Kolb-Archive.digest.vol-cy
June 13, 2001 - July 06, 2001
> lubricant too.
>
> Ralph Burlingame
> Original Firestar, all synthetic engine (Mobil 1 gear oil for the
> gearbox)
>
>
>
I have a gallon I'd like to get rid of. Think I paid $30+ for it plus
freight; I believe that's about $3.75+ a pint as opposed to $.75 for a pint
of Pennsoil.......... Marvel Mystery Oil is cheap- I'm stickin' with that.
Shack
FS I
SC
________________________________________________________________________________
| Subject: | Klotz synthetic oil |
| From: | ul15rhb(at)juno.com |
>
> If you guys used Klotz KL-216 http://www.klotzlube.com/ synthetic
> oil, there would (be no) need for the Marvel Mystery Oil. After using
mineral
> oils for many years, I will never go back. The Klotz is also an
excellent
> storage lubricant too.
>
> Ralph Burlingame
> Original Firestar, all synthetic engine (Mobil 1 gear oil for the
gearbox)
(I could swear I had all the words right the first time, I must be
getting old).
I discovered Klotz synthetic oil 4 years ago and was very hesitant to use
it. I'm one of these guys that would rather stick to something I've been
using if it has been working well for me. Out of curiosity I tried the
Klotz and a friend of mine who flies an Original Firestar (w/447)
continued to use Pennzoil. After a year, we compared plugs and the inside
of the cylinders. The Pennzoil looked ok with moderate carbon buildup,
but the Klotz was much cleaner. The shortcoming of the 2-cycle engine is
carbon buildup and anything I can do to prevent that from happening and
increase its reliability would be worth it. I think I have found the
right oil for this engine and I will continue to monitor the progress of
it in the coming years. I have 200 hours on it now and it has been on a
Klotz diet since new. So far it looks like new inside and the honing
marks are very visible as if it were a new engine. I will keep you guys
posted. Gary Voigt, another Firestar pilot on this list, is also using
the Klotz oil in a new Rotax 447 with point ignition. We will see how his
engine continues to perform. We both fly often and also in the winter
here in Minnesota.
Ralph Burlingame
Original Firestar, w/447
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Flight Test/MK III |
Morning Gang:
Getting ready has got to be the most difficult, time
consuming part of long cross country flights.
Yesterday I replaced the 4" prop ext with the 2" ext I flew
with last year. Some how I have lost some cruise speed
since last year. The only changes I have made that could in
any way affect cruise performance is:
Warp Drive prop blades returned to factory for
refurbishment.
Increased main landing gear legs 2".
Increased wheel and brake weight by 3 lbs each side (6 lbs).
Recovered, repainted left wing, aileron, and flap.
Removed Firestar aileron counterbalance weight rods and
replaced with MK III weight rods (don't know what the
difference in weight is, but the amount of rod extending
from the socket is a couple inches shorter.
Prop is pitched 11.5 deg, same as last year, turning 5,000
rpm cruise.
ASI is calibrated with GPS to within one or two mph.
With the 4" ext and engine on the mounts in the stock level
attitude, I was aprx 80 mph. With the front of the eng
raised 5/8" aprx 82 mph (this puts the thrust line, static,
90 deg to the bottom of the wing).
Yesterday with 2" ext and front of eng 5/8" above level, she
cruised about 86 mph at 5000 rpm.
I guess I will stay with the 2" ext which is noisier, but
gives me the edge on cruise speed. The 4" ext did seem
quieter, but not enough to give up increased cruise.
The MK III also seems to climb better with the 2" prop, but
still not getting the numbers I was last year.
Maybe my instruments are like me. They have been sitting
around for a year doing nothing and are a little stiff. Or
maybe that long ride on the Alaska Highway and home to
Alabama through Oshkosh last summer in the back of the
trailer bounced them out of calibration. :-) I know it did
me.
I did a 120 xc last yesterday evening to Ted Cowan's
airstrip south of Opelika, Alabama. Felt good to fly
somewhere instead of going around in circles.
I received the carb heat kit from the Pegasus guys in
England. The parts look good, but I do not see how they can
charge what they do for what one receives in the kit. Maybe
it is the difference in exchange rate. :-)
I need to get the carb heat installed in order to thoroughly
test prior to departure for Barrow. No matter how much it
cost, if it save me from an engine out because of ice, which
I can confirm I encountered at Toad River, BC, last year,
then it is worth it. Sorta like a parachute.
My Whelen strobe system that has operated without a problem
for almost 1500 hours went inop on the way back from Ted
Cowan's last night. Since strobes on both wings are inop,
it is probably a power supply problem and not the power
pack. Maybe a bad switch, switch connection, or power plug
to the power supply box. I do not feel comfortable with
those strobes flashing.
Times a wasting.
john h
________________________________________________________________________________
| From: | JIMMY HANKINSON <jhankin(at)planters.net> |
I went to fly Wednesday evening, did the usual preflight and everything
was ok.
Started to taxie and the engine hesitated when I applied throttle.
Stopped taxie and ran rpm up and checked gauges, temperature's were in
the normal range. Throttle responce seemed ok.
went to end of 2000' runway and took off. Climbed to 700' circiling
field, cut throttle back to my normal cruise speed. The rpm setting
would not hold, I would set it at 5800 rpm and it would go down to 5000
rpm with me holding throttle lever. Serveral times it increase rpm
also. After several trips around the field I landed with no problem.
Fuel system set up is with a 5 gallon tank, fuel bulb with bypass line
around bulb with cutoff switch in bypass line for priming. Switch open
in flight.
Primer line has it's own line to tank. Removed top of carborator to
check needle valve. It looked fine with no scars or marks of ware.
Engine has about 160 hours. It is a Rotax 447.
I use Amco middle grade and Pennzoil, mixing 6.25 gallons to 16 ounces
oil.
Fuel filter is a small clear high capacity with screen 1/4" inlet and
outlet. All fuel lines are new black automotive lines secured with two
wraps of wire and twisted.
Any comments would be appreciated..This site has been very helpful and a
lot has been learned by a new flier.
Jimmy
Firefly #35, 447 Rotax
Rocky Ford. Ga.
Southeast, Georgia
JYL
________________________________________________________________________________
| From: | "rbaker(at)shop4zero.com" <rbaker(at)ccgnv.net> |
List,
I am getting near the time to contact the friendly DAR. Is an ELT
required for daytime VMC/VFR??
L. Ray Baker
Lake Butler, FL
Mark III, 912,BRS,N329RB.
95% Done, 20% to go
________________________________________________________________________________
| From: | "dama" <dama(at)mindspring.com> |
Ray, if you are going to carry a passenger, it is required. You can get an
Ameri-King for $185.00 and it uses Duracells. Anyone like Aircraft Spruce
will carry it.
Kip Laurie
Firestar II
Atlanta
----- Original Message -----
From: rbaker(at)shop4zero.com <rbaker(at)ccgnv.net>
Sent: Thursday, June 14, 2001 4:03 PM
Subject: Kolb-List: ELT
>
> List,
>
> I am getting near the time to contact the friendly DAR. Is an ELT
> required for daytime VMC/VFR??
>
> L. Ray Baker
> Lake Butler, FL
> Mark III, 912,BRS,N329RB.
> 95% Done, 20% to go
>
>
________________________________________________________________________________
| From: | Tom Kuffel <kuffel(at)cyberport.net> |
Ray,
<>
Unless you have a single place aircraft, yes you need an ELT. See FAR
91.207 for all the ifs, ands or buts.
Tom Kuffel (CFI, etc)
Whitefish, MT
Building Original FireStar
________________________________________________________________________________
| From: | Tom Kuffel <kuffel(at)cyberport.net> |
<>
The regulation is actually more restrictive than Kip implies. Whether
you carry a passenger or not, an ELT is required for a Mark III. The
91.207 exemption is for "(f)..(9) Aircraft *equipped* to carry not more
than one person" (my emphasis). Suppose if you took out one seat you
could make an arguement but doubt if any DAR would buy it 8
)
Tom Kuffel
Whitefish, MT
Building Original FireStar
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
Ray,
I have installed about a dozen of the Ameri-King ELTs in several GA
planes. Easy installation, but follow instructions on mounting main
unit. Has to be very solidly mounted, not with cable clamps, duct tape,
spit, or even KrazyGlue. The handy little remote panel takes only a
small panel space. And the Duracells work just fine in your flashlight
after the mandatory s-caning every two years. Just watch your hard
landings!
bn--old mech
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
| Subject: | Re: FireFly Part |
Kolbers,
Can anybody tell me what the 1- 3/8 " X 1-1/8 " X .061 Aluminum
piece with five 1/8" holes in it, Shown on page 22 of the FireFly prints is
used for? ( upper left hand corner) If anyone knows please let me know.
Thanks,
Ed Diebel
Houston , TX. ( building FireFly)
________________________________________________________________________________
| From: | "rbaker(at)shop4zero.com" <rbaker(at)ccgnv.net> |
Thanks to one and all for the input. I have the Aircraft Spruce catalog out
and will be calling in the order 1st thing tomorrow morning. Letting this
go to the archives for the next inquiring mind to come along.
Ray
----- Original Message -----
From: bob n <ronoy(at)shentel.net>
Sent: Thursday, June 14, 2001 5:26 PM
Subject: Re: Kolb-List: ELT
> Ray,
>
> I have installed about a dozen of the Ameri-King ELTs in several GA
> planes. Easy installation, but follow instructions on mounting main
> unit. Has to be very solidly mounted, not with cable clamps, duct tape,
> spit, or even KrazyGlue. The handy little remote panel takes only a
> small panel space. And the Duracells work just fine in your flashlight
> after the mandatory s-caning every two years. Just watch your hard
> landings!
>
> bn--old mech
________________________________________________________________________________
| From: | Mike Pierzina <planecrazzzy(at)yahoo.com> |
| Subject: | Re: Help Wanted!!! |
How's the Air Cleaner looking ? ? ?
JIMMY HANKINSON wrote:
I went to fly Wednesday evening, did the usual preflight and everything
was ok.
Started to taxie and the engine hesitated when I applied throttle.
Stopped taxie and ran rpm up and checked gauges, temperature's were in
the normal range. Throttle responce seemed ok.
went to end of 2000' runway and took off. Climbed to 700' circiling
field, cut throttle back to my normal cruise speed. The rpm setting
would not hold, I would set it at 5800 rpm and it would go down to 5000
rpm with me holding throttle lever. Serveral times it increase rpm
also. After several trips around the field I landed with no problem.
Fuel system set up is with a 5 gallon tank, fuel bulb with bypass line
around bulb with cutoff switch in bypass line for priming. Switch open
in flight.
Primer line has it's own line to tank. Removed top of carborator to
check needle valve. It looked fine with no scars or marks of ware.
Engine has about 160 hours. It is a Rotax 447.
I use Amco middle grade and Pennzoil, mixing 6.25 gallons to 16 ounces
oil.
Fuel filter is a small clear high capacity with screen 1/4" inlet and
outlet. All fuel lines are new black automotive lines secured with two
wraps of wire and twisted.
Any comments would be appreciated..This site has been very helpful and a
lot has been learned by a new flier.
Jimmy
Firefly #35, 447 Rotax
Rocky Ford. Ga.
Southeast, Georgia
JYL
---------------------------------
________________________________________________________________________________
| From: | ZepRep251(at)aol.com |
| Subject: | Re: cowling sheet metal screws. message of Fri, 8 Jun 2001 |
23:...
Just put a little dab of rtv silicone sealer (clear) on any screw head to
insure it's secure.G.Aman FS2
________________________________________________________________________________
| From: | ZepRep251(at)aol.com |
| Subject: | Re: FireFly Part |
could be the pitot tube brace
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Finishing tapes |
> I did put tape on the leading edge of the horizontal stab and vert
> stab.I would like to know what the other builders have done.
> Thanks Bill Futrell
Bill and Gang:
I did the same on tail section, leading edges of vert and
horz stabs.
No finishing tapes on ailerons and flaps for Miss P'fer.
Take care,
john h
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
| Subject: | Re: FireFly Part |
Naw, not peeto tube brace. P-brace is just below on drawing--a kinda
T-shaped thing-y.
bn
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
| Subject: | Re: FireFly Part |
Any idea how it might work?
________________________________________________________________________________
| From: | "Bruce McElhoe" <brucem(at)theworks.com> |
Ray,
If you are operating under Part 103, you do not need an ELT. If you are
operating under Part 91, you need one generally except for:
Training flights within 50 NM.
When airplane is equipped for only one person (Take the seat out.)
Test flights.
See FAR 91.207
Best wishes,
Bruce McElhoe FireFly #88
Reedley, Calif.
> I am getting near the time to contact the friendly DAR. Is an ELT
> required for daytime VMC/VFR??
>
> L. Ray Baker
> Lake Butler, FL
> Mark III, 912,BRS,N329RB.
> 95% Done, 20% to go
>
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
| Subject: | Re: FireFly Part |
Beauford,
Your reply didnt solve the mystery of what the part is or
was supposed to be used for ,but the therapy I recieved from the laughter
that resulted from reading it was well worth the effort spent posing the
question to the list. At least you have saved me from agonizing to the degree
that you have & for that I am truly greatfull.
Guess my sight is worse than I realized. I cant spot that sucker any where
else on that print , or any other one in the book. I dont see where they give
it a name either. Oh well, Maybe some really intellegent person will make
us look like fools, but at least we' ll know what it is then. At least I
havent made one yet. If I really need one maybe you could send me one of
Yours.
Thanks,
Ed Diebel
________________________________________________________________________________
| From: | TK <tkrolfe(at)epix.net> |
| Subject: | Re: Help Wanted!!! |
JIMMY HANKINSON wrote:
>
> I went to fly Wednesday evening, did the usual preflight and everything
> was ok.
> Started to taxie and the engine hesitated when I applied throttle.
> Stopped taxie and ran rpm up and checked gauges, temperature's were in
> the normal range. Throttle responce seemed ok.
> went to end of 2000' runway and took off. Climbed to 700' circiling
> field, cut throttle back to my normal cruise speed. The rpm setting
> would not hold, I would set it at 5800 rpm and it would go down to 5000
> rpm with me holding throttle lever. Serveral times it increase rpm
> also. After several trips around the field I landed with no problem.
Jimmy,
Did you check to see if the choke lever was completely in the off position?
I experienced a similar flight awhile back and found that I hadn't
completely closed the choke lever after the start up. Now I always double
check it before taking off.
Strange how it took off and seemed to fly well at first, but then that was
under full throttle. It showed up when throttling back to cruise. Just an
idea!
Terry K. Frantz - FireFly #95
Quarryville, PA
>
>
>
>
________________________________________________________________________________
| From: | Dale Seitzer <dale(at)gmada.com> |
Could be water in fuel or old gas or leaky intake or exhaust, blockage in
tank, loose pulse or fuel lines, failing fuel pump, debris in carb,
Dale Seitzer
-----Original Message-----
From: TK
Sent: Friday, June 15, 2001 10:20 AM
Subject: Re: Kolb-List: Help Wanted!!!
JIMMY HANKINSON wrote:
>
> I went to fly Wednesday evening, did the usual preflight and everything
> was ok.
> Started to taxie and the engine hesitated when I applied throttle.
> Stopped taxie and ran rpm up and checked gauges, temperature's were in
> the normal range. Throttle responce seemed ok.
> went to end of 2000' runway and took off. Climbed to 700' circiling
> field, cut throttle back to my normal cruise speed. The rpm setting
> would not hold, I would set it at 5800 rpm and it would go down to 5000
> rpm with me holding throttle lever. Serveral times it increase rpm
> also. After several trips around the field I landed with no problem.
Jimmy,
Did you check to see if the choke lever was completely in the off position?
I experienced a similar flight awhile back and found that I hadn't
completely closed the choke lever after the start up. Now I always double
check it before taking off.
Strange how it took off and seemed to fly well at first, but then that was
under full throttle. It showed up when throttling back to cruise. Just an
idea!
Terry K. Frantz - FireFly #95
Quarryville, PA
>
>
>
>
________________________________________________________________________________
| From: | G3sada <jr1189(at)ja2.so-net.ne.jp> |
| Subject: | Re: Help Wanted!!! |
I do similar experience, too.
Because it was an event in a flight, I was surprised.
If it was the state that it put a lever forward to maintain the engine rpm.
I checked it since I came back, and it was a cause that many year one screw of
throttling lever which I used became loose.
I suggest that it is good to tighten a screw in the degree that stopped
throttling and can maintain.
Dale Seitzer wrote:
>
> Could be water in fuel or old gas or leaky intake or exhaust, blockage in
> tank, loose pulse or fuel lines, failing fuel pump, debris in carb,
> Dale Seitzer
>
> -----Original Message-----
> From: TK
> Sent: Friday, June 15, 2001 10:20 AM
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Help Wanted!!!
>
>
> JIMMY HANKINSON wrote:
>
> >
> > I went to fly Wednesday evening, did the usual preflight and everything
> > was ok.
> > Started to taxie and the engine hesitated when I applied throttle.
> > Stopped taxie and ran rpm up and checked gauges, temperature's were in
> > the normal range. Throttle responce seemed ok.
> > went to end of 2000' runway and took off. Climbed to 700' circiling
> > field, cut throttle back to my normal cruise speed. The rpm setting
> > would not hold, I would set it at 5800 rpm and it would go down to 5000
> > rpm with me holding throttle lever. Serveral times it increase rpm
> > also. After several trips around the field I landed with no problem.
>
> Jimmy,
>
> Did you check to see if the choke lever was completely in the off position?
> I experienced a similar flight awhile back and found that I hadn't
> completely closed the choke lever after the start up. Now I always double
> check it before taking off.
>
> Strange how it took off and seemed to fly well at first, but then that was
> under full throttle. It showed up when throttling back to cruise. Just an
> idea!
>
> Terry K. Frantz - FireFly #95
> Quarryville, PA
>
> >
> >
>
> >
> >
>
________________________________________________________________________________
| From: | "Randy Berry" <sc_bassman(at)hotmail.com> |
| Subject: | Re: Help Wanted!!! |
Sounds like maybe a fuel flow problem to me ... but it might be as simple as a
batch of bad gas ... or with water. It could be the fuel pump about to go bad.
If it's one of those little Rotax pumps, I have heard it's a good idea to replace
them periodically ... cause they will go bad sometimes. Could also be trash
in fuel line, fuel line crimped somewhere, tube clogged (or bottoming on
tank?), float in carb sticking ... something along that line. Could it be sucking
air someplace ... like at the tank tube or cut in fuel line? Have you changed
anything lately? I'd suggest
checking every thing from the tank tube on up. If you can't find anything else,
then I'd replace the fuel pump and see if that helps ... they aren't all that
expensive. Good luck.
Randy
Kolb Firestar KXP
SC
I went to fly Wednesday evening, did the usual preflight and everything
was ok.
Started to taxie and the engine hesitated when I applied throttle.Get mor
________________________________________________________________________________
| From: | "Christopher John Armstrong" <Tophera(at)centurytel.net> |
Hello all.
This is not Kolb related, so you sticklers delete away...
Last friday I was flying an Ercoupe, building up my solo time, practicing
for my Private pilots test. The Ercoupe uses a gravity feed header tank
and a mechanical fuel pump to lift the wing tanks fuel to the header tank.
The header holds six gallons and the plane burns around 5 gallons an hour.
The plane had a new fuel pump installed several days and 2-3 flight hours
before my flight. I took off around 3:00 pm and did 6 takeoffs and
landings staying in the pattern. Then I flew off and cruised for a while
practising some turns around a point and various practical test stuff.
Around 4:00 pm I noticed that the wire indicator for the header tank was
significantly lower then I had ever seen it before ( it tends to bob around
some). I checked the wing tank indicators and they were still completely
full. At this point I reviewed in my mind what I knew about the fuel system
and realised that the header tank must be nearly empty and that the new fuel
pump must not be working. I headed straight back for the airport whch was
around 8 miles away. I was at around 1500 feet AGL. First sputter occured
at around 5 miles and engine went dead around 3 miles out. 3 miles is 15800
feet and I was at 1500 feet and I knew that the Ercoupe could not make a 10
to 1 glide so I decided, somewhat calmly, to head to the nice looking field
just to the left of the houses and swamp that were between me and the runway
I was headed for! There were powerlines and a road to get past, I cleared
the powerlines by around 20-30 feet (I must admit it is hard to say just how
close to them I was, as I have never looked down at powerlines from fairly
close before. I do remember being able to clearly see the twisted strands
of the cable. for some reason I still see that when I close my eyes.) I
also checked airspeed several times a second and said out LOUD several times
"DON'T STALL". I think that was helpful. I flaired smoothly and touched
down a tad slowly at around 55 knots. Roll out was just a bit bumpy but by
luck I had landed just past a large ( 2 foot) bump and the whole roll out
was by far the smoothest part of the field.
errors:
didn't watch the header tank indicator.
didn't watch the header tank indicator.
didn't watch the header tank indicator.
didn't watch the header tank indicator.
didn't watch the header tank indicator.
didn't watch the header tank indicator. for six times around the pattern!
didn't land directly at the small private strip that was closest when I had
diagnosed my situation. by the time the engine sputtered it wasn't a great
option anymore, but I would have made it easily if I went straight there,
probably still dead stick, but it is a real live runway.
didn't maintain best glide speed real well, but not too bad either. did not
try to stop the spinning prop because I didn't know if it was possible in
this plane and I didn't want to accidentally stall. The prop stopped just
before touchdown so I would have to have really slowed down.
didn't turn off all switches before landing. didn't seem important at the
time, but as I rolled out through the bumpy field wondering when the nose
gear would catch on something and flip me with those full wing tanks it did
seem more important!
successes:
discovered the problem just in time to get myself into a position to deal
with it. would have been very different if the engine just died and then I
was trying to figure out what the hell was going on and what to do about it.
I am not recommending "just in time management" for pilots but it beat the
alternative.
didn't freakout. actually thought about what to do and did it carefully.
should have taken the private field, without a second thought, but the rest
of my decisions weren't bad.
didn't stall as I came closer and closer to the powerlines deadstick. you
have to try this sometime to understand how hard it is to look away from the
powerlines, at the airspeed indicator and maintain best glidespeed. the
instincts all demand for you to pull back on the stick, which you must not
do! ( ok I admit I was down to 60 knots over the lines not the 70 I should
have maintained but I was trying!)
flared nicely and touched down softly, held the nose up on rollout.
got lucky on terrain, and landed into the wind!
end results:
the plane is fine, down within 1/3 mile off the main runway, easily towed
to airport through the field. I'm fine, and not afraid to go fly the plane
again, once the fuel pump problem is understood thoroughly!
folks remember this: without fuel, flying is falling, so watch your fuel and
learn to fall carefully.
Topher
49% disgusted with myself
51% very pleased with myself
I hope to improve those numbers
________________________________________________________________________________
| From: | "Ed Chmielewski" <edchmiel(at)mindspring.com> |
| Subject: | Re: forced landing |
Topher,
Glad to hear you're OK, you did a good job. Thanks for sharing,
it's how we all learn. Now go get yer PPL!
Ed in JXN
MkII/503
----- Original Message -----
From: Christopher John Armstrong <Tophera(at)centurytel.net>
Sent: Saturday, June 16, 2001 2:56 AM
Subject: Kolb-List: forced landing
>
> Hello all.
>
> This is not Kolb related, so you sticklers delete away...
>
> Last friday I was flying an Ercoupe, building up my solo time, practicing
> for my Private pilots test. The Ercoupe uses a gravity feed header tank
> and a mechanical fuel pump to lift the wing tanks fuel to the header tank.
> The header holds six gallons and the plane burns around 5 gallons an hour.
> The plane had a new fuel pump installed several days and 2-3 flight hours
> before my flight.
>
>
________________________________________________________________________________
| From: | TCowan1917(at)aol.com |
Been holding back to finish the new landing gear and now it is completed.
If anyone is interested, I have a beautiful Kolb Ultrastar absolutely gone
through. I think I have thought of everything. You can install almost any
engine you want. I have the Kolb Firestar landing gear assembly installed
and it is six inches higher than the original steel gear. You an size it to
your taste and engine. This would be a real flyer with a 447 or so. If you
or someone is interested, it is at:
http://hometown.aol.com/tcowan1917/page2.html. Not sure if you need the www.
or not. You can also email me and I will get back to you. I am asking $5200
but this is so complete it is a deal. All the guages are installed and ready
to hook up. I have flown it with a Cuyunna but was not satisfied with the
performance. I have a brand new prop for the belt drive unit if anyone is in
need. Ted Cowan Alabama
________________________________________________________________________________
| From: | Mike Pierzina <planecrazzzy(at)yahoo.com> |
| Subject: | What am I forgetting ? ? ? |
What ? ? ? This system doesn't have "BELLS & WHISTLES" or some kinda warning
every hour to check the header tank ???
Whata stupid design , the accident waiting to happen.... did...
If this system even had a simple " Kitchen Timer " that went DING , would make
it safer than what it is........
What they should do with it is have a sensor at 1/4 tank kick on the pump , and
another sensor at below full shut the pump off .
Or a sensor at 1/4 tank that flashes a light or buzzer warning and the pilot top
off the tank which would reset the warning again....
Mike in Mn. FSII brakes on backorder
SNIP...
The Ercoupe uses a gravity feed header tank
and a mechanical fuel pump to lift the wing tanks fuel to the header tank.
The header holds six gallons and the plane burns around 5 gallons an hour.
---------------------------------
________________________________________________________________________________
| From: | "Christopher John Armstrong" <Tophera(at)centurytel.net> |
| Subject: | Re: What am I forgetting ? ? ? |
> What ? ? ? This system doesn't have "BELLS & WHISTLES" or some kinda
warning every hour to check the header tank ???
>
> Whata stupid design , the accident waiting to happen.... did...
>
> If this system even had a simple " Kitchen Timer " that went DING , would
make it safer than what it is........
>
> What they should do with it is have a sensor at 1/4 tank kick on the pump
, and another sensor at below full shut the pump off .
>
> Or a sensor at 1/4 tank that flashes a light or buzzer warning and the
pilot top off the tank which would reset the warning again....
the pump is just supposed to pump all the time and the overflow goes back to
the wings. if the pump fails you have about an hour to notice it and go
land. most people consider it a bomb proof system but I was able to screw
up with it. A buzzer would be nice if the header gets low. a back up
electric pump so you can do something about it would be nice, but it is a
good system, you just have to watch that high tech cork and wire indicator.
Topher
________________________________________________________________________________
| From: | "Jim Minewiser" <flykolb(at)carolina.rr.com> |
| Subject: | Mark III engines |
I'm still looking for a 582 but a friend of mine suggested a Geo Metro
engine with fuel injection and a Raven redrive. Any comments??
Jim
Mark III
Charlotte, NC
________________________________________________________________________________
| From: | "Richard Swiderski" <swiderskir(at)earthlink.net> |
| Subject: | Re: Mark III engines/ Geo Raven Redrive |
Jim.
Raven Redrive has a bolt on system for a Kolb. I have his redrive & am
using it on a modified Geo engine (Turbocharged, intercooled & port
injected). My mods are such that it's no longer a bolt on affair.
Hopefully it will be close to finished this summer.
I finished the exhaust manifold (Stainless Steel), am almost done with
fabricating the intake manifold. The dry sump oil system will be the last
main hurdle. Then it will be mostly a matter of putting all the little
details in place.
The Geo engine is a strong, light, well proven engine. There are quite
a few people flying them. You can check them out on the
FlyGeo(at)yahoogroups.com list. ...Richard Swiderski
----- Original Message -----
From: "Jim Minewiser" <flykolb(at)carolina.rr.com>
Sent: Saturday, June 16, 2001 7:42 PM
Subject: Kolb-List: Mark III engines
>
> I'm still looking for a 582 but a friend of mine suggested a Geo Metro
> engine with fuel injection and a Raven redrive. Any comments??
>
> Jim
> Mark III
> Charlotte, NC
>
>
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)alltel.net> |
| Subject: | Re: Mark III engines |
----- Original Message -----
From: Jim Minewiser <flykolb(at)carolina.rr.com>
Sent: Saturday, June 16, 2001 7:42 PM
Subject: Kolb-List: Mark III engines
>
> I'm still looking for a 582 but a friend of mine suggested a Geo Metro
> engine with fuel injection and a Raven redrive. Any comments??
>
> Jim
> Mark III
> Charlotte, NC
>
> Jim,
I would keep it simple and stay with the known commodity, too much weight
and complexity with the Geo. This is only my opinion based on owning and
reading a Raven manual and seeing a lot of Rotaxs flying around. You should
be able to find a good used 582 for around $2500 complete, give or take a
couple hundred. Remember, you already have the exhaust, dual carbs?, and
gearbox, if you need em. If you reuse all these parts from your 503, you
should find a used 582 for a lot less than $2K or just trade up as someone
else suggested.
Only my opinion,
Denny keep it simple Rowe
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: forced landing |
Weeeelllll..................I know ya said the Plane is OK, Topher, but what
about the drivers' seat ??? Good for you - Nice Job ! ! !
Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
----- Original Message -----
From: "Christopher John Armstrong" <Tophera(at)centurytel.net>
Sent: Friday, June 15, 2001 11:56 PM
Subject: Kolb-List: forced landing
>
> Hello all.
>
> This is not Kolb related, so you sticklers delete away...
>
> Last friday I was flying an Ercoupe, building up my solo time, practicing
> for my Private pilots test. The Ercoupe uses a gravity feed header tank
> and a mechanical fuel pump to lift the wing tanks fuel to the header tank.
> The header holds six gallons and the plane burns around 5 gallons an hour.
> The plane had a new fuel pump installed several days and 2-3 flight hours
> before my flight. I took off around 3:00 pm and did 6 takeoffs and
> landings staying in the pattern. Then I flew off and cruised for a while
> practising some turns around a point and various practical test stuff.
> Around 4:00 pm I noticed that the wire indicator for the header tank was
> significantly lower then I had ever seen it before ( it tends to bob
around
> some). I checked the wing tank indicators and they were still completely
> full. At this point I reviewed in my mind what I knew about the fuel
system
> and realised that the header tank must be nearly empty and that the new
fuel
> pump must not be working. I headed straight back for the airport whch was
> around 8 miles away. I was at around 1500 feet AGL. First sputter
occured
> at around 5 miles and engine went dead around 3 miles out. 3 miles is
15800
> feet and I was at 1500 feet and I knew that the Ercoupe could not make a
10
> to 1 glide so I decided, somewhat calmly, to head to the nice looking
field
> just to the left of the houses and swamp that were between me and the
runway
> I was headed for! There were powerlines and a road to get past, I cleared
> the powerlines by around 20-30 feet (I must admit it is hard to say just
how
> close to them I was, as I have never looked down at powerlines from fairly
> close before. I do remember being able to clearly see the twisted
strands
> of the cable. for some reason I still see that when I close my eyes.) I
> also checked airspeed several times a second and said out LOUD several
times
> "DON'T STALL". I think that was helpful. I flaired smoothly and touched
> down a tad slowly at around 55 knots. Roll out was just a bit bumpy but
by
> luck I had landed just past a large ( 2 foot) bump and the whole roll out
> was by far the smoothest part of the field.
>
> errors:
>
> didn't watch the header tank indicator.
> didn't watch the header tank indicator.
> didn't watch the header tank indicator.
> didn't watch the header tank indicator.
> didn't watch the header tank indicator.
> didn't watch the header tank indicator. for six times around the pattern!
>
> didn't land directly at the small private strip that was closest when I
had
> diagnosed my situation. by the time the engine sputtered it wasn't a
great
> option anymore, but I would have made it easily if I went straight there,
> probably still dead stick, but it is a real live runway.
>
> didn't maintain best glide speed real well, but not too bad either. did
not
> try to stop the spinning prop because I didn't know if it was possible in
> this plane and I didn't want to accidentally stall. The prop stopped just
> before touchdown so I would have to have really slowed down.
>
> didn't turn off all switches before landing. didn't seem important at the
> time, but as I rolled out through the bumpy field wondering when the nose
> gear would catch on something and flip me with those full wing tanks it
did
> seem more important!
>
> successes:
>
> discovered the problem just in time to get myself into a position to deal
> with it. would have been very different if the engine just died and then
I
> was trying to figure out what the hell was going on and what to do about
it.
> I am not recommending "just in time management" for pilots but it beat the
> alternative.
>
> didn't freakout. actually thought about what to do and did it carefully.
> should have taken the private field, without a second thought, but the
rest
> of my decisions weren't bad.
>
> didn't stall as I came closer and closer to the powerlines deadstick. you
> have to try this sometime to understand how hard it is to look away from
the
> powerlines, at the airspeed indicator and maintain best glidespeed. the
> instincts all demand for you to pull back on the stick, which you must not
> do! ( ok I admit I was down to 60 knots over the lines not the 70 I should
> have maintained but I was trying!)
>
> flared nicely and touched down softly, held the nose up on rollout.
>
> got lucky on terrain, and landed into the wind!
>
> end results:
>
> the plane is fine, down within 1/3 mile off the main runway, easily towed
> to airport through the field. I'm fine, and not afraid to go fly the
plane
> again, once the fuel pump problem is understood thoroughly!
>
> folks remember this: without fuel, flying is falling, so watch your fuel
and
> learn to fall carefully.
>
> Topher
> 49% disgusted with myself
> 51% very pleased with myself
> I hope to improve those numbers
>
>
________________________________________________________________________________
| Subject: | Re:Florida to Bahamas in an Ultralight |
Several in our group would like to make such a trip, but we don't know if
Bahamian burocracy [sp.] will allow it. Has anyone on the list done this?
Looks like only about 68 miles from Ft. Lauderdale to Freeport- should be
able to make that with 10 gallons on a Kolb Firestar with 503.........hummm?
Whatch think.....just slap on a life preserver & go for it?
Opinions appreciated.
Howard Shackleford
FS I
SC
________________________________________________________________________________
| From: | "Jim Minewiser" <flykolb(at)carolina.rr.com> |
| Subject: | Re:Florida to Bahamas in an Ultralight |
Howard,
What altitude would you need to fly at in order to glide 34 miles (1/2 way)
if your engine quits?
Jim
Mark III
Charlotte, NC
----- Original Message -----
From: <HShack(at)aol.com>
Sent: Sunday, June 17, 2001 12:48 AM
Subject: Kolb-List: Re:Florida to Bahamas in an Ultralight
>
> Several in our group would like to make such a trip, but we don't know if
> Bahamian burocracy [sp.] will allow it. Has anyone on the list done this?
>
> Looks like only about 68 miles from Ft. Lauderdale to Freeport- should be
> able to make that with 10 gallons on a Kolb Firestar with
503.........hummm?
>
> Whatch think.....just slap on a life preserver & go for it?
>
> Opinions appreciated.
>
> Howard Shackleford
> FS I
> SC
>
>
________________________________________________________________________________
| From: | "C D Patterson" <cdp(at)islandnet.com> |
| Subject: | Re:Florida to Bahamas in an Ultralight |
From an Island in the Pacific..
~~~~~~~~~~~~~~~~~~~
|
| Several in our group would like to make such a trip, but we don't know if
| Bahamian burocracy [sp.] will allow it. Has anyone on the list done this?
|
| Looks like only about 68 miles from Ft. Lauderdale to Freeport- should be
| able to make that with 10 gallons on a Kolb Firestar with
503.........hummm?
|
| Whatch think.....just slap on a life preserver & go for it?
|
| Opinions appreciated.
|
| Howard Shackleford
| FS I
| SC
Maybe floats? [g]
Take a look
http://www.atlanticflight.co.uk/index.htm
Incentives?
Good luck..
________________________________________________________________________________
| From: | "gil mcgarity" <gilmcgarity(at)hotmail.com> |
Dear Kolbers, I am selling my Mark 3 and Drifter aerobatic DR532 please see
kolbmk3.homestead.com/kolb.html. Thank you. Happy Fathers Day.
________________________________________________________________________________
| Subject: | Re:Florida to Bahamas in an Ultralight |
In a message dated 6/17/01 6:11:36 AM Eastern Daylight Time,
flykolb(at)carolina.rr.com writes:
> Howard,
>
> What altitude would you need to fly at in order to glide 34 miles (1/2 way)
> if your engine quits?
>
>
Just as when we flew over the Smokey Mountains, I have mentally prepared
myself for such an occurance. We will also make preparations to limit losses
in case of such an occurance.
Stay tuned....
Howard Shackleford
FS I
SC
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
> Several in our group would like to make such a trip, but we don't know if
> Bahamian burocracy [sp.] will allow it. Has anyone on the list done this?
> Howard Shackleford
Howard:
Roland Alexander made this flight in 1987 or 88, maybe
ealier, in a point ign 447 powered single place Bucaneer.
Roland lives in Orlando, Florida. He would be a good man to
talk to reference that flight. I talked to Roland at Sun
and Fun this year. There were a couple guys making long
flights in the mid-80's in ULs: Roland Alexander, Al Reay,
and John Hauck. Roland and I used to talk a lot back then,
sharing information, experiences, etc., that would help each
other be more successful in our flights. The only info we
had was each others. It was truly "barnstorming"
ultralights back then. I still get that feeling when I go
on trips, even though the airplane and the engine are more
sophisticated and much more reliable.
Been outta town for a few days to get away from airplane and
the flight to Barrow. A little time to reground and rest.
Tomorrow I start again. I will be on my first day of my
flight to Barrow two weeks from today.
Take care,
john h
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
A little time to reground and rest.
Sorry Gang:
The above should have read: A little time to regroup and
rest.
john h
________________________________________________________________________________
| From: | Dale Seitzer <dale(at)gmada.com> |
[] TOPHER
I met you at the osceola airport a month ago--I am glad it turned out OK.
Ussually when problems happen it is because of more than one problem
happening at once. So one problem happened and you handled it so no other
problems happned--so what--you are down and safe and the plane is fine.
You did great.
A good reminder to all of us to practice dead stick landings.
Dale Seitzer
[]
>didn't watch the header tank indicator.
>didn't watch the header tank indicator.
>didn't watch the header tank indicator.
>didn't watch the header tank indicator.
>didn't watch the header tank indicator.
>didn't watch the header tank indicator. for six times around the pattern!
>
>didn't land directly at the small private strip that was closest when I
had
>diagnosed my situation. by the time the engine sputtered it wasn't a
great
>option anymore, but I would have made it easily if I went straight there,
>probably still dead stick, but it is a real live runway.
>
>didn't maintain best glide speed real well, but not too bad either. did
not
>try to stop the spinning prop because I didn't know if it was possible in
>this plane and I didn't want to accidentally stall. The prop stopped just
>before touchdown so I would have to have really slowed down.
>
>didn't turn off all switches before landing. didn't seem important at the
>time, but as I rolled out through the bumpy field wondering when the nose
>gear would catch on something and flip me with those full wing tanks it
did
>seem more important!
>
>successes:
>
>discovered the problem just in time to get myself into a position to deal
>with it. would have been very different if the engine just died and then
I
>was trying to figure out what the hell was going on and what to do about
it.
>I am not recommending "just in time management" for pilots but it beat the
>alternative.
>
>didn't freakout. actually thought about what to do and did it carefully.
>should have taken the private field, without a second thought, but the
rest
>of my decisions weren't bad.
>
>didn't stall as I came closer and closer to the powerlines deadstick. you
>have to try this sometime to understand how hard it is to look away from
the
>powerlines, at the airspeed indicator and maintain best glidespeed. the
>instincts all demand for you to pull back on the stick, which you must not
>do! ( ok I admit I was down to 60 knots over the lines not the 70 I should
>have maintained but I was trying!)
>
>flared nicely and touched down softly, held the nose up on rollout.
>
>got lucky on terrain, and landed into the wind!
>
>end results:
>
>the plane is fine, down within 1/3 mile off the main runway, easily towed
>to airport through the field. I'm fine, and not afraid to go fly the
plane
>again, once the fuel pump problem is understood thoroughly!
>
>folks remember this: without fuel, flying is falling, so watch your fuel
and
>learn to fall carefully.
>
>Topher
>49% disgusted with myself
>51% very pleased with myself
>I hope to improve those numbers
>
>
________________________________________________________________________________
| Subject: | Re: Kolb-List Digest: 6 Msgs - 06/17/01 |
I sure would go for that trip. Pete
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: forced landing |
First sputter occured
> at around 5 miles and engine went dead around 3 miles out.
> Topher
Topher and Gang:
Ya done good!
A lot of lessons in this one for everyone.
A cheap Facet Electronic Fuel Pump for backup would have
been convenient. I have one on my airplane. :-)
Take care,
john h
________________________________________________________________________________
| From: | "gil mcgarity" <gilmcgarity(at)hotmail.com> |
I am reposting for sale mk3 . See info photos at kolbmk3 . homestead . com/kolb
. html
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: Mark III engines |
Jeff,
When you say it weighs more than a 582, do you know how much more? Have you
weighed yours?
John Jung
Jeff wrote:
>
> HELLO GEO FANS. UPDATE ON GEO.
________________________________________________________________________________
| From: | "Jeremy Casey" <jrcasey(at)ldl.net> |
| Subject: | Pitot/static tube |
I fab'd a external static/pitot tube like this picture....
http://jrcasey.homestead.com/pitot.html
that I got off the Kolb list a long time ago. I am getting readings fine
except they are low...do I need another hole (or enlarge the ones I have?)
or have I got too big of an opening (in the static line) already?
At what is about 80mph +/- I am reading about 60mph.
Jeremy "too slow" Casey
jrcasey(at)ldl.net
________________________________________________________________________________
| From: | "Jeff" <firedude9(at)prodigy.net> |
| Subject: | Re: Mark III engines |
JOHN, RIGHT OFF HAND I CANNOT REMEMBER WHAT RAVEN ADVERTISES THE GOE TO
WEIGH. I DID NOT WEIGH ALL THE PARTS BUT WHEN I WAS FIGURING THINGS UP
SEVERAL MONTHS AGO I FIGURED IN THE NEIGHBORHOOD OF 150LBS. IT MAY WEIGH A
TAD MORE. ANYWAYS, GAS WEIGHS ABOUT 7.5 LB PER GAL AND I PLAN ON BEING ABLE
TO FLY WITH LESS FUEL ON BOARD FOR ANY EQUIVALENT FLIGHT TAKEN IN A 582.
TIME WILL TELL AS I HAVE NOT BEEN FULLY OFF THE GROUND YET(ONLY THE
TAILWHEEL AND VARIOUS TIMES IN THE MIDDLE OF THE NIGHT). HOPES THIS HELPS.
JEFF
-----Original Message-----
From: John Jung <jrjung(at)execpc.com>
Date: Monday, June 18, 2001 3:28 PM
Subject: Re: Kolb-List: Mark III engines
>
>Jeff,
>
>When you say it weighs more than a 582, do you know how much more? Have you
>weighed yours?
>
>John Jung
>
>Jeff wrote:
>
>>
>> HELLO GEO FANS. UPDATE ON GEO.
>
>
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Pitot/static tube |
> At what is about 80mph +/- I am reading about 60mph.
>
> Jeremy "too slow" Casey
Jeremy and Gang:
That means your static system is pressurizing.. You need to
experiment with the collar to see which way it has to go,
fore or aft, to get the static pressure to neutral.
How are you checking you system for airspeed? Hanging it
out the car window? If you are, or what ever you are using,
be sure it is in clean air.
Sure is hot outside. I am finally getting Dave Quimby's
trailer ready to return to Enterprise, Alabama, tomorrow
afternoon. I have had it since July last year. It made
repair of my MK III much easier by having a place to store
fuselage and wings when they were not in the shop. I was
afraid to put them back in the hanger until I got a system
to prevent the rats from eating the plane.
I think I have finally gotten a formula that works as a rat
repellent: Napthylene and sulfer. The napthylene I got in
the form of moth balls from Wal-Mart and the sulpher in
powered form from the Farmer's Mkt in Wetumpka. I make a
defensive :-) line around each main wheel and the tailwheel
with moth balls and sulpher powder. Have not had a rat in
the fuselage the three weeks it has been back in the
hanger. Of course I may have killed them all off, including
possums (sorry Stan), coons, rats, cats, and anything else
that could not resist the Decon bait traps I fabricated and
stuck all round the hanger.
Better get back to my "rat killin."
Take care,
john h
________________________________________________________________________________
| From: | "Peter Volum" <PVolum(at)etsmiami.com> |
| Subject: | Mk III Flap degrees |
Could somebody tell me how many degrees of flap each position represents on
the Mk III?
Thanks,
Peter Volum
________________________________________________________________________________
| From: | "Christopher John Armstrong" <Tophera(at)centurytel.net> |
| Subject: | Re: forced landing |
----- Original Message -----
From: "Dale Seitzer" <dale(at)gmada.com>
Sent: Monday, June 18, 2001 7:34 AM
Subject: RE: Kolb-List: forced landing
>
> [] TOPHER
>
> I met you at the osceola airport a month ago--I am glad it turned
out OK.
> Ussually when problems happen it is because of more than one problem
> happening at once. So one problem happened and you handled it so no
other
> problems happned--so what--you are down and safe and the plane is fine.
> You did great.
> A good reminder to all of us to practice dead stick landings.
>
> Dale Seitzer
Thanks, you been out flying much, or has the more or less continuos
thunderstorm we've had for the last month kept you grounded?
Topher
________________________________________________________________________________
| From: | Possum <possums(at)mindspring.com> |
| Subject: | Re:Florida to Bahamas in an Ultralight |
>
>Several in our group would like to make such a trip, but we don't know if
>Bahamian burocracy [sp.] will allow it. Has anyone on the list done this?
>
>Looks like only about 68 miles from Ft. Lauderdale to Freeport- should be
>able to make that with 10 gallons on a Kolb Firestar with 503.........hummm?
>
>Whatch think.....just slap on a life preserver & go for it?
>
>Opinions appreciated.
>
>Howard Shackleford
>FS I
>SC
Looks like the hard part would be the trip back home.
________________________________________________________________________________
| Subject: | Re: Kolb-List Digest: 6 Msgs - 06/17/01 |
In a message dated 6/18/01 8:43:35 AM Eastern Daylight Time, Cppjh(at)aol.com
writes:
> I sure would go for that trip. Pete
>
>
>
Are you referring to the Fla.-Bahamas trip?
Shack
FS I
SC
________________________________________________________________________________
| Subject: | Re:Florida to Bahamas in an Ultralight |
In a message dated 6/18/01 6:18:36 PM Eastern Daylight Time,
possums(at)mindspring.com writes:
> Looks like the hard part would be the trip back home.
>
>
>
You're the second person to say that; why do you think so?
Since all of us would be flying "fat", I wonder what problems we will incurr.
We would have to depart FL from a "port of exit" [for Customs purposes], &
fly in to a "port of entry'" in Bahamas.
I saw somewhere that a "mode C transponder" is required........maybe not if
they will allow "fat" to fly in there.
There's a lot to consider.........
Shack
FS I
SC
________________________________________________________________________________
| From: | Possum <possums(at)mindspring.com> |
| Subject: | Re:Florida to Bahamas in an Ultralight |
Just don't get
>anywhere near a "can't happen to me" approach to things, take more than
>enough precautions, all us builders/fixers want to read about it when you
>get back safely! I envy your plans, Possum, and Godspeed, Hawk.
>
>Ed in JXN
>MkII/503
That should read: . . "I envy your plans, HOWARD, and Godspeed, Hawk."
.
.
.
.
.
I've already been in a submarine FS - before %
)
http://www.mindspring.com/~possums/
________________________________________________________________________________
| From: | ZepRep251(at)aol.com |
| Subject: | Re: forced landing |
Topher,Good for you! Fortunatly you were flying the only certificated
aircraft that is spin and stall proof.
________________________________________________________________________________
| From: | ZepRep251(at)aol.com |
| Subject: | Re: What am I forgetting ? ? ? |
Mike, you need to know a little more about the Ercoupe's design. It really
was one of the safest and simplest ever built.
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Mk III Flap degrees |
> Could somebody tell me how many degrees of flap each position represents on
> the Mk III?
> Peter Volum
Peter and Gang:
I suspect that most MK III's have varying degrees of flap
settings. Mine came out to aprx'ly 20 and 40 deg. A lot
depends on where you drill the holes in flap horns, linkage,
etc.
Take care,
john h
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re:Florida to Bahamas in an Ultralight |
> We would have to depart FL from a "port of exit" [for Customs purposes], &
> fly in to a "port of entry'" in Bahamas.
> Shack
Shack and Gang:
Never flown to Bahamas, but flying into Canada from US, and
from Canada into US, it is not necessary to depart from
"port of exit." In fact, I don't believe I have run across
that term anywhere.
Good people to contact on that question and the one on a
mode C requirement would be AOPA. You do not have to tell
the you are an UL.
Might be able to find that info on the US Customs web site.
Again, I recommend contacting Roland Alexander for info
pertaining to flying UL into Bahamas. Even though he did it
15 years or so ago, he can still give you some good pointers
on what to do and not to do.
Take care,
john h
________________________________________________________________________________
| Subject: | Re:Florida to Bahamas in an Ultralight |
In a message dated 6/18/01 8:24:09 PM Eastern Daylight Time,
edchmiel(at)mindspring.com writes:
> Hi Howard,
>
> Boy is my face - past red - guess I should read it a bit more
> closely.
>
> Red Ed
> MkII/503
>
>
It's OK.... I forgive you.
Howard Shackleford
FS I
SC
________________________________________________________________________________
| Subject: | Re:Florida to Bahamas in an Ultralight |
In a message dated 6/18/01 9:50:50 PM Eastern Daylight Time,
hawk36(at)mindspring.com writes:
> Again, I recommend contacting Roland Alexander for info
> pertaining to flying UL into Bahamas. Even though he did it
> 15 years or so ago, he can still give you some good pointers
> on what to do and not to do.
>
> Take care,
>
> john h
>
>
>
John, how would I get in contact with Roland? I would welcome his input.
Howard Shackleford
FS I
SC
________________________________________________________________________________
| From: | "Christopher John Armstrong" <Tophera(at)centurytel.net> |
| Subject: | Re: forced landing |
> Topher,Good for you! Fortunatly you were flying the only certificated
> aircraft that is spin and stall proof.
The aircoupe is very close to spin proof but it will stall just fine. We
have practiced power off and on stall regularly as part off my training.
Topher
________________________________________________________________________________
| Subject: | Re: Pitot/static tube |
Jeremy,
<< I fab'd a external static/pitot tube like this picture....[snip]....do I need
another hole (or enlarge the ones I have?) or have I got too big of an opening
(in the static line) already? At what is about 80mph +/- I am reading about
60mph. >>
I'm the one that posted that pitot/static setup some time ago. I used it on my
Firestar II and found it to be accurate over a wide speed range after it was calibrated.
John H. is correct in that you have to move the collar to adjust the
static. Here's the routine I followed to calibrate mine using my GPS on a calm
morning:
Move the collar to the leading edge of the holes.
Fly and check the difference in actual airspeed vs. the indicated airspeed. The
actual should be higher than the the indicated.
Move the collar slightly forward of the holes.
Fly again and compare the airspeeds.
Continue to do this routine of moving the collar forward until the actual and calibrated
airspeds are the same, OR if the calibrated moves away from the indicated
after the last collar move, then the holes need to be slightly enlarged.
At this point you have also found the close location for the collar. Enlarge
the holes and do this stuff again. It's a pain to calibrate but it stays in calibration
over a large speed range.
BTW - I'm no longer using this pitot/static setup due to the very low mounting
on the nose cone of my FS II. Ask me what happens to the pitot system if you slightly
nose over the FS II (not touching the ground, tho) :-)
I now have the standard nose-mounted pitot with the static pickup in the wing strut.
This setup works well and only a little bit of calibration was needed for
the static. I actually calibrated this setup by bleeding off the pitot pickup
with a tee in the line capped with a tube with tiny holes - easy and effective.
Hope this helps.
Charlie
FS II - DCDI R503
________________________________________________________________________________
| From: | Dale Seitzer <dale(at)gmada.com> |
-----Original Message-----
From: Christopher John Armstrong
Sent: Monday, June 18, 2001 3:55 PM
Subject: Re: Kolb-List: forced landing
----- Original Message -----
From: "Dale Seitzer" <dale(at)gmada.com>
Sent: Monday, June 18, 2001 7:34 AM
Subject: RE: Kolb-List: forced landing
Thanks, you been out flying much, or has the more or less continuos
thunderstorm we've had for the last month kept you grounded?
Topher
Yes--we have been flying alot--since I changed engines almost 2 months ago
we have over 30 hours on the newer engine--we went to the Stanton flying on
Sunday. My wife has just completed the ASC training and certification so
we trade off flying. We are getting ready to fly to Oshkosh--we will
trade off flying the legs to OSH.
How is the building going? I hope you are plugging away. I respect
people who build their own--it is alot of work and I dont have the patience
and the skills to build.
Dale Seitzer
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
Good Morning Gang:
Sometimes I feel like I am up to my ears in aligators trying
to get me and the airplane ready to fly to Barrow, Alaska.
But things are coming together now. We will be ready to go
1 July. Should take about 7 days to fly to Fairbanks (good
weather and no mechanical or pilot problems), then another
two or three days to Barrow, again, if I have no weather
delays. Should be turning around at Barrow, heading back
south around 15 July.
I took three days off from the airplane and the Barrow
flight for a little R&R. When I got home, checked the mail
box and it was full of letters from friends on the Kolb
List. I was overwhelmed with gratitude at the support you
guys have shown. Knowing you all are out there supporting
me and the airplane on this flight will make my job much
easier. I can assure you all that you will be flying in the
copilot's seat with me and Miss P'fer on this flight. You
all are special people with the courage and determination to
build and fly Kolb airplanes. Thanks again for helping me
show the world what these little airplanes can do and where
they can fly. Without a doubt, we fly the best.
I appologize for not sending each and every one of you a
personal thank you letter for your donation and support, but
I am very limited on preparation time between now and 1
July.
I appreciate your efforts. God bless you all.
john h
________________________________________________________________________________
| From: | "Hans van Alphen" <HVA(at)bellsouth.net> |
| Subject: | centrifugal clutch |
Hey Kolbers,
Does anyone out there have a centrifugal clutch for a Rotax C gearbox,
that they want to sell. I would like like to try one.
I understand that Zanzottera makes a gearbox ( MZ2 ) that has a clutch
build in. You can buy this gearbox with an adapter plate for the rotax
engines. ( $925.- )
HVA(at)Bellsouth.net
Hans van Alphen
building Mark III Extra
N100MX
BMW powered
________________________________________________________________________________
| From: | John Richmond <twoschmoops(at)yahoo.com> |
Mr. H,
Mine got in the mail yesterday - hope you get enough to make a
difference.
The best of luck & safety to you!
--- John Hauck wrote:
>
> Good Morning Gang:
>
> Sometimes I feel like I am up to my ears in aligators trying
> to get me and the airplane ready to fly to Barrow, Alaska.
> But things are coming together now. We will be ready to go
> 1 July. Should take about 7 days to fly to Fairbanks (good
> weather and no mechanical or pilot problems), then another
> two or three days to Barrow, again, if I have no weather
> delays. Should be turning around at Barrow, heading back
> south around 15 July.
>
> I took three days off from the airplane and the Barrow
> flight for a little R&R. When I got home, checked the mail
> box and it was full of letters from friends on the Kolb
> List. I was overwhelmed with gratitude at the support you
> guys have shown. Knowing you all are out there supporting
> me and the airplane on this flight will make my job much
> easier. I can assure you all that you will be flying in the
> copilot's seat with me and Miss P'fer on this flight. You
> all are special people with the courage and determination to
> build and fly Kolb airplanes. Thanks again for helping me
> show the world what these little airplanes can do and where
> they can fly. Without a doubt, we fly the best.
>
> I appologize for not sending each and every one of you a
> personal thank you letter for your donation and support, but
> I am very limited on preparation time between now and 1
> July.
>
> I appreciate your efforts. God bless you all.
>
> john h
>
>
>
>
>
>
=====
John & Lynn Richmond :-)
Palm Coast, Fl.
Mk3 269LJ, 582, 14 hrs
350 miles, longest=82, 66 To/L
Spot the hottest trends in music, movies, and more.
http://buzz.yahoo.com/
________________________________________________________________________________
| From: | "Jim Minewiser" <flykolb(at)carolina.rr.com> |
John,
Sending my contribution to you today. Fly safely and HAVE FUN!!!!!!
Jim
Mark III
Charlotte, NC
________________________________________________________________________________
| Subject: | Re: Kolb reliability |
In a message dated 6/8/01 9:32:45 AM Eastern Daylight Time, jbhart(at)ldd.net
writes:
> Low and slow is a killer no matter how tough the plane is. This type of
> behavior is what will give all of us a bad reputation, an excuse for FBOs
> to keep ultra lights off their airports and invite federal reguation. We
> cannot afford this kind of "greatness" and "newbees" should not emulate
> this behavior.
>
> The great Kolb and other drivers are those that have never bent a landing
> gear, dinked a wing or stalled it in from 20 plus feet. Some have a bit of
> bad luck, but most learn from their mistakes and do not repeat the same
> mistake. I hope you are one of these.
>
> Jack B. Hart FF004
> Jackson, MO
>
Jack, I'll be the first to die protecting the right for you to say these
things most of which I agree with...... but I would be very interested to
know HOW MANY Kolbers out there have NOT bent a spring aluminum gear upon
landing the very best they could at the time.
The mushiness of the Kolb near stall is a feature one must get used to in
order not to take advantage of Homer's weak link "fuse" to protect the
cage...namely the spring aluminum gear. So far persistent gravity has
exceeded the Youngs Modulus of at least seven of those puppies for me and
after 9 years, I have just gotten up the courage to finally straighten a few
of them ... one of which is suitably allowing "by George!" to roll around
normally as if almost nothin happened.
It's true that the design of the Kolb IS very reliable and SHOULD be heralded
by anyone who ultimately comes to that surprising conclusion and the rest of
us can nod in approval knowingly.
GeoR38
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
OK, Kolbers an' Kolberinas--and yahooers an' yahooerinas---I'm trying a
new tack to get youse to contribute to John Hauck's Grand Slam, End Run,
all-out successful run to Point Barrow, ALASKA. Originally I thought of
selling space on the pod for contributors' names, but John says that
would spoil the present paint scheme. And besides, he doesn't have time
to do all the calligraphy necessary. I offered to write all the names by
hand on Duct Tape--John politely (?) declined. So, my final offer: I'll
type the names on Chinese Fortune Cookie slips, and John can stuff them
up his lift struts where the Northern Lights don't shine.
Let's get crackin' on this thing. For those of you who have yet to Lend
a Hand, here's where to put yer fist fulla dollars:
John Hauck
255 Coosa Ave.
Titus, AL 36080
And remember--John is gonna commit aviation 1 July, wind and tide
willing. This means you have just 11 days, counting today, for mail to
dribble into Titus. Or else he'll have something waiting when he
triumphantly returns.
Finally, many thanks to the many on both lists who have put something
into this Monumental Trip.
Bob N.
________________________________________________________________________________
| Subject: | Re: Saturday's flight |
In a message dated 6/11/01 7:19:23 PM Eastern Daylight Time,
WillUribe(at)aol.com writes:
> Last Saturday Dave invited me for a flight over to the new Bureau of land
> management shed for a cookout.
> This is a very historic site where old man John Prather held off Indian,
> bandit attacks and the Army from taking his land.
> Here are some pictures of the flight.
> http://home.elp.rr.com/airplane/mcgregor/Page1.html
> AOL users click here
>
> Enjoy
> Will Uribe
> El Paso, TX
> FireStar II N4GU
> C172 N2506U
>
>
Will, I enjoyed your story telling and photos very much, ....keep it up buddy!
GeoR38
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Saturday's flight |
Thanks George,
In two weeks Dave Rains and myself plan a trip to Oregon in both our
FireStars. Our first stop is Monument Valley. I'm taking my laptop so I'll
have plenty of pictures to post along the way.
Regards,
Will Uribe
El Paso, TX
but stuck working in Mexico City for two weeks.
FireStar II N4GU
http://home.elp.rr.com/airplane/
In a message dated 6/19/01 4:16:12 PM Eastern Daylight Time, GeoR38(at)aol.com
writes:
> > Last Saturday Dave invited me for a flight over to the new Bureau of land
> > management shed for a cookout.
> > This is a very historic site where old man John Prather held off Indian,
> > bandit attacks and the Army from taking his land.
> > Here are some pictures of the flight.
> > http://home.elp.rr.com/airplane/mcgregor/Page1.html
> > AOL users click here
> >
> > Enjoy
> > Will Uribe
> > El Paso, TX
> > FireStar II N4GU
> > C172 N2506U
> >
> >
>
> Will, I enjoyed your story telling and photos very much, ....keep it up
> buddy!
> GeoR38
________________________________________________________________________________
| Subject: | Re: Kolb reliability |
In a message dated 6/19/01 3:15:47 PM Eastern Daylight Time, GeoR38(at)aol.com
writes:
> ...... but I would be very interested to
> know HOW MANY Kolbers out there have NOT bent a spring aluminum gear upon
> landing the very best they could at the time.
>
>
I, Howard Shackleford have not ever bent the aluminum gear on my Firestar I
which flies at a gross of close to 700 lbs.
I have over 230 hrs. on her; I do a lot of touch & go's and lots of
short-field practice. I suspect I have close to 1,000 landings and don't
think I have come close to bending those legs.
One of my wingmen has bent his 2 or 3 times, but he often asks the impossible
or the difficult from his Firestar.
Howard Shackleford
FS I
SC
________________________________________________________________________________
| From: | George Alexander <gtalexander(at)att.net> |
| Subject: | Original Firestar |
Fellow Kolbers:
It gives me great pleasure to be able to finally say that.
As of this weekend, I became the proud owner of an Original
Firestar.
Based on the paper work that I got with it, it is a kit that
was purchased in 1991 from the original Kolb and completed
in 1995. It was sold to a person here in NJ in 1998. Plane
is in very good shape. Has about 110 hours on it and has
been stored for the last couple of years. Will begin a
thorough going over of the engine and airframe tomorrow.
Hope to have it flying in a couple of weeks.
Have been building a file of great tips received from
members of this list. Plan to use much of them as reference
material.
Fun, Safe Flying!
George Alexander
http://gtalexander.home.att.net
PS: Anyone want to buy a QS Sport w/R503?
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
| Subject: | Re: Kolb reliability |
Never--so faaaar--bent a gear leg, or any other legs on my FireFly.
bn
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: Protecting spring aluminum gear |
To keep my Firefly legal, I am using the 4 inch Azus (sp) wheels. This
makes one very careful when taking off or landing on soft, wet grass fields
and during gusty cross winds on asphalt or concrete runways. First of all
the bearings that are available for these wheels leave much to be desired,
because if you bang them around, you are changing wheel bearings a lot. A
small wheel is OK on a hard runway, but when one gets on grass they can be
a pain. The smaller radius wheel gives a higher rolling resistance on
grass, and there is a greater tendency to nose over. I joined the nose
over club during a failed takeoff on a soft wet grass strip.
I realized that I needed more slow speed lift and better technique to get
the plane off, and that is when I put vortex generators on the wings. My
method of getting off soft wet grass strips is to hold the stick centered
and back against the stop. Slowly advance the throttle until the plane
gets to bouncing or skipping. A little more throttle and it will fly off
into ground effect at 25 mphi. In a second or so it accelerates to 40
mphi. At this point one can move the throttle to wide open because the
elevator will have enough power to accommodate the higher thrust. I climb
out at 50 mphi. The rate of clime at 40 mphi is the same but I consider
the 50 mphi climb much safer because if the engine quits, it will give you
a little more time to get the stick forward.
I usually fly my final approaches at 50 mphi. This may seem fast, but I do
this for a couple of reasons. I land mostly in cross winds and some times
they are gusting up to 20 mph, and 50 mphi keeps me well above stall with
good aileron effectiveness. There is no mush in the controls and the plane
goes where you want it to. When the field is made, the throttle goes
closed and the stick is pushed forward to maintain 50 mphi. I try to flare
at about ten feet above the ground, and then immediately push the stick
forward to get down within two feet and into the ground effect. You have
about two seconds to do this before speed spills off, and then I hold it
off and slow it up to do three point landings. Once in a great while the
tail wheel will hit first. Once you are in the ground effect, aileron
effectiveness is enhanced in spite of the lower speeds.
These lower speeds for transitioning to and from the air is what protects
the aluminum gear legs and in my case my wheel bearings and the cage.
Also, I can take off and land on grass easily in 300 feet by using these
techniques.
Jack B. Hart FF004
Jackson, MO
>>
>
>Jack, I'll be the first to die protecting the right for you to say these
>things most of which I agree with...... but I would be very interested to
>know HOW MANY Kolbers out there have NOT bent a spring aluminum gear upon
>landing the very best they could at the time.
>
>The mushiness of the Kolb near stall is a feature one must get used to in
>order not to take advantage of Homer's weak link "fuse" to protect the
>cage...namely the spring aluminum gear. So far persistent gravity has
>exceeded the Youngs Modulus of at least seven of those puppies for me and
>after 9 years, I have just gotten up the courage to finally straighten a few
>of them ... one of which is suitably allowing "by George!" to roll around
>normally as if almost nothin happened.
>
>It's true that the design of the Kolb IS very reliable and SHOULD be
heralded
>by anyone who ultimately comes to that surprising conclusion and the rest of
>us can nod in approval knowingly.
>
>GeoR38
>
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | "Gary r. voigt" <johndeereantique(at)uswest.net> |
| Subject: | Re: Kolb reliability |
I also have never bent my aluminum gear and I,am a low time pilot with only
28 hrs. all that flying off the ice this winter helped.
thanks,
Gary r. voigt
HShack(at)aol.com wrote:
>
> In a message dated 6/19/01 3:15:47 PM Eastern Daylight Time, GeoR38(at)aol.com
> writes:
>
> > ...... but I would be very interested to
> > know HOW MANY Kolbers out there have NOT bent a spring aluminum gear upon
> > landing the very best they could at the time.
> >
> >
>
> I, Howard Shackleford have not ever bent the aluminum gear on my Firestar I
> which flies at a gross of close to 700 lbs.
>
> I have over 230 hrs. on her; I do a lot of touch & go's and lots of
> short-field practice. I suspect I have close to 1,000 landings and don't
> think I have come close to bending those legs.
>
> One of my wingmen has bent his 2 or 3 times, but he often asks the impossible
> or the difficult from his Firestar.
>
> Howard Shackleford
> FS I
> SC
>
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Re: Kolb reliability |
I have come to be of the opinion that the aluminum gear legs really are a
fuse, they help prevent worse problems. Last fall, Sweet Thing and I were
landing at a local grass strip late in the day, and the landing was pretty
much of a greaser. But shortly after touchdown, hit some kind of a dip or
something and got lofted about 4'-5' back into the air, right at stall
speed. The resulting "arrival" was smooth, but firm, and bent the left main
about 1/4". Straightened it out this winter, and it was no hassle, but it
is good to know that in the event of something unexpectedly framming my
MKIII in it's short little legs, the airplane (other than the gear) remains
undamaged. I like that. This also persuades me that bending a gear leg in a
Kolb is not necessarily related to how good your landings are. I have made
some real porkers that didn't bend anything, the one that did the bending
was one of the better ones. Sometimes it helps to be both lucky and good.
Richard Pike
MKIII N420P (420ldPoops)
>In a message dated 6/19/01 3:15:47 PM Eastern Daylight Time, GeoR38(at)aol.com
>writes:
>
>
>> ...... but I would be very interested to
>> know HOW MANY Kolbers out there have NOT bent a spring aluminum gear upon
>> landing the very best they could at the time.
________________________________________________________________________________
| From: | "TBarry" <tbarrysprint(at)earthlink.net> |
| Subject: | Re: Original Firestar |
About a week ago I told the group about my woes of denting my boom tube
while trailering it. Several people indicated they would like to see
pictures of the damage. I have attempted to start a web page to show the
pictures. You have to go to the second and third page to see the dents. Any
and all comments would be again appreciated. For those of you that offered
your comments already, I thank you again.
Tim Barry
Tucson, Arizona
http://home.earthlink.net/~tbarrysprint/index.html
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Original Firestar |
Tim, I don't think there's any question now................replace it ! ! !
You Might (??) get away with using a sleeve, but I'd want no part of it.
This is where a picture truly is worth a 1000 words. Get a new
boom............you can have it installed over a weekend. Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
----- Original Message -----
From: "TBarry" <tbarrysprint(at)earthlink.net>
Sent: Tuesday, June 19, 2001 8:48 PM
Subject: Re: Kolb-List: Original Firestar
>
> About a week ago I told the group about my woes of denting my boom tube
> while trailering it. Several people indicated they would like to see
> pictures of the damage. I have attempted to start a web page to show the
> pictures. You have to go to the second and third page to see the dents.
Any
> and all comments would be again appreciated. For those of you that offered
> your comments already, I thank you again.
>
> Tim Barry
> Tucson, Arizona
>
> http://home.earthlink.net/~tbarrysprint/index.html
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Original Firestar |
My computer crashed when I hit send on this, so I'm not sure if it went or
not. Just in case, here goes again.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
----- Original Message -----
From: "Larry Bourne" <biglar(at)gogittum.com>
Sent: Tuesday, June 19, 2001 9:27 PM
Subject: Re: Kolb-List: Original Firestar
> Tim, I don't think there's any question now, after seeing those
pics.................replace it ! ! !
> You Might (??) get away with using a sleeve, but I'd want no part of it.
> This is where a picture truly is worth a 1000 words. Get a new
> boom............you can have it installed over a weekend. Lar.
>
> Larry Bourne
> Palm Springs, Ca.
> Kolb Mk III - " Vamoose"
> http://www.biglar.homestead.com/larry.html
> .
> ----- Original Message -----
> From: "TBarry" <tbarrysprint(at)earthlink.net>
> To:
> Sent: Tuesday, June 19, 2001 8:48 PM
> Subject: Re: Kolb-List: Original Firestar
>
>
> >
> > About a week ago I told the group about my woes of denting my boom tube
> > while trailering it. Several people indicated they would like to see
> > pictures of the damage. I have attempted to start a web page to show the
> > pictures. You have to go to the second and third page to see the dents.
> Any
> > and all comments would be again appreciated. For those of you that
offered
> > your comments already, I thank you again.
> >
> > Tim Barry
> > Tucson, Arizona
> >
> > http://home.earthlink.net/~tbarrysprint/index.html
> >
> >
> >
> >
> >
> >
> >
>
________________________________________________________________________________
| From: | "Randy Berry" <sc_bassman(at)hotmail.com> |
| Subject: | Re: Original Firestar |
Hey man ... that tube looks pretty bad. Remember, it's what holds the tail on,
and it'd look funny without one :-) How much is your life worth?
Replace it!
Randy
Firestar KXP
SC
----- Original Message -----
From: TBarry
Sent: Tuesday, June 19, 2001 11:51 PM
Subject: Re: Kolb-List: Original Firestar
About a week ago I told the group about my woes of denting my boom tube
http://explorer.msn.com
________________________________________________________________________________
| From: | "Randy Berry" <sc_bassman(at)hotmail.com> |
| Subject: | Re: Kolb reliability |
I am a fairly low time Kolb driver, but plenty with gyros (and the Rotax
503 engine) and general aviation planes. Have private pilot license too. I have
not bent anything .... yet ... and don't plan to if I can help it.
Randy
Firestar KXP
SC
but I would be very interested to
know HOW MANY Kolbers out there have NOT bent a spring aluminum gear upon
landing the very best they could at the time.Get more from the Web. FREE MSN Explorer download : http://explorer.msn.com
________________________________________________________________________________
| From: | TCowan1917(at)aol.com |
| Subject: | kolb landing gear |
Never have yet in over 500 hours.
________________________________________________________________________________
| Subject: | landings and bent gear |
| From: | ul15rhb(at)juno.com |
Guys,
I have been flying many years on the same aluminum gear legs. These are
the heavier legs that do not have the insert into the Original Firestar
gear leg socket. I think these are standard equipment on the new
Firestars. On my very first flight in 1987, I stalled the plane and bent
the legs. After straightening them, I practiced quite a bit and never
bent them again. My opinion is the gear legs are plenty strong IF the
plane is landed properly. There is no need to bend the legs. Gary Voigt,
a new Firestar pilot, with no prior aviation experience has not bent his
gear legs since he has been flying. The difference is in the training. He
has had quite a bit of mentoring from other pilots along with a good
instructor. I tell him and other pilots to keep the speed up on landing
and fly it to the ground. Do not be afraid of picking up 60 or even 70
mph on final approach. Yes this sounds like a lot, but sometimes it's
needed in heavier winds to keep in control. The airspeed bleeds off
quickly and once landings are mastered, then slower approach speeds can
be used. Gary has his landings down well and now he needs to practice
coming in at 40 mph and holding it all the way to the ground. This will
take more skill and the risk for bending the gear is greater, but this is
part of the mastering process and is absolutely necessary for getting
into short strips. Why 40 mph? This is very close to the best glide
speed in the single seat Firestar and the speed where the pilot still has
enough control to allow for slight errors. Any slower than this and the
plane will be into the "backside of the power curve" area where there is
no room for error.
Ralph Burlingame
Original Firestar, w/447
________________________________________________________________________________
| From: | "Jeremy Casey" <jrcasey(at)ldl.net> |
| Subject: | Original Firestar |
Don't think I'd even taxi it too much...that crack will grow with a little
movement...and we all know a Kolb boom tube flexes...
Jeremy Casey
jrcasey(at)ldl.net
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of TBarry
Sent: Tuesday, June 19, 2001 11:48 PM
Subject: Re: Kolb-List: Original Firestar
About a week ago I told the group about my woes of denting my boom tube
while trailering it. Several people indicated they would like to see
pictures of the damage. I have attempted to start a web page to show the
pictures. You have to go to the second and third page to see the dents. Any
and all comments would be again appreciated. For those of you that offered
your comments already, I thank you again.
Tim Barry
Tucson, Arizona
http://home.earthlink.net/~tbarrysprint/index.html
________________________________________________________________________________
| From: | WGeorge737(at)aol.com |
| Subject: | Kolb reliability |
In a message dated 6/19/01 8:51:33 PM, Richard Pike
writes:
<< I have come to be of the opinion that the aluminum gear legs really are a
fuse, they help prevent worse problems. >>
I agree Richard. When I opened the package containing my new design steel
gear legs my first thought was that they will not protect the cage in the
event of an operational mishap.
Bill George
Mk-3 (Verner 1400 received)
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: Kolb reliability |
Group,
To all you that have never bent a gear leg, after flying hundreds of hours, I
say "try flying in and out of a 500 foot strip". And I don't mean once or
twice, I mean every time that you go flying. My collection of bent gear legs is
not real large but I don't think that I have bent my last one. Last year, I had
flown a year or more with one leg slightly bent. One day I decided to replace
it, just to make the plane look a little better. I did and before the end of
the day, I bent the new leg.
John Jung
________________________________________________________________________________
| From: | "Christopher John Armstrong" <Tophera(at)centurytel.net> |
| Subject: | Re: Original Firestar |
> >About a week ago I told the group about my woes of denting my boom tube
> >while trailering it. Several people indicated they would like to see
> >pictures of the damage. I have attempted to start a web page to show the
> >pictures. You have to go to the second and third page to see the dents.
Any
> >and all comments would be again appreciated. For those of you that
offered
> >your comments already, I thank you again.
> >
> >Tim Barry
> >Tucson, Arizona
> >
> >http://home.earthlink.net/~tbarrysprint/index.html
> >
You can easily repair the boom tube. here is the procedure:
1) remove the tailfeathers from the tube.
2) remove the tube from the cage.
3) insert a patch in the CAGE, the patch should be a 5" diameter tube of
length equal
to the damaged tube.
4) reinstall tail feathers on patch.
5) Discard damaged tube.
and the tube is repaired!
Topher
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: Kolb reliability |
>
>Group,
>
>To all you that have never bent a gear leg, after flying hundreds of hours, I
>say "try flying in and out of a 500 foot strip". And I don't mean once or
>twice, I mean every time that you go flying. My collection of bent gear
legs is
>not real large but I don't think that I have bent my last one. Last year,
I had
>flown a year or more with one leg slightly bent. One day I decided to replace
>it, just to make the plane look a little better. I did and before the end of
>the day, I bent the new leg.
>
>John Jung
>
John,
I am curious. What happened so that the leg was bent?
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Kolb reliability |
> To all you that have never bent a gear leg, after flying hundreds of hours, I
> say "try flying in and out of a 500 foot strip".
> John Jung
Hi Gang:
I agree with John Jung. If you ain't bending gear legs you
ain't flying, or either you are a "sh-- hot" pilot. :-)
I bent the orginal Firestar 1" legs taxiing on my 600 ft
strip. Didn't get a chance to fly and bend. That wasn't
hot taxiing either. Simply slow taxi to takeoff.
Then went to 1 1/8" inch Twinstar legs. Not being a run of
the mill pilot, I bent them and several others, until
Brother Jim and I designed and fabricated 4130 heat treated
gear legs in 1987 or 88, same as the ones I fly on the MK
III, all 630 lbs of her.
Not hard to bend the solid alum legs, especially if you fly
off unimproved strips, make super short landings, or good up
and drop it in a foot or two.
Enjoying the airconditioning before I go back to working on
airplane. Sure is hot in central Alabama this afternoon.
Take care,
john h
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Kolb reliability |
> Not hard to bend the solid alum legs, especially if you fly
> off unimproved strips, make super short landings, or good up
> and drop it in a foot or two.
Hi Gang:
The above should have read "goof" up and drop it
in.............
Got to learn to start proof reading, or proof read better,
or something.
Take care,
john h
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Re: Kolb reliability |
John - Keep your focus!
The main thing is to keep the main thing the main thing.
Fly to Alaska and back w/o incident, that is the main thing.
Proof reading? Forget about the proof reading, your'e among
friends. (Who enjoy cheap intertainment caused by lack of proof reading)
Richard Pike
MKIII N420P (420ldPoops)
>Got to learn to start proof reading, or proof read better,
>or something.
>
>Take care,
>
>john h
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
Tim,
Is the new tube ordered, yet? Now that I have seen the pictures, I suggest
replacing the tube before flying again. The crack looks BAD.
John Jung
TBarry wrote:
>
> About a week ago I told the group about my woes of denting my boom tube
> while trailering it. Several people indicated they would like to see
> pictures of the damage. I have attempted to start a web page to show the
> pictures. You have to go to the second and third page to see the dents. Any
> and all comments would be again appreciated. For those of you that offered
> your comments already, I thank you again.
>
> Tim Barry
> Tucson, Arizona
>
> http://home.earthlink.net/~tbarrysprint/index.html
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: Kolb reliability |
Jack,
I added it to my collection. I have not straightened any, yet.
John Jung
Jack & Louise Hart wrote:
>
>
> John,
>
> I am curious. What happened so that the leg was bent?
>
> Jack B. Hart FF004
> Jackson, MO
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Kolb reliability |
I must admit, I bent one gear leg on an aborted take off. Just as I was
getting up to rotation speed I pulled back on the throttle and didn't push
forward on the stick fast enough. The prop unloaded, the nose ballooned up
and then hit the ground hard. Ordered a replacement from the TNK and was
flying the following weekend.
Regards,
Will Uribe
El Paso, TX
FireStar II
but working in Mexico City
It's nice outside when I'm working inside the assembly plant but as soon as I
get off work it starts raining :-(
In a message dated 6/20/01 5:09:48 PM Eastern Daylight Time,
hawk36(at)mindspring.com writes:
> I agree with John Jung. If you ain't bending gear legs you
> ain't flying, or either you are a "sh-- hot" pilot. :-)
________________________________________________________________________________
| Subject: | Re: Kolb reliability |
| From: | ul15rhb(at)juno.com |
> To all you that have never bent a gear leg, after flying hundreds of
> hours, I
> say "try flying in and out of a 500 foot strip". And I don't mean
> once or
> twice, I mean every time that you go flying.
> John Jung
John and others,
Like I said earlier, when the approach speeds are slow (40 mph or less)
to get into some of these short strips, the risk is greater for bending
the gear legs. It takes a lot more skill to get into these strips. Even
though I fly out of a long strip (1800' usable), I have landed at some
very short strips including one that was a 400' R/C grass field. I
circled and they waved me in to land. I did have an 8 mph wind and
without that I probably would not have landed. I have never had brakes on
my Firestar.
In the early years, I used to practice at a 500' strip and I invite all
Kolbers to practice landings at some of these places to get the
experience. One of the airparks I fly to, has a short runway and the
field is very rough. Dale Seitzer (on the kolb-list) and his wife Bettie
fly out of there. The place is loaded with gopher holes. The motto is,
"If you can takeoff and land here, you can do it anywhere without a
problem".
Ralph Burlingame
Original Firestar, w/447
________________________________________________________________________________
| From: | "Peter Volum" <PVolum(at)etsmiami.com> |
Tim, unless you have a compelling reason to want to end your flying days
(and all others on this planet), you would be NUTS to do anything BUT
replace that tube!
'That ain't no dent - it be broken!!'
It's a no-brainer. You wanna live? Change the tube!
Peter
TBarry wrote:
>
> About a week ago I told the group about my woes of denting my boom tube
> while trailering it. Several people indicated they would like to see
> pictures of the damage. I have attempted to start a web page to show the
> pictures. You have to go to the second and third page to see the dents.
Any
> and all comments would be again appreciated. For those of you that offered
> your comments already, I thank you again.
>
> Tim Barry
> Tucson, Arizona
>
> http://home.earthlink.net/~tbarrysprint/index.html
________________________________________________________________________________
| From: | "plane" <plane(at)atomic.net> |
Hi Ted
Do you still have your extra prop for sale I would be interested in it
If it is still available
Randy Soobydoo In NC
----- Original Message -----
From: <TCowan1917(at)aol.com>
Sent: Saturday, June 16, 2001 7:08 AM
Subject: Kolb-List: Ultrastar
>
> Been holding back to finish the new landing gear and now it is
completed.
> If anyone is interested, I have a beautiful Kolb Ultrastar absolutely gone
> through. I think I have thought of everything. You can install almost
any
> engine you want. I have the Kolb Firestar landing gear assembly installed
> and it is six inches higher than the original steel gear. You an size it
to
> your taste and engine. This would be a real flyer with a 447 or so. If
you
> or someone is interested, it is at:
> http://hometown.aol.com/tcowan1917/page2.html. Not sure if you need the
www.
> or not. You can also email me and I will get back to you. I am asking
$5200
> but this is so complete it is a deal. All the guages are installed and
ready
> to hook up. I have flown it with a Cuyunna but was not satisfied with the
> performance. I have a brand new prop for the belt drive unit if anyone is
in
> need. Ted Cowan Alabama
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Kolb reliability |
Nothing wrong with that...............I like that 100 proof........reading !
! ! ( usta, anyway ) Regarding John's other comment, I got a lesson on
Mon. afternoon that anyone in a hot area might keep in mind. Generally,
when I work swing shift, I park my car in the neighbors' carport, (
snowbirds are gone ) but Mon. I was lazy, and left it in front of the house.
It was pointed south all day, windows closed, no reflector in the
windshield. Lately I've had a refrigeration probe type thermometer in the
center a/c outlet in the dash, to check output temps. This is in a '96
T-Bird - Big Windshield. Anyway, when I left for work at 3:15 PM, it was
108 in the shade. Got in the car, gasped for breath, and checked the
thermometer................just over 180 degrees F. ! ! ! I kid you
not............this is an absolute fact.............couldn't believe my
eyes. I regret not taking a pic of it, and I'm a little hesitant to let it
build up to that again, just for a picture. Gotta be hard on the dash, and
everything under it. Not Kolb related ?? Think about it when you fly
somewhere in the summer, and leave your plane parked in the sun.
Overheated Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
----- Original Message -----
From: "Richard Pike" <richard(at)BCChapel.org>
Sent: Wednesday, June 20, 2001 5:36 PM
Subject: Re: Kolb-List: Kolb reliability
>
> John - Keep your focus!
> The main thing is to keep the main thing the main thing.
> Fly to Alaska and back w/o incident, that is the main thing.
> Proof reading? Forget about the proof reading, your'e among
> friends. (Who enjoy cheap intertainment caused by lack of proof reading)
>
> Richard Pike
> MKIII N420P (420ldPoops)
>
>
>
> >Got to learn to start proof reading, or proof read better,
> >or something.
> >
> >Take care,
> >
> >john h
>
>
________________________________________________________________________________
| From: | SGreenpg(at)aol.com |
| Subject: | Re: Lift strut fairings & ELT |
In a message dated 6/20/01 11:53:14 AM Eastern Daylight Time,
rbaker(at)ccgnv.net writes:
> Where did you mount your ELT?
>
Ray,
I fabricated a saddle type bracket and padded it with 1/16" rubber and
clamped it to the boom tube just aft of the fuel tank support. I used
industrial "T" bolt clamps to clamp it to the tube and then bolted the ELT
bracket to the saddle bracket. This provides a solid mounting without
drilling the tube.
Steven Green
MKIII 70 hrs.
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Does anyone know the website address for Kuntzleman strobes ?? I
neglected to allow enuf room for the standard Potter & Brumfield
breakers, at 1 3/8" high. Wicks bailed me out of part of it, with the
MP-1 breakers, which at 1" high fit just right. Unfortunately, the
mfg'er wants out of the airplane market - more of the liability craze -
so the supply is limited...............and in the case of 5 amp, are no
longer available. Kuntzleman's instructions call for a 5 amp brkr, tho'
the strobes only draw 2 amps. Apparently the extra is for "peak
surges." Wicks has 3 amp, and 7 amp available, so I went ahead and
ordered the 3 amp.......................Do You Think I'll Get Away With
It ?? The breakers are "slow blow," so seems like they should absorb
any "surges." AnyOne ?? I would still like their URL, so I can ask
them direct, as well. UnderPowered Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Long Story Coming Up..................Big Lar On The Go ! !
!
More food for thought................ ! ! ! Some time ago, I cried and
moaned about the disaster I created when I tried using heat to bend a
piece of lexan. Did a great job of ruining the whole piece. Today at
work, I got another lesson. To make an interesting ( I think ) little
story out of it, here's what happened. At the Ritz, we have two
18th or 19th century carriage lamps at the main entrance. Beautiful
things, made of copper, and the glass portion is about 18" diameter at
the top, 9" at the bottom, 16" high, and in 3 segments, one of which is
a door for access. Naturally, some of the glass pieces have gotten
broken, ( again ) and since they're an odd, double tapered shape, and
must be made of some special kind of glass, it's extremely difficult to
find anyone who'll even talk to us about them. Of those who would, the
lowest bid was $750.00 - EACH ! ! ! The things are very fragile, and we
go thru several a year. Soooooo...........ol' big mouth Bourne
volunteered to give a whirl at making custom pieces out of plexiglass,
which I know I can bend. Unfortunately, prior to that I had bragged to
my boss about the lexan enclosure I'd built for Vamoose,
soooooooo.............lexan is what he ordered, unbeknownst to
me.............until I started sawing it today. Ohhhh Noooo, Darn,
Drat, said I...........or something similar. OK, OK, it worked, and
worked extremely well, and here's how I did it............... . Made a
form out of wood, and white FRP wallboard, from Home Depot. Put the cut
piece of lexan over it, and started heating with an electric heat gun -
the 1300 deg. type that looks like a hair dryer. This lexan is thinner
than the windshield, about .035, and took the curve quite well, except
for the edges. Cured this by using a broken lens for an external shape,
and clamped the FRP, lexan, and glass into a sandwich, using pony
clamps..............very carefully. When heating the stuff, I found
that the lexan finally got to the point of feeling like heavy, flexible
vinyl, but way too hot to touch. My conclusions are: 1. the thinner
lexan heated faster and more evenly, leading me to think I should maybe
have been slower and more patient on my own components. 2. I think if
you were to make accurate male & female molds, and clamp the heated
lexan between them, you could do some truly beautiful work, altho' I'm
not yet sure if you could stretch it into compound curves. 3.
Relating back to 1..............figure out an adequate heat source,
especially for larger parts - that lexan has got to be HOT ! ! ! If
you heat it unevenly, it pooches, and forms big bubbles. As the heat
evens up, it starts to lay flat. Kinda neat education, and I got into
it pretty good, and had fun. Nice thing, too, is when I put the 1st
piece in the 1st lantern, a couple of skeptics followed me, and after 1
look, started cheering. You can't tell it from the original glass ! ! !
Really made the whole thing worthwhile, and gave ol' egotistical Lar a
huge boost. Yaaaaayyyyyy ! ! ! Cost a lot less than $750.00 each,
as well. Showoff Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Just got a question back - already - from my lexan ravings. Fella wants
to know how to glue it together, which is something I haven't done too
well at myself. Any help out there ?? Lost Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
________________________________________________________________________________
In a message dated 6/20/01 11:55:38 PM Eastern Daylight Time,
biglar(at)gogittum.com writes:
> . Fella wants
> to know how to glue it together, which is something I haven't done too
> well at myself. Any help out there ?? Lost Lar.
>
>
A fellow at the airport bought some adhesive that fuses the Lexan together.
I am goint there tomorrow & will get the name and part # and post it.
Shack
FS I
SC
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Thanks, it'll be interesting. The stuff I used ( same stuff I spilled on my
gap seal, and ruined it ) is called "Craftics Plastick Acrylic Solvent
Cement." I like their spelling. It worked fairly well sometimes, sometimes
not. Not sure what made the difference. I pulled apart one joint that I
wasn't happy with, and it would NOT re-glue. Dunno why. Finally gave up
on the stuff. Disgusted Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
----- Original Message -----
From: <HShack(at)aol.com>
Sent: Wednesday, June 20, 2001 9:14 PM
Subject: Re: Kolb-List: Lexan too
>
> In a message dated 6/20/01 11:55:38 PM Eastern Daylight Time,
> biglar(at)gogittum.com writes:
>
>
> > . Fella wants
> > to know how to glue it together, which is something I haven't done too
> > well at myself. Any help out there ?? Lost Lar.
> >
> >
>
> A fellow at the airport bought some adhesive that fuses the Lexan
together.
> I am goint there tomorrow & will get the name and part # and post it.
>
> Shack
> FS I
> SC
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
This is Kuntzlemans' answer to my question about breakers and strobes. I
had already ordered the 3 amp brkrs yesterday, and wanted backup.
Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
----- Original Message -----
From: <KEstrobes(at)aol.com>
Sent: Thursday, June 21, 2001 5:35 AM
Subject: Re: Breakers
> Hi Larry, there is an internal fuse link rated at 5 Amps in the driver
box.
> This will blow if needed to protect other parts of the driver. We now
> recommend a fast blow 3 Amp fuse installed externally, the driver draws
less
> than 2 Amps.
>
> Dick Kuntzleman, Pres.
> Kuntzleman Electronics, Inc.
> www.KEstrobes.com
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Sent this last night, but it hasn't come thru - on my computer, at least, so
let's try again. Gee, I sure love msn's wonderful service.
Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
----- Original Message -----
From: "Larry Bourne" <biglar(at)gogittum.com>
Sent: Wednesday, June 20, 2001 10:56 PM
Subject: Re: Kolb-List: Lexan too
> Thanks, it'll be interesting. The stuff I used ( same stuff I spilled on
my
> gap seal, and ruined it ) is called "Craftics Plastick Acrylic Solvent
> Cement." I like their spelling. It worked fairly well sometimes,
sometimes
> not. Not sure what made the difference. I pulled apart one joint that I
> wasn't happy with, and it would NOT re-glue. Dunno why. Finally gave
up
> on the stuff. Disgusted Lar.
>
> Larry Bourne
> Palm Springs, Ca.
> Kolb Mk III - " Vamoose"
> http://www.biglar.homestead.com/larry.html
> .
> ----- Original Message -----
> From: <HShack(at)aol.com>
> To:
> Sent: Wednesday, June 20, 2001 9:14 PM
> Subject: Re: Kolb-List: Lexan too
>
>
> >
> > In a message dated 6/20/01 11:55:38 PM Eastern Daylight Time,
> > biglar(at)gogittum.com writes:
> >
> >
> > > . Fella wants
> > > to know how to glue it together, which is something I haven't done too
> > > well at myself. Any help out there ?? Lost Lar.
> > >
> > >
> >
> > A fellow at the airport bought some adhesive that fuses the Lexan
> together.
> > I am goint there tomorrow & will get the name and part # and post it.
> >
> > Shack
> > FS I
> > SC
> >
> >
> >
> >
> >
> >
> >
>
________________________________________________________________________________
| From: | Kirby Dennis Contr SMC/TM <Dennis.Kirby(at)kirtland.af.mil> |
| Subject: | Re: Lift strut fairings & ELT |
on 6/21/01 "rbaker(at)shop4zero.com" wrote:
< Where did you mount your ELT? >
Ray -
About a year ago, Paul V. posted on this List an excellent idea for mounting
an ELT, which I copied and still seems the best location I've seen. (This
works for the AmeriKing-450 ELT.)
The location is up against the tail boom tube, mounted as forward as
possible. Starting with a couple of short pieces of 2x6 wood, make a pair
of saddle blocks. One side of each block will have a concave curve cut out
that matches the curvature of the boom tube. Opposite this cutout is a flat
face, to which you'll mount the flat ELT mounting plate. I glued thin foam
to the curved surfaces where they contact the tube, to avoid scuffing the
tube. Then the block-and-plate assembly is attached to the tube using two
large hose clamps that go all the way around the tube. Very solid and easy
to build. This description may not be as detailed as you need - maybe Paul
can direct you to his pictures, which will surely give you a better idea.
Dennis Kirby
Mark-III, Verner-1400, Powerfin-72
Almost ready to Fly, in
Cedar Crest, New Mexico
________________________________________________________________________________
| Subject: | Re: landings and bent gear |
I have a '95 Firestar with 150 hours on it. I started out as a "new" pilot.
My aluminum gear legs are slightly bent. How does one go about straingtening
them? I believe I read on the list some time back that someone recommended
simply turning the gear legs 180 deg. Has anyone tried this? If so how does
it work?
________________________________________________________________________________
| From: | TAILDRAGGER503(at)aol.com |
| Subject: | Re: Original Firestar |
Real nice looking bird .Replace the boom as soon as possible for your safety.
Dave Snyder Long Branch ,N.J. Building FSII
________________________________________________________________________________
| From: | Gdledbetter(at)aol.com |
| Subject: | Re: landings and bent gear |
If you have access to a hydraulic press, you merely remove the leg and straighten
it. Worked for me once but when I bent it again, I replaced it.
Gene
________________________________________________________________________________
| Subject: | Re: landings and bent gear |
| From: | ul15rhb(at)juno.com |
>
> I have a '95 Firestar with 150 hours on it. I started out as a "new"
> pilot.
> My aluminum gear legs are slightly bent. How does one go about
> straingtening
> them? I believe I read on the list some time back that someone
> recommended
> simply turning the gear legs 180 deg. Has anyone tried this? If so
> how does
> it work?
Yes, you can do that if the legs are aligned straight ahead and the upper
1/4" bolt is drilled straight through. I thought mine were bent once so I
turned them over and it worked out fine. You may go through the trouble
to turn them over only to find out that bolt won't go back through due to
misalignment.
Ralph Burlingame
Original Firestar, w/447
________________________________________________________________________________
| From: | "jack day" <jackdfly10189(at)msn.com> |
Hello, Lar
Do not talk very vary on the kolb-list, however try forming your lexan as a
piece of steel, COLD, no heat.
Jack Day
Mark III
582
Rome GA
----- Original Message -----
From: Larry Bourne
Sent: Wednesday, June 20, 2001 11:48 PM
Subject: Kolb-List: Lexan
Long Story Coming Up..................Big Lar On The Go ! !
!
More food for thought................ ! ! ! Some time ago, I cried and
moaned about the disaster I created when I tried using heat to bend a
piece of lexan. Did a great job of ruining the whole piece. Today at
work, I got another lesson. To make an interesting ( I think ) little
story out of it, here's what happened. At the Ritz, we have two
18th or 19th century carriage lamps at the main entrance. Beautiful
things, made of copper, and the glass portion is about 18" diameter at
the top, 9" at the bottom, 16" high, and in 3 segments, one of which is
a door for access. Naturally, some of the glass pieces have gotten
broken, ( again ) and since they're an odd, double tapered shape, and
must be made of some special kind of glass, it's extremely difficult to
find anyone who'll even talk to us about them. Of those who would, the
lowest bid was $750.00 - EACH ! ! ! The things are very fragile, and we
go thru several a year. Soooooo...........ol' big mouth Bourne
volunteered to give a whirl at making custom pieces out of plexiglass,
which I know I can bend. Unfortunately, prior to that I had bragged to
my boss about the lexan enclosure I'd built for Vamoose,
soooooooo.............lexan is what he ordered, unbeknownst to
me.............until I started sawing it today. Ohhhh Noooo, Darn,
Drat, said I...........or something similar. OK, OK, it worked, and
worked extremely well, and here's how I did it............... . Made a
form out of wood, and white FRP wallboard, from Home Depot. Put the cut
piece of lexan over it, and started heating with an electric heat gun -
the 1300 deg. type that looks like a hair dryer. This lexan is thinner
than the windshield, about .035, and took the curve quite well, except
for the edges. Cured this by using a broken lens for an external shape,
and clamped the FRP, lexan, and glass into a sandwich, using pony
clamps..............very carefully. When heating the stuff, I found
that the lexan finally got to the point of feeling like heavy, flexible
vinyl, but way too hot to touch. My conclusions are: 1. the thinner
lexan heated faster and more evenly, leading me to think I should maybe
have been slower and more patient on my own components. 2. I think if
you were to make accurate male & female molds, and clamp the heated
lexan between them, you could do some truly beautiful work, altho' I'm
not yet sure if you could stretch it into compound curves. 3.
Relating back to 1..............figure out an adequate heat source,
especially for larger parts - that lexan has got to be HOT ! ! ! If
you heat it unevenly, it pooches, and forms big bubbles. As the heat
evens up, it starts to lay flat. Kinda neat education, and I got into
it pretty good, and had fun. Nice thing, too, is when I put the 1st
piece in the 1st lantern, a couple of skeptics followed me, and after 1
look, started cheering. You can't tell it from the original glass ! ! !
Really made the whole thing worthwhile, and gave ol' egotistical Lar a
huge boost. Yaaaaayyyyyy ! ! ! Cost a lot less than $750.00 each,
as well. Showoff Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
=
=
=
=
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
I did have one piece done on a sheet metal brake, and found that it worked
well, but next time will have them put a 2nd piece on top of the one being
bent, to give a larger radius. I think that would hold up better over time.
Not sure what you meant, "as a piece of steel." Do you mean to use a piece
of steel as a form ?? I can see that, OK, but it must take an awful lot of
pressure. That stuff is tough. How do you do it ?? Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
----- Original Message -----
From: "jack day" <jackdfly10189(at)msn.com>
Sent: Thursday, June 21, 2001 5:01 PM
Subject: Re: Kolb-List: Lexan
>
> Hello, Lar
>
> Do not talk very vary on the kolb-list, however try forming your lexa> n
as a piece of steel, COLD, no heat.
>
> Jack Day
> Mark III
> 582
> Rome GA
> ----- Original Message -----
> From: Larry Bourne
> Sent: Wednesday, June 20, 2001 11:48 PM
> To: Kolb
> Subject: Kolb-List: Lexan
>
>
> Long Story Coming Up..................Big Lar On The Go ! !
> !
>
> More food for thought................ ! ! ! Some time ago, I cried and
> moaned about the disaster I created when I tried using heat to bend a
> piece of lexan. Did a great job of ruining the whole piece. Today at
> work, I got another lesson. To make an interesting ( I think ) little
________________________________________________________________________________
| From: | TK <tkrolfe(at)epix.net> |
Jimmy Hankinson,
Did you ever come to a conclusion as to why your 447 gave you trouble?
Are you still experiencing the same problem? If you found out what caused
the problem, I hope you share it with the rest of us.
Did you get my message as to what I found when experiencing a similar
problem?
Terry K. FireFly #95
________________________________________________________________________________
| From: | Possum <possums(at)mindspring.com> |
| Subject: | Re: landings and bent gear |
I have bent more than a half dozen sets of MarkII landing gear on my old
Firestar.
I don't think I have anything to be ashamed of. Some of them I bent so
bad you could have used them for boomerangs, gooday' mate.
Some landing were so bad I bent the bottom part of the cage.
That was before they started putting the cross member in, had to
put my own in after I figured out what the "weak spot" was in the cage.
I figured the small gear legs never had a chance with me, so
I never used them. I've also run outa gas 4 times. Seems crazy, but
when you look at it, I had an aluminum gas tank ($400)
from 1984 - 1996, (CGS HAWK & ORIGNAL KOLB FIRESTAR) and hey that's
only about once about every 3 years (when you have 3 years under your belt,
then call me)!
I don't trust in "any" gas gage.
Got a "see through tank" now- that I can "SEE" through.
I may run out of gas, but it will be on the ground, in a "nice" grass field,
that I picked out when I knew I had only a quart left in the tank and
couldn't make the next stop.
Ran out of gas one time when I was 2 miles off the end of the runway in
Hazelhurst Georgia, while I
watched my partner touchdown in front of me (Trying to get home from Jeykl
Island 1995).
Landed in a soccer field-intown. I was pushing it too much, he had a "whole
gallon" left,
and we had a 20 mph headwind the whole way back.
Haven't bent any landing gear in the last two years, maybe I'm getting
better in my old age.
Have fun, but learn from your/my mistakes. I'm sure Hauck could tell you
some stories.
________________________________________________________________________________
| From: | George Alexander <gtalexander(at)att.net> |
| Subject: | Firestar Landing Gear |
With the recent discussion around landing gears (bent and
non-bent)...
Take a look at the gear on the Firestar on ebay at:
http://cgi.ebay.com/aw-cgi/eBayISAPI.dll?ViewItem&item=1607804841&r=0&t=0&showTutorial=0&ed=993245532&indexURL=0&rd=1
George Alexander
http://gtalexander.home.att.net
________________________________________________________________________________
| From: | JIMMY HANKINSON <jhankin(at)planters.net> |
| Subject: | Re: Firestar Landing Gear |
What is that between the wheels???
Jimmy
Firefly #35, 447 Rotax
Rocky Ford, Georgia 30455
Southeast, Georgia
JYL -- Airport
________________________________________________________________________________
| From: | "jack day" <jackdfly10189(at)msn.com> |
The sheet metal break works fine for a sharp radius, you will have to find a shop
with a larger radius, or you can fabricate your on jig in a hydraulic press.
what i ment by breaking like steel was use a metal break, or a machine that breaks
metal,the larger the machine the larger the radius.
jack
----- Original Message -----
From: Larry Bourne
Sent: Thursday, June 21, 2001 9:09 PM
Subject: Re: Kolb-List: Lexan
I did have one piece done on a sheet metal brake, and found that it worked
well, but next time will have them put a 2nd piece on top of the one being
bent, to give a larger radius. I think that would hold up better over time.
Not sure what you meant, "as a piece of steel." Do you mean to use a piece
of steel as a form ?? I can see that, OK, but it must take an awful lot
of
pressure. That stuff is tough. How do you do it ?? Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
----- Original Message -----
From: "jack day" <jackdfly10189(at)msn.com>
Sent: Thursday, June 21, 2001 5:01 PM
Subject: Re: Kolb-List: Lexan
>
> Hello, Lar
>
> Do not talk very vary on the kolb-list, however try forming your lexa
> n as a piece of steel, COLD, no heat.
>
> Jack Day
> Mark III
> 582
> Rome GA
> ----- Original Message -----
> From: Larry Bourne
> Sent: Wednesday, June 20, 2001 11:48 PM
> To: Kolb
> Subject: Kolb-List: Lexan
>
>
> Long Story Coming Up..................Big Lar On The Go ! !
> !
>
> More food for thought................ ! ! ! Some time ago, I cried and
> moaned about the disaster I created when I tried using heat to bend a
> piece of lexan. Did a great job of ruining the whole piece. Today at
> work, I got another lesson. To make an interesting ( I think ) little
=
=
=
=
________________________________________________________________________________
| From: | "dama" <dama(at)mindspring.com> |
I got some good air to air shots the other night. Here is one, but it is not
the best, which I will find a web home soon.
Kip Laurie
Firestar II
Atlanta
http://www16.brinkster.com/msirull/EAF/members/klaurie.htm
________________________________________________________________________________
| From: | "Beauford Tuton" <beauford(at)tampabay.rr.com> |
| Subject: | Re: Firestar Landing Gear |
Bet that sucker lands harder than my first wife's conscience.... sigh....
Beauford
----- Original Message -----
From: "George Alexander" <gtalexander(at)att.net>
Sent: Friday, June 22, 2001 3:13 PM
Subject: Kolb-List: Firestar Landing Gear
>
> With the recent discussion around landing gears (bent and
> non-bent)...
> Take a look at the gear on the Firestar on ebay at:
>
>
http://cgi.ebay.com/aw-cgi/eBayISAPI.dll?ViewItem&item=1607804841&r=0&t=0&sh
owTutorial=0&ed=993245532&indexURL=0&rd=1
>
> George Alexander
> http://gtalexander.home.att.net
>
>
________________________________________________________________________________
Galemcraig(at)aol.com, rgav8r(at)yahoo.com, hickmann(at)gte.net, ron.jarvis(at)eds.com,
walutton(at)indy.net, jmealy(at)modelaircraft.org, ears(at)indy.net,
flightplan(at)earthlink.net, bonanza49(at)aol.com, thebestpest(at)home.com,
n.sidders(at)att.net, smithrds(at)aol.com, flykolb(at)epix.net, charle(at)indy.net,
hometown(at)fullnet.com, njwright(at)indy.net
| Subject: | Cool Website for Pilots |
| From: | "Lawrence M. Rice" <tailwind5(at)juno.com> |
cool website:
http://www.airstripamerica.com/
It has airport diagrams, photos, etc
________________________________________________________________________________
| From: | ALLENB007(at)aol.com |
| Subject: | Re: Cool Website for Pilots |
In a message dated 06/23/2001 2:54:14 PM Eastern Daylight Time,
tailwind5(at)juno.com writes:
> http://www.airstripamerica.com/
>
Just a comment on the above website--Going into AOPA wll give you much more
info than that site gives you. It appears that the site is a startup site
without many airports in it. Just an opinion
________________________________________________________________________________
| From: | Bob Bean <slyck(at)frontiernet.net> |
I checked out aopa...turns out to be membership acess info. Free beats
pay. Old flyin bud used to call it "airplane owners and polishers
assoc"-
for those who like to beat their gums about flying more than the actual
deed. You know the type, lots of window stickers, leather jackets,
dials,
radios, gizmos, magazines. Would always rent a four-placer to take
two for the $100 hamburger. heh heh, I couldn't resist. BB do not
archive
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
| Subject: | Time's a wastin' |
First of July is fast approaching, with John Hauck's departure for Point
Barrow ALASKA scheduled then.
Those of you that make cross-countries have a small idea of John's
adventure, except that his support is in the space behind him and not in
a Silverado pacing him. This venture has meant most of a year's planning
and getting his flying machine ready. Lots of small things, plus some
big things that cost quite a few bucks. I don't know what sponsors John
has, if any, but he can use any and all help we can give him.
Since I'm doing this begging-bowl bit, I don't know what the level of
Ulers' support John has received, but a bit more can always be used. How
about it? Wouldn't you like to get rid of my whining? Easy--send
something to:
John Hauck
255 Coosa Ave.
TITUS AL 36080
Remember, the USPO isn't called FailMail for no reason. Mail something
NOW to get there before July First.
Bob N. aka The Grey Baron
________________________________________________________________________________
| Subject: | Re: Kolb reliability |
In a message dated 6/20/01 2:50:59 PM Eastern Daylight Time,
jrjung(at)execpc.com writes:
> Group,
>
> To all you that have never bent a gear leg, after flying hundreds of hours,
> I
> say "try flying in and out of a 500 foot strip". And I don't mean once or
> twice, I mean every time that you go flying. My collection of bent gear
> legs is
> not real large but I don't think that I have bent my last one. Last year, I
> had
> flown a year or more with one leg slightly bent. One day I decided to
> replace
> it, just to make the plane look a little better. I did and before the end of
> the day, I bent the new leg.
>
> John Jung
>
John, I started this thread and am pleased to see the honesty and even the
education that is coming out of it.
Ralph and you are in agreement that slow landing speeds are the
balancing act that triggers the "bending of the Aluminum Legs Syndrome" I
never heard it that way before but I'm certain that you are right in that
every one of my bent legs occurred when trying short landings or misjudging
airspeed due to unforseen events and barriers, such as a large bush that I
couldn't see until the last minute on a new strip and had to push up over it
after most of my airspeed had drained off, etc.
As a matter of fact, at least half of my bent legs (out of 7 or 8)
have been due to landings of the nature described near dusk when visibility
was down and almost always at a strange field!! Hey! I'm learning as I talk
here!! Doesn't take much does it? Oh, I have landed in many strange fields
without bending nary a leg, but the dusk thing is an imponderable heavy as I
ponder it, especially with these Olllllllllld eyes.
I don't think I can say the most typical reason, crosswind has ever
been a reason for a bend, or ripples on the ground. Oh, one time on my
previous Pterodactyl, I bent ....whoops, I mean Broke the axle when my
Cayunna stopped at 75 feet and I immediately dropped the nose and while doing
it watched the ASI stay above 40 .......but I mushed down HARD and ultimately
broke the gear. Now get this....the reason I quit rotating the nose down was
because the Ball ASI read above 40...then I took my eyes off it and continued
to mush HARD......because the ASI had a mass that was being lofted by the
nose rotation instead of the air speed and erroneously indicated a higher
speed than what I was actually doing.
This is one of the 'FEW negativeconcernw when using the Ball ASI
....KISS....but watch out anyway!....The other concern is.... spiders like to
make homes inside...UNDER the movable disk!! Those webs aren't like steel,
they can stretch and give the indication that the unit is performing
fine...when it is not.
At least the spider mode of failure is failsafe causing you to want to go
FASTER to get your airspeed up, but the rotating nose was NOT failsave
...therefore I broke a gear!!
Well that's enough words from me, but thanks guys I learned something
from this thread.
GeoR38
________________________________________________________________________________
| From: | JIMMY HANKINSON <jhankin(at)planters.net> |
Att: Terry
Sorry to have waited so long to answer you, had some problems getting
message to Kolb-list.
What I did to check this out was to remove the complete fuel line from
tank to fuel pump, including the by-pass around bulb.
We pressurized this with 40 pounds of air. Using soap suds we tested all
connections and bulb for leaks. this included the valve in the by-pass
line. There were no bubbles.
I removed the top of the carborator and checked the jet needle for wear.
It and the needle jet looked fine. The jet needle seemed loose in its
holder, I will remove the jet needle and see if it has the small o-ring
at the top to stabilize it once it is asembled. Have not done this yet.
The small filter was removed and replaced with a large paper filter. I
had just replaced the fuel lines with black auto fuel line. I noticed
small black particles in the old filter. I am going to replace the new
line with a clear plastic line when I find what iI want. I can only find
the light clear blue line, I do not want this.
I have flown about 2 1/2 hours and have not had any re-occurance of the
problem, there were several 30 minute flights and one 1 1/2 hour flight.
I am using AMCO middle grade fuel, mixed with 6.25 gallons to 16 ounces
of Pennzoil 2 cycle air cooled oil, with this I am adding to the 6.25, 2
ounces of Marvel Mystery Oil.
Does anyone use a filter on the pickup tube in the tank?? I just
bought a Mr. Funnel. Used it today and found nothing left in the
filter, I put 5 gallons of fuel through it.
Jimmy
Firefly #35, 447 Rotax
Rocky Ford, Georgia 30455
Southeast, Georgia
JYL -- Airport
Jimmy
Firefly #35, 447 Rotax
Rocky Ford, Georgia 30455
Southeast, Georgia
JYL -- Airport
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Re: RPM problems |
Yes, the pickup tubes have the little nylon finger strainers on them that
come inside those 6 gallon red plastic boat fuel tanks that Wal-Mart sells.
Richard Pike
MKIII N420P (420ldPoops)
>Does anyone use a filter on the pickup tube in the tank?? I just
>bought a Mr. Funnel. Used it today and found nothing left in the
>filter, I put 5 gallons of fuel through it.
>
>Jimmy
>Firefly #35, 447 Rotax
>Rocky Ford, Georgia 30455
>Southeast, Georgia
>JYL -- Airport
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Flight to Barrow |
Good Morning Gang:
Next Sunday, this time, I will be saying good bye to Gantt
Int AP, Titus, Alabma, and headed for Point Barrow, Alaska.
WOW!
It seems that I have blinked my eyes 1 July 2000, at Muncho
Lake, BC, and now it is 24 June 2001. This past year has
flown by. We are getting down to the nitty gritty. Six
days to complete preparations for the Mark III and me. I
still have to install and test the Carb Heat System from
Pegasus (I plan on doing that today), replace a circuit
breaker for my position lights, replace spark plugs and
change oil and filter.
Time to get out my check list for the flight. Start
stacking gear in piles in the living room, check it out, and
check it off the list. The most difficult part is deciding
what is absolutely necessary and what is not. The final
decisions are made when I load the airplane, usually the day
before departure. I guess it is human nature to go heavy,
but available space in the MK III dictates what goes, and
what stays. I think I will be going lighter this year (I
hope). :-)
After 100+ hours with the 72 inch Warp Drive prop and two
inch prop extension, I got a blade strike on start up. Glad
it happened at home and not somewhere in the boondocks.
Bent the top tube of the left inboard rib of the flap and
cut my brand new fabric and paint. :-( I was able to
repair with a .035 aluminum gusset. The gusset covers up
the dinged fabric and paint. The blade strike resulted in
the decision to cut 1 inch off the Warp Drive, now 70".
Without changing pitch, climb rpm increased 100 rpm and WOT
straight and level rpm increased 100 to 150. It now climbs
at 5,400 and turns 5,600-5,650 rpm. I will increase pitch
from 11.5 to 12 degrees and test fly. I have to be careful
because what the 912S turns in Alabama in the summer is not
what it will turn in the Arctic. The colder temps will
decrease climb rpm aprx 200. Shortening the prop an inch
did decrease some of the noise in the cockpit.
I replaced the 800X6 golf cart tires with McQueary Air Trac
6.00 X 6, 4 plies. Primarily for comfort (less shaking on
takeoff), more reliability (not taking any chances on
equipment failure), and reduced profile for less drag. The
tires weigh about the same, diameter is about the same, and
the width of the Air Trac is about 2/3 of the golf cart
tire. I tested them on pavement and grass, starting at 20
psi, then 15 psi. 15 psi does good on pavement and grass.
At rest, gives a large foot print, all the rounded tread
making contact with the ground.
Again, I want to express my thanks, appreciation, and
gratitude from the bottom of my heart, for a bunch of great
enthusiast on this List and some that are not. I am still
receiving donations from you all sponsoring my (our) flight.
Can a nine year old Kolb Mark III with 1,451 hours on the
airframe, 105 hours a strong 912S, and a 62 year old pilot
with a lot of hours/miles on his airframe, fly to Point
Barrow and back? Yea! We can do it. If I didn't think so,
I would stay at home.
The most dangerous element of this flight is weather, here
and all the way to the Arctic. However, weather in Northern
Canada and Alaska can be extreme and changes quickly,
especially in the Arctic. It is easy to get in over my head
if I begin pushing weather. The hardest thing to endure is
being grounded because of weather, waiting. If I start
pushing weather, just a little, it becomes easier to push it
a lot. Fatigue, complacency, boredom, play a big part in
making poor decisions as I get further into the flight. It
is something I must constantly remind myself of and be aware
of.
I still have things to get done, so I better get busy. I
wanted to share a little with you on my preparations.
Everything is going well. We will be ready to go next
Sunday. After that, we will be making miles.
Hope to see some of you all along the way,
john h
PS: We will have the "Where's John" web site from Kolb
Aircraft again this year. I will try to make contact with
the web master each day to update the daily log on where I
am and what I am doing. Here's the urls for this year and
also the 1994 flight article in the Experimenter, if you
have not read it.
http://www.tnkolbaircraft.com/johnhauck.htm
http://www.tnkolbaircraft.com/wheresjohn.htm
http://www.tnkolbaircraft.com/hauck94.htm
________________________________________________________________________________
| Subject: | Re: CRACKED WELDS ON FIRESTAR I |
After I had a few hours on my FS I, I noticed that the .58" dia. tubing that
keeps the driver's seat from flopping to the rear was starting to get a
little curve to it and thought that eventually those butt-welds connecting
that rod to the side-rails would break from the flexing.
Yesterday, during my pre'flight I found that those welds had indeed cracked
more than half-way through [after 235 hours]. The worry is that, during
climb-out, one of the welds breaks and backwards you go with stick in hand.
Now, I'm a big ol' guy at 280 lbs, so maybe this isn't a problem for smaller
pilots, so I checked another FS I with 350 hours and 190 lb pilot- his was
cracked a little too.
I believe that the addition of a gusset added at both butt-welds [during
construction] would solve the problem.
I am going to cut away the cloth from around the affected areas, remove the
bent tubing, fabricate another one [but the next size larger diameter], weld
it in, add the gussets, and patch the cloth.
I will also make a new seat-back using a little larger tubing as that is bent
a little too.
I advise all Firestar drivers to check those welds.
Howard Shackleford
FS I
SC
________________________________________________________________________________
In a message dated 6/24/01 6:26:53 PM Eastern Daylight Time, rr(at)htg.net
writes:
> I cannot
> believe the Kolb FireStar II gear are week, as I have yet to bend even one.
>
>
I agree the FS gear legs are more than adequate - at least the heavy-duty
ones].
I did find yesterday that the welded axle to gear leg pieces [sorry I don't
know the proper name] have stretched some around the gear -leg allowing the
the wheel-brake assembly to flop around a little [this after 235 hours]. I
saw another FS I with the same symptoms after only about 100 hours.
I intend to wrap some shim material [from aluminum cans] around the gear leg
to tighten everything up. May also have to put a larger bolt through there
[AN 5}.
Shack
FS I
SC
________________________________________________________________________________
In a message dated 6/24/01 6:26:53 PM Eastern Daylight Time, rr(at)htg.net
writes:
> Can't keep quiet any longer. How are all these gear legs being bent? I
> fly
> into the most inhospitable terrain anyone could hate, land on dirt roads,
> lake beds, playas, sometimes landing with the breaks applied and rolling
> less than 75 feet at a density altitude of over 8,000ft !!. I I cannot
> believe the Kolb FireStar II
Dave, do I ever wish I could land in 75 feet...some of those on the list
said that they find safety in landing up to 70mph and I agree with them ....I
land fast too....as a matter of fact I learned that trait in good ol El paso
in '79 n '80!
Could it be that the 170# that I weighed then when flying gliders at
Los Cruzes which has turned to a disgusting 215# now has anything to do with
the faster landing requirement ?...Naw! ..it couldn't! Or...maybe it could??
Anyway, the mush that the Firestar has is something to master for us fat
folk! After all, someone famous should have said..."it's better to mush, than
to stall" and the Firestar is famous for it......but maybe ......only .... if
yer ......... fat!
GeoR38
________________________________________________________________________________
| From: | "D Smalec" <smald(at)shianet.org> |
| Subject: | Re: Kolb-List Digest: |
Group:
Three items I'd like to touch on--
>>John, I started this thread and am pleased to see the honesty and even the
>>education that is coming out of it.
>>Ralph and you are in agreement that slow landing speeds are the
>>balancing act that triggers the "bending of the Aluminum Legs Syndrome"
A while ago (09-30-00) I got my first (and only so far at 121 hrs.) case
of "A.L.S.", Rather breezy day, 10-15mph straight down the runway.
Approached at 45,and at 50 ', a gust, then no wind, dropped nose, and
dropped to the strip in a mush/stall. Bent gear, left mostly, but still
using them.
Being able to do the full stall landings is a good skill, and should be
practiced, but now , I approach at 50-55, and fly it onto the runway unless
its dead calm.
Jimmy writes--
>>Does anyone use a filter on the pickup tube in the tank??
I use a snowmobile wire mesh filter in the tank (Dennis Kirk) They come
with a check ball wich I knocked out. This is weighted with a nut that
threads lightly over the fuelline and filter barb. The fuel line exits the
top of the tank. Water in the fuel may be a problem to watch for, as the
filter draws right from the bottom. Also, a good filter (sintered metal) is
between the fuel pump and carb.
One last thing-
Went flying today, and noticed that I have a weight shift trim system!
(pitch mostly). I thought about adding a trim tab for the elevator, had a
nose down attitude but discovered if I slide my feet back and forth, I can
trim the darn thing. --142 hrs later-- duhhhh. Hard to use the rudder pedals
when it's trimmed though! It (weight shift) dosen't work very good for roll
controll though. I'm 6'1, 180 lbs.
Anyone else experience this?
Darren, FS1, Hirth 40hp,Central MI.
________________________________________________________________________________
| Subject: | Re: Kolb-List Digest: |
In a message dated 6/25/01 12:21:27 AM Eastern Daylight Time,
smald(at)shianet.org writes:
> Being able to do the full stall landings is a good skill, and should be
> practiced, but now , I approach at 50-55, and fly it onto the runway unless
> its dead calm.
>
yea, me too now.....GeoR38
________________________________________________________________________________
| From: | "Geoff Thistlethwaite" <geoffthis(at)worldnet.att.net> |
| Subject: | Re: CRACKED WELDS ON FIRESTAR I |
Howard,
I had the same symptoms after 25 hrs. I only weigh 180# (only?!?) I thought
I had let the list know about it back then. Definitely all Firestars owners
should check this area. When I ended up in the soybeans this weld did break.
I'm going to do the same as you in the rebuild, but also I'm looking for a
better method than the carriage bolts to support the seat. I had those
things bend on me twice during takeoff, to the point that the seat back fell
into the back seat. I did an ugly fix on 'em by drilling holes in a 1"x4"
the proper distance apart to support the seat back frame. This worked until
the appointment with the soybeans......
Geoff Thistlethwaite
----- Original Message -----
From: <HShack(at)aol.com>
Sent: Sunday, June 24, 2001 11:03 AM
Subject: Re: Kolb-List: CRACKED WELDS ON FIRESTAR I
>
> After I had a few hours on my FS I, I noticed that the .58" dia. tubing
that
> keeps the driver's seat from flopping to the rear was starting to get a
> little curve to it and thought that eventually those butt-welds connecting
> that rod to the side-rails would break from the flexing.
>
> Yesterday, during my pre'flight I found that those welds had indeed
cracked
> more than half-way through [after 235 hours]. The worry is that, during
> climb-out, one of the welds breaks and backwards you go with stick in
hand.
>
> Now, I'm a big ol' guy at 280 lbs, so maybe this isn't a problem for
smaller
> pilots, so I checked another FS I with 350 hours and 190 lb pilot- his was
> cracked a little too.
>
> I believe that the addition of a gusset added at both butt-welds [during
> construction] would solve the problem.
>
> I am going to cut away the cloth from around the affected areas, remove
the
> bent tubing, fabricate another one [but the next size larger diameter],
weld
> it in, add the gussets, and patch the cloth.
>
> I will also make a new seat-back using a little larger tubing as that is
bent
> a little too.
>
> I advise all Firestar drivers to check those welds.
>
> Howard Shackleford
> FS I
> SC
>
>
________________________________________________________________________________
| Subject: | landings made smooth |
| From: | ul15rhb(at)juno.com |
Group,
Another part of the equation to making smooth landings and not bending
the gear is to carry power all the way down to the ground (3000-3500
rpm). This can be done IF the runway is long enough. I will usually do
this to prevent the engine from quitting after a long glide and to smooth
the touchdown. This is very helpful in strong winds and should the
landing be aborted, it will spool up faster rather than choke and die.
There are a number of ultralight pilots that were injured in the early
days when they tried to abort the landing after the engine had been
idling for awhile. It choked on them when they throttled up and ended up
in a tree or stalling out. I would say keeping that engine running at a
very fast idle is just as important as keeping the airspeed up. Airline
commuter pilots do the same thing by unloading the prop and keeping the
turbines revving high. Should they need to abort, they feed in the pitch
and the power is there. About the only time I come back to idle, is in
light winds or when I know I have the runway made. There is enough drag
on these machines to lose altitude even at a fast idle. Should I need to
lose more, I slip the plane down. The name of this game is "safety" and I
would never idle a 2-cycle engine, in flight, unless I plan on a landing.
On the other hand, I advocate practicing actual dead stick landings with
the engine shut off. In the interest of safety, I do these in light winds
and on a long runway to give myself more room for error.
Ralph Burlingame
Original Firestar, w/447
________________________________________________________________________________
| From: | "Gary Thacker" <gbthacker(at)hotmail.com> |
| Subject: | Carry power......thumbs |
Yes, although I am not the mose experienced pilot in the world I do agree with
carring power to the ground. I, in the beginning, had a problem withthe landing
in my FSII. Not that I am perfect now mind ya. Far from it. One afternoon I
asked Homer about it. He told me to carry some power to the ground. Yeap, did
the trick. I am now flyin out of a 700 foot strip and although, to me, it looks
like a postage stamp on final you get the idea pretty quickly. Carryin power
is just like you said, less chance of engine failure if power is needed to go
around and when your about 6 to 12 inches off the runway she just settles down
real nice when ya chop power.
Gary
---------
Another part of the equation to making smooth landings and not bending
the gear is to carry power all the way down to the ground (3000-3500
________________________________________________________________________________
| From: | JIMMY HANKINSON <jhankin(at)planters.net> |
| Subject: | Re: Carry power......thumbs |
What is the meaning of and >?
I use 4000 rpm and glide until touchdown, then cut throttle. Have
straightend my FireFly legs several times.
Jimmy
Firefly #35, 447 Rotax
Rocky Ford, Georgia 30455
Southeast, Georgia
JYL -- Airport
________________________________________________________________________________
| Subject: | Re: Kolb-List Digest: 8 Msgs - 06/24/01 |
Have a look at any AOA system! Naturally I feel mine is best, but any system
that works will prevent this gear damage if set up and flown properly unless
hitting boulders or ditches on landings! Dave has "excellent feel" of his
aircraft, flies it correctly at touchdown.
> > Can't keep quiet any longer. How are all these gear legs being bent?
> I
> > fly
> > into the most inhospitable terrain anyone could hate, land on dirt roads,
> > lake beds, playas, sometimes landing with the breaks applied and rolling
> > less than 75 feet at a density altitude of over 8,000ft !!. I I cannot
> > believe the Kolb FireStar II
>
> Dave, do I ever wish I could land in 75 feet...some of those on the
> list
> said that they find safety in landing up to 70mph and I agree with them
> ....I
> land fast too....as a matter of fact I learned that trait in good ol El
> paso
> in '79 n '80!
>
> Could it be that the 170# that I weighed then when flying gliders at
> Los Cruzes which has turned to a disgusting 215# now has anything to do
> with
> the faster landing requirement ?...Naw! ..it couldn't! Or...maybe it
> could??
> Anyway, the mush that the Firestar has is something to master for us fat
> folk! After all, someone famous should have said..."it's better to mush,
> than
> to stall" and the Firestar is famous for it......but maybe ......only ....
> if
>
Perhaps the overstressing is caused by excessive speed instead of weight. I'm
no engineer, but something to think about. Other extreme is getting to slow
and mushing into ground. AOA's will prevent this type of damage.
If questions please contact off list.
Elbie
Fly the safe angle with the RiteAngle!
Come Visit Our Booth At these Currently Scheduled Airshows!
Sun`n Fun 2001 Was a great success!
Arlington NW Regional FlyIn Arlington, WA July 11-15 2001
AirVenture 2001 North Hangar "C" Booth 3034 Oshkosh, WI July 24-30 2001
Elbie H. Mendenhall
President, EM aviation LLC
13411 NE Prairie Rd
Brush Prairie WA 98606 USA
Phone & Fax 360-260-0772
www.riteangle.com
EAA 38308
________________________________________________________________________________
| From: | JIMMY HANKINSON <jhankin(at)planters.net> |
Questions to anyone:
From descriptions of landing gears on different Kolb ultralights , is
there any difference of the landing gears on the FireFly and FireStar?
There was mention on one listing of a heavier or stronger FireStar leg
than normal. Would this work on the FireFly?
My FireFly leg is 27" long, one inch at top and taper's to 3/4" at the
aixle.
I have a new set of legs with the top hole already drilled. From this
site I gathered that drilling these legs would be difficult because of
the hardness. I had no problems drilling these two holes. I used a
1/8" pilot hole and a 1/4" final hole size. Could these legs not be
tempered to the correct hardness?
Jimmy
Firefly #35, 447 Rotax
Rocky Ford, Georgia 30455
Southeast, Georgia
JYL -- Airport
________________________________________________________________________________
| From: | Dale Seitzer <dale(at)gmada.com> |
> I cannot
> believe the Kolb FireStar II gear are week, as I have yet to bend even
one.
>
>
I agree the FS gear legs are more than adequate - at least the heavy-duty
ones].
I did find yesterday that the welded axle to gear leg pieces [sorry I
don't
know the proper name] have stretched some around the gear -leg allowing the
the wheel-brake assembly to flop around a little [this after 235 hours]. I
saw another FS I with the same symptoms after only about 100 hours.
[] Mine is loose also. I have been trying ti think or a fix.
I understand that most people with the original Firestars remove the
sleeve from the gear leg socket and inserted Mark II gear legs. They are
heavier --thicker and longer than the originals. These legs spring but do
not bend easily. I have seen alot of people fly and I have noticed that
people want to fly the kolb like a GA plane with a flare at landing. I
believe the proper technique is fly right to the ground. If I try to f
lare I touch the tail to the ground long before the mains touch. I have
practiced flying at the absolute minimum airspeed above a long grass strip
and the tail will bang on the ground when one is still flying in ground
effect. I am not an expert but a flare can too quickly lead to a fast
mush and too fast decent.
Dale Seitzer
Original Firestar #32
St. Paul
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
It takes force and energy to bend a landing gear leg. There is only one
way to bend gear legs during transition from the air to the ground and that
is with a high energy landing. There are several ways to make a high
energy landing. One is to stall it out at altitude and drop it. Another
is to fly it down with too steep of a glide slope to the ground. And
another is to fly it in with a low glide slope and drop a wheel into a hole
or hit some obstruction.
If you stall it in, one quickly learns that is not the proper way to land,
and so most start "greasing it in", and then problems start on rough
unimproved fields. It is ok to "grease it in" to get down into an altitude
of a few feet above the ground, but at this point the throttle should be
closed as the stick pushed forward to keep from ballooning, ease it on
down, and then slowly pulling the stick back to hold the plane off until
the plane will fly no more. This technique turns a high energy safe
approach into a low energy and safe slow landing, and it will protect your
landing gear legs. It takes practice, but it works.
Jack B. Hart FF004
Jackson, MO
>
>not bend easily. I have seen alot of people fly and I have noticed that
>people want to fly the kolb like a GA plane with a flare at landing. I
>believe the proper technique is fly right to the ground. If I try to f
>lare I touch the tail to the ground long before the mains touch. I have
>practiced flying at the absolute minimum airspeed above a long grass strip
>and the tail will bang on the ground when one is still flying in ground
>effect. I am not an expert but a flare can too quickly lead to a fast
>mush and too fast decent.
>
>Dale Seitzer
>Original Firestar #32
>St. Paul
>
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | "Terry" <tswartz(at)hydrosoft.net> |
Hi all.
All this discussion about gear legs, guess I'll add my 2 bits. I put over
200 hrs on my Mk III landing on paved runways to hayfields and never bent a
thing. Then one day I landed at friends place. I was told ahead of time
the strip was short and there were trees at the end so I drug it in as slow
as possible. What I didn't know is the very first part of the grass strip
was up hill so I was left with too little momentum to flair up hill. I bent
the left leg just slightly. I have since replaced the original gear with
the new spring steel legs and wouldn't go back for anything. I did a candy
drop for my brother-in-law's family reunion on Sat. then landed in his
hayfield. These steel legs ride soooo much better. BTW, I still have the
old legs and axle adaptors cheep if someone wants them.
Terry
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: 3 blade Powerfin and rate of climb |
John,
My Firestar II 503 is very similar in weight to yours. I have used a 3 blade
IVO 63" and a 2 blade IVO 68". They perform about the same, around 850 fpm
climbout, in warm weather, at 6,300 rpm. I have tried more rpm's without
getting better climb. Less pitch, for me, just caused the EGT's to go too high
in a slight decent, but didn't give me a faster rate of climb. It may have
shortened the takeoff roll by a few feet, but it wasn't noticeable. So be
carefull of taking too much pitch out.
I may have contributed to your expecting 1,100 fpm. I used to think that my
Firestar II climbed like that. It turned out to be a less than accurate
instrument.
John Jung
John Cooley wrote:
>
> Kolbers,
> I'm trying to get my new 3 blade Powerfin prop dialed in and would like
> some opinions.
snip........
________________________________________________________________________________
| Subject: | Re: Firestar Landing Gear |
In a message dated 6/25/01 11:22:35 AM Eastern Daylight Time,
edgmills(at)yahoo.com writes:
> All the discussion about gear legs has gotten me
> thinking( I try not to do it too often)
> Why not some type of "springy" gear legs?
>
I believe the heavy-duty aluminum gear legs [on the FS I/II] are springy
enough. I have watched them as I travel across a rough part of the field &
they flex plenty [for me]. But then, my plane grosses almost 700 lbs.
Shack
FS I
SC
________________________________________________________________________________
| From: | ZepRep251(at)aol.com |
| Subject: | Re: forced landing |
Topher.What year and model was your Ercoupe?Did it have rudder pedals
installed?
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
| Subject: | Hauck's About to Liftoff! |
Hey (or Hay, if you're on a farm)--
You can still make a contribution to John Hauck's Big trip! Our famously
swift US,PO may just be able to get yer donation to lil' ol' TITUS AL
36080 by Saturday's mail delivery--if they get to 255 Coosa Ave. on
Saturdays. C'Mon, I'm gettin' tired of this two-fingering fer dollars.
Ol' John's busier than the scene where the old lady phoned the vet,
saying her cat was sick. Vet was kinda deaf, thought she said calf, but
he told her he'd be out in the morning, just give the critter a pint of
castor oil.. Pulls into the yard and sees a wild scene. Old lady says I
did what you said, an' now I got three cats diggin', three cats
coverin', and three cats prospectin' fer new holes.
C'mon, quit diggin' holes and send something NOW----or at least in
tomorrow's mail.
Bob N. aka The Grey Baron
________________________________________________________________________________
| From: | WGeorge737(at)aol.com |
| Subject: | 3 blade Powerfin and rate of climb |
<< I'm trying to get my new 3 blade Powerfin prop dialed in and would like
some opinions. I have a Firestar II with 503 DCDI. The plane with full fuel
weighs about 450 lbs. The prop is a 60" 3 blade model "B" (I think). My
weight is about 185. I currently am getting about 800 fpm climbout at
6350-6400 rpm. I am interested in best take-off and climb out. I think I
need to take out a tad of pitch to get the rpm up a little for maximum
climbout. What do you folks think and what kind of rate of climb are you
Firestar owners with 503 motors getting. I was expecting something around
1000-1100 fpm climb. >>
I think you are about where you need to be on prop pitch. If you are getting
6300 to 6400 rpm at normal climb speed you are at max power for the existing
conditions (density altitude). If it's hot the R/C will sag. I wouldn't mess
with it.
Bill George
Mk-3 Verner (being installed) Powerfin
________________________________________________________________________________
| From: | "Christopher John Armstrong" <Tophera(at)centurytel.net> |
| Subject: | Re: forced landing |
----- Original Message -----
From: <ZepRep251(at)aol.com>
Sent: Monday, June 25, 2001 10:21 PM
Subject: Re: Kolb-List: forced landing
>
> Topher.What year and model was your Ercoupe?Did it have rudder pedals
> installed?
Alon A-2 Aircoupe N5620F don't know the year, does have pedals. The cause
of the fuel pump failure was a crack in the part that connects the cam
following arm with the diaphragm. resulting in zero pumping capability. I
hope to Find out more about why the newly rebuilt pump broke. I let you
know.
________________________________________________________________________________
| Subject: | Re: Check is in the mail. |
In a message dated 06/25/2001 11:51:46 PM Pacific Daylight Time,
kolb-list-digest(at)matronics.com writes:
> C'mon, quit diggin' holes and send something NOW----or at least in
> .
Sent my check today by Priority Mail.
Roger in Ashland, OR
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Bean Field Landing |
Last weekend I flew from Perryville, MO municipal airport (K02) to Reelfoot
Lake, TN by way of the EAA Chapter 453 in Painton, MO. It was a round trip
of 204 miles point to point. Gassed up three times, and burned a total of
ten gallons.
Yesterday I flew for about a half an hour late in the evening up toward
Ste. Genevieve, across the Mississippi River to the Illinois side, down to
Chester, and back across the river. It was smooth and I flew low for me at
1500 feet above the ground.
Today I went to the airport to shim up my axles so the inner bores of the
wheel bearings do not slop so bad on the axles. After I got it done, I
thought I would go for a spin. Took off to the south from the center
taxiway. For some reason, I let it climb passed 1000 feet above ground at
full power. When it reached about 1500 feet, engine rpm dropped 200 and I
jiggled the throttle a little and the engine quit. I put it on 40 mphi,
did a 180 and headed for the airport that was about a mile and a half away.
I made it over the high lines and the road and into the bean field just
south of the south taxiway. I was about a 100 yards short of making it
onto the airport. Good slight downwind landing. Took off my flight gear
and put it in the storage compartment so that I would not get too warm, so
that I could drag it to the airport. But I thought it would not hurt to
give the rope a pull. It fired on the first pull and started on the
second. I got in and taxied north down the bean rows to edge of the field
and then east on the head land toward the main runway to get around a
drainage ditch. I stopped and man handled it through a smaller ditch to
get it onto the grass next to the main runway. Started it up and taxied it
to the hangar, tied it to the pickup with my tie down ropes and ran it hard
for about five minutes which was longer than the flight. Never missed a lick.
Tomorrow I am going to strain all the gas in the tank to see if there is
something that got sucked over the outlet tube, and to cut the filter into
to see if there is water or whatever in it. Also I am going to strain my
oil to see if there is something in it too. The float bowl was clean. I
hope I find something. I have not been straining my gas, but may be I will
have to start. I drain the tank twice a year, I have never found anything
in it that would obstruct the gas flow. About all I get is a dimes volume
of water.
Anyway whether I like it or not, I have joined the bean field group. It
turned out to be not an unpleasant experience because the plane was not
damaged and I could get back to the airport with out any help. Some
airport visitors were watching and one headed my way to help but when I
started to taxi, he turned back. I didn't squawk on the radio, so I doubt
the airport personnel even know that I landed in the bean field.
I will be flying high and close to the airport for the next couple of hours.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Bean Field Landing |
> I will be flying high and close to the airport for the next couple of hours.
>
> Jack B. Hart FF004
Jack and Gang:
Good show. Glad you and the airplane are ok.
Might not hurt to take a peek inside the engine. It may
have seized or scored a piston.
My experience with seizures is the engine spools down in a
hurry. Just like it had an engine brake on it. I tried to
fly a 582 out of a pasture after it seized. Did a full
power run up, all the gauges in the green, no indicated
power loss, hit the throttle, climbed about 50 feet before
it seized for the second time and I mushed/stalled it in
from about 30 feet. Cost me a left gear mount and two gear
legs (heat treated 4130 legs). That was my first and second
2 stroke seizures in about 15 minutes. :-)
Take care,
john h
________________________________________________________________________________
| From: | "Gary r. voigt" <johndeereantique(at)uswest.net> |
| Subject: | what year is my KXP firestar |
I bought a KXP firestar about a year and a half
ago---the fellow told me it was a 1996 model although i
cannot find any serial# on the back below the engine at
all---can anyone tell me when the last year the "KXP" was
built.
thanks,
Gary r. voigt
________________________________________________________________________________
| Subject: | Re: Bean Field Landing |
| From: | ul15rhb(at)juno.com |
> When it reached about 1500 feet, engine rpm dropped 200
> and I jiggled the throttle a little and the engine quit. I put it on
40
> mphi,
> did a 180 and headed for the airport that was about a mile and a
> half away.> Jack B. Hart FF004
> Jackson, MO
Good for you Jack that you brought it in by the book. Do you remember
seeing what the EGT read when it dropped to 200 RPM? When the engine is
starved of fuel, it will rise above 1300 deg. Check the fuel filter and
look at the pulse pump line.
If this is a point ignition engine, check the timing and was is retimed
after 20 hours? Were the head bolts retorqued after 20 hours in the
sequence prescribed in the manual?
Don't fly it again until the pump and filter are replaced.
Ralph Burlingame
Original Firestar, w/447
________________________________________________________________________________
| Subject: | Re: Bean Field Landing |
| From: | ul15rhb(at)juno.com |
>About all I get is a dimes
> volume of water.
This may be a clue. There should not be ANY water in the fuel. On your
cross country trip last weekend, maybe you picked up some bad gas.
Ralph B.
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
| Subject: | Last chance, or--maybe too late! |
Ol' John is still figgern' on aviatin' the Oneth of July, which is
Sunday, which means the FailMail *system* doesn't deliver either checks
or cash Sunday. Saturday is only FOUR MAIL DAYS away. But here's a
comforting thought: if, perchance your generous donation arrives AFTER
John leaps off, fear not! It will lie doggo til he returns, and then be
greatfully accepted to patch up John's savings account that he robbed to
make the trip. But if you believe in deficit finance, send John a check
that will get there next week! He can't cash it, and your account won't
be debited intil he returns. *Check is in the mail*
I'm about done whining.
Thanks to all
Bob N. aka The Grey Baron
http://members.nbci.com/ronoyer
________________________________________________________________________________
| From: | "Jim Minewiser" <flykolb(at)carolina.rr.com> |
| Subject: | bean field landing |
When it reached about 1500 feet, engine rpm dropped 200 and I
jiggled the throttle a little and the engine quit.
This is similar to my "off-field landing" last month except my engine
never quit, just lost rpm.
I was not able to pinpoint the problem, so I cleaned both of my fuel
tanks, replaced the fuel filter and fuel pump, eliminated the squeeze
bulb, replaced all fuel lines and pulse line, and cleaned the air
filters. Checked in the exhaust port and intakes and everything looked
good.
Took it up last Sat. for the first time since doing these things
and everything was great. I always have flown at about 2000 agl and will
be even more careful now.
Welcome to the club! Good luck with yours and safe flying.
Jim
Mark III
Charlotte, NC
________________________________________________________________________________
| Subject: | Re: Bean Field Landing |
| From: | ul15rhb(at)juno.com |
Jack and others,
How many hours do you have on your engine and what type is it?
The reason I mention all those other things like timing and retorqing the
head bolts is because the 2-cycle engine is very fussy with things like
that and it needs everything to be right to run properly. I've had two
engine failures in my 14 year career of flying my Firestar and both of
those failures could have been prevented.
The first one happened exactly like yours. I had taken a 400 mile round
trip and on my very next flight, the following weekend, I was cruising
along and the RPM dropped to 4000. I could see the EGT rising and it
quit. I had bought some Valvoline 2-cycle outboard oil on my trip and was
using that (I didn't know any better then). The problem turned out to be
stuck rings (both of them) on the rear cylinder. I imagine one ring was
probably stuck for a long time and it was a matter of time before the
other one also stuck.
The solution to that problem was taking off the exhaust manifold and
checking the rings every year, switching to synthetic oil, and giving it
regular Seafoam treatments. The synthetic oil burns so much cleaner and
prevents the above situation. The Seafoam is a backup to make sure the
rings stay free.
The other engine failure was very early on after I had about 50 hours on
my Firestar. It was a clogged fuel filter. I was using a small paper
filter that blocked a wax-like substance in the oil from getting through.
I was using Valvoline 2-cycle oil at the time.
The solution for this problem was using a large paper filter and buying
my gas from a different station. I had got some bad gas and learned
afterwards that others were complaining about their cars not running
right. I think that gas may have reacted with the mineral oil to produce
the waxy substance.
In my opinion, the reliability of the 2-cycle engine has improved over
the years largely due to the high-tech oils on the market and because we
are taking better care of our engines.
I hope you find out the reason why it quit, otherwise it will tend to
haunt you. In the meantime, I would replace both the filter and the pump.
By the way, that clogged filter did not starve the engine right away. It
took a half hour of flying before it quit again and this was AFTER I
replaced the pump. I had replaced the filter about 2 weeks prior and
didn't think that could be the problem and it was the LAST thing I
replaced. Be careful.
I have not had an engine failure in many years (knock on wood) and am
hoping this great trend will continue.
Ralph Burlingame
Original Firestar, w/447
________________________________________________________________________________
| From: | JIMMY HANKINSON <jhankin(at)planters.net> |
| Subject: | Seafoam Treatment |
There has been several mentions on this site of a Seafoam treatment for
the Rotax, could someone explain this?
Jimmy
Firefly #35, 447 Rotax
Rocky Ford, Georgia 30455
Southeast, Georgia
JYL -- Airport
________________________________________________________________________________
| From: | "dama" <dama(at)mindspring.com> |
A friend of mine looking into Kolbs asked a question that I have often
pondered but not deeply enough. Why is the angle of incidence so great
between the tail and the wing on our birds? My guess is that it is a
required characteristic of slow speed flyers, but could not come up with a
sufficient aerodynamic explanation. Any takers...
Kip Laurie
Firestar II, 503, 80 hours since Sept.
Atlanta
________________________________________________________________________________
| From: | Dale Seitzer <dale(at)gmada.com> |
| Subject: | Bean Field Landing |
Double Check your on off switch--is it possible it was turned off for a second?
Dale Seitzer
-----Original Message-----
From: Jack & Louise Hart
Sent: Tuesday, June 26, 2001 6:22 PM
Subject: Kolb-List: Bean Field Landing
Last weekend I flew from Perryville, MO municipal airport (K02) to Reelfoot
Lake, TN by way of the EAA Chapter 453 in Painton, MO. It was a round trip
of 204 miles point to point. Gassed up three times, and burned a total of
ten gallons.
Yesterday I flew for about a half an hour late in the evening up toward
Ste. Genevieve, across the Mississippi River to the Illinois side, down to
Chester, and back across the river. It was smooth and I flew low for me at
1500 feet above the ground.
Today I went to the airport to shim up my axles so the inner bores of the
wheel bearings do not slop so bad on the axles. After I got it done, I
thought I would go for a spin. Took off to the south from the center
taxiway. For some reason, I let it climb passed 1000 feet above ground at
full power. When it reached about 1500 feet, engine rpm dropped 200 and I
jiggled the throttle a little and the engine quit. I put it on 40 mphi,
did a 180 and headed for the airport that was about a mile and a half away.
I made it over the high lines and the road and into the bean field just
south of the south taxiway. I was about a 100 yards short of making it
onto the airport. Good slight downwind landing. Took off my flight gear
and put it in the storage compartment so that I would not get too warm, so
that I could drag it to the airport. But I thought it would not hurt to
give the rope a pull. It fired on the first pull and started on the
second. I got in and taxied north down the bean rows to edge of the field
and then east on the head land toward the main runway to get around a
drainage ditch. I stopped and man handled it through a smaller ditch to
get it onto the grass next to the main runway. Started it up and taxied it
to the hangar, tied it to the pickup with my tie down ropes and ran it hard
for about five minutes which was longer than the flight. Never missed a lick.
Tomorrow I am going to strain all the gas in the tank to see if there is
something that got sucked over the outlet tube, and to cut the filter into
to see if there is water or whatever in it. Also I am going to strain my
oil to see if there is something in it too. The float bowl was clean. I
hope I find something. I have not been straining my gas, but may be I will
have to start. I drain the tank twice a year, I have never found anything
in it that would obstruct the gas flow. About all I get is a dimes volume
of water.
Anyway whether I like it or not, I have joined the bean field group. It
turned out to be not an unpleasant experience because the plane was not
damaged and I could get back to the airport with out any help. Some
airport visitors were watching and one headed my way to help but when I
started to taxi, he turned back. I didn't squawk on the radio, so I doubt
the airport personnel even know that I landed in the bean field.
I will be flying high and close to the airport for the next couple of hours.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | Bob Currie <bnb(at)erols.com> |
| Subject: | Re: Seafoam Treatment |
Ralph,
I have also watched the web and would like info on Seafoam. Seems that
Penzoil Synthetic for two strokes, alittle Marvel Mystry oil. sems to be a
good formula. I am covering a FS II with a 503 and will be putting it on
floats. I am VERY concerned about a good diet for the engine. Thanks
Bob Currie
Hollywood MD
________________________________________________________________________________
| From: | "Christopher John Armstrong" <Tophera(at)centurytel.net> |
Why is the angle of incidence so great
> between the tail and the wing on our birds? My guess is that it is a
> required characteristic of slow speed flyers, but could not come up with a
> sufficient aerodynamic explanation.
I actually don't think it is all that great . the tail is up fairly
sharply relative to the boom tube. Kolb does mount his wings on the
fuselage at a good angle because they fly slow. but wing to tail isn't that
great for a very low aspect ratio, uncambered, thin, delta wing horizontal
stabilizer. the lift curve slope of a flying surface is lower with aspect
ratio, and lower for large leading edge sweep angles, and with thin-flat.
delta wings stall at a very high aoa so there is no need to mount it at a
low angle to avoid tail stall.
Topher
________________________________________________________________________________
| From: | ul15rhb(at)juno.com |
>Why is the angle of incidence so great between the tail and the wing on
our birds?
> Kip Laurie
> Firestar II, 503, 80 hours since Sept.
> Atlanta
Kip and others, (guys like Topher, Dennis S., or Ben Ransom could explain
it much better than I can and I'm sure, before the day is out, you might
hear from all of them),
But it's to keep the coefficient of lift higher on the scale especially
on landing. Homer Kolb, in his wisdom, decided that it would keep
low-time pilots in the safe area where there would be plenty of lift on
the wing at landing speeds. The angle of incidence could be lowered and
increase the speed of the plane, but that would be riskier for new
pilots. This would also mean more aluminum to strengthen the plane which
results in more weight (more speed, more force on the wings). He was
confined to Part 103 for the speed range on his Original Firestar and by
having the higher angle, it limits the speed of the plane (higher angle,
higher induced drag). So, by design, he was able to keep it within the
ultralight speed range and yet make it a safer plane to land.
I'm not sure why the Mark III's don't have a lower angle (maybe they do
and I haven't noticed it), but the Slingshot does have a lower angle of
incidence. It also is more "airplane-like" and requires a pilots license
to fly.
I thought about lowering the angle when I was building mine, but I have
the 5-rib wing and that would not have been a good idea.
This is the short answer and I hope it helps.
Ralph Burlingame
Original Firestar, w/447
________________________________________________________________________________
<< A friend of mine looking into Kolbs asked a question that I have often
pondered but not deeply enough. Why is the angle of incidence so great
between the tail and the wing on our birds? My guess is that it is a
required characteristic of slow speed flyers, but could not come up with a
sufficient aerodynamic explanation. Any takers...
Kip Laurie
Firestar II, 503, 80 hours since Sept.
Atlanta
>>
To me also.....this is the GREAT question about the Kolb...... I once asked
this of Homer and he responded that there was a lot of experimentation over
this in the early days and it was just concluded that it flew "best" there.
I suspect that it is instrumental in assuring that there will always be
a downward force on the horizontal stabilizer even if someone fails to
properly fix the stabilizer stays at the bottom as well as provides for more
stability of control in lieu of a minimum of dihedral in the wings, and also
causes enough drag to assure a cruise speed near the dictated 63 mph for
ultralights.
Remember, the Firefly ended up with 2 struts per wing instead of the
standard 1 because it was too fast....is the way I heard it. They could have
probably done the same thing with one strut and a shift of CG and a higher
angle of incidence in the horizontal stabilizer. ...... just a guess.....
GeoR38
150 hrs on Firestar KX #1 since 1991
Akron Ohio
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: Bean Field Landing - Second Installment |
Everything checked out ok. Nothing in the gas tank etc. Also the gas pump
hose from the pump to the engine was ok too.
By removing the exhaust manifold and looking into the exhaust ports one
could see that the rear piston had been scuffed. I tore it down and I will
get the cylinder honed. I have to make a tool to get the wrist pin spring
clip out and then I can get the piston off. The upper rings are loose, but
both lower rings were stuck toward the front of the engine. A thin layer
of carbon is on the head of the pistons.
I will take some pictures tomorrow and when I get them developed I will put
them on my web site. It really does not look very bad, but it only takes a
little aluminum welded to the cylinder wall to cause a lot of havoc.
The front cylinder and piston look just fine. Of course this was the
cylinder with the heat and exhaust gas temperature gages. It looks like
the rear cylinder was running considerable hotter/leaner than the front
cylinder. I will have to break loose for dual temperature gages. They
would have been much less expensive than what this is going to cost me.
While I am waiting for parts, etc., I am going to work on lightening the
engine cooling shrouds. There is a lot of steel that can be replaced with
aluminum.
Jack B. Hart FF004 - Grounded
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: Bean Field Landing |
Jack,
I wouldn't fly it again until I inspected the pistons through the
exhaust ports.
John Jung
Jack & Louise Hart wrote
snip......
> When it reached about 1500 feet, engine rpm dropped 200 and I
> jiggled the throttle a little and the engine quit.
snip....
________________________________________________________________________________
| From: | "Charles" <chieppa47(at)ne.mediaone.net> |
Hi All,
Well I am looking to fly a KOLBRA for a few hours -- I am on the east coast
and will drive a max of 500 miles. (Boston area)
Thanks Charles
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
>
>A friend of mine looking into Kolbs asked a question that I have often
>pondered but not deeply enough. Why is the angle of incidence so great
>between the tail and the wing on our birds? My guess is that it is a
>required characteristic of slow speed flyers, but could not come up with a
>sufficient aerodynamic explanation. Any takers...
>Kip Laurie
>Firestar II, 503, 80 hours since Sept.
>Atlanta
>
For my FireFly the plans called for mounting the front end of the
horizontal stablizer just level with the top of the fuselage tube. This
did not work out well. I set the stick to be centered with the elevators
in line with the horizontal stablizer, but when I flew if for the first few
times, I had to hold considerable forward stick at cruise speeds. One
could not fly the plane down with power. Also I had to be very careful on
take off or the plane would jump up and I did not have enough elevator to
keep or bring it back to level flight. I just had to chop the throttle,
kick rudder pedals and hope for the best. I ended up with the horizontal
stabilizer raised by 1.5 inches. I have never been able to figure out why
my plane is so different.
http://www.thirdshift.com/jack/firefly/firefly20.html
The stick was adjusted to a new neutral position, and the plane flies with
very little pressure on the stick at cruise. The difference in incidence
between my wing and horizontal stabilizer is two degrees.
http://www.thirdshift.com/jack/firefly/firefly.html
This has greatly reduced the effort to fly the plane. I have also added
adjustable trim to the elevator and ailerons. This takes all forces off
the stick, and makes cross countries effort free.
http://www.thirdshift.com/jack/firefly/firefly51.html
http://www.thirdshift.com/jack/firefly/firefly57.html
Jack B. Hart FF004 - Grounded
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| Subject: | Re: Bean Field Landing - Second Installment |
| From: | ul15rhb(at)juno.com |
Jack,
I was also thinking that higher OAT's may have played a part in this
seizure. If the temps got above 90 there in Missouri and remained that
hot through 1000', the engine may not be able to cool sufficiently,
especially that rear cylinder.
Was the fan belt in proper tension (a half an inch deflection in the
middle)?
We are in a heat wave here in Minnesota (90's) and I get concerned about
engine cooling. I may have to wait until this weekend where it's supposed
to drop off to the low 80's.
Ralph Burlingame
Original Firestar, w/447
________________________________________________________________________________
| From: | Bob Bean <slyck(at)frontiernet.net> |
Musing about the angle....Last year, whilst I was seriously considering
welding up my own cage, I took some readings on Kolbs at a fly-in.
Firestar measured 10 deg boom to wing bottom and 8 1/2 deg boom
to fuselage bottom.
MKIII measured 12 deg boom to wing bottom and 10 deg boom
to fuselage bottom.
As for the reason---probably trial and error decided it just flew
better that way. Way on the back shelf I have an idea for a leading
edge cuff with a higher front that would act as slots. Would be a good
exercise in sheet metal forming. This subject makes me think that
the current angle of incidence wouldn't be too compatible with such a
mod.
Bob B.
________________________________________________________________________________
| Subject: | Re: Seafoam Treatment |
In a message dated 6/27/01 8:46:28 PM Eastern Daylight Time,
b1bookie(at)yahoo.com writes:
>
Me too.
Shack
FS I
SC
________________________________________________________________________________
| From: | MEMATUZAK(at)aol.com |
| Subject: | Re: Seafoam Treatment |
me three!!!
thanks
mem
________________________________________________________________________________
| From: | "Dave Rains" <rr(at)htg.net> |
| Subject: | Re: Bean Field Landing - Second Installment |
Yeah, that could have something to do with it. I fly in 100 plus
temperatures on a regular basis. I keep a real close eye on my CHT's. Had
a really weird experience recently, hit an abrupt downdraft, probably 1.5 g,
and one of the floats in my rear carb got over the valve arm. Lost a few
hundred RPM, landed, found the problem and bent the little arms out a little
to prevent it in the future. Just thought I would pass it on, never can
tell who might be next. Waiting for Will to get back from Mexico, should be
leaving on Sunday for Oregon, or was it Barrow? Oh well, we'll figure it
out in the air.
Regards,
Dave Rains
El Paso
-----Original Message-----
From: ul15rhb(at)juno.com <ul15rhb(at)juno.com>
Date: Wednesday, June 27, 2001 5:47 PM
Subject: Re: Kolb-List: Bean Field Landing - Second Installment
>
>Jack,
>
>I was also thinking that higher OAT's may have played a part in this
>seizure. If the temps got above 90 there in Missouri and remained that
>hot through 1000', the engine may not be able to cool sufficiently,
>especially that rear cylinder.
>
>Was the fan belt in proper tension (a half an inch deflection in the
>middle)?
>
>We are in a heat wave here in Minnesota (90's) and I get concerned about
>engine cooling. I may have to wait until this weekend where it's supposed
>to drop off to the low 80's.
>
>Ralph Burlingame
>Original Firestar, w/447
>
>
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
I tried decreasing the angle of incidence between the wing and the tail by
raising the leading edge of the horizontal stab with a modified bracket,
and all I got was an airplane that became neutrally stable/marginally
unstable. Could not seem to find a trim method or adjustment that allowed
things to stabilize out. Was not comfortable with things that way and put
it back stock.
Richard Pike
MKIII N420P (420ldPoops)
>I'm not sure why the Mark III's don't have a lower angle (maybe they do
>and I haven't noticed it), but the Slingshot does have a lower angle of
>incidence. It also is more "airplane-like" and requires a pilots license
>to fly.
>
>I thought about lowering the angle when I was building mine, but I have
>the 5-rib wing and that would not have been a good idea.
>
>This is the short answer and I hope it helps.
>
>Ralph Burlingame
>Original Firestar, w/447
>
>
________________________________________________________________________________
| From: | ZepRep251(at)aol.com |
| Subject: | Re: forced landing |
Early coupes with twin tails couldn't stall so I figured it must be a Mooney
or Alon variant. Good job saving it!
________________________________________________________________________________
| From: | ul15rhb(at)juno.com |
writes:
>
> I tried decreasing the angle of incidence between the wing and the
> tail by
> raising the leading edge of the horizontal stab with a modified
> bracket,
> and all I got was an airplane that became neutrally
> stable/marginally
> unstable. Could not seem to find a trim method or adjustment that
> allowed
> things to stabilize out. Was not comfortable with things that way
> and put
> it back stock.
> Richard Pike
> MKIII N420P (420ldPoops)
I would be curious to see if anyone has decreased the angle of incidence
by drilling out a hole that would be higher on the wing tab (toward top
of wing) and not modifying the stabilizer. This would reduce the induced
drag considerably.
Ralph Burlingame
Original Firestar, w447
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
> I would be curious to see if anyone has decreased the angle of incidence
> by drilling out a hole that would be higher on the wing tab (toward top
> of wing) and not modifying the stabilizer. This would reduce the induced
> drag considerably.
>
> Ralph Burlingame
Ralph and Gang:
If you decrease the incidence of the wing, how will you take
off with standard Kolb landing gear?
Take care,
john h
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Bean Field Landing - Second Installment |
I'm more than a little amazed at this: John's leaving for Alaska soon,
and there's been a lot of comment on, and support for, his trip, as well
there should be - it's a tremendous undertaking, and a lot of us are
envious. John; I wish you Good Luck, and a good, safe
trip..................but also.................Dave and Will are leaving
West Texas in their FireStars this weekend, for a trip to Oregon, by way of
Monument Valley, Arizona, ( hear that, Erich ?? ) on up to the Oregon coast,
down to the L.A., Calif. area, out to Santa Catalina Island, to Palm
Springs, and back home to Texas..................gotta be at least 3000
miles, I would guess, in 2 stroke powered FireStars, and nobody's said boo
about it. What gives ????? Will & Dave: My Hat's Off to You
! ! ! Good Luck, and Good Trip ! ! ! I'm sure looking forward to seeing
you when you get to sunny ( ! ! ! ) Palm Springs. Bon Voyage ! ! !
Envious Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
----- Original Message -----
From: "Dave Rains" <rr(at)htg.net>
Sent: Wednesday, June 27, 2001 7:36 PM
Subject: Re: Kolb-List: Bean Field Landing - Second Installment
>
> Yeah, that could have something to do with it. I fly in 100 plus
> temperatures on a regular basis. I keep a real close eye on my CHT's.
Had
> a really weird experience recently, hit an abrupt downdraft, probably 1.5
g,
> and one of the floats in my rear carb got over the valve arm. Lost a few
> hundred RPM, landed, found the problem and bent the little arms out a
little
> to prevent it in the future. Just thought I would pass it on, never can
> tell who might be next. Waiting for Will to get back from Mexico, should
be
> leaving on Sunday for Oregon, or was it Barrow? Oh well, we'll figure it
> out in the air.
> Regards,
> Dave Rains
> El Paso
> -----Original Message-----
> From: ul15rhb(at)juno.com <ul15rhb(at)juno.com>
> To: kolb-list(at)matronics.com
> Date: Wednesday, June 27, 2001 5:47 PM
> Subject: Re: Kolb-List: Bean Field Landing - Second Installment
>
>
> >
> >Jack,
> >
> >I was also thinking that higher OAT's may have played a part in this
> >seizure. If the temps got above 90 there in Missouri and remained that
> >hot through 1000', the engine may not be able to cool sufficiently,
> >especially that rear cylinder.
> >
> >Was the fan belt in proper tension (a half an inch deflection in the
> >middle)?
> >
> >We are in a heat wave here in Minnesota (90's) and I get concerned about
> >engine cooling. I may have to wait until this weekend where it's supposed
> >to drop off to the low 80's.
> >
> >Ralph Burlingame
> >Original Firestar, w/447
> >
> >
>
>
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Flight to Oregon |
Morning Gang:
Any cross country flight made in a Kolb is something to talk
about. I appologize for not getting more involved with Dave
and Will's planned flight, but this old fart has been busy
as of late. I have one more thing to fix on the MK III and
she is ready to go, plus install new spark plugs, change oil
and filter, and clean her up. Oops! Got to load all the
goodies and me before I leave Sunday morning.
I knew Dave and Will were planning to fly to Oregon, but
that is all I had read on the List about their flight. Did
not know their planned direction or destinations. How long
they planned to be gone, etc.
Dave and Will, give us a briefing on what you all are
planning, please.
Hesperia, California, had a good resturant on the airport in
1994. Hay Fork, CA, airport, in the mountains between
Redding and Eureka, is a short walk to town and good food.
Borrego Springs, CA, is a good place to get fuel and see the
road runner eat meat balls off the FBO's desk. Roseburg,
Oregon, has an airport right down town and a short walk to
an excellent resturant that serves breakfast for timber
jacks.
Wouldn't mind going with you all. :-)
Be sure and take drinking water on board your aircraft.
Probably don't need that reminder since you guys fly in the
desert. :-)
Another guy we have not heard from since before his planned
departure was John Bruzan. How did your cross country
flight go, John?
Take care,
john h
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Bean Field Landing - Second Installment |
No Dave, we are not following John to Barrow. I only have two weeks vacation and
your wife will shot me if I dont get you back in time to board the cruseship.
Will
Two more days left until I get back to civilization, Monument valley, Death Valley.
In a message dated Wed, 27 Jun 2001 10:38:17 PM Eastern Daylight Time, "Dave Rains"
writes:
Waiting for Will to get back from Mexico, should be
leaving on Sunday for Oregon, or was it Barrow? Oh well, we'll figure it
out in the air.
Regards,
Dave Rains
El Paso
________________________________________________________________________________
| From: | ul15rhb(at)juno.com |
> Ralph and Gang:
>
> If you decrease the incidence of the wing, how will you take
> off with standard Kolb landing gear?
>
> Take care,
>
> john h
John and others,
If the angle of incidence is lowered, there is still plenty of angle to
get into the air. Remember, this is a Clark Y flat bottom airfoil which
has lift at 0 degrees of incidence.
You are getting very close to your departure date guy and as with the
rest of us, my hat is off to you and you are going to make it to Barrow
this year my friend.
Enjoy your adventure .......
God Speed John Hauck,
Ralph Burlingame
Original Firestar, w/447
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Flight to Oregon |
What plan? All we are doing is loading the FireStars and heading northwest. We
ought to fly any higher than it takes to read the highway signs. It makes it
easier to locate and land at the hamburger joints along the way. On our way back
from Oregon we are going to fly south along the California cost until we get
near Los Angeles then head west, back home. We have no schedule other then
we have to be back home by the 20th(my life depends on it :-). We will be camping
out as much as possible ala John Hauck.
We did want to depart on Saturday but my flight From Mexico City arrives late Friday
night so I need Saturday to get ready.
Thanks for the advice John, hope your trip goes well.
Regards,
Will Uribe
Using a Mexican keyboard
In a message dated Thu, 28 Jun 2001 8:13:10 AM Eastern Daylight Time, John Hauck
writes:
Morning Gang:
Dave and Will, give us a briefing on what you all are
planning, please.
________________________________________________________________________________
| From: | "Jeremy Casey" <jrcasey(at)ldl.net> |
"Remember, this is a Clark Y flat bottom airfoil"
I have never heard that before...I am an amateur student of aerodynamics
(meaning I have a dozen or so books on aircraft,airfoil and structural
design that I have read frontwards and backwards) and don't think it
is...but I certainly could be wrong. It was my understanding that the Kolb
airfoil was just that...a Homer Kolb original. Don't think it has ever seen
the inside of a wind tunnel and hence never had a set of performance tables.
It's performance tables are the 1000's of planes performing outstanding with
it!!! Anyway I think John H's point is this (stated more complicated...)
At a lower angle of attack the airfoil has a lower lift coefficient and
hence at a given airspeed will generate less lift. SOOOOO you will have to
accelerate it to a higher speed to generate enough lift to takeoff. The
Kolb is setup with the wing set at a high angle of attack when all 3 wheels
are on the ground and hence will lift off rather quick. If you take the
angle of incidence down too much you could quite possibly run the length of
the Bonneville salt flats and never generate enough lift to get airborne.
The Slingshot has a considerably lower angle of incidence in relation to the
boom tube but it gets the angle between the wing and the ground up by having
those long sexy legs.
Topher is the "REAL" aerodynamics guy on this list and could possibly add or
improve this explanation.
While yes you could slightly lower the angle of incidence of the wing, you
will change the stability relationship between the main wing and the tail
and at a given speed the wing will have to fly at a given angle of attack to
generate the same amount of lift, so what you will be doing by lowering the
angle of incidence is changing the angle that the fuselage is in
flight...(Nose down in this case...)
Jeremy "studied enough about aerodynamics to know I'll never know enough"
Casey
jrcasey(at)ldl.net
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of
ul15rhb(at)juno.com
Sent: Thursday, June 28, 2001 8:51 AM
Subject: Re: Kolb-List: Incidence
> Ralph and Gang:
>
> If you decrease the incidence of the wing, how will you take
> off with standard Kolb landing gear?
>
> Take care,
>
> john h
John and others,
If the angle of incidence is lowered, there is still plenty of angle to
get into the air. Remember, this is a Clark Y flat bottom airfoil which
has lift at 0 degrees of incidence.
You are getting very close to your departure date guy and as with the
rest of us, my hat is off to you and you are going to make it to Barrow
this year my friend.
Enjoy your adventure .......
God Speed John Hauck,
Ralph Burlingame
Original Firestar, w/447
________________________________________________________________________________
| Subject: | Re: Will and Dave's Oregon trip |
| From: | erich_weaver(at)urscorp.com |
06/28/2001 12:27:48 PM
You are so right Big Lar - not much has been said about these Texan bad
boys. Quite the undertaking. I didn't realize the itinerary included Palm
Springs and Catalina. And its great that you guys can do it together - I
find the flights that are shared with others to be the most fun. Perhaps
you guys could share the flight plan with us in a little more detail so we
could get some vicarious thrills? The on-line slide show after trip
completion will be required viewing for all Kolb Listers, I'm sure. I
better get my act together and do some flying of my own before these guys
spill the beans on just how cool flying in Monument Valley is. But I also
look forward to them introducing me to some other spots to put on my list.
On the more practical side, I would like to hear a list of gear carried on
board during these longer cross-country flights. Most of us have such
limited space and weight that it must really make you think through your
choices of what to take. I think some discussion of this would benefit a
lot of people, hearing the logic behind taking one thing at the cost of
leaving another behind. So, Will, Dave, John H. et al, what are you
taking? And, what did you consider taking, but decided to leave behind,
and why?
Best Regards,
Erich Weaver
erich_weaver(at)urscorp.com
130 Robin Hill Road, Suite 100
Santa Barbara, California 93117
Tel: 805-964-6010
fax: 805-964 0259
________________________________________________________________________________
| From: | Dale Seitzer <dale(at)gmada.com> |
| Subject: | Bean Field Landing - Second Installment |
Heat is good for engines--it allows them to burn off the exta oil but EGTs
are not always accurate and placement of probes is not always precise so
comparing temps and trying to find the right temp--hot enough to burn the
excess fuel/oil and not melt the engine--is a challenge. There is an air
diverter inside the shroud to force some air to the back cylinder--is that
came loose and blocked the air flow it may have caused it to run hot.
What is the condition of the spark plugs? I have also heard that twin
cylinder engines with one carb does not deliver precisely the same amount
of fuel and air to the engine. Maybe there is a gasket out of alignment
on the intake side or there may be an air leak on either the intake or
exhaust side.
Dale Seitzer
-----Original Message-----
From: ul15rhb(at)juno.com
Sent: Wednesday, June 27, 2001 6:55 PM
Subject: Re: Kolb-List: Bean Field Landing - Second Installment
Jack,
I was also thinking that higher OAT's may have played a part in this
seizure. If the temps got above 90 there in Missouri and remained that
hot through 1000', the engine may not be able to cool sufficiently,
especially that rear cylinder.
Was the fan belt in proper tension (a half an inch deflection in the
middle)?
We are in a heat wave here in Minnesota (90's) and I get concerned about
engine cooling. I may have to wait until this weekend where it's supposed
to drop off to the low 80's.
Ralph Burlingame
Original Firestar, w/447
________________________________________________________________________________
| From: | "Kenneth Glen Aubrey" <kgaubrey(at)hotmail.com> |
John Cooley
I have a FSII with a DCDI 503 with the stock wood prop (66 X 34 I think),
mine weighs 400 lbs full of gas (10gal) and I weigh between 165-170. I get a
climb rate of 1800 fpm (have seen 2000 in the winter 20 deg) at 40 - 45mph
and it turns right around 6300. I took a friend of mine for a ride last
night and he weighs 180-190 and we were still getting better than 1000fpm at
50mph. The temp was only 72 don't know about the humidity and my airfield is
at 800 MSL. The bad thing is that WOT level flight it turns 6800 and
indicates an airspeed of 78. Hope that helps.
FSII 503 105 hours
Glen
________________________________________________________________________________
| From: | ul15rhb(at)juno.com |
> "Remember, this is a Clark Y flat bottom airfoil"- Ralph B.
>
I have never heard that before...I am an amateur student of aerodynamics
(meaning I have a dozen or so books on aircraft, airfoil and structural
design that I have read frontwards and backwards) and don't think it
is...but I certainly could be wrong. It was my understanding that the
Kolb airfoil was just that...a Homer Kolb original. - Jeremy Casey
>snip>
Jeremy and others,
Yes the airfoil is a Homer Kolb original but is a variation of the Clark
Y with the flat bottom. I'm almost positive there has been no wind tunnel
testing, but none is really needed as there are plenty of Clark Y's that
have been tested with varying parameters.
If the angle of incidence is lowered, the takeoff distance would be
longer but not unreasonable. It's still a light plane, by design, and the
taildragger configuration keeps the angle of the wing high enough
relative to the ground on takeoff.
Look at other light plane designs that do not have the high angle of
incidence of the Kolb
Firestar. They seem to lift off just fine with similar airfoils. The Kolb
wing and the whole design is great, but it can be built for speed. If I
were to put a 447 on the Slingshot (not that anyone would want to do
that), it would be faster in cruise but longer on takeoff compared to the
Firestar. Now visualize a lighter Slingshot designed around a 447 or 503
and I think the cruise performance would be better than a standard
Firestar, but would suffer some takeoff and climb performance.
For most of us, that high-lift airfoil of Homer's is wonderful because it
keeps us out of trouble, but some of that high lift could be traded for
speed.
What do you think Topher and Dennis Souder, am I out of my field or out
in left field?
Ralph Burlingame
Original Firestar, w/447
________________________________________________________________________________
| From: | Dale Seitzer <dale(at)gmada.com> |
I wonder if one could have a series of mounting holes so you could select
the wing angle based on the purpose of flight---I dont know exactly what
would happen to flight characteristics. Imagine if you were doing some
cruising you could set it to reduce drag and if taking off and landing at
short strips one could perhaps set it for higher drag and angle, This is
some theoretical discussion--not intended as a formal recomendation
Dale Seitzer
-----Original Message-----
From: ul15rhb(at)juno.com
Sent: Wednesday, June 27, 2001 10:28 PM
Subject: Re: Kolb-List: Incidence
writes:
>
> I tried decreasing the angle of incidence between the wing and the
> tail by
> raising the leading edge of the horizontal stab with a modified
> bracket,
> and all I got was an airplane that became neutrally
> stable/marginally
> unstable. Could not seem to find a trim method or adjustment that
> allowed
> things to stabilize out. Was not comfortable with things that way
> and put
> it back stock.
> Richard Pike
> MKIII N420P (420ldPoops)
I would be curious to see if anyone has decreased the angle of incidence
by drilling out a hole that would be higher on the wing tab (toward top
of wing) and not modifying the stabilizer. This would reduce the induced
drag considerably.
Ralph Burlingame
Original Firestar, w447
________________________________________________________________________________
| From: | "Jeremy Casey" <jrcasey(at)ldl.net> |
I love this kind of discussion!!!!
Anyway here's my 2 cents. When you refer to a "light Slingshot" Are you
just referring to the lower incidence or the shorter wing? Cause yes you
could take a Firestar and lower the incidence and change the tail to keep
everything in the proper setup for stability, you would probably need to
make the longer gear leg change as well to have room for takeoff rotation.
Now if you want to have the shorter wing then that will either require
additional speed (i.e. additional horsepower...more than a 447 I suspect
even at Firestar weights...actually I think the Slingshot is already very
close to the Firestar weight...) or angle of attack to produce the same
amount of lift...less area means less lift at same AOA and airspeed...Also
any airfoil has a certain range of AOA where it is efficient (i.e. low drag
for amount of lift produced) now if you ask an airfoil to work at an AOA
higher than it is good at your performance will suffer. You will eat up
your excess thrust just overcoming the excess drag . That is why Clipped
wing planes of a particular model are happier flying faster than their long
wing brethren...but that is a whole 'nuther discussion.
There was a fellow in California in Big Lar's neck of the woods that
originally built a clip wing Mark3 and even his top speed suffered due to
having to operate in this high drag AOA all the time as I recall. He went
back and made some fiberglass wingtips that mimicked the original dimensions
and all was well again...
Jeremy Casey
jrcasey(at)ldl.net
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of
ul15rhb(at)juno.com
Sent: Thursday, June 28, 2001 2:35 PM
Subject: Re: Kolb-List: Incidence
> "Remember, this is a Clark Y flat bottom airfoil"- Ralph B.
>
I have never heard that before...I am an amateur student of aerodynamics
(meaning I have a dozen or so books on aircraft, airfoil and structural
design that I have read frontwards and backwards) and don't think it
is...but I certainly could be wrong. It was my understanding that the
Kolb airfoil was just that...a Homer Kolb original. - Jeremy Casey
>snip>
Jeremy and others,
Yes the airfoil is a Homer Kolb original but is a variation of the Clark
Y with the flat bottom. I'm almost positive there has been no wind tunnel
testing, but none is really needed as there are plenty of Clark Y's that
have been tested with varying parameters.
If the angle of incidence is lowered, the takeoff distance would be
longer but not unreasonable. It's still a light plane, by design, and the
taildragger configuration keeps the angle of the wing high enough
relative to the ground on takeoff.
Look at other light plane designs that do not have the high angle of
incidence of the Kolb
Firestar. They seem to lift off just fine with similar airfoils. The Kolb
wing and the whole design is great, but it can be built for speed. If I
were to put a 447 on the Slingshot (not that anyone would want to do
that), it would be faster in cruise but longer on takeoff compared to the
Firestar. Now visualize a lighter Slingshot designed around a 447 or 503
and I think the cruise performance would be better than a standard
Firestar, but would suffer some takeoff and climb performance.
For most of us, that high-lift airfoil of Homer's is wonderful because it
keeps us out of trouble, but some of that high lift could be traded for
speed.
What do you think Topher and Dennis Souder, am I out of my field or out
in left field?
Ralph Burlingame
Original Firestar, w/447
________________________________________________________________________________
| From: | "Jeremy Casey" <jrcasey(at)ldl.net> |
This is
some theoretical discussion--not intended as a formal recomendation
Dale Seitzer
I agree here...I design different ways to do things in my head all the time,
but throwing one of those little ideas together in the form of an airplane
and committing aviation in it is something to be taking seriously...deadly
serious. I discuss this openly as a way to facilitate discussion for head
'learnin purposes...I would put pencil to drafting paper a long time before
I took it to the point of air under the tires...
Jeremy Casey
jrcasey(at)ldl.net
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
Glen,
Have you used a watch to check these numbers? If you haven't, I suggest that you
do. They seem a bit high. It is one thing to hit a peak climb rate in a thermal,
and another to sustain an average.
John Jung
Kenneth Glen Aubrey wrote:
>
> John Cooley
>
> I have a FSII with a DCDI 503 with the stock wood prop (66 X 34 I think),
> mine weighs 400 lbs full of gas (10gal) and I weigh between 165-170. I get a
> climb rate of 1800 fpm (have seen 2000 in the winter 20 deg) at 40 - 45mph
> and it turns right around 6300.
snip......
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: Flight to Oregon |
Will,
I hope that you are not surprised to see more than a few trees, when the two of
you get out of the southwest. When you see nothing but 100 foot trees below you,
I'll bet you decide to fly higher. Recently, I flew from southern Wisconsin
to the UP of Michigan. When I got noth of the farmland that I was used to, there
were just trees and hardly an emergency landing spot in sight. I didn't fly
below 5,000 feet over those northern forests.
John Jung
WillUribe(at)aol.com wrote:
>
> What plan? All we are doing is loading the FireStars and heading northwest. We
ought to fly any higher than it takes to read the highway signs.
snip.......
________________________________________________________________________________
| From: | ed mills <edgmills(at)yahoo.com> |
| Subject: | Re: Seafoam Treatment |
I am interested if you don't mind sharing.
Thanks much
Ed Mills
Dallas,Tx.
edgmills(at)yahoo.com
--- ul15rhb(at)juno.com wrote:
>
> Hi Jimmy,
>
> I sent you a copy of some history and the Seafoam
> procedure off the list.
>
> If anyone else is interested please let me know and
> I will send it out.
> >
> >
> >
> >
> >
> >
> >
>
>
>
> through
>
> http://www.matronics.com/archives
> http://www.matronics.com/emaillists
>
> Matronics!
>
>
>
>
>
________________________________________________________________________________
| From: | "Christopher John Armstrong" <Tophera(at)centurytel.net> |
ah the aircraft design compromise question rears its ugly head once again.
here is the deal. you get to se the wing incidence anywhere you want. all
it effects is fuselage drag. on kolbs it also effects liftoff speed to
some degree as homer designed them to lift off in the three point stance
more or less. most tail draggers lift there tails early in the takeoff run
and then rotate to lift off. the geometry of the Kolb isnt really like
that, the tail wheel is sitting on the ground and then off you go, somewhat
anyway. with trigear you always rotate to take off. so you can set the
wing incidence to make lift equal to weight at some speed with the fuselage
in minimum drag attitude. now on a kolb you would be hard pressed to
convince me that the fuslage has a low drag incidence!!! bu lets say that
it had one. Homer has it set up for low speed. so your climb is best.
other planes have it set up so cruise is best. the F-8 had a variable
incidence wing. the fuselage flew around level all the time, which is a
great idea, if you have a huge hydraulics set in your plane. the b-52 flew
around nose down all the time. even on climbout, the weirdest looking thing
you ever will see. at touchdown the 4 landing gear would all hit at the
same time and therefor not break the fuselage in half, which i guess is more
importent then cruise drag even in a plane with a 8000 mile range using 8 of
the least fuel efficeint engines ever made. accutally up at altitude and
speed they arnt that bad.
anyway the original question was wing incidence versus tail incidence... i
still say it is fairly typical for the type of tail you have. the deal is
to keep the horizontal stabilizer in its linear lift range throughout the
flight envelop, otherwise the plane gets squirelly. if you have the tail
making zero lift then it is not providing a stabilizing force.
topher
________________________________________________________________________________
| Subject: | Re: Prop clearance/trailing edge message of Wed, 27 Jun |
2001 ...
In a message dated 6/28/01 8:51:18 AM Eastern Daylight Time,
dixieshack(at)webtv.net writes:
> Any of you guys using anything near my combinaton? FSII with a 503, C
> box with 3.47 gears swinging a Powerfin 68" 3-bladed ground adjustable
>
Mike , my set-up is the same except My prop is a Warp Drive taper tip 68" 3
blade, no problems [ but the Warp is a stiff prop].
Howard Shackleford
FS I
SC
________________________________________________________________________________
In a message dated 6/28/01 3:05:27 PM Eastern Daylight Time,
jrjung(at)execpc.com writes:
> Have you used a watch to check these numbers? If you haven't, I suggest that
> you
> do. They seem a bit high. It is one thing to hit a peak climb rate in a
> thermal,
> and another to sustain an average.
>
>
Aww, John.......... I was just about to ask him to come tune my 503 just like
his!
Shack
FS I
SC
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Flight to Oregon |
Yah, Borrego Springs is a good stop, and has a good restaurant on field.
Hesperia's restaurant is closed now, but nearby Apple Valley is a great, old
time airport, with an excellent restaurant on field. Chiriaco Summit, east
of Indio is OK, with a mediocre restaurant, but is great for practising in
the wind. Amen ! ! ! Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
----- Original Message -----
From: "John Hauck" <hawk36(at)mindspring.com>
Sent: Thursday, June 28, 2001 5:11 AM
Subject: Kolb-List: Flight to Oregon
>
> Morning Gang:
>
> Hesperia, California, had a good resturant on the airport in
> 1994. Hay Fork, CA, airport, in the mountains between
> Redding and Eureka, is a short walk to town and good food.
> Borrego Springs, CA, is a good place to get fuel and see the
> road runner eat meat balls off the FBO's desk. Roseburg,
> Oregon, has an airport right down town and a short walk to
> an excellent resturant that serves breakfast for timber
> jacks.
>
> Wouldn't mind going with you all. :-)
________________________________________________________________________________
| From: | "Mark German" <aerofab(at)worldnet.att.net> |
Charles:
Don't think Kolbra's are flying yet! Other then Light speed, and the Kolb
factory demo. I am building one, wings are complete and my fuse is "I think
# 5" Ser. number. I went down to Kolb for a visit hoping for a ride but
did not get one. Deedless to say I was very disappointed.
Mark G.
----- Original Message -----
From: Charles <chieppa47(at)ne.mediaone.net>
Sent: Wednesday, June 27, 2001 4:38 PM
Subject: Kolb-List: Re: KOLBRA
>
> Hi All,
> Well I am looking to fly a KOLBRA for a few hours -- I am on the east
coast
> and will drive a max of 500 miles. (Boston area)
> Thanks Charles
>
>
________________________________________________________________________________
| From: | "Charles" <chieppa47(at)ne.mediaone.net> |
Hi Mark,
Thanks for the story, sad as it be. I will try a call to KOLB --- there
must be a few sold and built by now.
Why did KOLB not allow you to fly?
I have been working my Firestar II for 6 years and am getting ready to
fly -- I want some training in a KOLBRA as it is the closest to a Firestar
as you can get.
How soon will yours be ready? Hint -- hint.
Charles
________________________________________________________________________________
| From: | Woody <duesouth(at)iname.com> |
Remember, this is a Clark Y flat bottom airfoil which
has lift at 0 degrees of incidence.
Look again. It is not a Clark Y It is a one of a kind airfoil. The maximum
thickness is at about the 25% mark rather than the 33% mark. If the aileron
is set to be flat with the bottom of the wing there will be an upper reflex
to the airfoil. If a straight line were to be drawn from maximum camber to
the rear spar to the trailing edge the aileron would only be about 6 inches
wide.
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Will and Dave's Oregon trip |
Erich,
I havent put much thought to what Ill be taking.
My laptop computer and digital camera so I can try to post picture during our trip.
A tent and sleeping bag
Change of clothes
Tie down ropes and anchors
MREs, water
2 gals of 2 stroke oil
1st aide kit
Dave is carrying the tools; he likes to tinker with his engine settings. I don't
think I've ever messed with mine. But then again I wouldn't know what I was
doing.
Regards,
Will Uribe
In a message dated Thu, 28 Jun 2001 12:35:11 PM Eastern Daylight Time, erich_weaver(at)urscorp.com
writes:
So, Will, Dave, John H. et al, what are you
taking? And, what did you consider taking, but decided to leave behind,
and why?
Best Regards,
Erich Weaver
erich_weaver(at)urscorp.com
130 Robin Hill Road, Suite 100
Santa Barbara, California 93117
Tel: 805-964-6010
fax: 805-964 0259
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
George,
According to my flight log, I didn't record any stall speeds before I
raised the horizontal stabilizer. With the vortex generators installed it
stalls some where around (average) 34 mph gps. If one calculates the
difference in my weight (200 pounds) to that of the standard 170 pound
pilot, that would be a 31 mph stall.
I have not used or taken data with the flaperons extended. Some day I will
get to it. I have practiced and I have gotten used to using ground effect
so that the plane takes off and settles in at about 25 mphi and so I don't
see any need to use the flaperons. I am not using a static port so this
indicated speed may be low. The use of ground effect is very important
with the small four inch plastic wheels and using soft, wet grass strips.
It looks like you are stalling clean at 37 mph which is a little higher
than I am. Your plane may be a little heavier than mine. Currently, I am
weighing out 248 pounds dry.
I hope this helps you out. Where are you located?
Jack B. Hart FF004
Jackson, MO
>Hello Jack,
> My FireFly #041 flew the same the first few couple of
>flights.
>
>"For my FireFly the plans called for mounting the front end of
>the
>horizontal stablizer just level with the top of the fuselage
>tube. This
>did not work out well. I set the stick to be centered with
>the elevators in line with the horizontal stablizer, but when
>I flew if for the first few times, I had to hold considerable
>forward stick at cruise speeds. One could not fly the plane
>down with power."
>
> Able to trim flaperons to get hands off flight at cruise
>5800 rpm and 69 mph. My stall speed is high though. 42 mph
>without flaperons and 37 with full flaperons. Vortex
>generators dropped stall speeds by 5mph. All speeds verified
>with GPS.
>
> What was your stall speed before adjusting horizontal
>stabillizer 1-1/2" upward on leading edge?
>
>George Henderson, Jr.
>george(at)eatel.net
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | "Jon Croke" <jon(at)joncroke.com> |
| Subject: | Re: Flight to Oregon |
.... Recently, I flew from southern Wisconsin to the UP of Michigan.
Hi John,
Hope all is well with you and your flying! Sounds like you have made some
great trips!
Was wondering what main jet sizes you are now using for summer ??
I went one size smaller from stock and not much changed in temps... but when
the summer heat rolled around, ny EGTs have really fallen off!
Working on any plane projects??
Jon
near Green Bay
________________________________________________________________________________
| From: | "Jon Croke" <jon(at)joncroke.com> |
| Subject: | Re: Flight to Oregon |
Oops sorry, this was meant to go to John directly!
----- Original Message -----
From: "Jon Croke" <jon(at)joncroke.com>
Sent: Friday, June 29, 2001 9:24 AM
Subject: Re: Kolb-List: Flight to Oregon
>
> .... Recently, I flew from southern Wisconsin to the UP of Michigan.
>
> Hi John,
>
> Hope all is well with you and your flying! Sounds like you have made some
> great trips!
>
> Was wondering what main jet sizes you are now using for summer ??
>
> I went one size smaller from stock and not much changed in temps... but
when
> the summer heat rolled around, ny EGTs have really fallen off!
>
> Working on any plane projects??
>
> Jon
> near Green Bay
>
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
Morning Gang:
Just a quick note to bring you all up to date. Everything
in on track and going well. I should have no problems
getting out of Gantt International Airport first thing
Sunday morning, 1 July 2001.
I am getting ready to go to the airstrip to do final prep on
Miss P'fer, my MK III, a gracious old lady. All that is
left to do is change spark plugs, oil and filter. Then, she
said she would like to have a nice bath and she will be
ready to load for the flight.
The spark plugs have 115 hours on them. Recommended
replacement time is 100 hours on the 912S and 200 hours on
the 912. I left them in so I could start out with fresh
plugs and also to see if there was any degredation in
performce. None noted, as I suspected. They looked good
when I pulled them out at 94.5 hours.
My airplane will be loaded a little heavier than Will's and
Dave's airplanes. To start with I will have on board 150
lbs of fuel (25 gals useable/25 gals ultimate), 3 man tent,
sleeping bag, air mattress, 3 liters of water, arctic and
tropical clothing and survival equipment, first aid kit, 14
days rations (MREs), pack stove & fuel, cook pot, coffee
cup, axe, 22 cal survival rifle and ammo, bug spray,
mosquito head net, 40 US, Canadian, and Alaskan Sectionals,
Alaska and Canada Flight Supplements, 2 qts ALCOR TCP, 3 qts
Marvel Mystery oil (will get 3 more qts on the way south, in
Fairbanks, AK, for the trip home), camera w/35 rolls film,
aprx'ly 10 lbs of mixed nuts and trail mix, granola bars,
shaving kit, 2 towels for me and 2 for Miss P'fer, tools,
two spare sets of spark plugs (16 each), pillow, misc nuts
and bolts, safety wire, nylon tie wraps, electrical tape,
duct tape, spare prop bolt, travel alarm clock, survival
blankets (2 ea), windshield cover (Wall*Mart oil cloth table
cloth with polyester bottom), two sets of tie down stakes
and ropes, poncho, flight jacket, gortex shooting gloves,
spare set of gloves to keep my hands warm if I go down some
where up north, shaving kit, medicine, wax and rags for
windshield maintenance, etc. You all get the idea. :-)
I won't take anything that I do not need to take, but I will
not leave anything at home that I need. The above list was
taken real quick from memory, so it is not all inclusive. I
have a check list that I will go over methodically prior to
departure from home to the airstrip to load the airplane. I
carry 7 days clothing. As I get further north and the
weather becomes cooler, I can wear the same clothes for two,
three, and four days at a time. Just remembered an
important item. When one "roughs it" as I do on long XC's,
disposable "baby wipes" are ideal for a quick and effective
French shower. There have been times when it has been a
week between showers, but the baby wipes do their job before
I bed down in the tent. Almost as good as a hot shower.
:-)
If I luck out with good weather I should make it close to
Kansas City, MO, the first day, Minot, ND, second day,
Fairbanks, AK, seventh day, Dead Horse, AK, eighth day, and
Barrow, AK, day eight or nine. That is if everything,
including me is 100%. Realistically, it may take me longer
to get there.
The carb heat system from Pegasus is installed and seems to
be doing its job. I can control its operation from the
cockpit. Placed the on/off valve in the center section over
the left seat (I fly right seat). It operates on hot water
from the cooling system. When it is on, ever so slightly
deflects the tack needle. Hardly noticeable. This will be
good insurance for me, as I encountered carb ice on approach
to the air strip at Toad River, BC, last year.
Talked to Dana Labhart, web master, for Kolb Aircraft. She
will begin updating the "Where's John" page Sunday, the day
of departure. If she doesn't keep the log up to date, you
all know what to do. Flood her with email. :-)
Better get busy or I will miss my ETD, less than 48 hours
from now.
Take care,
john h
hauck's holler, alabama
PS: You all out did yourselves supporting this flight. I
am seriously humbled and grateful for your help. You all
are very much a part of this effort to demonstrate the
capabilities of the Kolb aircraft, and fulfill the dream of
a 62 year old aviator. Thanks!!!
________________________________________________________________________________
I Thought I should try to share some experiences that may relate to the
incidence discussion. During the 1960s and 1970s I did a few thousand hours
of flight training in Cessna 140A's and we found that if you put down two
notches of flap and used about 1600 RPM on a long grass runway you could
watch the machine get light and come off in slow motion. It gave the learner
a lot of opportunity to experience a lot of control input response learning
during the long slow acceleration and lift off. The two notches of flap was a
key issue because without two notches of flap the speed required to
accomplish liftoff was considerably greater and the process requiring more
power, resulting in a faster acceleration with everything happening so much
faster and that there was less learning in those early stages of learning for
those beginners.
Angle of incidence is changed when flap deflection is changed. If one would
take a current Kolb with flaps to a location with a long runway and
experiment with some less then full power takeoffs and some different flap
settings one can sense the development of lift with a gentle observable
process of lifting off. Lifting off, angle of incidence, and angle of attack
can be a great hanger talk discussion.
In 1985 I built an UltraStar and did some limited experimenting with some
ground adjusting of those big ailerons but I have never had the opportunity
to fly the current Klobs equipped with flaps and the engines mounted at the
higher location.
Daniel Bindl
Southern Wisconsin
________________________________________________________________________________
| Subject: | experienced pilots only |
| From: | ul15rhb(at)juno.com |
> I Thought I should try to share some experiences that may relate to
> the incidence discussion. During the 1960s and 1970s I did a few
> thousand hours of flight training in Cessna 140A's and we found that if
you put
> down two notches of flap and used about 1600 RPM on a long grass runway
you
> could watch the machine get light and come off in slow motion. It gave
the
> learner a lot of opportunity to experience a lot of control input
response learning
> Daniel Bindl
> Southern Wisconsin
Daniel and others,
This reminds me of flying in ground effect on a long runway. Once a Kolb
pilot gets some experience, try taking off and staying in ground effect
by reducing the throttle and flying at 35-40 mph at 5' agl. I do NOT
recommend this for novice pilots because this requires some good flying
skills at low speeds, extremely low altitude, and precise control
movements on the stick and rudder. I only do this in calm conditions and
it will improve your flying skills immensely.
During the winter on the frozen lakes, the risk factor for this type of
flying drops to nil for all ultralight pilots and this is the way to
learn to fly (just ask Gary Voigt).
This is the type of flying that divides ultralights from the main stream
of aviation. Not that it's dangerous, but because GA pilots would never
try anything like this nor would they want to, although I have seen a
number of them trying to do the same thing out there on the lakes in the
winter. I'm sure it's fun for them too, but it also carries a lot more
risk.
(at 5' agl on a frozen lake with unlimited landing area, a stall simply
means a landing. The tailwheel hits first, then the mains on a Firestar).
During the summer months, on a runway, it's a different story and you may
want to give it a try if you feel that you have the skill. Just be
careful. If things don't look good, climb and get some altitude.
Ralph Burlingame
Original Firestar, w/447
________________________________________________________________________________
| From: | Woody <duesouth(at)iname.com> |
| Subject: | Re: Barrow Flight |
>
>, 22 cal survival rifle and ammo, bug spray,
>mosquito head net, 4
Any problem bringing the gun across the border. We Canadians do not
have as lax gun laws as you and there may be a problem.
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Barrow Flight |
Woody wrote:
> Any problem bringing the gun across the border. We Canadians do not
> have as lax gun laws as you and there may be a problem.
Woody and Gang:
Hope to be in your country next Wednesday or Thursday. :-)
Will have my survival rifle with me. This little Marlin
Papoose 22 cal rifle has crossed the Canadian Border legally
6 times since 1994. We can bring legal rifles and shot guns
into Canada, but definitely no hand guns. That is the first
thing Customs asks when entering Canada. Wish I could bring
my S&W Snub Nose 357 Magnum, but that is a no no. Much
smaller and more whallop than the 22. If the bullet didn't
kill'em the noise would. :-)
The only other requirement for a US experimental aircraft is
a letter we down load from the Transport Canada web site
authorizing up to fly into/through Canadian airspace. Much
easier last year than in 1994.
Take care,
john h
________________________________________________________________________________
| From: | "Mark German" <aerofab(at)worldnet.att.net> |
Charles:
The plan is to have it flying next summer 2002. Sounds like you need
something sooner! Would be glad to help. Several things at Kolb, the
weather was not the best but still VFR. I think insurance maybe was a
problem. Could not get info out of them. Also said Brian had to give
rides??. Good luck on the Firestar.
Mark G.
----- Original Message -----
From: Charles <chieppa47(at)ne.mediaone.net>
Sent: Thursday, June 28, 2001 9:45 PM
Subject: Re: Kolb-List: Re: KOLBRA
>
> Hi Mark,
> Thanks for the story, sad as it be. I will try a call to KOLB --- there
> must be a few sold and built by now.
> Why did KOLB not allow you to fly?
>
> I have been working my Firestar II for 6 years and am getting ready to
> fly -- I want some training in a KOLBRA as it is the closest to a Firestar
> as you can get.
>
> How soon will yours be ready? Hint -- hint.
>
> Charles
>
>
________________________________________________________________________________
| From: | "C D Patterson" <cdp(at)islandnet.com> |
| Subject: | Re: Barrow Flight |
From an Island in the Pacific..
~~~~~~~~~~~~~~~~~~~
| Woody wrote:
|
|
| > Any problem bringing the gun across the border. We Canadians do not
| > have as lax gun laws as you and there may be a problem.
|
| Woody and Gang:
|
| Hope to be in your country next Wednesday or Thursday. :-)
|
| Will have my survival rifle with me. This little Marlin
| Papoose 22 cal rifle has crossed the Canadian Border legally
| 6 times since 1994. We can bring legal rifles and shot guns
| into Canada, but definitely no hand guns. That is the first
| thing Customs asks when entering Canada. Wish I could bring
| my S&W Snub Nose 357 Magnum, but that is a no no. Much
| smaller and more whallop than the 22. If the bullet didn't
| kill'em the noise would. :-)
|
| The only other requirement for a US experimental aircraft is
| a letter we down load from the Transport Canada web site
| authorizing up to fly into/through Canadian airspace. Much
| easier last year than in 1994.
|
| Take care,
|
| john h
Hey, John.. good luck on the flight, I will be following your progress.. too
bad you couldn't detour down the inside passage over Vancouver Island..
lovely scenery.. figure we could find a way to get you some fresh barbequed
Salmon..
/Charles
Victoria, BC.
________________________________________________________________________________
| From: | KHe1144783(at)aol.com |
| Subject: | Re: Will and Dave's Oregon trip |
Will, I live here in the Palm Springs area just 8 miles from Big Lar. I have
a Titan Tornado II with a Jabiru 2200 engine base at Thermal airport South.
of here. (I just didnt have the sense to buy a Kolb back then.) If you need
transportation or help of any kind, feel free to call me at my
office/cellphone number- 760-343-0933. Im almost always available since Im
self employed. Id offer you to stay here but its a small house and our travel
trailer does not have air conditioning hookup, pretty much required here this
time of year as Larry will tell you. At your service. Kris Henkel
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
While working on the wiring to the engine, I decided to use a 25 pin
connector from radio shack, to make the quick disconnect coupling for
low draw items, such as oil pressure sender, oil temp. sender, hobbs
switch, etc. For heavier draw items such as start relay, strobes, etc.,
I went with the 9 & 12 pin connectors, which have heavier pins. Both
sizes need to have the wires soldered into the pins, before snapping
them into the bases. I hope I'm not the only one who nearly tore his
hair out trying to hold the (tiny) pin, hold the 22, or 18 gauge wire in
it, hold the soldering iron, apply the solder, and keep from biting the
end off my tongue - all at the same time...........AND do it with a
river of sweat running into my eyes. ( Snivel, snivel ) I finally
solved it by drilling a small hole in the blade style tip of a Weller
soldering gun to just fit the pin. Put the stripped end of the wire
into the pin, and clamp the holding tabs over the wire to hold it in
place. Pull the trigger with the right hand, and apply a tiny ( and I
mean TINY ) dab of solder to the base of the pin. In the picture, you
should be able to see that the green wire has too much solder; the
purple is just plain sloppy; the brown was overheated, and melted the
insulation, the black's insulation was squashed from an effort to hold
it with a hemostat; aaaannnd........the orange and the yellow just
below my thumb look pretty good. They were all usable, but some were
difficult to snap into the base. See them at
http://www.flyingpics.homestead.com/wiring.html I knew I shouldn't
have built the doors into the gap seal.............here's what Vamoose
thought of all the fooling around...............
http://www.flyingpics.homestead.com/ttrap.html Enjoy ! !
BON VOYAGE to our intrepid travelers ! ! ! Big Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
________________________________________________________________________________
| From: | "HD Mitchell" <mitchmnd(at)msn.com> |
After playing cat and mouse with the weather for about the last 3 weeks I decided
to drive over to the hangar early in the morning. The theory is
that the weather in north Florida is more like south Georgia. The summer
sun heats different land features at different rates and the result is gusty winds,
thunder storms and bumpy air. Early morning flying is usually
the best of the day around here.
On a previous trip I drained the gas that had been in the tank for about
a month and replaced it with fresh fuel. After preflight I closed the throttle,
gave the primer two pumps (making sure there was a solid head of fuel in the
line before starting to count the strokes), switched on and pulled the starter
rope. She started on the first pull as she almost always does. After about five
seconds I shut off the enricher (aka: choke) and
she sputtered, coughed and died even though I opened the enricher again.
I removed the plugs and found them both bone dry. I started from scratch
again and finally got her running. She ran smoothly, both EGTs and CHTs looked
good so I mounted up, strapped in and taxied to the take-off line.
After calling Quincy traffic to advise the others that I was departing and where
I was going, I headed for master Kolb builder Glenn Rincks' strip about 30 miles
to the west. I flew over a heavily wooded area at about 3,000' to lake Seminole
then over one of the states largest prisons and started my descent to Glenn's
strip. He was out in his front yard waving me down when I did my first
low pass. The landing was about a five with full flaperons. It's always harder
for me to land on a short field after using a mile long public runway.
Glenn showed me around his hangars and the three projects he had on hand. None
of them were Kolbs. He is retired now, takes on any projects he likes and works
on them full time.
Before departure I asked him to help me adjust my parking brake. He was keeping
the tension on the brake cable when they both snapped. He then proceeded to make
up a pair of replacements and we installed them with no problems...except
that the engine refused to start.
Starting a warm engine is always a problem for me because I don't know whether
or not to use the primmer and enricher. Both the EGTs and the CHTs
were reading zero so I assumed that the engine had cooled and that I should use
both. Glenn advised me that with an engine that has just been running all of
the fuel system components and the crankcase are full of fresh fuel and no priming
or choking should be necessary. I took his advice and she started on the
first pull. Lesson learned but I lost a full hour of the calm morning weather.
The return trip was fairly bumpy and by the time I got to Quincy airport
it was downright challenging. I could see by the windsock that it was blowing across
the runway at about 15 to 20 MPH. The rules for Quincy airport restrict
ultralights to the east side pattern which was now upwind. The downwind leg of
my approach was further from the strip than usual so that my base leg would line
me up for final without any drastic turns. It all worked out but I have to
stay focused.
Duane the plane in Tallahassee FL, FireFly SN 007, 447, Vivo, big wheels
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Barrow Flight |
too
> bad you couldn't detour down the inside passage over Vancouver Island..
> /Charles
> Victoria, BC.
Charles and Gang:
Don't tempt me. :-)
Will need water wings for me and Miss P'fer.
Thanks anyway. Maybe some other time. I am sure I would
enjoy your area and hospitality. I have not yet had a
chance to visit Vancouver or Vancouver Island.
Take care,
john h
________________________________________________________________________________
| From: | "Frank Reynen" <frank_reynen(at)ix.netcom.com> |
| Subject: | Re: More Goodies |
Hi Lar
When I installed the 912 I also used the round connectors but found a handy
$5 tool that uses two alligator clips mounted on swivels all mounted on a
common base complete with a magnifier lens and I used that to hold both the
wire and pin exactly in the soldering position which made this job a no
brainer since it left both hands free to hold the iron and wire.
Just in case you want to do more of this.
Frank
> them into the bases. I hope I'm not the only one who nearly tore his
> hair out trying to hold the (tiny) pin, hold the 22, or 18 gauge wire in
> it, hold the soldering iron, apply the solder, and keep from biting the
> end off my tongue - all at the same time...........AND do it with a
> river of sweat running into my eyes. ( Snivel, snivel ) I finally
> .
>
>
________________________________________________________________________________
| Subject: | Re: Flight to Oregon |
If you guys get up to Roseburg,Or and need some help? Give me a call. Would
like to see your Kolbs
Wayne Boyter
679-3831
Kolb mark III
Rotax 582 Warp Drive three blade
130 HRS>
P.S Good luck & Safe flight.
----- Original Message -----
From: <WillUribe(at)aol.com>
Sent: Thursday, June 28, 2001 5:50 AM
Subject: Re: Kolb-List: Flight to Oregon
>
> What plan? All we are doing is loading the FireStars and heading
northwest. We ought to fly any higher than it takes to read the highway
signs. It makes it easier to locate and land at the hamburger joints along
the way. On our way back from Oregon we are going to fly south along the
California cost until we get near Los Angeles then head west, back home. We
have no schedule other then we have to be back home by the 20th(my life
depends on it :-). We will be camping out as much as possible ala John
Hauck.
> We did want to depart on Saturday but my flight From Mexico City arrives
late Friday night so I need Saturday to get ready.
> Thanks for the advice John, hope your trip goes well.
>
> Regards,
> Will Uribe
> Using a Mexican keyboard
>
> In a message dated Thu, 28 Jun 2001 8:13:10 AM Eastern Daylight Time,
John Hauck writes:
>
>
> Morning Gang:
>
>
>
> Dave and Will, give us a briefing on what you all are
> planning, please.
>
>
________________________________________________________________________________
| From: | "Frank Reynen" <frank_reynen(at)ix.netcom.com> |
| Subject: | Re: More Goodies |
Hi Lar
When I installed the 912 I also used the round connectors but found a handy
$5 tool that uses two alligator clips mounted on swivels all mounted on a
common base complete with a magnifier lens and I used that to hold both the
wire and pin exactly in the soldering position which made this job a no
brainer since it left both hands free to hold the iron and wire.
Just in case you want to do more of this.
Frank
> them into the bases. I hope I'm not the only one who nearly tore his
> hair out trying to hold the (tiny) pin, hold the 22, or 18 gauge wire in
> it, hold the soldering iron, apply the solder, and keep from biting the
> end off my tongue - all at the same time...........AND do it with a
> river of sweat running into my eyes. ( Snivel, snivel ) I finally
________________________________________________________________________________
| Subject: | Re: Kolb-List Digest: 33 Msgs - 06/28/01 |
I bought a firestar last Sept that was wrecked. After a visit to Light speed,
a new rigged boom tube, little wing repair and 2 weeks of 16 hour days I was
flying. Basically I could have built it from a quick build in 3 weeks. Ps
all parts and accessories were thrown in a box. A little welding on the
fuselage and some stits and I had a beautiful FS2.
Something interesting. I have a stall speed indicated at 28 mph. I have
confirmed airspeed with GPS on calm day. both read 40 when adjusted for knot
and MPH.
Winter came and I had a set of SKIS from my Piper CUB. I mounted them with a
little help of my lathe and some cables. I noticed an improvement of 10-15
mph in cruise. I constantly cruised at 75-80 at 5800 rpm. 70-75 at 5500. The
skis were pointed slightly up and were providing lift. This reduces effort
required by the tail. The skis produced lift in the front.
I also noticed I had to relearn how to land. It would float down my 1100ft
strip. I had to reduce approach speed to 40-45 mph in order not to drift to
end.
May be I will try a set of small canard wing on front of fuselage just aft of
the nose cone. Faster is better.
PS Flies great with the skis and full enclosure
GAR in Esperance NY FSII 503 dcdi
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: More Goodies |
Sounds good to me Frank. Where can I find one ?? Will it work in the
middle of the tangle, or do you have to use it on the bench ?? What Fun
! ! ! :<( Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
----- Original Message -----
From: "Frank Reynen" <frank_reynen(at)ix.netcom.com>
Sent: Friday, June 29, 2001 8:33 PM
Subject: Re: Kolb-List: More Goodies
>
> Hi Lar
> When I installed the 912 I also used the round connectors but found a
handy
> $5 tool that uses two alligator clips mounted on swivels all mounted on a
> common base complete with a magnifier lens and I used that to hold both
the
> wire and pin exactly in the soldering position which made this job a no
> brainer since it left both hands free to hold the iron and wire.
> Just in case you want to do more of this.
> Frank
>
> > them into the bases. I hope I'm not the only one who nearly tore his
> > hair out trying to hold the (tiny) pin, hold the 22, or 18 gauge wire in
> > it, hold the soldering iron, apply the solder, and keep from biting the
> > end off my tongue - all at the same time...........AND do it with a
> > river of sweat running into my eyes. ( Snivel, snivel ) I finally
> > .
> >
> >
>
>
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
| Subject: | Re: More Goodies |
Lar,
Try Harbor Freight.
Ed
________________________________________________________________________________
| From: | "C D Patterson" <cdp(at)islandnet.com> |
| Subject: | Re: Barrow Flight |
From an Island in the Pacific..
~~~~~~~~~~~~~~~~~~~
| > bad you couldn't detour down the inside passage over Vancouver Island..
|
| > /Charles
| > Victoria, BC.
|
| Charles and Gang:
|
| Don't tempt me. :-)
|
| Will need water wings for me and Miss P'fer.
|
| Thanks anyway. Maybe some other time. I am sure I would
| enjoy your area and hospitality. I have not yet had a
| chance to visit Vancouver or Vancouver Island.
|
| Take care,
|
| john h
Just install floats and you are set [g] In a few years I hope to do some
xctry also..
/cdp
________________________________________________________________________________
| From: | Woody <duesouth(at)iname.com> |
| Subject: | Re: Barrow Flight |
>
>
>Will have my survival rifle with me. This little Marlin
>Papoose 22 cal rifle has crossed the Canadian Border legally
>6 times since 1994.
Thats good. I just didn't want to see you pulled over at customs for a
full body cavity search. Good luck on the trip. I will probably see you at Osh.
________________________________________________________________________________
| From: | "Kim Steiner" <steiner(at)spreda.sk.ca> |
| Subject: | Re: Kolb-List Digest: 33 Msgs - 06/28/01 |
Very interesting ski information, I have several hundred hours on wheel
skis over the past number of years. I have not noticed a significant
difference in cruising speed with or without skis but then I have both
wheels and skis. My Mark 111 would be about 15 lbs. heavier with skis
added. Landing is very similar to summer flying. I enjoy winter flying
just as much as summer flying. Winter provides enhanced safety because
there are unlimited landing sites if a power failure occurs. I have a
heated full enclosure. I have noticed improved take off performance in
the winter due to denser air. This improved performance occurs on wheels on
a hard surface similar to a summer runway.
Kim Steiner
Saskatchewan, Canada
>
>
> Winter came and I had a set of SKIS from my Piper CUB. I mounted them with
a
> little help of my lathe and some cables. I noticed an improvement of
10-15
> mph in cruise. I constantly cruised at 75-80 at 5800 rpm. 70-75 at 5500.
The
> skis were pointed slightly up and were providing lift. This reduces effort
> required by the tail. The skis produced lift in the front.
> I also noticed I had to relearn how to land. It would float down my
1100ft
> strip. I had to reduce approach speed to 40-45 mph in order not to drift
to
> end.
>
________________________________________________________________________________
| Subject: | Re: Kolb-List Digest: 33 Msgs - 06/28/01 |
In a message dated 6/29/01 11:44:45 PM Eastern Daylight Time, Drumco1(at)aol.com
writes:
> May be I will try a set of small canard wing on front of fuselage just aft
> of
> the nose cone. Faster is better.
> PS Flies great with the skis and full enclosure
>
> GAR in Esperance NY FSII 503 dcdi
>
>
Hey GAR....makes sense to me!
GeoR38
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Now, what the hey ?? All my emails are coming in from myself. Have to
read them to see where they're really from, and some aren't even meant
for me. Strange ! ! ! Strange too, to see a whole row of incoming
mail, all from Larry Bourne, but really from the Kolb List. Hit reply
(Outlook Express) and it shows from me to me, but apparently goes to the
correct place. Any ideas ?? Sure would like to get this back to
normal, but I don't even know where to start. Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
________________________________________________________________________________
| From: | "Dave Rains" <rr(at)htg.net> |
Well, I'm up, it's 4 AM, and I'm off to the airport. Will and I will meet
over the Anthony Gap, then proceed to T or C for fuel, then on to Gant.
Should make Monument Valley by late afternoon. John Hawk, I know your
probably checking the list before you depart.
Fly Safe, and
God's Speed
Dave.
El Paso
________________________________________________________________________________
| From: | cmcharles(at)webtv.net (Charles Barry Hudson) |
| Subject: | Re: Kolb-List Digest: 7 Msgs - 06/30/01 |
SEAFOAM Ralph,
Belatedly, may I have a copy of the treatment info ?
....................
C.B. Hudson
St. Petersburg, Fl. ---==X={}=X==---
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
John Hawk, I know your
> probably checking the list before you depart.
> Fly Safe, and
> God's Speed
> Dave.
> El Paso
Dave and Gang:
Well, I got up at 0600. Am reading my email and working on
my first cup of coffee. I got everything done yesterday but
loading the aircraft. I did get it fueled. After a shower
and my third cup of coffee, I will load the truck and head
out for Gantt Int AP, 5 mins away. Should have the Mark III
loaded, after I decide what will go and what will not, say
my good byes, take some pictures, and depart at 0900. I
figure that will give me a full day of flying this first
day. Still have plenty daylight until 2030.
I plan to meet up with David Jones at Olive Branch,
Mississippi, airport about 1300 for lunch and fuel. David
is on the Kolb List. From there to Walnut Ridge, Arkansas.
Had a cafe in the FBO last time I flew through there in
1989. From there generally NW to KC, Mo. Won't make KC
today, it is about 850 miles from here, but with some help
from the wind we could get withing a couple hundred miles or
so.
Weather looks good for today. May have some isolated
thunderstorms late this afternoon in north Arkasas or south
Misouri.
Dave and Will, have a wonderful flight. I hope it is
uneventful (the bad kind of events), but exciting. Good
luck and God speed.
I will call Dana Labhart, the Kolb web master, sometime
today to update her on my flight. Hopefully, she can get it
posted on "Where's John" today.
Take care,
john h
________________________________________________________________________________
| Subject: | Re: UL: PULL ROPE ON 503 |
The pull rope on my 503 [with 235 hours on it] just recently got to where it
would go out about 2' before it would start turning the engine. Have not
pulled the rope housing yet; anything in particular I should look at in
there?
Howard Shackleford
FS I
SC
________________________________________________________________________________
| From: | "Edward Steuber" <esteuber(at)rochester.rr.com> |
| Subject: | Ultrastar Cayuna |
Hey Gang , I do believe I have fixed the overheat problem on the Cayuna
UL-1102 powered Utrastar.First thing was to tear down to the last
bolt....found one intake gasket leak on the hot cylinder that was the
one I was monitoring with the CHT and EGT (lucky). If it had been the
other cylinder I would not have known and probably cooked it.......I
have seen on this list that some of the more learned engine guru's think
that monitoring both cylinders is necessary......AMEN ! ! ! Next ,after
assembly and a pressure check, I added a small engine cooling shroud
that keeps the cooling air from being dumped out the side of the fan
where the CDI ignition box bolts up.Has any one noticed this loss of air
that occurs between the cooling fan housing and the first cylinder. I
don't believe it was intentional but it makes sense for the casting of
the fan housing only. Because the Cayuna is cooled by forced air through
both cylinders (the 2nd cylinder is using already transferred heat for
it's cooling ) it seems to me that any loss upstream could be
significant in cooling that last cylinder.I do have the flow through
head installed . By plugging this cooling air hole, my temps got much
better . I lalso went from a 300 to a 310 main jet. Problem solved but I
need to test a little more at full throttle climb .Too windy here in
Western NY today . Any Cayuna drivers have any experience or knowledge
of the fan housing gap ? ? Ed Steuber , Modified Ultrastar
________________________________________________________________________________
| From: | "Ron or Mary Payne" <ronormar(at)apex.net> |
Just got back from a little vacation. I just checked my e-mail and saw
some posts about seafoam. I cannot find who started this thread but I
sure would like to get any info on this process if I can. Any info
would be appreciated.
Ron Payne
Building FireStar II
Gilbertsville, Ky
________________________________________________________________________________
| From: | JIMMY HANKINSON <jhankin(at)planters.net> |
This site is too quite. Here's a question.
Checked the air speed of my Kolb today,-GPS reads 60 MPH from different
directions, the Kolb airspeed indicator read 65. I have a 1/4" I.D.
tube out the front of the Firefly's nose.
All of you experts, what do I do to correct this?
Would like to be as accurate as possible.
Jimmy
Firefly #35, 447 Rotax
Rocky Ford, Georgia 30455
Southeast, Georgia
JYL -- Airport
________________________________________________________________________________
| From: | Jim Hauck <jimh474(at)nettally.com> |
-
headed north west to Pt Barrow, AK
Jim Hauck
________________________________________________________________________________
| From: | "Gary Thacker" <gbthacker(at)hotmail.com> |
| Subject: | Re: Air Speed...thumbs |
I have never had my GPS and air speed indicator reading the same number or
at least not often. Keep in mind your air speed indicator is tellin you how
fast air is goin past or blowin into your instrument. Not necessarily how
fast your travelin over the ground. Direction of winds will effect your
indicated air speed. You could be traveling 60 miles an hour into a wind of
20 miles an hour your indicator would read 60 while your GPS would read 40.
Your GPS is tellin you how fast your traveling over land. Or at least that
is the theory. I am readin a little into your question but........If you
are interested in knowin when your plane will stall you may want to try
somethin like this. Get to a "safe" altitude and stall the plane. Check
your indicated air speed. On that particular day at that particular
altitude at that particular time your aircraft will stall. Remember on
landings, any shift of wind will effect lift. Always land with a air speed
that will room for error. I go with between 5 and 10 mph higher than stall
speed. I would rather be hot on the landin, if I have room to bleed off the
speed, than just a tad to slow. ;-}
Gary
>From: JIMMY HANKINSON <jhankin(at)planters.net>
>Reply-To: kolb-list(at)matronics.com
>To: KOLB LIST
>Subject: Kolb-List: Air Speed
>Date: Sun, 01 Jul 2001 21:13:33 -0400
>
>
>This site is too quite. Here's a question.
>
>Checked the air speed of my Kolb today,-GPS reads 60 MPH from different
>directions, the Kolb airspeed indicator read 65. I have a 1/4" I.D.
>tube out the front of the Firefly's nose.
>
>All of you experts, what do I do to correct this?
>
>Would like to be as accurate as possible.
>
>Jimmy
>Firefly #35, 447 Rotax
>Rocky Ford, Georgia 30455
>Southeast, Georgia
>JYL -- Airport
>
>
________________________________________________________________________________
| From: | hawk36(at)mindspring.com |
| Subject: | Re: Barrow Flight. |
headed north west to Pt Barrow, AK
Jim Hauck
Hey Gang:
Thanks for the notice to the List Brother Jim.
You all ain't gonna believe me, but I fell into it here at Lebanon Airport, Missouri.
Landed here a few minutes ago after flying 7.5 hours today. I am about
two hours out of Kansas City, MO.
Had fog and low ceilings with some rain when I left Gantt Int AP. Had to fly to
the east and north of Birmingham, Alabama, because of weather. Got put down
by low ceiling at Pell City, AL, aprx 56 miles north of my strip. Finally got
to Olive Branch, Miss, where I was met by List member David Jones of Hernando,
Miss. He took me to Cracker Barrel for a Sunday dinner and then filled Miss
P'fer to the brim with 100LL. What a guy. He has one of the old Kolb Factory
Firestars, think a KXP or whatever they were called back then. It is primarily
a Boston Maroon color.
I advise everyone that cross countries to RON at Lebanon, Mo, airport. This is
the most hospitable FBO I have ever been in in all the years I have been banging
around little airports. I am hooked up to my email through their computer.
There is food in the frig, hot coffee, a shower, telephone, TV, airconditioning,
etc. Don Baxter gave me the run of the place. He left a few minutes ago.
Even provided me with towels for my shower, and had a disposable shaving kit
for me. I am overwhelmed.
Miss P'fer did good. She was extremely heavy coming out of my grass strip this
morning, plus the new 6X6 aircraft tires only had 15 psi. It was a marginal
take off and I am not accustomed to them. I landed at Hamilton, Alabama, to take
a pit stop and while there increased tire pressure to 25 psi. A world of
difference on pavement and should handle the large baseball size gravel on the
strips in Canada and Alaska.
All systems are go. I am worn out, but will relax, get a hot shower and a good
night's sleep and be ready to go in the morning. After a hot breakfast, of course,
downtown Lebanon.
I called Dana Labhart this afternoon from Walnut Ridge, Arkansas, to update the
"Where's John" page, but no one home and left a msg on her machine. Will call
again in the morning.
I am excited, overly careful, and full of anticipation for the flight ahead. Thanks
everyone for your support.
Take care,
john h
________________________________________________________________________________
| From: | Plancraz2020(at)aol.com |
Hello Everyone,
Here's a progress report on John Hauck's first leg of his trip to Point
Barrow.
As you know John left Titus this morning at 9:00. Bad weather, fog and low
clouds, caused him to fly an easterly course and delayed his arrives at Olive
Branch airport. He landed at 1340 after 4 hours of flight. We ate at
Cracker Barrrel, fueled his Kolb, John logged his flight time, replenish his
water supply, took pictures and departed for Walnut Ridge, AR. at 1545.
John is being very thorough and organized in his efforts to get to Barrows
and has a good attitude about the trip.
Good Luck John Hauck!!!!!
David Jones
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
Jimmy,
Unless you knew the direction of the wind, and were flying directly into
it and with it, you do nothing. If you just had the same difference
between the GPS and the air speed (5 mph), it could have been caused by a
crosswind.
The technique that I have used is to make a very slow turn, while holding
a consistant air speed, noting the direction of the fastest and slowest
GPS reading. After a few complete turns, the wind direction can be
established. Then I fly directly into the wind, and directly with the wind
and a average the GPS reading. This should eliminate the crosswind
component and give an accurate measurement. It assumes that the wind
doesn't change during the process. To keep this variable to a minimum, I
only do this when the winds are less then 5 mph.
John Jung
JIMMY HANKINSON wrote:
>
> This site is too quite. Here's a question.
>
> Checked the air speed of my Kolb today,-GPS reads 60 MPH from different
> directions, the Kolb airspeed indicator read 65. I have a 1/4" I.D.
> tube out the front of the Firefly's nose.
>
> All of you experts, what do I do to correct this?
________________________________________________________________________________
| From: | "Edward Steuber" <esteuber(at)rochester.rr.com> |
| Subject: | Airspeed calibration ? |
I have been seeing diferent postings about airspeed calibration with GPS
comparison. If you have a problem either high or low , just increase
(flare) or decrease(swage) the end of the pitot tube and it can be
adjusted.....Put a funnel on the front and I can indicate mach numbers
on my Ultrastar.Sure makes me feel like I'm going faster...... FAST
EDDY in NY
________________________________________________________________________________
| Subject: | rudder pedal spring |
| From: | ul15rhb(at)juno.com |
Group,
My right rudder pedal spring broke last night after I made an intentional
deadstick landing. This had nothing to do with the deadstick landing and
has happened many times before over the 14 year period I have been
flying. It is not hazardous as I went flying after it broke. I just have
to make sure I keep my right foot on the pedal or it will drop to the
floor and then it would be a problem on landing.
It always seems to break at the pedal and I need a better solution to
keep it from doing that. The plans said to drill a hole into the side of
the pedal for the spring to fit into, but after having problems breaking,
I wrapped the spring around the bolt holding the cable tang and it still
breaks.
Have any of you guys had the rudder pedal spring beak and what did you do
to fix it.
Ralph Burlingame
Original Firestar, w/447
________________________________________________________________________________
| From: | Possum <possums(at)mindspring.com> |
| Subject: | Re: rudder pedal spring |
>
>Group,
>
>It always seems to break at the pedal and I need a better solution to
>keep it from doing that. The plans said to drill a hole into the side of
>the pedal for the spring to fit into, but after having problems breaking,
>I wrapped the spring around the bolt holding the cable tang and it still
>breaks.
>
>Have any of you guys had the rudder pedal spring beak and what did you do
>to fix it.
>
I've seen people put a "pulley" and cable in the nose and tie the two
rudder pedals together from the front so they pull against each other.
________________________________________________________________________________
| From: | "Wood, John T." <woodjt(at)spawar.navy.mil> |
| Subject: | rudder pedal spring |
I had observed that the spring was streaching and it was just a matter of
time before it would break. I purchased a lightweight 3" compression spring,
simular to what they use on RV's and made the two oposing wires that fit
through the center and connected it to the chain. It works really nice and
gives good positive control of the rudder on the ground. If you would like a
picture let me know.
John N670JW
-----Original Message-----
From: ul15rhb(at)juno.com [mailto:ul15rhb(at)juno.com]
Sent: Monday, July 02, 2001 8:29 AM
Subject: Kolb-List: rudder pedal spring
Group,
My right rudder pedal spring broke last night after I made an intentional
deadstick landing. This had nothing to do with the deadstick landing and
has happened many times before over the 14 year period I have been
flying. It is not hazardous as I went flying after it broke. I just have
to make sure I keep my right foot on the pedal or it will drop to the
floor and then it would be a problem on landing.
It always seems to break at the pedal and I need a better solution to
keep it from doing that. The plans said to drill a hole into the side of
the pedal for the spring to fit into, but after having problems breaking,
I wrapped the spring around the bolt holding the cable tang and it still
breaks.
Have any of you guys had the rudder pedal spring beak and what did you do
to fix it.
Ralph Burlingame
Original Firestar, w/447
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
Greetings Kolb Fans;
Dave and I have made to Page, AZ, got some good pictures of the area but no
time to up load them. Got to got before the thermuals start to pick up.
Regards,
Will and Dave
In a message dated 7/1/01 5:57:38 AM Eastern Daylight Time, rr(at)htg.net writes:
> Well, I'm up, it's 4 AM, and I'm off to the airport. Will and I will meet
> over the Anthony Gap, then proceed to T or C for fuel, then on to Gant.
> Should make Monument Valley by late afternoon. John Hawk, I know your
> probably checking the list before you depart.
> Fly Safe, and
> God's Speed
> Dave.
> El Paso
________________________________________________________________________________
| From: | Dale Seitzer <dale(at)gmada.com> |
| Subject: | Re: Kolb-List Digest: 33 Msgs - 06/28/01 |
Something interesting. I have a stall speed indicated at 28 mph. I have
confirmed airspeed with GPS on calm day. both read 40 when adjusted for
knot
and MPH.
Winter came and I had a set of SKIS from my Piper CUB. I mounted them with
a
little help of my lathe and some cables. I noticed an improvement of 10-15
mph in cruise. I constantly cruised at 75-80 at 5800 rpm. 70-75 at 5500.
The
skis were pointed slightly up and were providing lift. This reduces effort
required by the tail. The skis produced lift in the front.
I also noticed I had to relearn how to land. It would float down my 1100ft
strip. I had to reduce approach speed to 40-45 mph in order not to drift to
end.
May be I will try a set of small canard wing on front of fuselage just aft
of
the nose cone. Faster is better.
PS Flies great with the skis and full enclosure
[] I always thought the improved performance was due to the cold thick
air. On warm humid days it takes more rpms to maintain the same indicated
mph.
Dale Seitzer
________________________________________________________________________________
| From: | "Peter Volum" <PVolum(at)etsmiami.com> |
| Subject: | rudder pedal spring |
John, I for one would appreciate a picture.
Thanks in advance,
Peter Volum
I had observed that the spring was streaching and it was just a matter of
time before it would break. I purchased a lightweight 3" compression spring,
simular to what they use on RV's and made the two oposing wires that fit
through the center and connected it to the chain. It works really nice and
gives good positive control of the rudder on the ground. If you would like a
picture let me know.
John N670JW
________________________________________________________________________________
| From: | "Ed Chmielewski" <edchmiel(at)mindspring.com> |
| Subject: | Re: Kolb-List Digest: 12 Msgs - 07/01/01 |
'Kolb-List Digest Server' wrote:=0A=0A- *
- Kolb-List Digest Archive
- ---
- Total Messages Posted Sun 07/01/01: 12
-
-
-
_______
- From: "Dave Rains" <rr(at)htg.net>
- Sub ...'=0A=0A=0A> Take a look to the attachment. =0A=0A=0A
________________________________________________________________________________
| From: | "Ed Chmielewski" <edchmiel(at)mindspring.com> |
| Subject: | Re: Kolb-List Digest: 12 Msgs - 07/01/01 |
'Kolb-List Digest Server' wrote:=0A=0A- *
- Kolb-List Digest Archive
- ---
- Total Messages Posted Sun 07/01/01: 12
-
-
-
_______
- From: "Dave Rains" <rr(at)htg.net>
- Sub ...'=0A=0A=0A> Take a look to the attachment. =0A=0A=0A
________________________________________________________________________________
| From: | JIMMY HANKINSON <jhankin(at)planters.net> |
Whoever sent me an attachment about air speed, I did not get.
There was no record of whom it came from.
Jimmy
Firefly #35, 447 Rotax
Rocky Ford, Georgia 30455
Southeast, Georgia
JYL -- Airport
________________________________________________________________________________
| Subject: | Re: rudder pedal spring |
In a message dated 7/2/01 12:27:20 PM Eastern Daylight Time,
woodjt(at)spawar.navy.mil writes:
> I had observed that the spring was streaching and it was just a matter of
> time before it would break. I purchased a lightweight 3" compression spring,
> simular to what they use on RV's and made the two oposing wires that fit
> through the center and connected it to the chain. It works really nice and
> gives good positive control of the rudder on the ground. If you would like a
> picture let me know.
>
>
I would like a picture, please.
Shack
FS I
SC
________________________________________________________________________________
| From: | "Bil Ragsdale" <bilrags(at)earthlink.net> |
| Subject: | Re: rudder pedal spring |
Sounds like a really intelligent solution. Please forward a photo to me
also.
Thanks, Bil
----- Original Message -----
From: Wood, John T. <woodjt(at)spawar.navy.mil>
Sent: Monday, July 02, 2001 11:25 AM
Subject: RE: Kolb-List: rudder pedal spring
>
> I had observed that the spring was streaching and it was just a matter of
> time before it would break. I purchased a lightweight 3" compression
spring,
> simular to what they use on RV's and made the two oposing wires that fit
> through the center and connected it to the chain. It works really nice and
> gives good positive control of the rudder on the ground. If you would like
a
> picture let me know.
>
> John N670JW
>
> -----Original Message-----
> From: ul15rhb(at)juno.com [mailto:ul15rhb(at)juno.com]
> Sent: Monday, July 02, 2001 8:29 AM
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: rudder pedal spring
>
>
>
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
| Subject: | ULers in central FL |
Any ULers in central FL, pls ctc Bob Comparini robertc(at)qnet.com
thanks
bn
________________________________________________________________________________
| From: | "Cim & Tindy" <townsend(at)webound.com> |
| Subject: | Re: Barrow Flight. |
John,
I wish I new that earlier,, I live just 2 miles from the Lebanon
Airport.
In fact I had just landed there my self after flying around the track at
the 144
speed way for the 4th celebration. I was that close to a legend,, cool.
I hope your flight is just perfect from here.
Our Best
Tim & Cindy Townsend
----- Original Message -----
From: hawk36(at)mindspring.com
To: kolb-list(at)matronics.com
Sent: Sunday, July 01, 2001 9:18 PM
Subject: Re: Kolb-List: Barrow Flight.
today
headed north west to Pt Barrow, AK
Jim Hauck
Hey Gang:
Thanks for the notice to the List Brother Jim.
You all ain't gonna believe me, but I fell into it here at Lebanon
Airport, Missouri. Landed here a few minutes ago after flying 7.5 hours
today. I am about two hours out of Kansas City, MO.
________________________________________________________________________________
| From: | JIMMY HANKINSON <jhankin(at)planters.net> |
This evening is asked whoever sent me an attachment to a message to
resend it.
I have been getting messages all evening, all sent by me that I did not
send, weird.
Hope that no one else got this junk.
Jimmy
Firefly #35, 447 Rotax
Rocky Ford, Georgia 30455
Southeast, Georgia
JYL -- Airport
________________________________________________________________________________
| From: | "Kenneth Broste" <ksbroste(at)worldnet.att.net> |
| Subject: | Contributions for John Hauck |
what's the address for sending a contribution to help John with his
expenses?
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)alltel.net> |
| Subject: | Re: rudder pedal spring |
Likewise,
Thanks for another inovation from the fertile minds of the Woods bros.
Denny
----- Original Message -----
From: Bil Ragsdale <bilrags(at)earthlink.net>
Sent: Monday, July 02, 2001 7:28 PM
Subject: Re: Kolb-List: rudder pedal spring
>
> Sounds like a really intelligent solution. Please forward a photo to me
> also.
>
> Thanks, Bil
> ----- Original Message -----
> From: Wood, John T. <woodjt(at)spawar.navy.mil>
> To:
> Sent: Monday, July 02, 2001 11:25 AM
> Subject: RE: Kolb-List: rudder pedal spring
>
>
> >
> > I had observed that the spring was streaching and it was just a matter
of
> > time before it would break. I purchased a lightweight 3" compression
> spring,
> > simular to what they use on RV's and made the two oposing wires that fit
> > through the center and connected it to the chain. It works really nice
and
> > gives good positive control of the rudder on the ground. If you would
like
> a
> > picture let me know.
> >
> > John N670JW
> >
> > -----Original Message-----
> > From: ul15rhb(at)juno.com [mailto:ul15rhb(at)juno.com]
> > Sent: Monday, July 02, 2001 8:29 AM
> > To: kolb-list(at)matronics.com
> > Subject: Kolb-List: rudder pedal spring
> >
>
> >
> >
>
>
________________________________________________________________________________
| From: | "Gary Thacker" <gbthacker(at)hotmail.com> |
| Subject: | Re: rudder pedal spring |
John if you wouldn't mind I'd like to see it also.
Thanks
Gary
>From: "Denny Rowe" <rowedl(at)alltel.net>
>Reply-To: kolb-list(at)matronics.com
>To:
>Subject: Re: Kolb-List: rudder pedal spring
>Date: Mon, 2 Jul 2001 23:00:35 -0400
>
>
>Likewise,
>Thanks for another inovation from the fertile minds of the Woods bros.
>Denny
>----- Original Message -----
>From: Bil Ragsdale <bilrags(at)earthlink.net>
>To:
>Sent: Monday, July 02, 2001 7:28 PM
>Subject: Re: Kolb-List: rudder pedal spring
>
>
> >
> > Sounds like a really intelligent solution. Please forward a photo to me
> > also.
> >
> > Thanks, Bil
> > ----- Original Message -----
> > From: Wood, John T. <woodjt(at)spawar.navy.mil>
> > To:
> > Sent: Monday, July 02, 2001 11:25 AM
> > Subject: RE: Kolb-List: rudder pedal spring
> >
> >
>
> > >
> > > I had observed that the spring was streaching and it was just a matter
>of
> > > time before it would break. I purchased a lightweight 3" compression
> > spring,
> > > simular to what they use on RV's and made the two oposing wires that
>fit
> > > through the center and connected it to the chain. It works really nice
>and
> > > gives good positive control of the rudder on the ground. If you would
>like
> > a
> > > picture let me know.
> > >
> > > John N670JW
> > >
> > > -----Original Message-----
> > > From: ul15rhb(at)juno.com [mailto:ul15rhb(at)juno.com]
> > > Sent: Monday, July 02, 2001 8:29 AM
> > > To: kolb-list(at)matronics.com
> > > Subject: Kolb-List: rudder pedal spring
> > >
> >
> > >
> > >
> >
> >
>
>
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
Well, we made it to Monument Valley, the FireStars are running fine. We have
been flying through some very strong thermals but the wings haven't fallen
off. One time it got so bad one wing dropped so much, the wings almost went
vertical, more fun then riding a rollercoster. It's so high here, hot and we
are loaded to the Max that I sometimes doubt our FireStar will take off the
ground but so far they have performed great.
Here are some photos.
This one was taken this morning before we left Monument Valley.
http://home.elp.rr.com/airplane/DSC
AOL users Monument Valley
This one was taken yesterday as we were departing T or C
http://home.elp.rr.com/airplane/DSCF0001.JPG
AOL users T or C
Tonight we are spending the night near the Grand Canyon. We can't go north
because of the Las Vegas TCA, very little places with in my fuel range and
restricted areas so we will be flying south and then west. The biggest
problem is range, finding fuel for my ten gal FireStar. Dave is carrying 15
gals so he can fly longer then I can.
Last night we camped under the stars, tonight we rented a hotel room.
Regards,
Will
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
What a trip.............good luck ! ! !
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
----- Original Message -----
From: <WillUribe(at)aol.com>
Sent: Monday, July 02, 2001 9:27 PM
Subject: Re: Kolb-List: X-Country
>
> Well, we made it to Monument Valley, the FireStars are running fine. We
have
> been flying through some very strong thermals but the wings haven't fallen
> off. One time it got so bad one wing dropped so much, the wings almost
went
> vertical, more fun then riding a rollercoster. It's so high here, hot and
we
> are loaded to the Max that I sometimes doubt our FireStar will take off
the
> ground but so far they have performed great.
>
> Here are some photos.
> This one was taken this morning before we left Monument Valley.
> http://home.elp.rr.com/airplane/DSC
> AOL users Monument
Valley
>
> This one was taken yesterday as we were departing T or C
> http://home.elp.rr.com/airplane/DSCF0001.JPG
> AOL users T or
C
>
> Tonight we are spending the night near the Grand Canyon. We can't go
north
> because of the Las Vegas TCA, very little places with in my fuel range and
> restricted areas so we will be flying south and then west. The biggest
> problem is range, finding fuel for my ten gal FireStar. Dave is carrying
15
> gals so he can fly longer then I can.
> Last night we camped under the stars, tonight we rented a hotel room.
>
> Regards,
> Will
>
>
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
cut out some letters and number, try this one.
http://home.elp.rr.com/airplane/DSCF1.JPG
In a message dated 7/3/01 12:29:21 AM Eastern Daylight Time,
WillUribe(at)aol.com writes:
> This one was taken this morning before we left Monument Valley.
> http://home.elp.rr.com/airplane/DSC
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
This picture is in memory of Kent Mead a FireStar II flyer. Passed away last
July and just loved Monument Valley. He would have wanted to fly over it
someday.
http://home.elp.rr.com/airplane/DSCF0008.JPG
http://home.elp.rr.com/airplane/DSCF0008.JPG
Regards,
Will and Dave
________________________________________________________________________________
| From: | Kirby Dennis Contr SMC/TM <Dennis.Kirby(at)kirtland.af.mil> |
on 6-28-01, Jeremy Casey wrote:
< There was a fellow in California in Big Lar's neck of the woods that
originally built a clip wing Mark3 and even his top speed suffered due to
having to operate in this high drag AOA all the time as I recall. He went
back and made some fiberglass wingtips that mimicked the original dimensions
and all was well again ... >
------------------------------------------------
Kolb Gang -
To add to Jeremy's story of why we shouldn't mess with Homer's original wing
design, here's another story about someone who modified the wings on his
Kolb with undesireable results. A guy in Tucson built his Mark-III in 1996
with wings two feet shorter than the plans called for. Basically, he ended
his wings at the spar ends, eliminating the tip bows. His reason was the
desire for extra top-end speed. He flew it this way for a couple of years
without problems, then sold it to a guy in Albuquerque. The builder
admitted that the airplane required higher landing and takeoff speeds (the
airplane's new stall speed was about 50 mph), and it needed more runway for
takeoffs and landings, but he was well-accustomed to these performance
quirks. Unfortunately, the new owner was not. The new owner, a relatively
inexperienced pilot, was expecting this modified Mark-III to fly like most
other light airplanes in this weight and speed category, and it cost him his
airplane. One day, just after takeoff at about 800' agl, the engine
sputtered and quit. (Engine was a Hirth 2706, but the problem was not a
fault of the engine - a mechanic had tuned the carbs to Rotax specs, which
are very different than what Hirths require.) Anyway, in a attempt to turn
back toward the runway to land, he stalled it and spun in from about 100
feet. Totaled the airplane, but the pilot walked away. (Testimony to the
robust Kolb pod design.) More than likely, the regular Kolb wing would have
brought the airplane back safely to the runway from that altitude. I
believe Homer's and Dennis Souder's design is sound the way it is, and I,
for one, am not gonna mess with it! My couple of cents' worth.
Dennis Kirby
Mark-III, Verner-1400, Powerfin-72, 98% finished in
Cedar Crest, New Mexico
________________________________________________________________________________
| Subject: | Re: Monument Valley |
It's just a great picture. I will treasure it. Thanks again for the
remembrance.
Kathy Mead
________________________________________________________________________________
| From: | Bob Bean <slyck(at)frontiernet.net> |
BigLar and affected Kolbers, sorry Lar, your AM off-list message
came through with another attachment triggering my Norton AV.
I posted a message to the list last night that never made it??? ---
So this is a test to see if I still make it on, or...... BB do not
archive
________________________________________________________________________________
| From: | Woody <duesouth(at)iname.com> |
>
> More than likely, the regular Kolb wing would have
>brought the airplane back safely to the runway from that altitude. I
>believe Homer's and Dennis Souder's design is sound the way it is, and I,
>for one, am not gonna mess with it! My couple of cents' worth.
If he knew the planes stall speed and take off speed then he probably
would have screwed up at the lower Kolb speeds as well. Hopefully my new
airfoil on my Kolb will perform satisfactorily. I hope to have it covered
by the end of the month. I will be using the hipec system. Last months
kitplanes had a good article on Hipec. Some paint has peeled off my
twinstar on the aileron gap seal (my fault) This paint can be folded over
and creased and it can be unfolded and brought back to like new condition.
so much for worries about his paint cracking. The only way we can advance
is by experimenting and pushing the limits. Carefully of course.
________________________________________________________________________________
| From: | "J.D. Stewart" <jstewart(at)ncfcomm.com> |
Anybody hear how John's doing? He was expecting to stop here if the timing
was right, either for a fuel break or overnight. With the South wind we had
yesterday, he might have flown clear into SD by now. Thunderstorms are
brewing, so I was getting kinda concerned.
The website hasn't been updated since yesterday, so I don't know how far
he
made it last night.
J.D. Stewart
Internet Nebraska-Norfolk
http://www.inebraska.com
UltraFun AirSports
http://www.ultrafunairsports.com
Challenger Owners E-mail list and Website Administrator
http://challenger.inebraska.com
________________________________________________________________________________
| From: | Jim Hauck <jimh474(at)nettally.com> |
| Subject: | Re: Where's John? |
Bro John called me from Mcclusky, ND around noon today.
Jim Hauck
"J.D. Stewart" wrote:
>
> Anybody hear how John's doing? He was expecting to stop here if the
timing
> was right, either for a fuel break or overnight. With the South wind we had
> yesterday, he might have flown clear into SD by now. Thunderstorms are
> brewing, so I was getting kinda concerned.
> The website hasn't been updated since yesterday, so I don't know how
far he
> made it last night.
>
> J.D. Stewart
> Internet Nebraska-Norfolk
> http://www.inebraska.com
> UltraFun AirSports
> http://www.ultrafunairsports.com
> Challenger Owners E-mail list and Website Administrator
> http://challenger.inebraska.com
>
________________________________________________________________________________
| From: | "jrodebush" <jrodebush(at)cinci.rr.com> |
Hello everyone. Need some advice and/or opinions.
I want to install nav/strobe/position lights on my wings. Whelen has a
complete kit for around $760. Aeroflash has a similar looking non-PMA'd kit
for $410. Is it worth the extra for the Whelen? Anybody had any experience
with the Aeroflash?
Thanks,
Rody (building a Mark III X-tra)
________________________________________________________________________________
| From: | "Charles" <chieppa47(at)ne.mediaone.net> |
| Subject: | Re: Strobe lights |
Rody,
If you can find the NOVA strobe kit (self contained) they are great! I have
been looking for a replacement and found out the co. was bought out by ACS.
Just my 2 cents.
Charles
E-mail Address = chieppa47(at)mediaone.net
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
Hi everyone
We made it to Apple Valley, Ca but the winds did not let us got ferther. I
had to taxi very slowly and at times the tail came.
Got to got
________________________________________________________________________________
| From: | Jim Hauck <jimh474(at)nettally.com> |
Just got off the phone with Bro John. He is RONing at Davidson, Sask,
Canada. Plane and pilot doing fine.
Jim Hauck
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Re: Strobe lights |
I have used the Kuntzelman strobes before, and they are great.
Richard Pike
MKIII N420P (420ldPoops)
>
>Hello everyone. Need some advice and/or opinions.
>
>I want to install nav/strobe/position lights on my wings. Whelen has a
>complete kit for around $760. Aeroflash has a similar looking non-PMA'd kit
>for $410. Is it worth the extra for the Whelen? Anybody had any experience
>with the Aeroflash?
>
>Thanks,
>
>Rody (building a Mark III X-tra)
>
>
________________________________________________________________________________
Date-warning: Date header was inserted by SMTP00.InfoAve.Net
| From: | JIMMY HANKINSON <jhankin(at)planters.net> |
| Subject: | Re: Kolb-List Digest: 15 Msgs - 07/03/01 |
'Kolb-List Digest Server' wrote:=0A=0A- *
- Kolb-List Digest Archive
- ---
- Total Messages Posted Tue 07/03/01: 15
-
-
-
_______
- From: WillUribe(at)aol.com
- Subject: Re ...'=0A=0A=0A> Take a look to the attachment. =0A=0A=0A
________________________________________________________________________________
| From: | "Geoff Thistlethwaite" <geoffthis(at)worldnet.att.net> |
| Subject: | Re: rudder pedal spring |
John,
could you put me on the list too?
Geoff Thistlethwaite
----- Original Message -----
From: "Wood, John T." <woodjt(at)spawar.navy.mil>
Sent: Monday, July 02, 2001 11:25 AM
Subject: RE: Kolb-List: rudder pedal spring
>
> I had observed that the spring was streaching and it was just a matter of
> time before it would break. I purchased a lightweight 3" compression
spring,
> simular to what they use on RV's and made the two oposing wires that fit
> through the center and connected it to the chain. It works really nice and
> gives good positive control of the rudder on the ground. If you would like
a
> picture let me know.
>
> John N670JW
>
> -----Original Message-----
> From: ul15rhb(at)juno.com [mailto:ul15rhb(at)juno.com]
> Sent: Monday, July 02, 2001 8:29 AM
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: rudder pedal spring
>
>
> Group,
>
> My right rudder pedal spring broke last night after I made an intentional
> deadstick landing. This had nothing to do with the deadstick landing and
> has happened many times before over the 14 year period I have been
> flying. It is not hazardous as I went flying after it broke. I just have
> to make sure I keep my right foot on the pedal or it will drop to the
> floor and then it would be a problem on landing.
>
> It always seems to break at the pedal and I need a better solution to
> keep it from doing that. The plans said to drill a hole into the side of
> the pedal for the spring to fit into, but after having problems breaking,
> I wrapped the spring around the bolt holding the cable tang and it still
> breaks.
>
> Have any of you guys had the rudder pedal spring beak and what did you do
> to fix it.
>
> Ralph Burlingame
> Original Firestar, w/447
>
>
________________________________________________________________________________
| From: | "jrodebush" <jrodebush(at)cinci.rr.com> |
| Subject: | Re: Kolb-List Digest: 15 Msgs - 07/03/01 |
'Kolb-List Digest Server' wrote:=0A=0A- *
- Kolb-List Digest Archive
- ---
- Total Messages Posted Tue 07/03/01: 15
-
-
-
_______
- From: WillUribe(at)aol.com
- Subject: Re ...'=0A=0A=0A> Take a look to the attachment. =0A=0A=0A
________________________________________________________________________________
| From: | WGeorge737(at)aol.com |
| Subject: | Mk-3 weight/bal w/4 strokers |
Hi Gang,
Verner update. Engine is mounted. Oil tank and oil cooler are mounted and
hoses are connected. Throttle linkage is connected. Had to modify the
throttle lever plate to push instead of pull. It seems to work OK but will
probably go to pulley system. Next is completing the electrical connections
and we'll be ready to crank.
This engine installation is of the battleship variety and I have a steel
tailwheel strut with a real tailwheel. With the 582 the CG was a bit aft and
I expect a sizable leap in that direction when I weigh the airplane.
Question: Have any of you 4 strokers (VW, 912, Subaru, etc.) had any
significant weight and balance problems?
Bill George
Mk-3 Verner, Powerfin 72
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Strobe lights |
My Kuntzelman stobe and Dave's gave out when we needed it the most. I'm going
to have to get in touch with Kuntzelman to see what he can do.
Later
Will
In a message dated Tue, 3 Jul 2001 11:22:45 PM Eastern Daylight Time, Richard Pike
writes:
I have used the Kuntzelman strobes before, and they are great.
Richard Pike
MKIII N420P (420ldPoops)
>
>Hello everyone. Need some advice and/or opinions.
>
>I want to install nav/strobe/position lights on my wings. Whelen has a
>complete kit for around $760. Aeroflash has a similar looking non-PMA'd kit
>for $410. Is it worth the extra for the Whelen? Anybody had any experience
>with the Aeroflash?
>
>Thanks,
>
>Rody (building a Mark III X-tra)
>
>
>>
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
Hello,
We have just landed in Visalia, CA. If the weather holds, we are going to try
and make, Sacramento, Davis airport. We lost some time this morning because
we can't take off before day break without the strobes. Maybe it's all the
rain we have been flying through.
Does anyone have Kuntzelman strobes e-mail address?
Regards,
Will Uribe
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Pics at Rosamond, Ca |
http://home.elp.rr.com/airplane/firestars2.jpg
http://home.elp.rr.com/airplane/firestars.jpg
http://home.elp.rr.com/airplane/P7040013.JPG
http://home.elp.rr.com/airplane/P7040013.JPG
http://home.elp.rr.com/airplane/firestars.jpg
http://home.elp.rr.com/airplane/firestars2.jpg
________________________________________________________________________________
| From: | George Alexander <gtalexander(at)att.net> |
WillUribe(at)aol.com wrote:
>
>
> Hello,
> We have just landed in Visalia, CA. If the weather holds, we are going to try
> and make, Sacramento, Davis airport. We lost some time this morning because
> we can't take off before day break without the strobes. Maybe it's all the
> rain we have been flying through.
> Does anyone have Kuntzelman strobes e-mail address?
>
> Regards,
> Will Uribe
>
Will:
Dick's email is: KEstrobes(at)aol.com
Web site: http://www.kestrobes.com/NEW/Homex.html
Good luck to you and Dave in your journey.....
George Alexander
Original Firestar
http://gtalexander.home.att.net
________________________________________________________________________________
| From: | "rbaker(at)shop4zero.com" <rbaker(at)ccgnv.net> |
| Subject: | Mark III Control Interference |
Kolb List,
John Hauck takes off for Alaska and I got to taxi back and forth in the
back field for the first time. No comparison but it sure felt good.
I discovered that when I deploy the flaps the linkage interferes with
the aileron linkage near the control horns. I was running out of time
and the usual Florida evening thunderstorm was threatening so I did not
take time to fully analyze the problem. Had to fold it up and drag it
back to the shop.
If anyone else has encountered this problem I would appreciate hearing
about the cause and cure.
L. Ray Baker
Lake Butler, FL
Mark III, 912,BRS,N329RB.
98% Done, 20% to go
PS: Modified version of Steve Greens dolly (10" pneumatic casters)
worked out well on the gravel and grass lane to the field.
________________________________________________________________________________
| From: | "jrodebush" <jrodebush(at)cinci.rr.com> |
| Subject: | Re: Kolb-List Digest: 10 Msgs - 07/04/01 |
'Kolb-List Digest Server' wrote:=0A=0A- *
- Kolb-List Digest Archive
- ---
- Total Messages Posted Wed 07/04/01: 10
-
-
-
_______
- Date-warning: Date header was inserted ...'=0A=0A=0A> Take a look to the attachment.
=0A=0A=0A
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
No, but his phone # is 610-326-9068. Good Luck.
Richard Pike
MKIII N420P (420ldPoops)
>
>Hello,
>We have just landed in Visalia, CA. If the weather holds, we are going to try
>and make, Sacramento, Davis airport. We lost some time this morning because
>we can't take off before day break without the strobes. Maybe it's all the
>rain we have been flying through.
>Does anyone have Kuntzelman strobes e-mail address?
>
>Regards,
>Will Uribe
>
>
________________________________________________________________________________
| From: | "Wood, John T." <woodjt(at)spawar.navy.mil> |
| Subject: | tail wheel and rudder spring |
Group,
I have created a web link for anyone interested in viewing the spring
assembly on my plane. I have a single brake lever and get good positive
response. Let me know if the web page does not work. This is my first
attempt..
Here goes..
http://airdragon.homestead.com/index.html
John
________________________________________________________________________________
| From: | TK <tkrolfe(at)epix.net> |
| Subject: | Airstar Discount Sales |
I'm sure a while back someone on the list mentioned to avoid doing business
with Airstar Discount Sales out of California. Boy, do I wish I had heeded
that
advice!
I made the mistake of ordering a couple of small items for myself and a
friend.
When placing the order no mention was made of needing to back order any
item. I received part of the order which consisted of a small packet of
springs
and gas tank gaskets plus a "free" catalog sent by Priority Airmail even
though
I had requested regular parcel post. Cost of $6.50. When I called their
customer service number about the missing item I was told that it was back
ordered. I asked if I was going to be charged additional shipping for that
item
and got blasted. The guy there started getting loud and and said they
weren't
going to ship it free. I told him I thought that it was wrong because I
had a
already paid to much for the part of the order I did get and there was no
mention of back order.
At this point he went ballistic! He called me a Fu______ idiot and that I
didn't know what I was talking about. I again told him I didn't think I
was being
treated fairly and He then called me a Mo_____ Fu_______ and never to call
there again. I asked him if he thought he could talk to a customer that
way and
he said he would Fu______ talk to me anyway he wants and hung up. I then
called their ordering number and got a nice gal who didn't have any idea
what
was going on. I canceled the remaining item.
I got involved with this company because when I received my FireFly kit
there
was a coupon for Airstar Discount. Also they have prominent ads in the
magazines like Ultralight Flying. Being new to this sport, I didn't know!
Sooo! I'm writing this only to let others know so that they don't set them
selves up for the kind of abuse that I received. I did contact two of the
magazine editors about this. Haven't received a reply yet.
Terry K. FireFly #95
Quarryville, Pa.
________________________________________________________________________________
| From: | "Peter Volum" <PVolum(at)etsmiami.com> |
| Subject: | Homestead Florida Ultralight Air Fair |
To Larry and any other Kolbers in or near South Florida:
The Light Aircraft Flyer's Association is hosting an ultralight air fair at
the ultralight side of Homestead General Airport tomorrow, Saturday and
Sunday.
The club members include about 5 or 6 Kolb owners other than myself who will
probably be there at least one of those days. If any of you are willing and
able to make it, expect to be warmly welcomed.
Unfortunately I will only be there on Saturday, but if any of you can make
it on that day, I would enjoy getting together with you. I will be in or
around the cub-yellow Mk. III.
________________________________________________________________________________
| From: | George Alexander <gtalexander(at)att.net> |
| Subject: | Re: tail wheel and rudder spring |
"Wood, John T." wrote:
>
>
> Group,
>
> I have created a web link for anyone interested in viewing the spring
> assembly on my plane. I have a single brake lever and get good positive
> response. Let me know if the web page does not work. This is my first
> attempt..
>
> Here goes..
>
> http://airdragon.homestead.com/index.html
>
> John
John:
The web page and the spring assembly look great. Thanks for
sharing.
George Alexander
http://gtalexander.home.att.net
________________________________________________________________________________
| From: | TAILDRAGGER503(at)aol.com |
| Subject: | INSPECTION PLATES |
Did any of you Builders install inspection plates in the wings ? If so where
and why ? Thanks for the info.
Dave Snyder Long Branch ,N.J. Building FSII
________________________________________________________________________________
| From: | SGreenpg(at)aol.com |
| Subject: | Re: INSPECTION PLATES |
In a message dated 7/5/01 4:27:12 PM Eastern Daylight Time,
TAILDRAGGER503(at)aol.com writes:
> Did any of you Builders install inspection plates in the wings ? If so where
> and why ? Thanks for the info.
>
> Dave Snyder Long Branch ,N.J. Building FSII
>
Dave,
I installed an inspection ring at the drag strut attachment point at the root
to be able to check the screw that holds the fitting in place. Another just
behind the spar where the lift strut attaches to inspect this critical area
of the spar. The third is at the wing tip to aid in wiring lights at the
wing tip if necessary.
Steven Green
Mark III 82 hrs.
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
Greeting Kolb Fans,
We made it to Grants, OR, last night we spent the night at University airport
near Sacramento. Tomorrow or the next day we'll start the trip down the
coast of California.
Regards,
Will and Dave.
________________________________________________________________________________
| From: | Eugene Zimmerman <eugenezimmerman(at)dejazzd.com> |
Has anyone heard anything about John Hauck's progress? Is every thing
still OK with him?
Gene
________________________________________________________________________________
| Subject: | Re: Kolb-List Digest: 10 Msgs - 07/04/01 |
| From: | Scott and Pam Trask <PTrask(at)diisd.org> |
on 7/5/01 1:50 AM, Kolb-List Digest Server at kolb-list-digest(at)matronics.com
wrote:
> From: WGeorge737(at)aol.com
> Subject: Kolb-List: Mk-3 weight/bal w/4 strokers
>
>
> Hi Gang,
>
> Verner update. Engine is mounted. Oil tank and oil cooler are mounted and
> hoses are connected. Throttle linkage is connected. Had to modify the
> throttle lever plate to push instead of pull. It seems to work OK but will
> probably go to pulley system. Next is completing the electrical connections
> and we'll be ready to crank.
>
> This engine installation is of the battleship variety and I have a steel
> tailwheel strut with a real tailwheel. With the 582 the CG was a bit aft and
> I expect a sizable leap in that direction when I weigh the airplane.
>
> Question: Have any of you 4 strokers (VW, 912, Subaru, etc.) had any
> significant weight and balance problems?
>
> Bill George
> Mk-3 Verner, Powerfin 72
HI BILL,
I had a 582 on my Mark III and at the time I weighed about 165. It was
close to being tail-heavy. When that engine was used up, I traded it in on
a 912. When I installed that engine I put hard seats in there and a battery
(which I didn't have before) underneath one of the seats, adding a little
more weight to the nose, and I had no problem with weight and balance.
Scott Trask
Iron Mountain, MI
From: "rbaker(at)shop4zero.com" <rbaker(at)ccgnv.net>
Subject: Kolb-List: Mark III Control Interference
Kolb List,
John Hauck takes off for Alaska and I got to taxi back and forth in the
back field for the first time. No comparison but it sure felt good.
I discovered that when I deploy the flaps the linkage interferes with
the aileron linkage near the control horns. I was running out of time
and the usual Florida evening thunderstorm was threatening so I did not
take time to fully analyze the problem. Had to fold it up and drag it
back to the shop.
If anyone else has encountered this problem I would appreciate hearing
about the cause and cure.
L. Ray Baker
Lake Butler, FL
Mark III, 912,BRS,N329RB.
98% Done, 20% to go
PS: Modified version of Steve Greens dolly (10" pneumatic casters)
worked out well on the gravel and grass lane to the field.
HI RAY,
I had the same problem. The problem is that the aileron tube and the flap
tube need to be different lengths. You may have to remove one of the horns
and re-rivet or even possibly cut a little of the tube off. You could
possibly pull your aileron horns inward and if that doesn't work and (if
there's room) in addition to that push your flap horns outward. If that
fails, I would say remove your flap horns and cut some of the tube away. I
hope this will help.
Scott Trask
Iron Mountain, MI
________________________________________________________________________________
| From: | "Jerry & Chris Deckard" <deckard(at)sheltonbbs.com> |
| Subject: | Re: Airstar Discount Sales |
There are two types of Airstar customers, those that have been screwed and
those that will be .
Jerry Deckard
----- Original Message -----
June 13, 2001 - July 06, 2001
Kolb-Archive.digest.vol-cy