2180 is about
as big as you can go) .... the problem is how to keep it from melting down.
<<<<<<<<
________________________________________________________________________________
| From: | "Jeremy Casey" <jrcasey(at)mindspring.com> |
| Subject: | Alternitive Engines |
Then you will have a 75-80 HP engine that is getting better prop efficiency
not a 90-100 HP engine. Every "reputable" VW conversion I've ever heard of
(Mosler, Great Plains , Monnett , V-Witt) all rate a 2180 at 75-80 HP when
turned at approx. 3400-3600 RPM (Compression ratios being equal...) My
UNeducated opinion would be that to get 90 HP you have to break 4000 RPM and
I think you're longevity would go down. But I certainly wouldn't discourage
you from giving it a try. That's how we improve things. I know of VW's
built for cars that run higher RPM's than this , but they don't do it for
very long at a time. If your just going to bump it up to 4K for takeoff or
something and then get out of it , you might be fine , assuming you built a
good balanced and blueprinted engine. Granted though I don't think you'll
ever make a VW be anywhere near as maintenance free as a Rotax 912. (I know
of 1500+ hours examples that have never had anything but spark plug and oil
changes) (Direct drive example) But I've heard of lots of KR guys that have
to crack the cases and have the case trued up cause they are leaking so much
oil at 300 hours or less (From the higher than normal stresses that they
get...redriven might not have this problem...). On the other hand you
occasionally hear of one going 800-900 hours , but that's pretty rare.
There is a guy in Canada I believe, named Jim Mantyala that built a redrive
for a Sube that uses an off the shelf planetary gear from a Chrysler
product. He told me that his could be adapted to a VW. If you want his
email I'll see if I can dig it up...
Jeremy Casey
jrcasey(at)mindspring.com
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of Richard
Neilsen
Sent: Thursday, January 11, 2001 2:42 PM
Subject: RE: Kolb-List: Alternitive Engines
I agree the more HP you make the more cooing is needed. I'm not planning to
turn my engine any more RPMs than I am now I just want to turn a larger prop
slower. In actual tests the thrust is 2-3 times the thrust that I'm getting
with my direct drive engine. I built cooling scoops that push and pull
cooling air through my engine and I use the standard cooling tins. No you
can't just hang the cylinders and heads out in the air and expect them to
stay cool. I don't have a cooling problem in fact I have more problems with
my CHT getting too cold. As for higher power engines there are 044 heads
that have more fins and there is even a manufacture that makes oil cooled
heads.
Rick Neilsen
VW powerd MKIII
>>>>>>One that same note...Yes you can buy 94mm VW jugs but they are
typically a
92mm casting that is just turned down on the inside to 94mm. In other words
the walls of the cylinders are getting thin and deform under heat (And the
heat generated by producing anywhere near 100hp out of 2180 or 2200cc's is
ALLOT of heat!) Not saying it can't be done , it's just going to be a trial
and error job to get the cooling right. Remember that even on the A-65 that
was put in thousands of J-3 cubs with the cylinders hanging out in the
breeze (with the prop BLOWING on them...) they still had to put eyebrow
scoops on them to keep them cool. And in the VW your biggest problem will
be keeping the heads cool and they have next to no cooling fins on them. I
guess what I'm saying is this...its not how to get more power out of a VW
that's the problem...Just redrive it and turn it faster (cause 2180 is about
as big as you can go) .... the problem is how to keep it from melting down.
<<<<<<<<
________________________________________________________________________________
| From: | ZepRep251(at)aol.com |
| Subject: | Re: Alternitive Engines |
Good advice..Great plains claims 68 hp out of 1980cc VW @3200rpm direct drive
.
________________________________________________________________________________
| From: | Bill & Anna Vincent <vincentab(at)chartermi.net> |
If anyone is planning on purchasing a c-box, please do not buy the 3:1
gear ratio - gearbox; I have heard that it can cause harmonic resonance
between prop and power plant. ( I found this out the hard way )
Bill Vincent
Firestar II
Quinnesec, Upper Peninsula of Michigan
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
Kenny Broste and Gang:
Let's see if I can help you out with your XC flying a
little.
I fly and have flown my XCs since day one in an UL same as I
flew XCs in Army helicopters. I plan and fly just like I
would for any GA XC flight.
I have been XC'ing ULs since 1984, and have never had a
ground crew. Do not know what the meaning of the terminolgy
is. :-)
I do not plan my fuel stops. I fly til I have to get take a
pit stop or need fuel. Land at, normally, non-tower
controlled airports. I have a VHF, no transponder, land at
tower controlled airports (Class D) as needed. I prefer
nontower airports because it is usually a little quicker
getting in and out of them.
Wind affects ULs same as 747s. If an UL has a 10 mph
headwind, subtract 10 mph from cruise and get your ground
speed. C5As do the same thing.
I don't make any prior arrangements to land at airports. I
do not need permission to land at a non tower controlled
airport.
I flew my Ultrastar, Firestar, same as N numbered MK III on
XCs.
Normally, I start out with a Road Atlas, whick I carry with
me in the airplane when I am on a XC that covers more than a
couple Sectionals. Get an idea of the route of flight and
major check points, draw a course line on the Sectional,
check weather, and fly. Depending where I am, Canada,
sparsely populated areas, Alaska, I file a flight plan. If
I do not file a flight plan with Flight Service, then I file
one with my gal friend Nell, family member, or friend.
Someone will know where I am in case I don't come back home
or show up at my intended destination.
Of course there is a lot more to flying extended XCs, but
basically the above is what I do on any of them, short or
long. It is a gas to land at an airport a couple thousand
miles from home in an UL, be asked where I am coming from
and where I am going. When I first started all this XC
flying in ULs, I would get a great big grin on my face when
I crawled in my sleeping bag under the wing of my Firestar
in a hay field in Virginia in the Shenandoa (sp) Valley, or
Monterey, NY, or Linden, Michigan, or Manistique, Michigan,
Oshkosh, Lakeland, Miami, Crystal River, Florida, Marshall,
Texas, Muscogee, Oklahoma, El Centro, California, Dawson
Creek, BC, Eureka Lodge, Alaska, North Pole, Alaska, Dead
Horse, Alaska, Willette, California, Ashland, Oregon,
Fabens, Texas, Zapata, Texas, Arlington, Washington,
Marquette, Michigan, and on and on. Not all those places
were visited by my Firestar, but a bunch of them were. The
rest was flown in the MK III. That's a few of the places
Homer Kolb's airplanes have taken me. Yep, and Muncho Lake,
BC, where I made my last landing in my MK III. hehehe
Gonna be a long way from my last landing and my next takeoff
in Miss P'fer, 3,742 miles, and about 8 months.
Extended XCs are just a buncha little legs flown til ya get
all those miles behind you.
Take care,
john h
John, did you have a ground crew on your long flight was it
last summer
or just have all your spots very well planned? I'd have to
say an
ultralight is a great deal more affected by head or tail
winds than GA,
thereby playing havoc with planned refueling stops. Did you
call the
next airport via the telephone before leaving the present
airport you
were at for permission to land at their facility for
refueling? Come on
all you old timers, share your knowledge with us young
bucks! Thanks
________________________________________________________________________________
| From: | "larrybiglar" <larrybiglar(at)email.msn.com> |
| Subject: | Re: Alternitive Engines |
All sortsa neat stuf ! ! ! Don't want to cause any wars, but I think you'll
find that the 92mm VW cylinder is a bored out 90.5, and has thinner walls.
The 94 is a new casting, that can be bored bigger, but then you're running
into the thin case problem, as well as cutting into the stud area on the
heads and case. This is from the techs at Scat Automotive, in Redondo
Beach, CA. Nice folks to work with, and very helpful. If you're
interested, I have wall thicknesses written down in their catalog. Able, in
Florida makes the oil cooled heads, and they're real proud of them. 2 weeks
ago, I emailed them about the in-flywheel alternator they used to advertise,
and got no ( 0 ) response. They're real proud of those too, but I'm running
into a hassle mounting my alternator, due to anticipated cooling needs, and
am almost ( ?? ) ready to spring for the mighty price they want. Revmaster,
in Hesperia, CA also has one, for a lot less money, but they're dying on the
vine, and don't really have any for sale. They could 'maybe' find some
pieces, and I could wind my own, and find a regulator, etc.,
but...................... . . . My visit there in Sept. was depressing, in
spite of the great new engine they're developing. Apparently, a
major part of the cooling problem, is not so much the 'cooling,' but the
EVEN cooling. Wind blowing on the front of the cylinder will cool the front
of the cylinder just fine, but what about the back ?? And the rear
cylinders ?? This is most likely why Rick is not having any cooling
problems with his. If you look at his pics, you'll see that he's built it
sorta like a pressure cowling on a regular plane. Air is forced down
between, and behind the cyls., and cooling is very even. Revmaster's
test bench was interesting. They run 2180 cc, and larger motors ( their new
one is 3 L.) at full power with a prop, on the bench, without overheating,
by using a big blower like out of a swamp cooler ABOVE the engine, blowing
down, and they have a water mister, like for a patio, spraying water mist
into the air stream. Obviously not practical for us, but I think it does
make a point. Now, to cause a war...............my feeling on the
small direct drive motors, is that if you have an 80 hp engine turning a
prop at 3400 rpm, I don't care what name they hang on it, the performance is
going to be the same. If one engine is lighter than the other, you'll gain
because of the greater useful load, or the lighter flying weight, but the
engine still isn't going to do anything magical. Rick's right on the
money...............get a larger prop turning slower, and, for our type of
slow, draggy planes, you'll get more thrust. For a small, light, fast
plane, then sure, the direct drive, 3400 rpm, with a small prop, will do
fine. Big Lar.
----- Original Message -----
From: "Richard Neilsen" <neilsenr(at)state.mi.us>
Sent: Thursday, January 11, 2001 11:42 AM
Subject: RE: Kolb-List: Alternitive Engines
>
> I agree the more HP you make the more cooing is needed. I'm not planning
to turn my engine any more RPMs than I am now I just want to turn a larger
prop slower. In actual tests the thrust is 2-3 times the >
>
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Prop for 912S |
Jeremy:
Beats me!!
Been flying Warp Drive since 1994, with never a problem.
Would recommend talking to Darrel and have him send a new
prop, blades, hub, et al. Start fresh from scratch.
john h
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: "B" Box or "C" Box |
Dwight,
Yes to question #1, except you need to change the carb jetting.
Yes to the second question, except it was done only in tractor configurations,
to my
knowledge.
And the standard Rotax of aircraft is not a 437 but a 447.
John Jung
"Kottke, Dwight" wrote:
>
> I have three questions I'd like to throw out to you folks.
>
> 1. Can you convert a 377 into a 437?
> The cranks, rods, base gaskets are the same. Can you throw on the 437
> piston, jugs and head and blast off?
>
> 2. Has anyone run the 377,437,503 in the free air mode?
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)alltel.net> |
| Subject: | Re: "B" Box or "C" Box |
----- Original Message -----
From: Kottke, Dwight <dkottke(at)scherping.carlisle.com>
Sent: Thursday, January 11, 2001 1:35 PM
Subject: RE: Kolb-List: "B" Box or "C" Box
>
> I have three questions I'd like to throw out to you folks.
>
> 1. Can you convert a 377 into a 437?
> The cranks, rods, base gaskets are the same. Can you throw on the
437
> piston, jugs and head and blast off?
>
Yes, you can Other than the size of the bore and pistons, they are
identicle.
> 2. Has anyone run the 377,437,503 in the free air mode?
Yes, I run a 503 SC- SI Free Air on my Loehle Sport Parasol. You can only
do this in the tractor configuration. On Kolbs you need the fan. I
manufacture and sale Free air scoops for 377, 447, 503SI and 503DI engines.
The 377 and 447 use the same scoop, they are outwardly identicle engines.
This is why I consider the 377 to be just as reliable as the 503 which is
considered the finest 2 cycle aircraft engine available. I also highly
recommend Airscrew performances CDI conversion for all old points ignition
377, 447 or 503s. It advances and retards the spark according to RPM and is
much smoother than Rotaxs aircraft ignitions.
>
> 3. What is the difference between the 377,437,503 that is used in
> snowmobiles as compared to those in planes?
>
> Some older snowmobile Rotaxes do not have provisions for gearbox
attatchment, the many that do will need machining and drilled and tapped.
All the engines from the mid 80s on have the cases that can be machined for
gearboxs, either provision 4 or provision 8. All the snowmoble engines have
single ignition, if it is a CDI, it is already a better ignition than comes
on the aircraft engines. If you feel you need dual ignition on a 503,
Airscrew can probably set you up with the heads you'll need.
No other differances that I know of.
Later,
Denny Rowe
Mk 3, PA
rowedl(at)alltel.net
> -----Original Message-----
> From: Possum [mailto:possums(at)mindspring.com]
> Sent: Wednesday, January 10, 2001 6:54 PM
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: "B" Box or "C" Box
>
>
> >
> >I am getting close to ordering an engine for my FireStar. I am going to
> use
> >a Rotax 503 DCDI with electric start. Could anyone explain the
difference
> >between the "B" and "C" box drives? I talked to Sue at Kolb today and
she
> >admitted that she was not sure of the difference.
> >
> >Ron Payne
> >Gilbertsville, Ky.
>
> I like the 503 with the "E" gear box better. It has the starter built-in
> and turns slower.
> Possum
>
>
________________________________________________________________________________
| From: | DAVIDSNYDER318(at)aol.com |
| Subject: | Re: Dealing with Kolb... Good & Bad |
can the two seat option be added at any time? and if so,how would you add the
extra ribs to the wings after completing them ?
i just
ordered kit #1 firestar DAVE
________________________________________________________________________________
| From: | SDCOLLINS2(at)aol.com |
Attn: Paul J. Robinson
I have a Kolb Mark II project for sale. It might be what you are looking
for. You can either E-mail me back or call me at 303-816-9044 after 7:00
mountain time.
thanks, Darrell
________________________________________________________________________________
| From: | b young <byoung(at)brigham.net> |
<<<>>>>
i visited with a friend at the post office and he said that
if they ask if it is packaged properly and later find out
that it was not even though a person bought insurance the
post office does not have to pay out because of poor
packageing........ the shipper should take care of it. if
the shipper proves it was packaged properly, then it is
back on lthe freight company...... good luck!!!!!
boyd
________________________________________________________________________________
| From: | "Bil Ragsdale" <bilrags(at)earthlink.net> |
Can someone tell me where the EAA article appeared saying unfriendly
things about the jabiru engine. I take the "Experimenter" and don't
remember seeing anything negative (or positive) about the jabiru. If
the article was in the Experimenter, I'd like very much to find out what
issue so I can read it for myself.
Thanks Bil Mk III
________________________________________________________________________________
| From: | Julian Warren <jgw300(at)webolium.com> |
There has been a lot of really interesting conversation going on about
VW Engines. Not being an expert I would just like to report on my
research and list a couple of people whom I feel are very knowledgable
about this.
First I just purchased a VW Engine from Ben Gouse, a Volkswagen
Specialist living here in Eugene, Oregon. He was factory trained back
when these engines were really just coming into popularity. I asked him
today if he minded my putting his name and e-mail on the
internet......because I feel he can answer some questions for those that
need information. His phone: 1-541-345-9308.. his e-mail is
drvolks(at)aol.com.
1957 cc long block equipped and test run with the following:
Windage Tray
Oil pump w/Filter
Push Rod tubes (Wind)
90.5 pistons (He is very pointed against boring out more
than this, and he
is more than willing to discuss it.)
40 x 35.5 valves
Race Rods balanced end to end
Forged counter weighted crankshaft (Bugpack Dee
Engineering).
He is putting it altogether and testing the engine for $1,800.
(included in this prices is installing my Fuel Ignition system. It is
an SDS EM3-F4 which was suggested by Larry Bourne (LARS). Larry can
explain this system, and explain the reason for putting an expensive
addition to your VW.
There are some other charges however that come into
consideration.
A starter
Alternator
Exhaust (four collector - Super trapped)
Ignition Switch
Isnitor
009 Distributor
Plug Wires
Bosch Coil
Rotary Fuel pump
Ben told me today that the engine he is building for me would be rated
at somewhere around 125 hp at 5000 rpm. I do not intend to ask that
much of it, and asked him what hp it would have at 3800! He said that
it would generate approximately 75% of total horsepower at this figure,
or approximately 93 hp at 3800 rpm.
The engine will be equipped with a Rear Mounted 1.6:1 reduction drive.
This is an area I looked into a lot also, not knowing much about the
stresses various mountings would place on the engine. Gene Smith of
Rolla, Missouri phone 1-573-762-2882 and e-mail ranchair(at)socket.net He
is very open to discussing his own RD that is mounted on the front of
the engine and driven by three cog belts. He discussed the various prop
configuration he placed on his "own design" aircraft, starting with a
three bladed Warp Drive, and Ivo prop, then two bladed props specially
built for him by Culver Props. Gene swears by the last one he flew to
Wisc. It was a two bladed 80 inch turning 3800 rpm on take off. He
estimates his total Thrust at over 500#. He had several failures in
proving his RD, which are both informative and interesting to listen
to. Further he now has his RD offered by Great Plains and stated it
was installed on two aircraft in the Pusher configuration. ( I am going
to look into this more thoroughly to find out what their estimated
performance figures are.)
I spoke to Warp Drive, Ivoprop, Precision Propellers, and Culver. Warp
Drive and Ivoprop both felt their 3 bladed 72 inch props were the way to
go. They could not tell me what the thrust would be at a given RPM
which still bothers me somewhat. They were more interested in the
engine horse-power, and whether it was going to be used in Tracter or
Pusher position. Absolutely no information on thrust figures were
available. They felt their props could be adjusted to meet any
requirements and run smoothly.
Precision Props did not feel qualified to build a prop for the VW engine
in Tracter position. The owner said he had made numerous tracter props
with various laminations. He spoke of tip speed at various lengths, and
really pulled away from my understanding. He felt his experience lent
itself more to tracter engines in free-air configurations.
Culver was the most positive in belief in their product. They had
designed two props for Gene Smith for use to produce the most thrust.
It ended up being two bladed with broad blades. They stated that their
testing of props includes running at higher speeds than expected. With
the Reduction Drive the props have more than met the design figures
according to Culver.
Larry had an RD that the designer is no longer selling, because there
was insufficient demand. Larry did offer that there had been some shaft
failure problems which had been attributed to improperly treating the
metal before turning it into a shaft. (I believe that Gene Smith said
something about his shafts having an initial problem. I will be
following up on this also.) The designer is having Larry test run his
RD for 10 hours, and he can tell you more about that. I am very
interested in the results of that test.
I am thoroughly convinced that a Rear Reduction Drive for a VW will
eventually be successfully designed that eliminates the various stress
problems that have been done so with other types of car motors. The
cost of these drives is prohibitive, in the $4,000 and higher range.
This price combined with the cost of a well equipped VW engine will put
the total package in the $8,000 and higher range. While the hopes for a
dependable VW powered aircraft builder are to develop a power plant that
will make aviation more attainable by those of limited funds. I too am
caught in the fact that the VW engine is probably the most dependable,
affordable, and test that is available. The Racing community has seen
this for years, and have made great strides in getting the utmost out of
the engine. It can be done...it only takes someone with the proper
motivation.
My .$.02 worth, and overpriced at that.
Julian Warren
Eugene, Oregon
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Airscrew Performance CDI |
Don't forget the old 532 water cooled engines. I am using one and it
benefits greatly with the Airscrew Performance CDI. Not cheap,
but worth it.
Richard Pike
MKIII N420P (420ldPoops)
I also highly
>recommend Airscrew performances CDI conversion for all old points ignition
>377, 447 or 503s. It advances and retards the spark according to RPM and is
>much smoother than Rotaxs aircraft ignitions.
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Re: Cross-Country Flights! |
There is another option, it is called a Letter Of Agreement.
Essentially it is a contract between you and the local
ATCT facility that says that you, or those whom you are
willing to be responsible for, have the FAA's permission to
operate into and out of the airspace without having to call.
I have one for my place (3TN0) so that my Part 103 (U/L)
buds, or NORDO part 91 flyers can come and visit me inside
the Class D airspace without having to jump through hoops.
It specifies the direction of ingress and egress, the altitude
which they must stay below, and prohibitions against using
the airspace when below VFR. Now I can come and go without
having to call, same for my friends, and Part 103 types also.
The terms of the Letter are at the discretion of the Tower Chief,
and are negotiable, and also revocable. (If you abuse them)
Maybe this will be helpful to someone.
Richard Pike
MKIII N420p (420ldPoops)
>
>In a message dated 1/10/01 7:57:57 PM Pacific Standard Time,
>spiritmoves(at)earthlink.net writes:
>
>
>> When they mention prior permission to enter a D class airport airspace,
>> is a radio call outside of their area sufficient? I'd appreciate
>> everyone's suggestions.
>>
>
> I operate my Mark 3 out of a grass strip that is actually inside the
>class D at Trenton, NJ. Our local practice is to contact the Trenton tower
>on departure and outside the class D. If you don't have a radio a phone call
>will do.
>
>Mark R. Sellers
>Kolb Twinstar Mark III
>N496BM
>
________________________________________________________________________________
In a message dated 1/11/01 5:42:39 PM Eastern Standard Time,
hawk36(at)mindspring.com writes:
> Of course there is a lot more to flying extended XCs, but
> basically the above is what I do on any of them, short or
> long. It is a gas to land at an airport a couple thousand
> miles from home in an UL, be asked where I am coming from
> and where I am going. When I first started all this XC
> flying in ULs, I would get a great big grin on my face when
> I crawled in my sleeping bag under the wing of my Firestar
> in a hay field in Virginia in the Shenandoa (sp) Valley, or
> Monterey, NY, or Linden, Michigan, or Manistique, Michigan,
> Oshkosh, Lakeland, Miami, Crystal River, Florida, Marshall,
> Texas, Muscogee, Oklahoma, El Centro, California, Dawson
> Creek, BC, Eureka Lodge, Alaska, North Pole, Alaska, Dead
> Horse, Alaska, Willette, California, Ashland, Oregon,
> Fabens, Texas, Zapata, Texas, Arlington, Washington,
> Marquette, Michigan, and on and on. Not all those places
> were visited by my Firestar, but a bunch of them were. The
> rest was flown in the MK III. That's a few of the places
> Homer Kolb's airplanes have taken me. Yep, and Muncho Lake,
> BC, where I made my last landing in my MK III. hehehe
> Gonna be a long way from my last landing and my next takeoff
> in Miss P'fer, 3,742 miles, and about 8 months.
>
>
I love this paragraph, but probably not as much as John does....he REALLY
knows how to have an adventure with his beloved little plane made by Homer
Kolb.
Keep the comments comin John!!
GeoR38
________________________________________________________________________________
| From: | "larrybiglar" <larrybiglar(at)email.msn.com> |
Sure sounds good to me ! ! ! Just a couple of
things...................since the SDS is a fully self contained fuel
injection / crank fired ignition setup, you won't need the coil, or
distributor. The other.............I'll be watching that exhaust system
with great interest, since mine is a cobbled up dual exhaust, and not as
efficient as a good 4 into 1. Mine had ( has ) the advantage of being cheap
enuf that I didn't hesitate to chop into it, to make it clear the injector
fuel rails. Also, with Julian's extensive help, my own web page is
well under way. That too, is turning into a major project, but also a lot
of fun. ( And a lot of hair pulling ) Sure helps when you have someone who
knows what they're doing to point the way. Big Lar.
----- Original Message -----
From: "Julian Warren" <jgw300(at)webolium.com>
Sent: Thursday, January 11, 2001 10:04 PM
Subject: Kolb-List: VW Engines
>
> There has been a lot of really interesting conversation going on about
> VW Engines. Not being an expert I would just like to report on my>
________________________________________________________________________________
| From: | "Ron or Mary Payne" <ronormar(at)apex.net> |
| Subject: | Re: Dealing with Kolb... Good & Bad |
I am about half way through building my FireStar. It was my understanding
that Kolb no longer sells the 5 rib version of the FireStar. The difference
between the FireStar I and the FireStar II is only the extra gas tank and
the rear sling seat. These can be added at any time. If I am wrong someone
correct me.
Ron Payne
Gilbertsville, Ky.
----- Original Message -----
From: <DAVIDSNYDER318(at)aol.com>
Sent: Thursday, January 11, 2001 6:20 PM
Subject: Re: Kolb-List: Dealing with Kolb... Good & Bad
>
> can the two seat option be added at any time? and if so,how would you add
the
> extra ribs to the wings after completing them ?
> i just
> ordered kit #1 firestar DAVE
>
>
________________________________________________________________________________
| From: | "Geoff Thistlethwaite" <geoffthis(at)worldnet.att.net> |
| Subject: | Re: Airscrew Performance CDI |
> I also highly
> >recommend Airscrew performances CDI conversion for all old points
ignition
> >377, 447 or 503s. It advances and retards the spark according to RPM and
is
> >much smoother than Rotaxs aircraft ignitions.
How hard (and how much) would it be to put this ignition on a new(CDI)
engine? Is it possible do the work myself or is it more involved than just
replacing the ducati box?
That smoother running low end sounds real good to me.
Geoff Thistlethwaite
________________________________________________________________________________
| From: | "Richard Neilsen" <neilsenr(at)state.mi.us> |
I was the one who mentioned the article it didn't say anything unfriendly about
the engine. They did say that the engine, most likly the prop, was more noisy
that the Rotax 912. I'm a VW driver in my Kolb MKIII, my engine turns the prop
app the same RPM and I will never buy an engine again that makes that much prop
noise.
>>> bilrags(at)earthlink.net 01/11/01 09:02PM >>>
Can someone tell me where the EAA article appeared saying unfriendly
things about the jabiru engine. I take the "Experimenter" and don't
remember seeing anything negative (or positive) about the jabiru. If
the article was in the Experimenter, I'd like very much to find out what
issue so I can read it for myself.
Thanks Bil Mk III
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Re: Airscrew Performance CDI |
Let me throw in my 2 or 3 cents worth on Airscrew Performance CDI idle
smoothness, because you may not use it. What happens, the electronic
retard kicks in around 1,500-1,600 rpm. We discovered this by slowly
backing out the idle screws, the engine ran normal but slightly rough
(just like any good running Rotax) until it got down to around 1,600 rpm.
At that point, it suddenly dropped down to about 1,000 rpm and just
set there and purred as smooth as silk. You never saw a Rotax 2-stroke
so smooth. The best part was the gearbox was obviously very happy,
no gearbox rattle at all. It was really excellent.
I was a bit nervous having it idle so slow, I wondered if it
would quit when I didn't want it to. So I still idle mine at 2,000 rpm,
because it is almost impossible to get it to go to the 13-1,400 rpm level
and idle there. It is either more than 1,600 rpm, or down at 1,000 rpm,
because the idle retard kick-in will drop it right on down.
I did fly it for months with it set to idle at 1,000 rpm, and it never did
quit on final or misbehave, but I was sort of nervous about it, so I
went back to a 2,000 rpm idle. Perhaps the 447 would be better than the 532?
Richard Pike
MKIII N420p (420ldPoops)
>
>
>
>> I also highly
>> >recommend Airscrew performances CDI conversion for all old points
>ignition
>> >377, 447 or 503s. It advances and retards the spark according to RPM and
>is
>> >much smoother than Rotaxs aircraft ignitions.
>
>How hard (and how much) would it be to put this ignition on a new(CDI)
>engine? Is it possible do the work myself or is it more involved than just
>replacing the ducati box?
>
>That smoother running low end sounds real good to me.
>
>Geoff Thistlethwaite
>
________________________________________________________________________________
| From: | "Kenny Broste" <spiritmoves(at)earthlink.net> |
| Subject: | Re: Dealing with Kolb... Good & Bad |
The Firestar II also has seven full wing ribs versus five for the Firestar
I.
________________________________________________________________________________
| From: | "Jeremy Casey" <jrcasey(at)mindspring.com> |
| Subject: | Alternitive Engines |
All sortsa neat stuf ! ! ! Don't want to cause any wars, but I think you'll
find that the 92mm VW cylinder is a bored out 90.5, and has thinner walls.
The 94 is a new casting, that can be bored bigger, but then you're running
into the thin case problem, as well as cutting into the stud area on the
heads and case. This is from the techs at Scat Automotive, in Redondo
Beach, CA.
I stand corrected ;<) See how time muttles up things in your head? I
certainly would take SCAT's word for it cause they make about 90% of the
aftermarket VDUB stuff. You guys have my respect. I watch with great
interest cause I haven't written that big check for my 912S yet , but I will
have to see some magic to change my mind!!! Wave your wand guys...the world
is watching!!!
Jeremy "Watching as a spectator" Casey
jrcasey(at)mindspring.com
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)alltel.net> |
| Subject: | Airscrew performances E-mail address |
Geoff,
Steve Beattty's e-mail is airscrews(at)aol.com. He also runs an add in
USUAs classifieds.
Just another quik note about the standard Ducati ignition.
The only engines that I have ever had break any of my Stainless Scoops,
have been 503s with the dual Ducati ignitions. They definitly run
rougher than any of the other Rotaxs, even the ones with points.
Denny Rowe
________________________________________________________________________________
| From: | "Tim Gherkins" <rp3420(at)email.sps.mot.com> |
| Subject: | Re: Dealing with Kolb... Good & Bad |
The basic Firestar kit comes with seven ribs. It is up to the builder
to eliminate two ribs for the lighter/shorter version wing if they are
truly trying to make the plane true Part 103 legal. The five rib wing
version can carry only one person.
Or, build the standard 7 rib(per wing panel) and carry one or two
persons per the pilots/planes classifications.
The second seat option includes: second seat and harness, bigger wheels,
heavier stock wheel legs and extra five gallon tank and tank mount.
This option can be added on later as stated by Ron.
Tim
Ron or Mary Payne wrote:
>
>
> I am about half way through building my FireStar. It was my understanding
> that Kolb no longer sells the 5 rib version of the FireStar. The difference
> between the FireStar I and the FireStar II is only the extra gas tank and
> the rear sling seat. These can be added at any time. If I am wrong someone
> correct me.
>
> Ron Payne
> Gilbertsville, Ky.
> ----- Original Message -----
> From: <DAVIDSNYDER318(at)aol.com>
> To:
> Sent: Thursday, January 11, 2001 6:20 PM
> Subject: Re: Kolb-List: Dealing with Kolb... Good & Bad
>
> >
> > can the two seat option be added at any time? and if so,how would you add
> the
> > extra ribs to the wings after completing them ?
> > i just
> > ordered kit #1 firestar DAVE
> >
> >
>
________________________________________________________________________________
| From: | "JOHN M. COOLEY" <johnc(at)datasync.com> |
| Subject: | Re: Dealing with Kolb... Good & Bad |
>
> can the two seat option be added at any time? and if so,how would you add
the
> extra ribs to the wings after completing them ?
> i just
> ordered kit #1 firestar DAVE
>
Hi Gang,
Didn't see any response to this question yet so here is my .02 cents. The
only part of the two seat option that can't be added later on is the extra
ribs. If you tried this it would require you to completely rebuild your
wings. In addition to the extra ribs the drag strut brace isn't built as
strong and the older kits used one drag strut brace instead of two. My plans
are about one year old and was revised in 9-96 and show two drag braces and
makes no mention of using just one on the 5 rib rib wing. So in summery it
looks to me like the 5 rib wing uses two less ribs and a weaker drag strut.
Unless you are trying really hard to make part 103 (which you shouldn't be
with the Firestar-my opinion of course) don't even consider the 5 rib wing.
Even if you will be flying solo all the time I believe the extra strength of
the 7 rib wing far outweighs the small extra gain in weight.
Later,
John Cooley
Building FS II #1162
________________________________________________________________________________
| From: | crad238(at)wirefire.com (J. Carl Radcliffe) |
| Subject: | Firefly for sale |
Rebuilt from damage on landing. New wing and fuselage cage. Cage
powdercoated white. Rotax 447, 2 blade Ivo ground adjustable prop.
Panel: Full size altimeter, compass, A.S., tach, EGT/CHT both
cylinders. No chute. Plane and engine TT 8 hrs. New plane for
thousands less than cost to build. $9900. Trailer: new twin axle.
Open with hoops to instal tarpaulin. $800.
Will sell plane without trailer, but not vice versa.
Can e mail one photo. Others by snail mail. Really sharp looking,
well built plane.
Carl Radcliffe
Parkersburg, WV
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: FAA Airworthiness Inspection! |
Kenny,
Here is my memory of the airworthyness inspection of my Firestar II. It took
place in my yard and took two hours, one for the plane and one for the
paperwork. My impression was that because the plane looked good and my
documentation was thorough, he really didn't feel that more time was needed. I
received a few suggestions on hardware that could have been better. (In a few
places I didn't have a thread and a half through the nut) I pointed out that I
had checked and it was per the plans but that I would change it at his
suggestion. I passed and went flying that afternoon. The FAA employee really
was there to help. And it cost me nothing.
John Jung
Kenny Broste wrote:
>
> Would those of you who have gone through an FAA inspection on a FIRESTAR
> II care to describe your thoughts and outcomes, suggestions, what their
> looking for etc.?
________________________________________________________________________________
| From: | "larrybiglar" <larrybiglar(at)email.msn.com> |
| Subject: | Re: Alternitive Engines |
Don't know about magic, but there's sure been a lot of headaches so far, and
more to go. Lar.
----- Original Message -----
From: "Jeremy Casey" <jrcasey(at)mindspring.com>
Sent: Friday, January 12, 2001 7:56 AM
Subject: RE: Kolb-List: Alternitive Engines
>
>
> All sortsa neat stuf ! ! ! Don't want to cause any wars, but I think
you'll
> find that the 92mm VW cylinder is a bored out 90.5, and has thinner walls.
> The 94 is a new casting, that can be bored bigger, but then you're running
> into the thin case problem, as well as cutting into the stud area on the
> heads and case. This is from the techs at Scat Automotive, in Redondo
> Beach, CA.
>
>
> I stand corrected ;<) See how time muttles up things in your head? I
> certainly would take SCAT's word for it cause they make about 90% of the>
________________________________________________________________________________
| From: | "larrybiglar" <larrybiglar(at)email.msn.com> |
The current thread reminded me of conversations I had, 2 and 1 weeks
ago. 2 weeks ago, a friend had his new homebuilt inspected, and
apparently had a positive experience with the inspector. The BIG
problem, in my eyes at least, is the test area he's required to fly off
his 40 hrs. in. When I talked to the then inspector, 3+ yrs ago, he
said something to the effect that I'd have a 25 mile radius around my
home airport to do my 40 hrs. in. Reasonable and sensible. Now, with a
new 'leader' at the Riverside FSDO, who is apparently hostile to
homebuilders according to another builder, there are 2 areas that we are
required to use. Only at Riverside, apparently doesn't apply anywhere
else. Trouble with these areas is that they require a 25 mile flight
over really rugged mountains, to get to them, at which point you have a
square marked off on the sectional that you have to stay within. A lot
of the square is over fairly heavily populated areas, such as Perris,
CA. I talked to a builder last weekend who went thru this with his
single seat hotrod last year. He started to squawk, called EAA, and was
told to lay low, shut up, and do his time as specified, so as not to
upset the applecart, since FAA can be nasty if aroused. This whole
thing, to me, is beyond belief, but is apparently the way it is. Has
anyone out there ever heard of this ?? Please be aware that this
posting is completely on my own initiative, without the knowledge or
consent of the others involved. If I get myself behind the 8 ball with
this, I don't want to drag them down with me. I guess my concern boils
down to this..................within a 25 mi. radius of my planned home
airport, there's a lot of open, uninhabited desert, with lots of
potential landing spots - all close to home. With this new deal, you
have a 25 mi. flight over really harsh country, then a practise area
that is largely populated. Yes, I am upset.
Concerned Lar.
________________________________________________________________________________
| From: | aquila33(at)webtv.net (dann mann) |
| Subject: | Re: Airscrew Performance CDI |
Not 100% certain but he likely uses a snowmobile off the shelf system.
Since most Rotax motors are actually sled motors with provision for a
gearbox. There are lots of aftermarket CDI systems available to retrofit
points ignition older sled motors. Try growth products for a good
selection. Mr Beatty apparently has quite a following and properly sets
up the system to optimize performance.
His Email has changed. it is no longer airscrews(at)aol.com.
________________________________________________________________________________
| From: | "Chris Davis" <scrounge(at)mediaone.net> |
| Subject: | Re: FAA Inspections |
Dear concerned Lar, Hard to believe the responce from EAA some one should
call the AOPA if neither of you are members email me and I will call their
hot line, this situation is less than palatable{ it SUCKS }concerend , " it
could be any one of us "
chris
----- Original Message -----
From: "larrybiglar" <larrybiglar(at)email.msn.com>
Sent: Friday, January 12, 2001 8:16 PM
Subject: Kolb-List: FAA Inspections
>
> The current thread reminded me of conversations I had, 2 and 1 weeks
> ago. 2 weeks ago, a friend had his new homebuilt inspected, and
> apparently had a positive experience with the inspector. The BIG
> problem, in my eyes at least, is the test area he's required to fly off
> his 40 hrs. in. When I talked to the then inspector, 3+ yrs ago, he
> said something to the effect that I'd have a 25 mile radius around my
> home airport to do my 40 hrs. in. Reasonable and sensible. Now, with a
> new 'leader' at the Riverside FSDO, who is apparently hostile to
> homebuilders according to another builder, there are 2 areas that we are
> required to use. Only at Riverside, apparently doesn't apply anywhere
> else. Trouble with these areas is that they require a 25 mile flight
> over really rugged mountains, to get to them, at which point you have a
> square marked off on the sectional that you have to stay within. A lot
> of the square is over fairly heavily populated areas, such as Perris,
> CA. I talked to a builder last weekend who went thru this with his
> single seat hotrod last year. He started to squawk, called EAA, and was
> told to lay low, shut up, and do his time as specified, so as not to
> upset the applecart, since FAA can be nasty if aroused. This whole
> thing, to me, is beyond belief, but is apparently the way it is. Has
> anyone out there ever heard of this ?? Please be aware that this
> posting is completely on my own initiative, without the knowledge or
> consent of the others involved. If I get myself behind the 8 ball with
> this, I don't want to drag them down with me. I guess my concern boils
> down to this..................within a 25 mi. radius of my planned home
> airport, there's a lot of open, uninhabited desert, with lots of
> potential landing spots - all close to home. With this new deal, you
> have a 25 mi. flight over really harsh country, then a practise area
> that is largely populated. Yes, I am upset.
> Concerned Lar.
>
>
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)telepath.com> |
| Subject: | Re: Alternitive Engines |
> You may need to check your facts the 92 mm bore is the more
> conservative max size. Jean Smith who flies the reduction drive
> Texas trainer at Oshkosh swears by the 94 mm bore using the 041
> heads.
It's not the heads that pose the problem but the case. One can go
to 94 in the case but doesn't leave much meat in that area.
> Seems like Jean is getting 90 plus horse power at 3800 RPM.
> Its not unusual to see VW engines turning 6,000 and up to 10,000
> RPMs with HP in the 250+ range.
Now here is where I must do some "crow" eating! It's been quite a
while since I worked on, or had contact with,for that matter, a
modified VW engine so I pulled out one of my Hot VWs magazines
and sho 'nuff.....2017cc Scat engine kit was pulling 100 ponies at
4000, 75hp at 3500, and 59 at 2500. All that with 78.4 mm stroke
and 90.5mm bore. However, to be fair one must run a largish
exhaust system and fairly lumpy cam....all of which may prove
untractable in an aircraft application. The torque curve must also
play a factor and the one for this engine is, if the chart is correct,
125ft/lb at 2500 and stays within 15 ft/lb, up and down, to 5000.
So, it is with humble apologies that I bow to your research. Heck,
I'm still thinking about the 36 hp 1200cc engines! Ah, well.......
J.Baker
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)telepath.com> |
| Subject: | Alternitive Engines |
> One that same note...Yes you can buy 94mm VW jugs but they are typically a
> 92mm casting that is just turned down on the inside to 94mm. In other words
> the walls of the cylinders are getting thin and deform under heat (And the
> heat generated by producing anywhere near 100hp out of 2180 or 2200cc's is
> ALLOT of heat!) Not saying it can't be done , it's just going to be a trial
> and error job to get the cooling right.
Not to mention oil control in a cylinder that will go out of round in a
heartbeat.
J.Baker
________________________________________________________________________________
| From: | "Clay Stuart" <cstuart(at)searnet.com> |
| Subject: | incomplete digest |
Dear Orie,
I have been having the same problem. If I don't think that I have gotten
all the messages I will read the archives.
You can bookmark this site:
http://www.matronics.com/archives/archive-get.cgi?Kolb-Archive.digest.vol-fb
Clay Stuart
Danville KY
building Mark IIIXtra
________________________________________________________________________________
| From: | "larrybiglar" <larrybiglar(at)email.msn.com> |
| Subject: | Re: FAA Inspections |
Strange how sometimes I have to be hit between the eyes with something to
see it. Like a mule and a 2 x 4, I guess. I'll check with AOPA over the
weekend. Wouldn't hurt to doublecheck with EAA as well, since I'm an active
member of both. He may have got the wrong person, or something. Maybe came
on wrong himself. ( 'Course, I've never done THAT ) The situation as it
exists is most definitely dangerous, and inappropriate, especially when you
consider that there are miles wide, miles long, open, mostly uninhabited
valleys in the desert to the east & south, almost off the end of the
airport, all with scattered airports, and lots of open roads. Off the end
of the actual runways is pretty much open farmland, for a short distance to
the east, and a few miles ( 6 or 8 ) to the south. 25 miles over
rugged mountains in a new aircraft ?? Why ?? What is the
reasoning ?? I dunno. For those unfamiliar with the
southwest, there are 3 mountains well over 9500' within about 100 - 120
degrees to the south & west within easy view, and many more in the 5000'
plus range. In between, it looks like it was chopped up with a mighty axe,
and baked in an oven. Lar.
----- Original Message -----
From: "Chris Davis" <scrounge(at)mediaone.net>
Sent: Friday, January 12, 2001 4:25 PM
Subject: Re: Kolb-List: FAA Inspections
>
> Dear concerned Lar, Hard to believe the responce from EAA some one should
> call the AOPA if neither of you are members email me and I will call
their
> hot line, this situation is less than palatable{ it SUCKS }concerend , "
it
> could be any one of us "
> chris
> ----- Original Message -----
> From: "larrybiglar" <larrybiglar(at)email.msn.com>
> To: "Kolb"
> Sent: Friday, January 12, 2001 8:16 PM
> Subject: Kolb-List: FAA Inspections
>
>
> >
> > The current thread reminded me of conversations I had, 2 and 1 weeks
> > ago. 2 weeks ago, a friend had his new homebuilt inspected, and
> > apparently had a positive experience with the inspector. The BIG
> > problem, in my eyes at least, is the test area he's required to fly off
> > his 40 hrs. in. When I talked to the then inspector, 3+ yrs ago, he
> > said something to the effect that I'd have a 25 mile radius around my
> > home airport to do my 40 hrs. in. Reasonable and sensible. Now, with a
> > new 'leader' at the Riverside FSDO, who is apparently hostile to
> > homebuilders according to another builder, there are 2 areas that we are
> > required to use. Only at Riverside, apparently doesn't apply anywhere
> > else. Trouble with these areas is that they require a 25 mile flight
> > over really rugged mountains, to get to them, at which point you have a
> > square marked off on the sectional that you have to stay within. A lot
> > of the square is over fairly heavily populated areas, such as Perris,
> > CA. I talked to a builder last weekend who went thru this with his
> > single seat hotrod last year. He started to squawk, called EAA, and was
> > told to lay low, shut up, and do his time as specified, so as not to
> > upset the applecart, since FAA can be nasty if aroused. This whole
> > thing, to me, is beyond belief, but is apparently the way it is. Has
> > anyone out there ever heard of this ?? Please be aware that this
> > posting is completely on my own initiative, without the knowledge or
> > consent of the others involved. If I get myself behind the 8 ball with
> > this, I don't want to drag them down with me. I guess my concern boils
> > down to this..................within a 25 mi. radius of my planned home
> > airport, there's a lot of open, uninhabited desert, with lots of
> > potential landing spots - all close to home. With this new deal, you
> > have a 25 mi. flight over really harsh country, then a practise area
> > that is largely populated. Yes, I am upset.
> > Concerned Lar.
> >
> >
>
>
________________________________________________________________________________
| From: | "Ron or Mary Payne" <ronormar(at)apex.net> |
Now that I have been advised as to the engine and gear box combination that
I will use on my FireStar, I would like to hear some recommendations on
which prop to use. I want as quite and as smooth running that I can get so
I intend to use a three bladed prop with a prop extension. My question is
IVO vs Warp Drive. I know nothing about either so I would appreciate any
advice I can get.
Ron Payne
Building FireStar II
Gilbertsville, Ky.
________________________________________________________________________________
| Subject: | Re: Kolb-List Digest: 37 Msgs - 01/11/01 |
| From: | "Lawrence M. Rice" <tailwind5(at)juno.com> |
My friens who have VW's have gotten best reliability sticking to
1834cc.......
________________________________________________________________________________
| From: | "75r" <75r(at)email.msn.com> |
From: "75r" <75r(at)email.msn.com>
Subject: Re: Kolb List: Need advise
Date: Tuesday, January 09, 2001 5:54 AM
Kolb builders, I've been following the discussion on Bill Peterson's
damaged engine for the past couple days and just wanted to throw in my
two cents. I ordered my firestar at Sun N Fun 2000. The promised 6-8 wk
delivery on kits 1&2 turned into 12 wks. Some tubing was missing and 1
rib had cracks in the spar flange. TNKolb promptly and cheerfully
replaced these items. So when I ordered the engine kit I knew it
wouldn't come in 6 wks and didn't get antsy at 8 wks-- finally at 12 wks
I called. I talked to Sue who claimed it was all her fault I had been
forgotten and that an engine would be ordered. That was a Monday and on
Friday UPS delivered a 503 Rotax. The box looked fine except for a small
scrape on one end. (You guessed it, the oil pump end) I signed for it,
UPS guy left, I opened the box. The whole wooden framework the engine
had been bolted to was busted up, the oil pump was bent, the air
cleaners were wrinkled, and there was a sizeable scratch on the top of
the gearbox-- probably from the exhaust manifold. Well, bummer. Very
close inspection though revealed that nothing was broken, the oil pump
cable bracket can probably be straightened, and I guess I can live with
a scratch. When I e-mailed TNKolb about the condition of the engine I
got no response at all--zero, zip, nada. Bill, you're not alone. Thanks
all for letting me vent. John Brown Lakeland, FL
www.75r(at)msn.com
________________________________________________________________________________
In a message dated 1/13/01 5:57:46 AM Eastern Standard Time,
ronormar(at)apex.net writes:
> Now that I have been advised as to the engine and gear box combination that
> I will use on my FireStar, I would like to hear some recommendations on
> which prop to use. I want as quite and as smooth running that I can get so
> I intend to use a three bladed prop with a prop extension. My question is
> IVO vs Warp Drive. I know nothing about either so I would appreciate any
> advice I can get.
>
>
I personally prefer the Warp Drive prop, but if you are going to use a 3
blade you'd have to have a "C" box. If you're going to use a 3 blade with
extension, I think your only choice then would be the Ivo.
Shack
FS I
SC
________________________________________________________________________________
| Subject: | Re: FAA Inspections |
Subject: Kolb-List: FAA Inspections
> new 'leader' at the Riverside FSDO, who is apparently hostile to
> homebuilders
. Trouble with these areas is that they require a 25 mile flight
> over really rugged mountains,
> anyone out there ever heard of this ??
Yes, I am upset.
> Concerned Lar.
>
Hey Big Lar ,, It has been my HARD learned expercence that things told to
me 2nd & 3rd hand that the FAA said or does usually got blown out of shape
before it got to me.
My personal expercence with the FAA has all been positive .
I would talk to them myself if I were you , before getting to upset..
besides by the time you get Vamoose finished you will probely have a new man
in charge....hehe hen
Richard Harris MK3 N912RH
>
> _DO NOT
ARCHIVE-============================================================
>
>
________________________________________________________________________________
| From: | "John Cooley" <johnc(at)datasync.com> |
Ron,
I too am facing the same problem as you on selecting a prop. I already
have my new 503 w/B box and of course want all the desirable characteristics
such as good climbout, smoothness, quietness, efficiency, etc. I have ruled
out the 3 blade Warp on the "B" box due to the fact that it weights more
than what is recommended for a "B" box to swing. For some reason the IVO's
have never appealed to me even though that is starting to change too. The
other option I'm looking at is Powerfin. They make very nice props and they
are currently developing a new 3 blade prop and using a Kolb Firestar w/503
for the test vehicle. I believe the owner of Powerfin's name is Stuart. I
haven't talked to him since early December but he was hoping to have the new
prop out this Jan. You may want to check with him to see how he's
progressing if interested. I have heard alot of good things about the
company and the props. To see his props and get info check out this link
http://www.powerfin.com/index.html
Later,
John Cooley
Building FS II #1162
> Now that I have been advised as to the engine and gear box combination
that
> I will use on my FireStar, I would like to hear some recommendations on
> which prop to use. I want as quite and as smooth running that I can get
so
> I intend to use a three bladed prop with a prop extension. My question is
> IVO vs Warp Drive.
> Ron Payne
> Building FireStar II
> Gilbertsville, Ky.
________________________________________________________________________________
| From: | Bob Singer <hp2693(at)netzero.net> |
| Subject: | Lars flight area |
Lar, if you don't get any satisfaction from the EAA or AOPA, give a call
to Senator John McCain, he is a champion on these types of issues.
Sometimes it doesn't hurt to stir the pot when you have someone in
"authority" or so they think, that may be exceeding their "authority"
because of aprejudice of something.
Bob
Shop online without a credit card
http://www.rocketcash.com
RocketCash, a NetZero subsidiary
________________________________________________________________________________
| From: | Woody <duesouth(at)govital.net> |
| Subject: | Re: FAA Inspections |
>The situation as it
>exists is most definitely dangerous, and inappropriate, especially when you
>consider that there are miles wide, miles long, open, mostly uninhabited
>valleys in the desert to the east & south,
This may be a situation where it is easier to beg their forgiveness
rather than ask their permission. Fly safe and argue the point when or if
you get caught.
________________________________________________________________________________
| From: | "jrodebush" <jrodebush(at)cinci.rr.com> |
The Kolbra article in the January "Experimenter" says: "Subjectively, it
(the Jabiru) seems noisier than the also 80 hp Rotax 912 or the 100 hp 912S
modles."
I don't know where the writer gets that. I heard both engines at the Kolb
fly-in and there was no doubt that the Jabiru was much quiter and at a lower
frequency. It was commented on by many people. The lower noise level is
one reason why I am considering the Jabiru.
Rody in Cincinnati (Mark III Extra)
From: "Richard Neilsen" <neilsenr(at)state.mi.us>
Subject: Re: Kolb-List: jabiru info
I was the one who mentioned the article it didn't say anything unfriendly
about the engine. They did say that the engine, most likly the prop, was
more noisy that the Rotax 912. I'm a VW driver in my Kolb MKIII, my engine
turns the prop app the same RPM and I will never buy an engine again that
makes that much prop noise.
>>> bilrags(at)earthlink.net 01/11/01 09:02PM >>>
Can someone tell me where the EAA article appeared saying unfriendly
things about the jabiru engine. I take the "Experimenter" and don't
remember seeing anything negative (or positive) about the jabiru. If
the article was in the Experimenter, I'd like very much to find out what
issue so I can read it for myself.
Thanks Bil Mk III
________________________________________________________________________________
| From: | Dama Riddick <dama(at)mindspring.com> |
Don't call Mc Cain. He is Bill Clintax's brother when it comes to General Aviation.
Kip Laurie
Atlanta
-----Original Message-----
From: Bob Singer [SMTP:hp2693(at)netzero.net]
Sent: Saturday, January 13, 2001 10:31 AM
Subject: Kolb-List: Lars flight area
Lar, if you don't get any satisfaction from the EAA or AOPA, give a call
to Senator John McCain, he is a champion on these types of issues.
Sometimes it doesn't hurt to stir the pot when you have someone in
"authority" or so they think, that may be exceeding their "authority"
because of aprejudice of something.
Bob
Shop online without a credit card
http://www.rocketcash.com
RocketCash, a NetZero subsidiary
________________________________________________________________________________
| From: | "larrybiglar" <larrybiglar(at)email.msn.com> |
OK, so which way do I jump ?? I plan to email EAA & AOPA tonight. Don't
expect much from the AOPA. When I emailed them about the Bell's Palsy a
year or so ago, I got no response. Had to call them on the phone.
Lar.
----- Original Message -----
From: "Dama Riddick" <dama(at)mindspring.com>
Sent: Saturday, January 13, 2001 6:38 PM
Subject: Kolb-List: RE: Mc Cain
>
> Don't call Mc Cain. He is Bill Clintax's brother when it comes to General
Aviation.
> Kip Laurie
> Atlanta
>
> -----Original Message-----
> From: Bob Singer [SMTP:hp2693(at)netzero.net]
> Sent: Saturday, January 13, 2001 10:31 AM
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: Lars flight area
>
>
> Lar, if you don't get any satisfaction from the EAA or AOPA, give a call
> to Senator John McCain, he is a champion on these types of issues.
> Sometimes it doesn't hurt to stir the pot when you have someone in
> "authority" or so they think, that may be exceeding their "authority"
> because of aprejudice of something.
> Bob
>
> Shop online without a credit card
> http://www.rocketcash.com
> RocketCash, a NetZero subsidiary
>
>
________________________________________________________________________________
| From: | Bill & Anna Vincent <vincentab(at)chartermi.net> |
Yesterday a friend called and said he has a mouse in his wing. The only
way we could figure out how it got inside the wing would be through the
leading-edge tube, inside the gap seal. He does not fold his plane, he
keeps it in a hangar.
Would it be a good idea to plug the ends of these tubes or are they left
open for ventilation?
We were also wondering if they were plugged, maybe the plane would float
longer if we had to make an emergency landing on water.
Hopefully, the mouse has not chewed his way out yet....
Bill Vincent
Firestar II
Quinnesec, Upper Peninsula of Michigan
________________________________________________________________________________
| From: | "larrybiglar" <larrybiglar(at)email.msn.com> |
| Subject: | Re: FAA Inspections |
Now, there's confidence for you ! ! ! How can you doubt the capabilities of
the ol' Lar ?? You can be very sure this'll be thoroughly chewed over by
the time Vamoose is done. Cautious Lar.
----- Original Message -----
From: "R. Harris" <rharris@magnolia-net.com>
Sent: Saturday, January 13, 2001 4:16 AM
Subject: Re: Kolb-List: FAA Inspections
>
>
> Subject: Kolb-List: FAA Inspections
>
>
> > new 'leader' at the Riverside FSDO, who is apparently hostile to
> > homebuilders
> . Trouble with these areas is that they require a 25 mile flight
> > over really rugged mountains,
> > anyone out there ever heard of this ??
> Yes, I am upset.
> > Concerned Lar.
> >
> Hey Big Lar ,, It has been my HARD learned expercence that things told to
> me 2nd & 3rd hand that the FAA said or does usually got blown out of shape
> before it got to me.
> My personal expercence with the FAA has all been positive .
> I would talk to them myself if I were you , before getting to upset..
> besides by the time you get Vamoose finished you will probely have a new
man
> in charge....hehe hen
>
> Richard Harris MK3 N912RH
> >
> > _DO NOT
> ARCHIVE-============================================================
> >
> >
>
>
________________________________________________________________________________
| From: | "larrybiglar" <larrybiglar(at)email.msn.com> |
A short ( for me ) progress note for all you doubting Thomases out
there.......................... The son of one of the EAA chapter
members is a newly minted A&P, and wants experience in fabric covering.
An experienced guy in the same group offered to coach him if he could
find some covering to do...............! ! ! How fast do you think ol'
Lar jumped into THAT gap ?? Uh, hey, you
guys..............uh.............have I got a deal for you ! ! ! As a
result, young Grant the newbie spent 3 hrs over here today, and crawled
all over Vamoose. He was fascinated, and loved it. So, next Tues. or
Wed. he'll stop by to pick up the tail feathers and take them to his
shop. Finish covering ( just one piece left to do ) and paint them,
then he'll come back for the wings, etc. Am I a happy camper ?? I
hope to shout ! ! ! Now, I can focus on the rest of the mechanical
- my specialty - and this whole thing should pull together very soon.
Terry, the experienced tech, has promised to keep a close eye on the
whole process, and I plan on visiting from time to time as well. Grant
has done work for several of the EAA members in the past, and has
already gained a good reputation. Am I ever looking forward to flying
this beast of mine ! ! ! THIS SUMMER ! ! ! ! !
Relieved Lar.
________________________________________________________________________________
| From: | Bill & Anna Vincent <vincentab(at)chartermi.net> |
| Subject: | Re: Mouse in wing |
Opps! I forgot to mention my friend has a Firestar II...
Bill & Anna Vincent wrote:
>
> Yesterday a friend called and said he has a mouse in his wing. The only
> way we could figure out how it got inside the wing would be through the
> leading-edge tube, inside the gap seal. He does not fold his plane, he
> keeps it in a hangar.
>
> Would it be a good idea to plug the ends of these tubes or are they left
> open for ventilation?
>
> We were also wondering if they were plugged, maybe the plane would float
> longer if we had to make an emergency landing on water.
>
> Hopefully, the mouse has not chewed his way out yet....
>
> Bill Vincent
> Firestar II
> Quinnesec, Upper Peninsula of Michigan
>
________________________________________________________________________________
| From: | "Dennis Souder" <flykolb(at)epix.net> |
Kolbers,
7 Reasons to choose the Ivo (vs. Warp) for the FireStar / FireFly
1. Ivo cost significantly less than the Warp
2. The Ivo is lighter than the Warp - helps with pesky aft CG problems
3. The Ivo is much easier to adjust - esp. with the quick adjust hub.
4. It is smoother: 2 blade Ivo is smoother than 2-blade Warp; 3 blade Ivo
is smoother than 3-blade Warp.
5. It works well with a long prop extension and this significantly reduces
prop noise
6. It is available in colors
7. If you damage a blade, you can reposition the other two blades and ...
fly home with a 2-blade prop.
Dennis
In a message dated 1/13/01 5:57:46 AM Eastern Standard Time,
ronormar(at)apex.net writes:
> Now that I have been advised as to the engine and gear box combination
that
> I will use on my FireStar, I would like to hear some recommendations on
> which prop to use. I want as quite and as smooth running that I can get
so
> I intend to use a three bladed prop with a prop extension. My question is
> IVO vs Warp Drive. I know nothing about either so I would appreciate any
> advice I can get.
>
________________________________________________________________________________
| From: | b young <byoung(at)brigham.net> |
....within a 25 mi. radius of my planned home
airport, there's a lot of open, uninhabited desert, with
lots of
potential landing spots - all close to home. With this new
deal, you
have a 25 mi. flight over really harsh country, then a
practise area
that is largely populated. Yes, I am upset.
Concerned Lar.
lar it seems that when i sent in my paperwork for
inspection there was a blank where i described the practice
area i wanted . when the temp airworthyness cert
came the practice area was exactly what i had mentioned with
the exclusion that i not fly over mountainous or populated
areas. made perfect good sence to me. if i were to do it
again i would ask for 30 to 35 mi radius..
boyd
________________________________________________________________________________
| From: | "john todd" <toddatlucile(at)alltel.net> |
| Subject: | Mitch: 5200 RPM take off. |
I am lucky enough to have a 30 acre sod field to the north of my house.
Today I taxied my Firestar out to the sod field and set the throttle at 5200
and checked out the performance. Results: Field Elev. 185 Wind 9900
Broke ground approx. 500 feet. Climb out at 200 feet per minute. Firestar
serial no. 30 Rotax 447 Warp driv66 inch set at 9.5 degrees. No sweat.
John Todd Lower Georgia. AKA Check 6 "Non Carburendum Illigitimi!!!
________________________________________________________________________________
| Subject: | Re: Dealing with Kolb... Good & Bad |
In a message dated 1/12/01 4:30:29 PM Eastern Standard Time,
johnc(at)datasync.com writes:
> So in summery it
> looks to me like the 5 rib wing uses two less ribs and a weaker drag strut.
> Unless you are trying really hard to make part 103 (which you shouldn't be
> with the Firestar-my opinion of course) don't even consider the 5 rib wing.
> Even if you will be flying solo all the time I believe the extra strength of
> the 7 rib wing far outweighs the small extra gain in weight.
>
> Later,
> John Cooley
> Building FS II #1162
>
Does anyone really know the difference in weight between the 7 and 5 rib
wing??
Just Curious George....GeoR38
________________________________________________________________________________
| From: | "larrybiglar" <larrybiglar(at)email.msn.com> |
| Subject: | Re: practice area |
Yah, I understand that, and as I said, the original inspector 3 yrs ago said
the same thing. This new honcho at Riverside FSDO has apparently made his
own rules, just for this area. If one person said it, I'd take it with a
grain of salt. Two people from going thru it a year apart have said the
same thing now, and when I questioned the 1st guy, another jumped on me, and
snapped, "What the hell are you argueing for, that's the way it is." Told
the jerk I wasn't argueing, but trying to find an alternative. I also saw
on the 2nd guys' sectional, the lines the inspector drew to show the area,
and the route to it. Right over the mountains. Bogus ! ! !
Lar.
----- Original Message -----
From: "b young" <byoung(at)brigham.net>
Sent: Saturday, January 13, 2001 7:14 PM
Subject: Kolb-List: practice area
>
> ....within a 25 mi. radius of my planned home
> airport, there's a lot of open, uninhabited desert, with
> lots of
> potential landing spots - all close to home. With this new
> deal, you
> have a 25 mi. flight over really harsh country, then a
> practise area
> that is largely populated. Yes, I am upset.
> Concerned Lar.
>
> lar it seems that when i sent in my paperwork for
> inspection there was a blank where i described the practice
> area i wanted . when the temp airworthyness cert
> came the practice area was exactly what i had mentioned with>
________________________________________________________________________________
| From: | DAVIDSNYDER318(at)aol.com |
| Subject: | FIRESTAR II SECOND SEAT OPTION |
THANX GUYS ,I UNDERSTAND THE EXTRA RIBS COME WITH THE KIT AS THE OPTION ALONG
WITH WHEELS ,TANK ,SEAT,ETC...
DAVE
LONG
BRANCH,N.J.
________________________________________________________________________________
| From: | Dama Riddick <dama(at)mindspring.com> |
Kolb List: I will be in San Antonio Tuesday afternoon overnight. If anyone has
a plane or project nearby I would love to see it.
Kip Laurie
Atlanta
Firestar II FS-705
503
45 hours since 09/00
dama(at)mindspring.com
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: FIRESTAR II SECOND SEAT OPTION |
The 7 ribs per wing is not an extra option, kit 1 comes with all the
pre-built ribs standard equipment. Both the FireStar-I and the FireStar-II
kits come with the 7 ribs for each wing; 2-seat operations require the 7 rib
wing or if your going to install the Rotax 503 engine.
The second seat option includes the second seat, 4 point seat belt harness,
passenger floor pans, an additional 5 gallon fuel tank for 10 gallon gas
capacity, larger 6" wide tires. All this can be added after the plane is
finished if you built it with the 7 rib wing. I don't know if the heavy duty
gear legs are standard equipment or are also part of the second seat option.
If you really want to know call TN Kolb at (606) 862-9692
IMHO; I think the 5 rib wing was before they went with the 503 and before
Kolb had the FireFly. If a builder is considering building a FireStar with
the 5 rib wing maybe they should look at building the FireFly. I don't think
TN Kolb's brochures talks about a 5 rib wing FireStar.
Hope this helps
Will Uribe
El Paso, TX
In a message dated 1/14/01 7:08:15 AM Eastern Standard Time,
DAVIDSNYDER318(at)aol.com writes:
> THANX GUYS ,I UNDERSTAND THE EXTRA RIBS COME WITH THE KIT AS THE OPTION
> ALONG
> WITH WHEELS ,TANK ,SEAT,ETC...
>
> DAVE
>
>
> LONG
> BRANCH,N.J.
>
________________________________________________________________________________
| From: | Woody <duesouth(at)govital.net> |
| Subject: | Re: Mitch: 5200 RPM take off. |
>
>ground approx. 500 feet. Climb out at 200 feet per minute.
I be if you can repitch the prop or get a better prop and spin that
engine around 6200 you would be in the air in 200 ft and climbing at 800+.
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)telepath.com> |
I just know I'll catch hell for this.........
> 1. Ivo cost significantly less than the Warp {True.}
> 2. The Ivo is lighter than the Warp - helps with pesky aft CG
problems {True. However, if I had a CG problem that
depended on the difference in weights of the two, I'd look elsewhere
for relief as well.}
> 3. The Ivo is much easier to adjust - esp. with the quick adjust
hub. {All things being equal, just how many times does one really
adjust the prop other than several times initially...except, of course,
for the inveterate tinkerer who just can't leave well enough alone. ; )
The second point is....can one be absolutely assured that Ivo QC is
strict enough to absolutely guarantee that the rod-in-the-hollow-
blade concept adjusts all blades to the same, precise pitch? I've
encountered individuals and read some reports of vibration caused
by unequal blade pitch in the Ivo and, therefore, unequal loading
and unloading, exacerbated by the blade's flexibility. Same can
happen to other props as well, given similar circumstances of
uneqal pitch and rigidity.}
> 4. It is smoother: 2 blade Ivo is smoother than 2-blade Warp; 3
blade Ivo is smoother than 3-blade Warp. {The
proof/documentation is located....where? This is not necessarily a
defense of Warp, just an examination of facts, not pants-seat
evaluation. I'd be really interested in seeing a head-to-head
dynamic vibration analysis with, say, a Chadwick-Helmuth analyzer
across several engine/aircraft mount systems with the prop as the
only constant. Different engine mounting systems, engine dynamic
balance, engine operation speeds, gearbox lash, etc. all combine
to create variations in harmonics within the system as a whole. I
can find no reason whatsoever, either logically or intuitively, to
declare one prop any more "smooth" than the other. It would seem
counter-intuitive to declare that any other prop maker would want to
sell an un-balanced product. }
> 5. It works well with a long prop extension and this significantly
reduces prop noise. { No extension necessary for the Warp or
many wood props since there is no appreciable danger of a less
flexible blade striking the aileron torque tube (at least as used on
the Kolb line) as has occured many times with the Ivo, and thus
the reason for the extension. Noise is reduced, as you state, given
the greater Ivo blade distance from the wing structure.}
> 6. It is available in colors {True.}
> 7. If you damage a blade, you can reposition the other two
blades and fly home with a 2-blade prop. {Were I to damage a
blade severely enough to warrant it's replacement/removal, I'd
certainly want to examine crank indexing, prop hub integrity, and
gearbox integrity before I flew anywhere, let alone home.....}
I do realize that some of the above appears to be confrontational
and that is not the intent. Ivo does make a fine product which has
some limitations, just the same as the Warp, or any other prop for
that matter. Ivo also enjoys a robust following that speaks well for
the product as a whole. I do think that categorical statements
should not be based upon empirical evidence but upon inductive, or
even deductive examination. I know that your experience uniquely
qualifies you to make the statements and that is not in question,
just the veracity of why a couple of your comments (esp. 3, 4 and
5) seem to favor Ivo disproportionately or as a single solution.
J.Baker
________________________________________________________________________________
| From: | "Clay Stuart" <cstuart(at)searnet.com> |
Is it necessary or advisable to debur the inside of the tubing after
drilling holes? Of course I am deburring the entry hole and both sides of
the gussets. If it is necessary, what tool is suitable? I use the
Cleaveland deburring tool that fits into a cordless screwdriver. It has a
hex shaft that is made to fit.
I have come up with a couple of ideas that seem to work. To place rivets, I
bought a small T-handled hex wrench, I shortened the driver and JB welded a
short piece of metal tubing over the hex. I place the rivet mandrel up
inside the tubing and the rivets seem to go in rather easily this way with
no need to enlarge the 1/8" hole to a #30. I used an old radio antenna and
kept 3 layers of the telescoping tubing retracted together for strength
after pulling out a couple of the smaller tubes. I stuck them together
with JB Weld also, per Paul Harvey.
To make a cheap and simple drill stop, I picked up some nylon spacers at the
hardware store. I found them in those racks of trays that contain various
small parts, i.e. keyways, metric bolts, etc. I got several that slip over
the 1/8" bit and others that I had to slightly drill out to get over the
bit. I placed a loose 3/4" nylon spacer on the bit whilein the drill and I
then drilled out the smaller 3/4" spacer and it snugged up to the loose one
and left about 1/4" of the BD bullet point drill exposed. Now I don't pop
through the top tube and hit the bottom tube. I never could keep from
hitting the bottom of the tube. I don't think that I could be accurate
enough to drill both sides at once and have the gussets to fit. I know that
there are drill stops available, but the spacers were 13 cents each. As an
added benefit, the nylon seems to just hard enough to deburr the holes at
the same time.
Clay Stuart
Danville KY
just on first horizontal stabilizer on Mark IIIXtra
________________________________________________________________________________
| From: | "larrybiglar" <larrybiglar(at)email.msn.com> |
How hard you push on the drill will make a big difference in the amount of
internal burring there will be. In any case, small or large, the burr on
the inside will affect the seating of the rivet, then with vibration,
pressure, flexing, etc., the rivet will loosen up. Probably not a fatal
thing, but it's a controllable factor that will make for a MUCH better
overall job. A/C Spruce and others offer a tool with a dog legged cutter
that you can reach in with and deburr the inside. The one I use is on page
473 of the ACS 2000/2001 catalog, as p/n 12-00700, for $10.95. Get lots of
extra cutters..........you'll need them. Farther down the page are a couple
of "Speedy Burrs" that look interesting, but I have no experience with them.
Good Luck on your project. Your idea for the drill stop sounds like a good
one. Big Lar.
----- Original Message -----
From: "Clay Stuart" <cstuart(at)searnet.com>
Sent: Sunday, January 14, 2001 10:34 AM
Subject: Kolb-List: deburring
>
> Is it necessary or advisable to debur the inside of the tubing after
> drilling holes? Of course I am deburring the entry hole and both
________________________________________________________________________________
| From: | "larrybiglar" <larrybiglar(at)email.msn.com> |
A few minutes ago, I was building a bracket for the armrest, and got to
thinking about this posting. So, drilled a couple of holes in pieces of
scrap 1/2" aluminum angle, using moderate pressure. It left a fair burr on
the back, where the bit came thru. If you could see it, this is what you
would have on the inside of your tubing. So, put them back to back, without
de-burring, and rivetted them together. The gap was plain to see, so
wiggled them around a bit, to break down the burr, and those 2 pieces were
pretty loose. Try it, it'll make a believer out of you ! ! !
Joke: Whaddaya get when you cross a bull with a beaver ?? Answer: A
bull-eaver. Yuk Yuk. Corny Lar.
----- Original Message -----
From: "larrybiglar" <larrybiglar(at)email.msn.com>
Sent: Sunday, January 14, 2001 11:12 AM
Subject: Re: Kolb-List: deburring
>
> How hard you push on the drill will make a big difference in the amount
of
> internal burring there will be. In any case, small or large, the burr on
> the inside will affect the seating of the rivet, then with vibration,
> pressure, flexing, etc., the rivet will loosen up. Probably not a fatal
> thing, but it's a controllable factor that will make for a MUCH better
> overall job. A/C Spruce and others offer a tool with a dog legged cutter
> that you can reach in with and deburr the inside. The one I use is on
page
> 473 of the ACS 2000/2001 catalog, as p/n 12-00700, for $10.95. Get lots
of
> extra cutters..........you'll need them. Farther down the page are a
couple
> of "Speedy Burrs" that look interesting, but I have no experience with
them.
> Good Luck on your project. Your idea for the drill stop sounds like a
good
> one. Big Lar.
>
> ----- Original Message -----
> From: "Clay Stuart" <cstuart(at)searnet.com>
> To:
> Sent: Sunday, January 14, 2001 10:34 AM
> Subject: Kolb-List: deburring
>
>
> >
> > Is it necessary or advisable to debur the inside of the tubing after
> > drilling holes? Of course I am deburring the entry hole and both
>
>
________________________________________________________________________________
| From: | "larrybiglar" <larrybiglar(at)email.msn.com> |
Yah, but think of the expense ! ! ! Airplanes are supposed to cost MONEY -
lot's of it. Seriously, that's an excellent post, and I think it's
the kind of thing that Should be archived. Lar.
----- Original Message -----
From: <JamesBallenger(at)gateway.net>
Sent: Sunday, January 14, 2001 1:53 PM
Subject: Kolb-List: YAW STRING
>
> Fellow kolbers,
> I read most of the posting on the list daily as I have for the last year
or
> so. I have picked up some very good information that I greatly
appreciate.
> Now to my point, I have about 90 hours in FS KXP 447 that I bought last
year.
> I finally got around to putting a yaw string on today and went flying.
What >
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
Jim and Group,
Two comments about IVO vs Warp:
IVO no longer comes in colors. Just black.
A Warp on a Firestar II is very loud. The two blade Warp that I liked so
much on my orginal Firestar lasted less than an hour on my Firestar II
before I removed it to save my ears. A two or three blade IVO on an
extension is quieter. I have used both.
John Jung
SE Wisconsin
________________________________________________________________________________
| From: | "Ron" <ron.carroll(at)att.net> |
An alternative to the following is just a short piece (about 1-1/2") of 1/4"
dowel, drilled through lengthwise. It will stay on the drill bit with just
the tip of the drill exposed (to any length you want).
Rc
----- Original Message -----
From: Clay Stuart <cstuart(at)searnet.com>
Sent: Sunday, January 14, 2001 10:34 AM
Subject: Kolb-List: deburring
>
> To make a cheap and simple drill stop, I picked up some nylon spacers at
the
> hardware store. I found them in those racks of trays that contain various
> small parts, i.e. keyways, metric bolts, etc. I got several that slip
over
> the 1/8" bit and others that I had to slightly drill out to get over the
> bit. I placed a loose 3/4" nylon spacer on the bit whilein the drill and
I
> then drilled out the smaller 3/4" spacer and it snugged up to the loose
one
> and left about 1/4" of the BD bullet point drill exposed. Now I don't pop
> through the top tube and hit the bottom tube. I never could keep from
> hitting the bottom of the tube. I don't think that I could be accurate
> enough to drill both sides at once and have the gussets to fit. I know
that
> there are drill stops available, but the spacers were 13 cents each. As
an
> added benefit, the nylon seems to just hard enough to deburr the holes at
> the same time.
>
> Clay Stuart
> Danville KY
> just on first horizontal stabilizer on Mark IIIXtra
>
>
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
Yes it works great if you don't forget to pull it out from under the lexan
before you close the door, take a look. ;-)
http://home.elp.rr.com/airplane/pic1.jpg
In a message dated 1/14/01 4:55:40 PM Eastern Standard Time,
JamesBallenger(at)gateway.net writes:
> Fellow kolbers,
> I read most of the posting on the list daily as I have for the last year or
> so. I have picked up some very good information that I greatly appreciate.
>
> Now to my point, I have about 90 hours in FS KXP 447 that I bought last
> year.
> I finally got around to putting a yaw string on today and went flying.
> What
> a difference!! I really didn't know how sloppy my flying had become but
> the
> proof was in the string. It really is a great instrument to keep you
> coordinated.
>
> Does anyone know the rated GW of the KXP?
>
> Thanks
>
> Jim Ballenger
> Kolb Firestar KXP 447
> Virginia Beach, Virgina
>
>
________________________________________________________________________________
| From: | "Dave Rains" <rr(at)htg.net> |
-----Original Message-----
From: Jim Baker <jlbaker(at)telepath.com>
Date: Sunday, January 14, 2001 11:29 AM
Subject: RE: Kolb-List: Props
>
>I just know I'll catch hell for this.........
>The second point is....can one be absolutely assured that Ivo QC is
>strict enough to absolutely guarantee that the rod-in-the-hollow-
>blade concept adjusts all blades to the same, precise pitch? I've
>encountered individuals and read some reports of vibration caused
>by unequal blade pitch in the Ivo and, therefore, unequal loading
>and unloading, exacerbated by the blade's flexibility. Same can
>happen to other props as well, given similar circumstances of
>uneqal pitch and rigidity.}
snip-
PowerFin props are easy to adjust, and can be individually set to insure
each blade is the same.
>> 4. It is smoother: 2 blade Ivo is smoother than 2-blade Warp; 3
>blade Ivo is smoother than 3-blade Warp. {The
>proof/documentation is located....where? This is not necessarily a
>defense of Warp, just an examination of facts, not pants-seat
>evaluation. I'd be really interested in seeing a head-to-head
>dynamic vibration analysis with, say, a Chadwick-Helmuth analyzer
>across several engine/aircraft mount systems with the prop as the
>only constant. Different engine mounting systems, engine dynamic
>balance, engine operation speeds, gearbox lash, etc. all combine
>to create variations in harmonics within the system as a whole. I
>can find no reason whatsoever, either logically or intuitively, to
>declare one prop any more "smooth" than the other. It would seem
>counter-intuitive to declare that any other prop maker would want to
>sell an un-balanced product. }
snip-
Somtimes "seat of the pants" can be more reliable, and less expensive, than
the most scientific test.
>> 5. It works well with a long prop extension and this significantly
>reduces prop noise. { No extension necessary for the Warp or
>many wood props since there is no appreciable danger of a less
>flexible blade striking the aileron torque tube (at least as used on
>the Kolb line) as has occured many times with the Ivo, and thus
>the reason for the extension. Noise is reduced, as you state, given
>the greater Ivo blade distance from the wing structure.}
snip-
PowerFin requires no spacer, is very rigid.
>> 6. It is available in colors {True.}
Snip-
Who cares?
>> 7. If you damage a blade, you can reposition the other two
>blades and fly home with a 2-blade prop. {Were I to damage a
>blade severely enough to warrant it's replacement/removal, I'd
>certainly want to examine crank indexing, prop hub integrity, and
>gearbox integrity before I flew anywhere, let alone home.....}
snip-
Good point!!!
Dave Rains
FireStar 2
El Paso
>
>
________________________________________________________________________________
| From: | Woody <duesouth(at)govital.net> |
> A/C Spruce and others offer a tool with a dog legged cutter
>that you can reach in with and deburr the inside.
Use caution when deburring. Deburring requires removal of metal.
Hopefully metal not in use but if you go to heavy on the deburr you could
be taking some metal off the tube thus weakening it more than by leaving it
as it. Just something you may wish to be aware of while taking off the
metal with your fancy deburr tools.
________________________________________________________________________________
| Subject: | Re: CB RADIO WITH VHF |
Many of the pilots in the group I fly with want to add a CB radio to our
planes in addition to our VHF radios. There appears to be some kind of
switcher-box available to accomplish that. Has anyone on the list[s] tried
that, any advise?
Shack
FS I
SC
________________________________________________________________________________
| From: | "larrybiglar" <larrybiglar(at)email.msn.com> |
| Subject: | Re: Pictures of our flight to Alamogordo and back |
I sure like the way you do that Will. Nice little story, with quick load
photo backup. Neat, but I think you guys are having entirely too much fun.
I'm gonna tell the gov'm'nt to start taxing you, cause everything else
that's fun is taxed, or outlawed, isn't it ?? Envious
Lar. "Turning Into the Home Stretch."
----- Original Message -----
From: <WillUribe(at)aol.com>
Sent: Sunday, January 14, 2001 8:40 PM
Subject: Kolb-List: Pictures of our flight to Alamogordo and back
>
> Greetings Kolb fans,
>
> Today, Dave and I flew over to Alamogordo, NM here are some of the picture
we
> took along the way.
>
________________________________________________________________________________
| From: | "larrybiglar" <larrybiglar(at)email.msn.com> |
| Subject: | Re: CB RADIO WITH VHF |
Check with ComTronics. There should be lots in the archives on this.
Lar.
----- Original Message -----
From: <HShack(at)aol.com>
Sent: Sunday, January 14, 2001 8:38 PM
Subject: Kolb-List: Re: CB RADIO WITH VHF
>
> Many of the pilots in the group I fly with want to add a CB radio to our
> planes in addition to our VHF radios. There appears to be some kind of
> switcher-box available to accomplish that. Has anyone on the list[s]
tried
> that, any advise?
>
> Shack
> FS I
> SC
>
>
________________________________________________________________________________
| From: | "Clay Stuart" <cstuart(at)searnet.com> |
"In any case, small or large, the burr on
the inside will affect the seating of the rivet, then with vibration,
pressure, flexing, etc., the rivet will loosen up. Probably not a fatal
thing, but it's a controllable factor that will make for a MUCH better
overall job. A/C Spruce and others offer a tool with a dog legged cutter
that you can reach in with and deburr the inside. The one I use is on
page 473 of the ACS 2000/2001 catalog, as p/n 12-00700, for $10.95. Get
lots
of extra cutters..........you'll need them.
Which cutter is the one I need? #60 for backside deburring part #12-01400
for $3.95 (in last
year's catalog).
Thanks,
Clay Stuart
Danville KY
building Mark IIIXtra
________________________________________________________________________________
| From: | Dale Seitzer <dale(at)gmada.com> |
| Subject: | Pictures of our flight to Alamogordo and back |
[] Wonderful pictures--makes me long for flying. The weather in Minnesota
has been poor for a couple of months. I was surprised you seem to fly
quite low--I notice more turbulence down low. Dod I read your instruments
correctly ASI 60mph and 4400rpm? That's a good low speed cruise.
Do people with Firestar II ever carry passengers? What is the performance
like--what is the passengers comfort like?
Dale Seitzer Original Firestar
Greetings Kolb fans,
Today, Dave and I flew over to Alamogordo, NM here are some of the picture
we
took along the way.
________________________________________________________________________________
| From: | Jason Omelchuck <jason(at)acuityinc.com> |
| Subject: | Looking for 4ea MKIII wing ribs |
A very long time ago when I was building my wing ribs I also built the 3
half ribs that are suppose to make up the front of the gap seal. I have
since learned that I would like to make my gap seal permanent. Does anyone
have advice on how to make a permanent gap seal. Does anyone have or know
where I could get 4 MKIII wing ribs (crashed MKIII?) to use to make my gap
seal. Any advice or help would be appreciated.
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Pictures of our flight to Alamogordo and back |
We were flying high at 4400 feet, the turbulence is not too bad in the
winter.
I think you read my alt. because my RPM was about 5100.
I have never carried a passenger but I have flown as a passenger.
Will
In a message dated 1/15/01 9:24:57 AM Eastern Standard Time, dale(at)gmada.com
writes:
> Wonderful pictures--makes me long for flying. The weather in Minnesota
> has been poor for a couple of months. I was surprised you seem to fly
> quite low--I notice more turbulence down low. Dod I read your instruments
> correctly ASI 60mph and 4400rpm? That's a good low speed cruise.
> Do people with Firestar II ever carry passengers? What is the performance
> like--what is the passengers comfort like?
>
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Pictures of our flight to Alamogordo and back |
On our way back
> we had a head wind of about 5 to 10 mph thats why the yaw string was all over
> the place.
>
> Will
Will and Gang:
Doesn't the yaw string indicate relative wind? If
so...................... :-)
Just yanking your chain. If it is turbulent it is difficult
to keep the yaw string centered and the Firestar trimmed in
yaw.
I especially enjoyed your pics. Although I have not flown
that particular area, I have flown from El Paso, over the
mountains to the west, and low leveled across the desert to
Deming, NM. The terrain on that flight is very similar to
your pics.
Given the right wind conditions, the Firestar can make a
zero ground roll take off and landing. It has been done.
However, it usually is not done on an average slow summer
day.
I did a landing on the edge of a thunderstorm at my grass
strip in my Ultrastar. Wind blowing and gusting so hard I
could not turn the aircraft's nose with rudder. Had to land
nose into the wind, which I did perpendicular to the
terraces in the pasture near my airstrip. No problem. It
was a zero ground roll landing. However, could not get out
of the aircraft until my friend and farm owner came to my
rescue to help me hold down the airplane so I could get out
and push it back to the hanger. Oh, the excitement of early
aviation in the 80's in an Ultrastar.
john h
________________________________________________________________________________
| From: | Donald Campbell <dfcca(at)excite.com> |
| Subject: | Re: Pictures of our flight to Alamogordo and back |
>
> On our way back
> > we had a head wind of about 5 to 10 mph thats why the yaw string was
all over
> > the place.
> >
> > Will
>
>
> Will and Gang:
>
> Doesn't the yaw string indicate relative wind? If
> so...................... :-)
>
> Just yanking your chain. If it is turbulent it is difficult
> to keep the yaw string centered and the Firestar trimmed in
> yaw.
>
> I especially enjoyed your pics. Although I have not flown
> that particular area, I have flown from El Paso, over the
> mountains to the west, and low leveled across the desert to
> Deming, NM. The terrain on that flight is very similar to
> your pics.
>
> Given the right wind conditions, the Firestar can make a
> zero ground roll take off and landing. It has been done.
> However, it usually is not done on an average slow summer
> day.
>
> I did a landing on the edge of a thunderstorm at my grass
> strip in my Ultrastar. Wind blowing and gusting so hard I
> could not turn the aircraft's nose with rudder. Had to land
> nose into the wind, which I did perpendicular to the
> terraces in the pasture near my airstrip. No problem. It
> was a zero ground roll landing. However, could not get out
> of the aircraft until my friend and farm owner came to my
> rescue to help me hold down the airplane so I could get out
> and push it back to the hanger. Oh, the excitement of early
> aviation in the 80's in an Ultrastar.
>
> john h
>
>
>
>
>
>
dfcca(at)mailexcite.com
Send a cool gift with your E-Card
http://www.bluemountain.com/giftcenter/
________________________________________________________________________________
| From: | "larrybiglar" <larrybiglar(at)email.msn.com> |
Sorry Clay, suffered a brain fart, and hit send by mistake. The #10 is p/n
12-00800.
----- Original Message -----
From: "Clay Stuart" <cstuart(at)searnet.com>
Sent: Monday, January 15, 2001 4:48 AM
Subject: Kolb-List: deburring
>
> "In any case, small or large, the burr on
> the inside will affect the seating of the rivet, then with vibration,
> pressure, flexing, etc., the rivet will loosen up. Probably not a fatal
> thing, but it's a controllable factor that will make for a MUCH better
> overall job. A/C Spruce and others offer a tool with a dog legged cutter
> that you can reach in with and deburr the inside. The one I use is on
> page 473 of the ACS 2000/2001 catalog, as p/n 12-00700, for $10.95. Get
> lots
> of extra cutters..........you'll need them.
>
> Which cutter is the one I need? #60 for backside deburring part #12-01400
> for $3.95 (in last
> year's catalog).
>
> Thanks,
> Clay Stuart
> Danville KY
> building Mark IIIXtra
>
>
________________________________________________________________________________
In a message dated 1/14/01 8:00:51 PM Eastern Standard Time,
WillUribe(at)aol.com writes:
> Yes it works great if you don't forget to pull it out from under the lexan
> before you close the door, take a look. ;-)
> http://home.elp.rr.com/airplane/pic1.jpg
>
Boy! you desert people really have it made....who needs a yaw string there??
does everyone see the length of that landing area??...goes to ad
infinititum!! ..where's the challenge to land "short"??!! ... This Ohio boy
really feels sorry for you Will...reasonable temperatures, no clouds, no
rain, land anywhere in the desert....really!!
GeoR38
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Pictures of our flight to Alamogordo and back |
Here are some more pictures I forgot to post.
You can see White Sands national monument between Dave's FS and the foot of
the mountains. elev. 4,100'
http://home.elp.rr.com/airplane/pic14.jpg
The snow capped mountain on the far side is Sierra Blanca owned by the
Mescalero Apache tribe. That is where we can Ski at an elev. of 12,003'
http://home.elp.rr.com/airplane/pic15.jpg
Will
________________________________________________________________________________
| From: | Woody <duesouth(at)govital.net> |
| Subject: | Re: Looking for 4ea MKIII wing ribs |
Sorry, Lar and Andy got my last ribs. They are be easy enough to make.
Just go by the print and add another brace where the big spar flange used
to be. Bend the contour by hand and don't try to find a bender to do it.
KISS. It takes about 12' of tube to make 1 rib. It could also be cut out of
plywood or door skin and lightening holes added for weight reduction.
I intend to make a permanent gap seal myself. I figure to put a 2" band
overhanging on the top wing rib so when the wing is up the band will fit
down onto the gap seal. Underneath I am thinking of having closed cell
packing foam sheet cut to airfoil shape. I may have to add a big hole
through the bottom of the foam to get the pin in but I doubt if this will
really affect the flying qualities.
>A very long time ago when I was building my wing ribs I also built the 3
>half ribs that are suppose to make up the front of the gap seal. I have
>since learned that I would like to make my gap seal permanent. Does anyone
>have advice on how to make a permanent gap seal. Does anyone have or know
>where I could get 4 MKIII wing ribs (crashed MKIII?) to use to make my gap
>seal. Any advice or help would be appreciated.
>
>
________________________________________________________________________________
| From: | Woody <duesouth(at)govital.net> |
| Subject: | Re: Mitch: 5200 RPM take off. |
Yeah like I have never broken a prop. :)
>Sorry Woody, I hope I didn't sound too anal.
>My mistakes usually cost me propellers, so your doing a lot better than I.
________________________________________________________________________________
| From: | "Johann G. Johannsson" <johann(at)caa.is> |
Hi Kolb list members.
Here is my new home page, created by my oldest son, David.
It is different from the one I made myself, and with faster loading
pictures.
I hope you like this one better.
Please take a look.
http://www.gi.is/fis/index.htm
Sorry about the Zenith and Kolb links, they still need to be corrected.
We are working on that.
Best regards,
Johann G
Iceland.
________________________________________________________________________________
| Subject: | Re: New homepage |
In a message dated 1/15/01 4:12:07 PM Eastern Standard Time, johann(at)caa.is
writes:
> Here is my new home page, created by my oldest son, David.
> It is different from the one I made myself, and with faster loading
> pictures.
> I hope you like this one better.
> Please take a look.
>
> http://www.gi.is/fis/index.htm
>
>
Johann....your son is a REAL HERO!
I have never seen pictures load so fast and your quality is good too. I
almost took one for my wallpaper!
Good Job!
________________________________________________________________________________
| From: | "larrybiglar" <larrybiglar(at)email.msn.com> |
| Subject: | Re: New homepage |
Very nice, Johann. I like the way the pictures 'pop' open when I clicked
the thumbnails. Lar.
----- Original Message -----
From: "Johann G. Johannsson" <johann(at)caa.is>
Sent: Monday, January 15, 2001 1:12 PM
Subject: Kolb-List: New homepage
>
> Hi Kolb list members.
>
> Here is my new home page, created by my oldest son, David.
> It is different from the one I made myself, and with faster loading
> pictures.
> I hope you like this one better.
> Please take a look.
>
> http://www.gi.is/fis/index.htm
>
> Sorry about the Zenith and Kolb links, they still need to be corrected.
> We are working on that.
>
> Best regards,
> Johann G
> Iceland.
>
>
________________________________________________________________________________
In a message dated 1/14/01 10:45:52 PM Eastern Standard Time,
rowedl(at)alltel.net writes:
> Don't laugh, John H has more hair raising stories than I, but than he
> has about a zillion more hours of stick time than me.
> That said, I agree with Mr Souder that for the "Firefly and Firestar"
> ,which will not allow your prop to contact terra firma, the IVO would be
> the correct choice for smoothness and low noise. A three blade IVO is
> much smoother and quieter than a two blade wood.
> All the same, make mine a wood Culver. Please go easy on me.
>
I can't believe that no one said anything about the twisting action on an IVO
that probably doesn't happen to a sturdier prop! I can't actually see it
cause it causes a kink in my neck when it gets to 6200 rpm, but somehow I
just know that that puppy flattens out as the rpm starts to crank out the HP
of the laboring engine. I have no idea whether this is good or bad, but I'll
bet the rpm would go down a few hundred rpm if there was no flattening twist
to the IVO....does anyone know what the good bad tradeoffs are?
GeoR38
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: New homepage |
Johann,
Great webpage! What happen to your first FS that you never got to fly?
http://www.gi.is/fis/Johann06.jpg
Will
In a message dated 1/15/01 4:12:07 PM Eastern Standard Time, johann(at)caa.is
writes:
> Hi Kolb list members.
>
> Here is my new home page, created by my oldest son, David.
> It is different from the one I made myself, and with faster loading
> pictures.
> I hope you like this one better.
> Please take a look.
>
> http://www.gi.is/fis/index.htm
>
> Sorry about the Zenith and Kolb links, they still need to be corrected.
> We are working on that.
>
> Best regards,
> Johann G
> Iceland.
>
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Pictures of our flight to Alamogordo and back |
John,
On your extensive cross countries have you ever run into FBO operators who
don't like ultralight type airplanes and would rather kick you of the ramp?
Will
In a message dated 1/15/01 11:37:34 AM Eastern Standard Time,
hawk36(at)mindspring.com writes:
> Although I have not flown
> that particular area, I have flown from El Paso, over the
> mountains to the west, and low leveled across the desert to
> Deming, NM. The terrain on that flight is very similar to
> your pics.
>
________________________________________________________________________________
| From: | "Johann G. Johannsson" <johann(at)caa.is> |
| Subject: | Re: New homepage |
Hello George.
Thank you for the kind words.
I am glad you like my page. I will hopefully get to upload more pictures for
you to see more of Iceland.
Best regards,
Johann G.
GeoR38(at)aol.com wrote:
>
> In a message dated 1/15/01 4:12:07 PM Eastern Standard Time, johann(at)caa.is
> writes:
>
> > Here is my new home page, created by my oldest son, David.
> > It is different from the one I made myself, and with faster loading
> > pictures.
> > I hope you like this one better.
> > Please take a look.
> >
> > http://www.gi.is/fis/index.htm
> >
> >
>
> Johann....your son is a REAL HERO!
> I have never seen pictures load so fast and your quality is good too. I
> almost took one for my wallpaper!
> Good Job!
>
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
Back in September, Vince Nicely and I did some climb/descent tests
in my MKIII, with a view to determining prop efficiency. He crunched the
numbers ( I don't do math...) and determined that the 66" 2-blade Ivo I am
using was 54% efficient at 40 mph, 58% efficient at 50 mph,
59% efficient at 60 mph, and 71% efficient at 70 mph.
He told me the books say that 80% efficiency is the best you can get,
so I guess that is good enough for me.
Anyway, he went out and bought one, based on the tests.
To more directly answer your question, I would think having a prop
flatten out in twist under full throttle climb, and then have it
crank back in a little pitch at part throttle cruise, would not be all bad.
Richard Pike
MKIII N420P (420ldPoops)
>I can't believe that no one said anything about the twisting action on an IVO
>that probably doesn't happen to a sturdier prop! I can't actually see it
>cause it causes a kink in my neck when it gets to 6200 rpm, but somehow I
>just know that that puppy flattens out as the rpm starts to crank out the HP
>of the laboring engine. I have no idea whether this is good or bad, but I'll
>bet the rpm would go down a few hundred rpm if there was no flattening twist
>to the IVO....does anyone know what the good bad tradeoffs are?
>GeoR38
>
>
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Pictures of our flight to Alamogordo and back |
> On your extensive cross countries have you ever run into FBO operators who
> don't like ultralight type airplanes and would rather kick you of the ramp?
>
> Will
Will and Kolbers:
Yes! But not very often.
First XC in my Ultrastar from Gantt International AP to
Tallahassee, Florida. 250 miles, WOW! I was ecstatic. My
Brother, Jim, was waiting for me. I landed, without radio,
taxied up to the FBO, when all of the sudden a giant sized
John Deere tractor came zooming up, blocking my escape. It
was the gent who ran the FBO. He was hostile, lost his
cool, demanded I haul this piece of crap off his airport, if
I didn't he would call the Sheriff and have me arrested.
What a disappointment. I was so excited and proud to have
made this flight, Dec 1984. Jim told me to get back in the
Ultrastar and strap in. While I was strapping in, he pulled
the starter rope, and I departed Tallahassee Commercial
Airport for Quincy Airport. Luckily I had enough fuel to
make the flight. I had a nice reception at Quincy, just the
opposite of the one in Tallahassee. Both airports are
non-towered.
Come to find out, later down the road, there was a near miss
a few months prior to my arrival, by a Quicksilver and a
King Air. Seems the UL flew across the traffic pattern and
almost took out the King Air. Since that incident, the
manager was totally anti-UL.
Shift gears a couple years. Flying to Lake City, Florida,
in my new Firestar equipped with an STS VHF radio. This was
1987. At that time we were required by law to have an FCC
aircraft station license, even though we were not considered
aircraft. :-) I can't remember the call sign, but it was
N-----U. I called TLH Commercial Traffic about 10 miles
out. Got my info, called entering traffic, each leg and
right down to clearing the active. I was welcomed as a
regular airplane driver. Got my fuel and was on my way.
The main reason I was welcomed was I flew into their airport
like a regular airplane, not a "hair brained" UL pilot with
no radio. The only difference between this landing and the
one a couple years prior was voice comm with the FBO. Go
figure.
Occasionally, though few and far between, and only a few
times have I been made to feel unwelcome, but nothing like
the first time and nothing like what Will and Dave
experienced. The best way to handle this kind of situation
is not argue, be cool, and leave. Who wants to be someplace
where they are not wanted. Some folks fight it, I don't
feel like the controversy is worth the effort and the hard
feelings. Besides, might make me make a poor decision
flying home, and I do not need that.
For the most part, fly your UL like a real airplane. Do not
draw attention to yourself. For the most part, you will be
treated accordingly. Then again, there will be the
occassional A-- h--- who will try to ruin your day. Don't
let him, ignore him, and fly on the another airport where
you are welcome.
Take care,
john h
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
Howdy Gang:
If you all were around the Kolb List last year about this
time, I was trying to get my act together and my airplane
ready to make a flight to Barrow, Alaska, Oshkosh, WI, and
back home to Alabama. As many of you know, my flight came
to an end 1 July 2000, the morning of my sixth day of the
flight from the Kolb Factory in London, Ky. My next takeoff
in Miss P'fer ("P" fer plane) will be in about 60 days, give
or take a month or so. We are now actively involved in
getting the MKIII back in the air and getting all the
planning and prep done to depart for another attempt to
Barrow, Oshkosh, and home. We plan to depart Alabama or
London, KY, on or about 24 June 2001. This flight has been
a personal goal of mine for the past nine years. I was 205
SM from Barrow in 1994, but money, time, and experience were
not on my side. I had to make the decision to turn around
when I reached the Arctic Ocean at Dead Horse/Prudhoe Bay,
Alaska. Last year my flight was cut short at Muncho Lake,
BC, because of a failed landing gear/axle socket. Believe
me, this problem has been well taken care of for the 2001
flight and for the many hours I hope to fly my old MK III in
the future, which now has aprx 1,450 hours on the airframe
since 1992.
There is no way I can make this flight without help from
others. As of this time I am sponsored by Warp Drive
Propellers. Warp Drive has sponsored me with props since
1993. I have flown more than 1,200 hours in front of Warp
Drives on the 582, 912 and 912S. If I were not sponsored by
Warp Drive, their prop would still be my prop of choice. It
is a vital connection between engine and air. I demand and
get the best. Where I fly is not for the light hearted or
the fool hearted. It is as exciting as it is dangerous. If
you have not experienced "sparsely populated territory",
then you do not know the meaning of this term. Where I fly
will be complete isolation, just me and the airplane for
much of the time. I must have equipment that I can depend
on to get me to my destination and home again safely.
While I was at the Kolb Flyin last year I had a chance to
share with many of you about my attempt to fly to Barrow.
At the end of my short talk, Jim Miller got up and asked me
if I was getting sponsors for my next attempt to fly to
Barrow. I sort of stammered a little and said we were not
actively engaged in getting sponsors at that time. His
reply was, Jim and Dondi Miller, owners and operators of
Aircraft Technical Support, would be happy to supply me with
all the covering and painting materials to repair Miss
P'fer. Folks, we are talking about fabric, tapes, rivets,
cement, "dope", epoxy primer, masking tape, brushes, tack
rags, manuals, white Polytone, yellow and red Aerothane, all
the reducers, paint cleaning solvents, etc., to finish up my
airplane. Needless to say, I was flabergasted.
I want to take this time to thank Jim and Dondi for their
support and their confidence in me and my MK III. Their
donation is a big one and will go a long way in helping me
achieve my goal. Jim and Dondi are not a big operation.
They are extremely specialized in the aircraft covering and
painting business. When you call Aircraft Technical Support
you will speak personally with Jim and/or Dondi. You won't
get an order taker that has no idea what she is taking an
order for. Jim and Dondi have presented a class on the
Polyfiber System for the last two years at the Annual Kolb
Flyins at London, KY. I have not had the opportunity to sit
through their "hands on" presentation, but everybody I talk
to insures me that they are the best. I can attest that
they are most responsive to your requests, are willing to
answer questions and fully explain the best procedure to get
your job done. Here is the url for their web site:
http://www.aircrafttechsupport.com/
Take a look around their site. See what they have to
offer. If you don't see it, call them toll free
(1-877-877-3334) and ask them anyhow.
I was able to afford one of their HVLP painting systems
primarily because of their sponsorship. I am anxious to get
my hands dirty and try out the new system, which includes a
fresh air supply to keep this old man healthy. I should
have the fuselage in the shop by tomorrow evening. I will
complete repairs on it, then move it out and the wings in.
Repairs will have to be made to the left wing, then both
wings, ailerons and flaps, will be stripped of fabric,
cleaned, recovered, "doped" or should I say processed??? and
painted.
Official sponsorship from Kolb is in temporary limbo, but I
expect to hear from them soon. Right now, me and Miss P'fer
are preparing for our 24 June 2001 takeoff. Lord willing
and the creek don't rise, we are flying to Barrow.
Take care,
john h
________________________________________________________________________________
| From: | "Dave Rains" <rr(at)htg.net> |
-----Original Message-----
From: John Hauck <hawk36(at)mindspring.com>
Date: Monday, January 15, 2001 10:33 PM
Subject: Kolb-List: Sponsors
>
>Howdy Gang:
Snip-
>Official sponsorship from Kolb is in temporary limbo, but I
>expect to hear from them soon. Right now, me and Miss P'fer
>are preparing for our 24 June 2001 takeoff. Lord willing
>and the creek don't rise, we are flying to Barrow.
>
>Take care,
>
>john h
>
>I trully admire your tanacity! Old soldiers only get better!
Dave.
>
>
________________________________________________________________________________
| From: | "Jeremy Casey" <jrcasey(at)mindspring.com> |
Howdy Gang:
If you all were around the Kolb List last year about this
time, I was trying to get my act together and my airplane
ready to make a flight to Barrow, Alaska, Oshkosh, WI, and
back home to Alabama. As many of you know, my flight came
to an end 1 July 2000
John,
I probably speak for most folks on this list when I say , "Godspeed and safe
flying". When you get ready to go , I'll be glad to kick in a little gas
money , just like last year. (And you don't even have to lure me a great
looking patch... ;<) ) Anyway good luck with the preparations this year...
Jeremy Casey
jrcasey(at)mindspring.com
P.S. You can use my patch for a hole fixer if you need it..(as long as I
can have it back after the flight ;<)
________________________________________________________________________________
| From: | "bob n." <ronoy(at)shentel.net> |
Friend John,
Count me in the same as last year.
bn
________________________________________________________________________________
| From: | "larrybiglar" <larrybiglar(at)email.msn.com> |
Well, here goes nothin'. Will told me how to go about publishing pics,
so here's a 1st effort. This shows the left hand throttle setup, and
the locking door latch on Vamoose.
www.biglar.homestead.com/Pic236018A I have a portion of my website up
& running now, and want to add another page or 2. Then I'll turn you
all loose with it. Lar.
________________________________________________________________________________
| From: | "larrybiglar" <larrybiglar(at)email.msn.com> |
So much for that. Sorry folks, back to the drawing board. Lar.
----- Original Message -----
From: "larrybiglar" <larrybiglar(at)email.msn.com>
Sent: Tuesday, January 16, 2001 8:43 AM
Subject: Kolb-List: Pictures
>
> Well, here goes nothin'. Will told me how to go about publishing pics,
> so here's a 1st effort. This shows the left hand throttle setup, and
> the locking door latch on Vamoose.
> www.biglar.homestead.com/Pic236018A I have a portion of my website up
> & running now, and want to add another page or 2. Then I'll turn you
> all loose with it. Lar.
>
>
________________________________________________________________________________
| From: | "Sam Cox" <lightflyer(at)email.msn.com> |
| Subject: | Firestar camping modification |
John I'm curious what modifications you may have made to the Firestar to
carry your gear while on long unsupported cross-country trips?
Sam Cox
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Firestar camping modification |
> John I'm curious what modifications you may have made to the Firestar to
> carry your gear while on long unsupported cross-country trips?
>
> Sam Cox
Sam and Gang:
Initially, we welded four tabs to the bottom rear of
fuselage to attach a bungee cargo net. I could get all my
gear inside the Firestar except the sleeping bag. That was
"sling loaded" under the belly in the cargo net.
In order to do extended XC flying one has to economize on
what he takes along on the trip. I used a one man bivy
tent. Rolled up about the size of a one liter wine bottle.
This was affectionately referred to as "Hauck's body bag."
Took along two of each: Levis (wore one and one clean and
dry or dirty and dry in the small ruck sack), same for T
shirts, underwear, socks. Kept everything to a minimum.
That was 1988. Made flights to Lake City, Fl, Miami, Fl,
River Ranch, Fl, Homer Kolb's, Monterey, NY (Bill Lock's
Flight Farm Flyin). That was the same year I flew over
Niagra Falls, lost the engine over Grand Island in the
middle of the Niagra River, landed about 10 feet too high,
wiped out the left gear, spent 4 days doing temporary
repairs at Niagra International Airport. Fond memories.
BTW: Had a 9 gal Ken Brock seat tank (held 8 gal useable)
that took up a good bit of the cockpit space where most of
my gear was stored.
1989, I had a newly rebuilt and customized Firestar.
Replaced 5 gal standard plastic tank and Ken Brock seat tank
with an 18 gal (useable) aluminum tank. Jim fabricated this
one to fit behind the bulkhead up in top of the fuselage,
about the midpoint up. This opened up the bottom for cargo,
same as my MK III. Now everything went inside the airplane
and I could carry more stuff.
Cuz'n P'fer and I flew a lot of places in 1989: Lake City,
Fl; Lakeland, Fl; River Ranch, Fl; Homer Kolb's; Bert
Howland's, Maryland, NY; all the New England States (in one
day - 0700 to 2100 hours); Flight Farm, NY; all the Great
Lakes; Sault Ste. Marie, Canada; Oshkosh, Wi; Marshall, Tx;
Muscogee, Ok; Kansas; Missouri; Fayetteville, Arkansas.
Ended the years 1988-89 flying in 32 States, all States east
of Mississippi and some west of the "Big Muddy." 1988
flight up north was 21 days and 1989 flight up that way was
25 days. All those flights were made with magnetic compass
and Sectionals. No fancy nav equipment like I have now.
:-)
Nothing can take the place of the flights I made in the
Firestar those two years. We were breaking new ground on
almost every flight we made. It was exciting, every moment
of it. Seemed like I was either planning or flying all the
time. I really miss those days.
Take care,
john h
________________________________________________________________________________
| From: | b young <byoung(at)brigham.net> |
"kolb-list(at)matronics.com"
<<<<>>>>>
while building i also built the 1/2 ribs for the gap
seal. but when fitting the vls chute i had to start
over. what i did was to build the 2 outside ribs from
scratch. they were greatly modified from the original
ribs. then i used the 2 longer 1/2 ribs to go on either
side of the brs chute. and covered the whole thing with
the lexan. the top of the two home brew ribs matched the
contour of the factory ribs on top but the bottom of the
ribs come back flat and followed the pattern of the factory
till just behind the windshield. then they curved up and
over the 1 inch square tubing that holds the frount wing
attach ends. ( this makes it easy to put in the clevis pins
and keepers.) from there they go back to just inside the
wing fold fitting and are anchored down to the rear 1 inch
square tubing with screw clamps.( the last 8 inches or so
are bent in at about a 30 deg angle then bend straight again
just before the clamps.) one clamp around the top and
bottom rib tubes which at that point are laying side by
side. and one clamp around the 1 inch tubing with the 2
clamps overlapping each other. all the clamps have rubber
between the clamps and the metal they go around. also there
is rubber between the clamp to clamp area. the 5/16 tubings
are however riveted to each other.
i thought of this after the cage had been covered
with fabric and painted. if i had done this before
covering i would have welded some tabs to rivet the tubes
to. aint hind sight wonderfull!!!
while fitting the lexan i cut it about 1/4 inch from
the inboard wing rib and left a permanent gap. it does not
seem to be causing any problem.
the 2 gap seal ribs i used are just on the outside
of the parachute and are unmodified except for the curve up
on the bottom to match the curve over the 1 inch square
tube.
the front of the gap seal is held in place by a 7/8
inch tubing that is riveted to the parachute mount and also
the 1/2 inch angle brasing of each rib. i cut the
plexiglass in the back as to be held down by the motor mount
bolts.
because of permanently mounting the gap seal i also
built a faring to go between (and riveted to) the
windshield and the bottom of the gap seal. this also helps
support the front of the gap seal from moving and stops all
the wind. with the full enclosure kit and my gap seal
arrangement i can fly in the 20 deg temp range with only
enough air movement to keep the windshield from fogging up
and routinely fly with only a pare of jeans. tennis shoes,
jacket and pare of gloves. after an hour or so my feet
start to get cold. need warmer boots or electric socks.
i had the work examined by two a&p / ia and they
could find nothing that they felt uneasy about.
boyd mark III 103.6 hours
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
I just want to add, Jim or Dondi will always answer the phone. One day I was
covering on a weekend and need more supplies. Just for the heck of it I
called on Sunday and to my surprise Dondi answer the phone. She new who I was
and sent me what I needed without having to give all my shipping and billing
information again.
Regards,
Will Uribe
FireStar II
El Paso, TX
but back in Mississippi
In a message dated 1/16/01 12:35:39 AM Eastern Standard Time,
hawk36(at)mindspring.com writes:
> Jim and Dondi are not a big operation.
> They are extremely specialized in the aircraft covering and
> painting business. When you call Aircraft Technical Support
> you will speak personally with Jim and/or Dondi. You won't
> get an order taker that has no idea what she is taking an
> order for.
________________________________________________________________________________
| From: | "Howard Ping" <howard.ping(at)gte.net> |
| Subject: | Re: Safety Seminar Lex, KY |
Fellow Kolbers
I just wanted to inform you, the
Bluegrass Ultralight Group (BUGS) is having
their 5th Annual Safety Seminar at the KET building
at 600 Cooper Dr. in Lex.the 27 of Jan.
8:00am = 5:00 pm.
If you can't make it we'll carry it live just click on
@BluegrassUltralightGroup.net
Speakers are
Frank Beagle
Mark Smith
Dan Johnson
Chuck Slusarczyk
lots of prizes
also Fri BFI refresher
and Sun engine seminar
need more info. click on BUG(at)dlmail.ket.org
Howard
----- Original Message -----
From: larrybiglar <larrybiglar(at)email.msn.com>
Sent: Tuesday, January 16, 2001 11:43 AM
Subject: Kolb-List: Pictures
>
> Well, here goes nothin'. Will told me how to go about publishing pics,
> so here's a 1st effort. This shows the left hand throttle setup, and
> the locking door latch on Vamoose.
> www.biglar.homestead.com/Pic236018A I have a portion of my website up
> & running now, and want to add another page or 2. Then I'll turn you
> all loose with it. Lar.
>
>
________________________________________________________________________________
| From: | "larrybiglar" <larrybiglar(at)email.msn.com> |
This worked for me twice in test runs, now Will's trying to pound a
shortened form into my head. When teaching a mule, 1st get a
2x4........................ For the time being, let's see if
this works........ www.homestead.com/biglar/Pic236018A.html
Thanks for being my guinea pigs. Big Lar.
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)telepath.com> |
> >> 4. It is smoother: 2 blade Ivo is smoother than 2-blade Warp; 3
> >blade Ivo is smoother than 3-blade Warp.
> snip-
> Somtimes "seat of the pants" can be more reliable, and less expensive, than
> the most scientific test.
I wish I'd kept the article in Aircraft Maintenance Technology
magazine. The evidence was that there are often times when
vibration cannot be felt because the harmonics of the system all
work together to mitigate transmission but still works its magic on
weakening the mounts, isolators, bearings, etc.....
J.Baker
________________________________________________________________________________
| From: | TCowan1917(at)aol.com |
Well, you all can revell in all your spendor of flying in the desert but ----
I will take good ole Southern Alabama/Georgia and Northern Florida for some
of the best year around flying in the world. The weather is generally
healthy and the landing sites many and large. There are not a lot of times
we are grounded for more than a week although we complain about that. The
winters are usually mild - except this year, and the spring and falls are
outragious. The summers are hot but not like the desert thermals. Been
there done that. Love it here. my opinion. relocated yankee. Ted
Southern Alabama, Alburn area.
________________________________________________________________________________
| Subject: | Re: Firestar camping modification |
In a message dated 1/16/01 12:40:41 PM Eastern Standard Time,
hawk36(at)mindspring.com writes:
>
> Sam and Gang:
>
> Initially, we welded four tabs to the bottom rear of
> fuselage to attach a bungee cargo net. I could get all my
> gear inside the Firestar except the sleeping bag. That was
> "sling loaded" under the belly in the cargo net.
>
> In order to do extended XC flying one has to economize on
> what he takes along on the trip. I used a one man bivy
> tent. Rolled up about the size of a one liter wine bottle.
> This was affectionately referred to as "Hauck's body bag."
> Took along two of each: Levis (wore one and one clean and
> dry or dirty and dry in the small ruck sack), same for T
> shirts, underwear, socks. Kept everything to a minimum.
> That was 1988. Made flights to Lake City, Fl, Miami, Fl,
> River Ranch, Fl, Homer Kolb's, Monterey, NY (Bill Lock's
> Flight Farm Flyin). That was the same year I flew over
> Niagra Falls, lost the engine over Grand Island in the
> middle of the Niagra River, landed about 10 feet too high,
> wiped out the left gear, spent 4 days doing temporary
> repairs at Niagra International Airport. Fond memories.
> BTW: Had a 9 gal Ken Brock seat tank (held 8 gal useable)
> that took up a good bit of the cockpit space where most of
> my gear was stored.
>
> 1989, I had a newly rebuilt and customized Firestar.
> Replaced 5 gal standard plastic tank and Ken Brock seat tank
> with an 18 gal (useable) aluminum tank. Jim fabricated this
> one to fit behind the bulkhead up in top of the fuselage,
> about the midpoint up. This opened up the bottom for cargo,
> same as my MK III. Now everything went inside the airplane
> and I could carry more stuff.
>
> Cuz'n P'fer and I flew a lot of places in 1989: Lake City,
> Fl; Lakeland, Fl; River Ranch, Fl; Homer Kolb's; Bert
> Howland's, Maryland, NY; all the New England States (in one
> day - 0700 to 2100 hours); Flight Farm, NY; all the Great
> Lakes; Sault Ste. Marie, Canada; Oshkosh, Wi; Marshall, Tx;
> Muscogee, Ok; Kansas; Missouri; Fayetteville, Arkansas.
>
> Ended the years 1988-89 flying in 32 States, all States east
> of Mississippi and some west of the "Big Muddy." 1988
> flight up north was 21 days and 1989 flight up that way was
> 25 days. All those flights were made with magnetic compass
> and Sectionals. No fancy nav equipment like I have now.
> :-)
>
> Nothing can take the place of the flights I made in the
> Firestar those two years. We were breaking new ground on
> almost every flight we made. It was exciting, every moment
> of it. Seemed like I was either planning or flying all the
> time. I really miss those days.
>
> Take care,
>
John, all this is so far out that the only thing that comes to my feeble mind
is that you should have a special name. ....like Mr UL, or King Fly, or Goin
Places, or...sumpin! Or ...the Hawk.
GeoR38
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Firestar camping modification |
> John, all this is so far out that the only thing that comes to my feeble mind
> is that you should have a special name. ....like Mr UL, or King Fly, or Goin
> Places, or...sumpin! Or ...the Hawk.
> GeoR38
GeorR38 and Gang:
Don't need any special names, thanks. I am no different
than anybody else on the Kolb List. Just another UL pilot
who loves what he is doing (building and flying) and is very
grateful that my career allowed me to retire early so I
could have time to persue one of my hobbies.
Long cross country flights are simply a lot of short "legs"
put together. Sorta like walking, one step at a time. Most
of my flight legs are an hour or two. About the endurance
of my bladder, especially when I am drinking a lot of
coffee. Landing frequently has several advantages:
-Get to go to the bathroom.
-Recharges my battery, perks me up, and makes the next leg
easier and safer to fly.
-Gives me a chance to take a look at the airplane. Don't
want too many items falling off without me knowing it. :-)
-Allows me to meet some of the finest people in the world.
If I don't land, I miss out on one of the most enjoyable
aspects of long XC flying, meeting the many different people
from all walks of life. Usually, they all have something in
common, flying.
We talked a little bit the other day about some FBO's with
bad attitudes towards our kind of aviation. Well,
surprisingly enough, they are few and far between, thank
goodness. I had to learn to be less sensitive about
comments made about me and my flying machines very early
on. So now when someone makes a really stupid or humorous
comment about my airplane, I grin and laugh along with
them. If it gets too bad, I ignore them. If it gets really
bad I ask them if they have flown some of the places me and
my funny looking airplane have flown. Most "real airplane"
drivers only dream of doing that. :-) That usually shuts
them up.
Take care,
john h
Clock is ticking. Better get back downstairs and get to
work. June will be here before I know it.
Take care,
john h
________________________________________________________________________________
| From: | "Dave Rains" <rr(at)htg.net> |
| Subject: | Re: Firestar camping modification |
-----Original Message-----
From: GeoR38(at)aol.com <GeoR38(at)aol.com>
Date: Wednesday, January 17, 2001 9:46 AM
Subject: Re: Kolb-List: Firestar camping modification
>
>In a message dated 1/16/01 12:40:41 PM Eastern Standard Time,
>hawk36(at)mindspring.com writes:
>
>
>>
>> Sam and Gang:
>>
>> Initially, we welded four tabs to the bottom rear of
>> fuselage to attach a bungee cargo net. I could get all my
>> gear inside the Firestar except the sleeping bag. That was
>> "sling loaded" under the belly in the cargo net.
Snip>>
>> Take care,
>>
>
>John, all this is so far out that the only thing that comes to my feeble
mind
>is that you should have a special name. ....like Mr UL, or King Fly, or
Goin
>Places, or...sumpin! Or ...the Hawk.
>GeoR38
Or just plain undecided!
Dave
El Paso
>
>
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Sand dunes and mesquite |
Here is a high resolution picture of the sand dunes and mesquite taken by
Dave's new digital camera.
http://home.elp.rr.com/airplane/pic01.bmp
This is a big file so if you have a slow connection it will take a while to
download, 900KB.
Will
http://home.elp.rr.com/airplane/pic01.bmp
In a message dated 1/16/01 8:34:32 AM Eastern Standard Time, rr(at)htg.net
writes:
> Attempting an emergency landing anywhere except a good dirt road
> would result in immediate disaster! The sand dunes and mesquite would make
> short work of any aircraft.
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Sand dunes and mesquite |
John,
Try this URL, it a smaller file
http://home.elp.rr.com/airplane/pic01.jpg
http://home.elp.rr.com/airplane/pic01.jpg
In a message dated 1/17/01 8:19:20 PM Eastern Standard Time,
hawk36(at)mindspring.com writes:
> Will:
>
>
________________________________________________________________________________
| From: | "Richard Pridgen" <richard.pridgen(at)worldnet.att.net> |
| Subject: | Re: Alternitive Engines |
Rick,
I'm also considering VW power for my MKIII and agree that a reduction drive
driven off the fly wheel end would be the best set up . Keeping my fingers
crossed !!!!!!!!
Rick Pridgen building MKIII
----- Original Message -----
From: Richard Neilsen <neilsenr(at)state.mi.us>
Sent: Wednesday, January 10, 2001 2:36 PM
Subject: Kolb-List: Alternitive Engines
>
> I have been doing extensive research on what is the best engine for my
Kolb MKIII. The criteria for selection has been 1 reliability, 2 cost, 3
thrust, 4 weight, and 5 engine/prop noise.
>
> I have considered the following engines Rotax 582 - 912s, GEO - B2 &
Raven, BMW with German reduction drive, VW, Subuaru app. 6 different
manufactures Jaberu, SVS1400, Hirth, 2SI and a few others I can't remember.
>
> I have tried to avoid 2 strokes due to the need for careful care and
feeding necessary to be reliable. I have ruled out the Rotax 4 strokes
because I just will not pay that much for their engines. I have ruled out
the high RPM 4 strokes partly for reliability concerns but also because I
would not be happy with a screaming 4 stroke. I was close to deciding on a
Jaberu but after the review in the EAA mag. they said it was noisier than
the Rotax 912 and it is pretty bad. My direct drive VW is noisy but
primarily from prop noise and the Jaberu turns almost as many RPMs. Like my
VW I'm concerned how many HP are consumed making prop noise. The reduction
drive Suberus are just too heavy.
>
> This takes me back to the VW. There is no other engine like it. the supply
is unending, it will produce a reliable 90-100 HP under 4,000 RPM and you
have to wok at spending over $4,000.00 for a brand new 2180cc long block.
The problem is no one makes a good reduction drive for it. There is a belt
drive reduction unit made for the VW that is close but doesn't seem to have
a real solution for the harmonic vibration problem. The ideal solution would
be to have someone adapt a NSI reduction drive to the flywheel end of the
engine. The problem right now is that reduction drive manufactures don't
feel there is enough interest in VWs. NSI said they would make the adapter
with a 50 unit order but I only need one.
>
> At this point I'm trying to talk someone/anyone into making a good
reduction drive for a VW engine. If I have no success I will go with a
Rotax 582 or belt drive VW.
>
> Rick Neilsen
> VW Powered MKIII
> Grand Ledge MI.
>
>
________________________________________________________________________________
| From: | "Dennis Souder" <flykolb(at)epix.net> |
Jim & Kolbers,
I didnt intend to sound like a commercial for Ivo; rest assured I have
nothing to gain if Ivo sells another prop. Seems to me the question asked
was pretty focused on choosing between Ivo and Warp. My comments were
further restricted to FireStars and FireFlys. If I had extended the
discussion to Mark-IIIs, SlingShots and Lasers, my prop preference would
have largely (but not entirely) moved to the Warps for other valid reasons -
but that was not the scope of my discussion. It is simply that for the
FireStar and FireFly, I have come to appreciate the unique blend of
qualities the Ivos possess. This is confirmed by many years of experience
flying with all these propellers.
Ivos have always felt smoother to me perhaps lots of self-canceling
harmonics are going on as you suggest, perhaps the rougher running Warps
are actually ... smoother? Perhaps we will never know. But I do know
(1) the Ivo feels smoother than any other prop I have used and (2) parts
arent cracking, breaking or otherwise coming apart - all this over many
years of flying experience. I dont think it is stretching to conclude the
Ivo is a smoother running prop. And there are reasons why I believe the Ivo
is smoother than Warp, given a comparable degree of balance:
I have taken considerable pains with many individual propellers to achieve
what I would describe as a perfect static balance. I am very sensitive to
vibration it drives me nuts and so I expended no small amount of time and
energy over the years to achieve as smooth a running engine as possible. I
have balanced, as described above, many wood propellers, Ivos and Warps.
The best-balanced wood propellers I always felt were still relatively rough
running not entirely across the rpm range, but in sufficient areas to be
annoying. Ditto Warps (except for 3-blades which could run relatively
smoothly). This is not to say that I havent felt I made improvements in
smoothness with accurate balancing - but I never felt I could achieve as
smooth running engine & prop combinations with wood and Warps as I would
have liked.
(I have only ever statically balanced propellers and I realize that it is
possible to have a static balance but a dynamic imbalance. Undoubtedly this
frustrates our mastery of the whole balance and smoothness issue.)
I soon discovered that Ivos were in a class by themselves. Have I ever had
a rough running Ivo? Yes, but this was the exception not the rule.
I have used several balancing techniques and I could not discover much
difference between the methods. The most common method was simply to apply
extra paint to the lighter prop tip. This would take several days of
repeated applications, because as the paint dries, the balance changes, so
it is an iterative technique. With the composite props I would sand the end
of the heavy tip to achieve balance.
The other method involved drilling the prop hub and inserting weights into
the hole, usually cut-off bolts. This was done between the prop flanges to
capture the slugs. I would fine tune if necessary by adding additional
washers under the bolt head. For the composites, I would use longer bolts,
if necessary for extra washers.
But the results were always the same, Warps and woods still had an edge of
roughness, but not the Ivos.
It was then that I formulated my hypothesis, that the Ivos flexibility was
what made the critical difference in smoothness. Especially with pushers
with the prop directly behind the wing, the air inflow is very turbulent. I
believe the flexible Ivo dissipates some of the resultant vibrations before
they get transmitted to the hub. An analogy would be comparing a flexible
airplane wing and a very rigid airplane wing flying along in extreme
turbulence. The rigid wing will transmit all the bumps and shock directly
into the fuselage. The flexible wing will flex and bend along with the
bumps and absorb some of the vibration before it gets to the fuselage.
(With the larger reduction ratios, this flexiblity can become a problem, I
feel the Ivo's are happiest spinng at the faster speeds with ratios at less
than 3:1)
For many years Kolb resisted Ivos simply because they appeared to be too
flexible. But the first time the Ivo & spacer was used, the lower prop
noise was immediately apparent. This was when it was discovered the magic
of just adding an additional 2 of clearance between prop and wing. It
does lessen the prop noise considerably a decibel meter is not needed to
discern this.
The main point of the spacer is not that its needed because of the Ivos
flexibility but the extra distance this spacer creates for the prop behind
the wing which reduces the noise.
I do consider the Warps to be very difficult to adjust if done accurately.
I had special jigs and fixtures made up to speed the process but it was
still a lot of work. The Ivo is so easy and simple that it is practical to
change the pitch for a single flight if desired, say a cross country flight
is contemplated when most of your flying is around the patch. It only takes
a couple minutes to change the pitch to a cruise setting.
Back when Phil Lockwood was powering his Air-Cam with 582s I asked him why
he was running Ivos, he said he had tried all the major props on the Air
Cam and the Ivo was the winner for making thrust. He said its easy to
determine which engine is stronger as the aircraft will yawl one way or the
other. This compares thrust, not just statically, but over a range of
airspeeds. Hmm reason # 8?
Dennis
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of Jim Baker
Sent: Sunday, January 14, 2001 1:32 PM
Subject: RE: Kolb-List: Props
I just know I'll catch hell for this.........
> 1. Ivo cost significantly less than the Warp {True.}
> 2. The Ivo is lighter than the Warp - helps with pesky aft CG
problems {True. However, if I had a CG problem that
depended on the difference in weights of the two, I'd look elsewhere
for relief as well.}
> 3. The Ivo is much easier to adjust - esp. with the quick adjust
hub. {All things being equal, just how many times does one really
adjust the prop other than several times initially...except, of course,
for the inveterate tinkerer who just can't leave well enough alone. ; )
The second point is....can one be absolutely assured that Ivo QC is
strict enough to absolutely guarantee that the rod-in-the-hollow-
blade concept adjusts all blades to the same, precise pitch? I've
encountered individuals and read some reports of vibration caused
by unequal blade pitch in the Ivo and, therefore, unequal loading
and unloading, exacerbated by the blade's flexibility. Same can
happen to other props as well, given similar circumstances of
uneqal pitch and rigidity.}
> 4. It is smoother: 2 blade Ivo is smoother than 2-blade Warp; 3
blade Ivo is smoother than 3-blade Warp. {The
proof/documentation is located....where? This is not necessarily a
defense of Warp, just an examination of facts, not pants-seat
evaluation. I'd be really interested in seeing a head-to-head
dynamic vibration analysis with, say, a Chadwick-Helmuth analyzer
across several engine/aircraft mount systems with the prop as the
only constant. Different engine mounting systems, engine dynamic
balance, engine operation speeds, gearbox lash, etc. all combine
to create variations in harmonics within the system as a whole. I
can find no reason whatsoever, either logically or intuitively, to
declare one prop any more "smooth" than the other. It would seem
counter-intuitive to declare that any other prop maker would want to
sell an un-balanced product. }
> 5. It works well with a long prop extension and this significantly
reduces prop noise. { No extension necessary for the Warp or
many wood props since there is no appreciable danger of a less
flexible blade striking the aileron torque tube (at least as used on
the Kolb line) as has occured many times with the Ivo, and thus
the reason for the extension. Noise is reduced, as you state, given
the greater Ivo blade distance from the wing structure.}
> 6. It is available in colors {True.}
> 7. If you damage a blade, you can reposition the other two
blades and fly home with a 2-blade prop. {Were I to damage a
blade severely enough to warrant it's replacement/removal, I'd
certainly want to examine crank indexing, prop hub integrity, and
gearbox integrity before I flew anywhere, let alone home.....}
I do realize that some of the above appears to be confrontational
and that is not the intent. Ivo does make a fine product which has
some limitations, just the same as the Warp, or any other prop for
that matter. Ivo also enjoys a robust following that speaks well for
the product as a whole. I do think that categorical statements
should not be based upon empirical evidence but upon inductive, or
even deductive examination. I know that your experience uniquely
qualifies you to make the statements and that is not in question,
just the veracity of why a couple of your comments (esp. 3, 4 and
5) seem to favor Ivo disproportionately or as a single solution.
J.Baker
________________________________________________________________________________
In a message dated 1/17/01 12:09:35 PM Eastern Standard Time,
hawk36(at)mindspring.com writes:
> GeorR38 and Gang:
>
> Don't need any special names, thanks. I am no different
> than anybody else on the Kolb List. Just another UL pilot
> who loves what he is doing (building and flying) and is very
> grateful that my career allowed me to retire early so I
> could have time to persue one of my hobbies.
>
> Long cross country flights are simply a lot of short "legs"
> put together. Sorta like walking, one step at a time. Most
> of my flight legs are an hour or two. About the endurance
> of my bladder, especially when I am drinking a lot of
> coffee. Landing frequently has several advantages:
>
> -Get to go to the bathroom.
>
> -Recharges my battery, perks me up, and makes the next leg
> easier and safer to fly.
>
> -Gives me a chance to take a look at the airplane. Don't
> want too many items falling off without me knowing it. :-)
>
> -Allows me to meet some of the finest people in the world.
> If I don't land, I miss out on one of the most enjoyable
> aspects of long XC flying, meeting the many different people
> from all walks of life. Usually, they all have something in
> common, flying.
>
> We talked a little bit the other day about some FBO's with
> bad attitudes towards our kind of aviation. Well,
> surprisingly enough, they are few and far between, thank
> goodness. I had to learn to be less sensitive about
> comments made about me and my flying machines very early
> on. So now when someone makes a really stupid or humorous
> comment about my airplane, I grin and laugh along with
> them. If it gets too bad, I ignore them. If it gets really
> bad I ask them if they have flown some of the places me and
> my funny looking airplane have flown. Most "real airplane"
> drivers only dream of doing that. :-) That usually shuts
> them up.
>
> Take care,
>
> john h
>
> Clock is ticking. Better get back downstairs and get to
> work. June will be here before I know it.
>
John....if you won't let us call you names, then the above implies that you
have the gift to write a book, is anything tickin there?
GeoR38
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
Dennis and Kolbers:
If I am not greatly mistaken, you do sound, just a little
bit, like an Ivo man. :-)
My only experience with the Ivo is the limited flying I do
in factory airplanes at Lakeland, Oshkosh, and London.
My Warp Drive experience spans 8 years and more than 1200
hours flight time on my MK III powered by 582, 912 and 912S.
Warp Drive has sponsored me since 1993, but I would still
fly Warp Drive sponsorship or not. That statement is based
on a lot of flight time in some very critical and exciting
situations, coupled with many long days, some 10, 11 and 12
flight hours, sitting in the cockpit grinding out the miles.
I have never had to balance a Warp Drive blade. They come
balanced. If for some reason I pick up a vibration, it is
probably because I have a blade out of sync (all three
blades not set to exactly the same pitch). However, it is
not time intensive and usually takes a couple adjustments
and test flights to get everything just right. And I am a
"nut" for getting everything on my airplane just right.
As far as holding what is put into the prop adjustment, I
have no problem there either. I believe I flew 464 hours,
which included 231 hours on the 1994 Alaska flight, without
touching the Warp Drive, except to do a little touch up in
Arlington, WA, to some rain erosion I picked up inboard of
the nickle leading edges, something I expected based on the
number of hours and days I flew in the rain in Canada and
Alaska. That problem has been eliminated on my new prop,
nickle edge lengthened from 12 to 17".
Once I have the prop adjusted the way I want it, I find no
reason to change prop pitch. If I pitch for redlining the
tach at WOT, straight and level flight, then I am set up for
the best climb/cruise performance. I have no reason to fly
in any other configuration.
BTW: The reason I removed the prop with 464 hours on it was
because an 18" piece of 1.5" diameter exhaust pipe with a
180 degree and a 90 degree bend in it went through the prop
at WOT. I must admit I picked up a vibration when that
happened. In fact I thought I had been hit by an RPG, the
explosion was so loud and rough when the shock went through
the airframe. I continued to fly 10 miles to Wetumpka
Airport, landed, checked for damage. I had a good size nick
knocked in the leading edge of one blade, and a big dent in
the bottom of the radiator from impact with the exhaust
pipe. Fired up the 912 and flew the 11 mile home with
some vibration and slower than normal.
If you all remember, that same prop cut Alaska bush for aprx
1500 feet down an unmaintained private strip, Sparky, about
25 miles south of Delta Junction, AK.
I discovered the 912 and Warp Drive needed a 2" prop
extention after several trailing edge strikes on the flap
torque tube or back side of the leading edge tube, left
flap. You know what I mean? :-) That happened Sun and Fun
1993. The strikes were not happening after the 912 was
running, but on start up. The sudden power and rotation of
the prop nudged the engine in its mounts enough to get a
blade strike. Not bad, but it did hit several times.
I am running a 72" Warp Drive on the 912S and it is
awesome. As heavy as Miss P'fer is she will still peg the
2,000 fpm vsi with me and 10 gal of fuel on board. The
needle can go no higher because it physically hits the stop
peg. Before I took off for Alaska last year, Dan Horton,
230 lbs, me, 185 lbs, 25 gal fuel, 150 lbs, and Miss P'fer
climbed out of Wetumpka Airport at 1,300 fpm. This was the
middle of June in Alabama. Temperature is a big factor in
performance. She cruises 88 mph at 5000 rpm loaded
lightly. Full up on my long flight, 85 mph at 5200 rpm.
Shucks, I have died and gone to heaven. These were the
kinds of performance figures I was looking for in 1993 when
I installed the 912. Yes, I usually have a big grin on my
face when I am flying my MK III.
I have flown smooth props and rough props mounted on Kolb
aircraft, both old company and new company. Most were Ivo,
I believe. hehehe Heck I don't know. Just kiddin. Still
don't like those floppy props though. :-)
> I didnt intend to sound like a commercial for Ivo; rest assured I have
> nothing to gain if Ivo sells another prop.
> Dennis
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
> John....if you won't let us call you names, then the above implies that you
> have the gift to write a book, is anything tickin there?
> GeoR38
GeoR38 and Kolbers:
The most difficult part of doing what I do is sitting down
long enough to write a short article about that particular
flight. Takes more time to do that than make the flight.
:-)
john h
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
> If I am not greatly mistaken, you do sound, just a little
> bit, like an Ivo man. :-)
Heck I don't know. Just kiddin. Still
> don't like those floppy props though. :-)
john h
NOTE: Forgot to sigh my "john henry" to the msg. :-)
________________________________________________________________________________
| From: | "Larry & Karen Cottrel" <lcottrel(at)kfalls.net> |
Dennis wrote>
My comments were
> further restricted to FireStars and FireFlys. If I had extended the
> discussion to Mark-IIIs, SlingShots and Lasers, my prop preference would
> have largely (but not entirely) moved to the Warps for other valid
reasons -
> but that was not the scope of my discussion. It is simply that for the
> FireStar and FireFly
You guys aren't paying attention! I talked to Dennis several years ago
about props for my firestar. I had just managed to break the Tennesee wooden
prop that came with my engine, I emailed the list about props and problems
with too high egts. Dennis reccomended a 68 inch IVO. I bought a used one
from the factory and was amazed at how much smoother it was and how much
more pleasant the firestar was to fly. Oh, the way that I broke the original
was pushing the plane back into the trailer. It scraped on the side of the
trailer, due to my inattention to detail. I have since managed to do the
same dumb thing with the IVO and it has survived nicely. Thanks Dennis!
Larry Cottrell
PS
You can be as poor as dirt, but you can still afford to pay attention! :-)
________________________________________________________________________________
| From: | "larrybiglar" <larrybiglar(at)email.msn.com> |
A while back, I sent a picture of the "mystery Kolb" in Thermal, CA.
Lurker Lloyd identified it for us, and promised further news as he got
it. Regarding the same pic, someone mentioned Mike Michalski's Mk II.
I flew with Mike about 3 or 4 years ago at El Mirage Dry Lake, west of
Victorville, CA. Neat experience, but I nearly froze my skinny ol' buns
off. Just above freezing, and wind off that short windshield hit me
right below the eyes. Brrrrrr...........................you easterners
are welcome to that stuff ! ! ! Anyway, here's a picture of it. It
opened for me, and I'm trying to follow Will's & John Jung's
instructions as well.................gotta avoid that 2 x 4. This
should go directly to the picture, without the advertising ????? Does
it ?? Ain't this fun ?? Desert Rat Lar.
http://www.homestead.com/biglar/files/michalski.jpg
________________________________________________________________________________
| From: | Frank Ducker <FDucker(at)rampnet.com> |
| Subject: | Starting out - Mark3 Xtra |
OK, its time to get on the list and ask questions.
Hi everyone,
I have been following the digest for about a month now as I waiting for my
Mark3 Xtra kit to arrive and its here!!! Thanks for the valuable hints and
tips so far.
So , off I go and start on the Horizontal Stab, and come across items that I
think you guys Know the answers to.
1/ Is there an inner sleeve in the leading edge of the Horizontal Stab,
(with an associated bracing wire?)
I don't think so but the manual calls for one. I cannot find any on the
plans.
2/ Should the holes for the fabric holding rivets be done last, or while
doing the initial assembly, I think it can wait until everything else is
riveted together.
Notes:
My kit arrived here in California in very good condition, no bent anything,
even after it got "LOST" in transit. I think having an open box around the
cage helped as the handlers could see what was inside and treat it
accordingly. There was one big scratch on the cardboard tube holding the
spars but luckily it did not go thru.
Big LAR, you crack me up with your sign-off's .
Thanks for any help.
Frank D.
Mark3 Xtra, San Jose Ca.
________________________________________________________________________________
| From: | gerken(at)us.ibm.com |
| Subject: | prop spacers, what grade bolts to use??? |
All the talk about props (again) has renewed my interest in trying a prop
spacer. I am planning on about 3 inches extension. I have shop
capability to turn it out, and have 6061 in stock.
My question is: What is the grade bolts we want to use to go through the
prop hub, thru the aluminum spacer, and thread into the Rotax "C" gearbox
prop flange? I think the metric 8.8 about equals our SAE grade 5, is this
the best choice?
Any other suggestions on the extension in general?
Jim G
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: prop spacers, what grade bolts to use??? |
Jim G:
I have had good service from 8.8's.
I also have some 10.9's, but have not used them yet.
Have not been able to puchase drilled head bolts in either
grade, but had good success drilling with normal HS 5/64
drill bits. Even got some drilled with a couple Chinamanese
bits I purchased from Harbor Freight.
My experience is with a 2 inch extension and long bolts.
The new 6" extension, designed by John Russell, Sling
Shot/912S, is set up to use to sets of short bolts, one set
to attach to engine and the other set to attach to the
prop. I like this set up best.
Take care,
john h
PS: I can see light at the end of the tunnel (my shop).
Looks like if I keep at it steady this afternoon, there is a
chance that 8 yrs of accumulated life time garbage will be
cleaned up and Miss P'fers fuselage and wings will have a
place to be repaired. I believe if the rain slacks off
enough I can get her in the shop today or in the morning.
Whoopee!!!
gerken(at)us.ibm.com wrote:
>
>
> All the talk about props (again) has renewed my interest in trying a prop
> spacer. I am planning on about 3 inches extension. I have shop
> capability to turn it out, and have 6061 in stock.
>
> My question is: What is the grade bolts we want to use to go through the
> prop hub, thru the aluminum spacer, and thread into the Rotax "C" gearbox
> prop flange? I think the metric 8.8 about equals our SAE grade 5, is this
> the best choice?
>
> Any other suggestions on the extension in general?
>
> Jim G
>
________________________________________________________________________________
| From: | "Tim Gherkins" <rp3420(at)email.sps.mot.com> |
| Subject: | Starting out - Mark3 Xtra |
Frank,
Here are some answers to your questions regarding your new project.
The inner sleeve of the leading edge has been omitted from Mark III
Extra production aircraft kits. Company told us that after flight
testing the prototype, horizontal stab was so beefy they found out they
didn't need two wires and went back to one. Hopefully they will update
their builders manual. But, don't forget to place the sleeves in the
trailing edge of HS.
The holes to rivet fabric to the horizontal stab can be drilled whenever
you like. Though, after hearing about the covering process on this
list, it would be best to drill fabric rivet holes before covering and
not after. Once covered you use a hot soldering iron to burn thru the
fabric to access holes for fabric rivets.
Last of all---- CONGRATULATIONS on your new airplane purchase! Glad you
received it in good order. Feel free to email myself and my Uncle if
you have any specifics. We are building his(Uncle Craigs) Mark III
Extra(serial number 10), and we are only a few weeks ahead of you. Both
horizontal stabs complete, One and a half elevators complete. We will
start the rudder this weekend. Rotax 912S should arrive in a few
weeks.
We are still working on our web site to show off our Kolb work. You
should see the Extra's horizontal stab to my Firestar stab. It's
massive in comparison. We will have a picture of this comparison up
soon.
See ya,
Tim/Craig
________________________________________________________________________________
| From: | "larrybiglar" <larrybiglar(at)email.msn.com> |
| Subject: | Re: Starting out - Mark3 Xtra |
Frank, mine is a standard old Mk III, but I checked my horiz stab. and the
plans anyway. Mine has the sleeve in the TRAILING Edge of the stab., and
the plans call for a "5/8" x 6" slotted aluminum sleeve" to re-inforce the
area where you drill the 3/16" hole for the bracing wire bracket. I would
assume the Xtra is the same, but double check your own plans to be sure.
They may have changed more than the nose. Holes for the fabric rivets can
be drilled anytime, but be sure to do them before you actually start
covering. Ruin your day, and probably p- - - you off if the drill slipped
into the fabric. Good Luck. Helpful Lar.
Chuckle chuckle
----- Original Message -----
From: "Frank Ducker" <FDucker(at)rampnet.com>
Sent: Thursday, January 18, 2001 9:21 AM
Subject: Kolb-List: Starting out - Mark3 Xtra
>
> OK, its time to get on the list and ask questions.
>
> Hi everyone,
> I have been following the digest for about a month now as I waiting for my
> Mark3 Xtra kit to arrive and its here!!! Thanks for the valuable hints and
> tips so far.
> So , off I go and start on the Horizontal Stab, and come across items that
I
> think you guys Know the answers to.
>
> 1/ Is there an inner sleeve in the leading edge of the Horizontal Stab,
> (with an associated bracing wire?)
> I don't think so but the manual calls for one. I cannot find any on the
> plans.
>
> 2/ Should the holes for the fabric holding rivets be done last, or while
> doing the initial assembly, I think it can wait until everything else is
> riveted together.
>
>
> Notes:
> My kit arrived here in California in very good condition, no bent
anything,
> even after it got "LOST" in transit. I think having an open box around the
> cage helped as the handlers could see what was inside and treat it
> accordingly. There was one big scratch on the cardboard tube holding the
> spars but luckily it did not go thru.
>
> Big LAR, you crack me up with your sign-off's .
>
> Thanks for any help.
>
> Frank D.
> Mark3 Xtra, San Jose Ca.
>
>
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: prop spacers, what grade bolts to use??? |
Yes thats what IVO recomends, I received the following e-mail from IVO.
I asked them how much were the bolts with the heads drilled.
In a message dated 9/6/00 12:15:45 PM Eastern Daylight Time,
ivoprop(at)postoffice.pacbell.net writes:
> 8mm x 130mm x 1.25 metric pitch, metric grade 8.8 (equiv. US grade 5)
> We have them for $6.00 each.
> Regards, Ron
>
In a message dated 1/18/01 12:52:45 PM Eastern Standard Time,
gerken(at)us.ibm.com writes:
> My question is: What is the grade bolts we want to use to go through the
> prop hub, thru the aluminum spacer, and thread into the Rotax "C" gearbox
> prop flange? I think the metric 8.8 about equals our SAE grade 5, is this
>
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: prop spacers, what grade bolts to use??? |
In a message dated 9/6/00 12:15:45 PM Eastern Daylight Time,
ivoprop(at)postoffice.pacbell.net writes:
> 8mm x 130mm x 1.25 metric pitch, metric grade 8.8 (equiv. US
grade 5)
> We have them for $6.00 each.
> Regards, Ron
Will and Gang:
I buy my 8.8 bolts locally and drill them myself. For the
past 8 years have used black bolts. Now my local supplier
has zinc plated bolts that look better. Still have to drill
them myself, but they only cost 20 cents a piece. $6.00
each = OUCH!!!
john h
________________________________________________________________________________
| From: | "Dennis Souder" <flykolb(at)epix.net> |
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of John Hauck
Sent: Wednesday, January 17, 2001 10:11 PM
Subject: Re: Kolb-List: Props
Dennis and Kolbers:
If I am not greatly mistaken, you do sound, just a little
bit, like an Ivo man. :-)
My only experience with the Ivo is the limited flying I do
in factory airplanes at Lakeland, Oshkosh, and London.
My Warp Drive experience spans 8 years and more than 1200
hours flight time on my MK III powered by 582, 912 and 912S.
Warp Drive has sponsored me since 1993, but I would still
fly Warp Drive sponsorship or not. That statement is based
on a lot of flight time in some very critical and exciting
situations, coupled with many long days, some 10, 11 and 12
flight hours, sitting in the cockpit grinding out the miles.
I have never had to balance a Warp Drive blade. They come
balanced. If for some reason I pick up a vibration, it is
probably because I have a blade out of sync (all three
blades not set to exactly the same pitch). However, it is
not time intensive and usually takes a couple adjustments
and test flights to get everything just right. And I am a
"nut" for getting everything on my airplane just right.
As far as holding what is put into the prop adjustment, I
have no problem there either. I believe I flew 464 hours,
which included 231 hours on the 1994 Alaska flight, without
touching the Warp Drive, except to do a little touch up in
Arlington, WA, to some rain erosion I picked up inboard of
the nickle leading edges, something I expected based on the
number of hours and days I flew in the rain in Canada and
Alaska. That problem has been eliminated on my new prop,
nickle edge lengthened from 12 to 17".
Once I have the prop adjusted the way I want it, I find no
reason to change prop pitch. If I pitch for redlining the
tach at WOT, straight and level flight, then I am set up for
the best climb/cruise performance. I have no reason to fly
in any other configuration.
BTW: The reason I removed the prop with 464 hours on it was
because an 18" piece of 1.5" diameter exhaust pipe with a
180 degree and a 90 degree bend in it went through the prop
at WOT. I must admit I picked up a vibration when that
happened. In fact I thought I had been hit by an RPG, the
explosion was so loud and rough when the shock went through
the airframe. I continued to fly 10 miles to Wetumpka
Airport, landed, checked for damage. I had a good size nick
knocked in the leading edge of one blade, and a big dent in
the bottom of the radiator from impact with the exhaust
pipe. Fired up the 912 and flew the 11 mile home with
some vibration and slower than normal.
If you all remember, that same prop cut Alaska bush for aprx
1500 feet down an unmaintained private strip, Sparky, about
25 miles south of Delta Junction, AK.
I discovered the 912 and Warp Drive needed a 2" prop
extention after several trailing edge strikes on the flap
torque tube or back side of the leading edge tube, left
flap. You know what I mean? :-) That happened Sun and Fun
1993. The strikes were not happening after the 912 was
running, but on start up. The sudden power and rotation of
the prop nudged the engine in its mounts enough to get a
blade strike. Not bad, but it did hit several times.
I am running a 72" Warp Drive on the 912S and it is
awesome. As heavy as Miss P'fer is she will still peg the
2,000 fpm vsi with me and 10 gal of fuel on board. The
needle can go no higher because it physically hits the stop
peg. Before I took off for Alaska last year, Dan Horton,
230 lbs, me, 185 lbs, 25 gal fuel, 150 lbs, and Miss P'fer
climbed out of Wetumpka Airport at 1,300 fpm. This was the
middle of June in Alabama. Temperature is a big factor in
performance. She cruises 88 mph at 5000 rpm loaded
lightly. Full up on my long flight, 85 mph at 5200 rpm.
Shucks, I have died and gone to heaven. These were the
kinds of performance figures I was looking for in 1993 when
I installed the 912. Yes, I usually have a big grin on my
face when I am flying my MK III.
I have flown smooth props and rough props mounted on Kolb
aircraft, both old company and new company. Most were Ivo,
I believe. hehehe Heck I don't know. Just kiddin. Still
don't like those floppy props though. :-)
> I didnt intend to sound like a commercial for Ivo; rest assured I have
> nothing to gain if Ivo sells another prop.
> Dennis
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)telepath.com> |
> My comments were
> further restricted to FireStars and FireFlys. If I had extended the
> discussion to Mark-IIIs, SlingShots and Lasers, my prop preference would
> have largely (but not entirely) moved to the Warps for other valid reasons -
> but that was not the scope of my discussion.
Quite valid......
> Ivos have always felt smoother to me perhaps lots of self-canceling
> harmonics are going on
........
> I have taken considerable pains with many individual propellers to achieve
> what I would describe as a perfect static balance.
I'll really have to dig up the "vibration" article in Aviation
Maintenance Technology magazine. It really made an impression
on me in terms of hidden causes and cures. It would seem that
one can, as you have stated, literally expend countless hours on
static balance, ultimately for nought except to achieve a perfectly,
statically balanced prop. Once that prop is moved into the dynamic
arena all bets are off. Three axis accellerometer monitoring are
critical to acheiving true vibration reduction in the system. The
moments can be very small indeed and still induce quite a buzz. If I
can find the time I may make some enquiries locally concerning
the availability and pricing of balancing services. It may turn out to
be prohibitive since an experimental or UL would be an unknown
quantity without the historical/documented basis of the GA aircraft
parameters the article addressed.
J.Baker
________________________________________________________________________________
| From: | Mike Pierzina <planecrazzzy(at)yahoo.com> |
Any of you guys ever put a Firestar in a spin? the reason I ask is because the
other day I went on a solo fight to the practice area ( I'm real close to my
"check ride " ) I was in a Cessna 172, anyway, I did a power off stall and I didn't
give enough right rudder, the nose dropped and I gave it full throttle and
started reaching to take out some flaps when it whipped into a spin, I reached
for the throttle but couldn't find it until I looked for it... it came right
out of the spin , but it was a very hairy moment, I reacted good, but it scared
the crap outa me, maybe that'll teach me to give it more right rudder, Anyway
,I was just wondering if the firestar recovers just as good when you back
off the throttle ?
Mike in Mn. FS II Gotta Fly...
---------------------------------
Yahoo! Mail Personal Address - Get email at your own domain with Yahoo! Mail.
________________________________________________________________________________
| From: | "Dennis Souder" <flykolb(at)epix.net> |
John,
How can on old chopper pilot not like ones that flop??
Dennis
.. hehehe Heck I don't know. Just kiddin. Still
don't like those floppy props though. :-)
________________________________________________________________________________
| From: | Bill & Anna Vincent <vincentab(at)chartermi.net> |
| Subject: | Iceland Kolb Builder |
Johann:
A few years ago our son (Senior Airman) Dylan was stationed at the
Keflavik, Iceland, U.S. Naval Base.
Dylan was part of the Armed Forces News team, who went on location and
filmed a story for television, about a person building a Kolb.
By any chance could it have been you?
Bill and Anna Vincent
Firestar II
Quinnesec, Upper Peninsula of Michigan
________________________________________________________________________________
| From: | "Scott Olendorf" <solendor(at)nycap.rr.com> |
| Subject: | In search of Biglar web pages |
While trying to find the missing pics BIGLAR supposedly has I did a search
on homestead and came up with this Kolb builder's site.
http://www.homestead.com/bruceharrison/index.html I haven't seen it
mentioned before and didn't recognize the name so I thought I'd let you guys
know.
Scott Olendorf
Original Firestar, Rotax 377
Schenectady, NY
http://home.nycap.rr.com/firestar/
"Reality is for those who lack imagination"
________________________________________________________________________________
| From: | Woody <duesouth(at)govital.net> |
>
>John,
>
>How can on old chopper pilot not like ones that flop??
>
>Dennis
I bet he doesn't like seeing his prop spinning horizontal either.
________________________________________________________________________________
| From: | "Clay Stuart" <cstuart(at)searnet.com> |
| Subject: | horizontal stabilizer |
Just put final rivets on one side of the horizontal stabilizer. Now the
leading outboard edge is about 1/4" off the table. I have yet to place the
gussets and rivets on the underside. Is it likely that it will straighten
as I do this. I thought I would weight it down with padded concrete blocks
to get it level before I drill the holes and install the gussets. Any
ideas?
Thanks,
Clay Stuart
Danville KY
building Mark IIIXtra
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Pictures of our flight to Alamogordo and back |
Here are some more picture in no apparent order.
http://home.elp.rr.com/airplane/pic16.jpg
http://home.elp.rr.com/airplane/pic17.jpg
http://home.elp.rr.com/airplane/pic18.jpg
http://home.elp.rr.com/airplane/pic19.jpg
http://home.elp.rr.com/airplane/pic16.jpg
http://home.elp.rr.com/airplane/pic17.jpg
http://home.elp.rr.com/airplane/pic18.jpg
http://home.elp.rr.com/airplane/pic19.jpg
________________________________________________________________________________
| From: | "Guy Swenson" <guys(at)rrt.net> |
| Subject: | Re: Starting out - Mark3 Xtra |
Hi Frank,
There is not a sleeve in the leading edge of the horizontal stabilizer, they
are in the back tubes only and they are not slotted. The slotted tubes you
received will be used to extend the trailing edge of the wings and your
aileron tube.You can drill the fabric holes any time you like, I did mine
after the stabs were built.
Happy Building
Guy S.
MKIII Xtra
Barnesville, MN
-----Original Message-----
From: Frank Ducker <FDucker(at)rampnet.com>
Date: Thursday, January 18, 2001 9:55 AM
Subject: Kolb-List: Starting out - Mark3 Xtra
>
>OK, its time to get on the list and ask questions.
>
>Hi everyone,
>I have been following the digest for about a month now as I waiting for my
>Mark3 Xtra kit to arrive and its here!!! Thanks for the valuable hints and
>tips so far.
>So , off I go and start on the Horizontal Stab, and come across items that
I
>think you guys Know the answers to.
>
>1/ Is there an inner sleeve in the leading edge of the Horizontal Stab,
>(with an associated bracing wire?)
>I don't think so but the manual calls for one. I cannot find any on the
>plans.
>
>2/ Should the holes for the fabric holding rivets be done last, or while
>doing the initial assembly, I think it can wait until everything else is
>riveted together.
>
>
>Notes:
>My kit arrived here in California in very good condition, no bent anything,
>even after it got "LOST" in transit. I think having an open box around the
>cage helped as the handlers could see what was inside and treat it
>accordingly. There was one big scratch on the cardboard tube holding the
>spars but luckily it did not go thru.
>
>Big LAR, you crack me up with your sign-off's .
>
>Thanks for any help.
>
>Frank D.
>Mark3 Xtra, San Jose Ca.
>
>
________________________________________________________________________________
| From: | "Johann G. Johannsson" <johann(at)caa.is> |
| Subject: | Re: prop spacers, what grade bolts to use??? |
Hi list members.
I just noticed the price on the metric prop bolts in America.
$6.00 for one bolt? WOW. They sell for around $0.60 ea. here in Iceland.
It seems like things aren't so expensive up here after all.:-)
I just replaced my bolts a few days ago, because I changed my three blade IVO
prop to two blade configuration, to try to eliminate some inner ear vibration.
The price adds up when you have to buy 6x$6.00 for $36.00 WOW.
Sorry for that, I just could not resist commenting on these high priced bolts.
Regards.
Johann G.
WillUribe(at)aol.com wrote:
>
> Yes thats what IVO recomends, I received the following e-mail from IVO.
> I asked them how much were the bolts with the heads drilled.
>
> In a message dated 9/6/00 12:15:45 PM Eastern Daylight Time,
> ivoprop(at)postoffice.pacbell.net writes:
>
> > 8mm x 130mm x 1.25 metric pitch, metric grade 8.8 (equiv. US grade 5)
> > We have them for $6.00 each.
> > Regards, Ron
> >
>
> In a message dated 1/18/01 12:52:45 PM Eastern Standard Time,
> gerken(at)us.ibm.com writes:
>
> > My question is: What is the grade bolts we want to use to go through the
> > prop hub, thru the aluminum spacer, and thread into the Rotax "C" gearbox
> > prop flange? I think the metric 8.8 about equals our SAE grade 5, is this
> >
>
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: prop spacers, what grade bolts to use??? |
Johann,
If you read John H. earlier post the bolts aren't that expensive at the
hardware store. I guess it's IVOs way of saying they don't want you to
safety wire their props. Needless to say I didn't buy their bolts. Dave has
an extra set of bolts, I'll get the heads drilled and will eventually install
them on my prop.
Regards,
Will
In a message dated 1/19/01 3:31:28 AM Eastern Standard Time, johann(at)caa.is
writes:
> Hi list members.
> I just noticed the price on the metric prop bolts in America.
> $6.00 for one bolt? WOW. They sell for around $0.60 ea. here in Iceland.
> It seems like things aren't so expensive up here after all.:-)
> I just replaced my bolts a few days ago, because I changed my three blade
> IVO
> prop to two blade configuration, to try to eliminate some inner ear
> vibration.
> The price adds up when you have to buy 6x$6.00 for $36.00 WOW.
>
> Sorry for that, I just could not resist commenting on these high priced
> bolts.
>
> Regards.
>
________________________________________________________________________________
| From: | Frank Ducker <FDucker(at)rampnet.com> |
| Subject: | Starting out - Mark3 Xtra |
Thanks Guy,
Now I will keep an eye out for slotted tubes.. I have not read that far
ahead to know I need them.
Frank D.
-----Original Message-----
From: Guy Swenson [mailto:guys(at)rrt.net]
Sent: Friday, January 19, 2001 12:42 AM
Subject: Re: Kolb-List: Starting out - Mark3 Xtra
Hi Frank,
There is not a sleeve in the leading edge of the horizontal stabilizer, they
are in the back tubes only and they are not slotted. The slotted tubes you
received will be used to extend the trailing edge of the wings and your
aileron tube.You can drill the fabric holes any time you like, I did mine
after the stabs were built.
Happy Building
Guy S.
MKIII Xtra
Barnesville, MN
-----Original Message-----
From: Frank Ducker <FDucker(at)rampnet.com>
Date: Thursday, January 18, 2001 9:55 AM
Subject: Kolb-List: Starting out - Mark3 Xtra
>
>OK, its time to get on the list and ask questions.
>
>Hi everyone,
>I have been following the digest for about a month now as I waiting for my
>Mark3 Xtra kit to arrive and its here!!! Thanks for the valuable hints and
>tips so far.
>So , off I go and start on the Horizontal Stab, and come across items that
I
>think you guys Know the answers to.
>
>1/ Is there an inner sleeve in the leading edge of the Horizontal Stab,
>(with an associated bracing wire?)
>I don't think so but the manual calls for one. I cannot find any on the
>plans.
>
>2/ Should the holes for the fabric holding rivets be done last, or while
>doing the initial assembly, I think it can wait until everything else is
>riveted together.
>
>
>Notes:
>My kit arrived here in California in very good condition, no bent anything,
>even after it got "LOST" in transit. I think having an open box around the
>cage helped as the handlers could see what was inside and treat it
>accordingly. There was one big scratch on the cardboard tube holding the
>spars but luckily it did not go thru.
>
>Big LAR, you crack me up with your sign-off's .
>
>Thanks for any help.
>
>Frank D.
>Mark3 Xtra, San Jose Ca.
>
>
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
Group,
Isn't anyone willing to answer on Mike's question? Has no one put a Firestar into
a spin? I am interested in this subject, too. I haven't put a Firestar into
a spin, and I don't plan to, but I would like to know what to expect should it
happen inadvertantly.
John Jung
SE Wisconsin
Mike Pierzina wrote:
>
> Any of you guys ever put a Firestar in a spin?
snip...
________________________________________________________________________________
In a message dated 1/19/01 6:11:08 PM Eastern Standard Time,
jrjung(at)execpc.com writes:
> Group,
>
> Isn't anyone willing to answer on Mike's question? Has no one put a
> Firestar into a spin? I am interested in this subject, too. I haven't put a
> Firestar into a spin, and I don't plan to, but I would like to know what to
> expect should it happen inadvertantly.
>
> John Jung
> SE Wisconsin
>
I agree, and I've never spun mine either....
GeoR38
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
I haven't put a
> > Firestar into a spin, and I don't plan to, but I would like to know what to
> > expect should it happen inadvertantly.
> >
> > John Jung
> > SE Wisconsin
> >
>
> I agree, and I've never spun mine either....
> GeoR38
John and GeoR38 and Kolbers:
I have shared my experiences with spins to some extent early
on. Tried to find them in the Archives, but Netscape is not
being cooperative right now. Let me look one more time.
OK. It went thru that time. Got 93 hits, all the way back
to 1996, by entering the word "spins" and hitting the search
button.
Go to the following url, scroll up to Kolb, enter your
search string or word, and hit search.
http://www.matronics.com/search
I only have experience spinning the Ultrastar, Original
Firestar, and my MK III. Never spun a newer model
Firestar. That is why I did not reply to your requests.
You should be able to pull out of your search what you are
looking for. If you can not, let me know and I will share
with you all, if I can remember. :-)
john h
________________________________________________________________________________
| From: | cajwoods(at)mindspring.com |
----- Original Message -----
From: <GeoR38(at)aol.com>
Sent: Friday, January 19, 2001 6:15 PM
Subject: Re: Kolb-List: SPINS
>
> In a message dated 1/19/01 6:11:08 PM Eastern Standard Time,
> jrjung(at)execpc.com writes:
>
>
> > Group,
> >
> > Isn't anyone willing to answer on Mike's question? Has no one put a
> > Firestar into a spin?
John,
I have a buddy who is also on the list (will not call his name but he may
reply after this), who tried profusely to get his Firestar to spin but only
did big spirals. I'll see if I can get him to reply.
Thanks,
Bill Woods
912S Slingshot
________________________________________________________________________________
| From: | "dama" <dama(at)mindspring.com> |
I have taken my Firestar II into a half turn "spin" after alot of practicing
mushing around at idle and full back stick. It did have an initial break of
rotation but seemed like the result would have been a spiral. It did take
full rudder. It left me with alot of airspeed on pullout which was the worst
part. Also, this was done at a very, and I mean very aft CG point. The
characteristics remind me of a 172. I think an accidental spin would have to
be the result of a very heavy dose of rudder, full aft stick and maybe even
power. Disclaimer: no 2 Kolbs are the same.
Sincereley,
Kip Laurie
Firestar II (FS-705)
45 hours since Sept.
Atlanta
________________________________________________________________________________
| From: | aquila33(at)webtv.net (dann mann) |
I know this device has been much discussed but I have to put in a
strong recommendation. I recently sent my unit back because it quit. It
was repaired wth 4 new parts and shipped back to at absolutely no
charge. That is what I call customer service.
If anyone is considering buying an EIS from Grand Rapids Tech. rest
assured you will be well served.
The failure in my unit was possibly my own fault but they didn't
question me on it.
Thank you GRT!
Dan Peterman
________________________________________________________________________________
| From: | Julian Warren <jgw300(at)webolium.com> |
Came across this accidently. I really feel for the owner, but happy to
know that there was no one killed in the crash. I wonder about the
possibility of someone rebuilding something as far gone as this?
http://cgi.ebay.com/aw-cgi/eBayISAPI.dll?ViewItem&item=544604756
Julian Warren
Eugene, Oregon
________________________________________________________________________________
| From: | "larrybiglar" <larrybiglar(at)email.msn.com> |
Hoo Boy ! ! ! Julian, I dunno. Did I read that to mean that you've made
the high bid so far ?? Is there a way to find out what shape it's in ??
1st time I've looked at eBay. Lar.
----- Original Message -----
From: "Julian Warren" <jgw300(at)webolium.com>
Sent: Friday, January 19, 2001 5:43 PM
Subject: Kolb-List: E-Bay
>
> Came across this accidently. I really feel for the owner, but happy to
> know that there was no one killed in the crash. I wonder about the
> possibility of someone rebuilding something as far gone as this?
>
> http://cgi.ebay.com/aw-cgi/eBayISAPI.dll?ViewItem&item=544604756
>
> Julian Warren
> Eugene, Oregon
>
>
________________________________________________________________________________
| From: | "larrybiglar" <larrybiglar(at)email.msn.com> |
Boy, be careful ! ! ! When I went to school, they taught me that aft cg
can cause an unrecoverable flat spin. Cautious Lar.
----- Original Message -----
From: "dama" <dama(at)mindspring.com>
Sent: Friday, January 19, 2001 6:22 PM
Subject: Re: Kolb-List: SPINS
>
> I have taken my Firestar II into a half turn "spin" after alot of
practicing
> mushing around at idle and full back stick. It did have an initial break
of
> rotation but seemed like the result would have been a spiral. It did take
> full rudder. It left me with alot of airspeed on pullout which was the
worst
> part. Also, this was done at a very, and I mean very aft CG point. The
>
________________________________________________________________________________
| From: | "bob n." <ronoy(at)shentel.net> |
| Subject: | Re: In search of Biglar web pages |
Duane de Plane's e mail addy is: :
MitchMnD(at)aol.com
or last time I saw a post from him.
bn
________________________________________________________________________________
| From: | "larrybiglar" <larrybiglar(at)email.msn.com> |
After all the foofahrah, and a lot of help, here's my mighty effort.
This is only a beginning, and I'll be adding much more as I go. For
those who previewed it for me, there's quite a bit of new material.
It's aimed mostly at the newcomer, but I hope all will enjoy. Let me
know what you-all think. Thanks. Humble Lar.
http://www.biglar.homestead.com/larry.html
________________________________________________________________________________
| From: | Gdledbetter(at)aol.com |
| Subject: | Re: In search of Biglar web pages |
Duane's still around and quite busy.
I flew with him yesterday at Panacea. He was returning to Tallahassee for
the night but was returning to his Bay Cottage at Panacea today or tomorrow.
He'll probably answer this note shortly also.
I arrived with my new Firefly on Monday, dropped the trailer and plane off
next to Duane's trailer and continued on to St. George Island where I checked
in for a month.
Returned to Panacea on Thursday and Duane helped me assemble my Firefly. I
had made fixtures for my trailer that hangs the wings from the walls of the
trailer and thus takes their load off the boom tube.
I transported the Firefly almost 800 miles and everything was perfect when we
finally arrived at this stopping point. It also makes the boom tube support
bracket directly accessible since the wings are no longer blocking it. I
have pictures of the details if anyone has an interest.
Gene Ledbetter
Cincinnati, OH
Firefly 00-2-00018, both canopies, big wheels and brakes, Ivo 2 blade
________________________________________________________________________________
| From: | "Clay Stuart" <cstuart(at)searnet.com> |
| Subject: | Horizontal stabilizer |
I have put the gussets on the underside of my horizontal stabilizer and the
frame now lies almost completely flat, maybe 1/8" off the table on one
corner. I am wondering why the plans call for the "D" bracket instead of a
gusset on the trailing edge? Should I put a gusset on the other side? The
plans say that three "D" brackets are required for the hoz stab. I only see
two unless you put one on each side on the trailing edge.
The plans call for an internal sleeve of 7/8 x .049 tubing. I put 7/8 x
.058 in by mistake and realized it before riveting, but decided to go with
it and later found out that the vertical stabilizer sleeve is .058. I used
1/8 x 1/4" rivets on the H.S. through the sleeve as they are called for on
the V.S. The plans show 1/8 x 1/8" rivets on the H.S through the sleeve.
Thanks to everyone for participating on this forum
Clay Stuart
Danville KY
building Mark IIIXtra
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
That was fun, and a lot of worthwhile hints. I like it!
(P.S. Can I used your funky rotor cloud picture somewhere
on my web site? It is just too cool)
Richard Pike
MKIII N420P (420ldPoops)
>
>After all the foofahrah, and a lot of help, here's my mighty effort.
>This is only a beginning, and I'll be adding much more as I go. For
>those who previewed it for me, there's quite a bit of new material.
>It's aimed mostly at the newcomer, but I hope all will enjoy. Let me
>know what you-all think. Thanks. Humble Lar.
>
>http://www.biglar.homestead.com/larry.html
>
>
________________________________________________________________________________
| From: | "HD Mitchell" <mitchmnd(at)msn.com> |
Gene Ledbetter from Southwestern Ohio called to announce his arrival at the Wakulla
County airport early last week so we got together yesterday to help unload
each other's FireFlys and unfold for flight. The airport, as previously reported,
is on Ocklocknee Bay about 30 miles South of Tallahassee Florida. Gene took
off first and climbed to about 2,000' heeding my warning about no place but
the strip to land. His hand held radio-to-headset was not working so I could
not hear him untill he landed. He stayed
up for about 20 minutes then came in for a beautiful landing. As soon as
he stopped rolling he started telling me how beautiful it was upstairs. He had
to rush off to a meeting so I helped him get his back in the trailer and finished
my preflight and went flying.
The air was fairly calm but there is always a few bumps at low altitude.
I assume that the bumps are caused by the fact that there many tidal ponds and
streams in the area and it is on a 1 x 5 mile bay. I took time to scan the area
in a little more detail this trip. There were a number of fair sized house far
off the main roads that probably no one but the owners know about. The wind
was from the South but it was minimal and there was no other traffic in the area
so I decided to approach down wind. Big mistake. Just as I cleared the trees
I noticed I was moving right along. About 40 on the ASI but the wind had picked
up and I was doing about 55 mph
over the ground. It is fortunate that the runway is long because I used nearly
all of it. Don't land down wind even if the wind is not strong enough to turn
the windsock! I should have relied on my observation of that smoke I saw blowing
from a woods fire a mile or so to the West. The lucky
ones live and learn, smart ones use all the ques available and appear to
be lucky.
The good news was that the "battery eliminator" I bought from SERUS ((912) 941-2490)
worked on my Delcom 960 radio. I have been using/recharging batteries and
they are getting to the point where they do not not last through the flight.
I thought the power input marked "Ext 12v" was for airplane power but SERUS said
not so and sold me this gadget. Whatever it is,
it sure worked with no sign of a battery on board. Anyone with this problem needs
to call Hank Muth @(912)941-2490 and get the straight story. Every year I try
to get someone in the big barns at Sun nFun to talk about how to make the output
from my regulated power supply run my radio but all they want is to sell
you more batteries. I'll bet Kuntzleman knows but I have not talked to him about
it mmmm.
Duane the plane in Tallahassee, FL, FireFly, 447, Ivo
New E-mail address: mitchmnd(at)MSN.com
Get your FREE download of MSN Explorer at http://explorer.msn.com
________________________________________________________________________________
| From: | "larrybiglar" <larrybiglar(at)email.msn.com> |
You bet, but I'd appreciate credit for it. Lar.
----- Original Message -----
From: "Richard Pike" <richard(at)BCChapel.org>
Sent: Friday, January 19, 2001 8:37 PM
Subject: Re: Kolb-List: Web Site
>
> That was fun, and a lot of worthwhile hints. I like it!
> (P.S. Can I used your funky rotor cloud picture somewhere
> on my web site? It is just too cool)
> Richard Pike
> MKIII N420P (420ldPoops)
>
> >
> >After all the foofahrah, and a lot of help, here's my mighty effort.
> >This is only a beginning, and I'll be adding much more as I go. For
> >those who previewed it for me, there's quite a bit of new material.
> >It's aimed mostly at the newcomer, but I hope all will enjoy. Let me
> >know what you-all think. Thanks. Humble Lar.
> >
> >http://www.biglar.homestead.com/larry.html
> >
> >
>
>
________________________________________________________________________________
In a message dated 1/19/01 10:30:09 PM Eastern Standard Time,
larrybiglar(at)email.msn.com writes:
> After all the foofahrah, and a lot of help, here's my mighty effort.
> This is only a beginning, and I'll be adding much more as I go. For
> those who previewed it for me, there's quite a bit of new material.
> It's aimed mostly at the newcomer, but I hope all will enjoy. Let me
> know what you-all think. Thanks. Humble Lar.
>
> http://www.biglar.homestead.com/larry.html
>
Big Lar, let me be one of the first to congratulate you on one of the
most....interesting ..... I guess....of all the homepages I have ever seen!!
Um makin it sound funny ...but ...actually ...I really mean it ...cause you
have that story line goin for you right along side...very good! geoR38
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Flight Report |
Duane and Kolbers:
I think you and I discussed aircraft 12v power for radios
when you dropped by Brother Jim's in Woodville, Florida, a
couple weeks ago.
In 1987, my first radio, an STS (no longer manufactured, but
I bet there are a bunch of 'em still out there somewhere)
was operated without the nicad battery, off my 447
alternator after it ran through the 12 VDC reg/rec and a big
fat capacitor. Worked like a champ. Still have an STS my
old flying buddy that is up there in the big grass strip in
the sky left for me when he passed on.
My 1989 King KX99, which I am still using in the MK III,
replaced the STS, however, the 12vdc aircraft system will
not operate the radio without the nicad battery, and will
only recharge the battery when the radio power switch is in
the off position. So, the way to rectify that is get a
radio guru to rewire it so it will operate off 12vdc without
the nicad. No can do because the KX99 is a certified
aircraft handheld radio and can not be modified without an
act of the FAA and Congress. Probably better this way,
because I do have the nicad to operate the radio if I had to
take the radio out of the airplane to holler for help.
Take care,
john h
PS: I'll be flying down that way as soon as I get Miss
P'fer broken wing fixed. Probably fly her to Lakeland this
year, if I can find some kind folks to feed me while I am
stranded down there without wheels. :-)
HD Mitchell wrote:
>
>
> Gene Ledbetter from Southwestern Ohio called to announce his arrival at t> he
Wakulla County airport early last week so we got together yesterday to> help
unload each other's FireFlys and unfold for flight. The airport, as> previously
reported, is on Ocklocknee Bay about 30 miles South of Tallah> assee Florida.
Gene took off first and climbed to about 2,000' heeding my> warning about
no place but the strip to land. His hand held radio-to-hea> dset was not working
so I could not hear him untill he landed. He stayed
> up for about 20 minutes then came in for a beautiful landing. As soon as
> he stopped rolling he started telling me how beautiful it was upstairs. H> e
had to rush off to a meeting so I helped him get his back in the traile> r and
finished my preflight and went flying.
>
> The air was fairly calm but there is always a few bumps at low altitude.
> I assume that the bumps are caused by the fact that there many tidal pond> s
and streams in the area and it is on a 1 x 5 mile bay. I took time to s> can the
area in a little more detail this trip. There were a number of fa> ir sized
house far off the main roads that probably no one but the owners> know about.
The wind was from the South but it was minimal and there was> no other traffic
in the area so I decided to approach down wind. Big mis> take. Just as I cleared
the trees I noticed I was moving right along. Abo> ut 40 on the ASI but
the wind had picked up and I was doing about 55 mph
> over the ground. It is fortunate that the runway is long because I used n> early
all of it. Don't land down wind even if the wind is not strong enou> gh to
turn the windsock! I should have relied on my observation of that s> moke I saw
blowing from a woods fire a mile or so to the West. The lucky
> ones live and learn, smart ones use all the ques available and appear to
> be lucky.
>
> The good news was that the "battery eliminator" I bought from SERUS ((912> )
941-2490) worked on my Delcom 960 radio. I have been using/recharging b> atteries
and they are getting to the point where they do not not last thr> ough the
flight. I thought the power input marked "Ext 12v" was for airpl> ane power but
SERUS said not so and sold me this gadget. Whatever it is,
> it sure worked with no sign of a battery on board. Anyone with this probl> em
needs to call Hank Muth @(912)941-2490 and get the straight story. Eve> ry year
I try to get someone in the big barns at Sun nFun to talk about h> ow to make
the output from my regulated power supply run my radio but all> they want
is to sell you more batteries. I'll bet Kuntzleman knows but I> have not talked
to him about it mmmm.
>
> Duane the plane in Tallahassee, FL, FireFly, 447, Ivo
>
> New E-mail address: mitchmnd(at)MSN.com
Get your FREE dow> nload of MSN Explorer at http://explo> rer.msn.com
>
________________________________________________________________________________
| From: | "larrybiglar" <larrybiglar(at)email.msn.com> |
On page 68 of the Feb 2001 Kitplanes is an ad for an "X-static BatCap."
2.5 lbs., 3" square, 12 volt, 300 amps cranking power. Any one know
anything about these ?? Lar.
________________________________________________________________________________
| From: | "Dennis Souder" <flykolb(at)epix.net> |
Larry,
Excellent! What a great introduction to building a Kolb.
Dennis
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of larrybiglar
Sent: Friday, January 19, 2001 10:27 PM
Subject: Kolb-List: Web Site
After all the foofahrah, and a lot of help, here's my mighty effort.
This is only a beginning, and I'll be adding much more as I go. For
those who previewed it for me, there's quite a bit of new material.
It's aimed mostly at the newcomer, but I hope all will enjoy. Let me
know what you-all think. Thanks. Humble Lar.
http://www.biglar.homestead.com/larry.html
________________________________________________________________________________
| From: | "Ron" <ron.carroll(at)att.net> |
| Subject: | Mark-3 for sale in The Great Northwest |
FS: Kolb Mark-III - Rotax 618 - Warp Drive prop $15,400/offer
The price has been reduced $500, but will go back up in the spring
The N-Number can be retired if wanted for ultralight training
This plane has about 10 hours on it. It had a hard landing
during an initial test flight that dinged the cage (GA pilot on final
with full flaps and throttle back, you know the rest). I have put in
a new cage from TNK and a dual stick mod, and it is right back in the
'like new' category.
Some of the features include an EIS with altimeter & VSI
( EIS has remote controls overhead in the wing-gap), Kolb full
enclosure, Matco wheels & hydraulic heel brakes, wheelpants, an
upgraded tailwheel, a Rotax 618 with a C-Gearbox & electric start &
cermachromed exhaust system, WarpDrive 3-blade ground adjustable
prop. It is finished using the Stits process with 2-coats of Poly Brush,
3-coats of Poly Spray, 2-coats of Poly Tone.
The bad news for most of you is that it is located in Oregon, about
60-miles south of Portland.
For more information or pictures please e-mail me directly or call.
Ron & Jan Carroll
EAA Chapter 292
Independence, OR
Home of
The Noon Patrol
______!______
-------( / )-------
" "
E-mail: ron.carroll(at)att.net
Home: 1-503-838-1195
Fax: 1-503-838-4755
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
Morning Gang:
Here is a deal on Shimano Mountain Bike Brakes from Supergo:
Shimano XT Hydraulic Disc Brakes - Now $119 ea.
The standard in cross-country disc brakes! Fully hydraulic
system, with 4 pistons per caliper. Each kit includes
caliper,
lever, stainless rotor, bleed kit, and mineral oil. Front or
rear. Hoses and hubs not included.
Here's how you can contact them:
http://www.supergo.com/supergo/main.icl?orderidentifier=icat_orderid&template=email_hotdeal.icl
Someone in Colorado has a set of these on a Firestar. Have
not received a report on how they are performing and can not
find the email address or name of the individual.
Take care,
john h
________________________________________________________________________________
| From: | "Jon Croke" <jon(at)joncroke.com> |
Speaking of brakes...
On my Firestar last year I installed hydraulic brakes from TracyObrien ( I
believe: www.tracyobrien.com ) and am reasonably happy with them!
Reasonably and not perfectly happy because I still have some sort of air
leak that requires me to bleed more often than I want (but this is probably
because of my fault in not locating a less than percect hose connection some
where.)
In case you are not familiar with their brake model... they are cheaper than
the Hegar, Matcos AND they allow you to keep your Azusa wheels stock with no
mods so no new investment in wheels, etc. They are probably NOT has heavy
duty as the Matco, Hegar, BUT for a Firestar - just fine. Much better than
the old mehanical drum brakes and I can easily hold the wheels locked up
under full throttle as the plane tips forward on its nose! I use the hand
lever type and with my whimpy grip there is no problem getting full braking
action. And these brakes are smal and lite. Their web page has a pretty
good picture.
An excellent alternative to spending the big bucks for conventional
hydraulic brakes for a Firstar or Firefly.... and if you didnt already know
(others have made this clear so Im just reaffirming!) even without
differential brake control, that one hand lever allows incredibly swift left
and right turns (on turf) by applying brakes, throttle to get the tail off
the ground and rudder in desired direction......almost on a dime ... you
gotta try it to believe it.....!!!
Jon
(near Green Bay)
(darn COLD here..... the great south east and sothwest of this nation is
begining to call my name....I can hear it!)
________________________________________________________________________________
| From: | "larrybiglar" <larrybiglar(at)email.msn.com> |
I've been informed - nicely - that the 1st page of the manual has the
tip to read the entire manual before starting construction. This is in
reference to my comments about the bumps on the control surfaces. The
manual does say that - I looked - and I did read it, way back when, and
missed the instruction ( or didn't relate to it ) about bending the rib
ends to lie inside the trailing edge tube. Too bad, I'd have preferred
it that way, but didn't want to re-build the whole thing by that point.
In fairness to Kolb, since the instruction IS in there, I've changed my
web page accordingly. Sorry Folks. Repentant
Lar.
________________________________________________________________________________
| From: | Lloyd McFarlane <lrmcf(at)ix.netcom.com> |
| Subject: | Mystery Plane @ Thermal |
It is a MK 2 and was built by George Helton of San Bernardino in 1989.
Has been in Southern California since built.
Big Lar, your home page is a winner!
Luker Lloyd
From: "larrybiglar" <larrybiglar(at)email.msn.com>
Subject: Kolb-List: Fw: Pic
A while back, I sent a picture of the "mystery Kolb" in Thermal, CA.
Lurker Lloyd identified it for us, and promised further news as he got
it. Regarding the same pic, someone mentioned Mike Michalski's Mk II.
I flew with Mike about 3 or 4 years ago at El Mirage Dry Lake, west of
Victorville, CA. Neat experience, but I ne
________________________________________________________________________________
| From: | Mike Pierzina <planecrazzzy(at)yahoo.com> |
Thanks everybody,
For all the response to "SPINS"...some were directly
to me and some on the list. Thanks John for directing me to the archive list.
There was alot of good information in there.
Hey big Lar, nice page... Gotta Fly...
---------------------------------
Yahoo! Auctions - Buy the things you want at great prices.
________________________________________________________________________________
| From: | "Howard Ping" <howard.ping(at)gte.net> |
| Subject: | Fw: BUG Safety Seminars 2001 - January 26-28 - Lexington, KY |
----- Original Message -----
From: David Hempy
Sent: Friday, January 19, 2001 1:40 PM
Subject: BUG Safety Seminars 2001 - January 26-28 - Lexington, KY
[I have only posted this message to the fly-ul mailing list. Please
forward to any individuals or groups you think would benefit.]
The Bluegrass Ultralight Group is proud to announce
Kentucky's 5th annual ULTRALIGHT SAFETY SEMINAR
January 26-28, 2001
Four events in one: BFI seminar, Saftey Seminar, Hosted Dinner, Engine
Seminar
For all the details, visit www.BluegrassUltralightGroup.org.
Saturday - January 27, 2001 9 a.m. - 5 p.m. (EST)
Safety Seminar
The purpose of our seminar is to promote the safety of every ultralight
pilot in and around Kentucky. Newcomers will Discover the smart way to
enter a new world . Ultralight pilots will enhance their safety skills.
General Aviation pilots will learn more about a facet of aviation that
may be new to them. This seminar is one of the ways Kentucky aviators
are working to produce safe, responsible ultralight pilots.
When: Saturday, January 27, 2001
Seminar: 9:00 AM - 5:00 PM (EST)
Registration: 8:00 - 8:45 AM (EST)
Where: Kentucky Educational Television
600 Cooper Drive (off Nicholasville Rd.) near the UK Football stadium
(Many guests stay at the Campbell House Inn - ask for the group
discount)
Lexington Kentucky
859-351-2363
(maps, hotels and directions available at
www.BluegrassUltralightGroup.org)
Lunch will be available at the KET building
Also broadcast online via Real Video (see below)
This Seminar is free and open to the public but donations are accepted
to cover the travel and hotel expenses of the speakers. Another way to
support the seminar is by purchasing a lunch ticket when you register.
We appreciate your support, it allows us to host this very important
event.
Speakers:
Scheduled to appear:
Frank Beagle - The Voice of Oshkosh and Sun -N- Fun
Rockin John - John Carr of Powered Parachute fame and Author of "The
Paraflight Experience"
Kevin Rutland - Trike Pilot and Author of "Flying with Angels"
Mark Smith - Quicksilver Expert and all around good guy! He hasn't
written a book yet but he has enough knowledge about ultralights to fill
dozens of books :-)
Marie Helweg-Larsen, Ph.D. - Risk Perceptions in Ultralight flying
Dan Johnson - Test pilot with almost 5000 hours, and aviation reporter
for magazines like Kit Planes and Ultralight Flying to name a few. Dan
is VP of BRS the safety chute company.
Dan Leslie - Owner of Videogram Productions. He has produced video's
about PPC, Gyrocopters and much more. Dan also host the satellite TV
show called "Rotor/Wings Sport TV"
*** SPECIAL SATURDAY NIGHT DINNER ***
We will be having an "AFTER THE SEMINAR DINNER" this year. Our guest
speaker for this dinner will be EAA Ultralight Hall of Fame member Chuck
Slusarczyk . Mr. Slusarczyk is the owner and designer of the well known
CGS Hawk Ultralight. The CGS Hawk was the first ultralight to have
landing gear. This is only one of the "first" that Mr. Slusarczk is
responsible for in our great sport. To top it off he is a very
entertaining speaker. This will be a night you will never forget.
=B7 Saturday, January 27, 7 PM - ???
=B7 $20 in advance or at seminar. Seating is LIMITED
=B7 RSVP & Information contact Paul Huber 859-253-2611 (days)
During the seminar weekend we will have two more special events:
Friday - January 26th 9:00 A.M. until 5:00 P.M (EST).:
BFI Refresher Course -
Covers biannual requirements for renewal of ASC/EAA BFI rating.
Presented by Casey Stiles
Cost - $ 50.00 per participant in advance
RSVP & Info contact Paul Huber 859-253-2611 days
Sunday - January 28th 10:00 A.M. - 4:00 P.M.(EST):
Engine Work Shop -
Hands on Top End Overhaul and De-carbon workshop - Bring your tools
Presented by Alan Laymon of "Solo Aviation" and
Brian Milburn of "Lite Speed Aviation"
Cost - $45.00 per person or $10.00 for BUG members
BUG membership is only $25.00 per year. Join BUG and pay only
$10 more for a work shop that will save you hundreds in the long run.
RSVP & Info Alan Layman 859-336-8494
PRIZES AND SPONSORS:
In years past, we've given away radios, GPS's, intercoms, helmets,
strobes, a mountain of hats and T-shirts, and much more. This year will
offer the same type of raffle prizes we've come to be known for.
This seminar is made possible by the following sponsors generous
support. Each of these sponsors has helped out by donating prizes which
we will give away during the seminars. Please patronize and thank them
on our behalf. With out them this event would not be possible.
AirStar ------------------------------USUA
Jeppeson ----------------------------Sky Sports
Kentuckiana Ultralights --------------Sporty's
Kuntzleman Electronics ---------------Stephen's Oil
BRS ---------------------------------Central Equipment Co.
KY Aeronautic Board ---------------Ultralight Fun Flights
CPS ---------------------------------Challenger
Lockwood Aviation ------------------Tennessee Propellers
CUA ---------------------------------Commtronics
Microflight ----------------------------Tri-State Kites
EAA ----------------------------------David Hempy, BFI
Pennzoil -------------------------------UltraFlight Magazine
FAA ----------------------------------Flightstar
Quicksilver ----------------------------Ultralight Flying !
KET ----------------------------------Flight World
RANS --------------------------------USAviator
LEAF ---------------------------------Green Sky Adventures
AirSports -----------------------------Wick's Aircraft Supply
The New Kolb Aircraft Co. -----------CGS Hawk
South Mississippi Light Aircraft --------Lite Speed Aviation
Adventure Productions ----------------
*** For more information, contact: Danny Mullins, 606-663-8233 or Casey
Stiles, 859-734-2032 ***
This message brought to you by the BUG's at
www.BluegrassUltralightGroup.org.
For the BUG'S email list information, send email to BUG(at)dlmail.ket.org .
To join the BUG mailing list visit:
http://dlmail.ket.org:81/guest/RemoteListSummary/BUG
WEB BROADCAST:
Can't make it this year? Sorry to hear that. Here is the next best
thing to being there: Visit our web site for a link to Saturday's Safety
Seminar web-cast live as it happens on January 27th. Test your browser
and Real Video system at the link above before the seminar starts.
You'll benefit from all of Saturday's speakers, and even a few of the
door prizes!
For full details of all BUG's events and offerings, visit
www.BluegrassUltralightGroup.org.
--
David Hempy
Internet Database Administrator
Kentucky Educational Television
-- (859)258-7164 -- (800)333-9764
________________________________________________________________________________
| From: | b young <byoung(at)brigham.net> |
Jason Omelchuck
| Subject: | perminant gap seal |
several have asked me for pictures of the perminant gap
seal, i finally remembered to take the digital camera out
to the airport with me.
http://www.brigham.net/~byoung/gapseal.html
there 12 pictures that range from 20 to 30 k
if this dont work, i guess i will have to get help from
L L LL L LAR
boyd
________________________________________________________________________________
| From: | Skip Staub <skipnann(at)earthlink.net> |
Larry,
>After all the foofahrah, and a lot of help, here's my mighty effort.
>This is only a beginning, and I'll be adding much more as I go.
Wow! What a tremendous beginning! Well done!
>It's aimed mostly at the newcomer, but I hope all will enjoy. Let me
>know what you-all think. Thanks. Humble Lar.
>http://www.biglar.homestead.com/larry.html
Your web page is beautiful ! It is done with the same class, and attention
to detail, that you have shown in the construction of your soon to be
flying Kolb aircraft. Thanks for the effort and keep up the good work.
Now, your next order of business is to get "Vamoose" airborn under it's own
power with you in the cockpit! :-)
Regards,
Skip
________________________________________________________________________________
| From: | "larrybiglar" <larrybiglar(at)email.msn.com> |
Skip and all:
Thanks for the kind words. Could you possibly mean getting Vamoose
"AirBourne??" Grant Klein picked up the tail feathers this morning, and
took them, and all the coatings, irons, etc., to his work area at Thermal
airport this morning. Since he only has to cover the vertical stabilizer,
( I actually did the rest myself, amid all the squalling and whining ) and
paint the 6 components, with the help of Terry Fox, they should be done this
coming week. Meanwhile, I'm starting tomorrow on getting the fabric rivet
holes drilled in the wing ribs, cause they should be after those next
weekend. Things are moving fast.................but then sometimes
backwards, sometimes the plans need to be modified. A good example -
installed the 1/2" oil lines from the oil thermostat to the oil cooler
today, and don't like the looks of them. They're fine, I guess, but
obtrusive. A street 45 deg. will give a much better angle, and look nicer,
but it means disassembling 2 of the ends, cutting the steel braid hose, and
re-doing those ends. Eats up lots of time, but I'm living and breathing
this thing, trying to anticipate future problems. Might be easier to accept
if this was to be a show plane, but it's very much a shade tree custom,
intended for hard work. Almost all the mechanical and wiring is done, and
with the covering under way, this bird might just fly yet. I'm starting to
get pretty wound up........................ Thanks, Everybody ! ! !
Lar.
----- Original Message -----
From: "Skip Staub" <skipnann(at)earthlink.net>
Sent: Saturday, January 20, 2001 4:51 PM
Subject: Re: Kolb-List: Web Site
>
> Larry,
>
> >After all the foofahrah, and a lot of help, here's my mighty effort.
> >This is only a beginning, and I'll be adding much more as I go.
>
> Wow! What a tremendous beginning! Well done!
>
> >It's aimed mostly at the newcomer, but I hope all will enjoy. Let me
> >know what you-all think. Thanks. Humble Lar.
> >http://www.biglar.homestead.com/larry.html
>
> Your web page is beautiful ! It is done with the same class, and
attention
> to detail, that you have shown in the construction of your soon to be
> flying Kolb aircraft. Thanks for the effort and keep up the good work.
>
> Now, your next order of business is to get "Vamoose" airborn under it's
own
> power with you in the cockpit! :-)
>
> Regards,
> Skip
>
>
________________________________________________________________________________
| From: | "larrybiglar" <larrybiglar(at)email.msn.com> |
| Subject: | Re: perminant gap seal |
That's really great, Boyd. Wish I'd paid more attention last summer when I
looked at it, but the pics sure help now. My own gap seal is giving me
fits. Hey Will...............look what you started ! ! ! I think
this is great. We can't post pictures to the List, but I think this works
out much better, anyway. For those interested, the pics are right there.
For the others, they don't have to fool with unwanted long download times.
Highly Impressed Lar.
----- Original Message -----
From: "b young" <byoung(at)brigham.net>
Sent: Saturday, January 20, 2001 4:45 PM
Subject: Kolb-List: perminant gap seal
>
> several have asked me for pictures of the perminant gap
> seal, i finally remembered to take the digital camera out
> to the airport with me.
> http://www.brigham.net/~byoung/gapseal.html
> there 12 pictures that range from 20 to 30 k
> if this dont work, i guess i will have to get help from
> L L LL L LAR
>
> boyd
>
>
________________________________________________________________________________
| From: | Bill & Anna Vincent <vincentab(at)chartermi.net> |
In reviewing the information on the Kolb list about IVO and Warpdrive
propellors, I noticed there has not been much discussion about Powerfin
propellors...( is it because they are too heavy) ?
A friend of mine, the late Kent Mead, had a 3 blade Powerfin on his 503
Firebird II and he seemed to really like it; Kent had said it was quiet
and had alot of climb and cruise.
Bill Vincent
Firestar II
Quinnesec, Upper Peninsula of Michigan
________________________________________________________________________________
| From: | "Waligroski, Gregg" <Gregg.Waligroski(at)pantellos.com> |
| Subject: | Firestar Brakes using Shimano XT |
John H.,
I contacted you awhile back about using the Shimanos on my Firestar. A
couple of pictures are posted on the following website
http://kolbultralight.homestead.com/BrakeDetail.html
It worked out to be a lightweight system with good brake feel and plenty of
capability for a Firestar. You only need one or two fingers to actuate
them. I have used them mainly in taxi control and holding them locked for
full power runups (watch out for the tail coming up). They work well for
cutting the landing roll down really short although you can heat them up
pretty good in this application. Of course they get the job done with no
visible ill effects. I have not run into any problems with altitude changes
( I must have the system bled pretty well) affecting performance. I am
setup to run two brake units off of one master on the stick. I assume the
brakes are designed to use one master per brake so the brake lever travel is
further than typical to get the grip going. It is not an issue but there
are two remedies I am thinking of to address this. One is to just install
the other master on the stick and have differential braking available. Two
is to remove the return springs on the calipers. Every time you exercise
the brake return springs in the calipers pull the pads off of the rotor.
Each time you apply the brakes you are pumping the pads out to touch the
rotor. By removing the pad springs the pads only travel a small distance
and you get instant brake feel. The pads may lay on the rotors some but
with respect to pad wear the total rolling distance our planes do is short
and with the ease of replacement it probably wouldn't be an issue. All in
all I am very happy with the installation. A friend of mine is building a
Firestar with the Shimano brakes so I should eventually have some more data
points.
I haven't been able to test them much lately do to my move to Texas (the
plane is still in Colorado). Which related to an earlier thread a few days
ago I visited my first small airport to enquire about hangar space and
flying an ultralight from the airport. The airport manager seemed a nice
enough fellow but when I brought up ultralights he sort of did the frown.
He said they had a couple flying from the field a few years ago but they had
come down in the trees and it sounded like they were some self taught
pilots. Obviously didn't hold too good of an impression of them and sort of
indicated that they wouldn't be welcomed back. I told him I had over 200
hours in mine and had integrated well at my airport in Colorado. I hope I
can talk to him in the future and work something out. So, if anyone has any
good airport leads for ultralights in the north of Houston area I would
surely appreciate any information.
Gregg Waligroski
Ex - Colorado Kolber now attempting Texas
gregg.waligroski(at)pantellos.com
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Firestar Brakes using Shimano XT |
Two
> is to remove the return springs on the calipers. Every time you exercise
> the brake return springs in the calipers pull the pads off of the rotor.
> Gregg Waligroski
Gregg and Kolbers:
Just a guess, but being a mountain biker I'll share this tid
bit. The brakes were designed for mountain bikes. Any drag
on the locomotion system is a no/no. Thus the return
springs to pull the pads off the rotors. I think your
future mod, to remove the springs, will work much better.
Something I learned from Bill Griffin on our List. Was
having problems with poor pedal pressure on one of my MATCO
brakes. No signs of leaks, no air in the lines, etc. Bill
said I needed to lubricate the clipers and related
hardware. Anything that moves down on the wheel brake.
Sure enough, I lubed the bolts that the brake pads ride on
and now I have full pedal again. The pad on one side of the
rotor was hanging up because of dry and sticky bolts. The
amount of pad travel with full brake pedal is very minimal.
In other words, it is very easy to use up the entire amount
of pedal travel without making contact with pad and rotor is
the pad in not seated right up snug to the rotor. Hope that
makes sense. It it doesn't, I'll try again and also draw a
pitcher............
Take care,
john h
PS: Waiting on Bill Griffin to come up from Montgomery and
help me get Miss P'fer out of the trailer and into the "mole
hole", as I affectionately refer to my basement shop. I
have effectively gotten the trailer hung up and the truck
stuck in the driveway, but that is temporary, I hope. :-)
________________________________________________________________________________
| From: | dralle(at)matronics.com (Matt Dralle) |
| Subject: | Matronics Web Server Upgrade... |
B
Dear Listers,
I will be upgrading the Matronics Web Server this afternoon (1/21/01)
and will be taking it offline for a number of hours. I hope to have it
back online by this evening sometime, depending on how well the upgrade
goes.
Best regards,
Matt Dralle
Email List Admin.
--
Matt G. Dralle | Matronics | P.O. Box 347 | Livermore | CA | 94551
925-606-1001 Voice | 925-606-6281 FAX | dralle(at)matronics.com Email
http://www.matronics.com/ W.W.W. | Featuring Products For Aircraft
Great minds discuss ideas,
Average minds discuss events,
Small minds discuss people...
________________________________________________________________________________
| From: | WingManBill2(at)aol.com |
I also just installed a Powerfin Three blade on my Mark III Classic with a
Rotax 582. Haven't even run it up yet but will post my experience as soon as
I do for you folks! It is a very light prop and was recomended to me by
several people that were satisfied with it's performance.
___!___
-----------( / )-----------
" "
Bill Johnston Jr
Building Mark III Classic
Harpers Ferry, WV
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
| Subject: | Re: Firestar Brakes using Shimano XT |
Greg, Maybe I can give you some usefull info on ultralights & flying in the
Houston area.
Ed Diebel,
Still building Firefly in Houston
( 713-9441147)
________________________________________________________________________________
| Subject: | Re: Oconomowoc Fly-in |
Hi Folks,
Last Sat I flew to a Fly-in in wisc. It was about 15 miles away and pretty
hazy with an 800 foot ceiling.The grass runway was plowed but my skis did
okay anyways.When I arrived,the organizers daughter greeted me with a cup of
hot chocolate. the barbecue was great and we had a good time. On the way home
I skimmed six lakes at around five feet and i gotta say that it was the most
thrilling flying experience of my life!I then returned to my home base and
did four perfect takeoffs and landingsin the snow. Weather permitting,i hope
to go to the eaa skiplane fly-in at Iola wisc. on the 27th.This is arond 100
miles each way so it would be my longest flight so far and i can't wait!I'm
eating up all of this xc because this summer i would like to visit my dad in
arkansas 600 miles away.Overnighters are great in the FSII there is plenty of
room for the tent, sleeping bagetc. I wonder just how much stuff i can pack
in there! larry your web page is great i'll have to figure out how to make
one myself.Will,the photos of alamogordo were awe inspiring and just another
place i'll have to fly to someday.
Take care,
John bruzan FSII EIS BRS 503 SCDI warp drive 80hr chicago il
________________________________________________________________________________
| From: | "John Cooley" <johnc(at)datasync.com> |
Hey Gang,
I made a post the other day about Powerfin. I have since talked to
Stuart at Powerfin again. I would like to make a correction about a
statement I made. Stuart is not using a Firestar w/503 for a test plane. He
had the Engineer that designed the blade planform for the new prop design it
for a Rotax 503 with "B" box so it should work very well with a Firestar "B"
box combo. He has just received the molds and is getting setup to start
testing, production etc. He said that he is going to make the prop with a
carbon mat finish (similar to a Sport Prop I believe) if possible. He also
said he would update his web page when he is about ready to start selling
the new prop. Sorry for any confusion I may have caused.
Later,
John Cooley
Building FS II #1162
>
> I also just installed a Powerfin Three blade on my Mark III Classic with a
> Rotax 582. Haven't even run it up yet but will post my experience as soon
as
> I do for you folks! It is a very light prop and was recomended to me by
> several people that were satisfied with it's performance.
>In reviewing the information on the Kolb list about IVO and Warpdrive
>propellors, I noticed there has not been much discussion about Powerfin
>propellors...( is it because they are too heavy) ?
>A friend of mine, the late Kent Mead, had a 3 blade Powerfin on his 503
>Firebird II and he seemed to really like it; Kent had said it was quiet
>and had alot of climb and cruise.
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Oconomowoc Fly-in |
Overnighters are great in the FSII there is plenty of
> room for the tent, sleeping bagetc. I wonder just how much stuff i can pack
> in there!
> John bruzan
John and Gang:
I learned early on to pack only what I will absolutely
need. I did a trial one nighter to see if I had what I
needed or what I didn't need to be comfortable XC'ing the
Firestar (original).
Be careful John!!! XC'ing an ultralight can be extremely
contagious.............
Take care,
john h
________________________________________________________________________________
| From: | Airgriff2(at)aol.com |
| Subject: | "618" reliability |
I'll start the replies from the "618" drivers. i posted a notice on the list
11/27/00 in regards to my having an engine out at 400 ' while departing the
field. the cause was the result of wires grounding out in the stator or
(coil). Rotax supplied me with a new one, which was wired differently.
other than that, I,am very pleased with my "618", along with the warp drive
72" 3 bladed prop on my mk 111.. even though i built heavy, i still see
climb outs at 1200 fpm, (solo) and cruise at 65-70 mph. the small twin
radiator wasn,t keeping things cool enough on hot days, so i fixed that by
mounting a full size one up in front of the engine, in unrestricted air
flow. that produced temps constantly in the 140-150 range. count me in as
giving the "618" a thumbs up !
bob g
mk111
upstate n.y.
"fly safe"
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | My FireStar latch for the hatch |
Greetings,
When I wanted to close the hatch I was having a difficult time reaching the
pin on windshield and insert it into the nose cone. I added a pulley and a
string to pull the pin into the nose cone, take a look.
http://home.elp.rr.com/airplane/pic1.jpg
http://home.elp.rr.com/airplane/pic2.jpg
http://home.elp.rr.com/airplane/pic3.jpg
http://home.elp.rr.com/airplane/pic1.jpg
http://home.elp.rr.com/airplane/pic2.jpg
http://home.elp.rr.com/airplane/pic3.jpg
I also fabricated a plate to hold the rear of the windshield in place.
http://home.elp.rr.com/airplane/pic4.jpg
http://home.elp.rr.com/airplane/pic3.jpg
http://home.elp.rr.com/airplane/pic4.jpg
http://home.elp.rr.com/airplane/pic5.jpg
Regards
Will Uribe
FireStar II
El Paso, TX
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | God watches over ultralight and idiots. |
Greetings,
This morning I was filling my oil tank and got distracted. Well, needless to
say I left the cap on top of the engine. After about a 45 minute flight over
mountains and through turbulence Dave and I landed at his runway. Dave
noticed I was missing the cap so I reached on top of the engine to see if it
was still there and it was. I don't know how it stayed put but I was sure
lucky.
Here are some of the pictures I took of our fight today.
http://home.elp.rr.com/airplane/pic06.jpg
http://home.elp.rr.com/airplane/pic06.jpg
http://home.elp.rr.com/airplane/pic06.jpg
http://home.elp.rr.com/airplane/pic06.jpg
http://home.elp.rr.com/airplane/pic06.jpg
Regards,
Will Uribe
FireStar II
El Paso, TX
________________________________________________________________________________
| From: | "Kitplane" <kitplane(at)tradezone.com> |
| Subject: | Re: God watches over ultralight and idiots. |
Hello Kolb builders and flyers!
I just got this website online and thought you would like to check it out.
http://www.kitplaneforum.com/
It would be great if you could also share your Kolb information on this
forum.
Thanks!
Trip Mellinger
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: God watches over ultralight and idiots. |
Sorry I didn't change the number on the URLs, it not much to see but I think
some of you will enjoy them.
http://home.elp.rr.com/airplane/pic01.jpg
http://home.elp.rr.com/airplane/pic02.jpg
http://home.elp.rr.com/airplane/pic03.jpg
http://home.elp.rr.com/airplane/pic04.jpg
http://home.elp.rr.com/airplane/pic05.jpg
http://home.elp.rr.com/airplane/pic06.jpg
http://home.elp.rr.com/airplane/pic01.jpg
http://home.elp.rr.com/airplane/pic02.jpg
http://home.elp.rr.com/airplane/pic03.jpg
http://home.elp.rr.com/airplane/pic04.jpg
http://home.elp.rr.com/airplane/pic05.jpg
http://home.elp.rr.com/airplane/pic06.jpg
I also want to thank George Alexander for saving my other picture on his
website.
http://gtalexander.home.att.net/kolb.html
Photo Display
Regards,
Will Uribe
FireStar II
El Paso, TX
In a message dated 1/21/01 6:39:11 PM Eastern Standard Time,
WillUribe(at)aol.com writes:
>
________________________________________________________________________________
| From: | b young <byoung(at)brigham.net> |
| Subject: | Re: Kolb-List Digest: 16 Msgs - 01/20/01 |
<<<<<
Speaking of brakes...
On my Firestar last year I installed hydraulic brakes from
TracyObrien ( I
believe: www.tracyobrien.com ) and am reasonably happy with
them!
Reasonably and not perfectly happy because I still have some
sort of air
leak that requires me to bleed more often than I want (but
this is probably
because of my fault in not locating a less than percect hose
connection some
where.)>>>>
i installed a set of matco brakes and had a defect in the
master cylindar, it never leaked oil out but would let air
in. they replaced the part with no questions.
boyd
________________________________________________________________________________
| Subject: | Re: God watches over ultralight and idiots. |
In a message dated 1/21/01 6:48:00 PM Eastern Standard Time,
WillUribe(at)aol.com writes:
> http://home.elp.rr.com/airplane/pic04.jpg
> http://home.elp.rr.com/airplane/pic05.jpg
> http://home.elp.rr.com/airplane/pic06.jpg
>
> I also want to thank George Alexander for saving my other picture on his
> website.
> http://gtalexander.home.att.net/kolb.html
> Photo Display
>
> Regards,
> Will Uribe
> FireStar II
>
Will and gang
how are you actually taking those great pictures...with a hand
held....shoot!..... when I try that I almost crash!....get so caught up in
the act of composition and the beauty of the shot that I forget to fly the
plane for a little too long...like for 10 seconds! Do you have a pistol grip?
Are you shooting through the lexan? If so how do you minimize the glare? How
do you keep from dropping the camera and where do you put in when not
shooting? What kind of peripheral stuff do you have on board to enable such a
successful shoot...or is this all ....secret?
Keep up the good work even if it is secret!!
GeoR38
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: God watches over ultralight and idiots. |
It's no secret, I just take lots of pictures and post the best ones :-)
I hold up the camera without looking through viewer. Maybe 1 out of 10 comes
out good. I do take the pictures through the lexan and some do come out with
glare. I stow the camera on the passenger's foot rest.
Dave took following picture of my FireStar, so you see I'm not the only one
that can take great pictures.
http://home.elp.rr.com/airplane/pic07.jpg
http://home.elp.rr.com/airplane/pic07.jpg
Will
In a message dated 1/21/01 8:04:46 PM Eastern Standard Time, GeoR38(at)aol.com
writes:
> Will and gang
> how are you actually taking those great pictures...with a hand
> held....shoot!..... when I try that I almost crash!....get so caught up in
> the act of composition and the beauty of the shot that I forget to fly the
> plane for a little too long...like for 10 seconds! Do you have a pistol
> grip?
> Are you shooting through the lexan? If so how do you minimize the glare?
> How
> do you keep from dropping the camera and where do you put in when not
> shooting? What kind of peripheral stuff do you have on board to enable such
> a
> successful shoot...or is this all ....secret?
> Keep up the good work even if it is secret!!
>
________________________________________________________________________________
| From: | "Dave Rains" <rr(at)htg.net> |
I now have about 100 hours on my Powerfin prop. I am very pleased with the
performance, smoothness, and quietness of this prop. I would highly
recommend it to anyone (with a plane, that is.)
Dave Rains
The El Paso
Alpha Pilot
-----Original Message-----
From: Bill & Anna Vincent <vincentab(at)chartermi.net>
Date: Sunday, January 21, 2001 9:56 AM
Subject: Kolb-List: Powerfin
>
>In reviewing the information on the Kolb list about IVO and Warpdrive
>propellors, I noticed there has not been much discussion about Powerfin
>propellors...( is it because they are too heavy) ?
>A friend of mine, the late Kent Mead, had a 3 blade Powerfin on his 503
>Firebird II and he seemed to really like it; Kent had said it was quiet
>and had alot of climb and cruise.
>
>Bill Vincent
>Firestar II
>Quinnesec, Upper Peninsula of Michigan
>
>
________________________________________________________________________________
| From: | "Gary r. voigt" <johndeereantique(at)uswest.net> |
" Greg voigt"
| Subject: | SOLO/GARY R. VOIGT---MINNESOTA |
I don't even know where to start. Today was a day I
January 05, 2001 - January 21, 2001
Kolb-Archive.digest.vol-cp